ker Familiarization Course

(IMO Model 1.01 2000 Edition)

The material is arranged under nine main headings:

1. Introduction
2. Characteristics of cargoes
3. Toxicity and other hazards
4. Hazard control
5. Safety equipment and protection personnel
6. Pollution prevention
7. Emergency operations
8. Cargo equipment
9. Cargo operations
The course material reflects the mandatory minimum requirements for officers and ratings as
specified in regulation V/1 of the International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers, 1995 (STCW 1995).
The texts used as reference throughout the course are:
International Safety Guide for Oil Tankers and Terminals
Captain C. Baptist, Tanker Handbook for Deck Officers
International Chamber of Shipping, Tanker Safety Guide (Chemicals)
M. Grey, Chemical/Parcel Tankers
B. Bengtsson, Sea Transport of Liquid Chemicals in Bulk
ICS/OCIMF/IAPH/INTERTANKO/CEFIC/SIGTTO, Ship/Shore safety Check List
Guidelines
International Chamber of Shipping, Tanker Safety Guide (Liquefied Gas)
SIGTTO. Liquefied Gas Handling Principles on Ships and Terminals
R. Ffooks, Gas Carriers
T.W.V.Woolcott, Liquefied Petroleum Gas Tanker Practice
International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974), as amended
International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW 1978/1995)
International Convention for the Prevention of Pollution from Ships, 1973/78 (MARPOL)
Regulations for the Prevention of Pollution by Oil (Annex I of MARPOL)
Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (Annex II of
MARPOL)
Regulations for the Prevention of Air Pollution from Ships (Annex VI of MARPOL)
Medical First Aid Guide for Use in Accidents Involving Dangerous Goods
Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
(BCH Code), as amended
International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code), as amended
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, as
amended (GC Code)
International Code for the Construction and Equipment of Ships Carrying Liquefied Gases
in Bulk, as amended (IGC Code)
Guidelines for the Development of Shipboards Oil Pollution Emergency Plans
And the booklets published by the International Chamber of Shipping:
Safety in Oil Tankers
Safety in Chemical Tankers
Safety in Liquefied Gas Tankers

1. INTRODUCTION

1.1. THE COURSE

1.1.1 This tanker familiarization course comprises three main parts. These are the basic
understanding of the characteristics of oils, chemicals and liquefied gases; personnel safety and
pollution prevention; and general shipboard cargo-handling system.
The first part covers the proprieties and associated hazards related to the cargoes.
The second part covers the means and measures to control the hazards and to prevent pollution,
for the protection of personnel and the environment.
The third part provides a general overview of cargo-handling equipment and operations on board
tankers.
1- The background for and the purpose of the course as:
-the International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers, as amended in 1995 (STCW 1995), which contains mandatory minimum requirements
for training and qualifications of masters, officers and ratings of tankers
2- this trtaining is divided into two levels:
level 1: a tanker familiarization course, or under an approved seagoing service, for
officers and ratings assigned specific duties and responsibilities related to cargo or cargo equipment o
tankers;
level 2: a specialized (advanced) training programme for masters, chief engineer
officers, chief mates, second engineer officers and any person with immediate responsibility
for loading, discharging and care in transit or handling of cargo on oil tanker, chemical
tanker or gas tanker on which they serve
3- this course covers the requirements for level 1 training required by STCW 1995, Reg.
V/1(1.2)
Regulation V/1 STCW-95 Convention provides necessary background, but general view of the
requirements for training and qualifications of personnel on tankers is illustrated with the next
diagram:
 STCW 95 training scheme for personnel on tankers

General Qualification
(STCW chapter I or II)

Approved shore-based fire-fighting course

(STCW regulation V/1, paragraph 1)

Approved tanker familiarization course At least 3 months’ approved

(STCW regulation V/1, paragraph 1) seagoing service on tankers
(STCW regulation V/1, paragraphs 1.1
and 1.3 to 1.6)

Experience appropriate to duties on tankers

(STCW regulation V/1, paragraph 2.1)

Specialized tanker training program

(STCW regulation V/1, paragraph 2.2)
 Services in positions with the immediate
Responsibility for loading, discharging and
Care in the transit or handling of tanker cargo
(STCW regulation V/1, paragraph 2.1)

1.1.2 Personnel on tankers should at least have attended an approved shore-based fire-fighting
course and the training required by Reg. VI/1 of STCW 1995.

1.2. DEVELOPMENT OF TANKERS

1.2.1 Important stages in the development of tankers and oil shipping

- carriage of oil in barrels in conventional cargo ships
- construction of vessels to carry oil in bulk
- use of longitudinal divisions and transverse bulkhead to form tanks
- location of machinery aft
- increase in size to VLCCs and ULCCs
- transportation of liquefied gas and chemicals in bulk
- pollution problems and explosion/fire hazard leading to international controls
- the development of SOLAS and MARPOL
- increasing use of training to improve safety and reduce pollution
- the STCW Convention and Chapter V of the Convention
- the development of double-hull tankers
- the implementation of the International safety Management (ISM) code

Important stages in the development of bulk chemical shipping

- sea transport of chemicals started with the chemical industries rapid growth in the years
after World War Two
- at first chemicals were transported in bottles or drums on dry cargo ships; larger quantities
were shipped in bulk in the deep tanks on these ships
- as the world’s demand for chemicals increased, the need for a new type of seagoing ship
became evident
- the first chemical tankers were converted war-built American oil tankers (T2 tankers)
- conversion work usually included
adding bulkheads to provide more and smaller tanks
extending the line system
installing additional cargo pumps
- the first conversion of this type was done in 1948 on the R.E. Wilson, of 9073 tons gross
tonnage
- in addition to these converted, relatively big chemical carriers, smaller tankers specially
designed and constructed for the carriage of “acids” – e.g. sulphuric acid, were built during
the early 1950s, the cargo tanks of which were made of special alloy steel, strengthened
for cargo densities up to 2.0 kg/1
- in order to carry chemicals of high purity and sensitive to contamination, coating
techniques were developed for cargo tanks of mild steel
- the first real chemical tanker specially designed for the carriage of liquid chemicals in bulk
was the Norwegian M/T Lind, delivered in 1960; this was the first tanker equipped with
stainless-steel cargo tanks
- a modern chemical tanker has a large number of cargo tanks and is designed for carriage
of a wide variety of cargoes
- the cargo-tank section on these modern ships is normally divided into some stainless steel
tanks and some coated mild-steel tanks, each of which is normally equipped with deepwell
pumps and a separate piping system.

Important stages in the development of liquefied gas shipping

- gas shipping began in the late 1920s
- the earliest ships were designed to carry liquefied gas in pressure vessels at ambient
temperature
- the first cargoes on the market were butane and propane
- development of refrigeration techniques and metals suitable for low temperature made it
possible to carry liquefied gas at temperature lower then ambient
- around 1959, semi-pressurized ships entered the market and liquefied gas was now
transported under lower pressure, which was made possible by lowering the temperature
- by 1963, fully refrigerated ships for LPG, LNG and certain chemical gases (such as
butadiene) were in service, carrying cargo at atmospheric pressure.

1.3. TYPES OF CARGOES

Oil cargo
1.3.1 “Oil” means petroleum in any form, including crude oil, fuel oil, sludge, oil refuse and
refined products (Other then petrochemicals).
1.3.2 List of oils:
Asphalt solutions Gasoline blending
stocks
Blending stocks Alkylates – fuel
Roofers flux Reformates
Straight run residue Polymer – fuel

Oils Gasolines
Clarified Casinghead (natural)
Crude oil Automotive
Mixtures containing crude oil Aviation
Diesel oil Straight run
Fuel oil no. 4 Fuel oil no. 1(kerosene)
Fuel oil no. 5 Fuel oil no. 1-D
Fuel oil no. 6 Fuel oil no. 2
Residual fuel oil Fuel oil no. 2-D
Road oil
Transformer oil Jet fuels
Aromatic oil (excluding vegetable oil) JP-1 (kerosene)
Lubricating oils and blending stocks JP-3
Mineral oil JP-4
Motor oil JP-5 (kerosene, heavy)
Penetrating oil Turbo fuel
Spindle oil Kerosene
Turbine oil Mineral spirit

Distillates Naphtha
Straight run Solvent
Flashed feed stocks Petroleum
Heartcut distillate oil

Gas oil
Cracked

1.3.3 Crude petroleum as discharged at the well head is a mixture of a large number of
different hydrocarbon molecules
1.3.4 “Hydrocarbons” is the common name for substances composed of only the elements
hydrogen and carbon
1.3.5 The composition of petroleum depends on its source
1.3.6 The petroleum remaining after the removal of products such as methane is termed
“crude oil”
1.3.7 General arrangement of tankers which carry bulk cargoes of:
1- crude oil Fig. 1.7
2- petroleum products Fig. 1.8
3- bitumen
4- ore/oil Fig. 1.9
5- ore/bulk/oil Fig. 1.10-1.11

Chemical cargo
1.3.8 in general:
1- a chemical tanker is primarily designed for the carriage of dangerous chemicals in bulk
2- these chemicals are listed in the IMO Bulk Chemical Codes, for example:
Sodium hydroxide solution (caustic soda sol.)
Acrylonitrile
Methyl alcohol (methanol)
Acetic acid
Sulphuric acid
Toluene diisocyanate (TDI)
Nutric acid
Palm oil
Ethylene glycol
Methyl ethyl ketone (MEK)
 Carbon tetrachloride (CTC)
Ethylene dichloride (EDC)
Furfural
Acetone
Toluene
Benzene
Xylene
3- In addition to the cargoes listed in the Codes, chemical tankers may carry a wide
variety of other liquid products which would normally be considered to be unrelated to
chemicals, such as:
Fruit juice
Water
Molessas
Animal and vegetable oils
Clean petroleum products and lubricating oils
1.3.9 A chemical tanker may carry dangerous chemicals and all products tanker cargoes, but that a
product tanker is limited to carry products and chemicals which are not identified in the Codes as
dangerous
1.3.10 Cargoes in chemical tankers may be divided into 4 groups as follows:
1- petrochemicals
2- alcohols and carbohydrates
3- vegetable and animal oils and fats
4- inorganic chemicals
1.3.11 Petrochemicals are organic products derived wholly or partly from crude oil, natural gas or
coal
1.3.12 Examples of petrochemicals:
1- solvents
2- aromatics
3- intermediates or refined products
1.3.13 The group of alcohols and carbohydrates includes products which may be produced by
fermentation, such as:
1- liquor
2- wine
3- molasses
1.3.14 Vegetable and animal oils and fats are products derived from seeds of plants and from the
fat of animals, including fish
1.3.15 Examples of vegetable and animal oils and fats:
1- soya bean oil
2- cottonseed oil
4- lard and lard oil
5- beef and mutton tallow
6- whale oil
7- sardine oil
8- cod oil
1.3.16 Inorganic chemicals are products which are not of organic origin
1.3.17 Examples of inorganic chemicals are:
 1- sulphuric acid
2- phosphoric acid
3- nitric acid
4- caustic soda
1.3.18 Most cargoes in chemical tankers belong to the group “petrochemicals”
1.3.19 Chemical tankers may also carry petroleum products such as those normally carried in oil
tankers
1.3.20 Chemical tankers may be engaged in “dedicated” or “parcel” trades
1.3.21 Dedicated service usually means that the tanker is dedicated for a certain type of
chemicals, transporting the same type of cargo on each voyage
1.3.22 A chemical tanker engaged in parcel service moves a variety small lots of chemicals
between a number of ports. Chemical tanker is a cargo ship constructed or adapted and
used for the carriage in bulk of any liquid product listed in Chapter 17 of the IBC Code.

Liquefied gas cargo

1.3.23 For economical marine transportation, gas is carried in a liquefied state. As a liquid, the
volume to weight ratio at atmospheric pressure is in the range of 650 times less than in the
gaseous state. Even so, the relative densities are low and vary between 0.42 (methane)
and 0.97 (VCM).
Generally speaking, a liquefied gas is the liquid form of a substance which at ambient temperature
and atmospheric pressure would be a gas. Definition: A liquid which has a sturated vapour
pressure exceeding 2.8 bar absolute at 37.80C and certain other substances specified in the Gas
Codes.
1.3.24 Cargoes transported by gas tankers are listed in IMO’s Gas Carriers Code
Cargo Ship Type
Acetaldehyde 2G/2PG
Ammonia, anhydrous 2G/2PG
Butadiene 2G/2PG
Butane 2G/2PG
Butane/propane mixtures 2G/2PG
Butylenes 2G/2PG
Chlorine 1G
Diethyl ether 2G/2PG
Dimethylamine 2G/2PG
Ethane 2G
Ethyl chloride 2G/2PG
Ethylene 2G
Ethylene oxide 2G/2PG
Ethylene oxide/propylene oxide mixture
(with ethylene oxide content less than 30% by weight) 2G/2PG
Isoprene 2G/2PG
Isopropylamine 2G/2PG
Methane 2G
Methylacetylene/propadiene mixture 2G/2PG
Methyl bromide 1G
Methyl chloride 2G/2PG
 Monoethylamine 2G/2PG
Nitrogen 3G
Propane 2G/2PG
Propylene 2G/2PG
Propylene oxide 2G/2PG
Refrigerant gases 3G
Sulphur oxide 1G
Vinyl chloride 2G/2PG
Vinyl ethyl ether 2G/2PG
Vinylidene chloride 2G/2PG

1.3.25 These cargoes can be devided into the following four groups:
1- liquefied natural gas, LNG
2- liquefied petroleum gas, LPG
3- liquefied ethylene gas, LEG
4- chemical gases and certain other substances
1.3.26 LNG is liquefied natural gas from which impurities are removed
1.3.27 The principal constituent of LNG is methane
1.3.28 “Liquefied petroleum gas”-LPG- is a common name for petroleum gases, mainly propane
and butane
1.3.29 LPG is produced from two sources:
1- from crude oil processing in refineries, or as a by-product of chemical plants
2- from natural gas streams or from crude oil at or close to production points
(wells/platforms)
1.3.30 Liquefied ethylene gas – LEG – is produced by “cracking” of LPG
1.3.31 Chemical gases are a group of liquefied gases produced through a chemical process
1.3.32 Chlorine, ammonia and vinyl chloride monomer (VCM) as examples of chemical gases
1.3.33 Certain other substances in the “borderland” between liquefied gas and chemicals are
carried on gas tankers
1.3.34 Acetaldehyde and propylene oxide as examples of such cargoes
1.3.35 The two methods by which gas can be liquefied as:
1- liquefaction by removal of heat
2- liquefaction by pressurizing
1.3.36 Liquefaction of gas cargoes on ships – other than fully pressurized ships – is done by
removal of heat
1.3.37 The heat to be removed from the cargo is called “latent heat of condensation”
Gas carrier is a cargo ships constructed or adapted and used for the carriage in
bulk of any liquefied gas or other products listed in the table of chapter 19 IGC Code.
1.4 TANKER TERMINOLOGY

Absolute temperature
The fundamental temperature scale with its zero at absolute zero and expressed either in
kelvin or degrees Rankine. One kelvin is equal to one Celsius degree or one centigrade;
one Rankine degree is equal to one Fahrenheit degree. To convert Celsius to kelvin, add
273.1 (e.g. 5oC = 278.1oK)
To convert Fahrenheit to Rankine, add 459.6 (e.g. 5 oF = 464.6oR)
0oK = 0oR = 273.1oC = -459.6oF
Absolute temperatures are used in most thermdynamic tables, charts and calculations. In
the SI system of measurement, Centigrade temperature units (i.e. oC or oK) are used.

Absolute zero
The temperature at which the volume of a gas theoretically becomes zero and all thermal
motion ceases. Generally accepted as being -273.16 °C or-459.69 °F.

Absorption oils (scrubbing oil, wash oil)

Generally refer to a moderately high boiling oil distilled from petroleum (i.e., a gas oil) or
coal tar, and used for separating desired gases or vapors by dissolving them from some
mixture.
Thus, the vapours of natural gasoline are separated from certain natural gases by
passage up a tower through which a stream of an absorption oil is passed. Benzene,
toluene, and xylene are recovered from coal gas by a similar procedure.

Acid
Any chemical compound containing hydrogen, capable of being replaced by positive
elements or radicals to form salts. Acid and acid solution turn litmus paper red. They have
a pH value from less than 7.0 (neutral) down to 0 (extremely acid). A pH of 2.0 is
concentrated acid.

Acid value
The number of grams of potassium hydroxide neutralized by the free acids present in one
gram of oil.

Acidic
An acid solution with a pH below 7.0 (neutral).

Across’ cargo tanks

Tanks are usually constructed in sets of three transversely and are numbered from
forward, e.g. the foremost three tanks are called ‘One Port’ (1P), ‘One Centre’ (1C), and
‘One Starboard’ (1S). The three tanks as set are known as ‘One Across’ (1X). Thus to
separate the cargo in 1X from 2X the master valves (see M.V.) in the lines at the
athwartships bulkhead between the tanks must be closed.

Acute toxic effect

The effect on man of a single exposure of short duration to high concentrations of toxic
comhound or toxic vapour.

Adiabatic
Without transfer of heat. Adiabatic expansion is volume change in a liquid or gas with no
heat loss or gain involved.
Adhesiveness
The condition in which a soil or deposit clings to a surface and cannot be easily removed
by normal water flow, flushing,or mechanical means.

Airlock
A separation area used to maintain adjacent areas at a pressure differential; e.g. an
electric motor room airiock on a gas carrier is used to maintain pressure segregation
between a gas-dangerous zone on the open weather deck and the pressurized gas-safe
motor room.

“Alcohol-type"foam
A fire-fighiting foam effective against many water-soluble cargoes. It is also effective
against many non-water-soluble cargoes.

Alkali
Any compound having marked basic properties. Alkalis and alkaline solutions turn litmus
paper blue. They have a pH value above 7.0 (neutral) up to 14.0 (extremely alkaline).
These include the oxides and hydroxides of barium, calcium, magnesium, and sodium.
Hydroxides are strong alkalis.

Alkaline
An alkali solution with a pH above 7.0 (neutral).
Ambient temperature
Normal atmosheric temperatures up to the range of 38 oC (100oF).

Amorphous
A material whose structure is irregular and formless.

Anaesthesia

A total loss of feeling and consciousness or the loss of power or feeling over a limited
area of skin.

Anaesthetics
ChemicaIs which produce anaesthesia.

Antistatic additive
A substance added to a petroleum product to raise its electrical conductivity above 100
picosiemens/metre (pS/m) to prevent accumulation of static electricity.

API gravity scale

A standard scale agreed between the American Petroleum Institute (API), the U.S.
Bureau of Standards and the Bureau of Mines in 1921 for measuring the specific gravity
of oil expressed in terms of degrees. There is a direct relation between API degrees and
the weight of oils. The lower the API degree, the higher the specific gravity and weight of
oil. For ex. API @ 60oF=0 : Sp. Gr. 60/60oF= 1.0760 Pounds Per US Gal. @ 60oF=8.962
API @ 60oF=10 : Sp. Gr. 60/60oF= 1.0000 Pounds Per US Gal. @ 60oF=8.328.

Approved equipment
Equipment of a design that has been tested and approved by an appropriate authority
such as a Government or classification society. The authority should have certified the
equipment as safe for use in a specified hazardous atmosphere.
Aqueous
Indicating that the compound is in solution in water.

Asphyxia

The condition arising when the blood is deprived of an adequate supply of oxygen, so that
loss ousness may follow.

Asphyxiant
A gas or vapour which, when inhaled, leads to asphyxia.

Austenitic
A form of steel particularly susceptible to chloride ion attack, especially during
hydrochloric acid cleaning processes. Non-magnetic steel. Also called stainless steel.

Auto-ignition
The ignition of a combustible material without initiation by a spark or flame, when the
material has been raised to a temperature at which self-sustaining combustion occurs.

Auto-ignition temperature (Autogenous ignition temperature)

The lowest temperature to which a solid, liquid or gas requires to be raised to cause self-
sustained combustion without initiation by a spark, flame or other source of ignition.

Avogadro's Law
Avogadro's Hypothesis. Equal volumes of all gases contain equal numbers of molecules
under the same conditions of temperature and pressure.

Back flushing
The forceful flushing of system in which the flow is counter-current to the normal
operation flow path.

Biodegradable
That which is capable of being decomposed by living matter, especially bacteria.

BLEVE
Boiling Liquid Expanding Vapour Explosion. Associated with the mpture under fire
conditions of a pressure vessel containing liquefied gas.

Blind spots
Areas of the tank not reached by the tank washing machine water jets.

Blown oils
Oxidized oils; base oils; thickened oils; polymerized oils. Vegetable and animal oils which
have been heated and agitated a current of air oxygen. They are partially oxidized,
deodorized and polymerized by the treatment, and are increased in density, viscosity and
drying power. Important blown oils are castor, linseed, rape, whale and fish oils.

Boil-off
Vapour produced above the surface of a boiling liquid.

Boiling point
The temperature at which the vapour pressure of a liquid is equal to atmospheric
pressure. Boiling points, as quoted on the data sheets, are correct at a pressure of 760
mmHg, unless indicated to the contrary.

Boiling range
Some liquids which are mixtures, OR which contain impurities, boil over a range of
temperatures known as the boiling range. When this occurs, the range will be stated on
the relevant data sheet. The lower temperature is that at which the liquid starts to boil.

Bonding
The connecting together of metal parts to ensure electrical continuity.

Booster pump
A pump used to increase the discharge pressure from another pump (e.g. a main cargo
pump).

Bulk cargo
Cargo carried in cargo tanks and not shipped in drums, containers or packages.

Burning
Liquid petroleum does not burn, petroleum vapor burns. Danger increases according to
how quickly the product vaporizes. The lower the temperature at which a petroleum
evaporates, the more dangerous it is.

‘Butterfly’ valve type

Automatic valves are often of the ‘butterfly’ type; these are circular valves which turn on a
central spindle. When open the plate is parallel to the pipe direction and the oil flows past
it; when close the plate turns across the pipe, thus prevention the flow of oil.

Calorie
The amount of heat necessary to rise one gram of water one degree centigrade at
constant pressure of one standard atmosphere.

Canister-type breathing apparatus

A respirator consisting of mask and replaceable canister filter through which toxic air is
drawn by the breathing effort of the wearer and the toxic elements are absorbed. A filter
dedicated to the specific toxic contaminant gas must be used. May be referred to as
"cartridge" or "filter" respirator.

Cargo area
That part of the ship which contains the cargo-containment system, cargo pump and
compressor rooms, and includes the full beam deck area over the length of the ship
above the cargo containment. Where fitted, cofferdams, ballast or void spaces at the after
end of the aftermost hold space or the forward end of the forwardmost hold space are
excluded from the cargo area.

Cargo conditioning
The maintaintaining of the cargo quantity without undue loss, of the cargo tank pressure
within its n limits, and of the desired cargo temperature.

Cargo containment system

The arrangement for containment of cargo, including, where fitted, a primary and
secondary barrier, associated insulation, interbarrier spaces and structure required for the
support of elements.

Cargo handling
The loading, discharging and transferring of bulk liquid cargo.

Cascade reliquefaction cycle

A process whereby vapour boil-off from cargo tanks is condensed in a cargo condenser in
which the coolant is an evaporating refrigerant such as Freon 22. The evaporating
refrigerant then passed through a coventional seawater-cooled condenser.

Catalyst
A substance that starts a reaction or changes its speed without being itself chemically
changed. A catalyst which reduces the speed of a reaction is known as a negative
catalyst.

Catalytic agent
A substance which by its presence alters the velocity of a reaction and may be recovered
unaltered in nature at the end of the reaction.

Cathodic protection
The prevention of corrosion by electrochemical techniques. On tankers it may be applied
either externally to the hull or internally to the surfaces of tanks. At terminals, it is
frequently applied to steel piles and fender panels.

Caustic
Whenused alone, the term usually alludes to caustic soda, sodium hydroxide.

Cavitation
A process occurring within the impeller of a centrifugal pump when pressure at the inlet to
the limpeller falls below that of the vapour pressure of the liquid being pumped. Bubbles
of vapour which are formed collapse with considerable impulse force in the higher-
pressure regions of the impeller. Significant damage can occur to the impeller surfaces.

CEFIC
The European Council of Chemical Industries.

Centistoke
One one-hundredth of a stoke. A stoke is the kinematic unit of viscosity in poises divided
by the density of the fluid in grams per cubic centimeter, both measured at the same
temperature.

Certified gas-free
Certified gas-free means that a tank, compartment or container has been tested using an
approved testing instrument and proved to be sufficiently free, at the time of the test, of
toxic or explosive gases for a specified purpose, such as hot work, by an authorized
person (usually a chemist from shore) and that a certificate to this effect has been issued.
If an authorized person is not available, the test should be carried out by the Master or his
appointed deputy and the certificate will take the form of an entry in the tanker's logbook.

Certificate of Fitness (CoF)

A certificate issued by the Administration of a country confirming that the structure,
equipment, fittings, arrangements and materials used in the construction of a gas carrier
are in compliance with the relevant IMO Gas Codes. Such certification may be issued on
behalf of the Administration by approved Classification Societies.

Chemical absorption detector

An instrument used for the detection of gases or vapours working on the principle of a
reaction occuring between the gas being sampled and a chemical agent in the apparatus.

Chronic toxic effect

The cumulative effect on man of prolonged exposures to low concentrations or of int
exposures to higher concentrations of a toxic compound or toxic vapour.

Clean cargo
Any product carried in commerce hich by its physical or chemical characteristics would
not contaminate a following cargo and which can be easily removed by water flushing.

Cleaner (solvent-based)
A blend of surface-active agents, emulsifiers and dispersants in a solvent solution used to
remove soils from a surface.

Cleaner (water-based)
A blend of surface-active agents, emulsifiers and dispersants in a water solution to
remove soils from a surface.

Clingage
Oil remaining on the walls of a pipe or on the surfaces of tank interiors after the bulk of
has been removed.

Closed gauging system (closed ullaging)

A system whereby the contents of a tank can be measured by means of a device
penetrates the tank, but which is part of a closed system and keeps tank contents froi
released. Examples are the float-type systems, electronic probe, magnetic probe and
sight glass.

Coefficient of cubical expansion

The fractional increase in volume for a 1 °C rise in temperature. The increase is 5/9 of| a
1 °F rise.

Cofferdam
The isolating space between two adjacent steel bulkheads or decks. This space may I
space or ballast space.

Cold work
Work which cannot create a source of ignition.

Color shade equivalents

When carrying light distillate cargoes, knowing the approximate color shade equivalents is
a valuable guide to the degree of cleanless which must be attained before a light distillate
cargo may be loaded. The ideal cleaning of ship’s tanks and lines not cause any color
change, or at most, a very minor one in the subsequent cargo to be carried. There are a
few kind of color equivalents: T.A.G. ROBINSON, N.P.A. & A.S.T.M., SAYBOLT, etc.

Color sensitive cargoes

e.g. methanol, isopropyl alcohol, styrene monomer, fibre grade ethylene glycol etc.

Combination carrier
A ship is designed to carry either petroleum cargoes or dry bulk cargoes.

Combustible-gas detector (explosive meter)

An instrument used to detect combustible hydrocarbon gases, generally using filament of
a special metal to oxidize the gas catalytically and measure the gas COIK as a percentage
of its Lower Flammable Limit. No single instrument is suitab combustible vapours.

Combustible (also referred to as "flammable")

Capable of being ignited and of burning. For the purposes of these guidance notes,^
"combustible" and "flammable" are synonymous.

Combustible gas indicator

An instrument for measuring the comosition of hydrocarbon gas/air mixtures, usually
giving the result as a percentage of the lower flammable limit (LFL).

Compatibility
The ability of two or more compounds to exist in close and permanent association.

Compound
A substance in which two or more elements are chemically combined, as opposed to a
mixture in which elements or compounds are only mechanically intermingled.

Corrosion
The conversion of iron, steel and other alloys and metals into oxides due to theaction of
air and water or both. The minor components present in the air or water are important
factors in the rate of corrosion and the kind of corrosion products. A minor component
such as carbon dioxide in air and water can cause serious corrosion, but contaminants
intriduced by all types of air and water pollution usually accelerate corrosion. Salts, as in
seawater, are serious causes of corosion. Sulfur in fuel isalso an important source of
corrosion, so that removal treatments are common.

Corrosive liquids
Liquids which corrode normal constructional materials at an excessive rate. Usuall cause
serious damage to human tissue and to the eyes.

Critical temperature
The temperature above which a gas cannot be liquefied by pressure alone.

Critical pressure
The pressure of a saturated vapour at the critical temperature, i.e. the pressure) cause
liquefaction at that
The study of the behaviour of matter at very low temperatures.

Crossover valves
Athwartships tank lines joining the main line are known as crossover lines and the crossover
valves separate the main lines from each other as well as separating individuals tanks. Thus 2P
can be separated from 2C by a crossover valve. Briefly, master valve separate separates in a
fore-and-aft direction and crossovers in the athwartships direction.

Cryogenics
The study of the behaviour of matter at very low temperatures.

Cyanosis
A bluish discoloration of the skin, particularly about the face and extremities, which
usually occurs when the blood is not properly oxygenated by the lungs, and manifests
itself particularly in the area of the mouth and ears.
Crystalline
A material formed in such a manner that its structure is arranged in a regular, repeated
and interlocked pattern.

Dalton's Law of Partial Pressures

The pressure exerted by a mixture of gases is equal to the sum of the separate pressures
which each gas would exert if it alone occupied the whole volume.

Dangerous area
An area on a tanker which, for the purposes of the installation and use of electrical
equipment, is regarded as dangerous.

Dangerous cargo endorsement

Endorsement to a certificate of competency of a responsible officer for him to serve as
such on a dangerous cargo carrier (i.e. oil or chemical or gas carrier).

Deepwell pump
Atype of centrifugal cargo pump commonly found on gas carriers. The prime mover,
usually but not always an electric motor, is flange-mounted on top of the cargo tank and
drives, through a long transmission shaft, the pump assembly located in the bottom of the
tank. The discharge pipe surrounds the drive shaft and the bearings of the shaft are
cooled and lubricated by the liquid being pumped.

Degreaser
A solvent-based or an alkaline water-based cleaner especially effective on heavy
petroleum deposits.

Demulsifier
A chemical surface active agent which breaks an emulsion, forcing droplets of the
dispersed liquid or semi-solid to combine into larger drops which separate into a phase
distinct from the original mixture.

Density
The mass per unit volume of a substance at a standard temperature and pressure. In the
metric system, measured in grams per cubic centimeter, when it is equal to specific
gravity
Deposit
An accumulation of unwanted materials in a system.
Detergent
A synthetic cleansing agent resembling soap in its ability to emulsify oil and hold dirt, and
containing surfactants which do not precipitate in hard water.

Dewpoint
The temperature at which the water vapour present in a gas saturates the gas and begins
to condense.
Direct line system
The system is common on VLCCs (very large crude carriers) as it facilitates quick loading
and discharging, the cargo being natural unrefined oil. The shorter pipe lengths and the
fewer bends ensure that there is less loss of pressure due to pipeline friction during both
operations and when discharging the line to a pump provides better suction.
The system is a cheaper to construct than the ring main and require less maintenance.
Leaks are minimized as there are fewer washing time is also considerably shortened.
However, as there is no circular system lines can be often difficult to wash and simply has
to flush lines from the tanks with sea water.
Dirty cargo
Any product carried in commerce which by its physical or chemical characteristics would
contaminate a following cargo unless it is chemically cleaned.
Dispersing agent
Any materials added to a suspending medium to promote and maintain the separation of
the individual, externely fine particles of solids or liquids which are usually of collodial
size.
Drop valves
Each of the main tank pipelines has a counter part on deck and loading lines which lead
vertically from the deck lines to the tank lines are as known as drop lines. Each main line
has one or two drop lines and drop valves control the flow of oil in those lines.
Drops
During tank cleaning with a portable tank cleaning-type machine, the cleaning cycles are
commenced at the top of the tank and periodically moved down in stages or «drops» at
regular intervals of tank depth.
Drying-type oils
Organic liquids which tend to dry to hard solid upon exposure to air in a relatively short
time. Equipment containing these products should be cleaned immediately after
discharge.

Dry chemical powder

Aflame-inhibiting powder used in fire fighting.

Drying-type oils
Organic liquids which tend to dry to a hard solid upon exposure to air in a relatively short
time. Equipment containing these products should be cleaned immediately after
discharge.

Earthing (also referred to as ‘grounding’)

The electrical connection of equipment to the main body of the earth to ensure that it is at
earth potential. On board ship the connection is made to the main metallic structure of the
ship, which is at earth potential because of the conductivity of the sea.

Emulsifier
A chemical surface active agent which produces a dispersion of one liquid or semi-solid
in another in extremely small droplet size and renders the resultant mixture stable for
relatively long periods of time.

Emulsion
A substantially permanent mixture of two or more liquids which do not normally dissokve
in each other but which are held in suspension, one in the other. The suspension is
usually stabilized by small amounts of additional substances knowns an emulsiiers.
These modify the surface tension of the droplets to keep them from coalescing. Typical
emulsions are milk, mayonnaise and such pharmaceutical preparations as cod-liver oil
emulsion. Typical emulsifiers are egg yolk, casein and certain other proteins; soap; and
surface active agents such as the quaternary ammonium compounds, sulfonated oils,
and polyhydric alcohol esters and ethers.
Specific kinds of soaps include those from tallow, grease, fish oil and resin acids.

Endothermic
Referring to a process which is accompanied by absorption of heat.

Entry permit
Adocument issued by a responsible person permitting entry to a space or compartment
during
aspedfictime interval.

Epoxy resins
Thermosetting resins based on the reactivity of the epoxide group.
The reactive epoxies can form a tight cross-linked polymer network, and are
characterized by toughness, good adhesion, corrosion and chemical resistance, and
good dielectric properties. Since their curing is by condensation, no extraneous or volatile
product has to be taken care of, so that large castings can be made without bubbles or
voids.

Explosimeter
See "Combustible-gas indicator", but sometimes giving the result as a percentage of the
lower explosive limit (LEL) or ppm.

Explosion-proof (‘flame-proof’)
Electrical equipment is defined and certified as explosion-proof (flame-proof) when it is
enclosed in a case which is capable of withstanding the explosion within it of a
hydrocarbon gas/air mixture or other specified flammable gas mixture. It must also
prevent the ignition of such a mixture outside the case either by spark or flame from the
internal explosion or as a result of the temperature rise of the case following the internal
explosion. The equipment must operate at such an external temperature that a
surrounding flammable atmosphere will not be ignited thereby.

Explosive range
See “Flammable range”

Exothermic
Referring to a process which is accompanied by evolution of heat.

Explosive limit/range
See "Flammable range".

Evaporation
The change of a liquid into a vapor, not necessarily by boiling. Usually such vapors are
called gases.
Fat
A natural organic compopund which solidifies at or below 20 oC, but otherwise similar to
natural oils.

Filling density (for liquefied gases)

The "filling density" is defined as the percent ratio of the weight of the liquid gas in a tank
to the weight of water the tank will hold at 15.56 °C (60 °F).

Filling ratio (for liquids)

That volume of a tank, expressed as a percentage of the total volume, which can be
safely filled, having regard to the possible expansion of liquid.

Fire point
The temperature at which a liquid continues to burn when ignited. This is always higher
than flash point (20-25oC depend of kind of petroleum products).

Flame arrester
A permeable matrix of metal, ceramic or other heat-resisting materials which can cool a
deflagration flame and any following combustion products below the temperature required
for the ignition of the unreacted flammable gas on the other side of the arrester.

Flame-proof
See "Explosion-proof".

Flame screen
A portable or fitted device incorporating one or more corrosion-resistant wire-woven
fabrics of very small mesh used for preventing sparks from entering a tank or vent
opening or, fora short time, preventing the passage of flame. (Not to be confused with a
flame arrester, see Instructor Manual section 1.4)

Flammable (also referred to as ‘combustible’)

Capable of being ignited and of burning. For the purposes of these guidance notes, the
terms "flammable" and "combustible" are synonymous.

Flammable limits
It is possible to have a mixture containing so much or so little petroleum vapor that it
cannot ignite. Mixtures which have reached these respectively have reached their Upper
Flammable Limit (UFL) or Lower Flammable Limit (LFL). (Also known as the Upper or
Lower Explosion Limit: UEL or LEL)

Flammable range (also referred to as ‘explosive range’)

The range of hydrocarbon gas concentrations in air between the lower and upper
flamrnable (explosive) limits. (UFL-LFL). Mixtures within this range are capable of being
ignited and of burning.

Flashlight (also referred to as ‘torch’)

A battery-operated hand lamp. An approved flashlight is one which is approved by a
competent authority for use in a flammable atmosphere.

Flashpoint
The lowest temperature at which a liquid gives off sufficient gas to form a flammable
gas mixture near the surface of the liquid. It is measured in the laboratory in standard
apparatus using a prescribed procedure.
Fluid
Any substance in liquid form

Flushing
Washing a surface with a forceful flow of a liquid, usually water, to remove loosened
material or residual cleaning solutions in precleaning or after cleaning operations.

Foam (also referred to as ‘froth’)

An aerated solution which is used for fire prevention and fire fighting.

Foam concentrate (also referred to as ‘foam compound’)

The full-strength liquid that is received from the supplier, which is diluted and processed
to produce foam.

Foam solution
The mixture produced by diluting foam concentrate with water before processing to make
foam.
Free fall
The unrestricted fall of liquid into a
tank.
Free flow system
On some VLCCs the main pipeline is not used for discharging. Gate valves are constructed in
the tank bulkheads, and when these are opened the stern trim causes the oil to flow the
aftermost tanks where direct lines to the cargo pumps are located. This is a very fast
methodmof discharging and the tanks are also efficiently drained as the large bulkhead sluice
valves permit the oil residue to readily flow aft.

Freezing point (melting point)

The temperatures at which the liquid stale of a substance is in equilibrium with the solid
state, i.e. at a higher temperature the solid will melt and at a lower temperature the liquid
will solidify. Freezing point and melting point may not always coincide, but they are
sufficiently close to enable the difference between them to be ignored for the purpose of
this Guide. (See "Supercooling")

Froth
See "Foam".

Gas
This term is used to cover all vapour or vapour/air mixtures.

Gas absorption detector

An instrument used for the detection of gases or vapours which works on the principle of
discolouring a chemical agent in the apparatus

Gas Codes
The Codes for the Construction and Equipment of ships carrying liquefied gases in bulk,
prepared and published by the International Maritime Organization.

Gas-dangerous space or zone

A space or zone within the cargo area which is not arranged or equipped in an approved
manner to ensure its atmosphere is at all times maintained in a gas-safe condition, or an
enclosed space outside the cargo area through which any piping passes which may
contain liquid or gaseous products unless approved arrangements are installed to prevent
any escape of product vapour into the atmosphere of that space.

Gas-free
A tank, compartment or container is gas-free when sufficient fresh air has been
introduced into itto lower the level of any flammable, toxic, or inert gas to that required
fora specific purpose, e.g. hot work, entry, etc.

Gas-free certificate
Acertificate issued by an authorized responsible person confirming that, at the time of
testing a lank, compartment or container, it was gas-free for a specific purpose.

Gas-freeing
The process of eliminating a hazardous or expolosive atmosphere from an enclosed area
by ventilation, washing, or chemical cleaning.
Gas-safe
A space not designated as a gas-dangerous space.
Gate cargo valve
Many manual valves are of the ‘gate’ type (sometimes known as ‘sluce valve’); a threaded
spindle when turned, vertically moves a steel plate which is fitted in groves in the pipeline,
thus opening or closing the valve.

Gauze screen (sometimes called "flame screen")

A portable or fitted device incorporating one or more corrosion-resistant wire-woven
fabrics of very small mesh used for preventing sparks from entering an open deck hole, or
FORA SHORT PERIOD OF TIME preventing the passage of flame, yet permitting the
passage of gas.

Grounding
See "Earthing".

Halon
A halogenated hydrocarbon previously used in fire fighting which inhibited flame
propagation.

Hard arm
An articulated pipework arm used in terminals to connect shore pipework to ship manifold.

Harmful
A general descriptive term for injurious effects on health that may be caused by
chemicals.

Hazardous area
A hazardous area is one in which vapour may be present continuously or intermittently in
sufficient concentrations to create a flammable atmosphere or an atmosphere which is
dangerous for personnel.
Hazardous zone
See "Hazardous area".

Health hazard
A general descriptive term for the danger to the health of personnel presented by soire
chemicals.

Heat
There are three commonly used units of heat, namely the kilojoule (kJ), kilocalorie (kcal)
and the British Thermal Unit (BTU).
The preffered SI unit is the kilojoule. It is the amount of heat, measured in Joules,
required to raise the temperature of 1 kilogram of water by 1 oC.

Heat of fusion
Quantity of heat required to effect a change of state of a substance from solid to liquid
withoit change of temperature. (Latent heat of fusion).

Heat of vaporization
Quantity of heat required to effect a change of state of a substance from liquid to vapoi.'
without change of temperature. (Latent heat of vaporization).

Hidden areas
Surfaces which are concealed from the direct flow of a cleaning solution and as such do
not receive the forceful cleaning effect desired. These areas often have to be spot
cleaned.

Hold space
The space enclosed by the ship's structure in which a cargo containment system is
situated,

Hot work
Work involving sources of ignition or temperature sufficiently high to cause the ignition of
a flammable gas mixture. This includes any work requiring the use of welding, burning or
soldering equipment, blow torches, some power-driven tools, portable electrical
equipment which is not intrinsically safe or contained within an approved explosion-proof
housing, sand-blasting equipment, or internal-combustion engines.

Hot-work permit
A document issued by a responsible person permitting specific hot work to be done
during a specific time interval in a defined area.

Humidity-absolute
Mass of water vapour present in unit volume of the atmosphere, usually measured as
grams per cubic meter. It may also be expressed in terms of the actual pressure of the
water vapour present.

Hydrate
White, snow-like, crystalline substance formed at certain pressures and temperatures by
hydrocarbons containing water.

Hydrate inhibitors
An additive to certain liquefied gases that is capable of depressing the temperature at
which
hydrates begin to form. Typical depressants are methanol, ethanol, isopropyi alcohol, etc.

Hydrocarbon gas
A gas composed entirely of hydrocarbons.

Hydrolysis
The decomposition of a compound by the agency of water (H-OH) into two parts, one part
then combining with hydrogen (H) from the water and the other part with the hydroxyl
(OH).

Hydrocarbon gas
A gas composed entirely of by hydrocarbons. Hydrocarbons are an organic compounds
consisting of Hydrogen and Carbon.

Hygroscopic tendency
The tendency of a substance to absorb moisture from the air.
IACS
International Association of Classification Societies.
IAPH
International Association of Ports and
Harbours.
ICS
International Chamber of
Shipping.
IEC
International Electrotechnical Commission.
Ignition temperature
The lowest temperature at which
combustion (with fire) can occur
spontaneously without any heat supply from
outside.

IMO
International Maritime Organization, the United Nations specialized agency dealing with
maritime affairs.

Incendive spark
A spark of sufficient temperature and energy to ignite a flammable vapour.

Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been
reduced to 8% or less by volume by addition of inert gas.
Interface detector
An electrical instrument for detecting the boundary between oil and water.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support
the
combustion of hydrocarbons.

Inert gas distribution system

All piping, valves and associated fittings to distribute inert gas from the gas plant to cargo
tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or
vacuum.

Inert gas plant

All equipment specially fitted to supply, cool, clean, pressurize, monitor and control
delivery of
inert gas to cargo tank systems.

Inert gas system (IGS)

An inert gas plant and inert gas distribution system together with means for preventing
bacK-flow of cargo gases to the machinery spaces, fixed and portable measuring
instruments and control devices.

Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.

Ingestion
The act of introducing a substance into the body via the digestive system.

Inhibited chemical
A chemical to which an inhibitor or additive has been added.

Inhibitor
A substance used to prevent any chemical reaction.

Insulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent
electrical continuity between pipelines, hose strings or loading arms.

Interbarrier space
The space between a primary and a secondary barrier of a cargo containment system,
whether or not completely or partially occupied by insulation or other material.

Interface detector
An electrical instrument for detecting the boundary between oil and water.

INTERTANKO
International Association of Independent Tanker Owners.

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

Irritating liquid
A liquid which, on direct contact with the eyes or skin, will cause, injury, burns or severe
irritation.

Irritating vapour
A vapour which will cause irritation of the eyes, nose, throat and respiratory tract. Such
vapours generally are immediately evident.

ISGOTT
International Safety Guide for Oil Tankers and Terminals. Published jointly by ICS,
OCIMF andlAPH.

Isothermal
When a gas passes through a series of pressure and/or volume variations without change
of temperature, the changes are called "isothermal".

Latent heat
The heat required to cause a change in phase of a substance from solid to liquid (latent
heat of fusion) or from liquid to vapour (latent heat of vaporization). These phase changes
for single-component systems occur without change of temperature at the melting point
and the boiling point respectively.

Liquefied gas
A liquid which has a saturated vapour pressure exceeding 2.8 bar absolute at 37.8 °C and
certain other substances specified in the IMO Codes.

LNG
Liquefied Natural Gas, the principal constituent of which is methane.

Load-On-Top (LOT)
This term refers to the process of demulsifying and settling a cleaning slop to separate
the oil and water phases. After separation, the oil-free water phase is discharged
overboard and the oil phase is saved and combined with the new cargo of oil.

Loading overall
The loading of cargo or ballast "over the top" through an open-ended pipe or by means of
an open-ended hose entering a tank through a hatch or other deck opening, resulting in
the free fall of liquid.

Lower flammable limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient
hydrocarbon to support and propagate combustion. Sometimes referred to as "lower
explosive limit (LEL)".
LPG
Liquefied Petroleum Gas. Mainly propane and butane, and can be shipped separately or
as amixture.
MAC value
Maximum allowable concentration. Expressed in ppm (parts per million). This is a
concentration of a certain substance in the air, which is the maximum allowable exposure
for working for a normal person without danger.

Machine cycle
The time taken for the complete planetary movement through a 360 o arc of the cleaning
machine.
Main deck
The steel deck forming the uppermost continuous watertight deck.
Manifold valves
Valves in a tanker's piping system immediately adjacent to the ship/shore connecting
flanges.
MARVS
Maximum Allowable Relief Valve Setting of a cargo tank.
Mechanical hoists
Air driven winches attached to shear legs that can be
situated over tank cleaning holes or tank lids to lift out the
buckets of sludge from tank bottoms.
Master valves
An each place where a fore-and-aft pipeline passes
through a tank bulkhead a valve is fitted in the line. This
is known as a master valve and separates tanks served
by the same fore=and-aft line.
Mixture
A heterogeneous combination of elements and/or
compounds in unfixed proportion.

mmHg
The abbreviation for "millimetres of mercury" used as units of pressure.

Molar volume
The volume occupied by one molecular mass in grams (g mole) under specific
conditions. For an ideal gas at standard temperature and pressure it is 0.0224 m 3

Mole
The mass that is numerically equal to the molecular mass. It is most frequently expressed
as the gram molecular mass (g mole) but may also be expressed in other mass units, i.e.
kg mole. A! the same pressure and temperature the volume of one mole is the same for
all perfect gases. It is practical to assume that petroleum gases are "perfect" gases.
Mole fraction
 The number of moles of any component in a mixture divided by the total number of
moles in
the mixture

Mooring winch brake design capacity

The percentage of the breaking strength (when new) of the mooring rope, or of the wire it
carries, at which the winch brake is designed to yield. May be expressed as a percentage
or in tonnes.

Mooring winch design heaving capacity

The power of a mooring winch to heave in or put a load on its mooring rope or wire.
Usually expressed in tonnes.

Mucking
The physical removal of loose debris or deposits after primary cleaning operations.

Mucous membranes
Those surfaces lined with secretion; for example, the inside of the nose, throat, windpipe,
lungs and eyes.

Naked lights
Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials, any
other unconfined sources of ignition, electrical and other equipment liable to cause
sparking while in use, and unprotected light bulbs.

Naphtha
A general name for mixtures of certain aromatic hydrocarbons.

Narcosis
A condition of profound insensibility, resembling sleep, in which the unconscious person
cai only be roused with great difficulty but is not entirely indifferent to sensory stimuli.

Narcotics
Substances which produce narcosis.

Neat
Full strength application of a cleaner.

Neutralization
The chemical process in which a solution is brought to 7 pH by the addition of a
counteracting solution.

NGL
Natural Gas Liquids. Liquid fractions found in association with natural gas. Ethane,
propane, butane, pentane and pentanes plus
typical NGLs.

Non-drying oils
Organic liquids which remain fluid on exposure to air.

Non-ferrous metal
A metal or alloy which has no iron content.

Non-volatile petroleum
Petroleum having a flashpoint of 60 °C (140 °F) or above as determined by the closed-
cup method of test.

NTP
Normal temperature and pressure – a temperature of 0 oC and a pressure of 760 mm Hg
(sometimes called STP), standard temperature and pressure.

OBO, OIL/ORE
See "Combination carrier".

OCIMF
Oil Companies International Marine Forum.

Odoriser
Stenching compound added to liquefied petroleum gas to provide a distinctive smell. Eiry
mercaptan is commonly used for this purpose.

Odour threshold
The smallest concentration of gas or vapour, expressed in parts per million (ppm) by
volume in air, that most people can detect by smell.
Once-through cleaning
Cleaning surface with a chemical solution in which there is no recirculation or reuse of the
solvents.

Open gauging
A system which does nothing to minimize or prevent the escape of vapour from tanks
when the contents are being measured.

Oral administration
The introduction of a substance into the body via the mouth.

Oxidation
A chemical reaction that increases the oxygen content of a substance or compound.

Oxide
A chemical compound produced by the reaction of oxygen with metal; example: Iron
Oxide.

Oxidizing agent
An element or compound that is capable of adding oxygen or removing hydrogen; or one
that is capable of removing one or more electrons from an atom or group of atoms.

Oxygen analyser/meter
An instrument for determining the percentage of oxygen in a sample of the atmosphere
drawn from a tank, pipe or compartment.

Oxygen-deficient atmosphere
An atmosphere containing less than 21% oxygen by volume.
Packaged cargo
Petroleum or other cargo in drums, packages or other containers.

Padding
Filling and maintaining the cargo tank and associated piping system with an inert gas,
other gas or vapour, or liquid, which separates the cargo from air.

Partial pressure
The pressure exerted by a constituent in a gaseous vapour mixture as if the other
constituents were not present. Generally this pressure cannot be measured directly but is
obtained by analysis of the gas or vapour and calculation by use of Dalton's Law.

Passivation
A process of treating a freshly cleaned metal surface to form a protective film or molecular
layer which inhibits the rapid rerusting of the surfaces. For stainless steel tanks a layer of
chromium oxide is formed by treating the surface with a dilute solution of nitric acid.

Percentage by volume
A method of determining a solution’s strength with respect to the most important
constituent. Example: 5% (by volume) acid solution is 5 parts concentrated liquid acid
with 95 parts water, giving 100 parts solution.

Percentage by weight
A method of determining a strenghth of a mixture with respect to the weight of the most
important constituent. Example: 5% (by weight) SAF-ACID descaling compound solution
is 5 parts by weight dry acid with 95 parts by weight water giving 100 parts solution.

Peroxide
A compound that is formed by the chemical combination of cargo liquid or vapour with
atmospheric oxygen or oxygen from another source. These compounds may in some
cases be highly reactive or unstable and constitute a potential hazard.

Petrol
Hydrocarbon fuel as used for ignition-type internal combustion engines. In the U.S.A. this
is called gasoline or gas.

Petroleum
Crude oil and liquid hydrocarbon products derived from it.

Petroleum gas
A gas evolved from petroleum. The main constituents of petroleum gases are
hydrocarbons, but they may also contain other substances, such as hydrogen sulphide or
lead alkyls, as minor constituents.

pH
This can be used as an arbitrary indication of the acidity of a solution. Its practical range
isOto 14. pH 7 represents absolute neutrality. A value of 1 represents high acidity (e.g.
dilute hydrochloric acid) and 13 represents high alkalinity (e.g. a caustic soda solution).

Poison
A very toxic substance which, when absorbed into the human body by ingestion, skin
absorption, or inhalation, produces a serious or fatal effect. Notwithstanding the above,
corrosive liquids, such as acids (which, due solely to their corrosive nature, can be fatal if
ingested), should not be classed as poisons.
Poly
A prefix, meaning
"many".

Polymerization
The phenomenon whereby the molecules of a particular compound can be made to link
together into a larger unit containing anything from two to thousands of molecules, the
new unit
being called a polymer. A compound may thereby change from a free-flowing liquid to a
viscous one or even to a solid. A great deal of heat may be evolved when this occurs.
Polymerization may occur automatically with no outside influence, or it may occur if the
compound is heated, or if a catalyst or impurity is added. Polymerization may, under
some circumstances, be dangerous.

Pour point
The lowest temperature at which a petroleum oil will remain fluid.

Precipitate
An insoluble substance which may be formed in a solution as the result of chemical
reaction. The precipitate normally settles on the bottom.

Precirculation cleaning
Cleaning a system with chemical solution which is returned repeatedly to the area to be
treated until the job is completed or the strenghth of the solution is depleted.

Precleaning
The preparation of a surface for a cleaning operation by the removal of loose debris or
soils by flushing or mechanical means.

Pressure
Pressure is defined as force per unit area. There are many units in common use; the
prefered SI unit is newtons per square metre, though this is rarely used on ships.
Pressure measuring devices normally read pressures above or below atmospheric (i.e.
atmospheric pressure is the chosen zero for that system of units). This pressure is called
a gauge pressure.
The absolute pressure is the sum of gauge pressure and atmospheric. Absolute
pressures are used in most thermodynamic tables, charts and calculations.

Pressure/vacuum valve (sometimes referred to as P/V valve, breather valve)

A dual-purpose valve commonly incorporated in the cargo tank venting system of tankers,
the operation of which, when appropriately set, automatically prevents excessive pressure
or vacuum in the tank or tanks concerned. On a tanker, such a valve may be either
manually jacked open or by-passed when the vent system must handle large gas flows
during loading or gas-freeing.

Pressure surge
A sudden increase in the pressure of the liquid in a pipeline, brought about by an abrupt
change in flow velocity.

Pressure/vacuum relief valve (P/V valve)

A device which provides for the flow of the small volumes of vapour, air or inert gas
mixture caused by thermal variations in a cargo tanks.

Pyrophoric iron sulphide

Iron sulphide that is capable of a rapid exothermic oxidation, with incandescence, when
exposed to air which is capable of igniting flammable hydrocarbon gas/air mixtures.

Primary barrier
The inner structure designed to contain the cargo when the cargo containment system
includes a secondary barrier which will contain the cargo for a time should the primary
barrier fail.

Purging
The introduction of nitrogen or suitable inert gas or suitable cargo vapour to displace ar
existing atmosphere from a containment system.
The introduction of inert gas into a tank that is already in the inert condition, with the
object of:
(1) further reducing the existing content; or
(2) reducing the existing hydrocarbon gas content to a level below which combustion
cannot be supported if air is subsequently introduced into the tank.

Pyrophoric iron sulphide

Iron sulphide of a rapid exothermic oxidation with incandescence when exposed to air
which is capable of igniting flammable hydrocarbon gas/air mixture.

Reducing agent
An element or compound that is capable of removing oxygen, or adding hydrogen, or one
that is capable of giving electrons to an atom or group of atoms.

Reid vapour pressure (RVP)

The vapour pressure of a liquid determined in a standard manner in the Reid apparatus
ata temperature of 100 °F (37.8 °C) and with a ratio of gas to liquid volume of 4:1.

Relative liquid density

The mass of a liquid at a given temperature compared with the mass of an equal volume
of fresh water at the same temperature or at a different given temperature (see 8.3.2),

Relative vapour density

The mass of a vapour compared with the mass of an equal volume of air, both at
standard conditions of temperature and pressure.

Respiratory tract
The air passages from nose to lungs inclusive.

Responsible officer (R.O. or RO) (or person)

A person appointed by the employer or the master of the ship and empowered to take all
decisions relating to his specific task, having the necessary knowledge and experience for
that purpose.
Responsible terminal representative, or Terminal representative
The shore supervisor in charge of all operators and operations at the terminal associated
with the handling of products, or his responsible delegate.

Restricted gauging system (also known as "restricted ullage system")

A system employing a device which penetrates the tank and which, when in use, permits
a small quantity of cargo vapour or liquid to be exposed to the atmosphere. When not in
use, the device is completely closed. The design should ensure that no dangerous
escape of tank contents (liquid or spray) can take place in opening the device.

Resuscitator
Equipment to assist or restore the breathing of a man overcome by gas or lack of oxygen.

Ring main systems

A pipeline system that makes a complete circuit in a ring formation passing through the
wing tanks of the vessle crossover lines through the center tanks to the other side if the
main. On vessels with midship’s pumprooms one ring main serves the the fore tanks, and
other the after tanks. On ships with an aft pumproom several layouts are common.

RO

See “Responsible officer”

Rock and roll cleaning

The process of cleaning a shipboard tank ith a chemical solution with the only agitation
being that of the ship'’ motion in transit.

Rollover
The phenomenon where the stability of two stratified layers of liquid is disturbed by a
change in their relative density resulting in a spontaneous rapid mixing of the layers,
accompanied, in the case of liquefied gases, by an increased evolution of vapour.

Rust
The product of a chemical reaction involving iron, water and oxygen (air).

Sacrificial anode
The preferential corrosion of an active metal for the sake of protecting a more noble (less
reactive) metal. For example, a zinc anode immersed in an electrolyte (seawater) will, by
galvanic action, preferentially corrode and thereby protect the adjacent steelwork of a
ship's

Safety relief valve

Avalve fitted on a pressure vessel to relieve over-pressure.

Saturated vapour pressure

The pressure at which a vapour is in equilibrium with its liquid at a specified temperature.

Secondary barrier
The liquid-resisting outer element of a cargo containment system designed to afford
temporary containment of a leakage of liquid cargo through the primary barrier and to
prevent the lowering of the temperature of the ship's structure to an unsafe level.
Scale
Deposit or incrustation which may form on metal as a result of electrolytic or chemical
action.

Self-reaction
The tendency of a chemical to react with itself, usually resulting in polymerization or
decomposition. Self-reaction may be promoted by contamination with small amounts of
other materials.

Self-stowing mooring winch

A mooring winch fitted with a drum on which a wire or rope is made fast and automatically
stowed.

Shore Authority
The body responsible for the operation of a shore installation or shore equipment
associated with the handling of chemical cargoes.

SI (Systeme international) units

An internationally accepted coherent system of units, modelled on the metric system,
consisting of base units of length (metre), mass (kilogram), time (second), electric current
(ampere), thermodynamic temperature (kelvin), luminous intensity (candela) and amount
of substance (mole).

SIGTTO
Society of International Gas Tanker and Terminal Operators Limited.

Slip tube
A device used to determine the liquid-vapour interface during the ullaging of semi-
pressurized and fully pressurized tanks. See "Restricted gauging".

Slops
Spent cleaning solutions and soils.

Sloshing
A point to be noted in respect of tank filling levels is that, large prismatic cargo tanks, due
to their width and shape, may suffer from substantial sloshing of cargo in heavy rolling
conditions. Such tanks, and particularly membrane-type tankswhich have no centre line
wash bulkheads, may have prohibited filling levels in order to avoid damage to tank
structures or internal fittings. Typical controls on such tanks are a prohibition on all filling
levels in the 10 to 80 per cent range.
If an unusual cargo distribution is required and if this involves cargo tanks only being part-
filled, then it is usual for the shipmaster to seek further guidance from shipowners. In such
cases it is sometimes necessary for the owner to seek confirmation from the ship’s
classification society before loading can start.

Sludge
A mixture of amorphous and/or loose ‘scale-like’ particles which is carried by fluid flow
and accumulates at one or more points in a system due to lack of sufficient flow velocity.

SOLAS
International Convention for the Safely of Life at Sea, 1974.
Solubility
The solubility of a substance in water, at a specified temperature, is the maximum weight
of substance which will dissolve in a given weight of water, in the presence of undissolved
substance. The value is usually expressed as the number of grams of substance
dissolving in 100 grams of water. In the case of liquid dissolving in liquid, the term
"miscibility" is often used instead of "solubility". Ethanol dissolves in water at ordinary
temperatures in all proportions, and is said to be completely miscible. A hydrocarbon and
water, on the other hand, are immiscible. Aniline and water are partially miscible.

Soluble oils
These oils are known as emulsifying oils, since they are normally bright, clear oils which,
when mixed with water, produce milky emulsions. In some soluble oils the emulsion is so
fine that instead of milky solutions in water, amber colored transparent solutions are
formed. Typical examples are sodium and potassium petroleum sulfonates.

Solvent
A fluid chemical which dissolves or solubilizes another material.

Sour crude oil

A crude oil containing appreciable amounts of hydrogen sulphide or mercaptans.

Span gas
A vapour sample of known composition and concentration that is used to calibrate gas-
detection equipment.

Specific gravity (Sp. Gr.)

The ratio of the weight of a substance at a temperature t 1, to the weight of an equal

volume of fresh water at a temperature t2, where t1 does not necessarily equal t2.
Temperature will affect volume; therefore the temperature at which the comparison was
made is stated on each data sheet, after the ratio.
e.g., S.G.== 0.982 at 20 °C/15 °C.
"20 °C" referring to the temperature of the substance and "15 °C" referring to the
temperature of the water.

Specific heat
The ratio of the thermal capacity of a substance to that of water. For a gas, the specific
heatal constant pressure is greater than that at constant volume.

Spontaneous combustion
Ignition of a combustible material is termed "spontaneous" if the inherent characteristics
of the material cause a heat-producing (exothermic) chemical action, and thus ignition,
without exposure to external fire, spark or abnormal heat.

Spot cleaning
The secondary cleaning of specific soiled areas with the neat application of a solvent
followed by water flushing and/or wiping to produce a deposit-free surface.

Spur main
A system of pipelines, usually 3 or 4 in number, that run from the after pump room straight
up through the center tanks and supply block tanks only/

Staging
Temporary scaffolding erected in a tank to facilitate a cleaning job for a work crew.

Stainless steel
An alloy of iron with 12-20% chromium, and sometimes nickel, which reacts with oxygen
in the air to form a cromium oxide, rendering the steel resistant to corrosion by many
substances. Such stainless steel is called passivated.

Static accumulator oil

An oil with an electrical conductivity less than 100 picosiemens/metre (pS/m), so that it is
capable of retaining a significant electrostatic charge.

Static electricity
The electricity produced on dissimilar materials through physical contact and separation.

Static non-accumulator oil

An oil with an electrical conductivity greater than 100 picosiemens/metre (pS/m), which
renders ii incapable of retaining a significant electrostatic charge.

Stern discharge line

Acargo pipeline over the deck to a point terminating at or near the stern of the tanker.

Stripping
The final operation in pumping bulk liquid from a tank or pipeline.

Stripping lines
All cargo main systems have stripping lines, separate from the cargo lines, incorporated
into the systems. These are small diameter pipelines, connected to low-capacity pumps,
which are used for draining or stripping out the last few centimeters of oil in the tanks. The
oil stripped out is pumped to an aft cargo tank, known as the slop tanks, and from there it
is pumped ashore by a main cargo pump. The stripping lines and pumps are also used in
tank washing operations.

Sublimation
The conversion of a solid direct into a vapour without melting, e.g. naphthalene. The
significance of sublimation is that there may be sufficient vapour above the solid for
combustion. In such a case the flashpoint may be lower than the freezing point.

Submerged pump
A type of centrifugal cargo pump commonly installed on gas carriers and in terminals in
the bottom of a cargo tank, i.e. with drive motor, impeller and bearings totally submerged
when the tank contains bulk liquid.

Supercooling
This takes place if a liquid drops in temperature below its freezing point without freezing.

Surge pressure
A phenomenon generated in a pipeline system when there is any change in the rate of
flow of liquid in the line. Surge pressures can be dangerously high if the change of flow
rate is too rapid, and the resultant shock waves can damage pumping equipment and
cause rupture of pipelines and associated equipment.

Systemic toxic effect

The effect of a substance or its vapour on those parts of the human body with which it is
not in contact. This presupposes that absorption has taken place. It is possible for
chemicals to be absorbed through skin, lungs or stomach, producing later manifestations
which are not a result
of the original direct contact.

Tank valves
Close to each bellmouth is located a valve which controls the flow of oil into and out of the
tank. These valves are operated either manually from the deck above or automatically the
cargo control room. Manual valves are operated by turning a wheel on a deck stand.
Automatic valves are activated by an hydraulic oil pipeline system similar to that which
operates the steering gears.

Tank vent system

The piping system and associated valves, installed to prevent over-pressure and
excessive vacuum in cargo tanks.

Tanker
A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier
when
being used for this purpose.

Tension winch (automated or self-tensioning mooring system)

A mooring winch fitted with a device which may be set to automatically maintain the
tension on a mooring line.

Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging
petroleum cargo.

Terminal Representative
The person designated by the terminal to take responsibility for an operation or duty.

Threshold limit value (TLV)

Concentration of gases in air to which it is believed personnel may be exposed 8 hours
per day or 40 hours per week throughout their working life without adverse effects. The
basic TLV is a Time-Weighted Average (TWA) and may be supplemented by a TLV-STEL
(Short-Term Exposure Limit) or TLV-C (Ceiling exposure limit, which should not be
exceeded even instantaneously).

Topping off
The operation of completing the loading of a tank to a required ullage.

Topping up
The introduction of inert gas into a tank which is already in the inert condition, with the
object of raising the tank pressure to prevent any ingress of air.

Torch
See "Flashlight".
Toxic
Poisonous to human life.

Toxic liquid
A liquid which, if ingested or absorbed through the skin, causes bodily harm that maybe
severe.

Toxic vapour
A vapour which, if inhaled, causes bodily harm that may be severe.

True vapour pressure (TVP)

The true vapour pressure of a liquid is the absolute pressure exerted by the gas produced
by evaporation from a liquid when gas and liquid are in equilibrium at the prevailing
temperature and the gas/liquid ratio is effectively zero.

Ullage
The depth of the space above the liquid in a tank.

Upper flammable limit (UFL)

The concentration of a hydrocarbon gas in air above which there is insufficient air to
support and propagate combustion. Sometimes referred to as "upper explosive limit
(UEL)".

Vapour
A gas below its critical temperature.

Vapour density
The relative weight of the vapour compared with the weight of an equal volume of air at
standard conditions of temperature and pressure. Thus vapour density of 2. 9 means that
the vapour is 2, 9 times heavier than an equal volume of air, under the same physical
conditions.

Vapour pressure
The pressure exerted by the vapour above the liquid, at a given temperature it is
expressed as
absolute pressure.

Vapour seal system

Special fitted equipment which enables the measuring and sampling of cargoes contained
in inerted tanks without reducing the inert gas pressure.

Ventilation
The provision of adequate air flow into or out of confined space containing equipment
being cleaned.

Venting
The process of air/vapour release to and from cargo tanks.

Viscosity
The property of a liquid which determines its resistance to flow.

Void space
An enclosed space in the cargo area that is external to a cargo containment system and
which is not a hold space, ballast space, fuel or oil tank, cargo pump or compressor room
or any space in normal use by personnel.

Volatile liquid
A liquid which evaporates readily at ambient temperatures.

Volatile organic compounds (VOC)

Any volatile compound of carbon which participates in atmospheric photochemical
reactions. For regulatory purpose this may exclude carbon dioxide, carbon monoxide,
carbonic acid, metallic carbides or carbonates, and ammonia carbonate, depending on
regulatory body.

Volatile petroleum
Petroleum having a flashpoint below 60 °C (140 °F), as determined by the closed-cup
method
of testing.
Volatility
The tendency for a liquid to vaporize.
VSM
Vessel Specific Manual

Water fog
A suspension in the atmosphere of very fine droplets of water, usually delivered at a high
pressure through a fog nozzle for use in fire fighting.

Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery through a
special nozzle for use in fire fighting.

Waxy cargo
Any petroleum product containing a significant quantity of paraffin as one of its
constituents.

Work permit
A document issued by a responsible person permitting specific work to be done during a
specified period in a defined area.
 1.5. RULES AND REGULATIONS

1.5.1 The most important of the rules governing tankers as:

-international rules and regulations:
.1 The International Convention on Standards of Trainin, Certification and Watch keeping for
Seafarers (STCW-95)
.2 The International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974)
.3 The International Convention for the Prevention of Pollution from ships, 1973/1978 (MARPOL
73/78)
.4 The International Load Line Convention (ILLC)
.5 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
(BCH Code)
.6 The International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
.7 Cjde for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (GC
Code)
.8 The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases
in Bulk (IGC Code)
.9 Guidelines for the Development of Shipboard Oil Pollution Emergency Plans (SOPEP)
.10 The International Safety Management Code (ISM Code)
2- national rules and regulations:
Documents 2,3,4,5,6,7,8 and 9 are IMO documents and have been incorporated as such in the
national legislation of IMO member states through the world.
3- classification society rules:
Many classification Societies have in fact incorporated the text of the Chemical Tankers Codes
and Gas Carriers Codes in their rules and have added specific extra requirements.
1.5.2 Transport of oil, liquid chemicals and liquefied gas by sea bulk is internationally
regulated – as regards safety and pollution aspects – through conventions adopted
by the International Maritime Organization (IMO).
1.5.3 The convention requirements are supplemented by recommendations, specifications and
codes adopted by IMO.
1.5.4 The IMO conventions covering the carriage of oil, chemicals and liquefied gas in bulk are:
1- the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended
2- the International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the 1978 Protocol (MARPOL 73/78), as amended
3- the International Convention for Standards of Training, Certification and
Watchkeeping, as amended
1.5.5 All tankers of 500 gross tons and upwards must comply with the International Management
Code for safe Operation of Ships and for Pollution Prevention (ISM Code).
1.5.6 The most important codes and standards covering the transport of chemicals are:
1- the Bulk Chemical Codes (BCH and IBC Code)
2- Standards for Procedures and Arrangements (P&A Standards)
1.5.7 The codes and standards covering design, construction and other safety measures for ships
carrying liquefied gases in bulk are set out in the IMO’s Gas Carrier Code (IGC Code).
1.5.8 Examples of national rules (In Russia):
Mорской Регистр СудоходстваЖ
- Правила классификации и постройки мщрских судов, Том 1 (464с)
- Правила классификации и постройки мщрских судов, Том 2 (442с)
- Правила по оборудованию морских судов
- Правила по грузоподъемным устройствам морских судов
- Правила о грузовой марке морских судовю
1.5.9 Lists examples of classification society rules.
International control is now described as reasonably tight, as a result of the IMO
conventions MARPOL, SOLAS and for training, STCW Convention.

2. CHARACTERISTICS OF CARGOES

2.1. BASIC PHYSICS

2.1.1 Defines the following in simple terms:

1- States of Aggregation
A substance (matter) can present itself to us in three different forms or phenomena. These
are called states of aggregation. The three forms are:

a. The solid or crystalline state

There is a strong attraction between the molecules of the substance. Therefore, these
molecules are closely together in more or less fixed positions, e.g. in a crystal. A solid
substance has its own form and volume.

b. The liquid state

The powers of attraction between the molecules are much smaller, so that the mutual
distances are bigger, and the molecules can move with respect to one another. Although
there is still a connection, the liquids do not have a form of their own and they are
movable; they do have their own volume.

c. The gaseous state

There are hardly any powers of attraction between the molecules which move completely
free in respect of one another. They have no form of their own, no volume of their own; a
gas completely fills the container in which it is present; therefore so to speak, takes on the
form and volume of this container.
The stage of aggregation of a substance depends on pressure and temperature. At high
pressures and low temperatures we usually have to do with solid substances; low pressures and
high temperatures stimulate the existence of gases. In a pressure-temperature diagram, a so-
called phase-diagram, the mutual relations of solid substances, liquid and gas can be represented
and the areas defined.
LIQUID = LIQUID AT 20C VAPOUR

LIQUID NOT LIQUID AT 20C GAS

2- Melting and sublimation

When heat is supplied to a solid substance, this substance will pass at a certain temperature
into the liquid state. This temperature, which remains constant for pure substances as long as
solid parts are present, is called the melting point.
The reverse process (the withdrawal of heat from a liquid, whereby the liquid passes into the
solid phase) is called solidifying. For pure substances the solidification point or freezing point
coincides with the melting point. Mixtures of substances have a melting range=solidification
range. Liquids with dissolved, solid impurities have a lower freezing point than the pure liquid
(freezing point lowering).
Some substances do not have a melting point at atmospherical pressure, but immediately
pass from the solid to the gaseous state. This process is called sublimation.
Boiling point
The temperature at which the vapour pressure of a liquid is equal to atmospheric pressure.
Boiling points, as quoted on the data sheets, are correct at a pressure of 760 mm Hg, unless
indicated to the contrary.

Examples of boiling point:

WATER
-boiling point = 100C (water) VAPOUR

ACETONE
-boiling point = 56.2C (acetone) VAPOUR

BUTANE
-boiling point = -0.5C (butane) GAS

NITROGEN
-boiling point = -195.5C (nitrogen) GAS

3- Liquid density
The density of a liquid is defined as its mass per unit volume and is commonly measured in
kilogrammes per cubic decimeter (kg/dm3 ).
Alternatively, liquid density may be quoted in kg/litre or in kg/m3
4- Vapour density
The density of vapour is commonly quoted in units of kilogrammes per cubic metre (kg/m 3 ).
The density of the saturated vapour increases with increasing temperature. This is because
the vapour is in contact with its liquid and as the temperature rises more liquid transfers into
the vapour-phase in order to achieve the higher vapour pressure. It results in a considerable
increase in mass per unit volume of the vapour space.
5- Vapour pressure

All petroleum products and crude oil are essentially mixtures of a wide range of hydrocarbon
compounds. The boiling points of the compounds range from –162 oC (methane) to well in
excess of +400oC, and the volatility of any particular mixture of compounds depends primarily
on the quantities of the more volatile elements. The volatility is characterised by the vapour
pressure. When transferring a petroleum product to a gas-free tank it begins to vaporise, that
is, it liberates gas into the space above it. This gas has also a tendency to re-dissolve in the
liquid. The pressure exerted by this gas is called the equilibrium pressure of the liquid, usually
reffered to simply as the vapour pressure.

6- Partial pressure
The individual pressure exerted by a gaseous constituents in a vapour mixture as if the other
constituents were not present. The pressure cannot be measured directly but is obtained
firstly by analysis of the vapour and then by calculation using Dalton’s Law.
Supposing that 100 m3 of air only consists of 21% (vol.) OXYGEN and 79% (vol.) Nitrogen:
Air 100 m3
=
21 vol % oxygen
79 vol % nitrogen
Total pressure = 1000 mBAR

21m3 oxygen
partial pressure = 210 mBAR
79 m 3 nitrogen
partial pressure = 790 mBAR
Total volume tank = 100 m3
Volume Liquid = 12.5 m3 (12.5 %)
Volume vapour = 87.5 m3 (87.5%)
Temp. = 20 C, total pressure = 1000 mBAR
pMax toluene at 20 C = 29 mBAR
Partial pressure Toluene vapour = 29 mBAR
Volume % Toluene vapour = 29 x 100/1000 = 2.9 Vol %
7- Viscosity:
The property of a fluid which restricts one layer of the fluid moving over an adjacent layer
called viscosity. The unit of viscosity is mPa.s. Water has viscosity 1 mPa.s at 20 C.
8- Pour point
The lowest temperature at which a petroleum oil will remain fluid.
9- Diffusion
The disorderly motion of the molecules in a liquid is responsible for the phenomenon of
diffusion. Due to this disorderly, natural movement, molecules can stiff all through the liquid.

2.1.2 The structure of atoms and molecules.

Atom:
Atoms are the smallest parts of matter capable of entering into chemical combination.
Atoms can’t be splitterd into smaller components with chemical means.
Molecule:
The smallest particle of substances which still posses all the properties of those substances.
Element:
Pure matter consisting of atoms of one kind.
Pure matter:
Matter can’t be splitterd into smaller components with chemical means.

Protons = positive electric charge

Neutron = no electric charge
 Electron = negative electric charge

Atom
Neutral
No electric charge
Number of protons = number of electrons.

2.1.3 A negatively charged body has an access of electrons

2.1.4 A positively charged body has a shortage of electrons
2.1.5 Similarly charged bodies repel each other and oppositely charged bodies attract each other
2.1.6 Induction and how the induction of an electrode may cause it to become charged
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 opposite sign is left at the opposite end. Charges separated in this way are
known as inducted charges and as long as they are kept separate by the presence of the field
they are capable of contributing to an electrostatic charge.
2.1.7 How a charged electrodes may be discharged?
When the two materials, after having been statically charged, are separated, an electric field
develops between the positive material and the negative material. The “accumulated” electricity
will try to discharge itself in order to neutralize the electric field. An electric field can also develop
when an electrically charged material approaches a non-charged material (so called “third
electrode”).
2.1.8 A discharge releases enrgy which may a spark.
The neutralize the electrical field (so called “discharge”) often takes place in the form of sparks
which, generally, have sufficient energy to ignite explosive vapour/air mixtures.
The principle of electrostatic charging also applies to liquids in motion, (and sometimes also to
gases). When a liquid flows through a pipe line, this liquid can be charged (generally, positively) in
respect of the pipe line. The effect depends on the electrical conductivity of the liquid; moreover,
the effect depends on the nature of the liquid, the diameter and the material of the pipe line, the
flow velocity, etc.

2.2. BASIC CHEMISTRY, CHEMICAL ELEMENTS AND GROUPS

2.2.1 explain in simple terms:

In general view:

CHEMISTRY

INORGANIC ORGANIC

METALS CARBON
and their and its
 compounds compounds

1-chemical symbols and structure

Examples of symbols in chemistry:
(all the symbols are shown in the Periodic table)

COMMON NAME LATIN NAME SYMBOL

Magnesium Magnesium Mg
Oxygen Oxygenium O
Carbon Carbonium C
Hydrogen Hydrogenium H
Nitrogen Nitrogenium N
Sodium Natrium Na
Potassium Kalium K
Phosphor Phosphorum P
Sulpher Sulpherum S
.
2- “atomic number” and “atomic weight”:
When we say that an atom has a certain mass, it is clear that this mass must have a certain
weight. Formerly, people worked with the ratios in weight of one atom in respect of one atom
hydrogen (hydrogen being the lightest known atom) but, nowadays, in accordance with the
latest agreement, the atomic weights of other atoms are expressed by giving their ratio to
that of carbon 12C. One could say: the atomic weight of an element is the number which
indicates how many times heavier one atom of that element is as 1/12 th of the weight of one
atom carbon.
The atomic number is the number of protons in an atom. This value is:
1 for hydrogen
2 for helium
3 for litium
92 for uranium etc.
The number of electrons must equal the number of protons. Mass number of the element
gives the average number of protons and neutrons in an atom. Ex.: Potassium:
Atomic number =19
Mass number=39

3-the Periodic System and Periodic Table:

Drawing
 D. I. Mendeleev’s Periodic System of elements has eight groups (I to VIII from left to right)
and seven periods (1 to 7 from top to down). The chemical identity of elements changes in the
same “directions”.

4- a hydrocarbon molecule:
A molecule of hydrocarbons consist of atoms both carbon (C and hydrocarbon (CH). There
are coal, diamonds and graphite in the nature.
We can say that an atom of carbon has “four hands” in readiness to “shake hands”, i.e. so
called valent bonds. The valence of an atom is the number of electrons with which an atom
will go into chemical combination. Thus:

C H
Carbon + Hydrogen = hydrocarbon
Instead of “hand” a valence sign  is used. An atom of carbon has four valent bonds, and an
atom of hydrogen has only one:
H
 
 C H H C  H
 
H

Being one atom of carbon and four atoms of hydrogen “shaked hands” we have a molecule of
Methane. This is the lightest molecule of hydrocarbon.
As more carbon atoms (with an appropriate number of linked hydrogen atoms) are used to
form the petroleum molecule, so the molecule will become heavier and have a higher boiling
temperature at atmospheric pressure.
A simple diagram (below) shows the approximate numbers of carbon atoms forming the
petroleum molecules:

Gaseous 20----------------------  Solid

1 -------------- 4
----------------------------------------------------------------  carbons atoms per molecule
5 ----- Liquid ---- 19

The lightest molecules, METHANE, are stripped off at the well head together with any earthy
solids; the remaining petroleum is termed CRUDE OIL. One drop of crude oil consist of about
one thousand of hydrocarbons. The process of refining the crude oil will produce a number of
FRACTIONS. Each fraction will consist of a range of petroleum molecules, which at
atmospheric pressure and temperature will be gaseous, liquid or solid.
Names of hydrocarbons are originated accordance with Greek numerals 1,2,3,4,5,6,7,8,9,10
and so on (metha, etha, propa, buta, penta, hexa, hepta, octa, nona, deca and so on) adding
–NE:
CH4-METHANE, C2H6-ETHANE, C3H8-PROPANE, C4H10-BUTANE, C5H12PENTANE and so
on.
 5-chemical elements of acids and basses:
ACID-chemical compound containing hydrogen-ion(s) which can be replaced by metal-ion(s)
HCL + FE  FE CL2 + H2

HydroCLoric acid = HCL

Sulphuric acid = H2SO4
Nitric acid = HNO3
Phosphoric acid = H3PO4 “H” IN FRONT OF THE FORMULA

ALKALY-chemical compound which neutralize acids

NaOH + HCL  NaCL + H2O
Sodium hydroxyde = NaOH
Potassium hydroxyde = KOH
Ammonium hydroxyde = NH4OH “OH” AT THE AND OF THE FORMULA

6-chemical reactions
In chemical reactions matter is neither lost or added:
Magnesium + Oxygen forms Magnesium oxide
Mg + O  MgO

Carbon + 4H  CH4

2.2.2 examples of chemical reactions

A reaction equation is an indicator how a chemical reaction proceeds. For example, the
reaction between iron and sulfur, and the reaction equation is:
Fe + S  FeS
On the ltft of the  the atoms which have to react with one another are symbolized, and on
the right  the compound or compounds which has (have) developed from this reaction.

Hydrogen + oxygen results in water. The reaction equation is:

2H + O  H2O
As oxygen is bivalent and hydrogen is only monovalent, two atoms hydrogen have to react
with one atom oxygen to get a molecule water.

2.2.3 The use of the Codes in relation to reactivity of cargoes.

The IBC Code gives no help on the compatibility of cargoes problem, it simply mentioned that
cargoes or slops, that dangerously mag react with each other, should be separated by an
intervening compartment that not contain a reactive substance.
US Coast Guard has regulated this problem in the Code of Federal Register,46 CFR 150.
The cargoes are divided into chemical groups of families and group number 1-22 represents
REACTIVE CHEMICALS, while 30-43 are PRODUCTS that do not react mutually with each
other. The missing numbers are reserved for future EXTENSIONS of the Compatibility Chart.

2.2.4 The meaning of the chemical data for a common cargo (as given in the ICS or other
Cargo Data Sheets).
 ICS (the International Chamber of Shipping) have designed the Cargo Data Sheet (CDS) for
any chemical cargo. The Proform of CDS contains the CHEMICAL DATA section: formula,
chemical famely, additional information,reactivity with: oxidising agents, acids, alkalis, salt or
fresh water, air, other chemicals.

The hydrocarbon structure:

2.2.5 in general:
1-crude petroleum as discharged at the well head is a mixture of about one thousand of different
hydrocarbon molecules
2-the molecules are termed “light” or “heavy” according to the number of carbon atoms forming
the molecule
3-very light molecules such as methane, butane and propane tend to be gasseous under normal
atmospheric conditions
4-very heavy molecules such as asphalt and bitumen tend to be solid under normal atmospheric
conditions
5-intermediate molecules such as petrol (motor spirit) and diesel oil tend to be liquid under normal
atmospheric conditions
6-very light gaseous molecules such as methane are extracted at the well head
-the petroleum remaining after the removal of products such as methane is termed “crude oil”
7-the petroleum remaining after the removal of products such as methane is termed “crude oil”
8-crude oil is a mixture of hydrocarbons which under normal atmospheric conditions are gaseous,
liquid and solid
9-in an oil refining process termed “distillation”, crude oil is split into a number fractions
10-each petroleum fraction has a range of physical properties specified to itself.
Examples of the products in common use:
methane (industrial gas)  gaseous at
propane gas (industrial and domestic)  atmaspheric pressure
butane gas (mainly domestic)  and temperature

motor spirit (petrol)

paraffin
gas oil liquid at atmospheric pressure
diesel oil and temperature
heavy fuel oil

greases semi-solid or solid

wax solid at atmospheric

bitumen pressure and temperature.

2.3 PHYSICAL PROPERTIES OF OIL, CHEMICALS AND GASES CARRIED

IN BULK

2.3.1 Define the following in simple terms and explain their practical significance in the
tanker trade:
1- Flashpoint the lowest temperature at which a liquid gives off sufficient vapour to form a
flammable mixture with air near the surface of the liquid. The flash point temperature is
determined by laboratory testing in a prescribed apparatus. There are two methods: either by
closed method –in the closed cup (c.c.) or by open method- in the open cup (o.c.)
2- Volatility. The vo;atility (i.e. the tendency of a crude oil or petroleum product to produce
mixture of compounds depends primarily on the quantities of the more volatile constituents
(i.e. those which a lower boiling point). The volatility is characterized by the vapour pressure.
Volatile petroleum has a flashpoint below 60oC (140oF), as determined by he closed-cup
method of testing.
3-Saturated vapour pressure-the pressure exerted by the vapour above the liquid, at a given
temperature. It is expressed as absolute pressure. Molecules “escaping” from liquid collide with
material and produce energy:
collision  energy = pressure
The volatility is characterised by the vapour pressure, too. The true vapour pressure (TVP)
or bubble point vapour pressure is the equilibrium of vapour pressure of a mixture when the
gas/liquid ratio is effectively zero.
When transferring a petroleum product to a gas-free tank it begins to vaporise, that is, it liberates
gas into the space above it. This gas has also a tendency to re-dissolve in the liquid. The
pressure exerted by this gas is called the equilibrium pressure of the liquid, usually referred to as
the saturated vapour pressure.
pressure  vapour pressure  saturation of vapour
Maximum vapour pressure is called “saturated vapour pressure”.
maximum vapour pressure = atmospheric pressure

Reid vapour pressure (RVP). The vapour pressure of a liquid determined in a standard manner in
the Reid apparatus at a temperature of 100oF (37.8oC) and with a ratio of gas to liquid volume of
4:1. It used for comparison purpose only.
4-Vapour pressure/temperature relationship. The vapour pressure of a pure compound depends
only upon its temperature. The vapour pressure of a mixture depends both upon its temperature
and the volume of the gas space into which vaporization occurs. The highest vapour pressure is
possible at any specified temperature. As the temperature of a petroleum mixture increases, its
TVP also increases.

5-Influence of pressure on melting and boiling point. Melting point is the temperature at which
the states of aggregation is changed from solidifying to melting .
If the TVP exceeds atmospheric pressure, the liquid begins to boil. Boiling point is the
temperature at which the vapour pressure on its surface is equal to the

Boiling point
The temperature at which the vapour pressure on its surface

At it’s boiling point a liquid will change-over completely into vapour/gas and temperature
remains the same.
Liquid = liquid at 20oC  vapour
Liquid not liquid at 20oC  gas
Water: Boiling point = 100oC (water) vapour
Acetone: Boiling point = 56.2oC  (acetone) vapour
Butane: Boiling point = -0.5oC  (butane) gas
Nitrogen: Boiling point = -195.5oC  (nitrogen) gas

Melting point
The temperature at which the states of aggregation is changed from SOLIDIFYING to
 MELTING.
In the CDS both boiling point and melting point is related with atmospheric pressure = 1013
mbar.
It is also possible to make liquids boil at a lower pressure (e/g/ ley a partial vacuum suction).
Consequently, the boiling point belonging to it is lower than the normal boiling point. The same
applies to hifher pressure. Therefore, the maximum vapour pressure line is rightly called the
‘boiling line’.
Generally, mixtures of liquids do not have a boiling point, but a boiling range.
The external pressure/melting point relationship is defined with a ‘melting line’. Almost there is
no influence of pressure on the melting point. On the P-T diagram, there is a line between
Solid (S) and Liquid (L) states of agregation. It is named as ‘melting line’. At the atmospherical
pressure (1013 mbar) there is intersection point with the melting line. This point indicates the
melting point, which is used for the cargo certificate.
6-Flammability
When a petroleum is ignited it is the gas progressively given off by the lliquid which burns as a
visible flame. The quantity of gas available to be given off by a petroleum liquid depends on its
volatility which is frequently expressed for purposes of comparison in terms of Reid Vapour
Pressure RVP). A more informative measure of volatility is the True Vapour Pressure (TVP) but
unfortunately this is not easily measured. It is referred to in this guide only in connection with
venting problems with very volatile cargoes, such as some crude oils and natural gasolines.
7-Lower flammable/explosive limit (LFL/LEL)
When an inflammable gas (vapour) is mixed with air, an explosive mixture may develop. At very
low vapour concentration no explosion takes place. When the vapour concentration is increased,
there will be an explosion at a certain critical vapour/air ratio. This is the Lower Explosive Limit
(LEL): the lowest concentration at which a gas (vapour) can still just be brought to explosion.
Petroleum gases can be ignited and will burn only when mixed with air in certain proportions. If
there is too little petro;eum gas the mixture cannot burn. The concentration of a hydrocarbon gas
in air below which there is insufficient hydrocarbon to support and propagate combustion is
named as Lower Flammable Limit (LFL)
8-Upper flammable/explosive limit(UFL/UEL)
At very high vapour concentrations (too ‘rich’ mixture) the quantity of oxygen will be too small to
maintain the combustion. Consequently, there is also an Upper Explosive Limit (UEL): the highest
concentration of which a gas/vapour can still just be brought to explosion.
If there is too little oxygen the mixture petroleum gases/air cannot burn, too. The concentration of
a hydrocarbon gas in air above which there is insufficient air to support and propagate combustion
is named as Upper Flammable Limit (UFL).
The limiting proportion are expressed as percentage by volume of petroleum gas in air.
There is no real difference between gas and vapour. The liquids falling under the ‘Chemical
Codes’ are only those which at 37.8oC (100oF) have a maximum vapour pressure of 2.8 bar.
Both LEL and UEL are usually expressed in volume per cents in air at 20 oCCCCCC and 1013
mbar (sometimes in g/m3 or in g/kg of air).
9-Auto-ignition temperature
The lowest temperature to which a solid liquid or gas requires to be raised to cause self-sustained
combustion witout initiation by a spark, flame or other source of ignition. The auto-ignition
temperature of vapours of fuel and lubricating oils are muchlower than those of the vapours from
more volatile petroleum liquids. Fuel and lubricating oils are thus more liable to ignite if they are
allowed to fall or sprayed on hot surfaces despite the absence of external flame or spark. Care
must also be taken to avoid rags soaked in fuel or lubricating oil coming into contact with hot
surfaces.
10-Spontaneous combustion
Some fibrous materials when moist with water, or soaked by oils or chemicals, are liable to ignite
without the application of heat, due to the gradual build-up of heat by oxidation. For this reason,
cotton waste, canvas, bedding or similar absorbent materials in bulk,bales or bundles should not
be stowed in close proximity to oil,paint, etc. If such materials should become damp or
contaminated, they should be neither dried and cleaned or destroyed.
11-Reactivity
The accindental mixing of one chemical product with another inside a cargo tank or pipe may
result in a vigorous chemical reaction. Binary combinations that generate significant heat or
produce gas can be very hazardous to personnel and property.In rare cases the reacton of two
components (even though non-hazardous) may produce a product which is significantly more
flammable or toxic than the original materials.
Even the water washing of cargo tanks and slop tanks containing residues of certain substances
may produce dangerous reactions. Dangerous reactions are polymerisation, autoxidation, mutual
reactions between chemicals, etc. In detail see Section 3.5 ‘Reactivity hazards’.
12-Toxicity
It means a ‘poison’ in the Greak language (toxikon).
Toxicity is the ability of a substance to cause damage to living tissue, impairment of the central
nervous system, illness or in extreme cases death when inhaled, ingested or absorbed through
the skin.
In detail see Chapter 3 ‘Toxicity and other hazards’.
13-Corrosivity
Corrosion hazards are dangerous to Personnel and to metal. Some liquid cargoes are so
corrosive that in contact with the skin will completely or partly destroy living tissue. Less corrosive
liquids may only be irritating to the skin but can result in serious damage to the eyes.
Corrosion is the etching or attack of metals on the surface.Corrosion can have different causes
and it can present itself in many manifestations.
Consequently, both Personnel and metals have to be protected against activity of corrosion. In
detail see Section 3.6 ‘Corrosion hazards’.

2.3.2 there is need for taking cargo samples and for the chemical and physical analysis of
cargoes
Immediately after the starting loading, a sample of the cargo must be taken before it enters the
ship’s line system. This is usually done by means of draincock just before and or just after the
manifold valve. This sample should be checked for any signs of contamination in the shore line.
Although both the cargo systems and the cargo tank have been cleaned and prepared for the
cargo, and also nothing that the tank has been inspected and approved by shipper’s
representative or surveyor, it is very often the practice to take a sample after a small quantity of
the cargo has been loaded into the tank. This sample should be checked for any signs of
contamination in the ship’s cargo line.
After completion loading and before beginning of unloading cargo samples have to be taken
again. If serious static charges are expected in a loaded cargo you have to wait 30 minutes before
sampling. These samples have to be compared against from the shore tank(s) samples to check
for any signs of the quality cargo changes.

2.3.3 the properties of oil, chemical and gases carried in bulk, including:
1-the determination of cargo temperature
There are a few models of electronic tape to determine of ullage and cargo temperature
simultaneously. Some of them have an integrated microchip to determine of cargo
temperature up to nine levels and to calculate of an average the cargo temperature in the
tank.
Meanwhile an ordinary ullage tape still is used to determine of cargo temperature by means of
thermometer on the end of the tape.
There is a standard procedure to do so. The cargo temperature have to be determined on the
level equal 5/12 of sounding. The thermometer have to stay there 10 minutes about.
The determination of cargo temperature have to be completed in the interval from 15 to 20
minutes before commence of sounding/ullaging.
If serious static charges are expected in a loaded cargo never use a nilon and other synthetic
tape.
2-the determination of cargo density
Density = mass/volume.
But in the tanker trade the density is determined as:
Density = vacuum factor x litre weight
The litre weight is calculated from the difference in weight between the empty and the full
pycnometer in laboratories.
From this litre weight the Specific Gravity can be calculated:
Vacuum factor x litre weight at a certain temperature has to be divided by the
density of water at a certain temperature, too.
For examples:
Specific gravity 15/15oC = vacuum factor x litre weight/0.99913
Specific gravity 15.5/15.5oC = vacuum factor x litre weight/0.99905
Specific gravity 15.6/15/6oC = vacuum factor x litre weight/0.99903
Specific gravity 20/4oC = vacuum factor x litre weight/1
(density of water @ 4oC is max. And equal 1.00000)
All these ‘specific gravity’ are named as ‘Relative Density’ but Specific Gravity 60 oF/60oF (Sp.Gr.)
is traditional unit in the United Kingdom and in many other related countries).
The density of a product can also be determined with a hydrometer (areometer). The sample in
introduced into a glass cylinder and brought to the desired temperature. Then the areometer is
imersed in the liquid and the density is read from the areometer on the surface of the liquid.
Practically the density of cargo is determined with an areometer at the actual temperature. There
is ASTM – ip Table 53 to convert the obtained density into D15 (kg/l). There are another tables
numbers where we need D15 to entry into them. For example, the Table 54 of ASTM – IP give us
volume correction factor (V.C.F.) by means D 15 and average temperature of cargo. The Table 56
ASTM – IP is used to convert mass to weight-in-air by means of conversion factor.
Beside that there is API gravity at 60oF. The Table 3 ASTM-IP is used to convert API gravity to the
D15 and Sp. Gr.
The specific gravity and density of a product are also measures for its purity. Litre weight and
density are used for quantity determinations.
The specific gravity is the ratio of the mass (in vacuum) of a given volume of a substance at a
certain temoerature to the mass (in vacuum) of an equal volume of water at the same or another
temperature.
The density is the mass (in vacuum, in gams) in respect of a volume of that substance (in ml) at a
given temperature.
The litre weight is the weight in normal air of 1 litre of the product at a given temperature.
3-determination of colour of cargoes and use of color scale
The colour of a product is used as a measure for the quality of that product. The following systems
are used:
- Acid wash colour
- ASTM or NPA colour
- F.A.C. colour
- Lovibond colour
- Saybolt colour
- APHA colour.
Acid wash colour method is used for analyzing aromatic hydrocarbons, like toluene and xylene.
The acid will remove impurities present in the sample and will discolour. ASTM or NPA methods
are used to analyse lubricating oils, diesel fuels, etc. The F.A.C/ colour will be mainly analyzed in
animals fats. The molten fat is compared with standard colours numbered 1,3,5,7 etc. Lovibond
colour method, generally, is used for analyzing animal and vegetable oils and fats. The colour is
determined with a Lovibond Tintometer. Saybolt colour determination is used to measure the
colour of refined petroleum products, like aviation gasoline, jet fuels and naphthas. APHA colour
is analyzed in water white chemicals and solvents, like methanol, VAM, glycols, etc.
4-determination of flashpoint (F.P.)
The flash point of a substance isthe lowest temperature at which a liquid gives off sufficient
vapour to form a flammable mixture with air, which can be ignited and will burn momentarily.
Two methods of analysis are used:
- Flash point open cup (o.c.) method. In this method the test cup used is not covered.
- Flash point closed cup (c.c.) method. In this method the flash point is determined in a cup
covered with a lid, the flammable vapours can not escape.
Therefore, flash points determined in a closed cup will always be lower than those of the same
products analyzed accordind to the open cup method.
5-test for contamination by hydrocarbons
When a mixture of hydrocarbons and methyl alcohol is diluted with a woter, a milky, cloudy
solution develops, which turbidity is caused by the hydrocarbons.
Execution of this test.
1 m2 of the surface of the tank wall is washed with cottonwool and hydrocarbon-free methanol.
After each washing, the methanol is transferred from the cottonwool into a Nessler tube by
pressing. As soon as this tube is filled with about 15 cm 3 methanol, 45 cm3 distilled water is
added. The mixture is shaken and must stand for 20 minutes.
Thereupon, the contents of the Nessler tube is compared with a so-called blank tube filled with 60
cm3 distilled water. When the mixture in the sample tube is cloudy or not completely clear,
hydrocarbons are still present on the surface of the tank wall. This means that the surface must
be washed a second time and tested again.
6-test for contamination by chloride
The principle of the chloride test is that chloride ions together with silver nitrate in the presence of
nitric acid form a white precipitate of silver chloride. Silver chloride is insoluble in water and
methanol, so that the turbidity which has developed in the test liquid, is a measure for the
presence of chloride.
7-test for contamination by water
The principle of the test for contamination by woter is that a special paste is applied on the
sounding tape. If the colour of the paste is changed it means that some quantity of water is
presenced in the cargo.

3 TOXICITY AND OTHER HAZARDS

3.1 GENERAL CONCEPTS AND EFFECTS OF TOXICITY

Toxicity of cargoes in general

3.1.1 most of the cargoes on tankers have some hazardous properties.
3.1.2 poisoning may occur orally, through inhalation or by skin contact.
3.1.3 poisoning may be acute or chronic.
3.1.4 exposure to oil, chemical or gas can have acute or chronic effects on a person’s
health.
3.1.5 “acute” effect is defined as effect of single exposure of short duration to relatively
high concentration of vapour.
3.1.6 “chronic” effect is defined as accumulative effect of prolonged exposure to
relatively low concentrations of vapour over a long duration of time.
3.1.7 the vapour from some cargoes may have both acute and chronic effects, whilst
others may have one or the other more prominent.
3.1.8 what are systemic poisons and irritants? It is non-observance of precautions of
measures systematicaly!
3.1.9 The toxicity of a substance is difficult to measure and that it is therefore rated on
the basis of studies performed on animals and extrapolated for the human body.
Hazard to human health by oral intake:
LD50 (laboratory mammal):
Highly hazardous………………….. less than 5 mg/kg
Moderately hazardous…………….…………. 5 – 50 mg/kg
Slightly hazardous…………………………... 50 – 500 mg/kg
Practically non-hazardous…………………... 500 – 5000 mg/kg
Non-hazardous……………………………… greater than 5000 mg/kg.
Examples of LD50 (mg/kg):
Curare 0.50
Nicotine 1.0
Hydrocyanic acid 10
Methylbromide 100
Carbontetrachloride 570.
3.1.10 def. The terms and explain their significance:
1-threshold limit value (TLV) The time-weighted average concentration of a substance
to which workers may be repeatedly exposed, for a normal 8-hour workday or 40-hour workweek,
day after day, without adverse effect. (See also Permissible Exposure Limits)
The term TLV has been in use within the industrymfor a number of years and is often expressed
as a Time Weighted Average (TWA). The use of the term Permissible Exposure Limit is becoming
more commonplace and refers to the maximum exposure to a toxic substance that allowed by an
appropriate regulatory body. The PEL is usually expressed as a TWA, normally averaged over an
eight hour period, or as a Short Term Exprosure Limit (STEL), normally expressed as a maximum
airborne concentration averaged over a 15 minute period. The values are expressed as parts per
million (ppm) by volume of gas in air (ISGOTT 16.1).
TLV examples:
Aceticacid 10 ppm, Benzene 10 ppb plus skin absorption, Chlorine 1 ppm, Nicotine 0.07 ppm plus
skin absorption, n-Pentane 600 ppm, Toluene 100 ppm plus skin absorption.
2-odour threshold
This is specific concentration of liquid’s vapour when you can feel the odour of that liquid with your
nose. For example, PHENOL the odour threshold is 0.05 ppm but ACRYLONITRILE the odour
threshold is several hundred ppm varying with individuals.
You have all the time to remember that the absence of smell/odour should never be taken to
indicate the absence of gas. METHANE has no odour, for example.
3.1.11 cargoes also may be harmful to the environment
There are five points under which Marpol Convention was developed and adopted:
1- Marine pollutants discharged into the sea are rigorously controlled and are only permitted
under the specific condition depending on the type of ships and their tonnage.
2- There are ‘special areas’ where all discharge are controlled or prohibited.
3- Each state is obliged to provide port reception facilities for the reception and treatment of
polluting substances.
4- Each master must have on board a special record book which must be kept up to date,
specifying all cargo loading and unloading operations.
5- Consequently, the designs of ships, as well as, their equipment must, in the future, satisfy
those very specific requirements.

3.2 FIRE HAZARDS

The material relating to fire theory and control need only be a brief review, as all participants will
have attended an approved fire-fighting course (regulation V/1 of STCW).

3.2.1 the three essentials necessary for a fire to commence as:

1-oxygen
2-flammable material (fuel)
3-source of ignition
Sometimes it is represented as a so called ‘fire treangle’, and also as a ‘fire ring’ having three
sectors which are named as a ‘oxygen’. flammable material’ and ‘ignition source’.
3.2.2 when flammable vapour is mixed with oxygen (usually from the atmosphere) an
explosive mixture may be produced
3.2.3 the ability of petroleum to generate flammable vapour is a major for starting a fire
3.2.4 The ability to vaporize as volatility
The quantity of gas available to be given off by a petroleum liquid depends on its volatility which is
frequently expressed for purposes of comparison in terms of Reid Vapour Pressure (RVP): more
RVP than more higher volatility. As you know the RVP test is related with a standard apparatus
and in a closely defined way. RVP is useful for comparing the volatilities of a wide range of
petroleum liquids. The volatility (i.e. the tendency of the liquid or petroleum product to produce
gas) is characterised by the vapour pressure. There is also a tendency for this gas to re-dissolve
in the liquid, and an equilibrium is ultimately reached with a certain amount of gas evenly
distributed throughout the space. The True Vapour Pressure (TVP) or bubble point vapour
pressure is the equilibrium vapour pressure of a mixture when the gas/liquid ratio is effectively
zero. As the temperature of a petroleum mixture increases its TVP also increases and more
vapours of liquid is produced.

3.2.5 volatility increases with temperature and reaches a maximum at the boiling
temperature of the petroleum
3.2.6 the concentration of hydrocarbon vapour present in air is used to define “flammable
range”:
 flammable range = UFL – LFL (% by vol.)
3.2.7 the working flammable range of a mixture of petroleum vapour and air can be taken
to be from 1% to 10% by volume
so flammable range = 10 – 1 = 9% by vol.
It is because that flammable limits % vol. Hydrocarbon in air are:
Gas: UFL: LFL:
Propane 9.5 2.2
Butane 8.5 1.9
Pentane 7.8 1.5
3.2.8 The flammability diagram
When an inert gas is added to a hydrocarbon gas/air mixture the result is to increase the lower
flammable limit hydrocarbon concentration and to decrease the upper flammable limit
concentration. These effects are illustrated in Fig. ,which should be regarded only as a guide
to the principles involved.
Every point on the diagram represents a hydrocarbon gas/air/inert gas mixture. Hydrocarbon
gas/air mixtures without inert gas lie on the line AB. ( pure air is represented by the point A).
Points to the left of AB represent mixtures with their oxygen content further reduced by the
addition of inert gas.
The LFL and UFL mixtures for hydrocarbon gas in air are represented by the points C and D. As
the inert gas content increases, the flammable limit mixtures change as indicated by the lines CE
and DE, which finally converge at the point E. Only those mixtures represented by points in the
shaded area within the loop CED are capable of burning.
When an inerted mixture, such as that represented by the point F, is diluted by air its composition
moves along the line FA and therefore enters the shaded area of flammable mixtures, meanwhile
mixture, such as that represented by point H, do not become flammable on dilution. Note that it is
possible to move from a mixture such as F to one such as H by dilution with additional inert gas
(i.e. purging to remove hydrocarbon gas).
3.2.9 the flashpoint of an oil indicates the lowest temperature as which the oil will give off
sufficient hydrocarbon vapour to form a flammable gas mixture with air near the
surface of the oil. Therefore, we can say that flash point is also the upper temperature
explosive limit only for the many kind of crude oil.
3.2.10 only the vapour from a flammable material will combine with oxygen to produce fire
3.2.11 an explosive mixture may be produced when chemical cargo vapours are mixed
with air
An explosion can be described as a sudden, violent event accompained with noise, fire and figh
pressure, which has a destructive effect on its surroundings. Explosion can be distinguished as
follows:
-physical explosion: a sudden expansion, mostly of a gas, whereby pressure increase can no
longer be caught by the (closed) drum (steam boiler explosion, explosion of a cylinder with
compressed nitrogen);
-chemical explosion: a rapid, exothermic, chemical reaction, mostly accompanied with
temperature and pressure increase and the setting free of gases, whereby energy is supplied by
the reaction itself.
3.2.12 corrosive liquids can become flammable and produce flammable gases when in
contact with certain materials
HYDROGEN GAS (H2) is EXPLOSIVE e.g.!
3.2.13 a mixture of vapour and air will only ignite and burn if its composition is within the
“flammable range”
3.2.14 within the flammable/explosive range, if a heat source is introduced, then it will
result in a fire
3.2.15 the sources of ignition as:
1-direct heat
2-mechanical sparks
3-chemical energy
4-electrical energy
5-electrostatic discharge
Minimum energy for ignition of H.C. in air is 0.2 mJ (= 2 Watt x 0.0001 sec.)
Sources of ignition are:
-open fire
-autoignition temperature
-liquid in air
-stable substances 400 – 600 oC
-octane 220 oC
-mechanical sparks
-sparkless tools
-thermite-reaction Al ON Fe2O3
-electrical sparks
-lighting
-static electricity.
3.2.16 static electricity can arise when two dissimilar materials (solids, liquids or gases)
come in contact and charge separation occurs at the interface
Static electricity
When two different materials, suited for the purpose, are brought into contact with each other in a
certain way, an electric charge will develop in each of the materials. These charges are of the
same size, but is positive and negative: so, the sum of both charges is nil. These electric charges,
which stay behind on the material, are called static electrical charges, and we are here dealing
with the phenomenon of static electricity. This in contrast with the best-known form of electricity
which expresses itself in electric currents in conductive materials. When these materials are
separated, an electric field develops between the positive material and the negative material. The
‘accumulated’ electricity will try to discharge itself in order to neutralize the electric field. An
electric field can also develop when an electrically charged material approaches a non-charged
material.
Discharge often takes place in the form of sparks which, generally, have sufficient energy to ignite
explosive vapour/air mixtures.
3.2.17 static electricity can cause sparks capable of igniting flammable mixture
3.2.18 list causes of electrostatic charge generation as:
1-flow of liquids through pipes or filters
2-setting of solids or immiscible liquids through a liquid
3-ejection of particles or droples from a nozzle
4-splashing or agitation of a liquid against a solid surface
5-vigorous rubbing together and subsequent separation of certain synthetic
polymers
Electrostatic charges:
Person and objects:
- walking over poorly conductive surface
- charged clouds (fog)
 - touching of charged objects
Gases:
- pure gases - NO
- particles or droplets - YES
Examples:
o steamhoses
o waterhoses
o sandstorms, hail
o solid CO2 in carbondioxide
Liquids:
- depending on:
electrical conductivity
liquid flow
waterdroplets in H.C.
solid particles (rust, sludge etc.)
3.2.19 some tanker operations can give rise to electrostatic charge generation
3.2.20 examples of such tanker operations:
- cargo pumping
- COW
- cargo tank cleaning
- cargo tank steaming, etc.
3.2.21 certain cargoes are accumulators of static electricity because of their low
conductivity
For example:
Light destillates: Pure Hydrocarbons 10-3 pS/m, Xylene 10-2 pS/m, Toluene 1 pS/m, benzene 5
pS/m, heptane 7 pS/m;
Propane 50 pS/m
Crude oill – from 103 pS/m up to 105 pS/m
Acetone 105 pS/m
Butanol 106 pS/m
3.2.22 the three essentials necessary for a fire to commence, stated in 3.2.1 above, may be
represented by the side of a triangle, and the complete triangle represents a fire or
an explosion
3.2.23 the way to prevent a fire is to prevent the formation of such a triangle
3.2.24 the removal of any side of the fire of the fire triangle will extinguish the fire
3.2.25 removal of the flammable material is usuall not possible with petroleum in bulk
3.2.26 it is essential to keep ignition sources away from cargo area, where flammable
vapours are likely to be present
3.2.27 it is essential to avoide the entry of flammable vapours into areas where ignition
sources are present, such as living accomodation, engine-room, galley, etc.
3.2.28 The use of inert gas in cargo tanks can reduce the oxygen content below that
necessary to produce a flammable mixture
If content of oxygen is reduced flammable range is reduced, too.
3.2.29 Starving a gas fire by stopping the source of gas leak may be the most effective way
to control a gas fire
3.2.30 Covering the surface of a flammable material with a blanket of inert material will
prevent oxygen from making contact with the vapours from the flammable material
3.2.31 Water in sufficient quantity can provide cooling
3.2.32 Compared with oil and other hydrocarbons, some liquid chemicals have unusual
properties with regard to fire-fighting procedures
3.2.33 cargo properties reffered to under objective 3.2.32:
Reactivity:
with oxyding agents
with acids
with alkalis
with salt or fresh water
with air
with other chemicals.

3.3 HEALTH HAZARDS

Toxic effects

3.3.1 The hazards to health of:

1-skin contact with liquid petroleum
2-ingestion (swallowing) of liquid petroleum
3-inhalation (breathing) of liquid petroleum
4-inhalation of petroleum vapour
5-compounds of lead contained in the cargo
3.3.2 Describe toxic effect on personnel of skin contact with and ingestion (swallowing)
of petroleum liquid and inhalation (breathing) of petroleum vapour
Skin Contact
Many petroleum products, especially the more volatile ones, cause skin irritation and remove
essential oils from the skin, leading to dermatitis. They are also irritating to the eyes. Certain
heavier oils can cause serious skin disorders on repeated and prolonged contact.
Direct contact with petroleum should always be avoided by wearing the appropriate protective
equipment, especially impervious gloves and goggles.
Ingestion
The risk of swallowing significant quantities of liquid petroleum during normal tanker and terminal
operations is very slight. Petroleum has low oral toxicity to man, but when swallowd it causes
acute discomfort and nausea. There is then a possibility that liquid petroleum may be drawn into
the lungs during vomiting and this can have serious consequences, especially with higher volatility
products such as gasolines and kerosenes.
Breathing of petroleum vapour
The main effect of petroleum gas on personnel is to produce narcosis. The symptoms include
headache and eye irritation, with diminished responsibility and dizziness similar to drunkenness.
At high concentation these lead to paralysis, insensibility and death.
The human body can tolerate concentations somewhat greater than the TLV for short periods.
The following are typical effects at higher concentrations:

Concentration % LEL Effects

 0.1% vol. (1,000 ppm) 10% Irritation of the eyes within one hour.
0.2% vol. (2,000 ppm) 20% Irritation of the eyes, nose and throat, dizziness and
Unsteadiness within half an hour.
0.7% vol. (7,000 ppm) 70% Symptoms as of drunkennes within 15 minutes.
1.0% vol. (10,000 ppm) 100% Rapid onset of ‘drunkenness’ which may lead to
unconsciousness and death if exposure continues.
2.0% vol. (20,000 ppm) 200% Paralysis and death occur very rapidly.

3.3.3 Skin contact with liquid petroleum causes irritation and dermatitis because of the
removal of essential natural skin oils
3.3.4 Ingestion of liquid petroleum into the stmach causes acute discomfort and nausea
3.3.5 If the liquid is inhaled into the lungs there is a serious risk of suffocation through
interference with the normal oxygen/carbon dioxide transfer taking place during
breathing
3.3.6 The liquid ingested will tend to vaporize and the vapour could be inhaled into the
lungs
3.3.7 Inhalation of petroleum vapour will produce narcosis, the main symptoms being
headache/irritation and dizziness, with very high concentrations leading to
paralysis,insensibility and very possible death
3.3.8 The vapours from some chemicals are toxic by inhalation
3.3.9 Some chemicals or their vapours are toxic by absorption through the skin
3.3.10 Effects of explosure involving dangerous chemicals are given in the ICS or other
Cargo Data Sheets (CDS)
3.3.11 The action to be taken in an emergency is indicated in the Data Sheets, in the form
of “If this happens…do this”
3.3.12 When providing first aid, personnel should be aware of the list of “don’ts”,
including:
1-do not attend to victim unless it is safe to do so
2-do not attempt to do more than necessary
3-do not delay in summoning for help and informing the master
4-do not enter the enclosed spaces unless you are a trained member of a rescue team
acting upon instruction
3.3.13 All personnel should be familiar with the health data set out in the Data Sheets for
the cargoes carried
3.3.14 Remember that cargo vapours in sufficient concentration will exclude oxygen and,
even if not toxic, may cause asphyxiation

Oxigen deficiency
3.3.15 The oxygen content of air is 21% by volume (21.7%)
3.3.16 The oxygen content in enclosed spaces may become lower
3.3.17 The reasons of oxygen deficiency in an enclosed space could be:
1-an inert atmosphere
2-displaced oxygen due to presence of cargo vapour
3-combustion
4-chemical reactions
5-rusting
 6-drying paint
3.3.18 In certain wind conditions vented gases may descend down, making the
atmosphere on open deck harmful due to:
1-presence of gases in harmful concentration
2-oxygen deficiency
3.3.19 If harmful conditions on deck exist:
- all non-essential work on deck should cease and
- only essential personnel should remain on deck, taking all appropriate precautions
3.3.20 The symptoms of the effect of oxygen deficiency as asphyxia:
- at levels below about 19%:
o general indisposition
o headache
o dizziness
o sleepiness
o noises in the ears
o nausea
o vomiting
- at levels below 16%:
o unconsciousness, and
o if the victim is not removed quickly, permanent brain damage and death will result.
3.3.21 The reliance should not be placed on symptoms for indicating an oxygen-deficient
atmosphere
3.3.22 Persons have varying susceptibility to oxygen deficiency but that all will suffer if the oxygen
content drops below 16% by volume
3.3.23 If oxygen is less than 21% an atmosphere may be extremely dangerous unless it is
known which gas has replaced the oxygen.

Toxicity of inert gas

3.3.24 The main hazard associated with inert gas is its low oxygen content, but that it may
also contain toxic gases
3.3.25 The main toxic constituents of inert gas:
- low oxygen content
- carbon monoxide has a TLV – TWA of 50 ppm
- nitrous gases:
o nitrogen monoxide (NO), TLV of 25 ppm (vol.)
o nitrogen dioxide (NO2), TLV of 5 ppm (vol.).

3.4 HAZARDS TO THE ENVIRONMENT

3.4.1 def. “pollution” as inconvenience or damage, caused by human activities, animals,

plants and to our environment as a whole, by spreading of hydrocarbons and chemical
compounds to air, water or lend
3.4.2 a major oil pollution can harm other industries like fishery, tourism, etc.
3.4.3 crude oil tankers, product tankers and chemical tankers are chiefly responsible for
marine pollution
 o about 700,000 tonnes a year
o dry docking (30,000 tonnes)
o non- tanker accidents (20,000 tonnes)
3.4.4 cargoes in tankers may be harmful to the environment in different ways:
o blanket the surface interfering with the oxygen exchange between the sea and the
atmosphere as result
o blanket the seafloor interfering with growth of marine life as result
o toxic into the sea food
o deposition on tidal mud flats.
3.4.5 most chemicals carried represent a pollution risk:
o bioaccumulation
o damage to living resoutces
o human health harm
o reduction of amenities.
3.4.6 hazards caused to the environment, covering the effect on human and marine life
from the release of oil, chemicals or gases
o bioaccumulating substances are liable to produce tainting of seafood
o bioaccumulated to significant extent substances can produce a hazard to aquatic
life or human health
o damage to living resources
o hazard to human health by skin and eye contact or inhalation
3.4.7 explain the effect that the specific gravity and solubility of the cargo have on the
hazards to the environment in the event of a spilage
o more heavier than sea water substances sinkks
o more lighter than sea water substances floats
o non – soluble floating substances spread on a huge area producing a vapour cloud
o if a fully refrigerated liquid is spilled the rapid evolution of vapour occures
o spillage of a liquid gas from a pressure vessel:
 the high pressure at release quickly falls to ambient, and this results in
extremely rapid vaporisation. This is called flash evaporation.
3.4.8 the effect of the cargo vapour pressure and atmospheric conditions on the hazards
to the environment:
o TVP of different liquid cargoes depends on the ambient temperature: temperature
increased  TVP also increases
o If TVP exceeds atmospheric pressure, the liquid commence to boil, producing
vapour – in – air mixtures (vapour cloud)
VAPOUR + AIR  FLAMMABLE
3.4.9 the dangers arising from a vapour cloud drift as potential fire and health hazards
The dangers arising from a vapour cloud drift as potential fire and health hazards.
Cold liquid can cause frostible onhuman tissue and to the environment.

3.5 REACTIVITY HAZARDS

3.5.1 chemical cargo may react in a number of ways, such as:

 1-with itself (self reaction)
2-with air
3-with water
4-with another cargo
5-with other materials
3.5.2 examples of each of the above reactions
- polymerisation, for example, is self reaction. (C  C) and (C  C) polymerisation is a chemical
reaction whereby two or more molecules of the same substance monomer combine with one
another, so that a new compound polymer develops of the same gross composition as the
original monomer, however, with a double or multiple molecular weight. Example: n(CH 2 CH2)
 (CH2CH2)n
Ethylene Polyethylene
- the combination of an element with oxygen is called an oxide, and the phenomen which is
produced by this oxidized compound an oxidation reaction.
- Autoxidation is a chemical reaction whereby the substance itself produces the oxygen for
oxidation. But autoxidation reactions are started by oxygen from the air.
(eg. DIETHYL ETHER and other ETHERS
EPOXIDES
BENZOLDEHYDE etc.)
- some substances can combine with water or can be decomposed by water, as a result of
which either a hazardous situation arises or the quality of the product strongly changes, or
products develop which cause a corrosion of materials. In this case, contamination with
water must be prevented.
(eg. Decomposition with water under the formation of acids.
FATS and GLYCERIDES     fatty acids
- to avoid dangerous chemical reaction between different kinds of cargoes there is the cargo
compatibility chart.
- Hazardous chemical reactions with metals can occur with substances which form
acetylides with these metals. Acetylides are EXPLOSIVE! Examples: Ethers, Epoxides.
3.5.3 reactivity data of chemicals are given in the ICS or other Cargo Data Sheets:
There is “Handling and storage recomendations” in the CDS, consisting of two parts:
o unsuitable materials, and
o suitable materials
3.5.4 polymerization is the formation of larger molecules as a result of self-reaction
Polymerisation takes place when a single molecule (a monomer) reacts with another molecule of
the same substance to form a dimer. This process can continue until a large-chain molecule is
formed, possibly having many thousands of individual molecules (a monomer). The process may
be catalysed by the presence of oxygen (or other impurities) or by heat transfer during cargo
operations.
During the transport the polymerisation reactions have to be prevented to avoid problems such as
heat generation, formation of a layer of solid polymer on the innerside of the roof of the cargo
tank, formation of solid particles which block the pumps, etc.
3.5.5 the effects of temperature on the reactivity of cargoes and polymerization:
- increasing 10oC  reactivity of cargoes be doubled
- polymerization: -temperature increases
-toxic gases produces.
3.5.6 the presence of impurities may act as catalysts on the reactivity of cargoes and
 polymerization
impurities act as “active centres” to start polymerization.
3.5.7 polymerization may, under some circumstances, be dangerous
Polymerization may be catastrophic to the ship, and when transporting such liquids it is
important to monitor the temperature of the cargo at certain intervals. A rise in temperature
may indicate that a reaction is in progress, and some measures should be taken to bring the
situation under control. Such liquids will normally be added an inhibitor and may require
inerting, and the shipper should give a clear loading instruction and voyage instruction in
relation to control of inhibitor.

3.6 CORROSION HAZARDS

A brief introduction:
- corrosive effects of chemicals on human tissues and on the ship’s equipment and
structure are very dangerous!
- some highly corrosive cargoes will require special materials for tank construction and
cargo systems.
3.6.1 some cargoes may be corrosive to human tissue and to a ship’s equipment and
structure
When handling corrosive liquids especially three danger details should be born in mind:
1 -danger of corrosion of ship or equipment
2 2 –danger of fire
3 –health hazards.
Corrosive products can only be transported in ships equipped with special tank-materials, special
coatings and with gaskets used to the purpose.
3.6.2 instructions about the use of protective clothing should be observed (Tanker Safety
Guide requirements).
The liquids will when they come in contact with skin or tissue damage or even destroy this. The
wounds will be painful and heal slowly. Eyes and mucous membranes are very sensitive to
corrosive liquids, so therefore do not neglect the use of protection equipment.
3.6.3 care should be taken to ensure that unsuitable materials are not introduced into the
cargo system
Corrosion is the etching or attack of metals on the surface. Corrosion can have different causes:
- a chemical corrosion of metals only occurs at high temperatures, whereby the metal is
oxidized by oxygen.
- an electrochemical corrosion of metals occurs at low temperatures under the influence of
water (humidity) and oxygen. Cargo and material compatibility see in the CDS (unsuitable or
suitable materials)
3.6.4 the effect of concentration and evolution of hydrogen on corrosion
When corrosive liquids attack metal, fumes are evolved which may be flammable or explosive if
mixed with air. Especially acids evolve free hydrogen, which is very explosive mixed with air, and
do not forget that corrosive liquids themselves may be flammable and may cause auto ignition in
saw dust, rags or other materials.
Do remembe:
Safe working practices followed to avoid coming in contact with corrosive cargoes and that
appropriate protective clothing is used and precautions are taken while handling such cargo.
3.7 HAZARDS FROM LIQUEFIED GAS

o Flammability
o Toxicity (poisoning)
o Asphyxia (sufocation)
o Low temperature (frostible)
o Chemical burns
3.7.1 liquefied gas cargoes are transported at or close to their boiling point
3.7.2 the boiling temperatures of these cargoes range from –162 oC for methane to 0 oC
for butane
3.7.3 low temperatures can cause cold burns, which may damage skin and tissue when in
direct contact with cold liquid or vapour

health data – cargo liquid (effect on the human body)

Substance Frostbite Chemical burn

Methane Yes -
Ethane Yes -
Propane Yes -
Butane Yes -
Ethylene Yes -
Propylene Yes -
Butylene Yes -
Isoprene Yes -
Butadiene Yes -
Ammonia Yes Yes
Vinyl chloride Yes -
Ethylene oxide Yes Yes
Propilene oxide No Yes
Chlorine Yes Yes

3.7.4 these low temperatures can cause brittle fracture if cold cargo comes in sudden
contact with metals
3.7.5 liquefied gas cargoes give off vapour readily because they are boiling
3.7.6 cargo vapour can be lammable, toxic or both
3.7.7 cargo vapour in sufficient concentration will exclude oxygen and may cause
asphyxiation whether the vapour is toxic or not
In general, such a problem is limited to enclosed spaces. Oxygen deficiency in an
enclosed space can occur with any of the following conditions:
o When large quantities of cargo vapour are present
o When large quantities of inert gas or nitrogen are present, and
o Where rusting of internal tank surfaces has taken place.
For the above reasons, it is essential to prohibit entry to any space until an oxygen content
of 21 per cent is established.
3.7.8 an explosive mixture may be produced when most cargo vapours are mixed with air
All liquefied gases transported in bulk by sea, with the exception of chlorine, are
flammable. The vapours of other liquefied gases are easily ignited. The exception to this is
ammonia hich requires much higher ignition energy than the other flammable vapours.
Accordingly, fires following ammonia leakage are less likely than with the other cargoes.
However, in practice it is usual to consider the possibility of ammonia ignition and to act
accordingly.
3.7.9 the vapours from some liquefied gas cargoes are toxic by inhalation
3.7.10 some toxic gases caried in gas tankers can be absorbed into the body through the
skin
Toxicity is the ability of a substance to cause damage to living tissue, including impairment
of the nervous system. Illness or, in extreme cases, death may occur when a dangerous
gas or liquid is breathed, taken orally or absorbed through the skin. (In general, the term
‘toxic’ and ‘poisonous’ can be considered synonymous.)
3.7.11 some gases are caustic and can damage human tissue (the skin, lungs, throat and
eyes.) The effect is more known as chemical burns (corrosive/irritant).
Chemical burns can be caused by ammonia, chlorine, ethylene oxide and
propylene oxide. The symptoms are similar to burns by fire, except that the product
may be absorbed through the skin causing toxic side-effects. Chemical burning is
particularly damaging to the eyes.
Symptoms:
o A burning pain with redness of the skin
o An irritating rash
o Blistering or loss of skin
o Toxic poisoning.
Treatment:
o Attend first to the eyes and skin
o Wash the eyes throughly for ten minutes with copious amounts of fresh water
o Wash the skin thoroghly for ten minutes with copious amounts of fresh water
o Cover with a sterile dressing.
Otherwise, the treatment is as for burns, details of which are contained in the IMO Medical
First Aid Guide.
On some gas carriers deck showers and eye baths are provided for water dousing; their
locations should be known.
3.7.12 some cargoes in liquefied gas tankers are reactive and may react in a number of
way:
Metha Ethane Propan Butan Butadi Isopren Ammon
ne e e ene e ia
Flammable X X X X X X X
Toxic X X
Polymerisation X X

REACTIVE WITH:
Magnesium X X
Mercury X X X
Zinc X
Copper X X X
 Aluminium X X X
Mild carbon steel X
Stainless steel
Iron
PTFE* X
PVC** X

Ethylene: Stainless steel containing 9% nickel is the usual containment material for ethylene.
Ethylene oxide: Stainless steels types 416 and 442 as well as cast iron should not be used in
ethylene oxide cargo containment and piping systems.
Polyethylene: not suitable with liquid methane due to brittle fracture/
Ethanol: reacts with Chlorine
Methanol: reacts with Chlorine
PTFE* - polytetrafluoroethylene (jointing material)
PVC** -polyvinyl chloride (electric cable insulation).

3.7.13 necessary information for each cargo on board must be available on cargo data
sheets (CDS)
3.7.14 all personnel on board should use the cargo data sheets to acquaint themselves
with the characteristics of each cargo to be loaded.

4 HAZARD CONTROL

4.1 CARGO SAFETY DATA SHEETS (CDS)

4.1.1 information about cargoes to be handled is essential to the safety of

the vessel and her crew
4.1.2 such information may be found on ICS or other Cargo Data Sheets for
each product, which also included all necessary data for the safe
handling and carriage of the cargo
4.1.3 cargo information for most tanker cargoes is kept on board and
available for all concerned
4.1.4 the cargo will not be loaded unless sufficient information necessary
for its safe handling and transportation is available
4.1.5 the responsible officer (R.O.) will see to it that the necessary cargo
information is posted on the notice board prior to cargo operations
4.1.6 all personnel engaged in cargo operations shouldfamiliarize
themselve with the cargoes by studying the ICS or other Cargo Data
Sheets (CDS)
4.1.7 cargo information is fundamental in cargo planning
4.1.8 list reference books where cargo information may be found:
- International Chamber of Shipping (ICS), Tanker Safety Guide (Liquefied Gas), 3rd ed.
- International Chamber of Shipping, Safety in Oil Tankers
- International Chamber of Shipping, Safety in Chemical Tankers..
- SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals, 2nd ed.
4.2. METHODS OF CONTROLLING HAZARDS ON TANKER

4.2.1 all cargoes can be handled safely by showing the greatest care throughout
operation and by following standing instructions at all times:
All tankers and gas carriers are designed so that, in normal operation, personnel should never be
exposed to the hazards posed by the products being carried. This assumes, of course, that the
ship and its equipment are maintained properly and that operating instructions are followed.
In the event of accidental leakage, emergency inspections ormaintenance tasks, personnel may
be exposed to liquid or gaseous product.
Many of the fatalities in enclosed spaces on oil tankers have resulted from entering the space
without proper supervision or adherence to agreed procedures. In alomost every case the fatality
would have been avoided if the simple guidance had been followed. The rapid rescue of
personnel who have collapsed space presents particular risk. It is human reaction to go to the aid
of a colleague in difficulties, but far too many additional and unnecessary deaths have occured
from impulsive and ill-prepared rescue attempts.
4.2.2 precautions taken to avoid health hazards, such as:
1-strict control of entry into pump-room, cargo spaces and other enclosed spaces
2-proper procedures to be followe before entry into enclosed spaces, including
thorough ventilation of the spaces
3-use of adequate protective clothing
4-thorough cleansing of personnal clothing after contact with cargo
5-continuous monitoring of the atmosphere in working spaces for petroleum vapour
and toxic gases
Because of the danger of hazardous atmospheres, an enclosed space should only be entered
when it is to do so. At such times a permit to work should be issued and this should be specific as
to date, time and space concerned and list the precautions to be taken. Alternatively, for ship tank
entry purpose the Maritime Safety Card should be completed. (See IMO’s International Maritime
Dangerous Goods Code). The Maritime Safety Card consists of General Precautions, Warning
and Safety Check List..
Operational requirements concerning cargo information you can find in the Ch. 16.2 of the IBC
Code and in the Ch. 18.1 of the IGC Code.
4.2.3 there are strict procedures for ventilation and gas-freeing to ensure that fire and
health hazards are minimized
4.2.4 the mechanical ventilation arrangements in the pump-rooms have a capacity to
ensure sufficient air movement through the space
IBC Code Ch. 12.2:
Mechanical ventilation inlets and outlets should be arranged to ensure suficient movement
through the space to avoid the accumulation of toxic or flammable vapours or both and to ensure
sufficient oxygen to provide a safe working environment, but in no case should the ventilation
system have a capacity of less than 20 changes of air per hour, based upon the total volume of
the space.
4.2.5 the construction of the cargo-tank ventilation system reduces the risk of cargo
vapur in gas-safe areas, for example vapour from cargo tank is led by ventilation
line to the cargo ventilation tower
Ventilation exhaust ducts from gas-dangerous spaces should discharge upwords in locations at
least 10 metres in horizontal direction from ventilation intakes and opening to accomodation
spaces and other gas-free spaces.
4.2.6 def. “gas-freeing” as the replacement of cargo vapours,inert gas or any other gases
with air
This is the removal of toxic, flammable and inert gas from a tank or enclosed space followed by
the introduction of fresh air.
4.2.7 ventilating to a too-lean atmosphere as gas-freeing
The level to which the hydrocarbon vapour must be reduced varies according to the product. In
general it is necessary to reduce the hydrocarbon content in the inert atmosphere to about 2 per
cent (vol.) before air blowing can begin.
4.2.8 before personnel enter any tank, the atmosphere must be checkedmfor oxygen
content, hydrocarbon content and, after carrying some cargoes, toxic gas content
(Safety Check List see in 4.2.2)
4.2.9 a cargo tank is gas-free only when oxygen content is 21% by volume and no
vapours from cargo or toxic costituents of inert gas can be measured in values
above the threshold limit value (TLV)
4.2.10 explain that to avoid fire, reactivity and corrosion hazards, certain precautions are
taken such as:
1 -inerting
2 -provision of anti-static measures
3 -water padding
4 -nitrogen padding
5 -segregation of cargoes
6 -separation of pipng system
7 -use of inhibitors to prevent polymerization
8 -use of drying agents
9 -compatibility of materials
10-suitability of materials and tank coatings
4.2.11 “inert gas” definition:
A gas, such as nitrogen, or a mixture of gases containing insufficient oxygen to support
combustion.
4.2.12 inert gas is used in cargo tanks:
1 -to protect the cargo from polymerization, oxydation and humidity
2 –to replace air and thereby prevent fire and explosion
(IMO requirements in detail see Ch. 9 both IBC Code and IGC Code).
4.2.13 inerting is done by replacing cargo vapours with an inert gas until the concentration
of cargo vapours is lower than the LEL
4.2.14 inert gas used on tankers is either nitrigen or inert gas produced in the ship’s inert-
gas plant
Inert gas is used on gas carriers to inert cargo tanks and to maintain positive pressures in hold
and interbarrier spaces. This is carried out in order to prevent the formation of flammable
mixtures. For cargo tanks the inerting operation is a necessary preliminary prior to aerating for
inspection of drydock but it can be time-consuming. Inerting is also required before moving from a
gas-free condition into the loaded condition. Regarding inerting levels, prior to gassing-up, a tank
should have an oxygen content of less than 5 per cent but sometimes a lower figure is required
by loading terminals. Prior to aeration, the inerting process should have achieved an
hydrocarbon content of below 2 per cent (vol.)
For all but the smallest of LPG ships, combustion inert gas plant is usually fitted on board and has
the primary purpose as described above. For LNG ships, combustion-type inert gas is often fitted
and this is usually in addition to plant able to produce small quantities of nitrogen for inerting holds
 and interbarrier spaces.
As mentioned above, inert gas produced on gas carriers takes two forms. It may be produced by
means of a combustion inert gas generator and, in this case, typical components of the gas as
shown below:

Inert gas compositions (for ch. Tankers and gas-carriers):

Component Inert Gas by Nitrogen Membrane
combustion Separating Process
Nitrogen 85 to 89% Up to 97%
Carbon dioxide 14% -
Carbon monoxide 0.1% (max) -
Oxygen 1 to 3% 3%
Sulphur oxides 0.1% -
Oxides of Nitrogen traces -
Dew point - 45oC o
- 65 C
Ash & Soot present -
Density (Air = 1.oo) 1.035 0.9672

For oil tankers:

Components: Before Scrubber: After Scrubber:

Nitrogen, N2 Approx. 80 vol. % Approx. 80 vol. %

Carbon dioxide, CO2 Approx. 14 vol. % Approx. 14 vol. %

Oxygen, O2 2 to 5 vol. % 2 to 5 vol. %

Water vapour, H2O Approx. 5 vol. % 20 oC: Approx. 2 vol. %

40 oC: Approx. 7 vol. %

Carbon monoxide, CO Approx. 0.01 vol. % Approx. 0.01 vol. %

Nitrous gases, NOx Approx. 0.02 vol. % Approx. 0.02 vol. %

Sulphur dioxide, SO2 Approx. 0.3 vol. % Approx. 0.005 vol %

Soot 300 mg/m3 30 mg/m3

4.2.15 states that the correct inerting procedure is ensured by regular checks of the tank
atmosphere
4.2.16 states that atmosphere checks are done by measuring the percentage of oxygen and cargo
 vapopurs through the sampling tubes
4.2.17 states that the atmosphere in an inerted tank or void space is safe with regard to fire
hazard but dangerous with regard to health
4.2.18 state that to avoid electrostatic hazard:
tal objects together the ship's structure
1 - bonding to earth is effectively accomplished by concnnecting all metal objects to the
ship's structure
2 -the ship's hull is naturally earthed through the seawater
4.2.19 list examples of objects which might be electrically insulated in hazardous situations and
which must therefore be bounded
4.2.20 when a cargo tank is maintained in an inerted condition anti-static precautions are not
normally necessary
4.2.21 anti-static measures to be taken if the tank is in non-inerted condition with regard to:
1 -safe flow rates
2 –procedures for ullaging and gauging
4.2.22 anti-static measures to be taken when handling static accumulator oil with regard to:
1 -initial flow rate
2 –anti-static additives
During the initial stages of loading into each individual tank the flow rate in its branch line shopuld not
exceed a linear velocity of 1 metre/second.
When the bottom structure is civered and after all splashing and surface turbulence has ceased, the rate can be
increased to the lesser of the ship or shore pipeline and pumping system maximum flow rates, consistent with
proper control of the system. Experience indicates that hazardous potentials do not occur if the velocity is below
7 m/s and some national codes of practice suggest this as the maximum velocity. However, where well
documented experience indicates that higher velocities have been safely used, the limit of 7 m/s may be
replaced by an appropriate higher value.
The following table can be used to relate volumetric flow rate to the pipeline diameter:

linear velocity 7 m/s 3 m/s 1 m/s

pipe diameter (inches) m3/h m3/h m3/h

4” 200 90 30
6” 450 200 70
8” 800 350 120
10” 1250 550 180
12” 1800 780 260

During loading, and for 30 minutes after the completion of loading, metallic equipment for dipping, ullaging
or sampling must be introduced into or remain in the tank. Examples of equipment include manual steel
ullage tapes, portable gauging devices mounted on deck standpipes, metal sampling apparatus and metal
sounding rods. Non-conducting equipment with no metal parts may, in general, be used at any time.
However, ropes or tapes used for lowering equipment into tanks must not be made from synthetic
naterials.
After the 30 minutes waiting period, metallic equipment may also be used for dipping, ullaging and
sampling but it is essential that it is effectively bonded and securely earthed to the structure of the ship
before it is introduced into the tank and that it remains earthed until after it has benn removed.
 If serious static charges are expected in a loaded liquid:
- do not use conductive tape, bobs for gauging;
- do not use conductive tape, bobs for gauging;
- do not use metal cans for sampling;
- do not use nylon tape;
- wait (30) minutes before gauging/sampling.
If the oil contains an effective antistatic additive it is no longer a static accumulator. Althhough strictly this
means that the precautions applicable to an accumulator can be relaxed, it is still advisable to adhere to
them in practice.
4.1.23 define ‘padding’ as the filling and maintaining of the cargo and associated piping
system with an inert gas, other gas or vapour with an inert gas, other gas or vapour, or
liquid, which separates the cargo from air
In spite of inert gas is used for both inerting and padding. “Inerting” is defined like filling the cargo tank
with a gas or vapour which will not support combustion as “padding” is defined like filling the cargo tank
with a liquid, gas or vapour which separates the cargo from the air.
For example, Ch. 17 of the IBC Code requires of inerting for cargo of DIETHYL ETHER, and both
padding and inerting for cargo of CARBON DISULPHIDE. The requirements are indicated in the column
‘h’ of the Ch. 17 IBC Code/
4.1.24 cargoes which present a major fire hazard are kept under a ‘padding’ during the voyage
4.1.25 the purpose of segregating the cargoes:
- to prevent reaction of cargo and cargo vapours subject to the IBC/BCH Codes into vital spaces, such
as accomodation, service and machinery spaces and drinking water tanks and stores for human
consumption. These should be segregated by means of a cofferdam, void space, cargo pump-room,
pump-room, empty tank or other similar space.
- Cargoes, residues of cargoes or mixtures containing cargoes which react in a hazardous manner with
other cargoes, residues or mixtures should segregated from such other cargoes.
Also they should have separate pumping and piping systems, and separate tank venting systems.
4.1.26 to determine whether or not a cargo can be loaded adjacent to another cargo, the cargo
compatibility chart is used (see 3.5.2)
4.2.27 segregation and separation of cargoes and spaces are fundamental to the
safety of the tanker, and that this is achieved by means such as cofferdams, void spaces,
etc.
If two or more cargoes are carried simultaneously they are normally segregated from each other to avoid
contamination and, in some cases, chemical reaction. If segregation is needed to avoid contamination,
shipper’s requirement on the degree of segregation necessary should be observed. If the same piping has
to be used different cargoes great care should be taken to ensure draining and purging, if necessary,
between cargoes. Separate reliquefaction system should be used for each cargo, if possible. However, if
there is a danger of chemical reaction, it is necessary to use completely segregated system at all times. In
such cases regulation requires “positive segregation”, i.e. by means of removable spool pieces or pipe
sections. If in doubt whether two cargoes are reactive, the data sheets (CDSs) for each cargo should be
consulted and advise sought from shippers or other auothority; if this advice seems inconclusive the
cargoes should be trated as incompatible and requiring “positive segregation”.
The following precautions should be observed:
a) All pipeline and equipment should be drained and purged after being used for one cargo and before
being used for another,
b) All temporary pipework should be gas-freed, disconnected and properly stowed when not in use: this
applies particularly to temporary connections between inert gas and cargo lines and liquid or vapours
 connections to deck storeage vessels (DPV, deck tanks).
c) Adjacent systems carrying two different compatible cargoes should be isolated by at least two valves at
each cross connection, or preferably by a positive blank.
d) If the cargoes carried can react, the responsible officer should ensure that the pipeline systems for
each cargo are completely isolated from each other. This entails checking that all necessary blanks are
fitted or that pipe spool pieces have been removed.
4.2.28 segregated ballast tanks (SBT) are tanks designated for ballast only
4.2.29 segregated ballast tanks are equipped with a pumping system that is independent of the
cargo system,in order to avoid contamination by cargoes
4.2.30 explain, with the aid of a simple drawing, how cargo is routed from the manifold to tanks on
a chemical tanker with separate lines for each tank
(Fig. 8.21 page 145 of IMO model 1.01/2000 explains itself -An arrangement for cargo loading using a
drop line)
4.2.31 explain, with the aid of a simple drawing, how cargo is routed from tank to manifold on a
chemical tanker with deepwell pumps and separate lines from each tank
(Fig. 8.24 page 147 of the IMO Model 1.01/2000 explains itself-Simplified cargo piping system on a
chemical tankers with deepwell pumps, a deck-mounted cargo heater and separate lines from the
manifold to each cargo tank)
4.2.32 the functions of inhibitors and catalysts
-undesirable or dangerous reactions may be prevented, or at least the rate of reaction may be reduced,
by adding a suitable inhibitor to the cargo. Inhibitors can be toxic. Ships’ personnel should ensure that an
inhibitor information form is received from the cargo shipper before departure from the loading port.
For example, to prevent POLYMERISATION most commonly used are HQ (HydroQuinone) and TBC
(Tertiary Butyl Catechol).
-CATALYSTS are used to increase the rate of reaction.
For example, platinum wire is used in the explosion meter as a catalytic detector pellistor. When a
mixture of hydrocarbon gas with air is drawn over the pellister the gas ozidises on the hot filament in
the concentration range between zero and LFL.
4.2.33 inhibitors added to a liquid cargo may not inhibit reactions of the cargo vapour in the ullage
space
The difference between the vapour pressure of an inhibitor and its cargo has an important bearing on the
effectiveness of the inhibitor. Generally, inhibitors have a vapour pressure lower than the cargo in which
they sit. Accordingly, the greatest protection is provided in the liquid. This leaves the gases in the vapour
space relatively unprotected. It follows therefore that condensation in the vapour space can suffer from
increased rates of polymerisaton and problems have been known to occur in these areas.
4.2.34 the atmosphere in cargo tanks, and, in some cases, the spaces surrounding cargo tanks,
may require special attention, and that ‘cargo conditioning’ also requires inerting, padding
and drying conditions to be maintained
4.2.35 the purpose of drying agents:
to remove water vapour and free water from the cargo handling system in any refrigerated ship before
loading. In this is not done, the residual moisture can cause problems with icing and hydrate formation
within the cargo system.
Methane, ethane, ethylene, propane and butane may combine with water, under conditions of increasing
pressure or reducing temperature, to form white crystalline solids which are known as hydrates. These
hydrocarbons are unusual in their ability to carry more water in solution as a vapour than as a liquid (for
propane, eight times more at 6oC). Thus, propane vapour which is saturated with water vapour will
release free water upon being condensed in a reliquefaction plant, and hydrate may form if this
condensate-water mixture is cooled in a heat exchanger or by pressure reducing at a regulation valve or
cooling spray.
4.2.36 the monitoring techniques used for ensuring proper conditions in inerting, padding and
drying
In general, we need to check both oxygen content and water content, and beside that we have to know
dewpoint, oCelsium. There are oxygen meter and Dewpoint meter. The dew point of a vapour, at a given
pressure, is defined as the temperature at which the vapour begins to condense as the temperature
decreases.
For example, the tank is clean and dry. The air in the tank is 20 oC, relative humidity is 100% and
dewpoint-meter reading is 20oC.
Purging with dry NITROGEN measure the OXYGEN content are as follows:

O2 content Water content Dew point

o
Vol % Vol % C

21.0 2.4 20
2.1 0.24 12
0.21 0.024 34
0.10 0.012 40

For chemical tankers’ cargoes sometime is requested dewpoint (D.P.) no less than 40oC and for
gastanker 10oC (butane, butadiene, butylene), 40oCC (propane,propylene oxid), 50oC
(Ethylene), etc.
Tank atmosphere drying can be accomplished in several ways: drying using inert gas from the
shore, drying using inert gas from ship’s plant and on board air-drying systems.
4.2.37 all materials used for construction on tankers and the assocoated piping, valves and
pumps must be resistant to the cargoes carried, and dictated by the service temperature
Where a ship has been designed specifically to carry fullymrefrigerated ethylene (with a boiling point at
atmospheric pressure of 104oC) or LNG (atmospheric boiling point 162oCC), nickel-alloyed steels (such
as Invar) or aluminium must be used for the material of tank construction.
The choice of cargo tank materials is dictated by the minimum service temperature and, to a lesser
degree, by compatibility with the cargoes carried.
In general, for chemical tankers are used next materials: Mild Steel, Lined Steel (Coating of Mild Steel),
‘Clad’ Steel (Mild Steel and Stainless Steel ‘clad’), Stainess Steel and Aluminium.
4.2.38 mild steel is the normal material for the construction of a chemical tanker
Uncoated mild steel:
Cargo tanks inuncoated mild steel are rare exceptions in chemical tankers of today and therefore the
choice is usually between stainless steel and coated tanks.
4.2.39 mild steel is resistant to most chemicals, but that its propensity to rust makes it unsuitable
for chemical cargoes
4.2.40 rust makes tank cleaning more difficult and may also contaminate the cargo
4.2.41 in order to avoid cargo contamination and to obtain a smooth surface on tank structures,
mild-steel cargo tanks on chemical tankers are always coated internally with paint that is
resistant to groups of chemicals
4.2.42 no coating today is suitable for all cargoes shipped in chemical tankers, and that a '‘ating
resistance list'’must be strictly followed when a cargo is to be loaded in a coated tank
Most tanks in modern tankers are coated, i.e. covered by a protective layer of a substance mostly of a
polymer nature. A number of coatings with very specific properties has been developed for use in
chemical tankers, and to avoid damage to the coating it is necessary to have a through knowledge of their
possibilities and to treat them properly.
Tanks are coated for the following purposes.
1. Diminishing of corrosion in the tanks.
2. Avoidance of contamination of the cargo by ferrous substance (rust)
3. Easier tank cleaning and gas freeing.
4. Easier tank inspection.
The choice of type of coating for mild steel cargo tank is not a straight forward one. There is no general
purpose type coating that has an acceptable resistance to a majority of a chemical and oil product
cargoes.
To comply with the various demands which are aroused for chemical tankers several types of coatings
have been developed in all kinds of qualities. Some of the more important are:
Epoxy: Resistant to many chemicals and light organic acids, poor resistance to strong solvents such
as ketones.

Polyurethane: Comparable to epoxy but with better resistance to fatty acids, and poorer resistance to
Alkalines.

Neoprene: Primarily for acids and alkalines. Poorer resistance to solvents and hydrocarbons.

Zinksilicate: Very resistant to solvents and hydrocarbons, but normally only resistant to products in the
pH-range from 6.5 to 9.

Siloxirane: Siloxirane is a multifunctional polymer coating with a very dense, highly cross-linked
molecular structure.
The resistance list offers a lot of information, for example:
5 Chemical formula,if known,
6 The name of product,
7 UN-number,
8 MARPOL pollution category,
9 IMO Ship type
10 Resistance information and limitations.
The manufacturers of coatings will normally provide information regarding suitability for various cargoes
and the operationals aspects.
4.2.43 most chemical tankers have their cargo-tank section divided into some coated tanks and
some stainless-steel tanks
4.2.44 stainless steel may be ‘clad’ or solid
A further matter for choice is whether the plates should be solid stainless or clad steel. Solid stainless
plates are of course must be with single bulkhead divisions and stainlessproperties required on both
sides. plates are mild steel plates with a layer of a stainless steel on one side. The cladding is usually
produced by hot rolling.
4.2.45 clad steel consists of a mild steel plate with a veneer of stainless steel of about 2 mm
thickness
Advantages of Clad Steel
The advantage of clad steel over solid are:
11 Lower cost for the material.
12 Higher tensile strength of the mild steel.
 13 Homogeneous material in double bottom tanks surfaces and in wing tanks
Disadvantages of clad steel
The main disadvantages is more labour demanding welding procedures and preparation, and hence
higher production costs.
The strength of the bonding between the stainless cladding and the backing materials is not relied upon
for transfer of large transverse forces. The cladding must therefore be ground off in a way of welding.
4.2.46 stainless steel is resistant to almost all chemicals
Standards of stailess steel
The most commonly used standard for stainless steel is the AISI standard, which shows the composition
of the various grades. For the tank chemical tankers the grade 316L should be the minimum choice. The
L notation stands for low carbon which is advantageous both for weldability and for corrosion resistance
and prevention. In some cases a higher grade has been chosen for horizontal (tank top) plating while
316L has been used for bulkheads.
4.2.47 stainless steel is not ‘stainless’ or corrosionresistant unless it is handled property
The performance during service of the stainless steel depends heavily on the correct handling of the
steels prior to and during the building process. Strict cleanliness must also be exercised in order to avoid
contamination of the surface by ferrous particles.
Fresh water flushing
During service it is important to avoid the exposure to seawater as far as practicable.Thorough flushing
with fresh water subsequent to any seawater exposure is a must. Likewise, cargo or washwater residues
should not be allowed to remain in empty tanks for any length of time.
4.2.48 the steel manufacturer’s or the owner’s instructions for maintenanc of stainless-steel tanks
and piping must be strictly followed by ship’s personnel.

5 SAFETY EQUIPMENT AND PROTECTION OF PERSONNEL

5.1 SAFETY MEASURING INSTRUMENTS

safety meas5.1.1 measuring instruments may be personal, portable, or fixed types

On board tankers, fixed and portable gas measuring instruments are provided. These instruments are for
protecting gases and the dangers it presents as a fire or a health hazard crew especially when entering
an enclosed space.
Regulations regarding equipment for evaluation of tank atmosphere are given in the both Chemical
Tankers Codes and Gas Carrirers Codes
5.1.2gas me5.1.2 gas measurements are the only way to get correct information about the composition of the
atmosphere in a tank
With the exception of ammonia and methane, most cargo vapours at ambient temperatures are denser
than air. This can result in layering within the cargo tank. In addition internal structures can hold local
pockets of gas. Thus, whenever possible, samples should drawn from several positions within the tank.
5555555.1155.1.3 different types of gas-measuring equipment common on board tankers:
Oxygen analyser/meter
An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn from a
tank, pipe or compartment.
Explosimeter
(Combustible-gas detector, explosive meter)-an instrument used to detect combustible hydrocarbon
gases, generally using a heated filament of a special metal to oxidize the gas catalytically and measure
the gas concentration as a percentage of its Lower Flammable Limit. No single instrument is suitable for
 all combustible vapours.
Chemical absorption detector
An instrument used for the detection of gases or vapours working on the principle of a reaction occuring
between the gas being sampled and a chemical agent in the apparatus.
5.1.4 gas-measuring equipment for atmosphere evaluation is available on board
5555555..1.55.1.5 how to use of:
1-portable oxygen meter
2-portable explosion meter
3-toxic gas meter (chemical absorption tubes)- see video
Oxygen analysers
Several different types of oxygen analyser are available. For example, oxygen diffuses through the teflon
membrane into a potassium chloride solution and actvates the chemical cell. When the swich is closed,
current flows round the circuit and deflects the ammeter needle. The more oxygen absorbed by the
solution, the greater the current and the needle deflection indicates the percentage of oxygen in the
atmosphere being sampled. This instrument operates without batteries and is relatively insensitive.
Other types of analysers include the polarographic and paramagnetic-type instruments. These are much
more sensitive and require batteries.
Combustible gas indicators
Catalytic instruments
The basic electric circuit (Wheatstone Bridge) of the combustible gas indicator is shown in the figure
below:

The gas to be measured is aspirated over the sensor filament which is heated by the bridge current.
Even though the gas sample may be below the lower flammable limit, it will burn catalytically on the
filament surface. In so doing it will raise the temperature of the filament and thereby increase its electrical
resistance and so unbalance the bridge. The resultant imbalance registers on the meter so providing to
the hydrocarbon content in the air.
Such instruments are designed proncipally to indicate flammability but are also used to detect the
presence of small concentrations of gases in air.
The meter scale commonly reads from zero per cent to 100 per cent of the lower flammable limit (LFL).
On instruments having a dual range a second scale indicates zero to 10 per cent of the LFL. Instruments
of this type contain battaries which must be checked prior to use and it is a recommended practice to
check the instrument using a calibration gas at frequent intervals.
Toxicity detectors
If the composition of the natural air changes in any way, it should be tested, to determine the substance
which caused this change. To determine the hazard potential of a gas it is necessary to measure its
concentration and to consider the duration of exposure and other parameters such as the type of work
being performed.
If only the concentration of an air pollutant is known it is difficult to evaluate the degree of the hazard. But
an important prerequeste to determining the potential of any gaseous air pollutant is the determination of
the concentration with a suitable gas measurement device. The kind of device to be used depends on
which gases have to be measured and how often. There is no universal instrument which measures all
gases or vapours.
Toxic gas detectors are usually represented with Drager Tubes with direct reading colourmetric indication
have many applications. Approximately 350 different substances cn be measured with Drager-Tubes.
Limited selectivity and the fact that Drager-Tubes are usually capable of only being used once may
present a disadvantage. If repeated measurements of the same substance are to be performed daily, a
measurement device like the Drager Pac II CO with its electrochemical sensor for the measurement of
carbon monoxide is more economical than Drager-Tubes.
Before each measurement an assessment of the situation should be made as to what contaminants are in
question, at what times, and so forth, according to established safety procedures.
High concentrations are generally given in volume percent (vol.-%), i.e. 1 part of substance in 100 parts 0f
air. Air consists of 21 Vol.-% oxygen, (i.e. 100 parts of air contain 21 parts of oxygen).
In smaller concentrations the engineering unit ppm = parts per million (mL/m 3) is used. The concentration
ppm means 1 part of substance in 1 million parts of air, ppb refers to 1 part of a substancein 1 billion parts
of air.
The conversation of very small concentration units to Vjl.-% is as follows:

1 Vol.-% = 10,000 ppm = 10,000,000 ppb.

What is a Drager-Tube?
5.1.6 every gas tanker has a fixed gas-detection system
5.1.7 the fixed gas detector gives an automatically controlled protection against concentrations
of flammable gas that are too high, and that it is thereby fundamental to the safety of the
gas tanker.
Gas detection systems
The provision of gas detection systems on board gas carriers os of importance. The Gas Codes require
gas carriers to have a fixed gas detection system with audible and visual alarms. These must be fitted in
the wheelhouse, in the cargo control room (CCR) and at the gas detector location. Detector heads are
normally provided in the following spaces:
1 Cargo compressor room
2 Electric motor room
3 Cargo-control room (unless slassified as gas-safe)
4 Enclosed spaces such as hold spaces and interbarrier spaces ( excepting hold spaces containing
Type ‘C’ cargo tanks)
5 Airlocks
6 Burner platform vent hoods and engine room gas supply pipelines (LNG ships only).
Gas carrier crews should be familliar with gas detection equipment and its operating principles.
Manufacturer’s instructions should always be followed.

5.2 SPECIALIZED FIRE-EXTINGUISHING APPLIANCES

5.2.1 all seafarers are required to attend basic safety training in compliance with the provisions
of STCW 95visions of STCW 95
5.2.2 personnel on board tankers should be familiar with fire prevention and fire fighting,
including:
1 - fire-gighting media normally used to fight and control fires, such as:
 water in the form of a jet, a spray, and a fog
 foam
 halon
 carbon dioxide gas
 steam
 dry powder
 sand
 2 - including the different classes the vital importance of applying the correct
media to particular types of fire, including classes of fire
3 -that water in the form of a wide-angle spray (diffuser nozzle) can be used to
shield personnel from radiant heat
4 -the three main methods of controlling a fire are:
 removal of oxygen (smothering)
 cooling (reduction of ignition source)
 inhibition of the burning process
5.2.3 on all gas tankers a water spray system for cooling, fire prevention and crew protection must
be installed to cover certain deck areas, superstructures and
accomodation
Gas tanker are fitted with a fixed water spray system for fire protection purposes.
This covers areas such as:
1 Cargo tank domes
2 Cargo tank areas above deck
3 Cargo manifold areas
4 The front of the accomodation, and
5 Control room bulkheads facing the cargo-deck.
Minimum water flow rates of 10 litre/m 2 per minute for horizontal surfaces and 4 litre/m 2 per minute for
vertical surfaces must be achieved. In addition to the fixed water spray systems, all gas tankers must be
fitted with a fixed dry powder instalation.
5.2.4 the purpose of the International Shore Connection (fire):
The purpose of the International Shore Fire Connection is to connect the fire water supply from shore to
the ship fire main or to interconnect the fire mains of two ships. The shore fire connection provides a
standardised joint between two systems where each might otherwise have couplings or connections that
do not match.
Both the ship and shore must have an international shore fire connection. There are four notches 19 mm
¾” dia. on the ship’s couplings 4 holes, and 19 mm ¾” dia on the shore couplings. Material: Brass or
Bronze Suitable for 150 psi Service.
5.2.5 special considerations should be given when fighting fires for different cargo types
Tankers are equipped with a wide array of fire extinguishing appliances and equipment both fixed and
portable. These appliances should always be kept in good order and be available for immediate use at all
times.
Every ship should be provided with a fixed deck foam system in accordance with the Codes (Ch. 11, both
IBC Code and IGC Code).
In accordance with IBC Code (11.3.2) only one type of foam concentrate should be supplied, and it should
be effective for the maximum possible number of cargoes intended to be carried.
Fire protection requirements – See Chapter 17 of the IBC Code in the column ‘l’.
Cargo information should be on board and available to all concerned, giving the necessary data for the
safe carriage of cargo (Ch. 18 of the IGC Code).
5.2.6 fire-fighting procedures and appliances used for fires involving electrical apparatus which:
1 -has not been isolated from the electrical supply
DO NOT USE WATER,FOAM
Carbon Dioxide (CO2)
Carbon dioxide is safe for use on fires involving electricity.
Carbon dioxide is an excellent smothering agent for extinguishing fires, when used in conditions where it
will not be widely diffused. Carbon dioxide is therefore effective in enclosed areas such as machinery
spaces, pumprooms and electrical switch rooms where it can penetrate into places that cannot be other
means. On an open or jetty area, carbon dioxide is comparatively ineffective.
Carbon dioxide does not damage delicate machinery or instruments and, being a non-conductor, can be
used safely on or around electrical equipment.
Hold only the insulated parts of the discharge hose or horn. With the expansion and evaporation of the
CO2 there are cooling process and a danger of frost burn if the discharge horn is not correctly held. Do not
remain in the area after discharge as CO2 is asphyxiating.
Dry Chemical Powder
Dry Powder gives a fast flame knock-down, and may be used on fires involving live electrical equipment.
However, it may not be effective against a deep seated fire.
Dry chemical powder is discharged from an a free flowing cloud. It is most effective in dealing initially with
a fire resulting from an oil spill on a jetty or on the deck of a tanker but can also be used in confined
spaces. It is especially useful on burning liquids escaping from leaking pipelines and joints. It is a non-
conductor and therefore suitable for dealing with electrical fires. It must be directed into the flames.
Avoid inhalation of powder.
2 –is isolated from the electrical supply
5.2.7 basic fire-fighting procedures and appliances used for fires of liquids
Liquid (pool) fires
Significant pool fires are not likely on the ship’s decks because the amount of liquid which can be spilled
in such a location is limited. The arrangement of the ship’s deck, with its camber and open scuppers, will
allow liquid spillage to flow quickly and freely away over the ship’s side. Prompt inintiation of ESD
procedures further limits the availability of liquid cargo.
Furthermore, on LNG ships a water curtain is fitted to provide a warming flow down the ship’s side
adjacent to the cargo manifold. This is to limit the possibility of brittle fractures.
5.2.8 basic fire-fighting procedures and appliances used for fires of liquefied gases
Each gas ship and terminal should have fire—fighting plans and muster lists promenently displayed.
These should be carefully read and understood by all personnel. As a general guide, when a liquid gas
fire occurs, the correct procedure to adopt is as follows:
1 Raise the alarm
6 Assess the fire’s source and extent, and if personnel are at risk
7 Implement the emergency plan
8 Stop the spread of the fire by isolating the source of fuel
9 Cool surfaces under radiation or flame impingement with water, and
10 Extinguish the fire with appropriate equipment or, if this is not possible or desirable, control the spread
of the fire as above.
5.2.9 the correct procedures and extinguishing media to be used for fires involving dangerous
cargoes are given in the ICS or other Cargo Data Sheets (CDS)
For example:
CDS of ACRYLONITRILE (inhibited)
EMERGENCY PROCEDURES
Use alcohol-resistant foam, dry powder or carbon dioxide, DO NOT USE: alkaline materials (soda acid
extinguishers). Fire fighters must wear full protective clothing and breathing apparatus. Keep adjacent
tanks cool with water spray.

CDS of AMMONIA
Stop gas supply. Fire figters should wear breathing apparatus and protective clothing. Extinguish with dry
powder, Halon or CO2 . DO NOT spray water directly onto burning ammonia due to the danger of
increased evaporation, but water-spray will reduce vapour concentration and cool surrounding area.
5.2.10 How to use of foam monitors
If the fire is contained steadely direct the foam on to a vertical surface and let it spread in an unbroken
flow over the burning surface. In the case of an open spill fire aim the foam upwords and slowly sweep
from side to side. This will create a ‘foam blanket’ by allowing the foam to fall (gently) on to the fire.
Do not direct the foam monitor into a liquid as this may only spread the fire. Neither should the monitor be
directed into the foam ‘blanket’ as this will break the foam seal and allow in air which could cause re-
ignition.

5.3 BREATHING APPARATUS, TANK EVACUATING, RESCUE AND ESCAPE EQUIPMENT

5.3.1 spaces not normally entered (e.g. double bottoms, cofferdams and pipe tunnels) are
capable of being ventilated to ensure a safe environment when entry into these spaces is
necessary
Proper ventilation helps keep chemical dust fumes and vapours away from your breathing zone. Make
sure your ventilation system is always in good working condition and fans, motors, filters and vents are
cleaned and well-maintained.
5.3.2 define ‘enclosed spaces’ as tanks for cargo, bunkers, water, slops or ballast, pump-rooms,
cofferdams or any similar enclosed compartment
5.3.3 explain why spaces defined in objective 5.3.2 may be dangerous to enter
An enclosed space is one with restricted access that is not subject to continuous ventilation and in which
the atmosphere may be hazardous due to the presence of hydrocarbon gas, toxic gases, inert gas or
oxygen deficiency.
5.3.4 no person should enter a tank or an enclosed space without permission from a responsible
officer (RO)
5.3.5 only a tank or space declared gas-free can be entered by personnel without breathing
apparatus and protective clothing
5.3.6 a gas-free tank or space may not be considered to remain gas-free unless regular
measurements of the atmosphere prove so
5.3.7 safety precautions when entering enclosed spaces
No one should enter any cargo tank, cofferdam, double bottom or other enclosed space unless an entry
permit has been issued by a responsible officer who has ascertained immediately before entry that the
atmosphere within the space is in all respects safe for entry. Before issuing an entry permit, the
responsible officer should ensure that:
1 The appropriate atmosphere checks have been carried out, namely oxygen content is 21% by volume,
hydrocarbon vapour concentration is not more than 1% LFL and no toxic or other contaminants are
present.
2 Effective ventilation will be maintained continuously while the enclosed space is occupied.
3 Lifelines and hamesses are ready for immediate use at the entrance to the space.
4 Approved positive pressure breathing apparatus and resuscitation equipment are ready for use at the
entrance to the space.
5 Where possible , a separate means of access is available for use as an alternative means of escape
in an emergency.
6 A responsible member of the crew is in constant attendance outside the enclosed space in the
immediate vicinity of the entrance and in direct contact with a responsible officer. The lines of
communications for dealing with emergencies should be clearly established and understood by all
concerned.
In the event of an emergency, under no circumstances should the attending crew member enter the tank
before help has arrived and the situation has been evaluated to ensure the safety of those entering the
tank to undertake rescue operations.

6.3.1 precautions for entering cargo pump-rooms during cargo, ballast or tank-cleaning
operations
The pumproom should be continuously ventilated during all cargo operations.
Before anyone enters a pumproom it should be throughly ventilated, the oxygen content of the
atmosphere should be verified and the atmosphere checked for the presence of hydrocarbon and toxic
gases.
Ventilation should be continuos until access is no longer required or cargo operations have been
completed. Clear procedures should be established with regard to undertaking pre-entry checks, gas
testing, and subsequent regular atmosphere monitoring.
6.3.2 How to use for:
It is always preferable to achieve a gas-free condition in a tank or enclosed space prior to entry by
personnel. Where this is not possible, entry into tanks should only be permitted in exceptional
circumstances and when there is no practical alternative, in which case breathing apparatus (and if
necessary, protective clothing) must be worn. There are four types of respiratory protection:
1 Self Contained Breathing Apparatus (see 11.5.2 ISGOTT)
2 Air Line Breathing Apparatus (ALBA) (see 11.5.3 ISGOTT)
3 Cartridge or Canister Face Masks (see 11.5.4 ISGOTT)
4 Hose Mask (Fresh Air Breathing Apparatus (see 11.5.5 ISGOTT)..
Only trained personnel should use self-contained and air line breathing apparatus (ALBA) since incorrect
or inefficient use can endanger the user’s life.
1 -self-contained compressed-air breathing apparatus (CABA)
A rough guide to the duration of a cylinder is given by assuming an average air consumption of 40 litres
per minute. A safety margin of 10 minutes is also applied. Thus the duration of cylinder with a free air
volume of 1240 litres is calculated:
(1240/40) minus 10 minutes.
The estimated available worktime is, therefore, 20 minutes + 10 minutes safety margin
Calculations are usually already completed and permanently marked on the Entry Control Board.
It is important that the wearers practice with the sets in order that they may become comfortable and
confident with them.
Practised personnel with rhythmic and steady breathing will use less air, and thus give the CABA sets
longer duration, than the untrained.
In order to minimise the amount of air used:
1 train frequently, including wearing the mask in difficult circumstances
2 be very familiar with the use of the equipment
3 control breathing so that it is steady. Panting and ‘panic’ breathing will reduce the available time
4 use clean shaven personnel as a beard will often inhibit a good seal around the mask
5 do not use air unnecessarily (eg. While waiting to enter a compartment)
6 be familiar with the area to be netered.
Other factors affecting the amount of air consumed include age, fitness, state of health, smoker/non-
smoker, state of mind and overall workrate.
The BA wearer must recognise that he is responsible for his own safety and that of others.
The following guidelines must be followed to minimise any risk:
Do not commence with a CABA cylinder which is less than 80% full, unless permitted to do so by the
Controller
The set must be donned in fresh air.
Beside that Air Line Breathing Apparatus (ALBA) can be used.
Air line breathing apparatus has been developed to enable compressed air equipment to be used for
longer periods than would be possible using self-contained equipment (SCBA) alone and to give easier
access to confined compartments.
The apparatus consists of a face masks supplied with compressed air through a small diameter air hose.
Air from compressor is suitable filtered and its pressure reduced to design pressure required to supply air
to the mask.
Only peple who have been trained, tested and certified should wear a respirator. What follows are only a
few general guides.
1 If you are working around mists, make shure your mask or filter will protected against mists Make sure
your respirator creates a good seal around your mouth and nouse.
2 ound metal fumes, wear a fume respirator. Fumes are so small they can pass right through a
dust filter.
3 Dust filter will not stop gases or vapours either. There are however, some combination
dust/fume or dust/vapour respirators on the market.
4 When you use the carriage respirator, match the substance you are using. Replace the
cartridge at recommended intervals or at the first sign of any odor or taste of the vapour.
5 Do not use air purifying respirators when the chemical has no odor to aid in its detection. You
have no way of knowing the mask or cannister-starts to wear out. Self-contained and air line
breathing apparatus allow you to go into areas where the chemicals cannot be detected by
odor or sight. And remember that air purifying respirators must not be used in an oxygen
deficient environment.
6 As with any other safety device, keep respirators and breathing apparatus well maintained and
ready for immediate use.
Respirators protect the nouse and mouth and the eyes if you have a full mask, but a respirator won’t
protect your skin. You may also need protective clothing.
7 -filter-type respiratory protection for emergency escape
A respirator consisting of mask and replaceable canister filter through which air mixed with toxic vapour is
drawn by the breathing of the wearer and in which the toxic elements are absorbed by activated charcoal
or other materials. A filter dedicated to the specific toxic gas must be used. Sometimes this equipment
may be referred to as cartridge respirator. It should be noted that a canister filter respirator is not suitable
for use in an oxygen deficient atmosphere.
Additional information see Ch.11.5 ISGOTT.
8 -a complete set of safety equipment
One complete set of safety equipment should consist of:
9 one self-contained air-breathing apparatus (not using stored oxygen);
10 protective clothing, boots, gloves and tight-fitting goggles;
11 steel cored rescue line with belt: and
12 explosion-proof lamp.
At least one set of safety equipment should be kept in a suitable clearly marked locker in a readily
accessible place near the cargo pump-room. The other sets of safety equipment should also be kept in
clearly marked, easily accessible, suitable places
-stretcher and tank evacuating equipment
A stretcher which is suitable for hoisting an injured person up from spaces such as a cargo pump-room,
should be placed in a readily accessible location.
To arrange quick and effective response, in case of emergency, lifelines, breathing apparatus,
resustitation equipment should always be kept ready for use and a trained emergency team should be
available.
5.3.10 pump-rooms have permanent arrangements for hoisting an injured person with a rescue
line.

5.4. PROTECTIVE CLOTHING AND EQUIPMENT

5.4.1 for the protection of personnel engaged in loading and discharging operations, there must
be suitable protective clothing on board:
Personal Protective Equipment (PPE) should be required depend of kind of cargo and type of tanker.
For oil tankers:
In general, fireman’s outfit-protective clothing, boilersuit, safety helmet, gloves, and ‘tankerman’s’ boots
are requested. For certain cargoes the Rules require the use of tight-fitting goggles.

Personnel should be required to wear respirattory protective equipment under the following
circumstances:
When Permissible Exposure Limits (PEL) specified by national or international authorities are exceed.
When closed operations cannot be conducted for any reason and hydrogen gases and/or other gases
concentrations could exceed Permissible Exposure Limits.

For chemical tankers:

Protective equipment consists of large apron, special gloves with long sleevs, suitable footwear, coveralls
of chemical-resistance material, and tight-fitting goggles or face shield or both. The protective clothing and
equipment should cover all skin so that no part of the body is unprotected.
Unsuitable and suitable materials: see CDS of ACRYLONITRILE, for example:
Unsuitable materials:
6 Gloves or protective clothing made of:
Leather
Natural or nitrile rubber
Suitable materials:
1 Mild steel
2 Stainless steel
3 Aluminium
4 Gloves or protective clothing made from:
PVC neoprene, high density polyethylene.

For gas carriers:

In addition to breathing apparatus, full protective clothing should be worn when entering an area where
contact with cargo is a possibility. Types of protective clothing wary from those providing protection
against liquid splashes to a full positive pressure gas-tight suit which will normally incorporate helmet,
gloves and boots. Such clothing should also be resistant to low temperatures and solvents.
It is particularly important to wear full protective clothing when entering an enclosed space which has
contained toxic gas such as ammonia, chlorine, ethylene oxide, propylene oxide, vinyl chloride or
butadiene.
For certain cargoes the Gas Codes require the use of suitable eye protection.
5.4.2 for entering gas-filled spaces there must be complete sets of safety equipment on board
5.4.3 all equipment for personnel protection must be kept in clearly marked lockers
5.4.4 all personnel should wear protective clothing when involved in cargo operations
5.4.5 on chemical and gas tankers, there must be respiratory and eye protection equipment for
every person on board, for purposes of emergency escape
5.4.6 how to use of of protective clothing
5.4.7 on chemical and gas tankers decontamination showers and eyewash must be available in
certain locations on deck
5.4.8 stretchers and medical first-aid equipment must be provided on board

5.5 RESUSCITATORS

Resuscitator (def)
Equipment to assist or restore the breathing of a man overcome by gas or lack of oxygen.
Most tankers and terminals are provided with special apparatus for use in resuscitation. This apparatus
can be of a number of different types. It is important that personnel are aware of its presence and are
trained in its proper use.
5.5.1 the circumstances under which a resuscitator should be used
All terminal and tanker personnel should be instructed in resuscitation techniques for the treatment of
persons who have been overcome by toxic gasses or fumes, or whose breathing has stopped from other
causes such as electric shock or drowning.
5.5.2 How to use of resuscitator
The apparatus should be stowed where it is easily accessible and not kept locked up. The instructions
provided with it should be clearly displayed on board ship. The apparatus and the contents of cylinders
should be checked periodically accordance with maintenance plan. Adequate spare bottles should be
carried. Due a number of different type of resuscitation equipment follow strictly maker’s instruction!

5.6 SAFETY PRECAUTIONS AND MEASURES

Tank atmosphere evaluation

5.6.1 circumstances when the atosphere in cargo tanks and enclosed spaces must be tested as:
1 -prior to entry by personnel
2 –to establish that there is a gas-free condition prior to repair work, entry to a shipyard
or dry-docking
3 –during inerting, gas-freeing and purging operations
4 as a quality control before loading/changing cargo
5.6.2 an evaluation is the only way to get correct information about the composition of the tank
atmosphere
5.6.3 the information essential to evaluation of the tank atmosphere as:
1 -the nature of the constituent gases
2 -flammability
3 -toxicity/oxygen deficiency
4 –reactivity
5.6.4 the atmosphere in tanks or enclosed spaces must be considered dangerous unless proper
checks prove
5.6.5 expain the impotance of taking measurements of the atmosphere at several positions
within a tank
5.6.6 before entry in enclosed spaces:
 1 -oxygen content must be 21% by volume
2 –hydrocarbon content must be less than 1% LFL
3 –toxic gas concentration must be less than its TLV
5.6.7 after tank washing, manual removal of residue may be necessary
5.6.8 residue removal generates more hydrocarbons gas
5.6.9 gas-freeing operations must therefore be continuous
5.6.10 adjacent bulkheads and pipelines may constitute additional sources of hydrocarbon gas
5.6.11 the inert gas supply to the tank should be shut off
5.6.12 a gas-free certificate is needed from a qualified chemist before contractor’s work can be
carried out
5.6.13 an additional hot work permit is required for hot work
5.6.14 such certificate and permit must be reissued every day that work is carried out, or such
lesser period as the port authority stipulates

Accommodation
5.6.15 the accommodation is located outside the cargo area
No accommodation spaces should be located over cargo tanks or pump-rooms and no cargo tanks
should be aft of the forward end of accommodation of chemical tankers. By other words, superstructure
for accommodation on chemical tankers must be designed on the aft part of hull.
5.6.16 superstructures for accommodation are designed to minimize the possibility of entry of
cargo vapour and that this design feature should not be impared in any way
5.6.17 no entrances, air inlets or openings to the accommodation are facing the cargo area
5.6.18 accommodation portholes and windows facing the cargo area and those within a certain
distance from the cargo area, are of the non-opening type
5.6.19 all doors, portholes or windows in accommodation should be kept closed during cargo
operations
5.6.20 mechanical ventilation and air-conditioning units supply air to accommodation spaces
5.6.21 all ventilation systems should be stopped or operated on closed cycle if there is any
possibility of cargo vapour being into accommodation spaces
5.6.22 air intakes for accommodation and for the engine-room are subject to requirements with
respect to minimum distance from ventilation outlets of gas-dangerous spaces
5.6.23 access to accommodation or to the engine-room is subject to requirements with respect to
the minimum distance from the bulkhead of the accommodation
5.6.24 for the safety barrier concept to be successful itis essential that the ship’s staff follow the
safe operational practices

Precautions against fire

5.6.25 precautions against fire as:
1 -prohibiting except in designated spaces
2 –absolute prohibition of smoking in calm weather
3 –prohibiting any form of naked light (naked lights: open flames or fires,lighted cigarettes,
cigar, pipes or similar smoking materials, any other unconfined sources of ignition, electrical
and other equipment liable to cause sparking while in use, and unprotected light bulbs.)
4 –prohibiting non-safety matches and gas lighters
5 –prohibiting matches and lighters outside accomodation
6 –requiring the use of approved types of safety matches under strictly controlled
conditions
7 requiring the use of only approved types of fixed electrical equipment (approved
 equipment: Equipment of a design that has been tested and approved by an appropriate
authority such as a Government or classification society. The
8 permitting only galley equipment of an approved design to be used
9 prohibiting the use of battery-powered personal equipment
10 exercising close control over the condition and use of tools and equipment
11 requiring all electrical lighting, motors, portable lamps, torches and other equipment to
be of an approved type
12 stopping all cargo operations if an electrical storm is imminent or taking place
13 maintaining overpressure in accomodation
14 keeping accomodation doors and windows closed
15 maintaining overpressure in gas-safe spaces inside cargo areas
16 keeping close control and ensuring safe conditions if hot work, hammering, chipping or
sandblasting is to be carried out
17 keeping the bonding in hoses and line systems mechanically and electrically sound
(bonding def.: The connecting together of metal parts to ensure electrical continuity)
18 avoiding spills of flammable liquid and releases of cargo vapour
19 that two sides of the triangle are normally removed on board gas tankers for safe
operation in tanks and on decks
20 that oxygen and ignition sources must be eliminated in cargo tanks where flammable
material is present in the form of cargo vapours
21 that cargo vapours and ignition sources must be eliminated on deck and in other gas-
dangerous zones where oxygen is present
5.6.26 list dangers from:
1 accumulations of oily rags, waste and other flammable material
Liable to ignite spontaneously according to the oil content.
2 cathodic protection units becoming detached and falling into cargo spaces with the
possibility of spark generation
3 the use of aluminium paints on areas of rust, thereby generating heat
4 the generation of static electricity, and electrical discharge thereby, from:
4.1 flow of petroleum (non-conductor) through metal pipelines (conductor)
4.2 concentration of static at oil free-surface during loading
4.3 water washing of cargo tanks
4.4 lowering sampling or ullaging equipment into a tank
4.5 water slugs from a high-capacity tank-washing machine
4.6 surging of ballast water
5.6.27 in general:
1 an important countermeasure to prevent electrostatic hazards is to bond all metal
objects together
2 on ships, bonding to earth is effectively accomplished by connecting all metal objects
to the ship’s structure
3 the ship’s hull is naturally earthed through the seawater

7 POLLUTION PREVENTION

7.3 CAUSES OF MARINE (AIR AND WATER) POLLUTION

 7.3.1 marine pollution at sea can occur as a result of:
1 strandings and collisions
2 lightering operations
3 normal operations such as tank washing and line flushing
4 deballasting
5 thermal expansion of oil in tanks and piping
7.3.2 marine pollution in port can occur as a result of:
1 leaking hoses and loading arms
2 overflow from tanks
3 equipment failure
4 procedural failures, e.g. improperly set sea valves

7.4 PREVENTION OF MARINE POLLUTION

7.4.1 International Maritime Organization (IMO) is the international body responsible for
controlling marine pollution
7.4.2 IMO achieves this by adopting the International Convention for the Prevention of Pollution
from Ships, commonly known as ‘MARPOL’
7.4.3 Annex I of the MARPOL Convention contains regulations for control of pollution by oil
7.4.4 Annex II of the MARPOL Convention contains regulations for control of pollution by
noxious liquid cargoes carried in bulk or tank washings from such cargoes
7.4.5 to prevent hazards to the environment, the following should be observed:

Oil tankers
7.4.6 for oil tankers at sea:
1 there are requirements for the discharge of oil into the sea which must be observed
2 in order to comply with these requirements, LOT procedures must be observed during
deballasting, decanting and tank cleaning operations
3 most crude carriers must:
 crude oil wash (COW) their cargo tanks to minimize oily wastes;
 have segregated ballast tanks (SBT); or
 have dedicated clean ballast tanks (CBT)
7.4.7 for oil tankers in port:
1 ship movements alongside must be restricted by adjusting moorings
2 all pipelines, joints and must be kept under observation whilst handling cargo
All valves in the cargo system should be treated as precision equipment. They should be regularly
inspected and maintained to ensure safe and efficient operation.
3 catchment must be fitted or placed at vulnerable points (hose connections, for example)
4 strict control must be exercised whilst loading to prevent tanks overflowing
5 all scuppers must be closed to prevent a discharge of oil from the deck overboard
6 all valves and blanks must be checked prior to cargo operations
7 valves not used should be secured if possible
8 sea valves not in use should be closed by double valves or blanked off
9 if oil is spilt, cargo operations must be stopped and warnings given to all involved

Chemical tankers
7.4.8 for chemical tankers at sea and in port:
 1 for the purpose of discharging slops containing cargo residues into the sea, Annex II
divides noxious cargoes on chemical tankers into four categories
2 these cateories are A,B,C and D, and a cargo of category A represents the most
dangerous pollutant and a cargo of category D the least dangerous
3 all operations on board involving cargo, ballast and bunkers should be done in
accordance with the applicable pollution regulations
4 carrying out operations in accordance with the ship’s Procedures and Arrangements (P
and A) Manual ensures that pollution regulations are completed with
5 care should be taken to avoid cargo spillage during cargo transfer, ballasting or tank-
cleaning operations
6 pollution-prevention procedures during the operations include keeping a watch on:
 levels in cargo, slop or ballast tanks
 cargo or ballast hoses or hard arms
 pumps, valves, gaskets, connections and hatches
 spill pans and scuppers
 alarms and instrumentation
 co-ordination of operation signals
7 personnel on watch should be present at all times during operations and regularly carry
out the inspections on the pollution-prevention procedures
Transport of chemicals by tankers may involve dangers for the ships and their crew. Besides,
dangers exist for the surrounding environment if compounds escape during transport, e.g. in the
case of accidents. If this happens near densely populated areas, the effects will be very clear (high
mortality marine flora and fauna, pollution of beaches). In the open sea they are less striking, but
not less important.
Some people are thinking that this pollution is not doing any harm, because:
5 they believe in an endless self-cleaning capacity of the ocean;
6 they assume that the pollutants will be sufficiently diluted by the enormous volume of the sea.
Besides, the sea belongs to nobody and, therefore, is a very cheap rubbish-dump.

Liquefied gas tankers

7.4.9 for liquefied gas tankers at sea and in port:
1 all operations on board involving cargo, ballast and bunkers should be done in
accordance with the applicable pollution regulations
2 during cargo-transfer operations, care should be taken to avoid release of cargo liquid
and/or vapours
3 the preparation for cargo transfer includes procedures to be followed to prevent
pollution of air and of water
4 these procedures include:
 inspection of cargo hoses, loading arms, valves and gaskets
 inspection of cargo system and instrumentation
 inspection of flanges, valves, connections and tank hatches for tightness
5 personnel on watch should be present at all times during cargo-transfer operations, and
should regularly carry out the inspections mentioned above
7.4.10 where required, all events should be recorded in the Oil/Cargo Record Book

Air pollution
7.4.11 air pollution may be caused by inert gas, hydrocarbon gas or any other cargo vapour
 finding their way into the atmosphere because of:
1 the breathing or venting of loaded tanks
2 purging or gas-freeing operations
3 loading or ballasting cargo tanks
7.4.12 hydrocarbon vapour collects above the surface of the oil
7.4.13 the vapour/air mixture is displaced during loading, ballasting, gas-freeing and tank-washing
operations
7.4.14 hydrocarbon gas, chemical gas and inert gas may be considered air pollutants
7.4.15 no measures are usually taken against air pollution at sea, apart from the necessary safety
precautions:
1 have good communication
2 have the best possible co-operation between ship and terminal
7.4.16 some ports have regulations restricting air pollution from tankers
7.4.17 certain displacement and containment measures can be taken to restrict air pollution
7.4.18 specifie the manner in which the emissions of volatile organic compounds (VOCs) from
tankers are to be regulated in ports and terminals
VOC: Any volatile compound of carbon which participates in atmospheric photochemicals
reactions. For regulatory purpose this may exclude carbon dioxide, carbon monoxide,
carbonic acid, metalic carbides or carbonates, and ammonia carbonate, depending on
regulatory body.
7.4.19 outline, briefly, the provisions for the control of VOC emissions from tankers
7.4.20 state that some terminals have a vapour emission control system
7.4.21 describe, in simple terms, the fundamental concept of a vapour control system.

7.5 MEASURES TO BE TAKEN IN THE EVENT OF SPILLAGE

7.5.1 the measures to be taken in the event of spillage, including the need to:
1 immediately report all relevant information to the appropriates officials when a spill is
detected or when a malfunction has occured which poses a risk of a spill:
2 promptly notify shore-based response personnel; and
3 properly implement shipboard spill-containment procedures
Emergency procedures: See CDS, for examples:
CDS of ACRYLONITRILE:
Spillage: Avoid contact with liquid or vapour. Extinguish sources of ignition. Wear full protective clothing
and breathing apparatus. Flood with copious amounts of water. Inform Port Authorities if a
significant spillage occures.
CDS of METHANE:
Spillage: Stop the flow. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
amounts of water to disperse spill and prevent brottle fracture. Inform Port Authorities of any major
spill.
CDS of AMMONIA:
Spillage: Stop the flow. Avoid contact with liquid or vapour. Extinguish sources of ignition. Emergency
team should wear breathing apparatus and protective clothing, others should leave the area. Flood
with large amount of water to disperse spill and prevent brittle fracture. Inform Port Authorities of
any major spill.

7.6 SOPEP + ‘OPA-90’

7.6.1 as per the MARPOL Convention, most tankers shall carry a Shipboard Oil Pollution
Emergency Plan (SOPEP)
The Shipboard Oil Pollution Emerency Plan (SOPEP) covering the requirements of Reg. 26 of Annex I of
MARPOL 73/78 and following the guidelines of IMO Resolution MEPC 54(32).
The afore mentioned manuals exist onboard all vessels and cover issues dealing with, reporting
procedures, response procedures, training and drill procedures
The plans cover specific response procedures for the identified emergencies onboard seagoing vessels in
order to minimize or eliminate the ensuring dangers. As a general rule it must be emphasized that all
actions must be executed quickly, precisely and efficiently.
The Shipboard Contingency Plan has been developed in accordance with IMO MSC/Circ. 760/96.
OPA-90 is required accordance with US Coast Guard (OPA-Oil Pollution Plan): to comply
with the requirements of USCG 33 cfr 155.1055 (26th June 1997). The vessel’s Vessel
Response Plan (VRP) MUST be used to respond to a discharge of oil or a substantial
threat of a discharge of oil in US waters. This includes ANY emergency in US waters.
7.6.2 in brief form the concept of the plan is to assist personnel in dealing with an unexpected
discharge of oil and to assist the ship’s officers to take quick action in an event of oil spillage.
7.6.3 the SOPEP consists of at least:
1 the procedure to be followed to report an oil pollution incident
2 the list of authority or persons to be contacted in an event of an oil pollution incident
3 description of action to be taken by persons on board to control the discharge of oil
4 the procedures and point of contact on the ship for co-ordinating shipboard action with
national and local authority.

7.7 SHIP/SHORE LIAISON

Safety regulations, good communication and the best possible co-operation between ship and terminal
are fundamental of the safety of personnel and material when alongside a terminal.

7.7.1 for safe conditions alongside a terminal it is necessary to:

1 comply with safety regulations
Telephone, portable VHF/UHF and radio telephone systems should comply with the appropriate safety
requirements.
2 have good communication
Communication between the responsible officer on duty and the responsible person ashore should be
maintained in the most efficient way.
The selected system of communication together with the necessary information on telephone numbers
and/or channels to be used should be recorded on an appropriate form. This form should be signed by
both ship and shore representatives.
3 have the best possible co-operation between ship and terminal
The introduction of Vapour Emission Control (VEC) system reinforces the importance of good cooperation
and communications between the ship and shore. Pre-transfer discussions should provide both parties
with an understanding of each others’ operating parameters. The same requests are required when
buster pump have to be used. Details such as maximum transfer rates, maximum allowable both velocity
and pressure drops in the cargo or VEC systems, and alarm and shut-down conditions and procedures
must be agreed before operations commence (see Ship/Shore Safety Checklist-ISGOTT Appendix A)
7.7.2 safety precautions and procedures for personnel on watch prior to and during cargo
 transfer with regard to:
1 communication
Where there are difficulties in verbal communication, these can be overcome by appointing a person with
adequate technical and operational knowledge and a sufficient command of a language understood by
both ship and shore personnel.
2 cargo information
Name of product: correct technical name have to be used as listed in the IBC or GC Codes
Density: theoretical density for the reference temperature is indicated in the cargo information, but
actually density for maximum temperature

Quantity of cargo: as per Charter Party should be indicated

3 ship information/terminal information

4 moorings
5 emergency towing-off wires
6 gangways or accomodation ladders
7 fire-fighting equipment
8 lighting
9 unauthorized pesons
10 persons smoking, drunk or drugged
11 signs and notices
12 craft alongside
13 scuppers
14 weather precautions
15 connection/disconnection of hoses for cargo, slop or ballast
16 safety equipment and protective clothing
17 doors and portholes
18 designated smoking places
7.7.3 a ship/shore safety check list should be completed jointly by a ship's officer and a shore
representative to ensure the safety of both ship and terminal.

8 EMERGENCY OPERATIONS

This section covers the aspects of emergency operations on board. It includes

emergency measures, organizational structure, alarms, emergency procedures and
first-aid treatment. The main purpose for first-aid treatment is to emphasize the
importance of familiarizing with the ‘emergency proceduers’ in the CDS of the
cargo carried. In the event of an accident involving cargo, personnel should be able
to take proper action as recommended in the CDS. Text covering first-aid treatment
for accidents involving cargo can be found in the MFAG (Medical First Aid Guide
for Use in Accidents Involving Dangerous Goods, in the Tanker Safety Guides and
in Chapter 9 (Personal Health and Safety) of the Liquefied Gas Handling Principles
On Ships And In Terminals (SIGTTO publication).
8.3 EMERGENCY MEASURES

8.3.1 planning and preparation are essential for dealing successfully with emergencies and list
the information which should be readily available as:
1 type of cargo and its disposition
2 location of other hazardous substances
3 general arrangement plan of the ship
4 stability information
5 location of fire-fighting equipment and instruments for its use
8.3.2 in an emergency, important actions to take would include:
1 giving audible and visual warning that an emergency exists by means of:
6.1 bells, whistles or other audible devices
6.2 flasing lights
2 advising the command centre of the location and nature of the emergency
3 stopping any cargo-related operations, closing valves and openings in tanks
4 removing any craft alongside
8.3.3 personnel in the vicinity of the emergency should take appropriate action to try and control
the incident until the emergency team can take over
8.3.4 all crew members should know the location of all safety equipment, such as:
1 breathing apparatus
2 protective clothing
3 approved portable electric lights
4 instruments for measuring oxygen and other gases
5 first-aid kits
6 tank evacuation equipment
7 fire-fighting equipment with instructions for its use
8.3.5 all equipment which may be needed in an emergency must be maintained in good order
and always be ready for use, and list important items as:
1 fire-fighting equipment
2 breathing apparatus
3 protective clothing
4 alarm systems
5 communication systems
6 arrangement plans
8.3.6 towing hawers should be prepared, hung offside over bow and stern ready for use
8.3.7 a plan for dealing with an outbreak of fire or an explosion must be prepared and all crew
members briefed on its operation

8.4 ORGANIZATIONAL STRUCTURE

8.4.1 the planning for and the implementation of an emergency procedure require an emergency
organization
All tankers should have procedures ready for implementation in the event of an emergency. The
procedures must anticipate and cover all types of emergency which might be encountered in the particular
activities of the tanker or terminal. The main aim of the procedures will be to respond to a fire, although all
other possible emergencies such as hose or pipeline burst, cargo overflow, pumproom flooding, men
overcome by gas within tanks, breakouts of vessels, weather or blackouts, must be covered
There are Terminal Emergency Plan and Tanker Emergency Plan.
Planning and preparation are essential if personnel are to deal successfully with emergencies on board
tankers.
An emergency organisation should be set up which will come into operation in the event of an emergency.
-The purpose of this organisation will be in each situation to:
-Raise the alarm
-Locate and assess the incident and possible dangers
Organise manpower and equipment.
The plan should ensure that all arrangements apply equally well in port and at sea.
8.4.2 the basic structure of the emergency organization should consist of four elements:
1 emergency command centre (with an alternative emergency position identified for use if
the normal command centre cannot be occupied)
2 emergency party
3 back-up party
4 engineers group or technical team
8.4.3 the need to identify a senior officer as being in control during the emergency, with another
senior officer identified as his deputy
8.4.4 the general composition and the task of the emergency command centre
There should be one group in control of the response to the emergency with the master or the senior
officer on board in charge. The command centre should have means of internal and external
communication.
8.4.5 the general composition and the task of the emergency party
This group should be under the command of a senior officer and should assess the emergency and report
to the command centre on the situation, advising what action should be taken and what assistance should
be provided, either from on board or, if the ship is in port, from ashore.
8.4.6 the general composition and the task of the back-up emergency party
The back up emergency party under the command of an officer should stand by to assist the emergency
party as instructed by the command centre and to provide back up services, e.g. equipment, stores,
medical services including cardio-pulmonary resuscitation etc.
8.4.7 the general composition and the task of the engineers group
This group should be under the command of the chief engineer or the senior engineering oficer on board
and should provide emergency assistance as instructed by the command centre. The prime responsibility
for dealing with any emergency in the main machinery spaces will probably rest with this group. It may be
called on to provide additonal manpower elsewhere.
8.4.8 all pesonnel on board should know their place in the emergency organization and their duty
in case an emergency procedure is being initiated
8.4.9 the need for realistic drills to be undertaken periodically
Ship’s personnel should be familiar with the theory of fire-fighting and should receive instruction in the use
of fire-fighting and emergency equipment. Practices and drills should be arranged at intervals to ensure
that personnel retain their familiarity with the equipment.
In developing plans for dealing with incidents the following scenarios should be considered
-Main engine failure
-Steering gear failure
-Collision
-Grounding/stranding
-Dangerous structural defect
-Accommodation Fire
-Engine room fire
-Galley fat fire
-Deck fire
-Fire in non-cargo area
-Fire following leakage of cargo
-Fire in a compressor or motor room
-Water leakage into a hold or interbarrier space
-Flooding
-Machinery space casualty
-Man overboard
-Serious injury or illness
-Loss of electrical power
-Cargo containment leakage
-Cargo connection rupture, pipeline fracture or cargo spillage
-Lifting of a cargo system relief valves
-Abandon ship procedures
-Piracy/terrorism
-Salvage/Emergency towing
-Entry into enclosed space
-Heavy weather damage
-Helicopter/ship Operation
-Serch and Rescue Operation

7.3 ALARMS

7.3.1 a fire alarm signal or general alarm signals are given in case of:
1 fire
2 collision
3 grounding
4 man overboard
5 cargo hose burst
6 major cargo spillage or escape of vapour
7 every other emergency situation which calls for emergency actions
7.3.2 other alarm signals are given in case of:
1 high concentration of toxic or flammable vapours
2 unacceptable condition in cargo tanks or cargo systems
3 unacceptable conditions in auxiliary cargo systems
4 system failure in cargo plant and auxiliary systems
5 system failure in engine-room or machinery spaces
6 a CO2 discharge in engine-room or pump-rooms
7 a high level of oxygen in inert gas
8 high level of oil residues in overboard discharge
7.3.3 the ship’s muster list and emergency instructions specify details of the emergency alarm
signals
7.3.4 all personnel on board should be able to identify the different alarm signals
7.3.5 all crew members should be familiar with the emergency plan and act according to the plan
when the alarm is raised
7.3.6 any person who discovers an emergency should raise the alarm and pass on relevant as
quickly as possible

7.4 EMERGENCY PROCEDURES

7.4.1 the ship’s muster list and emergency instructions specify action to be taken by
each crew member and officer in case of an emergency
7.4.2 all personnel should be familiar with the emergency instructions and act according to the
instructions when the alarm is raised
7.4.3 a vessel’s safety plan and fire control plan specify details and loation of all equipment for
emergency use
An emergency can occur at any time and in any situation. Effective action is only possible if pre-planned
and practical procedures have been developed and are frequently exercised.
7.4.4 all personnel should know the location of emergency equipment and be familiar with its use
7.4.5 it is essential that personnel are properly trained for emergency operations
7.4.6 all equipment which may be used in an emergency must be maintained in good order and
be ready for use at all times
7.4.7 basic emergency actions to be taken in case of:
1 fire
-Sound the alarm and if possible advice to Engineer or Officer on watch (OOW) the location of seat of fire
and combustibles involved
-Make voice warning via public communication System
-Inform Master and Duty Engineer and if in the port to Advise to Port Authority
-Start to put fire before Emergency Team come
2 collision
-Sound alarm (internal and external)
-Stop engines
-Switch to manual steering
-Call Master
-At night, switch on deck lights, fix vessel’s time and position, make record on course recorder
-VHF to Channel 16 and appropriate GMDSS message
-Alert vessels in vicinity
-Call the fire fighting and flooding response team
-Call the lifesaving response team
-Gather remaining crew as required (As per Vessel’s Muster List)
-Check for injuries and missing persons
-Sound all tanks and bilges, check for pollution
-Record damage
-Record all positions of vessels involved
-Record all sound signals transmitted and received
-Estimate whether the other ship needs help.
-Assess condition of both collided vessels and if there is danger of sinking start survival operation
-Record all other vessels data
3 grounding
-Raise alarm (internal and external)
-Stop engine
-Call Master
-Shov Lights/Signals
-VHF to Channel 16
-Close all Watertight Doors (As per Vessel’s Muster List)
-Call flooding response team
-Sound all tanks and bilges, check for pollution around the vessel
-Estimate damage. Estimate quantity of incoming water onboard
-Depth soundings around the vessel
-Estimate type of sea bottom
-Notify position of vessel
-Check the tide, estimate possibility of sailing away during the next tide
-Estimate weather conditions and sea state
-Calculate ballast condition to avoid worsening of the situation
-Draft readings at the time of grounding
-Draft reading after grounding
-Record events in Log Book
-Record display of COURSE RECORDDER
4 cargo hose burst
-Raise alarm (internal and external, give agreed signal on the whistle (if applicable)
-Activate Emergency Shut Down (ESD) if applicable
-Stop main cargo pump if applicable
-Close manifold valves
-Inform shore by other means, like radio or walkie talkie
-Stop all fans to accommodation, main pump room and engine room
-Stand by in foam room, and start foam pump as instructed
-Men to all foam monitors, and stand by to start main foam water pump
-Start clean up procedures as soon as possible by all available means
-Perform emergency repairs as possible under the prevailing circumstances.
5 accident involving personnel
You can find in the Integrated System of Contingency Plans for shipboard emergencies. Module IV –
RESPONSE ACTIONS – provides guidance for shipboard personnel relating to an emergency when the
ship is UNDERWAY, berthed, MOORED, at anchor, IN PORT or dry dock.
(See IMO Resolution A.852 (20) adopted on 27 November 1997).

7.4.8 the correct emergency procedures for accidents involving dangerous chemicals are given
in the ICS or other Cargo Data Sheets (CDS).

7.5 FIRST AID TREATMENT

7.5.1 first-aid procedures for accidents involving dangerous chemicals are given in the ICS or
 other Cargo Data Sheets (CDS).
For ex. ACRYLONITRILE (Inhibited):
EMERGENCY PROCEDURES:
Liquid in eye:
DO NOT DELAY: Wash eye gently, keeping eyelids wide open, with copious amounts of clean water for
at least 10 minutes. If there is doubt that the chemical has not been completely removed, continue
washing for a further 10 minutes. Consult the MFAG or national equipment OBTAIN MEDICAL ADVICE
IMMEDIATELY.
Liquid on skin:
DO NOT DELAY: HIGHLY TOXIC BY SKIN ABSORPTION: Remove contaminated clothing and wash
affected area with copious amounts of water for at least 10 minutes. If there is any doubt that the chemical
has not been completely removed, continue washing for a futher 10 minutes. Consult the MFAG or
national equipment. OBTAIN MEDICAL ADVICE IMMEDIATELY.
Vapour inhaled:
With rescuers wearing breathing apparatus, remove casualty to fresh air. Check that casualty is breathing
– if stopped give artifical respiration at once by the Silvester method or, immediately available, by using
resuscitation equipment to avoid inhaling any toxic vapour expired by the casualty. Give cardiac
compression if the pulse is absent. Consult the MFAG or national equipment. OBTAIN MEDICAL ADVICE
IMMEDIATELY.
7.5.2 all personnel should be familiar with the first-aid procedure set out in the Data Sheets for
the cargoes carried
7.5.3 medical advice should be sought in the event of an accident
7.5.4 the emergency showers should be used immediatelly in the event of spillage of cargo liquid
in eyes or on skin
7.5.5 the correct treatment for most cargoes is to flush with water for at least 15 minutes and to
remove the affected clothing
7.5.6 for symptoms of vapour exposure the treatment for most cargoes is:
1 to remove the victim to fresh air
2 to give artificial resuscitation if breathing has stopped or is weak/irregular
Medical treatment for exposure to gas first involves the removal of the casualty to a safe area.Where
necessary it may also involve artifical respiration, external cardiac massage and the administration of
oxygen. Professional medical treatment should always be sought in cases where casualties have been
overcome by gas.
Treatment for casualty at once from the dangerous atmosphere – ensure that rescuers are equipped with
self-contained breathing apparatus so that they do not become the next casualty.
To check that the patient is breathing tilt the head firmly backwards as far as it will go to relieve
obstructions and listen for breathing with the rescuer’s ear over the patient’s nose and mouth.
Patient not breathing
7 Give artifical respiration at once
8 Give cardiac compression if the pulse is absent
Patient breathing but unconscious
9 Place the patient in the unconscious position
10 Check there are no obstructions in the mouth
11 Remove any dentures
12 Insert an Airway; leave in place until the patient regains consciousness
13 Give oxygen
14 Keep the patient warm
15 Give nothing by mouth
16 Give no alcohol, morphine or stimulant
Patient conscious but having breathing difficulty
17 Place the patient in a high sitting-up position and keep warm
18 Give oxygen.
If breathing does not improve despite these measures, then asphyxia or orther lung problems may have
occured. In such circumstances, or if the patient’s condition deterioates rapidly, obtain medical advise.
7.5.7 if frostible has occured this should be treated by immersion in lukewarm water
19 Warm the area quickly by placing it in water at 42oC until it has thawed
20 Keep the patient in a warm room
21 Do not massage the affected area
22 Severe pain may occur on thawing: give pain killer or morphine if serious
23 Blisters should never be cut, nor clothing removed if it is adhering firmly
24 Dress the area with sterile dry gauze
25 If the area does not regain normal colour and sensation, obtain medical advice
7.5.8 antidotes for cargoes are available on board
accordance with MFAG requests for cargoes to be carried.
7.5.9 all personnel should be instructed and trained in the technique of mouth-to-mouth (M-T-M)
resuscitation and basic first-aid treatment

9 CARGO EQUIPMENT

9.3 GENERAL CARGO-HANDLING EQUIPMENT ON BOARD OIL TANKERS

Cargo handling
The loading, discharging and transferring of bulk liquid cargo.
8.1.1 for this section the training should preferably be carried out on board
8.1.2 this section complements on-board training

OIL CARGO CONTAINMENT AND HANDLING

Tank arrangements
8.1.3 describe the general tank arrangements, including:
1 cargo tanks
Oil tanker must differ in their construction, from ordinary ships of the nature of the cargoes which they
carry. Oil contracts and expands with changes of temperature, so the tanks cannot usually completely full
and the oil will be free to wash around. This can setup quite large stresses on the hull, whilst the free
surface effect will reduce the ship’s stability. To minimize theses effects, longitudinal bulkheads, and wash
plates are fitted, together with a number of transverse bulkheads so as to divide the ship into reasonable
small tanks. The centre sections longitudinally are called the center tanks. Tanks are fitted with vents line
for the purpose of releasing overpressure in the tanks, stairways for tank inspection, hatch entrance which
is watertight, butterworth hole use to pass the portable washing machine in case of tank cleaning or other
operation & cargo pipings and others.
2 pump-room
The main cargo pumps, stripping pumps, eductor, ballast pumps and various valves,lines etc. Are
installed and interconnected in this room for the purpose of cargo loading and discharging operations,
ballasting/deballasting and tank cleaning, etc.
As hydrocarbon is often present at the bottom of the pump-room because of bilge, sludge, and drainage
of cargo oil, exhaust fans are installed on the top of pumproom in order to fully ventilate with fresh air.
Also a skyline is provided on the top for other purpose.
3 segregated ballast tanks (SBT)
This may be a double bottoms or a wing tank., constructed for the allocation of water ballast to obtain
suitable draft required for the ballast voyage. Pumps and lines are completely separated from cargo lines
or fuel lines. This tanks are protected by the attachment of zinc anodes or by a coating of anti-corrosive
paint to protect from corrosion. Where a double bottom tank is fitted it is water tight up to the bilges.
4 slop tanks
Specially designated for the collection of tank draining, tank washings and other oily mixture. It is fitted
with cargo lines. A pipe lines from stripping system is fitted. An overflow is design to transfer the excess
liquid to other slop tank which serve as a secondary tank.
5 Cofferdams
A void space between two bulkheads or floor which prevents from one to other. Also use as an isolating
space between machinery space and cargo tank. In cause of liquid entry, the use of portable eductor is
lowered to the bottom for quick discharge.
6 peak tanks
They are forepeak and aftpeak. Purpose – When a ship make a voyage in a light condition, they are used
to carry certain amount woter ballast, but they also could be used to carry fresh water.
7 deep tanks
Purpose – When a ship make a voyage in a light condition, it is usually desirable to carry certain amount
water ballast. If the double bottom tanks alone were used for this purpose, the ship might be unduly ‘stiff’;
so it has become the practice to arrange one of the lower holds so that it can be filled with water
when necessary. This permits a large amount of ballast to be carried, without unduly lower the center
gravity of the ship. Such a hold is called a Deep Tank.
In certain trades, it has been found convenient to utilize deep tanks for the carriage of liquid cargoes, or
oil fuel bunkers. In other trades, the deep tanks are still used solely for their original purpose to carry dry
cargoes normally, but to be used as water ballast tanks when the ship is light.

Piping arrangements
8.1.4 describe the piping arrangements, including:
1 internal piping in tanks and pump-rooms
In general pipelines are supply with their name suggests, lengths of steel pipes which connect groups of
cargo tanks to one another and by which those are tanks loaded and discharged. Short lengths are bolted
together by means of flanges or expansion joints. The latter consists of an oil tight metal collar which
surrounds the end of two lengths and as the ends of the lengths do not touch, any horizontal thermal
expansion or contraction will not damage the pipeline. Line pass directly through bulkheads, once again
being secured by oil tight flanges, and any sharp turns are constructed by bolting short curved length of
pipe, known as bends, into the system. Branch lines are short lengths of pipe which severe individual
tanks, the end of such pipes expanding into a shape known as ‘bellmouth’, ‘elephant’s foot’, or simply
‘tank suction’.
external piping (deck lines)
The tank main pipelines connect with cargo pumps and the deck pumplines, the diameter of the pipe
varying from 25-30 cm (10-12 in) to 91 cm (36 in) depending upon the vessel.
2 Crosovers
Athwartships tank lines joining the main line are known as crossover lines.
3 by-passes
it is circular pipeline around the pump to avoid overpressure when the manifold valve is closed.
4 ring-main systems
This system is now found only on older ships. It has basically a ‘square’ or ‘circular’ layout whereby, if
necessary, oil can be pumped up on side of the ship, across to the other, and then back down that side.
On vessels with midship’s pumprooms one ring main serves the after tanks. On ships with an aft
pumproom several layouts are common.
Direct line system
The system is common on VLCCs (very large crude carriers) as it facilitates quick loading and
discharging. The shorter pipe lengths and the fewer bends ensure that there is less loss of pressure due
to pipeline friction during both operatons and when discharging the line to a pump provides better suction.
The system is a cheaper to construct the ring main and require less main and require less maintenance.
Leaks are minimized as there are fewer washing time is also considerably shortened. However, as there
is no circular system lines can be often be difficult to wash and simply has to flush lines from the tanks
with sea water. Due to the fact that one has fewer valves some pipelines leaks cannot be as readily
minimized as with other control systems. The layout lack versatility and fewer grades can be carried due
to the problem of line and the valve segregation.
Free flow system
On some VLCCs the main pipeline is not used for discharging. Gate valves (sometimes known as sluice
valves) are constructed in the tank bulkheads, and when these are opened the stern trim causes the oil to
flow the aftermost tanks where direct lines to the cargo pumps are located. This is a very fast method of
discharging and the tanks are also efficiently drained as the large bulkhead sluice valves permit the oil
readily flow aft.
Stripping lines
All the above layouts have stripping lines, separate from the cargo lines, incorporated into the systems.
These are small pipelines, connected to low-capacity pumps, which are used for draining or stripping out
the last few centimeters of oil in the tanks. The oil stripped out is pumped to an aft cargo tank, known as
the slop tanks, and from there it is pumped ashore by a main cargo pump. The stripping lines and pumps
are also used in tank washing and ballast operations.
5 Valves
The various valves fitted within the pipeline system fall into five basic categories.
Manifold valves – Cargo is loaded or discharged via shore hoses or metal loading arms which connected
to athwartships deck pipelines known as manifolds. Valve which are connected with the lines close to the
connecting flanges route the cargo as desired by the ship’s officers.
Drop valves – Each of the main tank pipelines has a counter part on deck and loading lines which lead
vertically from the deck lines to the tank lines are as ‘drop lines’. Each main line has one or two drop lines
and drop valves control the flow of oil in those lines.
Master valves – A each place where a fore-and-aft pipeline passes through a tank bulkhead a valve is
fitted in the line. This is known as a master valve and separates tanks served by the same fore-and-aft
line. Tanks are usually constructed in sets of three transversely and are numbered from forward, e.g. the
foremost three tanks are colled ‘One Port’ (1P), ‘One Centre’ (1C), and ‘One Starboard’ (1S). The three
tanks as set are known as ‘One Across’ (1X), thus to separate the cargo in 1X from 2X master valves in
the lines at the athwartships bulhead between the tanks must be closed.
Crossover valves – Athwartships tank lines joining the main line are known as crossover lines and the
crossover valves separate the main lines from each other as well as separating individuals tanks. Thus 2P
can be separated from 2C by a crossover valve. Briefly, master valves separate in a fore-aft direction and
crossovers in the athwartships direction.
Tank valves- Close to each bellmouth is located a valve which controls the flow of of
 Pump types
A pump is a device which is used to move fluids or substances which can flow, including water, oil, air
molten mental, sludge and mid. It uses an external power source to impart energy to the fluid. This raises
the fluid to another level, against pressure and against line friction. The capacity of a pump is the volume
of the fluid that can move per unit time and is usually rated in gallons per minute (GPM), litres per minute
or cubic meters per hour (m3/h), the head against which pump must work is related to its capacity.
The pumps are classified in a number of different ways. The most common classification is by the type of
motion (reciprocating, rotary, centrifugal, and jet) The principal types of pumps which you may encounter
aboard tank vessels include the following:
8.1.5 Describe the operating principles of the following pump types:
1 reciprocating positive-displacement pumps
The withdrawal stroke on the piston of a reciprocating pump creates a vacuum which opens the valves in
the suction plate of the first pump chamber, and allows the oil to enter. While the piston is withdrawing
and creating a vacuum in one chamber, it is compressing the liquid in the other chamber, thus forcing the
delivery valves into the open position, and allowing the liquid to pass out the chamber. The quick
succession of perfectly times piston strokes means a continuous flow of oil through the pump. The valves
in both the suction and delivery plates ensure the one way passage of the oil, therefore, these pumps are
known as piositive displacement pumps. Therefore, the discharge should never be closed while the pump
is working.
When air enters the pump chambers, the stroke of the pump accelerates as air is compressible, and
pressure has be built up before it can be forced through the valves. Steam reciprocating pumps are
generally fitted with air vessels which are situated on top of the pump and which collect any small
quantities of air, or gas, which may pass through the pump, this keeping the pipelines full of oil, and
avoiding unnecessary pulsation and vibration at the hoses and the hose connections.
The pump chambers are fitted with the test cocks which allow gas and air to be released from he pump,
when the pump is gassed up.

2 rotary positive-displacement ‘screw’ and screw-type pumps

3 rotary positive-displacement lobe- and vane-type pumps

4 roto-dynamic (centrifugal) pumps
Centrifugal pump is not self-priming. If we should attempt to start a pump without liquid, the wear rings
may be destroyed. Because the pump is not self-primimg, don’t try to purge it while it is running. A vapor
pocket may be trapped in the center of the impeller. To remove this vapour, stop the pump, than purge it.
Don’t prime a pump by letting flow back though it from the discharge. This may do serious damage to the
turbine as it runs in reverse and lube oil pump is not working.
One sometimes loses suction during cargo operations. The pressure gauge gives the first warning. The
needle will flutter back and forth and finally drop to zero.
eductor/ejector
Devices which utilize the rapid flow of a fluid to enrain another fluid and thereby move it from one place to
another are called Jet Pumps. Jet pumps are sometimes not considered to be pumps, because they have
no moving parts. However, any device which utilize an external source of power apply force to fluid from
one place to another is indeed a pump.
Jet pumps are generally considered in two classes: ejectors which use a jet of steam or air; eductors
which use a flow of water. The basic principles of operation of these two devices are identical.
 Pump characteristics
8.1.6 state suitability of the pump types listed above for cargo handling in terms of:
Reciprocating
26 good suction and delivery
27 simplex or duplex
28 single or double acting
29 vertical or horizontal
30 high or low pressure
Rotary
31 simple gear
32 screw
33 moving vane
Centryfugal
34 good only for delivery
35 single or multi-stage
36 single or double suction
37 vertical or horizontal

Eductor (Jet pump)

- good only for suction
1 maintaining flow at inlet low heads
2 start-up procedures

Draining and stripping

8.1.7 the reasons for draining and stripping tanks, lines and pumps, and state the pumps
suitable for this purpose in terms of:
1 maintenance of flow at inlet under low head conditions
2 ability to ‘self prime’
3 wear on moving parts when flow is intermittent or fluctuating
The reasons for draining and stripping are:
- to have minimum residues of cargo on board to ensure compliance with the requirements of MARPOL
73/78

Measurement of cargo level

8.1.8 explain how the level of cargo in the tank can be determined by sounding or by measuring
ullage and list the various devices used for this as:
Level gauges have important safety, environmental and commercial effects on tanker operations.
To ascertain the liquid level in a tanker’s cargo oil tanks, it is necessary to measure manually,
mechanically or electronically.
a) The amount of liquid in the tank measuring from the bottom of the tank to the surface of the liquid. The
resulting measurement is known as ‘the sounding’.
b) The amount of space between the top of the tank (ullage plug) and the surface of the liquid. This
measurement is known as ‘the ullage’.
The following are the various devices used for measurement of cargo:
flexible steel or alloy tapes

float indicators
In this type of gauge, the detecting element is a float. The power to actuate the mechanism comes partly
from the movement of the float and partly from the balancing mechanism.
The float is connected to the mechanism by means of a tape or other mechanical or magnetic linkage.
Fig.---------- shows a typical arrangement of a gauge of this type. The float is connected to the measuring
tape, which runs over a pulley system to enter the gauge head. Inside the gauge head the tape passes
over a sprocket wheel driving a counter mechanism, and thence on to a storage drum. A spring, which
winds off a storage drum on to a power drum connected to the tape storage drum, keeps the tape under
tension without lifting the float clear of the product. As the liquid level in the tank rises, the tension applied
to the tape by the spring takes up the slack on the tape. On the better types of gauge, the spring tension
increases as the liquid level falls, in order to compensate for the additional weight of tape used.
pneumatic gauges
In this type of gauge the head of a liquid of known density is derived by measuring the backpressure
generated by the injection of a gas or vapour. This pressure is normally displayed at the required position
on a manometer that is calibrated directly in level units.
Fig.-------- is a diagrammatic representation of one type of ;bubbler’ gauge. It will be noted that the
manometer must be compensated for the tank pressure, otherwise level readings will be completely
erroneous.
hydraulic gauges
In the hydraulic level gauges using a pressure-sensitive cell is located near the bottom of the tank, and
changes in pressure are transmitted by electronic, pneumatic or hydraulic means to a remote location.
Such an arrangement is shown in Fig.------ The capillarly is usually compensated for normal changes in
ambient temperature.
electrical capacitance gauges
These gauges measure the liquid level by comparing the electrical capacitance of a partially immersed
element with that of a fully immersed, similar element by means of a bridge circuit.
There are also other types of electrical capacitance gauges. This is a general grouping of all capacitance
gauges other than the type described above; they measure the liquid level by means of the differences in
dielectric permittivity between the product to be measured and the vapour.
In this case, the sensor usually consists of a wire or single element, the capacitance of which changes
according to the amount of product present.
sonic gauges
There are several types of level gauge using this principle. The most commonly available types measure
the time difference between a transmitted signal and its reflection from the liquid surface. Gauges can be
mounted on the tank top or at the bottom of the tank. The principle is illustrated in Fig.-----
radar gauges
Saab TankRadar is developed by Saab Marine Electronics using all the knowledge and experience
gained from over 25 years of developing and manufacturing radar tank gauges. Today, over 50% of all
newbuilt tankers are equipped with Saab TankRadar.
The first generation, the SUM 21 was released in 1976 and was installed on 283 ships of which 95% are
still sailing More than 600nsystems were installed on tankers of the second generation of Saab
TankRadar between the years 1985 and 1995.
The principle of tank radar unit is illustrated in Fig.----- (8.10 ????) Ullage is measured by a radar signal
reflected against the tank content level; temperature and interface can also be indicated.
The third generation of Saab TankRadar – G3 – was released in 1996 and so far, more than 500
systems have been sold.
The Saab TankRadar system is also the main part of the multi-function Saab Cargo Control
system which includes the following optional features:
- Cargo control functions with Saab TankRadar MaC
- Draft, fuel, and ballast level gauging
- Overfill and High Level Alarm
- Load calculation
- Automatic Redundancy Box for redundant Work Station in a network
- Analog and digital in-and outputs via distributed field bus terminals.

multi-function unit
There are a few models of the multi-function units. They are designed for both ullages/sounding and
temperature measuring. For example, the model HE RMETIC Sampler GTX Chem is now-days unit. The
design of the unit is modular, i.e. in case of brtakdown the user can find out which modules have to be
replaced.The Instrument consists of the following modules:
38 Mtchanical parts
39 Sensing probe
- Tape assembly
- Instrument unit.
As the instrument is designed and approved for use in an explosive area (intrinsically safety) only
authorized service stations and the factory should repair electronic circuits.
Battery replacement:
Warning: change battery only in non hazardous area.
Recommtndation for safe use:
Attention is drawn to the possible hazard due to electrostatic charges which may be present in the tank.
This may happen in particular with static accumulator liquids, i/e/ liquids which have low conductivity of 50
picoSiemens/metre (pS/m) or less.
It is very important that the instrument is grounded to the tank before the probe is introduced into the tank
and remains grounded until after complete withdrawal from the tank.
It is anticipated that the user will have specific operating methods laid down to ensure safety when using
this type of apparatus. In this case the user’s instructions shall be strictly observed.

Cargo heating

Heavy fractions such as fuel oil become thick and sluggish when cold and in order that such oils can
be loaded and discharged without delay it is necessary to keep them heated.
A particular viscosity range is required for the storage and handling and that this is maintained by
controlling the temperature of the oil.
8.1.9 in general:
1 a particular viscosity range is required for storage and handling and that this is
maintained by controlling the temperature of the oil
2 the methods of heating the cargo are the of:
39.1 steam supplied to coils or other forms of extended heating surface, for normal petroleum
cargoes
39.2 a mineral oil heating fluid supplied to heating apparatus for special (heavy) petroleum cagoes
3 leakage in heat-exchanger pipes or matix units will permit oil to contaminate the
condensate system in steam heating systems or water to contaminate the oil cargo
4 dangers exist in heating heavy cargoes (such as bitumen) if water is present in the
cargo
5 steel heating coils suffer serious corrosive attack from crude oil cargoes
6 oil vaporization increases with a rise in temperature
Cargo heating
Heavy fraction such as fuel oil become thick and sluggish when cold and in order that such oils can be
loaded and discharged without delay it is necessary to keep them heated. A particular viscosity range is
required for the storage and handling and that this is maintained by controlling the temperature of the oil.
The two methods of heating cargo by the use of:
40 Steam supplies to oils or other forms of extended heating surface, for normal petro;eum cargoes
41 A mineral oil heating fluid supplied to heating apparatus for special (heavy) petroleum cargoes.
Leakage in heat exchanges pipes or matrix units will permit oil to contaminate the compensate system in
steam or water to contaminate the oil cargoes. Dangers exist in heating heavy cargoes ( such as bitumen)
if water is present in the cargo. Steel heating coils suffer serious corrosive effects from the crude oil
cargoes. Oil vapourization increases with a rise in temperature.
Cargo heating, cooling, tempeature measurement
Many common liquid cargoes require heating to remain pumpable. It can be seen that the different
products have widely different requirements as to bulk temperatures on heating coils etc. Some of the
common systems will be described below.
Steam is still the most common heating medium. Among common cargoes sensitive to overheating are
vegetable oils and phenol. Although thermodynamic incorrect, one may regulate the steam supply by
throttling the delivery side of the heating coils in order not to burn the cargo, such as mollases, for
example. For asphalt cargoes the steams temperature has to be considerably higher, 200-250 oC. For
liquid sulphur on the other hand the viscosity increases suddenly around 160oC. The heat transfer from
the coils is then reduced drastically, and the cargo may freeze in spite of a rise in coil temperature.
Steam coils
In chemical tankers are generally made of stainless steel (ANSI 316 L), the reason being that one wishes
to avoid cuprous alloys which may have a deteriorating effect on some cargoes, or which may themselves
be attacked.
Before taken in use the coils should be blown through over deck in order to prove that no cargo has
leaked into them when they were out service.
Thermal oils
Are becoming popular as a heat transfer medium in heating coils. Thermal oils are hydrocarbon with
particular resistance against oxidation and carbonization. The oil is circulated through a fired tube boiler
and the heating coils in the tank. There is often an intermediate heat exchanger too so that the fluid is
divided into two independent loops in series. Oil temperature up to 250 oC can be used but the interesting
point lies in the fact that the system is easily regulated to whatever low temperature the cargo may require
to avoid damage to it (e.g. vegetable oils, phenol).
Thermal oils are very penetrating. In order to avoid contamination of cargoes only gaskets of
recommended types should be used. Some oils require nitrogen blanketing in the expansion

When discharging refrigerated cargoes into pressurised shore storage, it is usually necessary to heat the
cargo so as to avoid low-temperature embrittlement of the shore tanks and pipelines.
Cargo heaters are normally of the conventional horizontal shell and tube type exchanger. Most often they
are mounted in the open air on the ship’s deck. Sea water is commonly used as the heating medium and
this passes inside the tubes with the cargo passing around the tubes.
The heaters are typically designed to raise fully refrigerated propane rom –45 oC to –5oC; however, it
should be noted that the cargo flow rate at which this temperature rise may be achieved can be
significantly reduced in cold sea water areas. Under such circumstances only very slow discharge rates
may be possible and when sea water temperatures fall below 5oC it becomes increasingly difficult to use
sea water as a heating medium.
8.2 GENERAL CARGO-HANDLING EQUIPMENT ON BOARD CHEMICAL TANKERS

This section deals with the design and arrangements of tankers involved in transportation of chemicals in
bulk. It is essential for the further of the course that the trainees are familiar with the different types and
arrangements of chemical tankers.
8.2.1 for this section the training should preferably be carried out on board
8.2.2 this section complements on-board training

SHIP TYPES AND ARRANGEMENTS

Tankers for chemicals
8.2.3 in general:
1 the design of a chemical tanker is based on the dsign of a conventional oil tanker
2 a tanker carrying chemicals may be referred to as a ‘chemical tanker’, a ‘parcel tanker’
or a combination of these designations
3 a chemical tanker is a tenker designed for the carriage of dangerous chemicals as
identified by the IMO Chemical Codes
4 a product tanker is a tanker primarily designed for transport of petroleum products such
as naphtha, gasoline, kerosene, white spirit, lubricating oils, etc.
5 a chemical tanker may carry dangerous chemicals and all product tanker cargoes, but
that a product tanker is limited to carry products and chemicals which are not identified
in the Codes as dangerous
6 a parcel tanker (normaly for chemicals) with a great number of individual cargo tanks,
which enables the vessl to carry a great variety of small cargo ‘parcels’ on each voyage
7 a product tanker has fewer and bigger cargo tanks than a chemical/parcel tanker and
less sophisticated tank materials and coatings
8.2.4 explain, with the aid of simple drawing, how the tank section in a chemical tanker may be
divided into cargo tanks, slop tanks, ballast tanks and cofferdams
The principles outline of a product/chemical tanker and outline of a chemical parcel tanker are illustrated
in Fig.----- and ----

General ship arrangement

8.2.5 in general:
1 the cargo-tank area is that part of the ship which contains cargo tanks, slop tanks and
icludes cofferdams, void spaces and deck spaces adjacent to and above all such
spaces
General ship arrangement is illustrated in Fig. ------
2 the cargo tanks and slop tanks are segregated from other parts of the ship
3 segregation is achieved by means of cofferdams, void spaces, cargo pump-rooms,
other pump-rooms, empty tanks or fuel-oil tanks
4 gas-dangerous spaces and zones are spaces and zones within the cargo area which are
likely to contain cargo vapours and which are not equipped with approved
arrangements to ensure that their atmosphere is maintained in a safe condition at all
times
A space or zone within the cargo area which is not arranged or equipped in an approved manner
to ensure its atmosphere is at all times maintained in a gas-safe condition, or an enclosed space
outside the cargo area through which any piping passes which may contain liquid or gaseous
 products unless approved arrangements are installed to prevent any escape of product vapour into
the atmosphere of that space.
5 a gas-safe is a space is a space other than a gas-dangerous space, and identifies, on a
drawing, the gas-dangerous areas and the gas-safe areas
A space on a ship not designated as a gas-dangerous space.
6 a cargo control room (CCR) is normally placed aft of the cargo area
7 cargo-handlimg systems are, with few exceptions, completely separated from
accomodation spaces, macinery spaces and other gas-safe spaces
8 when cargo-handling systems are located outside the cargo area, operational and
costructional precautions are taken to prevent cargo or cargo vapour flowing to a gas-
safe area
9 the construction of the cargo-tank ventilation system reduces the risk of cargo vapour
in gas-safe areas
10 air intakes for accomodation and for theengine-room are subject to requirements with
respect to minimum distance from ventilation outlets of gas-dangerous spaces
11 access to accomodation or to the engine-room is subject to requirements with respect
to the minimum distance from the forward bulkhead of the accomodotion
12 chemical tankers may have cargo pump-rooms located on or below the main deck,
sometimes both
13 the cargo pump-rooms contain cargo pumps and cargo pipelines
14 pump-rooms have permanent arrangements for hoisting an injured person with a rescue
line
15 the mechanical ventilation arrangements in the pump-rooms have a capacity to ensure
sufficient air movement through the space
16 spaces not normally entered (e.g. double bottoms,cofferdams and pipe tunnels) are
capable of being ventilated to ensure a safe environment when entry into these spaces
is necessary
17 access to spaces in the cargo area should be sufficiently large to allow a person
wearing a self-contained breathing apparatus and protective equipment to ascend or
descend any ladder without obstruction and also to enable the hoisting of an injured
person from the bottom of the space
18 segregation and separation of cargoes and spaces are fundamental to the safety of the
chemical tanker

Survival capability and tank location

8.2.6 state that:
1 the Bulk Chemical Codes divide chemical tankers into three ship types: Type 1, Type 2
and Type 3, which reflect the hazard rating of the cargoes to be carried
2 a Type 1 ship is a chemical tanker intended for the transportation of products
considered to present the greatest overall hazards and that Type 2 and Type 3 are for
products of progressively lesser hazards
3 a Type 1 ship is required for higgly hazardous cargoes such as dodecylphenol and
phosphorus
4 the most common chemical tanker cargoesmrequire Type 2 or Type 3 ships
5 the background for the IMO grouping of ship types is the ship’s capability to survive
damage caused by collision or stranding, in combination with the location of the cargo
 tank in relation to such damage
6 the term ‘overall hazard’ includes both safety hazard and pollution hazard

CARGO EQUIPMENT AND INSTRUMENTATION

Tanks, piping and hoses

The purpose of this section is to describe generally the different tank types in the cargo area and systems
for loading and unloading cargo and ventilating cargo tanks. The ship’s cargo hoses are frequently a part
of these systems, and it is therefore important to discuss correct handling of the hoses.
8.2.7 list tanks in the cargo area, such as:
1 cargo tanks
2 slop tanks
3 segregated ballast tanks (SBTs)
8.2.8 how the tanks mentioned above may be located in a chemical tanker
(See Fig.-------
The cargo tanks of chemical carrier may be integral tanks, i.e. forming the part of the hull structure,
independent tanks. For the multi purpose chemical tanker the main tanker is usually integral tanks, often
with the addition of deck tank wich are independent tank. In the following only integral tanks are
considered.
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.
Independent tank.A cargo contain,ent envelope which is not a contiguous 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 as a result of sressing or motion of the adjacent hull structure. An independent tank is not
essential to the completeness of its ship’s hull.
Gravity tank.Tanks having a design pressure not greater than 0.7 bar at the top of the tank. Gravity tanks
may be independent or integral. Gravity tanks should be constructed and tested according to the
standards of the Administration.
Permanent Slop Tanks
Chemical tankers normally carry oil products (e.g. lubricating oils) as part of their cargo. Permanent slop
tanks must therefore be arranged and for vessel above 30,000 TDW the requirements of MARPOL reg.
segregated ballast apply. This will be looked at in some detail in a letter lecture.
Double Bottom ballast Tank
The double bottom is normally used for segregated ballast, but even if this the required capacity
according to MARPOL., sufficient protective areas is normally not obtained for vessel in the range 30,000
to 60,000 TDW. Therefore some wingtanks must also be allocated for segregated ballast.
8.2.9 In general:
1 some chemical tankers have small additional cargo tanks located on deck (deck-tanks
or Deck under Pressure Vessels-DPV)
2 slop tanks are tanks designated or used for tank washings and cargo residues
3 cargo tanks may also be used as slop tanks and vice versa
4 segregated ballast tanks (SBT) are tanks designated for ballast only
5 segregated ballast tanks equipped with a pumping system that is independent of the
cargo system, in order to avoid contamination by cargoes
6 cargo tanks also be used for ballast
7 some commonly fixed piping arrangements in a cargo tank are:
- discharge line
- cargo ventilation line
- drop line
8 the main purpose of the discharge line is to lead the cargo from the cargo tank to the
manifold by means of a cargo pump (See Fig. -------
9 the drop line is mainly used to fill the cargo tank (See Fig.------
10 the main purpose of the ventilation line is to lead vapour from the cargo tank to the
cargo ventilation tower
11 the flow of cargo vapour may be regulated by a pressure/vacuum relief valve in the
ventilation line (See Fig.----
12 the vent outlets are arranged to prevent the entry of water into the cargo tanks and, at
the same time, to direct the vapour discharge upwards
13 the vent outlets are provided with flame screen or high-velocity devices (See Fig.----
14 there are several types of valves used in cargo-handling systems on chemical tankers
15 chemical tankers are provided with cargo hoses
16 the cargo hoses constitutes a weak part of the cargo-handling system and that incorrect
handling of the hose will increase the danger of fire, health hazard and pollution
8.2.10 a cargo-unloading arrangement (See Fig.---
8.2.11 a simple cargo-handling arrangement (See Fig.----
8.2.12 correct handling, storage and inspection of the ship’s cargo hoses
Each new type of cargo hose, complete with end-fittings, should be prototype-tested. The prototype test
should demonstrate a bursting pressure of at least 5 times its specified maximum working pressure at
the extreme service temperature. Before being placed in service, each new length of cargo hose
produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times
its specified maximum working pressure but not more than two-fifths of its bursting pressure. The hose
should be stencilled or other-wise marked with the date of testing, its specified maximum working
pressure and, if used in services other than the ambient temperature services, its maximum and
minimum service temperature, as applicable. The specified maximum working pressure should not be
less than 10 bar gauge.

Constructional materials and coatings

(Note: for this section, objective 8.2.13 is a repeat of objectives 4.2.37 to 4.2.48)
8.2.13 (Note: for this section, objective 8.2.13 is a repeat of objectives 4.2.37 to 4.2.48)
The aim of this section is to familiarize the trainess with constructional materials and linings of cargo tanks
and cargo piping on chemical tankers. It is most important that stainless steel and tank coatings are
handled correctly and that coating guides and maintenance instructions are strictly followed by ship’s
personnel.
There are next base alternative tank materials for cargo tanks on chemical tankers:
- Stainless steel
- Mild steel with coating
- Mild steel, incoated.
1 all materials used for construction of tanks and the associated piping, valves and
pumps must be resistant to the cargoes carried and dictated by the service temperature
2 mild steel is the normal material for the construction of a chemical tanker
Cargo tanks in uncoated mild steel are rare exceptions in chemical tankers of today and therefore the
choice is ususally between stainless steel and coated tanks.
3 mild steel is resistant to most chemicals, but that its propensity to rust makes it
 unsuitable for chemical cargoes
4 rust makes tank cleaning more difficult and may also contaminate the cargo
5 in order to avoid cargo contamination and to obtain a smooth surface on tank
structures, mild-steel cargo tanks on chemical tankers are always coated internally with
paint that is resistant to groups of chemicals
A common solution is to have stainless steel center tanks and coated wing tanks.
6 no coating today is suitable for all cargoes shipped in chemical tankers, and that a
‘coating resistance list’ must be strictly followed when a cargo is to be loaded in a
coated tank
7 most chemical tankers have their cargo-tank section divided into some coated tanks
and some stainless-steel tanks
Many types of stainless steel have an ecceptable resistance against most of the chemical carried.
However, piping corrosion due to the presence of chloride ions is a major potential problem.
8 stainless-steel may be ‘clad’ or solid
Solid stainless plates are used with single bulkhead divisions and stainless properties required on both
sides.
Clad steel plates are mild steel plates with a layer of a stainless steel.
9 clad steel consists of a mild steel plate with a veneer of stainless steel of about 2 mm
thickness on one side
The cladding is usually produced by hot rolling.
10 stainless-steel is resistant to almost all chemicals
11 stainles-steel is not ‘stainless’ or corrosion-resistant unless it is handled properly
Many types of stainless steel have an acceptable resistance against most of the chemicals carried.
However, pitting corrosion due to the presence of chloride ions is a major potential problem.
12 the steel manufacturer’s or the owner’s instructions for maintenance of stainless-steel
tanks and piping must be strictly followed by ship’s personnel
The performance during service of the stainless steel depends heavily on the correct handling of the
steels prior to and during building process. Strict cleanlines must also be exercised in order to avoid
contamination of the surface by ferrous particles.
During service it is important to avoid the exposure to seawater as far as practicable.Through flushing
with fresh water subsequent to any seawater exposure is a must. Likewise,cargo or washwater residues
should not be allowed to remain in empty tanks for any length of time.

Pumps and eductors

8.2.14 :
1 the main cargo pumps fitted aboard chemical tankers are mainly of the centrifugal type
Centrifugal pumps - generally do not present any particular problems with chemicals. However, at times
problems are met when viscious products are to be loaded. One common backhaul is molasses. For this
product centrifugal pumps are not suitable. (The characters in the molasses trade often requires piston
pumps and define minimum sizes of pump suctions valves (4 inch.) Similarly centrifugal pumps cannot be
used for discharge of asphalt (where screw pumps are generally used).
Particularly when pumping heavy liquids such as acids, caustic soda, one should keep in mind that
centrifugal pumps absorb most power heads (when counter pressure is low). In order not to overload the
pump motor, throttling at pump delivery end may become necessary when discharging at terminals with
low counter pressure.
Leaking shaft glands can draw air into the product during the stripping operation. Small air bubbles may
give the appearance of a contamination to the product. Letting the cargo settle day or two generally
clarifies the product to normal colour and transparency.
2 these pumps may be of the deepwell type in the cargo tanks or placed in a pump-room
Deep well pumps See Fig. 8.30) – have been used for many years in gas tankers and are now found
more and more in chemical tankers, deep well pumps are in two different types: High pressure pump in 4-
6 stages for direct discharge ashore and low pressure pumps, which only ‘lift’ the cargo to deck level
where booster pumps transfere the cargo ashore with the necessary pressure. In the latter case only
limited power is needed for deep well pump drive and the system is suitable for hydraulic transmission.
For the high pressure deep well pumps one also finds hydraulic drives and also electric lames proof
motors on the open deck. After completed discharge of a tank the riser pipe remains full of liquid, which
returns to the tank. It is practical to arrange a well in the tank bottom with a volume corresponding to the
pipe volume.
3 screw pumps and piston pumps (See Fig. 8.1 and Fig. 8.2) are used also in some
unloading systems
Screw pumps – are common on small tankers. In small ships it is possible to draw the liquid from the tank
bottoms directly to deck level where the pumps are located. Other typical uses are for viscous products,
such as molasses and asphalt. The great advantage with screw pumps lies in their self-priming
properties. All different types of shaft seals are being used, depending on the product to be pumped.
Screw pumps are somewhat sensitive to very light product such as possible and even water, which may
cause scoring between the screws.
4 the cargo-pumping systems on chemical tankers are designed to minimize cargo
remnants after discharge
5 in addition to the main unloading pumps, there are arrangements for alternative
unloading
6 alternative unloading may be done by means of portable cargo pumps or eductors

8.2.15 describe generally:

1 an unloading system consisting of submerged cargo pumps (See Fig. 8.28 and Fig. 8.29)
2 an unloading system consistng of pumps placed in pump-rooms (See Fig. 8.24)
3 the safe handling of a centrifugal pump

Cargo heating systems

8.2.16 state that:
1 some cargoes have to be heated by the ship’s cargo heating system
2 the main reason for heating a cargo is:
- to prevent it from solidifying
- to keep the viscosity below a certain level during unloading
3 the heating medium may be steam, water or termal oils
4 means are provided to ensure that cargo does not enter boilers or the engine-room
through leakages in cargo heating coils
8.2.17 describe, with the aid of a drawing, a cargo heating system:
1 using heating coils fitted inside the cargo tank
2 using a heat exchanger placed outside the cargo tank

Tank-washing and slop-retaining systems

8.2.18 state that:
1 mixtures of water and cargo from tank-washing operations are called ‘slops’
2 tanks which contain this sort of mixture are called ‘slop tanks’
 3 slop tanks should be placed inside the cargo area
4 slpps may be stored in slop tanks or in cargo tanks
5 slops from different cargoes may be incompatible
8.2.19 describe, with the aid of a drawing, a tank-washing and slop-retaining system
Fresh water tanks for cargo tank washing
Many cargoes require that the last cleaning operation shall be carried out with fresh water. The main
reason is to avoid salt (chlorides) contamination which is detrimental to stainless steel and to many
cargoes (e.g. metanol glycols). Therefore a big chemical tanker needs water tanks of 30-800 m 3 capacity,
or more, connected to the tank washing pumps. The fore peak, cofferdams or double bottom can be used.
The washing water tanks to be so connected that there is no possibility of pumping washing water back
into the portable water system on board.
Evaporated washing water may, with advantage, be slightly alkalized by adding a little soda solution. The
high corrosivity of evaporated water to the storage tanks can thus be somewhat reduced.
Slop tanks
Cargo remains should never deliberated over board. The IMO conference on pollution from ships,
recommends that at least two slop tanks be arranged for the containment of cargo slops, or contaminated
washing water until desposal can be arranged. These tanks should be located where access for cleaning
is easy-decidedly not in lower parts of pump room etc. Recently ships have been fitted with several slop
tanks of 20-3- m3 capacity as free standing tanks on whether or as deep tanks close to pumprooms. Good
personal safety can thus be assured during tank cleaning etc. Double bottom should not be used for slops
Slop tanks may be designated cargo tanks.
Slp tanks can, when needed, also be used for mixing washing solutions.

Inert-gas systems
8.2.20 define ‘inert gas’
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of
hydrocarbons.
8.2.21 In general:
1 inert gas is used in cargo tanks
- to protect the cargo from polymerisation, oxidation and humidity
- to replace air and thereby prevent fire and explosion
2 the inert gas produced by an oil-burning inert-gas generator is composed of:
- approximately 0.5% oxyge
- approximately 84% nitrogen
- approximately 15% carbon dioxide
- approximately o.5% carbon monoxide, oxides of nitrogen and sulphur dioxide
3 nitrogen
- is delivered on board in pressurized bottlesmor in liquid form
- may be produced on board by distillation of liquid air
- may be produced on board by separation of air
- may be produced on board by combustion of ammonia
- may be produced on board by removing CO2 from inert gas
4 some terminals deliver inert gas or nitrogen through the loading line and purge the
cargo tanks prior to loading the product
8.2.22 in generally: an inert-gas generator system
The main parameter is a very low oxygen-concentration. The flammability of gases or vapours depends
on the flammable gas concentration and also on the decrease of the oxygen content due to the supply of
inert gas.
Atmosphere control based on lowering the oxygen content, is based on the supply of inert gas. Inert gas
means a gas which does not sustain fire. Usually nitrogen and carbon dioxide are used. From a chemical
point of view they are not completely inert as they can react with some chemicals. Only noble gases such
as argon, crypton, etc. Are chemically inert.
Crude Oil Tankers are usually equipped with very simple inert gas systems such as the use of the boiler
installation of the ship as an inert gas generator.
The flue gases of the boiler pass a scrubber. By means of seawater, cooling of the gas is achieved and
some components such as soot are eliminated. Blowers send the inert gas to the tanks via a line system.
The production of inert gas on chemical/gas carriers can be done by following ways:
1.Liquefying the air followed by the elimination of the oxygen by fractionated distillation.
2.Elimination of the oxygen by absorption.
3.Elimination of the oxygen by combustion processes
Parcel tankers
There are, on board these tankers, a number of independent inert gas generatos. The main reason is that
most of those tankers are propelled by gasoil engines and that the steam boilers are not appropriate for
the production of inert gas. The inert gas generators are supplied with quality fuel and are specially
designed for that purpose. This results in a relatively clean inert gas with barely any soot.

Instrumenation
8.2.23 in generally:
1 all electrical equipment installed or used in gas-dangerous areas is approved for
operation in flammable atmospheres
The electric equipment and standards of installation on board chemical tankers shall generally be of the
same standard as in tankers for oil, with a few exceptions. Thus some products require somewhat greater
safe distance from batches etc. To electrical equipment (non flameproof). Examples: ethyl ether,
isoprene, propylene oxide, vinylidene chloride (Det Norske Veritas).
On the open deck, higher than 2.4 m above deck, electric fittings of weather-tight design are permitted.
Below this level there should be normally not be any electric fittings, only in some special cases have
flameproof designs are intrinsically safe design been approved.
In pumprooms and pipe tunnels only flameproof electric light fitings are approved.Flameproof electric
motors are sometimes used on deck for the propulsion of ventilation fans and cargo pumps. Such motors
are also built to the principle that the external casing can resist a possible internal explosion. Channels to
the open air e.g. around the shaft, are long and narrow. Any hot gases from internal explosion will thus be
cooled down to harmless temperature before leaving the casing.
As a matter curiosity can be mentioned that liquid gas carriers often have electric motors submerged in
the cargo tanks. The motors are of ‘canned’ design where both stator and rotor are contauned in a
stainless steel sheathing. Such installations have been accepted on the condition that cargo tanks are
always overcarburated or inert gas filled.
It is increasingly common that electrical measuring or alarm devices are being installed in gas dangerous
compartments. Uses may be: level alarms, temperature alarms to cargo pumps, gas warning system etc.
Such circuits are built to the intrinsically safe concept. This means that the circuits contain so little electric
energy and so low inductance, capacity and voltage that a possible spark cannot start an explosion. An
important prerequisite is that the circuits in question are separated from the general electric system.
Repairs are a matter of specialists.
 2 each cargo tank is provided with means for indicating the liquid level of the cargo
3 some cargoes require cargo tanks that are provided with means for indicating the
temperature and a predetermined high level of the cargo
4 the liquid level in cargo tanks may be measured by means of an open, a restricted or a
closed device
5 the Bulk Chemical Codes efine limitations of the measuring devices with regard to the
types of cargo carried
6 the type of gauging device that may be used is related to the construction of the device
and the amount of vapour to which its user is expoed
7 an open gauging drvice is used to measure products of moderate toxicity and where the
vapours have approximately the same flammable limits as petroleum vapours
8 a restricted gauging device is used to measure products that are relatively toxic and
volatile, but where skin contact is not poisonous
9 a closed gauging device is required for the most hazardous cargoes
8.2.24 describe generally an open, a restricted and a closed gauging device
See Fig. 8.35 1.01/2000.

8.3 GENERAL CARGO-HANDLING EQUIPMENT ON BOARD LIQUEFIED GAS TANKERS

8.3.1 for this section the training should preferably be carried out on board
8.3.2 this section complements on-board training

CARGO CONTAINMENT SYSTEMS

Independent tanks
8.3.3 in general:
1 independent tanks are completely self- supporting and neither from part of the ship’s
hull nor contribute to hull strength
2 there are three different types of independent tanks for gas carriers: types A, B and C
8.3.4 in general:
1 a self-supporting prismatic tank (type A) - MARVS0.7 bar
MARVS –Maximum Allovable Relief Valve Setting of a cargo tank.
Independent tanks of type A are prismatic and supported on insulation-bearing blocks and located by anti-
roll chocks and anti-flotation chocks. The tanks are normally divided along their centerline by a liquid-tight
bulkhead: by this feature, together with the chamfered upper part of the tank, the free liquid surface is
reduced and the stability is increased. When these cargo tanks are designated to carry LPG (at –50 the
tank is constructed of fine-grained low-carbon manganese steel.
The Conch design has been developed for carriage of LNG (at –163oC). The material for these cargo
tanks has to be either 9% nickel steel or aluminium.
2 a self-supporting spherical tank (type B) –MARVS 0.7 bar
Independent tanks of type B are normally spherical and welded to a vertical cylindrical skirt, which is the
only connection to the ship’s hull. This containment system has been used for carriage of LNG. The
material of construction is either 9% nickel steel or aluminium.
3 a self-supporting cylindrical tank (type C) MARVS 0.7 bar
Independent tanks of type C are cylindrical pressure tanks mounted horizontally on two or more cradle-
shaped foundations. The tank may be fitted on, below or partly below deck and be both longitudinally and
transversely located. To improve the poor utilization of the hull volume,lobe-type tanks are commonly
used at the forward end of the ship. This containment system is used for LPG and LEG. The material, if
used for the construction of tanks designed to carry ethylene, is 5% nickel steel.

Membrane tanks (MARVS normaly0.25 bar)

8.3.5 membrane tanks are not self-supporting, like the independent tanks, but are supported
through the insulation by the hull of the ship
Membrane tanks consist of a thin layer (membrane), normaly not exceeding 1 mm thick, supported,
through insulation, by the adjacent hull structure. The membrane is designed in such a way that thermal
and other expansion or contraction is compensated for, and there is no indue stressing of it. The
membrane design has been developed for carriage of LNG. The material of construction is Invar steel
(36% nickel steel) or 9% nickel steel.
8.3.6 the design of a membrane tank:
The concept of the membrane containment system is based on a very thin primary barrier (membrane)
which is supported through the insulation. Such tanks are not self-supporting; an inner hull forms the load
bearing structure. Membrane containment systems must always be provided with a secondary barrier to
ensure the integrity of the total system in the event of primary barrier leakage. The membrane is designed
in such a way that thermal expansion or contraction is compensated without over-stressing the membrane
itself. They consist of a thin layer (membrane), normaly not exceeding 1 mm thick, supported through the
insulation, by the adjacent hull structure. The membrane is designed in such a way that thermal and other
expansion or contraction is compensated for, and there is no undue stressing of it. The membrane design
has been developed for carriage of LNG. The material of construction is Invar steel (36% nickel steel) or
9% nickel steel
Semi-membrane tanks (MARVS normally  0.25 bar)
8.3.7 semi-membrane tanks are not self-supporting in loaded condition
Semi-membrane tanks are not self-supporting; they consist of a layer which is supported, through
insulation, by the adjacent structure. The rounded parts of the layer are designed to accommodate
thermal expansion and contraction, and other types thereof. The semi-membrane design has been
developed for carriage of LNG, and the material of construction is 9% nickel steel or aluminium.
8.3.8 a semi-membrane tank:
The semi-membrane concept is a variation of the membrane tank system. The primary barrier is much
thicker than that in the membrane system, having flat sides and large radiused corners. The tank is self-
supporting when empty but not in the loaded condition. In this condition the liquid (hydrostatic) and vapour
pressures acting on the primary barrier are transmitted through the insulation to the inner hull as is the
case with the membrane system. The corners and edges are designed to accommodate expansion and
contraction.
Although semi-membrane tanks were originally developed for the carriage of LNG no commercial-size
LNG carrier has yet been built to this design. The system has however, been adopted for use in LPG
ships and several Japanese-built fully refrigerated LPG carriers have been delivered to this design.
Integral tanks (MARVS normally  0.25 bar)
8.3.9 in general:
1 integral tanks form a structural part of the ship’s hull, and are affected in the same
manner and by the same loads which stress the hull structure , and in the same manner.
This form of cargo containment is not normally allowed if the cargo temperature is below –
10oC..Today, this containment system is partly used on some LPG ships dedicated to the
carriage of butane.
2 these tanks are not normally allowed for cargoes of which the tempeature is below –
10oC.
8.3.10 generally integral tanks form a structural part of the ship’s hull like an oil tanker.
 Internal insulation tanks
Internally insulated cargo tanks are similar to integral tanks.
The cargo tank will normally require insulation for refrigerated cargo.The insulation serves two
purposes, to reduce evaporation of the cargo and to prevent excessive temperature reduction and
brittleness in the hull structure.
8.3.11 in general:
1 internal insulation tanks are not self-supporting, consisting instead of thermal
insulation materials which contribute to the cargo containment, and are supported by
the structure of the adjacent inner hull or of an independent tank
Insulation for self-supporting tanks on modern ships is fitted to the cargo tank external surface.
Internally insulated cargo tanks are similar to integral tanks. They utilise insulation materials to contain the
cargo. The insulation is fixed inside ship’s inner hull or to an independent load-bearing surface. The non-
self-supporting system obviates the need for an independent tank and permits the carriage of fully
refrigerated cargoes at carriage temperature as low as –55oC.
Internal insulation systems have been incorporated in a very limited number of fully refrigerated LPG
carriers but, to date, the concept has not proved satisfactory in service.
2 the inner surface of the insulation is exposed to the cargo

THE LIQUEFIED GAS TANKER

Gas tanker types
8.3.12 in general:
liquefied gas tankers can be grouped into five different categories according to the cargo carried,
as follows:
- LPG ships
- LEG ships
- LNG ships
- Chlorine ships
- LEG/LPG/chemical ships
1 liquefied gas tankers can be grouped into three different categories according to
cariage condition, such as:
- fully pressuized ships
- semi-pressurized ships
- fully refrigerated ships
- 8.3.13 describe generally:
1 LPG ships
This is the abbreviation for Liquefied Petroleum Gas.
LPG is defined as one, or mixture of two or more, of the following gases:
- Propane
- Propylene
- Normal Butane (n-Butane)
- Iso-Butane
- Butylene
These ships are designed to carry fully refrigerated cargoes at near atmospheric pressure at
temperatures down to –50oC. The cargoes include LPG, ammonia and, in most cases, some of the
chemical gases, butadiene, propilene and VCM. Ships of the fully refrigerated type generally have
capacities above 15,000m3, up to about 85-100,000m3.
These ships are normally equipped with between three and six cargo tanks, extending almost the full
beam the ship. Double bottom tanks are fitted, together with topside or complete side ballast tanks.
Prismatic free-standing tanks (Type A) are the most common, being supported on wooden chocks and
keyed to the hull to permit expansion and contraction. This type of tank usually has an internal centreline
bulkhead to improve stability and reduce sloshing. The secondary barier is normally provided by the use
of special steels for all hull structure which may be exposed to the cargo if a rupture of the primary barrier
occurs. The hold is inerted when flammable cargoes are carried or filled with dry air for non-flammable
cargoes.
2 LEG ships
In appearance this type ship is very similar to the semi-pressurised ship, and competes for the same
cargoes when the ethylene market is less profitable. The main difference is the design temperature of –
104oC for the cargo containment system.
The sizes are typically between 2-12,000m3, and the cargo tanks are independent pressure vessel. Type
C tanks made from nickel-steel or staineless steel. For the Type C tanks, no secondary barrier is required.
The ship are normally fitted with a double bottom. A few ethylene carriers of small size have been built
with semi-membrane tanks and secondary barrier.
A cascade type refrigeration plant is fitted, of sufficient capacity for reliquefaction of ethylene carried fully
refrigerated at –104oC, and the cargo tanks normally have a thicker insulation than on fully refrigerated
LPG ships.
LEG (Liquefied Ethylene Gas) does not occur in the natural state, but is a semimanufacture derived from
oil or the gases ethane and propane. Its boiling point at atmospheric pressure is –104 deg. C. Ethylene is
a raw material used in the manufacture of a wide range of products in the petrochemical industry, among
them plastics.
3 Methane/LNG ships
LNG is the abbreviation for Liquefied Natural Gas, the principal constituent of which is methane. LNG is
the term used on the gas mixture found in reservoirs under ground, like oil. Its principal component is
methane, the lightest of the hydrocarbons.
Methane/LNG is carried at atmospheric pressure at –163oC in cargo tanks made from aluminium, nickel-
steel or stainless (austeitic) steel. Insulation is fitted and most LNG ships are more correctly described as
fully unsulated since they usually have no reliquefaction plant; boil-off gas is normally burnt in the main
propulsion machinery. The ships are large, mainly from 40,000 to 135,000m3, with four to six cargo tanks
of Type A, B or membrane. The space between the the primary and secondary barriers is inerted.
However, for Type B systems with only a partial secondary barrier, the hold space is usually filled with dry
air. A full double and side ballast tanks are fitted. The arrangement of primary and secondary barriers
varies widely from system to system. The common proprietary designs are described bellow.
LNG (Liquefied Natural Gas) is the term used on the gas mixture found in reservoirs under ground, like
oil. Its principal component is methane, the lightest of the hydrocarbons.
LNG carriers are specialised types of gas carriers built to transport large volumes of LNG at its
atmospheric boiling point of about –162oC. These ships are now typicaly of between 125,000 and 135,000
m3 capacity and are normally dedicated to a specific project. They often remain for teir entire contract life,
which may be between 20-25 years. Apart from a few notable exceptions during the early years of LNG
transport, the containment systems on these ships are now mainly of four types:
- Gaz Transport membrane
- Technigaz membrane
- Kvaerner Moss spherical-independent Type ‘B’
- IHI SPB Tank-prismatic
The newest containment system is the self supporting, prismatic Type ‘B’ (SPB) design developed by the
Japanese shipbuilder IHI and this is based on the earlier Conch system. This design incorporates an
aluminium tank.
All LNG ships have double hulls throughout their cargo length which provide adequate space for ballast.
Ships fitted with the membrane systems have a full secondary barrier and tanks of the Type ‘B’ design
have drip-pan type protection. A characteristic common to all LNG ships is that they burn cargo boil-off as
fuel.
Hold spaces around the cargo tanks are continuosly inerted except in the case of spherical Type ‘B’
containment where hold spaces may be filled with dry air provided that there is an adequate means for
inerting such spaces in the event of cargo leakage. Continuous gas-monitoring of all hold spaces is
required.
In general, reliquefaction plants have been little used on LNG ships but it should be noted that a few LNG
ships have been fitted with reliquefaction plant suited to cater for limited boil-off. Being much colder than
LPG, the necessary equipment is much more costly and it is currently more economic to burn the boil-off
gas in the ship’s main boilers. All LNG carriers have steam turbine propulsion plants. Although technology
exists to introduce gas-burning diesel engines the perceived greater reliability of the steam turbine has so
far prevented any serious development in this direction.
4 Chlorine ships
Chlorine has a boiling point of –34 deg.C at atmospheric pressure. Chlorine gas does not occur in a free
state in nature but is produced by electrolysis of a sodium chloride (common salt) solution. The gas is
used in, among other things, the manufacture of various chemical and as bleaching agent in the paper
making and chemical pulp industries.
Chlorine is extremely toxic. This toxicity has made severe demands on the design of ships carrying
chlorine. These ships have to be of the fully pressurized type, and the designed maximum pressure in the
cargo tank must be greater than the vapour pressure at 45oC, which is 13.5 bar. The cargo tanks usually
have insulation and the cargo is cooled by an indirect reliquefaction system. Unloading of chlorine is done
by pressurizing the cargo tanks.
5 LEG/LPG/chemical ships
These ships carry both liquefied gases and chemicals, and are designed in accordance with the IMO’s
Chemical and Gas Carrier Codes. The ships are semi-pressurized and the maximum pressure in the
cargo tank is normally 3 to 4 bar. The cargo tanks are independent type C and are constructed of
stainless steel. In addition to the ordinary reliquefaction plant, an indirect plant plant may be installed on
these ships. This makes it possible for the ships to cool cargoes which should not be exposed to high
pressure or to reactive agents.

Layout of a general gas tanker

Gas carriers have many features which are not found on other types of tanker. Some specific features are
outlined below.
It is not permitted for a cargo pumproom to be placed below the upper deck, nor may cargo pipelines be
run beneath deck level; therefore, deepwell or submersible pumps must be used for cargo discharge.
Pipelines to cargo tanks must be taken through a cargo tank dome which penetrates the deck.
Where ships are fitted with a reliquefaction plant, this is located in a compressor house on deck. Adjacent
to the compressor house is an electric motor room which contains the machinery for driving the
reliquefaction compressors. The electric motor room and compressor room must be separated by a
gastight bulkhead.
The Gas Codes detail the requirements for mechanical ventilation of these rooms. Positive pressure
ventilation must be provided for the electric motor room and negative pressure ventilation for the cargo
compressor area. Thi ensures an appropriate pressure differential between the rooms. An airlock
entrance to the electric motor room from the ship’s deck, with two gastight doors at least 1.5 metres
apart,prevents loss of air pressure on entry. To ensure that both doors are not opened simultaneously
they must be self-closing with audible and visual alarms on both sides of the airlock. In addition, loss of
over-pressure in the motor room should trip the electric motors within.
Aqnother safety feature associated with the compressor room area concerns the sealing of the drive-
shafts penetrating the gas-tight bulkhead between the compressor and motor room.
8.3.14 In general: the cargo area is segregated from other parts of the ship
The cargo containment and handling systems must be completely separate from the accommodation and
machinery spaces. The Gas Codes also give specific advice for positioning doors leading from
accommodation spaces into cargo areas.In addition, air intakes for accommodation and engine spaces
must be sited away from cargo vent risers. All air intakes into accommodation and service spaces should
be fitted with closing devices.
1 cargo-handling systems are completely separated from accomodation spaces,
machinery spaces and other gas-safe spaces
A cofferdam, or other means of gas-tight segregation, is required between the cargo area and the engine
room and fuel tanks.
2 gas-dangerous spaces and zones are spaces and zones within the cargo area which are
not equipped with approved arrangements to ensure that their atmosphere is
maintained in a safe condition at all times and which are, therefore, likely to contain
cargo vapours
3 a gas-safe space is a space other than a gas-dangerous space
4 air intakes for accomodation and engine-room have to be at a minimum distance from
ventilation outlets from gas-dangerous spaces
5 access to accomodation or engine-room has to be at a minimum distance from the
forward division of the accomodation
6 access from a gas-dangerous zone on the open weather deck to a gas-safe space is
arranged through an airlock
7 the airlock doors should be self-closing, and there must not be any hook or other device
by which they could be held open
8 an audible and visual alarm system gives a warning on both sides of the airlock when
one door is moved from the closed position
9 gas-safe spaces within the cargo area have positive-pressure ventilation
10 when this overpressure is lost, all electrical equipment that is not of a certified safe type
should be de-energized
11 use of segregation, separation and airlocks are fundamental to the safety of the gas
tanker.

Survival capability and tank location

The purpose of this part is to explain some of the factors resulting in IMO’s grouping of gas tankers, and
the relationship between ship type requirements and the cargo carried. It is essential to point out that
cargoes commonly carried on gas tankers require ship type 2G and 2PG. The major differences between
these ship types are that a ship of 2G has a MARVS of less than 7 bar and a ship of type 2PG has a
MARVS of greater than 7 bar.
8.3.15 In general:
It is to explain some of the factors resulting in IMO’s grouping of gas tankers, and the relationship
between ship types requirements and the cargo carried. It is essential to point out that cargoes commonly
carried on gas tankers require ship type 2G and 2PG. The major differences between these ship types
are that a ship of type 2G has a MARVS of less than 7 bar and a ship of type 2PG has a MARVS of
greater than 7 bar.
1 the IMO Codes divide gas tankers into four categories, ship types 1G, 2G, 2PG and 3G,
which reflect the hazard rating of the cargoes to be carried
2 a type 1G ship is a gas tanker intended for the carriage of products considered to
present the greatest overall hazzards, and types 2G, 2PG and 3G are intended for
products of progressively lesser hazards
3 type 1G ships are required for highly hazardous cargoes such as chlorine
A type 1G ship is a gas carrier intended to transport product indicated in Chapter 19 (IGC Code) which
require maximum preventive measures.
4 the most common cargoes, such as LNG, LPG and ethylene, must be carried in type 2G
or type 2PG ships
A fully refrigerated ship, say with Type ‘A’ tanks, designed for LPG must comply with the requirements for
tank location and survival capacity of a category 2G ship whereas a semi-pressurised ship with Type ‘C’
tanks carrying LPG can comply with the requirements either of a 2G or a 2PG. For the latter case the
Type ‘C’ pressure vessels must have a design pressure of at least 7 barg, and a design temperature of
not lower than –55oC. The 2PG category takes into account the fact that the pressure vessel design
provides design increased survival capability when the ship is damaged by collision or grounding.
A type 2G ship is a gas carrier intended to transport products indicated in Ch. 19 (IGC Code) which
require significant preventive measures to preclude the escape of such cargo.
A type 2PG ship is a gas carrier of 150m in length or less intended to transport products indicated in Ch.
19 (IGC Code) which require significant preventive measures to preclude escape of such cargo, and
where the products are carried in independent type C tanks designed for a MARVS of at least 7 barg, and
a cargo containment system design temperature of –55 oC or above. A ship of this description but over
150m in length is to be considered a type 2G ship.
5 type 3G ships are only permitted to carry nitrogen and refrigerant gases
A type 3G ship is a gas carrier inteаnded to carry products indicated in Ch. 19 (IGC Code) which require
moderate preventive measures to preclude the escape of such cargo
6 the background for IMO’s grouping of ship types is the ship’s capability to survive
damage caused by collision or stranding and the capability of tanks to contain the
cargo after sustaining such damage

CARGO EQUIPMENT AND INSTRUMENTATION

Tanks, piping and valves
8.3.16 generally: the cargo piping arangement
Gas carriers are normally fitted with liquid and vapour manifolds situated amidships. These are connected
to liquid and vapour headers-or pipelines with branches leading into each cargo tank. The liquid loading
line is led through the tank dome to the bottom of each cargo tank; the vapour connection is taken from
the top of each cargo tank. On semi-pressurised and fully refrigerated LPG ships a vapour connection is
taken from the vapour header to the compressor room where reliquefaction of the boil-off takes place.
After reliquefaction the cargo is piped, via a condensate return line, to each cargo tank. In the case of
LNG ships the boil-off vapours are usually fed to the ship’s boilers or diesel propulsion plant via a
compressor and heater, to use as main propulsion fuel or in the case of newer tonnage may be reliquefied
and return as condensate to the cargo tanks.
All pipe connections to tanks must be taken through the cargo tank domes which penetrate the main
deck.
Provision must be made in the design of cargo pipe work systems to accommodate thermal expansion
and contraction . This can be done either using expansion bellows and fabricated expansions loops or,
where appropriate by using the natural geometry of the pipe work installation. (Bellows be used to
accommodate thermal contraction and expansion in a number of applications)/ Where expansions bellows
are used in a pipe work section. It is important not to interfere with any pipe work supports once the ship
has entered service, since they form an integral part of the expansion arrangements. Similarly, when
replacing parts as bolts, restraining rods etc. Great care must be taken to ensure that the new parts are
the correct material for the service.
Removal spool pieces are used in pipelines to interconnect sections of line for special operational reasons
such as using the inert gas plant or ensuring segregation of icompatible cargoes.
8.3.17 In general:
1 the construction materials in tanks, piping and equipment containing cargo liquid and
vapour should be resistant to the cargo
For this reason copper alloys (e.g. brass) have to be excluded from the cargo systems intended for the
carriage of ammonia. Details of materials of construction which should not be used for certain products
are given in Chapter 17 of the IGC Code.
2 the resistance of the cargo is dictated by the minimum service temperature and the
compatibility with the cargo carried
3 all connections and personnel access to a cargo tank have to be arranged through the
cargo tank dome area
4 commonly found fixed piping arrangements in a cargo tank are:
- sample tubes
- vapour line
- condensate line
- strippig line/puddle line
- discharge line
- liquid line
- upper purge line/spray line
- ventilationline
5 there are usually three sample tubes at different levels in the cargo tank
6 the monitoring of tank atmosphere and cargo sampling can be done through the sample
tubes
7 the main purpose of the vapour line is to lead the boil-off to the reliquefaction plant or to
the shore via the crossover
A vapour line through which vapours is withdrawn from the top of the tank,and which leads to the
compressor suction.
8 the main purpose of the condensate line is to lead reliquefied gas from the
reliquefaction plant to the cargo tank
A condensate spray line which has the multiple function of:
- Returning condensate from the condenser to the tank when it is being refrigerated. The return
condensate is usually sprayed into the tank through the upper spray.
- As a vapour line connected to the discharge side of the compressors, and through which the tank can
be pressurised for discharging purposes.
- As a spray line to reduce pressure when loading. It will be noticed that there are two spray lines-the
upper spray which is fairly coarse, and a much finer middle spray. The holes in the middle spray line are
directed upwards, and the middle spray line is used to pre-cool the tanks when it is intended to load a
very cold cargo.
9 the stripping line is used for removal of remaining liquid cargo from the sump by means
of pressure
10 the purpose of the puddle heat line is to lead heated cargo vapour from the cargo
 compressor to the pump sump for vaporizing the remnants of a liquid cargo
11 the main purpose of the discharge line is to lead the liquid cargo from the cargo tank to
the crossover by means of the cargo pump
12 the main purpose of the liquid line is to lead the liquid cargo from shore to the cargo
tank via the crossover
A liquid line through which the liquid gas is loaded and discharged. It leads to the bottom of the tank.
13 the purpose of the upper purge line is to lead different types of ventilation gases into or
from the cargo tank
14 the main purpose of the spray line is to spray liquid cargo into the tank during cool-
down of the cargo tank
15 the main purpose of the ventilation line is to lead vapour from the cargo tank safety
relief valve to the vent outlet
16 a cargo tank should have shutoff valves located as close to the tank as practicable for
all liquid and vapour connections, with the exception of pressure-relief valves and liquid
level gauging devices
17 IMO establishes rules for place, type and number of valves in a cargo piping system
Gas carriers are normally provided with midships liquid and vapour manifold crossovers connected in turn
to liquid and vapour headers with connectons to each cargo tank. The liquid loading line is led to the
bottom of each cargo tank; the vapour connection is taken to the cargo compressor room for
reliquefaction of the boil off vapours where it is returned via condensate return line to each cargo tank. In
the case of the LNG ships, the boil-off vapours may be fed direct to the ships boiler’s or diesel propulsion
plant via compressor and heater for use as main propulsion fuel or in the case of newer tonnage may be
reliquefied and return as condensate to the cargo tanks.
No cargo pipe work is allowed to beneach deck level on gas carriers: therefore, all pipework connections
to ranks, beneath deck level must be taken through the cargo tank domes which penetrate the deck.
Provision must be made in the design og cargo pipe work systems to accommodate thermal expansion
and contraction. This can be done either using expansion bellowsand fabricated expansions loops or,
where appropriate by using the natural geometry of the pipe work installation, where expansions bellows
are used in a pipe work section. It is important not to interfere with any pipe work supports once the ship
has entered service, since they form an integral part of the expansion arrangements. Similarly, when
replacing parts such as bolts, restraining rods etc. Great care must be taken to ensure that the new parts
are the correct material for the service.
Removable spool pieces are used in pipelines to interconnect sections of line for special operational
reasons such as using the inert gas plant or ensuring segregation of incompatible cargoes.
18 The IMO regulations require remotely operated emergency shutdown valves in the
cargo piping system
Isolating valves for gas carriers must be provided in accordance with the IMO requirements. Where cargo
tanks have a MARVS greater than 0.7 bar g (Type C cargo tanks), all main and liquid vapour connections
(except relief valve connections) should normally be fitted with a double valve in series with this manual
valve. For types A and B cargo tanks with the MARVS less than 0.7 barg the IMO Codes allow shut off
valves for liquid and vapour connections which can be remotely actuated but which must also be capable
of local manual operation. Remotely operated emergency shutdown (ESD) valves are provided at the
liquid and vapour crossovers for all gas carriers.
At several locations around the ship, e.g. bridge front, gangway, compressor room and cargo control
room, emergency control stations. Pheumatic vent valves or electric push buttons are provided which,
when operated, close remotely actuated valves and stop cargo pumps and compressors where
appropriate – effectively creating a ‘dead ship’ as far as cargo-handling is concerned. ESD is also
required to be automatic upon loss of electric or control power of fire at tank domes or manifold where
fusible elements are suitable situated to actuate the ESD signal system. Individual tank filling valves are
required to be automatically closed upon the actuation of an overfill sensor in the tank to which they are
connected. ESD valves may be either pneumatically or hydraulically operated but in either case must be
‘fail safe’, i.e. close automatically upon loss of actuating power.

Pressure-relief and vacuum-protection system

8.3.18 describe generally the pressure-relief piping system
The IMOCodes require at least two pressure relief valves of equal capacity to be fitted to any cargo tank
of greater than 20 m3 capacity. Below this capacity one is sufficient. The types of the valves normally
fitted are either spring loaded or pilot-operated relief valves. Pilot operated relief valves may be found on
Types A, B and C tanks while spring loaded relief valves are usually only used on Type C tanks. The use
of pilot-operated relief valves on Type A tanks ensures accurate operation at the low pressure conditions
prevaling while their use on type C tanks, for example, allows variable relief settings to achieved using the
same valve. This may be done by changing the pilot spring. Other types of pilot valve are available for
adjustment of set pressure and blowdown pressure.Vapour relief valves are fitted on the tank domes;
these are piped, via a vent header, to the vent riser. The vent risers are fitted at a safe height and safe
distances from accommodation spaces and other such gas-safe zones.
8.3.19 In general:
1 all cargo tanks should be provided with a pressure-relief system
2 IMO has established rules for vacuum protection of cargo tanks
3 All equipment and piping which may be isolated when full of liquid should be provided
with a pressure-relief valve
4 The pressure-relief and vacuum-protection system gives an automatically controlled
protection against too high or too low pressure within the cargo-handling system

Pumps and unloading systems

8.3.20 describe generally the unloading system
There are a number of different types of pump. Each type has its own special properties and therefore,
particular advantages and drawbacks. Two main factors make the pumping of liquefied gas rather
extraordinary – its properties and the requirements for the installation of the pumps.
One common property of the products carried on liquefied gas tankers is a low boiling point. Most of these
cargoes are carried at their boiling point.
Where cargo tanks have a MARVS greater than 0.7 barg (Type ‘C’ tanks), the principal liquid and vapour
connections on the tank dome should be fitted with a double valve arrangement. This should comprise
one manually operated globe valve and a remotely operated isolation valve fitted in series. For Types ‘A’
and ‘B’ cargo tanks (with the MARVS less than 0,7 barg) The Gas Codes allow single shut-off valves for
liquid and vapour connections. These valves can be remotely actuated but must also be capable of local
manual operation.
Remotely operated emergency shut-down valves are provided at the liquid and vapour manifolds for all
gas carriers.
8.3.21 In general:
1 the main cargo pumps fitted aboard liquefied gas tankers are of the centrifugal type
2 these cargo pumps are either submerged or deepwell pumps
Fixed Submerged Pumps
These are fixed combined pump and electric motor assemblies vertically mounted on a seating in the
bottom of the tank. Power is supplied through coper or stainless steel sheathed which terminate in a
junction box at the tank dome. Motors are normally fitted with low liquid levelshutdown devices to prevent
them running dry. For ammonia duty the cable and the motor are sheathed or ‘canned’ in stainless steel
to prevent ammonia attacking copper components.
Deepwell Pumps
These are single or multi-stage centrifugal pumps with deck mounted electric or hydraulic motors driving
impellers near the tank bottom. The impeller casing is supported by the discharge tube which is flange-
connected to the tank dome. The drive shaft runs inside the discharge tube and is lubricated by the cargo.
3 on fully pressurized gas tankers the cargo pumps may be mounted on deck This is
possible because the high pressure inside the cargo tanks delivers the cargo liquid to the
pump’s suction. During discharge, the high pressure in the tank is maintained by compressors.
4 in addition to the main unloading pumps there are arrangements for alternative
unloading
5 alternative unloading can be done by means of vapour pressure, replaceable pump or
eductor
Removable Submerged Pumps
These are similar to fixed submerged pumps but are located within a tube which acts as a support and
discharge pipe and which has a foot valve so the pump can be removed while the tank still contains
cargo. If the liquid and vapour contents of the tube are purged with inert gas the pump can be raised
slightly to close the foot valve. The pump can than be removed in stages.
Deck Mounted Pumps
These are normally mounted motor driven centrifugal pumps. They may be used as main pumps, booster
pumps, heater supply pumps, or deck storage tank supply pumps.
Particular attention is drawn to the folliving points:
- the precautions listed in points a), b), c), d) g) and k) of paragraph 8.3.22.2 should be observed;
- the pump must be primed and, if necessary, cooled down before starting, and the cargo tank should be
sufficient pressurised to provide an adeuate liquid suction head;
- mechanical seals must be maintained in an efficient conditions and , where a pressurising circuit is
used, consumption of the pressurising medium should be noted to ensure that levels are maintained and
that adequate sealing of the cargo liquid is achieved;
- motor-pump alignment must be correct to prevent coupling damage all clearness and tolerance
specified by the manufacturer should be observed;
- after pumps have been replaced, pipework alignement should be adjusted to avoid stressing the
asembly: adjacent sliding fet should be free and lubricated;
where fitted, gas-fight bulkhead seals must be maintained.
8.3.22 describe generally:
1 the operating principle of a centrigugal pump
When the pump is operating, liquid in the casing in swirled by the rotating impeller.
The swirling action causes the liquid to move towards the and away from the centre.
The backward vanes and the rotation give the liquid a combined radial and circular motion.
The saction of the volute casing is increasing and thereby acting as a diffuser, converting the kinetic
energy to pressure energy.
2 safe centrifugal pump handling
Deepwell Pumps:
a) Before starting pumps, care should be taken to ensure that they are free to rotate, if possible by
turning manually.
b) Pumps should be started with discharge valves shut (or slightly open according to manufacturers’
instructions) to reduce current demand by electric motors and pressure surge.
c) If protection equipment is not operational or not fitted, care should be taken to ensure that pumps are
not allowed as lubrication would be lost and damage could occur.
d) Flame-proof electric motors may only be drip-proof and it may be necessary to fit eaterproof covers
 when not in use.
e) If fitted, heaters should be used to maintain insulation resistance when a pump is not in service.
f) Thurst bearings are susceptible to indentation (or ‘brintling’)when pumps which are not operating are
subjected to shipboard vibration, because of the heavy weight they have to support: when not in use
the pump shaft should be rotated at frequent intervals to vary the surface area bearing the load.
g) If necessary (and permissible), before pumping LPG an antifreeze should be injected to prevent
freezing of any water collected in bearings, shaft sleeves, impellers etc. Freezing could cause pumps
to seize and electric motors to burn out. Ice-free operation is best achived by use of dry inert gas to
avoid moisture inside the tanks: antifreeze should be avoided if possible as excessive use will entail
cargo claims.
h) When pumps have been overhauled, care should be taken to ensure that they are re-installed
correctly: steading devices must be correctly positioned to prevent movement from torsional reaction,
and all fittings in the tank must be locked in position (eg. With split pins, wires or lock washers).
i) Shaft intermediate bearings are lubricated by the cargo, and passages in the bearing housing must be
kept clear.
j) Liquid seals at the upper end of the pump discharge tube must be kept in good conditions to prevent
cargo leakage, as well as leakage of the pressurising liquid into the cargo.
k) Great care must be taken to ensure that local stop/start switches are properly maintained.

Cargo heaters and cargo vaporizers

8.3.23 state that:
1 when discharging refrigerated cargoes into pressurized shore tanks it is frequently
necessary to heat the cargo in a cargo heater because the shore tanks and piping
materials are not designed for low temperatures
2 seawater is commonlyused as a heating medium for the cargo heater
3 it is necessary to run the booster pump when discharging to a pressurized shore tank
4 a vapour is used to maintain the pressure in the cargo tank during discharging
5 seawater and steam are each commonly used as the heating medium for vaporizers

Reliquefaction system and control of boil-off

Liquid gas cargoes are carried at their boiling point corresponding to the actual tank pressure,irrespective
of the tpesmof cargo containment system.
The number and capacity of the reliquefaction units fitted depends on the service for which a ship is
intended and the number of segregated cargoes it is designed to carry.
There are two types of gas carriers which employ reliquefaction systems, the so-called ‘semi-pressurised
ships’ and the ‘fully refrigerated ships’. Whatever the choice of cargo tank design pressure, the capacity of
the reliquefaction plant must be such that the cargo can be maintained at a temperature giving a
saturated vapour pressure below the corresponding cargo tank safety valve set pressure.
For the fulli-pressurised cargo carrying condition, the design pressure of the tank will exceed the cargo
vapour pressure at the highest expected ambient temperature and no refrigeration is required to prevent
cargo from being released from the tank.
Semi-pressurised and fully refrigerated carrying conditions rely on refrigeration to keep the cargo below
the ambient temperature in order to prevent the cargo vapour pressure exceeding the design pressure of
the cargo tank.
The required refrigeration may be achieved by ‘indirect’ systems e.g. external/internal coils circulating
refrigerant, or by the ‘direct’ method of removing the boil-off vapours from the tank.
The direct method is by far the most common on gas carriers, and for all gases except methane/LNG, a
reliquefaction plant is fitted to condense the boil-off and return it to the tanks.
On methane/LNG carriers it has been found expendied and economical to use the boil-off as a fuel for the
main propulsion.
8.3.24 In general:
1 heat is always transferred from a warmer area to a relatively cooler area
2 the temperature of the cargo will increase as long as the cargo is relatively cooler than
the environment
3 when the temperature of the cargo increases the pressure in the cargo tank increases
4 because of the transmission of heat to the cargo, means must be provided to control
the vapour pressure in the cargo tanks
5 the methods of controlling vapour pressure in cargo tanks include:
- leading the cargo boil-off to the ship’s boiler, gas turbine or main engine to be used as fuel
- leading the cargo boil-off to the ship’s reliquefaction plant, where the vapour is liquefied
- cooling the liquid cargo in a heat exchanger
- cooling the shell of the cargo tank and thereby the cargo

8.3.25 describe generally:

1 a simplified vapour-handling system for LNG boil-off
2 a simplified single-stage direct reliquefaction cycle
Boil-off vapour is taken from the cargo tank to the compressor via a liquid separator. The compressor is
used to increase the temperature of the vapour so that a sea-water condenser can be used. The
superheated vapour from the compressor is condensed to an ambient temperature liquid in a sea-water
cooled condenser, and is collected in a collecting vessel, known as a condensate receiver, btfore being
passed through an expansion valve to cool it. The flow through the expansion valve is controlled by a
level swich in the collecting vessel to prevent back-pressure from the cargo tank reaching the condenser
and compressor. The throthling (expansion) valve is designed to ensure that there is sufficient pressure to
press the liquid into the cargo tank.
3 a simplified cascade reliquefaction cycle
This system is identical to the single-stage direct system, except that the cargo condenser is cooled by
liquid refrigerant gas such as R22. The heat from the cargo evaporates the R22 which is compressed,
condensed in a sea-water cooled condenser, and cooled by passage through an expansion valve. The
R22 cycle is also a direct cycle, working in a cascade with the cargo reliquefaction cycle..
The system can be used for fully refrigerated cargoes. Its major advantage is that the capacity of the
system is not affected by sea-water temperatures as much as other systems. The cycle is also more
efficient, as the R22 temperature in the LPG condenser can be below 0oC.
4 a simplified indirect reliquefaction cycle
Indirect cooling is used for cargoes which cannot be compressed for chemical reasons. The boil-off
passes from the tank under its own pressure to a condenser which cools and liquefies. The condensate
then returns to the tank under its own pressure or by pump. It is also possible to arrange condensation by
cooling coils in the vapour dome, below the liquid surface or welded to the tank exterior.
The cycle has to use a very cold refrigerant in the condenser for efficiency; the common refrigerants are
hydrogen, helium and propane. The refrigerant works in a cycle, in cascade with the cargo cycle.

Cargo compressors
The compressor is the heart of the reliquefaction plant. As far as LPG ships are concerned there are two
main types of compressor: these are the reciprocating types and the screw type.
8.3.26 describe generally:
 1 the operating principle of a reciprocating compressor
Two types may be found, conventional compressors and oil-free compressors. They are used mainly in
Freliquefaction plant for compression of refrigerant gases or cargo vapour. It used with refrigerants, the
considerations applicable to normal refrigeration plant should be observed. If used with cargo vapour,
special precautions may be necessar, depending of the cargo.
2 the operating principle of a screw compressor
These are positive displacenement high speed compressors with mated screw rotors. The following
precautions should be observed:
- filters must be kept in good condition because internal clearances are very fine and the passage of
solids (eg. Rust or weld slag) will cause damage;
- liquids should not be allowed to pass through compressors designed to handle vapours only;
- compressors should not be operated with the discharge valve closed.
8.3.27 state that the reciprocating and screw compressors used on board gas carriers are
commonly of the oil-free type
Screw Compressors
These are positive displacement high speed compressors with mated screw rotors. The following
precautions should be observed :
- filters must be kept in good condition because internal clearances are very fine and the passage of
solids (e.g. rust or weld slag) will cause damage;
- liquids should not be allowed to pass trough compressors dersigned to handle vapours only;
- compressors should not be operated with the discharge valve closed.
Reciprocating Compressor
Two types may be found, conventional compressors and oil-free compressors. They are used mainly in
reliquefaction plant for compression of refrigerated gases or cargo vapour. It used with refrigerants, the
considerations applicable to normal refrigeration plant should be observed. If used with cargo vapour,
special precautions may be necessary, depending on the cargo.
8.3.28 describe generally the different cargo compressor operations on board
On semi-pressurised ships, the cargo compressors can raise the tank pressure enough to prime deck-
mounted discharge pumps prior to discharge. Cargo vapour is drawn off and compressed, and the hot
gas discharged is returned to the cargo tank. When the cargo tank pressure is sufficient (about 2 bars) the
liquid valve is opened and the tank vapour pressure will deliver the liquid to the pump suction.
Similarly the cargo compressor can be used to boil off cargo residues left in pump sumps at the end of
discharge. As before, the cargo compressors draw vapour from the cargo tanks and compress it, the hot
vapour discharged being eturned to the cargo tank sump through an open ended pipe immersed in the
remaining liquid, or a perforated heating coil which is sometimes provided. Alternatively the hot vapour
can be circulated through closed heating coils to evaporate the remaining liquid. Care is needed to ensure
that the set pressure of the cargo tank safety valve is not exceeded during this operation.
During loaded passages, the duration of reliquefaction operation will be a number of factors, especially:
- cargo temperature
- required cargo temperature on discharge
- cargo composition; and
- weather conditions.
Reliquefaction operations should be scheduled to suit the ship/s normal routine, as far as possible.
On completion of loading, cargo tank pressure may need to be reduced to meet the ship’s needs; for fully-
refrigerated ships it is usually preferable to operate the plant at maximum capacity until tank pressure
approach atmospheric.
During a loaded passage cargo temperature should be maintaned (or reduced) by opening the
reliquefaction plant as necessary. The stand-by capacity should not normally be required, but it may be
needed, for instance to reduce the cargo temperature when severe weather conditions are anticipated.
During a ballast passage, cargo tanks may be kept cold by a ‘heel’ of cargo retained after discharge. The
heel is distributed around the cargo tanks in the most efficient manner possible,and the vapour evolved is
reliquefied.
Ocasionally, severe weather and violent ship movement may it impossible to operate reliquefaction plant
for fear of liquid entering the compressors. Rough weather will also cause tank pressure to rise due to
sloshing of liquid cargo against warmer surfaces in the vapour space. For this reason, cargo tank
pressure should be kept near the desired level at all times.

Inert- gas system

8.3.29 define ‘inert gas’
8.3.30 state that:
1 inert gas is used in cargo tanks and hold spaces to replace air, thereby preventing fire
and explosion
2 inert gas is commonly produced on gas tankers by an oil-burning gas generator
3 inert gas produced by an oil-burning gas generator is composed of:
- approximately o.5% oxygen
- approximately 84% nitrogen
- approximately 15% carbon dioxide
- approximately 0.5% carbon monoxide, oxides of nitrogen and sulphur dioxide
8.3.31 describe generally an inert-gas generator system

Instrumentation
Level gauges are important because cargo system on gas carriers are closed, and levels cannot be
sounded. Gauge are fitted to cargo tanks, deck storage tanks and reliquefaction systems. High level
alarms are fitted to give warning before a tank becomes full, and shutdown systems are fitted to prevent
cargo over-filling a tank. If the cargo pump is submerged there is usually a low level shitdown system to
prevent the pump running dry. The accuracy required of gas carrier level gauges is high because of the
nature and value of the cargo; hence the gauges are generally sophisticated and require careful
maintenance.
8.3.32 In general:
1 all electrical equipment installed or used in gas-dangerous spaces or zones should be
approved for operation in a flammable atmosphere
2 each cargo tank is provided with means for indicating level, pressure and temperature
of the cargo
3 the liquid level in cargo tanks is commonly measured by means of float gauges
4 each cargo tank is fitted with high-level alarms
5 the purpose of high-level alarms is to prevent overflow of cargo tanks
6 that every gas tanker has a fixed gas-detection system
7 the fixed gas-detection system’s alarm is activated when the vapour concentration
reaches 30% of the Lower Explosive Limit (LEL)
8 gas sampling and analysing from different parts of the ship is done continuously and
sequentially
9 the fixed gas detector gives an automatically controlled protection against
concentrations of flammable gas that are too high, and that it is thereby fundamental to
the safety of the gas tanker
8.3.33 describe generally:
1 a float gauge
These consist of a float which rises vertically on the liquid. It is attached by a tape to an indicating device
for local reading, with provision for a drive mechanism for remote reading.
Particular attention is drawn to the following:
-floats should be secured when at sea except briefly during measurement of tank contents. If the float
remains unsecured at sea it will almost certainly be damaged due to sloshing of the cargo;
-remote and local readings should be compared frequently to determine discripancies; correction tables
are normally provided to allow for tape and tank expansion or contraction and ship trim and heel; the
corrections should be applied to readings;
-tapes should be checked regularly for free vertical movement of the float, and if damaged should be
replaced; particular care is necessary with the rewind mechanisms when carefully balancd: if obstructed
the gauge readings will be inaccurate;
-when tapes are renewed, or a gauge reassembled after maintenance, allowance should be made for the
level at which the float begins to lift: this will depend upon tension which determines the depth to which
the float is immersed;
parts should be securely locked in position; special care is necessary with tape-to reel attachments.
2 a simplified fixed gas-detection system
The provision of gas detection systems on board gas carriers is of importance. The Gas Codes require
gas carriers to have a fixed gas detection system with audible and visual alarms. These must be fitted in
the wheelhouse, in the cargo control room and at the gas detector readout location. Detector heads are
normally provided in the fo;;owing spaces:
- Cargo compressor room
- Electric motor room
- Cargo control room (unles classified as gas-safe)
- Enclosed spaces such as hold spaces and interbarrier spaces (excepting hold spaces cotaining
Type ‘C’ cargo tanks)
- Airlocks
- Burner platformvent hoods and engine room gas supply pipelines (LNG ships only)
The detector heads should be sited having regard to the density of cargo vapours. This means that for
heavier-than-air vapour the detector heads should be sited at a low level and for lighter-than-air vapours
at high level. The sensing unit for the gas detection system is normally located in the cargo control room
or the wheelhouse. Provision should be made for regular testing of the equipment: span gas of a certified
mixture for calibration purposes should be readily available and permanently piped, if possible.
Sampling and analysing from each detector head is done sequentially. The Gas Codes call for sampling
intervals from any one space generally not exceeding 30 minutes. Alarms should be activated when the
vapour concentration reaches 30% of the lower flammable limit.
In addition to the fixed gas detection system, every ship must have at least two sets of portable gas
detection equipment. Means for measuring oxygen levels in inert atmosphere are also required.
Gas carrier crews should be familiar with gas detection equipment and its operating principles.
Manufacturer’s instructions should always be followed.

9 CARGO OPERATIONS

9.1 GENERAL AWARENESS OF SAFE CARGO OPERATIONAL PROCEDURES ON TANKERS

9.1.1 State that for this section the treining should preerably be carried out on board
9.1.2 State that this section complements on-board training

FOR OIL TANKERS

Loading
9.1.3 explain need for compliance with all safety requirements
9.1.4 state:
1 that the control are operated during loading according to planned sequence of filling
tanks
2 that the quantity of cargo is checked by measuring ullages
3 that the venting of tanks into the atmosphere is controlled as necessary
4 that events during operations are recorded
9.1.5 explain how and when samples are taken

Loaded voyage
9.1.6 explain how and hen vapour pressures are checked and logged (non-IGS vessel)
9.1.7 state:
1 that cargo vapour may bevented to control pressure
2 how the temperature of the cargo is controlled

Discharging
9.1.8 explain the need for compliance with all safety requirements
9.1.9 state:
1 that the control valves are operated during discharging according to planned sequence
of empting tanks
2 why and how tanks are vented
3 that ballast is loaded as required by the discharging plan
9.1.10 outline draining and stripping procedures

Ballast voyage
9.1.11 explain the need for ballasting
9.1.12 state:
1 that a number of tanks are allocated for ballast
2 the considerations for allocating the amount of ballast
3 that some tankers have tanks solely designated for ballast, served by a dedicated
ballast system
4 such tanks are defined as segregated ballast tanks (SBT)
5 that additional ballast is carried in cargo tanks if the segregated ballast capacity is
insufficient
6 that such ballast is put in dirty cargo tanks
7 that such ballast is heavily contaminated with oil
9.1.13 explain:
1 why the ship may have onlymclean or segregated ballast on boatd upon arrival in the
loading port
2 the operations for changing ballast
3 how the slop tank is fitted with an oily water mixture
4 the need to decant the contents of the slop tank
5 the decanting procedure in general terms
 6 that the remainder of the slop tank may be utilized for the carriage of cargo
7 the process of changing ballast, decanting the contents of slop tanks and loading slop
tanks as the load-on-top procedure (LOT)

Tank cleaning
9.1.14 list the reasons or tank cleaning
9.1.15 state that:
1 tank washing machines are used
2 there are portable and fixed tank washing machines
3 tanks may be cleaned with water or crude oil
4 on the ballast voyage, only water is used, sometimes mixed with chemicals
5 hot or cold water may be used
6 the tank washing system incorporates a water heater
7 tank washing should preferably be carried out in a non-explosive atmosphere
8 this may be an inert or, alternativelty, too lean or too rich atmosphere
9 if an inert-gas system (IGS) is fitted and operating, tank washing should take place in an
inert atmosphere
10 if an IGS is not fitted, tank washing should preferably take place in a too lean
atmosphere
9.1.16 explain:
1 too rich and too lean atmospheres
2 ventilating to a too lean atmosphere as gas-freeing
3 that gas-freeing should be continued during tank washing
4 that tank washing water is transfered to the slop tank
9.1.17 describe:
1 the working of tank washing machines
2 the use of the slop tank in the open-cycle mode
3 the use of the slop tank in the recirculation mode
4 line flushing

Crude oil washing (COW)

9.1.18 describe the use of tank washing equipment using high-pressure jets of crude oil from the
cargo to dissolve and remove cargo residues and deposits which cling to the internal
surfaces and fittings of cargo tanks

Use of inert gas

9.1.19 state that:
1 inert gas is used in cargo tanks to replace the air, and thereby oxygen
2 the inert gas supplied should have an oxygen content of not more than 5% by volume
3 cleaned, cooled boiler flue gas is often used for this purpose, its main constituents
being nitrogen and carbon dioxide
4 alternatively, cleaned and filtered combustion gas from an oil-burning gas generator
can be used
5 the inert gas is supplied to all cargo and slop tanks
6 it is important to keep cargo tanks and slop tanks inerted at all times

Purging and gas-freeing

9.1.20 list the reasons for gas-freeing
9.1.21 state that:
1 gas-freeing is usually done by mechanical means
2 such means may be portable fans or a fixed system
3 the IGS may be used for gas-freeing
4 gas-freeing is the replacement of hydrocarbon vapours or inert gas by air
5 hydrocarbon vapours remain inside a cargo tank after cargo discharge
6 the hydrocarbon vapours are mixed with inert gas on a ship fitted with an IGS or with air
in a ship not so fitted
7 in an inerted cargo tank there is no explosive atmosphere
8 care must be taken that the tank atmosphere does not come within flammable range
during gas-freeing operations
9 soot particles in inert gas create an additional ignition hazard in an explosive tank
atmosphere
10 gas-freeing a non-inerted tank will bring the tank atmosphere within the explosive range
for some time
11 oil tankers should be supplied with meters to check oxygen content, hydrocarbon
content and toxic gas content
12 meters are available showing percentage lower flammable limit (LFL) by volume
9.1.22 explain how purging a tank with inert gas will prevent the development of an explosive
atmosphere in a cargo tank

Tank cleaning and gas-freeing for repairs

9.1.23 state that:
1 procedures for tank cleaning, purging and gas-freeing must be carried out
2 before personnel enter any tank, the atmosphere must be checked for oxygen content,
hydrocarbon content and, after carrying some cargoes, toxic gas content
3 oxygen content must be 21% by volume
4 hdrocarbon content must be less than 1% LFL
5 after tank washing, manual removal of residue may be necessary
6 residue removal generates more hydrocarbon gas
7 gas-freeing operations must therefore be continuous
8 adjacent bulkheads and pipelines may constitute additional sources of hydrocarbon gas
9 the inert gas supply to the tank should be shut off
10 a gas-free certificate is needed from a qualified chemist before contractor’s work can be
carried out
11 an additional hot work permit is required for hot work
12 that such certificate and permit must be reissued every day that work is carried out, or
such lesser period as the port authority stipulates

FOR CHEMICAL TANKERS

Cargo information
(Note: for this section, objectives 9.1.24 and 9.1.25 are a repeat of objectives 4.1.1 to 4.1.8)
9.1.24 state that:
1 information about cargoes to be handled is essential to the safety of the vessel and her
crew
2 such information may be found on ICS or other Cargo Data Sheets (CDS) for each
product, which also include all necessary data for the safe handling and carriage of the
 cargo
3 cargo information for most tanker cargoes is kept on board and available for all
concerned
4 the cargo will not be loaded unless sufficient informaton necessary for its safe handling
and transportation is available
5 the responsible oficer (RO) will see to it that necessary cargo information is posted on
the notice board prior to cargo operations
6 all personnel engaged in cargo operations should familiarize themselves with the
cargoes by studying the ICS or other Cargo Data Sheets (CDS)
7 cargo information is fundamental to cargo planning
9.1.25 list reference books where cargo inormation may be found

Cargo planning
9.1.26 state that:
1 cargo operations are always preplanned
2 the main purpose of planning cargo operations is to ensure safe and efficient operation
3 cargo operations on chemical tankers may involve simultaneous loading, unloading and
tank cleaning
4 the planning of these operations is done on co-operation between the vessel and a
shore-based operating team
5 cargo preplanning is based on cargo information, port information and thorough
knowledge of the ship and its cargo systems
9.1.27 list points to be taken into account during the planning of cargo operations as:
1 rules and regulations
2 seamanship
3 safety
4 port rotation for loading
5 ballasting and deballasting
6 draught and stability
7 cargo properties (flammability, toxicity, reactivity)
8 suitability of coatings
9 cargo maintenance during voyage
10 port rotation for unloading
11 tank cleaning procedures
12 slop retaining and disposal

Loading
9.1.28 state that:
1 all personnel must follow standing instructions at all times whether or not the cargo to
be loaded is dangerous
2 personnel on watch or involved in the loading operation should wear appropriate
protective clothing, as indicated in he ICS or other Cargo Data Sheets, when handling
dangerous cargoes
3 cargoes are stowed according to a stowage plan that was prepared before loading
began
4 prior to loading, cargo tanks are inspected for cleanliness and suitability for cargo
according to the stowage plan
5 prior to the loading of cargoes which present a major fire hazard, tanks are purged with
 nitrogen to remove air so that the atmosphere above the cargo will be non-flammable
6 such cargoes are kept under a nitrigen ‘padding’ during the voyage
9.1.29 explain, with the aid of a simple drawing:
1 how cargo is routed from the manifold to tanks on a chemical tanker with a pump-room
2 how cargo is routed from the manifold to tanks on a chemial tanker with separate lines
for each tank
3 how cargo vapour is removed from the tanks during loading
4 a ‘closed-circuit’ loading operation
9.1.30 state that:
1 cargoes giving off vapours which present a major health hazard are loaded in a ‘closed
circuit’, requiring a vapour-return line
2 in order to check for impurities, cargo samples are taken from lines and tanks during
loading
3 a vessel’s trim, list and stability may be adjusted, if necessary, during loading by filling
or emtying ballast tanks
4 all events during cargo operations are recorded
9.1.31 list procedures and duties for personnel on watch during the loading operation

Unloading
9.1.32 state that:
1 all personnel must follow standing instruction at all times during unloading, whetrher or
not the cargo is considered dangerous
2 personnel on watch or involved in the unloading operation should wear appropriate
protective clothing, as indicated in the ICS or other Cargo Data Sheets, when handling
dangerous cargoes
3 cargoes are unloaded according to a planned sequence of emptying tanks
4 prior to unloading, cargo samples from each tank and from cargo lines are analysed to
check if a product has been contaminated on board during passage
9.1.33 explain, with the aid of a simple drawing:
1 how cargo is routed from tank to manifold on a chemical tanker with a pump-room
2 how cargo is routed from the tank to manifold on a chemical tanker with deepwell
pumps and separate lines for each tank
3 the functioning of the cargo-tank venting system during unloading
9.1.34 state that:
1 in tanks containing cargoes that present a major fire hazard, inert gas or nitrogen is
used to maintain a positive tank pressure during unloading in order to avoid air entering
the tank
2 a vessel’s trim, list and stability may be adjusted, as necessary, during unloading by
filling or emptying ballast tanks
9.1.35 list procedures and duties for personnel on watch during unloading operations
Tank cleaning and gas-freeing
9.1.36 list reasons for tank cleaning as:
1 rules and regulations
2 the prevention of contamination of the cargo to be loaded
3 the prevention of contaminated ballast
4 maintenance of cargo tanks and equipment
9.1.37 state that:
 1 tank-washing machines are used
2 tank-washing machines may be fixed or portable
3 tank-cleaning equipment must be properly earthed to avoid accumulation of static
electricity
4 personnel involved in tank-claning operations may be exposed to cargo vapours and
should, if necessary, use equipment for personal protection
5 different cargoes require different tank-washing procedures
6 cleaning may be done with hot or cold seawater or with fresh water, or by ventilation
only
7 water cannot be used for tank cleaning before or after some cargoes
8 in some cases, detergents are added to the washing water
9 in some cases, solvents are used for tanks cleaning
9.1.38 describe:
1 the working of a tank-washing machine
2 how the electric bonding of tank-cleaning hoses may be checked
3 a safe procedure for the connection and disconnection of tank-cleaning equipment
9.1.39 list phases in a tank-cleaning operation as:
1 pre-wash
2 main wash
3 fresh water rinse
4 gas-freeing
5 drying
6 inspection/testing
9.1.40 explain, with the aid of a simple drawing, the cycle in a tank-washing system from the
seawater inlet to the slop tank
9.1.41 state that:
1 the purpose of gas-freeing is to replace cargo vapours, inert gas or any other gases
with air
2 gas-freeing may be done by fixed or portable fans driven by air, steam, water or
hydraulic liquid
3 the gas-freeing operation is verified by regular checks of the tank atmosphere
4 the tank atmosphere is checked by measuring the percentage of oxygen and the ppm
values o cargo vapours or of toxic constituents of inert gas
5 a cargo tank is gas-free only when the oxygen content is 21% by volume and no
vapours from cargo or toxic constituents of inert gas can be measured in values above
the threshold value (TLV)

Slops and slops disposal

9.1.42 define ‘slops’ as tank washings or any residue/water mixtures from pump-room bilges or
slop tanks
9.1.43 state that:
1 modern chemical tankers are fitted with tanks for the storage of slops
2 cargo tanks may also be used to contain slops
3 in general, the discharge of slops into the sea is prohibited unless certain conditions
are satisfied
4 slops from certain noxious chemicals have to be discharged to shore facilities
5 all slop-handling operations on chemical tankers are recorded in the Cargo Record
 Book (CRB)
9.1.44 identify international regulations covering:
1 the discharge of slops
2 the discharge of slops containing noxious chemicals

FOR LIQUEFIED GAS TANKERS

Tank environmental control

9.1.45 environmental control within cargo tanks and hold spaces is achieved by means of piping
systems provided for this purpose
9.1.46 when a gas tanker is to change cargo, the following procedures for environmental control in
cargo tanks are normally carried out:
1 warming up
2 inerting
3 gas-freeing/aerating
4 purging
5 cooling down
9.1.47 sampling tubes, pressure sensors and temperature sensors are provided in the tanks to
ensure that procedures 9.1.46 are correctly carried out.

Warming up
When cargo tanks have to be fully ventilated with fresh air it is often necessary, depending on tank
temperatures and design considerations, to warm-up he tanks prior to inerting. This is achived by
controlled circulation of warm cargo vapours through the tanks and is done before inerting takes
place.
As for the cool-down, the rate of warm-up should be carefully controlled in accordance with the
shipbuilder’s guidance.
Warming up is vital where cargo tanks are at very low temperatures, for example on board LNG ships. On
such ships, compressors and heaters are operated to circulate warm gas. First, this evaporates any
residual liquid and, thereafter, the whole tank structure is warmed to ambient conditions.
If warming up to ambient temperature is not carried out, freezing of carbon dioxide from within the inert
gas can result. (Moreover, greater volumes of inert gas will be required at low temperatures.)
9.1.48 in general:
1 the warming up of cargo tanks is necessary for the following reasons:
- vaporizing of liquid cargo residues in pump sump after discharging/stripping
- warming up of tank’s shell prior to inerting and gas-freeing/aerating in order to avoidm
condensation and the formation of ice
2 warming up is done by drawing cold vapour from the top of cargo tanks to the
compressors, where the vapour is heated by compression and led back to the sump or
to the bottom of the tanks
3 during the warming-up procedure the temperature and pressure readings must be kept
under observation

Inerting
(Note: for this section, some of the objectives on inerting are a repeat of other objectives mentioned
earlier)
9.1.49 in general:
1 the purpose of inerting is primarily to prevent flammable vapour/air mixtures in tanks
and piping
2 inerting is done by replacing cargo vapours with an inert gas unit the concentration of
cargo vapours is lower than the LEL
3 inert gas used on gas tankers is either nitrogen or inert gas produced in the ship’s inert-
gas plant
4 the correct inerting procedure is ensured by regular checks of the tank atmosphere
5 atmosphere checks are done by measuring the percentage of oxygen and cargo
vapours through the sampling tubes
6 the atmosphere in an inerted tank or void space is safe with regard to fire hazard but
dangerous with regard to health
Once the cargo system has been satisfactorily freed of liquid and warmed up, inerting operations may
start. This involves the replacement of the vapour atmosphere with inert gas or nitrigen. The need of
inerting will depend on:
- A desire to gain tank entry for inspection
- Last cargo
- Next cargo
- Charter party terms
- Requirements of the loading terminal
- Requirements of the receiving terminal, and
- Permissable cargo admixture.
Where tanks must be opened for inetrnal inspection, inerting is always necessary.This is to reduce the
hydrocarbon content within tank atmospheres to the safe level required before blowing through with
fresh air. This safe level will correspond to a point below the critical dilution line.
How ever, another reason for inerting is that for some of the more reactive chemical gases, such as vinyl
chloride or butadiene, levels as low as 0.1% may be required to avoid a chemical reaction between
oxygen and the incoming vapour. Such low oxygen levels can usually only be achived by nitrogen
inerting; provided from shore.
There are two procedures which can be used for inerting cargo tanks: displacement or dilution. Inerting by
displacement relies on stratification of the cargo tank atmosphere based on the difference in vapour
densities between the gas entering the tank and the gas already in the tank. The heavier gas is
introduced beneath the lighter gas at a low velocity to minimise turbulence. It is necessary to use more
than one tank-volume of inert gas. This amount may vary by up to four times the tank volume, depending
on the relative densities of the gases together with tank and pipeline configurations. There is little density
difference between air and inert gas.; inert gas from a combustion generator is slightly heavier than air
while nitrogen is slightly lighter. These small density differences make inerting by displacement difficult to
achieve and usually the process becomes partly by displacement and partly by dilution.
Inerting by dilution
When inerting a tank by the dilution method, the incoming inert gas mixes, through turbulence, with the
gas alreadynin then tank. The dilution method can be cxarried out in several different ways: dilution by
repeated pressurisation, dilution by repeated vacuum, continuous dilution. No one method can be
identified as the best since the choice will vary with ship design and gas density differences.
Generall,each individual ship should establish its favoured procedure from experience. Displacement
method of inerting is he best but its efficiency depends upon good stratification between the inert gas and
the air or vapours to be expelled. Unless the inert gas entry arragements and the gas density differences
are appropriate to stratification, it may be better to opot for a dilution method. This requires fast and
turbulent entry of the inert gas upon which the efficiency of dilution depends.

Inerting prior to loading ammonia

Modern practice demands that ships’ tanks be inerted with nitrogen prior to loading ammonia. This is so,
even although ammonia vapours is not readily ignited.
Inert gas from a combustion-type generator must never be used when preparing tanks for ammonia. This
is because ammonia reacts with the carbon dioxide in inert gas to produce carbonates. Accordingly, it is
necessary for nitrogen to be taken from the shore as shipboard nitrogen generator are of small capacity.
The need for inerting a ship’s tanks prior to loading ammonia is further undercrossed by a particular
hazard asociated with spray loading. Liquid ammonia should never be sprayed into a tank containing air
as there is a risk of creating a static charge which could cause ignition.

Gas-freeing/aerating
9.1.50 In general:
1 the purpose of gas-freeing or aerating is to replace residues of inert gas and cargo
vapour with air
2 gas-freeing is done by introducing air into the inerted tanks and piping
3 correct gas-freeing operations are verified by regular checks of the tank atmosphere
4 atmosphere checks are done by measuring percentage of oxygen content and values of
ppm of vapours from cargo or inert gas
5 an atmosphere in tanks or void spaces is gas-free only when the oxygen content is 21%
by volume and when no vapours from cargoes or inert gas can be measured in values
above their TLV.
Cargo tanks can be ventilated with air. The air is supplied using compressors or air blowers and air dryers
in the inert gas plant. This should continue until the oxygen content of the whole tank is at 21 per cent and
hydrocarbon levels are at the zero percentage of the LFL. In order to ensure uniformity in the tank
atmosphere, various levels and positions in the tank should be monitored prior to tank entry.
It is important to note that ventilation with air should only take place once the ship’s tanks are warmed to
ambient conditions. If the tank is still cold when air is allowed inside, any moisture in the air will condense
on tank surfaces. This can cause serious problems when preparing the tank for new cargoes. If
condensation is allowed to form, its removal can be a protracted and costly operation.
Aeration should continue not only until oxygen levels are satisfactory but also until safe levels of carbon
monoxide are established.

Purging
9.1.51 in general :
1 the purpose of purging is to prepare cargo tanks and piping to receive cargo
2 purging is done to reduce oxygen content and humidity in a tank by introducing
nitrogen or inert gas from the ship’s inert-gas plant
3 in some cases, purging with cargo vapours from the cargo to be loaded is also required
after purging with inert or nitrogen
4 regular checks of the tank atmosphere are carried out during the purging operation
5 atmosphere checks are done by measuring percentage of oxygen and by reading the
dewpoint temperature
Neither nitrogen not carbon dioxide, the main constituents of inert gas, can be condensed by a ship’s
reliquefaction plant. This is because, at acrgo temperatures,each is above its critical temperature and is,
therefore, incondensible. Accordingly, removal of inert gas from the cargo tank is necessary. This is
achieved by gassing-up using vapour from the cargo to be loaded and venting the incondensibles to
atmosphere so that subsequently the reliquefaction plant can operate efficiently.
Similarly, on changing grade, without any interventing inerting, it may first be necessary to remove the
vapour of the previous cargo with vapour of the cargo to be loaded. The basic principles of inerting
methods apply equally to this type of gassing-up. However, when gassing-up there is usually a greater
density difference between cargo vapours than is the case when inerting from air.

Cooling down
9.1.52 in general:
1 the reason for cooling down cargo tanks and piping prior to loading is to prevent undue
thermal stresses
2 cool-down is done by introducing cargo liquid slowly into the tank via the cooling-down
line or the spray-line system
3 the liquid cargo will tend to vaporize when introduced into a warmer tank, thus taking
heat from the tank atmosphere and the tank shell
4 the correct cool-down operation is verified by temperature readings which are made
possible by temperature sensors installed in tanks and/or the tank shell
5 the cooling down is completed when the temperature of the tank atmosphere and shell
is acceptable low in relation to the temperature of the cargo to be loaded.
Cooling down-refrigerated ship
Cooling down is necessary to avoid excessive tank pressure (due to flash evaporation) during bulk
loading. Cool-down consists of spraying cargo liquid into a tank at a slow rate. The lower the cargo
carriage temperature, the more important the cool-down procedure becomes.
Before loading a refrigerated cargo, ship’s tanks must be cooled down slowly in order to minimise thermal
stresses. The rate at which a cargo tank can be cooled, without creating high thermal stress, depends on
the design of the containment system and is typically 10oC per hour. Reference should always be made to
the ship’s operating manual to determine the allowable cool-down rate.
The normal cool-down procedure takes the following form.

SEMI-REFRIGERATED OR PRESSURE CARGOES

Loading
Capt. W p.23,8
Discharging p.25,8
Semi-refrigerated and fully refrigerated cargoes p.9
Refrigeration p.10
Gas-freeing p.11
Chapter iii: CARGO HANDLING EQUIPMENT
Worthington cargo pumps p.13
Loire Compressors (arrangement)
Condensers p.17
Single stage refrigeration fig 8 p.18
Incondensible separator or purge condenser fig 8a p.19
Heat Exchanger fig 8 p.20
Vaporiser- see chapter VII p.22
Cargo heater p.22
CHAPTER IV; CONDUCT OF CARGO OPERATIONS
Semi-refrigerated or pressure cargoes p. 23
Loading p. 23
Discharging p.25
Refrigerating the cargo fig 8 and 8A p.26
Fully-refrigerated cargoes at atmospheric pressure p.30
Loading p.30
Discharging p.31
Two-stage refrigeration p.32 fig 9 p.33
Compressor precautions p.35
PART II p.37
FULLY-REFRIGERATED SHIPS p.37
Deepwell pump p.37
Fig 10 p.38
Fig 11 p.39
Cooling the cargo on passage p.40
Gas-freeing the ship p.40
Addendump.41
Cargo tanks p.41
Fig 12 p.42 cascade system of refrigeration
CHAPTER VI; GENERAL OPERATION PRINCIPLES
Loading p.45
Refrigerating the cargo on passage p.45
Discharging p.48
Gas-freeing p.50
Gas-up the tanks after gas-freeing prior to loading p.51
Cool down the tanks prior to loading after gas-freeing p.53
Summary of gas-freeing and gassing-up p.53
CHAPTER VII; CARGO HANDLING EQUIPMENT p.55
Reliquifaction systems p.55

Two-stage refrigeration p. 55
Fig 13 p.57 two-stage compressor
Fig 14 p.58 two-stages refrigeration
Seawater cooled condensers p.59
Inter-stage cooler p.59

Heat exchanger p.60

Cascade system of refrigeration p.60
R22 compressor p.61
R22 condensers p.61
R22 receivers p.61
Filter and liquid trap p.62
Cargo compressors fig 15 p.62
Fig 15 cargo compressor
Cargo condensers p.64
Methanjl injection system p.65
Vaporisers p.66
Fig 16 vaporiser type A p.67
Type B p.68 fig 17 p.69
Air dryer p.70
Gas/air heater p.70
Cargo heaters p.70
Fig 18 air dryer p.71`
Fig 19 gas/air heater p.72 type A p.73 type B p.73
Submerged cargo pumps p/73
Fig 20 cargo heater p.74
Fig 22 submerged cargo pump p.75
Emergency cargo pump p.77
Deck storage tank p.77
CHAPTER VIII; CARGO OPERATING PROCEDURE p.79
Loading p.79
Completing loading p.80
Fig 23 but chief, see for yourself…
Refrigerate the cargo jn passage p.82
Two-stage reliquifaction p.82
Points to watch whilst the plant ranning p.84
Cascade system of refrigeration p.85
Thermostatic control valves p.86
Fig 24 thermostatic control valve p.87
Refrigeration gauges (see fig 25 and 25A)
To start the compressor p. 88
Fig 25 p.90 dial of refrigeration pressure gauge
Fig 25A Temperature/Pressure relationship of freon 22 p.91
Points to watch whilst the plant running p.91
To shut down the system p.92
Other points to watch p.92
Discharging p.92
To gas-free the vessel p.94
Puddle heating p.94
To estimate the time itwill take for puddle heating p.95
Tank warming p.95
Inerting the cargo tanks p.96
Flushing through with air p.96
Partial gas-frees p.97
Maintain ventilation whilst tnks are gas-free p.97
Internal inspection of cargo tanks p. 97
Preparing the tanks to receive cargo after they have been gas-freed p.97
Drying the air in the cargo tanks p.97
To operate the air dryer p.98
To inert the cargo tanks prior to gassing-up LPG Vapour p.98
To gas-up the cargo tank p.99
To gas-up the tankls when no shorre vapour return line is provided p.99
Cooling down the cargo tanks prior to loading p.100
PROCEDURES WHEN CHANGING GRADES AND TYPE OF CARGO p.100
a) from ammonia to LPG p.100
b) from LPG to ammonia p.100
c) to change grades between the following products:
butane butene butadiene propane propene
TROUBLE SHOOTING GUIDE p.101
1) none of the compressors will start p.101
2) shortly afetr start-up the lub oil differencial pressure cut-off p.101
3) compressor discharge pressure too high p.102
4) R22 compressor discharge temperature too high p.102
5) R22 compressor discharge temperature too low p. 102
6) Cargo condenser discharge temperature too high p.103
7) Frozen suction in cargo tank p.103
8) Cargo pump gases up at start-up p.103

PART III GENERAL

CHAPTER IX: CARGO CALCULATION p.105
Making the calculation p.106
To calculate the quantity of liquid on board (Metric) p.106
To calculate the weight of vapour on board (Metric and Imperial) p.107
Assessing the volume occupied by the vapour p.108
To calculate the quantity of liquid on board (Imperial) p.109
The calculate the correct volume of liquid to load when loading a full cargo p.110
Semi-refrigerated and pressure ships p.111
Expansion relief valves on Liquid pipelines p.111
To calculate the correct volume to load when taking a part cargo p.112
To calculate the SVP of a Mixture of products at a given temperature p.112
To calculate the individual proportions of vapour in the vapour above a liquid mixture p.113
Molecular weight p.113
Aid to memorising the formulae p.114
Comparison of metric and imperial systems p.114heat gains in transfer p.115
Other points to be borne in mind p.116
Properties of products carried p.117
Fig 24 temperature/vapour pressure relationship of methane, ethylene, ethane, propylene, propane,
ammonia, vinyl chloride, 1,3-butadiene, n-butane p.118

Safe practice p.120 (correct handling of the products

Condensate lines p.120
Safety inspection p.120
Fixed gas detector p.121
Cargo securities p.121
Pre-port entry check p.121
Immediately prior to arrival at berth or anchor p.122
On arrival alongside p.122
Whilst working cargo alongside p.123
Gas detection p.123
DETECTION p.124
Fire detection p.124
Fire-fighting p.125
Refits and repairs p.126
OXYGEN-DEFICIENCY p.127
Precautions to be taken when entering spaces which may have a deficiency of oxygen p.127

CHAPTER XI: RECOMMENDATIONS P.129

SAFE NAVIGATION P.129
HARBOUR CONTROL P.130
PROTECTION JF GAS TANKERS MOORED ALONGSIDE P.130
Emergency isolation valves for safety valves p.130
Fitting of ring main fracture line p.132
Fig 27 ring main fracture line p.132
Greater consultation between operators and design staff p.132
Special safety precautions p. Viii

Table of contents p.xi

Chapter I general description p.1
Chapter II general operating principles p.7
Loading p.8
Discharging p.8
Refrigerating the cargo p.10
Gas-freeing p.11
Chapter III Cargo handling equipment p.13
Cargo pumps p.13
Cargo compressor p.14
Condensers p.17
Heat exchangers p.20
Vaporiser p.22
Cargo heater p.22
Chapter IV Conduct of cargo operations p.23
Semi-refrigerated cargoes p. 23
Loading p.23
Discharging p.25
Rtefrigerating the cargo p.26
Gas-freeing p.27
Fully-refrigerated cargoes at atmospheric pressure p.30
Loading p.30
Discharging p.31two-stage refrigeration p.32
Precautions to be taken when starting a compressor p.35
Points to watch whilst a compressor is running p.35
Chapter V general description p.37
Chapter VI General Operating principles p.45
Loading p.45
Refrigerating the cargo on passage p.45
Two-stages reliquifaction p.45
Cascade reliquifaction p.46
Discharging p.48
Gas-freeing p.50
To gas-up the tanks after they have been gas-freed p.51
To cool down the tanks prior to loading p.53
Summary of gas-freeing and gassing-up p.53
Chapter VII Cargo handling equipment p.55
Two-stage refrigeration p.55
Two-stage compressors p.55
Seawater-cooled condensers p.59
The inner-stage cooler p.59
The heat exchanger p.60
Cascade system of refrigeration p.60
R22 compressor p.61
R22 condenser p.61
R22 receivers p.61
The cargo compressor p.62
The cargo condenser p.64
Methanol injection system p.65
Vaporiser p.66
Air dryer p.70
Cargo heater p.70
Submerged cargo pumps p.73
Emergency cargo pumps p.77
Deck storage tanks p.77
Chapter VIII cargo operating procedure p.79
Loading p.79
To refrigerate the cargo on passage p.82
Two-stage reliquifaction p.82
Points to watch whilst the plant running p.84
Cascade system of reliquifaction p.85
Thermostatic control valves p.86
Refrigeration gauges p.88
Starting the compressor p.88
Points to watch the plant is running p.91
To shut down the system p.92
Other points to watch p.92
Discharging p.92
To gas-free the valve p.94
Puddle heating p.94
To estimate the time it will take to puddle heat p.95
Tank warming p.95
Inerting the cargo tanks p.96
Flushing thriugh with air p.96
Partial gas-frees p.97
Preparing the tanks to receive cargo after they have been gas-freed p.97
Drying the air in the cargo tanks p.97
To operate the air dryer p.98
To inert the tanks prior to gassing-up p.98
To gas-up the cargo tanks (at sea) p.99
To gas-up the tanks alongside p.99
Cooling down the cargo tanks p.100
Procedure when changing the grades and types of cargo p.100trouble shooting guide p.101
Chapter IX cargo calculation p.105
Chapter X safety p.119safe navigation p. 119
Safe practice p.120
Safety inspections p.120
Gas detection p.123
Fire detection p.124
Fire-fighting p.125
Refits and repairs p.126
Precautions to be taken when entering spaces which may ahve a deficiency of oxygen p.127
Chapter XI recommendations p.129
Safe navigation p.129
Harbour control p.130
Protection of gas-tankers moored alongside p.130
Emergency isolation valves for safety valves p.130
Greater consultation between operators and design staff p.132
Fitting of ring main fracture lines p.132
Glossaryy of terms used p.135