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SHIP’S P&A MANUAL
Ship’s Name EASTERN EUREKA

Call Sign H3OQ
Official Number 29796 - 04
IMO Number 9205653
MMSI Number 353297000
Port of registry/Flag Panama/Panama
Keel Laid: 14th January 1999
Building Information Launched : 14th April 1999
Delivered : 05th August 1999 at Hashihama, Japan
Type Chemical Tanker
Gross Tonnage 5372
Net Tonnage 2621
LOA 113.98 m
LBP 108.50 m
Breadth moulded 18.20 m
Depth moulded 9.65 m
Draft (Summer) 7.45 m
Deadweight (Summer) 8762 t
Displacement (summer) 11555 mt
Designed Speed at loaded draft About 13.4 Kts
Class (IBC) Type 2 & 3
NK Class NK NS* (Tanker, molasses or oils-Flash point below 60 
C and Chemicals type II & III)(ESP) MNS*
Main Engine MAKITA B & W 6L35MC / 5280 PS
Cargo capacity/Total Tanks/Tank 9359.604 m³ (100%) / 18 tanks arranged in port and
Material starboard / SUS 316 L
Ballast capacity/Total Tanks 2880.31 m³ (100%) / 16 tanks including fore peak and
after peak tanks.
HFO: 509.88 m³ (100%)
Bunker Capacity
MDO: 107.17 m³ (100%)
Drinking water: 193.74 m³ (100%)
Fresh Water Capacity
Tank Cleaning: 462.23 m³ (100%)
Pumps
Cargo pumps: Hydraulic Motor driven (SG: 0.8)

Centrifugal Pump. Capacity: 200m3/hr x 0.94 MPa x 18
sets(Submerged Framo Pump)
Ballast Pumps: Vertical Centrifugal
Capacity: 250m3/hr x 2 sets
Windlass Hydraulic type/10.63 kN x 9m/min x 2 sets
Mooring Winch Hydraulic type/ 50 kN x 15m/min x 2 sets
Bow Thruster Electric motor driven with CPP x 1 set x 60 kN / 470 kW
Prepared by A.B.M. Emrul Kayes Page 1 of 129

x 1770 rpm – 545.5 BHP
1.2 STRIPPING
Tanks and lines are meant to be stripped to the maximum practicable extent complying with
MARPOL Reg. 5A which states that each tank designated for the carriage of a Category B
substance does not retain a quantity of residue in excess of 0.1 cubic meters in the tank’s
associated piping and in the immediate vicinity of that tank’s suction point. However, special
stripping procedure may need to be followed, which is generally mentioned in the ship’s P &
A manual.
PROCEDURE
Cargo Tank Stripping
On completion of discharging the bulk liquid from any cargo tank the concerned tank needs to
be stripped. For efficient stripping this ship require about 0.2° trim by the stern (i.e. 0.4m) and
a list of 0.5° on the opposite side of the tank.
As the cargo level decreases at the end of the discharging operation, the pump speed is
reduced thereby reducing discharging capacity. The cargo pump will continue to strip the
cargo tank steadily without interruption between discharging sequence and stripping
sequence.
Efficient stripping can be carried out following the below mentioned procedure:
A) Submerged Pump System

Abbreviation:
1. Keep cargo manifold valve C3 or C2 opened. C=Cargo Valve
2. Close cargo valve C1, C4 and C5. D=Drain valve
3. Open stripping valve S1. S=Stripping valve
4. Connect A1 and P1 with air hose. P=Purging connection
5. Increase pump speed to maximum safe limit (air or inert gas)
and purge from P1. A=Air connection
6. Purge until air breaks through the impeller.
7. Close S1
8. Stop purging and stop the pump.
Cargo Deck Line Stripping
The main objective of cargo stripping is to discharge maximum amount of cargo to the
reception facility. Hence cargo deck line may be purged using compressed air supplied from
deck air vessel (if any) and/or the compressor in the engine room. For good stripping it
requires 5.0 kg/cm2 air pressure.

STRIPPING PROCEDURE FOR AFTERWARD CARGO TANKS
1. Connect A2 and P2 with air hose.

Connect S2 and D3 (or D2) with cargo hose of 25 mm dia.
Abbreviation:
2. Close cargo valve C4, C5 and manifold valves C2 & C3 C=Cargo Valve
Open valve C1, S2 and manifold drain valve D3 (or D2). D=Drain valve
S=Stripping valve
3. Purge from P2 until cargo pipes on deck are empty P=Purging connection
as far as possible. (Purging time – once) (air or inert gas)
A=Air connection
4. Connect D2 and D3 with cargo hose of 25 mm dia.
5. Close cargo valve C3, C4, C5 and manifold valve C2.

Open manifold valve C2 and drain valve D2 & D3
6. Purge from P2 until manifold pipes are empty as far as possible.

(Purging time – 1)
STRIPPING PROCEDURE FOR FOREWARD CARGO TANKS:

2. Open cargo manifold valve C3 (or C2) and cargo valve C1.
Close cargo valve C4 and C5
3. Purge from P3 until cargo pipes on deck are empty as far as possible.
(Purging time: 5 times)

Connect D2 and D3 with cargo hose of 25 mm dia.
5. Close cargo valve C4, C5.

Open manifold valve C2 and C3 and manifold drain valve D2 and D3.
6. Purge from P2 until manifold pipes are empty as far as possible.

(Purging time: 1)
1.3 SOLIDIFYING CARGO
In MARPOL 1978 as amended, solidifying cargo is defined as a noxious liquid substance

which:
In the case of substances with melting points less than 15°C, is at a temperature, at the
time of unloading, of less than 5°C above its melting point;
Or
In the case of substances with melting points equal to or greater than 15°C, is at a
temperature, at the time of unloading, of less than 10°C above its melting point.
1.4 VISCOSITY DEFINITION: Viscosity is the property of a fluid that tends to

prevent it from flowing when subjected to an applied force.
All fluids and many solids exhibit viscosity or the resistance to flow. There are two derived
units in the International System of Units (SI) for viscosity. They are the Pascal-second (Pa-s)
for expressing dynamic viscosity and the Square-meter per second (m²/s) used for expressing
Kinematic viscosity.
Dynamic viscosity is a property of the internal resistance of a fluid that opposes the motion of
adjacent layers. The unit of measure of this resistance in SI units is Pascal.s. Frequently the
unit of a Poise is used, where 1 Pascal.s = 10 Poise. It should be noted that dynamic viscosity
is also referred to as absolute viscosity.
Viscosity is usually expressed as Kinematic viscosity, which is measured in Stokes.

Kinematic viscosity is the quotient of the dynamic or absolute viscosity divided by the

density, with both expressed at the same temperature.
As one Stoke is a large unit, kinematic viscosity is usually measured in - (cSt) - (one cSt =
1mm2/s). Sometimes viscosity is quoted in Engler, Saybolt or even Redwood.
HIGH VISCOSITY CARGO
High viscosity cargo is defined as in the case of Category A and B substances and in the
case of Category C substances within special areas, a substance with a viscosity equal to
or greater than 25 mPa-s at the unloading temperature;
And
In the case of Category C substances outside special areas, a substance with a viscosity
equal to or greater than 60 mPa-s at the unloading temperature
1.5 PREWASH PROCEDURE
MARPOL 73/78 require cargoes to be unloaded (from tanks and piping system) to the
maximum extent possible before being mixed with the water. For the most harmful substances
(Cat-A substances), for substances difficult to unload and for certain areas this is obtained by
requiring a prewash with delivery of pre-washing water to a shore reception facility. The
purpose of the required prewash is to reduce the amount of cargo remaining in the tank. In this
connection the tank should be washed as soon as possible after unloading.
MARPOL 73/78 require that after carriage of category A substance, the prewash should
continue until the concentration of cargo in the washing water pumped out is below the limit
specified in Appendix II of Annex II as specified for the actual cargo and location. Remaining
prewashing water should be pumped to the reception facility until the tank is empty. The
measurement of the concentration should be accepted by a surveyor authorized by the
government (of the port state) who should also endorse the cargo record book.
During washing the amount of water in the tank should be minimised by continuous pumping
out of washings to the slop tank or direct reception facilities.
If the government surveyor in accordance with Reg. 8(4) finds it impracticable to carry out
concentration measurement, the washing procedure should be repeated three times with
thorough stripping of the tank between washing.
After washing the washing machines should be kept operating long enough to flush the
pipeline, pump and filter (about 5 minutes).
The minimum quantity of water required for prewash can be determined using the following
formula-

Q = K (15r0.8 + 5r0.7 x V/1000)
Where Q = Required minimum quantity in m3.
K = A factor whose value is given below in different conditions.
r = Residual quantity per tank in m3 (calculated considering the largest tank capacity
for Eastern Eureka this value is 0.1 m3).
V = Tank volume 711.872 m3 (No. 6CT-S).
Q : MIN REQUIRED WATER

K : Values as follows Q = K (15r0.8 + 5r0.7 x V/1000)
Cat “A” non solidifying
low viscosity cargo K = 1.0 3.04 m3
(out side special areas)
Cat “A” non solidifying
low viscosity cargo K = 1.2 3.65 m3
(in side special areas)
Cat “A” solidifying or
high viscosity cargo K = 2.0 6.08 m3
(out side special areas)
Cat “A” solidifying or
high viscosity cargo K = 2.4 7.30 m3
(in side special areas)
Cat ’B’&’C’ non solidifying
K = 0.5 1.52 m3
low viscosity cargo
CAT’B’&’C’ solidifying or
K = 1.0 3.04 m3
high viscosity cargo
The cleaning machines fitted to vessel (E. Eureka) have a capacity of 22.5 m3/h at 8 kgf/cm2
pressures and it takes 13 minutes to complete one cycle. Therefore, the capacity of one
machine per cycle = 22.5 / 60 x 13 = 4.88 m3/cycle
All cargo tanks

c M w
Category ’A’ non solidifying substances
1/2 2 4.88
(Residual concentration 0.1 % or 0.05 % )
Category ’ A’ solidifying substances
1 2 9.76
(residual concentration 0.1 % or 0.05 % )
Category’ A’ non solidifying substances
1/2 2 4.88
Category ’ A’ solidifying substances
1 2 9.76
Category ‘B’ non solidifying substances 1/2 2 4.88
Category ‘B’ solidifying substances 1/2 2 4.88
Category ‘C’ non solidifying substances 1/2 2 4.88

Category ‘C’ solidifying substances 1/2 2 4.88
Here c = Cycle of tank cleaning machine

M = Number of tank cleaning machine used
w = Used water capacity = 4.88 x c x m (m3)
Tank cleaning machines fitted to the vessel are meant to satisfy the requirements.
As per P & A manual of MT Eastern Eureka Prewash procedure & various criterions for tank
washing can be expressed using a simple table as mentioned in page no.8.

2. TANK CLEANING MACHINES
2.1.1 FIXED MACHINES
Maker : TOFTEJORG
Type : SST40T
2.1.2+ 2.1.3 +2.1.4FLEXIBLE HOSES

ROB: 04 Nos.
Nozzle Dia: 10 mm
Pressure : 5 to 11 kgf/cm2 ( Preferably 8 kgf/cm2 )
Technical Data
Supply pressure Throughput Cycle time
(kgf/cm2) (m3/h) (min)

5 17.5 21
6 19 17.3
7 21 15
8 22.5 13
9 23.5 12
10 25 11
11 26.5 9.3
Height of machine from cargo tank top: About 5.79 meters from tank top
(i.e. 3.0 m below main deck)
2.1.5 SPARE PARTS
SL NO SPARE PARTS QUANTITY

1 Collar bush 3
2 Screw 1
3 Lip seal 1
4 Oil seal 2
5 Ball bearing 1
6 Circlip 1

2.2 PORTABLE TANK CLEANING MACHINE
2.2.1 MAKER AND TYPE

Maker : Toftejorg.
Type : TZ-82P
Self lubricating (Media driven and media lubricated).
2.2.2 FLEXIBLE HOSE ROB

Total 34 no of flexible hose currently on board.

2.2.3 DETAILS OF NOZZLE
Nozzle : 8mm
Pressure : 5-10 bar (72-175 psi)
Cycle time : 25 minutes at 7 kgf/cm2 pressure and
Water quantity per hour: 18 m3/h at 7 kg/cm2
2.2.5 SPARE PARTS LIST
SERIAL NO SPARE PARTS QUANTITY

1 Collar bush 3
2 Screw 1
3 Lip seal 1
4 Oil seal 1
5 Ball bearing 1
6 Circlip 1
2.2.6 CHECKING THE ELECTRICAL CONTINUTY OF TANK

CLEANING HOSE
PROCEDURE
Clean the hose of any cargo then dry it up;
Take an ohm-meter;
Switch on the ohm-meter (), and connect probes into between the tester and the hose;
Do not use any extra wire to avoid increased reading than actual resistance;
Reading of tester must be taken between ends of hose;
Divide the read off value by the total length of the hose;
Then compare the value obtained with the safety value of 6 ohm/meter;
Do not use the hose which have resistivity of more than 6 ohm/meter.
Ohm-meter
Cargo hose

Example:
Length of hose= 15 meter,
Reading of tester= 84 ohm
84/15 = 5.6 ohm/m (MKS unit of resistivity)
This value gained within the safety limit of < 6 ohms and means good condition.
EXAMPLE OF RECORD OF ELECTRICAL CONTINUITY TEST
Date Hose Length Tested ohm/m Judgemen

number of hose Value (by t
Tester)
19 Nov.05 123456 15 meter 80 ohm 80 15mtr=5.3(< 6 ohms) Good
7
20 Nov.05 234567 15 meter 95 ohm 95 15mtr=6.3(> 6 ohms) Bad
8

3. CARGO PUMP AND LINE
3.1 + 3.2 + 3.3 MAKER, TYPE & OTHER INFORMATION
MAKER Frank Mohn Services AS

TYPE SD 125-5.3 DU-HH063-A310-S

(Submerged type hydraulic motor driven centrifugal pump).
Characteristics Working condition Test condition
3
Capacity (m /h) 200 173
Max hydraulic 245 245
PERFORMANCE
pressure (bar)
DATA
Hydraulic oil flow 191 173
(l/min)
Pumping rate: 191 l/min – at system pressure 261 bar.
3.4 LEAK CHECH (COFFERDAM PURGING)
PURGING IS REQUIRED-
To detect leakage in the cofferdam;
For monitoring condition of the shaft seal system.
To ensure that cargo/oil leakage is not blocking the cofferdam;
PROCEDURE
Take a bucket of suitable size to collect the leaked cargo/oil.
Check the bottom of ‘Exhaust Trap’ to ensure that it is not clogged. Use a pointed
object (like a marline spike) to clear the exhaust trap if necessary.
Place the bucket below the ‘Exhaust Trap’ to collect the leaked cargo/oil.
Open the drain hole valve;
Connect air supply (Air pressure not exceeding 4 bar);
Open the air supply line to drain the air hose and ensure that it is dry free of
water/chemicals.
Close the valve of air supply line.
Connect the other end with the ‘Snap-on Coupling’ on the ‘Purging Valve’
Open valve on air supply for purging
Check that air/oil/chemical is coming out through the Exhaust Trap;
Once all the oil/chemical has come out of the cofferdam stop purging.
Disconnect air supply line from the purging valve;
Close exhaust trap valve;
Measure the amount of leakage, evaluate and keep a record of the purging result.
UNIX LINE PTE. LTD.
COFFERDAM LEAK TEST REPORT FOR SUBMERGED CARGO PUMPS

FILE NO. : XX MASTER : CAPT. NYO TUN AUNG
SHIP'S NAME : EASTERN EUREKA CHIEF OFFICER : MR. T.M.A. RASHID

VOY. NO.: 3305 DATE: 12-11-05
BEFORE LOADING AFTER LOADING BEFORE DISCH' AFTER DISCH'

TANK NO. CARGO
DATE RESULT DATE RESULT DATE RESULT DATE RESULT
1P Benzene 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
1S Acetone 15-Nov Good 16-Nov Leak 17-Nov Leak 18-Nov Leak
Acetone 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
2P
2S Acetone 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
3P Acetone 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
3S BF 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
4P IPA 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
BA 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
4S
5P Acetic acid 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
5S Acetic acid 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
Caradol 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
6P
6S
7P
Shellsol A-
7S 100 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
Shellsol A-
8P 100 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
MEK 15-Nov Good 16-Nov Good 18-Nov Good 18-Nov Good
8S
9P
9S
Remark: If leakage is found after loading, repeat purging at an appropriate time interval during
transit.
FORM NO: E-19
WHEN TO PURGE
BEFORE BEFORE AFTER

AFTER LOADING
LOADING DISCHARGING DISCHARGING
1. Before loading 1. 1-2 days after 1. 1 day before 1. Shortly after
(1 day before) loading. discharging. discharging.
2. If leakage is

detected then purge
every day.
3. If pumps are used
for cargo circulation
during voyage, the
cofferdam must be
purged before start
and after stop of the
pumps.
3.6 MANIFOLD SIZE OF CARGO LINE

Manifold sizes of cargo lines (1-9 P/S) is 125mm i.e. 5”
Common line is 250mm i.e. 10”.
3.7 SIZE OF CARGO LINE

Discharge and Filling lines are 125mm (5”).
The material of piping system is austenitic steel (SUS 316L).

4. POWER PACK
4.1+4.2+4.3+4.4+4.5 POWER PACK
1. Maker : Frank Mohn Services AS; Type : A4VSO 180.

2. Number of power packs: 3 nos.
3. Maximum hydraulic Pressure:260 bar
4. Maximum flow rate of each power pack: 260 l/min
5. Total flow rate of each power pack: 260 x 3 = 780 l/min
6. Flow rate of cargo pump:191 l/m at 245 bar
7. Flow rate of hose handling crane:100 liter/min at 167 bar pressure
8. Flow rate of windlass: : 150 l/min at 245 bar pressure; Mooring winch: 60 l/min
9. Portable cargo pump: 70 l/min at 210 bar.
4.6 ROLE OF JOCKEY PUMP

I. Maker : Frank Mohn Services AS
SPECIFICATION II. Type : KERL NE13.01.
(Ship specific) III. Number : 1 no
IV. Hydraulic Pressure: 4.5 bar
V. Flow rate: 33.2 l/min
It is strongly recommended by maker that jockey pump to be kept running at all times even
when there is no cargo on board to keep the hydraulic line pressurized (approximately 2 bar).
Otherwise, by accident cargo can leak into the hydraulic oil system through shaft seal on
submerged cargo pumps. The mixture of oil and cargo will ruin the entire hydraulic oil
system. Three reasons can be summarized for its continuous operation-
To prevent ingress of cargoes by pressurizing hydraulic line;
To prevent ingress of air by pressurizing hydraulic line;
To improve cleanliness of hydraulic oil by circulation.
4.7 HYDRAULIC OIL TEMPERATURE CONTROL
Normal temperature range for hydraulic oil is 20°C - 60°C (Optimum 30°C - 55°C).
An automatic alarm (visual & audible) is activated when the temperature increase ≥
60°C.
When more than one power pack runs simultaneously and hydraulic oil temperature
increases ≥65°C, the control system will automatically unload all the power packs in
sequence except one. The power packs will be automatically reloaded in sequence
when the hydraulic oil cools down to 60°C or lower. Therefore for uninterrupted cargo
operation it is vital to maintain the temperature within the above limit while power
packs are in operation.
HYDRAULIC OIL COOLER

A hydraulic oil cooler is introduced in the system to keep the oil temperature within the
designed safe limit. Hydraulic oil passes through the sea water driven hydraulic oil cooler and
gives off heat to the sea water and is cooled.
Required sea water : 23 m3/h
Water inlet pressure: 2 bar.
Water temperature inlet: ≤32°C (Apx.)
Water temperature out let: 36°C (Apx.)
4.8 HOW TO OPERATE THE POWER PACK
Starting
Prior switching on the power pack ensure that-
The jockey pump is running to keep the hydraulic system pressurized.
Check the hydraulic oil level.(normally ¾ on the level glass at 40°C)
The cooling pump for hydraulic oil cooler is running.
The cooling fan for power pack is running.
Confirm with engine room that sufficient numbers of generator/s are running.
Speed control valve for all consumers are set to minimum or closed.
System pressure set to minimum.
Ensure that the cargo pumps cofferdam is purged;
Prior starting it is judicious to check the running hours of the power packs. Start such a
way that all of them have nearly same running hour.
Start the power pack;
Adjust pressure to about 20 bar above the highest consumer pressure;
Caution:
If oil temperature is below 20°C, circulate the oil for heating.
Never run hydraulic pumps with pressure below 50 bar.
Shut Down Procedure
Close the speed control valves for all consumers;
Reduce the system pressure to minimum;
Stop the power pack (If two or more power packs are in operation
Switch off the power pack having the minimum load).
Stop the cooling water pump;
Stop the cooling fan;
Close the ventilator cover of the cooling fan in forecastle;
Inform engine room so that they can switch off any extra generator.
5. TANK CLEANING PUMP

5.1 MAKER AND TYPE
Maker : Heishin Pump Works Co. Ltd.
Type : HK-160XD (Centrifugal pump).
5.2 CAPACITY : 100 m³/h
5.3 PRESSURE
Test pressure : 1.96 MPa
Total head (i.e. Max. Pressure): 0.98 MPa (Optimum is 0.78 MPa)
5.4TANK CLEANING LINE (DIA)

100 mm (i.e. 4”)
5.5 MATERIAL OF TANK CLEANING LINE

Material: Stainless steel JIS G3459 ; SUS 304
Pressure: 10 kg/cm² (Designed/Working)
Temperature: 80ºC (Designed/Working)
5.6 PRESSURE MONITORING OF TANK CLEANING PUMP
Continuous pressure monitoring is possible as pressure gauges are fitted in the

following locations-
Cargo Control Room;
Pump room (Near the T/C pump).

6. BALLAST PUMP
6.1 MAKER AND TYPE

Maker : Heishin Pump Works Co. Ltd.
Type : PK-300E (Centrifugal pump).
6.2 CAPACITY: 250 m³/h
3.1 SIZE OF PIPE LINE

Size: Deep Tank at the forecastle and Aft peak tank at poop deck 125 mm (i.e. 5”)
All other ballast tanks 200 mm (i.e. 8”)
Coating: Galvanized
6.4 BALLAST TANK COATING

Paint used: High Built Tar Epoxy Paint
Film Thickness: 200μ

7. CARGO TANK
7.1 TANK COATING
A modern chemical tanker has all her cargo tanks coated unless they are made of stainless
steel.
The main reasons for coating are:
1. Easier cleaning;
2. Less risk for cargo contamination.
The durability of properly applied and maintained coatings may be ten years or more. Some
types of coatings that are usually used on tankers are discussed below -
Epoxy coatings
1. Possess a good resistance against alkalies, seawater, wine, vegetable oils, crude oils,
gas oils, lub oils, jet fuels, gasoline and also weak acids (acid value ≤20-40
2. Epoxy has limited resistance against aromatic hydrocarbons ("solvents" such as
benzene, toluene), certain alcohols (e.g. methanol), ketones (acetone) and some esters.
3. Epoxy is sometimes indicated as resistant also to stronger acids but "Holidays" in the
film makes epoxy unsuitable for really corrosive liquids.
4. Epoxy coatings which have been stressed beyond their chemical resistance with strong
solvents tend to soften; In such a case the coating must be given ample time to
"weather out" trapped solvents and recover its hardness before being subjected to
cargo or water again.
5. To enhance the life span of epoxy coating ventilate with a good turbulence in all
corners of the tank.
6. Epoxy coatings should normally not be heated above 60~80 °C during tank washing,
steaming etc. During the loaded voyage lower temperatures should be kept.
Epoxy tar coatings

1. Made up from epoxy with an addition of coal tar;
2. They are excellent against seawater and crude oils but should never be used in
chemical tankers, Light hydrocarbons of moderate solubility such as jet fuels, gas oils,
gasoline may cause the tar to leak out, which may contaminate the cargo.
Zinc silicate coatings:

1. Those of inorganic type are very resistant against strong solvents and normally tolerate
higher temperatures than epoxies.
Typical products are: aromatic hydrocarbons (benzene, xylene etc), alcohols,
ketones. Jet fuels may suffer zinc "pick up" from the coating and cause
contamination.
2. Zinc silicates are not resistant against acids or alkalies. The pH value of the cargo
should be within the range 5, 5 -10, 5 (neutral pH 7, 0). Zinc silicate coatings may

under such circumstances cause zinc pick up into the cargo. They are therefore not
normally suitable for edible oils for human or animal consumption.
3. Zinc silicates are not suitable for long time exposure to seawater; the life span will be
unduly reduced.
4. Zinc silicates are only partly resistant to chlorinated compounds (e.g. carbon
tetrachloride, ethylene dichloride, and trichloroethylene).
5. Alkaline tank cleaning agents (caustic) should never be used in zinc silicate coated
tanks. Zinc silicates stand well up against other cleaning agents such as "solvent
cleaners" and "emulsifiers" unless they have alkaline additives.
If a zinc silicate coating has been attacked one can often observe a thin layer of white dust on
the surface, or the coating gives a porous appearance.
Phenolic resins:
Phenolic resins have a wide resistance list including strong solvents which the epoxies do not
tolerate - At the same time the phenolics accept about all of the products that zinc silicates
tolerate.
Polyurethane
Polyurethane is frequently preferred to zinc coatings as it is suitable for nearly all the products
loaded into tanks coated with Zinc Silicate. It has a hard gloss finish and is subject to the same
restrictions as Zinc Silicate and tanks have to be dried out prior to loading the next cargo.
Rubber
Rubber is sometimes used to line tanks for products mainly acids. The rubber is usually 4-6
mm thick with reinforcements where mechanical wear may occur. Chloroprene (neoprene)
synthetic rubber is a usual choice on board. It has a much better resistance to sun radiation,
oils and ozone. Chloroprene is resistant to strong acids (not sulphuric acid) and strong alkalies
such as caustic soda. This rubber will, however, not tolerate light hydrocarbons. Butyl rubber
has a very good chemical resistance but is stiff and hard to apply.
Maintenance of tank coatings Means, above all, not to subject the coatings to
non-permissible cargoes. Hence maker's recommendations should be complied with.
Limitations as regard pH-values, max temperatures and max permissible storage time on board
must be followed.
In Eastern Eureka there are 18 numbers of cargo tanks in two rows. All tanks are constructed
with SUS316LN solid and SUS316L clad steel. Thickness of the tank wall is 3mm.
7.2DESIGNED SPECIFIC GRAVITY

1.50 mt/m3
When loading high-density bulk chemicals the loaded conditions are different from those
found normally and it is important to pay particular attention to the distribution of weights so
as to avoid excessive stresses.

It is therefore recommended that the master be provided with sufficiently comprehensive
loading information to enable him to arrange the loading aboard his ship so as not to
overstress the structure. In general, masters should be guided by the loading information
provided in the ship’s stability information booklet and by the results obtained by the use of
loading calculators, if available.
When detailed information is not available for high-density bulk materials, then the following
precautions are recommended:
The general fore and aft distribution of materials by mass should not differ appreciably
from that found satisfactory for general cargoes;
The maximum amount of cargo loaded in any unit cargo space should not be exceed;
Careful evaluation should be made of the consequences of sailing with an excessively

high GM with consequential violent movement in a seaway.
7.3LOCATION OF TEMPERATURE SENSOR & THE HEIGHT
Temperature sensors are inside the guide pipe of float gauge in two different heights.
Lower one is 1.5 meters form the bottom.
Upper one is 6 meters from the bottom
7.4MAX. LOADING RATE

Maximum loading rate in any tank is 300 m3/h (6.3 m/s). (As required by U.S.C.G. Cargo
Vapor Control Manual). However, ISGOTT allows 7 m/s whereas Unix Line recommends a
rate not exceeding is 6 m/s.
Special consideration is required while loading static accumulator cargoes like Naphtha,
Lubrication Oil, Benzene, Toluene, Xylene etc. A liner Velocity of 1 meter/second must not
be exceeded at the initial stage of flow rate of loading and the flow rate of 7m/sec should also
not to be exceeded during overall loading. Maximum loading rate can be calculated using the
below mentioned formula.
Example
The considerable maximum loading rate for ships with normal condition would be, 250cm3 in
4 inches, 500cm3 in 6 inch and 1,000cm3 in 8 inches.
1. INITIAL MAX LOADING RATE = r x r x 3.14 x 1 x 3600. If 4 inches of cargo line,
4inches will be 10cm by 4 x 2.5 and semi-diameter of 10cm is 0.05meters. Therefore 0.05 x
0.05 x 3.14 x 1 x 3600= 28 cubic meters/hour
2. MAXIMUM LOADING RATE
After filled all tanks up to appropriate level by initial loading rate and then the rate should be
gradually increased until agreed rate but should not exceed a liner velocity of 7 m/s

Formula: max loading rate= r x r x 3.14 x 7 x 3600. If 4 inches of cargo line, as the same
procedure above mentioned will be: 0.05 x 0.05 x 3.14 x 7 x 3600 = 198 cubic
meters/hour
For any Unix line ship this will be: 0.05 x 0.05 x 3.14 x 6 x 3600 = 169.56 m3/hr
OVERFLOW CONTROL
The loading rate (LR) of the tank should not exceed-
LR= 3600 U / t (m3 /h), Where U= Ullage volume (m3) at operating signal level;
t= time(s) needed from the initiating signal to fully stopping the cargo flow into the tank,
being the sum of times needed for each step in sequential operations such as operator's
responses to signals, stopping pumps and closing valves;
8. VAPOR CONTROL SYSTEM
8.1 DESIGNATED PRESSURE

Positive Pressure: +20 KPa (+0.2 kg/cm2)
Negative Pressure: - 3.5 KPa (- 0.035 kg/cm2)
8.2 VAPOUR CAPACITY

375 m3/h (125% of maximum loading rate, vapor growth rate is 25%)
8.3 VAPOR PRESSURE SENSOR

Semiconductor type pressure sensors are installed into the terminal box of the level gauge in
all the cargo tanks.
8.4 VAPOR DROP

During closed loading operation, vapor in the cargo tanks is returned to shore through the
vapor return line. The amount of vapor displaced from the tank is equal to the cargo received
in the tank. As a result, the pressure inside the cargo tank is maintained the same.
However, due to the presence of reducer, T-pieces, 90° elbow, diffuser, valve and the vapor-
air mixture in the cargo tank; vapor is obstructed while returning to shore. Therefore, there is
a continuous build up of pressure in the cargo tank. This is why there is a difference of vapor
pressure between the cargo tank and the vapor return line. The vapor pressure in the cargo
tank is more than the vapor return line i.e. actual pressure is higher than the observed pressure
in the vapor return line. This phenomenon is called vapor drop.
VAPOR DROP CALCULATION
Calculate loading rate using the formula: (π x r2 x h)/s.

Find out the vapor density of the chemical from the MSDS or from VCS cargo list
(Type II, type III, chapter 18 cargoes or petroleum product)
Use these data and the Graph for pressure drop in common line vent provided in the
U.S.C.G. Cargo Vapor Control Manual.
Find out the actual pressure drop in the cargo tanks.
Subtract the pressure drop from the value of P/V valve setting. This will give the
maximum back pressure.
Maximum back pressure should not be exceeded in the manifold during loading.
However, for any reason if the maximum back pressure is exceeded; the loading
rate must be reduced.
CARGOES THAT REQUIRE VAPOR COLLECTION SYSTEM

Example of calculation:
(a) Cargo Benzene (vapor density of 2.8, from Data Sheet)

(b) Tanks to Load 2 Tanks Loading
(c) P/V Valve Setting 2000mmAq(Within the safe margin, 2000 x 0.8 =
1600mmAq)
(d) Assumed loading rate = 500cubic meter (2 tank loading)

(e) DP = 130mmAq (From table in Ship’s Loading Manual)
(f) Pressure Drop = (e) x (a) = DP x Vapor density = 130 x 2.8 = 364mmAq
(g) Maximum Back Pressure on vapor return manifold line is = (c) – (f)
= 1600- 364 = 1236 mmAq.
Therefore the Maximum Back Pressure on vapor return manifold line should be less than
1236mmAq.
If Maximum Back Pressure on vapor return manifold line is more than 1236 mmAq, P/V
valve on deck could be opened to emit the vapor into the atmosphere instead of going
through the shore facility. Therefore, the loading rate should be reduced.
Caution

Maximum Back Pressure on vapor return line depends on the factor of the length of the Shore
Line, Level of Shore Tank and Ship’ Loading Rate. Thus, the ship’s loading rate should be
controlled in agreement with the shore condition.
9. LEVEL MASTER IN CCR
DESIGNED SETTING POINT HIGH LEVEL & OVERFILL ALARM

LEVEL
High level alarm : 95% volume of the tank.
Over fill alarm : 98% volume of the tank.
SETTING OF TEMPERATURE Mm
TEMPERATURE
Push MODE button, TEMPERATURE
0C °CC till temperature

indicator shows “H - -1”
PRESSURE H - - 1
U kPa
M H- -
1 L
HIGH OVER
LEVEL FILL Push ↓or ↑ button to LEVEL
make indication in the
0.0 level indicator to “0” 0
LEVEL ALARM
H
100
80 TEMP ALARM Push MODE button, TEMPERATURE

HT
Till temperature
Indicator shows
60
“A - -7” A - - 7
PRESSURE ALARM
HP LP
40
20
UP TEMP DOWN
SELECT
0
MODE ↓ ↑ ENT
Push ↓or ↑ button to TEMPERATURE
set the desired
temperature vale e.g. 7 0 0
70°C
If the value is correct, press “ENT”

thus the temperature is set 70°C
Note: Setting range of “alarm value” shall be between -50°C to -150°C
ULLAGE SETTING
LEVEL
m Push MODE button, TEMPERATURE

TEMPERATURE 0 till temperature
Indicator shows H - - 1
“H - -1”
U
A- -
C°C
M
PRESSURE
4 L
Push ↓or ↑ button till LEVEL

kPa
the display shows “0”
0
HIGH OVER
LEVEL FILL
100
LEVEL ALARM TEMPERATURE

80
H Push MODE button,
till temperature
Indicator shows
60 A - - 7
TEMP. ALARM “A - -7”
HT
40
PRESSURE ALARM
HP LP
20
0
UP TEMP DOWN
SELECT
MODE ↓ ↑ ENT
Push ↓or ↑ button TEMPERATURE
to set the desired
ullage value e.g. 1 0 0
1.00 meter.
Once the value is correctly set,

press “ENT” .The ullage will be set
to 1.00 meter
Note: Setting range of “alarm value” shall be between 0.001 to 40.00 m
LEVEL & TEMPERATURE CALIBRATION

This is a sensitive equipment & regular calibration by an expert is recommended.
Calibration is done in following ways:
Measuring of actual level
Zero setting and
Span setting
MEASURING OF ACTUAL LEVEL

Actual level of the objective tank shall be measured through sounding pipe.
ZERO SETTING
1. To display “H−−1”on temperature indicator, push “MODE” switch to change mode.

Indicator will change display when the “MODE” button is pushed.
2. Push (↑ ∕ ↓) switch to display “2” on level indicator. Push (↑ ∕ ↓) switch to increase or
decrease setting value.
3. Push the “MODE” button to display “C −− 3” on the temperature indicator
4. Actual level of the objective tank shall be measured through sounding pipe. Confirm
the location of float being “float top” (at full level).
5. To display “0” value (actual level) on level indicator, push (↑ ∕ ↓) switch to increase or
decrease setting value.
6. Setting range of “actual level’ shall be between 0.000 to 40.000 m
7. To set “0” value, push “ENT” to save set value after confirming correct ‘‘0’’value
displayed on level indicator.
8. “0” value will be displayed on the level indicator by pushing (ENT), after showing “
  ” for a while. Display on temperature indicator will be changed from “C 
3’’ to “C  4”.
9. Press “MODE” button for approx. 3 seconds to return ‘’run mode’’ after completion of
setting.

SPAN SETTING
1. To display “H−−1”on temperature indicator, push switch to change mode (mode).

Indicator will change display when push (mode).
2. To display “2” on level indicator, push (↑ ∕ ↓) switch to increase or decrease setting
value. (↑) will increase and (↓) will decrease value.
3. To display “C −− 4” on temperature indicator, push switch to change mode (mode).
When push (mode), display will be changed.
4. Actual level of the objective tank shall be measured through sounding pipe. Confirm
the location of float being “float bottom” (At zero level).
5. To display “span value” level (actual level) on level indicator, push (↑ ∕ ↓) switch to
increase or decrease setting value. (↑) will increase and (↓) will decrease value.
6. Setting range of “actual level” shall be between 0.000 to 40.000 m
7. To set “span” value, push “ENT” to save set value after confirming Correct ‘‘span
value’’ displayed on level indicator.
8. “Span value” will be displayed on level indicator by pushing (ENT), after showing “
    ” for a while. Display on temperature indicator will be changed from “C 
4” to “C  5’’.
9. Press “MODE” button for approx. 3 seconds to return “run mode’’ after completion of
setting.
10. GAS DETECTORS

MAKER TYPE ROB SENSOR EXP.
Komyo Rikagaku Kogyo
OMA – 3A 1 17.05.2006
K.K.
OXYGEN Toka Seiki Company Ltd TIP – OXP 1 06.04.2006
ANALYSER
Riken Keiki OX-94 3 17.03.2006
Riken Keiki OX-GW 1 24.03.2006

GASTEC GV-100
Gastec Corporation 2 17.03.2006
TOXIC
PAC® EX D-23560 1 12.04.2006
GAS DETECTOR
Drager
PAC® EX D-23560 1 29-05-2006
Toka Seiki co. ltd P-508 2 24.03.2006
COMBUSTIBLE
GAS DETECTOR Riken Keiki co. ltd. GP-226 1 24.03.2006

Toka Seiki (Fixed detectors) 1 set 03.06.2006
1. OXYGEN ANALYSER (O2 METER)

Maker: Komyo Rikagaku Kogyo K.K.
Type: OMA – 3A
Functional Test And Calibration

Place the sensor in ambient air and when the indication comes stable, regulate at 21 % (Green
indicator symbol ∆) by pushing and turning the calibration knob. When the connector of the
sensor is mounted on the instrument body, it takes about 30 minutes until the indicating
needle comes stable.
Operating Procedure
Ensure the sensor is connected to the instrument body with a sensor cord.
Turn the power switch on, check battery by pushing ‘battery check switch’. Confirm
that the Indicator needle is within the range of battery check range.
Place the sensor in an area to be measured.
When the indicating needle becomes stable after 20 to 30 seconds read the oxygen
concentration through the indicator.
An audible alarm will be heard if the O2 content 18 % or less.
2. OXYGEN ANALYSER (O2 METER)

Maker- Toka Seiki Company Ltd.
Type: TIP – OXP
OPERATING PROCEDURE
Calibration will be carried out automatically by using atmosphere around the sampling rod. So
this process must be done under fresh air condition.
O2MEASURING PROCEDURE
Connect the air filter and sampling tube with the instrument.
Check the battery voltage. To check battery turn the select switch to “BATT CHK”
position. The, “POWER” lamp will flick on for 10 sec, battery voltage will be
indicated on the LCD panel. The battery should be changed if battery voltage is less
than 2.5V.
Calibrate in fresh air. (It will be done automatically)
Oxygen content can be measured in two ways:

A) Oxygen decrease mode

B) Oxygen increase mode
A) Oxygen decrease mode

Turn the select switch to (O2 dec.) position during sucking air. Oxygen content will be
indicated on the LCD panel as for 20.9 %.
Insert or place the sampling rod at the measurement position.
Wait for 10 – 30 sec. until get stable indication.
The LCD panel will indicate oxygen content of atmosphere of around the sampling
rod.
In this method the oxygen meter will be used to confirm oxygen content in atmosphere of
enclosed spaces are suitable for person working. So oxygen content of space should be
measured before entry.
Peak hold function (oxygen decrease mode)

To confirm minimum oxygen content, press the “PEAK” key, this is located on the front
panel. Then “PEAK” lamp will turn on and the LCD panel shows the minimum oxygen
content.
To return to normal operation, press the “RESET” key which is located on the front panel.
Then “PEAK” lamp will turn off and LCD panel shows normal oxygen content.
B) Oxygen increase mode

Turn the select switch to (O2 inc.) position during sucking air. Oxygen content will be
indicated on the LCD panel as for 20.9 % and at the same time an audible alarm will
be heard. The oxygen content in the air is 20.9 %, which is higher than alarm setting
level of factory shipment at 8.0 %.
Insert or place the sampling rod at the measurement position.
Wait for 10 – 30 sec. until get stable indication.
The LCD panel will indicate oxygen content of atmosphere of around the sampling
rod.
In the case of oxygen content lower than alarm setting level (8%), alarm signal
will stop automatically.
Peak hold function (oxygen increase mode)

In the case of confirmation of maximum oxygen content, press the <PEAK> key, this located
on the front panel. Then (PEAK) lamp will turn on and the LCD panel shows the maximum
oxygen content. In the case of return to normal operation, press the < RESET> key, this
located on the front panel. Then (PEAK) lamp will turn off and LCD panel shows normal
oxygen content.
PERSONAL OXYGEN ANALYZER

Maker: Riken Keiki
Model no: OX-94

Operating Procedure
Press and hold the “MODE/POWER” button for about 10 second. Display will be on.
Check battery voltage. Optimum operating voltage is 2.5 V.
Purge the instrument with fresh air by pressing the “AIR” button.
In oxygen mode O2 will be shown by “%” volume of the enclosed space.
An audible alarm will sound automatically if the O2 content falls below 18.9 % by
volume.
Calibration cannot be done on board.
TOXIC GAS DETECTORS
AA)
Maker – Gastec corporation
Type: GASTEC GV-100
Calibration: Calibration not required.
Operating Procedures
Use appropriate gas detector tube, which is different for each type of gas.
Check expiry date & use only detector tubes that were properly stored in a cool dark
place or in a refrigerator (0C ~ 10C) as specified in individual detector tube
packages.
Bring the tube temperature to the ambient temperature level prior measuring.
Break both ends (tips) of the detector tube just before using it.
Read the tube quickly after sampling is done to get the accurate reading
Never use a detector tube, which has once been used.
Preparation
Inspect the pump before measurement.
For air leak check

Confirm that the inlet-clamping nut is firmly tightened.
Insert a new unbroken detector tube into the rubber inlet of the pump.
Align the guide mark (RED LINE) on the back plate and the guide mark (▲100) on
the handle.

Pull out the handle fully along the red guideline on the pump shaft to the lock position
and wait one minute.
Unlock the handle by turning it more than ¼ turn and guide it back gradually.
If there is no leak, a vacuum will be created inside the pump and the handle will spring
back to the initial position.
Operating procedure
Select appropriate Gastec detector tube
Break off the tips at both ends of the detector tube
Push the pump handle fully inside. Insert the detector tube into the rubber inlet of the
pump with the arrow on the tube pointing towards the pump.
Direction
of the
Pump
Gastec
Tube
Align the guide mark on the back plate and the guide mark on the handle.
Direct the tube end to the point of measurement and pull out the handle fully along the
guideline to the lock position.
Wait until the sampling time has elapsed. When pump handle is pulled out; the white
indicator of the flow finish indicator is pulled in by the vacuum generated in the pump
cylinder. When the prescribed volume has been fully sampled, white indicator pops
out.
Unlock the handle by turning it more than ¼ turn and restore it to the initial position.
Repeat the above procedure according to the standard number of pump strokes (N)
mentioned on the tube body.
Remove the tube from the pump. Then read and record the indication at the end of the
color change layer. Better to mark with a pen for easy reading. If any correction for
temperature, humidity or atmospheric pressure required apply with the reading as per
manual.
BB)
Maker: Drager
Type: PAC ® EX
Display & Battery check:

Press button and keep pressed –all display segments are shown, the luminous display
is switched on. The display will go off 30 seconds after the button is released.
Before use switch on the instrument; press button and keep pressed – the charge on the
battery is displayed as %;
Display will show =>>BAT 100 Vol %<<
Alarm Indicators
Gas-concentration pre-alarm A1
-Intermittent signal sound and flashing red alarm light-
-Display of >>ALARM<< and >>A1<< and measured value.
Gas-concentration main alarm A2

-Intermittent signal sound and flashing red alarm light-
-Display of >>ALARM<< and >>A1<<, >>A2<< and measured value.
Measuring gas samples

If accessories are available then this instrument can be used for measuring gas
samples. To measure gas sample-
Fit calibration adaptor to the sensor housing;
Connect rubber ball pump to the calibration adaptor;
Fit probe to rubber ball pump;
Carry out leak test- to do this, keep end of test probe closed and squeeze rubber ball
pump completely. The rubber ball pump should not become fully inflated with air in
less than 10 seconds.
When measuring with the test probe, operate the pump at least 8 to 10 times until a
stable measured value is displayed.
When measurement with the test probe is complete – remove calibration adaptor.
FLAMMABLE GAS DETECTOR

Maker: Toka Seiki co. ltd.
Type: P-508

Calibration
Preparation: Take calibration gas. Usually the gas is ISO-butane (C 4H10) which mixed with
air and recommended concentration is 0.9 % by volume (50% LEL). The container type
standard gas cylinder is most recommended. Above gas should be filled in a gasbag and must
be confirmed the concentration
Calibration procedure:
Turn the select switch to < 0-100% LEL> position, and sit the indicating needle on
“0’’ by using “ZERO ADJUSTER” while sucking fresh air.
Suck the calibration gas by connecting the sampling tube with gasbag, which contains
calibration gas.
After one minute, complete stable indication value with calibration gas content. In the
case of using ISO-butane /air 0.9vol %( 50% LEL) calibration gas, indication value
shall be “50%” LEL. If there are some differences, adjust the potentiometer (100%
LEL), which locate on the main “PCB” to get same value of calibration gas.
After finishing of calibration carry out zero adjustment while sucking fresh air.
Span adjustment (0-20% LEL range)

Turn the select switch to < 0-100% LEL> position, and sit the indicating needle on
“20%LEL” by using “ZERO ADJUSTER” while sucking fresh air.
Turn the select switch to <0-20%LEL> position, and confirm the indicator needle
position of lower scale. If there is any difference with “20%LEL’’ adjust the
potentiometer (20%LEL) which is located on the main PCB to get up to “20%LEL”.
After finishing calibration carry out “ZERO ADJUSTER” while sucking fresh air.
Preparation To Check
Connect the sampling tube and filter & sampling rod with gas inlet portion of instrument.
Battery check
Turn the select switch to “BATT. CHK” position and make sure that the indicating needle
stay within the range of battery belt. If the indicator needle of meter does not reach the battery
belt, batteries should be replaced.
Zero adjustment
turn the select switch to <0-20%LEL) position, and wait 10 seconds or more according to the
length of sampling tube until indication needle stable while sucking fresh air.
Then set the indicating needle to “0” by using “ZERO ADJUSTER”.
Measurement (0-100% LEL)

Turn the select switch to <0-100%lel> position.
Insert the sampling tube to the measurement portion and wait until stable indication of
needle.

The position of indicating needle will indicate gas content of atmosphere of target
portion.
When the gas content exceeds set level (20%LEL normal), audible alarm will give
sound.
After completion of measurement, suck the fresh air until indicator needle settles down to “0”.
Now turn the selector switch to “OFF” position.
Caution
If the indicator needle exceeds full scale; stop gas measurement and suck fresh air as soon as
possible to prevent sensor break down by high concentration gas exposure.
Measurement (0-20% LEL range)
This scale is used to measure low level combustible gases.
Turn the select switch to <0-20%LEL> position.
Insert the sampling tube to the measurement portion and wait until stable indication of
needle.
The position of indicating needle will indicate gas content of atmosphere of target
portion.
After completion of measurement, suck the fresh air until indication needle comes
around “0”, then turn the select switch to <OFF> position.
FLAMMABLE GAS DETECTOR

Maker: Riken Keiki co. ltd.
Type: GP-226
Calibration:
Two calibration potentiometers are located at the side of instrument. Turn respective
potentiometer clockwise to increase reading, if reading can not be set high enough on a
calibration gas, using calibration potentiometer, the sensor should be replaced.
Procedure to check:
Connect sampling probe and hose to instrument inlet.
Turn switch to “BATT’’ position, and indicating needle moves within the “BATT” zone on
the meter scale. If it is not battery needs recharging for full capacity. Once the instrument is
charged and ready for use - turn switch to “20” position, turn “ZERO” adjusting knob to
bring reading to exactly “0”. This adjustment should be done at gas free atmosphere.
Turn switch to “100” position. Close sampling probe to test point, and samples of the air
under test are drawn by means of built in pump. Watch meter carefully to observe maximum
reading, if gas concentration under test is lower than 20% LEL, turn switch knob to “20”
position and read with low range. Presence of combustible gas above preset alarm point (20%
LEL) is signaled by an audible tone and red light.
After completion of test, remove probe from test space, flush with fresh air and turn off the
switch knob.

10.5 UPDATED TOXIC GAS TUBE LIST
Name of Toxic gas tube Maker Quantity Quantity Expiry Date

(Pkt) (Pcs)
Acrylonitrile Gastec 191 L 1 10 05-2007
Acetic Acid Gastec 81 L 2 16 05-2007 & 02-2006
Acetone Gastec 151 L 1 8 12-2005
Benzene in Aromatics Gastec 121 L 2 20 12-2007/03-2006
Butyl Acetate Gastec 142 L 1 10 10-2006
Crude Acrylic Acid Gastec 81 1 9 04-2006
Di-Methyl Formamide Gastec 183 1 10 12-2005
Ethyl Acetate Gastec 141 L 1 8 08-2006
Ethylene Glycol Gastec 165 L 2 18 07-2006 & 04-2007
Formaldehyde Gastec 91 L 1 10 09-2006
Hydrocarbons Gastec 105 1 7 02-2006
Isopropyl Alcohol Gastec 113 1 7 05-2007
Methyl Alcohol Gastec 111 L 1 8 02-2007
LP Gas Gastec 100 A 1 10 02-2006
10.6 TLV (THRESHOLD LIMIT VALUE)
The time weighted average concentration of a substance to which workers may be repeatedly
exposed, for a normal 8 hours workday or 40 hours workweek, day after day, without adverse
effect.
LEL: The concentration of a hydrocarbon gas in air below which there is insufficient
hydrocarbon to support and propagate is referred as Lower Explosive Limit.
UEL: The concentration of a hydrocarbon gas in air above which there is insufficient oxygen
to support and propagate is referred as Upper Explosive Limit.

11. MMC
Maker: MMC (ASIA) Limited.
Type: Vapor locks (Model:ANK-52)
Number of MMC: 05 Nos.
Number of Sampler: 02 Nos.
Spare Battery: 4 Nos
12. HOSES
CARGO HOSE
SIZE LENGTH QUANTITY

4” 9 meters 2
6” 6 meters 1
5” 6 meters 1
5” 9 meters 1
4” 6 meters 2
STEAM HOSE

25 A 20 meters 6
AIR HOSE

25 A 9 meters 1
25 A 6 meters 2
13. WILDEN PUMP

Type: T 2
ROB: 2 nos
Spare parts: None.

14. OIL SPILL GEARS
OIL SPILL GEAR LIST
SL. QUANTITY
ITEMS NAME
NO. STANDARD R.O.B
1 Oil spill dispersant 400 Ltrs 400 Ltrs
2 Oil absorbent pads 100 pcs 100 pcs
3 Sawdust 30 bags 30 bags
4 Cotton rags 50 kgs 50 kgs
Pneumatic Portable pump
5 1 no 1 no
with air hose and discharge
6 Oil / Chemical resistant 3 pairs 3 pairs
7 Shovels (non-spark) 3 nos 3 nos
8 Booms 3 nos 3 nos
Shoulder pack or similar
9 equipment for spray of 1 set 1 set
chemical or eductor
10 Empty drums (200 litters) 3 nos 3 nos
11 Scoops 3 nos 3 nos
12 Others Nil Nil
Location
Oil spill gears are kept in the Safety Equipment Locker located on the starboard side of the
accommodation break.

15. WWT EQUIPMENT LIST
EQUIPMENT REAGENTS
1). Funnel x 1 1). Pure Methanol (500ml/bottle)
2). Plastic Bottles (500 ml x 2 bottles for 2). Pure Water (Distillated Water)
Methanol washing/Pure Water Dropping) 3). Acetone (500ml/bottle)
3) Nessler-Tube( 100ml x 6pcs) 4). 2% AgNO3 Solution (500ml/bottle)
4) Pipet (5ml x 4pcs for 5). 20% HNO3 Solution(500ml bottle)
AgNO3/HNO3/CL/KMnO4 respectively) 6). 10ppm(0.01mg/ml) Chlorine Standard
5) Shalle x 2pcs(for testing Non-volatile Solution(500ml/bottle)
matters ) 7). 0.02% KMnO4 Solution (500ml/bottle)
6) Disposable Vinyl gloves(200sheets/1 case) -Stored in dark place and kept in cool
7) Shoe Covers temperature.
8) A.P.H.A. Color Standard (No.3, 5,8,10) for
Color Test
9) Black Colored Plate(for testing turbidity of
HC/CL)
10) White Colored Plate(for testing turbidity
of Color)
11) Flash light

16. WWT
PROCEDURES AND PRECAUTIONS
The cargo tank has to be dried without humidity on the wall and gas freed.
Post one man near hatch cover.
Take the test kits for WWT in a closed bag or wooden box not to drop test kits into tank when
going into and coming out tank. Also, Put on shoe covers and wear vinyl gloves
Before taking sample, wash Funnel by pure methanol
Take samples from four (4) parts of Fore/Aft/Port/Stbd bulkheads and in the area of 1 meter in
height x 30cm in width at the position of 1.5meter from the bottom by methanol wash on the wall.
Avoid taking sample from nook corner which can not count as standard value.
The necessary quantity of sample from each cargo tank is about 250cc for Color/50cc, HC/50cc,
CL/50cc, and PTT/50cc.
SAMPLE ANALYSIS
Hydrocarbon Test Standard Solution Observation/Result
Fill up 50cc of Wall Wash Fill up 50cc of Methanol sample If the sample is very
sample into 100cc Nessler- into 100cc Nessler-tube clear as standard
tube Add 50cc distilled water solution of zero ppm,
Add 50cc of Distilled water The standard solution for each ppm it means zero ppm.
Shake the mixture and can be made by Methanol/ 50cc +  Nearly clear : 0.5ppm
allow to stand for 20 HNO3/ 2cc +AgNO3/2cc + 10ppm  Little cloudy : 1 ppm
minutes standard CL/8cc -for 2ppm (4cc  Cloudy : 5 ppm
Compare with standard for 1ppm) + Distilled water 38cc  Cloudy (milky) :
solution on the black plate. (for 2ppm) or 42cc (for 1ppm). more than 10ppm
Chloride Test Standard Solution Observation/Result
Fill up Sample/ 50cc into 2ppm: Methanol/ If the sample is very
100cc Nessler-tube 50cc+HNO3/2cc+AgNO3/2cc+CL/ clear as standard
Add 20% HNO3/ 2cc + 2% 8cc+DI water 38cc solution of zero ppm,
AgNO3/ 2cc +Distilled 1ppm: Methanol/ it means zero ppm.
water/46cc 50cc+HNO3/2cc+AgNO3/2cc+CL/  Nearly clear : 0.5 ppm
Shake the mixture and 4cc+DI water 42cc  Little cloudy : 1 ppm
allow to stand for 10 0.5ppm: Methanol/  Cloudy : 5 ppm
minutes 50cc+HNO3/2cc+AgNO3/2cc+CL/  Cloudy (milky) :
2cc+DI water 44cc more than 10ppm
0.25ppm: Methanol/
50cc+HNO3/2cc+AgNO3/2cc+CL/
1cc+DI water 45cc
Permanganate Time Test Standard Solution Observation/Result
Fill up Sample/50cc and Fill up Methanol/50cc and add The times required for
add 0.02% KMnO4/ 2cc into 0.02% KMnO4/2cc into another P.T.T:
100cc Nessler-tube(Sample) 100cc Nessler-tube (Standard)  50minutes over at
Shake the mixture and then 15°C, or

wait until the color of violet  30minutes over at
turned – light violet - 25°C, or
orange – light yellow  20minutes over at
28°C
17. REDUCER
The ROB of reducers of MT Eastern Eureka
SL NO ITEM NAME QUANTITY

1 ANSI 10B X ANSI 8B 1
4 ANSI 8B X JIS 8B 1
TOTAL 27

18. MARPOL
18.1 ANNEX – I
18.1.1 DEFINITION OF OIL

MARPOL 73/78 as amended defines oil as - Petroleum in any form including crude oil, fuel
oil, sludge, oil refuse and refined products (other than petrochemicals which are subject to the
provisions of Annex II of the present MAPOL Convention) and, without limiting the
generality of the foregoing, includes the substances listed in appendix I of Annex I.
18.1.2 SPECIAL AREA

For the purpose of Annex I, the special areas are the Mediterranean Sea area, the Baltic Sea
area, the Black Sea area, the Red Sea area, the Gulfs area, the Gulf of Aden area, the Antarctic
area and the North West European waters, which are defined as follows:
(a). The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and
seas therein with the boundary between the Mediterranean and the Black Sea constituted by
the 41° N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5°36′
W.
(b). The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of
Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the
Skagerrak at 57°44.8′ N.
(c). The Black Sea area means the Black Sea proper with the boundary between the
Mediterranean and the Black Sea constituted by the parallel 41° N.
(d). The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba
bounded at the south by the rhumb line between Ras si Ane (12°28.5′ N, 43°19.6′ E) and Husn
Murad (12°40.4′ N, 43°30.2′ E).
(e). The Gulfs area means the sea area located north-west of the rhumb line between Ras al
Hadd (22°30′ N, 59°48′ E) and Ras al Fasteh (25°04′ N, 61°25′ E).
(f). The Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and the
Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12°28.5′ N, 43°19.6′
E) and Husn Murad (12°40.4′ N, 43°30.2′ E) and to the east by the rhumb line between Ras
Asir (11°50′ N, 51°16.9′ E) and the Ras Fartak (15°35′ N, 52°13.8′ E).

(g). The Antarctic area means the sea area south of latitude 60° S.
(h). The North West European waters include the North Sea and its approaches, the Irish Sea
and its approaches, the Celtic Sea, the English Channel and its approaches and part of the
North East Atlantic immediately to the west of Ireland. The area is bounded by lines joining
the following points:.
(i). 48° 27’N on the French coast
(ii). 48° 27’N; 6° 25’W
(iii). 49° 52’N; 7° 44’W
(iv). 50° 30’N; 12°W
(v). 56° 30’N; 12°W
(vi). 62°N; 3°W
(vii). 62°N on the Norwegian coast
(viii). 57° 44.8’N on the Danish and Swedish coasts.
18.1.3 CONDITION OF DISCHARGING TANK CLEANING WATER

Subject to the provisions of regulations 10 and 11 of Annex I and paragraph-2 of regulation-9,
any discharge into the sea of oil or oily mixtures from ships to which Annex I applies shall be
prohibited except when all the following conditions are satisfied:
For an oil tanker, except as provided for in subparagraph (b) of regulation-9:
(i). the tanker is not within a special area;
(ii). the tanker is more than 50 nautical miles from the nearest land;
(iii). the tanker is proceeding en route;
(iv). the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical
mile;
(v). the total quantity of oil discharged into the sea does not exceed for existing tankers
1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and
for new tankers 1/30,000 of the total quantity of the particular cargo of which the residue
formed a part; and

(vi). the tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement as required by regulation 15 of Annex I.
18.1.4 ODME OPERATION AND SIMULATION
Maker: JOWA, AB
Type: JOWA CLEANTOIL 9000
OPERATING PROCEDURE (Preparing the equipment for operation)
Engine room
1. Check that the amount of oil in the bulkhead seal of sample pump is adequate.
2. Check the amount of cleaning solution in the tank of converting unit. If necessary feed
cleaning solution to the tank. Remove air from the cleaning solution line.
3. Supply power (AC 440 V) to the converting unit.
4. Open stop valve of the fresh water line (Pressure 3-5 Kg/cm 2). Open stop valves before and
after the solenoid valve, which are normally fitted close to the converting unit.
5. Open the stop valve on the cleaning solution line between the converting unit and the
analyzing unit.
6. Supply control air.

Open the stop valve on the air supply line leading to the converting unit; adjust the air
pressure to 5 Kg/cm2 with the air regulator fitted on the line.
Open stop valves on the air supply line leading to the valve control unit, adjust air
pressure 5 Kg/cm2 with the air regulator in the valve control unit.
Pump room
1. Open the stop valve on the air supply line leading to the D/P transmitter.
Adjust the air pressure to 1.4 Kg/cm2 with the air regulator.
2. Open stop valves of the differential pressure intake near the orifice plate fitted on the
discharge line.

3. opening and closing of the manifold valve on the D/P transmitter:
Open stop valves on both sides of the manifold.
Close the equalizer valve on the centre of the manifold.
Sample Line
1. Open three stop-valves on the sample lines leading to and from the analyzing unit fitted
near the discharge line.
2. Open stop valves at the inlet and outlet of the analyzing unit.
Close the drainage valve at the inlet of the analyzing unit.
3. Check that the two stop-valves on the fresh water line are closed, which are connected to
the sample line near the inlet of the sample pump. These two valves should be kept closed
except when flushing or filling the line with water.
Cargo control room

1. Supply power to the computer unit. (AC 100 [220] V, 1 ø). Check that the printer works
soon after the power is supplied.
2. Check that the printer has enough paper to print out during operation.
A) PROGRAMMING
Some necessary data for operation can be input when each relative line in the page of
‘’PROGRAMMING’’ is displayed on the LCD.
‘’PROGRAMMING” page is at first displayed by keys of ‘’PG UP’’ or ‘’PG DOWN’’.
Each line is displayed by keys of ‘’↑’’ or ‘’↓’’.
By using keys provided on the panel select the following
1. Check or select the sample point when line 2.1 is displayed on the LCD.
Discharge line no: 1 (2)

2.1 Change with INS STEP RET
2. Check or select the a oil type when line 2.2 is displayed on the LCD
2.2 Oil quantity Arabian Light Crude

Change quantity with INS ← → RET
Press the key of “→” or “←” to select a desired oil type.

Terminate data setting by pressing the “RET” key.
3. Select a discharge mode (30 l/nm or 15 ppm) when line 2.3 is displayed on the LCD
Alarm and warning OIL DISCHARGE

Change with STEP
2.3
4. Check the input mode of flow rate and ship’s speed or select a input mode to “AUTO” or
“MAN” when line 2.4 or 2.5 is displayed on the LCD
Flow is: (AUTO). Change with STEP

2.4
Manual flow = 600.0 m3/h (780.7 m3/h)
Flow is: (AUTO). Change with STEP

2.5 Manual speed = 12.2 n (0.00 n)
5. At the beginning of a new ballast voyage, program or check the alarm limit of the total
quantity of oil discharged and reset the total amount of oil discharged on the previous voyage
to zero when line 2.6 is displayed on the LCD
2.6 Oil discharge accumulation = 90.78 1

Alarm = 1000. 1
Press INS key for preparation of reset, press the key “→” or “←” to move the cursor to
applicable position of the lower line, and then enter the alarm limit of overboard discharge by
pushing the ALT key and a numerical key together.
Limit of overboard discharge:

New ship : 1/30,000 of the quantity
Terminate data setting by pressing the RET key.
6. Conclude programming after returning to the headline page by pushing “PG UP” key.
Oc (AUTO) Flow (AUTO) Oildis. Speed (MAN) 25 25ppm

1.1
25ppm 780.7 m3/h 13.1 lt/nm 12.2 n
B) Start up of Overboard Discharge.
1. Start the overboard discharge pump.

Check that the oily ballast is recirculated to the slop tank and is not discharged into the
sea.
3. Starting oil content monitoring.

The operation of JOWA Cleantoil is automatically carried out with the OBV key under
the following procedure.
Lighting of “OBV” LED
Cleaning of oil measuring cell.
Start of sample pump.
Command signal is sent to the valve control unit to open overboard discharge
valve.
The overboard discharge valve opens automatically approx. one min after pressing the “OBV”
key. Check that a lamp of “OBV OPEN” turns on and “STV OPEN” turns off.
C) Observation of data during overboard discharge

Data should be monitored so that the instantaneous rate of discharge of oil and/or total
quantity of oil discharged does not exceed the preset limit. When the above rate or quantity is
presumed to exceed the limit, proper operation should be carried out, i.e. discharge flow rate
to be decreased.
D) Stopping Overboard Discharge

By pressing the “OBV” key, automatically the following procedure will carried out.
1. The LED on the “OBV” key turns off and the led on “CLN” key turns on.
2. Command signal is sent to the valve control unit to close the overboard discharge valve and
to open the return valve.
Check that the lamp “OBV OPEN” turns off and lamp “STV OPEN” turns on.
3. Starting of cleaning cycle for sample line:

Forward flush
Backward flush
4. Stopping of cleaning sample line
After cleaning cycle is repeated 2 to 3 times, all the system is stopped

automatically.
At this point operation of ODME is completed.
E) Stop overboard discharges pump.

Shut down of sample line.
Close all stop-valves on the sample line, sample return line
Close the stop-valves on the fresh water line in the eng room

Close the stop-valves on the cleaning solution line in the engine room or pump
room.
Close the stop-valves on the air supply line leading to the converting unit and
the valve control unit (if used).
F) Shutdown of flow rate measuring system

Close the stop valves at each differential pressure intake of orifice plate on the
discharge line
Close the stop valves on the air supply line to the differential pressure (D/P)
transmitter.
G) Shutdown of Power Source

Switch off power supply of the computer unit and the converting unit.
H) Operation at Alarm Condition

When any abnormal condition takes place during overboard discharge, the overboard
discharge is stopped together with activation of alarm by the computer unit. The alarm output
relay and buzzer are deactivated by pushing the “RESET” key.
18.1.5 HOW TO RECORD IN THE OIL RECORD BOOK PART II

Every oil tanker of 150 tons gross tonnage and above shall in addition to Oil Record book part
-1 be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record
Book(s), whether as a part of the ship’s official log-book or otherwise, shall be in the form(s)
specified in appendix III to Annex I
The Oil Record Book shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following operations take place in the ship:
For machinery space operations (all ships)
1. Ballasting or cleaning of oil fuel tanks;
2. Discharge of dirty ballast or cleaning water;
3. Disposal of oily residues (sludge);
4. Discharge overboard of bilge water in machinery spaces;
For cargo/ballast operations (oil tankers)
1. Loading of oil cargo;
2. Internal transfer of oil cargo during voyage;

3. Unloading of oil cargo;
4. Ballasting of cargo tanks and dedicated clean ballast tanks;
5. Cleaning of cargo tanks including crude oil washing;
6. Discharge of ballast except from segregated ballast tanks;
7. Discharge of water from slop tanks;
8. Closing of all applicable valves or similar devices after slop tank discharge operations;
9. Closing of valves necessary for isolation of dedicated clean ballast tanks;
10. Disposal of residues.
In the event of such discharge of oil or oily mixture as is referred to in regulation 11 of

Annex-I or in the event of accidental or other exceptional discharge of oil not excepted by that
regulation, a statement shall be made in the Oil Record Book of the circumstances of, and the
reasons for, the discharge.
Each cargo/ballast operations shall be fully recorded without delay in the Oil Record Book so
that all entries in the book appropriate to that operation are completed. Each completed
operation shall be signed by the officer or officers in charge of the operations concerned and
each completed page shall be signed by the master of ship.
Example of an oil record book and the entry procedure is mentioned below.
PLAN VIEW OF CARGO AND SLOP TANKS (to be completed on board)

List Of Items To Be Recorded
(A) - Loading of oil cargo
1. Place of loading.
2. Type of oil loaded and identity of tank(s).
3. Total quantity of oil loaded (state quantity added and the total content of tank(s)).
(B) - Internal transfer of oil cargo during voyage

4. Identity of tank(s):
.1. from:
.2. to: (state quantity transferred and total quantity of tank(s))
5. Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained.)
(C) - Unloading of oil cargo

6. Place of unloading.
7. Identity of tank(s) unloaded.
8. Was (were) the tank(s) emptied? (If not, state quantity retained.)
(D) - Crude oil washing (COW tankers only)

(To be completed for each tank being crude oil washed)
9. Port where crude oil washing was carried out or ship’s position if carried out between two
discharge ports.
10. Identity of tank(s) washed.
11. Number of machines in use.
12. Time of start of washing.
13. Washing pattern employed.
14. Washing line pressure.
15. Time washing was completed or stopped.

16. State method of establishing that tank(s) was (were) dry.
17. Remarks.
(E) - Ballasting of cargo tanks

18. Position of ship at start and end of ballasting.
19. Ballasting process:
.1. identity of tank(s) ballasted;
.2. time of start and end;
.3. Quantity of ballast received. Indicate total quantity of ballast for each tank involved
in the operation.
(F) - Ballasting of dedicated clean ballast tanks (CBT tankers only)

20. Identity of tank(s) ballasted.
21. Position of ship when water intended for flushing, or port ballast was taken to dedicated
clean ballast tank(s).
22. Position of ship when pump(s) and lines were flushed to slop tank.
23. Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or
cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity.
24. Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
25. Time and position of ship when valves separating the dedicated clean ballast tanks from
cargo and stripping lines were closed.
26. Quantity of clean ballast taken on board.
(G) - Cleaning of cargo tanks

27. Identity of tank(s) cleaned.
28. Port or ship’s position.
29. Duration of cleaning.
30. Method of cleaning.

31. Tank washings transferred to:
1. Reception facilities (state port and quantity);
2. Slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity
transferred and total quantity).
(H) - Discharge of dirty ballast

32. Identity of tank(s).
33. Position of ship at start of discharge into the sea.
34. Position of ship on completion of discharge into the sea.
35. Quantity discharged into the sea.
36. Ship’s speed(s) during discharge.
37. Was the discharge monitoring and control system in operation during the discharge?
38. Was a regular check kept on the effluent and the surface of the water in the locality of the
discharge?
39. Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity
40. Discharged to shore reception facilities (identify port and quantity involved).
(I) - Discharge of water from slop tanks into the sea

41. Identity of slop tanks.
42. Time of settling from last entry of residues, or
43. Time of settling from last discharge.
44. Time and position of ship at start of discharge.
45. Ullage of total contents at start of discharge.
46. Ullage of oil/water interface at start of discharge.
47. Bulk quantity discharged and rate of discharge.
48. Final quantity discharged and rate of discharge.

49. Time and position of ship on completion of discharge.
50. Was the discharge monitoring and control system in operation during the discharge?
51. Ullage of oil/water interface on completion of discharge.
52. Ship’s speed(s) during discharge.
discharge?
54. Confirm that all applicable valves in the ship’s piping system have been closed on
completion of discharge from the slop tanks.
(J) - Disposal of residues and oily mixtures not otherwise dealt with
55. Identity of tank(s).
56. Quantity disposed of from each tank. (State the quantity retained.)
57. Method of disposal:
1. To reception facilities (identify port and quantity involved);
2. Mixed with cargo (state quantity);
3. Transferred to (an)other tank(s) (identify tank(s); state quantity transferred and total
quantity in tank(s));
4. Other method (state which); state quantity disposed of.
(K) - Discharge of clean ballast contained in cargo tanks

58. Position of ship at start of discharge of clean ballast.
59. Identity of tank(s) discharged.
60. Was (were) the tank(s) empty on completion?
61. Position of ship on completion if different from 58.
discharge?
(L) - Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
63. Identity of tank(s) discharged.

64. Time and position of ship at start of discharge of clean ballast into the sea.
65. Time and position of ship on completion of discharge into the sea.
66. Quantity discharged:
1. Into the sea; or
2. To reception facility (identify port).
67. Was there any indication of oil contamination of the ballast water before or during discharge
into the sea?
68. Was the discharge monitored by an oil content meter?
69. Time and position of ship when valves separating dedicated clean ballast tanks from the
cargo and stripping lines were closed on completion of deballasting.
(M) - Condition of oil discharge monitoring and control system

70. Time of system failure.
71. Time when system has been made operational.
72. Reasons for failure.
(N) - Accidental or other exceptional discharges of oil

73. Time of occurrence.
74. Port or ship’s position at time of occurrence.
75. Approximate quantity and type of oil.
76. Circumstances of discharge or escape, the reasons therefore and general remarks.
(O) - Additional operational procedures and general remarks

(tankers engaged in specific trades)
(P) - Loading of ballast water

77. Identity of tank(s) ballasted.
78. Position of ship when ballasted.
79. Total quantity of ballast loaded in cubic metres.

80. Remarks.
(Q) - Re-allocation of ballast water within the ship.

81. Reasons for re-allocation.
(R) - Ballast water discharge to reception facility

82. Port(s) where ballast water was discharged.
83. Name or designation of reception facility.
84. Total quantity of ballast water discharged in cubic metres.
85. Date, signature and stamp of port authority official.
EXAMPLES ON ENTRY INTO THE OIL RECORD BOOK
PYROLYSIS GASOLINE (ANNEX-I CARGO)

Loaded Pyrolysis Gasoline/Anyer, Indonesia on 28th Sep. 2005 and unloaded the cargo at
Yosu/South Korea on 12th Oct.2005.
After sailing from Yosu, vessel carried out tank cleaning at open sea.
Name of ship..MT EASTERN EUREKA………………………………………….

...................................................................................................................................
Distinctive number or letters....9205653/H3OQ
CARGO/BALLAST OPERATIONS (OIL TANKERS)*/
MACHINERY SPACE OPERATIONS (ALL SHIPS)*
Date Code Item Record of operations/signature of officer in charge
(letter)
(number)
Sep. 05 (A) 1. Anyer
28th
2. Pyrolysis Gasoline; 1P, 2P, 2S, 4S, 5P, 9P, 9S
3. 2500.00 MT Sign C/O:
Oct. 05 (C) 6. Yosu
12th
7. 1P, 2P, 2S, 4S, 5P, 9P, 9S

8. Yes. Sign C/O:
Oct. 05 (G) 27. 1P, 2P, 2S, 4S, 5P, 9P, 9S
13th
28. 34°27’N, 128°15’E
29. 2 hrs.
30. Cold SW machine wash 15 min, hot (55°C) SW Butterworth 30
FW butterworth 15 min.
31.2 Slop tank-9P, 25 m3 from each tank, Total 175 m3. Sign C/O:
Oct. 05 (I) 41 9P
14th
42 35 hrs
43 N/A
44 1300 hrs LT. 35°31.4N, 130°26.1E.
45 3.23m
46 3.24m
47 165 m3, 150 m3/hr
48 10 m3 – 25 m3/hr
49 1500 LT; 35°07’, 130°24’E
50 Yes
51 9.15m
52 13.5 kts Sign C/O:
Oct. 05 (J) 55 9P
14th
57.4 Transferred into 200ltr drums; Total 570 ltrs. Sign C/O:
Oct. 05 (O) ODME on board function tested under operational and dummy
mode. Found satisfactory. Sign C/O:
15th
Signature of master...........................................

18.2 ANNEX – II
18.2.1 DEFINITION OF NOXIOUS SUBSTANCE
Noxious liquid substance means any substance referred to in appendix II to Annex II or
provisionally assessed under the provisions of regulation 3(4) as falling into category A, B, C
or D.
2.2.1 SPECIAL AREA

Special area means a sea area where for recognized technical reasons in relation to its
oceanographic and ecological condition and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by noxious liquid
substances is required.
Special areas shall be:
(a). The Baltic Sea area: The Baltic Sea area means the Baltic Sea proper with the Gulf of
Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the
Skaw in the Skagerrak at 57°44.8′ N.
(b). The Black Sea area: The Black Sea area means the Black Sea proper with the boundary
between the Mediterranean and the Black Sea constituted by the parallel 41° N.
(c). The Antarctic area: The Antarctic area means the sea area south of latitude 60° S.
18.2.3 CAREGORY A, B, C, D & APPENDIX- III
For the purpose of the regulations of Annex-II, noxious liquid substances shall be divided into
four categories. Noxious liquid substances carried in bulk which are presently categorized as
category A, B, C or D and subject to the provisions of this Annex are referred to in appendix
II to this Annex. The noxious liquid substances are categorized on the basis of their pollution
hazard as follows-
Category A: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a major hazard to either marine resources or human
health or cause serious harm to amenities or other legitimate uses of the sea and therefore
justify the application of stringent anti-pollution measures.
Any category A substance will be bioaccumulated and liable to produce a hazard to aquatic
life or human health, or are highly toxic to aquatic life (as expressed by a Hazard Rating 4,
defined by a TLm less than 1 ppm); and additionally certain substances which are moderately

toxic to aquatic life (as expressed by a Hazard Rating 3, defined by a TLm of 1 ppm or more,
but less than 10 ppm) when particular weight is given to additional factors in the hazard
profile or to special characteristics of the substance.
Example:-Butylbenzene (all isomers)
Category B: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would 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 the application
of special anti-pollution measures.
Category B substances are bioaccumulated with a short retention of the order of one week or
less, or which are liable to produce tainting of the sea food, or which are moderately toxic to
aquatic life (as expressed by a Hazard Rating 3, defined by a TLm of 1 ppm or more, but less
than 10 ppm); and additionally certain substances which are slightly toxic to aquatic life (as
expressed by a Hazard Rating 2, defined by a TLm of 10 ppm or more, but less than 100 ppm)
when particular weight is given to additional factors in the hazard profile or to special
characteristics of the substance.
Example: Ethylene Dichloride
Category C: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a minor hazard to either marine resources or human
health or cause minor harm to amenities or other legitimate uses of the sea and therefore
require special operational conditions.
Category C Substances are slightly toxic to aquatic life (as expressed by a Hazard Rating 2,
defined by a TLm of 10 ppm or more, but less than 100 ppm); and additionally certain
substances which are practically non-toxic to aquatic life (as expressed by a Hazard Rating 1,
defined by a TLm of 100 ppm or more, but less than 1,000 ppm) when particular weight is
given to additional factors in the hazard profile or to special characteristics of the substance.
Example: Isoprene
Category D: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a recognizable hazard to either marine resources or
human health or cause minimal harm to amenities or other legitimate uses of the sea and
therefore require some attention in operational conditions.
Substances which are practically non-toxic to aquatic life (as expressed by a Hazard Rating 1,
defined by a TLm of 100 ppm or more, but less than 1,000 ppm); or causing deposits
blanketing the sea floor with a high biochemical oxygen demand (BOD); or which are highly
hazardous to human health, with an LD 50 of less than 5 mg/kg; or which produce moderate
reduction of amenities because of persistency, smell or poisonous or irritant characteristics,

possibly interfering with use of beaches; or which are moderately hazardous to human health,
with an LD50 of 5 mg/kg or more, but less than 50 mg/kg, and produce slight reduction of
amenities falls in the Category D.
Example: Methacrylic Acid
APPENDIX III:
Liquid substances carried in bulk which are identified as falling outside the Categories A, B,
C or D and not subject to the provisions of this Annex are indicated as “III" in the Pollution
Category column of chapters 17 or 18 of the International Bulk Chemical Code.
Till now, these are considered to present no harm to human health, marine resources &
amenities or other legitimate uses of the sea, when discharge into the sea from tank cleaning
or deballasting operation.
18.2.5 MAXIMUM DISCHARGE RATE (T/C WATER)

The residue/water mixture may be discharged into the sea, provided that the rate of discharge
does not exceed the maximum rate for which the underwater discharge outlet/s is/are designed
or that defined by one of the equations below, whichever is smaller:
QD = KV1.4L1.6÷ CS (When a single outlet is used)
QD = 1.5KV1.4L1.6÷ CS (When dual outlets are used)
Where
QD = Rate of discharge of residue/water mixture (m3/h)
V = Ship’s speed (knots)
L = Ship’s length (m)
K = 4.3 x 10-5
Cs = Composite concentration
However, MT Eastern Eureka is fitted with a baffle cover near the discharge outlet. Therefore
she needs not comply with maximum discharge rate as mentioned in MARPOL 73/78 Annex
II, Chapter 10.5.3.
ROLE OF BAFFLE COVER

The baffle cover keeps the discharged chemical mixture from passing through the boundary
layer and guides it along the hull of the ship towards the wake at the aft where the mixtures
are dispersed by propeller thrush.

18.2.6 CLINGAGE RESIDUES
Cargo residues which adhere to the surface of tank walls and structures on completion of
discharge are termed as clingage.
Clingage residue calculation
The following formula is used to calculate the amount of clingage residue-
QRES (surf) = 1.1 X 10 ‾ 4 Ad + 1.5 X 10 ‾ 5 Aw + 4.5 X 10 ‾ 4 L½ Ab
Ab = Area of tank bottom and horizontal components of tank structural members facing
upwards (m2)
Ad = Area under decks and horizontal components of tank structural members facing
downwards (m2).
Ad = Surface area of tank walls and vertical components of tank structural members (m2).
L = Length of the tank (m).
Q RES (surf) = Amount of clingage residue on tank surface (m3).
N.B.
For purposes of calculating Ab, Ad and Aw, inclined (greater than 30° from the
horizontal) and curved surfaces should be treated as vertical.
Methods of approximating Ab, Ad and Aw, are permissible. (A method presented in

BCH 15/INF.5 by Japan is an example).
18.2.7 CARGO RECORD BOOK

Every ship to which Annex-II applies shall be provided with a Cargo Record Book, whether
as part of the ship’s official log-book or otherwise, in the form specified in appendix IV to this
Annex. Entries in the Cargo Record Book are required only for operations involving
Categories A, B, C and D substances. Other bulk chemicals which are identified as falling
outside Categories A, B, C and D and not subject to the provisions of Annex-II and indicated
as “III” in the Pollution Category column of chapters 17 or 18 of IBC Code shall not be
subject to any requirement of Annex-II and not required to entry in the Cargo Record Book
(For example: - Acetone, Diethyl Ether, Molasses, Ethyl Alcohol, etc.).

The Cargo Record Book should be completed, on a tank-to-tank basis, whenever any of the
following operations with respect to a noxious liquid substance take place in the ship:
(i). loading of cargo;
(ii). internal transfer of cargo;
(iii). unloading of cargo;
(iv). cleaning of cargo tanks;
(v). ballasting of cargo tanks;
(vi). discharge of ballast from cargo tanks;
(vii). disposal of residues to reception facilities;
(viii). discharge into the sea or removal by ventilation of residues in accordance with
regulation 5 of this Annex.
(ix). In the event of any discharge whether intentional or accidental, an entry shall be made in
the Cargo Record Book stating the circumstances of, and the reason for, the discharge.
(x). When a government surveyor has inspected a ship then that surveyor shall make an
appropriate entry in the Cargo Record Book.
(xi). Each operation shall be fully recorded without delay in the Cargo Record Book so that all
the entries in the book appropriate to that operation are completed.
(xii). Each entry shall be signed by the officer or officers in charge of the operation concerned
and each page shall be signed by the master of the ship.
List of items to be recorded

Entries are required only for operations involving Categories A, B, C and D substances.
(A) - Loading of cargo

1. Place of loading. (Ex- Singapore)
2. Identify tank(s), name of substance(s) and category (ies). (Ex-4P, 4S; Benzene; D)
(B) - Internal transfer of cargo

3. Name and category of cargo(es) transferred. (Ex-Benzene)
4. Identity of tanks:

.1. From: (Ex-4P)
.2. To: (Ex-4S)
5. Was (were) tank(s) in 4.1 emptied? (Ex-No)
6. If not, quantity remaining in tank(s). (Ex-200MT)
(C) - Unloading of cargo

7. Place of unloading. (Ex- Merak)
8. Identity of tank(s) unloaded. (Ex-4P, 4S)
9. Was (were) tank(s) emptied?
.1. If yes, confirm that the procedure for emptying and stripping has been performed in
accordance with the ship’s Procedures and Arrangements Manual (i.e. list, trim,
stripping temperature). (Ex-Yes; trim:>0.4°, list:>0.5°; temp:30°C)
.2. If not, quantity remaining in tank(s).
10. Does the ship’s Procedures and Arrangements Manual require a prewash with subsequent
disposal to reception facilities? (Ex-No)
11. Failure of pumping and/or stripping system:
.1. Time and nature of failure; (Ex-1300 hrs, Cargo pump stopped)
.2. Reasons for failure; (Ex- Power failure)
.3. Time when system has been made operational. (Ex- 1400 hrs)
(D) - Mandatory prewash in accordance with the ship’s Procedures and Arrangements
Manual
12. Identify tank(s), substance(s) and category (ies). (Ex-8P, 8S; Para-Xylene;C)
13. Washing method:
.1. Number of washing machines per tank; (Ex-2 nos)
.2. Duration of wash/washing cycles; (Ex-13 min, 0.5 cycles)
.3. Hot/cold wash. (Ex-Hot, 60°C)
14. Prewash slops transferred to:

.1. Reception facility in unloading port (identify port); (Ex-Pasir Gudang)
.2. Reception facility otherwise (identify port).
(E) - Cleaning of cargo tanks except mandatory prewash (other prewash operations,
final wash, ventilation etc.)
15.. State time, identify tank(s), substance(s) and category(ies) and state: (Ex-1000-2000 hrs;
6P, 6S; Toluene; C)
.1. Washing procedure used; {Ex- hot sea water washing(2hrs), detergent(1) &
flushing (1) by machine and steaming(2)}.
.2. Cleaning agent(s) (identify agent(s) and quantities); (Ex-RSR, 160ltr)
.3. Dilution of cargo residues with water (state how much water used (only Category D
substances));
.4. Ventilation procedure used (state number of fans used, duration of ventilation).
(Ex-2 fans, 6hrs)
16. Tank washings transferred:
.1. Into the sea; (Ex- As per Annex-II, Reg.5)
.2. To reception facility (identify port);
.3. To slops collecting tank (identify tank). (Ex- 9P)
(F) - Discharge into the sea of tank washings

17. Identify tank(s): (Ex-3S)
.1. Were tank washings discharged during cleaning of tank(s)? If so at what rate?
(Ex- as per MARPOL Annex-II Reg.5)
.2. Were tank washing(s) discharged from a slops collecting tank? If so, state quantity
and rate of discharge.
18. Time pumping commenced and stopped. (Ex- 1200-1500 hrs)
19. Ship’s speed during discharge. (Ex-10 kts)
(G) - Ballasting of cargo tanks

20. Identity of tank(s) ballasted. (Ex-2P, 2S, 4P, 4S, 7P, 7S)

21. Time at start of ballasting. (Ex-1200hrs)
(H) - Discharge of ballast water from cargo tanks

22. Identity of tank(s). (Ex-1P, 1S, 6P, 6S)
23. Discharge of ballast;
.1. Into the sea; (Ex-Yes)
.2. To reception facilities (identify port).
24. Time ballast discharge commenced and stopped. (Ex-1200-1400)
25. Ship’s speed during discharge. (Ex-10 kts)
(I) - Accidental or other exceptional discharge

26. Time of occurrence. (Ex- 1500hrs)
27. Approximate quantity, substance(s) and category(ies). (Ex-40 MT, Ethylcyclo-

Hexane, C)
28. Circumstances of discharge or escape and general remarks. (Ex- Cargo overflow,
Emergency alarm raised, crew mustered)
(J) - Control by authorized surveyors

29. Identify port.
30. Identify tank(s), substance(s), category (ies) discharged ashore.
31. Have tank(s), pump(s), and piping system(s) been emptied?
32. Has a prewash in accordance with the ship’s Procedures and Arrangements Manual been
carried out?
33. Have tank washings resulting from the prewash been discharged ashore and is the tank
empty?
34. An exemption has been granted from mandatory prewash.
35. Reasons for exemption.
36. Name and signature of authorized surveyor.
37. Organization, company, government agency for which surveyor works.

(K) - Additional operational procedures and remarks
PROCEDURES TO RECORD IN THE CARGO RECORD BOOK
CASE-1, CATEGORY- D CARGOES

Loaded cargo Palm stearin/1,000MT/4PS at Kuantan, Malaysia on 05 Aug.2005 and unloaded
the cargo at Hokkaido on 11 Aug.2005.
After sailed Hokkaido, vessel carried out tank cleaning at open sea
CARGO RECORD BOOK

CARGO / BALLAST OPERATIONS
Date Code Item Record of operations/signature of officer in charge/name of and

(letter) (number) Signature of authorized surveyor
Aug.05 (A) 1. Kuantan, Malaysia
05th
2. 4P,4S, Palm stearin, (D)
C/O: sign
Aug.05 (C) 7. Hokkaido,
11th
8. 4P,4S
9. Yes
.1 Emptied, List:> 1.0  to port, Trim: 0.8 ,
Stripping Temp.:N/A
10. No. C/O: sign
Aug.05 (E) 15. 0800-1900, 4P,4S, Palm stearin, (D)
12th
.1 Washing by machines. Hot sea water(2 hrs)-Detergent(2hrs)-
Fresh water flushing-steaming(2hrs)
.2 B-4(Neutral detergent), 50 litters for each cargo tank
.3 More than 10 times of water in cargo residues. Total water used

for each cargo tank:200M3
.4 No.
16. 1 Into the sea
(F) 17. 4P, 4S
.1 Yes, 150 M3/h
.2 No.
18. 0815- 1610
19. 13.5 knots

C/O: sign
Signature of officer in charge____________________Signature of

Master__________________
CASE-2, CATEGORY-B & C CARGOES

Loaded cargo Para-Xylene/1,000MT/2PS and Styrene monomer/2,000/6P,5C at Hokkaido on
13 Aug.05. Para-Xylene/1000MT/2PS and SM/1500MT/6P & 5C was unloaded At Keelung
on 15 Aug.05, and SM 500MT was remained at 4S cargo tank as balance cargo.
After sailed Keelung, vessel carried out tank cleaning at open sea on 17th Aug.05
CARGO RECORD BOOK

Date Code Item Record of operations/signature of officer in charge/name of and Signature of

(letter) (number) authorized surveyor
Aug.05 (A) 1. Hokkaido
13th
2. 2P & 2S, Para Xylene, (C)
6P & 4S, Styrene Monomer, (B) C/O: sign
Aug.05 (C) 7. Keelung, Taiwan
13th
8. 2P,2S, 6P & 4S
9. Yes
.1 Emptied, List:more than 1.2  to port or starboard, Trim: 1.0 ,
Stripping Temp.:19C for Para- Xylene(* it has to be more than 13C + 5C
18C because its melting point is 13C according to MARPOL Annex II,
Chapter 1, 1.3.7). Stripping temperature for Styrene Monomer is not
applicable because it is not solidifying or high viscosity cargo
.2 Styrene Monomer 500MT in 4S
10. No. C/O: sign
Aug.05 (E) 15. 0900-1800, 2P & 2S, Para-Xylene, (C)

17th 6P, Styrene Monomer, (B)
.1 Washing by machines. sea water(1hr)-- fresh water flushing-steaming (2hr
.2 No
.3 N/A(* because of category-B & C cargoes)
.4 No
16. 1 Into the sea
(F) 17. 2P, 2S & 6P
.1 Yes, 79M3/H for each tank(* Maximum discharge rate of category-B & C i
84M3/h in case of TM vessel)
.2 No
18. 0920- 1430
19. 13.5 knots

C/O: sign
Signature of officer in charge___________________ Signature of

Master__________________
CASE-3, CATEGORY-A CARGOES

Loaded cargo Butyl benzyl phthalate/600MT/3P at Singapore on 23 Aug.05 and unloaded the
cargo at Oita on 29 Aug.05.
CARGO RECORD BOOK


Aug.05 (A) 1. Singapore
23th
2. 3P, Butyl benzyl phthalate, (A)
C/O: sign
Aug.05 (C) 7. Oita
29th
8. 3P
9. Yes
.1 Emptied, List:more than 1.0  to port, Trim: 0.8 ,

Stripping Temp:N/A
10. Yes
C/O: sign
(D) 12 3P, Butyl benzyl phthalate, (A)

13 .1 4 machines
.2 2 cycles(* because of high viscosity substance), 55minutes(2cycles x

25min + 5min=55minutes)
.3 65C (* because of high viscosity substance)
14 .1 Oita
C/O: sign
Signature of officer in charge___________________Signature of

Master__________________
CASE-4, CATEGORY-B & C CARGOES

Loaded cargo Ethylbenzene/1,000MT/7PS at Kobe on 03 Feb.05 . After sailed Kobe, the
cargo had been transferred to 4PS from 7PS during voyage on 04 th Feb.05 and unloaded the
cargo at Ulsan on 06 Feb.05.
For loading Toluene/500MT/4P at same port,Ulsan, In-port tank cleaning for 4PS had been
carried out and the slops were transferred to 9P cargo tank on 07th Feb.05.
For adjusting trim during cargo loading at Ulsan, Sea water of 500MT had been ballasted into
4S cargo tanks on 07th Feb.05 and discharged the ballast & tank cleaning slop in 9P at sea on
10th Feb.05
CARGO RECORD BOOK


Feb.05 (A) 1. Kobe, Japan
03rd
2. 7P & 7S, Ethylbenzene, (B)
C/O: sign
th
04 (B) 3. Ethylbenzene, (B)
4. 1 7P & 7S
.2 4P & 4S

5. Yes C/O: sign
06th (C) 7. Ulsan, Korea
8. 4P & 4S
9. Yes
.1 Emptied, List:more than 1.0  to port or starboard, Trim: 0.8 ,

(* Stripping temperature for Ethylbenzene is not applicable because
it is not solidifying or high viscosity cargo)
10. No.
C/O: sign
Feb.05 (E) 15. 0600-1200, 4P & 4S, Ethylbenzene, ( B )
07th
.1 Washing by machines. sea water(2hrs)- fresh water flushing-
steaming (2hrs)
.2 No
.3 N/A(* because of category-B cargoes)
.4 No
16. 3 9P
07th (A) 1. Ulsan,Korea

2. 4P, Toluene, (C)
07th (G) 20. 4S
21. 1800hrs 07th Feb.05
10th (H) 22. 4S
23 .1 Yes
24. 0400hrs- 1000hrs (* Maximum discharge rate:500mt 84mt=5.9hrs)
25 10 knots(* more than 7 knots)
Feb.05 (F) 17. 9P
10th
.1 No
.2 Yes, 640mt, 80mt/h (* Max discharge rate in case of TM vessel:
84mt)
18 1500hrs- 2300hrs (* 640mt84mt= 7.6hrs)
19. 13.5 knots C/O: sign
Feb.05 (E) 15 0100hrs- 0600hrs, 9P, Ethylbenzene, (B)
11th
.1 Washing by machines. sea water(2hrs)- fresh water flushing-
steaming(1hr)
.2 No
.3 N/A
.4 No

16. 1 Into the sea
11th (F) 17. 9P
.1 Yes, 80mt/h
.2 No
18. 0110-0310hrs
19. 13.5kts
Signature of officer in charge____________________Signature of

Master__________________
18.2.8 TANK CLEANING BY VENTILATION METHOD
Annex II, Appendix C of MARPOL 73/78 as amended states that cargo residue of substances
with a vapor pressure greater than 5X103 Pa at 20°C may be removed from a cargo tank by
ventilation but before residues of noxious liquid substances are ventilated from a tank the
safety hazards relating to cargo flammability and toxicity should be considered. With regard
to safety aspects, the operational requirements for openings in cargo tanks in the International
Bulk Chemical Code, the Bulk Chemical Code, and the ventilation procedures in the ICS
Tanker Safety Guide (Chemicals) should be consulted.
However, As per P & A manual ventilation cleaning method will not apply to this ship.
18.3 ANNEX V
18.3.1DEFINITION OF GARBAGE
In MARPOL 73/78 as amended garbage is defined as “all kinds of victual, domestic and
operational waste excluding fresh fish and parts thereof, generated during the normal
operation of the ship and liable to be disposed of continuously or periodically except those
substances which are defined or listed in other Annexes to the present Convention”.
18.3.2CATEGORY OF GARBAGE
For the purposes of this Annex the special areas are the Mediterranean Sea area, the Baltic Sea
area, the Black Sea area, the Red Sea area, the “Gulfs area", the North Sea area, the Antarctic
area and the Wider Caribbean Region, including the Gulf of Mexico and the Caribbean Sea,
which are defined as follows:-
(a). The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and
seas therein with the boundary between the Mediterranean and the Black Sea constituted by
the 41° N parallel and bounded to the west by the Straits of Gibraltar at the meridian 5°36′ W.

(b). The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia and the Gulf of
Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the
Skagerrak at 57°44.8′ N.
(c). The Black Sea area means the Black Sea proper with the boundary between the
Mediterranean and the Black Sea constituted by the parallel 41° N.
(d). The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba
bounded at the south by the rhumb line between Ras si Ane (12°28.5′ N, 43°19.6′ E) and Husn
Murad (12°40.4′ N, 43°30.2′ E).
(e). The Gulfs area means the sea area located north-west of the rhumb line between Ras al
Hadd (22°30′ N, 59°48′ E) and Ras al Fasteh (25°04′ N, 61°25′ E).
(f). The North Sea area means the North Sea proper including seas therein with the boundary
between:-
(i). the North Sea southwards of latitude 62°N and eastwards of longitude 4° W;
(ii). the Skagerrak, the southern limit of which is determined east of the Skaw by
latitude 57°44.8′ N; and
(iii). the English Channel and its approaches eastwards of longitude 5° W and
northwards of latitude 48°30′ N.
(g). The Antarctic area means the sea area south of latitude 60° S.
(h). The Wider Caribbean Region, as defined in article 2, paragraph 1 of the Convention for
the Protection and Development of the Marine Environment of the Wider Caribbean Region
(Cartagena de Indias, 1983), means the Gulf of Mexico and Caribbean Sea proper including
the bays and seas therein and that portion of the Atlantic Ocean within the boundary
constituted by the 30° N parallel from Florida eastward to 77°30′ W meridian, thence a rhumb
line to the intersection of 20° N parallel and 59° W meridian, thence a rhumb line to the
intersection of 7°20′ N parallel and 50° W meridian, thence a rhumb line drawn south-
westerly to the eastern boundary of French Guiana.
18.3.3CATEGORY OF GARBAGE
The garbage is to be grouped into categories for the purposes of record keeping as follows:
1. Plastics
2. Floating dunnage, lining, or packing material
3. Ground-down paper products, rags, glass, metal, bottles, crockery, etc.

4. Paper products, rags, glass, metal, bottles, crockery, etc.
5. Food waste
6. Incinerator ash
18.3.4 CONDITION OF DISPOSAL INTO SEA
DISCHARGES OF GARBAGE
Type of garbage Areas where Areas where Discharge from
discharge is discharge is offshore platform
permitted permitted inside (special or outside
outside special special areas special)
areas
Plastics Nowhere Nowhere Prohibited
Food wastes (ground or As far as In Wider > 12 miles
comminuted to 25mm) practicable but Caribbean Region:
not less than 3 As far as
miles practicable but not
from the nearest less than 3 miles
land from the nearest
land.
Elsewhere: As far
as practicable and
not less than 12
miles from the
nearest land
Food wastes As far as As far as Prohibited
(unground/uncomminuted) practicable but practicable but not
not less than 12 less than 12
miles from the miles from the
nearest land nearest land,
except in Wider
Caribbean Region.
All other garbage As far as Nowhere Prohibited
(including paper products, practicable and
rags, glass, metal, bottles, not less than 12
crockery and similar miles from the
refuse) except dunnage, nearest land
lining and packaging
materials which float
Dunnage, lining and As far as Nowhere Prohibited
packaging materials which practicable and
float not less than 25
miles from the
nearest land

Mixed refuse type Prohibited Prohibited Prohibited
Distance from nearest Types of garbage which Types of garbage which may be
land may be discharged discharged inside special areas
outside special areas
Up to 3 miles No garbage of any kind No garbage of any kind
Between 3 and 12 miles Food wastes only (ground In Wider Caribbean Region:
(but as far from nearest or comminuted to 25mm) Ground or comminuted food
land as practicable) wastes only. In other areas: No
garbage of any kind.
Between 12 and 25 miles Food wastes and all other In Wider Caribbean Region:
(but as far from garbage including paper Ground or comminuted food
nearest land as products, rags, glass, wastes only.
practicable) metal, bottles, crockery In other areas: Food wastes only.
and similar refuse, other (Grinding or comminution not
than dunnage, lining and required.)
packaging materials
which float, and plastics
Outside 25 miles (but as Dunnage, lining and In Wider Caribbean Region:
far from nearest land as packaging materials which Ground or comminuted food
practicable) float, and all other garbage wastes only.
except plastics Elsewhere: Food wastes only.
(Grinding or comminution not
required.)
18.3.4 HOW TO RECORD GARBAGE RECORD BOOK
The officer in charge of a discharge operation, or incineration, must make and sign an entry in
the Garbage Record Book in respect of the discharge or completed incineration on the date it
took place. “Discharges” includes discharges at sea, to shore reception facilities, or to other
ships.
Entries to be made in the Garbage Record Book on the following occasions:
When garbage is discharged into the sea;
When garbage is discharged to reception facilities ashore or to other ships;
When garbage is incinerated (the amount of garbage before and after processing on
board should be estimated in cubic metres); and
When there is an accidental of other exceptional discharge of garbage.
The master should obtain from the operator of port reception facilities, or from the master of
the ship receiving the garbage, a receipt or certificate specifying the estimated amount of
garbage transferred. The receipts or certificates must be kept on board the ship with the
Garbage Record Book for 2 years.

Entries in the Garbage Record Book must include:
The date and time of the discharge or incineration;
Position of ship or installation at time of discharge or incineration;
Description of, and estimated amount of, garbage discharged or incinerated.
If a discharge, escape or accidental loss occurs, an entry must be made in the Garbage
Record Book of its circumstances and reasons.
The entries in the Garbage Record Book shall be at least in English, French or Spanish. Where
the entries are also made in an official language of the State whose flag the ship is entitled to
fly are also used, these entries shall prevail in case of a dispute or discrepancy;

19. IBC CODE
19.1 WHICH VESSEL APPLIES THIS CODE

IBC code applies to ships regardless of size, including those of less than 500 tons gross
tonnage, engaged in the carriage of bulk cargoes of dangerous or noxious liquid chemical
substances, other than petroleum or similar flammable products as follows:-
1. Products having significant fire hazards in excess of those of petroleum products and
similar flammable products;
2. Products having significant hazards in addition to or other than flammability.

Products that have been reviewed and determined not to present safety and pollution hazards
to such an extent as to warrant the application of the IBC code are found in Chapter-18 of this
code.
Liquids covered by the this code are those having a vapor pressure not exceeding 2.8 bar
absolute at a temperature of 37.8°C.
However, for the purpose of the 1974 SOLAS Convention, the code does not apply to ships
which are engaged in the carriage of products included in Chapter-17 solely on the basis of
their pollution characteristics and identified as such by an entry of “P” only in column d.
And
For the purposes of MARPOL 73/78, the code applies only to chemical tankers, as defined in
regulation 1(1) of Annex II thereof, which are engaged in the carriage of noxious liquid
substances falling into category A, B or C and identified as such by an entry of "A", "B" or
"C" in column c.
Unless expressly provided otherwise IBC code applies to ships the keels of which are laid or
which are at a stage at which:
1. Construction identifiable with the ship begins; and
2. Assembly has commenced comprising at least 50 tonnes or 1% of the estimated mass

of all structural material, whichever is less; on or after 1 July 1986.
1.1.5. A ship, irrespective of the date of construction, which is converted to a chemical tanker
on or after 1 July 1986, should be treated as a chemical tanker constructed on the date on
which such conversion commences and such a ship shall have to comply with the Code.
19.2 DEFINITION OF CHEMICAL TANKER

In MARPOL 73/78 a chemical tanker is seen as a tanker which carries noxious liquid
substances (with no particular emphasis on their danger aspects), whereas in SOLAS 74 the
emphasis is on the hazards with no particular interest in their pollution aspects.
Hence in MARPOL 73/78: A chemical tanker means a ship constructed or adapted primarily
to carry a cargo of noxious liquid substances in bulk and includes an oil tanker as defined in
Annex I of MARPOL 73/78 when carrying a cargo or part cargo of noxious liquid substances
in bulk. These chemicals are listed in the IMO Bulk Chemical Code (IBC or BCH code as
appropriate).
In the other hand in SOLAS 74 as amended a chemical tanker is defined as -
A tanker constructed or adapted and used for the carriage in bulk of any liquid product of a
flammable nature listed in the summary of minimum requirements of the "Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk" to be adopted

by the Maritime Safety Committee under the authority of the Assembly of the Organization
conferred by resolution A.490(XII), referred to as "Bulk Chemical Code", as may be amended
by the Organization.
19.3 SEPARATE
Cargo piping system or cargo vent system which is not connected to any other cargo piping or
cargo vent system is termed as separate from each other. This separation can be achieved in
two ways as mentioned below-
By ship’s design and/or
Operational method
19.3 CARGO HOSE TEST

Cargo hoses subject to tank pressure or the discharge pressure of pumps should be designed
for a bursting pressure not less than 5 times the maximum pressure the hose will be subjected
to during cargo transfer.
Hoses installed on board on or after 1st july 2002

Each new type of cargo hose, complete with end-fittings, should be prototype-tested as
follows-
At a normal ambient temperature with 200 pressure cycles from zero to at least twice
the specified maximum working pressure.
After this cycle pressure test has been carried out, the prototype test should demonstrate-
A bursting pressure of at least 5 times its specified maximum working pressure at the
extreme service temperature. Hoses used for prototype testing should not be used for
cargo service.
Thereafter, before being placed in service, each new length of cargo hose produced should be-
Hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its
specified maximum working pressure but not more than two-fifths of its bursting
pressure.
The hose should be stencilled or otherwise marked with the date of testing, its specified
maximum working pressure and, if used in services other than the ambient temperature
services, its maximum and minimum service temperature, as applicable. The specified
maximum working pressure should not be less than 10 bar gauge.
19.5 TANK VENTING SYSTEM
All cargo tanks should be provided with a venting system appropriate to the cargo being
carried and these systems should be independent of the air pipes and venting systems of all
other compartments of the ship. Tank venting systems should be designed so as to minimize
the possibility of cargo vapour accumulating about the decks, entering accommodation,
service and machinery spaces and control stations and in the case of flammable vapours
entering or collecting in spaces or areas containing sources of ignition. Tank venting systems

should be arranged to prevent entrance of water into the cargo tanks and, at the same time,
vent outlets should direct the vapour discharge upwards in the form of unimpeded jets.
Description of tank venting system
The venting systems should be connected to the top of each cargo tank and as far as
practicable the cargo vent lines should be self-draining back to the cargo tanks under
all normal operational conditions of list and trim. Where it is necessary to drain
venting systems above the level of any pressure/vacuum valve, capped or plugged
drain cocks should be provided.
Tank venting systems should be designed and operated so as to ensure that neither pressure
nor vacuum created in the cargo tanks during loading or unloading exceeds tank design
parameters.
Open tank venting system

An open tank venting system is a system which offers:
1. No restriction except for frictional losses to the free flow of cargo vapors to and from
the cargo tanks during normal operations.
2. May consist of individual vents from each tank, or
3. Individual vents may be combined into a common header or headers, with due regard
to cargo segregation.
In no case should shutoff valves be fitted either to the individual vents or to the header.
Controlled tank venting system

Controlled tank venting system is a system in which:
1. Pressure- and vacuum-relief valves or pressure/vacuum valves are fitted to each tank
to limit the pressure or vacuum in the tank.
2. May consist of individual vents from each tank or such individual vents on the
pressure side only as may be combined into a common header or headers with due
regard to cargo segregation.
3. Shut-off valves must not be fitted either above or below pressure- or vacuum-relief
valves or pressure/vacuum valves.
The position of vent outlets of a controlled tank venting system should be arranged:
1. At a height of not less than 6 m above the weather deck or above a raised walkway if
fitted within 4 m of the raised walkway;

2. At a distance of at least 10 m measured horizontally from the nearest air intake or
opening to accommodation, service and machinery spaces and ignition sources.
3. The vent outlet height may be reduced to 3 m above the deck or a raised walkway, as
applicable, provided that high velocity venting valves of an approved type directing
the vapor/air mixture upwards in an unimpeded jet with an exit velocity of at least 30
m/s are fitted.
4. Tanks to be used for cargoes having a flashpoint not exceeding 60°C (closed cup test)
should be provided with devices to prevent the passage of flame into the cargo tanks.
19.6 INERTING ,PADDING & DRYING
Inerting: Inerting refers to the process of providing a non-combustible environment by the

addition of compatible gases, which may be carried in storage vessels or produced on board
the ship or supplied from the shore. The inert gases should be compatible chemically and
operationally, at all temperatures likely to occur within the spaces to be inerted, with the
materials of construction of the spaces and the cargo.
The dew points of the gases should be taken into consideration.
Monitoring equipment should be available to check the ullage spaces for
oxygen levels.
The system on board should have the capability of maintaining at least 0.07 bar
on the tank.
Padding: Means filling the vapor space within the cargo tanks and associated piping system
with an inert gas, other gas or vapor, or liquid, in order to separate the cargo from air and
maintaining that condition.
Drying: Filling vapor space within the cargo tanks and associated piping system with
moisture-free gas or vapor that has a dewpoint of -40°C or less and maintain that condition in
the tank.
19.7 GAUGING DEVICE
To limit personnel exposure to chemicals or their vapors while cargo is being handled, or
during carriage at sea, the IBC Code specifies three methods of gauging the level of a liquid in
a tank - open, restricted or closed - according to the health hazard of the product.
OPEN DEVICE This type makes use of an opening in the tanks and may expose the gauger
to the cargo or its vapor. An example of this is the ullage opening. The tank may need venting
before gauzing. For example: - Use of ullage tape through the ullage port.
Open gauging and restricted gauging should be allowed only where:

1. open venting is allowed by the Code; or
2. means are provided for relieving tank pressure before the gauge is operated
RESTRICTED DEVICE This type penetrates the tank and when in use, permits a small
quantity of cargo vapor or liquid to be exposed to the atmosphere. When not in use, the device
is completely closed. The design should ensure that no dangerous escape of tank contents
(liquid or spray) can take place in opening the device. An example is using a sounding pipe
that reaches right into the liquid. Virtually all toxic cargoes require either restricted gauging or
closed gauging. Example: - UTI sampler (Tape gauging system).
Tape gauge systems These systems use a tape to check the level of cargo in a tank.
The measuring probe may be inserted into the tank through a small diameter pipe with
a ball valve at the end, and portable units can be attached or released from this valve
by a screwed adapter to minimize the amount of cargo released.
CLOSED DEVICE is which penetrates the tank, but which is part of a closed system and
keeps tank contents from being released. Examples are the float-type systems, electronic
probe, magnetic probe and protected sight-glass. Alternatively an indirect device which does
not penetrate the tank shell and which is independent of the tank may be used.
Radar gauzing system Work on the principle used by a radar set or an echo sounder.
Pulses are transmitted from the top of the tank and the time taken for them to be
reflected back is measured, and displayed as an ullage or depth
Pressure gauze system Make use of the difference between atmospheric pressure and
the pressure in the liquid near the tank bottom. Sometimes an additional sensor is
mounted near mid-depth in a tank to improve accuracy and reliability.
Float gauges Are closed gauges, and consist of a float which rises vertically on the
liquid. It is attached by a tape to an indicating device for local reading, with provision
for a drive mechanism for remote read-out.
19.8 INSPECTION OF SAFETY EQUIPMENT

Ships carrying toxic cargoes (IBC reg. 15.12) should have on board sufficient but not less
than three complete sets of safety equipment, each permitting personnel to enter a gas-filled
compartment and perform work there for at least 20 min. Such equipment should be in
addition to that required by regulation II-2/17 of the 1983 SOLAS amendments. One complete
set of safety equipment should consist of:
1. one self-contained air-breathing apparatus (not using stored oxygen);
2. protective clothing, boots, gloves and tight-fitting goggles;

3. fireproof lifeline with belt resistant to the cargoes carried; and
4. explosion-proof lamp.
For the above safety equipments all ships should carry either:
1. one set of fully charged spare air bottles for each breathing apparatus;
2. a special air compressor suitable for the supply of high-pressure air of the required
purity;
3. a charging manifold capable of dealing with sufficient spare air bottles for the
breathing apparatus; or
4. fully charged spare air bottles with a total free air capacity of at least 6,000 l for each
breathing apparatus on board in excess of the requirements of regulation II-2/17 of the
1983 SOLAS amendments.
The breathing apparatus should be inspected:-
at least once a month by a responsible officer, and the inspection recorded in the ship’s
log-book.
The equipment should be inspected and tested by an expert at least once a year.
19.9 CARGOES PROTECTED BY ADDITIVES AND THE CONTENTS

Certain cargoes due to the nature of their chemical characteristics and with the presence of
heat / exposure to air / contact with a catalyst, under go polymerization, decomposition,
oxidation or other chemical changes. This tendency can be prevented by introducing small
amount of chemical additives into the liquid cargo or controlling the tank environment.
Ship’s carrying these cargoes should be so designed as to eliminate from the cargo tanks and
cargo handling system any material of construction or contaminations which could act as a
catalyst or destroy the inhibitor
Ships carrying such cargoes should be provided with a certificate of protection from the
manufacturer, specifying:
1. The name and amount of additive present;
2. Whether the additive is oxygen-dependent;
3. Date additive was put in the product and duration of effectiveness;
4. Any temperature limitations qualifying the additives’ effective lifetime; and

5. The action to be taken should the length of voyage exceed the effective lifetime of the
additives.
A product containing an oxygen-dependent additive should be carried without inertion (in

tanks of a size not greater than 3,000 m3).
19.10 OVER FLOW CONTROL AND LOADING RATE
The provisions of overflow control are applicable where specific reference is made in column
o in the table of IBC code chapter 17. Over flow control system is required in addition to the
requirement for gauging device
The system should-

In event of a power failure on any system essential for safe loading, an alarm should
be given to the operator concerned.
Level alarms should be capable of being tested prior to loading.
The high level alarm should be independent of the over-flow control system and
gauzing system.
Cargo tanks should be fitted with a visual and audible high-level complying with IBC code
Reg. 15.19.1, 15.19.2, 15.19.3, 15.19.4 and 15.19.5 and
Should indicate when the liquid level in the cargo tank approaches the normal full condition.
Tank overflow control system should-

Come into operation when the normal tank loading procedures fail to stop the tank
liquid level exceeding the normal full condition.
Give a visual and audible tank-overflow alarm to the ship’s operator.
Provide an agreed signal for sequential shutdown of onshore pumps or valves or both
and of ship’s valve.
This system only permitted when approved by the administration and port state
authority concerned.
LOADING RATE
The loading rate (LR) of the any cargo tank should not exceed
LR=3600U / t [m3/h]
Whereas, U = Ullage volume (m3) at operating signal level.

t = time (s) needed from the initiating signal to fully stopping the cargo flow into the tank,
being the sum of times needed for each step in sequential operations such as operator’s
responses to signals, stopping pumps and closing valves; and should also take into account the
pipeline system design pressure.
19.11 MAXIMUM ALLOWABLE QUANTITY OF CARGO PER TANK

MARPOL 73/78 & IBC code published by IMO sets out definite criterion for maximum
allowable quantity to be loaded in each tank. Accordingly as per Regulation 15.14 of IBC
code No cargo tanks should be more than 98% liquid-full at the reference temperature (R).
This requirement is established with a formula as mentioned below.
The maximum volume (VL) of cargo to be loaded in a tank should be:
VL = 0.98V ρR / ρL
Where
V = volume of the tank
ρR = relative density of cargo at the reference temperature (R)
ρL = relative density of cargo at the loading temperature
R = reference temperature is the temperature at which the vapour pressure of the cargo
corresponds to the set pressure of the pressure relief valve.
The maximum allowable tank filling limits for each cargo tank should be indicated for each
loading temperature which may be applied, and for the applicable maximum reference
temperature, on a list approved by the Administration. A copy of the list should be
permanently kept on board by the master.
However MARPOL 73/78 limits the maximum loadable quantity of cargo in the basis of
cargo type but temperature variation during the passage should be taken into account. For
example as per MARPOL 73/78-
Type 1: Maximum allowable quantity should not exceed 1250 m3 in any one tank.
Type 2: Maximum allowable quantity should not exceed 3000 m3 in any one tank.
19.12 CARGO INFORMATION
Any cargo offered for bulk shipment should be indicated in the shipping documents by the
correct technical name.
1. The cargo information giving necessary data for its safe carriage should be on board
and available to concerned. The information required for the safe carriage of liquid
chemicals can be found on Paragraph 16.2.2 of IBC Code which requires that
following information to be provided to the carrier.
2. A full description of the physical and chemical properties of the cargo.
3. Information necessary for the containment of the cargo, including reactivity.
4. Action to be taken in case of spills or leaks.
5. Countermeasures against accidental personal contact.
6. Fire fighting procedure.
7. Fire fighting media.

8. Procedure for cargo transfer, tank cleaning, gas freeing and ballasting.
9. Cargo information including a stowage plan to be kept in an accessible place.
10. Cargoes required to be stabilized or inhibited should be refused, if the certificate
required by the code is not supplied.
11. If sufficient information necessary for the safe transportation of the cargo is not
available, the cargo should be refused.
12. Cargoes which evolve highly toxic imperceptible vapours should not be transported
unless perceptible additives are introduced into the cargo.
13. Where column o in the table of chapter 17 refers to this paragraph, the cargo’s
viscosity at 20°C should be specified on a shipping document, and if the cargo’s
viscosity exceeds 25 mPa.s at 20°C, the temperature at which the cargo has a
viscosity of 25 mPa.s should be specified in the shipping document.
14. Where column o in the table of chapter 17 refers to this paragraph, the cargo’s
viscosity at 20°C should be specified on a shipping document, and if the cargo’s
viscosity exceeds 60 mPa.s at 20°C, the temperature at which the cargo has a
viscosity of 60 mPa.s should be specified in the shipping document.
15. Where column o in the table of chapter 17 refers to this paragraph and the possibility
exists that it will be unloaded within a Special Area, the cargo’s viscosity at 20°C
should be specified on a shipping document, and if the cargo’s viscosity exceeds 25
mPa.s at 20°C, the temperature at which the cargo has a viscosity of 25 mPa.s should
be specified in the shipping document.
16. Cargo which evolves highly toxic imperceptible vapors should not be transported
without introducing some perceptible additives in the cargo.
19.13 OPENING OF & CARGO TANK ENTRY
During handling and carriage of cargoes producing flammable or toxic vapors, or both, or
when ballasting after the discharge of such cargo, or when loading or unloading cargo, cargo-
tank lids should always be kept closed. With any hazardous cargo, cargo-tank lids, ullage and
sighting ports and tank washing access covers should be open only when necessary.
Personnel should not enter cargo tanks, void spaces around such tanks, cargo-handling spaces
or other enclosed spaces unless:
1. the compartment is free of toxic vapours and not deficient in oxygen; or
2. Personnel wear breathing apparatus and other necessary protective equipment, and the
entire operation is under the close supervision of a responsible officer.
3. Personnel should not enter such spaces when the only hazard is of a purely flammable
nature, except under the close supervision of a responsible officer.

19.14 CARO SAMPLE STOWAGE
Samples which have to be kept on board should be stowed in a designated space situated in
the cargo area or, exceptionally, elsewhere, subject to the approval of the Administration.
The stowage space should be:
1. Cell-divided in order to avoid shifting of the bottles at sea;
2. Made of material fully resistant to the different liquids intended to be stowed; and
3. Equipped with adequate ventilation arrangements.
4. Samples which react with each other dangerously should not be stowed close to each
other.
5. Samples should not be retained on board longer than necessary.
19.15 IBC CODE CHAPTER 17 VS CHAPTER 18
IBC Code, Chapter 17
IBC Code applies to the chemical listed in this chapter. Summary of minimum requirements
for carriage in bulk are given in the table with reference to appropriate chapter, paragraph and
sub-paragraph. The cargoes listed in this chapter carried as “Noxious Liquid, Not Otherwise
Specified”
IBC Code, Chapter 18

The chemicals which have been reviewed for their safety and pollution hazards and
determined not to present hazards to such an extent as to warrant application of the code are
subject to this chapter. This may be used as a guide in considering bulk carriage of chemicals
whose hazards have not yet been evaluated.
Although the chemicals listed in this chapter fall outside the scope of the Code, the attention
of Administrations is drawn to the fact that some safety precautions may be needed for their
safe transportation. Accordingly, Administrations should prescribe appropriate safety
requirements.
Liquid mixtures which are provisionally assessed under regulation 3(4) of Annex II of
MARPOL 73/78 as falling into pollution category D, and which do not present safety hazards,
may be carried under the entry for “noxious liquid, not otherwise specified” in this chapter.
Similarly, those mixtures provisionally assessed as falling outside pollution category A, B, C

or D, and which do not present safety hazards, may be carried under the entry for “non-
noxious liquid not otherwise specified” in this Chapter.
20. CERTIFICATE OF FITNESS
20.1 CONTANTS OF CERTIFICATE OF FITNESS
Certificate of fitness (International certificate of fitness for the carriage of dangerous

chemicals in bulk), have three parts
1. The main certificate
2. Attachment 1
3. Attachment 2
Contents of main certificate

1. Particular of the ship (Name, call sign, Port of registry, GRT, ship’s type).
2. IMO No.
3. Date of keel laid.
4. Any exemption from the compliance of the IBC code.
5. Place of issue.
6. Date of issue.
7. Date of expiry.
Contents of Attachment 1
Here the products name and the conditions of their carriage are given on a tank to tank basis
provided that all relevant operational provisions of the code are observed. The detailed
conditions of carriage however, should be based the approved information booklet for the safe
carriage of the cargoes on board i.e. Chemical operation manual, Damage stability calculation
and Loading manual.
Contents of Attachment 2
A drawing of tank plan is given in this chapter.

20.2 NOS
NOS: - Not Otherwise Specified. It is of two categories.
a) Non-noxious liquid, Not Otherwise Specified.

b) Noxious Liquid, Not Otherwise Specified.
Liquid mixtures which are provisionally assessed under regulation 3(4) of Annex II of
MARPOL 73/78 as falling into pollution category D, and which do not present safety hazards,
may be carried under the entry for “noxious liquid, not otherwise specified” in chapter 18 of
IBC Code. Similarly, those mixtures provisionally assessed as falling outside pollution
category A, B, C or D, and which do not present safety hazards, may be carried under the
entry for “non-noxious liquid not otherwise specified” in chapter 18 of IBC Code.
20.3 CARGOES LISTED IN CERTIFICATE OF FITNESS

1. Products listed in Chapter 17 of IBC Code, or
2. Cargoes which have been evaluated by the Administration in accordance with 1.1.3 of
the IBC Code should be listed in the certificate of fitness.
3. In respect of paragraph-2, “new" products, any special requirements provisionally
prescribed should be noted.
4. For incinerator ships "liquid chemical waste" is to be entered in lieu of the individual
product names.
5. The list of products the ship is suitable to carry should include the noxious liquid
substances of category D which are not covered by the Code and should be identified
as "Chapter 18 category D".
The limitations on the carriage of category B or category C substances under Regulation

16A.2 of the IBC Code are also indicated in the fitness certificate.

21. COMPATIBILITY
The accidental mixing of one chemical cargo with another can in some cases result in a
vigorous and hazardous chemical reaction. The generation of toxic gases, the heating,
overflow, and rupture of cargo tanks, and fire and explosion are possible consequences of
such reactions.
A cargo may react in a number of ways, such as:
with itself
with air
with water
with another cargo
with other materials
The purpose of the Compatibility Chart is to show chemical combinations believed to be

dangerously reactive in the case of accidental mixing. It should be recognized, however, that
the Chart provides a broad grouping of chemicals with an extensive variety of possible binary
combinations. Although one group, generally speaking, can be considered dangerously
reactive with another group where an “X” appears on the Chart, there may exist between the
groups some combinations which would not dangerously react.
21.1 COMPATIBILITY CHART

The compatibility chart is separated into two sections,
Group 1 to group 22 are reactive groups
Group 30 to 43 are cargo groups.
Unassigned and available for future expansion are groups 23 through 29 and those past 43.
Reactive groups contain products which are chemically the most reactive, dangerous
combinations may result members of different reactive groups and between members of
reactive and cargo groups.
Cargo groups are much less reactive and dangerous combinations can be formed only with
members of certain reactive groups. Cargo groups do not react hazardously with one another.
How to use
The following procedure explains how the Guide should be used in determining compatibility
information:-
(1) Determine the group numbers of the two chemicals by referring to the alphabetical listing
of products and their corresponding groups. For example, to find the group number for
Isobutyl alcohol, look under the parent name Butyl alcohol. Similarly, the group number for
para-Xylene is found under the entry Xylene.
Example
Combination Groups Compatible?
Butyraldehyde/Acetic acid 19/4 yes

Decene/ Ethylbenzene 30/32 yes
Ethanolamine/Acetone 8/18 yes
Ammonia/Dimethylformamide 6/10 no
(2) If both group numbers do not fall between 30 and 43 inclusive, locate on the chart one of
the numbers on the left (cargo groups) and the other across the top (Reactive groups). If one
of the group numbers is between 30 and 43 it must be located on the left side. Proceed across
the page until the appropriate reactive group column is intersected.
The box formed by the intersection will indicate one of the following: -
Blank - the two products are considered compatible.
“X” - the two products are not considered compatible.
A letter other than an “X” – differences in reactivity are present among the group members. A
list is provided in USA 46 CFR 150a to find the product in question is included in the
deviations. Unless the combination is specifically covered in the list, it may be considered
compatible.

Exceptions
The hazard ratings in the chart are based largely upon direct experimental data using in most
cases one of the most reactive members of the group. Combinations of other group members
may display test considerably less reactivity. For this reason an experimental procedure has
been developed which allows a shipper to two particular products he believes non-hazardous
although an “X” appears in the chart for their corresponding groups. An exception will be
issued if the combination is not found to be dangerously reactive.
21.2 COATING COMPATIBILITY

Most of the ships and their tanks are made of mild steel, which has a good resistance to many
cargoes. However, some cargoes attack mild steel. To prevent corrosion, such cargoes may be
carried into stainless steel or of mild steel cargo tanks with an inert coating. Various coating
can be used. Most widely used are epoxy-based (organic) paints and zinc silicate (inorganic)
paints.
If the cargo is not compatible with the tank coating, the result could be
Severe coating damage.
Cargo damage.
Accelerated structural degradation.
Therefore, extreme precaution must be taken before preparing stowage plan confirming the
coating compatibility. Coating manufacturers’ specify the range of pH value to which a
particular coating is resistant. The following table can be used as a simple guide while loading
cargo.
Tank Coating Property Detergent

Epoxy Normally vegetable & animal oils, and non- Alkalis, weak acid, neutral
aggressive cargoes are suitable. High fatty acid &
aggressive cargoes are unsuitable
Zinc Chemical cargoes are suitable. Acids or Alkalis are neutral
not suitable. Their suitability is limited to products
in the pH-range between 5.5 to 9.0
Stainless steel Vegetable oils, Chemical but some cargo such as No restriction but alkalis
acetic acid depend on kind of stainless steel detergent can be resulted to
white residue on bulkheads
21.3 HEAT COMPATIBILITY
Some bulk liquid chemicals require a temperature above ambient temperature, such as
bitumen. Provision must be made to combat any thermally induced stress.
Cargo requiring heat must not be stowed next to

 Cargo having a low boiling point (10°C margins) it is also advisable that a cargo
requiring heating is not stowed adjacent to cargo tank that contains a cargo of low
boiling point because the excessive evaporation of the cargo will result in cargo loss
and possible vapor hazard in cargo area.
 Heating cargoes should never be loaded adjacent to cargoes with self-reactivity such
as polymerization, decomposition, thermal instability, etc. excessive heating of self-
reactive cargoes will shorten the life of the stabilizing inhibitor resulting in progress of
self-reaction and finally deterioration in quality.
 It is highly recommended that heated cargoes should not be loaded adjacent to tanks
containing poisonous cargo to avoid the possible release of poisonous cargo vapor on
deck.
21.4 WATER COMPATIBILITY
Dangerous reaction between chemical and water or moisture-

Spoils/degrades the quality of some cargoes;
The tank coatings;
Any leakage of water into the cargoes may cause hydrolysis of cargoes resulting in
increased corrosivity, solidification etc.
Prior loading cargoes which are reactive to water proper attention must be given to the
following points-
Cargo tanks completely cleaned and dried to eliminate any residual water.
Tanks adjacent to the permanent ballast or water tanks are empty and dry.
Cargo tank must be segregated from the tanks loaded with fresh water for tank
cleaning
Must be segregated from the tanks for clean sea water as gale ballast
Pipelines from slop tanks or ballast lines should not pass through tanks containing the
cargo unless encased in a tunnel.
Separate from slops or other cargoes containing water
Steam must not be used for heating coil.
Inert gas system must have a low due point (4° C)
Tank cleaning should be carried out under inert condition.
Example of cargoes that incompatible with water

Carbon tetrachloride, Dichloroethyl ether, Ethyl acrylate, Acetonitrile, Phenol, Sulphuric acid,
Vinyl acetate etc.
21.5 CARGO COMPATIBILITY
To establish whether or not two cargoes will react dangerously together, the data sheets for
both cargoes should be consulted. Simultaneous carriage of cargoes which react when mixed
should be permitted only if the complete cargo systems including, but not limited to, cargo
pipework, tanks, vent systems and refrigeration systems are separated.

Positive segregation includes-
Cofferdam, empty tanks, pump room or void space
Interviewing compartment having mutually compatible cargo.
Independent line for each compartment.
Independent vent system.
Isolation across a cruciform joint is equivalent to isolation by two barriers.
To prevent incompatible cargoes having dangerous reactivity each other from being stowed in
adjacent cargo tanks, stowage should be planned after referring to and confirming the mutual
reactivity amongst intended cargoes in compatibility chart and other reference publications
available on board like CFR150 part a.
If the reactivity data of the loading cargo do not provide the necessary information, master
should consult company or shipper for clarification or may refuse to load such cargoes.
22. SPECIAL CARGOES
BENZENE
Freezing point: 5°C
PRECAUTIONS
Operational
As far as possible keep away from adjacent heated cargoes;
Product freezes at approximately 5°C therefore charterer must be consulted reference
heating of products, depending on climatic conditions.
Use “Closed Loading” method of ullaging.
Clear lines with Nitrogen.

Personnel Protection
Total protection suit and breathing apparatus or air lines required.
Restrict personnel on deck ,
Secure accommodation
Recirculate air during all load/discharge cleaning and gas freeing operation.
Before Loading
Clean cargo tanks scrupulously and ensure it is free from rust, dust, water or stains of
previous cargo.
Check heating coils for leakage. Drain and blank off.
Use common line for cargo operation (if possible).
Cargo lines and valves should be leak checked with soap solution.
Arrange a pre-loading safety meeting;
Crew must be briefed on the hazards of the cargo.
Emergency eye wash and shower must be confirmed to be operational.
During loading
All persons related to cargo handling operation must wear safety equipment.
Air conditioning system must be in re-circulation mood.
All openings of the accommodation & engine room must be closed.
Fresh water should be kept ready near manifold.
Closed gauging and sampling should be done.
After loading
Cargo line should be well blown and drained.
Put silicon in the probable sea water ingress points like OTH cover, tank cleaning
machine, peep holes;
Put canvas cover in OTH covers and P/V vents.
During voyage
Monitoring the cargo temperature and take necessary action.
Monitor the adjacent ballast tanks.
machine, peepholes,
To put canvas cover in OTH covers and P/V vents.
During discharging
Use Personal protective equipments, Air conditioning in re-circulation,
accommodation sealed, fresh water should be kept ready near manifold.
Vapor pressure in cargo tanks should be monitored and keep record periodically(once
per hour)
After discharging

Safety equipments must be worn.
Tank cleaning
After tank cleaning, tank atmosphere should be checked for toxic gases before entering
into the tank for mopping or tank inspection.
Use protective clothing and breathing apparatus
As a precautionary measure always-

Keep relevant toxic gas tube on board.
Keep antidote on board
Ensure data sheet is on board.
PHENOL
Freezing point: 41°C/106°F
PRECAUTIONS
Operational
Phenol is an extremely dangerous combustible poison. Exposure to either the liquid or
vapor will lead to serious burns, gangrene and dermatitis.
The vapor may condense and solidify causing blockage of flame screen and pressure
vacuum valves therefore check these things at regular intervals.
Product is hygroscopic, therefore vent line desiccator required.
Closed ullage system should be used.
Personnel protection
Total protection suit, restrict personnel on deck.
Secure accommodation and recirculate air during loading, discharging and tank
cleaning.
Gloves should be of Butyl Rubbers.
Before loading
Clean cargo tanks scrupulously and ensure it is free from rust, dust, water or stains of
previous cargo.
Check heating coils for leakage. Drain and blank off.
Use common line for cargo operation (if possible).
Arrange a pre-loading safety meeting;
Crew must be briefed on the hazards of the cargo.

Emergency eye wash and shower must be confirmed to be operational.
During loading
All persons related to cargo handling operation must wear safety equipment.
Closed gauging and sampling should be done.
Make a plan so that the cargo can be loaded into several cargo tanks simultaneously
and completed loading at the almost same time in order to avoid cargo solidifying in
line;
After loading
During voyage
Monitor cargo temperature regularly. Keep 55C to 58C in temperature during
voyage
During cargo heating, Steam drain and cascade tank in engine room have to be
checked periodically.
Before arrival unloading port, to make sure pump-running test under closed condition
of delivery valve, and cleanness of the line from delivery valve to both manifolds by
air
machine, peep holes,
During discharging
Don't fill up full-ballast into concerned ballast tank until completion of unloading.
As soon as possible after unloading and getting the certificate of tank dry from cargo
surveyor, steam has to be blown into cargo tank through both ends of the manifold
for avoiding Phenol remaining in the line.
After discharging
Line should be well blown.
While disconnecting hose, dip tray drain valve must be shut.
The line residue, which falls in the dip tray during hose disconnection, should be
collected in an empty drum.
Tank cleaning should be carried out immediately.
If there is any delay to depart from port, tanks and associate lines should be flashed
with fresh water as soon as possible.
This water should not be transferred to other tanks.

Tank cleaning
Use hot sea water of more than 70C for tank cleaning
After tank cleaning, tank atmosphere should be checked for toxic gases before going
for mopping or tank inspection.
Tanks should be checked for corrosion and discoloration.
As a precautionary measure-
Relevant toxic gas tube must be on board.
Antidote must be on board
Data sheet must be on board.
PARA-XYLENE
Freezing point: 13°C/56°F
PRECAUTIONS
The cargo is colorless liquid, which have benzene like aromatic odor. The below precaution
must be taken when this cargo is carried.
Operational problems/ Hazards

Product may require some heat during carriage and discharge if climate cold.
Liquid and vapor may irritate the eyes and skin so, use protective clothing,
Handling - Clean , tank , pump, and lines is all that’s needed.
Health hazards
Poisonous fatal if inhaled or absorbed through skin
Vapors may cause dizziness or suffocation.
Contact with liquid may cause frostbite
Fire may produce irritating or poisonous gases.
Before loading
Tanks must be cleaned thoroughly and free from rust, dust.
Heating coils should be leak checked, drained and blanked off.
Pre-loading meeting should be conducted.
Crew must be given education/training & explained the hazards of the cargo.
Emergency eyewash and shower must be confirmed to be operational.

During loading
All persons related to cargo handling operation must be worn safety equipment.
After loading
Flame screen on top of the P/V vent must be carefully checked whether it is frozen by
cargo mist.
After loading or unloading pipeline must be fully drained and blown.
During voyage
Monitoring the cargo temperature and take necessary action.
To put silicon in the probable sea water ingress points like OTH cover, tank cleaning
machine, pipping holes,
It may require heating during carriage and unloading in winter climate.
During discharging
Safety equipments must be worn.
After discharging
Line should be well blown.
While disconnecting hose, dip tray drain valve must be shut.
The line residue, which falls in the dip tray during hose disconnection, should be
collected in an empty drum.
Tank cleaning
After tank cleaning, tank atmosphere should be checked for toxic gases before going
for mopping or tank inspection.
Tank cleaning temperature, at least 10°C above the melting point of the cargo.
Emergency action
Keep unnecessary people away;
isolate hazard area and deny entry
Stay upwind, keep out of low areas, and
Ventilate closed spaces before entering
Positive pressure self-contained breathing apparatus (SCBA) and
Structural firefighters’ protective clothing will provide limited protection.

ACETIC ACID
Freezing Point: 17°C/62°F
PRECAUTIONS
Special /fire Procedures
Use personal protective equipment when contact with liquid is likely.
Skin or clothing contact can cause serious burns. Wear self-contained breathing
apparatus.
Cool exposed tank with water.
Operational Problems /Hazards

Keep away from adjacent heat where temperature above 35C.
Corrosive properties intensify with progressive dilution therefore keep tanks and line
free of water vapor.
Cover spillage with large quantities of water. Vapors very irritant and corrosive.
Liquid causes severe burns and in highly corrosive.
Line should be cleared with Nitrogen.
Personnel Protection
Total protective suit and breathing apparatus required.
Secure accommodation and Recirculation air,
Minimum personnel on deck during operations
Use “Closed” ullaging systems.
Before Loading cargo

Cargo tanks have to be clean without any dust, rust and water(especially water is very
dangerous)
Before loading cargo, heating coil to be tested and blinded after drained out water in
heating coil
If possible, use common line.
Cargo lines including valves and common line to be tested by air with soap water.
If there is any pitting hole or hair crack in cargo tank. it has to be repaired by welding
before loading
Crew should be educated & explained for precaution about Acetic Acid
During cargo loading

Crew who is employing in cargo operation should be wear safety equipment such as
rubber gloves, rubber shoes, shield mask, & chemical suits.
Crew & officer in duty have to check cargo lines during loading cargo if there is any
leakage
When disconnect cargo hose, the pressure in line which might be remained should be
released
In case of emergency, Fresh water should be prepared near manifold
If destination of vessel is cold area, as soon as cargo loading is completed, the cargo
line have to be emptied in order to avoid cargo line frozen

During Voyage
Concerned Ballast tanks should be checked periodically if there is any leakage and cargo level
in cargo control room to be checked periodically
During cargo unloading

The same precautions as during cargo loading are required
When blowing lines by air after completion unloading, to take care not to flow cargo
into air tank or air hose
Tank Cleaning
As soon as cargo unloading finished and after sailed the port, tank cleaning should be carried
out immediately. Don't make slop into other cargo tank or don't keep water in cargo tank in
order to avoid forming discoloration on ullage space. The hoses for disposal of Tank cleaning
water should be extended to water level. After completion tank cleaning, the cargo tanks have
to be inspected if there is any corrosion damage or discoloration.
23. POLYMER CARGOES
23.1 POLYMERIZATION

The tendency of a chemical to react with itself or with other outside influence such as Oxygen
or heat resulting in decomposition thereby linking together the molecules of a compound
containing anything from two to thousands of molecules is called polymerization. The large
molecule is called the polymer.
For example unsaturated ethylene (CH2=CH2) when reacts it itself becomes polythene
polymerization reaction
[CH2=CH2] n [CH2 –CH2- CH2-CH2-CH2-CH2] n
(Monomer) (Polymer)
(Here n=1, 2, 3………….]
23.2 DANGERS & PRECAUTIONS OF POLYMERIZATION
Dangers Of Polymerization
A great deal of heat may be evolved when polymerization occurs causing
explosion.
Cargo may become plastic thereby making tank cleaning very difficult.
Small amount of other chemicals or contact with certain metals may promote
reaction.
Ignition by heat or flame or contamination may cause violent rupture of tank.
Precaution
As heat, light etc promote polymerization; care must be taken to keep cargo away from them.
Such as-
Put blank in all steam lines pass through the cargo tanks.
No heating cargo to be loaded adjacent to the polymer cargo tanks.
Cargo temperature should be measured regularly during voyage and if it shows
increasing of temperature due to hot air or sunshine, apply sprinkler with G.S.
pump and vent pipe has to be lagged with wet cotton rags.
Polymerization can be retarded by adding inhibitor and vessel should have inhibitor
certificate on board.
Tank cleaning of polymer cargo has to be done as soon as completion of unloading the cargo.
cold sea water flushing for cargo line from both manifolds and vent lines from top should be
carried out. For tank, cold sea water B/W of 3 metres step from upper deck should be done
with 5 kg/cm2 of pressure for 0.5 to 1 hour. This is very important when vessel staying in
tropical zone or summer season area. if not available to do T/C immediately, prewash is
required. Slop water should not be shifted to any other tank but left in the tank itself.

23.3 INHIBITOR CERTIFICATE
As per IBC Code Reg. 15.13.3, ships’ caring polymerized cargo, must be provided with an
inhibitor certificate from the manufacture.
The contents of this certificate shall be-
1. the name and amount of additive present;
2. whether the additive is oxygen-dependent;
3. date additive was put in the product and duration of effectiveness;
4. any temperature limitations qualifying the additives’ effective lifetime; and
5. the action to be taken should the length of voyage exceed the effective lifetime of
the additives.
This certificate is signed by both ship and shore personnel.
23.4 PRECAUTION BEFORE & AFTER TANK CLEANING
Before tank cleaning
Flush cargo line with cold SW or FW from both side of the manifold
Flush vent line from top.
Blank off the heating coil.
Purge cofferdam.
Brief the crew on the problem of using hot water for cleaning SM/MMA tank.
Inform engine room beforehand.
Air conditioning system must be in a recirculation method.
During tank cleaning
Inform engine room to stop fresh water generator during TC operation.

Crew must wear protective safety equipments during the tank cleaning operation.

24. ACID AND ALKALI CARGOES
ACID is any chemical compound containing hydrogen capable of being replaced by positive
elements or radicals to form salts.
Acids are divided into two broad groups. Such as –
1. Organic acid (Acetic acid, Citric acid)
2. Inorganic acid (Sulphuric acid, Nitric acid)
ALKALI
Basic or alkaline substances are those which contain the oxidrile group OH-. When dissolved
in water, basic substances get dissociated and generate OH- ions. Basic solutions contain such
OH- ions in higher concentration than pure water. For example sodium hydroxide (caustic
soda, NaOH) is a basic substance; dissolved in water it gets dissociated into Na+ and OH ions.
These types of compound react with an acid to from salt and water.
SULFURIC ACID
It is an extremely corrosive & aggressive chemical. The dangers of sulfuric acid are listed below-
General
Highly corrosive to most metals
Sulfuric acid 30%-70% concentration will react with many metals, giving off
hydrogen gas which is highly flammable.
The cargo makes coating soften and may damage.
Health Hazard
Liquid causes sever burns with irreversible tissue damage.
Its may be fatal if swallowed.
Its vapor is moderate irritating and unpleasant at high concentration.
It causes 2nd and 3rd degree burn.
Contact with the eye may cause severe irritation/injury.
PRECAUTIONS
Health & safety

Wear rubber gloves, self contained breathing apparatus, protective clothing, have
body shield available, avoid contact with liquid.
Protective safety equipment, such as chemical suits, gloves, shoes, goggles, face
shields.

Emergency shower and eyewash, fire line and fresh water line must be pressurized.
Ship crew/shore personnel in the dangerous area should be kept to a minimum.
Always stay upwind.
Fire & spill

Secure source of ignition because of H2 gas generation from sulfuric acid.
Do not touch or walk through the spilled chemical.
LOADING
Before loading
Cargo tanks, cargo piping and vent piping to be loaded the product should be dry.
Heating coils must be blown, dried and blanked off on deck.
Adjacent ballast, fresh water and cofferdam should if possible be emptied and dried.
Cofferdam should be purged and dried.
Crew should be briefed on the loading plan & precautions.
Ventilate the tank/s to bring the tank temperature equivalent to the ambient
temperature. It will prevent sweating.
Leak check the loading line.(at least 5kg/cm2 pressure)
Air conditioning system is in re-circulation mood.
Specific gravity of sulfuric acid is 1.84 @ 15°C. It is a high-density cargo. Stowage
plan should be prepare with utmost care.
Sulfuric acid can only be loaded in the stainless steel tanks only.
Sloshing effect must be kept in mind while making stowage plan.
Pressure gauge should be both end of the manifold.
If it is required to use flexible/jumping hose, it must be sulfuric acid resistance type,
free from damage/kink/water.
Flexible/jumping hose should be cleaned/drained/dry.
Adjacent ballast, fresh water and cofferdam should be emptied and dried as far as
possible.
During loading
Preferably closed loading should be carried out.
Commence loading at a slow rate.
Check pump, cargo line and manifold side for presence of any leakage.
If possible, ship’s common line should be used instead of jumping hoses.
After shore hose connection and pressure test, the flange connection should be covered
by metal shield or canvas.
Purge cofferdam regularly, every 2 hrs.
H2 check every 4 hrs in the adjacent ballast tanks and cofferdam.
If any leak or spill on deck, as soon as possible, dilute it with abundant water.
Source of water must be standing by near manifold, OTH cover, sampling point.
Protective clothing must be worn during sampling and gauging.

Combustible gas detector & pH meter must be kept ready to detect any leakage.
TANK CLEANING
Preparation
Confirm that sufficient fresh water is available on board.
Engine room should be informed before using under water discharge.
De-pressurize and drain the lines for disconnecting common line spool pieces
Disconnect all spool pieces of common line except one for the first tank to be cleaned.
Use the common line for discharging the tank washings from more than one tank
Connect cargo hoses from the both ends of manifold to the underwater discharge line
so that the tank washings can be discharged through the both ends of the manifold.
Do not connect flexible hose to fixed T/C machine until just before start cleaning the
tank. Just before starting tank washing, carry out running test of cargo pump of
intended tank in order to prevent unexpected trouble after start washing.
Tank cleaning operation

All crew involved in tank cleaning should wear protective equipment.
Immediate discharging of tank washings is very important and indispensable.
Important things to be taken into consideration for cleaning SA tank are
o Start water washing as soon as possible after discharging,
o Use Fresh Water for the first washing;
o Do not to retain diluted washings in tanks.
The drip tray at the both ends of the manifold should be kept full with water to dilute
SA dripping or draining.
Keep the deck flooding with water throughout the cleaning operation.
Never raise the temperature of cleaning water by heating.
The cooling water suction inlet for Engine room must be changed to opposite side of
under water line outlet.
Under water discharge line should be drained properly.
All flanges & drain corks must be washed with fresh water.
Procedure
Cold Fresh water Butterworth, 30min.
Cold Seawater Butterworth, 2hours (wash till PH value indicates 7 at the manifold).
Flush vent post and line with fresh water for at least 15min.
After ascertain of the acidity of the washings (approximately 20 minutes after start), it
may be flushed through the flanges of piping and spool pieces for cleaning by loosing
the flange bolts.
Steaming, 2 hours. (4 hours if the next cargo is very fine chemicals such as MEG)

Draining and drying.
CAUSTIC SODA
It is a highly corrosive chemical. The dangers of caustic soda can be summarized as follows:-
Hazards to ship
Makes tank coating soft & damages by corroding the construction material.
Reacts violently with Acids, Acetaldehyde, Phenol, Nitriles, Ketones, Esters etc.
Hazards for human body
Cause severe burns with destruction of tissue.
Fatal if swallowed.
Vapor is irritating;
Very injurious to the eye.
PRECAUTIONS
Health, spill & safety
Use PPE i.e. chemical suits, gloves, shoes, goggles, face shields.
Emergency shower, eye wash, Fire line and Fresh water line must be pressurized.
Minimum personnel in the loading area.
Always stay upwind & away of from low areas.
LOADING
Before loading cargo
Last cargoes should be removed completely.
Heating coils should be tested;
Repair any pit hole in the cargo tank;
Use common line for safety;
During cargo loading

Wear PPE such as rubber gloves, rubber shoes, shield mask, & chemical suits.
Check cargo lines during cargo loading if there is any leakage.
During voyage
If the cargo requires heating, the drains on deck & cascade tank in engine room have to be
checked periodically if there is any leakage
During cargo unloading
Same precautions as cargo loading;
Take care not to flow cargo into air tank or air hose while air blowing.
Tank Cleaning
As soon as possible after cargo unloading, tank cleaning should be carried out.

Don't make slop or don't keep water in cargo tank to avoid discoloration of ullage
space.
Tank cleaning procedure
Butterworth by cold fresh water:20minutes
Butterworth by seawater(30°C-35°C):2 hours
Fresh water flushing
Do not use water of high temperature to avoid white residue on SUS surface.
After tank cleaning, inspect cargo tanks if there is any corrosion damage or
discoloration.
25. PHENOL
Phenol is one of the solidifying, toxic and corrosive cargoes. It is made of benzene and
cumene.
25.1 DANGER OF PHENOL
1. Health Hazards
Personal protective equipment such as SCBA is strongly recommended, otherwise,

Full face gas mask chemical suits, gloves and shoes.
Exposure causes very strong burn eyes and skin.
The analgesic action may cause loss of pain sensation.
Readily absorbed through skin, causing increase in heart rate, convulsions and death.
To ship
 It can damage the hull or deck coating if spilled on deck.
 Cause pitting in the cargo tanks.
 Can affect the seals of pump.
2.1 PRECAUTIONARY MEASURES
1. Before Loading
1) Test drain lines, valves, flange parts, pipe lines of cargo tank for any leakage.
2) Test heating coil in cargo tank.
3) Check emergency showers;
4) Keep fresh water in bucket near manifold and near cargo tank when sampling from
cargo tank.
5) Keep safety equipments ready for immediate use.
6) Wear PPE i.e. Gas masks, goggles, rubber gloves chemical suit, rubber boot, gloves
etc.
7) Cover flange part connected on manifold with rubber sheet to avoid cargo splashing.

2. During loading
1) Load cargo into several cargo tanks simultaneously (if more than one tank to be
loaded) and complete loading almost at the same time in order to avoid cargo
solidifying in line.
2) Monitor loading and confirm if the cargo is loading properly into the cargo tank;
3) After loading, drain all cargo lines.
3. During voyage
1) Maintain 55C to 58C temperature during voyage to avoid discoloration;
2) Regularly check steam drain and cascade tank in engine room;
3) Before arrival unloading port, to make sure pump-running test under closed condition
of delivery valve that cargo pump is operational.
4. During unloading
1) Don't fill up full-ballast until completion of unloading.
2) Soon after unloading and getting the dry certificate steam has to be blown into cargo
tank through both ends of the manifold for avoiding Phenol remaining in the line.
5. Tank cleaning
1) Use hot sea water of more than 70C for tank cleaning;
2) Wash vent line with abundant water;
3) After gas freeing, inspect tank condition for any pitting and leakage of heating coil,
and cofferdam of cargo pump;
6. Tank cleaning procedure

1) Hot sea water butterworth(not less than 70C) : 3 hours
2) FW washing
3) Steaming : 2 hours

26. CLOSED LOADING
CLOSED LOADING
Closed loading is a process whereby the cargo is loaded with the ullage port, sounding pipe,
sighting ports and any other tank opening at deck level is securely closed. The gas displaced
by the incoming cargo is vented by either of the following,
To atmosphere through the mast riser.

To atmosphere through the high velocity vent valves.
To atmosphere through the constant velocity valves.
To shore through vapor return line.
PURPOSE OF CLOSE LOADING

The main purpose of the closed loading is to minimize the hazard to crew’s health, and fire
risk due to escape of flammable vapor on deck and accommodation quarters. This is achieved
by closing all openings on cargo tanks and its lines except its designed venting system during
the handling of toxic and flammable products. Products requiring closed loading are specified
in the IBC code Chapter 17 with reference to special requirements. This operation is
mandatory as per IBC code, many terminals and Companies, local regulation of some
countries and ports also require vapor control via vapor return to shore systems for
environmental protection.
PRECAUTION OF CLOSED LOADING

Before loading
1. To avoid liquid condensate obstructing the flow of vapor through the vapor line, a drain
valve fitted at the low points on the ships piping system should be routinely checked to
ensure no liquid is present.

2. Close of all tank openings after tank inspection;
3. While completing the ship shore safety checklist, discuss with the terminal on the
maximum cargo transfer rate, maximum allowable pressure in the vapor line, alarm
setting, shut down condition and procedures. The check list should be properly completed
with physical checks backing up ticked boxes. It should be completed using the correct
format as indicated by the letter codes A, P or R in the column meaning as follows:-
A: any procedures and agreements should be in writing in the remarks column of this
Checklist or other mutually acceptable form. In either case, the signature of both parties
should be required.
P: in the case of a negative answer, the operation should not be carried out without the
permission of the Port Authority.
R: indicates items to be re-checked at intervals not exceeding that agreed in the

declaration
Confirm that the PV valves are in operational condition. Check at regular intervals by
using the liftcheck handle.
The Ship/Shore meeting should also provide operational information and agreement
from both parties. The following items should be especially emphasized:
o Starting and topping off rates.

o Maximum loading rate & pressure.
o Cargo quantity.
o Final stoppage (by ship or shore)
o When to give notice for reducing rate.
o Emergency stop procedure
o Information on nitrogen line clearances such as anticipated time, pressure,
cargo quantity in shore line and the method by which nitrogen will be blown
from shore tank or shore manifold.
o Where more than one parcel of the same grade is to be loaded it should be
clearly mentioned when a nitrogen line clearance will be carried out (e.g. after
completion of 1st parcel or last parcel
o To assist in preventing operational errors, vessels should provide placards
which have the wording “N2 blowing or Air blowing” These placards should
be hung at the ship’s manifold.
o All critical operational times such as starting/stopping/restarting cargo, or
nitrogen/air line clearance should be confirmed with the vessels responsible
officer at the time to avoid any misunderstanding between ship and shore as to
the status of the operation. All such times should be logged.
During loading
Check for any leakage from the vent / vapor line.
Monitor and record at regular intervals, the vapor pressure in the cargo tanks
Confirm the loading rate is not exceeding the maximum loading rate;

Record ullage / sounding of liquid level in the tanks at regular intervals.
When loading and venting via the P/V vents, the rate should never exceed the stated
maximum velocity/volume throughput of the valve.
The pressure in tank should be effectively monitored and controlled during the entire
period of closed loading operations to avoid cargo tanks being pressurized in excess of
the tank strength against pressure.
Nitrogen padding
If nitrogen padding is required after loading, closed loading procedures should continue to be
observed. In addition, agreement should be reached between the ship and shore as to the
maximum allowable nitrogen rate bearing in mind that uncontrolled high pressure nitrogen
can often exceed a vessels design venting system and cause damage to cargo tank and venting
system.
Emergency procedure
In case of any emergency, the loading operations should be stopped immediately, the loading
master informed, and the cause investigated and rectified. Once all quarters are satisfied as to
the safety of cargo operation then loading operation can be resumed.
27. PRECAUTION DURING WINTER SEASON
27.1 NAVIGATION
1) Navigational whistles are to be tested periodically and the air tank has to be drained to
avoid freezing of pipe line or diaphragm plate.
2) Bridge windows have to be clean all rounds for good watch keeping.
3) When start window view screen with heater, take care so that the window glass is not
broken by extreme heat.
4) Switch off bridge heater before leaving bridge after completion of voyage.
5) Always keep bridge dry for avoiding damage of navigational equipment by humid air.
6) Remove snow from the front surface of the scanner during the snowing weather to avoid
echoes disappearing from screen.
27.1 SHIP`S SAFETY
Deck
1. Securing & lashing of movable articles on main deck and stores
2. Securing and confirming the water tightness of cargo tanks and stores
3. Check the bilge alarms in F'cle store & Pump room periodically.
4. During voyage, F'cle store, Pump room, unoccupied cabins, deck stores, steering gear
room have to be checked periodically if there is any leakage or damage
5. Keep some spare valves for emergency case, especially for heating system in North
sea trading.

6. Prior to discharge of solidifying cargo the condition of P/V valve / High velocity
valve, vent pipe and pressure sensor line must be periodically checked.
7. All ice or snows on main deck are also to be removed prior to enter the port
8. Careful monitoring by Navtex and weather charts for iceberg while ship passing
around Aleutian Is. and Kamchatka Peninsular.
9. Clogging of sea chest for by the ice pieces in the river passage to be closely
considered.
10. Take care of cooling water for Hyd. Power pack not to be frozen and break the line.
Water should be drained from the line if practicable.
11. Do not load ballast into ballast tank by overflowing and do not fill vent pipes in order
to avoid the line being frozen and broken.
12. All external fresh water, seawater pipe lines such as tank cleaning
13. Lines, fresh water lines, steam lines, cofferdams, void spaces, fire lines have to be
drained.
14. Deck stores which fresh water or seawater pipe lines are penetratinghave to be
checked periodically.
Crew
1. Any water leak on deck is a risk to be frozen and can cause crew injury.
2. Unnecessary crew movement on exposed deck should be controlled.
3. When crew is planned to deck round or damage inspection, ship's course must be
adjusted to the lee side or favorable way to keep safety on deck.
LSA, FFA & Safety Equipment
1. Fire and foam line must be drained.

2. Don't fully fill up fresh water container at life boat(less than
85%) and check periodically.
Engine
1. Proper safe margin of fuel oil must be considered before bunkering whenever ship is
planed for ocean voyage in the winter season.
2. Prior to arrival at a port, bunker supply line is also checked whether it is blocked by
previous one. it was sometimes a cause of slow pumping or hose damage by excessive
back pressure during the bunker supply.
27.2 CARGO
1. All lines, which are exposed on deck, must be drained and blown.
2. Isolate the steam line which is not in use when steam line is partly in use.
3. Portable cargo and tank cleaning hose is free from any water.
4. Heating coils must be drained and blown.
5. To confirm that p/v vents are operational, not blocked by the mist of solidifying cargo.
6. Pneumatic air line must be drained.

7. Ballast in the ballast tank must not be 100% full, as the water may turn into ice and
crack the ballast tanks.
8. Extra precaution should be taken when carrying solidifying cargo in winter.
9. Cargo heating should be maintained as per charter’s instruction.
10. Cargo lines must be properly drained and blown for solidifying cargo.
11. To confirm that flame screens and flame arresters are operational, not blocked by the
mist of solidifying cargo.
12. Crystallizing temperature should be born in mind while carrying caustic soda (because
it is higher than freezing temperature).
13. If require, recirculation of cargo should be done.
14. Before using windlass or cargo pumps, Hydraulic power pack has to be warmed
enough in advance(to be kept the temperature between 40°C- 60°C)
15. Unused steam lines on deck & cargo tanks have to be blown up by air & blinded.
28. ISGOTT
28.1 FLAME ARRESTER & FLAME SCREEN

Flame arrester
A permeable matrix of metal, ceramic or other heat resisting materials which can cool a
deflagration flame, and any following combustion products, below the temperature required
for the ignition of the flammable gas on the other side of the arrester.
Flame screen
A portable or fitted device incorporation one or more corrosion resistant wire woven fabrics
of very small mesh which is used for preventing sparks from entering a tank or vent opening
or, for a short time, preventing the passage of the flame.
28.2 PRESSURE SURGE

Incorrect operation of pump and valves can produce pressure surge in a pipeline system.
Pressure surge is produced up stream of a closing valve and may become excessive if the

valve is closed too quickly. They are more likely to be severe where long pipelines and high
flow rates are involved.
To control pressure surge the following to be considered during cargo operation.
Information should be exchanged and written agreement reached between the tanker
and the terminal concerning the control of flow rates, the rate of valve closure, and
pump speeds. This should include the closure period of remote controlled and
automatic shutdown valves.
Valves at the downstream end of pipeline system should as a general rule, not be
closed against the flow of liquid except in an emergency.
In general, where pumps are used for cargo transfer, all valves in the cargo transfer
system should be open before pumping begins, although the discharge valve of a
centrifugal pump may be kept closed until the pump is up to speed and the valve then
opened slowly. In the case of ships loading by gravity, the final valve to be opened
should be that at the shore tank end of the system.
If the flow is to be diverted from one tank to another, either the valve on the second
tank must be opened before the valve on the first tank is closed, or pumping should be
stopped while the change is being made.
Valves, which control liquid flow, should be closed slowly. The time taken for power
operated valves to move from open to shut and shut to open should be checked
regularly at their normal operating temperature.
28.3 VOLATILE & NON-VOLATILE

A liquid, having a flash point below 60 º C as determined by the closed cup method is called
volatile.
A liquid, having a flash point 60 º C or above, as determined by the closed cup method is
called non-volatile.
28.4 FLAMMABILITY
The ability of any substance to burn when a flame or spark is introduced is termed as
flammability. It can be different for different materials. NFPA uses some numerical numbers to
differentiate materials having different flammability.
For example: -
Flammability
4 - Materials which will rapidly vaporize at atmospheric pressure and normal temperature
3 - Liquids and solids that can be ignited under almost all ambient temperature conditions
2 - Materials that must be moderately heated before ignition can occur.

1 - Materials that must be preheated before ignition can occur.
0 - Materials that will not burn.
28.5 GAS DENSITY

Gas density is the relative density of a gas on the premise that the density of air is one (1).
If Gas density is < 1 then vapor will rise (i.e. vapor is lighter than air)
If Gas density is > 1 then vapor will settle (i.e. vapor is heavier than air)
28.6 TOXICITY
Toxicity is the ability of substance, to cause damage to living tissue, impairment of the central
nervous system, severe illness or death in extreme cases death when inhaled, ingested, or
absorbed by the skin. The amounts of exposure required to produce these results vary widely
with the nature of the substance and the duration of exposure to it.
28.7 ASSESSMENT OF HOT WORK

Hot work is any work involving welding or burning, and other work including certain drilling
and
grinding operations, electrical work and the use of non-intrinsically safe electrical equipment,
which might produce an incendive spark. A hot work permit should be issued by any
responsible officer prior any hot work on board ship.
The master should decide whether the hot work is justifiable, and safe, and on the extent of
theprecautions necessary. Hot work in areas outside the main machinery spaces and other
areasdesignated by the operator should not be proceeded with until the master has informed
the operator’s shore office of details of the work proposed, and a procedure has been
discussed and agreed.
All personnel involved in the preparations and in the hot work operation, must be briefed
andinstructed in their own role. They must clearly understand which officer is responsible for
worksupervision and which for safety precautions. A written hot work permit should be issued
for each intended task. The permit should specify the duration of validity, whichshould not
exceed a working day. The following flow-chart can be used to identify whether it is
necessary to do hot work or not-

Can
Canthe
thetask
taskbe
beachieved
achieved
without Yes
Yes No
Nohot
hotwork
work
withoutusing
usinghot
hotwork?
work? permitted
permitted
No
No Fitting
Fitting
IsIsthe
thepart
partofofthe
theship
shiprequiring
requiring
work
workaapipeline
pipelineororother
otherfitting
fittingororisis
ititaapermanent structure?
permanent structure?
Fitting
Fitting
Can
Canthe
thefitting
fittingbe
bedisconnected
disconnected
and
and
removed
removedfrom
fromhazardous
hazardouscargo
cargo Yes
Yes
Permanent area
areabefore
beforehot
hotwork?
work?
Permanentstructure
structure
No
No Plan
Planwork
workaccordingly
accordingly
Description
Descriptionofofwork
worknecessary
necessary
and
andproposed
proposedprocedures
procedurestoto Fittings
Fittingstotobe
beisolated
isolatedand
andblanks
blanks
be
besent
senttotoship’s
ship’soperators
operatorsfor
for attached
attached
prior
priorconsent
consentororalternative
alternative
plans
planstotobe
beconsidered
considered
Operators
Operatorsconcurrence
concurrence
received
received No
Nohot
hotwork
workpermitted
permitted
Yes
Yes
No
No
Master
Mastertotohold
holdsafety
safetymeeting
meetingonon IsIsmaster
mastersatisfied
satisfiedthat
thatwork
workcan
can
board
boardattended
attendedby
byall
allhaving
having be
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Immediately before hot work is started the officer responsible for safety precautions should
examine the area where hot work is to be undertaken, and ensure that-
1. the oxygen content is 21% by volume and that tests with a combustible gas indicator
show not more than 1% LFL.
2. Adequate fire-fighting equipment must be laid out and be ready for immediate use.

3. 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.
4. Monitoring should be continued for sufficient time after completion of hot work.
5. Effective means of containing and extinguishing welding sparks and molten slag must
be established.
6. The work area must be adequately and continuously ventilated.
7. The frequency of atmosphere monitoring must be established.
8. Atmospheres should be re-tested after each break in work periods, and at regular
intervals.
9. Checks should be made to ensure there is no ingress of flammable vapours or liquids,
toxic gases or inert gas.
10. Welding and other equipment employed should be carefully inspected before each
occasion of use to ensure it is in good condition. Where required it must be correctly
earthed.
11. Special attention must be paid when using electric-arc equipment ensuring:
That electrical supply connections are made in a gas free space;
That existing supply wiring is adequate to carry the electrical current
demanded without overloading, causing heating;
The insulation of flexible electric cables laid across the deck is in good
condition;
The cable route to the worksite is the safest possible, only passing over gas free
or inerted spaces; and
The earthing connection is adjacent to the work site with the earth return cable
led directly back to the welding machine.
28.8 HOT WORK IN ENCLOSED SPACES

Carry out a risk assessment and once it is ensured that there will not be any risk if sufficient
safety precautions are taken then ensure that –
An enclosed space in which hot work is to be carried out is properly Cleaned and
ventilated
The atmosphere of the enclosed space should be tested for 21% oxygen content by
volume and not more than 1% LFL. It is important to continue ventilation during hot
work.
Adjacent cargo tanks, including diagonally position cargo tanks,
Should either have been cleaned and gas freed to start the hot work.
Cleaned and hydrocarbon vapor content reduced to not more than 1% by volume and
kept inerted,
Completely filled with water.
Other cargo tanks which are not gas free should be purged of hydrocarbon vapor to
less than 2% by volume and kept inerted and secured.
On a vessel without an inert gas system, all cargo tanks except tanks containing slops
should be cleaned and gas freed.

Slops should be placed in a tank as far as possible from the hot work area, and the tank
kept 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 found to be contaminated by hydrocarbon liquid or vapors, the cause of the
contamination should be determined and the tank(s) cleaned and gas freed.
All interconnecting pipelines to other compartments should be

Flushed through with water, drained, vented and isolated from the compartment where
hot work will take placed.
Cargo lines may be subsequently inerted or completely fill with water if considered
necessary.
Vapor lines and inert gas lines to the compartment should also be ventilated and
isolated.
Heating coils should be flushed.
All sludge, cargo-impregnated scale, sediment or other material likely to give off vapor,
which is flammable, should be removed from an area of at least 10 meters around the area of
hot work.
Special attention must be given to the reverse sides of frames and bulkheads. Other areas that
may be affected by the hot work, such as the area immediately below, should also be cleaned.
An adjacent fuel oil bunker tank may be considered safe if tests using a combustible gas
indicator give a reading of not more than 1% LFL in the ullage space of the bunker tank will
be caused by the hot work.
28.9 HOT WORK ON THE OPEN DECK

If hot work is to be undertaken on the open deck, cargo and slop tanks within a radius of at
least 30 meters around the working area must be clean and hydrocarbon vapor content
reduced to less than 1% 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 that they are gas free and safe for hot work.
If found to be contaminated by hydrocarbon liquid or vapors they should be cleaned
and gas freed.
On a vessel without an inert gas system

All cargo tanks except those containing slops must be cleaned and flammable gas
content reduced to less than 1% LFL.

Any tank containing slop should be kept closed and be beyond 30 meters from the
work area.
28.10 USE OF ALUMINIUM EQUIPMENT

Aluminum equipment should not be dragged rubbed across steel since it may leave a smear,
which if on rusty steel and is subsequently struck, can cause an incendive spark.
It is therefore recommended that the undersides of aluminum gangways and other heavy
portable aluminum structures be protected with a hard plastic or wooden strip.
28.11 THE ENCLOSED SPACE

Enclosed space means a space which has any of the following characteristics:
1. Limited openings for entry and exit;

2.Unfavorable natural ventilation; and
3.Is not designed for continuous worker occupancy,
And includes, but is not limited to, cargo spaces, double bottoms, fuel tanks, ballast tanks,
pump-rooms, compressor rooms, cofferdams, void spaces, duct keels, inter-barrier spaces,
engine crankcases and sewage tanks.
28.12 ELECTRICAL STORMS (LIGHTNING)

When an electrical storm is anticipated in the vicinity of the tanker or terminal the following
operations must be stopped, whether or not the ship’s cargo tanks are inerted;
Handling of volatile petroleum
Handling of non-volatile petroleum in tanks not free of hydrocarbon vapor
Ballasting of tanks not free of hydrocarbon vapor
Purging, tank cleaning or gas freeing after the discharge of volatile petroleum.
All tank openings and ventilation valves must be closed, including any bypass valve fitted on
the tank venting system.
28.13 SCUPPER PLUGS

Before cargo handling commences, all deck scuppers must be affectively plugged to prevent
spilled oil escaping into the water around the ship or terminal. Accumulations of water should
be drained periodically and scupper plugs replaced immediately after the water has been run
off. Oily water should be transferred to a slop tank or other suitable receptacle.
28.14 CLOSED GAUGING FOR CUSTODY TRANSFER

The gauging of tanks for custody transfer purposes should be affected by use of closed
gauging system or via vapor locks. For the ullaging system to be acceptable for this purpose,
the gauging system should be described in the vessel’s tank calibration documentation.
Corrections for datum levels, and for list and trim should be checked and approved by the
vessel’s classification society.
Temperatures can be taken using electronic thermometers deployed into the tank through
vapor locks. Such instruments should have the appropriate approval certificates and should
also be calibrated.
Sample should be obtained by the use of special sampling devices using the vapor locks.
28.15 HANDLING STATIC ACCUMULATOR CARGOES

Static electricity is produced by physical contact & separation of dissimilar material.
Precautions against static electricity may be necessary when the cargo is an accumulator of
static electricity.
Clean oils are, in general, accumulators of static electricity because of their low conductivity.
Such as Natural gasoline, Kerosene, White spirits, Motor and aviation gasoline, Jet fuels,
Naphtha, Heating oils, Heavy gas oils, clean diesel oils, Lubricating oils.
Under certain conditions, cargo-handling operations involving static accumulator oils will
require adherence to the anti-static precautions.
Precautions against static electricity hazards

Specific precaution will be required with regard to safe flow rates and ullaging, sampling and
gauging procedures when handling static accumulator oils as follows:
Initial loading rate of 1 m/s until splashing in the cargo tank is ceased.
Maximum loading rate not to exceed 7 m/s. (Unix line recommends 6 m/s)
No metallic equipment to be used even if bonded during loading.
Bonded metallic equipment can be used after 30 minutes of completion.
If full length of sounding pipe is provided, bonded metallic equipment can be used any
time.
Unbonded metallic conductors cannot be used any time.
Avoid using synthetic tape or ropes at any time.
Non-conducting equipment with no metallic parts and non-synthetic material can be
used at any time.
If a micropore filter is fitted in the shore pipeline system the loading rate should be
adjusted to ensure that least 30 seconds elapse between the time the cargo leaves the
filter and the time it enters any cargo tank.
Discharge of static accumulator oils

As air and/or gas bubbles in a liquid can generate static electricity, stripping pump and
eductors should be operated in order to avoid as far as possible the entrainment of air or gas.
Discharge into shore installations

When discharging static accumulator oils into shore tanks the initial flow rate should be
restricted to 1 m/sunless or until the shore tank inlet is covered sufficiently to limit turbulence.
For a side entrance (horizontal entrance) the inlet is considered adequately cover if the
distance between the top of the inlet and the free surface exceeds 0.6 meter. An inlet pointing
downwards is considered sufficiently covered if the distance between the lower end of the
pipe and the free surface exceeds twice the inlet diameter. An inlet pointing upward may
require a considerably greater distance to limit turbulence. In floating roof tanks, the low
initial flow rate should be maintained until the roof is floating. Similar requirements apply to
fixed roof tanks with inner floats.
28.16 TESTING OF TANK CLEANING HOSE

All hoses should be tested for electrical continuity in a dry condition prior to use and in no
case should the resistance exceed 6 ohm/m in unit length.
28.17 EXPLAIN
Inerted: Means atmosphere made incapable of burning by introducing inert gas and thereby
reduction of the overall oxygen content. The oxygen content of the tank atmosphere is
reduced to less than 8% by volume.
Too lean: Means that the tank atmosphere is 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.
Undefined: An atmosphere, which may be above, below, or within the flammable range.
28.18 ENTRY PROCEDURES

An enclosed space is one with restricted access that is not subject to continuous ventilation and in
which the atmosphere may be hazardous due to the presence of hydrocarbon gas, toxic gases, inert gas
or oxygen deficiency. This definition includes cargo tanks, ballast tanks, fuel tanks, water tanks,
lubricating oil tanks, slop and waste oil tanks, sewage tanks, cofferdams, duct keels, void spaces and
trunkings, pipelines or fittings connected to any of these. It also includes inert gas scrubbers and water
seals and any other item of machinery or equipment that is not routinely ventilated and entered, such
as boilers and main engine crankcases.

An entry permit should be issued by a responsible officer who has ascertained immediately
before entry that the atmosphere within the space is in all respects safe for entry. Before
issuing an entry permit the responsible officer should ensure that:
The appropriate atmosphere checks have been carried out,

It is essential that all atmosphere testing equipment used is:
· Suitable for the test required;
· Of an approved type;
· Correctly maintained;
· Frequently checked against standard samples.
Check that oxygen content is 21% by volume, hydrocarbon 1% LFL or less and no
toxic gas is present in the enclose space.
Continuous and effective ventilation must be maintained throughout the time the
enclosed space is occupied.
Lifeline and harnesses are ready for immediate use at the entrance of the space.
Approved positive pressure breathing apparatus and resuscitators are ready for use at
the entrance.
Where possible, a separate means of access is available for use as an alternative means
of escape in an emergency.
A responsible member of the crew is in constant attendance outside the enclosed space
in the immediate vicinity of the entrance and in direct contact with a responsible
officer. The lines of communications for dealing with emergencies should be clearly
established and understood by all concern.
Atmosphere checks should be carried out at regular intervals personal are within the space and
a full range of tests should be undertaken prior to re-entry into the tank after any break.
The use of personal detectors and carriage of emergency escape breathing apparatus may
prove useful.
28.19 MEANING OF “A” / “P” / “R” AT SHIP/SHORE SAFETY

CHECKLIST
A: - Any procedures and agreements should be in written in the remarks column of this
checklist or other mutually acceptable form. In either case, the signature of both parties should
be required.
P: - In the case of negative answer, the operation should not be carried out without the
permission of the port authority.
R: - Indicates item to be re-checked at intervals not exceeding that agreed in the declaration.

29. TANKER SAFETY GUIDE (CHEMICAL)
29.1 RECEIVING NITROGEN FROM SHORE

For the purpose of drying a tank and its associated piping system, purging a tank before
loading the cargo or padding cargo in a tank might be very important. As nitrogen is
sometimes supplied at a very high pressure of up to 10 bar; it is necessary make an agreement
between ship and shore using a checklist.
The cargo tank which is not designed to withstand such high pressure may fail even with
pressure in excess of 0.5 bar. This is why everybody related to the operation need to be
briefed on this and all other safety related matters.
Once nitrogen enters into the tank it expands and due to the disparate size of the inlet and
outlet an overpressure may develop which may damage the cargo tank. This risk may be
minimized by having the cargo tank lid or a tank washing hatch open. However, if the cargo is
toxic then it will not be possible to keep the tank lid open. Therefore, the incoming flow of
nitrogen must be restricted to a rate equal to or less than the maximum flow of vapor possible
through the venting system. If the capacity of outlets is exceeded by the flow of nitrogen into
a closed cargo tank, then overpressure will occur and damage cargo the tank structure.
Use of a small hose or a reducer to the manifold will restrict the flow rate, but pressure must
be controlled by the shore. A gauge should be fitted on board so that the ship can monitor
pressure. Gas flow should not be throttled using ship’s manifold valve except in case of an
emergency. The volume of nitrogen required should be calculated and agreed, together with
the flow rate, during the pre-transfer planning conference.
When a cargo is required to be carried under a pad of nitrogen, and it is necessary to use
nitrogen supplied from shore, it is better to purge the entire tank before loading. After such
purging is completed, loading of cargo in a closed condition will create the needed pad within
the tank. The risk of over pressurization can be substantially reduced by avoiding padding
with shore-supplied nitrogen as a separate procedure on completion of loading.

29.2 PRECAUTIONS WHEN TANK WASHING IN AN UNDEFINED
ATMOSPHERE
Tank cleaning on chemical tankers are usually conducted in an undefined atmosphere. But
after carrying a flammable cargo, the atmosphere in empty tank should be treated as
flammable. 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. Therefore, the
following procedures are recommended-
Prior washing, flush the tank bottom with water and strip. Also the cargo pipe lines,
cargo pumps, crossovers and discharge lines should be flushed with water. Drain the
flushed water to the slop tank. For a vessel capable of efficient stripping this may not
be necessary. Refer to ship’s P & A manual for clear instructions.
When portable washing machines are used, all hose connections should be made up
before the washing machine is introduced into the tank.
Synthetic fibers should not be used with any tank cleaning machine. This is to avoid
static electricity hazard.
No machine should have a throughput greater than 60 m3/hr, and no nozzle should
have a throughput greater than 17.5m3/hr.
The total water throughput per cargo tank should be kept as low as practicable and
must in no case exceed 110m3/hr per hour.
The tank should be drained during washing. Washing should be stopped to clear any
build-up of wash water.
Re-circulated wash water should not be used, because it will increase the risk of static
electricity hazard.
Avoid using any metal sounding/ullaging equipment to minimize the risk of sparking.
29.3 EXPLAINATION
THRESHOLD LIMIT VALUE (TLV)
The TLV is defined as the concentration of the substance in air that can be breathed for five
consecutive eight-hour workdays (40-hour work week) by most people without adverse effect
American Conference of Governmental Industrial Hygienists (ACGIH) publishes “Threshold

Limit Values” for Substance in Workroom Air. As some people become ill after exposure to
concentrations lower than the TLV, this value cannot be used to define exactly what is a
“safe” or “dangerous” concentration.
TLV-TWA (Time weighted Average)

The time-weighted average concentration of a substance to which workers may be repeatedly
exposed, for a normal 8-hour workday or 40-hour workweek, day after day, without adverse
effect. This is the most commonly quoted TLV.
The Threshold Limit Value Time Weighted Average (TLV-TWA) is usually expressed in units of
parts per million (ppm) - i.e., the parts of vapor (gas) per million parts of contaminated

air by volume at 25°C (77° F) and one atmosphere pressure. For a chemical that forms a fine mist or
dust, the concentration is given in milligrams per cubic meter (mg/m 3).
TLV-STEL (Short Term Exposure Limit)

The maximum concentration of vapor of any toxic substance in air allowable for a period of
15 minutes, provided that there are not more than four exposures per day and at least one hour
interval between each exposure.
TLV-C (Ceiling)
The maximum concentration of toxic vapor in air which should never be exceeded. It is given
for fast acting substances.
30. FINISHED DRAWING LIST

(HULL PART)
List No. Drawing No. Title
C-1 C02-000 Finished drawing list (HULL PART)
2F-54 Tank cleaning Machine
1F-1 F20-013 List of spare & tools for equipment(INCL,DK INVENTORY
LIST)
H-4 H11-200 Shell Expansion
2F-52 MMC Portable gauzing system
1F-6 F20-045 Test record
H-3 H11-104 Docking plan
C-3 C02-002 General arrangement
H-1 H11-001 Midship Section
F21-200 Mooring arrangement
2F-1 XXXXXX Deck Machinery
C-4 CO2-003 Capacity Plan & Deadweight scale
C-16 CO2-078 ODME control system
1F-8 P24-206 USCG pumping plan
C-9 CO2-060 Loading & stability information booklet
H-8 H13-101 Painting scheme
2F-17 Combustible gas alarm
C-10 C02-061 Result of sea trial
2F-16 Cargo tank level gauge
1F-7 P24-205 Fire control plan
C-18 CO2-085 USCG VSC operational manual
C-12 C02-071 Loading operation manual
C-15 C02-073 Damage stability calculation
1F-3 F23-206 Life saving apparatus
1F-5 P24-202 Cargo vapor control manual(required by USCG)

C-13/C-14 C02-071( C ) Chemical operation manual(1/2, 2/2)
Cargo oil transfer procedure
C-17 C-02-081 P&A Manual
2F-40 Cargo control room plan
1F-16 J28-201 List of personnel protection
2F-2 Stockless anchor
2F-13 Tank cleaning heater
31. ONSCENE TRAINING BY CHIEF OFFICER
Code Date(ddmmyy) Time(from/to) Location or Port Signature by

C/O or Candidate
Master
A 23-09-05 1630-1800 AT SEA m
B 28-10-05 1630-1800 AT SEA m
C 25-09-05 1630-1800 AT SEA m
D 02-10-05 1100-1200 AT SEA m
E 02-10-05 1700-1800 AT SEA m
F 05-10-05 1600-1700 AT SEA m
G 12-10-05 1800-2000 AT SEA t
H 18-10-05 1000-1130 AT SEA t
I 23-10-05 1630-1800 AT SEA T
J 22-10-05 1100-1200 AT SINGAPORE T
K 08-11-05 1600-1800 AT SEA T
L 21-11-05 1630-1930 AT SEA T
M 22-11-05 1130-1200 AT SEA T
N 25-11-05 1630-1830 AT SEA T
O 28-11-05 1000-1200 AT SEA T
P 05-12-05 1000-1200 AT HAI PHONG T
Q 02-12-05 1200-1800 AT SEA


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SHIP’S P&A MANUAL

Ship’s Name EASTERN EUREKA

Cargo pumps: Hydraulic Motor driven (SG: 0.8)

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Cargo Deck Line Stripping

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1. Connect A2 and P2 with air hose.

5. Close cargo valve C3, C4, C5 and manifold valve C2.

6. Purge from P2 until manifold pipes are empty as far as possible.

STRIPPING PROCEDURE FOR FOREWARD CARGO TANKS:

Prepared by A.B.M. Emrul Kayes Page 4 of 129

4. Connect A2 and P2 with air hose.

5. Close cargo valve C4, C5.

6. Purge from P2 until manifold pipes are empty as far as possible.

1.3 SOLIDIFYING CARGO

In MARPOL 1978 as amended, solidifying cargo is defined as a noxious liquid substance

1.4 VISCOSITY DEFINITION: Viscosity is the property of a fluid that tends to

Viscosity is usually expressed as Kinematic viscosity, which is measured in Stokes.

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HIGH VISCOSITY CARGO

1.5 PREWASH PROCEDURE

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Q : MIN REQUIRED WATER

All cargo tanks

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Here c = Cycle of tank cleaning machine

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2.1.1 FIXED MACHINES

2.1.2+ 2.1.3 +2.1.4FLEXIBLE HOSES

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Supply pressure Throughput Cycle time

(kgf/cm2) (m3/h) (min)

2.1.5 SPARE PARTS

SL NO SPARE PARTS QUANTITY

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2.2.1 MAKER AND TYPE

2.2.2 FLEXIBLE HOSE ROB

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2.2.5 SPARE PARTS LIST

SERIAL NO SPARE PARTS QUANTITY

2.2.6 CHECKING THE ELECTRICAL CONTINUTY OF TANK

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EXAMPLE OF RECORD OF ELECTRICAL CONTINUITY TEST

Date Hose Length Tested ohm/m Judgemen

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MAKER Frank Mohn Services AS

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3.4 LEAK CHECH (COFFERDAM PURGING)

UNIX LINE PTE. LTD.

COFFERDAM LEAK TEST REPORT FOR SUBMERGED CARGO PUMPS

Prepared by A.B.M. Emrul Kayes Page 15 of 129

SHIP'S NAME : EASTERN EUREKA CHIEF OFFICER : MR. T.M.A. RASHID

BEFORE LOADING AFTER LOADING BEFORE DISCH' AFTER DISCH'

BEFORE BEFORE AFTER

Prepared by A.B.M. Emrul Kayes Page 16 of 129

3.6 MANIFOLD SIZE OF CARGO LINE

3.7 SIZE OF CARGO LINE