Chemical Cargoes Ver 2

Issue Date : 01/09/2015
Rev ision No :2
Rev ision Date : 05/09/2018
Zenith Gemi İşletmeciliği A.Ş. Approv ed by : DP A
Doc No : 609.027
CHEMICAL CARGOES
VEGOIL
Preparation for Loading:
When carrying veg. oils for edible, the three last cargoes must not contain any products which
dangerous for healthy (leaded products).
FOSFA and NIOP List describe banned immediate last cargoes and acceptable previous cargoes.
• FOSFA (Federation of oils, seeds and fats associations ltd.) in Europe, will apply for vessel trading
in Europe or if vessel fixed to load according to FOSFA.
• NIOP (The National Institute of Oilseed products) in U.S.A. will apply for vessels trading in U.S.A. or
if vessel fixed to load according to NIOP.
Common for both is that if a previous cargo is not listed either on the acceptable or unacceptable cargo
list, the charterers have to be notified if they can accept the tank. On the NIOP it is also listed cargoes
on a research list.
The same will also apply if the tanks have zinc coatings, due to the possibility of zinc pick up in the
cargo. This matter is normally cleared on an early stage, but for sake of good order, the subject of
coating/cargo compatibility should always be cleared with Charterers or Commercial Operators prior
loading.
When the Master receive vegoil loading order, he should check Fitness certificate to be ensure to load
this cargo, availability any loading restriction in the foot notes, and also check cargo coating resist list.
Prepare loading plan considering heating cargo or not. As possible using less cargo tank as for loading,
it will be more economic for heating, sweeping and tank cleaning.
Cargo heating equipment should be check and recorded if heated cargo loaded. When loading plan
preparing, it should be considering cargoes need more heating such as Palm Stearin suitable for
carrying in tanks which have heating coil. In order to prevent solidify of some part in cargo line where
the cargo not flow, should be blanked and the shortest way should be preferred for loading.
During Loading:
To be careful for P/V valves and lines can block up when carrying heated vegoil. Ballast discharging
operation should be started as soon as possible from the ballast tanks whereas adjacent loading cargo
tanks with consideration of stress-stability calculation. If calculation is not allowing de-ballasting
operation, de-ballasting should be performed at least to the double bottom tank level to prevent touching
ballast water to the cargo tank bottom. This subject must be keep in mind during whole passage period.
If loading stopped, the cargo line should be swept in cargo tank by blowing immediately. The cargo
tank’s lines which already loaded, should drain and swept in to cargo tanks and to be sure all lines are
empty. That will prevent bad surprise source for block up lines. All lines should be always empty.
Because if the line block up, it is very hard task to open it.
Laden Voyage and Heating:

Heating instruction where taken from loading master/charterers should be follow and good recorded. It
is very importance to obey heating up limits and keeping records. Sample heating instruction as below.
Cargo Carriage temp. - °C Discharge Temp. - °C Freezing point - °C
Crude Palm Oil 32-40 50-55 29
Palm Kernel Oil 25-30 40-45 23
Coconut Oil 25-30 40-45 23
Palm stearin 45-50 60-70 42
To make tank circulation at least 4 hours in everyday is very useful if the tank heat or not heat. The
sediment settle on the bottom according to static position. However, the heat not easily transfer because
of the cargo characteristic. This situation resulted impossible of homogen temperature in cargo tanks
Note: This is a paper copy of the official document and may not be the valid version. The valid version can be found
within the company’s official edocument management system and it is the responsibility of the reader to verify this. Pa ge 1 of 20
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
and the pump can b freeze. The blocked pump is the one of the most undesired position. If the tank has
heat exchange system, that is very bad position for heating. So circulation is very important for homogen
heating in cargo tank. When heating is carried out with exchange heater system, differences between
in and out cargo temperature is very important. The difference never exceeds 6 degrees.
When heating is carried out with heating coils importance point that the pressure of inlet steam. The
pressure should not preferably exceed 1,5 - 2 bars. If exceeds the cargo can burn. However, circulation
is importance also in coil tanks.
One of the importance point that is P/V valves. Especially in the bad weather and cold weather
temperature, effect of splashing P/V lines can be blocked because of solid cargo and may be hazard
for cargo tanks. So P/V valves must be checked every day. Vapour of cargo can change opening /close
parameter of P/V valves, also can cause blocked valves. So the release of the tank pressure and
vacuum to keep around zero level in everyday will prevent bad result.
Tanks temperature should be measured manually. Temperature not homogen in cargo tanks. 10
degrees’ differences can be between up to bottom of the tank. Bottom temperature is importance for
safe operation. That can be measure by manual thermometer. This measurement also give information
about sedimentation on the bottom.
The heating plan should be made to reach discharge temperature before 4-5 days prior to arrival. That
will make safe and easy discharging operation. When the cargo in sediment and solid condition, the
heat transfer is very slow.
Discharging:
All cargo lines where will use in operation should be checked and to be sure all are open, not blocked
before arrival. If you face blocked line during discharging operation, it can cause loosing much time to
open the line, and that is undesired position. If you have chance to choose berthing side in discharging
facility, you should choose other side of connections where cargo lines connect the manifolds. That will
make shorten the unused blocked line, and also will make easier operation.
If necessary, the discharging should have stopped as much as minimum. If you have to stop
discharging, manifold and discharging line must be blowing the tank.
Cargo temperature start to decline because of air inlet in to cargo tank during discharging operation.
So heating of cargo tank shall continue during discharging. This is not a problem cargo tanks which
have coils, however it is a hard task and can effect discharging performance for cargo tanks which have
heat exchange system.
Framo cargo pumps should be purged as soon as possible after discharging. A little cargo leakage from
cargo seal could block the cargo pump purge cofferdam.
Resting and working hours should be considering during discharging operation. Most probably cargo
tanks need to be swept for empty tanks. So Arrangement should be done for not to finish all cargo tanks
same time. If needed, help to be sought from engine department for sweeping.
Sweeping of Cargo Residues:

After the carriage of vegetable oils, manual sweeping of the cargo tanks is usually necessary to push
the semi-liquid residues towards the pump suction to complete the discharge and before commencing
tank cleaning. (The process is sometimes called “squeegeeing” or “puddling”)
Despite the natural origins of the cargo, it is essential that safety precautions are observed on every
occasion that personnel are sent into an enclosed space.
Potential risks with gases generated by these cargoes, not always during putrefaction, are indicated in
specific MSDS.
The tank should be mechanically ventilated for at least 1 hour, concurrently with discharge, to ensure
its atmosphere is safe for entry without breathing apparatus before sweeping begins.
The requirements for tank entry and atmosphere testing procedures in SMS should be observed, and
an enclosed space entry permit issued before personnel enter into the tank.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
Ventilation should continue during the sweeping operation. A responsible person should remain in
attendance at the tank hatch throughout the sweeping operation, keeping the personnel within under
observation.
If at any time the oxygen level falls below 21%, the tank must be vacated until the oxygen level has
been restored by ventilation.
ISOCYANIDES (WATER REACTIVE CARGOES)
The Master is responsible for implementation and The Chief Officer is responsible for compliance of
below.
Water-reactive chemicals react with water to produce heat and often hazardous products, such as toxic
or flammable gases. Such cargoes include but are not limited to Isocyanates (TDI, MDI, PAPI)
 If a chemical is water reactive, avoid exposing it to water, rain, water spray, or even humid air.
 To find out whether a chemical is water reactive and what happens when it reacts with water - consult
the MSDS, IBC and IMDG codes.
Many chemicals are considered water reactive because their reaction with water could create a hazard.
Either:
 The reaction itself is violent.
 The reaction produces products/gasses that are toxic, corrosive, flammable, and/or explosive.
 The reaction produces other gases that are not hazardous in themselves but that can cause tank
over pressurization or can displace oxygen from the air.
As a general rule - avoid exposing water-reactive chemicals to water, water spray, rain, or even
very humid air.
Pre-Loading Preparation:
 Cargo stowage must be carefully planned avoiding water adjacency or reactive adjacent cargoes.
Consult Certificate of Fitness and IBC code.
 Stowage must also be planned to ensure no tank washing will be conducted adjacent to the cargo
at any stage during the voyage.
 Ballast plans should be reviewed carefully to ensure no ballast water will become adjacent to the
tanks at any stage during the voyage through to completion of tank cleaning.
 Normally the tank and associated cargo lines will be pre-purged with Nitrogen to reduce the Dew
Point to <-40°C.
 The cargo pump cofferdam should be purged out with nitrogen and filled with an inert non-reactive
substance such as DOP (Di-Octyl Phthalate).
 Fixed tank cleaning machines should be purged out with nitrogen
 Any cargo hoses and associated cargo handling equipment should be inspected to ensure they are
dry and if possible purged out with nitrogen.
 The vessel's fixed fire fighting system must be taken into account to ensure a compatible
extinguishing medium is available.
 Adequate supply of PPE should be available as per IBC code.
 A neutralizing agent should be made available for use involving small spills. For TDI/MDI handling -
ensure a drum of Neutraliser and barrel pump are ready for use: - with a solution of 80 ltrs of FW,
100 ltrs of IPA, 20 ltrs of Aqua ammonia
 Prepare a solution of 99% IPA and 1% Tincture of Green Soap for personal protection.
Loading:
 Normally water reactive cargoes will be loaded in a "closed" operation.
 Approved venting system as designated by the IBC code and P&A manual shall be used.
 It is preferable to use the Vapour Emission control system (VECS), but this will depend on Terminal
and local/state requirements.
 Ullages shall be monitored by a closed gauging system.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
 If portable ullage tapes are used, they must be gas tight units fitted to approved vapour locks.
 On completion of loading the cargo lines should be well cleared back to the tank and kept Inerted
with Nitrogen. Line flushing with chlorinated solvents is only to be undertaken after prior approval
from Company operation department.
Voyage:
 Tank must be kept under positive Nitrogen pressure at all times.
 Daily records of temperature and pressure are to be maintained.
 Cargo lines must be kept Inerted with nitrogen and their pressures monitored.
 Should a sharp rise in temperature or pressure be noted, it could be an indication of an exothermic
reaction starting to develop. In this case, Company office must be notified immediately.
Discharging:
 Normally water reactive cargoes will be discharged in a "closed" operation.
 Tanks should be kept closed and Nitrogen admitted to the tanks via the approved system as specified
in the IBC code and the vessels P&A manual. Alternatively, a VECS may be utilized depending on
Terminal and local/state regulations.
 When not discharging from a tank, all hatches must be securely closed, and positive Nitrogen
pressure maintained.
Hose Connecting/disconnecting:
 Cargo hoses and loading arms should be effectively drained prior to connection/disconnection.
 Consideration should be given to purging hoses and loading arms with nitrogen.
 Cargo hoses where connected at the manifold should be fitted with valves adjacent to the
presentation flange in order to minimise the risk of product spill on disconnection.
 Portable spill containers should be used at the manifold area, and any spilled product contained and
disposed of in accordance with local terminal and port regulations.
Closed Gauging and Sampling:

 Closed gauging or sampling for custody transfer purposes will normally be carried out using the fixed
gauging system or by using gas tight portable equipment passed through a vapour lock.
 Full, appropriate PPE is to be worn at all times when sampling or gauging tanks at the vapour lock.
 Care must be taken to ensure all sampling equipment is dry and samples not exposed to any sources
of moisture.
 The vapour lock standpoints must be calibrated and corrections for trim and list are detailed in an
approved copy of the calibration tables.
 Instruments such as electronic thermometers and UTI gauges should be routinely calibrated
according to manufacturers' recommendations.
Tank Cleaning:
 Normally cleaning shall be conducted in a "closed" operation. All tank hatches to remain closed.
 The tank must remain under positive Nitrogen pressure until primary rough wash is completed.
 Fixed tank cleaning machines shall be used. Use of portable machines is to be avoided.
 Primary rough wash will normally be completed with a compatible solvent as per instructions from
the tank cleaning guide, and in compliance with the vessels P&A Manual.
 Under NO CIRCUMSTANCES should water be used for washing unless express permission has
been received from the vessel operator.
 PPE should be worn by all personnel engaged in the operation.
Emergencies:
 In emergencies such as deck spills and tank rescue, personnel involved in responding to the incident
should utilise PPE that will afford the maximum protection, i.e., full protective clothing and positive
pressure self contained breathing apparatus.
 The Master must carefully review MSDS information for the specific cargo and should develop a
specific contingency plan detailing expected safe alternative stowage locations and containment
options for all stages of the expected voyage.
 Regular training is to be conducted and all crew familiarized with individual vessel response plans.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
HANDLING AROMATIC HYDROCARBONS, BENZENE AND MIXTURES

HAVING 5% BENZENE OR MORE
The aromatic hydrocarbons include Benzene, Toluene and Xylene. Aromatic cargoes can produce
harmful effect in the body when swallowed, absorbed through the skin, or when the vapours are inhaled.
The harmful effects of the cargo vary according to its properties and the individual inherent sensitivity.
Aromatic hydrocarbons in general are irritants and potent narcotics. The main health effects of common
aromatic solvents other than Benzene are dermatitis and effects on the nervous system. Benzene has
effects on blood forming tissues of the bone marrow. It is also a leukemogenic agent. Aromatic cargoes
are generally clear colourless liquids, characterized by a distinct sweet odour.
HAZARDS INFORMATION
 Aromatic cause irritation if they come in direct contact with the eyes.
 Prolonged exposure to their vapours may cause a temporary loss of the sense of smell.
 Prolonged or repeated contact with some aromatics may cause the skin to become dry or cracked.
Some aromatics may cause minor skin irritation.
 Chemical pneumonia may result if an aromatic liquid is taken into the lungs.
 Long term exposure to Benzene may cause chronic damage to the blood and blood forming organs
and may be fatal.
 As per OHSA (Occupational Health and Safety Administration) TLV of Benzene is at 1 PPM.
Manufacturer’s MSDS must be referred to for the exact nature of the cargo.
Benzene is an organic chemical compound and a known carcinogen with the molecular formula C 6H6.
Benzene is a colorless and highly flammable liquid with a sweet smell and a relatively high melting
point. Threshold Limit Value (TLV) for chemical substances is defined as a concentration in air,
typically for inhalation or skin exposure. Its units are in parts per million parts of air (ppm) for gases:
TLV's are usually expressed as:

 Time Weighted Average (TWA) - The airborne concentrations (1ppm) averaged over 8 hours
 Short Term Exposure Limit (STEL)- The airborne concentration (5ppm) as averaged over any 15
minute period.
The Master is responsible for implementation and the Chief Officer is responsible for compliance. The
relevant MSDS sheet, IBC code, MFAG guide and OCIMF guidelines on Benzene must always be
consulted prior to handling Benzene and Benzene Mixtures.
Loading:
 Prior to loading, MSDS must be provided by the shipper, if not provided, to be requested.
 It is the responsibility of the master and the Company, that the crew is made aware of any work
situation concerning operations involving liquids in bulk containing benzene that may impose a risk
to their health. The crew should be informed of relevant safety precautions prior to cargo operations.
 Aromatic Hydrocarbons, Benzene and Benzene Mixtures must be loaded in a "closed" operation.
 The vessel shall normally arrive at load port with her tanks Inerted <8% Oxygen by use of either IGG
or Nitrogen. Company Opr Dept must be consulted prior to loading for agreement on Inerting.
 All crew involved in Hose connection/Disconnection shall wear appropriate PPE. This shall include
full SCBA set until the hose or loading arm is properly secured.
Discharging:
 Aromatic Hydrocarbons, Benzene and benzene mixtures will be discharged in a "closed" operation.
 Tanks should be kept closed and inert gas or nitrogen admitted to the tanks via the approved system
as specified in the IBC code and the vessels P&A manual.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
 Discharging rate should be arranged to keep tank pressures positive at all time.
 Cargo hoses and loading arms should be effectively drained prior to connection and disconnection.
 Consideration should be given to purging hoses and loading arms with inert gas or nitrogen.

 Closed gauging or sampling for custody transfer purposes must be carried out using the fixed
 Full and appropriate PPE is to be worn at all times when sampling or gauging tanks at the vapour
lock.
Tank Cleaning:
 Tank cleaning shall be conducted in a "closed" operation. All tank hatches to remain closed.
 Tank cleaning plan must be submitted to Company for prior approval.
 Regular monitoring of the atmosphere on deck with toxic gas detector is to be undertaken.
 After completion of washing, the tanks must be gas freed as outlined below.
IGG Purging and Gas Freeing of Benzene after washing:

 Initial Purging and Gas Freeing shall be conducted through the approved gas freeing outlet by use
of the IGG system.
 Gas Freeing & Purging of Benzene within port limits or restricted waterways shall be avoided. If this
is unavoidable the port authorities must be informed and permission obtained.
 Gas Freeing & Purging of Benzene at anchor shall be avoided due to issues with vapor dispersal.
 Exposure of personnel to vapours at deck level must be minimized.
 Inerting shall be done by cascade as shown in the following diagram:
1. Purge with IGG until tank atmosphere is less than 30% LEL. Measure every 30 min in both
tanks.
2. When one tank is less than 30% LEL and the other tank still is above then change to single
system purging. IG is going in and out of same tank by the Purging lid.
3. When the first set of tanks is below 30% LEL - start ventilating.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
4. Wearing full chemical protection, crew can rig 2 blowers in each tank, open tank hatch and leave
the deck.
5. Ship is turned so wind is carrying away from accommodation and deck.
6. The blowers are started by starting fire/GS pump.
7. After 30 minutes a ppm test is carried out in the tanks.
8. Depending on wind force and direction the ship can be turned back on course when it is deemed
safe by the Master.
If the vessel is required to arrive at load port with clean and dry tanks ventilations is continued
until Benzene vapour is < 0,5 PPM.
If the vessel is expected to arrive in load port with clean and Inerted tanks (but not dry tanks)
ventilation stops when the Benzene vapour is <5 PPM. Inerting is then undertaken through the
purging lid at the P/V valves.
General Safety Precautions during Ventilation and Gas Freeing Operations from Benzene:
 It is the responsibility of the master and the Company, that the crew is made aware of any work
situation concerning operations involving liquids in bulk containing benzene that may impose a risk
to their health. The crew should be informed of relevant safety precautions prior to cargo operations.
 All non-essential personnel should be kept well clear of the area where these operations are being
conducted and work within these areas must be carefully planned to minimize expose.
 Vapour concentrations on deck shall be measured prior to work and appropriate PPE used.
 Only work related cargo handling is to allowed on deck
 All non-essential crew should be clear of the engine room, machinery spaces, where applicable.
 All accommodation and engine room ventilation systems should be set to closed recirculation and
aux fans shut down where applicable. All efforts should be made to ensure the accommodation
remains gas tight. The accommodation must be kept under positive pressure. All deckhouses and
storage lockers to be shut. Only one door on the windward side/nearest to the cargo control room is
to be used as an access.
 A public announcement shall be made to all on board to advise when Gas Freeing operations are
about to start and upon completion and minimum crew should be in engine room during this
operation.
Tank Entry:
 Prior to tank entry, tests with suitable equipment shall be performed to determine the relevant toxic
concentrations as measured in Parts per million (ppm) by use of detection tubes
 In all cases the measured concentration must be showing NIL or Zero ppm prior to entry
 Appropriate PPE shall be worn at all times.
 All Tank entry is to be conducted as per enclosed space entry procedure.
 Tank atmospheres shall be continually or regularly re-checked for toxic vapour concentrations.
Accommodation Ventilation:
 The ventilation of accommodation spaces should be controlled with the aim of stopping the
introduction of cargo vapours through inlet fans and trunks.
 The air conditioning system should be set to closed recirculation mode.
 Accommodation and engine room spaces should be included in any vapour exposure monitoring.
Respiratory Protection:
 Respiratory protection must be worn by all personnel who may be exposed to Benzene vapor
concentrations exceeding the TWA.
 The use of full SCBA sets, gas tight suits and other chemical protective clothing must be adopted.
 Should uncertainty exist as to the actual vapour concentrations, it should be assumed that
concentrations exceed the TWA until such time as monitoring indicates whether or not a hazard
actually exists.
Protective Clothing:
 Personnel who may come into contact with Benzene should wear.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
 Contaminated clothing must not be brought into the general accommodation area. Use of the
approved locker room is required, and any clothes badly contaminated must be disposed of.
Monitoring:
 Monitoring is required to measure the effectiveness of gas dispersion around the vessel.
 All monitoring is to be completed with a suitable gas detector calibrated to Benzene or suitable gas
detection tubes.
 All cargo operations, gas freeing and tank entry must be monitored by suitable detector to obtain 8-
hour breathing zone samples (TWA's).
 Short duration operations having high potential for exposure, such as tank gauging and sampling
should be monitored to obtain 15-minute breathing zone samples (STEL's) by suitable detector.
 Grab samples will provide an indication as to whether or not the use of personal protective equipment
(PPE) may be necessary.
 Grab samples should also be taken prior to responding to a spill and as part of entry procedures
prior to entry into a tank that has recently contained Benzene.
 Records of exposure monitoring activities shall be maintained.
 Permissible exposure levels to personnel shall be kept to at or below levels established in
accordance with individual flag State requirements.
Medical monitoring:
Crewmembers potentially exposed to benzene vapour inhalation should be submitted to a programme
of regular suitable medical checks on their health. The results of such checks should be kept on
record under normal confidential practices in the medical profession.
Emergencies:
 In emergencies such as deck spills and tank rescue, where toxic vapour concentrations are not
known or cannot be determined, personnel involved in responding to the incident should utilise PPE
that will afford the maximum protection, i.e., full protective clothing and positive pressure self
contained breathing apparatus.
 The Master and Chief Officer must familiarize them self with the MFAG for Benzene.
 The Chief Officer must ensure medicines indicated in the MFAG are onboard.
TOXIC CARGO
Toxicity of a substance can be affected by many different factors such as:
 the pathway of administration (whether the toxin is applied to the skin, ingested, or inhaled)
 the time of exposure (a brief encounter or long term)
 the number of exposures (a single dose or multiple doses over time)
 the physical form of the toxin (solid, liquid, gas)
 the genetic makeup of an individual and the individual's overall health.
ACUTE EXPOSURE: a single exposure to a toxic substance which may result in severe biological harm
or death; acute exposures are usually characterized as lasting no longer than a day.
CHRONIC EXPOSURE: continuous exposure to a toxin over an extended period of time, often
measured in months or years can cause irreversible side effects.
PERMISSIBLE EXPOSURE LIMITS (PEL) - The maximum exposure allowed by appropriate regulatory
standards, including those of flag States.
PEL's are usually expressed as:

 Time Weighted Average (TWA) - The airborne concentrations averaged over 8 hours.
 Short Term Exposure Limit (STEL) - The airborne concentration as averaged over any 15 minute
period.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
The Master is responsible for implementation and the Chief Officer is responsible for compliance. The
risk of personnel exposure will be greatest during cargo related activities. The relevant MSDS sheet,
IBC code, MFAG guide and other industry publications must always be consulted prior to handling
toxic cargoes.
Loading:
 Normally toxic cargoes will be loaded in a "closed" operation.
 It is preferable to use the Vapour Emission control system (VECS), but this will depend on Terminal
and local/state requirements.
 Ullages shall be monitored by a closed gauging system.
 If portable ullage tapes are used, they must be gas tight units fitted to approved vapour locks.
Discharging:
 Normally toxic cargoes will be discharged in a "closed" operation.
 Tanks should be kept closed and inert gas or air admitted to the tanks via the approved system as
specified in the IBC code and the vessels P&A manual.
 When not discharging from a tank, all hatches must be securely closed.
 Cargo hoses and loading arms should be effectively drained prior to connection/disconnection
 Consideration should be given to purging hoses and loading arms with inert gas or nitrogen.
 Closed gauging or sampling for custody transfer purposes will normally be carried out using the fixed
 Full and appropriate PPE is to be worn at all times when sampling or gauging tanks at the vapour
lock.
 The vapour lock standpoints must be calibrated and corrections for trim and list are detailed in an
approved copy of the calibration tables.
 Instruments such as electronic thermometers and UTI gauges should be routinely calibrated
according to manufacturers' recommendations.
Tank Cleaning:
 Tank cleaning shall be conducted in a "closed" operation. All tank hatches to remain closed.
 Regular monitoring of the atmosphere with toxic gas detector is to be undertaken.
 Static precautions as outlined in the International Safety Guide for Oil Tankers and Terminals
(ISGOTT) should be followed at all times as applicable.
Gas Freeing and Purging:

 Initial gas freeing & Purging shall be conducted through the approved gas freeing outlet.
 Gas Freeing & Purging of Toxic cargoes within port limits shall be avoided.
 Exposure of personnel to vapours at deck level must be minimized.
 Once the vapour concentration as measured at the approved vent outlet has been reduced to below
the PEL and LEL for the cargo, ventilation through deck hatches may commence.
 Full PPE must be worn during the measurement of toxic vapours on deck until it has been
ascertained the area is safe and exposure risks have been reduced to an acceptable level.
 All non-essential personnel should be kept well clear of the area where these operations are being
conducted and work within these areas must be carefully planned to minimize expose.
 Alteration of vessels course and/or speed may be required to keep vapour emissions away from the
accommodation.
 All non-essential personnel should be clear of the engine room and machinery spaces.
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027
 All accommodation ventilation systems should be set to full recirculation and aux fans shut down
where applicable. All efforts should be made to ensure the accommodation remains gas tight. All
deckhouses and storage lockers to be shut.
 A public announcement shall be made to all onboard to advise when Gas Freeing operations are
about to start.
Tank Entry:
 Prior to tank entry, tests with suitable equipment shall be performed to determine the relevant toxic
concentrations as measured in Parts per million (ppm) by use of detection tubes
 In all cases the measured concentration must be below the PEL (Permissible exposure limit)
 Appropriate PPE shall be worn at all times.
 All Tank entry is to be conducted as per company’s procedure.
 Tank atmospheres shall be continually or regularly re-checked for toxic vapour concentrations.
Accommodation Ventilation:
 The ventilation of accommodation spaces should be controlled with the aim of minimising the
introduction of cargo vapours through inlet fans and trunks.
 The air conditioning system should be used in the recirculation mode.
 Accommodation and engine room spaces should be included in any vapour exposure monitoring
Respiratory Protection:
 Respiratory protection must be worn by all personnel who may be exposed to toxic vapour
concentrations exceeding the PEL.
 The use of full SCBA sets, gas tight suits and other chemical protective clothing must be adopted.
 Should uncertainty exist as to the actual vapour concentrations, it should be assumed that
concentrations exceed the PEL until such time as monitoring indicates whether or not a hazard
actually exists.
Protective Clothing:
 Personnel who may come into contact with toxic cargoes should wear protective clothing such as
impervious overalls, aprons, boots, gloves and goggles as appropriate.
 Contaminated clothing must not be brought into the general accommodation area. Use of the
approved locker room is required, and any clothes badly contaminated must be disposed of.
Gas Monitoring:
 Monitoring is required to measure the effectiveness of gas dispersion around the vessel.
 All monitoring is to be completed with a Toxi gas detector or suitable gas detection tubes.
 All cargo operations, gas freeing and tank entry must be monitored to obtain 8-hour breathing zone
samples (TWA's).
 Short duration operations having high potential for exposure, such as tank gauging and sampling
should be monitored to obtain 15-minute breathing zone samples (STEL's).
 Grab samples will provide an indication as to whether or not the use of personal protective equipment
(PPE) may be necessary.
 Grab samples should also be taken prior to responding to a spill and as part of entry procedures
prior to entry into a tank that has recently contained a toxic cargo.
 Records of exposure monitoring activities should be maintained in accordance with flag State
requirements.
First aid:
Consult Material Safety Data Sheets, IMO publication” Medical First Aid Guide” and “Chemical Data
Guide for Bulk Shipment by Water”. Obtain medical advice as soon as possible. Be aware that some
cargoes require an antidote kit on board. Always check ship’s medical chest whether it stocks the
relevant toxic exposure antidote.
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Emergencies:
 In emergencies such as deck spills and tank rescue, where toxic vapour concentrations are not
known or cannot be determined, personnel involved in responding to the incident should utilise PPE
that will afford the maximum protection, i.e., full protective clothing and positive pressure self
contained breathing apparatus.
 Consideration should be given to carrying additional EEBDs at work stations on the maindeck.
MERCAPTANS (THIOL)
Health Concerns of Mercaptans

a) Mercaptans are colorless gas, having a smell similar to rotting cabbage.
b) They are generated by the de-gradation of natural organisms.
c) They can be detected by smell at concentrations below 0.5 ppm, although health effects are not
experienced until the concentrations are several times higher than this.
d) The initial effects of Mercaptans on persons are similar to those caused by H2S exposure.
e) Mercaptans may be found in the following conditions:
i) They may occur on ships where sea water has remained beneath oil or where oil residues are left in
tanks that contain water. (Such as dirty ballast tank, after it has been completely drained)
ii) They may also be found in water treatment plants and ballast treatment facilities.
iii) Are also present in vapors of pentane plus cargoes and in some crude oils.
iv) Are also used as an odorizing agent in natural gas
The precautions explained in SMS 605.015 for HS2 Content cargoes should be taken while handling
cargoes containing Mercaptans.
BLENDS OF PETROLEUM OIL AND BIO- FUELS

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. Following the
distribution of these guidelines, further bio-fuels identified as falling under the scope of the guidelines,
will be recorded in annex 11 of the MEPC.2/Circular which deals with bio-fuel/petroleum oil blends.
Carriage of Bio-Fuel Blends:

The carriage provision for bio-fuel blends is based on the volumetric composition of the blends as
follows:
Bio-fuel blends containing 75% or more of petroleum oil:

When containing 75% or more of petroleum oil, the bio-fuel blend is subject to Annex I of MARPOL.
When carrying such bio-fuel blends, Oil Discharge Monitoring Equipment (ODME – see resolution
MEPC.108(49)) shall be in compliance with regulation 31 of Annex I of MARPOL and should be
approved for the mixture being transported.
Bio-fuel blends containing more than 1% but less than 75% of petroleum oil:
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 following conditions:
a c d e F g h İ’ İ’’ İ’’’ j k l n o
Bio-fuel blends of Diesel/gas 15.12,
oil and FAME X S/P 2 2G Cont No - - Yes C T ABC No 15.17,
(>25% but <99% by volume) 15.19.6
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Bio-fuel blends of Diesel/gas 15.12,

oil and Vegetable oil X S/P 2 2G Cont No - - Yes C T ABC No 15.17,
(>25% but <99% by volume) 15.19.6
Bio-fuel blends of gasoline 15.12,
and Ethyl alcohol X S/P 2 2G Cont No T3 IIA No C F-T ABC No 15.17,
(>25% but <99% by volume) 15.19.6
Bio-fuel blends of Diesel/gas
oil and Alkanes (C10-C26) 15.12,
linear and branched with a X S/P 2 2G Cont No - - Yes C T ABC No 15.17,
flashpoint > 60C 15.19.6
(>25% but <99% by volume)
Bio-fuel blends of Diesel/gas
oil and Alkanes (C10-C26) 15.12,
linear and branched with a x S/P 2 2G Cont No T3 IIA No C F-T ABC No 15.17,
flashpoint ≤ 60C 15.19.6
(>25% but <99% by volume)
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 will
be incorporated into List 1 of the MEPC.2/Circular, as appropriate.
Bio-fuel blends containing 1% or less petroleum oil:

When containing 1% or less of petroleum oil, the bio-fuel blends are subject to Annex II of MARPOL.
Blending of Petroleum Oil and Bio-Fuel on board:

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 bio-fuels 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.
Certification Requirements:
The certification for the bio-fuel blend to be shipped should be in compliance with Annex I or Annex II
of MARPOL, as appropriate.
HIGH VAPOUR PRESSURE (VOLATILE) CARGOES

When handling high vapour pressure cargo, particularly in high ambient temperatures, high rates of
vapour generation may occur during either loading or discharging. It may be necessary to reduce
loading rates to reduce the rate of vapour generation and when discharging every effort should be made
to achieve complete discharge and draining of individual tanks in a single operation. Extreme difficulty
can be experienced in re gaining suction from a previously part discharged tank.
Reference is to be made to ISGOTT “Loading of very high Vapour Pressure”.
Venting
This section is to be read in conjunction with the Inert Gas Manual provided to all ships. Instructions
contained therein form part of the Regulations and are to be complied with as such.
The gas venting system is installed to provide for the dispersal of the displaced tank atmosphere clear
of the decks when tanks are being filled, to admit replacement inert gas when discharging, and to relieve
variations in the pressure of the tank atmosphere relative to outside pressure. These variations are
caused by the generation of gas and by changes in the volume of the tank atmosphere and liquid
contents due to temperature changes.
Certain cargoes can lose valuable components by evaporation during a voyage and therefore in
addition to providing free passage for gases during loading and discharging, it is necessary to restrict
the escape of light ends as much as possible It also is necessary to prevent gas contamination between
incompatible grades.
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While P/V valves are capable of being either fully opened or set to lift under a pressure or a vacuum in
the tank, they cannot be closed. When the valves are open they provide free access through the vapour
system. When set to automatic, they lift when the tank pressure reaches 0.14 bar (oil tanker) / 0.2 bar
(Chemical or oil & chemical Tanker) and vapour passes into the vapour system. When a vacuum of
0.03 bar (oil tanker) / 0.035 bar (Chemical or oil & chemical Tanker) occurs in a tank, air is admitted
from the atmosphere, through the cowl of the P/V valve. (These figures are representative, ships
drawings should be consulted for exact values).
When loading or discharging cargo, or when handling ballast, it is essential that there is free and
unimpeded access from the tanks concerned to the outlet of the vapour system. The setting of all
coming relief valves, P/V valves, by pass valves, oil seals and mast risers (if fitted) must be checked
for each operation and all plugs and blanks removed.
Retained Cargo Residues

The tank washing and oily ballast residues accumulated by crude oil carriers during the practice of Load
on Top must be retained on board until arrival at the loading port. Vessels should load the new cargo
on top of this material, unless otherwise instructed by owners or charterers.
When a ship is time chartered out, the charterer may issue instructions differing from those above.
Charterer’s instructions should be followed unless they contravene MARPOL 73/78 in which case
guidance should be sought from the Company.
Loading / Discharging Plan

Chief Officer shall identify and outline the critical path for the discharge. The sequence of operations
which should be started as soon as possible and expedited throughout to minimise total discharge time
shall be indicated in the Discharging Plan.
A step by step discharge operation, with the setting of all valves clearly identified for each step, shall
be indicated on the Loading/Discharging Plan.
PETROCHEMICAL – ACIDS & SOLVENTS

Today, chemicals include a vast and complex range of commodities. There are already several hundred
which can be carried by the sea in liquid form. Many of these are entirely harmless, while others can be
extremely dangerous if mishandled. The risks and precautions in dealing with these products are
basically similar to those for petroleum. There are, however, further problems since some chemicals
contain enough oxygen to enable them to burn without additional supplies from the air.
Some chemicals are very dangerous to handle and toxic. Some vapour must never be inhaled even in
the smallest quantities. Others can be absorbed through the skin into the blood stream, and so reach
vital organs. These should obviously never be allowed to come into direct contact with the skin.
Finally, some Chemicals are extremely corrosive. Hydrochloric acid is an obvious example, but there
are others. Corrosive chemicals can cause severe burns if they contact the skin. They can cause
blindness if they enter the eyes. Strong alkalies such as caustic soda can have similar effects as those
described for acids.
Protective clothing and goggles are essential with corrosive chemicals. A complete chemical resistant
suit with helmet and respiratory equipment can be required when handling certain obnoxious products.
Follow the instructions and all precautionary warnings when dealing with or handling strong acids or
alkalies.
HIGH VISCOSITY CARGOES (Animal, Fish and Vegetables Oils and Fats)
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These products can be divided into four groups according to their properties and behaviour when
exposed to atmospheric conditions and the effect that oxygen has on each products. Fats are natural
organic products with a freezing point at or below 20C (86F). In other respects they are similar to natural
oils. The four groups are:
a. Non-drying oils (Iodine value: less than 100)
b. Semi-drying oils (Iodine value: 100 ~ 130)
c. Drying oils (Iodine value: more than 130)
d. Water soluble products
Drying or semi-drying oils will adhere to the tank surface in the form of a thin hard (varnish) film if the
tank is allowed to become hot or dry.
Health Hazards Associated With Chemical Cargoes:

Chemical cargoes may be harmful to personnel in the following way:
 By skin contact
 By inhalation of vapour
 By ingestion
Cargoes Having Skin Contact Hazards:

As a general rule, cre should never allow chemicals to come into contact with their skin. Always wear
protective clothing when handling dangerous cargoes. Remember it is your health which is at stake.
Corrosive liquids will completely destroy living tissues when in contact with the skin. Other liquids may
prove irritating only, but are, nevertheless, likely to cause damage to the eyes or mucous membranes.
Liquid absorbed through the skin enter the bloodstream and have a damaging effect, as if they were
Inhaled or swallowed. Normal footwear and clothing provide no protection from liquids having skin
contact hazards.
When contact with such liquids is likely, personnel are to wear protective clothing such as boots, gloves
and goggles. Contaminated protective clothing must not be taken into the Accommodation and must be
cleaned immediately. Contaminated clothing must not be worn.
First aid:
 Flush affected area immediately with adequate quantities of water.
Cargoes Having Ingestion Hazards:
There is a possibility that personnel may absorb small amounts of poisonous liquids with their food if
they fail to wash their hands prior to eating. Personnel engaged in cargo operations must therefore
avoid bringing contaminated clothing into the Accommodation and must wash properly prior to eating.
First aid:
Consult Ship Captain’s Medical Guide and IMO MFAG, (Medical First Aid Guide), Table. Obtain medical
advice from shore.
Acids:
Typical acid cargoes carried on chemical tankers are sulphuric acid, nitric acid, formic acid and
phosphoric acid. These are inorganic or mineral acids. Organic acids are, among others, carbolic acid
(phenol) and acetic acid.
Acids require stainless steel tanks of a certain minimum quality. A critical component here is the
Molybdenum percentage of the stainless steel.
It is of vital importance that Operators and Master check each acid against vessel’s Certificate of
Fitness, paying due attention to reference notes as issued by the Classification Society.
Manifold connections to be fitted with protective shields. Reference is made to IBC Code 15.11.4, which
stipulates:
 Flanges of the loading and discharge manifold connections should be provided with shields, which
may be portable, to guard against the danger of the cargo being sprayed; and in addition, drip trays
should also be provided to guard against leakage on to the deck.
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Strength of acid solution must also be matched against stainless steel manufacturers’ recommended
acid tolerances. Particularly with regard to heat! Maximum temperature tolerances are normally
stipulated by the stainless steel manufacturers.
Remember - it is too late to check for compatibility and load temperature when cargo is already onboard!
Health Hazards Associated With Acid Cargoes:

The main hazards to the human body are instant burns, blindness and severe destruction of skin and
tissue. Carbolic acid, (phenol), is also extremely toxic by skin absorption. When acid cargo operations
are in progress, exposed personnel must be fully protected, wearing full chemical protective suits of
acid resistant material. Proper face/eye protection by full-face mask is critical.
Before loading an acid cargo, a safety briefing should be held onboard with relevant crew. Meeting
should, preferably, be chaired by C/officer. Recommended literature to be used during safety briefing:
 IMO Medical First Aid Guide, (MFAG).
 Material Safety Data Sheet, (MSDS), as available.
 Captain’s Medical Guide.
 USCG “Chemical data Guide for Bulk Shipment by Water”.
CORROSIVE CARGOES
Acids, anhydrides and alkalis are among the most commonly carried corrosive substances. They can
rapidly destroy human tissues and cause irreparable damage. They can also corrode normal ship
construction materials, and create a safety hazard for the ship.
The most dangerous corrosives cause severe burns within a very short time. Some substances become
corrosive only in the presence of water, or produce corrosive vapour when in contact with moist air.
Prevention of exposure is the most certain protection against the adverse effects of corrosives.
Corrosive liquids in general have three characteristics which require special consideration.
a. Corrosivity
Generally, corrosive liquids corrode normal construction materials at an excessive rate and need
special materials for the cargo tanks and handling system to ensure safe containment.
b. Fire:
When metals corrode, hydrogen may be produced which forms a flammable mixture with air. Contact
with fibrous materials such as cloth, sawdust, etc. may in some cases cause ignition of the material.
Some corrosive liquids are in themselves combustible.
c. Health:
Corrosive liquids destroy human tissue causing serious damage which may be permanent. This is
usually (not always, accompanied by severe pain. Less corrosive liquids may only be irritating to the
skin, but can result in serious damage to the eyes or mucous membrane.
There are 3 principal characteristics associated with corrosive cargoes:

 They corrode normal containment systems and therefore special tanks and handling systems are
required.
 Hydrogen may be produced when they corrode metal, thus forming a flammable mixture with air and
an increased fire risk.
 They destroy human tissues. Relevant Data Sheets must be consulted prior to handling corrosive
cargoes.
Personnel should be alert to the following:

 Fibrous materials (sawdust) must not be used for mopping up spillage of corrosive liquids.
 Water hoses must be connected and ready to wash away spillage.
 Protective clothing, boots, gloves and face shields must be worn when handling corrosive cargoes.
d. First aid:
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Flush away any contamination however minor, using copious quantities of water.
REACTIVE CARGOES
Special consideration has to be given to the possibility of chemicals undergoing a chemical or physical
reaction during cargo handling and transport conditions thereby creating additional hazard. Chemical
reaction may produce heat which, in turn will accelerate the reaction and may cause the release of a
large volume of potentially harmful vapours that otherwise would not be expected. In principle, the
dangers arising from chemical reaction are those of increased fire and health hazard.
Three main types of reaction have to be considered:
 Self-reaction and reaction with air where only the chemical itself is involved. Small amounts of other
chemicals or contact with certain metals may promote reaction. Polymerization is a common type of
self-reaction.
 Reactivity with other cargoes. Neutralization of an acid with an alkali is a typical example of one
chemical reacting with another. A cargo which is self-reactive as in (a) may also react with other
cargoes.
 Reaction with water. A cargo which is self-reactive as in (a) or reacts with others in (b) may also
react with water.
Auto/Self reactive cargoes commonly shipped in chemical tankers

Acrylic Acid Chloroprene Isobutyl acrylate Vinyl Acetate
Acrylonitrile Decyl Acrylate Isoprene Vinyl Chloride
Benzyl chloride Ethyl Acrylate Methyl Acrylate Vinylidene Chloride
Butyl Acrylate 2-Ethyl hexyl acrylate Methyl acrylic acid
Butyl Methacrylate 2-Hydroxyethyl acrylate Styrene Monomer
HIGH DENSITY CARGOES

Stowage of a nominated cargo in the ship’s cargo tanks must be executed in strict compliance with the
vessels loading manual. When the vessel is instructed to load a high-density cargo (i.e.:negative APl/
density more than 1.0kg/cm2).
High Density is a liquid with density exceeding 1,025 kg/l in air: Examples of high density cargo:
 Molasses.
 Glycol's
 Acids
 Caustics
 Chlorinated solvents
The Master must ensure that he following procedure is adhered to strictly when preparing load plan:
 The Vessels loading manual is consulted in order to confirm the maximum density that can be
Loaded unrestricted into the ship's cargo tanks.
 The volume of cargo loadable in a cargo tank must be controlled. The ullage in the cargo tank Must
be increased in proportion with the ratio of the two densities(density of the cargo to load and the
maximum density to which the tank can be loaded unrestricted).
 The height of the high density cargo within the tank should be reduced, so that the pressure Exerted
at the bottom of the cargo tank by the high-density cargo will not exceed the pressure Exerted by
the full loaded(98%) cargo of unrestricted loading density i .e.: h1d1 <= h2d2 where
 h1 = Height of high density cargo
 d1 = Density of high density cargo
 h2 = Height of unrestricted loading density cargo when tank is filled up to 98%.
 d2= Unrestricted loading density
 As the tanks will remain slack, the sloshing effect should be taken into account.
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 The appendix to the Classification Certificate must be checked with respect to any limitations on
filling heights in cargo tanks.
 The loading plan must be according to the approved loading manual/ loading computer This can be
verified by feeding the manually calculated weights for the nominated cargo tanks, into the loading
computer.
 The stresses(SF/BM) & the stability should remain within the limits during all stages of the voyage.
 These cargoes should not be loaded in hanging tanks, like the Collect Tank on some ships.
 The following formula may be referred to when calculating the filling ratio for a tank:
 Filling ratio <= 100x Maximum density to which the tank can be loaded f ull/ Cargo Density (%)
 Nevertheless, in case of a vessel being nominated to load a high-density cargo, the head office Will
consult with the concerned Classification society before the vessel is confirmed to load the cargo.
Cargo Planning:
 The density of the cargoes must be established before loading.
 Max allowable loading quantities must be determined taking into account cargo density and sloshing
restrictions imposed on the vessel.
 When cargo planning, the cargo spread should be calculated so no tanks are filled to less than 25%.
If tanks are filled to less than 25% coils can be ripped off.
 Cargo planning must be done carefully in advance taking into account the excessive shear forces
and bending moments that can be generated during loading & discharge. The Cargo load and
discharge planning shall include at a minimum 5 stages showing expected stresses to be
encountered during the load/discharge operation.
Loading & Discharging Precautions:

 Close attention should be paid to cargo lines and especial line bends where high density cargos will
cavitate. If cavitation is heard the rate should immediately be lowered.
 Loading rate should be lower than what is normally accepted. Especially if loading through the pump
stack.
 Ballast must be started early as it must be expected that loading will take shorter than when loading
light cargoes.
 Mooring lines must be monitored frequently as the draft is changing faster than with light cargoes.
 The loading computer must be On-Line at all times and close attention paid to hull stresses, which
shall be recorded hourly.
Voyage Precautions:
 Routine gas sampling of double bottom tanks and void spaces shall be done at intervals not
exceeding 24 hrs if the vessel is not equipped with a continuous monitoring system.
 Regular soundings shall be taken on a daily basis of all double bottom tanks and adjacent void
spaces to ascertain if there has been any cargo leakage.
Should the vessel encounter heavy swells and experience moderate to heavy rolling and/ pitching - the
sloshing cargo - especially in full tanks, can cause severe impacts to the deck.
The following shall be complied with:
 Regular structural inspections are to be made by the Chief Officer and Chief Engineer during such
voyages, paying particular attention for and signs of cracks on deck stiffeners.
 Hatches shall be checked frequently for tightness, with particular attention paid to welded
connections on the hatch securing mechanism.
After Tank Cleaning

A thorough structural inspection shall be made of the cargo tanks once they are clean and safe for
entry. Attention should be paid to all weld seams, heating coils, ladders, and all fixed equipment within
the tank.
CARGOES GENERATING ELECTROSTATIC CHARGE
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Occurrence static electric on vessel body might be caused sparks, which ignites explosive and
flammable gases. Some of routine operations might be concluded electrostatic current. Precautions
should be taken actions are given in this chapter to reduce minimum for imminent dangers. If cargo has
produce tendency static electric and flammable gas produces, risk of danger will be grown. In handling
temperature or during loading in tank might be contented flammable mixture. This kind of cargoes was
mentioned in additional list.
Uninterrupted electric
All liquids which couldn't keep liquid form continuously, water vapour which produced by steam jets,
during tank cleaning, water vapour is occurred including spraying condition for all the chemical products
(flange leakage under pressure), free falling effects of cargo during loading operation, might be caused
electric charge.
If electric charge flows between ship and pier in insulate way, some of electric current should be
immediately taken by flange or other metal parts for neutralizing. For prevention collecting of danger
voltage all the metal flanges and other internal metal parts should be connected in sufficient distance,
continuously earthting should be provided.
If metal supporter in flexible hose connects to flange, continuous conductor way to earth will be occurred
(At manifold and at vessel keel).If shore connection has isolation flange, internal manifold will be
continuous earthed due to vessel keel way.
Classifying of chemical products due to electric charge accumulate:

Non accumulators:
Example;
 Alcohol
 Ketones
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 20% L.E.L
Intermediate vapour pressure product (IVP) during loading (T: 0-38degC). These products are
flammable vapour pressure rate lower than 0, 345bar or flash point lower than 38degC.
 They should avoid mixing by water,
 Loading rate at beginning should be over 1m/sec
 For 3inch line-16cubm
 Although loading rate restriction would be carried out. During loading or until completion loading
after 30 minutes shouldn't be used any conductive type portable ullage tape meter, sample device,
thermometer etc., against static electric danger should be minimized.
 Unconductive appliances are device can be used, all ropes have to be manila or cotton, and hand
made synthetic polymer ropes shouldn't be used.
 Floating gauge system is safety 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 necessary precautions should be carried out.
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Static electric, which might be occurred in tank during various operations:

 During loading, discharging of static electric producing chemical products,
 Tank cleaning by pressure water machines
 Steaming,
During this operation; chemical products, water droplets or water vapours will be rub oneself and finally
they have electric current on them which try to discharge to earth Electric current will be discharged
normally to earth via keel but if it doesn't discharge sufficient it can be caused a hot spark which can
cause ignition the flammable vapour when static electric accumulated without discharging to earth in
tank, if any metal object is put in tank. Electric jump with sparks can be occurred in tank .If a carbon
dioxide under pressure discharges static electric and sparks can be occurred too. After discharging of
product, flammable gas remains in tank if there is no precaution during tank cleaning. This flammable
gas will be dangerous.
Precautions during tank cleaning procedures:

 Tank openings should be closed as possible as.
 Don't put in tank any metal devices except bonded wire tank machines
 Until tank-cleaning hose will be taken out and taken away don't disconnect with hydrant.
Cargo flow speed:

If product has water content, flowing in pipe product will be provided more static electric. Water moves
in between layers of product due to different of density, water flowing caused occurring more serious
static electric accumulation. If static electric occurs for this reason it might be continued even after
completion of loading. For avoiding minimising danger should be done as follows;
 If tank has flammable vapour or gas and drop line mouth or if loading through pump;
Pump mouth length from bottom is higher than 0,5m; loading flow in pipe shouldn't be over 1m/sec.
At beginning. After beginning flow speed in pipe might be 12m/sec. but not over.
 If tank has not flammable vapour or gas;

If flammable or explosive products loading temperature is equal or over explosive or flammable
temperatures of product, loading flow rate should be restricted. If on the contrary, it won't be
necessary restriction of flow rate.
 If tank purged by Nitrogen before loading;

Not necessary restriction of flow rate. At beginning of discharging rate will be adjusted due to shore
request. If shore wants to increase it should increase. If loading is carried out through tank
cover. Vapour mixing with static electric may be reached in dangerous. Loading should never carry
out through tank cover. However un vaporised product can be loaded through tank cover
(F.P60degC)
 Storm with electric, lightning;

If there is storm with electric, lightning cargo operation should be ceased.
Chemical & Oil Products List Which Produces Static Electric:
Acetic acid Carbon tetra chloride Epichlorohyrin Iso propyl acetate
Acrylonitrile O-cresol Ethyl Acetate Iso propyl benzene
Alcohols Cyclo hexanol Ethylene dibromide Sulphur (Molten)
Amyl acetate Cyclo hexanone Ethylene dichloride Sulphur Dioxide
Iso amyl acetate P-cymene Ethylene chloride Trichlor ethane
Iso amyl alcohol N - decanol Heptanol Trichlor ethylene
N-amyl alcohol Di isobutylene Ketones Toluene
N-butyl acetate Dichloromethane Methyl amyl alcohol Xylene
Iso butyl acetate 1-2 Dichloropropene Lead alkyl anti-knock compounds Vinylidene chloride
Sec butyl acetate Di cyclo pentadiene Phenol
Butyl acrylate Heavy Black Fuel Oil Polypropylene glycol Conductive Crude
Issue Date : 01/09/2015
Rev ision No :2
Doc No : 609.027

Chemical Cargoes Ver 2

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Chemical Cargoes Ver 2

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Issue Date : 01/09/2015

Laden Voyage and Heating:

Sweeping of Cargo Residues:

ISOCYANIDES (WATER REACTIVE CARGOES)

Closed Gauging and Sampling:

HANDLING AROMATIC HYDROCARBONS, BENZENE AND MIXTURES

TLV's are usually expressed as:

Closed Gauging and Sampling:

IGG Purging and Gas Freeing of Benzene after washing:

PEL's are usually expressed as:

Gas Freeing and Purging:

Health Concerns of Mercaptans

BLENDS OF PETROLEUM OIL AND BIO- FUELS

Carriage of Bio-Fuel Blends:

Bio-fuel blends containing 75% or more of petroleum oil:

Bio-fuel blends of Diesel/gas 15.12,

Bio-fuel blends containing 1% or less petroleum oil:

Blending of Petroleum Oil and Bio-Fuel on board:

HIGH VAPOUR PRESSURE (VOLATILE) CARGOES

Retained Cargo Residues

Loading / Discharging Plan

PETROCHEMICAL – ACIDS & SOLVENTS

Health Hazards Associated With Chemical Cargoes:

Cargoes Having Skin Contact Hazards:

Health Hazards Associated With Acid Cargoes:

There are 3 principal characteristics associated with corrosive cargoes:

Personnel should be alert to the following:

Auto/Self reactive cargoes commonly shipped in chemical tankers

HIGH DENSITY CARGOES

Loading & Discharging Precautions:

After Tank Cleaning

CARGOES GENERATING ELECTROSTATIC CHARGE

Classifying of chemical products due to electric charge accumulate:

Accumulators which conductor ability poor:

High vapour pressure products (HVP):

Static electric, which might be occurred in tank during various operations:

Precautions during tank cleaning procedures:

Cargo flow speed:

 If tank has not flammable vapour or gas;

 If tank purged by Nitrogen before loading;

 Storm with electric, lightning;

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