Basic Training For Oil and Chemical Tanker 2101 STCW

Basic Training for Oil and Chemical Tanker Cargo Operations 1
STCW 1978, AS AMENDED, INCLUDING 2010 MANILA AMENDMENTS
Service in Positions assigned specific duties and

responsibilities related to cargo or cargo equipment
on oil or chemical tankers pproved Basic Training
for Oil and Chemical Tanker Cargo Operations
Specialized chemical
tanker programme
(Regulation V/1, para 2.2)
Service in positions with the intermediate

responsibility for loading, discharging and care
in transit or handling chemical cargoes
(Regulation V/1 para 2.1)
Excellence and Competency Training Center

TABLE OF CONTENTS
I. Basic knowledge of tankers
II. Physical and Chemical Properties of Oil and Chemicals
III. Knowledge and Understanding of Tanker Safety Culture and

Safety Management
IV. Basic Knowledge of the Hazards associated with tanker

operations
V. Basic Knowledge of Hazard Controls
VI. Safety
VII. Fire Safety and Fire Fighting Operations
VIII. Cargo Operations
IX. Emergencies
X. Pollution Prevention
XI. Case Studies on Oil and NLS Ship Emergencies

I. BASIC KNOWLEDGE OF TANKERS

HISTORY OF OIL TRANSPORTATION AT SEA
TRANSPORTATION of oil by water was the indirect result of the first oil well. Mineral oil had been
known to exist below the surface of the earth for quite some time. There are indications that the
Chinese obtained small quantities from shallow mines several thousand years ago, but the small
quantities obtained by them and people inhabiting the Middle East could never have justified the
time and energy needed in developing it as a fuel for heating, lighting, and the multitude of other
purposes which man has found for oil in the present highly Industrial Age.
Primitive races generally used wood and animal droppings dried in the sun, together with other
material for heating and lighting purposes. However some of these people lived in areas where
wood and fuel of other kinds are hard to come by, such as in the Far North. In these desolate frozen
wastes, all materials are derived from the animals that roam the region during the summer months,
also from birds, fish and other sea creatures such as the walrus, seal, and whale, that inhabit the
seas fringing these northern lands. Oil derived from these creatures played a major part as fuel for
heating and lighting. Other people in warmer climates were responsible for the development of
several different types of vegetable oils, but except for pitch, very little use seems to have been
made of the small amounts of mineral oil available to earlier civilizations.
The first oil well was sunk in Pennsylvania in June, 1859, and it was brought in at a depth of some
th
seventy feet, on August 27 of the same year. This well was the forerunner of thousand of others all
over the world, some of which have been driven to depths of twenty-thousand feet in a search
which is never ending. It is extremely doubtful that any of the gentlemen concerned with the sinking
of this first well, however far sighted, visualized an industry such as has been developed over the
course of the last one hundred and twenty years.
The Elizabeth Watts is generally credited with being the first ship to carry a full cargo of o 1 across
the Atlantic. She commenced her career in 1861. Several factors tended to retard the development
of the early tanker, not the least of these was the attitude of owners and crews of the numerous
wooden sailing ships of that period. Not without cause they regarded oil as a dangerous cargo.
Leakage from framing with a special arrangement of stringers for longitudinal strength, reduced
coast and weight of material in tanker construction by a considerable amount. These vessels
were provided with a midship pumproom which generally contained two steam reciprocating
pumps for handling cargo.
To control the flow of liquid when the vessel was rolling in a seaway, and to avoid large areas of
free surface, the tanks were provided with trunkways, which considerably reduced the area at the
top of the tank. Vessels, however, were often far short of their marks when loading light products,
later types began to incorporate the "summer tank" which was housed on the trunk deck and was
generally filled by means of a drop valve from the main tank below.
Figure 1.1 Early design of bulk oil carrier.
Towards the middle of the 1920's, the twin bulkhead ship made its appearance, and slowly but
surely the advantages of the new design made itself felt, and the center line bulkhead type began

to be replaced in all but a few special types and coasters, where size made the twin bulkheads
impracticable.
Welding was used in ship construction for a considerable period before World War II. However,
where hull construction was concerned, welding was always viewed with grave suspicion, but like
all new methods, material and techniques improved, and during World War II whole ships were
constructed on this basis. The advantage of the welded hull is fairly obvious. All the plates are
welded in a straight line, and there are no plate landings to restrict the flow of water along the hull
as the vessel is propelled through the water. In addition to this, rivets have a tendency to work,
leaks from this source are quite frequent both in the hull and in the bulkheads separating the
cargo tanks. Welding has more or less eliminated leakage of this nature.
In the last ten to fifteen years, a great deal has been learnt about the use of metal in all types of
construction. Research into metal fatigue and wastage as well as the use of coatings to prevent
this, has helped considerably to simplify some of the problems encountered when carrying highly
corrosive hydro-carbon liquids. Large-scale models in ship model basins have assisted the ship
designer to examine stress problems and to simplify the design and layout of large tankers, thus
reducing the cost of construction.
Figure 1.2 Development of ships into supertankers (all accommodation and machinery aft)
Where once a large crude tanker could be expected to have A minimum of 36 cargo
compartments and a whole battery of pumps pipelines and valves, the modern tendency is to
reduce the number of tanks and other equipment so that a ship of 200,000 - tons d.w.t. built TO
A.B.S. or Lloyd's specifications may only have 15 cargo compartment: with individual tanks
holdings as much as 140,000 bbls. Or 20,000 ton; of oil. The tendency is also to reduce the
number of pumps and to install fewer and more powerful units with a higher capacity head. In
some cases suction piping has largely been eliminated by the introduction o the suction pipe
ducts and or sluice valves.
The extensive use of sluice valves has led to the name Free Flow System coming into general
use where suction piping has largely been eliminated. Such system have definite advantages,
particularly in capita saving when the ship is built. These however, have definite disadvantage
from an operational standpoint; when more than one grade of oil is carried and when tank
cleaning and changing ballast.

Apart from the layout of the cargo compartments and pumping systems, there have been
significant changes in other directions, e.g. power operated valves and remote control are
becoming increasingly common. Properly used and maintained, such improvements show are
economic return by reducing manpower requirements and eliminating human error from a
complex operation where expensive equipment can be seriously damaged.
It would not be wise to neglect other areas where changes are taking place. Nearly all the new
ships have no amidship house. The bridge and living accommodation are located aft. Safety and
economics have been the main reason for this change and the arguments of the Masters and
Pilots who have opposed it on navigational and ship handling ground, can find little support today.
In 1974 tankers were classified by size for freight purposes:
1. General purpose vessels - 15,500/24,999 dwt

2. Medium range - 25,000/49,999 dwt
3. L.R.1 (Large Range 1) 45,000/79,999 dwt
4. L.R.2 (Large Range 2) 80,000/159,999 dwt
5. V.L.C.C. or Very Large Crude Carriers - 160,000/320,000 dwt
6. U.L.C.C. or Ultra Large Crude Carriers – 320,000 dwt and above
While V.L.C.C. and U.L.C.C. were, and always are likely to be exclusively engage in the carrying
of crude oil handy size medium size vessels tend to cover a very large range of duties.
Figure 1.3 A typical oil tanker, 1950

The larger vessels in the L. R.2 range -i.e. over 100, 000 dwt. tend to be crude carriers.
They trade between ports that are restricted by draft or other limitations so that VL.C.C. or
U.L.C.C.s cannot be used.
L.R1 and L.R2 range vessels of less than 100,000 dwt. are mainly divided into two classes (a)
Dirty product carriers. (b) Clean product carriers. The larger dirty product carriers are frequently
switched between

the crude trade and carrying refined dirty products. After carrying crude the cargo tanks have to
undergo cleaning to remove wax and crude residue which might affect the flash point of dirty
products like fuel oil.
Figure 1.4 Crude oil Tanker
Some large dirty product carriers have their tanks coated to reduce corrosion from crude and
water washing and facilitate changing fro one to the other.
Clean product carriers in the medium size range tend to be les than 50,000 dwt. Many are
purpose built with coated tanks and have sophisticated pumping systems capable of handling 12
or more grades.
The largest dirty and clean product tankers have evolved from changing trade practices and
requirements and though some of these vessels may be involved in short haul coastal distribution
of refined products many are now involved in longer haul work.
Figure 1.5 Product tanker
General purpose tankers probably cover the largest range and variety of different cargoes
carried. This size range includes some chemical carriers as well as a host of purpose built clean
and dirty product carriers engaged in short haul and coastal distribution.

Tankers smaller than 16,500 are generally clean or dirty product short haul coastal vessels, but
some are built to handle special products like bitumen, chemicals acids as well as lubricating oil.
The big building programmes of the 1960's and early 70's were the result of high freight rates.
The large numbers of U.L.C.C.'s and V.L.C.C.s which came into service received a lot of publicity
and to some extend hid the fact that the number of smaller ships produced was also significant.
The 1973 oil price increase was a major catastrophe which reduced oil consumption around the
world and made many ships of all sizes and classes redundant. The tanker building boom had
produced a spate of larger ships. Quite a number were over 500,000 dwt. Four of these vessels
were under the French flag, two were owned by Societe Maritime Shell and two by Compagnie
Nationale de Navigation. All four had similar dimensions; the overall length was 1,359 feet and
the beam over 200 feet. Each ship was driven by steam turbines and twin screws. The carrying
capacity of all four different slightly but was in the region of 550,000 dwt.
All four of the above ships had relatively short lives under the French flag and were laid up and
eventually sold for scrap. As far as the author is aware, the biggest tanker produced in the
building boom was the Seawise Giant owned by the Island Navigation Company. She was
originally built as the Oppama before being enlarged in Japan. She had the highest recorded
deadwight of 564,739 tons. In 1988 this vessel was reported on fire and severely damaged after a
bombing attack in the Persian Gulf.
While the layup and scrapping of U.L.C.C.s and V.L.C.C.s received a lot of publicity all classes
and sizes of ships were affected by the reduced consumption of oil, even chemical tankers which
might have expected to escape the worst.
To understand the problem we must look beyond the immediate effect of the O.P.E.C. price rise.
During the 1960's studies show that as an energy source, oil consumption grew faster than any
other fuel. At over 60% in terms of growth it was by far the world's most popular fuel. As a result
the oil tanker increased in size and numbers. In the 1970's oil was still very popular in spite of
price increases. As a percentage share of growth in world energy it grew by 44%, but it has to be
said that most of the recorded growth occurred in the first half of the decade.
During the first half of the 1980's the growth of world oil consumption was less than 10% , but
improved with the decline in oil prices in the second half of the decade.
The oil tanker and freight market are dependant on oil consumption. It has become apparent that
the 1973 price increase which triggered the world reaction, drastically reduced oil consumption.
Apart from oil tankers laid up and scrapped, many refineries were shut down and some
dismantled. It became clear that many oil companies saw the reduced consumption of oil as a
long term, rather than a short term, phenomena. Oil company fleets were drastically reduced in
size, often by selling individual ships to independent owners using charter back agreements as
bait. When this failed even modern ships were laid up and scrapped.
The seven year War between Iran and Iraq was responsible for the withdrawal of a lot of tankers
from layup. Many of these vessels were severely damaged and others lost. In spite of this, overall
the War had little effect on tanker freight rates when considered on a world basis. Insurance
premiums for trading in War zone reached astronomic proportions.
Towards the end of 1988 crude oil prices started to increase and by early 1989 had reached $19
a barrel and freight rates responded as the demand for oil picked up. In turn, this resulted in a
steady reduction in the number of laid up tankers.
The crisis caused by Iraq invading Kuwait in August 1990 has caused prices to rise significantly.
Crude oil on the open market is selling at $30 a barrel and some authorities consider that $40 a
barrel is possible if the crisis is not resolved quickly.

The effect on oil transportation of such a crisis is hard to predict in terms of tanker demand. One
source has suggested that while the larger industrial nations keep their reserves topped up there
will be an increasing tendency for Oil Companies to buy and load Crude oil and use the tankers
as storage against further price rises.
It looks as though the long term demand for oil tankers will increase and this will undoubtedly
affect tanker building programmes.
HISTORY OF THE TRADES OF BULK CHEMICAL SHIPPING
In the years following the Second World War a series of chemical industries sprang up along the
USA Gulf Coast. These new industries relied upon Texas oil and gas fields and Louisiana sulphur
mines to provide the raw chemical feedstocks. Initial plant production figures were small
compared with today's mammoth outputs, thus enabling shipments to be made to consumers on
the Atlantic Coast in drums, portable tanks and railroad tank cars. Throughout the 1950s,
however, demand for chemicals quickly increased and more extensive and sophisticated means
of transport were required. For a while dry cargo ship deep tanks were able to supplement
existing methods of transport but the appearance of hazardous new chemicals which had to be
shipped in large batches made it apparent that a new type of seagoing ship was required.
The first chemical carriers were converted war-built T-2 tankers. By realizing the significance of
cargo segregation, the tank layouts in the earliest of these conversions enabled the simultaneous
carriage of several hazardous and incompatible cargoes. The first of the new breed was the
9,073 tons gross "R.E. Wilson" converted for the Union Carbide and Carbon Corp. in 1948. The
"R.E. Wilson" was fitted with a double bottom and deepwell pumps, unique for such ships at that
time. Her centre tanks allowed the carriage of nine different chemicals while petroleum products
of moderate density, such as kerosene, could be carried in the wing tanks. She entered service in
January, 1949 and shuttled regularly from the Gulf Coast ports to New York except for a period of
about eighteen months in the mid-1950's when she carried chemicals from Texas City to Los
Angeles and San Francisco. The "R.E. Wilson" operated successfully until 1971 when she was
scrapped in Spain.
Not all of USA chemical tankers began life as T2 tankers; one such vessel was the "Texan". Built
in 1946 as a C4 cargo vessel, she was converted and lengthened in Japan in 1954 to an ore/oil
vessel and in 1957 the ore holds were converted to take 14,000 tons of chemicals. These vessel
operated regularly between the Gulf and West Coasts until January, 1975 taking chemicals out
to the West Coast and returning home 7 to 8,000 tons of lube oil and other clean petroleum
products.
The parcel tanker trades were born with the early American converted chemical carriers. The cargo
system designs utilized in these ships paved the way for the parcel tanker, a ship which enable a
variety of shippers of small lots of liquid chemicals of parcels to enjoys the economics of larger size
tanker operation and regularity of service. Parcels could be anywhere from a few hundred to a few
thousand tons each; they could be any of a multitude of products; and they could be loaded and/or
discharged at any one of a number of ports along an established route.
The early parcel tankers, like the early USA chemical tankers, were conversions based on
petroleum products tankers built in the late1940s and early 1950s.These ships had been laid up
after the post Suez collapse in 1957 as a result of being made uncompetitive by larger, newer
vessels. As the international trade in chemicals was developing rapidly, shipowners were willing to
spend money on a small amount of conversion work to prepare these vessels for time charters in
order to keep them employed.
Conversion work usually entailed adding a few bulkheads to provide smaller tanks, coating some of
the tanks with zinc silicate, installing additional pumps and pipelines to provide segregation and, if

necessary, adding a second pump room. At the time daily running costs were low (between $2,000
and $3,000 were not uncommon for 12-18,000 dwt parcel tankers) enabling low time charters rates
(perhaps as low as $3.00 per dwt per month).
It was these low freight rates combined with efficient handling of difficult and hazardous products
which gave the parcel tanker trade its initial boost. In the early 1960stypical rates might have been
$8-10/ton US Gulf to Rotterdam and $14-18/ton US Gulf to Japan. There is little doubt that the
artificially low rates provided by the worldwide parcel tankers services have had a catalytic effect on
the growth of the chemical industry. These low freight rates, however, have at times come back to
haunt parcel tanker operation since they have never reflected the true ship construction or
replacement cost. At the time the charter rates that were paid to these ships as parcel tankers did
not include the amortization of any capital element. As a result some operators requiring
replacement tonnage in recent years have been hard pressed for funds.
As the first purpose-built parcel tankers appeared in the early 1960s shipbuilding prices were still
comparatively low. At this time the European petrochemical industry was just getting on its feet
and it was left up to American chemical manufacturers to supply a number of European
customers. In addition the world trade in edible oils, lubricating oils and inorganic chemicals was
growing and a few more operators decided to get involved with parcel tankers. The first purpose-
built ships incorporated all of the characteristics of the early converted parcel tankers plus a few
more. More bulkheads were included in the cargo spaces to give the ship upwards of 40 tanks.
Many ships incorporated a variety of coatings on a single vessel to ensure compatibility with a
wide range of cargoes. Stainless steel tanks, to enable vessels to carry corrosive cargoes
requiring a high degree of product purity, were fitted in many vessels. Other features included
were heating coils or ducts and sophisticated safety, alarm and inert gas systems.
The products that parcel tankers move, i.e. chemicals, edible oils, lubricating oils and solvents,
necessitated particular trade patterns. In general terms chemicals are produced in the US, Japan
and Europe which also to be the main market for chemicals, although small quantities are
required in South America, South Africa, Australia and the Indian Ocean region. Therefore only
the difference between output and demand is moved by sea between individual countries. Since
the parcel tanker acts as a buffer to balance the petrochemical plants output programme, no long
- term consistency can be expected regarding the movement of any one product.
Edible oils are produced either in the agricultural areas of the Western Hemisphere or in the
tropical areas of the Far East and Africa. Consumption is mainly centered on the developed
countries which do not produce the raw materials necessary for making soap, cooking fats,
margarine, etc. Hence there is a fairly consistent flow of products such as soya bean oil, palm oil,
beef and mutton tallow, coconut oil, etc. from the producing areas into Europe, North America
and Japan.
Lubricating oils and solvents are manufactured in the refining centres of the world and are widely
distributed to countries which may have a fairly low consumption which would not warrant local
manufacture. Patterns of loading large quantities at one port and discharging small quantities at
several remote ports is common. Unlike chemicals a reasonably consistent pattern can be built
up of lubricant and solvent movements.
Parcel tankers have been influenced by recent developments as much as, if not more, than any
other sector of shipping. The closure of the Suez Canal in 1967 with its doubling of the voyage
distance from the Persian Gulf quickly drove the rates upward. Parcel tanker operating costs,
which had increased at about 6% annually during the early 1960's, jumped nearly 50% between
1969 and 1971, and have climbed at almost 12% per year since then. In addition, many operators
switched to the lucrative long-distance clean and dirty petroleum products trades.
The Inter-Government Maritime Organization's (IMO) requirements for double-bottomed, double-

skinned vessels, individual cargo tank venting, containment of slops and ballast and approved

stowage of a long list of commodities have pushed up the construction and operating costs for
parcel tankers. As a result of price increases following the oil crisis, the price of bunkers has
escalated and has become a major part of the operating cost.
During 1974 the freight rates for parcel tankers began to reflect these cost increases. Although
the tanker market collapsed in the first few months of the year, the parcel market stayed firm with
rates finally covering ship replacement, i.e. US Gulf-Rotterdam rates reaching $75/ ton and US
Gulf -Japan $150/ton. By late 1974, however, the worldwide recession resulting from the
increased oil prices finally hit the international chemical market, while fats and oils formed
unusual new trade patterns.
During the period 1974-78 freight rates remained low causing operators major financial problems
especially for those companies that had just commenced large building programmes. 1978 saw
the full implementation of the IMO code, owners having had six years to bring pre-1972 built ships
up to the required standard.
In the last quarter of 1978 good times unexpected returned. From September until early '79, rates
soared, and reached two to three times those being paid six months earlier. Those companies
that could spot trade operated very profitably while others with a year's contract of affreightment
only enjoyed the tail end of the boom. The boom was shortlived and the world recession together
with continuing overcapacity are keeping rates low.
Since the brief period of reasonable freight rates that occurred in 1978-79, the parcel tanker
owner has had little to be optimistic about, with overheated competition and surplus capacity
putting the ball firmly in the cargo owners' court. There has, during this period been substantial
upgrading of the parcel tanker fleet, owners opting to modernize with ships of greatly increased
sophistication and at a hugely increased cost. The late 1983 price for a 35,000 dwt parcel tanker
capable of more than 50 cargo segregations was in the region of $40 million in the Far East,
substantially more in Western Europe.
Speaking at the 1983 MariChem meeting in Hamburg to the proposition that parcel tanker
operators deserved a better reward if they were going to stay in business, Dr. Ray Stanelift
provided a number of current operating instances to back his contention. In one of these
examples, he considered a 30,000 dwt parcel tanker operating in the transatlantic trades, with a
round trip taking in Rotterdam, New Orleans, Houston, Texas City, returning to Rottendam via
Antwerp. With 13 days of port time and 30.3 days at sea, the round trip took 43.3 days. The daily
cost of the vessel at sea was $25,500 and in port $20,650, so the total cost for the voyage
including port expenses was $1,121,100. With a westbound ballast leg and a 100% cargo load
castbound, the ship would require an average freight rate of more than $38 per tonne merely to
break even. A quick look at the figure above would demonstrate that actual rates being paid
during 1983 were well below this desired figure. Demonstrating the way that costs have steeply
risen, Dr. Stanclift noted that a similar sized ship of an equivalent age on such a voyage in 1976
would have required a freight rate of only $27 per ton to cover its costs. It was, he said not
wonder that there were few bankers trying to lend for investment in this type of ship.
The smaller parcels, demands for more sophisticated conditions of containment for cargoes of
great value or hazard and increased requirements for stainless steel or special coatings seem
certain to push the operating and construction costs for parcel tankers up even higher. In addition
the increase in ship size is to some extend traded against a longer time in port as many terminals
have only limited reception facilities and it is not infrequently the case that a ship has to shift ship
several times during a loading and discharging operations in the one port. It is often the case that
a large parcel tanker will spend approximately onethird of her time in port.

Figure 1.6 Outline of a chemical/parcel tanker

The lack of profit seemingly inherent in parcel tanker operations has led an increasing number of
operators to become involved in both storage and terminalling, and in inland transport. Odfjell
Westfal-Larsen, for instance operates five specialist terminals throughout the world, including the
brand-new Baytank facility of Houston. Stolt-Nielsen has also been increasing its terminal
interests, while it also operates some 700 specialist containers and a number of inland craft in the
US waterways.
More significant since the decline of the deep sea freight rates for parcel tankers has been the
rationalization that has taken place among the parcel tanker operators.
TYPES OF TANKERS FOR CARRIAGE OF OIL
Oil tanker – means a ship constructed or adopted to primarily carry oil in bulk its cargo spaces
and includes combination carriers and any chemical tankers.
Crude oil tanker – means an oil tanker engaged in the trade of carrying crude oil.
Product tanker – means an oil tanker engaged in the trade of carrying oil other than crude oil.
Combination carrier – means a ship designed to carry either oil or solid cargo in bulk.
Oil/bulk/ore (OBO) – this type of vessel at first appear to be much the same as an oil/ore carrier,
as the center compartment are constructed along similar lines. The main difference is that OBO
does not carry either oil or ore in the wing tanks, which are purely foe ballast.
Product/bulk/ore (PROBO) – this type of vessel is similar in the principle to an OBO, but of a
more sophisticated design, able to carry higher specification liquid petroleum cargoes and some
liquid chemicals such as Caustic Soda.
RULES AND REGULATIONS
Most safety rules are important to keep the a ship insured. Most safety rules with respect to
shipping originated in IMO, in the form:
- International Convention
- Codes of Construction
- Codes of Safe Practice
International rules – are important because foreign port state evaluates ship on international
rules, examples are SOLAS, MARPOL, STCW, CODES( IBC/BCH, IGC/GC, ISM), etc.
National rules – are important because ship must be built and operated in accordance with
national law, flag state or its national maritime authorities equivalent, examples are Panama,
Liberia, Singapore, Bergen, etc.
Classification rules – are important to keep a ship insured through periodic survey and
certification which is properly implemented by authorized classification society usually a private
institution that formulates detailed requirements of constructions, equipment, and materials for
ships, examples are LR, BV, ABS, NK, etc.
IMO Convention that governs the safe operation of Tankers
- The International Convention for the Safety of Life at Sea(SOLAS)1974 as amended

- The International Convention for the Prevention of Pollution from Shps,1973, as modified by the
1978 Protocol (MARPOL73/78), as amended.
- The International Convention for the Standards of Training Certification and Watchkeeping for
Seafarer (STCW ‘78), as amended.

- Oil Pollution Act 1990(OPA ’90), USA.
The Bulk Chemical Codes

IBC – International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk
BCH - Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk
Standard for Procedures and Arrangements Manual (P/A Standards)
The Bulk Gas Codes

IGC - International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk
GC - Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk
The Pipeline system of an Oil Tanker:

Pipeline systems on tankers differ in their degree of sophistication, depending on
employment of the tanker.
ULCC’s and VLCC’s have relatively simple pipeline systems usually the direct line system.
Some product (parcel) tankers may have very sophisticated piping systems. This could be
the ring main system or in case of a chemical product tanker it could mean an individual
pipeline and an individual pump for every tank on board.
Basically there are three systems of pipelines found on tankers, and the fourth system
being the free flow system found on large crude carriers
x Ring Main System
x Direct line system
x Single line to Single tank system (Chemical/Product ship)
x Free Flow system

Ring Main System:
It is generally of a square or circular layout.

It is used mostly on product tankers, as segregation of cargo is required.
Though the system is expensive, as more piping, and extra number valves are used.
However if the vessel is carrying many grades of cargo, the advantages compensate for the
extra cost of the original outlay.

This system is mainly found on crude oil carriers where up to 3 grades of cargo can be carried
as most of the direct pipeline systems is fitted with three direct lines.
This system is cheaper to construct. The disadvantages over the ring main system, is that line
washing is more difficult, the system has fewer valves which make pipeline leaks difficult to
control, as the system lacks versatility there is problem with line and valve segregation.
This system provides the vessel to carry as many grades as there are tanks. The disadvantage
is the cost factor having a multitude of pumps on board.
Free flow Tanker:
This system is usually found on large crude carriers, where the cargo piping is not used for the
discharge of cargo.
Instead, gate valves are provided on the bulkheads of the tanks which when opened; allow the
oil to flow freely in the aft most tank and into the COP.
The advantages of this system are primarily the cost factor, it allows for fast drainage and
efficient means of pumping the cargo tanks. Disadvantages are of single crude being shipped.

Independent System:
This layout is not very common in the tanker trade.
This system is quite normal on chemical ships.
There are some Product Tankers that have this system fitted on the ships.
This is a single line servicing an individual tank through an independent pump that could be
either a submersible pump or a deep well pump.
Bottom lines
The vessel is fitted with 4 centre tanks and 5 pairs of wing tanks for cargo.
The cargo main lines are located in the vessel’s centre tanks. With the term “bottom lines” we
understand that the location of these lines will be on the bottom of the vessel, usually
supported about 4 - 6 feet above the vessel’s bottom. Crossover valves, two valves on each
crossover, connect the bottom lines to each other. When carrying more than one grade, a two-
valve segregation complies with the regulations in force.
From the drawing you find that, from the bottom lines, there are lines, which lead to each cargo
tank. These lines end on the cargo tanks suction bellmouth. Each bottom line serves its own
set of cargo tanks; for example bottom line no.1 serves CT1 and WT5 p/s. Bottom line no.2
serves WT1 p/s and CT4. Bottom line no. 3 serves WT2 p/s, CT3 and WT6 p/s.
Drop lines
From the manifold area on the main tank deck, the drop line is connected to the deck main
lines which leads to the bottom lines. On the drawing below you will also find the drop line and
the drop valves on the lines leading vertically downwards from the main deck lines to the cargo
lines in the vessels bottom.
These drop lines are used during loading. By closing the deck line’s master valves, the cargo is
lead to the vessel’s cargo tanks when using these drop lines.
So, the pump room is completely isolated from the cargo during loading. However, during
discharging the drop lines are isolated from the cargo by keeping the drop valves closed.
You must, however, during loading not forget to keep a routine for checking the pump room
both for leaks and being gas free for entry.

Pump room piping
On a crude oil carrier the pump room is the main point between the cargo tanks and the main
deck, all the way to the manifold, where the ship lines are connected to shore lines. From the
cargo tank the bottom lines lead all the way to the main cargo pumps.
To simplify the matter we divided the pump room in two parts. One part is called the cargo
pumps free flow side; the other part is called the cargo pumps deliver side. These sides are
commonly called suction side and pressure side. Note: a centrifugal pump does not have any
ability of suction.
On the cargo pumps free flow side, the bottom lines end at the cargo pumps. On this side,
some cross over lines connect the systems to each other. The first crossover after the tank
area is the stripping cross, marked on the drawing as “Crude oil suction -x-over line”. The
stripping cross is located crosswise from the bottom lines, and connected to the bottom lines
with pipe bending and valves. By using this crossover, it is, i.e. possible to discharge from
cargo tanks on line system no.2 with COP no. 3. And so on.
Further towards the COP, on the bottom lines, there is a valve on each of these lines, usually
called the “bulkhead valve”. This is because the location is normally close to the bulkhead,
separating cargo tank area and pump room area.
Further on the free flow side of the cargo pump, is the seawater suction crossover line. This
line is also crosswise from the bottom lines and is connected to the sea chest on each side
(port and starboard). This line supplies the cargo pumps with seawater during water washing of
tanks and lines, and used when ballasting for departure, if or when necessary. Crossing
between different lines and pumps is also a possibility with this cross over line. We are now

leaving the free flow side of the system, and the next step is to pay attention to the delivery side
of the pumps.
The first stop is the first valve after the cargo pumps, the delivery valve or throttling valves.
Names like discharging-valve, pressure-valve is also common. The most descriptive is “delivery
valve”. With this valve, we can adjust the backpressure and the load conditions for what the
pump is going to work against. Centrifugal pumps are working their best against a certain load.
When starting a centrifugal pump, start it against a closed delivery valve, which compares with
the recommendation.
On the delivery side, the rise lines lead from the cargo pumps to the main deck. The first is the
cow cross over line. With this line, we can bleed off from any riser for supplying crude oil
washing during discharging, or supplying water during tank washing. The same line also
supplies “drive” when using the ejector for stripping.
The second cross over line leads to a higher inlet in the port slop tank (primary slop) and to the
line called “High Overboard”.
The high overboard line is the line where ballast water and washing water is discharged
overboard via oil detection monitor equipment. As the drawing shows, it is possible with any
cargo pump to cross over to any of the risers.
The pump room is also fitted with other equipment for handling cargo and ballast. The ballast
pump is only used for the segregated ballast. The segregated ballast system is totally isolated
from the cargo systems.
The ballast pump is connected to the FP-tank and the WT 3 s/p. The ballast system has its own
sea chest. Still there are some vessels, among them M/T Seagull, which have separated lines
from the ballast pump to the main deck, which end in drop lines to the cargo tanks that are
dedicated for departure/arrival ballast. These tanks can be ballasted without involving any part
of the cargo line systems.
The stripping pump is operating its own system, which (via a stripping cross over) strip the last
amount of cargo from tanks, cargo pumps and lines, through the small diameter line and
ashore. In addition to a stripping pump and an ejector, the vessel is equipped with a vacuum
stripping system, which gives the cargo pumps the ability to maintain suction when only a small
quantity is left in a tank.
Deck lines
On a crude oil carrier, the main line system changes name, depending on where it is placed.
From cargo tanks to the cargo pumps, the main lines are called “bottom lines”. From the cargo
pumps delivery side, the name changes to risers. When they appear on the main deck, the
names are deck lines.
Very often the systems are numbered from one side of the ship to the other, for instance from
port to starboard or vice versa.
The deck lines are a lengthening of the risers from the pump room. Each deck line can be
isolated to the pump room by the deck master valve. The deck lines end up at the manifold
crossover lines. These manifolds are where the vessel is connected to the terminal by hoses,
kick arms etc.
The manifold line is numbered with the same number as the main line it belongs to. The
conclusion will then be: Manifold no 1 is connected to drop line no 1, which leads down to

bottom line no 1, which leads to cargo pump no 1, which leads to riser no 1, which leads to
deck line no 1, which leads to manifold no 1. The same occurs with system no 2, 3, and 4.
The vessel is also equipped with manifold cross over, which makes it possible to operate
between deck lines, drop lines and manifolds depending on which manifold(s) the vessel is
connected to.
By studying the ships line system all over, including valves and crossovers, you will find all the
possibilities of leading cargo or water through the systems. The more you are familiar with the
line system and its drawings, better you can utilise the system’s possibilities.
On the main deck you also find the small diameter line (MARPOL-line) which leads from the
vessel’s stripping pump to one of the vessel’s manifolds. The small diameter line is connected
on the outside of the manifold valve. It is connected to the “presentation flange”.
The purpose with this line is to strip the last amount of cargo ashore from the tanks, pumps and
lines. When using this line, it is important to keep the specific manifold valve closed, to avoid
the cargo returning into the vessel’s lines.

II. Physical and Chemical Properties of Oil and

Chemicals
CHARACTERISTICS OF CARGOES
MSDS - Material Safety Data sheet
Different Cargoes in Tanker Vessel
CRUDE OIL CARGOES
Hydrocarbons - an organic compound consisting exclusively of the elements carbon and

hydrogen. Derived principally from petroleum, coal tar and vegetable sources.
Petroleum - is made up of hydrogen and carbon molecules, with molecular weight ranging
from light to heavy the structure consist essentially of hydrogen atom ranging various way with
a carbon atoms. Constituent of hydrocarbon boiling point range (-162°C methane) to a value in
excess of 140°C Bitumen or asphalt.
Cargoes are transported under positive pressure of inert gas with an oxygen concentration of
0.2 percent or less by volume.
Fractional Distillation - process carried on crude oil by applying heat temperature increase
different fraction will escape from oil itself and will have specific range of physical properties.
Light to Heavy Hydrocarbons molecules

Methane CH4
Ethane C2H6
GASES
Propane C3H8
Butane C4H10
Pentane C5H12
Hexane C6H14
Heptane C7H16 LIQUIDS
Octane C8H18
Nonane C9H20
Deacon C10H22
Nonadecane C19H40 SOLIDS

Oil Refining and Fractional Distillation


CHEMICAL IN BULK CARGOES
Chemical - Chemical Tankers carry liquids having a vapour pressure not exceeding 2.8 bar
absolute at a temperature of 37.8°C.
Two trades of Chemical Tankers

1. Dedicated -Tankers are dedicated for a certain type of chemical transporting the same type
on each voyage.
2. Parcel - Tankers engaged in parcel services moves a variety of small lots of cargoes
between a number of ports.
FOUR GROUPS OF CARGOES CARRIED IN CHEMICAL TANKER
I. Petrochemical Products - are organic products, which derived wholly or partly from crude
oil, natural gas or coal.
1. Hexane
2. Toluene
3. Heptane
4. VAM (Vinyl Acetate Monomer)
5. Acetone
II. Animal and Vegetable Oils (AVO) - are products derived from the seeds of plants and
from fats of animals such as:
1. Fish oil 4. Cod oil 7. Palm oil
2. Sardine oil 5. Tallow (Beef oil) 8. Soya bean oil
3. Whale oil 6 Mutton oil 9. Cottonseed oil
III. Alcohols and Carbohydrates - includes product derived by fermentation such as:
1. liquor (ethanol)
2. wine
3. molasses (cane)
IV. Inorganic Chemicals - are product derived which are not of organic origins such as:
1. Sulphuric acid
2. Nitric acid
3. Phosphoric acid
4. Caustic soda





CARGO PHYSICAL PROPERTIES

a. Temperature
b. Pressure
c. Volume Expansion
d. Viscosity
e. Specific Gravity
f. Vapor Density
g. Solubility in water
h. Electrostatic Generation
Vapour Pressure/Temperature Relationship

Vapour pressure is directly proportional to temperature. Vapour pressure increases with
increasing temperature and decrease with decreasing temperature.
Vapour Pressure -of pure compound depends only upon its temperature and a mixture
depends both upon its temperature, and the volume of the gas space in which vaporization
occurs.
Influence of pressure on boiling temperature.

Boiling point takes place in a liquid when the vapour pressure is equal to the pressure in the
liquid. Varying the pressure above the liquid (atmosphere Pressure) it is possible to boil the
liquid at different temperature. When decreasing the pressure above the liquid lowers the
boiling point and increasing the pressure raises the boiling point.
Saturated vapour pressure - the pressure at which a vapour is in equilibrium with its liquid at
a specified temperature.
Vapour in the space above the liquid is not static since liquid molecules near the surface are
constantly leaving to enter the vapour phase and vapour molecules are returning to liquid
phase. The space is said to be "unsaturated" with vapour at a particular temperature if the
space can accept more vapour from the. In that condition the space cannot accept any further
vapour from the liquid, although a continuous exchange of molecules between vapour and
liquid takes place.
True Vapour Pressure -the vapour pressure of a liquid is the absolute pressure exerted by the
gas produced by evaporation of a liquid when gas and liquid are in equilibrium at the prevailing
temperature and gas liquid/gas ratio is effectively zero. The true vapour pressure (TVP) of
petroleum is difficult to measure but the correlation exists between (TVP) & Reid Vapour
Pressure.
Reid Vapour Pressure (RVP) - the vapour pressure of a liquid determined by laboratory
testing in a standard manner in the Reid apparatus at a standard temperature of 100°C
(37.7°C) expressed in pounds per square inch absolute and commonly written as "RVP.... lb".
Saturated Hydrocarbons - Where relative numbers of hydrogen & carbons in a hydrocarbon

molecule permit the carbon atom to use their bond singly to other carbon atom. Examples are:
1. Methane
2. Ethane
3. Propane
4. Butane
CHEMICAL PROPERTIES OF SATURATED HYDROCARBON

They are all flammable gases will burn in air and or oxygen to produce carbon dioxide and vapour
they chemically non-reactive and do not present chemical compatibility problems with material
commonly used in handling. In presence of moisture they may form hydrates.

Unsaturated Hydrocarbon -Where there is less that the full complement of hydrogen atoms, two
or more carbon atoms become interlinked by double or perhaps triple bond.
Examples are ethylene, propylene and butylene, butadiene and isoprene are colourless liquids
with faint, sweetish characteristic odours.
CHEMICAL PROPERTIES OF UNSATURATED HYDROCARBON

They are also flammable in air, producing carbon dioxide and water vapour. They are chemically
more reactive and may react dangerously with chlorine, Ethylene, propylene and butane. Do not
present chemical compatibility problem with materials of constructions while butane and isoprene
are the most chemically reactive within this family.
Diffusion - the spontaneous mixing of one substance with another when in contact or separated
by a permeable membrane or microporous barrier.
- Substance ability to mix and become uniform.
Volatility - Tendency of a solid or liquid to pass into vapour state at a given temperature.
Specially the vapour pressure of a component divided by its mole fraction in liquid or
solid.
- is characterized by the vapour pressure. When petroleum is transferred in tank or
container that is gas free it begins it vaporize and liberate gas into the above and
also a tendency of liberation or releasing gases to be dissolved into the liquid where
equilibrium is reach and gases are evenly distributed in the space.
Volatile - liquids that evaporate readily are known as volatile liquids. Any petroleum with a
flashpoint below 60°C (140°F) is closed as volatile. Refinery waste-spent caustic soda for
example may contain volatile petroleum.
Non Volatile - Some other petroleum evaporates less rapidly, those with a flashpoint of 60°C
(140°F) or over and as non - volatile. Gas oil and diesel oil are two examples.
Flash Point - lowest temperature at which a flammable substance will give off vapour that will
ignite when a flame or spark is introduced in the presence of sufficient oxygen.
Flammability - the ability of hydrocarbon gases to react with oxygen in the air to produced
carbon dioxide and water. This reactions gives enough heat to form a visible flame which travel
through the mixture of hydrocarbon gas and air.

Flammability – Limits and Range

Flammability Limit - the limit in which hydrocarbon gas and air cannot ignite and burn unless its
composition lies with in a range of gas in air concentration in which there is sufficient hydrocarbon
gas to support and propagate combustion.
Upper Flammable Limit (UFL) - The upper limit range of flammability.

Lower Flammable Limit (LFL) -The lower limit range of flammability.

Explosive Limits of some Chemicals
Behavior of Flammable Liquids

ACIDS AND BASES
Acid - the name loosely applied to any substance that, in water solution taste sour, change the
colour of blue litmus to red, liberates hydrogen in a chemical reaction. (Proton donor)
Base - The name loosely applied to any substance that, in water solution is slippery to touch,
tastes bitter, turn red litmus to blue, absorb hydrogen in a chemical reaction.
pH value - is a value taken to represent the acidity or alkalinity of an aqueous solution it is

defined as the logarithm of the reciprocal of the hydrogen - ion concentration of a solution.
CHEMICAL REACTION
A chemical change that may occur in several ways e.g. by combination by replacement, by
decomposition, or by some modification of there reaction may be endothermic or exothermic.
HOW DO CHEMICAL REACT

1. Either with itself
2. With air
3. With water
4. With another cargo
5. With other material
Endothermic - A process of changes that takes place with absorption of heat and requires high
temperature for initiation a maintenance.
Exothermic - A process for chemical reaction, which is accompanied by evolution of heat, e.g.
Combustion.
Polymerisation - formation or integration of larger molecules chemical union of the same

compound to join a larger molecule of a new compound called polymer. By this mechanism the
reaction can become self propagating causing liquids to become more viscous and may even
form solid substance. Such chemical reaction is usually exothermic.
Decomposition - disintegration or breaking down of molecules.
Hydrate Formation - Hydrates are form under certain conditions of temperature and pressure in
presence of free water. Water maybe present in LPG as impurities or extracted from walls of the
tank if rust is present. Hydrates are white crystalline solid that may block filters, reliquefaction unit
condense return regulating valves and may damage cargo pumps.
Peroxide formation - this are 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.
Dew Point - the temperature at which the water vapour present in a gas, saturates the gas and
begins to condense.
TOXICITY
The ability of a substance to cause damage to living tissue, impairment of the central nervous
system, severe illness or in extreme cases death, when ingested, inhaled or absorbed by the
skin.
The amount required to produce these results vary widely with the nature of the substance and
the time of exposure to it.

ACUTE TOXICITY
Refers to exposure to toxic substance for a period of short time.
ACUTE EFFECT OF TOXICITY

 Cause sudden death
 Permanent injury
CHRONIC TOXICITY
Exposure to toxic substance for a long duration (repeated/prolonged).
CHRONIC EFFECT OF TOXICITY

 Temporary immobility of the casualty
 Symptoms of the effects can remain in human body
 Can cause neurosis
 Can aggravate into serious condition when complicate with other illness
SYSTEMATIC POISONS AND IRRITANTS

Toxins, carcinogens, hallucinogens, narcotic agents, can enter the body through abrasion, Skin
Absorption, food intake.
EFFECTS TO THE CASUALTY -Toxins may interrupt organ functions and interference with the
systems functions.
EFFECTS ON THE SENSES

 Sight
 Hearing
 Taste
 Smell
 Immunity of the senses to stimuli
 Cause nausea
COMMON IRRITANTS
ALKALINE - skin irritants
BASE - eats human flesh
ACID - burn flesh
THRESHOLD LIMIT VALUE (T.L.V.)

The maximum concentration of gases vapours, mist or sprays to which it is believed that nearly all
persons on board maybe repeated by exposed.
TLV - TW A
Time weighted average concentration for an 8-hour/day or 40-hr/wk throughout working life.
TLV STEL
Short term exposure limit in terms of the maximums concentration allowable for a period of up
to 15 minutes duration provided there are no more than 4 such excursion per day and at least
60 min. between excursions.
TLV-C
The ceiling concentration which should not be exceed even instantaneously.

Examples
CHEMICALS TLV
1. Benzene 10 PPM
3
2. Sulfuric Acid 1 MG/M
3
3. Caustic Soda 2 MG/M
4. Chlorine 0.5 PPM
5. Hydrogen Sulfide 10 PPM
6. Gasoline 300 PPM

III. Knowledge and Understanding of Tanker Safety

Culture and Safety Management
Masters, officers and ratings appointed to work on tankers or similar vessels must meet the
minimum training and qualifications requirements specified in regulation V/1 of the International
Conventions on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as
amended in 1995 & 2010
Training in emergency procedures and in the use of any special emergency equipment should be
given as appropriate to members of the crew at regular inter vals. The instruction should include
personal first aid measures for dealing with accidental contact with harmful substances in the
cargo being carried and inhalation of dangerous gases and fumes.
Because of the risks of ill effects arising from contamination by cer tain liquid cargoes, especially
those carried in chemical tankers and gas carriers, personnel should maintain ver y high
standards of personal cleanliness and particularly so when they have been engaged in cargo
handling and tank cleaning.
Those on board responsible for the safe loading and carriage of the cargo should have all the
relevant information about its nature and character before it is loaded and about the precautions
which need to be observed during the voyage. The remainder of the crew should be advised of
any precautions which they too should observe.
High risks require the strict observance of rules restricting smoking and the carriage of matches
or cigarette lighters.
Spillages and leakages of cargo should be attended to promptly.
Oil-soaked rags should not be discarded carelessly where they may be a fire hazard or possibly
ignite spontaneously. Other combustible rubbish should not be allowed to accumulate.
Cargo handling equipment, testing instruments, automatic and other alarm systems should be
maintained to a ver y high standard of efficiency at all times. Where electrical equipment is to be
used in the cargo area it should be of approved design and ‘certified safe’. The safety of this
equipment depends on maintenance of a high order which should be carried out only by
competent persons. Unauthorised personnel should not interfere with such equipment. Any faults
observed, such as loose or missing fastenings or covers, severe corrosion, cracked or broken
lamp, glasses etc should be reported immediately.
Work about the ship which might cause sparking or which involves heat should not be under
taken unless authorised after the work area has been tested and found gas-free, or its safety is
otherwise assured.
Where any enclosed space has to be entered, the precautions given in Chapter 17 should be
strictly observed. Dangerous gases may be released or leak from adjoining spaces while work is
in progress and frequent testing of the atmosphere should be under taken.
Oil and bulk ore/oil carriers
Tankers and other ships carrying petroleum or petroleum products in bulk, or in ballast after
carrying these cargoes, are at risk from fire or explosion arising from ignition of vapours from the
cargo which may in some circumstances penetrate into any part of the ship.

Additionally, vapours may be toxic, some in low concentrations, and some liquid products,
especially petrol (gasoline) treated with tetraethyl or tetra-methyl-lead, are harmful in contact
with the skin.
Guidance on the general precautions which should be taken is given in publications of the
International Chamber of Shipping:
(a) International Safety Guide for Oil Tankers and Terminals;

(b) Safety in Oil Tankers, a handbook for crew members.
Companies are additionally required, under the ISM Code, to have their own safety regulations.
These publications should be available on board and
the guidance conscientiously followed.
Chemical carriers
A bulk chemical tanker may be dedicated to the carriage of one or a small number of products or
it may be constructed with a large number of cargo tanks in which numerous products are carried
side by side simultaneously.
The products carried range from the so-called non-hazardous to those which are extremely
flammable, toxic or corrosive or have a combination of these proper ties, or which possess other
hazardous characteristics.
The ship arrangements and the equipment for cargo handling may be complex and require a high
standard of maintenance and the use of special instrumentation, protective clothing and breathing
apparatus for entry into enclosed spaces.
The International Maritime Organization (IMO) has produced codes (the IBC Code and the BCH
Code) for the construction and equipment of ships carrying dangerous chemicals in bulk. The
Codes are statutor y under Merchant Shipping regulations. They contain some operational
guidance, and the associated index of dangerous chemicals carried in bulk contains references to
the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) published
by IMO.
Guidance on general operational procedures and precautions which should be followed on

chemical tankers is given in the Tanker Safety Guide (Chemicals) and the booklet ‘Safety in
Chemical Tankers’, both published by the International Chamber of Shipping. These publications,
together with the codes referred to above and any special safety requirements issued by the
company should be available on board.
Many products carried on chemical tankers are loosely referred to as alcohols. Drinking these
could lead to serious injury and death, and strict controls should be exercised when carrying such
cargoes in order to prevent pilfering.

IV. Basic Knowledge of the Hazards associated with

tanker operations
HAZARDS
EXPLOSION & FLAMMABILITY HAZARDS
TRIANGLE OF FIRE/THEORY
HOW FIRE BURNS: Fire occurs whenever a given material is in the presence of oxygen to a
temperature corresponding to the kindling or ignition point of the material. Thus there are three
factors, all of which must be present, if fire is to exist. These known as the chemical triangle of
fire, the three sides of which are Fuel, Oxygen and Heat Temperature. When all of these three
elements are present and brought together in correct proportion, fire burns. Study in fire-fighting
starts with this simple fact, because control and extinguishments of fire in general is brought
about by removal of these essential elements.
1. Fuel - Any substances that will burn when heated or hot enough in the presence of sufficient
oxygen.
2. Oxygen - Comes form the atmosphere we breathe. Atmosphere consist of 21 % oxygen,78%

and 1 % of other elements. At 15% of oxygen or below fire will subside. Exception: Alcohol 11
% oxygen smouldering wood
6%.
3. Heat / Ignition
Heat Temperature (Three Stages)
1. Flash Point - Lowest temperature at which a flammable substance will give off vapour that will
ignite when a flame or spark is introduced in the presence of sufficient oxygen.
2. Fire Point -A temperature which is higher than a flash point at which a substance is heated to
give off vapour that will burn without the application of spark or a flame in the presence of
sufficient oxygen.
3. Ignition temperature (auto ignition) - Is a temperature which is higher than a fire point at
which a substance is heated to give off vapour that will burn without the application of spark
or a flame in the presence of sufficient oxygen.
Flammability
The ability of hydrocarbon gases to react with oxygen in the air to produced carbon dioxide and
water. This reactions gives enough heat to form a visible flame which travel through the mixture
of hydrocarbon gas and air.
Flammability Limit
The limit in which hydrocarbon gas and air cannot ignite and burn unless it composition lies with
in a range of gas in air concentration in which there is sufficient hydrocarbon gas to support and
propagate combustion.

Upper Flammable Limit (UFL) - The upper limit range of flammability.
Lower Flammable Limit (LFL) -The lower limit range of flammability.
Heat Transmission
Conduction
Transfer of heat through solid bodies. Examples stove, heat is conducted through the pot of its
content.
Convection
Transmission of heat through the motion of heated matter, through the motion of smoke, hot air
gases, produced by the fire and flying embers.
Radiation
Transmission of heat through atmosphere or transfer of heat from a source across an intervening
space. No material substance involved. The heat travels outward from the fire in the same
manner as light that is in straight lines.
SOURCES OF IGNITION
a. Direct Heat
b. Mechanical Energy
c. Chemical Energy
d. Electrical Energy
e. Static Electricity
f. Auto Ignition
g. Lightning
CLASSIFICATION OF FIRE
Class "A" Fires

Fire involving common combustible material
a. Characteristics - deep seated, leaves ashes and embers.
b. Extinguishing Agent-Are those that cool off flammable substance.
Class "B" Fire

Fire involving flammable or combustible liquids. Flammable gases, greases and similar products.
a. Characteristics - Surface burning
b. Extinguishing Agent - Are those that cut of oxygen supply or prevent flammable vapour
from being given off.
Class "C" Fire

Fires involving energized electrical equipment, conductors or appliances.
a. Characteristics - Create electrical shock
b. Extinguishing agents - non-conducting extinguishing agents.
Class "D" Fire

Fire involving combustible metals, e.g. magnesium, thermite and sodium.
a. Characteristics - Sometimes create violent reaction when the law of nature is applied in
extinguishing.
b. Extinguishing agents - Depends on the material involved.
Examples:
Magnesium
a. Light silvery metal usually alloyed with aluminium.
b. Used on aircraft wheels and frames

c. Agents used are dry powder and sand.

d. D. C02 has no effect. Water fog is also effective, increases the burning rate.
e. Cools surrounding area. Solid Stream -creates violent reaction, breaks down
f. Magnesium into oxygen and hydrogen
Thermite
a. 73% iron oxide, 27% powdered aluminium, first used in Germany to weld steel.
b. No known extinguishing agent
c. It creates own oxygen when burning
d. Best thing to do is jettison
e. Last resort - keep it with solid stream until burned out and at the same time cool the
surrounding area.
Sodium
a. Soft metallic substance silvery white in colour which oxidizes rapidly in the air.
b. Used in bombs and OBA canister.
c. Extinguishing Agent - dry powder
d. Do not water, it create violent reaction.
Class "E" Fire

Fire involving Liquefied Gas or Gas Fires
a. Characteristics - Pressure Fires
b. Extinguishing agents - Are those that cut off oxygen supply.
PRINCIPLES OF FIRE FIGTHING (Extinguishment)

Fire may be extinguished by removing any side of the fire triangle or separation of the fire
components.
Successful fire fighting depends on putting into practice one or more of the following principles:
a. Cooling to reduce the temperature of a point at which combustion ceases;
Reduction of Heat (Cooling)

 Used something that will absorb heat
 Water is the best cooling agent
 Foam contains 94% water
b. Smothering to reduce the emission of vapours, so that the atmosphere in the vicinity of the
fire is below the flammability limit;
Control Oxygen (Smothering)

 Secure the compartment
 Displacement or diluting the oxygen by means of C02
 Blanketing or excluding oxygen by means of foam
c. Replacing the atmosphere in the vicinity of the fire with one containing insufficient oxygen
to support combustion;
d. Cutting of the supply of combustible material.
Removal of fuel (Starvation)

 Shut of fuel supply
 Jettisoning
 Relocate flammable materials away form the fire scene.

e. Using a chemical that interferes with the chain reaction process of combustion;
Separation of fire components (inhibiting)

 By means of dry chemical
HEALTH HAZARD
The toxic hazards to which personnel are exposed in tanker operations arise almost entirely from
contact with gases of various kinds.
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 eye. Certain
heavier oils can cause serious skin disorders on repeated and prolonged contact.
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 swallow it causes acute
discomfort and nausea. There is then a possibility that liquid petroleum may be drawn into lungs
during vomiting and this can have serious consequences, especially with higher volatility products
such as gasoline and kerosene's.
INHALATION
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 concentration these leads to paralysis, insensibility and death.
OXYGEN DIFICIENCY
The oxygen content of the atmosphere in enclosed spaces may be low for several reasons. The
most obvious one is if the space is in an inert condition, so that carbon dioxide or nitrogen has
displaced the oxygen. Also, chemical reactions such as rusting or the hardening of paints or
coating can remove oxygen.
As the amount of available oxygen decreases below the normal 21 % by volume breathing tends
to become faster and deeper. Symptoms indicating that an atmosphere is deficient in oxygen may
give inadequate notice of danger. Most persons would fail to recognize the danger until they were
too weak to be able to escape without help. This is especially so when escape involves the
exertion of climbing.
INERT GAS
Toxic Constituents
The main hazard associated with inert gas is its low oxygen content. However, inert gas produced
by combustion either in a steam - raising boiler or in a separate inert gas generator contains trace
amounts of various toxic gases, which may increase the hazard to personnel exposed to it.
The precautions necessary to protect personnel against this toxic hazard. These precautions do
not include requirements for direct measurement of the concentration of trace constituents of flue
gas, because gas freeing the atmosphere of a cargo tank from a hydrocarbon gas concentration
of about 2% by volume to 1 % LFL, and until a steady 21 % by volume oxygen reading is
obtained, is sufficient to dilute these constituents to below their TLVs.

Nitrogen Oxides
Fresh flue gasses typically contain about 2000 PPM by volume of mixed nitrogen oxides. The
majority is nitric oxide which is not removed by water scrubbing.
Nitric oxide reacts slowly with oxygen forming nitrogen dioxide. As the gas stands in tanks the
total concentration of nitrogen oxides falls over a period of 1-2 days to a level of 10-20 PPM by
solution of the more soluble nitrogen dioxide in free water, or by condensation, to give nitrous and
nitric acids. Further decrease below this level is very slow. Nitric oxide is a colourless gas with
smell at its TLV of 25 PPM. Nitrogen dioxide is even more toxic with a TLV of 3 PPM.
Sulfur Dioxide
Flue gas produced by the combustion of high sulfur content. Fuel oils typically contains about
2,000 PPM of sulfur dioxide (S02). Inert gas system water scrubbers remove this gas with an
efficiency, which depends upon the design and operation of the scrubber, giving inert gas with
sulfur dioxide content usually between and 2 and 50 PPM.
Sulfur dioxide produces irritation of the eyes, nose and throat and may also cause breathing
difficulties in sensitive people. It has a distinctive smell at its TLV of 2 PPM.
Carbon Monoxide
Carbon Monoxide is normally present in flue gas at level of only few parts per million, but
abnormal combustion conditions and slow running can give rise to levels in excess of 200 PPM.
Carbon monoxide is an odorless gas with a TVL of 50 PPM. It is insidious in its attack, which is to
restrict oxygen uptake by the blood, causing a chemically induced form of asphyxiation.
HARMFUL PROPERTIES OF CARGOES
Benzene and Other Aromatic Hydrocarbons
The aromatic hydrocarbons include benzene, toluene and xylene. They are components in
varying amounts in many typical petroleum cargoes such as gasoline blending components,
napthas and special boiling point solvents.
Hydrogen Sulfide
Many crude's come out of the well with high levels of hydrogen sulfide, but this level is usual
reduced by a stabilization may be temporarily reduced at times. Thus a tanker may receive a
cargo of particular crude with a hydrogen sulfide content higher than usual. In addition some
crude are never stabilized and always contain a high hydrogen sulfide can also be encountered
other cargoes such as naphtha, bitumen and gas oils.
The TLV of hydrogen sulfide is 10 PPM. The effects of the gas at concentrations in air excess of
the TLV area:
50-100 PPM Eye and respiratory tract irritation after exposure of one hour
200-200 PPM Marked eye and respiratory tract irritation after exposure of one
Hour
700-900 PPM Rapid unconsciousness, death occurring a few minutes later
1,000-2,000 PPM Instantaneous collapse of breathing.

Gasoline Containing Tetraethyl Lead or Tetraethyl Lead
The amounts of tetraethyl lead (TEL) or Tetraethyl lead (TML) normally added to gasoline are
insufficient to render the gases from these products significantly more toxic than those from
unleaded gasoline. The effects of the gases from leaded gasoline are therefore similar to those
described for petroleum gases in section.
FIRST AID DO'S AND DON'T'S
Asphyxiant Symptoms Treatment

1. LNG 1. Increased rate depth of respiration 1. remove from exposure
2. LPG 2. Blueness of the skin (Cyanosis) 2. apply critical respiration if
required
3. Methane 3. Stertorous breathing – with a snoring 3. apply external cardiac
sound massage
4. Ethane 4. Loss of consciousness center 4. loosen clothing
5. Propane 5. Paralysis of respiratory 5. give oxygen if cyanotic or
breathing labored
6. Butane 6. give non-alcoholic drinks if
desired
7. Nitrogen 7. keep at rest
8. Flue gas 8. unless symptoms minor seek
medical advice
Hazardous effect involve cargo handling risk concerning inerting and gas freeing
Crude Oil
Liquefied Gas Chemical
& Product
Irritants X X X
Narcosis X X X
Asphyxia X X X
Cold Burn - X -
Chemical Burn X X X
Toxic Systematic X X X
HAZARD TO MARINE ENVIRONMENT
Oil affects the marine environment in different ways. It blankets the surface, interfering with the
oxygen exchange between the sea and the atmosphere; its heavier constituents blanket the sea
floor, interfering with the growth of marine life; many constituent elements are toxic and get into
the food chain; and oil on the beach interferes with recreation uses of that beach. Furthermore, oil
may enter seawater-distilling inlets and it may be deposited on tidal mud flats, again with
detrimental results.

Effect of oil Pollution - It blankets the sea surface

- interfacing with the oxygen exchange between
the see and the atmosphere.
- It heavier constituents blankets the sea floor.
Chemical - Interfering with the growth of Marine life.

- Toxic elements can get into the food chain
- It interferes with recreation of the beach and
other amenities.
REACTIVITY HAZARDS
Special consideration have to be given to the possibility of chemicals undergoing a chemical or

physical reaction during cargo handling and transport conditions thereby creating hazard.
Chemical reaction may produce heat which in turn may accelerate the reaction, may cause the
release to a large volume of vapour and or/ pressure rise, or may cause the formation of
flammable and / or harmful vapours that otherwise would not be expected. In principal, the
danger arising form chemical reactions are those of increased fire and health hazard.
Three main types of reaction have to be considered.
a. Self-reaction and reaction with air where only the particular chemical itself is involved.
Small amounts of other chemicals contact with certain metals may promote reaction.
Polymerization
is a common type of self-reaction.
b. Reaction as a result mixing one chemical with another Neutralization of an acid with an
alkali is a typical example of on chemical reacting with another.
c. Reaction as a result of mixing with water. A cargo, which is self-reactive as in (a) or reacts
with others in (b), may also react with water.
A. SELF-REACTION AND REACTION WITH AIR
Self-reaction or reaction with air can occur in the liquid, in the vapour or in both Reactions may be
promoted by heat and by the presence of certain metals and other cargoes in small amounts.
Control of temperature and the avoidance of unsuitable materials in the cargo system and
contamination by even small amounts of other cargoes all contribute to the safe carriage of self-
reactive cargoes.
Reaction in the liquid can be retarded by inerting or by adding to it a small amount of a specific
chemical known as an inhibitor. Those cargoes, which in pure form can undergo a vigorous self-
reaction (usually resulting in polymerization), may only be offered for transportation provided they
contain an inhibitor.
An inhibitor added to the liquid generally will not retard reaction in the vapour or condensed
vapour in the ullage space. Displacing air (oxygen) from the ullage space with inert gas will retard
reaction of the vapour therein and inerting may be an additional requirement, even if the cargo
contains an inhibitor.

GENERAL PRECAUTIONS FOR SELF-REACTIVE CARGOES AND CARGOES

WHICH REACT DANGEROUSLY WITH AIR.
a. The cargo tanks and cargo handling system should be free of the metal components, which
are listed in the date sheet as unsuitable.
b. If the maximum cargo temperature during loading and on voyage needs to be controlled the
Master should verify what the limit is and what means are available to ensure that it will not
be exceeded during cargo handling and on the voyage. Cargo temperature should be
measured regularly and cooling system put not operation when necessary. Loading should
be stopped if the temperature of the cargo being received exceeds the limit.
c. Even if temperature control is not a specific requirement it is recommended that self-reactive
chemicals be never stowed in tanks directly adjacent to heated cargoes nor handled through
pipelines, which pass through tanks containing heated cargoes.
d. Also it is recommended that cargo tank tops are kept cool by water spray when an ambient
temperatures are high, thereby to retard reaction in the vapour space.
e. Before loading, the cargo tanks and cargo handling system should be thoroughly cleaned to
remove other cargoes that may promote self-reaction of the cargo to be loaded
B. REACTIVITY WITH OTHER CARGOES
To establish whether or not two cargoes will react dangerously together, the data sheets for both
cargoes and cargo compatibility chart should be consulted.
When the data sheet indicates that a dangerous reaction may result by mixing the cargo in
question with another, "double" separation should be provided as greater security against
accidental mixing.
"Double" Separation involves
a. A pumproom, cofferdam or similar void space (which may be an empty cargo

compartment) between tanks or compartments containing incompatible cargoes.
b. At least one compartment loaded with a cargo containing with each, and
separating the incompatible cargoes.
c. Independent cargo pipelines to each compartment containing incompatible
chemicals and which do not pass through any compartment containing other
incompatible cargoes unless the pipelines is in a tunnel or similar arrangement.
d. Independent vent systems on each compartment containing incompatible
cargoes.

C. REACTION WITH WATER
The data sheet indicates if a dangerous reaction is possible between a chemical and water. If
such a reaction is possible "double" separation between the chemical and water is
recommended.
"Double" separation involves
a. Double skin as provided by a double bottom and side cofferdam between the cargo and the
sea.
b. A cofferdam or similar void space (which may be an empty cargo compartment) to separate
the tank containing the cargo from tanks containing water.
c. At least on compartment loaded with a cargo which is compatible with the cargo in question
and with water,
d. Pipelines serving the cargo tank should be independent from lines serving any tank
containing water and should not pass through any tank containing water, or vice versa unless
the pipeline is in a tunnel or similar arrangement,
e. Vents systems serving the tanks containing the cargo should be independent from vent
system serving tanks containing water.

TANK CLEANING WITH WATER
If a cargo tank has contained a chemical, which reacts dangerously with water, tank cleaning with
water should only be undertaken in the manner specified by the shipper or by some safe means.
If toxic vapours are evolved on contact with water, then breathing apparatus may be required by
those involved in the operation. See also the precautions concerning entry into compartment in
chapter 6.
PREVENTING REACTIVITY
Segregation of cargo:
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 requirements on the degree if segregation are necessary and should be
observed. If the same piping system is to be used for different cargoes, great care should be
taken to ensure drainage and purging, if necessary between cargoes.
Separate reliquefaction system has to be used for different cargoes if possible. However, if there
is a danger of chemical reaction, it is necessary to use completely segregated systems at all
times. In such cases, regulations require "positive segregation" i.e. by means of removal spool
pieces or pipe sections. If in doubt whether two cargoes are reactive, the data sheet for each
cargo should be consulted and advice sought from shippers or other authority; if this advice
seems inconclusive, the cargoes should be treated as incompatible and requiring "positive
segregation".
CORROSION HAZARD
Corrosive liquids in general have three characteristics that require special consideration.
Corrosivity
Generally, they corrode normal construction materials at an excessive rate and need special
materials for the cargo tanks and handling system to ensure safe containment.
Fire
When they corrode metals, hydrogen may be produced which forms flammable mixture with air.
Contact with fibrous materials such as cloth sawdust, etc., may in some cases cause ignition of
the material. Some corrosive liquids are combustible.
Health
They destroy human tissue causing serious damage, which may be permanent.
The characteristics vary in degree for different corrosive liquids and the data sheets should be
referred to for particular guidance. Strict observation of the same overall precautions will ensure
consistent safety in handling.
Corrosion Precautions
A corrosive liquid should not be loaded unless in can be verified that materials are suitable in the
intended cargo tanks and associated handling system and that the liquid cannot come in contact
with other spaces or systems where materials are not suitable.
The date sheet gives guidance on material which are considered suitable or unsuitable but
expert advice should always be sought because the suitability of a material depends not only on
the corrosive liquid but also on its concentration, temperature and often, on impurities that it may
contain. Some acids become more corrosive as their concentration is reduced.

If the cargo requires heating it should be ascertained that the material on the heating coils might
lead to serious corrosion at the temperature of the heating medium.
Internal coils should be tested before loading starts as leakage of corrosive liquid into the coils
may lead to serious corrosion within the heating system or machinery space equipment. Pressure
in internal coils should be maintained at the level in excess of that of the cargo.
The cargo handling system should be such that, in the event of damage or wrong manipulation of
valves, corrosive liquid cannot enter a space or other system where the constructional material
will be corroded.
All gaskets jointing in the cargo handling system should be resistant to corrosive liquids and
should always be kept tight, especially on decklines and pumprooms. Preferably, pump glands,
flanges, fittings and valve stems should be provided with splash shields. One of the greatest
dangers to personnel is the unsuspected spray or leak of corrosive liquid.
Fire Precautions
Corrosive liquids should be regarded always as presenting a potential fire hazard because of the
danger from hydrogen that may be produced when the liquid is in contact with metals.
All normal fire precautions should be taken and it is especially important that:
a. Smoking is prohibited anywhere in way of the cargo space,
b. Unauthorized work and hot work is prohibited in way of the cargo space.
c. Pump room and spaces, if any, around the cargo tanks are kept properly vented,
d. Strict precautions are taken when opening up spaces, if it is suspected that water has leaked
into the corrosive liquid or alternatively corrosive liquid has leaked into any other space.
Because of the danger of ignition, materials such as cotton waste, sawdust, wood shavings,
etc. should not be used for mopping up spillage of corrosive liquids.
Spillage Precautions
During cargo operations, water hoses should be connected and a water supply ready for
immediate use and any spillage or leakage of corrosive liquid should immediately be washed
away with a very large amount of water.
If for any reason a spillage has to be temporarily confined, sand or other inert materials should be
used. Fibrous materials such as clothe, or wood should never be used.
Corrosive liquids should not be allowed to leak and collect in pumproom bilges. Any leakage
should be washed out immediately with water.
Tank Cleaning Precautions

Tank, pipelines, pumps and all associated equipment should be drained and washed thoroughly
with a large volume of water. A part from providing safe working conditions, complete removal of
corrosive liquid is essential as any residue may cause serious corrosive accompanied by the
formation of hydrogen.
DANGER TO PERSONNEL
a. Some liquid cargoes are so corrosive that in contact with the skin will completely or partly
destroy living tissue.
b. Less corrosive liquids may only be irritating to the skin but can result in serious damage to
the eyes.
c. Corrosive liquids also produced corrosive vapors, which is also dangerous in contact with
the skin, eyes and mucous membranes.

d. Inhaling corrosive vapors may cause respiratory irritating or living lung damage.
EFFECTS ON CONSTRUCTIONAL MATERIALS

a. Generally corrosive liquids corrode normal construction materials at an excessive rate and
need special materials for cargo tanks and handling system to ensure safe containment.
b. A corrosive liquid should be loaded unless it can be verified that materials are suitable in the
intended cargo tanks and associated handling system.
c. The cargo data sheets gives guidance in materials, which are considered suitable and
unsuitable, but expert's advice should always be sought
d. The corrosive effect can depend on the liquid concentration, temperature and impurities it
may contain.
e. All parts of the cargo handling system including gaskets or joints should be resistant to the
corrosive garage handled.
TECHNIQUES AND PRECAUTIONS TO PREVENT CORROSION
On chemical tankers, all structural materials and innings used in cargo tanks and associated
piping, valves and pumps must be suitable for the cargoes carried. Most chemical tankers usually
have both coated and stainless steel tanks. Cargo piping, valves and pumps are normally made
of stainless steel. Stainless steel is resistant to most chemical cargoes even with very strong
acids and bases. The main types of coating are resistant to groups of chemicals and it has its
limitations.

V. Basic Knowledge of Hazard Controls

HAZARD CONTROL
Cargo/Material Safety Data Sheets

- Information about cargoes to be handled is essential to the safety of vessel and her
crew
- Such information maybe found on ICS or other cargo data sheets for each product,
which also include all necessary data for the safe handling and carriage of the cargo
- Cargo information for most tanker cargoes is kept on board and available for all
concerned
- Cargo will not be loaded unless sufficient information necessary for its safe handling
and transportation is available
- The responsible officer will see to it that the necessary cargo information is posted on
the notice board prior to cargo operations
- All personnel engaged in cargo operations should familiarize themselves with the
cargoes by studying the ICS or other Cargo Data Sheets
- Cargo information is fundamental in cargo planning
Material Safety Data Sheets
In addition plentiful notes are included governing tankcleaning hazards, protective
clothing needed, cargo compatibility etc. for certain dangerous cargoes. This guide
should be consulted as a definite source for anyone requiring detailed information
about full range of cargoes.
Material Safety Data Sheets

- contains physical and chemical properties of chemical cargoes
- for each cargo the following data are given:
- Appearance and odour
- The main hazards
- Emergency procedures, to be adhered to when the following occur;
- Fire
- Liquid in eye
- Liquid in skin

- Vapor inhaled
- Spillage
- Fire and explosion data
- Chemical data
- Reactivity data
- Health data
- Effect of liquid
- Effect of vapor
- Physical data
- Handling and storage requirements
- Handling and storage material


Cargo Data Sheet (ICS) for Phenol

Methods of controlling hazards on tanker

INERTING
- The introduction of inert gas into a tank with the object of attaining the inert condition.
- By filling the cargo tank and associated piping systems and the spaces surrounding the
cargo tank, with gas or vapour which will not support combustion and which will not
react with the cargo, and maintaining that condition.
PADDING
- Filling and maintaining the cargo tank and associated piping system with a liquid, gas
(inert gas) or vapour (liquefied gas), which separates the cargo from air.
DRYING
- Filling the cargo tanks and associated piping systems with moisture free gas or
vapour with a dew point of -40°C or below at atmospheric pressure, and
maintaining that condition.
- To removed moisture from the tanks that may form hydrates in liquefied gas.
- Dry Nitrogen, Dry air (oxygen)
MONITORING
- To monitor cargo and associated systems by means of taking its Temperature,
Ullage, Pressure, & for the irregularities around the tanks.
ANTI-STATIC MEASURES
The electricity produced on dissimilar materials through physical contact and
separation
Bonding, Grounding & earthing.
VENTILATION
- Forced or natural
- Rapid dilution by air to disperse harmful or flammable cargo vapours vented to the
atmosphere is essential to safety. The most critical problem is that of dispersing the
high concentrations of vapour that are vented during the final stages of loading or
during gasfreeing operations involving flammable or harmful cargoes.
SEGREGATION
Segregating to avoid contamination & for cargoes that are reactive with each other.
CARGO INHIBITION
INHIBITOR- General term for compound or materials that have the effect of slowing down or
stopping undesired chemical changes such as corrosion, oxidation or polymerization.
Certain hydrocarbon compound has a tendency to polymerize with time, accelerated by
heat, light, sometimes air or other.
CATALYST - a substance that starts a reaction or changes its speed without being itself
chemically changes.
IMPORTANCE OF COMPATIBILITY OF MATERIALS
Construction material used for the containment of cargo

Chemical Tankers - stainless, zinc coated, phenol coated & epoxy coated tanks.
Liquefied gas tankers - Nickel alloy.

VI. Safety
SAFETY EQUIPMENT & PROTECTION OF PERSONNEL
GENERAL
All tanker vessel are designed, constructed and equipped under the strict supervision and
control of their respective classification society. This is to ensure the personnel onboard should
not be exposed to the hazards inherent during cargo handling. But in certain circumstances, such
as scheduled maintenance or emergency danger arises. It is essential to know the operating
principles and limitations of this equipment
I. Gas Measuring instrument

a.) Oxygen Meter / Analyzer - An instrument for determining the percentage of oxygen in
a sample of the atmosphere drawn from the tank, pipelines or compartment
Calibration: Zero - Nitrogen

Span - NORMAL AIR (Atmosphere)
b.) Explosimeter/Combustible Gas Indicator - An instrument for measuring the

composition of hydrocarbon gas / air mixtures, usually giving the result as a percentage
of the lower flammable limit.
Calibration: Zero Nitrogen (atmosphere)

Span - Combustible Gas Propane/ Butane)
c.) Toximeter/ Gas Absorption Detector - An instrument used for the detection of gases
or vapours which works on a principle of discolouring a chemical agent in the
apparatus.
Calibration: Change the chemical agent

(Dragger Tube)
Clear the instrument from gases previously tested

II. Fire Extinguishing Appliances
Fire Extinguishing
1. Water (jet, spray , fog)
2. Foam (chemical foam {A+B)/ mechanical foam {AFFF}
3. Dry Powder
4. Dry Chemical
5. C02
6. Halon (inhibits the fire)contains CFC
7. Steam
8. I.G. System (Tanker with operational IGS)
9. Sand (smalls fire)
Correct media in Different types of Tanker Cargoes
Oil Fires
1. Foam
2. C02
3. Halon
4. Water Fog
5. Steam
6. Dry Powder (small fires)
7. Sand (small fire)
Liquefied Gas Fires

1. Dry Powder
2. Foam
3. Inert gas (IGS)

Water should never be applied on burning Liquefied Gas Pool since it will provide a heat
source for more vaporization of the liquid.
III. Breathing Apparatus

1. Oxygen Breathing apparatus (OBA)
2. Fresh Air Respirators
3. Canister Filter Respirators
4. Compressed Air Breathing Appliances (CABA)
5. Self - Contained Breathing Apparatus (SCBA)
Self - Contained Breathing Apparatus (SCBA)
IV. Resuscitators
Use of Resuscitators
People overcome by smoke in a fire or those deprived of oxygen in an enclosed space will
have immediately require resuscitation. Personnel should be instructed in the technique of
artificial resuscitation (AR) as the most important and effective means of resuscitation.
Responsible personnel should also be instructed in the use of resuscitation apparatus.
V. Tanker Evacuating Equipment

1. Escape/ Emergency Life Saving Apparatus (ELSA)
2. Self-Contained Breathing Apparatus (SCBA)
VI. Rescue and Escape Equipment

1. Escape / Emergency Life Saving Apparatus (ELSA)
2. Canister Filter Respirators
3. Oxygen Breathing Apparatus (OBA)
4. Self-Contained Breathing Apparatus (SCBA)
5. Emergency Escape Breathing Device (EEBD)

EEBD ELSA
Neil Robertson Stretcher

VII. Safe Use of Protective Clothing & Equipment (PPE)
Personal Protective Equipment
1. Safety Helmets/Hard Hat
2. Safety Boots/ Shoe
3. Coveralls/ Boiler suits
4. Gloves
5. Ear Defenders
6. Safety Goggles
7. Safety Spectacles
8. Safety Harness
9. Buoyancy Aids
10. Visor
11. Respiratory Filters (Filter Mask/ Gas Mask)
12. Chemical Suits
13. Enclosed Space Entry Jacket



VII. Fire Safety and Fire Fighting Operations

TYPES OF FIRE
 Class A
Combustible materials fires
 Class B
1. Flammable Combustible Liquids

2. Liquid Petroleum Gas Fires
 Class C
Electrical Equipment Fires
 Class D
Metal Fires
1. Combustible Materials Fires

Example of such fires are bedding, clothing, cleaning rags, woods canvas,
ropes and paper fires
2. Liquid Petroleum Gas Fires

As fire involving escaping liquefied petroleum gas from leaking pipes, valves
or containers
3. Electrical Equipment Fires

As fire caused by short circuit, over heating or spreading of a fire from
elsewhere
METHODS OF CONTROLLING FIRE
CATEGORY MATERIALS EXTINGUISHING METHOD

A Fibrous Cool below flashpoint
(wood, cloth, paper)
B Flammable Liquids and
Cut-off oxygen supply
Gas
C Electrical Chemical
D Metal Cut-off oxygen supply, Cool below
flashpoint

PORTABLE FIRE FIGHTING EQUIPMENT

GENERAL
Portable fire extinguishers should be made available at each berth to allow terminal personnel to
attack an outbreak of fire immediately in order to limit the area of fire, to extinguish the fire and
thereafter to prevent re-ignition.
FOAM EXTINGUISHERS
Small foam extinguishers with capacities of about 10 liters are too limited to be effective in most
cases in the event of a fire at a terminal.
Pre-mixed foam appliances in the order if 100 liters capacity are most effective for use at berths.
These produce 1000 liters of foam and it is desirable to have a jet length of about 12 meters.
High expansion foam, adequately applied to the surface of a burning liquid pool, suppresses
flame into the liquid beneath it and reduces the vaporization rate. Consequently, the intensity of the
pool fire is reduced. Continuous application is required in order to maintain a foam depth
desirable to achieve such action.
DRY CHEMICAL POWDER EXTINGUISHERS

Dry chemical powders such as sodium bicarbonate and potassium bicarbonate can be very
effective in extinguishing small LNG or LPG fires. Gas Carriers are required by the Gas Code to
be fitted with fixed dry powder system capable of delivering powder to any part of the cargo area by
means of fixed monitors and hand held hoses.
It is also common for jetty manifold areas to be protected by substantial portable or fixed dry
powder systems. Dry chemical powders are effective in dealing with gas fires on deck or
pressure fires from pipelines, and sometimes mast risers.
Dry chemicals attack the flame by absorbing free radicals in the combustion process but have
negligible cooling effect. With this, there is no guarantee that re-ignition with occur since there is
still the presence of heat and flammable mixture.
CARBON DIOXIDE EXTINGUISHERS
Carbon dioxide extinguishers have little value at berths or on jetties except at points where minor
electrical fires could occur. This is so because on the jetty side the continuous presence of wind
will tend to blow the gas away from the burning area.
Electrical sub-stations located on jetties should be provided with an adequate number of carbon
dioxide extinguishers or may have a fixed carbon dioxide system installed.
WATER
Water should never be applied to a burning liquefied gas pool as this would provide a heat source
for more rapid vaporization of the liquid, thereby increasing the rate of burning. Nevertheless,
water remains an important fire extinguishing medium for both solid and liquid fires.
Being abundantly available, water is an excellent cooling agent for surfaces expose to radiation or
direct fire impingement. In some circumstances water can be used to extinguish a jet of burning
gas, but this method is not always desirable.

Fixed water systems (water wall and water curtain) are customary in the performance of
boundary cooling of ship’s structures such as the accommodation; decks tanks and piping, shore
storage tanks and the ship’s structure (in the case of LNG carriers).













SHIP FIXED FIRE FIGHTING EQUIPMENT WATER SPRAY SYSTEMS
Any member of the crew may find a fire in its early stage, before the automatic fire alarm system
has been operated. By prompt and intelligent action, using the portable or non- portable
extinguishers at hand, he can avert a major conflagration.
If the fire is large, it is necessary to resort to the use of fixed installations. It is of the utmost
importance that each crew member should familiarize himself/herself with all such installations.
ACCOMMODATION AND SERVICE SPACES
The accommodation and service spaces are not required to be fitted with any form of fixed
installations, although a certain amount of structural fire protection is required under the Merchant
Shipping (Cargo Ship Construction) Rules.
Passenger ships, when built to certain methods, as laid down by IMO (International Maritime
Organization), have to have an automatic sprinkler and fire alarm system fitted for the detection
and extinguishments of fire in all spaces in which a fire may be expected to originate. Some
tankers have fixed sprinkler systems in the cargo pump rooms.
A schematic diagram of a typical sprinkler system is given. The system incorporates a number of
“sprinkler heads” which are supplied with water under constant pressure. Sprinkler Heads, are
arranged so that every part of each space requiring protection is adequately covered. Each head
has a glass of quartzoid bulb fitted partially with a special liquid. As the liquid expands, due to
heat, it fills the bulb entirely, and being unable to with stands any further pressure, the glass will
shatter, thus activating the system. The water pushes the diaphragm out and then flows from the
sprinkler head.
The sprinkler head bulbs are designed to rupture at certain temperatures, which are 68 deg. C
(155 deg F), 79 deg. C (175 deg. F) and 93 deg. C (200 deg. F). The higher temperature would
be used in the hotter parts of the ship.
Under the pressure of 5.5 bars (80 p.s.i.) to 8.3 bars (120 p.s.i.) maintained in the reserve tank by
a compressed air supply, the water is deflected upwards and outwards and broken onto a find
spray by the serrated edge of the sprinkler base. Area of coverage by one sprinkler is
approximately 12 square meters (169 square feet). When the pressure falls to a lower limit, the
water pump starts up automatically. There are generally not more than 200 hundred heads per
section.
A small valve is incorporated for testing purposes. When this is opened, it allows the same flow
through the valve as a sprinkler heads and confirms that the alarm system is in order. This
method can also be used to give the alarm if a small fire is discovered before a sprinkler glass
bulb has had time to shatter. The control valve must be open at all times except when sprinkler
heads are being replaced so it is either locked open or has an electric alarm to show if it has been
accidentally shut.
The whole system use initially charged with fresh water to prevent corrosion but the pump
supplies sea water. When the system has been operated, the system must be drained, flushed
through and refilled with fresh water. The system must be tested once a week, and charged with
sea water each time. A drained valve is fitted in the pumped discharged line. By opening this
valve and closing the cock at the pressure-operated switch and the pump- discharge valve, the
pump can be allowed to cut in automatically as required and discharged to the bilges. Some
systems are left dry when not in use.

MACHINERY SPACES
The machinery spaces of certain cargo and passenger ships, depending on the type and
horsepower of the machinery and vessel’s size and class, are required by law to be fitted with a
fixed fire-extinguishing system. The water spray system is recognized type. The center shows
such as system for passenger ship, cross- connected to the sprinkler system provided for the
protection of the accommodation and service spaces and the drencher system referred to later.
The main difference between the machinery space water system and the sprinkler system is that
the former is manually operated whereas the sprinkler is automatic. The sprayer head is similar to
the sprinkler head but has no glass or quartzoid bulb and has different types of deflector based
being used to vary the spray pattern required.
The system is pressurized by fresh water, pressure being maintain to the section control valves at
all times. An air vessel is incorporated in the system to prevent the pump (controlled by pressure
switch) from cutting-in due to sight water leaks.
When the section control valve is opened, water under pressure is supplied to the various sprayer
heads that are fitted in the bilges, over tank tops or on the other areas where oil may accumulate.
The system may also be divided into zones so that water may be directed only to those areas
involved in a fire.
Pumps and controls are fitted outside the space to be protected so that a fire in the protected
area cannot put the system out of action.
The system should be tested regularly by operating the various section control valves, but great
care must be taken to ensure water is not sprayed over electrical equipment, etc., as serious
damage could occur. Every effort should be made to vary sections tested. If an airline connection
is provided, then as many section as possible should be proved clear, remembering that the
automatic operation of the pump can be proven only by actual test. The external power to the unit
and the mobile hand sprayer must all be tested regularly.
In vogue now is the flood system, a diagram of which is shown on the right side. The system
consists of a distribution network of pipes supplied with water from a drencher pump to which are
connected open drencher heads. The system covers the entire vehicle deck and is divided into
zones. Each zones has its own control valve and the pump capacity is such that at least the two
longest adjacent zones can be supplied simultaneously at their rated capacity. Thus, irrespective
of where a long vehicle is parked, all parts of it are within the range of the spray heads. These
heads are similar to the machinery space heads (i.e. no glass bulbs fitted), their spacing and
application rate being governed by the deck head height. Thus when the deck height is 2.5
meters (8 feet) or more, the spacing of the head requires to such that a water application rate
onto the deck of 5.0 liters/square meter/min. is possible and when less than 2.5 meters the rate is
reduce to 3.5 liters/square meter (.77 gallons per 1.25 square yards) / min.
The system is manually controlled. When fire is discovered and the control valve to the affected
zone is opened, the water pump starts automatically. Regular testing of the system, two zones at
a time should be carried out. This also serves to prove that the drainage system is clear, this
being essential from a stability point of view.
HIGH-PRESSURE WATER SPRAY INSTALLATION
This system is suitable for machinery space protection, the extinguishments of the fire being
achieved by the principle of protecting water at high pressure in spray form. The spray striking the
oil forms an oil-in-water emulsion, which consists of a great number of tiny oil globules each

surrounded by a film of water. This film of water prevents the globules of oil from taking fire and at
the same time cools any hot metal so preventing flashback fires.
The system is divided into sections, each with its own manually operated valve situated outside
the fire zone. This makes it possible for only the section directly covering the fire to be operated,
thus avoiding unnecessary water damage.
Medium-pressure drencher systems are often chosen to protect car-decks on roll-on ferries.
Water-spray systems have to be used early or spray may be flashed to steam above the surface
of the blazing liquid; also there is the danger of shadow areas. It should also be realized how
quickly lower banks of nozzles may be covered with water which may have blazing oil on the
surface.
GREEN FIRE-FIGHTING
The United Nation’s Montreal Protocol calls for the phased reduction in the use of halons. BP’s
Fire Spray is an environmentally friendly alternative extinguishing system.
British Petroleum’s Fire Spray technology aims to replace halon in those marine and offshore
applications where it is still used. Versions of Fire Spray will also find applications in the Civil
airline and rail transport sectors showing combined jet and pool fires from a simulated pump seal
failure extinguished in 5 seconds using than 15 liters of water.
The BP development uses a new design of spray nozzle to ix air and water into an atomized
spray. Compressed air is probably the most suitable propellant gas, although other gasses,
including methane, could be used to deliver water. The twin fluid atomizing nozzles mix the two
streams in toroidal mixing chambers. The spray produced gives a mean droplet diameter of
between 80-200 microns.
Initial trials indicated that the fire from 10 liters of gasoline burning at peak temperature, was
extinguished using 0.5 liters of water in only four seconds. Further tests confirmed the efficiency
of the technology and the absence of re-spray had the effect of attenuating the intense radiation
from the area of the fire and reducing it to ambient temperature.
Further trials indicated that an 80 percent reduction in a smoke over conventional solutions could
be achieved. Sea water could also be substituted for fresh water without difficulties. Indeed,
FireSpray is an alternative to conventional water and CO2, as well as halon systems.
This extinguishes fire by directing droplets of water at the seat of the fire, to draw heat away and
turn the water into steam, excluding sufficient oxygen to stop combustion from occurring again.
The spray has the benefit of stripping particles and smoke from the air around the fire and
absorbing soluble toxic gases. The reduced toxicity of the atmosphere and the improved visibility
will greatly assist the evacuation of personnel. Halon has traditionally been a ‘one shot’ option,
but spray systems offer repeat operation if required.

CARBON DIOXIDE FLOODING SYSTEM
The carbon dioxide system consists of bottles of CO2 with a gang release arrangement and a
pipe to the engine room distribution nozzles via master valve.
The CO2 system is used if a fire is severe enough to force evacuation of the engine room. An
alarm button sounds an alarm as the CO2 cabinet s opened and in some ships there is also a
stop for the engine button fans incorporated. Before releasing the CO2, personnel must be
counted and the engine room must be in a shutdown condition with all openings and vent flaps
closed. It is a requirement that 85 percent of the required quantity gas is released into the space
within two minutes of operating the actuating handle
In the system shown, the actuating handle opens an operating bottle of CO2 and the gas fro this
pushes down the piston to release the other bottles. To avoid sticking, all the handles must be in
good alignment. The bottle valves may be in the quick-release type where the combined
sea/bursting disc is pierced by a cutter. The latter is hollow for passage of liquid CO2 to the
discharge pipe.
Bottle pressure is normally about 52 bar (750 lb/in2) but this varies with temperature. Bottles
should not be stored where the temperature is likely to exceed 55°C. The seal/bursting discs are
designed to rupture spontaneously at pressures of 177 bar produced by a temperature of about
60°C. The master valve prevents CO2 released in this way from reaching the engine room and
the relief disperses it safely on the manifold.
Rapid injection of CO2 is necessary to combat an engine room fire that has attained such
magnitude that the space has to be vacated.
This is the reason for the rule 85 percent of the gas must be released within two minutes. The
quantity of gas carried (a) must be sufficient to give a free gas volume equal to 40 percent of the
volume of the space except where the horizontal casing area is less than 40 percent of the
general area of the space except the horizontal casing area volume of air receivers may have to
be taken into consideration.

The closing of all engine room openings and vent flaps will prevent entry of air to the space. All
fans and pumps for fuel, can be shut down remotely as these valves can cover less than 40
percent of the general area of the space, or (b) must give a free air on fuel pipes from fuel service
and storage tanks.
CO2 bottles are of solid drawn steel, hydraulically tested to 288 bars. The contents are checked
by weighing or by means of radioactive level indicator. Recharging is necessary if there is a 10
percent weight loss.
Pipe work is of solid drawn mild steel, galvanized for protection against corrosion. The siphon
tube in the bottle ensures that liquid is discharged from the bottles. Without the siphon tube the
CO2 would evaporate from the surface and taking latent heat, would cause the remaining CO2 in
the bottles to freeze.

PRESSURE VESSELS
Storage pressure for bulk CO2 is 21 bars and the temperature maintained in the bottles is –17°C.
A suitable steel for this temperature would be probably contain 3 ½ percent nickel. Nickel used for
low temperature steels reduces the coefficient of expansion and resultant thermal stress. The
pressure vessels are constructed to Lloyds Class I standard.
Two refrigeration units, each capable of maintaining the required temperature, are provided.
Failure of one unit causes automatic starting of the other. Failure is indicated by alarm.
Vessels are safeguarded against abnormal pressure increase by relief valves set to 24.5 bar.
The discharge from these valves is piped away from the CO2 storage space to a safe area.
Relief valves set to the higher figure of 27 bars are also fitted and arranged for discharge into the
space to extinguish a local fire causing the pressure rise. The discharge line has a relief valve set
to 35 bar.
Continuous contents monitoring is provided by a remote electrical gauge. A stand-by indicator is

required in addition and provided by a vertical, external uninsulated pipe, which can be filled with
liquid CO2 to the vessel level, by opening one valve. Liquid level is shown by frosting or by a
radio-active device as used for CO2 bottles.
Isolating valves, are of the bellows sealed globe valve. The main CO2 discharge line is sensed
for pressure so that release of gas is indicated by an alarm.
HALON SYSTEM – BTM/BCF
These are only permitted in machinery spaces, pump rooms and car decks for vehicles NOT
carrying cargo.
As for CO2, all ventilation fans have to be stopped. BCF and BTM work by a fast chemical
inhibition of the flame and NOT by smothering. It must be fully discharge within 20 seconds. The
discharge nozzles shall permit a uniform distribution but must not endanger personnel engaged in
maintenance of machinery or using normal access ladders.
Quantity for Cargo Space Minimum Maximum %Gross Volume
Halon 1301 BTM 5% 7%

Halon 1211 BCF 5% 5.5%
Quantity for machinery space:
Halon 1301 BTM 4.25% 7%

Halon 1211 BCF 4.25% 5.5%
INERT GAS SYSTEM
Principally used in tankers for the protection of cargo tanks carrying volatile cargoes.
The plant must be able to produce and:
1. Supply to tanks Inert Gas with O2 content not exceeding 5%

2. Supply to tank at a capacity of at least 125% of maximum cargo
discharge capacity.
3. Maintain a positive pressure of at least 100mm W.G.

LOW EXPANSION FOAM SYSTEM
Low expansion foam systems are used in Engine Rooms and Boiler Rooms. The foam system in
general used today on board ships are of the “mechanical foam” type. By this, we mean the
mixing of a foam-making liquid with water in the ratio of about three percent to five percent and by
violent agitation in the presence of air bubbles in the top skin of the foam. The compound used
for making mechanical foam usually has protein base. The low expansion foam has an
expansion ratio in the region of 3:1 to 15:1.
Mechanical Foam Installation: Self-contained Pressure Type, two tanks are used containing
fresh water foam-making liquid respectively. The water is released or ejected by the released of
CO2 or Nitrogen from storage bottles, and on its passage across an “induction” fitting draws the
required proportion of foam-making liquid from the second tank. The mixture then flows through
the pipes to the machinery and boiler spaces where it passes through special foam-making
fittings where it is agitated with the necessary air for the formation of foam, prior to its discharge
via the foam spreaders. By the addition of extra CO2 or nitrogen compound, additional protection
can be had; but it must be remembered that the water to fill the storage tank must come from the
source external to the water space being protected, for example, the emergency fire pump. To
cover the areas to be protected, 152mm (6 inches) depth of foam must be available.
Mechanical Foam Installation: Pump Type, the foam making liquid is stored in the tank with
connections to a large bore water main. When the water supply which must have connection to
the emergency fire pump, is pressurized the foam-making liquid is include into the system by the
reduction in pressure, resulting from water flowing through a venturi. The mixture is then carried
to a foam-making fitting and the foam generated therein is distributed from open-ended pipes. A
hand foam distributor may also be used by attaching a hose and a special eductor (“one that
leads out” or “draw out”)foam-making nozzle into the main distribution line. Similar foam-making
nozzles of the portable type which can be coupled directly to the fire main, are also available.
Diagram Arrangement of Automatic Foam Compound Induction System. This system has an
automatic inductor unit placed in the suction line to the fire pump. A small proportion of the water
discharged from the pump is directed into the inductor unit to supply the inductor jet. The venturi
effect of the jet creates a vacuum in the inductor port which draws in foam in the foam compound
from the tank. The solution of water and compound is then discharge into the fire pump suction
line.
The induction of this solution is controlled by sensing the flow of water in the suction line, the
sensor operating a metering valve which increases the flow of foam compound as the water flow
in the main increases, and vise versa, in the desired ratio. The air vent and supply valves are
linked together so that both valves open simultaneously, thus positively preventing in advertent
malfunction in the operation. To operate the system it is necessary to operate the combined air
and foam compound cocks and then start the fire pump. The automatic induction unit then varies
in accordance with the demand, the amount of compound required.
Diagrammatic Arrangement of Automatic Foam Compound Injection System in which a foam-

compound pump is added. This pump draws compound from the tank and delivers it to the
automatic induction unit, which controls the amount of compound injected by mechanically
sensing the main water flow. The tank and pump(s) are placed in some convenient space outside
the space to be protected, allowing due care for convenience of the operation and the frictional
losses and full piecework. After use, all systems must be flushed through with fresh water
particularly containing automatic inductor units, as these can “gum-up” if left.
MEDIUM EXPANSION FOAM SYSTEM
As with the High Expansion Foam, the medium expansion is not found to any great extent on
board ships. The expansion ratio is in the order of 15:1 to 150:1 and its distribution is usually by
hand applicators, the water supply coming from the fire main and the foam concentrate from

portable drums. An inline inductor, to which the form concentrate supply and fire main are
connected, ensures that a solution of correct proportions is delivered to the applicator for
converting into foam of the correct expansion ratio.
This type foam has been accepted by IMO Sub-Committee on Fire Protection for use on the
decks of tankers.
HIGH EXPANSION FOAM SYSTEM
This type of foam, which has an expansion of up to 1500:1, is also available for both fixed
systems (excluding deck foam systems on tankers) and for portable systems. Its generation and
method of distribution are different from that of low expansion foam systems. It has not yet been
used to any great extent in shipping but does have potential.
The production of Hi Ex foam necessities the use of a special foam generator which consist
basically of a power driven fan, a net of gauze, a supply of Hi Ex foam compound, and a means
to spray the water-foam solution evenly over the net.
The solution is uniformly sprayed over the net, usually made of nylon and air is blown through it.
When external shutters are opened, foam of uniform size and having an expansion ratio of up to
1500:1 is produced and ducted away to the protected space.
The foam is tough and persistent and an excellent insulator and absorber of radiant heat. When
the foam reaches the fire, each unit of water in the foam is turned into approximately 1,700 units
of steam. The resulting atmosphere now contains less than the percentage required to sustain
burning. At the same time, the surrounding foam prevents access of further oxygen to the fire.
Ducting, by necessity necessity, has to be large cross section. Hi Ex foam has also tendency to
break down when passing through long lengths of ducting. A froth generating capacity that
allows a rise level of 1 meter (3.28 feet) per minute is generally regarded as acceptable
Latest development in the use of such foam include the possibility of inerting the cargo spaces of
oil tankers and combination carriers during water washing procedures to reduce the risk of
explosion. Such application is still only in the development stage as is the use of inert gas in
producing the foam.
VII. Cargo Operations

Types of Voyages
Loaded voyage
Start from the time when the loading of the last cargo tank is finished until amount of cargo is
discharged
Ballast voyage
Start from the time last cargo is discharged until last cargo is loaded.
Cargo Operation
Loading Operation
Loading operation should command extra diligence from the Ship's officers. Most tanker spills
occur while Loading, caused by human errors with carelessness, impatience simple negligence
leading to list.

The safety precaution starts before loading operation commences. A series of inspection must be
performed which greatly reduced the chances of Cargo Contamination, spills, explosion and
Fires.
Before Loading
Before starting any cargo operation (Loading / Discharging) the following items should be
carefully checked.
Scupper plugs
Makes sure all deck scuppers have been plugged.
Sea suctions

While checking the pumproom, make sure the sea valves have been lashed in the closed
position. They should never be secured with locks.
Hose connections
Should be checked for tightness, making sure a drip pan is in place under each.
"Bravo" flag and red light

must be displayed prominently.
Cargo system lineup

At least two officers should check the lineup, paying particular attention to crossovers and drops.
The appropriate drops must be open and, if loading two or more products, the crossovers
separation these systems must be closed.
Cargo tanks and tank valves

Check that all tanks to be loaded are empty. Make sure each tank valve is closed, and remove
the hand wheel lashings from tanks to be Ioaded. Tanks already containing cargo should be
lashed closed, in order to prevent accidental opening. In addition, it is a good idea to check void
spaces, such as peak tanks and cofferdams, to make sure they are empty.
PV valves
Should be open on all tanks to be loaded.
Pre-transfer conference
Find out the following from the terminal. In what sequences will the various products load? What
loading rate can be expected? How many shore pumps will be used? How much notice does the
terminal need before the cargo finishes? What signal notice should be used for shutting down?
Will there be a line displacement?
Mark hoses with chalk

It is good idea to mark each hose with the name of the product being loaded (some officers even
draw an arrow indicating direction of low). In the event of a spill or broken hose, it would be
disastrous to shut down the wrong product (it has happened!) The simple precaution to marking
each hose can save you from this kind of blunder.
Mark cargo status board

This is often a chalkboard with a plan of the tanks superimposed on it. Display this board in a
prominent place, so that each watch stander can maintain a clear mental picture of all cargo
activity. Mark the status of each tank with appropriate symbols indicating open, closed, or empty.
Inert gas System

Before loading begins, the inert gas system will be secured. Make sure the mast riser bypass
valves are open. This will allow the inert gas to vent freely to the atmosphere as it is displaced by
incoming cargo.
Declaration of Inspection
This form list certain inspection which officer and by the shore operator. Make sure a copy of this
form is posted in a prominent place in the ship's office; it is often the first thing Coast Guard
officials look for during periodic inspections.
When all inspections have been completed, the ship is ready to load. Open the block valve at the
manifold, plus the tank valve for each to be loaded. Note these on the status board and give the
dock the "go ahead" to start loading.
Start Cargo Loading Slowly

Begin the transfer slowly, making sure there are no leaks at the manifold. Confirm that cargo is
actually entering the tanks by checking the control console ullage reading. On small tankers
without inert gas systems, you can simply check for a movement of air out of the ullage opening.
The Loading Watch
Therefore, the first step before taking over the loading watch is to study the chief mate's loading
plan and orders. At this time you should also sign the Declaration of Inspection, if you have not
already done so.
At the start of a loading watch, a good practice is to check every tank valve to make sure each is
in the position indicated on the status board. Likewise, you should check the ullage of every tank,
not just the one being loaded. This is simple precaution has prevented many spills.
Oil moving into or out of a "closed" tank could indicate several potentially serious problems:
1. A valve which has been opened by mistake

2. A broken reach rod
3. A jammed valve
4. A break in the below-deck piping. If this happens, shut down until the source of
the problem has been found and corrected.
Cargo Control Room (CCR)

On many tankers, the officer in charge of loading directs the operation from the cargo control
room. From here he can monitor cargo ullage, pressures and temperatures. In some cases he
can also operate cargo system valves remotely. A typical control room contains the following:
1. Ullage indicators;
2. Tank temperature indicators;
3. Cargo system pressure indicators;
4. Controls for valves and pumps;
5. Inert gas system controls, indicators and alarms;
6. Tank high and low level alarms
7. Loading calculator or computer terminal;
8. Stress, draft, and trim indicator;
9. Communication equipment such as telephone and radios.
Emergency Shut Down (ESD)

Possibly the single most important thing for a new tankerman to learn is; never hesitate to shut
down cargo operations. Whenever in doubt, the first step should be to shut down. Do this first; to
straighten out the problem. It is far better to lose a few minutes than risk a spill.
Shut down without hesitation in the following situations:

1. The pressure rises suddenly for no apparent reason.
2. You see oil in the water adjacent to the ship.
3. The hose fouls between ship and dock or begins to leak.
4. A tank valve jams.
5. You spot a fire on the dock or on another ship nearby.
6. The ship begins to drift away from the deck or the mooring lines become excessively
slack.
7. A mooring line parts.
8. You smell smoke.
9. Another vessel approaches too closely.
10. Any other situation develops which could prove a hazard.
11. Anybody who wants to be a successful tankerman should engrave these words in his
mind: When in doubt, shut down. Learn this, and you will keep the oil where it
belongs in the tanks.

Cargo pressure while loading is proportional to the number of open tank valves. Close a valve,
the pressure rises; open one, it falls by opening one or more empty tanks.
DISCHARGING OPERATION
Pre-transfer check off
1. Check scupper plugs

2. Sea suction closed and lashed
3. Hoses securely bolted and supported
4. Loading arms properly aligned
5. Warning signals displayed
6. Check line up
7. Mark hoses and status board
8. D.O.I./pre transfer conference
9. I.G. system (Operating before discharging commences)
Discharging Procedure
1. Get the bow up
2. Strip residual oil into a single tank
3. Check pump room frequently - (leaks and excessive vapour accumulation)
4. Two-valve separation
5. Watch the pressure
6. C/M discharging orders-(sequence/pumps to use / max. pressure)
7. Log book entries
8. Tape floats
9. Heating Coils
10. Mooring Lines
11. Stress
12. Booster pumps
13. List
14. I.G. system
After Cargo Operation (Loading & Discharging)
Topped off and secured / Stripped and drained:

1. Hoses and loading arms should be drained and disconnected.
2. Cargo tank final ullage (Loading), Cargo tank inspected if totally stripped and empty
(Discharging)
3. Temperature and pressure should be taken
4. P/V/ Valves checked
5. Check ullage caps
6. Inerting (Optional)
Planning the Ballast Load
Stress
Ballast must be spread evenly through the tanks, taking care not to concentrate it in middle or at
the ends. Before departing on the ballast passage, draft and trim must be kept within the
establish limit. Hogging or Sagging may occur.
Stress is a vital consideration on tankers, even alongside the dock. Virtually all tankers tend to
hog when empty, so it is important to a void loading cargo in the extreme ends without placing
some or less uniformly through the tank range, thus equalizing stress and preventing a
dangerous hog or sag condition during the loading operation.

Weather Expected on Ballast Voyage

Weather is vital consideration in ballast planning. One of the most important things is to prevent
pounding, which occurs when the bow crashes over in coming swell instead of slicing through
them. Enough forward draft must be maintained to keep the bow submerged.
Tank Cleaning
Whenever repair or inspections must be made inside the tanks, they must be first been cleared
and gas freed. This operation is a routine part of the ballast passage. Ballasting should be
planned with this in mind.
Reasons for tank cleaning:
1. Change in cargo/prevention of contamination of the next cargo to be loaded

2. Repair work or inspection
3. Prevention of sludge accumulation
4. Preparation for clean ballast/prevention of contaminated ballast
5. Preparation for shipyard. (dry dock)
6. Rules and regulations
The phases of tank cleaning procedures in chemical tanker operations.
 Pre-wash
 Main wash
 Fresh water rinse
 Gas freeing
 Drying
 Inspection/testing
Tank washing procedures on a specific type of Chemical Cargoes
TRICRESYLPHOSPHATE-CASTOR OIL
1. Butterworthing with warm seawater (50°C) for about 1 hour;
2. Butterworthing with hot water (80°C) and 0.5% liquid detergent (Teepol) for about 1hr
3. Butterworthing with freshwater for about 1/2 hour;
4. Steaming
5. Draining of tank, line and pump;
6. Drying
Purging
Introduction of inert gas into a tank already in the inert condition with the objective of:
1. Further reducing the existing oxygen content.
2. Reducing the existing hydrocarbon gas content
Gas freeing
The removal of toxic, flammable or inert gas vapour from a tank compartment or container and
replace with air of 21% oxygen.
Two Methods of Purging / Gasfreeing
1. Dilution - fresh air/inert gas is blown in through the cargo line.

2. Displacement - introduction of fresh air/inert gas by moderate blow from the top of the
tank and discharge through the purge pipe.

Two types of Off-Shore Mooring

1. Multi-point mooring- A ship moors by dropping both anchor and backing into a nest of
five or more buoys.
2. Single Point Mooring - The ship makes her bow fast to a buoy, after which a floating
hose is brought aboard and fastened to the manifold.

CARGO PUMPS
General
A pump is a device which is used to move fluids or substances which can flow, including water,
oil, air molten metal, sludge and mud. It uses external power source to impart energy to the fluid.
This raises the fluid to another level, and against pressure and against line friction.
The pumps are classified in a number of different ways. The most common classification is by
type of motion (reciprocating, centrifugal, rotary, and jet).
Classification of Pumps
Centrifugal pumps(Rotodynamic pumps)
Generally do not present any particular problems with chemicals. However, at times problems are
met when vicious products are to be loaded. One common backhaul is molasses. For this product
centrifugal pumps are not suitable. (The character in the molasses trade often requires piston
pumps and define minimum sizes of pump suctions and suctions valves. Similarly centrifugal
pumps cannot be used for discharge of asphalt where screw pump are generally used.
 good only for delivery

 single or multi-stage
 single or double suction
 vertical or horizontal
Piston cargo pumps (Reciprocating) (Positive Displacement Pump)
Are still being used in chemical tankers. Mainly for stripping purposes. For draining of slop tanks
and piping diaphragm pumps (without glands) are sometimes used.
 Good suction ad delivery

 Simplex or duplex
 Single or double acting
 Vertical or horizontal
 High or low pressure
Screw pumps (Rotary/gear) (positive displacement pump)
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
gasoline and even water, which may cause between the screws.
 Simple gear
 Screw
 Moving vane
Jet pumps
Eductor uses liquid medium/sample water or cargoes

Ejector uses air or steam medium

• Good only for suction
Stopping procedure
1. Reduce to minimum RPM

2. Close discharge valve (for ballasting closed first sea chest)
3. Stop cargo pump
4. Close suction valve
Common types of Pumps on Chemical Tanker and Liquefied Gas carriers

Deep well pumps
Have been used for many years in gas tankers and are now found more and more in chemical
tankers, deep well pumps in two different types: High pressure pump in 4-6 stages for direct
discharge shore and low pressure pump, which only “lift” the cargo to deck level where booster
pumps transfer the cargo ashore with the necessary pressure. In the latter case only hydraulic
transmission. For the high pressure deep well pumps one also finds hydraulic drives and also
electric flames proofs motors on the open deck.

Submerged pumps
The type is used on all LNG carriers, and on many of the larger fully refrigerated LPG carriers.
The pump assembly and electric motor are closed coupled and installed in the bottom of the
cargo tank; power is supplied to the pump motor through copper or stainless steel sheathed
cables which pass through a gas – tight seal in the tank dome and terminate in a flameproof of
junction box. Submerged pump and their motors are cooled and lubricated by the cargo and are
therefore susceptible to loss of flow rate damage.

Booster pump
Booster pump are also of the centrifugal type and may be either vertical in line pump deck-
mounted in the appropriate discharge line and driven by an ‘increased safety” electric motor or,
alternatively, horizontal pumps installed on deck or in the cargo compressor room drive through a
gas tight bulkhead by an electric motor installed in the electric motor room.
Vertical inline booster pump Horizontal booster pump

IX. Emergencies
TERMINAL EMERGENCY PLAN
The Objective of an Emergency / Incident Plan to cover transfer operation should be made to
make maximum use of the resources of the ship, terminal and local authority.
The Emergency Plan must be directed at achieving the following aims:
- saving life, by rescuing and treating casualty

- bringing the incident under control
- minimizing damage to property
- safeguarding others
The details of the plans should consider the appropriate actions to be taken in all envisaged
emergency.
The plans should include the following:
- The specific initial action to be taken by those at the location of the emergency to
report, contain and overcome the incident/emergency.
- Procedures are followed in mobilizing the resources of the terminal as required by the
incident.
- Alerting responsibility and procedures
- Reporting location for personnel involved
- Emergency organization giving specific duties of each person
- Communicating system
- An inventory including location details of emergency
The terminal emergency plan allow to urgent preventive action by those at the location of the
emergency.
It is important to mobilized quickly all resources of the terminal and the local assistance as a
concentrated effort to deal with the accident.
The failure to define the line of responsibility can easily lead to confusion and loss of valuable
lives.
At major large terminals it is probable that a control center will be set up at a convenient central
point, not adjacent to the location of the incident-possibly in the main terminal office. Particularly
in case of major fires, a secondary unit, the forward control, may be needed to take charge of
operations at the site of the accident, under the overall command of the control center.
The control center must be capable of directing, coordinating and controlling all firefighting and
other emergency activities.
The control center must be fully responsive at any time of the day or night and under shift working
condition.
The control station while always responsible for initiation and direction of immediate action, the
emergency organization may come under the direction of the port authority.

Emergency Shut Down
All gas carriers and all large gas terminals must process a system for rapid emergency shut-down
of cargo transfer.
Emergency Shut Down (ESD) system are fitted at Gas terminals to ships.
It is recommended that these systems are compatible and that they are interlinked by the ship-
shore interface. Suitable plugs and sockets must be provided.
The main purpose of a link ESD system is to have safe ship and shore control over the entire
ESD system. This is in order to ensure a safe shut down on line with valve times.
The ESD Should be initiated by following emergency: SHIP
Manual Trip
Operational of Manual trip
Automatic Trip
- Shut down signal from shore

- Overfilling of any cargo tanks
- Power loss to valve controls
- Loss of control air pressure
- ESD valve moving from full open
- ESD logic failure
- Fire in cargo area
- Loss of electric power
TERMINAL Manual Trip

Operational of Manual trip
Automatic Trip
- Shut down signal from ship

- Power loss to arm maneuvering
- Power loss to ERS
- ESD logic failure Ship movement pre-ERS
- Activation of the PERC
- High level in surge drum
- Fire in Terminal Area
The ESD Should be initiated by following emergency:
SHIP
- Shut down signal from shore
- Overfilling of any cargo tanks
- Power loss to valve controls
- Loss of control air pressure
- ESD valve moving from full open
- ESD logic failure
- Fire in cargo area

•
TERMINAL
- Shut down signal from ship

- Overfilling of receiving tank
- Power loss to arm maneuvering
- ESD logic failure
- Ship movement pre-ERS
- Activation of PERC
- High level in surge drum
- Fire in terminal area
ESD should initiate the following immediate Actions
On ship
1. Send shut down signal to the shore

2. Trip ships cargo signal and spray pumps
3. Trip booster pumps (LPG) Trip
4. Vapor Return Compressor
5. Start to close ships ESD valve
On Terminal (Loading)
1. Send shut down signal to the ship via the ship/shore link
2. Trip loading pumps
3. Open spill back valves
4. Start to close ESD valve
On terminal (Receiving)
Send shut down signal to ship/Start to close shore ESD valve
Four types now in use
1. Pneumatic types
In the late 1960s there began a significant development of a new class of
compressed-air devices:
Digital Logic Pneumatic Control Components, which can be used in various power
and control systems.
Major types of pneumatic devices:
 Air compressors and pneumatic tools constitute the principal classes of

pneumatic devices.
 An air compressor is a power driven machine for compressing air from some
initial intake pressure (usually atmospheric) to a higher pressure
compressors (as well as other fluid machines) can be classified into two
main types, depending on the air or fluid action, velocity, or dynamic type.

 In the positive-displacement, or static pressure type, the characteristics

action is a volumetric change or displacement action. Successive volume of
air is confined within a closed space, and the pressure is increased by
reducing the volume of the space.
2. The electrical type (intrinsically safe)
Using electric switch device for opening or closing electrical circuits under normal
load conditions usually operated manually in an intrinsically safe condition onboard or
in terminal. Meaning tested and proven sealed.
3. Fiber optic type
Technique of data and image transmission through the use of flexible, threadlike
fibers of glass or plastic and laser-generated light waves.
4. Those operated by radio telemetry
Highly automated communications process by which measurements are made and

other data collected at a remote or inaccessible points and transmitted to receiving
equipment for monitoring display and recording.
COMMUNICATION
The Emergency Control Center should have a communication system linking:

a) Within the terminal
- Fire service (ashore and afloat) and vessel alongside
- Personnel
- Medical service
b) Outside the terminal

- Fire service
- Medical service
- Harbor Authority
- Tugs and launches
- Pilots
- Police
- Other appropriate authorities
Reliable communications are essential in dealing successfully with emergency situation.

Communication system must have to flexibility to cover operation on the tanker, on the jetty, or
adjacent water or elsewhere in the terminal.
The basic communication which to system must be able to handles:

- Terminal fire alarm
- Calling for assistance
- Coordinating and control of all fire fighting, and
- Emergency activities, including movement of vessels and agents
TERMINAL EMERGENCY PLAN
Communication system must flexible to cover operation

- on a tanker
- on the jetty or
- adjacent water or

- elsewhere in the terminal
Most of the equipment should therefore be portable or mobile particularly that for use by the
forward control; moreover, it should be of the type approved for any location in which it may be
used.
It is highly recommended to use UHF/VHF radiotelephone system during emergency.
Links from the Control Center.
Communication Discipline
All personnel should understand and appreciate the necessity for strictly observing rules laid
down for using communication in an emergency.
- All sections should be allocated a call-sign which should always be used to identify
the section concerned.
- Calls, announcements and conversations should be as brief as possible consistent
with intelligibility.
- Calls, announcements and conversation should be interrupted only when the
demands of another section are vital to the outcome of the emergency operation.
- Calls from control center should take priority over other calls
- Only authorized personnel may use the system
Civil authorities including fire services, police and medical services Direct telephone link with
failure alarm, UHF/VHF radiotelephone or public telephone system.
Harbor authorities, Pilot, Tugs and other harbor craft – UHF/VHF radiotelephone or public
telephone system
Explains that all personnel should understand and appreciate the necessity for strictly observing
rules laid down for using communications in an emergency.
NOTE: It is necessary to specify that working frequencies in ports vary according to the local
emergency procedures.
Emergency removal of tanker from berth
If fire, on a tanker or on berth cannot be controlled it maybe necessary to consider whether or not
the tanker should be removed from berth. Planning for such eventuality may require consultation
among port authority representative or Harbor Master, responsible terminal official, the master of
the tanker and the senior local fire officer.
The plan should cover the following:
- Designation of person or persons in order of priority who have the authority to decide
whether to remove from retain at her berth a tanker which is on fire.
- Action to be taken with respect to ships at other berths.
- Designation of safe locations to which a tanker on fire can be moved under controlled
conditions.
- The decisions on whether to remove a tanker under controlled conditions, to retain it at
the berth can involved.
Capability of life fighting equipment at the terminal and readily available from nearby sources.
Availability or tugs for removal of the tanker from the berth.

Ability of the tanker to move under her own power.

Availability of adequate fire-fighting equipment and personnel to fight a fire if a tanker is tower to
new location.
Proximity of other ships at the terminal.
Shipping and other facilities.
FIRE-FIGHTING EQUIPMENT PLAN
A terminal fire-fighting equipment plan showing clearly the exact locations and particulars of all
fire-fighting equipment on or immediately adjacent to the berth should be prominently displayed
on the berth.
As required by SOLAS, an up to date, ship fire control and safety plan must be placed in a
weather-proof container on both sides of the ship, for the Local Fire Brigade or Authority’s
reference or use.
It is recommended that crew list should also be placed in the same container.
In some terminals, the ships fire-fighting plan will be handled down over to the terminal
representative during the pre-operational ship/ shore procedures.
Adequate units of fixed and or portable equipment should be stationed to cover the ships cargo
deck and on the jetty.
The ship and shore fire main systems should be pressurized or capable of being pressurized at
short notice.
For easy access, fixed and portable fire-fighting equipment, resuscitation equipment, etc. Should
be kept fee of obstruction at all times.
Jetty approaches and jetty heads should at all times be kept free of obstruction to the movement
of vehicles. Pack cargo or stores for a ship should not be stacked on the jetty or on jetty
approach.
During an emergency, traffic into a terminal or onto berths must be strictly limited to vehicles
required to deal with the emergency or render assistance.
TRAINING AND DRILLS
The extend of training of terminal personnel in fire prevention and fire-fighting may depend upon
whether there is a permanent fire fighting unit attached to the terminal.
Selected terminal personnel:
- should receive instruction in the use of fire-fighting and emergency equipment available
at the terminal.
- should receive instruction in fire prevention and in basic fire- fighting techniques.
Periodic refreshing training should be provided, supplemented by fire drills.
Crews of tugs, which can be used for fire fighting should receive instruction and training in fighting
oil fires in co-operation with land base fire fighting services.

Opportunities should be provided at frequent interval for combined practices involving the tug and
shore fire fighting services.
FIRE-FIGHTING EQUIPMENT PLAN
The terminal emergency plan should make the best possible of available services, which can be
relied upon.
When an area is located where a concentration of industry exists, it is practicable to set up a

mutual assistance plan.
Police and Fire Services
Emergencies requiring assistance beyond the resources of the terminal should be reported to
local police and local fire services.
Tugs
Tugs may be required to assist in fire-fighting and unberthing ship involved in the emergency and
other ships in the area.
Rescue Launches
A launch or launches when available should be detailed to act as:
- Rescue launches for the recovery of personnel who may be in the water.
- Evacuation of personnel who may be trapped on a tanker or on a berth.
These launches should be equipped with communication capable of being integrated into the
control center system.
Medical Facilities
During emergency, the terminal and outside medical facilities should be alerted at once
depending upon the nature of the emergency, and maybe informed of:
- Nature and location of emergency

- Likelihood of casualties
- Whether medical staff are required at the location of the emergency
- As soon as details of casualties are known, these should be passed to the appropriate
medical authorities with names if available
Harbor Authorities
Harbor authorities should be informed of any emergency involving the terminal, ships berthed or
moored at the terminal with details of:
- Nature and extent of emergency

- Nature of the ships involved, with location
- Nature of assistance required
This information will enable the harbor authority to decide whether to restrict navigation within the
port area of or to close the port.

FIRST AID
To meet medical requirement in emergency, both the tanker and terminal must have first aid kits
of portable types containing the following:
- cotton swabs
- cotton gauge
- assortment of band aid strips
- field dressing
- triangular bandages
- scissors
- safety pins
- small bottle of disinfectant
- 1 sealed pack of parafin gauze for burn treatment
- 1 bottle of eye wash
This is to facilitate convenience and accessibility in case it is necessary.
- eye protection
- stretcher
- medical first aid equipment including oxygen resuscitation equipment antidotes.
All protective clothing should be kept serviceable and dry fastened while being worn, stowed near
lockers that contained breathing apparatus.
This is to facilitate convenience and accessibility in case it is necessary
EMERGENCY RESCUE AND TRANSFER
The removal of sick or injured person either the site (terminal) or ashore from a ship is a matter of
importance since his life depends on the arrangements made, particularly if he has serious
condition from spinal injuries, heart condition or severe fractures.
The Command Controls’ communication links to Internal/ External Medical Service is

necessary part of the organizational plan.
In the event of large scale fire within the terminal, terminal personnel may not be able to tend to
victims or casualties and this is probably delegated to the local hospitals or medical organization.
In the outbreak of fire and other emergency, it is important to notify the medical organizations and
send for ambulance.
The ship or terminals first aiders’ involvement in an emergency rescue and transfer is limited to
situations in which professional ambulance or rescue personnel and equipment is not yet
available.
Definition of Emergency Rescue:
Emergency rescue is a procedure for moving a victim from a dangerous location to a place of
safety.
Indications for Immediate Rescue:
- Fire, danger of fire or explosion

- Danger of asphyxia due to lack of oxygen or due to gas
- Serious to cold or intense heat
- Electrical injury
- Pinning by machinery
Neil Robertson Stretcher
A good general-purpose stretcher for use on board ship, it is easily carried, give firm support to
the patient and is particularly useful in narrow spaces when difficult corners have to be negotiated
or when the patient has to be hoisted.
a) to assist these professionals when they are available and
b) to remove the victims when there is immediate danger to their lives.
It should be recognized that more harm can be done through any other measure associated with
emergency assistance.
As a rule, rescue from confinement or pinning should be carried out by ambulance or rescue
personnel.

X. Pollution Prevention
POLLUTION
An inconvenience or damaged caused by human activities to human, animals, plants and to our
environment as whole, by spreading of compound to air, water or land.
Most chemicals carried by merchant represents a pollution risk.
SOURCES OF MARINE POLLUTION
TANKER ACCIDENTS
- Grounding
- Stranding
- Collision
- Fire & Explosion
- Hull Failure
- Capsizing
NORMAL TANKER OPERATION

- Cargo operation (Loading, Discharging, Lightering)
- Ballasting / Deballasting
- Tank Washing
- Bunkering/Pumping out Bilge
MARPOL CONVENTION - 73/78
CONSISTS OF TWO PARTS
MARPOL 73 International Convention for prevention of ship pollution

Tanker Safety and Pollution Prevention 1978 (TSPP 78), 1978 protocol to MARPOL 73
ANNEX I - Regulation for the Prevention of pollution by OIL

ANNEX II - Regulation for the Control of pollution by NOXIOUS LIQUID SUBTANCES
ANNEX III - Regulation for the Prevention of pollution by HARMFUL SUBTANCES IN
PACKAGED FORM
ANNEX IV - Regulation for the Prevention of pollution by SEWAGE
ANNEX V - Regulation for the Prevention by GARBAGE
ANNEX VI - Regulation for the Prevention of Air Pollution from ships.
ANNEX I - REGULATION FOR THE PREVENTION OF POLLUTION BY OIL
Regulation 34
Control of discharge of oil
Outside special areas
Cargo areas
a. for oil tanker, except as provided for in subparagraph (b) of this paragraph:
(i) the tanker is not within a special area:
(ii) the tanker is more than 50 nautical miles from the nearest land;
(iii) the tanker is proceeding en route;
(iv) the instantaneous rate of oil content does not exceed 30 liters per nautical mile;
(v) the total quantity of the oil discharged into the sea does not exceed for existing tankers
1/15,000 of total quantity of the particular cargo of which the residue formed a part, and

new tankers 1/30,000 of the total quantity of the particular cargo of which the residue
form a part; and
(vi) the tanker has in operation of oil discharge monitoring and control system and a slop
tank arrangement as required by regulation 31 and 29 of this Annex.
Regulation 15
Control of discharge of oil
Outside special areas
Machinery spaces
a. from the ship of 400 tons gross tonnage and above other than oil tanker and from machinery
space bilges excluding cargo pumproom bilges of an oil tanker unless mixed oil cargo
residue:
(i) the ships is not within a special area;

(ii) the ships is proceeding en route;
(iii) the oil content of the effluent without dilution does not exceed 15 parts per million; and
(iv) the ship has in operation of an oil filtering equipment as required by regulation 14 of
this Annex.
Regulation 1
Special Areas
1. The Mediterranean Sea
2. The Baltic Sea
3. The Black Sea
4. The Red Sea
5. The Arabian Gulf
6. The Gulf of Aden
7. The Antarctic Sea Area
8. North West European Waters
9. The Oman Area of the Arabian Sea
10. Southern South African Waters
Regulation 37
Shipboard Oil Pollution Emergency Plan (SOPEP)
(1) Every oil tanker of 150 tons gross tonnage and above and every ship other than an oil of
400 tons gross tonnage and above shall carry on board a shipboard oil pollution
emergency plan approved by the Administration. In the case of ships built 4 April 1993
this requirement shall apply 24 months after that date.
(2) Such a plan shall be in accordance with guidelines developed by the Organization and
written in the working language of the master and officers. The plan shall consists at least
of:
(a) the procedure to be followed by the master or other persons having charge of the
ship to report an oil pollution incident, as required in article 8 and Protocol 1 of the
present Convention, based on the guidelines developed by the Organization;
(b) the list of authorities or person to be contacted in the event of an oil pollution incident;
(c) a detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of oil following the incident; and
(d) the procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
ANNEX II : CHAPTER 2 – CATEGORIZATION OF NOXIOUS LIQUID SUBSTANCES

Regulation 6 – Categorization and listing of noxious liquid substances and other

substances
CATEGORY X - Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine environment.
CATEGORY Y - Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a hazard to either marine resources or human
health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment.
CATEGORY Z - Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality and quantity of the
discharge into the marine environment.
Other substances - Substances indicated as OS (Other Substances) in the pollution category

column of chapter 18 of the International Bulk Chemical Code which have been evaluated and
found to fall outside category X, Y or Z as defined in regulation 6.1 of this annex because they
are, at present, considered to present no harm to marine resources, human health, amenities or
other legitimate uses of the sea when discharged into the sea from tankcleaning or deballasting
operations. The discharge of bilge or ballast water or other residues or mixtures containing only
substances referred to as “other substances” shall not be subject to any requirements of the
annex.
POLLUTION PREVENTIONS
GENERAL
 Each specific type of tanker must comply with constructional requirements of their respective
class with regards to segregate ballast capacity, slop tank capacity, limitation of tank size,
survival capability in case of damage and overboard piping arrangements.
 Oil tankers must have an approved equipment for monitoring and controlling discharge of oil
an oily mixture into the sea and establishing oil/water interface slop tanks.
 Requirements are set to minimize pollution with regard to the handling of noxious liquid
cargoes concerning the categorization of cargo, stripping requirements, discharge
requirements and reception facilities, construction and location of cargo tanks, vapor
emission and overflow control system.
 Pollution from cargoes can minimized through using correct working routing and by following
the applicable pollution regulations.
REPORTING / NOTIFYING AT SEA
All oil spill must be reported. An initial report must be sent to the nearest Coastal State as soon
as possible and by the fastest telecommunications means.
The content of an initial report shall include the ff.
a. name of ship
b. frequency of radio channel guarded
c. name/address, telex no. and tel. No. of owner and representative
d. type of ship

e. date and type (UTC) of the incident

f. description of the incident, including damaged sustained
g. ship's position, course, speed as appropriate at the time of incident
h. type of oil involved
i. other cargo carried.
A follow-up report should be sent as further details become available. In port notify the terminal,
and the port authoritiesl.
CONTAINMENT PROCEDURES
The following are the immediate measures to be taken in case of an oil spill:
1. Shut down pumps and close valves from which oil in escaping
2. Call the Master and Chief officer
3. Alert the engine room and if necessary have them pressurize the fire main
4. Prepare fire-fighting gear if necessary Notify the terminal
5. If the spill is on deck, treat it with absorbent material
6. Larger spill on deck should be contain by using oil booms
7. In major spill on deck, use portable pump
In case of a chemical spill, it is essential to refer to the cargo chemical data sheets, which gives
specific procedure for containment and handling of spill.
Leakage of liquefied gases form pump glands, pipe works flanges or pipe work ruptures or
masthead vent emission due to cargo tank over-pressure will initially produce vapor. This may
form a cold, dense vapor cloud, which presents a fire hazard if ignition is introduced. Some
liquefied cases are very toxic or corrosive, so in case of vapor emission strictly follow the
procedures state on its cargo data sheet.
XI. Case Studies on Oil and NLS Ship Emergencies

CASE STUDY – 1 (Oil Tanker)
FIRE AND EXPLOSION DURING OFFLOADING OPERATIONS ON AN OIL TANKER
Incident Summary
At 0845 on September 16, 1990, the tanker vessel “M.T.ABC” caught fire and exploded during
offloading operations at the Total Oil Company refinery on the Xxx river near Bay City, Michigan.
A wake from a passing bulk carrier apparently caused the parting of the M.T.ABC’s transfer hose,
grounding cable, and all but one of its mooring lines. Residual gasoline in the broken transfer
hose was believed to have been ignited by a spark on the dock. The M.T.ABC’s stern swung
around into the Xxx River and grounded perpendicular to the direction of the river flow. The
grounding resulted in a crack in the vessel’s hull from the manifold on the starboard side to 75
feet aft of the manifold on the port side.
Area was evacuated and vessel traffic was halted. The pier fire was extinguished in an attempt to
save the last mooring line while the fire onboard the vessel remained out of control. A shore
company from Houston, Texas, was contracted to fight the fire due to the lack of locally available
trained personnel and equipment. At 1315 on September 17, the shore personnel extinguished
the blaze by applying foam. Carbon black accumulations falling from the overhead re-ignited the
fire at 2300. This second blaze was cooled with water and extinguished with foam on
September18. The shore personnel also applied foam inside the vessel’s cargo tanks to prevent
re-ignition of the vessel.

River flow data were obtained to predict the oil movement Shock waves from the explosion may
have contributed to the deaths of several fish that were recovered from around the vessel.
Neither pollution nor shoreline contamination was observed during the final survey of the area on
October 22.
BEHAVIOR OF OIL
Automotive gasoline is a very lightweight, refined product with an API gravity of 60 to 63. No spill
of product into the Xxx River was reported until first light on September 17 when fuel up to three
inches thick was observed in the water immediately surrounding the vessel. Some of the spilled
product was held against the hull of the vessel by the wind until the starboard side submerged,
releasing an additional 100 barrels of the fuel. Since the gasoline was not released rapidly, little
environmental damage resulted from the incident.
COUNTERMEASURES AND MITIGATION
On September 16, containment boom was deployed around the vessel as a precaution against
further spillage. The boom remained in place until the vessel was re-floated on October 16 and
moved to the north side of the river. No product was observed leaking from the vessel as it was
relocated. Vacuum trucks were used to recover the gasoline and water mixture Approximately
262 barrels were recovered by September 28. Small amounts of carbon residue that impacted the
shoreline were manually raked frombeaches in the area. On September 19, gasoline odours were
reported in the sewers of a residential community near the incident site. Contractors were
dispatched to flush and foam the sewers. Sections of boom and a combustible gas detector were
set up to monitor the sewer outfall.
On September 27, approximately 770 barrels of product were offloaded from the M.T.ABC to a
lightering barge. Gas freeing operations began on October 5, due to the explosion threat posed
by some isolated pockets of product remaining in the #6 starboard cargo tank. Offloaded product
was replaced with water to reduce the structural stress to the damaged vessel. Since trace
concentrations of benzene, toluene, ethyl benzene, and xylene isomers were found in water
samples near the M.T.ABC, water at a nearby water treatment plant was treated with ozone as a
precaution.
OTHER SPECIAL INTEREST ISSUES
The fire-fighting foam that was used on the fire was water soluble and moderately toxic.
Contaminated water from the fire-fighting operation was collected and brought to a Bay City
Wastewater.

Case Study 2 - (Chemical Tanker)
Time Event
4th April
Following personnel entered 3S COT for squeegeeing the remaining
cargo of Tallow. The tank’s atmosphere had been checked. Enclosed
space entry permit issued. Gases were measured as O2: 20.9%; HC: 0%
LEL; CO: 0 ppm; H2S: 0 ppm:
1) AB
2) AB
3) AB
4) Pump man
5) OS
6) DTSM
WHAT HAPPENED?
While squeegeeing the cargo of Tallow (US packer Inedible Tallow) in 3S
COT. DTSM & AB collapsed and became unconscious.
INCIDENT:
Both of the above mentioned crew members were among the 6 persons
who went down to squeeze the cargo. While halfway through the
squeezing, these men felt little uneasy and decided to come up.
At 0305LT DTSM came up and within 5 minutes AB also came up.
After coming up on deck both collapsed and became unconscious.
By that time vessel had already inform terminal and agents had called for
medical help from shore.
AT 0325 both the men were transferred to the Hospital by two

ambulances. Before they were taken to the hospital, they were
administered First Aid in the form of Oxygen and I. V. fluids by the
medical staff inside the ambulance.
Both returned to the vessel and both signed off being unfit for duty for 3
weeks.

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 degree; one
Rankine degree is equal to one Fahrenheit degree. To convert Celsius to kelvin, add 273. To
convert Fahrenheit to Rankine, add 460.
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
Acute toxic effect

The effect on man of a single exposure of short duration to high concentrations of toxic
compound or toxic vapour.
Administration
The government of the country in which the ship is registered.
Adiabatic
Without transfer of heat. Adiabatic expansion is volume change in a liquid or gas with no heat
loss or gain involved.
Airlock
A separation area used to maintain adjacent areas at pressure differential; e.g. an electric motor
room airlock 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-fighting foam effective against many water-soluble cargoes. It is also effective against many
non-water-soluble cargoes.
Anaesthesia
A total loss of feeling and consciousness or the loss of power or feeling over a limited area of
skin.
Anaesthetics
Chemicals 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.
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 of
consciousness may follow.

Asphyxiant
A gas or vapour which, when inhaled, leads to asphyxia.
Auto ignition
The ignition of a combustible material without initiation by 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.
BLEVE
Boiling Liquid Expanding Vapour Explosion. Associated with the rupture under fire conditions of a
pressure vessel containing liquefied gas.
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 760mmHg, 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)
Brittle fracture
Fracture of a material caused by lack of ductility in the crystal structure resulting from low
temperature.
Bulk cargo
Cargo carried in cargo tanks and not shipped in drums, containers or packages.
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 maintaining of the cargo quantity without undue loss, of the cargo tank pressure within its
design 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 pf these
elements.
Cargo handling
The loading, discharging and transferring of bulk liquid cargo.
Cascade reliquefaction cycle

A process whereby vapor 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 is then
passed through a conventional 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.
Cathodic protection
The prevention or corrosion by eletromechanical 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.
Cavitation
A process occurring within the impeller of a centrifugal pump when pressure at the inlet to the
impeller 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 at the
impeller. Significant damage can occur to the impeller surfaces.
CEFIC
The European Council of Chemical Industries.
Certified gas-free
Certified gas-free means that a tank, compartment or contained 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
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 Code. Such certification may be issued on behalf of the Administration
by approved Classification Societies.
Chemical absorption detector

An instrument for the detection of gases or vapors working on the principle of reaction occurring
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 intermittent
exposures to higher concentrations of a toxic compound or toxic vapour.

Clingage
Oil remaining on the walls of a pipe or on the surfaces of tank interiors after the bulk of the oil has
been removed.
Closed gauging system (closed ullaging)

A system whereby the content of a tank can be measured by means of a device which
penetrates the tank, but which is part of a closed system and keeps tank contents from being
released. Example are the float-type systems, electric probe, magnetic probe and protected sight
glass.
Coefficient of cubical expansion

The fractional increase in volume for a 1ºC rise in temperature. The increase is 5/9 of this for a
1ºF rise.
Cofferdam
The isolating space between two adjacent steel bulkheads or decks. This space may be a voided
spaced or ballast space.
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.
Compatibility
The ability of two or more compounds to exist in close and permanent association.
Combination carrier
A ship which is designed to carry either petroleum cargoes or dry bulk cargoes.
Combustible (also referred to as “flammable”)

Capable of being ignited of burning. For the purpose of these guidance notes, the terns
“combustible” and “flammable” are synonymous.
Corrosive liquids
Liquids which corrode normal constructional materials at an excessive rate. Usually they also
cause serious damage to human tissue and to the eyes.
Critical temperature
The temperature above which gas cannot be liquefied by pressure alone.
Critical pressure
The pressure of saturated vapour at the critical temperature, i.e. the pressure required to cause
liquefaction at that temperature.
Cryogenics
The study of the behavior 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 materials itself particularly in the
area of the mouth and ears.
Dalton’s Law and Partial Pressures

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

Dangerous area
An area on the tanker which, for the purpose 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
A type 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 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 by
the liquid pumped.
Density
The mass per unit volume of a substance at specified conditions of temperature and pressure.
Dewpoint
The temperature at which the water vapour present in a gas saturates the gas and begins to
condense.
Dry chemical powder

A flame-inhibiting powder used in fire-fighting.
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.
Endothermic
Referring to a process which is accompanied by absorption of heat.
Entry permit
A document issued by a responsible person permitting entry to a space or compartment during a
specific time interval.
Explosimeter
See “Combustible-gas indicator”.
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.
Exothermic
Referring to a process which is accompanied by evolution of heat.
Explosive limit/range
See “Flammable range”.

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 15.56ºC (60ºF).
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.
Flame arrester
A permeable matrix of metal, ceramic or other heat-resisting materials which can be 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 devise 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, for a 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 purpose of these guidance notes, the terms
“flammable” and “combustible” are synonymous.
Flammable range (also referred to as explosive range”)

The ranger of hydrocarbon gas concentrations in air between the lower and upper flammable
(explosives) limits. 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 flammable atmosphere.
Flashpoint
The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas mixture
near surface of the liquid. It is measured in the laboratory in standard apparatus using a
prescribed procedure.
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.
Freezing point (melting point)

The temperatures at which the liquid state 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 of vapour/air mixtures.
Gas absorption detector

An instrument used for the detection of gases or vapours which works on the principles of
discoloring 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 a approved manner
to ensure its atmosphere is at all time 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 it
to lower the level of any flammable, toxic, or inert gas to that required for a specific purpose, e.g.
hot work, entry, etc.
Gas-free certificate
A certificate issued by an authorized responsible person confirming that, at the time of testing a
tank, compartment or container, it was gas-free for a specific purposes.
Gas-safe
A space not designated as a gas-dangerous space.
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 FOR A 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 are 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 some
chemicals.
Heat of fusion
Quantity of heat required to effect a change of state of a substance from solid to liquid without
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 vapour without
change of temperature. (Latent heat of vaporization).
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 work cause the ignition of a
flammable gas mixtures. 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.
Hydrate
White, snow-like, crystalline substance formed at certain pressure 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, isopropyl alcohol, etc.
Hydrocarbons 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 them
combining with hydrogen (H) from the water and the other part with the hydroxyl (OH).
Hygroscopic tendency
The tendency of 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 Electromechanical Commission.
IMO
International Maritime Organization, the United Nations specialized agency dealing with maritime
affairs.
Incendive spark
A spark 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.
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 distribution system together with means for preventing back-flow of
cargo gases to the machinery space, 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 substances into the body via the digestive system.
Inhibited chemical
A chemical used to which an inhibitor or additive has been added.
Inhibitor
A substance use 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. 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 and
IAPH.
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 37.8ºC and certain
other substances specified in the IMO Codes.
LNG
Liquefied natural gas, the principal constituent of which is methane.
Loading overall
The loading of cargo or ballast “over the top” through an open-ended pipe 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 a
mixture.
Main deck
The steel deck forming the uppermost continuous watertight deck.

Manifold valves
Valve in a tanker's piping system immediately adjacent to the ship/shore connecting flanges.
MARVS
Maximum Allowable Relief Valve Setting of a cargo tank.
MmHg
The abbreviation for "millimeters 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. m3.
Mole
The mass that is numerically to the molecular mass. It is most frequently expressed as the gram
molecular mass (g mole) but may also expressed in other mass units, i.e. kg mole. At 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.
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.
Narcosis
A condition of profound insensibility, resembling sleep, in which the unconscious person can only
be roused with great difficulty but is not entirely indifferent to sensory stimuli.
Narcotics
Substances which produce narcosis.
NGL
Natural Gas Liquids. Liquids fractions found in association with natural gas. Ethane, propane,
butane, pentane and pentanes plus are typical NGLs. '
Non-volatile petroleum
Petroleum having a flashpoint of 60°C (140°F) or above as determined by the closed-cup method
of test.

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. Ethyl
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.
Open gauging
A system which does noting 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.
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 analyzer/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.
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.
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 is 0 to
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 petroleum oil will remain fluid.
Pressure/vacuum valve (sometime referred to as PN 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.
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 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 an 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 subsequently introduced into the tank.

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 at a
temperature of 100 ºF (37.8 ºC) 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.
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 (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 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.
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.
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 hull.
Safety relief valve

A valve 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 (System international) units

An internationally accepted coherent system of units, modeled 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”.
Sloshing
Wave formation which may arise at the liquid surface in a cargo tank from the effects of ship
motions.
SOLAS
International Convention for the Safety 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.
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
The ratio of the weight of a substance at a temperature t1, to the weight of an equal volume of
fresh water at a temperature t2, where t' 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 heat at
constant pressure is greater than that at constant volume.
Spontaneous combustion
Ignition of a combustion 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.
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 it
incapable of retaining a significant electrostatic charge.
Stern discharge line

A cargo 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.
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 that 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 cover
The structure intended to protect the cargo containment system against damage where it
protrudes through the weather deck and/or to ensure the continuity and integrity of the deck
structure.
Tank dome
The upward extension of a portion of a cargo tank. For below deck cargo containment systems
the tank dome protrudes through the weather deck, or through a tank cover.
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 which (automated or self-tensioning mooring system)

A mooring winch fitted with a device which may be set to maintain the tension on a mooring line
automatically.
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 may be 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.
Venting
The process of air/vapour release to and from cargo tanks.
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 petroleum
Petroleum having a flashpoint below 60 °C (140 °F), as determined by the closed-cup method of
testing.
Volatile liquid
A liquid which evaporates readily at ambient temperatures.
Volatile organic compound (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.
Volatility
The tendency for a liquid to vaporize.

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

Basic Training For Oil and Chemical Tanker 2101 STCW

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Basic Training for Oil and Chemical Tanker Cargo Operations 1

STCW 1978, AS AMENDED, INCLUDING 2010 MANILA AMENDMENTS

Service in Positions assigned specific duties and

Service in positions with the intermediate

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I. Basic knowledge of tankers

II. Physical and Chemical Properties of Oil and Chemicals

III. Knowledge and Understanding of Tanker Safety Culture and

IV. Basic Knowledge of the Hazards associated with tanker

V. Basic Knowledge of Hazard Controls

VII. Fire Safety and Fire Fighting Operations

VIII. Cargo Operations

XI. Case Studies on Oil and NLS Ship Emergencies

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I. BASIC KNOWLEDGE OF TANKERS

Figure 1.1 Early design of bulk oil carrier.

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In 1974 tankers were classified by size for freight purposes:

1. General purpose vessels - 15,500/24,999 dwt

Figure 1.3 A typical oil tanker, 1950

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Figure 1.4 Crude oil Tanker

Figure 1.5 Product tanker

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HISTORY OF THE TRADES OF BULK CHEMICAL SHIPPING

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The Inter-Government Maritime Organization's (IMO) requirements for double-bottomed, double-

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Figure 1.6 Outline of a chemical/parcel tanker

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TYPES OF TANKERS FOR CARRIAGE OF OIL

RULES AND REGULATIONS

IMO Convention that governs the safe operation of Tankers

- The International Convention for the Safety of Life at Sea(SOLAS)1974 as amended

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- Oil Pollution Act 1990(OPA ’90), USA.

The Bulk Chemical Codes

Standard for Procedures and Arrangements Manual (P/A Standards)

The Bulk Gas Codes

The Pipeline system of an Oil Tanker:

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Ring Main System:

It is generally of a square or circular layout.

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Free flow Tanker:

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This layout is not very common in the tanker trade.

This system is quite normal on chemical ships.

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Pump room piping

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II. Physical and Chemical Properties of Oil and

MSDS - Material Safety Data sheet

Different Cargoes in Tanker Vessel

CRUDE OIL CARGOES

Hydrocarbons - an organic compound consisting exclusively of the elements carbon and

Light to Heavy Hydrocarbons molecules

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