BASIC TRAINING FOR OIL AND CHEMICAL TANKER CARGO OPERATIONS TRAINEES MANUAL

INTRODUCTION

This course provides specific training to be duly qualified under Section A-V/1-1 of the STCW code. It is meant for
officers and ratings assigned with basic duties and responsibilities related to cargo or cargo equipment on board oil and
chemical tanker for the safety at sea and protection of the marine environment.

This course covers the competence requirements given in Section A-V/1-1-1 of the STCW code adopted by the
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 as amended in
2010.

Course Intended Learning Outcomes (Objectives):

Upon completion of the course, the trainees will be able to:

 Familiarize with the equipment, instrumentations and controls used for cargo handling on oil and chemical tankers;
 Demonstrate knowledge and understanding of safety awareness to apply proper and safe procedures at all times
when carrying out various operations onboard oil and chemical tankers;
 Familiarize with proper planning, the use of checklist and the time scales involved in various cargo handling;
 Describe and enumerate emergency procedures and co-ordinate actions during emergencies;
 Improvement ability to promote safety and protect the marine environment;
 Identify the steps to be taken during the event of spillage.

MODULE I: SAFE CARGO OPERATION OF OIL & CHEMICAL TANKERS

Basic Knowledge of Tankers

Definitions and Evolution of Oil and Chemical Tanker Construction
 Tanker – A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when being used
for this purpose.
 Oil tanker – A ship constructed primarily to carry oil in bulk.
 Chemical tanker – A ship designed for the carriage of chemical product in bulk.

Evolution of Oil and Chemical Tanker Construction

 Carriage of oil in conventional ships
 Construction of vessels to carry oil in bulk
 Use of longitudinal divisions and transverse bulkheads to form tanks
 1960 North America and West European countries increased demand for crude oil
 Increase in sizes to VLCC and ULCC (dramatic changes in sizes of oil tankers)
 Transportation of oil, chemicals and liquefied gas in bulk
 Pollution problems and fire/explosion hazards leading to International control and regulations
 Development of SOLAS and MARPOL Convention
 Increasing use of training to improve safety and reduce pollution
 The STCW Convention and Chapter V of that convention
 The development of double hulled tankers
 Implementation of ISM Code, BCH/IBC Code
 Elizabeth Watts – 1st tanker transported the full cargo of crude oil across the Atlantic in 1861.
 Zoroaster – all purpose built tanker vessel utilized the hull for containment of oil in 1878.
 Gluckauf – 1st oil tanker powered by dedicated steam-driven ocean going tanker built in Great Britain in 1886.
 Exxon valdez (1996) – The United States passed the Oil Pollution Act (OPA-90) which excluded single-hull tank
vessels over 5,000 gross tonnage or more from U.S waters from 2010 onward.
 Erika (1999) and Prestige (2002) – The European Union passed its own stringent anti-pollution packages which
also require all tankers entering its waters to be double-hulled by 2010.
 After WW II – 1st chemicals were transported in bottles or drums on dry cargo ship, larger quantities were shipped
in bulk in the deep tanks
 T2 tanker – 1st chemical tanker were converted war-built American oil tankers
 1948 - 1st conversion was done of R.E Wilson.
 1950 – Designed and constructed for the carriage of “acids’’, the cargo tanks were made of special alloy steel in
order to avoid contamination.
 1960 – 1st real chemical tanker designed for the carriage of chemical in bulk was Norwegian MT Lind; cargo tanks
equipped with stainless steel.

Types of Oil Tankers

Crude Oil Tanker

Move large quantities of unrefined crude oil from its point of extraction to refineries.

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Product Oil Tanker

Generally smaller, are designed to move petrochemicals from refineries to consuming market.

Combination Carrier (Oil/Ore)

Designed to carry heavy ore concentrates in the center holds, while oil is carried in
both center holds and wing tank. Cargo pipelines installed in the wing tanks.

Combination Carrier (Oil/Bulk/Ore)

Designed to carry other types of dry bulk cargo, such as grain or coal. Oil may be
carried in one or more sets of upper hopper tanks, where there are wing tanks.

Ship Arrangement and Construction of an Oil Tanker

General Tank Arrangement
 Cargo tanks
 Pump-rooms
 Slop tanks
 Cofferdams
 Peak tanks
 Segregated ballast tanks
 Deep tanks

Ship Arrangement and Construction of an Oil Tanker

Piping Arrangement
 Internal piping in tanks and pump room
 External piping (deck lines)
 Crossovers
 By-passes
 Ring-main systems
 Direct piping systems
 Valves

BCH Code (Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk) – divide chemical
tankers into three ship types: Type 1, Type 2, and Type 3, which reflect the hazard rating of cargoes to be carried.

Ship Type I
 Designed to transport products which require maximum preventive measure to preclude the escape of such cargo.
 Intended for the transportation of products considered to present greatest overall hazard both for safety and
pollution.

Ship Type II
 Designed to transport products which require significant preventive measures to preclude the escape of such
cargo
 Intended to carry products of progressively lesser hazard

Ship Type III

 Designed to transport products which require a moderate degree of containment to increase survival capability in a
damage condition
 Intended to carry products of progressively lesser hazard

Types of Chemical Tankers

Chemical Tankers Categorized by Trade

 Dedicated Chemical Tanker – dedicated for a certain type of
chemicals, transporting the same type of cargo on each
voyage.
 Parcel Chemical Tanker – chemical tanker with a great
number of individual cargo tanks, which enables the vessel
to carry a great variety of small cargo ‘parcels’ on each
voyage.

Parcel tanker arrangement is designed to segregate incompatible cargoes from each other.

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Ship Arrangement and Construction of a Chemical Tanker

Tanks in the Cargo Area

 Cargo tanks
 Slop tanks
 Segregated ballast tank

Tanks in the Cargo Area

 Slop tanks designated or used for tank

washings and cargo residues
 Cargo tanks may also be used as slop
tanks and vice versa; may also be used for
ballast
 Segregated ballast tanks designed for
ballast only; equipped with a pumping
system independent of the cargo system in
order to avoid contamination by cargoes

Piping Arrangement in Cargo Tanks

 Discharge line
 Cargo ventilation line
 Drop line

Discharge Line
 Leads the cargo from the cargo tanks to the manifold by means of a cargo pump

Cargo Ventilation Line

 Leads vapour from the cargo tank to the cargo ventilation riser
 Vent outlets arranged to prevent the entry of water into the cargo tanks and, at the same time, to prevent the
vapour discharge upwards
 Vent outlets are provided with flame screens and high-velocity devices
Drop Line
 Mainly used to fill the cargo tank

Cargo Hoses
 Chemical tankers are provided with chemical cargo hoses
 Cargo hose constitute a weak part of the cargo handling system and that incorrect handling of the hose will
increase the danger of fire, health hazard and pollution

Material used for the Construction of Chemical Tankers

 Mild steel is the normal material for the construction of chemical tanker
 Mild steel is resistant to most chemicals but that its propensity to rust makes it unsuitable for chemical cargoes
 Stainless steel may be “clad” or solid
 Clad steel consists of a mild steel plate with a veneer of stainless steel of about 2mm thickness
 Stainless steel is resistant to almost all chemicals
 Stainless steel is not “stainless” or corrosion-resistant unless it is handled properly

Tank Coating Materials

 Rust makes tank cleaning more difficult and may also contaminate the cargo
 In order to avoid cargo contamination and to obtain a smooth surface on tank structures, mild-steel cargo tanks on
chemical tankers are always coated internally with paint that is resistant to groups of chemicals
 No coating today is suitable for all cargoes shipped in chemical tankers, and that a “coating resistance list” must be
strictly followed when cargo is to be loaded in a coated tank
 Most chemical tankers have their cargo-tank section divided into some coated tanks and some stainless-steel
tanks

Basic Physics

Characteristics of Cargoes
 State of aggregation  Vapour pressure
 Liquid density  Viscosity
 Vapour density  Pour-point

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State of Aggregation
A substance (matter) can present itself into three different forms or phenomena.
 Solid or Crystalline State
 Liquid State
 Gaseous State
 Solid or Crystalline State – strong attraction between the molecules of the substance; therefore, these
molecules are closely together in more or less fixed positions, e.g. in a crystal. A solid substance has its own
form and volume.
 Liquid State – attraction between the molecules are much smaller, so the mutual distances are bigger;
molecules can move with respect to one another. Although there is still a connection, the liquids do not have a
form of their own and they are movable; they do have their own volume.
 Gaseous State – hardly any powers of attraction between molecules, which are more completely free in
respect of one another; have no form or volume of their own; gas completely fills the container in which it is
present.

Liquid Density
 Mass per unit of volume and is commonly measured in kilograms per cubic decimeter(kg/dm3) alternatively,
liquid may be quoted in kg/litre or kg/m3.

Vapour Density
 The relative weight of the vapour compared with the weight of an equal volume of air at standard conditions of
temperature and pressure.

Vapour Pressure
 The pressure exerted by the vapour above the liquid, at a given temperature. It is expressed as absolute
pressure.

Viscosity
 The property of a fluid which restricts one layer of the fluid moving over an adjacent layer is called viscosity.

Pour-point
 The lowest temperature at which a liquid will remain fluid.

Atoms and Molecules

 Atoms - The smallest part of an element capable of existing alone or in combination and which cannot be
changed or destroyed in any chemical reaction.
 Molecules - The smallest unit of an element, substance, or compound that can exist freely in the solid, liquid,
or gaseous state and still retain its composition and properties

Chemical Reaction
 Is the change of a substance into a new one that has a different chemical
identity
 Usually accompanied by easily observed physical effects, such as the
emission of heat and light, the formation of a precipitate, the evolution of
gas, or a color change

Hydrocarbon Structure
 Crude petroleum, as discharged at the well head is a mixture of a large
number of different hydrocarbon molecules
 Molecules are termed “light” or “heavy” according to the number of carbon atoms forming the molecule
 Very heavy molecules such as asphalt and bitumen tend to be solid under normal atmospheric conditions
 Intermediate molecules such as petrol (motor spirit) and diesel tend to be liquid under normal atmospheric
conditions
 Very light gaseous molecules such as methane are extracted at the well head
 Petroleum remaining after the removal of products such as methane is termed “crude oil”
 Crude oil is a mixture of hydrocarbons which, under normal atmospheric conditions are gaseous, liquid and
solid
 In an oil refining process, “distillation” refers to splitting of crude oil into a number of fractions
 Each petroleum fraction has a range of physical properties specific to itself

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Physical Properties of Oil and Chemicals carried in Bulk

Physical Properties of Oil and Chemicals

 Flashpoint  Spontaneous combustion
 Volatility  Reactivity
 Upper flammable/explosive limit  Toxicity
 Lower flammable/explosive limit  Corrosivity
 Auto-ignition temperature

Flashpoint
 Lowest temperature at which a liquid gives off sufficient gas to form a flammable gas mixture near the surface
of the liquid.

Volatility
 The tendency for a liquid to vaporize.

Upper flammable/explosive limit

 The concentration of a hydrocarbon gas in air above which there
is insufficient oxygen to support and propagate combustion

Auto-ignition temperature
 The ignition of a combustible material without initiation by a spark
or flame, when the materials has been raised to a temperature at which self-sustaining combustion occurs.

Spontaneous combustion
 The ignition of material brought about by a heat producing (exothermic) chemical reaction within the material
itself without exposure to an external source of ignition.

Reactivity
 The vigorous chemical reaction caused by the accidental mixing of one chemical product with another inside
a cargo tank (e.g., polymerization)

Toxicity
 Greek: toxikon, meaning “poison”
 Ability of a substance to cause damage to living tissue, impairment of the central nervous system, illness or in
extreme cases death when inhaled, ingested or absorbed through the skin.

Corrosivity

 The etching or attack of metals on the surface; some liquid cargoes are so corrosive that in contact with the
skin will completely or partly destroy living tissue.

Cargo Operations

Cargo Pumps

Pumps and Eductors

 Main cargo pumps fitted on chemical tankers are mainly of the centrifugal type
 Pumps may be of the deep well type in the cargo tanks or placed in a pump-room
 Screw pumps and piston pumps are used also in some unloading system
 Alternative unloading may be done by means of portable cargo pumps or eductors
 Generally an unloading system consisting of submerged cargo pumps

Cargo Heating System

 Heavy fractions such as fuel oil become thick and sluggish when cold and in order that such oils can be
loaded and discharged without delay it is necessary to keep them heated

Methods of heating cargo

 Steam is supplied to coils or other forms of extended heating surface for normal petroleum cargoes
 Thermal oil heating fluid is supplied to heating apparatus for special (heavy) petroleum cargoes

Loading Operations
 All personnel must follow standing instructions at all times whether or not the cargo to be loaded is dangerous
 Personnel on watch or involved in the loading operation should wear appropriate protective clothing

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 Cargoes are stowed according to a stowage plan prepared before loading begins.
 Prior to loading, cargo tanks inspected for cleanliness and suitability for cargo
 Prior to loading of cargoes which present a major fire hazard, tanks purged with nitrogen to remove air so that
the atmosphere above the cargo will be non-flammable
 Such cargoes kept under a nitrogen “padding” during the voyage
 A vessel’s trim, list and stability may be adjusted, if necessary, during loading by filling or emptying ballast
tanks
 All events during cargo operations are recorded

Unloading Operations
 All personnel must follow standing instructions at all times during unloading, whether or not the cargo is
considered dangerous
 Personnel on watch involved in unloading operation should wear appropriate protective clothing
 Cargoes unloaded according to a planned sequence of emptying tanks
 Prior to unloading, cargo samples from each tank and from cargo lines analyzed to check for contamination
 In tanks containing cargoes that present a major fire hazard, inert gas or nitrogen is used to maintain a
positive tank pressure during unloading in order to prevent air from entering the tank
 A vessel’s trim, list and stability may be adjusted, as necessary, during unloading by filling or emptying ballast
tanks

Tank cleaning, Purging, Gas-freeing and Inerting

Tank cleaning
 The process of removing hydrocarbon vapours, liquid or residue from tanks, usually carried out so that tanks
can be entered for inspection or hot work or to avoid contamination between grades.
 Mixtures of water and cargo from tank washing operations are called “slops”
 Slops may be stored in slop tanks or cargo tanks
 Slop tanks should be placed inside the cargo area

Purging, Gas-freeing, Inerting

 Purging - The introduction of inert gas into gas a tank already in the inert condition with the object of further
reducing the existing oxygen content and/or reducing the existing hydrocarbon gas content to a level below
which combustion cannot be supported if air is subsequently introduced into the tank.
 Gas-freeing – A tank, compartment has been tested using appropriate gas detection equipment and found to
be not deficient in oxygen and sufficiently free, at the time of the test, toxic, flammable or inert gases for a
specified purpose.
 Inerting – the introduction of inert gas into the tank to reduce and maintain the oxygen content to a level which
combustion cannot be supported

Tanker Safety Culture and Safety Management

Studies show that 80% or more of accidents are caused by operator or human error (including collective
management failure)
Poor safety culture caused by poor management not ensuring that work morale and commitment,
communication, crew qualifications, training, procedures, equipment and other resources are sufficient and
efficient to meet aims

Elements of Tanker Management and Self Assessment guide:

 Leadership and accountability  Management of change
 Recruitment and management of shore-based  Incident investigation and analysis
personnel  Safety management
 Recruitment and management of ships personnel  Environmental management
 Reliability and maintenance standards  Emergency preparedness and contingency
 Navigational safety planning
 Cargo ballasting and mooring operations  Measurement, analysis and improvement

MODULE II: HAZARD PREVENTION

Hazards Associated with Tanker Operations

These are the list of hazards associated with tanker operations;
1.1 Health hazards
1.2 Environmental hazards 1.6 Sources of ignition, including electrostatic hazards
1.3 Reactivity hazards 1.7 Toxicity hazards
1.4 Corrosion hazards 1.8 Vapour leaks and clouds
1.5 Explosion and flammability hazards

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Health Hazards
A general descriptive term for the danger to the health of personnel presented by some chemicals, mainly ascribed to
the following:
 Toxic Effects
 Oxygen Deficiency

Toxic Effects – means bodily harm that may be severe, e.g.:

 Skin contact with liquid petroleum  Inhalation of petroleum vapour
 Ingestion (swallowing) of liquid petroleum  Compounds of lead contained in the cargo

Skin Contact with Liquid Petroleum

 Causes irritation and dermatitis because of the removal of essential natural skin oils

Ingestion of Liquid Petroleum

 Causes into the stomach acute discomfort and nausea

Inhalation of Petroleum Vapour

 If the vapour is inhaled into the lungs, there is a serious risk of suffocation through interference with the
normal oxygen/carbon dioxide transfer taking place during breathing
 The liquid ingested will tend to vaporize and the vapour could be inhaled into the lungs
 Inhalation of petroleum vapour will produce narcosis, the main symptoms being headache/eye irritation and
dizziness, with very high concentrations leading to paralysis, insensibility and very possibly death
 The vapours from some chemicals are toxic by inhalation
 Some chemicals or their vapours are toxic by absorption through the skin
 The effects of exposure involving dangerous chemicals are given in the ICS or other Cargo Data Sheets
 The action to be taken in an emergency is indicated in the Data Sheets, in the form of “if this happens, do
this”

When providing first aid, personnel should also be aware of the list of “don’ts”, including:
 Do not attend to victim unless it is safe to do so
 Do not attempt to do more than necessary
 Do not delay in summoning for help and informing the master
 Do not enter the enclosed spaces unless you are a trained member of a rescue team acting upon
instruction
Compounds of lead contained in the cargo
 Cargo vapours in sufficient concentration will exclude oxygen and, even if not toxic, may cause asphyxiation

Oxygen Deficiency – air is 21% oxygen by volume, the least number that can sustain life. Any number lower than
that is called oxygen deficiency, included by the following:
 Inert atmosphere  Chemical reactions
 Displaced oxygen due to presence of cargo  Rusting
vapour  Drying
 Combustion
 paint

Environmental Hazards
 Pollution – an inconvenience or damage, caused by human activities, to human and animals, plants and to
our environment as a whole, by spreading of hydrocarbons and chemical compounds to air, water or land
 Major oil pollution can harm other industries like fishery, tourism, etc.
 Crude oil tankers, product tankers and chemical tankers are responsible for marine pollution
 Cargoes in tankers may be harmful to the environment and most chemicals carried represent a pollution risk

Reactivity Hazards

Chemical Cargo may react in number of ways;

 With itself (self reaction)  With another cargo
 With air  With other material
 With water

Chemical cargo may react with itself (self reaction)

 Polymerization takes place when a single molecule (a monomer) reacts with another molecule of the same
substance to form a dimer. This process can continue until a large-chain molecule is formed, possibly having
many thousands of individual molecules (a monomer). The process may be catalyzed by the presence of
oxygen (or other impurities) or by heat transfer during cargo operations (e.g., ethylene, polyethylene)

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Chemical cargo may react with air

 the combination of an element with oxygen is called an oxide, and the phenomena which is produced by this
oxidized compound is an oxidation reaction
 Autoxidation is a chemical reaction whereby the substance itself produces the oxygen for oxidation. But
autoxidation reactions are started by oxygen from the air

Chemical cargo may react with water

 Some substances can combine with water or can be decomposed by water, as a result of which either a
hazardous situation arises or the quality of the product strongly changes, or products develop which cause a
corrosion of materials. In this case, contamination with water must be prevented

Chemical cargo may react with another cargo

 For chemical reaction between different kinds of cargoes, there is a cargo compatibility chart
 Compatibility charts are separated into two categories:
- 1 through 22 are "Reactive Groups"
- 30 through 43 are "Cargo Groups"

Chemical cargo may react with another cargo

 Reactive Groups contain products which are chemically the most reactive; dangerous combinations may
result between members of different Reactive Groups
 Products assigned to Cargo Groups, however, are much less reactive; dangerous combinations involving
these can be formed only with members of certain Reactive Groups. Cargo Groups do not react hazardously
with one another.

Chemical cargo may react with other materials

 Hazardous chemical reactions with metals can occur with substances which form acetylides with these
metals. Acetylides are EXPLOSIVE!

Examples: Ethers, Epoxides.

Hazards Associated with Tanker Operations

Corrosion Hazards
 Some cargoes may be corrosive to human tissue and to a ship’s equipment and structure
 Instructions about the use of protective clothing should be observed
 Care should be taken to ensure that unsuitable materials are not introduced into the cargo system
 The effect of concentration and evolution of hydrogen on corrosion

Some cargoes may be corrosive to human tissue and to a ship’s equipment and structure
 Danger of corrosion of ship or equipment
 Danger of fire
 Danger of health hazards

Instructions about the use of protective clothing should be observed

 When liquids come into contact with the skin, there may be tissue damage or even destroyed skin, the
wounds will be painful and heal slowly. The eyes and mucous membranes are very sensitive to corrosive
liquids, so therefore do not neglect the use of protection equipment.

Care should be taken to ensure that unsuitable materials are not introduced into the cargo system
 Corrosion can have different causes:
 A chemical corrosion of metals only occurs at high temperatures, whereby the metal is oxidized by
oxygen
 An electrochemical corrosion of metals occurs at low temperatures under the influence of water
(humidity) and oxygen. Cargo and material compatibility can be seen in the CDS (unsuitable or
suitable materials)

The effect of concentration and evolution of hydrogen on corrosion

 When corrosive liquids attack the metal, fumes are evolved which may be flammable or explosive if mixed
with air, especially as acids evolve free hydrogen, which is very explosive mixed with air, and do not forget
that corrosive liquids themselves may be flammable and may cause auto ignition in saw dust, rags or other
materials.

Explosion and Flammability Hazards

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 When flammable vapour is mixed with oxygen (usually from the atmosphere), an explosive mixture may be
produced
 The ability of petroleum to generate flammable vapour is a major factor
for starting a fire
 The concentration of hydrocarbon vapour present in air is used to define
“flammable range”
 The working flammable range of a mixture of petroleum vapour and air
can be taken to be from 1% to 10% by volume
 The flashpoint of an oil indicates the lowest temperature at which the oil
will give off sufficient hydrocarbon vapour to form a flammable gas
mixture with air near the surface of the oil
 The vapour from a flammable material will combine with oxygen to
produce fire
 Explosive mixture may be produced when chemical cargo vapours are
mixed with air
 Corrosive liquids can become flammable and produce flammable gases when in contact with certain materials

Sources of Ignition, including Electrostatic Hazards

Sources of Ignition
 Direct heat  Electrical energy
 Mechanical sparks  Electrostatic
 Chemical energy
 discharge

Causes of Electrostatic Charge Generation

 Flow of liquids through pipes or filters
 Setting of solids or immiscible liquids through a liquid
 Ejection of particles or droplets from a nozzle
 Splashing or agitation of a liquid against a solid surface
 Vigorous rubbing together and subsequent separation of certain synthetic polymers

Toxicity Hazards
 The ability of a substance to harm, damage and destroy living cells and is included
in “health hazard”
 The toxicity of a substance is difficult to measure and therefore rated on the basis
of studies performed on animals and extrapolated for the human body and updated
with changes observed
 Threshold Limit Value – Time Weighted Average
(TLV - TWA) the airborne concentration of a toxic substance averaged over an 8 our period, usually expressed
in parts per million (ppm)
 Threshold Limit Value – Short Term Exposure Limit (TLV-STEL) the airborne concentration of a toxic
substance averaged over any 15-minutes period, usually expressed in parts per million (ppm)
 Threshold Limit Value – Ceiling (TLV-C) the concentration that should not be exceeded during any part of the
working exposure

Vapour Leaks and Clouds Hazards

 Persistent bubbling are signs of a possible leak around the pipeline or cargo area. A pool of liquid on the deck;
a dense white cloud or fog on the deck or in the pipeline are also signs of a possible leak
 Unusual noise/ hissing sound could be a positive indication of a leak
 Precautions on discovery of leaks:
 DO NOT create any sparks or heat sources which could ignite escaping gas or liquids
 DO NOT attempt to operate any pipeline valves
 DO NOT enter into or near a leak or vapour cloud to turn off equipment

Hazards Controls

Inerting, Water Padding, Drying Agents and Monitoring Techniques

Inert Gas
 Used in cargo tanks to replace air and thereby prevent fire and explosion
 Used in cargo tanks to protect the cargo from polymerization, oxidation and humidity
 Used on tankers is flue gas from boilers, nitrogen or inert gas produced in the ship’s inert-gas generator

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Inerting
 Replacing cargo vapours with an inert gas until the concentration of cargo vapours is lower than the LEL

Inerting procedures;
- regular checks of the tank atmosphere
- measuring the percentage of oxygen and cargo vapours through all designated sampling points
Padding
 Filling the ullage spaces of cargo tanks with a liquid, gas or vapour to separate the cargo from air

Drying
 Filling the cargo tanks and associated piping or where required the spaces surrounding the tank with moisture
free vapour having a dew point below -40° centrigrade at atmospheric pressure which will prevent the access
of water vapour to the cargo

Monitoring Techniques
 Safe and correct atmospheric controls are provided for monitoring gas in ullage and other dangerous spaces.
 Measuring instruments are to be fitted for continuous indication and permanent recording of the pressure in the
inert gas main and the oxygen content of the inert gas being supplied. These instruments are to be arranged in
the cargo control room
 In the control of the tank atmosphere and in addition to the oxygen analyzer, explosimeter and tank scope
instruments, there is a requirement for an additional portable instrument (gas detecting tubes) for measuring
chemical gas vapour concentrations

Anti-static Measures

The importance of avoiding electrostatic hazard;

 An important counter measure is to bond all metal objects together
 Bonding to earth is effectively accomplished by connecting all metal objects to the ship’s structure
 The ship’s hull is naturally earthed through the seawater
Examples of objects which might be electrically insulated in hazardous situations and which must be bonded;
 Ship/shore hose couplings and flanges
 Portable tank washing machine
 Manual ullaging and sampling equipment with conducting components
 The float of a permanently fitted ullaging devices
Anti-static measures to be taken if the tank is in non-inerted condition with regard to the ff;
 Safe flow rates
 Safe procedures for ullaging, sampling and gauging

Ventilation
 Mechanical ventilation, normally of the extraction type is provided for spaces normally entered during cargo
operations (pump-rooms) of a chemical tanker and ensures at least 30 changes of air per hour
 Mechanical ventilation of extraction type is provided for pump-rooms of oil tankers and ensures at least 20
changes of air per hou
 Ventilation intakes are so arranged as to minimize the possibility of recycling hazardous vapours from any
ventilation discharge opening
 The ventilation ducts are not to be led through engine-room, accommodation, working spaces or other similar
spaces
 Ventilation fans should be approved by the Administration for operation in explosive atmosphere when
flammable cargoes are carried aboard the ship

Segregation

Cargo Segregation
 Cargo may be segregated from such other cargoes by means of a cofferdam, void spaces, cargo pump-room,
empty tanks, or tank containing a mutually compatible cargo
 Segregation may also be by means of separate pumping and piping systems which shall not pass through
other cargo tanks containing such cargoes, and have separate tank venting system

Cargo Inhibition
Inhibitor – general term for compound or materials that have the effect of slowing down or stopping undesired
chemical changes such as corrosion, oxidation or polymerization
 Products that are susceptible to polymerization are normally transported with added inhibitors to prevent the
onset of the reaction
 Inhibited cargo certificate should be provided to the ship before a cargo is carried

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 Action should be taken in case of polymerization situation occurring while the cargo is onboard; should be
covered by the ship’s emergency contingency plan

Importance of Cargo Compatibility

 Between some chemicals, violent reactions may occur if the chemicals are mixed in certain proportions, the
result may possibly be an eruption and tank rupture
 Legislation as expressed in the IMO Chemicals Bulk Code and ICS tanker safety expressly prohibits the
placement of inter-reactive cargoes on both sides of a bulkhead
 There must be an empty tank, a cofferdam, or a tank with a cargo neutral to both products in between;
“Diagonal contact” between tanks is normally considered as sufficient separation between reactive cargoes
 Complete separation of piping systems is required on a chemical tanker so that one product cannot
inadvertently be pumped into another
 The strategic pipe bends may have to be removed and blind flanges fitted on each pipe end

Atmospheric Control

For Oil Tankers

 Oil tankers using an inert-gas system should maintain their cargo tanks in a non-flammable condition at all
times
 Tanks should be kept in an inert condition at all times, except when it is necessary for them to be gas free for
inspection or work
 The oxygen content should be not more than 8% by volume and the atmosphere should be maintained at a
positive pressure

For Chemical Tankers

 The IBC Code requires vapour spaces within cargo tanks to have specially controlled atmospheres, principally
when the cargo is either air reactive resulting in a hazardous situation, or has a low auto-ignition temperature,
or has a wide flammability range
 The correct atmosphere in a tank can be established either by inerting to prevent the formation of flammable
mixtures of cargo vapour in air, or by padding to prevent chemical reaction between oxygen and the cargo; it
may also be necessary to reduce the humidity (dew point) of the atmosphere within the cargo system
 The extent of atmosphere control to protect the quality of the cargo will normally be specified by the cargo
shippers; some cargoes are extremely sensitive to contamination or discoloration, and for quality control
reasons are carried under a blanket of nitrogen that is very pure and which must often be obtained from shore
Gas Testing

Cargo Tanks
 The atmosphere in cargo tanks and enclosed spaces must be tested:
- prior tank washing
- prior to entry by personnel
- to establish that there is a gas-free condition prior to repair work, entry to a shipyard or dry-docking
- during inerting, gas-freeing and purging operations
- as a quality control before loading/changing cargo

 Evaluation of the tank atmosphere as to:

- the nature of the constituent gases
- flammability
- toxicity/oxygen deficiency
- reactivity

 Before entry in enclosed spaces:

- oxygen content must be 21% by volume
- hydrocarbon content must be less than 1% LFL
- toxic gas concentration must be less than 50% of its OEL

Accommodation
 Superstructures for accommodation are designed to minimize the possibility of entry of cargo vapour and that
design feature should not be impaired in any way
 No entrances, air inlets or openings to the accommodation are facing the cargo area
 Accommodation portholes and windows facing the cargo area, and those within a certain distance from the
cargo area, are of non-opening type
 All doors, portholes or windows in accommodation should be kept closed during cargo operations
 Mechanical ventilation and air-conditioning units supply air to accommodation spaces

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 All ventilation systems should be stopped or operated on internal circulation mode if there is any possibility of
cargo vapour being drawn into accommodation spaces
 Air intakes for accommodation and for the engine-room are subject to requirements with respect to minimum
distance from ventilation outlets of gas-dangerous spaces
 Access to accommodation or to the engine room is subject to requirements with respect to the minimum
distance from the forward bulkhead of the accommodation

Material Safety Data Sheet (MSDS) Information

 Information about cargoes to be handled is essential to the safety of the vessel and her crew
 Information may be found on ICS or Material Safety Data Sheets for each product, which also include all
necessary data for the safe handling and carriage of the cargo
 The cargo will not be loaded unless sufficient information necessary for its safe handling and transportation is
available
 All personnel engaged in cargo operations should familiarize themselves with the cargoes by studying the ICS
or Material Safety Data Sheet

 Section 1: Product and Company Identification

 Section 2: Composition/Information on Ingredients
 Section 3: Hazards Identification
 Section 4: First Aid Measures
 Section 5: Fire Fighting Measures
 Section 6: Accidental Release Measures
 Section 7: Handling and Storage
 Section 8: Exposure Controls/Personal Protection
 Section 9: Physical and Chemical Properties
 Section 10: Stability and Reactivity
 Section 11: Toxicological Information
 Section 12: Ecological Information
 Section 13: Disposal Considerations
 Section 14: Transport Information
 Section 15: Regulatory Information
 Section 16: Other Information

MODULE III: APPLICATION OF OCCUPATIONAL HEALTH AND SAFETY PRECAUTIONS AND MEASURES

Function and Proper use of Gas-measuring Instruments

 Safety measuring instruments may be personal, portable, or fixed types

 Gas measurements are the only way to get correct information about the composition of the atmosphere in a
tank

Use of Safety Equipment and Protective Devices

Breathing Apparatus and Tank-evacuating Equipment

 Safety Equipment when entering enclosed spaces

- Self-contained compressed-air breathing apparatus (SCBA)

 Safety Equipment when entering enclosed spaces

- Eye protective safety goggles

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 Safety Equipment when entering enclosed spaces

- Emergency escape breathing device (EEBD)

 Safety Equipment when entering enclosed spaces

- Complete set of safety equipment, stretcher and tank evacuating equipment
 Enclosed spaces – means a space which has any of the following characteristics:
 limited openings for entry and exit
 inadequate ventilation
 is not designed for continuous worker occupancy and includes, but is not limited to, cargo spaces, double
bottom, fuel tanks, ballast tanks, cargo pump-rooms, cargo compressor rooms, cofferdams, chain lockers,
void spaces, duct keels, inter barrier spaces, boilers, engine crankcases, engine scavenge air receivers,
sewage tank, and adjacent connected spaces
 Enclosed spaces are dangerous to enter
 No person should open or enter an enclosed space unless authorized by the master or the nominated
responsible person and unless the appropriate safety procedures are laid down for the particular ship
 Only a tank or space declared gas-free can be entered by personnel without breathing apparatus and
protective clothing

Use of Safety Equipment and Protective Devices

 Protective Clothing and Equipment
For the protection of personnel engaged in loading and discharging operations, there must be suitable
protective clothing on board
 On chemical tankers, personnel should wear appropriate protective clothing when involved in cargo operations
 On chemical tankers, decontamination showers and eyewash must be available in certain locations on deck
 All equipment for personnel protection must be kept in clearly marked lockers

Resuscitators
 Equipment to assist or restore the breathing of personnel overcome by gas or lack of oxygen

Rescue and Escape Equipment

 Pump-rooms have permanent arrangements for hoisting an injured person with a rescue line

Safe Working Practices and Procedures in Accordance with Legislation and Industry Guidance

Precautions to be taken when Entering Enclosed Spaces

 When entering enclosed spaces, assess safety conditions with an appropriate checklist verified by the master
 Verification of the atmosphere test must be recorded in the entry permit
 Requirements for cargo tank entry;
 tanks to remain open to atmosphere at all times to ensure ventilation
 rescue and resuscitator equipment easily available and ready for use
- means of communication agreed and tested at least one person of the entry team to carry means of
continuously testing the atmosphere using a multi-gas personal monitor
- communications set up between bridge and deck or between duty officer and enclosed space entry
team
- duty officer to be kept informed that tank entry is in progress

Precautions to be taken Before and During Repair and Maintenance Work

 The use of appropriate PPE is mandatory to protect the crew against the various hazards
 Monitoring and evaluation of spaces adjacent to cargo tanks for vapour content must be carried out at regular
intervals
 If gas concentrations are observed, repairs and maintenance work must be stopped when working in the
concerned area

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Safety Measures for Hot and Cold Work

Definitions
 Hot Work – work involving sources of ignition or temperatures sufficiently high to cause the ignition of a
flammable gas mixture
 Cold Work – work that cannot create a source of ignition
 Hot work outside the main machinery spaces (and in the main machinery spaces when associated with fuel
tanks and fuel pipelines) must take into account the possible presence of flammable vapours in the
atmosphere, and the potential ignition sources
 Hot work outside the designated hot work area in machinery room should be under SMS and Permit control
 Hot work permit is required and should be prohibited during cargo, ballast, tank cleaning, gas freeing, purging
or inerting operations
 Cold work permits are used in hazardous maintenance work that do not involve “hot work”; cold work permits
are issued when there is no reasonable source of ignition, and when all contact with harmful substances has
been eliminated
 Cold work permits are used in hazardous maintenance work that do not involve “hot work”; cold work permits
are issued when there is no reasonable source of ignition, and when all contact with harmful substances has
been eliminated

Electrical Safety
 Precautions when using electric equipment;
- that electrical supply connections are made in a gas free space
- that existing supply wiring is adequate to carry the electrical current demand without
overloading,causing heating
- the insulation of flexible electric cables laid across the deck is in good condition
- the cable route to the worksite is the safest possible, only passing over gas free or inerted spaces
- the earthing connection is adjacent to the work site with the earth return cable led directly
back to the welding machine

Ship/Shore Safety Checklist

 The Ship/shore safety checklist concerns the ship, the terminal and all personnel and is to be completed jointly
by the responsible officer and the terminal representative
 Each item need to be verified physically before it is ticked

 Coding of items
- “A” (Agreement) – agreement or procedures that should be identified in the “Remarks” column
- “P” (Permission) – negative answer to the statements coded “P”, operations should not be conducted
without permission from the authority
- “R” (Re-check) – item to be re- checked at appropriate intervals, as agreed between both parties

First Aid with Reference to a Material Safety Data Sheet (MSDS)

 The Safety Data Sheet can assume that the person who provides first-aid to the victim has basic first-aid
training
 The Safety Data Sheet should provide instructions that direct the first-aid to respond to the specific health
effects of the product
 The Safety Data Sheet should not exclusively describe first-aid recommendations written for the "worst case"
exposure imaginable
 The Safety Data Sheet should keep recommendations simple and advise the use of materials that are readily
available in most workplaces
 The Safety Data Sheet should not recommend procedures that could cause additional harm or may complicate
subsequent medical care
 The First-Aid Measures section of a Safety Data Sheet should not include procedures that fall outside the
definition of first-aid

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MODULE IV: FIRE-FIGTHING OPERATIONS AND RESPONSE TO EMERGENCIES

Fire-Fighting Operations

Tanker Fire Response Organization and Action to be taken

 On any vessel, especially Oil and Chemical tankers, emergencies may have catastrophic consequences;
unless proper action is taken, actions, therefore, must be prompt, timely and adequate
 On any vessel, especially Oil and Chemical tankers, emergencies may have catastrophic consequences;
unless proper action is taken, actions, therefore, must be prompt, timely and adequate
 Any fire drills carried out with shore establishments shall be taken positively and the Master must take full
advantage of the situation to learn from the exercise, a de-briefing of the crew must be carried out and lessons
learned from such drills pointed out
 It is very essential for the ship’s crew to know and understand very well the various properties of the cargo; the
MSDS sheets are the best guides for understanding the cargo
 The use of checklists as a reminder of things, which may be required to be done in an emergency; this, in most
cases, will ensure that the response is a little faster in getting things under control
 Fire fighting procedures as required in the Emergency and Contingency plan:
- the Master must ensure that the Duty Officer is authorized to stop cargo in the event of an emergency
or if in the opinion of the Duty Officer such stoppage is necessary to prevent an emergency
situation
- the Duty Officer must inform the Cargo Officer and / or the Master in any event of an emergency
situation at the earliest opportunity
 The actions to be taken by the Duty Officer after informing the Master:
- stop the cargo work, bunkering, tank cleaning or ballasting operations immediately
- disconnect hoses if alongside the terminal or a ship
- if at the terminal, external help may be summoned
- cast off any boats, which are alongside
- if at anchor, alert port authorities
- identify oil/chemicals involved and any other chemical cargo which may be at risk if the fire spreads
- if at sea, maneuver the vessel in such a way that the spread of fire can be restricted and it can then be
tackled on the windward side
- cool other compartments especially if they carry flammable cargo

Fire Hazards Associated with Cargo Handling and Transportation of Hazardous and Noxious Liquids in Bulk
 Fire Hazards associated with NLS:
- some cargoes give out oxygen when on fire, thereby supporting the fire
- in some chemical fires, the source of ignition may be heat from a reaction within the cargo itself or
through mixing with other chemicals
- chemicals miscible in fire will render normal foam useless; for such chemicals, alcohol resistant or dual
purpose foam shall be used
- some chemicals are miscible in water and hence their presence may not be recognized
- some chemicals are heavier than water and insoluble in water; these may be smothered using water
- some chemicals evolve large volumes of toxic vapours when heated
- some chemicals have a low auto-ignition temperature; there is a risk of re-ignition of these chemicals

Fire-Fighting Agents used to Extinguish Oil and Chemical Fires

 Fire fighting agents:
 Water - is the most common cooling agent largely because water possesses very good heat absorbing
qualities
 Foam - is an aggregation of small bubbles, of lower specific gravity than oil or water, which flow across
the surface of a burning liquid and form a coherent smothering blanket
 Carbon dioxide - is an excellent smothering agent for extinguishing fires; therefore, it is effective
in enclosed spaces, pump-rooms and electrical switch rooms
 Dry chemical powder - is discharged from an extinguisher as a free flowing cloud; it is most effective in
dealing with a fire resulting from an oil spill on a jetty or on deck

Fixed Fire-Fighting Foam System Operations

 Foam system has storage tanks containing foam concentrate; water from the fire pumps pick up the correct
proportion of foam concentrate from the tank and the foam solution is then conveyed through permanent
supply lines to off take points
 Use of monitors and cannons for large capacity monitors would normally be on a fixed mounting; minimum
requirements for monitor operations are a jet length of 30meters and jet height of 15meters in still air

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 Portable foam applicator are supplement to the foam monitors and are supplied in accordance with specific
requirements
 Areas not reachable by the foam monitors can be covered by a portable foam applicator; this gives flexibility
 Typically, portable foam applicator need to be supplied with fire hose and foam concentrate container and
stored in a foam station, deck or engine room

Fixed Dry Chemical System Operations

 Best applicable to fire extinguishing systems for protection of dangerous and associated articles which
involve serious hazard and the danger of quick spread of fire
 Easy to clean application of Dry chemicals; economical as they are less contaminative
 Excellent insulation permits application of Dry chemicals to high-tension electric installation such as a
transformer
 Handling of Control Valve is simple and plain ensuring easy cleaning of piping after use

Spill Containment in Relation to Fire Fighting Operations

 Action to be taken in case of oil/ chemical spillage and pool fires:
- prompt initiation of the ESD will do much to limit the amount of liquid spilled and because of the fish plate,
restrict the overflow of cargo overboard
- restrict sources of ignition to ignite the vapour
- foam gently spread over the pool fire will smother and restrict it from spreading
- jets of water should never be directed into burning liquid, as this will cause a violent increase in flame
and spread the fire
- when contained in drip trays, the liquid may also be spilled into the deck and water-jet should therefore be
avoided
- wear full protective clothing and take advantage of water spray protection

Emergency Procedures, Including Emergency Shutdown

Planning and preparation in dealing with emergencies:
- type of cargo and its disposition
- location of other hazardou substances
- general arrangement plan of the ship
- stability information
- location of fire-fighting equipment and instructions for its use
 Important actions to be taken during emergencies:
- giving audible and visual warnings that an emergency exists by means of bells, whistles and flashing lights
- advising the command center of the location and nature of the emergency
- promptly activating the ESD and stopping any cargo-related operations, closing valves and openings in
tanks as initiated by the ESD system

 All crew members should know the location of all safety equipment, such as:
- breathing apparatus
- protective clothing
- approved portable electric lights
- instruments for measuring oxygen and other gases
- first-aid kit
- tank evacuation equipment
- fire-fighting equipment with instruction for its use

 Organizational structure
- the planning for and the implementation of an emergency
procedure requires an emergency organization
- Basic structure of emergency organization

 The need to identify a senior officer as being in control during the

emergency, with another senior officer identified as his deputy
 The general composition and the task of the command center
 Fire alarm signal or general alarm signals:
- Fire
 Other alarm signals:
- bridge alarm control

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 The ship muster plan and emergency instructions specify details of the emergency alarm signals
 All personnel on board should be able to identify the different alarm signals
 All crew members should be familiar with the emergency plan and act according to the plan when the alarm is
raised
 Any person who discovers an emergency should raise the alarm and pass on relevant information as quickly
as possible
 First aid treatment
 all personnel should be familiar with the first-aid procedure set out in the MSDS
 all personnel should be instructed and trained in “cardio pulmonary resuscitation” (CPR) technique

MODULE V: PREVENTION OF ENVIRONMENTAL POLLUTION FROM THE RELEASE OF OIL OR

CHEMICALS

Effects of Oil and Chemical Pollution on Human and Marine Life

 In the case of oil or NLS spill, the first living receptors who may come in contact with the spill are the marine
life, including the various fish species; exposure to spills may have negative health effects on marine life
 The negative effects on marine life:
 a variety of health and reproductive problems
 as well as mass mortality events within fish and marine life in general
 The problem is more for the higher organisms on the food chain (who consume other smaller organism) and
may seriously affect marine mammals as well as bigger fish and human life

Shipboard Procedures to Prevent Pollution

 The International Maritime Organization (IMO) is the international body responsible for controlling marine
pollution
 IMO achieves this by adopting the International Convention for the Prevention of Pollution from Ship’s
commonly known as MARPOL
 Annex II of the MARPOL convention contains regulations for control of pollution by noxious liquid cargoes
carried in bulk or tank washings from such cargoes
 Oil tankers at sea and in port at sea:
 there are regulations for the discharge of oil into the sea which must be observed
 procedures must be observed during deballasting, decanting and tank cleaning operations
 most crude carriers use crude-oil-wash (COW) system in their cargo tanks to minimize oily wastes
 have segregated ballast tanks or have dedicated clean ballast tanks
 most crude carriers use crude-oil-wash (COW) system in their cargo tanks to minimize oily wastes
 have segregated ballast tanks or have dedicated clean ballast tanks

 Oil tankers at sea and in port:

 ship movements alongside must be restricted by adjusting moorings
 all pipelines, joints and valves must be kept under observation

 Oil tankers at sea and in port:

in port
 all scuppers must be closed to prevent discharge of oil from the deck overboard
 all valves and flanges must be checked prior to cargo operations

 Chemical tankers at sea and in port:

at sea
 for the purpose of discharging slops containing cargo residues into the sea, Annex II divides NLS on
chemical tankers into four (4) pollution based categories
 these categories are X,Y, Z and OS, and a cargo of category X represents the most pollutant and the
cargo of category Z the least pollutant
 carrying out operations in accordance with the ship’s Procedure and Arrangements (P and A) Manual
ensures that pollution regulations are complied with

 Chemical tankers at sea and in port:

in port
 levels in cargo, slop or ballast tanks  alarms and instrumentation
 cargo or ballast, hoses or hard arms  co-ordination of operation signals
 pumps, valves, gaskets, connections  personnel on watch should be present
and hatches at all times during operation
 spill pans and scuppers

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Shipboard Oil Pollution Emergency Plan (SOPEP) and Marine Pollution Emergency Plan (SMPEP)

As per the MARPOL Convention most tankers shall carry a Shipboard Oil Pollution Emergency Plan (SOPEP) and
Shipboard Marine Pollution Emergency Plan for NLS (SMPEP).

The SOPEP equipment's and SMPEP equipment's consist as per SOPEP manual and SMPEP manual

The procedure to be followed to report a marine pollution incident is shown in the SOPEP manual and SMPEP manual

The list of authority or persons to be contacted in an event of a oil/NLS pollution incident is also listed in the SOPEP
manual and SMPEP manual

Description of action to be taken by persons on board to control the discharge of oil/NLS is listed in SOPEP manual
and SMPEP manual

Measures to be taken in the Event of Spillage

Reporting Relevant Information

Immediately report all relevant information to the appropriate officials when a spill is detected or when a malfunction
has occurred which poses a risk of a spill

Promptly notify shore-based response personnel

Properly implement shipboard spill-containment procedures

Measures to be taken in the Event of Spillage

Assisting in Implementing Shipboard Spill- Containment Procedures

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