INTERVIEW QUESTIONARE (Tanker) PART 2.

Questions from 26 to end

Ch. Officer:

? 26. How do you carry out the control of washing in an Undefined Atmosphere?

ISGOTT 5th Edition:

11.3 CARGO TANK WASHING AND CLEANING

11.3.3.1 Tank Atmospheres

Tank atmospheres can be any of the following:

- Inerted • An atmosphere made incapable of burning by the introduction of inert gas and the resultant reduction of the overall oxygen
content. For the purposes of this guide the oxygen content of the tank atmosphere should not exceed 8% by volume. (See section 2.2)

- Too lean • An atmosphere made incapable of burning by the deliberate reduction of the hydrocarbon content to below the lower
flammable limit.

- Over rich • An atmosphere which is above the flammable range (see Section 9.2.5).

- Undefined • An atmosphere which may be above, below or within the flammable range.

ISGOTT 5th Edition:

11.3.3.5 Control of Washing in an Undefined Atmosphere

In an undefined atmosphere, the vapours in the tank may be in the flammable range.
The only way to guarantee that an explosion cannot occur during washing in an undefined atmosphere, is to make certain that there can be no source of ignition.

The following precautions must be taken if the risk from static electricity is to be eliminated:

(a) No machine may have a throughput greater than 60m 3 /h.

(b) The total water throughput per cargo tank should be kept as low as practicable and must in no case exceed 180m 3 /h.

(c) Recirculated wash water must not be used.

(d) Chemical additives must not be used.

(e) Wash water may be heated, but must not be above 60ºC.

(f) Steam must never be injected into the tank.

(g) The tank should be kept drained during washing. Washing should be stopped to clear any build-up of wash water.

(h) All hose connections must be made up and tested for electrical continuity before the washing machine is introduced into the tank.
Connections should not be broken until after the machine has been removed from the tank. To drain the hose, a coupling may be partially
opened and then retightened before the machine is removed.

(i) The introduction of sounding rods and other equipment must be done through a full depth sounding pipe, if fitted. If a full depth sounding
pipe is not fitted, it is essential that any metallic components of the sounding rod or other equipment are bonded and securely earthed to
the ship before introduction into the tank, and remain so earthed until removed. This precaution should be observed during washing and
for five hours thereafter to allow sufficient time for any mist carrying a static charge to dissipate. If however, the tank is continuously
mechanically ventilated after washing, this period can be reduced to one hour. During this period:

• An interface detector of metallic construction may be used if earthed to the ship by means of a clamp or bolted metal lug.
• A metal rod may be used on the end of a metal tape that is earthed to the ship.
• A metal sounding rod suspended on a fibre rope should not be used, even if the end at deck level is fastened to the ship because
the rope cannot be relied upon to provide an earthing path.
• Equipment made entirely of non-metallic materials may, in general, be used, for example, a wooden sounding rod may be
suspended on a rope without earthing.
• Ropes made of synthetic polymers should not be used for lowering equipment into cargo tanks.

? 27. According to SOLAS petroleum products having a Flash Point exceeding 60 Deg.C can be
carried without inert gas. When should such products be carried in inert condition?
When the temperature 10 deg.C lower than Flash point

ISGOTT 5th Edition: Charter 1

1.1.1 FLAMMABILITY CLASSIFICATION

There are many classification systems for defining the flammability characteristics of petroleum liquids, most of which are based on Flashpoint and Reid Vapour
Pressure data.

For the purpose of this guide, which deals primarily with the particular conditions associated with handling petroleum cargoes in tankers and terminals, the
division of such liquids into the two broad categories of non-volatile and volatile, as defined below, is in general sufficient to ensure that proper precautions can
be specified.

• Non-Volatile Flashpoint of 60ºC or above, as determined by the closed cup method of testing.
• Volatile Flashpoint below 60ºC, as determined by the closed cup method of testing.

• If there is any doubt as to the characteristics of a cargo, or if a non-volatile cargo is being handled at a temperature above its Flashpoint
minus 10ºC, it should be treated as volatile petroleum. Owing to their particular characteristics, residual fuel oils should always be treated as
volatile (see Section 1.6).

2.2.6 FLAMMABILITY CLASSIFICATION OF PETROLEUM

There are many schemes for dividing the complete range of petroleum liquids into different flammability classes based on flashpoint and vapour pressure and
there is a considerable variation in these schemes between countries. Usually, the basic principle is to consider whether or not a flammable equilibrium gas/air
mixture can be formed in the space above the liquid when the liquid is at ambient temperature.

Generally, in this guide it has been sufficient to group petroleum liquids into two categories entitled non-volatile and volatile, defined in terms of flashpoint as
follows:

Non-volatile

Flashpoint of 60ºC or above, as determined by the closed cup method of testing. These liquids produce, when at any normal ambient temperature, equilibrium
gas concentrations below the lower flammable limit. They include distillate fuel oils, heavy gas oils and diesel oils. Their RVPs are below 0.007 bar and are not
usually measured.

Volatile

Flashpoint below 60ºC, as determined by the closed cup method of testing. Some petroleum liquids in this category are capable of producing an equilibrium
gas/air mixture within the flammable range when in some part of the normal ambient temperature range, while most of the rest give equilibrium gas/air mixtures
above the upper flammable limit at all normal ambient temperatures. Examples of the former are jet fuels and kerosenes and
of the latter, gasolines and most crude oils. In practice, gasolines and crude oils are frequently handled before equilibrium conditions have been attained and
gas/air mixtures in the flammable range may then be present.

The choice of 60ºC as the flashpoint criterion for the division between non-volatile and volatile liquids is to some extent arbitrary. Since less stringent
precautions are appropriate for non-volatile liquids, it is essential that under no circumstances is a liquid capable of giving a flammable gas/air mixture ever
inadvertently included in the non-volatile category.

The dividing line must therefore be chosen to make allowance for such factors as the misjudging of the temperature, inaccuracy in the flashpoint measurement
and the possibility of minor contamination by more volatile materials. The closed cup flashpoint figure of 60ºC makes ample allowances for these factors and is
also compatible with the definitions adopted internationally by the International Maritime Organization (IMO) and by a number of regulatory bodies throughout
the world. (See Section 1.6 for information on the relationship between the flashpoint and flammability of residual fuel oils.)

11.1.10 LOADING HEATED PRODUCTS

Unless the ship is specially designed for carrying very hot cargoes, such as a bitumen carrier, cargo heated to a high temperature can damage a tanker’s structure,
the cargo tank coatings and equipment, such as valves, pumps and gaskets.

Some classification societies have rules regarding the maximum temperature at which cargo may be loaded and masters should consult their owners whenever
the cargo to be loaded has a temperature in excess of 60ºC.

The following precautions may help to alleviate the effects of loading a hot cargo:

• Spreading the cargo throughout the ship as evenly as possible to dissipate excess
heat and to avoid local heat stress.

• Adjusting the loading rate in an attempt to achieve a more reasonable temperature.

• Taking great care to ensure that tanks and pipelines are completely free of water
before receiving any cargo that has a temperature above the boiling point of water.

11.1.11 LOADING FROM THE TOP (SOMETIMES KNOWN AS ‘LOADING OVERALL’)

Volatile petroleum, or non-volatile petroleum having a temperature higher than its flashpoint minus 10ºC, must never be loaded from the top into a non-gas free
tank.
There may be specific port or terminal regulations relating to loading from the top.

Non-volatile petroleum having a temperature lower than its flashpoint minus 10ºC may be loaded from the top in the following circumstances:

• If the tank concerned is gas free, provided no contamination by volatile petroleum can occur.

• If prior agreement is reached between the master and the terminal representative.

The free end of the hose should be lashed inside the tank coaming to prevent movement.

Ballast or slops must not be loaded or transferred from the top into a tank which contains
a flammable gas mixture.

28. Decanting of the content of the Slop tank is a critical step in the retention of oil on board
? and the timing of the various steps in the operation is important. How mach time is required to
separate oil and water in the slop tank to start decanting?

The time required for oil water to separate in the slop tank depends upon the motion of the ship as well as on
the the type of previous cargo. Under favourable conditions a few hours may be enough, but in most circumstances
36 hours or more should be allowed.

As per: Dedicated Clean Ballast Tanks, IMO 1982 (Res.A.495(XII),1981)

Annex 2. Appendix 1
4.2 Decanting of Slop Tanks
4.2.2. Decanting of the contents of the slop tank is a critical step in the retention of oil on board. Hence the timing of
various steps in the operation is important. Even a short delay is stopping a pump or closing a valve can allow oil to escape into the
sea.
The time required for oil water to separate in slop tank depends upon the motion of the ship as well as the type of previous
cargo. Under favorable conditions a few hours may be enough. But in most circumstances 36 HOURS or MORE should be
allowed. Discharge from the slop tank must cease well before the interface is reached to avoid discharge of any oil-in-water
emulsion overboard.
4.2.3. Before starting to decant the contents of the slop tank an accurate interface and ullage reading using an oil/water
interface detector must be taken to determine the depth of the oil layer.
4.2.4. Although every effort should be made to remove as much water as possible from the slop tank the prime objective is to prevent
oily water reaching the sea. Extreme care is there for necessary and a close check must be kept on the overboard discharge..
4.2.5. Agitation of the contents of the slop tank must be kept to a minimum to avoid drawing oil into the suction by vortex or weir
effects, particularly as oil/water interface approaches the top of the structural members in the tank bottom.
Pumping rate must be strictly controlled.
4.2.5.1. Cargo lines to be used for decanting slop tanks must be flushed as outlined in paragraphs 4.1.1.1 to 4.1.1.3 of these
guidelines
(4.1 Discharge of Dirty Ballast:
4.1.1.1 Before discharging of the Dirty Ballast over board flush main cargo lines to be used for discharging the
Dirty Ballast into the slop tank.
4.1.1.2. Before flushing, prime the system, establish suction, stop the pump and close all valves and allow the oil to
separate out of the pipe walls.
4.1.1.3. Resume pumping after half an hour at moderate rate with output in the rottled on the discharge side of the
pump.)

4.2.5.2. Pumpdown the slop tank using on main cargo pump at slow speed until a water depth of about 20 % of the tank
depth reached.
4.2.5.3. Stop the cargo pump then take an oil/water interface and ullage reading and re-calculate the remaining water depth.
4.2.5.4. Resume pumping of the slop tank this time using the stripping system, until a predetermined water depth is reached
which for the particular size and construction of the slop tank is known not to give rise to discharge of oil. Pumping
which may initially be at a moderate rate should be slowed as this predetermined water depth is approached.
4.2.5.5. Observe carefully the trend of the oil content monitor reading.
4.2.5.6. If oil should appear before the predetermined water depth is reached, stop pumping.
4.2.5.7. Should this occur, further setting of the slop tank contents should be allowed for as long as possible before repeating
the steps given above.
4.2.5.8. Any decanting beyong this limit must be carried out with extreme care and by strictly observing the oil content
 monitor reading when the trend of monitor reading indicates that the interface is being entrained , the discharge
must be stopped immediately. (p.23)
4.3 Final line and pump flush.
4.3.1 After these operations have been completed the lines and pumps used will contain traces of oil. The lines and pumps which will be used to
discharge ballast must therefore be thoroughly flushed into the slop tank, or while the ship is still more than 50 nautical miles from nearest land and outside a
special land and out side a special area thoroughly flushed to sea, ensuring that the permitted instantaneous rate of discharge of oil and the permitted total
quantity of oil discharged are not exceeded.
4.3.2 As a final preparation pumps that will be used for the discharge of the arrival ballast should take suction from each tank containing arrival ballast
for short period time.

Annex 1.
5. Operational procedures
5.3 If sections of the piping system for CBT ballast are so arranged that they must be flushed with water from dedicated CBTs than the minimum
quantity of flushing water to be provided in such tanks at all times shall be the greater of either 10 TIMES the volume of the piping to be flushed or
sufficient to provide that level in the tank which would allow the piping to run full of water during the flushing before vortexing starts to admit air into
the piping…
5.6 The simultaneous discharge of Clean Ballast while loading cargo or the simultaneous loading of Clean Ballast while discharging cargo shall not
be undertaken except where there is an effective two valve separation between the ballast and the cargo systems or when cargo tanks are served by
individual pumps.

29. How do you check the tightest of Sea Valves in pumproom in accordance with
?
ICM/OCIMF publication "Prevention of oil spillages through cargo pumproom sea valves?

SCHEMATIC ARRANGEMENT FOR SEA

VALVE TESTING
Procedure:
1. Review piping system and install fittings "A" and "B" if
connections do not already exist. Fitting B should be on the
bottom of the pipe at the lowest point between the sea valve
and block valve 2 to allow for draining.
2. Close sea chest valve and block valve 2.'
3. Drain water from section of pipe between sea chest valve
and block valve 2.
4. Close inboard sea valve (block valve 1).
5. Pressurized pipe to approximately 3.5 kg/cm* (50 psi).
6. Watch for a pressure drop over 1 5 minutes. ,
7. If a pressure drop is noted, check alongside the ship for
bubbles of air escaping through the sea chest valve. Also check
at test fitting "B" for leakage, if necessary using a balloon over
the fitting to test for slow leaks.

СХЕМА УСТРОЙСТВА ДЛЯ ИСПЫТАНИЯ

КЛАПАНОВ ЗАБОРТНОЙ ВОДЫ

Испытание следует проводить в следующем порядке.

1 . Осмотреть систему трубопроводов и подсоединить
патрубки "А" и "В", если они не были подсоединены ранее.
Патрубок "В" должен быть подсоединен к трубе снизу и в
самой нижней точке трубопровода на участке между
приемным клапаном забортной воды и запорным клапаном
2 в целях обеспечения осушения этого участка
трубопровода.
2. Закрыть клапан кингстонного ящика и запорный
клапан 2.
3. Слить воду из трубопровода на участке между
кингстонного ящика и запорным клапаном 2.
4. Закрыть внутренний клапан забортной воды (запорный
клапан 1).
5. Поднять давление в трубопроводе приблизительно до
3,5 кг/см2 (50 фунтов на кв.дюйм)
6. Посмотреть, не снизилось ли давление через 15 мин.
7. Всякий раз, когда давление начнет падать, посмотреть
не поднимаются ли на поверхность воды за бортом в
районе кингстонного ящика пузырьки воздуха,
просочившегося через клапан кингстонного ящика. Также
проконтролировать, нет ли утечки воздуха через патрубок
"В". В целях обнаружения скрытой утечки воздуха к этому
патрубку следует подсоединить надувной шар.
============================================================================================================

? 30. What are the two methods of ballast water exchange according to IMO resolution A.868(20)?

Ballast Water Management Plan and Record Book.

Ballasting should be avoided
• -in very shallow waters;
• -in stagnant areas;
• -in vicinity of sewage outflows;
• -in vicinity of dredging operations.
Two methods of ballast water exchange:
1. -sequential empty-refilling (step-by-step)-conducting when weather improved(sea/swell less than 5 BF)
2.-by flow-through (overflow method)-recommended in bad weather conditions-swell mare than 5 BF

? 31. How many times do you have to exchange the water with the flow-trough method to
achieve a 98% change of the water?

1 time -63% 3 times -95%

2 times -86% 4 times -98%
 32. Where can you dispose sediment from ballast tank according to IMO resolution A
? 868(20)?

In Deep Sea, away from coastal shelves and estuarine influences

? 33. What does "Dry Oil means?

ISGOTT 5 th edition 11.5.6 and COW System IMO section

Mixture of crude oil and water can produce an electrically charged mist during washing having potentials considerably in
excess of that produced by dry crude oil .The use of dry crude oil is therefore important. Before washing begins any
tank which is to be used as a source of crude oil for washing, should be partly discharged to removed any water which
has settled out during the voyage. The discharge of a layer at least one meter in depth is necessary for this purpose.

For the same reason, if the slop tank is to be used as a source of oil for washing, it should first be completely discharged
ashore and refilled with dry crude oil

? 34. What are the Requirements regarding Stripping System Capacity while washing bottom of the
cargo tanks?

4.4.3 The stripping system shall be capable of removing oil at a rate of 1.25 times the total throughput of all the tank cleaning
machines to be operated simultaneously when washing the bottom of the cargo tanks as described in the ship's Operations and
Equipment Manual. (COW Systems, IMO, 2000)

? 35. What are the Requirements regarding Hydrant valves on the COW line?

4.1.4 Where hydrant valves are fitted for water washing purposes on tank washing lines, all such valves shall be of adequate strength and
provision shall be made for such connections to be blanked off by blank flanges when washing lines may contain crude oil. Alternatively,
hydrant valves shall be isolated from the crude oil washing system by spade blanks. (COW Systems, IMO, 2000)

?
36. From how many or which one of the cargo pumps must it be possible to take "bleed off”
from main(s) for COW supply?

4.3 Pumps
4.3.1 The pumps supplying crude oil to the tank cleaning machines shall be either the cargo pumps or pumps specifically
provided for the purpose.
4.3.2 The capacity of the pumps shall be sufficient to provide the necessary throughput at the required pressure for the
maximum number of tank cleaning machines required to be operated simultaneously as specified in the Operations and
Equipment Manual. In addition to the above requirement, the pumps shall, if an eductor system is fitted for tank stripping, be
capable of supplying the eductor driving fluid to meet the requirements of 4.4.2.

4.3.3 The capacity of the pumps shall be such that the requirements of 4.3.2 can be met with any one pump inoperative. The
pumping and piping arrangements shall be such that the crude oil washing system can be effectively operated with any one
pump out of use.

4.3.4 The carriage of more than one grade of cargo shall not prevent crude oil washing of tanks.

4.3.5 To permit crude oil washing to be effectively carried out where the back pressure presented by the shore terminal is below
the pressure required for crude oil washing, provision shall be made that such an adequate pressure to the washing machines can
be maintained in accordance with 4.3.2. This requirement shall be met with any one cargo pump out of action. The minimum
supply pressure required for crude oil washing shall be specified in the Operations and Equipment Manual. Should this minimum
supply pressure not be obtainable, crude oil washing operations shall not be carried out. (COW Systems, IMO, 2000)

? 37. What is the Requirement regarding experience of person who is intended to have
particular responsibilities for COW as defined in the Manual?

5. Qualification of personnel
5.1 The training requirements of ships' personnel engaged in the crude oil washing of tankers shall be to
the satisfaction of the Administration.
5.2 Where a person such as the master, the chief officer or the cargo control officer assumes overall charge
of a crude oil wash he shall:
(a) have at least one year's experience on oil tankers where his duties have included the discharge of cargo and
associated crude washing. Where his duties have not included crude oil washing operations, he shall have
completed a training programme in crude oil washing in accordance with appendix II to these Specifications
and satisfactory to the Administration;
(b) have participated at least twice in crude oil wash programmes one of which shall be on the particular ship for
which he is required to undertake the responsibility of cargo discharge. Alternatively, this latter participation may be
acceptable if undertaken on a ship that is similar in all relevant respects; and
(c) be fully knowledgeable of the contents of the Operations and Equipment Manual.

5.3 Where other nominated persons are intended to have particular responsibilities as defined in the Operations and
Equipment Manual, they shall have at least six months' experience on oil tankers where, in the course of their duties,
they should have been involved in the cargo discharge operation. In addition, they should have been instructed in the
crude oil washing operation in the particular ship for which they are required to undertake this responsibility and be fully
knowledgeable of the contents of the Operations and Equipment Manual. Appendix II to these Specifications should be
used as guidance in establishing the content of such instruction.

(COW Systems, IMO, 2000)

? 38. What is the Requirement regarding arrangements for hand dipping the cargo tanks after
COW?

4.2.10 To confirm the effectiveness of the crude oil washing system and stripping system, the crude oil washing
operation should be witnessed to the satisfaction of the Administration.
(a) For ships that comply with regulation 13 F (3), the crude oil washing operations are to be carried out using the
approved crude oil washing equipment and as specified in the approved Operations and Equipment Manual. For at
least one tank of a group of tanks of similar configuration, the Administration should:

(i) confirm the operation of the stripping system by observing the monitoring devices and monitoring the oil level
(by dipping or other means) during bottom washing;
(ii) monitor the proper operation of the washing machines with particular reference to supply pressure, cycle times
and machine function.
On completion of washing and final draining, the tanks are to be hand dipped, as close as practical to the

- Forward end

- Center and

- Aft

in each tank and a record of these dips should be made in the Operations and Equipment Manual. An
Administration may require an internal examination as described in subparagraph (b)(i) of this section, or by an
alternative method acceptable to the Administration, if deemed necessary.

(COW Systems, IMO, 2000)

? 39. Haw can you acdg IMO to verify the rotation of submerged n on-programmable washing
machines?
4.2.13 Where submerged machines are required, they should be non-programmable and, in order to comply with the
requirements of 4.2.8, it must be possible to verify their rotation by one of the following methods:
(a) by indicators external to the tank;
 (b) by checking the characteristic sound pattern of the machine, in which case the operation of the machine shall be
verified towards the end of each wash cycle. Where two or more submerged machines are installed on the same
supply line, valves shall be provided and arranged so that operation of each machine can be verified independently of
the other machines on the same supply line;
(c) by gas-freeing the tank and checking the operation of the machine with water during ballast voyages. In this case the
check shall take place after a maximum of six usages of the machine but the interval between checks shall not
exceed 12 months. Each verification shall be recorded in Supplement 2 to the Oil Record Book.

The method of verification shall be stated in the Operations and Equipment Manual.

((COW Systems, IMO, 2000)

? 40. What does "Intrinsically safe Equipment" mean?

ISGOTT 5th Edition:

• Intrinsically safe

An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced normally (i.e. by
breaking or closing the circuit) or accidentally (e.g. by short circuit or earth fault) is incapable, under prescribed test
conditions, of igniting a prescribed gas mixture.

41. What precautions should be taken during washing cargo tanks in Undefined Atmosphere if the risk from static
electricity is to be eliminated (ISGOTT)?

ISGOTT 5th Edition:

11.3.3.5 Control of Washing in an Undefined Atmosphere

In an undefined atmosphere, the vapours in the tank may be in the flammable range.

The only way to guarantee that an explosion cannot occur during washing in an undefined atmosphere, is to make certain that there can be no source of
ignition.

The following precautions must be taken if the risk from static electricity is to be eliminated:

(a) No machine may have a throughput greater than 60m 3 /h.

(b) The total water throughput per cargo tank should be kept as low as practicable and must in no case exceed 180m 3 /h.

(c) Recirculated wash water must not be used.

(d) Chemical additives must not be used.

(e) Wash water may be heated, but must not be above 60ºC.

(f) Steam must never be injected into the tank.

(g) The tank should be kept drained during washing. Washing should be stopped to clear any build-up of wash water.

(h) All hose connections must be made up and tested for electrical continuity before the washing machine is introduced into the tank.
Connections should not be broken until after the machine has been removed from the tank. To drain the hose, a coupling may be
partially opened and then retightened before the machine is removed.

(i) The introduction of sounding rods and other equipment must be done through a full depth sounding pipe, if fitted. If a full depth
sounding pipe is not fitted, it is essential that any metallic components of the sounding rod or other equipment are bonded and
securely earthed to the ship before introduction into the tank, and remain so earthed until removed. This precaution should be
observed during washing and for five hours thereafter to allow sufficient time for any mist carrying a static charge to dissipate. If
however, the tank is continuously mechanically ventilated after washing, this period can be reduced to one hour. During this period:

• An interface detector of metallic construction may be used if earthed to the ship by

means of a clamp or bolted metal lug.

• A metal rod may be used on the end of a metal tape that is earthed to the ship.

• A metal sounding rod suspended on a fibre rope should not be used, even if the
end at deck level is fastened to the ship because the rope cannot be relied upon to
provide an earthing path.
• Equipment made entirely of non-metallic materials may, in general, be used, for
example, a wooden sounding rod may be suspended on a rope without earthing.
 • Ropes made of synthetic polymers should not be used for lowering equipment into
cargo tanks.

42. If "Hot Work" is to be undertaken on the open deck. Within what radius around the working
? area must cargo and slop tanks be cleaned and how much should hydrocarbon vapour content be
reduced?

HOT WORK ACTIVITIES ONBOARD

(As per SWO.04 Operations Manual Part A)

Welding, flame cutting or working with sparking tools is a dangerous activity. Seafarers employed on tankers are more aware of the dangers associated
with these activities than those employed on cargo ships. Seafarers onboard cargo ships take fewer precautions as they believe that the vessel’s cargo is not
flammable. They often forget the fact that their vessel is fitted with combustible materials and carry many combustible liquids.

1. SCOPE
To describe how hot work activities are carried out safely onboard ships.
2. RESPONSIBILITY
The Master always remains ultimately responsible. The Senior Officers permitting such activities share the same degree of
responsibility.
3. PROCEDURE
The procedures to be followed are divided into standard precautions and special actions to be taken.

3.1 STANDARD PRECAUTIONS

Hot work activities are allowed in the engine room work shop if:

• The area is identified and special signs are posted.

• The area is free of combustible materials.

• Continuously ventilated.

• A responsible Officer is aware of the activity.

• Seafarers carrying out the job wear the correct safety gear.

• The equipment and tools in use are in good and serviceable condition.

• Fire fighting equipment is ready to be used.

• No hot work is to be performed simultaneously with operations which release flammable gases like transferring low flashing point
fuel or loading petroleum cargoes.

• The hot work activity is not carried out alongside a terminal without permission from the terminal operators.

• The welding machine if in use is properly earthed. Welding cables are in good condition. A sign is posted that the machine should
not be touched with bare hands.

3.2 HOT WORK PERMITS

A hot work permit must be issued for any scheduled hot work activity onboard the vessel other than in the designated areas. The Chief Officer,
or where appropriate the Chief Engineer, shall personally:

• ensure that the above applicable precautions are observed check and
• ensure that the hot work can be carried out safely issue the hot work permit.
• ensure that the hot work activity is supervised by a competent person.

4. PRECONDITION
Remember: If the vessel is in port local rules may prohibit any hot work activity without authorization from the local authority.

5. REFERENCE
Code of Safe Working Practices for Merchant Seamen
System Failures File.
 6. RECORDS

Hot work permit check list for any hot work activity carried out in areas other than the designated ones.
=============================================

ISGOTT 5th Edition

9.4 HOT WORK

9.4.1 CONTROL OF HOT WORK

9.4.1.1 Hot Work in a Designated Space

Whenever possible, a space such as the engine room workshop, where conditions are deemed safe, should be designated for hot work and first
consideration should be given to performing any hot work in that space. Should the company designate such a place, it should be assessed for possible
risks, and the conditions defined under which hot work can be undertaken in that place. These conditions should include the need for additional controls,
including consideration of the conditions under which hot work may be carried out in the designated space, when taking bunkers alongside or at anchor.

9.4.1.2 Hot Work Outside the Designated Space

Hot work undertaken outside the designated space should be controlled under the SMS by means of a permit to work system.

The master should decide whether the use of hot work is justified, and whether it can be safely undertaken. The master or Responsible Officer must approve
the completed permit before any hot work can begin.

Consideration should be given to only performing one hot work operation at a time, due to the resource limitations usually present onboard a tanker. A
separate permit should be approved for each intended task and location.

The Master should inform the company of details of the work proposed.

A risk assessment should be carried out to identify the hazards and assess the risks involved. This will result in a number of risk reduction measures that
will need to be taken to allow the task to be carried out safely.

A written plan for undertaking the work should be completed, discussed and agreed by all who have responsibilities in connection with the work.

This plan should define the preparations needed before work commences, the procedures for actually carrying out the work and the related safety
precautions. The plan should also indicate the person authorising the work and the people responsible for carrying out the specified work, including
contractors if appropriate. (See also Section 9.8).

The work area should be carefully prepared and isolated before hot work commences.

Fire safety precautions and fire extinguishing measures should be reviewed. Adequate fire-fighting equipment must be prepared and laid out and be ready
for immediate use.

Fire watch procedures must be established for the area of hot work, and in adjacent, non-inerted spaces where the transfer of heat, or accidental damage,
may create a hazard, e.g. damage to hydraulic lines, electrical cables, thermal oil lines, etc. The fire watch should monitor the work and take action in case
of ignition of residues or paint coatings.

Effective means of containing and extinguishing welding sparks and molten slag must be established.

A separate risk assessment should be carried out with regard to the need for personal protective equipment and the means of evacuation of the fire watch
personnel in an emergency.

Isolation of the work area and fire precautions should be continued until the risk of fire no longer exists.

Personnel carrying out the work should be adequately trained and have the competency required to carry out the proposed job.

The atmosphere of the area should be tested and found to be less than 1% LFL.

The work area must be adequately and continuously ventilated and the frequency of atmosphere monitoring must be established.

The hot work permit should be issued immediately before the work is to be performed. In the event of a delay to the start of the work, all safety measures
should be re-checked and recorded before work actually commences. If the conditions under which the permit has been issued, should change, hot work
must stop immediately. The permit should be withdrawn or cancelled until all conditions and safety precautions have been checked and re-instated to allow
the permit to be re-issued or re-approved.

When alongside a terminal, hot work should only be permitted in accordance with prevailing national or international regulations, port and terminal
requirements and after all necessary approvals have been obtained.

A Responsible Officer, not involved in the hot work, should be designated to ensure that the plan is followed.
Table 9.1 depicts how guidance for hot work on an inerted ship may be presented within the SMS.

9.4.2 CHECKS BY THE RESPONSIBLE OFFICER

A Responsible Officer should inspect the equipment involved in the hot work prior to use.

Immediately before hot work is started, the Responsible Officer should examine the area where the work is to be undertaken and ensure that all the
requirements of the permit are being fully complied with.

Monitoring should be continued for at least thirty minutes after completion of hot work or until the risk of fire no longer exists.

Atmospheres should be re-tested after each break in work periods, and at regular intervals. Checks should be made to ensure there is no ingress of
flammable vapours, liquids, toxic gases or inert gas from adjacent or connected spaces.
9.4.3 HOT WORK INSIDE THE MACHINERY SPACE

Hot work inside the main machinery space, when associated with fuel tanks and fuel pipelines, must take into account the possible presence of hydrocarbon
vapours in the atmosphere, and the existence of potential ignition sources.

No hot work should be carried out on bulkheads of bunker tanks containing bunkers, or within 500 mm of such bulkheads.

9.4.4 HOT WORK OUTSIDE THE MACHINERY SPACE

9.4.4.1 General

Account must be taken of the possible presence of hydrocarbon vapours in the atmosphere, and the existence of potential ignition sources.

Hot work should be prohibited during cargo, ballast, tank cleaning, gas freeing, purging or inerting operations. If hot work needs to be interrupted to carry
out any of these operations, the permit should be withdrawn or cancelled. On completion of the operation, all safety checks should be carried out once more
and the permit re-approved or a new procedure developed.

9.4.4.2 Hot Work in a Dangerous or Hazardous Area

Dangerous or hazardous areas are locations on board or within the terminal where an explosive atmosphere could be present, as defined in Section 4.4.2.

For ships, this effectively means an area slightly larger than the cargo tank deck, which includes cargo tanks and pumprooms, and the atmospheric space
around and above them.

No hot work should be undertaken in a dangerous or hazardous area until it has been made safe, and has been proven to be safe, and all appropriate
approvals have been obtained.

9.4.4.3 Hot Work in Enclosed Spaces

Where hot work involves entry into an enclosed space, the procedures outlined in Chapter 10 for enclosed space entry should be followed.

A compartment in which hot work is to be undertaken should be cleaned and ventilated.

Particular attention should also be given to the condition of any adjacent spaces.

9.4.4.4 Hot Work in Cargo Tanks

General

All sludge, cargo-impregnated scale, sediment or other material likely to give off flammable vapour, should be removed from the work area. The extent of
the cleaned area should be established following a risk assessment of the particular work to be carried out.

Special attention must be given to the reverse side of frames and bulkheads. Other areas that may be affected by the hot work, such as the area immediately
below the work location, should also be cleaned.

Table 9.2 provides guidance on the safe distance for areas to be cleaned and represents minimum requirements which may need to be extended, based on
the output of the risk assessment. Cleaning distances are based on the type of work being carried out and the height above the tank bottom. Cleaning is
taken to mean the removal of all sludge, cargo-impregnated scale, sediment or other material likely to give off a flammable vapour.

Operator’s Side Opposite Side

Height of Work
Area Gas Cut Welding Gouging Gas Cut Welding Gouging

0 – 5 metres 1.5 m 5.0 m 4.0 m 7.5 m 2.0 m 2.0 m

5 – 10 metres 1.5 m 5.0 m 5.0 m 10.0 m 2.0 m 2.0 m

10 – 15 metres 1.5 m 5.0 m 7.5 m 15.0 m 2.0 m 2.0 m

> 15 metres 1.5 m 5.0 m 10.0 m 20.0 m 2.0 m 2.0 m

Table 9.2 Radius of Areas to be Cleaned in Preparation for Hot Work in Tanks

Consideration should be given to using fire resistant blankets or putting a water bottom in the tank to prevent falling sparks coming into contact with paint
coatings.

All inter-connecting pipelines to other compartments should be flushed through with water, drained, vented and isolated from the compartment where hot
work will take place.

Cargo lines may be subsequently inerted or completely filled with water, if considered necessary.

Heating coils should be flushed or blown through with steam and proved clear of hydrocarbons.

An adjacent fuel oil bunker tank may be considered safe if tests give a reading of less than 1% LFL in the vapour space of the bunker tank, and no heat
transfer through the bulkhead of the bunker tank will be caused by the hot work.

Non–inerted ships

The possibility of using an external source of inert gas should be considered if practicable.

The compartment should be cleaned, gas freed to hot work standard and ventilated.
Adjacent cargo tanks, including diagonally positioned cargo tanks, should either have been cleaned and gas freed to hot work standard, or completely filled
with water.

All slops containing volatile liquid should be either removed from the vessel or isolated in the tank furthest from the hot work location.

Vapour lines to the compartment should also be ventilated to less than 1% LFL and isolated.

Inerted ships

The compartment should be cleaned, gas freed to Hot Work standard and ventilated.

All other cargo tanks should be cleaned and the hydrocarbon vapour content reduced to not more than 2% by volume and maintained at that level, or should
be completely filled with water.

Consideration should be given to reducing the inert gas pressure for the duration of the hot work.

Inert gas lines to the compartment should be purged with inert gas to not more than 2% by volume and isolated.

Where slops containing volatile liquids remain onboard, consideration should be given to placing them in a tank as far removed from the work location as
possible and isolating the tank from the inert gas main for the duration of the hot work.

9.4.4.5 Hot Work on Tank Deck Plating.

Non-inerted ships

Hot work on the tank deck plating, or on a structure within 500 mm of the deck plating when the tank is empty, will require precautions for local cleaning
and the preparation of surrounding tanks to the same standard as if hot work was being undertaken within the enclosed space below the work location.

Particular attention must be given to ensure the structure below the work location is clean, especially if the structure could be contaminated with cargo
residue or wax.

Inerted ships

Hot work should be carried out with all adjacent spaces, including the space below the work location, cleaned and inerted as for hot work within an
enclosed space. Precautions for cleaning and isolating pipelines serving the space should also be taken.

9.4.4.6 Hot Work Above the Tank Deck

No hot work should be carried out on the deck above bunker tanks containing bunkers, or within 500 mm from such decks.

Non-inerted ships

If hot work is to be undertaken at a height greater than 500 mm above the tank deck, cargo and slop tanks within a radius of at least 30 metres around the
working area must be cleaned and gas freed to less than 1% LFL.

Adjacent ballast tanks and compartments, other than cargo tanks, should be checked to ensure they are gas free and safe for hot work. If adjacent ballast
tanks and compartments are found to contain hydrocarbon liquid or vapours, they should be cleaned and gas freed.

All cargo tanks, except those containing slops, must be cleaned and gas freed to less than 1% LFL. Tanks containing slops should be kept closed and should
be more than 30 metres from the work area.

Inerted ships

If hot work is to be undertaken at a height greater than 500 mm above the tank deck, cargo and slop tanks within a radius of at least 30 metres around the
working area must be purged and the hydrocarbon vapour content reduced to less than 2% by volume and inerted. All other cargo tanks in the cargo area
must be inerted with openings closed.
Adjacent ballast tanks and compartments, other than cargo tanks, should be checked to ensure they are gas free and safe for hot work. If adjacent ballast
tanks and compartments are found to contain hydrocarbon liquid or vapours, they should be cleaned and gas freed.

9.4.4.7 Hot Work on Pipelines

Wherever possible, sections of pipelines and related items, such as strainers and valves, should be removed from the system and repaired in the designated
space. (See Section 9.4.1.1).

Where hot work on pipelines and valves needs to be carried out with the equipment in place, the item requiring hot work must be disconnected by cold
work, and the remaining pipework blanked off. The item to be worked on should be cleaned and gas freed to a ‘safe for hot work’ standard, regardless of
whether or not it is removed from the hazardous cargo area.

Where the disconnections from the system are not in the immediate vicinity of the work location, consideration should be given to continuous through
ventilation of the pipeline with fresh air and monitoring the exhausting air for hydrocarbon vapour.

Heating coils should be flushed or blown through with steam and proved clear of hydrocarbons.

9.5 WELDING AND BURNING EQUIPMENT

Welding and other equipment used for hot work should be carefully inspected before each occasion of use to ensure that it is in good condition. Where
required, it must be correctly earthed. Special attention must be paid when using electric arc equipment to ensure that:

• Electrical supply connections are made in a gas free space.

• Existing supply wiring is adequate to carry the electrical current demand without
overloading, causing heating.
 • Insulation of flexible electric cables is in good condition.

• The cable route to the work site is the safest possible, only passing over gas free or
inerted spaces.

• The earth return cable leads directly back to the welding machine. The ship’s structure
should not be used as an earth return.

? 43. COLREGS: How many rules are there?

Total - 38 RULES
CONTENS:
International Regulations for Preventing Collisions at Sea, 1972 Part C — Lights and shapes
Part A — General Part D — Sound and light signals
Part B — Steering and sailing rules Part E —Exemptions
Section I — Conduct of vessels in any condition of Annex I— Positioning and technical details of lights and shapes
visibility Annex II — Additional signals for fishing vessels fishing in
Section II — Conduct of vessels in sight of one another close proximity
Section III — Conduct of vessels in restricted Annex III —Technical details of sound signals appliances
visibility Annex IV —- Distress signals

? 44. What is the main point of COLREGS?

• Don't let anything hit me,

• Don't hit anything
• or avoid excessively close quarters

SECTION I. SECTION II.

Rule 5. Look out Rule 12. Sailing Vessels
Rule 6. Safe Speed Rule 13. Overtaking.
Rule 7. Risk of Collision Rule 14. Head-on Situation
Rule 8. Action to avoid Collision Rule 15. Crossing Situation
Rule 9. Narrow Channels Rule 16 . Action by Give-way Vessel
Rule 10. TSS Rule 17. Action by Stand –on Vessel
Rule 18 . Responsibilities between Vessels

Section III –
Rule 19 Conduct of vessels in restricted visibility

Part C :
Rule 20 Application Rule 25 Sailing Vessels underway/vessels under oars
Rule 21 Definitions Rule 26 Fishing vessels
Rule 22 Visibility of lights Rule 27 Vessel not under command or restricted
In their ability to manoeuvre
Rule 23 Power-Driven vessels underway Rule 28 Vessels constructed by their draught
Rule 24 Towing and pushing Rule 29 Pilot vessels
Rule 30 Anchored vsls and vsls aground
Rule 31 Seaplanes
Part D :

Rule 32 Definitions Rule 35 Sound signals in restricted visibility

Rule 33 Equipment for sound signal Rule 36 Signals to attract attention
Rule 34Monoeuvring and warning signals Rule 37 Distress signals
Part E
Rule 38 Exemptions

? 45. What are the main point of Navigation rules?

• -Keep the vessel afloat,

• -Avoid bad weather, -
• -avoid collision,
• and follow rules (TSS,International,local,port)

? 46. MARPOL Annex I: Control of discharge of oil ( Regulation 9), Special zone (Regulation 10),
Discharge Bilge water (Regulation 10.3.b)

Regulation 9.Control of Discharge of Oil

-a tanker is not with in a special area;
-a tanker is more than 50 nautical miles from nearest land;
-a tanker is proceeding en route;
-the instantaneous rate of discharge of oil content DOES NOT exceed 30 litres per n.m. :
-the total quantity of oil discharged does not exceed:
* for existing tankers 1/15,000
* for new tankers 1/30,000
of total Quantity of the particular cargo of which the residue formed a part.;
-the tanker has IN OPERATION an oil discharge monitoring and control system (ODME) and slop tank
arrangement a required by Reg.15 Annex I(Retention of oil on board)

Regulation 10. Method of the prevention oil pollution from ships in special areas.

(3) (a) this regulation NOT APPLY to discharge of CLEAN or SEGREGATED Ballast …
(b) …shall not apply to discharging process of BILGE WATERS from machinery spaces provided that all
following conditions are satisfied Administration :
(i) bilge waters does not originate from cargo pump room bilges;
(ii) bilge water is not mixed with oil cargo residues;
(iii) ship is proceeding en route;
(iv) oil content less than 15 ppm;
(v) the ship has in operation oil filtering equipment complying with Reg.16(5) of Annex I.
(vi) the filtering system is equipped with a stopping device which will ensure that the discharge is automatically
stopped when the oil content more than 15 ppm.

? 47. MARPOL Annex II: Control of discharge of NLS ( Regulations 5 and 5A), Special zone

TABLE 1.Discharge conditions for effluents containing NLS outside a Special Areas :

Conditions Substance
(Reg:5(1), (2), (3),
(4)) Category A Category B Category C Category D

Maximum 1 part of substance

concentration of Virtually NIL 1 ppm in wake of 10 ppm in wake of in 10 parts of water
substance at time the ship the ship in discharge
 of discharge mixture

Maximum quantity Virtually NIL.

of cargo Tank part washed 1 m3 or 1/3000 of 3 m3 or 1/1000 of No limit
discharged from and transfer tank capacity tank capacity
each tank washing to
reception facility

Discharge of Below water line N/A

effluent

Minimum depth of 25 m No limit

water

Minimum distance 12 nautical miles

from land
Minimum speed of
ship:
7 knots
Self propelled:

Non-self-
propelled: 4 knots

The Baltic Sea and Black Sea areas are designated as special areas in which stricter restrictions are
applied for the discharge of noxious liquid substances (see TABLE 2).

To be continued on the next page

(Continued)

TABLE 2. Discharge conditions for effluents containing NLS within a Special Areas :

Conditions Substance
(Reg:5(1), (2), (3),
(4)) Category A Category B Category C Category D

Maximum 1 part of substance

concentration of Virtually NIL 1 ppm in wake of 1 ppm in wake of in 10 parts of water
substance at time the ship the ship in discharge
of discharge mixture

Maximum quantity Virtually NIL. Virtually NIL.

of cargo Tank part washed Tank part washed 1 m3 or 1/3000 of No limit
discharged from and transfer and transfer tank capacity
each tank washing to washing to
reception facility reception facility
 Discharge of Below water line N/A
effluent

Minimum depth of 25 m No limit

water

Minimum distance 12 nautical miles

from land
Minimum speed of
ship:
7 knots
Self propelled:

Non-self-
propelled: 4 knots
 Table 3 Certification Scheme For MARPOL Annex II and Revised MARPOL Annex II
Requirements - MEPC.118(52)

Type of Concern Action - existing certificate Action - revised MARPOL

Annex II certificate *

Issue a certificate under the

Certificate valid until after 1
January 2007
Withdraw existing certificate
when revised MARPOL Annex
II certificate is issued.
revised MARPOL Annex II
starting as from 1 January 2007
with an identical expiry date as
the existing certificate during
the first MARPOL II mandatory
survey carried out on/after 1
Jan 2007

Extend the validity of the ABS Houston CDC to issue a

Renewal survey after 1 August
2006 but before 1 Jan 2007
existing certificate to 1 January
2007 upon satisfactory
completion of the renewal
survey in accordance with
Annex II Regulation 12.4.
new certificate under the
revised MARPOL Annex II with
an expiry date of 5 years after
the renewal survey date.

Change of Flag survey after
1 August 2006 but before 1 Jan
2007
Issue a short term certificate
with validity to 1 January 2007
upon satisfactory completion of
the required survey.
ABS Houston CDC to issue a
new certificate under the
revised MARPOL Annex II with
an expiry date of 5 years after
the renewal survey date.

Delivery of a new building
between 1 August 2006 and
1 Jan 2007
Issue a short term certificate
under the current MARPOL
Annex II valid until 1 January
2007 upon satisfactory
completion of the initial survey
ABS Houston CDC to issue a
full term certificate under the
revised MARPOL Annex II valid
for 5 years after the initial
survey.

* Revised MARPOL Annex II certificate can not be issued until a revised P & A Manual, and, if
necessary, performance testing is satisfactory completed.

? 48. What is QUALITY

The totality of characteristics of an entity that bear on its ability to satisfy stated and implied needs

The ability to satisfy requirements of customer

IMO
The basic purposes International Sea Organization-to provide the mechanism of interaction between the governments in sphere of
regulation of technical and ecological influence of navigation on a condition of the seas, development of the legislation and standards of
ecological safety of navigation, the control over pollution of the sea, etc.

Основные цели Международной Морской Организации- обеспечить механизм взаимодействия между правительствами в сфере
регуляции технического и экологического влияния судоходства на состояние морей, разработка законодательства и стандартов
экологической безопасности судоходства, контроль над загрязнением моря и т. д
IMO
IMO International Maritime Organization
 The International Maritime Organization (IMO) has provided the legal underpinning for protection of the marine environment for decades. Its partnership with
Regional Seas has a long history, dating as far back as the mid-1970s with its contribution to the Mediterranean Action Plan.
IMO encourages and facilitates the general adoption of the highest practicable standards in matters concerning maritime safety, efficiency of navigation and prevention
and control of marine pollution from ships. IMO continues to support and is actively involved within the Regional Seas programmes, for example the Helsinki
Convention and Nairobi Convention.
IMO has cooperated with UNEP in facilitating the application of the Nairobi Convention and its Emergency Protocol and has assisted Governments of the Eastern
African region in the development of national contingency plans as well as in the training of personnel.
IMO is the secretariat for the International Oil Pollution Preparedness, Response and Cooperation Convention (OPRC 90), and has assisted the NOWPAP Marine
Environmental Emergency Preparedness and Response Regional Activity Centre (MERRAC) and NOWPAP member States in the development of a NOWPAP
Regional Oil Spill Contingency Plan and an associated regional MoU as well as other activities which belong to the scope of MERRAC.
In addition the GEF/UNDP/IMO Global Ballast Water Management Programme (GloBallast) is assisting developing countries to;

 reduce the transfer of harmful aquatic organisms and pathogens in ships' ballast water,

 implement the IMO ballast water Guidelines and

prepare for the new IMO ballast water Convention.

Международная Морская Организация (IMO) обеспечила юридическое подкрепление для защиты морской окружающей среды в течение многих
десятилетий. Его товарищество с Региональными Морями имеет длинную историю, назначая свидание еще середине 1970-ых с его вкладом в
Средиземноморский План Действия.
IMO поощряет и облегчает общее принятие самых высоких реальных стандартов в делах относительно морской безопасности, эффективность навигации и
предотвращения и контроля морского загрязнения от судов. IMO продолжает поддерживать и активно вовлечен в пределах Региональных программ Морей,
например Хельсинское Соглашение Соглашения и Найроби.
IMO сотрудничал с UNEP в облегчении заявления Соглашения Найроби и его Чрезвычайного Протокола и помог Правительствам Восточной африканской
области в развитии национальных планов непредвиденного обстоятельства так же как в обучении персонала.
IMO - секретариат для Международной Подготовленности Загрязнения нефтью, Ответа и Соглашения Сотрудничества (OPRC 90), и помог Морской
Экологической Чрезвычайной Подготовленности NOWPAP и Ответу Региональный Центр Деятельности (MERRAC) и государства - члены NOWPAP в
развитии Регионального Плана Непредвиденного обстоятельства Нефтяного пятна NOWPAP и связанного регионального MoU так же как других действий,
которые принадлежат возможностям MERRAC.
Кроме того GEF/UNDP/IMO Глобальная Программа Управления Водным балластом (GloBallast) помогает развивающимся странам

• уменьшить передачу вредных водных организмов и болезнетворных микроорганизмов в водном балласте судов,

• осуществить Руководящие принципы IMO управлением водным балластом и

подготовитесь к новой ИМО Конвенции по управлению водным балластом.

49. What publications does OCIMF issue?

?
A/Develops Standards recognized as definitive in the tanker industry ( 50+ guides)
B/Tanker Management and Self Assessment Guide for Ship Operators
C/ISGOTT 5 th Edition
D/Papers on Double Hulls, Shipyard Safety and etc ( Sea OPS Ch. Majors)
E/Ship to Ship Transfer Guidelines

? 50.

? 51. If non-return valve is out of order or not functioning is there any other kind of security to prevent ingress
? of the inert gas ?

YES. Deck Seal

? 52. Type of Deck Seals, Diagram of Deck Seal. Why does Deck Seal have "Low water level alarm" only?

B A C K P R E S S U R E IN C A R G O T A N K S

GA S FLO W TO W A RD S C AR G O TAN KS

Figure 9 Deck water seal - dry type.

3.6.3 Deck mechanical non-return valve and deck isolating valve

As a further precaution to avoid any backflow of gas from the cargo tanks, and to prevent any backflow of liquid
which may enter the inert gas main if the cargo tanks are overfilled, regulation 62.10.8 requires a mechanical nonreturn
valve, or equivalent, which should be fitted forward of the deck water seal and should operate automatically at all
times.
This valve should be provided with a positive means of closure or, alternatively, a separate deck isolating valve fitted
forward of the non-return valve, so that the inert gas deck main may be isolated from the nonreturn devices. The
separate isolating valve has the advantage of enabling maintenance work to be carried out on the nonreturn valve.

3.6.4 Inert gas valve (see regulation 62.10.9)

This valve should be opened when the inert gas plant is shut down to prevent leakage past the nonreturn devices from
building up any pressure in the inert gas between the gas pressure regulating valve and these nonreturn devices.

3.7 Design considerations for non-return devices

3.7.1 The material used in the construction of the non-return devices should be resistant to fire and to the corrosive
attack from acids formed by the gas. Alternatively low carbon steel protected by a rubber lining or coated with glass fibre
epoxy resin or equivalent material may be used. Particular attention should be paid to the gas inlet pipe to the water seal.
3.7.2 The deck water seal should present a resistance to backflow of not less than the pressure setting of the
pressure/vacuum breaking device on the inert gas distribution system and should be so designed as to prevent the
backflow of gases under any foreseeable operating conditions.

15
 Figure 7 Deck water seal - wet type.

.2 Semi-dry type
Instead of bubbling through the water trap the inert gas flow draws the sealing water into a separate holding
chamber by venturi action thus avoiding or at least reducing the amount of water droplets being carried over.
Otherwise it is functionally the same as wet type. Figure 8 shows an example of this type.

GAS FUOW TOWA RDS CARGO T ANKS BACK PRESSURE IN CARGO TANKS

Figure 8 Deck water seal - semi-dry type.

.3 Dry type
In this type the water is drained when the inert gas plant is in operation (gas flowing to the tanks) and filled with
water when the inert gas plant is either shut down or the tank pressure exceeds the inert gas blower discharge
pressure. Filling and drainage are performed by automatically operated valves controlled by the levels in the
water seal and drop tanks and by the operating state of the blowers. The advantage of this type is that water
carry-over is prevented. The drawback could be the risk of failure of the automatically controlled valves which
may render the water seal ineffective. Figure 9 shows an example of this type.

14

?
53. Maintenance of IGS

. CSM OPS Operation Manual for Tankers Ch.9

GENERAL
 The Inert Gas System is one of the most important systems onboard a tanker and it is considered as critical machinery. It is
the ships crews’ duty to properly maintain the system.

2. SCOPE

To repeat our IGS Policy which is provided to all ships fitted with an IGS system but also to call the attention to ensuring
that maintenance procedures and regular inspections of the system are carried out.

3. RESPONSIBILITY

It is the responsibility of the Master to implement the policy, and the responsibilities of the
Chief Officer and Chief Engineer to operate and maintain the system.

4. SYSTEM MAINTENANCE

4.1 The Inert Gas Manual

The Inert Gas Manual as supplied by the System Manufacturers is to be regarded as a part of "The Shipping Company"
Regulations and Instructions. All staff on board who may be involved with cargo operations and tank cleaning operations,
must have read and understood this Manual. The Inert Gas System must be operated as instructed in the Manual at all times.
Further information is contained in SOLAS Chapter II-2 Regulation 62, ISGOTT MANUAL 4th Edition 1996 and the IMO
Publication Inert Gas Systems 1990 edition available on all Company’s vessels fitted with IGS.

4.2 Records of Inert Gas Systems

The recording of all maintenance work, inspections safety checks and operational records of Inert Gas System is a statutory
requirement under legislation for issue of the I.O.P.P certificate. The Inert Gas System Record Book includes forms for
recording this information and it must always be maintained correctly and demonstrated to Class, Port State or Government
Surveyors at each port. This record Book can be essential for the issue of a vessel's I.O.P.P Certificate, the absence of which
may delay a vessel.

4.3 Inspections of Inert Gas Systems

The following schedule of inspections is to be complied with and recorded in the Inert Gas system Record book.

FREQUENCY COMPONENT INSPECTION

Monthly Deck Water Seal
Automatic filling and draining. Check with a local indicating level gauge
if possible. Check level of water carry-over (open drain cocks on inert
gas main line) during operation. Test for correct functioning together
with non-return valve with a back flow pressure test.

Inert gas blowers

Inspect drain lines from the blower casing to ensure they are clear and
operative. Observe blower under running conditions for signs of
excessive vibration or any indication of too large an imbalance.

Other units andTest all alarm and safety functions

Alarms Test the correct functioning of the Flue gas isolating valves.
Check for gas leakages in deck line especially in systems
more than four years old. Test interlocking arrangements of
soot blowers. Test portable and fixed Oxygen measuring
equipment using fresh air and a suitable IG calibration gas.
 Three monthly IG Scrubber Test float switches and temperature sensors. Examine the
IG Blowers
fixed or portable washing system. Test the correct
functioning of fresh water flushing arrangements, where
fitted
Six monthly IG Scrubber Inspect Scrubber shell and bottom. Inspect cooling water
pipes and spray nozzles for fouling Inspect other internals
such as trays and demister filters.
IG Blowers Inspect internal blower casing for any soot deposits or signs
of corrosive attack.
Deck Water Seal
Check for Blockage of venturi lines in Semi-dry type water seals.
Corrosion of inlet pipes and housing.
Corrosion of heating coils
Corrosion or sticking floats at water drain and supply valves.

Yearly Float level monitoring

capability
Non-return valves
Open for inspection and check for corrosion and condition of
the valve seat (The functioning of the valve shall also be
tested in operation.

During Dry-Dock IG Scrubber

Scrubber Inspect internal linings. Demisters and Packed beds. Verify condition
Effluent Line and prove clear (Prepare repair requisition form if necessary)

4.4 Maintenance of Inert Gas Systems

All Engineers must be aware of and observe the precautions to be taken before maintenance of system components is
commenced. They are required to read the chapter on inert Gas Systems and Operation within this Manual. The following
Maintenance schedule is to be complied with and recorded in the IG Book.

FREQUENCY COMPONENT MAINTENANCE OPERATION

Before Starting orFlue gas isolatingBefore operating, clean with compressed air or steam or a
weekly if not in valves cleaning system if fitted. Operate the valve to check correct
use functioning.
Deck Mechanical
Non-Return valve Remove any condensation in the instrument air supply. Move and lubricate
Gas Pressure the valve as necessary.

During Operation Regularity system

After Use Blowers
Overboard pipes andCheck for vibration
valves from Flue gasContinue flushing with scrubber water for about one hour.
Scrubber Blowers Close Blower isolating valve and power supply. Flush with fresh water or
15 minutes whilst impeller is running down.
 Flue gas scrubber
After Boiler ShutFlue gas isolating
down valves Flush with Fresh water
Three monthly Flue gas scrubber Dismantle for inspection, cleaning and gas tight operation
Six Monthly Flue gas scrubber Clean Demister
Dismantle level regulators and temperature proves for inspection.

Blowers
Dec water seal Make internal inspection through sighting holes
Pressure/Vacuum Dismantle regulators float valves for inspection
valves Operate and lubricate the valves.

Liquid filled pressure

vacuum valves Check liquid level when system is at atmospheric pressure (usually during
a ballast voyage) and units isolated

Yearly Deck water seal

Deck mechanical
non return valve Open for total internal inspection
Deck isolating valve Open for internal inspection
Open for overhaul

Two yearly Blowers

Dismantle for full overhaul for bearings, shaft, and other necessary work.

Flue gas scrubber

Dry-docking Overboard pipes and
valves from flue gasVerify operation by full internal inspection. Dismantle valves for overhaul
scrubber and inspection of pipelines including overboard section.

As appropriate Gas pressure

regulating system Operate gas pressure regulating valve is overhaul as necessary

Note: Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of the Chief
Officer. A clear visual indication of the operational status of the valves shall be available at the CCR in a mimic drawing.

4.5 Operation and Maintenance Records

The recording of maintenance and inspection to be in plain language indicating also who supervised the maintenance or
inspection activity.
Records of IGS operation to be made every two hours indicating pressure after deck seal and O2 content of a different tank
every two hours.

4.6 Pollution Prevention

A few recent incidents where vessels under our management have started the IGS in port have caused problems with port
authorities and consequent pollution claims, hence proper attention to this potential pollution source must be paid. Pollution is
caused due to the fact that soot is deposited in the piping system to scrubber tower or in the scrubber tower if the IGS was not
in operation for some days. Additionally soot results from bad combustion.

In order to avoid water pollution:

1. A day prior arriving to a port the IGS shall put in operation for topping-up.

2. The scrubber pump should be started at least 6 hours prior to entering port, to prevent accumulated soot
deposits in the scrubber tower to be washed out and polluting the water in the harbor.

3. Although IGS on most of the ships is started and stopped by the Engineers, as it is the duty of everybody to avoid pollution The
 Chief Officer and the Chief Engineer shall put respective posters in their Control Rooms for reminding about cleaning the system
from soot and starting scrubber pump prior arriving to a port.

? 54. What should you do when hot gases come out from scrubber?

Check that the sea water pressure is within limits (1,2 bar)
Clean the sea water spray nozzles

56.
?

? 57. IGS preparing before starting and using

58. Why is the ballast tanks tested at presence of Hydrocarbon? Periodicity of such tests.
?

? 59. What does the P/V breaker serve ?Content of liquid. What is the proportion?

?
60. What does the P/V breaker show when pressure is high or low, or vacuum?

? 61.What is the requirement regarding Dipping Point for hand dipping cargo tanks after COW?

? 62. What does "bottom wash" mean?

? 63. How many per cent of cargo tanks to be crude oil washed on rotation basis for sludge control?
 ? 65. Maintenance Gas Analysis

? 66. Why should crude oil be pumped immediately when "bottom wash" is carried out?

67. Technology of loading/discharging of VLCC

?

68. What is check up regularity of ballast tanks, why are they checked up, and what do you check up?
?

? 69. Forming of orders and their periodicity.

? 71. What example to crew does Ch.Off. Serve?

?
72. Cooperation between Management, Operational and Support Level

?
73. DPA and his main duties.
Designated Person Ashore
Under the ISM Code, is a person or persons ashore within a ship’s managing office (Company) with
direct access to the highest levels of management, who has or have the responsibility and the
authority to monitor the safety and pollution prevention aspects of the operation of each ship, and to
ensure that adequate resources and shore-based support are applied, as required.

OPS Manual MAN.03

SCOPE
To identify the Management Representative (Designated Person) who has the defined authority to ensure the establishment
and implementation of the Safety and Quality Management System onboard ships and ashore.
RESPONSIBILITY
The Q.A. Manager is assigned by the Top Executive Management to fulfill the role of the Designated Person.
In the Q.A. Manager’s absence, the Deputy Q.A. Manager, as Deputy Designated Person, shall fulfill all responsibilities of the “Designated Person” .
PROCEDURE
The Q.A. Manager shall:
-Ensure that the Safety and Quality Management System is established, implemented and maintained in accordance with the ISO 9002 and the ISM Code
and the respective Quality Documentation ashore and onboard the ships.
-Verify the degree of System implementation onboard ships. Observe and comment on the proper support provided from shore-based personnel.
The method to ensure the above is through Internal Audits.
Ensure that deficiencies are reported to the responsible person (The Technical Superintendent).
-Review reports relating to quality, safety and pollution prevention matters and monitor the action taken by the responsible person in charge.
The method of ensuring the above is through the checking of related reports
-Check reports from shipboard management reviews monitor and consider comments on system effectiveness and improvement. Ensure that a summary of
these comments is brought to the attention of the Management during management review meetings for consideration and system improvement.

The Management Representative (Designated Person) has the authority to report directly to the Top Executive Management on matters that have not been properly
addressed by the responsible person.

The Management Representative is the link between the Company’s Executive Management and those onboard.
PARAMETER
The Management Representative (Designated Person) shall remain independent of the day to day activities of the vessel.
RECORDS
The name and contact numbers of the Q.A. Manager ‘Designated Person’ and his back-up, The ‘Back-up Designated Person’, shall be made available to shipboard
personnel in the vessels’ Management Team Letters.

====================================================================================

Gen.116

Subject: Radio Medical Advice and Assistance and Treatment

Instruction

In view of recent incidents, it has been decided to release this general circular to remind Masters of the correct
procedures to follow when radio medical advice and medical assistance is required.

In medical emergencies there are two distinct phases

Radio Medical Advice

Radio Medical advice is a free service to allow ships to obtain expert opinion from a qualified medical practioner. This
can be obtained from anywhere in the world using the ship’s INMARSAT equipment.. Contact with the doctor can be
easily established by Satcom. Just dial 32 and your call will be routed directly to a hospital nominated by the coast
earth station. A doctor, normally working in a big hospital emergency department will be assigned to answer your call.

Alternatively you also can contact C.I.R.M Rome.

The radio medical assistance provided by C.I.R.M is guaranteed by doctors on 24hours duty.

If you establish contact via phone make sure you have made some notes of the patient’s condition and symptoms before
you radio for medical advice. It is important to give as accurate information as possible, so that the doctor can give a
judgment and give the best medical advice possible.
…
Your diagnosis based on the international Medical Guide

For how long the patient has been sick or at what time he has started to complain about symptoms.
- Where is the pain located and what character of pain is it
- Condition of the patient (color of the face, breath etc)
- Temperature and pulse
- Condition of Excrements and Urine.

If you send a message to C.I.R.M the following information should be contained:

Name of the ship and its radio identification.

Position of the ship, port of departure and destination, estimated arrival time, route and speed
Name of the patient, nationality and age
Information about breathing, pulse rate, temperature and the patient’s blood pressure
Patient’s symptoms location and type of pain as well as any relevant information concerning the illness
In the case of accidents, describe, as well as the symptoms, where and how the accident took place
Patient’s case history
Medicines available on board
Medicinal products already administered (If possible do not administer any medicines before consulting CIRM)
Other medical problems of the patient such as:
Drugs, allergies
Chronic illnesses

Call CIRM as soon as possible: a trivial symptom may be the onset of a more serious problem.

ALWAYS OBTAIN MEDICAL ADVICE BEFORE PRESCRIBING ANY MEDICATION

2. Medical assistance

Medical assistance is when you need a doctor onboard or to land someone ashore. Various options exist:- Calling PAN
PAN by any mode of voice, use the 2 figure code 38 on Satcom or sending a telex message prefixed PAN PAN to
the CES via satcom.

Remember that there might be ships in the vicinity, such as passenger or warships, which carry a Doctor on board, who
can give immediate advice and / or assistance in case of emergency.

==================================================================================
AQM : Accounts Quality Manual (Office)

ECM : Emergency Contingency Manual.

IT : Information Technology Department Manual (Office)

HHG : Health and Hygiene Manual (passenger ship’s)

IMO : International Maritime Organization

ISO : International Organization for Standardization

MQM : Main Quality Manual (Office)

MOU for PSC : Memorandum of Understanding for Port State Control

OCIMF : Oil Companies International Maritime Forum

OCM : Office Contingency Manual

OPA : Oil Pollution Act

OPS : Operations Manual

PQM : Personnel Quality Manual (office)

PUR : Purchasing Manual (office)

QAM : Quality Assurance Department Manual (office)

STCW : Standards for Training, Certification and Watch keeping

TQM : Technical Quality Manual (office)

TRM : Training Manual

VRP : Vessel’s Response Plan (tankers)

ISM Code : International Safety Management Code

ISMA Code : International Ship Managers Association Code

PSC : Port State Control