Cargo hoses for chemical tankers

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Certificates, marking and testing of cargo hoses

A ship's own cargo hoses must be tested and certified as required.

The minimum requirements for the construction and testing of
ships' cargo hoses are specified in the MCI Codes. All cargo hoses
are required to be designed for a bursting pressure not less than 5
times the maximum pressure that the hose Will be subjected to
during cargo transfer operations. New lengths of cargo hose, before
being placed in service, should be tested hydrostatically at ambient
temperatures to a pressure not less than IX times its specified
maximum working pressure, but not more than two fifths of its
bursting pressure.

A manufacturer's test certificate will provide information about the

hose's construction method, its performance range and its nominal

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sizes. While in service, hoses should regularly be visually

inspected, and they should be pressure tested at least annually.
Test results should be recorded in a cargo hose condition log book.

Cargo hoses are required to be marked with their specified

maximum working pressure, which should not be less than 10 bar
gauge. Hoses used in the transfer of cargoes at other than ambient
temperature should be marked with the applicable minimum and
maximum service temperature range.

Cargo compatibility

Hoses used for the transfer of chemical liquids and vapours during
cargo handling operations should be compatible with the nature
and temperature of the chemical. Any limitations of the cargo
properties and temperatures listed by the hose manufacturer
should always be observed.

Handling, connection and use

When a hose is being moved about the ship it should always be

lifted and carried. It should not be dragged over the ship's fittings
such as pipework or walkways, or rolled in a manner that twists the
body of the hose, nor hoisted on a crane or derrick using a single
wire strop about its mid-length. Hoses should not be allowed to

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come into contact with hot surfaces such as steam pipes.

Fig: Connecting shore loading arm to the ship’s manifold onboard a

tanker.

Cargo transfer hoses may contribute to cargo contamination

therefore hoses should be properly cleaned in between different
cargoes.

To ensure cargo tank readiness, thorough check by senior officer

must be carried out prior tendering Notice of Readiness for loading.

Cargo lines are the main concern while loading high specification
cargoes. It is important that cargo lines, drains and dead ends are
adequately cleaned along with the cargo tanks.

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Octopus flanges (if fitted) are to be opened for additional checks

and to verify the condition of the cargo lines. On completion of
steaming the cargo lines, the quality of the effluent condensate at
the flange will provide a good indication of the line cleanliness.

Fig: Octopus flange at a chemical tanker

Before connection, cargo hoses should be examined for any

possible defects that may be visible inside the hose or on the outer
covering. These may include signs of blistering, abrasion, flattening
or evidence of leaks. Hoses with any damage should be assessed
and a positive decision made on whether they can continue to be

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used safely. Seriously damaged or leaking hoses should not be

used.

Gaskets used between hoses and at the ship's manifold should be

checked for suitability before use. Flanges on both the hose and
manifold should be checked for cleanliness and good condition.
Bolts and nuts used should be of the correct size and material, with
a bolt fitted to every hole in the flange and tightened correctly.

Fig:Cargo hose support

When in use, a cargo hose should be properly supported along its

length to avoid excessive bending of the hose or its weight hanging
from the manifold connection. This is especially important when
significant tidal or draught variations can cause the relative heights
of the ship and shore manifolds to alter a great deal, and the hose
support to require frequent adjustment.

Fendering, stools or chocks can be used to provide support under

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the hose, particularly at the manifold and at the shipside rail. When
a hose is supported from above, bridles and saddles should be
used to spread the load, and may require more than one supporting
point. A single wire strop should not be used to support a cargo
hose near its midlength. Protection should be provided at points
along the hose where chafing or rubbing could occur.

Hoses should not be subjected to pumping pressures that exceed

the rated working pressure. If this happens, the hose should be
replaced by another, and retested before any further use. After use,
hoses should be depressurised and drained before disconnection.

Ship / shore insulation, earthing and bonding

It is essential that the cargo hose does, not provide the primary
path for static electricity between the ship and the jetty, otherwise
there is a possibility of a static electricity discharge at the manifold
when offering up the hose for connection or when breaking the
connection after the cargo transfer. The necessary electrical
discontinuity should be achieved with an insulating flange or a
single length of non-conducting hose in the hose string between the
ship and the shore.

Storage and maintenance

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After they have been used for cargo transfer, hoses should be
washed out, drained and dried. They should be stored horizontally
on solid supports. If hoses are stored in the open, they should be
protected from direct sunlight. No attempt should be made on board
to repair damaged or leaking hoses.

Related Info:

1. Cargo line leakage countermeasures

There are many reason that may lead to cargo line failure on board
chemical tanker. Galvanic corrosion in the cargo and stripping
pipelines may cause several leakage. One of the sources of such
corrosion in pipelines is variation in corrosion resistance at adjacent
points in the piping.

2. Checklist for handling dangerous liquid chemicals in bulk

Is information available giving the necessary data for the safe
handling of the cargo and, where applicable, is a manufacturer's
inhibition certificate available? Information on the product to be
handled should be available on board the ship and ashore before
and during the operation.

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3. Recommended temperature monitoring equipments onboard

Temperature sensors are fitted so that the temperature of the cargo
can be monitored, especially where required by the IBC Code. It is
important to know the cargo temperature in order to be able to
calculate the weight of cargo on board, and because tanks or their
coatings often have a maximum temperature limit. Many cargoes
are temperature sensitive, and can be damaged by overheating or
if permitted to solidify. Sensors may also be fitted to monitor the
temperatures of the structure around the cargo system.

4. Practical example of solving tank cleaning problems

Tank cleaning is essential on-a chemical tanker, but it must be
recognised as a potentially hazardous operation, and rigorous
precautions should be observed throughout the process. Together
with gas freeing, it is probably the most hazardous operation
routinely undertaken on a chemical tanker.
Pre-cleaning /washing of cargo tanks

5. Pre-cleaning /washing of cargo tanks

Washing between different grades of cargo is the most common
reason for tank cleaning. In most cargo sequences on chemical

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tankers, this cleaning may consist of no more than a simple hot or

cold seawater wash. A simple water wash will disperse many types
of chemicals and has been found effective between clean
petroleum products such as gas oil and kerosene.

6. Final cleaning of cargo tanks prior loading

Method of final cleaning to be used depends on both previous
cargo and cargo to be loaded. As a general rule the tanks and
piping shall be completely drained of water or residues before
loading. The bottom of the tanks may have to be dried up with rags.

7. Tank cleaning and posoning hazards

Certain substances affect the tissues locally as an irritant (cashew
nut shell oil) or cause grave damage to the eyes, skin or mucous
membranes (e g strong acids and caustic). Other substances may
be absorbed by contact to the skin without local effects (e g
nitrobenzene, aniline).

8. Testing of tanks and cargoes

Most common tests and checks for oil and chemical cargoes

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include testing tank walls for cleanliness. Testing is normally carried

out by independent surveyors who, according to local practice or a
written agreement in the charter party, are accepted by shipper,
receiver and owner.

9. Practical tank cleaning methods for various noxious liquid cargo

Tanks that may have contained monomer or drying oils should first
be cleaned with sufficient cold water quantities to avoid
polymerization of cargo residues. In some cases, it is necessary to
employ tank cleaning chemicals, but their use is generally limited
as it may be difficult to dispose of slops.

10. Special tank cleaning method

If a special method involving cleaning agents is to be used, it may
create an additional hazard for the crew. Shipboard procedures
should ensure that personnel are familiar with, and protected from,
the health hazards associated with such a method. The cleaning
agents may be added to the wash water or used alone. The
cleaning procedures adopted should not entail the need for
personnel to enter the tank.

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11. Determining proper tank cleaning by acid wash method

The acid wash method is used if there is any suspicion that a cargo
of aromatics may have been contaminated by a previous oil cargo.
The method is also used as a check that a tank is sufficiently
cleaned before loading aromatics.

12. Supervision of all tank cleaning and gas freeing operations

Tank cleaning is essential on-a chemical tanker, but it must be
recognised as a potentially hazardous operation, and rigorous
precautions should be observed throughout the process. Together
with gas freeing, it is probably the most hazardous operation
routinely undertaken on a chemical tanker.

13. Disposal of tank washings, slops and dirty ballast - safe method
During normal operations of a chemical carrier, the main need to
dispose of chemical residues, slops or water contaminated with
cargo will arise during or immediately after tank cleaning. Final
disposal of slops or washwater should be in accordance with the
ship's P&A Manual. Tank washings and slops may be retained on
board in a slop tank, or discharged ashore or into barges.

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14. PV valves -function and maintenance requirements

Pressure/Vacuum valves are designed to provide protection of all
cargo tanks against over/under pressure and provide for the flow of
small volumes of tank atmosphere resulting from temperature
variations in the cargo tank(s) and should operate in advance of the
pressure/vacuum breaker, where IG system is in use....

15. Deck seal, tank non return valves and tank gauging requirements
On vessels fitted with an inert gas system it is a requirement to
maintain a positive seal between the cargo tanks and the inert gas
generation plant this is usually accomplished by the use of a non -
return valve and a Deck Water Seal...

16. Loading / stress computer

This instrument is provided to supplement the stability booklet for
the vessel. It allows the Officer responsible, to carry out the various
complex calculations required to ensure that the ship is not
overstressed or damaged during the carriage of the nominated
cargoes..

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17. Various cargo handling safety equipments carriage requirements

It is essential on chemical tankers that everyone knows his ship's
safety equipments thoroughly prior handling noxious chemical
cargo. Also the master/chief officer must assume responsibility for
this.

18. Vapour emission control requirement for chemical tankers

Vessels fitted with a VEC system must have an independent overfill
alarm providing audible and visual warning. These are to be tested
at the tank to ensure their proper operation prior to commencing
loading, unless the system is provided with an electronic self-
testing capability. Fixed gauging systems must be maintained in a
fully operational condition at all times. .....

19. Draegar Chemical detector tubes use and reading correction

guideline
These instruments, often referred to as Draeger tubes, normally
function by drawing a sample of the atmosphere to be tested
through a proprietary chemical reagent in a glass tube. The
detecting reagent becomes progressively discoloured if a

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contaminant vapour is present in the sample. The length of the

discoloration stain gives a measure of the concentration of the
chemical vapour which can be read from the graduated scale
printed on the tube. Detector tubes give an accurate indication of
chemical vapour concentration, whatever the oxygen content of the
mixture

20. Requirements of various grade chemical cargo heating

: The voyage orders will contain heating information, if heating is
required. As a rule the final heating instructions are given by the
Shipper in writing to the Master / Chief Officer in the port of loading.
If those written instructions are not given, the master should
request them and issue a Letter of Protest if they are not received
at departure. In the latter case the management office should be
immediately informed.

21. Recommended temperature monitoring equipments onboard

:Temperature sensors are fitted so that the temperature of the
cargo can be monitored, especially where required by the IBC
Code. It is important to know the cargo temperature in order to be
able to calculate the weight of cargo on board, and because tanks

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or their coatings often have a maximum temperature limit. Many

cargoes are temperature sensitive, and can be damaged by
overheating or if permitted to solidify. Sensors may also be fitted to
monitor the temperatures of the structure around the cargo system.

22. Cargo instruments

:In order to maintain a proper control of the tank atmosphere and to
check the effectiveness of gas freeing, especially prior to tank entry,
several different gas measuring instruments need to be available
for use. Which one to use will depend upon the type of atmosphere
being measured.

23. Liquid level gauges

:The accuracy required of chemical carrier level gauges is high
because of the nature and value of the cargo. To limit personnel
exposure to chemicals or their vapours while cargo is being
handled, or during carriage at sea, the IBC Code specifies three
methods of gauging the level of a liquid in a tank - open, restricted
or closed

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24. Overflow control

:Certain cargoes require the designated tank to be fitted with a
separate high level alarm to give warning before the tank becomes
full. The alarm may be activated by either a float operating a switch
device, a capacitive pressure transmitter, or an ultrasonic or
radioactive source. The activation point is usually pre-set at 95% of
tank capacity.

25. Oxygen analysers

:Oxygen analysers are normally used to determine the oxygen level
in the atmosphere of an enclosed space: for instance, to check that
a cargo tank can be considered fully inerted, or whether a
compartment is safe for entry.
Vapour detection
:Ships carrying toxic or flammable products (or both) should be
equipped with at least two instruments that are designed and
calibrated for testing the gases of the products carried. If the
instruments are not capable of testing for both toxic concentrations
and flammable concentrations, then separate sets of instruments
should be provided.

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26. Alarm circuit

:An important feature of many modern measurement and control
instruments is the ability to signal a particular situation. This can be
a main operational alarm that gives an indication of a pre-set
situation such as liquid level in a tank, or a malfunction alarm
indicating a failure within a sensor's own operating mechanism. The
designs and purposes of alarm and shutdown circuits vary widely,
and their operating system may be pneumatic, hydraulic, electrical
or electronic. Safe operation of plant and systems depends on the
correct operation of these circuits and a knowledgeable reaction to
them.

27. Venting of cargo tanks safety procedure

The cargo tank venting system should be set for the type of
operation to be performed. Cargo vapour displaced from tanks
during loading or ballasting should be vented through the installed
venting system to atmosphere, except when return of the vapour to
shore is required. The cargo or ballast loading rate should not
exceed a rate of vapour flow within the capacity of the installed
system. .....

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Preparation for unloading ||| Inert gas systems |||Gas freeing |||
Nitrogen handling ||| Chemical handling Safe practice |||Handling
equipments ||| Cargo & Ballast pumps ||| Cargo tanks |||Tank
cleaning |||Special cargoes |||Spills emergencies |||Fire protection

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