Oil / Chemical Tanker Instruction Manual: Controlled Copy #03

OIL / CHEMICAL TANKER
INSTRUCTION MANUAL
CONTROLLED COPY #03
Unauthorized Copies Are Strictly Prohibited
This document becomes uncontrolled when printed and/or removed from the ASM Safety
Management System – PAL.
Page 1 of 2
OIL / CHEMICAL TANKER Revision Date: 05.02.2021
INSTRUCTION MANUAL Revision Status: 5.00
Authorized By: QHSE Manager
AMENDMENT
Chapter Description Of Change Revisio Revision Authorized
n Status By
Date
All Newly established 31.08.2019 0.00 QHSE Manager
1.1 Various additions to the definitions 27.09.2019 1.00 QHSE Manager
1.2 Various corrections to the abbreviations 27.09.2019 1.00 QHSE Manager
Publications required to be carried onboard are
1.5 27.09.2019 1.00 QHSE Manager
listed in form BQ-08
1. Various amendments to the responsibilities
2.0 2. Clear description of independent line up 27.09.2019 1.00 QHSE Manager
checks
Reference made to the ‘‘Recommendation on
Training and Qualifications of Officers and
3.1 Crew of Ships Carrying Hazardous or Noxious 27.09.2019 1.00 QHSE Manager
Chemicals in Bulk, Annex of IMO Resolution
A286 ( VIII )”
Amendment to 3.2.2 Chemical Hazards –
3.2 27.09.2019 1.00 QHSE Manager
Flammability
Deleted ‘Auto Ignition Temperature’ & ‘Electro
3.3 27.09.2019 1.00 QHSE Manager
Static Charge Generation’
4.1 Guideline for cargo planning were updated 27.09.2019 1.00 QHSE Manager
4.2 Entire chapter was revised 27.09.2019 1.00 QHSE Manager
5.0 Various amendments to Safe Loading Practices 27.09.2019 1.00 QHSE Manager
1. Amendments to 6.1.1 and 6.1.2
6.1 2. 6.1.9 introduced ‘Over the Tide Cargo 27.09.2019 1.00 QHSE Manager
Operations’
Amendments to 6.2, 6.2.4, 6.2.10.4, 6.2.13,
6.2 27.09.2019 1.00 QHSE Manager
6.2.17, 6.2.22.1, 6.2.23
6.3 Entire chapter was revised 27.09.2019 1.00 QHSE Manager
1. Amendments to 6.4.5, 6.4.6, 6.4.9, 6.4.10
6.4 2. 6.4.14 introduced ‘Managing Simultaneous 27.09.2019 1.00 QHSE Manager
Operations’
Added to 6.5.7 The associated manifold
lines/hoses/loading arms must be blown through
6.5 27.09.2019 1.00 QHSE Manager
upon completion of loading operations to clear
out any cargo residues
6.6.3 – Density is measured is measured by
6.6 means of an aerometer, hydrometer or 27.09.2019 1.00 QHSE Manager
pycnometer
Introduced 6.8.12 ‘Master’s Authority’ & 6.8.13
6.10 27.09.2019 1.00 QHSE Manager
‘Suspension of STS Operation’
6.3 6.3.3.8 – Low temperature cargoes
6.3.15 – The alarm settings for the pressure
01.01.2020 2.00 QHSE Manager
sensors shall not be changed without the Chie
Officer’s permission
6.10 Added STS daylight / visibility restrictions 01.01.2020 2.00 QHSE Manager
6.13 Revised cargo leakage into double hull tanks 01.01.2020 1.00 QHSE Manager
Updated gas detector alarm limits as per new
9.4 10.06.2020 1.00 QHSE Manager
regulations / recommendations
2.0 Amendment to 2.1 30.11.2020 2.00 QHSE Manager
4.2 4.2.13 – Added ref. to 6.3.3.6 30.11.2020 2.00 QHSE Manager
4.3 Amendments to 4.3.6, 4.3.7, 4.3.8, 4.3.9 30.11.2020 1.00 QHSE Manager
Page 2 of 2
INSTRUCTION MANUAL Revision Status: 5.00
5.0 Added 5.1.4 (Topping off procedures). 5.1.5 30.11.2020 2.00 QHSE Manager
amended
6.2 6.2.16 – Entry into any space that has not been 30.11.2020 2.00 QHSE Manager
proved safe for entry is strictly prohibited.
Added 6.2.28 – Supervision of third party
personnel
6.3 Added 6.3.9.2.1 (Manifold connection – 30.11.2020 3.00 QHSE Manager
operational precautions & 6.3.21 (Emergency
discharge arrangement).
Various amendments throughout the chapter
6.4 6.4.3.2 – Added specific instructions for float 30.11.2020 2.00 QHSE Manager
tank level gauges (when applicable).
6.4.9.1 – Tank level monitoring and
contingencies in case of cargo level alarm
activation.
New chapters 6.4.15 – 6.4.19
6.5 Amendments to 6.5.1, 6.5.8, 6.5.10 30.11.2020 2.00 QHSE Manager
6.7 Various amendments throughout the chapter. 30.11.2020 1.00 QHSE Manager
Added 6.7.29.10 (Oxygen dependent Inhibitors)
6.9 Various amendments throughout the chapter 30.11.2020 1.00 QHSE Manager
6.10 Amendments to 6.3.10. 30.11.2020 3.00 QHSE Manager
Added 6.10.9.1 (electrical isolation)
9.0 Amendments to 9.2, 9.3. 30.11.2020 2.00 QHSE Manager

Added 9.4 Guidelines for atmospheric
measuring equipment’s, their testing &
maintenance.
Rest paragraphs re-numbered.
10.0 In addition to the guidelines set in this chapter, 30.11.2020 1.00 QHSE Manager
every vessel is required to comply with the
instructions and procedures laid own in the
shipboard BWMP
6.6 Complete change in samples disposal policy to 05.02.2021 2.00 QHSE Manager
allow vessel to dispose samples [other than toxic
or requiring prewash] during tank cleaning and
Annex I samples to be disposed into slops.
6.7 Properties and carriage instructions for Polyol 05.02.2021 2.00 QHSE Manager
added.
Updated procedures for phenol handling during
the voyage
ALL AMENDMENTS THROUGHOUT THE OIL/CHEMICAL TANKER INSTRUCTION MANUAL RELEVANT TO THE LAST REVISION DATE STATED
ON THE CHAPTER WILL BE IN BLUE FONTS.
Revision Status: 5.00
Revision Date: 05.02.2021
OIL / CHEMICAL TANKER Page: 1 of 2
INSTRUCTION MANUAL Authorized by: QHSE Manager
INDEX
Revision Revision
No Date
INDEX 4 30.11.2020
1.0 GENERAL
1.1 Definitions 1 27.09.2019
1.2 Abbreviations 1 27.09.2019
1.3 Chemical Tanker Cargoes 0 31.08.2019
1.4 Departure from These Procedures 0 31.08.2019
1.5 Reference Publications 1 27.09.2019
2.0 RESPONSIBILITIES
2.1 General 2 30.11.2020
2.2 Operation List of Person in Charge 2 30.11.2020
3.0 FUNDAMENTAL CARGO INFORMATION

3.1 Fundamental Knowledge 1 27.09.2019
3.2 Chemical Hazards and Explanation of the Terms Used in the Data Sheet 1 27.09.2019
3.3 Elementary Physics 1 27.09.2019
3.4 Elementary Chemistry 0 31.08.2019
3.5 Fundamental Material Terms Used on Board 0 31.08.2019
4.0 CARGO OPERATION PLANING

4.1 Guidelines for Determining the Cargo Loading 1 27.09.2019
4.2 Planning Cargo Stowage 2 30.11.2020
4.3 Method of Separation Loading 1 30.11.2020
5.0 SAFE LOADING PRACTICES

5.1 Overflow Prevention System for Cargo Tanks 2 30.11.2020
6.0 CARGO AND BALLAST HANDLING

6.1 Exchange of Information and Prior Arrangement 1 27.09.2019
6.2 General Precautions 2 30.11.2020
6.3 Precautions Before Loading / Unloading and Heating of Cargo 3 30.11.2020
6.4 General Cargo Handling During Loading / Unloading 2 30.11.2020
6.5 General Operations After Completion of Loading / Unloading 2 30.11.2020
6.6 Testing of Tanks and Cargoes 2 05.02.2021
6.7 Precautions for Each Cargo 2 05.02.2021
6.8 Cargoes Requiring Special Treatment 0 31.08.2019
6.9 Tank Cleaning and Gas Freeing 1 30.11.2020
6.10 Ship to Ship Transfer 3 30.11.2020
6.11 Emergency Shut Down Procedures for Cargo Pumping System 0 31.08.2019
6.12 Hydrocarbon and Toxic Gas Monitoring 0 31.08.2019
6.13 Leakage Into Void And Ballast Spaces 1 01.01.2020
INSTRUCTION MANUAL Authorized by: QHSE Manager
6.14 Cargo Cooling 0 31.08.2019

6.15 Turbine Operation 0 31.08.2019
6.16 Cargo Dispute Procedures 0 31.08.2019
7.0 SAFETY / EMERGENCY PRECAUTIONS

7.1 General 0 31.08.2019
7.2 Emergencies 0 31.08.2019
8.0 SAFETY PRACTICES ON BOARD
8.1 Static Electric, Cargoes which Contain Static Electric and Precautions 0 31.08.2019
8.2 General Work Precautions 0 31.08.2019
9.0 GAS DEDECTION EQUIPMENT

9.1 General 2 30.11.2020
9.2 Minimum Required Gas Detection Equipment On Board 2 30.11.2020
9.3 Fixed Gas Detection System 2 30.11.2020
9.4 Alarm Limits 2 30.11.2020
9.5 Oxygen Analyzers 2 30.11.2020
9.6 Explosimeters 2 30.11.2020
9.7 Tankscope 2 30.11.2020
9.8 Toxic Gas Detectors 2 30.11.2020
9.9 Combined Function Meter 2 30.11.2020
9.10 Personal Monitoring Meter 2 30.11.2020
9.11 Sample Lines 2 30.11.2020
10.0 BALLAST OPERATIONS
10.1 Ballasting of Cargo Tanks 1 30.11.2020

10.2 Ballasting and De-Ballasting of Segregated Ballast Tanks 1 30.11.2020
10.3 Ballast Water Exchange at Sea 1 30.11.2020
10.4 Heavy Weather Ballast Procedures 1 30.11.2020
10.5 Ballast Operations in Sub-Zero Temperatures 1 30.11.2020
INSTRUCTION MANUAL Authorized By: QHSE Manager
1. GENERAL
1.1 DEFINITIONS
Administration
Means the government of the state whose flag the ship is entitled to fly
ALARP
As low as reasonably practicable
Antistatic additive
A substance added to a petroleum product to raise its electrical conductivity to a safe level above 50 pico
Siemens/ 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
department or classification society. The authority should have certified the equipment as safe for use in a
specified hazardous or dangerous area.
Acute Toxic Effect

The adverse effect on humans after oral or dermal exposure to single dose of a substance, or multiple doses given
within 24 hours, or an inhalation exposure of 4 hours. (Also see Chronic Toxic Effect).
Alcohol Resistant Foam (Alcohol-type foam)

A multi-purpose fire fighting foam effective against many water soluble cargoes. This is the most commonly used
type of fire fighting foam on chemical tankers.
Anaesthesia
A temporary loss of sensation or awareness over a limited part or whole of the body, which is induced by the effect
of anaesthetic substances or chemicals.
Anaesthetics
Chemicals which cause anaesthesia
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 may or may not have toxic properties, which when present in sufficient concentrations
excludes oxygen and leads to asphyxia.
Audit
A method of checking that procedures (as written down) are being followed, and that any amendments required
have been carried out to maintain a quality service.
Auto-ignition Temperature (Autogenously Ignition Temperature; Ignition Temperature)

The lowest temperature to which a solid, liquid or gas requires to be raised to cause self-sustaining combustion
without initiation by a spark or flame or other source of ignition (see also Flash Point).
Bonding
The connecting together of metal parts to ensure electrical continuity.
Boiling Liquid Expanding Vapour Explosion

An explosion typically resulting from a catastrophic failure of a vessel containing a liquid significantly above its
boiling point at normal atmospheric pressure
Boiling point
The temperature at which the vapour pressure of a liquid equals that of the atmosphere above its surface; this
temperatures varies with pressure.
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 data sheet. The low temperatures is that at which
components within the liquid start to boil.
Cargo area
The part of the ship which contains the whole cargo system and cargo pump rooms, and includes the full beam
deck area over the length of the ship above the cargo containment system. Where fitted, the cofferdams, ballast or
void spaces at the after end of the aftermost cargo space or at the forward end of the forward cargo space are
excluded from the cargo area.
Cargo handling
The loading, storing, discharging, circulating and transferring of bulk liquid cargo, and associated tank cleaning
and gas freeing.
Cathodic protection
The prevention of corrosion by electrochemical techniques. On tankers it may be applied either externally to the
hull or internally to the surfaces of tanks. At terminals, it is frequently applied to steel piles and fender panels.
Cavitation
Uneven flow caused by vapour pockets within a liquid.
Chemical Tanker
Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product
listed in chapter 17 of IBC Code.
Clingage
Oil remaining on the walls of a pipe or on the internal surfaces of tanks after the bulk of the oil has been
removed.
Catalyst
A substance that starts or changes the rate of a reaction without being itself chemically changed. A catalyst which
reduces the rate of a reaction is known as a negative catalyst.
Certificate of Fitness (COF)

A certificate issued by the flag administration confirming that the structure, equipment, fittings, arrangements and
materials used in the construction of a chemical tanker are in compliance with the relevant IMO Chemical Codes.
Such certification may be issued on behalf of the administration by approved classification societies.
Chemical Absorption Detector (Gas Absorption Detector)

An instrument used for the detection of vapours, which works on the principal of a reaction between a vapour and
a chemical agent in the apparatus; either the vapour discolours the agent or the agent dissolves some of the
vapour.
Chronic Toxic Effect

The cumulative effects on humans of prolonged exposures to low concentrations of a toxic compound or toxic
vapour, or of intermittent exposures to higher concentrations (see also Acute Toxic Effect).
Closed Gauging System (Closed ullaging)

A system in which the contents of a tank can be measured by means of a device which penetrates the tank, but
which is part of a closed system preventing the release of tank contents
Closed operation
Ballasting, loading or discharging operations carried out without resource to opening ullage and sighting ports.
During closed operations, ship will require the means to enable closed monitoring of tank contents, either by a
fixed gauging system or by using portable equipment passed through a vapour lock.
Cofferdam
The isolating space between two adjacent steel bulkheads or decks; it may be a void or ballast space.
Cold work
Work which cannot create a source of ignition
Combustible (also referred to as `Flammable')

Capable of being ignited and of burning. For the purposes of this guide the terms `combustible' and `flammable'
are synonymous.
Combustible gas indicator (also referred to as ‘Explosimeter’)

An instrument for measuring the composition of flammable gas/air mixtures, usually giving the result as a
percentage of the lower flammable limit (LFL). No single instrument is reliable for all combustible vapour.
Controlled Copy
A copy of the manual or procedures which will be issued for working to, and will be updated with all the
modifications, corrective actions and revisions of the procedure.
Corrective Action
Actions taken to correct non-compliances.
Corrosive Liquids
Liquids which can corrode normal constructional materials at an excessive rate. Usually they can also cause serious
damage to human tissues and eyes.
Dangerous area
An area on a tanker which for the purposes of the installation and use of electrical equipment is regarded as
dangerous.
Dangerous chemicals
Dangerous chemicals means any liquid chemicals designated as presenting a safety hazard, based on the safety
criteria for assigning products to chapter 17 of IBC Code.
Data Sheet (Cargo Information Sheet)

A document, in accordance with the IMO Codes and usually from the manufacturer of the cargo, that contains
necessary information about the properties of the chemical for it's safe carriage as cargo. (Also MSDS - Material
Safety Data Sheet)
Density
Mass per unit volume, measured in a vacuum
Dry chemical powder

A flame inhibiting powder used in fire fighting.
DTF
Document Transmittal Form
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.
Enclosed space
A space that has limited openings for entry and exit, unfavourable natural ventilation, and that is not designed for
continuous worker occupancy. This include cargo spaces, double bottoms, fuel tanks, ballast tanks, pump rooms,
and cofferdams, void spaces, duct keels, inter-barrier spaces, engine crankcases and sewage tanks.
Endothermic
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.
Exothermic
A process, which is accompanied by evaluation of heat
Explosimeter
See `Combustible gas indicator'.
Explosion-proof (`Flame-proof')
Electrical equipment is defined and certified as explosion- (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.
Explosive range
See `Flammable range'.
Filling limit (or ratio)

That volume of a tank, expressed as a percentage of the total volume, which can be safely filled by liquid when
allowing for the possible expansion of the liquid.
Flame arrester
A permeable matrix of metal, ceramic or other heat resisting materials which can cool a deflagration flame, and
any following combustion products, below the temperature required for the ignition of the flammable gas on the
other side of the arrester.
Flame-proof
See ‘Explosion-proof’
Flame (or Gauze) screen

A portable or fitted device incorporating one or more corrosion resistant wire woven fabrics of very small mesh
which is 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 flame arrester)
Flammable (also referred to as `Combustible')

Capable of being ignited and of burning. For the purposes of this guide the terms `flammable' and `combustible'
are synonymous.
Flammable Limits (Explosive Limits)

The minimum and maximum concentrations of vapour in air which form flammable (explosive) mixtures are known
as the lower flammable limit (LFL) and upper flammable limit (UFL) respectively. These terms are synonymous with
lower explosive limit (LEL) and upper explosive limit (UEL) respectively.
Flammable range (also referred to as `Explosive range')

The range of hydrocarbon gas concentrations in air between the lower and upper flammable (explosive) 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 that is approved by a competent authority for use in a
flammable atmosphere.
Flashpoint
The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas mixture near the surface
of the liquid. It is measured in a laboratory in standard apparatus using a prescribed procedure.
Flow rate
The linear velocity of flow of liquid in a pipeline, usually measured in metres per second (m/s). The determination
of the flow rates at locations within cargo pipeline systems is essential when handling static accumulator cargoes.
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 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.
Froth
See `Foam'.
Freezing point
The temperature 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.
Gas detector
An instrument which alerts someone to the presence of gas, especially in spaces where gas is not normally
expected.
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 freeing
Gas freeing means the process where a portable or fixed ventilation system is used to introduce fresh air into a
tank in order to reduce the concentration of hazardous gases or vapours to a level safe for tank entry.
Gas free certificate

A certificate issued by an authorized responsible person confirming that, at the time of testing, a tank,
compartment or container was gas free for a specific purpose.
Grounding
See `Earthing'.
Hazardous area
An area on shore which for the purposes of the installation and use of electrical equipment is regarded as
dangerous. Such hazardous areas are graded into hazardous zones depending upon the probability of the
presence of a flammable gas mixture.
Hazardous task
A task other than Hot Work which presents a hazard to the ship, terminal or personnel, the performance of which
needs to be controlled by a risk assessment process such as a Permit to Work system or a controlled procedure.
Hazardous zone
See 'Hazardous area'.
Hot work
Work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas
mixture. This includes any work requiring the use of welding, burning or soldering equipment, blow torches, some
power driven tools, portable electrical equipment which is not intrinsically safe or contained within an approved
explosion-proof housing, and 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.
Hydrocarbon gas
A gas composed entirely of hydrocarbons.
Incendive Spark
A spark of sufficient temperature and energy to ignite a flammable atmosphere.
IBC Code
The International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk. The IBC Code contains the IMO regulations that govern the design, construction, and outfitting
Of new built or converted chemical tankers.
lnert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8 per cent or
less by volume by the addition of inert gas.
lnert gas
A gas or a mixture of gases, such as flue gas or nitrogen, containing insufficient oxygen to support the combustion
of hydrocarbons.
Inert gas plant

All equipment fitted to supply, cool, clean, pressurise, monitor and control the delivery of inert gas to the cargo
tank systems.
Inert gas plant

All equipment fitted to supply, cool, clean, pressurize, monitor and control the delivery of inert gas to the cargo
tank systems.
Inert gas system (IGS)

An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to
the machinery spaces, fixed and portable measuring instruments and control devices.
lnerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Inhibited Cargo
A cargo which contains an inhibitor.
Inhibitor
A substance used to prevent or retard cargo deterioration or a potentially hazardous chemical self-reaction, eg.,
polymerisation
lnsulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical continuity between
pipelines, hose strings or loading arms.
Interface detector
An electrical instrument for detecting the boundary between oil and water
lntrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced normally (i.e., by
breaking or closing the circuit) or accidentally (e.g. by short circuit or earth fault) is incapable, under prescribed test
conditions, of igniting a prescribed gas mixture.
Line Design Break Force – (LDBF)

This is the minimum force that a new, dry, spliced mooring line will break at when tested according to appendix B.
This is for all mooring line and tail materials except those manufactured from nylon which is tested wet and
spliced. This value is declared by the manufacturer on each line’s mooring line certificate (see appendix B) and is
stated on a manufacturer’s line data sheet. As outlined in appendix B, when selecting lines, the LDBF of a line
shall be 100-105% of the ship design MBL.
Loading over the top (also referred to as ‘Loading overall’)

The loading of cargo or ballast through an open-ended pipe or by means of an open-ended hose entering a tank
through a hatch or other deck opening, resulting in the free fall of liquid.
Lower flammable limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient hydrocarbon to support and
propagate combustion. Sometimes referred to as lower explosive limit (LEL).
MAK Values (Maximale Arbeitsplatz-Konzentration)

Maximum Workplace Concentration or MAK values are daily eight hour time weighted average allowable values
for exposure to chemicals in the workplace applicable to healthy adults.
Material Safety Data Sheet (MSDS)

See ‘Data Sheet’.
Miscibility
The ability of a liquid or gas to dissolve uniformly in another liquid or gas. Gases mix in all proportions but the
miscibility of liquids depends upon their chemical properties. Similar chemicals mix in all proportions (e.g. alcohol
and water) but others are only partly miscible (e.g. benzene and water). Many gases are miscible with liquids.
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.
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.
Non-volatile petroleum
Petroleum having a flash point of 60oC or above as determined by the closed cup method of test.
Noxious Liquid Substances

Noxious Liquid Substance means any substance indicated in the Pollution Category column of chapters 17 or 18
of the IBC Code, or the current MEPC.2/Circular or provisionally assessed under the provisions of regulation 6.3 of
MARPOL Annex II as falling into categories X, Y or Z.
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.
OEL
Occupational Exposure limits (OELs) are intended to help to control exposure to dangerous substances in the
workplace, by setting the maximum amount of (air) concentration of a substance that can safely be allowed. The
average exposure time in OEL lists is normally eight hours per day (often referred to as TWA-8h or Time Weighted
Average – 8h).
Open gauging system

A system of measuring the contents of a tank, which makes use of an opening in the tank and may expose the
gouger to the cargo or its vapour.
Oxidising Agent
An element or compound that is capable of adding oxygen or removing hydrogen; or one that is capable of taking
one or more electrons from an atom or group of atoms (the opposite of a Reducing Agent).
Oxygen analyser or oxygen meter

An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn from a tank, pipe or
compartment.
Padding
Filling and maintaining the cargo tank and associated piping system with an inert gas, other gas or vapour, or
liquid, in order to separate the cargo from air.
Permissible Exposure Limits (PEL)

The maximum exposure to a toxic substance that is allowed by appropriate regulatory standards, including those
of flag States. PEL's are usually expressed as:
Time Weighted Average (TWA) - the airborne concentrations of a toxic substance averaged over an 8 hour period,
usually expressed in parts per million (ppm).
Short Term Exposure Limit (STEL) - the airborne concentration of a toxic substance averaged over any 15 minute
period, usually expressed in parts per million (ppm).
Permit (to work)

A document issued by a Responsible Person which allows work to be performed in compliance with the ship’s
Safety Management System.
Permit to Work system

A system for controlling activities that expose the ship, the terminal, personnel or the environment to hazard. The
system will provide risk assessment techniques and apply them to the varying levels of risk that may be
experienced.
Peroxides
Compounds 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.
P & I Club
Protection and Indemnity Club
Petroleum
Crude oil and liquid hydrocarbon products derived from it.
Pump Room
Pump-room is a space, located in the cargo area, containing pumps and their accessories for the handling of
ballast and/or cargo.
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.
Polymerisation
The phenomenon whereby the molecules of a particular compound link together into a larger unit called a
polymer. A great deal of heat may be evolved when this occurs. Polymerisation may occur spontaneously with no
outside influence, or it may occur if the compound is heated or if a catalyst or impurity is added. Polymerisation
may, under some circumstances, be dangerous but may be delayed or controlled by the addition of inhibitors.
Pour point
The lowest temperature at which a petroleum oil will remain fluid.
Pressure surge
A sudden increase in the pressure of the Liquid in a pipeline brought about by an abrupt change in flow velocity.
Pressure/vacuum relief valve (P/V valve)

A device which provides for the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal
variations in a cargo tank.
Purging
The introduction of inert gas into a tank already in the inert condition with the object of:
(1) further reducing the existing oxygen content; and/or
(2) Reducing the existing hydrocarbon gas content to a level below which combustion cannot be supported if
air is subsequently introduced into the tank.
Putrefaction
The natural decomposition, over time, of animal or vegetable oils, accompanied by offensive smells
Pyrophoric iron sulphide

Iron sulphide capable of a rapid exothermic oxidation causing incandescence when exposed to air and potential
ignition of flammable hydrocarbon gas/air mixtures.
Reid vapour pressure (RVP)

The vapour pressure of a liquid determined in a standard manner in the Reid apparatus at a temperature of 37.8oC
and with a ratio of gas to liquid volume of 4:1. Used for comparison purposes only. See `True Vapour Pressure'.
Relative Vapour Density

The relative weight of the vapour compared with the weight of an equal column of air at standard conditions of
temperature and pressure.
Responsible Officer (or Person)

A person appointed by the Company or the Master of the ship and empowered to take all decisions relating to a
specific task, and having the necessary knowledge and experience for that purpose.
Restricted gauging 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.
Resuscitator
Equipment to assist or restore the breathing of personnel overcomes by gas or lack of oxygen.
Self-reaction
The tendency of a chemical to react with itself, usually resulting in polymerisation 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.
SEP
Refers to Safety and Environmental Protection
Settling time
The time it takes for tank contents to stop moving once filling has stopped, and therefore the cessation of further
static electricity generation. Typically, this time is 30 minutes.
Ship Design Minimum Breaking Load – (Ship Design MBL)

The minimum breaking load of new, dry mooring lines for which a ship’s mooring system is designed to meet
OCIMF standard environmental criteria restraint requirements. The Ship Design MBL is the core parameter
against which all the other components of a ship’s mooring system are sized and designed, with defined
tolerances
Sloshing
Wave formations which may arise at the liquid surface in a cargo tank from the effects of ship motions.
S.O.P.E.P / S.M.P.E.P.
Shipboard Oil Pollution Prevention Plan / Shipboard Marine Pollution Emergency Plan.
Solubility
The ability of one substance (solid, liquid or gas) to blend uniformly with another. Solubility is usually understood
as the maximum weight of substance which will dissolve in water in the presence of undissolved substances. 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 another liquid, the term miscibility is often used instead of solubility.
Sounding pipe
A pipe extending from the top of the tank to the bottom through which the contents of the tank can be measured.
The pipe is usually perforated to ensure the level of liquid in the pipe is the same as the level of liquid in the body
of the tank and to prevent the possibility of spillages. The pipe should be electrically bonded to the ship’s structure
at the deck and at its lower and.
Sour crude oil

A crude oil containing appreciable amounts of hydrogen sulphide and/or mercaptans.
Span Gas
A vapour sample of known composition and concentration used to calibrate (or span) a ship's gas detection
equipment.
Specific gravity
The ratio of the weight of a volume of a substance at a given temperature to the weight of an equal volume of fresh
water at the same temperature or at a different given temperature. Since temperature affects volume, the
temperature at which a specific gravity comparison is made needs to be known, and is stated after the ratio.
Spontaneous combustion
The ignition of material brought about by a heat producing (exothermic) chemical reaction within the material itself
without exposure to an external source of ignition.
Spread loading
The practice of loading a number of tanks simultaneously to avoid static electricity generation when loading static
accumulator cargoes.
Static accumulator oil

An oil with an electrical conductivity less than 50 picoSiemens/metre (pS/m), so that it is capable of retaining a
significant electrostatic charge.
Static electricity
The electricity produced by dissimilar materials through physical contact and separation.
Static non-accumulator oil

An oil with an electrical conductivity greater than 50 picoSiemens/metre (pS/m), which renders it incapable of
retaining a significant electrostatic charge.
Stripping
The final operation in pumping bulk liquid from a tank or pipeline.
Tank Cleaning
The process of removing hydrocarbon vapours, liquid or residue. Usually carried out so that tanks can be entered
for inspection or hot work.
Tension winch (automated or self tensioning mooring system)
A mooring winch fitted with a device which may be set to automatically maintain the tension on a mooring line.
Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging petroleum cargo.
Terminal representative
A person designated by the terminal to take responsibility for an operation or duty.
Threshold limit value (TLV)

Airborne concentrations of substances under which it is believed that nearly all workers may be exposed day after
day with no adverse effect. TLVs are advisory exposure guidelines, not legal standards, and are based on
industrial experience and studies. There are three different types of TLV:
- Time Weighted Average (TLV-TWA): Concentration of substance to which it is believed that workers
may be repeatedly exposed, for a period of 8 hours a day and 40 hours a week, without any adverse
effect. Usually expressed in parts per million (ppm).
- Short Term Exposure Limit (TLV-STEL): Concentration of substance to which it is believed that workers
may be repeatedly exposed, for a period of 15 minutes (which can be repeated 4 times a day with at least
a break of 60 minutes between two exposure periods), without any adverse effect. Usually expressed in
parts per million (ppm).
- Ceiling (TLV-C): The concentration that should not be exceeded during any part of the working exposure.
Toolbox Meeting
A short informal safety meeting at the workplace prior to conducting planned work. Its objective is to raise
awareness of all relevant aspects of the planned work, and particularly to discuss procedures and safety
requirements.
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'.
Toxicity
The degree to which a substance or mixture of substances can harm humans or animals.
Tripartite Agreement
Where it is proposed to carry a liquid substance in bulk which has not been included in the IBC Code, the
appropriate authorities involved in the proposed operation must establish and agree on a provisional assessment
for the proposed operation on the basis of the guidelines referred to in MARPOL Annex IV Reg. 6.2 and must
notify the IMO of the agreements. When the tripartite agreements have been notified to the IMO, the agreements
of the assessments for the products (or trade names) are issued in the form of MEPC.2/Circular.
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.
UTI
Ullage, Temperature and Interface detector instrument
Ullage
The depth of the space above the liquid in a tank, conventionally measured as the distance from the calibration
point to the liquid surface.
Upper flammable limit (UFL)

The concentration of a hydrocarbon gas in air above which there is insufficient oxygen to support and propagate
combustion. Sometimes referred to as upper explosive limit (UEL).
Vapour
A gas below its critical temperature.
Vapour Pressure
The pressure exerted by the vapour above the liquid, at a given temperature
Vapour emission control system (VECS)

An arrangement of piping and equipment used to control vapour emissions during tanker operations, including ship
and shore vapour collection systems, monitoring and control devices and vapour processing arrangements.
Vapour lock system

Equipment fitted to a tank to enable the measuring and sampling of cargoes without release of vapour / inert gas
pressure.
Ventilation
The process of maintaining in a space an atmosphere suitable for human access, by natural or mechanical means
using a fixed or portable system.
Venting
The release of cargo vapour or inert gas from cargo tanks and associated systems.
Viscosity
The property of a liquid, which determines its resistance to flow.
Void Space
Void space is an enclosed space in the cargo area external to a cargo tank, other than a hold space, ballast
space, oil fuel tank, cargo pump-room, pump-room, or any space in normal use by personnel.
Volatile Liquid
A liquid, which evaporates readily at ambient temperatures.
Volatile petroleum
Petroleum, having a flash point below 60oC as determined by the closed cup method of testing.
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.
Working Load Limit – (WLL)

This is the maximum load that a mooring line should be subjected to in operational service, calculated from the
standard environmental criteria. The WLL is expressed as a percentage of Ship Design MBL and should be used
as a limiting value in both ship design and operational mooring analyses. During operation, the WLL should not be
exceeded.
1.2 ABBREVIATIONS
ACGIH American Council of Governmental Industrial Hygienists
API American Petroleum Institute (USA).
ASTM American Society for Testing and Materials (USA).
BCH Code Code for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk for Ships
built before 1 July 1986.
CBT Clean Ballast Tanks
CFR Code of Federal Regulations (USA).
CHRIS Code Chemical Hazards Response Information System (USCG)
COA Contract of Affreightment
COF Certificate of Fitness
EDP Early Departure Procedure
EmS Emergency Schedules (to MFAG)
ESD Valve Valve Emergency Shutdown Valve
HLA High Level Alarm
IBC Code International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk.
ICS International Chamber of Shipping.
IEC International Electro technical Commission
IG Inert Gas.
ILO International Labour organisation
IMDG Code International Maritime Dangerous Goods Code
IMGS International Medical Guide for Ships
IP Institute of Petroleum (London).
IMO International Maritime Organisation
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM Code International Management Code for the Safe Operation of Ships and for Pollution Prevention (the
International Safety Management (ISM) Code).
IWRC Independent Wire Rope Core.
LEL (LFL) Lower Explosive (or Flammable) Limit
MAK (Maximale Arbeitsplatz-Konzentration) Maximum Allowable Concentration of a vapour

MARPOL International Convention for the Prevention of Marine Pollution from Ships
MBL Minimum Breaking Load.
MFAG Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (Supplement to IMDG
Code)
MSDS Material Safety Data Sheet.
NLS Noxious Liquid Substances.
NOS Noxious Other Substances
OBQ On Board Quantity (cargo before loading).
OCIMF Oil Companies International Marine Forum.
OPA-90 Oil Pollution Act 1990 (USA).
P&A Manual Procedures and Arrangements Manual
PEL Permissible Exposure Limit (Toxicity).
PPE Personal Protective Equipment
PPM Parts per Million.
PSA Pressure Swing Adsorption
PTFE Tape Polytetrafluoroethylene tape, for sealing joints
PTT Permanganate Time Test
P/V Valve Pressure / Vacuum valve
ROB Remaining On Board (cargo after discharging).
RVP Reid Vapour Pressure
SBM Single Buoy Mooring.
SBT Segregated Ballast Tank.
SCBA Self-contained compressed air breathing apparatus
SEF (VEF) Ship’s (Vessel’s) Experience Factor.
SMPEP Shipboard Marine Pollution Emergency Plan
SOPEP Shipboard Oil Pollution Prevention Plan
SOLAS International Convention for the Safety of Life at Sea
SPM Single Point Mooring.
STEL Short Term Exposure Limit (Toxicity).

STS Ship to Ship transfer.
TLV Threshold Limit Value (Toxicity).
TWA Time Weighted Average (Toxicity).
UEL (UFL) Upper Explosive (or Flammable) Limit.
VECS Vapour Emission Control System
VOC Volatile Organic Compounds
VRP Vessel Response Plan (USA OPA-90).
VRU Vapour Recovery Unit
WHO World Health Organization

1.3 CHEMICAL TANKER CARGOES

Chemical tanker cargoes may be divided into four main groups:
Petrochemicals; this is the collective name for organic chemicals derived from crude oil, natural gas and
coal.
Alcohols & Carbohydrates; Alcohols may be derived from Hydrocarbons or may be produced by
fermentation.
Vegetable & Animal Oils & Fats; Derived from the seeds of plants and the fat of animals or fish.
Acids & Inorganic Chemicals; Inorganic chemicals are those which are not produced from living or once living
organisms. Acids may be organic or inorganic.
1.3.1 Types of Chemıcal Tankers

A modern chemical tanker is designed to carry some of the several hundred hazardous products
covered by the IMO Bulk Chemicals Code (IBC), such vessels can be generally grouped as follows:
• Sophisticated Parcel Chemical Tankers - these are typically up to 40,000 tones DWT with several
small tanks, each with a separate pump, dedicated liquid and vapour pipelines capable of carrying
several small parcels of high grade chemicals. These ships typically have several tanks constructed
of stainless steel and may also have deck tanks.
• Product / Chemical Tankers - of a similar size to the parcel chemical tankers but with fewer tanks
which are usually coated rather than of stainless construction and with less sophisticated pumping
and pipeline systems. These tankers usually trade with less sophisticated chemicals and are
extensively utilized for the carriage of clean products.
• Specialized Chemical Carriers - these are usually small to medium sized vessels, often on dedicated
trades usually carrying a single grade such as an acid, molten sulphur, methanol, palm oil etc.
Cargo tanks may be of stainless steel or coated dependent on the intended trade of the vessel.
1.4 DEPARTURE FROM THESE PROCEDURES

The first consideration of the Master and every crew must be the safety of the life on board and that of the
ship, her cargo and the environment.
Where a deviation from the Company's Instructions/procedures is found to be necessary the Master will report
this to the Company at the first opportunity.
1.5 REFERENCE PUBLICATIONS

The Company recognizes the importance of certain reference publications and these are listed
here. These publications are to be made available to all on board.
The recommendations of the relevant publications are to be adopted as standard procedures, and
are to be read in conjunction with this manual.
The publications required to be carried on board are listed in Form BQ-08

INSTRUCTION MANUAL Page: 1 of 2
2.0 RESPONSIBILITIES
2.1 GENERAL
In the operation of any vessel it is essential that good co-operation exist between all ranks on board.
Junior deck Officers must be encouraged to understudy the Chief Officer with regards to working out actual cargo
loading, discharging and tank-cleaning plan & requirements.
2.2 OPERATION LIST OF PERSON IN CHARGE
Overall authority for cargo operation Master
Supervisor of cargo operation Chief Officer
Person in charge for maintenance / operation of

Cargo pumps, machinery of hydraulic system Chief Engineer
Person in charge for control of cargo operation

Protecting equipment and cargo machinery 1st Officer / 2nd Officer / 3rd Officer / Jr. Officer
Guidelines on Watch keeping officer duties:-
The watch keeping officer’s principal duties include:

- Implementing and managing the cargo handling plan and maintaining a log:
- Being the principal point of contract with the shore terminal.
- Controlling and verifying the performance of the following:
> The correct functioning of tank level gauges and tank level alarms
> The operation of cargo pumps and valves
> Controlling the distribution of ballast
> Operation of the inert gas system
> Ensuring that safety and fire-fighting equipment is ready for immediate use
- Ensuring that all watch keepers are using appropriate PPE
- Ensuring that there are no unplanned activities being carried out
2.2.1 Loading
(1) Cargo planning and stowage
Master and Chief Officer are responsible for preparing a cargo stowage plan based on compatibility, loadline and
stability calculations.
(2) Operational responsibilities during loading
a. Supervisor Chief Officer, Assistant Duty Officer

b. Cargo hose connecting/disconnecting Duty Officer, Pumpman, Bosun, Watchkeeper
c. Level gauge / alarm systems (functional test) Duty Officer, Pumpman
d. Bonding / Earth cables connection/disconnection Duty Officer
e. Plugging of deck scuppers and savealls Duty Officer, Bosun
f. Cargo valves operation Duty Officer, Pumpman
g. Check and verification of line up and tanks for loading Chief Officer, Duty Officer, Pumpman
i. Ship shore communication / information exchange at all stages of loading Chief Officer, Duty Officer
k. Check of cargo systems during loading Duty Officer
l. Check agreed venting methods Bosun, Watchkeeper
m. Monitor agreed loading rates and compliance to cargo plan Duty Officers
u. Securing Cargo system upon completion of loading Chief Officer / Pumpman
INSTRUCTION MANUAL Page: 2 of 2
All checks as per Loading & Discharge Checklist (CT VO-28) for all stages i.e. prior arrival, during
operations and after completion of operations must be appropriately carried out and recorded. If any of
the checks fail, Master to be notified immediately and further to the office.
Cargo system line up must be independently verified by two individuals (rating & OOW). Final line-up
checks prior commencing cargo operations must be done by the Chief Officer.
2.2.2 Unloading
(1) Cargo planning and stowage Master and Chief Officer are responsible for preparing a cargo discharge plan
based on terminal requirements and stability calculations.
(2) Operational responsibilities during Unloading
a. Connecting/Disconnecting cargo hoses Duty Officer, Bosun, Pumpman & Watchman

b. Connecting/Disconnecting earth cable Duty Officer
d. Plugging of deck scuppers and save-alls generators with auxiliary machinery Duty Officer, Bosun
e. Starting Chief Officer, Duty Engineer
f. Information exchange between CCR and ECR at all stages of cargo operations Duty Officer /Duty
Engineer
g. Cargo valves operation Duty Officers, Pumpman
h. Starting hydraulic power Duty Officer
I. Ship shore communication / information exchange at all stages of Unloading Chief Officer / Duty Officer
j. Operation and control of cargo/ballast pumps and valves Duty Officer and Pumpman
k. Monitoring Cargo pumping system Duty Officers, Duty Engineer and Pumpman
m. Monitor compliance to unloading plan Duty Officers
n. Securing Cargo system upon completion of Unloading Chief Officer, Duty engineer & Pumpman.
All checks as per Loading & Discharge Checklist (CT VO-28) for all stages i.e. prior arrival, during
operations and after completion of operations must be appropriately carried out and recorded. If any of
the checks fail, Master to be notified immediately and further to the office.
Cargo system line up must be independently verified by two individuals (rating & OOW). Final line-up
checks prior commencing cargo operations must be done by the Chief Officer.
2.2.3 Personnel Protection during Cargo Handling
(A) Prior to commencement of the cargo handling under the supervision of the Chief Officer:
-Gas detectors, first aid kit, safety equipment and antidotes are to be kept readily available at designated
locations.
-Decontamination showers and eyewashes to be kept in a state of immediate readiness.
(B) All persons involved in the cargo handling should be equipped with adequate PPE in compliance with the
Company provided PPE Matrix as per S.I.M. Ch.33/App A & B.
(C) Chief Officer is responsible to ensure that all authorised visitors are equipped with adequate PPE.
3.0 FUNDAMENTAL CARGO INFORMATION
3.1 Fundamental Knowledge
Fundamental knowledge for physics, chemistry and hazardous properties of products is necessary for the safe
carriage and handling of chemicals.
A briefing on Elementary physics, chemistry and Chemical associated hazards can be found in “Recommendation
on Training and Qualifications of Officers and Crew of Ships Carrying Hazardous or Noxious Chemicals in Bulk,
Annex of IMO Resolution A286 ( VIII )”. Below is an extract from the same.
Extraction from the Recommendation
General
(I) Elementary Physics:

An outline treatment including practical demonstration of the physical properties of chemicals carried in bulk;
vapour pressure/temperature relationship. Influence of pressure on boiling temperature. Explanation of saturated
vapour pressure, diffusion partial pressure, flammability limit, flashpoint and auto ignition temperature. Practical
significance of flashpoint and low flammable limit. Simple explanation of types of electrostatic charge generation.
(II) Elementary Chemistry:

Chemical symbols and structures, elements of chemistry of acids and bases, structure and properties of well-
known chemicals carried, chemical reaction of well-known grouping, sufficient to enable proper utilisation of
Codes.
(III) Toxicity:
Simple principles and explanation of basic concepts; toxicity limits, systemic poisons and irritants.
(IV) Hazards:
(a) Explosion and Flammability Hazards: Flammability limits. Sources of ignition and explosion.
(b) Health Hazards: Danger of skin contact, inhalation and ingestion.
(c) Environment Hazards: Dangers to human and marine life from release of chemicals at sea. Effect of specific
gravity and solubility. Danger from vapour cloud drift. Effect of vapour pressure and atmospheric conditions.
(d) Reactivity Hazards: Self-reaction, polymerization, effects of temperature, impurities as catalysts. Reaction with
air, water and other chemicals
(e) Corrosion Hazards: Dangers to personnel, attacks on constructional materials. Effects of concentration.
Evolution of hydrogen.
Necessary information for such elementary knowledge may be available from general text books of physics,
chemistry etc. It is the duty of the officers and the persons concerned to know such elementary knowledge from a
suitable text book. A brief explanation of principles described in the foresaid Recommendation are shown in the
following parts.
3.2 CHEMICAL HAZARDS AND EXPLANATION OF THE TERMS USED IN THE DATA SHEET
3.2.1 General
This section deal with the properties and hazards of most Chemicals carried in bulk on Chemical Tankers.
Chemical Tanker operations differ from any other liquid bulk transportation, in that a large number of cargoes of
different properties and characteristics and inherent hazards may be carried simultaneously, on a single voyage,
and that numerous products may be handled at one berth, typically including both discharge and loading as well as
tank cleaning. Transportation of bulk chemicals do not only require special hardware, but also special crew training,
both theoretical and practical, in order for them to understand the characteristics of the various chemicals and be
aware of the potential hazards involved in handling them. This chapter is meant to highlight the most common
characteristics, hazards of chemicals transported in bulk, and is a supplement to the IBC Code, ICS Tanker
Safety Guide (Chemicals), ISGOTT, CHRIS guide and specific MSDS supplied by the shippers.
3.2.2 Chemical Hazards

(1) Flammability:
In the process of burning, hydrocarbon gases react with oxygen in the air to produce carbon dioxide and water.
The reaction gives sufficient heat to form a flame, which travels through the mixture of hydrocarbon gas and air.
When the gas above a liquid is ignited, the heat produced is usually enough to evaporate sufficient fresh gas to
maintain the flame, and the liquid is said to burn. In fact, it is the gas that is burning and is being continuously
replenished from the liquid.
Flammable cargoes ----------------------------------- flash point not exceeding 60°C
Combustible cargoes --------------------------------- flash point exceeding 60°C
Non-combustible cargoes --------------------------- cargoes which have no flash point
Flash point: is the lowest temperature at which a flammable liquid will produce enough vapour to form an ignitable
mixture with the surrounding air.
Every liquid has a vapour pressure, which is a function of temperature. However, not all liquids produce a
flammable vapour. As the temperature of a flammable liquid increases, the vapour pressure rises and, as a result,
the concentration of flammable vapour in the air also increases. Should the temperature of the liquid exceed the
flash point, the treat of an explosion from an ignition source becomes real.
Explosive / Flammable limits: The explosive / flammable limits of any flammable liquid are defined as the range
of concentration of flammable vapour (expressed as % by volume in air) in which an explosion can occur upon
ignition. It is the oxygen in air which mixes with the flammable vapour to create an explosive mixture.
At the bottom of the range is the lower explosive / flammable limit (LEL / LFL), below which there is insufficient
flammable vapour in the air to support combustion. At the top of the range is the upper explosive / flammable limit
(UEL / UFL), above which there is insufficient air within the flammable vapour to support combustion.
Mixtures of flammable vapours and air which fall between the LEL and the UEL are explosive and are easily
ignited by an ignition source.
The below Flammability diagram illustrates the relationship inert gas and flammable atmosphere.
The principle used in the flammability diagram is simple. It emphasizes on the fact that at no point we should be in
flammable range during a critical operation. It also shows us a way to do it.
The principle used in the flammability diagram is simple. It emphasizes on the fact that at no point we should be in
flammable range during a critical operation. It also shows us a way to do it.
Let us say our cargo tank is at point F (10% flammable cargo vapors, oxygen reduced by inert gas). We wish to
gas free the tank to arrive at point A where there are no flammable vapors and oxygen content is 21%.
If we start putting air inside the tank, the decrease in concentration of flammable vapor and increase in oxygen
level will follow a line FA. This passes through flammable range which we need to avoid.
It is thus required to first reduce the concentration of flammable vapors by inert gas to a point H . After this when
we introduce air inside the tank, the dilution of flammable mixture will follow the line HA which ensures that we are
never in the flammable range during this process.
Knowledge of flammability diagram reminds us how important it is to be outside the flammability range.
Auto 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 or flame.
Electro Static Charge Generation: The characteristics for static electricity is classified by two (2) classes as
follows;
Class A: Electrical conductivity less than 10-12 ohm-1 cm-1. Care should be taken for that these substances are
able to be charged.
Class B: Electrical conductivity greater than 10-12 ohm-1 cm-1. These materials do not present a static electricity
hazard during normal cargo handling operations.
(2) Toxicity:
General:
Exposure to toxic or poisonous substances causes harm to human health and in more extreme cases can lead to
serious injury or death. Toxicity is an intrinsic property of a chemical and cannot be modified. Even the slightest
exposure to a highly toxic substance can result in serious health problems.
However, correct medical first aid treatment following exposure can mitigate the consequences.
Generally there are three defined types of toxicity which relate to the nature of the substance:
1. Chemical
This relate to specific chemical compounds. The toxicity of such compounds or mixtures of compounds is
measured in terms of the exposure time needed to cause an effect.
2. Biological
This relates to the effects of viruses and bacteria. Measuring the toxicity of such compounds is more
complicated because it depends on the effectiveness on the immune system of the person exposed.
3. Physical
This relates to compounds that on their own are not specifically toxic, but which can be directly responsible
for potentially threatening consequences, for example the inhalation of dust from coal and asbestos.
Exposure to toxicity:
There are three ways where toxic poisons can enter the body:
1. By being swallowed (oral toxicity);
2. By absorption through the skin, eyes and mucous membranes (dermal toxicity);
3. By inhalation as a vapour or mist (inhalation toxicity).
A chemical may be toxic by more than one of these routes. For example, toxic vapours and mist affect people
mostly via the respiratory system, but they can also be absorbed through the skin.
A highly toxic substance is one where only a small quantity of the substance is needed before harm is caused.
During chemical carrier operations, contact with liquid or inhalation of its vapour are the most likely forms of
exposure. Safe operating procedures, a full understanding of the dangers involved and the use of correct personal
protective equipment (PPE) will all help to protect the crew from exposure to toxic products.
Degrees of Toxicity:
Toxicity can be defined as acute, sub-acute or chronic:
- A substance with acute toxicity is sufficient to cause harm almost immediately after exposure. Substances
commonly called poison have extreme acute toxicity.
- A substance with sub-acute toxicity will only start to show symptoms after repeated exposure in doses too
small to cause an immediate acute effect;
- A substance has chronic toxicity if its effect only appear after repeated exposure over a period of time.
Examples are substances which are carcinogenic (cancer inducing) such as benzene.
Exposure limits:
An exposure limit is the maximum concentration of a chemical substance or vapour in the air that a person can
safely be exposed to, day after day, without suffering any adverse health effects. Exposure limits are generally
expressed as a Threshold Limit Value (TLV).
Various governmental bodies publish TLVs or similar terms to define an acceptable maximum regular working
dose of a hazardous or toxic substance. These exposure limit definition should not be regarded as the absolute
dividing line between what is safe and what is hazardous working environment. It is always good operating
practice to keep vapour concentrations to an absolute minimum and well below TLV.
The most widely used TLVs are those issued by the American Council of Governmental and Industrial Hygienists
(ACGIH). The values are updated annually in the light of new knowledge, so it is always important to refer to the
latest information issued by ACGIH.
The ACGIH defines three categories of TLV:
TLV – TWA (Time Weighted Average)

The concentration of vapour in air which may be experienced for an eight hour day or 40 hour week throughout a
person’s working life. This is the most commonly quoted TLV.
TLV – STEL (Short Term Exposure Limit)

The maximum concentration of vapour in air allowable for a period of up to 15 minutes, provided that there are not
more than four exposures per day and at least one hour between each. The STEL is always greater than the TWA.
However, this figure is not always provided for all substances.
TLV – C (Ceiling)
The absolute maximum concentration of a vapour to which a person should be exposed which should never be
exceeded. It is given only for fast acting substances. This is highest of the three values for a given substance.
Precautions
Safe containment is the first objective when handling any toxic substances. By ensuring that the chemical and its
vapour are safely contained within the boundaries of the approved cargo system, and by the use of closed
monitoring and control systems, the crew will be protected effectively.
Chemical carriers are designed to provide for the safe and secure handling and storage of toxic cargoes. However,
accidents and failure of equipment can occur and therefore it is essential that the ship’s containment system are
well maintained and tested on a regular basis in order to ensure that they work as designed.
Some operations inevitably involve opening the system and potentially exposing the crew to toxic substances.
Disconnecting cargo hoses at the manifold or while taking cargo samples are typical examples of where exposure
can occur. During such operations, it is essential that crew members are properly protected by appropriate PPE.
(3) Asphyxia:
Asphyxia can be described as a condition caused by lack of air (oxygen) i.e. suffocation. Any vapour may cause
asphyxiation, whether toxic or not. Danger areas are cargo tanks, void spaces, double bottoms, pump rooms, peaks
etc. and before entering these spaces The Company's Enclosed Space Entry procedures must be observed.
(4) Anesthesia:
Certain vapours have an anesthetic effect and may cause loss of consciousness due to its effect on the nervous
system. Anesthetic vapours could be both toxic and non-toxic.
(5) Reactivity:
Chemicals may react in numerous ways such as with itself, with water, with air, with other chemicals or with other
materials.
Chemical reaction may produce heat which in turn may accelerate the reaction, cause the release of a large volume
of vapour and/or pressure rise, or cause the formation of flammable and/or harmful vapours that otherwise would
not be expected. In principle, the dangers arising from chemical reaction are those of increased fire and health
hazards.
Self-reaction
The most common form of self-reaction is polymerization. Polymerization may be a slow natural process which
only degrades the product without posing any safety hazards, or it may be a rapid exothermic reaction with a large
amount of heat build-up and gases evolved. Such a reaction is called a run-off polymerization and poses a
serious danger to both the ship and its personnel. Products that are self-reactive are inhibited with a stabilizer to
prevent self-reaction. The action to be taken in case of a polymerization situation should be covered by the ship's
emergency/contingency plan.
Reaction with water
Certain cargoes react with water, most noticeable the isocyanides, in a way that could pose a danger to both the
ship and it's personnel. These cargoes are carried under inert condition, see chapter 9 in the IBC code. Other
cargoes reacts with water in a slow way that poses no safety hazards, but the reaction could cause chemicals that
may damage equipment and/or tank materials.
Reaction with air
Certain cargoes may react with air to form unstable oxygen compounds (peroxides) which, when allowed to build
up, could cause an explosion. Such cargoes are either inhibited by an anti-oxidant and/or carried under inert
condition.
Reaction with other cargoes
Certain cargoes react dangerously with one another. Such cargoes should be stowed away from each other
(not adjacent) and prevented from mixing by using separate cargo and vent lines. The master must ensure
that cargoes stowed adjacent to each other are compatible, and should consult the USCG CHRIS compatibility
guide (chart) prior to loading.
Reaction with other materials
The materials of construction must be compatible with the cargo to be carried. Some materials may react with the
product and trigger a self- reaction within the product, some alloys will react in a non hazardous way, but render
the product unusable or in case of an edible product, inedible. See the IBC code.
(6) Corrositivity:
Acids, anhydrides and alkalis are among the most common carried corrosive substances. They can rapidly destroy
human tissue and cause irreparable damage. They can also corrode normal construction materials, and create
a safety hazard to the ship. Acids in particular react with most metals evolving hydrogen gas, which is highly
flammable. As to suitable materials of construction see IBC code.
Handling of these substances should only be done wearing suitable Personal Protective Equipment.
(7) Putrefaction:
Most animal and vegetable oils undergo decomposition, this process, known as putrefaction, generates
obnoxious and toxic vapours and deplete the oxygen in the tank. Tanks that have contained such product
must be properly ventilated and the atmosphere tested prior to tank entry. This is especially important prior
sending personnel into the tank for sweeping purposes.
It must not be assumed that all vapours produced by cargoes liable to putrefaction will in fact be due to
putrefaction; some may not be obvious, either through smell or appearance of the cargo. Carbon monoxide (CO),
for instance, is colourless and odourless and can be produced when a vegetable or animal oil is overheated.
Strict compliance with the tank entry procedures is required.
(8) Coconut and Vegetable Oils

In addition to putrefaction, the above types of oils (coconut and vegetable oils) can have hazards associated with
the production of Carbon Monoxide (CO). These dangers are heightened during heating and the final stages of
discharge when CO levels have been known to reach in excess of 3,000ppm. As a result, it is essential that
before entering a tank for either "squeezing" the last remaining cargo or for tank cleaning that the following
precautions are taken.
The atmosphere of the tanks are monitored regularly throughout discharge for the presence of CO. Temperatures
should also be taken as excessive temperatures will assist in the production of CO. The eight-hour safe
exposure limit (TLV) for CO is given as 25ppm, although short-term exposure (15 minutes) of up to 125ppm can
be allow
ed under exceptional circumstances. Accordingly, a meter, capable of measuring these limits, must be on board.
Full enclosed space entry procedures must also be followed with additional checks made for CO. Failure to follow
these precautions may result in fatalities.
3.2.3 EXPLANATION OF THE TERMS USED IN THE DATA SHEET (MATERIAL SAFETY DATA SHEET)
MSDS are very important and useful sources of information relating to the chemical compound being shipped. A
MSDS should be supplied by the manufacturer, supplier or shipper for each type of cargo being loaded. If these are
unavailable loading should not be started and the office must be advised for further instruction.
The data sheets comprise of different sections and the layout may differ slightly from supplier to supplier
however the information contained within them is basically the same and can be summarized as follows:
Section 1: Identification – Includes the product or mixture name or identity (GHS identifier). To include the
manufacturer or distributor’s trade name, address, phone number, emergency phone number, recommended use
and restriction on use as it appears in the IBC code or most recent edition of MEPC.2/Circular, then this product
name should be stated in section 114 of the MSDS.
Section 2: Hazard(s) Identification – includes all hazards associated with the product.
Section 3: Composition/information on ingredients – includes information on chemical ingredients, water

content, any inhibitors and denaturing agents which may be present.
Section 4: First aid measures – includes important symptoms and effects, acute or delayed symptoms with
recommended or required treatments.
Section 5: Fire-Fighting measures – Lists suitable extinguishing media and techniques, equipment, and specific
chemical hazards arising from fire.
Section 6: Accidental release measures – Lists emergency procedures, protective equipment, and proper
methods of containment and clean up.
Section 7: Handling and storage – Lists precautions for safe handling and storage of cargoes, including
incompatibilities with other cargoes/products (by reference to use USCG compatibility chart).
Section 8: Exposure controls / Personal protection – Lists Threshold Limit Values (TLVs), means of vapour
detection, appropriate controls, and Personal Protective Equipment (PPE).
Section 9: Physical and chemical properties – Lists the physical and chemical characteristics of the substance
including viscosity and boiling point where appropriate.
Section 10: Stability and reactivity – Lists chemical stability and possibility of hazardous reaction.
Section 11: Toxicological information – Includes routes of exposure, related symptoms, acute and chronic
effects, and numerical measures of toxicity.
Section 12: Ecological information – Includes Eco toxicity, persistence and degradability, bioaccumulation
potential, and mobility in soil.
Section 13: Disposal Consideration – Description of wastes and information on their safe handling and methods
of disposal
It should be noted that Annex II of MARPOL 73/78 regulates discharge of residues of chemical liquids transported
in bulk.
Section 14: Transport information – Hazardous materials or Dangerous goods shipping information:
- MARPOL Annex I or Annex II carriage requirements with reference to IBC Code and Tripartite agreement
as appropriate;
- Ship type carriage requirement – 1, 2 or 3; and
- Cargo type – X, Y or Z.
Cleaning products that are carried on board the ship that are not carried as cargo may be referenced under:
- MEPC.2/Circ – Provisional categorization of liquid substances; and
- The IMDG Code – Transport information includes: UN number, Proper shipping name, Transport hazard
class, packing group, Environmental Hazards. This information covers transport of packaged goods
(drums, boxes, containers and portable tanks).
Section 15: Regulatory information – Safety, health and environmental regulations specific to the product.
Section 16: Other information – Includes the date of preparation or last revision.
It is extremely important that the MSDS is read and understood as the health and safety of those working with the
cargo and others is dependent on the safe handling and suitable precautions of the chemical in question.
If there is any doubt or uncertainty about the contents of the chemical cargo, Master may request for an additional
analysis.
Synonyms: Alternate and common names are listed. In general, proprietary and trade names are not used.
Formula: The constituent elements and simplified structural formula are shown.
Appearance-Odour: A brief descriptive statement of these properties is given.
Specific Gravity: This is the ratio of the weight of a volume of the cargo to the weight of an equal volume of water.
In the case of liquids of limited solubility, the specific gravity will predict whether the product will sink or float on
water; for example, if the specific gravity is greater than 1, the product will sink, and if the specific gravity is less
than 1, the product will float.
Chemical Family: This is a general chemical category which facilities the use of the compatibility chart for
predicting the type of reactions which can be expected.
Pollution Category: Pollution Category (Pol. Cat.) assigned by the International Maritime Organization (IMO) for
international shipment on oceangoing vessels.
IMO: X, Y, Z, OS Categories of Annex II of MARPOL 73/78.
I- Considered an oil under Annex I of MARPOL 73/78.

II- Noxious Liquid Substances in Bulk (NLS).
III- Appendix III of Annex II (non-NLS cargoes) of MARPOL.#- No determination of NLS
status. For shipping on oceangoing vessels see 46 CFR 153.900 (c).
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 marine 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 Substance : Substances indicated as OS (Other Substances) in the pollution category column of chapter
18 of the International Bulk Chemical Code ( IBC Code ) which have been evaluated and found to fall outside
category X, Y or Z as defined in regulation 6.1 of Marpol Annex II 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 tank cleaning or deballasting operations. The discharge of bilge or ballast water or
other residues or mixtures containing only substances referred to as “Other Substance” shall not be subject to
any requirements of the Marpol Annex II.
IMDG Code Class: Classes in the International Maritime Dangerous Goods Code are as follows:
Class 1: Explosives
- Division 1.1: substances and articles which have a mass explosion hazard
- Division 1.2: substances and articles which have a projection hazard but not a mass explosion hazard
- Division 1.3: substances and articles which have a fire hazard and either a minor blast hazard or a minor
projection hazard or both, but not a mass explosion hazard
- Division 1.4: substances and articles which present no significant hazard
- Division 1.5: very insensitive substances which have a mass explosion hazard
- Division 1.6: extremely insensitive articles which do not have a mass explosion hazard
Class 2: Gases
- Class 2.1: flammable gases

- Class 2.2: non-flammable, non-toxic gases
- Class 2.3: toxic gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion; substances which, in contact with
water, emit flammable gases
- Class 4.1: flammable solids, self-reactive substances and desensitized explosives

- Class 4.2: substances liable to spontaneous combustion
- Class 4.3: substances which, in contact with water, emit flammable gases
Class 5: Oxidizing substances and organic peroxides
- Class 5.1: oxidizing substances

- Class 5.2: organic peroxides
Class 6: Toxic and infectious substances
- Class 6.1: toxic substances

- Class 6.2: infectious substances
Class 7: Radioactive material

Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles
Ship Form: There are three (3) categories in ship form from the “International code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk “.
Ships subject to the IBC Code shall be designed to one of the following standards:
• A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an escape of
such cargo.
• A type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severe
environmental and safety hazards which require significant preventive measures to preclude an escape of
such cargo.
• A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently severe
environmental and safety hazards which require a moderate degree of containment to increase survival
capability in a damaged condition.
Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present the
greatest overall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly, a type 1
ship shall survive the most severe standard of damage and its cargo tanks shall be located at the maximum
prescribed distance inboard from the shell plating.
United Nations Number: The number assigned to a particular cargo by the United Nations.
CHRIS Code: The three letter designation assigned to every entry in the Chemical Hazard Response Information
System.
Boiling Point: The temperature at which the liquid boils, given in 0C and 0F at a pressure of 760 mm Hg, one
atmosphere or 14.7 psia.
Freezing Point (Melting Point): The temperature 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 solid 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 cargo handling.
Vapor Pressure: The equilibrium pressure of the saturated vapour above the liquid, measured in millimetres of
mercury (760 mm Hg = 14.7 psia) at 200C (680F) unless another temperature is specified. Conversion is done as
follows:
psi = Mm Hg X 14.7
760
Reid Vapor Pressure: The vapour pressure of a liquid determined by laboratory testing in a standard manner in
the Raid Apparatus at the standard temperature of 37.80C (1000F).
Vapour Density: This is actually a specific gravity rather than a true density because it equals the ratio of the
weight of a vapour or gas (with no air present) compared to the weight of an equal volume of air at the same
temperature and pressure. Values less than 1 indicate that the vapour or gas tends to rise and values grater than
1 indicate that it tends to settle. However, temperature effects must be considered. For example, although
methane at 68 0F (200C) has a vapour density of 0.55, it becomes denser at lower temperatures. At –2590F, the
boiling point, the vapour is heavier than air. Vapours from an open container of boiling methane fall rather than
rise.
Solubility in Water: The solubility of a substance in water, at a specified temperature, is the maximum light of
substance will dissolve in a given weight of water. This is called as a saturated solution. The value is usually
expressed as the number of grams of substance dissolving in 100 grams of water. The following terms are used to
describe the solubility of the product by weight in cold water:
Negligible less than 0.1%

Slight 0.1% - 1%
Moderate 1% - 10%
The % by weight will be given when the solubility is of a particular importance; for example, a highly toxic material
which is only slightly soluble.
Viscosity: This is an international friction or a power in resting a change in the molecular structure substance. The
unit of viscosity is expressed by g/cm.sec from the C.G.S. unit and is called as poise. One (1) poise is 0.1
kg/cm.sec and 0.01 poise is called as one (1) centi-poise (C.P.).The above is an absolute viscosity and the
comparing the absolute viscosity with the viscosity of water at the temperature of 200C is a specific viscosity. The
value of specific viscosity is equal to that of the centi-poise (C.P.).(absolute viscosity devised by density ) is called
as kinetic viscosity and its unit is stokes (St) (m2 /sec).
Fire & Explosion Hazard Data:
(1) Grade: The classification assigned by the Coast Guard to flammable or combustible liquids is defined as
fallows:
Grade A Flammable liquid with a Reid vapour pressure of 14 pounds per square inch absolute
(psia) or more.
Grade B Flammable liquid with a Reid vapour pressure of more than 8, 5 psia but less than 14 psia.
Grade C Flammable liquid with a Reid vapour pressure of 8, 5 psia or less and a flash point of 800F
or below.
Grade D Combustible liquid with a flash point above 800F, but below 1500F.
Grade E Combustible liquid with a flash point of 1500F or above.
(2) Electrical Group: The electrical group is based on the explosive characteristics of air mixtures of gases or
vapours.
(3) Flash Point: The lowest temperature at which the vapours of a liquid may be ignited momentarily. Values
given in the data sheets are open cup except where designated “(cc)”, which indicates the closed cup value.
In general the open cup value is about 100F to 150F higher than the closed cup value.
(4) Flammable Limits: The range of gas or vapour concentration (percent by volume in air) which will burn or
explode if an ignition source is present. Limiting concentrations are commonly called the “Lower Explosive
Limit” (LEL) and the “Upper Explosive Limit” (UEL). Below the LEL the mixture is too lean to burn, and above
the UEL it is too rich to burn.
(5) Autoignition Temperature: The lower temperature to which a solid, liquid or gas requires to be raised to
cause self-sustained combustion without initiation by a spark or flame. This temperature depends upon the
chemical composition. Paraffin is the lowest and the aromatic is the highest in this temperature. Usually the
more molecular weight is lower this temperature.
(6) Extinguishing Media: A list of fire fighting materials suitable for use on the burning material. For certain
specific chemicals special formulations are available for extinguishing fires in addition to the standard agents.
No mention of these can be made here because of the large number of such media available under various
trade names. The fire fighting agents listed here are as follows:
Water fog A finely divided mist produced by either a high or low velocity fog nozzle. It used for
knocking down flames and cooling hot surfaces.
Water foam Either mechanical or chemical, produced by a special foam nozzle or by a fixed system. It
is used to form a blanket over the surface of burning liquids. It is effective only with liquids
which are not appreciably soluble in water.
Alcohol foam This materials blankets fires in the same manner as conventional foam, but is intended for
use with liquids which are soluble in water, such as alcohol and acetone. It must be
applied more carefully than regular foam because the mechanical strength of the bubbles
is less.
CO2 Carbon dioxide gas stored in cylinders. It may be applied through a fixed or semi-fixed
system, or from a portable extinguisher. It is useful for inerting a compartment or for
putting out small local fires.
Dry Chemicals Sodium or potassium bicarbonate or monosodium phosphate powder, usually available
from a semi-fixed or portable extinguisher.
In case of a large-scale chemical fire aboard a vessel, it is probable that water will be the medium used because of
its availability. Other agents may by more effective, but their supply is necessarily limited. During such a fire, water
should also be used to cool tanks of chemicals which are not burning in order to prevent explosion or tank rupture.
The only case in which water would not be used is that of a burning chemical which reacts violently with water.
Precautions should always be observed because of the hazardous properties of many cargoes in a fire. Examples
include the formation of toxic combustion products, the reactivity with extinguishing media and the need for
protective clothing and breathing apparatus.
(7) General Fire Fighting Procedures: For flammable liquids and volatile solids having flash points between
approximately 1000F and 2120F, water fog may be used. For liquids with flash points below 1000F, water may not
extinguish, but possibly will control the fire.
Flammable liquids having specific gravities grater than that of water (sp. gr. = 1), and not water soluble, may be
extinguished by gentle application of water to blanket the surface.
For flammable liquids with flash points above 2120F, and also for some very viscous materials, the use of water
may cause frothing of the burning liquid. Water spray, if carefully applied, however, may be effective.
Generally, foam is a good extinguishing agent for fires in flammable liquids, except for those that are more than
slightly soluble in water. These require the use of “alcohol” foam.
Health Hazard Data:
The first rating deals with the hazard presented by “irritating vapours” to the skin or the mucous membranes of the
eyes, nose, throat and lungs. These ratings have the following meanings:
• “0” Chemicals that are non volatile, or the vapours fro which are non irritating to the eyes and throat,
• “1” Chemicals that cause a slight smarting of the eyes or respiratory system if present in high
concentration. This effect is temporary,
• “2” Chemicals vapour that cause moderate irritation, such that personnel will find high concentrations
unpleasant. The effect is temporary,
• “3” Moderately irritating volatile chemicals, such that personnel will not usually tolerate moderate or
high vapour concentrations,
• “4” Several eye or throat irritants, vapours from which are capable of coursing eye or lung injury, and
which cannot be tolerated even at low concentrations.
The second rating deals with the hazard of “Irritation from liquids or solids” with regard to a chemical’s tendency to
burn or irritate human skin from contact:
• “0” No appreciable hazard. These chemical are practically harmless to the

skin. Included are certain volatile compounds that evaporate quickly from the
skin,
• “1” Minimum hazard. Usually includes chemicals that, if spilled on clothing and allowed to remain, will
cause smarting and reddening of the skin,
• “2” Chemicals cause smarting of the skin and first-degree burns on short exposure, and second-
degree burn on long exposure,
• “3” Fairly severs skin irritants, usually causing pain and second degree burns on short contact and
very injurious to the eyes.
The third rating deals with the hazard presented due to “chemical poisons” entering the body through inhalation,
oral ingestion, or skin penetration causing bodily harm. Rating have the following meanings:
• “0” No like hood of producing injury,

• “1” Minimum hazard. Includes most chemicals having threshold limits above 500 ppm,
• “2” Some hazard, typically having threshold limits of 100 to 500 ppm,
• “3” Moderately hazardous chemicals having threshold limits of 10 to 100 ppm,
• “4” Severely hazardous chemicals having threshold limits below 10 ppm.
(1) TLV-TWA (TLV -Time Weight Average Concentration): TLV concentration is expressed as TLV-TWA in
general, and is the concentration believed to be safe for 8 hour’s exposure daily 5 days per week for prolonged
period. Care should, however, be taken for that the susceptibility of individuals will vary. The values given in
the data sheets are accepted by the American Conference of Governmental Industrial Hygienists (ACGIH).
(2) TLV-STEL(TLV -Short Time Exposure Limit): Maximum concentration which is considered safe under the
following conditions:
Duration of exposure to be 15 minutes or less,

Higher concentration exposure exceeding TLV-TWA to be 4 times or less a day,
Interval of exposure to be 60 minutes or less.
(3) Mark (C): This mark (C) means the upper limit that the TLV of the substance accompanied by acute
physiological phenomenon should not be exceeded. This mark (C) is attached to such substances.
(4) Mark (Skin): The substance with this marks mean that the substance has a hazard causing the total exposure
to be increased when the substance is floating in air and/or contacts directly with skin.
(5) Odour Threshold: The smallest concentration, expressed in parts per million by volume in air, that can be
detected by small by most people. This is not an absolute value. It will vary between individuals and will vary
from day to day for any person.
(6) The odour of a potentially dangerous vapour may be hidden by another odour. In addition, certain vapour are
likely to produce olfactory fatigue which is a deadening of the sense of smell. For these reasons, the sense of
small alone is not a reliable indicator of the presence or absence of a dangerous vapour.
(7) Lethal Dose; LD50 Oral and LC50 Skin, and Lethal Concentration: LD50 is a statistical estimate of the
dosage necessary to kill 50% of over 10 months within 48 hours. It is usually expressed in terms of the weight
of poison per unit of body weight, most often as mg of chemical/kg of animal (mg/kg). The concentration of
about 60 times LD50 is lethal to person.LC50 is a concentration which, within 40 hrs. Is likely to kill 50% of the
test animal species. It is usually expressed as ml or mg of chemical gas of vapour/kg of animal (ml/kg or
mg/kg) or ppm. The values of LD50 and LC50 is a means of measuring the lethal dose and judging the
conditions. So these values are substantially different from the TLV values in the purpose for using.
(8) Exposure Procedures: First aid procedures recommended by manufacturers and safety organizations. These
are emergency procedures only. The victim should be examined by a physician as soon as possible.
(9) Poisons: Some products are classified for regulatory purposes as poisonous liquids.
Reactivity Data:
(1) Stability: The susceptibility of the products to dangerous reactions when exposed to conditions such as high
temperature and shock.
(2) Compatibility: Structural materials compatible with the cargo are listed; also, structural materials,
contaminants and other cargoes which react dangerously with the commodity are given. This list is by no
means complete or all inclusive. In some cases a very small quantity of material can act as a catalyst and
produce violent reactions such as polymerization, dissociation and condensation. These catalysts, when
known, are also listed.
The accidental mixing of one chemical group with another can in some cases be expected to result in a vigorous
and hazardous chemical reaction. The generation of toxic gases, the heating, overflow, and rapture of cargo tanks,
and fire explosion are possible consequences of such reactions.
The purpose of the Compatibility Chart, which is fully explained Appendix 7 in this manual is to show chemical
combinations believed to be dangerously reactive in the case of accidental mixing.
Spill or Leak: The information given is intended to be used only as a guide. Many factors must be considered
before deciding on a course of action in a particular case.
Remarks: Some special regulations which apply are listed. Other information of particular importance is also
listed.
3.3 ELEMENTARY PHYSICS
3.3.1 Vapour Pressure, Temperature, Boiling point, Partial Pressure
The vapour pressure is an indication of the tendency of a liquid to vaporise. When a liquid is put in a closed
container a pressure is exerted which at a constant temperature reaches an equilibrium value known as the
vapour pressure of the liquid at the temperature.
As the temperature is raised the vapour pressure increases and when it becomes equal to external pressure of the
liquid, bubbles form and the liquid is said to boil. The boiling point of a liquid is that temperature at which the
vapour pressure is equal to the external pressure on the liquid.
The vapour pressure is given as absolute pressure at the stated temperature, usually in units of millimetres of
mercury (mmHg). Unless otherwise stated (usually for liquefied gases) the boiling point is the normal boiling point,
that is the temperature at which the vapour pressure of the liquid equals the standard external pressure of 760
mmHg (760 mmHg = 14.7 psi = 1 Kg/cm2 = 1 standard atmosphere).The normal boiling point is appropriate to an
open container where the pressure on the liquid is one atmosphere (or approximately). In a closed container if the
pressure is reduced below one atmosphere, the boiling point will be lower than normal; conversely if the pressure
increased above one atmosphere, the boiling point will be greater than normal.
The vapour pressure and boiling point determine in the first instance the method of containing bulk liquid cargoes.
Liquids which have a normal boiling point clearly below any ambient temperature need special measures to keep
them in the liquid state and require to be:
(i) refrigerated and carried at a temperature corresponding to the normal boiling point, or
(ii) pressurised and carried at ambient temperature and the corresponding vapour pressure, or
(iii) a combination of partial refrigeration and pressurisation.
For other liquid cargoes, acceptance for loading should take into account the design, working pressure, ullaging
and vent arrangements of the tank.
A cargo should not be loaded if the highest temperature that can be expected during loading or on voyage will
cause the vapour pressure to exceed the safe working pressure, as set by the pressure relief system, of the tank
(Vapour pressure is in absolute units; working pressure is gauge pressure; vapour pressure should not exceed
one standard atmosphere plus tank gauge pressure). If the tank is fitted with a cooling system it should be
ascertained before accepting to load that the cooling system is in proper order and capable of maintaining the
vapour pressure below tank working pressure.
Further, a cargo should not be loaded at or above its boiling point unless the tank has a closed or restricted
ullaging system and the capacity of the vent system is sufficient to handle the vapour displaced during loading.
Opening up for any purpose a tank that is being loaded with a cargo at or above its boiling point, will result in rapid
and sustained escape of vapour at high concentrations thereby creating the most serious potential fire and health
hazard.
Fire hazard and hazard from inhalation of vapour are related to vapour pressure. The greater the vapour pressure
the higher the concentration of hazardous vapour given off by a chemical.
Vapour pressure of mixtures is depend on each partial pressure of pure-component of the mixtures, and the
vapour pressure (total pressure) Pt may be assumed as;
Pt = pI = xiPi
pi = partial pressure of each component

xI = mole-fraction of i-component
PI = vapour pressure as a pure-component
3.3.2 Diffusion
Movement of a fluid from an area of higher concentration to an area of lower concentration. Diffusion is a result of
the kinetic properties of particles of matter. The particles will mix until they are evenly distributed.
3.3.3 Flammability
Properties for flammability of each product are shown in the data sheets. The followings are general guidance for
flammable properties.
(a) Explosion (Flammable) Limit and Flash Point: All liquids can change, or be changed, into vapour. The
process of changing a liquid into a vapour is called EVAPORATION. A vapour given off by a liquid may be called a
gas.
In most instances it is the vapours or gases given off by a liquid which burn. The liquid does not usually burn on its
own.
Some liquids evaporate more quickly than others. Some evaporate only at high temperatures while others will
evaporate at fairly low temperatures. The liquids which evaporate at low temperatures are the most dangerous.
Most vapours or gases only burn it they are mixed with Oxygen. Oxygen is present in the air around us and
amounts to about 1/5th of the total percentage of air.
A flammable vapour is one which is capable of being set on fire.
A flammable mixture is a mixture of vapour and air (or oxygen) which is capable of being set on fire.
Most flammable mixtures will only burn when there is a certain percentage of air (or oxygen) present. There may
be too little air (or oxygen) for it to burn, in which case the mixture is considered to be too Rich, or there may be
too much air (or oxygen) present to allow the mixture to burn, in which case the mixture is too Weak (Lean).
The mixture will only burn when it is not too weak (lean) and not too rich.
In this case it is between the FLAMMABLE LIMITS, and in the FLAMMABLE RANGE.
This range has an upper and lower limit, called the LOWER FLAMMABLE LIMIT (or lower explosive limit) and the
UPPER FLAMMABLE LIMIT (or upper explosive limit), referred to as either LFL and UFL or LEL and UEL. The
mixture will only burn when it is between the Lower Flammable Limit and the Upper Flammable Limit.
i.e. between the LFL and the UFL.
The flammable cargoes you carry and handle will have a FLASH POINT. This is the lowest temperature at which
the liquid will give off enough vapour to form a flammable mixture. Many liquids may evaporate very easily. With
these, vapour will nearly always be present.
When there is a presence of flammable mixture, a small hot spark will set it on fire. That is to say it will ignite if
there is a SOURCE OF IGNITION present. A source of ignition could be, for example a torch (or flashlight) which
is not approved, and which might produce a small spark.
3.3.4 Others
Coefficient of Cubic Expansion: The fractional increase in volume for a 10C rise in temperature.
Dew Point: The temperature at which the liquefaction of a vapour beings. The term is usually apply to
condensation of moisture from the water vapour in the atmosphere.
Viscosity: A measure of the internal friction or the power in resisting a change in the molecular structure of a
substance. Viscosity is important as regards the pump ability of a product. Centrifugal and deep-well pumps are
acceptable for the majority of chemical cargoes but high-viscosity products such as bitumen or molasses require
screw pumps.
Chemical with stabiliser: This is a chemical which has inhibitor or additive. Inhibitor substance which inhibits any
chemical reaction.
pH Value: This used for denoting the hydrogen ion concentration in solution. The actual pH range is 0 - 14.
pH 7 means perfect neutral.
pH 1 means more acid ( dilute hydrochloric acid ) and PH 13 means more alkali (caustic soda solution).
Polymerisation: This is a phenomenon that a molecule in certain compound becomes a larger unit by involving
two molecules or several tens of molecules. This new unit is called as polymerisation. Polymerisation may cause
some compound to change from free liquid condition to the fluid with viscosity or to the solid condition. Abundant
heat is produced in this case. Polymerization may occur automatically without any external influences. Also
polymerisation may occur in the case that a compound is heated, or added by catalyse or impurities.
Polymerisation may be dangerous in some circumstances.
Self Reaction: In general, this is a property of the chemical substance which reacts only on polymerization or
analysis itself. The self-reaction may be promoted by the mixture with a very small amount of foreign matters.
Drying: Filling the cargo tank and pipelines with moisture-free gas or vapour with a dew point of -400C or below.
Padding: Filling the cargo tank and pipelines with a liquid, gas or vapour which separates the cargo from air.
Inerting: Filling the cargo tank and pipelines with an inert gas or vapour which will not support combustion and
which will not react with the cargo
3.4 ELEMENTARY CHEMISTRY
3.4.1 Chemical Symbols and Structures:
Chemical formula of the cargoes is described in the data sheets.
3.4.2 Elements of the Chemistry
1. Acids, Inorganic Non-oxidizing

Generally non-flammable. Generally soluble in water with the release of hydrogen ions. The resulting solutions has
pH of less than 7.0. Acids neutralize chemical bases to form salts. Neutralization occurs as the base accepts
hydrogen ions that the acid donates. Neutralization can generate dangerously large amounts of heat in small
spaces. Dilution in water may generate heat and sputtering. React with active metals to release hydrogen, a
flammable gas. Can initiate the polymerization of certain classes of organic compounds. Reacts with cyanide
compounds to release gaseous hydrogen cyanide. Generates flammable and/or toxic gases in contact with certain
chemicals and strong reducing agents. Often catalyse (increase the rate) of chemical reactions. Corrosive to
tissue. Acid fumes irritate sensitive tissues such the eyes and respiratory system especially severely. Have a sour
taste .Turns blue litmus red EXAMPLES - Hydrochloric acid, hydro iodic acid, hydro bromic acid, hydrofluoric acid,
phosphoric acid.
2. Acids Inorganic Oxidizing

Same as non-oxidizing. Have significant ability as oxidizing agents, but that ability varies (for example, from high
for nitric acid to low for sulfuric acid and most sulfonic acids). They can react with active metals, and also many
less active metals, to dissolve the metal and liberate hydrogen and/or toxic gases. Flammable and/or toxic gases
are also often generated by their reactions with certain chemicals and reducing agents. Often catalyse (increase
the rate) of chemical reactions. EXAMPLES - nitric acid, arsenic acid, chlorosulfonic acid, chromic acid,
fluorosulfonic acid, chloric acid, nitrosulfuric acid, selenic acid, sulfurous acid.
3. Carboxylic Acids
Reasonably wide flammability limits. A moderate fire hazard. Most are moderately soluble in water. Even
"insoluble" carboxylic acids may absorb enough water from the air and dissolve sufficiently in it to corrode steel.
Like other acids, carboxylic acids may initiate polymerization reactions. Corrosive to tissue. Most carboxylic acids
are solids at room temperature; formic, acetic, propanoic, and butanoic acids are liquids. EXAMPLES - Formic
acid, acetic acid, oxalic acid, propionic acid, trichlorophenoxyacetic acid, benzoic acid, citric acid, fumaric acid, the
fatty acids.
4. Alcohols and Polyols

Many alcohols are highly flammable. Especially dangerous are methanol and ethyl alcohol, because of their wide
flammability limits. Polyols are generally combustible. Their general low volatility means that they are poorly
flammable. Flammable and/or toxic gases are generated by the combination of these materials with alkali metals,
nitrides, and strong reducing agents. They react with organic acids to form esters plus water. Oxidizing agents
convert them to aldehydes or ketones. They exhibit both weak acid and weak base behaviour. They may initiate
the polymerization of isocyanates and epoxides. Alcohols and polyols vary widely in toxicity. Among the most toxic
are methyl and allyl alcohol, which act as nervous system depressants. These materials are organic compounds.
EXAMPLES - Ethyl alcohol, methanol, propanol, butanol, ethylene glycol, hexanol, allyl alcohol, amyl alcohol,
benzyl alcohol, cyclopentanol, glycerol, isopropyl alcohol, isobutyl alcohol.
5. Aldehydes
Aldehydes are volatile liquids, and are highly flammable. Dangerous ones are formaldehyde, acetaldehyde,
acrolein, crotonaldehyde, and other aldehydes that have wide flammability limits. Aldehydes are frequently
involved in self-condensation or polymerization reactions. These reactions are exothermic; they are often
catalysed by acid. Aldehydes are readily oxidized to give carboxylic acids. Flammable and/or toxic gases are
generated by the combination of aldehydes with some chemicals and strong reducing agents. Aldehydes can react
with air to give first peroxo acids, and ultimately carboxylic acids. These autoxidation reactions are activated by
light, catalysed by salts of transition metals, and are autocatalytic (catalysed by the products of the reaction). The
addition of stabilizers (anti-oxidants) to shipments of aldehydes retards autoxidation. Aldehydes act by inhalation,
by ingestion, and by contact with the skin. Their exact metabolic effect depends upon the route of exposure.
Among the most toxic are acrolein and crotonaldehyde, which are known carcinogens. Aldehydes are known
sensitizers for small populations of humans and serve to cause chemically induced allergic reactions. The effects
of these reactions can be dramatic at rather low concentrations. The effects of formaldehyde and acetaldehyde
have been well documented because these aldehydes are found in many synthetic products, such as clothing,
insulation, and building products. EXAMPLES - Formaldehyde, butyraldehyde, acetaldehyde, benzaldehyde,
crotonaldehyde, acrolein, propionaldehyde, pentanal, valeraldehyde.
6. Amides and Imides (Organic)

Compounds in this group are combustible. The products of their combustion include noxious NOx. Organic
amides react with azo and diazo compounds to generate toxic gases. Flammable gases are formed by the
reaction of organic amides with strong reducing agents. Amides are very weak bases (weaker than water). Imides
are less basic yet and in fact react with strong bases to form salts. That is, they can react as acids. Low to
moderate toxicity. They act by ingestion and by contact with the skin. Most amides are solids at room temperature
(exception: formamide). Amides containing five carbon atoms or fewer are soluble in water. Amides are versatile
chemicals that enter into many useful reactions, especially in the fertilizer industry. Polyamides are polymers.
Proteins in foods are naturally occurring polyamides; Nylon is a synthetic polymer. EXAMPLES - Urea, acetamide,
acrylamide, benzamide, caprolactam, formamide, dimethylformamide, phenylurea.
7. Amines
Amines are generally high-boiling liquids or solids at room temperature and are not highly flammable. Amines are
combustible. The combustion of amines yields noxious NOx. Amines are chemical bases. They neutralize acids to
form salts plus water. These acid-base reactions are exothermic. Flammable gaseous hydrogen is generated by
amines in combination with strong reducing agents, such as hydrides. Some are very poisonous; others are only
slightly toxic. Many amines are skin irritants. Some amines are known sensitizers for small populations of humans
and serve to cause chemically induced allergic reactions. The effects of such reactions can be dramatic at rather
low concentrations. Amines are organic compounds derived from ammonia. Many amines have unpleasantly fishy
or putrid odours. EXAMPLES - Methylamine, aniline, triethanolamine, hexamethylenetetramine, cyclohexylamine,
xylidine, ethylaniline, pyridine, anisidine, diphenylamine, ethylenediamine.
8. Azo, Diazo, and Azido Compounds and Organic Hydrazines (Organic)

Many Azo, Diazo, and Azido compounds are highly flammable/explosive (with flash points below 100 degrees F).
Hydrazine and methylhydrazine are especially dangerous because of their low flash points and wide flammability
limits. All compounds in this group give products that include noxious NOx. Many azides, especially the heavy
metal azides, easily detonate by friction, shock, or heating. Some materials in this group can detonate. This
applies in particular to organic azides that have been sensitized by the addition of metal salts or strong acids.
Toxic gases are formed by mixing materials of this class with acids, aldehydes, amides, carbamates, cyanides,
inorganic fluorides, halogenated organics, isocyanates, ketones, metals, nitrides, peroxides, phenols, epoxides,
acyl halides, and strong oxidizing or reducing agents. Flammable gases are formed by mixing materials in this
group with alkali metals. Explosive combination can occur with strong oxidizing agents, metal salts, peroxides, and
sulfides. Acutely toxic by all routes of exposure. They are good oxidizing agents. EXAMPLES -
Azidoacetaldehyde, azidoacetic acid, azidoacetone, aminophenylazobenzene, azobenzene, diazomethane,
diazoacetonitrile, hydrazine, diazoacetaldehyde.
9. Carbamates and Esters

Compounds in this group are high-boiling liquids. They are generally non-flammable, but are combustible.
Combustion products include noxious NOx and carbon monoxide. Materials in this group are chemically similar to,
but more reactive than amides. Like amides they form polymers such as polyurethane resins. Carbamates are
incompatible with strong acids and bases, and especially incompatible with strong reducing agents such as
hydrides. Flammable gaseous hydrogen is produced by the combination of active metals or nitrides with
carbamates. Strongly oxidizing acids, peroxides, and hydroperoxides are incompatible with carbamates. Many
carbamates are used as pesticides. These materials can be extremely toxic. They act by blocking the function of
cholinesterase, an enzyme that is essential to the transmission of nerve impulses. Oral exposure is the principal
concern. Absorption through the skin is slow, but dermal exposure must still be avoided because of the high
toxicity. Compounds in this group are derivatives of carbamic acid (NH2COOH). The urethanes are alkyl
carbamates, that is, esters of carbamic acid. EXAMPLES - Carbamic acid, ammonium carbamate, carbaryl,
oxamyl, propoxur, urethane.
10. Bases
Materials in this group are mostly non-flammable and non-combustible. - Compounds in this group are chemically
similar to sodium hydroxide (NaOH) or sodium oxide (Na2O). They neutralize acids exothermically to form salts
plus water. When soluble in water they give solutions having a pH greater than 7.0. Mixing these materials with
water can generate troublesome amounts of heat as the base is dissolved or diluted. Bases may initiate
polymerization reactions in polymerizable organic compounds, especially epoxides). They may generate
flammable and/or toxic gases with ammonium salts, nitrides, halogenated organics, various metals, peroxides, and
hydro peroxides. Materials of this group often serve as catalysts. Corrosive to tissue. Solutions of bases have a
bitter taste and a slippery feel; they turn red litmus blue. EXAMPLES - Sodium hydroxide, potassium hydroxide,
ammonium hydroxide, barium hydroxide, barium oxide, beryllium hydroxide, calcium hydroxide, calcium oxide.
11. Cyanides, Inorganic

Materials in this group are generally non-combustible. Cyanides are often flammable by chemical reaction with
moisture or acid; they react readily to evolve flammable HCN. Heating inorganic cyanides to decomposition
liberates toxic gases and flammable gases that include HCN if traces of moisture are present. Materials in this
group react slowly with water to evolve gaseous hydrogen cyanide (HCN). Acids cause the rapid evolution of HCN;
carbon dioxide from the air is sufficiently acidic to liberate HCN from solutions of cyanides. Cyanides have been
known to initiate polymerization reactions of epoxides. Cyanides form compounds with metal salts; heat and
hydrogen production may accompany these reactions. Some cyanides can detonate when exposed to shock, heat,
or friction. Many of these materials are corrosive to tissue and are extremely toxic by all routes of exposure.
Cyanides bind haemoglobin in the blood, and many enzymes are inactivated in the presence of cyanide.
Cyanogen chloride and bromide are lachrymators. Cyanides are used as pesticides and in chemical synthesis.
EXAMPLES - Barium cyanide, calcium cyanide, copper cyanide, cyanogen chloride, hydrogen cyanide, lead
cyanide, potassium cyanide, silver cyanide.
12. Thiocarbamate Esters and Salt/Dithiocarbamate Esters and Salts

Materials in this group are combustible. Poisonous gases are generated by the thermal decomposition of
compounds of this class, including carbon disulphide, oxides of sulphur, and oxides of nitrogen, hydrogen
sulphide, ammonia, and methylamine. Many materials in this group slowly decompose in aqueous solution to form
carbon disulphide and methylamine or other amines. Such decompositions are accelerated by acids. TOXICITY -
The slow release of poisonous gases from hydrolysis of many compounds in this group requires the use of
respirators during handling. Poisoning can also occur by ingestion and absorption through the skin. These
chemicals are used in the synthesis of polymers and in agriculture as pesticides, soil fumigants, and seed
disinfectants. EXAMPLES - Cycloate, ethyl dithiocarbamate, ferbam, maneb, ethylenebisdithiocarbamate, metham
sodium, nabam, thiram, sodium dimethyldithiocarbamate, thiobencarb, zineb, zinc diethyldithiocarbamate.
13. Esters
Many esters are flammable or highly flammable. All are capable of being combustible and yield toxic gases such
as carbon monoxide when burned. Some may spontaneously heat and ignite if stored wet and hot. Materials in
this group react with acids to liberate heat along with alcohols and acids. Strong oxidizing acids may cause a
vigorous reaction that is sufficiently exothermic to ignite the reaction products. Heat is also generated by the
interaction of esters with caustic solutions. Flammable hydrogen is generated by mixing esters with alkali metals
and hydrides. Inhalation of the fumes from some esters irritates the mucous membranes. Esters have low to
moderate toxicity via dermal and oral exposure. Some esters are used as flavouring agents in foodstuffs. Their
names are derived from the names of the acid and alcohol from which they are synthesized. Esters include the
edible fats and oils, which are mixed esters between the tri-glycerol and fatty acids. Esters are prominent in the
perfumery and flavouring industry. They are used to manufacture synthetic fibers such as polyester and plastics.
EXAMPLES - Ethyl acetate, methyl acrylate, cyclohexyl acrylate, butyl propionate, butyl lactate, butyl formate,
butyl acetate, benzyl acetate, amyl butyrate, amyl acetate, allyl acetate.
14. Ethers
Low-molecular-weight ethers are flammable gases (methyl ether) or liquids (methyl ethyl ether or ethyl ether) that
can produce explosive mixtures when they evaporate and mix with air. Ethers form peroxides if exposed to oxygen
or air during storage; the ether peroxides can detonate with friction, shock, or heat, releasing enough energy to
start a secondary fire in the unperoxidized ether. Ethers tend to form unstable peroxides when exposed to oxygen.
Ethyl, isobutyl, ethyl tert-butyl, and ethyl tert-pentyl ether are particularly hazardous in this respect. Ether peroxides
can sometimes be observed as clear crystals deposited on containers or along the surface of the liquid. Ethers can
act as bases. They form salts with strong acids. Ethers may react violently with strong oxidizing agents. Ethers are
moderately toxic. The lower-molecular weight ethers are powerful rapid-acting narcotics by inhalation. Toxic
effects from these compounds are usually acute not chronic. The swallowing of one ounce of a liquid ether may be
fatal. EXAMPLES - Phenyl ether, ethyl ether, allyl ethyl ether, anisidine, anisole, butyl methyl ether, butyl vinyl
ether, diallyl ether, isopropyl ether, divinyl ether, methyl ether, isobutyl.
15. Hydrocarbons, Aromatics

Aromatic hydrocarbons are all combustible. The lightest members of this class, benzene and substituted
benzenes, have high enough vapour pressures and low enough flash points to be vapour explosion hazards.
Vigorous reactions, sometimes amounting to explosions, can result from the contact between these materials and
strong oxidizing agents. They can react exothermically with bases. Many aromatic hydrocarbons are poisons by
inhalation and irritants to the skin and eyes. Some are poisons by skin contact. Aromatic hydrocarbons are very
often carcinogenic (benzene is an example). Compounds in this group contain the benzene nucleus. In benzene
six carbon atoms form a ring maintained by alternating single and double bonds; each carbon atom is also bonded
to a hydrogen atom. Aromatic hydrocarbons possess a single benzene nucleus with side-groups replacing one or
more of the hydrogen atoms or in fused sets of two or more rings. They are common air contaminants.
EXAMPLES - Benzene, toluene, naphthalene, pyrene, anthracene, chrysene, acenaphthylene, xylene,
benzo[a]pyrene, biphenyl, cumene, fluorene, phenanthrene.
16. Halogenated Organic Compounds

The flammability of these materials is variable. The low-molecular-weight materials (gases and liquids) are
generally dangerously flammable. Simple aromatic halogenated organic compounds are very unreactive;
halogenated aliphatic compounds are moderately or very reactive. Halogenated acetylene compounds are
unstable and should be treated as explosives. Low molecular weight halo alkanes are highly flammable and can
react with some metals to form dangerously products. Low molecular weight halo alkenes are highly flammable,
peroxidizable and may polymerize violently. They may react violently with aluminium. Materials in this group are
incompatible with strong oxidizing and reducing agents. Also, they are incompatible with many amines, nitrides,
azo/diazo compounds, alkali metals, and epoxides. Many halogenated hydrocarbons have moderate to high
toxicity by inhalation. The brominated materials tend to be particularly toxic. Much of the toxicity is due to the fact
that these substances are not metabolized, but persist and accumulate in fatty tissues (they tend to be fat-soluble).
The combustion of chlorinated organic compounds may produce poisonous phosgene gas. Other materials formed
by incomplete combustion are classes of chlorinated organic compounds, chlorodibenzodioxins and
chlorodibenzofurans. These compounds cause cancer in laboratory tests. This class of compounds is extremely
important in industry in the production of polymers, pesticides, and fire retardants. EXAMPLES - Vinyl chloride,
vinylidene chloride, chlorobenzene, trichlorobenzene, polychlorinated biphenyls (PCBs), methylene chloride,
chloroform, chloroisoprene, trichlorobenzene.
17. Isocyanates and Isothiocyanates (Organic)

These materials usually have low vapour pressures and are non-flammable. All are combustible. They evolve
poisonous gases such as HCN, NOx, SOx, and CO when they burn. Isocyanates and thioisocyanates are
incompatible with many classes of compounds, reacting exothermically to release toxic gases. Reactions with
amines, aldehydes, alcohols, alkali metals, ketones, mercaptans, strong oxidizers, hydrides, phenols, and
peroxides can cause vigorous releases of heat. Acids and bases initiate polymerization reactions in these
materials. Some isocyanates react with water to form amines and liberate carbon dioxide. Polyurethanes are
formed by the condensation reaction of diisocyanates with, for example, ethyl glycol. Upon direct exposure
members of this chemical class have moderate toxicity. Vapours irritate mucous membranes. Organic isocyanates
and isothiocyanates are known sensitizers for a small percentage of people, causing chemically induced allergic
reactions. The effects of these reactions can be dramatic at rather low concentrations. No organic cyanates exist
in the monomeric state. EXAMPLES - Phenylene diisocyanate, cyclohexane diisocyanate, naphthalene
diisocyanate, cyclohexyl isocyanate, ethyl isocyanate, isobutyl isocyanate, isopropyl isocyanate, methyl
isocyanate, n-butyl isocyanate, phenyl isocyanate, propyl isocyanate.
18. Ketones
Many low-molecular-weight ketones (such as acetone and methyl ethyl ketone) are highly flammable. Most
ketones are liquids with relatively high vapour pressures, capable of forming explosive mixtures with air. Materials
in this group are reactive with many acids and bases liberating heat and flammable gases (e.g., H2). The amount
of heat may be sufficient to start a fire in the unreacted portion of the ketone. Ketones react with reducing agents
such as hydrides, alkali metals, and nitrides to produce flammable gas (H2) and heat. They react violently with
aldehydes and HNO3. Some ketones are highly volatile and may have narcotic or anaesthetic effects. Entry into
the body occurs by absorption through the skin as well as inhalation and ingestion. These materials are generally
used as solvents in the paint, textiles, plastics, and lacquer industries. EXAMPLES - Acetone, acetophenone,
cyclohexanone, diethylketone, diisobutylketone, dipropylketone, isophorone, methyl acetone, methyl amyl ketone,
methyl butanone, methyl ethyl ketone.
19. Sulphides (Organic)

The low-molecular-weight gaseous and liquid sulfides (such as methyl mercaptan or ethyl mercaptan) are
extremely flammable, but flammability diminishes with increasing molecular weight. The products of combustion
include sulphur dioxide. Materials in this group are incompatible with acids, diazo and azo compounds,
halocarbons, isocyanates, aldehydes, alkali metals, nitrides, hydrides, and other strong reducing agents.
Reactions with these materials generate heat and in many cases hydrogen gas. Many of these compounds may
liberate hydrogen sulfide upon decomposition or reaction with an acid. Most organic sulfides are toxic by
inhalation. In general, they are stenches. Thus methyl mercaptan is added to natural gas (which is odourless) to
assist in the detection of leaks. These chemicals are used in industrial synthesis of chemicals, and are important
as catalysts, as additives in petroleum and natural gas, and as pesticides. EXAMPLES - Amyl mercaptan, butyl
mercaptan, carbon disulfide, diamyl sulfide, dimethyl sulfide, ethyl mercaptan, propyl mercaptan, methyl
mercaptan.
20. Metals, Alkali (Active)

The alkali metals are non-flammable, but they are combustible. They may also burn in carbon dioxide and in
nitrogen. Their reaction with water is violently rapid and quite exothermic. It produces gaseous hydrogen and other
products. The heat that is generated is sufficient to melt the unreacted metal, ignite the liberated hydrogen and
ignite the metal itself. Materials in this group react, usually vigorously, with any substance having active hydrogen
atoms to liberate gaseous hydrogen. This includes alcohols and acids, and most importantly, water. They corrode
rapidly on contact with the air, becoming coated with white oxides and peroxides. As a practical matter, most other
organic compounds, including ethers, are wet enough (carry enough water as an impurity) to cause heating and
liberation of gases in contact with alkali metals. Alkali metals and alloys containing alkali metals are all powerful
reducing agents. All the materials in this group react with moisture to generate caustic products. Contact with
these metals with the skin can cause chemical burns by the action of these products and thermal burns from the
heat of the reaction. EXAMPLES - Caesium, lithium, potassium, sodium.
21. Metals (Elemental & Powder)

Active Materials in this group are combustible, especially as finely divided powders. Powdered iron has exploded
in the presence of air, moisture, and small amounts of organic impurities. All of these materials are reducing
agents and tend to react with oxidizing agents. Their reactivity is strongly influenced by their state of subdivision: in
bulk they often resist chemical combination; in powdered form they may react very rapidly. Thus, bulk aluminium is
used as a structural metal, but finely divided aluminium is pyrophoric. Many of these materials react exothermically
with compounds have active hydrogen atoms (such as acids and water) to form flammable hydrogen gas and
caustic products. Materials in this group may react with azo/diazo compounds to form explosive products. These
metals and the products of their corrosion by air and water can catalyse polymerization reactions in several
classes of organic compounds; these polymerizations sometimes proceed rapidly or even explosively. Some
metals in this group form explosive products with halogenated hydrocarbons. Caustic products formed from the
corrosion of some of these metals by air or water can cause chemical burns. Inhalation of metal powders, dusts
and fumes can cause serious symptoms. Even metals that are less toxic by inhalation (such as zinc) often contain
toxic impurities (cadmium, antimony, arsenic, and lead). Iron dust causes conjunctivitis and lodges in the lungs to
induce cancers. The metals are used chemically as reducing agents. EXAMPLES - Aluminium, aluminium
ferrosilicon, antimony, beryllium, calcium silicon, cerium, cobalt, gallium, hafnium, iron, magnesium alloy, nickel
catalyst, selenium, silicon, silver, strontium, titanium, zinc, zirconium.
22. Metals (Less Reactive)

Non-flammable. Not reactive enough to burn in air, even if finely divided. Metals in this group can react
exothermically with oxidizing acids to form noxious gases. Many catalyse polymerization and other reactions,
particularly when finely divided Metals in this group have been known to react with halogenated hydrocarbons,
sometimes forming explosive compounds (for example, copper dissolves when heated in carbon tetrachloride).
They are less reactive in massive form (sheet, rod, or drop) than when finely divided. Fumes from the hot metals
are toxic by inhalation. EXAMPLES - Copper, lead, silver, gold.
23. Nitriles
Many of the compounds of this group are highly flammable, especially substances such as acrylonitrile and
acetonitrile that have low flash points and relatively wide flammability concentration limits. All are combustible. The
incomplete combustion of these materials produces significant amounts of gaseous hydrogen cyanide. When
heated to decomposition, nitriles emit highly toxic fumes. Nitriles may polymerize in the presence of metals and
some metal compounds. They are incompatible with acids; mixing nitriles with strong oxidizing acids can lead to
extremely violent reactions. Nitriles are generally incompatible with other oxidizing agents such as peroxides and
epoxides. The combination of bases and nitriles can produce hydrogen cyanide. Nitriles are hydrolysed in both
aqueous acid and base to give carboxylic acids (or salts of carboxylic acids). These reactions generate heat.
Nitriles can react vigorously with reducing agents. Acetonitrile and propionitrile are soluble in water. They are
absorbed by inhalation, ingestion and by contact with the skin. Other nitriles vary in toxicity, with some
approaching the cyanides in toxicity. The most important use of these materials is in the production of nitrile
rubber, which is a copolymer of acetonitrile with butadiene. Nitriles such as cyanogen are used in organic
synthesis, fumigants, and rocket propellant materials. EXAMPLES - Pentenenitrile, acetonitrile, acrylonitrile,
benzonitrile, butyronitrile, cyanoacetic acid, isobutyronitrile, lactonitrile, methacrylonitrile, propionitrile.
24. Nitrites, Nitrates, and Nitro Compounds (Organic)

Most materials in this group are technically of low flammability. However, they are often chemically unstable and
subject, in widely varying degree, to explosive decomposition. As oxidizing agents, they are often used in
combination with reducing agents in explosive mixtures. Or, as in the primary explosive nitro glycerine, the
oxidizing and reducing behaviour is present internally in the same molecule. Because many of these substances
are extremely sensitive to shock, friction, and heat, they are mixed with unreactive material to make them less
dangerous. Materials in this group range from slight to strong oxidizing agents. If mixed with reducing agents,
including hydrides, sulfides and nitrides, they may begin a vigorous reaction that culminates in a detonation. The
aromatic nitro compounds may explode in the presence of a base such as sodium hydroxide or potassium
hydroxide even in the presence of water or organic solvents. Nitro alkanes are milder oxidizing agents, but still
react violently with reducing agents at higher temperature and pressures. Nitro alkanes react with inorganic bases
to form explosive salts. The presence of metal oxides increases the thermal sensitivity of nitro alkanes. Many of
the compounds in this group are extremely toxic. Chronic dermal and inhalation exposure causes hepatitis. The
biggest use of compounds in this group is in military and commercial explosives. EXAMPLES - Nitropyrene, nitro
glycerine, dinitrophenol, trinitrotoluene, dinitrotoluene, nitropropane, amyl nitrate, nitrobenzene, dinitrocresol,
dinitroaniline, ethyl nitrate, glyceryl trinitrate, dinitrobenzene, nitrocellulose, nitro anisole, nitro cyclohexane, nitro
ethane.
25. Hydrocarbons, Aliphatic Unsaturated

The lightest-molecular weight substances in this group are highly flammable and pose significant vapour cloud
explosion hazards (examples are ethylene and propylene). All are combustible. The unsaturated aliphatic
hydrocarbons are generally much more reactive than the alkanes, which are saturated aliphatic hydrocarbons.
Reducing agents can react exothermically to release gaseous hydrogen gas. In the presence of various catalysts
(such as acids) or initiators, compounds in this class can undergo very exothermic addition polymerization
reactions. Many of these compounds undergo autoxidation upon exposure to the air to form explosive peroxides
(this process generally occurs slowly). These peroxide and polyperoxide substances are usually extremely
unstable and liable to detonation. The peroxidation of butadiene has been involved in several serious industrial
explosion accidents. Unsaturated aliphatic hydrocarbons are characterized by straight or branched carbon chains
containing double and triple bonds between the carbon atoms. They are also known as alkenes (or olefins) and
alkynes. Their physical state at room conditions changes with increasing molecular weight from gaseous to waxy
solid. They are used in making rubber and plastics and in organic synthesis. EXAMPLES - Butadiene, pentadiene,
butyne, butene, pentene, acetylene, amylene, cycloheptatriene, cycloheptane, cyclohexane, cyclooctadiene,
isobutylene, dipentene, ethylene, hexene, isohexene, isoprene, methyl pentadiene.
26. Hydrocarbons, Aliphatic Saturated

The lowest-molecular-weight compounds pose significant vapour cloud explosion hazards. Ethane, propane, and
butane are gases that have been involved in many explosions. All aliphatic saturated hydrocarbons are
combustible. Materials in this group may be incompatible with strong oxidizing agents like nitric acid. Charring of
the hydrocarbon may occur followed by ignition of unreacted hydrocarbon and other nearby combustibles. When
heated sufficiently or when ignited in the presence of air, oxygen or strong oxidizing agents, they burn
exothermically to produce carbon dioxide and water. Compounds in this group have low toxicity. They act as
asphixiants. Compounds in this group are characterized by straight or branched carbon chains with the generic
formula C(n)H(2n+2). They also known as alkanes or paraffins. Their physical form varies with increasing
molecular weight from gaseous (methane) to solid. The solids are waxy and soft. EXAMPLES - Propane, butane,
pentane, cyclobutane, cycloheptane, hexane, cyclohexane, isopentane, cyclopentane, decane, dimethylpropane,
ethane, heptane, isobutane, dodecane, isohexane, methane, isododecane.
27. Peroxides, Organic

Generally, materials in this group are readily combustible. They behave as strong oxidants and therefore
accelerate the combustion of other materials by providing molecular oxygen to the combustion site. Many
peroxides are unstable and subject to explosive decomposition when shocked, heated, or rubbed. Explosions of
peroxides have caused many fatal accidents. Peroxides are good oxidizing agents. Organic compounds can ignite
on contact with concentrated peroxides. Strongly reduced material such as sulfides, nitrides, and hydrides may
react explosively with peroxides. There are few chemical classes that do not at least produce heat when mixed
with peroxides. Many produce explosions or generate gases (toxic and nontoxic). Generally, dilute solutions of
peroxides (<70%) are safe, but the presence of a catalyst (often a transition metal such as cobalt, iron,
manganese, nickel, or vanadium) as an impurity may even then cause rapid decomposition, a build-up of heat,
and even an explosion. Solutions of peroxides often become explosive when evaporated to dryness or near-
dryness. Often highly toxic and irritating to the skin, eyes, and mucous membranes. Some organic compounds
form dangerous levels of explosive peroxides by autoxidation when exposed to the air during storage. These
peroxides generally form slowly and are explosive when taken to dryness. Many peroxide solutions are inhibited to
prevent, decomposition to give oxygen and other products. Such reactions are often catalysed by impurities in the
absence of inhibition. Peroxides are widely used as polymerization initiators. Peroxides are used in the paper
industry (for bleaching), in making textiles (for bleaching), as oxidizers in organic synthesis reactions, as blowing
agents, and in propellant formulations. EXAMPLES - Benzoyl peroxide, peroxybenzoic acid, acetyl peroxide,
cumene hydroperoxide, cyclohexanone peroxide, octanyl peroxide, diacetone alcohol peroxide.
28. Phenols, Cresols

Materials in this group are combustible. These materials are incompatible with strong reducing substances such as
hydrides, nitrides, alkali metals, and sulfides. Flammable gas (H2) is often generated, and the heat of the reaction
may ignite the gas. Heat is also generated by the acid-base reaction between phenols and bases. Such heating
may initiate polymerization of the organic compound. Phenols are sulfonated very readily (for example, by
concentrated sulfuric acid at room temperature). The reactions generate heat. Phenols are also nitrated very
rapidly, even by dilute nitric acid. Nitrated phenols often explode when heated. Many of them form metal salts that
tend toward detonation by rather mild shock. Moderate to high toxicity. Some of the more toxic members of this
class of compounds are the chlorinated and nitro-substituted phenols that are used as pesticides and
antibacterials (dinoseb, creosote, chlorinated phenol, p-nitrophenol). Phenol is strongly irritating to the skin.
Phenols are used in many organic syntheses, and the making of phenol/formaldehyde resins and polycarbonate
resins. EXAMPLES - phenol, cresol, dinitrophenol, phenylphenol, dinitrocresol, alkyl phenol, aminochlorophenol,
aminophenol, amyl phenol, butyl phenol, catechol, creosote, picric acid, resorcinol, trichlorophenol, dichlorocresol.
29. Phosphates and Thiophosphates, Organic

These materials are combustible. Burning them generates highly toxic fumes of phosphorus oxides and (in the
case of the thiophosphates) sulphur oxides. Many fire-retardant foams are organophosphate-based and act to lay
down a protective layer that excludes oxygen. Materials in this group are susceptible to formation of highly toxic
and flammable phosphine gas in the presence of strong reducing agents such as hydrides. Partial oxidation by
oxidizing agents may result in the release of toxic phosphorus oxides. The pyrophosphate esters (such as
tetraethyl pyrophosphate) are highly toxic. These derivatives form the basis of a group of insecticides. They
interfere with normal nerve transmission by inhibiting cholinesterase. These pesticides should be handled with
great care (when released to the environment they are rapidly degraded). Other organophosphates behave
similarly. Used as plasticizers, insecticides, resin ingredients, flame retardants, fertilizer EXAMPLES - Acephate,
chlormephos, chlorfenvinfos, coumaphos, demeton, diazinon, dimefox, dimethoate, ethoprophos, fenamiphos,
fonofos, hexaethyl tetraphosphate, isofenphos, isofluorphate, leptophos, merphos, mevinphos, monocrotophos,
profenofos, propetamphos.
30. Sulfides, Inorganic

The only highly flammable member of this group is hydrogen sulphide. It poses a particular danger because of its
relatively wide flammability limits. However, some other inorganic sulfides can heat spontaneously and even ignite
if exposed to moisture. Materials in this group are generally basic and therefore incompatible with acids. Many of
these compounds are reducing agents and therefore react vigorously with oxidizing agents, including inorganic
oxoacids, organic peroxides and epoxides. Simple salts of sulfides (such as sodium, potassium, and ammonium
sulfide) react vigorously with acids to release hydrogen sulfide gas. Many of the members of this group behave as
strong bases. Therefore, direct dermal exposure by these materials may cause severe burns. Hydrogen sulfide is
a toxic gas that irritates the eyes and mucous membranes at concentrations of around 50 ppm (sensitivity varies
considerably from person to person). Most of the symptoms of hydrogen sulfide poisoning are reversible if the
victim is quickly exposed to fresh air. The gas causes death at concentrations of around 1,000 ppm. Compounds
in this group tend to have very unpleasant odours. EXAMPLES - Ammonium hydrosulfide, sodium hydrosulfide,
ammonium sulfide, antimony sulfide, arsenic sulfide, arsenic trisulfide, lead sulfide, hydrogen sulfide, mercuric
sulfide, phosphorus heptasulfide, potassium hydrosulfite, potassium sulfide, selenium disulfide, sodium sulfide.
31. Epoxides
Epoxides present serious fire and explosion hazards. Vapours are heavier than air, so flashback to source is a
danger, along with rupture of a closed container. Materials in this group are highly reactive. They polymerize in the
presence of catalysts or when heated. These polymerization reactions can be violent. Compounds in this group
react with acids, bases, and oxidizing and reducing agents. They react, possibly violently with water in the
presence of acid and other catalysts. Corrosive and irritating to mucous membranes, eyes, respiratory tract. Upon
direct contact with skin will cause irritation. Toxic when absorbed through the skin. Fumes are serious inhalation
hazard. Certain people have a particular sensitivity to epoxides and the resins they form. They are used in organic
synthesis and are polymerized to form epoxy resins. Also used as solvents in synthetic reactions such as gums,
cellulose esters, paints, varnishes, enamels, and lacquers. EXAMPLES - Butylene oxide, ethylene oxide,
propylene oxide, diepoxy butane, endrin, epibromohydrin, styrene oxide, heptachlor epoxide.
32. Metal Hydrides, Alkyls and Aryls

Many of these compounds are pyrophoric (flammable by spontaneous chemical reaction in air). They produce
highly flammable gases in the presence of acid. The metal hydrides are combustible. Combustion of all
compounds in this class produces irritating and toxic gases. Materials in this group are reducing agents and react
rapidly and dangerously with oxygen and with other oxidizing agents, even weak ones. Thus, they are likely to
ignite on contact with alcohols. Hydrides are incompatible with acids, alcohols, amines, and aldehydes. TOXICITY
- Extremely corrosive and irritating to mucous membranes, eyes, and the respiratory tract. Fumes are a serious
inhalation hazard. Some of these materials are gases and are extremely poisonous by inhalation. Compounds in
this group are generally used as reducing agents in industrial chemical synthesis and may act as catalysts.
EXAMPLES - Aluminium borohydride, aluminium hydride, amyl trichlorosilane, calcium hydride, diborane, lithium
aluminum hydride, lithium hydride, magnesium hydride, potassium borohydride, sodium borohydride, sodium
hydride.
33. Anhydrides
Except for acetic anhydride, these materials are not flammable but are combustible. The products of combustion
are noxious. Organic anhydrides react exothermically with water. The reactions are sometimes slow, but can
become violent when local heating accelerates their rate. The rate of reaction with water is also accelerated by
acids. Compounds from this group are incompatible with acids, strong oxidizing agents, alcohols, amines, and
bases. Extremely corrosive and irritating to mucous membranes, eyes, respiratory tract. Burns the skin. Fumes are
serious inhalation hazard. Compounds in this group are used in organic synthesis and as dehydrating agents in
nitration, sulfonation, and other reactions. EXAMPLES - Acetic anhydride, butyric anhydride, isobutyric anhydride,
maleic anhydride, methacrylic anhydride, phthalic anhydride, propionic anhydride
34. Salts, Acidic Inorganic/Organic

None of these materials are highly flammable. Inorganic salts are generally non-combustible as well. Salts
containing organic groups are in principle combustible, although they may burn with difficulty. Materials in this
group are generally soluble in water. The resulting solutions contain moderate concentrations of hydrogen ions
and have pH's of less than 7.0. They react as acids to neutralize bases. These neutralizations generate heat, but
less or far less than is generated by neutralization of inorganic acids, inorganic oxoacids, and carboxylic acid.
They usually do not react as either oxidizing agents or reducing agents but such behaviour is not impossible. Many
of these compounds catalyse organic reactions. Solutions of these materials are generally corrosive to skin and
irritating to mucous membranes. EXAMPLES - Ferric chloride, aluminium sulphate, ammonium bromide, antimony
tribromide, cupric oxalate, ferric sulfate.
35. Salts, Basic Inorganic/Organic

None of these materials are highly flammable. Inorganic salts are generally non-combustible as well. Salts
containing organic groups are in principle combustible, although they may burn with difficulty. Materials in this
group are generally soluble in water. The resulting solutions contain moderate concentrations of hydroxide ions
and have pH's greater than 7.0. They react as bases to neutralize acids. Solutions of these materials can be
corrosive to skin and irritating to mucous membranes. EXAMPLES - Aluminium phosphate, aluminium carbonate,
ammonium citrate, ammonium formate, ammonium oxalate, cadmium stearate, calcium phosphate, copper
formate, lead phosphate, mercurous acetate, nickel acetate, nickel formate, potassium oxalate.
36. Acid Halides

These materials are flammable and pose a vapour cloud explosion threat. Vapours may flashback to source and
cause a violent rupture of a closed container. Combustion of acid chlorides produces hydrochloric acid and
phosgene; toxic and irritating gases are also generated from the combustion of acid bromides and iodides.
Materials in this group are water reactive; some are violently reactive. They are incompatible with strong oxidizing
agents, alcohols, amines, alkali. Extremely corrosive and irritating to mucous membranes, eyes, and the
respiratory tract. Upon direct contact with skin, they will cause severe burns. Fumes are a serious inhalation
hazard. These compounds are used in industrial synthesis of organic compounds, especially acetyl compounds,
and to eliminate all traces of water from organic liquids. EXAMPLES - Acetyl bromide, acetyl chloride, acetyl
iodide, benzoyl chloride, fumaryl chloride, isobutyrl chloride, methacryloyl chloride, phenacetyl chloride.
37. Organometallics
Many organometallic compounds are flammable or highly flammable; sometimes they are pyrophoric. They are
generally combustible. Strongly reactive with many other groups. Incompatible with acids and bases.
Organometallics are good reducing agents and therefore incompatible with oxidizing agents. Often reactive with
water to generate toxic or flammable gases. Organometallics containing halogens (fluorine, chlorine, bromine,
iodine) bonded to the metal typically will generate gaseous hydrohalic acids (HF, HCl, HBr, HI) with water, with
heat released. Generally highly toxic. Often react on contact with tissues to give toxic products. Irritating to skin,
eyes, and mucous membranes. Can damage lung tissue and the liver. EXAMPLES - Bis(1,5-
cyclooctadiene)nickel, bis(cyclopentadienyl)chromium, bis(cyclopentadienyl)vanadium chloride,
bis(cyclopentadienyl)vanadium dichloride, bis(tributyltin)oxide, chromium carbonyl, cobalt carbonyl, cobaltocene,
dibutyltin diacetate, ethyl aluminium chloride.
38. Inorganic Oxidizing Agents

Materials in this group do not burn in themselves, but enhance the combustion of other substances. Inorganic
oxidizing agents can react with reducing agents to generate heat and products that may be gaseous (causing
pressurization of closed containers). The products may themselves be capable of further reactions (such as
combustion in the air). The chemical reduction of materials in this group can be rapid or even explosive, but often
requires initiation (heat, spark, catalyst, addition of a solvent). Explosive mixtures of inorganic oxidizing agents with
reducing agents often persist unchanged for long periods if initiation is prevented. Such systems are typically
mixtures of solids, but may involve any combination of physical states. Some inorganic oxidizing agents are salts
of metals that are soluble in water; dissolution dilutes but does not nullify the oxidizing power of such materials.
Organic compounds in general are have some reducing power and can in principle react with compounds in this
class. Actual reactivity varies greatly with the identity of the organic compound. Inorganic oxidizing agents can
react violently with active metals, cyanides, esters, and thiocyanates. Explosives often consist of an inorganic
oxidizing agent mixed in intimate contact with a reducing agent. Gunpowder is such a mixture. Other examples are
a mixture of sugar (an organic compound) plus sodium chlorate and magnesium (an inorganic reducing agent)
plus barium peroxide. The strongly oxidizing elements oxygen and fluorine are classified here. Inorganic oxidizing
agents that are also acids (such as nitric and perchloric acids) are not included in this group. Most are toxic by
ingestion; degree varies widely. Inorganic oxidizing agents include nitrates, nitrites, permanganates chromates,
bromates, iodates, chlorates, perchlorates, chlorites, hypochlorites, inorganic peroxides, and certain oxides. The
most dangerous oxidizing agents are the chlorites, chlorates, and perchlorates, in that order. Acidic media favour
reactions in which these substances act as oxidizing agents.EXAMPLES - Ammonium dichromate, ammonium
nitrate, ammonium perchlorate, ammonium permanganate, barium bromate, barium chlorate, barium peroxide,
cadmium chlorate, calcium chlorate, calcium chromate, calcium perchlorate, chromium nitrate, cobalt nitrate.
39. Inorganic Reducing Agents

Non-flammable. Compounds in this class react with oxidizing agents to generate heat and products that may be
flammable, combustible, or otherwise reactive. Their reactions with oxidizing agents may be violent. Sulfites and
hydrosulfites (dithionites) can react explosively with strong oxidizing agents. Sulfites generate gaseous sulfur
dioxide in contact with oxidizing acids and non-oxidizing acids. Most are toxic by ingestion; degree varies widely.
Sulfur and other non-metallic, elemental reducing agents appear here. EXAMPLES - Ammonium bisulfite,
ammonium sulfite, ammonium thiosulfate, arsenic sulfide, arsenic trisulfide, calcium dithionite, chromous chloride,
ferrous chloride, ferrous oxalate.
40. Inorganic Compounds/Neither Reducing nor Oxidizing

These compounds are nearly all non-flammable. Some are combustible; the majority are not. Those that are
combustible are usually only poorly combustible. These materials have weak oxidizing or reducing powers. . The
majority of compounds in this class are slightly soluble or insoluble in water. Most are toxic by ingestion; degree
varies widely. Arsenates and arsenites are often quite toxic by skin contact, and inhalation of dust. EXAMPLES -
Iron(III) oxide, sodium chloride, lead sulfate, lead arsenate, aluminium fluoride, aluminium oxide, asbestos, barium
chloride, beryllium sulfate, cadmium bromide, cadmium stearate, calcium chloride.
41. CFCs and HCFCs (chlorofluorocarbons and chlorofluorohydrocarbons)

These compounds are generally not flammable; some are combustible, but usually only poorly. These materials
are chemically inert in many situations, but can react violently with strong reducing agents such as the very active
metals and the active metals. They suffer oxidation with strong oxidizing agents and under extremes of
temperature. Low toxicity. In these compounds chlorine and fluorine replaces some hydrogen in a hydrocarbon.
The presence of fluorine lowers the reactivity relative to un-fluorinated compounds. This category also includes
compounds in which bromine replaces some of the chlorine atoms. All compounds are gases under standard
conditions. EXAMPLES - 1,1,2-trichloro-1,2,2-trifluoroethane, 1,2-dichloro-1,1,2,3,3-pentafluoropropane. 1-chloro-
1,1-difluoroethane, 1-chloro-1,1,2,2-tetrafluoroethane, 1-chloro-2,2,2-trifluoroethane, 1,1-dichloro-1,2,2-
trifluoroethane.
42. Nitrides, Phosphides, Carbides, and Silicides, Inorganic

These compounds react readily with oxygen or air. They are often pyrophoric, especially if finely divided. The
transition metal nitrides are often explosively unstable. Materials in this group are reducing agents. They generate
flammable or noxious gases in contact with water. Many nitrides react with moisture to evolve gaseous ammonia,
which is toxic and combustible. Phosphides react quickly upon contact with moisture or acids to give the very toxic
gas phosphine; phosphides also can react vigorously with oxidizing materials. Inorganic amides react with
moisture to evolve ammonia. Inorganic carbides react with water to generate flammable gases. The transition
metal nitrides react violently with water forming the metal hydroxides and ammonia. In general, materials in this
group are incompatible with oxidizers such as atmospheric oxygen. They are violently incompatible with acids,
particularly oxidizing acids. Tend to react with water to give corrosive or toxic products. Corrosive to skin and
mucous membranes. EXAMPLES - Sodium amide, calcium carbide, magnesium silicide, lithium nitride, calcium
nitride, chromium nitride. Aluminium carbide, aluminium phosphide, calcium phosphide, calcium silicide,
magnesium aluminium phosphide, magnesium phosphide, potassium phosphide.
43. Chlorosilanes
Flammable or pyrophoric. Chlorosilanes react with water, moist air, or steam to produce heat and toxic, corrosive
fumes of hydrogen chloride. They may also produce flammable gaseous H2. They can serve as chlorination
agents. Chlorosilanes react vigorously both organic and inorganic acids and with bases to generate toxic or
flammable gases. Poisonous by ingestion and inhalation and a poisonous irritant to the skin, eyes, and mucous
membranes. The toxicity is based on that of HCl, which forms by the reaction of chlorosilanes with water.
EXAMPLES - Allyltrichlorosilane, methyldichlorosilane, silicon tetrachloride, vinyl trichlorosilane,
trimethylchlorosilane, trichlorosilane, propyltrichlorosilane, phenyltrichlorosilane, methyl trichlorosilane.
44. Halogenating Agents, Strong

These compounds are technically non-flammable, but are combustible. They can support the combustion of other
materials. Fluorinating agents can react violently with halide salts. Many of these compounds are water-reactive
and air-reactive. Generally toxic. EXAMPLES - Antimony pentafluoride, molybdenum pentachloride, nitrogen
fluoride oxide, antimony pentachloride, tungsten hexafluoride, tellurium hexafluoride, sulphur tetrafluoride, sulphur
monochloride, silicon tetrafluoride, phosphorus pentafluoride.
3.5 FUNDEMANTAL MATERIAL TERMS USED ON BOARD
3.5.1 Iron, Steel
Mild steel is high tensile steel and will continue to be the most important material in the building of chemical
tankers and their cargo tanks.
Steel is attacked by only a few products, mainly acids and, of course ballast and washing water. Steel itself
contaminates very few products, one of them being high purity caustic soda. Rust, however, creates many
problems with cargo contamination. Rust may contaminate a product in the form of minute particles staying
suspended in viscous heavy liquids such as glycol and caustic soda. Rust may accelerate polymerisation in
polymerizable products. Rust will be soaked in with remains of previous cargoes, mainly from heavy oils, which will
contaminate the next cargo. Rust will, above all, render tank cleaning much more difficult, cause delays and
perhaps cargo claims.
Due to the above reasons steel is practically never used in chemical tankers without a protective coating. Coating
techniques have advanced greatly in latter years. Still, however, one does not dare to use coatings for products,
which are really aggressive to steel, e.g. acids (such as phosphoric acid.) One has to reckon with coating defects
where corrosion will start. One exception to this is rubber linings, which have been in use a long time with
corrosive cargoes.
For information on a particular product’s sensitivity to steel and rust see ref1, appendix 1 and 5. Generally
speaking, steel is resistant to alkalis, even in high concentrations (caustic soda, ammonia).
3.5.2 Stainless Steel
Stainless steel has increased greatly in use as tank material in later years. The motif is not only a better chemical
resistance but also primary it provides for a greater ease in tank cleaning and inspection. Thus cargo
contamination hazards can be reduced.
The stainless properties are due to the formation of a very thin, passive layer of chromium oxide on the surface.
The care of stainless steel tanks aims at maintaining this protective film intact.
S.Steels possess a number of advantageous properties, rustproofness, however, is not guaranteed. It depends on
the correct treatment of the tanks and on what products carried .A short review may be of interest.
Low carbon contents are required to make the steel corrosion resistant near the welds .Carbon tends to bind
chromium to form chromium carbide in the heat affected zone near the welds, thus reducing the corrosion
resistance locally. The addition of titanium has a neutralising effect on this process and therefore slightly higher
carbon contents can be tolerated. The addition of small amounts of nitrogen increases the tensile strength of the
steel considerably. Such steels are often used in more highly stressed. Parts such as corrugated bulkheads
subjected to corrosion from both sides, where weight reduction is at a premium.
3.5.3 General Corrosion
Of S. Steel from corrosive cargoes such as phosphoric acid is of a low intensity and can therefore be disregarded.
3.5.4 Pitting Corrosion
Might cause severe damage .To avoid this happening it is important to choose the correct type of s. steel.
Generally speaking high molybdenum contents is beneficial in this respect. Pitting may take the shape of small
holes, 1.2 mm. in depth and diameter to begin with. At times they are almost hidden below the surface of the steel
with an “entrance hole “of only a few tenths of an mm with a cavity of, 1-2 mm below. They are therefore
sometimes very difficult to detect .So called dye-penetrated tests are useful for detection when one knows
approximately where to look for defects. Pitting may develop in a generally corrosive surrounding, especially when
the surface is disturbed or when some extra chemical aggressive agent is present such as:
-Chlorides (sea water,”salt”). Contents above some 100-200 ppm are generally dangerous when together with
some other corrosive agent such as phosphoric acid. Fluorides have a similar effect.
-Particles of iron or other materials on the surface
-Craters or pores in weld deposits.
-Weld slag or slag from rolling mill
-Surface defects, micro cracks, and rough surfaces
-Lack of oxygen renders formation of chromium oxide difficult.
-High temperatures (above ca 40 deg. cel. corrosion rates increase rapidly.
3.5.5 Crevice Corrosion
May occur in narrow spaces where the corrosive agent can enter but without circulation, with a lack of oxygen as
consequence.
Typical locations:
-Under bolted connections
-Under cargo sediments
-Under paint on a stainless steel surface.
The following rules for maintenance of s. steel apply. :
1-Keep chlorides away: Avoid sea water in the tanks and rinse with fresh water carefully after seawater washing
Seawater must never be permitted to dry up and leave salt crusts on the surface. Keep the hatch covers closed
and the air pipes protected to prevent seawater or a saline atmosphere entering the tanks. Preferably chance
footwear before entering a tank when at sea
2-Remove any particles or sediments: such as rust, particles from grinding operations, cargo sediments
(phosphoric acid) “scale “. Cargo remains to be removed as soon as possible after discharge.
3-Surface finish: Tank surface to be kept bright and free from scratches. This means that possible corrosion or
other mechanical defects should be ground and polished to the original finish. Normally grinding disc “grain 80
“can be used followed by a final operation with grain “120”. Local pitting of substantial dept can be welded, minor
pitting ground away.
4-Inspect for corrosion after each cargo: especially tank bottoms and under deck. In order to avoid salt crystals
forming on the bottom 10- 20-cm. fresh water is sometimes kept in the tanks on the ballast voyage.
5-Cleaning: can normally be carried out with all common cleaning agents such as “ emulsifiers “,” solvent cleaners
“ and alkaline cleaners as well as caustic soda.
6-Stainless steel tanks are sometimes PASSIVATED by application of 12-15 % nitric acid (HNO3). This acid is
strongly oxidizing .The procedure assists in building up the passive chromium layer on the steel, thus increasing its
chemical resistance. Passivation is normally carried out after tank surface repairs in order to assist the normal
passivation in air .If aggressive cargoes are to be loaded within 24 hours all repairs must be passivated. In practice
“passivation“ with nitric acid is often used for the removal of discoloration and particle contaminations on the
surface .In fact, it is being more used as a thorough cleaning agent than a passivating chemical. Passivation is
normally carried out with a brush or, for a whole tank, by spraying. After: 20 min. the acid should be washed off
with large amounts of fresh water. Important: Nitric acid gives off nitrous gases, which are very toxic. Ventilate
completely and use-breathing mask for larger areas in confined spaces .The atmosphere can be tested for nitrous
gases by means of test tubes. Use full protective suits and full mask.
Nitric acid is usually available in 60% concentration.
7-Pickling: is the toughest way of cleaning stainless steel. This method is used for the removal of welding or
discoloration from cargoes. Pickling paste, consisting of, among other components, nitric acid and hydrofluoric
acid shall be applied with the same precautions as nitric acid above. Pickling should be followed by passivation
with nitric acid. Pickling involves a lot of work and can only be used on relatively small areas, unless carried out by
specialists.
See section 6.9.22.12 passivation by Nitric and Citric acid and pickling procedures in detail
3.5.6 Cuprous Alloys
Copper and its alloys corrode in many cargoes and many contaminate them, e.g. styrene, phenol, vinyl chloride,
aniline, ammonia solutions etc. Particularly aggressive are the ammonia compounds: they cause inter -crystalline
corrosion of cuprous alloys very rapidly. The object in question disintegrates very soon.
Heating coils of cuprous alloys are attacked by caustic soda (NaOH) after being used a long time. But for a limited
number of voyages no serious problems seem to arise. As a general rule in chemical tankers one tries to replace
cuprous alloys with stainless steel (AISI 316 /317) One must remember, however, that stainless steel easily scores
against s.steel in sliding contact (in valves etc.) and design accordingly, using also other materials.
3.5.7 Magnesium and Aluminium Alloys
Alloys of magnesium and aluminium should never be used in the cargo tanks area, due to their poor corrosion
resistance in such environments.
As sacrificial anodes these alloys are frequently used. They are severely attacked by caustic soda. Methanol will
be severely contaminated by magnesium .Any anodes should be removed before loading these cargoes. Check
cargoes against fef 1 or other information.
There seems to be a belief that Al,Mg. alloys are spark proof materials ,suitable for tank cleaning equipment etc.
The truth is the OPPOSITE: “light alloys “are considerably more prone to cause incentive sparks than steel
objects. When an object falls down into cargo tank light alloy oxidise at the point of contact,” thus adding a reactive
energy to the kinetic energy released .Hot sparks are created instead of “cold” sparks, which are created by steel
objects falling down .As a flammable mixture requires a certain minimum amount of energy to trigger off an
explosion it follows that “light alloys “are considerably more dangerous. Therefore: do away with cleaning gear of
light alloys.
In this connection it can be mentioned that so-called spark free tools are no longer particularly commended. Tests
have shown that steel tools are equally safe.
3.5.8 Tank Coatings
A modern chemical tanker has all her cargo tanks coated unless they are made of s.steel .The main reasons for
coating are: easier cleaning and less risk for cargo contamination. The durability of properly applied and
maintained coatings may be ten years or more .On other hand one mistake in cargo selection may totally ruin a
coating.” It is a matter of knowing the limitation and possibility of each type, or even of each make coating. Here
the chemical build up of coatings shall not be elaborated only the physical properties as regards resistance and
application. Every paint manufacturer has own resistance list stating approved cargoes, temperature and time
limitations etc. Contact the maker if in the slights doubt mistakes may turn out to be very costly. Many coating
manufacturers give some sort of guarantee for the first two years after application.
3.5.9 Epoxy Coating
Generally possess a good resistance against alkalise, seawater, wine, vegetable oils, crude oils, gas oils, lub oils
and also weak acid (as in free fatty acids in vegetable oil, but acid value should not exceed 20-40). Epoxy has
limited resistance against aromatic hydrocarbons (solvent: such as benzene, toluene, certain alcohols (e.g.
methanol), ketones (acetone) and some esters. Epoxy is some times indicated as resistant also to stronger acids.
This may be correct, but as an applied coating one must count on “holidays “in the film, thus making epoxy
unsuitable for really corrosive liquids.
Epoxy coatings, which have been stresses beyond their chemical resistance with strong solvents, tend to soften:
test with your nails. In such a case the coating must be given ample time to “weather out “trapped solvents are
recover its hardness before being subjected to cargo or water again. Do not try to speed up the recovery by
application of heat the top skin of the coating may then first harden. Leaving trapped solvent underneath, with
flaking as a consequence. Ventilate with a good turbulence in all corners of the tank Hardness of epoxy coatings
can be established by means of a standardised test using pencils of different hardness as a reference (SW
standard SIS 184-187)
Adhesion of coatings to the steel is also reduced if a cargo of strong solvents over stresses it. There are standard
test methods for the determination of adhesion by means of glued -on tablets, which are then pulled off with a
recording of the necessary force.
Epoxy coatings should normally not be heated above 60-80 deg. cel. During tank washing, steaming etc. During
the loaded voyage lower temperatures should be kept.
3.5.10 Epoxy Tank Coating

They are made up from epoxy with an addition of coal tar. They are excellent against seawater and crude oils but
should never be used in chemical tankers, light hydrocarbons of moderate solubility such as jet fuels, gas oils,
gasoline may cause the tar to leak out, which may contaminate the cargo.
3.5.11 Zinc Silicate Coating

Particularly those of organic type are very resistant against strong solvents and normally tolerate higher
temperatures than epoxies. Typical products are: aromatic hydrocarbons (benzene-xylene etc.), alcohols, and
ketones. Jet fuels may suffer zinc “pick up “from the coating to an extent, which is considered a contamination.
Therefore: check with ship requirements. Zinc silicate is not resistant against acids, or alkalise. The PH value of
the cargo should be within the range 5.5-10.5. This means that some molasses (slightly fermented-low pH) may
attack zinc silicates, as well as high contents of free fatty acids in vegetable oil or animal oils: Zinc silicate coatings
may under such circumstances cause zinc pick up into the cargo. They are therefore normally suitable for edible
oils for human or animal consumption. Remember that the contents of free fatty acids, and thus also the
aggressively and zinc pick up, may increase during transport. Certain coatings have governmental approval for
edible oils, check for pH limitations in such cases.
Zinc silicate are not suitable for long time exposure to seawater, the life span will be unduly reduced.
After carriage of molasses in zinc silicate coated tanks a thorough cleaning should be carried out as soon as
possible. Sour cargo remains on the tank bottom may damage the coating.
Zinc silicate are only partly resistant to chlorinated compounds (e.g. carbon tetrachloride, EDC, TCE) .If the water
content is high hydrochloric acid may develop, which will attack the coating. In similar way hydrolysable
hydrocarbons such as esters, acetates and halogenated compounds may attack the cargo. If however, the product
is guaranteed dry and the cargo tanks and piping are completely drained and dried these products can be carried.
Alkaline tank cleaning agents (caustic) should never be used in zinc silicate coated tanks. Considerable damage
can be done in one single cleaning operation. Zinc silicate stand well up against other cleaning agents such as
“solvent cleaners “and “emulsifiers “unless they have alkaline additives: Check first with the maker of the cleaning
product:
If a zinc silicate coating has been attacked one can often observe a thin layer of white dust on the surface, or the
coating gives a porous appearance, Inform the owners at once: it may be that the last cargo was off specification
and caused the damage.
3.5.12 Phenolic Resin

Is a recent addition to the family of tank coatings? They have a wide resistance list, including strong solvents,
which the epoxides do not tolerate. At the same time the phenolic accept about the entire product that zinc silicate
tolerate. This type of coating is likely to gain further application on board.
3.5.13 Polyster Coatings

Have poor resistance to solvents but are fairly resistance to weak acid and alkalise. They are not used on board in
chemical tankers to any extent.
Maintain of tank coatings means, above all, not to subject the coatings to non- permissible cargoes. Check with
the maker recommendations. Limitations as regard pH -values, max. Temperatures and max permissible storage
time on board must be followed .Let epoxies regain their hardness if softened. Generally it is not worth while to
recoat an epoxy coated tank on top of and old coating, the risk for a poor bond is too great. . Minor damaged areas
can, with a certain degree of success, be recoated. The area must first be degreased well. The area should than
be ground to a bright steel finish with a rotating grinder, grain 80 to 120, with an even transition to the coating .1-2
coats of primer plus 3-4 finishing coats may be necessary in order to build up the proper film thickness (200-300
microns). The tank wall may have to be warmed up (preferably from behind) in order to insure that there is no risk
for condensation on the surface. If possible the tank wall should be warmer than the tank atmosphere. For
application of coating on a whole tank the steel bulkheads must be properly sandblasted (non marine origin sand).
3.5.14 Rubber Linings
In recent years a number of ships have been fitted with rubber lined tanks, for the transport of phosphoric acid,
waste acids and hydrochloric acid.
The mild steel surfaces to be lined should be prepared by grinding away rough weld beads, surface defects, weld
splatter etc. Then comes sandblasting to “bright metal “(Sa 2 1 /2-3), priming with rubber glue and an application of
contact rubber glue. Thereafter the uncured rubber is applied in wide sheets and pressed on by means of hand
rollers .The rubber is usually 4-6 mm. thick with re -enforcements where mechanical wear may occur, such as
hatches etc. The rubber is vulcanized by heating with steam or hot water for a period of 15-30 hours. Synthetic
rubbers may have a curing accelerator added and will vulcanize at normal ambient temperature (20- 30 deg. C.) in
a few weeks.
Natural rubber has been used in ships for phosphoric acid. But chloroprene (neoprene) synthetic rubber is a more
usual choice on board .It has a much better resistance to sun radiation, oils and ozone, chloroprene is however,
more expensive and is somewhat more difficult to apply. Chloroprene is resistant to strong acids (not sulphuric
acid) and strong alkalise such as caustic soda .In some cases chloroprene lined tanks have been used for
backhauls with fuel oils. This rubber will however, not tolerate light hydrocarbons. Butyl rubber has a very good
chemical resistance but is stiff and hard to apply.
Great caution must be exercised so that the rubber will not be subjected to mechanical damage due to falling
objects, tools etc., Rubber lined tanks should have a minimum of fittings such as brackets, ladders, internal piping
etc. which can create weak spots.
Steel piping, includes bends, can be rubber lined .The pipe diameters should be chosen somewhat liberally in
order to keep liquid velocities relatively low. Membrane types of valves as well as pumps can be lined with hard
rubber. As heavy wear may occur on these parts the use of s. steel is however, recommended .The advantage of
having a pure rubber lined system with regard to a possible high contents of chlorides in the product will then,
however, be lost see 4.02
Rubber linings are tested for pores and defects by means of a high voltage tester at 10000 V (Chloroprene) and
20000 V (natural rubber) .To check the progress of curing or aging a shore durometer is used.
Shore tanks are sometimes lined with PVC (poly vinyl chloride) sheets glued into place. But this technique does
not seem to be sufficiently developed for use on board ships.
3.5.15 Marine Line Coating
Marine Line is formulated with a patented polymer, designed and engineered with high functional groups per
molecule. When heat cured, Marine Line coating forms 3-dimensional, screen-like structures with up to 784 cross-
links. This far surpasses Epoxies that only deliver 2 functional groups with only 4 cross-links.
This more densely cross-linked molecular structure delivers: • Higher Chemical Resistance • Higher Temperature
Resistance • Higher Reactivity at Lower Temperature • Higher Resistance to Absorption • Greater Toughness •
Faster Tank Cleaning.
Coating inspection & heat curing
Pre-Blast: Weld & Grind Inspection • Staging • Dehumidification • Ventilation • Rain Protection • Surface
Contamination Testing • Surface Protection
Blasting: Surface Profile • Surface Cleanliness • Environmental Conditions • Cleaning • Blasting • Visual Blast
Inspection
Spray Application: Environmental Conditions • Mixing Thinners • Base Coat (shown here) • Stripe Coat • Top Coat
Inspection: Dry Film Thickness Test • Spark Test
Heat Cure: Equipment • Set-up • Charting • Curing
Final Inspection: Hardness Test • Solvent Wipe Test • Inspection Report Prepared
The Marine Mend Repair System Kit is designed for minor repairs of Marine Line coated cargo tanks. The repair
procedure can be used when the coating has minor mechanical damage.
3.5.16 Gaskets and Packings

When PTFE (poly tetra fluoro ethylene, trade names: Teflon, fluon.) came on to market a few years ago it solved
many gaskets problems. This material is resistant to all likely chemical cargoes and all common temperature on
board. The PTFE has some very typical properties: it is expensive, has a low frictional resistance and low thermal
conductivity, does not adhere to other materials and yields or creeps when under pressure.
PTFE as a gasket in flange connections should be reinforced (asbestos, or glass fibres), contained in a grove
(male/ female) or used as a relatively thin envelope around a core of more conventional gasket material. Creep
can be controlled.” blue “ asbestos generally gives better chemical resistance against (pH 1-4 ) than “white “
asbestos .In “envelope” gaskets the cargo comes into contact with PTFE only ,which is an advantage.
It is an advantage to use PTFE packing in pump and valve spindle gland boxes, but remember that the bottom
clearance between spindle and housing may have to be less than usual as the packing will have a tendency to
creep out this way.
Although PTFE will solve most problems one must remember that common, and cheaper, materials will often
suffice. If an existing oil tanker is to carry strong solvents (e.g. aromatics, ketones etc.) flange gaskets of asbestos
-reinforced synthetic rubber will usually be acceptable. Flange gaskets of synthetic rubber -asbestos will normally
stand up against strong solvents, alcohols, strong alkalise (caustic) and acids .If in doubt, check with the maker.
Expansion glands in cargo piping and valve spindle glands, however
Should be repacked with PTFE -asbestos packing.
Rubber gaskets are not suitable for oils or solvent. Rubber is suitable for phosphoric acid. Chloroprene rubber
(neoprene) is resistant to caustic soda and ammonia solutions.
Carbon fibre: spindle packing is sometimes used in high-speed pump glands. They are expensive but have the
advantage of low friction, chemical inertness and high thermal conductivity.
Nitrile and flour (Viton) rubber: have a very good chemical resistance, to strong solvents as well as and are used
particularly in O-rings for stem seals in valves.
4.0 CARGO OPERATION PLANNING
4.1 Guidelines for Cargo Planning
The following points shall be among those considered, as applicable during cargo planning:
- Voyage and cargo instructions will be issued by the Charterer and must be acknowledged. The Company
must be informed immediately. If there is any disagreement with the instructions or the instructions are not
well understood, the Charterer and the Company are to be advised.
- The vessel shall carry only those grades of cargo, which are permitted by the ship’s Certificate of Fitness
and the Tank Coating Compatibility list. In case a cargo not mentioned in the COF is to be loaded, the
Company must be contacted immediately for advice.
- Cargo history of cargo tanks especially when dealing with NIOP/FOSFA cargoes.
- Load line applicable to the vessel and maximum cargo to load.
- Density of seawater at load port to calculate the allowance for dock water and UKC
- Restrictions imposed by various conventions and codes.
- Port rotation and compliance to seasonal load line zones. The Master shall ensure that the vessel is not
overloaded.
- Restrictions imposed by National and Local requirements.
- Pollution category, physical and chemical properties of the cargoes, health data, emergency procedures
and the hazards of the cargo obtained from the various MSDS available. The Manufacturer’s MSDS
sheet for the cargo must be obtained as soon as possible, but in any case prior to commencement of
loading.
- Cargo compatibility and segregation
- Requirements of environmental control within the tank.
- To avoid contamination through common venting systems
- Draught, Trim and Stability of the vessel at all stages of loading, discharging and carriage.
- Heating/ Cooling requirements
- Heating status of the cargo. In case on cargoes not requiring heating, the coils shall be blown through,
kept clear of water, valves closed and blanks fitted at both the inlet and outlet sides.
- Maximum allowable temperature of cargo and adjacent tanks.
- Stresses (SF, BM and torsion stresses) and sloshing loads at all stages of loading, discharging and
carriage.
- Number of slack tanks and their effect on stability and sloshing. Limitation on number and location of slack
tanks shall be highlighted.
- Load and /or discharge rate, maximum allowable pressure, ballasting/de-ballasting operations, venting
requirements, and communication facilities available.
- Final ullages of tanks
- Distribution of cargo, pipelines and pumps to be used, critical stages of operation, emergency stop
procedures and notice for change of rate.
- All precautions for safety including PPE, fire protection and firefighting agents.
- Personnel available for cargo duties and delegation of such duties.
- Suitability of tank material and material of equipment in the tank.
- The terminal and ship information exchange.
- The Master must have in writing from the Terminal Representative, whether the final stop shall be a shore
stop or a ship stop.
- Any other precautions required for the cargo
- Actions in the event of an emergency and Emergency stop procedures
- Emergency spill procedures and spill containment
- Precautions against static generation
- Line clearing, pigging and blowing procedures with associated hazards.
- Cold weather precautions
- Special precautions required for the particular operation
• If the Charterer has provided a stowage plan, the same shall be verified and confirmed to be
safe and environmentally compliant. If any part of the plan is unacceptable, the vessel shall
inform the Charterer of the same citing the reasons. A modified plan shall be forwarded to the
charterers without delay. The Company shall be kept informed accordingly. All communication
between charterers, agents and vessel must be relayed to Company.
• Cargo stowage plans or revisions thereof, when prepared shall be approved by the Master and
forwarded to the Company for review prior each voyage. In case of any doubt regarding the
cargo planning and stowage, clarification must be sought from the Office prior to finalizing the
plan.
• When the Cargo Stowage Plan has been established, a Cargo Loading Plan is to be prepared
for each berth. The plan is to be discussed and agreed with the Terminal Representative before
loading commences. Similarly, a Cargo Discharging Plan is to be prepared and discussed with
the Terminal Representative prior discharging.
• Guidelines set in the ICS Tanker Safety Guide (Chemical) guidelines shall be referred to while
preparing the cargo plan.
• The final Cargo Stowage Plan and the loading/discharging plan shall be available during the
Ship-Shore interface meeting. The information contained therein, especially those with regard
to communications and co-ordination between ship and shore must be discussed as a part of
the Ship-Shore information exchange.
The cargo loading/discharging plans, ballast plans and the ship-shore information exchange are not required to be
sent to office and must be maintained on board. These shall be checked for compliance by the Superintendent
during his visit on board.

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4.2 Planning Cargo Stowage
When planning cargo stowage, the flow charts on the following two pages should be followed and
stowage plans meeting all the requirements as per the flowcharts will result in compliance with the
requirements of IBC or BCH code.
First Stage: Allocation of tanks for intended products respectively


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Page: 4 of 11
4.2.1 Guidelines for Cargo Planning
The loading computer to be in good working condition and tested every quarter against approved Test
Condition reports.
When testing the loading instrument, the results obtained from the calculation program should be
identical to the results stated in the class endorsed test conditions. Should the numerical output from the
loading instrument be at variance with the endorsed test conditions beyond the acceptable tolerance,
the superintendent to be informed immediately.
4.2.2 Different Cargo Quantity
The vessel should prepare a stowage plan on the basis of a quantity instructed by the Charterer.
In some cases, it may happen that the vessel is given a different cargo figure after berthing. In
such cases the Master must contact the charterers and ascertain the correct figures to be loaded
and / or nominated. In no case will the vessel decide the quantity to load, Company shall be kept
informed accordingly.
4.2.3 Cargo Quantity

The maximum cargo allowable for the draught as permitted by the Load Line Rules for
applicable voyage and the Charter Party must always be loaded. The draught to which the
regulations apply is the observed draught amidships, and not mean of the fore and aft drafts.
Unnecessary extra quantities of bunkers, fresh water, stores and ballast are to be avoided to
enable maximum dead-weight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable stores against
the constant in the Builders stability information.
4.2.4 Density of Water

On each occasion of loading the density of seawater is to be established from a sample (from at
the depth of half of mean drafts) taken in adequate time before completion of loading. Any
necessary allowance should be calculated and its effect allowed for when calculating the
completion ullages.
4.2.5 Closed Loading System
Vessels, which are loading or discharging a Volatile, Flammable, or Toxic cargo, must
operate at all times in the Closed Operation Mode. Closed operations refer to the procedures

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whereby tankers conduct cargo transfer and /or ballast operations into cargo tanks, with tank
apertures closed and with vapour being emitted only by means of dedicated venting system,
which is designed to disperse the vapour clear of working areas and possible ignition sources or
to convey it to the shore vapour collecting system.
It is preferred that all cargoes are loaded in a closed operation mode.
The operations related to cargo tanks ullage measurements, sampling, water and temperature
detection and dipping must be carried out under closed system, through the fittings described
herein.
When the terminal requirement is for the cargo vapour to be routed back to shore, the ship must
be provided with an approved system for same. Although all “closed” cargo operations require
in-tank pressures to be monitored and controlled, the connection to a vapour emission control
results in pressures within the ship’s vapour spaces being directly influenced by any changes
that may occur within the terminal’s system. All tank hatches, tank cleaning apertures &
sighting ports must be liquid & gas-tight at all times.
It is therefore important to ensure that the individual cargo tank P/V protection devices are fully
operational and that loading rates not exceed maximum allowable rates. In addition, sensors that
incorporate high and low pressure alarm functions connected to audible and visual alarms
should continuously monitor pressures within vapour collection piping systems.
Closed Operation
Vessels carrying volatile, flammable, toxic or noxious cargoes must be provided with fixed
closed ullage gauges in all cargo tanks with local or remote indication. In addition vapour locks
must be fitted on each cargo tank to allow sampling, dipping, and water and temperature
detection without need of opening the cargo tanks. In principle, the use of portable UTI gauges
as primary gauging system may not be accepted.
The following fixed closed ullaging devices are deemed acceptable:
 mechanically operated floating gauges,

 electrical capacitance gauges or electronic probes,
 ultrasonic and
 Sonic methods.
In case of breakdown of a fixed gauge, ullage operations should temporarily be performed by

means of portable UTI gauges through the vapour locks. Prior commencement of cargo
operations it is recommended that any hazards of using the UTI gauges are identified and
precautions to be taken noted.
4.2.6 Overflow Control System
Ships must be provided with an OVERFLOW CONTROL SYSTEM as per section 15.19 of IBC
code in all cargo and slop tanks, independent from the fixed ullage gauges.
Cargo tanks shall be fitted with an audio and visual alarm.
4.2.7 Cargo Vapour Dispersal

Wind speed and direction plays a very important part in the dispersion of vapour. With high wind
speed dispersion of vapours will be rapid. With lower wind speed it will be slower. Whenever low
apparent winds speeds are noted, additional safety precautions shall be taken during the

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handling of cargoes, especially during loading. The deck and outside accommodation areas shall
be monitored at regular intervals. There is a possibility that the vapour will accumulate causing a
dangerous mixture. Should it be found that potentially dangerous concentrations of vapour are
building up the cargo operations should be temporarily ceased or the operational plan adjusted
to improve the situation. The vapour must be allowed to disperse before resuming cargo
operations.
Majority of cargo vapours are heavier than air. After they escape from tank openings or vents
during loading, they will tend to lie in lower parts on the decks. This makes the cargo deck area
and areas around these spaces dangerous. They may be sucked by mechanical ventilators for
machinery spaces, galley and air conditioners. In the event of any of the gas detector alarms
sounds, the cargo operations must be suspended, the cause ascertained and the procedure if
possible should be changed.
Wind direction is also important even at higher speed. The wind direction may cause eddy
currents of low velocity in the lee of superstructure or during STS operations, and impede
dispersion of vapour around the air intakes in the vicinity. Complete and rapid dispersion
requires a clear path for the air.
The precautions to be taken are as below:

 Avoid loading when wind speed is less than 5kts so as to avoid accumulation of the vented
vapors on deck.
 Use very low initial and final flow rates for cargo.
 Watch keepers to carry out gas checks on deck area.
4.2.8 Stability and Stress

The vessel is provided with an approved Loading Manual and Loading and Stability Information
Booklet. These manuals must be understood well, prior preparing the loading or discharging
plan. The manuals give information on stress and stability for various load conditions of the
vessel. It also contains full capacity, dead weight, stability, hydrostatic particulars and the
method of calculation of stress and stability.
The load distribution must minimize the stresses by distributing the various loads in a
satisfactory manner. When the vessel is in a seaway, especially during rough weather, these
effects can be worsened by way of excessive shearing and bending stresses. The vessel must
distribute its weights in such a way that the maximum permissible stresses are never exceeded.
Stresses shall be calculated in Ocean going condition not in Harbour condition.
In order to ensure that stresses are minimum and the stability is complying with the relevant
regulations, the weight distribution shall be verified by using the load computer (stress and
stability indicator).
Since parcel cargoes may be carried on such a vessel, various combinations of loading shall be
worked out. Torsional stresses are not calculated by loadicator hence asymmetric loading shall
be avoided.
The load computer shall be referred to for accuracy against the typical conditions given in the
trim and stability booklet. Testing of the Load computer must be done at the first doubt on its
accuracy, but in any case testing duration should not exceed 3 months. The data must be fed in
manually and for conditions different from the previous test and print outs taken should be filed
for future reference. The Company shall be notified of any discrepancies.

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On ships, which are not provided with a Load computer, checks shall be carried for the stability
booklet by comparing example cargoes against similar load conditions.
After the stress and stability calculations are complete, the Chief Officer must take approval of
the same from the Master. A copy of the calculations shall be filed as a record.
Vessels with inherent stability problems

Double hull tankers with NO centre line bulkheads may be subject to inherent stability problems.
The most critical period is during the filling of the double bottom ballast tanks when discharging.
Vessels, which have large width tanks, will be subjected to reductions of intact stability
due to free surface. Although vessels may meet the IMO intact stability criteria when in
fully loaded or ballasted conditions, they may be unstable when multiple tanks are slack
during cargo operations.
Most trim and stability manuals only deal with arrival and departure conditions and vessels may
not be aware that stability problems may exist during cargo transfers.
If a vessel has either large width tanks, or U section ballast tanks, or double bottom tanks
without watertight centerline bulkheads, calculations must be made for intact stability for
the worst-case scenario i.e. with all tanks slack.
If in this condition, intact stability criteria are not met, then instructions must be posted
conspicuously on board to indicate the maximum number of slack tanks possible under all
possible conditions of liquid transfer in order to satisfy IMO stability criteria.
The instructions must provide in a simplified format pre-calculated liquid transfer sequences,
which satisfy IMO stability criteria for all cargo and ballast transfer operations. The instructions
must be easy to understand and should allow for comparison of attained and required stability
using stability performance criteria in graphical or tabular form.
The instructions must also provide for corrective action to be taken by the officer in charge in
case of departure from the recommended values and in case of emergency situations.
These instructions must be prominently displayed in the approved trim and stability
booklet and at the cargo/ballast transfer control station and in any approved computer
software by which stability calculations are performed.
Vessel with such limitations shall develop a procedure on how to re-establish stability and
this should be displayed in the cargo control room.
If at any stages of cargo work the vessel loses stability due to a negative GM and lists to an
angle of loll, all operations must be immediately stopped and all valves shut off.
The manifold should be disconnected if possible. Terminal and company shall be notified and all
crew should be called on stations. Master shall gauge all cargo and ballast tanks to determine
the status of tanks and ascertain procedures to re-establish stability.
When the vessel is listed, NO attempt should be made to correct the list by taking water/cargo on
the higher side. Best method would be to strip the ballast tanks on the side to which she is listed
so as to reduce the free surface effect.

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Taking ballast on the same side to which she is listed would help to regain stability but the
method to be adopted depends on the status of the vessel, its cargo and ballast. Master shall
report and seek advice from the office.
Company shall ensure that appropriate instructions approved by Class and/or the Flag
administration is provided on board ships where the above criteria apply.
4.2.9 Ballasting / Deballasting Operation

Ballast can be used as a good means for maintaining trim and stability as required for the
vessel’s safety and operation. When preparing a loading or discharging plan for each berth, the
sequence for ballasting and deballasting of tanks shall be considered to adjust the trim and list
during the loading and discharging operations.
Whenever possible, the initial filling of ballast tanks should be by running in ballast from the sea
by gravity in preference to pumping in ballast. Ballasting should be done as per the cargo plan
and no deviations to be allowed without master/chief officer’s approval.
Ballast Water management shall be carried out by the vessel as required by the Ballast Water
Management Plan A or B. Many countries have imposed civil penalties for non-compliance. It is
the company’s policy to use the class approved ballast water exchange plans on board the fleet.
The reporting requirements are of particular importance since this may result in a delay in
commencing cargo work. The vessel may be subject to Quarantine or Port State inspection on
this issue.
Ballast water exchanges at sea should be carefully planned so as to ensure that no undue stress
is placed on the hull and that the vessels stability remains positive during the whole procedure.
Special care should be taken to avoid slack tanks and the operation should only be carried out
under good weather conditions.
Segregated ballast will be discharged overboard in accordance with local regulations as loading
progresses. Ballast carried in cargo tanks shall be discharged as per the requirements of
MARPOL Annex II or those of the port state in whose waters such discharge is to be carried out.
If necessary, the ballast may have to be discharged ashore. The matter will be discussed in the
pre arrival information exchange between the Master and the Terminal. The deballasting
operations shall be logged down properly, including any delays with the reasons.
As a good practice, the surface of ballast must be checked for presence of cargo (if lighter than
ballast and immiscible), and same to be logged into Port Log.
Ballast water treatment system

Convention has been ratified and will be in force in July’17. Ballast water treatment systems are
now being fitted to vessels and various designs and operating principles are employed. They
have largely been classified according to the technology or technologies which they use to treat
the Ballast Water. Groupings such as Mechanical, Chemical and Physical are very common.
Options being considered are;
 Mechanical treatment methods such as filtration and separation.

 Physical treatment methods such as sterilisation by ozone, ultra-violet light, electric currents
and heat treatment.
 Chemical treatment methods such adding biocides to ballast water to kill organisms.
 Various combinations of the above.

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Vessel shall be fitted with administration approved BWTS. All ballasting and de-ballasting
operation shall be carried out as per manufacturer’s guidelines. The ship’s crew should be
familiar with the operation and maintenance of the equipment fitted on board their vessel and
maintain records of all ballasting and de-ballasting operations as these may require to be seen
by local port authorities.
Heavy Weather Ballast

Ballasting and deballasting plans shall include comprehensive plans relating to heavy weather
ballasting within designated cargo tanks. The decision to take heavy weather ballast shall be
taken by the Master well before the onset of severe weather.
A thorough risk assessment along with a plan for taking in heavy weather ballast must be carried
out and forwarded to the Company for approval. Due regard shall be given to the time required
for the operation, stress, stability and to the sloshing effect which may take place if weather
conditions deteriorate unexpectedly. The expected time of commencement and completion of
the operation must be ascertained with the window period mentioned.
The plan forwarded to the Company for approval must contain as a minimum the following:
The time when vessel intends to commence and complete the operation.
Identity of tanks in which heavy weather ballast is to be taken.
Cleanliness of the tanks, adjacent cargo, sea water compatibility
Quantity of Heavy weather ballast required (tanks shall not be slack).
When and where vessel intends to de-ballast the heavy weather ballast
Stress and stability conditions
Weather conditions expected during the operation assessed
Risk assessment for the operation to be carried out and sent to office prior commencing the
operation.
The Company must be informed once the operation is completed.
The Chief Officer is responsible for planning and safely executing the operation. Due regard
shall be given to personnel having safe access to deck during the operation, proper line up and
valve setting, tank venting and gauging during this operation. The Chief Officer will supervise the
operation or delegate the supervision to a deck officer or officers after giving clear instructions.
Communications must be set up between the Deck and the Bridge teams. The Bridge team must
be updated at regular intervals and as necessary about the progress of the operation.
It must also be noted that sea water may be harmful to Stainless Steel, if in contact for prolonged
periods. Therefore it is important to keep the storage time of such ballast to a minimum
necessary. The tank when deballasted shall be rinsed with fresh water immediately and
inspected for pitting damages.
Ballast operations in severe sub-zero temperatures.
Prior to operating ballast or other systems that may be prone to icing the vent system must be
checked for icing. On commencement of ballasting or de-ballasting the associated tank must be
checked for pressurisation or formation of a vacuum to ensure that the venting system is not
blocked.
Following additional precautions shall be taken when vessel intend to carry out ballast
operations in sub-zero temperature:
 Ensure full tanks have sufficient void to allow for expansion.
 Pumps; should have residual water drained back.

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 Lines; should have residual water drained back.

 Valves; should be checked for residual water and then closed.
 Vents; should be checked for residual water and ice.
 Where ice is detected it should be dealt with appropriately, most likely the use of steam
until all elements of the system are clear.
 Fire pumps are also sometimes used for ballasting operations. These systems should be
cared for in the same manner as above.
 Option of conducting sea to sea, tank to tank re-circulation and/or air bubbling shall be
considered during interminnant stoppage of operations.
Crew shall be briefed for on-board arrangements and ship specific precautions prior entering into
sub-zero temperature conditions.
4.2.10 Damage Stability Booklet / Software

The damage stability Booklet of the vessel or any software provided must be well understood.
This booklet must be referred to prior preparing the loading plan. The survival criteria for the
vessel must be ascertained in case of damage as mentioned in the IBC or the BCH code,
whichever is applicable.
4.2.11 List
The vessel must be kept upright at all times unless required by an operation. The vessel shall,
so far as practicable, not to proceed to sea unless in an upright condition. If sailing in a listed
condition, due consideration will be given to the maneuvering characteristics of the vessel in a
listed condition, the increase in draught on one side, especially when the vessel effects a turn.
4.2.12 Restriction on Loading Edible Oils

“The National Institute of Oilseed Products” (NIOP) in North America and “Federation of Oil,
Seeds and Fats Association” (FOSFA) in Europe are associations of traders and producers of
edible oils. Their main concern is to protect health of the consumers of their products against
substances, which may contaminate their products during transportation.
A list of cargoes restricted and accepted by NIOP/FOSFA is available. Loading of edible oils into
cargo tanks which have carried certain hazardous cargoes previously is not permitted by "NIOP /
FOSFA" rules. Hence care must be taken to confirm the cargo history prior agreeing to load
such a cargo.
4.2.13 Heating Requirements

Some cargoes such as castor oil, palm oil etc., may require to be maintained between certain
temperature ranges during carriage and may require to be heated in a controlled manner by a
certain amount per day. E.g. 5°C per day. Instructions shall be given by the shipper or the
charterer accordingly. These instructions are to be strictly followed and the cargo must be loaded
in tanks capable of meeting such requirements. If an adequate heating instruction is not
available from the shippers concerned or the instruction is much different from Company's one,
Master should contact with Company immediately. Detailed instructions are provided under
section 6.3.3.6.

Page: 11 of 11
4.2.14 Chemicals to Be Carried For the First Time
Whenever the vessel is given orders to carry a chemical cargo for the first time, the cargo must
be reviewed by the Master, Chief Officer and the Company. The review is based on the MSDS
obtained from the manufacturer and any other source. Confirm that chemical cargoes listed in
vessel’s COF.
As soon as the cargo bookings are received the Master and Chief Officer shall study the MSDS
of the chemicals concerned, identify the main hazards of the cargo and precautions to be taken.
If the chemical has technical requirements, the Chief Engineer must be consulted. Company
must be informed of such cargo and a joint review of the new chemical shall be done by the ship
and Office. Once all information on the product is gathered a crew meeting is called and the
chemical to be carried is discussed with regards to its safe handling, stowage, hazards and
precautions. All safety information regarding cargoes carried on board must be readily available
to all crew members.
The risks should be minimized as far as practicable, utilizing the best information, knowledge,
technology and the guidance in this manual. All necessary information on procedures and
arrangements must be exchanged and agreed with the shore personnel, terminal personnel and
other parties concerned prior to commencement of the operation.
Tripartite Lists: New products are continually being created and proposed for carriage. When
there is need to transport a cargo which is not classified (IBC Chapter 17 or 18), the shippers
must approach their Administration and request for a tripartite agreement to be established
between the authorities of the shipping country, receiving country and the vessel’s flag state.
Conditions of carriage not included in the COF are subject to this agreement. Such products
have a potential to be eventually included in the IBC Code.
If a tripartite agreement is completed, the cargo is included in the MEPC.2 circular (Provisional
Categorization of Liquid Substances), which is updated annually and published each December.
The initiator has 3 years in which to provide all data to formally classify the cargo, failing which
the agreement will expire.
Page: 1 of 9
4.3 Method of Separatıon Loadıng
To establish whether or not two cargoes will react dangerously together, the data sheets and reactivity table of this
Manuel for both cargoes 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 mixings. Always use the USCG compatibility chart to verify cargoes are compatible.
While the USCG table gives general indications, the footnotes and data sheets for any two particular cargoes
should always be consulted because there are exceptions to the compatibility chart.
“Double “separation involves: -
(I) A pump room, cofferdam, or similar void space (which may be an empty cargo compartment) between tanks or
compartments containing incompatible cargoes, or at least one compartment loaded with a cargo compatible with
each, and separating, the incompatible cargoes. Cross section cargo tank are alerts
And
(II) Independent cargo pipelines to each compartment containing incompatible chemicals and which do not pass
trough any compartment containing other incompatible cargoes unless the pipeline is in a tunnel or similar
arrangement.
(III) Independent vent systems on each compartment containing incompatible cargoes.
Guidance when sufficient reactivity data is not available
Those responsible for soliciting, booking and scheduling parcel cargoes of chemicals should always satisfy
themselves that various parcels scheduled for any given voyage of any given ship are mutually compatible and
can safely be loaded and carried within the normal segregation of the ship. Since the ultimate responsibility for
safety of the vessel lies with the master, he should ensure himself by inspection of the data sheets that the cargo
distribution proposed for any voyage provides proper segregation of all parcels from standpoint of compatibility. If
the data sheets do not provide the necessary information, The Master should defer loading of the cargo until he
has been able to consult with his Owner, and received satisfactory assurance that the cargoes to be loaded and
the proposed plan of segregation are indeed compatible and safe. It cannot be emphasised too strongly that
parcels of chemicals should not be accepted for shipment or loaded on a vessel unless positive assurance is
available that the various chemicals are compatible within the basic pattern of the vessel itself.
Page: 2 of 9
(ref Tanker Safety guide for chemicals)
4.3.1 Separation from fuel oil tank
Cargoes which applies paragraph 15.11, 15.11.6, 15.12, 15.12.3, 16.6 and 16.6.1 of IBC code have to be
separated from fuel oil tank. Method of separation is similar to above-mentioned separation of dangerous reaction,
but from the point of view of this ship’s tank arrangement, cargo tanks of this ship are not arranged adjacent to fuel
oil tanks, this item may be ignored.
4.3.2 Separation from other cargo tanks loaded with heated cargoes
The ship intends to carry a reactive cargo e.g.

Acetone cyanohydrins,
Acrylamide solution (50% or less),
n - Butyl acrylate,
Croton aldehyde,
Decal acrylate,
Ethyl acrylate, 2 -
Hydroxyethyl acrylate,
Isobutyl acrylate,
Methyl acrylate,
Page: 3 of 9
Methyl methacrylate,
Alpha -Methyl styrene,
Acrylic acid,
Butyl / Decal / Cetyl / Epicotyl methacrylate mixture,
Butyl methacrylate,
Cetyl / Epicotyl methacrylate mixture,
Dodecyl / Pentadecyl methacrylate mixture,
2 - ethylhexyl acrylate, Ethylene norbornene,
Ethyl methacrylate,
1.3- Penta diene
Styrene monomer,
Vinyl acetate,
Vinyl neodecanoate and Vinyl toluene as defined para. 16.6 or 16.6.1 of IMO Chemical Code.
Heated cargoes should never be loaded adjacent to such self-reactive cargoes, since excess heating of self -
reactive cargoes will shorten the life of the stabilizing inhibitor making a self - reaction possible. It is recommended
that stowage of heated cargoes adjacent to tanks containing poisons are avoided, minimising the possible
evolution of poisonous to the deck.
4.3.3 Separation from tanks contained with water
The data sheets indicate of 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.
For instance,
Toluendiisocianate,
Nitrating acid (mixture of sulphuric and nitric acid),
Oleum,
Sulphuric acid and Trim ethyl phosphate these cargoes are reacted with water dangerously, Acetonitrile,
Carbon tetrachloride,
Trichloroethylene,
Ethyl acrylate,
Ethylene dichloride and Vinyl acetate these cargoes are may be occur hydrolysis causing increased corrosively.
Therefore, cargo tanks loaded with above cargoes must be separated from tanks loaded with water. When above
products are carried, these cargo tanks should be completely cleaned without residue of water.
4.3.4 Prohibited contaminate with Alkaline or Acidic materials
Cargoes requirement in para. 15.16 of IMO IBC Code, alkaline or acidic materials, such as Sodium hydroxide
solution or Sulphuric acid should not be allowed to contaminate these cargoes.
Objective cargoes among the intended carrying cargoes of this ship are e.g.
Acryl amide solution (50 % or less),
Croton aldehyde,
Calcium hypochlorite solution,
Ethylene Norborne,
Formaldehyde solutions (45% or less),
Trichloroethylene and Vinyl neodecanoate
4.3.5 Loading Limitation of Cargo
According to the regulations
Maximum allowable quantity of cargo per tank in accordance with ship type required by cargo.
The quantity of a cargo required to be carried in a type 1 ship should not exceed 1.250 M/T in any one tank.
The quantity of a cargo, required to be carried in a type 2 ship, should not exceed 3.000 M/T in any one tank.
Page: 4 of 9
Type 3 ship is not restricted by this limitations.
Chemical tankers fitted with High Level and/or High Level Alarms. Level alarms should be active during
loading/discharging operations.
The other important point is cargo tank structure. Cargo tank loading permissibility, according to the specific
gravity stated on Midship Section Plan and/or ship’s P & A Manual. Calculations should be carried out as stated on
paragraph “according to the specific gravity” in this chapter.
According to the temperature

Increase in temperature causes an increase in the volume of the product. This occur either loading the product on
a voyage proceeding to or through a higher temperature zone or alternatively heating the cargoes for carriage or
discharge.
To prevent the tanks becoming liquid full, the operator should identify the highest temperature and apply the filling
ratio (described in I.C.S. Tanker Safety Guide Vol.1).
Filling Ratio (% of full tank) = 100(1 – RT) - S

Where:
R = Co-efficient of cubic expansion of product considered per 10C.
T = Expected maximum temperature difference in 0C during voyage
S = Safety margin, usually 2% of capacity.
According to the specific gravity
Cargo tanks loading restrictions are stated on Midship Section Plan according to the cargo density.
High-density cargoes are effected tank surface and structural condition of the tank. It causes broken on the coating
and bending of the tank’s surface. To prevent the tanks from above effects, cargo’s density should be applied to
the filling ratio:
Filling Ratio (% of full tank) = VD1 / D2
Where:
V = Restricted filling ratio (% of tank)
D1 =Cargo tank’s allowable density
D2 =Cargo’s density
4.3.6 The Sloshing Effect
Within a range of tank filling levels, the natural pitching and rolling movement of the ship at sea, and the liquid free-
surface effect, can cause the liquid to move within the tank. It is possible for considerable liquid movement to take
place, creating high impact pressure on the tank surface. This effect is called “sloshing” and can cause structural
damage.
As the low-filling condition produces progressive waves known as hydraulic jumps, partially-loaded carriers can
exhibit high dynamic loads. As a consequence, sloshing due to partial filling must be examined very carefully.
When the tank motion is large, the front of the “hydraulic jump” (when the motion within the tank causes the liquid
to create a wave action) becomes steeper, developing a breaking wave. If the hydraulic jump hits the bulkhead
before breaking, a large impact can occur. The uniform velocity of the hydraulic jump also results in a large drag
force on the lower part of the pump tower and its supporting system.
Page: 5 of 9
4.3.6.1 Precautions to be taken with Respect to Sloshing

As a result of a series of model tests to investigate the effects of sloshing in partially filled tanks, the following
precautions must be taken to avoid damage due to sloshing, for those vessels of the fleet, being subject to
sloshing restrictions:
4.3.6.2 Cargo tank levels:

The first precaution is to maintain the level of the tanks within the required limits i.e.:
• Lower than a level corresponding to 10% of the height of the tank or,
• Higher than a level corresponding to normally 70% of the height of the tank.
Filling and loading limits and restrictions must be posted to ensure that cargo and/or ballast tanks shall remain free
of sloshing restrictions.
For vessels with ship specific Certificate of Fitness, the applicable limits, along with analysis will be stated in the
certificate and posted accordingly.
4.3.6.3 Ship’s Movement

The second precaution is to try to limit the ship’s movement, which would generate sloshing in the tanks. The
amplitude of sloshing depends on the condition of sea (wave pattern), the trim and the speed of the ship. Often a
minor alteration of course may change the ship motion considerably, particularly at high speed, and this may have
a significant effect on sloshing
4.3.6.4 Emergency Departure with Sloshing Restrictions on Tanks Levels

An emergency departure decision during loading or discharging operations always rests with the Master in
coordination with the terminal and Company.
As vessels must be operated with each tank filled in accordance with the authorized range, the recommendations
hereafter are provided only for exceptional circumstances (Severe Weather, Tsunami or Force Majeure events),
whereby staying at or entering a gas terminal would imply a risk more severe than navigating with tanks outside
the approved filling range. Present guidance intends to mitigate possible damages that could be caused, but shall
never eliminate such risk.
This guidance has been established for the non-approved range of filling levels. Its aim is to mitigate risk of
damage caused by sloshing during the time necessary to return the filling level in each tank to within the approved
range, which has to be carried out as soon as possible.
It is of primary importance that internal cargo transfer must be performed in the shortest possible time. A transfer
plan must be prepared and approved by the Company when possible. Cargo transfer must be started as soon as
loading/unloading operations with the terminal have been interrupted and eventual emergency departure expected
to avoid non-approved range of filling levels
After vessel departure, parameters relevant to the ship’s situation, to the containment system and to environmental
conditions for the whole period when the vessel is at sea with tanks out of approved filling shall be duly recorded in
the Bridge Log Book at a suitable sample rate for further reference/analysis i.e. position, course, speed, loading
case (weight distribution, draft, list, trim), sea conditions etc.
4.3.6.5 Vessel heading

It has been widely recognized that vessel heading is the most influent parameter on liquid motion in partially filled
tanks, as indicated in the following Figure.
 Whatever the filling level, beam seas are to be avoided
 Sailing from head seas to bow quartering seas gives significantly more favorable navigating conditions.
Additionally, even within this heading range, the situation can still be improved by sailing as close
as possible to head seas.
 Sailing from stern quartering seas to aft seas, provides the best conditions.
Page: 6 of 9
Figure: Influence of heading on risk of sloshing damage.
4.3.6.6 Filling Levels
 Filling levels must be returned to within the approved range as soon as possible to reduce risks as
indicated in the following Figure.
 In all sea states and at all headings 20%H – 30%H filling range generates the most severe liquid motions
(progressive waves, hydraulic jumps). The span of time spent at sea with fillings in this range must
therefore be limited as far as possible (in particular during cargo handling operations).
 It must be noted that the loads resulting from sloshing might increase significantly in the immediate vicinity
of the approved filling limitation. This is more particular for the lower filling range (see diagram below).
Cargo transfer must therefore, whenever possible, establish the filling range of each tank with precision
inside the approved filling limits.
Page: 7 of 9
Figure: Risk of sloshing by filling range
4.3.6.7 Speed guidance

While the effect of change in heading or in filling level is significant, anticipating the influence of ship’s speed is
difficult. It is recommended adjusting the speed parameter as follows:
Adopt a reduced speed when adjusting the ship course as per the Vessel Heading guidance
 Evaluate the cargo agitation once the course is selected. This evaluation being based on noises coming
from cargo tanks, free surface elevation etc.
 Increase the ship speed (for ex. 3 knots step) while course is maintained.
 Re-evaluate the cargo agitation. If the modification of ship speed resulted in less cargo agitation then the
new speed can be adopted and a new evaluation can be performed at higher speed. If the modification
of ship speed resulted in more cargo agitation then the reduced speed must be adopted.
All the steps must be coordinated with Company and approved filling levels in all tanks established as soon as
possible.
4.3.6.8 Sloshing effect when loading cargoes with Specific Gravity more than the designed one
Where the length of a cargo tank is not more than 10m or 10% of the ship's length, whichever is the greater, no
consideration may be taken for sloshing effect.
The sloshing effect into cargo tanks, when loading cargoes with Specific Gravity (SG) more than the designed SG,
is calculated as per the following example:
EXAMPLE for a ship with length: LOA 159 m
 159 X 10 /100= 15,9 m => therefore the maximum tank length on which sloshing effect is not
considered is 15.9 m.
 Let assume that cargo tanks affected (those with length in excess of 15,9 m) are 1p/s, 7p/s with tank
length is as follows:
1p/s = length 16,8 m
7p/s = length 17,6 m
 So, for those tanks sloshing effect must be taken into consideration and the maximum loading rate is
subject to restrictions. This means that the loading rate must be less than the designed maximum loading
rate. The following example applies for loading rate calculation:
Page: 8 of 9
Correction factor = Designed cargo tank SG (say 1,3) / Actual cargo SG (say for sulphuric acid 1,8) =
0,70
 Then, multiply the designed loading rate with the above found correction factor, to find the reduced
loading rate.
300Cb/hr X 0,7 = 210 cb/hr
 Attention must be placed that for the purposes of the present example, the above loading rate correction
affects only 1P/S & 7P/S cargo tanks. However, it is suggested initial loading rate for all cargo tanks
(even for those not typically affected) to be based on the above calculation, until the 1st meter sounding.
After cargo reaches 1st meter sounding, the loading rate can be increased up to maximum designed
rate. Of course this increase does never apply to 1P/S & 7P/S tanks, for which the loading rate in all
cases will be retained at 210 cb/hr, but for the rest not sloshing-affected tanks.
4.3.7 Cargoes Which Have Vapour Pressure Greater Than 1.013 Bar at 37.8 0 C
These cargoes must be applying the para. 15.14 of IMO Chemical Code. There are no products among the
intended carrying cargo of this ship.
4.3.8 Maximum Loading Rate
For loading cargo subject to the requirements of the IMO IBC CODE 1.14.2, the shipboard personnel who is
responsible to cargo loading should determine the loading rate by the formula below and both the ship's and shore
parties should reach good mutual consent in a meeting.
3600 u
LR < ----------
t
Where:
LR: loading rate
u : ullage volume at the liquid level of 98% (m3)
t : time elapsed after issue of alarm to complete stoppage of cargo inflow
into the cargo tank (sec)
Loading limits are shown on P & A Manual and/or Midship Section Plan. Those calculations made for preventing of
any risk on:
 Cargo lines,
 Cargo valves,
 P/V lines and valves.

In any doubt Masters should applied Company’s regulated loading rates which are prepared according to the
cargo’s specific gravity.
Maximum 2 cargo tanks should be filled in same time with separate lines, which diameters are 4 inches.
(1) S.G. < 0.8 Cargoes 300 Cub.M/Hour
(2) 1.0 > S.G. > 0.8 Cargoes 250 Cub.M/Hour
(3) 1.2 > S.G. > 1.0 Cargoes 200 Cub.M/Hour

Page: 9 of 9
(4) S.G. > 1.2 Cargoes 150 Cub.M/Hour
4.3.9 Segregation and Contamination Prevention
Every care must be taken to avoid mixture of cargo grades. The cargo layout must conform to the limitations of the
vessel cargo, venting and inert gas line systems. The use of split sections for non-kindred products must be
avoided. Α section is defined as a group of tanks served by separate filling, discharge and suction lines and a
separate pump.
Some vessel's tanks may be added to, or taken from, a section by the careful use of Master valves. Such cases
would not be considered to be split sections, provided that two-valve segregation is maintained between grades at
all times.
Unless otherwise specified by the Company there must always be at least two-valve segregation between different
grades of cargo. However single-valve segregation is acceptable for compatible grades provided that:
a. Confirmation that linked valves have been inspected/tested and their integrity is assured
b. Charterers Consent and instructions on that direction are provided
c. Company’s consent has been sent to the vessel.
Tank bulkheads, pipelines and valves must be tight, in keeping with the proposed cargo layout. Tanks, lines and
pumps must be prepared and relevant actions to be recorded in the form CT VO-28. The setting of cargo valves
must be done with the utmost care and critical valves must be secured against inadvertent operation. Pressure /
vacuum valves must be in good operating condition. Deck valve stuffing boxes, tank lids, tank cleaning plates,
fixed machines, ullage cover packing and all other deck penetrations must be in good condition to prevent water
entering the tanks. Shore hoses and rigid loading arms must be checked to ensure proper connection to the
correct shipboard manifold.
OIL / CHEMICAL TANKER Revision Date: 30.11.2O2O

Page: 1 of 5
5.0 SAFE LOADING PRACTICES
5.1 Overflow Prevention System for Cargo Tanks
5.1.1 Particulars of the Ship
High level alarm;

This issues alarms when the liquid level reaches 95% of the tank capacity, and alarms are given in
audible sounds and visible lamps in the cargo control room and displayed on the special panel for HLA.
The High level Alarm is activated when the liquid level reaches 95% of the tank capacity and indicated
by audio-visual indicators in the Cargo control room as well as on deck (usually on front part of monkey
island)
High high level alarm(ovefill alarm);

The High High level (overfill) Alarm is activated when the liquid level reaches 98% of the tank capacity
and indicated by audio-visual indicators in the Cargo control room as well as on deck (usually on front
part of monkey island).
CHIEF OFFICER SHOULD ARRANGE THE LOADING PLAN TO AVOID ACTIVATING OF HHL
ALARMS UNDER NO CIRCUMTANCES DURING THE LOADING, VOYAGE AND DISCHARGING.
HE SHOULD BE AWARE THAT REACHING THE 98 LEVEL MAKES A SAFETY DEVICE
INOPERATIVE. HE SHOULD CONSIDER EXPANSION RATIO OF CARGO DUE TO HEATING BY
ENVIRONMENTAL CONDITIONS.
5.1.2 Cargo Handling Procedure
Loading rates shall be decided based on the initial Ship-Terminal information exchange. However, it
must be borne in mind that the rate is subject to various factors such as communication facilities with
the shore, number type of shore pipelines, restrictions posed by the vessel’s equipment (pipeline,
venting capacity, electrostatic hazards, etc.) and prevailing weather conditions.
Loading rates can be determined as below:
LR < 3600 u
t
where
LR: loading rate
u : ullage volume at the liquid level of 98% (m3)
t : time elapsed after issue of alarm to complete stoppage of cargo inflow into the cargo tank (sec)
Stations of
crewmembers on board the ship
(A) Determination of loading tanks and lines Chief Officer

Verification of loading plan Master
Trim and stability calculations Chief Officer

Page: 2 of 5
5.1.3 Precautions During Cargo Loading
Valve operation (consideration against pressure surging,etc.)One of the major causes for pressure
surging against the flow of high speed liquid with in the piping lines is in the abrupt valve closing
operation (either partial or total closure ). Accordingly
a. Cargo flow control during the loading operation should be effected through the use of the operating
valve of the terminal located at the ship to shore connection or by regulating the cargo loading pump
speed.
b. Before shutting off the cargo flow by closing the operating valve of the terminal, ship's valve should
never be closed under any circumstances.
c. In this connection, agreement should be reached between the ship and the shore parties on the
ship.
In the event of occurrence of abnormalities such as power failure in the cargo loading system or loss of
communications connected there to other than over flowing accident, the following emergency
procedures should be taken to counter the situation:
Chief Engineer
---------- Liaisons on failures on the equipment or power failure
Chief Officer
---------- Liaisons for requesting to make emergency stopping

of the shore pump
Shore representative----- Emergency stopping of the pump
---------- Liaisons for making emergency stopping of the pump
Chief Officer--------- Emergency closure of valves
---------- Liaisons for verifying the valve closure
Shore representative
5.1.4 Topping Off Procedures:
Topping off cargo tanks is a critical operation & Chief Officer must supervise the topping-off operation.
The following must be ensure for a safe topping off operation:
 Topping off procedures and rates agreed upon and understood by vessel and terminal
personnel.
 Ensure that the cargo tank high and high-high level alarm system is ‘on’ and that no sensors
are ‘by-passed’ / inhibited.
 Ensure that the cargo tank high and high-high level alarm panel is monitored throughout the
topping-off operation and that there is radio communication with the Officer-on- Watch attending
the operation, for quick action in case of unexpected alarms.
 Try out the valves of the required tanks (opening of next tank and closing of present tank) for
smooth changeover well in time prior to topping-off. Ensure not to cause pressure surges.

Page: 3 of 5
 Have a crew member with a MMC or UTI at the tank being topped off. Increase frequency of
ullaging and reporting – start reporting the ullage at every 5 cm change when within 2m of
topping-up ullage.
 Double check all tank ullages in tanks that are not being topped off.
 Two officers must supervise and crosscheck topping-off and stopping levels of cargo tanks.
Ensure the cargo tank has sufficient space for draining the pipeline content.
 Reduce the flow to a suitable rate when topping off the last few tanks- give required notices to
Terminal and confirm the rate reduction. After the first notice to terminal for rate reduction it is
prudent to give repetitive notices to the terminal at 5 or 10 minutes seeking their
acknowledgement.
 As a guidance the reduced topping off rate must be received / achieved at least one hour prior
the estimated completion of cargo. (One hour for completion shall be calculated with the topping
off rate)
 Do not over pressurize the cargo lines.
 Ensure that the manifold pressure do not rise when operating valves/ changing over tanks; for
handling surge pressures, operate the valve slowly.
 On reaching desired ullage, changeover to next tank. When topping off the last tank have a man
standing by the manifold valve. If the shore cannot shut down then close the manifold valve.
 If in doubt, shut down. It is better to interrupt loading than having a spill.
In case of terminal’s failure to stop pumps, vessel’s manifold valves should be closed in
emergency.
 On completion of topping off process, independent comparison & verification of remote
gauges with local readings by UTIs/MMCs is carried out. Check the final ullage with the
planned ullages, basis the actual temperature and cargo density received
during the loading operation.
If the overfill alarm system is triggered off during loading, immediately close the
concerned tank valve, ensuring sufficient tanks are open to avoid pressure surge in the
cargo lines.
In case an overfill alarm activates for a non-working (static) closed tank, recheck the tank
valves and monitor the levels. In case of rising levels, stop all cargo operations and
transfer liquid from the overfilled tank into another empty/ slack tank. Investigate the cause
and do not resume the transfer operation until the measures taken to avoid increase of
level in the tank.
5.1.5 Precautions at the Termination of Cargo Loading
Post completion of loading, instructions should be given to the OOW regarding the following items
verification:
 Valves on the cargo line/manifold/pump room to be closed.

 Instructions to clean and store cargo hoses used for jumping.
 Instructions to remove clean and store y-pieces/reducers/vapour return line/spool pieces etc. used for
loading.
 Instructions to fit blind flanges on the cargo manifold and vapor return line.
 Preparation for Air / N2 blow of loading lines.
 Tanks in which the line cargo is to be received.

Page: 4 of 5
 Drip pan, bucket, waste rags and sawdust must be prepared to prevent cargo spills on the deck on
removal of cargo hoses, etc.
 Preparation for ullaging and temperature recording of cargo tanks.
 Preparation for N2 gas padding of the cargo tank if applicable.
 Instructions to close cargo tank domes and tank cleaning ports.
Stowing of cranes / derricks
5.1.6 Emergency Procedures
(Procedures when the overflow control system comes into action)

Normal cargo loading stopping procedures on coming into action of the HHLA.
Issue of HLA (start)
------------------- Signals by buzzer and lamp
Ship operator
------------------- Liaisons on issue of HLA alarm
Chief Officer
------------------- Liaisons for requesting the pump to stop
Shore representative---------------------------stop the pump
------------------ Liaisons on the stoppage of the pump verified
Chief Officer
------------------ Instructions to close the valves
Ship operator---------------------------------------Close the valves
------------------ Liaisons on the closure of the valves verified
Chief Officer
------------------ Liaisons on the closure of the valves verified
Shore representative (Finish)


Page: 5 of 5
Emergency cargo loading stopping procedures on coming into action of the HHLA
Issue of HHLA (Start)
---------------Signals by air phone, satelite signals,buzzer and lamp
Ship operator
---------------Liaisons on issue of HHLA alarm
Chief Officer
---------------Liaisons for requesting the pump to emergency stop
Shore representive-------------------------Emergency stop the pump
---------------Liaisons on the emergency stoppage of the pump verified
Chief Officer
Ship operator---------------------Emergency closure of the valves
---------------Liaisons on the emergency closure of the valves verified
Chief Officer
---------------Lİaisons on the emergency closure of the valves verified
Shore representative (Finish)
Note: In case shore cannot shut down its manifolds for some reason, the vessel must shut own
manifolds in emergency & immediately inform the shore representative accordingly.
5.1.7 Inspection and Maintenance of the Installations and Reference Materials

Inspection/Maintenance
The inspection and maintenance procedures of the installations should be in accordance with the
manufacturer's service manual. Refer to manufacturer's drawings for system diagram of the installations
and detailed drawings.
6.0 CARGO AND BALLAST HANDLING
Charterer’s requirements for carriage, care and maintenance must be complied with during all stages of cargo
transit from loading till unloading. This is in addition to compliance with all mandatory codes, conventions and
regulations.
6.1 Exchange of Information and Prior Arrangement
6.1.1 Exchange of Information before Berthing
Communication should be established with the terminal, either directly or through the appointed agents in order to
exchange essential information that may be necessary for a smooth turnaround of the vessel. Some of this
information includes but not limited to:
The ship to terminal:
The ship’s draft and trim at arrival
Any defect / limitation on the vessel which might hamper or delay the cargo operations.
The standards of size and bolt hole on the flanges at the manifold connections
The standards of size and bolt hole on the flanges at the vapour return line
Proposed discharge sequence and tank cleaning plan, if any.
Lifting capacity of the hose handling crane.
Terminal to the ship;
Availability of tug and mooring craft, when necessary, which will assist in manoeuvring and mooring
Terminal’s mooring arrangement including any additional preparations that may be required from the vessel’s
end.
Any particular feature of a jetty berth or buoy mooring that may be necessary.
Means of access, like shore gangway, accommodation ladder, Wharf ladder etc.
For buoy moorings, details of any mooring plan and of any code of visual or audible signals for use during
mooring
Depth of water at berth/Maximum permissible draft.
Weather information
6.1.2 Advice to Terminal from the Ship before Loading / Unloading
The responsible officer of the ship should inform terminal officer of the following information.
1. Information on the ship
• General arrangement of cargo, ballast and bunker tank

• Ship’s draught and trim at arrival
• Ship’s manifold detail, and standards of size and bolthole on the flanges
• Arrangement of cargo vapour returns lines and flange size
• Any defect / limitation on the vessel which might hamper or delay the cargo operations.
• Maximum draft upon completion of loading / unloading.
2. Cargo, bunker and ballast details before loading.
• Cargo quantities acceptable from terminal nominations

• Details of last cargo carried, method of tank cleaning (if any), and state of cargo tanks and state
of cargo tanks cargo pipelines.
• Quantity and disposition of slops.
• Disposition, composition and quantities of ballast and time required for discharge.
• Quantities of fuel and drinking water to be required
3. Loading plan of the ship
• Loading arrangement and procedures

• Proposed method of venting from the cargo tanks
4. Cargo details before unloading
• Kinds and properties of cargoes

• Special precautions for unloading cargoes
• Cargo quantities and loading conditions
• Ullage after the ship entered into the cargo-loaded voyage. If any change of the temperature
difference is found, sufficient care should be paid to leakage of the cargo into the spaces adjacent to
the cargo tanks.
• Cargo temperature at arrival
5. Unloading procedures of the ship
• Unloading procedures
• Maximum unloading capacity and pressure of the cargo pumps, and unloading rate and pressure
6.1.3 Advice to the Ship from Loading /Unloading Terminal
The responsible officer should be informed of the following from terminal:
Cargo and bunker detail before loading
• Kinds and properties of cargoes
• Special precautions of cargo handling
• Quantities of loading cargoes
• Bunker details
• Loading temperature
• When necessary, certificates and data for inhibitors, etc. added to cargoes
Loading plan
• Loading procedures
• Maximum transfer rate of cargo
• Number and sizes of cargo hoses or loading arms which can be available
• Moving range of cargo hoses or loading arms

• Maximum pressure of the ship / terminal connections
• Loading rate of bunker
• Communication /signal system for loading controls including emergency stop.
Unloading plan
• Cargo receiving procedures of terminal
• Maximum receiving rate for each cargo
• Maximum pressure at the ship /terminal connection
• Any other limitations at the terminal
6.1.4 Agreed Cargo Handling
Agreed cargo loading
In order to secure the safety of the cargo loading, a loading plan should be agreed by the responsible ship’s officer
and terminal representative on the basis of the information exchanged between the ship terminal having regard to
the items 6.1.1 to 6.1.3 and the following conditions
• The kinds and properties of the cargoes to be loaded.

• The arrangement and capacity of the ship’s cargo line and venting system and shore’s cargo line
• The maximum allowable pressure of the ship / shore hoses or loading arms to be used.
Agreed loading plan
In order to secure the safety of cargo loading, a loading plan should be agreed by the responsible ship’s officer
and terminal representative on the basis of the information
• Loading rate and pressure
• Loading procedures
• Necessary precautions to avoid static ignitions
• Atmospheric conditions
• System of ullaging
• System of cargo vapour return to shore installation
• Overflow control
• Movement or operation which may change flow rate
• The kinds and numbers of safety equipment to be used
• Numbers of cargo operators
Agreed unloading plan
In order to secure the safety of cargo unloading, an unloading plan should be agreed by the responsible ship’s
officer and terminal representative on basis of the information exchanged between the ship and terminal having
regard to the items 6.1.1 to 6.1.3 and the following conditions.
• The kinds and properties of the cargoes to be unloaded.
• The arrangement and capacity of the ship’s cargo line and venting system and shore’s cargo line.
• The maximum of discharge capacity and pressure of that cargo pump to be used, and discharge
rate and pressure.
• The maximum allowable pressure of the ship / shore hoses or loading arms to be used.
• Unloading procedures.
• Necessary precautions to avoid static ignitions.
• Movement or operations, which may change, flow rate.
• The kinds and numbers of safety equipment to be used.
• Numbers of cargo operators.
Signal system for loading and unloading control
Before loading or unloading commences, a signal system for control during cargo handling should be established
and agreed, indicating;
• “Standby”
• “Start loading” or “start unloading”
• “Slow down”
• “Stop loading” or “stop unloading”
• “Emergency stop”
And any other necessary signals should be agreed and established .The signal system to be used should be
clearly specified and understood by the ship and shore personnel on watch and on duty during cargo handling
operations, but if there are any doubts on oral understanding, the ship and shore connections should be clearly
marked for signal identification.
At each change of watch or shift, the responsible ship’s officer terminal representative should confirm with each
other that the signal system is understood by them and by the personnel on watch/ duty at the ship to shore
connection.
6.1.5 Agreed Safety Precautions and Emergency Procedures
Terminal Safety Regulations
After berthing the responsible ship’s officer should contact the terminal representative to
Provide the information on local safety regulations,
Agree designated smoking spaces,

Agree galley fire and cooking appliance limitations,
Advise “Work permit” and “Hot Work Permit” procedures and
Present and discuss Ship/Shore Safety Check List.
Tanker and terminal fire fighting equipment and procedures.
On the tanker’s arrival, the appropriate ship’s officer and the responsible terminal representative should discuss
the action to be taken in the event of emergency or a fire.
This should include means of communication and emergency capability. Preferably, a notice “Instruction in Case
of Fire” should be issued.
6.1.6 Cargo Planning
All cargo operations should be carefully planned and documented well in advance of their execution. The details of
the plans should be discussed with all personnel, both on the ship and at the terminal. Plans may need to be
modified following consultation with the terminal and following changing circumstances. Any changes should be
formally recorded and brought to the attention of all personnel involved with the operation.
The plan should cover all stages of the transfer operations and as a minimum, contain:
- Quantity and grade of each parcel;
- Density, temperature and other relevant properties;
- A plan of the distribution, lines and pumps to be used;
- Transfer rates and maximum allowable pressures;
- Critical stages of the operation;
- Notice of rate change;
- Venting requirements;
- Stability and stress information;
- Drafts and trims;
- Ballast operations;
- Emergency stop procedures;
- Emergency spill procedures and spill containment; and
- Hazards of the particular cargoes.
And also, as required:

- Precautions against static generation;
- Initial start-up rates;
- Control of cargo heating systems;
- Line clearing;
- Crude oil washing procedures;
- Under keel clearance limitations;
- Bunkering; and
- Special precautions required for the particular operation
- Inert gas/Nitrogen operations.
The cargo plan should be completed by the responsible officer prior to commencement of operations and verified
and approved by the Master. It should be comprehensive, contain full details of the operation and be easy to
interpret. Vessel should be able to demonstrate that an independent check of the cargo line up including venting
was carried out prior the start of the cargo operation. The cargo log must include details of all major events
including starting and stopping of main cargo and ballast pumps, tanks being worked and any deviations from the
original plan. The master and chief officer should be aware of the worst case damage condition for the existing
cargo on board.
6.1.7 Tank Survey prior loading
Shore staff must be accompanied by the Chief Officer/duty officer when the arrival condition survey is conducted
i.e. Tank readiness to load. The Chief Officer has a particular responsibility to protect the interests of the Company
and the Charterer during tank surveys.
6.1.8 Handling Ship’s equipment
The responsible officer shall provide clear instructions to terminal representatives/cargo surveyor/any 3rd party
representatives that they are not allowed to handle the ship’s equipment for e.g. manifold valves, etc.
6.1.9 Over the tide cargo operations
The company does not advocate that Tank vessels undertake Over-the-Tide cargo operations.
However, there could be occasions where commercial contracts direct the vessel’s to proceed to Terminals with
significant tidal variations, when `maintaining the company’s UKC requirements will entail discharging or loading
over-the-tide operations to be undertaken.
This be the case, the below guidelines will need to be adhered to, should discharging or loading over-the-tide
operations are to be permitted. These guidelines should be agreed to by all parties involved, prior to the arrival of
the vessel.
A full risk assessment process, with the aim of ensuring that the vessel remains safely afloat at all times,
taking company under keel clearance requirements and contingency measures should be drawn up and
sent to the office for approval.
An agreement between vessel and facility for standby tugs, docking pilot and notice requirement for other
logistics but not limited to mooring crew shall be documented prior to opting for over the tide cargo
operation.
The vessel should ensure that the vessel’s equipment that is critical to the operation, for example cargo
pumps and main engines are operational prior to berthing and are kept available while the vessel is
alongside.
The Terminal and Company minimum under keel clearance shall be complied with at all times. In the
event that the vessel is unable to achieve its minimum UKC requirement, the master should in consultation
with the pilot shift the vessel to pre-identified berth or anchorage in time.
6.1.9.1 Discharging over the tide
Where a vessel is nominated to carry a cargo to a berth where the nominated quantity will cause the vessel to
arrive at a draft which will exceed the UKC requirements for the berth at Mean Low Water, it may be possible for
the vessel to berth at High Water and discharge sufficient cargo before the next low water to enable her to
maintain company UKC requirements. This procedure may be adopted where all parties concerned accept the risk
involved and agree to adopt mitigating procedures to ensure that the vessel can be discharged in good time to
remain afloat, or be removed from the berth to a position where she can remain safely afloat. The vessel should
have measures in place (under the RA referred to above), taking into consideration, the time required for the
stoppage, disconnection of cargo arms and unmooring if one of the mitigating procedure is to move the vessel
from the berth, to a position, where she can maintain her minimum UKC requirements.
6.1.9.2 Loading over the tide
This may be undertaken where a vessel cannot maintain her UKC requirements during the final stages of loading
during the low water period. The vessel should stop loading at the draft equivalent to the minimum UKC
requirements and should recommence loading as the tide starts rising.
Loading should not recommence unless equipment critical for the departure of the vessel from the berth, for
example, main engines, is ready for use. The loading rate should allow the vessel to complete loading and allow
time for cargo measurements, sampling, documentation, clearance formalities and un-berthing, while maintaining
the required under keel clearance. Vessel may consider varying the loading rates whilst loading to allow the vessel
to take advantage of the varying low water heights on different consecutive days to maintain her minimum under
keel requirements and allow the vessel to remain alongside during the low water tides.
OIL / CHEMICAL TANKER Revision Date:

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6.2 General Precautions
In order to eliminate the risk of fire and explosion on board the ship, it is necessary to prevent a source
of ignition and a flammable atmosphere being present in the same place at the same time. Sometimes
it’s not possible to exclude both these factors simultaneously and precautions are therefore directed
towards excluding or controlling one of them.
Cargo compartments and at times the tank deck are to be expected to contain flammable and/or toxic
gases. Therefore, carrying of ignition source in these locations and/or work with tools which can produce
ignition is strictly prohibited.
All external doors, ports and similar openings should be closed when the tanker, or a ship at an adjacent
berth, is conducting any of the following operations: -
- Handling volatile petroleum or non-volatile petroleum near to or above its flashpoint.
- Loading non-volatile petroleum into tanks containing hydrocarbon vapour.
- Tank cleaning.
- Ballasting, purging, gas freeing or tank washing after discharge of volatile petroleum.
If external doors have to be opened for access, they should be closed immediately after use. A single
door should be used for working access in port. All other access doors must be kept closed.
Watchkeepers must check that the above is being complied with during their routine patrol in port.
Doors should not normally be locked in port. However, where there are security concerns, measures
may need to be employed to prevent unauthorised access while at the same time ensuring that there is
a means of escape for the personnel inside.
Engine room vents may be open. However, consideration should be given to closing them where such
action would not adversely affect the safe operation of the engine room spaces served.
Air conditioning intakes must be set to ensure that the atmospheric pressure inside the accommodation
is always greater than that of the external atmosphere. Air conditioning systems must be set to partial
recirculation and not 100% recirculation, as this will cause the pressure of the internal atmosphere to fall
to less than that of the external atmosphere, due to extraction fans operating in sanitary spaces and
galleys.
Due consideration should be taken to ensure that the pressure differential between that of the inside of
the accommodation and that of the outside such that the pressure is not so great as to ensure self-
closing doors operate effectively and doors do not slam shut or open with the risk of increased injury.
The Master is responsible for ensuring that all on board should observe the following precautions;
6.2.1 Notice
 Permanent Notices:
Permanent notices complying with international standards should be displayed in conspicuous spaces
onboard, indicating prohibited smoking and use of naked lights areas. Enclosed areas that need to be
ventilated prior to entering must also be marked.
 Temporary Notices:

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On arrival at a terminal, and throughout the vessel’s stay alongside, temporary notices are to be
displayed at the point of access to the ship, in the English language, to indicate the following:
WARNING
NO SMOKING – NO NAKED LIGHTS
NO LIGHTERS – NO MATCHES
NO UNAUTHORISED PERSONS
SWITCH OFF MOBILE PHONES

AND OTHER ELECTRONIC DEVICES
NO SMART WATCHES
NO FITNESS BAND
VISITORS MUST SHOW ID CARD
In addition, when the chemicals being handled present a health hazard, further notice should be
displayed stating:
WARNING
HAZARDOUS CHEMICALS
Local national or port regulations may require additional notices, which the Master must ensure, are
complied with.
Dangerous cargo light and international code flag are to be displayed as appropriate.
6.2.2 Access to the Ship
Personnel should only use the designated means of access between ship and shore or between ship
and ship. When a ship is berthed, at anchor, or alongside another ship, the means of access should be
placed as close as possible to crew accommodation areas and as far away as possible from the cargo
manifold area. Means of access should be as close to the living accommodation as possible. Gangways
or other means of access are to be properly secured and provided with an effective safety net. Life buoy
with light and line should be available at near the access point.
It should be borne in mind that the means of access also provides a means of escape. The location of
any portable gangway should be carefully considered. Emergency means of disembarkation must also
be considered (i.e. such as lifeboat etc.)
During darkness the means of access and the surrounding areas must be adequately illuminated.
Safety nets are not required if the gangway is fixed to the shore and provided with a permanent system
of handrails made of structural members. For other types of gangway, and those fitted with rope or
chain handrails or removable posts, correctly rigged safety nets should be provided.

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Access way can be the one of the followings;
 Shore gangway
When a gangway provided by the terminal, chief officer should check and be sure that the gangway
allow safe access between the shore and the ship.
 Ship’s gangway
A ship’s gangway consists of a straight, lightweight bridging structure provided with side stanchions and
handrails. The walking surface should have a non-slip surface or transverse bars to provide foot grips
for when it is inclined. It should be rigged perpendicular to the ship’s side and spans between the ship’s
rail and the working deck of the berth.
 Ship’s Accommodation Ladder
The Accommodation ladder consists of a straight lightweight structure fitted with side stanchions and
handrails. The steps are self-leveling or formed as large radius non-slip treads. The ladder is rigged
parallel or very close to parallel to the ship’s side on a retractable platform fixed to the ship’s deck. The
ladder is limited in its use as an access to the shore because it is fixed in its location and cannot be
used if the ship’s deck is below the level of the berth working deck.
All ship’s gangway and accommodation ladder including their associated equipment are to be routinely
inspected.
6.2.3 Unauthorized Persons
Persons who have no legitimate business on board, or who do not possess the master’s permission,
should be refused access to the ship. The ship should give crew list and authorised visitor list to the
terminal. Authorized but apparently intoxicated persons should not be allowed on board unless special
precautions for their reception on board have been made.
6.2.4 Smoking
Smoking should be prohibited on board, with the exception of places designated by the master whilst at
sea and those agreed by the master/chief officer and the terminal representative, during the vessel’s
key meeting prior to the commencement of cargo operations. The Chief Officer should ensure that all
persons on board are informed of the designated places for smoking. When the ship is tank cleaning,
the master should enforce smoking prohibitions, at least same as smoking criteria at port. If the master
feels necessary, he can put more strict rules at sea, in port and while tank cleaning.
As a general rule, no place can be approved as designated smoking place where flammable gas may
be present.
A smoking room should satisfy at least the following criteria at sea;

 Designated smoking areas should be located within the accommodation spaces.
 If there is any openable port and/or door in smoking area, it should be well closed.
 A fire extinguisher should be available in the immediate vicinity.
 The designated smoking areas should be equipped with safety type ashtrays and safety
matches.
While the ship is alongside, even when no operations are in progress, smoking only be permitted in
designated smoking places in port.

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A smoking room should satisfy the following criteria in port;

 Smoking places should be confined to locations within the accommodation.
 Smoking places should not have doors or ports that open directly onto open decks. If there is
any openable port in smoking area, it should be well closed, sealed and secured. There should
be at least two closed doors between the room and the outside.
 A fire extinguisher should be available in the immediate vicinity.
 The designated smoking areas should be equipped with safety type Ashtrays (self-extinguishing
type – honeycomb, enclosed, divide and drop) and safety matches.
All matches used on board should be of the safety type. Regular matches and lighters for personal use
are strictly prohibited. Only safety matches and/or fixed (car type) lighters can be use in designated
smoking areas and they should never be taken on deck or in any other place where flammable gas may
be present.
The restrictions of the use of ‘É-cigarettes’ should be the same as for normal cigarettes.
The use of mechanical lighters, portable lighters and disposable lighters with electrical ignition sources
are prohibited on-board tankers.
The carriage of matches and lighters through terminals is generally prohibited. Such action may invite
severe penalties under local regulations for non-compliance.
The captain should specify the smoking spaces and strictly prohibits smoking without the
restricted area and keep closed all openings / windows / doors of these areas.
6.2.5 Naked Lights (open flame)
Naked lights are prohibited on the tank deck and any other place where there is risk of dangerous gases
being present.
Conspicuous warning notices must be displayed at the access point to the vessel and on
accommodation doors exit doors prohibiting smoking and the use of naked lights.
6.2.6 Use of Tools
6.2.6.1 Grit Blasting and Mechanically Powered Tools
Grit blasting and the use of mechanically powered tools, such as pneumatic grinders, wire brushing etc.
shall be considered as coming within the definition of hot work. Therefore, these operations will only be
permitted under the following conditions and should only be commenced following the completion of a
hot work permit.
 The work area should not be subject to vapour release, or a concentration of combustible
vapours, and should be free of combustible material.
 The area should be gas-free, and tests with a combustible gas indicator should give a reading of
not more than 1 % LFL and reading s recorded on the ‘Hot Work Permit’.
 The ship must not be alongside at a terminal.
 There must be no cargo, bunkering, ballasting, tank cleaning, gas freeing, and purging or
inerting operations in progress.

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Adequate fire-fighting equipment must be laid out and ready for immediate use. The fire main is to be
pressurized and anchor washes on.
The hopper and hose nozzle of a grit blasting machine should be electrically bonded and earthed to the
deck or fitting being worked on.
For additional information on the use of tools, ISGOTT should be referred to, Chapter 4.5.
6.2.6.2 Hand Tools

The use of hand tools such as chipping hammers and scrapers for steel preparation and maintenance
can be used without a Hotwork Permit. However their use to be restricted to deck areas and fittings
connected to the cargo system. The work area should be gas free and clear of combustible materials.
The ship must not be in any cargo, bunker, ballasting, tank cleaning, gas freeing, purging, or inerting
operations. Hand tools should be used only for the purpose for which they are designed.
ISGOTT STATES: - "Non-ferrous so called non-sparking tools are only marginally less likely to give rise
to an incentive spark, and, because of their comparative softness, are not as efficient as their ferrous
equivalents. Particles of concrete, sand or other hard rock-like substances are likely to become
embedded in the working face or edge of such tools and can then cause incentive sparks on impact with
ferrous or other hard metals. The use of non-ferrous tools is therefore not recommended."
IT IS THEREFORE IMPORTANT WHEN PLANNING "HOT WORK" (WHICH INCLUDES

HAMMERING, CHIPPING, SCRAPING ETC.), TO ENSURE THE RESPECTIVE AREA IS GAS FREE
AND COMPLETELY SAFE. POCKETS OF GAS CAN EXIST IN PARTS OF A TANK OR WITHIN A
PIPE LINE. REGULAR CHECKS MUST BE MADE. GAS MAY ALSO EVOLVE FROM DISTURBED
SLUDGE OR AS AIR TEMPERATURES INCREASE. CONSTANT MONITORING AND VIGILANCE IS
REQUIRED.
6.2.7 Aluminium
Aluminium equipment should not be dragged or rubbed across steel since it may leave a smear, which,
if it is on rusty steel and is subsequently struck, can cause an incendive spark.
For this reason, the undersides of aluminum gangways and other heavy portable aluminum structures
are normally protected with hard plastic or wooden strips. These must be regularly inspected and
maintained as necessary. If there is no protective guard, then alternative precautions shall be taken.
The use of other aluminum equipment in cargo tanks and on cargo decks should be subjected to a risk
assessment.
6.2.8 Spontaneous Combustion

Some materials when damp or soaked with oil, especially oil of vegetable origin, are liable to ignite
without the external application of heat as the result of gradual heating within the material produced by
oxidation. The risk of spontaneous combustion is smaller with petroleum oils than with vegetable oils,
but it can still occur, particularly if the material is kept warm, for example by proximity to a hot pipe.
Cotton waste, rags, canvas, bedding, jute sacking or any similar absorbent material should therefore not
be stowed near oil, paint, etc. and should not be left lying on decks, on equipment, on or around
pipelines etc. If such materials become damp, they should be dried before being stowed away. If soaked
with oil they should be cleaned or destroyed.
Certain chemicals used for boiler treatment are also oxidizing agents and although carried in diluted
form are capable of spontaneous combustion if permitted to evaporate.

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6.2.9 Cargo Manifold Drip Trays

These should be regularly cleaned and dried after each cargo operation to remove any spillage, which
may be incompatible with another product spilled later.
6.2.10 Portable Lamps and Electrical Equipment
6.2.10.1 General
All portable electrical equipment including lamps should be approved by a competent authority and must
be carefully examined for possible defects before being used. Special care should be taken to ensure
that the insulation is undamaged and that cables are securely attached and will remain so while the
equipment is in use. Special care should also be taken to prevent mechanical damage to flexible cables
or wandering leads.
6.2.10.2 Lamps and Other Electrical Equipment on Flexible Cables (Wandering leads)
The use of portable electrical equipment on wandering leads should be prohibited within cargo tanks
and adjacent spaces, or over the tank deck, unless throughout the period the equipment is in use:
 The compartments within which, or over which, the equipment and the lead are to be used is
safe for hot work. Before commence work, ‘Hot Work’ part of this manual should be reviewed.
The work cannot commence without issuing hot work permit.
 The adjacent compartments are also safe for hot work, or have been purged of hydrocarbon to
less than 2% by volume and inerted, or are completely filled with ballast water, or any
combination of these, and
 All tank openings to other compartments not safe for hot work or purged as previous point are
closed and remain so; or
 The equipment, including all wandering leads, is intrinsically safe; or
 The equipment is contained within an approved explosion-proof housing. Any flexible cables
should be of a type approved for extra hard usage, have an earth conductor, and be
permanently attached to the explosion-proof housing in an approved manner.
In addition there are certain types of equipment, which are approved for use over the tank deck only.
The foregoing does not apply to the proper use of flexible cables used with signal or navigation lights or
with approved types of telephones.
6.2.10.3 Air Driven Lamps
Air driven lamps of an approved type may be used in non-gas free atmospheres although, to avoid the
accumulation of static electricity at the appliance, the following precautions should be observed:
 The air supply should be fitted with a water trap; and
 The supply hose should be of a low electrical resistance.
Permanently installed units should be earthed.


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6.2.10.4 Flashlights (Torches), Lamps and Portable Battery Powered Equipment
Only flashlights that have been approved by a competent authority for use in flammable
atmospheres must be used on board tankers. On board Placing of other type of Torches is
strictly prohibited!!!
Handheld UHF/VHF portable transceivers must be of an intrinsically safe type.
Small battery powered personal items such as watches, miniature hearing aids and heart pacemakers
are not significant ignition sources.
Unless approved for use in a flammable atmosphere, portable radios, tape recorders, electronic
calculators, cameras containing batteries, photographic flash units, portable telephones, pagers, smart
watches, smart bands etc. must not be used on the deck or in areas where flammable gas may be
present.
UTI/Hermetic/MMC tapes are battery operated electronic units and they should be certified as being
suitable for use in flammable atmospheres.
6.2.11 Fixed Electrical Equipment
Fixed electrical equipment in dangerous areas, and even in locations where a flammable atmosphere is
to be expected infrequently, must be of an approved type and be properly maintained so as to ensure
that neither the equipment nor the wiring becomes a source of ignition.
6.2.12 Synthetic Clothing
Experience has shown that clothing made from synthetic material does not give rise to any significant
electrostatic hazard under conditions normally encountered on tankers.
However, the tendency for synthetic material to melt and fuse together when exposed to high
temperatures leads to a concentrated heat source which causes severe damage to body tissue.
Clothing made of such material is therefore not considered suitable for persons who may in the course
of their duties be exposed to flame or hot surfaces.
6.2.13 Communication Equipment
 Portable communication equipment used on board should be approved type by recognized

authority. Otherwise should be kept in “OFF”.
 Transmitting aerials should be kept in “OFF”. Main transmitting antenna should be earthed or
isolated.
 Medium and high frequency radio transmitter should be kept in “OFF” position.
 VHF’s should be set to low power.
 .
 Satellite communication equipment may be used.
 Radar’s should be kept in “OFF” or in “Stand-by” position when alongside a terminal.
 AIS equipment should be kept on “LOW POWER” whenever performing cargo
operations (at berth/ STS ). If permitted by the port authority, it is preferable to switch
them off instead.

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 When there is a direct telephone connection from the ship to the shore control room or
elsewhere, telephone cables should preferably be routed outside the dangerous zone.
 Mobile phones usage on deck is strictly prohibited. They can be used only in accommodation
area.
6.2.14 Galley Stoves and Cooking Appliances

The use of galley stoves and other cooking appliances that employ naked flames should be
prohibited while a ship is at a petroleum berth.
It is essential that galley personnel be instructed in the safe operation of galley equipment. Unauthorized
and inexperienced persons should not be allowed to use such facilities.
A frequent cause of fires is the accumulation of un-burnt fuel or fatty deposits in galley ranges, within
flue pipes and in the filter cowls of galley vents. Such areas require frequent inspection to ensure that
they are maintained in a clean condition. Oil and deep fat fryers should be fitted with thermostats to cut
off the electrical power and so prevent accidental fires.
Galley staff should be trained in handling fire emergencies and appropriate responses. Appropriate fire
extinguishers and fire blankets should be readily available.
The use of portable stoves and cooking appliances on board ship should be controlled and, when in
port, their use should be prohibited.
Cookers and other equipment heated by steam may be used at all times.
6.2.15 Personnel Protection
All tankers designated for carriage of dangerous chemicals in bulk should have on board suitable
protective equipment and clothing for the protection of crew involved in cargo handling and tank
cleaning operations. The types and quantities of protective equipment as well as additional safety
equipment should be in a strict compliance with requirements of IBC Code.
All ships carrying dangerous cargoes should have on board medical first-aid equipment, including
oxygen resuscitation equipment and antidotes for cargo carried in compliance with recommendations
listed in IMO -–MFAG (Medical First Aid Guide, part of IMDG Supplement) and WHO – IMGS
(International Medical Guide for Ships) It should be inspected that all protective equipment are in good
order.
6.2.16 Tank Entry Prior to Loading
When cargo tanks to be loaded are needed to be inspected, sufficient caution should be paid for the
following conditions.
 At first, gas detection should be carried out. Personnel should not enter cargo tanks unless the
responsible ship’s officer has confirmed that the cargo tank is free of toxic vapour and not
deficient in oxygen.
 Tank entry should be under the permission and close supervision of a responsible ship’s officer.
 In any case, only explosion proof type portable light can be used.
 No one may enter an enclosed space without the permission of the officer in charge who will first
ensure that the necessary tests have been completed and that the requirements of the
ENCLOSED SPACES ENTRY PERMIT CHECK LIST are complied with in full.

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 Entry into unsafe space (any space that has not been proved safe for entry) is strictly
prohibited.
 At least one person, team leader and/or any other person in entry team should carry personal
gas detector to check atmosphere continuously.
6.2.17 Cargo Information
The IMO chemical codes as well as Marpol Annex 2 require that certain information must be available
on board prior to loading, reference is made to chapter 17 in the IBC code and chapter 5 in the BCH
code. It is the Master’s responsibility to ensure that the necessary information, including Material Safety
Data Sheets are on board for each cargo, and available to all personnel onboard and involved in cargo
handling. The information should include;
 A full description of the physical and chemical properties, including reactivity, necessary for the
safe containment of the cargo.
 Compatibility with other materials and chemicals
 Action to be taken in the event of spills or leaks
 Countermeasures against accidental personal contact
 Fire fighting procedures and fire extinguishing media
 Procedures for cargo transfer, tank cleaning, gas freeing and ballasting.
 Whether the chemicals is stabilized.
Loading should not commence before the Master receives the appropriate MSDS. If the MSDS is not
provided, then a letter of protest must be issued and the office as well as the commercial operator must
be informed immediately.
The Copies of MSDS to be posted in conspicuous locations till the specific cargoes are on board.
The correct technical name of the cargo should be available, and only cargoes for which the ship is
approved should be loaded. If fixed cargo(s) name is not listed in ship’s Certificate of Fitness, master
should contact with company immediately before loading. For those cargoes required to be stabilized or
inhibited, the cargo should be refused if an inhibited cargo certificate is not supplied. Original copy of
inhibitor certificate should be handed before loading commence.
6.2.17.1 Procedure for Unfamiliar Chemical Cargoes Loading
If vessel is fixed for carriage of unfamiliar chemical cargo(s), the Master is responsible to check that
vessel is suitable for the intended cargo(s), such as certification and stability restrictions, etc. If this is
the case, followings should be checked prior to loading;
 Check the name of cargo in IBC Chapter 19, “Index of Products Carried in Bulk”. The name of
cargo should be written in this chapter. If cargo name is not stated in this chapter, contact with
the Company.
 Check the IBC Code Chapter 17 and 18. Minimum requirements and ‘If there is any special
requirement’ for the cargo to be loaded should be examined. The Master to be sure that all
requirements of the cargo including special requirements are suitable for the vessel. If it is not,
contact with Company.
 Check the ship’s Certificate of Fitness. The cargo, which to be carried, should be written in
attachment of the certificate (List of Products). Check condition of carriage requirements of the
cargo. If the cargo is not stated in this list and/or any of condition of carriage requirements is not
applicable, contact with the Company.
 Check the cargo Material Safety Data Sheet. All information, such as compatibility group, cargo
heating, specific gravity, etc. should be examined. If there is any loading limitation and/or
restriction which not suitable for the vessel, Company should be informed.

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 Check the ship’s specific class approved P&A Manual. Vessel equipment, tanks design, pumps,
etc. should be suitable for intended cargo.
 Check the ISGOTT. Related precautions for cargo should be examines, e.g. Precautions for
static electricity during loading and discharging, etc.
 Check ship’s specific “Vapour Emission Control System (VECS) Manual.
Above mentioned information should be readily available on board. If Master needs any additional
information for cargo, should contact with the company immediately. The company is responsible to
supply all information which requested by the Master for unfamiliar cargo(s).
If sufficient information, necessary for the safe transport of the cargo, is not available before loading, the
cargo shall be refused.
6.2.18 Weather Precautions
6.2.18.1 Wind conditions
Most chemicals vapours are heavier than air and vapours that may be released during loading gas
freeing or accidental spills will sink and may concentrate on lower deck areas, especially in conditions of
little or no wind. Strong winds may create vapour pockets on the lee side of deckhouses or other
structures.
6.2.18.2 Electrical Storms
During electrical storms in the immediate vicinity of the ship at sea, all operations that may evolve
flammable vapours should be stopped, including tank cleaning, gas freeing and ballasting.
6.2.18.3 Cold weather
During cold weather, precautions should be taken to prevent equipment and systems from freezing.
Attention should be given to pneumatic valves and control system, fire lines and hydrants, steam driven
equipment, cargo heating systems, pressure/vacuum valves etc. If fitted, heating arrangements should
be used. Any water that has collected in a system should be drained off. Cooling water systems should
be dosed with anti-freeze or drained.
Water in a fire main or spray system should be circulated continuously, where possible. Special
attention must be paid to emergency showers and eye-wash stations to ensure the availability of
facilities.
6.2.19 Engine and Boiler Rooms
6.2.19.1 Combustion Equipment
As a precaution against funnel fires and sparks, burners, tubes, uptakes, exhaust manifolds and spark
arresters should be maintained in good working condition. If there is a funnel fire or sparks are emitted
from the funel, the tanker should, if at sea, consider altaring course as soon as possible to avoid sparks
falling on the tank deck. Any cargo, ballasting or tank cleaning operations in progress must be stopped
and all tank openings closed.
6.2.19.2 Blowing Boiler Tubes


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Boiler tubes should be soot blown prior to arrival and after departur from a port. Boiler tubes should not
be soot blown when the ship is in port. At sea, the officer on bridge watch should be consulted prior to
the operation commencing and the vessel’s course altered if necessary.
6.2.19.3 Cargo Vapour
It is important that flammable or toxic cargo vapour does not enter the engine room or boiler room
spaces. Special attention should be paid to equipment in the engine room connected to the cargo area.
6.2.20 Moorings
Terminals are often located in tidal areas or rivers, with other ships passing at close distance, thus
making proper mooring a significant safety issue. Mooring requirements and arrangements are usually
determined by the location and the layout of the terminal, supplemented by advise from the pilot.
Company ships should have at least fourteen (14) lines on board for proper mooring but how many lines
will be in use depends on terminal requirements.The master should be satisfied himself that the
necessary number of lines and effective mooring is established.
Moorings should be regularly checked and tended to ensure that they remain effective. The master
should ensure that, during cargo operations, sufficient personnel are available for mooring adjustments.
6.2.21 Ship/Shore Bonding Cables
A ship/shore bonding cable is not effective as a safety device and may be dangerous. Therefore
ship/shore bonding cable should not be used.
Some national and local regulations may still require a bonding cable to be connected. If a bonding
cable is insisted upon, following precautions should be taken before bonding cable connection;
 Bonding cable should be inspected visually, it should be mechanically and electrically sound.
 The connection point for the cable should be well clear of the manifold area.
 Shore personnel to be checked that bonding cable switch at shore side should be kept “open”
before cable connection and disconnecion to the ship.
 The cable should be attached before the cargo hoses are connected and removed only after the
hoses have been disconnected.
The Master/Chief officer should be satisfied himself that safe connection is established.
6.2.22 Effects of Other Ships and Berths
6.2.22.1 Tugs and Other Craft Alongside
The number of craft which come alongside and the duration of their stay should be kept to a
minimum. Subject also to port authority regulations, only authorised craft having the permission of
the Master, and where applicable the terminal representative, should be permitted to come
alongside or remain alongside a ship while it is engaged in cargo operations. If an unauthorised
craft comes alongside or operates in an area which may create a danger, it should be reported to
the port authority and, if necessary, cargo transfer operations should cease.
The responsible officer should instruct personnel manning any craft alongside that the same safety
regulations that apply on the chemical tanker must be observed on the craft. In the event of a
breach of the regulations operations should be stopped, and should not be restarted until the
situation has been made safe.
6.2.22.2 Other Tankers at Adjacent Berths


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Dangerous concentrations of cargo vapour may be encountered even when no cargo operations are
being undertaken while at a terminal, if cargo or ballast handling, inerting, tank cleaning or gas freeing
operations are being conducted by another tanker at an adjacent berth. In such circumstances
appropriate precautions should be taken.
6.2.22.3 Tanker Operations at General Cargo Berths
Where a tanker operations need to be conducted at general cargo berths it is unlikely that personnel on
such berths will be familiar with the full range of safety requirements relating to possible sources of
ignition, or that cranes or other equipment will comply with the requirements for the design and
installation of electrical equipment in hazardous areas.
The master may therefore have to insist on additional precautions. Such precautions could include
restricted vehicular access, removable barriers, additional fire fighting equipment and control of sources
of ignition, together with restrictions on the movement of goods and operation of cargo handling
equipment.
6.2.23 Openings in Deckhouses and Superstructures
Windows and portholes in the superstructure within a certain distance of the cargo area must not open,
and that openings are positioned to minimize the possibility of vapour entry. These design features must
not be modified in any way.
All doors (except when being used for access), portholes and other openings should be kept closed
during cargo operations. Accommodation doors that have to be kept permanently closed when in port
should be marked, but they should not be locked.
Non-essential mechanical ventilation of internal compartments should be stopped. Split type air
conditioning units if fitted should be switched off and isolated during cargo operations, tank cleaning,
purging and gas freeing operations.
6.2.24 Ship’s Readiness to Move
At all times during discharge, loading and ballasting operations, alongside a berth, the ship should be
ready for departure at short notice in the event of an emergency. The ship's boilers, main engines,
steering machinery, mooring equipment and other equipment essential for manoeuvring should be kept
in a condition that will permit the ship to move away from the berth or anchorage at short notice in
accordance with terminal and port regulations.
Repairs and other work which may immobilise the ship should not be undertaken at a berth without prior,
written agreement with the terminal. It may also be necessary to obtain permission from the local port
authority before carrying out such work.
6.2.25 Navigation
Normal high standards of navigation, as described in the ICS Bridge Procedures Guide, should be
maintained and any navigational requirements (routeing, reporting requirements etc.) should be
observed.
6.2.26 Pollution Prevention
It is the responsibility of the master and those in charge of transfer operations involving cargo or bunkers
to know the applicable pollution prevention regulations, and to ensure that they are not violated.
Exercises should be held to train personnel in accordance with the applicable pollution contingency plan
(SMPEP).

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6.2.27 Assessment of Vessel’s Performance
In an effort to continually improve the Company’s Management system, the Terminal is welcome to
voluntarily appraise the vessel’s performance by completing a questionnaire as per the form “Vessel’s
Performance Feedback Report”. This form should be handed by the Master to the Terminal
Representative for completion and signing during their preparatory meeting and should be returned
back to the Master prior to vessel’s departure.
Completed “Vessel’s Performance Feedback Reports’’ should be kept in vessel’s files and a copy
should be forwarded to the Office for further analysis and elaboration of comments that might be
included in it.
6.2.28 Supervision of Third Party Personnel
When working on tankers Third Party Personnel should be accompanied by a responsible crew member
and should not operate the tankers equipment.
A crew member should always stay with the Third Party Personnel to help with the work.
Safe access and movement around tankers is covered by national and international regulations and by
safe working practices and guidelines. Third Party Personnel should comply with these regulations when
carrying out their duties, and when boarding and moving around the tanker working areas, so they don’t
expose themselves to risks.
The minimum lighting requirements during darkness are clearly defined and all personnel, including
Third Party Personnel, should ensure that they do not enter into areas with inadequate lighting.
While on tanker Third Party Personnel should comply with all site safety.

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6.3 PRECAUTIONS BEFORE LOADING / UNLOADING AND HEATING OF CARGO

6.3.1 Reference Publications
The following reference publications are to be read in conjunctions with this section:
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
Ship's "Procedure and Arrangements Manual" (Approved by Class)
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
Ship's "VEC System Operational Manual" (Approved by Class)
Ship to Ship Transfer Guide for Petroleum, Chemicals & Liquefied Gases
Tank Cleaning Manual
Tanker Safety Guide
6.3.2 Preparation for Loading Operation

This section describes the preparation of tanks, lines and associated equipment to meet the
particular requirements of the expected cargoes.
Prior to loading the relevant tanks and associated loading equipment must be checked for technical
readiness and their acceptability for the next cargo.
A pre cargo operation meeting and RA to be carried out with entire deck team appraising everyone with
the hazards involved and precautions to be taken for the coming cargo operation.
6.3.3 Technical Readiness for Loading

6.3.3.1 Visual
Visual inspection of the tank, tank openings, and equipment has to be carried out. Special attention has
to be paid to:
• Tank domes
• Butterworth opening
• Ullage opening
• Packing
• Floats for level gauges (if applicable) and associated nuts/bolts for tightness and well secured.
• High and overfill alarms probes and floats (as applicable)
6.3.3.2 Tests / Checks

The following tests / checks have to be carried out including as per check list CT VO 28, if any of the
checks fail the same to be notified to the Master and further to the company.
 High - Level alarms
 Level gauging system (including portable gauging equipment)
 Key cargo instrumentation, including temperature and pressure monitoring equipment, to be
calibrated where applicable
 P/V valves
 Heating coils for tightness (heating coils may need to be blown clear of water if not required for
heating cargo)
 Cargo lines pressure testing if required by charterer before loading.

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 Tank tightness
 All air conditioning and ventilation systems for the accommodation should be placed on
recirculation (Note that a vacuum should not be allowed to develop when operating sanitary and
galley extraction fans)
 Ensure that all gas detection equipment (both fixed and portable) is in operation and calibrated
with the required gases. It may, in some circumstances, be necessary to organize gas checks of some
deck areas at regular intervals with portable gas detection equipment
 Plasticized compound usage for leak and/or gas tightness purpose is strictly prohibited.
6.3.3.3 Preparation
Prepare the following, if applicable:
• Manifold- reducer-ANSI/DIN
• Vapour return line
• Prepare / check jumper hoses or fixed connections.
• Nitrogen system
• Closed loading
• Decontamination shower and eye-wash
Off shore manifolds to be blanked off, except where jumpers may be in use. A manifold Plan is to be
prepared if the vessel is to load / discharge difference grades simultaneously.
6.3.3.4 Safety
Post stowage plan, cargo operation forms and chemical hazard data sheet/MSDS.
Brief crew on the following:
• Risk level of the cargo(es) to be loaded

• Appropriate chemical protective clothing is to be worn at all times during cargo operations.
• Firefighting equipment to be used
• What to be done in case of spillage
• Additional medical equipment
• Restricting access to deck areas of non-essential personnel during some cargo operations
• The possibility that some cargoes which emit highly toxic imperceptible vapours may have perceptible
additives introduced
6.3.3.5 Cleanliness
Check the tank for cleanliness by carrying out the appropriate tests for chlorides, hydrocarbons, non-
solvent materials etc. as required or tanks to be always clean to Water White Standard as per charterer's
requirements for the cargo to be loaded.
Reference is made to Miracle tank cleaning program.
6.3.3.6 Heating of Cargo
Heating in cargo tanks usually has two different heating systems;
1. With steam
2. With thermal oils.
Heating is done to:-


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Reduce viscosity. Viscosity is measured in centistokes. Water is one cst. As the temperature rises
viscosity reduces at the rate of 2% per degree.
Reduce pour point. Pour point is 3 degrees over temperature were liquid coagulates.
Reduce cloud point. Cloud point is the temp where crystallised solids forms inside liquid and settles on
bulkheads.
Avoid crystallization. Some cargoes like Caustic Soda require heating to avoid crystallisation.
Avoid freezing of cargo. Some cargoes like Cyclohexane require heat to avoid freezing.
To avoid pre-wash at discharge port. Heating may also be required in order to comply with MARPOL
regulation for prewash
To increase the water solubility. For example Phenol is soluble in water at a temp of 60 degrees.
To reduce un-pumpables at tank sump.
To reduce delivery pressure of the ships centrifugal deep well pumps.
To avoid claims from the charterers who want a particular voyage and discharge heat. Under heating and
overheating will both result in claims from charterers.
To reduce clingage. Clingage does not include the tank bottom
When vessel have received cargo which requires heating during the voyage, it is imperative that the
heating instruction given by the shipper is well studied. Generally, heating instruction require the
vessel to keep min/max temperature during the voyage and also min/max temperature before
discharging as well as maximum temperature rise per day.
• Do not forget to purge lines empty after loading. It is too late when vessel is alongside discharge berth!
• All cargo pumps should be tested before arrival to ensure impeller is not clogged.
• Cargo Melting Point:
A crucial piece of information, often overlooked or ignored, is cargo meeting point. If M.P. is, say,
+50C and heating instructions call for heating to 40‐
45C during voyage, it is obvious that viscosity will slowly increase.
Eventually, cargo will become semi‐solid, even solid, depending on which
type of cargo. Therefore, Master should always match melting point against heating instructions.
 If there is an obvious discrepancy, contact Charterers for clarification. Form some cargoes, like
palm oil products, recirculation en-route might be required.
 A number of products, such as Phenols, Molasses, vegetable oils etc. are very sensitive to big
variation in temperature, and must be given a close attention.
 To prevent overheating or freezing, it is essential to keep a close watch on the actual

temperatures and adjust this by increase or decrease heating. A daily temperature log
must be kept, and most shippers also require a copy of this.

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 Before the heating coils are put back in service, they should be blown out on deck, in
order to make sure that no cargo has been leaked into them, after testing, prior loading.
 Heating coils serving tanks containing poisonous cargoes
 When carrying self‐reactive cargoes, these will normally have a maximum temperature
Limit, during handling. (Shall be stated on the inhibitor certificate supplied at loading)
 Cargo temperature shall be monitored and recorded at least daily and if in hot climate
e.g. warm seawater and sun warming up the deck, a more frequent check may be necessary, in
order to prevent a vigorous self-reaction.
 If temperature starts rising towards the dangerous level, cooling systems must be put into
operation.
 Cooling can be done by circulating cold fresh water in the heating coils, and/or by flushing deck
by ambient seawater.
 Most important is to check surrounding tanks, like cofferdam, double bottom, etc. If these are
empty, fill with ambient seawater and eventually replace if temperature increases.
 The heating system for the tank (heating coils or heat exchangers) must be isolated prior loading
volatile non-heated cargo, inhibited cargo or any product which does not required heating in the
tank
 Allowance for Expansion

Sufficient (but not excessive) ullage space shall be left to allow for cargo expansion due to
temperature increase if vessel is to enter warmer water areas during voyage or cargo is to be
heated.
Liquids will expand as temperature rises, or contract when temperature falls. Sufficient space must
be allowed in the tank top accommodate and cubic expansion expected during the voyage. As
useful formula is:
Filling ratio (% full) = 100 (1-RT) - S
Where R=coefficient of expansion per C (Celsius) - from cargo data sheet
T= expected maximum temperature rise in C (Celsius) - during voyage
S= safety margin, usually 2% of tank capacity
Vent line systems must be checked at regular intervals. Their design capacity is based on vapor
flow only; structural damage may result if vent systems become full of cargo liquid due to thermal
expansion.
The Duty Engineer should keep a check in the observation tank for any traces of cargo leakages through
the heating coils.
Thermal stress are hazards to hull, as well as it increases corrosion, especially for stainless steel tanks
and can cause damage to coating. It is the tendency of matter to change in shape, area, and volume in
response to a change in temperature through heat transfer.
Temperature is a monotonic function of the average molecular kinetic energy of a substance. When a
substance is heated, the kinetic energy of its molecules increases. Thus, the molecules begin moving
more and usually maintain a greater average separation. Materials which contract with increasing
temperature are unusual; this effect is limited in size, and only occurs within limited temperature ranges

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(see examples below). The degree of expansion divided by the change in temperature is called the
material's coefficient of thermal expansion and generally varies with temperature.
6.3.3.7 Cargo heating procedures

6.3.3.7.1 Heating requirements
Master will decide the temperature to heat the cargo, considering below factors:
 Minimum temperature requirement of cargo as per voyage orders/ FOSFA requirements.

 Maximum allowed temperature based on adjacent cargo
 Minimum temperature to avoid pre-wash in accordance with shipping documents declaration
 Tank coating restrictions and maximum design temperature of cargo equipment and valves as
specified by Makers
 Vessel’s cargo heating capability
 Ensure that heating medium is compatible with cargo. Certain cargoes are heated using thermal
oil or by heating liquids in adjacent tanks.
 Certain cargoes might require heating only in cold climate conditions – for example, benzene,
caustic soda solution, FAME, etc. Vessel might not have heating instructions for such cargo.
Consult Office for further advice.
 All concerned staff must know the heating requirements.
 Obtain and comply with heating requirements, including the heating medium, from Charterers/
Shippers.If in doubt, seek Office guidance.
6.3.3.7.2 Responsibility
 Chief Officer is responsible for maintaining the cargo temperature.
 Chief Engineer is responsible for all adjustments to heating and maintenance/ testing of
heating system.
6.3.3.7.2 Operational Precautions during Planning and preparations prior to loading

 Obtain the temperature requirement of the cargo.
 Inform Office, if required documents or instructions are not received or if there any
inconsistencies in shipping documents. For example, documents as required by IBC code
(Shipper’s document for cargo melting point/ viscosity), heating instructions/ Shipper’s
certificates etc.
 Test heating system. In case of any defects, inform Office and rectify the defects.
 Plan the requirements of bunker and freshwater. Refer to previous heating records for
estimating quantity of bunkers required.
 Plan the stowage to optimize heating system and minimize heat loss.
 Segregate the non-heated cargoes and blank the heating coils/heater inlets for those
tanks.
Ensure that heating medium is compatible with cargo. Certain cargoes are heated using thermal
oil or by heating liquids in adjacent tanks.
Certain cargoes might require heating only in cold climate conditions – for example, benzene,
caustic soda solution, FAME, etc. Vessel might not have heating instructions for such cargo.
Consult Office for further advice.

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Any spaces adjacent to heated cargo tanks must be free of water to avoid thermal shocks (as far as
practicable). Furthermore, low flow of cargo is to be kept at the beginning of the loading operation,
allowing the tank structure to heat up gradually.
Similarly, upon discharge completion the ballasting operation must proceed at low rates, allowing cargo
adjacent steel structure to cool down gradually. In all cases special attention to ISGOT Chapter 11.1 &
TSGC Chapter 5.10 must be given.
6.3.3.7.3 Operational Precautions during loading

 Check cargo temperature as soon as possible after starting loading.
 Determine final ullages considering the expansion of cargo, if require heating above
loading temperature.
 If the actual loading temperature is considerably different from the specified loading
temperature, issue a Letter of Protest and Inform Office/ Charterers immediately.
 Ensure the loading temperature is not above the coating tolerance temperature or causing
a large temperature differential between the cargo and surrounding seawater leading to
thermal stress. If required, Master may stop the operation.
Heating systems are to be so designed that the pressure maintained in the heating circuits is
higher than that exerted by the cargo.
6.3.3.7.4 Operational Precautions during voyage

 Plan the heating operation to efficiently achieve and maintain the specified cargo
temperature with minimal fuel consumption.
 Comply with Charterer’s instructions for heating. In the absence of any heating
instructions, commence the heating considering:
 Length of the voyage
 Cargo characteristics – for example, high pour point
 The limitations of the cargo heating system
 Expected weather, air/ sea temperatures
 Where necessary/ instructed, circulate heated cargo evenly to ensure pumps remain free
and prevent cold spots. It also prevents sedimentation. Comply with Charterer’s/ Office
instructions.
 Always heat the cargo gradually. Comply with Shipper’s restrictions for maximum rise of
temperature per day.
 It requires more heat to raise the cargo temperature than to maintain it. Where situations
allow, in consultation with Office, do not heat the cargo during the first part of the voyage.
Apply full heating capability at the latter part of the voyage to arrive the disport with the
specified cargo temperature.
 Always arrive discharge port with higher limits of the allowed temperature for the particular
cargo.
 Do not drop the temperatures of cargoes having a high wax content below flocculation/
wax precipitation temperature. Wax will never become solution, regardless of the amount
of heat applied.

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 Overheating the cargo or causing rapid changes in cargo temperatures may increase Free
Fatty Acid (FFA). With increase in FFA, acid value also increases, hence, heating of
vegetable oils can be controlled.
 Overheating the cargo or causing rapid changes in cargo temperatures may affect its
quality and cause unduly stress to the ship's structure.
6.3.3.7.5 Operational Precautions during voyage

 Reduce heat supply as tank level reduces, to avoid overheating and gassing up of pumps.
 If discharge is suspended, close the manifold valve and blow the cargo back into the tanks.
If required, re-start the heating.
 Stop heating when cargo drops below heating coil level. Strip/ squeeze dry each tank
immediately on completion of bulk discharge.
 Avoid taking ballast underneath the tanks being discharged, until the tanks are stripped
(preferably after cleaning) as per ship’s P&A manual.
 High temperature will increase vapour pressure causing pump cavitation. Reduce
centrifugal pump rotation.
 For high heat cargoes, do not use small diameter stripping lines on deck, which runs till
manifold.
 Certain heated cargoes may require special procedures during discharge. Comply with
Charterer’s instruction or consult Office, if in doubts.
 When carrying solidifying cargoes, daily check that the vent lines and PV valves are not
blocked with any solidified cargo.
6.3.3.7.5 Record keeping

 Records to be maintained in company form CT-VO 33 on a daily basis minimum twice per
day from the time cargo is loaded until discharged
 Regularly crosscheck remote temperature indicators with local gauges.
6.3.3.7.6 Heating of Water-soluble Products

 Gradually and continuously, heat water-soluble products.
 Molasses – Heat it very slowly to avoid any burn marks. It can burn easily and stick
strongly on the surface of heating coil.
 Inorganic substance solutions – for example, caustic soda and phosphoric acid – heat
very carefully. Do not exceed 45°C. Follow below precautions:
 Do not lower the temperature of such products below crystallization point or critical
temperature of deposit – for example, caustic soda (50% sol.)12-15°C, (45% sol.)
5-7°C
 The viscosity of such products can abruptly increase with a fall of cargo
temperature – for example, lignin pitch (20°C/ 60c.p., 10°C/ 1,438c.p.)
6.3.3.7.7 Heating Procedures

 For line-up and starting procedures, refer to vessel-specific work instruction.

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 Use low pressure saturated steam for heating. Unsaturated steam in contact with cargo
will cause cargo to burn on steam coils.
 Segregate the heating system (supply and return), for all heat sensitive cargoes and
cargoes not requiring heating (supply and return).
 Heated cargoes are affected by atmospheric temperature, tank location etc., such as
ballast in adjacent spaces, forward tanks etc.
 Before opening main steam condensate return valve, open the test cock on the return
header on each section of heating coils and check for cargo leaks. Blank off any leaking
sections. Regularly monitor the observation tank/ hot well for any traces of cargo.
6.3.3.7.8 Heat Exchangers
Vessels having deck mounted heat exchangers should take the following precautions:
 The maintenance of the heaters to be strictly followed as per manufacturer’s guidelines and PMS.
 The heaters are connected with connections for steam cleaning. Washing water used for tank
cleaning can also be pumped through heater, however, do not use sea water for cleaning of heater
because stainless steel material is very sensitive to chloride corrosion at temperatures above 60
°C. Drain heater properly afterward
 Open inlet/ outlet valves for deck cargo heaters. Push button for cargo heating mode, and start
the required number of heating power packs. lf the main power packs are to be used, make sure
that system pressure is set to correct value, 50-60 bar, refer data in the Instruction Manual.
 Make sure that cargo is circulating through the heater and into the tank via the drop valve before
opening steam inlet valve.
 Minimize heating during voyage - save energy. Heat loss is basically proportional to the
temperature difference between cargo and ambient air/ sea. Permit drop in temperature at
beginning of the voyage either by no heating or use exhaust gas boiler only, and then raise
temperature in due time prior to arrival at port/ discharging. When cargo is not heated, the drop in
temperature will typically be 1-2 °C per day (24 h) only. Most heating systems are designed to
raise temperature by 5-6 °C per day. (Refer data in the Instruction Manual).
 Never heat without necessary cargo flow through heater, this to overheating/ carbonizing. For
maximum allowable cargo temperature, see cargo data sheet. Start cargo pump before valve for
heating medium is opened. Shut off overheating medium before pump is stopped.
 Do not heat and discharge simultaneously. The cargo temperature will drop by 1-2 °C per day
only, without heating, so the temperature drop during unloading time of a tank is negligible.
Therefore, stop heating and close valves on heating line during discharge, otherwise most of the
cargo will pass through heater and into tank again.
 In case of breakdown of the heater and the cargo on board is to be kept heated, the TSI to be
immediately contacted. The option to transfer the cargo in an empty tank to be considered and
same is to be approved by Operations Manager via a risk assessment.
6.3.3.7.9 Care and Maintenance of Cargo Heating System

Perform routine test and maintenance as per vessels PMS, which must include:
 Pressure test of the heating coils to normal working pressure by compressed air prior
carriage of heated cargo
 Hydrostatic test at 7 bar or as per Maker’s instructions every 06 months
 Pressure test at normal working pressure after any repair carried out on the heating coils
 Refer to Maker’s instructions for correct test procedures
 Also, test the associated systems

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 Immediately rectify defects, keeping Office informed

 Test records to be maintained using form CT BT 04
 On vessel with heat exchangers on each cargo pump, check the system is liquid tight and
pipe coating condition is in good order.
6.3.3.7.10 Cleaning Cargo Leaked into Heating Coils

 Segregate the leaking and contaminated sections of heating coil
 Identify its inlet/ outlet for flushing and cleaning
 Conduct a risk assessment considering the previous cargoes
 In case of a cargo soluble in water:
 Flush using ambient fresh water for 1 to 2 hours followed by warm water for 1 hr.
 Blow out and drain using compressed air/ nitrogen until free of odour.
 In case of a cargo insoluble in water:
 Flush the coil with fresh water at ambient temperature.
 Clean the coil as per cleaning method applied to tank itself.
 Master must consult Office for the required cleaning/ clearing method or in case of any
doubts, if cargo is liable to solidify/ polymerize.
 Do not carry out any hot work on heating coils, unless coils are free from any cargo
remains.
6.3.3.7.11 Segregation of Heated Cargoes

Heated cargoes must, where possible, be stowed in blocks in order to both economise on heating,
but also to avoid the heating of other cargo which does not require it.
The following must also be complied with:
 The boiling point of an unheated cargo must be at least 5 °C higher than the maximum
carriage temperature of an adjacent heated cargo. This restriction is not necessary when
such tanks are separated from each other by cofferdam;
 In no circumstances must heated cargo be stowed adjacent to cargo which is self-reactive
unless it is separated from such tanks by a cofferdam. Note that heat may be transferred
through an empty cofferdam if the temperature of the heated cargo is high. The
temperature of tanks containing a self reactive cargo is to be closely monitored when in
the vicinity of a heated cargo;
 In order to minimise the risk of the evolution of gas, a heated cargo must not to be stowed
adjacent to toxic products.
6.3.3.7.12 Monitoring Cargo Temperature & Recordkeeping
Cargoes that need cooling or heating must be monitored daily and temperature log kept. Cargoes are
liable to self-react under certain conditions must be handled as appropriate.
Vent line and proper working condition of pressure setting must be checked at sea twice per day at noon
12:00 & 17:00, as structural damage can easily result from malfunction or blockage due to freezing of

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cargo vapour, polymer build up, atmospheric dust or icing in adverse weather conditions. Flame screens
are also susceptible, which can cause similar problems.
Where a cargo required to be heated, the temperature must be monitored at least twice per day during
sea passage and records kept by using the form CT VO-33 in addition to the online monitoring system
linked to the loading computer (if applicable).
Regularly crosscheck remote temperature indicators with local gauges.
Where a cargo required to be heated, maintain a heating log at least twice per day, from the time
cargo is loaded until discharged, using the company provided form CT VO 33. Records of Ullage,
temperature & pressure must also be maintained for adjacent cargo tanks to those being heated
in the form CT VO 33
The voyage orders will contain heating information, if heating is required. As a rule, the final heating
instructions are given by the Shipper in writing to the Master / Chief Officer in the port of loading. If those
written instructions are not given, the Master must request them and issue a Letter of Protest if they are
not received at departure. In the latter case, the Company must be immediately informed.
The heating instructions may contain any, or all, of the following:
 Minimum and maximum temperature during the voyage
 Minimum and maximum temperature during discharge
 Maximum temperature of adjacent cargo
 Heating medium (when loading edible oils, only steam and / or hot water must be utilized as the
heating medium in coils / heat exchangers. Thermal oil must not be used as a heating medium
for edible oils)
 Maximum temperature of the heating medium
 The maximum possible temperature increase per unit of time: delta T°C/hour.
6.3.3.7.13 Unintended heating

The risk of heating a cargo, which must not be heated, must be eliminated. An ‘unintended heating’ of a
cargo can not only influence the quality of the cargo, but can endanger the crew, the vessel and the
environment, e.g. lifetime of an inhibitor can be shortened drastically by unintended heating and a
monomeric cargo such as styrene monomer can polymerize.
In order to prevent unintended heating of cargoes that do not require heating, the following preventive
measures must be taken:
 Blank the supply and return of the heating coils / heating system (as applicable).
 When heat is supplied to other tanks, check manually the supply and return of the tanks that do
not require heating. Maintain a log of temperatures of tanks being heated, along with surrounding
tanks.
 Do not stow heated cargo adjacent to cargoes that do not require heating. Beware of hot wash
of adjacent cargo besides cargo not requiring heating.
Heating System must be monitored for ensuring adequate operation to prevent possibility of unintentional
cargo heating.

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Precautions for avoiding unintended cargo heating
The maximum temperature to which a coated cargo tank (SS, Marine Line or Epoxy) may be subjected
to in order to avoid excessive thermal stress or damage to the coating will be provided by the coating
manufacturer. Under no circumstances this maximum temperature may be exceeded. No cargo may be
heated above 70 °C without permission from the Company. For vessels with coated tanks the maximum
temperature that the coating manufacturers recommend a tank may be heated to must be recorded on
the form CT VO 33
Cargo heating is to be carried out strictly in accordance with the voyage orders. Over-heating may
damage the cargo and will inevitably result in wasted energy. If the Master is in any doubt as to exactly
what is required, he must contact the Company.
The Chief Officer must plan heating requirements, discuss the plan with the Master, and he liaise closely
with the Chief Engineer to ensure that the cargo heating system is tested prior to being required, there
are no leaks, and will be available at the required time.
The cargo must be heated only to the temperature required in the voyage orders. Rapid changes of
temperature, which may also adversely affect the quality of the cargo, must be avoided. The increase of
temperature per day must be in accordance to the voyage instructions. Master must consult the office in
case of any doubt.
6.3.3.7.14 Heating required by Marpol Annex II

Category Y, high Viscosity and solidifying cargoes may require prewash, if not heated. These cargoes
do not require a prewash if the following is complied with:
Category Y Cargoes with a melting point less than 15°C
Discharge temperature must be at least 5°C above melting point of the product. Example: Benzene with
a melting point of 4.5°C must be discharged with a temperature of at least 9.5°C, to avoid the prewash
requirements.
Category Y Cargoes with a melting point above 15°C
Discharge temperature must be at least 10°C above melting point of the cargo. Example: Phenol, with a
melting point of 40.9°C must be discharged with a temperature of at least 51°C, in order to be
considered not solidifying.
Category Y Cargoes with Viscosity < 50mpa at discharge temperature
The Master has to obtain the shipping document with above information from shipper when transporting
such cargoes so that the products will be heated accordingly to avoid the prewash obligation, if possible.
6.3.3.7.15 Draining Heated Cargoes
During discharge, heating must normally continue until the cargo is at the level of the coils (if applicable)
in order to assist with draining, but must be discontinued before the bottom coils are exposed.
It is important with heated cargoes that the tanks are stripped as dry as possible immediately after the
heating is discontinued. The number of tanks which are drained at one time must therefore be kept to a
minimum to allow an adequate degree of control.
6.3.3.7.16 Steam Heating Systems
Steam inlet valves must be opened very gradually to avoid rapid thermal expansion of the heating coil
and subsequent risk of damage. The return drains must be opened to allow any entrapped water to
escape on deck and then closed when steam appears.

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If cargo leakage is detected, then the affected heating coil must be blanked off. Wherever possible the
tank loop is to be blanked off. Leakage after heating has commenced would be indicated by a heavy
consumption of water, or an unexpected increase in a tank volume. Regularly monitor the observation
tank/ hot well for any traces of cargo.
An indication of leakage with a steam heater system is oil on the surface on the water in the observation
tank. A few drops of oil are acceptable, but for more than that remedial action will be required.
6.3.3.7.17 Other Cargo Heating Systems
Other cargo heating systems include hot water and thermal oil. They operate on the same basic
principle, although some are individual units for each tank and the cargo is circulated through a heater
by the individual tank cargo pump.
The same principles of operation with respect to the monitoring of temperatures apply.
If any part of a thermal oil heating system has been isolated for any reason, a record of which part has
been isolated must be maintained.
6.3.3.7.18 Heating Medium
The heating medium must be of a type approved for use with the particular cargo. Some cargoes, such
as Isocyanates, TDI, PAPI and MDI, react dangerously with water and therefore steam heating is not
permitted and only thermal oil or external heating is permitted.
6.3.3.7.19 Heat Sensitive Cargoes
Some cargoes, although requiring heating, are sensitive to too high a level of heat, or to heating being
too rapidly applied. The charterer’s requirements with respect to the heating of such cargoes must be
strictly adhered to. These cargoes include Acrylic Acid and Metacrylic Acid, which require to be kept
within a temperature range of 15 °C to 30 °C.
Good control of the cargo temperature is therefore essential with such cargoes, and the temperature
must be monitored as frequently as necessary.
6.3.3.7.20 The Use of External Heating
External heating can be a very effective method of maintaining the temperature of a particular cargo.
Provided there are at least two adjacent heated tanks, the heating is applied evenly over a large surface
area and thus avoids the possibility of over-heating the cargo at the heating coils.
The following procedures must be followed when using external heating:
 A minimum of two, but preferably three, adjacent tanks depending on the season and area, must
be loaded with a heated cargo
 The minimum carriage temperature of the adjacent tanks must not exceed the maximum allowed
temperature of the cargo in the tank that requires heating
 The maximum allowed carriage temperature of the adjacent tanks must be sufficient to heat the
cargo in the tank that requires heating
 The maximum allowed temperature of the adjacent tanks must not exceed 20 °C above the
maximum temperature of the cargo that requires heating
 The ullage of the adjacent tanks must be nearly identical to that of the tank that requires heating.
a. Prior to Loading
i. The adjacent tanks required for heating must be loaded prior to the tank that requires
heat
ii. The temperature of the tank that requires heating must be as close as possible to the
minimum or maximum allowed for the cargo to be loaded

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iii. The maximum percentage that the tank can be filled to, must be calculated, taking in
account the heat expansion ratio of the cargo and the subsequent possibility of the cargo
tank becoming full during the voyage.
b. During the Voyage
i. The temperature of both the heated and the adjacent tanks must be closely monitored
and recorded at least twice daily (or more frequently if the charterer requires it)
ii. A temperature alarm (when available), must be set below the maximum allowed
temperature on both the tanks that require heating and those providing external heating
iii. The temperature of the cargo being heated must not be increased by more than 5 °C in
a 24 hour period.
c. Discharging
i. The cargo that requires heat must, whenever possible, be discharged prior to all the
adjacent heated tanks
ii. If one or more of the adjacent heated tanks must be discharged prior to the heated tank,
the ambient temperatures in the area and the time until the heated cargo will be
discharged, must be carefully evaluated, taking into consideration the possibility of
unforeseen delays.
6.3.3.7.21 Cargo Cooling

If cargo cooling becomes necessary for any reason, care must be taken to ensure that the use
of water will not induce a reaction with the cargo involved. Water on deck must, under normal
circumstances, not cause any problems.
Methods of Cargo Cooling:
• Water Spraying
One of the most effective ways of cooling a cargo, particularly in hotter climates, is by spraying
sea water on the deck using hoses or hydrants. The temperature of the cargo can be quite
significantly reduced by this method, providing of course that the sea temperature is lower than
that of the cargo.
• Use of Heating Coils
A further method is to pass colder water through the heating coils (if applicable). However, this
method must only be adopted if permitted by the IBC Code and the cargo does not react with
water. Only fresh water must be used, either from the ship’s fresh water system or from a source
such as river water. If sea water has to be used in an emergency, then the heating coils must be
thoroughly flushed afterwards.
• Adjacent Ballast and Cargo Tanks
The filing of adjacent ballast or cargo tanks with water, provided the sea temperature is less than
that of the cargo, can achieve satisfactory results, but again this method must only be adopted if
permitted by the IBC Code and the cargo does not react with water.
6.3.3.8 Low Temperature Cargoes
During the winter months when vessels are expected to load in Northern latitudes, Masters are
urged to initiate a dialogue with the commercial desk & local authorities in ample time to learn
about the load temperatures expected at the terminal.
Precautions prior loading cargoes at temperatures below 0 deg. C:
 Office needs to be informed providing full details of the cargo
 Non-routine Risk Assessment to be submitted

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 The entire cargo system is to be free of any water residues, with special attention to the
valves & the cargo pump cofferdams.
 If tank cleaning was performed then no water is to be allowed to remain in the cargo tanks
sump, as this will freeze once in contact with the freezing cold cargo and causing serious
problems with the operation of the cargo pump.
The Master and the Chief Officer are responsible for implementation of and compliance with this
procedure as listed above.
Generally steel is a ductile material – it can be deformed to some extent without cracking and
takes a certain amount of energy to cause a crack to propagate or grow when it has first started.
The resistance of a steel to crack propagation is its “fracture toughness”.
Cracks often occur in steel structures, but since the material is tough the crack develops relatively
slowly and it is possible to discover and repair the crack before it becomes critical for the safety
of the vessel.
Under certain combinations of crack length, stress/load level, and material toughness, a structure
can experience unstable fracture. When this occurs a crack can propagate very rapidly, possibly
leading to a serious structural failure. This can occur even in a material with good toughness
provided the crack is large enough and/or the stress is high enough, but it is more likely to occur
in a material with poor toughness. If low toughness is the primary cause of unstable fracture, then
it is called brittle fracture.
Arguments against allowing low temp cargo:

 Uncertainty in safety level.
 Zero tolerance for a pollution incident in arctic waters.
 Poor facilities for dealing with pollution in arctic waters.
 Liquid cargo more effective at cooling steel, steel temperature will be lower than if only
subjected to low air temperature.
 Cold cargo stays cold – longer exposure time for steel to low temperature.
 Trading patterns are changing. White Sea more extreme than Northern Baltic. Colder
cargos and higher frequency, so historic experience not relevant.
6.3.4 Readiness for Discharging

Visual
Visual inspection of the tank, tank openings, and equipment has to be carried out. Special attention has
to be paid to:
• Tank dome
• Butterworth opening
• Ullage opening
• Packing
Test and Checks

The following measures have to be taken prior to discharging operations commencing, with
particular attention being paid when the cargo is highly toxic, flammable or both including checks as per
check list
CT-VO 30, if any of the checks fail the same to be notified to the Master and further to the company.
• Prepare the Level gauging system

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• High and High/High - Level alarms, the alarms to be kept switched on for full operation
• Check if P/V valves settings are according to the requirements
• Prepare the vapour return line-if required.
• Continue/reduce/close tank heating on relevant tanks
• Prepare manifold, drip tray and cargo line system.
• Manifold- reducer-ASA/Din
• Prepare ballasting system
• Prepare / check jumper hoses or fixed connections.
• Check Nitrogen system
• Check if all is ready for closed discharging
• Set Decontamination shower and eye-wash in operational position
• Check if relevant instruments are ready for use.
• Prepare / post cargo description
• Prepare discharge plan
• Ensure cargo temperature in accordance with receivers requirements
• All air conditioning and ventilation systems for the accommodation should be place on partial
recirculation. Note that precautions are to be taken to avoid a vacuum caused by sanitary and galley
extraction fans.
• Ensure that all gas detection equipment (both fixed and portable) is in operation and calibrated
with the required gases. It may, in some circumstances when loading / discharging toxic / flammable
cargoes, be necessary to organize gas checks of some deck areas at regular intervals with portable
gas detection equipment.
• Key cargo instrumentation, such as temperature, pressure gauges and portable gauging equipment
in use, are calibrated as applicable.
6.3.4.1 Safety
Post stowage plan, cargo operation forms and chemical hazard data sheet/MSDS.
Brief crew on the following:

 Risk level of the cargo(es) to be discharged
 Appropriate chemical protective clothing is to be worn at all times during cargo operations
 Firefighting equipment to be used
 What to be done in case of spillage
 Additional medical equipment
 Restricting access to deck areas of non-essential personnel during some cargo operations
 The possibility that some cargoes which emit highly toxic imperceptible vapours may have
perceptible additives introduced.
6.3.4.2 Ullaging and Sampling
The cargo surveyor will check together with the chief-officer the ullages of the tanks to be discharged.
Cargo sampling by the surveyor must be conducted in presence of an officer.

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The method used for calculating specific density at the disport must be the same as the method used in
the load port.
6.3.5 Tank Acceptance and Preparation
6.3.5.1 General
This procedure describes the tank preparations required and procedures relating to tank acceptance
immediately prior to commencement of loading. The type and scope of the testing varies with the cargo
requirements, however, all vessels should be equipped with suitable testing equipment which will include
a Wall Wash Test Kit.
6.3.5.2 Visual inspection

Visual inspection can be done either from the deck through the tank opening or by entering the tanks.
If the tank is to be entered particular attention has to be paid to the risks of lack of oxygen, toxic and/or
explosive tank atmosphere. Always consider the tank 'dangerous' and act according to the Enclosed
Space Entry procedures.
Condition reports of any visual inspections of cargo tanks prior to loading must be maintained on file for
subsequent inspection by Third Parties.
6.3.5.3 Odour Check

Some cargoes require to be loaded in odour free conditions. It is important that tanks are cleaned
accordingly and presented free of odour.
6.3.5.4 Wall Wash Tests

Depending on the product to be loaded and the previous product, contamination tests will be carried out
with indicators.
There are usually tests as follows:
• Chlorides
• Hydrocarbons
• Inhibitor residues
• Lead compounds
• Permanganate time test (PTT)
• pH-tests
• Suspended matter
The results of all Wall Wash Tests are to be recorded in the relevant QA Form CT VO 37.
6.3.5.5 Wall Wash Procedure
This describes an approved method for collecting and analyzing wall wash samples to determine the
presence of contaminants on the bulkheads. The procedure involves contacting a constant area of the
bulkhead with a given amount of specification grade methanol, collecting the liquid and analyzing it

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for the presence of chlorides, hydrocarbons, color and particulate matter, or whatever might be required
by the Charterer.
PRECAUTIONS
• Safety Considerations - eye protection is required when collecting the samples to prevent the
inadvertent contact of methanol with the eyes during the sample collection process. Gloves should
be worn to prevent the absorption of methanol into the skin.
• Disposable plastic gloves are also worn to prevent contamination of the samples during the collection
process. (A sufficient amount of chlorides can be absorbed from the skin to cause the sample to fail the
chloride analysis.)
• Chlorides are abundant in the marine environment. All sampling equipment including bottles, funnels and
other apparatus must be thoroughly rinsed with methanol (of less than 0.2 ppm chlorides content) and
stored in plastic containers. Bottles are to be capped prior to sample collection.
• Personnel collecting the samples must be certain that no perspiration or bare skin contacts the sample
or sampling equipment while the wall washes are being collected.
CHOICE OF TEST SITES
• As a minimum, four sites of approximately 1.2 square feet each must be chosen in each tank. (If
additional sites are chosen, 100mls of methanol should be applied to each location and collected in
a separate container).
• Any area that appears to have crystalline deposits should definitely be tested.
• Separate test of non-typical areas greater than 2 square feet (discolored patches etc.) should be
conducted. The sample collected should be labeled with a description of the non-typical area. (These
areas should be analyzed separately.)
SAMPLE COLLECTION PROCEDURES
Choose four surfaces to test. Using the plastic wash bottle, squirt methanol on the test section at the
highest practical point (normally 1.5 up to 2 meters) above the tank bottom in a stream of about 10cm
wide. Allow the methanol to run down the wall approximately 15 cm and begin collecting it with the
funnel, squirting additional liquid as necessary to rinse the flushing into the sample funnel. Continue this
process until approximately an area of 10 by 120 cm has been rinsed with 100 mls of methanol. After the
washings from the four sites are collected, submit a portion of the sample for analysis of chlorides, color,
suspended matter and hydrocarbons, whatever is applicable.
The accuracy of this test depends upon consistency.
• Consistent number of sites tested.

• Consistent area tested at each site.
• Consistent amount of methanol applied to each site.
• Consistent amount of methanol recovered from each site.
For the purpose of standardizing methods and maintaining the desired consistency; the following
criteria have been established:
Four wall wash sites.
• An area of 10 by 120 cm for each wall wash.


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• 100 mls of methanol applied to each site.

• 250 mls total minimum recovery of methanol (approximately 60% of each of the four 100 ml washings).
EQUIPMENT AND REAGENTS
• Polyethylene washing bottles, 500 ml capacity

• Bottles, glass with screw cap and polyethylene lined, of sufficient capacity to hold the washings.
• Plastic disposable gloves.
• Specification grade methanol (laboratory pure methanol) that has been tested to be less than
0.1ppm chloride by ion chromatography. (High quality methanol is vital to the accuracy of this test.)
• Sample funnel, plastic or stainless steel with one flat side that can be held flush with the bulkheads.
6.3.6 Vessel – Surveyor Agreement

Loading;
The surveyor determines the ship's readiness for loading. Depending on the previous cargoes and the
cargo planned for the tank, he will carry out either a visual inspection of tanks and lines or add additional
tests such as odor, wall wash etc. Once the tanks are approved a 'cleanliness certificate' will be issued
by the surveyor.
The surveyor will ask the vessel the following information:
• 'Last 3 cargoes' carried in tanks to be loaded

• Information on tank cleaning
• Ship experience factor
Prior commencement of loading Chief Officer, Loading master and Surveyor will discuss the loading
program.
Discharging;
The surveyor has to discuss with the Chief Officer the discharging and sampling program, especially
if the cargo is kept under a nitrogen blanket.
The surveyor receives the cargo samples destined for the receiver from the port of loading in exchange
for a receipt.
6.3.7 Cargo Sampling

See Chapter 6.6.1 “Sampling of Cargo” part for cargo sampling procedures.
6.3.8 Pre-Loading / Pre-Discharging Meeting

See Chapter 6.1 “Exchange of Information and prior arrangement”
6.3.9 Preparation before Cargo Loading
6.3.9.1 General
Before cargo loading starts, the responsible officer should be satisfied that the precautions set out in
chapter 5 are being observed. The appropriate checklists shall be utilized. Pre cargo loading meeting shall
be carried out between ship and cargo shipper as detailed in Chapter 6.1.

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6.3.9.2 Pre-Loading Checks
The following important pre-loading checks are to be made by the ship:

• Product characteristics must be known, including compatibility with other cargoes, heat
sensitivity, risk of exothermic self-reaction, toxicity and general safe handling practices.
• Normally tanks to be loaded are pre-inspected for cleanliness by independent surveyors.
• Tanks passed for loading should be tightly secured with all cargo openings closed.
• Tank instrumentation (level gauges, level alarms, thermometers etc.) must be tested for
operation and accuracy.
• Remote valve closing devices, cargo pump/line pressure gauges must be checked and tested.
• Pressure gauges are to be fitted to the offshore manifold for the purpose of checking any leakage
during loading operations
• Cargo lines and crossovers to be inspected and all drain plugs closed and secured.
• Cargo manifolds should be ready for shore hose connection with only the connecting side end
blank removed and tagged with tank name and product to be loaded. All unused flange
connections are to be fully bolted.
• Fire protection equipment must be inspected and ready for immediate use.
• Protective clothing and breathing apparatus are being worn or are immediately available as
necessary.
The ship - shore checks as per SSSCL and Ship Shore agreement are necessary:
• Local and terminal regulations have been received in writing and are being observed
• Agreement has been reached with the responsible terminal representative about:
• signals to indicate "stand by", "start operation", "slow down", "stop

operations "
• pumping rates
• pumping and loading sequence
• action to be taken in case of fire or other emergency
• Emergency shutdown procedures.
• access to the ship, and smoking restrictions
• Sampling procedure, could include manifold, pump stack and foot samples and will
they be running or require stops. Will lines be popped with N2 prior to loading?
• A ship-shore bonding connection, if used, is made before hoses are connected, and if an
insulating flange is used, its insulation has not been impaired.
• Cargo hoses, loading arms and gaskets are suitable and certified for the intended cargo and are

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in good condition. Flexible hoses should be suspended by suitable equipment and not subjected
to excessive bending or put excessive strain on the cargo manifold. Mechanical loading arms
must be supported in a way that they do not put excessive force on the manifold. Care
should be taken to protect mechanical manifolds from mechanical damage. The ships own cargo
hoses should not normally be used for shore connection and in case they are used, they must
be tested and certified as per regulation in the IBC code and LOI received. Also check they are
compatible with products to load and are clean.
• Before commencing loading the responsible officer must ensure that the cargo lines are set in
the correct line up, and that cargo venting system is set as per regulation, i.e. open, restricted
or closed.
• Certain cargoes require vapour return to the shore facility. The responsible officer must
ensure that the shore and ship vapour system are compatible and that the system is
operated in compliance with these procedures, local and terminal regulations. The agreed
procedure as per SSSCL is to be complied with at all times during the cargo operations and to
strictly follow specific agreements in case failure of the VRS.
6.3.9.2.1 Manifold Connection - Operational Precautions
When connecting, ensure the following:
 Presentation flanges of vessel and shore are compatible. Reducers, gaskets, bolts, etc. in good
condition and compatible with cargo.
 Install insulation flange correctly, if used.
 The manifold supports, reducers, distance pieces can withstand the load at presentation flange.
 Use correct spool pieces/ distance pieces. Support long spool pieces/ metal arms to prevent undue
stress on manifold.
 Secure the manifolds with gaskets and use all bolts. Check the bolts/ studs extended by at least 3
full threads beyond the nuts. Do not use modified or improvised means of connections. For
example, G-clamps.
 Adequately suspend and support the cargo hoses to prevent excessive bending or crushing
between the ship and the dock. Adjust hose supports with the change in draft. Ensure that the
radius of curvature of the hose remains within the limits recommended by the Manufacturer.
 Incompatible cargo connections are widely separated.
 Shut the manifold valves of tanks connected with jumper hoses on the side not being used.
 Splashguards/ shields installed for corrosive and toxic cargoes.
 Carry out leak test as discussed with Terminal and record in logbook. Rectify any leakage, prior
to operation.
 Use correct type of vapour reducer, when using vapour return line.
Do not exceed the working pressure of the hoses.

If suspecting the quality of hose, inform Office and Charterers.
Use portable hoses/ connections to load same cargo in more than 1 tank when required. The cargo must
flow from larger diameter pipeline to a smaller diameter pipeline.
Note: Keep manifold spill tray dry. If fixed tray is not available, place portable spill trays appropriate for
the cargo, prior to manifold connection. Mark the spill trays with their capacities.
Note: Avoid using 2 reducers together or forming ‘S’/ ‘U’ bend. Provide adequate support, if used due to
design limitations. Ensure face of final presentation flange remains well within drip tray.

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Caution: Know the maximum operating limits for the horizontal and vertical movement of the metal arms.
Ensure vessel is properly moored and does not move beyond these limits. As a good practice, mark
vessel’s side rail in line with a shore installation to detect vessel movement. In consultation with Terminal,
stop operations if vessel exceeds these limits.
6.3.9.3 Vapour Tightness Test
Vapour tightness test for all cargo tanks must be carried out every twelve months. Additionally, vapour
tightness test must also be carried out each time prior loading toxic, flammable cargoes, cargoes known
to be air sensitive or which are required to maintain padding or while transit under inert atmosphere. Tanks
nominated to load such cargoes must be tested and results recorded. QA Form CT VT-03 should be used
for this recording. If more than one tank is subject to load, tanks should be tested individually. Due to size
of tanks and necessity of test vessels are only subject to Pressure test. Vacuum test in not ideal and not
required.
Test procedure as follows;
 Close all washing machine hatches, tank entry hatch, sight ports, etc. All openings should
be closed before start to test.
 Check that all cargo valves closed
 Check that PV (Pressure Vacuum) valves in neutral position. Before start test, subject
tanks PV valves should be examined. They should be operational. There should not be
any obstruction or polymerisation which will cause PV valves inoperable.
 Only air can be used for test medium.
 Fix air hose to tank.
 Fix pressure gauges to suitable places onto tank to check pressure in the tank.
 Pressurize the tank to 80% of pressure valve relief set. (e.g. If PV set is 2000 mmH20, tank
should be pressurised to 1600 mmH2O)
 When reach to required level of pressure in the tank close air supply.
 Watch out the pressure at least 5 minutes. If the pressure drop is less than 50 mmH2O test
result is acceptable. Bear in mind that side tanks temperature and/or supply air temperature
can cause change of pressure in the tank, so in additional foam testing of the connections
will be good practice to prove of tank vapour tightness.
6.3.9.4 Closing the Openings in Superstructures
 Before commencement of and during the cargo handling of inflammable and/or toxic cargoes,
gas freeing and tank cleaning, the doors, windows and other natural openings in
accommodation spaces and engine room should be closed.
 Selected doors may be opened momentarily to permit access but should be closed
immediately afterwards. Doors required to be kept closed should be clearly marked but
in no case should doors be locked.
6.3.9.5 Trimming of Ventilators
 Before commencement of and during the cargo handling, engine room and accommodation vents
should be trimmed and kept trimmed to prevent the entry of dangerous gases.
 Mechanical ventilation for cargo / ballast pump rooms should always be in use whenever entry is
deemed necessary.

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 Split air conditioning unit in accommodation spaces, if fitted, should be stopped and isolated
electrically.
6.3.9.6 Openings in Cargo Tanks
 Opening in cargo tanks should be opened only for the one’s necessary in gas freeing, tank cleaning,
tank inspection measuring and gas detecting.
 During tank cleaning or gas freeing operation, only those tank-washing covers in the tanks in
question should be removed.
6.3.9.7 Cargo Pump Room
 Personnel should not enter the cargo pump room without the permission of the responsible officer.
 The breathing apparatus should in an easily accessible position.
 Life line and safety equipment in pump room should be ready for immediate use.
6.3.9.8 Pump Room Entry
1. Purpose
To describe safe procedures for entering in pump rooms, in order to avoid any threat to the human life,
the environment and the vessel’s condition. For details reference shall be made in ISGOTT.
In case of vessels equipped with deep-well cargo pumps, i.e., no cargo pump room being available, the
present procedures apply for the ballast pump room. Attention should be stressed to using portable
atmospheric equipment with caution prior to attempting entry, particularly when ballast pump room is not
equipped with fixed gas detection system, taking in account possible hazardous gas accumulation in the
pump room, due to accidental cargo leakage.
2. Responsibilities
Officer of the Watch: He is responsible to personally ensure that all safety precautions necessary are
taken prior to each individual P/R entry and that all necessary systems (fans, lights, gas detector, etc.)
are operable throughout the cargo operations. The OOBW at sea or the Officer on watch for cargo
operations or the C/O have the responsibility, depending on the situation.
3. Procedure
Cargo pump rooms, by virtue of their location, design and operation which require the space to be routinely
entered by personnel, constitute a particular hazard and therefore necessitate special precautions.
Prior to P/R entry at the beginning of a cargo or ballast operation, the Officer on watch must check all the
items contained in the VT 111 A. The same procedure should be followed in case of P/R entry during
passage. A notice must be displayed at the P/R entrance, prohibiting unauthorized entrance:
NO UNAUTHORISED PERSON IS ALLOWED TO ENTER THE PUMP ROOM AT ANY TIME
Before entering to a P/R, the following precautions must be taken:

- The pump room has been tested for gas and declared gas free (LEL max 0% and toxic gases NIL)
with oxygen adequacy (20.9%).

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- P/R ventilation shall remain in operation through cargo operations, ballasting, cleaning tanks, and
when it is necessary for personnel to enter. The dampers in the ventilating trunks shall be kept in
working condition for instant closing in the event of fire. If ventilation is shut down for any reason,
the entry permit must be withdrawn and all operations must stop. Α new permit must be issued prior
to resuming operations.
- The permanent device for atmosphere monitoring is kept in operation. Hydrocarbon and oxygen
monitoring, as well as the operation of the lights and fans should continue until the cargo operation
is finished, and no further entry to P/R is required.
- In the event of a failure of the fixed gas detection system, P/R atmosphere readings in respect of
oxygen, hydrocarbon gas and known toxic gases must be monitored and the results recorded prior
each entry.
- Firefighting means must be readily available.
- Pump rooms are “High Noise Areas” when pumps are operating, therefore personnel shall wear
hearing protection, as required.
- P/R bilges should always be kept clean of cargo residues, dry and the bilge alarms regularly tested.
- Arrangements should be established to enable effective communication to be maintained at all times
between personnel within the P/R and the CCR or the Bridge watch. In case of prolonged visits,
regular communication checks should be made at pre-agreed intervals (e.g. 10 minutes) and failure
to respond should be the cause to raise the alarm.
- Inspections of the P/R should be kept to a minimum in line with good practice. If no problems are
encountered during cargo operations, an inspection once per hour should be sufficient.
- On voyages of more than two (2) days, a daily inspection of the cargo P/R shall be carried out to
ensure integrity of all equipment. To prevent flooding the P/R in the event of damage during the
voyage, the bulkhead master valves in suction lines at the pump room bulkheads shall be kept
closed during the voyage when not in use. The cargo system sea valves shall also be kept closed
during the voyage, except when transferring ballast or cleaning tanks.
- To prevent a cargo pump turbine or electric motor casualty, the cargo pumps discharge valve shall
be closed when the pump is shut down to prevent a reverse operation of the pump. If provided, the
control valves for pumping P/R bilges shall be used at least once per voyage when pumping the
bilges, to make sure these controls at the main deck level are in operating condition.
- If a cargo temperature control system to stop cargo pump in case of an overheating is installed, it
shall be tested before commencement of pump operation..
- The fixed gas detection system installed in P/R shall be checked by the C/O monthly as a minimum
and before cargo, ballasting and tank cleaning operations, in order to be ensured operational.
However, the portable atmospheric monitoring equipment shall be always at the entering personnel
disposal and their measurements shall dominate.
4. Ballast Pump Room
In case of vessels equipped with deep-well cargo pumps, i.e., no cargo pump room being available, the
present procedures apply for the ballast pump room. Attention should be stressed to using portable
atmospheric equipment with caution prior to attempting entry, particularly when ballast pump room is not
equipped with fixed gas detection system, taking in account possible hazardous gas accumulation in the
pump room, due to accidental cargo leakage.

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5. Relevant Form
“Pump Room Entry Permit VT-111A”: This form should be used before P/R entry and prior to
commencing any work or operations in the P/R. The permit must be reviewed by all those who intend to
enter the P/R prior the entry. All precautions should be explained to involved personnel.
- The Officer on watch who issues/signs the form is responsible to ensure all precautions are in place.
- This specific permit may have validity of 8 hours, provided that all persons entering the pump room
acknowledge the safeguards to be implemented by signing the permit and atmospheric tests are
carried out prior to any person’s entry and repeatedly at regular intervals.
- The safety precautions that have to be taken are included in the VT 111A. All items must be
answered “Yes” before the entry can be effected. VT-111A to be completed prior entry and a copy
posted to the entrance.
6.3.9.9 Piping
 Cargo lines should be pressure tested to MAWP prior loading Toxic cargoes.
 Scupper plugs before cargo handling commences, all deck scuppers should be effectively plugged to
prevent spilled oil escaping overboard. Accumulations of water should be drained off periodically and
scupper plugs replaced immediately after the water has run off.
 Cargo piping not in use; all cargo piping when not in use should be secure blanked at the manifold.
 Sea Valve; connecting sea valve to the cargo lines should be exactly closed and locked.
 All cargo and other lines, valves should be set properly. These sets should be done by Pump man
and then further checked by the OOW and after settings they should be checked by Chief
officer to prevent one-man error before commence loading/discharging operations. Pre cargo
operations checklist is to be completed by the relevant OOW and Chief Officer.
 During the cargo operations the Duty A/B’S along with the OOW should check the line-up for
confirmation that the same is as per agreed cargo plan in.
 Upon completion all the operations cargo and ballast lines should be secured as per the chief
officer instruction and same to be done by the Pump man and further checked by the OOW
and finally by Chief Officer.
6.3.9.10 Cargo Hose - Inspection and Handling (Flexible/Jumper Hoses)
Where vessels are provided with flexible cargo hoses the following must be followed:
 General
 Each hose to be certificated

 Marked with last pressure test date of the hose
 Marked with max / minimum service temperature
 Marked with maximum working pressure
 Individually numbered for identification and referenced to the specific certificate on board
 Storage
 Stowed straight and flat
 Free from kinks

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 Both ends blanked
The following maintenance (Ref CT YT-03 and CT QT-03) must be carried out for all flexible cargo hoses,
including emergency pump hoses:
 Hose age less than or equal to 5 years in service:

 Annual pressure test to 1.5 times the maximum allowable working pressure (MAWP)
 3 monthly Electrical continuity test,
 3 monthly visual inspection
 Annual vacuum test
 Annual elongation measurements
 Hose age greater than 5 years in service:

 6 monthly pressure test to 1.5 times the MAWP
 3 monthly electrical continuity test
 3 monthly visual inspection
 6 monthly vacuum test
 6 monthly elongation test
 Prior to each use:
Pressure tested to MAWP
 Use of Flexible hoses:
 Before connecting up, hose strings should be examined for any possible defect, which may be
visible in the bore or outer covers such as blistering, abrasion, or evidence of leakage.
 When the cargo hoses of the shore installation are used and any defects are found in the cargo
hoses, the captain should refuse the use of the defective cargo hoses.
 Cargo hoses should always be handled with care and should not be dragged over a surface bended
excessively or rolled in a manner, which would twist the body of the hose. Protection should be
provided at any point where chafing or rubbing can occur. Hose should not be allowed to come in
contact with a hot surface such as a steam pipe.
 As the ship rises or falls on account of tide or cargo operations, the hose strings should be adjusted
to avoid excessive strain on the hose and connections
 Hoses should have blank flange fitted immediately after they are disconnected from the ship’s
manifold.
 Cargo hoses should have their chemical resistance list as per manufacturer

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6.3.9.11 Hose Handling guide


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6.3.9.12 Guidance on Inspection and testing
1. Indentations
Such deformations are inevitable during hose handling and due to inadvertent dropping of heavy item
on the hose. Although immediately apparent as a defect it does not necessarily mean that the hose
integrity is compromised, i.e. provided that there is no lateral wire movement, the interaction between
top and bottom wire would still exist. If the deformation is too severe there would be a flow restriction
and possibly film damage.
It is proposed that an indentation of 10% of hose nominal diameter would be acceptable, e.g. for a 3”
(80mm) hose the acceptable maximum deformation would be 8mm. Measurement shall be taken by a
straight edge across the hose with a vernier depth measurement of the deformation.
The acceptable axial length of indentation cannot readily be quantified; it would be dependant on the
dimension of the item causing the deformation. In order to give initial guidance it is proposed that an
indentation length including 4 wire pitches would be acceptable.
2. Wire Displacement
This would be normally covered by dragging a hose over an edge or operating with a severe bend
usually associated with poor slinging. The most affected region is immediately behind the end
termination.
A displaced top wire would allow for movement of the adjacent bottom wire.
Generally, a single displaced wire would still allow for containment of the inner wire. The axial force
acting on this inner wire would be a function of the velocity pressure within the hose during fluid transfer.
This is calculated as being approximately a 5lb load per inch circumference within a 6” hose conveying
fluid at 7m/sec.
Again, one must initially take an arbitrary figure at what amount of wire displacement would be
acceptable.
Initially, a hose may be considered suspect if:-(i.) Two consecutive wires are dislodged.
(ii.) Wires are dislodged in the same region as a hose indentation.
(iii.) By pushing down in the dislodged wire region there is evidence that the adjacent bottom wire has
moved.
(iv.) Within any 1 metre length of hose there are 4 or more dislodged wires.
For all heavy-duty hoses of 4”, 6” and 8” diameter the inner wire behind the fitting may be checked by
hand for security and visual check with the aid of a torch should be carried out. This may not be possible
where the use of battery operated equipment is prohibited. In such cases the hose shall be internally
visually checked with the aid of available natural light or site lighting.
3. Hose Scuffing and Top Cover Peeling

The appearance of a scuffed hose may be aesthetically questionable, however, the hose performance
would not be seriously compromised.
Scuffing is a result of surface dragging of the hose but top cover peeling can also be due to external
product contamination resulting in embrittlement of the PVC top cover and subsequent peeling. These

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hoses should be examined during pressure testing for signs of permeation of product, which may be
the cause of outer cover embrittlement.
It should be noted that there is a probability that a worn or scuffed top cover will absorb external water.
This water will be exuded during pressure testing, usually accompanied by air bubbles.
Unless there is also evidence of product seepage, such a condition does not classify the hose as
defective.
Hose which do show signs of product seepage or a continual spray of water shall be removed from
use.
4. Top Wire Corrosion and Wear

The top wire determines the ultimate strength of a composite hose. A reduction in surface area caused
by scuffing would result in a corresponding reduction in the wire strength. Of greater concern is that on
a wire that has suffered surface wear the galvanised protective coating will have been removed thus
exposing the base carbon steel wire. The corrosion process would subsequently be accelerated.
Top wires shall be examined for such corrosion and suspect regions cleaned to determine the extent.
Caliper measurement shall be taken of worn wire regions and recorded.
The hose shall be removed from service if:-
(i.) There is a reduction in wire area of 25%.
(ii.) After cleaning there is still evidence of severe pitting and crack propagation.
5. End Fitting Security

The occurrence of axial end fitting movement on heavy-duty ship to shore hoses subject to normal
pumping duties are rare. Those subject to extreme over pressure would show distress signs such as
over-stressed top wire resulting in slackening and/or fabric rupture rather than end fitting movement.
The end fitting shall be checked for a permanent lateral deformation (cocking) which inevitably is a
result of localise over-bending due to slinging.
For small bore hoses where the ferrule is not welded to the end fitting a check shall be made for any
axial movement of the termination. This would be shown by a gap between the fitting and ferrule or, in
the case of swivel female end, an increased exposure of the sealing face.
Any hose showing such evidence shall be removed from service. If the general hose condition is
acceptable they may be cut back and refitted.
6. Electrical Continuity
The requirement is that each assembly shall have overall resistance of less than 10 ohms. The
standard method for testing is to place the ohmmeter probes from fitting to top wire.
The expected value for standard hoses with carbon steel top and bottom wires would be of the order
of 0.3 ohms per meter length, i.e. a 4”; 6” or 8” by 9m assembly should give a reading of approx. 3
ohms. If the reading is appreciably higher than this value (but still less than 10 ohms) this may be an
indication of partial discontinuity between either top or bottom wire and an end fitting. In this case more
precise tests may be carried out to locate the suspect region.

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7. Pressure Testing
The accepted criteria for determining if a hose is acceptable for use is to subject it to a hydrostatic or
pneumatic tests at pressures determined either by reference to Standards (EN-NEN 13765– ISO 1402)
or the most practical for the installation.
The hose is visually checked for signs of leakage. In addition, an elongation measurement may be
taken and an electrical continuity test at pressurised conditions.
Defects such as wire movement and indentations may be more apparent with a pressurised hose.
The disadvantages of pressure testing are:-
(i.) Time involved in setting up equipment and removing hoses from installation.
(ii.) A static pressure test does not reflect service condition with fluid movement.
(iii.) The test pressure at 1.5 times working pressure would still be of the order of 25% of the actual
hose burst pressure, i.e. any hose that would fail at this test pressure would be in such a poor visual
condition that it would have been rejected before testing.
8. Coupling Condition
Couplings, e.g. flanges, threaded ends, quick release units are assessed as part of the pressure testing
procedure.
If a hose is not pressure tested the coupling shall be visually checked and, where possible, a mating
connection shall be fitted to assess its condition.
6.3.9.13 Storage
Hoses should be stored in a straight line, raised off the ground on firm level supports or storage racks,
preferably in a dark cool area.
Hoses must be stored away from extremes of temperature and away from areas of high ozone
concentration.
Cleaning Hoses should be cleaned after use and certainly before prolonged storage or testing.
Flushing out is sufficient in many circumstances using a variety of fluids, e.g. clean water, hot water
detergents, common solvents at ambient temperature or seawater. If seawater is used for cleaning,
this must be thoroughly drained out afterwards to minimise risk of corrosion on mild steel end fittings
and on stainless or galvanised steel inner wires.
Loose steam may be used but the hose must be open ended and the maximum working temperature
must not be exceeded.
Compressed air may be used but the hose must be open ended and the maximum working pressure
must not be exceeded.
During any cleaning operation the hose must be electrically earthed.
Pigging must not be used under any circumstances.
Inspection Hoses should be given a brief visual examination before each operation and a more
thorough visual inspection at periods not exceeding six months. The inspection should pay attention
to:-
(a.) Tears and abrasion of the hose cover.
(b.) Dents or kinks.
(c.) Displacement of the hose reinforcing wires from their normal pitch.

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(d.) Corrosion or abrasion of the hose outer wire.

(e.) Signs of displacement of the end fittings or evidence of leakage at the ends.
(f.) Any other abnormal features, including wear or damage to the end fittings.
Storage Precautions
Flexible hoses should be stored in an area that is not subject to fire risks or elevated temperature risks.
This is due to the possibility of toxic fumes being produced by polymeric and elastomer products, when
subjected to elevated temperatures such as fire.
The storage area should also be adequately ventilated.
During storage and handling, the hoses will not present a health hazard if the above recommendations
are carried out.
6.3.9.14 Testing
At periods not exceeding one year hoses should be hydraulically tested as follows:-
(a.) Drain and thoroughly clean hose.
(b.) Carry out visual inspection. Hoses failing the visual inspection due to displacement of the hose
wires, severe abrasion of the cover, or significant corrosion of the outer wire should not be tested.
(c.) Lay the hose straight out on supports which allow free movement under pressure.
(d.) Blank off the ends and fill the hose completely with water, ensure trapped air is released from the
hose.
(e.) Pressurise the assembly to 1.1/2 times the maximum rated working pressure of the hose and hold
this pressure for 10 minutes whilst examining for leaks. Also test for electrical continuity between the
end connections.
(f.) Reduce pressure and drain hose.
(g.) On completion of this test the hose should be tested again for electrical continuity.
Dedicated hose might be tested more depending on the service Electrical Continuity Tests
In order to prevent the accumulation of static charge generated in use, all metal parts of the assembly
have been electrically bonded together during manufacture. At periods not exceeding six months the
following test should be carried out.
(a.) Lay the hose flat on the ground.
(b.) Check that the hose is electrically continuous from end to end. This can be done using a simple
battery and bulb test or alternatively using an ohm meter.
6.3.9.15 Special Note Regarding Cleaning of Chemical Hoses

Before commencing any cleaning operation, the user must satisfy himself that the method he proposes
to use is safe, and will not result in any dangerous reactions with the chemical residues left in the hose.
(a.) Hot water detergents and any common solvent (at ambient temperature) may be used, as
appropriate. During cleaning, the hose must be electrically earthed.
(b.) Seawater may be used. On hoses with stainless steel or galvanised inner wires this may give rise
to some corrosion on the inner wire if carried out frequently. Hoses with polypropylene coated inner
wire will not be affected. Mild steel end fittings may be adversely affected. Seawater should be
thoroughly drained out of the hose after cleaning is complete.
(c.) Steam. Care is needed when cleaning with steam as in the case of rubber hoses. The hose should
be electrically earthed throughout the cleaning cycle. The steam supply must deliver saturated steam

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at low pressure, and the hose must be open-ended throughout the cleaning operation. Steam lines
must not be left lying inside the hose,as this causes local overheating and damage to the hose.
Superheated steam must not be used. The duration of the cleaning operation should be kept as short
as possible, in order that the hose is not kept at a high temperature for long periods (because this
rapidly increases the rate of aging of the hose).
6.3.9.16 Notes About Hazards Affecting the Cleaning of Chemical Hoses

(a.) Many commonly carried chemical can react violently with fresh water, seawater or steam. These
reactions may produce great heat (sufficient to ruin the hose either by simply overheating it, or by
increasing the rate of chemical attack). The reactions may also result in hazards to personnel such as
the evolution of poisonous or corrosive fumes.
(b.) Adding water to many conveyants can increase the rate at which they corrode the metallic parts
of the hose assembly.
(c.) Cleaning with solvents, or heating the residues of the conveyant may give rise to serious fire
hazards or even explosion risks.
Because of the above hazards, it is the user’s responsibility to select a cleaning method which he
knows to be safe for the conveyant he wishes to clean out.
Special Notes About Cleaning and Purging With Compressed Air
One of the easiest ways to purge or clean hoses is to blow compressed air through the hose. This can
present special hazards.
(1.) General Safety
The pressure of air must remain at all times below the normal service pressure of the hose. In this way
the risk of bursting a hose which may have been damaged during service is minimised. (If a hose
should burst as a result of being over pressurised with air, the resulting explosion could be extremely
dangerous).
(2.) Static Electricity
At all times throughout the operation, the hose must remain effectively connected to the electrical
earthing system. Passing air through the hose can generate very dangerous levels of static electricity
which can cause fires, explosions or other hazards to personnel.
6.3.9.17 Earthing
 All metal on the shore side of an insulating flange or a single length of non-conducting hose should
be electrically continuous to the jetty earthing system and all metal to the seaward side should be
electrically continuous to the ship.
 The cable should be connected before loading or unloading commences and should not be
disconnected until loading or unloading is completed and cargo hose is disconnected.
6.3.10 Closed Loading and Unloading Operations
6.3.10.1 Purpose and Scope

This procedure describes the requirements for closed loading and unloading operations. The Master
has overall responsibility for compliance with closed loading and unloading procedures.

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Closed loading and/or closed unloading have to be carried out as a requirement of the:
• IBC Code. The IBC-code does not use the term 'closed loading/unloading' explicitly but
mentions controlled venting and restricted or closed gauging.
• Company procedure
• Contractual obligations
• Port/ National requirements
6.3.10.2 Company Procedure

• Vessels equipped with a system such as Skarpenord (pressure gauges in the tanks) or radar or floating
gauge ullage systems shall at all times carry out closed loading/unloading procedures for all
cargoes. It is Company policy that closed loading should be used at all times unless not possible due
to the design of the vessel.
• The above means loading or discharging with securely closed ullage, sounding and sighting ports.
Additionally the venting must be controlled. For gauging e.g. ullaging, sounding and sampling closed
devices must be used. The level alarm systems must be operated during the entire closed cargo
operation. Closed cargo operations must be stopped as soon as any essential system for safe loading
or discharging becomes inoperative.
6.3.10.3 Gauging, Sounding and Sampling

• A closed gauging device penetrates the cargo tank, but is part of a closed system and prevents the
cargo or its vapour being released. Examples are the float-type systems, radar systems, electronic
probe, magnetic probe and protected sight-glass.
• For sampling and sounding, the Dovianus or Hermetic portable gauging and sampling systems may
be used. It is important that sufficient of these devices are carried onboard (at least 2 pieces) and
maintained in a fully operational and certified calibrated condition.
• Vapour locks, where fitted, are to be calibrated and certified by a class which will also approve the
datum level corrections including list and trim corrections for tank volumes. The approval certificate
is to be readily available during cargo surveys.
• Sampling and gauging should be followed as per guidance in IBC code. The code states the required
means of gauging and the same should be incorporated for sampling as well. For example if IBC
code states closed gauging for that particular cargo than closed sampling to be carried out.
• In case there is pressure from the terminal or cargo surveyors pushing the vessel to go against the
IBC code with regard to sampling, the operations department should be immediately intimated.
6.3.10.4 Cargo Tank Venting

• Controlled venting must be established if closed cargo operations are required. A controlled tank
venting system is a system with pressure and vacuum-relief valves (P/V-valve) fitted on each tank in
order to limit the pressure or vacuum in the tank. The P/V valve should operate in such a manner
that neither pressure nor vacuum is created in the cargo tank during cargo operations that exceed
the tank design parameters.
• Information on maximum loading rates and venting capacities is to be readily available and displayed
in the cargo control room.

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6.3.10.5 Vapour Return

• Vapour return should be used in accordance with local, terminal or customer's requirements.
Very toxic and volatile cargoes should, if the shore is equipped with a vapour return, be
loaded / unloaded with vapour return in order to avoid vapour release into the atmosphere. The
agreed procedure as per SSSCL is to be complied with at all times during the cargo operations
and to strictly follow specific agreements in case failure of the VRS.
6.3.10.6 Customers' Requirements

• Specific closed cargo operations may be required by the customers under the charter party or
Contract of affreightment (COA). The management office will inform the Master when such
requirements exist.
• Various cargo related documents are to be completed and used for a voyage. Vessel is permitted
to use the approved forms from the charterers like NOR, Ullage report, ROB/OBQ reports, Cargo
monitoring sheet, Dry tank certificates etc. If these forms are not available than company specific
forms from the QA navigator is to be used.
6.3.11 Ship Shore Safety Check List
Prior to the commencement of the cargo handling, the responsible officer of the ship and the responsible
terminal representative should check and confirm listed items in “Ship shore safety check list”, also should
carry out the repetitive checks at intervals not exceeding to the agreed number of hours during the entire
period of the operations.
The safety of operations requires that all questions in the check list should be answered affirmatively by
clearly ticking (√) the appropriate box. If an affirmative answer is not possible, the reason should be given
and agreement reached upon appropriate precautions to be taken between the ship and the terminal.
Where any question is considered to be not applicable, then a note to that effect should be inserted in the
remarks column.
Instructions for completing the Ship/Shore safety checklist is provided in the first two pages of CT VO-01.
33 CFR 156.150 // Declaration of Inspection (DOI)

33 CFR 156.120 // USA Oil and Hazardous Material Transfer Procedures
It is the responsibility of all ship’s staff and operator’s staff to be familiar, and comply with the regulations
as are applicable to cargo transfer within the purview of the USA / USCG areas of control. National laws
take precedence over International Convention.
The Chief Officer is the “Person in Charge” (PIC) during cargo operations, but is also required to get
his/her ten (10) hours of rest daily.
Which means – the Chief Officer cannot be the only “responsible person” for all cargo, COW, tank
cleaning, ballasting, etc. 24 hours a day and seven days a week.
The Chief Officer must be relieved at some point during the cargo transfer, by another “Person in Charge”
(PIC). STCW Qualified as per STCW Section V of the STCW Convention for Tankers and Chemical
vessels.
Once the ship’s Chief Officer has been relieved by his relief “Person in Charge” (in order to comply with
STCW and USCG required hours of rest) – the required inspection and check of all the items on the DOI
have been carried out, and the required conference held with the “Terminal PIC” – the Chief Officer may
go onto his rest period with the full knowledge he is protected and no longer in charge of anything – except
for his rest.

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This is explained in the documentation requirements of the Declaration of Inspection (DOI) (33 CFR
156.150), and the Oil Transfer procedures (33 CFR 156.120). It is the responsibility of all ships staff to
be intimately familiar with the requirements of 33 CFR 156.150, and 33 CFR 156.120
The "Declaration of Inspection" (DOI) is NOT strictly a Terminal document - it is 50% Terminal and
50% Ship.
6.3.12 Loading From and/or Discharging to Barge While at Terminal (Other than STS Operation)
Ship to Ship Transfer operation is subject to Chapter 6.10 of this Manual. However, sometimes vessel
can load/discharge from barge and/or other small vessels inside the port while at terminal. In this case
prior to the commencement of the cargo handling, the responsible officer of the ship and the responsible
officer of the other vessel (barge) should complete the SSSCL and STS check list 6A and 6B (QA
Navigator).
If the safety precautions are not being observed on the other vessel, the operations must not be started
or, if in progress, must be stopped.
In case of a negative answer to below questions the operations shall not be carried out without
the permission of the port Authority.
1 - Is information available giving the necessary data for the safe handling of the cargo, including
manufacturer’s certificate?
2 - Is sufficient and suitable protective equipment and protective clothing ready to immediate use?
3 - Are counters measures against accidental personnel contact with cargo agreed?
4 - Is the cargo handling rate compatible with the automatic shutdown, if in use?
5 - Are cargo systems, gauges and alarms set and in good order?
6 - Are portable vapour detections instruments readily available for the products to be handled?
7 - Has information on firefighting media and procedures been exchanged?
8 - Are transfer hoses of suitable resistant material?
9 - Is cargo handling being performed with the permanent installed pipeline systems?
6.3.13 Vapour Emission Control System
Each vessel should have ship specific approved “Vapour Emission Control System Manual” in accordance
to USCG Regulations for Marine Vapour Emission Control Systems as required by 46 CFR 39.10-13.
During the loading of volatile cargoes, the vapours emitted and displaced by the rising liquid level must
be removed to prevent a dangerous build-up in the tanks. In the past this has been accomplished by
releasing such volatile gases to the atmosphere through the vessel’s venting system. However, because
of the US Clean Air act, MARPOL and local regulations it is now required that these displaced vapours
not be released to the atmosphere, but returned back to the facility by means of Vapour return line.

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When a terminal requires the return of these vapours during loading operations, the vessel must utilize its
own USCG certified vapour return system in accomplishing such a task. It is therefore required that such
a system meet all USCG rules at stated in 46 CFR part 39 – Vapour Control Systems. The vessel’s Letter
of Compliance will therefore be appropriately endorsed by the USCG after the initial inspection.
6.3.13.1 Vapour Return System Description
The vessel is fully equipped with all necessary piping and monitoring equipment as specified by USCG
regulations, necessary for the return of vapours of volatile cargoes back to the facility during closed
loading operations.
The vessel is fitted with a header line extending from the after to the forward cargo tank vent riser. A
high/low pressure transmitter is fitted with appropriate indications in the Cargo Control Room (CCR).
Vapours are returned to the facility through a dedicated port/starboard vapour return manifold, fitted with
stainless valves. Connections to the shore facility is via ANSI #150 flanges (B16.5) which are fitted with a
stud between the flange holes as required by USCG regulations.
When loading the integral hull cargo tanks, vapours may be returned to the shore facility by connecting
the aforementioned header line with the tank being loaded via tank vent line by use of a valve and a spool
piece. This will enable use of the ship’s vapour return manifolds to route the vapours back to the facility.
Operational Requirements and Procedures
 The pressure drop of the vapour through vapour collection system should be found in the approved
technical report located in the Cargo Control Room and in the possession and responsibility of the
Chief Officer and the Master.
 The rate of cargo transfer must not exceed the maximum allowable transfer rate is indicated in the
aforementioned technical report on the vessel’s Vapour Return System.
 The cargo tanks must not be filled higher than 98% of the tank’s volume or beyond the point of the
sounding of the hi-hi (overfill) alarm whichever is smaller.
 The cargo tank being loaded must not be opened to the atmosphere during cargo transfer
operations except when:
 The cargo tank is not being filled
 The cargo tank is not required to the closed or restricted gauged by IBC code chapter 17.
 All metalic equipment used in sampling or gauging must be electrically bonded to the vessel
before they put in the tanks.
 For static accumulating cargo the initial transfer rate must be controlled in accordance to section
11 of the OCIMF ISGOTT guide to minimise the development of static electrical charge.
 If cargo vapour is collected by a facility requiring the vapour from the vessel to be inerted, the
oxygen in the vapour return line must not exceed 8% by volume at the start of cargo transfer.
 Each high level and hi-hi (overfill) alarm mmust be tested 24 hours before cargo transfer.
6.3.14 Cargo Tank Ventıng System
All cargo tanks shall be provided with a venting system appropriate to the cargo being carried and these
systems shall be independent of the air pipes and venting systems of all other compartment of the ship.
Tank venting systems shall be designed so as to minimize the possibility of cargo vapour accumulating
about the decks, entering accommodation, service and machinery space and control stations and, in case
of flammable vapours, entering of collecting in space or areas containing source of ignition. Tank venting
systems shall be arranged to prevent entrance of water into the cargo tanks and, at the same time, vent
outlets shall direct the vapour discharge upwards in the form of unimpeded jets.

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The venting systems shall be connected to the top of each cargo tank and as far as practicable the cargo
vent lines shall be self-draining back to the cargo tanks under all normal operational conditions of list and
trim. Where it is necessary to drain venting systems above the level of any pressure/vacuum valve,
capped or plugged drain cocks shall be provided.
Provision shall be made to ensure that the liquid head in any tank does not exceed the design head of the
tank. Suitable high level alarms, overflow control systems or spill valves, together with gauging and tank
filling procedures may be accepted for this purpose. Where the means of limiting cargo tank overpressure
includes and automatic closing valve, the valve shall comply with appropriate provisions the IBC Code of
15.19.
Tank venting systems shall be designed and operated so as to ensure that neither pressure nor vacuum
created in the cargo tanks during loading or unloading exceeds tank design parameters. The main
factors to be considered in the sizing of a tank venting systems are as follows:
 Design loading and unloading rate;

 Gas evolution during loading: This shall be taken account of by multiplying the maximum loading
rate by a factor at least 1.25;
 Density of the cargo vapour mixture;
 Pressure loss in vent piping and across valves and fittings; and
 Pressure / Vacuum settings of relief device.
Tank vent piping connect to cargo tanks of corrosion-resistant material, or to tanks which are lined or
coated to handle special cargoes as required by the IBC Code, shall be similarly lined or coated or
constructed of corrosion-resistant material.
The Master shall be provided with the maximum permissible loading and unloading rates for each tank
or group of tanks consistent with the design of the venting systems.
6.3.15 Types Of Venting System
Refer to IBC Code there are two tank venting system as follows;
 An open tank venting system is a system which offers no restriction except for friction loses to
the free flow of cargo vapours to and from the cargo tanks during normal operations. An open
venting system may consist of individual vents from each tank, or such individual vents may be
combined into a common header or headers, with due regard to cargo segregation. In no case
shall shutoff valves be fitted either to the individual vents or to the header.
 A controlled tank venting system is a system in which pressure and vacuum relief valves or
pressure / vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank. A
controlled venting system may consist of individual vents from each tank or such individual vents
on the pressure side only as may be combined into a common header or headers, with due regard
to cargo segregation. In no case shall shutoff valves be fitted either above or below pressure or
vacuum relief valves or pressure/vacuum valves. Provision may be made for bypassing a pressure
or vacuum relief valve or pressure/vacuum valve under certain operating conditions provided that
the requirement of IBC Code 8.3.6 is maintained and there is suitable indication to show whether
or not valve is bypassed.
Controlled tank venting system shall consist of a primary and a secondary means of allowing full flow relief
of vapour to prevent over-pressure or under-pressure in the vent of failure by means. Alternatively the
secondary means may consist of pressure sensors fitted in each tank with a monitoring system in the
ship’s Cargo Control Room or position from which cargo operations are normally carried out. Such

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monitoring equipment shall also provide and alarm facility which is activated by detection of over-pressure
or under-pressure conditions within a tank.
All company vessels must have secondary venting system in compliance with SOLAS.
There are three cases of cargo operation Non-Inerted, Inerted, Vapour connected
Upper alarm lower alarm

1. Non-inerted +10% of working settings -10% of working settings
2. Inerted +10% of working settings +10mbar (above 0
“zero”)
3. Vapour -10% of working settings +10mbar
Example: PV working settings are 200mbar, -35mbar (please check your current PV settings)
Alarm should be set:
Upper alarm lower alarm
1. Non-inerted 220 mbar -38.5mbar
2. Inerted 220 mbar 10mbar (or above 0 “zero”)
3. Vapour 180mbar 10mbar
Please note Alarm settings should be printed and posted near cargo computer with detailed
instruction how to input it in the cargo computer.
The Alarm settings for the pressure sensors shall not be changed without the Chief
Officer’s permission.
 When vessel engaged for closed loading operation due to cargo nature either Annex I or Annex
II, the tank atmosphere must never pass 80% of pressure valve setting of the tank.

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 While calculating maximum cargo transfer rate, ships specific Vapour Emission Control System
Manual should be checked. Intended cargo vapour pressure, drop calculation and tanks to be
loaded simultaneously shall be taken in account when determining maximum loading rate.
 When vessel engaged for controlled or open venting operation, ships specific Vapour Emission
Control System Manual should be checked. Maximum cargo transfer rate should be checked
regarding to operation, Loading or discharging. Tank design and the relief system to be used
(pressure valve – vacuum valve - gas free vent cover) directly affect the maximum transfer rate.
 When sampling or open gauging needs to be carried out the tanks should be de-pressurized from
the PV valve, pressure should be confirmed from CCR and after confirmation that there isn’t any
pressure the samples or gauging should take place. The sampling and gauging procedures
should be as per agreed SSSCL and as per guidelines in ISSGOT, IBC code and TSG.
6.3.16 Preventions against Freezing or Blocking of PV Valves And Lines

Some kind of cargoes may freeze or block PV valves. Because of the potential problems of coated flame
screens and blocked vents, these systems should be examined at each scheduled inspection to determine
whether chemical build up is occurring. Safety of personnel must also be considered. Toxic product
vapours that condense or are heavier than air may fall to the deck and endanger personnel. Personnel
must wear full protective chemical suit for PV valve inspection.
If master is not experienced with these kinds of cargoes, the first loading and discharge of following
cargoes should be witnessed by Company Superintendents, to ensure that all recognizable factors of
personnel safety have been considered in the design of the system.
A. Solids shipped in molten forms (sulphur, HMD, acetic acid, phenol): There are a number of
products transported in tank vessels that may plug or freeze flame screens and, in some instances,
vent lines and pressure relief valves in cargo transfer piping. One such class of chemicals includes
solids shipped in molten form, such as sulphur, HMD, acetic acid or phenol. Vapours from these
molten materials rise and can condense and freeze in, PV valves. Plugged lines may eventually
occur if such deposits are not cleaned when they build up. Fix heating system for PV valves is
necessary for handling of these kind of cargoes. Before commence loading, Master must test
heating of PV valves to ensure system is working properly.
If ship is not equipped with a fix heating system, portable steam hoses must be used to prevent
freezing of PV lines.
Master should be ensure that following preventions are taken:

- Tank must be blanketed with Nitrogen to reduce freezing effect of cargo vapour,
- Portable steam hoses wrapped around the PV valve. Steam hose should be connected to
steam line with a control valve and return of the hose should be directly connected to return
line. If vessel does not have the suitable portable steam lines, then same must be ordered
immediately before loading port.
- Pressure in tank should be monitored frequently. If the secondary means of PV is not pressure
sensor, portable manometers should be connected to monitor pressure in tank.
- PV valves should be inspected frequently. It must be considered toxic effect of vapour. Vapour
of cargo is heavier than air and may flow down through the PV line. Crew member who inspect
the valve should be well experienced and must wear full chemical protective suit to avoid
accidents.
B. Monomer cargoes: Another class of chemicals causing similar problems are the monomers, i.e.,
styrene, ethyl acrylate, methyl methacrylate, and vinyl acetate. Although these substances are
inhibited in the liquid phase to help prevent self- reaction, the vapours are uninhibited and may
polymerize (i.e., form chains of macromolecules from smaller, reactive molecules) on the walls of
the vent lines and flame screens. Build up can occur after several years of service, in some cases

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much faster. Overfilling of a tank or sloshing of product in the tank during a voyage can also deposit
liquid in the horizontal runs of a vent system; the liquid will solidify after depletion of the inhibitor.
Before commence discharging, PV line should be blown with Nitrogen to ensure line is open and valve is
working properly. Cleaning will be necessary if substantial coating is detected. Build up caused by
polymerization may be very difficult to remove, therefore company should be informed immediately in
such cases.
6.3.17 Inert Gas System
6.3.17.1 General
Inert gas system must replace the ballast discharged from cargo tanks with inert gas so as to maintain
the oxygen content of the tank atmosphere at not more than 8% by volume.
In the context of chemical tanker operations and chemical cargoes, an inert gas system may have three
distinct uses:
 Preventing a fire;
 Preventing a chemical reaction;
 Maintaining cargo quality.
Flammable gases normally encountered in chemical tankers cannot burn in an atmosphere which is
deficient in oxygen, and an inert gas is understood to be a gas used to produce such an atmosphere by
displacing air. SOLAS specifies the standards necessary to do this. It can be only achieved by using
nitrogen with a portable or fixed piping arrangement to supply the inert gas to the cargo tanks and, if
applicable, the places surrounding the cargo tanks. As a company policy, using of oil fired flue gas
for inerting, purging or padding purposes is strictly prohibited. However it can be used for any aspect
of safety precaution in such the operation of tank cleaning etc. Mandatory safety requirements for tank
atmosphere control are given in the IBC Code Chapter 9.
There are several types of inert gas systems that can be used on chemical tankers. The most common
are:
 Stored compressed nitrogen;
 Stored liquid nitrogen;
 Gaseous nitrogen supplied from shore;
 Nitrogen generators using pressure swing adsorption (PSA);
 Nitrogen generators using membrane separation;
There are occasions when inerting is not appropriate for safety reasons, because exclusion of oxygen
could create hazardous situations with a number of chemicals when shipped in monomer form. Such
chemicals (e.g. acrylic acid, styrene and vinyl acetate) have added inhibitors to prevent polymerization
during transportation. In order to be effective, the inhibitors require the presence of oxygen dissolved in
the monomer, and that oxygen is obtained from the air in the ullage space. Inhibited monomers must
therefore be carried in tanks where the atmosphere has an oxygen level sufficient for the inhibitor to fulfill
its purpose.
IGS generator is to be checked and tested once every 3 months and before all physical
inspections that including Company inspection, MOCs, PSC & Class to ensure that all equipment,
alarms and indicators are working properly.
On occasions where a low flash point cargo is carried without use of inert gas, is permitted only with:
 Charterer’s / shipper’s requirements.
 non-routine risk assessment submitted to the office and approval received.

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6.3.17.2 Quality
Most nitrogen used as inert gas on chemical tankers is not used for safety reasons but for cargo quality
control. Shippers often have their own special requirements to ensure cargo quality, which can require
inert gas of extreme purity, and may specify that nitrogen for initial inerting of cargo systems prior to loading
a cargo will be supplied from the loading terminal.
Smaller amounts of pure nitrogen can come from compressed or liquid nitrogen containers stored on
board, and refilled from shore when required, but a very high quality can be produced on board by
nitrogen generators based on membrane-separation, or swing adsorption generators. Nitrogen purity
can be varied depends on cargo nature, in example HMD (Hex methylene diamine solution) cargo is very
sensitive to oxygen, therefore at least 99.999% purity required.
6.3.17.3 Gaseous Nitrogen Supplied from Shore
Supplies of pure nitrogen, for initial inerting of cargo tanks prior to loading a cargo, will generally be
provided direct from the loading terminal. Occasionally, shore supplied nitrogen is also used for
maintaining an inert gas overpressure while unloading (i.e. while HMD cargo discharging). Such nitrogen
is in gaseous form, and can be provided at high flow rates, greatly exceeding normal liquid flow rates.
Although the operation is an important stage in cargo handling, it is also potentially hazardous because
high pressure gas is being introduced into a tank not designed to withstand internal pressure, and the
structure of the tank may fail due to overpressure. For the associated risks of the operation, see chapter
6.3.20 ‘Preparing a Cargo Tank Atmosphere’
6.3.17.4 Compressed Nitrogen Stored on Board
High pressure gaseous nitrogen can be stored in steel cylinders; the common size is 50 liters capacity,
pressurized to 200 bar, which will supply 10m3 of gaseous nitrogen. It can be used to compensate for
normal transportation losses and to maintain the required overpressure. A typical installation on a ship
consists of a number of such cylinders connected in parallel to form a battery, which uses a pressure
regulator that is set to maintain the required positive pressure in the cargo tanks without lifting the tank
pressure relief valve.
Compressed nitrogen can be obtained in several grades of purity.
6.3.17.5 Liquid Nitrogen Stored on Board
As a Company policy, Liquid Nitrogen Storage on board is not required. Below details are only
given for general information.
Nitrogen can be stored in liquid form, at the cryogenic temperature of -196°C. It is stored in insulated
tanks made from cold-resistant material, usually stainless steel pressure vessels. The cryogenic tank has
an outer casing of steel, protected by several layers of anti-corrosion paint. The space between the inner
and outer tanks is kept under vacuum and is filled with a non-flammable, high efficiency insulation which
allows nitrogen to be stored over extended periods without appreciable losses.
Liquid nitrogen storage tanks fitted on chemical tankers are refilled in port from shore resources. When
gaseous nitrogen is required for use in cargo tanks, the liquid is converted back to gas using a finned
tube evaporator that obtains the necessary heat for vaporization from the ambient air.
6.3.17.6 Pressure Swing Adsorption (PSA) Nitrogen Generators
Adsorption is a process in which a substance, usually a gas, accumulates on the surface of a solid to form
a very thin film. Pressure swing adsorption (PSA) plants work on the principle that the major constituents

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of air - nitrogen and oxygen - are adsorbed to a different extent when passed over a carbon-molecular sieve
material. The amount of each gas adsorbed depends on the time of exposure. If the system is adjusted
correctly, the sieve adsorbs most of the oxygen in the air, allowing the nitrogen to pass through and be
collected. The oxygen can then be desorbed (returned to a gas) and exhausted to atmosphere, thereby
regenerating the sieve.
To give a continuous nitrogen flow, PSA plants are fitted with two or more interconnected pressurized
vessels (called beds) which contain the molecular sieve material. Air is compressed by an oil-free
compressor and passed over one set of beds that are adsorbing while the other set of beds is desorbing.
During the production cycle, therefore, the plant will vent an oxygen-rich waste, which must be exhausted
to a safe area.
In addition to nitrogen and oxygen, the carbon-molecular sieve material also adsorbs a number of other
gases, among them carbon dioxide and water vapour. In normal circumstances the carbon dioxide content
in air is very small, so the presence of carbon dioxide has negligible effect on the plant operation and any
carbon dioxide adsorbed is ejected with the waste gases during the desorption cycle. A number of
proprietary sieve materials are water sensitive, and the compressed air must be passed through a dryer
to remove most of the atmospheric humidity before passing over the beds. In marine service, the air inlet
to the PSA beds must always be protected from spray.
The gas produced by the PSA process may have an oxygen content varying between 0.1% and 2% by
volume depending on the flow rate. Typical plants produce gas with a dew point lower than -50°C and a
carbon dioxide content of less than 2ppm by volume.
6.3.17.7 Membrane Separation Nitrogen Generators
Membrane units are based on the fact that different gases permeate at different rates through the walls
of a thin, hollow membrane. The 'slow' gases are methane, nitrogen and carbon monoxide, the 'medium'
gases are argon and oxygen, and the 'fast' gases are water vapour, hydrogen and carbon dioxide.
The fact that the two main components of air, nitrogen and oxygen, have different permeation rates means
they can be separated. The fact that water vapour permeates quickly means that the nitrogen produced
is also very dry.
The membrane unit is made up from bundles of thin hollow fibers which give a large wall area for
separation. The membrane bundles are enclosed in pressure vessel pipes of about 100 to 200 millimeters
diameter; several of these bundles may be arranged in parallel.
Clean compressed air is passed into these bundles where the oxygen and water molecules are removed.
The membranes are heat-sensitive and it may be necessary to cool the compressed air before it enters
the bundles.
The efficiency of the separation depends on the flow rate through the membranes; a control valve is used
to regulate the flow and thereby the oxygen content. The flow is adjusted to give nitrogen of the purity
required - typically with an oxygen content variable between 0.1% and 2% by volume, with water and
carbon dioxide contents below 5ppm.
Oxygen enriched air is vented as a waste gas, which must be exhausted to a safe area.

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6.3.17.8 Oil Fired Inert Gas Generators
With an inert gas system, a tank is protected from exploding by introducing inert gas into it to keep the
oxygen content low and to reduce to safe proportions the hydrocarbon gas concentration of its
atmosphere.
6.3.17.8.1 Sources
Possible sources of inert gas on tankers including combination carriers are:
(a) the uptake from the ship’s main or auxiliary boilers;
(b) an independent inert gas generator, or
(c) a gas turbine plant equipped with an afterburner.
6.3.17.8.2 Quality
Good combustion control in ships’ boilers is necessary to achieve an oxygen content of 5 per cent by
volume; to obtain this quality, it may be necessary to use automatic control.
6.3.17.8.3 Description of the System
Flue gas isolating valves are located at the boiler’s uptake points, through which pass hot, dirty gases to
the scrubber and demister; here the gas is cooled and cleaned before being piped to blowers, which
deliver the gas
through the deck water seal, the non-return valve and the deck isolating valve to the cargo tanks.
A gas pressure regulating valve is fitted downstream of the blowers to regulate the flow of gases to the
cargo tank.
A liquid-filled pressure vacuum breaker is fitted to prevent excessive pressure or vacuum from causing
structural damage to cargo tanks.
A vent is fitted between the deck isolating/non-return valve and the gas pressure regulating valve to vent
any leakage when the plant is shut down.
For delivering inert gas to the cargo tanks during cargo discharge, deballasting, tank cleaning, and for
topping up the pressure of gas in the tank during other phases of the voyage, an inert gas deck main runs
forward from
the deck isolating valve for the length of the cargo deck; from this inert gas main, inert gas branch lines
lead to the top of each cargo tank.
6.3.17.8.4 Deck Water Seal
The deck water seal is the principal barrier; a water seal is fitted that permits inert gas to be delivered to
the deck main but prevents any backflow of cargo gas, even when the inert gas plant is shut down; it is
vital that a supply of
water is maintained to the seal at all times, particularly when the inert gas plant is shut down; in addition,
drains should lead directly overboard and not pass through the machinery spaces.
6.3.17.8.5 Function of Inert Gas Scrubber

The scrubber cools the flue gas and removes most of the sulphur dioxide and particulate soot; all three
actions are achieved by direct contact between the flue gas and large quantities of sea water.
- Before entering the bottom of the scrubbing tower, the gas is cooled by either passing through
a water spray, or bubbling through a water seal; such a seal may also serve as the additional

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safety device to prevent any leakage of gas from the boiler uptake when the scrubber is opened
up for inspection or maintenance.
- In the scrubbing tower itself the gas moves upwards through downward flowing water; for
maximum contact between gas and water, several layers made up of one or more of the
following arrangements may be fitted:
(a) spray nozzles;
(b) trays of “packed” stones or plastic chippings;
(c) perforated “impingement” plates;
(d) venturi nozzles and slots.
- At the top of the scrubbing tower or downstream of it, water droplets are removed by one or
more demisters which may be polypropylene mattresses or cyclone dryers; designs of
individual manufacturers vary considerably.
6.3.17.8.6 Design Considerations for Inert Gas Scrubber
- The scrubber should be of a design related to the type of tanker cargoes and combustion
control equipment of the inert gas supply source; it should be capable of dealing with the
quantity of inert gas
- The performance of the scrubber at full gas flow should be such as to remove solids effectively
and at least 90 per cent of sulphur dioxide; in product carriers, more stringent requirements
may be needed for product quality.
- The internal parts of the scrubber should be constructed of corrosion resistant materials
because of the corrosive effect of the gas; alternatively, the internal parts may be lined with
rubber, glass fibre epoxy resin or other equivalent material, in which case the flue gases may
require cooling before
they are introduced into the lined sections of the scrubber.
- Adequate openings and sight glasses should be provided in the shell for inspection, cleaning
and observational purposes; the sight glasses should be reinforced to withstand impact and
be heat resistant; this condition may be achieved by double glazing.
- The design should be such that, under normal conditions of trim and list, the scrubber efficiency
will not fall more than 3 per cent, nor will the temperature rise at the gas outlet exceed the
desired gas outlet temperature by more than 3 degrees Celsius.
- The location of the scrubber above the load waterline should be such that the drainage of the
effluent is not impaired when the ship is fully loaded.
6.3.17.8.7 Function of Inert Gas Blowers
- Blowers deliver the scrubbed flue gas or IG from generator to the cargo tanks; at least two
blowers are required, which together shall be capable of delivering inert gas to the cargo tanks
at a rate of at least 125 per cent of the maximum rate of discharge capacity of the ship,
expressed as a volume.
- In practice, installations vary from those that have one large blower and one small blower,
whose combined total capacity complies with subsection (1), to those in which each blower
can meet this requirement.

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- The advantage claimed for the former in subsection (2), is that it is convenient to use a small
capacity blower when topping up the gas pressure in the cargo tanks at sea.
- The advantage claimed for the latter in subsection (2), is that, if either blower is defective the
other one is capable of maintaining a positive gas pressure in the cargo tanks without
extending the duration of the cargo discharge.
6.3.17.8.8 Function of Non-Return Devices
The deck water seal and mechanical non-return valve together provide the means of automatically
preventing the backflow of cargo gases from the cargo tanks to the machinery spaces, or other safe
area in which the inert
gas plant is located.
6.3.17.8.9 Inert Gas Distribution System
The inert gas distribution system, together with the cargo tank venting system, where applicable, has to
provide:
(a) means of delivering inert gas to the cargo tanks during discharge, deballasting and tank
cleaning operations, and for topping up the pressure of gas in the tank;
(b) means of venting tank gases to atmosphere during cargo loading and ballasting;
(c) additional inlet or outlet points for inerting, purging and gas-freeing;
(d) means of isolating individual tanks from the inert gas main for gasfreeing
(e) means of protecting tanks from excessive pressure or vacuum.
A large variety of designs and operational procedures may be used to meet these interrelated
requirements.
6.3.18 Precautions to Avoid Health Hazards due to Inert Gas
6.3.18.1 General
All the types of inert gas considered for use on board chemical tankers are by definition asphyxiate, in that
they ensure a deficiency of oxygen and therefore will not support human life.
Nitrogen is not itself toxic or dangerous to human life, since four-fifths of the air normally breathed consists
of nitrogen. It therefore presents a particular hazard since it has no smell and in an atmosphere inerted
or padded with nitrogen there is no feeling of distress or warning symptoms of asphyxiation. Someone
who enters an atmosphere containing only nitrogen can lose consciousness in as little as 20 seconds.
Death usually follows rapidly, either by asphyxia or from injuries sustained when falling.
Liquid nitrogen is stored at about -196°C so it also presents a low temperature hazard. Skin contact with
liquid nitrogen can result in frostbite. Advice on dealing with frostbite is given in the IMO Medical First Aid
Guide for Use in Accidents Involving Dangerous Goods (MFAG).
Personnel should be aware of the potential hazards associated with nitrogen and, in particular,
those related to entering enclosed spaces or areas in way of tank vents or outlets which may be
oxygen depleted. High concentrations of nitrogen are particularly dangerous because they can
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consciousness due to asphyxiation. A problem not experienced with flue gas is that nitrogen
cannot be detected by human senses, so smell cannot be relied upon and personnel may not be
able to recognize the physical or mental symptoms of overexposure in time for them to take
preventive measures.
Entry of compartments containing nitrogen enriched atmosphere or likely to contain nitrogen enriched
atmosphere should never be entered without the use of personal oxygen-detector.
These compartments are including nitrogen generator rooms and nitrogen bottle storage rooms.
Ship specific procedures exist for the safe entrance of nitrogen generator rooms and nitrogen bottle
storage rooms.
All nitrogen rooms are fitted with fixed oxygen sensors (calibrated) and include O2 alarms set at 19%
Oxygen content.
No entrance shall be permitted unless there is a stable reading of 20.9% Oxygen.
Immediate evacuation of the area is required when the low oxygen alarm is activated.
Specific entrance procedures shall be posted at the entrance and a risk assessment is to be reviewed
before entry of the area.
Tank entry is strictly prohibited if inert (nitrogen) hose is connected to the ship’s rail. All
precautions should be consulted before issuing Enclosed Space Entry Permit. Closing of tank
valves is not acceptable as a preventive action. Any tank which contains inert gas (nitrogen) or
suspect to contain inert gas (nitrogen) should be marked with this notice:
‘DANGER! UNSAFE FOR ENTRY’
Additional to the sign on each cargo tank, a gangway safety sign is required whenever
nitrogen is produced, received from shore or taken from nitrogen bottles. The sign shall be
marked with this notice:
WARNING TANKS INERTED / N2 IN PROGRESS
Special care must be placed, for all persons operating within the nitrogen room while the
nitrogen generator is in operation where they potentially could be exposed to Nitrogen, to be
provided with personal monitors measuring Oxygen level. The area must be also restricted
for only those personnel who are directly involved in the operation.
6.3.18.2 Inert Gas on the Cargo Deck
In still weather conditions, vented vapours and inert gas can linger on deck, especially in the vicinity of
vents and openings such as cargo measuring ports. The possibility of low oxygen levels should constantly
be anticipated by those working in the cargo area, and care taken not to stand in the path of vented gas
Special care must be placed, for all persons operating on deck in the vicinity of cargo tanks during
Nitrogen operations, where they potentially could be exposed to Nitrogen, to be provided with
personal monitors measuring Oxygen level. The area must be also restricted (and possibly
cordoned-off) for only those personnel who are directly involved in the operation.

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6.3.18.3 Entry into Cargo Tanks
Entry into unsafe space (any space that has not been proved safe for entry) should only be
considered in an emergency situation when no practical alternative exists. In this highly
hazardous situation permission is to be obtained from the Company before entry. Where it is
agreed that such an operation is necessary, a risk assessment should be carried out and a safe
system of work developed in agreement with the Company. During any work, the safety
precautions set out for enclosed space entries should be observed and personal oxygen
deficiency alarm should be carried.
Tank entry is strictly prohibited if inert (nitrogen) hose is connected to the ship’s rail. Closing of
tank valves is not acceptable as a preventive action. Any tank which contains inert gas (nitrogen)
or suspect to contain inert gas (nitrogen) should be marked with this notice:
‘DANGER! UNSAFE FOR ENTRY’
6.3.19 Environmental Control of Vapour Space in Cargo Tanks
This part describes ways of maintaining a non-flammable or non-reactive tank atmosphere through the
use of inert gas. It covers, in general terms, the operation of the systems for achieving this.
For guidance on the operation of the particular system fitted on a ship, reference should be made to the
Oil/Chemical Tanker Instruction Manual, the equipment manufacturer's instructions and installation
drawings. The IMO Guidelines for Inert Gas Systems should be consulted for a more detailed explanation
of the principles behind the design and operating practices of typical fixed inert gas systems.
6.3.19.1 General and Steps in case of IG System Failure
The reasons for cargo tanks to be purged or for cargoes to be carried under inert conditions on chemical
tankers are to avoid reactivity or achieve cargo quality control. The vapour (ullage) spaces within cargo
tanks, and in some cases the void spaces surrounding the cargo tanks, may require specially controlled
atmospheres.
Chemical tankers with individual cargo tanks of 3,000m 3 or bigger, or which have large capacity tank
washing machines (i.e. with a nozzle throughput of more than 17.5m 3 per hour, machine throughput
greater than 60m3 per hour, or total water flow per cargo tank greater than 110m 3 per hour) are required
to use their inert gas systems when carrying low flashpoint chemicals in these cargo tanks. For smaller
tanks containing chemicals, the summary of minimum requirements in the IBC Code states what
environmental control is necessary, if any, for safety reasons. Additionally, chemical tankers of 20,000
dwt and over carrying oil cargoes will be required to inert all cargo tanks containing petroleum products
with a flash point of 60°C and less. When a chemical tanker is required to transport oil cargoes, the
recommendations in ISGOTT about inert gas should be followed.
The provision and use of an inert gas system is specified by the SOLAS Convention. To meet the SOLAS
requirements for non-flammability, an inert gas system must be capable of delivering inert gas with an
oxygen content of not more than 5% by volume in the inert gas main at any required rate of flow. The
system must also be able to maintain a positive pressure in the cargo tanks at all times, such that the tank
atmosphere has an oxygen content of not more than 8% by volume. For cargoes which the IBC Code
requires to be carried in an inerted condition, it is recommended that the maximum oxygen content limit
of 8% in the tank atmosphere should be observed unless a lower figure is specified.
In the event of inert gas system failure, namely:


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• Inability to deliver the required quantity and quality of inert gas

• Inability to keep up pressure in the cargo tanks
• Shut down of the inert gas plant
Immediate action must be taken to prevent any air being drawn into the tanks. All discharging, deballasti
ng, tank washing, ullaging or sampling must cease and the inert gas deck isolating valve must
be closed.
Cargo operations, as above, must not be recommenced until the inert gas plant is returned to
service and tanks are satisfactorily inerted. Office to be informed as soon as practicably possible about
the IGS failure. Effective real time communication to be kept with the office till cause of failure has been
rectified.
After consulting the office and in case IG system failure cannot be rectified vessel will be instructed to
inform commercial operators and/or charterers in order to procure alternative inerting arrangements such
as N2 bottles, IG supply from shore or other vessel [in case of STS or double banking operations]. If
alternate inerting arrangements cannot be procured the vessel shall carry out a non-routine risk
assessment in order to comply all recommendations as per ISGOTT Ch. 7.1.12.3 and shall not re-
commence cargo operation prior obtaining approval from the office and commercial operators and/or
charterers.
Tank coatings usually inhibit the formation of pyrophors in the cargo tanks of product tankers. If it is
considered totally impracticable to repair the Inert gas system, discharge may therefore be resumed with
the written agreement of all interested parties, provided that an external source of Inert gas is provided or
detailed procedures are established to ensure the safety of operations. The following precautions should
be taken:
- The ship specific IG manual should be consulted.
- Devices to prevent the passage of flame or flame screens (as appropriate) are in place and are
checked to ensure that they are in a satisfactory condition.
- Valves on the vent mast risers are opened.
- No free fall of water or slops is permitted.
- No dipping, ullaging, sampling or other equipment is introduced into the tank unless essential for
the safety of the operation.
- If it isnecessary for such equipment to be introduced into the tank, it should be done after at least
30 minutes have elapsed since the injection of inert gas has ceased. (See Section 7.1.6.8 ISGOTT
for static electricity precautions relating to inert gas and Section 11.8 ISGOTT for static electricity
precautions when dipping, ullaging and sampling.)
- All metal components of any equipment to be introduced into the tank should be securely earthed.
This restriction should be applied until a period of five hours has elapsed since the injection of inert
gas has ceased.
When carrying out tank cleaning in non-Inert atmosphere all precautions to be used as per ISGOTT
Chapter 11.3.5.2 and guidance as per IMO publication on Inert gas systems.
6.3.19.2 Control Methods
For some cargoes, the IBC Code requires vapour spaces within cargo tanks to have specially controlled
atmospheres, principally if the reaction between cargo and air would cause a hazardous situation, or if
the cargo has a low auto-ignition temperature, or has a wide flammability range. Inerting may also be

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needed for cargo quality control purposes (see chapter 6.3.19.7 ‘Control of Tank Atmospheres for Cargo
Quality’)
There are four recognized methods of environmental control for cargo tanks on chemical tankers and in
general, inert gas is used to achieve the first three of these;
1. drying
2. inerting or purging
3. padding
4. ventilation
When inerting or padding is required, care should be taken to ensure that there is an adequate supply of
the inerting or padding agents on board, in order that the required conditions can be maintained in the
cargo tank vapour space throughout the intended voyage.
It is most important that the ship's fixed oxygen analyzer system is regularly tested and maintained in
good working order.
6.3.19.2.1 Drying
Whenever water-reactive cargo has to be carried, the cargo tank atmosphere must have all moisture and
water vapour removed before loading to prevent an unsafe reaction with the cargo. To achieve this, the
cargo tank is dried, generally with nitrogen or with specially dried air, and then the tank and associated
piping and equipment are filled with moisture-free gas or vapour that has a dew point of -40°C or less.
The dry conditions should be established prior to loading, and maintained during loading, transport by sea
and discharge.
Special care must be placed, for all persons operating on deck in the vicinity of cargo tanks during Nitrogen
operations, where they potentially could be exposed to Nitrogen, to be provided with personal monitors
measuring Oxygen level. The area must be also restricted (and possibly cordoned-off) for only those
personnel who are directly involved in the operation.
6.3.19.2.2 Inerting or Purging
The terms inerting or purging generally refer to the replacement of air in a cargo tank by nitrogen, and the
maintenance of that condition to prevent the formation of flammable mixtures of cargo vapour and air, or
to prevent chemical reaction between oxygen and the cargo. Inerting or purging may also be necessary
to reduce the humidity (dew point) of the atmosphere within the cargo system or to protect the quality of
the cargo. (In chemical tankers, as with oil tankers, the terms inerting and purging are almost synonymous,
and must not be confused with the entirely different use of the terms in liquefied gas tanker operations.)
The extent of inerting will normally be specified by the cargo shippers, sometimes in cargo data sheets.
Special care must be placed, for all persons operating on deck in the vicinity of cargo tanks during Nitrogen
operations, where they potentially could be exposed to Nitrogen, to be provided with personal monitors
measuring Oxygen level. The area must be also restricted (and possibly cordoned-off) for only those
personnel who are directly involved in the operation.
6.3.19.2.3 Padding (Blanketing)
Where a cargo reacts with oxygen it needs to be isolated from air. Padding is a means of achieving this,
as required by the IBC Code, by using a suitable dry gas (nitrogen) or a layer of liquid with which the cargo
will not mix.

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When a nitrogen gas is to be used, the cargo tank and associated piping systems should be filled with the
vapor and the process should be completed before loading starts unless an alternative method is
specified. When a liquid (usually water) is to be used it should be loaded into the cargo tank first, to the
required depth, and the cargo should then be loaded through cargo piping that terminates near the bottom
of the tank. The initial loading rate should be slow enough to enable a stable horizontal interface to be
developed between the padding liquid and the cargo. Once this has been achieved the loading rate can
be increased.
Padding is also used to maintain the quality of the cargo by protecting it from air and this process (often
called blanketing) is usually performed after the cargo has been loaded, using nitrogen at low pressure
and low flow rate. A safe practice is to introduce the nitrogen directly into the cargo tank ullage space or
into the ship's cargo line, preferably using the ship's equipment and gas supply. However, a shipper may
specify that nitrogen of a known purity be used, supplied by the shore usually at a higher pressure, in
which case the empty tank should be purged prior to loading to create a pad after loading is complete.
Monitoring of the ullage space should be carried out at regular intervals to ensure that the correct
atmosphere is being maintained.
The loading line is always blown through with either compressed air, steam or nitrogen, depending on the
cargo, to empty it between manifold and terminal. This is necessary to ensure risk-free release of loading
arm or hose connection. If possible the vessel’s line system used should also blow empty this way. With
heated or solidifying cargoes this is a must. In case of high viscous cargo it is important to be aware
that after blowing the cargo may contain an air-bubble and therefore the ullage measured
immediately after blowing is less than it should be (Vegetable oils). Pre-blowing and after-blowing
ullage measurements should give a good indication of this. The tank in question has to settle
before a correct ullage can be taken.
6.3.19.2.4 Ventilation
A few products require ventilation while on board, to keep the cargo vapour concentration in the ullage
space at or below half of its lower explosive limit throughout the period of carriage. The ventilation can be
either forced or natural.
6.3.19.3 Sources of Inert Gasses
Nitrogen is the only medium for inerting and padding of cargo tanks on chemical tankers.
Nitrogen supplied by the ship itself can either be produced on board as needed, e.g. from pressure swing
adsorption or membrane separation generators, or can come from liquid nitrogen or compressed nitrogen
stored on board. If the nitrogen supply system is located in a Class A machinery space, a device to prevent
backflow will be installed, but on a chemical tanker the nitrogen supply must be dry so a water seal cannot
be used, and a dry seal will be employed. It is essential that the integrity of the seal is-maintained. If the
nitrogen supply system is within the cargo area, a primary seal is not required.
The design and installation of an on board nitrogen generator will have taken into account that the
generator's exhaust stream may be oxygen rich. No alterations should be made without careful
consideration. Exhaust ducting and pipework should be made from material that is resistant to oxidation
corrosion, and any corrosion holes should be repaired promptly.
It has also become common to inert cargo tanks, pumps and pipeline systems with nitrogen supplied from
shore, and loading nitrogen from shore for this purpose is now a frequent operation (see chapter 6.3.20

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‘Preparing a Cargo Tank Atmosphere’ for guidance on safe operational procedures). The loading process
is an important stage in cargo handling.
Inert gas generation systems are described in chapter 6.3.17 ‘Inert Gas System’.
6.3.19.4 Methods of Replacing Tank Atmospheres
In theory, if the entire existing atmosphere in a tank could be replaced by an equal volume of inert gas the
resulting tank atmosphere would have the same oxygen level as the incoming inert gas. In practice,
however, a good deal of mixing takes place during the exchange, so that a volume of inert gas equal to
several tank volumes must be introduced into the tank before the desired result can be achieved. One of
two distinct processes, dilution or displacement, will be used.
Dilution takes place when the incoming inert gas mixes with the original tank atmosphere to form a
homogeneous mixture throughout the tank so that, as the process continues, the concentration of the
original gas decreases progressively. It is important that the incoming inert gas has sufficient entry velocity
to penetrate to the bottom of the tank, and a limit must therefore be placed on the number of tanks which
can be inerted simultaneously.
Displacement depends on the fact that inert gas is slightly lighter or slightly heavier than the existing
gases in a tank, so that when the inert gas enters the tank the existing gases are displaced. When using
this method it is important that the inert gas has a very low entry velocity to enable a stable horizontal
interface to be developed between the incoming and escaping gases, although in practice some dilution
inevitably takes place owing to the turbulence caused by the inert gas flow. The method generally allows
several tanks to be inerted or purged simultaneously.
In general, the tank atmosphere should be replaced with three times of tank volume by nitrogen gas
fluency to reduce oxygen level less than 5%. The tank atmosphere measurement is only the way to
be sure that the tank atmosphere whether reached or not the required oxygen level.
Whichever method is employed, it is vital that sufficient oxygen or gas measurements are taken to check
the efficiency of the operations.
A mixture of inert gas and flammable gas when vented and mixed with air can become flammable. The
normal safety precautions taken when venting flammable gas should therefore be followed.
Crew members should be briefed of potential hazards to health from inert gases or oxygen depleted
atmosphere in the vicinity of tank vents and outlets before operations commenced.
6.3.19.5 Application to Cargo Tanks Operations
6.3.19.5.1 Maintenance of Inert Atmosphere
When carrying a cargo that requires the atmosphere to be inert, that atmosphere should be maintained
in an inert condition at all times, prior to and during loading of cargo, on passage by sea, during discharge
of cargo and until the tank is gas freed. Shipper or Charterer may request definite over pressure limits in
the tank to be maintained, such as between 0, 03 and 0, 10 bar. If not advised, the tank atmosphere

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should be maintained at a positive pressure of at least 0.07 bar (700 mmH2O), taking care to prevent any
rise in pressure which could result in the lifting of the tank pressure relief valve. Blinding of PV valves
and/or using of rupture disk is strictly prohibited.
Required overpressure in the tank cannot be more than 80 % of the designed PV valve pressure.
It must be emphasized that the protection provided by an inert gas system depends on the proper
operation and maintenance of the entire system. It is particularly important to ensure that non-return
barriers function correctly so that there is no possibility of cargo vapour or liquid passing out of the cargo
area.
6.3.19.5.2 Inerting or Purging of Empty Tanks

When the cargo requires an inert atmosphere, inert gas should be introduced into the empty tank through
the distribution system while venting the air in the tank to atmosphere. This operation should continue until
the oxygen content is at or below the value required for the cargo. Subject tanks should be marked
with this notice: ‘DANGER! UNSAFE FOR ENTRY’.
The pressure within the tank should be carefully monitored when inerting with nitrogen from ashore. Over
pressurization of a tank is a real danger. Prior discussion with the terminal representative is essential to
agree a flow rate for the nitrogen. Tanks’ venting, during operations of purging and inerting with Nitrogen,
must only take place through the approved venting system. A description of the operational aspects is
given in chapter 6.3.20 ‘Preparing a Cargo Tank Atmosphere’.
6.3.19.5.3 Loading into Inerted Tanks
When filling an inerted tank, the inert gas that is displaced should be vented through the appropriate
venting system. On completion of cargo loading, the tank should be shut down and the atmosphere
overpressure maintained as required.
6.3.19.5.4 Loaded Passage
A positive pressure of inert gas should be maintained in the ullage space of an inerted cargo tank at all
times in order to prevent the possible ingress of air. If the pressure falls below the set level of the low
pressure alarm, positive action should be taken to re-pressurize the tank. Pressure loss is normally
associated with falling air and sea temperatures or leakage from tank openings.
In the first case, where air may enter the tank, it is all the more important to maintain the inert gas
overpressure.
Leakages of escaping gas from tank openings are often detected by their noise. During the search for a
leak, personnel should be aware that cargo vapour may be included in the escaping gas. Particular
attention must be given to the seal of tank hatches, ullage lids, tank cleaning machine openings, P/V
valves etc. Leaks which cannot be readily eliminated should be marked and recorded for attention at the
next suitable opportunity.
6.3.19.5.5 Discharge of Cargo or Ballast from Inerted Tanks
When carrying a cargo that requires the atmosphere to be inerted, it may be necessary to maintain the
inert gas supply throughout cargo or ballast discharge operations to prevent air entering the tanks.

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Throughout the unloading, therefore, the oxygen content and pressure of the inert gas supply must be
carefully monitored.
Where a vapour balance is used to return the nitrogen displaced from the shore receiving tank to the ship,
the pressure in the ship's cargo tank must be carefully monitored, and necessary action taken to avoid
under pressure or excessive overpressure. Prior to commence operation, discussion with the terminal
representative is essential to agree a flow rate for the nitrogen.
If the supply of inert gas fails during unloading, the positive pressure in the tanks will rapidly be lost.
Unloading should be stopped immediately to prevent ingress of air, and should not be resumed until the
inert gas supply is restored.
6.3.19.5.6 Tank Washing
If an inert atmosphere is to be maintained during tank washing, the advice in chapter 6.9.21.3 ‘Precautions
When Tank Washing in an Inert Atmosphere’ should be observed.
6.3.19.5.7 Gas Freeing an Inerted Tank
Before starting to gas free an inerted cargo tank, it should be isolated from other tanks.
When either portable fans or fixed fans connected to the cargo pipeline system are used to introduce air
into the tank, the inert gas inlet should be isolated.
When the inert gas system fan is employed to supply fresh or dry air, care is necessary to ensure
isolation of both the line back to the inert gas source and the inert gas inlet into other tanks which are
being kept inert.
6.3.19.6 Effect of Inert Gas on Inhibited Chemicals
Inhibited cargoes often need the presence of some oxygen in the tank atmosphere in order to permit the
inhibitor to work properly. The minimum level of oxygen is usually stated on the inhibitor certificate but, as
a general rule, a cargo containing an inhibitor that needs oxygen should not be carried in an inerted tank.
If nitrogen is bubbled through an inhibited cargo (such as when compressed nitrogen is used to clear the
cargo hose after loading) the nitrogen will deplete the oxygen dissolved in the liquid, thereby requiring the
inhibitor to take oxygen from the atmosphere. It is possible that excessive nitrogen used for blowing
through might linger in the ullage space.
6.3.19.7 Control of Tank Atmospheres for Cargo Quality
As stated in chapter 6.3.19.2 ‘Control Methods’, in addition to atmosphere control for safety reasons,
further inerting measures may be taken to meet requirements for cargo quality control, usually specified
by the shipper. The quality of the cargo is usually expressed by requiring a specified condition of arrival at
the customer's premises. The specification is normally based on the customer's own requirements, but
national specifications are sometimes used. Specifications for the same product can vary widely between
customers due to different processing and end uses.
6.3.19.8 Instructions for the discharge of cargoes require padding

For discharging of any padded cargo, Master must seek advice from Operations department prior
discharging the cargo.

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6.3.20 Preparing a Cargo Tank Atmosphere
6.3.20.1 General
For some cargoes the IBC Code requires vapour spaces within cargo tanks to have specially controlled
atmospheres, principally when the cargo is either air reactive resulting in a hazardous situation, or has a
low auto-ignition temperature, or has a wide flammability range.
See chapter 6.3.19 ‘Environmental Control of Vapour Space in Cargo Tanks’ for guidance on establishing
the correct atmosphere in a tank, either inerting to prevent the formation of flammable mixtures of cargo
vapour and air, or padding to prevent chemical reaction between oxygen and the cargo. It may also be
necessary to reduce the humidity (dew point) of the atmosphere within the cargo system.
The extent of atmosphere control to protect the quality of the cargo will normally be specified by the cargo
shippers. Some cargoes are extremely sensitive to commercial contamination or discoloration, and for
quality control reasons are carried under a blanket of nitrogen that is very pure and which must often be
obtained from shore.
6.3.20.2 Receiving Nitrogen from Shore
It is a frequent practice at chemical loading ports to control the atmosphere in cargo tanks with nitrogen
supplied from shore, for the purpose of drying a tank and its associated piping system, purging a tank
before loading the cargo or padding cargo in a tank. The nitrogen may be supplied at high pressure (up to
10 bar) and at a high flow rate. Agreement on the procedure for handling the nitrogen is paramount,
and should be part of the pre-loading checklist between ship and shore (SSSCL), with emphasis on a
clear understanding of the transfer rate and pressure.
Although the operation is an important stage in cargo handling, it is also potentially hazardous because
high pressure gas is being introduced into a tank which is not designed to withstand internal pressure,
and whose structure may fail at less than 0.5 bar overpressure. The associated risks of the operation
should therefore be thoroughly understood. A risk assessment should be carried out and the operation
should only proceed if appropriate risk responses are in place and operating. Procedures should be in
place to ensure safety during the operation, and all personnel involved should be made conversant with
those procedures.
It is possible to over pressurize and even rupture a cargo tank if the nitrogen supply from shore is
at too high a flow rate or too great a pressure.
When a liquid is being loaded through the cargo manifold and pipeline system on a chemical carrier, the
existing atmosphere in the tank can escape through a vent system that is notably smaller than the liquid
filling line, because friction and turbulence are far greater impediments to liquid flow than to gas flow. Ships
are designed with this in mind. However, when a gas is being introduced through the liquid filling line,
especially a gas under pressure that will expand within the tank, the same condition does not apply,
and the disparate sizes between inlet and outlet can allow an overpressure to develop. Tanks’
venting, during operations of purging and inerting with Nitrogen, must only take place through the
approved venting system & this must be agreed with the terminal. Nitrogen receiving rates from shore must
be agreed accordingly.
In any case, required nitrogen flow rate from shore cannot be more than tank approved venting
capacity.
In case of high viscous cargo, while blowing it is important to be aware that, the cargo may contain
air-bubbles and so suddenly over pressurizing may occur in the tank. Therefore, nitrogen flow rate

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should not exceed 50% of tank venting capacity while blowing/padding/blanketing after cargo
loading.
The atmosphere should be closely monitored during blowing/padding/blanketing in the tank.
The incoming flow of nitrogen must be restricted to a rate equal to, or less than, the maximum flow of
vapour possible through the vapour return line. The ship’s specific Vapour Emission Control System
manual (VECS Manual) should be consulted before commence and agreed such operation.
The pressure and the flow rate of the incoming nitrogen must therefore be controlled. Use of a small hose
or a reducer prior to the manifold will restrict the flow rate, but pressure must be controlled by the
shore. It should be clearly stated in key meeting before commence operation and written
confirmation must be received from shore representative. SSSCL (Ship Shore Safety Check List)
can be used for this purpose. At least two gauges should be fixed to the system, one on the manifold
and one on the tank and they will allow the ship to monitor the pressure. If the tank have fixed pressure
gauging system ‘as a secondary PV system’ fixed of manual gauge to the tank may not be necessary. It
is not appropriate to attempt throttling a gas flow by using the ship's manifold valve that is designed to
control liquid flow. However, the manifold valve can and should be used as a rapid safety stop in an
emergency: pressure surge in a gas is not as violent as in a liquid.
When shore supplied nitrogen is to be used for drying or purging an empty tank that has been cleaned
and gas freed, the volume of nitrogen required should be calculated and agreed (tank volume multiplied
by number of atmosphere changes needed to reach the desired level of dryness or oxygen exclusion),
together with the flow rate, during the pre-transfer planning conference. However, it should be bear in mind
that, the measurement is only the way to be sure that the tank atmosphere whether reached or not
the required oxygen level.
Below Table shows the volume of nitrogen that can be received in one minute through a known size of
pipe at a known pressure. (The second figure in brackets indicates the associated hourly rate which should
be mentally compared to a liquid loading rate. Note that these tables are intended to be indicative only,
and any discrepancies are due to rounding of figures.)
200mm (8") 150mm (6") 100mm (4") 50mm (2") 25mm (1")
5.2 bar 1,771 914 (55,000) 343 (20,600) 67 (4,000) 12 (740)
(75psi) (106,000)
3.4 bar 1,286 662 (39,700) 243 (14,600) 48 (2,900) 9 (530)
(50 psi)
2.1 bar 886 (53,000) 457 (27,400) 171 (10,300) 33 (2,000) 6 (360)
(30 psi)
0.7 bar 471 (28,300) 214 (12,900) 80 (4,800) 16 (1,000) 3 (170)
(10 psi)
Cubic meters of gas at various gauge pressures received in 1 minute (and 1 hour)
through
hoses of various sizes.

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Below Table illustrates the time taken to receive gas into a tank at different pressures and hose sizes.
The example used assumes a cargo tank of 1,250 cubic meters requiring four atmosphere changes, i.e.
5,000 cubic meters of nitrogen, to flow through.
200mm 100mm 50mm 25mm

150mm
5.2 bar 3 min. 5,5 min. 15 min. 1,25 hrs. 7hrs.
3.4 bar 4 min. 7,5 min. 21 min. 1,75 hrs. 10,50 hrs.
2.1 bar 5,5 min. 11 min. 29 min. 2,50 hrs.
0.7 bar 11 min. 24 min. 63 min. 5,25 hrs.
Time to receive 5,000 cubic meters of gas with various gauge pressures and hose
sizes.
When a cargo is required to be carried under a pad of nitrogen, and it is necessary to use nitrogen supplied
from shore, it is better to purge the entire tank before loading. After such purging is completed, loading the
cargo in a closed condition will create the needed pad within the tank. The risk of over pressurization can
be substantially reduced by avoiding padding with shore supplied nitrogen as a separate procedure on
completion of loading.
However, if padding with shore nitrogen has to be performed after loading, planning and good
communication is essential. The supply should be through a small diameter connection to restrict the flow,
and the rate must not exceed the vent capacity of the cargo tank. The operation should be stopped when
a slight overpressure exists in the ullage space, but which is less than the tank pressure relief valve
setting. The vapour space in a loaded tank is usually small, so over pressurization can occur very suddenly,
especially if cargo is forced into the vent lines which then become restricted or blocked and add to the
rapid increase in tank pressure.
6.3.20.3 Preparations for Receiving Nitrogen from Shore
When preparing to receive nitrogen from shore special emphasis should be placed on the following
points:
 Ship and shore should agree in writing on the gas supply, specifying the volume required, the flow
rate in standard cubic meters per minute or hour, and the maxima in each case.
 Care should be taken to ensure that the valves on the loading line between the shore manifold
and the ship's tank are operated in the correct sequence, so that the ship is in control of the
nitrogen flow. The ship should station a crew member at the loading manifold valve during the
operation, even where remotely operated valves can be closed more quickly by a person in the
cargo control room who is monitoring tank pressures. The crew member at the manifold is in the
best position to react promptly to any other external indication of trouble.
 Tanks’ venting, during operations of purging and inerting with Nitrogen, must only take place
through the approved venting system.
 If local requirements for vapour control demand a closed venting of the tank through a vapour
return line to shore, the nitrogen flow rate and pressure should not exceed the capacity of the
venting system. Positive measures to ensure this should be agreed.
 The tank pressure should be closely monitored during the operation.
As with all inert gases, there is a potential health hazard, and it is necessary to ensure that crew
members are not unnecessarily exposed to vapour being vented from a tank while it is inerted or
purged with nitrogen.
Special care must be placed, for all persons operating on deck in the vicinity of cargo tanks
during Nitrogen operations, where they potentially could be exposed to Nitrogen, to be provided

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with personal monitors measuring Oxygen level. The area must be also restricted (and possibly
Special care is necessary when nitrogen as a gas is supplied to a ship directly from evaporating liquid
nitrogen, sometimes delivered by a road tanker fitted with a vaporizer, because the volume and flow rate
can be difficult to control and the agreed delivery figures may be unexpectedly and suddenly exceeded.
The vaporization ratio of nitrogen from its liquid form to its gaseous form is approximately 1:640. When
any of this expansion is happening in the delivery pipeline the flow rate becomes uncontrolled, and it is
the rapid expansion in volume that causes high pressures to be reached extremely quickly. Therefore,
before commence operation nitrogen supply source should be asked to shore representative for additional
precautions.
In general, nitrogen should not be delivered to the ship this way, and the ship should request that it is
provided from gas held in a buffer tank. If a ship suspects that traces of liquid nitrogen are arriving
at the manifold valve (possibly indicated by ice forming on the ship's lines and valves), or that
other agreed procedures are not being followed, the operation should be suspended until the
apparent problems have been satisfactorily resolved.
6.3.21 Emergency Discharge arrangements
Provisions are made for emergency discharge of cargo in cargo tanks, in case of failure of the cargo
pump serving the subject tank.
In case of submergible deep well cargo pumps, portable emergency pumps shall be used, being readily
available, properly maintained and ready for connection to the closed discharging system. In case of
using the Emergency Cargo Pump the Company, Terminal and the Charterer must be informed in
advance, as well as Port Authorities. A full written Risk Assessment must be also carried out, which
shall address the following points:
 Product to be pumped
 Associated risks as per MSDS
 Expected time of pumping
 Suitability of hoses for product transfer
 Whether it as able to transfer product directly ashore or into an empty tank, either existing or is
likely to be after further normal discharge.
 PPE required to accomplish the task
 Cleanliness of Emergency Pump and associated hoses
 Possible cargo contamination
 Pre-wash requirements upon completion of discharge. Permission in writing shall be obtained by
the Company on this issue, advising the manner the washings to be pumped, either direct to
shore or an empty tank.
 Safeguards against possible exposure to flammable and toxic cargoes, Nitrogen etc.
In case of conventional cargo pumps, interconnection to another pump for discharging a certain cargo
tank is routinely feasible.
Emergency discharging of segregated ballast is to be carried out by means of a connection to a cargo
pump through a detachable spool piece. This detachable spool piece is to be placed in a conspicuous
position in the pump-room and a permanent warning notice restricting its use is to be permanently
displayed adjacent to it.
Emergency discharge processes must be always carried out in co-ordination with the terminal, in
presence of the Chief Officer.
All Officers shall be familiar with the vessel's emergency discharge arrangements and may be involved
in the emergency discharge operation as instructed by the Chief Officer

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6.3.21.1 Guidance for Using Emergency Portable Submersible Pump
All are fleet vessels are provided with emergency portable submersible pump in case there is a
malfunctions of any cargo pump in any particular tank. The safe operations of such pumps is vital. As
per CT BT 01 the pump should be tested every 6 months by the chief officer and the guidance for the
test to be strictly followed as per the manufacturer’s instructions.
Below are some recommendations for Frank Mohan services AS:

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6.4 GENERAL CARGO HANDLING DURING LOADING / UNLOADING
The safeguards mentioned in this section should be maintained through the period of loading unloading cargoes:
6.4.1 Supervision and Control of Loading and Unloading
 A responsible ship’s officer should be on watch and adequate crew strength should remain on board to
deal with the operation and security of the ship. A member of the ship’s crew should be on watch on the
deck.
 The agreed ship / shore communication system should be maintained in good working order.
 At the commencement of loading or unloading and each change of watch or shift, the responsible ship’s
officer and the responsible terminal representative should confirm with each other that signal system for
loading and unloading control is understood by them and by personnel on watch /duty.
6.4.2 Checks during Cargo Handling
At the commencement of and during loading, regularly checks should be made by the responsible ship’s officer to
see the following items as well as the items shown in the checklist of this manual.
 Cargo is entering the designated cargo tanks only.
 There is no escape of cargoes into the pump room, cofferdams, etc.
 There is no escape of cargoes through the scupper plugs and the overboard discharge valves
 Pressure of the pipelines and hoses/arms, and the estimated quantity of cargoes loaded or unloaded. Any
drop in pressures or any marked discrepancy between the ship and shore estimate of quantities could
indicate pipe line or hose leakage and require interruption of cargo operations until investigated.
 The level alarm systems must be operated during the entire closed cargo operation. Closed cargo
operations must be stopped as soon as any essential system for safe loading or discharging becomes
inoperative.
6.4.3 Ullaging and Sampling
This procedure describes the requirements for closed loading operations. The Master has overall responsibility for
compliance with closed loading procedures.
Closed loading/discharging has to be carried out as a requirement of the:
IBC/BCH Code. The IBC-code does not use the term ‘closed loading/unloading’ explicitly but mentions controlled
venting and restricted or closed gauging.
 Company procedure
 Contractual obligations
 Port/ National requirements
Vessels equipped with a system such as Skarpenord (pressure gauges in the tanks), float gauge system or radar
ullage systems shall at all times carry out closed loading/unloading procedures for all cargoes. A closed gauging
device penetrates the cargo tank, but is part of a closed system and prevents the cargo or its vapour being
released.
Controlled venting must be established if closed cargo operations are required. A controlled tank venting system is
a system with pressure and vacuum-relief valves (P/V-valve) fitted on each tank in order to limit the pressure or

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vacuum in the tank. The P/V valve should operate in such a manner that neither pressure nor vacuum is created in
the cargo tank during cargo operations that exceed the tank design parameters.
Vapour return should be used in accordance with local, terminal or customer’s requirements. Very toxic and
volatile cargoes should, if the shore is equipped with a vapour return, be loaded/unloaded with vapour return in
order to avoid vapour release into the atmosphere.
Depending on the toxicity and/or volatility of the cargo, it may be necessary to prevent or minimize the release of
vapour from the cargo tank ullage space during measurement and sampling operations. Therefore these
operations should be achieved by the use of closed sampling equipment as much as possible.
There are circumstances where it is considered essential to obtain clean samples for quality purposes, such as for
high specification alcohols. The use of closed sampling equipment may cause cross-contamination of substance
or product samples and where this is the case, the terminal operator and/or surveyor may wish to undertake open
sampling. A risk assessment should be carried out to ascertain whether open sampling can be achieved safely,
and sent to office for approval taking into account the substance/product volatility and toxicity. Risk mitigation
measures, including the use of appropriate personnel protective equipment if necessary, should be put in place
before starting the operation.
If the risk(s) are not acceptable, sampling will not be performed and master should contact with the company
immediately.
Closed gauging or sampling should be undertaken using the fixed gauging system or by using portable equipment
passed through a vapour lock. Such equipment will enable ullages, temperatures, water cuts and interface
measurements to be obtained with a minimum of cargo vapours being released. This portable equipment, passed
through vapour locks, is sometimes referred to as ‘restricted gauging equipment’.
When it is not possible to undertake closed gauging and/or sampling operations, open gauging will need to be
employed. This will involve the use of equipment passed into the tank via an ullage or sampling port or a
concentrations of cargo vapour.
As cargo compartments may be in a pressurized condition, the opening of vapour lock valves, ullage ports or
cover and the controlled release of any pressure should only be undertaken by supervision of Chief Officer.
When measuring or sampling, care must be taken to avoid inhaling gas. Personnel should therefore keep their
heads well away from the issuing gas and stand at right angles to the direction of the wind. Standing immediately
upwind of the ullage port might create a back eddy of vapour towards the operator. In addition, if cargo is harmful
and/or toxic, consideration may have to be given to the use of breathing apparatus. Chief Officer is responsible to
take all necessary precautions and determination of appropriate personal protective equipment.
When open gauging procedures are being employed, the tank opening should only be uncovered long enough to
complete the operation.
Do not use ropes or tapes made of synthetic materials for lowering into cargo tank at any time.
To avoid the risk of sparks in flammable atmospheres do not use metallic equipment without bonding or earthing
when the cargo (e) s may be charged with static electricity. During loading, and for 30 minutes after the completion
of loading, metallic equipment for dipping, ullaging or sampling must not be introduced into or remain in the tank.
Examples of equipment include manual steel ullage tapes, portable gauging devices mounted on deck standpipes,
metal sampling apparatus and metal sounding rods. Non-conducting equipment with no metal parts may, in
general, be used at any time. However, ropes or tapes used for lowering equipment into tanks must not be made
from synthetic materials. After the 30 minutes waiting period, metallic equipment may also be used for dipping,
ullaging and sampling but it is essential that it is effectively bonded and securely earthed to the structure of the
ship before it is introduced into the tank and that it remains earthed until after it has been removed.
All necessary precautions in ISGOTT chapter 11.8 ‘Cargo Measurement, Ullaging, Dipping and Sampling ‘should
be taken while gauging, sampling and dipping.

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6.4.3.1 Comparison between the Vessel’s Primary Cargo Measuring System and the UTI/MMC
In order to ensure independent monitoring of ullages, in addition to the primary system, all vessels are equipped
with UTI measurement devices, which can be used to verify whether the primary tank gauging system is correct.
For this purpose, the form CT-MT-01 is used for recording periodical checks to be made prior the discharging, on
completion of loading and at least daily during cargo operations. To enhance reliability of results, instances where
the vessel shall be as even-keel as possible shall be selected for the comparison measurements and relevant
corrections shall be carried out with reference to the vessel’s tank tables. For these corrections the relevant
horizontal positioning of the fixed and the independent probes should be also taken in account. The form should
be completed on monthly basis.
The purpose of an independent ullage measurement is to identify differences between the primary gauging system
and the UTI measurement device. If the UTI measurement differs from the primary fitted gauging system, ullaging
must be conducted by UTI measurement device readings.
Follow-up action:
 In case of excessive discrepancies between the ullage measurements obtained by the fixed system and the
UTIs, calibration of the system should be considered at the next convenient opportunity. In any case, UTI
measurements shall be considered as the correct ones.
 In case of fixed system’s ullaging measurements and the loading computer inputs not being aligned as a
standard, the above ullaging comparisons should be repeated between the UTIs measurements and the
loadicator’s input indications. In case of standard alignment of fixed system’s ullaging measurements and the
loading computer inputs no further comparisons are required.
 A subsequent comparison of an empty tank height shown on the Radar and the Total Gauge height (TGH)
mentioned in the Radar calibration table of each tank is also a good substitute of Calibration check of the
system.
 In all cases, discrepancies between UTIs measurements and loading computer inputs should be corrected by
entering proper ullaging values to the computer, manually.
6.4.3.2 Specific Instructions for Float Tank Level Gauges (When Applicable)
Float gauges are closed gauges, and consist of a float which rises vertically on the liquid. It is attached by a tape
to an indicating device for local reading, with provision for remote read-out, usually by a driving mechanism or by
converting the mechanical measurement to an electrical output signal by a potentiometer.
Particular attention is drawn to the following:

1. Readings may need to be corrected to allow for tape and tank expansion or contraction, and ship trim and
heel. Tables are normally provided for this purpose;
2. Floats must be secured when at sea, except briefly during measurement of tank contents. If the float remains
unsecured at sea it will almost certainly be damaged due to sloshing of the cargo. In this respect securing
verification must be made in the Loading/discharging checklist CT VO-28. They must be also secured
during tank cleaning operations.
3. Remote and local readings must be compared frequently to determine discrepancies; this must take place at
least once per tank during each cargo operation, whilst no liquid transfer is in process and records must be
kept in the Loading/discharging checklist CT VO-28. Discrepancies in excess of that recommended by the
manufacturer must be communicated to the Company for considering rectification action.
4. Tapes of the floating gauges must be checked monthly and prior to the operation as per CT MT-01/CT VO-28
for free vertical movement of the float, and if damaged, must be replaced. Particular care is necessary with the
rewind mechanisms which are carefully balanced: if obstructed, the gauge readings will be inaccurate.
Attention must be placed to the makers’ instructions, incl. checking, servicing and other maintenance
requirements, which must be incorporated in the PMS.

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5. Spares and consumables for on-site repairs must be available onboard, as applicable and recommended by
makers.
6. When tapes are renewed, or a gauge reassembled after maintenance, allowance must be made for the level
at which the float begins to lift. Manufacturer's instructions must be consulted;
7. Parts must be securely assembled: special care is necessary with tape-to-float and tape-to-reel attachments.
In the above context and taking also in account that the accuracy required of level gauges is high because of the
nature and value of the cargo, competency of the crew to use them must be ensured, limited to Deck Officers incl.
Junior ones, provided that they are properly familiarized for this task. In this respect, information regarding the use,
operational verification and maintenance of the float-based gauges, as well as any available makers’ instructions,
must be formally passed to the new Chief Office by his predecessor. Also the familiarization process of all deck
Officers before being authorized to resume duties as OOW during cargo operations must include guidance about
handling, securing and checking float gauges.
6.4.4 Cargo Spillage and Leakage
At the commencement of cargo handling operations and at regular intervals throughout loading and unloading,
both ship and shore personnel should maintain a close check against the escape of the cargo. Should leakage
occur from a pipeline, valve, hose or metal arm, operations through that connection should be stopped until the
cause is ascertained and the defect is remedied. Should a burst occur in a pipeline, hose or metal arm, or if an
overflow occurs, all cargo and bunker operations should be stopped immediately and a state of emergency
declared should remain in force until it is considered that all danger of fire or explosion is passed. When loading /
unloading of acids, the connections of ship / shore should be protected by the covers of non - corrosive to acids.
6.4.5 Gas Detection
When handling flammable cargoes and toxic cargoes designated “T” in the IBC code, suitable gas detection
should be carried out regularly of areas susceptible to accumulation of cargo vapours.
6.4.6 Climatic Conditions While Loading / Unloading
Loading or unloading of volatile petroleum, etc. should be stopped during nearby severe electrical storms. During
periods of no wind or little wind when flammable vapours cannot be dispersed quickly through to prevent possible
hazard from accumulated gas pockets, the loading of volatile petroleum should be stopped or the loading rate
adjusted at the discretion of the responsible ship’s officer or the terminal representative.
6.4.7 Control of Pumping
To avoid the problems and hazard arising from excessive pressure, particularly surge pressure, throughout
pumping operations there should be no abrupt changes in the rate of flow.
1. Loading
(i) The responsible ship’s officer should request loading to commence at a slow rate.
(ii) Shore pumps should be adjusted to minimize pulsation in the hose stringers or metal arms.
(iii) The ships line up to be positively open from manifold to receiving tank prior giving green signal
To terminal to start loading
(iv) The agreed initial rate should be maintained till positive confirmation of receiving the cargo in the
Nominated cargo tanks and confirmation that there are no leaks on deck and over side via
overboard valve through pump room (Applicable on vessels having cargo pump room).
(v) Maximum rate to be only increased after confirming all cargo system has been confirmed for
normal planned operation and same to be checked after the increase of max loading rate.

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2. Unloading
(i) Unloading to always commence after positive confirmation from terminal and at a slow rate as
Agreed with the terminal.
(ii) All ships lines to be checked for any leakage including pump room.
(iii) After confirmation of cargo being received in the shore tanks, the rate to be increased to the
maximum as agreed with the terminal and above checks for any leakages or abnormality to be
carried out.
(iv)
6.4.8 Valve Operation
When change over of tanks on the ship or shore in to be made with flow of cargo and pressure maintained in the
pipe line system, valves to the tanks about to receive cargo should be opened before closing the valves of tanks
which have been receiving cargo. Alternatively, when the changeover is to be made the pressure should be shut
off.
6.4.9 High Level and Overfill (High-High) Level Alarms
High level and overfill ( high-high ) level alarms must be kept switched “ON” at all times during cargo operations All
tank valves and manifold valves shall be closed and secured before level alarm panel switched off.
6.4.9.1 Tank level monitoring and contingencies in case of cargo level alarm activation
During all phases of cargo operations, the responsible Deck Officer must monitor the tank level condition and
place attention for the case of cargo level alarm activation.
During loading operation, the OOW must:
a. Be aware of the maximum filling policy of the Company.

b. In accordance to the Policy, either implement the topping-off process (after 95%) or immediately enforce
emergency stop of the operation (after 98%), always never deviating from the maximum filling level
policy and any applicable allowance (such for thermal, expansion, specific gravity, etc.).
During discharging operation, the OOW must:
a. Verify actual ullage via fixed system and UTIs/MMCs

b. Check the apparent root cause of the malfunction and implement rectification process.
During sea passage, the OOBW must:
a. Coordinate with the C/O for checking of ullages (for possible thermal expansion), together with
UTIs/MMCs verification. If actually in excess, process for emergency internal transfer of cargo must be
implemented.
b. If ullages are in order, the case for excessive ship's roll must be considered. If this applies, draining of IGS
lines must be coordinated with the Chief Engineer, at next convenient opportunity.
c. If neither excessive ullage nor roll motion applies, possible malfunction of the equipment must be
considered, so to initiate rectification action.

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6.4.10 Restoring Stability In Case of Unstable Conditions
If a loss of stability becomes evident during loading or discharge, all cargo, ballast and bunker operations must be
cease and it is prudent to disconnect the loading arms or hoses. A plan should be prepared for restoring positive
stability. If the ship is at a terminal, this plan should be agreed by the terminal representative.
The specific action required to restore stability will be determined by the ship’s detailed stability information in
relation to a particular condition.
In general, the following principles apply:
- The vertical centre of the gravity must be lowered in the most effective way.
- Where slack double bottom tanks exist, these should be filled (pressed up), starting with those on the
low side, followed by those on the high side.
- No attempt should be made to correct a list by filling compartments on the high side as this is likely to
result in a violent change of list to the opposite side.
- If the pressing up of slack double bottom tanks is insufficient to regain stability, it may be necessary to
consider filling empty double bottom ballast tanks. It must be recognized that this will initially result in a
further loss of stability caused by the additional free surface effect. However, this will soon be
corrected by the effect of the added mass below the ship’s original centre of gravity.
- The restraint provided by moorings should be considered. To attempt to control a list by adjusting
mooring ropes’ tension could be dangerous and is therefore not recommended.
On completion of loading, the number of slack tanks should be at a minimum and, in any event, not more than that
specified in the stability information book.
6.4.11 Padding and Nitrogen Purging

See chapter 6.3.18 to 6.3.22 of this Manual.
6.4.12 Transfer during Voyage and Prohibition of Comingling of Cargo during Sea Passage
Cargo transfer is strictly prohibited after having finished loading cargo measurement and calculations. In special
cases, where transfer of cargo is required for stress and trim reasons, the Master shall draft a cargo transfer plan,
accompanied by stress and stability calculations, submit them to Head Office and explain reasons and
circumstances and request the Operations Manager’s permission.
Moreover, such transferring of Cargo during an emergency should NOT to be made without the authorization of
the body who carries out the Damage stability calculations i.e. Class society /
The physical blending of bulk liquid cargoes during sea voyages is prohibited. Physical blending refers to the
process whereby the ship's cargo pumps and pipelines are used to internally circulate two or more different
cargoes with the intent to achieve a cargo with a new product designation. This prohibition does not preclude the
master from undertaking cargo transfers for the safety of the ship or protection of the marine environment.
The prohibition in paragraph 1 does not apply to the blending of products for use in the search and exploitation of
seabed mineral resources on board ships used to facilitate such operations.
Any production process on board a ship during sea voyages is prohibited. Production processes refer to any
deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes
place.
The prohibition in paragraph 3 does not apply to the production processes of cargoes for use in the search and
exploitation of seabed mineral resources on board ships used to facilitate such operations.
In addition The 2011 Guidelines for the Carriage of Blends of Petroleum Oil and Biofuels state:-
Blending of Petroleum Oil and Biofuel on Board

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Blending on board describes the mixing of two products resulting in one single product (a blended mixture) and
reflects only physical mixing as distinct from any chemical processing. Such mixing operations should only be
undertaken whilst the ship is within port limits.
The physical blending on board of petroleum oil and biofuels during a sea voyage to create new products is
prohibited as indicated in MSC-MEPC.2/Circ.8 - Prohibition of blending MARPOL cargoes on board during the sea
voyage.
The prohibition of the blending of cargoes does not apply where cargo is recirculated within its cargo tank or
through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or
temperature control, including when two or more different products have previously been loaded into the same
cargo tank within port limits;
Load on top and additives such as anti-static and dyes are not included in this regulation providing the chemical
composite on of the cargo is not changed. A pump maybe used to mix these within the tank, however circulating
externally from the tank is not envisaged.
6.4.13 Additives (Antistatic, Inhibitors, Dyes, H2S Knockdown)
Sometimes additives for cargoes are placed onboard tankers in small containers, for delivery with the cargo. In
order that these products can be stowed correctly, they should be accompanied by the appropriate MSDS.
Additives may routinely be added to cargoes in an activity often described as either ‘dosing’ or ‘doping’. This is
usually undertaken ashore in well controlled and defined conditions. There are, however, occasions when it is
necessary for this to be performed onboard tankers. This is a ‘Non Standard’ and potentially hazardous activity. It
is therefore preferred that doping of cargoes be carried out ‘in line’ or in tanks ashore rather than onboard tankers.
However, where it is necessary to dope cargoes on a tanker, a ‘Cargo Doping Plan’ should be prepared by the
supplier and communicated to the master before arrival in port. On receipt of the plan, the master should carry out
a risk assessment and satisfy himself that all relevant items have been addressed and risk reduced to as low as
reasonably practicable (ALARP). These measures may require the use of additional personal protective
equipment. Finally, the supplier and master should discuss and agree on the plan for on board doping.
Under all circumstances, master shall take an approval for the plan and the risk assessment from the company,
well in advance.
6.4.14 Managing Simultaneous Operations
Simultaneous Operations poses potential of safety of an operation being compromised by another activity, hence
wherever possible Simultaneous Operations shall be avoided.
For simultaneous operations i.e. Bunkering during cargo operations, which are unavoidable, prior approval
notification to the Management office is compulsory by sending in a non-routine Risk Assessment.
Simultaneous Operations also refers to activities including, but not limited to, tank cleaning, receiving stores during
cargo loading / discharge operations etc. and should be carried out ONLY after a detailed risk assessment, to
identify and effectively prevent or mitigate the hazards.
If at all possible, Simultaneous operation such as bunkering should not be started at the same time as cargo
operations are started. If, due to operational requirements and constraints, bunkering is started at the same time
as cargo operations, the above risk assessment should take the added risk into account to ensure that both
operations are carried out safely and efficiently. Similarly, avoid ending the bunkering and cargo operation at the
same time.
Prior to commencement of simultaneous operations, a tool-box meeting must be conducted and following hazards
must be addressed:
 Prevailing and forecasted weather condition.

 Shore limitations if any.
 Review of number and understanding of the allocated duties of the personnel involved.

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 Availability of personal protective equipment / spill response equipment.

 Availability of communication tools (Walkie talkies sets, VHF sets).
 Experience sharing – If an operation was carried out under similar conditions.
 Review of work / rest hours of the personnel involved in operations.
6.4.15 Tank Openings
Loading and/or discharging will take place in closed mode operations, with all openings of the cargo tanks closed,
including the ullage openings. The handling of all valves and the follow up of the progress of the operation will be
carried out from the CCR. Local gauging will be carried out through the vapour locks or the fixed closed-ullaging
equipment.
6.4.16 Loading over the top
Although closed loading must be used at all times, it may happen being not practically possible due to the design
of the vessel or trade practices (e.g. vegetable oil trade loading or molasses). In this case loading over the top
may be considered as a potential practice for chemical carriers only, given that this process for Annex I cargoes is
absolutely prohibited.
As 'loading over the top' or ‘loading overall’, it is defined the practice applied by vessels or tank cleaning facilities
to sometimes transferring cargo into or from deep tanks. Due to the static electricity combustion hazards and the
amount of hazardous fumes generated by free-falling cargo, operators who regularly conduct these transfers must
comply with the following fixed connection requirements of 33 CFR 156.120(g):
The transfer system is attached to a fixed connection on the vessel and the facility except that when a vessel is
receiving fuel, an automatic back pressure shutoff nozzle may be used.
For those situations when compliance with the fixed connection requirement is impracticable, operators shall
request an alternative from the terminal representative and especially in USA ports from the COTP. Requests for
alternatives must include proposed procedures that provide an equivalent level of safety and environmental
protection. Depending on the type of operation involved, the terminal representative or the COTP may grant a
long-term alternative or require case-by-case alternatives.
Further reference may be made to the COTP Advisory # 05-094 (4 May 1995): POLLUTION PREVENTION
REGULATIONS.
6.4.17 Loading on Top
Load on Top is the concept of allowing hydrocarbon material recovered during tank washing to be commingled
with the next cargo. This loading procedure is followed when the cargo is loaded while the tank still contains slops,
consisting of oil, water-oil emulsion and some water, remaining after tank washing and pumping out unpolluted
water.
If the next cargo is compatible with the slops generated from the last cargo, it is possible, with Charterer's
approval, to load the next cargo on top of the slops. Load-on-top (LOT), procedures must be conducted in
compliance with the requirements of MARPOL regarding 'Retention of oil on board'.
Charterer's sometimes require the slops to be spread evenly around the vessel's tanks before loading. However,
bearing in mind that the slops (after decanting the free water), may contain up to 30% water in suspension, a
serious salt water contamination of the next cargo may result by doing this.
The following recommendations apply to the LOT procedure:
• Proceed carefully with the LOT slop tank decanting.
• If charterers insist that slops are to be spread in all vessel's tanks, the Master must refuse to do so, as this
this procedure may contaminate the whole cargo.
• If the charterer's intentions prevail and slops are distributed among the cargo tanks before loading, then
when arriving at the discharge port, the Master must suggest in writing that 'wet bottoms' and slops are discharged
first to a single shore tank in order to minimize the danger of spreading 'wet bottoms' throughout the shore tank
system.
• Proper care of the cargo takes priority
• If the cargo is to consist of two or more 'parcels', the largest parcel must be loaded on top of any retained
slops, unless the smaller parcel is more compatible.

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6.4.18 Compatibility verification before mixing / blending cargoes of different origin and/or specs
If it is intended to mix / comingle deferent grades of cargo, or cargoes of same grade but different origin, the
following must be ensured:
 Comingling of cargoes can only take place alongside or within port limits. Comingling at sea is absolutely
prohibited.
 Before mixing different cargoes in port, the compatibility between the cargoes is to be ensured. In this
respect reference to the MSDS and to relevant cargo data from the shipper must be made. In case of
doubt, the Master shall never accept mixing of cargoes before being satisfied that the compatibility is
verified; in this context, shipboard compatibility checks may also be carried out.
 Special attention must be given to incompatible cargoes mixing of washings to the same tanks or lines
which may cause reactions and hazards. In such a case, washings must be stowed in separate tanks
and with separate lines.
 All possible hazardous scenarios must be dealt with in advance through a Risk Assessment, which must
be submitted to the Operations Department and the DPA for review and approval, prior to the comingling
operation’s commencement.
6.4.18 Loading Volatile and high vapour pressure cargoes
General
In the process of evaporation in a closed container, molecules of the liquid pass through its surface into the space
above it to form a vapour, and the pressure exerted by this vapour is known as the vapour pressure to the liquid.
When a balance is reached between the molecules leaving the liquid surface to form gas and the molecules
entering its surface to reform liquid, it is said that "liquid" and "gas" are in equilibrium, and the pressure exerted by
the gas at this stage is the equilibrium vapour pressure of the liquid under the prevailing conditions, dependent
upon its composition and its environment. An increase of temperature will increase the rate at which molecules of
liquid will pass into the ullage space and back.
Practically, at any given temperature every liquid exerts a pressure called the vapour pressure. The liquid will boil
when its vapour pressure equals the external atmospheric pressure.
True Vapour Pressure (TVP)

A mixture will produce its highest equilibrium vapour pressure in a closed container for a given temperature when
the ullage space is very small, and this highest pressure is called True Vapour Pressure (TVP). As TVP is not
easily measurable, its value is estimated from the RVP (see below) of the cargo and its temperature.
As the temperature of a liquid increases its TVP also increases. If the TVP exceeds atmospheric pressure the
liquid commences to boil.
RVP (Reid Vapour Pressure)

Reid vapor pressure (RVP) is a common measure of the volatility of liquid cargoes. It is defined as the absolute
vapor pressure exerted by the vapor of the liquid and any dissolved gases/moisture at 37.8 °C (100 °F) as
determined by the test method ASTM-D-323. The RVP (Reid Vapour Pressure) is measured in a standard way
with a standard apparatus. The volatility is usually quoted in terms of RVP and there is a seasonal variation with
higher RVP's in winter (as the quantity of gas remaining in the liquid in summer is usually less than in winter).
RVP is useful for comparing the volatilities of a wide range of cargoes in a general way. It is, however, of little
value in itself as a means of estimating the likely gas evolution in specific situations, mainly because the
measurement is made at the standard temperature of 37.8ºC and at a fixed gas/liquid ratio. For this purpose
consideration in terms of TVP is much more useful.
Vapour pressure restrictions:

When loading high vapour pressure cargoes, unusually deep gas layers are encountered and very high
concentrations of gas, approaching 100% by volume, may be vented for prolonged periods during loading.
Excessive amounts of gas may then be present on or around the tanker, which may call for special precautions to
be taken.

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In this respect, the excessive True Vapour Pressure (TVP) at the loading temperature of the cargo must be used
as the criterion for determining when special precautions are necessary.
Chemical cargoes with anticipated high vapour pressure are:

 Light distillate feedstock’s (LDFs) and Naphtha’s.
 Certain chemicals e.g. Acetone, Toluene, Styrene, etc.

The loading and carriage vapour pressure restrictions are imposed by the actual P/V valves setting and must be
limited for giving allowance to break at 0.15 bar over pressure.
Also in case of volatile cargoes which have a vapour pressure greater than 1.013 bar at 37.8°C:
 Unless the tank is designed to withstand the vapour pressure of the cargo, provisions shall be made to
maintain the temperature of the cargo below its boiling point at atmospheric pressure.
 Valved connections for returning gas ashore during loading shall be provided.
 Each tank shall be provided with a pressure gauge indicating the pressure in the vapour space above the
cargo.
 Where the cargo is being cooled, each tank shall be provided with thermometers at the top and bottom of the
tank.
Reference to ISGOTT Chapters 1.1, 2.2 and 12.1 must be also observed.
Other loading precautions:

When cargo temperature, stabilisation conditions and Reid Vapour Pressures are known, true vapour pressures
can be calculated for checking. The necessary information must be supplied by the terminal.
Precautions which must be applied may include:
 Permitting only closed loading methods.
 Avoiding loading when the wind speed is less than 5 knots.
 The use of very low initial flow rates into tanks.
 The use of very low topping off rates.
 Avoiding a partial vacuum in the loading line.
 Avoiding loading hot oil which has been lying in shore lines exposed to the sun. If this is unavoidable, this oil
must be loaded to tanks which vent well clear of the superstructure (e.g. forward tanks).
 Providing additional supervision to see that gas dispersion is monitored and to ensure compliance with all
safety requirements.
 Monitoring inert gas main pressure where this gives an indication of the cargo tank pressure. A maximum
pressure in the order of 1,000 mm wg must be used and the loading rate adjusted accordingly.
Also, when loading cargoes having a very high vapour pressure, gas evolution may be excessive and the standard
venting capacity allowance of 25% in excess of the maximum volume of cargo entering a tank may prove to be
insufficient. In order to ensure that the capacity of the venting system is not exceeded, close monitoring of vapour
line pressures on inerted ships and limiting loading rates on non-inerted ships throughout the loading period or
during crude oil washing during discharge operations must be carried out. It must be noted that the vapour growth
increases when the liquid levels in the tank are above 80%. On inerted ships, close attention must be given to
monitoring inert gas system pressures, particularly when topping-off during loading operations or on commencing
crude oil washing during discharge operations.
6.4.19 Cargo Viscosity

Cargo viscosity must be considered in relation with discharging rate, stripping procedure and efficiency of the
whole cargo handling operation.
Consideration for cargo heating must be given by the Master, in accordance with the Voyage Orders and
Company’s instructions

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6.5 GENERAL OPERATIONS AFTER COMPLETION OF LOADING / UNLOADING
6.5.1 Cessation of Loading
1. Cessation of Loading
 When topping off into final tank the terminal should be requested to reduce the loading
rate sufficiently to permit effective control of the flow.
 During loading the flow should be controlled by the use of shore valve or shore pumps.
 The necessary operations of ship’s valves should be done with the greatest care to avoid
shutting off against the shore and subjecting the pipelines and ship / shore connections
to excessive pressure from surge.
2. Cessation of Loading
 When the shore is required to stop loading, a responsible ship’s officer should give the
pre-arranged signal to the terminal operator in ample time.
 The shore control valves should be closed before the ship’s valves are closed.
 In an emergency, if the shore valves cannot stop the flow in reasonable time it may be
necessary to close the ship’s valves to prevent overflow.
6.5.2 Confirmation of Loaded Quantity
After the completion of the cargo loading, the responsible officer of the ship and the responsible
representative of the shore should ensure the loaded quantity of the cargo tanks.
6.5.3 Taking off Cargo Hoses and Closing of Pipes
Before the loading arm/ cargo hose is disconnected the officer on duty must satisfy himself that no
pressure is left in the arm or hose and the arm or hose has been blown to remove the cargo. During
a STS operation same has to be followed and the hose to be blanked before being returned or
retrieved back. Crew disconnecting should wear the appropriate protective clothing. If the drip tray
under manifold is not large enough, especially when using reducing pieces, suitable containers should
be made available.
 After the completion of the cargo loading / unloading, all cargo valves involved should be
closed.
 After the check of the valves closing, cargo hoses should be taken off.
 Leaked cargoes at taking off the cargo hoses should be collected into the cargo pans.
 The breather valves should be checked that they are correctly set.
 Change the fitted position of the flange for preventing overflowing to blank the line off,
and disconnect the lines to the shorelines.

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6.5.4 Closing Openings
Vapour locks, tank cleaning hatches, manhole hatches and sight hatches shall be examined before
each loading operation. If necessary, appropriate packings and / or gaskets shall be replaced with new
ones and tightness of tank shall be re-checked. All appropriate tank openings should be exactly closed
by using of designated tools after completion of the cargo loading / unloading. THIS OPERATION
MUST BE CARRIED OUT BY PUMPMAN AND / OR BOSUN UNDER CHIEF OFFICER OR
RESPONSIBLE OFFICER CONTROL. Silicone cannot be used for tightness purpose and strictly
prohibited.
6.5.5 Earthing /Bonding
Connecting cables to the shore should be taken off after the cargo hoses are disconnected.
6.5.6 Gas Detection
During the cargo loading / unloading, the spaces in which dangerous gas concentration may be
accumulated, such as the machinery spaces, cargo pump room, accommodation spaces manifold area
etc. should be gas-detected and ensured that there is no dangerous gas concentration.
6.5.7 Completion of Loading and Final Measurements

When loading is completed the final loading measurements have to be carried out. The associated
manifold lines/hoses/loading arms must be blown through upon completion of loading operations to clear
out any cargo residues. Cargo sensitive to oxygen is given a nitrogen blanket following loading. The
surveyor together with an officer will take the ullage and cargo temperature of the tank(s) concerned.
In the presence of an officer cargo samples are taken sealed and labeled.
• upon completion of loading the manifold valve must be closed
• in cases were the shore line is emptied by either "blowing" or "pigging" the product into
the ship tank(s) the responsible officer must ensure that the tank(s) have sufficient
space to accommodate the quantity in the shoreline.
• "Blowing" or "pigging" can cause a pressure surge and the responsible officer must
monitor this operation carefully in order not to over-pressurize or overflow the tank.
• During customary ulleging and sampling, the responsible officer must ensure that that
this activity is conducted as per local and/or international regulations and that proper
personal protective equipment is used.
• Disconnecting of shore hoses or arms must only take place after they have been drained
for cargo residues and relieved of any pressure after blowing/pigging.
• Personnel engaged in hose disconnection must wear proper personal protective
equipment.
• Cargo heating / cooling system should be tested as required.
6.5.8 Line and Manifold Draining / Blowing

The loading line is always blown through with either compressed air, steam or nitrogen, depending on
the cargo, to empty it between manifold and terminal. This is necessary to ensure risk-free release

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of loading arm or hose connection. If possible the vessel's line system used should also blown empty
this way. With heated or solidifying cargoes this is a must.
In case of highly viscous cargo, it is important to be aware that after blowing the cargo may contain an
air-bubble and therefore the ullage measured immediately after blowing is less than it should be
(Vegetable oils). Pre-blowing and after-blowing ullage measurements should give a good indication of
this. The tank in question has to settle before a correct ullage can be taken.
Compressed air should never be used to clear lines of a static accumulating cargo. If it is necessary to
clear lines of a static accumulating cargo, only inert gas/nitrogen should be used.
If nitrogen is used to clear the cargo hose after loading a cargo treated with an inhibitor that is
dependent on oxygen, great care should be taken to minimise the volume of nitrogen entering the cargo
tank. Bubbling nitrogen through the liquid in the tank will deplete dissolved oxygen within the product
which could adversely affect the effective working life of the inhibitor.
Carry out the draining as discussed with Terminal during the ship-shore meeting.
Leave sufficient space in vessel’s tank to drain line contents. An Officer must supervise the operation.
Operate the valves only after confirming with the Chief Officer.
 Line up the drain system from manifold to designated tank. Do not use ROT tank for draining/
storing IBC Annex II cargoes.
 Ensure the tank pressure is sufficiently low to allow the line draining.
 When draining is complete, and before disconnection, shut the vessel manifold valves and shore
valves. Disconnect any portable equipment used for line blowing, if fitted.
 After confirming the shutting of manifold and shore valves, open the drain cocks at the vessel’s
manifold to drain residual hose contents into fixed drain tanks or portable containers. Transfer
the contents from portable containers to other safe receptacle. Keep the receptacle adequately
closed and marked with name of the product until disposed in compliance with MARPOL.
Disconnect any portable fittings used for line clearing/ blowing after use.
Medium to clear/ drain the cargo lines after completion of cargo

Medium
Cargoes
Air Inert Gas Nitrogen
Flammable/ Static Accumulator Cargoes x x
Air / Water-reactive Cargoes x
Rest of Other Cargoes * x x x
Note:
1. * Always ensure the airline is pressurized before opening the cargo line valve. Failure to
comply can lead to backflow of cargo into the airline. Use portable arrangements, which
must be disconnected after use.
2. Use nitrogen to clear products sensitive to air/ moisture. Do not blow nitrogen into tanks
or through a cargo, which has oxygen dependent inhibitors.
Note: Take precautions for static electricity when using inert gas or compressed air to purge vessel’s
line to shore tank.
Note: When draining the vessel’s piping system, drain the lines by gravity and ensure the vent
arrangement for line draining purpose is lined up for effective drainage and avoiding vacuum in the
lines. Once confirmed that the pipelines are drained, close the tank valves. It might take more than a
day for the lines to get drained off.

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When carrying flammable cargoes, use of compressed air for clearing of shorelines to vessel
tanks or clearing of vessel’s line to another vessel or barge is prohibited.
Line blowing is a hazardous operation and can cause over pressurization of cargo tank
including rupture. When carried out from shore side, ensure venting line-up for tank assigned
for draining is set correctly
Cargo lines and hoses can only be cleared by blowing air if the procedures detailed in ISGOTT Chapters
12.1 are complied with.
Blowing the line from Shore to Ship

Whenever the Terminal requests a cleaning of the Shore line, by blowing the remaining cargo into the Vessel, the
following actions should be taken:
 One (1) crewmember should be on stand-by at the manifold, to immediately close the Vessel’s manifold
valve.
 The pressure should be agreed, before the operation commences.
 Only a Shore part (max 10m) should be blown
 The vessel should use a cargo tank loaded not more than 98% (for example the Hard Arm System
only).
 Cleaning the entire Shore line from the shore tank to the vessel is prohibited, because the remaining
cargo in the shoreline might be unknown and – in addition – the amount of IGS / Nitrogen used, might lead
to an over-pressurization.
Blowing the line from Ship to Ship
During the blowing operations from Ship to Ship, the procedures of the previous paragraphs of this Section apply
(any reference to “Shore” will mean “Ship”
The STS procedures as per the approved, ship-specific STS Operational Plan fully apply.
6.5.9 Pigging
At some installations the landline from tank farm to jetty manifold or part of it are pigged. It is a form of
line clearing in which an object, most often in the form of a rubber sphere or cylinder and Known as a
“pig”, is pushed through the line by a liquid or by compressed gas. A pig may be used to clear the line
completely, in which case it will usually be propelled by compressed gas like Nitrogen, or to follow a
previous grade to ensure that the pipeline remains as free of product as possible, in which case it is
likely to be propelled by the next grade.
How to mitigate the hazards associated with Pigging
The immediate causes of any damage are gas being supplied at a too high pressure compared to the
capacity of the ship’s tank vent system arrangement; or that the amount of cargo being pushed into
The ship’s cargo tank is too large compared to the tank ullage available, or the cargo coming at too fast
a rate.
The following should therefore be observed:
Planning and responsibilities
All cargo operations must be carefully planned and documented well in advance of their execution.

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The details of the plans must be discussed with all personnel, both on the ship and at the terminal and
the manner in which responsibility is to be shared between the ship and terminal must be agreed.
The Master or Responsible Officer should ensure that ship’s personnel assigned duties during the cargo
operation are made aware of the hazards associated with pipeline clearing operations.
A pre-cargo operation meeting between personnel responsible for the operation from ship and terminal
should confirm all critical interface parameters.
Hazards to be aware of:
1. Pressure surges in line

2. 2. Tank over pressurization
Dramatic increase in the filling rate
4. Cargo tank overflow due to excess cargo
5. Cargo tank overflow due to entry of compressed gas
Parameters to be discussed in pre-cargo
1. Stages at which the line clearing will be carried out?

2. Notice period required by the ship prior to line clearing operations?
3. Propelling medium to be used?
4. Length and size of the shore line?
5. Time required for a pig to travel along the line?
6. Pressures and venting capacity of the ship’s reception tank.
7. Volume of residual cargo in the line and the amount of ullage space available in the ship’s
reception tank.
8. Capacity of the vapor return line to shore?
9. Amendments to the cargo operation plan as a result of pipeline clearing operations, including
volumes available for topping off
10. Communication routines during the entire operation
Precautions and procedures requiring special awareness by the Ship’s personnel:
1. The vessel should not plan to load more than 95% volume if the Pigging operation is advised
prior confirming the final stowage.
2. In case the vessel is told the last minute during the key meeting about the pigging operation, and
if the vessel has planned to load close to 98% volume, the Master should consult with office and
reduce the quantity to 95% max including pigging quantity.
3. If Pigging operation is confirmed, Vessel to send RA for office approval and should always agree
for Ship Stop.
4. Add a safety margin when estimating required ullages for reception tanks, this to take account of
the potential for inaccurately declared “pigging quantities”
5. Consider to include provisions for a standby cargo tank to be lined up and ready to be opened.
6. Un-secure of cargo tank sample hatch as back up in case of excessive pressure.(secondary
backup)
a. (Refer to IBC (chapter 17 column g venting requirements) and make sure you have
terminal approval).
7. Keep manifold valves closed during idle periods.
8. Ensure that the vapour return line to shore is open during the operation (when available).
9. Throttle the main manifold valve as required.
10. Monitor the manifold pressure closely.
11. Monitor the available amount of cargo tank ullage space and pressure in tank.
12. During freezing weather conditions, inspect tank vents (P/V valves) at regular intervals.

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13. Close manifold valves immediately (in agreement with the terminal) once a pig has reached its
a. Receiver/trap, this to avoid compressed propelling gas entering a loaded cargo tank.
14. Report immediately any abnormalities or deviations from existing procedures.
6.5.10 Draining of Lines upon Completion of Loading / Discharging (refer to 6.5.8 Line and
Manifold Draining/Blowing)
After completion of loading operation, cargo tank valves should kept open, for a short period, for
draining cargo in lines. This requirement is critical while carrying solidifying or high viscous cargoes.
Upon completion of loading, Chief Officer should check that all cargo in lines is well drained from
manifold through tanks. Depend on cargo nature cargo in lines can be blown by air or nitrogen.
While carrying heating cargo, cargo temperature should be periodically observed and to be recorded to
company in relevant QA Form.
Before commence discharging operation cargo vent line and PV lines should be examined. PV valves
should be manually operated for test purpose. All cargo tanks, lines and pumps should be drained and
stripped and pump well to ashore upon completion of discharging operation.
6.5.11 Damage Stability Checks
After completion of cargo operatons, Master is to verify compliance of vessel’s condition with loading
computer’s damage stabilty software. İf the vessel does not comply with any of the damage stabilty
criteria, Master is to inform office immediately.

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6.6 TESTING OF TANKS AND CARGOES
The following pages describe and discuss some of the most common tests and checks that are made
on oil and chemical cargoes including testing walls for cleaning. This chapter should be used related
with chapter 6.3.4 “Tank Acceptance & Preparation” of this Manual.
Independent surveyors who, according to local practice or a written agreement in the charter party, are
accepted by shipper, receiver and owner normally carry out testing.
If possible one of the ship‘s deck officers should take part in the cargo sampling, cargo testing, tank
cleanness, examination etc. He should make notes and observations on the work of the surveyor with a
view of protecting his party’s interests. It is therefore necessary to have general knowledge of the
various procedures, without necessarily being able to carry them out himself .In the following text,
however, there will be mentioned tests which are easily carried out by the ship’s staff by relatively
simple means. A small laboratory wish a stainless steel sink, a rack for 10-20 bottles of chemical
reagents, test tubes (Nessler tubes) and a supply of distilled water are an advantage to have on board.
In some remote ports independent surveyors may not be available. This gives the chief officer added
responsibility in the following the shipper’s or receiver’s instructions particularly if he is requested to sign
their protocol etc.
Described below are number of tests, which are commonly used by surveyors. Most of the tests are of a
physical nature and are relatively easy to carry out on board. Normally the test results do not give any
exact answers as to contamination etc. but have to be judged in relation to commonly accepted
standards in industry or agreed values between parties. Furthermore, the answers are often only
incidence of contamination. In case of any disagreement full laboratory examinations may have to be
carried out .It is then of the utmost importance that the ship secures samples, sealed by an independent
surveyor or by both parties, of the cargo parcel in question for further analysis.
The text below often refers to ASTM -Standards (American Society for Testing and Materials). The
standards are contained in a series of updated books.
Similarly API (American Petroleum Institute) issues various standards, which are generally applied.
All measurements and tests have their tolerances, usually rather widespread and with correspondingly
great economic consequences. It is good practice to take all readings twice, repeat important tests twice
etc.
With ships engaged in special trades it might be useful to able to carry out the more common tests on
board and to train personnel correspondingly. This refers in particular to the testing of tank walls for
cleanliness. Many delays can be avoided if the ship’s officers can satisfy themselves that the tanks are
properly cleaned before entering port, using the same methods as the surveyor coming o n board does.
6.6.1 Sampling of Cargo

General
Cargo samples are evidence of the condition of the product during the various phases of transport
(storage at terminal, arriving on board, loading, passage, and discharging). This procedure describes
sample-taking procedures and the legal background.
Depending on the cargo involved, a series of samples are taken to determine the ship’s preparedness
for loading.

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How many samples are taken depends on the conditions in the charter party and the type of cargo.
Unless specified otherwise, as a general rule a sealed sample should be taken for every tank carrying
cargo. Samples taken by the vessel bearing no signature from the surveyor or other authorized person,
unless a very good documented sample log is kept by the vessel, have no real value as evidence in
legal actions. Samples must be taken at the manifold prior to releasing cargo to the tanks to ensure that
Shippers lines are clean.
Safety
Sampling is risky, vapours or spray from the product may cause poisoning, caustic burns or scalding of
personnel. Release of small amounts of products may also cause problems on deck or the environment
(terminal, water). For these reasons, it is absolutely necessary to comply with the strictest safety
regulations and the requirements of the material safety data sheets.
When samples are needed to be taken through tank openings (hatches), all precautions mentioned in
chapter 6.4.3 of this Manual should be taken.
Depending on the properties of the cargo, suitable protective clothing should be worn as required. When
taking samples from lines under pressure the risk of spray from the product should be taken into
account.
Sampling should not take place until 30 minutes after loading has been completed to ensure any static
charges have been dissipated.
Logging and labeling of samples
A sample log must be maintained by the Chief Officer indicating the samples stored with same
indication as marked on the sample and the date in case of disposed or removed by other means.
The labels of the cargo samples must at least contain the following in
Details:
 Name of the vessel
 Port of loading
 Cargo
 Tank
 Type of sample (Manifold / First foot / Composite)
 Operation (Loading / Discharging / Transfer)
 Date and time
 MARPOL category
 USCG category
 Signature from surveyor and Chief Officer.
Storage of samples
All samples that remain on board are to be properly stored in the designated sample locker, fitted with
cell dividers to prevent the sample bottles to move at sea, which is generally located away from the
accommodation. Storing samples even for brief periods, in rooms or places not intended for this
purpose (i.e. cargo office, CCR, Stores) is prohibited.
The samples shall be stored in chronological order as far as practicable possible. Vessels engage in
trades with cargoes carried under MARPOL Annex II shall have the cargo samples stored in cell

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dividers in a resistant material preventing the sampled cargo to leak to other cells in case of damage of
bottle or leakage. Incompatible cargoes shall be stored away from each other and the area dedicated
shall be marked with the chemical family name of cargo storage for easy reference and to prevent
comingling of incompatible cargoes.
The MSDS for sampled cargoes shall be readily available at the storage sample additionally vessels
engage in carriage of chemicals shall have the USCG cargo compatibility list readily available in the
sample storage.
In general, samples can be disposed of in 12 months after discharge of the cargo, unless:
 There is a cargo claim, or

 There are special instructions from Charterers.
In any case prior disposal consent from the Charterers/Operators have to be obtained.
Hazardous Samples
- Due to inherent hazardous nature, samples of Acrylic Acid are not to be stored on board;
- Cargoes protected by inhibitor: Expiry date of the inhibitor must be mentioned in the cargo samples
log. Samples of cargoes protected by inhibitor must never be stored longer than the inhibitor life time.
The cargo sample locker must be checked monthly for safe storage, condition of the samples and expiry
of the samples including inhibited samples. The sample log to be updated for the above checks on
monthly basis
- Never allow cargo samples into the living quarters.
Sampling on land
Samples from the land tank and line are always taken by the independent surveyor, without a ship’s
representative being present.
Sampling on board
Sampling on board should always be witnessed by an officer.
Sampling cargo under nitrogen blanket
In case of cargoes loaded and transported under permanent nitrogen blanket, the samples must not be
taken through tank openings, since otherwise the moisture and/or oxygen in the air might react with the
cargo.
Sampling can only be done by means of a suitable valve and pumping around or with help of the closed
sampling device.
All safety regulations applicable for the situation and the cargo must be complied with.
Release of samples to third parties
Samples must only be released to third parties under direct instructions from Charterer’s and/or
Management Office and a detailed receipt has to be obtained for each sample.

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Sample log to be updated. Samples relating to a cargo claim may only be handed over to a
representative of a P&I Club and after getting a receipt for the same.
Disposal of samples
Samples shall be stored onboard for 12 months and may then be disposed against approval from the
vessels commercial operator. In case a sample need to be disposed of earlier than 12 months for
any reason such as safety, same approval to be taken.
When samples of inhibited cargoes are disposed, the added inhibitor disposal requirement should be
also accounted for.
At the end of inhibitor life, approval should be obtained from Commercial operators for disposal of the
samples immediately (notwithstanding the one year retention period mentioned above). In case that
samples of inhibited cargoes are required to be kept on board for a longer period, a Risk Assessment
should be carried out to determine if it is safe to do so and permission from Marine department is to
be obtained.
Disposal is to be conducted correctly and safely. This may be by mixing with suitable tank washings
or landing ashore to an approved disposal facility, however cargo samples of products requiring a
pre-wash must be landed ashore.
All categories of liquid cargoes EXCEPT those requiring prewash and ANNEX I, may be disposed of
during normal tank washing (putting sample into the cargo tank) and slop disposal providing the
slops concerned are compatible with the samples to be disposed of, and that adding such samples to
the tank washings does not cause any tank contamination or incompatibility problems with the next
cargo to be loaded.
The glass containers shall be cleaned and disposed of according to the provisions of MARPOL.
If the samples are disposed with suitable washings during tank cleaning, it must be ensured that:
· The sample is compatible with the cargo after which the washing is carried out,
· The pollution category of the sample as defined by MARPOL is compatible with the method of
washings disposal.
Special consideration should be given to samples which are of toxic or corrosive nature.
A Risk Assessment shall be carried out to determine if the sample disposal with the compatible tank
washings can be performed safely and without risks of exposure to toxic or corrosive products and if
the risks are found unacceptable, the respective samples are to be disposed ashore.
The P&A Manual shall be consulted, before disposing off the cargo samples along with suitable tank
washing, as cargo residues.
Samples should be disposed of by following methods:
1. Delivery to loading masters or cargo surveyors by taking a receipt.
2. Annex I cargo samples (Gasoil, gasoline, Naphta … etc) can only be drained to the cargo slop
tank from sounding pipes and recorded to ORB part II as required
3. Annex II samples (non-toxic, not subject to prewash), can be drained to the cargo tanks via full
depth sounding pipes, before tank washing if the samples and discharged cargo are same. This shall
be recorded to a statement with the sign of the Chief Officer.

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4. Cargo Samples of products requiring a prewash and toxic must be landed ashore.
5. Samples of inhibited cargoes shall be checked within two weeks. If samples of inhibited cargoes
are deteriorated, sample should be landed ashore.
Cargo samples disposed of along with suitable tank washings as cargo residues are to be recorded
in Cargo Record Book under letter “k”, or if appropriate, in the Oil Record Book (Part II) under letter
“o”.
Sample disposal records shall be kept as below:
A) If Annex I cargo samples (Gasoil, gasoline, Naphta … etc) drained to Cargo Slop Tank:
- Oil Record Book ( Part II) entries must be under code “O”
B) If Annex II sample drained to Cargo tank:
- Cargo Record Book entries must be under code “K”
Oil Record Book part II and Cargo Record Book; entries must contain below information:
- Sample seal number, ID of sampler (ship, SGS, etc)
- Cargo grade and tank ID (methanol, 4P)
- Voyage number, received port (13-2010 LIVERPOOL)
- Sample quantity (500 ml, etc)
Oil record book part I entries to be done as total drained quantity.

Sample bottles should not be reused for sampling purposes A sample log to be maintained on board
which will provide the history of samples taken by the vessel and the method of disposal of cargo
sample.
Sampling program
A complete sampling program consists of the following elements:
 Loading:
 Sample from the land tank/line: Sampling performed by surveyor or shore representative.
 Manifold sample: Before loading the sample is to be taken from the connection side of the
manifold against the closed manifold. The manifold shall not be opened until the visual
appearance of the sampled cargoes is ok and the sample is confirmed to be free of alien.
Proving the shore connection is clean and ready for deliver cargo to the ships tank.
 First foot sample: If the cargo operations stopped for this purpose. Refers to filling the tank
approximately at one foot innage level. At least enough cargo should be in the tank to fill a
sample bottle. For solidifying and/or heated cargoes such as phenol and stearin sufficient
cargo should be in the tank to cover the total length of the heating coils.
 Composite sample: An average sample drawn from the upper level, middle and bottom of the
tank from each tank by hermetic sampler.
 Discharging
 Composite sample: An average sample drawn from the upper level, middle and bottom of the
tank from each tank by hermetic sampler.
 Manifold sample: Sample drawn immediately on commencement of discharging.

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In cases where the surveyor only take samples for delivery ashore the surveyor shall be requested to
witness and sign for samples drawn by the vessel.
Vessel samples shall be taken in a dedicated clean sample bottle of glass, fitted with correct label and
sealed. A sample bottle must never be re-used for any sampling purposes.
In cases where a terminals have restriction on manifold sampling and the vessel is unable to take a
manifold sample before loading against closed manifold valve a running sample have to be taken as
close as possible from the shore connection in the very beginning of the loading. A statement should be
made in the Ship’s Log Book with clarification why and position where this sample was taken.
Additionally a LOP (letter of protest) shall be given to the terminal before commence of loading.
Line flushing
If a product is to be loaded into several tanks, either a certain amount of cargo is transferred from tank
to tank until in the last a foot sample can be taken, or all tanks will receive ‘one foot’ cargo.
Circulation rinsing with product may be required to wash lines
Washing of tanks using re-circulated cargo to obtain satisfactory samples is not to be undertaken
without direct management office approval and special safety precautions.
Cargo samples are taken for the purpose of the checking whether the cargo satisfies a given
specification or not. Samples are also taken to establish if contamination has occurred during the
voyage, during loading or unloading or prior to loading.
After examination of the tanks, , piping etc. (as far as possible) for cleanliness it is usual to load
sensitive chemicals into the ship’s tanks to a level of approximately 30 cm. and then take the samples
from the tanks, presuming that any previous residues in the piping are by then dissolved into the new
cargo (“soak test “). Similarly samples are taken from an initial discharge into container tanks or similar
located on the shore before commencing unloading at full rate to the shore storage tanks.
If a “soak test’’ upon loading is turned down by the surveyor or the shipper and loading stopped, the
chief officer should then request sealed and identified samples of the cargo lot in question, from the
ship’s tanks as well as from the shore tanks .By these means the ship owner may be able to protect his
interests in case of any dispute.
Sometimes drip samples are taken from the loading manifold during loading. This method is simple, but
not always fully representative. The pumping rate may vary during the transfer, whilst the sampling rate
is more or less constant. Furthermore it is difficult to guarantee the proper identify of sample taken over
a long period of time. This is not meant to discourage the ship’s officers from taking a drip -sample
during loading may be the only way to establish whether a cargo was contaminated during the pumping
on board or ashore.
The cargo samples should be sealed and marked on board; particularly if no independent surveyor is
present .The ship should keep one sample for future reference in case of any disputes arising. The
sample should be stored in a dark and cool room especially put aside for this purpose. The room should
have steel bulkheads and be open to the weather deck.
Samples of products, which deteriorate, or chance with times (e.g. styrene, vegetable oils) have limited
purposeful storage time on board. With e.g. phosphoric acid the samples may remain representative as
regard chemical composition, but may not be so as regards contents of sediments, however, normally
the samples are stored one year, which is the normal respite for making and claim.

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Sampling at deep levels is carried out with containers, which are lowered upside down or have valves or
other means of filling themselves up at the deeper level. Sampling at various different levels is
necessary for products which have a tendency to stratify, viz phosphoric acid which may contain a
higher percentage of solids near the tank bottom than at top level.
6.6.2 Cargo Temperature Determination
The temperature difference between the top and bottom of a tank may be considerable. This applies
particularly to shore tanks, where the ship’s officers are sometimes requested to attend when reading is
being taken. ASTM standard D 1085-65 (API 2545) Rules that temperature readings are to be taken at
three levels when the tank depth exceeds 4.5 m. Ordinary thermometers should be kept immersed at
least 5 minutes at each level.
As regards skin -contact dangerous products such as phenol, ACN etc. one should, if possible, avoid
handling contaminated thermometers. Readings are much better taken by means of thermometers
pocketed in the discharge manifold. Glycerine or other suitable contact medium should be filled in the
pocket in order to give a good thermal contact.
6.6.3 Specific Gravity, Density
Specific gravity expresses the weight of a unit volume of a matter compared with the weight of the same
volume of water, both at a defined (but sometimes different) temperature. Expressions such as SG
20/20 are used in the petroleum industry .The first figure denotes the temperature of the product and the
latter the temperature of the water used as a compression. Specific gravity includes the effect of air
displacement.
The specific gravity of water varies as follows:

4 deg. C 1.0000
15 “ “ 0.9982
20 “ “ 0.9913
If a specific gravity SG 20/20 deg. C is to be converted to Sg 20/4 deg. C (4 deg. C is a common

reference temperature) multiply as follows:
0.9913
S/G 20/4 = SG 20/20 x ------------
1.0000
Other examples:
0.9913
S/G 15/4 = SG 15/20 x-------------
1.0000
0.9913
S/G 15/15 = SG 15/20 x -----------
0.9982
The tendency is now to use metric units in cargo calculations. The expression specific gravity is then
substitute by density and weight with mass. Density is expressed in absolute figures viz. kg/m3 at a
defined temperature.

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A recalculation from specific weight to density involves a correction for the displacement in air by means
of a “vacuum factor “:
Specific Gravity
Density = --------------------------
Vacuum Factor
The vacuum factor varies slightly with density (specific gravity):
Density Vacuum Factor
1.0 1.00108
0.9 1.00122
0.8 1.00139
0.7 1.00161
The difference between density and specific gravity is, as can be seen, small .An error in application
gives a discrepancy of about 12 m3 for cargo of 10 000 m3 (at SG 0.9)
Density (specific gravity) is measured by means of an aerometer, hydrometer or pycnometer.
The aerometer consist of a displacement body with graduated scale .The accuracy in reading gives a
maximum of three correct figures. The fourth figure being doubtful. This means an accuracy of 0.1-0.2
%. This accuracy is generally insufficient for cargo quantity determination. The aerometer is, however,
well suited as an instrument for a general check of cargo density on board .A set of aerometers for
density ranges 0.7- to -1.0 and 1.3 to 1.8 (alkaline and acids) should be onboard.
The pycnometer consist of a small glass retort with an accurately determined volume (certified
pycnometers available). The specific gravity is determined by weighing the pycnometer empty and filled
with liquid. The result is obtained with five correct figures, which is much better than the aerometer
principle .The determination is generally made at 20 deg. C. The use of pycnometers on board is no
practicable due to the need for a very sensitive weight scale.
Specific weight /density is part of all product specifications as a check on concentration, mixture etc.
The SG/Density falls with the rising temperature. Volume correction factors are used for recalculation
(per C or F) or tables (for petroleum products) available from API.
A warning: It sometimes happens that cargo density and thus the quantity is determined at both the
loading end and the discharge end by means of parameters. Obviously therefore there will be
discrepancies in two quantity determinations simply due to the relatively poor accuracy in the density
readings .As a result questions regarding cargo claims may arise .The answer is to use the “as loaded
density “ (whether completely correct or not) and correct it for the chance in temperature at the
discharge end. This “calculated “density is then used in the quantity determination upon discharge.
Thereby it can be established with good accuracy whether cargo has been lost or not.
There are also other specific gravity scales. Conversion can be carried out thus:
a) API-scale, commonly used for the petroleum products:
141.5
API -Gravity (at 60 deg. F) = ---------------------- - 131.5

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SG at 60/60 deg. F
b) Baume -scale, used for liquids heavier than water e.g. sulphuric acid:
145
SG = ----------------------
(145-deg. Baume)
There is also a Baume -scale for liquids lighter than water
6.6.4 Colour Determination
Most products shipped in chemical tankers are pure and well defined. The colour is known and any
deviations indicate the presence of contaminants.
Most chemicals, furthermore, are clear and translucent. A milky or turbid appearance indicates that
contaminant may be present.
A sample is best studied in a test tube against a black or white background in good daylight.
Empirically a number of colour scales have been established. They are each particularly suited for
certain kinds of products.
A method called APHA (Hazen): is often used for very light products, defined in ASTM D - 1209, viz
aromatics, ketones. This colour scale is defined with an origin in 100 cc-distilled water (value 0) to
successively higher values (max 500) by adding APHA- solution (a platinum -cobalt salt solution). The
number of cc APHA -solution (min 5 cc.) added to the distilled water gives the APHA -colour shade
number .A comparison is made against a white background with a product sample in one test tube and
a matching APHA -solution in another. This method can easily be carried out on board. APHA -solutions
is best bought from a laboratory, already premixed for a number of shades.
The Sayboltcolour scale: uses coloured glasses against which the sample is compared in a defined
apparatus .The colour scale goes from plus 30(lightest) to minus 16 (darkest).
The sybolt scale is widely used in the petroleum industry.
The method is defined in ASTM D156-64 .The Sybolt method requires a special apparatus, is somewhat
complicated and not particularly suited for use on board ships.
The Gardner -scale uses sealed reference tubes for comparison with samples in a tube of the same
diameter. (The FAC method resembles the Gardner method but has a different graduation). The
Gardner scale goes from 1-18 and is defined in ASTM 1544-63 T.
The Lovibond scale: has several different colours (yellow, blue, red) and uses a test cell with a variable
depth. This method is used for e.g. vegetable oils.
ASTM D 1500, Previously called NPA: defines colour scale and an apparatus suitable for field work and
application on board. A test sample is compared with coloured glasses in revolving magazine .The scale
goes from 1(water) to 8 (extra dark red) .The name “NPA grade.........” is still often used in shipping
when a prospected cargo is circulated or when vessel’s cleanliness is described. A cargo may be

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accepted at NPA 2, with discharge permitted at NPA 2 1/2 .A certain amount of degradation in such a
case can be permitted.
With a colorimeter on board one can take samples and by experience get an idea of how much of the
previous cargo residues can be left unattended without risk for cargo claims (refers to petroleum
cargoes rather than to chemical products).
COLOUR SHADE EQUIVALENTS:
N..P.A SAYBOLT COLOUR

--------------------------------------------------------------------------------------------
+ 30 Water white
+21 “ “
+ 16 “ “
+ 1 Std. White
1 - 11 Lily white
1 1/2 - 24 Cream white
2 - 32 Extra pale
2 1/2 Extra lemon pale
3 “ “ “ (straw)
3 1/2 Extra orange pale
4 “ “ “
4 1/2 Pale
5 Light Red
6 Dark Red
7 Claret Red
8 Extra dark red.
6.6.5 Acid Wash
This method is used to determine if petroleum hydrocarbons are present in aromatic compounds.
Aromatics (e.g. toluene, xylene, benzene) are unaffected by sulphuric acid, but oils and most other
contaminants are effected, causing a discolouration .The method is suited for applications on board and
can be used as a check that proper tank cleaning has been accomplished. The method is defined in
ASTM D 848-62.
A test tube is filled with 7 cc. conc. (96%) sulphuric acid, on top of which is filled 21 cc of the product
sample. The tube is then shaken 40-50 sec. (150 times) and is then left to settle for a period of time.
The colour of the acid in the bottom of the tube is then compared with the standard shades where 0
corresponds to water and 14 to a dark yellow colour.
The acid wash method is used if there is any suspicion that a previous cargo may have contaminated a
cargo of aromatic.
The method is also used as a check that a tank is sufficiently cleaned before loading aromatics. A
surface of about one m2 is carefully cleaned with clean cotton and an aromatic, e.g. Toluene, and the
liquid wrung out and tested as the cargo sample mentioned above. One can also take rust sediments
(uncoated tanks.) and dissolve any oil contaminants by means of toluene, which is then tested by this
method.
Finally difficult question arises: how much of cargo contaminants can be tolerated on the tank wall?
Make tests and train your own judgement!

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6.6.6 Dissolving Contaminants from Rust
As a rough check if cargo residues hidden in rust may discolour a cargo to be loaded, the following
check can be made: Break the rust into pieces, 0.5 -1.0 cm in size, and place them in a clean bottle.
Add some of the product to be loaded (or other similar available product) and leave for 5 min. If no
discoloration has occurred by then, shake the bottle vigorously and leave for another 15 min. If still no
discoloration appears the tank could be cleared for loading if there is a discoloration: filter the contents
through double filter papers in order to remove any possible suspended rust particles. A non -
discoloured liquid after filtering should also clear tank for loading. A discoloration means that the tank
requires further cleaning.
Observe: this simple test does not necessarily clear a tank for loading of e.g. aromatics, but it may
prevent you from trying.
6.6.7 Hydrocarbons in Methanol-Water Miscibility Test
Methanol is very sensitive to oil contaminants .The following test method uses methanol as a testing
medium. The methanol must therefore be guaranteed free from any hydrocarbons contaminants.
About one m2 of the tank wall is carefully washed with cotton and about 40 cc. methanols. The
methanol is wrung out and put into a test tube. Then 60 cc-distilled water is added .The mixture is well
shaken and left to settle for 20 min. If the solution remains a clear liquid the tank wall can be considered
to be clear, but if the solution has turned milky or only slight milky it is an
Indication that the tank should be cleaned again before loading methanol or any other oil-sensitive
cargo.
This method should be a standard practice to be carried out by the ship’s personnel. The method can, of
course, also be used as a check on the cargo upon loading and discharging.
CHLORIDES:
Certain cargoes are very sensitive to chloride contamination in particular glycols, methanol, ethanol .As
mentioned before the tanks should be finally washed with fresh water. However, chlorides (salt) mat still
be present and a check might be useful. The greatest risk for salt deposits is on horizontal surfaces.
The following method utilises the well-known principle that chlorides form a milky solution when silver
nitrate is added. (As commonly used when checking the boiler feed water).
About one m2 of a suspected tank wall is cleaned by means of cotton wool and distilled water. The
water is filtered through a funnel into a test tube. The tube is then filled to a total volume of 100 cc with
distilled water and well mixed. Another reference test tube is filled with 100 cc of distilled water. To both
tubes are then added 5 drops of silver nitrate solution and the tubes well shaken .If chloride are present
the sample tube will show a milky appearance. To the reference tube is then added a standard (known)
chloride solution in small amounts by means of a pipette until turbidity is the same in both test tubes.
With a known chloride contents in the standard solution and a known added amount one can calculate
how many grams of chlorides were present on the one m2 of the tank wall. The total amount of
chlorides in the tank can thus be evaluated. This amount divided with the tank tonnage gives an idea of
increase of chloride contents. (If no other sources of contamination occur during the voyage). If the test
tubes turn out to be too milky for comparison (which means a concentration of above some 100 ppm) its
contents can be diluted with a known amount of distilled water and the calculation corrected
correspondingly.

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ASTM D 512 describes in detail a standard chloride determination.
As an example it can be noted that some specification allow 0.3 ppm of total chlorides contamination
(ethanol). This corresponds to 0.3 kg. In 1000 tons of products. The permitted increase during
transportation is only a fraction thereof. A similar method is used for the determination of chlorides in
clear water-soluble products, such as alcohols. To 50 cc of distilled water is added a few drops of nitric
acid (HNO3) and 2 cc of saturated silver nitrate solutions, then mixed with 50 cc of the product to be
tested, e.g. Methanol.
A milky appearance indicates that chloride is present. Reference tests have to be carried out with the
same product with known contents of chlorides if exact values of contamination are needed.
6.6.8 Water Contamination
Presence of free water in non-water -soluble can very roughly, be determined on board by the following
simple methods.
--Warm a sample of the product in a test tube or in a bottle. Water will then collect at the bottom of the
tube and can be seen after some time.
--Drop a little of the product on to an electric hot plate .A crackling sound indicates that water is present
.Can be used on lubrication oils etc.
Other methods for non water-soluble products are:
--The product is kept at a temperature slightly above 100 deg. C for period of a time and is accurately
weighed before and after heating (for products with a boiling point above about 125 deg. C)
--Use a centrifuge and see if there is any water at the bottom of test tube.
--A distillation method according to ASTM D 95-62 (Dean stark) is often used for oil products with
relatively high boiling points (fuel oils, gas oil, asphalt) .A sample is dissolved in xylene and solution
boiled in a glass retort .The vapours pass through a condenser .The water condenses and can be
measured in a graduated tube.
An accurate determination of water contents can be made with a “Karl -Fischer “reagent. This method is
suited for laboratory work only.
Very small amounts of water in some products can be observed as turbidity in a clear liquid when a
sample is cooled down to a low temperature (cloud point). As a reference calibrated samples are used
with known water contents at defined temperatures. The method is used primarily for chlorinated
hydrocarbons such as carbon tetrachloride and trichloroethylene where water might be a severe
contaminant also in minute concentrations of e.g. 0.006 %. (Remark: “cloud point “also means the
temperature at which wax needles may form in certain oils, e.g. In gas oil, upon cooling .See ASTM D
2500-66.
For ethyl methyl ketone (MEK) the presence of water can be proven by adding a drop of oil .If the
sample turns a brownish colour there is water in it.
6.6.9 Odour
An unusual smell is an indication of cargo contamination and should be reported when it is noticed upon
loading. For normally odour -free products such as glycol, odour may be a severe contamination in
itself.

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In order to check products, which have a strong “natural” odour one can moisten a filter paper with the
product and let the liquid, evaporate .If a strange odour should then arise from the filter paper it is an
indication of a contamination (by a product with a higher boiling point than the cargo in question).
6.6.10 Sulphur Contamination
Certain products, in particular “virgin naphtha feed stock “(petroleum naphtha) are severely
contaminated by minor amounts of sulphides (and also lead compounds), which poison catalyst in
further processing. Previous heavy oils or dirty harbour ballast water may have left traces of sulphides in
the cargo tanks.
Usually sulphides are detected by means of “copper strip test” according to ASTM D 130-65 .A polished
copper strip is immersed in the product during a period of 2-3 hours at 100 deg. Resp. 50 deg. C. If
sulphides are present the copper will become darkened and can be compared with ASTM standard
shades where 0 means no discolouration, 1-3 increasing discolouration and 4 corrosion. Usually,
however, the test is used as a “yes or no “-test without mentioning figures. The method is easily
applicable on board.
6.6.11 Flash Point
The flash point is a measure to show at what temperature flammable vapours are released in applicable
amounts; the flash point means that the product has been contaminated with a more volatile product,
which is a severe contamination. A redistillation of the parcel may become necessary. Flash point
lowering is of particular concern with cargoes of type jet fuel oil, gas oil, and marine diesel oil
Flash point determination is carried out by means of the Pensky-Martens apparatus described in ASTM
D 93-66 and well known in all petro chemical laboratories .A product sample is successively heated and
in the vapour space above the liquid a standard ignition flame is introduced at regular intervals until an
ignition occurs. Two methods are used: open cup (oc) respectively closed cup (cc) .The latter gives a
lower flash point with a difference of 5-7 deg. C. Closed cup is the most commonly used method.
6.6.12 Distillation Range
Any pure liquid has a defined boiling point. Commercial products often consist of mixtures with also
other compounds in accepted amounts. Boiling of commercial products therefore means that the more
volatile components will boil off first and the heavier components later and at higher temperature. This
results in a range in temperature between commencements of boiling and finished boiling (dry retort),
called “distillation range “ .The distillation range is defined in the specification for a certain product
parcel. Deviations indicate that product has been contaminated.
The test equipment is defined in ASTM D 1078, D 1437 and E 133-58. 100 cc. of the product is heated
to boiling in a retort and the vapours condensed in a water-cooled condenser, a thermometer is inserted
in the vapour stream.
The initial boiling point (IBP) is defined as the temperature at which the first drop is condensed in the
condenser .The final boiling point is read when the retort just becomes dry, dry point (DP) .For certain
products, particularly gasoline, the final boiling point is read when the last drop leaves the condenser,
end point (EP).
The distillation range then becomes:


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t= IBP-DP (in general)
t= IBP-EP (gasoline)
This test is used on all hydrocarbons: alcohols, aromatics, esters, ketones, glycols etc. The method is
best suited for laboratories ashore.
6.6.13 Refractive Index
This method is based on the property of light to be refracted at different angles when it passes a prism
into different liquids. This test is realized in instruments called a “refract meter” where only a drop of the
liquids to be tested is needed to cover the surface of the prism. The refractive angle can be measured
with a good accuracy.
The angle of refraction is a typical property for every pure product. . The method is sensitive to
temperature. Usually a standard temperature of 20 deg.C is used, but temperature corrections can also
be made.
Standards are defined in ASTM D1747-62.Refractomers are available in laboratory and portable
models. The latter can easily be used on board.
There are tables available against which refract meter reading can be interpreted in terms of
concentrations.
The refractive index of a mixture of two products is proportional to the relative contents of the products.
Therefore the instruments are suitable to determine strength of solutions e.g. sugar in water (molasses)
glycol in water. It is also used for the determination of hydrocarbons mixtures (aromatics) and vegetable
oils.
6.6.14 Solidifying Point
The solidifying point (freezing point) is well defined for pure products. Deviations indicate that
contaminants are present.
The solidifying point is measured by placing a test tube with a thermometer in a cooling bath. The
product is kept stirred and the temperature is read at short internals. It will fall to a minimum and
afterwards rise slightly and remain constant for a while. This temperature is defined as the solidifying
point.
Examples on solidifying point:
Benzene +5.4 deg. C

Cyclohexane +4.6 “
Para xylene +13.2 “
6.6.15 Permanganate Time Test
This is a test to determine contaminants in alcohols and ketones (e.g. acetone) the method is described
in ASTM D 1303 -67.

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2cc. potassium permanganate solution (conc.:0.2 g KMNO4) dissolved in 1 litre of distilled water) is
added to a 50 cc. sample in a test tube. Contaminants in the sample chemically reduce the potassium
permanganate which changes colour from red to yellowish. The time is noted for the sample to assume
the same shade as a standard reference solution of coboltchloride-uranylnitrate. A shorter time for this
colour chance means a greater amount of contaminants. Acetone is tested at 25 deg.C, methanol at 15
deg.C .The test tube should be kept dark during the test.
After some practice this method can be carried out on board, and is in fact already in use in some ships.
6.6.16 Gas Chromatography
In a gas chromatography a small product sample is injected and made to pass through a pipe filled with
a very fine mineral powder by means of a carrier gas stream (N2, H2, He, argon). Temperature is kept
constant .The lighter components will pass through the tube easily but the heavier ones will take more
time .In this way the components are separated at the outlet where an ion -cell picks up an electric
signal which is recorded. Each product has a typical “print “. Deviations indicate contaminants.
The method is only suitable for laboratory work ashore.
A gas chromatograph test from product samples taken prior to loading and upon discharge can tell if
contamination has occurred while the cargo was on board. This method is sometimes used taking
“fingerprints” from an oil spill and from a suspected source in order to establish the origin of pollution.
6.6.17 Ph. VALUE (ACIDITY)
A neutral solution is defined as pH=7. Acidosis solutions have pH lower than 7 and alkaline solutions
higher than 7 (max 14).
Water-soluble products are readily tested by means of litmus paper where a colour chance directly
indicates the pH -value roughly. There are also electrode-meters available where the pH -value can be
read directly from a scale.
The pH -value can also be established by means of neutralization with a sodium hydroxide (caustic
soda) solution from which the acidy can be calculated from the amount of alkaline matter added. A
colour reagent shows when the solution changes from acidosis to alkaline.
Vegetable and animal oils require the determinations of pH value, which indicates the contents of free
fatty acids. This is, in turn, a measure of the quality of the oil, or the degradation of the oil during
transport. The oil is first dissolved in alcohol and afterwards neutralised with sodium hydroxide as
indicated above. The method is described in BS 628-32.
6.6.18 Viscosity
Viscosity is measured by means of capillary tubes (ASTM D 445 -IP) or by an apparatus measuring the
friction of liquid between two cylinders of which one is revolving. Measurements on board will rarely be
needed.
Viscosity is interesting as regards the pump ability of a product. Usually the upper limit for the centrifugal
pumps is considered to lay around 400 centistokes (cSt), corresponding to about 1500 seconds
Redwood (sec R) or about 50 degrees Angler (E deg.). Screw pumps may pump liquids with viscosities
as high as 10000-20000 CST.

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6.6.19 Spectra Photometry
A spectra photometer is used to trace minute contaminants (1-2 ppm). One common application is the
determination of degree of polymerisation in styrene monomer.
The principle of the instrument is that a product sample is translated with a light of a known wave length
(ultra violet visible or infra red light). A certain part of the light is absorbed and does not reach a detector
cell. The amount of absorption is known for pure products .For common contaminants there are
calibration curves available for comparison with readings.

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6.7 PRECAUTIONS FOR EACH CARGO
In this chapter detailed procedures are described cargoes which require specific attention.
In general the MSDS is to be consulted prior loading of each cargo. PPE cargo matrix appendix 8.9.
Furthermore prior carriage any of below mentioned cargoes a hazard analysis is to be approved by the office.
6.7.1 Sulphuric Acid and Oleum
Since sulphuric acid is very reactive with other cargo and of a substance with compatibility with water, care should
be paid for handling sulphuric acid. Before loading sulphuric acid the adjacent double bottom tanks must be
discharged and stripped well.
1. Loading
 Ensure the working condition of the breather valve and the lever position.
 Fit a blank flange for heating coils.
 Fill the compressed air into the heating coil and ensure the pressure.
 When monitoring within the use of the high-level alarm system and high high-level alarm system, secure
the working condition of the alarm system.
 Fit a guard cover to the manifold connection to prevent the danger due the bursting.
 Connect the cargo line intended to use to shore cargo line at the manifold connection and then open or
close necessary valves for handing the cargo.
 All persons engaged in the work should wear protective equipment. (See 8.9)
 Also see item 6.3 “Precautions before loading / unloading”.
2. During loading
 Monitors the levels by means of the level indicating system and the high-level alarm system, high level
alarm system.
 Also see item 6.4 “General cargo handling during loading / unloading “.
3. After loading
 After loading, transfer the residual liquid in the cargo line the shore installation or the cargo tank of this
ship with the use of compressed air.
 Also, see item 6.5 “General operation after completion of loading / unloading”.
4. During voyage
 Monitor the temperatures inside cargo tanks
 Secure the air filling pressure in the heating coil.
5. Before /during /after unloading
See the general precautions mentioned in 6.4 to 6.5


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6.7.2 Glacial Acetic Acid, Formic Acid, Procionic Acid
1. Before loading
 Secure the working condition of breather valve and the lever position.
 Secure the working of high-level alarm system in the case of monitoring by means of the high-level alarm
system as prevention of overflow.
 Fit a guard cover to the manifold correction to prevent the danger due to bursting.
 Connect the cargo line intended to use to the shore cargo line at the manifold correction and than open or
close necessary valves for handling the cargo.
 All persons engaged in the work should wear protective equipment. (See item 8.9)
2. During loading
 Monitor the level by means of the level indicating system and the high-level alarm system.
 Also, see item 6.4 “General cargo handling during loading / unloading”.
 For Acetic Acid cargo See item 6.3.16 Preventions against freezing or blocking of PV valves and lines
3. After loading
 After loading, close all the valves used and disconnect the cargo lines from the shorelines.
4. During voyage
 Spray water on deck to prevent the temperature rise.
5 Before / during / after loading
See the general precautions mentioned in 6.3. to 6.5.
6.7.3 Phosphoric acid (dry process)
1. Before loading
 Fill the compressed air into the heating coil and secure the pressure.
 Fit a guard cover to the manifold connection to prevent the danger due to bursting.
 Replace the tank filling line and with the circulator. (If there is and according ins.)
 Connect the cargo line intended to use to the shore cargo line at the manifold connection and then open or

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 All persons engaged in the work should wear protective equipment. (See item 8.9).
 Also, see item 6.3 “Precautions before loading / unloading “.
2. During loading
 Monitor the levels by means of the level indicating system and the high-level alarm system.
 Also, see item 6.5 “General cargo handling during loading / unloading.
3. After loading
 After loading, close all the valves used and disconnect the cargo lines from the shore lines
4. During voyage
 Monitor the temperatures inside cargo tanks.
 Secure the air pressure filled into the heating coil
 Spray water on deck to prevent the temperature from raising
 Monitor the circulation system due to the cargo pump
5. Before /during / after loading
See the general precautions mentioned in 6.3 and 6.4.
6.7.4 Acrylonitrile, Aniline and Other Toxic Chemicals
1. Before loading
 Fill the compressed air into the heating coil and secure the pressure
 Secure the working of high level alarm system
 Connect the gas purge line of the vent line for the cargo tank intended to carry to the shore installation
for returning the cargo vapour to shore and then open the valves at the connection.
 Also, see item 6.3 “Precautions before loading / unloading”.
2. During loading

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3. After loading
 Close the valves of the vapour return line at the vent line and disconnect the connections from the shore
installation.
 Also, see item 6.5 “General operations after completion of the loading /unloading”.
4. During voyage
 Secure the air pressure filled into the heating coil.
 Spray water on deck to prevent the temperature from rising.
 Examine the blockage condition of breather valve and flame arrester on p/v valves.
5. Before /during / after loading
See the general precautions mentioned in 6.3 to 6.5
6.7.5 Chloroform and Epichlorohydrin
1. Before loading
 Secure the working of high-level alarm system.
 Connect the gas purge line of the vent line for the cargo tank intended to carry to the shore installation for
returning the cargo vapour to shore and then open the valves at the connection.
 Connect the cargo line intended to use the shore cargo line at the manifold connection and than open or
 All person engaged in the work should wear protective equipment. (See item 8.9)
2. During loading
3. After loading
 Close the valves of the vapour return line at the vent line and disconnect the connections from the shore
installation.

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4. During voyage
 Monitor the temperatures inside cargo tanks.
5. Before / during /after loading
See the general precautions mentioned in 6.3 to 6.5.
6.7.6 Phenol
Product characteristics of Phenol
PHENOL is carried at sea in a generally pure state. As a result, it has a high freezing point of approximately 40~
41 °C. PHENOL is also extremely dangerous when it comes into contact with the eyes or skin and can be fatal.
Following properties are observed:
 White crystals below 41ºC.
 Clear liquid on melting.
 Sweet odour like disinfection solvent.
 Very toxic and flammable.
 Melts at 41 °C.
 Very fast resorption via skin.

Phenol is used to manufacture phenolic resins, and in the pharmaceutical industry. In past, phenol has been used
in disinfectants, due to its ability to destroy germs, body tissue etc.
Other Names: Carbolic Acid, Monohydroxy Benzene.
The substance and the vapour are corrosive to the eyes, the skin and the respiratory tract. Inhalation of vapour
may cause lung oedema. The substance may cause effects on the central nervous system, heart and kidneys,
resulting in convulsions, coma, cardiac disorders, respiratory failure, collapse. Exposure may result in death. The
effects may be delayed. Even small amount of water will decrease the melting point (diluted with approx. 6% of
water the phenol is liquid at ambient temperature).
Physical properties of Phenol.
Density: 1.058 (@ 50 °C) Kg/l
Water-Solubility: 7 %g/g
Melting Point: 41 °C
Boiling Point: 182 °C
Vapour Pressure: 0.0002 bar
Viscosity: 4.64 mPa*s
Flash Point: 78 °C

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LEL: 1.3 % vol
UEL: 9.5 % vol
Odour Limit: 0.05 ppm
Stowage Data of Phenol.
Specific Gravity: 1.058 dimensionless
SG Reference Temp: 50 °C
SG Correction Factor: 0.0008 1/°C
Carriage Temp: 52 °C 50-55
Discharge Temp: 52 °C 50-55
Max Adjacent Temp: 55 °C
Adjacent Cargo Remark: Heat sensitive product (discolouration)
Follow shippers heating instruction. Phenol is

sensitive to overheating (discoloration).
Heating Remark:
Observe max. allowed heating system
temperature
Code minimum requirement
a. UN number: 2312
b. Pollution category: Y
c. Hazards Safety and pollution hazard: (S / P)
d. Ship type: 2
e. Tank type: Integral and Gravity tank
f. Tank vents: Controlled venting
g. Tank Environment: No
h. Electrical equipment: T1,iiA, flashpoint exceeds 60 °C
i. Gauging: Closed
j. Vapour Detection: Toxic vapours
k. Fire Protection: Alcohol resistant foam or multipurpose foam
l. Material of construction: Nil
m. Respiratory and eye protection: Yes

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1 Before loading
Checks to be completed:
1. Confirm vessel has been provided and effectively implemented Phenol specific cargo handling
procedures?
2. Confirm safety meetings are being undertaken on board to ensure all crew members understand
the hazards of Phenol and the precautions during transfer of same?
3. Confirm pre arrival cargo meetings are being carried out on board with watch keepers to review
Phenol transfer operations?
4. When on Shell Charter, confirm vessel has been provided and will comply with Shell Chemicals
Phenol Cargo Handling Sheet requirements?
5. Confirm splash guards will be in place on the Phenol ship shore manifold flange connection and
any temporally flanges?
6. Confirm at least 5 litres antidotes PEG 300 or 400 are readily available at the cargo handling
manifold and cargo control room?
7. Verify that vessel has the appropriate gas detection equipment for Phenol on board?
8. Confirm cargo tanks for Phenol do not have any deck heat exchangers that require cargo to be
pumped for heating?
9. When cargo heating medium is returned to the engine room, confirm testing of heating coil return
for any presence of cargo is carried out with Phenol test kit and recorded?
10. Confirm that company Personal Protection Equipment for Phenol high risk operations will be used
and minimum consists of: Gas Tight Exposure Suit with attached boots, gloves, hood and self-
contained breathing apparatus set?
11. Confirm company definition of Phenol high risk operations are classified of but not limited to:
Connecting/disconnecting any Phenol hoses, Work at the manifold area during transfer, Line clearing,
Gauging, Sampling, Purging cargo pump cofferdams, Emergency Response and opening of any cargo
containment system?
12. Confirm senior Deck Officer’s in charge of the operation have practical Phenol transfer
experience.
13. Record number of senior officers Phenol transfer operations in past four years, one loading and
discharge counts as two operations. If a combined experience of 6 or more cannot be achieved,
please feedback effective mitigation actions.
 In consideration of the ISM code, and IBC code 16.3 the Master must ensure that adequate on board
training of personnel involved in the transfer of Phenol, and also that verification checks are in place to
ensure the integrity of the cargo system, prior to, and during the transfer and carriage of phenol.
 All shore and ship cargo lines and tanks are to be presented clean (residual free), dry, odor free, and rust
free, with good gaskets and pressure tested heating coils.
 Note: Vessels using heat exchangers which require the product to be pumped through the heater, are not
to be used for the carriage of Phenol.
 Before using the heating coil, inspect the cargo tank intended to use by detecting gas and than secure
there is no abnormality.
 Secure the working condition of breather valve and the lever position
 Connect the gas purge line of the vent line for the cargo tank intended to carry to the shore installation for
returning the cargo vapour to shore and open the valves at the connection.
 All persons engaged in the work should wear protective equipment in accordance with the Chemical PPE
matrix.

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Use of full chemical suit and SCBA is highly recommended when in close proximity to phenol e.g. but not
limited to:-
1. Working at the manifold.

2. Standing close to the manifold observing start of transfer.
3. Manual gauging
4. Sampling
5. Tank Cleaning with Portable Machines
6. Opening any part of the cargo containment system (tank hatches, drains, etc.)
7. Purging cargo pump cofferdams
8. Emergency Response
9. Any other task/location where the risk of contact with phenol can been deemed to exist.
At other times it is recommended that during a phenol transfer, the number of persons allowed on the
cargo deck be “as required/restricted”, and as a minimum, safety glasses should be worn at all times along
with other appropriate PPE.
Phenol transfer is not to be started unless a supply of Poly Ethylene Glycol (PEG) is on board the transfer
vessel/vessels, and decontamination procedures are in place.
 Also, see item 6.3 “Precautions before loading / unloading “and 6.4.11. “Padding or Nitrogen purging”
2 During loading
 Also, see item 6.4 “General cargo handling during loading / unloading “.
 For Cargo Phenol See item “6.3.16 Preventions against freezing or blocking of PV valves and lines”
Topping Off
 Wherever possible, tanks being loaded must be topped off as quickly as possible in sequence, to prevent
lines freezing.
 Loading rates to each tank must be adjusted to minimize the chances of product freezing in the lines
before they can be blown.
 When tanks with individual lines and manifolds are being loaded, consideration may be given to
completing and blowing each tank as a separate entity, depending on time restrictions, shore facilities,
charterers instructions etc.
Line Blowing
Line blowing of Phenol must only be carried out with Nitrogen to avoid contamination of the cargo with moisture
from the air. Effective and mandatory blowing of cargo lines must be carried out immediately upon completion of
loading. In case that loading is stopped for any reason, the vessel must be prepared and ready to blow the cargo
lines immediately back to the tank from the manifold. If cargo tanks are fitted with a drop line, great care must be
taken to load simultaneously part of the cargo through the pump stack in order to prevent blocking of the cargo line
between the delivery valve of the pump and the drop line valve.
High pressure nitrogen must be used for blowing cargo lines.
Controlled blowing must be conducted until the line to the tank is free from PHENOL. It may well take some 10/15
minutes of blowing each line until the lines are clear. The lines can be “tapped” using a small hammer or spanner.
If a clear bell type ring is heard, then the lines must be clear. A dull “thunk” sound indicates that product is in the
line and may already be frozen.
Note: the opposite side (of manifold crossover) to loading connection will be solidified and must be externally
heated.
Sampling

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Closed sampling system must be used. Hot water / steam have to be available during sampling in order to
unfreeze a blocked sampling point.
Phenol is very easily discoloured. This will happen when stored for a long time, and will be accelerated by heat.
If the discoloration has started, it will continue regardless of any action, but note above. At least the following
samples must be retained onboard in addition to any samples for receivers:
a. Shore tank(s) sample(s)
b. Shoreline sample
c. Start sample at vessel’s manifold.
d. First foot sample.
e. Full tank sample after loading.
Venting
Once loading has commenced, it must not be interrupted unless absolutely essential. If loading is interrupted, lines
must be blown using the line blowing procedure outlined. Rates to individual tanks must be adjusted to facilitate
quick and effective topping off, without risk to personnel, the environment and the ship’s cargo system.
All tanks to be loaded must have adequate ventilation. As PHENOL freezes at +40 °C, personnel must be aware
that there is a possibility that vent lines may become blocked must the vapour freeze.
If vapour return line is not provided by the terminal, it must also be realized that during loading operations,
PHENOL vapour will be released into the atmosphere during loading 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, including gangways, flying bridge, deck access etc.
The office must be informed if no vapor return line is provided during loading operations. Risk assessment for the
operation to be re-reviewed and additional mitigating measures to be adopted as necessary.
3 After loading
 After loading, close all the valves used and disconnect the cargo line from the shoreline.
 Close the valves of vapour return line at the vent line and disconnect the connections from the shore
installation.
 Also, see item 6.5 “General operations after completion of loading / unloading.
Heating
Once the lines have been blown, hoses can be disconnected and blanked. During the loaded voyage, flexible
hoses must be disconnected, along with any sections of “non-permanent pipework” i.e. reducers, “Y” pieces,
crossovers etc.
There are no special carriage requirements for PHENOL, other than ensuring that the cargo temperature is
maintained in accordance with charterers heating instructions. If no specific heating instructions are supplied, the
cargo must be kept at a temperature of approximately +55 °C or advice sought from the office.
The PHENOL must be carried at temperatures within charterers instructions, typically between +50 and + 60 °C. A
cargo heating log must be maintained.
The integrity of the heating system for the cargo tanks loaded with Phenol must be thoroughly checked, so to
ensure that no toxic and/or corrosive cargo may return to the Engine Room.
4 During voyage
 Monitor the temperatures at least twice per day inside cargo tanks and maintain records
 In case of high temperature gradients between bottom and top of the cargo tanks, recirculate the cargo to
homogenise the cargo temperature. In any case, recirculate the cargo at least 1 hr twice a day.
 Check every day that the pumps are running and not frozen. Pump lever in Cargo control room would still
be showing pressure even if the pump is not running since it indicates the pressure of hydraulic oil and

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does not confirm to the pump actually running. The only way to make sure is to run cargo on recirculation
and check locally if the cargo is flowing and being recirculated. Appropriate PPE must be worn at all times
when working on deck.
 Prior recirculation of cargo ensure that the discharge / line master valves are fully closed. It may be a case
that some frozen cargo on valve seat may have caused the valve to remain crack open. It would be
prudent to heat the valve with hot water / steam for a while and then ensure valve fully shut. Recirculation
should only begin once valve status has been determined
 When recirculating cargo monitor the cargo line past the discharge valve to check if any cargo flowing into
the cargo line. Where possible keep the cargo line from manifold to pumpstack pressurised with nitrogen
to avoid cargo flow into the cargo line.
 Immediately upon completion of recirculation effective and mandatory blowing of cargo lines must be
carried out using Nitrogen.
5 Discharging Phenol
Due to its high freezing point, vapour lines, pressure/vacuum valves, pump stack valves and deck tank sumps etc.
may be blocked due to frozen product. Care must be taken during the initial stages of discharge to ensure that all
are unblocked by applying either external live steam or hot water and then;
 Product is moving and being discharged.
 Tank ventilation is effective for the discharge rate.
 If there is any doubt, the discharge rate must be slowed down. If discharge has to be stopped, then dry air
or nitrogen must be available immediately to blow and clear lines.
 The fire main is to be pressurized before commencing discharge and throughout all cargo/tank cleaning
operations. The anchor cables can be used to bleed pressure, whilst the system is in standby. Foam/water
cannons are to be directed over the cargo handling/manifold area throughout the operation.
 If the cargo is to be discharged in parcels, then the following precautions must be made, prior to
completing a parcel.
o Nitrogen must be available to immediately blow all lines back to the tank(s) being discharged.
Lines must be blown until the Chief Officer is satisfied that the lines are clear.
o Upon completion of a tank/cargo, a tank dry certificate must be issued immediately, due notice
must be given to the receiver’s representative to ensure that he/she is on board and in position
prior to completion of cargo.
o The minimum number of tanks and lines to be used for each parcel. Once the tank dry certificate
has been issued, lines must be blown until the Chief Officer is completely satisfied that the lines
are clear.
DURING LINE BLOWING OPERATIONS, ALL NON-ESSENTIAL PERSONNEL MUST BE PROHIBITED FROM
ACCESS TO THE DECK AND ALL PERSONNEL ENGAGED IN PHENOL OPERATIONS MUST WEAR FULL
PROTECTIVE CLOTHING AT ALL TIMES. IT MUST BE REMEMBERED THAT DURING LINE BLOWING,
PHENOL CAN BE BLOWN INTO THE AIR, WITH THE RESULT THAT IT WILL FALL AS SNOW. EXTREME
CARE MUST BE TAKEN AT ALL TIMES.
 Upon completion of blowing, the immediate area must be drenched with sea water to wash away any
residual product that may remain.
6. Cleaning operation
PHENOL is a category “Y” substance and depending on the discharge temperature, must be pre-washed in
accordance with MARPOL requirements (Solidifying Substances).
ALL PERSONNEL ENGAGED IN PHENOL OPERATIONS MUST AT ALL TIMES WEAR FULL PROTECTION.
Once pre-washing is required a plan must be prepared in CT VO 32.

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Regardless of whether or not tanks have been pre-washed, all tanks used for the carriage of PHENOL must be
tank cleaned in accordance with the requirements of MARPOL Annex II substances, as a minimum and prepared
for the next cargo. Any instructions regarding special cleaning procedures supplied by the charterers must be
followed and the washing/cleaning procedures detailed in the vessel’s tank cleaning plan.
Safe Handling
Refer to the MSDS of the cargo. The Pre-cargo training on board must include detailed discussion of the safe
handling of the cargo as per guidance available in the MSDS.
Also refer to the general precautions mentioned in 6.3 to 6.6.
6.7.7 Dimethyl form Amide, Methyl Acrylate and Methyl Methacrylate
1 Before loading
 Connect the cargo line intended to use to the shore cargo lines at the manifold connection and then open
or close the necessary valves for handling the cargo.
 All persons engaged in the work should wear protective equipments.
 Also, see item 6.3 “Precautions before loading/ unloading “.
2 During loading
3 After loading
 After loading, close all the valves used and disconnect the cargo lines from shorelines.
 Also, see item 6.5. “ General operations after completion of loading / unloading “
4 During voyage
 Monitor the temperatures inside cargo tanks with the temperature monitor level.
 Examine the blockage condition of breather valve and frame arrester on periodical


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6.7.8 Ethylene Dichloride
1 Before loading
 Fill the compressed air into the heating coil and then secure the pressure.
 Connect the cargo line intended use to the shore cargo lines at the manifold connection and then open or
2 During loading
 Also, see item 6.4 “General operations after completion of loading / unloading “.
3 After loading
4 During voyage
 Monitor the temperatures inside cargo tanks with the temperature monitor panel.
6.7.9 Benzene, Formaldehyde and Caustic Soda
1 Before loading
 Before using the heating coil, secure that there is no abnormality by checking the sample.
 Fit a guard cover to the manifold connection to prevent the danger due to bursting
or close necessary valves for handling the cargo.

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2 During loading
3 After loading
 Also, see item 5.5 “General operations after completion of loading / unloading “.
4 During voyage
Monitor the temperature inside cargo tanks with the temperature monitor panel.
6.7.9.1 Minimum Safety Standards for Benzene and Cargoes Containing Benzene
IBC Code, page 215 to 219, MSC/Circ. 1095 of 18 June 2003 should be consulted before commence loading
operation of cargoes which may contain benzene.
The cargoes that may contain benzene are;

- Benzene and Benzene mixtures
- Naphtha, varnish makers and paints (75%)
- White Spirit
Chronic exposure to very low concentrations of benzene vapours in air may inter alia cause leukaemia. In order to
protect health of the crew and shore based workers at port, at least but not limited, following measures should be
taken while carrying bulk liquids containing benzene the content of which is 0.5% or more by mass.
1 Prior to loading
 The shipper should provide to the master a material safety data sheet. The master should not commence
loading without proper MSDS and, in this case, the master should contact with the charterer and the
Company immediately.
 Safety meeting should be held with participation of all crew and they should be informed about danger of
Benzene, risk to their health and so relevant safety precautions, prior to cargo operations.
2 Personal Protection, Maintenance of Personal Protection Equipment and Training
 Crew members who might be exposed to benzene should wear full protective suit and to be used SCBA
(Self Contained Breathing apparatus) for respiratory while sampling, gauging or when skin contact with the
cargo is likely.
 Crew members who might be exposed to benzene vapours should be given proper training, which should
include:

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 Use only SCBA (Self Contained Breathing apparatus) for respiratory. (The crew should be
trained for usage of SCBA even if they know how to use it).
 The method of donning the SCBA and checking that it fits and is operational
 The respiratory hazard and the effect on the wearer if the respirator is not used properly
 The engineering and administrative controls being used and the need for respirators to
provide protection
 The reason for selecting SCBA respiratory, so danger of Benzene exposure
 The function, capabilities and limitations of SCBA
 The equipment for personal protection should be maintained and replaced in accordance with the
manufacturer’s instructions. Maintenance records should be kept on board in related files.
 The crew working on deck shall wear appropriate protective equipment and only work related to cargo
handling is allowed on deck.
 A manifold warning sign shall be adjacent to the gangway with below notice:
WARNING – BENZENE
REGULATED AREA
CANCER CAUSING AGENT
RESPIRATOR REQUIRED
3 Air Quality Monitoring and Exposure Limit
 Cargo loading, tank cleaning and gas freeing are those procedures on board a ship that expose the crew
to the largest risk of exposure to vapours from the products carried, both in the accommodation and on
open deck. It is, therefore, essential during these operations that all work on deck follows the provision
given in paragraph ‘2 Personal Protection, Maintenance of Personal Protection Equipment and
Training’
 The airborne concentration of benzene vapour should be measured by a trained and properly protected
crew with calibrated and approved instrument, before any crewmember is authorized to work in a given
area. Such measuring should be continued whilst there is a risk of exposure to benzene vapours.
 Crewmembers exposure to airborne concentrations of benzene vapours should be within a TWA (Time-
Weighted Average) limits. Time-Weighted Average definition; part of benzene per million parts of air by
volume (1 PPM), over an eight-hour period, which covers the time a person is assumed to work in any
24-hour period.
 Air conditioning intakes must be set to ensure that the atmospheric pressure inside the accommodation
is always greater than that of the external atmosphere. Air conditioning systems must not be set to
100% recirculation, as this will cause pressure of the internal atmosphere to fall to less than that of the
external atmosphere, due to extraction fans operating in sanitary spaces and galleys.
 Due consideration should be taken to ensure that the pressure differential between that of the inside of
the accommodation and that of the outside such that the pressure is not so great as to ensure self-
closing doors operate effectively and doors do not slam shut or open with the risk of increased injury
 All doors leading from the outside to the accommodation and to the engine-room should be closed and
kept closed during venting, tank cleaning, and tank breathing and gas-freeing. If external doors have to
be opened for access, they should be closed immediately after use. Only one door on the windward
side/nearest to the cargo control room is to be used an access. Doors that must be kept closed should
be clearly marked. Doors should not normally be locked in port. However, where there are security
concerns, measures may need to be employed to prevent unauthorised access while at the same time
ensuring that there is a means of escape for the personnel inside.
 Air quality inside of accommodation should be regularly monitored by means of fix and/or portable gas
detection equipments for presence of benzene vapour. Interval and places should be selected by the
master.
 All doors inside the accommodation shall be kept closed during loading, tank cleaning, and tank
breathing and gas-freeing.
 Vapour concentrations on deck shall be measured prior to any work being undertaken.
4 Entering into Enclosed Space which may contain Benzene

 Entry into unsafe space (any space that has not been proved safe for entry) should only be
considered in an emergency situation when no practical alternative exists. In this highly
hazardous situation permission is to be obtained from the Company before entry. Where it is
agreed that such an operation is necessary, a risk assessment should be carried out and a safe

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system of work developed in agreement with the Company. ‘Entry into Enclosed Space’ part of
this manual should be checked and clearly understood before issue any entry permit.
5 Medical Monitoring
 Crewmembers potentially exposed to benzene vapour inhalation should be submitted to a programme of

regular suitable medical checks on their health. For more detail see chapter 9.0 ‘Health and Safety
Procedure’ of this Manual.
6 Ship/Shore Connection
 Prior to disconnecting, efficient and complete stripping and purging of all pipes, hoses and hard arms
used for cargo handling should be ensured.
7 Controlled Tank Venting System
 Vapours displaced from the tank during loading, tank cleaning, tank breathing and gas-freeing should be
emitted through a controlled tank venting system. For the details of Controlled Tank Venting System,
see chapter 6.3.15, Types of Venting System of this Manual.
 Whenever a vapour emission control system is available ashore, vapours displaced from the tank during
loading should be returned to that system (vapour return).
8 Cargo Measurement and Sampling
 All cargo-related measurements (e.g., ullage, temperature and sampling) should be carried out in a
closed mode to minimize the risk of exposing the crew and shore personnel to harmful vapours. When
this is not possible, personal protection equipment should be worn.
9 Contaminated Clothes
 Working clothes should not be brought into the accommodation. Therefore, whenever possible, all working
clothes should be removed and put in designated lockers prior to the crew entering the accommodation.
6.7.10 Styrene Monomer
1 Before loading
 Fill the compressed air into the heating coil and then secure the pressure.
 Fit a guard cover to the manifold connection to prevent the danger due to bursting.
or close necessary valves for handling the cargo.
 All persons engaged in the work should wear the protective equipment.
2 During loading

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 Check item 6.3.16 “Preventions against freezing or blocking of PV valves and lines”
3 After loading
 Also, see item 6.5 “General precautions after completion of loading/ unloading “.
4 During voyage
 Monitor the temperature inside the cargo tanks
 Examine the blockage condition of breather valve and flame screen on the p/v valves..
6.7.11 Hexamethylenediamine Solution (Molten, HMD)
For the purpose of this part Hexamethylenediamine solution and HMD are synonym.
6.7.11.1 General
HMD is a corrosive, toxic and colourless liquid soluble in water. HMD pre-loading operations may vary depends on
shippers. There are three main producer in the market:
 INVISTA (Ex-DuPont),
 BASF and
 RHODIA
Hexa Methylene Diamine is very aggressive due to its corrosiveness and it’s melting point, which can cause
severe problems during cargo handling operations. In addition it is a delicate chemical that requires careful
handling. Consequently, safety procedures and cargo care are paramount.
HMD shipments for other Charterers may require different measures. Master is responsible to comply with
required measures.
6.7.11.2 HMD Characteristic
HMD is highly corrosive chemical, which is being used for the production of nylon. Oxidation is the main risk for the
quality of the product. For this reason the cargo is to be loaded, transported and discharged under nitrogen
positive pressure. In addition, HMD (90%) is solidifying around 28o Celsius and HMD (98%) is solidifying around
38o Celsius. Therefore, the cargo requires heating and special cargo care during all operation and voyage phases.
Composition of solution is Hexamethylenediamine plus water. Cargo quantity defines product solution percentage.
Substance %w/w
Hexamethylenediamine >85 x <98%
Water >15 x <2%
UN No.: 1783
Group: Aliphatic Amines
USCG Comp.: 7
Marpol: Annex II, Category Y
IMDG: 8
EMS FIRE: F-A (See IMDG Code Supplement – ‘The EmS Guide’)

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EMS SPILL: S-B (See IMDG Code Supplement – ‘The EmS Guide’)
Corrosive: High
Toxicity: Yes
Flammable: Yes
Ship Type: 3
Tank Type: 2G
Tank Vent: Controlled
FOSFA: Banned
Stability: Stable, no inhibitor required
Special requirements:
Oxygen content: < 100 PPM

Tank – over pressure: 30< X <100 mbar
Temperature for (90%) solution: 38 – 42oC
Temperature for (98%) solution: 48 – 42oC
Quality of nitrogen: 99,999% minimum
All above information are given only for general information. For specific HMD cargo information to be
carried, Material Safety Data Sheet and shipper request for heating should be consulted.
6.7.11.3 Safety Precautions
HMD is classified as a corrosive liquid (IMDG Class 8), it is extremely irritating and corrosive to skin and mucous
membranes.
It can produce chronic ulcers and small haemorrhages. When absorbed through skin it may cause disturbances of
circulation and nervous systems.
When handling HMD provide for adequate protection for eyes and body against splashing solutions, avoid vapour
inhalation or solution contact or white powdery carbonate around man holes, flanges with skin.
Precautions working with HMD are:
 The Tank(s), subject to load HMD, and all associated equipment should be stainless steel and all gaskets
should be Teflon (PTFE).
 Gas-Tight Chemical Suit with SCBA should be worn when there is a chance of spray of HMD such as
sampling or breaking hose connections.
 Before arrival loading port PV valves should be examined. They should be clean and in good operational
condition. There should be no ex-cargo trace and polymerization. Blockage of PV valves can cause
serious problems.
 Cargo is to be loaded and discharged under closed loading / discharging operation. In any stage of
operations pressure in the tank cannot exceed 80% of PV valve setting. (i.e., If PV set is 200 mbar, than
tank pressure should be less than 160 mbar.)
 HMD shipped at 90%-98% concentration in water is not flammable.
 Cargo requires nitrogen purging before loading and nitrogen blanket during voyage. Personnel should be
aware of the potential hazards associated with nitrogen and, in particular, those related to entering
enclosed spaces or areas in way of tank vents or outlets which may be oxygen depleted. High
concentrations of nitrogen are particularly dangerous because they can displace enough air to reduce
oxygen levels to a point where people entering the area can lose consciousness due to asphyxiation. A
problem not experienced with flue gas is that nitrogen cannot be detected by human senses, so smell
cannot be relied upon and personnel may not be able to recognize the physical or mental symptoms of
overexposure in time for them to take preventive measures.
 Chapter 6.3.17 to 6.3.20 of this Manual should be consulted before commence nitrogen operation.

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 Technical readiness of tank should be checked and satisfied. Test all equipment on tank; high level
alarms, overfill alarms, closed gauging system, temperature sensors and cargo pump according to
manufacturer’s instruction, they should be in goon operational condition.
 Heating coils must be tested and found in good condition.
6.7.11.4 Prior to Loading
In general, chapter 6.4 ‘General Cargo Handling during Loading / Unloading’ and chapter 6.5 ‘General Operations
after Completion of Loading / Unloading’ of this Manual should be consulted prior to Loading.
The Inspector appointed by the producer plays a very important part in coordinating the cargo loading operation
between ship and shore. Master and the inspector must ensure that the below described subjects are met:
 Cargo pump purge should be open and clean. Do not use any tank if the serving cargo pump have oil
and/or cargo leak into tank or pump cofferdam.
 Do not use rupture disk or any other similar method or any method which makes the PV valves
inoperative. PV valves including flame arresters should be clean, without any ex-cargo trace, and
polymerization. PV valves should be tested before arrival and before commence nitrogen purging.
 Tank must be clean, dry and odour free in the opinion of surveyor. Special attention is to be paid to ensure
no any particles and dust on the tank’s bottom surface. Avoid using rags or cotton waste for drying tank
bottom - let it dry naturally. Surveyor can put flashlight on the tank wall shooting the beam of light across
the floor to detect any particles. The floor is to be cleaned using paint rollers and sticky tape to remove lint
and dirts.
 Once the tank has been approved by inspector with visual inspection, shipper will supply vessel with DI
(De-Ionized) water about 10 cubic meters. The water must be circulated in tank for 15 minutes utilising a
butterworth system. However, circulation time can be extended up to 45 minutes by the inspector. In any
case, circulation period cannot be less than one cycle of butterworth machine. Required butterworth
machine number in one tank while circulating DI water is depends on the Inspector request.
 Sometimes DI water can be supplied by truck. In this case, DI water sample should be taken from manifold
before let the water come in the ship’s line and tank. DI water specifications should be requested from
shipper. (There are few experiences that off-spec DI water delivered to vessels.)
 If more than one tank is subject to load HMD cargo, shipper may request to transfer this DI water from one
tank to another for sampling. In this case, without approval of the tank’s sample the water cannot be
transferred to another tank. Otherwise if the sample fails, next tank will be failed because of off-spec DI
water. The best practice is to receive separate DI water to each tank.
 All butterworth hoses and machines to be used for circulation of DI water should be cleaned and well
drained with DI water before introduce to tank and commence circulation.
 Upon completion of butterworth circulation, the water should be circulated through the vessel pump and
lines for 10 minutes.
 Then the circulated DI water sample will be taken. Sample can be taken from pump stack or from lines
drain chock, it’s depends on the inspector request.
 The sample is to be delivered to the chemical laboratory for analysis by the inspector.
 Once the water sample(s) has been approved, the water is to be pumped out and tank well stripped. The
water cannot be left in the tank. After stripping remained minor quantity of the water in the tank is
negligible.
 Sometimes the inspector can be requested DI water circulation twice. First circulation is to be pumped out
without analysis and second circulated DI water is to be analysed.

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 Nitrogen cylinders, pressure regulators and gauge system are properly installed and operative. Nitrogen
cylinders may be connected to the ships permanent nitrogen system or directly into the tanks vent system
or to a fitting at one of the hatch. Nitrogen cylinders must be certified at 99,999 % pure Nitrogen. At least
10 nitrogen cylinder (50 litters x 200 bar) per tank should be supplied. All fittings and connections in the
system must be stainless steel and all gaskets to be Teflon (PTFE). Nitrogen cylinders and all fittings-
connections- hoses for nitrogen cylinders will be supplied by charterer. Master must ensure that all fittings
are stainless steel and gaskets are Teflon (PTFE).
 HMD will not be loaded until required quantity of nitrogen is delivered on board.
 Tank should be inerted by nitrogen and oxygen level should be checked periodically.. All precautions listed
in Chapter 6.3.20 of this manual should be followed. Tank should be marked as ‘DANGER! UNSAFE FOR
ENTRY’.
 Nitrogen purging normally performed by via cargo lines. Therefore nitrogen supply hose will be
disconnected and cargo hose will be connected before commence loading.
 The ideal set-up for the oxygen analysing and pressure gauge would be to connect directly at a tank hatch
fitting away from the induction point of the nitrogen.
 There must be primary pressure gauge easily accessible for prompt reading and secondary gauge must
be connected as well. If the tank has fix pressure gauge system as a secondary PV (refer to IBC code),
than it’s acceptable as secondary gauge.
 When the tank reached to required oxygen level (less than 100 ppm), all openings must be closed and
tank will be pressed with nitrogen up to 0.15 bar (150 mbar, 1500mmH2O) co-ordinately with shore. Do not
close any openings unless the terminal (shore) reduced to supplied nitrogen rate as much as minimum.
One person should be stand-by at the manifold and when reached to required pressure level in the tank
(150 mbar) manifold valve should be closed and the terminal should stop nitrogen supply simultaneously.
 Leak detection must be performed by a leak detector (foam type) to assure tightness of all valves, fittings
and hatches. When the inspector is satisfied that the tank system has no leaks the loading procedure will
be continued.
 Do not use silicone for tightness.
6.7.11.5 Loading
 Samples of HMD will be drawn at the terminal manifold and ship manifold. Ship’s manifold sampling can
be banned in some terminals and, if this is the case, master should be issued ‘Non-Delivery of samples’
protest accordingly.
 First foot sampling can be drawn but it depends on the inspector request. Sampling is to be performed by
circulation of cargo.
 Tank atmosphere pressure alarm should be set to 80 % of PV valve setting. In example, if PV set is 200
mbar, the tank pressure alarm should be set 160 mbar.
 After completion of cargo loading shore and ship’s lines will be blown to the ship’s tank by nitrogen.
Nitrogen pressure must be set accordingly.
 After blowing, the ships line will be filled by DI water due to freezing risk. Vessel will be supplied DI water
by Terminal.
 At last, the tank will be purged by nitrogen again via cargo line to reduce oxygen level as much as
possible. Oxygen level in the tank must be less than 100 ppm.
 Tank will be pressurized up to 100 mbar and all valves will be closed before hose connection.

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 After loading sensitive oxygen analyser (oxygen meter) will be delivered to the vessel by inspector. The
equipment instruction also will be delivered and usage of the equipment will be familiarized by the
inspector. The equipment will be used during voyage for oxygen measurement and the equipment will be
delivered to shore on discharging port after completion of discharging.
 Some inspector can be request to seal all hatches and openings. It’s usual and can be performed upon
completion of loading.
 At the end of loading ‘after loading samples’ will be taken by inspector with cargo circulation method.
Cargo pump capacity should be kept low as much as possible. One sample for receiver and one for ship to
be received. The master should be issued ‘Non-Delivery of samples’ if samples are not to be delivered to
the ship.
 Hot water or steam hose should be kept ready by sample spout at pump stack. (Only necessary when
ambient temperatures can cause the product freeze in the spout).
6.7.11.6 During Voyage
 All hatches and other openings into the tank are to remain closed during transit.
 Oxygen content, pressure and heat of cargo should be measured every 4 (four) hours and to be recorded
in the company ‘Cargo Monitoring Sheet’.
 Pressure of the tank should be maintained between 30 and 100 mbar. If pressure drops less than 30
mbar, the tank should be pressed by nitrogen through nitrogen cylinders. Cylinders valves should be kept
closed unless they are in use.
 Heating should be performed as per shipper instruction. Cargo should be circulated while heating. Steam
pressure in the tank heating coils should not be more than 2 kg/cm2
 Nitrogen cylinders must be fitted with pressure regulators.
 Oxygen level should be under 100 ppm. If this limit exceeded, nitrogen should be introduced to tank
through nitrogen cylinder. Pressure of the tank should be controlled and released slightly through vent
pipe for circulation of the tank atmosphere. When reached to required oxygen level all valves should be
closed.
 If pressure in the tank drops without temperature dropping, all connections and openings must be checked
including nitrogen cylinders connections.
 If heating coils are found to be leaking, blind off coils and contact with company immediately.
 All tanks around HMD cargo tank(s) should be examined by sounding during voyage for leakage if they
are empty.
 Do not purge to cargo pump cofferdam by air till completion of discharging.
 Master to submit to the office and charterer list of numbered cylinders used during the voyage for
maintaining the pressure and oxygen level of the HMD tanks and the remaining cylinders in stock.
6.7.11.7 Discharging
 HMD is transported under nitrogen cover and discharging is performed by using the vapour return system
and under closed discharging conditions.
 Pressure set-up of ship-shore is to be agreed with loading master before commence discharging.

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 PV lines should be examined for freezing before commence operation.
 Some receiving terminals can supply nitrogen directly into the tank instead of vapour return from shore
HMD tank. All precautions listed in chapter 6.3.20 of this manual should be consulted for safe operation.
Supply nitrogen pressure and flow rate should be controlled by shore and written agreement with loading
master should be done before commence operation. As a reference, nitrogen supply rate should be equal
but not be more than discharging rate of cargo.
 Cargo tank must be kept in over pressurized during discharging. ( between 30 and 100 mbar)
 Cargo should be heated as per shipper request for discharging.
 There should be no ballast water in the adjacent ballast tanks to the HMD tanks during discharging.
Otherwise the cargo temperature above the tank floor may sink to melting point before the discharging
operation is completed and HMD may solidify.
 Cargo should be circulated at least one hour before sampling.
 Hot water or steam hose should be kept ready by sample spout at pump stack. (Only necessary when
ambient temperatures can cause the product freeze in the spout)
 Present a copy of nitrogen, temperature and oxygen log to receivers.
 Steam and hoses to be to be ready for defrosting lines and valves.
6.7.11.8 Tank Cleaning After Discharging
 Do not open the tank after discharging for visual inspection. Maintain nitrogen inerted atmosphere till to the
moment the vessel able to clean tanks.
 Wash to tank with hot water (above 500 Celsius) if the atmosphere in the tank is inerted and to be kept
inerted during cleaning.
 If there is no chance to maintain inerted atmosphere or measure the atmosphere due to lack of equipment
the tank must be washed refer to chapter 6.9 of this Manual.
 Do not enter the tank unless it’s proved that tank is safe for entry and enclose space entry permit being
issued.
6.7.12 MDI: Synonyms: DIPHENYLMETHANE
Physical and Chemical Properties
Form: liquid
Odor: faint odor, aromatic
Colour: light yellow
Melting point: 38 °C ( 1 ATM)
Boiling point: 190 °C ( 5 mmHg)
Density: 10.22 lb/USg ( 25 °C)
1. Cargo Tanks
Stainless steel cargo tanks or carbon steel tanks with intact suitable type of coating are acceptable.
2. Cargo Pumps
Separate hydraulic or electric deep well pumps for each cargo tank are required.

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Pump room ships with common pumps or booster pumps are not acceptable.
3. Liquid Line System
Liquid lines and stripping lines should be constructed of carbon steel or of stainless steel.
Dedicated seamless stainless steel hoses and Teflon lined composite chemical hoses (e.g. Chemflex) are
suitable.
4. Segregation of Liquid Line System
Separate lines and manifold connections are required.
5. Vapor Line System
Vapor lines should be constructed of carbon steel or of stainless steel.
Dedicated seamless stainless steel hoses and Teflon lined composite chemical hoses (e.g. Chemflex) are
suitable
6. Segregation of Vapor Line System
A separate vapor line system is required.
7. Vapor Emission Control
Controlled venting is required. Vapor return is permitted. Local regulatory requirements will be mandatory
Specific Vessel Requirements
1. Utility Systems
Heating coils operated with steam must be emptied, purged and segregated before loading.
Heating coils operated with fluid system must be segregated prior to loading.
If heating is specified to maintain the product temperature, the heating should preferably be done by adjacent
cargoes. If a heating system is used with a heating fluid, the fluid will be tested for compatibility with Polymeric
Isocyanate prior to loading, preferably Thermal Oil.
After completion of cargo operation the heating coils must be cleaned.

NOTE: Draining the system warm/hot between 65°C and 80°C will leave less fluid and solids in the lines than
draining it cold.
NOTE: Personnel should exercise appropriate caution when working around hot fluid – remember that Safety
Comes First, RA-01 to be raised.
Inlet of steam coil have to be opened and compressed air to be connected. The steam lines to be purged by Air
to the Thermal oil Expansion tank and/or Thermal oil Storage Tank.
The Steam Outlet line has to be opened and portable circulating pump to be connected to the steam inlet/outlet
pipes. Cleaning of steam pipes must be done by water circulation with neutral chemicals. After circulation the
system to be flushed with fresh water.
NOTE: Flushing and cleaning water must be handled according to contaminated the oil.
Blow system by compressed air.
NOTE: After re-starting heating system with steam, observation tank continuously monitoring within one day is
required. Before draining return steam line to the deck to be sure that no oil remain in the system.
All cargo tanks must be fitted with an automatic nitrogen pad system of sufficient capacity to maintain the
cargo tanks at a positive pressure during the entire voyage.

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If a Nitrogen generator is used, the gas must have at least a dew point of - 40°C.
Flue gas as inert gas is not acceptable and must be segregated.
2. Monitoring
Each cargo tank must be fitted with a fixed level indicator with high level alarm.
Each cargo tank must be fitted with a fixed temperature device with high and low temperature alarm to
measure the liquid temperature at a minimum of two levels.
Each cargo tank must be fitted with a fixed pressure device with high and low pressure alarm to measure the
vapor space pressure.
Documents for the settings and testing must be provided on request.
3. Liquid and Vapor Sample Points
All cargo tanks should be equipped with a closed sampling device at the discharge line and with a vapor
sample point.
4. Tank Inspection
Tanks, lines and valves should be cleaned to “water white” standard and be absolutely free of water AND
MOISTURE.
5. Preparation for Loading
Cargo tanks and piping system must be inspected for proper cleaning and liquid water free conditions and
purged with nitrogen to a dew point of -40° C (-40°F) before loading is commenced. The cargo pump
cofferdam should be purged with nitrogen, and then filled with dioctyl phthalate (DOP).
Caution: Any water or large amount of moisture reacts readily with Isocyanate to form both insoluble urea
compound and large quantities of carbon dioxide gas which may for example damage the cargo tank.
DRYING THE CARGO TANK AND CARGO PIPING BY MEANS OF NITROGEN FROM SHORE SUPPLY.
(THE SHORE WILL SUPPLY HIGH PURITY NITROGEN THROUGH THE CARGO LINE AND INTO THE
CARGO TANK – THE DRYING WILL REQUIRE A VOLUME OF NITROGEN EQUAL TO AT LEAST SIX
TIMES THE VOLUME OF THE CARGO TANK. DURING THE DRYING ALL DRAINS AND LINES MUST BE
OPENED AND CLOSED SEVERAL TIMES IN ORDER TO ENSURE THAT ALL PIPING SYSTEM IS
COMPLETELY DRY.
THE TANK CLEANING MACHINES MUST BE OPEN AND THE NOZZLE FACING DOWN SO ALL WATER
WILL DRAIN AND THE MACHINES ARE DRY AS WELL.
THE DRYING WILL CONTINUE UNTIL THE DEW POINT IN THE CARGO TANK GOES BELOW -40 C.) –
BE AWARE THAT SOME TERMINALS HAVE VERY HIGH FLOW RATE OF NITROGEN. AT ALL TIMES
THE PRESSURE IN THE TANKS MUST BE MONITORED.
WHEN START DRYING MAKE SURE THAT AT LEAST ONE HATCH PER TANK IS OPEN.
6. Personnel Protection and in case of spill
FOR PERSONAL PROTECTION: A solution of 99% isopropyl alcohol (IPA) and 1% Tincture of Green Soap
“Neutralizer”.
IN CASE OF A SPILL: A solution of 50% isopropyl alcohol (IPA), 10% Aqua Ammonia and 40% (fresh) water
(This should be made available in the vicinity of the loading area, together with a barrel pump, hose and spray
gun).

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CONNECTING CARGO AND VAPOR HOSES. (DURING THE CONNECTION FULL PERSONAL
PROTECTION MUST BE WORN – GASTIGHT SUIT AND SCBA DURING LOADING LIMIT THE
PERSONEL ON DECK TO MINIMUM REQUIRED. WHEN CHECKING MANIFOLD, PUMPSTACK AND
CARGO LINES THE DUTY RATING MUST WEAR FULL PROTECTION (GASTIGHT SUIT AND SCBA).
7. Cargo Transfer
Cargo loading should start at a reduced rate until sufficient level is reached in the cargo tanks to obtain
samples and until the loading line is completely submerged.
After the foot samples have been taken loading may continue at reduced rate while the analysis is performed.
If the analytical results show the material to be out of specification, loading must be stopped immediately and
not resumed until notified by the plant quality representative.
Retain samples will be taken after loading is completed. The vessel should only be released after analyses of
the final samples are completed or if approved by the respective plant quality representative.
At the receiving location a sample will be taken from each compartment and analysed before any product can
be discharged.
If a vapor return line will be used allow always a positive replenishment of the vapor in the cargo tanks.
FILLING CARGO LINE WITH MEC.
AFTER DISCONNECTION THE CARGO LINE WILL BE FILLED WITH MEC (METHYLENE CHLORYDE)
AND ALL THE VALVES AND DRAINS MUST BE MOVED SEVERAL TIMES TO ENSURE THAT ALL
CARGO RESIDUES ARE REMOVED. KEEP DROP AND DISCHARGE VALVE CLOSED TO ENSURE THAT
NO MEC GOES INTO THE CARGO).
8. Cargo Custody
The vessel has to maintain a positive nitrogen pad during the entire voyage.
The temperature should be maintained during the voyage within the following recommended range:
 Polymeric Isocyanate  24° C (75° F) to 41° C (105° F),
 Crude Polymeric Isocyanate  35° C (95° F) to 43° C (110° F).
As a minimum, temperatures must be taken from each tank at least twice per day, with subsequent
temperatures from a particular tank taken at roughly 12 hour intervals.
If heating is necessary, do not exceed maximum loading temperature of 43°C (110°F) for Polymeric
Isocyanates and 49°C (120°F) for Crude Polymeric Isocyanates. The heating warm-up rate should not exceed
1° C per hour. The max. Allowed wall temp. Should not exceed 49 °C (120°F).
Maintaining the temperature at 49°C (120°F) or above for extended periods of time, may result in out-of-
specification and / or the degradation of the product.
Maintaining the temperature at 18°C (65°F) for Polymeric Isocyanates and 32°C (90°F) for Crude Polymeric
Isocyanates or below for extended periods of time, may result in out-of-specification, lower viscosity values
and / or crystallization.
The vessel has to maintain a pressure and temperature log for the entire voyage. The logs should be
presented to the surveyor at the receiving location upon request. The log's should include product name, tank
number, initial tank pressure respective temperature, date and time when measurements are taken with the
respective tank pressure and temperature, nitrogen supplied yes / no, product heated yes / no and any
exceptions.
Prior Discharge and Discharging Preparation.
 During discharge vapor return or nitrogen make up supply is needed. Ensure that the tank is well drained,
and keep the tank AND lines under nitrogen and totally dry until tank is cleaned.

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 Use NITROGEN (NOT air!!) for the cargo stripping system, and for clearing the cargo lines.
 Ensure that the "neutralizer" is available when disconnecting the shore hose
 Ensure that the residues of the Isocyanate do NOT come in contact with water OR MOISTURE!!
Prior Cleaning Preparation and Cleaning
 Isocyanates can be cleaned with an appropriate quantity (to allow for recirculation) of chlorinated solvent
(or MEC OR PCE (PERCHLORETHYLENE) or toluene or DRY gasoil). Do NOT use water! Water (or even
the moisture in the air in excess of only 100ppm) will react with the isocyanates to produce solids (urea),
and evolve carbon dioxide and heat
 Check the compatibility of the cleaning solvent with the cargo tank coating, the cleaning solvent used for
cleaning MUST be DRY, and MUST be stored in absolutely DRY conditions. The cleaning solvent should
be pre-heated to, about, 35ºC.
 As soon as the tank is empty of the Isocyanate, and a SIGNED empty (dry) tank certificate has been
issued, transfer the chlorinated solvent to the tank using the cargo line system. Use FIXED tank-cleaning
machines whenever possible and solvent resistant hoses, and recirculate the chlorinated solvent using the
cargo pump for, about, four (4) hours.
 In cases where NO slop facilities exist, retain the slop (chlorinated solvent and residues) IN THE CARGO
TANK until proper disposal can be arranged. If solvent residues need to be transferred to another tank,
make sure that tank is dry and under nitrogen blanket until residues are properly disposed of.
 When the slop (chlorinated solvent and residues) has been properly disposed of, keep tank closed and
under nitrogen blanket until water washing can start.
 Washing should only start when tank(s) can be washed overboard following MARPOL Regulations. Initial
water slops from cleaning should not be transferred into a slop tank and retained on board.
 HOT wash with seawater or fresh water using at least, four (4) cycles of the tank-cleaning machines,
depending upon the tank size and construction, and the location of the tank-cleaning machines
 If sea-water is used for washing, the fresh water rinse or steam the tank for, about, two (2) hours. Then
mechanically ventilate the tank for, at least, six (6) hours and test the atmosphere using the appropriate
Dräger-Tube
Record Keeping
As with all Marpol Annex II cargoes, proper records should be made in the cargo record book. However, care
should be taken when recording the solvent subsequently added to the cargo tank (which is a Marpol Annex II
cargo) after discharging the MDI and should be recorded as follows:
- After completing the full discharge operations (as per P&A manual) of MDI same to be recorded under C
(as normal discharge operations)
- Code E (cleaning of cargo tanks except mandatory prewash) is to be used for the solvent consequently
taken on board as cleaning agent and same to be added to item 15.2 of code E
- The solvent again will be discharged to shore facilities under code E 16.2 (to reception facility)
- Subsequent cleaning at sea should be recorded taking in to account this solvent as last cargo under Cat
(F)
6.7.13 Aviation Turbine Fuels (ATF)
These can roughly be divided into two classes:
1. Avtag (JP4) - having a gasoline base and consequently having a flash point of below 23°C.

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2. Avtur, Jet A-1, dual purpose kerosene and Avcat (JP5) - having a kerosene base and flash point above
38°C.
The foregoing division has been taken into consideration when drawing up the White Oil Tank Cleaning Table
and should be borne in mind when handling and stowing these grades in conjunction with other multi-grade
White Oils.
Quality requirements for Aviation Turbine fuels are more stringent and it is becoming increasingly difficult for
ships to maintain the degree of cleanliness required. Particulate matter, such as small rust particles, are a
serious contaminant and this is obviously more easily controlled in ships with painted tanks.
Because of this increasing quality requirement and as occasionally shipments are subject of special contracts,
which require ships' tanks to be cleaned to the satisfaction of an inspector appointed by the cargo receivers,
additional tank cleaning may be sometimes necessary. In this case, the Company should provide further advice
to the vessel accordingly.
The presence of water in cargo is at all times undesirable but, where Aviation Turbine Fuels (ATF) are
concerned, this is particularly so - and it is very important that tanks, pumps and pipelines be thoroughly drained
of water and tanks mopped dry before loading commences.
Frequently, both before and after completing the discharge of parcels of Aviation Turbine Fuels (ATF), ships are
expressly asked by the "shore" to pump water to clear the shore pipelines. Ships will then be left with pump and
pipelines full of water, which should be drained back to an empty tank, before further discharge of ATF is
undertaken. This is very important as the next port of call may have no alternative storage available and be
unable to cope with a water slug.
6.7.14 Ethyl Acetate
Physical Properties & MARPOL/ Regulatory Information

Density: 900 kg/m3 at 20 deg C.
Specific Gravity:
Dynamic Viscosity: 0.45 (mPa) at 20 deg C.
Vapor Pressure: 9,800 (Pa) at 20 deg C.
Boiling Point: 74 – 78 deg C.
Melting Point: -83.6 deg C.
Flash Point: -4 deg C.
MARPOL Annex: II
IMO Ship Type: 3 (depending on the charterer ship type 2 may also be required)
IMO Pollution Category: Z
Oil Like: No
High Viscosity: No
Solidifying: No
USCG: Compatibility group 34
Cargo Handling Requirements

Pre-purging of Vessel’s Tanks: No
Pre-purge Oxygen Content: N/A
Pre-purge Dew Point: N/A
Blanket Required: Check contract Flash point <60 deg C.
Percent Oxygen in Nitrogen Blanket: <8%
Vapor Space Purge: No
Loading Temperature Range: Ambient
Transit Temperature Range: Ambient
Discharge Temperature Range: Ambient
Maximum Heating System Temperature: Ambient
Adjacent Maximum Cargo Temperature: Ambient
Note

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If Nitrogen blanket is in place and transshipment is agreed to take place, nitrogen blanket must be reapplied on
the cargo, both on the discharging and receiving ship.
Tank Requirements
All shore and ship cargo lines and tanks are to be presented clean (residual free), dry, odor free and rust free, with
good gaskets and pressure tested heating coils. Heating coils to be blown clear with nitrogen (as applicable).
It should be verified that the coating of coated tanks is suitable for the product. Zinc coating and some epoxies,
are not resistant and in this respect acid values should be checked. Wall Wash test is not required.
The applicable MSDS sheet and International Maritime Dangerous Goods (IMDG) Code should be consulted prior
to any loading and carriage.
6.7.15 Xylene

Density: 870 kg/m3
Kinematic Viscosity: 0.9mm2/s @ 20 deg C.
Vapor Pressure: 0.8-1.2 (kPas) @ 20 deg C.
Melting Point: -48 deg C.
Flash Point: 23 – 27 deg C.
MARPOL Annex: II
IMO Ship Type: 2
IMO Pollution Category: Y
Oil Like: No
High Viscosity: No
Solidifying: No

N2 Blanket Required: No, see below notes
Percent Oxygen in Nitrogen Blanket: No, <8% see below notes
Maximum Heating System Temperature: Blanked off
Adjacent Maximum Cargo Temperature: 40 deg C.
Transshipments: Transshipments are normally not permitted unless the operation is approved by the Company
and the Charterer.
Notes
 If Nitrogen blanket is in place and transshipment is agreed to take place, nitrogen blanket must be reapplied
on the cargo, both on the discharging and receiving ship.
 If tank size is >3,000m3 the IBC code requires a nitrogen blanket to be placed on the tank.
Tank Requirements
All shore and ship cargo lines and tanks are to be presented clean (residual free), dry, odor free, and rust free,
with good gaskets and pressure tested heating coils. The Company and the vessel should verify suitability of
tank coating for the product.
No Wall Wash is required.
Maintenance of heating coils is to be verified in the Bridge Log Book. If product is to be heated, heating coils are
to be confirmed leak free. If product is not heated, heating coils are to be drained, dried and blanked off (as
applicable).

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6.7.16 Mixed Xylene

Density: 870 kg/m3 at 15 deg C.
Kinematic Viscosity: <0.9mm2/s at 20 deg C.
Vapor Pressure: 0.8-1.2 (kPas) at 20 deg C.
Melting Point: >-48 deg C.
Flash Point: 23 – 27 deg C.
MARPOL Annex: II
IMO Ship Type: 2
Oil Like: No
High Viscosity: No
Solidifying: No
USCG: USCG Compatibility group 32

Percent Oxygen in Nitrogen Blanket: No, >8% see below notes
Notes
 If Nitrogen blanket is in place and transshipment is agreed to take place, nitrogen blanket must be
reapplied on the cargo, both on the discharging and receiving ship.
 If tank size is >3,000m3 the code requires a nitrogen blanket to be placed on the tank.
Tank Requirements
applicable).
The applicable MSDS sheet and International Maritime Dangerous Goods (IMDG) Code should be consulted
prior to any loading and carriage.
6.7.17 Ortho Xylene

Density: 879 kg/m3 @ 20 deg C.
Dynamic Viscosity: 0.813 mPa @ 20 deg C.
Vapor Pressure: 13 mbar @ 20 deg C.
Boiling Point: 145 deg C.
Melting Point: - 25 deg C.
Flash Point: 23 deg C.

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MARPOL Annex: II
IMO Ship Type: 2
Oil Like: No
High Viscosity: No
Solidifying: No

Percent Oxygen in Nitrogen Blanket: <8% see below notes
and the Charterer.
Notes
 If Nitrogen blanket is in place and transshipment is agreed to take place, nitrogen blanket must be
reapplied on the cargo, both on the discharging and receiving ship.
Tank Requirements
applicable).
6.7.18 Para Xylene

Kinematic Viscosity: 0.7 mm2/s @ 15 deg C.
Vapor Pressure: <= 13 mbar @ 20 deg C.
Melting Point: 13,3 deg C.
Flash Point: >= 24 deg C.
MARPOL Annex: II
IMO Ship Type: 2
Oil Like: No
High Viscosity: No
Solidifying: Yes, if temperature is < 10 deg. C. above melting point at time of discharge.

Pre-purge Oxygen Content: N/A
Pre-purge Dew Point: N/A

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Blanket Required: No, see below notes, IBC requirements

Percent Oxygen in Nitrogen Blanket: N/A
Vapour Space Purge: No
Transit Temperature Range: Ambient, but > 20 deg C.
Discharge Temperature Range: 25 – 35 deg C.
Maximum Heating System Temperature: 45 deg C.
and the Charterer.
Notes
Tank Requirements
Wall Wash may be required if previous product contained Benzene. Check also local requirements.
Maintenance of heating coils is to be verified in the Bridge Log Book. Heating coils are to be blown clear with
nitrogen if product is not to be heated (as applicable).
6.7.19 Toluene

Kinematic Viscosity: 0.63 mm2/s @ 25 deg C.
Vapor Pressure: 3 – 3.5 (kPa) @ 20 deg C.
Melting Point: - 95 deg C.
Flash Point: 4 deg C.
MARPOL Annex: II
IMO Ship Type: 3 (SHELL CHEMICALS requires a ship type 2)
Oil Like: No
High Viscosity: No
Solidifying: No

Percent Oxygen in Nitrogen Blanket: No, <8%
and the Charterer.
Notes

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Tank Requirements
applicable).
6.7.20 Urea-Ammonium Nitrate (UAN)
General
This is a high performance liquid nitrogen fertilizer with a controllable nutrient content that has optional variations
from 28% to 32%. Its chemical formula is (NH2)2CO+NH4NO3+H2O. UAN is produced by mixing water solutions
of urea and ammonium nitrate in certain percentages, then free ammonia is neutralized with nitric acid and a rust
preventing agent is added to the mixture.
Prior Cargo Lists FOSFA: Acceptable

Regulatory Properties: Pollution Cat (c): Z / Ship Type (e): 3
Technical Specification
Indicator UAN-28 UAN-30 UAN-32
General nitrogen content, % 28.0±0.5 30±0.5 32±0.5
Ammonium nitrate content, % 37-41 41-46 44-45
Urea content, % 29.5-30.5 32.5-34.5 35-35.5
Water content, % 29-31 24-26 19-20
Urea/ammonium nitrate ratio 0.74-0.80
Alkalinity in terms of free ammonia, % 0.02-0.3
Density, kg per cubic meter at 40ºС 1,255-1,270 1,285-1,312 1,306-1,326
Crystallization temperature, ºС -17 max -10 max -2 max
Рн 6.5-7.1
Packaging, Storage and Transportation Requirements

UAN is normally transported with a rust preventing agent. Especially, as the UAN-32 solution crystallizes at
temperatures below 2°С, shipments in cold weather / climate should ensure proper heating, although at higher
temperatures UAN crystals dissolve and the chemical’s properties are restored. In any case, it is recommended
that water not be added to UAN during storage, as water will trigger a corrosive activity.
In terms of human exposure to its components (ammonium nitrate and urea), UAN is a medium-risk substance.
Safety measures should be observed when applying UAN, people should use personal protective equipment.
Exposure Limits:
 TLV-TWA: 5.0 ppm

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 TLV-STEL:
 Odor Threshold: 45 ppm
Another risk factor is ammonia, which may accumulate in tanks used for UAN storage and transportation.
The applicable MSDS sheet and International Maritime Dangerous Goods (IMDG) Code should be consulted
prior to any loading and carriage.
6.7.21 Molasses
Molasses is not oil but is often carried in oil tankers.
Molasses requires stowage in tanks for which the last three cargoes must have been lead-free. Tank cleaning for
this cargo does not normally require the use of chemicals. However, as with vegetable oils, special cleaning
instructions will be issued.
Molasses have a density of approx. 1.4. Consequently, in order to avoid overstressing tank bulkheads, no tank
should contain a greater weight of cargo than if the tank were full of saltwater ballast.
During tank draining, steam is injected into the tank ullage space to encourage the molasses to run down the
bulkheads and so improve outturn.
The cargo temperature required is approx. 40°C. However it must not be allowed to exceed 46°C or the
molasses with caramelize onto the heating system.
Water/steam and molasses form acetic acid which will attack tank coatings and uncoated steel. Therefore, if
possible ballast should not be loaded into unwashed tanks or if this is unavoidable, the residence time should be
kept to a minimum. Tanks should be washed as soon as possible after discharge.
GENERAL GUIDELINES FOR LOADING, HEATING AND DISCHARGING OF MOLASSES WITH FRAMO PUMPS
These guidelines are based on experience and should therefore only be regarded as general guidelines.
Molasses is a non-Newtonian fluid and the pump ability does not only depend on viscosity, but also where the
Molasses originate from, the storage time, the fermentation process in the Molasses and brix value etc.
LOADING
1. Before loading take place, all cargo pumps cofferdams must be purged, to confirm that no leakage is present.
2. To avoid crystallization of the molasses in case of leakage, the cofferdam must be filled with freshwater
(approx. 5-10 litres) prior to loading.
3. Loading should be started carefully via drop line only, if possible. Avoid free fall off Molasses through the tank
hatch. This due to that molasses might entrap air bubbles (Aeration) which again will increase fermentation. The
fermentation gases might not escape the cargo and cause serious problems during discharge.
HEATING
1. Temperature to be kept at a level of 35-38 degrees C during voyage to maintain sufficient pumping condition
of the cargo.
2. Too much heating to be avoided, as possible fermentation process tends to increase at hightemperature.
3. Max. Temperature increase over the cargo heaters (if installed) during heating operation is 10 degrees C.
This is the most important check point to avoid crystallization and blocking of the cargo heater, and must be
carefully checked at regular intervals during heating. if the temperature increase is too high, increase the cargo
pump’s capacity by increasing the hydraulic pressure until acceptable temperature increase is obtained. However
running the cargo pumps at too high speed and high hydraulic pressure over a longer period of time, increases
the risk of crystallization of molasses in the pumps’ shaft seal area.

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4. Maximum recommended temperature of heating medium is 120 degrees C. The heating medium must not be
exposed directly to the cargo pump or into cargo pump discharge line or stripping line as this will lead to
crystallization and damage of seal arrangement. Max. Allowed temperature in cargo pump is 80 degrees C.
5. Running the cargo pump at reduced speed and the hydraulic pressure should be in a range up to approx. 100
bar.
6. The pressure drop over the cargo heater should not exceed 3 bar during normal heating operation.
DISCHARGE
1. In adequate time before discharge, cargo temperature to be increased to recommended temperature for
discharging. Maximum discharge temperature not to be exceed 40 degrees C.
2. Stop heating operation by first closing the steam valve upstream to the cargo heater,
Leaving the pumps running for 10- 15 minutes and then stop the pumps. Close the cargo valve upstream to
cargo heater. Drain the cargo in heater back to tank.
3. Avoid too many pipe bends and pressure loss in the discharge line. Use as big discharge hose as possible.
4. Due to shore arrangement and location of reservoir, booster pumps to be used, if high discharge head.
5. Run the cargo pump at reduced speed and hydraulic pressure.
6. Due to foaming and possibility for cavitation, reduce the pumps’ speed further when cargo tank is about ¾
empty.
7. If there is too much foam in the molasses during the last parts of discharging several methods have been tried
to decrease the foam quantity
a) Adding of chemicals (nontoxic)
b) Re-circulation through drop line
c) Adding of steam through tank hatch or Butterworth openings
d) Adding of air into molasses through tank hatch in order to stop fermenting process
8. After discharge is completed, purge the cofferdam on all cargo pumps. Then pressure test cofferdam in
accordance to instructions to confirm condition of cargo seals.
Charter’s instructions to be followed if more restricted than above.

Exposure of molasses to higher temperatures than given above, may cause crystallizing with blocked cargo
heater as a result. Therefore we recommend the highest precaution and attention to the heating operation and
guidelines provided.
As stated in the beginning of summary, molasses is a complicated cargo and information given above should
therefore only be regarded as a guideline.
6.7.21 De-Asphaltized Cylinder Oil
DACO is a high viscosity Lub Oil extract used for blending with neutral oils in preparing automotive engine
lubricating oils.
Before and after tank cleaning requirements are the same as for any other high viscosity Lub Oil.
6.7.22 Vacuum Gas Oil (VGO)
VGO is a waxy distillate whose normal end use is as a cat cracker feedstock, but which can also be used as a
blending component. This product is both salt and metal critical (the former being the more critical of the two)
particularly when it is used as a feedstock. It can be carried on black or white oil vessels.
Tank cleaning requirements for VGO can vary depending on the end use of the product. For example, vessels
may on occasion be chartered in "dirty" to carry VGO with no particular requirement to clean before loading.
However, where the end use is as for a feedstock, then extensive cleaning followed by a fresh water rinse of
tanks and pipelines is generally required.
Tank cleaning requirements will generally be advised before loading this product, but in cases where no specific
cleaning instructions have been given, Masters must seek advice from Charterers on the standard required.

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As VGO can have a Pour Point of up to 40°C, it may require heating. Heavy deposits of wax may be experienced
following the discharge of VGO which has necessitated a hot wash prior to loading a subsequent cargo, which
otherwise would not have been necessary.
6.7.23 Petro-Chemicals
The grades that come under this category are so numerous, with characteristics differing to such an extent, that it
is impossible to detail under a general heading any precise instructions. Excepting those Chemical Feedstocks
covered in the Tank Cleaning Tables, tanks must be specially cleaned before loading unless a special
preliminary cargo has been carried. All ships not specifically chartered for this trade will receive special
instructions whenever such grades are to be loaded.
Chemicals are made to rigid specifications and if contaminated in any way, are useless for their particular
purpose. They cannot be re-distilled or re-treated in plants other than those specially designed for chemicals,
neither can they be blended with 'on specification' material to make them usable.
Chemicals are highly sensitive to water contamination. Contamination can also be caused by traces of grease, oil
or rust on the inner surface of the tank or by bringing the chemical into contact with a container or pipe that has,
at some earlier date, contained a leaded product such as leaded gasoline, or by contact with other products if
complete segregation is not ensured.
6.7.24 Bio-Fuels & Natural Oils and Fats for Industrial Use
Bio-fuels are ethyl alcohol, fatty acid methyl esters (FAME), vegetable oils (triglycerides) and alkanes (C10-C26),
linear and branched with a flashpoint of either 60°C or less or more than 60°C, as identified in Chapters 17 and 18
of the IBC Code or the MEPC.2/Circular/tripartite agreements.
6.7.25 Solidifying Cargoes
This procedure applies to handling of Solidifying cargoes on board Chemical Tankers. Such products include
many Vegetable oils, Oleo chemicals, Animal Oils and certain other Noxious liquids.
6.7.25.1 Definitions
FREEZING POINT: The temperature at which a liquid turns into a solids.
MELTING POINT: The temperature at which the solid melts to become a liquid.
SOLIDIFYING SUBSTANCE: means a noxious liquid substance which:

1. In the case of a substance with a melting point of less than 15°C which is at a Temperature of less than 5°C
above its melting point at the time of unloading; or
2. In the case of a substances with a melting point of equal to or greater than 15°C which is at a temperature of
less than 10°C above its melting point at the time of unloading.
NON-SOLIDIFYING SUBSTANCE: means a noxious liquid substance, which is not a Solidifying Substance.
HIGH VISCOSITY SUBSTANCE: means a noxious liquid substance in Category X or Y with a viscosity equal to or
greater than 50 mPa.s at the unloading temperature.
LOW VISCOSITY SUBSTANCE: means a noxious liquid substance, which is not a High- Viscosity Substance.
Following types of solidifying cargoes are largely carried on board chemical tankers:

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Examples of some cargoes with a high melting point:
FREEZING FREEZING
CARGO POINT CARGO POINT
(DEG C) (DEG C)
22 (LOWER CRUDE PALM KERNEL 26 (LOWER
COCONUT OIL
LIMIT) OIL LIMIT)
19 (LOWER 25 (LOWER
LARD TALLOW
LIMIT) LIMIT)
PALM FATTY
ACID 40 PALM STEARIN 50
DISTILLATE
12 (LOWER
ACETIC ACID 17 CRESOL
LIMIT)
FREEZING FREEZING
CARGO POINT CARGO POINT
(DEG C) (DEG C)
TERT BUTANOL 26 CYCLO HEXANE 12
PARA
PHENOL 41 53
DICHLOROBENZENE
TOLUENE
PARA XYLENE 13 12.5
DIISOCYNIDE
ETHYLENE
36 FORMIC ACID 8
CARBONATE

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6.7.25.2 Veg Oil & Animal Fat Hazards
Health Hazards:
Most animal and vegetable oils undergo decomposition over time; a natural process called putrefaction
(Decomposition) that generates toxic vapours and depletes the oxygen in the tank. A risk assessment must be
carried out prior to each operation to ensure all applicable safeguards are in place. Such tanks must be
thoroughly ventilated and atmosphere tested prior tank entry.
putrefaction; some may not be obvious, either through smell or appearance of the cargo. Carbon monoxide (CO)
(TLV: 25 ppm), for instance, is colourless and odourless and can be produced when vegetable or animal oil is
heated.
Toxic substances are identified by letter ‘T’ under column “K” in Chapter 17 to the IBC Code. Additional
requirement are stated in Reg. 15.12 which is listed under column “O” in the table of Chapter 17 to the IBC Code.
A toxic substance is one which is liable to cause either harm to human health, serious injury or death. Toxic
means the same as poisonous. Toxicity is the ability of a substance, when inhaled, ingested, or absorbed by the
skin, to cause damage to living tissue, impairment of the central nervous system, severe illness or, in extreme
cases, death.
When handling toxic cargoes, As per the IBC code – they should be “closed” or “restricted” loaded, using the
appropriate venting system as specified in the IBC code to avoid any toxic fumes accumulating on deck.
Prior handling solidifying cargoes toxic and / or non-toxic reference must be made to PPE matrix in this manual
to determine the suitable PPE required to be worn for handling solidifying cargoes.
Hazard of Putrefaction as also defined in Tanker safety guide chemicals section 1 is described as below:
Most animal and vegetable oils undergo decomposition over time, a natural process known as putrefaction
(going off), that generates obnoxious and toxic vapours and depletes the oxygen in the tank. Tanks that have
contained such products must be carefully ventilated and the atmosphere tested prior to tank entry (Refer
Chapter 3 of Tanker safety guide chemicals).
Operational Hazards:
Solidifying cargoes may result into severe damages to the tank structure due to over / under pressure resulting
from the blockage of vent lines. Tank pressure must therefore be recorded frequently. Vent lines and PV valves
must be kept clear of blockages due to cargo freezing.
Many of these products can also freeze up in cargo lines if there is no flow. As a general rule, if the products
freezing point is higher than the outside ambient temperature - it will solidify eventually.
Ballast below cargo tanks which are designated to carry solidifying cargoes may be required to be kept empty or
slack. A detailed evaluation of the stress and stability must be ascertained at the planning stage to ensure vessel
has positive stability and stresses remain less than 90% at all times. Free surface and sloshing effect must be
considered when ballast tanks are being kept slack. Slack tanks must be avoided if inclement weather is
expected.
Solidifying cargoes may result into un-pumpable quantity left out in the tank, quantity shortage.

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6.7.25.3 Precautions for Vegetable Oils, Coconut Oils, Animal Fats and Used Cooking Oils
Prior loading High Melting point Vegetable Oils, Coconut Oils, Animal Fats and Used Cooking Oils
products following points to be checked and considered:
1. Cross check COF to ensure that cargo is mentioned in the COF. If not then reference should be made to
MEPC.2 for synonyms. (Vessel must ensure they have the latest MEPC 2 circular onboard)
2. Coating compatibility guide to be checked if vessel can carry this cargo. Any clause mentioned against the
cargo should be carefully read and ensure compliance.
Most of the vegetable Oil with High Melting Point are mentioned with special requirement which should be
referred to. It is very important to have the maximum allowable temperature of the cargo that coating is
suitable to carry. E.G Phenolic Epoxy allows products like Palm Stearin to be carried at 60 deg C and
special clause says that cargo can be heated to 70 deg C and this temperature can be maintained for 48
hours only. In this case any product which has melting point above the 60 deg C cannot be loaded. If
vessel does not have the latest coating compatibility guide please liaise with your technical Superintendent
for the same.
3. Master needs to push Charterers to obtain the FOSFA specs and Marpol documents for the cargo to be
loaded. In any case if Charterers fail to provide the same prior to loading, Master needs to liaise with
Operation Superintendent for the same. No cargo to be loaded without proper FOSFA and Marpol
document. It is very
important as misdeclaration of cargo can lead to heavy claims, damage to tank coating and pumping
ability of the vessel. In case if the above documents are not provided after loading LOP to be issued to
Charterers.
4. Prior loading of any Veg Oil cargoes, it should be noted that the last three cargoes must be lead-free and
not in FOSFA banned list. FOSFA list of banned cargoes to be always referred to during planning stage.
5. Main Steam line to be pressure tested to 7.0 bar.
Vessels fitted with heating coils should pressure test their heating coils to ensure that there is no leakage.
Vessels fitted with Heat exchangers should pressure test their heaters to ensure that there is no leakage.
6. Deck tank cleaning heaters to be descaled and kept ready for operation. Ship staff to be well aware of the
tank cleaning system and line up. Reference should be made to vessel P & A manual.
7. Ensure all Cargo Tanks, pipelines and pumps must be well drained and dried. The Veg Oils are very
susceptible to Salt Water. Any contact with Sea water will result in rotting /damage of cargo.
8. Cargo pump cofferdam purging to be carried out and records of the same to be maintained. Vessel to
maintain enough spares seals to carry out necessary repairs. If cargo seal of any of the cargo pump is
leaking badly it should be immediately renewed prior loading High melting point cargo.
9. Fixed tank cleaning machines to be properly checked and sufficient spares to be maintained. Hot wash is
the key to get the tanks cleaned. Fixed tank cleaning should be working on all the functions and pitches
provided.
10. Chemicals for recirculation should be planned during the loading stage as it gives enough time to
Charterers to arrange the required chemicals. Vessels are provided with MIRACLE tank cleaning guide
which is to be referred for guidance. Generally chemicals used are Alkaline cleaner and Rust remover.
11. Manifold line up shall be done in such that utilization of flexible cargo hoses is avoided where practicable.
12. A Pre-Cargo Operational meeting must be held with all personnel on board to discuss the risks associated
with handling such products
6.7.25.4 Carriage Obligations of Used Cooking Oil
When carrying Used Cooking Oil (Triglycerides, C16-C18 unsaturated) listed in MEPC 2 Circ the footnote must be
referred to. In case this product is referred to as CAT Y by charterers then an analysis certificate will be required
by the shipper to confirm that the product is composed of triglycerides. In the absence of an analysis certificate
then this category of Used cooking oil must be considered as CAT X cargo.
If charterers insist to record this cargo as Cat Y without providing the vessel with an analysis certificate ASM
operations department is to be contacted accordingly.
6.7.25.5 Stow Plan:
1. High melting point cargo should preferably be stowed in cargo tanks which are close to Manifold. As being
close to the Manifold the length of Pipeline from Manifold to Cargo tank is shortest. In case if the cargo is
stuck in the line it is easy to clear as it is the shortest line.

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2. Heat adjacent to be considered for the parcels to be loaded when preparing the stow plan.
3. Cargo stowage should be planned in such manner to avoid ballasting adjacent / underlying ballast tanks.
6.7.25.6 Loading:
1. A Stowage Plan is to be properly prepared catering to the requirement of various grades and several
parcels generally loaded on board ships. The Load port and Discharge port rotations will have to be
accounted for.
2. Utmost care should be exercised in blowing with air or nitrogen (as instructed) of all ship’s lines used in
the loading of any grade of cargo (soon after loading each parcel) to clear out remains or else may be
solidified. In case of any stoppages during the loading process, the lines must also be blown through with
air or nitrogen so as to ensure that they remain clear at the time of resumption of loading. Feeling the
cargo pipelines will give good indication that cargo us flowing in the correct tanks. At the time of change
over or temporary suspension of cargo and upon completion of loading cargo lines and vent lines should
be thoroughly blown through. It is very important that blow points are identified and crew members are
aware of the same.
3. Ballast water should be dropped and maintain below the tank top so as to avoid freezing of cargo on the
tank top.
Precautions and procedures requiring special awareness by the Ship’s personnel:
1. The vessel should not plan to load more than 95% volume if the Pigging operation is advised prior
confirming the final stowage.
2. In case the vessel is told the last minute during the key meeting about the pigging operation, and if the
vessel has planned to load close to 98% volume, the Master should consult with office and reduce the quantity
to 95% max including pigging quantity.
3. If Pigging operation is confirmed, Vessel to send RA for office approval and should always agree for Ship
Stop.
4. Add a safety margin when estimating required ullages for reception tanks, this to take account of the
potential for inaccurately declared “pigging quantities”
5. Consider to include provisions for a standby cargo tank to be lined up and ready to be opened.
6. Un-secure of cargo tank sample hatch as back up in case of excessive pressure.(secondary backup)
a. (Refer to IBC (chapter 17 column g and chapter 8.3 venting requirements) and make sure you have
terminal approval).
7. Keep manifold valves closed during idle periods.
8. Ensure that the vapour return line to shore is open during the operation (when available).
9. Throttle the main manifold valve as required.
10. Monitor the manifold pressure closely.
11. Monitor the available amount of cargo tank ullage space and pressure in tank.
12. During freezing weather conditions, inspect tank vents (P/V valves) at regular intervals.
13. Close manifold valves immediately (in agreement with the terminal) once a pig has reached its
a. Receiver/trap, this to avoid compressed propelling gas entering a loaded cargo tank.
14. Report immediately any abnormalities or deviations from existing procedures.
6.7.25.7 Heating Medium
1. Normally steam shall be used

2. Very sensitive products, which run the risk of being burnt on heating coils when use of steam heating is
involved might be better heated with Hot Water through the heating coils (If applicable).
6.7.25.8 Toxic Products with High Melting Point
1. If steam is used, condensate return must not go back to the boiler, but rather into designated toxic return tank.
2. Use of hot water should be considered, as this will avoid any problems with contamination of boiler water
supply.
3. Vessel should have a chemical specific test kit for testing the return water.
 Common products in this category in include: Phenols, Cresols and some Amines

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6.7.25.9 Cargo Care During Transit
1. Accurate cargo temperature, tank pressure, sea water temperature and ambient air temperature records as
a minimum must be maintained at least twice a day during the voyage until completion of discharge.
2. Many vegetable and animal oil products are liable to having sediment. Recirculation by way of the cargo
pump is helpful to keep the sediment dispersed and prevent a large build up during the voyage. If you do
recirculate a solidifying product, always ensure the lines are clear and well blown out after recirculation to
prevent freezing.
3. Prior arrival port cargo should be at their discharge temperatures as defined in the FOSFA document.
4. On vessel fitted with Heat exchangers whenever the heating is stopped it is very important to blow the
heater line to ensure that there is no cargo trapped in the line which can later freeze and choke the heating
drop line
6.7.25.10 Discharging:
1. A Pre-Cargo Operational meeting must be held with all personnel on board to discuss the risks associated
with handling such products and hazards of tank sweeping. Both the Risk Assessment for Enclosed Space
Entry and Tank Sweeping must be reviewed at this time with those involved. Minutes of the Pre-Cargo
operational meeting must be signed by those in attendance and retained on board.
2. Discharge plan should be made in such a way that high melting point cargoes are discharged first followed
by low melting point cargoes.
3. Ensure cargo temperatures are in line with discharge temperature as mentioned in 'Heating Instructions'.
4. Avoid any ballast touching the adjacent cargo tank if at all possible.
5. Cargo tanks to be staggered in such a way that at any given time there should be only one tank for
squeezing and crew should get sufficient rest in between.
6. If the point no. 3 is not planned then it can lead to all tanks coming to stripping level at same time creating
chaos for squeezing and freezing of lines due to stoppage of cargo.
7. All pipelines/pumps to be blown through fully as each grade of oil is discharged. Again, in case of any
stoppages, the lines and pumps must be immediately blown through so as to maintain them clear of any
solidified cargo.
8. Temperature measurements to be made even while discharging is in progress. Heating coils/exchangers
to remain crack open where cargo temperatures are to be maintained.
9. In this trade it happens at times that shore line is blocked due to freezing of cargo in this case ship staff
should blow the line from Manifold to cargo tank and recirculation should be kept on so as not to allow the
temperature of cargo in the tank to fall down.
10. If vessel is provided with Heat exchangers it very important that after heating of cargo the Heater is blown
thoroughly to ensure that there is no cargo in the heater line.
11. If sweeping / squeezing of cargo is required, start ventilation of the tank, 2 hrs prior to completion
discharge.
12. Ensure Trim and List appropriate to the vessel for proper stripping.
6.7.25.11 Squeezing / Sweeping / Puddling
It may be necessary to “squeeze” (sweep) the cargo tanks, especially when carrying Vegetable oils, Animal fats &
Used Cooking Oils. This will involve personnel (either from the vessel or ashore) entering the cargo tanks to assist
by manual means (squeegees etc.) to maximize the outturn of cargo.
A Risk Assessment must be issued for Sweeping of cargo tanks covering the risk of heat exhaustion and list all
risk mitigating measures put in place as per above.
A risk assessment must be carried out prior to each operation to ensure appropriate PPE is worn and all rest
applicable safeguards, which may comprise (not limited to) the following issues:
 Appropriate Safety Equipment (lifelines, oxygen breathing apparatus, oxygen and toxic gas personal
monitors etc.) that must be worn and/or placed at the tank access, ready for use.
 Personal PPE to be worn to protect crew from heat (taking in consideration that the operation may involve
cargoes discharged at temperatures as much as 60 °C), including operation in hot environment and
adjacent to hot surfaces.

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 Extra care taken to avoid slips and falls.

 At least two (2) forced Draft Fans to be run while personnel are sweeping into tank.
 The respective tank to be swept to be ventilated for 40 to 60 minutes before the sweeping operation starts,
in order to replace any inert atmosphere with Oxygen.
 Availability of a stand-by submersible pump to be considered under the custody of the responsible officer,
for the event of failure of the submersible pumps used in the tank during the operation (when applicable).
 Care must be needed to be considered with respect to possible putrefaction / decomposition of the cargo,
which in most cases consist of animal fat; this refers to biological decomposition of organic matter, with the
production of ill-smelling and tasting products, associated with anaerobic conditions. Putrefaction may
generate toxic gases (CO) and deplete Oxygen in the tank. In this case, consideration must be given to
using personal monitors for oxygen and CO, respiratory equipment (breathing apparatus) and also to
avoid physical contact with cargo, which might be a bus of harmful bacteria. Relevant equipment must be
de-contaminated upon completion of the operation.
 Given that normally, during the sweeping operation the pump would be operated by the local control on
deck, special care must be placed on establishing the effective communications between all parties
concerned, e.g. sweepers, supervisor and the pump operator, prior to the commencement of the
operation. It must be born in mind that any sudden stop of submerged pumps may cause the pump-stack
liquid column fall in the tank resulting in hazardous splashes that potentially may reach the sweepers.
Most animal and vegetable oils undergo decomposition, this process, known as putrefaction, generates obnoxious
and toxic vapors and deplete the oxygen in the tank. Tanks that have contained such product MUST BE
PROPERLY VENTILATED AND THE ATMOSPHERE TESTED PRIOR TO TANK ENTRY. This is especially
important prior sending personnel into the tank for sweeping purposes.
In addition to putrefaction, certain oils like coconut oil can have hazards associated with the production of Carbon
Monoxide (CO). These dangers are heightened during heating and the final stages of discharge when CO levels
have been known to reach in excess of 3,000 ppm. As a result, it is essential that before entering a tank for either
“squeezing” the last remaining cargo or for tank cleaning that the following precautions are taken.
The atmosphere of the tanks is monitored regularly throughout discharge for the presence of CO. Temperatures
should also be taken as excessive temperatures will assist in the production of CO.
CO is toxic by inhalation and can cause serious damage to health. Accordingly, a meter, capable of measuring
these limits, must be on board. Full enclosed space entry procedures as detailed in the SMS must also be followed
with additional checks made for CO. FAILURE TO FOLLOW THESE PRECAUTIONS MAY RESULT IN
FATALITIES.
Use the portable gas instrument to measure O2/ HC/ CO/ H2S with ventilation STOPPED.
In all cases, Enclosed Space Entry Procedures and precautions must be adhered to. While squeegeeing veg oils
the vent fans must be run and steam coils / Heat exchangers put off. Oxidizing and putrefying veg/ animal oils are
dangerous for the sweeper. For high Melting Point cargoes in winter, the crew must do this job FAST, and in an
intelligent manner, or the cold vent air will cause clingage, and unpumpable, which will cause surveyor to demand
fresh intake of hot cargo and redoing the whole job a second time.
For cargoes which require “squeezing” (sweeping), it is essential that correct voyage and discharge temperatures
are maintained and that the tank bottoms are checked for hard factions in ample time before arrival at the
discharge port. Providing that the vessel arrives with the correct discharge temperature, heating should be
gradually reduced when the discharge is commenced and finally shut off when the tank is approximately ¾ empty
(this is important to prevent burning of the cargo).
At least two hour before the commencement of “squeezing” (sweeping) operations, the air blowers must be put in
the tank to ensure a safe atmosphere during the operations. Special attention must be paid to the possibility of CO
(Carbon Monoxide) being present in tanks which have contained Coconut Oils and the CO content of the tanks
prior to and during “squeezing” (sweeping) operations must be monitored (this, in addition to LEL, O2, H2S) and
mechanical ventilation of the tanks must be effective and in continuous operation throughout.

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Squeezing / sweeping / puddling procedures are as follows:
 The Deck Officers must be in attendance to supervise sweeping.
 The Company’s Enclosed Space Entry Permit must be issued, as well as the tank cleaning
planning; relevant procedures must be complied with.
 The Tanks must be checked for Carbon monoxide, carbon dioxide and Oxygen content.
A risk assessment must be carried out prior to each operation to ensure appropriate PPE is worn and all rest
applicable safeguards, which may comprise (not limited to) the following issues:
 Appropriate Safety Equipment (lifelines, oxygen breathing apparatus, oxygen and toxic gas personal
monitors etc.) that must be worn and/or placed at the tank access, ready for use.
 Personal PPE to be worn to protect crew from heat (taking in consideration that the operation may involve
cargoes discharged at temperatures as much as 60 °C), including operation in hot environment and
adjacent to hot surfaces.
 Extra care taken to avoid slips and falls.
 At least two (2) forced Draft Fans to be run while personnel are sweeping into tank.
 The respective tank to be swept to be ventilated for 40 to 60 minutes before the sweeping operation starts,
in order to replace any inert atmosphere with Oxygen.
 Availability of a stand-by submersible pump to be considered under the custody of the responsible officer,
for the event of failure of the submersible pumps used in the tank during the operation (when applicable).
 Care must be needed to be considered with respect to possible putrefaction / decomposition of the cargo,
which in most cases consist of animal fat; this refers to biological decomposition of organic matter, with
the production of ill-smelling and tasting products, associated with anaerobic conditions. Putrefaction
may generate toxic gases (CO) and deplete Oxygen in the tank. In this case, consideration must be
given to using personal monitors for oxygen and CO, respiratory equipment (breathing apparatus) and
also to avoid physical contact with cargo, which might be a bus of harmful bacteria. Relevant equipment
must be de-contaminated upon completion of the operation.
 Given that normally, during the sweeping operation the pump would be operated by the local control on
deck, special care must be placed on establishing the effective communications between all parties
concerned, e.g. sweepers, supervisor and the pump operator, prior to the commencement of the
operation. It must be born in mind that any sudden stop of submerged pumps may cause the pump-stack
liquid column fall in the tank resulting in hazardous splashes that potentially may reach the sweepers.

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All sweepers shall carry personal O2/H2S/CO/LEL meters.

When external contractors are involved in the sweeping / squeezing operation, before resuming duties, they
must:
 Be familiarized with the Company’s procedures regarding safe working practices, during a special
meeting organized by the Master; this safety meeting must be documented in VQ 04 and ship specific
familiarization carried out as per checklist VO 55.
 Be provided by the vessel with suitable PPE and personal monitors to be worn.
 Acknowledge by signing the issued enclosed space entry permit; special care must be placed for the
attendant to be placed by the entrance, who must always be a crew member and not from the
subcontractors’ team.
 Participate the shipboard meeting to be organized prior to any tank cleaning operation and be aware of
the drafted cleaning plan. During the meeting, proper means of communication between the sweepers
in tank, the supervisor and the pump operator must be established, so to prevent sudden pump stops
and resulting possible cargo splashes, to find uninformed working personnel in the tank.
The Master may - at his discretion - request shore squeezers / sweepers to be tested for alcohol using the
ship’s portable alcohol analyzers before being permitted to enter any tank. If the Master has any doubts as to
a sweeper’s fitness for duty, and in particular if he suspects that he may be under the influence of drugs or
alcohol, the sweeper must not be permitted to carry out any work and must be escorted off the vessel, and
the company informed. Similarly, if a sweeper declines to be tested for alcohol, the Master must not permit
him to carry out any work and refer to the company for further advice.
External contractors are subject to the same safety and operational safeguards and standards as ship crew
when on board
For products with a vapour density lighter than air, it is recommended that exhaust fans pull the air out of the tank through the
tank access hatch. For products with vapour density heavier than air, it is recommended that the fans blow air into the tank.
When the cargo level drops below the bottom framing but above the coils (12" to 18"), the coils must be secured and the tank
entered (if applicable). The cargo is agitated and mixed with squeegees and by the motion of the crews’ feet; it may be
necessary at this point to slow or stop the vessel’s cargo pump to allow full agitation and mixing. The agitation must continue
and the cargo must be pushed toward the suction until the tanks are pumped dry.
If heavy-clincage (cargo residues) are apparent on the tank walls and around the stringers, it must be washed down with the
cargo from the tan, by re-circulating it from the offshore manifold via a hand hose, back into the tank. This check must be
made at an early stage.
The sweeping time without simultaneous normal discharge of other tanks is not considered as
laytime. Therefore, every effort must be taken to have cargo discharging ashore while sweeping
/ squeezing.
Accurate records of discharging and sweeping times must be maintained on a tank-by-tank in the log.
PPE for squeezing of high temperature cargoes
It is very important that crew members should have appropriate PPE when they are entering the tanks for
squeezing high temperature cargoes. PPE should be ordered well in advance. No crew member to enter the tank
for squeezing if he does not possess appropriate PPE. Reference must be made to PPE matrix in to determine the
suitable PPE required to be worn for Squeezing.

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Heat Exhaustion / Dehydration
1. Care must be taken to avoid heat exhaustion to the persons who are working in the tank.
2. The tank atmosphere can be very hot, sometimes over +50°C so there are dangers with heat exhaustion.
3. The vessel to ensure adequate supply of fresh drinking water is available near the tank, salt tablets (or
appropriate rehydrating fluids i.e.Isotonic drinks such as “Gatorade” which help replenish lost electrolytes)
may be given out as appropriate, and crew must be carefully monitored for any signs of heat stress.
4. Consumption of excessive amounts of water can cause water intoxication, due to an imbalance of
electrolytes in the body.
5. Time inside the tank should be limited for all involved using the below time / temperature table as a guide.
Additionally, consideration should be given, but not limited to, the following
 Cargo Grade
 Carriage Temperature and Tank Atmosphere Temperature
 Viscosity
 Humidity
 Physical condition / Age of the crew member
6. All crew involved in the sweeping operation must be aware that if they feel over exerted due to heat
stress, they are to exit the tank immediately. They should also watch each other for symptoms.
7. Sequence of tank completion for sweeping times to be planned carefully so the sweeping gang has time
to rest between tanks! Allow a minimum of 30 minutes rest between tank sweeping.
8. During the sweeping operation the cargo temperature and tank atmosphere temperature at work level is
to be continually monitored.
6.7.25.12 Action to take in case of Frozen Vent Lines
Should it be observed that either the vent riser or PV valve are frozen and blocked, the following should be
considered:
1. Application of steam to the vent pipe and/or PV valve externally only. At no time should steam be
introduced inside of pipelines.
2. Blowing of Air or Nitrogen through either the Purge pipe or PV valve plug (Observe care not to over
pressurize the tank!)
3. Use of steam heating will eventually work, but one must be persistent with this and always ensure to start
steaming from the lowest point in the system and work up, as to allow heated product once melted to flow
away from the blockage.
Guidance on some specific cargoes are as follows:
6.7.26.1 Palm Oils
General
High melting point (MP) palm oils like palmitic acid, stearic acid, fatty acids etc. must never be allowed to freeze in
the cargo pipelines. Discharging high MP palm oils in cold freezing weather requires clear action plan—in case of
barge change over, for efficient sweeping etc. Cargo inside the pipelines must be immediately blown down before
it freezes. Sweeping high MP palm oils heated to high discharging temperature requires close supervision.
Sweeping equipment and waders must be kept in readiness and tank dry surveyor must be available to declare
when enough is enough. It must be remembered that once the cargo falls below the level of steam coils (as
applicable), desired actions must be accelerated before it solidifies.
When vessels are carrying solidifying products it is important that the products are at the maximum discharge
temperature (or slightly above) at least one week prior to arrival at the discharge berth. Also during this period
once the product is up to required temperature, soundings must be made in each tank using a rod and line to
determine if there is any solid product on the tank bottom.

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In addition, any ballast in double bottom tanks beneath the cargo tanks must be lowered so that there is no direct
contact between the ballast and the cargo in adjacent tanks. If there is a suction pit under the impeller of the deep
well pump, there is every chance that the impeller is stuck - in which case the pit (cold pocket) may have to be
steamed from underneath.
Palm Oil types abbreviations

CPO/ crude palm oil
NPO/ neutralized palm oil
B/ bleached
RD / refined, deodorized
L/ olein
S/ stearin
A/ acid
FD/ fatty distillate
K/ kernel
LC/ low colour
DF/ double fractionated
ME/ methyl ester
IV/ iodine valuse
PU/ poly unsaturated
Sudden rise of temperatures of palm oils due to indiscriminate heating can cause release of Fire Fighting
Appliances and make cargo off spec.
Acid value (AV): AV is the number of grams of KOH required to neutralize 1 kg of product.
Free Fatty Acidity (FFA): AV is generally twice the FFA number.
FATTY ACIDS: ALIPHATIC (oleic, palmitic, stearic), AROMATIC (phenyl stearic), AMINO ACIDS.
Heating requirements
The Internationally recognized heating instructions for the various products are as follows and the product should
be up to the maximum temperature indicated at least 7 days before arrival. Following is just a guideline as
shippers will give clear heating requirements for voyage heat and discharge heat.
Product Voyage Temp °C Disch Temp °C

Crude Palm Oil 32/40 50/55
Neutralized Palm Oil 32/40 50/55
Neutralized Bleached Palm Oil 32/40 50/55
RBD Palm Oil 32/40 50/55
NBD Palm Oil 32/40 50/55
Crude Palm Olein 25/30 32/35
Neutralized Palm Olein 25/30 32/35
Neutralized Bleached Palm Olein 25/30 32/35
RBD Palm Olein 25/30 32/35
NBD Palm Olein 25/30 32/35
Crude Palm Stearin 40/45 60/65
Neutralized Palm Stearin 40/45 60/65
Neutralized Bleached Palm Stearin 40/45 60/65

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RBD Palm Stearin 40/45 60/65

NBD Palm Stearin 40/45 60/65
Palm Acid Oil 42/50 67/72
Palm Fatty Acid Distillate (PFAD) 42/50 67/72
Crude Palm Kernal Oil 27/32 40/45
Coconut Oil 27/32 40/45
The applicable MSDS sheet and IMDG Code should be consulted prior to any loading and carriage.
Equipment
The following additional equipment is of high importance in order to carry out a discharge and cleaning operation
without any delay. It is essential that the equipment is available on-board and tested. If not, urgently order new
equipment or spare parts and make sure delivery and repairs are done in due time before first discharge port.
 Min. 2 air driven fans or hydro blowers.

 Min. 2 intrinsically safe tank lights.
 Min. 2 extra 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.
 Y-pieces for line cleaning (if vessel have larger than 12” cargo lines).
 Sweeping equipment (if vessel is to perform sweeping).
 Vaders (Hip or chest vaders, wellingtons are usually too short).
 Squeegees (30-40 cm hard rubber squeegees, with long handles).
 Hard plastic shovels.
 General safety equipment, for operations in hot environment.
Additional to above, vessel should at some point, test and make sure all fix butterworth machines and butterworth
heat exchanger are tested and found in order and delivery/throughput is in accordance with specification.
Ballast
Ballasting is in most cases necessary during discharge. Any ballast operations with cargo still on-board have to be
done with caution to avoid solidification. If it is unavoidable to ballast under a laden tank, make sure the level is
adjusted not to 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 Palm Oil and with ballast underneath will take
considerably longer time and in some cases it will not be possible.
Slop disposal
Vessel is responsible for disposing the slop in compliance with MARPOL Annex II and vessel’s P&A Manual, but
not limited to.
NOTE
Veg oils-Coconut Oil putrefaction process of liquid chemicals while transporting at sea
Most animal and vegetable oils undergo decomposition over time, a natural process known as putrefaction (going
off), that generates obnoxious and toxic vapours and depletes the oxygen in the tank. Tanks that have contained
such products must be carefully ventilated and the atmosphere tested prior to tank entry.

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Coconut and vegetable oils hazards

In addition to putrefaction, the above types of oil can have hazards associated with the production of Carbon
Monoxide (CO). These dangers are heightened during heating and the final stages of discharge when CO levels
have been known to reach in excess of 3,000ppm. As a result, it is essential that before entering a tank for either
“squeezing” the last remaining cargo or for tank cleaning that the following precautions are taken.
The atmosphere of the tanks is to be monitored regularly throughout discharge for the presence of CO.
Temperatures should also be taken as excessive temperatures will assist in the production of CO. The 8-hour safe
exposure limit for CO is given as 25ppm. Accordingly, a detector, capable of measuring these limits, must be
available on board. Full enclosed space entry procedures must also be followed with additional checks made for
CO. Failure to follow these precautions can result in fatalities.
Pre Shipment sampling analysis of PFAD

In addition to regulations and consulting of documentation during booking, stowing, loading, carrying and
discharging of various Veg. oil commodities, special attention is drawn to the acceptance of Palm Fatty
Distillate (PFAD) of shipment.
Prior to accepting PFAD for shipment, a Pre-shipment sampling analysis must be carried out. When a parcel
PFAD is offered for shipment, the Company orders a certified laboratory to analyze a sample.
The results in writing are sent to the Company and, when within the limits, the approval for shipment is passed in
writing to the Master together with the analysis-report.
The Master of the vessel which has to load PFAD should ensure to be in receipt of the above analysis, the
original certificate and approval from the Company prior to commencement of loading. Cargo samples must be
taken as per Cargo Sampling guidelines provided in the present chapter.
Until further notice, PFAD is accepted for shipment only in cargo tanks coated with Sigma Phenguard or
equivalent coating.
6.7.26.2 Tallow / Grease / Animal Fats
Description
These products, mainly from beef cattle but also from sheep and goats, and lard from pigs, are animal body fats.
Only the top quality tallow that classified as Edible is used for food. It is produced by using either low
temperatures, say 60°C, in open pans, or higher temperatures in enclosed systems but, in any case, only best
quality raw material will yield best quality tallow. The upper portion of the molten fat, the premier jus (or ‘first juice’)
yields a quality dripping. Poorer quality tallows, those containing increasing proportions of free Fatty Acids, are
used for industrial purposes.
Deterioration Causes
Three types of deterioration can occur in tallows and fats during the storage and transportation operations:
1. Oxidation: Contact with oxygen, present in the atmosphere, causes chemical changes in the product which
downgrade the quality.
2. Hydrolysis: The breakdown of fats to fatty acids is promoted by the presence of water particularly at higher
temperatures. Hydrolysis is also promoted by the action of certain micro-organisms. Tanks in which the oil is
being stored or shipped should always be clean and dry before use.
3. Contamination: Undesirable contamination may be from residues of a previous material handled in the
equipment, dirt, rain, sea water or through the accidental addition of a different product. In storage installations
and ships, difficulty may be experienced while ensuring cleanliness of valves and pipelines, particularly where
these are common for different tanks.
The susceptibility of tallows to deterioration depends upon a number of factors including the type of oil or fat,
whether it is crude, partially or fully refined and whether impurities are present. These should be considered when
storing and transporting the product.

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Storage and Transportation
For bulk transport, tallows are shipped in coated ships tanks, to prevent attack or corrosion of the mild steel by the
cargo. The coating should be approved for contact with food. The use of stainless steel for tank construction lifts
the requirement for suitable tank coatings.
Damage to coatings can be caused by abrasion or by using unsuitable cleaning methods leading to local
corrosion. The tanks should always be inspected before a cargo of oil or fat is loaded and, if necessary, repairs to
the coatings should be carried out.
To prevent excessive crystallization and solidification of tallow during loading / discharging, cargo temperature
should be maintained between 55°C - 65°C. Under cold weather conditions discharge temperatures should be at
the maximum of above range, to prevent blocking of unheated pipelines. Also tallow in tanks during sea passage
should be maintained within the temperature range 45°C - 55°C.
In the above context, all tanks for solid, semi-solid and high viscosity tallows and fats should be installed with
heating facilities so that the product is liquid and homogenous when transferred or unloaded. Heating coils (if
applicable) should be of stainless steel construction. Heating coils constructed from alloys containing copper are
not suitable. Use of heating means should be by design, construction and procedures, such as to avoid
contamination and damage to the product.
Pipelines and their connections should be designed so that admixture with air is avoided. Filling can be done from
the bottom or over the top of the tank with the pipe leading to near the bottom to avoid cascading to prevent
aeration. It is preferable to clear the pipe line leading to the tank by a “pigging” system and/or by the use of inert
gas. However, if air is used, a suitable means must be provided to prevent it being blown into the oil in the tanks.
Ships and storage tanks used for high quality products or for long storage periods should preferably have facilities
for blanketing with inert gas of appropriate purity.
The applicable MSDS sheet and the IMDG Code should be consulted prior to any loading and carriage.
6.7.26.3 Fatty Acid Methyl Esters (FAME)
Density: 860 – 900 kg/m3 at 15 deg C.

Kinematic Viscosity: 3.5 – 5 mm2/s at 40 deg C.
Vapor Pressure: ca 420 (Pa) at 25 deg C.
Boiling Point: >200 deg C.
Melting Point: -16.92 deg C - +15.59 deg C.
Flash Point: >101 deg C.
MARPOL Annex: II
IMO Ship Type: 2
Oil Like: Yes
High Viscosity: Dependent on temperature
Solidifying: Dependent on temperature on discharge
USCG: USCG compatibility group 34
Pre-purging of Vessel’s Tanks: Yes

Pre-purge Oxygen Content: <8%
Blanket Required: Yes
Percent Oxygen in Nitrogen Blanket, Loading Temperature Range, Transit Temperature Range and Discharge
Temperature Range: See below notes
Maximum Heating System Temperature: 80 deg C.

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Adjacent Maximum Cargo Temperature: Depends on base product

Transshipments: Prior to arranging transshipment, the vessel’s proposed plan should be communicated to the
Charterer for agreement.
Notes
 If Nitrogen blanket is in place and transshipment is agreed to take place, nitrogen blanket must be reapplied on
the cargo, both on the discharging and receiving ship.
 FAME can be produced from a variety of vegetable oils (e.g. soya beans/palm oils). Thus temperatures for
loading, transit, and discharge will vary and should be requested from the shipper prior to loading the product.
 For International voyages tanks should be blanketed to 5% Oxygen content to reduce moisture. For EU inland
waterways, and North Sea and UK voyages a nitrogen blanket is not required.
Tank Requirements
All shore and ship cargo lines and tanks are to be presented clean (residual free), dry, odor free and rust free, with
good gaskets and pressure tested heating coils (as applicable). Heating coils to be blown clear with nitrogen.
It should be verified that the coating of coated tanks is suitable for the product. Zinc coating and some epoxies,
are not resistant and in this respect acid values should be checked. Wall Wash test is not required.
6.7.26.4 Hydrogenated Vegetable Oil (HVO) (ALKANES C10-C26)
During the HVO process, vegetable oils and animal fats are treated with hydrogen and isomerized. The HVO
process yields paraffinic hydrocarbons with excellent combustion properties and good storage stability.
Physical and chemical properties
Appearance: Colourless Liquid.

Odour: Mild Characteristic.
pH: Not applicable.
Initial Boiling Point and Boiling Range: 180 - 320 °C / 356 - 608 °F
Pour point: Typical -20 °C / -4 °F
Flash point: > 61 °C / 142 °F
Upper / lower Flammability or Explosion limits: 0,5 - 5,0 %(V)
Auto-ignition temperature: ca. 220 °C / 428 °F
Vapour pressure: < 1 kPa at 25 °C / 77 °F
Relative Density:
Density: ca. 0,78 g/cm3 at 15 °C / 59 °F
Water solubility : Negligible.
N-octanol/water partition coefficient (log Pow): > 6,5
Dynamic viscosity:
Kinematic viscosity: 2,0 - 4,0 mm2/s at 40 °C / 104 °F
Flammability: Not applicable.
Vessel’s tanks for HVO storage and transportation must be ensured suitable for use with this product. Tanks must
be safeguarded from heat and other sources of ignition. Ingress of water should be prevented.
The applicable MSDS sheet and IMDG Code should be consulted prior to any loading and carriage.

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6.7.26.5 Ethyl Alcohol (Ethanol)
Description
Ethanol is also called ethyl alcohol. Ethanol is produced both as a petrochemical, through the hydration
of ethylene and, via biological processes, by fermenting sugars with yeast. Which process is more economical
depends on prevailing prices of petroleum and grain feed stocks.
Ethanol is a clear, colourless liquid that is made up of a group of chemical compounds whose molecules contain a
hydroxyl group, -OH, bonded to a carbon atom. It is an inflammable, slightly toxic compound with a distinct odour.
Fuel-grade ethanol is blended with a percentage of gasoline, thus forming a “finished” motor oil product.
Ethyl alcohol is the pivotal ingredient in alcoholic drinks. It is also the alcohol that is present in all alcoholic
beverages. Ethanol is also produced for industrial purposes and finds use as a clean burning bio-fuel. Ethyl
alcohol is sometimes adulterated with methyl alcohol or methanol. This is a more potent alcohol and is dangerous
to consume as it gets broken down in the liver to form toxic compounds like formic acids and formaldehyde - the
compounds can destroy the optic nerve leading to blindness. Other dangerous symptoms include - acidosis that
may progress to death by respiratory failure.
Ethanol for use as an industrial feedstock or solvent (sometimes referred to as synthetic ethanol) is made from
petrochemical feed stocks, primarily by the acid-catalyzed hydration of ethylene, represented by the chemical
equation C2H4 + H2O → CH3CH2OH. The catalyst is most commonly phosphoric acid, adsorbed onto a porous
support such as silica gel or diatomaceous earth. The reaction is carried out with an excess of high pressure
steam at 300°C.
Shipment / Storage
An ethanol-water solution that contains 40% ABV (alcohol by volume) will catch fire if heated to about 26 °C and if
an ignition source is applied to it. This is called its flash point. The flash point of pure ethanol is 16.60 °C, less than
average room temperature.
Boiling Point: The lowest known value is 78.5°C (Ethyl alcohol 200 Proof).
Weighted average: 79.58°C
Melting Point: May start to solidify at -114.1°C based on data for Ethyl alcohol 200 Proof.
Critical Temperature: The lowest known value is 243°C (Ethyl alcohol 200 Proof).
Specific Gravity: Weighted average: 0.8 (Water = 1).
It should be stored segregated at temperature not exceeding 23°C and safeguarded from all possible sources of
ignition (spark or flame).
The applicable MSDS sheet and the IMDG Code should be consulted prior to any loading and carriage.
6.7.26.6 Bio-Fuel Blends
Bio-fuel blends are mixtures resulting from the blending of those products identified in the previous paragraphs of
this section, with a petroleum oil. Special concern is placed for the carriage of the bio-fuel blends as per Annex 11
of the MEPC.2/Circular.
When containing 75% or more of petroleum oil, the bio-fuel blend is subject to Annex I of MARPOL.
When containing more than 1% but less than 75% of petroleum oil, the bio-fuel blends are subject to Annex II of
MARPOL and should be carried under the conditions detailed in MEPC.1/Circ.761/Rev.1:

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Table 1: The Summary of minimum requirements on Bio-Fuels Blends as per MEPC.1/Circ.761/Rev.1

(columns numbered as per Ch.17 of the IBC Code)
a c d e f g h i' i'' i''' j k l n o

Bio-fuel blends of X S/P 2 2G Cont No - - Yes C T ABC No 15.12,
Diesel/gas oil and FAME 15.17,
(>25%but <99%byvolume) 15.19.6
Diesel/gas oil and 15.17,
Vegetable oil 15.19.6
Bio-fuel blends of Gasoline X S/P 2 2G Cont No T3 IIA No C F-T AC No 15.12,
and Ethyl alcohol 15.17,
(>25%but <99%byvolume) 15.19.6
Diesel/gas oil and Alkanes 15.17,
(C10-C26), linear and 15.19.6
branched with a
flashpoint oC
Bio-fuel > 60 blends of X S/P 2 2G Cont No T3 IIA No C F-T ABC No 15.12,
Diesel/gas oil and Alkanes 15.17,
(C10-C26), linear and 15.19.6
branched with a
flashpoint ≤60oC
With respect to new bio-fuels identified as falling under the scope of these guidelines, carriage requirements for
specific bio-fuel/petroleum oil blends to be shipped as MARPOL Annex II cargoes are to be incorporated into List
1 of the MEPC.2/Circular, as appropriate.
When containing 1% or less of petroleum oil, the bio-fuel blends are subject to Annex II of MARPOL.
The following table presents the regulatory requirements for carriage of Bio-Fuel Blends according to the
petroleum oil contents:
Table 2
No. Bio-Fuel Blends according to the Application requirements
petroleum oil contents
1 Bio-Fuel Blends containing 75% Subject to the requirements of Oils(Annex I of
or more of petroleum oil MARPOL)
Bio-Fuel Blends containing more Subject to the discharge requirements of
2 than 1% but less than 75% of petroleum Chemical and carriage requirements as per the
oil above Table 1 and MEPC.1/Circ.761/Rev.1
3 Bio-Fuel Blends containing 1% or Subject to the discharge requirements of
less of petroleum oil Chemical (Annex
6.7.26.7 DHC Bottoms (Hydro Cracker)
Specific Gravity: 0.8400 @ 15 °C

S.G. @ Max °C: 0.7960 @ 70 °C
Correction Factor: 0.0008 per °C
Flash Point: 190 °C
Boiling Point: 150-750 °C
Melting/Pour Point :<30 °C
Viscosity:>3.0 mPa.s @ 100 °C
Visc. ≤ 50 mPa.s @:Not Pertinent
Heat Voyage: 65-70 °C

Heat Discharge: 65-70 °C

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Heat Adjacent: 80 °C
USCG Group: 33
USCG Exceptions: Yes
Pollution Cat (c): Annex I
Ship Type (e): Not Pertinent
Tank Type (f): Not Pertinent
Env. Control (h): Not Available
Gauging (j): Not Available
Vapor Detection (k): Not Available
Cargo Type: Annex I Oil

CAS#: 64741-75-9
UN#: 3082
Short Name: DHC Bottoms
N2/Inerting: Check
Prewash: No
DHC Bottoms is Feeding stock in chemical industry and mineral oil industry
Precautions for safe handling

- Pay attention to measurements using closed method
- Keep away from sources of ignition (heat, sparks, open flames). – Do not smoke. –
Avoid electrostatic discharge.
- Provide for sufficient ventilation, also in ground area.
- Do not breathe vapour.
- Avoid contact with skin and eyes.
- Do not eat, drink or smoke at work.
- Immediately take off contaminated clothing.
- Wash hands before breaks and after work.
These blow guidelines are based on experience and should therefore only be regarded as general
guidelines.
Loading
1. Before loading take place, all cargo pumps cofferdams must be purged, to confirm that no leakage is present.
2. Tanks usually to be cleaned to water white standard.
3. Loading should be started carefully via drop line only, if possible. Avoid free fall off through the pump.
4. All precautions as applicable in this manual should be complied with.
Heating
1. Temperature to be kept at a level of 65-70 degrees C during voyage to maintain sufficient pumping condition
of the cargo.
2. Max. Temperature increase over the cargo heaters (if installed) during heating operation is 10 degrees C.
This is the most important check point to avoid crystallization and blocking of the cargo heater if installed, and
must be carefully checked at regular intervals during heating. if the temperature increase is too high, increase
the cargo pump’s capacity by increasing the hydraulic pressure until acceptable temperature increase is
obtained. However running the cargo pumps at too high speed and high hydraulic pressure over a longer period
of time, increases the risk of crystallization of molasses in the pumps’ shaft seal area.
3. Maximum recommended temperature adjacent is 80 degrees C.
4. Running the cargo pump at reduced speed and the hydraulic pressure should be in a range up to approx. 100
bar if cargo heaters are installed.

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Discharge
1. In adequate time before discharge, cargo temperature to be increased to recommended temperature for
discharging. Maximum discharge temperature not to be 65-70 degrees C.
2. Avoid too many pipe bends and pressure loss in the discharge line. Use as big discharge hose as possible.
3. Due to shore arrangement and location of reservoir, booster pumps to be used, if high discharge head.
4. Run the cargo pump at reduced speed and hydraulic pressure off appox 160 bars hyd pressure
5. After discharge is completed, purge the cofferdam on all cargo pumps. Then pressure test cofferdam in
accordance to instructions to confirm condition of cargo seals.
Tank cleaning: Proposed Plan
1. 1hr BW with hot SW 60 deg C with discharging slops to barge if available

2. Butterworth with hot sea water (up to 70 deg C but in no choice less than 60 deg C achievable bss NO
BALLAST adjacent to the cleaning cargo tanks – stress and stability conditions should be taken into
consideration ) for 3 hours. Flush continuously the P/V line and tank ullage pipe. Recirculate the drop line
for 5 minutes every 40 minutes. Both manifold lines / cross over and stripping lines are continuously
flushed and manifolds alternatively pressurized for thorough cleaning.
3. Rinse with ambient fresh water for 5-10 minutes. Tank cleaning chemical KT+ works well with only
FRESH WATER. It is really very important
4. 3 – 4 hrs. recirculation with 5% KT+ and 3-5% P3 Grato 50 Marine with FW solution 60 deg C (approx.
2cbm of solution). Please note that only FW can be used for this solution. Drop line flushed with cleaning
detergent solution as well. It’s very important to keep the temperature of solution in required range – for
sure you will need to apply steam for heating coils. Please provide us with the results of cleaning first 2
tanks as soon as it will be possible;
5. Butterworth with hot sea water (60- deg C) for 2 hours. Flush continuously the P/V line and tank ullage
pipe. Recirculate the drop line for 5 minutes every 40 minutes. Both manifold lines / cross over and
stripping lines are continuously flushed and manifolds alternatively pressurized for thorough cleaning. All
drains and dead ends are continuously flushed. Good pressure on tank cleaning machines to ensure
cargo pump continuously good priming and flushing;
6. Rinse with ambient fresh water for 5-10 minutes. All drains, dead ends P/V line, stripping line and ullage
pipe are properly flushed. Recirculate the drop line and pressure flush the manifold ends;
7. Drain the tank, pump and lines;
8. Ventilate and inspect the tank. Depends on results - additionally rinse by FW (5 minutes) if required, mop
and dry.
Cleaning should be perform for two tanks at the same time with using at least one additional portable cleaning
machine. The next two tanks will be recirculated at the same time. Be sure to proper clean the fresh water tank
cleaning heater on the end of program.
Do not use common line for recirculation and further cleaning of tanks, otherwise you will have no possibility to use
deck dehumidifier for ventilation of tanks. Do not use seawater cleaning line as well as fresh water cleaning line for
recirculation of tanks.
On completion of the above cleaning program and depends on results of inspection, the additional cleaning of
tanks may require to be followed as follows.
The next program will include:
1.3 – 4 hrs. recirculation with 2% Careclean Voyage with FW solution 60 deg C (approx. 2-3cbm of solution).
Please note that only FW can be used for this solution. Drop line flushed with cleaning detergent solution as well.
It’s very important to keep the temperature of solution in required range – for sure you will need to apply steam for
heating coils
2. Butterworth with hot sea water (60 deg C) for 2-3 hours. Flush continuously the P/V line and tank ullage pipe.
Recirculate the drop line for 5 minutes every 40 minutes. Both manifold lines / cross over and stripping lines are
continuously flushed and manifolds alternatively pressurized for thorough cleaning. All drains and dead ends are
continuously flushed. Good pressure on tank cleaning machines to ensure cargo pump continuously good priming
and flushing;

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3. Rinse with ambient fresh water for 5 minutes. All drains, dead ends P/V line, stripping line and ullage pipe are
properly flushed. Recirculate the drop line and pressure flush the manifold ends;
4. Drain the tank, pump and lines;
5. Ventilate and inspect the tank. Depends on results - additionally rinse by FW (5-7 minutes) if required, mop and
dry.
This above program is for white water standard cleaning only.
As standard operating procedures for Tank cleaning: All tanks pumps, lines are to be washed/flushed well
in the end with sufficient amount of Fresh water and never to be left without been given a proper rinse with
Freshwater. This rinse should be immediately given after the tanks are washed with sea water and or if any
tank cleaning chemicals are used.
6.7.27 Storage and Handling of Aggressive Acid on Deck
The Master is responsible for ensuring that aggressive acids are safety stowed , secured and handled.
In case any aggressive acid such as Nitric Acid is being supplied to the vessel for passivation purposes prior to
delivery on board a Non- routine Risk Assessment must be carried out with ship staff involved and the office
notified for review and approval.
Storage of aggressive acids on deck is not permitted without of office approval.
Handling acids may cause injury or harm the seafarer involved and can also cause damage to the vessel and or
equipment. MSDS must be provided and the following requirements shall be complied with:
• MSDS must be available, if MSDS have not been provided along with Nitric Drums, effort must be made
to obtain up to date MSDS from the supplier.
• Seafarers, who may be assigned to handle chemicals , must be familiar with the MSDS.
• The MSDS must be referred to when completing the Risk Assessment.
• Hazards identified in the Risk Assessment must be mitigated as identified / required.
Chemical Drums maybe damaged during sea passage if they are not properly stored and secured at designated
places. The securing of all chemicals on deck shall be under checked and or supervised by the Chief Officer.
Drums of Aggressive acids must be stored sufficiently well separated from other tank cleaning chemicals and
should only be handled under supervision of a competent responsible officer, who shall ensure that:
• Acids containers are always handled with utmost care.

• Proper PPE are available.
• Acids will not mixed unless it is knows that dangerous reaction will not occur.
• Firefighting equipment is readily available.
6.7.28 Other Cargoes
The cargoes not subject to the IMO Chemical Code should be handled in accordance with the precautions
mentioned in this ships operational manual as applicable.
6.7.29 Inhibited & Self Reactive Cargoes
Purpose : To ensure that correct and safe handling of Chemical cargoes.

Scope: This procedure applies to Tankers handling Chemicals that are Inhibited or Self Reactive.
6.7.29.1 Definitions
INHIBITED CARGO: Certain chemical cargoes can self-react and need to be stabilized.The most common form of
self-reaction is polymerization
POLYMERIZATION: Polymerization generally results in the conversion of a liquid into a solid. The reaction may
be either slow, which only degrades the product and will pose no safety hazard to the ship. Or, the reaction may

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be a quick violent exothermic reaction. Such products liable to self - reaction or polymerization need to be inhibited
for safe transport.
INHIBITOR: A certain chemical additive either added to a chemical ashore or onboard the vessel to stabilize the
cargo to prevent polymerization.
ADDITIVE: A chemical compound or dye that may be added to a cargo to change it's properties. Some Palm Oil
cargoes may have a dye added to alter the color of the cargo.
6.7.29.2 Role and responsibility

- The Master is responsible for implementation
- The Chief Officer is responsible for compliance
- Officers and crew familiarization specific training, with operational hazards, inhibitor certificates, and
oxygen dependant inhibitors should be carried out on monthly basis and/or before carriage of inhibited
cargoes. Records of such training should be recorded and kept in training file.
6.7.29.3 Description
Prior to Loading Inhibited Chemical Cargoes
- The Master must ensure prior to loading that the inhibitor certificate is received onboard and that it will remain
effective for duration of the voyage with an effective safety margin of at least 30% in excess of the maximum
expected voyage length.
- The Chief Officer is responsible for custody of the Inhibitor certificate.
- If there is any concern, the product must not be loaded and the ship operator contacted immediately.
- The vessels Certificate of Fitness and the IBC code must be consulted to ensure the cargo is allowed to be
carried.
- When inhibitor is to be added to a ship's tank prior to loading it must be established that the coating is resistant to
the type of inhibitor.
Inhibitor Certificate
Following information must be supplied to the vessel PRIOR TO LOADING and is to be stated as a minumim on
the Inhibitor certificate:
- Name and quantity of Inhibitor
- When the inhibitor was added and how long it will remain effective
- Temperature limitations of the inhibitor
- If the inhibitor is oxygen dependent and or oxygen range required for the inhibitor
- What action to be taken should the voyage last longer than the inhibitor will remain effective
General Precautions to be taken with Inhibited Cargoes

- The cargo tank must not be inerted with either Nitrogen or Inert gas if the inhibitor is oxygen dependant.
- When inhibitor is to be added to a ship's tank prior to loading it must be established that the coating is resistant to
the type of inhibitor.
Some coatings, such as epoxy, can absorb prior cargoes into the coating and release those materials once a new
cargo is loaded. Therefore, the coating must be verified to ensure 100% integrity.
 If coating breakdown < 5%, spot repair must be carried out as per paint manufacturer’s instructions.
 If coating breakdown > 5%, alternative stowage plan should be considered.
Vapours can polymerise at openings or upper reaches of tank and block them. Confirm tank venting lines are free.
Cargo can block lines leading to sensors. Post discharge, flush sensors/ lines clear of the cargo.
Blow heating lines dry and positively segregate them from heating system.
- When inhibitor is to be added to a ship's tank prior to loading, the Chief Officer must personally witness the
surveyor adding the inhibitor to ensure it is added into the correct tank.
- Wherever possible, it is preferred that the inhibitor is added into the shore tank prior to pumping the product into
the vessel. This will ensure even mixing of the inhibitor with the product.
- If this is not possible, then the inhibitor should only be added to the ship's tank/manifold prior to loading product,
as this will also ensure proper distribution of the inhibitor.
- Under NO CIRCUMSTANCES should the inhibitor be added to the vessel tank after loading of the cargo. This
will not allow proper mixing of the inhibitor and could lead to partial polymerization within the tank.
- This will not allow proper mixing of the inhibitor and could lead to partial polymerization within the tank.

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- Recirculation by way of the cargo pump cannot effectively guarantee effective distribution of the inhibitor with the
cargo.
Mitigating measures for polymerization comprise:
 Verification of vessel’s fitness to carry the specific cargo, incl. suitability of tank coatings; breakdown of
certain coating types may start up polymerization process.
 Careful study of the MSDS and the contents of Inhibitor’s Certificate.
 Careful tank cleaning before loading a cargo prone to polymerization, as remains of certain previous
cargoes in small quantities or traces of cleaning agents may trigger and accelerate polymerization.
 Monitoring of cargo tank temperatures and if a rise in temperature is observed, which cannot be explained
by normal changes in the air or seawater temperature, immediate steps taken to reduce it, advising the
Office for contingency instructions
Given that polymerization an exothermic reaction, detection of any unexpected increase in cargo temperature is of
paramount importance; hence all cargo tank temperatures must be monitored upon loading and regularly during
sea transit, in order to detect any unexpected rise as early as possible. Relevant records must be kept by the C/O,
together with Air and Sea Water temperatures. The frequency of temperature checking and recording depends on
the specific cargo considerations.
Do not stow adjacent to a cargo, which requires heating to temperatures exceeding the temperature limit
prescribed in the Certificate of Protection (inhibitor certificate).
Higher adjacent tank temperatures may allowed case by case by office approval and after proper risk assessment
considering that from commencement of loading until final discharge of cargo (including transit time) must be less
than 10 days.
Long voyages (more than 14 days) will require office approval of submitted proper risk assessment and
preliminary stowage plan with regards to Max adjacent temperatures, including corner to corner tanks and 2nd
adjacent tank on longer voyages
6.7.29.4 Samples
- Samples to be retained only within the life of the inhibitor as stated in the inhibitor certificate.
- Samples should only be kept onboard for the duration of the intended voyage, and only for purposes of delivering
to receiver or consignee for custody.
- Samples should be checked daily for signs of polymerization (elevated temperature and/or suspended particles).
If signs of polymerization are visible, the Company must be contacted for initiating an early disposal process.
- The vessel should not retain samples of inhibited cargo onboard for owners protective interests.
6.7.29.5 Safety
- Vessel's crew should only perform adding of additives/Inhibitors to cargoes carried in an emergency or if
specifically instructed by Tank Operation.
- For safety reasons we will always insist that such work is carried out by cargo owner's inspector, who is familiar
with the product, the equipment used, familiar with the doping procedure and quantities
- Vessel is not to accept to carry any additives etc. or other products without receiving a full MSDS.
6.7.29.6 Request to add Inhibitor/additive after loading

- The vessel must contact the ship operator and ASM Maritime for advice before proceeding.
- Some inhibitors could be static accumulators, and adding them to a full tank could be dangerous
Addition of inhibitor/additives into Inerted Tanks containing Low Flash Cargo (FP<60°C)
- Tank must not be opened to atmosphere.
- The additive or Inhibitor MUST NOT BE OXYGEN DEPENDANT
- Tank must remain inerted with O2 content less than 8% by Volume.
- Tank must remain under positive pressure.

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- Should it be necessary to add an Oxygen Dependent additive/Inhibitor to a low flash cargo in inerted condition,
the office must be contacted for advice on how to proceed.
Addition into Non-Inerted Tanks with Cargo Flash Point >60°C

- Tank atmosphere may be opened to air.
- Precautions for handling static accumulators must be observed.
6.7.29.7 Carriage of Additives / extra inhibitor onboard

- Vessel is not to accept to carry any additives intended for adding to the cargo onboard without any authorization
from cargo operators as well as from ASM Maritime
- Additives may be carried onboard if the vessel operator has received a Letter of Indemnity (LOI) from the
Charterer.
- Vessel must be supplied with MSDS sheet.
- Additives must be properly stowed in the chemical sample locker and stowed as per sample stowage procedure.
- Additives are not permitted inside the accommodation.
6.7.29.8 Care during the Voyage of Inhibited Cargoes

- During the voyage, care must be taken to ensure the cargo stays within the allowed temperature range of the
inhibitor.
- This will involve pre-planning to ensure the inhibited cargo is not stowed adjacent to a heated product.
During Voyage, ensure the following:

 Do not heat adjacent cargo tanks, above the temperature limit of the inhibitor.
 Set temperature alarms on monitoring systems. Record cargo temperature every 12 hours. Inform Office
and Shipper in case of an unexplained temperature rise. Comply with emergency procedures if the rise is
rapid.
 Cool decks with water when atmospheric temperature is high.
 Blow through the pump cofferdams regularly.
In case of delays beyond the effective lifetime of the inhibitor, inform Office and Shipper
6.7.29.9 Emergency Procedure

- Should there be any indication of the product become unstable, or a partial polymerization starting (this is usually
indicated by a sharp temperature rise), then Ship Operator & ASM Maritime must be advised immediately.
- It may be necessary to notify local and/or Port state authorities.
- The Master in liasion with the office shall then decide in required to Jettison the cargo as per checklist in ECM.
Take emergency actions only after obtaining approval from Office and considering the factors as mentioned in
below table:
Actions in Case of Polymerisation

Status Action
 Check temperature every 30 minutes. Plot it on a graph.
 Reconfirm cargo temperature with local gauges.
 Check heating system. Confirm blanked at both ends.
 Remove any other source of heat immediately. For example,
On suspecting
non-compliant adjacent cargo, hot water system problem, pumps
polymerisation
circulation etc.
 Inform Office of the source of heat and then monitor
temperature at 30-minute intervals for at least 4 hours.
Temperature must stabilise or drop.
 Fill up adjacent tanks with water. If full, turn off heat to these
tanks.
If cannot find/ remove the
 Check reactivity with water. Line up for circulation of cargo
source of heat
either through drop line or rig portable hose.
 Commence deck cooling.
Cargo temperature  Circulate the cargo and ventilate the tank, If possible.
increases by 1°C or more  Take samples to observe for haze as an indication of polymer

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in a period of 30 minutes presence.

without identifiable cause  Continue temperature monitoring.
or cargo temperature
reaches 45°C
 Prepare to pump cargo overboard. Refer to ECM and use
Cargo temperature is still
vessel-specific emergency checklist.
increasing by 1°C or
 If cargo is not reactive with water, fill the tank with freshwater.
more in a period of 30
Continue adding water until tank is full. Monitor temperature
minutes without
closely.
identifiable cause
 Vent pressure and open tank domes, keep the PV valves, and
ullage ports in open position.
reaches 50°C
 Prepare fire hose for vapour knockdown.
 Begin pumping cargo overboard.
If the cargo temperature
 Continue to add water as cargo is discharged.
continues to rise by 2 °C
 Prepare back up pump in case primary pump seizes.
or more since the last
 Manoeuvre the ship upwind. Personnel must stand on
reading (30 minutes)
windward side until tank is empty.
without identifiable cause
 Monitor tank level, use back up pump if primary pump seizes.
 When tank is empty, start cleaning with cold water and
reaches 55°C
continue cleaning until tank is clean.
6.7.29.10 Oxygen dependent Inhibitors
If a cargo is to be inhibited with an inhibitor Oxygen dependent, care must be taken, given that the tank may be
required to be not inerted or padded, specifying the minimum level of oxygen required in the vapour space of the
tank for the inhibitor to be effective as per MEPC.2/Circ.14). In this respect, the relevant information provided on
the Certificate of Inhibitor must be taken into account in the operation of the inert gas system to ensure the oxygen
does not fall below the minimum level required in the vapour space of the tank for the inhibitor to be effective as
indicated on the certificate (see also MEPC.2/Circ.14).
In the above context, the following additional precautions apply for dosing additives in a non-inert tank:
• Free-fall of additive is prohibited.
• When no full-depth sounding pipes are provided, a minimum 30 minutes relaxation period is required
before and after the addition of additives.
Attention must be also placed when using the technique of vapour balancing with inert gas for oxygen dependent
inhibited cargoes, as it may be dangerous (e.g. Styrene Monomer). For this purpose, the IBC code requirements
for specific cargoes must be carefully complied with, along the requirements of the vessel’s VECS manual.
The form “Atmosphere Check – Cargo Tank Oxygen Content” must be used for monitoring of the Oxygen content
of the vapour space on completion of loading and daily during sea passage, in case an Oxygen dependent
inhibitor has been added.
6.7.30 Polyol
Shipping name of cargo is glycerol propoxylated and ethoxylated - Adopt a risk-based approach for carriage of this
cargo. Ensure cargo information is available from all sources. Use these guidelines to initially plan the cargo until
receipt of cargo MSDS.
6.7.30.1 Cargo information
Common synonyms : Caradol, Arcol HS 100, Arcol Polyol 1107, Arcol Polyol 1108, Arcol
Polyol F-3022
Appearance : Clear to light yellow
Odour : None
Specific gravity : 1019 kg/m3 @ 20 °C
Solubility in water : Part
Coefficient of cubic expansion/ °C : 0.00054
Electrostatic generation : No
Ship type : 3 Shell Chemicals requires a ship type 2
Pollution category : Z

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Viscosity : 760 (mPas) @ 20 °C

Status of heating coils : Heating
Line clearing medium : N2/ air
Env condition : None as per safety point of view however tank to be kept under nitrogen as the cargo is
hygroscopic
Vent : Controlled
Gauging : Closed
Oil like : No
High viscosity : N/A
Solidifying : N/A
Coating : Stainless steel or coated tanks - Coated, v/l to verify suitability of coating for product
Wall wash required : Yes
Wash specifications :
To verify with Shipper, however normally;

Water misc. – Pass;
Chlorides – Max 5ppm;
Odour – No residual;
Permanganate - >30 minutes;
Colour – Max 5;
Acidity – 0.05 mgKOH/g max’
Appearance – Clear
6.7.30.2 Fire and Explosion Data
Flash point: >200 °C

Flammable limits: Not known
Auto-ignition temperature : Not known
Extinguishing agents : CO2, dry chemical, alcohol resistant foam
In case of fire : Follow company contingency plan , Not classified as flammable but may burn under combustible
conditions. Carbon monoxide may be evolved if incomplete combustion occurs.
6.7.30.3 Health Hazard and Emergency Procedures Data
Odour threshold (ppm) : Non-toxic

Effect of liquid -
a. On eyes : Irritating
b. On skin : Irritating
c. By ingestion : Harmful if swallowed
Effect of vapour -
a. On eyes : Irritating to eyes
b. On skin : Minimum hazards
d. When inhaled : Minimum hazards
Procedures after exposure with liquid/ vapour :
General notes: Not expected to give rise to any acute hazard under normal conditions of use.
Inhalation : No specific measures
Skin: Wash skin with warm water using soap.
Eye: Flush eye with water or recommended eye solution for 10 minutes. If persistent irritation occurs, obtain
medical attention immediately.
Ingestion: Wash out mouth with water and obtain medical attention.
Advice to physicians: Treat symptomatically and supportive therapy as indicated.
Medical management : Refer to MFAG and consult doctor. Use artificial respiration if possible or pure O2.
6.7.30.4 Reactivity Information
Stability : Product is stable, but hygroscopic


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USCG compatibility chart : USCG group 40, not compatible with group12 Isocyanates.
Heating requirements :
Loading Temperature Range: Ambient – 40°C
Transit Temperature Range: 40 – 45°C
Discharge Temperature Range: 40 – 50°C
Maximum Heating Coil Temperature: < 90°C
Maximum heat adjacent 50°C
6.7.30.5 PPE Levels

In accordance with Chemical PPE matrix (SIM Ch 33 Appendix B)
6.7.30.6 Spill Response Procedures

Refer to MSDS
6.7.30.7 Cargo Handling Procedures
Pre-loading and Loading:

 Since many different grades fall under this product name, obtain full specs and handling requirements
prior to carriage.
 Heating may evolve acrylonitrile in tank vapour space. Obtain heating information from Shipper.
Discharging:
 Maintain temperature as per Shipper’s instruction
Avoid contact with oxidising materials, isocyanates and strong acids. Polyols and isocyanates react and
generate heat.
Caution: Mixing of polyols with diisocyanates results in uncontrolled polymerisation. Maintain proper segregation.
6.7.30.8 Precuations during voyage
 Maintain temperature as per Shipper’s instructions

 Pad the tank with O2 below 5% or as per Shipper’s instructions.
6.7.30.9 Tank cleaning
 Polyol is either not soluble/ only partially soluble/ miscible in water. However, it should be able to be
cleaned using water.
 Water washing will displace the product remaining in the tank, pump and pipelines.
 Wash the tank after line and bottom flushing.
 Maintain wash water temperature same as discharging temperature.
Caution: Do not increase wash water temperature more than cargo discharge temperature. This may cause
formation of foam like substances (polyether) on tank surfaces. Once formed, this will be difficult to clean.
6.7.31 Adding of additives - Doping Cargoes

Purpose : To ensure the safe addition (Doping) of small quantities of special additives and fluids, such as
dyes, lubricating additives, anti-static agents & others into ship’s cargo tanks; when it is not possible for the
additives to have been introduced into the cargo ashore.
Scope : This procedure applies to all tanker vessels engaged in carriage of Annex 1 Oil cargoes.
6.7.31.1 Description
Responsibility
- Cargo Owners or their representatives are permitted, with the consent of the commercial operators and the
vessel's management to add additives to the cargo.

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- We shall not take responsibility for what is being added, how, or in what it does etc.
- Additives may make the cargo off-spec and we, as owners, shall NOT accept any responsibility for the cargo
specs.
- The vessel must obtain an LOI from the charterer (normally arranged through commercial operator), prior to any
doping operation being permitted.
- Cargo tank coating must be checked to ensure compatibility with the coating. This can normally be done by
vessel staff, however, they should request advice from office in case of any doubt, or if no prior experience with
the specific additive.
Notification(s) prior to addition of any Additive

- Permission must be received from the vessel’s commercial operator. This should include an LOI or written
permission to proceed.
- In case of Doping alongside a terminal, permission must be received from the terminal and or/port authorities to
ensure full compliance with all applicable local regulations.
- In case of doping a Non-Inerted cargo tank containing a volatile cargo (ie Flash point <60°C), a Risk Assessment
must be sent to ASM Operations dept. for review and authorization prior to any doping operation.
Safety
- Vessel's crew is never to perform any adding of any additives to cargoes carried.
- For safety reasons we will always insist that such work is carried out by cargo owner's inspector, who is familiar
with the product, the equipment used, familiar with the doping procedure and quantities.
- A Deck officer or the Chief Mate must be present during the start of doping for each tank, to ensure the additive
is being added to the correct tank.
- Vessel is not to accept onboard any additives without receiving a full MSDS.
- The weather must be closely monitored. No operation is to commence in case of a thunder or lightning storm. If
any operation is underway and a thunder/lightning storm is nearby, all doping must stop immediately and cargo
tanks re-inerted as soon as possible.
- Correct PPE must be used, as required by the MSDS for both the cargo in the tank and the additive.
- A full Risk Assessment must be completed
Doping of Inerted cargo tanks

- Cargo operations to the tank(s) must be stopped.
- Inert Gas supply to the tank(s) must be shut and locked.
- The cargo tanks should be vented by the PV valve to reduce internal pressure to a very slight over pressure
(around 10mb).
- Personnel must be wearing correct PPE, and shall stand upwind of the hatch while opening and during the
doping operation.
- Opening of ships tank hatch (normally small Butterworth hatch) must be done by ship’s staff, only once they
ascertain that the tank has been depressurized to a safe level.
- In case the cargo tank man hatch must be opened to allow for doping, it must be TAGGED (Warning Inert gas) to
warn of its inert status.
- An officer must be present at start of doping for each tank. Otherwise, during the doping operation a crewman
with a radio should be in the vicinity to watch.
- After the doping operation, the tank must be fully secured and re-pressurized with Inert gas.
Doping of Non-Inerted Cargo Tanks

- Cargo operations to the tank(s) must be stopped.
- The cargo tanks should be vented by the PV valve to reduce internal pressure to atmospheric.
- Personnel must be wearing correct PPE, and shall stand upwind of the hatch while opening and during the
doping operation.
- Opening of ships tank hatch (normally small Butterworth hatch) must be done by ship’s staff, only once they
ascertain that the tank has been depressurized to a safe level.
- In case the cargo tank man hatch must be opened to allow for doping, it must be TAGGED (Danger – Do not
Enter) to warn the tank is not safe for entry.
- An officer must be present at start of doping for each tank. Otherwise, during the doping operation a crewman
with a radio should be in the vicinity to watch.
- Electro-static precautions must be followed.
- Free-fall of additives must be avoided. Properly conductive equipment shall only be used and any hoses used for
the additive shall be antistatic or properly earthed the vessel prior to being introduced into the tank atmosphere.

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Any hatches that have been opened and subsequently re-sealed after doping operation, must be checked by the
chief officer or his/her deputy) for tightness prior to the vessel proceeding to sea.
6.7.31.2 Risk Assessment

A Risk Assessment must be completed and reviewed prior to any doping operation. At a minimum it must include
the following:-
- Supply and handling/disposal of additive containers
- Requirements for PPE
- Prevention and minimization of exposure to vapours.
- Safest method to reduce cargo tank pressures.
- Equipment to be used and anti-static precautions.
- Spills & clean-up
- Waste handling and disposal
- Contingency planning
- Requirements for physical cross checks during the manual doping
- Possible Toxic gas (H2s, Benzene)
- Tank Pressure
- Fire & Explosion risk of vapours (Sources of ignition)
- Inert Gas (Asphyxiation hazards)
- Weather conditions (heavy rain, light airs, thunder & lightning etc.)
- Methods to avoid liquid free fall in non-inerted tanks
6.8 CARGOES REQUIRING SPECIAL TREATMENT
6.8.1 Cargoes Inhibited Against Self-Reaction
Acrylonitrile, Methyl acrylate, n-Butyl acrylate, Acrylic acid, Methyl methacrylate, Ethyl acrylate, Styrene monomer,
Vinyl acetate, Benzyl chloride, Butyl methacrylate, Chloroprene, 2-Ethyl hexyl acrylate, Ethyl Methyl acrylate, 2-
Hydroxyethyl acrylate, Isobutyl acrylate and Methyl acrylic acid are subject to the requirements 4.10 of the IMO
Code. This depends upon the chemical properties, which are liable to be polymerised or resolved under special
conditions such as temperature, exposure or catalizer contact. To reduce this tendency it is required to add a small
amount of inhibitor to control the cargo tank inside of the environment of space adjacent to the cargo tank intended
to use. Since these cargoes are subject to the requirement 4.18.1 of the IMO Code, they should not be load to the
space adjacent to the cargo tank, which is heated. Care should be taken to the following items.
(1) Cleanliness
Before loading, the responsible officer should ensure that there are no traces of other substances, which may
promote self-reaction of the cargo to be loaded in the cargo tanks and the cargo systems.
(2) Certificate
Care should be taken to ensure that the cargoes are sufficiently inhibited to prevent polymerisation at all times
during the voyage. When the ship carries such cargoes, a certificate of inhibition in which the following items are
shown should be given from the manufacturer of the cargoes.
• Name and amount of inhibitor added.

• If the inhibitor is oxygen dependent, note when oxygen dependent the minimum level of oxygen
required should be stated on the certificate
• Expected duration of the voyage
• Date on which inhibitor was added and duration of its effectiveness.
• Any temperature limitations qualifying the inhibitor’s effective life-time, and
• The action to be taken should the period of voyage exceed the effective lifetime of the inhibitor.
See appendix of Tanker safety guide for chemical tankers for a detailed example of inhibitor certificate
(3) Carrying inhibited cargoes through hot climates
Some polymerising cargoes like Vinyl Acetate Monomer has heating restrictions up to 30 – 35 deg.C and could
lead to problems when a voyage is long from cold to warm climates.
Make sure that all cargo lines have been properly drained back to the cargo tanks after loading and on warm days
consider cooling the decks with sprinkler.
Climate temperatures should be taken into account during long voyages and in case any problems are expected,
the company to be informed immediately.
(4) Monitoring
All inhibited cargoes are required to be monitored on temperature during the voyage and a relevant log needs to
be kept up to date in order to see any deviation in time for proper response.
(5) Cargo vent system
The cargo vent systems should be regularly checked for adequacy of operation to avoid blockage from polymer
build-up.
These cargoes should not be loaded in the spaces adjacent to the cargo tank in which a cargo liable to resolve is
heated. Also these cargoes should not be handled by the cargo line passing through the cargo tank in which
heated cargo is loaded.
(6) The cargoes such as Allyl chloride, Chloroform, 1.1-Dichloroetane, Propionaldehyde, should be avoided
heating and the temperature should be always monitored and measured.
6.8.2 Ballast and Heated Cargoes

The ballast tanks underneath a cargo tank with heated cargo should not be used for ballast and trimming
purposes until the tank has been discharged entirely, otherwise the cargo temperature above the tank floor
may drop below the melting point before discharging is completed. This may lead to solidification of the cargo
on the tank floor and pump well, which increases the amount of residue as well as increasing cleaning.
It should be taken into high consideration when taking heavy weather ballast adjacent to heated / Solidifying
cargoes as the same can have huge adverse effect on the stability of the vessel. The master should further keep
in mind an alternative other than taking additional ballast adjacent to heated tanks.
6.8.3 Discharging Cargoes under Nitrogen Cover
Many cargoes carried under nitrogen cover must be discharged using vapour-return-lines. The tank pressure must
be in excess of atmospheric pressure throughout the whole discharge period to prevent ingress of air i.e.
oxygen.
6.8.4 Discharge of High Viscosity Products

Prior to the discharge of highly viscous mineral or vegetable oils, agreement must be reached with the terminal
as to whether the cargo can be pushed towards the pump well so as to keep the residue in the tank as low as
possible.
High viscous Oil or High viscous liquid left inside a closed system of piping can create severe damage to the
system or cause leakage / rupture of gaskets, expansion joints or flanges due to expansion inside, as the liquid
temperature raises inside the system.
While having this incident on deck could cause oil pollution, it might trigger cargo contamination if it occurs inside
tanks, e.g. Bottom Cargo pipelines, Pump room pipelines, Top Loading lines & Small diameter lines, including tank
cleaning lines, etc.
To avoid such damage the following must be observed:

1. The cargo oil transfer plan shall include instructions how to displace oil cargo in the lines upon completion of
transfer operations. This must be discussed with shore facility representatives.
2. Cargo oil should never be left in the deck or pump room cargo piping upon completion of cargo oil transfer
operations, but should be dropped into the cargo tanks.
3. Close attention shall be paid to cargo bottom lines containing non heated cargo that passes through tanks
loaded with heating cargo.
4. Sometimes, ballast water left inside pump room lines without proper monitoring / measures could cause
leakages at flanges. Such situations are more likely experienced when proceeding to warmer regions.
5. Similarly, after heated cargo is loaded or discharged, preventive measures against solidification inside tanks,
pipelines should be taken. Bottom lines containing such, particularly in way of empty cargo tanks need to be
considered for stripping after completion of operations.
6. Air in such locked systems, can be more readily compressed and cause less damage, as compared with liquid
entrapped in a closed system.
6.8.5 Discharge of Cargoes with High Melting Points

Prior to discharge of cargoes with high melting points it is advisable to arrange for "Tank Dry" acceptance on a
tank by tank basis with the surveyor. Once a tank has been accepted as being dry a small amount of water can be
taken in to wash the pump.
6.8.6 Efficient Stripping in Accordance with P&A Manual

Each tank should be stripped in accordance with the procedure as described in the P&A Manual in order to
minimize the residues. It is important that list and trim are in compliance with the list and trim as laid down the
Marpol stripping procedure.
The stripping procedure described in the cargo system instruction manuals are to be followed.
On vessels fitted with hydraulic systems and submerged pumps, stripping is achieved with the cargo pumps. Final
draining of the tanks is accomplished by careful control of the cargo pump. The pump discharge line is cleared by
purging the pump and discharge line with inert gas in the form of nitrogen. Air may be used with certain cargoes
of a nonvolatile nature and which are not static accumulator cargoes.
Make sure that the cargo residues in the hose connection between ship and shore are not blown back into the
ship's cargo lines.
According to the ship’s specific pump design, in some vessels there is a possibility for cargo residues to blow back
inside to air/nitrogen line in case of air/N2 pressure drop or ceased. By the way undesirable fluids may go through
the air compressor or other sources of pressurized air. To avoid such this situation and its hazardous
consequences, duty officer engage with the stripping operation must check the air pressure during operation. Prior
stripping relevant parties (duty engineer if the means of pressurized air/N2 etc. is operated inside the engine room)
must be informed. If applicable a non-return valve with proper drain line & valve shall be installed on the air/N2 line
on the deck side.
6.8.7 Before Loading Arm Disconnection
Before disconnecting the loading arm from the manifold, the Master must be sure that the following checks have
been carried out:
• The line and the manifold reducer have been blown and they are empty and drained
• The drain valve has been opened to drain any small residues remaining in the manifold connection.

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6.9 TANK CLEANING AND GAS FREEING
6.9.1 General
The purpose of these instructions is to describe the procedures that must be followed for cargo tank
cleaning purposes, so that the necessary safety measures and the protection of the environment will be
ensured and an efficient cargo tank cleaning will be achieved, taking into account the purpose for which
such a tank cleaning is carried out.
All tank cleaning operations must be carried out in accordance with the procedures described in
ISGOTT Chapters 12.3 and TSGC Chapter 8. In addition, primarily Dr. Verwey’s tank cleaning guide or
the Miracle tank cleaning guide are available onboard and may provide comprehensively all requested
information the vessel might need for proper tank cleaning preparation including but not limited to:
a. Method of cleaning
b. Information related with the cargo/type IMO category
c. Paint resistant list
d. Prewashing information
e. Handling/stowage and disposal of washings at sea
f. Relevant regulations
The tanks of Chemical Tankers may be constructed or coated with various different types of materials
and it is important to check with the P&A manual and the Paint Manufacturers Coating Resistance list
prior to commencing Tank Cleaning Operations in order to ascertain the tank coating materials and any
limitations with regards to temperature, use of cleaning chemicals etc. which may be applicable to the
vessel.
Cleaning of tanks is usually the responsibility of the ship. Tank cleaning and the cleanliness involved
have different standards depending upon the previous cargo and the cargo to be loaded. But the matter
can be still more complicated, as cleanliness for one and the same product may vary, depending on
who the receiver is and for what purpose the cargo is finally intended.
Examples: glycol intended for cosmetics or pharmaceutical purposes requires cleaner and completely
odourless tanks than does glycol intended for antifreezes; caustic soda for making paper is more
sensitive to iron contamination than caustic soda for the aluminium industry.
It must be mentioned first that the majority of cleaning operations on board chemical tankers are being
carried out by means of water washing only. Further chemical cleaning is required for only a limited
number of cargoes, but these cases may be very important.
One must take into consideration the nature of the previous cargo and the cargo to be loaded, time
factor, available equipment and cleaning chemicals etc. It is stated the necessary degree of cleanliness
for a number of products, in line with what cargo surveyors normally require.
Generally speaking one must use mechanical tank cleaning methods,that is usually washing with water,
before applying more expensive methods involving chemical cleaning agents. The most expensive, and
least safe, method is manual cleaning, which must be kept to a minimum. Manual work must preferably
be reduced to inspection and possibly to a final drying up of washing water only.
It is important to drain the tanks as much as possible in order to deliver all cargo and to reduce pollution
of the seas to an absolute minimum. This will now be even more important with the MARPOL.
Examples on measures on how to obtain the best possible cargo stripping:
a. Due regard to ship's trim and heel.
b. Viscous cargoes may first be stripped from the various tanks to one tank near the pump room
and from there be pumped ashore.
c. Keep the cargo temperature sufficiently high so that the cargo drains also from remote corners of
the tanks, especially in cold climates.
d. Waxy deposits under the heating coils can sometimes be melted out be means of filling with
water and then applying heat to the coils (as applicable).

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e. Sometimes steaming is allowed during discharge of molasses, which facilitates draining of

molasses from the bulkheads.
f. Vegetable oil tanks may in the last phase of discharge be recirculated and hosed down with
vegetable oil taken from the cargo pump delivery side. Similarly phosphoric acid can be
recirculated to loosen sediments on the tank bottom.
g. Drain cargo piping to shore. It is useful to have a small stripping pump with 50 mm delivery line
to the hose connection for delivery of contents in the cargo piping to shore.
Figure 6.9.1 Modern Chemical tanker tank cleaning process using steam spray.
6.9.2 Responsibilities
Master: He has the overall responsibility for the safe and proper conduct of operations concerning
cargo / ballast handling and tank cleaning. He must immediately advise the Operations department of
any condition which would affect the vessel's ability to safely load, discharge, segregate or carry the
cargo which she would otherwise be expected to handle. He is responsible to check the implementation
of these instructions, so that the cargo tank cleaning will be carried out without any risk for the safety of

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the vessel and for the protection of the environment and in the most efficient way, taking into account
the reasons for which such a tank cleaning is carried out.
C/E: He is responsible to ensure that boilers, IG plant, pumps, tank cleaning pumps, tank cleaning
heaters and washing machines, which are maintained by the engine department, are in proper working
condition at all times.
C/O: He is responsible for controlling the tank cleaning operation and he shall make sure that it is
carried out in accordance with the plan agreed and all safety precautions are taken, incl. tank
atmospheres remaining safe. He is also responsible to inform the C/E of any malfunction of equipment
used for tank cleaning, so that repairs can be undertaken. Finally, he is responsible to the Master for
ensuring that cargo tanks and the cargo system are in a suitably clean condition for the cargo to be
loaded.
The tank cleaning operation is a joint concern of the deck and engine departments.
It is therefore important that the vessel's management co-operate in the planning of
the work as well as in the carrying out of the operation.
6.9.3 Purpose of tank cleaning and practical examples for solving problems
Cleaning of some or all cargo tanks may serve the following purposes:
 Ballasting in adverse weather conditions (meet clean ballast requirements).
 Preparing cargo tanks for loading of cargo which may be non-compatible with the previous one.
 Preparing vessel's cargo tanks for inspection, maintenance, or repair.
 Counteracting the accumulation of sediment which may prevent effective draining of tanks and
make gas freeing difficult.
 Gas free for repairs at sea, or shipyard repairs.
Although tank cleaning for the foregoing reasons may be necessary, excessive tank cleaning is
uneconomic and the increased volume of water may lead to increased difficulty in meeting pollution
control requirements relative to load on top operations.
Vessels must not wash tanks in anticipation of cargo grades for which orders have not been received.
The following instructions intend to provide general guidance and give some practical examples on
problems and methods. The information given must not substitute the available good and proven
methods! Shippers and tank inspectors coming on board, must also be consulted on this subject.
Analyze the properties of the previous cargo and take advantage of its "weak points", e.g.:
a. Water soluble? If the cargo is reasonably soluble in water then chemical cleaning agents are
unnecessary in most cases.
b. Will an increased cleaning temperature cause a beneficial reduction of cargo viscosity and lower
surface tension or could it cause the opposite: that cargo residues polymerize or oxidize ("dry").
Polymerization and drying must be avoided, therefore the first cleaning operation must be
carried out cold.
c. Is it possible to emulgate the cargo in water or in water with emulgators added? Make a test on
board.
d. Will the product be affected by alkalies? Caustic soda is a relatively cheap and easily available
alkaline chemical.
e. Will the product dissolve in other easily available products by which the tank walls can be
treated? (Successively "upgrading" or "floatation" methods).
f. Will cargo residues vaporize without leaving any traces?

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g. Can remaining cargo be safely mixed with the cargo to be loaded? In many cases it is not known
what the next cargo will be, but sometimes this method can be applied.
6.9.4 Evaluation of the need for cargo tank cleaning

A rule which must be strictly followed is that cargo tank cleaning shall ONLY be undertaken when it is
necessary. Tank cleaning shall be carried out on the basis of:
• Guidelines in these instructions.
• Instructions from Charterer.
• Special instructions given by the Company.
• Evaluation of specific conditions by the vessel's management.
6.9.5 Operations before and after tank cleaning

• Flushing of Pipelines: Before commencing tank cleaning, pumps and pipelines shall be washed
through and the wash water pumped to slop tanks.
• Draining of pipelines: After every tank cleaning, all tanks, pipelines and pumps shall be drained
of water to the greatest possible extent.
• Gas Freeing: Preparation of cargo tanks for carrying low flash point products includes purging of
tanks, lines and pumps with inert gas and/or air until gas free.
• Items Lost in Tanks: In order to ensure that lost items such as ropes, probes, sounding rods,
sampling equipment, tools and the like are not sucked into the pipeline system, thus being a probable
source of damage to the pumps and valves, such items must be located and removed as soon as
possible.
6.9.6 Safety and environment protection regulations

During every tank cleaning operation the safety and environment protection regulations in force shall
invariably be strictly followed. In this connection reference is made to:
 MARPOL and SOLAS.
 The ICS/OCIMF “International Safety Guide for Oil Tankers and Terminals” (ISGOTT).
 The “Tanker Safety Guide (Chemicals)” (TSG-C)
 The approved Clean Ballast Tank Manual, if applicable.
 The ICS/OCIMF “Clean Seas Guide for Oil Tankers” (Latest Edition)
 The P&A Manual.
Any different local regulations shall also be strictly observed. For that reason, where tank cleaning is
undertaken alongside a terminal or tank cleaning installation and before tank cleaning commences, a
meeting shall be held with the representative of the shore installation about safety and environment
protection matters.
Especially as per MARPOL Annex II Regulation 13.7.1.4 prewashing is required for persistent floaters
(with a viscosity equal to or greater than 50 mPas at 20ºC and/or a melting point equal to or greater
than 0ºC) as are identified by '16.2.7' in column 'o' of chapter 17 of the IBC Code, This pre-washing is
compulsory in North West European waters, as specified in Regulation 13.9 of MARPOL Annex II and
must be carried out as per the P&A manual.
6.9.7 Tank Cleaning with Respect to Tank Atmospheres

The Company, for the case of Annex II cargo tank cleaning purposes, adopts the tank atmospheres
definition as per TSGC Chapter 8.4.2. Thus tank atmospheres can be any of the following:

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 Inert:
This is a condition where the tank atmosphere is known to be at its lowest risk of explosion by virtue of
the atmosphere being maintained at all times non-flammable through the introduction of inert gas and
the resultant reduction of the overall oxygen content in any part of any cargo tank. For the purposes of
this Manual, the oxygen content of the tank atmosphere must never exceed 8% by volume in the tanks
and and 5% by volume in the IGS lines. In fire triangle terms, in the inert atmosphere the ‘oxygen’ side
of the fire triangle has been physically removed and controlled.
 Non-Inert:
A non-inert atmosphere is one in which the oxygen content has not been confirmed to be less than 5%
by volume. This means that the ‘oxygen’ side of the fire triangle has NOT been physically removed
and controlled.
 Toxic:
On completion of the discharge of a toxic cargo the tank atmosphere must always be assumed to be
toxic. Risk of exposure to toxic vapours is increased during tank cleaning and gas freeing.
 Flammable:
On completion of the discharge of a low flash point cargo the tank atmosphere must always be assumed
to be flammable unless it has positively been confirmed to be inerted.
For chemical tankers, the primary means of preventing an ignition of cargo vapours is to eliminate all
sources of ignition by ensuring that:
 Safe tank cleaning and gas freeing procedures are implemented which conform to IMO
regulations and industry best practice;
 Ship's equipment has been designed and maintained to prevent any possible sources of ignition.
The above measures are designed to control the ignition side of the fire triangle.
By additionally controlling the oxygen side of the fire triangle the use of inert gas, usually nitrogen,
further reduces the risk of ignition.
 Undefined:
The atmosphere in the tank is not measured and therefore may be oxygen deficient, flammable, toxic or
any combination of the above.
Protection from Toxic Vapours
In all tank cleaning cases crew members must be protected from exposure to toxic vapours by ensuring:
 That where possible, tank cleaning is carried out under fully closed conditions;
 Gas freeing operations comply with the IBC Code;
 Appropriate PPE is provided and worn
 Access to cargo areas is restricted; and
 Ship's ventilation is correctly set and precautions are taken to monitor and prevent exposure in
machinery spaces.
Ventilation before Commence Tank Washing
Flammable gas concentration in the tank should be reduced by ventilation before commence tank
washing, if flammable gas concentration do not drop less than 10% of the Lower Flammable Limit

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(LFL) after bottom flushing. The gas concentration in the tank also can be toxic. Therefore all
precautions and procedures listed in this chapter should be well understood before commence tank
ventilation. Gas freeing part of this chapter should be consulted for necessary precautions.
IBC Code, Cargo MSDS and cleaning guide should be checked before commence tank ventilation.
Below should be well understood for to purpose of reducing flammable gas concentration in the tank by
ventilation;
IBC Code Chapter 17, column indicated by “g” letter shows Tank Vents requirement with ‘Cont.’ and
‘Open’ codes. The codes means:
• Cont.: Controlled venting
• Open: Open venting
IBC Code Chapter 17, column indicated by “k” letter shows cargo(s) vapour detection with ‘F’,’T’ or ‘NO’
codes.
The codes means:
• F: Flammable Vapours
• T: Toxic
• No: Indicates that no special requirements under the Code.
In the following conditions tank should be ventilated before commence washing;

 Gas concentration in the tank is known that it is flammable
 Gas concentration in the tank is known that it is flammable and toxic
 Gas concentration in the tank is suspected flammable but not clearly known. In this case tank
atmosphere should be accepted as flammable.
Therefore, before commence tank ventilation, the tank atmosphere should be evaluated and decided
whether ventilation is necessary or not.
The arrangements for ventilation cargo tanks used for cargoes other than those for which open venting
is permitted in IBC Code should be such as to minimize the hazards due to the dispersal of flammable
or toxic vapours in the atmosphere and to flammable or toxic vapour mixtures in a cargo tank.
Accordingly, ventilation operations should be carried out such that vapour is initially discharged;
 Through the PV valves; or
 Though outlets at least 2 m above the cargo tank deck level with a vertical exit velocity of at least
30 m/s maintained during the ventilation; or
 Though outlets at least 2 m above the cargo tank deck level with a vertical exit velocity of at least
20 m/s which are protected by suitable devices to prevent the passage of flame.
The above mentioned outlets other than PV pipes can be fixed or portable pipes. (IBC Chapter 8.5.2)
The purpose of ventilation before tank washing is to minimize the hazards due to the dispersal of
flammable vapours in the tank. Any tank entry cannot be permitted unless tank is proved safe for entry.
In all circumstances, all precautions for enclosed space entry should be observed before any tank entry
permitted.

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In order to protect health of the crew and shore based workers at port, at least but not limited, following
measures should be taken while venting tanks containing flammable and toxic cargo residues.
In order to protect health of the crew and shore based workers at port, at least but not limited, following
measures should be taken while venting tanks containing flammable and toxic cargo residues.
1 Personal Protection, Maintenance of Personal Protection Equipment and Training
 Crew members who might be exposed to cargo vapour should wear appropriate protective suit
and to be used SCBA (Self Contained Breathing apparatus) for respiration while measuring gas
concentration at the outlet has been reduced to 30% of the LFL and in the case of a toxic
product, the vapour concentration does not present a significant health hazard (gas
concentration lower than TLV).
 Crew members who might be exposed to cargo vapours should be given proper training, which
should include:
 Use only SCBA (Self Contained Breathing apparatus) for respiratory. (The crew should be
trained for usage of SCBA even if they know how to use it).
 The method of donning the SCBA and checking that it fits and is operational
 The respiratory hazard and the effect on the wearer if the respirator is not used properly
 The engineering and administrative controls being used and the need for respirators to
provide protection
 The reason for selecting SCBA respiratory, so danger of cargo exposure
 The function, capabilities and limitations of SCBA
 The use and limitations of portable and personal gas detection equipment.
 The equipment for personal protection should be maintained and replaced in accordance with
the manufacturer’s instructions. Maintenance records should be kept on board in related files.
 The crew working on deck shall wear appropriate protective equipment and only work related
to tank cleaning is allowed on deck.
2 Air Quality Monitoring and Exposure Limit
 Cargo loading, tank cleaning and gas freeing are those procedures on board a ship that
expose the crew to the largest risk of exposure to vapours from the products carried, both in
the accommodation and on open deck. It is, therefore, essential during these operations that
all work on deck follows the provision given in paragraph ‘1 Personal Protection,
Maintenance of Personal Protection Equipment and Training’
 The airborne concentration of cargo vapour at outlets should be measured by a trained and
properly protected crew with calibrated and approved instrument, before any crewmember is
authorized to work in a given area. Such measuring should be continued whilst there is a risk
of exposure to cargo vapours.
 Crewmembers exposure to airborne concentrations of cargo vapours should be within a TWA
(Time-Weighted Average) limits. Time-Weighted Average definition; part of benzene per million
parts of air by volume (1 PPM), over an eight-hour period, which covers the time a person is
assumed to work in any 24-hour period.
 When measuring, care must be taken to avoid exposing gas. Personnel should therefore keep
their heads well away from the gas outlet and stand at right angles to the direction of the wind
while measuring.
 Air conditioning intakes must be set to ensure that the atmospheric pressure inside the
accommodation is always greater than that of the external atmosphere. Air conditioning
systems must not be set to 100% recirculation, as this will cause pressure of the internal

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atmosphere to fall to less than that of the external atmosphere, due to extraction fans operating
in sanitary spaces and galleys.
 All doors leading from the outside to the accommodation and to the engine-room should be
closed and kept closed during venting, tank cleaning, tank purging and gas-freeing. Only one
door on the windward side/nearest to the cargo control room is to be used an access.
 Air quality inside of accommodation should be regularly monitored by means of fix and/or
portable gas detection equipment for presence of cargo vapour. Interval and places should be
selected by the master.
 All doors inside the accommodation shall be kept closed during tank cleaning, tank breathing
and gas-freeing.
 Vapour concentrations on deck shall be measured prior to any work being undertaken.
3 Entering into Enclosed Space which may contain cargo vapour

 Entry into unsafe space (any space that has not been proved safe for entry) is strictly
prohibited.
4 Contaminated Clothes
 Working clothes should not be brought into the accommodation. Therefore, whenever possible,
all working clothes should be removed and put in designated lockers prior to the crew entering
the accommodation.
Washing in an Undefined Atmosphere
Cleaning operations in tanks, whilst in undefined atmosphere must never been undertaken.
Washing in an Inert Atmosphere

On vessels fitted with an IG system all tank cleaning operations must be carried out with the
tank in an inert condition and in compliance to ISGOTT Chapter 12.3 and TSGC Chapter 8.4.5.
For relevant guidance, the instructions for gas inerting in the present Chapter must be also
addressed.
During tank washing operations, measures must be taken to constantly monitoring the tank atmosphere,
in order to verify that it remains non-flammable (oxygen content not to exceed 8 % by volume) and at a
positive pressure.
Although the atmosphere in an inerted tank is non-flammable, the following precautions must be
observed:
 Washing must be carried out under closed conditions, utilising fixed tank cleaning machines;
 All openings to the tank must be kept closed;
 Positive pressure in the tank must be maintained;
 Before each tank is washed, the oxygen content in the tank must be measured at a point about
one metre below the deck. The oxygen level must not exceed 5%;
 If during washing the oxygen level in the inert gas supply exceeds 5% by volume or the pressure
of the atmosphere in the tank is no longer positive, washing must be stopped until safe
conditions are restored
 The tank must be kept drained during washing. Washing must be stopped, as necessary, to
clear any build-up of wash water;
 The oxygen content and pressure of the inert gas being delivered must be monitored.

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Especially, when washing with portable machines:

 When using portable machines it is not possible to ensure that an over pressure of inert gas is
maintained in the tank. Air may be drawn into the tank increasing the oxygen content. The tank
atmosphere must be considered to be non-inert (refer to the following paragraphs).
Washing in a Non-Inert Atmosphere

When tank cleaning in an inert atmosphere is not practically feasible due to vessel’s
specification (not available IGS) or due to the nature of cargo, the presence of a flammable
product in the tank determines that the only effective means of preventing an explosion is to
eliminate all sources of ignition. In all cases after carrying a flammable cargo, the atmosphere in
an empty, non inerted tank must be treated as flammable. The only way to ensure that an
explosion cannot occur during washing in a non-inert atmosphere is to make certain that there is
no source of ignition.
Tank cleaning in a non-inert atmosphere can only be carried out, provided it ensured that the
operation is safe.
In recognition that tank washing and gas freeing operations in non-inert atmospheres are considered to
present a likelihood of increased risk and cleaning in a non-inert cargo tank must only be undertaken
when both the 2 sides of the fire triangle, i.e. the source of ignition and the flammability of the tank
atmosphere are controlled.
Chemical tankers are designed to ensure that tank washing in a non-inerted atmosphere is as safe as is
practicable. This is achieved by limiting cargo tank sizes, restricting the size and throughput of tank
cleaning machines and compliance with regulations.
Relevant precautions as per the following flowchart as per ISGOTT Chapter 12.3 must be ensured:

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Figure 6.9.7: Flow chart showing steps to control the ‘fuel’ while tank washing in the non-inert tank
atmosphere method.
In addition, specific precautions for washing in a non-inert atmosphere, as per TSG-C Chapter 8.4.6
must be implemented:
a. Tanks stripped in compliance with P&A Manual

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If the tank has been stripped in compliance with the P&A Manual, tanks can be washed provided
that the following precautions are taken:
o When portable washing machines are used, the tank cleaning machine and hoses must be
connected to the tank cleaning line before being lowered into the tank. Connections must not be
broken until after the machine has been removed from the tank;
o Ropes made of synthetic fibres must not be used to support the tank cleaning machines;
o Tank cleaning machines must have a throughput of less than 60m 3 per hour, and nozzles must
have a throughput of less than 17.5m3 per hour;
o The total water throughput per cargo tank must be kept as low as practicable and must in no
case exceed 110m3 per hour;
o The tank must be kept drained during washing. Washing must be stopped to clear any build-up
of wash water;
o Recirculated wash water must not be used. The presence of traces of cargo in the wash water
may increase the generation of static electricity;
o Equipment lowered into the tank must be bonded to the ship's structure;
o Steam must never be injected into a tank with an atmosphere that might be flammable;
o Low flash or static accumulator products must never be used as a cleaning medium.
b. Tanks not stripped according to P&A Manual

In exceptional circumstances the ship may not be able to strip tanks in compliance with the P&A
Manual, prior to the tank cleaning operations. In this case the following must be considered:
o Prior to finalizing the tank cleaning planning, a Risk Assessment must be carried out, to address
all possible identifiable risks.
o The tank cleaning plan, including any necessary pre-washing process and the relevant Risk
Assessment must be submitted to the Operations Department for approval, prior to the
commencement of the operation. Approval must meet the consent of the DPA, with respect to
the health and safety issues.
o After any prewash requirement, tank washing can be carried out following the standard
procedures for washing in a non-inert atmosphere (presented in the previous paragraph).
o The Company (Operations Department and DPA as a minimum) must be kept informed about
the progress of the operation and about safe completion.
Moreover, the following must be also observed:
a. Standard precautions for washing in a non-inert atmosphere, as per ISGOTT Chapter 12.3
b. Measures must be taken to guard against ignition from mechanical defect of machinery, e.g. in-
tank (submerged) cargo pumps, tank washing machines, tank gauging equipment etc.
c. Precautions must be taken to eliminate the risk of mechanical sparks from, for example, metallic
objects such as hand tools, sounding rods, sample buckets etc. being dropped into the tank.
d. The use of non-intrinsically safe equipment, for example, torches and inspection lamps, mobile
phones, communication radios, hand-held computers and organizers etc. must NOT be allowed,
as per the Company’s standard practice, during any cargo operation in general.
6.9.8 Manual Cleaning
6.9.8.1 General precautions
In the exceptional case when tank cleaning involves personnel entering the tank for manual
cleaning and taking in account that the Oxygen level shall be of the order of 20.9%, special care
must be placed to flammability, toxicity and respiratory hazards, prior to the commencement of
the operation.

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For manual cleaning:

 Space must be in gas-free condition.
 Implementation of enclosed space entry procedures must be observed.
 In case of mopping, attention must be also placed to slipping and falling hazards.
The following issues must be addressed:

 The task must be analyzed to establish that there are no alternative cleaning methods
 The tank must be in a verified gas free condition (and never in atmosphere that might be
categorized as toxic and/or flammable).
 Full compliance with the enclosed space entry procedures and relevant work permit issuance
and Risk Assessment must be carried out.
 Toxicity and flammability within the tank must be repeatedly measured in accordance with the
enclosed space entry procedures and all entering personnel must be provided with appropriate
PPE and personal gauges, in order the tank atmosphere to be continuously monitored.
 The cleaning equipment to be used must be checked and confirmed to be in good working order.
 Cleaning by using chemical agents and solvents must be avoided; especially, hand spaying with
any chemical and solvent is absolutely prohibited and must be only undertaken by using plain
water
Manual Tank Cleaning shall NOT be performed with any hazardous products (Toluene or
similar solvents) violating the requirements of the Enclosed Space Entry procedures.
Some products may be used for the local cleaning of Tank bulkheads and Blind Spots by hand-wiping,
provided the amount of the Tank Cleaning Chemical used, is small and the personnel entering the tank
are strictly following all the Enclosed Space Entry requirements.
In addition to the above, any manufacturer’s instructions or recommendations for the use of these
products should be followed.
The crew are to be thoroughly briefed on possible safety hazards and the safety precautions to be taken
during the cleaning. Where it is decided that such an operation is necessary, a risk assessment should
be carried out and a safe system of work developed. Using of No-name products, unknown detergents
and detergents which are not suitable for hand wiping is strictly prohibited.
Where these operations take place in Port, Local Authorities may impose additional requirements.
Material Safety Data Sheet (MSDS) for tank cleaning chemicals should be onboard the ship before
they are used and the advice on any precautions to be taken should be followed.
Persons handling such chemicals must wear the appropriate PPE.
6.9.8.2 Heat exhaustion

Another hazard of importance during manual tank cleaning operations is the heat that is developed in
the enclosed tank area, principally created by the high temperature of the washing medium. This heat
may cause Heat Exhaustion, which is a heat-related illness that can occur after exposure to high
temperatures, and it often is accompanied by dehydration. There are two types of heat exhaustion:
 Water depletion. Signs include excessive thirst, weakness, headache, and loss of
consciousness.
 Salt depletion. Signs include nausea and vomiting, muscle cramps, and dizziness.
The Heat Exhaustion issue must be addressed during the preparation of risk assessment prior to the
commencement of the operation.

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Although heat exhaustion isn't as serious as heat stroke, without proper intervention it can progress
to heat stroke, which can damage the brain and other vital organs, and even cause death.
If anybody involved in the tank cleaning operation has symptoms of heat exhaustion, it's essential to
immediately get out of the heated area to rest, preferably in an air-conditioned room, or at least in the
nearest cool and shady place.
6.9.9 Planning of tank cleaning
6.9.9.1 Preparatory Safety Meeting

Before commencing tank cleaning operations, a Safety Meeting must be held with the following
individuals attending it as a minimum:
 Master,
 Chief Engineer ,
 Chief Officer ,
 2nd Engineer,
 Pump man.
During the Safety Meeting all the phases of the Tank Cleaning Operation, the associated hazards, the
safety precautions required (i.e PPE) and any other necessary preventive measures should be
discussed and agreed.
The Safety Meeting should focus on:

 Applicable PPE and Emergency Response
 Instructions from the Company or the Charterers.
 The availability and condition of all equipment necessary for Tank Cleaning
 Tank cleaning procedures will be carried out on the basis of the last cargo discharged and next
cargo to be loaded.
 Estimated time required for the Tank Cleaning Operation.
 The expected quantity and composition of the Slops and their Disposal method.
 Availability of Water, Hot Water, Demi Water, Steam and required boilers, pumps, etc. and,
where necessary, for tank cleaning pre- heater.
Special considerations must be placed, in case of tank cleaning taking place during hours of darkness.
In this respect, the following to be ensured:
 Proper lighting, incl. identification of shadowed areas and possible unidentified leakage sources.
 Familiarization of the crew for operating in hours of darkness.
 Avoidance of fatigue and destructions that might occur in night time.
 Provisions for possible consequences that might be caused by temperature drops at night.
The meeting must be documented, together with additional appropriate information about cleaning
scheduling in the form VQ-04.
All personnel on board must be made aware of the Planned Tank Cleaning Operation and the
time it will commence.

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All portable tank atmosphere measurement instruments must be checked, calibrated and the results
should be recorded in the PMS.
All Cargo tanks planned to be inerted to 5% or less Oxygen Content.
This condition should be maintained throughout the Tank Cleaning Operation.
In addition to the preparations for tank cleaning, the Chief Officer should be satisfied that all the safety
precautions are being observed and the appropriate checklists is properly filled (CT VO-32).
Tank Cleaning to be performed with Fixed Machines at the Initial Stage ONLY.
Portable machines MUST not be used for Tank Cleaning unless the Cargo Tank is GAS
FREE
6.9.9.2 Preparation and approval of the tank cleaning plan

A detailed plan of the tank cleaning must be prepared by the Chief Officer before the commencement of
the operation in accordance to the form CT VO-32 “Tank washing program” and approved by the
Master.
Hours of operation, manpower required, change of ballast, need for gas freeing, treatment/storage of
slops and bunker consumption must be considered.
When planning tank cleaning a careful estimate, having regard to the operation of the vessel in light
ballast condition, the efficiency of tank cleaning and the time available on the ballast voyage, shall be
made as to whether round the clock work will be required or whether the work can be carried out within
normal working hours. When planning the number of working hours required it is important to note that
work, in connection with starting up boilers each day and also fuel consumption during periods when no
work is carried out, is included in the calculations so that all expenses associated with the tank cleaning
are allowed for and so that the resources in the form of manpower and fuel oil are utilized in the most
profitable way.
Tank cleaning shall be supervised by the Chief Officer who is responsible to ensure that all safety
regulations and other instructions are duly observed.
It is also important to log the times in the Tank Cleaning Plan, in order to check the time spent to
complete the work.
This serves as statistical data, to compare the time required in previous similar Tank Cleaning
Operations and assists in determining ways for continuous improvement of the operations.
A Risk Assessment must be always prepared prior to the tank cleaning commencement.
Special care must be placed in the Risk Assessment for

 Implementing risk mitigating measures prior to any re-circulation taking place in tanks.
 Addressing hazards prior to tank cleaning after carriage of volatile cargoes, including
avoidance of any free fall of liquid into tanks
Other issues to be addressed:
 A Responsible Officer must be assigned by the Master to supervise all tank cleaning operations
and brief all involved personnel on the tank washing plans, and their roles and responsibilities,
prior to the operation commencement.
 All other personnel on board must also be notified that tank washing is about to begin and this
notification MUST in particular be extended to those on board not involved directly in the tank
washing operation but who, by virtue of their own concurrent tasks, may impact upon the safety
of the tank washing operation.

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 If the tank cleaning plan includes personnel entering the tank (such as for squeezing operations,
etc):
o Proper procedures for enclosed space entry and relevant permit issuance must be
addressed.
o Effective communication must be ensured between the Responsible Officer on deck and
any personnel entering tank(s). It worth mentioning that if the Responsible Officer does
not play the role of the attendant, this task must be always assigned to a crew member
and never to a member of the subcontractors’ team (if applicable).
 Once washing of a tank has started, the tank washing shall be continued without interruption
until finished, unless safety reasons render its interruption necessary.
 Frequent checks must be made to ensure that all machines rotate and that the tank is at all
times kept carefully stripped. If there is a build-up of wash water, the washing shall be stopped
and not resumed until the tank is stripped dry.
 Tank cleaning shall be stopped if the machines strike against bulkheads, etc. due to rolling or
pitching.
 Tank washing machines and hoses shall be removed from a tank immediately after washing of
the tank concerned has been finished. Under no circumstances whatsoever must tank cleaning
machines be lowered into tanks before cleaning hoses are connected and coupled to the
hydrant and before Monel wires checked and connected. Likewise, disconnection of hoses and
bonding wires must not take place until the machines have been removed from the tank.
 As far as IMO Category Y and Z chemical cargoes are concerned, no pre-wash is required,
given that no ballasting of cargo tanks can take place, under the provision of the approval of the
Flag Authority. Clear instructions are included in respective SMPEP Manuals.
Cleaning after Blended Biofiels
(Refer to Tank Cleaning Guide)
The ODME must be approved / certified to handling bio-fuels.
If the ODME is not capable, Tank washings should be delivered ashore.
6.9.10 Static Electricity hazards with respect to Tank Cleaning

Static electricity is the phenomenon of negative or positive electric charge accumulation on a normally
neutral object. This charge accumulation is usually generated when two objects (liquids, solids, mist), at
least one of which is a non-conductor, are in physical contact and simultaneously are in relative motion
to each other. Charge separation may also occur:
 In the filling lines of tanks being loaded.
 When cargo mixes with water (such as during tank cleaning).
 When air is allowed to “bubble” through white oils and splashing occurs at the surface.
 When cargo is splashed or sprayed.
 When water droplets in a steam jet (or CO2 particles) leave a nozzle.
 When water passes through tank cleaning machines at high pressure electrostatic charging of
fine sprays or mists may result.
Electrostatic discharges (sparks) can occur when statically charged objects come close enough to each
other. When an incentive spark occurs in a non-inerted tank atmosphere, it can lead to an explosion fed
by the dangerous surrounding cargo vapour–air mixture.

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For this purpose, special precautions must be implemented during tank cleaning operations and
especially when loose objects exist in the tanks and when lowering objects in tanks.
 The most dangerous are metallic objects (conductors) when insulated. Whether electrostatically
charged or not, in the event of coming close enough to any other charged object an incendiary
spark will certainly occur.
 Non-conductors are also dangerous. Highly charged non-conductors can cause incentive sparks
themselves. Most dangerous however, is their ability to accumulate electrical charge and
transfer it to an approaching conductor, as mentioned above. A category of non-conductors of
interest to tank operations is the static accumulator oils, a number of clean oil product cargoes,
like motor and aviation gasolines, napthas, heating oils, lubricating oils, as well as certain
chemical cargoes. Some chemical cargoes known as “Static Accumulators” are:
o Cumene
o Cyclohexane
o Diethylether
o Heptanes
o MTBE
o Nonene
o Octenes
o Styrene
o Toluene
o Xylene.
In case of doubt as to whether or not a cargo is a Static Accumulator, it has to be

considered as a Static Accumulator.
 Loose metallic objects in cargo tanks must always be removed. Such objects floating on a static
accumulator cargo surface will cause incentive sparks upon accidental contact with the tank
structure. Prior to loading and especially after repairs the C/O must ensure tanks are thoroughly
cleaned from such objects.
 Metallic objects (like tools, bolts, nuts etc.) falling in a non inerted tank are a serious cause of
sparking and explosion accidents. Handling metallic objects near tank openings during cargo
and tank washing operations must be avoided or if required, exercised with extreme care.
 Under no circumstances shall metallic objects (tools, etc.) be lowered in tanks by using ropes of
non–conductive materials, as this will cause the metallic objects to become insulated.
 Tank Cleaning Hoses must be connected together and to the portable washing machine and
then checked for electrical conductivity in dry condition. The resistance must not exceed 6
Ohms per meter length.
 Before a portable tank washing machine is lowered into a cargo tank, care must be taken to
ensure that the external Monel wires are joined in such a way as to ensure that proper electrical
continuity is established between tank cleaning machine and hydrant. Likewise, disconnection
of hoses and bonding wires must not take place until the machines have been removed from
the tank.
 The spraying of water into a tank containing a substantial quantity of static accumulator cargo
could result in the generation of static electricity at the liquid surface, either by agitation or by
water settling. Tanks that contain static accumulators must always be pumped out before they
are washed with water, unless the tank is kept in an inert condition.
 Recirculated washing water must be avoided. Chemical additives must be used with caution.
 When the tank is to be washed of static accumulator cargo, the cargo residues must be stripped
as better as possible prior to washing.

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 Compressed air must not be used for clearing pipelines or ship/shore hoses back into the ships
tank if the cargo is a static accumulator and the tank contains flammable vapours.
 During tank steaming, water droplets issuing at high velocity in a steam jet may become charged
by contact with jet nozzles and produce a charged mist. Steaming of tanks and injection of CO2
into non-inerted tanks must not take place.
Steam must never be introduced into a tank which contains flammable vapours.
If, as a result of Hot washing, a tank contains a mixture of steam and flammable vapour, a
Tank Washing machine or other conductor (whether earthed or unearthed) must never be
lowered into it.
Such conductors may accumulate charge from the steam cloud.
6.9.11 Preparations for Dry Dock

En route to the chosen shipyard, all cargo and slop tanks, lines and pumps should be cleaned with cold
sea water, followed by hot water wash and fresh water rinsing to remove all traces of cargo and then
gas freed.
Purging and gas freeing should be carried out, as necessary, at man entry and hot work standards.
If necessary, approved Tank Cleaning Chemicals may also be used.
Disposal of generated slops after decanting through ODME as per MARPOL, should be arranged by the
Operations Department through Approved/Licensed Slop Reception Facilities prior to Dry-docking or
through the Shipyard, as the case may be.
In case the Vessel is a Crude Oil Carrier, best endeavours should be made for COW operations to be
carried out in as may tanks as possible during the last voyages, prior to the scheduled Dry Docking.
(subject to Terminal’s approval and Crude Oil permitted for COW).
For Crude Oil and dirty Product Carriers, de-mucking might be necessary.
The Operations Department should issue instructions focusing on the safe operations and arrange
bottom sludge collection in heavy duty bags supplied in advance.
All sludges should be delivered to approved Shore Facility reception prior to Dry Docking.
6.9.12 Odour
Some products are very sensitive to foreign odours, usually stemming from previous cargoes in the
same tank. Examples of sensitive cargoes are: glycols, glycerine, vegetable and animal oils, molasses.
Odours remaining after a thorough tank cleaning are usually best removed by steaming and/or
ventilation of the tank. Steaming "sweats-out" cargo from pores, etc. Cargo piping may also have to be
steamed out. Epoxy coatings must not be heated above 60 - 80 °C, zinc silicates tolerate somewhat
higher temperatures. So called deodorant fresh air sprays have an effect only on the atmosphere in the
tank. Usually the odours stem from cargo residues on the actual tank walls and will therefore soon come
back. The spray method is more of a symbolic value with regard to the care of the cargo.
6.9.13 Tank Cleaning Methods
Apart from water, approved chemicals (refer to the following paragraph) may be used for tank cleaning
in cased of carriage of Annex II cargoes; these chemicals are to be ordered through the Company
whenever the vessel is under voyage Charter or through the Charterers if the vessel is under Time
Charter. The use of cleaning agents or additives, used either mixed with water or on their own, may be
required to remove previous products, smells or staining from cargo tanks.

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6.9.13.1 Cleaning by recirculation

 Use of flammable chlorinated Solvents as agents during the re-circulation cleaning method is
prohibited.
 The Risk Assessment that must be carried out prior to the tank cleaning operation commencement
must address issues related to the re-circulation related hazards (when applicable).
 The recycled washing medium shall only be used for washing tanks having same or similar
substances.
Tank Cleaning of Non-Inerted Cargo Tanks
Tank cleaning by recirculation of Non-Inerted Cargo Tanks is not allowed on Company Vessels,
UNLESS:
 The washing medium is Non-Flammable.
 The previous cargo was Non-Flammable and not static accumulator.
 Recirculation should be carried out under FULLY CLOSED conditions.
 Use of portable tank cleaning machines for re-circulation of acid / alkali based solvents is
prohibited
 Operational and Health Hazards have been evaluated after Risk Assessment and Personnel
protection measures have been taken.
Tank Cleaning of Inerted Cargo Tank
 The Cargo Tank must be inerted and a positive pressure should be maintained.
 Recirculation should only be carried out under FULLY CLOSED conditions.
 The washing medium is Non-Flammable.
 Use of portable tank cleaning machines is prohibited
The Atmosphere in the tank should be frequently measured and recorded in CT VO 35.
6.9.13.2 Use of Cleaning Additives and Agents in Tank Cleaning Wash Water
There are numerous additives and agents that may be used and the following MARPOL provisions
apply:
 Whenever a washing medium, is used instead of water, its discharge is governed by the provisions
of MARPOL ANNEX I or ANNEX II which would apply to the medium had it been carried as cargo. In
other words, a cleaning agent must be considered to be a pollutant;
 When small amounts of cleaning additives (detergent products) are added to water to facilitate tank
washing, no restrictions additional to those applicable to the tank due to the previous cargo are
necessary. The use of products containing more than 10% of the total weight of the cleaning
additive of pollution Category X components is not permitted. These IMO approved cleaning
additives are considered non-pollutants.

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MARPOL Annex II makes reference to the use of cleaning additives and the type of additives that are
acceptable. Additives found to meet the requirements of MARPOL Annex II are listed in Annex 10 of the
MEPC.2/Circ. issued in December each year. The format of Annex 10 of the MEPC.2/Circ. indicates the
additives been evaluated in accordance with MEPC.1/Circ.590 and remaining valid. Each vessel must
have on board the latest version of the MEPC.2/Circ.
If there is any doubt as to whether a product falls under the provisions of MARPOL then the product
must be considered a pollutant and must be disposed of in accordance with the provisions of MARPOL
ANNEX I or II as necessary.
Constraints on the use of chemicals in tank cleaning wash water will depend on the type of tank
atmosphere and type of tank coating. Manufacturer’s instructions or recommendations for the use of
these products should be observed.
If tank cleaning chemicals are to be used, it is important to recognise that curtain products may
introduce a toxicity or flammability hazard. Personnel should be made aware of the Threshold Limit
Value (TLV) of the product. Detector tubes are particularly useful for detecting the presence of specific
gases and vapours in tanks. Tank cleaning chemicals capable of producing a flammable atmosphere
should normally only be used when the tank has been inerted.
Only tank IMO approved cleaning chemicals are allowed to be used and a comprehensive list can be
found in annual updated MEPC.2/circ. Usually Issued during December every year or any amendments
made during the year.
Recirculation of hot chemical solutions
Because of chemical properties of such solutions they are not allowed to be re-circulated through tank
cleaning heaters.
Therefore vessels are required to use of heating coils in order to keep the solution at the minimum
desired temperature at all times in order to maximize the effect of the solution on tanks surfaces.
In rare cases in order to reduce the consumption of chemicals, vessels are instructed to recirculate
reduced quantity of solution thus the volume of solution being insufficient to cover the heating coils
which are at the same time being used for heating of such solutions. This practice bares it’s own risk
and we have therefore decided to establish a procedure which needs to be followed whenever heating
coils are used for heating of chemical solutions during tank cleaning operations.
Chemicals capable in producing a flammable atmosphere must never be used.
Following procedure has therefore been established and shall be adhered to at all times;
1. Whenever heating coils are used for heating chemical solutions during tank cleaning additional safety
meeting is to be carried out with all persons involved in the operation [deck and engine department
representatives to be present]
2. During additional safety meeting RA has to be carried out by the whole team

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3. VQ-04 and RA-01 forms are to be completed, approved by Master and sent to the office for review
and office approval
4. TSI shall be contacted prior commencement of operation
5. Solutions containing cleaning chemicals shall never be circulated through tank cleaning heater
6. Chemical used for solution shall be added to COT
7. Steam to heating coils shall be gradually applied. Steam valve shall be kept full open while
condensate valve shall be kept crack open
8. Condensate valve shall be used as regulating temperature valve when temperature drops below
60 C. Inlet temperature to BW machine shall be monitored and condensate valve shall be shut once 60
C is achieved again
9. 30 minutes before completion of operation condensate valve shall be fully opened and steam valve
shall be closed thus granting sufficient time for steam coils to cool down
10. Office shall be confirmed of successful completion of operation by e-mail.
Vessels without heating coils fitted in COT’s
Best procedure would be to heat the chemical solution by use of heating coils in slop tanks after which
the solution can be circulated to the COT’s required to be cleaned.
This at times is not practicable; the following procedure has therefore been established and shall be
adhered to at all times whenever cargo or tank cleaning heaters are being used for heating of chemical
solutions;
1. Whenever tank cleaning or cargo heaters are used for heating chemical solutions during tank
cleaning operations additional safety meeting is to be carried out with all persons involved in the
operation
2. During additional safety meeting RA has to be carried out by the whole team
3. Vq-04 and RA-01 forms are to be completed, approved by Master and sent to the office for
review and office approval
4. TSI shall be contacted prior commencement of operation
From this point onward the procedure may defer depending on the required temperature of chemical
solution.
In case chemical solution temperature needs to be 60ᵒ C or less;
5. Solution is to be prepared in COT and recirculated through cargo deck heater until required
temperature is reached
6. Heater / drop line valve is to be closed and solution is to be pumped through the super stripping
line. In order to complete the cycle modification of tank cleaning machines connection will be
required
7. On completion of operation whole TC system is to be restored to the genuine setup
In case chemical solution temperature needs to be above 60ᵒ C;
1. Solution is to be prepared in COT and then be recirculated through cargo deck heater until
temperature reaches 60ᵒ C
2. The heater / drop line valve is to be closed and solution is to be recirculated through tank
cleaning heater in order to heat up the solution to the desired temperature
3. Temperature of solution shall never exceed 70ᵒ C

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On completion of tank cleaning operations the tank cleaning heater and tank cleaning lines shall be
flushed with a solution of chemicals which will neutralize the effect of solution used for tank cleaning. In
general the chemicals used for tank cleaning are base type chemicals so the lines and the tank cleaning
heater needs to be flushed with IMO approved acid type chemical solution.
Recording the Use of Cleaning Agents and Additives

Whenever either a cleaning additive or a cleaning agent is used, the fact must be recorded in the Bridge
Log Book.
Tank Cleaning Annex II Tanks with Annex I Products

When an Annex I cleaning agent, such as a mineral oil (Baseoil), is used for prewash in accordance
with the Procedures and Arrangement Manual, the pre-wash slops generated must be disposed of to
shore reception facilities, complying with both MARPOL Annex I and Annex II standards. Full details of
the washing and subsequent disposal of slops must be recorded in both the Oil Record Book Part 2
and the Cargo Record Book. Additional slops generated from further washing following the pre-wash
must be treated as MARPOL Annex I slops and disposed of accordingly.
Instructions for using Alkali- or Acid-based Detergents with Portable Tank Cleaning Machines
Special attention must be placed for the operation of portable tank cleaning machines, in case of
circulating alkali/acid based detergents for tank cleaning.
The fallowing issues must be taken in account:

 Alkalis and acids if mixed can form a violent reaction. If available onboard, these two detergent types
must be kept stored physically separated from each other and NEVER be simultaneously used for
tank cleaning (as well as for passivation) purposes.
 When acids and alkalis are mixed with water, energy is released in the form of an immediate
increase in temperature. In this respect, on dilution, such as when preparing solutions for
passivating or tank cleaning, and in order to prevent a violent reaction, acid- OR alkali-based
detergents (NOT both) must always be slowly added to water rather than water being added to the
container of detergent. If water is added to acid or alkalis, the temperature may rapidly rise to above
100°C and cause splashing.
 Alkali-based detergents are caustic and corrosive and acid-based detergents are toxic and
corrosive; both may also be reactive with cargo residues. In this respect they must be always used
with caution. Relevant MSDS must be studied carefully in advance, appropriate corrosive-resistant
PPE must be used and any physical contact of naked skin with washing dilution must be avoided,
taking also in account that cleaning by direct hand spraying detergent solutions is prohibited as per
Company’s policy.
6.9.13.3 Tank Cleaning Methods and relevant Restrictions
The following cleaning methods are described in brief hereunder and must be implemented subject to
the cleaning agents remaining acceptable by MARPOL as above:
 Sea Water Cleaning
 Cold Wash HD
 Alkleen Liquid
 Phosphoric Acid Metal Cleaner
 Product Hcf: Water Based Neutral Hcf
 Product Lac: Liquid Alkaline Cleaner

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 Recirculation with Bleach Solution

 Acrylic Monomer Neutraliser / Deoderiser - Guidelines used to clean from Acrylates.
 Acrylic Monomer Neutraliser - Guidelines used to improve Wall Wash Results
NOTE: It is Company’s policy not to undertake any kind of hand spray with any kind of
chemicals into the tanks unless this will be done by using ONLY WATER and DI WATERS
without involvement of any kind of chemicals.
Restrictions:
Not-withstanding the standards imposed by applicable MEPC Circulars, the Company enforces
the following policies with respect to tank cleaning:
 Use of toluene and methanol as cleaning agents is prohibited.
 Use of hand spraying cleaning method by using chemical agents is prohibited
Points of attention for cleaning by re-circulation:
 Although the re-circulation cleaning method is in general acceptable, attention must be
placed to the following issues of importance:
o Use of Chlorinated Solvents as agents during the re-circulation cleaning method
is prohibited.
o The Risk Assessment that must be carried out prior to the tank cleaning
operation commencement must address issues related to the re-circulation
related hazards (when applicable).
o When cleaning takes place in a non-inert atmosphere, recirculated wash waters
must NEVER be used due to possible Static electricity hazards
o If re-circulation cleaning is carried out, then this must be carried out only with
non-flammable detergents / additives / cleaners unless tank is maintained in an
inert atmosphere
o The recycled washing medium shall only be used for washing tanks having same
or similar substances.
6.9.13.4 Sea water cleaning
Seawater is the most common method used for all tank cleaning. For successful cleaning when using
sea water, certain criteria must be satisfied:
Seawater purity requirement:
 When the ship's washing water intake is close to the sea bed (in ports or rivers) sample must be
taken at intervals to examine the seawater purity. If the sample is found to be contaminated by
mud, sand or other sea bed impurities which may affect the tank cleaning, the washing may
have to be postponed. Washing water temperature must be closely maintained and monitored
taking into account:
 Type of tank coating (organic, inorganic coating and stainless steel).
 Adjacent tank surface temperature.

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a. Correct pressure to obtain maximum performance of the cleaning machines must be used
therefore manufacturers’ manual, in respect to both portable and fixed tank cleaning machines,
must be consulted to ensure correct pressure is used.
b. To determine the time needed to clean a tank, the following criteria must be evaluated:
i. Last cargo characteristic
ii. Type of tank lining (organic, inorganic coating and stainless steel)
iii. Adjacent tank surface temperature.
Based on the above criteria, the tank cleaning time can be established by the number of machine
(portable or fixed) cycle time, for which you must refer to manufacturer’s manual.
6.9.13.5 Cold Wash HD

COLDWASH HD is solvent based oil and grease remover which is used for stubborn lube additive and
other petroleum based products. The product must not be allowed to dry on tank surfaces.
APPLICATION METHOD
a. Re-circulation
Make a 10% solution (use fresh water) in the tank. At commencement of re-circulation via tank
washing machines, apply heat via the tank heating system. When the chosen temperature (20-
50 °C) has been reached, the re-circulation must continue for two machine cycles (per drop for
portable machines). Rinse off with warm seawater for 3 washing machine cycles (per drop for
portable machines). The temperature can be increased to hot at the end of the rinsing. If
detergent is still present at the end of discharge line, the rinsing must be extended.
b. Injection
Inject product into the main tank washing line for one washing machine cycle (per drop fo
portable machines). The washing water must be at a temperature of 50-70 °C. Rinse off with
hot seawater for 3 washing cycles (per drop for portable machines). If detergent is still present
at the end of discharge line, the rinsing must be extended. Coating suitability must be
confirmed prior injection of any detergent since suitability may vary between zinc, epoxy and
phenolic coatings. For product information and personnel safety, refer to the product MSDS.
6.9.13.6 Alkeen liquid
This product is a mild alkaline detergent. This blend exhibits a PH value of 9 and is, therefore, safe to
use on organic and inorganic coatings. This product is been especially formulated for the cleaning of
animal and vegetable oils, care must be taken as this product must not be allowed to dry on tank
surfaces.
APPLICATION METHOD
a. Re-circulation
Make a 5% solution (use fresh water) in the tank. At commencement of re-circulation via the
tank washing machines apply heat via the tank heating system. When the chosen temperature
(50-70 °C) has been reached, the re-circulation must continue for two machine cycles (per drop
for portable machines). Rinse off warm seawater for 3 washing machine cycles (per drop for
portable machines). The temperature can be increased to hot at the end of the rinsing. If
detergent is still present at the end of discharge line, the rinsing must be extended.
b. Injection

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Inject Alkeen into the main tank washing line for one washing machine cycle (per drop for
portable machines). The washing water must be at a temperature of 50-70 °C. Rinse off with
hot seawater for 3 washing machine cycles (per drop portable machines). If detergent is still
present at the end of discharge line, the rinsing must be extended. The product is safe for use
with zinc, phenolic and epoxy coatings. Do not allow to stand for more than 2 hours.
6.9.13.7 Phosphoric Acid Metal Cleaner

Phosphoric Acid Metal Cleaner is a strong Phosphoric Acid solution. This product must be diluted prior
to being used. Its primary use is to cosmetically upgrade organic coatings. The tank must be thoroughly
cleaned prior to using the application methods (re-circulation). The product solution is also used for
cleaning after Acid Oils. Do not use this product solution on inorganic (zinc) coating.
 Always add acid to water - never water to acid.
APPLICATION METHOD
a. Re-circulation
Prepare a 2% solution in the tank (use fresh water). Recirculate the solution through the tank
washing machines for two washing machine cycles (per drop for portable machines). Rinse off
with fresh water for 1 machine cycle (per drop for portable machines). Check the PH at the end
of washing and continue the rinsing if necessary.
b. Repeated re-circulation
After the primary washing forms Acid Oil (stainless steel tanks only), prepare a 2-5% solution in
the tank (use fresh water). Start the re circulation through the tank washing machines and apply
heat via the tank heating system. When the chosen temperature (50°C) has been reached, the
re circulation must continue for two-machine cycle (per drop for portable machines). Rinse off
with hot sea water for 2 washing machine cycles (per drop for portable machines). Do not use
on zinc coatings. The acid mixture might soften phenolic/epoxy coatings.
6.9.13.8 Water Based Neutral HCF

Product HCF is light hydrocarbon remover. The HCF is utilized for removing trace of Hydrocarbons
when preparing tanks to a hydrocarbon free wall wash specification. The product must not be allowed to
dry on tank surfaces.
APPLICATION METHOD
a. Re-circulation
Make a 10% solution (use fresh water) in the tank. At commencement of re circulation via the
tank washing machines, apply heat via the tank heating system. When temperature has
reached 50°C, the re circulation must continue for one machine cycle (per drop for portable
machines). Rinse off with warm water for one washing cycle (per drop for portable machines). If
insufficient fresh water, the tank can be rinsed with warm seawater. HCF is safe for use on
zinc, epoxy and phenolic coatings.
6.9.13.9 Liquid Alkaline Cleaner (LAC)
The LAC is very strong alkaline-based product and can be used to remove baked-on drying oils. The
LAC can also be used for cleaning after animal and vegetable oils, fish oils, tall oil, tung oil, etc. The
product must not be applied on warm bulkheads or allowed to dry. LAC can also be made up on board

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from caustic liquid or flakes. When making up LAC on board, the solution must be thoroughly mixed and
used shortly after the mixing. The product must not be allowed to dry on tank surfaces.
APPLICATION METHOD
a. Re-circulation
Prepare a 2% LAC solution in the tank (use fresh water). Start the re circulation through the
tank washing machines and apply heat via the tank heating system. When the temperature has
reached 50°C, maintain the temperature throughout the washing and re circulate for two
machine cycles (per drop portable machines). Rinse off with warm/hot seawater for 3 machine
cycles (per drop for portable machines). If detergent is still present at the end of discharge line,
the rinsing must be extended. Do not use on zinc coatings. Safe for use on epoxy/phenolic
coatings but must not stand for more than 30 minutes.
6.9.13.10 Bleach solution

Bleach is also known as Chlorox and Dixichlor. The chemical name is Sodium Hypochloride solution
(11-13%) which is a strong oxidizer. The name "Bleach" is used throughout this procedure. Certain
precautions must be observed since this product is very aggressive, in particular to stainless steel. The
aggressiveness increases with raised temperatures. It can be more aggressive to stainless steel than
seawater. Any bleach solution must not be allowed to dry on air tank lining or stored in cargo tanks as
cleaning solution or slop. Bleach solution must mainly be used in coated tanks and when diluted to
maximum 1% strength. Diluted bleach is used for following purposes:
 Removal of odour, if present after the normal tank cleaning (odour may be present after "not or
partially water soluble").
 Removal of colour, if present after the normal tank cleaning (colour being present after the last
cargoes haling strong colors, which is also the case after dyed gasoline).
 Improving the Permanganate time test (PTT), if low after the normal tank cleaning (low PTT is
often the result of a reducer remaining on the tank surface which originates from an inhibitor or
the cargo itself. The bleach is known to be the contrary to a reducer, which is an oxidation
agent.)
APPLICATION METHOD
a. Re-circulation
A diluted bleach of maximum 1 percent strength must be re circulated at a temperature of 50
°C. The temperature is important for the purposes of "opening the coating", but the temperature
must not be exceeded due to the solution's aggressiveness. The method of re circulation is to
be used because it will reach all tank surfaces. Hand spraying is not allowed. For product
information and personnel safety, refer to the product MSDS supplied with containers (drums).
For additional information refer to Sodium Hypochlorite solution.
Procedure:
 Prepare the tank for re circulation.
 After any seawater washing, ensure to thoroughly rinse the tank with fresh water before
preparing the bleach solution.
 Add minimum 10-13 drums (depending on the bleach concentration in the drums) of fresh water
to the tank (fresh water first). Add 1 drum of bleach into the tank (drop line). Secure the tank
and start the re circulation immediately.
 Apply the tank heating system and bring the temperature up to maximum 50°C (monitor tank
temperature from remote readings). From the moment the temperature is reached, continue re
circulation for 1 to 2 machine cycles depending on the cleaning problem. (For portable
machines, use 1 to 2 cycles on each drop).
 On completion, close the tank heating system.

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 If a second tank needs the same cleaning method, it must be prepared for recirculation prior to
transferring the used bleach solution. (The same bleach solution may be used in 2 tanks prior
to disposing it). Immediately after the re circulation, rinse the tank with warm seawater (55°C)
for at least 3 machine cycles (per drop for portable machines).
 At the end of rinsing, take a sample from the discharging line and inspect it for trace of remaining
bleach (odour, foam PH-value above 7, etc.). If the bleach solution is still present, the rinsing
must continue until same is removed. On completion of rinsing with seawater, continue rinsing
with fresh water to remove the salt/chlorides. (If bleach is present on coating, this will affect a
chloride test).
Warning: If bleach solution is not washed off immediately after recirculation or if is stored in cargo
tanks, in particular stainless steel tanks, corrosion can be expected very soon.
6.9.13.11 Acrylic Monomer Neutraliser/Deodoriser - Guidelines Used To Clean From Acrylates
This product is especially formulated to neutralize and deodorize acrylic monomers, by

reducing/removing acrylate odour. For product information and personnel safety, refer to the product
MSDS. One liter of Product X will neutralize one liter of acrylate. To use this method the tank must have
been inerted during discharging and equipped with fixed tank cleaning machines. (For inerting refer to
the IG Manual).
APPLICATION METHOD
a. Re-circulation
i. Add approximately 3000 liters of warm fresh water (40-50°C) into the tank
ii. Add sufficient Product X to neutralize the entire acrylic residue remaining in the tank.
iii. Maintain and monitor the oxygen content < 5% throughout the entire re-circulation
operation.
iv. Recirculate the tank for approximately 3 to 4 hours.
v. The same water may be used for other acrylate tanks but new Product X must be added
for each tank. After neutralizing, the tank must be cleaned as normal.
vi. This product is safe for use on zinc, epoxy and phenolic coatings.
6.9.13.12 Acrylic Monomer Neutraliser/Deodoriser - Guidelines Used to Improve Wall Wash

Results
This product is especially formulated to neutralize and deodorize acrylic monomers. In this application
method, Product X is used to reduce trace of hydrocarbons, improve permanganate time and remove
odor in wall wash when preparing tanks for wall wash specifications. For product information and
personnel safety, always refer to the product data sheets. The product is safe for use on zinc, epoxy
and phenolic coatings.
APPLICATION METHOD
a. Re-circulation
i. Make a 5% solution (use fresh water) in the tank.
ii. At commencement of re circulation via the tank washing machines, apply heat via the
tank heating system.
iii. When the temperature has reached 50°C, maintain the temperature throughout the
washing and re circulate one machine cycle (per drop for portable machines).

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iv. Rinsing off with warm fresh water for one washing machine cycle (per drop for portable
machines). If insufficient fresh water, the tank can be rinsed with warm/hot sea water.
b. Guidance when preparing the tank for an ultra violet (UV) spectrum test
The cargoes covered by the chemical families of aromatics and chlorinated hydrocarbons affect
this test. UV testing cannot accurately be carried out on board and the ship must select
cleaning methods that basically dilute and remove aromatics and chlorinated hydrocarbons.
Aromatics and chlorinated hydrocarbons may be used as tank cleaning agents due to their
ability of diluting heavier aromatics or hydrocarbons. Occasionally, the wall wash may be tested
for both UV and Non-Volatile Matter (NVM). It often happens acceptance or failure of a cargo
tank to be based on more than one test method, besides the visual tank inspection.
If the ship is at sea when preparing tanks for UV testing, it must be kept in mind that the
cleaning agent may affect the UV test
To assist in selection of next cleaning procedure(s), when a tank is rejected, request the cargo
tank surveyor to advise if it was "close” or far off.
c. Guidance when preparing the tank for a nonvolatile matter test (NVM)
NVM testing cannot be accurately carried out on board and the ship must select cleaning
methods that basically dilute and remove vegetable oils and fats. Basically, this test is carried
out to determine the weight of residue (MG/100 ML- PPMs) left on the tank surface.
The NVM detected usually originates from the previous cargo, but it can contain other elements
such as rust, dust, and tank cleaning product that was not properly rinsed off during tank
washing. If the ship is in port when preparing tanks for NVM testing, pre-inspection must be
arranged for. It is advisable to carry out spot testing in the tank using a spray bottle containing a
strong solvent such as Acetone or Hexane. Shortly after spraying small areas, the bulkhead will
dry and give you an indication. When the area sprayed becomes surrounded by a visible oily
boundary ("burn marks"), the tank lining contains residue from the previous cargo. When this
indication is seen, it will also be detected by a laboratory NVM testing. It is difficult to give an
exact comparison of the results from the spot testing versus proper laboratory testing. The
following can be used as an indication:
i. Spot testing that is not leaving any "burn marks" on the bulkhead will indicate a low PPM
of NVM.
ii. Clear oily "burn marks" will indicate a high a PPM of NVM.
To assist in selection of next cleaning procedure(s), when a tank is rejected, the cargo tank
surveyor must be requested to advise the actual PPMs.
6.9.14 Safe Method of Gas Freeing After a Tank Cleaning
After tanks and other compartments have been washed, they shall be properly and adequately purged,
ventilated and cooled with use of:
 Mechanical blowers.
 IGS (Inert Gas System) on fresh air mode.
In a gas freeing operation, air is delivered into the tank where it mixes with the existing tank atmosphere
and where it also tends to mix together any layers that may be present. The resultant mixture is expelled
to the outside atmosphere. Because the process is one of continuous dilution with the air, the highest
hydrocarbon concentration is vented at the beginning of gas freeing and decreases thereafter.
On inerted ships, after purging to remove hydrocarbon vapour before gas freeing, the initial
concentration will be low, 2% by volume or less.
Any chutes or ducts used for gas freeing purposes must be fully bonded in order to avoid the build up of
a static charge on the chute or duct.

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Gas freeing onboard chemical tankers is required for entry into cargo tanks, for hot works or washing.
Gas Freeing is one of the most hazardous operations routinely undertaken onboard a Chemical Tanker
and the additional risk created by cargo gases expelled from the tanks, which may be toxic, flammable
and corrosive, cannot be over-emphasized.
It is therefore extremely important that all care is exercised during gas freeing operations as the
consequences of an inadvertent error can be serious and have far reaching consequences for
personnel and the environment.
A space is considered as “gas free” when the concentration of flammable gases in its atmosphere is
less than 0% LEL, the concentration of toxic gases (including IG components) is less than the TLV and
the Oxygen concentration is not less than 20.9%.
Hazards may encounter at various stages. The following recommendations apply to cargo tank gas
freeing in general. The IBC Code contains advice about cargo tank gas freeing.
It is essential to know what type of vapours can be expected: they may be flammable and/or toxic and/or
corrosive:
6.9.14.1 Precautions during Gas-freeing operations

It is generally recognized that Tank cleaning and Gas freeing is the most hazardous period of tanker
operations. This is true whether Washing for clean ballast tanks, Gas freeing for entry, or Gas freeing for
Hot work.
The additional risk from the Toxic effect of vented gas during this period cannot be over-emphasized
and must be impressed on all concerned. It is therefore essential that the greatest possible care is
exercised in all operations connected with tank cleaning and gas freeing.
Reference must be made to ISGOTT Chapter 12.4 regarding the various hazards involved for cargo,
bunker and ballast tanks. Also, the relevant procedures check described for the Tank Cleaning and
Purging Operations must be followed, as well as the CT VO-39 “Gas Free Checklist”.
Precautions shall be considered to Hazard identification and Risk control.
6.9.14.2 Prevent human injury

The Chief Officer is the responsible person for such operation and shall brief all crew regarding the
safety measures to be followed on deck.
During gas freeing operations only personnel directly involved in the Gas freeing operations must be
allowed on the main deck. Tank openings shall be guarded, warning notices posted and, possibly as
convenient, the area in the vicinity cordoned-off.
The proposed duration of the operation and compliance to the Job / Watch schedule must be observed.
All crew involved in the Gas freeing operations must wear appropriate clothing. Antistatic precautions
must be observed on deck.
The covers of all tank openings must be kept closed until actual ventilation of the individual tank is about
to commence.
If small crafts are alongside the tanker, their personnel must also be notified. The atmosphere in the
operations area must be monitored for explosive hydrocarbon vapors during such conditions.
If the tanks are connected by a common venting system, each tank must be isolated to prevent the
transfer of gas to or from other tanks

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6.9.14.3 Atmosphere control for tanks & pipes to be Gas free

During Gas purging / Gas freeing operation, the tank and pipelines atmosphere must be controlled and
not allowed to enter the flammable range (of the flammability diagram) at any time.
In all operations, where gas is being vented (purged or gas freed), great vigilance must be exercised, as
the highest concentrations of gases (hydrocarbon or inert gas) is emanated at the start of such
operations. Hence, where portable gas free fans are used, where the venting velocity is minimum, great
care needs to be exercised.
Venting of Nitrogen, toxic and flammable gas during gas freeing must be through the vessel's approved
gas freeing outlets, and therefore the exit velocity must be sufficient to carry the vapours clear of the
deck level.
During purging and gas freeing, it is in principle possible as per ISGOTT Chapter 12.4.3, when the gas
concentration level within the tank falls below 35% of the LFL and toxicity is less than the relevant TLV,
openings on deck level (e.g. hatches) to be opened to complete the ventilation.
However, given that undetected pockets of gas may be released on deck during
such operation, the Company does NEVER allow venting operation at deck and only
accepts venting via the available vent risers, or alternative means ensuring no
escape at deck level throughout the gas freeing operation.
In the above context, the venting of flammable gas during Gas freeing must be by the vessels approved
method, so to prevent escape of gas at deck level. For this purpose, the degree of ventilation and
number/type of openings must be controlled, including possible use of spool extensions, so to produce
an exit flow and velocity sufficient to carry the gas clear of the deck. If vapours persist on deck, gas
freeing must be stopped and alternative, safe venting means must be applied.
Figure 1.9.14.3 Chemical tanker tank ventilation hose


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Once an oil cargo tank has been confirmed free of explosive hydrocarbon vapors (less than 1% HC
LEL), toxic gases, contaminants and the oxygen content is measured at 20.9% the tank must be
isolated from the IG (Inert Gas) main line by inserting blind flange at the IG tank supply valve.
IG in adjacent tanks to be reduced to minimum (200mmAq) to prevent the ingress of hydrocarbon gas /
IG through any leaking valves, pipelines or (damaged/cracked) bulkheads.
All other valves to the tank (including P/V valves) must be in closed position. Gas vent riser drains must
be cleared of water, rust and sediment, and any steam smothering connections tested and proved
satisfactory.
If the tanks are connected by a common venting system, each tank must be isolated to prevent the
transfer of gas to or from other tanks.
When gas freeing, or purging either by displacement or dilution through designated outlets, sufficiently
high efflux velocities must be maintained to ensure rapid gas dispersion in any conditions.
6.9.14.4 Prevent for Gas enter into accommodation area

The wind direction may cause cargo vapours to pass near to air intakes for accommodation spaces or
engine room ventilation, and necessitate additional precautions.
Intakes of central air conditioning or mechanical ventilating systems must be adjusted to prevent the
entry of gas emitted from cargo, via partial recirculation of air within the spaces (intakes open and doors
and rest openings closed) and maintaining positive pressure in accommodation.
If at any time it is suspected that gas is being drawn into the accommodation, central air conditioning
and mechanical ventilating systems must be stopped and the intakes covered or closed.
To prevent hydrocarbon vapors to accumulate in the accommodation areas, it may be also necessary to
change course during Gas freeing operations.
The presence of Sparks / Hot soot emanating from the funnel stacks must be considered and, if present,
gas freeing operations must stop.
If gas freeing is taking place while the vessel is at anchor, it may be necessary to suspend operation
during periods with calm or no winds (local regulations regarding port permissions / emissions shall be
complied with).
If at any time it is suspected that gas is being drawn into the accommodation, central air conditioning
and mechanical ventilating systems must be stopped and the intakes covered or closed.
6.9.14.5 Fixed Gas freeing equipment and use of portable fans
 Maintain fans as per Maker’s instructions. Inadequately maintained fans and impellers may
provide ignition source.
 Inspect safety guards and bonding arrangements prior to use.
 Ensure conductivity of the fan body is within limits set by Maker. Electrically bond the fan with
vessel prior to installation on tanks as per arrangement provided. When steam driven fans are
used, ensure that the discharged steam does not enter the tank being gas freed.
 If using portable ducts connected to a fixed gas freeing system, ensure that the electrical duct is
electrically bonded along its length and to vessel before being lowered into the tank.
 Company prohibits the use of portable electric fans for tank cleaning purposes.

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 Where cargo tanks are gas freed by means of permanently installed fans, air is introduced into
the cargo tank through the cargo lines. The entire line system must be thoroughly drained before
venting to avoid any obstruction of the air flow or tendency for water or cargo residues to be
blown into a cargo tank. Valves on the systems, other than those required for ventilation, must
be closed and secured. The fans must normally be blanked or disconnected from the cargo tank
system when not in use.
 Fixed gas freeing equipment must not be used for gas freeing of a tank while simultaneously
being used to ventilate another tank in which washing is in progress, regardless of the capacity
of the equipment.
 If portable ventilation equipment is to be used to blow air into a tank, tank openings must be kept
closed until work on that tank is about to commence.
 Portable fans or blowers must only be used if they are hydraulically, pneumatically, water or
steam driven.
 Their construction material must be such that no hazard of incendiary sparking arises if, for any
reason, the impeller touches the inside of the casing. If this happens, manufacturer's
recommendations for maintenance must available in order to be properly followed. Moreover,
their construction must provide guards in place for personnel protection from accidental contact
with the revolving blades.
 Portable fans, where used, must be placed in such positions so arranged that all parts of the
tank being ventilated are equally and effectively gas freed. In this respect, fan must be generally
placed as remote as possible form the ventilation outlet(s).
 Portable fans must be also so connected to the deck that an effective electrical bond exists
between the fan and the deck.
 Where cargo tanks are gas freed by the permanently installed blowers, all connections between
the cargo tank system and the blowers must be blanked except when the blowers are in use.
(i.e. blower outlets / inlets).
 Before putting such a system into service, the cargo piping system, including crossovers and
discharge lines, must be flushed through with sea water and the tanks stripped.
 Fixed Gas freeing equipment may be used to gas free more than one tank simultaneously but
must not be used for this purpose if the system is being used to ventilate another tank in which
washing is in progress.
6.9.14.6 Completion of Gas Freeing and precautions for entry

When a tank appears to have been gas freed and all mechanical ventilation has been stopped, a period
of about ten minutes must elapse before taking final gas measurements. This allows relatively stable
conditions to develop within the tank space. Tests must then be made at several levels and, where the
tank is sub-divided by a wash bulkhead, in each compartment of the tank. In large compartments such
tests must be made at widely separate positions. If satisfactory gas readings are not obtained, the tank
must be checked for cargo residues and then ventilation resumed.
On completion of all gas freeing and tank washing, the gas venting system must be carefully checked,
particular attention being paid to the efficient working of the P/V valves and any high velocity vent
valves. If the valves or vent risers are fitted with devices designed to prevent the passage of flame,

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these must also be checked, and cleaned if found necessary. Gas vent risers and their drains must be
checked to ensure that they are free of any blockage.
Attention must be also given to all equipment that has been used, and to enclosed or partially enclosed
spaces that can retain or contain cargo residues or vapours, so that no unsuspected dangerous pockets
can remain. Places where such cargo traces may exist include cargo lines, cargo valves, cargo pumps,
stripping lines and valves, venting lines and P/V valves, vapour return lines, ullaging or sounding
arrangements, heating coils / heating system, cargo handling equipment store rooms, protective clothing
store rooms and cargo sample store rooms.
Prior to tank entry, after gas freeing, in addition to the required compliance to the Procedure or Entry
into Enclosed Spaces, below precautions shall be applied:
 On the apparent completion of Gas freeing any tank, a period of about 10 minutes must elapse
before taking final gas measurements. This allows relatively stable conditions to develop within
the tank space.
 Tests must be made at several levels and, where the tank is sub-divided by a wash bulkhead or
in oddly shaped tanks, in each compartment of the tank. In large compartments such tests must
be made at widely separate positions. If satisfactory gas readings are not obtained, ventilation
must be resumed.
 Regular gas monitoring and checks must be carried out by personnel entering the tank in using
personal gas meters. The possibility of vapors build-up due to disturbing of sludge at bottom,
due to man entry foot steps and countermeasures for the same is to be evaluated and decided,
prior to entry.
Gas freeing operations shall be recorded in Bridge logbook.
Checklist CT VO-39 and Form CT VO-35 “Atmosphere monitoring Log” must be always maintained
during gas-freeing operation.
6.9.14.7 Cargo Tank Steaming

Occasionally tanks, particularly those with zinc coatings, can only be adequately cleaned by steaming
after the carriage of certain chemical products. For this purpose, Company strictly follows the
instructions of ISGOTT PARA.12.3.6.8 and TANKER SAFETY GUIDE-CHEMICALS para.8.5.5
Steaming of cargo tanks can present significant risks with respect to the generation of electrostatic
charges and must under no circumstances be carried out without the company first being consulted. If
steaming must be required, then the procedures for steaming cargo tanks below must be complied with.
Steaming should never be introduced into tank with an atmosphere which may be
flammable
Methods of Steaming
Steaming is carried out for several reasons:
 To evaporate volatile residues;
 To remove smell;
 To reduce chlorides.
If steaming is required to remove residues then the higher the temperature the better, consistent with
the manufacturer’s or class recommendations with respect to the maximum temperature that the cargo
tank coating may be subjected to. Such steaming is enhanced if adjacent tanks are empty.
If steaming is utilised to remove chlorides, then the compartment bulkheads must be cool to increase
condensation in order to wash the chlorides away.

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Precautions must be taken to avoid the build-up of steam pressure within the tank. A hatch or tank lid
must remain at least partially open when steaming a cargo tank. Care must also be taken to ensure the
increase in temperature in the compartment being steamed does not affect adjacent compartments.
Prior to commencing steaming operation, also any applicable guidelines by the manufacturers of tank
coating must be consulted.
Although the Cargo Tank Steaming is a procedure mostly suitable to be carried out with a Steam
Generator only that has easier control and does not require high quality steam, the vessel’s Boiler can
be used at exceptional case (to avoided) providing that the following procedure is fully understood and
followed;
1. Before Cargo Tanks steaming is performed vessel must seek and obtain permission from office!
2. The Steam Valve must be progressively open (from the Engine Room) and to use minimum amount
of steam – Do not fully open the valve!
3. The Water level in the Boiler to be permanently followed.
4. Only one feed pump to be used during steaming operation.
5. The Water level in the Hotwell to be permanently followed.
6. The Feed Water Temperature in the Hotwell to be maintained over 70deg; in order to achieve this
must open some additional steam consumers that will return hot condensate back to the Hotwell.
7. To ensure proper supervision to designate permanent local watch-keepers on the Boiler Water
Level Glass, Hotwell and Steam Valve.
8. Permanent communication to be established between the watch-keepers, Chief Engineer and
Chief Officer
9. Regular checkout at short intervals (15min) to be established between all involved persons and all
parameters to be recorded (Boiler water level, Hotwell temperature, Boiler pressure, tanks operated)
10. At the first sign that the water level cannot be controlled by the Feed Water Pump to reduce the
steam valve (if the level is still going down DO NOT start both pumps)
11. If this will still not help then completely close the Steam Valves, stop the Boiler and restore the water
level
Be Aware That under These Conditions the Water might run Extremely Fast from the Boiler!
If The Water Is Suddenly Running Out From The Boiler Then Immediately Close The Steam Valve, And
Stop The Boiler Burner – Do Not Fill Water Below 80°C To The Boiler!
If The Feed Water Temperature (Hotwell Temperature) Drops Below 70°C. All the Operation to Be
Stopped Immediately!
After completing the Tank Steaming process, to carry out complete Boiler Water Test (boiler and
condensate). Tank Steaming presumes loss of water and therefore completing water from the
Feed Tank, thus the necessity to check and restore the water quality.
13. Full report (form CT VT-10 Cargo Tanks Steaming Records) to be sent to office after completing the
tank Steaming.
The report contains:

a) Boiler Water Level (checked at 15min intervals)

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b) Boiler Pressure (checked at 15min intervals)

c) Hotwell Water Temperature (checked at 15min intervals)
d) History of the Tank Steaming process
e) Results of the Wall-Wash test carried out before and after the steaming
f) Results of the Boiler Water Test
g) Any additional information relevant for evaluating the fluency of the Steaming process
(I.e. abnormal events and measure taken)
Once / if permission is obtained and before starting the operation itself, a meeting to be held on this
topic and confirm all the above is well understood by all the persons involved in this operation.
The tank subject to steaming may be adjacent to tank which contain heat resistance cargo
and/or polymer cargo. In that case, steam introduce can cause fire and polymerization.
Therefore, adjacent tanks cargoes should be checked before commenced steaming and if there
is any adjacent cargo tank which contain heat resistance and/or polymer cargo steaming should
NOT be done.
Monitoring of the Atmosphere
Steaming may only be carried out in tanks that have either been inerted, or water washed and
gas freed, or where the previous cargo in the compartment was non-flammable. The
concentration of flammable gas must not exceed 10% of the LFL, measured immediately prior to
steaming.
Steaming can produce mist clouds which may be electrostatically charged. The effects and possible
hazards from such clouds are similar to those described for the mists created by water washing, but
levels of charging are much higher. The time required to reach maximum charge levels is also very
much less. Furthermore, although a tank may be almost free of hydrocarbon gas at the start of
steaming, the heat and disturbance will often release gases and pockets of flammability may build-up.
A record must be maintained of the monitoring of tank atmospheres during steaming and the form CT
VO-35 “Atmosphere Monitoring” must be used. The frequency of checking the atmosphere will
depend on the build-up of flammable gases; as gases are released and the concentration increases, so
the frequency of monitoring must also increase in order to prevent the atmosphere exceeding 10% LFL.
If this happens, the steaming operation must cease.
Solvent Steaming
Steaming with any chemical/solvents, for tank cleaning purpose, is strictly prohibited.
Over-pressurization during steaming

Ambient temperature increase, as well as vaporization of generated water mists in a tank during
steaming operation may cause significant over-pressurization of tank atmosphere (not necessarily high
enough for forcing activation of pressure release valves). In this respect, any opening of tank orifices or
hatches, even in a gas-free tank atmosphere) may cause release of strong air current outbound, which
might be hazardous to personnel operating in proximity or attempting entry.
Such hazards must be considered during the preparatory meeting and the appropriate mitigating actions
addressed via the applicable Risk Assessment.

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6.9.15 Tank Cleaning after discharging Vegetable Oils

For the effective cleaning of Animal and Vegetable Oils the initial cleaning is of the utmost importance
and the following must be observed:
 A pre-wash must be carried out as soon as possible either after the completion of discharge or
after sailing. Either hot or cold water must be used for the initial wash depending on the type of
vegetable oil;
 High water hardness (Magnesium and Calcium) involves the risk of formation of Magnesium and
Calcium soaps (white or sticky residues);
 If tank cleaning is performed in areas with a low seawater temperature it is advisable to take out
ballast, if possible, from the section where the tank cleaning is planned;
 If possible, before starting a hot seawater wash, check the tank for areas where there are
significant accumulations of product, and plan the cleaning using manual machines
accordingly;
 For vessels with fixed machines, use as many portable machines as possible for each tank, in
addition to the fixed machines.
Various methods may be utilised for cleaning with chemicals and the recommendations of the applicable
tank cleaning guide (such as Miracle) must be adhered to. However, generally a detergent such as
Teepol will be used.
Fats and fatty oils may dry and harden under the action of atmospheric Oxygen and form a tough, resin-
like mass. This oxidation occurs in three phases - liquid, then gum and finally solid. Therefore, pre-
cleaning must commence as soon as possible after issue of the Tank Dry Certificate.
High water temperatures, steaming and heated cargoes in adjacent tanks must be avoided, if possible,
until cleaning has been completed.
a. Non-Drying Oils
Contact with Oxygen does not cause any appreciable drying. Tanks are easy to clean. Hot
water must be used for the initial wash.
Melting point of non-drying products

Non-drying products and their melting point (°C):
Palm Oil 37 Coconut Oil 25
Palm Kernel Oil 27 Lard 40
Tallow 42
b. Semi-Drying Oils
These oils dry within acceptable limits making tank cleaning marginally more difficult. Cold
water must be used for the initial wash.
Melting point of semi-drying oils
Semi-drying oil and their melting point (°C)

Olive Oil 3 Sesame Oil 2
Castor Oil 10 Maize Oil 11
Tea seed Oil 2 Sunflower Seed Oil 17
Groundnut Oil 1 Soya Beam Oil 21

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Semi-drying oil and their melting point (°C)

Cotton seed Oil 1 Rape Seed Oil 9
c. Drying Oils
These oils dry rapidly on contact with atmospheric Oxygen. Considerable cargo residues are
left on tank walls by rapid drying-on of the oils; these have to be scraped off, making tank
cleaning markedly more difficult. Cold water must be used for the initial wash.
If the cleaning operation cannot be commenced immediately after the discharge of drying oils,
then consideration must be given to injecting steam into the tank in order to prevent the oil
drying. The state of the tank must be monitored and further steam injected as necessary.
Melting point of Drying oils.
Drying oils and their melting point (°C)
Safflower Oil 15 Poppy Seed Oil 18
Linseed Oil 20 Tung Oil 5
Fish Oil 12 Whale Oil 10
6.9.16 Assessing the Quality of Tank Cleaning
6.9.16.1 Spectrophotometer
Spectrometers measure absorbance of light waves, which are passed through a sample in both Visual
and UV spectrums. This is a very good analysis tool for Chemical tankers for efficient and effective tank
cleaning.
Ship using spectrometer for assessing the quality of tank cleaning, have access to reliable reference
graphs for comparing generated wash water data with prior cargo data and/or appropriate shore side
support.
6.9.16.2 Wall wash test
6.9.16.2.1 General
For the purpose of Quality Control and expedite cargo tank readiness, a Wall Wash Test Kit is aboard
all chemical tankers. Included within the kit are two copies of a booklet which contains:
 A list of Apparatus
 Instructions for performing the following tests:
o Color of clear liquid
o Detection of Hydrocarbons
o Detection of chlorides
o Permanganate Time Test
 MSDS of Nitric Acid and Hydrochloric Acid
 Instructions for cleaning the equipment.
The vessel will be advised by the Office when a particular test is to be undertaken and to which
standard. A Port Captain would be normally expected to attend the vessel when these tests are carried
out. However, there will be occasions when Master will be required to undertake these test and report
accurately the findings. It is, therefore, important that the Master and senior officers become familiar
with all the apparatus and the safety procedures to be followed.

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Caution: Nitric acid and hydrochloric acid are corrosive. They may burn skin, eyes and intestines
if swallowed.
Great care must be exercised when using these substances particularly when "pipetting".
C/O are responsible for the safe keeping of this kit and all its contents. To this end it is strongly
recommended the kit is stored under lock and key. The contents of this kit are not used for other
purposes.
6.9.16.2.2 Wall wash test kit apparatus

Masters must be ensured that the test kit is available onboard and in good order and condition,
comprising the following:
 funnel - flat side (1 piece)
 squeeze bottle, plastic (2 pieces)
 filter paper, I lem (1 piece)
 ph paper (0-14) (1 piece)
 plastic gloves(disposable latex) (1 box)
 stand for nessler tubes (1 piece)
 Nessler tubes 100ml with caps
 100 ml graduated cylinder with glass stopper
 Nessler tubes 50 ml with caps (4 pieces)
 Nessler tubes 50 ml with stant and glass stopper (2 pieces)
 1 ml pipette
 10 ml pipette
 500ml glass flask
 potassium permanganate 10 x 0.1 gm
 potassium permanganate solution 500ml (dark glass bottle)
 thermometer in Celsius
 pen light
 igloo bath
 silver nitrate 0.1 normal (200 ml) (in dark glass bottle)
 chloride standard solution 100 ppm (200ml) (in dark glass bottle)
 20.platinum cobalt color standard (200ml) (in dark glass bottle)
 1 gallon of distilled water
 1 gallon of reagent
 2.5 ltr hydrochloric acid
 20% nitric acid (200ml).
6.9.16.2.3 Standard test method of clear liquids (as per Platinum - Cobalt Scale) ASTM-D1209
The next method describes a procedure for the visual measurement of the color of essentially light
colored liquids.
 From the stock solution prepare standards in accordance with Error! Reference source not
found. by diluting the required volumes to 100 ml with distilled water in the Nessler tube. Cap
the tubes and seal the caps with shellac or waterproof cement, if long term storage is desired
(Note: this standard would be stable for at least a year).
 Walls wash the tank using the appropriate solvent (e.g. Aceton etc. as applicable) and introduce
l00 ml of the specimen into a Nessler tube passing the specimen through a filter if it has any
visible turbidity.

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 Report the standard number color which most matches the specimen. In the event that the color
lies midway between two standards, report the darker of the two or otherwise report the range
over which an apparent match is obtained.
Instruction for the preparation of solution.
Color Standard Number Stock Standard Solution ml
1 0,20
2 0,40
3 0,60
4 0,80
5 1,00
6 1,20
7 1,40
8 1,60
9 1,80
10 2,00
11 2,20
12 2,40
13 2,60
14 2,80
15 3,00
20 4,00
25 5,00
30 6,00
35 7,00
40 8,00
50 10,00
60 12,00
70 14,00
100 20,00
150 30,00
200 40,00
250 50,00
300 60,00
350 70,00
400 80,00
450 90,00
500 100,00

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6.9.16.2.4 Standard method of test for detecting hydrocarbons in SMA-42-60

This method of test describes a procedure for detecting the presence of hydrocarbons in the reagent by
observing any cloudiness or opalescence which occurs when the sample is diluted with distilled water.
Wall wash the tank (about 1 m 2 ) and dilute 15 ml of this sample with 45 ml of distilled water to a 100 ml
color comparison tube, invert the tube several times to ensure complete mixing and allow it to stand for
twenty minutes at room temperature.
Fill up 100 ml blank tube with 60 ml of distilled water. Compare the sample to the distilled water blank by
looking down through the tube against a black background to pass the test; no cloudiness or
opalescence shall appear at any time during the test period.
6.9.16.2.5 Standard method of test for detecting chlorides

This method of test describes a procedure for detecting chlorides ions.
 Measure 20ml of distilled water into each of Nessler tubes (50 ml tubes).
 Pipet 5 ml of Wall Wash reagent sample into one of the Nessler tubes (Tube A).
 Pipette 5 ml of reagent used in the Wall Wash into another Nessler tube (This will be the blank to
check whether the reagent used is contaminated). (Tube B).
 Pipette 0.25 ml of Standard Chloride solution (100 ppm) into another Nessler tube (This will be 4
ppm Chlorides standard). (Tube C).
 Pipet 1 ml of 20 % Nitric Acid and 1 ml of the 0.1 Silver Nitrate Solution to all three Nessler
tubes.
 Cap all tubes and mix well by inverting several times.
 Allow the contents to stand for 10 minutes in the dark before comparing the sample (the 1st tube)
with the standard (the 3rd tube) by viewing the tubes against a black background.
6.9.16.2.6 Reporting
If the sample cloudiness (Tube A) is less than of the 5 ppm standard (Tube C), then report as less than
5 ppm chlorides.
Always check the blank (Tube B) to ensure that the reagent use is not contaminated. It must not have
any cloudiness and must be clear and transparent.
If higher values of chlorides are required, then following volumes of the Standard Chloride solution
(l00ppm) must be added in the Tube C (Step A).
a. 0,50 ml of Chloride Solution for 10 ppm
b. 0,75 ml of Chloride Solution for 15 ppm
c. 1,00 ml of Chloride Solution for 20 ppm
d. 2,25 ml of Chloride Solution for 25 pp
e. 1,50 ml of Chloride Solution for 30 ppm
f. 1,75 ml of Chloride Solution for 35 ppm
g. 2,00 ml of Chloride Solution for 40 ppm
h. 2,50 ml of Chloride Solution for 45 ppm
i. 2,75 ml of Chloride Solution for 50 ppm
6.9.16.2.7 Standard test method for permanganate time test ASTM-D1363

This method covers the detection in alcohol or ketones of the presence of impurities that reduce
potassium permanganate.
Substances reacting with potassium permanganate in neutral solutions reduce it to manganese dioxide
that colors the solution yellow. In the permanganate test, the time required for the color of the test
solution to change to that of standard solution is measured. The color of the test solution changes from
pink-orange to yellow-orange.

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 Fill up a 50 ml glass stoppered Nessler tube beyond the mark with the sample under test and
place it in a constant temperature bath (25°C for Acetone). Maintain the water level in the bath
approximately 25 mm below the top of the tube. When the sample has reached the bath
temperature (about 5 min) bring up the level to the 50ml mark. Add with a pipet 2 ml of
potassium permanganate solution. Stopper the tube, invert once to mix the contents, return to
the bath and note the time.
 Dissolve 0,1 g of KMnO4 in 500 ml distilled water; from this standard solution take 50 ml and put
in a 50 ml stoppered Nessler tube and keep in the same bath at sample.
 At the end of the minimum time specified for the material being tested, remove the tubes and
compare to the color of the standard by viewing downward through the tube against a white
background.
 If the residual pink color of the sample is greater than the standard, report permanganate time as
"greater than X minutes". If the residual color of the sample is equal to that of the standard
report the permanganate note time as "X minutes". If the residual pink color of the sample is
less than the standard, report as "less than X minutes" where "X minutes" is the minimum time
specified for the material being tested.
6.9.16.2.8 Cleaning and usage of equipment

The following notes are intended as guidelines in the care and cleaning of the equipment. Cleanliness of
equipment is paramount to ensure test results are accurate.
 On completion of each test all equipment must be drained, rinsed with distilled (DI) water and
allowed to dry.
 If the equipment is not to be used for some time, then all apparatus must be carefully stowed in
Igloo Box provided.
 Immediately prior to use, the equipment to be used must be thoroughly cleaned by:
o Rinse with small quantity of Hydrochloric Acid and drain.
o Rinse with DI water, drain and allow it to dry.
PERSONAL SAFETY PRECAUTIONS ARE ALWAYS TO BE OBSERVED WHEN HANDLING

COMPONENTS OF THE WALL WASH TEST KIT
6.9.17 Tank Cleaning Concurrently with Cargo Handling
As a general rule, tank cleaning and gas freeing should not take place concurrently with cargo handling.
If for any reason this is necessary, there should be close consultation with, and agreement from, both
the terminal representative and the port authority.
6.9.18 Precautions for Gas Freeing and Tank Cleaning While Alongside
Before gas-freeing and tank cleaning are begun, the permission of the port authority and terminal
operator should be obtained and the appropriate personnel ashore should be consulted to confirm that
conditions on the jetty do not present a hazard, and to obtain agreement that operations can start.
The following checks should be made before operations commence:
 That appropriate personnel on board have been duly instructed and notified that gas freeing or
tank cleaning is about to start.
 A Responsible Officer must supervise all gas freeing operations.
 All personnel on board should be notified that gas freeing is about to begin.

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 Appropriate ‘No Smoking’ regulations should be enforced.

 Instruments to be used for gas measurement should be calibrated and tested in accordance with
the manufacturer’s instructions before starting operations.
 Sampling lines should, in all respects, be suitable for use with, and impervious to, the gases
present.
 All tank openings should be kept closed until actual ventilation of the individual compartment is
about to commence.
 Venting of flammable gas should be by the ship’s approved method.
 Intakes of central air conditioning or mechanical ventilation systems should be adjusted, if
possible, to prevent the entry of petroleum gas, by recirculating air within the spaces.
 If at any time it is suspected that gas is being drawn into the accommodation, central air
conditioning and mechanical ventilation systems should be stopped and the intakes covered or
closed.
 Window type air conditioning units which are not certified as safe for use in the presence of
flammable gas, or which draw in air from outside the superstructure, must be electrically
disconnected and any external vents or intakes closed.
 Gas vent riser drains should be cleared of water, rust and sediment, and any steam smothering
connections tested and proved satisfactory.
 If several tanks are connected by a common venting system, each tank should be isolated to
prevent the transfer of gas to or from other tanks.
 If vapours persist on deck in high concentrations, gas freeing should be stopped.
 If wind conditions cause funnel sparks to fall on deck, gas freeing should be stopped.
 That essential protective clothing respiratory protection equipment are being worn if so required.
 That fresh water shower and eye wash arrangements are ready for immediate use in the event
of contamination of personnel.
 That work not related to cargo operations and not otherwise essential is avoided in the cargo
area during the tank cleaning operations.
 That cargo pipe lines serving a set of cargo tanks are isolated from the tanks to be cleaned or
gas freed, unless all tanks in that set are to be cleaned.
 That tanks served by a common vent system are properly isolated.
 Those cargo tank lids, tank washing openings, ullage openings and sighting ports in un-cleaned
tanks are kept closed until they are to be cleaned.
 That all sea and overboard discharge valves connected to the cargo and ballast systems are
shut and secured when not in use. All the overboard valve should be sealed and provided with a
warning notice indicating that the valve should not be opened without the authority of the Chief
Engineer and the Master.
 That permission guaranteed to tank cleaning alongside involving transfer of washing ashore,
shore representatives should be advised of the nature of all grades in the previous cargo.
 Those pumproom (Cargo Pumproom) precautions are being observed and will continue to be
observed throughout tank cleaning and gas freeing operations.
 That firefighting equipment is ready for immediate use.
 Scuppers are properly plugged, and spill pans or trays are in place beneath the manifold
connections
 No unauthorized craft is alongside, and authorized crafts that are alongside are warned that
cleaning or gas freeing is about to begin.
 Any necessary hose connections to shore or craft alongside are properly made and supported.
6.9.19 Emergency Procedure
The material safety data sheet (MSDS) which contains properties of cargo and the emergency
procedures should be available to all concerned. MSDS should be kept ready on Cargo Control Room
Bulletin board or any similar conspicuous place. Essential protective clothing equipment and clean water

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shower or spray arrangements in the event of contamination of personnel should be ready for
immediate use. Fire appliances should be in good order and ready for immediate use.
6.9.20 Required Tank Standard after Tank Cleaning
Information is given from the shipper of the cargo to meet the degree of cleanliness that may be
required by the shipper for product quality reasons. In the absence of specific required tank cleanliness
instructions tanks should be cleaned to Water White standard (WW-standard) as a minimum in order to
have the maximum flexibility for the stowage of the next cargoes. Miracle programme should be
consulted for the same and if there is a doubt about the same, the master is advised to check with the
office operations department.
6.9.20.1 Water White Standard
Definition:
 No trace of cargoes in tank and its associated systems
 Cargo line
 P/V line
 Stripping line
 Vapour return line
 No odor
 Chlorides < 5 ppm
 No hydrocarbon
 No suspended matter (floaters or other visual particles)
 No discoloration from last cargoes or due to tank cleaning
 Heating coils clean and bright
 Tank hatch & tank cleaning hatch packings clean and free from odor
6.9.21 Tank Washing Equipment
The responsible officer should check that all equipment are in safe working order and remain so
throughout the operation. Gas-freeing equipment preferably should be of a type, which discharges the
vapour to atmosphere with as high velocity as possible and in a vertically upward direction, thereby
to minimise the risk of vapour accumulating on the deck.
All portable electrical equipment should be examined for possible defects before being used. Special
care should be taken to ensure that the insulation is undamaged and cables are securely attached. All
equipment should be efficiently earthed. Equipment to be used for further tank cleaning operations, such
as removal of solid residues or products in tanks which have been gas freed, should be so designed
and constructed, and the construction materials so chosen, that no risk of ignition is introduced.
Fixed Tank Washing Machines; The installation of fixed tank washing machines within a cargo
tank allows an inert atmosphere to be maintained during the washing operation and thus permits
cleaning a closed mode in compliance with port regulations prohibiting release of noxious
vapours. Their installation and use also reduce crew exposure to cargo vapours and inert gas.
The design of fixed tank washing machines will have met all statutory requirements for safety as
regards materials of construction, water flow rates and generation of static electricity. Any
routine servicing should be performed in accordance with the manufacturer’s instructions but
no on board modifications should be contemplated.
 Portable tank washing machines and hoses; the outer casing of portable machines should be
of a material which will not generate and incentive spark on contact with the internal structure of
the cargo tank. Hoses should be indelibly marked to allow identification. Bonding wires should be

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incorporated within all water hoses. Coupling should be secured to the hose in such a way that
effective electrical bonding is assured from end to end of the hose. All hoses supplied for tank
washing machines should be tested for electrical continuity in a dry condition prior to use
and in no case should the resistance exceed 6 ohms per meter length. Such testing should
not involve high voltages. Entry of test should be made in the relevant QA Form which will show
date and the result of electrical continuity test. The house coupling arrangement should be such
that effective bonding can be established between the tank washing machine, the hose and the
fixed tank cleaning water supply line. Washing machines should be electrically bonded to the
water hose by means of a suitable connection or external bonding wire if hose coupling does not
support direct electrical conductivity. When suspended within a cargo tank, machines should be
supported by means of a neutral fibre rope and not left to hang from the water hose.
6.9.22 Gas Detection Equipment
In order to maintain a proper control of the tank atmosphere while tank cleaning to check the presence
of HC the instruments should be calibrated prior use. Which instrument to use will depend upon the type
of atmosphere being measured? If there are tank atmosphere sampling lines should be in all respects
suitable far and impervious to the gases present and should be resistant to the effects of hot wash
water. Instruments themselves should be used in accordance with the manufacturer’s instructions.
During tank cleaning, consideration should be given to the possible effect of water on the efficiency of
the gas measuring equipment. In addition to any fixed gas detectors, at least two of each of the
following portable instruments should be held on the ship:
 A flammable gas indicator capable of measuring gas to the lower flammable limit (LFL) and with
the scale graduated as a percentage of this limit. A flammable gas indicator usually cannot read
flammable gas concentrations in an inert atmosphere but depending on the trade of a particular
ship, it may be found appropriate to carry gas indicator capable of measuring percentage of
flammable gas in an inert atmosphere (thermal conductivity meters, e.g. tankscope).
 A toxic gas indicator capable of measuring concentrations in the human toxicity range and
calibrated in parts per million. (The presence of some specified toxic vapours at very low
concentrations can only be established by laboratory tests.)
 An oxygen analyzer capable of measuring percentage volume of oxygen in an atmosphere.
During tank cleaning, should be bear in mind that wash water can be effect the gas measuring
equipment and measuring efficiency.
6.9.23 Free Fall of Wash Water in Slop Tanks
It is essential to avoid the free fall of slops or tank washing water in a receiving slop tank unless the tank
is inerted.
Washing water or slops should be transferred to the receiving tank through cargo system. If a different
arrangement is necessary, then to avoid splashing the receiving tank should be filled to a depth of at
least 1 meter with water or sufficient to ensure that the discharge inlet is well below the surface of the
water.
6.9.24 Special Tank Cleaning Procedures and Methods
Some cargoes may react with certain cleaning agents and produce large amounts of toxic or flammable
vapours, or render equipment such as pumps inoperable. The choice of a tank cleaning agent should be
made with full knowledge of the cargo characteristics.

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After the carriage of certain products, tanks can only be adequately cleaned by steaming or by the
addition of tank cleaning chemicals or additives to the wash water. In this case, related paragraphs of
this manual should be reviewed.
6.9.25 Removal of Scale and Sediment
Scale and sediment build-up in a tank may adversely affect stripping of cargo and gas freeing, while
gradual evaporation of entrapped cargo may cause subsequent re-gassing of the tank. Removal of such
sludge should only be considered after gas freeing is complete, and the tank has been certified as safe to
enter and the tank lid marked accordingly. Scale and sediment removed from the tanks should be
disposed of as soon as possible.
Equipment to be used for sludge removal should be made from materials which do not give rise to a risk of
ignition. The responsible person and those entering a tank to perform such work should be aware of the
potential for releasing traces of vapours when material is disturbed, and proper contingency plans (at least
covering ‘Rescue from enclosed space’ check list) should exist to ensure the safety of personnel. Chemical
absorption detectors should be used for detecting the presence of specific vapours at TLV levels.
6.9.26 Management of Slops and Slop Tanks
Compatibility of various cargo and cleaning chemicals should be considered just as carefully when
handling slops as when handling the cargoes themselves. Particular care is needed when washing
several tanks which have contained dissimilar cargoes and compatibility should be taken into account
when selecting the destination tank for stripped wash water. The following should be avoided:
 Mixing of slops from Annex I (Oil) cargoes with slops from Annex II (Chemical) cargoes.
 Mixing of slops from incompatible cargoes
 Mixing of slops from vegetable oils or fats with Chemical slops or petroleum Oil slops
If the ship’s cargo tanks are used as slop tanks, care should be taken to avoid introducing slops from
cargoes which are incompatible with the tank coating. In this regard, some cargoes which are
themselves compatible may, when mixed with water, from acids and thus damage a coating, e.g. slops
from hydrolytic cargoes in a zinc coated tank.
6.9.27 Cleaning of Contaminated Ballast Space
Where leakage has occurred from a cargo tank into a ballast tank, it will be necessary to clean the tank
for both MARPOL compliance and to effect repairs. In this highly hazardous situation permission is
to be obtained from the Company before cleaning and tank entry. Where it is agreed that such an
operation is necessary, a risk assessment should be carried out and a safe system of work
developed in agreement with the Company.
This task is difficult when the contamination is due to Marpol Annex I or Annex II cargoes and
particularly difficult if it occurs in a double hull or double bottom space.
As far as possible, tank cleaning, particularly in the initial stages, should be carried out by methods
other than hand cleaning. Such methods may include, but not be limited to, using portable machines,
the use of detergents, or washing the bottom of the tank with water and detergent. Hand cleaning
should only be permitted for small areas of contamination or for final cleaning. Whichever method is
used, the tank washing must always be handled in accordance with MARPOL regulations.
After a machine or detergent wash, prior to entry for final hand cleaning, the tank must be ventilated in
accordance with the procedures referred to in Chapter 11.4.7 of the ISGOTT, until readings at each
sampling point indicate that the atmosphere meets the safe for entry criteria. Suitable control measures
should be implemented to protect the safety and health of personnel entering the space.

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6.9.22.3 Tank Washing
Good tanker practice will avoid all normal sources but, in addition, the following precautions should be
taken if the risk from Source of Ignition is to be eliminated:
 Before washing, the tank bottom should be flushed with the water and stripped first. The piping
system, including cargo pumps, crossovers and discharge lines, should also be flushed with
water. If cargoes are highly water reactive this operation must not be carried out. This flush
should not be undertaken using the tank washing machines. The flushing water should be
drained to the tank, which designated to receive slops, if cargo pollution category could not let to
discharge flushing water directly into the sea in line of Marpol Annex II. This operation may not
be necessary if the ship is fitted with an efficient stripping system, and the cargo tank and
pipelines have been stripped as detailed in ships Procedures and Arrangements Manual (P&A
Manual).
 The tank atmosphere should check after bottom flushing, If the gas concentration in the tank
atmosphere more than 10% of the Lower Flammable Limit (LFL), the tank should be ventilated
till to gas concentration reduced less than 10% of the Lower Flammable Limit (LFL). Gas tests
must be made at various levels. Gas test should be performed at the outlet of ventilation until the
flammable vapour concentration at the outlets has been reduced to 30% of the lower flammable
limit and in the case of a toxic product, the vapour concentration does not present a significant
health hazard (gas concentration lower than TLV).
 When portable washing machines are used, all hoses connections should be made up before
the washing machine is introduced into the tank. Connections should not to be broken until after
the machine has been removed from the tank. However, to allow draining of a hose, a coupling
maybe partially opened and then re-tightened before the machine is removed from the tank.
 Ropes made of synthetic fibres should not be used to support tank cleaning machines.
 No machine may have a throughput greater than 60 m3 per hour and no nozzle may have a
throughput greater than 17.5 m 3 per hour.
 The total water throughput per cargo tank should be kept as low as practicable and must in no
case exceed 110 m3 per hour.
 The tank should be kept drained during washing. Washing should be stopped to clear any build-
up of wash water.
 Re-circulated wash water should not be used, because it may increase the generation of static
electricity.
 Sounding rods and other equipment must be introduced through a sounding pipe reaching close
to the bottom of the tank and earthed to it. If a sounding pipe is not used then the additional
precautions related part of this chapter should be followed.
 No other material that may create a spark or static electricity should be lowered into the tank.
 Steam should not be injected into the tank
 Heated wash water may be utilised, but use should be discontinued if the gas concentration
reaches 35% of the LFL.
 Tank washing may only commence once the tank atmosphere reaches 10% or less of the LFL.
 Precautions should be taken to eliminate the risk of mechanical sparks from, for example,
metallic objects such as hand tools, sounding rods, sample buckets, etc. being dropped into the
tank.
 The use of non-intrinsically safe equipment, for example, torches and inspection lamps,
communications radios, etc. should not be allowed.
If the tank has flammable atmosphere followings precautions should be taken during washing:
 Atmosphere testing should be frequent and taken at various levels inside the tank during
washing to monitor the change in LFL percentage.

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 Consideration should be given to the possible effect of water on the efficiency of the gas
measuring equipment and therefore to suspension of washing to take readings.
 Mechanical ventilation should, whenever possible, be continued during washing and to provide a
free flow of air from one end of the tank to the other.
 The ability to mechanically ventilate concurrent with tank washing is recommended but where
mechanical ventilation is not possible, the monitoring of the tank atmosphere should be more
frequent as the likelihood of rapid gas build-up is increased.
 If the hot wash water temperature is above 600C, monitoring of the gas concentration level
should be at an increased frequency.
 The tanks atmosphere should be maintained at a level not exceeding 35% LFL. Should the gas
level reach 35% LFL at any measured location within a tank, tank washing operations in that
individual tank must immediately cease.
 Washing may be resumed when continued ventilation has reduced and is able to maintain gas
concentration at 10% or less of the LFL.
 If the tank has a venting system that is common to other tanks, the tank must be isolated to
prevent ingress of gas from other tanks.
6.9.22.4 Special Cleaning Methods
Water washing may be inadequate or inappropriate after the carriage of certain products, because tank
can only be adequately cleaned by special cleaning methods or cleaning agents. Where it is decided to
use special cleaning method by the master and the Company, and well documented experience
indicates that it is safe to do so, through company guidance should be provided that describes the
procedures for the ship to follow.
Where a special cleaning method is to be used in port, local authorities may impose additional safety or
environmental requirements. Therefore, local authorities should be informed accordingly in advance and
permission should be guaranteed before commence.
Some cargoes may react with certain cleaning agents and produce large amount of toxic or flammable
vapours, or render equipment such as pump inoperable. The choice of a tank cleaning agent should be
made with full knowledge of the cargo characteristic. In any doubt, the company should be informed and
asked for further information.
If a special method involving cleaning agents is to be used, it may create an additional hazard for the
crew. All crew should be trained, and protected from, the health hazard associated with such a method.
The cleaning agents may be added to the wash water or used alone. The cleaning procedures adopted
should not entail the need for personnel to enter the tank. If, however, the only practical means of
cleaning involves personnel entering the tank then the precautions set out in chapter 6.9.22.9 Hand
Spraying & 6.9.13.2 Use of Chemicals for Local Cleaning of Tanks’ parts should be strictly followed.
No one should enter any cargo tank unless express permission to do so has been received from the
responsible officer, and all appropriate precautions taken. The tank atmosphere should be safe for entry
and an entry permit issued. Chemical absorption detectors should be used for detecting the presence of
specific gases and vapours at TLV levels.
6.9.22.8 Precautions for Sounding Tanks When not Using a Sounding Pipe
If a sounding pipe is not used, it is essential that any metallic components of the sounding rod or other
equipment are bonded and securely earthed until removal from the tank. This precaution should be
observed during washing and for five hours afterwards, unless the tank is continuously mechanically
ventilated after washing, in which case the delay period can be reduced to one hour.

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During the delay period:

 An interface detector of metallic construction may be used if earthed to the ship by means of a
clamp or bolted metal lug.
 A metal rod may be used on the end of a metal tape which is earthed to the ship.
 A metal sounding rod suspended on a natural fibre rope should not be used even if the end at
deck level is fastened to the ship, because the rope cannot be completely relied upon to act as
an earthing path.
 Equipment made entirely of non-metallic materials may in general be used: e.g. a wooden
sounding rod or float may be suspended on a rope without earthing.
 Neither ropes made of synthetic polymers nor chains, should be used for lowering equipment into
cargo tanks.
6.9.22.9 Hand Spraying
The manual spraying of diluted or undiluted solvents onto the tank wall, included but not
limited most commonly used being Butlylglycolether, Methanol or Acetone (in hot climates
diluted with water to reduce volatility) or a Methanol/Acetone 50/50 mixture is strictly
prohibited. Also the use of Toluene is strictly forbidden in this case because of the explosion
risk due to electrostatic discharge.
Hand spraying is typically done to correct unsatisfactory cleaning results manually, which have been
identified after inspection of the tank. Only demi water (De-Ionized water) and detergents (refer to
their manufacturer’s instructions and MSDS) can be used for tank cleaning purpose. Where operations
of this nature have to be carried out, it is mandatory the Enclosed Space Entry Procedures are strictly
adhered to and that full protective suits and self-contained breathing apparatus are worn by
personnel engaged in such operations due to the exposure risks when using detergents. The crew are
to be thoroughly briefed on possible safety hazards and the safety precautions to be taken during the
cleaning. Where it is decided that such an operation is necessary, a risk assessment should be
carried out and a safe system of work developed. Using of No-name products, unknown
detergents and detergents which are not suitable for spraying is strictly prohibited.
6.9.22.10 Washing of Water Reactive Cargoes
Following chemicals are water reactive and their washings require special attention;
- Sulphuric acid
- Nitric Acid
- Chlorosulphonic Acid
- Oleum
- Nitrating Acid ( mixture of Sulphuric Acid and Nitric Acid)
Above mentioned products are highly corrosive and also highly reactive with water. Therefore bottom
flushing for these products cleaning is strictly prohibited. Personnel in charge should be worn gas tight
chemical suit and SCBA during washing. Their reaction with water is produce heat and toxic fume.
At the end of discharging tanks, pumps and lines should be well stripped and pump out to the shore.
Remain quantity in the tank should be kept as much as minimum.
Plenty of water (as much as possible) should be given to the tank via butterworth machines when
commence washing and tank pump should be started simultaneously. Vessel should be well trimmed (as

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advised in P&A Manual) so, wash water will be drained to pump well. Pump rate should be so arrange
that washing water should be disposed simultaneously and bottom of the tank should be kept empty. Do
not stop washing before 30 minutes after commence washing and do not open any drain valve before
line flushing. Tank hatches should be kept closed during washing. Related hatches can only be open
when introducing butterworth machines to the tank if there is no fix butterworth system in the tank.
Wash water should be disposed to sea directly if cargo pollution category, vessel position and speed
permits to do so refer to Marpol. If wash water needed to be sloped, slop tanks must be filled with water
at least one meter and product quantity should be kept less than 2 % in the slop tank.
Below listed chemicals produces carbon dioxide and asphyxiate gas if react with water;
- Diphenyl methane Diisocyanate
- Hexamethylene Diisocyanate
- Isoprene Diisocyanate
- Polyethylene Polyphenol Isocyanate
- Toluene Diisocyanate
Above mentioned products are highly toxic and produce toxic gases if react with water. Therefore bottom
flushing for these products cleaning is strictly prohibited. Personnel in charge should be worn gas tight
chemical suit and SCBA during washing. Their reaction with water is produce carbon dioxide and
asphyxiate gas which are cause fatality.
At the end of discharging tanks, pumps and lines should be well stripped and pump out to the shore.
Remain quantity in the tank should be kept as much as minimum.
Plenty of water (as much as possible) should be given to the tank via butterworth machines when
commence washing and tank pump should be started simultaneously. Vessel should be well trimmed (as
advised in P&A Manual) so, wash water will be drained to pump well. Pump rate should be so arrange
that washing water should be disposed simultaneously and bottom of the tank should be kept empty. Do
not stop washing before 30 minutes after commence washing and do not open any drain valve before
line flushing. Tank hatches should be kept closed during washing. Related hatches can only be open
when introducing butterworth machines to the tank if there is no fix butterworth system in the tank.
Wash water should be disposed to sea directly if cargo pollution category, vessel position and speed
permits to do so refer to Marpol. If wash water needed to be sloped, slop tanks must be filled with water
at least one meter and product quantity should be kept less than 2 % in the slop tank.
See Chapter 7.1.2.7 ‘Reactive Cargoes’ part of this Manual for water reactive cargoes dangers.
6.9.22.11 Pickling and Passivation Operations
Picking and passivation is carried out in the event whereby the intactness of the passive film on the
surface of the stainless steel tank is found to have deteriorated. Meanwhile, tanks are regularly checked
for an intact passive chromium oxide film.
Stainless steel can corrode in service if there is contamination of the surface. Both pickling and
passivation are chemical treatments applied to the surface of stainless steel to remove contaminants and
assist the formation of a continuous chromiumoxide, passive film.

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Pickling and passivation are both acid treatments and neither will remove grease or oil. If the steel is
dirty, it may be necessary to use a detergent or alkaline clean before pickling or passivation.
Pickling
Pickling is the removal of any high temperature scale and any adjacent low chromium layer of metal from
the surface of stainless steel by chemical means. Where the steel has been heated by welding, heat
treatments or other means, to the point where a coloured oxide layer can be seen, there is a chromium
depleted layer on the surface of the steel underneath the oxide layer. The lower chromium content gives
lower corrosion resistance. To restore the best corrosion resistant performance, the damaged metal layer
must be removed, exposing a fully alloyed stainless steel surface. Mechanical removal may leave
abrasive or other particles embedded (interfering with corrosion performance) or may be impractical, so
chemical means are usually employed.
Pickling is done to remove iron and oxide impurities, here there is a loss of metal and the protective film.
Onboard, pickling paste/solution is used to carry out pickling of Stainless Steel Tanks. Procedures
incorporating pickling paste/solution of nitric (HNO3) and hydrofluoric (HF) acids remove the scale and
the underlying chromium depleted layer and restore the corrosion resistance. Pickling paste/solution also
remove contaminants such as ferrous and ferric oxide particles. Pickling paste/solution other than
mixtures of nitric and hydrofluoric acids exist and can be used for specialized applications. Pickling
involves metal removal and a change or dulling in the visual brightness of the metal.
General Procedure for pickling (please make sure to follow instructions from manufacturer and
superintendent)
1. Make sure the tank is thoroughly degreased and no organic content is present (this reacts with
the acid). In case of doubt, make a quick wash with a 0.5% detergent in fresh water for 2 cycles.
You can use this solution for all tanks (assuming tanks just need light degreasing).
2. Make a 2m3 wash solution that consists of 1 m3 of Pickling liquid and 1 m3 of freshwater for two
tanks. Circulate this solution for 4 hours (suggest the final heavily discolored tank to increase to 6
hours) then transferring solution to the next two tanks to continue pickling.
3. Please make sure that after the pickling process, that the tanks are thoroughly washed with
demineralized water to remove acid residues. If at this stage the tanks are washed with high
chloride content water, then chances for corrosion of the SS is very likely as the SS is at this
stage very active. 2-3 cycles should be sufficient.
Passivation
Passivation is the process of maintaining and re-building the chromium oxide layer that actually offers the
resistance to corrosion. This process is usually carried out after the carriage of corrosive cargoes such as
Sulphuric Acid, Phosphoric acid etc., but also as part of maintenance of stainless steel cargo tanks.
Essentially it is the chemical treatment of Stainless Steel with a mild oxidant, such as a nitric acid
solution, for the purpose of enhancing the spontaneous formation of the protective passive film.
Stainless steel cargo tanks on chemical tankers should be checked regularly for an intact passive film.
This can be done with the Palladium Chloride Test or using passivation tester
Passivation will also aid in the rapid development of the passive oxide film on the steel's surface.
Passivation does not usually result in a marked change in appearance of the steel surface

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Procedure for Passivation:
(i) Prior passivation the cargo tanks have to be cleaned thoroughly and removed of all impurities;
essentially brought to or close to wall wash standard and lowest possible level of chlorides. The presence
of chlorides will enhance the corrosion of the stainless steel.
(ii) The equipment required for Passivation,

(a) Acid resistant tank cleaning hoses (usually stainless steel braided hoses)
(b) Nitric Acid
(c) Acid resistant transfer hoses (drum to tank) and Graco pump
(iii) Although there are many variations of passivating solutions, the overwhelming choice is still the
nitric-acid-based solutions. The usual product that is supplied on board (nitric acid) is at 60%
concentration. This has to be mixed with good quality on board produced De-ionized water (thru DI filter,
supplied directly from engine room fresh water generator). Remember always add acid to the water and
never water to acid!
(iii) Circulate a solution of 50% Passivation Liquid in freshwater (in practice here 1000 ltr passivation
Liquid and 1000 ltr freshwater) in parallel in two tank for 2 hours then transfer to the next two tanks.
Keep using the solution for the next tanks, checking pH (if the doesn’t increase) on the way and spiking
where needed (add a drum if pH of the solution creeks up).
(iv) After passivation, make sure to rinse the tank thoroughly with demineralized water for 2 cycles.
First start this solution in the least effected tanks, proceeding transferring this solution to the next tanks
and finally arriving to the most effected/ discolored tank. After pickling the first few tanks, check the pH of
the solution (pH is the indicator of the saturation level of the solution with iron). If the pH is creeping up
(ideally to be between 1-2) add 100 ltrs to the solution to bring it back and continue circulating the
solution.
(x) Following guidelines when using Palladium Chloride Test.
(a) Select an area and use a dropper to apply the palladium chloride. Let it dry and the area should
not change colour.
- If the colour of the area becomes black, the Stainless Steel is still active and passivation has to
done again.
- When the passivation is done well the area will not change color or be no more than light grey.
- After the test clean up the area with palladium chloride using fresh water as palladium chloride
is also a corrosive substance
Safety Precautions
(i) Pickling and passivation use strong acids, and normal precautions for safety should be followed.
Consult Materials Safety Data Sheets and product packaging for detailed advice. Stainless pickling
acids are highly corrosive to carbon steel.
(ii) Passivation should only be performed with all safeguards against potential hazards associated with
the chemicals used. Safety practices must be fully understood when handling passivation chemicals. A
good, safe working environment requires the observance of certain rules:
(A) The handling of pickling and passivation chemicals should be limited to persons with a fundamental
knowledge of the health hazards associated with such chemicals.
(B) Eating, smoking and drinking should be forbidden in the pickling area.

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(C) Crew handling pickling and passivation chemicals should wash their hands and faces before eating
and after finishing work.
(D) An acid-resistant material such as polyethylene (PE), polypropylene (PP) or polyvinyl chloride
(PVC) plastic should protect all parts of the skin that are exposed to splashing. This means that crew
handling pickling chemicals
(Including during rinsing) should wear an acid resistant chemical suit or apron, facemask, rubber gloves
and rubber boots.
(E) The pickling area should be ventilated.
(F) Nitric acid to be ordered just before the planned passivation and avoid too long time storage on
board, as past experience shown plastic drums exposed to sun too long will result in leakages and
consequent main deck corrosion.
(G) It is essential that all acids are thoroughly removed by rinsing the component after completing the
process. Residual hydrofluoric acid will initiate pitting corrosion.
Passivation by Citric Acid
The Citric Acid is not a cleaning medium so that all tanks must be cleaned to water white standard
including fresh water rinsed before the passivation. Heating coils have to be flushed by fresh water,
blown and blanked off.
For passivation use a 5% weight percent citric acid solution (250 kilos of Citric Acid for 5000ltrs of fresh
water). Heat solution to 25 – 30 degC° (but in no cases the temperature of solution can drop leas 21
degC).
Recirculate the solution through butterworth machines for min 45 -60 min to make sure that all tank
surfaces are covered.
Tanks should thoroughly rinsed with FW immediately after completion of passivation using the same
butterworth machines as for recirculation.
Measure the pH level of the discharge water every 15 minutes. When the pH reaches level 5/6 -
continue for 10 minutes more and stop fresh water rinse.
During passivation of group tanks and to safe fresh water consumption, the recirculation method can be
used based that pH level will be measured frequently when will be out of level 6/7 - fresh water to be
renewed.
The worst scenario, sea water may be used followed by good FW rinsing. Measure the pH level of the
discharge water every 15 minutes. When the pH reaches level (5-6) switch to FW and continue for 10 –
15 minutes before stop of FW rinsing.
The same solution may be used in 3-4 tanks. Additional Citric Acid may be required after each transfer
to keep pH of solution not more than 2.
Drain the tank completely and ventilate the tank.
When used in recommended solution strength, it can be disposed in compliance with IMO / MARPOL
regulations.
This method is more safety and cheaper than using Nitric Acid and doesn’t require special equipment.

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At the same time this method has to be used more often than passivation by Nitric Acid.
Treatment by Metal Bright HD
A) Prepare a solution in the tank using fresh water (5 – 10 % concentrations);

B) Heat solution to 65°C - 70°C;
C) Circulate the solution through butterworth machines for 1,5 -2 hours. Apply some steam for heating
coils to keep temperature of solution on the same level;
D) Butterworth by hot (85 deg C) sea water for 2 hours;
E) Rinsed with fresh water and dried.
Using of the Rust remover instead of Metal Bright HD doesn’t give the same result due to different
ingredients composition.
This method is more safety and cheaper than using Pickling solution and doesn’t require special
equipment. When used in recommended solution strength, it can be disposed in compliance with IMO /
MARPOL regulations.
6.9.22.12 Cleaning Coated Tanks

Guidelines issued by the coating manufacturer must be consulted prior to any cleaning as the
coating may require time to cure after discharge and prior to adding any water to the tank.
When tank cleaning coated tanks the temperature of the washing water must not exceed the paint
manufacturer’s guidelines as damage to the coatings may result.
The P&A Manual must always be consulted in respect of this.
6.9.22.17 Arrangements for Disposal of Tank Washing and Slops
During normal operations of a chemical carrier, the main need to dispose of chemical residues, slops or
water contaminated with cargo will arise during or immediately after tank cleaning. Final disposal of
slops or wash water should be in accordance with the ship’s P&A Manual. Tank washings and slops
may be retained on board in a slop tank, or discharged ashore or into barges.
6.9.22.18 Mandatory Pre-Wash Water for Marpol Annex II Cargoes

Following discharge of Category X substances or highly viscous or solidifying Category 'Y’ substances
the tanks previously containing this cargo should be prewashed before the vessel leaves port in
accordance with the P&A Manual. A receipt for the disposed slops must be received and appropriate
entries must be made in the cargo record book.
Mandatory pre-wash procedures should be conducted strictly in accordance with ship’s P&A Manual
and the resulting contaminated wash water should always be discharged to reception facility. The
intention of MARPOL is that this should happen immediately following the cargo discharge operations,
and in the same port. However, occasions do arise when adequate shore reception facilities for the
washing are not provided and the ship must retain the washings on board until arrival at another port.
Marpol addresses this matter, and the P&A Manual will provide guidance on the correct procedures for
a particular ship. During such a voyage, the slops and tank washing should be given same safety and
environmental care as the original cargo.
If there is any doubt or ambiguity as to the Pollution Category of the cargo, the Company must
be contacted immediately before any operations commence for guidance and further instructions.

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6.9.22.19 Dirty Ballast
Dirty ballast, caused by ballasting into a cargo tank before the tank is cleaned, should be treated as
slops and must be disposed of in accordance with Marpol 73/78 requirements and the ship’s P&A
Manual.
6.9.22.20 Safety Precautions during Discharge of Cargo Slops into the Sea (Marpol Annex II
cargoes only)
When discharge overboard is permitted, it should only be undertaken when;

 The ship is at sea and proceeding en route at a speed of at least 7 knots and
 The discharge is made below the waterline through the underwater discharge outlet not
exceeding the maximum rate for which the underwater discharge outlet is designed and
 At least 12 miles off-shore from the nearest land and in a depth of water not less than 25
meters.
See Marpol Annex II, Chapter I, for en route, nearest land and depth of water definitions.
Antarctic Area: The sea area south of latitude 600 S. In the Antarctic area any discharge into the sea
of noxious liquid substance (Marpol Annex II) or mixtures containing such substances is prohibited.
Discharge of chemical residues should normally be below the waterline through an underwater
discharge outlet on the side of the ship away from essential water inlet valves. Discharge rate of wash
water can be restricted due to diameter of underwater discharge outlet and therefore the ship’s P&A
Manual should be consulted for rate. In the interests of safety, this procedure should be adopted even
when it is not a mandatory requirement.
The company requires that all operations with Annex II cargoes, dirty ballast and slops on board the
vessel are made in accordance with the appropriate legislation. Each stage of such operations to be
properly recorded in Cargo Record Book as required by MARPOL 73/78 amended.
6.9.22.21 Opening Up of Cargo Lines and Handling Equipment
Cargo pipelines, manifold crossovers, vent lines etc. should be cleared of cargo residues, and should be
cleaned and gas freed at the same time as the cleaning and gas freeing of the cargo tank.
It should always be suspected, even after spaces have been cleaned and made gas free, that some
cargo liquid or vapour or both will be released whenever pumps, cargo lines valves, heating coil, etc. are
opened up. Re-cleaning and further gas freeing may be required. Precautions should be taken against
the effect of such release.
If it becomes necessary to open up cargo lines and handling equipment on deck or in a cargo tank or a
cargo pump room, the following precautions should be taken:
 The task should be assessed and approved by responsible officer and a work permit issued
before starting any work.
 After gas freeing the space, the equipment and associated pipeline should be isolated as far as
possible and further ventilated.
 After ventilation is considered to be complete, the atmosphere should be tested to confirm that
its flammability as a percentage of LFL and its toxicity relative to TLV, are within safe limits.
 When opening up, air measurements for flammable and toxic vapours should be made in the
vicinity of the working area.
 Fire fighting equipment should be ready for immediate use.

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6.9.23 Tank Cleaning and Gas Freeing Oil Part (Marpol Annex I)
Please refer to section 5.7 of Oil tanker instructions manual.
6.9.23.7.4
6.9.23.8 Retention of Oil Onboard
The company requires that all operations with oils cargo, dirty ballast and slops on board the vessel are
made in accordance with the appropriate legislation. Each stage of such operations to be properly
recorded in Oil Record Book (Part 2) as required by MARPOL 73/78 amended.
A detailed receipt of certificate is to be obtained for all slop or dirty ballast discharges and kept in the Oil
Record Book (Part 2).
The quantity of oil remaining on board at completion of discharge is to be minimised by thoroughly

draining and stripping all tanks, pipelines and pumps and discharging the oil ashore.
Tankers cleaning cargo tanks with water are required to discharge this wash water directly to reception
facility, if available, otherwise it is to be retained on board and segregated from the new cargo. Master
must ascertain at an early stage in the voyage whether this facility exists at load or discharging port. If it
is established that it does not exist, the tank washing must only be discharged where it is possible to
carry this out strictly in accordance with MARPOL 73/78 requirements.
At least 1 mtr. sounding of water should be left at the bottom of the tank at the end of the discharge.
6.9.23.9 ODME Operation
All Company vessels are fitted with an approved oil discharge monitoring and control (ODME) system
as required by Annex I of the updated edition of MARPOL. The ODME shall be operational whenever
there is any discharge of effluent into the sea as per the Annex I requirements in order that any
discharge of oily mixture is stopped when the instantaneous rate of discharge of oil exceeds the
permitted maximum.
The ODM shall be kept in good working order at all times. Operating procedures will vary from one
make to another and the relevant Operating Manual should be readily available on board and be strictly
observed. The equipment shall be used to monitor the discharge of clean ballast, dirty ballast and slop
tank decanting. The equipment is designed to provide a continuous record of the discharge. This
record must be identifiable as to time and date and shall be kept aboard for at least 3 years. Any failure
of the equipment shall result in the immediate suspension of discharge operations and a note made in
the Oil Record Book. Alternative manual procedures may allow the discharge to resume if the ODM
cannot be immediately repaired but the defective unit must be made operable before the ship
commences its next voyage unless arrangements have been made for repairs to be effected at the next
port.
The ODME is to be operated only when the overboard discharge effluent is clearly visible and a
regular check is to be kept on the effluent and the surface of the water in the locality of the
discharge.
It is Company policy that in the event of ODME failure during a voyage, the manually operated
alternative is NOT an option unless express permission has been granted by the office. If the ODME
fails during a voyage, the following procedures shall apply:-

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1. Effluent discharge will be stopped immediately, and the time and date entered in the Oil Record Book;
2. Manufacturers fault finding procedures shall be initiated;
3. The office shall be notified by e-mail or other available means together with the results of the fault
finding sequence.
4. The Master will formally request the Company for permission to use the vessel’s manually operated
alternative, provided it is operationally essential to do so;
5. If permission is granted to continue operations under the manually operated alternative, the
appropriate procedure outlined below is to be followed in conjunction with any information or instructions
contained in the vessel’s operational manual:-
 Oil content meter or sampling system: visual observation of the surface water adjacent to the
effluent discharge;
 Flow meter: pump discharge characteristics;
 Ship’s speed: main engine RPM;
 Processor: manual calculation and recording;
 Overboard discharge control: manual operation of pumps and valves.
It is imperative that the appropriate entries are made in the Oil Record Book relating to the time and
date of failure, together with the reasons for failure. In addition, the time and date when the system
becomes operational must be recorded. Records shall be retained on board for at least three years.
A photocopy of each page of the Oil Record Book relating to ODME operational failure shall be
sent to the Company.
The MARPOL 73/78 regulations require a defective unit to be made operable as soon as possible. A
tanker with a defective ODME will normally only be permitted to undertake one ballast voyage before
proceeding to a repair port.
6.9.23.9.1 ODM Tests
ODME to be tested on monthly basis as per manufacturers guidelines.

General tests include Calibrations, Back flush and simulation of the Auto valve. Test all audible and
visual alarms. All associated pipelines and valves of the system including Oil content meter and
pneumatic valves.
Ensure there is sufficient supply of consumable for the recording device. The test should be recorded in
Oil record book part 2 under section “O”.
Even when utilizing an oil discharge monitoring and control system, the ballast outlet (or part flow
system where fitted) should be watched, particularly when draining a tank bottom, as this is the most
likely time for oil to be picked up. If this happens discharge must be stopped immediately and the
remaining contents of the tanks should be stripped to the slop tank.
6.9.24 Special Tank Cleaning Methods
6.9.24.1 Sea Water Cleaning
Seawater is the most common method used for all tank cleaning. For successful cleaning when using
sea water, certain criteria must be satisfied:
Seawater purity requirement:

- When the ship's washing water intake is close to the sea bed (in ports or rivers) sample should be
taken at intervals to examine the seawater purity. If the sample is found to be contaminated by

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mud, sand or other sea bed impurities which may affect the tank cleaning, the washing may have to
be postponed. Washing water temperature should be closely maintained and monitored taking into
account:
- Type of tank coating (organic, inorganic coating and stainless steel).
- Adjacent tank surface temperature.
a- Correct pressure to obtain maximum performance of the cleaning machines

must be used therefore manufacturers’ manual, in respect to both portable and
fixed tank cleaning machines, must be consulted to ensure correct pressure is
used.
b- To determine the time needed to clean a tank, the following criteria must be
evaluated:
1- Last cargo characteristic
2- Type of tank lining (organic, inorganic coating and stainless steel)
3- Adjacent tank surface temperature.
Based on the above criteria, the tank cleaning time can be established by the number of machine
(portable or fixed) cycle time, for which you should refer to manufacturer’s manual.
6.9.24.2 Cold Wash HD
Cold wash HD is solvent based oil and grease remover which is used for stubborn lube additive and
other petroleum based products. The product should not be allowed to dry on tank surfaces.
Application Method:
1. Re-circulation
Make a 10% solution (use fresh water) in the tank. At commencement of re-circulation via tank
washing machines, apply heat via the tank heating system. When the chosen temperature (20-50
degrees centigrade) has been reached, the re-circulation should continue for two machine cycles (per
drop for portable machines). Rinse off with warm seawater for 3 washing machine cycles (per drop for
portable machines). The temperature can be increased to hot at the end of the rinsing. If detergent is
still present at the end of discharge line, the rinsing should be extended.
2. Injection
Inject product into the main tank washing line for one washing machine cycle (per drop fo portable
machines). The washing water should be at a temperature of 50-70 degrees centigrade. Rinse off with
hot seawater for 3 washing cycles (per drop for portable machines). If detergent is still present at the
end of discharge line, the rinsing should be extended. Coating suitability should be confirmed prior
injection of any detergent since suitability may vary between zinc, epoxy and phenolic coatings. For
product information and personnel safety, refer to the product MSDS.
6.9.24.3 Alkeen Liquid
This product is a mild alkaline detergent. This blend exhibits a PH value of 9 and is, therefore, safe to
use on organic and inorganic coatings. This product is been especially formulated for the cleaning
of animal and vegetable oils, care should be taken as this product should not be allowed to dry on
tank surfaces.

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Application Method:
1. Re-circulation
Make a 5% solution (use fresh water) in the tank. At commencement of re-circulation via the tank
washing machines apply heat via the tank heating system. When the chosen temperature (50-70
degrees centigrade) has been reached, the re-circulation should continue for two machine cycles (per
drop for portable machines). Rinse off warm seawater for 3 washing machine cycles (per drop for
portable machines). The temperature can be increased to hot at the end of the rinsing. If detergent is
still present at the end of discharge line, the rinsing should be extended.
2. Injection
Inject Alkeen into the main tank washing line for one washing machine cycle (per drop for portable
machines). The washing water should be at a temperature of 50-70 degrees centigrade. Rinsing off
with hot seawater for 3 washing machine cycles (per drop portable machines). If detergent is still
present at the end of discharge line, the rinsing should be extended. The product is safe for use with
zinc, phenolic and epoxy coatings. Do not allow to stand for more than 2 hours.
6.9.24.4 Phosphoric Acid Metal Cleaner
Phosphoric Acid Metal Cleaner is a strong Phosphoric Acid solution. This product must be diluted prior
to being used. Its primary use is to cosmetically upgrade organic coatings. The tank must be
thoroughly cleaned prior to using the application methods (re-circulation). The product solution is
also used for cleaning after Acid Oils. Do not use this product solution on inorganic (zinc) coating.
Always add acid to water - never water to acid.
Application Method:
1. Re-circulation
Prepare a 2% solution in the tank (use fresh water). Recirculate the solution through the tank
washing machines for two washing machine cycles (per drop for portable machines). Rinse off with
fresh water for 1 machine cycle (per drop for portable machines). Check the PH at the end of
washing and continue the rinsing if necessary.
2. Repeated re-circulation
After the primary washing forms Acid Oil (stainless steel tanks only), prepare a 2-5% solution in the
tank (use fresh water). Start the re circulation through the tank washing machines and apply heat via
the tank heating system. When the chosen temperature (50°C) has been reached, the re circulation
should continue for two-machine cycle (per drop for portable machines). Rinse off with hot sea water
for 2 washing machine cycles (per drop for portable machines). Do not use on zinc coatings. The acid
mixture might soften phenolic/epoxy coatings.
6.9.24.5 Water Based Neutral HCF
Product HCF is light hydrocarbon remover. The HCF is utilized for removing trace of
Hydrocarbons when preparing tanks to a hydrocarbon free wall wash specification. The product should
not be allowed to dry on tank surfaces.
Application Method

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1. Re-circulation
Make a 10% solution (use fresh water) in the tank. At commencement of re circulation via the tank
washing machines, apply heat via the tank heating system. When temperature has reached 50°C, the
re circulation should continue for one machine cycle (per drop for portable machines). Rinse off with
warm water for one washing cycle (per drop for portable machines). If insufficient fresh water, the
tank can be rinsed with warm seawater. HCF is safe for use on zinc, epoxy and phenolic coatings.
6.9.24.6 Liquid Alkaline Cleaner (LAC)
The LAC is very strong alkaline-based product and can be used to remove baked-on drying oils.
The LAC can also be used for cleaning after animal and vegetable oils, fish oils, tall oil, tung oil, etc.
The product must not be applied on warm bulkheads or allowed to dry. LAC can also be made up on
board from caustic liquid or flakes. When making up LAC on board, the solution must be thoroughly
mixed and used shortly after the mixing. The product should not be allowed to dry on tank surfaces.
Application Method
1. Re-circulation
Prepare a 2% LAC solution in the tank (use fresh water). Start the re circulation through the tank
washing machines and apply heat via the tank heating system. When the temperature has reached
50°C, maintain the temperature throughout the washing and re circulate for two machine cycles (per
drop portable machines). Rinse off with warm/hot seawater for 3 machine cycles (per drop for
portable machines). If detergent is still present at the end of discharge line, the rinsing should be
extended. Do not use on zinc coatings. Safe for use on epoxy/phenolic coatings but should not stand
for more than 30 minutes.
6.9.24.7 Recirculation with Bleach Solution
Bleach is also known as Chlorox and Dixichlor. The chemical name is Sodium Hypochloride solution
(11-13%) which is a strong oxidizer. The name "Bleach" is used throughout this procedure.
Certain precautions should be observed since this product is very aggressive, in particular to
stainless steel.
The aggressiveness increases with raised temperatures. It can be more aggressive to stainless steel
than seawater. Any bleach solution must not be allowed to dry on air tank lining or stored in cargo
tanks as cleaning solution or slop. Bleach solution should mainly be used in coated tanks and when
diluted to maximum 1% strength. Diluted bleach is used for following purposes:
- Removal of odour, if present after the normal tank cleaning (odour may be present after "not or
partially water soluble").
- Removal of colour, if present after the normal tank cleaning (colour being present after the last
cargoes haling strong colors, which is also the case after dyed gasoline).
- Improving the Permanganate time test (PTT), if low after the normal tank cleaning (low PTT is often
the result of a reducer remaining on the tank surface which originates from an inhibitor or the cargo
itself. The bleach is known to be the contrary to a reducer, which is an oxidation agent.)
Application Method
1. Re-circulation

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A diluted bleach of maximum 1 percent strength should be re circulated at a temperature of 50 degrees

Celsius. The temperature is important for the purposes of "opening the coating", but the temperature
must not be exceeded due to the solution's aggressiveness. The method of re circulation is to be
used because it will reach all tank surfaces. Hand spraying is not allowed. For product information
and personnel safety, refer to the product MSDS supplied with containers (drums). For additional
information refer to Sodium Hypochlorite solution.
Procedure:
- Prepare the tank for re circulation.

- After any seawater washing, ensure to thoroughly rinse the tank with fresh water before preparing
the bleach solution.
- Add minimum 10-13 drums (depending on the bleach concentration in the drums) of fresh water to
the tank (fresh water first). Add 1 drum of bleach into the tank (drop line). Secure the tank and start
the re circulation immediately.
- Apply the tank heating system and bring the temperature up to maximum 50°C (monitor tank
temperature from remote readings). From the moment the temperature is reached, continue re
circulation for 1 to 2 machine cycles depending on the cleaning problem. (For portable machines,
use 1 to 2 cycles on each drop).
- On completion, close the tank heating system.
- If a second tank needs the same cleaning method, it should be prepared for recirculation prior to
transferring the used bleach solution. (The same bleach solution may be used in 2 tanks prior to
disposing it). Immediately after the re circulation, rinse the tank with warm seawater (55°C) for at
least 3 machine cycles (per drop for portable machines).
- At the end of rinsing, take a sample from the discharging line and inspect it for trace of remaining
bleach (odour, foam PH-value above 7, etc.). If the bleach solution is still present, the rinsing
should continue until same is removed. On completion of rinsing with seawater, continue rinsing
with fresh water to remove the salt/chlorides. (If bleach is present on coating, this will affect a
chloride test).
Warning:
If bleach solution is not washed off immediately after recirculation or if is stored in cargo tanks, in
particular stainless steel tanks, corrosion can be expected very soon.
6.9.24.7 Acrylic Monomer Neutraliser/Deodoriser - Guidelines Used To Clean From Acrylates
This product is especially formulated to neutralize and deodorize acrylic monomers, by

reducing/removing acrylate odour. For product information and personnel safety, refer to the
product MSDS. One liter of Product X will neutralize one liter of acrylate. To use this method the tank
must have been inerted during discharging and equipped with fixed tank cleaning machines. (For
inerting refer to the IG Manual).
Application Method
1. Re-circulation
- Add approximately 3000 liters of warm fresh water (40-50°C) into the tank
- Add sufficient Product X to neutralize the entire acrylic residue remaining in the tank.
- Maintain and monitor the oxygen content < 8% throughout the entire
re-circulation operation.

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- Recirculate the tank for approximately 3 to 4 hours.

- The same water may be used for other acrylate tanks but new Product X must be added for each
tank. After neutralizing, the tank must be cleaned as normal.
- This product is safe for use on zinc, epoxy and phenolic coatings.
Acrylic Monomer Neutraliser/Deodoriser - Guidelines used to improve wall wash results
This product is especially formulated to neutralize and deodorize acrylic monomers. In this
application method, Product X is used to reduce trace of hydrocarbons, improve permanganate time
and remove odor in wall wash when preparing tanks for wall wash specifications. For product
information and personnel safety, always refer to the product data sheets. The product is safe for use
on zinc, epoxy and phenolic coatings.
Application Method:
1. Re-circulation
- Make a 5% solution (use fresh water) in the tank.

- At commencement of re circulation via the tank washing machines, apply heat via the tank heating
system.
- When the temperature has reached 50°C, maintain the temperature throughout the washing and re
circulate one machine cycle (per drop for portable machines).
- Rinsing off with warm fresh water for one washing machine cycle (per drop for portable machines).
If insufficient fresh water, the tank can be rinsed with warm/hot sea water.
2. Guidance When Preparing the Tank for an Ultra Violet (UV) Spectrum Test
The cargoes covered by the chemical families of aromatics and chlorinated hydrocarbons affect this
test. UV testing cannot accurately be carried out on board and the ship should select cleaning
methods that basically dilute and remove aromatics and chlorinated hydrocarbons.
Aromatics and chlorinated hydrocarbons may be used as tank cleaning agents due to their ability of
diluting heavier aromatics or hydrocarbons. Occasionally, the wall wash may be tested for both UV
and Non-Volatile Matter (NVM). It often happens acceptance or failure of a cargo tank to be based on
more than one test method, besides the visual tank inspection.
If the ship is at sea when preparing tanks for UV testing, it should be kept in mind that the cleaning
agent may affect the UV test.
To assist in selection of next cleaning procedure(s), when a tank is rejected, request the cargo tank
surveyor to advise if it was "close” or far off.
3. Guidance When Preparing the Tank for a Nonvolatile Matter Test (NVM)
NVM testing cannot be accurately carried out on board and the ship should select cleaning methods
that basically dilute and remove vegetable oils and fats. Basically, this test is carried out to determine
the weight of residue (MG/100 ML- PPMs) left on the tank surface.
The NVM detected usually originates from the previous cargo, but it can contain other elements such
as rust, dust, and tank cleaning product that was not properly rinsed off during tank washing. If the ship
is in port when preparing tanks for NVM testing, pre-inspection should be arranged for. It is advisable
to carry out spot testing in the tank using a spray bottle containing a strong solvent such as
Acetone or Hexane. Shortly after spraying small areas, the bulkhead will dry and give you an

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indication. When the area sprayed becomes surrounded by a visible oily boundary ("burn marks"), the
tank lining contains residue from the previous cargo. When this indication is seen, it will also be
detected by a laboratory NVM testing. It is difficult to give an exact comparison of the results from the
spot testing versus proper laboratory testing. The following can be used as an indication:
- Spot testing that is not leaving any "burn marks" on the bulkhead will indicate a low PPM of NVM.
- Clear oily "burn marks" will indicate a high a PPM of NVM.
To assist in selection of next cleaning procedure(s), when a tank is rejected, the cargo tank
surveyor should be requested to advise the actual PPMs.

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6.10 SHIP TO SHIP TRANSFER
6.10.1 General Principles
The STS transfer of oil / chemical cargoes is becoming common practice. Experience gained from these regular
operations has proven that STS transfers are safe, given compliance with proper procedures, suitable weather and
sea conditions. This procedure is intended to familiarize Masters and ship operators with the general principles
involved. In certain port areas it will be found that local regulations apply. These local regulations should be
followed and where appropriate the recommendations made in this procedure can be used as additional advice.
The basic safety requirements for a transfer operation are similar to those for a normal cargo operation as
contained in the latest edition of ISGOTT.
6.10.2 Establish Person in Overall Charge of the STS Operation
The overall control of an STS operation should be vested in the hands of one individual and will be either one of
the Masters concerned, or an STS Superintendent.
If both Masters are unfamiliar with, or inexperienced in STS transfer operations then an STS superintendent to be
employed to assist ship’s masters in mooring and unmooring of the ships, and to co-ordinate and supervise the
entire ship-to-ship operation. There are specialized STS agencies providing such services on an international
basis.
Master of the ship supposed to be involved in STS transfer operation has to inform immediately the company in
order to arrange necessary assistance.
For all STS transfer operation Master remain responsible for the safety of his owned ship, its crew, cargo and
equipment and should not permit safety to be prejudiced by the actions of others. If another ship fails to observe
any of the safety requirements during the STS transfer operation, this should be brought to the attention of the
Master of the ship and operation should be suspended until the situation is rectified.
All vessels engaged in STS operations as a minimum must have Master, Chief Officer, 2 nd Officer & 3rd Officer on
board. If the Master foresees violation of rest hours, request for an additional officer must be made in ample time
to the office to connect the additional officer on board.
6.10.3 Compatibility of Design of Ships Involved
Master of the ship involved in STS transfer operation should ensure that the ships to be used are compatible in
design and equipment and that mooring operation, hose handling and communications can be conducted safely
and efficiently. The initial information will be supplied to the organizers by the Master as per Company check List
CT-VO-21, CT-VO-22 and CT-VO-23 (Last edition of ICS / OCIMF SHIP TO SHIP TRANSFER GUIDE FOR
PETROLEUM, CHEMICALS AND LIQUEFIED GASES).
Additionally to the above mentioned Check List, the following should be determined prior to mooring:
1. Whether approval from local authorities have been received

2. The size and number of manifolds to be used
3. Whether the cargo cranes or derricks are in satisfactory condition
4. Whose hoses will be in use and last pressure test of the hoses
5. Which ship (mother-ship or daughter-ship) has Yokohama fenders
6.10.4 Communications
Good communication between the ships is an essential requirement for successful transfer operations. A common
language for communication should be agreed before operations commence. If a serious language problem be

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detected, then action should be taken to resolve this by transferring an experienced person from one ship to the
other before operations begin.
The ships should establish initial communication as early as practicable to plan operations and to confirm the
transfer area.
As the ships come into the transfer area, contact should be established on the appropriate VHF channel at the
earliest opportunity, thereafter switching to a mutually agreed working channel. Approach, mooring and unmooring
should not be attempted until proper effective communication has been confirmed between two ships. At this time,
in accordance with the information exchanged, Relevant QA Form should be suitably completed.
If communication breakdown occurs during an approach maneuver, if appropriate and safe, the maneuver should
be aborted and the subsequent actions taken by each ship should be indicated by the appropriate sound signals
as prescribed in the IRPCS (COLREG).
During cargo transfer operation, essential personnel on both ships should have a reliable, common means of
communication at all times, including a backup system. Spare radios and batteries to be available on board.
The emergency signal should be agreed between both ships and this should be a series of short and rapid blasts
on the ship whistle. It should be sounded by either ship in an emergency or in case of communication breakdown
during cargo operations.
In general, operations should not be resumed until satisfactory communications have been re-established.
6.10.5 Lights and Shapes
The lights and shapes to be shown, and the sound signal made, during STS transfer operations required by the
International Regulations for Preventing Collisions at Sea.
6.10.6 Daylight / Visibility Restrictions
STS approach and run-in shall be conducted only in daylight hours and is not permitted during conditions of
restricted visibility.
Un-mooring / cast off is permitted during hours of darkness.
In case an approach / mooring is requested during hours of darkness, office must be informed and a non-routine
Risk Assessment submitted to Operations department for approval.
6.10.7 Manoeuvring Alongside With Two Ships under Power
One ship, normally the lager, maintains steerageway at slow speed on a constant heading. Normally the maneuver
should be made with the wind and sea ahead, however local conditions and knowledge may dictate an alternative
heading. It is recommended that the maneuvering ship approaches and berths with her port side to the starboard
side of the constant heading ship. The Master should always be prepared to abort a berthing operation if
necessary. The decision should be taken in ample time while the situation is still under control.
A common method of berthing is for the maneuvering ship to approach the constant heading ship from the quarter
on the side of berthing. On closer approach she should parallel the course of the constant heading ship, about 50
to100 meters off. The maneuvering ship should then position herself relative to the constant heading ship. Contact
is made by the maneuvering ship reducing the distance by appropriate rudder and engine movements until fenders
touch.
The two ships should preferably make parallel contact at the same speed with no astern engine movements being
necessary.
The effects of ship interaction should be anticipated when maneuvering at close quarters.

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On completion of mooring, the constant heading ship will power all future maneuvers and, if a transfer at anchor is
planned, will proceed to the agreed anchoring position. During this time the former maneuvering ship will have its
engines stopped and rudder amidships. For this period the constant heading ship should not use strong astern
engine movements.
Depends upon ships size and weather condition it should be decided whether only constant heading ship will
anchor or both ship. The constant heading ship should use the anchor on the side opposite that on which the other
ship is moored.
Once at anchor, each ship is responsible for keeping its own anchor watch.
6.10.8 Maneuvering With One Ship at Anchor
This maneuver can be preferred for more constrained transfer area, especially when tug assistance is available.
A berthing operation should only be carried out after the anchoring ship is brought-up to her anchor and is lying on
a steady heading with reference to prevailing current and wind conditions.
A careful watch should be kept on the heading of the anchored ship and the maneuvering ship should be advised
immediately by the anchored ship if she has any tendency to yaw. Where there is a tendency to yaw is
excessively, a tug should be employed to hold the anchored ship on a steady heading. If no tug is available,
postponement of the operation should be considered.
The maneuvering ship approach and berth with her port side to the starboard side of the other ship. When
approaching the ship at anchor the wider angle of approach than that adopted for maneuvers underway is
recommended. A wider angle of approach helps to avoid early ship to ship contact in cases where the anchored
ship might yaw unexpectedly.
When mooring to an anchored vessel care should be taken not to pull the anchored vessel quickly towards the
mooring vessel.
6.10.9 Hose Handling and Cargo Transfer Operations
When two ships are securely moored the pre-transfer the relevant Ship to Ship Transfer Check List to be
completed as well CT VO 24.
Cargo transfer operations should be carried with the requirements of the receiving ship.
The cargo transfer operation should be planned and agreed in written between the two vessels and should include
information on the following where applicable:
 quantity of each grade of cargo

 sequence of grade
 cargo density and temperature
 number of pumps, maximum pressure
 cargo heating requirements
 initial, maximum and topping off rate
 notice of rate change and transfer shut down procedures
 emergency and spill containment procedures
 watch or shift arrangements
 critical stage of the operation
The agreed transfer rate should not exceed the manufacturers recommended flow rate for the cargo hoses.

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Throughout cargo transfer operations, the both ships should station a responsible person at the cargo manifold
area to observe the hoses and to check for leaks. A responsible person equipped with portable radio should be
stationed at or near the cargo pump controls on the discharging ship to take action as required.
Cargo transfer should begin at agreed slow rate to enable the receiving ship to check that the cargo pipelines
system is correct set.
It should be noted that the incorrect operations of pumps and valves can produce pressure surges in a pipeline
system. Consideration should be given to the prevention of pressure surges by careful planning and control of
pump speeds and the operation of valves.
During cargo transfer, appropriate ballast operations should be performed in order to minimize change in
freeboard, and avoid excessive trim by the stern.
Throughout the transfer, regular hourly transfer rate checks and comparisons should be made between the two
vessels, and the results logged.
The transfer rate should be reduced to an agreed topping off rate when the receiving ship’s tanks are reaching
their feeling limit.
After completion of cargo transfer the following operations should be carried out:
 All hoses drained into one ship prior to disconnecting

 Hoses disconnected, taking precautions to ensure that no liquid is left in the cargo transfer system
 Cargo manifolds and cargo hoses securely blanked
 Authorities informed of completion of cargo transfer and anticipated time of unmooring
6.10.9.1 Electrical isolation

It is necessary to ensure that electrical isolation is maintained between the ships involved in STS operations during
transfer line connection/disconnection and cargo transfer operations. This is to reduce the risk of high energy
sparks being produced due to the electrical potential difference between the hulls.
To eliminate the potential for incendive arcing between the two ships, when presenting the hose string for
connection one of following arrangements should be used:
 A single insulating flange fitted at the manifold of one ship or within each hose string and all hoses in the
string electrically continuous, or
 A single length of electrically discontinuous hose fitted in each hose string, or
 Hoses that are specially constructed to prevent static build up and limit electrical conductance to an
inherently safe level
Where an insulating flange is used, it is important that no part of the conducting hose outboard of the insulated
flange comes into contact with the ship to which insulating flange is fitted, for example from the use of non-
insulated hose saddles, as this could cause a spark.
Where the transfer arrangement includes the fitting of an emergency release coupling (ERC) to one ships manifold
and the hose string is electrically continuous, the insulating flange should be installed on the end of the cargo
transfer hose that is not connected to ERC.
As the potential difference between the ships is managed by ensuring that effective electrical isolation is
maintained throughout the transfer operation, cathodic protection systems should remain in operation. However,
some local regulation may require their isolation.
Attention should be paid to the possibility of radio frequency induction when cranes are used, particularly when
handling electrically continuous hoses. The supporting steel deck, crane structure, lifting wires, shackles, and hose
can form an open ended induction loop and may lead to arcing between the hose end and the steel deck or other
part of the ships structure. Main MF/HF radio transmitters should be switched off and the antennae earthed during
hose handling and cargo transfer operations.

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Other places where electrical arcing may occur

All STS mooring lines should be insulated either by using the natural properties of soft mooring lines or by
attaching a soft rope tail to the eye of each steel wire mooring line. If using soft rope tails, they should be long
enough to extend to the outboard side of the ship receiving the mooring.
Care should be taken to avoid low resistance ship to ship electrical contact such as that possible through the use
of non-insulated metal ladders or contact with derrick or crane wire runners and hooks. Fender cages should be
properly maintained to avoid any risk of metal to metal contact.
6.10.10 Unmooring
Unmooring check list (CT VO-25) to be completed before commencing operation.
Unmooring can be achieved by singling up fore and aft, then letting go the remaining forward mooring and allowing
the bow to swing away from the constant heading ship to the suitable angle, at which time the remaining stern
mooring line is let to go and the maneuvering ship moves clear. After disengaging, either ship should attempt to
steam ahead or fall astern of the other until both ships are well separated.
It should be noted that local conditions or vessel configuration may cause difficulties in separating the two ships
and other alternative plans should be considered.
6.10.11 STS Operations at Berth in Port
While conducting STS operations in port, vessel should follow all recommendations as per STS transfer guide and
the terminal requirements as stated by the loading Master. SSSCL followed by company checklist CT VO 26 and
CT VO 27 should be complied with and completed for every operations with different ships or Cargo Barges.
6.10.12 Cargo Sloshing Considerations during STS operations
The rolling and pitching of vessels involved in STS operations will result in sloshing of cargo in tanks that are
slack. Consideration should be given to:
 Ensuring that risks of damage to cargo tank structures and fittings are minimized by strict adherence to
safe operational and environmental limits.
 The possible development of electrostatically charged mists when a static accumulator cargo or a
cargo/water mixture is in the tanks.
 The correct operation of P/V valves and the possible lifting of the valves, as the movement of the liquid will
create pressure fluctuation in the vapour space of the cargo tanks.
 The premature activation of high level alarms and any linked shutdown facilities.
 Optimizing each vessel’s loading/discharge plans to minimize exposure to free surfaces, especially for
STS operations at sea.
Consideration may need to be given to suspending operations in order to consolidate cargo to minimize the
impact of sloshing loads.
6.10.13 Master’s Authority
The Master reserves the rights to refusal of an STS operation, if he deems same to be unsafe as a result of:
 A wrong declaration by the STS Service provider.

 Inadequate facilities and equipment provided for the STS operation.
 Inadequate or incorrect procedures intended for the operation
 Adverse Weather and visibility conditions

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6.10.14 Suspension of STS Operation
Both vessels should be prepared to immediately discontinue the STS transfer operation, and to unmoor and depart
if necessary. The operation should be suspended when:
a) movement of both vessels alongside reaches the maximum permissible and risks placing excessive strain
on hoses;
b) under adverse weather BF6, Swell 2.5 metres and excessive rolling;
c) either vessel experiences a power failure;
d) there is a failure of the main communication system between the two vessels and there are no proper
standby communications;
e) any escape of cargo into the sea is discovered;
f) fire danger is discovered;
g) any cargo leakage is discovered from hoses, couplings, or the oil tanker’s deck piping;
h) overflow of cargo onto the deck occurs caused by overfilling of a cargo tank;
i) any faults or damage threatening the escape of cargo are discovered; and
j) There is a significant, unexplained difference between the quantities of cargo delivered and received.
** Special care should be taken for the following:
a) To ensure no bridge wing contact when rolling. Additional precautionary measures may be required.
b) Intended location of the STS operations and traffic density in the intended location.
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6.11 EMERGENCY SHUT DOWN PROCEDURES FOR CARGO PUMPING SYSTEM
In the event of an accidental overflow or leak during discharging operation or if there is a very good chance of
having a similar situation on own vessel or terminal or during STS operation the vessel’s cargo pumps can be shut
down by use of ESD Buttons “Emergency Shutdown stations” located on main deck and CCR.
In the event of an emergency that requires the shutdown of the cargo pumping system, the Officer on duty or the
Deck watch shall not hesitate to press the nearest emergency stop and signal the ship’s cargo manifold to close
and also all tanks being currently discharged. Via radio he shall advise the shore contact person immediately and
inform him of the shutdown. It is important to close all cargo valves to prevent cargo from shore tanks flowing back
to the vessel, or that vessels tanks are siphoned.
Log entries shall be made of such downs and if any cargo was spilled, the applicable notification procedures shall
be adhered to.
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6.12 HYDROCARBON AND TOXIC GAS MONITORING
When spaces are automatically monitored for hydrocarbons or appropriate toxic gases then no manual monitoring
is required provided that the automatic equipment is operational and properly calibrated. Portable gas detection
equipment is to be properly calibrated and ready to use at all times. In case there is no fixed detection equipment
than the same spaces are to be monitored on daily basis during loaded passage and logged in the deck log book.
The Atmosphere in Each Double Bottom /Void Space and Spaces adjacent to cargo compartments should be
regularly monitored for hydrocarbon or toxic content during the loaded passages at least once a day.
Pump room where fitted with fixed gas monitoring system are to be monitored at least once per day, otherwise
weekly on the voyage for hydrocarbon gas and in addition any applicable toxic vapour. Records should be
maintained in the related check list. During Cargo operations the pumproom is to be monitored at least every one
hour with the readings recorded in the related check list.
The toxicity of petroleum gases can vary widely depending on the major hydrocarbon constituents of the gases.
Toxicity can be greatly influenced by the presence of some minor components such as aromatic
Hydrocarbons (e.g. benzene) and hydrogen sulphide (H2S). A TLV-TWA of 300 ppm, corresponding to about 2%
LFL, is established for gasoline vapours. Such a figure may be used as a general guide for petroleum gases but
should not be taken as applicable to gas mixtures containing benzene or hydrogen sulphide.
Hydrogen Sulphide (H2S) is a very toxic, corrosive and flammable gas. It has a very low odour threshold and a
distinctive odour of rotten eggs. H2S is colorless, is heavier than air, has a relative vapour density of 1.189, and is
Soluble in water.
The TLV-TWA for H2S is 1 ppm over a period of eight hours. However, working procedures should aim at ensuring
that the lowest possible gas concentrations are achieved in work locations.
6.12.1 Precautions when Loading Cargoes Containing H2S:
The following precautions should be considered when preparing to load sour cargoes:
Before arriving at the loading port, ensure that the cargo system is free of leaks from the cargo piping, tank fittings
and the venting system. Test the heating coils to prevent possible transference of H2S into the low pressure steam
system.
Any liquid filled pressure vacuum breakers should be checked to ensure that they are correctly filled.
Check that all doors and ports can be securely closed to prevent any small gas ingress.
When loading a cargo containing H2S:

A safety plan should be produced for the loading operation which should include guidance on the venting
procedure, monitoring for vapor, personal protective equipment to be used, accommodation and engine room
ventilation arrangements and emergency measures that have been put in place. Closed loading procedures to be
followed.
Venting to the atmosphere at a relatively low tank pressure should be avoided, particularly in calm wind conditions.
Cargo loading should be stopped if there is no wind to disperse the vapors or if the wind direction takes cargo
vapors towards the accommodation.
Only personnel actively engaged in ship security and cargo handling should be permitted on open decks.
Regular maintenance on deck should be limited or postponed until after the end of cargo operations. Visitors
should be escorted to and from the accommodation spaces and briefed on the hazards of the cargo and
Emergency procedures.
H2S is very corrosive and mechanical gauges are therefore more likely to fail than usual. Their operational
condition should be checked frequently. In the event of a gauge failure, repairs should not be undertaken unless
an appropriate permit has been issued and all necessary precautions observed.
H2S is heavier than air. In ship-to-ship transfers, particular attention should therefore be given to the difference in
freeboards of the ships and the possibility of vapor not being dispersed freely. Vent velocities should be kept high
on the receiving ship and the ships should be turned so as to allow the wind to carry vapors away from the
accommodation
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Whenever very high concentrations of H2S are likely to be present, Emergency Escape Breathing Devices (EEBD)
should be made available to all personnel working in hazardous areas who should already have a personal H2S
gas monitoring/alarm instrument.
Personnel should be instructed that, if their alarm activates, they should don the EEBD and immediately leave the
area to an upwind location. They should advise the OOW in CCR of the presence of a high gas concentration in
order that appropriate procedures can be initiated.
When H2S is known to be present, self-contained breathing apparatus should always be worn if it is considered
necessary to breach the integrity of the cargo system and a vapor free atmosphere cannot be guaranteed. This
would include the following activities:
• Open gauging and sampling.
• Removing blanks for connecting the cargo hose or loading arm or disconnecting the hose and blanking
after cargo handling.
• Cleaning filters.
• Draining lines to open containment.
• Mopping up spills.
Typical effects of exposure to H2S

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Mercaptans are colourless, odorous gases generated naturally by the degradation of natural organisms. Their
smell has been likened to rotting cabbage. Mercaptans may occur on ships where sea water has remained
beneath an oil cargo or where oil residues are left in tanks that contain water, such as in a dirty ballast tank after it
has been incompletely drained. They are also found in water treatment plants and ballast treatment facilities.
Mercaptans are also present in the vapours of pentane plus cargoes and in some crude oils. They are also used
as an odorising agent in natural gas.
Mercaptans can be detected by smell at concentrations below 0.5 ppm, although health effects are not
experienced until the concentration is several times higher than this.
The initial effects of mercaptans on people are similar to those caused by H2S exposure, i.e. irritation to the lungs,
eyes, nose and throat. If the concentration is very high, unconsciousness may occur and it may be necessary to
administer oxygen.
Gas analysers should usually be provided with the following features and readout and alarm functions, in addition
to continuous recording of data:
a) Channels for connection to individual diffusion detection sensors so that each sampling circuit can analyse
samples continuously. Thus, when an alarm condition occurs, the analyser will home on the sensor registering the
alarm and the alarm will remain actuated until manually reset.
b) The combustible gas analyser is calibrated in percentage of Lower Explosive Limit (LEL) and should be
provided with a channel selector, indicator lamps to show the samples being analysed, and a meter. Visual and
audible alarms should be provided for two levels of detection. The minimum level most frequently used is 20%
LEL. The second or upper level of detection is usually 60% LEL. Silencing of the audible alarm should not
extinguish the visual alarm until gas detection falls below the alarm level. Contacts are provided at the two levels
of detection to permit automatic operation of a purging or fire prevention system.
c) Alarm levels should be adjustable and alarms may be actuated by contact meters, recorder limit switches, solid-
state signal level detectors, or optical meter relays. Multi-level alarms can be provided with means to actuate
ventilation equipment, to effect transfer pump shutdown, or to actuate fire extinguishing systems.
d) A means to disconnect the detectors safely from the actuating circuit. The disconnection capability is necessary
for proper routine calibration and maintenance activities. A key-operated switch with supervisory alarm is
recommended.
e) On complicated or extensive systems, the indication of alarms on a graphic display, such as an outline plan of a
facility, is recommended.
f) Toxic gas analysers should be set to sound alarms at the monitored location and in the control room when the
gas reaches the predetermined level, for example when an H2S concentration reaches 5 ppm. Alarms should
generally be both audible and visual.
6.12.2 Precautions to be Taken for Cargoes containing very high H2S
Cargoes, which are likely to give more than 100 PPM of H2S in the vapour space, should be considered to be
posing higher risk of toxicity and additional precautions given below shall be exercised.
Risk assessment shall be completed by the vessel for any operations with high H2S cargo to implement control
measures. These operations may include loading, discharging, venting, purging, gas freeing, crude oil washing
and internal transfer.
• Before loading vessel should ensure that the cargo system is free of any leaks from the cargo piping, tank
fitting and venting system. Heating coils shall be tested to prevent possible transference of H2S into the
low-pressure steam system. The integrity of the vessel’s IG system and venting equipment shall be
confirmed. Liquid filled P/V breakers should be checked to ensure that they are correctly filled.
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• Closed loading procedures shall be followed under ISGOTT guidelines. Cargo gauging, sampling and tank
gas sampling to be carried out by closed methods with appropriate equipments.
• Vessel’s contingency plans should be reviewed and amended as necessary taking account of the toxic
nature of the cargo. Plans must include the requirement of using the breathing apparatus on all occasions
where toxic vapours may exist. Additional points to be considered include, muster stations, lifeboat
preparation and use of PPE.
Master shall ensure that the vessel has contingency plans for the below emergencies:
· Cargo spill on deck

· Uncontrolled cargo vapour release
· Rescue of casualty from tanks and pump room.
· A medical emergency plan is to be drawn up prior to commencing cargo operations and all
personnel are to be made aware of the most appropriate action to be taken in the event that
any individual is over exposed to H2S vapour. The emergency plan should also identify support
services and the availability of radio medical advice. Medical equipment should be checked and
confirmed to be in good order prior to loading.
• A safety lecture programme should be drawn up to cover the use of breathing apparatus, EEBDs and
personal gas meters. Practical demonstrations in the use of breathing apparatus must be done. All new
joining personnel are to be made aware of the hazardous nature of the cargo and the details of the
approved procedures, which have been implemented.
• Vessel must conduct an Oil Pollution Drill and ensure that all personnel fully understand their role in the
event of a spill involving high H2S crude. Spill cleanup team must wear the breathing apparatus.
• Cargo tank IG pressure should be reduced to minimum prior to the start of loading operations so as to
reduce the requirement for venting during loading.
• A full set of standing instructions covering all aspects of the operation together with the relevant safety
procedures should be drawn up by the Chief Officer and approved by the Master. All aspects of these
instructions are to be discussed and agreed with shore officials prior to loading.
• Whilst in port, access to the vessel shall be limited only to those necessarily required for safe operations.
The activities of shore personnel is to be closely controlled and must be in line with the vessels agreed
procedures. Particular attention must be paid to these procedures during venting, connection,
disconnection and sampling/measuring. The agents and terminal representatives must be advised
accordingly.
• So far as practicable, port formalities and other jobs requiring shore assistance (receiving stores,
provisions, etc) shall be completed prior to the vessel commencing cargo work or if necessary held over
until cargo operations have been completed. Prior to commencement of cargo operations, need to remind
all onboard of the hazardous nature of the cargo about to be loaded and the additional precautions that
are to be enforced. Cargo tank pressures are to be continuously monitored during loading and controlled
as necessary to avoid an uncontrolled emission of vapors.
• EEBD’s shall be available near the work locations and crew shall immediately don the EEBD if the H2S
personal alarm is activated and move to a safe location. Crew should immediately advise the duty officer
of the presence of H2S so as to initiate appropriate action.
• The air conditioning should be set to partial re-circulation so as to maintain a positive pressure in the
accommodation at all times.
• Visitors may be escorted to and from the accommodation and briefed on the hazards of the cargo. A bold
notice shall be posted at the vessel access point notifying that the vessel is carrying cargo of high H2S
content.
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• Personal H2S monitors and escape sets must be provided for use during cargo operations. This
requirement is to be complied with for the entire period this cargo remains onboard or the presence of H2S
remains.
• During the cargo operation only the personnel involved in the operation should be permitted outside the
accommodation. If any other persons need to go out, proper precautions shall be taken.
6.12.2.1 Precautions while on passage
Company shall be notified if high levels of H2S are present in cargo.
During the heat of the day, pressure will rise as the tank atmosphere heats up. Pressure may be allowed to rise to
90% of the relief valve setting before venting takes place.
There may be a reluctance to hold onto the gas and a tendency to relieve the pressure at too low a level.
However, holding onto the pressure will on most occasions, ensure that the introduction of Inert Gas later in the
day, as the atmosphere cools, will not be required. If venting is necessary then it is preferable that it is carried out
in daylight, during normal working hours.
Whilst the vessel is on passage, a careful watch on tank pressures must be maintained throughout. If cargo or
vapour leakage is identified or suspected, the cargo area is to be evacuated immediately and the OOW informed.
Deck apertures where leakage may occur (tank lids, purge pipes, valve glands etc.) should be monitored on a
regular basis using soapy water. Any repairs that are necessary on the cargo system shall be carried out by
personnel wearing BA equipment.
Passage planning for the voyage is to address the possibility of weather damage to the vessels deck fittings if the
vessel is exposed to heavy weather.
To minimize the risk of exposure, cargo sampling should not be taken whilst on passage.
For any emergency situation involving cargo leakage or a release of vapour all personnel are to muster inside the
accommodation.
Whilst on passage the IG line abaft the deck seal is to be tested for the presence of H2S on a daily basis.
6.12.2.2 Additional precautions during discharging high H2S cargo
Cargo system must be confirmed to be free of leaks from cargo pipelines, fittings, heating, pumps and
venting system. It should be confirmed that cargo pipeline pressure tests have been carried out within the
preceding twelve months.
Vessel’s contingency plans should be reviewed and amended as necessary taking account of experiences
during loading and carriage of the cargo.
A full set of standing instructions covering all aspects of the discharge operation together with the relevant
safety procedures, should be drawn up by the Chief Officer and approved by the Master. All aspects of
these instructions and in particular those relating to gas venting, are to be discussed and agreed with
shore officials prior to commencing discharge.
Prior to arrival at the discharge port, the vessel will reduce the cargo tank pressures to the lowest
acceptable level in order to reduce the possibility of having to vent tanks whilst at the berth.
Consideration should be given to reducing the setting of the IG pressure controller during discharge. The
agreed setting should be incorporated into the cargo discharge plan.
If crude oil washing is to be undertaken, then the sections of line in use should be minimized and at all
times be limited to those machines in use. All branches and legs are to be drained down immediately after
use.
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Where more than one grade of crude is carried and if one of which in non H2S, charterers should be
requested to allow crude oil washing of the H2S crude tanks with the non H2S grade.
Prior to COW operations the oxygen levels in the cargo tanks should be measured by an officer wearing a
breathing apparatus and equipped with an H2S monitor. Readings should be limited to one per tank and
full venting precautions are to be implemented during the measurement period.
6.12.2.3 Procedures for tank washing after carriage of high H2S crude
If crude oil washing is to be undertaken then the sections of line in use should be minimized and at all times be
limited to those machines in use. All branches and legs are to be drained down immediately after use. Suitability of
the cargo for crude oil washing shall be pre-determined by the master through charterers, terminal or the
company.
On completion of discharge, and after sailing, the following procedures are to be adopted:
The atmosphere of the cargo tanks shall be monitored for oxygen content prior to water washing taking
place. The content shall be below 8%, (5% in some cases). The tanks shall not be purged of
hydrocarbons and H2S prior to washing.
Each tank previously containing high H2S cargo shall be water-washed using atleast 1 full cycle at
pressure of about 10 bars.
Full precautions for H2S exposure shall be taken, especially when undertaking manual dipping of tanks
being washed.
Upon completion of washing, purging of cargo tanks is to be undertaken using appropriate methods.
On passage, vessel is to allow slop tank to settle and then decant same. On completion of first decant,
slop tank should be refilled with clean fresh sea-water. This is to reduce the corrosive effect of H2S in
water.
All precautions for exposure to H2S shall be taken during hose connection to the slop barge or shore
reception facility.
The slop tank(s) should be discharged to the slop reception facility, followed by one full cycle of water-
washing in each slop tank. On completion of the water-washing, the pump and line to the manifold through
which slops passed are to be flushed through with clean water direct from sea.
The slop tank(s) should be purged and tested to clear any H2S remaining in the tank.
6.12.2.4 Entry into a tank previously containıng high H2S cargo
The hazards associated with H2S must be well understood. Though washing a tank with water normally eliminates
H2S in a tank, complete precautions shall be taken prior to making such entry. Entry permit should be issued as
per company procedures. Since H2S is heavier than air, it is important that the bottom of the space is tested
thoroughly. Personal H2S meter should be carried along with the person entering the space and must evacuate if
presence of H2S is alerted by the meter.
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6.13 CARGO LEAKAGE INTO DOUBLE HULL TANKS
This Section addresses the actions to be taken in the event of a cargo leak into a double hull space or
double bottom tank.
There are two reasons for replacing the atmosphere in a ballast tank:
• To inert the atmosphere, which prevents explosion of any hydrocarbon gas leaking in from adjacent
cargo tanks and reduces tank corrosion.
• To gas-free the tank so as to allow safe personnel entry.
Leakage of cargo from the cargo tanks into the ballast tanks or void spaces can create a potentially
serious explosion hazard and potential pollution risk. Structural failure at known weak points therefore
requires monitoring.
In order to monitor the integrity of double hull spaces a procedure for checking these spaces for the
presence of hydrocarbon and or relevant toxic gases is to be established. Daily checks for gasses and
sounding of all ballast tanks and void spaces to be carried out during the fully or partial loaded passage
and logged in the deck log book.
If a flammable gas leak is discovered, the first step should be to check the atmosphere in the tank to
establish the flammable gas content. It should be noted that the atmosphere in the tank could be above
the Upper Flammable Limit (UFL), within the flammable range, or below the Lower Flammable Limit
(LFL). Regardless of the number of samples taken, any or all of these conditions may exist in different
locations within the tank, due to the complexity of the structure. It is therefore essential that gas
readings are taken at different levels, at as many points as possible, in order to establish the profile of
the tank atmosphere.
There are a number of options which can be considered to maintain the tank atmosphere in a safe
condition:
 Continuous ventilation of the tank.

 Inerting the tank.
 Filling or partially filling the tank with ballast.
 A combination of the above.
Filling or partially filling the tank with ballast in order to render the atmosphere safe and/or stop any
further leakage of cargo into the tank must take into account prevailing stress, trim, stability and load
line factors. . It must also be borne in mind that all ballast loaded into a tank after a leak has been found,
and all tank washings associated with cleaning the tank will be classed as ”dirty ballast” as defined by
the MARPOL Annex I & Annex II regulations which must be processed in accordance with those
regulations. This means that they must either be transferred directly to a cargo or slop tank for further
processing in accordance with the requirements or, if Annex I cargoes discharged directly to sea, should
be passed via the oil content monitor. The spool piece used to connect the ballast system to the cargo
system should be clearly identified and stowed close to its working position. It should not be used for
any other purpose.
If the tank is ventilated or inerted in lieu of filling, it should be regularly sounded to ascertain the rate of
liquid build up and thus of leakage.
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If the quantity of cargo leaking into the space is determined to be pumpable, it should be transferred to
another cargo tank via the emergency cargo pump, or other emergency transfer method, in order to
minimize contamination of the space and to facilitate subsequent cleaning and gas freeing operations.
Entry into the tank should be prohibited until it is safe for entry and there is no further possibility of
hydrocarbon and or toxic gas ingress. However, if it is deemed essential to enter the tank for any
reason, such entry must be carried out in accordance with Company guidance for entry into enclosed
spaces with atmospheres known or suspected to be unsafe for entry.
6.13.1 Inerting Double Hull Spaces in Case of Cargo Leakage
If the decision is taken to inert a leaking double hull tank, the operation should be carried out in
accordance with the guidelines contained in the following paragraphs.
The complexity of the structure in double hull and double bottom tanks makes them more difficult to inert
than conventional tanks. The inerting of such tanks is based on specifically developed guidelines which
are available onboard and include the following guidance for each tank:
 Development of a procedure
Each vessel must prepare ship specific instructions for inerting double hull spaces in which to give
details on the equipment to be used during this operations (dedicated flexible hoses, spare PV valve,
blinds for the vent heads, etc.), location of this equipment on board the vessel and step by step
instructions for performing this operation, always in line with above instructions, the guidance given in
ISGOTT 11.7.2.and information provided in the vessel’s manuals/documentation. These instructions
should be posted in CCR and all officers should familiarize themselves with them.
The procedure must include the following, according to the type of vessel and the equipment fitted.
On all vessels:
• Which openings and vents must be closed and sealed, and how to achieve it;
• The arrangements for the provision of ventilation, if inert gas is not fitted;
• The arrangements for the dispersal of the ventilated gas;
• The pumps and lines which are to be utilised in the cleaning of a contaminated segregated ballast
tank.
And in addition on vessels fitted with an inert gas system:
• How to connect the inert gas system to the tank.
In some vessels inert gas may be designed to be supplied through the ballast tank suction, in which
case the procedure should include how the inert gas supply is to be connected to the ballast system
pipework. In other vessels a portable inerting hose is supplied which connects the inert gas main to
a connection on a ballast tank vent.
 Risk Assessment
Prior commencing such operation a non-routine risk assessment considering aa a minimum the
below should be prepared and sent to office for approval.
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Introducing inert gas in a tank may give rise to electrostatic charging. Electrostatic precautions as
detailed under “Static Electricity Precautions” and ISGOTT sections 3.2 and 7.1.6.8 to be complied
with throughout the inerting process and for 30 minutes thereafter.
The flexible hose to be used for inerting operation should have its strings electrically continuous, and
this should be verified prior to putting hoses to service. Confirm the hose string is properly earthed
before inerting commences.
In order to minimise the transfer of hydrocarbon vapour from cargo tanks, all cargo tank inert gas
supply valves, where fitted, should be temporarily closed. Prior to connecting the hoses, the inert gas
line should be purged with inert gas. The hoses should not be connected until required.
Once the tank has been inerted, consideration should be given to the benefits of keeping it
permanently connected to the inert gas system:
- constant pressure monitoring
- over-pressure protection via the deck water breaker
- ease of topping-up, etc;
or against any potential problems of vapour transfer:
- vulnerability of the hose to heavy seas, etc.
If the hoses remain connected, then all the cargo tank inert gas inlet valves must be re-opened. If the
hoses are disconnected, the inert gas system must be returned to its original status.
If leaked cargo is to be transferred from a ballast space which has been inerted, it is important to
ensure that further inerting is carried out during the operation in order to avoid the introduction of
oxygen into the tank.
Once inerted, the tank should be kept topped-up as necessary to ensure that a positive pressure is
maintained and the oxygen content does not exceed 8% by volume.
The exhaust vapour from the tank during inerting should be ventilated through an opening at least 2
metres above the deck. Portablest and pipes should be used where necessary.
The ventilation outlet used should be chosen (if vessel design allows) in such a way to ensure they
are as far as practicable away from the gas inlet.
The progress of inerting can be monitored by measuring the oxygen content of the exhaust vapour.
However, atmosphere measurements to determine when the tank is fully inert, and subsequent
monitoring measurements, must be taken at all designated sampling points and with the inert gas
supply stopped.
6.13.2 Equipment for Inerting Double Hull Spaces
Equipment which facilitates the inerting of double hull spaces must be clearly identified and inspected
at frequent intervals to ensure integrity of the equipment and fitness for use.
 The condition of each inerting hose, and the continuity which should be less than 0.75
Ω per metre
 The condition of flanges and bolts on the inert gas main and, where applicable, the
segregated ballast tanks must be in good condition.
 Spool pieces where applicable must be in good condition.
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 Gas free fans must be well maintained and in good working condition.
 In view of the fact that it may be necessary to inert a ballast tank at short notice if cargo
contamination has occurred, it is important that the bolts securing the vent to its stand are free
to be easily removed. At the same time vents should be further inspected to ensure that
The internal float is free to move correctly;
Any protective screen fitted to the inlet is in good condition; and
The bolts securing the inlet cover are in good condition, well-greased and free to move.
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6.14 CARGO COOLING
If cargo cooling becomes necessary for any reason, care must be taken to ensure that the use of water
will not induce a reaction with the cargo involved. Water on deck should, under normal circumstances,
not cause any problems.
Methods of Cargo Cooling:
• Water Spraying
One of the most effective ways of cooling a cargo, particularly in hotter climates, is by spraying sea
water on the deck using hoses or hydrants. The temperature of the cargo can be quite significantly
reduced by this method, providing of course that the sea temperature is lower than that of the cargo.
• Use of Heating Coils

A further method is to pass colder water through the heating coils (if applicable). However, this method
must only be adopted if permitted by the IBC Code and the cargo does not react with water. Only fresh
water should be used, either from the ship’s fresh water system or from a source such as river water. If
sea water has to be used in an emergency, then the heating coils must be thoroughly flushed
afterwards.
• Adjacent Ballast and Cargo Tanks

The filing of adjacent ballast or cargo tanks with water, provided the sea temperature is less than that of
the cargo, can achieve satisfactory results, but again this method must only be adopted if permitted by
the IBC Code and the cargo does not react with water.
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6.15 TURBINE OPERATION
6.15.1 Operation of Steam Turbines
All steam turbines shall be operated as per the manufacturer's instructions. Any special or precautionary
points arising from operating experience shall be incorporated in the Chief Engineer's Standing Orders
and strictly adhered to.
Adequate time must be allowed for proper warming through of steam supply lines and valves, prior to
starting any turbine.
Warming through procedures shall be strictly followed in order to avoid thermal shock or contact due to
unforeseen expansion. The turbines should be turned manually during the warm up period.
While warming through, all drains shall be well and regularly blown through. These should be kept cracked
open until there is no risk of water slugs developing. Their operation shall be monitored regularly if this is
controlled automatically.
Prior starting the turbines, the intermediate shaft coupling lubrication shall be checked and topped up as
required.
Turbine stop and exhaust valves shall be opened only when all the water has been drained from the
turbine and piping systems.
The Lube oil sumps shall be checked for oil level and water contamination prior to operating the electrical
auxiliary lubricating oil pump. Lubricating oil strainers shall be checked before the pumps are started.
Electrical Auxiliary lubricating oil pumps shall be:
• Started at least 1 hour prior to operating respective Cargo oil pump or ballast pump.
• Set for auto start up on low lubricating oil pressure.
Turbines should always be started at low revs in accordance with the manufacturers’ instructions and as
stated in the instruction manual.
Turbine safety trips and alarms must be tested and proved operational at regular intervals. Where an
actual test is impossible / impractical (e.g. testing of turbine over-speed trip) then a test simulation should
be carried out.
It is essential that turbine-casing drains are kept open wherever the turbines are stopped, to ensure that
any water accumulation is drained out and does not build up in the casing. The constant leakage of water
will also indicate leaking steam supply/exhaust valves.
It is very common, especially with cargo pump turbines, to find very severe erosion and/or corrosion to
turbine blades, shafts & discs as a result of the rotor being started up with water in the casing or being
stationary for long periods in a casing partly or fully filled with water.
6.15.2 Main Turbines
Main Turbines shall always be operated as per manufactures instructions, sound engineering practice and
the general operating guidelines listed in section 8.
Astern running shall be carried out in accordance with maker's instructions. Particular attention shall be
paid to rotor positions and LP turbine casing temperatures during extended periods of astern running.
Warming through procedures shall be strictly followed in order to avoid thermal shock or contact due to
unforeseen expansion. Use of turning gear is mandatory while warming up or cooling down the plant. This
shall be employed in agreement with the Bridge.
6.15.3 Lubricating Oil
It is essential to ensure the cleanliness of lubricating oils, as the oil which lubricates and cools the turbine
bearings, is also used for control oil purposes, where the presence of even the smallest amounts of contaminants
could adversely affect the safe operation of the turbine. Always maintain very high standards of cleanliness for
lubricating oils and their associated systems.
6.15.4 Steam Quality
The quality of steam supplied is very essential for proper operation of the plant. Many turbine problems can be
traced back to the quality of the steam supply, which is dependent on boiler water quality, steam pressure and
temperature. The maker's instructions for each item of steam-operated equipment must always be followed with
regard to operating steam pressure and temperature.
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6.16 Procedures in case of cargo disputes
If there is a dispute on quantity between the ship figures and shore Bill of Lading figures the Master shall
always follow commercial operators and/or charterers instructions and/or voyage instructions received from
aforementioned parties.
In addition to it, if difference is more than 0.3 % Master shall inform office as soon as practicably possible
and keep effective real time communication with the office till matter is satisfactorily resolved in line with
commercial operators and/or charterers instructions and guidance. Masters shall ensure that such guidance
and instructions shall always be received in officially in writing before being executed.
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7.0 SAFETY / EMERGENCY PRECAUTIONS
7.1 General
7.1.1 General Precautions as General Oil Tankers
This ship intends to carry dangerous chemical as well as flammable products and other liquid products.
For precautions of safety, there is no difference between general oil tanker and chemical tankers in principle,
since general oil tankers intend to carry liquids with flammable hazards.
Accordingly, precautions by safety / emergency for general oil tankers, provided on the ship, and there is no detail
information for flammable hazard in this manual.
7.1.2 General Precautions for Chemical Tankers
In this section are described general precautions for significant hazard other than normal fire hazards, such as
significant fire hazards in excess of those of petroleum products, toxic hazards, reactivity hazards, etc.
Note: Precautions described in (1) to (8) are based on the text of “Safety in Chemical Tankers” published by ICS
and Tanker safety guide they may be used as standard precautions to be used.
7.1.2.1 Flammable and Toxic Vapours
Precautions for cargo vapours are not different from those of general oil tankers in principle.
Chemical tankers may, however, have many hazards from cargo vapours than those of general oil tankers for
their particular properties, such as wide range of vapour density, less allowable concentration for toxic vapour, etc.
In this paragraph are shown precautions for cargo vapours of chemical tankers including those of general oil
tankers.
(a) Presence of gas
There may be flammable or toxic gas; after loading or unloading volatile or toxic cargo, after loading any cargo into
a tank which is not gas-free.
(b) Gas - free
The spaces in which gas-freeing operation was conducted and gas-free was ensured are not always of gas -free.
Frequent tests are advisable.
There may be flammable or toxic gas;
(i) If flaking tank coating material is disturbed,

(ii) After heating coils is opened up,
(iii) When a pipeline or valve is opened up,
(iv) When a cargo vent line is opened up,
(v) Whenever cargo residue is presented particularly when it has been disturbed,
e.g. behind tank coating blisters or imperfections.
(c) In other spaces
Flammable or toxic gas may be in a space into which flammable or toxic cargo may have leaked.
Examples are;
i) Pump rooms
ii) Cofferdams
iii) Ballast tanks
iv) Double bottom tanks
v) Void spaces adjacent to the cargo tanks intended to carry these cargoes.
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(d) Precautions for gas detecting
i) Before opening a tank, any pressures must be relieved by the required procedures.
ii) Openings must be closed as soon as possible.
iii) A space which is shown by test instrument to be free of flammable or toxic gas is stated to be gas
Free.
iv) A responsible officer must carry out test for the presence of flammable or toxic gas.
v) Chemical tanker must be carrying the instruments, which are able to indicate;
- The presence of gas given off by the various toxic cargoes.
- The presence of flammable gas given off by volatile cargoes
- The presence of oxygen
vi) Remember that the spaces adjacent to the cargo tanks and pumps rooms may contain;
- Toxic / flammable gas
- Air without enough oxygen to support life.
7.1.2.2 Dispersion
Many vapours are heavier than air. After they escape from tank openings or vents during loading, they will tend to
lie around the decks. They are drawn into machinery spaces and air conditioning intakes. Winds moving at about
5 miles per hour (2.2 m/sec.) or less cause little air movement. Little air movement means great danger.
Flammable or toxic mixtures may not disperse. They may lie about at some distance from the place they arise.
Quite rich concentrations can, however, be dispersed by quite gentle breezes complete and rapid dispersion
requires a clear patch for the air.
(a) Eddies
If you watch a river flowing past the support for a bridge, you will see currents swirling behind the supports on the
downstream side. Moving air behaves in the same way. Air flowing swiftly past the superstructure swirls around it.
This happens especially on the lie side. The passing air causes a slight drop in pressure. Some of the moving air
is drawn in the swirling current. These currents are known as eddy currents.
During cargo operations a wind blowing may;

- Contain flammable or toxic vapour
- Form eddies containing flammable or toxic vapours
- Deposit flammable or toxic gas near the superstructures.
(b) Precautions for dispersion and invasion of cargo vapours
Vapour must be excluded from galleys. If this cannot be done, electric galley equipment must not be used.
Vapour must be excluded from machinery spaces. Flammable gases must be kept from all sources of ignition in
machinery spaces. Generally, during cargo operations, auxiliary machinery will be in use on the ship. In certain
weather conditions (e.g. if there is fog and no breeze) it may not be possible to guarantee that vapour will not enter
the machinery spaces.
In these circumstances, cargo work must be stopped until the weather conditions change. Whenever large
amounts of vapour accumulate around the deck, cargo work must be suspended.
During cargo operations or whenever dangerous vapour may be present around the decks;
- Strictly obey orders regarding closing doors and ports.

- Strictly carry out orders regarding ventilation and air intakes.
- Keep all windows and ports closed.
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(c) Precautions for eddy current
I) Eddy current forms depending upon wind force and wind direction.
II) A wind blowing from forward to aft may help vapour to accumulate aft of any superstructure in its path.
III) A wind blowing across the ship will tend to deposit gas on the lee side.
7.1.2.3 Precautions for Pollution
a) Spillage
Cargo spilled can be dangerous. It can often evaporate quickly. Toxic vapours may be released in large quantities
Flammable mixture may form rapidly. The sea and air may become polluted.
b) Hose connection and disconnection

Defective hoses cause spillage, and defective or badly made connections are dangerous.
Sudden strain on hoses causes the hoses and connections to be defective.
Poor maintenance causes cargo gears to be defective, so always check the cargo gears for defect before they are
used.
Report any defect and leakage to the responsible officer.
c) Pollution
Pollution is not a personal hazard, or a source of risk to the ship, but, in fact, it is a very real threat to the lives and
livelihood of all of us.
Even relatively small quantities of some chemicals discharged in to the sea -particularly in coastal waters - have a
terrible effect on human and marine lives in the sea.
Life may have started in the ocean - Do not let it end there.
d) To prevent pollution due to cargo hoses
• Do not use hoses which appear defective. Pressure test as per PMS.
• Avoid bending flexible hoses excessively
• Hoses should be suspended from suitable equipment.
• Hoses should never be allowed to chafe
• Great care should be taken to avoid straining or breaking the hoses or connections when mooring
A chemical tanker
• Should a cargo connection leak, report it immediately to the officer in charge who will effect
remedial action
• Never attempt to stop cargo operations by closing any valve in the cargo system, if need arises to
operate the emergency shut down system.
• During loading and unloading, all repetitive checks as per SSSCL to be complied with.
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7.1.2.4 Corrosive Cargoes
(a) Corrosive cargo liquids have three special properties, which concern us:
I) Corrosive liquids destroy the human tissue in the body, causing serious damage that may be
permanent
II) They corrode the cargo tank construction materials, pipes, pump etc. which are used for their safe
containment
III) Corrosive liquids can become flammable gases when in contact with some materials such as
metal or fibrous materials
Metal +Corrosive liquid = Hydrogen gas

Fibrous material + corrosive liquid = Fire
(b) Precautions for corrosive cargoes;
I) All materials used in the construction of the tanks and cargo system must be resistant to corrosion
II) While these cargoes are being handled as a duty, wear full protective clothing as instructed by the
officer in charge. All parts of the body must be covered.
III) Great care must be taken when opening up a tank, space, valve, line or blank.
IV) Materials such as cotton waste must not be used for mopping up corrosive liquids. Corrosive
liquids, waste, etc. will cause fire
V) If a person is splashed with corrosive liquid, remove the clothes and wash them with plenty of
water. Showers are available on deck for this purpose and immediate assistance to taken from the
officer in charge.
VI) Report all accidents to the officer in charge
7.1.2.5 Poisonous and Toxic Cargoes
(a) Fire is the best-known danger in the tankers. In chemical tankers, apart from the fire hazard, some
cargoes may be toxic or poisonous.
Toxicity is the ability of a substance to harm a person if it reaches a sensitivity part of body. A substance can do
even more damage to person, although both poisonous and toxic substances can KILL. Some toxic cargoes will
harm person if they are inhaled.
They may;
• dull the sense of smell
• make person dizzy
• produce a diminished sense of responsibility
• give a headache
• irritate eyes
• cause staggering and confusion (appearance of drunkenness )
• cause loss of consciousness
• cause breathing to stop
• cause death
Inhalation of some toxic vapours may lead to:

• Brain damage
• Damage to nervous system
• Damage to the liver and other vital organs
• Death
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(b) Precautions for poisonous and toxic cargoes
As cargo enters the tank, vapours vented to the atmosphere through the venting system. This is known as closed
loading. Some cargoes, because of unusually high toxic hazard or objectionable odour, may require the vapour to
be returned ashore. This is done through a hose connected to the vapour line and called a vapour return
connection.
When disconnecting hoses used for handling toxic or poisonous cargoes;
• Wait for instructions from the officer in charge

• Wear protective clothing and breathing apparatus
• Make sure the hose is properly drained before starting to disconnect.
• Before disconnecting, open the test cock to make sure the line is not under pressure.
7.1.2.6 More about Toxic and Poisonous Cargoes
(a) Some toxic or poisonous cargoes, which are dangerous when they are absorbed into the body through
the skin can cause:-.
• irritation of the skin
• dermatitis
• skin cancer
• blood poisoning
• damage to the vital organs
• death
When handling toxic or poisonous cargoes;
• avoid all possibility of skin contacting the cargoes

• wear protective clothing as instructed by the officer
• carefully follow the instructions of the officer
When contacting with a cargo of this type;
• remove all affected clothing

• wash the affected area with large quantity of water
• inform the officer of the watch
• get medical advice
(b) Toxic cargoes will harm person when they are swallowed, leading to damage to many parts of the body
and possibly to death.
When handling these products;

• Use appropriate personnel protective equipment
• keep hands away from mouth and face
• never allow clothing to come into contact with mouth
• Wash thoroughly before going off duty or before taking a meal.
(c) When toxic or poisonous cargoes are being loaded or unloaded following to adhere to:
• Enclosed space entry permit to be issued before personnel enter the pumproom. All
normal required checks and procedures which stated in this Manual to be made prior to
the issue of a tank entry permit.
• The pump room ventilation must be started at least 15 minutes before the operation
begins.
• The pump room ventilation must be kept running throughout the operation
• Such cargoes must not be allowed to accumulate in the pump room bilge
• Frequent checks must be made on the pump room atmosphere
• If there are any leaks the cargo operation must be stopped at once
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• Pumps should be controlled, as far as possible, from outside the pump room
• Never enter the pump room unless it is essential
• Never enter the pump room without the instruction from the officer in charge. Entry into
unsafe space (any space that has not been proved safe for entry) should only be
considered in an emergency situation when no practical alternative exists. In this
highly hazardous situation permission is to be obtained from the Company before
entry. Where it is agreed that such an operation is necessary, a risk assessment
should be carried out and a safe system of work developed in agreement with the
Company.
• Additional SCBA should be available at work stations on the main deck.
7.1.2.7 Reactive Cargoes
(a) Reactive cargoes may;
• be self-reactive
• react with water
• react with air
• react in contact with another cargo/chemicals
• react with other materials
Self-reaction
The most common form of self-reaction is polymerization. Polymerization generally results in the conversion of
gases or liquids into viscous liquids or solids. It may be a slow, natural process which only degrades the product
without posing any safety hazards to the ship or the crew, or it may be a rapid, exothermic reaction evolving large
amounts of heat and gases. Heat produced by the process can accelerate it. Such a reaction is called a run-off
polymerization that poses a serious danger to both the ship and its personnel. Products that are susceptible to
polymerization are normally transported with added inhibitors to prevent the onset of the reaction.
The IBC code (Chapter 15.13) makes the manufacturer of the unstable chemical being carried, who is not
necessarily the shipper, responsible for providing the ship with a number of critical safety instructions concerning
the inhibitor (additive) in the form of a certificate showing:
• What additive has been introduced into the product and how much ( Type of inhibitor )
• When the additive was introduced into the product ( Date inhibitor added )
• How long the additive is expected to be effective ( Duration of effectiveness )
• Any temperature limitations qualifying the additive’s effective lifetime ( Temperature limit of inhibitor )
• What action should be taken if the length of voyage exceed the effective lifetime of the additives.
• Whether the additive is oxygen-dependent ( with percentage of O2 required)
A tank should not be inerted if it is to carry a product protected by an additive that needs oxygen to be effective.
More about polymerization:
Unstable chemicals react within their own mass, without other chemicals participating in the reaction. Unstable
chemicals either decompose or they polymerize.
Substances that decompose do so into lighter and more volatile substances, and while doing so generate heat and
evolve toxic and flammable gases. The decomposition is often initiated by carriage at too high a temperature.
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The main danger of exothermic decomposition is an increase in pressure, in addition to the emission of toxic and
flammable gases and vapours. Decomposition is prevented by adding a stabilizer (inhibitor), which neutralizes the
catalyst, and by controlling the transport temperature.
Substances which polymerize form complex aggregates, called polymers, by the combination of two or more
identical molecules from the original chemical, which is called the monomer. Polymers are heavier and more
viscous liquids than the monomers. A polymerization reaction is exothermic. If polymerization can start
spontaneously, the substance is called self-polymerizing. Although spontaneous polymerization can occur at
ambient temperature, it is more often initiated by an excessively high transport temperature.
A spontaneous polymerization of the cargo presents two kinds of dangers. First, heat is generated during
the reaction, which may result in overpressure inside the tank, with consequent rupture of the
containment. Second, while the monomer is often a light and volatile liquid, as polymerization proceeds it
produces heavier and more viscous liquids, or even solids, which may block the tank vents so that the
pressure inside the tank increases even further. Moreover, if the problem is not detected in time, the tank
may implode while being unloaded.
Self-polymerization is prevented by the addition of a sufficient amount of an appropriate inhibitor to the cargo and
by controlling the temperature of carriage.
Reaction with water
Certain cargoes react with water in a way that could pose a danger to both the ship and its personnel. Toxic gases
may be evolved. The most noticeable examples are the isocyanates; such cargoes are carried under dry and inert
condition. Other cargoes react with water in a slow way that poses no safety hazard, but the reaction may produce
small amounts of chemicals that can damage equipment or tank materials, or can cause oxygen depletion.
The reaction of some chemicals with water, including the humidity of air, generates gases which are flammable, or
toxic, or both. One group of such chemicals is those containing the di-isocyanate group (for example toluene di-
isocyanate), which react with water to form carbon dioxide, an asphyxiate gas.
Before entering any space where such cargoes have been carried or into which cargo leakage may be suspected,
the precautions for entry into enclosed spaces should be carefully observed.
Products which in contact with water emit dangerous gases should be kept totally separated from water, and in a
dry atmosphere. The IBC Code requires a double separation between water-reacting substances and water. The
cargo should not be carried in tanks adjacent to water tanks or permanent ballast tanks unless those tanks are
empty and dry, nor adjacent to other tanks containing water, such as slop tanks and cargo tanks with water
solutions in them. The same level of double separation requires that pipelines containing water (such as slop or
ballast lines) should not pass through the tank, unless encased in a tunnel. If temperature control is required,
neither steam nor hot water should be used to heat the cargo.
The entire cargo system (tank, pump, lines and vents) should be completely segregated from other cargo and
ballast systems, and pressure/vacuum relief valves should discharge at least 2 metres above the weather deck.
Reaction with air
Certain chemical cargoes, mostly ethers and aldehydes, may react with oxygen in air or in the chemical to form
unstable oxygen compounds (peroxides) which, if allowed to build up, could cause an explosion. Such cargoes can
be either inhibited by an anti-oxidant or carried under inert conditions.
Some chemicals react with oxygen even without any input of additional energy. One group of such substances
reacts slowly with oxygen in the air and with oxygen dissolved in the mass of the liquid, to form unstable peroxides.
In another group, mainly natural products, the oxygen in air allows a process of decomposition called putrefaction,
usually by the action of bacteria.
Organic peroxides, once formed, are thermally unstable, and the main danger is that at normal or elevated
temperatures, they are liable to exothermic, self-accelerating decomposition. The decomposition can be initiated by
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heat, contact with impurities (e.g. acids, heavy metal compounds and amines), friction or impact. Some organic
peroxides may decompose explosively, particularly if confined.
The key precaution to prevent the formation of organic peroxides while carrying such cargoes is to exclude air from
contact with the product by inerting the cargo system and making sure it remains inert. Temperature control is also
important.
When putrefying, vegetable and animal oils and greases are slowly oxidized in contact with air by the action of
bacteria. A cargo which has suffered putrefaction is said to have gone off, due to the foul odours evolved. There are
two dangers associated with this process. Not only are the foul vapours and gases ultimately toxic, but also the
consumption of oxygen in the tank atmosphere means that it can no longer support life. The tank, which containing
any remains of animal or vegetable oil, should be evaluated as unsafe for entry unless all precautions being taken
in chapter 6.9 “Sweeping (Squeezing) in Cargo Tank after Vegetable Oils and/or Animal Fats (oils)
Discharging” part of this manual.
The control of temperature is an important step to prevent putrefaction, particularly since the products liable to suffer
such fate are normally not transported in an inert atmosphere.
For cargoes susceptible to formation of peroxides, the IBC Code specifies measures to control the environment or
atmosphere inside cargo tanks, including inerting. Inert gas with a very low level of oxygen is needed, and nitrogen
is preferred. The Code requires sufficient inert gas to be available to purge air out of the cargo system before
loading, to achieve a positive overpressure in the loaded tank, to compensate for losses during transport (thus it
must be available when at sea), and to maintain the inert atmosphere during unloading.
The cargo handling system for each of these cargoes should be independent of all others, and accidental cross
connections should not be possible.
Reaction with other cargoes
Some cargoes react dangerously with one another. Such cargoes should be stowed away from each other (not in
adjacent tanks) and prevented from mixing by using separate loading, discharging and venting systems. When
planning the cargo stowage, the master must use a recognized compatibility guide to ensure that cargoes stowed
adjacent to each other are compatible.
Chemicals belonging to certain families are known to react with those of other families when in contact with each
other. Such reactions can be hazardous. Generation of toxic gases, heating of the liquids, overflow and rupture of
cargo tanks, and fire and explosion are possible consequences. At the very least the cargoes will have changed
their nature, and require reassessment.
The classic case of incompatibility is that between an acid and an alkali, which neutralise each other to form a salt
plus water. Sulphuric acid is incompatible with every other group. Nitric acid is generally compatible with other
acids, except sulphuric. There is some compatibility between organic acids on the one hand and amides and
aromatic amines on the other. Among alkalis, aliphatic amines are a sensitive group as they are incompatible with
all other groups except other alkalis.
Incompatible chemicals must of course be kept strictly separated from each other throughout the entire cargo
containment and handling system, in order to avoid accidental mixing. Care should always be taken to avoid
incompatible cargoes being mixed in cargo and stripping lines, slop tanks, drain tanks, manifold drip trays as well
in the vent lines.
Separation should be achieved by having two barriers between the containment systems of the
incompatible chemicals. The tanks should be separated by a cofferdam, an empty tank, a void space, a tank
containing a mutually compatible cargo, or a piping tunnel. The piping or venting systems for incompatible cargoes
should be separated by removing a valve or spool piece and blanking off the exposed pipe ends, or installing two
spectacle flanges with a bleeder or equivalent means to detect leakage in the pipe between the spectacle flanges.
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Cleaning a tank and the related cargo handling system should be performed thoroughly if consecutive cargoes are
incompatible.
Several authoritative bodies have divided chemical cargoes into groups, defining criteria for incompatibility
between groups, and have published lists of incompatible cargoes. The most familiar is published by the US Coast
Guard. According to this source, a mixture of two chemicals is considered hazardous (and the chemicals in
question declared incompatible) when, under specified test conditions, the temperature rise of the mixture exceeds
25°C or a gas is evolved.
The compatibility guide assigns each bulk chemical cargo to one of 22 Reactive Groups and 14 Cargo Groups.
Reactive Groups contain those chemicals which are the most reactive, so that dangerous reactions can be
identified between members of different Reactive Groups and between members of Reactive Groups and Cargo
Groups. Chemicals assigned to Cargo Groups are much less reactive, and do not react dangerously together.
Whether cargoes within a pair of groups are incompatible is indicated in a table, known as the Compatibility Chart.
It is important to note that, while the table gives general indications, the footnotes and data sheets for two
particular cargoes should always be consulted because there are a number of exceptions to the Compatibility
Chart.
Reaction with other materials
The materials used in construction of the cargo systems must be compatible with the cargo to be carried, and care
must be taken to ensure that no incompatible materials are used or introduced during maintenance (e.g. by the
material used for replacing gaskets). Some materials may trigger a self-reaction within the product. In other cases,
reaction with certain alloys will be non-hazardous to ship or crew, but can impair the commercial quality of the
cargo or render it unusable.
(b) Reaction may take a variety of forms and may;
• produce heat
• release vapour
• produce a rise in pressure in the tank
• affect the cargo quality
• increase the danger of fire or explosion
• increase the health hazard
• polymerize (solidify)
(c) The possibility of reaction is removed in a variety of ways;
• Avoiding the contact with different cargoes during loading and/or stowage. This is
necessary for avoiding high cost assurance and cargo damage due to miring with each
other as well as avoiding the reaction among 2 or more dangerous chemicals.
• The addition to the cargo of an INHIBITOR to render the cargo stable and safe. Inhibitor is
a general term for a compound which, when added to the cargo, has the effect of slowing
down or stopping a chemical change, i.e. polymerization, oxidation or corrosion.
• The application of INERT GAS to the ullage space above the cargo in the tank. Inert gas
will prevent the cargo coming into contact with the air. This is called applying an INERT
GAS BLANKET or NITROGEN BLANKET over the top of the cargo.
• Avoiding the use of certain metals and other materials in the cargo system with which the
cargo might react.
• Stowing cargoes, which may react with each other in the spaces separated by a
cofferdam, pump room or void space, or stowing a harmless cargo between reactive
cargoes.
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• Carrying water reactive cargoes in “double-skin” spaces.
• Blanking off the heating coils in tanks carrying water reactive cargo.
• Using oil as a heating medium for water reactive cargoes.
7.1.2.8 Vegetable and Animal Oils
Some cargoes to be carried will be oils or fats manufactured from vegetable or animal sources. These are called
Animal Oils or Vegetable Oils. These oils are generally entirely safe, but they can have a tendency to oxidize - that
is, they will absorb oxygen from the air and the air remaining in a tank containing vegetable or animal oil or coated
with residual quantities of these oils, may not have enough oxygen in it to support life.
Before entering a tank or space containing any remains of animal or vegetable oil, the precautions listed in chapter
6.9“Sweeping (Squeezing) in Cargo Tank after Vegetable Oils and/or Animal Fats (oils) Discharging” part of
this manual should be checked including followings;
• Obtain the permission of the officer on duty

• Measure the oxygen contents of the air and make sure that it is normal (oxygen contents
should be 20. 9%).
• CAUTION - Cargoes of Coconut Oil may give off dangerous concentrations of CO
(Carbon Monoxide) and when entry into tanks is required for "squeezing," readings for
CO in ppm (in addition to oxygen ) must be checked and monitored prior to and during
entry of personnel.
• Any tank or space, which contains remains of animal or vegetable oil, should be evaluated
an enclosed space and all precautions for “ENTRY INTO ENCLOSED SPACES” part of
this manual should be taken.
• Before entering the tank or space, ENCLOSED SPACE ENTRY PERMIT to be issued.
Remember: While in the tank or space;
As per as possible each person in entry team should carry personal multi gas meter.
7.1.3 Guideline of Access within Cargo Tank Area
When entering in to a space within the cargo tank area, care should be taken to the precautions mentioned in this
manual.
7.1.4 List of General Documents
Certificate, letter of compliance, regulation, form of letters to submit to Administration involved, reference book,
etc. which are concerned with operation of the ship as a chemical tanker are provided on board as follows:
(1) Certificate of Fitness of the IMO Chemical Code,

(2) Classification certificate,
(3) File of catalogues and instruction booklets of equipment, machinery, apparatuses, etc.
(4) IMO Resolution A212 (VII) “Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk “.
(5) Stability information
(6) Calculation of trim and stability
(7) Loading manual
(8) Damage stability calculation
(9) Medical first aid guide for use in accidents involving dangerous goods (published on behalf of IMO, WHO
& ILO).
(10) Procedures and Arrangements Manual
(11) Tanker Safety Guide
(12) ISGOTT
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7.2 EMERGENCIES
7.2.1 General
This section contains general guidance on procedures for the most readily foreseeable emergencies in which
chemicals are involved. The vessels ECM manual should be read in conjunction with the below mentioned
recommendations.
It is impossible to predict the nature of every potential emergency that may occur on a chemical tanker,
therefore, the vessel's SOPEP/SMPEP manual should be referred to for details and contingencies involving
specific emergency situations, in order that basic actions can be taken quickly and decisions on how to tackle any
additional problems can be made in an orderly manner.
Onboard personnel must be prepared to tackle cargo related emergencies such as chemical fires, chemical
reactions, toxic vapour release, leaks and spills both at sea and in port and personnel that will be directly
involved in dealing with such emergencies must be familiar with emergency procedures and plans.
All safety equipment shall be maintained in a high state of readiness at all times. On board drills and exercises to
test both the equipment and instruct personnel must be carried out at frequent intervals.
7.2.2 Chemical Fires

There is no such thing as a minor fire involving chemicals. A fire involving chemicals is most likely to occur in a
cargo tank or on the tank deck, however, in the case of a spill or tank overflow or a side shell rupture, the fire may
rapidly spread to the sea surrounding the vessel.
In addition, chemicals belonging to certain families are known to react with those of other families when they may
accidentally come in contact with each other. Such reactions may be violent and result in the release of toxic
gases, heating of the liquids, overflow and rupture of the cargo tanks and fire and explosions may result.
Fires involving chemicals pose specific hazards and the conventional method of extinguishing a fire by the
removal of one of the elements required for combustion to take place, i.e. heat, oxygen, fuel, may not apply in
dealing with chemical fires.
In chemical fires the source of heat may be a reaction within the chemical itself or from a reaction after mixing
chemicals. A supply of oxygen may be released from the chemical through heating from the fire. As a result, fire
fighting involving chemicals is more difficult and the best course is to prevent any fire occurring.
The actions to be taken in the event of a fire onboard should, as a minimum, include the following:
• Master to activate ERT and consult with ECM and relevant checklist
• Stop cargo operations - close valves and hatches
• Muster and organize fire fighting teams
• If alongside a berth, inform terminal staff and request them to alert the Port Authorities.
• Notify the operators of the vessel.
• If at anchor in the port, alert the Port Authorities
• If other ships or craft are alongside, alert them and instruct them to leave immediately
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• Identify the chemical or chemicals involved and any other chemicals which are at risk
• Select the firefighting equipment and fire extinguishing agent to be used - consult MSDS for
any special precautions or requirements
• Be alert to the fact that as a result of the fire, toxic fumes may enter the accommodation
and an evacuation of non-essential personnel may be necessary
• If at sea, the vessel should be maneuvered so as to restrict the spread of the fire and allow it to
be attached from the windward direction
7.2.3 Chemical Cargo Spills

The biggest risk of a cargo spill is during cargo handling operations either because of equipment failure or
improper handling procedures. Cargo spills are therefore most likely to occur during the vessel's stay alongside.
The primary factor affecting response will be dependent on the chemicals involved, the circumstances and
size of the spillage and its location onboard. If there is the possibility of cargo or cargo vapours entering the
accommodation or engine room spaces via vents, the appropriate preventative steps must be taken without
delay. As a general rule, there should be full initial response to any spill however small and the emergency
party must wear appropriate breathing apparatus and protective clothing, it is always better to over react to the
situation than to delay.
Safety of personnel in such incidents should always take precedence over environmental issues. If it is possible
and safe to do so, the released liquids should be pumped or washed into a slop tank or other suitable
containment, or collected for safe disposal using absorbent materials.
In the case of spills or corrosive liquids the general advice is to wash the spilt liquid overboard with large quantities
of water from as far away from the spills as practicable. A spray or fog of water and never a direct jet should be
used in such circumstances, the emergency team wearing appropriate protective equipment should approach the
spill form upwind and direct the spray to the edge of the spill gradually working towards the centre.
Personnel should be aware that the use of water on fuming acids and some other strong acids will initially
cause a vigorous reaction that will cause increased fuming, this will be temporary while the spillage will be
dealt with rapidly. If possible, the vessel should be maneuvered off the wind.
The actions to be taken in the event of a spill onboard should, as a minimum, include the following:
• Stop all cargo operations and close valves and hatches
• If alongside a berth, notify the terminal staff of the chemicals involved and possible risks
posed to personnel
• Notify the Port Authorities, usually through the terminal staff and the operators of the vessel
• Prohibit smoking and the use of naked lights in all areas of the vessel
• Clear all non-essential personnel from the immediate vicinity
• Close all access doors and stop all non-closed circuit ventilation
• Make preparations for the vessel to leave the berth
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7.2.4 Deck Valve and Deck Pipeline Leakage

If leakage develops from a pipeline, valve, loading arm or cargo hose, operations through that connection should
be stopped and the situation treated as an emergency until the cause has been determined and the defect
remedied.
If a pipeline, hose or loading arm bursts or if there is an overflow from the containment area all cargo and
bunkering operations should be stopped and the situation treated as a cargo spill.
7.2.5 Tank Leakage within the Ship

Leakage from a cargo tank into a void space or ballast tank may cause damage to materials, cause an explosive
atmosphere and put personnel at risk. Before any enclosed/confined space entry contact with company immediately
and do not enter without approval of Company.
Spills in confined spaces such as pumprooms should, as far as is practicable, be contained and then treated and
collected for safe disposal. Spills may be contained by the use of dry sand, earth or proprietary chemicals.
Untreated acid spillage should be prevented from reaching entering mild steel areas of the ship as rapid corrosion
can occur with possible fatal consequences.
Leakages from one tank to another where chemicals may become mixed, should be treated with utmost care
and, if time permits, specialist advice sought on the possible risks.
A non-cargo space into which chemical has leaked should be treated as a cargo space and the same precautions
taken. It should be inerted (wherever possible and acceptable), cleaned and gas freed before any attempt is made
to repair.
The actions to be taken in the event of a leak age within the vessel should, as a minimum, include the
following:-
• Identify the products involved and the risks associated with them
• Clear the immediate vicinity of all non-essential personnel
• Identify the location of the leak
• If possible, transfer the contents of the leaking tank into an empty tank
• Notify the Port Authorities and operators of the vessel
• Commence remedial measures
7.2.6 Emergency Discharge of Jettison of Cargo
The jettisoning of cargo is an extreme measure which is justified only in the event of saving lives or where the
integrity of the ship is compromised, all possible alternative solutions must be considered with due regard to
stability and reserve buoyancy. If it is necessary to jettison cargo, there is the possibility of a release of large
amounts of flammable and toxic vapours and the following should be considered.
• Master to activate ERT and consult ECM and relevant checklist
• The ER should be alerted and dependent on the circumstances prevailing at the time,
consideration should be given to changing over ER suctions from high to low level.
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• Discharge should take place through a sea valve and wherever possible, on the side opposite
to sea inlets
• All non-essential inlets should be closed
• If discharge has to take place via a flexible hose, the end should be secured below sea level
• If there exists the possibility of flammable vapour or toxic gas release on the deck area, all
necessary safety precautions must be observed
• A radio warning should be broadcast to vessels in the vicinity
7.2.7 Notification of Spillage into the Sea

Any incident, whether accidental or intentional, concerning the discharge of Noxious Liquids into the sea, whether
in harbour or at sea, must be reported to the proper authorities, a list of which can be found in the SMPEP manual.
7.2.8 Control of Discharge of Oil (within special areas and outside special areas)
Oil-contaminated bilge water shall NOT be discharged overboard whilst the ship is within 12 nautical miles of a
coastal state either directly or through an oily water separator, (refer to MARPOL annex I "nearest land" definition).
7.2.9 Special Areas (outside of port limits as per Marpol Annex I, Ch.15)
ALL the following points shall be adhered to ALL ships.
For a detailed parameters of the special areas, refer to Marpol 73/78 annex I, In brief the areas are:
The: Mediterranean Sea, Black Sea, Baltic Sea, Red Sea, Persian Gulf, Gulf of Aden and Antarctic Sea and NW
European waters Oman Aera of Arab Sea Southern African Waters
Any discharge into the sea (in special areas) of oil or oily mixtures in special area shall be prohibited except when
all of the following conditions have been satisfied:
a) The ship is proceeding en route.

b) The oily mixture is processed through an oil filtering equipment meeting the requirements of regulation
14.7 of Marpol Annex I.
c) The oil content of the effluent without dilution does not exceed 15 parts per million.
d) The oily mixture does not originate from cargo pump-room bilges on oil tankers: and,
e) The oily mixture, in case of oil tankers is not mixed with oil cargo residues.
f) The ship has in operation an oil filtering system equipped with an alarm and automatic stopping device or
3 way valves which will ensure that the discharge is automatically stopped when the oil content of the
effluent exceeds 15 ppm.
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In respect of the ANTARCTIC AREA, any discharge into the sea of oil or oily mixtures from any ship SHALL BE
PROHIBITED.
7.2.10 Outside Special Areas

ALL the following points shall be adhered to by ALL ships.
Any discharge into the sea (outside special areas) of oil or oily mixtures shall be prohibited except when all of the
following conditions have been satisfied:
a) The ship is proceeding en route.
b) The oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14
of Marpol Annex I.
c) The oil content of the effluent without dilution does not exceed 15 parts per million.
d) The oily mixture does not originate from cargo pump-room bilges on oil tankers: and,
e) The oily mixture, in case of oil tankers is not mixed with oil cargo residues.
7.2.11 Any oil tanker must comply with the relevant provisions of Marpol 73/78 as appropriate for the discharge of
machinery space bilges which does not originate from cargo pump-room and are not mixed with cargo oil residues.
For an oil tanker, cargo pump-room bilges and any machinery space bilges mixed with cargo oil residues may be
transferred to the slop tank which may be discharged overboard as detailed in Marpol 73/78.
Any arrangements provided for machinery space bilge discharges into slop tanks incorporate adequate means to
prevent any back flow liquid cargo or gases into the machinery spaces.
7.2.12 Personnel Exposure to Chemicals, Noxious Liquids and Fumes

Unplanned exposure of personnel to toxic or corrosive fumes or liquid should always be treated as an emergency
and in serious cases the emergency team should be mobilized and the rescue plan put into operation.
Additional SCBA should be available at work stations on the main deck.
First Aid should be administered as documented in the MSDS, however, the Master must evaluate the
seriousness of the exposure and, if in doubt, seek further advice regarding treatment.
Officers must be trained in essential Firs Aid measures for the cargoes to be carried.
In the event of a serious leakage resulting in large concentrations of fumes, consideration must be given to the
organization of alternative mustering points inside the accommodation in order for personnel to don the Escape
Sets located at various work places and in cabins, prior to an orderly evacuation of the vessel, should this be
necessary. Regular drills utilizing this scenario should be practiced.
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8.1 STATIC ELECTRIC, CARGOES WHICH CONTAIN STATIC ELECTRIC AND PRECAUTIONS
8.1.1 General
Definition: The electricity produced by movement between dissimilar materials through physical
Contact and separation
Static electricity presents fire and explosion hazards during the handling of petroleum and during other tanker
operations such as tank cleaning, dipping, ullaging and sampling. Certain operations can give rise to
accumulations of electric charge that may be released suddenly in electrostatic discharges with sufficient energy to
ignite flammable hydrocarbon gas/air mixtures. There is, of course, no risk of ignition unless a flammable mixture
is present. There are three basic stages leading up to a potential electrostatic hazard:
_ Charge separation.
_ Charge accumulation.
_ Electrostatic discharge.
All three of these stages are necessary for an electrostatic ignition of a flammable atmosphere
8.1.1.1 Charge Separation
Whenever two dissimilar materials come into contact, charge separation occurs at the interface.
The interface may be between two solids, between a solid and a liquid or between two immiscible liquids. At the
interface, a charge of one sign (say positive) moves from material A to material B so that materials A and B
become respectively negatively and positively charged. While the materials stay in contact and immobile relative to
one another, the charges are extremely close together. The voltage difference between the charges of opposite
sign is then very small, and no hazard exists. However, when the materials move relative to one another, the
charges can be separated and the voltage difference increased.
The charges can be separated by many processes. For example:

- The flow of liquid petroleum through pipes.
- Flow through fine filters (less than 150 microns) that have the ability to charge fuels to a very high level, as
a result of all the fuel being brought into intimate contact with the filter surface where charge separation
occurs.
- Contaminants, such as water droplets, rust or other particles, moving relative to oil as a result of
turbulence in the oil as it flows through pipes.
- The settling of a solid or an immiscible liquid through a liquid (e.g. water, rust or other particles through
petroleum). This process may continue for up to 30 minutes after completion of loading into a tank.
- Gas bubbles rising up through a liquid (e.g. air, inert gas introduced into a tank by the blowing of cargo
lines or vapor from the liquid itself, released when pressure is dropped). This process may also continue
for up to 30 minutes after completion of loading.
- Turbulence and splashing in the early stages of loading oil into an empty tank. This is a problem in the
liquid and in the mist that can form above the liquid.
- The ejection of particles or droplets from a nozzle (e.g. during steaming operations or injection of inert
gas).
- The splashing or agitation of a liquid against a solid surface (e.g. water washing operations or the initial
stages of filling a tank with oil).
- The vigorous rubbing together and subsequent separation of certain synthetic polymers (e.g. the sliding of
a polypropylene rope through gloved hands).
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When the charges are separated, a large voltage difference can develop between them. A voltage distribution is
also set up throughout the neighboring space and this is known as an electrostatic field
Charge Accumulation
Charges that have been separated attempt to recombine and to neutralize each other. This process is known as
‘charge relaxation’. If one or both of the separated materials carrying charge is a very poor electrical conductor,
Recombination is impeded and the material retains or accumulates the charge upon it. The period of time for
which the charge is retained is characterized by the relaxation time of the material, which is related to its
conductivity; the lower the conductivity, the greater the relaxation time. If a material has a comparatively high
conductivity, the recombination of charges is very rapid and can counteract the separation process, and
consequently little or no static electricity accumulates on the material. Such a highly conductive material can only
retain or accumulate charge if it is insulated by means of a poor conductor, and the rate of loss of charge is then
dependent upon the relaxation time of this lesser conducting material. The important factors governing relaxation
are therefore the electrical conductivities of the separated materials, of other conductors nearby, such as ship’s
structure, and of any additional materials that may be interposed between them after their separation.
Electrostatic Discharge
Electrostatic discharge occurs when the electrostatic field becomes too strong and the electrical resistance of an
insulating material suddenly breaks down. When breakdown occurs, the gradual flow and charge recombination
Associated with relaxation is replaced by sudden flow recombination that generates intense local heating (e.g. a
spark) that can be a source of ignition if it occurs in a flammable atmosphere. Although all insulating media can be
Affected by breakdowns and electrostatic discharges, the main concern for tanker operations is the prevention of
discharges in air or vapor, so as to avoid sources of ignition. Electrostatic fields in tanks or compartments are not
uniform because of tank shape and the presence of conductive internal protrusions, such as probes and structure.
The field strength is enhanced around these protrusions and, consequently, that is where discharges generally
occur. A discharge may occur between a protrusion and an insulated conductor or solely between a
Conductive protrusion and the space in its vicinity, without reaching another object
8.1.1.2 Classifying of Chemical Products due to Electric Charge Accumulate ;
Non accumulators;
Example;
• Alcohol
• Ketons
Accumulators which conductor ability poor;
• White sprite
• Naphtha
• Lubricating oil
• Solvent
• Aromatic products
Products which has low pressure flash point is over 38degC and loading temperature is lower 8degC flash point
chemical products after discharging should be gas freed under 10% L.E.L
Intermediate vapour pressure product (IVP) during loading (T: 0-38degC). These products are flammable vapour
pressure rate lower than o, 345bar or flash point lower than 38degC.
• They should avoid mixing by water,

• Loading rate at beginning should not be over 1m/sec. Here is the below rates corresponding to 1m/sec;
For 3inch line-16cubm
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• Although loading rate restriction would be carried out, during loading and until 30 minutes after completion
of loading, any conductive type portable ullage tape meter, sample device, thermometer etc. shouldn't be
used.
• Un-conductive appliances devices cannot be used, all ropes have to be manila or cotton, and hand-made
synthetic polymer ropes shouldn't be used.
• Floating gauge system is safe against for static electric's danger
High vapour pressure products (HVP);
Chemical products which liquid vapour pressure rates are higher than 0.345bar loading should be adjusted due to
UFL, during loading always give sufficient void space which content over UFL vapour mixing. If loaded cargo
temperature in tank under 0 deg C, at any moment flammable rich vapour mixing by air will be in tank, so all
precautions above mentioned at IVP should be carried out.
8.1.1.3 Precautions against Electrostatic Hazards
• During loading, discharging of static electric producing chemical products,

• Tank cleaning
• Steaming,
Overview
Whenever a flammable atmosphere could potentially be present, the following measures must be taken to prevent
electrostatic hazards:
The bonding of metal objects to the metal structure of the ship to eliminate the risk of spark discharges between
metal objects that might be electrically insulated. This includes metallic components of any equipment used for
Dipping, ullaging and sampling.
The removal from tanks or other hazardous areas of any loose conductive objects that cannot be bonded.
Restricting the linear velocity of the cargo to a maximum of 1 meter per second at the individual tank inlets during
the initial stages of loading, i.e. until:
a) The filling pipe and any other structure on the base of the tank has been submerged to twice the filling pipe
diameter in order that all splashing and surface turbulence has ceased and
b) Any water collected in the pipeline has been cleared. It is necessary to load at this restricted rate for a period of
30 minutes or until two pipeline volumes (i.e. from shore tank to ship’s tank) have been loaded into the tank,
whichever is the lesser.
c) Continuing to restrict the product flow to a maximum of 1 m/s at the tank inlet for the whole operation unless the
product is ‘clean’. A ‘clean’ product, within this context, is defined as one which contains less than 0.5% by
Volume of free water or other immiscible liquid and less than 10 mg/l of suspended solids1.
Avoiding splash filling by employing bottom entry using a fill pipe terminating close to the bottom of the tank.
d) Max flow rate should not increase more than 7m/sec while loading in non-inert atmosphere.
The following additional precautions should be taken against static electricity during ullaging, dipping, gauging or
sampling of static accumulator oils:
a) Banning the use of all metallic equipment for dipping, ullaging and sampling during loading and for 30
minutes after completion of loading. After the 30 minute waiting period, metallic equipment may be used
for dipping, Ullaging and sampling, but it must be effectively bonded and securely earthed to the structure
of the ship before it is introduced into the tank, and must remain earthed until after removal.
b) Banning the use of all non-metallic containers of more than 1 liter capacity for dipping, ullaging and
sampling during loading and for 30 minutes after completion of loading.
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Operations carried out through a correctly designed and installed sounding pipe are permissible at any time. It is
not possible for any significant charge to accumulate on the surface of the liquid within the sounding pipe and
therefore no waiting time is required. However, the precautions to be observed against introducing charged objects
into a tank still apply and if metallic equipment is used it should be bonded before being inserted into the sounding
pipe.
Bonding
The most important countermeasure that must be taken to prevent an electrostatic hazard is to bond all metallic
objects together to eliminate the risk of discharges between objects that might be charged and electrically
insulated.
To avoid discharges from conductors to earth, it is normal practice to include bonding to earth (‘earthing’ or
‘grounding’). On ships, bonding to earth is effectively accomplished by connecting metallic objects to the metal
structure of the ship, which is naturally earthed through the sea.
Some examples of objects which might be electrically insulated in hazardous Situations and which must therefore
be bonded are:
a) Ship/shore hose couplings and flanges, except for the insulating flange or Single length of non-conducting
hose required to provide electrical isolation between the ship and shore.
b) Portable tank washing machines.
c) Manual ullaging and sampling equipment with conducting components.
The float of a permanently fitted ullaging device if its design does not provide an earthing path through the
Metal tape.
Any earthing or bonding links used as a safeguard against the hazards of static electricity associated with portable
equipment must be connected whenever the equipment is set up and not disconnected until after the equipment is
no longer in use.
Other Sources of Electrostatic Hazards
Fixed Equipment in Cargo Tanks

A metal probe, remote from any other tank structure but near a highly charged liquid surface, will have a strong
electrostatic field at the probe tip. Protrusions of this type may be associated with equipment mounted from the top
of a tank, such as fixed washing machines or high level alarms. During the loading of static accumulator oils, this
strong electrostatic field may cause electrostatic discharges to the approaching liquid surface. Metal probes of the
type described above can be avoided by installing the equipment adjacent to a bulkhead or other tank structure to
reduce the electrostatic field at the probe tip. Alternatively, a support can be added running from the lower end of
the probe downward to the tank structure below, so that the rising liquid meets the support at earth potential rather
than the insulated tip of a probe. Another possible solution, in some cases, is to construct the probe-like device
entirely of a non-conductive material. These measures are not necessary if the ship is limited to crude or black oil
service or if the tanks are inerted.
Water Mists
The spraying of water into tanks, for instance during water washing, gives rise to electrostatically charged mist.
This mist is uniformly spread throughout the tank being washed. The electrostatic levels vary widely from tank to
tank, both in magnitude and in sign.
When washing is started in a dirty tank, the charge in the mist is initially negative, reaches a maximum negative
value, then goes back through zero and finally rises towards a positive equilibrium value. It has been found that,
Among the many variables affecting the level and polarity of charging, the characteristics of the wash water and
the degree of cleanliness of the tank have the most significant influence. The electrostatic charging characteristics
of the water are altered by re-circulation or by the addition of tank cleaning chemicals, either of which may cause
very high electrostatic potentials in the mist. Potentials are higher in large tanks than in small ones. The size and
number of washing machines in a tank affect the rate of change of charge, but they have little effect on the final
equilibrium value.
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The charged mist droplets created in the tank during washing give rise to an electrostatic field, which is
characterized by a distribution of potential (voltage) throughout the tank space. The bulkheads and structure are at
earth (zero) potential and the space potential increases with distance from these surfaces and is highest at points
furthest from them. The field strength, or voltage gradient, in the space is greatest near the tank bulkheads and
structure, more especially where there are protrusions into the tank. If the field strength is high
Enough, electric breakdown occurs into the space, giving rise to a corona. Because protrusions cause
concentrations of field strength, a corona occurs preferentially from such points. A corona injects a charge of the
opposite sign into the mist and is believed to be one of the main processes limiting the amount of charge in the
mist to an equilibrium value. The corona discharges produced during tank washing are not strong enough to ignite
the hydrocarbon gas/air mixtures that may be present.
8.1.1.4 Precautions during Tank Cleaning Procedures
Non-inert cargo tank washing should only be undertaken when both the source of ignition and the flammability of
the tank atmosphere are controlled. To achieve this, the following precautions to control ‘sources of ignition’ and
‘fuel’ MUST be taken for tank washing operations in a non-inert atmosphere condition. The flow chart in company
form CT VO 32 to be followed.
Before Washing:
The tank bottom should be flushed with water, so that all parts are covered, and then stripped. This flush should
be undertaken using the main cargo pumps and lines. Alternatively, permanent pipework extending the full depth
of the tank should be used. This flush should not be undertaken using the tank washing machines.
The piping system, including cargo pumps, crossovers and discharge lines, should also be flushed with water. The
flushing water should be drained to the tank designed or designated to receive slops.
The tank should be ventilated to reduce the gas concentration of the atmosphere to 10% or less of the Lower
Flammable Limit (LFL). Gas tests must be made at various levels and due consideration should be given to the
possible existence of pockets of flammable gas, in particular in the vicinity of potential sources of ignition such as
mechanical equipment that might generate hot spots, e.g. moving parts such as found in in-tank (submerged)
cargo pump impellors.
Tank washing may only commence once the tank atmosphere reaches 10% or less of the LFL.
During Washing:
_Atmosphere testing should be frequent and taken at various levels inside the tank during washing to monitor the
change in LFL percentage.
Consideration should be given to the possible effect of water on the efficiency of the gas measuring equipment
and therefore to suspension of washing to take readings.
Mechanical ventilation should, whenever possible, be continued during washing and to provide a free flow of air
from one end of the tank to the other.
The ability to mechanically ventilate concurrent with tank washing is recommended but, where mechanical
ventilation is not possible, the monitoring of the tank atmosphere should be
More frequent as the likelihood of rapid gas build-up is increased.
The tank atmosphere should be maintained at a level not exceeding 305% LFL. Should the gas level reach 305%
LFL at any measured location within a tank, tank washing operations in that individual tank MUST immediately
cease.
Washing may be resumed when continued ventilation has reduced and is able to maintain the gas concentration at
10% or less of the LFL.
If the tank has a venting system that is common to other tanks, the tank must be isolated to prevent ingress of gas
from other tanks.
To Control the ‘Sources of Ignition’ in the Tank

a) Individual tank washing machines should not have a throughput greater than 60 m3/h.
b) The total water throughput per cargo tank should be kept as low as practicable and must not exceed 180 m3/hr.
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c) Different washing methods give rise to differing risks and the following should be followed for tank washing in
non-inert conditions:
Recirculated wash water MUST NOT be used.

Heated wash water may be utilized, but use should be discontinued if the gas concentration reaches 305% of the
LFL. A hot wash for a low flashpoint product should ONLY take place following a full (i.e. top to bottom) cold wash
Cycle.
If the hot wash water temperature is above 60ºC, monitoring of the gas concentration level should be at an
Increased frequency.
Chemical additives may only be considered if the temperature of the wash water DOES NOT exceed 60ºC.
Steam must never be injected into the tank when tank washing in non-inert conditions and MUST NOT be
Considered until the tank has been verified as gas free
d) The tank should be kept drained during washing. Washing should be stopped to clear any build-up of wash
water.
e) At all times, the discharge into the wash water reception/slop tank should be below the liquid level in that tank.
f) If portable washing machines are used, all hose connections should be made up and tested for electrical
continuity before the washing machine is introduced into the tank. Portable washing machines should not be
introduced into the tank until the LFL level is 10% or less. Connections should not be broken until after the
machine has been removed from the tank. To drain the hose, a coupling may be partially opened (but not broken)
and then re-tightened before the machine is removed.
g) The introduction of sounding rods and other equipment into the tank should be made utilizing a full depth
sounding pipe. If full depth sounding pipe is not fitted, it is essential that any metallic components of the sounding
rod or other equipment are bonded and securely earthed to the ship before introduction into the tank, and remain
earthed until removed.
This precaution should be observed during washing and for five hours thereafter to allow sufficient time for any
mist carrying a static charge to dissipate. If, however, the tank is continuously mechanically ventilated after
washing, this period can be reduced to one hour. During this period:
An interface detector of metallic construction may be used if earthed to the ship by means of a clamp or bolted
metal connection.
A metal rod may be used on the end of a metal tape if earthed to the ship by means of a clamp or bolted metal
Connection.
A metal sounding rod suspended on a fibre rope should NOT be used, even if the end at deck level is fastened to
The ship because the rope cannot be relied upon to provide
an earthing path.
Equipment made entirely of non-metallic materials may, in general, be used, for example a wooden sounding rod
may be suspended on a natural fiber rope without earthing.
Ropes made of synthetic polymers should NOT be used for lowering equipment into cargo tanks.
h) Measures should be taken to guard against ignition from mechanical defect of machinery, e.g. in-tank
(submerged) cargo pumps, tank washing machines, tank gauging equipment etc.
i) Precautions should be taken to eliminate the risk of mechanical sparks from, for example, metallic objects such
as hand tools, sounding rods, sample buckets etc. being dropped into the tank.
j) The use of non-intrinsically safe equipment, for example, torches and inspection lamps, mobile phones,
communications radios, handheld computers and organizers etc. should NOT be allowed.
Portable Tank Washing Machines and Hoses
The outer casing of portable machines should be of a material that will not give rise to an incentive spark on
contact with the internal structure of a cargo tank. The coupling arrangement for the hose should be such that
effective bonding can be established between the tank washing machine, the hoses and the fixed tank cleaning
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water supply line. Washing machines should be electrically bonded to the water hose by means of a suitable
connection or external bonding wire. When suspended within a cargo tank, machines should be
Supported by means of a natural fibre rope and not by means of the water supply hose.
8.1.2 Chemical Products List Which Produces Static Electric
1,2-Butylene oxide
1,2-Dichloropropane
1,3-Pentadiene (greater than 50%), cyclopentene and isomers, mixtures
1,3,5-Trioxane
1,3-Cyclopentadiene dimer (molten)
1,3-Dichloropropene
1,3-Pentadiene
1,4-Dioxane
1,5,9-Cyclododecatriene
2,2,4-Trimethyl-1,3-pentanediol-1-isobutyrate
2-Ethoxyethyl acetate
2-Ethylhexyl acrylate
Acetic acid
Acetic anhydride
Acetone
Acrylonitrile
Noxious liquid, F, (10) n.o.s. (Additive ED95 102, contains Methyl tert-butyl ether) ST3, Cat. Z
Noxious liquid, F, (8) n.o.s. (Alkaline, contains Mineral oil) ST3, Cat. Y
Alkanes (C10-C26), linear and branched (Flashpoint >60C)
Alkanes (C10-C26), linear and branched (Flashpoint <=60C)
Alkanes (C6-C9)
Alkyl (C3-C4) benzenes
Alkyl (C5-C8) benzenes
Alkylbenzene mixtures (containing at least 50% of toluene)
Allyl alcohol
Allyl chloride
alpha-Methylstyrene
alpha-Olefins (C6-C18) mixtures
Aniline
Aromatic Oil (excluding Vegetable Oil)
Noxious liquid, NF, (7) n.o.s. (ASH 1925, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (ASH 2636, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (ASH-H, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (ASH-M, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Automotive Gasoline
Aviation alkylates (C8 paraffins and iso-paraffins BPT 95 - 120°C)
Aviation Gasoline
Base Oil
Benzene and mixtures having 10% benzene or more
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Bio-fuel blends of Diesel/gas oil and Alkanes (C10-C26), linear and branched, flashpoint ≤60°C (>25% but <99% by
volume)
Bio-fuel blends of Gasoline and Ethyl alcohol (>25% but <99% by volume)
BK Gasoline contains: Benzene and 1,3-Cyclopentadiene dimer (molten)
BK Reformed/Platformed Gasoline contains: 1,3-Cyclopentadiene dimer (molten) and styrene
Butyl acrylate (all isomers)
Butyl methacrylate
Butyraldehyde (all isomers)
Noxious liquid, F, (4) n.o.s. (C9/C10 AROMATICS, contains Trimethylbenzene (all isomers)) ST2, Cat. X
C9-Resinfeed (USA)
Noxious liquid, NF, (7) n.o.s. (CF 2000, contains Iso- and cycloalkanes (C10-C11) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (CF 2100, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (CFX 2000, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (CFX 2100, contains Iso- and cycloalkanes (C10-C11) ST3, Cat. Y
Chlorobenzene
Coal tar naphtha solvent
Crotonaldehyde
Cycloheptane
Cyclohexane
Cyclopentane
Cyclopentene
Decene
Noxious liquid, F, (10) n.o.s. (DenatMix, contains Methyl tert-butyl ether) ST3, Cat. Z
Dichloropropene/Dichloropropane mixtures
Dicyclopentadiene, Resin Grade, 81-89%
Diesel Oil
Diethyl ether
Diisobutyl ketone
Diisobutylamine
Diisobutylene
Diisopropylamine
Diisopropylbenzene (all isomers)
Dimethylethanolamine
Di-n-propylamine
E85 VSS
E85 VWS
E90 (Fuelstreamers, Inc.)
E90 (Shell)
Noxious liquid, F, (8) n.o.s. (EPF S20, contains Alkanes (C6-C9)) ST3, Cat. Y
Epichlorohydrin
Noxious liquid, NF, (3) n.o.s. (Escaid 100, contains Alkyl (C5-C8) benzenes) ST2, Cat. X
Noxious liquid, NF, (7) n.o.s. (Escaid 110, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Escaid 120, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, F, (8) n.o.s. (Etamax B(s), contains Mineral Oil) ST3, Cat. Y
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Noxious liquid, F, (8) n.o.s. (Etamax B(w), contains Mineral Oil) ST3, Cat. Y
Noxious liquid, F, (10) n.o.s. (Etamax D, contains Methyl tert-butyl ether) ST3, Cat. Z
Ethyl acetate
Ethyl acrylate
Ethyl amyl ketone
Ethyl methacrylate
Ethyl propionate
Ethyl tert-butyl ether
Ethylamine
Ethylbenzene
Ethylcyclohexane
Ethylene dichloride
Ethylene oxide/Propylene oxide mixture with an ethylene oxide content of not more than 30% by mass
Ethylenediamine
Noxious liquid, NF, (7) n.o.s. (Exxal 7 Alcohol, contains Heptanol (all isomers)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exx-Print M 75 A, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exx-Print T 76 A, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exx-Print T 82A, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exxsol D 100, contains Alkyl (C5-C8) benzenes) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exxsol D 100 S, contains Alkyl (C5-C8) benzenes) ST3, Cat. Y
Noxious liquid, NF, (9) n.o.s. (Exxsol D120, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, NF, (7) n.o.s. (Exxsol D 130 Fluid, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (9) n.o.s. (Exxsol D 140, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, NF, (7) n.o.s. (Exxsol D 180/200 SP, contains Iso- and cylcloalkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (9) n.o.s. (Exxsol D 220/230, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, NF, (3) n.o.s. (Exxsol D 30, contains Alkanes (C6-C9)) ST2, Cat. X
Noxious liquid, NF, (5) n.o.s. (Exxsol D 40, contains Alkanes (C6-C9)) ST2, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exxsol D 60, contains Iso- and cylcloalkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exxsol D 80, contains Iso- and cylcloalkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Exxsol D110, contains Alkyl (C5-C8) benzenes) ST3, Cat. Y
Noxious liquid, NF, (9) n.o.s. (Exxsol D60(S), contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, NF, (9) n.o.s. (Exxsol D95, contains iso-& cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, F, (4) n.o.s. (Exxsol DSP 100/140, contains Alkanes (C6-C9)) ST2, Cat. X
Noxious liquid, F, (4) n.o.s. (Exxsol DSP 145/160, contains Alkanes (C6-C9)) ST2, Cat. X
Noxious liquid, F, (4) n.o.s. (Exxsol DSP 60/95 S, contains Alkanes (C6-C9)) ST2, Cat. X
Noxious liquid, F, (4) n.o.s. (Exxsol DSP 60/95 SH, contains Alkanes (C6-C9)) ST2, Cat. X
Fraction C6 contains: Benzene
Fraction C7 contains: Toluene
Fraction TX contains: Toluene
Fuel Oil No. 1 (Kerosene)
Fuel Oil No. 1-D
Fuel Oil No. 2
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Fuel Oil No. 2-D

Fuel Oil No. 4
Fuel Oil No. 5
Fuel Oil No. 6
Gas Condensate
Gas Oil – Cracked
Gasoline Blending Component SG90
Gasoline Blending Stocks – Alkylates
Gasoline Blending Stocks – Reformates
Gasoline Casinghead
Gasolines Polymer
Gasolines Straight Run
H.B.M. (Volatile oil) contains: 1,3-Pentadiene
Noxious Liquid, F, (6) n.o.s. (H.B.R. (Volatile Oil), contains Cyclopentane) ST2, Cat. Y
Noxious liquid, NF, (3) n.o.s. (HAN 8070, contains Alkyl (C5-C8) benzenes) ST2, Cat. X
Heptane (all isomers)
Heptene (all isomers)
Hexane (all isomers)
Hexene (all isomers)
Noxious liquid, NF, (5) n.o.s. (Hexene Dimate, contains Nonene all isomers) ST2, Cat. Y
Iso- and cyclo-alkanes (C10-C11)
Iso- and cyclo-alkanes (C12+)
Noxious liquid, NF, (7) n.o.s. (Isopar G, contains Iso- and cycloalkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Isopar H, contains Iso- and cycloalkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (9) n.o.s. (Isopar L, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Noxious liquid, NF, (9) n.o.s. (Isopar M, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Isoprene
Isopropyl acetate
Isopropyl ether
Isopropylamine
Isopropylamine (70% or less) solution
Isopropylcyclohexane
Jet Fuel JP-1
Jet Fuel JP-3
Jet Fuel JP-4
Jet Fuel JP-5
Jet Fuel, Turbo Fuel
Kerosene
Noxious Liquid, F, (6) n.o.s. (LI 200, contains White Spirit, low (15-20%) aromatic) ST2, Cat. Y
Noxious liquid, NF, (5) n.o.s. (LI 220 HF, contains White Spirit, low (15-20%) aromatic) ST2, Cat. Y
Noxious liquid, F, (8) n.o.s. (LI 36, contains Pentane (all isomers)) ST3, Cat. Y
Noxious liquid, F, (4) n.o.s. (LIAV 110, contains Heptane (all isomers)) ST2, Cat. X
Noxious liquid, F, (8) n.o.s. (LIAV 200, contains Iso-and cyclo-alkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (LIAV 230, contains Iso-and cyclo-alkanes (C10-C11)) ST3, Cat. Y
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Noxious liquid, NF, (7) n.o.s. (LIAV 250, contains Iso-and cyclo-alkanes (C10-C11)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (LIAV 270, contains Iso-and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (LIAV 300, contains Iso-and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious Liquid, F, (6) n.o.s. (LIAV 75, contains Hexane (all isomers)) ST2, Cat. Y
Lubricating Oils
Methyl acetate
Methyl acrylate
Methyl alcohol
Methyl amyl ketone
Methyl butyl ketone
Methyl ethyl ketone
Methyl isobutyl ketone
Methyl methacrylate
Methyl propyl ketone
Methyl tert-butyl ether
Methylcyclohexane
Mineral Oil
Mineral Spirits
Noxious liquid, NF, (7) n.o.s. (MOSSPAR 1925, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (MOSSPAR 2636, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (MOSSPAR H, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (MOSSPAR M, contains Iso- and cyclo-alkanes (C12+)) ST3, Cat. Y
Noxious liquid, F, (8) n.o.s. (MOSSPEN 10, contains Pentane (all isomers)) ST3, Cat. Y
Noxious Liquid, F, (6) n.o.s. (MOSSTANOL P, contains Cyclopentanol) ST2, Cat. Y
Motor Oil
n-Alkanes (C10+)
Naphtha Heartcut Distallate Oil
Naphtha Petroleum
Naphtha Solvent
Noxious liquid, NF, (7) n.o.s. (Nappar 10, contains Alkanes (C6-C9)) ST3, Cat. Y
Noxious liquid, NF, (5) n.o.s. (NEXBASE®3020, contains Iso-and cyclo-alkanes (C12+)) ST2, Cat. Y
Nonane (all isomers)
Nonene (all isomers)
n-Propyl acetate
Octane (all isomers)
Octene (all isomers)
Noxious liquid, NF, (5) n.o.s. (Octimise G2003, contains Solvent naphta) ST2, Cat. Y
Noxious liquid, NF, (5) n.o.s. (Octimise G2048, contains Alkyl (C3-C4) benzenes) ST2, Cat. Y
Oils-Clarified
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Olefin mixtures (C5-C15)

Olefin mixtures (C5-C7)
Pentane (all isomers)
Pentene (all isomers)
Propylbenzene (all isomers)
Propylene oxide
Propylene tetramer
Propylene trimer
Pyrolysis gasoline (containing benzene)
RBHC (ExxonMobil) contains: Heptane and benzene
Residual Fuel Oil
Resin oil, distilled
Noxious liquid, F, (4) n.o.s. (SBP 60-95, contains Hexane (all isomers)) ST2, Cat. X
Noxious liquid, F, (6) n.o.s. (SOLGAD 100, contains Alkyl (C3-C4) benzenes) ST2, Cat. Y
Noxious liquid, NF, (3) n.o.s. (SOLGAD 150, contains Alkyl (C5-C8) benzenes) ST2, Cat. X
Noxious liquid, NF, (3) n.o.s. (SOLGAD 150ULN, contains Alkyl (C3-C4) benzenes) ST2, Cat. X
Noxious liquid, NF, (7) n.o.s. (SOLTROL 130, contains Iso-and cyclo-alkanes (C10-C11)) ST3, Cat. Y
Solvent Naphtha
Noxious liquid, NF, (5) n.o.s. (Solvesso 100, contains Alkyl (C3-C4) benzenes) ST2, Cat. Y
Solvesso 150 contains: Naphthalene
Solvesso 150 ND contains: Alkyl (C3-C11) benzenes
Solvesso 200 contains: Naphthalene
Solvesso 200 ND contains: Alkylnaphthalenes
Noxious liquid, NF, (9) n.o.s. (Somentor 32 S, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Z
Spindle Oil
Straight Run Distillates N.O.S.
Styrene monomer
Tetrahydrofuran
Toluene
Transformer Oil
Turbine Oil
Valeraldehyde (all isomers)
Noxious liquid, NF, (7) n.o.s. (Varsol 120, contains Alkyl (C5-C8) benzenes) ST3, Cat. Y
Noxious liquid, NF, (7) n.o.s. (Varsol 140, contains Alkyl (C9+) benzenes) ST3, Cat. Y
Noxious liquid, NF, (3) n.o.s. (Varsol 30, contains Alkanes (C6-C9)) ST2, Cat. X
Noxious liquid, NF, (5) n.o.s. (Varsol 40, contains Alkyl (C3-C4) benzenes) ST2, Cat. Y
Noxious liquid, NF, (3) n.o.s. (Varsol 60 contains Alkyl (C5-C8) benzenes) ST2, Cat. X
Noxious liquid, NF, (3) n.o.s. (Varsol 80 contains Alkyl (C5-C8) benzenes) ST2, Cat. X
Vertical Ethanol gasoline blends
Vinyl acetate
Vinyl ethyl ether
Noxious liquid, NF, (5) n.o.s. (Waxtreat 3553, contains Alkyl (C3-C4) benzenes) ST2, Cat. Y
White spirit, low (15-20%) aromatic
Xylenes
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Noxious Liquid, F, (6) n.o.s. (Xylenes Concentrates, contains Ethylbenzene) ST2, Cat. Y
Xylenes/ethylbenzene (10% or more) mixture
Bio-fuel blends of Diesel/gas oil and Alkanes (C10-C26), linear and branched with a flashpoint > 60°C (>25% but <99%
by volume)
Bio-fuel blends of Diesel/gas oil and FAME (>25% but <99% by volume)
Bio-fuel blends of Diesel/gas oil and Vegetable oil (>25% but <99% by volume)
Renewable Naphtha
Noxious liquid, F, (8) n.o.s. (Articscreen bio, contains Ethyl Alcohol) ST3, Cat. Y
SD Test Commidity
Motor Gasoline (Leaded)
Ultra-Low Sulphur Diesel <10ppm
Kerosene (Dyed)
Diesel Oil (Dyed)
Vacuum Gas Oil
Ultra-Low Sulphur Motor Spirit
Renewable Aviation Fuel
Diesel oil blended with up to 15% Biofuel
Diesel oil blended with up to 5% Biofuel
Somentor 34
C5 Raffinate contains: 1,3-Cyclopentadiene, dimer (molten) and Isoprene
Polyolefin (molecular weight 300+)
Noxious liquid, NF, (7) n.o.s. (Escaid 110 Special Fluid, contains Iso- and cycloalkanes (C12+)) ST3, Cat. Y
Kogasol 56 contains Hexane (all isomers) and Heptane (all isomers)
Noxious liquid, F, (4) n.o.s. (RM 50142, contains Propylene tetramer) ST2, Cat. X
Methyl Cyclopentane
n-Alkanes (C9-C11)
Noxious liquid, F, (4) n.o.s. (RM 50141, contains Propylene tetramer) ST2, Cat. X
Heavy Mineral Oil
See the below table which provides information on the typical conductivity value and classification for a few
cargoes:
Typical Conductivity (Pico

Product Classification
Siemens/metre)
Non-Conductive
Xylene 0.1 Accumulator
Gasoline (straight run) 0.1 to 1 Accumulator
Diesel (ultra-low sulphur) 0.1 to 2 Accumulator
Lube oil (base) 0.1 to 1,000* Accumulator
Commercial jet fuel 0.2 to 50 Accumulator
Toluene 1 Accumulator
Kerosene 1 to 50 Accumulator
Diesel 1 to 100* Accumulator
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Cyclohexane <2 Accumulator

Motor gasoline 10 to 300* Accumulator
Semi-Conductive
Fuel with anti-static additive 50 to 300 Non-accumulator
Heavy black fuel oils 50 to 1,000 Non-accumulator
Conductive crude >1,000 Non-accumulator
Bitumen >1,000 Non-accumulator
Alcohols 100,000 Non-accumulator
Ketones 100,000 Non-accumulator
Conductive
Distilled water 1,000,000,000 Non-accumulator
Water 100,000,000,000 Non-accumulator
8.1.3 Clothing and Foot Wear
People who are insulated from earth by their footwear or the surface on which they are standing can become
electrostatically charged. This charge can arise from physical separation of insulating materials caused, for
instance, by walking on a very dry insulating surface (separation between the soles of the shoes and the surface)
or by removing a garment. Experience over a very long period indicates that electrostatic discharges
Caused by clothing and footwear do not, however, present a significant hazard in the oil industry. This is especially
true in a marine environment where surfaces rapidly become contaminated by deposits of salt and moisture that
Reduce electrical resistances, particularly at high humidity.
8.1.4 Synthetic Materials
An increasing number of items manufactured from synthetic materials are being offered for use on board ships. It
is important that those responsible for their provision to tankers should be satisfied that, if they are to be used in
Flammable atmospheres, they will not introduce electrostatic hazards.
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8.2 GENERAL WORK PRECAUTIONS
8.2.1 Definition and Categorization of Explosion Protection Equipment
Electrical apparatus intended for use in dangerous spaces follow 3 design principles for explosion protection:
- Explosion containment: The apparatus components may be in contact with the explosive atmosphere and
may store electric or thermal energy, sufficient when released (through sparks or heated surfaces
respectively) to cause ignition/explosion of the atmosphere. However the explosion is contained within the
apparatus, due to its robust enclosure construction.
- Segregation: Includes techniques that separate the apparatus electrical components and hot surfaces from
the explosive atmosphere. This is achieved by use of pressurized inert gas surrounding the components or
immersion in oils, resins or special powders.
- Prevention: Apparatus based on the prevention principle are designed so that the electrical components are
incapable of storing electrical energy or dissipating heat sufficient to ignite the explosive atmosphere with
which they come in contact.
Electrical apparatus are categorized according to their design protection type as follows:
- Flameproof Enclosure “d” - Intrinsic safety “ia” and “ib”
- Oil immersion “o” - Increased safety “e”
- Pressurization “p” - Simplified protection “n” (non incendive)
- Sand filling “q” - Encapsulation “m”
- Simple apparatus - Associated Apparatus
Protection type “d” falls under the explosion containment principle. Protection types “o”, “p”, “q” and “m” fall under
the segregation principle. Types “i”, “e” and “n” fall under the prevention principle.
As “simple apparatus” are defined those for which the following electrical values are not exceeded: 1.2V, 0.1A,
20µJ / 25 mW. These are practically incapable of generating an igniting spark or high temperature and therefore
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do not require to be designed under any explosion protection principle. Examples are passive sensors, like
thermocouples and resistance detectors.
Associated apparatus are devices, parts of which may be located in the dangerous area and the rest in the gas
safe area. Even when completely located in the gas safe area, parts of them are galvanically connecting the
dangerous area devices to the gas safe area devices. Therefore, associated apparatus must be designed to
ensure that no dangerous voltage or current may be transferred to the dangerous area located apparatus.
Design principles to ensure the above are employed. Typical examples are the use of intrinsic safety principles for
the complete circuit of low secondary voltage transformers in active galvanically isolated barriers and use of zanier
diodes in passive diode barriers.
8.2.2 Identification of Explosion Protection Apparatus and Space Dependent Minimum Explosion
Protection Requirements
Explosion protection apparatus are marked for easy identification with:

- The symbol “Ex” or “EEx”.
- The protection type.
- The gas group for which they are suitable.
- The surface temperature class they will not exceed during operation.
Thus a squirrel cage motor identification label may read: Ex “e” II C T4, meaning protection type “Increased
Safety”, suitable for explosive gases Group II C (acetylene) and maximum component surface temperature during
operation 135 ºC.
Electrical components of a gas detector may be identified as: Ex “ia” II A T6, meaning protection type “Intrinsic
Safety”, suitable for explosive gases Group II A (propane) and maximum component surface temperature during
operation 85 ºC.
A lighting fixture installed in the battery room may read Ex “d” II A T6, meaning protection type “Flame Proof”,
suitable for gases group II A (propane) and maximum component surface temperature during operation 85 ºC.
Associated apparatus are classified in the same manner, with the difference that the type of protection is enclosed
in brackets (e.g. [Ex ia] II C, means associated apparatus category “ia”, suitable for connecting apparatus present
in group II C gas dangerous atmosphere).
8.2.3 Installation, Maintenance and Calibration of Associated /Explosion Protection Apparatus
Explosion protection apparatus are certified for installation in dangerous spaces following careful design,
performance assessment under specific fault conditions and extensive testing.
Similarly the design of associated apparatus ensures, subject to testing, that they are incapable of allowing voltage
and current above specified limits to be transferred to the dangerous area. For this reason their installation
maintenance and calibration must be carried out strictly according to maker’s instructions and by suitably trained
and authorized personnel only. Preferably the maker service engineers should be employed.
Non–qualified personnel intervention or repairs to explosion protection and associated apparatus components,
including protective enclosures and covers, is prohibited. Exception to the above may only be the direct
replacement of standard components, like fuses or replaceable plug-in printed circuit boards. These may be
changed by the shipboard personnel, if and only if this is prescribed by the manufacturer.
Prior and during calibration or programmed maintenance of explosion protection and associated apparatus, the
qualified service engineer, assisted by the C/O and the C/E, depending on the locations and equipment involved,
must take all necessary precautionary measures:
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- Prior to and during the in situ calibration/maintenance, the electrical power must be turned off or if this is
impracticable, the space atmosphere monitored continuously by explosion meter to be out of the explosive
range (maximum acceptable LEL 1%).
- Prior to and during the in situ maintenance, the electrical power must be turned off and the atmosphere
monitored continuously for explosive gases.
- Prior to maintenance of associated apparatus, the electrical power and connections to the dangerous space
apparatus must be isolated.
- Whenever possible, the apparatus must be removed to a gas safe space/workshop and calibration and/or
maintenance carried out therein.
- Disconnected conductors in the dangerous space must be firmly anchored to an electrically safe point (e.g.
grounded to an iso-potential ground system, or secured and fully isolated between each other and other
conductors or the hull to avoid generation of sparks).
- The maintenance and calibration of explosion protection apparatus should be limited to:
i) Disconnection, removal or substitution.
ii) Calibration adjustments necessary to be done.
iii) Maintenance activities clearly specified to be done only in situ by the manufacturer.
8.2.4 Maintenance of Explosion Proof Lighting Fixtures
The following factors must be adhered to when maintaining explosion proof lighting fixtures:
- The flange faces must be clean and without score marks. They must never be cleaned by using metal tools,
to avoid scratches. Use only solvent or plastic scrapers.
- The flange faces must never be allowed to become pitted by corrosion.
- The gap must never be allowed to become blocked by corrosion or any other material. Never allow paint to
intrude into the gap. Never, under any circumstance, seal the gap with tape, putty, etc. Never insert a gasket
between the flange faces.
- The gap width must be checked with a feeler gauge and maintained within the range specified on the
equipment Certificate and in the manufacturer’s instructions. Therefore, whenever the equipment is opened,
even for a bulb change, it must be re-closed using all the securing bolts. Never over tighten the bolts or leave
any loose.
- Cover bolt threads must be clean and undamaged.
- In order to maintain the integrity of the pressure containment structure, the glass cover itself must contain no
hairline cracks, the cover sealing rings must be flexible and non-cracked and the glass ceiling cement must
be unbroken.
- All cable entry covers/plates, glands or stopper plugs must be intact, of the correct type and correctly fitted,
with all fasteners located and secured.
- Only use a bulb of the wattage for which the light is rated. Never use higher wattage bulbs, as this may result
in the equipment becoming hotter than its rated temperature. In case of incandescent bulbs, only types
certified for the particular fixture should be used.
- Check cable clips and cage clips, to ensure that they have not worked loose due to vibration.
- Always ensure that earth or bonding connections remain intact.
8.2.5 Handling Unexpected Malfunction of an Explosion Protection or Associated Apparatus
This paragraph presents actions to be followed in the exceptional case of an explosion protection or associated
apparatus malfunction, between programmed maintenance intervals. This procedure applies to apparatus other
than explosion proof lighting fixtures.
An attempt to proceed to repairs by shipboard personnel should NOT be undertaken beyond the extent and
components prescribed by the manufacturer. In case intervention by shipboard personnel is not allowed, shut
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down and isolation of power supply, as per manufacturer’s instructions, should be performed. Repairs to the
apparatus should be arranged by the Technical department for the first convenient port of call.
The following is a list of basic actions to be followed in case of an explosion protection apparatus malfunction,
which must be supplemented by the equipment manufacturer’s instructions:
- Inform the Company on the malfunction or damage sustained.
- Ensure that all manufacturer’s manuals and drawings are available on board, studied and clearly understood
by the C/E and/or the Electrician. In case of doubt, contact the Company
- In case some extent of repairs is prescribed to be done by non-qualified personnel, ensure necessary tools
and certified original spare components are available on board. Never use non identical spares, as this may
incapacitate the explosion protection capability of the apparatus.
- Ensure that calibration required equipment is available on board for carrying out calibration procedures, if
these are prescribed to be done by non-qualified personnel.
- Disconnect the power supply (and the connections to the dangerous area in case of associated apparatus),
open up the apparatus to the extent allowed to non-qualified personnel and assess condition of
interchangeable components.
- Replace damaged components with original certified spares only.
- Carefully box back the apparatus and connect the power and connections.
- Carry out the apparatus calibration, if required.
- During the intervention to the explosion protection and/or associated apparatus, the following general rules
must never be breached:
i. Avoid intervening with electrical components determining the apparatus intrinsic safety. These are
identified with shading on the printed circuit boards and the connection diagrams.
ii. Do not modify air, surface distances, air gaps of electrical components and conductors and ensure any
gaskets, isolators and spacing collars are refitted upon repairs completion.
iii. Ensure grounding terminals and conductors of enclosures and safety barriers are intact and do not
interfere with them if not allowed.
iv. Ensure power and signal conductors are tight connected to the correct terminals.
8.2.6 Training on the Maintenance of Explosion Proof and Intrinsically Safe Equipment
The vessel’s electrician and the C/E should be familiarized on the maintenance of the available on board
specific explosion-proof and intrinsically safe equipment. This familiarization is, normally, carried out by being
introduced upon embarkation to the existing on board manuals and manufacturer’s instructions, guided by their
predecessor, and documented either in the relevant familiarization records.
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9.0 GAS DETECTION EQUIPMENT
9.1 General
Gas detection equipment is required for ensuring spaces are safe for entry, work or other operations. Their uses
include the detection of:
 Cargo vapour in air, inert gas or the vapour of another cargo.
 Concentrations of gas in or near the flammable range.
 Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
 Toxic gases
In order to monitor the atmosphere within enclosed spaces, especially prior tank entry, several different gas
measuring instruments are required.
In addition to any fixed gas detection system, at least two of the following portable instruments should be available
on board:
 Oxygen analyzers capable of measuring the percentage volume of oxygen;
 Flammable gas indicators capable of measuring the Lower Flammable Limit (LFL) of the
atmosphere; and
 Toxic gas indicators capable of measuring the presence of a specific toxic gas to establish the
risk to personnel.
General Precautions
Using atmosphere monitoring equipment requires care in order to ensure that the readings are accurate,
especially when the lives of personnel depend upon them. The following precautions should be observed:
 The user should be familiar with the limitations and correct use of the instrument;
 The manufacturer’s instructions should be followed;
 The instrument should be calibrated at intervals in accordance with the manufacturer’s
instructions and, where applicable, in compliance with company procedures;
 Records of testing, calibration and any maintenance carried out should be kept and be available
to the user;
 Before use the instrument should be checked and tested in accordance with the manufacturer’s
instructions;
 Span gas, which might be flammable and/or toxic, should be handled with care. It should be
ensured that the specifications of the span gas matches that stipulated by manufacturer;
 All sample lines should be clean, unobstructed, leak free and connected to the correct point.
Sample lines should only be used with the instrument for which they are designed;
 All sample lines should be made of the correct material as specified by the manufacturer.
Incorrect tubing may absorb gas from the sample and cause inaccurate readings;
 For fixed instruments, remote and local read outs should be compared to detect any
discrepancies;
 The performance of most fixed instruments depends on an adequate flow rate, and fluctuations
can cause inaccuracy;
 The battery voltage of portable instruments should be checked; and
 Damage to the instruments by water, steam, other contaminants and mechanical damage should
be guarded against. Particular care should be taken during tank cleaning.
Instruments must always be checked in accordance with PMS and manufacturer’s instructions, additionally the
instruments shall be zeroed, spanned and battery status confirmed where applicable before every use.
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9.2 Minimum Required Gas Detection Equipment on Board
All ships must have below mentioned equipment on board and should be kept ready to use. The calibration of
equipment should be checked before each use.
 Personal multi gas detectors – Minimum stock 4

The personal gas detectors are intended to be used by personnel working with cargo operations, in
enclosed spaces or other work where the gas detector may form a part of the personal protection
equipment (PPE). The instrument shall be capable of measuring multiple gases (CO, H2S, O2 & LEL) and
be fitted without sampling pump or the possibility to turn the sampling pump off.
 Portable multi gas detectors – Minimum stock 2

The portable gas detectors shall be capable of measuring multiple gases (CO, H2S, O2 & LEL) from a
distance further away than the instruments position, such as on top of a tank, pump room or other
spaces with an entrance by the use of a suitable hose and sampling pump.
 Hand pumps for detector tubes – Minimum stock 2 (Not required on dry vessels)
The carriage requirements for gas detector tubes hand pumps are not fulfilled unless suitable detector
tubes are present.
All fleet vessels shall carry below tubes at all times;

 Benzene 0.5/a: 10 pcs
 Hydrogen sulphide 1/c: 10 pcs
It is Master’s responsibility to ensure sufficient number of compatible gas detection tubes are available
for all cargoes carried on board which have “toxic vapor” designation in Summary of minimum
requirements list under IBC code chapter 17.
The tubes should be on board before the cargo is being loaded.
Once such cargoes have been fixed Master is to raise office awareness and confirm if appropriate gas
detection tubes and compatible hand-pump are available on board. If not and in addition to notification
to the office, Master shall raise appropriate [urgent] requisition for required missing items clearly stating
the dead line by which requisitioned items can be received on board.
 Non-Catalytic heated filament gas indicator (e.g. Tankscope)

The tankscope requirements applies to vessels with an inert gas generator or fitted with nitrogen bottle
battery for carrying flammable cargoes in an inert atmosphere. The tankscope shall be capable of
measuring Hydrocarbon in inert atmosphere from a distance further away from the instrument by using
a suitable hose and sampling pump.
The stock of portable gas measuring equipment may form a part of the personal gas measuring
equipment in case such equipment is fitted with a sampling pump the same applies for tank scopes that
may be a part of the portable gas equipment in case the detector can measure hydrocarbons oxygen
deficiency and oxygen present atmosphere and comply with the other requirements.
Any failure of portable detectors must always by supported by a Risk Assessment and appropriate
mitigating measures and immediate reporting to Office.
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9.3 Fixed Gas Detection System
Fixed gas measuring systems where fitted shall be continuously running if the vessel is not in a possession of a
gas freeing certificate or in case of a ballast tank the tank is not empty.
When spaces are automatically monitored for hydrocarbon gas then no manual monitoring is required provided
that the automatic equipment is operational and properly calibrated in accordance with the PMS system and
manufacturer’s instruction manual.
Spaces adjacent to cargo compartments such as ballast water tanks, void spaces and/or pump rooms are to be
manually monitored for hydrocarbon gas within 12 hours after loading flammable cargo and thereafter on a
regular basis and records maintained in the Deck Log Book.
Pump rooms are to be manually monitored at each entry permit issued and at least weekly on voyage for
hydrocarbon gas and in addition any applicable toxic vapour and records maintained in the Deck Log Book
Should any component within a particular fixed gas detection system become defective or is manually
overridden for any valid reason, a risk assessment shall be completed and control measures implemented.
Office must be immediately informed to support in troubleshooting and supply of spares as might be
required.
9.4 Guidelines for atmospheric measuring Equipment’s, their testing & Maintenance
 Test kits for portable equipment testing, incl. span gases (1 set of span gas for each gas to be measured)
 Personal monitors must be also available onboard in adequate quantity for all deck squad operating
during cargo or bunkering operations and this must be addressed through a Risk assessment for
Bunkering during cargo operations.The personal monitors must be able to detect and warn about
atmospheric levels of Oxygen, Hydrocarbons, Carbon Monoxide and Hydrogen Sulphide as a minimum
and moreover for the range of products being carried on case-by-case basis.
 Two tankscopes or equivalent for measuring hydrocarbons on vessel operating with IGS.
 Spare batteries (2 full sets) for all applicable portable equipment.
 Each vessel must maintain an updated inventory with the actual shipboard equipment (including tubes
and associated accessories), which shall facilitate the maintenance, calibration and certification
monitoring, both onboard and ashore.
All the atmospheric monitoring equipment onboard MUST be ensured to be in a proper working condition
and for this purpose, the following measures are taken:
a. Suitable means of calibration are available onboard.
b. Visual conditional checking must be carried out, including replacement of parts, at the manufacturers
recommended intervals. If such recommendations are not available, checking shall be carried out on
monthly intervals, including replacement of parts such as filters on conditional basis. Relevant
monitoring and recordkeeping, including information about parts replacement must be carried out via
the PMS.
c. Pre-operational and monthly operational verification of all atmospheric monitoring equipment must be
carried out by the crew by using suitable span gases of known concentrations, with relevant records
maintained in the equipment inventories as per the relevant QA form and the pre-operational
checklists, as applicable. Verification by using the self-test facility is not sufficient.
d. Service and calibration is carried out by shore qualified technician annually as per manufacturer’s
instructions and records kept in the PMS.
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When any equipment is landed for service, replacement units must be ensured onboard, in order the
above minimum availability policy to be always complied with.
e. Instruments must only be used if the checks indicate that the instrument is giving accurate readings and
their alarms, if fitted, are operating at the pre-determined set points. During extended operations, the
operator must determine the frequency at which operational checks must be made. Instruments not
passing these operational checks must be re-calibrated before they are returned to operational use. If
this is not possible, they must be removed from service and clearly labelled to denote that they are not
to be used.
f. Spare equipment calibrated is stand-by in the office to be dispatched on board, if deemed necessary.
In case of breaking-down of monitoring equipment sets, prior to entering a port the Company shall
arrange delivery of replacement units upon arrival, either forwarding onboard available ready in office
units, or supplying new through the agent from the first available supplier. Until delivery of these units
onboard, commencement of cargo operations is to be postponed.
9.5 Alarm Limits
The multi gas instruments and fixed gas measuring equipment where fitted shall have alarm limit set point for
any valid gas as per below, in case not national laws require other limits. Detector tubes do not have any alarm
and the OEL may be found in the MSDS for the cargo and gas measured.
 Oxygen (O2)
Alarm limit upper: 23%
Alarm limit lower: 19.5%
 Explosive or flammable atmosphere (LEL)
Alarm limit lower: 1% LEL
Alarm limit upper: 10% LEL
 Carbon monoxide (CO)
Alarm limit lower: 25 ppm
Alarm limit upper: 100 ppm
 Hydrogen sulphide (H2S)
Alarm limit lower: 5ppm
Alarm limit upper: 10ppm
9.6 Oxygen Analyzers
Some ships are supplied with a portable oxygen analyzer. This equipment is supplied for use in checking that
spaces to be entered have been properly ventilated. It is also to be used on Tankers, Gas Ships and Chemical
Carriers to check that the atmosphere of inerted tanks remains below 7%.
Two tests should be carried out on the instrument prior to use and a permanent record of readings kept on board.
(11)Zero Adjustment
This is done by using an oxygen-free gas, such as Nitrogen or Carbon Dioxide. Equipment is supplied for this test.
Note that CO2 is paramagnetic and therefore may not give a zero reading on certain instruments.
(b) Span Adjustment

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This must be done in FRESH AIR and the instrument carefully checked that the reading has stabilized at 20.9%
before the atmosphere of any space is tested.
The maker’s instructions for the particular instrument should be followed carefully to ensure that calibration
procedures are correctly carried out. Calibration checks must be carried out every month.
9.7 Explosimeter
The Explosimeter is the name normally associated with the instrument for measuring hydrocarbon gas in air at
concentrations below the Lower Flammable Limit. Its full name is a Catalytic Filament Combustible Gas Indicator.
A full understanding of the construction and principle of an Explosimeter is essential for its safe and efficient use
and it is essential that any person using this instrument carefully studies the operating manual. There is also a
detailed explanation in the ISGOTT carried on tankers.
The Explosimeter measures from 0 to 100% of the Lower Explosive Limit (1.4% by volume). If the gas to air
mixture is above the upper explosive limit (6% by volume) the meter reading will initially rise to give a reading of
100% or above, but will rapidly fall towards zero because the mixture of gas and air in the combustion chamber is
too `rich’ to sustain combustion.
The meter must therefore be constantly observed for this phenomenon, as an apparently safe reading may be
obtained when the atmosphere is in fact highly dangerous.
Calibration checks must be carried out at monthly intervals and when a filament has been changed. Explosimeters
will not read hydrocarbon levels in an inert atmosphere.
9.8 Tankscope
Although similar to the Explosimeter, the `Tankscope’ (or Non-Catalytic Heated Filament Gas Indicator) measures
hydrocarbons in an inert atmosphere. It indicates their presence as a percentage proportion of the whole
atmosphere. The instrument is especially useful during purging with inert gas.
It will indicate when the proportion of hydrocarbons has fallen to a level whereby the atmosphere will remain below
the Lower Explosive Limit (LEL) on the introduction of fresh air. Calibration checks must be carried out at monthly
intervals.
9.9 Toxic Gas Detectors
These detectors measure relatively low concentrations of toxic gases. Such gases may include Carbon Monoxide
or Hydrogen Sulphide.
The type of instrument will normally require a special attachment or tube which the gas is aspirated through. It is
necessary to know in advance what gas is expected in order to choose the correct detection tube. The readings
are to be compared with the occupational exposure limits or threshold value limits.
Chemical detector tubes
These instruments work by drawing a sample of the atmosphere to be tested through a proprietary chemical
reagent in a glass tube specifically designed to measure the product being tested.
The detecting reagent becomes progressively discolored in proportion to the amount of toxic vapour present in the
sample. The length of the discoloration stain provides a measure of the concentration of the chemical vapour
which can be read from the graduated scale printed on the tube. Detector tubes give an accurate indication of
chemical vapour concentration, whatever the oxygen content of the mixture.
It is important that the correct volume of the vapour to be tested is drawn trough the tube, otherwise the
measurement will not be accurate. The length of hose is a critical factor in obtaining a correct reading. The
presence of a second gas may affect readings and cause inaccuracies.
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The storage life of the tubes is limited, and it is necessary to ensure that out of date tubes do not remain available
for use.
Chemical tubes are required to be carried for specific cargoes carried and likely to be carried. The minimum
number of satisfactory tubes should be kept on board. Master should notify company Superintendent and make a
request immediately if vessel fix for carriage of cargo which needed gas test tube other than listed tubes in form.
Sufficient numbers of all tubes must be in date and ready for use as required.
When deciding upon a “sufficient” number, the following criteria should be borne in mind. The number of tanks
being utilized to carry the product. The size of the tanks, bearing in mind that two or three sampling points may
be required to ensure a representative sample is taken.
The fact that each tank may have to be tested at least twice before a safe reading is obtained.
9.10 Combined Function Meter
There are certain instruments which have a combination of functions. Examples of some equipment which may
carried are:
 Draeger Combiwarn: this instrument measures and monitors flammable vapours as a percentage of LEL in
the range of 0 - 50% LEL. It also measures oxygen concentrations. This instrument can be preset to give
audible and visual alarms at specific levels.
 Digiflam 2000: this combines the functions of the Tankscope and an Oxygen meter, its main use being the
monitoring of COW and Inert Gas operations.
 Exotox 40: this is supplied specifically for the use in testing and monitoring the atmosphere of enclosed
spaces. It combines the functions of an Oxygen monitor, and Explosimeter and a toxic gas monitor for
either Carbon monoxide or Hyrogen sulphide. It provides continuous monitoring of all three functions and
has visual and audible alarms.
As with all other instruments the manufacturer’s instructions regarding operation and calibration must be followed
at all times.
9.11 Personal Monitoring Meter
Some instruments can be carried in a pocket such as a Personal Oxygen Meter, used for entry into enclosed
spaces. Such instruments are intended only as a personal monitor and will give an audible and visual alarm if the
Oxygen content falls below its present level. As monitors, they are not designed (and therefore not to be used) for
testing the atmosphere for oxygen or other gases.
Zero and alarm checks are to be made before each use.
9.12 Sample Lines
The material and condition of sample lines can affect the accuracy of gas measurements. Sample tubing which is
cracked or blocked or which has become contaminated with oil or other substances may seriously affect
instrument readings.
The tubing must always be checked before and during use and if necessary be cleaned or replaced. It is also
important to realize the length of tubing and compare to the meter manufacturer’s instructions as to the number of
aspirations per meter length. If this is not done there is a danger that the sample gas may not reach the meter
sensor and therefore give a false reading.
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10. BALLAST OPERATIONS
In addition to the guidance set in this chapter, every vessel is required to comply with the instructions and
procedures laid down in the shipboard Ballast Water Management Manual.
Ballasting operations should be planned along with the cargo plan and should be executed carefully. Stability
parameters shall be maintained as per the cargo plan and any deviation must be done only with the knowledge of
the Master or Chief Officer.
10.1 Ballasting of cargo tanks
If due to any operational requirement the cargo tanks are to be ballasted, the vessel shall follow the procedures as
below:
• Company shall be advised and permission obtained after a formal risk assessment process.
• If the operation is to be done in port, permission from the terminal may be required. The operation should be
under the supervision of the chief officer.
• On a crude vessel, under normal circumstances the cargo tanks to be loaded with any ballast should be
crude oil washed beforehand.
• When staring to ballast, reference should be made to ‘Prevention of oil spillage through cargo pump room
sea valves (for vessels with cargo pump rooms)
Dirty ballast if carried in tanks is to be processed and discharged in accordance with the appropriate procedures
as per guidance received from the office.
During the overboard discharge of ballast frequent visual inspections of the water in the vicinity of the discharge
are to be made to guard against accidental pollution.
10.2 Ballasting and De-Ballasting of Segregated Ballast Tanks
Whenever possible, the initial filling of ballast tanks should be by running in ballast from the sea by gravity in
preference to pumping in ballast. Ballasting should be done as per the cargo plan and no deviations to be allowed
without master/chief officer’s approval.
In general segregated ballast tanks maybe filled to one hundred percent (100%) full but overflowing must not be
used.
The surface of the water in segregated ballast tanks should be visually observed or sampled before commencing
to discharge in order to ensure that the water is not oil contaminated.
If oil pollution of segregated ballast is found, the discharge should only proceed when all appropriate precautions
have been taken to ensure that no oil is discharged overboard. Company should be notified for further instructions
and guidance to handle contaminated ballast.
10.3 Ballast Water Exchange at Sea
It is the company’s policy to use the class approved ballast water exchange plans on board the fleet. All vessels
shall comply with the approved ballast water exchange plan as and when applicable.
10.4 Heavy Weather Ballast Procedures
Ballasting and de-ballasting plans shall include comprehensive plans relating to heavy weather ballasting within
designated cargo tanks. The decision to take heavy weather ballast shall be taken by the Master and must be
made well before the onset of severe weather.
A thorough risk assessment must be undertaken and sent to the Company for approval along with a plan for taking
in heavy weather ballast prior commencing any operations.
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Due regard shall be given to the time required for the operation, stress and stability and also to the sloshing effect
which may take place if weather conditions deteriorate unexpectedly. The expected time of commencement and
completion of the operation must be ascertained with the window period mentioned.
The plan forwarded to the Company for approval must contain as a minimum the following:
• The time when vessel intends to commence and complete the operation.
• Identity of tanks in which heavy weather ballast is to be taken.
• Cleanliness of the tanks, adjacent cargo, sea water compatibility
• Quantity of Heavy weather ballast required (tanks shall not be slack).
• When and where vessel intends to de-ballast the heavy weather ballast
• Stress and stability conditions
• Weather conditions expected during the operation assessed
• Risk assessment for the operation to be carried out and sent to office prior commencing the operation.
The Company must monitor the operation to confirm its safe completion. The Company must be informed once the
operation is completed.
The Chief Officer is responsible for planning and executing the planned operation, thereby ensuring that such
operation is carried out safely. Due regard shall be given to personnel having safe access to deck during the
operation, proper line up and valve setting, tank venting and gauging during this operation.
The Chief Officer will supervise the operation or delegate the supervision to a deck officer or officers after giving
clear instructions, which must be well understood by the officer concerned. Communications must be set up
between the Deck and the Bridge teams. The Bridge team must be updated at regular intervals and as necessary
about the progress of the operation.
10.5 Ballast Operations in Sub-Zero Temperatures
Prior to operating ballast or other systems that may be prone to icing the vent system must be checked for icing.
On commencement of ballasting or de-ballasting the associated tank must be checked for pressurisation or
formation of a vacuum to ensure that the venting system is not blocked.
Following additional precautions shall be taken when vessel intend to carry out ballast operations in sub-zero
temperature:
 Ensure full tanks have sufficient void to allow for expansion.
 Pumps; should have residual water drained back.
 Lines; should have residual water drained back.
 Valves; should be checked for residual water and then closed.
 Vents; should be checked for residual water and ice.
 Where ice is detected it should be dealt with appropriately, most likely the use of steam until all elements
of the system are clear.
 Fire pumps are also sometimes used for ballasting operations. These systems should be cared for in the
same manner as above.
 Option of conducting sea to sea, tank to tank re-circulation and/or air bubbling shall be considered during
intermittent stoppage of operations.
Crew shall be briefed for on-board arrangements and ship specific precautions prior entering into sub-zero
temperature conditions.

Oil / Chemical Tanker Instruction Manual: Controlled Copy #03

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Oil / Chemical Tanker Instruction Manual: Controlled Copy #03

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OIL / CHEMICAL TANKER

CONTROLLED COPY #03

Unauthorized Copies Are Strictly Prohibited

9.0 Amendments to 9.2, 9.3. 30.11.2020 2.00 QHSE Manager

3.0 FUNDAMENTAL CARGO INFORMATION

4.0 CARGO OPERATION PLANING

5.0 SAFE LOADING PRACTICES

6.0 CARGO AND BALLAST HANDLING

6.14 Cargo Cooling 0 31.08.2019

7.0 SAFETY / EMERGENCY PRECAUTIONS

8.0 SAFETY PRACTICES ON BOARD

8.2 General Work Precautions 0 31.08.2019

9.0 GAS DEDECTION EQUIPMENT

10.0 BALLAST OPERATIONS

10.1 Ballasting of Cargo Tanks 1 30.11.2020

Acute Toxic Effect

Alcohol Resistant Foam (Alcohol-type foam)

Auto-ignition Temperature (Autogenously Ignition Temperature; Ignition Temperature)

Boiling Liquid Expanding Vapour Explosion

Certificate of Fitness (COF)

Chemical Absorption Detector (Gas Absorption Detector)

Chronic Toxic Effect

Closed Gauging System (Closed ullaging)

Combustible (also referred to as `Flammable')

Combustible gas indicator (also referred to as ‘Explosimeter’)

Data Sheet (Cargo Information Sheet)

Dry chemical powder

Earthing (also referred to as `Grounding')

Filling limit (or ratio)

Flame (or Gauze) screen

Flammable (also referred to as `Combustible')

Flammable Limits (Explosive Limits)

Flammable range (also referred to as `Explosive range')

Flashlight (also referred to as ‘Torch’)

Foam (also referred to as `Froth')

Foam concentrate (also referred to as `Foam compound')

Gas free certificate

Hot work permit

Inert gas plant

Inert gas plant

Inert gas system (IGS)

Line Design Break Force – (LDBF)

Loading over the top (also referred to as ‘Loading overall’)

Lower flammable limit (LFL)

MAK Values (Maximale Arbeitsplatz-Konzentration)

Material Safety Data Sheet (MSDS)

Mooring winch design heaving capacity

Noxious Liquid Substances

Open gauging system

Oxygen analyser or oxygen meter

Permissible Exposure Limits (PEL)

Permit (to work)

Permit to Work system

Pressure/vacuum relief valve (P/V valve)

Pyrophoric iron sulphide

Reid vapour pressure (RVP)

Relative Vapour Density

Responsible Officer (or Person)

Restricted gauging system

Self stowing mooring winch

Ship Design Minimum Breaking Load – (Ship Design MBL)

Sour crude oil

Static accumulator oil