B. P.

MARINE ACADEMY
Safety of life and environmental protection is our motto
www.bpmarineacademy.in

BASIC TRAINING FOR OIL AND CHEMICAL

TANKER CARGO OPERATIONS
Edition : First
Year : September, 2016
Compiled by:
Faculty, B. P. Marine Academy
OIL AND CHEMICAL TANKER CARGO OPERATION
INDEX
CHAPTER
CHAPTER PAGE NO.
NO.
CHAPTER 1 TYPES OF OIL AND CHEMICAL TANKERS 01

CHAPTER 2 PHYSICAL AND CHEMICAL PROPERTIES OF 09

OIL AND CHEMICALS

CHAPTER 3 HEALTH AND OPERATIONAL HAZARDS 22

CHAPTER 4 PUMPS AND PIPELINES 27

CHAPTER 5 INERT GAS SYSTEM 44

CHAPTER 6 GAS MEASIRING INSTRUMENTS 51

CHAPTER 7 PPE 56

CHAPTER 8 ENCLOSED SPACE ENTRY 58

CHAPTER 9 CARGO OPERATION 62

CHAPTER 10 FIRE FIGHTING EQUIPMENTS 80

CHAPTER 11 SHIPBOARD EMERGENCY PLAN TO PREVENT 83

POLLUTION

CHAPTER 12 CASE STUDY 87

 CHAPTER 1: TYPES OF OIL AND CHEMICAL TANKERS

THE OIL TANKER

Preamble

The “Elizabeth Watts” was the first ship to carry a full cargo of oil across the Atlantic.
Oil was carried in wooden barrels. Even today, we use the term “barrels” as a
measure of oil. (1 m3 = 6.28981 barrels)

The carriage of oil in barrels presented many problems. Leakage from oil barrels in
the holds resulted in formation of gas with its associated dangers. The idea of
transporting oil in tanks was thus born. In 1886, the “Gluckauf” was built as a sail
assisted steamer for the carriage of petroleum in bulk.

Early design of a bulk oil carrier

As the industry developed, so did the early tanker. Most of the tankers were
provided with donkey boilers and steam powered pumps to discharge the oil. As the
number of steam driven tankers increased, the oil-fired boiler replaced the coal-fired
boiler. The old midship engine design gave way to the design of having the engine
room aft. The cargo tank section was separated from the machinery by transverse
cofferdams.

The Isherwood longitudinally stiffened centre line bulkhead tanker with engines aft
made its appearance just before the 1st World War. This design reduced cost and
weight of the tanker. These vessels had a midship pumproom. To reduce the free
surface effect, the tanks were provided with trunkways. Later vessels incorporated
the “summer tank” housed on the trunk deck. Towards the mid-1920s, the twin
bulkhead ship made its appearance.

1
Typical oil tanker 1940 - 1960

Welding was slowly introduced into ship construction just before the 2nd World War.
Ships could now be built very quickly. As demand for oil increased, we saw the size of
tankers also increasing. When the Suez Canal closed for the second time in 1967, the
ships were forced to go from the Arabian Gulf to Europe and USA via the Cape of
Good Hope. At this time there was an acute shortage of ships and the tanker trade
was booming. Ship owners started going in for larger and larger vessels. It can be said
that the concept of the VLCC and ULCC originated at this point of time to suit
economies of scale. All the new vessels were built with aft accommodation, aft
engine room and aft pumproom.

Development of ships to super tankers (all accommodation & machinery aft)

2
In 1974 tankers were classified by size for freight purposes :-

General purpose vessels 16,500 – 24,999 DWT

Medium Range 25,000 – 49,999 DWT

L.R.1 (Large Range 1) 45,000 – 79,999 DWT

L.R.2 (Large Range 2) 80,000 – 159,999 DWT

VLCC (Very Large Crude Carrier) 160,000 – 320,000 DWT

ULCC (Ultra Large Crude Carrier) 320,000 DWT and above

The largest crude carrier built is the Jahre Viking of 564,739 DWT.

The oil trade has evolved over the years and refined petroleum products and
chemicals were shipped on tankers. A by-product of petroleum production is natural
and petroleum gas. The gas that was flared off at the well heads, was noticed to be a
waste of resources. The gas could be profitably used to generate power. Specially
designed LNG and LPG tankers were built for this purpose.

Fires and explosions on tankers have always been recognized as a major concern.
Gradually, the importance of preserving the environment also started being a
growing concern. In 1954, environment concern was serious enough for UK to call an
international conference known as the OILPOL convention. The conference agreed
that IMO would assume responsibilities as soon as the IMO convention entered into
force. In 1962, IMO arranged a conference, which adopted a number of amendments
to the OILPOL convention. By today’s standards this convention was very primitive.
All that the 1962 amendments did was to make it illegal to dump oily wastes into the
sea within 50 miles of land and to introduce special areas where stricter limits
applied. Accidental pollution was not considered at all, mainly because there had
never been a major oil spill.

In 1967, the Torrey Canyon ran aground off the coast of Cornwall in SW England. IMO
introduced the concept of “polluter pays”. The culmination of the post Torrey Canyon
period came in 1973 with the adoption of MARPOL. The question of operational
pollution was addressed and “load on top" was introduced as a way of reducing the
amount of wastes resulting from tank cleaning operations.

The Argo Merchant disaster led to IMO’s conference in 1978 that resulted in major
changes in MARPOL and SOLAS. MARPOL 73 together with the Protocol of 1978 is
known as MARPOL 73/78. The Exxon Valdez accident in 1989 brought about the
much feared OPA 90 regulations, which took the world by storm.

3
 STCW 78 and STCW 95 impressed upon ship owners the importance of training to
improve safety and reduce pollution. Thus we see that today tankers are plying in a
highly regulated environment as compared to the tankers of yesteryear.

Tanker types

Commercial requirements have originated tankers of various types as given below:

 Crude Oil Tanker

 Petroleum Product Tanker

 Bitumen Tanker

 Chemical Tanker

 Ore/Oil Tanker

 Ore/Bulk/Oil Tanker

We will have a look at the general arrangement of the above tankers in brief.

Crude Oil Tankers

A plan view of a “conventional” tanker is illustrated above. It has two longitudinal

bulkheads dividing the tank area into 3 tanks transversely. A deep tank for bunkers is
situated forward. The pumproom is situated aft of the cargo tanks. Slop tanks are
located just forward of the pumproom. The vessel also has no.3 Wing tanks as the
nominated segregated ballast tanks. There are no double bottom tanks in the cargo
area. This vessel has a pipeline configuration that allows the vessel to carry 3 grades
of crude oil. During the ballast voyage this tanker carries ballast in cargo tanks in
addition to 3 wing tanks. The above type, though an outdated design, represents the
majority of the world’s present fleet.

As new MARPOL regulations were introduced, ships were required to have

segregated ballast tanks. In this type of tanker, ballast tanks have an independent
piping and pumping system. No cargo is carried in the ballast tanks. The ballast tanks
are Protectively Located on the ship side, so that there is no outflow of oil in case the
vessel’s hull is breached in way of the ballast tanks. However, the ballast tanks do not

4
 cover the entire length of the ship. There are no double bottom tanks in the cargo
area.

The latest MARPOL and OPA 90 regulations require a tanker to have a complete
double skin i.e. ballast tanks along the full length of the shipside and a double bottom
throughout the cargo tank area.

Product Tanker

The general layout of Product tankers is similar to crude tankers. The vessels are
smaller in size. Tanks may be suitably coated with epoxy paints to safeguard the
cargo. Heating coils are also generally provided. An elaborate piping system is also
provided to enable the tanker to load many grades.

Single Hull Tanker with Segregated Ballast Configuration

5
Double Hull Tanker

Double Hulled Tanker under construction

6
Bitumen Carrier

These ships are specially built to handle bitumen at high temperatures. Not only are
the ships equipped with double bottom tanks and wing tanks to isolate the bitumen
tanks from the shell, but the heating system is very elaborate. In addition to the coils
covering the bottom of the tanks, additional mattresses or layers of coils are
provided at different levels in the tanks. Pipes and pumps are provided with lagging
and they are often provided with a steam trace. Most grades of bitumen are handled
at temperatures in excess of 250º F.

Chemical Tankers:

Chemical ships vary in size and design. The material used for constructing or lining
tanks varies from stainless steel to specialized coatings. The IMO code divides
chemical tankers into 3 classes

Class 1Vessels designed to carry very hazardous cargo

Class 2 Vessels designed to carry hazardous cargoes listed as less hazardous than
1 but still a potential risk.

Class 3Vessels designed to carry the least hazardous chemicals.

The vessels in Class 1 are constructed with the emphasis on the prevention of cargo
escaping as a result of collision or stranding. Ballast tanks, double bottoms and
cofferdams, shield all cargo tanks so that the actual cargo tanks are protected by void
spaces or tanks.

Vessels in Class 2 are designed along similar lines, but the criteria are less stringent in
some areas.

7
 Vessels in Class 3 are not required to have an outer skin and an inner skin. The main
restriction appears to be the limiting dimension of any one cargo tank.

Ore/Oil Tanker – (O/O)

An Oil-Ore carrier is designed to carry ore in its centre cargo compartments.

Oil/ballast is carried in the wing tanks, which may or may not be equipped with
steam heating coils. The centre cargo compartments are located over double bottom
tanks. They are covered by large steel gas tight hatch covers. The hold design assists
in self-trimming, and are free from any structural members, which could hinder
loading and discharging.

Ore/Bulk/Oil – (OBO)

An Ore/Bulk/Oil carrier is designed to carry ore, grain and other dry bulk cargo, or oil.
The vessel has large clear holds with no tween decks. The large, side rolling type
hatches are provided with gas tight covers. Hopper tanks and double bottom tanks
are used for ballast. The vessel has a double skin, which has all the strength
members. This makes it easier to clean holds. There is a transverse bulkhead of the
cofferdam type at each end of the hold. The pipeline system to discharge oil cargo
runs through the duct keel.

8
 CHAPTER 2: PHYSICAL AND CHEMICAL PROPERTIES OF OIL AND CHEMICALS

PROPERTIES & HAZARDS OF PETROLEUM

The Flammability Hazard

a) Petroleum is highly flammable (fuel)

b) Sources of ignition may be present at various locations. (Ignition)

c) Oxygen provides the medium necessary to sustain any fire

The foregoing three form the essential sides of the fire triangle. When the three sides of a
fire triangle join come together, we have fire. On a tanker we can neither isolate the
petroleum nor the oxygen but in order to prevent fires we can isolate ignition sources.

When petroleum is ignited, it is the gas progressively given off by the liquid, which burns as a visible
flame. The quantity of gas given off by petroleum liquid depends on its volatility, which is frequently
expressed for purposes of comparison in terms of Reid vapour pressure.

Petroleum gases can be ignited and will burn only when mixed with air in certain proportions. If
there is too little or too much petroleum gas the mixture cannot burn. For the gas mixtures from the
petroleum liquids to ignite the overall range be from a minimum of about 1% gas by volume (known
as Lower Flammable Limit - LFL) to a maximum of about 10% gas by volume in air (known as Upper
Flammable Limit - UFL).

As petroleum liquid is heated the concentration of gas in air above it increases. The temperature of
the liquid at which this concentration, using a specific measuring technique, reaches the LFL is
known as the flashpoint of the liquid.

9.
The diagram given above (Flammability Composition Diagram) can be considered the most
important diagram to understand the concept of flammability.

Hydrocarbon gas normally encountered in petroleum tankers cannot burn in an atmosphere

containing less than approximately 11% oxygen by volume. Accordingly one way to provide
protection against fire or explosion in the vapour space of cargo tanks is to keep the oxygen level
below that figure.

The flammable limits vary for different pure hydrocarbon gases and for mixtures derived from
different liquids. For practical purposes the lower and upper flammable limits of crude oil vapours
are taken to be 1% and 10% respectively by volume. Points C and D on the line AB in the figure
indicate these values.

Any point in the diagram represents mixtures of hydrocarbon gas, air and inert gas, specified in
terms of hydrocarbon gas and oxygen contents. As inert gas is added to the hydrocarbon gas/air
mixture, the flammable range decreases until a point, represented by E, is reached where LFL and
UFL coincide. This point corresponds to oxygen content of approximately 11%. For practical
purposes and to allow a safety margin, 8% is taken as the level of oxygen at which no hydrocarbon
gas/air mixture can burn under any circumstances. To prevent fire or explosion in a tank containing
hydrocarbon gas/air mixture it is therefore necessary to produce and supply inert gas having oxygen
content not normally exceeding 5% and to displace the existing air in the tank until the resultant
oxygen level throughout the tank does not exceed 8% by volume.

10.
 Static electricity also presents fire and explosion hazards during the handling of petroleum
and tanker operations. Certain operations can give rise to accumulations of electric charge,
which may be released suddenly in electrostatic discharges with sufficient energy to ignite
flammable hydrocarbon gas/air mixtures.

A build of electrostatic charge can occur due to:

 The flow of petroleum or water through pipelines

 The settling of a solid or an immiscible liquid through a liquid

 The ejection of particles or droplets from a nozzle

 The splashing or agitation of a liquid against a solid surface

 The vigorous rubbing together and subsequent separation of certain synthetic polymers

When the charges are separated, a large voltage difference develops between them. Also a
voltage distribution is set up throughout the neighbouring space and this is known as an
electrostatic field. Under certain conditions, an electrostatic discharge may occur.

The most important countermeasure that must be taken to prevent an electrostatic hazard is to
bond all metal objects together. To avoid discharges from conductors to earth, it is normal practice
to include bonding to earth. On ships, bonding to earth is effectively accomplished by connecting
metal objects to the metal structure of the ship, which is naturally earthed through the sea.

Some examples of objects which may be electrically insulated in hazardous situations and which
must therefore be bonded are:

 Ship/Shore couplings and flanges if more than one length of non-conducting hose or pipe is used in
a string.

 Portable tank cleaning machines.

 Conducting manual ullaging and sampling equipment.

 The float of a permanently fitted ullage device if it lacks an earthing path through the metal tape.

Precautions are not normally required against static electricity in the presence of inert gas because
the gas prevents the existence of a flammable gas mixture.

11.
Sources of ignition and precautions

Identified sources

1. Smoking

2. Frictional sparks

3. Electrical sparks

4. Chemical sparks

5. Spontaneous combustion

6. Auto-Ignition Temperature

7. Static electricity

8. Pyrophores

Sources of Ignition

These sources of ignition are to be eliminated from spaces where oil vapours are likely to be
present. Fire prevention precautions include:

(i) Smoking only in designated places,

(ii) No naked lights, matches and lighters to be carried,

(iii) Only approved type of fixed and portable electrical equipment shall be used.

(iv) Keeping close control and ensuring safe conditions when hot work, hammering and chipping etc. is
to be carried out.

(v) Precautions against electrostatic charge i.e. oil rag, waste and other flammable material.

(vi) Avoid release of oil from containment while receiving or transferring of oil.

(vii) Release of oil is toxicity, flammability and pollution hazard. Moreover workers can slip, fall and hurt
themselves by oil spill. Oil spill/leak over hot surfaces can result in ‘Fire’.

Auto-ignition temperature

When a flammable liquid is raised to a temp where self-sustaining combustion takes place without
any source of ignition on surface of liquid.

Sources of oil leaks can be following:

1. Leaky hoses (while loading /bunkering)

2. Over flow from tanks - over filling / over heating.

3. Pipe leaks e.g. flange-jointing, welds, bends etc.

12.
 4. Valve glands, Pump glands, Fitter covers, across valves or blanks leaking (e.g. when loading port side
and starboard side valve are leaking)

5. Wrong operation of Valves, over pressure etc.

Toxicity hazards

The second most dangerous hazard in carriage of petroleum is its toxicity i.e. the ability of a
substance to harm living tissues. On tankers there are various enclosed spaces where
hydrocarbons, oxygen deficiency and other gas hazards may be prevalent. A system has to
be developed in order to avoid toxicity and safeguard life on board tankers.

Inhalation : Comparatively small quantities of petroleum gas when inhaled can cause symptoms of
diminshed responsibility and dizziness similar to drunkeness, with headache and irritation of the
eyes. The inhalation of a sufficient quantity can be fatal. These symptoms can occur well even below
the LFL. Examples of such gases are Hydrogen sulphide, Carbon monoxide or Benzene.

The smell of petroleum gas mixture is very variable and in some cases the gases may dull the sense
of smell. The absence of smell should never be taken to indicate the absence of gas. When working
in an environment, which previously contained hydrocarbon products, it is advisable to always be
acquainted with the Permissible Exposure Limits, Short Term Exposure Limits and the Threshold
Limit Value.

Ingestion: The risk of swallowing significant quantities of liquid petroleum during normal tanker
operations is slight. Petroleum has a low oral toxicity to man, but when swallowed; it causes acute
discomfort and nausea.

Skin Contact: Many petroleum products, especially the more volatile ones, cause skin irritation and
remove essential oils from the skin, leading to dermatitis. They are also irritating to the eyes. Certain
heavy oils cause serious skin disorders on repeated and prolonged.

Direct contact with petroleum should always be avoided by wearing the appropriate protective
equipment, especially gloves and goggles.

Atmospheric hazards

1. Hydrocarbons. --Toxic

2. Oxygen deficiency. -Anoxia

3. Other gaseous hazards. -Toxic

(NO, NO2, SO2, CO, Benzene, H2S, etc.). Consequences: Person is overcome by lack of
breathable atmosphere, and may be killed if not rescued in time.

13.
 Requirements: The compartment should be Gas free, i.e. it shall have:

1. Sufficient 0xygen (21%) to support life.

2. Insufficient flammable mixtures, Harmful toxic gases to be harmful below TLV.

Enclosed spaces

Spaces, which are not ventilated round the clock or even when ventilated, are likely to have
presence of hydrocarbon and/or lack of oxygen e.g. fore peak tank, chain locker, cofferdam,
topside tanks, cargo tanks, ballast tanks, duct keel, aft peak tank, bunker tanks etc.
Careless entry into such spaces has resulted in accidents, which sometimes may be fatal.

The oxygen content of the atmosphere in an enclosed space may be low for several reasons. The
most obvious one is if the space is in an inert condition, and the oxygen has been displaced by the
inert gas. Chemical reactions such as rusting or the curing of paint coatings can also remove oxygen.

As the amount of available oxygen decreases below the normal 21% by volume breathing tends to
become faster and deeper. While individuals vary in susceptibility, all will suffer impairment if the
oxygen level falls to 16% by volume. Exposure to atmosphere less than 10% oxygen content by
volume inevitably causes unconsciousness. Death will result unless the victim is removed to the
open air and resuscitated.

Entry into oxygen deficient atmospheres must never be permitted without breathing apparatus until
such spaces have been thoroughly ventilated and test readings indicate an oxygen level of 21%
throughout.

Physical Hazards

In such compartments person before entering shall be aware of:

1. Darkness

2. Unsecured Ladders

3. Slippery Surfaces

4. Obstructions

5. Unguarded openings

6. Unsecured objects left from previous visit

7. Flooding

14.
 Result of neglect: Some may suffer physical injury, which could even, be fatal – All seafarers
therefore shall:

a) Be vigilant,

b) Carry an approved light,

c) Use overalls, hardhat and Safety shoes.

d) Follow specified entry procedures laid down in the ship board safety system

Additional related problems might be the presence of cargo vapours due to:

1. Petroleum leakage

2. Retention of oil on tank structure

3. Retention of oil in piping line

4. Disturbance of sludge / scale accumulated in the tank

5. Presence of special toxic vapours (e.g. Benzene, H2S, etc.)

6. Decay of organic matters e.g. Vegetable oils, animal fats, meat, fish poultry, grain, fruit etc.

Hazard can also be created due to deficiency of Oxygen on account of:

1. Use of inert gas or leakage of inert gas in the compartment

2. Rusting

3. Paint vapour

4. Hydrogen

5. Electrical cleaning fluids

6. Solvents / Emulsifiers

7. Refrigerants

8. Space on fire

9. Flooding with CO2 to fight fire

10. Welding and Gas cutting without proper ventilation

11. Running internal combustion engine in confined space.

Measurement of Hazards

In the definitions, we have learnt the meaning of Threshold Limit Value (TLV). Before we deal with
various gases we should know the TLV of each so that we can decide if the atmosphere in a
compartment is safe for entry or not. The TLV of the gases commonly encountered on a tanker are:

15.
 Substance PPM

Hydrocarbons: 250 PPM

Benzene 10 PPM

H2S 10 PPM

NO 25 PPM

NO2 5 PPM

SO2 5 PPM

CO 50 PPM

A suitable gas detector should be used to determine the presence of the gas suspected to be
present in the compartment. It should be remembered that the gas detection equipment will
determine the presence of the particular gas that it is meant to detect, (e.g. a hydrogen sulphide
detector will indicate the presence of hydrogen sulphide gas only, it will not be able to indicate the
presence of other gases such as carbon monoxide, etc.) Today personal detectors, which can be
carried on the person’s body, are available. These detectors give an alarm as soon as the
concentration of that particular gas reaches its TLV. As soon as the alarm sounds, the compartment
should be vacated IMMEDIATELY and the compartment should be ventilated until a reading well
below the TLV of that gas, is obtained.

CHEMICAL CARGO – HAZARDS

Cargoes in chemical tankers

A chemical tanker is primarily designed for the carriage of dangerous chemicals in bulk.
These chemicals are listed in the IMO Bulk Chemical Codes.

In addition to the cargoes listed in the Codes, chemical tankers may carry a variety of other
liquid products. Some chemical tankers carry a wide range of products, which would
normally are considered as unrelated to chemicals. Examples of such cargoes are fruit
juice, water, molasses, animal and vegetable oils, clean petroleum products and lubricating
oils.

16.
Chemical cargoes

Chemical tankers are divided into four groups by the cargoes they carry:

1. Petrochemicals

2. Alcohol

3. Vegetable and animal oils and fats

4. Acids and inorganic chemicals

 Petrochemicals' is the collective name for organic chemicals derived from crude oil, natural
gas or coal

 Alcohol may be derived from hydrocarbons or produced by fermentation.

 Vegetable and animal oils and fats are products derived from seeds of plants and from fat
of animals and fish.

 Acids may be organic or inorganic

Hazards

Hazard evaluation of chemicals is a complex problem stemming from the combination of the
flammability and toxicity characteristics of the chemicals as well as from design and
operation hazards. We have dealt with most of these hazards in brief in module 2 In this
chapter we will understand these hazards and the precautions we must take to overcome in
some detail.

Flammability hazard

Vapour given off by a flammable liquid will burn when ignited provided it is mixed with certain
proportions of air. The limiting proportions expressed as a percentage by volume of
flammable vapour in air, are known as the LFL and UFL. In addition a flammable liquid must
itself be at or above a temperature high enough for it to give off sufficient vapours for ignition
to occur. This temperature is called flash point. Some cargoes evolve vapour at ambient
temperatures others only when heated.

Safe handling procedures depend upon the flammability characteristics of a product. As

mentioned above the flammable cargo presents a fire risk when mixed with a certain
proportion of oxygen. By filling the ullage space with an inert gas such as nitrogen or the
output of a inert gas generator, the oxygen levels can be reduced to a level at which
atmosphere cannot lead to combustion of the flammable mixture. It is important to note here
that in an inerted tank the atmosphere may become flammable if air is admitted.

17.
Health hazard

Many chemicals are highly poisonous, either in the form of liquid or vapour or both. The
problem is sometimes made worse by the fact that toxicity can be increased when vapours
from one substance come into contact with those from another.

Toxicity- is the ability of a substance to damage, destroy and kill living cells and tissues

Asphyxia- is caused by the ability of a substance to reduce the oxygen content of air

Anaesthesia- is caused due to the effect of vapours of certain cargoes on the body’s
nervous system causing loss of consciousness.

Corrosivity - the ability of a substance to destroy the tissues of the skin.

Toxic chemicals may enter the body by:

 Inhalation

 Ingestion

 Skin contact

The harmful effect of a cargo depends on both its physical and its chemical properties.

The inhalation hazard depends primarily on the volatility of the liquid. If swallowed, all
poisons are dangerous.

Some cargoes are irritants on human tissues, strongly corrosive liquids destroy human
tissue and less corrosive liquids may only be irritating to the skin, but may cause serious
damage to eyes or to mucous membrane.

Absorption- of a cargo or of its vapour through the skin depends on the solvent nature of the
cargo.

Cargo or cargo vapours may absorb oxygen and entry in such space may cause asphyxia

Some chemicals may evolve toxic vapours if they are in contact with other cargoes or
reactive agents

Toxic vapours may be generated when certain chemicals are on fire

Some inhibitors are toxic and when handling them on board if the period of the inhibitor has
expired (due to an extended voyage), the handling of inhibitors should be done with proper
and extensive care with the use of adequate personal protective equipment.

18.
Inert gas is toxic. The Nitrogen oxides, Sulphur oxides, Carbon monoxides are also toxic and
under the new Marpol Annex VI (air pollution) regulations will undergo stricter control on
discharging these gases into air.

Poisoning

A poison is a substance which when absorbed into the human body, produces a fatal effect.
Regardless of the route by which a poison enters the body, following precautions are
necessary when handling poisons

Segregation of poisons from other cargoes

Tanks adjoining those which contain edible cargoes should not be loaded with poisons,
unless the tanks are separated by another empty tank, cofferdam, pump-room, or a tank
containing non-edible cargo (which in turn should not react dangerously with the poison).

Segregation of poisons from the sea

Double skin vessels should generally be used for cargoes whose escape into the sea may
cause a severe environmental hazard. However, ships having three or more transverse
tanks but no double bottom can be used, but only the inner tanks should carry such cargo.

Cargo heating and cooling systems for poisons

Precautions should be taken so that poisons do not enter other cargo tanks, dry cargo
spaces, piping systems or machinery spaces by way of heating or cooling systems.

Venting tanks containing poison

Vent outlets from tanks containing poison should have an unimpeded vertical discharge well
above the upper deck level, using temporary extensions if required. There should not be any
fitting in the outlet, which deflects escaping vapours from moving vertically upwards. The
outlets should be as far away from the accommodation as possible, and if possible a closed
ullage arrangement should be made so that escape of vapour, liquid spray or mist during
ullaging is minimised.

Additional pump-room precautions for poisons

Strict pump-room precautions are required to safeguard personnel who enter the space, and
to minimise the amount of vapour, which is released from ventilation outlets into the vicinity
of the living quarters.

Natural ventilation of pump rooms is not enough; and if pump-room fans are not permanently
installed, a temporary arrangement should be made.

Ventilation fans must be started from outside prior to cargo handling operations and should
be kept running throughout.

19.
Ventilator outlets must be trimmed away from doors and accommodation.

Poisons should not be allowed to collect in the bilges, and in case of poisons heavier than
water, any water in the bilges should be checked for a poisonous layer beneath.

Personnel wearing breathing apparatus should periodically check all valves, joints, etc. for
any leakage, and if found, all operations should be stopped till the leak is controlled.

Vapour from toxic chemicals is heavier than air. Pump-room bottoms and the vicinity of
pumps where chemicals may spill onto hot steam lines are therefore the danger areas.

Spillage of poisons

Pipelines and hose connections should be frequently checked for leaks and spillage, and
joints repaired immediately if a leak is found.

Before disconnecting hoses, the pipelines and hoses should be cleared of cargo, and the
pressure must be slowly released.

If a big leak or spillage occurs, the operations should be paused, and shore authorities
notified.

All personnel working on the leaks should wear proper breathing gear and protective
clothing, and no one should be allowed into the region without such equipment.

Cleaning the tanks after carrying poisons

If at sea, the ship should be in such a position that the wind does not blow vapour into the
accommodation region.

On shore, the authorities should first be notified and such operations should only be done
when the wind blows the vapour away from shore.

The gas freeing system used should dispel the vapour vertically upwards with sufficient
speed.

Water alone is not enough for tank washing unless the cleaning acids react with the poison.
Hand hoses should not be used.

Disposals should be as per regulations.

Fires involving poisons

Fire causes more vaporisation of poisons or helps the poison to decompose resulting in toxic
products. This results in greater danger from the poisons.

Toxic cargoes should not be stowed in tanks adjacent to tanks containing edible cargoes,
and should be as far as possible from accommodation and from machinery spaces.

20.
 Reactivity: Reaction to other substances

Some chemicals react to water, to air or to other products. Measures therefore have to be
taken to protect them. Apart from the fact that an accident can lead to a dangerous reaction
(such as the emission of a poisonous gas) many chemicals can be ruined if they are
contaminated by other substances. Methanol, lubricating oil additives and alcohols can be
spoiled by even a slight amount of water contamination. Too much oxygen can lead to a
rapid deterioration in the quality of some vegetable oils. Other products can change into a
different product completely. A chemical cargo may react in a number of ways, such as with:

 Itself

 Air

 Water

 Another cargo

 Other materials

 Self-reaction

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 may accelerate the reaction. This may
cause the release of large volume of vapour and/or pressure rise, or cause the formation of
flammable and/or harmful vapours that otherwise should not be allowed.

In principle, the, dangers arising from chemical reaction are those of increased fire and
health hazard.

Main types of reactions

 Self-reaction and reaction with air where only the particular chemical itself is involved. Small
amounts of other chemicals or contact with certain metals may promote reaction.
Polymerisation is a common type of self-reaction. Cargo, which is self-reactive, may also
react with other cargoes

 Reaction because of mixing one chemical with another. Neutralisation of an acid with an
alkali is a typical example of one chemical reacting with another.

 Reaction because of mixing with water. A cargo, which is self-reactive as in (a) or reacts
with others as (b) may also react with water.

21.
 CHAPTER 3: HEALTH AND OPERATIONAL HAZARDS

Self-reaction and reaction with air

Self-reaction or reaction with air can occur in the Liquid, in the vapour or in both.

Control of temperature and the avoidance of unsuitable materials in the cargo system
and contamination by even small amounts of other cargoes all contribute to the safe
carriage of self-reactive cargoes.

Polymerization

Some substances, such as petrochemicals, do not need to come into contact with
another chemical before undergoing a chemical change - they are self reactive and
liable to polymerization unless protected by an inhibitor. This is a process whereby the
molecules of a substance combine to produce a new compound. The process can be
accelerated by catalytic factors such as heat, light and the presence of rust, acids or
other compounds. Styrene, methyl methacrylate and vinyl acetate monomer are
examples. Propylene oxide and butylene oxide are also liable to polymerization.

Reaction may be promoted by heat and by the presence of certain metals and other
cargoes in small amounts.

Reaction in the liquid can be retarded by inerting or by adding to it a small amount of a

specific chemical known as an inhibitor. Those cargoes, which in pure form can
undergo a vigorous self-reaction (usually resulting in polymerisation), may only be
transported provided they contain an inhibitor.

Inhibitor is a generic term for a compound which, when added to the cargo has the
effect of slowing down or stopping a chemical change, i.e. Polymerisation, Oxidation or
Corrosion

An inhibitor added to the liquid generally will not retard reaction in the vapour or
condensed vapour in the ullage space. Displacing air (oxygen) from the ullage space
with inert gas will retard reaction of the vapour therein and inerting may be an
additional requirement, even if the cargo contains an inhibitor.

The disintegration of molecules (decomposition)

Where decomposition could occur, negative catalysts slow down a reaction. Thus they
can be used to prevent polymerisation and decomposition during the voyage. Cargo
temperature should be measured regularly and cooling systems put into operation
when necessary. Loading should be stopped if the temperature of the cargo being
received exceeds the limit.

22.
 Even if temperature control is not a specific requirement it is recommended that self-
reactive chemicals be never stowed in tanks directly adjacent to heated cargoes nor
handled through pipelines, which pass through tanks containing heated cargoes. In
addition, it is recommended that cargo tank tops are kept cool by water spray. When
ambient temperatures are high, this tends to retard reaction in the vapour space.

Before loading, the cargo tanks and cargo handling system should be thoroughly
cleaned to remove other cargoes that may promote self-reaction of the cargo to be
loaded.

Special precautions for inhibited cargoes

When the cargo requires to be inhibited as a condition of safe transport, the following
additional precautions should be taken:

 The Master should verify with the shore representative that the cargo would be
correctly inhibited before loading, otherwise loading should be refused.

 The Master should also verify that the concentration of inhibitor would be sufficient to
prevent dangerous reaction during the voyage taking into account its duration and the
expected or required maximum cargo temperature. The Master should ensure that
sufficient stock of inhibitor is put on board before sailing, for addition to the cargo as
necessary together with instructions for introducing it. Additional stocks of inhibitors be
ordered if the inhibitor is likely to be consumed or if regular checking of the cargo for
inhibitor concentration during the voyage is advised,

 If regular analysis is necessary instructions should be obtained from the shore

representative on the method of analysis.

 Care should be taken during the handling of the inhibitor, which may present a health
hazard.

 Special attention should be given during the voyage to the cargo tank vent system,
which may become blocked by solid reaction products.

 Special Precautions for Cargoes which Require Exclusion of Air

When inerting to exclude air from the cargo system it is essential that the following
additional precautions should be taken for safe carriage: -

 The cargo handling system for the tanks should be independent of all others and
cross-connection by accident should not be possible.

 The cargo should be handled in a closed system, with a closed ullaging or other
arrangement to minimise the escape of vapour or ingress of air. Vapour or air as
displaced during loading preferably should be returned ashore by vent line.

 Before loading, the oxygen concentration in the cargo tank(s) and associated handling
system should be reduced below the permitted maximum by purging with inert gas.

23.
  The inert gas supplied by ship or shore should be of high purity. Preferably nitrogen'
should be used although other gases or vapours could also be considered. Inerting of
the cargo spaces only at the loading port may not be sufficient. A quantity of additional
inert gas should be carried on board in order to maintain a proper inert atmosphere in
the event of normal loss or leakage from the cargo space.

 The Master should ascertain the maximum oxygen concentration permitted in the
cargo space at any time during cargo handling and on voyage and that means are
available for measuring it. When it is a requirement, the oxygen content in the space
should be reduced below the limit before loading starts.

 Pumps may discharge the cargo but inert gas and/or cargo vapour should be supplied
to the tank during cargo discharge. Alternatively, the cargo may be discharged by inert
gas pressure but only if the working pressure of the cargo tank and handling system is
not exceeded. Air pressure should never be used for cargo discharge or to assist in
cargo discharge.

 On completion of cargo discharge, the ship/shore hose connection should be cleared

of cargo with inert gas before disconnecting. The tanks should be closed and kept
inert unless they are to be gas-freed for any purpose.

 A water supply should be ready for immediate use during cargo handling to wash
away spillage,

 If gas freeing is necessary after cargo discharge the operation should be conducted
preferably alongside with the displaced vapour being returned ashore for venting. If
this is not possible vapour should be released through vents terminating well above
deck level.

 If a tank has to be washed first for cleaning, the washing operation should be carried
out when the tank is still inert. Then the tank should be gas-freed by purging with inert
gas until cargo vapour has been largely removed, followed by air until the tank is free
of vapour and the oxygen content restored -to normal atmospheric level (21%).

Reactivity with other cargoes

To establish whether two cargoes will react dangerously together, the data sheets for
both cargoes should be consulted.

When the data sheet indicates that a dangerous reaction may result by mixing the
cargo in question with another, "double" separation should be provided as greater
security against accidental mixing.

The data sheet indicates if a dangerous reaction is possible between a chemical and
water. If such a reaction is possible "double" separation between the chemical and water is
recommended.

24.
Environmental hazards (Pollution)

While many of the factors present problems for the ship and crew, a considerable
number of chemicals are extremely dangerous to marine and other forms of life.
Although crude oil is probably the best-known pollutant of the sea, many chemicals are
in fact far more poisonous and present a much greater threat - a threat which can be
more long lasting, since some of the chemicals concerned can enter the food chain
and ultimately threaten humans as well as marine life. Marine pollution by chemicals
may be caused by accidental or intentional discharge into the sea of cargo, such as
through:

 Collisions and stranding

 Lightening operations

 Tank washing and line flushing

 Deballasting

 Overflow from tanks

 Leaking hoses or loading arms

 Equipment failure

Pollution prevention

Cargoes, which present a major pollution hazard, should not be stowed in contact with
the ship's shell plating. International regulations for the control of marine pollution by
cargoes from chemical tankers are set out in Annex II of MARPOL 73/78.

The revised Annex II Regulations for the control of pollution by noxious liquid
substances in bulk includes a new four-category categorization system for noxious and
liquid substances. The revised annex has entered into force on 1 January 2007 and
the details are given in the previous modules.

Other operational Hazards

Cargo density

The specific gravity of chemicals carried at sea varies greatly. Some are lighter than
water. Others are twice as dense. Those substances have especially high density
include inorganic acids, caustic soda and some halogenated hydrocarbons.

25.
High viscosity

Some lubricating oil additives, molasses and other products are very viscous,
especially at low temperatures. As a result they are sticky and move very slowly,
causing problems in cargo-handling and cleaning.

Low boiling point

Some chemicals vaporize at a relatively low temperature. This can causes

containment problems as when a liquid turns into a gas it expands thus increasing
pressure. It is necessary, therefore, to provide either a cooling system or to carry the
chemical in specially-designed pressure vessels.

Solidification

Some substances have to be kept at a high temperature; otherwise they solidify or

become so viscous that they cannot easily be moved. Examples are some
petrochemicals, molasses, waxes and vegetable oils and animal fats.

26.
 Chapter 4 PUMPING AND PIPING ARRANGEMENTS

Preamble

From the first simple designs, the tanker has grown till it has now developed into an
efficient ship type with three basic main pipeline systems.

1. The Direct system

2. The Ring main system

3. The Free flow system.

A vessel may even have a combination of any two of three systems.

Direct line system

It consists of longitudinal lines in the centre tanks branching to suction bell mouth in
the centre and wing cargo oil tanks.

The direct line system enables faster loading and discharging rates and is also
claimed to provide better suction due to the lack of many bends in the line. This
system is most popular on the crude oil carriers.

Direct Flow System

27
Ring Main System

This system provides for handling of several different types of oils simultaneously. The
main pipelines in the cargo tanks are laid in a ring format. Each cargo tank can be
pumped out through one direct suction line or through a system of crossover valves
and master valves by an indirect suction line. The system is very versatile.

This system of pipeline layout on a tanker combines the versatility of the ring main
system with the simplicity of the direct line system. Modern product tankers often use
this system. This system is sometimes known as the “cruciform‟ System. The
combined system provides a superior tank-wise / group-wise segregation of cargo and
also gives greater availability of pumps and lines.

Ring Main System

Free flow system

The flow of oil from a ship‟s tanks can be improved if it does not have to pass through
pipelines, but can run freely through valves in the bulkheads themselves. This system
is not used on newer ships as it does not allow for segregation of various grades of
cargoes. Ships built with this design were larger ships in the crude trade as they could
benefit from the “free flow” system.

Large sliding (gate) valves are set in the tank bulkheads and when these are open
throughout the ship the oil literally flows directly to the pumps. If the ship is down by

28
the stern there will be a natural tendency for her to lighten forward first forming a

wedge of oil towards the pumproom at the after end so that the main centrifugal
pumps can be used almost to the last without any stripping being required. Main
pumps can be used in conjunction with eductors, (although these are by no means
universal or accepted by all) stripping pumps are often not fitted. Some free-flow
layouts also have a ring line to make tank cleaning and ballasting easier.

Free Flow System

Loading operation of oil can be passed downward through drop line to the bottom loop
passing along the wing tanks. When this is being carried out, closing the bulkhead
master valves in the pumproom isolates the pumproom lines. In a vessel with „Free
flow system‟ as shown in above diagram, a maximum of three grades of oils can be
carried, i.e. one grade in the centre tanks and one each in the port wing tanks and one
in the starboard wing tanks. As can be seen in the diagram the cargoes will be
segregated by one valve only. Each grade can be loaded along a separate section of
line and discharged in like manner. A separate pump is normal used for each grade.

A tanker may have combinations of the above-mentioned basic systems however the
actual piping arrangement on an oil tanker has been discussed elsewhere in this book.
Students must also study and trace the pipelines on the tanker they are sailing on in
order to have a better understanding of the system.

29
CARGO PUMPS

Preamble

A cargo pump is a machine used to propel the liquid cargo from the tank into a pipe so
that it may reach the shore tank (be discharged). We have learnt in our school days
that the atmosphere can support a column of 10.336 m of fresh water (i.e. water of
2
density 1.0000 kg/cm ). This means that if the open end of a pipe is immersed in a
liquid and from the other end suction is created to generate a partial vacuum in the
pipe. The liquid will start rising in the pipe and if it is water, it will rise to 10.336m and
then stop. The level to which the liquid rises will depend of the density of the liquid.
The liquid rises due to the atmospheric pressure acting on the surface of the liquid.
Thus if the liquid is mercury, then the atmosphere can support 760 mm of mercury
column. Stripping pumps use this principle to suck the cargo from the tank.

The various types of pumps commonly used on ships are;

a) Centrifugal pumps

b) Reciprocating pumps

c) Screw type pumps

d) Gear Pumps

e) Eductors

Centrifugal pump

Fig: Centrifugal pump

Principle: The centrifugal pump consists of one or more impellers mounted on a
rotating shaft and enclosed in a casing. The liquid is fed to the centre of the impeller,

30
and the impeller, which is rotating at a high speed, imparts its energy to the liquid,

which is thrown outwards by centrifugal force and is collected in a volute where the
kinetic energy is converted into pressure. In a centrifugal pump there are two sources
of pressure; first is the pure centrifugal force and second is kinetic energy contained in
the liquid. This pump is not capable of generating significant suction pressure and the
liquid should be delivered to the suction side of the pump for the pump to perform
satisfactorily.

Construction: The shaft of the pump may be vertically or horizontally mounted. The
prime mover can be a diesel engine or a steam / gas turbine or an electric motor or
hydraulic pressure. The shaft and the impeller(s) is / are enclosed in a casing. The
size of the casing and the impellers will decide the capacity of the pump. The
intermediate gear coupling between the prime mover and the pump should be
inspected at intervals of 6 to 12 months and the grease inside should be replaced to
avoid overheating.

Lift of the pump: The maximum difference between the level of the liquid from where
the liquid is being transferred and the level of the liquid to where it is transferred is
called the head of the pump. To understand this we need to understand the following
definitions;

Suction lift: This is the height of the liquid above or below the centre of the pump.
Thus if the level of the liquid is above the centre of the pump (as when commencing
discharge), the suction head is negative. As the level falls in the tank, the suction head
becomes zero and then as the level of the liquid goes below the centre of the pump
the suction head becomes positive.

Actual pump head: The difference between the height of the liquid surface from
where the liquid is being transferred and the height of the liquid surface to where the
liquid is being transferred.

In the above figure, Hd is the height of the liquid in the receiving tank above the centre
of the pump. Hn is the actual pump head. Hs is the suction head. Thus Hd = Hn +Hs

31
 There is a loss of head due to friction caused by the liquid flowing in the pipes. This

will increase with the increase in the number of bends / valves/ other obstructions.

Precautions while starting a centrifugal pump:

Before starting the centrifugal pump it should be ascertained that there is no air in the
suction line or the pump casing. All the valves on the suction side should be opened
(This should be done very slowly so that the air in the line and the pump is vented to
the discharge side. This should be followed more strictly if the pump suction pressure
gauge is showing vacuum). The pump should be started against a closed discharge
valve and as the pump RPM increases the discharge pressure also increases and
2
when the discharge pressure is about 4 – 5 kg /cm , the discharge valve is slowly
opened. The discharge pressure is monitored and as the rpm is increased the
discharge valve is also opened more till it is fully open. It should be ensured the pump
is always full of liquid. It is possible that highly volatile cargo can cause “Gassing of
the pumps”. This can be controlled by running the pump at low rpm and by applying
external cooling to the pump casing. The impellers are likely to turn in the reverse
direction if the cargo flows in the opposite direction through the pump. There is a non-
return valve provided in the discharge side of the pump to prevent this from occurring.

Ref to graph below for general characteristics (QH curve) of a centrifugal pump.

Fig: QH curve

Cavitation

Cavitation occurs due to the pump casing containing gas / air. This can be vented by
opening the discharge side of the pump and opening a tank with high liquid head. The
other means is by using a stripping pump or eductor to remove the air / gas from the
casing. A primavac system may also be used for the same purpose.

32
Pressure surge

When a valve in a line where the liquid is being discharged at a constant rate is closed
a pressure surge or water hammer effect is generated in the line. This is because the
velocity is converted into pressure and this gives rise to pressure surge. This can also
occur if, when there is vacuum on one side of a valve and pressure on the other side,
the valve is opened, the liquid is propelled at the speed of sound. The pressure
generated is exceedingly large and is calculated by the formula;

P = (r x A x V) / g

Where P = Pressure in kg / cm2

r = Specific gravity

A = Speed of sound in the liquid

V = Speed of the flow of liquid in m / sec

g = Acceleration due to gravity

To prevent pressure surge, valves must be opened and closed slowly. In hydraulic
valves the speed of valve operation is normally adjusted such that for every 20mm dia
of a valve the time taken is 2 seconds. The table below gives the speeds for manual
and hydraulic valves.

Valve size (Dia in mm) Time required to open / close fully

200 – 250 mm 10 – 15 seconds
300 – 450 mm 20 – 30 seconds
500 – 700 mm 40 – 50 seconds
800 mm 60 – 70 seconds

Pressure surge can damage the valves, pipes and the pump casing.
Precautions to prevent pressure surge;
1. If the suction gauge of the cargo pump is showing suction then the suction valve
should be operated slowly.
2. If there is a vacuum in the cargo pump then the pump should be operated after filling
the line with cargo.
3. When changing over tanks with the pump running, the pump revolutions should be
brought to a minimum and the delivery valve should be adjusted accordingly.

Two cargo pumps operating in parallel

Cargo pumps are said to be running in parallel when they are discharging into the
same line ashore.
If two pumps of the same characteristics are discharging into the same line then the
pumps need to be monitored carefully. If the pump discharge pressures are not same,
then the pump with the higher discharge pressure will continue to discharge while the
pump with a lower discharge pressure will not be able to discharge cargo. The pump

33
 with lower discharge pressure will start to heat, as the velocity imparted to the cargo
by the impellers will be converted into heat. This is a dangerous situation, which may
lead to a fire.

Maintenance of a centrifugal pump

The centrifugal pump does not need too much attention and will give trouble free
service provided the following is done:

1. Before every operation of the pump the pump should be greased as per the
instructions of the manufacturer. It should be appreciated that over greasing can lead
to heating of the pump just as no greasing would.

2. The „wear rings‟ need to be replaced at regular intervals to get optimum performance
from the pump.

3. The pump should never be run dry.

4. The strainers should be cleaned regularly.

Tips for ensuring trouble free operation of a centrifugal cargo pump

1. The pump should be full of cargo before starting i.e. it should be primed before
starting.

2. Before starting the pump ensure that the discharge head (back pressure) is not more
than the pumps rated discharge head.

3. Regular maintenance to ensure that the impeller is clear.

4. The pump to be started at idling RPM and once it is confirmed that all is OK on deck
and pump room, the RPM should be increased as appropriate / required.

5. Air should not be allowed to enter the suction side of the pump.

6. Any vibration in the pump should be investigated immediately as it can lead to serious
damage.

7. The correct grade of grease as indicated in the manual should be used.

8. The discharge valves may be manipulated but never the suction valves.

Vac-strip pump
A centrifugal pump, by itself, is not suitable for emptying a cargo tank since it is not a
positive displacement pump. It will then start cavitating when some liquid is still left in
the tank and eventually lose suction. For this reason one often finds a vac-strip
system on ship. This consists of a separator tank in-line with the suction end of the
main cargo pump. The vac-strip pump creates a vacuum in the main cargo pump as
well as the separator tank which feeds the pump, thus creating an artificial positive
cargo head.
34
The vac-strip pump consists of a rotating impeller which creates suction and draws out
air/gas. A water sealing and cooling system is also provided for the pump.

Reciprocating pump

The reciprocating pump is so called because it has pistons, which have an up and
down movement. It is a positive displacement pump and can discharge even gases
and air and its efficiency is not affected by the ingress of gases into the pump. Since it
is a positive displacement pump, the discharge valves should never be throttled. The
pressure is regulated by controlling the number of strokes on the pump.

Note. It is a pump, which is used the least on a tanker but is damaged most often.
This is so because the operation of the pump and the principles on which it works is
not understood properly by most of the operators.

Principle of operation

The pump sucks in liquid in to the casing because the upward movement of the piston
increases the internal volume of the chamber thereby creating a partial vacuum. The
suction valve opens and the delivery valve closes thereby allowing liquid to enter into
the suction chamber. On the downward stroke of the piston, the suction valve closes
and the delivery valve opens and the liquid is forced out of the chamber into the
discharge line.

Operation of a reciprocating pump

As steam is let in into the slide valve box, the steam pistons commence up - and -
down motion as per the cycle of operation of the slide valves. The liquid pistons repeat
the cycle of the steam pistons. When the liquid piston moves downwards, the pressure
on the liquid opens the delivery valve and the liquid is discharged. At the same time
the space above the piston is filled with liquid which has been sucked in through the
suction valve. When the liquid piston goes up, the liquid above the piston is
discharged and the liquid is sucked in into the space below the chamber. Thus the
liquid is sucked into the space above and below the piston and is pushed into the
discharge side of the pump.

Parts of a reciprocating pump

Slide valve box

It is a device, which supplies steam to the steam cylinder. It is fitted on one face of the
cylinder. It has two liners, each of which have a steam port and an exhaust port. The
slide valve is of the composite piston type and is provided with four piston rings. The
slide valve while controlling the supply of steam to the cylinders repeats alternating up

and down movements in the slide valve box.

35
Steam cylinder

The steam cylinders are cast in one block. The steam entering the cylinder moves the
steam piston and this reciprocating movement of the steam piston is followed by the
pump piston within the bucket and this creates a partial vacuum or suction in the pump
cylinder. Thus the discharge capacity of the pump depends on the number of strokes
per minute and the strokes are controlled by the steam flow (pressure).

Pump bucket

The pump piston alternately increases and decreases the volume of the space above
and below the piston and this causes the liquid to be drawn in and pumped out of the
bucket. We have seen that the bucket has inlet and outlet valves and they open and
close as per the pressure difference in the bucket. If the pump is not operated
properly, the pump bucket is liable to be damaged by the motion of the piston.

Group valve chest

The top and bottom valve chests are cast separately and connected together on both
sides. The boxes are identical in construction, dimensions, and each has a suction
valve chamber, a discharge valve chamber and suction chamber. The discharge valve
consists of a seat, a disc, a valve spring, a steam and valve guard. It is fixed by
pressing from the valve box cover by means of a jack bolt. The suction valve consists
of a seat, a disc, a valve, a spring, a set bolt and a valve guard. It is fixed by pulling
from the bottom by means of the set bolt.

Air vessel

As seen earlier, the reciprocating pump has a pulsating discharge as per the strokes
of the piston. To make it a steady flow, an air vessel is inserted after the discharge
valve. This is a sealed vessel and the air inside the vessel gets compressed by the
cargo entering the vessel at the peak of the discharge stroke and when there is no

36
 discharge from the pump the air in the vessel expands and cargo is pushed out. This

ensures a steady discharge.

Screw type pump

This pump consists of one or more screws (termed screws because of their surface
profile). It consists of a central drive screw connected to the prime mover.

The other screw(s) known as idlers are meshed with the central drive screw. As the
screws rotate, the liquid is pushed to the discharge side. The pump is self-priming
and it does not set up vibrations or pulsations. These pumps are generally used to
handle lubricating and other clean oils.

Gear pump

37
This is a positive displacement pump, which is very similar to a screw pump. It consists of 2
gears, which are meshed together within the body. As the gears rotate the liquid is trapped
between the casing and the gear teeth. The liquid is forced out to the discharge side.

Eductors

These are also referred to as “Jet pumps”. There are no moving parts in the eductor
and it operates on the “Venturi principle”. In the eductor the drive medium (liquid or
gas) is delivered under pressure to the inlet of the eductor.

As the liquid passes through the nozzle there is an increase in velocity of the drive
medium and this causes a pressure drop, which draws the liquid through the suction
side of the eductor. The liquid drawn mixes with the drive liquid and this further
increases the velocity of the liquid thus causing more efficient suction. After passing
through the „throat‟ the liquid passes into the diffuser where it regains its original
velocity. If there is a backpressure at the discharge side of the eductor the efficiency of
the eductor will reduce.

Eductors can be used to draw liquids and gases and since there are no moving parts it
does not require any maintenance. It does not require monitoring as it cannot be
damaged if air / gas is sucked in.

Its main disadvantage is that since it cannot discharge directly ashore, it increases the
discharge time. If the drive pressure falls, then the drive liquid will start filling into the
compartment. The capacity will depend on the drive pressure, suction lift and the
discharge head.

In above figure E1 is the inlet of the drive medium, E2 is the suction from the space to
be educted and E3 is the discharge from the eductor.

The suction capacity depends on the relationship between suction lift and discharge
head.

38
 Delivery water pressure  suction pressure
Suction pressure ratio =
drive water pressure  delivery water pressure

Suction capacity
Flow ratio =
drive water capacity

Any departure from the manufacturer's specifications will result in an unfavourable

ratio between the drive water capacity and the capacity of the educted liquid. Under
favourable conditions these are equal. Thus if the suction valve is throttled to increase
suction pressure, the suction capacity of the eductor will be reduced. The suction
valve may be throttled to prevent air being drawn into the eductor.

Chemical tanker: Pumping and pipelines system

Pumping systems

No different than an oil tanker the piping system consists of a loading line, which
includes a set of manifold connections with a drop line dropping into the cargo tank(s).
A suction line emanating from the tank to which the suction side of a cargo pump is
connected. The pump discharge is connected to the same manifold from where the
cargo is finally discharged ashore. Cross over valves or “U” bends are provided to
connect one set of lines to another. Manual or automatic valves are available to set
the lines for loading / discharging or internal transfers. The pumps are generally
located in pump rooms or cofferdams. The number of such sets depends on the
number of segregated parcels a chemical tanker is designed to carry.

It is very common to see tankers which have deep well pumps fitted into each tank
with their own loading and discharge lines. This gives the tanker the option to carry a
large number of chemicals properly and positively segregated from each other during
all operations.

39
Fig: Cutaway section of a chemical tanker

Note the deep well pumps fitted in the wells in each tank and the smooth cargo tanks with
corrugated transverse bulkheads and the double skin with the stiffeners inside the ballast tanks.

Piping

Cargo-piping arrangements on chemical tankers are pressure rated not less than the maximum
pressure to which the system is subjected. Relief valve protect piping from overpressure and
piping is designed to withstand the greatest pressure expected during its lifetime. The
acceptable means of cargo segregation in terms of separation is by two valves, or

40
 spool-pieces, ensuring two- metal wall segregation.

Valves

Commonly used types of valve on chemical tankers are:

 Ball valves

 Membrane valves

 Gate valves

 Butterfly valves

Liquid and vapour hoses used for cargo transfer should be compatible with the cargo
and suitable for use at the cargo temperature. The bursting pressure for a new cargo
hose should be at least 5 times the working pressure of the hose. The cargo hoses
should be inspected and pressure tested in accordance with regulations, normally
once a year

Cargo Valves Safety aspects

All cargo tank valves must be operated from the main deck. This is because of the
hazardous nature of the cargo.

Deep well pumps:

Deep well pumps have been used for many years in gas tankers and are now used
commonly in chemical tankers. They are either hydraulically or electrically driven.
They are of two different types:

 High pressure

 Low pressure

High-pressure pumps are used in 4-6 stages for direct discharge ashore.

Low-pressure pumps only lift the cargo to deck level and use booster pumps to
transfer the cargo ashore with the necessary pressure. In the latter case, only limited
power is needed for deep well pump drive and the system is suitable for hydraulic
transmission. For the high-pressure deep well pumps, one would use hydraulic drivers
and electric flameproof motors on the open deck.

41
 Fig: Three stage deep well pump

After completing discharge of a tank the riser pipe remains full of liquid, which returns
to the tank in a well in the tank bottom with a volume corresponding to the pipe
volume.

The product itself lubricates the deep well pump shaft bearings. The bearing material
is sometimes PTFE (Teflon, Fluon), which is a poor conductor of heat.

Remember, particularly in this case, but also with other bearing material used inside a
pump, that the pump must not run dry. Some makes of pump drives have a sensor
built in, which stops the pump when the absorbed power drops upon the completion of
discharge.

Submerged pumps:

If the tank depth is too much then proper alignment of the electric motor and
the drive shaft becomes a problem. In such a case submerged pumps have to
be installed in the place of deep well pumps. These pumps have the impellers
and electric motor in one unit inside the cargo tank. Electric power is supplied
to the motor through a special flexible stainless steel heavily insulated cable.

42
Fig: Submerged pump

Fig: Screw & Gear pumps

43
 CHAPTER 5: INERT GAS SYSTEM

CHEMICAL TANKER : INERT GAS SYSTEMS

Vapour spaces within cargo tanks and in some cases spaces surrounding cargo tanks may require to have
specially controlled atmospheres
• To replace air thereby preventing fire and explosion

• To protect cargo from polymerization

• To prevent oxidation

• To prevent humidity

There are 4 different types of control for cargo tanks

1. Inerting – by filling cargo tank and associated piping by gas (normally nitrogen) which will not react or
support combustion.
2. Padding – by filling the cargo tank and piping system with gas / water which separates cargo from air and
maintaining in that condition.
3. Drying – by filling the cargo tank and piping system with moisture free gas or vapour with dew point of – 40
deg C or below at atmospheric pressure.
4. Ventilation – forced or natural.

Requirements for inerting and padding are

Adequate supply of IG for use during filling / unloading cargo tanks sufficient availability to compensate normal
loss duringl transportation should be able to maintain 0.07 bar gauge pressure and should not raise tank
pressure above the tanks relief valve setting there should be means of monitoring the ullage space containing
the gas blanket inerting / Padding when used for flammable cargoes should be such as to minimize creation of

44
 CHEMICAL TANKER CARGO OPERATIONS

Motor Feed Air After Auto Regulator Heater

Drain
Compressor Cooler Valve Check Low Pressure Filter
Recei
ver
O2, CO2,
H2O Vent

Membrane
Air Separator
Warm-Up Service
Solenoid HP Receiver Pressure
Guage Guage
Motor

GN2
Regulator Service
High Check High
Plenum Pressure Pressure
Filter Valve Pressure Regulator
Compressor Receiver
static electricity during admission.

The required type of environmental control for certain products are given in IBC code column in the table of Ch
-17 Inert gas Compositions:

Component IG by Combustion of D.O IG from Main Boiler Nitrogen by Pressure

/ Gas Oil Swing Adsorption
Nitrogen (N2) 85% 83% 99.9 %
Carbon Dioxide 14% 13% 1 ppm
Carbon monoxide 0.2% present 1 ppm
Oxygen 0.3% 4% 4 ppm
Sulphur dioxide < 10% 300 ppm –
Oxidex of Nitrogen 3 ppm present –
Water vapour present present 5 ppm
Ash and Soot present present -
Dewpoint -50 deg C May be high if not dried < - 70 deg C
Density (Air = 1.0) 1.035 1.044 0.9672

45
 CHEMICAL TANKER CARGO OPERATIONS

Nitrogen is preferred as it has high purity, least chance of contamination with cargo and has sufficient

low duepoint.

In Chemical tankers Nitrogen supply may be as

• N2 storage bottles

• Membrane Nitrogen Inert Gas System

• Nitrogen generator based on Pressure Swing Adsorption Cycle

Principle of Membrane Air Separation: The system works by separating air into its component gases
by passing air through a bundle of hollow fibre, semi-
permeable membranes. The membrane divides the air into two
streams, one is essentially nitrogen and other oxygen plus carbon dioxide and other trace gases.
Membranes
separate gases by the principle of selective permeation across the membrance wall gases that
exhibit high
solubility in the membrane and gages that are small in molecular size permeate faster than, larger le
ss soluble
gases O2, Co2 are considered as “fast” gases while Nitrogen is “slow” gas. Capacity is in the range

of 4-5000

m3 / hour @ 95 % purity and higher purity obtained at reduced capacity.

The principle of PSA (pressure swing adsorption) technology is based on air separated in a bed

with carbon
molecular sieve where the oxygen molecules are adsorbed much faster than the nitrogen molec
ules. When
pressurizing one carbon bed the gas flowing out will be pure nitrogen. The carbon bed wilt be saturate
d in one
min, and has to be de-
pressurized and purged by some nitrogen to remove the oxygen, the same time a second
carbon bed is pressurized to maintain a continuous nitrogen flow.

46
OIL TANKER : INERT GAS SYSTEM

What is Inert gas and Inert gas system?

Inert gas system is the most important integrated system for oil tankers for safe operation of the ship.

Inert gas is the gas which contains insufficient oxygen (normally less then 8 %) to suppress combustion of
flammable hydrocarbon gases.

Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture which increases the lower
explosion limit LEL (lower concentration at which the vapors can be ignited), simultaneously decreasing
the Higher explosion limit HEL (Higher concentration at which vapor explodes). When the concentration
reaches around 10 %, an atmosphere is created inside tank in which hydrocarbon vapors cannot burn.
The concentration of inert gas is kept around 5% as a safety limit.

47
Components and description of IG system:

The following components are used in a typical inert gas system in oil tankers:

1) Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler or main engine as
contains flue gases in it.

2) Inert gas isolating valve: It serve as the supply valve from uptake to the rest of the system isolating
both the systems when not in use.

3) Scrubbing tower: Flue gas enters the scrub tower from bottom and passes through a series of water
spray and baffle plates to cool, clean and moist the gases. The SO2 level decreases up to 90% and gas
becomes clear of soot.

4) Demister: Normally made of polypropylene, it is used to absorb moisture and water from the treated
flue gas.

5) Gas Blower: Normally two types of fan blowers are used, a steam driven turbine blower for I.G
operation and an electrically driven blower for topping up purpose.

6) I.G pressure regulating valve: The pressure within the tanks varies with the property of oil and
atmospheric condition. To control this variation and to avoid overheating of blower fan, a pressure
regulator valve is attached after blower discharge which re-circulates the excess gas back to scrubbing
tower.

7) Deck seal: Purpose of the deck seal is to stop the gases to return back which are coming from the
blower to cargo tanks. Normally wet type deck seals are used. A demister is fitted to absorb the moisture
carried away by the gases.

48
8) Mechanical non return valve: It is an additional non return mechanical device inline with deck seal.

9) Deck isolating valve: The engine room system can be isolated fully with the deck system with the
help of this valve.

10) Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or under pressurization
of cargo tanks. The PV breaker vent is fitted with flame trap to avoid fire to ignite when loading or
discharging operation is going on when in port.

11) Cargo tank isolating valves: A vessel has numbers of cargo holds and each hold is provided with an
isolating valve. The valve controls the flow of inert gas to hold and is operated only by a responsible
officer in the vessel.

12) Mast riser: Mast riser is used to maintain a positive pressure of inert gas at the time of loading of
cargo and during the loading time it is kept open to avoid pressurization of cargo tank.

Safety and alarm system: The Inert gas plant is provided with various safety features to safeguard the
tank and its own machinery.

Following are various alarms (with Shutdown) incorporated in the Inert Gas plant on board ship:

 High Level in scrubber leads to alarm and shutdown of blower and scrubber tower
 Low pressure sea water supply (approx. 0.7 bar) to scrubber tower leads to alarm and shutdown
of blower
 Low pressure sea water supply (approx. 1.5 bar) to deck seal leads to alarm and shutdown of
blower

49
  High inert gas temperature (approx. 70 deg C) leads to alarm and shutdown of blower
 Low pressure in line after blower (approx. 250mm wg) leads to alarm and shutdown of blower
 Oxygen content high (8%) leads to alarm and shutdown of gas delivery to deck
 Low level in deck seal leads to alarm and shutdown of gas delivery to deck
 Power failure leads to alarm and shutdown of blower and scrubber tower
 Emergency stop leads to alarm and shutdown of blower and scrubber tower

Following are various alarms incorporated in the Inert Gas plant:

 Scrubber low level

 Deck seal High level
 Low O2 Content (1%)
 High O2 Content (5%)
 Low lube oil pressure alarm

50
 CHAPTER 6 :

Gas measuring instruments test and calibration procedure

Gas detection equipment is required for ensuring spaces are safe for entry, work or other
operations. Their uses include the detection of:

 Cargo vapour in air, inert gas or the vapour of another cargo.

 Concentrations of gas in or near the flammable range.
 Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
 Toxic gases

All vessels are supplied with portable gas measuring equipment, according to the
specific requirements of the vessel owners. Personnel must fully understand the
purpose and limitations of vapour detection equipment, whether fixed or
portable. The importance of careful calibration cannot be over emphasised as the
gas detection or analysing equipment will only give accurate readings if calibration is
carried out strictly in compliance with the manufacturer’s instructions and using the
correct calibration gases. Instruments must always be checked, zeroed and spanned
where applicable before every use as per the manufacturer’s instructions.

Calibration may be required to be carried out ashore for some instruments. The Chief Officer
is responsible for the condition monitoring and maintenance of all portable and fixed gas
measuring instruments on board and ensuring sufficient span gas of the correct grade is on
board. The Chief Officer is responsible for identifying, calibrating, and adjusting all portable
gas measuring instruments available onboard. Notes:

 For all Meters on board the Manufacturer’s Operating Manual and a suitable
Calibration Kit must be on board.
 The performance of these meters is to be scrupulously monitored and repairs
arranged in the case of malfunction.
 These meters are a high cost item and must be looked after carefully. If supplied
with carrying cases and or covers they should be used at all times.
 Meters may be combined in one instrument i.e. combined 02 meter and
explosimeter.
 Toxic gas tubes have a limited shelf life

Operational checking and calibration

The difference between operational checking (zero & spanning) of an instrument and
calibration should be clearly understood:

 Checking an instrument involves spanning and zeroing the instruments using the
calibration gas of known gas content to ensure the gas readings are within
manufacturer’s stated tolerances.

51
  If the instrument readings are out of tolerance, than the meter will have to be
calibrated. Calibration involves applying the calibration gas of known gas content to
the instrument and then adjusting the sensor output control to read the same as the
known gas content. Gas testing equipments should be tested and if necessary re-
calibrated monthly. The results of the test should be recorded in the planned
maintenance system.

A full history of each instrument should be kept, including:

 Meter description and serial number.

 Date last calibrated onboard.
 Date last serviced ashore.
 Date next shore service due.

Instruments carried onboard

Due to the requirements of the various ship owners, the exact type of instrument will vary
from ship to ship. Each vessel will however

carry instruments capable of measuring Oxygen, Hydrogen Sulphide, Methane, Carbon

Monoxide, Carbon Dioxide and also the lower explosive limit.

Combined function meters

There are certain instruments which have a combination of functions. Examples of some
types of equipment which may be carried are: Riken RX415 : this instrument measures and
monitors CH4 and O2 Riken RX515 : this instrument measures and monitors CH4, O2, CO2
and CO.

Personal monitoring meters

Some instruments can be carried in a pocket such as a Personal Oxygen Meter, used for
entry into enclosed spaces. Such instruments are intended only as a personal monitor and
will give an audible and visual alarm if the Oxygen content falls below its preset level. As
monitors, they are NOT designed for testing the atmosphere for oxygen or other gases.
Care must be taken to ensure that they are therefore not used for testing.
Draeger PAC5000 : this instrument measures O2, CO and H2S
Riken GX2001 : this instrument measures LEL, O2, H2S and CO

52
Toxic gas detectors

These detectors measure relatively low concentrations of toxic gases. Such gases may
include Carbon Monoxide or Hydrogen Sulphide. The type of instrument will normally
require a special attachment or tube which the gas is aspirated through. It is necessary to
know in advance what gas is expected in order to choose the correct detection tube. The
readings are to be compared with the occupational exposure limits or threshold value
limits.

Sample lines

The material and condition of sample lines can affect the accuracy of gas measurements.
Sample tubing which is cracked or blocked or which has become contaminated with oil or
other substances may seriously affect instrument readings. The tubing must always be
checked before and during use and if necessary be cleaned or replaced. It is also important
to realise the length of tubing and compare to the meter manufacturer’s instructions as to
the number of aspirations per metre length. If this is not done there is a danger that the
sample gas may not reach the meter sensor and therefore give a false reading.

53
New SOLAS Regulation XI-1/7 for
Enclosed Spaces
Mandatory for Vessels to Carry Portable Gas Detectors

Enclosed space entry drills and training every two months will become mandatory as of January 2015
under amendments to SOLAS ( Regulation III/19). It is hoped that these additional measures will help to
save lives.

Also, in November 2014 IMO approved amendments to SOLAS in the form of new SOLAS regulation XI-
1/7, making it mandatory for all applicable vessels to carry portable gas detectors.

Every ship is to carry at least one appropriate portable atmosphere testing instrument which as a
minimum is capable of measuring concentrations of oxygen (O2), flammable gases or vapours, hydrogen
sulphide (H2S) and carbon monoxide(CO) prior to entry into enclosed spaces, and at appropriate
intervals thereafter until all work is completed.

A personal gas detector intended to be carried by an individual whilst inside an enclosed space
isnot considered suitable.
This requirement will enter into force on 1 July 2016. However, IMO urge early voluntary compliance with
this regulation from 1 January 2015 to coincide with the new enclosed space entry and rescue drill
requirement.

In general, the SOLAS XI-1/7 regulation basically stipulates the gas detector should be a dedicated 4-gas
portable (not a personal) instrument with MED (wheelmark) approval (or the equivalent marine class
approval for vessels flag), capable of 10 hours continuous operation, waterproof and dustproof to
Ingress Protection rating IP67, and capable of remote detection using a pump with a hose long enough
to reach all confined spaces on the vessel. Regular calibration is also a requirement, and should be
performed as frequently as is practical on-board the vessel.

The gas detector you choose will depend very much on the type and size of vessel.

The best solution we recommend is the Riken Model GX-8000 (Type B). Already found and used on
many vessels, this robust, lightweight instrument has a powerful built-in pump that will draw a sample
from 30m within a few seconds; designed to provide continuous and simultaneous exposure monitoring in
hazardous areas of flammable, oxygen(O2) and toxic gases (carbon monoxide (CO) and hydrogen
sulphide (H2S) ) in air.

54
55
 Chapter 7 : PPE

Following are the basic personal protective equipments (ppe) that are always present onboard a ship to
ensure safety of the working crew:

1) Protective Clothing: Protective clothing is a coverall which protects the body of the crew member
from hazardous substance like hot oil, water, welding spark etc. It is popularly known as “dangri “or “boiler
suit”.

2) Helmet: The most important part of the human body is the head. It needs utmost protection which is
provided by a hard plastic helmet on the ship. A chin strap is also provided with the helmet which keeps
the helmet on place when there is a trip or fall.

3) Safety Shoes: Maximum of the internal space of the ship is utilized by cargo and machinery, which
is made of hard metal and which make it clumsy for crew to walk around. Safety shoes ensure that
nothing happens to the crew member’s feet while working or walking onboard.

4) Safety Hand gloves: Different types of hand gloves are provided onboard ship. All these are used
in operations wherein it becomes imperative to protect ones hands. Some of the gloves provided are
heat resistant gloves to work on hot surface, cotton gloves for normal operation, welding gloves, chemical
gloves etc.

5) Goggles: Eyes are the most sensitive part of the human body and in daily operations on ship
chances are very high for having an eye injury. Protective glass or goggles are used for eye protection,
whereas welding goggles are used for welding operation which protects the eyes from high intensity
spark.

6) Ear Muff/plug: Engine room of the ship produces 110-120 db of sound which is very high for
human ears. Even few minutes of exposure can lead to head ache, irritation and sometimes partial or full
hearing loss. An ear muff or ear plug is used on board ship which dampens the noise to a bearable
decibel value.

56
7) Safety harness: Routine ship operation includes maintenance and painting of high and elevated
surfaces which require crew members to reach areas that are not easily accessible. To avoid a fall from
such heightened area, safety harness is used. Safety harness is donned by the operator at one end and
tied at a strong point on the other end.

8) Face mask: Working on insulation surface, painting or carbon cleaning involves minor hazardous
particles which are harmful for human body if inhaled directly. To avoid this, face mask are provided
which acts as shield from hazardous particle.

9) Chemical suit: Use of chemicals onboard ship is very frequent and some chemicals are very
dangerous when they come in direct contact with human skin. A chemical suit is worn to avoid such
situations.

10) Welding shield: Welding is a very common operation onboard ship for structural repairs. A welder is
provided with welding shield or mask which protects the eyes from coming in direct contact with ultraviolet
rays of the spark of the weld.

Cargo hose disconnection - Personal Safety on Chemical Tankers

Hose disconnection and checks of the line must be carried out with extra awareness,
especially when handing toxic chemical cargoes.

Crew training in cargo hose disconnection is important including – Personal Safety on

Chemical Tankers.

The correct PPE must be worn, and the MSDS for the specific cargo. Connection and
disconnection must be supervised by an Officer to ensure all safety procedures are being
followed.

57
 CHAPTER 8: ENCLOSED SPACE ENTRY
HOT AND COLD WORK, PRECAUTIONS TO BE TAKEN
Any work where temperature will be high enough to cause burning is hot work,
typically: welding, cutting, burning, heating, use of some power tools generating heat,
open flame, electric arc or continuous sparks.

Hot work must not be carried out without hot work permit issued by responsible
Officer. Careless / unauthorised hot work can result in fire, explosion, heat injuries,
strong light injuries (eyes effected) and shock injury to personnel.

Hot work areas for hot work risks may be divided in 4 locations on board viz.

1. Engineers work shop

2. Engine Room
3. Poop Deck and Accommodation &
4. Cargo Area.

Of the above (1) is the least dangerous and (4) is the most dangerous.

However, hot work permit is a must and related precautions listed therein are to be
ensured. No Hot work shall be carried out without such permit, which shall be as per
your Company’s own permit format.

Cold work

This includes work other than hot work such as blanking or deblanking, connecting
and disconnecting pipe work, removing and fitting of valves, blanks or blinds, work on
pumps, cleaning or mucking out oils and semi solid/solid oily residues.

Cold work permit must be obtained / issued before any such work. The responsible
person shall ascertain whether it is 'cold work' or not. In absence of such permits injury
to workers may result. Work without authorisation may also disable ship's systems or
services for emergency use or routine use or cause flooding.

Enclosed space entry permit

This permit relates to entry into any enclosed space as described in Chapter 10 of
ISGOTT. Study this permit and identify

 The precautions to be taken before entering and after entering.

 Whose responsibility is it to carry out the tasks? and
 What role is to be played by the personnel who enter such spaces?

Hot work permit

This permit to work relates to any work involving temperature conditions, which are
likely to be of sufficient intensity to cause ignition of combustible gases, vapour or
liquids in, or adjacent to the area involved. Before completing this form, refer to the
accompanying guidance notes, and to Section 9 of the ISGOTT.

58
Guidance notes for hot work permit

General

a) Starting /finishing time must not exceed the Authorised Signatories’/Responsible

Officer’s working hours.

b) Specific locations of hot work to be give

c) Description of hot work to include type of equipment to be used.

Tests for combustible gas should be carried out immediately before

commencement of hot work and at frequent intervals as long as the work is in
progress

Hot work precautions:

Following are some of the precautions, which should be taken before commencing hot
work;

1. Immediately before undertaking hot work; the compartment should be ventilated until
LFL reading is not more than 1% LFL. The ventilation should be continued during the
period when the hot work is being carried out and the atmosphere should be checked
regularly to ensure that the LFL reading does not increase above 1%.

2. All sludge, scale and sediment should be removed from an area of atleast 10m radius
around the area of hot work including reverse side of frames and bulkheads. Area
immediately below the Hot Work site should also be cleaned.

3. Periodic gas tests should be undertaken while work in progress.

4. Suitably trained crew / fire patrol personnel should be present in the compartment and
the fire water line should be under pressure when the work is in progress.

5. All pipelines to tank being worked, should be isolated

6. Adjacent tanks should be gas-freed inerted or filled with water to ensure that there is
no flammable atmosphere in the immediate vicinity of the space where hot work is
being carried out.

7. Adjacent bunker tank may be considered safe as long as tests in ullage space reads
not more than 1% LFL

8. Other non-gas free tanks should be closed.

9. Check to ensure no ingress of toxic or flammable gases / liquids from adjacent

compartments.

10. Combustible residue on the other side of bulkhead should be removed.

11. Hot work on pipelines / valves may only be permitted where appropriate section of the
pipeline is detached by cold work and open ended sections are sealed, section of pipe
to be worked on should be gas free, heating coils should be flushed to remove any
traces of hydrocarbon that may have leaked in.

59
 12. Concurrent cargo, ballast tank washing and any other operation using cargo system,
should be stopped.

13. Adequate fire extinguishing system should be available and ready for use.

14. When alongside terminal, approval should be obtained from local authorities. Hot work
permit may have to be obtained. Hot work permit should be also adopted at sea.

Validity of hot work permits not to exceed 12 hrs.

Most oil tanker owning companies require the tanker to obtain prior permission
from the office for carrying out hot work in the hazardous area

Gas Measuring Meter

Prior to enclosed space entry, Tank / Hot work atmosphere evaluation is a must.
Check atmosphere in following sequence.

(i) Oxygen - 21% (Oxygen Analyser)

(ii) Hydrocarbon - 1% LFL (Explosimeter) or below

(iii) Other suspected gas - Below Respective TLV - Use Draeger Tubes or Multi-gas
detector

Oxygen Analyser

(Type - E 11 - Draeger)

Instrument works on special batteries. It has a scale: 0 to 40%. It measures Oxygen

as % by volume. It is used prior to man entry and a reading of 21% must be obtained,
if not continue gas freeing till 21% O2 is obtained. Before checking the oxygen level
stop ventilation for 20 minutes to get homogenous mixture in tank atmosphere.

Instrument to be checked before use:

a) Battery checks - To ensure correct voltage being provided by battery, needle of

instrument must swing to check mark when battery switched on - if it fails to reach the
‘Battery check’ mark, battery to be renewed.

b) Zero check - By supplying Nitrogen from a N2 Cylinder to ‘Probe Cello’s instrument &
with instrument switched on-pointer must swing to zero on scale - if not, fine tuning
can be done by actuating a screw on the instrument.

c) Span check - Instrument in switch on condition must be kept in accommodation block

for a few minutes - needle will swing to 21% on the instrument scale. Actuating a
screw on instrument can do fine adjustment.

Instrument is now ready for use

Explosimeter or combustible gas indicator type MSA -40

Instrument works on standard ‘D’ type cells.

60
 Scale: 0 to 100% LFL of Hydrocarbon (Pentane)

(Measures Hydro carbon gas as % age of lower flammable limit) Uses:

(i) Before enclosed space entry

(ii) Before hot work and during these jobs being done.

Check before use:

(i) Battery check to ensure correct voltage available

(ii) Zero check Test in accommodation block and adjust if required, by actuating knob.

(iii) Span check-With standard mixture of known concentration, verifies reading.

Multigas Detector or Draeger Tubes

This detector is capable of measuring very low concentration of gas or vapour,

therefore, useful for detection of suspected gases present in an enclosed space. If
concentration is found to be above TLV of the gas detected, gas freeing must be
continued till TLV level or lower is achieved.

Detector consists of a glass tube-containing chemical smeared internally in the tube

that will react with gas under test for which the participating tube is marked for testing.
Sealed ends of tube are broken just before use and tube inserted in the given hand
pump. Hand pump (with tube at the tank entrance) is actuated by giving specified
number of strokes as advised in the handbook available with Detector. The
atmosphere enters & passes through the tube and chemical reaction with the gas
causes the colour of the chemical in tube to change. The side of the tube is calibrated
in PPM. The colour change is proportional to gas concentration and can be read off on
the tube. The gas concentration is thus ascertained.

Expired date tubes must not be used. The tube must be inserted in hand pump or
flexible sampling hose with arrow mark pointing towards the pump.

Tankscope

This instrument is used to determine the hydrocarbon content in the tank atmosphere
even when the tank is in inerted condition (i.e. in oxygen deficient atmosphere). The
tankscope indicates the hydrocarbon percentage without burning the hydrocarbon and
hence can be used in any atmosphere. The hydrocarbon content is required to
determine if gas freeing of the tank can be done. This is explained in detail in a later
module.

61
 CHAPTER 9: CARGO OPERATION
OIL TANKER CARGO OPERATIONS
a) Tank cleaning – COW and Water washing
b) Ballasting and de-ballasting
c) Loading and discharging

Tank cleaning

It is customary to clean the cargo tanks as a preparation to load the next cargo after the cargo is
discharged and the tanker sails out from the discharge port, This is done because the next cargo may
not be compatible with the earlier cargo or the vessels cargo tanks may have to be entered for
maintenance / inspection or the vessel needs to be prepared for dry docking or lay up.

Crude oil washing (COW)

Crude oil washing uses the cargo itself to wash the tanks. The cargo oil is injected in the tank under
pressure which emulsifies the clingage and allows the oil to be pumped out with the least amount of
sludge etc,

With stringent MARPOL regulations in force, the tank cleaning is kept to a minimum. On a crude oil
tanker, during discharge, 25% of the tanks should be washed on a rotational basis so that all the tanks
are washed at least once every four months.

This is done to eliminate the amount of oil entering the sea through the tank cleaning process, to a
minimum and for controlling the buildup of sludge in the tanks.

Aim of COW

Crude oil washing of the tanks aims at:

 Reducing the amount of cargo left in the tank after discharge,

 Remove the sediments, waxes, sand, etc. in the oil, which tend to settle on the ships structure in the
tanks and keeps accumulating up over a period of time. When this build-up of sediments is not
attended to, the net cargo carried decreases and the vessel's efficiency in terms of cargo carried,
deteriorates.
 Consequently, increase the quantity of cargo carried

The COW system

The system consists of

 A set of fixed tank washing machines in each cargo tank.

 Each machine has its own isolation valve on deck.
62
  Pipelines connecting each machine to the main COW line are permanently fitted.
 Main COW valve(s) connects the discharge of the cargo pump(s) to the main COW line(s).
ink into which the stripper pump / eductor discharge is received. Secondary slop is the slop from
where the wash water is drawn for washing the tanks.

Decanting arrangement

The discharge from the eductors is sprayed into the tank (as shown in the figure) and this helps the oil
and water to separate. As the level of water in the tank rises, the water rises into the decanting line
also and once the level of water in the primary tank reaches the height of the opening of the decanting
line, the water in the decanting line starts falling into the secondary slop tank. The secondary slop tank
does not have any oil as the oil floats on top of the water and is retained in the primary slop tank. The
pump draws this water from the secondary slop tank and puts it in the tank washing line. Thus at the
end of the washing, all the oily

to ballast the cargo tanks in case of heavy weather or in exceptional circumstances where the vessel
may have to achieve a trim, which cannot be achieved by using the normal ballast tanks. In SBT tankers
the ballast lines do not pass through the cargo tanks and the cargo lines do not pass through ballast
tanks.

Cargo loading and discharging

A typical loading and discharging system on an oil tanker consists of the following:

 Pipelines with valves on deck

 Pipelines with valves inside the tanks
 Pipelines with valves inside the cargo pump room
 Stripping system

These pipelines are arranged in groups with their own manifolds, cargo pumps, drop lines, lines in
tanks, on deck and inside the pump room to enable simultaneous loading and discharging of different
cargoes without contamination. These groups may be combined together using a system of crossovers
on deck, inside the tank and in the pump room. Groups are numbered or colour coded for easy
identification and reference.

Pipelines for each begin at the tank suction, pass through the cargo pump and rise up on the deck
before ending up at the manifolds at each side of the ship where shore hoses or loading arms are
connected for the cargoes to be loaded and discharged ashore.

Somewhere in between the pump room and manifold the pipe drops down into the tank and joins the
tank suction line. These are the drop lines, which lead vertically down into the tanks and are usually
meant for loading.

63
Normally four such sets of pipelines are available on an oil tanker which could be connected together
with crossovers on deck, pump room and tank in order to have the flexibility to load and discharge
different quantities of cargoes without contamination. Note the double valve crossover used when
connecting the pipelines of two different groups.

Upon completion of the bulk discharge of the cargo using the high capacity main cargo pumps, the
remaining cargo in the tanks and in the pipelines are removed using a small diameter line referred to
as ‘stripping’. There are a number of such systems available.

Using a steam operated reciprocating stripping pump and a separate small diameter line (stripper line)
for each group of tanks, each tank is provided with a small diameter suction pipe for stripping
operation. The discharge from the stripper pump is connected to the main pipe line before the
manifold.

Some ships use eductors instead of the stripper pumps. These systems use the liquid of the cargo
pump as a drive and stripper lines as mentioned above to pump out the last bit of cargo on board.

Some ships however do not have a stripper pump but they have a system which uses a centrifugal
pump, a small tank just before the suction of the main cargo pump and a vacuum pump connected to
the small tank. Level sensors connected to the small tank start and stop the vacuum pump. The level
sensors also control the main cargo pumps discharge valves automatically depending on the level of
the oil in the small tanks.

A brief working of such a system is as follows:

The main pumps are discharging when the level of the tank is high. There is a fear of the pump losing
suction as the level reduces.

When the cargo tank's level goes down the level in the small tank also reduces and activates the
vacuum pump and at the same time throttles the discharge valve of the centrifugal cargo pump.

This vacuum pump creates a vacuum in the small tank, which creates a suction effect. The oil from the
cargo tank rushes into the small tank and the level in the small tank increases as a result of this.

Once the desired level is reached the vacuum pump cuts off and the discharge valve of the main pump
opens fully increasing the cargo flow.

Should the sensors sense the low level in the small tank again, the vacuum pump cuts in and the
discharge valve are throttled once again. This process is repeated until the entire cargo is pumped out.
The centrifugal cargo pumps in this manner continue to pump out the liquid completely with out fear
of losing suction.

64
 CHEMICAL TANKER CARGO OPERATION

CARGO OPERATIONS & ASSOCIATED SAFETY PRECAUTIONS

General
Chemical tankers are among the most complex ships ever constructed. The cargoes they carry
often, present tremendous challenges and difficulties from a safety point of view and many
chemicals are also a far greater pollution threat than crude oils.

Hazard evaluation of chemicals is in itself a complex problem stemming from the combination
of the flammability and toxicity characteristics of the chemicals themselves as well as from
design and operation hazards

Fig: sequence of chemical tanker cargo operations

Information exchange
Prior planning for loading cargo information must be exchanged between the ship and shore authorities.
Operations concerning cargo handling, tank cleaning, pre-wash, ballasting and bunkering must be
discussed. Each ship / terminal should have procedures for this exchange of information. (See ICS
publication on chemical carriers for information exchange format)

Loading Plan
For a safe operation every aspect of loading must be planned. The planning includes distribution,
sequence etc.

Scantlings of an Oil tanker correspond to a cargo of specific gravity of 1.0 (water) plus an additional
2
scantling to take care of the vapour pressure above the liquid of 0.25 kp/cm (2.5 m water head).

Many chemical cargoes have far higher specific gravities (e.g. caustic soda 1.4, phosphoric acid 1.7,
sulphuric acid 1.8, molasses 1.50, and trichloretylene 1.45). Some of the centre tanks in

65
 chemical tankers are therefore often strengthened for specific gravities up to 1.4 - 1.85. Tanks
2
for heavy cargoes also have their top parts dimensioned for heads higher than 0.25 kp/cm
when used with heavy liquids.

As centre tanks do not provide internal damping due to absence of web frames, as compared
with wing tanks, slack centre tanks with filling ratios between 20 and 90% should be avoided
when carrying heavy cargoes.

Ship/Ship/Shore checklist
The ship / shore or ship / ship checklist must be filled in. Each item must be checked by both
ship and shore personnel. The completed checklist is of no value if it merely regarded as a
paper exercise. This topic is discussed in detail in the later chapters.

Ship checks prior arrival for loading / discharging

Tank instrumentation like level gauges, temp alarms, high level alarms must be checked for
proper working and accuracy.

 Hatches and lids of tanks to be firmly closed

 Cargo pipelines, crossover and drain valves closed

 All unused lines secured and blanked off.

 Cargo deck lighting checked for adequacy.

Ship checks after arrival but prior operations

 Weather forecast information must be sought.

 Compatibility of ship – shore vapour return facility if used must be reviewed.

 Characteristics of the product handled available through MSDS.
 If cargo is liable to self react, then arrangements for using inhibitor and its limitations must be
known keeping the duration of the voyage into account.
 Enclosed space procedures in place for inspection of tanks if needed including ventilation.
 Tanks cleared for loading must be closed immediately.
 Flame screens to be in position if some ullage ports are to be kept open.
 Sea suctions and overboard discharge valves if connected to cargo lines must be closed and
kept sealed.
 All scuppers and open drains onto the jetty must be plugged. Accumulated rain water must be
effectively drained off from time to time. Contaminated water must be transferred to a slop
tank or other suitable receptacle.
 Correct personal protective equipment clothing and breathing apparatus, appropriate to the
cargo should be immediately available and should be worn as necessary.
66
  Just prior to cargo transfer the responsible officer must ensure proper lining up (only required
valves are open and all others valves are shut).
 In the Liaison meeting with ship / shore staff an agreement regarding load/discharge rates,
emergency stopping methods must be agreed.

Cargo loading precautions

Commencement of cargo loading must be slow and before achieving a full rate both ship and
shore must be satisfied that there are no leaks in the system. Quantities must be checked and
exchanged at regular intervals with the ship and shore. During routine ullaging and testing a
responsible officer must ensure that the proper procedures are being followed as per local /
international regulations. Proper personal protection equipment must be used.

Compressed gas is used sometimes by terminals to press out products out of shore tanks into
the ship resulting in over pressurisation of ships cargo tank. The pressures range is between
2.5 to 5 bars. Change from liquid supply to gas supply may cause abrupt increase in tank filling
rates and over pressurisation of a closed tank can occur in seconds. A crewmember stationed
at the manifold will be best placed to detect and react to any indication that a flow in the
system has changed from liquid to gas.

Ships undergo a risk of overflow when topping off tanks. Close monitoring must be done at this
stage and high level alarms must never be bypassed. Loading must be stopped should one
suspect a malfunction. Tanks, which have already been topped, must be shut and checked at
regular intervals to ensure that no more cargo is entering the tank. When nearing completion
of loading the terminal authorities must be notified and if necessary loading rate reduced.

After completion of loading the shore line sometimes need to be cleared by use of air, inert
gas or pigging (line scraper). A responsible officer must ensure that there is sufficient space in
the tank to receive the line content. Over pressurisation may also result when the gas used for
blowing causes dramatic fluctuations of pressure.

If nitrogen is used to clear the cargo hose after loading a cargo treated with an inhibitor that
depends upon oxygen, care must be taken to minimise the entry of nitrogen into the cargo.
Not only the nitrogen will deplete the oxygen in the cargo but will find its way into the ullage
space in the tank causing further reduction in oxygen levels.

Precautions upon completion of Loading

After completion of loading sampling must be done in a safe manner and all the relevant
valves must be shut. Storage of samples must be in accordance with the IBC code.

67
Precautions during the voyage
Attention must be paid to the shipper’s instructions and MSDS for a safe carriage of chemicals
on board ship. Sufficient inert gas must be carried or capable of being generated during the
voyage. Regular checks on contents of the cargo in the tank must be made with respect to
ullage, temperature and pressure. Cargoes which may self react must be monitored daily to
detect any abnormal behaviour. Unexpected changes are an early indication of a possible self
reaction. With inhibited cargoes the precautions and limitations as mentioned in the inhibitor
certificate must be carefully observed. Polymerisation may occur where the cargo vapours
condense, areas like vent valves, flame arrestors should be regularly inspected for blockages
due to formation of solid polymers.

Precautions during discharge of Cargo

Ship/Ship/Shore checklist: The ship / shore or ship / ship checklist must be filled in. Each item
must be checked by both ship and shore personnel. The completed checklist is of no value if it
merely regarded as a paper exercise.

Having discussed with the shore authorities on discharging procedures, rates and sequence
attention must be paid to setting of lines, and venting procedures.
If a vapour balance is to be used by returning inert gas displaced from the shore tanks to the
ship, the pressure in the ships tanks must be carefully monitored and over and under
pressurisation of tanks must be avoided. Checks on cargo quantities discharged and received
by shore must be compared at regular intervals.
When discharging cargoes under a blanket of nitrogen, it may be necessary to ensure that no
air is drawn into the tank. Nitrogen must be supplied under pressure either from storage
receptacles or generated on board into the ullage space. If it is necessary to obtain nitrogen
from shore then prior agreement on its flow and pressures is necessary. Though the
requirement of nitrogen is only 0.2 bar the nitrogen supplied by shore is in excess of 5 bar to 7
bar. Now this is a lot of pressure, which can cause permanent damage to cargo tanks. Due care
must be exercised to keep the pressure in the tanks within limits especially when the ullage
space in the tank is low. A safe procedure is to use a pressure-reducing device on the nitrogen
supply line. There should also be a regular communication with the terminal and the ship must
always monitor the pressure in the tanks.
After completion of bulk discharge of certain cargoes like animal and vegetable oils and fats, it
is necessary to manually sweep the cargo towards the pump suction to complete the
discharge. This process is called “puddling” or “squeegeeing”. It is necessary that safety
procedure must be followed as for entering spaces that are “enclosed” and “slippery”.

68
 Ventilation must be continued during this operation keeping a responsible person at the hatch
entrance to monitor the activities inside.

Part discharge of chemicals may create highly stressed part-loaded conditions for the hull
structure. Consult the loading manual for the vessel and take appropriate action such as

ballasting. At the same time one should avoid using cargo tanks for ballast as estuary or
harbour water may contaminate them unduly.

Some cargoes present difficulties with final stripping of individual tanks. Typical cargoes are:

 "light" products such as naphtha and gasoline;

 viscous but still light and gassing “spiked” crude oil (high contents of butane); and
 Molasses.
In order to improve suction to the pumps one sometimes pressurises the cargo tanks by
admitting compressed air, steam, or, strongly preferable, inert gas under overpressure from
fans. (Do not use steam with flammable cargoes, and cargoes which may become
contaminated by the steam condensate). Steam may produce electric charges, which may
trigger off an explosion. If steam is used when carrying molasses remember to keep the tank
lids somewhat open during and after steaming. If not, there might be some sub pressure
developing, which may damage the tank. (Note: In many instances the charterer may not
permit steaming of molasses during discharge).

If pressurising of the tank is to be used, remember the tanks are dimensioned for a vapour
pressure of only 0.25 kp/cm2. This means that one must not exceed some 0.15 kg/cm2 (1.5 m in
water head) in service. Never use manometers to measure such low pressures, those available
on board are far too insensitive. Instead use a plastic hose as water filled U-tube, and let the
difference in water levels not exceed 1.5 m between the two columns. A U-tube can also be
arranged to act as a safety valve so that the water blows out if the desired pressure is
exceeded. Many instances of damaged tanks have occurred.

Precautions upon completion of discharge

It is essential that the cargo remains must be reduced to a minimum. Tanks must be stripped
according to the requirements of the ship’s Procedures and Arrangements manual. All relevant
manifolds must be closed and secured. All openings for the cargo tank for that product must
be secured shut. Cargo hoses and arms must be disconnected only after they have been
drained of all cargo residues and relieved of all pressure.

Tank cleaning
Tank cleaning is essential on chemical tankers and must be recognised as a potentially
hazardous operation. The ships P&A Manual (Procedures and Arrangements Manual) explains

69
 the MARPOL implementations under different conditions which must be studied prior carrying
out this operation.

Different techniques are required for cleaning from each cargo - there may be a Tank Cleaning
Guide on board. (Dr. Verwey’s Guide)

These guides describe:

PRE-WASH: Removes pools or piles of residue from the tank and corresponds to the whole
washing operation in a petroleum tanker.

MAIN-WASH: Removes traces of the last cargo from the tank coating etc.

SPOT-WASH: Local cleaning.

AFTER-WASH: Removes traces of the cleaning agents. E.g. Salt Water Washing, Tank washing
chemicals, etc.

Use of tank cleaning chemicals

Emulsifiers
These have an affinity for water as well as for oils or certain chemicals. Hence the oil etc. can
be pumped away rather than remaining as a film on the surfaces.

Saponifiers
These chemically convert animal or vegetable oil into soap, which is soluble, for example
Caustic Soda.

Combinations
May also include surfactants (wetting agents, dispersants), which reduce surface tension and
give better wetting properties.

Precautions when using chemicals for tank cleaning

 Check tank coating compatibility,
 Check compatibility with previous and next cargo.
 Do not use above recommended strength.
 Mix in same or another tank and recirculate.
 Direct injection into deck wash line with air-driven pump.
 Spray undiluted and then wash.
 During the tank washing operation gases are being released from the tanks and the
designed venting system is probably not in use.
70
  Use protective clothing
 Test atmospheres.
 Dispose slops as per rules.
 As well as considering the last cargo, we should consider the cargo following and the
standard of cleanliness required.
 May be easier in the long run to wash with fresh water if low chloride content required
for next cargo.

Some chemical cleaning jobs

Water-soluble products Pre-wash cold water,

Alkalis usually fresh

Alcohols

Volatile Products
Acetone, M.E.G, Toulene Ventilation may be sufficient

Mineral Oils, Less volatile chemicals Emulsifiers

(Strict attention to temperatures recommended)

Vegetable or animal oils

Drying Oils
Linseed, Cottonseed oil Cold pre-wash Saponifiers

Non-Drying Oils
Palm oil, coconut oil, tallow Hot water (75C), Saponifiers or emulsifier

Immediate washing, flooding and flushing, with fresh

Polymerisable products
water
Styrene

Solvent Wash (e.g. Diesel)

Water Reactive cargo TDI
Sulphuric acid Large quantity of water

71

Precautions during tank cleaning

Risks from gasses expelled from tanks cannot be over emphasised. Depending on the recent
cargo carried in tanks that are to be cleaned, vapours that are toxic, flammable and corrosive
would be released during the operation. In view of this, it is therefore of outmost importance
that these operations must be carried out using the approved procedures and arrangements
for the ship. The personnel involved must fully understand the dangers and take necessary
precautions, because of the consequences of an inadvertent error can be very serious and
sometimes fatal.
A responsible officer must supervise the operation. A pre cleaning conference must be held
with all concerned with the operation. A written cleaning schedule must be in place. Duties
must be allocated and properly understood by all concerned.
Preparations include adequate checks to equipment, which need to be used. All personnel
must be informed that the operations are about to begin and only those involved in operation
must be allowed on the cargo deck.
Water being the most common cleaning medium, is generally used with detergents mixed as
additive to increase the cleaning quality. Water must not be used to clean tanks in case of
those chemicals, which react with it. It may be permissible to vent out all the cargo residues of
a highly volatile cargo from a tank. In every case due safety aspects of the operations should
be considered.
After carrying a low flash point cargo, a flammable mixture vapour should always be suspected
until tests have established that the atmosphere is non-inflammable. Toxic vapour in harmful
concentrations must be assumed after unloading cargoes unless otherwise recorded by
instruments. Toxic or flammable cargo vapour should be suspected in cofferdams or any other
spaces within the cargo area into which such cargo may have leaked.
Tank washing must be carried out in inert atmosphere. Although the atmosphere is inerted,
portable washing machines must be connected along with all hose connections prior
introducing them into the tank. Connections must not be broken until after the machine has
been completely removed from the tank. The tank must be continuously stripped and water
must not be allowed to accumulate in the tank being washed. The purity of inert gas must be
maintained and monitored. Oxygen content not exceeding 8% must be maintained at mid level
and 1 meter below the deck level of the tank being washed. Washing should be stopped if the
level of oxygen in the tank goes beyond 8%.
Some non-inflammable cargoes, even though carried in an inert atmosphere to maintain
quality do not pose a hazard even if these tanks are washed in non inerted condition. In this
case a gradual decay of the inerted condition during washing is acceptable. In all other cases if
the inert atmosphere is not maintained then the procedures for carrying out cleaning must be
followed as if tanks are being washed in an undefined atmosphere as mentioned below.
When tanks ere being washed in an undefined atmosphere. After carrying inflammable cargo,
the atmosphere in an empty tank should be treated as flammable. The only way to guarantee

72
 safety during washing is to ensure that there can be no source of ignition. Good tanker practise
will avoid all normal sources but additionally the following must be done:
 Flush tank bottom with water and strip well. Piping system including pumps, crossovers,
discharge lines etc must also be flushed. Flushing water must be drained into slops.
 Free fall of washing water into slop tanks must be avoided unless the tank is inerted.
DO NOT DO THIS WITH CARGOES WHICH REACT WITH WATER
 Connect the hose (one or multiple) to the tank cleaning machine before introducing into the tank.
Similarly remove machine from tank before disconnecting it from the hose(s)
 Do not use synthetic ropes to support machines

3
Do not use machines having a throughput of > 60 M / hr and do not use nozzles having a throughput of
3
> 17.5 M / hr.

3
Total water throughput per cargo tank should be as low as possible and in no case > 110 M / hr.
 Tank should be kept drained during washing and if necessary washing should be stopped to clear any
accumulated liquid in tank.
 Recirculated water should not be used since it increases generation of static electricity.
 Sounding rods and other equipment must not be introduced through a sounding pipe reaching close to
the bottom of the tank and earthed to it.
 No other material that may create spark or static electricity should be lowered into the tank.
 Steam should not be injected into the tank.
If a sounding pipe is not used it is essential that any metallic components of a sounding rod or other
equipment are bonded and securely earthed until removal from the tank. This procedure must be used
during washing and for five hours afterwards (this period may be reduced to 1 hour if the tank is
continuously mechanically ventilated after washing).
Within the five hour or one hour period as stated above
 An interface detector of metallic construction may be used if earthed to the ship.
 A metal rod could also be used at the end of a metal tape, which is earthed to the ship.
 A metal rod attached to a natural fibre rope must never be used.
 Non metallic equipment made entirely of non metallic materials may be used without earthing.
 No ropes made of synthetic polymers or chains should be used for lowering equipment into a cargo
tank.

Water washing may be inadequate and therefore special cleaning methods are employed in cases of
certain kind of cargoes. Local authorities may impose special requirements and additional safety or
environmental requirements. The choice of tank cleaning agent must be made with full knowledge of
the cargo characteristics. If the only means of tank cleaning is to involve entry in to the tank,
precautions must strictly be followed. No one must enter the tank without the express permission of a
responsible person. Tank atmosphere must be checked and chemical absorption detectors should be
used to detect the presence of specific gases and vapour at TLV (Threshold Limit Value) levels.

73
 In exceptional circumstances chemicals may be required to wipe down product traces and residues from
tank walls using chemicals in local areas. This poses additional risks to persons carrying out the job
especially in confined spaces. Such risks must be evaluated before starting the operation and must
notbe undertaken unless the personnel involved can be safely protected from the hazards. MSDS for
these chemicals must be available on board. In addition the manufacturer’s instructions or
recommendations on use of these chemicals must be fully understood.

Precautions during gas freeing

 Venting of toxic vapours must be made from the vessels approved venting system.
Escape of gas must not occur at deck levels.

 Tank openings must be kept closed if portable blowers are used to vent a tank. These
openings must only be opened just before the work is about to commence. This is to
avoid accidental entry into the tank whilst the tank is being gas freed.

 When gas freeing is done by permanently fitted fans through cargo lines the lines must
be drained properly. Valves on system other than those required for ventilation must
be secured shut. The fans must be blanked off or disconnected from the system when
not in use.

 Fixed gas freeing must not be used for gas freeing a tank while simultaneously being
used to ventilate another tank in which tank cleaning is in progress.

 Portable fans used must be either water, pneumatic driven. Their constructions must
be such that no incendiary spark can be produced in the event of the turbine blades
touch the casing. Guards to prevent contact with the fan blades must be provided.

 Portable fans must be arranged in such a way such that ventilation is effective and all
the parts of tanks are ventilated.

 Portable fans must be properly earthed to the ships deck.

Wind direction must be noted and due care must be taken to ensure that the gases do not
enter or come any where near air intakes to accommodation /

74
Fig: Typical pipe arrangement on a tanker designed to carry two parcels of cargo segregated
with at last a double valve.

75
General precautions

All cargo operations must be carefully planned and documented well in advance of their
execution. The details of the plans must be discussed with all personnel, both on the ship and
at the terminal. Plans may need to be modified following consultation with the terminal and
following changing circumstances, either onboard or ashore. Any changes must be formally
recorded and brought to the attention of all personnel involved with the operation.

A written plan generally consists of details concerning:

 watch keeping schedules,

 pre operation checks,

 flow rates,

 limitations of the vessel / terminal, lining up,

 commencing the operation,

 monitoring the operation,

 ullage levels,

 tank changeover times,

 procedures,

 Stress / bending moments at various stages etc.

Protection alarms like overfill alarms must be tried out and tested prior commencement of
loading.

Setting of lines and valves

Before commencement of any loading or discharging operation, the ship’s cargo pipelines and
valves should be set as per the required loading plan by a responsible officer and checked,
independently, by other personnel.

Setting up of lines should not pose any problem provided the officer consults the mimic
diagrams and piping plans in a correct manner. He must check and double that the lines are set
properly. A second check by another person must be carried out physically to ensure that the
lines are set properly.

An open valve, which is supposed to be kept, shut and vice versa may lead to damage to ship,
equipment and environment.

76
 Loading through pump room lines

Due to the increased risk of leakage in the pump room, it is not a good practice to load cargo
via pump room lines. Cargo should be loaded through drop lines within the cargo tank area,
with all pump room valves closed.

General loading procedures

The responsibility for safe cargo handling operations is shared between the ship and the
terminal. Sharing the responsibility must be agreed by each so as to ensure that all aspects of
the operations are covered.

Readiness to load

Before starting to load cargo, the responsible officer and the terminal representative must
formally agree that both the tanker and the terminal are ready to do so safely.

Emergency plan

An emergency shutdown procedure including contact methods and alarm should be agreed
between the ship and the terminal and recorded in writing.

The agreement should designate the circumstances in which operations may have to be
stopped immediately.

Due regard should be given to the possible dangers associated with any emergency shutdown
procedure.

Watch keeping

The following safeguards must be maintained throughout loading:

 A responsible officer must be on watch and sufficient crew on board to deal with the operation and
security of the tanker.

 A continuous watch on deck must be maintained.

 The agreed ship to shore communications system must be maintained in good working order.

 At the commencement of loading, and at each change of watch, the responsible officer and the
terminal representative must each confirm that the communications system for the control of
loading is understood by them and by personnel on watch and on duty.

 The stand-by requirements for the normal stopping of shore pumps on completion of loading, and the
emergency stop system for both the tanker and terminal, must be fully understood by all personnel
concerned.

77
  Emergency stops to trip the cargo pumps are generally provided on port and starboard sides of the
manifolds, at the pump room entrance, inside the pump room near the pumps and at the cargo
control room.

Loading

Commencement of loading

When all necessary tanker valves in the loading system are open, and the ship has signalled its
readiness, loading can commence. The initial flow is generally by gravity, at slow rate and to a single
tank. The shore pumps are started when the ship advises that cargo is being received in the correct
tanks. When the pumps have been started, the ship/shore connections must be checked for oil
tightness until the agreed flow rate has been reached.

The venting system must be checked for correct operations in order to avoid excessive pressures in the
tanks.

Periodic checks during loading

Throughout loading, the ship should monitor and regularly check all tanks to confirm that cargo is only
entering the designated cargo tanks and that there is no escape of cargo into pump rooms or
cofferdams, or through sea and overboard discharge valves.

The ship should check tank ullages hourly and calculate a loading rate. Cargo figures and rates should be
compared with shore figures to identify any discrepancy. These checks should, include the observations
and recording of the shear forces, bending moments, draught, trim and stability. This information
should be checked against the required loading plan to see that all safe limits are adhered to and that
the loading sequence can be followed, or amended, as necessary. Any discrepancies should be
immediately reported to the responsible officer.

The ship should carry out frequent inspections of the main deck and pump room to check for any leaks.
Over side areas should likewise be regularly checked. During darkness, where safe and practical, the
water around the vessel should be illuminated.

Discharging

General

Vessels correctly operating their inert gas systems are considered to be conducting ‘closed’ discharging
operations. Discharge should normally take place on inerted vessels with all ullage,

sounding and sighting ports closed. The venting system must be checked for correct operations in order
to avoid excessive pressures in the tanks.

Inert gas procedures

Ships using an inert gas system must have the system fully operational and producing good quality (i.e.

78
 low oxygen content) inert gas at the commencement of discharge. The inert gas system must be fully
operational and working satisfactorily throughout the discharge of cargo or deballasting.

Cargo discharge must not be started until:

 All relevant cargo tanks, including slop tanks, are common with the IG main.
 All other cargo tank openings, including vent valves, are securely closed.
 The inert gas main is isolated from the atmosphere.
 The inert gas plant is operating.
 The deck isolating valve is open.
A low but positive inert gas pressure after completion of discharge will permit the draining of the
manifold drip tray into a tank and, if required, allow manual dipping of each tank.

Commencement of discharge

Shore valves must be fully open to receiving tanks before the tanker’s manifold valves are opened. This
is to avoid back flow of cargo if the shore tanks are elevated above the ships manifold.
Manifold valves should not be opened until the pumps have developed an adequate pressure.
Discharge should start at a slow rate and only be increased to the agreed rate once the shore has
confirmed receiving cargo in their tanks.

Periodic checks during discharge

Throughout discharging, the ship should monitor and regularly check all tanks to confirm that cargo is
only leaving the designated cargo tanks and that there is no escape of cargo into pump rooms or
cofferdams, or through sea and overboard discharge valves.

The ship should check tank ullages hourly and calculate a discharge rate. Cargo figures and rates should
be compared with shore figures to identify any discrepancy. These checks should, include the
observations and recording of the shear forces, bending moments, draught, trim and stability.

This information should be checked against the required discharging plan to see that all safe limits are
adhered to and that the discharging sequence can be followed, or amended, as necessary. Any
discrepancies should be immediately reported to the responsible officer.

Any drop in pressures or any marked discrepancy between tanker and terminal estimates of quantities
could indicate pipeline or hose leaks, particularly in submarine pipelines, and require that cargo
operations be stopped until investigations have been made.

The ship should carry out frequent inspections of the deck and pump room to check for any leaks. Over
side areas should likewise be regularly checked. During darkness, the water around the vessel should be
illuminated.

79
 CHAPTER 10 : FIRE-FIGHTING EQUIPMENT
TANKER FIXED FIRE-FIGHTING INSTALLATIONS – COOLING

All tankers are provided with a water fire-fighting system consisting of pumps with a permanent sea
connection, a fire main with hydrant points, fire hoses complete with couplings, and jet nozzles or,
preferably, jet/spray nozzles. A sufficient number of hydrants are provided and located so as to
ensure that two jets of water can reach any part of the ship. Certain bulkheads are sometimes fitted
with permanent water spray lines.

An International Shore Fire Connection must be provided on tankers so that an external water
supply can be coupled to any hydrant in the ship’s fire main. These connections should be available
for immediate use.

TANKER FIXED FIRE-FIGHTING INSTALLATIONS – SMOTHERING

One or more of the different smothering systems listed below may be installed on board tankers.

Carbon Dioxide Flooding System

This system is designed to fight fires in the engine room, boiler room and pumproom. The system
normally consists of a battery of large carbon dioxide cylinders. The carbon dioxide is piped from the
cylinder manifold to suitable points having diffusing nozzles. An alarm should be activated in the
compartment before the carbon dioxide is released to give personnel time to evacuate the
compartment.

Foam Systems

Foam systems are used for fighting fire in the cargo spaces, on the cargo deck, in the pumproom or
in the engine spaces. A foam system has storage tanks containing foam concentrate. Water from the
fire pumps pick up the correct proportion of foam concentrate from the tank through a proportioner
and the foam solution is then conveyed through permanent supply lines to offtake points, fixed foam
monitors or, in the case of engine room installations, to fixed dispersal nozzles.

Water Fog

A water fog system comprises of high pressure water lines and special fog nozzles. A ring of nozzles
around the inside of the tank opening effectively blankets a cargo tank hatch fire. Some ships are
also fitted with fixed pressurised water fog systems for protecting specific parts of the engine room,
such as oil fuel treatment spaces, boiler firing platforms, small machinery spaces and pumprooms.

Inert Gas System

The purpose of an inert gas system is to prevent cargo tank fires or explosions. It is not a fixed fire-
fighting installation, but in the event of a fire, the system may be of assistance in extinguishing it.

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PORTABLE FIRE EXTINGUISHERS

All tankers are provided with portable fire extinguishers to meet the requirements of their Flag
Administration. In addition to the fire extinguishers fitted, tankers are also required to carry
spare charges for refilling used extinguishers. In the case of CO2 extinguishers, spare fully
charged extinguisher cylinders are carried.

ACTIONS IN THE EVENT OF AN EMERGENCY

.1 Fire on a Tanker at Sea or at Anchor

Ship’s personnel who discover an outbreak of fire must immediately raise the alarm, indicating
the location of the fire. The ship’s fire alarm must be operated as soon as possible.

Personnel in the vicinity of the fire should apply the nearest suitable extinguishing agent to
attempt to limit the spread of the fire, to extinguish it, and thereafter to prevent re-ignition.

If they are unsuccessful, their actions should very quickly be superseded by the operation of the
tanker’s emergency plan.

Any cargo, ballast, tank cleaning or bunkering operations should be stopped immediately and all
valves closed. Any craft alongside should be removed. Once all personnel have been
evacuated from the vicinity, all doors, openings and tank apertures should be closed as quickly
as possible and mechanical ventilation should be stopped. Decks, bulkheads and other
structures in the vicinity of the fire, and adjacent tanks which contain petroleum liquids or are not
gas free, should be cooled with water.

The tanker should be manoeuvred so as to resist the spread of the fire and allow it to be
attacked from windward.

.2 Emergencies in Port

Emergencies occurring either onboard or adjacent to the tanker when it is in a port, are
addressed in Section 26.5 as action taken will be the joint responsibility of the master and the
port or terminal authority.

Requirement
All Oil, Chemical and Gas Tankers above 20000 DWT, constructed on or after 1st July, 2002, are equipped
with an “Emergency Towing Arrangement (E.T.A.) both Forward And aft to provide the ship with a rapidly
deployed towage capacity in an emergency.

81
The Forward system is required to be deployed in One hour by the ship’s crew and the Aft system by
one man in 15 minutes.
Whereas the Forward system has options for use with or without vessel’s electrical power, the Aft
system should be pre-rigged and be able to be set up by manual operation alone.

Readiness
The E.T.A. should be inspected at regular intervals to confirm
i) It is ready in all respects for immediate deployment
ii) There are no obstructions
iii) All associated portable equipment like Chain stopper, Hammer, Pliers, Split pins, Mooring shackles
etc., are clearly marked and securely stowed near the fixed equipment.
iv) All moving systems of the equipment are greased and operated at regular intervals
v) There is no corrosion on any part of the system.

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 CHAPTER 11:SHIPBOARD OIL POLLUTION EMERGENCY PLANS
Preamble

These Guidelines have been developed to assist with the maintenance of the shipboard oil pollution
plan. Such plan to be effective is carefully tailored to the particular ship for which it is intended.
Certain aspects of the plan would be common for all company’s ships but when dealing with
equipment and particulars of tanks etc only ship specific information is to be used.
This requires all oil tankers over 150grt carrying oil in bulk, either as cargo or bunkers, and every
vessel over 400 grt, to have a contingency plan, referred to as a SOPEP.
Why have a plan

The Plan is available to assist personnel in dealing with an unexpected discharge of oil. Its primary
purpose is to set in motion the necessary actions to stop or minimize the discharge and to mitigate
its effects. Effective planning ensures that the necessary actions are taken in a structured, logical
and timely manner.
The Plan goes beyond providing for operational spills. It includes guidance to assist the master in
meeting the demands of a catastrophic discharge, should the ship become involved in one.
The need for a predetermined and properly structured Plan is clear when one considers the
pressures and multiple tasks facing personnel confronted with an emergency situation. In the heat
of the moment, lack of planning will often result in confusion, mistakes and failure to advise key
people.
Delays will be incurred and time will be wasted; times during which the situation may well worsen.
As a consequence, the ship and its personnel may be exposed to increasing hazards and greater
environmental damage may occur.
What kind of plan

The Plan is.

 Realistic, practical, and easy to use.
 Understood by ship management personnel, both on board and ashore
 Evaluated, reviewed and updated regularly.

Language used in the plan

It is available in the working language of the master and officers. A change in the master and officers
which brings about an attendant change in their working language would require the issue of the
Plan in the new language.

Contents of the Plan

The Plan consists at least of the following:

83
  The procedure to be followed by the master or other persons having charge of the ship to
report an oil pollution incident.
 The list of authorities or persons to be contacted in the event of an oil pollution incident.
 A detailed description of the action to be taken immediately by persons on board to reduce or
control the discharge of oil following the incident.
 The procedures and point of contact on the ship for coordinating shipboard activities with
national and local authorities in combating the pollution.
 The procedures to ensure that the medial is handled correctly
Reporting and Contact Lists

The Plan provides clear, concise guidance to enable the master to determine when a report to
the coastal State is required.
The Plan gives the master guidance to evaluate a situation which, though not involving an
actual discharge, would qualify as a probable discharge and thus require a report. In judging
whether there is such a probability and whether a report should be made, the following
factors, as a minimum, should be taken into account
 the nature of the damage, failure or breakdown of the ship, machinery or equipment
 ship location and proximity to land or other navigational hazards
 weather, tide, current and sea state
 traffic density
It is impracticable to lay down precise definitions of all types of situations involving probable
discharge which would warrant an obligation to report. As a general guideline, the master
should make a report in cases of
 Damage, failure or breakdown which affects the safety of ships; examples of such situations
are collision, grounding, fire, explosion, structural failure, flooding, cargo shifting
 Failure or breakdown of machinery or equipment which results in impairment of the safety of
navigation; examples of such incidents are failure or breakdown of steering gear, propulsion,
electrical generating system, essential ship borne navigational aids.

The Plan specifies, in appropriate detail, the procedure for making the initial report to the coastal
State. Supplementary or follow-up reports should as far as possible use the same format.

The Plan contains a List of Persons to be contacted if the ship is involved in a pollution incident with
both coastal State or port contacts and ship interest’s contacts.

When compiling contact lists, due account must be taken of the need to provide 24-hour contact
information and to provide alternates to the designated contact. These details must be routinely
updated to take account of personnel changes and changes in telephone, telex and telefax numbers.

84
 Clear guidance should also be provided regarding the preferred means of communication (telex,
telephone, telefax INMERSAT etc.).
In order to expedite response and minimise damage from a pollution incident, it is essential that
appropriate coastal States be notified without delay. Contact details of such authorities must be
available in the Plan.
The Plan includes as an appendix the list of agencies or officials of administrations responsible for
receiving and processing reports as developed and updated by the Organisation.
For ships in port, notification of local agencies will speed response. The Plan should require the
master to obtain details concerning local reporting procedures upon arriving in port.
The Plan provides details of all parties with an interest in the ship to be advised in the event of an
incident. This information provided is in the form of a contact list. When compiling such lists, it
should be remembered that in the event of a serious incident, ship’s personnel will be fully engaged
in saving life and taking steps to control and minimise the effects of the casualty.
Highlighting duties and responsibilities

It is important that the Plan clearly specifies who will be responsible for informing the various
interested parties such as cargo owners, insurers and salvage interests. It is also essential that both
the ship’s Plan and its company’s shore side Plan are coordinated to guarantee that all parties
having an interest are advised and that duplication of reports is avoided.

Ships Staff duties (Muster list)

Ship personnel will almost always be in the best position to take quick action to reduce or control
the discharge of oil from their ship. The Plan should provide the master with clear

guidance on how to accomplish this for a variety of situations. The Plan should not only outline
action to be taken, but it should also identify who on board is responsible so that confusion during
the emergency can be avoided.

Spill Handling

The Plan provides the master with guidance to address the following

Operational spills

The Plan outlines the procedures for removal of oil spilled and contained on deck. This may be
through the use of on-board resources or by hiring a clean-up company. In either case the Plan
should provide guidance to ensure proper disposal of removed oil and clean-up materials.

Pipe leakage

The Plan provides specific guidance for dealing with pipe leakage.

85
Tank overflow

Procedures for dealing with tank overflows are included.

Alternatives such as lowering cargo or bunkers back to empty or slack tanks or readying pumps to
transfer the excess ashore should be outlined.

Hull leakage

The Plan provides guidance for responding to spillage due to

Suspected hull leakage.

This may involve guidance on measures to be taken to reduce the head of cargo in the tank involved
either by internal transfer or discharge ashore. Procedures to handle situations where it is not
possible to identify the specific tank from which leakage is occurring should also be provided.
Procedures for dealing with suspected hull fractures should be included and they should carry
appropriate cautions regarding attention to the effect corrective actions may have on hull stress and
stability.

National and Local Co-ordination

Quick, efficient co-ordination between the ship and coastal State or other involved parties becomes
vital in mitigating the effects of a pollution incident. The Plan should address the need to contact the
coastal state for authorization prior to undertaking mitigating actions.

Some coastal states have agencies that take charge of response immediately and subsequently bill
the owner for the cost. In other coastal States, responsibility for initiating response is placed on the
shipowner. In the case of the latter the Plan will require greater detail and guidance to assist the
master with organizing this response.

Response Equipment

Some ships may carry on board equipment to assist in pollution response. The type and quantity of
this equipment may vary widely. The Plan should indicate an inventory of such equipment, if carried.
It should also provide directions for safe use and guidelines to assist the master in determining when
such use is warranted. When such equipment is carried, the Plan should establish personnel
responsibilities for its deployment, oversight and maintenance. In order to ensure safe and effective
use of such equipment, the Plan should also provide for crew training in the use of it.

The Plan should include a provision that no chemical agent should be used for response to pollution
on the sea without authorisation of the appropriate coastal State and that such authorisation should
also be requested, when required, for use of containment or recovery equipment.

86
Chapter No. 12

87
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89
 MOTOR SPRIT / GASOLINE

CLEAR BRONZE COLOR LIQUID, HYDROCARBON ODOR

EXTREMELY FLAMMABLE, LIQUID AND VAPOUR UN : 1203
HARMFUL IF SWALLOWED. ASPIRATION HAZARD.

VAPOUR OR PEL for gasoline is 300 ppm. Other components may include low
MIST : percentage of benzene, toulene, xylene, ethyl benzene, methyl tetra-
butyl ether, n-hexane. 1,2,4-trimethylbenzene and tetraethyl lead. Effects
of vapor exposure may include irritation of nose, throat and respiratory
tract, nausea, vomiting, dizziness, weakness or loss of co-ordination.
health
LIQUID : May cause mild skin irritation. Prolonged exposure may cause skin to dry
and crack. Toxic by ingestion, potential for aspiration into lungs during
swallowing or vomiting.
hazards
WEAR GLOVES OR BARRIER CREAM TO HANDLE GASOLINE

Extremely flammable liquid and vapor. Vapor may accumulate in low area and travel fire and
to sources of ignition. May react with strong oxidizing agents. Bond and ground all
equipment when transferring from one vessel to another. reactivity

EXTINGUISH FIRE WITH DRY CHEMICAL, FOAM HALON, CO2 OR WATER

USAGE : Motor fuel.

STORAGE : Remove from heat or ignition source and from oxidizers such as chlorine or handling
nitric acid. Always label containers and place out of reach of children. For
transportation, gasoline should be labeled with DOT-IMO hazardous
warning label: FLAMMABLE LIQUID.
and
SPILLS/ Eliminate sources of ignition and absorb spill onto sand.
LEAKS : Follow SOPEP manual.

SAFETY If skin exposure is frequent, gloves or a protective barrier cream

EQUIPMENT : should be used and goggles or face shield. Eye wash fountains
storage
be maintained where chemicals are used.

INHALED : Move victim to fresh air. Give mouth-to-mouth resuscitation if breathing

Stopped.

EYE/SKIN Avoid contact with eyes or skin. Wash with water if irritation persists. First
CONTACT : Hold eyes open and flush with water for 15 minutes. Wash with soap
and water.
aid
INGESTED : Keep victim quiet. DO NOT induce vomiting. Seek Medical advice.

GESCO TANKERS
 CARGO INFORMATION CARD

CARGO - NAPHTHA (Solvent naphtha)

TOXICITY - Slightly toxic.
DESCRIPTION - Naphtha is a mixture of hydrocarbons in the boiling range 150 deg. C to
255 deg. C. The composition varies widely, but compounds of the paraffin, naphthene and
olefin series generally predominate.

Naphtha has a low degree of toxic hazard when handled normally on tankers.

HAZARDS -

1) Because of low toxicity and volatility the inhalation hazard is negligible, unless the
cargo has been heated, in which case the increase in vapor pressure might give rise
to toxic concentrations of vapor
Inhalation of oily mists of sprays should be avoided. Mists or sprays may be
encountered when oil is being loaded overall.
2) Naphtha may cause skin troubles – so skin contact should be avoided. Contaminated
clothing should not be worn.
The hazard may be short or long term – an acute rash may develop in some people
following contact, but more commonly the effect is due to blocking of the pores
resulting in ‘oilacne’.
3) In contact with the eyes, Naphtha causes only slight transient irritation.

PRECAUTIONS - Take all necessary precautions to avoid accidental spillage into soil or water.
Clean up spilled material immediately.

If skin contact is likely, wear impervious protective clothing and gloves which are appropriate
for the activity. Appropriate eye protection must be worn.

FIRST AID –

1) INHALATION : If loss of consciousness, remove person to fresh air, place in recovery

position and obtain prompt medical attention. Administer artificial respiration or
Cardio-Pulmonary massage Resuscitation (CPR) if necessary.
2) EYES : Wash thoroughly with copious quantities of water ensuring eyelids are kept
open.
3) INGESTION : The effect of drinking Naphtha is similar to that of drinking gasolene and
the first aid action to be taken should be the same as that prescribed for gasolene.
Remember, on no account must the victim be made to vomit.
4) SKIN : Wash thoroughly with soap and water after contact. Change heavily
contaminated clothing.
Technical Links > Health Guidelines > Vegetable Oil Mist

Disclaimer: The information contained in these guidelines is intended for reference purposes only. It
provides a summary of information about chemicals that workers may be exposed to in their
workplaces. The information may be superseded by new developments in the field of industrial
hygiene. Readers are therefore advised to regard these recommendations as general guidelines and to
determine whether new information is available.

OCCUPATIONAL SAFETY AND HEALTH GUIDELINE FOR VEGETABLE OIL MIST

INTRODUCTION
This guideline summarizes pertinent information about vegetable oil mist for workers and employers
as well as for physicians, industrial hygienists, and other occupational safety and health professionals
who may need such information to conduct effective occupational safety and health programs.
Recommendations may be superseded by new developments in these fields; readers are therefore
advised to regard these recommendations as general guidelines and to determine whether new
information is available.

SUBSTANCE IDENTIFICATION
* Formula
Data not available.

* Structure
(For Structure, see paper copy)

* Synonyms
Mists from common vegetable oils such as edible vegetable oil, corn oil, cottonseed oil, linseed oil,
cottonseed oil, peanut oil, flaxseed oil, earthnut oil, groundnut oil, or coconut oil

* Identifiers
1. CAS No.: 68956-68-3
2. RTECS No.: YX1850000
3. Specific DOT number: None
4. Specific DOT label: None

* Appearance and odor

Vegetable oil mist is the finely divided particulate (mist) of a vegetable oil.

CHEMICAL AND PHYSICAL PROPERTIES

* Physical data
1. Molecular weight: Varies.
2. Boiling point: Varies.
3. Specific gravity: 0.91 to 0.95
4. Vapor density: Varies.
5. Melting point: Varies.
6. Vapor pressure: Varies.
7. Solubility: Varies.
8. Evaporation rate: Varies.
* Reactivity
1. Conditions contributing to instability: None reported.
2. Incompatibilities: None reported.
3. Hazardous decomposition products: None reported.
4. Special precautions: None reported.

* Flammability

The National Fire Protection Association has assigned a flammability rating of 1 (slight fire hazard) to
the following vegetable oils: corn oil, cottonseed oil, linseed oil, olive oil, and peanut oil. However,
vegetable oil mist is considered a combustible material.

1. Flash point (closed cup): 162 to 282degreesC (323 to 540 degrees F)

2. Autoignition temperature: Varies.
3. Flammable limits in air: Varies.
4. Extinguishant: Use an extinguishant that is suitable for the materials involved in the surrounding
fire.

Fires involving vegetable oil mist should be fought upwind from the maximum distance possible.
Isolate the hazard area and deny access to unnecessary personnel. Firefighters should wear a full set
of protective clothing and self-contained breathing apparatus when fighting fires involving vegetable
oil mist.

EXPOSURE LIMITS
* OSHA PEL
The current Occupational Safety and Health Administration (OSHA) permissible exposure limit (PEL)
for vegetable oil mist is 15 milligrams per cubic meter (mg/m(3)) of air for total dust, and 5 mg/m(3)
for the respirable fraction, as an 8-hour time-weighted average (TWA) concentration [29 CFR
1910.1000, Table Z-1].
* NIOSH REL
The National Institute for Occupational Safety and Health (NIOSH) has established a recommended
exposure limit (REL) for vegetable oil mist of 10 mg/m(3) for total dust, and 5 mg/m(3) for the
respirable fraction, as a TWA for up to a 10-hour workday and a 40-hour workweek [NIOSH 1992].

* ACGIH TLV
The American Conference of Governmental Industrial Hygienists (ACGIH) has assigned vegetable oil
mist a threshold limit value (TLV) of 10 mg/m(3) (except castor, cashew nut, or similar irritant oils), as
a TWA for a normal 8-hour workday and a 40-hour workweek [ACGIH 1994, p. 35].

* Rationale for Limits

The NIOSH limit is based on the risk of physical irritation [NIOSH 1992].
The ACGIH limit is based on providing reasonable control of exposure [ACGIH 1991, p. 1683].

HEALTH HAZARD INFORMATION

* Routes of Exposure
Exposure to vegetable oil mist can occur through inhalation, ingestion, and eye or skin contact.

* Summary of toxicology
1. Effects on Animals: The mists of vegetable oils are considered biologically inert. High oral
doses of vegetable oils have a laxative effect [ACGIH 1991]. Sunflower oil was lethal in rats
when added to the animals diet in an amount corresponding to 45 percent of total diet
calories for a period of 4.5 months [NLM 1995]. Direct instillation of vegetable oil into rabbit
lungs is expected to induce acute bronchitis [ACGIH 1991].

2. Effects on Humans: Most vegetable oil mists are biologically inert and are therefore
considered to be nuisance particulates. Vegetable oil mists seem to have little adverse effect
on the lungs and do not produce significant organic disease or toxic effects when exposures
are kept under reasonable control [ACGIH 1991]. Oils from certain plants such as castor bean,
sesame, acacia, and cashew nut have caused occupational dermatitis and respiratory
irritation. Exposure to acacia gum oil has been associated with occupational asthma and
dermatitis [ACGIH 1991]. Ingestion of cottonseed oil that also contained some camphorated
oils has caused clinical toxicity, coma, and death [ACGIH 1991].

* Signs and symptoms of exposure

1. Acute exposure: No signs or symptoms of acute exposure to vegetable oil mist have been
reported in humans. However, oils from certain plants (e.g. castor bean, sesame, acacia, and
cashew nut) have reportedly caused occupational dermatitis and respiratory irritation [ACGIH
1991].

2. Chronic exposure: No signs or symptoms of chronic exposure to vegetable oil mist have been
reported in humans.
EMERGENCY MEDICAL PROCEDURES
* Emergency medical procedures: [NIOSH to supply]
5. Rescue: Remove an incapacitated worker from further exposure and implement appropriate
emergency procedures (e.g., those listed on the Material Safety Data Sheet required by OSHA's Hazard
Communication Standard [29 CFR 1910.1200]). All workers should be familiar with emergency
procedures, the location and proper use of emergency equipment, and methods of protecting
themselves during rescue operations.

EXPOSURE SOURCES AND CONTROL METHODS

The following operations may involve vegetable oils and lead to worker exposure to the mists of these
substances:
 The production and transportation of vegetable oils
 Use of the vegetable oils in food preparations, cosmetics, pharmaceuticals, paints, soaps,
rubber softeners, and pesticides
Methods that are effective in controlling worker exposures to vegetable oil mist, depending on the
feasibility of implementation, are as follows:
 Process enclosure
 Local exhaust ventilation
 General dilution ventilation
 Personal protective equipment
Workers responding to a release or potential release of a hazardous substance must be protected as
required by paragraph (q) of OSHA's Hazardous Waste Operations and Emergency Response Standard
[29 CFR 1910.120].
Good sources of information about control methods are as follows:
1. ACGIH [1992]. Industrial ventilation--a manual of recommended practice. 21st ed. Cincinnati, OH:
American Conference of Governmental Industrial Hygienists.
2. Burton DJ [1986]. Industrial ventilation--a self study companion. Cincinnati, OH: American
Conference of Governmental Industrial Hygienists.
3. Alden JL, Kane JM [1982]. Design of industrial ventilation systems. New York, NY: Industrial Press,
Inc.
4. Wadden RA, Scheff PA [1987]. Engineering design for control of workplace hazards. New York, NY:
McGraw-Hill.
5. Plog BA [1988]. Fundamentals of industrial hygiene. Chicago, IL: National Safety Council.
WORKPLACE MONITORING AND MEASUREMENT
Determination of a worker's exposure to airborne vegetable oil mists (total dust) is made using a tared
low ash polyvinyl chloride (LAPVC) filter of 5 microns. Samples are collected at a maximum flow rate of
2.0 liters/minute to obtain a maximum sample volume of 960 liters. For the respirable fraction
sampling, a 10 mm Dorr-Oliver nylon cyclone is used in combination with a tared LAPVC filter. Samples
are collected at a flow rate of 1.7 liters/minute with a maximum sample volume of 816 liters. Analysis
for both methods is conducted by gravimetric measurement (weighing of the sample). Both sampling
methods are described in the OSHA Computerized Information System [OSHA 1994] and similar
methods are described in NIOSH method Nos. 0500 and 0600 [NIOSH 1994].

PERSONAL HYGIENE PROCEDURES

If vegetable oil mist contacts the skin, workers should wash the affected areas with soap and water.
Clothing contaminated with vegetable oil mist should be removed, and provisions should be made for
the safe removal of the chemical from the clothing. Persons laundering the clothes should be
informed of the hazardous properties of vegetable oil mist.
A worker who handles vegetable oils should thoroughly wash hands, forearms, and face with soap and
water before eating, using tobacco products, using toilet facilities, applying cosmetics, or taking
medication.
Workers should not eat, drink, use tobacco products, apply cosmetics, or take medication in areas
where vegetable oil mist is generated.

SPILLS AND LEAKS

In the event of a spill or leak involving vegetable oil, persons not wearing protective equipment and
clothing should be restricted from contaminated areas until cleanup has been completed. The
following steps should be undertaken following a spill or leak:
1. Do not touch the spilled material; stop the leak if it is possible to do so without risk.
2. For small liquid spills, take up with sand or other noncombustible absorbent material and place into
closed containers for later disposal.
3. For large liquid spills, build dikes far ahead of the spill to contain the vegetable oil mist for later
reclamation or disposal.

SPECIAL REQUIREMENTS
U.S. Environmental Protection Agency (EPA) requirements for emergency planning, reportable
quantities of hazardous releases, community right-to-know, and hazardous waste management may
change over time. Users are therefore advised to determine periodically whether new information is
available.

* Emergency planning requirements

Vegetable oil mist is not subject to EPA emergency planning requirements under the Superfund
Amendments and Reauthorization Act (SARA) (Title III) in 42 USC 11022.
* Reportable quantity requirements for hazardous releases
A hazardous substance release is defined by EPA as any spilling, leaking, pumping, pouring, emitting,
emptying, discharging, injecting, escaping, leaching, dumping, or disposing into the environment
(including the abandonment or discarding of contaminated containers) of hazardous substances. In
the event of a release that is above the reportable quantity for that chemical, employers are required
to notify the proper Federal, State, and local authorities [40 CFR 355.40].
Employers are not required by the emergency release notification provisions in 40 CFR Part 355.40 to
notify the National Response Center of an accidental release of vegetable oil mist; there is no
reportable quantity for this substance.

* Community right-to-know requirements

Employers are not required by EPA in 40 CFR Part 372.30 to submit a Toxic Chemical Release Inventory
form (Form R) to EPA reporting the amount of vegetable oil mist emitted or released from their facility
annually.

* Hazardous waste management requirements

EPA considers a waste to be hazardous if it exhibits any of the following characteristics: ignitability,
corrosivity, reactivity, or toxicity as defined in 40 CFR 261.21-261.24. Under the Resource
Conservation and Recovery Act (RCRA) [40 USC 6901 et seq.], EPA has specifically listed many chemical
wastes as hazardous. Although vegetable oil mist is not specifically listed as a hazardous waste under
RCRA, EPA requires employers to treat waste as hazardous if it exhibits any of the characteristics
discussed above.
Providing detailed information about the removal and disposal of specific chemicals is beyond the
scope of this guideline. The U.S. Department of Transportation, EPA, and State and local regulations
should be followed to ensure that removal, transport, and disposal of this substance are conducted in
accordance with existing regulations. To be certain that chemical waste disposal meets EPA regulatory
requirements, employers should address any questions to the RCRA hotline at (703) 412-9810 (in the
Washington, D.C. area) or toll-free at (800) 424-9346 (outside Washington, D.C.). In addition, relevant
State and local authorities should be contacted for information on any requirements they may have
for the waste removal and disposal of this substance.

RESPIRATORY PROTECTION
* Conditions for respirator use
Good industrial hygiene practice requires that engineering controls be used where feasible to reduce
workplace concentrations of hazardous materials to the prescribed exposure limit. However, some
situations may require the use of respirators to control exposure. Respirators must be worn if the
ambient concentration of vegetable oil mist exceeds prescribed exposure limits. Respirators may be
used (1) before engineering controls have been installed, (2) during work operations such as
maintenance or repair activities that involve unknown exposures, (3) during operations that require
entry into tanks or closed vessels, and (4) during emergencies. Workers should only use respirators
that have been approved by NIOSH and the Mine Safety and Health Administration (MSHA).

* Respiratory protection program

Employers should institute a complete respiratory protection program that, at a minimum, complies
with the requirements of OSHA's Respiratory Protection Standard [29 CFR 1910.134]. Such a program
must include respirator selection, an evaluation of the worker's ability to perform the work while
wearing a respirator, the regular training of personnel, respirator fit testing, periodic workplace
monitoring, and regular respirator maintenance, inspection, and cleaning. The implementation of an
adequate respiratory protection program (including selection of the correct respirator) requires that a
knowledgeable person be in charge of the program and that the program be evaluated regularly. For
additional information on the selection and use of respirators and on the medical screening of
respirator users, consult the latest edition of the NIOSH Respirator Decision Logic and the NIOSH
Guide to Industrial Respiratory Protection.

PERSONAL PROTECTIVE EQUIPMENT

Workers should use appropriate personal protective clothing and equipment that must be carefully
selected, used, and maintained to be effective in preventing skin contact with vegetable oil mist. The
selection of the appropriate personal protective equipment (PPE) (e.g., gloves, sleeves, encapsulating
suits) should be based on the extent of the worker's potential exposure to vegetable oil mist. There
are no published reports on the resistance of various materials to permeation by vegetable oil mist.
To evaluate the use of PPE materials with vegetable oil mist, users should consult the best available
performance data and manufacturers' recommendations. Significant differences have been
demonstrated in the chemical resistance of generically similar PPE materials (e.g., butyl) produced by
different manufacturers. In addition, the chemical resistance of a mixture may be significantly
different from that of any of its neat components.
Any chemical-resistant clothing that is used should be periodically evaluated to determine its
effectiveness in preventing dermal contact. Safety showers and eye wash stations should be located
close to operations that involve vegetable oil mist.
Splash-proof chemical safety goggles or face shields (20 to 30 cm long, minimum) should be worn
during any operation in which a solvent, caustic, or other toxic substance may be splashed into the
eyes.
In addition to the possible need for wearing protective outer apparel (e.g., aprons, encapsulating
suits), workers should wear work uniforms, coveralls, or similar full-body coverings that are laundered
each day. Employers should provide lockers or other closed areas to store work and street clothing
separately. Employers should collect work clothing at the end of each work shift and provide for its
laundering. Laundry personnel should be informed about the potential hazards of handling
contaminated clothing and instructed about measures to minimize their health risk.
Protective clothing should be kept free of oil and grease and should be inspected and maintained
regularly to preserve its effectiveness.
Protective clothing may interfere with the body's heat dissipation, especially during hot weather or
during work in hot or poorly ventilated work environments.

REFERENCES
ACGIH [1991]. Documentation of the threshold limit values and biological exposure indices. 6th ed.
Cincinnati, OH: American Conference of Governmental Industrial Hygienists.
ACGIH [1994]. 1994-1995 Threshold limit values for chemical substances and physical agents and
biological exposure indices. Cincinnati, OH: American Conference of Governmental Industrial
Hygienists.
CFR. Code of Federal regulations. Washington, DC: U.S. Government Printing Office, Office of the
Federal Register.
Genium [1981]. Material safety data sheet Nos. 476, 477. Schenectady, NY: Genium Publishing
Corporation.
Lewis RJ, ed. [1993]. Lewis condensed chemical dictionary. 12th ed. New York, NY: Van Nostrand
Reinhold Company.
Mickelsen RL, Hall RC [1987]. A breakthrough time comparison of nitrile and neoprene glove materials
produced by different glove manufacturers. Am Ind Hyg Assoc J 48(11): 941-947.
Mickelsen RL, Hall RC, Chern RT, Myers JR [1991]. Evaluation of a simple weight-loss method for
determining the permeation of organic liquids through rubber films. Am Ind Hyg Assoc J 52(10): 445-
447.
NFPA [1986]. Fire protection guide on hazardous materials. 9th ed. Quincy, MA: National Fire
Protection Association.
NIOSH [1987a]. NIOSH guide to industrial respiratory protection. Cincinnati, OH: U.S. Department of
Health and Human Services, Public Health Service, Centers for Disease Control, National Institute for
Occupational Safety and Health, DHHS (NIOSH) Publication No. 87-116.
NIOSH [1987b]. NIOSH respirator decision logic. Cincinnati, OH: U.S. Department of Health and Human
Services, Public Health Service, Centers for Disease Control, National Institute for Occupational Safety
and Health, DHHS (NIOSH) Publication No. 87-108.
NIOSH [1992]. Recommendations for occupational safety and health: Compendium of policy
documents and statements. Cincinnati, OH: U.S. Department of Health and Human Services, Public
Health Service, Centers for Disease Control, National Institute for Occupational Safety and Health,
DHHS (NIOSH) Publication No. 92-100.
NIOSH [1994a]. NIOSH pocket guide to chemical hazards. Cincinnati, OH: U.S. Department of Health
and Human Services, Public Health Service, Centers for Disease Control, National Institute for
Occupational Safety and Health, DHHS (NIOSH) Publication No. 94-116.
NIOSH [1994b]. NIOSH manual of analytical methods. 4th ed. Cincinnati, OH: U.S. Department of
Health and Human Services, Public Health Service, Centers for Disease Control, National Institute for
Occupational Safety and Health, DHHS (NIOSH) Publication No. 94-113.
NIOSH [1995]. Registry of toxic effects of chemical substances: Vegetable oil. Cincinnati, OH: U.S.
Department of Health and Human Services, Public Health Service, Centers for Disease Control,
National Institute for Occupational Safety and Health, Division of Standards Development and
Technology Transfer, Technical Information Branch.
NLM [1995]. Hazardous substances data bank: Vegetable oil. Bethesda, MD: National Library of
Medicine.
OSHA [1994]. Computerized information system. Washington, DC: U.S. Department of Labor,
Occupational Safety and Health Administration.
USC. United States code. Washington. DC: U.S. Government Printing Office.

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B. P. Marine Academy, Panvel Campus - Phase I (Completed)
Hostel Facilities with interconnecting Bridge Front view of Academy Block

Rear view of Academy Block

Top view of Academy Block completed Phase I,

Panvel Campus

B. P. Marine Academy,
Panvel Campus - Phase II
(Under Progress)
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Phone: 022 27574082/27562179/27565179 Email: bpmarine.academy@gmail.com Website: www.bpmarineacademy.in
ISO 9001 : 2008
Cert. No. - 33731 Accredited with ISO 9001 : 2008 by ABS QUALITY EVALUATIONS
JOIN THE MERCHANT NAVY / HOSPITALITY COURSES GRADED A1 – OUTSTANDING- BY DNV GL
NAME OF THE COURSE ELIGIBILITY
1. Pre-Sea Training (Deck & Pass with aggregate 40% marks in 10th standard from a recognized Board with Science,
Engine) GP Rating Course Mathematics & English as subjects and with minimum 40% marks in English language
(APPROVED BY DG SHIPPING) either 10th or 12th standard. Age: 17½ to 25 years Comm. Dt.: 01st Jan. & 1st July
2. Certificate Course in Pass in 10+2 from any stream with 40% marks in 12th standard. Similarly, required to
Maritime Catering (CCMC) obtain at least 40% marks in English either at 10th or 12th standard.
(APPROVED BY DG SHIPPING) Age: 17½ to 25 years Comm. Dt.: 1st Jan. & 1st July 50. MCA (UK) Approved
3. Orientation Course for Candidates holding Degree/Diploma in Hotel management from recognized and reputed CHEMCO Course
Catering Personnel (12 days) board or the universities. Approval No. 4457
(APPROVED BY DG SHIPPING) The candidates should have scored a minimum of 40 % marks in English language at 10th/ (Every 1st & 3rd Monday)
12th standard examination. Age: 18 to 25 years Comm. Dt.: Nov/Feb/May/August (Duration 5 Days)
4. Diploma in Nautical Science a) Pass in 12th Std (10+2) with PCM average not less than 55% and 50% marks in English 51. MCA (UK) Approved
leading to B.Sc. Nautical Science at SSC or HSC (OR) TASCO Course
- Degree Programme for Deck b) With Physics as individual subject in one of the year, B.Sc. in Physics, Math’s, Chemistry Approval No. 4456
Cadet in Association with I.M.U or Electronics with an average of not less than 55% marks in final year. (OR) (Every 2nd & 4th Monday)
(Indian Maritime University). c) B.E./B. Tech. Degree from I.I.T or from college recognized AICTE/UGC/DEC. (Duration 5 Days)
(APPROVED BY DG SHIPPING) NOTE: REQUIREMENT OF ENGLISH : 50% marks in English at 10th or 12th standard
www.imu.tn.nic.in or in the Degree/Diploma course conducted by the Board or any university. 52. Certificate of Training
Age: 25 years Comm. Dt.: 1st August in Basic Oil/Chemical
5. Three Year Degree Course a) Pass in 12th Std (10+2) with PCM average not less than 60% and 50% marks in Liquefied Gas Tanker Cargo
for B.Sc. Nautical Sciences, English at SSC or HSC (MCA Approval No. 4472)
Approved (Mumbai University) Age: 25 years Comm. Dt.: 21st July (Duration 3 days)
& (APPROVED BY DG SHIPPING)
53. Tanker Fire Fighting
6. Electro Technical Officer Candidates who have scored 50% and above in English 10th or 12th Course - 1 day
Course (ETO). a) 10 + 2 + Degree 50% (MCA Approval No. 4525)
(APPROVED BY DG SHIPPING) b) 10 + Diploma + Degree 50% (B. E./B. Tech. in Electrical, Electronics &
Telecommunication, or Instrumentation) 54. High Voltage Course
c) 10 + 2 + Diploma 60% Age: 35 years & below Comm. Dt.: Jan./May/ Sept. (UK-MCA Approved)
7. Bridging Course for Sailing 1) Existing Electrical officers: Candidates having 12 months of sea services as Electrical Management Level
Electrical Officers to Electro Officer in last 5 yrs. (Preceding 1st Jan 2012). (Approval No. 4724)
Technical Officer Course 2) Ex Indian Navy Personnel’s 30 months sea service in Navy+6 months in merchant navy (Duration 5 days)
(APPROVED BY DG SHIPPING) as Electrical officer. Age: — Comm. : Every month of 1st and 2nd weak. Eligibility Criteria: 12 Months as
EOOW.
8. Three years Degree Course a) Pass in 12th standard (10+2)with 50% aggregate (any Stream)
for B.Sc. Hospitality Studies b) 45% in case of reserved category students. Pass in 12th standard (10+2) for YCMOU 55. High Voltage Course
(Hotel Management) Age: — Comm. Dt.: 21st July (UK-MCA Approved)
(MUMBAI UNIVERSITY) (YCMOU) Operational Level
9. HND in Nautical Science Pass in Plus Two (12th Standard) or its equivalent with Math’s, Physics and Chemistry group (Approval No. 4725)
in Association with South in Class XII, and preferably at least 50% in English. (1st Year at BPMA & 2nd Year at STC / Duration 1 day.
Tyneside College / City COGC (UK) Awarded Best National Nautical Centre of Excellence status by UK Govt. Eligibility Criteria: No Pre-requisite
of Glasgow College (UK) Website: www.stc.ac.uk / www.cityofglasgowcollege.ac.uk
APPROVED BY MCA (UK) Age: Preferably 17 to 25 years Comm. Dt.: 8th Sept. & 13th Jan. 56. High Voltage Safety &
Switch Gear Course (DG
10. HND in Marine Engineering Pass in Plus Two (12th Standard) or its equivalent with Math’s, Physics and Chemistry group
in Association with South in Class XII, and preferably at least 50% in English (equivalent to IELTS 5.0 minimum) (1st - Approved) Management
Tyneside College / City of Year at BPMA & 2nd Year at STC / COGC (UK) Awarded Best National Nautical Centre Level Duration 6 days.
Glasgow College MCA (UK) of Excellence status by UK Govt. Website: www.stc.ac.uk/www.cityofglasgowcollege.ac.uk
APPROVED BY MCA (UK) Age: Preferably 17 to 25 years Comm. Dt.: 8th Sept. & 13th Jan. 57. High Voltage Safety &
11. MCA Approved Overseas a) At Least 36 months of qualifying sea Switch Gear Course (DG
Collaborative 6+6 Rating to b) At least 6 months have been spent on bridge duties in the last 12 months of sea -Approved) Operational Level
OOW Training Programme Service Age: — Comm. Dt.: August Duration 1 day
Eligibility Criteria :- Operational
12. CHEMCO - Specialised Training for 16. Chemical Tanker Familiarization 22. Rescue Boat One Day Level Engineer Officers [Except Uk
Chemical Tankers Operations 17. Liquefied Gas Tanker Upgradation Coc Holders]
13. GASCO - Specialised Training for Familiarization 23. Navigation Watch Keeping AB
Liquefied Gas Tankers Operations 18. Proficiency in Survival Craft and 24. Personal Survival Techniques D. G. APPROVED
14. ATOT/TASCO - Advanced Training Rescue Boats PSC & RB 25. Personal Safety and Social 58. Liquid Cargo Handling
Programme on Oil Tanker 19. Ship Master Medicare Responsibilities (PSSR) Simulator (Oil)
Operations IGS/COW 20. Medical First Aid 26. Fire Prevention & Fire Fighting 59. Liquid Cargo Handling
15. Oil Tanker Familiarization 21. Elementary First Aid (FPFF) Simulator (Chemical)
27. (SSO) Ship Security Officer’s Course 32. E.C.D.I.S BPMA CONDUCT FOLLOWING REFRESHER COURSES 60. Basic Training For Oil
28. (STSDSD) Security Training for Seafarers
33. R.O.C/A.R.P.A 38. Refresher Training for Personal Survival Techniques. and Chemical Tanker
29. (AFFC) Advanced Fire Fighting Course 34. NWKO (NCV) As per STCW 2010. Cargo Operations
30. Upgradation Course for Engineers 35. 2nd Mate (FG) 39. Refresher Training For PSCRB+PST. As per STCW 2010 (Every Day)
Design and Printed by www.mindesign.in

Officers (1st Monday & 3rd Monday of 36. Mates Phase I 40. Refresher Training Proficiency in Fire Prevention and Fire Fighting. As per STCW 2010.
Every Month) & Phase II 41. Refresher Training for Advanced Fire Fighting+ FPFF. As per STCW 2010.
31. Upgradation Course for Deck Officers 37. ASM (FG) 42. Ship Masters Medicare Refresher (MLC-2006)
(1st Monday & 3rd Monday of Every Month) 43. Medical First Aid Refresher (MLC -2006)
44. Refresher and Updating Training for (Ship Security Officer) As per STCW 2010.
45. MEO Class-II-Second Engineer (NCV)(March/July/November)
VALUE ADDED COURSES: 48. MARINE BOILER AND STEAM ENGINEERING FOR MANAGEMENT LEVEL.
46. Bridge Team Management (BTM) (Every Alternate Monday) (Duration 9 days)
47. Bridge Resource Management 49. MARINE BOILER AND STEAM ENGINEERING FOR OPERATIONAL LEVEL.
(BRM) (Every Monday) (Duration 6 days)