CHMC - Appendix 3 - Special Cargoes

CARGO HANDLING MANUAL CHEMICALS Document Number : CHMC/03
APPENDIX – 3 : SPECIAL CARGOES Section Revision Number 02

Page Number : 1 of 30
Caustic Soda solution
What is Caustic soda solution?
Sodium hydroxide (NaOH), also known as lye and caustic soda, is an inorganic compound. It is a white solid
and highly caustic metallic base and alkali of sodium which is available in pellets, flakes, granules, and as
prepared solutions at different concentrations, Sodium hydroxide forms an approximately 50% (by mass)
saturated solution with water, It is used in many industries, mostly as a strong chemical base in the
manufacture of pulp and paper, textiles, drinking water, soaps, detergents, drain cleaner and in the refining
of vegetable oils.
Physical properties:
 Chemical Family: Caustic.
 Density: 1.52 g/Ltr @ 20°C
 Dynamic Viscosity: 120 (mPa) @ 20°C
 Vapor Pressure: 0.02 (kPa) @ 20°C
 Boiling Point: 140°C
 Melting Point: -04°C
 Flash Point: NA
Points to Highlight:
 Caustic soda is a corrosive, high density, High melting point inorganic compound.
 Tank filling restriction apply due to its high density.
 For mercury cell grade and pharmaceutical grade requires that the coating must be 100% intact due to its
sensitivity to iron.
 Caustic soda is a corrosive cargo and reacts vigorously with acids. When mixed with water exothermic
reaction takes place.
Health & Safety considerations
Corrosive liquid contains Sodium Hydroxide. Can cause severe skin and respiratory tract burns. Highly toxic
by ingestion. Contact will cause severe burns of the mouth, throat and stomach.
ACUTE EFFECTS
Ingestion causes immediate, severe pain in the mouth, throat and stomach as well as diarrhoea and vomiting,
from which collapse may result. Vomit usually contains blood and possibly tissue. All tissues which come in
contact with this chemical may be damaged. Death may result from ingestion. If the patient survives,
permanent damage to the gastrointestinal tract may occur and the person may have permanent difficulty in
swallowing. Inhalation causes respiratory irritation which may develop into serious lung injury depending
upon the degree of exposure. Serious pneumonitis may develop. Eye contact with sodium hydroxide solid,
dust, mist or solution usually results in immediate pain and can cause permanent eye damage including
blindness. Skin contact may result in irritation which may not be immediately painful. Greater exposure
results in severe burns with scarring.
CHRONIC EFFECTS
Prolonged exposures may result in upper respiratory irritation and ulceration of the nasal passage. High
levels may cause permanent lung injury.
Caustic soda crystalizes at low temperatures, Hence lines, Valves and drain should be cleared after loading.
Tank preparation
The ship’s cargo lines and tanks are to be presented clean (residual free), dry, odour free, and rust free, with
good gaskets prior loading. Heating coils / Deck heaters to be blown and pressure tested prior loading caustic
soda.
Check Charterer instructions for tank preparation, Caustic soda may require wall wash and requirements
should be confirmed from operator.
Prior Loading
 Obtain MSDS.
 The heating coils should be blown through and tested.
 Warning signs to be posted at vessel's access point.
 Information regarding Corrosive properties should be available for all visitors. Manifold and cargo handling
area are to be barricaded off and are to be entered by personal donned with skin and eye protection as
applicable, this applies to all visitors including terminal personnel and surveyors engaged in hose
connection/disconnection, sampling of cargo, etc.
 All hose/pipe connections must be tested with air/ nitrogen before commencing any operations to ensure
connections are tight. All joints must be of PTFE and all leaks rectified before commencing cargo operations.
 Splash Guard shall be used for all connection flanges.
 Keep Charged hose or FW hose near the manifold.
During Loading
 Start with slow rate, check ships lines cargo hoses pumps and shore facilities.
 At the time of change over tanks, ensure other tank valves are opened and line up is confirmed by the
responsible officer, the valve operation should be done slowly and smoothly to avoid pressure surge.
After Loading
 All cargo lines should be blown through and cleared after loading specially in cold climates.
 Hoses used for cargo transfer if any are to be thoroughly flushed with fresh water, blown dry and stored in
place.
 Personnel protective equipment including chemical protective suits are to be thoroughly washed, aired and
stored in safe area.
During Transit
 Daily temperature and oxygen log to be sent to office (Ops 15).
 During voyage, especially when transiting cold weather areas, Caustic soda solution must be maintained
above melting point to avoid crystallization of cargo.
During Discharge
 Follow precautions for High density cargo’s.
 Warning signs to be posed at vessel's access point .
 Cargo temperatures should be maintained as per IBC shipping document to prevent prewash.
 Information regarding Corrosive properties should be available for all visitors. Manifold and cargo handling
area are to be barricaded off and are to be entered by personal donned with skin and eye protection as
applicable, this applies to all visitors including terminal personnel and surveyors engaged in hose
connection/disconnection, sampling of cargo, etc.
 While stripping/ blowing it must be ensured there is no back flow of cargo in air/ N2 line.
After Discharge & during tank cleaning

Caustic Soda 50% is completely water soluble or miscible and should be able to be cleaned using only water.
It can be considered as a good prior cargo.
 Hoses used for cargo transfer if any are to be thoroughly flushed with fresh water, blown dry and stored in
place.
 Cofferdam should be flushed with FW after transfer is complete.
 Flush Pump cofferdams with ambient Fresh water after completion of transfer.
 During washing temperature should be maintained around 40-60 deg cel.
Note: Refer section 7.7 of the CHM – Chemicals.

GUIDELINES FOR CARRIAGE OF HYDROCRACKER BOTTOM (HCB):
Overview:
The Cargo is annex 1 heavy distillate with high melting point (Solidifying Cargo), the cargo is to be treated
like fuel oil with solidifying properties similar to Palm Fatty acid distillate.
PRECAUTIONS:
Before Loading:
a. Heating coils shall be tested as per following:
 Heating coils are to be pressure tested prior loading.
 Drain water from heating/steam pipeline by air blowing.
 Ensure steam traps are in good condition
 Just prior loading, heating coils are to be inspected with cargo surveyor.
b. Ensure there are no remains of previous cargo in the cofferdam of the pump. Cofferdam purging of cargo
pump must be performed prior loading in accordance with makers instructions.
c. Confirm that the cargo lines are well drained and clear.
d. During ship-shore safety meeting, final line blowing quantity must be confirmed with shore and sufficient
ullage space MUST be available on-board.
e. Vessel must obtain heating instructions from the shipper. In case of unavailability of heating instructions,
head office MUST be immediately informed. Under such circumstances, the Master should issue a Letter of
Protest to the cargo surveyor and terminal.
f. Cargo stowage should be planned in such a manner to avoid ballasting adjacent ballast tanks or void spaces.
g. If Multiple parcels are to be loaded, as far as practical, each parcel should be loaded segregated, using fixed
pipelines, use of portable hoses is to be avoided.
During Loading:
a. Feeling the cargo pipelines will give good indication of cargo flowing in the correct tanks.
b. At the time of cargo tank change over, cargo lines and vent line should be thoroughly blown through.
c. Cargo lines should be blown empty if loading operation is suspended.
After Loading:
a. Ensure vessel has sufficient ullage space remaining in cargo tanks to receive shore line quantity during final
line clearing/blowing using Nitrogen or air.
b. Vessel MUST blow the remaining cargo in each pipeline off each cargo tank after the shore hose is
disconnected.
Before Unloading:
The following items are not only to be carried out before discharge but also a few days before entering port.
a. Ensure cargo temperatures are in line with discharge temperature as mentioned in Heating Instructions.
b. Ensure cargo pump impeller/stack is clear of cargo residues.
c. Avoid using the stripping line for carrying out any stripping of the cargo as much as possible.
d. Line blowing should be carried out from each manifold to the cargo tanks and from PV stack to cargo tank
to ensure cargo/vent pipelines are free from cargo residues.
e. Avoid taking any ballast, & if required Keep ballast to the minimum possible , especially the side bulkheads.
f. Purge submersible pump cofferdam as per makers instructions to ensure cofferdam is not blocked or seals
are not leaking.
g. After completion of discharging, a thorough blow through is required to ensure all cargo lines, vent lines,
jumpers, common line spool pieces are free of solidifying cargo residues.
TANK CLEANING PRECAUTIONS:

AA Preparation during / after discharge for HCB Tanks.
- Steam all the Lines for at least 1 hr after discharge is completed & empty tank certificate is received.
- Ensure that the tank is steamed to a temperature greater than the Melting Point
- Take a live steam hose & get the HCB off from the Butterworth pockets or Tank domes if there are any
residues.
BB During Tank Cleaning:
a. Initial wash of 1 hour to be carried out for each tank and to be de-slopped at the port of discharge. During
initial wash, the temperature at the heater should not exceed 70 C as it will burn the HCB residues thereby
making it difficult to clean later.
b. After initial wash tanks to be wash for additional 2.5 hrs
c. During the main wash - 2.5 hrs. Temperature will be a key factor and minimum 75~80 deg. will be required
for washing. Use fixed plus at-least 2 portable machines per tank. The main wash is also to be transferred
into the slop tanks.
d. Tank cleaning should be done tank by tank. There should be not adjacent ballast to the tank being washed,
if this condition cannot be maintained due to stress/ stability issues, the office to be informed immediately.
e. Even if the loading tanks after HCB are not wall wash, there will be HCB residue to deal with in the future
tank cleanings which will be difficult to clean at a later stage hence prepare with the similar procedures for
all tanks.
f. After main wash, purge/ gas free cargo tanks and visually check the condition of the tanks. The tanks are to
be free of cargo deposits prior starting the chemical recirculation.
g. Before carrying out Chemical Recirculation, ensure that there are no cargo deposits in the tank. The cargo
lines to be visually inspected after opening all accessible blanks.
h. A solvent cleaner/ hydrocarbon remover in combination with degreaser will be the most suitable chemical
cleaning choice for further preparation of the tanks. As alternate caustic flakes + degreaser combination will
also give suitable results.
i. Recirculation should be carried out 5% chemical concentration (if allowed by coating manufacturer) or at a
concentration allowed by the coating manufacturer. Do not exceed 5% concentration under any
circumstances. Only FW should be used for making the chemical solution.
Carriage of Mono Ethylene Glycol (Fiber Grade)
Mono-ethylene glycol (MEG): MEG is a precursor commonly used in the manufacture of polyester and PET
resins. The quality parameters critical for the shipment of MEG are water, Ultra violet transmission (UVT)
and chloride. There are two grades of MEG being usually carried at sea, Fiber and industrial grade. The Fiber
grade is high quality grade which requires stringent carriage requirements as discussed in this circular.
 Chemical Family: Alcohols and Glycols

 Density: 1.15kg/L @ 20°C
 Dynamic Viscosity: 24.8 (mPa) @ 20°C
 Vapor Pressure: 0.04 mmHg @ 20°C
 Flash Point: -13°C
Properties and their effect during carriage:
1. MEG is hygroscopic; meaning it will readily absorb water from the atmosphere, because of this reason the
cargo is carried under a Nitrogen pad. Even prior loading, vessel must ensure that tanks and pipelines are
completely dry and free of the smallest amount of sweat.
2. Ultra Violet Transmittance: The UV transmittance test is carried out to ascertain the presence of impurities
in the cargo. Pure MEG has a UV absorption peak at approximately 180nm, and the presence of impurities
can increase this wavelength to around 190nm – 250nm. Therefore, when measuring UV transmission, the
presence of aromatic or oxygenate impurities causes a reduction in the transmittance measured at 220nm,
275nm and 350nm, with measurements at 220nm being the most affected wavelength and most indicative
of contamination. However, some deterioration of the UV parameter can occur during the voyage regardless
of contamination, primarily caused by contact with oxygen; therefore, a UV transmittance of roughly 75%
or more at 220nm before loading is ideal to ensure the cargo remains on specification at the point of
discharge. The standard used for measuring UV transmittance of MEG is ASTM E2193 – 08
Mono-ethylene glycol fibre grade is a high specification, commonly carried Minimum acceptable UV
cargo. One of the critical parameters is that it must pass the UV light Transmittance value
transmittance test. This is principally carried out at three wavelengths: UV
TRANSMITTANCE, 1CM CELL, %
70
220 nm
90
250 - 275 nm
98
350 nm
Again, the Nitrogen pad plays an important role here to reduce/ minimize the degradation caused by oxygen
contamination.
In recent years, there have been many claims simply based on bad science. Claimants have yet to fully
appreciate that light transmittance at the 220 nm wavelength will deteriorate naturally over the course of
the voyage simply as a result of oxygenation (circulation through pumps and lines and the cargo breathing
through the PV valve). This can occur even where the tanks are purged with nitrogen prior to loading and
the cargo blanketed with nitrogen throughout the voyage. This oxygenation process is of course elevated if
transshipments occur. It is therefore essential to ascertain that the cargo on loading is more than the 70%
by volume in the tanks as a minimum if it is to survive the voyage.
3. High Density: The cargo has a specific gravity of around 1.1 thus for most vessels in our fleet
the cargo cannot be loaded more than 93%, which would always leave around a 7% ullage space empty in
the tightest possible stowage. This exposes us to the risk of water contamination because of cargo sweat and
deterioration in the cargo quality as result of exposure to oxygen.
Carriage Precautions:
Prior Loading:
1. The cargo tanks are required to be prepared clean, dry, odor free & to wall wash standards which for “Fiber
Grade” is one of the most stringent in most of the ports. Care should be taken to ensure WWT are carried
out as per the shipper’s requirements and tanks presented dry to avoid a rejection prior loading.
2. Coated vessels have an additional risk of contamination specially with aromatic cargoes (Benzene, Xylene
etc...) in the immediate cargo history. Special attention needs to be paid to the cleaning process and
condition of coating. The tanks should be sufficiently ventilated in accordance with the paint manufacturers
guidelines prior loading to ensure removal of all remnants of previous cargo.
3. Cargo stowage should be planned to ensure that the MEG tanks have the minimum amount of ullage space
possible keeping the high-density restrictions in mind.
During Loading:
1. As with all sensitive cargoes, proper sampling is very important to protect owner’s
interests arising from any contamination claims. As a minimum, a Manifold sample, Pumpsatck sample, first
foot and a final after loading sample must be taken and clearly labeled and retained for future reference.
The samples taken by the surveyors should always be under supervision of a responsible officer to ensure
that proper samples are being taken.
After Loading:
1. Most shippers require nitrogen to be bubbled through the cargo to give a nitrogen pad or padded using the
VRL from top. As a good practice the tanks should be padded to ensure that oxygen content is below 1% in
the ullage space. On some vessels, due to the design, it is impractical to use the VRL/ IG line as the PV valves
are connected to the tanks near the tank domes very close to the VRL/ IG line inlet. Design parameters should
be kept in mind while doing the padding to ensure that the entire tank is effectively padded.
2. While handling nitrogen precautions and procedures as advised under chapter 6 of the chemical tanker
manual (Section 6.2 – padding) and company’s Nitrogen Handling checklist should be strictly complied with.
3. While padding, the tanks checks on all openings should be made to ensure that they are vapour tight.
4. A letter of protest should be issued with if certificate of analysis with the UV transmittance values is not
provided after loading.
5. Shipper’s instruction for padding to be confirmed as per charter party agreement.
During Carriage:
Vessels’ to regularly check the nitrogen pad in the cargo tanks and advise office/ operator immediately if
oxygen content in the tank exceeds 4%. A record of the daily O2 and tank pressure check is to be maintained
and handed over to the receiver if requested.
During Discharge:
MEG is generally discharged in small parcels and it may happen that we have to discharge a single tank in 2
or 3 ports. When doing part discharges of MEG, the oxygen content in the tank always below 4%, incase
inerting instructions are not received from the operator, office should be contacted to take up the matter
with the operator/ Charterers.
Phenol
What is Phenol?
Phenol is an aromatic hydrocarbon, PHENOL is carried at sea in a generally pure state. As a result, it has a
high freezing point of approximately 40~ 41deg C. PHENOL is also extremely dangerous when it comes into
contact with the eyes or skin and can be fatal. Phenol is used to manufacture phenolic resins, and in the
pharmaceutical industry. In past, phenol has been used in disinfectants in hospital operating theatres, due
to its ability to destroy germs, body tissue etc.
 Chemical Family: Phenols and Cresols
 Density: 1.058Kg/L @ 50 deg cel
 Vapor Pressure: 2.07mmHG @ 50 Deg cel.
 Melting Point: 40.6°C
 Flash Point: 85°C
 Pre-cargo conference- At least 24 hrs prior arrival in port and recorded in the pre-cargo conference meeting
form;
 Pre-arrival checks/tests - Applicable for Toxic, Corrosive, and Solidifying products (CHM-Chem Ch.7).
 Phenol Hose/pipe connections must be tested with high pressure nitrogen and soap water to check integrity.
Only Teflon (PTFE) gasket is allowed for every joint.

Phenol is an extremely toxic & corrosive chemical. The solution of Phenol causes severe chemical burns to
the intact skin, which are usually painless. It appears as white wrinkled "dead skin". In case of eye contact,
permanent damage to the eye may occur. In case of inhalation, there will be a burning sensation of the
mouth and throat. The patient can also develop mental agitation, confusion, heart failure and circulatory
collapse. The lack of care and attention against the handling of Phenol may be involved in accidents which
can be damaged to crew, cargo or structures.
Tank preparation
good gaskets prior loading. Heating coils / Deck heaters to be checked and pressure tested.
Check Charterer instructions for tank preparation. Phenol may require wall wash depending on last cargo,
Specs to be confirmed from operator.
Sampling Procedure:
Manifold sampling is prohibited except where vessel is provided with DOPAK sampler or similar closed
sampling arrangement. For tank sampling, refer to the relevant tanker operation circular.
PPE Requirements:
Non-Critical Phases of cargo operations – PPE level 2 (Chemical suit with integrated gloves, acid resistant
hood, chemical resistant boots, and personal gas detector)
Critical Phases of cargo operations – PPE level 3 (Gas tight suit with respiratory equipment, personal gas
detector)
Refer Company’s PPE Poster for further details.
Prior Loading:
a. Stowage:
 Minimize number of loaded tanks.
 Plan stowage and transfer sequence such that there is no underlying or adjacent ballast throughout
voyage.
 As far as practicable restrict loading into tanks near the manifold area
b. Line-up:
 Loading / discharge shall as far as practicable be carried out directly from the individual manifold lines to
ashore thus avoiding any looping.
 Where looping is unavoidable only HARD connections are to be utilized. Use of flexible hose must be
STRICTLY AVOIDED.
c. Heating systems:
 Heating of Phenol utilizing deck heat exchangers is prohibited
 Hot water heating system independently located within the cargo deck area is most preferred for the heating
of Phenol
 Steam heating system when utilized, must be operated in a regulated and optimal manner in order that
overheating is avoided which would turn the Phenol pink
 Thermal heating system if used must be pressure tested prior loading.
d. Mandatory Equipment:
 3 Gastight suits and 3 additional integrated protective chemical suits.
 5 Litres of Polyethylene Glycol (300 or 400).
 Phenol 1/b, 1 – 20 PPM Draeger tubes – Sufficient for the passage + 10% reserve
 In water detection equipment (Octet Comparator 0.1~1.0 PPM) to test return condensate – sufficient to test
condensate water every 3 days during passage.
 Full flange spray shields to encapsulate completely each ship/shore connection flange and flanges of each
temporary connection such as hard piece connections etc.
 At least 100 metres of canvas and steam tracing hose to be available.
e. Tests and checks

 Vapour tightness check for each loading tank to be carried out.
 Integrity of each cargo lines, valves and drains to be checked.
 Heating coils of loading tanks must be pressure tested.
 Ready to use Nitrogen, deck steam and associated hoses must be available always during loading/discharging
to clear lines and unfreeze low points, cargo valves, etc.
 Flanges of loading/discharging manifold connections shall be provided with spray shields.
 Antidote: PEG (300/400) - Must be available at manifold along with sufficient quantity of cotton wool.
 All non-essential personnel should be prohibited from access to the deck during the cargo transfer operation.
To this end transfer of any personnel, stores to and from the vessel and all other activity during Phenol
transfer shall be strictly avoided.
 Area near the Manifold and P/V stacks must be barricaded with hazard warning tape.
 Phenol transfer from or to terminal to be effected only utilizing loading arms or hoses with heat tracing
arrangements. In the absence of any heat tracing arrangements, a letter of Protest is to be issued to the
terminal and office advised immediately. Cargo transfer shall not commence without office permission in
such a case.
 A flag must be secured above the manifold as a wind indicator.
f. Crew familiarization and training

 Senior Officer’s combined must have carried out at least 2 Phenol transfer operations. One loading and
discharge operation counts as two operations.
 At least 72 hrs prior arrival load port Phenol handling and contingency drill should be carried out.
 Phenol best practices training to be done all personnel (Refer Company Power point presentation in Safety
Circulars)
During Loading/ Discharging:
 PPE Level during transfer to be as agreed in 'Cargo Operation Plan' during cargo transfer operation.
 Loading/Discharging is to be carried out utilizing a Vapour return Line only. If in case a VRL to shore is not
utilized, a risk assessment identifying the following as a minimum must be initiated and approved by the
Office prior commencing any cargo operations;
 Mitigating measures against tank over pressurization during post loading/discharging line blowing.
 Where loading/blowing, operations are carried out without vapour return, phenol vapour will be released
through high velocity valves into the atmosphere, drift downwind and get deposited over a large area of the
vessel, including gangways, bridge, deck access etc. Control measures such as continuous monitoring of wind
speed/direction and barricading of all possible areas of Phenol flake coverage based on the speed and
direction of wind are to clearly identified.
 Approaching of Phenol flake release points and coverage areas from an upwind direction by the crew. Entry
into any of these areas to be affected only by personnel donned in Level C PPE and
 Briefing / familiarization of all concerned personnel on the above during the pre-cargo conference.
 Special attention shall be paid towards tank pressure parameters to ensure vent line is free from Phenol
residues and tank is not building excessive pressure/vacuum.
 Once loading has been commenced, it MUST not be interrupted unless essential. In case cargo operation is
ceased all lines must be blown back to cargo tanks to avoid freezing.
 It should also be realized that when loading operations are carried out without vapour return, PHENOL
vapour will be released into the atmosphere and can fall as snow. Depending on ambient weather conditions,
including wind direction and strength, there will always be a real risk that PHENOL may be deposited over a
large area of the vessel.
 At the time of change over tanks, ensure other tank valves are opened and line up is confirmed by the
responsible officer. The valve operation should be done slowly and smoothly to avoid pressure surge.
 Loading rates to each tank must be adjusted to minimize the chances of product freezing in the lines before
they can be blown. Preferably all tanks in a batch should be loaded simultaneously and loading rates
controlled by throttling of discharge valves.
 Wherever possible, tanks being loaded must be topped off as quickly as possible in sequence to prevent lines
freezing. Rates to individual tanks should be adjusted to facilitate quick and effective topping off
 Heating of Phenol tanks must be started immediately after receiving cargo above heating coils. Return
condensate water to be tested in the cargo deck area for the presence of Phenol prior commencing heating.
Vessel must continue gradual heating of the Phenol tanks continuously.
 Purge deep well cargo pump cofferdams with Nitrogen upon completion of loading.
 Ensure cargo/ vent lines are blown through into cargo tank with Nitrogen upon completion of loading.
During Voyage:
 Follow charterer's 'Heating Instructions' closely. Ensure cargo temperatures are checked on daily basis and
closely monitor heating as rapid heating may cause cargo discoloration. Cargo heating should not be stopped
during the voyage. Return condensate water from the cargo tank heating coils to be checked for the presence
of Phenol using a Phenol testing kit once in 3 days during the passage.
 Special attention should be paid towards tank pressure parameters to ensure vent lines are free from phenol
residues especially if rough weather is experienced.
 Kick start pump once a day during the voyage to ensure the impeller is turning freely.
 During the voyage and atleast 12 hrs Prior arriving port, vessel MUST ensure that cargo/vent lines are free
from Phenol deposits. Vessel should not carry out cargo transfer prior ensuring that all cargo/vent lines are
free of Phenol residues.
 Being a hygroscopic cargo, cargo tank containing Phenol should never be allowed to approach negative
pressure. Thus cargo tank pressure sensor alarm low pressure settings shall be set above ZERO.
At Discharge Port:
 In addition to the general and pre-arrival tests done prior liquid transfer at load port, following shall be
strictly complied with:
 Once discharging has been commenced, it MUST not be interrupted unless essential. If discharge must be
stopped, then nitrogen must be available immediately to blow and clear lines.
 Fit additional compound gauge at the PV stack for manual pressure monitoring and cargo tank pressure is to
be compared every hour.
 At the time of change over tanks, ensure other tank valves are opened and line-up is confirmed by a
responsible officer. The valve operation should be done slowly and smoothly to avoid pressure surge. It must
be ensured that cargo is not stagnant in any line to avoid freezing.
 Ballast must not be taken below the Phenol tanks until discharge is completed.
 After completion of discharging, a thorough blow through is required to ensure all cargo lines, vent lines,
jumpers, common line spool pieces are free of solidifying cargo residues. Pressure release during blowing
shall only be done through VRL to shore.
 Purge deep-well cargo pump cofferdam immediately upon completion of the discharge.
 After completion of discharging operation, water (FW or SW) should be introduced in to the empty tank
through the manifold line as soon as possible to sufficiently cover the heating coils. The reduction of density
will result in lower freezing point and pipelines, pump stack will not freeze at ambient temperature.
 Tank cleaning to be done under totally closed conditions and portable machines are not to be used for the
initial washing.
 Wash tanks for 2 hrs. at discharge temperature and then wash for another 2 hrs. at 70~75 Deg. C.
 Tanks should be washed immediately after discharge, if vessel has prolonged passage to reach Marpol
compliance waters, one cargo tank should be dedicated as slop to wash the remaining tanks.
 Tank cleaning operation to be done with adequate PPE, especially when flushing drains/ bends and pipelines.
Note: Refer section 3.1.3, 3.1.7 & Chapter 7 of the CHM – Chemicals for generic guidelines on Toxic and
corrosive.
Styrene Monomer
What is Styrene Monomer?

Styrene monomer is an aromatic hydrocarbon, which, under normal conditions, is a clear, colourless,
flammable liquid. The conventional method for producing styrene monomer is the alkylation of benzene with
ethylene followed by dehydrogenation to produce styrene monomer.
 Chemical Family: Olefins
 Density: 906 kg/m3 @ 20°C
 Vapor Pressure: 670 (Pa) @ 20°C
 Flash Point: 32°C
 This product is heat sensitive, self-reactive and inhibited. Maximum Adjacent cargo temperature for the
cargo is 35°C. Vessel to seek clear guidelines from charterer on adjacent heat & keep adjacent heat as low as
possible, however in no case exceed 35°C.
 SM is generally inhibited with Par-tertiary Butyl Catechol (p-TBC), typically at10-20 ppm or more, depending
on duration of voyage. The vessel must receive an inhibitor certificate from the shipper prior departing
loading port.
 This product is a Static Accumulator.
 Although the company encourages the use of Inert gas during discharging & tank cleaning, Vessel to seek
clarification from the operator regarding the use of inert gas during every time cargo is carried. If charterers
require cargo to be inerted during discharge and tank cleaning operations It should be noted that the
inhibitor p-TBC requires > 4% O2 level to work, with an optimum level of 6% -8% oxygen. At no time, should
the O2 level be allowed to fall below 4% or rise above 8% during discharging and tank cleaning.
Styrene is a flammable liquid and very reactive. Spontaneous polymerization (exothermic reaction) may
occur, if the product is not properly stabilized with a polymerisation inhibitor. If styrene is exposed to high
temperatures, it can affect the efficiency of the inhibitor.
If swallowed, vomiting should not be induced as it might enter and damage the lungs. Inhalation of styrene
vapours may lead to respiratory irritation. Repeated or prolonged exposure to high concentrations of styrene
vapours can impact the central nervous system and result in SM is a volatile liquid with low toxicity following
brief exposure. Liquid styrene is severely irritating to eyes and is a skin irritant, causing redness and local
swelling and possibly some local
tingling.
Tank preparation
good gaskets prior loading. Heating coils / Deck heaters to be blanked on both Inlet and outlet side of the
steam lines.
Check Charterer instructions for tank preparation, SM may require wall wash and requirements should be
confirmed from operator.
Many terminals load Styrene Monomer below ambient temperature (non-inhibited) and therefore the
adjacent empty tanks bulkheads may show condensation. It is suggested to pre-inspect those tank(s) &
obtain approval of the adjacent tank(s) to allow to N2 purge those tanks below 5% before loading, to
minimize condensation of those tanks. (Check with your operator)
Prior Loading
 Obtain MSDS.
 The heating coils should be blown through and blanked (inlet and return lines) prior loading.
 Pump cofferdams should be cleared and Filled with Fresh water.
 Stowage shall not be planned adjacent to heated cargo’s or Heated bunker tanks.
During Loading
 Follow precautions for static cargoes.
 If inhibitor is added onboard, ensure addition of Inhibitor is witnessed by Chief Officer. If inhibitor is added
onboard it should be added after loading of first foot to ensure a uniform mixing of the inhibitor.
After Loading
 Inhibitor Certificate must be presented by the terminal or Surveyor with detailed name & quantity of
Inhibitor, temperature tolerance, duration of the effective lifetime of the additive & emergency contact
phone number.
 Bubbling of Nitrogen through the cargo to give an N2 pad is not allowed by the company as this will affect
the Inhibition of polymerization of the cargo.
During Transit
 No adjacent heat.
 Drain all lines to minimize free standing Styrene. Heat exposure by Sun can create polymerization within pipe
system
 If transiting through hot climatic conditions water should be sprayed on deck to avoid heating up otherwise
cargo vapors may polymerize on top and Hatch coamings.
 Cargo temperature should be regularly monitored as polymerization is an exothermic reaction a temperature
rise of more than 1°C / day will be a point of concern and it should be immediately highlighted to the office.
 Daily temperature and oxygen log to be sent to office (Ops 15)
During Discharge
 Vapor segregation must be maintained
 Although the company encourages the use of Inert gas during discharging & tank cleaning, Vessel to seek
clarification from the operator regarding the use of inert gas during every time cargo is carried. If charterers
require cargo to be inerted during discharge and tank cleaning operations It should be noted that the
inhibitor p-TBC requires > 4% O2 level to work, with an optimum level of 6% -8% oxygen. At no time, should
the O2 level be allowed to fall below 4% or rise above 8% during discharging and tank cleaning.

 No adjacent heat, till tanks have been cleaned.
 Empty tanks should not be left without washing for long, Tanks should be presented to surveyor and at least
one machine cycle wash should be given until actual wash is commenced specially in hot weather areas.
 Tank cleaning to commence soonest or when possible with the initial wash-down at ambient temperature
for minimum one-hour per tank, including flushing all dead-end lines, stripping lines etc., to avoid the
Inhibitor drying-up against the bulkheads. For lengthy river passage, you may create a collecting tank
 After above step, commence with portable machines at ambient temperature e.g. 1-hr top level, 2-hrs
middle level & 3-hrs bottom level.
 Water wash may be followed by warm (Alkaline / Caustic solution). Water wash alone is insufficient to
prevent PTT test failure.
 Check heating system to ensure that no SM has leaked into the system (Air blow/ visual – no steam to be
used)
 Flush Pump cofferdams with ambient Fresh water.
Note: Refer section 3.14 and 7.4 of the CHM – Chemicals for generic guidelines on Polymerising cargoes.
The Vegetable Oil – Precautions and good practices (Line blowing –Discharge –
Cleaning)
These products can be divided into four groups according to their properties and behaviour when
exposed to atmospheric conditions and the effect that oxygen has on each product. Chapter 8 of the
chemical handling manual will give detailed information regarding the subject.
The four groups are:
Non-drying oils (Iodine value: less than 100) – E.g. Palm Oil
Semi-drying oils (Iodine value: 100 to 130) – E.g. Corn
Drying oils (Iodine value: more than 130) – E.g. Soybean Oil
Water-soluble products – E.g. Molasses
The precautions/practices mentioned below are ones specific to the trade, over and above the normal
tanker safe practices which should always be followed.
Line Blowing:
Importance of clearing the lines after loading/ recirculation and checking them for clearance prior
discharge cannot be stressed upon enough.
1. Blowing should be carried out from both sides of the manifold simultaneously into the tank, blowing from
one side at a time is to be never considered as an option.
Clogged lines as a result of inadequate

clearing of lines after recirculation of cargo
during the voyage.
2. If the line is not clear, vessel to ensure that the correct sequence of valve operation is followed on the drain
and air/steam lines to avoid cargo getting into the air/steam hose or the main air/ steam line while
disconnecting the air/steam hoses used for line clearing.
3. Steam can be used to clear the lines after discharging/ squeezing for non-drying oils (Palm stearin, PFAD),
however this operation must be discussed with the cargo surveyor at discharge port and entered in the ship-
shore meeting report with the terminal representative. (Section 7.5.5 of the CHM- Chemicals to be referred
for guidance)
4. Cold weather loading/discharge of vegetable can be a challenge and will require vessel to plan and be
prepared for any eventualities. It is important that vessel is prepared to deal with any stop in operation,
Stops should be discussed and agreed with the loading master and ways to clear the shoreline/vessel’s cargo
lines should be agreed.
5. In winter conditions the most efficient way to clear lines to wrap the line with gunny/ canvas rolls and pass
a steam hose within this wrapping which has 3-4mm drill holes at every ½ meter length of the hose, the end
of the hose should be blanked.
During winter, whenever vessel is carrying vegetable oils requiring discharge temperature to be maintained
above 45 Deg. C, sufficient gunny/ canvas rolls, seizing wire and Steam hose should be ordered to cover one
of the longest lines from pump stack to manifold.
Discharge:
1. Equipment to be kept ready: • Minimum of 2 air driven fans or hydro blowers. • Minimum of 2 intrinsically
safe tank lights • Minimum of 2 portable butterworth machines and hoses (if vessel is equipped with fixed
machines). • Sufficient amount of air hoses with suitable connections • Sufficient amount of steam hoses
with suitable connections
 Sweeping equipment (if vessel is to perform sweeping) Vader (Hip or chest Vader’s,), Squeegees (30-40
cm hard rubber squeegees, with long handles), Hard plastic shovels General safety equipment, for
operations in hot environment
2. Having all equipment lined up and checked can save you from extra workload and time loss: • Check, with
air from both sides of the manifold, that all cargo lines are open. If any of the lines are blocked for some
reason, make sure opening is established before arrival port. • Check movement of all cargo valves. • During
voyage at least twice a week check that the pumps are free and within 6 hr arrival, check that all pumps are
running properly • Steam line and air line on deck is pressurized with no leaks.
3. Temperature: When arriving at discharge port, all temperatures shall be at the upper range of the instructed
temperature for discharge. The lower end of the discharge temperature should be reached at least 5 days
prior arrival discharge port and upper end to be reached 3 days prior arrival port.
4. Ballast: Ballasting is in most cases necessary during discharge. Any ballast operations with cargo still on-
board must be done with caution to avoid solidification. If it is unavoidable to ballast under a laden tank,
make sure the level is adjusted such that the water does not get in contact with the tank top.
Once discharge is completed and required ballasting done, a ballast exchange plan should be available for
the upcoming tank cleaning. Cleaning of any tank with last cargo Veg. Oil and with ballast underneath will
take considerably longer time and in some cases it will not be possible.
5. Sweeping/ Squeezing: A proper discharge/rotation plan should be in place well before arrival. When
planning it is important that vessel is takes into consideration that the sweeping crew will need some time
between tanks, both to prepare equipment in/around next tank, but also to give the sweeping crew time to
rest. Therefore 30 – 60 min should be calculated between each tank sweeping/completion.
a) 1-2 hours before a tank is empty, ventilation should be started and tank lighting established.
b) Prepare all necessary equipment (e.g. safety equipment, squeegees, Vader’s, rags, drinking water).
c) When about 50-60 cm remaining, one of the sweeping crew (usually the foreman) or one of the ship’s crew,
should enter the tank to check for any sediment build-up or solidified cargo. If any solids are found, discharge
should stop or reduced and the solid cargo should be liquefied by either:
a) Manually mixing, or b) In combination with circulation.
Once no solids remaining, final discharge and sweeping can be performed. Once the tank top is completely
swept, close the main discharge valve before stopping the pump
If considerable amounts of solids or bottom sediments are present, the involved tank can be isolated from
the discharge and put on circulation. Heating should also be re-established. Continue the circulation until
most of the solids are liquefied or till a reasonable amount to allow sweeping to continue. If circulation is
talking considerable time, make sure all lines are cleared to avoid blockage. Once discharge/sweeping of a
tank or tank pair (if sharing line) is completed vessel to blow the Line, if discharge temperature is in excess
of 45 Deg. C steaming of the line(s) back to each tank. This has to be done in agreement with the surveyor,
as he will not be able to inspect the tank after steaming has commenced. Calling in the surveyor for tank
inspection on completion of each tank might be the best option. Bear in mind that failing to clear the line
properly will considerably delay the cleaning operation.Always be wary of the last tank loaded when dealing
with non-heated Veg oils like Soybean Oil/ corn oil etc., you can expect a lot of sludge at the bottom, Soybean
oil loaded from brazil especially around Paranagua can also be expect to have a lot of sludge formation.
6. Prewash requirement (Cat Y/Z): Mandatory prewash for cargoes other than Cat X, maybe required
discharge temp is not monitored, below is a summary of the requirement:
a. If melting point of cargo is below 15 Deg. C, cargo should be discharge 5 Deg. C above the melting point.
b. If melting point of cargo is above 15 Deg. C, cargo should be discharge 10 Deg. C above the melting
point.
c. Cargo should be discharge at a temperature greater than the temperature at which viscosity is 50
mPa.S.
7. Atmosphere monitoring while squeezing: Vegetable oils are known to release Carbon Monoxide (CO) during
heating. Extended ventilation is therefore a requirement, before tank entry/sweeping. Coconut oil needs
special attention in this matter as it is known to release the maximum amount of CO when heating is carried
out.
Tank cleaning: Follow guidance under chapter 8 of the CHM and record keeping as per ops 27 and 28.
1. Pre-cleaning/ steam saturation: Pre-cleaning is in no way related to the above issue with Pre-wash. Pre-
cleaning is an optional, yet highly effective initial cleaning, especially during North West Europe winter
season.
Pre-cleaning is basically just an initial flush down of each tank immediately after discharge is completed with
the tank cleaning machines and while any ROB is soft. This will move most of the bulkhead and deck head
residues to the bottom of the tank and it will be easier to deal with later. Once flushing is completed, leave
the slop in the tank and apply heating to keep the residues liquid. Temperature for the pre-cleaning varies
from grade to grade. Pre-cleaning is done with seawater, except Palm Oil fractions with high FFA (e.g. PFAD
and PAO), where freshwater(hot) should be used.
If pre-cleaning is not possible, there are other ways of keeping the ROB soft until regular tank cleaning can
commence, such as saturating the tank with steam or just filling the bottom of each tank with hot water
and continue heating (sweating).
2. Temperature control: One of the most important issues when cleaning after Veg. Oil is temperature control.
Too high or too low temperature will give undesired results. As a general rule the initial temperature should
be in the same range as required discharge temperature.
3. Machine Coverage: Maximum Number of machines possible to be used (Fixed and portable), there is no
short cut or fast way to clean after discharge of Vegetable oils,
No compromise should be made on the number of machines to be used per tank, if there is a restriction
on the maximum number of machines that can be used due to the tank cleaning heater/ tank cleaning
pump capacity only one tank should be cleaned at a time with maximum machines possible. The capacity
issue can be overcome by using heated water in slops in a closed cycle, check for the possibility on the vessel
during planning stage of the cleaning.
4. Ballast: As discussed above under point 4 of discharging.
5. Tank cleaning chemicals to use: Always cross check tank cleaning chemicals being planned for use with the
latest MEPC 2 list of approved chemicals and the paint coating manufacturer’s approved chemicals, a tank
cleaning chemical maybe on the MEPC 2 list but not approved by the paint manufacturer (e.g. Metal Brite
HD is not approved for use on Interline 9001)
6. Concentration of chemical to be used: Always refer PDS for the concentration of the chemical to be used;
the concentration should never exceed 10% (max. allowed by Marpol). Vessel to seek clarification from office
if there is a doubt on the concentration of chemical to be used.
7. Initial inspection: After the initial SW wash, it is a must to do a visual inspection to ascertain the condition
of the tank, in case excessive cling-age is seen on the bulkheads or sedimentation at the bottom SW wash
should be continued, if chemical recirculation is done with excessive cling-age in the tank the oil will form
hard whitish residue which will be Difficult to remove.
8. Lines/Drops/drains: Cleaning of cargo lines/drains/drops/PV stacks is as important as the tank itself, quite
often the first foot fails due to contaminated lines, and attention should be paid to the flushing and cleaning
of the lines and PV during the cleaning operation.
9. Cleaning plan: The cleaning plan should be sent to office prior commencement of cleaning, if a supercargo
is attending the cleaning them the cleaning plan made after discussion with the super cargo should be sent
to the office prior commencement of the cleaning.
The Vegetable Oil – Precautions and good practices (Loading and Carriage)
These products can be divided into four groups according to their properties and behaviour when
exposed to atmospheric conditions and the effect that oxygen has on each product. Chapter 8 of the
chemical handling manual will give detailed information regarding the subject.
The four groups are:
Non-drying oils (Iodine value: less than 100) – E.g. Palm Oil
Semi-drying oils (Iodine value: 100 to 130) – E.g. Corn
Drying oils (Iodine value: more than 130) – E.g. Soybean Oil
Water-soluble products – E.g. Molasses
The precautions/practices mentioned below are ones specific to the trade, over and above the normal
tanker safe practices which should always be followed.
Loading:
1. Pre loading Checks: Vessel to ensure that pre loading checks as discussed in previous circular all fully
complied with.
2. Heating Coils: Vessel fitted with heating coils, should pressure test their coils before loading. The surveyors
at the load ports are required to witness a heating coil test at the load port. Please ensure that the vessel is
prepared for such test on arrival load port, in order to minimize pre- loading time.
3. Sampling/Ullaging equipment: Introduction of any metal other than stainless steel should be strictly
prohibited. Metal alloys specially (Copper, copper alloys, brass etc...) Accelerate the oxidation of the veg
oils, contaminations in the past have resulted from loading cargo in tanks in Brass heating coils to copper
sampler falling into a partly loaded tank.
4. Loading Rates: Majority of the vegetable oil is loaded in ports with limited infra structure and with language
being a big barrier, rates can fluctuate significantly and cargo may be stopped by shore without notice, strict
watch on the rate should be maintained.
5. Load on top : As discussed previously LOT is not be carried out unless express written approval from
charterer’s is received, when carrying out LOT vessel to ensure that the loading hose is lowered well into the
tank to avoid excessive aeriation.
6. Pigging: The operation causes the maximum amount of structural damages on tankers in the vegetable oil
trade.
After completion of loading, the shore lines are pigged clean to the vessel, the operation involves a pig
(attached photo) being propelled through the pipeline to clear its contents, done specially when high
melting point cargoes are involved or same line is used to load different grades.
The pigging operation should have a minimum of a three man team with the Ch. off monitoring the
pressures in the CCR, Duty officer at manifold operating the valve and monitoring the manifold pressure
and able person at the tank dome. If no flow control means is provided (Orifice flange/ small dia. Line for
pigging) the best way to control the pressure by throttling the manifold valve (back pressure in the cargo hose
should be continuously monitored). If the tanks are loaded above 95%, an extra hazard of tank overflow as result of
the pigging will also exist which must be taken into account, The best way to avoid this is continuous
monitoring of tank levels and controlling the flow rate coming into the tank via the manifold.
Terminals involved in the operation can start pigging without any prior notice to the vessel; therefore
the operation must be discussed in detail in the pre cargo meeting with the terminal.
Below are few points that should be considered prior the operation.
a. Whether the pigging of line has been considered in the cargo stowage plan.
b. Line content during pigging will be taken in to which tank/s?

c. What is the available capacity of each tank in which line content will be drained?
d. Estimated quantity of cargo in the line to be pigged?
e. Estimated rate of cargo flow during pigging and control of flow-rate provided?
f. In case of a single parcel in a single tank, will the pigging be carried out in the same tank?
Identify the tank and control measures required.
Detailed information is available in Chapter 6 of the Chemical handling Manual and Nitrogen handling
checklist OPS 31.
7. Shipping/Marpol Document:
The two important information that should be available on the Marpol document are Melting point and
temperature (Deg. C.) at which cargo has viscosity of 50 mPa.S, as bear minimum the information
contained in the shipping document is as below
Normally the vessel receive the shipping document by e-mail around a week after loading, on receipt of
shipping document check the melting point stated and cargo temperature should be maintained 2-3 degrees
above the melting point, if there is any discrepancy between the temperature required to be maintained as per
shipping document and the temperature required to be maintained as per the heating instruction, it should be
immediately brought to the attention of the office.
8. Heating Instructions: Detailed heating instructions stating the loading/carriage and discharge temperatures
should be given to the vessel at load-port, if instructions are not received office to be informed and vessel
should issue a letter of protest for the same.
9. Line Blowing: It is very important to clear the lines on completion of loading or whenever cargo is stopped,
even if the stoppage is for 5 minutes, when dealing with heating cargoes or when the ambient temperatures
are below the loading temperature of the cargo.
Carriage:
1. Temperature: Maintain voyage temperature 2-3 degrees above the melting point stated in the Shipping
document.
2. Recirculation: Certain vegetable oils have a tendency to cause sedimentation at the bottom, if not kept in
motion. During heating and regardless of whether the vessel has coils or deck heaters, vertical heat
convection will take place. But as the sediments are often rather compact a forceful horizontal movement is
very beneficial.
3. Tank pressure: Sloshing of cargo during carriage may lead to blockage of the tank openings leading to the IG
line and the PV Valves, thereby rendering the PV Valve and PV breaker useless, remote readings should be
checked twice daily when at sea.
4. Ballast: Except in case of emergency, ballasting tanks adjacent to the tanks where vegetable oils are being
carried is to be strictly avoided.
The Vegetable Oil – Precautions and good practices (Pre-Loading)
As the Vegetable oil volume carried in the fleet is steadily increasing it is important that we train the crew on-
board regarding the particular practices and procedures relating to the trade right from before the loading
operation commences to the time when the tanks are cleaned. The documents highlight the pre loading areas
of concern particular for this trade and the type of vessels that we have.
BEFORE LOADING:
a. Certificate of fitness : Check that the cargo is mentioned in the certificate of fitness
b. Coating compatibility: Even if the cargo is mentioned in the COF, it may not be suitable for carriage on the
vessel due to its incompatibility with the cargo tank coating. Photo 1 shows the cargo tank of a vessel where
PFAD (Palm fatty acid distillate) was mentioned in the COF however the coating resistant list clearly stated that
this cargo cannot be carried, however this was overlooked by the vessel. The concern with this specific cargo is
the free fatty acid content which is as high as 85%; normal epoxy coatings can take a maximum of 5-6% free
fatty acid content only.
The entire top coat has been

dissolved by the high FFA
content of the PFAD.
(Photo 1)
c. Last 3 Cargoes: Vessel’s must confirm that the last cargo carried in the tanks is not on the FOSFA banned list,
few cargoes cannot be in the last three cargoes as well, the FOSFA and NIOP lists should be checked
d. Decanting Line: The cargo can be accidentally transferred from one slop tank to another, due to inadequate
checks and improper operation of the manual hydraulic valves on the decanting line. Training for all crew
regarding the operation of the valves should be carried out and valve status to be confirmed prior every
operation involving the tanks.
Manual Hydraulic
Valve on deck –
Check status
Drain Plug
Double valve
segregation
e. Stowage Plan : The nature of the vegetable oils varies a great deal from one grade to another and the
source for the oil, while making a stowage plan below should also be taken into account
1. Melting point: High melting point cargoes like PFAD / Palm Stearin, as far as practicable, should be stored in
the tanks around the amidships involving shortest length of pipeline, this stow will also assist in maintaining
the cargo temperature.
2. Port rotation / Ballast : As far as safe and practicable, ballast should be avoided till the tank is squeezed and
during tank cleaning, especially in the winter when it will make it impossible to squeeze or clean tanks with
high melting point cargo if you have ballast on the side of the particular tank. Important point to note here
is that the stowage should be planned taking into consideration the various stages of loading/ discharging ,
vessel should not reach a stage where all tanks are at stripping level and no ballast also (It may sound stupid
but it has happened in the past). Ballast tanks adjacent to the tank/ set of tanks planned for squeezing/
tank cleaning should only be de-ballasted, vessel can consider taking ballast to a height just below the tank
top (about 25-30 cm below the tank top) if the stress/stability condition require so.
3. Pigging : Line pigging is common operation in the trade, the line content should be taken into consideration
when planning the stowage and should be taken in written from the loading master in the pre arrival meeting.
Where stowage allows the pig should be taken into tank/tanks which are least filled in %volume. If all tanks
are going to be filled to 98% after the pigging, office to be informed and precautions to be taken as per the
company’s chemical handling manual.
4. Adjacent heating requirements for each individual grade.
f. Cleaning standards: Always enquire from the charterer’s regarding the cleaning standards required for
the cargo tanks; normally it would be water white with special attention to odour.
g. Kosher Cargo: If the cargo is Kosher (conforming to strict Jewish laws on purity and quality) special
cleaning may be required, vessel operator must be asked for the shipper’s cleaning requirements
whenever a kosher cargo is nominated for loading on the vessel and office to also be informed.
h. Load from top / load over top: Load over top or load from top should never be considered on the vessel
unless express written order has been received from the charterer. Loading over/from top can result in
excessive aeration which may in turn result in oxidation of certain vegetable oil grades resulting in
deterioration of quality.
Benzene
What is Benzene?
Benzene is highly toxic and extremely flammable. It is pale yellowish liquid with a characteristic odour.
The melting point of 8°C depends on exact composition of the cargo and heating coils may be required in
cold climate. Benzene is normally derived from reformed naphtha or naphtha cracking. Benzene is a solvent
and will attack clothing and rubber. Inhalation of benzene vapour can be fatal; short term and long term
exposure to smaller concentrations is known to lead to cancer. Spillage of benzene could cause a cloud of
explosive vapour.
 Chemical Family: Aromatic Hydrocarbon mixtures.
 Density: 0.8765 @ 20 deg cel
 Vapor Pressure: 75mmHg @ 20°C
 Boiling Point: 80.1°C
 Melting Point: 5.5°C
 Flash Point: -11°C
 Carriage of benzene or mixtures having more then 10% of benzene must be under special rules. IBC also
states that the cargo’s melting point should be indicated on shipping documents.
 Before loading benzene, it is essential that all operational, pollution prevention and safety regulations are
being correctly addressed. Prior loading, the shipper should provide a MSDS for cargoes containing benzene.
 The crew should be made aware of this special work situation concerning the operation with liquids in bulk
containing benzene that this cargo is a risk to their health. Pls. refer also to the tenets of the MSC 1095
circular regarding the carriage and handling of benzene.
 Adequate number of toxic gas detection should be available on board.
Benzene is a flammable liquid and is a known carcinogen. The danger of serious damage to health by
prolonged exposure through inhalation, in contact with skin and if swallowed. Slightly irritating to
respiratory system. Vapours may cause drowsiness and dizziness. Its Irritating to skin. Irritating to eyes.
It may cause lung damage if swallowed. Possibility of organ or organ system damage from prolonged
exposure; Blood-forming organs. Immune system may be caused heritable genetic damage. May cause
cancer. May cause leukaemia (AML - acute myelogenous leukaemia). Benzene is a static accumulator,
hence loading rate restrictions will apply in non inerted atmosphere.
Tank preparation
The ship’s cargo lines and tanks are to be presented clean (residual free), dry, odour free, and rust free,
with good gaskets prior loading. Heating coils / Deck heaters to be blanked on both Inlet and outlet side
of the steam lines.
Check Charterer instructions for tank preparation, Benzene may require heating is very cold conditions
as it freezes at 5~6 Deg. C.
Prior Loading
 Obtain MSDS.
 Upon receipt of the voyage orders, the master must ensure complete information of the product is available
to all relevant crew members. Attention is to be paid to any specific requirements such as tank environmental
control and protection of personnel. Any requirements for voyage requisites such as toxic gas detector tubes,
protective equipment shall be communicated to the head office.
 The toxic information of cargo including methods of detection, TLV-TWA, Odour threshold, personal
protection equipment, action in the event of spill, effect of liquid on skin and ingestion should be discussed
with all personnel on onboard.

 Integrity of the relevant tanks, lines, valves, access hatches, butterworth pockets, high level alarms, overfill
alarms and other peripherals are to be checked prior arrival at the load port.
 All hose/pipe connections must be soap tested with compressed air/ nitrogen before commencing any
operations to ensure connections are tight. All joints must be of PTFE and all leaks rectified before
commencing cargo operations.
During Loading
 Only closed sampling procedures are permitted.
 Venting of cargo vapours is prohibited except through vapour return line to shore.
 Warning signs to be posted at vessel's access point and on deck movement shall be restricted to essential
cargo personnel only.
 Information regarding Toxic properties should be available for all visitors.
After Loading
 Upon completion of loading, all lines to be blown clear using air/ nitrogen.
 All cargo samples are to be stored in sample locker and not to be removed without prior permission from
the Chief Officer.
 Personnel Protective Equipment including chemical protective suits are to be thoroughly washed, aired, and
stored in safe area. SCBA empty bottles must be recharged.
During Discharge
 Only closed sampling procedures are permitted.
 Warning signs to be posted at vessel's access point and on deck movement shall be restricted to essential
cargo personnel only.
 Information regarding Toxic properties should be available for all visitors.
 Personnel Protective Equipment including chemical suits are to be thoroughly washed, aired and stored in
safe area. SCBA empty bottles must be recharged.

 Upon completion of discharging, all lines to be blown clear using air/nitrogen. Hoses used for cargo transfer
if any are to be thoroughly flushed with fresh water, blown dry and stored in place.
 Personnel Protective Equipment including chemical suits are to be thoroughly washed, aired and stored in
safe area. SCBA empty bottles must be recharged
 Temperature is the critical factor in washing out tanks which have contained benzene. Large volumes of
water are the best method of cleaning.
 Start Cleaning with amb SW.
 Increase the temperature to 40-60 deg cel.
 Fresh water rinse and further cleaning as required by operator.
 Check tank atmosphere with Toxic gas detection tubes prior making tank entry.
Note: Please refer CHM – Chemicals section 3.17 & chapter 7 for Generic guidelines on carriage.
CARADOL
What is Caradol?
Polyether polyols are polymerised products produced by the catalysed addition of monomers of
propylene oxide (PO) and/or ethylene oxide (EO) to an initiator/starter. Typical starters are glycerine,
mono-propylene glycol, sucrose, sorbitol, water, and amines. They are organic materials with two or
more alcohol (hydroxyl) groups (OH) at the end of the polyether chains. Polyols of varying molecular
weight, functionality, viscosity, and reactivity can be produced. They are liquid under room
temperature, sometimes with micro-meter polymer particles present in suspension.
 Chemical Family: Alcohols and Glycols
 Density: 1.018Kg/L @ 20 °C
 Dynamic Viscosity: 500~6000 (mPa.S) @ 20°C
 Vapor Pressure: 52.5 mmHg @ 50 °C
 Boiling Point: >200 °C
 Flash Point: > 140 °C
 CARADOLS are shipped in many blends and each time the cargo is carried the grade should be assessed for
special requirements. For example, Caradol SC grades have Acrylonitrile blends and excessive heat may
release the acrylonitrile making the tank atmosphere extremely toxic.
 CARADOLS are high viscosity cargo and a IBC shipping document should be obtained from shipper mentioning
temperature at which viscosity will be <50mpas.
 Vessel may be required to carry out prewash at discharge port as the temperature at which viscosity is less
than 50 mPa.S is above 65 °C.
 Certain grades of Caradol are polymerizing products but require initiators/starters for polymerizing.
 The polymerization process is usually exothermic.
 Nitrogen blanket of up to 5% O2 may required
CARADOL polyols are not classified for physical hazards. They are not flammable, but will burn. They are
not classified for health or environmental effects according to GHS criteria and can generally be
considered as low hazard products. For eye contact May cause slight, temporary eye irritation. Corneal
injury is unlikely. For Acrylonitrile blends, antidotes and draeger tubes for Acrylonitrile are to be ordered
and placed on board prior loading of the cargo.
Tank preparation
The ship’s cargo lines and tanks are to be presented clean (residual free), dry, odour free, and rust free,
with good gaskets prior loading. Heating coils / Deck heaters to be checked and pressure tested.
Check Charterer instructions for tank preparation. Caradols require wall wash depending on last cargo,
Specs to be confirmed from operator.
Prior Loading
 Obtain MSDS.
 Heating Coils should be blown and leak test to be carried out as per company’s procedures. The After Loading
 IBC product requires heating during voyage and discharge.
 During preparation of stowage plan, max adjacent heat restriction of about 50 °C should be kept in mind.
(Obtain Max adjacent heat restriction from charterers prior loading)
 Keep necessary connections and flanges ready for nitrogen blanketing.
During Loading
 Start loading as per agreed procedure in pre-cargo transfer agreement.
 Monitor Loading rate and cargo temperature during loading.
 shipping document mentioning viscosity should be obtained from the shippers.
 After Loading all lines, common lines, are to be blown through.
 Nitrogen blanketing is to be done below 5% O2, if it was not carried out prior commencement of loading.
 Obtain clear heating instructions from charterers.
During Transit
 Cargo temperature is to be maintained as per heating instructions from charterers.
 Nitrogen blanket is to be maintained during transit as required by charterers.
 Cargo tanks should be sealed and positive pressure maintained to ensure there is no unintended leakage.
 Daily temperature and oxygen log to be sent to office (Ops 15)
During Discharge
 Start discharge as agreed in pre-cargo transfer meeting.
 Cargo discharge temperature to be maintained as per discharge orders.
 Nitrogen plant to be ready to run to maintain Blanket as per terminal/Charterers requirements.
 Preparation of prewash should be done as per P&A manual.

Caradol may be category “Y” or category X cargo depending on the grade being carried and depending
on the discharge temperature, should be pre-washed in accordance with MARPOL requirements (High
Viscosity Substances – Category Y).
 After prewash, when preparing for High Purity cargo’s, recirculation cleaning with high flash point solvent
like Butylglycolether or base oils may be required. (see section and flow chart in CHM-C section 4.3.1.)
 Tanks are to be properly gas freed prior tank entry as the cargo is carried under Nitrogen Blanket.
Note : Please refer CHM-Chemicals chapter 7 for Generic guidelines on high viscosity cargoes.
ACRYLONITRILE
What is Acrylonitrile?
ACRYLONITRILE is a high value and require sophisticated handling for safety, health, and loss prevention reasons.
Acrylonitrile does not occur naturally. It is a colourless, flammable liquid with a characteristic odour, Vapour mixes
readily with air forming an explosive mixture. Reacts violently with strong oxidants. Attacks copper and its alloys.
Highly poisonous.
Used as monomer for acrylic and modacrylic fibers and high strength whiskers; ABS and Acrylonitrile styrene
copolymers; Nitrile rubber; Cynoethylation of cotton; synthetic soil blocks (Acrylonitrile polymerized in wood pulp);
organic synthesis; grain fumigant; monomer for a semi-conductive polymer that can be used like inorganic oxide
catalysts in dehydrogenation of tert-Butyl alcohol to Isobutylene and water. This compound is a major chemical
intermediate used in creating products such as pharmaceuticals, antioxidants, and dyes, as well as in organic
synthesis. Acrylonitrile is also used in business machines, luggage, construction material, and manufacturing of
styrene-acrylonitrile (SAN) plastics for automotive, household goods, and packaging material. Adiponitrile is used to
make nylon, dyes, drugs, and pesticides.
 Chemical Family: Substituted Allyls
 Density: 0.8080 g/mL @ 20 deg cel
 Dynamic Viscosity: 0.34.0 (mPas) @ 20°C
 Vapor Pressure: 86 mmHG @ 20 Deg cel.
 Boiling Point: 77.3 °C
 Melting Point: -83.6 °C
 Flash Point: -1 °C
 When heated may evolve toxic cyanide gas or explode.

 Acrylonitrile is extremely dangerous when it comes in contact and results can be fatal.
 Inhibitor - MEHQ. As long as the oxygen content in the blanket is kept at minimum 2-3% the nitrogen
blanket will not affect the inhibitor's lifespan. Ensure to obtain inhibitor certificate onboard prior
loading.
 Warning signs to be posted at vessel's access point and on deck movement shall be restricted to
essential cargo personnel only.
 Terminal reporting requirements and procedures must be discussed and displayed at relevant
locations prior commencing transfer operation.
 Any requirements for voyage requisites such as toxic gas detector tubes, antidotes (Cyanide Antidote
Kit) shall be communicated to the head office immediately upon receiving voyage orders.
 Do Not Load ACRYLONITRILE and CAUSTIC SODA SOLUTION in Adjacent Tanks.
 Pre-cargo conference- At least 24 hrs prior arrival in port and recorded in the pre-cargo conference
meeting form.
 Prior loading ship should be equipped with a Cyanide Poison Antidote Kit also known as a Lilly Kit.
 Never stow adjacent to heated cargoes or steam or hot wash adjacent tanks.
 Pre-arrival checks/tests - Applicable for Flammable, Toxic, Polymerizing products (CHM-Chem Ch.7).
 Acrylonitrile Hose/pipe connections should be marked and must be tested with high pressure
nitrogen and soap water to check integrity. Only Teflon (PTFE) gasket is allowed for every joint.
Acrylonitrile is a highly toxic/poisonous compound, an irritant to the eyes and skin, suspected carcinogen.
Acrylonitrile is extremely dangerous when it comes in contact and results can be fatal. Toxic if inhaled. May
cause respiratory irritation. Exposure to decomposition products may cause a health hazard. Serious effects
may be delayed following exposure.
Anyone who can smell this product is over-exposed to it.

In case of eye contact, causes serious eye damage.
Toxic in contact with skin. Causes skin irritation. May cause an allergic skin reaction. Toxic if swallowed. May
cause Ingestion, burns to mouth, throat and stomach.
The lack of care and attention against the handling of Acrylonitrile may be involved in accidents which can be
damaged to crew, cargo.
In case of Exposure to the Acrylonitrile

 Evacuation
 Cardiopulmonary Resuscitation (Mouth to Mouth Resuscitation is prohibited).
 Oxygen/CPR, Decontamination
 Administer Antidote
 A crew member complaining exposure should not be left unattended.
Exposure Symptoms + Administering Antidote:

 Cyanide Poisoning Kit contains Amyl Nitrile, Sodium Nitrile and Sodium Thiosulfate (HCN- Hydrogen
Cyanide in case of Acetonitrile)
 Master should administer anti-dote only if confirmed exposure to Acrylonitrile has taken place.
 Exposure Symptoms includes: Irregular heartbeats, slow gasping breathing, Initial rise in blood
pressure followed by decrease, Brick red skin color followed by Cyanosis, Absent pulse, fluid filled
lungs and protruding eyeballs
 Signs of Overexposure: Nausea, Vomiting, Headache, dizziness, eye and skin irritation, Anxiety,
Suffocation feeling, Drooling, Numbness, Palpitations or Disorientation etc.
Tank preparation
good gaskets prior loading. Check Charterer instructions for tank preparation. Usually water white standard is
required.
Sampling Procedure:
Manifold sampling is prohibited except where vessel is provided with DOPAK sampler or similar closed
sampling arrangement. For tank sampling, refer to the relevant tanker operation circular.
PPE Requirements:
Non-Critical Phases of cargo operations – PPE level B (Chemical suit with integrated gloves, Chemical resistant
goggles, chemical resistant boots, Safety Helmet, and personal gas detector)
Critical Phases of cargo operations – PPE level C (Gas tight suit with respiratory equipment, Safety Helmet, and
personal gas detector)
Refer Company’s PPE Poster for further details.
Prior Loading:
 Obtain MSDS
 Particulars of the cargo to be obtained as early as possible preferably 10-15 days prior loading.
 Any requirements for voyage requisites such as toxic gas detector tubes, antidotes (Cyanide Antidote
Kit) shall be communicated to the head office immediately upon receiving voyage orders.
 Vessel should be equipped with a Cyanide Poison Antidote Kit also known as a Lilly Kit.
 Warning signs to be posted at vessel's access point and on deck movement shall be restricted to
essential cargo personnel only.
 Terminal reporting requirements and procedures must be discussed and displayed at relevant
locations prior commencing transfer operation.
 Area near the Manifold and P/V stacks must be barricaded with hazard warning tape.
 As far as practicable restrict loading into tanks near the manifold area.
 Vapour tightness check for each loading tank to be carried out.
 A flag must be secured above the manifold as a wind indicator.

 At least 72 hrs prior arrival load port Acrylonitrile handling and contingency drill should be carried
out.
 Acrylonitrile best practices training to be done for all personnel (Refer Company Power point
presentation in Safety Circulars.
During: Transfer:
 All relevant crew members must be made aware of the hazards and characteristics of the cargo.
 All relevant crew members must wear required PPE for the cargo, PPE Level during transfer to be as
agreed in Cargo Operation Plan' during cargo transfer operation.
 Vessel should ensure that sufficient Nitrogen bottles are available onboard for the voyage.
 All hose/pipe connections must be tested with high pressure nitrogen before commencing any
operation to ensure connections are tight. Only Teflon gasket is allowed for every joint.
 Vapor Tightness test shall be carried out to ensure tank integrity.
 Only closed sampling procedures are permitted. Vapour return line shall be used during cargo
transfer.
 Ensure cargo tanks are padded with Nitrogen upon completion of the loading.
 During cargo transfer operation, monitor tank pressure closely to avoid PV valve opening or tanks
getting under/over pressurized
 Personnel Protective Equipment including chemical protective suits are to be thoroughly washed,
aired and stored in safe area. SCBA empty bottles must be recharged.
During Voyage:
Follow charterer's instructions' closely. Ensure cargo temperatures, Oxygen content and tank pressure are
checked on daily basis. Nitrogen padding to be carried out as required.
Tank Cleaning:
Acrylonitrile is an inhibited cargo and is not soluble or only partially soluble in water. Inhibited cargoes may
polymerise at high temperatures, so it is extremely important that the first washing is carried out in cold water.
If warm / hot water washing is required, make sure there are no previous cargo residues inside the tank at the
start of the hot washing. Inhibited cargoes tend to adversely affect potassium permanganate time tests (PPT)
for future cargoes, even after loading several other cargoes. To increase PPT the use of an oxidizer such as
caustic solution, Bleach, Bleach Substitute or potassium permanganate solution may be required. Ballasting
the cargo tank with seawater for 24 hours has also been effective in improving PTT. Be careful using bleach in
Stainless Steel tanks, if bleach is left in tank or lines for a long period of time severe pitting and damage can
occur.
Removal of Acrylonitrile from Drip Trays:
Any product that may enter drip trays when disconnecting the cargo hoses must be transferred to a slop tank
or a toxic waste container by safe methods. Personnel must wear rubber gloves, face shield, plastic coated
clothing and wear self-contained breathing apparatus. Small spills may be flushed away with water.
Note: Refer section 3.1.2, 3.1.3 & Chapter 7 of the CHM – Chemicals for generic guidelines on Toxic and
flammable.

CHMC - Appendix 3 - Special Cargoes

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CARGO HANDLING MANUAL CHEMICALS Document Number : CHMC/03

APPENDIX – 3 : SPECIAL CARGOES Section Revision Number 02

Caustic Soda solution

What is Caustic soda solution?

Health & Safety considerations

After Discharge & during tank cleaning

Note: Refer section 7.7 of the CHM – Chemicals.

GUIDELINES FOR CARRIAGE OF HYDROCRACKER BOTTOM (HCB):

TANK CLEANING PRECAUTIONS:

Carriage of Mono Ethylene Glycol (Fiber Grade)

 Chemical Family: Alcohols and Glycols

Properties and their effect during carriage:

Health & Safety considerations

e. Tests and checks

f. Crew familiarization and training

During Loading/ Discharging:

After Discharge & during tank cleaning

What is Styrene Monomer?

Health & Safety considerations

After Discharge & during tank cleaning

Clogged lines as a result of inadequate

b. Line content during pigging will be taken in to which tank/s?

The Vegetable Oil – Precautions and good practices (Pre-Loading)

The entire top coat has been

Health & Safety considerations

with all personnel on onboard.

After Discharge & during tank cleaning

Health & Safety considerations

After Discharge & during tank cleaning

 When heated may evolve toxic cyanide gas or explode.

Health & Safety considerations

Anyone who can smell this product is over-exposed to it.

In case of Exposure to the Acrylonitrile

Exposure Symptoms + Administering Antidote:

 A flag must be secured above the manifold as a wind indicator.

Removal of Acrylonitrile from Drip Trays:

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