2nd Mates Handout ARI F3 Pollution Prevention

nd
2 Mates
HANDOUT
Second Mates - HANDOUT
FUNCTION 3
Prepared at ARI; Saket, New Delhi - 110030 Page 386

POLLUTION
PREVENTION

2nd Mate Function Oil Tanker Notes by ARI
HAZARDS OF PETROLEUM
FLAMMABILITY
• When petroleum is ignited, it is the Gas that burns as a visible flame.
• The quantity of Gas given off by petroleum liquid depends on its volatility.
• Petroleum gases will burn only when mixed with air in certain proportions. If
there is too little or too much petroleum gas, the mixture cannot burn.
• The limiting proportions are known as the Lower Flammable Limit and Upper
Flammable Limit respectively. These limits vary according to the different components
of petroleum gases.
• For gas mixtures from petroleum liquids that are likely to be encountered in
normal tanker trades, the overall flammable range is from a minimum Lower Flammable
Limit of about 1% gas by volume in air to a maximum Upper Flammable Limit of
about 10% gas by volume in air.
• As petroleum liquid is heated, the concentration of gas in air above it increases.
The temperature of the liquid at which this concentration reaches the Lower
Flammable Limit is known as the Flashpoint.
GAS DENSITY
• The gases from most petroleum liquids are heavier than Air and Inert Gas.
• These density differences diminish as the gases are diluted with air. Flammable
mixtures usually contain at least 90% by volume of air and consequently have densities
almost indistinguishable from that of air.
TOXICITY
• Toxicity is the degree to which a substance or mixture of substances can harm
humans.
• Toxic substances can harm humans in three main ways:
- by being swallowed (ingestion);
- through skin contact; and
- through the lungs (inhalation).
• Toxic substances can have local effects such as skin or eye irritation, but can also
affect more distant parts of the body.
WAXY CONTENT OF FEW GRADES
• Continued uncertainties in the availability of existing crude supplies have placed
additional significance on the production and transportation of the difficult-to-handle
waxy, high pour point crudes.
• The low sulphur content of many waxy types of crude makes them even more
desirable from an environmental standpoint.
• However, numerous flow problems are related to the normal handling of waxy
crudes:
(1) Temperature must be maintained substantially above the pour point to permit crude
handling,

(2) Transportation costs tend to be much higher because of special pumping and heating
requirements, and
(3) Waxy components are deposited in pipelines and storage tanks, which then must be
pigged or scraped.
STATIC ACCUMULATION
Static accumulator oil
• An oil with an electrical conductivity of less than 50 picoSiemens/metre (pS/m),
so that it is capable of retaining a significant electrostatic charge.
Static electricity
• 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.
• Precautions as per ISGOTT must be taken.
MATERIAL SAFETY DATA SHEETS (MSDS)

• IMO Resolution MSC.150 (77) adopted in June 2003 urges governments to
ensure the supply and carriage of Material Safety Data Sheets for the cargoes.
• This MSDS should be based on the format as suggested by the Resolution.
• It is the responsibility of the Supplier to provide a Tanker that is to load a cargo or
bunker fuel with a Material Data Safety Sheet (MSDS) before loading commences.
• The MSDS should indicate the type and probable concentrations of hazardous or
toxic components particularly H2S and Benzene.
• Provision of an MSDS does not guarantee that all of the hazardous or toxic
components of the particular cargo or bunkers being loaded have been identified or
documented.
• Absence of an MSDS should not be taken to indicate the absence of hazardous or
toxic components.
• Operators should have procedures in place to determine if any toxic components
are present in cargoes that they anticipate may contain them.
• It is the ship’s responsibility to provide the receiver with an MSDS for the cargo
to be discharged.
• The ship must also advise the terminal and any tank inspectors or surveyors if the
previous cargo contained any toxic substances.

FLAMMABILITY DIAGRAM
ADB - Hydrocarbon gas/air mixture (No Inert Gas Content)
CDE – Flammable Envelope
C – Lower Flammable Limit (LFL) (1% by volume)
D – Upper Flammable Limit (UFL) (10% by volume)
E – Minimum O2 required for combustion (~11% by volume)
Note

EXPLANATION OF FLAMMABILE RANGE DIAGRAM / FLAMMABILITY
DIAGRAM
LINE AB
• The line AB represents the condition when no inert gas is present in the mixture
and there are purely air and hydrocarbon gas vapours (arising out of the oil stored in the
tank).
• Line AB and the flammable range in this condition is the straight line between C
and D on the line A and B. Anything above D and below C is safe.
• The region towards the left hand side of the line AB represents inert gas addition.
• Tilt of line towards left is because of relative decrease in Oxygen content when
Hydrocarbon content is increased.
FLAMMABLE ENVELOPE
• A hydrocarbon gas/air mixture would only be flammable when the respective
percentages of hydrocarbon gas and oxygen lie within the FLAMMABLE ENVELOPE.
• On left side of line AB, as the inert gas content increases, the oxygen &
hydrocarbon content reduces. Accordingly, the flammable range decreases in proportion
with it. The lower flammable range progresses along the line CE while the upper
flammable limit decreases rapidly along the line DE. Finally both these lines merge at
point E.
• Thus, when there is about 11.5% oxygen by volume, the flammable range ceases
to exist due to insufficient O2 to support combustion.
THE LOWER AND UPPER FLAMMABLE LIMITS
• LFL & UFL of oil cargoes carried in tankers can, for general purposes, be taken
as 1% and 10% by volume respectively
NON-FLAMMABLE AREA
• The areas outside “flammable envelope” are safe with respect to flammability.
They are marked as “inert”, “too lean” or “too rich”
INERTING
DEFINITION OF INERTING
OR
(REASON FOR INERTING)
• It is the process of introduction of Inert gas into a tank with purpose of reducing
its Oxygen content well below 8%
• Inerting will keep vapour/air mixture outside the flammable range.
INERTING OF LOADED TANKS W.R.T. FLAMMABILITY DIAGRAM

• It is evident from Flammability diagram that as inert gas is added to hydrocarbon
gas/air mixtures, the flammable range progressively decreases until the oxygen content
reaches a level of about 11% by volume, when no mixture can burn.
• The figure of 8% by volume of oxygen allows a safety margin as specified in

ISGOTT.

• As the inert gas content increases, the flammable limit mixture changes as
indicated by the lines CE and DE which finally converge at point E.
• In already Inerted tank, gas/air mixture will follow typical path of “F” to “H”
while remaining out of explosive envelope.
REFER SEPARATE NOTES FOR PROCEDURES FOR INERTING

INERTING OF EMPTY TANKS W.R.T. FLAMMABILITY DIAGRAM :
1. When inerting empty tanks that are gas free, inert gas is introduced through the
distribution system while venting the air inside the tank to the atmosphere.
2. This operation is continued until the oxygen content throughout the tank is not
more than 8% by volume.
3. Air/IG mixture will follow x-axis(Oxygen Axis) from 21% value to another value
under 8%.
TOPPING UP
DEFINITION OF TOPPING UP
OR
REASON FOR TOPPING UP :
The introduction of inert gas into a tank that is already in the inert condition with the
object of raising the tank pressure to prevent any ingress of air is called Topping up.
TOPPING UP OF LOADED TANKS W.R.T. FLAMMABILITY DIAGRAM

Thus location of gas/air mixture does not change on the flammability diagram during
Topping up.
GAS FREEING
DEFINITION OF GAS FREEING :

• It is the process of introduction of fresh air into the tank in order to bring up
Oxygen level to 21% and at the same time reducing content of other toxic gases to
acceptable minimum level.
• Thus, Gas freeing is the process of creating normal atmospheric conditions inside
the tank wherein oxygen level is 21%.
• Purging is done prior gas freeing to keep out of Flammable Envelope.
GAS FREEING W.R.T. FLAMMABILITY DIAGRAM :

• When an inert mixture, such as that represented by point F, is diluted by air, its
composition moves along line FA and enters the shaded area of flammable mixtures; this

means that all inert mixtures in the region above line GA (critical dilution line) pass
through a flammable condition.
• However, since purging is done prior gas freeing, the mixture composition moves
from “F” to “H” first. Thereafter, when fresh air is introduced, dilution line will remain
below critical dilution line GA and will not enter Flammable Envelope.
REFER SEPARATE NOTES FOR PROCEDURES FOR GAS FREEING
PURGING
DEFINITION OF PURGING
• Purging is introduction of inert gas into a tank already in the inert condition.
• The object is to further reduce content of oxygen and/or hydrocarbon volume.
• As per ISGOTT, tank is said to be purged when the HC content falls to 2% HC or

less.
• The Purging can also be called as dilution with additional inert gas.
PURGING W.R.T. FLAMMABILITY DIAGRAM / REASON FOR PURGING :
• Purging enables to move a mixture, such as that represented by “F” to another

safe state like “H” which will remain well clear of the “Flammable Envelope” even if
fresh air is subsequently introduced inside the tank for gas freeing.
• Purging is also carried out after discharge operation to avoid vapour

contamination with next grade of cargo to be loaded.
REFER SEPARATE NOTES FOR PROCEDURES FOR PURGING
VARIOUS PIPELINE SYSTEM ON BOARD TANKERS
1. RING MAIN SYSTEM ( as done in class)
DETAILS :
1. It is generally of a square or circular layout.
2. It is used mostly on product tankers, as segregation of cargo is required.
3. The system is expensive because more piping and extra number of valves are
used.
4. However if the vessel is carrying many grades of cargo, the advantages
compensate for the extra cost of the original outlay.
2. DIRECT LINE SYSTEM: (as done in class)
DETAILS :
1. This is the simplest type of pipeline system which uses fewer valves than the
others.

2. Direct line system. Used mainly on crude and black oil tankers where separation
of oil grades is not so important.
3. It takes oil directly from the tank to the pump and so reduces friction. This has an
effect of increasing the rate of discharge, at the same time improving the tank suction.
4. It is cheaper to install and maintain than the ring main system because there is less
pipeline length and with fewer valves less likelihood of malfunction.

The disadvantages over the ring main system :
1. Line washing is more difficult. Since there is no circular system and the washings
must be flushed into the tanks
2. The system has fewer valves which make pipeline leaks difficult to control
3. As the system lacks versatility, there is problem with line and valve segregation
4. This system provides the vessel to carry as many grades as there are tanks. The
disadvantage is the cost factor having a multitude of pumps on board.
FREE FLOW SYSTEM : (as done in class)

1. This system is usually found on large crude carriers, where the cargo piping is not
used for the discharge of cargo.
2. Instead, gate valves are provided on the bulkheads of the tanks which when
opened; allow the oil to flow freely in the aft most tank and into the COP.
3. The advantages of this system are primarily the cost factor, it allows for fast
drainage and efficient means of pumping the cargo tanks. Disadvantages are of single
crude being shipped.
4. INDEPENDENT SYSTEM: ( as done in class)

1. This layout is not very common in the tanker trade but is quite normal on
chemical ships.
2. There are some Product Tankers that have been fitted with this system especially
those fitted with submersible pumps inside each cargo tank.
3. This is a single line servicing an individual tank through an independent pump
that could be either a submersible pump or a deep well pump.

INERT GAS SYSTEM

DEFINITION OF INERT GAS
• It is a gas which contains insufficient Oxygen to support combustion.
FUNCTIONS OF INERT GAS

• Properly functioning Inert Gas system is required to maintain cargo tanks in a
non-flammable condition.
• Inert Gas System must deliver Inert Gas with Oxygen content below 5% by
volume.
• Oxygen content of the tanks must not exceed 8% by volume.
MAIN COMPONENTS OF IG SYSTEM

• Flue gas source (Boiler or IGG)
• Scrubber
• IG Blowers
• IG Pressure regulating valves
• Deck Seal
• IG Non-return valve
• Deck Isolation valve
• PV Breaker
• Mast riser (optional)
• Branch lines leading to individual tank
• PV Valve(s) inside each cargo tank.
PASSAGE OF IG FROM SOURCE TO CARGO TANK

• Flue gas isolating valves are located at the boiler/IGG uptake points, through
which pass hot, dirty gases to the scrubber and demister.
• Inside scrubber & Demister, the gas is cooled and cleaned before being piped to
blowers.
• Blowers 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.
• Liquid-filled pressure vacuum breaker is fitted to prevent excessive pressure or
vacuum from causing structural damage to cargo tanks.
• 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.
FUNCTION OF INERT GAS SCRUBBER

• The scrubber cools the flue gas and removes most of the sulphur dioxide and
particulate soot by ensuring direct contact between the flue gas and the large quantities of
sea water.

• In the scrubbing tower the gas moves upwards through downward flowing water
for maximum contact between gas and water.
• At the top of the scrubbing tower, water droplets are removed by one or more
demisters.
FUNCTION OF INERT GAS BLOWERS

• Blowers deliver the scrubbed flue gas to the cargo tanks
• At least two blowers are required.
• Combined capacity of Blowers is at least 125 per cent of the maximum discharge
capacity of the ship.
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.
PV BREAKER
• PV Breaker requires little maintenance.
• Will operate at the required pressure only if they are filled to the correct level with
liquid of the correct density
• Normally, suitable freshwater/glycol mixture should be used to prevent freezing
in cold weather.

HIGH VELOCITY PRESSURE VACUUM VALVES

Designed efflux velocity of at least 30 m/sec
PV Valves are at least 2 mtr high and located at least 10 mtrs from any
accommodation air intake.
Note : Flame speed varies from 7.5 m/sec in air to 20m/sec in pipes.



DECK WATER SEAL UNITS
• A proper functioning deck water seal is the automatic device which 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.
• Backflow of gas could result in Hydrocarbon gases from the cargo tanks reaching
the boiler, leading to an explosion.
• 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.
• Heating coils system is required to prevent water from freezing when ship
operates in sub-freezing conditions.
TYPES OF DECK WATER SEALS

Deck water seals are of following three types :
1. Wet type seal,
2. Semi-wet type seal, and
3. Dry type seal
WET TYPE DECK WATER SEAL
CONSTRUCTION
1. It consists of a chamber semi-filled with water
2. Two pipes for inlet and outlet of flue gases
3. Two small pipes denote inlet and outlet for sealing water.
4. There is a demister pad to remove water droplets from gas.
WORKING
1. This is the simplest type of water seal

2. When the inert gas plant is operating & inert gas is being delivered to cargo tanks,
the gas bubbles through the water from the submerged inert gas inlet pipe
3. But if the tank line water is pressed up into this inlet pipe, It will prevent backflow
DRAWBACK
1. Water droplets may be carried over with the inert gas which could increase
corrosion. A demister should, therefore, be fitted in the gas outlet from the water seal to
reduce any carry-over.
SEMI DRY TYPE DECK WATER SEAL
CONSTRUCTION
1. It consists of a separate holding chamber.
3. Two small pipes denote inlet and outlet for sealing water.
WORKING
1. When the inert gas plant is operating & inert gas is being delivered to cargo tanks,
Inert gas flow draws the sealing water into a separate holding chamber by venturi action,
thus avoiding or at least reducing the amount of water being carried over.
2. But if the tank line water is pressed up into this inlet pipe, It will prevent backflow
DRAWBACK
1. Water droplets may be carried over with the inert gas which could increase
corrosion.

DRY TYPE DECK WATER SEAL
CONSTRUCTION
1. It consists of a chamber and a DROP TANK.
3. Automatic valve control system
Note: This seal totally eliminates any water carry over and uses automated valve control
to deliver water to the seal in case there is any back flow.
WORKING
1. The water is drained from the chamber when the Inert gas plant is operating &
inert gas is being delivered to cargo tanks.
2. The Chamber is filled with water when the inert gas plant is shut down.
3. Filling and drainage are performed by automatically operated valves which are
controlled by the levels of the water seal and drop tank and by the operation of the
blowers.
DRAWBACK :
1. The risk of failure of the automatically controlled valves that may render the
water seal ineffective.
METHODS OF GAS REPLACEMENT
Following three operations involve replacement of existing gas inside cargo tanks:
(a) Inerting
(b) Purging
(c) Gas-freeing
In each of these replacement operations, one of two processes can predominate:

(a) Dilution, which is a mixing process
(b) Displacement, which is a layering process

DILUTION
• The dilution theory assumes that the incoming gas mixes with the original gases
to form a homogeneous mixture throughout the tank.
• As a result, the concentration of the original gas decreases progressively.
• The conditions required for such a process to happen ideally are high incoming
velocity of the gas so that the jet could reach the bottom most portions of the tank.
• Thus minimum numbers of tanks are used simultaneously while using
dilution.
• Thus for dilution method, the points for entry and exit of the gas are both
located towards the top of the tank.
Figure 2 Figure 3
Note :
• Figure 2 shows an inlet and outlet configuration of the dilution process and
illustrates the turbulent nature of the gas flow within the tank.
• Figure 3 shows typical curves of gas concentration against time for three different
sampling positions.
DISPLACEMENT
• Displacement method requires the presence of a stable horizontal interface

between the top of the tank so that the light gas entering from the top can push the
heavier gas out from bottom of the tank.
• Hence, this method requires a low velocity of gas entry.
• This method also requires that outlet pipe suction must be located somewhere
towards the bottom of the tank.
• Thus several numbers of tanks can be used simultaneously while using
Displacement method.

Figure 4 Figure 5
Note :
• Figure 4 shows an inlet and outlet configuration for the displacement process, and
indicates the interface between the incoming and outgoing gases.
• Figure 5 shows typical curves of gas concentration against time for three different
sampling levels.
PRINCIPAL ARRANGEMENTS ON BOARD TANKERS:
• One feature that should be common to all is the location of the inlet and outlet
points such that efficient gas replacement can take place throughout the tank.
• Several arrangements are possible. A particular ship design may incorporate more
than one arrangement also.
• However, there are following three principal arrangements :
LOADING OPERATION ON TANKERS
GENERAL CHECKLIST
• Loading plan will be prepared by Chief Officer and discussed with all concerned
including Duty Officer during pre-arrival meeting.
• Duty Officer will ensure he understands the plan thoroughly.
• Duty Officer will confirm with Chief Officer that pre-arrival checks as per
company procedures have been carried out satisfactorily.
PRIOR COMMENCEMENT OF LOADING CHECKLIST

• Duty Officer will ensure that checks as per company specific “pre-cargo
operations checklist” have been complied with.
• Duty Officer will confirm all designated duty hands are at their stations.
• Duty Officer will double check that valves have been lined as per cargo plan.
• Duty Officer will ensure that all “Anti-Pollution” gears and measures are in place.
• Duty Officer will attend hose connection operation.
• Duty Officer will double check that access means for shore personnel is in
compliance with rules/regulations.
COMMENCEMENT OF LOADING
• Duty Officer will ensure initial flow to be minimum and preferable by gravity.

• All pipelines must be checked to confirm no leakages.
• Duty Officer will ensure cargo is received in nominated tanks.
DURING LOADING OPERATION CHECKLIST

• Duty Officer will ensure that checks as per company specific “during cargo
• Duty Officer will ensure that all “Anti-Pollution” gears and measures remain in
place.
• Duty Officer will take regular rounds.
• Duty Officer will attend to topping off and ballast/de-ballast operations under
instructions of Chief Officer.
• Duty Officer will regularly check ullages/quantities of tanks
• Duty Officer will inform Chief Officer whenever he reaches a critical stage.
• Duty Officer will monitor drafts as per instructions from Chief Officer.
COMPLETION OF LOADING
• Duty Officer will reduce rates well in time.
• Duty Officer will keep watch on topped off tanks.
• Duty Officer will attend hose disconnection operation.
• Duty Officer will ensure that all valves have been shut on completion of loading
operations.
DISCHARGING OPERATION ON TANKERS

GENERAL CHECKLIST
• Discharging plan will be prepared by Chief Officer and discussed with all
concerned including Duty Officer during pre-arrival meeting.
• Duty Officer will ensure he understands the plan thoroughly.
• Duty Officer will confirm with Chief Officer that pre-arrival checks as per
company procedures have been carried out satisfactorily.
PRIOR COMMENCEMENT OF DISCHARGING CHECKLIST
• Duty Officer will ensure that checks as per company specific “pre-cargo
• Duty Officer will confirm all designated duty hands are at their stations.
• Duty Officer will double check that pumps and valves have been lined as per
cargo plan.
• Duty Officer will ensure that all “Anti-Pollution” gears and measures are in place.
• Duty Officer will attend hose connection operation.
• Duty Officer will double check that access means for shore personnel is in
compliance with rules/regulations.
COMMENCEMENT OF DISCHARGING
• Duty Officer will attend manifold during commencement of discharge.
• Initial discharge rate to be slow.
• All pumps/pipelines must be checked to confirm no leakages.
• Ensure cargo is leaving from correct tank.
DURING DISCHARGING OPERATION CHECKLIST

• Duty Officer will ensure that checks as per company specific “during cargo
• Duty Officer will ensure that all “Anti-Pollution” gears and measures remain in
place.
• Duty Officer will take regular rounds.
• Duty Officer will attend to discharge/stripping and ballast/de-ballast operations
under instructions of Chief Officer.
• Duty Officer will regularly check ullages/quantities of tanks
• Duty Officer will inform Chief Officer whenever levels in cargo tanks reach a
critical stage.
• Duty Officer will monitor drafts as per instructions from Chief Officer.
COMPLETION OF DISCHARGING
• Duty Officer will reduce rates well in time.
• Duty Officer will keep watch on emptied tanks.
• Duty Officer will attend hose disconnection operation.
• Duty Officer will ensure that all valves have been shut on completion of loading
operations.
GAS METERS USED ON BOARD OIL TANKERS
CATALYTIC FILAMENT COMBUSTIBLE GAS (CFCG) INDICATOR,

FLAMMABLE GAS MONITOR or EXPLOSIMETER
This equipment is used for measuring hydrocarbon gases up to 100% LEL.
Operating Principle
1. The sensing element of a CFCG Indicator is a catalytic metal filament heated by
an electric current. The CFCG scale is graduated in % LFL.
2. This meter relies on the presence of oxygen (minimum 11% by volume) to
operate efficiently and for this reason flammable gas monitors should not be used for
measuring hydrocarbon gas in inert atmospheres.
3. When a mixture of hydrocarbon gas with air is drawn over the filament, the gas
oxidizes on the hot filament and makes it hotter. This increases the resistance and the
change of resistance provides a measure of the concentration of hydrocarbon gas in the
mixture.
4. The difference in temperature compared to the compensator element is shown as
% LFL.

Measurement Procedure
1. The detailed instructions from the
manufacturer should be followed while taking a
measurement.
2. Instrument is initially set at zero with
fresh air.
3. A sample is drawn into the meter by
means of a rubber aspirator bulb or a pump. The
reading is taken when the pointer has ceased to
rise on the scale.
4. During operation, it is important to check
instrument and sample lines for leakage, since
the ingress of air would dilute the sample giving
false readings.
Note :
The response of the instrument to concentration higher than 100% LEL is that the needle
initially deflects to the maximum on the scale and then falls back to a reading near zero.
Continuous observation of the needle is necessary to avoid overlooking this kind of
response.
Instrument Checks/maintenance Procedures:

1. This meter requires the following checks before use:
a. Zero check
b. Span check
c. Battery check
2. Calibration kit is available on board. It includes a mixture of hydrocarbon gas in

air (such as 50% LEL butane in air).
3. Filters must be cleaned regularly.
4. At intervals set by manufacturer, the instrument should be sent ashore for shore
calibration. Typically, shore calibration is done annually.
NON-CATALYTIC HEATED FILAMENT GAS INDICATOR (TANK SCOPES)

1. A Tank scope is a device used for measurement of hydrocarbon gas content in a
sample of given atmosphere.
2. This instrument is meant for measuring the hydrocarbon vapour in inerted
atmospheres.
3. The reading is only in percentage of the volume of the hydrocarbon vapour
4. This instrument is not as sensitive as the explosimeter.

Operating Principle
1. The sensing element of this instrument is a non-catalytic hot filament.
2. It works on the same principle as that of an explosimeter except that the gas does
not oxidize inside the sample chamber.
3. There is an alteration in the temperature of the heated filament due to composition
of surrounding gases which determines the rate of loss of heat from the filament, and
hence its temperature and resistance.
4. The change in the resistance of the sensor filament is shown by a deflection on the
meter.
5. The meter gives a direct reading of % volume hydrocarbons.
Caution :
1. The non-catalytic filament is not affected by gas concentrations in excess of its
working scale. The instrument reading goes off the scale and remains in this position as
long as the filament is exposed to the rich gas mixture.
Measurement Procedure
1. The following checks are done to ensure the proper working of the instrument:
a. Zero check
b. Span check
c. Voltages check (battery check)
2. Thereafter, a sample is drawn into the meter and reading is taken only when the
meter pointer comes to rest on the scale.
COMBINATION HC DETECTOR METERS

1. Some Models like NP237 & GX 8000 from R.K Instruments, actually combines
two detection methods in a single device.

2. They have a portable hydrocarbon gas indicator which uses the catalytic detection
principle to respond to flammable gases up to the lower explosive limit (0-10% LEL / 0-
100% LEL),
3. They also have a thermal conductivity indicator which uses the cooling effect of
hydrocarbon gas to produce reading up to 100% vol (0-20% vol / 0-100% vol).
4. Both detection methods employ the Wheatstone bridge measurement principle
and use the same batteries, meters and sampling system.
Measurement Procedure :
1. Measuring VOL% (Red Scale): Turn the switch to <<100 VOL%>>. Start
measuring until the needle indicates less than 20% VOL. Then, turn the switch to <<20
VOL%>> and continue measuring. When the measurement is below 1% VOL, change to
the LEL scale.
2. Measuring %LEL (Black Scale): turn the switch to <<100% LEL>>. Start
measuring until the needle indicates less than 10% LEL. Then, turn the switch to <<10%
LEL>> for measuring below 10% LEL.

OXYGEN ANALYSERS
Oxygen analysers are normally used to determine whether an atmosphere is Inerted

(Oxygen less than 8%) or safe for entry(Oxygen content 21%).
The three most common types of Oxygen analysers use following sensors:
• Paramagnetic sensors,
• The electrolytic sensors and
• Selective chemical absorption liquids.
Principle of Oxygen analysers with Paramagnetic Sensors
• These meters work on the principle that oxygen is strongly paramagnetic whereas
most other common gases are not.
• In this way, the presence of oxygen can be determined in a wide variety of gas
mixtures.
• Paramagnetic type of oxygen analyser has a sample cell. In this device, a
lightweight body is suspended in a magnetic field. When a sample gas is drawn through
the cell, the suspended body experiences a torque proportional to the magnetic
susceptibility of the gas. An equal and opposing torque is produced by an electric current
passing through a coil wound around the suspended body. The equalizing current is a
measure of the magnetic susceptibility of the sample, i.e. related to its oxygen content.
Procedure for usage:

• Before use, the analyser should be calibrated using Nitrogen for a zero check.
• Thereafter use fresh air at 21% oxygen for span check.
• Put the sampling hose into the test area and watch the meter. Take a reading after
a few minutes.
• When testing is over, remove the sampling hose from the test area and allow the
instrument to draw in fresh air for at 1 minute or until the reading is steady on 21%.
Maintenance:
• The filter should be cleared or replaced when an increase in sample pressure is
required to maintain a reasonable gas flow through the analyser.
• The same effect is produced if the filter becomes wet due to insufficient gas
drying.

Note (For reference Only):

Principle of Oxygen analysers with Electrolytic Sensors :
• Electrolytic Sensors determine the oxygen content of a gas mixture by measuring
the output of an electrolytic cell.
• In this device, oxygen diffuses through a membrane into the cell causing current
to flow between two special electrodes separated by a liquid or gel electrolyte.
• The current flow is related to the oxygen concentration in the sample, and the
scale is arranged to give a direct indication of oxygen content.
Principle of Oxygen analysers with Selective Chemical Absorption Liquids :

• Selective Chemical Absorption Liquids are used in this type of analyser.
• A known volume of sample gas is brought into contact with a liquid that absorbs
oxygen causing a volume change in the liquid.
• The relationship of this volume change to the original volume is a measure of the
oxygen content of the sample.
• The use of this type of analyser for checking the condition of the ullage space in a
loaded compartment is not recommended because of the effect of high concentrations of
hydrocarbon gases on the reagents.
Para magnetism:
• Para magnetism is a form of magnetism whereby the paramagnetic material is
only attracted when in the presence of an externally applied magnetic field.
• These materials are slightly attracted by a magnetic field and the material does not
retain the magnetic properties when the external field is removed.
• Paramagnetic properties are due to the presence of some unpaired electrons, and
from the realignment of the electron paths caused by the external magnetic field.
Personal Oxygen Monitors

• Personal Oxygen Monitors employ an electrolytic sensor.
• They automatically provide an audible and visual alarm when the atmosphere
becomes deficient in oxygen so as to give the wearer adequate warning of unsafe
conditions.
• The monitors to be tested at regular intervals as per Manufacturer’s instructions.
CHEMICAL INDICATOR TUBES:
• Chemical Indicator Tubes are used to measure very low concentrations of toxic
gases on board tankers.
• The detector tube is like a vial filled with reagent that will react with the specific
chemical / gas to give a visible indication of the concentration of that gas.
• An extension hose is provided to measure the concentration of vapour present at a
different height.
• We have to insert the hose with the pump and the tube is connected to the other
end of the hose.

Use of the Apparatus:
• To use the chemical indicator tube, the seals at each end of the glass tube are
broken.
• The tube is inserted in a bellows-type fixed volume displacement hand pump.
• Check the number of strokes required for making the measurement. (n = x masked
on the tubes) Where x = No. of pump strokes required.
• Hold the pump between the thumb and index finger so that the end-of-stroke
indicator and the stroke counter are facing the user.
• Squeeze the pump till it cannot be squeezed any further and then release it until
the bellows are fully expanded.
• When the end-of-stroke indicator appears, squeeze the pump completely again.
Repeat until the number on the stroke counter corresponds to that given in the
Instructions for Use of tube.
• A colour change occurs along the tube and the length of discoloration, which is a
measure of the gas concentration, is read off a scale integral with the tube.
Note :
• There are different tubes for Inerted and Gas free condition.
• Errors can occur if several gases are present at the same time.
MULTI GAS DETECTORS
• These meters are ideal for any environment requiring multi-gas monitoring.
• Multi Gas Detector simultaneously monitors typically up to four gases:
Must Gases :
o 0 to 100% LEL Hydrocarbons
o Oxygen (Typical range : 0 to 25%)
and normally any one / two of following toxic gases :
o Carbon monoxide (Typical range : 0 to 1000 PPM) (TLV : 25 PPM)
o Hydrogen sulphide (Typical range : 0 to 500 PPM) (TLV : 10 PPM)
o Sulphur dioxide (Typical range : 0 to 150 PPM) (TLV : 0.25 PPM)
o Carbon dioxide (Typical range : 0 to 50,000 PPM) (TLV : 5000 PPM)
o Chlorine (Typical range : 0 to 50 PPM) (TLV : 0.50 PPM)
o Nitrogen dioxide (Typical range : 0 to 100 PPM) (TLV : 3 PPM)

• Multi Gas Detectors automatically recognize all installed sensors and displays
instantaneous readings on the easy-to-read LCD display.
• Display for corresponding gas is not shown if the corresponding sensor is not
working.
Typical features of Multi Gas Detectors :
a) Plug-in sensors,
b) Audible and visual alarms,
c) Easy one-button calibration and
d) High reading memory.
e) Some Multi Gas Detectors do come with a Sampling Pump. This pump
provides the user with the benefit of both personal monitoring
applications and remote sampling necessary in confined spaces.
USE & MAINTENANCE :

Instructions of manufacturer is to be followed for use, Calibration & maintenance.
VARIOUS TYPES OF EXPLOSIMETERS :
There are two types of indicators available for measuring hydrocarbon gas concentrations
under lower flammable limit namely :
• The Catalytic Heated Filament Gas Indicator
• Infra-Red type Gas indicators
What is the difference between Catalytic & Infrared Gas detectors?

Combustible Gas Detection
In detecting combustible gases in oil and gas, petrochemical and other applications,
choosing between the two most common gas sensing technologies used for this purpose
will be critical in ensuring a safe, reliable and cost effective solution. These technologies
are catalytic combustion and infrared. Both have advantages and disadvantages
depending on an application / specific needs.

Of the many hydrocarbons that are found in industry today, most are detectable with a
catalytic combustion sensor and many are detectable with an infrared sensor. It is
important to consider the specific compounds to be monitored as there are some that do
not readily lend themselves to detection with a general purpose infrared (IR) detector,
such as hydrogen, acetylene, and aromatic compounds, like benzene and toluene, for
example.
Catalytic Detectors
Catalytic detectors are based upon the principle that when gas oxidizes it produces heat,
and the sensor converts the temperature change via a standard Wheatstone Bridge-type
circuit to a sensor signal that is proportional to the gas concentration. The sensor
components consist of a pair of heating coils (reference and active). The active element is
embedded in a catalyst. The reaction takes place on the surface of the catalyst, with
combustible gases reacting exothermically with oxygen in the air to raise its temperature.
This results in a change of resistance.
There is also a reference element providing an inert reference signal by remaining non-
responsive to gas, thereby acting as a stable baseline signal to compensate for
environmental changes which would otherwise affect the sensor’s temperature.
Advantages
The major advantages of catalytic detectors:
• Robust.
• Simple to operate.
• Easy to install, calibrate and use.
• Long life with a low replacement cost.
• Proven technology with exceptional reliability and predictability.
• Easily calibrated individually to gases such as hydrogen which cannot be detected
using infrared absorption.
• Can perform more reliably in dusty & dirty atmospheres as they are not as
sensitive as optics to the build-up of industrial contaminants.
• Can perform more reliably in high temperature applications.
• Are less sensitive to humidity and condensation.
• Not as significantly affected by changes in pressure.
• Can detect most combustible hydrocarbons.
Disadvantages
The limiting factors in catalytic detector technology:
• Catalysts can become poisoned or inactive due to contamination (chlorinated &
silicone compounds, prolonged exposure to H2S and other sulphur &/or corrosive
compounds).
• The only means of identifying detector sensitivity loss is by checking with the
appropriate gas on a routine basis and recalibrating as required.
• Requires oxygen for detection.
• Prolonged exposure to high concentrations of combustible gas may degrade
sensor performance.
• If flooded with a very high gas concentration, may show erroneously low or no
response, and sensor may be damaged or rendered inoperable.

Infrared Detectors
The Infrared (IR) detection method is based upon the absorption of infrared radiation at
specific wavelengths as it passes through a volume of gas. Typically two infrared light
sources and an infrared light detector measures the intensity of two different wavelengths,
one at the absorption wavelength and one outside the absorption wavelength. If a gas
intervenes between the source and the detector, the level of radiation falling on the
detector is reduced. Gas concentration is determined by comparing the relative values
between the two wavelengths. This is a dual beam infrared detector.
Infrared gas detection is based upon the ability of some gases to absorb IR radiation.
Many hydrocarbons absorb IR at approximately 3.4 micrometres and in this region H2O
and CO2 are relatively transparent. As mentioned earlier, there are some hydrocarbons
and other flammable gases that have poor or no response on a general purpose IR sensor.
In addition to aromatics and acetylene, hydrogen, ammonia and carbon monoxide also
cannot be detected using IR technology with general purpose sensors of 3.4 micron
specifications.
Advantages
The major advantages of IR gas detectors:
• Immunity to contamination and poisoning.
• Consumables (source and detector) tend to outlast catalytic sensors.
• Can be calibrated less often than a catalytic detector.
• Ability to operate in the absence of oxygen or in enriched oxygen.
• Ability to operate in continuous presence of gas.
• Can perform more reliably in varying flow conditions.
• Even when flooded with gas, will continue to show high reading and sensor will
not be damaged.
• Able to detect at levels above 100 % LEL.
Disadvantages
The limiting factors in IR technology:
• The initial higher cost per point. IR detectors typically are more expensive than
catalytic detectors at initial purchase.
• Higher spare parts cost.
• Gases that do not absorb IR energy (such as hydrogen) are not detectable.
• High humidity, dusty and/or corrosive field environments can increase IR detector
maintenance costs.
• Temperature range for detector use is limited compared to catalytic detectors.

• May not perform well where multiple gases are present.
Conclusion
There is clear need for both IR and catalytic detectors in industry. When making a choice,
be sure to consider the field environment and the variables in detector design. Life-cycle
cost assumptions will not hold true in all environments. The same can be said for detector
mean-time-to-repair or failure. Careful analysis of detectors, suppliers and field
experience will help you to select the best catalytic or IR detectors for your application.
Misc. :
Threshold limit value - Time weighted average (TLV-TWA): average exposure on the
basis of a 8h/day, 40h/week work schedule
Threshold limit value - Short-term exposure limit (TLV-STEL): spot exposure for a
duration of 15 minutes that cannot be repeated more than 4 times per day
Threshold limit value - Ceiling limit (TLV-C): absolute exposure limit that should not be
exceeded at any time
CRUDE OIL WASHING (COW)

DEFINITION
• COW stands for “CRUDE OIL WASHING”.
• During the process of COW, cargo tanks are cleaned by means of high-pressure
crude oil.
• COW reduces the quantity of oil remaining on board after discharge.
ADVANTAGES OF COW
• Reduced sludge accumulation
• Increased cargo out turn
• Reduced manual cleaning
• Reduced gas freeing time
DISADVANTAGES OF COW
• Increased stay in the discharge port
• Specialized man power required
• Increased work load
• Does not eliminate water washing
• Need for additional equipment
• Increases corrosion rate inside the tank
MARPOL REQUIREMENTS REGARDING COW

• Every crude oil tanker above 20,000 DWT shall be fitted with cow system.
• All ships fitted with COW must have on board a “Crude Oil Washing Manual”
approved by the Administration.
• All ships fitted with COW must be provided with I.G system.
• Only those cargo tanks that have undergone COW, can be ballasted.

• Approx. 25 per cent of the cargo tanks need to be crude oil washed every voyage
for sludge control purposes. However, no tank need be crude oil washed for sludge
control purposes more than once in every four months
FACTORS INFLUENCING THE EFFECTIVENESS OF COW

• Characteristics of the crude oil
o Wax content,
o Specific gravity,
• Temperature of oil
• System pressure
• Location & number of washing machines
• Shadow sectors in the tank
• Stripping effectiveness
• Nozzle rotation pitch
PARTS OF A COW SYSTEM

• Fixed washing machines
• Pumps
• Stripping system
• Piping
NUMBER & LOCATION OF WASHING MACHINES IS GOVERNED BY THE
FOLLOWING REGULATIONS OF MARPOL ANNEX 1
• 85% of the VERTICAL surface area inside a tank must be covered by the direct
impingement of the jet
• 90% of the HORIZONTAL surface area inside a tank must be covered by the
direct impingement of the jet
COW CHECKLISTS
PRIOR ARRIVAL AT DISCHARGE PORT
COMMUNICATION
• Notify Terminal about your intension regarding COW.
• Terminal pre-arrival radio check list to comply with.
• Communication system on board must be tried.
EQUIPMENTS CHECK
• Fixed and portable O2 analysing equipment tested & working.
• COW system isolated from the heater.
• Machine drive units checked.
• Valves to fixed machines shut.
• Hydrant valves blanked.
• Pressure gauges checked.
• Lines and pumps pressure tested.
• Stripping system checked

COW PLAN
• COW Plan must be prepared, discussed in pre-arrival meeting and posted in
prominent location(s).
• It must include responsibilities & job description.
WHILE AT DISCHARGE PORT

BEFORE COW
• Pre-arrival checks confirmed to be in order.
• COW plan discussed during cargo meeting between ship & shore staff.
• Communication link within vessel & shore to be established.
• Abort conditions & Procedures to be identified.
• Fixed analyser must be calibrated prior start of Inert Gas.
• IG system & O2 content being delivered to be in good order.
• O2 content of the tanks confirmed to be below 8%.
• Positive pressure to be ensured inside the tanks.
• Responsible person assigned to check leaks.
• Drive units of machines must be readied.
• Double check on valves & lines.
• Ullage floats, if fitted, must be housed.
DURING COW
• Responsible person stationed on deck
• Frequent check on quality of IG & record maintained.
• Prescribed wash pressure maintained.
• Frequent checks for leaks.
• Frequent checks to confirm working of machines.
• Minimum recommended trim.
• Frequent checks & monitoring of other tanks.
• Frequent monitoring of tank draining.
• Continuous monitoring of Slop tank(s).
AFTER COW
• Shut all valves
• Drain COW line
• Drain all pumps, tanks & associated pipelines.
FUNCTION OF INERT GAS DURING COW

• Properly functioning Inert Gas system is required to maintain cargo tanks in a
non-flammable condition.
• Inert Gas System must be working properly during COW and the content of inert
gas being delivered should be below 5% by volume.
• Oxygen content of the tanks to be crude oil washed below 8% by volume has to
be confirmed before washing operations commences.
• All the cleaning tanks must have positive pressure? (preferably more than
200mmAq)

• I.G. system, cargo tanks and openings must be tightly closed for avoiding gas
leakage to the atmosphere
TANK WASHING/CLEANING OPERATION

(Quest Type – Write short note on Tank washing operation on Tankers)
OR
(Quest Type – Write short note on Tank cleaning operation on Tankers)
ANS.
DEFINITION
It is the process by which Tanks are washed by fixed/portable machines using cold/hot
sea water or Fresh water.
REASON FOR TANK CLEANING

Tank cleaning is carried out prior following:
1. Tank Entry
2. Grade Change
3. Dry-Dock
PRECAUTIONS DURING TANK CLEANING OPERATION

Guidelines as per ISGOTT & Company specific checklists must be complied with. The
following precautions are among those taken in account:
i) BEFORE WASHING OPERATION

a) Tank washing plan must be prepared and discussed with all concerned.
b) All Concerned pumps and pipelines must be tested as per company procedures.
c) Ensure, all scuppers are well plugged and anti-pollutions gears in place.
d) The tanks must be well inerted with Oxygen content below 8%. Gas tests must be
made at various levels.
ii) DURING TANK WASHING OPERATION

a) Before actual washing, the tank bottom should be flushed with water and stripped.
The flushing water should be drained to the tank designed or designated to receive slops.
b) If the tank has a venting system that is common to other tanks which are not to be
washed, the tank must be isolated to prevent ingress of gas from other tanks.
c) 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.
d) Required pressure must be maintained at all times inside the wash line.

e) During tank washing, regular gas tests must be made at various levels.
Consideration should be given to the possible effect of water on the efficiency of the gas
measuring equipment.
f) The tank should be kept drained during washing. Washing should be stopped to
clear any build-up of wash water.
g) Steam should not be injected into the tank.
h) Precautions relating to sounding and the introduction of metallic equipment

should be taken as per ISGOTT.

NOTE :
In case checklists related to Tank cleaning are asked in question, please be guided by
Crude Oil washing Checklists.
PUMPS
CENTRIFUGAL PUMPS
WHAT IS THE PRINCIPLE OF WORKING OF A CENTRIFUGAL PUMP?

Ans.
The principle used for centrifugal pump is the centrifugal force in the form of dynamic
pressure which is generated by rotary motion of one or more rotating wheels called the
impellers.
SKETCH LAYOUT OF A CENTRIFUGAL PUMP INSTALLATION AND LABEL IT.

Ans.
note
STATE THE APPLICATION / FEATURES OF A CENTRIFUGAL PUMP

• On most tankers, the main cargo pumps are centrifugal pumps, located at the
bottom of a pump room at the after end of the cargo tanks.
• These may have rated capacities of 1000m3/hour on medium size tankers.
• These are powered by a drive shaft from a turbine or electric motor located in the
engine room.
• Some smaller tankers and particularly chemical or product carriers are fitted with
deep well centrifugal pumps in some or all cargo tanks.

• While both of these pump types operate on centrifugal force principles, their
operation is quite different
STATE THE PRECAUTIONS TO BE OBSERVED WHILE USING A

CENTRIFUGAL PUMP
• The pumps must be carefully checked before starting to ensure that their
chambers are full of cargo.
• Keep discharge valve fully shut before starting the pump.
• Increase the rpm gradually and open the discharge valve.
• Confirm no unusual rise in the temperature of pump or its casing. Also Confirm
no vibrations.
• As discharge proceeds, it is important to maintain a good trim by the stern so that
the pump inlet remains below the cargo suction inlet.
• Cargo officer must know the height of the ship's bottom framing and slow down
the pump while there is still a meter of cargo above that level.
• The pump speed control and the pump discharge valve can then be manipulated to
maintain pump suction and cargo flow until the tank is nearly empty.
• Main cargo pumps should not be used to drain the tank. The stripping pumps are
provided for that purpose.
• Vapour/air extraction device, if fitted, should be operational when the cargo level
is low and continued till Cargo pump is finally stopped or changed over to next tank.
DEEPWELL PUMPS
• Deep well pumps are centrifugal pumps designed to be mounted in the cargo tank.
• They have a special application in product/chemical carriers, where each tank is
fitted with a dedicated pump. This improves the flexibility of the chemical/product carrier
and minimizes the possibility of contamination.
• Because the number of pumps is larger, the individual pumps themselves are
smaller and individually require less power.
• With a deep well pump installation, the need for a pump room is eliminated, along
with the hazards and complications of that space.
• The more common method of evacuating the deep well is with an air or nitrogen
purge system. The gas is piped through a small-bore line at the base of the pump and
pushes the contents up the main discharge riser.
• When a cargo tank is being stripped (or drained) with a deep well pump, the pump
cycles as its self-priming function is activated, dropping speed and pitch as it fills with
liquid and then increasing in speed and pitch as is loses suction and drops the contents of
its discharge column back into the well to re-prime itself.
• Pump speed should be reduced when stripping (if speed control is available). If
the pump is powered hydraulically, it can be regulated to any speed desired to permit
maximum cargo recovery.


RECIPROCATING PUMP
DEFINITION :
• Reciprocating pumps are those which cause the fluid to move using oscillating
pistons, plungers or diaphragms.
• These pumps are also called positive displacement pumps because they are fitted
with a system of suction and discharge valves to ensure that the fluid is displaced in a
positive direction.
APPLICATIONS :
• These are small capacity (say 100 to 250 m3/hour capacity) pumps which are used
for stripping of lines, pumps and tanks.
• Though rated capacity is less, they can handle very high pressures
WORKING PRINCIPLE :
The working principle can be explained by considering below reciprocating pump
:

• Assume that the intake side of the pump is connected to a supply of liquid.
• When we move the piston to the right, lower pressure is created in the chamber
formed by the piston. Higher pressure on the fluid outside the chamber forces fluid in
through the inlet port and fills the chamber.
• Moving the handle forward in the opposite direction forces the fluid out. A check
valve at the inlet port prevents flow there and, since the fluid must find an outlet
somewhere, it is forced out through the discharge port.
• The check valve at the discharge port prevents the entrance of fluid into the pump
on the subsequent suction stroke.
• The back-and-forth movement of the piston in the pump is referred to as

reciprocating motion and this type of pump is generally known as a reciprocating-type
piston pump
PRECAUTIONS WHILE USING A RECIPROCATING PUMP

• The pump should be started against partially open delivery valve.
• The pump should never be started or operated against closed delivery valve.
• Close monitoring of strokes must be done to prevent damage to the pump.
• Pump must not be operated above its rated discharge pressure

• Pump shafts must be regularly lubricated if auto lubrication system is not
functional.

• OOW must be standby to stop the pump when stripping operation is nearing
completion.
COMPARISION BETWEEN THE CENTRIFUGAL AND RECIPROCATING

PUMP.
Ans.
Centrifugal Pump Reciprocating Pump

1. Flow is smooth 1. Flow is intermittent
2. Compact and 2. Comparatively needs
Need less space more space
3. Initial cost is less 3. Initial cost is 4 to 5
times more.
4. Easy Installation 4. Installation is
Difficult.
5. Low maintenance 5. High Maintenance
6. Requires Priming 6. Does not require
Priming
CARGO EDUCTOR

WORKING PRINCIPLE
• The Eductor works on Bernoulli’s principle.
OPERATION/FEATURE OF EDUCTOR
• Eductor is operated by the drive fluid entering through the pressure nozzle,
producing a high velocity jet. Drive pressure is normally between 8 to 10 kg/cm2.
• This jet action creates a vacuum in the suction line, which causes liquid to flow up
the body of the Eductor where it gets mixed with the drive fluid.
USAGE ON BOARD TANKERS

• Eductor are used to empty tanks, pumps and pipelines.
• Medium size tanker are fitted with educator of rated capacity of 100 to
300m3/hour.
PRECAUTIONS WHILE USAGE
• When shutting down an Eductor, the suction valve should remain open as this
prevents the Eductor creating a vacuum on the suction line.
• If the Eductor drive pressure falls below the designed operating pressure, the
Eductor suction valve should be closed to prevent any backflow of the driving liquid into
the tank.
ADVANTAGES
• Eductors have a low initial cost
• Eductors are self-priming
• Eductors have no moving parts
• Eductors are easy to install
• Eductors require little or no maintenance
SCREW PUMP
WORKING PRINCIPLE
• A screw pump is a positive displacement pump that use one or several screws to
move fluids or solids along the screw(s) axis.
• Screw rotates in a cylindrical cavity, thereby moving the material along the
screw's spindle.
• There may be single, double or triple screw type pumps but each ‘screw pump’
operates on the same basic principal of a screw turning to isolate a volume of fluid and
convey it.
DESIGN
• The individual turns of the screw seal a set volume of fluid by direct contact, with
the stator.
• The stator has a shape that corresponds to the outside surface of the screw.
• The interference fit between the screw or pumping element and the flexible stator
create a unique pump design that can handle a variety of fluid characteristics, including
high levels of solids and variable viscosities.

• However, the interference fit creates a need for lubrication and cooling of the
stator material.
COMPARISION BETWEEN SCREW PUMP & CENTRIFUGAL PUMP

• Compared to centrifugal pumps, positive displacements (PD) pumps have several
advantages.
• The pumped fluid is moving axially without turbulence which eliminates foaming
that would otherwise occur in viscous fluids.
• They are also able to pump fluids of higher viscosity without losing flow rate.
• Also, changes in the pressure difference have little impact on PD pumps
compared to centrifugal pumps.


2nd Mates Chemical Tanker Notes
IBC Code:
(Int. Bulk Chem. code for the Construction & equipment for ships carrying dangerous
chem. in bulk)
-IBC code applies to ships built after 1 July 1986. Older ships are required to comply
with BCH Code.
-The purpose of this Code is to provide an international standard for the safe carriage, in
bulk by sea, of dangerous chemicals and noxious liquid substances. -All NLS in bulk are
listed in Ch 17 & 18. Ch18 lists the Cargoes to which there is NO IBC code requirement.
-Chapter 17 provides the summary of minimum requirements for safe carriage of each
dangerous chemical.
-The Code prescribes the design and construction standards of ships, regardless of
tonnage, involved in such carriage and the equipment to minimize the risk to the ship, its
crew and the environment, having regard to the nature of the products involved.
-The basic philosophy of the Code is to assign, to each chemical tanker, one of the ship
types according to the degree of the hazards of the products carried by such ships.
CHRIS Code:
(Chemical Hazards Response Information System)
Proper name of the publication is Chemical Data Guide for bulk shipment by water. It is
published by USCG.
Contents of Chem Data Guide.

a) Cargo data sheets for each cargo: One page is dedicated for each product
b) Synonym Index: Proper Chemical name can be obtained by checking against a
trading name.
c) Compatibility Chart: Most important feature of the guide. Tells whether the
two different cargoes are compatible(can stow adjacent) or incompatible(can't
stow adjacent).
d) Medical kit information(Antidotes): for highly toxic cyanide like cargoes.
SHIP TYPES
IMO-SHIP TYPE 1
TYPE 1 Ships are designed to transport products which require maximum preventive
measures to preclude the escape of such cargo. The ship should be capable of sustaining
collision or stranding damage anywhere along her length.
Tanks intended for the carriage of cargoes should be located outside the extent of the
damage specified below and should nowhere be closer to the ships shell than 760 mm
> Transverse extent - inboard from the ship side B/5 OR 11.5 metres whichever is
less
> Vertical extent - from the base line B/15 OR 6 metres whichever is less

Maximum allowable quantity of cargo 1250m3 IN ANY ONE TANK.
CARGO TANK LOCATION
B - Midship
IMO - SHIP TYPE - II

Type II ships are designed to transport products which require significant preventive
measures to preclude the escape of such cargo. Ship should be capable of sustaining
collision
or stranding damage anywhere in her length except involving either of the bulkheads
bounding a machinery space located aft, and surviving as specified. Tanks
containing cargoes which are required to be transported in a type II should be located
outside the extent of damage and should nowhere be closer, to the ships shell than 760
mm
Vertical extent: from base line B/15 OR 6 m whichever is less.
Transverse extent: 760 mm

Maximum allowable quantity of cargo 3000m3 IN ANY ONE TANK.
CARGO TANK LOCATION
2 760 mm
IMO CLASSIFICATION - SHIP TYPE III
TYPE III ship is a Chemical Tanker intended to transport products with sufficiently
severe environmental and safety hazards which require a moderate degree of containment
to increase the survival capability in damaged condition.
1. MODERATE floatability and damage stability requirement.
2. No special requirements for cargo tank location.
3. Designed to carry products or sufficient hazard to require a moderate degree of
containment to increase survival capability in a damaged condition.
4. No limit of quantity of cargo per tank.
HAZARDS OF CHEMICAL CARGOES

A number of Chemicals are used throughout the world and these chemicals may be
reactive, Corrosive, Flammable and Explosives. To Handle these Chemicals one should
be aware of the properties and hazards of these chemicals. Information about any
chemical to be carried on board should be comprehensive enough for an accurate
assessment of
1) Reactivity
2) Corrosivity to equipment and tools
3) Fire and Explosion hazards
4) Health(Toxicity, Asphyxia)
5) Environmental
6) Structural
1) REACTIVITY HAZARDS
A reactive material is a substance that can liberate sufficient energy to initiate a
hazardous event. Initiation of a hazardous reaction can be spontaneous or occur as a result
of heat input, mechanical shock, friction or catalytic activity. Substance or cargo may be
> Self-Reactive ^
> React with Air
> React with water or
> React
with other
substance And
Result of
Reaction may be
> Exothermic reaction
> Release of Vapour
> Rise in Temperature in the tank
> Affect the cargo quality >^^^
> Increase the danger of explosion or fire.
SELF REACTIVE CHEMICALS

Vigorous Polymerisation may occur: Polymerisation is a chemical reaction in which
small molecules (monomers) join together to form a large molecule (Polymer). The
reaction often produces heat and pressure. Vigorous polymerization is hazardous because
the reaction may get out of control. Once started the reaction is accelerated by the heat
that it produces. The uncontrolled build-up of pressure and heat can cause fire or an
explosion or can rupture a cargo tank. Depending on materials increase in temperature or
sunlight or UV radiation or X-rays or contact with incompatible chemicals can trigger
such reaction. Many pure substances can undergo vigorous polymerization quite easily by
themselves when they are heated slightly or exposed to light. These include: Acrylic acid,
acrylonitrile, Styrene, Vinyl acetate.
Inhibitor is a chemical that is added to a material to slow down or prevent an unwanted
reaction to occur. Inhibitors are added to many materials that can polymerize easily when
they are pure. Inhibitor level may decrease during storage even at recommended
temperatures.

Vigorous Decomposition: It is a chemical change in which a molecule breaks down into
simpler molecules. This reaction is potentially hazardous because large amount of heat
can
be released very quickly. This could result in a fire or explosion or rupture a closed
container causing the release of dangerous decomposition products.
REACTION WITH WATER
Some materials can react vigorously with water to produce gases which are deadly. For
example Sodium or potassium phosphides release phosphine gas when they come in
contact with water. Large amount of corrosive hydrogen gas is released when water
reacts with aluminium chloride. When water contacts thionyl chloride or sulphuric
chloride they decompose to give sulphur dioxide gas and hydrogen chloride gas. Sodium
or potassium cyanide releases hydrogen cyanide when contact water.
REACTION WITH AIR
Air reactive chemicals are those which react violently in contact with air or oxygen.
Sometimes air reactive chemicals are called spontaneously combustible or pyrophoric
materials. Pyrophoric materials burst into flame spontaneously upon contact with air or
oxygen. E.g. alkali metals react with oxygen to form monoxide and peroxide and reaction
proceeds with explosion. Phosphorous catches fire in moist air and produce white fumes.
2) CORROSIVITY HAZARDS
Corrosion involves the destruction, dissolving or softening of any substance by chemical
or electrochemical reaction with its environment. It can be the gradual action of natural
agents such as air or salt water on metals. Presence of Corrosive materials creates two
particular Hazards
> Corrosion of materials of construction
> Contact of person with corrosive materials. E.g. HCl, H2SO4, HNO3.
3) FLAMMABILITY HAZARDS V
Flammable materials include any solid, liquid or gas that will ignite and burn rapidly.
E.g. Benzene, Gasoline, Carbon monoxide, Acetylene
EXPLOSIVE HAZARDS
Explosives are compounds or mixtures that undergo rapid burning with the generation of
large amount of gas and heat and the production of sudden pressure effects e.g. Picric
acid, Nitro compound.
4) HEALTH HAZARDS
TOXICITY HAZARDS
The ability to affect human tissues and toxicity of any cargo depends on its Threshold
limit value.
ASPHYXIA
A person will be asphyxiated if he breathes Oxygen deficient atmosphere arising due to
cargo vapours or nitrogen required for the cargo operations.
CARCINOGEN
Some of the chemicals causes cancer if the exposure is long.

5) ENVIRONMENTAL HAZARDS
6)
Cat-X,Y,Z are marine pollutant & their discharge to sea is prohibited, unless MARPOL
Ann II discharge criteria is complied with.

6) STRUCTURAL HAZARDS
This is associated with high density cargoes which may damage the ship tanks if
overloaded by weight. Design Specific gravity to be used for max loading weight per
tank. Due to less volume loading there will be sloshing effects in the tank.
MARPOL ANNEX II
Categorization of Noxious Liquid Substances and Other substances:

> Category X: NLS deemed to present a major hazard to either marine
resources or human health and therefore justify the prohibition of discharge
into the marine environment.
e.g. Heptane, Phosphorus, Calcium hypochlorite sol.(>15%)
> Category Y: NLS deemed to present a hazard to either marine resources or human
health and therefore justify a limitation on the quality & quantity of discharge into the
marine environment. e.g. Palm Oil, Sulphuric acid, Phenol
> Category Z: NLS deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality & quantity
of discharge into the marine environment. e.g. Phosphoric acid, Ethanol, Acetone
> Other Substances: Substances indicated as OS in pollution category column of Ch-
18 of IBC code have been found to fall outside Cat - X, Y or Z as defined above and
are considered to present no harm to marine resources or human health. The discharge
of "Other Substances" shall not be subject to any requirements of Annex-II. e.g.
Apple Juice, Molasses, Glucose sol.
Special Areas: Antarctic Area south of 60 degrees south. The discharge of any NLS is
prohibited in the special area.
High Viscosity Substances (H.V.S.): A noxious liquid substance with a viscosity equal
to or greater than 50 mPa.s is a high viscosity substance.
Solidifying Substance means a NLS which in case of Melting Point < 15° C, is at a
temperature of less than 5° C above Melting Point at the time of Unloading or
in case of Melting Point > 15° C, is at a temperature of less than 10° C above
Melting Point at the time of Unloading.
PREWASH PROCEDURES
Prewash is mandatory for all Cat - X substances and High Viscosity or Solidifying
substances of Cat - Y. Prewash serves to reduce the residue quantities in tank to
negligible . In formulating prewash procedure consideration has been given to physical
properties (e.g. Viscous or Solidifying nature) of cargoes. Prewash shall be carried out
before the vessel leaves the port of unloading and residues shall be discharged to a
reception facility. Prewash for Cat-X to be carried out until the concentration of the
substance in the effluent is below 0.1% by weight. Prewash for Cat-Y to be carried out as
per P & A manual. After prewash tank washing can be discharged to the sea en route as
per Reg13.

MARPOL Ann II Reg13: Discharge Criteria for Effluents containing NLS
Cat -X Cat - Y Cat - Z Cat
OS
Substances
High Keel laid Keel laid
Viscosity / Others before after
Solidifying 1/1/07 1/1/07
Conditions
Strip Tank & Piping
in accordance with P YES YES YES YES YES
& A Manual
Mandatory YES YES NO NO NO
Prewash
Subsequent Wash - - - - -
May be
Discharge below W/L YES YES YES YES
Exempted
Distance from Land > YES YES YES YES YES
12 Miles
Ship's Speed > 7 YES YES YES YES YES
Knots
Water Depth > 25 m YES YES YES YES YES o
N
If unloading of Cargo for category X, Y, Z is not carried out in accordance

with
Additional Notes: Procedures & Arrangements Manual, Pre-wash becomes mandatory.
No Restrictions, except Stripping as per P & A Manual, are imposed if Tank
Cleaning is carried out by Ventilation only.
Stripping Requirements of cargo tanks:
New Ships (post 2007) IBC Ships (pre 2007) BCH Ships
Cat - X
75 Litres
150 Litres
350 Litres
Cat - Y
75 Litres 150 Litres 350 Litres
Cat - Z
75 Litres 350 Litres
950 Litres
Precautions to be taken prior loading a noxious liquid substance. :

a) Check the product is listed in the attachment of Certificate of fitness
b) The following book needs to be consulted w.r.t safety aspect ,hazard and handling
procedures for the cargo to be carried

1) IBC Code
2) P & A Manual
3) MSDS Sheet
4) USCG Compatibility Chart
5) Company Cargo Operation Manual
6) Tank Cleaning Guide
7) SMPEP
8) ICS Tanker Safety Guide
c) All effort should be made to know the following information about the product
1) Chemical & Physical Property

2) Compatibility with other parcel
3) Action in case of spill or leak
4) Countermeasures against accidental personal contact
5) Action in case of fire
6) Antidote and Draeger tube for the product is available
7) Fire fighting procedure and extinguishing media
8) Procedure for cargo transfer , tank cleaning and gas freeing
9) Whether the chemical is stabilized or inhibited
10) Tank Venting requirement

11) Any other characteristic of the product like high vapour pressure
12) Flash point of the product and the estimated loading temp
13) Nominated cargo qty and order of loading
14) Whether VEC ( vapour emission control system ) will be required
15) Cargo viscosity and Melting point
16) Cargo heating and cooling instruction
17) Tank coating material compatibility
18) Precaution against static electricity
19) Initial rate
20) Line cleaning procedure after completion of loading/discharging
21) Any special requirement as given in Chapter 17 of IBC code in
section (o)
22) Discharge category of the product should be checked and loading
to be
carried out in appropriate tanks.
Based on the above information the cargo operation should be carefully planned and
documented well in advance of operation . This should include cargo and ballast plan
,stowage plan , Drawing of Piping diagram , Valve arrangement , venting arrangement ,
IG valve arrangement as per the company plan . Piping diagram contains location of u-
pieces , y-pieces and elbow for the operation.
Stability , Stress and trim should be kept in mind for preparing the cargo plan . Load line
zones and season to be consulted.

Topping of UTI and CCR fixed gauging equipment ullages should be recorded for the
loading temp.
The following precaution to be taken to avoid co-mingling of cargo

a) Different set of equipment should be used to avoid commingling
b) The stowage is planned such that to ensure that drip tray segregation should be
maintained at manifold.
c) Splash guard should be provided at manifold
d) The vapour of incompatible cargoes should also be segregated .
When deciding topping off following sequence shall be kept in mind

- No. of tank loaded simultaneously */W^u^
- Available personnel on deck
- Weather condition
- Trim & list
Precaution to be taken during carrying out the operation

a) A meeting to be called for crew and officer and the cargo plan and other
important thing related to the operation should be discussed.
b) High level and overfill alarm to be tested
c) PV valve should be manually operated using hand
d) Ballast sampling to be carried out
e) Scupper to be in place.
f) Fire fighting arrangement are ready
g) Adequate amount of absorbent and spill containment equipment shall be
available at manifold.
h) Emergency showers and eyewash on deck are ready and running.
i) Cargo tank pressure alarms to be tested.
j) Pressure testing of lines /valves should be carried at regular interval k) Person should
have Proper PPE ( Apron, chemical suit , BA set ) etc. ready on deck
l) Antidote of the cargo available & all crew knows its location & use. m) Emergency
stop switch should be checked from all location during discharging operation.
n) Ship shore Safety checklist to be filled prior commencement of operation .On taking
over watch , valve arrangement to be rechecked
o) Cargo loading / unloading rate to be calculated are discussed with shore at regular
interval .
p) Mooring , safety and security watch to be maintained on deck.
q) Regular checking of over side should be done for any pollution
r) Sampling to be carried out prior loading at manifold and after loading .
s) Loading should be started at slow rate . Also at time of topping off , the rates
should be reduced. t) Alertness is required during Line Displacement and pigging
operation u) Over pressurization and under pressurization should be avoided in the tank.
v) In case the cargo present flammability or toxicity hazard or some highly sensitive
cargo , a pressure test of the relevant cargo system should be conducted to the
maximum allowable working pressure. w) Cargo hose , steam hoses should be visually
checked , pressure tested and

conductivity checked. x) Proper
Notices are placed at Manifold.
y) In case of Carcinogenic material , Special Notice should be placed near manifold
to make people aware of the chemical. z) All overboard discharge valves shall
be securely closed and blanked. aa) Cargo tanks - all opening should be
gas tight bb) Reading of gases evolved by cargo should be checked on
deck , in
accommodation , ER and PR at regular interval.
Shipboard Marine Pollution Emergency Plan (SMPEP)
A Shipboard Marine Pollution Emergency Plan (SMPEP) is a flag or class approved

document carried on board that gives guidance to the Master and crew in the case of a
collision or a fire on a ship. The SMPEP details the emergency plans and the pollution
prevention team together with the relevant contact details. Regulation 17 of Annex II of
MARPOL 73/78 (Prevention of Pollution by Noxious Liquid Substances) requires every
ship of 150 GRT and above certified to carry noxious liquid substances in bulk to have on
board an approved Shipboard Marine Pollution Emergency Plan for Noxious Liquid
Substances. Such a plan is required to be drawn up in accordance with the "Guidelines for
the Development of Shipboard Marine Pollution Emergency Plans for Oil and/or Noxious
Liquid Substances" adopted by Organisation. This requirement came into force on 1
January 2003. The SMPEP should be combined with a Shipboard Oil Pollution
Emergency Plan (SOPEP), since most of their contents are the same and the combined
plan is more practical than two separate ones in case of an emergency. To make it clear
that the plan is a combined one, it should be referred to as a shipboard marine pollution
emergency
plan (SMPEP).
Contents of a SMPEP
- Record of changes
- Ship Particulars
- Reporting Requirements
- Steps To Control Discharge
- National And Local Coordination
- Additional Information
- List Of Coastal State Contacts
- List of Port Contacts
- List Of Ship Interest Contacts
- Pollution prevention teams & duties
- Spill control equipment
- Damage Stability Shore assistance details
- Flow Chart And Checklists
- Plans, drawings & ship specific details
- Record of drills
PROCEDURES & ARRANGEMENTS MANUAL

The P & A manual as required by Reg14 of Ann II Marpol, is a comprehensive ship
specific document that contains to the smallest detail; all the procedures & arrangements
on board chemical tankers which carry substances identified in Chapter 17 of the IBC
Code.
The manual is ship specific & is approved by the administration & is checked during
class surveys. Amendments has to be approved by the administration.
Purpose
-P & A manual is also used as a familiarisation tool for the newly joined crew. -To
minimise the cargo residues on board by following procedures given in the manual.
Contents of P&A manual as per MARPOL Ann II:-

-Main features of MARPOL 73/78, Annex Il
-Description of the ship's equipment
and arrangements -Cargo unloading
procedures and tank stripping
-Procedures relating to the cleaning of cargo tanks, the
discharge of residues, ballasting and DE ballasting
- I n f o r m a t i o n a n d p r o c e d u r e s : Cargo tank information., Flow diagram.,
Prewash procedures., Ventilation procedures. Additional information and operational
instructions when required or accepted by the Administration.

2nd Mates Handout ARI F3 Pollution Prevention

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Prepared at ARI; Saket, New Delhi - 110030 Page 386

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MATERIAL SAFETY DATA SHEETS (MSDS)

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INERTING OF LOADED TANKS W.R.T. FLAMMABILITY DIAGRAM

• The figure of 8% by volume of oxygen allows a safety margin as specified in

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REFER SEPARATE NOTES FOR PROCEDURES FOR INERTING

TOPPING UP OF LOADED TANKS W.R.T. FLAMMABILITY DIAGRAM

DEFINITION OF GAS FREEING :

• Purging is done prior gas freeing to keep out of Flammable Envelope.

GAS FREEING W.R.T. FLAMMABILITY DIAGRAM :

Prepared at ARI; Saket, New Delhi - 110030 Page 392

• The object is to further reduce content of oxygen and/or hydrocarbon volume.

• As per ISGOTT, tank is said to be purged when the HC content falls to 2% HC or

PURGING W.R.T. FLAMMABILITY DIAGRAM / REASON FOR PURGING :

• Purging enables to move a mixture, such as that represented by “F” to another

• Purging is also carried out after discharge operation to avoid vapour

REFER SEPARATE NOTES FOR PROCEDURES FOR PURGING

VARIOUS PIPELINE SYSTEM ON BOARD TANKERS

1. RING MAIN SYSTEM ( as done in class)

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FREE FLOW SYSTEM : (as done in class)

4. INDEPENDENT SYSTEM: ( as done in class)

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FUNCTIONS OF INERT GAS

MAIN COMPONENTS OF IG SYSTEM

PASSAGE OF IG FROM SOURCE TO CARGO TANK

FUNCTION OF INERT GAS SCRUBBER

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FUNCTION OF INERT GAS BLOWERS

FUNCTION OF NON-RETURN DEVICES

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HIGH VELOCITY PRESSURE VACUUM VALVES

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TYPES OF DECK WATER SEALS

WET TYPE DECK WATER SEAL

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SEMI DRY TYPE DECK WATER SEAL

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In each of these replacement operations, one of two processes can predominate:

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• Displacement method requires the presence of a stable horizontal interface

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PRINCIPAL ARRANGEMENTS ON BOARD TANKERS:

LOADING OPERATION ON TANKERS

PRIOR COMMENCEMENT OF LOADING CHECKLIST

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DURING LOADING OPERATION CHECKLIST

DISCHARGING OPERATION ON TANKERS

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GAS METERS USED ON BOARD OIL TANKERS

CATALYTIC FILAMENT COMBUSTIBLE GAS (CFCG) INDICATOR,

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Instrument Checks/maintenance Procedures:

2. Calibration kit is available on board. It includes a mixture of hydrocarbon gas in

3. Filters must be cleaned regularly.