Professional Documents
Culture Documents
Chemical Tanker Manual
Chemical Tanker Manual
Rev No. : 6
Date : 25-Mar-21
APPROVAL Page : 1 of 1
Rev No. : 6
Date : 25-Mar-21
RECORD OF REVISION Page : 1 of 3
RECORD OF REVISION
Chapter Page Rev. No. Date
Rev No. : 6
Date : 25-Mar-21
RECORD OF REVISION Page : 2 of 3
Rev No. : 6
Date : 25-Mar-21
RECORD OF REVISION Page : 3 of 3
Rev No. : 6
Date : 25-Mar-21
TABLE OF CONTENT Page : 1 of 2
TABLE OF CONTENT
10 Emergencies 3 14-Dec-18
Rev No. : 6
Date : 25-Mar-21
TABLE OF CONTENT Page : 2 of 2
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 1 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 2 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 3 of 26
Vegetable & Animal Oils & Fats: Derived from the seeds of plants and the fat
of animals or fish.
Acids & Inorganic Chemicals: Inorganic chemicals are those which are not
produced from living or once living organisms. Acids may be organic or
inorganic.
Responsibility (Overall and for Cargo Ops)
The Master is overall responsible for cargo operations and to ensure compliance
with the requirements of these instructions on board. The Chief Officer is the Cargo
Officer who shall deal with all matters relating to cargo operations
Training and drills
Training and drills will be carried out as per the Company’s requirements to ensure
that all possible scenarios relating to chemical spills, fire and other contingencies are
covered within a reasonable period of time to ensure that all crew are trained and
well versed with the requirements. Special emphasis shall be given to training on
Personal Protective equipment, especially its importance.
Exercises and drill should be held at regular interval in accordance with the SMPEP
and training and drill matrix.
To impress this fact upon all officers’, it is very important to involve all officers in the
entire cargo operation, which includes cargo planning, lining up and execution of the
plan.
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 4 of 26
1.2 DEFINITIONS
Acute Toxic Effect The effect on humans of a single exposure of short duration
to high concentrations of a toxic compound or toxic vapours
(see also Chronic Toxic Effect).
Alcohol Alcohol may be derived from hydrocarbons or produced by
fermentation
Alcohol Resistant A multi-purpose firefighting foam effective against many
Foam (Alcohol-type water soluble cargoes. This is the most commonly used type
foam) of firefighting foam on chemical tankers.
Anaesthesia A total loss of feeling and consciousness, or the loss of power
or feeling over a limited area of skin.
Antistatic additive Is the substance added to the to the petroleum product to
increase the electrical conductivity to a safe level above
50piscosiemens/metrepS/m to prevent accumulation of
static electricity
Anaesthetics Chemicals which produce anaesthesia.
Aqueous Indicating that the compound is in solution in water.
Aromatic cargoes Cargoes are a large class of organic compounds whose
molecular structure includes one or more planar rings of
atoms, usually but not always, six carbon atoms. Aromatic
cargoes are generally clear colourless liquids, characterised
by a distinct sweet odour. Prolonged exposure to their
vapours may cause a temporary loss of the sense of smell.
Asphyxia The condition arising when the blood is deprived of an
adequate supply of oxygen, so that loss of consciousness and
death may follow.
Asphyxiant A gas or vapour, which may or may not have toxic properties,
which when present in sufficient concentrations excludes
oxygen and leads to asphyxia.
Audit A method of checking that procedures (as written down) are
being followed, and that any amendments required have
been carried out to maintain a quality service.
Auto-ignition The lowest temperature to which a solid, liquid or gas
Temperature requires to be raised to cause self-sustaining combustion
(Autogenous Ignition without initiation by a spark or flame or other source of
Temperature; ignition (see also Flash Point).
Ignition
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 5 of 26
Temperature)
BCH Code The IMO Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk.
CDI Chemical Distribution Institute
Carcinogen A substance that may cause cancer by contact or inhalation
Certificate of Fitness A certificate issued by the flag administration confirming that
(COF) the structure, equipment, fittings, arrangements and
materials used in the construction of a chemical tanker are in
compliance with the relevant IMO Chemical Codes and
contains list of cargoes that the vessel is permitted to carry.
Such certification may be issued on behalf of the
administration by approved Class.
Chemical Absorption An instrument used for the detection of vapours, which
Detector (Gas works on the principal of a reaction between a vapour and a
Absorption chemical agent in the apparatus; either the vapour discolours
Detector) the agent or the agent dissolves some of the vapour.
Chronic Toxic Effect The cumulative effect on humans of prolonged exposures to
low concentrations of a toxic compound or toxic vapour, or of
intermittent exposures to higher concentrations (see also
Acute Toxic Effect).
Client The Company or individual to whom SMPL / SNPL is providing
a service (i.e. the Purchaser of the Service).
Clean ballast means the ballast in a tank which since oil was last carried
therein, has been so cleaned that effluent therefrom if it
were discharged from a ship which is stationary into clean
calm water on a clear day would not produce visible traces of
oil on the surface of the water or on adjoining shorelines or
cause a sludge or emulsion to be deposited beneath the
surface of the water or upon adjoining shorelines. If the
ballast is discharged through an oil discharge monitoring and
control system approved by the Administration, evidence
based on such a system to the effect that the oil content of
the effluent did not exceed 15 parts per million shall be
determinative that the ballast was clean, notwithstanding the
presence of visible traces.
Clingage means oil or cargo remaining on the walls of a pipe or on the
internal surfaces of tanks after the bulk of the oil / liquid
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 6 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 7 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 8 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 9 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 10 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 11 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 12 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 13 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 14 of 26
Accordingly, a Type I ship should survive the most severe standard of damage and its
cargo tanks should be located at the maximum prescribed distance inboard from the
shell plating.
1.3.2 CARGO CATEGORIES
For the purpose of the regulations of Annex II, noxious liquid substances shall be
divided into four categories as follows:
1. Category X: Noxious liquid substances which if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a major
hazard to either marine resources or human health and, therefore, justify the
prohibition of the discharge into the marine environment.
2. Category Y: Noxious liquid substances which, if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a hazard to
either marine resources or human health or cause harm to amenities or other
legitimate uses of the sea and therefore justify a limitation on the quality and
quantity of the discharge into the marine environment.
3. Category Z: Noxious liquid substances which if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a minor
hazard to either marine resources or human health and therefore justify less
stringent restrictions on the quality & quantity of the discharge into the
marine environment.
4. Other Substances: Substances indicated as OS (Other Substances) in the
pollution category column of Chapter 18 of the International Bulk Code which
have evaluated and found to fall outside category X, Y or Z as defined in
Regulation 6.1 of Annex II because they are, at present, considered to
present no harm to marine resources, human health, amenities or other
legimate uses of the sea when discharged into the sea from tank cleaning or
deballasting operations. The discharge of bilge or ballast water or other
residues or mixtures containing substances referred to as “Other Substances”
shall not be subject to any requirements of the Annex II
1.3.3 HAZARDS
Hazards of chemical cargoes covered by the Code include:
1. Fire hazard: Defined by flashpoint, explosive / flammability limits / range and
auto-ignition temperature of the chemical.
2. Health hazard: Defined by:
a) Corrosive effects on the skin in the liquid state; or
b) Acute toxic effect taking into account values of:
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 15 of 26
LD50 (oral): a dose which is lethal to 50% of the test subjects when
administered orally.
LD50 (skin): a dose which is lethal to 50% of the test subjects when
administered to the skin.
LD50: the concentration which is lethal by inhalation to 50% of the
test subjects.
c) Other Health effects such as carcinogenicity and sensitization.
3. Reactivity hazard: Defined by reactivity:
a) with water;
b) with air;
c) with other products; or
d) of the product itself (e.g. polymerization).
4. Marine pollution hazard: Defined by:
a) bioaccumulation;
b) lack of ready biodegradability;
c) acute toxicity to aquatic organisms;
d) chronic toxicity to aquatic organisms;
e) long-term human health effects; and
f) physical properties resulting in the product floating or sinking and so
adversely affecting marine life.
1.3.4 PIPING, PUMPING AND TANK ARRANGEMENTS
Cargo Tank Types
1. Integral Tank: A cargo-containment envelope which forms part of the ship’s
hull and may be stressed in the same manner and by the same loads which
stress the contiguous hull structure. An integral tank is essential to the
structural completeness of the ship’s hull.
2. Independent Tank: A cargo-containment envelope which is not a contiguous
part of the hull structure. An independent tank is built and installed so as to
eliminate whenever possible (or in any event, to minimize) its stressing a
result of stressing or motion of the adjacent hull structure. An independent
tank is not essential to the completeness of its ship’s hull.
3. Pressure Tank: Tanks having a design pressure greater than 0.07 MPa at the
top of the tank. These are normally used for the carriage of liquefied gases
and similar cargoes and are not common on chemical tankers.
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 16 of 26
4. Gravity Tank: Tanks having a design pressure not greater than 0.07 MPa at
the top of the tank. Gravity tanks can be integral or independent.
On chemical tankers cargo tanks are normally ‘Integral Gravity’ type.
Tank Arrangements
Cargo tanks are so arranged that they are separated from machinery, boiler spaces,
accommodation, service spaces, drinking water and stores for human consumption
by means of a cofferdam, void space, cargo pump-room, pump-room, empty tank,
fuel tank or other similar space except where otherwise excluded by the regulations.
Piping and pumping arrangements
The following piping and pumping arrangements are normally found:
1. Ring Main System: In this system each cargo tank does not have its own
pump. The cargo pumps are located in one or more pump rooms located
forward and or aft of the cargo tanks. A main line is provided for each cargo
pump and various tanks are connected to these lines by branch lines and
valves. The main lines are connected to each other by means of isolation
valves which permit each pump to discharge its own group of tanks or in case
of homogenous cargoes become a common system.
2. Individual Pumps: In this system each cargo tank is provided with its own
pump and independent piping system. The cargo pump is either located in a
pump room or in the case of submersible pumps is located inside the cargo
tank itself.
Gauging Systems
There are three types of gauging systems in use on chemical tankers. Types of
gauging for individual products are listed in chapter 17 of ‘IBC Code’.
1. Open gauging
In this method gauging is carried out by means of ullage tape through ullage
ports. There is no restriction / control on the emission of vapours. Open
gauging is not recommended.
2. Restricted gauging
This method entails the use of portable gauges such as ‘MMC’ tapes or other
similar system with use of vapour lock. The emission of vapours is restricted
and only minimal quantities of cargo vapours are emitted.
3. Closed gauging
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 17 of 26
This method involves the use of fixed gauging such as float gauges, radar /
ultrasonic gauging systems or specialized portable gauging systems
incorporating vapour locks and specially constructed portable gauging units
which totally preclude emission of any cargo vapours (used as back-up and
for cross check of ship’s fixed level gauge system).
High Level Alarms and Overflow Control systems
High level alarms are designed to give audio and visual indication visible throughout
the cargo area by use of sirens and flashing lights. These must be kept 'ON' during all
cargo operations.
When vessel is fitted with both High Level (95%) and High High alarms (98%), they
are so designed that the audio and visual alarms of one system are different from
the other and can be easily distinguished.
Cargo transfer operations shall be stopped at once in the event of:
a) Any alarm system failure.
b) As soon as an overfill alarm is activated.
Cargo transfer operation should not be resumed unless an investigation has been
completed and necessary corrective actions taken. Where necessary a ‘risk
assessment’ is to be carried out and express office permission obtained.
1.3.5 CARGO TANK VENTING AND VAPOUR RETURN SYSTEMS
Venting
Each cargo tank is provided with independent vent pipe.
The end of the vent pipe is fitted with a Pressure and vacuum (P/V) relief valve so
designed to operate when the pressure in the tank rises or falls above or below a
preset pressure
On many tankers the vent lines are fitted with High velocity vent valves. These high
velocity vent valves are designed to open only when the pressure in the tank has
reached a prescribed level. This results in the cargo vapours being emitted at a high
velocity directly upwards thereby minimizing vapour accumulation on deck, entering
accommodation, machinery spaces and control stations.
Additionally, some ships are fitted with purge pipes on vent stack or a separate
purge pipe to facilitate gas freeing.
Vapour Return Systems
In order to prevent the release of cargo vapours into the atmosphere many ports
and terminals require vessels to return the cargo vapour to shore during loading. For
this purpose,
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 18 of 26
ships are provided with a vapour return line between each P/V stack to both
manifolds. A connection is made at the manifold to the shore vapour return line
thereby providing a closed loop. This means that cargo is loaded through the loading
line and the vapours are returned to shore through the vapour return line.
This system is commonly referred to as ‘VECS’ - Vapour Emission Control System’.
The USCG has special requirements for this system including a system for automatic
monitoring of the pressure in the vapour return line providing alarms when pressure
is above or below pre-set levels.
It is not permitted to vent toxic cargoes to the atmosphere and are to be provided
with vapour return line to shore installation.
Vapour Connection
Connection of hoses intended for liquid transfer to manifold flanges of pipelines for
vapour transfer is prevented by a stud permanently fixed between two bolt holes in
the presentation flange of the ship’s vapour return manifold. The stud will fit into a
corresponding additional hole in the flange of the shore vapour hose. Vapour
connections should also be identified by painting and stenciling in a standard way
(see figure below).
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 19 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 20 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 21 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 22 of 26
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 23 of 26
An overflow line is fitted on the expansion tank which leads to the storage tank. An
overhead expansion tank is fitted and connected to the system. This compensates
for liquid expansion as well as keeps maintaining a positive head.
1.3.8 CARGO TANK SENSOR
Many vessels are fitted with pressure sensors with alarm facility for cargo tanks to
comply with the SOLAS Secondary venting requirements and/or to avoid over /
under pressurization of cargo tanks. It is important that the alarms are properly set
so as to provide the necessary alarms in good time. Same should be adjusted
depending upon whether vessel is carrying out:
1. Loading with vapour return.
2. Loading by venting to atmosphere through High Velocity Vents.
Guidance Note on Pressure Alarm Setting
Following tank pressure alarm settings shall be used by the vessel depending upon
the cargo transfer operation:
Tank Atmosphere High Pressure Settings Low Pressure Settings
Inerted Vessel 10% above the normal Above Zero (Tank should
actuation settings of never be allowed to fall
Pressure Valve below Zero)
Non Inerted Vessel 10% outside the normal
actuation settings of
Vacuum Valve
VRL (Inerted Vessel) Not more than 90% of the Not less than 100 mmWG
normal actuation settings or (0.144 PSI)
VRL (Non Inerted Vessel) of Pressure Valve Not less that lowest
Vacuum Valve setting
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 24 of 26
Mobile phones, pagers, camera’s which are not intrinsically safe, are not allowed to
be operated within hazardous areas.
VHF power should be changed to ‘Low Power’ just prior vessel’s berthing. When
alongside terminal or port areas where no hydrocarbon gases are likely to be
present, AIS should be switched to low power (1 Watt).
When alongside a terminal or port area where hydrocarbon gases may be present,
the AIS should be switched off unless prohibited by the Port authorities or by the
terminal. In such case the aerial should be isolated and AIS given a dummy load.
Use of Canister Masks / Organic Filters
Use of Canister masks is strictly prohibited onboard on all company operated vessels.
Immobilisation of Tanker at Berth
While a tanker is berthed at a terminal, its boiler, main engines, steering machinery
and other equipment essential for manoeuvring should normally be kept in a
condition that will permit the ship to be moved away from the berth in the event of
an emergency.
A terminal may allow some degree of immobilization of the propulsion plant whilst
the ship is alongside however written permission must be obtained before
commencing subject job and mentioned in ship shore safety check list.
Any unplanned condition that results in the loss of operational capability should be
immediately communicated to the terminal.
1.3.10 WARNING NOTICES
Permanent Notices
Permanent Notices should be placed on conspicuous places on board, indicating
where smoking and use of naked lights are prohibited and where ventilation is
necessary prior to entry
Temporary Notices
On arrival at a terminal notice board displaying the following warnings should be
posted at the access point to the vessel
WARNING
NO NAKED LIGHTS
NO SMOKING
NO UNAUTHORISED PERSON
TURN OFF MOBILE PHONES
NO USE OF CAMERAS
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 25 of 26
When toxic or hazardous cargoes are being handled, further notice is should be
prominently displayed stating the particular risk of the operation being conducted.
1.4 EMERGENCY RESPONSE
Various contingency scenarios that are possible on chemical tankers must be
regularly exercised through drills as per the company drill planner. During the drills
the crew should practice donning PPE so that they get accustomed to working while
wearing PPE especially with full gas tight suits. The emergency shower on cargo deck
should be operable in all conditions and should be continuously kept pressurized.
First aid and rescue equipment should be readily available on board the vessel at all
times. Crew should be trained in the use of rescue equipment.
In case contact has been made with the product due to a spill, misting through PV
valves or any other cause, the victim should be placed under the emergency shower
for considerable period of time. As far as possible the PPE must be left on till the PPE
has been completely decontaminated to prevent exposure to chemical while taking
off prior decontamination.
The victim should be further decontaminated before being taken into the vessel`s
accommodation spaces. Rescuers must be donned with appropriate level of PPE
prior rescue.
A chemical tanker shall also have onboard medical first-aid equipment, oxygen
resuscitator and antidotes for cargoes being carried. Where applicable the Antidote
should be readily available at the manifold and worksites during cargo operations
and also carried by personnel during High Risk Operations such as Cargo Sampling.
For toxic cargoes administer anti-dote only if confirmed exposure to toxic cargoes
has taken place.
Phenol and cyanide cargoes require antidotes of the cargo to be present on board
prior loading of cargo.
Please see details of EMERGENCY RESPONSE SERVICE as in the Emergency Chapter of
this manual.
Rev No. : 3
Chapter 01 Date : 25-Mar-21
INTRODUCTION & GENERAL TERMS Page : 26 of 26
Should there be any accidental exposure to toxic chemicals. The victim should be given
prompt medical attention. Guidance must be sought from CHEMTREC Refer Emergency
Contingency Procedures Manual Annex 3 for details.
Contaminated clothing and shoes cannot be decontaminated and must be removed from
the victim prior to being taken to the doctor. Double bag contaminated clothing and
personal belongings for disposal.
Transport to the nearest medical facility capable of dealing with exposure to Toxic
Chemicals for additional treatment. The victim must be decontaminated prior
transportation.
A chemical specific blood test must be carried out to ascertain the level of exposure.
If the vessel is at sea obtain radio medical advice. Any medical emergency cases involving
dangerous goods should be treated as per the “Medical First Aid Guide for Use in Accidents
Involving Dangerous Goods" (MFAG) published in the IMDG code.
Further the victim should be sent to a hospital which has the facilities and capability to
deal with exposure to Toxic Chemicals for a medical check as soon as possible when the
vessel arrives at port. The medical check-up should include a blood test / urine test as
appropriate to ascertain the level of exposure and if there are any long term effects from
the exposure.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 1 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 2 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 3 of 21
It may happen that vessel learns from terminal after arrival at berth that the
cargo quantity to be loaded is in excess or short of the nominated quantity.
Such matters should be referred to the Operator for instructions / guidance
keeping the company additionally advised.
The voyage order must be reviewed carefully for all information contained
therein especially cargo nomination quantities, properties of the cargoes,
intended discharge sequence, notices to be issued, any notification
procedures in the event of an emergency.
Notification to the Office
The following information from the Voyage orders must be notified to the Technical
/ Operations department following a review of the current voyage Charter Party /
Voyage Instructions on each occasion such instructions are issued and upon change
of command.
1. Quantity and grades of cargoes being loaded.
2. Charterer.
3. Vessel routing and if any restrictions are imposed.
4. Any specific requirements for MARPOL compliance in the area of trade (eg.
ECA, CARB etc).
5. Emergency notification procedures if any from the charterers.
6. Always provide the office with a copy of the voyage instructions.
7. Any specific cargo operational requirements identified (e.g. Blending, water
plug, etc).
8. Any other relevant matter.
2.2 CARGO INFORMATION
A ship will normally receive orders giving cargo details and destinations direct to the
vessel from the ‘Time Charterers’ or ‘Voyage Charterer’. It is important that Office is
immediately advised of the vessel’s destinations, nominated agents, cargo
nominations, etc. At the time of receipt of voyage orders, Master must also request
for Voyage Charterer’s Emergency contact details.
In the event of the vessel being issued with instructions which appear unacceptable
due to quantity, incompatibility, unacceptable trim or stresses, the Charterers and
Office must be immediately informed of the difficulties and suggested changes.
For each chemical listed in voyage orders, identification of the product and a review
of the carriage requirement shall be carried out to confirm the following:
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 4 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 5 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 6 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 7 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 8 of 21
USCG compatibility guide is the most commonly used compatibility guide. This
information is updated annually by the USCG and available in CFR 46 part 150.
Master must ensure that the current edition of this publication is available on board
the vessel at all times and should be referred to when planning stowage. The ship’s
officers should also be aware of the exceptions to the compatibility chart which are
detailed in the CFR.
To prevent accidental mixing, incompatible cargoes on the same vessel must be
carried out with extreme caution. The cargoes must be kept strictly separated from
each other throughout the handling and stowage system using two barriers between
them. This segregation must be applied to slops, draining in the drip tray on spill
containers, stowage in tanks and stowage of samples.
A Risk Assessment is to be carried out when a vessel loads two or more incompatible
cargoes.
The ship’s master shall ensure that the stowage of the reactive cargoes meets the
following requirements:
A. The containment system must separate the two incompatible cargoes by two
barriers such as formed by a:
(i) Cofferdam;
(ii) Empty tank;
(iii) Void space;
(iv) Cargo handling space;
(v) Tank containing a compatible cargo; or
(vi) Piping tunnel.
A. Isolation across a cruciform joint is equivalent to isolation by two barriers.
B. The containment system for the hazardous material must not have a piping
or venting system that connects to a containment system carrying a cargo
with which the hazardous material is incompatible. Any such piping or
venting system must have been separated from the containment system
carrying the incompatible cargo by:
(i) Removing a valve or spool piece and blanking off the exposed pipe ends,
or
(ii) Installing two spectacle flanges in series with a means of detecting
leakage into the pipe between the spectacle flanges.
For the purpose described above, two valve segregation is not acceptable as two
barriers.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 9 of 21
Case Study: Clipper Lund explosion, Source: Accident Investigation board Norway.
One crew member killed as a result of an explosion caused due to violent reaction
between Aniline and Nitric acid. Aniline was being transferred from the drip tray to
the storage tank through the drain line. Nitric acid was remaining in the drain valve
in the transfer line which reacted with the Aniline to cause an explosion.
2.7.2 OFFSET CORRUGATED BULKHEAD
While a cruciform boundary is considered an acceptable double barrier, an “OFFSET
CENTRELINE BULKHEAD” is not considered to provide suitable segregation.
On vessels fitted with offset corrugated centerline bulkhead, care shall be taken to
avoid loading of two non-compatible cargoes in the tanks wherein small section of
diagonally opposite tanks is shared with same bulkhead.
Below diagram provides necessary guidance.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 10 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 11 of 21
Note: Refer to Paragraph 15.16.2 of IBC Code for carriage of cargoes reactive with
water.
Compatibility and Tank Cargo History
While planning stowage of the cargoes, previous cargo history of the tank should be
reviewed. Certain cargoes especially in coated tanks can adversely affect the quality
of the subsequent cargoes. An example is Methanol cargo loaded after a cargo of
Styrene Monomer. In case of edible vegetable oils certain previous cargoes are not
acceptable for stowage, in some cases the previous “acceptable” cargo must be
loaded to a minimum level after history of an unacceptable cargo.
FOSFA considers last cargo as acceptable cargo when loaded more than 60% of the
tank volume. Efforts should always be made to load cargo more than 60% of the
tank. In cases when it becomes unavoidable, vessel must draw the attention of the
commercial operator and office of the situation and further proceed after all parties
have been duly notified.
Carriage of high specification chemicals after carriage of lube oils, vegetable oils or
petroleum products may entail extensive cleaning requirements. In all cases last
three cargoes should be declared to the load port through the agents in order to
obtain approval of the tanks prior vessels arrival in port.
Master in the process of planning cargo carriage must refer to the previous cargo to
identify the suitability of the tank for carriage of Edible products as requirements of
FOSFA. A list of acceptable and banned FOSFA cargo is available in the Annex 2 of
this manual.
Stowage Plan
The Chief Officer must prepare a stowage plan, which should be approved by the
Master. When planning cargo stowage, the flow charts on the following two pages
should be used to systematically review the various carriage considerations and
requirements.
First Stage
Checking suitability of stowing the proposed cargo: This involves checking cargo
compatibility with respect to the ship’s COF, IBC code, adjacent cargoes, cargo
history, cargo tank coatings, heat compatibility, etc.
Second Stage
Checking suitability of carrying the proposed cargo: This involves checking conditions
like sloshing, ambient weather conditions experienced during the voyage. Review of
stowage basis various conditions that may be experienced during the voyage.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 12 of 21
It should be noted that the cargoes are listed on the certificate of fitness with their
proper shipping names. If the cargo is listed on the vessel’s certificate of fitness, then
the vessel and its equipment is complying with IBC requirements for the carriage of
the said cargo. However this does not include compatibility with tank coating. The
suitability of carriage of this cargo should be verified against suitability list provided
by the coating manufacturer.
1st Stage
START
Review the intended loading / inform operator if all
options fail
Check the
Suitability list
No
between cargo
and coating
Yes
Yes
No
Heat Compatibility No
Yes
Cleanliness and
cargo loading history No
Of cargo tanks
Yes
If water reactive is
adequate segregation
possible
Yes
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 13 of 21
2nd Stage
START
To 1st Stage
Yes
Yes
Yes
Yes
General Conditions
such as draft, trim No
and stability
Yes
Yes
Longitudinal
strength
Yes
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 14 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 15 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 16 of 21
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 17 of 21
Tankers have a tendency to sag in the fully laden condition, and hog in the light
condition. If these tendencies are further aggravated by the unsatisfactory
distribution of cargo, bunkers or ballast, unnecessary stresses will be put on the
structure of the vessel. This effect is cumulative and if made a regular practice can
result in structural failure.
The bending and shear force moments should not normally exceed 85% of the
maximum permissible limits of the sea-going condition. During planning stages, if it is
expected that the stresses will exceed 85% of sea going, Chief Officer shall inform
master. Master shall obtain concurrence from office for same.
In order to reduce stresses to a minimum, weight distribution for various conditions
of loading are detailed in the manual and verified by computerized approved loading
computers.
Where a computerized calculation system is provided on vessel, the system should
be checked at least once every three months against the approved loading
conditions. During every cargo operation the vessel’s actual condition of drafts and
trim must be verified visually against the conditions on the loading computer at least
twice.
All tankers must comply with IMO conditions of intact stability through the voyage
and during cargo operations. This should be verified by systemic planning of the
cargo operations in port by evaluating various stages of cargo operation. Records of
the monitoring of stability condition should be maintained on the vessel.
Damage Stability Criteria
Damage stability calculations assess the survival capability of the vessel in case of
damage sustained in the loaded passage. The damage stability characteristics must
be understood and there must be evidence that the damage stability has been
assessed for the loaded voyages.
Some loading computers are incorporated with Damage Stability calculations so
these are easier to assess. Where the damage stability is to be calculated manually,
the procedure for this must be clearly understood. This procedure may involve
calculating KG under various conditions of damage given in the loading manual and
comparing this with the maximum allowable KG under the various loading
conditions. Master or Chief Officer as his nominated deputy must carry out
calculation for each loaded condition prior vessel is put to sea. He should also be
aware of the worst case scenarios of intact and damage stability. The vessel should
have records of damage stability calculations and these should be available for a
minimum of last three years.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 18 of 21
Stress Monitoring
During cargo / ballast operations, duty officer must monitor and record vessel’s
draft, stress and stability condition regularly and should be recorded in “OP-CHEM-
28 - Hourly loading / discharging rate log”.
This data should be compared with the cargo / ballast operation plan, to provide a
proactive warning of any unplanned or unobserved deviations from the plan, so that
appropriate corrective action can be taken.
Where an online gauging system is not fitted or in-operational, the duty officer must
regularly update the tank quantities and check stress and stability condition.
The duty officer shall control and supervise all routine aspects of monitoring tanks,
pumps and equipment in use as well as the general ship keeping requirements of
moorings, gangway, draught etc.
If the circumstances demand, he may regulate tank valves and pump controls in the
planned operation but under no circumstances shall he depart from the cargo plan
without approval from the Chief Officer or Master.
The duty officer should call the Chief Officer immediately if in doubt, any unforeseen
circumstance becomes apparent or an emergency arises.
In the event of an emergency all operations shall be stopped at once.
The duty officer shall record the events of the operations as they occur in the ‘Port
Log’ and maintain periodic records of all the parameters monitored.
Unstable conditions developing during cargo operations
Vessels that have large width tanks may be subject to reductions of intact stability
due to free surface. Although such vessels may meet IMO intact stability criteria
when in fully loaded or ballast conditions, they may be passing through an unstable
condition/situation when multiple tanks are slack during cargo or ballast transfer
operations, or in intermediate states of loading. Trim and stability manuals generally
deal only with arrival and departure conditions.
All officers should be aware of the stability problems may exist at intermediate
stages during cargo transfers if a vessel has either large width cargo tanks, “U” type
ballast tanks or double bottom tanks without watertight centre line bulkheads. A
Class approved loading instrument should be used to verify the intact stability at the
worst case condition (with all tanks slack and having maximun free surface) during
cargo plan preparation for each operation.
An unstable condition may occur as a result of uncontrolled and/or unknown filling
of a cargo and/or ballast tank during cargo operation. Such condition can be
considered to have occurred if the vessel suddenly develop a list to any side which is
not created by a planned transfer of cargo/ballast.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 19 of 21
In the unlikely event that the vessel should develop an unstable condition during
cargo operations, the Chief Officer shall immediately be notified and the duty officer
in charge shall take the following actions:
1. Immediately stop any cargo operation and close all tank valves.
2. Immediately stop any bunker operation and close all valves.
3. Immediately stop any ballast operation and close all tank valves.
4. Inform the Terminal and request immediate disconnection of any cargo
connections.
5. Inform the Engine Room and request all cargo equipment in stand-by.
6. Inform the Master
7. Inform Company for worst case
The Chief Officer shall as soon as possible gauge and record the level in every cargo,
ballast and bunker tank, including any tank or void space, which may have influence
on stability if they should have been accidentally filled or discharged.
The result of the tank gauging shall be compared with the Cargo Plan at the actual
(or believed) step of the operation.
If there is any severe discrepancy and/or there is an evidence that the levels in any
tank does not correspond with the Cargo Plan, immediate actions shall be taken to
restore stability.
Company shall ensure that appropriate instructions approved by Class and/or the
Flag administration is provided on board ships where the above criteria apply.
Actions to Restore Stability may include, but not be limited to the following
considerations:
1. No action to Restore Stability shall be initiated unless the cargo connections have
been disconnected.
2. Mooring stations shall be manned during the operation to restore stability.
3. It shall be noted that if the vessel is listing away from the berth and “hanging” in
the moorings, the moorings shall be secured and not slacked out. If the vessel is
listing towards the berth, the moorings should be tended just to pick up the slack
and maintained slack during restoring operation.
4. When the reason has been verified for the unstable condition, the Loadicator shall
be used to verify intended corrective actions and these shall be documented.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 20 of 21
5. If the Unstable Condition is due to excessive free surface in cargo and/or ballast
tanks, extreme caution must be observed when filling liquid in tanks in order to
upright the vessel. If the free surface effect is not reduced, the vessel is likely to tilt
to the opposite side, with even more list than before. Therefore, the free surface
effect should be reduced before trying to upright the vessel.
6. If the Unstable Condition is due to a severe difference in tank levels on opposite
sides of the vessels, this uneven distribution may be corrected by filling or reducing
the levels of the uneven tanks. The reason for the uneven distribution must be
ascertained, and it must be ensured that this will not recur during continued
operation.
ERS (Emergency Response Service) or ETAS (Emergency Technical Assistance
Service)
If the vessel is subscribed to ERS or ETAS, then in the case of an emergency, the ship
or the office should contact the ERS or ETAS emergency number as soon as possible
after the incident. Any Technical advice provided by them concerning transfer or off-
loading of cargo, fuel or ballast if necessary, as well as any necessary temporary
repairs should be considered as soon as possible in-order to respond to the
emergency as quickly and effectively.
2.10 CARGO QUANTITIES
The cargo quantities are planned by the Master and checked in relation to the
voyage orders with regard to:
Loading capacity (load calculation)
International Load Line Zones in trading area
Expected trim, heel, intact and damage stability
Sheer force and bending moment stresses during the various stages of
loading and discharging
Draft and passage limitations en route, canals and in ports of destination
2.11 CARGO EQUIPMENT DEFECTS:
It is the Master’s responsibility to inform the management office immediately
regarding any cargo equipment defects which might influence cargo stowage. This is
to prevent cargo commitments being made to which cannot be adhered to as a
consequence of these defects.
Rev No. : 4
Chapter 02 Date : 25-Mar-21
CARGO STOWAGE AND PLANNING Page : 21 of 21
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 1 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 2 of 44
3. Cargo pump capacity and pump manufacturer technical data including pump
performance curve for various speeds etc.
4. Flammability Composition diagram. Poster
5. Mimic diagram of cargo / tank cleaning / ballast / venting system / IG.
6. Cargo Compatibility Chart - Poster
7. Cargo hose resistance list.
8. PV valve pressure / vacuum settings and Cargo Tank Pressure Sensor Alarm
Settings Poster
9. Chief Officer’s Standing Orders.
10. Cargo Tank Inert Gas branch line Valve Status Board.
11. Placard for ‘Closed Sampling’.
12. Precaution in case of failure of Fixed Gauging System while handling static
accumulating cargoes.
13. Cargo line / Pumping diagram - Poster.
14. Vapour system piping diagram - Poster.
15. Ballast system pumping / piping diagram - Poster.
16. Any restrictions for ballasting / deballasting - Poster.
17. Cargo Pump operating procedure - Poster.
18. Plan with position of UTI ports, Overfill alarms and Radar gauges - Poster.
19. Damage stability – Shore based organization contact - Poster.
20. Pouch for Cargo MSDS / Dangerous cargo information - Poster.
21. Makers coating specification for cargo tanks - Poster.
22. Max loading / unloading / venting rates information chart - Poster.
23. Information chart for Max load density/restrictions in loading cargo tanks -
Poster.
24. 98% & 95% ullage chart for cargo tanks at even keel - Poster.
25. Cargo pump pumping characteristic diagram (specially parallel) - Poster
26. Dangers of Nitrogen - Poster.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 3 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 4 of 44
The main health hazards of the chemical cargoes are due to inhalation, ingestion or
skin contact. The personal protective equipment must provide adequate level of
protection in the event of exposure to the cargo. It has to be understood that any
form of exposure to the products must be avoided.
In making this assessment following considerations must be made:
1. Activities which are considered high risk.
2. Demarcation of Manifold and Work Areas.
3. PPE Level Requirements.
Maximum level of protection is required for High Risk Activities and / or High-Risk
Areas when handling Highly Toxic / Highly Corrosive cargoes and use of Level 3 PPE
would hence be necessary.
When handling chemicals which are less hazardous or working in areas which pose a
lesser risk, lower protection levels such as PPE Level 2 or PPE level 1 may be suitably
adopted.
Filter Mask: Use of Filter mask is strictly prohibited onboard the company vessel
Personal Protective Equipment (PPE) on Chemical Tankers
Protective equipment broadly consists of the following:
1. Chemical Resistant Shoes:
Provide moderate to high level of protection against most chemicals.
However, they may not be suitable for highly corrosive and toxic chemicals.
2. Chemical Resistant Gloves:
Provide moderate to high level of protection against most chemicals.
However, they may not be suitable for highly corrosive and toxic chemicals.
3. Chemical Resistant Goggles:
Provide Eye protection and are worn to protect against chemical splash.
However, they may not be suitable for highly corrosive and toxic chemicals.
4. Chemical Resistant Suits:
Provide moderate to high level of protection against most chemicals.
However, they may not be suitable for highly corrosive and toxic chemicals.
Material of the suit should be compatible with the chemical being handled.
These suits must be worn along with suitable rubber gloves, chemical
resistant boots, chemical goggles and hard hat. These form part of Level 2
PPE
5. Gas tight full body chemical suits:
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 5 of 44
Integral with hood, boots and gloves. Must be worn in conjunction with
SCBA. Material of these suits should be compatible with the product. They
provide the highest level of protection and are specifically developed for
protection against toxic, corrosive gases, and liquids. These form part of Level
3 PPE. The gas tight suits must be pressure tested once every year.
6. Self-Contained Breathing Apparatus (SCBA):
Chemical carriers are supplied with additional sets of SCBA sets as required
by IBC. These additional sets are usually known as IBC sets. They should be
distinctly identified and maintained ready for immediate use. These sets
should be used as necessary by personnel involved in cargo operations
involving hazardous chemicals and for firefighting. SCBA should be stored in a
place where it is easily accessible. Units should be located so as to be
available for emergencies in different parts of the ship. These sets should be
serviced annually by a competent person ashore.
7. Emergency Escape Breathing Apparatus (EEBD):
Ships certified for the carriage of certain cargoes listed in IBC Code are
required to be provided with respiratory and eye protection sufficient for
every person on board for emergency escape capable of air supply for 15
minutes. This equipment is for emergency escape only and must not be used
for any other purposes.
PPE LEVEL 1 Overalls, Safety Shoes, Chemical Resistant Gloves, Goggles,
Helmet & Personal Gas Detector
PPE LEVEL 2 Chemical Protective Suit, Chemical Resistant Gloves/
Goggles/ Shoes, Helmet & Personal Gas Detector
1. Use 'Acid Hood' in lieu of goggles while handling
corrosive cargoes.
2. Respiratory protection such as 'ELSA' shall be kept
readily available while handling toxic cargoes.
PPE LEVEL 3 Chemical Protective Suit with respiratory equipment,
Chemical Resistant Gloves/ Goggles/ Shoes. Helmet and
Personal Gas Detector
Required to be worn by crew members involved in 'Critical
Phases' of cargo operations while handling toxic cargoes.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 6 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 7 of 44
4. Crew members must comply with the appropriate PPE level as identified in
the "OP-CHEM-01 Cargo transfer and Tank cleaning plan."
5. When handling multiple parcels at the same time, the most severe applicable
PPE Level must be used.
6. The crew member should remove chemical resistant PPE prior entering
accommodation, and these should be decontaminated and washed with
Fresh water after each use and dried properly prior stowing.
7. Records of decontamination must be maintained on board.
PPE Level Requirements
Highly Corrosive and / or Highly Toxic Cargoes
Examples: Sulphuric Acid, Nitric Acid, Hydrochloric Acid, Phenol, Acrylonitrile,
Toluene Di-Isocyanate (TDI) Etc.
Operation Level 1 Level 2 Level 3
Working at the Manifolds including line clearing, x
connection / disconnection
Monitoring the manifold including operating valves / x
reading manifold pressure.
Gauging / Sampling / Stripping x
Opening any part of the cargo containment system x
(tank hatches, drains, etc.)
Tank Cleaning with Portable Machines x
Purging cargo pump cofferdams / Blowing through x
heating coils.
Any other task/ location where the risk of exposure x
has been deemed to exist.
Spill response x
Deck watch when Vapour Return is provided. x
Deck watch when Vapour Return is not provided. x
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 8 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 9 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 10 of 44
Cargo Sequence
Cargo Quality
Loading / Discharges Rates
Ship or Shore Stop
Standby time
Signals and Communications
Emergency Procedures
Line Blowing / Pigging Arrangements
1. Any referenced procedures / agreements should be made in writing in
remarks column of the ‘Ship-Shore Safety Checklist’ which may also be
recorded in any other mutually acceptable form in addition. In either case,
both parties must sign all such referenced procedures/agreements prior
commencing the cargo operation.
2. Additionally, confirm the following with the Cargo Surveyor:
a) Correct cargo name, nominated quantity
b) Shore tank temperature
c) Sampling requirement
d) Tank inspection requirement
3. Cargo calculation method, API / SG / Correction factor and tables
4. In case cargo heating or padding is required, obtain written instructions.
Cargo Operations should not commence until Chief Officer and the Officer on Watch
(OOW) have ensured that pre-transfer checks have been completed.
Transfer Precautions
Checks Prior Transfer
Checks as per “Section 2” of the Company Checklist “OP-CHEM-04 - Cargo Transfer
Checklist” must be carried out.
Checks During Transfer
Checks as per “Section 3” of the Company Checklist “OP-CHEM-04 - Cargo Transfer
Checklist” must be carried out
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 11 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 12 of 44
Vessels shall comply with “Closed Loading Procedures” during Loading and
Discharging operations for all cargoes.
“Open Loading” of cargoes other than Toxic or Flammable cargoes is only permitted
under special circumstances if required due to unavoidable and valid reasons.
Master can only permit this if allowed by terminal or port regulations AND after
carrying out Risk Assessment and obtaining explicit permission from Office.
For solidifying cargoes which involve manual squeezing/sweeping, various tank
opening such as tank dome, tank cleaning hatch required to be opened to facilitate
ventilation for subsequent man entry.
The level at which the tank openings should be opened for ventilation, shall be at
master’s discretion based on the historical data on time taken for ventilation and
capacity of fixed or portable blowers being used.
However, no tank opening shall be opened before the level of cargo in the tank falls
below 75% of tank volume.
Closed Loading Without Vapour Return
1. Confirm all openings of tanks and purge pipes are closed.
2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is
not provided with a fixed pressure sensing system.
3. Set cargo tank pressure alarms (Reference Section 1.38).
4. The loading should commence only after the Chief Officer has verified the
cargo line up.
5. Monitor cargo level by closed gauging systems. (Fixed / Portable)
6. Use of sighting ports.
7. The duty officer should monitor tank pressure regularly.
8. Upon completion of loading, secure cargo line valves.
9. Disconnect cargo hoses.
Closed Loading with Vapour Return
1. Confirm all openings of tanks are closed.
2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is
not provided with a fixed pressure sensing system.
3. The loading should commence only after the Chief Officer has verified the
cargo and the vapour return line up.
4. Set cargo tank pressure alarms & VECS alarm (Reference Section 1.3.8).
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 13 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 14 of 44
Where remote level gauges must be used for gauging to comply with IBC code
requirement. It is necessary to ensure that remote level gauges are compared with
portable level gauging devices for accuracy. To minimize errors in measurements the
following points should be noted:
1. Obtain and record Vessel's draught, trim and list taken immediately before
commencement of cargo measurement.
2. As far as possible the vessel should be upright and even keel at completion of
loading.
3. Drain hoses or loading arms, and deck lines into tanks.
4. Ullages of all cargo tanks recorded accurately to 0.5 cm. Care must be taken
to ensure the correct ullage datum is being used and that, if there is
movement on the surface of the cargo, a true mean ullage is obtained.
5. When applicable suitable ‘float corrections’ must be applied in the cargo
calculations.
6. Verify Reference ullages with empty tanks and markings at each tank.
7. Determine and record the cargo temperature in each tank at least three
levels top, middle and bottom with an accuracy of about 0.5 Deg C.
8. Ascertain whether quoted as a density in air or in vacuum. In the chemical
trade the density is given in air with coefficient of thermal expansion.
9. The measured ullages must be corrected for ship's trim and list in accordance
with the ship’s ullage tables before extracting the gross quantity for
calculation;
10. Corrections as applicable for the UTI being used must also be considered.
11. All results must be recorded on ullage report.
12. The times of sampling and final ullaging must be recorded in the time sheet.
Any ship shore difference of quantity must be addressed as per Annex II of this
manual
Portable Gauge Operating Procedures
1. Before use, confirm the gauging tape and gauging station are cleaned.
2. Remove plug from the standpipe.
3. Fit portable gauge on vapour lock.
4. Operate as per maker’s instructions.
5. Compare readings of Portable gauge with Fixed gauge at frequent intervals.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 15 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 16 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 17 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 18 of 44
Cargo valves shall be operated by the duty ratings and cross checked by the Duty
Officer or other responsible person designated by the Chief Officer.
Following are general guidelines to be kept in mind:
a) Keeping Valves Closed: All cargo system valves, ballast and vent valves when
not in use must be kept closed.
Operation of the valve: All cargo system valves and drains should be checked
and must be kept closed immediately after cargo sampling and valves must
be checked physically and visually by a responsible person.
Before resuming the cargo operation after any stoppage, reverification of
line-up including status of cargo valves if closed for idle tanks should be
checked by a responsible person.
b) Manifold Valve: Manifold valve must be opened last – just before the transfer
begins. If the transfer is stopped, even for a short while, the manifold valve
must be closed. Manifold should be monitored throughout cargo operations.
c) When handling Highly Toxic / Highly Corrosive cargoes, the person
monitoring the manifold should stand at a safe distance to minimise risk of
exposure to cargo.
d) Changing Tanks: When changing tanks, the valve for the next tank must be
opened before closing the valve of the tank to be shut off.
e) “Walking Back” Fully Opened Valves: When a valve is opened fully, it should
be “walked back” about one turn to prevent it from jamming open.
f) Stopping Transfer: Flow of cargo into the vessel must be stopped by shore
valves. Flow of cargo or ballast out of the vessel must be stopped by vessel
valves.
g) Close & Open valves slowly to avoid pressure surge in pipelines.
Common Line Handling
1. Common line is useful for handling cargoes of the same grade instead of
connecting jumpers on the manifold.
2. It minimizes the risk of cargo leakage from connections or cargo hoses and
improves safety of cargo operation.
3. It improves the cargo transfer rate and simplifies cargo handling.
4. Vessel should as far as possible use common line for discharging Toxic /
Corrosive cargoes.
5. At some terminals cargo transfer by flexible hoses is not allowed. Under such
circumstances, vessel MUST use common line.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 19 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 20 of 44
Overfill Protection
High level and over fill alarms should be tested prior every cargo transfer operation.
These should be kept operational for cargo transfer operations. The crew on deck
should be familiar with these alarms and must notify the CCR in case of activation.
The activation of these alarms should be anticipated, and immediate investigation
must be carried out to find the reasons for activation. If additional time is required to
continue the investigation, then the transfer operation must be stopped. Under no
circumstances should the activation of high level or overfill alarm be ignored. The
high level or over fill alarms must not be bypassed. Master and Chief Officer should
leave explicit instructions in the cargo operation plan about action to be taken in
case of inadvertent or unexpected activation of high level or over fill alarms.
3.3 SECONDARY MEANS OF PRESSURE / VACUUM RELIEF
Secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall
be provided to prevent over-pressure or under-pressure of the tanks in the event of
failure of the primary venting arrangements during loading, ballasting and
discharging. Secondary venting may also be provided by the use of pressure sensors
fitted in each tank to monitor the pressures in the tank atmosphere. The pressure
sensors must provide visual indication of tank pressure and must be fitted with an
audio-visual alarm in the cargo control room. In order to prevent inadvertent
operation, there shall be a clear visual indication of the operational status of the
inert gas valves.
Following pressure alarm settings are recommended for the vessel fitted with
pressure sensors in each tank and having an audio-visual indication in the CCR.
Following is the recommended pressure alarm settings for individual tank sensors.
While operating in inerted mode
The high-pressure alarm should be set at 10% higher than the normal opening
pressure of the PV valve.
Low pressure alarm: +100 mm WG.
While operating Vapour return mode
Individual tank pressure alarms The high pressure alarm should be set at 10% lower
than the normal opening pressure of the PV valve.
Low pressure alarm: +100 mm WG.
Additionally as per CFR 46.39.13-20 requires that the vessel fitted with Vapour
collection system should be provided with a sensor in the main vapour collection line
to monitor the pressure within the vapour transfer line. In order to prevent release
of the vapour into the atmosphere during a transfer the alarm for the main line
pressure must be set as given below.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 21 of 44
High pressure alarm should be set at 10% below the normal operating pressure of
the PV valves.
If tanks are inerted the low pressure alarm must be set such as to prevent vacuum in
the tank recommended value for setting is at 0.144 psig (101mm WG) if the tanks
are non inerted then the low pressure must be set at the lowest value at which the
vacuum valves normally operate.
Non Inerted tanks
High- and low-pressure alarms should be set at 10 % outside the normal opening
pressure of the pressure and vacuum valves, i.e. 10% above the opening pressure of
the pressure valve and 10% below the opening pressure of the vacuum valve.
The alarm setting may only changed with master’s permission and any change
should be notified all concerned personnel. Prior every cargo operation the pressure
alarm settings must be inspected, verified for a suitable value and recorded suitably
as per management of change process.
3.4 CONNECTION / DISCONNECTION OF SHORE HOSES AND ARMS
Usually, shore hose connection / disconnection is done by the terminal. The vessel
must have sufficient crew members to perform shore hose connection /
disconnection if required.
A responsible vessel officer must supervise any connecting or disconnecting of cargo
hoses and loading arms.
The officer must ensure that:
1. Personnel engaged in connection of cargo hoses are wearing the PPE Level
applicable for the cargo being handled.
2. The hose or loading arm is in good condition, free from any cargo residues
and long enough to allow for vessel movement due to tide and changes in
draft or trim.
3. Hose is suspended with saddles or straps so that the bend radius is never less
than 12 times the hose diameter.
4. Falls or slings which support the hose, are made fast to a bit or cleat, never a
gypsy head.
5. Sufficient numbers of reducers, gaskets, nut / bolts must be kept readily
available on board for manifold connection.
6. All bolts are used for flanged connections. Only one gasket should be used
each time the connection is made.
7. All bolts must have at least 3threads visible after the nut is fully tightened.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 22 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 23 of 44
When draining is complete and before hoses or arms are disconnected, ships
manifold valves and shore valves should be shut and the drain cocks at the vessel’s
manifold should be opened to drain in to fixed drain tanks or portable drip trays
(except for toxic / incompatible cargoes). Cargo manifolds and arms or hoses should
be securely blanked after being disconnected and prior lowering to the terminal. The
contents of portable or fixed drip trays should be transferred to a slop tank or other
safe receptacle and later disposed in accordance with applicable MARPOL
requirement with relevant entry in ‘Cargo Record Book’ under Code ‘K’.
Precautions when Tanks are Close to 98% Full
When lines are being drained into a tank which is close to 98% full extra care should
be exercised to ensure that overflow does not take place. In particular following
precautions should be taken:
1. Confirm the quantity that is contained in the line and ascertain that tank has
sufficient ullage to take the quantity without reaching 98%.
2. Man, standby at manifold to close the valve if required.
3. An officer monitoring the High Level / Overfill Alarm and Remote Ullages.
4. Proper communication between ship / shore.
5. Draining should be done under gravity as far as possible to avoid excessive
pressure / volume.
6. This operation should not be done when carrying out other critical operations
such as topping off tanks, stripping, connection / disconnection, etc.
Note: If vessel does not have sufficient ullage to safely take the drained quantity,
then lines should be blown back to shore.
Procedure for Clearing of Shore Hoses And Ship’s Cargo Pipe Lines
Effective clearing of lines after transfer of cargo is an essential process. Lines if
cleared effectively this will prevent cases of loss of primary containment, subsequent
contamination of the cargo remaining in the lines, Freezing of line for solidifying
cargoes and damage of valves, seat and pipelines due to expansion or contraction of
cargo remaining in the line post cargo transfer. Clearing of lines can be carried out
with the use of Compressed air or Nitrogen. The operation should be controlled and
supervised by a responsible officer.
While Compressed air is suitable and easily available on board the vessel however it
is not a suitable medium to clear lines while handling flammable products and
products which are padded with nitrogen for quality reasons and products which are
sensitive to oxygen.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 24 of 44
In any case whenever compressed air or Nitrogen is used for line clearing the
following precautions should be strictly observed in order to avoid the possible
creation of a hazardous static electrical charge or mechanical damage to tanks and
equipment:
1. The procedure to be adopted must be agreed between ship and terminal.
2. There must be adequate ullage in the reception tank. There is a risk of over
flow and over pressurization when Nitrogen or compressed air is blown into a
loaded tank.
3. To ensure that the amount of compressed air or nitrogen is kept to a
minimum, the operation must be stopped soon as the line has been cleared.
4. The line clearing operation must be supervised by a responsible deck officer.
The tank pressure should be continuously monitored. The nitrogen when
received from sources ashore, this may be supplied at excessive rates. The
flow must be strictly controlled to prevent overflow and over pressurization
of the tanks.
5. Shore hose and ship’s manifold must be blanked soon after disconnection
after the transfer operation.
3.5 LINE BLOWING
This operation is carried out while the tanks and lines are empty to verify that the
lines are free of water and debris after tank cleaning and gas freeing. On some
occasions this operation is carried out using live steam to dry out and clean the line.
1. Care should be taken while line blowing with air, nitrogen or steam since it
may cause excessive tank pressure and hence tank openings are to be kept
open.
2. Lines are first blown out on deck through the drain pipe before it is blown
into the tank.
3. All concerned persons should wear appropriate PPE.
4. The supply line should be crack opened and checked for pressure. For ships
fitted with compressed air / nitrogen reservoir, drain the condensate and
confirm the availability of adequate pressure in the reservoir tank.
5. One person should standby at tank valves and another person should control
supply inlet near manifold.
6. Line blowing should be carried out in a way that tanks and lines to be blown
are carried out one by one.
7. Secure all valves after completion of line blowing.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 25 of 44
Refer to Appendix 2 for guidelines on Line blowing procedures to be used for various
conditions.
Procedures for Line Blow Through Operation (With Pig)
When carrying out Line blow through operation with pig, in addition to all
precautions described in above section, the following precautions are to be
followed:
A. The system should be designed so that the pig seals in the line during the
operation and in the trap once the operation is complete. A restrictive orifice
sized to cargo venting capacity may also be used. Sensors and alarms may be
installed to detect ‘blow by’ and pig disintegration. Sight glasses and operator
monitoring personnel improve the ability of detecting problems in line
clearing operations. Procedures must be in place to ensure the correct pig
(type and size) is used.
B. The pig should be introduced at the pig launcher. Care must be taken to
ensure that the pig is properly positioned in the launcher. The pressure
should be equalized between the line and the pig launcher.
C. The vessel should open its manifold valve part way. Compressed gas should
be introduced into the launcher, behind the pig, to begin moving the pig
through the line. Personnel should monitor the flow of cargo and the
movement of the pig throughout the operation and communicate this
information to each other. Once the pig enters the pig trap, the shore valve
and vessel manifold valve should be closed immediately. The line and hoses
from shore to vessel manifold should then be cleared directly as described
previously.
3.6 SHIP TO SHIP (STS) TRANSFER OPERATION
Ship to Ship transfer’ is to be carried out in accordance with approved ‘STS Plan’ of
the ship.
Refer to “STS Transfer Checklist” for associated precautions.
In addition, below is a guideline for Chemical tankers engaged in ship to ship
transfer.
The ship to ship (STS) transfer of cargoes carried on chemical tankers is a frequent
operation. The guidance covers cargo transfer operations in open waters and
roadsteads, either between two chemical carriers, or between a chemical carrier and
barges. It is not intended to cover discharge to a barge from a chemical carrier
already at a terminal, because that is considered to be normal cargo handling under
the supervision and control of the port or terminal authorities.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 26 of 44
Below guide provides advice about special equipment necessary, and preparation of
contingency plans for dealing with emergencies. In general, observance of the
procedures followed when handling cargo alongside a terminal will ensure safe ship
to ship transfers. However, an important additional task is careful pre-planning of
the operation, noting instances where shore provision of materials or labour for
handling equipment is normal terminal practice, and identifying on board or external
sources of material or personnel to perform those duties during the ship to ship
operation.
Responsibility
In general, it is the responsibility of the ships' operators and agents to obtain any
permission necessary for a ship to ship transfer operation, especially if the transfer
area is within the jurisdiction of a port authority.
The general principles of a transfer, the area in which the transfer will take place,
and the compatibility of the ships should follow the advice in the STS Guide, with
safety always the primary consideration.
Ship operators or the local agent should advise a master about documentation
requirements, especially customs documentation, well in advance of the transfer. It
is normal for the quantity transferred to be agreed between masters of both ships in
accordance with operator's instructions.
When preparing for a ship to ship transfer the two masters involved should agree at
the earliest opportunity on every aspect of the transfer procedure, and agree which
person will be in overall advisory control of the operation (this may be one of them
or an experienced STS superintendent). At all times, however, each master will
remain fully responsible for the safety of his own ship, its crew and its cargo, and
must not permit safety to be jeopardised.
Communications
The STS Guide gives advice on establishing communications at the earliest
opportunity and provides an example of an initial voyage instruction. Satisfactory
communication between the two ships involved is an essential requirement for a
successful ship to ship transfer operation. Neither approach and mooring, nor
unmooring, should be attempted until satisfactory communications are established,
and if during cargo operations there is a breakdown of communications on either
ship, all operations should be suspended until they are satisfactorily restored.
Navigational warnings
The person with overall advisory control should arrange for broadcast of a
navigational warning about the transfer, as described in the STS Guide, and should
arrange for its cancellation on completion of the operation.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 27 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 28 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 29 of 44
Ship to ship transfer using vapour emission control systems - chemical tankers
procedure
Vapour Balancing
Before carrying ship to ship transfer operation using VEC systems reference is to be
made to the operational guidelines contained within ISGOTT, ICS Chemical Tanker
Safety Guide and other applicable reference publications.
The technique is properly described as Vapour Balancing Use of Inert Gas for oxygen
dependent inhibited cargoes may be dangerous (e.g. Styrene Monomer). IBC code
requirements for specific cargoes to complied with. The vessels VECS manual
requirements are to be complied with.
Before commencing transfer the following operational precautions must be
complied with as a minimum for inerted tanks and non inerted tanks as applicable.
At least one of the vessels must be able to permanently monitor the oxygen
content of the vapour stream. The sample point must be close to the
manifold and audible and visual alarms are to be available should the oxygen
content exceed the agreed value.
The oxygen content of all tanks in the common system is to be maintained at
a level no higher than the agreed value.
The vapour transfer hose is to be purged of air using inert gas or nitrogen
until the oxygen content is below the agreed value before transfer
commences.
Vapour manifold valves are not to be opened until the receiving vessel
system pressure exceeds that of the discharging vessel system pressure.
During the Cargo Transfer:
For inerted system, operations are to be terminated, if the oxygen content of
the vapour stream exceeds the agreed value. Operations are not to be
resumed until the oxygen content in the receiving ship has been reduced
below the agreed value.
There is to be frequent monitoring of both ship’s IG pressures with cross
comparison on a regular basis and at least hourly. Transfer volumes are to be
compared on the same basis.
No air is permitted to enter the tanks of the discharging ship at any time
The guide lines contained in the OCIMF Ship to Ship Transfer Guide
(Petroleum) and ICS Chemical Tanker Safety Guide Ch 5.14 shall be complied
shall be adhered to for the STS operation.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 30 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 31 of 44
3.8 HANDLING PROCEDURE FOR CARRIAGE OF SPECIFIC CARGOES WITHOUT THE USE
OF INERT GAS
When carriage requirements require cargoes to be loaded, carried, and discharged in
non-inert tanks due to the possibility of contamination from IG, the Master shall
contact vessel’s Marine superintendent /DPA/ Manager for guidance on safe
carriage. The guidance shall be based upon risk assessment, current industry
guidance and discussions with vessel’s charterers.
3.9 LOADING RATES
The loading rate should always be agreed during the Ship-Shore Safety Meeting
based upon the vessel type, pipeline’s diameter, number and specific grades being
handled, Static Electricity hazards, venting capacity and P&A manual. The vessel
should always request the optimum rate that it could safely handle and issue a letter
of protest if such rate is not supplied.
Cargo Loading Procedures and Precautions
The procedures and precautions for the cargo loading operation are to be
documented in the “OP-CHEM 01 Cargo operation and Tank cleaning plan.
Pressure Loading
Loading Overall (Splash Filling / Free Fall Loading)
Start of Flow
1. The manifold area should be monitored during the entire transfer operation.
2. Ship staff must collect samples of the first flow prior the ship’s manifold valve
is opened. Only if satisfied with the quality of the product should it be
allowed to enter.
3. Loading should start at a slow rate.
4. The Chief Officer should check all tanks including empty ones to ensure that
cargo is entering into the correct tanks properly and that there is no leakage
from the lines, into pump rooms, cofferdam or onto the sea.
5. Thereafter regular checks must be made to ensure that the cargo system is
free of leaks until completion of the entire operation.
6. When all checks have been made and the operation is found to be in order,
the loading rate may be increased gradually to the agreed maximum, taking
into account the following:
a) Working pressure of ship’s lines and hoses being used.
b) Capacity of vapours or vent lines.
c) Capacity and the required ullage in cargo tanks.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 32 of 44
d) Nature of Cargo.
Control of Flow
When loading two or more tanks simultaneously with the same grade of cargo, the
following should be practised:
1. The flow of cargo to tanks must be controlled by the tank delivery valve, or
manifold valves of specific tanks, whichever is applicable (unless loading
overall).
2. Such valves must not be closed completely or rapidly unless another tank is
open to receive the flow. Shore personnel must be instructed to slow the
loading rate as per the agreement when finally topping off tanks.
If the high level alarms are activated at an unexpected time, the loading operation
must be stopped and the matter should be investigated and corrected prior
resumption of loading operation.
Loading rate into the tank must be reduced prior topping off. Tanks where loading
has been completed should be isolated from others by two (2) valve segregation. On
completion of loading the cargo, the flow must be stopped on shore and not by
shutting vessel's valves.
Progress of Loading
The Chief Officer and the officer on watch must always be vigilant whether the
loading operation is progressing in a smooth, safe, secure and efficient manner and
carry out the following:
1. Ullages, tank temperatures and tank pressure, transfer rate must be
continuously monitored and recorded.
2. The quantity obtained by measurements using fixed level gauges should be
cross-checked at regular intervals using portable means like UTI tapes and
recorded.
3. Loaded quantity, loading rate and estimated time of completion of loading
should be calculated and recorded.
4. If there is a large discrepancy in loading rates from those calculated at the
previous periodical measurement or the loading plan, the officer on watch
should enquire about the reasons from the responsible person on the shore /
barge and inform the chief officer and master accordingly.
5. Ship shore quantity should be compared at regular intervals. Should a
difference exceeding 2% be observed, the chief officer should be notified.
The difference must be investigated, and the terminal notified. If the
difference exceeds 5%, loading must be stopped at once and chief officer
should be informed.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 33 of 44
6. The officer on watch should keep periodical contact with the shore or barge
representative as well as crew members in charge of the manifold or engine
room.
7. The stop ullages must be recalculated closer to completion with the current
temperature of the cargo.
8. Stress and stability must be calculated at regular intervals and compared with
the cargo operation plan. Any significant variation must be brought to the
knowledge of Chief Officer.
9. Chief Officer must present himself in the CCR during any critical stages of
transfer. Critical stages are usually Starting / Stopping cargo, topping off, Line
clearing, Nitrogen Purging / Padding Etc. If Chief Officer is unable to be
present due to rest hours or other requirements, Master shall be present in
lieu.
10. During loading operations any delays or stoppages must be immediately
notified to the chief officer and the master.
11. Duty officer must immediately notify Chief Officer or Master, if he cannot
understand any instructions from shore due to language barriers or lack of
clarity.
Topping off Procedures
The following points are to be considered during “topping off”:
1. The pre-loading meeting must include written agreement on the
arrangements and notice required for "topping-off". The number of valves to
be closed during "topping-off" should be kept to a minimum.
2. Communications - both internal & external are verified to be in order.
Terminal must be advised prior tanks are topped off.
3. When required, additional personnel must be mobilized prior the topping
operations.
4. The loading rate should be reduced to a safe level as per the initial
agreement. This will require a request to the shore to reduce the rate and
shall take into account time required to effect such reduction. Ship tank
valves should not be used to reduce the rate as this can lead to pressure
surges or excessive pressure in the system.
5. Attention should be paid to any activation of the high level alarms during
topping off. Tanks must be topped off to a stage where overfill alarms are not
activated. So that any inadvertent increase in level can be detected.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 34 of 44
6. Remote level gauges should be used for static accumulator cargoes. Where
permitted in case of non-static accumulator cargoes portable UTI / MMC
ullage gauges should be used for "topping-off". For static accumulator
cargoes adequate relaxation time should be allowed prior use of portable
devices.
7. The proper functioning of level gauges should be verified from time to time
during the operation.
8. Where fitted sighting ports should also be used effectively in addition to UTI /
MMC ullage gauges.
9. When handling toxic cargoes if the UTIs available on board are not certified
for closed use, then remote gauging alone must be used for monitoring the
level of the tank.
10. The vessel is kept upright as far as possible during topping operations and
thereafter until completion of loading.
11. Tanks not being loaded and tanks which have already been loaded must be
frequently checked for any change in level.
12. The final stages of tank filling should be well staggered to allow one tank to
be “topped-off" at any one time. After "topping-off" individual tanks, master
valves should be shut, where possible, to provide two valve separation.
13. One tank in each grade should always be kept slack as a "Dump tank". If a
valve failure or major leak is experienced, such that a tank being "topped-off"
cannot be closed off, the availability of a "crash tank" will provide space to
divert the flow during an emergency reduction in rate or complete stoppage.
The "Dump tank" would always be the last tank to be loaded.
14. On completion of loading, the flow must be stopped on shore and not by
shutting vessel’s valves. All the vessel’s valves must be shut thereafter.
Cargo Calculation
A. After completion of loading, all efforts should be made to determine cargo
quantity as accurately as possible.
B. If practicable, cargo temperatures must be obtained from at least two levels.
When the gauging has been done in stream or in unprotected waters where,
due to wave action the vessel had not been steady, suitable remarks should
be inserted in the ‘Ullage sheets’ and/or ‘Statement of Facts’.
C. The vessel’s final figures should be compared against final shore figure or ‘Bill
of Lading’ figure.
D. The Master MUST issue ‘Letter of Protest’ if there is difference between
these figures.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 35 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 36 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 37 of 44
9. Maintain positive pressure and oxygen content in the tank as stated in the
inhibitor certificate after completion of the task.
3.10 DISCHARGING
Discharging Procedures and Precautions
Procedures and precautions to be followed during discharging are to be documented
in the “OP-CHEM-O1 Cargo Operation & Tank cleaning Plan”.
Emergency Stops
All Deck Officers and ratings must be fully conversant with the procedures for
stopping cargo pumps in an emergency. Such devices should be regularly tested and
records of same maintained. The terminal regulations / procedures for Emergency
Stop Device (ESD) must be discussed and clearly explained to all concerned crew
members prior commencing cargo transfer operation. In case of an Emergency if
cargo operations are required to be stopped then crew members should do so
promptly.
An emergency signal should be agreed during the pre-transfer agreement between
the Ship and the Terminal. In case the signal is initiated at any point of time during
the operation, cargo operations should be immediately stopped.
Discharge Pressure Restrictions
Any discharging restriction placed by the terminal must be included in ‘Ship Shore
Safety Checklist’ and a suitable ‘Letter of Protest’ should be issued to the terminal
for ‘SLOW DISCHARGING’ to avoid future disputes with charterers.
When discharge pressure limitations are imposed, on no account should the
discharge pressure exceed the maximum stated by the shore, otherwise bursting of
the hoses may result. Pumping log indicating the hourly discharge rate and manifold
pressure should be filled for every grade and port, such logs should be endorsed by
loading master or terminal representative.
Ullaging / Sampling Prior to Discharge
Before commencing discharge of cargo, the cargo surveyor together with the Chief
Officer will check the ullages of the tanks to be discharged to calculate cargo
quantities to be discharged. The method used for calculating specific density at the
disport must be the same as the method used in the load port.
These figures must be compared to the loading port cargo figures. In the case of a
significant discrepancy every effort must be made to establish the cause, including
checking of void spaces and re-taking of temperatures.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 38 of 44
Rate of Discharge
The vessel should be ready to discharge on completion of checking cargo figures. Any
delay encountered in this should be protested against.
Charter Parties usually contain a provision guaranteeing a certain rate of discharge,
normally pressure of 100 psi (7 kg/cm2) at ship’s rail or discharge of entire cargo
within 24 hours. Some installations are unable to receive at this rate resulting in lay
time being exceeded. Discharge should be carried out at maximum achievable rate
permitted by terminal. To establish proof of excess time used and thereby ensure
payment of demurrage, a written protest should be made as quickly as possible in
order to give the installation opportunity to improve on their reception.
Upon commencement of discharge, a cargo pump discharge log is to be started up
and pressure maintained at manifold is to be noted accurately and regularly at
intervals not exceeding one hour.
Where applicable a continuous record of the Inert gas operations must be
maintained
Commencement and Progress of Discharge
When deep well (such as Framo and Kosaka) cargo pumps are used in parallel to
discharge into a common discharge line, it is essential that the discharge pressures of
all pumps in the group are balanced to prevent backflow of cargo causing overflow
of one or more tanks in the group. All tanks should be closely monitored during this
time.
Commencement of Discharge
The following procedure is common to all types of deep well pump and must always
be followed when commencing discharge. Where the procedure refers to a specific
hydraulic system pressure, users of electric pumps should use the equivalent power
consumption figure determined from the manufacturer’s operating instructions or
from experience.
1. The number of full (98% capacity) tanks to be commenced as a group must
not exceed two.
2. Ensure that cargo tanks, which are not part of the group to be initially
discharged are isolated from the group.
3. Start the pumps in pairs at a minimum 100 bar hydraulic pressure and open
the pump discharge valves. At this pressure the pump will run smoothly but
produce minimal cargo backpressure.
4. When all pumps are running at 100 bar hydraulic pressure, check the ullage
levels in all tanks in the group and the cargo back pressure at the pump
gauges and/or the manifold.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 39 of 44
5. When satisfied that the situation is stable, increase the hydraulic pressure to
each pair of pumps in turn in increments of 10-20 bar until all pumps in the
group are running at the same hydraulic pressure and the required cargo
backpressure at the manifold has been achieved.
6. To add additional pumps to the group at a later stage in the discharge
operation, reduce the hydraulic pressure of the pumps already running to
100 bar. Open the isolator valves of the additional pumps and start them at
the same pressure, then open their discharge valves.
7. Bring the Level of all cargo tanks with the same cargo to be discharged to
below 90%.
Chief Officer or in his absence the Master should be present in the control room
during initial stages of discharge.
PROGRESS OF DISCHARGE
1. Progress of the discharge must be closely monitored.
2. Tanks are to be discharged as quickly as possible to achieve back pressure as
agreed between vessel and shore in writing, which should not be exceeded.
3. The estimated time of completion must be calculated basis the rate of
discharge. Terminal, surveyor must be given notice of completion as
required.
4. Tank levels must be monitored continuously to prevent dry running of
pumps.
5. Stripping of tanks must be carried out in accordance with the P&A Manual to
minimize the contents remaining in the tank.
6. For certain cargoes, the discharge is maximized by squeezing the bottom of
the tanks into the pump stacks. “Refer to section 3.12 for squeezing
procedures”.
7. High viscosity and solidifying cargo require special handling precautions to
ensure entire cargo is effectively discharged. These precautions may include
staggering ballast operation, recirculation cargoes, heating of cargoes etc. It
is essential that the ship’s officer have planned well in advance depending on
the nature of the cargo.
Chief Officer should be present during critical operations such as sampling,
connection / disconnection, stripping and line blowing. If Chief Officer is unable to be
present due to rest hours or other requirements, Master shall be present in lieu.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 40 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 41 of 44
For Annex 2 cargoes in case vessel is not able to comply with minimum stripping
quantity requirement as per P&A manual due to pump failure or stripping failure, a
prewash must be carried out in the unloading port.
Cargo Residue and Outturn
Draining and Stripping
1. Ensure that the maximum amount of cargo is delivered and “in transit” losses
are minimized.
2. On completion of discharge all lines and tanks are to be stripped as dry as
possible to comply with Stripping requirements laid down in the vessel’s P&A
Manual. Do not blow back lines into cargo tanks.
3. The pump discharge line is cleared by purging the pump and discharge line
with inert gas in the form of nitrogen.
4. Air may be used with certain cargoes of a non volatile nature and which are
not static accumulator cargoes. This procedure is described in the pump
instruction manual.
5. The cargo hoses and cargo lines including common line are to be drained as
much as possible, as soon as a cargo operation has been completed,
especially if the cargo has a high freezing point or is of polymerizing nature.
6. Make sure that the cargo residues in the hose connection between ship and
shore are not blown back into the ship’s cargo lines.
7. In the case of heated cargoes, maintaining the cargo temperature properly
assists draining.
3.11 CARGO RESIDUES AND TANK WASHINGS MUST BE DISPOSED AS PER THE
REQUIREMENTS OF MARPOL ANNEX II AND VESSEL'S P&A MANUAL.FAILURE OF
CARGO PUMP
1. Portable Cargo Pump must always be kept ready for use in case the regular
submersible pump fails.
2. If the portable pump must be used, P&A manual must be consulted for
proper discharge procedure. The Check List for use of Portable Pump (OP-
CHEM-42) is to be used and complied with.
3. Discharging flammable or toxic cargoes will require sluice or alternative
arrangement fitted to the portable pump. Risk Assessment and Office
approval is also required in such case.
4. Use of Portable cargo pump for discharging cargo is only permitted after Risk
Assessment and express permission from all concerned parties such as,
Terminal, Cargo Owners / Charterers and Office.
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 42 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 43 of 44
Rev No. : 5
Chapter 03 Date : 25-Mar-21
CARGO HANDLING AND TRANSFER Page : 44 of 44
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 1 of 38
4. TANK PREPARATION
TANK CLEANING PROCEDURE
Tank cleaning and Gas freeing is probably the most hazardous operation routinely
undertaken on a chemical tanker due to the tanks possibly being in an undefined
atmosphere and use of portable tank cleaning machines necessitating opening of the
cargo tanks.
Tank cleaning is primarily done by washing with sea water followed by fresh water
rinsing if necessary using either fixed or portable tank cleaning machines. Water is
supplied to these machines by special tank cleaning pumps. If required water can
also be supplied by the cargo pumps when closed cycle washing is done, using
cleaning chemicals.
Subsequent cleaning and treatment of tanks is done based on cargo to be loaded
and previous cargo carried.
The tank cleaning process should be planned as soon as the cargo is loaded on the
vessel to allow timely arrangement of material which includes but is not limited to
squeezing equipment, cleaning chemicals, fresh water, passivation material, slops
disposal arrangements, toxic gas detection tubes and wall wash reagents.
An empty tank should be cleaned as soon as possible but this must be carried out in
agreement with the charterers.
As a general rule tank cleaning should not be conducted concurrently with cargo
operations.
Should the circumstances require, such operation may only be carried out after
proper risk assessment and office approval.
It is Owner’s (Master’s) responsibility to prepare the tanks for the nominated cargo
and the charterer is not obliged to provide any guidance towards cleaning of the
tanks.
Master must advise his tank cleaning plans to the charterer and the expected
duration of cleaning. The Master must not tender Notice of readiness till master is
satisfied with the readiness of the tank with regard to the nominated cargo.
If master feels additional time is required for cleaning the charterer must be advised
and additional time should be sought for cleaning.
If a tank is declared unsuitable for nominated cargo after the NOR has been
tendered, the time and costs there after till tanks are accepted are considered to be
on owners account.
Master must not give in to commercial pressure and take any action which is not in
compliance with Company’s Procedures and Industry safety guidelines.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 2 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 3 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 4 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 5 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 6 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 7 of 38
The following procedures are to be complied with for cleaning of cargo tanks.
Legends:
F: Flammmable
T: Toxic Petroleum
NF: Non
Flammable
NT: Non Toxic
Inert Undefined
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 8 of 38
1. Bottom Flush and strip dry the tank, Flush lines and pumps.
2. Collect washings to slop tank.
3. Ventilate via approved openings at 20 m/sec until gas < 10% LEL
4. Wash tanks at ambient temperature – if LEL > 35% stop and ventilate via
approved openings at 20 m/sec till LEL < 10% then resume washings.
5. Collect washings to slop tank.
6. Retain Slops
7. Decant /discharge per MARPOL Annex I
8. Gas free via approved openings at 20 m/sec.
Proc (IV). Undefined Atmosphere – Toxic cargoes
1. Wash tanks
2. Retain slops
3. Decant / Discharge per MARPOL Annex I
4. Gas free via approved openings at 20 m/sec. Refer to Section 7.3.1 of this
manual.
Proc (V). Undefined Atmosphere – Non Flammable and Non Toxic cargoes
1. Wash tanks
2. Transfer washings to slops
3. Decant / Discharge per MARPOL Annex I
4. Gas free.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 9 of 38
Annex II
X, Y, Z, OS
Proc (VI). Inert Atmosphere – Flammable / Toxic / Flammable and Toxic cargoes
1. Maintain Inert Condition. Measure O2, Keep < 8% in Tank.
2. Wash tanks
3. Discharge washings per MARPOL Annex II
4. Gas free via approved openings at 20m/s. Refer to Section 7.3.1 of this
manual.
Proc (VII). Inert Atmosphere – Non Flammable and Non Toxic cargoes
1. Check and Confirm O2 is <8%
2. Wash tanks
3. Discharge washings per MARPOL Annex II
4. Gas free
Proc (VIII). Undefined Atmosphere -Flammable / Flammable and Toxic cargoes
Refer to section 4.13.2 for precautions for washing in undefined atmosphere and
Section 7.3.1 for gas freeing precautions.
1. Bottom Flush, strip dry the tank, Flush lines and pumps.
2. Commence washing only once the tank atmosphere is observed to be less
than 10%LEL
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 10 of 38
Wash tanks at ambient temperature, (if LEL > 35% stop and ventilate via approved
openings at 20 m/sec till LEL < 10% then resume washings.
3. Discharge washings per MARPOL Annex II
4. Gas free via approved openings at 20m/s. Refer to Section 7.3.1 of this
manual.
Proc (IX). Undefined Atmosphere -Toxic cargoes
1. Bottom Flush and strip dry the tank, Flush lines and pumps.
2. Wash tanks
3. Discharge washings per MARPOL Annex II
4. Gas free via approved openings.
Refer to Section 7.3.1 for gas freeing precautions.
Proc(X). Undefined Atmosphere – Non Flammable and Non Toxic cargoes
1. Wash tanks
2. Discharge washings per MARPOL Annex II
3. Gas free
BUTTERWORTHING
Butter worthing is to be carried out using tank-cleaning machines which can be
portable or fixed or a combination of both. Vessels P&A manual describes various
procedures to be followed for pre-wash, mandatory pre-wash, number of machines
to be used, duration of cycles, quality of pre-wash water etc.
1. Water soluble cargoes can be removed from the tank by dissolving the
residues. In such cases, washing water must be at least 150C more than
melting point of the last cargo. If the previous cargo is not water-soluble,
then it needs to be removed by displacement and/or the use of an emulsifier
or surfactant.
2. Some cargoes such as drying or semi drying oils must be initially washed with
cold / ambient water followed by hot water.
Washing with Chemical Additives
For certain products it is necessary to introduce a chemical additive into the washing
process to accomplish more effective cleaning. Any shaded areas which have not
been cleaned must be spot cleaned by hand using detergent or other cleaning agent
and then flushed away by hand held hoses.
Methods of washing with additives are as follows:
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 11 of 38
a) Recirculation
b) Injection
a) Recirculation Method
In this method, a chemical solution is prepared in one tank, circulated via the
washing system line to the tank to be cleaned, and stripped back into the
detergent solution tank. The temperature of the solution must be
maintained to optimum through use of heating coils.
Recirculation washing with chemical additives or water should not be
undertaken after carriage of a flammable cargo till the tank has been gas
freed and is verified free of flammable atmosphere throughout the
operation. Records of atmosphere check must be retained on board.
Recirculation with toxic additives is not permitted with portable machines.
Recirculation with flammable solvents is only permitted in inerted tanks.
While using Portable machines the tank domes and butterworth ports should
be covered to prevent escape of cleaning solution.
b) Injection
Injection method is carried out by dosing a small quantity of cleaning
chemical into the tank cleaning line continuously during washing. This
method is known to give desired result with high concentration of chemicals
being used. This option may be taken in case the additive in consideration is a
detergent.
Washing with injection of chemical additives in the wash water should not be
undertaken after carriage of a flammable cargo till the tank has been gas
freed and is verified free of flammable atmosphere throughout the
operation. Records of atmosphere check must be retained on board.
Injection of flammable solvents is only permitted in inerted tanks.
RINSING
The chemical should be sufficiently washed off the bulkhead with ambient followed
by HOT sea water. Finally, a fresh water rinse should be given to remove the salt. Hot
fresh is seen to be most effective to reduce the chlorides in the tanks
STEAMING OF CARGO TANKS
Steaming of cargo tanks during tank cleaning is carried out for the following purpose:
a) To remove the chloride content of the tank structure due to the low chloride
content in steam.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 12 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 13 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 14 of 38
Company’s enclosed space entry procedures must be followed prior entry into
any cargo tank. Upon arrival berth all existing enclosed entry permits go Null and
Void and shall be withdrawn. No cargo tank shall be entered till a fresh permit
has been issued.
Tanks must be inspected thoroughly for any residues of the previous cargo, cleaning
material or moisture on the tank bottom, bulkhead, deck heads, pump stack,
pipelines, access ladders, tank domes, packing and steam coils. Tanks should be
mopped up and ventilated dry taking into consideration the ambient weather
conditions.
At times tank need to be regularly ventilated and dried using steam heating to
prevent build up of moisture in the tank. Where required shoe covers should be
used to protect tank coating and cleanliness. Care should be taken to use lint free
rags to dry the tank. It is recommended to use a sponge for this purpose.
VERIFICATION OF TANK CLEANLINESS FOR SUITABILITY TO LOAD A CARGO
Master must ensure tanks are suitable for the loading the nominated cargo prior
tendering readiness of the vessel for loading by means of Visual inspection and Wall
Wash Test if required.
In the absence of any instructions from Charterers, tanks should be cleaned to water
white standards.
1. Visual Inspection
The tank should be visually clean (water white) as minimum standards to
tank readiness. Visually clean refers clean, dry and odour free. There should
be no residues of previous cargoes in the tank. Tank coating should not
contain loose flakes. Coated Tanks should not contain loose rust. Tank should
not be stained with soot, oxidation or burn marks.
The undersides of the steam coils, pumps and drop lines are of special
importance. The inspection for suitability to load includes the inspection of
the lines, manifold, drains, vents and ports. The integrity of tank fittings
should be checked during the inspection.
2. Wall Wash Test (WWT)
Refer to Section 11 of this Manual for Wall Wash Test procedures
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 15 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 16 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 17 of 38
Undefined
Undefined atmosphere is one in which the oxygen content has not been confirmed
to be less than 8% by volume. In this case the atmosphere in an empty tank should
be treated as flammable. The only guarantee that an explosion cannot occur in an
undefined atmosphere is to make certain that there can be no source of ignition.
PRECAUTIONS FOR WASHING IN INERT ATMOSPHERE (ANNEX I / II)
1. When portable washing machines are used, all hose-connections should be
made before the washing machine is introduced into the tank. Connections
should not be broken until after the machine has been removed from the
tank. However, to allow draining of a hose, a coupling may be partially
opened and then re-tightened before the machine is removed.
2. The tank should be kept drained during washing. Washing should be stopped
to clear any build up of wash water.
3. The purity and pressure of the inert gas being delivered during the washing
process should be monitored.
4. Before each tank is washed, the oxygen level in the tank should be
determined both at a point about 1 metre below the deck and at the middle
level of the ullage space. At neither location oxygen level should exceed 8%
by volume.
5. If during washing the oxygen level in the inert gas supply exceeds 8% by
volume or the pressure of the atmosphere in the tank is no longer positive,
washing should be stopped until satisfactory conditions are restored. It
should be recognized that the tanks will no longer remain inert if these have
been opened for placing portable tank cleaning machines into the tank. For
washing in such circumstances the tank atmosphere must be considered to
“UNDEFINED” and precautions applicable therein must be applied.
6. Annex I and Annex II cargoes which have been carried under inert conditions
for reasons of safety must be washed under inert conditions. This is a
mandatory requirement for oil tankers above 20,000T DWT. However this is a
recommended practice for oil and chemical tankers below 20,000T DWT
when fitted with an inert gas plant or a nitrogen plant.
7. On ships fitted with inert gas plant or nitrogen plant, tanks which are inerted
must be purged down to 2% volume of hydrocarbon using inert gas or
nitrogen prior air is introduced into the tank.
WASHING IN UNDEFINED ATMOSPHERE
Cleaning in undefined atmosphere is acceptable under the following circumstances:
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 18 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 19 of 38
6. The tank should be kept drained during washing. Washing should be stopped
to clear any build-up of wash water.
7. Portable washing machines should not be introduced into the tank until the
LEL level is 10% or less. Connections should not be broken until after the
machine has been removed from the tank. To drain the house, a coupling
may be partially opened (but not broken) and then re-tightened before the
machine is removed.
8. For vessels not fitted with full depth sounding pipe, follow precautions stated
in Section 4.12.2.3 of this manual.
9. Measures should be taken to guard against ignition from mechanical defect
of machinery, e.g. in tank (submerged) cargo pumps, tank washing machines,
tank gauging equipment etc.
10. Precautions should be taken to eliminate the risk of mechanical sparks from,
for example metallic objects such as hand tools sounding rods, sample
buckets etc being dropped into the tank.
Precautions for Washing Chemical Cargoes – Annex II In Undefined Atmosphere
In all cases after carrying a flammable cargo, the atmosphere in an empty tank
should be treated as flammable.
Precautions for washing in Undefined Atmosphere:
1. BOTTOM FLUSH: Before washing, the tank bottom is to be flushed using drop
line / pump with water and stripped. The piping system including cargo
pumps, crossover and discharge lines, should also be flushed with water. The
flushing water should be disposed in accordance with MARPOL requirements.
2. SUBSEQUENT WASHING: When portable machines are used, all hose-
connections are to be connected to their respective couplings before
introducing them into the tank. The hoses are not be disconnected from the
couplings until after the machines have been drawn out of the tanks.
However to allow draining, a hose coupling could be slackened opened and
re-tightened after draining.
3. Ropes made of synthetic fibers should not be used to support the tank
cleaning machines.
4. No single tank cleaning machine is to have a throughput greater than 60
m3/h and no nozzle is to have a throughput greater than 17.5 m3/h.
5. The total water throughput per cargo tank should be kept as low as
practicable and must in no case exceed 110 m3/h.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 20 of 38
6. The tank should be kept stripped during washing and washing stopped to
clear any accumulation of the wash water.
7. Re-circulated wash water should not be used until the tank atmosphere has
been ascertained to be gas free.
8. For vessels not fitted with full depth sounding pipe, follow precautions stated
in Section 4.13.2.3 of this manual.
9. No other material that may create a spark or static electricity should be
lowered into the tank.
10. Steam should not be injected into the tank.
Precautions for Sounding Tanks when not using A Full Depth Sounding Pipe (Static
Accumulator Cargo)
Whenever full length sounding pipe is not used for sounding tanks in undefined
atmosphere, it is essential that any metallic components of the sounding rod or
other equipment are bonded and securely earthed until removal from the tank.
There should be a delay of 30 minutes (relaxation time) after the completion of
loading of each tank before commencing these operations.
This precaution should be observed during washing and for five hours afterwards,
unless the tank is continuously mechanically ventilated after washing, in which case
the delay period can be reduced to one hour.
USE OF CLEANING ADDITIVES / CHEMICALS DURING TANK CLEANING OPERATIONS
When small amounts of detergents are added to water in order to facilitate tank
washing, no detergents containing pollution category X components should be used
except those components that are readily biodegradable and present in a total
concentration of less than 10%.
Using these chemicals knowledgeably, albeit sparingly can mean the difference
between a successful tank survey and costly delays for additional cleaning. Chemical
tankers are allowed to use only those detergent products (additives to water for
purposes of cleaning) evaluated and approved by the IMO.
Approved cleaners are listed in Annex 10 of the "IMO MEPC.2/Circ.21 –being the
latest edition “Provisional Categorization of Liquid Substances".
Use and disposal of Chemicals for tank cleaning shall be recorded in the Cargo
Record Book / Oil Record Book - Part II as appropriate.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 21 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 22 of 38
Care should be taken to avoid excessive heat while using a caustic based
chemical as it may result in white deposits in the tank due to the chemical
drying on the tank surface.
4. EMULSIFIERS
Emulsion is a substantially stable mixture of two or more liquids which do not
normally dissolve in each other, but which are held in suspension, one in the
other. The suspension is usually stabilized by small amounts of additional
substances, known as emulsifiers. There are of two types of emulsifiers:
Proteins or carbohydrates polymers, which act by coating the surfaces of
the dispersed fat or oil particles, thus, preventing them from coalescing,
also called protective colloids.
Long chain alcohol and fatty acids, which are able to reduce the surface
tension at the interface of the suspended particles because of the
solubility properties.
Soap is an emulsifier, so after saponification of e.g. animal oil, there will also
be an emulsifying effect of the soap which was created. This exerts cleaning
action by emulsifying the oily components of soils.
Synthetic emulsifiers consist of components called tensides or wetting
agents, with one end hydrophilic (water seeking) and the other end lipophilic
(oil seeking). There are also some emulsifiers with a solvent seeking end,
instead of the water seeking. We can, therefore, divide emulsifiers into
water-soluble and non-water soluble.
Utilising emulsifiers assists the cleaning process and makes it possible to
remove oily deposit using water.
An emulsion does not usually involve chemical change of either solution, but
merely suspend particles of one product within the other. Emulsifiers, both
natural and synthetic, are known collectively as detergents.
Mineral oils can be cleaned by emulsion. This can be done by vigorous butter
worthing with hot water, and/or by adding into the washing water an
emulsifier, such as soap.
CLEANING PROCESSES
Following figure brings together categories of cargo already described and the
applicable processes.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 23 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 24 of 38
Suitability of the carriage of each cargo should be verified against the coating
compatibility chart.
Coated tanks will naturally require more extensive cleaning as compared to stainless
steel tanks.
The chemicals used for cleaning should be compatible to the coating. The most
useful criterion is the PH range to which a coating is resistant. As a general rule, it
may be assumed that zinc silicate-based paints are resistant over the range from PH
6.0 to PH 9.0, while epoxy-based paints have resistance to chemicals over a much
wider range.
After carriage of aggressive solvents such as methanol and other alcohols the coating
should be allowed sufficient curing time prior water washing or subsequent carriage
of solvent cargoes.
SPRAYING OF SOLVENTS & CHEMICALS IN CARGO TANKS
Spraying of flammable solvents or toxic chemicals such as Methanol / Toluene / PCE
(Perchloroethylene) is strictly prohibited on all company operated vessel sowing to
the risk of high flammability and exposure of crew members to toxic chemicals.
Use of Chemicals for Local Cleaning of Tanks
Some products may be used for the local cleaning of tank bulkheads and blind spots
by hand wiping, provided the amount of tank cleaning chemical used is small and the
personnel entering the tank observe all enclosed space entry requirements.
In addition to the above, any manufacturer's instructions or recommendations for
the use of these products should be observed.
Where these operations take place in port, local authorities may impose additional
requirements.
A Material Safety Data Sheet (MSDS) for tank cleaning chemicals should be on board
the ship before they are used and the advice on any precautions to be taken should
be followed.
CLEANING OF ANNEX II CARGOES AND MANAGEMENT OF SLOPS
1. Once cargo has been discharged, the requirements under MARPOL with
regards to prewash, disposal of cargo residues and wash water are to be
strictly complied with.
2. Mandatory prewash for Annex II cargoes should be conducted strictly in
accordance with the ship’s P&A manual, and the resulting contaminated
wash water should always be discharged to shore in the same discharge port.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 25 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 26 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 27 of 38
1. 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:
48°27' N on the French coast
48°27' N; 006°25' W
49°52' N; 007°44' W
50°30' N; 012° W
56°30' N; 012°W
62° N; 003° W
62° N on the Norwegian coast
57°44.8' N on the Danish and Swedish coasts
2. The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnian, 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.
3. The Western European waters is an area that covers the United Kingdom,
Ireland, Belgium, France, Spain and Portugal, from the Shetland Islands in the
North to Cape S. Vicente in the South, and the English Channel and its
approaches. The area is bounded by lines joining the following points:
58°30' N on the UK coast
58°30' N; 000° W
62° N; 000° W
62° N; 003° W
56°30' N; 012° W
54°40'40.9'' N; 015° W
50°56'45.3'' N; 015° W
48°27' N; 006°25' W
48°27' N; 008° W
44°52' N; 003°10' W
44°52' N; 010° W
44°14' N; 011°34' W
42°55' N; 012°18' W
41°50' N; 011°34' W
37°00' N; 009°49' W
36°20' N; 009°00' W
36°20' N; 007°47' W
37°10' N; 007°25' W
51°22'25" N; 003°21'52.5" E
52°12' N; on the UK east coast
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 28 of 38
52°10.3' N; 006°21.8' W
52°01.52' N; 005°04.18' W
54°51.43' N; 005°08.47' W
54°40.39' N; 005°34.34' W
4. The Norwegian Sea is bounded by lines joining the following points:"
69°47.6904' N; 030°49.059' E
69°58.758' N; 031°6.2598' E
70°8.625' N; 031°35.1354' E
70°16.4826' N; 032°4.3836' E
73°23.0652' N; 036°28.5732' E
73°35.6586' N; 035°27.3378' E
74°2.9748' N; 033°17.8596' E
74°20.7084' N; 030°33.5052' E
74°29.7972' N; 026°28.1808' E
74°24.2448' N; 022°55.0272' E
74°13.7226' N; 020°15.9762' E
73°35.439' N; 016°36.4974' E
73°14.8254' N; 014°9.4266' E
72°42.54' N; 011°42.1392' E
71°58.2' N; 009°54.96' E
71°37.5612' N; 008°43.8222' E
70°43.161' N; 006°36.0672' E
69°36.624' N; 004°47.322' E
68°58.3164' N; 003°51.2154' E
68°14.9892' N; 003°17.0322' E
67°25.7982' N; 003°10.2078' E
66°49.7292' N; 003°25.1304' E
66°25.9344' N; 003°17.1102' E
65°22.7214' N; 001°24.5928' E
64°25.9692' N; 000°29.3214' W
63°53.2242' N; 000°29.442' W
62°53.4654' N; 000°38.355' E
62° N; 001°22.2498' E
62° N; 004°52.3464' E
USE OF ALTERNATIVE WASHING MEDIUM
Certain cargoes react with water dangerously and hence cannot be washed using
water as a washing medium. Annex 1 Products such as MDO and Chlorinated
solvents, such as Trichloroethylene (TCE) / (PCE) / (MEC), are usually used as an
alternative washing medium for washing cargo tanks after carriage of these cargoes.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 29 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 30 of 38
Oil Record Book Entry Guidelines - ANNEX 1 Products used for cleaning
Loading of Chemical in
Accordnace with Annex II and
IBC relevant entries in A 1&2 of
cargo record book
Entry in
accordance
In Transit
with B 3.4.5
Transfer
and 6 of
Cargo Record
No
Book
Tank Discharged and striied in
accordance with P&A Manual
procedures Entries in C 7 to C11
of Cargo Record Book
*CHECK COMPATIBILITY
Pre-wash
Pre-wash ofof tanks
tanks as required
as required
entriesinin
entries D12
E15 to D14
to E16 & J37&inJ37 in
Cargo Record
Cargo Record Book Book
Disposal to shore
facilty entries in (J55
to J57) of Part II of Oil
Water washing of Record Book
Tanks and
Disposal to Shore
facility entry in
G27 to G31 of Part
of Oil Record Book
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 31 of 38
The slops generated from such washing should be collected on board and discharged
as per MARPOL Annex I.
Accurate records of slops quantities generated should be maintained. Pollution of
the seas must be prevented. The onus of proving that there has been no pollution
and the tank was free of oil at the completion of washing remains with the ship.
CLEANING OF ANNEX 1 PRODUCT TO LOAD ANNEX 2 PRODUCT
Settling – allowing an oil and water mixture in a tank to stand for a period so that
the water and oil separates with the heavier water occupying the lower part of
the tank and the lighter oil floating atop the water. There will be a distinct
interface line where water and oil meet.
Decanting – the discharge of the settled/separated water from the lower section
of the tank. This is discharged overboard through the ODME in accordance with
Annex I regulations of MARPOL.
Stage 1: Main wash
1. Carry out a complete wash of the cargo tanks and the full tank system,
including lines, drains, PV stack, Manifold lines etc., using water at
ambient temperature and / or warm / hot water as required. The
washings must be continually transferred to a slop tank, to ensure that
there is no accumulation of water and oil/water mixture in the tank.
2. All lines shall be drained, and the cargo tank stripped completely into the
slop tank.
3. The tank (including the full system) must be gas freed for man entry.
4. The cargo tank must be entered in complete compliance to the
company’s enclosed space entry procedures and must be inspected by
the Master or Chief Officer (under authorization from Master) to confirm
visually that the tank is free of oil cargo. The inspection must be a close-
up inspection of areas possible for viewing.
Stage 2: Recording
1. Once the requirement of stage 1 is met and the visual inspection confirms
that the tank is free of oil and / or oily mixtures, this must be clearly
noted in the Oil Record Book Part II as follows: “TIME FROM –- TIME TO: -
- CARGO TANK NOS. aa, bb, cc … INSPECTED VISUALLY AND NOTED TO BE
FREE OF OIL AND / OR OILY MIXTURES.”
Stage 3: Disposal of content of Slop tanks
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 32 of 38
After the required time for settling of the oil/water mixture in the slop tank, and
oil/water interface taken, the slops generated in the above wash shall then be
decanted into the sea in complete compliance to the requirements of MARPOL
Annex I Regulation 34 or disposed to a shore reception facility.
The oil and oil water mixture which cannot be decanted shall be retained on
board until appropriate disposal is carried out to a shore reception facility or
cargo is loaded on top.
Stage 4: Commercial cleaning
1. Further cleaning (also known as “Commercial Cleaning”) may then be
carried out as per the requirements of the next cargo. The washings
generated must be discharged below the waterline. Vessels shall use the
Annex II line for this purpose.
2. Any additive used for cleaning shall comply with Regulation 13.5 of
MARPOL Annex II and / or an IMO approved additive listed in the latest
version MEPC 2 Circular /Annex 10.
RECORDING:
All above recordings must be carried out as mentioned below.
a. STAGE 1 shall be recorded under code ‘G’ of ORB II.
b. STAGE 2 – The entry shall be recorded under code ‘O’ of ORB Part II.
c. STAGE 3 – Decanting process shall be recorded under code ‘I’ of ORB II.
d. STAGE 3 – Disposal of residues and oily mixtures balance in slop tanks
after decanting of slops shall be recorded under code ‘J’ of ORB II.
e. STAGE 4 – The entry is not required neither in ORB nor in CRB. However,
vessel must maintain log of procedure followed in Tank Cleaning
Monitoring Record/Tank Cleaning Report.
DISPOSAL OF RESIDUES FROM SPILL TANKS
Residues from manifold spill tanks shall be drained to the slop tank, retaining tank or
container, pending disposal in accordance with ‘MARPOL’ requirements.
Prior draining the spill tank into the slop tank or container, it must be ensured that
the slop tank / container is empty or does not contain a cargo that is incompatible
with the cargo to be drained into it.
TANK INSPECTION AFTER CLEANING
Following items should be checked visually and physically to verify the tank cleaning
results:
1. Entire tank surface for visible residues of last cargo or tank cleaning chemical.
2. Shadow areas of the cleaning machine.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 33 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 34 of 38
a) Flush the vent line with water by hand hose from the vent head for at
least 30 minutes.
b) Wash the tank surfaces by spraying warm fresh water by hand hose,
especially the surfaces shaded by internal structural members or
outfittings.
c) Butterworthing with cold fresh water for 0.5 to 1 hour.
d) Butterworthing with hot fresh water for 1.5 to 2 hours.
Note: Never use sea water for cleaning fresh zinc coating as sea water
which enters into small pores of coating is hard to remove, the fresh zinc
powder contained in the coating is chemically active and may react with
sea water to produce substances affecting wall wash test.
As time passes, the zinc powder will oxidize and the pores will be filled
with zinc oxide (white rust), which prevents entrance of foreign matter
into the pores, and the zinc coating shall consequently become less
active.
3. Wall wash testing
If the result of wall wash test is not satisfactory, the following additional
cleaning should be carried out:
Spraying DI (De-ionised) Water of good quality.
Note:
a) Do not use cleaning detergent.
b) Do not use waste rags and the likes which may pollute the tank.
B. Cleaning of Tank Recoated with Epoxy Coating
1. Before starting of cleaning of a tank with epoxy coating, it is to be cured as
per the instruction of Paint Maker.
2. In a cold climate, warming the tank by supplying steam slightly through the
heating coils facilitates the curing, however, ambient temperature in the tank
should be kept below 40oC. Sufficient continuous or intermittent mechanical
ventilation of the tank is essential for curing.
3. After proper curing of the coating and after confirming the tank is safe to
enter, the coating shall be tested by wall wash for permanganate time to
ascertain the progress of curing before start of tank cleaning. Strong smell of
solvent emanating from the coating generally means insufficient curing.
4. Tank cleaning procedure.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 35 of 38
a) Flushing the vent line with fresh water by hand hose from the vent head
for at least 30 minutes.
b) Butter-worthing with hot seawater for 3 hours. (Pressure should be kept
less than 8 kg/cm2).
c) Butter-worthing with hot fresh water for 1 hour.
d) Steaming for 2 hours.
e) Steam condensate should be drained out of the tank every 30 minutes.
The temperature of the tank should not be raised above 65oC during
steaming.
f) Drying the tank immediately after steaming, by draining quickly and
ventilating mechanically with duct extended to the bottom as long as
possible.
Note:
1. When fine chemical is to be loaded, the above cleaning is better carried out
after curing of coating as long as possible.
2. If strong smell still exists in the tank, after tank cleaning, the following
procedure should be repeated several times.
Steaming for 1 to 1.5 hours.
Drying the tank by draining quickly and ventilating mechanically with duct
extended to the bottom for at least 5 hours.
3. Hard and repeated steaming may affect the coating in process of initial
curing, therefore, the tank ambient temperature should be kept below 65oC
throughout steaming period and the number of repeated steaming should be
kept to minimum.
CLEANING OF HEATING COILS
The following procedures are to be complied with in the event of cargo leakage into
heating coils:
IN CASE OF CARGO SOLUBLE IN WATER
a) Flush the coil with warm fresh water 1 ~ 2 hours continuously.
b) Blow out / drain by compressed air and check odour of cargoes carried by the
water to determine if further cleaning is required.
c) Blow out drain by compressed air.
IN CASE OF CARGO NOT SOLUBLE IN WATER
a) Flush the coil with cold fresh water.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 36 of 38
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 37 of 38
HEATERS
The heater should have a capacity to heat the quantity of water discharged by the
pump from the entering temperature of the water to 85oC (192oF). This allows for
some temperature loss through pipelines.
The heat exchanger is installed in the water supply line on the discharge side of the
pump and should be provided with a by-pass. Heaters should be well maintained as
these are susceptible to scaling and should be cleaned every 6 months to ensure
peak performance.
CONTROLS AND INSTRUMENTS
The system should include a liquid level control, to maintain the proper level in the
cooler, and a temperature control, to limit the temperature of the cleaning water at
the heater outlet to 93oC (200oF). There should also be thermometers and pressure
gauges in the water supply line to the tank cleaning machines, both in the pump
room and on deck.
TANK CLEANING MAIN SUPPLY LINES
The cleaning water lines should be capable of working pressure of 15 kg/cm2 and
should be of a size which can carry the maximum discharge from the pump without
excessive pressure loss. A sufficient number of hose connections should be installed
on the water supply line on deck at close enough intervals so that the maximum
number of machines to be used in adjacent tanks at one time by connecting hose
using short lengths. In tanks capable of using four or more machines at once, it may
be advisable to install hose connections in pairs, to avoid the need for excessive
lengths of hose.
DECK OPENINGS
Portable tank cleaning machines are admitted through tank cleaning hatches in each
tank. The number and location of these openings are important factors in an
efficient tank cleaning installation. An adequate number of hatches properly located
will practically eliminate machine spotting and hand hosing, with significant savings
in tank cleaning time and cost.
As the cleaning effect of any nozzle stream diminishes with distance, sufficient
openings should be provided to make certain that every part of the tank would be
reached. The use of a tank hatch in place of a deck opening is not recommended, as
the ladder will interfere with the machine and the hose cannot be properly secured.
Opening to the tanks except where portable machines are set must remain closed
while washing flammable and toxic products. Ventilation should be carried out only
through approved outlets. Refer to “Section 7.3 - Gas freeing” for details.
Rev No. : 5
Chapter 04 Date : 25-Mar-21
TANK PREPARATION Page : 38 of 38
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 1 of 17
5. CARGO CUSTODY
5.1 CARGO SAMPLES
Effective sampling is the carrier’s only defence against a contamination claim. The
ship’s sampling should be witnessed by the attending surveyor.
A responsible officer who is fully aware of the safety procedures and has recognition
of the commercial significance of cargo samples should accompany the surveyors for
sampling. All activities of the surveyors must be recorded carefully in the ship’s port
log.
Due care should be taken to ensure that equipment used for sampling is clean and
suitable for the intended product. Factors such as weather and precipitation must be
considered prior sampling is carried out.
A set of load port samples must be provided to the vessel by the shipper’s surveyor.
Master must lodge a protest against the shipper, if he fails to provide load port
samples for the consignee and the vessel.
Appropriate PPE must always be worn, while sampling and ullaging. If deemed
dangerous, due to the nature of the cargo, sampling may be suspended and an entry
to this effect should be made in the ship’s log books. Ship’s crew must ensure that
shore personnel are donned with suitable PPE appropriate to the cargo during the
sampling operation. If not suitably protected then the shore personnel must asked to
proceed away from the high risk areas. Proper sampling with required precautions
may require the involvement of more than one person. Proper PPE must be worn all
personnel involved in the operation.
5.1.1 SAMPLING REQUIREMENTS
The recommendation for cargo sampling is as below:
Location Loading Discharging
Manifold Sample YES * YES *
Pump-stack Sample YES NA
One foot Sample If applicable NA
Individual Tank Sample Recommended Recommended
Composite Sample If applicable If applicable
*Manifold sampling for watch list cargoes should only be permitted once it is
ascertained that operation can be carried out safely with due approval from office
basis review of risk assessment
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 2 of 17
Samples should be taken for every grade / type of cargo loaded. These samples are
to be sealed in appropriate containers and labelled with the following information:
a) Name of vessel and Voyage number.
b) Type of cargo, Port of loading and discharge.
c) Details of sample. (Manifold sample, tank sample etc.).
d) Date sample taken, and name of person who took sample.
e) Name and signature of Chief Officer and Surveyor or terminal representative.
Master should issue a letter for cargo samples to the surveyor prior commencement
of cargo transfer operation in order that cargo inspectors / surveyors prepare 1 set
of sample for the vessel in addition to that of the receivers.
5.1.2 CARGO SAMPLING PROCEDURES
Closed Sampling
Regulations provide no guidance on the procedures to be followed for sampling of
cargoes on tankers. Hence broadly the IBC chapter 17 column ‘j’ may be used as a
guidance. All petroleum cargoes must be sampled using closed samplers. The
definition of ‘closed sampling’ in this regard refers to the use of appropriate
methods, which would prevent the need to open the cargo tanks to draw a sample.
Closed sampling can be carried out by:
1. Using a Hermetic sampler through a vapour lock.
2. Using an inline sampling equipment like the Dopak sampler.
3. Drawing a sample at the pump stack by re-circulating the cargo through the
pump.
A Hermetic sampler has its limitations in use due to the varied quality of the
chemical cargoes being handled simultaneously by a chemical tanker. It is not
practical to have several Hermetic samplers on board to cater to different grades.
Maintaining the desired level of cleanliness is a challenge. Further there is also the
risk of the crew coming directly in contact with the cargo while transferring the
sample to the bottle. Hence the use of Hermetic type sampler is limited in use to the
oil trade.
A Dopak sampler is a specialized equipment used in case of highly sensitive cargoes
and for use in highly toxic cargoes. It should be recognized that cleanliness of the
sampler should be verified on each occasion to rule out possibility of cross
contamination of samples. This sampler is not suitable for low melting point
cargoes.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 3 of 17
We recommend that all cargoes other than those which require sampling with the
use of Dopak samplers should be are sampled at the Pump stack by recirculating the
pump. This procedure which obviates risk of opening a loaded cargo tank and if
properly followed minimizes crew exposure to cargo. This is hence the procedure
adopted by the company to carry out ‘Closed Sampling’ of Cargo Tanks.
Refer to Section 5.1.2.4 for the procedures to be followed for sampling of cargo
tanks at the pump stack while re-circulating cargo through the pump.
PLACARD FOR CLOSED SAMPLING
A placard shall be placed, clearly visible in the Cargo Control Room (CCR) stating the
following:
“CARGO SAMPLING – ONLY CLOSED SAMPLING PERMITTED ON THIS VESSEL”
Closed Sampling – Through Vapour Lock
This equipment is normally used for Annex 1 cargoes. Following precautions and
procedures should be followed when carrying out closed sampling through a vapour
lock using a closed sampling device:
1. All personnel involved in sampling are to be protected with PPE Level 1, 2 or
3 as appropriate.
2. Antidotes if any to be kept standby.
3. Tape and Sampler must be kept clean and checked for cleanliness before
putting in the tank to avoid possible cargo contamination.
4. It should be ensured that the vapour lock valve is in shut position before
opening the vapour lock cap to insert the tape or sampler.
5. It should be ensured that sampler is earthed at the vapour lock before
lowering the equipment in the tank. Some sampling equipment due to their
inherent design do not require any additional earthing wire connection,
manufacturer’s operation manual should be consulted to verify this.
6. It should be ensured that the sampler is tightly fitted to the vapour lock
stand-pipe before opening the vapour lock valve.
7. Care should be taken to ensure that there is no blow back of the vapour.
Vapour lock valve should be closed before loosening or removing sampler
from the stand pipe.
8. Earthing wire of the sampler should be disconnected only after removing the
sampler from the vapour lock stand pipe.
9. Vapour lock cap must be closed tightly after the completion of sampling. It
should be ensured that the earthing wire of the cap remains attached.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 4 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 5 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 6 of 17
Open Sampling
If special circumstances require open sampling of cargoes other than highly Toxic or
Flammable cargoes may be allowed after carrying out Risk Assessment and obtaining
explicit permission from Office. Master can only permit this if allowed by terminal or
port regulations and a written request is given to the master.
When seeking permission for open sampling, Master shall provide the following
information:
1. Reasons for carrying out open sampling and why closed sampling is not
possible.
2. Confirmation that written permission for open sampling has been obtained
from terminal authorities.
3. Confirming that open sampling is permitted by local port regulations.
4. Type of cargo (toxicity / flammability / reactive with oxygen etc).
5. Confirmation that SSSCL is suitably claused to state that open sampling is
being carried out as requested by surveyor.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 7 of 17
6. Confirmation that the Risk Assessment has been carried out and office
approval obtained.
Following procedures should be followed when carrying out open sampling:
A. Open sampling shall as far as possible be done through a tank cleaning hatch
or other similar opening. Tank Dome shall not normally be opened for this
purpose.
B. Concerned crew members have been made aware of the hazards and safety
precautions to be taken while open sampling.
C. There should be no other activities in progress on deck. There are no sources
of ignition present on deck area and the weather is not threatening.
D. All access doors to accommodation remain shut till such time that open
sampling is in progress and gases are being released to the atmosphere.
E. Pressure in the tank has been released through PV valve.
F. Crew in the area has donned proper personal protective gear as applicable
for the cargo. They should stand in the windward direction of the open port.
G. Time of keeping ports open is minimized.
H. Synthetic ropes or tapes must not be used.
I. Metal sampling devices must be effectively earthed before introduction into
the tank and kept so until fully withdrawn.
J. Engine room should be notified during this time.
5.1.3 CARRIAGE OF CONSIGNEE SAMPLES
When a vessel is required to carry consignee's sample(s) of the cargo on board, these
should be landed, together with the cargo documents, at the discharge port and the
cargo documents suitably endorsed.
Receipts must be issued for all properly sealed and labelled samples. Obtain a shore
tank sample of each grade loaded for delivery at the discharging port.
5.1.4 SAMPLE LOCKERS
Following safety measures must be implemented with respect to sample lockers
which have a floor area more than 2 sq.m.:
1. Sample locker must have fire extinguishing arrangements as per SOLAS.
2. Cells divided in order to avoid shifting of bottles at sea.
3. Cellular divisions are to be made of materials fully resistant to the different
liquids intended to be stored.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 8 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 9 of 17
3. Samples of Self Reactive Cargoes are to be retained onboard only till the
expiry of the inhibitor. Cargo Sample Locker should be inspected at regular
intervals to ensure that the samples retained onboard are only for the last Six
months or only till expiry of the inhibitor for Self Reactive Cargoes. The self
reactive cargoes containing inhibitors should be regularly inspected during
the voyage. Any change observed on the appearance of the cargo should be
immediately brought to the notice of Office and the Ship operators.
4. Sample of extremely toxic cargoes like Phenol and Cyanides etc., need not be
retained on board unless this can be done in a safe manner. In any case, they
may be landed ashore after 1 month of the discharge operation.
5. Samples of Cargoes such as Propylene Oxide, Acrylic Acid and Isoprene
(including mixtures) owing to hazardous nature are not to be stored onboard.
6. To minimize sample retention onboard, consignee samples shall be positively
handed over at each discharge port.
5.1.6 DISPOSAL OF SAMPLES
First in, first out principle should be adopted to dispose off samples. Samples can be
disposed as follows:
1. Landing ashore to appropriate reception facility and obtaining receipt for the
same.
2. During tank cleaning, mixed with the tank washings of cargoes of similar
category and compatibility and then discharged into sea strictly as allowed
under MARPOL regulations. Quantity of the samples added in the tank for
disposal should not exceed stripping limits stipulated by P&A manual. The
sample containers are to be cleaned and disposed as per Annex V.
3. Samples of Cargoes requiring Pre-wash are only to be disposed to shore
reception facility and receipt is to be obtained.
4. An entry should be made in the ‘Cargo Record Book’ (Code ‘K’) or ‘Oil Record
Book’ (Code ‘O’) and Cargo Sample Retention and Disposal log (Chem-06),
accordingly.
5. Sample bottles should not be reused for sampling purposes. A sample log to
be maintained onboard which will provide the history of samples taken by
the vessel and the method of disposal of cargo sample.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 10 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 11 of 17
These Officers must plan the total heating operation to ensure that the specified
temperature is reached and maintained with the minimum expenditure of heat
energy and to ensure that there is adequate fuel, and where required, boiler water
for the voyage. The overall plan must also avoid rapid changes of temperature,
which may adversely affect the quality of the cargo or unduly stress the ship's
structure. The Chief Officer is responsible for the taking and recording tank
temperatures and adjustments to the heating system
5.2.3 PREPARATION FOR HEATING
Prior to loading cargoes requiring heating, the Master must ensure that:
1. The Chief Engineer is duly advised as to the Charterer’s heating requirements
and confirms that boilers / evaporators are in good working condition.
2. Fuel / distilled water is sufficient for the additional consumption due to the
heating requirements.
3. The heating coils are pressure tested for leaks and found satisfactory. Heating
coils of non-heated tanks should be positively isolated to prevent inadvertent
heating.
4. Steam traps if fitted are functioning properly and there are sufficient spares
onboard.
5. The control valves and steam lines on deck are in good working condition.
5.2.4 LOADING OPERATION
Under no circumstances should cargoes having temperatures higher than 700C be
accepted onboard unless specific instructions to the contrary are received from the
Charterers and confirmed by this office. The temperature of the incoming cargo
should be checked periodically as too high a temperature may cause undue strain on
the ship’s structure.
5.2.5 APPLICATION OF HEATING
The heating requirements for a cargo depend upon the characteristics of the cargo,
such as the pour point and viscosity. The extent to which the coils will have to be
used to heat the cargo to its required temperature will vary according to climate
conditions, Charterer’s requirements, and duration of the voyage.
At times, heating should start at, or right after loading; at other times shortly before
arrival. When steam is first applied, it should be admitted gradually to avoid damage
to the coils by water hammer and rapid expansion. Heating of cargo requires close
cooperation between the Deck and Engine Departments. The objective should be to
attain the requisite temperature with the minimum expenditure of fuel.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 12 of 17
Steam Heating
The following procedure should be adopted when heating is commenced:
1. All condensate drain valves of the heating coils should be fully open and
steam be supplied to the main heating coils system line at about 2.5 bar.
2. The steam control valves of the first set of tanks should be opened. Traces of
cargo observed in the condensate water flowing from the drains indicate that
a heating coil is leaking. The steam control valve of that coil should be shut
and the valve lashed with a wire to prevent opening by error. If no traces of
cargo are observed, then the steam control valve should be fully opened and
the drain valve closed. This procedure should be followed for the next set of
tanks and so on. The drain valves of the heating coils should be checked at
least twice daily for traces of cargo. If traces of cargo are found, the defective
coils should be isolated at once. Under no circumstances should a coil
suspected of leaks be used.
3. The temperature of each tank should be recorded. Steam valves of individual
tanks are adjusted as required based on temperature readings. Steam valves
of the forward tanks are usually opened more than the steam valves of the
aft tanks to compensate for the reduced pressure of steam.
4. It is the duty of the Chief Engineer to determine the pressure that he should
maintain in the steam line to meet the cargo temperature requirements.
5. When a heated cargo is being carried, the observation tank is to be closely
monitored for indications of leakage in the heating coils. If any such leakage
is observed, precautions must be taken to prevent the product from reaching
the boiler.
Thermal Oil Heating
1. Commence re-circulating cold thermal oil in the system by keeping the by-
pass valve open and tank heating coils shut.
2. Monitor the expansion tank oil level to identify leakages if any. Commence
heating and increase temperature to the required. Once done, open
particular tank heating coil as planned.
3. Adjust the system pressure by throttling the bypass valve.
4. Observe the level in the expansion tank for about 15 minutes.
5. If all found satisfactory, thermal oil heating can be increased gradually.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 13 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 14 of 17
6. The hydraulic valve actuators may take several seconds to actually close the
valve securely much after the indicator shows the valve as closed. This should
be kept in mind while operating the valves for cargo heating.
7. High level alarms should be kept in operation at sea in “AT SEA” mode if
fitted. In any case, the remote level gauging system should be kept
operational and the level indication and alarm functions available must be
used to detect any change in tank levels.
In addition to above generic precaution, ship specific procedure should be made for
the type specific heater fitted on board.
5.2.6 MONITORING OF HEATED CARGOES
During loading the cargo temperature is to be checked as soon as possible after
loading has commenced.
During the voyage unnecessary heating of cargo should be avoided to save fuel. The
cargo must be heated sufficiently in advance taking into account the prevailing
conditions.
The temperature of the heated cargo must be checked twice a day and records of
the cargo tank temperature should be maintained for the voyage as per the
company form “OP-CHEM-12” on a daily basis. This also facilitates detection of
inadvertent heating of non-heated cargo tank.
The temperature must be cross-checked by manual means at least once every 3
days. While doing so the temperature must be checked at a height of 10-20 cms
above the bottom of the cargo tank, middle height and about 30 cms below the top
level of the cargo. This is critical in case of tanks fitted with heat exchangers.
While carrying heated cargo it is essential to check and record the ullage of the cargo
tank which is being heated to ensure the tanks do not become overfilled due to
expansion of cargo.
Any failure of the heating system must be notified to the company immediately.
5.2.7 DISCHARGE OF HEATED CARGO
The measurement of heated cargoes requires attention as the temperature in the
various tanks may vary considerably. To avoid discrepancies of the arrival cargo
quantity figures, temperatures must be taken from each tank and the cargo quantity
for each tank must be separately calculated. In order to take accurate temperatures,
the temperature should be taken at a minimum of three levels in the cargo. One
about two meters from the top, one at mid point of the tank and one about one
meter from the tank bottom and the average of all three readings should be used.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 15 of 17
If a large difference is observed between the three readings then more readings
should be taken to ensure that an accurate average temperature is obtained.
Steam supply should be reduced as the cargo is discharged from a tank. It is
imperative that each tank is stripped right after the main cargo line valve is shut.
Under no circumstances should the stripping be postponed. When the level of the
cargo falls below the heating coils its temperature falls rapidly and if not stripped at
once, it might solidify.
If a heated cargo is discharged in very cold weather and the discharge is temporarily
stopped, every effort should be made to blow all cargo lines back into the tank. If
after the level of cargo in a tank has fallen below the heating coils a fairly lengthy
stop occurs, the level should be raised by transferring cargo from another tank.
Pumping should recommence only after the temperature has been
raised to the permissible maximum. Overheating on such occasions may easily occur,
therefore, frequently check the temperature.
Individual Framo pump cofferdams to be purged immediately upon completion of
discharge of each tank.
5.2.8 HEATING MEDIA
The common heating media used on board vessels is low-pressure steam. However,
there are certain cargoes, such as isocyanates, which react dangerously or which are
not compatible to water and steam as heating media. Such cargoes are heated using
thermal oil. Some vessels may not be fitted with a thermal heater. Charterers may
choose to carry such cargo if approval can be sought from class for the carriage a
portable thermal oil heater. A risk assessment should be carried out for use of such
portable heaters
5.2.9 TESTING HEATING COILS
Heating coils must be tested prior carriage of heated cargo. The coil must be
pressurized to about 7 kg/cm2 for 15 mins duration. When not in use the coils
should be drained sufficiently. The coils should be blown clear and dry. All tanks,
which are to receive cargo not requiring heating, are to have their coils blown-out by
air and then blanked off (both inlet and return) from the system. Records of pressure
test of steam coils should be maintained on board. When not in use the heating coils
should be pressure tested once every 3 months. If coils are not be used for a
prolonged period of time, these should be blown dry with N2 to prevent pitting
damage.
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 16 of 17
Rev No. : 2
Chapter 05 Date : 14-Dec-18
CARGO CUSTODY Page : 17 of 17
Condensate return from the steam heating of toxic cargoes must not be allowed to
be returned to the Engine Room directly. The return condensate must be checked
for contamination by Cargo due to coil leakage. This is done usually through an
observation tank with gauge glass fitted on deck.
5.3 INTERNAL TRANSFER OF CARGO / BLENDING CARGOES AT SEA
Except in an emergency, internal transfer of cargo from tank to tank should be
avoided and only to be carried out with Charterer’s agreement and after consulting
the owners and Office.
Prior carrying out such transfer, safety precautions for loading / discharging and
adequate personal protection must be enforced and great care taken to avoid
accidental spillage and personal contact. Appropriate transfer checklist “OP-CHEM-
04” to be filled and record to be maintained in Oil / Cargo Record Book.
Blending of cargoes at sea is prohibited.
5.4 IN TRANSIT MONITORING OF CARGO
During the voyage following parameters need to be monitored as applicable:
1. Ullage of Tanks.
2. Oxygen Level.
3. Tank Pressures.
4. Cargo Temperature.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 1 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 2 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 3 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 4 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 5 of 25
PRECAUTIONS
After the 30 minutes 'Relaxation Period' metallic equipment may be used for
dipping, ullaging and sampling but it must be effectively bonded and securely
earthed to the structure of the ship before it is introduced into the tank, and must
remain earthed until after removal.
E. Operations carried out through a correctly designed and installed sounding
pipe are permissible at any time. It is not possible for any significant charge
to accumulate on the surface of the liquid within the sounding pipe and
therefore no waiting time is required. However, the precautions to be
observed against introducing charged objects into a tank still apply and if
metallic equipment is used it should be bonded before being inserted into
the sounding pipe.
6.3 AROMATIC CARGOES
6.3.1 GENERAL
Aromatic hydrocarbons include Benzene, Toluene and Xylene. It is recommended
that personnel engaged in cargo operations involving products containing these
follow the precautions and procedures as described in this section to minimize
exposure due to cargo handling operations.
For detailed procedures on Benzene or cargoes containing Benzene refer to Section
6.10.
Aromatic cargoes can produce harmful effect in the body when swallowed, absorbed
through the skin, or when the vapours are inhaled. The danger of harmful effects
varies according to the type of aromatic, its physical properties and the individual
inherent sensitivity.
6.3.2 DEFINITION
Aromatic cargoes are a large class of organic compounds whose molecular structure
includes one or more planar rings of atoms, usually but not always, six carbon atoms.
Aromatic cargoes are generally clear colourless liquids, characterised by a distinct
sweet odour. Prolonged exposure to their vapours may cause a temporary loss of
the sense of smell.
6.3.3 HAZARDS / HEALTH INFORMATION
1. Aromatics cause irritation if they come in direct contact with the eyes.
2. Prolonged or repeated contact with some aromatics may cause the skin to
become dry or cracked due to the de-fatting action of the material.
Some aromatics may cause minor skin irritation from prolonged or repeated
contact.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 6 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 7 of 25
PRECAUTIONS
2. Inability to pump, if further deteriorated may result into complete loss of the
cargo / vessel tanks.
3. The health hazards for polymerizing cargoes includes ‘Acute Toxicity, Skin and
Eye Irritation’ and Carcinogenic potential.
6.4.3 PREVENTION
Polymerization and self-reacting cargoes may be stabilized by two means:
1. Refrigeration.
2. Inhibition.
Inhibition is achieved by the addition of a small quantity of a inhibitor which retards
/ inhibits the reaction process. Some inhibitors work independent of oxygen while
some do not. For Styrene Monomer, TBC (4-Tertiary Butyl Catechol) is usually added
as an inhibitor.
The transport of monomers by sea usually involves the addition of inhibitors and at
the same time ensuring that the cargo temperature is maintained as low as possible.
Refrigeration is not normally carried out.
The inhibitor added to the cargo should have sufficient validity for the intended
conditions of the voyage i.e. expected voyage duration and expected temperature
during the voyage. When inhibitor is added to the cargo on board the vessel the
operation should be witnessed by the ship’s officers. Master should obtain an
inhibitor or stabilization certificate as required by IBC code. A certificate of inhibition
from the manufacturer of the cargo should specify the following information.
1. Date inhibitor / stabilizer added to product.
2. Type of inhibitor / stabilizer added to product.
3. Quantity of inhibitor / stabilizer added to product.
4. Effective duration of the inhibitor / stabilizer added to product.
5. Temperature limits of the inhibitor / stabilizer added to product.
6. The effects of elevated temperature on the inhibitor / stabilizer added to
product.
7. Action to be taken in case of abnormal temperature rise of the product.
8. Emergency contact numbers for shore advice / assistance.
9. Action to be taken if the lengths of the voyage exceed the effective life of the
inhibitor.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 8 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 9 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 10 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 11 of 25
PRECAUTIONS
g) Ensure ullage pockets, tank sensors are not solidified. In cases where ullage
pockets or other tank openings are observed with solidifying cargo residues
these MUST be cleared by external steaming prior commencing cargo
operation.
After Discharging:
a) After completion of discharging, a thorough blow through is required to
ensure all cargo lines, vent lines, jumpers, common line spool pieces are free
of solidifying cargo residues.
b) After discharging, add hot fresh water to ensure pump impeller is clear of
solidified cargo residues.
Purge submersible pump cofferdam as per maker's instructions to ensure cofferdam
is not blocked or seals are not leaking.
6.5.5 CLEARING OF SOLIDIFIED RESIDUES FROM CARGO LINE
The vessel MUST carry out a ‘Risk Assessment” and Office approval is required prior
commencing below mentioned operation.
1. The line clearing plan shall be in place and discussed with all concerned
person after carefully assessing hazards associated with the cargo.
2. The assessment of line blockage must be carried out to identify location of
solidified cargo residues remaining in the cargo lines. The location of the
pipelines that are prone to stagnation should be checked for e.g.:
a) Valves in common lines in way of spool piece.
b) Manifold pipeline opposite to the shore connection, elbows.
c) Stripping pipeline, in case of submersible pump.
d) Line draining cock underneath both manifold and cargo lines.
3. All crew must wear suitable PPE as required for the subject cargo handling.
4. Pressure gauge should be fitted on the pipelines for monitoring to avoid
excessive pressure built up.
5. Steam should be applied externally and at the upper side of the pipe. The
responsible officer should monitor steam heating of cargo lines. Steam
should not be introduced into cargo pipes of tanks containing cargo.
6. In case of non-drying vegetable oils, if the terminal representative and/or
receiver accepts to melt solidified cargo using a supply of live steam to the
cargo trapped directly even though cargo will be contaminated with
condensed water, the under-mentioned precautions should be followed:
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 12 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 13 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 14 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 15 of 25
PRECAUTIONS
e) Upon completion of loading, all lines to be blown clear using Nitrogen. Hoses
used for cargo transfer if any are to be thoroughly flushed with fresh water,
blown dry and stored in place.
f) All cargo samples are to be stored in sample locker and not to be removed
without prior permission from the Chief Officer.
g) Personnel Protective Equipment including chemical protective suits are to be
thoroughly washed, aired and stored in safe area.. SCBA empty bottles must
be recharged.
Prior Discharging:
a) Cargo requirements towards gauging, venting and other operational
procedures to be planned in advance by the Chief Officer and all concerned
personnel made familiar with the same.
b) Cargo requirements towards gauging, venting and other operational
procedures to be planned in advance by the Chief Officer and all concerned
personnel made familiar with the same.
c) All hose / pipe connections must be tested with soap solution and high
pressure nitrogen before commencing any operations to ensure connections
are tight. All joints must be of PTFE and all leaks rectified before commencing
cargo operations.
During Discharging:
a) Warning signs to be posted at vessel's access point.
b) Information regarding Toxic properties should be available for all visitors.
c) Accommodation Air conditioning intakes must be set to ensure that the
atmospheric pressure inside the accommodation is always greater than that
of the external atmosphere.
d) Only closed sampling procedures are permitted.
e) Upon completion of discharging, all lines to be blown clear using Nitrogen.
Hoses used for cargo transfer if any are to be thoroughly flushed with fresh
water, blown dry and stored in place.
f) Personnel Protective Equipment including chemical suits are to be thoroughly
washed, aired and stored in safe area.. SCBA empty bottles must be
recharged.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 16 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 17 of 25
PRECAUTIONS
6. Provision shall be made for suitable apparatus to detect leakage of cargo into
adjacent spaces.
6.7.4 PRECAUTIONS
CHECKS DURING SEA PASSAGE
Ballast tanks & cofferdams forming boundaries to spaces loaded with acids are to be
checked for presence of Hydrogen and pH value at least twice a week and recorded.
PRECAUTIONS
At Load Port:
a) Warning signs to be posed at vessel's access point.
b) Information regarding Corrosive properties should be available for all visitors.
Manifold and cargo handling area are to be barricaded off and are to be
entered by personal donned with skin and eye protection as applicable, this
applies to all visitors including terminal personnel and surveyors engaged in
hose connection / disconnection, sampling of cargo, etc.
c) All hose / pipe connections must be tested with soap solution and high
pressure air / nitrogen before commencing any operations to ensure
connections are tight. All joints must be of PTFE and all leaks rectified before
commencing cargo operations.
d) All cargo samples are to be stored in the sample locker and are not to be
removed without prior permission from the Chief Officer. Hoses used for
cargo transfer if any are to be thoroughly flushed with fresh water, blown dry
and stored in place. Personnel protective equipment including chemical
protective suits are to be thoroughly washed, aired and stored in safe area.
e) In case of acids, acid guard shall be used for the manifold connection.
Additionally, ballast should not be taken in adjacent ballast tanks in case
subject acid cargo is water reactive.
During Voyage:
a) Ballast tanks and cofferdams forming boundaries to spaces loaded with acids
are to be checked for presence of Hydrogen and pH value at least twice a
week and recorded.
At Discharge Port:
a) Warning signs to be posed at vessel's access point.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 18 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 19 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 20 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 21 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 22 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 23 of 25
PRECAUTIONS
In the above % volume of the tank will reduce as the SG increases. In any case tank
should never be loaded above 98% of the tank at any stage of the voyage.
The information regarding tank strength may be found on the classification society's
certification of the ship, and the master must be familiar with any restrictions that
may be imposed on loading heavy cargoes. Especially important is the risk of loading
a tank slack, because this can lead to sloshing forces that may cause damage to the
tank structure or its equipment. Likewise, the tank's design capacity must be strictly
observed: exceeding it is dangerous. Note that the cargo's specific gravity and its
vapour pressure must be considered together. Care must be taken while loading high
density cargoes due to the effect of surge pressure can cause serious damage to
cargo valves, pipelines. Indiscriminate operation of valves may cause rapture leading
to spillage.
6.13 WATCH LIST CARGOES
CARRIAGE – EXPERIENCE OF MASTER AND CHIEF OFFICER
Following Cargoes are identified as Watch List Cargoes
Phenol
TDI / MDI
Acrylonitrile
HMD
Sulphuric Acid
Propylene Oxide
PAPI
The Master and the Chief officer in combine should have at least 4 cargo operations
of Loading / Discharging the watch list cargoes in rank of Master / Chief Officer with
each officer having loaded / discharged Phenol at least once.
Where the above criteria is not met, Marine Superintendent / Port Captain with
experience handing the cargo will attend the vessel for loading / discharging
operations.
The detailed guidelines for handling the watch list cargoes is mentioned in the “OP-
CHEM-01 CARGO OPERATION AND TANKCLEANING PLAN”.
The Cargo operation plan for the watch list cargoes shall be reviewed by office for
approval.
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 24 of 25
PRECAUTIONS
Rev No. : 5
Chapter 06 Date : 25-Mar-21
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 25 of 25
PRECAUTIONS
6.15 GUIDELINES FOR THE CARRIAGE OF BLENDS OF PETROLEUM OIL AND BIO FUELS, AS
AMENDED
6.15.1 DEFINITIONS
Biofuelsare ethyl alcohol, fatty acid methyl esters (FAME), vegetable oils
(triglycerides) and alkanes (C10, C26), linear and branched with a flashpoint of either
60°C or less or more than 60°C, as identified in chapters 17 and 18 of the IBC Code or
the MEPC.2/Circular/tripartite agreements.
Following the distribution of these guidelines, further biofuels identified as falling
under the scope of the guidelines, will be recorded in annex 11 of the
MEPC.2/Circular which deals with biofuel/petroleum oil blends
Refer to MEPC.1/Circ.761/Rev.1 attached as (Appendix 1) in this manual for detailed
guidelines for the carriage of Blends of Petroleum Oil and Biofuel.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 1 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 2 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 3 of 28
This information should be considered in the operation of the inert gas system to
ensure the oxygen level does not fall below the level indicated on the certificate.
In lieu of inert gas, Nitrogen is used onboard chemical tankers to control the cargo
tank environment and in the following circumstances:
Drying: In case cargo is sensitive to moisture.
Padding: To prevent any oxidation or As per local / terminal / shipper
requirement.
Inerting: To prevent flammability hazard.
Nitrogen ‘Drying, Purging, Padding or Air-blow are high risk operations and if not
properly carried out may result in significant damage to Cargo tanks due to over
pressurization
QUANTITY AND QUALITY OF NITROGEN REQUIRED
The voyage orders will indicate whether the cargo nominated requires
environmental control or not. If the cargo requires use of nitrogen, following must
be considered in order to estimate the quantity and quality of Nitrogen the vessel
needs to carry.
a) Length of the voyage.
b) Ambient temperature and weather expected during the voyage.
c) Volume of vapour space in each cargo tank.
d) Quality of Nitrogen required.
e) The number of tanks that require maintenance of nitrogen blanket.
f) The production / storage capacity of nitrogen generator (if installed).
In case vessel is required to arrive in inert condition, initial notification from the
charterer will be sent along with voyage orders.
If nitrogen bottles are carried there should be fixed piping to connect the bottles to
the tank and the piping must be maintained clean, dry and in good condition at all
times.
Records must be maintained for the nitrogen operations.
It is prudent to cater for extra bottles for the voyage in case of loss of nitrogen from
the tank containment.
7.1.2 SOURCES OF NITROGEN SUPPLY
Following nitrogen supply sources exist:
Liquid Nitrogen storage from shore (normally 99.9 percent purity).
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 4 of 28
B. Purity 99.999%
There are several cargoes, such as Hexene 1, which deteriorate drastically in
quality upon contact with air and require oxygen content to be as low as 50 ppm
in the tank during carriage of the cargo. This will require the use of high purity
Nitrogen N 5050 with purity of 99.999% and require stricter atmosphere control
in the tank.
N5050 - Purity 99.999% - Colour Green / Orange
Tank pressure, Oxygen content and cargo temperature must be continuously
monitored while the tanks are under nitrogen padding.
Master should be alert in case such cargoes are offered in the voyage orders and
also be aware of the stipulations under Charter Party for carriage or right of
refusal for carriage of such high quality cargoes.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 5 of 28
However, if carried, due care MUST be taken that the correct grade and sufficient
quantity of Nitrogen is procured and stored on the vessel for the voyage.
The vapour tightness of the tank lids should also be checked and ensured prior
carriage of such high purity cargoes.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 6 of 28
One deep breath of pure Nitrogen can be fatal. Pure Nitrogen will displace CO2 and
O2 completely and in the absence of CO2 signal to the brain, the stimulus to breath
no longer exists. The person immediately stops breathing.
ASPHYXIATION
Nitrogen rich atmosphere creates Oxygen deficiency which can be fatal. Following
table illustrates symptoms and influence of Oxygen deficient atmosphere on Human
body.
Oxygen Symptoms / Influence on Human body
Concentration
20.8 % Normal, No effects.
19.5 % Impaired coordination. Some unnoticeable adverse physiological
effects.
16.0 % Increased pulse and breathing rate, impaired thinking and
attention, reduced coordination.
14.0 % Abnormal fatigue upon exertion, emotional upset, faulty
coordination, poor judgment, blue lips.
12.5 % Very poor judgment and coordination, impaired respiration that
may cause permanent heart damage, nausea and vomiting, loss of
consciousness, blue lips.
8.0 % Inability to move, loss of consciousness, convulsions, death unless
recovery with treatment within 4 minutes.
Oxygen Symptoms / Influence on Human body
Concentration
6.0 % Coma within 40 seconds, convulsions, respiration stops, death.
0–6% Fainting, almost immediate coma, convulsions, respiratory arrest,
death, Brain damage even if resuscitated.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 7 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 8 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 9 of 28
Where isolating valves are fitted to the branch line to each tank, SOLAS requires
these valves be “provided with locking arrangements which shall be under the
control of the responsible ship’s officer”. This statement should be taken to mean
that the valves must be locked open to prevent any change in the valve setting being
possible without application to the responsible officer to obtain the means of
releasing the locking system on the valve.
Prevent failure or seizure of isolating valves, pressure / vacuum valves or high
velocity vents by regular maintenance, pre-operational testing and operator
awareness to detect failure during operation.
To protect against over-pressurization through filling tanks too quickly, all ships
should have maximum filling rates for each individual tank available for reference
onboard by ship’s personnel. This information should be posted in the cargo control
room.
Tank vents should be checked to ensure that they are clear when the operation
commences, and during freezing weather conditions they should be inspected at
regular intervals to ensure they are ice free throughout the operation.
7.1.7 PRECAUTIONS FOR NITROGEN PURGING / PADDING OPERATION
Cargo tank purging / padding using shore Nitrogen may result in tank over
pressurization. Shore nitrogen flow-rate should be agreed prior commencing
operation and continuous monitoring is to be carried out throughout Nitrogen
purging / padding operation to avoid structural damages to the cargo tank due to
excessive pressure.
Appropriate pressure gauge (0-15 bar) should be fitted at the manifold to monitor
the pressure.
The pressure gauge fitted at the tank gauge should have a calibration from minus 0.5
to plus 1.0 bar
Appropriate pressure gauge should be fitted at the manifold to monitor the pressure
Purging / padding procedures are discussed in detail in below sections which are to
be referred to and complied with along with “Nitrogen Handling Checklist (OP-
CHEM-14)”.
In addition, the following is to be complied with:
a) Tanks to be purged, padded or which contain Nitrogen are to be tagged.
b) Placard is to be placed at Gangway that Nitrogen purging / padding is in
progress.
c) Tanks which are to be purged / padded are to be cordoned off.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 10 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 11 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 12 of 28
2. It is the responsibility of the Master to check from the inhibitor certificate the
level of oxygen dependency required by the inhibitor to remain effective and
ensure that the oxygen content in the vapor space of these tanks does not
fall below the level required in accordance with that stated in the inhibitor
certificate.
3. Inhibitors such as TBC added to Styrene Monomer preferably require vapour
space oxygen percentages in the range of 6 to 8% though oxygen levels as
low as 2% may be acceptable for carriage.
4. The Master must seek confirmation from Charterers on the level of
atmosphere control required for inhibited cargoes as soon as the voyage
orders are received. The requirement for atmospheric control of inhibited
cargoes must be discussed with all personnel concerned during the pre-cargo
conference.
5. The level of oxygen dependency and final oxygen content upon completion of
purging/padding is to be indicated in “Nitrogen Handling Checklist (OP-
CHEM-14)”. In case the final oxygen content required on completion of
purging / padding is less than the level of oxygen required by the inhibitor to
remain effective, operations must not commence without express permission
from the Office.
6. Under no circumstances should nitrogen be bubbled through inhibited
cargoes.
7.1.12 LOSS OF NITROGEN
Loss of nitrogen can have serious consequences in case of certain cargoes, which can
react dangerously with air, e.g. Propylene Oxide, etc. Quality of certain cargoes can
also be seriously compromised in case of loss of nitrogen. Such cargoes must be very
closely monitored during all stages of the operation.
DURING PURGING OPERATION:
During purging operations if any stoppage in Nitrogen supply is experienced from the
terminal end, the respective tanks and all connected valves are to be closed
immediately. Manifold valves are to be closed and the terminal is to be informed of
closure of the manifold valves.
DURING PADDING OPERATION:
In case Shore Nitrogen supply ceases whilst padding, all respective cargo tank valves
including vent or manifold valves to be closed. Any openings on the tank including
purge pipe covers etc are to be closed tight and the tank pressures monitored.
Inform terminal regarding manifold valve status.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 13 of 28
For tanks which have been loaded with a homogenous cargo, being padded using a
single vapour return line, the vapour return manifold valves must be closed. On
resumption of shore Nitrogen supply, the manifold, tank valves and openings are to
be opened and terminal informed to start supply of Nitrogen slowly and increase the
flow rate gradually. The pressure readings of concerned tanks are to be monitored
carefully until completion of padding.
DURING THE VOYAGE:
Any loss of nitrogen must be immediately reported to the company as this has now
become an emergency situation. Depending on the cargo, a decision will be made
whether it is necessary to deviate the vessel to receive nitrogen or if it is safe to
continue the voyage. In very severe conditions, it may even become necessary to
jettison the cargo. However, this is a decision which will be taken by the company in
discussion with cargo owners, Ship owners, regulatory authorities and chemical
experts.
The voyage orders will indicate the whether the cargo nominated for the vessel
requires environmental control or not. Nitrogen is used with the cargo for safety and
quality reasons. If the cargo requires use of nitrogen, following must be considered
in order to estimate the quantity and quality of Nitrogen the vessel needs to carry.
The vessel may or may not be fitted with a Nitrogen generator.
Length of the voyage.
Ambient temperature and weather expected during the voyage.
Volume of vapour space in each cargo tank.
Quality of Nitrogen required.
If nitrogen bottles are carried there should be fixed piping to connect the bottles to
the tank. The piping must at all times be maintained clean, dry and in good
condition. Records must be maintained for the nitrogen operations. Tanks must be
checked at regular intervals to ensure these are maintained in conditions required by
the shipper’s instructions. It is prudent to cater for extra bottles for the voyage in
case of loss of nitrogen from the tank containment.
Loss of nitrogen can have serious consequences in case of certain cargoes, which can
react dangerously with air, e.g. Propylene Oxide, etc. Quality of certain cargoes has
to be seriously compromised in case of loss of nitrogen. Such cargoes must be very
closely monitored.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 14 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 15 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 16 of 28
Subjected to each tank washing machine nozzle not exceeding 17.5 m3/hr and total
capacity of the tank cleaning machine is less than 110 m3/hr.
For chemical tankers, the application of inert gas, may take place after the cargo tank
has been loaded, but before commencement of unloading and shall continue to be
applied until the cargo tank has been purged of all flammable vapors before gas
freeing. Only nitrogen is acceptable as inert gas under this pressure.
For tankers of 8,000 tonnes deadweight and upwards but less than 20,000 tonnes
deadweight constructed on or after 1 January 2016, in lieu of fixed installations as
required by paragraph 5.5.4.1 the Administration may accept other equivalent
arrangements or means of protection in accordance with regulation I/5 and paragraph
5.5.4.3
7.2.4 HAZARDS OF INERT GAS
TOXICITY OF FLUE GAS
Flue gas contains Sulphur dioxide, carbon monoxide etc which are toxic gases. Prior
entering into enclosed spaces which earlier contained inert gas, toxic gas checks
should be carried out prior man entry.
OXYGEN DEFICIENCY
Exposure to an atmosphere containing less than 5% oxygen results in immediate
unconsciousness. If resuscitation is delayed for more than about four minutes,
irreversible brain damage will occur. Further delay will cause death. Exposure to an
atmosphere containing less than 21% oxygen is not necessarily incapacitating, but
can affect the sense of judgement and balance and could eventually
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 17 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 18 of 28
The inert gas system must be available for use at all times. To ensure its availability it
must be operated, tested, and maintained at regular intervals and in accordance
with the vessels Planned Maintenance System. The stock of spare parts carried must
be maintained at the appropriate level and whenever critical parts are used they
must be re-ordered immediately.
All inert gas safety systems must be checked before use to ensure that correct
operation is possible when required. These tests are described in the Inert Gas
Operations and Equipment Manual and the manufacturer’s instructions, and must
also include the following:
Oxygen monitoring equipment must be calibrated and alarm points checked,
this includes both portable and fixed equipment.
Automatic shut-down systems and valves checked.
Deck seal alarms tested.
Non return valves should be checked.
Hydrocarbon gas detectors should be checked and alarms tested.
An inert gas maintenance record is to be maintained during all above checks and
testing.
7.2.7 INERTING BEFORE LOADING
Prior to arrival at the loading port all tanks are to be fully inerted and the oxygen
content of the tanks reduced to below 8%. Adequate time is to be allowed for this
operation to ensure the tanks are properly inerted.
Using a portable oxygen analyzer, a check is to be made that the atmosphere in all
tanks is below 8% O2 just prior to arrival at the loading port.
When ballast is discharged from any tanks / holds prior to loading the Inert Gas Plant
must be operated to fully inert those spaces.
DURING LOADING
During the loading operation the Inert Gas Plant will be shut down and the main
isolating valve closed.
LOADED PASSAGE
It is important to maintain a slight positive pressure in the ullage spaces of cargo
tanks / holds to avoid the ingress of air through the P/V valve.
Safety checks during voyage:
Following safety checks should be carried out in on daily basis except when weather
conditions renders it too dangerous to go onto deck;
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 19 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 20 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 21 of 28
This will ensure that no portion of the tank atmosphere is brought within the
flammable range during gas freeing.
Purging cargo tanks with IG is also required to remove or reduce content the
hydrocarbon and toxic vapours. Purging also acts as a counter measure for hazard
due to Pyrophoric oxidation. Vessels must be clear regarding the most efficient and
cost effective method of completely purging their vessel.
BALLAST PASSAGE
During a ballast passage, cargo tanks other than those required to be gas free should
remain in the inert condition and under positive pressure to prevent ingress of air.
Whenever pressure falls to the low pressure alarm level, the inert gas plant should
be restarted to restore the pressure.
INERTING DOUBLE HULL TANKS
As per SOLAS, Tankers required to be fitted with Inert Gas systems (i.e tankers of
20,000 tonnes deadweight and above, and tankers using COW), shall have double
hull spaces fitted with suitable connections for supply of inert gas. This could be by
permanent connections to IGS, or by using suitable portable connections like hoses
or ducts.
Inerting of double hull tanks is required in the event of a leak of hydrocarbons into a
double hull or double bottom tank. Inerting shall be carried out in accordance with
class approved ‘Loading Operation Manual’.
1. Flexible hoses used for inerting double hull tanks should be clearly identified.
Such hose electrical continuity should be checked prior each usage.
2. Where available, PV valve should be placed on double hull tank to maintain
inert atmosphere. Any other openings to this tank shall be blanked.
3. In case of non-availability of PV valve, over pressurization of double hull tank
shall be avoided by connecting such tank to PV breaker using flexible hoses.
4. Upon completion of inerting operation, IG inlet hose should be left connected
to IG line for breathing through deck PV breaker.
5. Once inerted, the tank should be kept topped up as necessary to ensure that
a positive pressure is maintained and oxygen content does not exceed 8% by
volume.
6. The exhaust vapour from the tank during inerting should be ventilated
through an opening at least 2 meters above the deck. Portable standpipes
should be used where necessary.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 22 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 23 of 28
A. For Ships fitted with IGS: The IGS is run on Gas freeing / Fresh Air mode,
where the IG blowers take direct suction from the atmosphere and the air is
led into the tanks through the IG line.
B. Fixed centrifugal motor driven gas freeing fans: Some ships are equipped
with very high capacity fans which are located in the pump room or other
similar location from where fixed piping is led to the cargo tanks and or
manifold. Air from these fans can be either fed from the top of the tank when
dilution method is used or sent in from the bottom through the cargo
pipelines when displacement method is used.
Usually the Gas freeing fans and piping arrangement on chemical tankers are
completely isolated from the cargo piping system. However if the design is
such that isolation between the cargo piping and Gas freeing piping is by way
of valve arrangement, the gas freeing piping should be flushed with fresh
water and drained to ensure cargo is completely flushed out of the system
before gas freeing fans are operated.
The flushed cargo should be collected as slops and disposed as per Marpol
Annex1 / Annex II Guidelines.
C. Portable gas freeing fans: Portable fans are pneumatic or water driven and
are capable of being operated in supply or suction mode. Gas freeing is most
effective when two fans are used in one tank with one fan on supply mode
and the other in exhaust mode using a suction duct at different height.
Many times, Gas freeing operation is concurrent to the purging operation,
where Inert gas system is still in use in the IG mode. To ensure effective gas
freeing, the tank to be gas freed should be isolated from the IGS by blanking
of the IG inlet line of the tank. Also due consideration has to be made,
regarding the wind direction, to ensure that the vented air from other inert
tanks is not being drawn into the tank being gas freed.
Guidance of Portable Gas freeing fan
1. Portable fans or blowers should only be used if they are hydraulically,
pneumatically, water or steam driven.
2. Their construction material should be such that no hazard of incendiary
sparking arises if, for any reason, the impeller touches the inside of the
casing.
3. Portable fans, where used, should be placed in such positions and the
ventilation openings so arranged that all parts of the tank being ventilated
are equally and effectively gas freed. Ventilation outlets (discharged gas)
should generally be as remote as possible as possible from the fans.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 24 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 25 of 28
OR
3. Through outlets at least 2.0 meters above the cargo tank deck level with a
vertical exit velocity of at least 20 m/s which are protected by suitable
devices to prevent the passage of flame.
The flammable vapour concentration at the outlets has been reduced to 30% of the
lower flammable limit and, in case of toxic product, the vapour concentration has
been reduced below the TLV of the cargo, gas freeing may thereafter be continued
at cargo tank deck level.
The number of cargo tanks that can be simultaneously gas freed while maintaining
20 m/s exit velocity at vent pipe will depend upon capacity of gas freeing fan, vent
diameter and pressure drop against particular tank.
Following table provides guidance on maximum number of tanks that can be
simultaneously gas freed maintaining 20 m/s exit velocity.
Gas Freeing Fan Pipe Diameter - 4" Pipe Diameter - 6" Pipe Diameter - 8"
Outlet Capacity
Number of tanks Number of tanks Number of tanks
120 m3/min 12 5 3
80 m3/min 8 3 2
60 m3/min 6 2 1
40 m3/min 4 1 1
Following table provides guidance on maximum number of tanks that can be
simultaneously gas freed maintaining 30 m/s exit velocity.
Gas Freeing Fan Pipe Diameter - 4" Pipe Diameter - 6" Pipe Diameter - 8"
Outlet Capacity
Number of tanks Number of tanks Number of tanks
120 m3/min 8 3 2
80 m3/min 5 2 1
60 m3/min 4 1 1
40 m3/min 2 1 0
Care should be taken to investigate that the rated flow capacity of the portable or
fixed fans are not affected by the presence of obstruction in the pipelines. The
number of vents obtained by this formula should be rounded off to the lower value
to allow for frictional losses in the pipeline.
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 26 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 27 of 28
Rev No. : 4
Chapter 07 Date : 25-Mar-21
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 28 of 28
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 1 of 15
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 2 of 15
Fresh water, hot or cold, does not affect the stainless steel provided that it is
relatively chloride free. Such tanks should contain only fresh water except in
emergencies. It is acceptable to wash stainless steel tanks and lines with salt water,
however, immediately after; they must be washed with fresh water and dried up.
The stainless steel normally used on board ship has limited tolerance to chlorides
and fluorides. This is very critical for carriage of Phosphoric acid. Master must
endeavor to obtain the specifications of the phosphoric acid cargo which has been
nominated to load on the vessel. Corrosivity of the acid is aggravated at elevated
temperature.
Phosphoric acid has large quantity of sediments. The quantity of sediments can be
ascertained during loading by collecting a sample of the cargo and allowing it to
settle.
Excessive sediments in the tank are known to cause damage to pumps. A protest
should be given to shippers if the quantity for any quantity of sediments noted.
Master must not attempt to pump the sediments excessively. The amount can be
reduced slightly by recirculation of cargo in the tank. However the sediment cannot
be eliminated from the tank completely. Master must arrange for sufficient quantity
of fresh water to give minimum of one hour bottom wash of the cargo tanks to get
rid of the sediments.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 3 of 15
Due care should be taken during washing of the tanks after carriage of sulphuric acid
due to aggressive nature of the cargo while in concentration between 20-80%.
When in doubt contact the company and seek clarification on cleaning procedures.
COATED TANKS
Coating of tanks of mild steel is carried out for two reasons. Firstly, to provide a
smooth surface making it easier to clean tanks between grades, secondly, to
minimize contamination from previous grades or by rust of tank structure.
Tank coatings are permeable to some extent, and are not normally used to protect
the underlying steel against corrosive attack. For this reason mild steel tanks must
not contain cargoes, which are aggressive and highly permeable to them. This is in
addition to considerations of coating compatibility. For detailed information on
compatibility of cargoes and coating materials, the compatibility lists supplied by the
paint manufacturers should be referred to before Master plans cargo stowage.
After discharging certain aggressive cargoes, the tank coating must be cured for a
period designed by the paint manufacturer, before loading next cargo. Tank cleaning
chemicals must not be used if they have a detrimental effect on the tank coatings.
Dirty slops or washing must not be stowed in coated tanks unless the cargo
contaminant in the slops or washings is compatible with the coating.
Zinc Silicate
As a general rule, zinc silicate coatings are not affected by and do not affect cargoes
in the following chemical families or groups:
Alcohols Amines (if free of moisture, and tanks are dry)
Aldehydes Animal oils and fats (free fatty acid under 2.5%)
Cyanohydrins Esters
Glycols Halocarbons
Hydrocarbons Aromatic Hydrocarbons
Lubricating Oils Clean petroleum
Ketones Vegetable oil (free fatty acid under 2.5%)
Generally, zinc silicate coatings are unsuitable for acids, alkalis, vegetable and animal
oils and fats with a free fatty acid (FFA) content of more than 2.5% in all
circumstances specific guidance on the compatibility of a certain cargo with the
coating is to be obtained from the cargo information and the coating compatibility
guides.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 4 of 15
Zinc silicate coatings withstand intermittent exposure to fresh and salt water, but
continuous immersion will greatly reduce the life of coating. For this reason zinc
silicate tanks are not to be ballasted unless absolutely necessary, and in any event
their immersion must not exceed 3 months in any twelve month period.
Epoxy Coatings
In general, epoxy coatings are not affected by, and do not affect cargoes in the
following list: -
Alkalis (Low grade) Amines
Glycols Animal oils and fats (FFA below 5%)
Hydrocarbons Vegetable oil (FFA below 5%)
Alcohols (with certain restrictions) Except methanol
Generally epoxy coatings are unsuitable for:
Acid
Aldehydes Animal oils and fats (FFA over 5%)
Cyanohydrins Esters
Halocarbons (some) Ketones
Vegetable oils (FFA over 5%)
Specific guidance must be obtained from cargo information and coating
compatibility lists for the cargo in question. Epoxy coatings are suitable for fresh and
salt-water ballast.
Polyurethane Coatings
These coatings have compatibility similar to that of epoxy coating plus some of the
solvents compatible with zinc silicate coatings. However, information from the
coating compatibility list must be obtained for the specific cargo in question.
Phenolic Epoxy Coatings
These coatings have a similar resistance to epoxy coatings with a wider range of
chemicals, and also less restriction than either straight epoxy or polyurethane.
However information of the coating compatibility list must be obtained for the
specific cargo in question.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 5 of 15
8.3 INTRODUCTION
Stainless steels depend for their corrosion resistance on the formation of a passive
surface film, which is composed, mainly of chromium oxide. Although this film forms
spontaneously when the metal is exposed to air or to water, it is possible to damage
or contaminate the surface during fabrication or by service operation so that the
ability to form a satisfactory film is impaired.
It is necessary to avoid or correct such damage if the optimum corrosion resistance
of the stainless is to be obtained. The thickness of oxide film is about one millionth
mm on the surface of stainless steel. Despite the thinness of this film provided, it will
provide good corrosion resistance.
CORROSION RESISTANCE OF AUSTENITIC STAINLESS STEELS
8.3.1 PITTING
Certain specific agents such as halides cause a local breakdown of the passive film on
the steel surface. This highly localized breakdown followed by electrochemical action
results in pitting which rapidly propagates into steel. Chlorides are particularly
conducive towards this form of attack even when present in minute quantity.
Collection of solid sludge’s on the surface of stainless steel may also result in pitting.
When sludge is known to be present in certain type of cargoes, means of circulating
the cargo should be provided e.g. phosphoric acid.
8.3.2 CREVICE CORROSION
Rapid corrosion will occur in narrow crevices / geometric irregularities in the metal
surface where oxygen cannot gain access. It is essential to design tanks with this in
mind. All welds are smooth finish and all spatter is removed.
STRESS CORROSION CRACKING
This may be defined as the fracture of a component by the conjoint action of a
tensile stress in a corrosive environment. The failure of this is confined to
environments containing sodium hydroxide, sulphides, halides and mainly chlorides.
Chlorides are particularly conducive to this form of attack and cracking, which is
trans-granular is found most frequently in the Ph range of 3 to 8. Cracking
associated with caustic solutions may be either trans or granular and is usually
confined to solutions of high conc. and with temperatures in excess of 55C.
INTERGRANULAR ATTACK (WELD DECAY)
If the steel is heated in the temperature range of 500 to 850C the carbon may
precipitates as chromium carbide at the grain boundaries. These areas become
denuded of chromium and the protective oxide film is prevented from forming.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 6 of 15
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 7 of 15
which would be used, if the cladding was not present. If this carbon steel weld metal
comes in contact with the corrosion resistant cladding, the weld material will be
diluted by the alloy and the deposit is likely to hard and brittle. This problem is offset
by using of filler materials having alloy contents greater than those of the parent
stainless steel.
Generally the first weld made from carbon steel backing side should penetrate to the
stainless cladding but not into this layer. The backing side should be completed
before chipping back to clean metal on the clad side. Sufficient metal should be
removed to allow at least two runs of alloy weld metal to be deposited. The first two
runs are made by using filler materials having alloy contents greater than those of
the parent stainless steel. For subsequent runs should be made with a view to
ensuring that the deposited metal matches the composition of the clad material and
that the properties are not impaired.
8.3.5 CORROSION OF STAINLESS STEEL IN SEA WATER
For all practical purposes the general corrosion of austenitic stainless steels in
seawater can be taken as zero. However the passive film on these steels is prone to
local breakdown when chloride ions are present. Hence pitting is likely to occur if
stainless steels are left in prolonged contact with static sea water. The attack is likely
to occur particularly at crevices or under deposits where access of oxygen to the
surface is restricted. The addition of molybdenum to stainless steels improves their
resistance to pitting and crevice corrosion. The possibility of pitting of stainless steel
is increased if the Ph of the seawater is reduced from normal level of about 8. This
can happen on chemical tankers which have carried acid cargoes and cleaning of
such tanks. Once tank cleaning is commenced must continue without disruption to
minimize contact between stainless steel and acidic sea water. The quantity of
seawater used must be the maximum possible so as to minimize the drop in Ph.
Once sea water cleaning is started than under no circumstances the washing should
stop till the tank is cleaned. The final rinsing after seawater should be carried out
with fresh water. There should be no possibility of leaving sea water for long periods
static in contact with stainless steel. The seawater temperature should not be kept
higher than 50c.
8.3.6 CHEMICAL COMPOSITION OF STAINLESS STEEL
Stainless Chemical Composition
Steel
C Si Mn P S Ni Cr Mo Others
standards
SUS304 0.08 1.00 2.00 0.045 0.030 8.00– 18.00–
max. max. max. max. max. 10.50 20.00
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 8 of 15
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 9 of 15
Cracks are to be gouged out, arrested and then re-welded. After completing repairs,
localized passivation should be carried out using pickling paste.
8.4.4 REPAIR OF TANK COATINGS
The importance of maintaining the tank coatings in top condition cannot be
overstated. Maintenance is to be carried at every opportunity. In coated tanks
coating manufacturers instructions are to be followed with regard to surface
preparation, application of coatings and curing time. Some general precautions:
Surface is to be thoroughly de-rusted.
Edges should be feathered (smoothened) by using disc grinder.
Wipe the bare metal with methanol / thinner prior application of the first
coat.
Coating should be applied by brush and not by roller. Overlap of the
surrounding area should be kept to bare minimum.
Humidity in the tank is to be controlled in accordance with manufacturer’s
instructions.
Epoxy coatings require low relative humidity (dry air) - Running ventilation
fans in conjunction with steam to heating coils crack open is a good way to
raise the air temperature and reduce relative humidity.
Zinc Silicate coatings require high humidity at the time of application and
during curing - A steam hose lowered into the tank with the valve crack open
raises the relative humidity in the tank.
Ensure sufficient coats are given to obtain the necessary dry film thickness.
Over coating interval should be in accordance with the manufacturer’s
instructions.
Sufficient curing time is to be allowed. While the temperature of the air in
the tank may be high, the substrate temperature may be quite low in the
case of tanks exposed to seawater on the outboard side. In this case, the sea
water temperature should be used when referring to the curing time table.
8.4.5 PRECAUTIONS PRIOR CARRYING OUT REPAIR AND MAINTENANCE
Prior carrying out repair and maintenance of cargo tanks, pipings, pumps, valves,
heating coils and any associated cargo or ballast handling systems, the following
precautions must be complied with:
The area / equipment is free and clean of cargo.
There is adequate ventilation.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 10 of 15
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 11 of 15
Put a drop of ‘Acetic Acid’ on cotton swab and put it on the tank surface
The red probe tip should be placed on cotton swab and measure the meter
reading.
Assessment of readings:
Reading Result
Zero to -400 Passivated
-400 to -500 Indeterminate
-500 to -1100 Active
Passivation Meter (STEINCHECKER) Test:
The Passivation meter uses Sulphuric Acid for measuring.
Connect black probe to the tank surface
Clean the tip by fine emory paper.
A drop of Sulphuric Acid is put on the paper and the tip is pressed over it to
the surface being measured.
The difference in voltage will indicate the tank status.
Assessment of readings: (Please refer to the maker’s instructions).
Reading Result
0.6V (for 60 seconds) Passivated
0.6V to 0.2V (less than 60 seconds) Active
8.5.2 PICKLING
Picking method is used for the removal of any rust, oxides and discolouration from
the welding or from cargoes. Pickling solution containing nitric acid and hydrofluoric
acid shall be applied. Pickling should be followed by passivation with nitric acid.
PROCEDURE FOR PICKLING:
Tank surface must be free from oil. Tanks are required to be washed with a
non-caustic alkaline detergent.
The surface must be thoroughly flushed with fresh water.
Pickling is carried out with a mixture of Hydrofluoric acid (2-3%) and Nitric
Acid (12-13%).
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 12 of 15
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 13 of 15
Stainless steel parts shall be treated in one of the following aqueous solutions and
maintained within the specified temperature range for the specified time
Citric Acid Soln – the solution shall contain 4 to 10 weight percent of citric acid. The
parts shall be immersed for a minimum of 20min at a temperature in the range from
70 to 120F (21 to 49C).
Citric Acid Bags: Prepare a 5% weight percent citric acid solution ( ie 5000 ltrs of FW
+ 250 kilos of Citric Acid) using fresh water. Heat solution above 21°C if necessary,
then circulate the solution through butterworth machines for min 40 min or one
circle to make sure that entire tank surface is covered.
Always add acid to water and not water to acid. This will minimize the heat release
on mixing which is significant.
8.5.4 PASSIVATION PROCEDURE
A. Recirculation method
1. Equipment
Four stainless steel tank cleaning machines (316) with 8 or 9.5mm nozzles
and an additional four machines for rinsing. The rinsing machines are not
required to be stainless.
Four lengths of butterworth hose, resistant to a 20% solution of Nitric acid
and with a 10 bar. Safe working pressure. (SS BW HOSE)
Fresh water adequate for recirculation and rinsing
PH test kit or pH litmus paper to determine pH between 1 and 14 within ½ a
point.
Blind flange adapter with four male tank cleaning hoses connections. This
should be mounted with a valve for isolation purposes.
2. Procedure
Clean the tank to be passivated to a water white standard (better the
cleaning standards prior passivation, better the result).
Tank should be thoroughly checked for presence of any loose
clamps/nuts/bolts etc. These must be fitted/removed as applicable prior
carrying out passivation.
Wash the complete tank surface with a passivating solution. Always add acid
to water, not water to acid, to minimize heat release on mixture.
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 14 of 15
In order to insure a 15% solution, calculate the flow rate of the fresh water
supply by timing the length required to fill a 200 ltr. Drum. Use this flow rate
to fill the tank with the required amount of water. It is recommended to use
sufficient solution so that the pump suctions will not be lost during
passivation.
Add the required amount of acid to the tank using a stainless steel barrel
pump, and suitable hose leading directly into the water in the tanks.
If passivating numerous tanks, it is recommended to mix the solution in the
first tank and transfer from tank to tank, keeping in mind that losses will
occur during the transfer and the solution may require topping up.
When passivating numerous tanks, the quality should be monitored for
strength and contamination by measuring the pH and watching the color of
the solution.
With the blind flange adapter, connect the required number of hoses and
machines. In case of portable machines, butter worth openings should be
covered to prevent any solution getting on the mild steel decks. A stainless
steel hose saddle must be used for this operation.
Water should be run across the deck continuously in order to dilute any acid
which may accidently get on the deck.
Commence recirculating the washing solution in the tanks with the following
patterns. Disposal of the slops should be carried out as per Marpol
requirements.
Tank wash by re-circulation method for 2h (2 – 3 steps)
Allow 1 to 2 hours after tank wash
After completion of recirculating at the bottom level, close the valve on the
recirculation connection and transfer the solution to the next tank.
Recirculation hoses should be rinsed down with water after removing from
the tanks.
3. Rinsing and inspection
Select one tank as the fresh water storage tank. The pump stack from this
tank should be connected to the butterworth line.
Connect the required number of rinsing machines from the tank cleaning line
to the tank to be rinsed.
Use the same number of machines as was use for recirculation.
Use the same drops as for recirculation.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 4
Chapter 08 Date : 25-Mar-21
TANKS MATERIAL AND COATING Page : 15 of 15
Measure the pH level of the discharge water every 15 minutes, and record.
When the pH reaches an acceptable level (6-7) make the second drop.
Wash at second drop for 30 minutes.
Drain the tank completely, remove/disconnect the machines.
Ventilate the tank.
Visually inspect the tank, and test the surface pH in shadow areas. Using
passivation meter record tank reading readings for the tank passivated.
Cargo tank to be kept dry for at least 18-24h after passivation, if possible for
curing.
Cargo tank inspection report to be prepared for forwarded to Office
8.5.5 PRECAUTIONS DURING PASSIVATION
a) A pre operation safety meeting must be carried out and recorded.
b) Crew must be briefed about the entire operation in detail including the
concentration of passivation liquid and the procedure for making solution.
c) Hazards due to acids being handled, environmental hazards of the
passivation liquid (if using Nitric acid solution) at various concentrations as
specified in its MSDS sheets.
d) Passivation procedures should be clearly explained to all personnel involved
in the operation.
e) Level 2 PPE along with Acid hood to be used while transferring Nitric/Citric
acid into tanks
f) If using portable machines, tank wash ports to be covered with canvas.
g) Seawater is not to be used.
h) Do not heat the fresh water.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 1 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 2 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 3 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 4 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 5 of 16
3. Check that there are no loose parts that could drop off and cause a spark.
4. Carry out overhauls as recommended by the maker using appropriate spares.
5. All wear parts should be changed at the recommended intervals.
9.2.3 HIGH PRESSURE WASH MACHINE
1. Check that all hoses and connections are in satisfactory condition and that
there are no leaks or soft spots.
2. Carry out routine maintenance in accordance with maker’s instructions and
renew all wear parts at recommended intervals.
3. High pressure wash machines should always be stowed in sheltered area.
9.2.4 MUCKING MACHINE
1. Check that the wire and hook are in satisfactory condition. If the wire has
broken strands then it should be replaced at once.
2. Carry out routine maintenance in accordance with maker’s instructions and
renew all wear parts at recommended intervals.
3. Check the brackets and mountings for any cracks or fatigue.
9.2.5 PORTABLE GAS FREEING FAN
Check that the impeller is turning smoothly without any wobble or imbalance and
that the blades are not touching the sides of the casing.
1. Check that there are no loose parts.
2. Check that all couplings are tight.
3. Check condition of supply and discharge hoses and repair / renew as
necessary.
4. Check the condition of vent chutes. These should be free of holes and gashes
and the securing arrangements should be in good order.
9.3 PORTABLE SUBMERSIBLE PUMP
1. Check that all hoses and connections are in satisfactory condition and that
there are no leaks or soft spots.
2. The flexible hoses are filled with hydraulic oil. Drain off approx. one cup of oil
from the hoses before storage (when disconnecting from the main system).
Control bend radius for the flexible hoses during storage (min 800 mm).
3. Confirm that the units are safely supported, and check that the snap-on
coupling and starting head/flow control valves are greased and protected.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 6 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 7 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 8 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 9 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 10 of 16
At the end of one-half hour, the pressure in the Cargo tank and piping shall be
measured. The change in pressure shall be calculated using the following formula:
P=Pi-Pf
Where:
P=change in pressure, inches of water.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 11 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 12 of 16
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 13 of 16
Note**: Transfer hose to be tested once in 6 months if the service period of the
hoses is above 4 years
Note***: For chemical tankers carrying dedicated to carry same grade of cargo,
cargo tanks shall be inspected at an interval not exceeding 12 months.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 14 of 16
9.8 UTI/MMC
UTI / MMC tapes are essential for safe tanker operations. Unfortunately, they are
not being handled with the care they deserve. Very often, this equipment is used by
persons who have not been adequately instructed in the use of these tapes.
The most common types of damage are:
1. Sensor sheared off from tape. This is due to the sensor hitting the bottom
edge of the vapor lock standpipe while reeling in.
2. Damage to sensor head due to knocking of head on tank bottom. This occurs
when the tape is incorrectly used to take water cuts. These tapes are not to
be used as sounding tapes.
3. Tape cut into two pieces. This is due to closing of the vapor lock valve without
completely withdrawing the tape.
4. Grounding Socket or Grounding Kit Assembly damaged or missing.
9.9 RESPONSIBILTY
Chief Officer is responsible for the safe handling, safekeeping and maintenance of
the UTI / MMC tapes, including samplers and other associated equipment.
Pre-arrival checks, including battery check and function test are to be carried out by
the Chief Officer.
Upon departure from the Load port/Disport, Chief Officer must check the condition
of all UTI Tapes.
9.9.1 STORAGE
The tapes should be stored inside the accommodation area, preferably in a locker
close to the CCR.
Proper racks must be made for storing and securing the tapes when at sea.
The tapes must be cleaned and stored in their respective boxes when not in use.
All associated spares and equipment must also be stored in the same space. An
inventory list must be prominently displayed at this location.
9.9.2 CARE AND HANDLING
Do not use force if the tape is not reeling in freely. Check for fault.
Do not close or partially close the vapor lock with the tape still inside the
tank.
Do not allow the tape to run freely in the tank when lowering.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 15 of 16
Do not use the tape to check soundings of dry tanks or tanks nearing
completion of discharge.
Do not use water-finding paste on sensors for water detection.
Do not reel in quickly when the last one meter of the tape is left to reel in.
Do not close the vapor lock till the sensor is reeled in and housed.
Do ensure that the Grounding Kit is used for grounding the tape prior
inserting the probe housing in the vapor lock valve and until after the housing
is retracted.
Do ensure sensor is fully retracted in the barrel and the reel locked when
shifting tapes from one tank to the other.
Do cover the tape assembly with plastic when using in rain.
Do use a bucket with soft rags, to place the tape in, when shifting from one
tank to the other.
Do clean all tapes immediately after use, especially when heated or sour
crude is involved.
Do ensure, while cleaning the tape, that it is well laid out and not bent,
kinked or twisted.
Do ensure that the tapes are not left unattended in pumproom entrance or
on weather decks.
Do ensure Makers Manuals are read and complied with in full.
Do ensure that the Makers Manual are verified prior using the tape for
corrosive cargoes or cargoes that can damage the UTI tape/sensor.
9.9.3 TRAINING
Master and Chief Officer must train the new officers, cadets, pump man and deck
crew in understanding proper handling procedures in line with the maintenance
manual.
9.9.4 MAINTENANCE
Portable tank gauging equipment should be maintained according to the
manufacturer’s instructions. There are few user serviceable parts in these machines,
and it is normal to send them ashore for exchange or repair.
Bonding wires must be kept attached and maintained in effective condition.
Rev No. : 4
Chapter 09 Date : 25-Mar-21
MAINTAINENCE OF CARGO EQUIPMENT Page : 16 of 16
The temperature sensing should be verified against other units (including the shore
terminals or independent inspector’s) prior to use (they should all read the same).
Every unit should be properly calibrated on board every six months, against a
calibrated and certificated reference thermometer, by using hot water (45°C).
The automatic wipers should be maintained in efficient condition. Notwithstanding
this the tape should be manually cleaned to maintain it as clean as possible.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 1 of 18
10. EMERGENCIES
10.1 GENERAL
This section contains general guidance on procedures for the most readily
foreseeable emergencies in which chemicals are involved.
It is impossible to predict the nature of every potential emergency that may occur on
a chemical tanker, therefore, the vessel’s SMPEP manual should be referred to for
details and contingencies involving specific emergency situations, in order that basic
actions can be taken quickly and decisions on how to tackle any additional problems
can be made in an orderly manner.
On board personnel must be prepared to tackle cargo related emergencies such as
chemical fires, chemical reactions, toxic vapour release, leaks and spills both at sea
and in port and personnel that will be directly involved in dealing with such
emergencies must be familiar with emergency procedures and plans.
All safety equipment shall be maintained in a high state of readiness at all times. On
board drills and exercises to test both the equipment and instruct personnel must be
carried out at frequent intervals.
Such unsafe conditions may include, but are not limited to, the following:
Electrical storms in the vicinity of the vessel
Explosion or fire in the terminal
An emergency alarm being activated on the vessel
Leakage from the cargo hose or connection
Loss of communications between the vessel(s) and/or the shore control
Broken mooring lines
Dragging anchor or broken chain
Collapse of, or insufficient fendering during STS operations
An emergency on another vessel in close proximity
Toxic vapour release on deck
10.2 CHEMICAL FIRES:
There is no such thing as a minor fire involving chemicals. A fire involving chemicals
is most likely to occur in a cargo tank or on the tank deck; however, in the case of a
spill or tank overflow or a side shell rupture, the fire may rapidly spread to the sea
surrounding the vessel.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 2 of 18
In addition, chemicals belonging to certain families are known to react with those of
other families when they may accidentally come in contact with each other. Such
reactions may be violent and result in the release of toxic gases, heating of the
liquids, overflow and rupture of the cargo tanks and fire and explosions may result.
Fires involving chemicals pose specific hazards and the conventional method of
extinguishing a fire by the removal of one of the elements required for combustion
to take place, i.e. heat, oxygen, fuel, may not apply in dealing with chemical fires.
In chemical fires the source of heat may be a reaction within the chemical itself or
from a reaction after mixing chemicals. A supply of oxygen may be released from the
chemical through heating from the fire. As a result, fire fighting involving chemicals is
more difficult and the best course is to prevent any fire occurring.
Fires involving chemicals pose specific hazards and hence it is important that all
personnel are aware of the specific fire fighting requirements in respect to the
chemical cargo being handled and are familiarized with the MSDS/MFAG/EmS for
cargo being handled by using the UN no.
If there are two or more chemicals on board requiring different fire extinguishing
mediums, all crew shall be briefed regarding this and special attention shall be given
to identifying and marking the type of fire fighting medium to be used for the
different chemicals being carried.
The below shall be applicable basis suitable fire extinguishing medium for specific
chemicals.
Fixed fire fighting for cargo areas shall be positioned and checked ready for
use.
Two foam monitors close to the manifold shall be pointed at the manifold
and the foam master valve form the tank shall be in open position.
The ship’s fire main systems shall be pressurised or capable of being
pressurised at a short notice.
Two fire hoses, on each side of the manifold, shall be connected to the fire
main and kept stretched with adjustable nozzles fitted and tested.
Portable fire extinguisher(s) shall be kept ready at the manifold for
immediate use.
The pre-carriage Cargo planning shall identify the various hazards associated with
the type of chemical being carried.
Master shall ensure that all equipment required for effectively dealing with all type
of chemical fires is carried on board and in a state of readiness.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 3 of 18
The actions to be taken in the event of a fire on-board should, as a minimum, include
the following:-
Activation of the Alarm & Notification
Stop cargo operations – close valves and hatches
Muster and organise fire fighting teams & Evacuation
If alongside a berth, inform terminal staff and request them to alert the Port
Authorities. Notify the operators of the vessel.
If at anchor in the port, alert the Port Authorities
If other ships or craft are alongside, alert them and instruct them to leave
immediately
Identify the chemical or chemicals involved and any other chemicals which
are at risk
Select the firefighting equipment and fire extinguishing agent to be used –
consult
MSDS/MFAG/Ems/Chemtrec for any special precautions or requirements
Be alert to the fact that as a result of the fire, toxic fumes may enter the
accommodation and an evacuation of non-essential personnel may be
necessary
If at sea, the vessel should be maneuvered so as to restrict the spread of the
fire and allow it to be attached from the windward direction.
10.3 CHEMICAL CARGO SPILLS
The biggest risk of a cargo spill is during cargo handling operations either because of
equipment failure or improper handling procedures. Cargo spills are therefore most
likely to occur during the vessel’s stay alongside.
The primary factor affecting response will be dependent on the chemicals involved,
the circumstances and size of the spillage and its location on-board. If there is the
possibility of cargo or cargo vapours entering the accommodation or engine room
spaces via vents, the appropriate preventative steps must be taken without delay. As
a general rule, there should be full initial response to any spill however small and the
emergency party must wear appropriate breathing apparatus and protective
clothing, it is always better to over react to the situation than to delay.
Safety of personnel in such incidents should always take precedence over
environmental issues. If it is possible and safe to do so, the released liquids should
be pumped or washed into a slop tank or other suitable containment, or collected
for safe disposal using absorbent materials.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 4 of 18
In the case of spills or corrosive liquids refer MSDS and MFAG/Ems for specific
procedures and the general advice is to wash the spilt liquid overboard with large
quantities of water from as far away from the spills as practicable.
A spray or fog of water, never a direct jet, should be used in such circumstances, the
emergency team wearing appropriate protective equipment should approach the
spill form upwind and direct the spray to the edge of the spill gradually working
towards the centre.
Personnel should be aware that the use of water on fuming acids and some other
strong acids will initially cause a vigorous reaction that will cause increased fuming,
this will be temporary while the spillage will be dealt with rapidly. If possible, the
vessel should be manoeuvred off the wind.
The actions to be taken in the event of a spill on-board should, as a minimum,
include the following:-
Activate the alarm & notify Muster
Stop all cargo operations and close valves and hatches
If alongside a berth, notify the terminal staff of the chemicals involved and
possible risks posed to personnel
Notify the Port Authorities, usually through the terminal staff and the
operators of the vessel
Prohibit smoking and the use of naked lights in all areas of the vessel
Clean up using water and contain in drums or suitable empty tanks, drip
tray,etc.
Clear all non-essential personnel from the immediate vicinity
Close all access doors and stop all non-closed circuit ventilation
Make preparations for the vessel to leave the berth
10.4 HOSE BURST, PIPE WORK FRACTURE OR CARGO OVERFLOW (OIL / CHEMICAL / GAS
TANKER)
In the event of hose burst, pipe work fracture or cargo overflow during cargo
transfer, following action is to be taken:
1. Operate Emergency Stop Device (ESD), Stop all cargo transfer operations and
shut all valves and tank openings.
2. Raise the alarm.
3. Note down date / time of occurrence, name of the person reporting and/or
sighting the spill.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 5 of 18
4. Confirm all accommodation doors and ports are closed, all ventilation to be
stopped. Avoid operating any electrical switches. Place a total ban on
smoking.
5. Initiate steps to mitigate cargo outflow by transfer to slack or empty tank if
possible.
6. Activate the vessel’s pollution prevention team properly clad in personal
protective gear appropriate to the spilled Cargo.
7. If at a dock, advise the terminal or transfer facility to deploy their spill
containment equipment, like booms, if available.
8. Ascertain if spill resulted from vessel or terminal / barge.
9. If spill resulted from vessel ascertain whether it is an operational spill or
casualty related.
10. If in port, notify the terminal, vessel’s agents and local regulatory authorities.
(If in US waters the US Coast Guard’s National Response Center to be notified
at Tel No.800-424-8802. The appointed Qualified Individual, Spill
Management Team and Spill Contractor must also be immediately notified).
11. Notify Head office, Vessel’s agents, Owners, Charterers and other parties as
appropriate in accordance with the notification procedure.
12. Ascertain the type of operation at time of incident i.e. cargo operation,
bunkering or inter tank transfer.
13. If cargo has spilled into the water, do not use any dispersants on the water
w/o express permission from the shore authorities.
14. Due regard should be given to accumulation of vapors in deck and a
heightened vigil for any form of sparks should be maintained.
15. Close co-operation with terminal and other shore authorities should be
maintained, for any clean up required or investigation into the incident.
16. Determine cause of spill (burst hose, leaking flange, tank overflow, etc.).
17. Determine the nature, extent and quantity of spill, whether restricted on
deck or spilled overboard.
18. If spilt cargo is on fire initiate fire fighting measures. If no, deploy fire fighting
equipment as a precautionary measure.
19. Ascertain properties of spilled cargo, is it soluble in water, heavier than water
or lighter than water and whether any health or environmental hazards.
20. Check cargo on board and stowage plan.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 6 of 18
21. Ascertain general weather conditions, i.e. wind & current direction and sea
swell.
22. Ascertain movement and area of slick, In addition, On gas tankers, use water
spray to disperse gas clouds. On gas tankers, fire hoses should be used to
wash down the liquid and maintain steel temperature to avoid brittle
fracture.
23. Check whether any immediate threat to shoreline.
24. Ascertain if the vessel’s mobility is affected and are all deck / engine and
bridge equipment / machinery operational.
25. Check if the vessel’s seaworthiness & stability has been affected.
26. Check availability of shore assistance, like tug, clean up contractor etc.
27. Take necessary steps to safeguard crew & check if there is injury to any vessel
personnel.
28. Maintain a log of sequence of events and detailed report of incident is to be
compiled by the Master.
29. In case of spill not resulting from the vessel take a sample of the spilt cargo
and if possible take photographs to serve as documentary evidence.
30. The relevant form for Bunker / Cargo spill enclosed in ‘EP 6 – Emergency
reports’ has to be filled in.
10.4.1 DECK VALVE AND DECK PIPELINE LEAKAGE
If leakage develops from a pipeline, valve, loading arm or cargo hose, all operations
should be stopped and the situation treated as an emergency until the cause has
been determined and the defect remedied.
If a pipeline, hose or loading arm bursts or if there is an overflow from the
containment area all cargo and bunkering operations should be stopped and the
situation treated as a cargo spill.
10.4.2 TANK LEAKAGE WITHIN THE SHIP
Leakage from a cargo tank into a void space or ballast tank may cause damage to
materials, cause an explosive atmosphere and put personnel at risk.
Spills in confined spaces such as pump rooms should, as far as is practicable, be
contained and then treated and collected for safe disposal. Spills may be contained
by the use of dry sand, earth or proprietary chemicals. Untreated acid spillage should
be prevented from reaching entering mild steel areas of the ship as rapid corrosion
can occur with possible fatal consequences.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 7 of 18
Leakages from one tank to another where chemicals may become mixed, should be
treated with utmost care and, if time permits, specialist advice(Chemtrec) sought on
the possible risks.
A non-cargo space into which chemical has leaked should be treated as a cargo space
and the same precautions taken. It should be inerted (wherever possible and
acceptable), cleaned and gas freed before any attempt is made to repair.
The actions to be taken in the event of a leak age within the vessel should, as a
minimum, include the following:-
Muster
Identify the products involved and the risks associated with them
Clear the immediate vicinity of all non-essential personnel
Identify the location of the leak
If possible, transfer the contents of the leaking tank into an empty tank
Notify the Port Authorities and operators of the vessel
Commence remedial measures
10.5 EMERGENCY DISCHARGE OF JETTISON OF CARGO
The jettisoning of cargo is an extreme measure which is justified only in the event of
saving lives or where the integrity of the ship is compromised, all possible alternative
solutions must be considered with due regard to stability and reserve buoyancy. If it
is necessary to jettison cargo, there is the possibility of a release of large amounts of
flammable and toxic vapours and the following should be considered.
1. The ER should be alerted and dependent on the circumstances prevailing at
the time, consideration should be given to changing over ER suctions from
high to low level.
2. Discharge should take place through a sea valve and wherever possible, on
the side opposite to sea inlets
3. All non-essential inlets should be closed
4. Discharge under water Annex II discharge line
5. If there exists the possibility of flammable vapour or toxic gas release on the
deck area, all necessary safety precautions must be observed & prepare to
evacuate.
6. A radio warning should be broadcast to vessels in the vicinity
7. Notification of Spillage into the Sea
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 8 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 9 of 18
Ballasting operations, at sea, during the hours of darkness, should be avoided for
reasons of Personnel Safety. Due diligence must be exercised to avoid such situation
from developing. On occasions that this becomes necessary, a detailed Risk
Assessment must be completed prior undertaking such operations.
During ballasting, ullages shall be regularly monitored to prevent overflow from the
ballast tanks.
All cargo tank ballast must be discharged strictly in accordance with MARPOL
Regulations through the Oil Discharge Monitoring Equipment (ODME) where
applicable and entry made in Oil/Cargo Record book.
Cargo tank de-ballasting operations at sea must, so far as possible, take place in
daylight with a continuous visual watch being kept on the water discharged.
On completion of cargo tank draining, all pumps and lines used to discharge the
ballast must be well drained.
In cases where shore reception facilities are requested and are refused or prove
inadequate, a report must be made as per MARPOL 73/78.
10.7 CARGO SYSTEM POWER LOSS
Should power to any of the essential cargo systems lost whilst they are in use, i.e.
Hydraulics to pumps, pneumatic valve actuators, high level alarm systems etc, the
cargo operations must be stopped utilising the agreed shutdown procedures.
The failure should be rectified and the cargo restarted utilising the pre-cargo
discharge/loading checklist (OP-CHEM-04 Cargo Transfer Checklist) as though this
was a “new” operation.
Should it not be possible to immediately repair the system, the ship may utilise an
approved backup system or other approved means (such alternative means must
comply with Statutory and Terminal Regulations), however a Risk Assessment must
be completed and discussed with the relevant management office prior to
recommencing operations when utilising such systems.
10.7.1 VESSEL BLACKOUT:
In the case of a blackout whilst the vessel is engaged in cargo operations, the agreed
Ship/Shore Emergency Shutdown Procedures must be activated without delay.
Cargo valves are to be operated in emergency manual mode in order to isolate line
systems
All pump control are to be set to the off position and all valve positions are to be set
to closed prior to the restoration of power.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 10 of 18
When power is restored, cargo operations are not to be recommenced until all the
vessels pumping, control and monitoring equipment has been tested.
The re-starting of cargo operations after a blackout is to be considered as a “new”
operation and all checks as per OP-CHEM-04 Cargo Transfer Checklist are to be
completed prior to re-starting operations.
This procedure applies when some or all of the vessel’s moorings are broken as a
result of high winds, passing vessels or the accidental release of jetty mooring hooks.
1. Stop cargo transfer operation, if still in progress
2. Sound the vessel’s emergency alarm
3. Activate the Ship/Shore Emergency Shutdown Procedure and take all
precautions to prevent pollution
4. Prepare to disconnect hoses/chicks an arms
5. Alert the ER for emergency readiness to manoeuvre
6. Prepare to use anchors, other additional moorings in order to prevent the
vessel drifting into a dangerous situation (check for underwater pipelines etc
before using anchors)
7. Summon tug assistance (as directed by Master)
8. Notify Port Authorities and Management Office
9. Do not restart cargo operations until the vessel is re-secured and any spillage
has been cleaned up
10. The resumption of cargo operations after a “breakout” is to be regarded as a
“new operation” and all checks as per OP-CHEM-04 Cargo Transfer Checklist
are to be completed.
In addition, it may also be necessary in such a circumstance to follow the procedures
as outlined both above for Fires, Chemical Spillages and personnel exposure to
Noxious Liquids and Fumes and those contained in the vessel’s SMPEP manual.
Risk assessment must be completed and maintained on file for all the possible
emergency scenarios listed above.
10.7.2 BREAK AWAY FROM JETTY DURING CARGO TRANSFER
In the event of break away from jetty during cargo transfer, the following must be
considered:
1. Activate emergency shutdown cargo system. Close manifold Valves.
2. Raise the alarm by sounding the signal agreed with terminal.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 11 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 12 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 13 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 14 of 18
It must also be borne in mind that all ballast loaded into a double hull space after a
leak has been found, and all double hull space washings associated with cleaning the
double hull space, will be classed as 'dirty ballast' as defined by the MARPOL
regulations and must be processed in accordance with those regulations.
If the quantity of cargo leaking into the space is determined to be pump-able, it
should be transferred to a suitable cargo tank via safe and segregated arrangements.
Entry into the double hull space is prohibited until it is safe for entry and there is no
further possibility of ingress of dangerous gases and/or vapours.
Ensure all efflux gases arising from inerting/ventilating the double-hull space is
vented at least two metres above the deck by rigging a stand pipe arrangement at
the air pipe of the double hull space, after removing the vent head.
Maintain a close monitoring watch on the double hull space until the cargo tank
from which the leak has occurred is empty and repairs are conducted in a safe
manner.
Following action should be taken in case of accidental release of toxic gases at sea:
A. Operate ESD (Emergency Shutdown Device).
B. Sound general alarm.
C. Seal and isolate the accommodation.
D. Alter course, so that the wind blows the gases away from accommodation.
E. Change the air conditioner to re-circulation.
F. Inform Company and Coastal state Marine Safety Agency.
G. Contact Experts as required.
H. Do not go out on cargo decks without protective gear, suitable for the
specific toxic gas that was released.
I. Continuously monitor the accommodation, machinery spaces and the outside
decks for toxic gases until the emergency is over.
J. After donning Gas protective suit, attempt to reset the valve with the field
kit.
Following action should be taken in case of accidental release of toxic gases while
alongside a terminal
a) Operate ESD.
b) Sound general alarm.
c) Inform terminal.
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 15 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 16 of 18
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 17 of 18
b) Name of company.
c) Nature of incident.
d) Proper shipping name of the hazardous material.
e) Type of information required.
f) Attach a scanned copy of MSDS.
g) Copy the above communication to CMT with vessel’s VG group mail id /
Marine Superintendent in copy)
Thereafter CMT will take up communication with CHEMTREC based on
master’s email. CMT will relay necessary information obtained from
CHEMTREC back to the ship. Further CMT may request information, if
required, as per the below “CHEMTREC incident information sheet”.
Following contact numbers must be used in case of an emergency. This
number will be normally used by CMT but master may use the number
directly should it be necessary.
CHEMTREC's 24/7 contact details for Chemical Emergency (Spill, Leak, Fire,
Exposure, or Accident):
Tel: +1 703-527-3887
Email: ecenter@chemtrec.com
CHEMTREC Incident Information Sheet
A. The following questions may be asked by CHEMTREC Operations Center Staff
depending on the situation:
B. Note: Questions may be situation driven and are not limited to the following:
C. Injuries or Exposures:
Medical: (EMT, Para-Medic, Nurse, Physician Assistant, Doctor)
D. Caller information:
Name:
Ships Master / Captain:
Organization:
Location:
Phone: (Call Back Number)
Type Phone: Cell, Mobile, Satellite, etc.
Fax:
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 3
Chapter 10 Date : 14-Dec-18
EMERGENCIES Page : 18 of 18
E-Mail:
E. Time: (Incident occurred)
F. Date: (Date of incident)
G. Ships at Sea or In-port:
Ship Name:
Ship Owner:
Location: (Pacific / Atlantic Ocean)
Longitude:
Latitude:
Nearest Port: City, State, Country
Name of Port: (Ship in Port)
Port Authority: (Name and Phone Number)
Trailer Number: (In-Port)
Tractor Number: (In-Port)
Pier Number / Name: (In-Port)
H. Personal Protective Equipment: (Type available)
I. Crew Trained to handle situation:
J. Fire:
Location: (Above / Below Deck) (Foreword / Aft)
Compartment Number:
Under Control:
K. Assistance Required:
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 1 of 11
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 2 of 11
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 3 of 11
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 4 of 11
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 5 of 11
Table 1
Color Stock Color Stock
Standard Number Solution(ml) Standard Number Solution(ml)
12 2.40 300 60
13 2.60 350 70
14 2.80 400 80
15 3.00 450 90
20 4.00 500 100
Wall wash the tank using methanol and introduce 100 ml of the sample into a
Nessler tube (Use a filter if the sample has any visible turbidity.) Report as the color
the number of the standard that most nearly matches the specimen. In the event
that the color lies midway between two standard, report the darker of the two or
otherwise report the range over which an apparent match is obtained.
11.3.3 CHLORIDE TEST
The principal of the test is that chloride together with silver nitrate / Nitric acid
solution forms silver chloride (AgCl) which makes the solution turbid. This solution is
compared with various standard solutions to establish the ppm chlorides in the
sample.
Preparation of Nessler Tubes for Chloride Test
Prepare the Nessler tubes as indicated in the below diagrams. Insert the stopper and
invert the tubes. Compare the turbidity of the sample solution with standard .25-
PPM, 0.5-PPM and 2PPM solutions by looking through the liquid against a black
background. Comparison should be done in a dark room by looking through the tube
using a beam flashlight. If the turbidity of the sample is more than .25-PPM solution,
the sample should be compared with 0.5-PPM standard solution and so on until the
turbidity of the sample matches the higher standard solution
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 6 of 11
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 7 of 11
If the sample solution is same in transparency as the standard than wall wash
hydrocarbon content is zero.
Similarly if the sample solution is milkier than standard than there is a presence of
hydrocarbon in the wall wash test. If a bluish tint is present, there are moderate to
heavy hydrocarbons.
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 8 of 11
Preparation of Nessler Tubes For Permanganate Time Test And Test Procedure
lean a glass-stoppered 50 ml. Cylinder by rinsing with hydrochloric acid and solution,
rinsing with tap water, rinsing with distilled water and then rinsing with methanol.
Fill the cylinder with sample up to the 50 ml. mark as indicated in the above diagram
and put it into a constant temperature bath, maintained at 15oC for methanol or at
25oC for acetone.
When the sample has reached the bath temperature add 2 ml. of potassium
permanganate solution, using the 2 ml. pipette.
Stopper the tube, invert once to mix the contents, and return it to the bath. Start
counting the time.
Determine the time from addition of the potassium permanganate till the colour
matches that of the standard solution.
Protect the tube from light during this time.
Note the time taken by purple sample solution in the Nessler tube to turn to orange -
yellow in colour. Compare the time taken for standard solution to undergo similar
change in colour. If the sample solution takes lesser time to turns to orange yellow,
Oxide impurities are present in the wall wash sample.
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 9 of 11
If KMnO4 Crystals are available on board and to prepare 0.02% KMnO4 solution.
Dissolve 0.1 gm crystal in 500 ml water.
NON VOLATILE MATTER TEST (NVM TEST)
This test is used to determine the presence of non-volatile impurities on the tank
surface. A defined quantity of the wallwash liquid is poured into glass chalet and
evaporated. The weight of the residue, the so-called NVM, is detected by weighing.
This is then divided by the original weight of the sample.
The indication of trace on the tank surfaces where the wall wash test reagent had
flowed down is a clear indication of the presence of NVM on the tank surface.
11.4 ACID WASH COLOUR TEST FOR AROMATIC HYDROCARBONS
To check for contamination of aromatics by oil or to determine if petroleum
hydrocarbon are present in the aromatic compounds.
Wall wash is taken with lab grade toluene. Fill a dry and clean 30 ml. stoppered
cylinder up to the 7 ml. mark with sulfuric acid of the strength specified add wall
wash sample to bring the total volume to the 28 ml. mark. Insert the stopper, hold a
finger over the stopper and give vigorous shakes at least 100 times and compare
allow it to stand for at least 10 mins. Compare the sample with the standard.
Caution: Concentrated sulfuric acid will cause severe burns on contact with the skin.
When spilt, remove with plenty of water.
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 10 of 11
To ensure the correct results of the lab testing, the lab methanol, DI water and other
reagents have to be of very pure quality. Therefore Lab methanol and DI water need
to be tested prior using for collecting and testing samples.
LAB METHANOL
LAB DI WATER
DI Water may also be tested for colour, Hydrocarbon (Water miscibility) and
Chlorides.
Colour Test: The colour of the DI Water is compared standard solution. Mostly APHA
colour is measured.
Hydrocarbon: The 50 ml of DI water is poured into 50 ml of clear Lab Methanol in a
100 ml Nessler tube. The methanol is soluble in water but not the impurities. This
leads to cloudiness or turbidity of water. The water with Methanol liquid is
compared with a standard solution of pure methanol and DI water.
Chloride: 50 ml of DI water is poured in 100 ml Nessler tube then 2 ppm of Silver
nitrate solution and 2 ml of nitric acid is added and rest of the tube is filled with Lab
Methanol. This solution is compared with Pure Lab Methanol and DI water to
establish the ppm chlorides in the sample.
11.5 CARGO TANK WASH WATER ANALYSIS
While preparing the cargo tanks for loading of High Specs cargo (Wall Wash Std) on
chemical tankers, it is utmost important to follow a carefully planned procedure for
thorough cleaning of cargo lines and cargo hoses, to be used.
Procedure to clean the cargo lines and cargo hose should be included in the OP-
CHEM-01 Cargo transfer and Tank cleaning Plan.
Majority of cleaning of cargo lines and jumper hoses (when same is being connected
in the cargo line cleaning loop) is carried out while doing the cargo tank cleaning and
discharging the wash water to sea/slop tanks. This does not include flushing of the
Cargo Tank Drop lines, which has to be done specifically during the washing process.
For High Spec Cargoes, additional cleaning may include “Flushing with DI water” or
‘Line Popping’/Steaming of the cargo line and cargo hose.
Washing water or Steam Condensate can be tested to ascertain the quality of the
cleanliness inside the cargo Line / cargo Hoses. This would be in addition to the
existing practice of visually checking the cleanliness of cargo lines and cargo hoses at
all the possible openings.
Rev No. : 3
Chapter 11 Date : 30-Dec-19
WALL WASH TEST Page : 11 of 11
The broader chemical tanker industry is moving slowly towards accepting ‘Wash
Water Analysis’ as a way of reducing considerably, or avoiding completely, the
requirement for tank entry and Wall Wash Tests. This Wash Water Analysis requires
the use of a “Spectrophotometer”.
However, even where no Spectrophotometer is available, the following method can
be used to check the cleaning standard of Cargo lines:
Samples for wash water should be taken at the final stages of tank cleaning near the
manifold and at pump stack, or samples of steam condensate (after line popping
with steam) should be drawn for testing.
The tests can be done similar to wall wash analysis (as per Chemical tanker manual
Ch -11), but by using the wash water / steam condensate water in place of DI Water
and lab Methanol in place of tank wall wash sample. Sample should be checked
based on cleaning standard required for the prospective cargo to be loaded. For
vessels that have a Spectrophotometer, the analysis to be performed using
Spectrophotometer and recorded in the tank cleaning log / company tank cleaning
record form.
Vessel provided with Spectrophotometers shall refer to detailed user Guidelines for
conducting tests on ‘Wall Wash Samples’ or on ‘Wash Water Samples’.
All vessels cleaning up to wall wash standards shall ascertain the effectiveness of line
and hose cleanliness by final wash water/final steam condensate water testing and
documenting the results.
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 1 of 9
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 2 of 9
In vessels where the ballast piping/pump arrangements in the machinery space are
such that ballasting the Aft Peak tank is controlled solely by the EOW, the EOW will
be directly responsible to the Chief Officer for that operation. Clear written
instruction as to the required times and filling levels will be given to and discussed
with the EOW and a copy of this instruction will also be given to the OOW in charge
of ballast operations.
In vessels where the Deck Department are responsible for monitoring the level in the
Aft Peak tank it is also their responsibility to ensure that the EOW is given timely
notice of when to start and stop pumps.
BALLAST PLAN
Loading plan and discharge plan includes planning for ballasting / de-ballasting. The
ballast plan shall include consideration of the following:
Minimum draft requirement as per the approved loading manual.
Compliance with IMO draft requirements.
Vessel’s maximum capacity of ballasting / de-ballasting
Type of cargo – e.g. carrying high pour point cargo
Access to deck for monitoring ullages especially during hours of darkness and
during heavy weather onset
Vibrations during sailing
Required trim and draft for the vessel's manoeuvring
Stress limitations
Minimising slack tanks due to the significant effect of free surface in some
double hulled vessels. In all cases the quantity and distribution of ballast
carried must be in accordance with the vessel’s approved stability
information book.
Washing requirements prior to taking heavy weather ballast
Local regulations which may require a specific ballast condition. These may
take precedence in port areas provided that the safety of the vessel is not
compromised.
PROCEDURE
Prior to commencing any ballast operation, the ballast lines and pumps must be
filled in a controlled manner to ensure that valves, lines and pumps are not damaged
by hydraulic hammer.
All lines, pumps and valves are to be set up in accordance with the ballast plan and
independently checked by another officer. They must be checked by the oncoming
OOW prior to taking over his watch and monitored regularly throughout the ballast
operation.
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 3 of 9
Ballasting must be commenced at a reduced rate and checks carried out to ensure
that the ballast is entering the designated tanks and no others before the transfer
rate is increased to maximum. Ensure ballast tank air vents are free.
Ballast tanks are to be visually checked for oil contamination before the tanks are
discharged and prior arrival port. Such observation is to be recorded in the port log.
Regular rounds to be taken & the sea surface observed for any oil sheen. Result of
such rounds shall be reported to Duty Officer and entries made in the port log. If any
oil sheen is noticed or suspected, the de-ballasting / ballasting operation is to be
immediately suspended & the reason analysed by Master.
While taking in ballast in cargo tanks, correct procedure is to be complied for
opening the sea chest. A responsible look out should be posted for observing sea
surface close to the intake for immediate alerting if any oil sheen is noticed or
suspected.
If vessel is discharging high pour point cargo, consideration should be given to the
fact that ballasting of the ballast tanks early may solidify the cargo in the adjacent
cargo tank. The discharge plan and the ballast plan shall be prepared after
considering above hazard.
Ballast transfer rates will be calculated at least once each hour throughout
operations and the maximum filling/discharging rates for the tanks must not be
exceeded. Adequate precaution should be taken while ballasting in port in order to
prevent overflow of ballast tanks as this poses a pollution hazard and also may be
considered as violation of terminal rules in some ports.
On completion of either loading or discharging ballast, lines and pumps must, where
the design permits, be drained or dropped back into an empty tank to ensure that
lines are not left under pressure / vacuum. Vacuum breakers must be opened or
valves cracked open as required to admit air and ensure that lines are free to drain.
The OOW must check personally that all valves in the ballast system are shut down
on completion of operations.
The pressure in pumps and lines must be monitored daily on passage and, where the
pressure is noted to be increasing, appropriate steps must be taken to relieve it.
BALLAST WATER EXCHANGE AT SEA
(In addition to section 12.5)A through risk assessment shall be prepared by the
vessel for every Ballast water exchange. For ballast water exchange, a plan shall be
prepared and sent to office for review by the Marine Superintendent. All ballast
water exchange shall be strictly in compliance with approved Ballast water exchange
plan. Ballast water exchange should not be undertaken during heavy weather.
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 4 of 9
Vessels Ship Specific Ballast Water Management Plan to be referred for criteria. On
vessels where the criteria are not defined, Masters should take into account the
wind and swell conditions before commencing the operations. The Vessels
Superintendent shall be consulted in this case.
The vessel’s Ballast Water Management Plan must be followed, and hull stresses
continually monitored on the vessel’s load computer during a ballast exchange. If
ballast is exchanged on a sequential method, rather than the flow-through method,
it is important that staffs are warned of the danger that the changing drafts and/or
trim may present an increased risk of shipping seas on deck.
Master shall take into consideration any increased blind sectors or reduced
horizontal fields of vision resulting from the ballast water operation and ensure that
a proper lookout is maintained at all times.
In addition to records required by Ballast water management plan, the
commencement and termination of the ballast water exchange operation shall be
recorded in the deck log book.
TAKING HEAVY WEATHER BALLAST IN CARGO TANKS
(In addition to section 12.5)
Forward planning is required to ensure that heavy weather ballast is shipped before
the weather deteriorates to the point where the operation becomes dangerous.
Ballast is to be taken only in those tanks that have been designated as the heavy
weather ballast tanks, in the approved loading manual.
Heavy weather ballast plan shall be communicated to office (Ops & Tech team) and
office approval obtained. In addition to section 12.4, the plan should clearly state
ship specific procedures such as connection sea chest spool piece, venting procedure
and ullage monitoring.
The operation must be undertaken with great care for the safety of individuals and
of the vessel. Special care must be obtained to ensure safety of personnel on deck.
Close liaison shall be established between bridge, deck & CCR. Due considerations
must be given to adjust vessel’s course and/or speed to suitably minimize the
adverse effects of water sloshing in partially filled tanks during the course of
ballasting operations. All other ballast tanks should also be “Pressed Up”. Free
surface effect must be controlled, and all tanks are to be filled up to 98%. Tanks
should never be allowed to overflow as it may contain cargo traces on the surface.
Ballasting operations, at sea, during the hours of darkness, should be avoided for
reasons of Personnel Safety. Due diligence must be exercised to avoid such situation
from developing. On occasions that this becomes necessary, a detailed Risk
Assessment must be completed prior undertaking such operations.
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 5 of 9
During ballasting, ullages shall be regularly monitored to prevent overflow from the
ballast tanks.
When loading ballast using cargo pumps (on ships with such arrangements), great
care must be taken to prevent any oil escaping overboard by obtaining suction on
the pumps before opening the sea valves.
When ballast loaded into the cargo tanks that previously contained noxious liquid
substance in bulk must be discharged strictly in accordance with MARPOL Annex II
regulations 13.2 and 13.7.2 and entry to be made in Cargo Record Book.
On completion of cargo tank draining, all pumps and lines used to discharge the
ballast must be well drained.
In cases where shore reception facilities are requested and are refused or prove
inadequate, a report must be made as per MARPOL 73/78.
PRECAUTIONS TO PREVENT HYDRAULIC SHOCK (WATER HAMMER)
Water Hammer can occur in following scenarios:
A: Pump started without opening suction valve. Upon realizing that suction valve
was not opened after starting the pump, the suction valve is suddenly opened.
In this case huge water hammer occurs as the liquid suddenly flows into the pump
which is under high vacuum.
Countermeasure: Basic pump starting procedure should be as follows:
1. Carry out air purge from pump before starting as follows:
Open Suction, discharge valve of pump and overboard valve.
Open tank suction / sea chest valve around 10% and confirm pump casing
filled with water and all air purged out by checking suction & delivery
pressure gauges. Close sea chest valve.
2. Open tank suction valve step by step gradually:
20%>>30%>>50%>>60%>>100% and confirm Suction / delivery pressure
gauges are almost same.
3. Shut Discharge valve of pump and start the pump.
4. Slowly open the discharge valve of the pump with an eye on the pressure and
load on the pump.
B: Ballast Pump is de-ballasting from one tank having low level and then de-
ballasting is changed over suddenly to another ballast tank having high level.
In this case huge water hammer occurs when the suction valve of high level tank is
opened suddenly.
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 6 of 9
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 7 of 9
In this case liquid in the discharge line will flow back to pump and water hammer will
occur.
Countermeasure: Discharge valve is to be closed in steps – especially from 60% open
to fully closed position, similar to above case D.
Other Case: After Departure Port: After completion of Loading all Ballast is stripped
out by educators, all branch and main lines are empty – could possibly be under
slight vacuum. To get vessel on even Keel usually some ballast water is kept in the
Forepeak tank. This is not required after departure, so it is required to discharge the
water at some stage for adjusting arrival on even keel. The forepeak tank valve is
opened, and water hammer will occur.
Countermeasure: It should be noted on the Ballast control panel that the lines are
empty. The lines must initially be purged of the air by taking in water slowly from the
sea chest. Forepeak valve to be opened only once the lines are full and thereafter
the ballast may be discharged.
SPECIAL BALLAST OPERATIONS
SOLIDIFYING OR HIGH VISCOSITY OR HEATED CARGOES
1. When carrying solidifying or high viscosity or heated cargoes, following
should be carried out:
a. Risk Assessment level II
b. During Loading
I. Ensure ballast tank adjacent to cargo tank being loaded is empty
II. Include all details in cargo plan
c. During Discharging
I. Ballast only those tanks, when adjacent cargo tanks are completely
discharged.
II. Include all details in cargo plan
d. Drain cargo lines passing through ballast tanks to avoid solidification in these
lines.
FLUSHING OF SHORE LINE USING SEA WATER
1. Sometimes shore lines of a terminal such as SPM need to be flushed with sea
water. In such cases, sea water is pumped into the shore lines at constant
pressure and flow rate. The procedure is used to flush the lines and replace
the liquid in the lines, using the ship’s pump.
2. LOI shall be obtained from the charterer before carrying out any line flushing
operation using sea water.
3. The vessel should liaise closely with the shore team regarding the method to
be used for terminal. The three possible methods for flushing terminal lines
are:
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 8 of 9
1. Using vessel’s Segregated Ballast water for line flushing the cargo
shorelines: This method may only be permitted when non-return valves are
fitted on the segregated ballast connections to prevent the passage of oil to
the segregated ballast tanks.
Prior arrival port, the vessel should verify cargo-ballast spool piece fittings and
correct operation of the non-return valve in this line.
Do not connect the Spool piece until:
a. All cargo has been discharged,
b. All cargo lines are well stripped and
c. Approval from the shore team has been received.
d. Use the cargo pump nearest to cargo-ballast spool piece to facilitate stronger
suction in the line. Mitigate all potential risks of cargo getting into segregated
ballast line. Replace and record used environmental seals on completion of
the operation in the Seal Log.
2. Empty Slop Tank: Fill an empty slop tank with water from Fire line and then
discharge the water to the terminal as a line flush.
Filling the slop tank can only be done by below means:
a. Using the tank cleaning hydrant or crude oil washing (COW) machine.
b. Using the Slop tank spill control dump valve provided it is fitted with a U tube
liquid seal to prevent any vapor release.
Note: Do not fill the tank by opening the tank hatch.
Risk of filling slop tank for line flushing includes:
a. Contamination of cargo by water.
b. Possibility of some water being retained by the vessel after the flush is
completed. This will result in the following:
- Losing cargo carrying capacity during the subsequent voyage
- Arrangement for disposal of slops
3. Use Sea Chest: The main risk is the possibility of environmental pollution
caused by oil seeping out of the cargo system through the sea chest.
Caution: Some charterers prohibit the use of cargo sea chests at any time.
Master must refer to Charter Party and voyage order to be aware of these
restrictions.
Any cargo operation involving opening of cargo sea chest will require extreme
care and risk assessment to avoid any cargo going out from the sea chest. Office
approval must be obtained before commencing the operation.
BALLAST OPERATION IN SUB ZERO TEMPERATURE
1. When the ship is sailing in ballast condition through the cold environment,
ballast freezing in unheated double side ballast tanks above the ballast
waterline can occur. Following Precautions shall be taken:
Rev No. : 0
Chapter 12 Date : 25-Mar-21
BALLAST HANDLING Page : 9 of 9
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 1 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 2 of 16
CHARGE SEPARATION
Whenever two dissimilar materials come into contact, charge separation occurs at
the interface.The interface may be between two solids, between a solid and a liquid
or between two immiscible liquids. At the interface, a charge of one sign (say
positive) moves from material A to material B so that materials A and B become
respectively negatively and positively charged.
While the materials stay in contact and immobile relative to one another, the
charges are extremely close together. The voltage difference between the charges
of opposite sign is then very small, and no hazard exists. However, when the
materials move relative to one another, the charges can be separated and the
voltage difference increased.
The charges can be separated by many processes. For example:
The flow of liquid petroleum through pipes.
Flow through fine filters (less than 150 microns) that have the ability to
charge fuels to a very high level.
Contaminants, such as water droplets, rust, moving relative to oil as a result
of turbulence in the oil as it flows through pipes.
The setting of a solid or an immiscible liquid through a liquid (e.g. water, rust
or other particles through petroleum). This process may continue for up to
30 minutes after completion of loading into a tank.
Gas bubbles rising up through a liquid (e.g. air, inert gas introduced into a
tank by the blowing of cargo lines or vapour from the liquid itself, released
when pressure is dropped).
This process may also continue for up to 30 minutes after completion of
loading.
Turbulence and splashing in the early stages of loading oil into an empty tank.
This is a problem in the liquid and in the mist that can form above the liquid.
The ejection of particles or droplets from a nozzle (e.g. during steaming
operations or injection of inert gas).
The splashing or agitation of a liquid against a solid surface (e.g. water
washing operations or the initial stages of filling a tank with oil).
The vigorous rubbing together and subsequent separation of certain
synthetic polymers (e.g. the sliding of a polypropylene rope through gloved
hands).
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 3 of 16
When the charges are separated, a large voltage difference can develop between
them. A voltage distribution is also set up throughout the neighbouring space and
this is known as an electrostatic field. If an uncharged conductor is present in an
electrostatic field, it has approximately the same voltage as the region it occupies,
Furthermore, the field causes a movement of charge within the conductor, a charge
of one sign is attracted by the field to one end of the conductor and an equal charge
of the opposite sign is left at the opposite end. Charges separated in this way are
known as 'induced charges' and, as long as they are kept separate by the presence of
the field, they are capable of contributing to an electrostatic discharge.
CHARGE ACCUMULATION
Charges that have been separated, attempt to recombine and to neutralise each
other. This process is known as 'charge relaxation'. If one or both of the separated
materials carrying charge is a very poor electrical conductor, recombination is
impeded and the material retains or accumulates the charge upon it. The period of
time for which the charge is retained is characterised by the relaxation time of the
material, which is related to its conductivity; the lower the conductivity, the greater
the relaxation time.
If a material has a comparatively high conductivity, the recombination of charges is
very rapid and can counteract the separation process, and consequently little or no
static electricity accumulates on the material. Such a highly conductive material can
only retain or accumulate charge if it is insulated by means of a poor conductor, and
the rate of loss of charge is then dependent upon the relaxation time of this lesser
conducting material.
The important factors governing relaxation are therefore the electrical conductivities
of the separated materials, of other conductors nearby, such as ship's structure, and
of any additional materials that may be interposed between them after their
separation.
Refined clean products tend to have very low conductivity, such that the relaxation
time is about half a minute. This is not to be confused with the 'settling time'.
ELECTROSTATIC DISCHARGE
Conductivity
Materials and liquid products that are handled by tankers and terminals are
classified as being non-conductive, semi-conductive (in most electrostatic standards
the term 'dissipative' is now preferred to 'semi-conductive') or conductive.
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 4 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 5 of 16
The important property of conductors is that they are incapable of holding a charge
unless insulated, but also that, if they are insulated, charged and an opportunity for
an electrical discharge occurs, all the charge available is almost instantaneously
released into the potentially incendive discharge.
Some additives used for performance improvement can increase conductivity
significantly.
Following table provides information on the typical conductivity value and
classification for a range of products:
Product Typical Conductivity Classification
(picoSiemens / metre)
Non- Conductive
Xylene 0.1 Accumulator
Gasoline (strait run) 0.1 to 1 Accumulator
Diesel (ultra-low sulphur) 0.1 to 2 Accumulator
Lube oil (base) 0.1 to 1,000** Accumulator
Commercial jet fuel 0.2 to 50 Accumulator
Toluene 1 Accumulator
Kerosene 1 to 50 Accumulator
Diesel 1 to 100** Accumulator
Cyclohexane <2 Accumulator
Motor gasoline 10 to 300* Accumulator
Semi-Conductive
Fuel with anti-static additive 50 to 300 Non-accumulator
Heavy black fuel oils 50 to 1,000 Non-accumulator
Conductive crude >1,000 Non-accumulator
Bitumen >1,000 Non-accumulator
Alcohols 100,000 Non-accumulator
Ketones 100,000 Non-accumulator
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 6 of 16
(picoSiemens / metre)
Conductive
Distilled water 1,000,000,000 Non-accumulator
Water 100,000,000,000 Non-accumulator
** Some additives used for performance improvement can increase conductivity
significantly.
ELECTROSTATIC PROPERTIES OF GASES AND MISTS
Under normal conditions, gases are highly insulating and this has important
implications with respect to mists and particulate suspensions in air and other gases.
Charged mists are formed during the ejection of liquid from a nozzle, for example:
1. Petroleum products entering an empty tank at high velocity.
2. Wet steam condensing.
3. Water from tank washing machines.
4. Crude oil during crude oil washing.
Although the liquid, for example water, may have a very high conductivity, the
relaxation of the charge on the droplets is hindered by the insulating properties of
the surrounding gas. Fine particles present in inert flue gas, or created during
discharge of pressurised liquid carbon dioxide, are frequently charged. The gradual
charge relaxation, which does occur, is the result of the settling of the particles or
droplets and, if the field strength is high, of corona discharge at sharp protrusions.
Under certain circumstances, discharges with sufficient -energy to ignite
hydrocarbon gas/air mixtures can occur.
BONDING & EARTHING
Ship/ Shore Insulation and Bonding Cables
In order to provide protection against static electrical discharge during cargo hose
connection / disconnection, ensure that the hose strings and metal arms are fitted
with insulating flange or a single length non-conducting hose is used. All cargo lines
on the vessel after this insulating flange should be electrically continuous and as also
all lines on the terminal side to the jetty earthing system. Switching off the cathodic
protection system is not a substitute for the installation of an insulating flange or a
length of non conducting hose. Refer to ISGOTT and terminal regulations for
cathodic protection system.
Potential dangers of ship/shore bonding cable to be taken into account if such
bonding cable is insisted upon as required under some local regulations. The
following precautions to be taken into account:
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 7 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 8 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 9 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 10 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 11 of 16
Impingement of water jets on the tank structure causes disintegration of the jet,
which gives rise to the formation of charge water droplets. The coarser drops all
assume the same electrical sign while the finer mist takes the opposite sign. Excess
water dropping from protrusions will form elongated droplets with pointed ends at,
which may occur, a small “corona” type discharge, which could create a hazard
under certain circumstances.
A higher risk exists from a slug of water, which, after descending through a charged
mist, it becomes electrically charged, and on approaching an earthed probe may
create an incendive spark between the slug and the probe.
PORTABLE TANK WASHING MACHINES
These are normally bonded to the ship’s structure and furthermore, when in
operation, the washing water provides a path for an electrostatic charge to dissipate.
However, these machines may sometimes become insulated objects and a
potentially hazardous situation may exist in the two following cases:
Where bonding wire is defective.
Where the hose is disconnected from the hydrant before lifting the machine
out of the tank.
Disconnecting a hose from hydrant prior to lifting is commonly done in order to drain
water from the hose. A coat of paint in good condition is sufficient to insulate the
house flange from the steel of the deck. Under these conditions, when the machine
is lifted, an intensive spark may jump to the lip of the tank cleaning hole, either from
the machine or from the securing rope.
Tank cleaning hoses are therefore to remain connected to their hydrants until the
machines are out of the tank. Draining of the hose can be done by loosening the
coupling at the hydrant CAREFULLY, to let air in, and by tightening the coupling
again.
Prior to using portable tank cleaning machines, the Electrical officer is to check the
electrical continuity of tank cleaning hoses. The resistance should not exceed 6
ohms/ mtr length of the hose.
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 12 of 16
PORTABLE PUMPS
The use of portable pumps (such as Wilden or Graco types) can also create a risk of
build up of static electricity. Such pumps, when used in hazardous environment,
must therefore be properly grounded.
This is normally done by means of a “grounding clamp”. This consists of a wire fitted
with a ring-eye, which is attached to one of the bolts on the pump. The other end of
the wire has a clamp arrangement, which is to be secured to the nearest / best
grounding point. After the ring eye has been mounted properly on the pump the
connection must be tested with an Ohm meter to verify that there is a full electrical
connection between the clamp and pump (i.e. zero resistance).
These pumps should be rigged for spill control on a fixed arrangement on main deck.
This will prevent sparking when the pump jumps while in use. All vessels must
ensure that a suitable permanent arrangement such as the above exists before using
portable pumps in a hazardous area.
STATIC ELECTRICITY AND INERT GAS
Measurements carried out on board a number of tankers have shown that scrubbed
boiler flue gas used in tankers to inert the cargo tanks may carry an appreciable
electric charge. In the tests, charge densities and space voltages were found to vary
appreciably and it was difficult to relate them to specific conditions of boilers and/or
the scrubber systems. There are strong indications that the origin of the electric
charge is the combustion process and that electric charge resides on the fine
particles in the flue gas, which are not removed in the scrubber. In one shipboard
test, space voltages of at lest 50 kv were observed inside a VLCC tank due to inert gas
admitted during an apparently normal cargo discharge. This figure should be
compared with levels in the range of 20 kv found during the tank washing
investigations. Because of a very high potential that may be carried in inert gas
particulate, it is not wise to assume that corona discharges from introduced
conducting equipment will be non-intensive.
In normal operation, the inert gas system will be used whenever cargo is handled
and therefore an explosive mixture will never exist inside the tanks. However, in the
case of a failure of the inert gas system and the introduction of air, potential hazards
due to static electricity may arise.
In view of this potential hazard, the problem has been investigated by the ICB Tanker
Accident Working Group and the following procedures for safe operations are
recommended:
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 13 of 16
a) If the inert gas plant breaks down during discharge and air enters the tank no
dipping, ullaging, sampling or other equipment should be introduced in the
tank for 30 minutes after the cessation of the injection of inert gas. After 30
minutes, equipment may be introduced, provided that all metallic
components are securely earthed;
b) During the re-inerting of a tank following a breakdown and repair of the inert
gas system, no dipping, ullaging, sampling or other equipment should be
inserted until it has been established that the tank is inert. This should be
done by monitoring the purging out gas from the tank being inerted, when it
is known that the purging out gas is fully representative of the gas condition
throughout the tank. However, if it is necessary to introduce a gas sampling
system into the tank for this purpose, there should be a wait of 30 minutes
following the cessation of inert gas injection before insertion of the sampling
system. Metallic components of the sampling system should be securely
earthed.
c) During the initial inerting of a non-gas free tank, the same precautions should
be taken as when re-inerting after breakdown and repair of the inert gas
system
The earthing of introduced metallic conducting equipment as recommended above
should be maintained until 5 hours have elapsed from the cessation of inert gas
injection
OTHER SOURCES OF ELECTROSTATIC HAZARDS
A. FILTERS
Three classifications of filter may be used in tanker operations, as follows:
Coarse (greater than or equal to 150 microns): These do not generate a
significant amount of charge, and require no additional precautions provided
that they are kept clean.
Fine (less than 150 microns, greater than 30 microns): These can generate a
significant amount of charge and therefore require sufficient time for the
charge to relax before the liquid reaches the tank. It is essential that the
liquid spends a minimum of 30 seconds (residence time) in the piping
downstream of the filter. Flow velocity should be controlled to ensure that
this residence time requirement is met.
Microfine (less than or equal to 30 microns): To allow sufficient time for the
charge to relax, the residence time after passing through microfine filters
must be a minimum of 100 seconds before the product enters the tank. Flow
velocity should be adjusted accordingly.
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 14 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 15 of 16
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 16 of 16
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 1 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 2 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 3 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 4 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 5 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 6 of 8
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 7 of 8
Glutaraldehyde
Heavy mineral oil – oils other than crude oils having either a density at 15 ºC higher
than 950 kg/m3 or a kinematic viscosity at 50 ºC higher than 180 mm2/s, with the
exception of lubricating oil without additives (base oil)
Hexamethylenediamine (1,6-diaminohexane; 1,6-hexanediamine)
Isocyanates
These include:
Toluene di-isocyanate (TDI)
Polyphenyl polymethylene isocyanate (PAPI)
Di-phenyl methane di-isocyanate (MDI)
Methyl isocyanate
Lube oil additives
Methyl acrylate
Methyl methacrylate monomer
Methyl styrene monomer (vinyl toluene)
alpha-Methyl styrene monomer (AMS)
para-Methyl styrene monomer (PMS)
Morpholine (tetrahydro-1,4-oxazine)
Morpholine ethanol (n-hydroxyethylmorpholine)
Perchloroethylene (PCE; perc; tetrachloroethylene)
Phthalates
These include:
Di-allyl phthalate (DAP)
Di-iso decyl phthalate (DIDP)
Di-iso nonyl phthalate (DINP)
Di-iso octyl phthalate (DIOP)
Di-octyl phthalate (DOP)
n-Propylamine
Propylene oxide (Methyl oxirane; 1,2-epoxypropane)
Pyridine
Rev No. : 2
Annex II Date : 25-Mar-21
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 8 of 8
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 1 of 8
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 2 of 8
13. Ensure that placards are placed to indicate cargo at manifold and at oil tight
hatch. Flags to be placed at manifold prior berthing to facilitate positioning of
vessel during berthing.
14. Ensure that cargo lines / valves and manifold arrangement have been
properly set for the operation in question and all valve operations are
double-checked.
15. Ensure that derricks are rigged on appropriate side prior berthing in order to
facilitate handling of stores / provisions.
16. Ensure that all accommodation doors have been shut including watertight
doors but only one dog to be fastened. Only offshore side door to be kept
open. All vents to be shut prior berthing.
17. Ensure that vapour return line if required has been properly set and that vent
lines and p/v valves are clear, set in proper position and in good order.
18. Ensure that fire wires have been rigged as required by the terminal at the
time of embarking pilot.
19. Ensure that ullage sheet / dry tank certificate as appropriate has been filled
out and signed by all concerned prior commencing cargo operations.
20. Tender Notice of Readiness form to shippers / receivers or their authorized
representative and obtain their signature with time of acceptance.
21. Ensure that pump room fan is running in exhaust mode and that pump room
bilges are clean and dry and that pump room is gas free at all times. Ensure
pump room permit is filled and complied with.
22. Ensure that pump room and pumps are in good order on starting cargo
operations and regular checks are made to ensure it.
23. Ensure strict compliance of Ship Shore safety checklist.
24. Prior permitting connection of manifold, ensure that no one is in the cargo
tanks.
25. During wall wash test ensure that proper tank entry procedures are followed.
In addition when men are at work in tanks ensure that notice “men at work in
tank” is posted at oil tight hatch.
26. During cargo operations ensure that ullages of all tank are monitored and
that loading / discharge rate is calculated and logged hourly along with
manifold pressure.
27. Ensure that radars have been switched off.
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 3 of 8
28. Regular check to be made to ensure that all is in order on deck, pump room
and overside.
29. Arrange for stores / spares etc to be picked up and stowed.
30. Ensure that gangway watch is maintained at all times and that no
unauthorized persons are permitted onboard.
31. Ensure that vessel is adequately manned at all times. Shore leave is allowed
only after obtaining permission from the master.
32. Ensure that garbage is stowed in accordance with vessel’s waste
management plan and if required disposed to proper shore facility and
certificate obtained.
33. Ensure that company and port / local regulations are complied with.
34. Chief Officer’s instructions for the port to be signed by duty officers and
cadets. These instructions to include time / ullages at which Chief Officer is to
be called.
B. DUTY OFFICER
1. Check that moorings are in order and that gangway is properly rigged, well
illuminated and free of grease.
2. Check that decks are free of oil / grease and well illuminated.
3. Ensure strict compliance of Ship Shore Safety checklist.
4. Check that placards are placed to indicate cargo at manifold and at oil tight
hatch.
5. Thoroughly understand the cargo operation plan and set cargo lines / valves
and connect up manifold in accordance with the plan.
6. Check that vapour return line if required has been properly set and that vent
lines and p/v valves are clear, set in proper position and in good order.
7. Check that pump room fan is running in exhaust mode and that pump room
bilges are clean and dry and that pump room is gas free at all times.
8. Check that pump room and pumps are in good order on starting cargo
operations and regular checks are made to ensure it.
9. Prior connection of manifold, ensure that no one is in the cargo tanks.
10. During wall wash test ensure that proper tank entry procedures are followed.
In addition when men are at work in tanks ensure that notice “men at work in
tank” is posted at oil tight hatch.
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 4 of 8
11. During cargo operations ullages of all tanks are to be taken and recorded.
Hourly rate to be worked out and logged down along with manifold pressure.
12. Always carry the shore walkie-talkie.
13. All major events / timings (including starting and stopping of main cargo and
ballast pumps), tanks being worked and any deviations from the original
cargo plan to be logged down in port log. Charterers time sheet to be filled
out.
14. Ensure that gangway watch is maintained at all times and that no
unauthorized persons are permitted on board.
15. Ensure that company and port / local regulations are complied with.
16. Give Team Leader 1hour advance notice prior completion to call extra hands
for station, hose disconnection, hose shifting, etc.
17. Give engine room adequate notice for deck air, steam for line blowing or
steaming tanks.
C. BOSUN, AB, OS, CADET
Duties to be carried out as per the watch keeping schedule for the port. Chief Officer
may change the duties of the crew members as required by the circumstance.
TEAM IN CHARGE
1. Ensure that extra hands required are on stand by at least 30 min. in advance
prior to:
Connecting / disconnecting hoses.
Stations.
2. Deck air / steam to be ready in adequate time for line blowing / steaming of
tanks.
3. Drain off deck water – controlled opening of scuppers. Continuous
attendance during draining off deck water. In case of slightest traces of LO,
etc. use wilden pump and store in drums.
4. Assist in manifold connections and ensure connections made as per the plan.
5. Assist duty officer in setting the valves.
6. Check that all is in order in pump room and that purging of pump cofferdams
has been done.
7. Keep regular watch on hydraulic tank of deep well pump system and in pump
room.
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 5 of 8
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 6 of 8
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 7 of 8
G. THIRD ENGINEER
1. To take soundings of all F.O., D.O. and L.O. tanks during bunkering.
2. To monitor Aux. Boiler.
3. To monitor all machinery in the engine room.
4. To ensure that no unauthorized persons enter the engine room.
5. To ensure that no hot work is carried out in engine room.
6. To ensure that D.O. & H.O. serv to sett. Tanks are topped up and their
temperatures are maintained.
H. FITTER
1. To stow gas and welding equipment prior arrival port and ensure that gas
bottles valves are shut and the pipelines are emptied of gas. Welding plant
to be switched off. No hot work is permitted in port.
2. To assist with manifold connections during bunkering.
3. To take sounding and check pipelines for leakages.
4. To assist with stores / spares pick up and stowage.
I. MOTORMEN
1. To keep all oily rags and waste in proper receptacle.
2. To assist with bunkering operations, this includes connection of hose,
soundings and cleans up.
3. To assist with stores / provisions pick up and stowage under the supervision
of bosun.
4. To assist duty engineer in engine room.
J. ELECTRICAL OFFICER
1. To put accommodation blowers on re-circulation.
2. Cargo pump alarms and shut down to be tried out in conjunction with chief
officer.
3. To ensure that no naked lights / loose wires are present.
4. To ensure that lighting is adequate at all times.
5. To assist with stores / spares pick up and stowage.
6. To connect communication equipment at bunker station.
K. STEWARD
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 8 of 8
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 1 of 18
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 2 of 18
By entering into an agreement to carry goods, the Company becomes liable for
ensuring that the goods are delivered at their destination in the same condition as
that they were received on board. However, the extent of the Company’s liabilities
for the loss of or damage to cargo carried is governed by the national legislation
enacted by various countries to control and regulate the movement of goods.
DUE DILIGENCE
The Company can show that it has exercised due diligence in providing a seaworthy
ship by keeping all necessary certificates and surveys up to date, by ensuring that the
vessel’s Class is maintained.
At the same time, the Company shows diligence by appointing a competent,
qualified and certified crew and ensuring that sufficient bunkers, water and
lubricating oil are supplied.
The seaworthiness of a ship is understandably its most important characteristic and
the consequences of becoming unseaworthy are serious. If, during the course of a
voyage, the ship sustains any damage which might affect the validity of any of her
safety certificates, then this must be reported immediately to the Company for
making necessary arrangements to have the ship inspected and take necessary
remedial action to restore her seaworthiness and validity of the certificate.
It is worth noting that the seaworthiness of a ship is not measured against its
capability to withstand anything other than the ordinary action of wind and waves.
Therefore, if the weather is extraordinary, (it is impossible to define when it
becomes so), then the Master must record a "Sea Protest" in case of heavy weather
damage to ship or cargo. It is also important that weather is carefully and accurately
recorded in the logbook to verify such claims of heavy weather. At the same time,
copies of weather facsimile reports wherever installed, and other weather report
data should be retained to substantiate the claim.
MAXIMUM CARGO
The maximum cargo compatible with the Load Line Rules and the Charter Party must
always be loaded.
Unnecessary quantities of bunkers and ballast are to be avoided.
Where it is necessary to load the ship to capacity to comply with voyage orders, care
must be taken to load only the maximum quantity that the cargo tanks or hold can
safely contain taking into account the load density of the tank/ hold.
In tankers, general 98% capacity, at the maximum anticipated temperature, is to be
used as the maximum volume to be loaded into any tank.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 3 of 18
LOAD LINES
1. The ship shall comply with all the requirements appropriate for a ship of
maximum deadweight corresponding to the least freeboard assigned for
which a Load Line Certificate has been issued.
2. The deepest summer draught corresponding to the least freeboard shall not
be greater than the moulded draught indicated on the International Tonnage
Certificate (1969).
3. If the ship is carrying more than one Load Line Certificate, each set of the
Load Line shall be verified by a surveyor when they are marked on the ship’s
sides for the first time. Subsequently, during a periodical inspection, they
shall be verified by the attending surveyor and their corresponding Load Line
Certificate is endorsed.
4. Whenever there is any requirement of re-measuring the deadweight, Master
is to send the request to the company. In turn concerned Superintendent /
Fleet Manager will ensure that a request for re-measurement is sent to
vessel’s class. Once the written approval has been received from the class,
approval will be given by the company to Master for re-measurement.
Depending upon the flag state requirements and advice received from class,
company will instruct the Master whether the re-measurement will be done
in the presence of class surveyor or whether it is permitted under the
personal supervision and visual verification of load line marks by the Master.
On obtaining company’s approval, master shall ensure that the new load line
is highlighted (painted in contrast colour, generally white colour) and old load
line marking will be painted over with the same colour as the ship’s hull.
5. At any given time, only one set of Load Line mark is to be visible on the ship’s
sides and the corresponding Load line Certificate is displayed and original
kept in Ship’s certificate file. The remaining Load Line marks shall be
effectively obliterated and the remaining Load Line Certificates not being
used shall be kept in the master’s safe.
6. The Master shall be responsible and accountable for the proper use of the
Load Line certificate and the display of the appropriate load line marks.
7. The Master shall make an official entry in the ship’s official log book and the
deck log book on every occasion the deadweight is re-measured.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 4 of 18
LOADING DRAFT
When loading a deadweight cargo, vessels will load to the maximum draft permitted
under the International Load Line Regulations. The draft / freeboard to which the
regulation applies is the observed draft / freeboard midships, and not a figure
obtained by taking the mean of the fore and aft drafts.
It is the responsibility of Master to ensure that vessel is not overloaded. In an
unlikely event of charterers / operators issuing shipping orders, which will overload
the Vessel, Master must send an urgent message to operators with copy to Company
for clarification/ Rectification.
When maximizing the cargo intake subject to the draft restrictions applicable at
either load or discharge port, officers shall take correct dock water density for both
loading and discharging ports into account for deciding the cargo quantity. If
required they shall obtain the details from the concerned agents.
MINIMUM STORES
Minimum quantities of fresh water and stores should be carried to enable maximum
dead-weight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable
stores against the constant in the stability information and any stipulation in the
Charter Party.
DENSITY OF WATER
On each occasion of loading the density of seawater is to be established from a
sample taken in adequate time before completion of loading. Any necessary
allowance should be calculated and its effect allowed for when calculating the
completion ullages and quantities.
CARGO DOCUMENTS
Cargo documentation represents one of the most important aspects of the ship’s
commercial activities as, it is through the documentation generated that compliance
with the Charter Party is assessed. It is often only through these documents that
claims against the owners can be refuted for short delivery, cargo contamination,
etc.
1. It is recommended that all loose forms, separate log sheets, certificates, etc.
are retained together and filed by voyage number / date.
2. All documentation related to the carriage of cargoes must be retained on
board for a period of at least five years, unless any cargo claims are pending
and necessitate retaining documents for a longer period.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 5 of 18
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 6 of 18
The notice presented is the single most important document in connection with the
owner’s or operator’s right to claim; among other things demurrage, detention and
other claims from the charterers; and needless to say it emphasizes the importance
of this notice.
Notice of readiness is to be given in accordance with voyage instructions or Charter
Party and in any event, no later than the vessel’s arrival at the usual waiting place at
a port. The notice should show hours and date that it is tendered. Master should be
aware of variations in charter parties that may require periodic tendering of the
NOR. An example of this is SHELLVOY6.
Notice of Readiness shall not be tendered prior to the First day of lay-days as
described in the relevant governing Charter Party unless otherwise instructed by
owners/ operators or charterers as applicable. If the vessel arrives at load port prior
to the commencement of lay-days, Master is to contact charterers / operators and
obtain clarification whether the vessel is allowed to tender Notice of Readiness prior
to commencement of laydays.
The importance of the Master tendering notices in strict accordance with the load /
discharge instructions, thus avoiding any possibilities of cancellation of the voyage
cannot be over emphasized. If the vessel for one reason or another is having
difficulty in arriving at the Charterers’ nominated loadport within the agreed
cancellation date / time, the Master must immediately approach the operators.
The Notice of Readiness must ALWAYS be tendered at the earliest possible
convenience time i.e. at the exact time of arrival and/or passing Sea-Buoy, Sea-Entry-
Buoy or Customary Anchorage for the particular port.
This instruction may conflict with the legal requirement for the vessel to be
considered as an “arrived ship” and thus consequently to be able to tender a valid
Notice of Readiness.
The term “ARRRIVED SHIP” implies that the following requirements must be fulfilled:
the vessel must be anchored (or have commenced drifting) at the place where the
vessel is ordered to wait;
The vessel must be within the legal, fiscal and financial limits of the port.
The vessel must in all respects be ready to commence load and/or discharge
and be at the complete disposal of the Charterer.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 7 of 18
1. ON ARRIVAL
If written notice cannot conveniently be given owing to the position of the ship (e.g.,
lying at anchorage, waiting for tide or a vacant berth, etc.) notice by telex
(preferable) or email should be sent either through the agents or direct to the
suppliers if at loading port, or to receivers if at a discharge port.
Cases have been on record, when NOR tendered by email has reportedly not been
received by shippers or receivers, giving rise to prolonged disputes for non-receipt of
NOR. The original NOR to load and/or discharge duly signed by Master and terminal
representative, must be handed to the Shipper and/or Receiver at the earliest
possible moment at all loading or discharge ports, whatever the circumstances.
Duplicate copy will be dispatched to cargo operators and the third copy retained on
board.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 8 of 18
3. ADJUSTMENT OF SPEED
Should it be possible to achieve fuel savings by adjusting speed to have arrival
coincide with expected berth availability, this should be communicated with the
charterers and additional instructions requested. Seek advice prior to acting.
Vessels on time charter will thus avoid under performance speed claims and vessels
on voyage charter will start the lay time clock at the earliest possible time.
4. RE-TENDERING NOR
Consequently, it is required that the Notice of Readiness is re-tendered when vessel
is alongside berth - with clearly marked statement “without prejudice to the original
tendered notice”.
It also required that in the event of the vessel being ordered to remain at anchor or
ordered to remain drifting off port for a longer period of time, the Master must first
tender his Notice of Readiness at arriving and/or passing the Sea Buoy or Sea Entry
Buoy, then re-tender by using the Notice of Readiness “without prejudice to the
original tendered notice” when completed anchoring or have stopped his vessel for
drifting and finally also re-tender notice of readiness again every 24 hours; while
awaiting to be berthed and/or waiting for cargo operations to commence.
Whenever the vessel is berthed and “all fast” the Master must again re-tender his
Notice of Readiness.
This guidance is for the Master to ensure that the Notice of Readiness is re-tendered
timely for the purpose that in the event the NOR is considered invalid, and that the
Re-tendered NOR will then ensure that the laytime will commence counting at Re-
tendering NOR.
A Re-tendered NOR is for legal purpose and will be used in the event of disputes in
counting the correct lay time being used by the vessel.
A Re-tendered NOR shall always be tendered “without prejudice to the original NOR”
and below are situations where the original NOR shall be “Re-tendered without
prejudice to the original NOR”. However, if the Master is in doubt as to whether a
new notice is required to be tendered or not, the Master must always tender such
new notice “without prejudice to the original tendered NOR”.
A NOR must be “Re-tendered without prejudice to the original NOR” when:
1. The vessel being berthed alongside and made all fast if proceeding directly to
berth.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 9 of 18
2. The vessel has completed anchoring or stopped for drifting, when the vessel
is ordered to remain at anchor or drifting to await berthing.
3. The vessel is berthed and all fast after awaiting at anchor or drifting position.
4. The vessel has not been granted free pratique within 6 hours after original
NOR has been tendered.
This Re-tendered NOR has to be followed up with a “Letter of Protest for Free
Pratique not granted within 6 hours”.
If the vessel is ordered to wait berthing at sea, the Master has to re-tender the
original NOR “without prejudice to the original NOR” every 24 hrs until berthing.
In case the vessel will have to discharge and/or neither load to more than one berth
/ terminal / vessel then NOR has to be “Re-tendered without prejudice to the
original NOR” every time the hoses / arms are disconnected.
However, if the Master is in doubt as to whether a new notice is required to be
tendered or not, the he must always tender such new notice “without prejudice to
the original tendered NOR”.
In the event that shore-representative refuses to sign the additional notices and only
sign the original, the Master must then insert “refuse to sign” in the additional
notice.
Again we, for commercial reasons, strongly repeat the importance of the Master
tendering the Notice of Readiness correctly and in accordance with the instructions
received from Operators in order to ensure that the vessel presents itself within the
time frames agreed with and required by the Charterers. It should be noted that the
first and original tendered notice is for commercial reasons and the remaining re-
tendered notice(s) are for legal purpose in the event of disputes in counting the
correct lay-time being used by the vessel.
In view of later possible dead-freight claims, the Master must ensure that the Notice
of Readiness forms always contains information on the nominated max quantity to
be loaded, i.e. if the voyage fixing instruction / charterers load (discharge) ordered
read 20.000 mt. with 5% more or less in owners option, the Master must always
nominate 20.000 mt plus 5% or as much as the deadweight or the cargo tank volume
or the draft allows.
In ample time before arrival and latest at tendering the Notice of readiness, the
Master must request information as to the quantity and quality of the cargo to be
loaded, or for the discharge port, the quantity and quality to be discharged.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 10 of 18
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 11 of 18
Port Log
Ullage Report
Copy of Notice of Readiness
Copy of any Letter of Protest
Dead freight Statements
Dry tank / ROB certificate
Pumping log sheets
Some operators / charterers may require ships to transmit scanned copies of these
documents by email. Hence Master must be aware of these requirements and act
accordingly.
PORT LOGS / STATEMENT OF FACTS
A. Port Logs:
The Port Log - BD 2 is to be used and as a minimum the following information should
be recorded in the Port Log as applicable.
1. Time of Arrival at the Port, NOR Time.
2. Anchoring Times, if applicable.
3. Gangway down.
4. Time Surveyor, Loading master on board.
5. Time of Ship-Shore Safety Meeting carried out.
6. Time of Tank. Method of Inspection of the tanks
7. Time cargo / vapour hoses connection, disconnection
8. Time Samples taken, Samples passed, First foot / various sampling (Tankers
only where applicable).
9. Time of cargo commencement, completion, stoppages (if any), on Dry cargo
ships, details of cranes in use, number of gangs etc are also to be recorded.
10. Time of cargo tank change over (Tankers only).
11. Records of regular rounds taken on deck, moorings tended, etc.
12. Details of ballast water inspection through sampling points fitted on
manholes.
13. Details of Ballasting Operations (details of pumps, tanks operated).
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 12 of 18
14. Time of any delays in berthing or cargo operations and party responsible for
the delay.
15. Requests for reductions in the loading rates for topping off or rate reductions
by the shore must be recorded in port log.
16. Any pollution observed MUST be recorded and reported to the appropriate
authority, nothing the position and direction of drift. Such observations may
be invaluable if the vessel is later accused of causing pollution.
B. Statement of Facts (SOF).
Charterer’s agents, shippers or receivers normally prepare a Statement of Fact (SOF)
for Master’s signature.
For clarification purposes here is a list of the basic minimum information required on
the SOF.
End of Passage (“EOP”).
NOR Tendered and NOR accepted.
Anchored (if applicable) or time started drifting (Reason for delay to berthing
e.g. berth occupied by [ship name].
For lightering - first lighter alongside.
For voyages to ice bound ports, time reached ice edge, time normal inward
passage commenced.
Blocked channel.
Pilot on Board (“POB”).
Anchor aweigh.
Number of tugs, time mooring commenced.
All fast.
Ship gangway down if applicable.
Hold passed fit for loading (dry cargo) / Hoses connected (tankers).
Time ballast discharge commenced / completed.
Commence cargo operations.
Stoppage times to be noted and reasons supplied.
Breakdown or failure of equipment, plant or machinery at the load or
discharge port.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 13 of 18
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 14 of 18
When the other legal functions are examined, the receipt function will be seen to be
a great deal more important than simply the Master blindly signing receipts as
presented.
The Master must be aware that when he signs a Bill of Lading, he is making
representative, regarding, for example, the apparent quality, quantity, date of
shipment, freight etc. of the goods shipped.
Bearing in mind that the Bill of Lading is a negotiable instrument, a third party who
purchases the goods is paying for the goods as described in the Bill of Lading.
If the Master signs a Bill of Lading which states that e.g. steel coils were loaded in
port "A", in apparent good order and condition, and on discharge the coils turn out
to be badly dented or corroded, the ship has no defence. They must have been
dented or corroded during the time they were abroad and the ship is liable to the
receiver.
If a Master knowingly misrepresents the goods, he is guilty of fraud.
Before signing Bills of Lading for any goods therefore, the Master must be
completely satisfied about the accuracy of statement on the bill concerning the
following points:
Quantity shipped.
Apparent quality.
Description and present condition.
Date of shipment.
Voyage details, load port / discharge port, freight details of charter-party.
Nothing in the Bill of Lading is at variance with the terms of conditions of the
charter-party.
B. A Document of Title
The bona fide holder of the original Bill of Lading is the rightful owner of the goods.
The most important implication for the shipmaster of this function is that the Bill of
Lading is a negotiable instrument. The goods represented in the Bill of Lading can be
sold (negotiated) and the title to the goods can pass to a new owner by transferring
the Bill of Lading for value.
If the new owner of the goods sees the statement "shipped in apparent good order
and condition" upon a Bill of Lading with no other comment, he can only expect that
the goods will arrive at the destination "in apparent good order and condition". The
statements on a Bill of Lading are vitally important.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 15 of 18
Bills of Lading are made up in sets. Usually there are three original bills and any
number of duplicates, which will be clearly stamped, non-¬negotiable. The originals
are the vital negotiable instruments and the number of originals issued will appear
on the Bill of Lading in a statement.
C. Evidence of the Terms of Carriage
A Bill of Lading will most probably have been issued by a vessel, which is performing
a voyage charter-party. The agreed terms of the carriage will be stated in the voyage
charter-party and there ought to be no term in the Bill of Lading which contradicts a
term in the voyage charter-party. The stipulations contained in the voyage charter-
party do not apply to the Bill of Lading unless expressly stated on the Bill of Lading.
The Master should see that important clauses of the charter-party are inserted in the
Bill of Lading. It is common to see a clause such as ... "Freight and all other
conditions, also all exceptions to or exemptions from liability as per charter-party" ...
inserted therein. It is vital that the important charter-party clauses are in the Bill of
Lading. Should the bill of lading transfer to a third party (and possibly be
renegotiated), then only the terms which are in the Bill of Lading have any relevance
as to whether the ship has safely carried and delivered the cargo as agreed. The Bill
of Lading becomes the contract of carriage.
ACCURACY OF STATEMENTS IN A BILL OF LADING
In practice, there will be occasions when it will be very difficult, if not impossible to
verify the accuracy of statements in the Bill of Lading. On other occasions, the
Master might disagree with the statements presented by the shippers.
The following advice may be of assistance in relation to the foregoing points:
1. QUANTITY OF CARGO
At many modern bulk cargo terminals, sophisticated weighing systems exist ashore.
The shipper's quantity loaded will be based on that system. Irrespective of the
apparent sophistication of any shore weighing system, the ship must be prepared to
check the weight of cargo on board at completion of loading. To best achieve this, a
deadweight draught survey should have been conducted before cargo operations
commenced (to establish an accurate vessel constant). On completion of loading, a
second deadweight draught survey should be conducted to establish a ship's figure
quantity loaded.
It should be recognised, that at worst, such a deadweight draught survey should be
regarded as an indicator or a possible mistake in the shipper's figures. At best it
might be more accurate than the shore figure. A shipper is unlikely to be willing to
ignore his computerized weighing system in favour of the chief mate's calculations.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 16 of 18
Nevertheless, inaccuracies are not impossible and that is the objective of the ship’s
survey.
2. APPARENT QUALITY
Master can only be held responsible for statements on a Bill of Lading regarding the
quality of the goods if he indeed can be considered qualified to make that
assessment. Hence the standard typed wording of all Bills of Lading, “shipped in
apparent good order and condition".
The only time a Master will vary such a statement will be when it is apparent to him
that the goods are not in good order and conditions, especially while carrying steel
products during which he should be guided to make necessary entries as advised by
the owner’s appointed P&I surveyor conducting the pre-loading survey.
3. DESCRIPTION
Any statements on the Bill of Lading describing the goods must be accurate to the
knowledge of the Master, e.g. if goods are described as "wheat in bulk" on the Bill of
Lading, but it is apparent that it is Soya bean meal, then obviously the Master cannot
sign the Bill of Lading as presented.
4. DATE OF SHIPMENT
This is an important feature of Bill of Lading statement. Many commercial
transactions require the goods to be on board a vessel by a certain date in order to
release bank credits for buyer / sellers. If, for any reason, the ship does not have the
goods aboard by that date, there is a strong incentive for a shipper / charterer to
falsify the date. Signing a Bill of Lading with a false date of loading is a fraud.
5. VOYAGE DETAILS, LOAD PORT – DISCHARGE PORT
The voyage details contained in the Bill of Lading must be the same as intended in
the charter-party. If this is not the case, the Master should refuse to sign and notify
his owners immediately.
If lightening will be necessary at the stated discharge port yet the Bill of Lading does
not permit lightering, the Bill of Lading must not be signed.
6. FREIGHT DETAILS OF CHARTY PARTY
This is an important feature, if indeed the freight is stated on the Bill of Lading. Very
often it is not. If so stated, check that the rate of freight is the same as that stated in
the charter-party.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 17 of 18
If the statement "freight prepaid" is stated on the Bill of Lading, the Master must be
guided by his owners or time charterers as to whether they are satisfied that the
freight has indeed been paid.
7. TERMS AND CONDITIONS OF THE CHARTER PARTY
The Master must closely check that all terms and conditions in the Bill of Lading do
not conflict with the terms of the charter-party. If the Bill of Lading contains an
incorporating clause, e.g., “All terms and conditions as per the charter-party dated
.....", then check that the reference is accurate. There may also be a clause
incorporating the Hague rules, or the Hague-Visby rules, or a carriage of goods by
sea act.
If no incorporating clause is inserted, then the Master should write:
This Bill of Lading is to have effect subject to the provisions of the Hague Rules as
amended by the Brussels Protocol 1968.
The function of these rules and the acts is to specify clearly the responsibilities and
liabilities as well as the rights and immunities of a carrier of goods in his relationship
with a shipper and Bill of Lading holder.
8. CLEAN AND DIRTY BILLS OF LADING
A clean Bill of Lading is one which declares that there is nothing wrong or suspected
wrong with the apparent quality, quantity, or any other statement on the Bill of
Lading about the cargo being carried.
A Bill of Lading, which has, "shipped in apparent good order and condition” and
which has no statements by the master indicating his concerns about that or other
statements in the Bill of Lading is a clean Bill of Lading.
A Bill of Lading which has any endorsement stating either that any part of the goods
are not in good order and condition, or that the Master is disputing any statement in
the Bill of Lading presented to him for signing, is a dirty Bill of Lading.
Many commercial transactions concerning carriage of goods, demand that only if a
clean Bill of Lading is issued, will money be released by a bank or financial sponsor.
This means there is pressure on shippers to obtain nothing other than a clean Bill of
Lading.
If there is any suggestion that the Master might wish to endorse the Bill of Lading,
the full weight of the pressure will be directed to convincing the Master that all is in
order and that he should indeed sign only clean bills.
A Master must never sign any Bill of Lading, which, in his opinion does not accurately
represent the detail of the goods and shipment.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 18 of 18
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 1 of 9
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 2 of 9
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 3 of 9
If there is only one Alarm set point these should be set at 50% TLV-TWA
For hydrocarbon gases (gasoline) TLV should be taken as 2% LEL
Information regarding TLV-TWA can be found in the MSDS section 8
SPARES FOR PORTABLE OXYGEN / GAS ANALYSING EQUIPMENT
All vessels must carry a sufficient set of spares for each oxygen and gas analysing
equipment on board. The spares to be carried must be as per the recommendations
of the manufacturer. However at any point of time there should be atleast one
spare sensor available for each equipment
CALIBRATION GAS FOR PORTABLE OXYGEN / GAS ANALYSING EQUIPMENT
All vessels must carry sufficient calibration gas for each type of instrument on board.
The calibration gas must be of the type and composition as recommended by the
manufacturer.
EXPLOSIMETER
A full understanding of the construction and principle of an explosimeter is essential
for the prevention of accidents.
The explosimeter operates on the "hot wire" combustion principle. A small coil
filament made of platinum is heated by an electrical current from six 1 volt batteries
to a temperature above the ignition temperature of hydrocarbon gas.
By aspirating the rubber bulb attached to one end of the combustion chamber - in
which the platinum filament is situated - a sample of air is drawn through the
chamber and across the hot platinum wire filament. If any hydrocarbon gas in
concentrations below the upper explosive limit (6 by volume) is present in the air
being sampled, "burning" will take place around the filament.
The electrical circuit operates on the Wheatstone Bridge principle. When the
hydrocarbon gas in the air sample around the platinum filament "burns", the
temperature of the filament is raised and the resistance to the current in the section
of the electrical circuit that carries the platinum filament is increased. The current is
then deflected through the part of the circuit connected to the meter and a measure
of the burning taking place around the filament is indicated on a meter.
The meter is graduated from 0% to 100% the latter being a measure of the LOWER
EXPLOSIVE LIMIT.
A mixture of hydrocarbon gas and air can only explode or sustain combustion
between the following approximate limits:-
1.4% gas by volume to 98.6% by volume air = Lower Explosive Limit.
6.0% gas by volume to 94.0% by volume air = Upper Explosive Limit.
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 4 of 9
These flammable or explosive limits will vary with the type of oil or chemical
involved, the temperature and pressure of the mixture, and the oxygen
concentration in the air.
The explosimeter measures the gas content in the air up to 1.4% gas to 98.6% air by
volume. This means that when the explosimeter reads 100% there is 1.4% gas
present in the air being sampled, and explosion of fire can ensue if there is a source
of ignition present.
It is important to understand that the explosimeter does not measure the gas
content above the lower explosive limit. If the gas to air mixture is within the
explosive range (1.4% to 6% by volume) the meter will continue to read 100% or just
above the 100% mark.
If the gas to air mixture is above the upper explosive limit (6% by volume) the needle
will raise past 100% then quickly return to zero because the mixture of gas in air in
the combustion chamber is too rich to burn.
This great danger must immediately be recognized because an unsuspecting person
who has not been watching the meter constantly, may think that the space is gas
free, when in fact it is highly dangerous.
TANKSCOPE
The Tankscope indicator is designed specifically to detect and measure the
concentration of hydrocarbon vapours in the inerted cargo tanks or vessels carrying
crude or refined petroleum products.
The Tankscope indicator, unlike most combustible gas indicators, detects and
measures hydrocarbon vapours by thermal effects. A unique geometric combination
of filament and chamber design makes possible the measurement of hydrocarbon
vapours in the presence of carbon dioxide, a major component of the inerting
atmosphere.
The Tankscope instrument is a portable, battery-powered unit. It' usually has two
scales. One with a full scale readout of 0% to 20% and the other with a full scale
readout of 0% to 100% of hydrocarbon vapours by volume in a background of air,
nitrogen or combustion products.
Instrument response, to a sample, is approximately 10 seconds.
Tank scope indicator is calibrated at the factory with butane, When in service,
calibration and accuracy checks should be made with the Calibration Kit.
OXYGENANALYZER
Of all gases, Oxygen plays a unique part in human existence. Without it Life as we
know today, could not exist.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 5 of 9
The Oxygen Analyzer measures the magnetic susceptibility of the sample gas and are
unaffected by change in thermal conductivity. There are no heated filaments so
there is no error due to the reaction of hydro-carbons or other combustible gases or
vapours.
The reading is not affected by change in thermal composition which have virtually no
effect in the Oxygen reading.
TOXIC GAS DETECTOR TUBES / MULTI-GAS DETECTORS
The two essential parts of a Multi Gas Detector are the gas detector pump and the
detector tube. Chosen as a function of the gas measurement required, this pump
and tube together form one unit in the measurement. This detector tube can be
referred to as the indicating instrument of the Multi-Gas Detector.
Multi-Gas Detector is used for:
1. Measurements in the Threshold Limit Value Range.
2. CO in flue gases or exhaust gases.
3. CO2 in furnace waste gases.
4. Leak detection in gas pipes.
5. Purity control of protective gases.
6. Phosphine in acetylene.
7. Hydrogen sulphide in crude oil and petroleum products including Fuel Oil and
Diesel Oil bunkers.
8. Cargo remnants on Chemical Tankers.
Measurement with the Multi Gas Detector is simple, however, it is important to read
first, the instruction sheet with each different type of detector tube in order to
determine the correct number of pump strokes for the desired reading.
Having done this, both tips of the detector tube must be broken off before the tube
is inserted in either the pump or an extension sampling hose, taking care to ensure
that the arrow points towards the pump.
When making the prescribed number of pump strokes, ensure that the bellows
expand to its full extent.
The method of determining the gas concentrations, either in p.p.m. or volume %
from the tube scale reading is also described in the tube instruction sheet.
If an extension hose/tube is used it should be placed between the hand pump and
the tube.
NOTE: It is not permissible to use a hand pump from one manufacturer with tubes
from another manufacturer.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 6 of 9
EXAMPLE:
1. DRAGER Tube Hydrogen Sulphide 100/a
2. Standard range of measurement 100 to 2,000 ppm
(20oC, 1013 mbar) hydrogen sulphide
3. Number of strokes of the DRAGER gas detector pump n = 1
4. Relative standard deviation 10 to 15%
5. Description
Scale tube • white indicating layer, reagent: lead compound • colour change
to brown
6. Reaction principle
H2S + Pb2+ -------- PbS + 2H+
Hydrogen sulphide + Lead compound = Brown lead sulphide
7. Cross-sensitivity
As yet, no interference by SO2 has been observed.
For example:
200 ppm H2S + 100 ppm SO2 give an indication of 200 ppm H2S
600 ppm H2S + 300 ppm SO2 give an indication of 600 ppm H2S
1,500 ppm H2S + 1,500 ppm SO2 give an indication of 1,500 ppm H2S
A vessel shall carry sufficient number of chemical indicator / detector tubes for the
cargoes on board. It should be ensured that sufficient stock of indicator tubes is also
maintained for cleaning chemicals such as methanol/toluene at all times.
An inventory of all indicator tubes on board is to be maintained and the record is to
be updated every month by Chief Officer. The storage life of these tubes is usually
limited and it is necessary that out of date tubes do not remain available for use.
All expired tubes are to be kept separately from the usable tubes and disposed off
properly as per the Garbage Management Plan.
PERSONAL OXYGEN DETECTORS AND PERSONAL GAS DETECTOR
When Personal Oxygen detectors or Personal Gas Detectors are available onboard,
the vessel shall use these as follows:
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 7 of 9
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 8 of 9
Oxygen Meter:
1. In case of analog oxygen analyzer, check if the equipment needle is resting at
zero mark prior switching on.
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 4
Annex V Date : 25-Mar-21
ATMOSPHERE MONITORING EQUIPMENT Page : 9 of 9
2. After switching on the equipment in fresh air, the reading should show 20.9%
Oxygen reading.
3. Exhale air in the inlet pipe to check the deflection of the readings as well as
activation of the alarm (Practically, the meter reading decreases to 16-17%
Oxygen with exhaled air).
Explosimeter/ Tankscope:
1. Switch on the meter in fresh air and confirm meter is showing Zero read out.
2. Blow the test gas (Methane or equivalent) in the inlet pipe to check the
deflection of readings as well as activation of the alarm.
Toxic Gas Detector Pump:
Compress bellow of the Toxic Gas Detector pump and seal the inlet with a
finger. The bellow should remain in deflated state till the time finger is
released.
This procedure will ensure that the equipment is free from leakages.
FULL CALIBRATION
Full calibration consists of the adjustment of an instrument’s response to match a
desired value compared to a known concentration of calibration gas. It must be
carried out as per the manufacturer’s instructions and records of the same are to be
maintained on board by the Chief Officer.
Frequency of carrying out a Full Calibration on Tank Vessels:
If any instrument fails the bump test.
Before an instrument is first put into use.
Monthly or as recommended by the manufacturer whichever is earlier.
SHORE TESTING AND SERVICING
Shore testing and servicing of Atmosphere testing Equipment is to be carried out by
approved workshops. Certificates for the work being undertaken must be issued and
retained on board. Shore testing and servicing is to be carried out whenever an
instrument is defective or damaged and as per requirement below:
Frequency of Routine Shore Testing and Servicing
Tank Vessels - As per the manufacturer’s recommended intervals or yearly
whichever is earlier.
Reference
Refer to the International Safety equipment association (ISEA)statement on
verification of calibration for direct portable gas monitors used in confined spaces.
Rev No. : 0
Annex VI Date : 25-Mar-21
SCUPPER MANAGEMENT Page : 1 of 2
Rev No. : 0
Annex VI Date : 25-Mar-21
SCUPPER MANAGEMENT Page : 2 of 2
Rev No. : 0
Appendix 1 Date : 30-Sep-17
GUIDELINES FOR THE CARRIAGE OF BLENDS OF
Page : 1 of 1
PETROLEUM OIL AND BIOFUELS
Rev No. : 0
Appendix 2 Date : 30-Sep-17
LINE BLOWING PROCEDURES Page : 1 of 1
1 12
6
3 16 17
10
DECK LINE
BLOWING / CLEARING OF CARGO LINES FROM MANIFOLD INTO SHIPS CARGO TANK
2 PORT SIDE MANIFOLD STBD SIDE MANIFOLD
5 13
P 4 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Blank Manifoldconnection (1 and 12) with Blind Flanges on either a) Connect Air / Nitrogen supply at air connection (5) preferably
side. on the side to which the vessel is listed. Connect a pressure
b) Shut Manifold valve (4 and 14) and Line Master (8). gauge at air connection (15) on the other side.
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and
ensure is plugged.
d) Ensure air connection (7 and 9) are shut and plugged.
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Line Master (8) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Line Master (8) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line.
CARGO PUMP DROP LINE
CHEMICAL TANKER MANUAL
APPENDIX 2 - LINE BLOWING PROCEDURES
BLOWING / CLEARING OF CARGO HOSE /LOADING ARM FROM PUMPSTACK TO SHORE TANK
2 PORT SIDE MANIFOLD STBD SIDE MANIFOLD
5 13
P 4 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at air connection (7)
b) Shut Manifold valve (4 and 14) and Line Master (8). b) Connect a pressure gauge at the air connection (5) at
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and Manifold
ensure is plugged. c) Keep valve of Pressure gauge (2 & 13) open to detect manifold
d) Ensure air connection (9) is shut and plugged. valve leaks.
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Manifold valve (4) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Manifold Valve (4) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line. DROP LINE
CARGO PUMP
CHEMICAL TANKER MANUAL
APPENDIX 2 - LINE BLOWING PROCEDURES
BLOWING / CLEARING OF CARGO HOSE/LOADING ARM FROM SHORE TO SHIP'S CARGO TANK
2 PORT SIDE MANIFOLD STBD SIDE MANIFOLD
5 13
P 4 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) A slight list towards the jetty (about 0.25 deg) helps in line
draining efficiently. a) Inform terminal to start line blowing with Air/Nitrogen supply
b) Ensure Blind Flange is in place on offshore side manifold (12). at shore side.
c) Shut Manifold valve (4 and 14) and open Line Master (8). b) Keep valve of Pressure gauge (2) open to Monitor Line
d) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and
ensure is plugged.
e) Ensure air connection (7 and 9) is shut and plugged.
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Manifold valve (4) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Manifold Valve (4) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line. DROP LINE
CARGO PUMP
CHEMICAL TANKER MANUAL
APPENDIX 2 - LINE BLOWING PROCEDURES
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at air connection (15) on the
b) Shut Manifold valve (4 and 14) and Line Master (8). offshore side.
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and b) Connect a pressure gauge with valve at air connection (5) on
ensure is plugged. the shore side to monitor line blowing pressure.
d) Ensure air connection (7 and 9) is shut and plugged. c) Keep valve of Pressure gauge (2 & 13) open to detect manifold
valve leaks.
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Line Master (4) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Manifold Valve (4) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line. DROP LINE
CARGO PUMP
CHEMICAL TANKER MANUAL
APPENDIX 2 - LINE BLOWING PROCEDURES
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at pressure gauge connection
b) Shut Manifold valve (4) and Line Master (8). Open manifold Valve (13) on the offshore side.
(14) offshore side. b) Keep valve of Pressure gauge (2) open to detect manifold
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and valve leaks.
ensure is plugged. c) Connect a pressure gauge with valve at air connection (7)
d) Ensure air connection (7 and 9) is shut and plugged.
e) Keep Open the Drop valve (11)
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Line Master (4) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Manifold Valve (4) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line. DROP LINE
CARGO PUMP
CHEMICAL TANKER MANUAL
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 1 of 26
a. Loading of Cargo
A. Place of loading.
B. Identify tank(s), name of substance(s) and category(ies).
c. Unloading of Cargo
7. Place of unloading.
8. Identity of tank(s) unloaded.
9. Was (were) tank(s) emptied?
9.1 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).
9.2 If not, quantity remaining in tank(s).
10. Does the ship’s Procedures and Arrangements (P & A) Manual require a prewash with
subsequent disposal to reception facilities?
11. Failure of pumping and/ or stripping system.
11.1 Time and nature of failure;
11.2 Reasons for failure;
11.3 Time when system has been made operational.
d. Mandatory Prewash in Accordance with the Ship’s Procedures and Arrangements Manual
12. Identify tank(s), substance(s) and category(ies).
13. Washing method:
13.1 Number of cleaning machines per tank;
13.2 Duration of wash/washing, cycles;
13.3 Hot/cold wash.
14. Prewash slops transferred to:
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 2 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 3 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 4 of 26
B. GENERAL GUIDELINES
2. When making entries in the CRB; the date, operational code (letter) and Item (number) shall be
inserted in the appropriate columns chronologically. Date entry format must be as follows DD-
MMM-YYYY (EX. 22-SEP-2020).
4. When making entry in the next/new page, the entry must begin with the date, operational code
(letter) and Item (number) to indicate continuation of entry from the previous page.
5. Immediately upon completion of each operation, the proper entries shall be completed; in this
way errors and omissions are avoided.
6. All entries in the CRB must be recorded with indelible ink. Entries recorded in pencil are not
acceptable.
7. When wrong entry is recorded and observed, it should immediately be struck through by a
single line such that the wrong entry could still be read. No white ink to be used for correction.
The wrong entry will be signed by the Officer-in-Charge, and the new correct entry will follow.
However, if a serious mistake is discovered at a later stage, contemporaneous evidence is
needed to prove that such an entry was wrong.
8. In case an entry is missed out and this fact is realized later, a suitable entry must be recorded,
after the latest entry under the Code K.
9. Substance (cargo) name must be the same as specified under the Certificate of Fitness
(COF)/NLS certificate and not the trade name.
10. All info filled basis P&A manual must be ship specific for which vessel must refer to their ship
specific P&A Manual.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 5 of 26
KEY POINTS:
Vessels to refer the ship specific P&A manual for pre-wash requirement and procedures,
tank cleaning machine data.
Procedure for ‘stripping’ and ‘emptying’ shall be in accordance with list, trim and stripping
temperature requirements specified under the P&A manual. Further, this requirement
relates to the awareness of ship staff and compliance with ship specific stripping/line
blowing procedures.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 6 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 7 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 8 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 9 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 10 of 26
1. Tank washing after use of non-flammable Annex 1 product for cleaning of Annex 2
product.
Entries for such tank washings would be made under “Cargo Record Book” and “Oil Record Book
(Part II)”:
a. Loading of cargo
RECORD OF OPERATIONS / SIGNATURE OF OFFICER
DATE CODE ITEM INCHARGE / NAME AND SIGNATURE OF AUTHORIZED
LETTER (NO) SURVEYOR
01-NOV-2020 A 1. TERMINAL L3, BATON ROUGE
2. 2P, 2S /SULPHOHYDROCARBON (C3-C88)/CAT-Y
SIGN, NAME, RANK, DD-MMM-YYYY
Note:
A 2 – Substance ‘Sulphohydrocarbon (C3-C88)’ is the IBC name of cargo with a trade
name ‘Lubrizol’.
b. Unloading of Cargo
18-NOV-2020 C 7. TERMINAL D3, SANTOS
8. 2P, 2S
9.1 YES, TANKS WERE EMPTIED AND STRIPPED IN ACCORDANCE WITH P&A
MANUAL (TRIM: 2.0 M, LIST: 0, T: 42OC)
10. NO
11. NA
SIGN, NAME, RANK, DD-MMM-YYYY
Note:
C 9.1 - Must enter Trim, List and Stripping Temp
c. Prewash operation with spindle oil (Annex 1 product) as per the voyage order
requirement.
18-NOV-2020 E 15. 1800 HRS LT-2000 HRS LT/2P, 2S/SULPHOHYDROCARBON (C3-88)/
CAT-Y
15.1 RECIRCULATION WITH 2 FIXED T/C MACHINE FOR 2 HR.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 11 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 12 of 26
Ship Master’s should obtain from the operator of the reception facilities, which includes
barges and tank trucks, a receipt or certificate detailing the quantity of tank washings,
dirty ballast, residues, or oily mixtures transferred, together with the time and date of
the transfer. This receipt or certificate, if attached to the Oil record Book Part II, may aid
the Master in proving that his ship was not involved in an alleged pollution incident. The
receipt or certificate should be kept together with the Oil Record Book II.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 13 of 26
2. Non-compliance with emptying and stripping procedures in accordance with P&A manual.
a. Loading of cargo
b. Unloading of Cargo
21-Nov-2020 C 7. TERMINAL D4, SANTOS
8. 5P, 5S
9.1 NO. TANKS WERE NOT EMPTIED AND STRIPPED IN ACCORDANCE
WITH THE P&A MANUAL (TRIM: 1.7M, LIST: 0, T: 42°C)
10. YES
11. NA
SIGN, NAME, RANK, DD-MMM-YYYY
Note:
Melting point of Palm oil is 35oC as identified under the IBC shipping document. Vessel
arrived at the discharge port D4, Santos with tank/cargo temp of 42oC. Hence, vessel was
not in compliance with the requirement (at least 10Deg > Melting Point) of having the
discharge temperature of 45oC or more.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 14 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 15 of 26
a. Loading of cargo
RECORD OF OPERATIONS / SIGNATURE OF OFFICER
CODE ITEM INCHARGE / NAME AND SIGNATURE OF AUTHORIZED
DATE
LETTER (NO) SURVEYOR
07-NOV-2020 A 1. TERMINAL L5, BATON ROUGE
2. 1P, 1S/DIPHENYLMETHANE DIISOCYANATE/CAT-Y
SIGN, NAME, RANK, DD-MMM-YYYY
b. Unloading of Cargo
23-Nov-2020 C 7. TERMINAL D5, SANTOS
8. 1P, 1S
9.1 YES, TANKS WERE EMPTIED AND STRIPPED IN ACCORDANCE WITH
THE P&A MANUAL (TRIM: 1.7M, LIST: 0, T: 47°C)
10. NO
11. NA
SIGN, NAME, RANK, DD-MMM-YYYY
Note:
F 9.1 – Melting point of diphenylmethane diisocyanate is 37oC as identified under the
IBC shipping document. Vessel arrived at the discharge port D5, Santos with tank/cargo
temp of 47oC. Hence, vessel followed the requirement (at least 10Deg > Melting Point)
of having the discharge temperature of 47oC or more. Further vessel complied with
other requirements such as trim and list for emptying and stripping as per the P&A
manual.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 16 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 17 of 26
Persistent floaters are defined as substance having a viscosity equal to or greater than 50 mPa.s
at 20°C and/or with a melting point ≥0°C as identified by section 16.2.7 and in column 'o' of
Chapter 17 of the amended IBC Code.
The following shall apply in the North West European waters, the Baltic Sea area, the Western
European waters, the Norwegian Sea (areas mentioned under paragraph 9 of MARPOL Annex II
regulation 13):
.1 a prewash procedure as specified in appendix VI to this annex shall be applied;
.2 the residue/water mixture generated during the prewash shall be discharged to a reception
facility at the port of unloading until the tank is empty; and
.3 any water subsequently introduced into the tank may be discharged into the sea in
accordance with the discharge standards in regulation 13.2 of MARPOL Annex II."
a. Loading of cargo
RECORD OF OPERATIONS / SIGNATURE OF OFFICER
DATE CODE ITEM INCHARGE / NAME AND SIGNATURE OF AUTHORIZED
LETTER (NO) SURVEYOR
02-JAN-2021 A 1. TERMINAL L6, DUMAI
2. 10P, 10S/PALM STEARIN/CAT-Y
SIGN, NAME, RANK, DD-MMM-YYYY
b. Unloading of Cargo
29-JAN-2021 C 7. TERMINAL D6, ROTTERDAM
8. 10P, 10S
9.1 YES. TANKS WERE EMPTIED AND STRIPPED IN ACCORDANCE WITH
THE P&A MANUAL (TRIM: 1.7M, LIST: 0, T: 58°C)
10. YES
11. NA
SIGN, NAME, RANK, DD-MMM-YYYY
Note:
Melting point of Palm oil is 48oC as identified under the IBC shipping document. Vessel
arrived at the discharge port D6, Antwerp with tank/cargo temp of 58oC. Hence, vessel
followed the requirement (at least 10Deg > Melting Point) of having the discharge
temperature of 58oC or more.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 18 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 19 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 20 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 21 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 22 of 26
a. Loading of cargo
RECORD OF OPERATIONS / SIGNATURE OF OFFICER
DATE CODE ITEM INCHARGE / NAME AND SIGNATURE OF AUTHORIZED
LETTER (NO) SURVEYOR
02-JAN-2021 A 1. TERMINAL L7, HOUSTON
2. 6P, 6S /HEPTANE/CAT-X
SIGN, NAME, RANK, DD-MMM-YYYY
b. Unloading of Cargo
29-JAN-2021 C 7. TERMINAL D7, ROTTERDAM
8. 6P, 6S
9.1 YES. TANKS WERE EMPTIED AND STRIPPED IN ACCORDANCE WITH THE
P&A MANUAL (TRIM: 1.8M, LIST: 0, T: 16°C)
10. YES
11. NA
SIGN, NAME, RANK, DD-MMM-YYYY
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 23 of 26
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 24 of 26
Vessel shall ensure that the temperature at the unloading port is maintained above
the temperature rendering them to be Solidifying/high viscosity substances.
For example:
- Palm oil with Melting point of 38°C having temperature at the time of unloading
48°C or less will be categorized as Solidifying substance. Temperature above
48°C will make the substance as non-solidifying thereby not subjecting it to any
prewash requirements.
- For cargo with viscosity 50 mPa.s at 25°C shall has the temperature above 25°C
for not subjecting it to any prewash requirements.
4. What are the various conditions when prewash is carried out for annex II
substances?
Prewash is required for all the following:
a. All Cat-X substances
b. High viscosity and Solidifying Cat-Y substances
c. Non-compliance with emptying and stripping requirements stated under the
Uncontrolled document when printed
CHEMICAL TANKER MANUAL
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 25 of 26
5. How to know the procedure for tank emptying and stripping requirement?
Emptying and stripping requirement is provided in the P&A manual. These
information are vessel specific. Stripping requirement means the list, trim and
temperature kept during the stripping process while emptying requirement refers to
the line blowing/clearing procedures. PIC of the operation must be aware of such
requirement and the compliance is validated by entering the maintained Trim, List
and stripping temperature under Cargo Record Book Code 9.1.
Further, Authorization from the competent authority will be required for any
prewash exemption granted for condition mentioned under regulation 13.4 of
MARPOL annex 2.
7. What is the difference between Code D (Mandatory prewash) and Code E (Other
prewash) w.r.t prewash operations?
Mandatory prewash refers to the operations required to comply with MARPOL
Annex II requirements. Following prewash would classify as a ‘Mandatory prewash’
and entered under code D:
a. Category X substances.
b. High viscosity/solidifying substances.
c. Non-compliance with emptying and stripping requirements stated under the
P&A manual for Cat Y and Cat Z.
d. Failure of pumping or stripping system resulting the residue more than quantity
mentioned under regulation 12 of MARPOL Annex II or the P&A manual.
e. Persistent floaters.
Other prewash operation means operations carried out due to commercial
obligations/requirements.
Rev No. : 1
Appendix 3 Date : 25-Mar-21
ENTRIES IN CARGO RECORD BOOK Page : 26 of 26