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Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

Reviewed by: Approved by:
01 September 2021
QMR President

Lesson 3: Safe handling, stowage and securing of dangerous, hazardous and

harmful cargoes (Wk13)

Learning Module 3.1: Safe handling, stowage and securing of cargoes,

including dangerous, hazardous and harmful cargoes and
their effect on the safety of life and of the ship (4 hours)

Competence, Course Outcomes, and Learning Outcomes

Competence:

A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage and the
unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Explain the safe handling, stowage and securing of cargoes, including dangerous,
hazardous and harmful cargoes and their effect on the safety of life and of the ship.

2. Describe the safe handling of solid bulk cargoes and care during voyage according to
safety rules / regulations, equipment operating instructions and shipboard stowage
limitations.

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Overview

At sea transportation of dangerous goods via containership is a complex procedure,

requiring detailed understanding and knowledge of the relevant regulations. In all aspects of
dangerous goods handling, from identification to packaging, marking, labeling, and
documentation need some careful consideration. Before commencement of loading,
shipmaster must consider the effect of any given parcel of DG cargo upon other cargo carried
on board, as well as possible effects of the cargo on the structure of his Vessel.

Discussion

1. Key Concept

Dangerous goods (DG) on board

Deck Officers should pay particular attention to the securing of such transports to ensure
negative movement of the unit. Special attention should also be given to the securing of adjacent
units to prevent escalation of cargo shifting in a seaway. Tank vehicles may not necessarily be
carrying hazardous goods, but any spillage of the contents could act as a lubricant on surrounding
units and generate a major cargo shift on Ro-Ro vessels in heavy seas.

In the event that a cargo parcel/unit is found to be ‘leaking’ or have exposed hazards, the
nature of the cargo should be ascertained and personnel kept clear of the immediate area until
the degree of hazard is confirmed. In any event the unit should not be accepted for shipment
and rejected until satisfactorily contained.

Where a hazardous substance is discovered at sea, to be a threat to personnel, full

information should be sought as soon as possible. Any action taken would reflect on the nature

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of the substance and the emergency actions stipulated in carriage instructions. It may become
prudent to seek additional instructions from the manufacturer of the substance and act
accordingly.

The shipping procedure for hazardous/dangerous goods is as follows:

1. The shipper is responsible for obtaining the ‘Export Licences’ for the shipment.
2. The shipper would also be responsible for marking and labeling the goods to be shipped in
accord with the IMDG Code.
3. The shipper would then be in a position to contact the Shipping Companies Agents and must
provide: The Number of packages, their weight, the value, the volume, and any special
requirements that may be required for the cargo.
4. Customs clearance would be required, and the goods may be liable to inspection.
5. The bill of lading is also liable to be endorsed, especially if packages are damaged and are
rejected.
6. The goods would be listed in the ship’s manifest and on the ship’s cargo plan.
7. Ship’s Officers would check the details of the goods including the labeling, the respective UN
Number, the condition of the package, together with any special stowage requirements prior
to loading the cargo.
8. Throughout this procedure the Ship’s Master has the right to accept or reject the cargo prior
to loading.

Once stowed on board the vessel the IMDG Code requirements would be followed throughout the
period of the voyage.

Monitoring of Hazardous Cargoes:

Different operators monitor the shipment of Hazardous Goods in various ways but each vessel
needs to be fully aware of the position of the cargo, its class and the emergency procedures that
are involved if transport difficulties arise. Ferry operators tend to identify on a cargo stowage
outline the position of the ‘special unit’, and the relevant details are recorded once it has arrived
for shipment.

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Emergency responses to spillage of dangerous goods: are contained in the IMO

Medical First Aid Guide and the IMO Emergency Procedures for Ships Carrying Dangerous Goods
(EmS). Both of these are available either as free-standing documents or incorporated into the
International Maritime Dangerous Goods (IMDG) Code.

Recommendations on emergency action differ depending on where the goods are stowed and
whether a substance is gaseous, liquid or solid. When dealing with incidents involving flammable
gases or flammable liquids, all sources of ignition (eg naked lights, unprotected light bulbs, electric
hand tools) should be avoided.

Normally dangerous goods in packaged form can be handled without the use of special protective
clothing or equipment. If the packaging has been damaged, the contents may have spilt or leaked.
Under these circumstances the emergency team may have to deal with toxic corrosive or
flammable solids, liquids or vapours. Vapours may arise from a spilt substance itself or as a result
of the reaction between spilt substances themselves and other materials. Eye protection should
always be worn, and if hazardous dust may be encountered, respiratory protection should be
used - where the substance offers a significant toxic hazard this should be self-contained
breathing apparatus.

In general, the recommendation is to wash spillages on deck overboard with copious quantities
of water, and, where there is likely to be a dangerous reaction with water, from
as far away as practicable. Disposal of dangerous goods overboard is a matter for judgment by
the master, bearing in mind that the safety of the crew has priority over pollution of the sea. If it
is safe to do so, spillages and leakages of substances, articles and materials identified in the IMDG
Code as MARINE POLLUTANT should be collected for safe disposal. Absorbent material should be
used for liquids.

Spillages collected with absorbent material and kept in plastic bags or other receptacles may need
to be stowed safely for ultimate disposal ashore. Collection of spillages with absorbent material
under deck may not be fully effective, and precautions for entry into enclosed spaces should be
observed.

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A careful inspection for structural damage should be carried out after dealing with spillages of
highly corrosive substances.

Water is generally recommended as the firefighting medium for most dangerous goods at sea.
However, reference should be made to the relevant EmS schedules.

Where possible, a package should be removed from the vicinity of the fire. Where there is a
possibility that the heat will cause a chemical or physical change in the substance, or affect the
integrity of a package, leading to rupture and dispersal of the contents, keeping the packages
cool may limit the hazard. Care should be exercised with those substances liable to polymerize,
as this reaction can continue long after the removal of external heat.

For incidents under deck, the best course of firefighting will usually be to batten down the hatch,
exclude all ventilation and operate the fixed fire-fighting installation. Self-contained breathing
apparatus should be worn when battening down the hatches or if there is any need to enter the
space, for example after the fire is out.

For certain substances which are highly reactive with water, only the use of dry chemical fire
extinguishers is recommended. This would not preclude the use of suitable powdered inert
material if available in sufficient quantity. The only alternative is the use of copious quantities of
water, which will have a cooling effect on the fire, although reacting with the substance.

Where an EmS advises against the use of foam, this does not preclude the use of special foams.

The general fire-fighting recommendations for a number of dangerous goods suggest that they
should be jettisoned if there is a likelihood of their involvement in a fire. Where full or nearly full
container loads or other units are concerned, this may be impractical, in which case everything
possible should be done to prevent the spread of fire to those containers.

If, despite preventive measures, fire seems likely to affect these containers, it should be borne in
mind the contents may burn with explosive violence and personnel should be withdrawn
accordingly.

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Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

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Procedures and guidelines for stowage and segregation of dangerous cargo

shall be adhered to additionally:

1. Every dangerous cargo shipment shall be made in line with IMO policy and be accompanied by
required documentation. DG cargo with restricted/prohibited UN numbers shall not be
accepted for shipment unless under special circumstances express permission is obtained from
the company.

2. All DG containers must be checked for proper label/placard as required by the IMDG code. A
stock of spare labels/placards must be kept on board.

3. DG containers must be checked for condition prior loading and leaking or damaged containers
posing a hazard, shall be rejected.

4. It must be ensured that all DG containers are loaded in the planned stow position. Any
discrepancies shall be brought to the notice of the Terminal planner / Central planner and/or
local agent as required. The final condition may be accepted only if meeting all stowage and
segregation requirements; else it must be corrected by discharging/shifting concerned
container(s).

5. The requisite day/night signals for vessels carrying / loading / discharging dangerous cargo
shall be displayed.

6. When handling/carrying dangerous cargo on board smoking shall strictly not be allowed other
than in designated smoking areas. Signs/placards shall be appropriately displayed at the
gangway and on deck.

7. Location and properties of dangerous cargo shall be considered when carrying out any special
work onboard such as hot work etc.

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8. Obtain container packing certificate: Certificate indicating correct loading of a dangerous goods
container and the observance of the regulations set out in the IMDG Code (International
Maritime Dangerous Goods Code). The container packing certificate is issued by the person
responsible for packing the container.
9. Other precautions shall be taken when handling dangerous cargo shipments as warranted by
good seamanship, SOLAS, MARPOL, IMDG code, local and national regulations.
10. Further guidance for handling D.G cargo is contained in IMDG Code vol 1, 2 & supplement.

Stowage of Dangerous Cargoes:

Particular caution is to be exercised when stowing dangerous cargo on board the vessel. Any
dangerous cargo presented for loading must be accompanied by a proper manifest and
declaration as required by international regulations. Further, this DG cargo must be acceptable
for carriage as per IMDG code guidance. The reference here is made to the list of UN numbers
restricted/prohibited for carriage on board particular vessels. After confirming the acceptability of
the DG cargo, the plan must be checked for proper stowage and segregation. Although terminal
and central planners should provide proper stow of DG cargo, the final responsibility always lies
with the Master. Reference shall be made to vessels Document of Compliance with special
requirements for ships carrying dangerous goods for confirming that proposed DG classes are
acceptable for stowage in planned locations onboard.

Specific storage requirements for DG cargo (e.g. Clear of living quarters OR if under the deck, in
a mechanically ventilated space, etc) may be verified from individual entries of dangerous goods
list in the IMDG Code. DG segregation shall be verified for compliance with the requirements of
the IMDG code. Caution must be exercised when using vessel stowage planning software for this
purpose as it may or may not have comprehensive means of checking for bad stowage &
segregation against the latest international requirements. It is advisable to manually check for
compliance.

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Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

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Segregation

The greatest care should be taken to ensure that incompatible substances are never stowed
together in the same compartment or container. The IMDG Code classifies such substances
according to the principal hazard, but not all substances of a particular class are necessarily
compatible (e.g. Class 8 where a violent reaction may take place between acids and alkalis).
Careful consideration should be given to all other commodities (and their packaging) to be stowed
with hazardous substances to ensure against dangerous interaction occurring. For instance, non-
hazardous cargo packed with straw, wood, wool, or other combustible materials should not be
bestowed with Dangerous Goods. Substances which react with water must not bestowed with
items having a water base.

Foodstuffs must not, as a general rule, be packed with Dangerous Goods.

Segregation requirements of the IMDG Code and any other local/national regulations must be
strictly adhered to. One must be aware that even DG cargoes belonging to the same class may
have segregation requirements amongst them. A good example is that of alkalis requiring to be
separated from acids whereas both acids and alkalis may belong to IMO Class 8. Such segregation
requirement will not be found in the segregation tables of the IMDG code and only individual
entries of the dangerous goods list in the code indicate the requirement.

Dangerous Cargoes Stowage on Deck

Dangerous Goods stowed on deck must be properly secured, having regard both to the nature of
the packages and the weather conditions liable to be experienced. Adequate security can be
obtained employing temporary structures made by using bulwarks, hatch coamings, and bridge
bulkhead, the structure being closed utilizing portable angles bolted to bulwarks and hatch
stiffeners. The cargo so stowed should be further secured through overall lashings or nets. Unless
so stowed or secured by some equally satisfactory methods bulky packages should be lashed
individually, preferably with wire rope.

Stowage should be such as to provide safe and satisfactory access to the crew's quarters and all
parts of the deck required to be used in the navigation and necessary work of the ship, with

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sufficient space for the crew to work clear of the goods concerned. Dangerous Goods stowed in
wells should not be stowed above the height of the bulwarks, and cargo which, because of its
nature, is liable to damage hatch covers or their seals should not bestowed on the hatch.

Where deck cargo of an inflammable nature is carried, special precautions must be taken to
prevent smoking or the use of naked lights in the vicinity of the cargo. Notices should be
prominently displayed to that effect. Substances liable to give off inflammable or poisonous vapors
should be stowed away from intake ventilators. In ships carrying passengers, Dangerous Goods
may not be stowed in any part of the decks available for passengers or near passenger
accommodation. In the case of combustibles, care must be taken to avoid the risk of ignition
which may arise from electrical short circuits or old electric cables.

8 Things Deck Officers Must Know While Handling Packaged IMDG Cargo

The International Maritime Dangerous Goods (IMDG) Code specifies and lays down
various norms and regulations for ships carrying different types of dangerous goods. The code
has been implemented to prevent accidents of fire/explosion and ensure utmost safety of the
ship and its crew while handling dangerous cargo on board.

As a deck officer who is in charge of cargo loading/ discharging and the overall safety of
the cargo while it is carried on ships, he must know the following points to avoid any kind of
accidents that can cause because of such sensitive cargo.

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1. Know the Classification of Dangerous Cargo:

The dangerous cargoes are segregated in to various sub-categories so as to plan the carriage as
per the requirements of the cargo. This avoids mistakes and proper preventive actions that can
be taken in case of any incidence or accident.

IMDG cargo is usually classified into:

➢ Explosives
➢ Gases-flammable/nonflammable/poison
➢ Flammable liquids-low FP/medium FP/high FP
➢ Flammable solids
➢ Substances liable spontaneous combustion

Cargo that gives flammable gases with water

➢ Radioactive substances
➢ Corrosives
➢ Miscellaneous dangerous substances

2. Check the Cargo for Correct Packaging:

If the IMDG cargo is loaded in a package, ensure to check:
➢ Absorbing or cushioning material is used with the package containing liquid cargo, which
must be competent of absorbing the liquid in case of leakage
➢ The package is kept with sufficient ullage if liquid cargo is carried
➢ All cylinders carrying IMDG cargo are pressure tested and certified ok for use

3. Know the Cargo Groups:

IMDG cargoes are divided in to three main groups and each has a specific plan to store, transport
and handling in case of accident or spill:
➢ Group 1: Cargo which are extremely dangerous
➢ Group 2: Cargo with moderate danger
➢ Group 3: Cargo with less danger

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4. Check the Labels:

Check that all the labels on the packages are visible and clearly indicate the type and
characteristics of cargo. Appropriate labels indicating the hazard (Flammable, toxic, Corrosive
etc.) are also pasted over the package. The label must be water resistant such that even in case
of immersion, it should be readable for at least 3 months.

5. Check the Documents of the Cargo:

Ensure that before loading any IMDG cargo, the agent or shipper has handed over:

➢ The technical name of the cargo carried

➢ The declaration certificate saying cargo has been packed as per the IMDG code

6. Check When Loading Cargo:

While loading the IMDG cargo, following things must be checked:
➢ Check the stowage plan and store the package as per the same
➢ No bunkering is going on or stopped during the time of loading
➢ The radar is put off, applicable for certain cargoes
➢ Check the packaging is weather tight
➢ Ensure there is no damage or leakage found during loading
➢ Before cargo operation, have a check on port regulation on IMDG cargo

7. Inspect Loading Explosive Cargo:

If the IMDG cargo is with explosive label, ensure to check:
➢ The package is stored over a wooden pallet
➢ All the electrical fittings in that region are disconnected from the source
➢ All electrical wirings are sheathed properly
➢ The cargo is stowed away from accommodation and hot bulkhead

8. Know the Emergency Procedure:

It is very important for the OOW to prepare himself for any kind of accidents while handling such
dangerous cargo. The deck officer must read and understand:
➢ Emergency procedure for ships carrying IMDG cargo
➢ MFAG-Medical First Aid Guide for accidents involving IMDG cargo

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➢ Risk associated with cargo by understanding the labels

These are some of the important points that must be considered while handling dangerous
cargoes on board ships. However, special attention must also be given to the instructions that
are provided by the manufacturers and the company.

IMDG Code and related guideline

Transport of dangerous goods by sea is regulated by the IMDG Code to prevent injury to
persons or damage to ships and their cargoes. Transport of marine pollutants is primarily
regulated to prevent harm to the marine environment.

The objective of the IMDG Code is to enhance the safe transport of dangerous goods
while facilitating the free unrestricted movement of such goods. The IMDG Code contains details
of all the numerous dangerous cargoes offered for carriage by sea and includes solid, liquid, and
gaseous substances. Explosive, flammable, oxidizing, and radioactive substances are also
included, and recommended means of their containment or packing are listed, as is all manner
of other information relating to the product. Future updating of the Code, on a two-year basis,
are foreseen to take into account technological developments.

All ships carrying dangerous cargoes should have onboard medical first-aid equipment,
including oxygen resuscitation equipment and antidotes for cargo, carried in compliance with
recommendations listed in IMO -–MFAG (Medical First Aid Guide) and WHO – IMGS (International
Medical Guide for Ships).

Dangerous Goods (D/G) Cargo “Onboard” List

Where required for reporting to port authorities, the Chief Officer shall prepare an updated
dangerous cargo list. This list shall contain at least the following information:
a) Stow Position
b) Container Number
c) Line Operator
d) Port of Loading / Discharging
e) DG Class

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f) UN Number
g) Proper Shipping Name
h) Weight
i) Flash Point and EMS

Such list for reporting to authorities shall be made with utmost caution.

Dangerous Goods Cargo Stowage Plan

The Chief Officer shall prepare a copy of the Dangerous Cargo Stowage Plan (indicating D/G class
& Stowage Location), along with a D/G Cargo List (indicating Location, Cntr No., D/G Class and
UN No.).

And these along with any special guidelines from shippers, shall be kept:
✓ in Wheel House (for ready reference of the watch keeping officer) and
✓ in Fire Wallets at Gangways.

Stowage Hold or Container (enclosed)

Before loading any Dangerous Goods into a compartment or container, it should be ascertained
that the space is suitable for that particular cargo and that it is in a good dry condition.

All Dangerous Goods should be tightly stowed and well secured against any movement including
chafe. Securing materials used should be compatible with the goods themselves.

Drums should be stowed close and compact, bungs, or closures uppermost. Rolling hoops should
not override. Adequate soft dunnage (e.g. timber) should be laid between tierseven, in some
instances, though the drums are designed to "nest". With drums of sensitive cargo, e.g. chlorates,
bromates, chlorites and substances in other classes such as nitrocellulose, it may be necessary
to dunnage individually between each drum.

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Whenever Dangerous Goods and general cargo are stowed within the same compartment or
container, the Dangerous Goods should be stowed (where possible) for best accessibility and to
facilitate inspection, e.g. in the doorway of the container.

It is important to remember that the presence of even one package of Dangerous Goods in a
container at once renders that container hazardous and subject to Dangerous Goods legislation.

Particular provisions for segregation are indicated in the Dangerous Goods List and, in the case
of conflicting provisions, always take precedence over the general provisions.

For example:

a) In the Dangerous Goods List entry for ACETYLENE, DISSOLVED, class 2.1, UN 1001, the
following particular segregation requirement is specified:
“separated from” chlorine

b) In the Dangerous Goods List entry for BARIUM CYANIDE, CLASS 6.1, UN 1565, the
following particular segregation is specified:
“separated from” acids (IMDG Code Chapter 7.2.1.6)

2. Where the Code indicates a single secondary hazard (one subsidiary risk label), the segregation
provisions applicable to that hazard should take precedence where they are more stringent
than those of the primary hazard.
(IMDG Code Chapter 7.2.1.6.1)

3. Except for class 1, the segregation provisions for substances, materials or articles having more
than two hazards (2 or more subsidiary risk labels) are given in the Dangerous Goods List.

For example:

In the Dangerous Goods List entry for BROMINE CHLORIDE, class 2.3 UN 2901, subsidiary
risk 5.1 and 8, the following particular segregation is specified:

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“segregation as for class 5.1 but “separated from “class 7”

* (IMDG Code Chapter 7.2.1.6.2)

4. Whenever dangerous goods are stowed together, whether or not in a cargo transport unit, the
segregation of such dangerous goods from others should always be following the most
stringent provisions for any of the dangerous goods concerned.
(IMDG Code Chapter 7.2.1.9)

5. No segregation need be applied between dangerous goods of different classes which comprise
the same substance but vary only in their water content, such as sodium sulfide in classes 4.2
and 8, or for class 7 if the difference is due to quantity only.
(IMDG Code Chapter 7.2.1.13)

6. Notwithstanding IMDG Code Chapter 7.2.1.6.1, 7.2.1.6.2 and 7.2.1.13, substances of the same
class may be stowed together without regard to segregation required by secondary
hazards (subsidiary risk label(s)), provided the substances do not react dangerously with each
other and cause:
.1 combustion and/or evolution of considerable heat;
.2 evolution of flammable, toxic or asphyxiant gases;
.3 the formation of corrosive substances; or
.4 the formation of unstable substances.
(IMDG Code Chapter 7.2.1.11)

Remark: As a general rule to carry these substances in same cargo transport unit, this
regulation should not be applied priority over Chapter 7.2.1.6.1, 7.2.1.6.2 and 7.2.1.13
without surveyor’s clarified assess that there is not the above danger due to mixing these
substances.

7. Dangerous goods which have to be segregated from each other should not be carried in the
same cargo transport unit. However, dangerous goods that should be segregated “away from”

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each other may be carried in the same cargo transport unit with the approval of the competent
authority. In such cases, an equivalent standard of safety must be maintained.
(IMDG Code Chapter 7.2.2.3)

8. For the purpose of segregation, dangerous goods having certain similar chemical properties
have been grouped together in segregation groups as listed in 7.2.1.7.2. The entries allocated
to these segregation groups are listed in IMDG Code chapter 3.1.4.4. Where in the Dangerous
Goods List entry in column 16 (stowage and segregation) a particular segregation requirement
refers to a group of substances, such as "acids", the particular segregation requirement applies
to the goods allocated to the respective segregation group. (IMDG Code Chapter 7.2.1.7.1.)

*Segregation groups referred to in the Dangerous Goods List* (IMDG Code

Chapter 7.2.1.7.2.)

.1 acids .11 mercury and mercury compounds

.2 ammonium compounds .12 nitrites
.3 bromates .13 perchlorates
.4 chlorates .14 permanganates
.5 chlorites .15 powdered metals
.6 cyanides .16 peroxides
.7 heavy metals and their salts
.8 hypochlorites .17 azides
.9 lead and lead compounds .18 alkalis
.10 liquid halogenated hydrocarbons

9. It is recognized that not all substances falling within a segregation group are listed in this Code
by name. These substances are shipped under N.O.S. entries. Although these N.O.S. entries are
not listed themselves in the above groups, the shipper shall decide whether allocation under the
segregation group is appropriate. Mixtures, solutions or preparations containing substances falling
within a segregation group and shipped under a N.O.S. entry are also considered to fall within
that segregation group.
(IMDG Code Chapter 7.2.1.7.3.)

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10. The segregation groups in this Code do not cover substances that fall outside the classification
criteria of this Code. It is recognized that some non-hazardous substances have similar
chemical properties as substances listed in the segregation groups. A shipper or the person
responsible for packing the goods into a cargo transport unit who does know about the
chemical properties of such non-dangerous goods may decide to implement the segregation
requirements of a related segregation group voluntarily.
(IMDG Code Chapter 7.2.1.7.4.)

Tank container with Dangerous Goods cargo

References

Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.
IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.1. London:
International Maritime Organization.
IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.2. London:
International Maritime Organization.
http://shipsbusiness.com/dgcgo.html

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https://www.marineinsight.com/marine-safety/8-things-deck-officers-must-know-handling-
packaged-imdg-cargo/
http://generalcargoship.com/hazardous-cargoes.html

Checkpoint

Activity 1. Multiple Choice Questions

Write the letter of the correct answer on the space provided

_____ 1. Who has the right to accept or reject the cargo prior to loading?
A. Master B. Shipper C. Ship Owner D. Cargo Surveyor
_____ 2. Who would also be responsible for marking and labeling the goods to be shipped in
accord with the IMDG Code?
A. Master B. Shipper C. Ship Owner D. Cargo Surveyor
_____ 3. When handling/carrying dangerous cargo on board, this activity shall strictly NOT be
allowed other than in designated areas.
A. drinking B. eating C. smoking D. walking
_____ 4. Which international code requires that all dangerous goods containers must be
checked for proper label/placard and a stock of spare labels/placards must be kept on
board?
A. IMDG B. IMO C. SOLAS D. STCW
_____ 5. Dangerous goods cargo with restricted/prohibited ___________ numbers shall not be
accepted for shipment unless under special circumstances express permission is
obtained from the company.
A. Control B. IMDG C. Seal D. United Nation

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Do this

Activity 2. Modified True or False

Write the word “Correct” if the statement is true and the correct answer
if the statement is false

_______________ 1. Drums should be stowed close and compact, bungs, or closures

uppermost.
_______________ 2. All Dangerous Goods should be tightly stowed and well secured
against any movement including chafe.
_______________ 3. Dangerous goods which have to be segregated from each other can
be carried in the same cargo transport unit.
_______________ 4. Particular provisions for segregation are indicated in the Dangerous Goods
List and, in the case of conflicting provisions, always take precedence
over the general provisions.
_______________ 5. Except for class 9, the segregation provisions for substances, materials or
articles having more than two hazards (2 or more subsidiary risk labels)
are given in the Dangerous Goods List.
_______________ 6. It is important to remember that the presence of even one package of
Dangerous Goods in a container at once renders that container hazardous
and subject to Dangerous Goods legislation.
_______________ 7. Before loading any Dangerous Goods into a compartment or container, it
should be ascertained that the space is suitable for that particular cargo
and that it is in a good dry condition.
_______________ 8. Whenever Dangerous Goods and general cargo are stowed within the
same compartment or container, the General Cargoes should be stowed
(where possible) for best accessibility and to facilitate inspection,
e.g. in the doorway of the container.

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_______________ 9. Where the Code indicates a single secondary hazard (one subsidiary risk
label), the segregation provisions applicable to that hazard should take
precedence where they are more stringent than those of the primary
hazard. This can be consulted in IMDG Code Chapter 8.2.1.6.1.
_______________ 10. Whenever dangerous goods are stowed together, whether or not in a
cargo transport unit, the segregation of such dangerous goods from
others should always be following the most stringent provisions for any of
the dangerous goods concerned. This can be consulted in IMDG Code
Chapter 9.2.1.9.

Assessment

Essay Writing

Discuss the safe handling, stowage and securing of cargoes, including dangerous,
hazardous and harmful cargoes and their effect on the safety of life and of the ship. (Answer
should NOT be less than 50 words).

Rubric for Essay Writing

Score Content Organization Development Use of Language

Answer is Clear sense of Develops each Uses technical

appropriate order. Begins point with or scientific
to the with a thesis may specific terminology
question. or topic details. appropriately
Content is sentence. Answers and correctly.
4
factually Supporting question No major
correct. points are completely. grammatical or
presented in a spelling errors.
logical
progression.
Answer is May lack a Each point Accurate word
appropriate thesis supported choice. No more

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to the sentence, but with some than 2 major

question. points are details and errors and a few
3
Content may presented in a evidence. minor errors.
have one or logical All important
two factual progression. points
errors. included.
Content Logic of Sparse Ordinary word
relates argument is details or choice; use of
peripherally minimally evidence. scientific
to the perceivable. Question only terminology
question; Points partially avoided. Some
2
serious errors
contains presented in a answered.
significant seemingly (but they don’t
factual random fashion, impair
errors. but all support communication).
argument.
Content Lacks clear Statements Limited
unrelated to organizational are vocabulary;
question. plan. Reader unsupported errors impair
is confused. by any detail communication.
or
1
explanation.
Repetitious,
incoherent,
illogical
development.

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Lesson 3: Safe handling, stowage and securing of cargoes, including

dangerous, hazardous and harmful cargoes and their effect on the
safety of life and of the ship (WK14)

Learning Module 3.2: Establish and maintain effective communication during

loading and unloading (4 hours)

Competence, Course Outcomes, Knowledge, Understanding,

Proficiency (KUPs) and Learning Outcomes

Competence:

A-II/1 F2.C2: A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes

Course Outcome/s:

1. CO4: Determine the significance of monitoring the cargo during the voyage

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Describe how to establish and maintain effective communications during loading and
unloading.

Overview

As navigational and safety communications from ship to shore and vice versa, from ship
to ship, and onboard ship must be precise, simple and unambiguous so as to avoid confusion
and error, there is a need to standardize the language used. This is of particular importance
in the light of the increasing number of internationally trading vessels with crews speaking

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many different languages, since problems of communication may cause misunderstandings

leading to dangers to the vessel, the people on board and the environment.
This module deals with communications required between the tanker and the shore,
including pre-arrival communications between the tanker and local authorities and between
the tanker and the terminal. It addresses communication exchanges between the ship and
the terminal before berthing and before and during cargo, ballast or bunkering operations,
including emergency communication procedures.

Discussion

Key Concept

Effective means of communication should be established between the cargo control room, on
deck watch standers and shore terminal operators. Fixed and portable communication devices
used during cargo oil transfer operations should be tested prior to commencement of below
operations:

1. Loading, Unloading and

transfer of oil
2. Crude oil Washing
3. Tank Cleaning and Gas
Freeing
4. Ballasting and De-
ballasting
5. Drainage of the slop tank
and:
6. Delivery of Slop / Sludge Source:https://www.highlandwireless.com/standard-marine-
communication-language-phrases/

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Communications Equipment
Unless certified as intrinsically safe or of other approved design, all communications equipment
on board ships, such as telephones, talk-back systems, signaling lamps, search lights, loud hailers,
closed circuit television cameras and electrical controls for ships’ whistles, should neither be used
nor connected or disconnected when the areas in which they are positioned come within the
boundary of a shore hazardous zone.

Ship’s Radio Equipment

The use of a tanker’s radio equipment during cargo or ballast handling operations is potentially
dangerous.

VHF/UHF Equipment
The use of permanently and correctly
installed VHF and UHF equipment during
cargo or ballast handling operations is
considered safe. However, it is
recommended that the transmission
power be set to low power (one watt or Source:
less) when used in port operations. https://radiofreeq.wordpress.com/2016/02/20/marine-
channel-frequencies-vhf-uhf-radio-programming/

The use of portable VHF/UHF radios within a terminal or on board ship presents no hazards as
long as the equipment is certified and maintained to intrinsically safe standards and the power
output is one watt or less.
The use of VHF/UHF radio equipment as a means of communication between ship and shore
personnel should be encouraged.

Ship/shore telephones, mobile phones and pager requirements are being

observed.

Ship/shore telephones should comply with the requirements for explosion-proof construction,
except when placed and used in a safe space in the accommodation.

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Mobile telephones and pagers should not be used in hazardous areas unless approved for such
use by a competent authority.

Commencement of Loading at Offshore Buoy Berths

Before commencing to load at a buoy berth offshore, the ship should confirm its full understanding
of the communications system that will be used to control the operation. A secondary
communications system should be provided and be ready to be brought into immediate action in
the event of failure of the primary system.

Commencement of Discharge at an Offshore Terminal

Before commencing discharge at an offshore terminal, communications between ship and shore
should be tested and fully understood. The ship must not open its manifold valves or
start its pumps until a clear signal has been received from the shore that the terminal is ready.

Pump room Entry Procedures

A communications system should provide links between the pump room, navigation bridge,
engine room and cargo control room. In addition, audible and visual repeaters for essential alarm
systems, such as the general alarm and the fixed extinguishing system alarm, should be provided
within the pump room.

Arrangements should be established to enable effective communication to be maintained at all

times between personnel within the pump room and those outside. Regular communication
checks should be made at pre-agreed intervals and failure to respond should be cause to raise
the alarm.

VHF/UHF communication should not be used as a primary communication method where it is

known that reception may not be reliable or practicable due to noise. Where communication by
VHF/UHF is difficult, it is recommended that a standby person is positioned on the pump room
top and that a visual and remote communication procedure is put in place.

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Enclosed Space Entry

Before allowing access to the space, the Responsible Officer should ensure that:
✓ A responsible member of the crew is in constant attendance outside the enclosed space,
in the immediate vicinity of the entrance and in direct contact with the Responsible Officer.
✓ Lines of communications have been clearly established and are understood by all
concerned.
The personal protective equipment to be used by people entering the space must be prescribed.
The following items should be considered:
✓ Approved UHF radio.

The agreed ship/shore communication system is operative.

Communication should be maintained in the most efficient way between the Responsible Officer
on duty on the ship and the Terminal Representative.
When telephones are used, the telephone both on board and ashore should be continuously
manned by a person who can immediately contact his respective supervisor. Additionally, the
supervisor should have a facility to override all calls. When radio systems are used, the units
should preferably be portable and carried by the supervisor or a person who can get in touch
with his respective supervisor immediately. Where fixed systems are used, the guidelines for
telephones should apply.

The selected primary and back-up systems of communication should be recorded on the check-
list and necessary information on telephone numbers and/or channels to be used should be
exchanged and recorded.
The telephone and portable radio systems should comply with the appropriate safety
requirements.

Procedures and Precautions

Communications Equipment
➢ Telephone and portable VHF/UHF and radiotelephone systems should comply with the
appropriate safety requirements.

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➢ The provision of adequate means of communication, including a backup system between

ship and shore, is the responsibility of the terminal.
➢ Communication between the Responsible Officer and the Terminal Representative should
be maintained in the most efficient way.
➢ When telephones are used, they should be continuously manned by persons, on board
and ashore, who can immediately contact their superior. Additionally, it should be possible
for that superior to override all calls.
➢ When VHF/UHF systems are used, units should preferably be portable and carried by the
Responsible Officer on duty and the Terminal Representative, or by persons who can
contact their respective superior immediately. Where fixed systems are used, they should
be continuously manned.
➢ The selected system of communication, together with the necessary information on
telephone numbers and/or channels to be used, should be recorded on an
appropriate form. This form should be signed by both ship and shore representatives.

Communications Procedures
To ensure the safe control of operations at all times, it should be the responsibility of both parties
to establish, agree in writing and maintain a reliable communications system.

Before loading or discharging commences, the system should be tested. A secondary standby
system should also be established and agreed.
Allowance should be made for the time required for action in response to signals.
Signals should be agreed for:
✓ Identification of ship, berth and cargo.
✓ Stand by.
✓ Start loading or start discharging.
✓ Slow down.
✓ Stop loading or stop discharging.
✓ Emergency stop.

Any other necessary signals should be agreed and understood.

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When different products or grades are to be handled, their names and descriptions should be
clearly understood by the ship and shore personnel on duty during cargo handling operations.
The use of one VHF/UHF channel by more than one ship/shore combination should be avoided.
Where there are difficulties in verbal communication, these can be overcome by appointing a
person with adequate technical and operational knowledge and a sufficient command of a
language understood by both ship and shore personnel.

Pre-Transfer Exchange of Information

Completion of safe and efficient cargo, ballast and bunkering operations is dependent upon
effective co-operation and co-ordination between all parties involved.
The information that should be exchanged before those operations begin are the following:

Tanker to Terminal

Before transfer operations commence, the Responsible Officer should inform the terminal of the
general arrangement of the cargo, ballast and bunker tanks, and should have available the
information listed below:

Information in Preparation for Loading Cargo and Bunkers:

✓ Details of last cargo carried, method of tank cleaning (if any) and state of the cargo
tanks and lines.
✓ Where the ship has part cargo on board on arrival, grade, volume and tank distribution.
✓ Maximum acceptable loading rates and topping-off rates.
✓ Maximum acceptable pressure at the ship/shore cargo connection during loading.
✓ Cargo quantities acceptable from terminal nominations.
✓ Proposed distribution of nominated cargo and preferred order of loading.
✓ Maximum acceptable cargo temperature (where applicable).
✓ Maximum acceptable True Vapour Pressure (where applicable).
✓ Proposed method of venting.
✓ Quantities and specifications of bunkers required.
✓ Distribution, composition and quantities of ballast together, if relevant, with time

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required for discharge and maximum light freeboard.

✓ Quantity, quality and distribution of slops.
✓ Quality of inert gas (if applicable).
✓ Communication system for loading control, including the signal for emergency stop.

Information in Preparation for Cargo Discharge:

✓ Cargo specifications.
✓ Whether or not the cargo includes toxic components, for example H2S, benzene, lead
additives or mercaptans.
✓ Any other characteristics of the cargo requiring special attention, for example high True
Vapour Pressure (TVP).
✓ Flashpoint (where applicable) of products and their temperatures upon arrival, particularly
when the cargo is non-volatile.
✓ Distribution of cargo on board by grade and quantity.
✓ Quantity and distribution of slops.
✓ Any unaccountable change of ullage in ship’s tanks since loading.
✓ Water dips in cargo tanks (where applicable).
✓ Preferred order of discharge.
✓ Maximum attainable discharge rates and pressures.
✓ Whether tank cleaning, including crude oil washing, is required.
✓ Approximate time of commencement and duration of ballasting into permanent ballast
tanks and cargo tanks.

Terminal to Tanker
The following information should be made available to the Responsible Officer:

Information in Preparation for Loading Cargo and Bunkers:

✓ Cargo specifications and preferred order of loading.
✓ Whether or not the cargo includes toxic components, for example H2S, benzene, lead
additives or mercaptans.
✓ Tank venting requirements.

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✓ Any other characteristics of the cargo requiring attention, for example high True Vapour
Pressure.
✓ Flashpoints (where applicable) of products and their estimated loading temperatures,
particularly when the cargo is non-volatile.
✓ Bunker specifications including H2S content.
✓ Proposed bunker loading rate.
✓ Nominated quantities of cargo to be loaded.
✓ Maximum shore loading rates.
✓ Standby time for normal pump stopping.
✓ Maximum pressure available at the ship/shore cargo connection.
✓ Number and sizes of hoses or arms available and manifold connections required for each
product or grade of the cargo and Vapour Emission Control (VEC) systems, if appropriate.
✓ Limitations on the movement of hoses or arms.
✓ Communication system for loading control, including the signal for emergency stop.
✓ Material Safety Data Sheets for each product to be handled.

Information in Preparation for Cargo Discharge:

✓ Order of discharge of cargo acceptable to terminal.
✓ Nominated quantities of cargo to be discharged.
✓ Maximum acceptable discharge rates.
✓ Maximum pressure acceptable at ship/shore cargo connection.
✓ Any booster pumps that may be on stream.
✓ Number and sizes of hoses or arms available and manifold connections required for each
product or grade of the cargo, and whether or not these arms are common with each
other.
✓ Limitations on the movement of hoses or arms.
✓ Any other limitations at the terminal.
✓ Communication system for discharge control including the signal for emergency stop.

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Agreed Loading Plan

On the basis of the information exchanged, an operational agreement should be made in writing
between the Responsible Officer and the Terminal Representative covering the following, as
appropriate:

✓ Ship’s name, berth, date and time.

✓ Names of ship and shore representatives.
✓ Cargo distribution on arrival and departure.
✓ The following information on each product:
➢ Quantity.
➢ Ship’s tank(s) to be loaded.
➢ Shore tank(s) to be discharged.
➢ Lines to be used ship/shore.
➢ Cargo transfer rate.
➢ Operating pressure.
➢ Maximum allowable pressure.
➢ Temperature limits.
➢ Venting system.
➢ Sampling procedures.
✓ Restrictions necessary because of:
➢ Electrostatic properties.
➢ Use of automatic shutdown valves.

This agreement should include a loading plan indicating the expected timing and
covering the following:

✓ The sequence in which ship’s tanks are to be loaded, taking into account:
➢ Deballasting operations.
➢ Ship and shore tank change over.
➢ Avoidance of contamination of cargo.

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➢ Pipeline clearing for loading.

➢ Other movements or operations that may affect flow rates.
➢ Trim and draught of the tanker.
➢ The need to ensure that permitted stresses will not be exceeded.
➢ The initial and maximum loading rates, topping-off rates and normal stopping
times, having regard to:
➢ The nature of the cargo to be loaded.
➢ The arrangement and capacity of the ship’s cargo lines and gas venting
system.
➢ The maximum allowable pressure and flow rate in the ship/shore hoses or
arms.
➢ Precautions to avoid accumulation of static electricity.
➢ Any other flow control limitations.
➢ The method of tank venting to avoid or reduce gas emissions at deck level,
taking into account:
➢ The True Vapour Pressure of the cargo to be loaded.
➢ The loading rates.
➢ Atmospheric conditions.
➢ Any bunkering or storing operations.
➢ Emergency stop procedure.
Once the loading plan has been agreed, it should be signed by the Responsible Officer and
Terminal Representative.

Agreed Discharge Plan

On the basis of the information exchanged, an operational agreement should be made in writing
between the Responsible Officer and the Terminal Representative covering the following:
✓ Ship’s name, berth, date and time.
✓ Names of ship and shore representatives.
✓ Cargo distribution on arrival and departure.
✓ The following information on each product:
➢ Quantity.

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➢ Shore tank(s) to be filled.

➢ Ship’s tank(s) to be discharged.
➢ Lines to be used ship/shore.
➢ Cargo transfer rate.
➢ Operating pressure.
➢ Maximum allowable pressure.
➢ Temperature limits.
➢ Venting system.
➢ Sampling procedures.
✓ Restrictions necessary because of:
➢ Electrostatic properties.
➢ Use of automatic shutdown valves.

The discharge plan should include details and expected timing of the following:

✓ The sequence in which the ship’s tanks are to be discharged, taking account of:
➢ Ship and shore tank change over.
➢ Avoidance of contamination of cargo.
➢ Pipeline clearing for discharge.
➢ Crude oil washing, if employed, or other tank cleaning.
➢ Other movements or operations which may affect flow rates.
➢ Trim and freeboard of the tanker.
➢ The need to ensure that permitted stresses will not be exceeded.
➢ Ballasting operations.
✓ The initial and maximum discharge rates, having regard to:
➢ The specification of the cargo to be discharged.
➢ The arrangements and capacity of the ship’s cargo lines, shore pipelines and
tanks.
➢ The maximum allowable pressure and flow rate in the ship/shore hoses or arms.
➢ Precautions to avoid accumulation of static electricity.
➢ Any other limitations.

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✓ Bunkering or storing operations.

✓ Emergency stop procedure.
Once the discharge plan has been agreed, it should be signed by the Responsible Officer and the
Terminal Representative.

Source: http://www.axelzone.ro/storage/ttm/_lessons/tankers/isgott2006.pdf

Ship/Shore Communication Prior to the Commencement of Cargo Operation

Preparation for cargo operations

Effective means of communication are to be established between the ship's deck officers and the
cargo terminal which shall remain effective throughout the cargo operation. This communication
link should establish:

➢ An agreed procedure to STOP cargo operations.

➢ Personnel responsible for terminal cargo operations.

➢ The ship's officer responsible for the cargo loading/unloading plan and the officer in charge
responsible for the on deck cargo operation.

➢ Confirmation of information received in advance.

➢ An agreed procedure for the terminal to provide the officer in charge with the loaded
cargo weight, at frequent intervals and at the end of each pour.

➢ An agreed procedure for draught checking.

➢ The reporting of any damage to the ship from the cargo operations.

The ship's officer responsible for the cargo operation plan should submit the proposed
loading/unloading plan to the cargo terminal representative at the earliest opportunity to allow
sufficient time for any subsequent modifications and to enable the terminal to prepare
accordingly. The ship's officers should be familiar with the IMO Ship/Shore Safety Checklist.

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From 1st July 1998, it become mandatory by SOLAS Convention:

1) the plan, and any subsequent amendments thereto, shall be lodged with the appropriate
authority of the port state,

2) the ship's Master and the terminal representative shall ensure that the cargo operations are
conducted in accordance with the agreed plan.

Before Commencing Cargo Operations

The cargo terminal should not commence any cargo operations until the loading/unloading plan
and all relevant procedures have been agreed and the ship's Master has, where necessary,
received a Certificate of Readiness issued by the respective maritime authorities.
Prior to the commencement of cargo loading operations, it should be determined that:

➢ no structural damage exists. Any such damage is to be reported to the respective

classification society and cargo operations are not to be undertaken.

➢ the bilge and ballast systems are in satisfactory working condition.

Absence of effective ship/shore communication:

The lack of effective ship/shore communication may increase the risk of inadvertent overloading
of the ship's structure. It is important that there is an agreed procedure between the ship's officers
and the terminal operators to STOP cargo operations. The communication link established
between the ship and the terminal should be maintained throughout the cargo operation.

Source: http://bulkcarrierguide.com/ship-shore-communication.html

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References

Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.

http://www.axelzone.ro/storage/ttm/_lessons/tankers/isgott2006.pdf

https://puc.overheid.nl/nsi/doc/PUC_1418_14/1/

http://bulkcarrierguide.com/ship-shore-communication.html

https://www.highlandwireless.com/standard-marine-communication-language-phrases/

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Checkpoint

Activity 1. Modified True or False

Write the word “True” if the statement is correct and the correct answer if the given
statement is false.

_______________ 1. Tanker’s radio equipment during cargo or ballast handling operations is

potentially dangerous.
________________2. A communications system should provide links between the pump room,
navigation bridge, engine room and cargo control room.
_______________ 3. The ship must not open its manifold valves or start its pumps until a clear
signal has been received from the shore that the terminal is ready.
_______________ 4. Ship/shore telephones should comply with the requirements for water-
proof construction, except when placed and used in a safe space in the
accommodation.
_______________ 5. On the basis of the information exchanged, an operational agreement
should be made in writing between the Petty Officer and the Terminal
Representative
_______________ 6. A responsible member of the crew is in constant attendance inside the
enclosed space, in the immediate vicinity of the entrance and in direct
contact with the Responsible Officer.
_______________ 7. The ship's Master has, where necessary, received a Certificate of
Proficiency issued by the respective maritime authorities prior to the
commencement of cargo loading operations.
_______________ 8. VHF and UHF equipment during cargo or ballast handling operations is
considered safe. However, it is recommended that the transmission
power be set to high power when used in port operations

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_______________ 9. All communications equipment on board ships, such as telephones, talk-

back systems, signaling lamps, search lights, loud hailers, closed circuit
television cameras, etc. should be certified as electrically safe.
_______________ 10. When VHF/UHF systems are used, units should preferably be fixed and
carried by the Responsible Officer on duty and the Terminal
Representative, or by persons who can contact their respective superior
immediately.

Do this

Activity 2. Completion Type

Fill-in the blanks with the corresponding word/words that will complete the
following statements.

1. The ship's officers should be familiar with the IMO _______________ Checklist.
2. Once the loading plan has been agreed, it should be _______________ by the Responsible
Officer and Terminal Representative.
3. The communication link established between the ship and the terminal should be
_______________ throughout the cargo operation.
4. _______________ means of communication should be established between the cargo control
room, on deck watch standers and shore terminal operators.
5. On the basis of the information exchanged, an operational agreement should be made in
writing between the Responsible Officer and the _______________.
6. Ship/shore telephones should comply with the requirements for explosion-proof construction,
except when placed and used in a _______________ in the accommodation.
7. All communications equipment on board ships should neither be used nor connected or
disconnected when the areas in which they are positioned come within the boundary of a
shore _______________.

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8. The selected primary and back-up systems of communication should be recorded on the
_______________ and necessary information on telephone numbers and/or channels to be
used should be exchanged and recorded.
9. Where there are difficulties in verbal communication, these can be overcome by appointing a
person with adequate _______________ knowledge and a sufficient command of a language
understood by both ship and shore personnel.
10. In Preparation for loading cargo and bunkers, information should be made available to the
Responsible Officer the _______________ (where applicable) of products and their estimated
loading temperatures, particularly when the cargo is non-volatile.

Assessment

Essay Writing

Create a flow chart as a means of depicting the following procedures.

1. Pre-Transfer Exchange of Information between tanker to terminal

2. Pre-Transfer Exchange of Information between terminal to tanker
3. Agreed loading plan
4. Agreed Discharge Plan

Flowchart Rubric
Unacceptable Developing Accomplished Exemplary
Criteria
1 2 3 4
Content Content does not The following The following The following
depict the following procedures are procedures are procedures are
procedures. outlined. present and present, fully
However, the developed with developed, and
specific details relevant details. clearly aligned
need to be
developed further.

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Accurate The path to The path to The path to The path to

depiction of following procedures following following following procedures
selected path fails to match with procedures does procedures shows insight into
the guidelines. not match well matches the the
with the guidelines. guidelines
guidelines.
Layout and There is no evidence Flow chart lacks a Flow chart is Flow chart is well
organization of a planned design logical neatly designed designed,
or organization of and visual flow of and logically Logically organized,
ideas in the flow ideas,is organized. and graphically
chart. Work is not disorganized, and pleasing, and
presentable. is difficult to demonstrates
interpret. attention to detail.
Mechanics The flow chart has a The flow chart The flow chart Flow chart contains
significant number contains several has few or no grammatical
of errors that make errors that detract grammatical errors.
the document from the content. errors.
difficult to read.

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Lesson 4: Tankers and Tanker Operations (Wk15)

Learning Module 4.1: General terms on basic tanker operation (2.0 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage and the
unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Determine the general terms on basic tanker operations.

Overview

Primarily the transportation of bulk liquids began in the year of the late 19th century when
the discovery and expedition of oils began.
At that time, tankers emerged as the main mode of transportation to carry bulk liquids
from the refineries to the global market. On the way, as different energy products emerged,
the need for a different type of tankers came into the real picture.
Presently, a variety of products such as crude oil, finished petroleum products, liquefied
natural Gas, Chemical, Edible oils, wine, juice, molasses are the linchpin of the global shipping
industry. Tankers play a major share of more than 33% of the world’s fleet tonnage.

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Tankers are a very vital cog in the entire global marine cargo operation. Mammoth and
huge, they help ferry bulk loads of commodities and materials across the world which keeps
maintaining continuity in the other industrial and commercial operations.

Discussion

1. Key Concept

Basic terms and its definitions

Petroleum - is an oily mixture of hydrocarbons that can be extracted from layers of rock and
used to produce fuel. The name petroleum covers both naturally occurring unprocessed crude oil
and petroleum products that are made up of refined crude oil. The terms crude oil (UK) and
petroleum (USA) are sometimes used interchangeably.

Methane - a colourless, odourless flammable gas and is the main constituent of natural gas. It
is the simplest member of the alkane series of hydrocarbons. Methane emissions are primarily
associated with crude oil production, transportation and refining operations. Methane is released
as fugitive emissions, vented emissions, from operational upsets, and from fuel combustion.

Spiked Crude - is a crude oil blended with condensate or natural gas liquids. One usually is
butane (which are found on lighters)

Sour Crude Oil - Some crude are naturally high in sulphur. If there is more than 2.5% sulfur
present, they are called 'sour' crudes.

Sweet crude - Crude oil with very little sulphur in it. Excess sulphur has to be removed from
crude at the refinery, a process that costs extra money.

Light Crude- Depending on the field, some crude oils are naturally 'runny' and light. They are
easy to refine, and are highly sought after. These are lower density oils.

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Heavy Crude- Others are very thick, viscous, and heavy. Heavier oils are often found relatively
close to the surface. Any lighter more volatile components that might have been formed have
vaporized and found their way to the surface and disappeared.

Petroleum refining - begins with the separation of crude oil into different fractions through
a process called ‘distillation.’ The fractions are treated further to convert them into a mixture of
marketable products through a large list of methods and processes: reforming, polymerization,
alkylation, cracking and isomerization. These new compound mixtures are separated
afterwards, by using solvent extraction and fractionation. Through the following later stages,
sulphur and other impurities are removed using hydro-treating and dehydration.

Gasoline - The smaller molecule hydrocarbons that are usually a liquid at ambient temperatures
are (smallest molecules to largest) pentane, hexane, heptane, octane, decane, and dodecane.
Pentane is a liquid until the temperature hits 36oC, when it volatises into a gas. Dodecane is a
liquid until temperatures hit just over 215oC. The other liquids turn into a gas at temperatures
between these ranges. When these six liquid hydrocarbons are put into a mixture together, the
mixture is called 'gasoline'. Some of the lighter liquids are chemically 'reformed' to make them
more suitable as a car fuel. A barrel of crude ultimately yields about 45% gasoline product

Naphtha - is a flammable liquid made from distilling petroleum. It looks like gasoline. Naphtha
is used to dilute heavy oil to help move it through pipelines, to make high-octane gas, to make
lighter fluid, and even to clean metal.

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Kerosene - The two heaviest and least volatile components of gasoline, decane and dodecane,
when mixed together are known as 'kerosene'. A specially modified blend of kerosene (avgas) is
used in jet engines.

A barrel of crude ultimately yields about 4.5% kerosene.

Gas Oil or Diesel Oils - The liquids with the largest molecules in a crude are hexadecane and
octadecane. Heavy crudes have little else. These molecules are heated up and further split apart
(with the aid of a catalyst) to make them usable. Hexadecane (C16H34), for example, can be
split into various proportions of octane (C8H18), hexane (C6H12) and a small amount of ethylene
(C2H4).

A barrel of crude ultimately yields about 36.5% fuel oil.

Lubricating Oils - The fraction of the crude that has very many carbon atoms is used as liquid
lubricant.

A barrel of crude ultimately yields about 2% lubricating oil

Grease- The fraction of the crude that has even more carbon atoms is used semi-solid grease.
High paraffin crudes are best for grease production

Paraffin wax- The heaviest molecules in the crude are solids at normal temperatures. Paraffin
wax is used for candles.

Averaged, a barrel of crude ultimately yields about 11.5% grease, paraffin wax, tars,
ethylene, and other miscellaneous products.

Bitumen- a black viscous mixture of hydrocarbons obtained naturally or as a residue from

petroleum distillation. It is used for road surfacing and roofing.

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Vapour Pressure- is a relative measure of the tendency to evaporate (volatility), depends on

the nature of the substance and ambient temperature, and reaches a state of equilibrium (where
no more vapours escape from the substance) in closed spaces.
At normal temperatures, a substance with a high vapour pressure is often referred to as volatile.

If there is an increase in temperature, vapour pressure of any liquid also increases.

Reid Vapour Pressure - (RVP) is a common measure of the volatility of gasoline. It is

defined as the absolute vapor pressure exerted by a liquid at 100 °F (37.8 °C) as determined by
the test method ASTM (American Society for Testing and Materials) -D-323.

True vapour pressure - (TVP) is a common measure of the volatility of petroleum distillate
fuels. It is defined as the equilibrium partial pressure exerted by a volatile organic liquid as a
function of temperature as determined by the test method ASTM D 2879.

Flashpoint - The flash point of a volatile material is the lowest temperature at which it can
vaporise to form an ignitable mixture in air. Measuring a flash point requires an ignition source.
At the flash point, the vapor may cease to burn when the ignition source is removed.

Flammable and combustible liquids - are liquids that can burn. They are classified, or
grouped, as either flammable or combustible by their flashpoints.

Generally speaking, flammable liquids will ignite (catch on fire) and burn easily at
normal working temperatures. Flammable liquids have a flashpoint below 37.8°C (100°F).
Combustible liquids have the ability to burn at temperatures that are usually above working
temperatures. They have a flashpoint at or above 37.8°C (100°F) and below 93.3°C (200°F).

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The Flammability Diagram

Flammable Range

Upper Flammable Limit- UFL/UEL (Upper Explosive Limit) - Highest concentration

(percentage) of a gas or a vapour in air capable of producing a flash of fire in presence of an
ignition source (arc, flame, heat). Concentrations higher than UFL or UEL are "too rich" to burn.

Lower Flammable Limit- LFL/LEL (Lower Explosive Limit)- The lowest concentration
(percentage) of a gas or a vapour in air capable of producing a flash of fire in presence of an
ignition source (arc, flame, heat). At a concentration in air lower than the LEL, gas mixtures are
"too lean" to burn.

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Fire point- The fire point of a fuel is the temperature at which the vapour produced by that
given fuel will continue to burn for at least 5 seconds after ignition by an open flame.

Auto-Ignition Temperature- or kindling point of a substance is the lowest temperature at

which it will spontaneously ignite in normal atmosphere without an external source of ignition,
such as a flame or spark. This temperature is required to supply the activation energy needed for
combustion.

Viscosity- is the fluid’s internal resistance to flow. Low viscosity refers to substances that are
thin, such as water, while high viscosity substances are thick. An example of a high viscosity liquid
is heavy fuel oil.
As the temperature decreases, the liquid’s molecules slow down, drawing the
particles closer together, hence greater bond between them and thus increasing the
internal resistance, increasing its viscosity.

Pour Point- The pour point of a liquid is the temperature at which it becomes semi solid and
loses its flow characteristics. In crude oil, pour point must be kept in mind specially when handling
and storing liquid cargoes. Carrying temperatures of the cargo must be maintained substantially
higher than the pour point in order for smooth cargo operation.

R.O.B (Remain on Board) - the number of residues (liquid or dry) left from previous cargo
operation and is determined by tank inspection prior the loading operation or tank inspection
after the discharging operation. Otherwise called as the un-pumpable. This must be accounted
in order to calculate the actual amount cargo that has been loaded or discharged.

When at the time of Inspection, the vessel is on even keel, and it is evident that similar
readings were taken on each available sounding pipe, ROB can be calculated using the
available Tank Soundings and Ullage tables.
The ship usually ends up discharge operation with trim by the stern, hence remaining
cargo is in the aft region, and it can be measured by the tape.

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In situations where this ullage point is in the center or away from the aft of the tank,
another point, called dipping point is used to measure the remaining cargo. This dipping
point is very close to the aft bulkhead of the tank. Usually another table of
volumes corresponding to the ullage at this location is also provided in the calibration
table.

Classification of Tankers

Based on the above principle, the tanker ships are mainly classified into:
➢ Suezmax
➢ Panamax

➢ Aframax

➢ Very Large Crude Carrier (VLCC)

➢ Handymax

➢ Cape size
➢ Ultra Large Crude Carrier (ULCC)
➢ Handy

ULCCs or Ultra Large Crude Carriers are the biggest oil tanker vessels in operation presently with
DWTs ranging to a maximum of about five-hundred and fifty thousand tonnes.

The second biggest crude and product tanker vessel types in operation are the VLCCs or Very
Large Crude Carriers. These vessels’ variances have a maximum DWT of slightly over three-
hundred thousand tonnes.

Gas tankers are specially built tankers which are used to carry liquefied natural gas (LNG) and
liquefied petroleum gas (LPG).

Operational Procedure

The tanker operation should be well planned and documented carefully before actual execution.
Each and every person present on the tanker and terminal should be familiar with details of plan

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and plan should be modified before execution, after proper consultations and record the changes
formally.

Following are the Shipboard Operations which are executed on tanker ship transportation:
1. Cargo Operations
2. Stability, Stress, Trim and Sloshing Consideration
3. Tank Cleaning
4. Gas Freeing
5. Crude Oil Washing
6. Ballast Operations
7. Cargo Leakage into Double Hull Tanks
8. Cargo Measurement, Ullaging, Dipping and Sampling
9. Transfers Between Vessels

References
Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.

Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.
IMO. (2011). MARPOL Consolidated Edition 2011. London: International Maritime Organization.
https://www.marineinsight.com/types-of-ships/different-types-of-tankers-extensive-
classification-of-tanker-ships/
https://www.marineinsight.com/types-of-ships/what-are-tanker-ships/

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Checkpoint
Activity 1. Enumeration
Write down all the corresponding answers of the following statement being asked.

Give at least five (5) classifications of tankers

1.

2.

3.

4.

5.

List at least five (5) Shipboard Operations of tankers

6.

7.

8.

9.

10.

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Do this

Activity 2. Matching Type

Match the following terms with its descriptors. Write the letter of the correct
answer on space provided before the number.
Column A Column B
Terms Descriptions

____1. Gasoline A. the temperature at which it becomes semi solid and loses its
flow characteristics
____2. Kerosene
B. the lowest temperature at which it can vaporize to form an
ignitable mixture in air
____3. Methane
C. two heaviest and least volatile components of gasoline, decane
____4. Naphtha and dodecane, mixed together
D. an oily mixture of hydrocarbons that can be extracted from
____5. Petroleum layers of rock and used to produce fuel
E. a crude oil blended with condensate or natural gas liquids. One
____6. Fire point
usually is butane (which are found on lighters)
____7. Flash point F. used to dilute heavy oil to help move it through pipelines, to
make high-octane gas, to make lighter fluid, and even to clean
____8. Pour Point metal.
G. a black viscous mixture of hydrocarbons obtained naturally or
____9. Spiked Crude as a residue from petroleum distillation. It is used for road surfacing
and roofing
____10. True vapour pressure
H. a colourless, odourless flammable gas and is the main
constituent of natural gas. It is the simplest member of the alkane
series of hydrocarbons
I. the temperature at which the vapour produced by that given fuel
will continue to burn for at least 5 seconds after ignition by an open
flame.
J. defined as the equilibrium partial pressure exerted by a volatile
organic liquid as a function of temperature as determined by the
test method ASTM D 2879.

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K. the smaller molecule hydrocarbons that are usually a liquid at

ambient temperatures are (smallest molecules to largest) pentane,
hexane, heptane, octane, decane, and dodecane

Assessment

Essay Writing

Discuss the different terms of tanker operation. (Answer should not be less than 50
words in each item).

1. Gas Freeing -

2. Tank Cleaning -

3. Flammable Range -

4. Crude Oil Washing -

5. R.O.B (Remain On Board) -

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Lesson 4: Tankers and Tanker Operations (Wk15)

Learning Module 4.2: Contents and application of the International Safety

Guide for Oil Tankers and Terminals (ISGOTT) (2.0 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage and the
unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions and
shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Describe the contents and application of the International Safety Guide for Oil Tankers
and Terminals (ISGOTT).

Overview

IMO provides the forum for developing and adopting and, thereafter, reviewing and
updating, as may be necessary, the world-wide regulatory framework within which shipping
operates. In the years since the adoption by IMO of the SOLAS and MARPOL Conventions,
the safety and security record and the environmental performance of the tanker industry has
improved considerably. Such an improvement, however, cannot be brought about by
regulation alone; it is also testimony to the good practices adopted and constantly refined by

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industry, and the dedication to safety and environmental protection of the people it employs.
This commitment to continuous improvement, a concept embraced by the IMO International
Safety Management (ISM) Code, is demonstrated by the industry’s efforts to keep the
International Safety Guide for Oil Tankers and Terminals – or ISGOTT, as it is widely known
within the tanker industry

Discussion

1. Key Concept

Contents of ISGOTT 2006 Fifth Edition are as follows:

FOREWORD
INTRODUCTION TO THE FIFTH EDITION
PURPOSE AND SCOPE
BIBLIOGRAPHY
DEFINITIONS

PART 1: GENERAL INFORMATION

CHAPTER 1 BASIC PROPERTIES OF PETROLEUM

1.1 Vapour Pressure
1.2 Flammability
1.3 Density of Hydrocarbon Gases

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CHAPTER 2 HAZARDS OF PETROLEUM

2.1 Flammability
2.2 Density
2.3 Toxicity
2.4 Gas Measurement
2.5 Hydrocarbon Gas Evolution and Dispersion
2.6 Pyrophoric Iron Sulphide
2.7 The Hazards Associated with the Handling, Storage and Carriage of Residual Fuel Oils

CHAPTER 3 STATIC ELECTRICITY

3.1 Principles of Electrostatics
3.2 General Precautions Against Electrostatic Hazards
3.3 Other Sources of Electrostatic Hazards

CHAPTER 4 GENERAL HAZARDS FOR SHIP AND TERMINAL

4.1 General Principles
4.2 Control of Potential Ignition Sources
4.3 Portable Electrical Equipment
4.4 Management of Electrical Equipment and Installations in Dangerous Areas
4.5 Use of Tools
4.6 Equipment Made of Aluminum
4.7 Cathodic Protection Anodes in Cargo Tanks
4.8 Communications Equipment
4.9 Spontaneous Combustion
4.10 Auto-Ignition
4.11 Asbestos

CHAPTER 5 FIRE-FIGHTING
5.1 Theory of Fire-Fighting
5.2 Types of Fire and Appropriate Extinguishing Agents

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CHAPTER 6 SECURITY
6.1 General
6.2 Security Assessments
6.3 Responsibilities Under the ISPS Code
6.4 Security Plans

PART 2: TANKER INFORMATION

CHAPTER 7 SHIPBOARD SYSTEMS

7.1 Fixed Inert Gas Systems
7.2 Venting Systems
7.3 Cargo and Ballast Systems
7.4 Power and Propulsion Systems
7.5 Vapour Emission Control (VEC) Systems
7.6 Stern Loading and Discharging Arrangements

CHAPTER 8 SHIP’S EQUIPMENT

8.1 Shipboard Fire-Fighting Equipment
8.2 Gas Testing Equipment
8.3 Lifting Equipment

CHAPTER 9 MANAGEMENT OF SAFETY AND EMERGENCIES

9.1 The International Safety Management (ISM) Code
9.2 Safety Management Systems
9.3 Permit to Work Systems
9.4 Hot Work
9.5 Welding and Burning Equipment
9.6 Other Hazardous Tasks
9.7 Management of Contractors
9.8 Repairs at a Facility Other Than a Shipyard

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9.9 Shipboard Emergency Management

CHAPTER 10 ENCLOSED SPACES

10.1 Definition and General Caution
10.2 Hazards of Enclosed Spaces
10.3 Atmosphere Tests Prior to Entry
10.4 Control of Entry into Enclosed Spaces
10.5 Safeguards for Enclosed Space Entry
10.6 Emergency Procedures
10.7 Entry into Enclosed Spaces with Atmospheres Known or
Suspected to be Unsafe for Entry
10.8 Respiratory Protective Equipment
10.9 Work in Enclosed Spaces
10.10 Pump room Entry Precautions
10.11 Pump room Operational Precautions

CHAPTER 11 SHIPBOARD OPERATIONS

11.1 Cargo Operations
11.2 Stability, Stress, Trim and Sloshing Considerations
11.3 Tank Cleaning
11.4 Gas Freeing
11.5 Crude Oil Washing
11.6 Ballast Operations
11.7 Cargo Leakage into Double Hull Tanks
11.8 Cargo Measurement, Ullaging, Dipping and Sampling
11.9 Transfers Between Vessels

CHAPTER 12 CARRIAGE AND STORAGE OF HAZARDOUS MATERIALS

12.1 Liquefied Gases
12.2 Ship’s Stores
12.3 Cargo and Bunker Samples

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12.4 Other Materials

12.5 Packaged Cargoes

CHAPTER 13 HUMAN ELEMENT CONSIDERATIONS

13.1 Manning Levels
13.2 Training and Experience
13.3 Hours of Rest
13.4 Drug and Alcohol Policy
13.5 Drug Trafficking
13.6 Employment Practices

CHAPTER 14 SPECIAL SHIP TYPES

14.1 Combination Carriers
14.2 LPG Carriers Carrying Petroleum Products

PART 3: TERMINAL INFORMATION

CHAPTER 15 TERMINAL MANAGEMENT AND ORGANISATION

15.1 Compliance
15.2 Hazard Identification and Risk Management
15.3 Operating Manual
15.4 Terminal Information and Port Regulations
15.5 Supervision and Control
15.6 Ship and Berth Compatibility
15.7 Documentation

CHAPTER 16 TERMINAL OPERATIONS

16.1 Pre-Arrival Communications
16.2 Mooring
16.3 Limiting Conditions for Operations

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16.4 Ship/Shore Access

16.5 Double Banking
16.6 Over the Tide Cargo Operations
16.7 Operations Where the Ship is not Always Afloat
16.8 Generation of Pressure Surges in Pipelines
16.9 Assessment of Pressure Surges
16.10 Reduction of Pressure Surge Hazard
16.11 Pipeline Flow Control as a Static Precaution

CHAPTER 17 TERMINAL SYSTEMS AND EQUIPMENT

17.1 Electrical Equipment
17.2 Fendering
17.3 Lifting Equipment
17.4 Lighting
17.5 Ship/Shore Electrical Isolation
17.6 Earthing and Bonding Practice in the Terminal

CHAPTER 18 CARGO TRANSFER EQUIPMENT

18.1 Metal Cargo Arms
18.2 Cargo Hoses

CHAPTER 19 SAFETY AND FIRE PROTECTION

19.1 Safety
19.2 Marine Terminal Fire Protection
19.3 Alarm and Signalling Systems
19.4 Detection and Alarm Systems at Terminals Handling Crude Oil and Petroleum Products
19.5 Fire-Fighting Equipment
19.6 Water-Borne Fire-Fighting Equipment
19.7 Protective Clothing
19.8 Access for Fire-Fighting Services

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CHAPTER 20 EMERGENCY PREPAREDNESS

20.1 Overview
20.2 Terminal Emergency Planning – Plan Components and Procedures
20.3 Definition and Hierarchy of Emergencies
20.4 Emergency Response Plan
20.5 Emergency Removal of Tanker from Berth

CHAPTER 21 EMERGENCY EVACUATION

21.1 General
21.2 Evacuation and Personnel Escape Routes
21.3 Survival Craft
21.4 Training and Drills

PART 4: MANAGEMENT OF THE TANKER AND TERMINAL INTERFACE

CHAPTER 22 COMMUNICATIONS
22.1 Procedures and Precautions
22.2 Pre-Arrival Exchange of Information
22.3 Pre-Berthing Exchange of Information
22.4 Pre-Transfer Exchange of Information
22.5 Agreed Loading Plan
22.6 Agreed Discharge Plan
22.7 Agreement to Carry Out Repairs

CHAPTER 23 MOORING
23.1 Personnel Safety
23.2 Security of Moorings
23.3 Preparations for Arrival
23.4 Mooring at Jetty Berths
23.5 Berthing at Buoy Moorings

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CHAPTER 24 PRECAUTIONS ON SHIP AND TERMINAL DURING CARGO

HANDLING
24.1 External Openings in Superstructures
24.2 Central Air Conditioning and Ventilation Systems
24.3 Openings in Cargo Tanks
24.4 Inspection of Ship’s Cargo Tanks Before Loading
24.5 Segregated Ballast Tank Lids
24.6 Ship and Shore Cargo Connections
24.7 Accidental Oil Spillage and Leakage
24.8 Fire-Fighting Equipment
24.9 Proximity to Other Vessels
24.10 Notices
24.11 Manning Requirements
24.12 Control of Naked Flames and Other Potential Ignition Sources
24.13 Control of Vehicles and Other Equipment
24.14 Helicopter Operations

CHAPTER 25 BUNKERING OPERATIONS

25.1 General
25.2 Bunkering Procedures
25.3 The Bunkering Operation
25.4 The Bunkering Safety Check-List

CHAPTER 26 SAFETY MANAGEMENT

26.1 Climatic Conditions
26.2 Personnel Safety
26.3 The Ship/Shore Safety Check-List
26.4 Guidelines for Completing the Ship/Shore Safety Check-List
26.5 Emergency Actions
INDEX

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Application of the International Safety Guide for Oil Tankers and Terminals
(ISGOTT)

✓ This guide makes recommendations for tanker and terminal personnel on the safe
carriage and handling of crude oil and petroleum products on tankers and at terminals.
✓ The purpose of the guide is to provide operational advice to assist personnel directly
involved in tanker and terminal operations.
✓ It does provide guidance and examples of how certain aspects of tanker and terminal
operations may be managed. Effective management of risk demands processes and
controls that can quickly adapt to change.
✓ The guidance given is, in many cases, intentionally non prescriptive and alternative
procedures may be adopted by some operators in the management of their operations.
These alternative procedures may exceed the recommendations contained in this guide.
Where an operator has adopted alternative procedures, they should follow a risk based
management process that must incorporate systems for identifying and assessing the
risks and for demonstrating how they are managed. For shipboard operations, this
course of action must satisfy the requirements of the ISM Code.
✓ It should be borne in mind that, in all cases, the advice in the guide is subject to any
local or national terminal regulations that may be applicable, and those concerned
should ensure that they are aware of any such requirements.

The Guide is divided into four sections:

• General Information

• Tanker Information

• Terminal Information

• Management Of The Tanker And Terminal Interface

This 5th and Latest Edition has 26 chapters with updated and useful list of definitions.

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General Precautions on Tanker:

SMOKING- is prohibited on the tank deck or any other

place where petroleum gas may be encountered. Smoking
should be permitted only at times and in places specified by
the master. The designated smoking places on a tanker or
on shore should be agreed in writing between the
responsible officer and the terminal representative before
operations start.

MATCHES- Safety matches should be provided only in

approved smoking locations and should not be taken
outside nor should be carried on deck and on terminals.
The use of all mechanical lighters and portable lighters with
electrical ignition sources are prohibited onboard tankers.

NAKED LIGHTS- must be prohibited on the tank deck and

in any other place where there is a risk that petroleum gas
may be present.

GALLEY- The use of galley stoves and other cooking appliances that employ naked flames
should be prohibited while a tanker is at petroleum berth.
It is essential that galley personnel are instructed in the safe operation of galley equipment.
Unauthorized and inexperienced persons should not be allowed to use such facilities.
The use of portable stoves and cooking appliances onboard ship should be controlled and, when
in port, their use should be prohibited.

ELECTRICAL EQUIPMENT- All portable electrical equipment, including lamps, should be

approved by a competent authority and must be carefully examined for possible defects before
being used.

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Any other electrical or electronic equipment of non-approved type, whether mains or battery
powered, must not be active, switched on or used within hazardous areas. This includes, but
should not be limited to, radios, calculators, photographic equipment, laptop computers,
handheld computers and any other portable equipment that is electrically powered but not
approved for operation in hazardous areas

USE OF TOOLS
The use of hand tools such as chipping hammers
and scrapers for steel preparation and
maintenance may be permitted without a Hot
Work Permit. Their use must be restricted to the
actual deck areas and fittings not connected to
the cargo system.

ENCLOSED SPACE ENTRY

✓ Risk assessment should be carried out

✓ The Enclosed Space Entry Permit, or other
enabling document, should be sighted and
completed by the person entering the space,
prior to entry.
✓ Atmosphere tests prior to entry into the
space
✓ Effective ventilation will be maintained
continuously while the enclosed space is
occupied.
✓ PPEs and Safety Equipment effective and
functional
✓ Lines of communication clearly established.

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Emergency rescue equipment and procedures on

standby.

A pump room contains the largest concentration of

cargo pipelines of any space within the ship and
leakage of a volatile product from any part of this
system could lead to the rapid generation of a
flammable or toxic atmosphere. The pump room
may also contain a number of potential ignition
sources unless formal, structured maintenance,
inspection and monitoring procedures are strictly
followed.

Information Exchanged Between the Ship and Terminal Prior Arrival:

Tanker to Terminal (at least 24 hours in advance)

✓ Name and call sign of vessel.

✓ Country of registration.
✓ Overall length and beam of vessel and draught on arrival.
✓ Estimated time of arrival at designated arrival point, for example, pilot station or fairway
buoy.
✓ Ship’s displacement on arrival. If loaded, type of cargo and disposition.
✓ Maximum draught expected during and upon completion of cargo handling.

If fitted with an inert gas system, confirmation that the ship’s tanks are in an inert condition and
that the system is fully operational.

✓ Any requirement for tank cleaning and/or gas freeing.

✓ Any defects that could adversely affect safe operations or delay commencement of cargo
handling.

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✓ Whether crude oil washing is to be employed and, if so, confirmation that the prearrival
checklist has been satisfactorily completed
✓ Ship’s manifold details, including type, size, number, distance between centres of
connections to be presented.
✓ Also products to be handled at each manifold, numbered from forward.
✓ Advance information on proposed cargo handling operations, including grades, sequence,
quantities and any rate restrictions.
✓ Information, as required, on quantity and nature of slops and dirty ballast and of any
contamination by chemical additives. Such information must include identification of any
toxic components, such as H2S.
✓ Quantities and specifications of bunkers required, if applicable.
✓ Security Information.

Terminal to Tanker

✓ Depth of water at chart datum and range of salinity that can be expected at the berth.
✓ Maximum draft and maximum air draft.
✓ Availability of tugs and mooring craft together with any terminal requirements on their
usage.
✓ Details of any shore moorings that will be provided.
✓ Which side to be moored alongside.
✓ Number and size of hose connections/manifolds.
✓ Whether Vapour Emission Control System is in use.
✓ Inert gas requirements for cargo measurement.
✓ Closed loading requirements.
✓ For jetty berths, arrangement of gangway landing space or availability of terminal access
equipment.
✓ Advance information on proposed cargo specification, handling operations or changes in
existing plans for cargo operations.

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✓ Any restriction on crude oil washing procedures, tank cleaning and gas freeing, if
applicable.
✓ Advice on environmental and displacement restrictions applicable to the berth.
✓ Facilities for the reception of slops, oily ballast residues and garbage.
✓ Security levels in effect within the port
✓ Must Include the agreed ship/shore communication system and is should be operative
✓ Both the ship’s and terminal’s firefighting equipment is positioned and ready for immediate
use
✓ Emergency procedures in case of fire and other emergencies
✓ Emergency evacuation.
✓ The ship must be ready to move under its own power on short notice in case of
emergencies.
✓ An agreement should come in writing if any necessary works and repairs that the vessel
should undergo while alongside that would immobilize her.
✓ The prepared loading/discharging plan were agreed by both sides.
✓ The safety measures against pollution and actions to be taken in case of accidents.
✓ Before Starting the Cargo Transfer, the responsible officer and the terminal representative
must formally agree that they are ready to do so safely
Inert Gas

• Whilst at port, tanks should be maintained in an inert condition throughout all

operations except when entry to tanks for inspection or repair is necessary; operations
such as:
✓ Inerting empty cargo tanks
✓ Supplying inert gas during cargo discharging, deballasting, crude oil washing
and tank cleaning
✓ Purging tanks prior to gas-freeing
✓ Topping-up the pressure when necessary during a voyage
• Inert gas supply should have an oxygen content not exceeding 5% by volume

• and the oxygen content of cargo tanks should not exceed 8% by volume

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• In the event of a failure of the inert gas system, discharge of cargo or ballast or
tank cleaning should be stopped, to prevent air being drawn into the tanks, and
operations should only be resumed when a supply of inert gas has been restored

References
Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection).
First edition. Cebu, Philippines: Jjack Wisdom Publishing.
Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.
http://www.axelzone.ro/storage/ttm/_lessons/tankers/isgott2006.pdf
https://marinegyaan.com/what-are-content-and-chapters-of-isgott/

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Checkpoint

Activity 1. Enumeration

Write down all the corresponding answers of the following statement being asked.

Name the four (4) parts of the content of ISGOTT

1.

2.

3.

4.

Write at least six (6) chapters of general information on the content of ISGOTT

5.

6.

7.

8.

9.

10.

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Do this
Activity 2. Matching Type
Match the following terms with its descriptors. Write the letter of the correct
answer on space provided before the number.
Column A Column B
Terms Descriptions

____1. Tools A. this should be done on the tank prior to gas-freeing

B. the supply should have an oxygen content not exceeding 5%
____2. Galley
by volume

____3. ISGOTT C. it should be permitted only at times and in places specified

by the master
____4. Matches D. this should be approved by a competent authority and must
be carefully examined for possible defects
____5. Smoking
E. their use must be restricted to the actual deck areas and
fittings not connected to the cargo system.
____6. Inert gas
F. a permit, or other enabling document, should be sighted and
____7. Pump room completed by the person entering the space prior to entry
G. this must be prohibited on the tank deck and in any other
____8. Naked lights place where there is a risk that petroleum gas may be present

____9. Electrical equipment H. it should be provided only in approved smoking locations and
should not be taken outside nor should be carried on deck and
____10. Enclosed space entry on terminals
I. an area wherein the use of cooking appliances that employ
naked flames should be prohibited while a tanker is at
petroleum berth.
J. it makes recommendations for tanker and terminal personnel
on the safe carriage and handling of crude oil and petroleum
products on tankers and at terminals.
K. this contains the largest concentration of cargo pipelines of
any space within the ship and leakage of a volatile product from

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any part of this system could lead to the rapid generation of a

flammable or toxic atmosphere

Assessment

Essay Writing

Discuss the application of International Safety Guide for Oil Tankers and Terminals
(ISGOTT) (Answer should not be less than 50 words).

Rubric for Essay Writing

Developmen
Score Content Organization Use of Language
t
Answer is Clear sense of Develops each Uses technical
appropriate order. Begins point with may or scientific terminology
to the question. with a thesis specific appropriately and
4 Content is or topic sentence. details. correctly.
factually Supporting Answers No major
correct. points are question grammatical or
presented in a completely spelling errors.
logical progression.
Answer is May lack a Each point Accurate word choice.
appropriate Thesis sentence, Supported with No more than 2 major
to the question. but points are some details and errors and a few minor
3 Content may presented in a evidence. errors.
have one or logical All important
two factual progression. Points included.
errors.
Content relates Logic of argument Sparse details or Ordinary word choice;
peripherally is minimally evidence. use of scientific
to the question; perceivable. Question only Terminology avoided.
2 contains Points Partially answered. serious errors
significant factual presented in a (but they don’t impair
errors. seemingly random communication).
fashion, but all Ordinary word
support argument.

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Content Lacks clear Statements are Limited

unrelated to organizational Unsupported by vocabulary;
question. plan. Reader any detail or errors impair
1 is confused. explanation. communication.
Repetitious,
incoherent,
illogical
development.

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Lesson 4: Tankers and Tanker Operations (Wk16)

Learning Module 4.3: Oil Tanker Piping system and Pumping Arrangements
(2.0 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage and the
unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Identify and explain the Oil Tanker Piping system and Pumping Arrangements.

Overview

Tankers are specialized vessels that include crude oil, product, chemical, LNG, and other
tanker types. Tankers spend considerable time in ballast given the typical one -way nature of
the underlying trades. Tankers are self-discharging and most are equipped with a series of
pumps that allow for a fast turnaround in port. When carrying certain oil types, many tankers
will be asked to heat the cargo (using the ship’s heating coils) to reduce the cargo’s viscosity.
World trade relies on tankers. There are different categories of oil tankers—a crude tanker is

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used for transporting bulk volume of unrefined crude oil from the oil extraction facilities to
the refineries. The movement and storage of crude oil in large volume requires the largest
sized tankers.

Discussion

1. Key Concept

Tanker Piping and Pumping Arrangements

Main Types of Tanker Vessels

✓ Oil Tanker – tanker for the carriage of crude-oil

✓ Shuttle Tanker - tanker ship for the carriage of crude-oil directly from the offshore oil
fields to terminals or refineries.
✓ Product Tanker - tanker for the carriage of refined products derived from crude oil
(gasoline, Diesel oil, jet fuel) from the refineries.
✓ Chemical (Parcel Tanker) - tanker for the carriage of chemical products in bulk.
✓ Liquefied Gas Tanker (LPG and LNG) – tanker for the carriage of condensed gases

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Tanker Arrangement Terminology

Cargo Tanks

A tank intended primarily for the carriage of liquids or gases (including appurtenances,
reinforcements, fittings, and closures).

Pump-room

A room in which any pumps used for loading, discharging or transferring oil cargoes are
located.

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Segregated Ballast Tanks

Ballast water tank in a tanker which is

completely separated from oil cargoes and
fuel oil system and is permanently allocated
to the carriage of ballast; this arrangement
reduces the risk of pollution when
deballasting; commonly abbreviated as SBT.

Slop Tanks

A tank specifically designated for the collection of tank

draining, tanks washings and other oily mixtures

Cofferdams

✓ A void or empty compartment is provided between the tanks to prevent two different
liquids from mixing with each other.
✓ The cofferdam is provided with manholes for entry and inspection
✓ It is also provided with sounding pipe to check leakage from any of the subordinate
tanks
✓ It is always maintained dry to detect an early leak.

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Peak tanks

After peak tanks – The compartment or tank in the narrow part of the stern, aft of the last
water-tight bulkhead
Fore peak tanks – The large compartment or tank, at the bow in the lower part of the ship.

Deep tanks

A deep compartment usually extending

from tank top to lower deck.

Accommodation
Safe space wherein crew members stay for resting,
eating and other indoor related works.

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Ventilators leading to accommodation and machinery spaces

➢ Due to the property of petroleum cargo to give off fumes, it is vital that vents leading to
accommodation and machinery spaces are designed to prevent the volatile cargo
vapours from entering these spaces.
➢ A tanker accommodation and machinery spaces contain equipment that is not suitable
for use in flammable atmospheres. It is therefore important that volatile cargo vapours
are kept out of these spaces.
➢ During loading, unloading, gas freeing, tank cleaning and purging operations, all
external doors, ports and similar openings on the tanker should be closed.
➢ On tankers with air conditioning units, it is essential that the accommodation is kept
under positive pressure to prevent the entry of cargo vapours.

Cargo Piping Systems

There are three basic types of pipeline systems:

1. Direct system
2. Ring main system
3. Free flow system

Each system has their uses and is designed to fulfill a need in a particular type of vessel.

1. Direct system

For Crude Carriers where separation of oil grades is not so important

➢ This is the simplest type of pipeline system which uses fewer valves than the others.

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➢ It takes oil directly from the tank to the pump and so reduces friction. This has an affect
of increasing the rate of discharge, at the same time improving the tank suction.
➢ One pump is assigned to each section by a main pipeline, which in turn is connected to
tanks by tailpipes and gate valves.
➢ The main pipelines are interconnected through cross-over sluice valves.
➢ It is cheaper to install and maintain
➢ However, the layout is not as versatile as a ring main system and problems in the event
of faulty valves or leaking pipelines could prove more difficult to circumvent.
➢ Also, the washing is more difficult since there is no circular system and the washings
must be flushed into the tanks

2. Ring main system

For Product tankers where segregation of cargo is required.

➢ It is if circular or square layout with separate suction tail pipes tapped off to each tank
and controlled by a gate valve. By opening the appropriate gate valve, each tank in turn
can be emptied by the main pumps.
➢ When loading, the main pumps are bypassed and the ring pipeline becomes a gravity
flow line so that tanks can be loaded by opening the appropriate gate valve.
➢ This system is expensive as more valves & piping is required for its construction.
➢ This layout also gives much more combinations & segregation's within cargo tanks.

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3. Free flow system

➢ Avoids the use of extensive pipelines, but has the disadvantage that the tanks can only
be emptied simultaneously or in a fixed sequence.

➢ Oil reaches the pump through a suction tail pipe in the after tank and from the
remaining tanks through valves in the transverse bulkheads between the tanks.

Sometimes the free flow and the direct system are combined so that the direct system is used
for port and starboard wing tanks and free-flow for the centre tanks.

Vessels with pump room VS vessels with individual deep well pumps

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References

IMO. (2018). International Maritime Solid Bulk Cargoes code: Incorporating amendment 04-

Pump room vs. Deep well Pumps

Cargo Pumps
All common types of pumps use a source of energy to move a liquid through a confined space.
Liquids that are highly viscous or flammable need special equipment to be transferred quickly
and safely.

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The pumps used on board are broadly classified into two types:

1. Positive Displacement
✓ Reciprocating Pump
✓ Screw pump
✓ Gear pump
✓ Piston pump
✓ Ram type pump
✓ Vane pump

2. Dynamic Pressure or Roto-Dynamic Pump

✓ Centrifugal pumps

✓ Axial flow pumps

✓ Submersible pump
✓ Centrifugal-axial (mixed) pump.

Centrifugal Pump
Initially on modern tankers the main cargo pumps
were of the centrifugal type, either geared turbine
or motor driven, and had a very high pumping
capacity, those on the large tankers being capable
of discharging say 3500 m3 /hour.

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How it works:
• A centrifugal pump converts rotational energy, often from a motor, to energy in a moving
fluid. A portion of the energy goes into kinetic energy of the fluid.

1. Fluid enters axially through eye of the casing (suction side)

2. Is caught up in the impeller blades, and is whirled tangentially and radially outward until
it leaves through all circumferential parts of the impeller into the diffuser part (volute
chamber) of the pump casing.

3. The fluid gains both velocity and pressure while passing through the impeller. The
doughnut-shaped diffuser, or scroll, section of the casing decelerates the flow and further
increases the pressure (pressure side).

Centrifugal Pump
Priming
➢ Most centrifugal pumps are not self-priming (the pump casing must be filled with liquid
before the pump is started, or the pump will not be able to function)
➢ To ensure that a remains primed most centrifugal pumps are located below the level of
the source from which the pump is to take its suction.
➢ The same effect can be gained by supplying liquid to the pump suction under pressure

These are some difficulties faced in centrifugal pumps:

1. Cavitations— occurs when the pump suction is under a low-pressure/high-vacuum
condition where the liquid turns into a vapor at the eye of the pump impeller.

2. Wear of the impeller—can be worsened by suspended solids

3. Corrosion inside the pump caused by the fluid properties

4. Overheating due to low flow

5. Leakage along rotating shaft

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6. Lack of prime—centrifugal pumps must be filled (with the fluid to be pumped) in order
to operate

7. Surge – sudden increase of pressure

Positive-displacement Pumps
➢ This class of pump differs from the centrifugal class by several important factors:
➢ Generally self-priming
➢ Require the fitting of a safety valve to limit maximum pressure- this pump cannot be
started against a shut discharge valve.
➢ Positive displacement pumps can handle high differential pressures
➢ More suited to low to medium flow rates
➢ May operate with higher viscosity fluids then centrifugal types

Positive-displacement Pumps - Reciprocating Pump

General Characteristics

➢ Move water or other liquids by a plunger or

piston that travels back and forth inside a cylinder.
➢ Often used for small capacities
➢ Can pump foaming liquids and high viscosity liquids.
➢ The flow rate can be easily changed by adjusting
the RPM of the driver.
➢ Pumps ideally will produce any head
as per setting
➢ Self priming.

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Positive-displacement Pumps - Screw Pump

General Characteristics
➢ Use one or several screws to move fluids
or solids along the screw(s) axis. In its simplest
form, a single screw rotates in a cylindrical
cavity, thereby moving the material along
the screw's spindle.
➢ As the screw(s) rotate in opposite directions,
the pumped liquid moves along the screws'
spindles.
➢ The pumped fluid is moving axially without
turbulence which eliminates foaming that would
otherwise occur in viscous fluids.
➢ They are also able to pump fluids of higher
viscosity without losing flow rate.

Cargo Stripping
➢ The strategy employed in completing the discharge of cargo will determine, to a large
degree, the impression the charterer and the facility will have of the ship's performance.
➢ A carefully planned and competently completed tank stripping (draining), operation will
ensure a minimum discharge time and maximum cargo outturn.
➢ A full knowledge of the characteristics of the cargo and the capabilities of the ship's
pumping systems are essential to achieve maximum outturn with minimum time in
berth.

Stripping methods:

1. Eductor
2. Stripping Pump
3. JSS (Jet Stripping System)
4. AUS (Automatic Unloading System)

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5. PRIMAVAC System (Vacuum System)

Eductors
Usage and application
The eductor is used for recovering and stripping
the washing oil during Crude Oil Washing (COW)
in addition to the stripping of tanks, lines and
pumps. Drive oil is delivered by the
Cargo Oil Pump (COP) and the eductor is operated.

Eductors
Operating principles
➢ If pressurized liquid is the pump through a
nozzle (Input), the suction side of the eductor
is at low pressure and draws the liquid.
➢ The liquid has high velocity and low pressure at
the throat, as a result of which the suction
action is further enhanced.
➢ In the diffuser, the velocity gradually
decreases, the pressure increases and
extraction takes place.
➢ • The eductor consists of a structure with a
flared shape assembled with a nozzle through
which the liquid is injected.
Stripping pump
1. This is a reciprocating pump (piston pump) that adequately copes with small gas
inclusions. It is the most popular pump used for stripping tanks and also for stripping
the final line.

2. The capacity of the pump is about 200 m3 /h to 300 m3 /h.

3. It is used for final discharging of oil using small-diameter pipelines to manifold.

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4. It is used for stripping tanks when the ship is underway, but when a large amount of
gas is included in the suction line, recovery oil is necessary to restore the original
condition.

References
Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.
Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.

http://shipsbusiness.com/tanker.html

https://www.marineinsight.com/search/?q=oil+tanker+piping+arrangement

Checkpoint
Activity 1. Enumeration

Give the answer to the following statement being asked:

A. Main Types of Tanker Vessels:
1.

2.

3.

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4.

5.

B. Three basic types of pipeline systems:

6.

7.

8.

C. Two types of pumps on board:

9.

10.

Do this

Activity 2. Refer to Seam 4 Book of Exercises (BOE) Exercise No. 13

Cargo Handling Simulator Layout Familiarization in Cargo
Control Room

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Assessment

Draw a simple tanker piping system and label the following parts. Choose any of the
3 piping systems.

1. Manifold valves
2. Deck lines
3. Drop lines
4. Stripping lines
5. Crossovers
6. Bypasses
7. Master valves
8. Tank suction valves
9. Sea suction valves

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Rubric for Drawings

Advanced Proficient Average Below Basic

20 pts 15 pts 10 pts 5 pts

Overall
Appearance The overall The overall The overall The overall
appearance is appearance was appearance appearance lacks
created with a lot created and covers the effort.
of thought. thought out. subject matter

Handwriting
The size and The size and The size and The size and
formation of the formation of the formation of the formation of the
handwriting makes handwriting handwriting handwriting
it very easy to makes it easy to makes it makes it hard to
read. read. somewhat easy read.
to read.

Information
The drawing is The drawing has The drawing has The drawing does
labelled properly most of the some of the not have labelling
with all the labels labelling done labelling done. done.
properly.

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Lesson 4: Tankers and Tanker Operations (Wk16)

Learning Module 4.4: Oil Tanker Operations and Related Pollution-prevention
Regulations (2.0 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C2: A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Determine the Oil Tanker Operations and Related Pollution-prevention

Regulations

Overview

Crude oil is transported from the oilfields to refineries and petroleum and fuel oil from
refineries to distribution centers and bunkering ports so that there is a worldwide demand for
tanker movement. Daily operation of all tanker types such as small product tankers to a large
VLCC tanker involves numerous complexities.

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Any misuse of fuel oil can lead to major claims and jeopardize the safety of the ship. The
purpose of this article is to provide masters, ships’ officers and shore superintendents with a
basic understanding of the use of, and precautions to be taken when using fuel oils onboard
ship. The International Safety Guide for Oil Tankers and Terminals (ISGOTT) makes
recommendations for the safe carriage and handling of petroleum cargoes, which is seen as
a fundamental part of overall Tanker Safety

Discussion

Key Concept

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Planning for Cargo Oil Operations

Prior to commencement of any cargo oil operation the Chief Officer shall prepare a detailed plan
& the same to be approved by Master.

The Cargo oil operations plan shall be prepared in writing, and posted conspicuously in the
Cargo Control Room. It shall be made available to all officers and crew directly involved in the
cargo oil transfer operations. The plan shall include at least the following operations:

1. Loading, Dischar
2. ging and Transfer of cargo oil,
3. Crude Oil Washing,
4. Tank cleaning, Purging and / or Gas-freeing,
5. Ballasting and De-ballasting,
6. Decanting of the slop tank, and
7. Delivery of Slops, Sludge and Cargo Residues to shore facility.

Pre-safety meeting

The Chief Officer shall conduct “Pre cargo operation safety meeting” with all concerned. The plan
shall be read out to the attending crew the duty officers involved to ensure good understanding
by all such personnel, the following shall be addressed, as a minimum:

1. Special features and characteristics of the cargo, addressing any precautions to be

observed. i.e. high H2S content, high viscosity, high vapor pressure, initial monitoring of
loaded heated cargo temperatures, etc.
2. Procedures and arrangements for starting and stopping loading or discharging operations,
crude oil washing, and ballast operations.
3. Communication between the cargo control room, pump room and on-deck.

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4. Monitoring requirements for the Maximum Allowable Loading Rates, topping off rates /
Discharging Rates (grade-wise)
5. Monitoring and maintaining the maximum allowable manifold pressure during discharge
operations.
6. Special conditions at the loading/discharging terminal (eg moorings, draft and trim limits,
monitoring manifold movement restrictions including height limitations, river and tidal
currents, etc.
7. Specific duties distribution for Junior Officers and crew.
8. Procedures for emergency situations and communication.

Ballast Water and Ballast Tanks

➢ Ballast Water- is the sea water taken into the ballast tanks of the ship to maintain ship's
stability
➢ Segregated ballast- The ballast water introduced into a tank which is completely
separated from the cargo oil and oil fuel system and which is permanently allocated to the
carriage of ballast or cargoes other than oil or noxious liquid substances.
➢ Clean ballast- The ballast water carried in a tank which has, since it was last used to
carry oil, been thoroughly cleaned and the residues resulting from the cleaning have been
discharged and the tank emptied. (Should be discharged if passed thru oil discharge
monitoring and control system
➢ Dirty Ballast- The seawater used for ballast when it is contaminated with the remnants
or residue left in cargo tanks that previously carried crude persistent refined oils.

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Ballasting and Ballast Water Management

➢ Ballasting is done to ensure the vessel’s trim, stability and structural integrity. Ballast
tanks are constructed in ships with piping system and high capacity ballast pumps to carry
out the operation.
➢ Off center tanks may be flooded to reduce list upon damage (counter flooding)
➢ To suppress free surface effects.
➢ Ballast tanks is intended to provide sufficient weight, to provide a satisfactory trim and
to ensure full immersion of the propeller for normal conditions of sea passages
➢ Ballast should be taken to meet air draft requirements on the berth, particularly when
hard cargo arms are connected.
➢ Before ballasting or deballasting in port, the operation should be discussed and agreed in
writing between the responsible officer and the terminal representative.
➢ On rare occasions and weather conditions, loading Cargo tank with ballast is possible as
long as all safety checks and precautions applicable to the loading of volatile petroleum
must be observed.
➢ On crude oil tankers, any tank to be ballasted must be crude oil washed beforehand.
➢ Before commencing deballasting, the surface of the ballast should be inspected to check
that it is clean. In some ports ballast may be sampled and tested for contaminants before
deballasting can commence.
➢ On commencement of deballasting, a visual watch should be established to observe the
ballast as it discharges into the sea. The operation should be stopped immediately in the
event of contamination being observed.
➢ When segregated ballast is being discharged, it is prudent to monitor the ballast being
discharged overboard by means of a ballast water monitor. This may give the earliest
warning of any inter-tank leakage between cargo and ballast tanks that may have been
undetected, or even have been undetectable, prior to commencement of the ballast
operation.
➢ Before commencing deballasting, the surface of the ballast should be inspected to check
that it is clean. In some ports ballast may be sampled and tested for contaminants before
deballasting can commence.

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➢ On commencement of deballasting, a visual watch should be established to observe the

ballast as it discharges into the sea. The operation should be stopped immediately in the
event of contamination being observed.
➢ When segregated ballast is being discharged, it is prudent to monitor the ballast being
discharged overboard by means of a ballast water monitor. This may give the earliest
warning of any inter-tank leakage between cargo and ballast tanks that may have been
undetected, or even have been undetectable, prior to commencement of the ballast
operation.

Ballast Water Exchange- is a process involving the replacement of water in a ballast tank
using either the sequential, flow-through, dilution or other exchange methodologies
recommended or required by IMO.
✓ Conduct ballast water exchange at least 200 nautical miles from the nearest land and
in water of at least 200 meters in depth.

✓ If a vessel cannot conduct ballast water exchange in accordance with 2-1/3i), the
exchange is to be conducted as far from the nearest land as possible, but at least 50
nautical miles from the nearest land and in water depth of at least 200 meters

➢ Before loading clean ballast, cargo pumps and lines to be used are flushed with clean
water into a dirty ballast or slop tank
➢ Dirty ballast, caused by ballasting into a cargo tank before the tank is cleaned, should be
treated as slops, and must be disposed of in accordance with MARPOL:
✓ The tanker is not within a special area
✓ The tanker is more than 50 nautical miles from the nearest land
✓ The tanker is proceeding enroute
✓ The instantaneous rate of discharge oil content does not exceed 30L/ Nm
✓ The total quantity of oil discharged into the sea does not exceed 1/30,000 if the
total quantity of the particular cargo of which the residue formed a part
✓ The tanker has in operation an oil discharge monitoring and control system and a
slop tank arrangement as required by regulations

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All discharges of clean ballast and segregated ballast must be through an above waterline
discharge point except that:
1. A vessel may discharge clean ballast and segregated ballast below the waterline
when in port or at an offshore terminal.
2. A vessel may discharge clean ballast and segregated ballast at sea by gravity below
the waterline.
3. An existing vessel that does not have above waterline discharge points for
dedicated clean ballast tanks may discharge clean ballast from those tanks below
the waterline at sea.
4. An existing vessel that does not have above waterline discharge points for
segregated ballast tanks may discharge segregated ballast below the waterline at
sea.

Tank Cleaning and Crude Oil Washing

• All tank cleaning procedures are a logical
sequence of events that will ultimately lead
to the objective of loading the next
nominated cargo.
• The key to any successful cleaning operation
is very simply knowing how far to clean and
determining whether each step of the
cleaning has been effective.

• In practice most tank cleaning procedures are very similar, because there are not that many
different variables available to the vessels:
1. Fixed tank cleaning machines or portables (or both)
2. Water or solvent for the pre-wash?
3. Reaction of the previous cargo(s) with the cargo tank coating
4. Cold water or hot water?

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5. Tank cleaning chemicals or not?

• Fixed & portable tank washing machines onboard tankers: Before any operations begin,
the responsible officer should confirm that adequate checks are made to establish that all
equipment to be used during tank cleaning operations is in good working order.

• Fixed tank washing machines - The installation of fixed tank washing machines within a
cargo tank allows an inert atmosphere to be maintained during the washing operation, and thus
permits cleaning in a closed mode in compliance with port regulations prohibiting release of
noxious vapours. Their installation and use also reduces crew exposure to cargo vapours and
inert gas.

• Portable tank washing machines and hoses- Hoses should be indelibly marked to allow
identification. Bonding wires should be incorporated within all water hoses. Couplings should be
secured to the hose in such a way that effective electrical bonding is assured from end to end
of the hose. Hoses should be tested for electrical continuity in a dry condition prior to use and
in no case should the resistance exceed 6 ohms per metre length. Such testing should not involve
high voltages. A record should be kept showing the date and result of electrical continuity testing.

Crude oil washing (COW) - is a system

whereby oil tanks on a tanker are cleaned out
between voyages not with water, but with crude
oil - the cargo itself. The solvent action of the
crude oil makes the cleaning process far more
effective than when water is used. (There is
usually a final water rinse but the amount of
water involved is very low.) The system helps
prevent pollution of the seas from operational
measures.

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• Crude oil washing was made mandatory for new tankers by the 1978 Protocol to the MARPOL
Convention. Regulation 33 of MARPOL Annex I require every new crude oil tanker of 20,000 tons
deadweight and above to be fitted with a cargo tank cleaning system using crude oil washing.
• Only fixed tank washing machines may be used for crude oil washing.
• During Crude Oil Washing, the oxygen content of the tank must not exceed 8% by volume, thus the
operational use of Inert Gas System is needed.
• Slop Tank - means a tank specifically designated for the collection of tank drains, tank washings and
other oily mixtures.
• The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to
retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity
of the slop tank or tanks shall not be less than 3 per cent of the oil-carrying capacity of the ship.
• During normal operations of a crude oil tanker, the main need to dispose of oil residues, slops or
water contaminated with cargo will arise during or immediately after tank cleaning. Final disposal of
slops or wash water should be in accordance with the ship's SMS.
• States that the oil residues in the slop tank resulting from tank cleaning and disposal of dirty ballast
may be:
➢ pumped ashore at the loading terminal
➢ retained on board and segregated from the next cargo
➢ retained on board and the new cargo loaded on top of them

Decanting of Slop Tanks- After tank cleaning, crude oil washing, or changing ballast, the
slop tank is allowed to settle until the water at the bottom is within acceptable discharge limits.
This will normally take twelve to fourteen hours. The depth of the oil/water interface is measured
using an approved oil/water interface detector.

• The slop tank is then decanted through the ODM, by gravity or by pumping. Slow
decanting continues until the water layer has been reduced to the minimum, or until the permitted
discharge limit are reached, whichever occurs first.

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• If the slop tank decanting procedures have been followed, the slop tank will contain an
amount of oil on top of an emulsion layer whose lower limit is 100 ppm of oil. If the next cargo
is compatible with the slops generated from the last cargo, it is possible, with Charterer's approval,
to load the next cargo on top of the slops. Load-on-top (LOT), procedures must be conducted in
compliance with the requirements of MARPOL regulation 15 ('Retention of oil on board').

• The LOT regulations and recommendations require that the oil residues from all tank
washings be collected in one or two tanks, which are then topped off with the next cargo.
It should be made clear by the charterer's or owner's loading orders if the vessel is to LOT of the
previous slops.

Oil Record Book

• All details of cargo operations, ballasting and deballasting, tank cleaning, discharge of
water from slop tanks and disposal of residues are entered in the ship‘s Oil Record Book, (Part
II)
• Each oil tanker of 150 gross tons and above, ship of 400 gross tons and above other than
an oil tanker, and manned fixed or floating drilling rig or other platform shall maintain an Oil
Record Book Part I (Machinery Space Operations).
• An oil tanker of 150 gross tons and above or a non-oil tanker that carries 200 meters or
more of oil in bulk, shall also maintain an Oil Record Book II (Cargo/Ballast Operation).

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 than 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

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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.

Cargo Tank Purging

• Hydrocarbon vapors remain inside a cargo tank after
discharge
• Prior to Gas-freeing, concentration of such
hydrocarbons should be brought to utmost minimum
level in order to avoid passing through the
flammable range.

• Purging usually refers to the short-term addition of

an inert gas to a tank, process vessel, or other piece
of process equipment that contains flammable
vapors or gases to render the space non-ignitable
for a specific time period.

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Gas-Freeing
• Gas-Freeing is the replacement of hydrocarbon vapors
or inert gas by air
• Cargo Tank entry shall not be permitted unless the
Oxygen Content is 21% and the hydrocarbon vapor
content is less than 1% of the Lower Flammable Level
(LFL).
• Gas-freeing is usually done by mechanical means
• The IGS may be used for gas-freeing
• Care must be taken that the tank atmosphere does
not come within flammable range during gas-freeing
operations.
• Atmosphere checks should be maintained and
monitored using combustible-gas indicators, oxygen
meters and toxic-gas detectors.
• Must ensure that blowers are taking in air, and that
supply of inert gas has been shut off.
• A gas free certificate is needed from a qualified
chemist before contractor’s work can be carried out
• When work is necessary on the tanks after gas
freeing, ventilation must be kept running all
throughout the work and frequent atmosphere checks
to be done.

MARPOL Annex 1 -Regulations for preventing oil pollution from ships

The affirmed objective of MARPOL Annex 1, which entered into force on 2nd October 1983, is to
protect the marine environment through the complete elimination of pollution by oil and other
damaging elements and to lessen the chances of accidental discharge of any such elements.

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Under the MARPOL Annex 1, the following equipment should be in good working condition,
adequately calibrated, maintained and fully functional with appropriate spares present onboard
at all times-

Tanker specific:

1. Oil/ water interface detector

2. Crude oil washing system, if fitted
3. Oil discharge monitoring and control
4. Cargo and ballast pumping, piping and discharge arrangements.
5. Engine room/ bilge holding tank to slop tank pumping and piping arrangement.

To prevent pollution of the sea and the consequent destruction and damage to life in it and along
its shores, extensive international legislation exists, and some nations enforce far-reaching and
strict laws.

Attention is drawn to national laws in the appropriate volumes of Admiralty Sailing Directions.
Actual or probable, discharges of oil or noxious substances or sightings of pollution should be
reported to the coastal authorities. Specific instructions on reporting, where known, are given in
Admiralty List of Radio Signals Volume 1.

MARPOL Annex I (Oil) entered into force on 2 October 1983. It contains regulations for the
prevention of pollution by oil. The United Kingdom domestic legislation to implement this The
Annex was the Merchant Shipping (Prevention of Oil Pollution) Regulations 1983.

Discharging of Oil: The regulations govern the discharges, except for clean or segregated ballast,
from all ships. They require among other things all ships to be fitted with pollution prevention
equipment to comply with the stringent discharge regulations. Discharge into the sea of oil or oily
mixtures, defined in an Appendix to the Convention, is prohibited by the regulations of Annex I
except when all the following conditions are satisfied.

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From the machinery space bilges of all ships, except from those of tankers where the discharge
is mixed with oil cargo residue:

The ship is not within a Special Area;

The ship is more than 12nautical miles from the nearest land;
The ship is en route;
The oil content of the effluent is less than 15 parts per million. And;
The ship has in operation an oil discharge monitoring and control system, oily-water separating
equipment, oil filtering system or other installation required by this Annex.

These restrictions do not apply to discharges of oily the mixture which without dilution have an
oil content not exceeding 15ppm. From the cargo area of an oil tanker (discharges from cargo
tanks, including cargo pump-rooms; and from machinery space bilges mixed with cargo oil
residue):

The tanker is not within a Special Area;

The tanker is more than 50nautical miles from the nearest land;
The tanker is proceeding en route;
The instantaneous rate of discharge of oil content does not exceed 30litres per nautical mile;
The total quantity of oil discharged into the sea does not exceed for existing tankers 1/15000 of
the total amount of the particular cargo of which the residue formed a part, and for new tankers
(as defined in the Annex) 1/30000 of the total amount of the specific load of which the residue
formed a part; and
The tanker has in operation, except where provided for in the Annex, an oil discharge monitoring
and control system and a slop tank arrangement. Special and Particularly Sensitive Sea Areas.
annex applies to all such areas.
Certificates, plans, and paperwork under MARPOL Annex 1:

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International Oil Pollution Prevention Certificate (IOPP)

International Oil Pollution Prevention certificate is issued towards the initial or renewal survey
which states that the ship equipment, system, fittings, machinery, etc. coming under MARPOL
Annex 1 is compliant with the regulation. The validity of this certificate should not
be more than 5 years. The administration may decide to issue the certificate for a period of fewer
than 5 years, depending upon several conditions.
If the certificate is on the verge of expiring, and ship is still out at sea engaged in a voyage, the
administration may extend the certificate validity so that ship can complete the voyage and come
to a port where the survey can be done for renewing the certificate, however, the extension
period should not be more than 3 months.

The Validity the Certificate may expire in the following conditions:

1. Relevant surveys not carried out under a specified period as stated in the Annex.
2. If the endorsement is not done as per the requirement of this Annex
3. If there is a change of flag for the ship to another flag state.

SOPEP – Shipboard oil pollution emergency plan

SOPEP is a vital prevention plan which should be

available onboard all ships of 400 gross tonnage and
above and on all oil tankers of 150 gross tonnage
and above.
In addition to SOPEP, all oil tankers of 5,000 tons
deadweight or more shall have prompt access to
computerized shore-based damage stability and
residual structural strength calculation programs.

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Equipment under MARPOL Annex 1:

Oil discharge monitoring and control system (ODMCS)

Oil tankers carry different types of oil cargo in their

cargo tanks and it often happens that after discharging
the oil cargo in some port, the ship sails without any
cargo to some other destination. In order to do so, it
has to take ballast from the sea to get better draught
and stability.

For this reason, ballast water is taken into cargo tanks

wherein generally oil cargo would have been carried. It
is to note that the ballast water carried in cargo tanks
has to be discharged out at sea before the next cargo
loading. Therefore, Oil Discharge monitoring and
control system (ODMCS) is used to prevent the
pollution of ocean by oil due to the discharge from
ballast and bilge spaces.

This system is used on tanker ship to discharge effluent

generated from cargo and ballast tanks. This is not a
filtration unit, and it only monitors the content and
allows it to go overboard only when the ppm content is
satisfactory.

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Oil/water interface detector:

An oil tankers of 150 gross tonnage and above shall be provided

with effective oil/ water interface detectors approved by the
Administration for a rapid and accurate determination of the
oil/water interface in slop tanks and shall be available for use in
other tanks where the separation of oil and water is effected
and from which it is intended to discharge effluent direct to the
sea.

An interface detector is an electrical instrument for detecting the

boundary between oil and water in tanks. However, the
equipment is not limited to oil/water application but can be used
wherever an accurate interface control between two liquids is
necessary.

Other Pollution Prevention Equipment and tools:

The SOPEP locker of the ship contains different pollution prevention tools, chemicals, and
equipment which can be used for onboard oil pollution to restrict the oil from going out at sea
and also for oil spill pollution to prevent spreading of it.

Crew’s duty on the ship about MARPOL Annex 1:

The ship’s crew plays the most vital role in implementing the MARPOL Annex 1 on ships. Following
are the duties of the ship’s crew to keep check of this Annex:
– Maintain OWS, ODMCS and other MARPOL Annex 1 equipment in good running conditions
– Handle all oil transfer (internal and external) carefully to prevent any oil spill
– Bunkering operation to be carried out after complete preparation
– All the records of the oil transfer, sludge, bilge, tank washing, etc. to be maintained in the
appropriate log books and oil record books
– Master should carry out regular pollution prevention training and drills onboard

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– Every crew must be familiarized with the SOPEP locker and other pollution prevention equipment
onboard ships
– The Ship’s officer must know how to fill the
appropriate oil record books
– The master and chief engineer must check
the entries for their accuracy and countersign
the ORBs
– The crew must try all the means to restrict
any oil going overboard. If the ship is involved
in an accident, the ship’s crew must try to minimize the oil flow out to the sea if the ship is still
safe to sail.
– Any accidental oil spill must immediately be informed to the shore administration

References
Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.1. London:
International Maritime Organization.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.2. London:
International Maritime Organization.

IMO. (2014). SOLAS Consolidated edition 2014. London: International Maritime Organization.

Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.

http://shipsbusiness.com/tanker.html

http://shipsbusiness.com/oil-pollution.html

https://www.bio-uv.com/eaux-de-ballast

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http://shipsbusiness.com/crude-oil-washing.html

http://tris.sigmacoatings.com/uk/about_tris/tris_guide/

https://www.slideshare.net/CaptAjeetSingh1/tank-atmosphere-tanker-vessels

https://www.marineinsight.com/maritime-law/marpol-annex-1-explained-how-to-prevent-pollution-
from-oil-at-sea/

http://www.shipsbusiness.com/causes-of-pollution.html

http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r32.htm

https://www.marineinsight.com/tech/how-interface-detectors-on-ships-
work/#:~:text=An%20interface%20detector%20is%20an,oil%20and%20water%20in%20tanks.&text=Inte
rface%20detectors%20are%20used%20to,to%20avoid%20traces%20of%20oil.

https://www.insatechmarine.com/products/emissions/odme

Checkpoint

Activity 1. Identification

Write the correct answer on space provided before the number.

________ 1. done to ensure the vessel’s trim, stability and structural integrity
________ 2. means a tank specifically designated for the collection of tank drains, tank
washings and other oily mixtures
________ 3. all details of cargo operations, ballasting and deballasting, tank cleaning,
discharge of water from slop tanks and disposal of residues are entered
________ 4. a vital prevention plan which should be available onboard all ships of 400
gross tonnage and above and on all oil tankers of 150 gross tonnage and
above

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________ 5. issued towards the initial or renewal survey which states that the ship
equipment, system, fittings, machinery, etc. coming under MARPOL Annex 1
is compliant with the regulation
________ 6. a process involving the replacement of water in a ballast tank using either the
sequential, flow-through, dilution or other exchange methodologies
recommended or required by IMO
________ 7. to protect the marine environment through the complete elimination of
pollution by oil and other damaging elements and to lessen the chances of
accidental discharge of any such elements
________ 8. allows an inert atmosphere to be maintained during the washing operation,
and thus permits cleaning in a closed mode in compliance with port
regulations prohibiting release of noxious vapours
________ 9. the ballast water introduced into a tank which is completely separated from
the cargo oil and oil fuel system and which is permanently allocated to the
carriage of ballast or cargoes other than oil or noxious liquid substances
________ 10. this system is used on tanker ship to discharge effluent generated from cargo
and ballast tanks. This is not a filtration unit, and it only monitors the content
and allows it to go overboard only when the ppm content is satisfactory

Do this

Activity 2. Enumeration

Give the answer to the following statement being asked:

A. Cargo oil operations:

1.

2.

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3.

4.

5.

6.

B. Equipment that should be in good working condition, adequately

calibrated, maintained and fully functional with appropriate spares
present onboard at all times:

7.

8.

9.

10.

Assessment

Essay Writing

List the different Cargo Oil Operations and discuss its corresponding process
or system.

Corresponding process or system

Cargo Oil Operations

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Rubric for Essay Writing

Score Content Organization Development Use of Language

Answer is Clear sense of Develops each Uses technical
appropriate order. Begins point with or scientific
to the with a thesis may specific terminology
question. or topic details. appropriately
Content is sentence. Answers and correctly.
4 factually Supporting question No major
correct. points are completely. grammatical or
presented in a spelling errors.
logical
progression.
Answer is May lack a Each point Accurate word
appropriate thesis supported choice. No more
to the sentence, but with some than 2 major
question. points are details and errors and a few
3 Content may presented in a evidence. minor errors.
have one or logical All important

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two factual progression. points

errors. included.
Content Logic of Sparse Ordinary word
relates argument is details or choice; use of
peripherally minimally evidence. scientific
to the perceivable. Question only terminology
question; Points partially avoided. Some
2 contains presented in a answered. serious errors
significant seemingly (but they don’t
factual random fashion, impair
errors. but all support communication).
argument.
Content Lacks clear Statements Limited
unrelated to organizational are vocabulary;
question. plan. Reader unsupported errors impair
is confused. by any detail communication.
or
1 explanation.
Repetitious,
incoherent,
illogical
development.

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Lesson 4: Tankers and Tanker Operations (Wk17)

Learning Module 4.5: Proper procedure of cargo operation and tank cleaning
to control pollution in Chemical Tankers (4 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C2: A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes

Course Outcome/s:
1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Discuss the proper procedure of cargo operation and tank cleaning to control pollution
in Chemical Tankers

Overview

Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of

dangerous goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk. Both Conventions require chemical tankers built after 1 July 1986
to comply with the International Code for the Construction and Equipment of Ships carrying
Dangerous Chemicals in Bulk (IBC Code).

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The IBC Code provides an international standard for the safe carriage in bulk by sea of
dangerous chemicals and noxious liquid substances listed in chapter 17 of the Code. To
minimize the risks to ships, their crews and the environment, the Code prescribes the design
and construction standards of ships and the equipment they should carry, with due regard to
the nature of the products involved. In December 1985, by resolution MEPC.19(22), the Code
was extended to cover marine pollution aspects and applies to ships built after 1 July 1986.

Discussion

Key Concept

Chemical Tankers

Chemical tankers are those cargo tankers which transport chemicals in various forms. Chemical
tankers are specifically designed in order to maintain the consistency of the chemicals they carry
aboard them. These tanker ships are applied with coatings of certain substances that help in the
easy identification of the chemicals that need to be transported.
Chemical tankers are tankers that are used to transport various liquid chemicals. Each Chemical
Tankers transport the same kind of chemicals. They range from 5000 DWT to 35000DWT in size.
The size is very smaller of these vessels as compared to the Oil tankers due to the specialized
nature of the cargo and the size restriction of the Ports and shore facilities.
It consists of various tanks which are coated with specialized coatings such as Phenolic epoxy or
stainless steel or zinc paint. Type of coating of their tanks determines the suitable cargo (the
chemical which can be carried.

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A chemical tanker is a type of tanker ship designed to transport chemicals in bulk.

As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying
in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code.

Chemical tankers have evolved from oil product tankers to take account of special carriage
requirements and associated hazards.

Three types of chemical tankers according to type of cargo carried:

1. ‘Type 1’ - intended to transport Chapter 17 of the IBC Code products with very severe
environmental and safety hazards which require maximum preventive measures to preclude
an escape of such cargo.

2. ‘Type 2’ - appreciably severe environmental and safety hazards which require

significant preventive measures to preclude an escape of such cargo.

3. ‘Type 3’ –sufficiently severe environmental and safety hazards which require a

moderate degree of containment to increase survival capability in a damaged condition.
The division into ship types is based on the ship‘s capability to survive specified damage caused
by collision or stranding and the location of the cargo tanks in relation to such damage.

Cargo Tank Location - Cargo tanks shall be located at the following distances inboard:

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Type 1 ships: from the side shell plating, not less than the transverse extent of damage specified
in MARPOL, (B/5 or 11.5m whichever is less), and from the moulded line of the bottom shell
plating at centreline, not less than the vertical extent of damage specified in MARPOL, (B/15 or 6
m whichever is less), and nowhere less than 760 mm from the shell plating. This requirement
does not apply to the tanks for diluted slops arising from tank washing.

Type 2 ships: from the moulded line of the bottom shell plating at centreline, not less than the
vertical extent of damage specified in MARPOL, (B/15 or 6 m whichever is less), and nowhere
less than 760 mm from the shell plating. This requirement does not apply to the tanks for diluted
slops arising from tank washing.

Type 3 ships: no requirement"

Chemical Tankers – Tank Configuration

Regulations for the carriage of chemicals by ship

Regulations governing the carriage of chemicals by ship are contained in the:

International Convention for the Safety of Life at Sea (SOLAS) and the
International Convention for the Prevention of Marine Pollution from Ships, as modified by the
Protocol of 1978 relating thereto MARPOL 73/78 (IMO, 2002)

Relevant codes concerning liquid bulk transportations are the:

International Code for the Construction of Equipment of Ships Carrying Dangerous Chemicals in
Bulk (IBC Code)

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Code for the Construction Equipment of Ships Carrying Dangerous Chemicals in Bulk
(BCH Code)

Under regulation 11 of Annex II to MARPOL 73/78, chemical tankers constructed before 1 July
1986 must comply with the requirements of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code. The
BCH Code remains as a recommendation under the 1974 SOLAS Convention.

Chemical tanker engages in two ways:

Dedicated service - usually means that the tanker is designed for the carriage of a particular
type of chemical and transports the same type of cargo on each voyage

Parcel trade - moves a variety of relatively small lots of chemicals between a number of ports

Types of Tanks

Independent Tank – not contagious, typically taking the form of deck tanks

Integral tanks - most common type of tank used on chemical tankers, the sub dividing of the
hull in the cargo area creates the individual integral tanks

Gravity tanks - designed for a maximum pressure of 0.7 bar gauge at the top of the tank and
may be of the integral or independent type

Pressure tanks - designed for pressure greater than 0.7 bar gauge and are not typically used
in chemical tankers.
Regardless of size, chemical tankers built on or after 01 July 1986 are required to comply with
the IBC Code.

Such ships built or converted before that date shall comply with the BCH Code.

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Chemical Tanker Cargo Operations

Preparation for Loading

Consult cargo data sheet (MSDS) and other information given by the charterer or by the loading
terminal

Confirm if vessel can carry the type and amount of cargo safely by checking vessel’s cargo
capacity and tank/segregation requirements

Consult the cargo trim and stability book. There may be restrictions with regard to cargo
distribution and stability in hypothetical damaged condition.

The cargo tanks are normally inspected and approved prior to loading. This does not necessarily
relieve the vessel of responsibility for contaminations. The master/ owner carry the responsibility
in taking due care of the cargo. To protect one’s own interest the vessel's own inspections should
be recorded in the deck log.

It should be borne in mind that individual ship has got own characteristics and limitations may
involve handling various chemical cargoes. The master and all personnel in all cases must be
aware of cargo/ship information that has been given and comply with relevant safety procedures.

Master must ensure that the precautions required by the company Safety Management System
and relevant checklists are fully observed.

Loading Operation

Immediately prior to commencing loading, the valve setting and the lines on all tanks have to be
checked once more. The responsible officer must be satisfied that the cargo system is, in all
respects, ready and all the information of the cargo has been received. The following precautions
must be observed:

1. The quantity and grade of the cargo to be loaded has been agreed to

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2. The loading rate has been agreed to shore or ship stop has been agreed to
3. Ships personnel are ready
4. Ship/Shore checklist completed
5. High and Hi/Hi level alarms MUST be operational and switched on
6. Loading must start at a low rate. In this stage the cargo line, manifold, connections, drain
points etc. must be checked for leakages.

The full loading rate should not commence before both ship and shore are satisfied that there is
no leaks in the system and the filling pipe in the tank is covered. When system is satisfactory
shore can be informed to increase the loading rate to the agreed level.

7. During the loading at least one deck officer must be on duty and available at all times. At
least one crewmember must be on deck/manifold throughout the cargo operation. The
officer on duty is obliged to carry out the loading in accordance with the instructions
received from the Chief-Officer, which should at least encompass the agreements made
with the Loading Master as well as the Surveyor.
8. Some cargoes loaded in hot climates are chilled and cause bulkheads to sweat on loading.
Consideration must therefore be given to sequences of loading. (e.g. Styrene Monomers)
9. During the whole loading a detailed cargo log has to be kept.
10. Sufficient ullage space should be maintained after loading to allow for heating cargo as
required by the Shipper.
11. Loading one product in more than one tank simultaneously may increase the risk of an
overflow, and the responsible officer must ensure that tanks that are “topped off” are
properly isolated from tank(s) still being loaded.
12. When nearing completion of loading the shore should be notified and the loading rate
reduced
13. Clearing cargo hoses
14. Blowing lines
15. Pigging
16. Completion of loading & final measurements

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17. Disconnection of cargo hoses

18. Preparation for sea voyage

Transport (during transit at sea)

Cargoes carried by a chemical tanker differ widely in characteristics and mode of handling, and
thus in the care they require during transit. During the voyage, attention must be paid to these
special needs of cargoes.

Inert gas capacity should be sufficient for the entire voyage. If stored nitrogen is relied upon, it
must be confirmed prior to sailing that the ship has sufficient nitrogen on board to be able to
comply with the inerting requirements.

Regular checks on tank contents should be made to detect an unexpected change in liquid level.

Precaution/attention necessary for chemical cargoes:

Cargo heating - Cargoes that require heating must

be monitored at least once daily and a temperature
log must be kept. Ensure that correct heating
medium is used, and that heating coils in tanks that
do not require heating are blown dry and blanked.
Deck mounted cargo heaters eliminate the need for
in-tank heating coils. The cargo tank interior can be
made with flush tank top free from coils, brackets
and clamps. A flush tank top facilitates quicker
stripping with less cargo remaining in the tank. The
cargo tank washing can be performed quicker, with
less consumption of washing water and less slop
handling.

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Cargo cooling - In specialized

cases, is required to prevent
products from giving-off toxic and
flammable vapours.
The Framo cargo cooling system
enables chemical carriers to also
transport low-boiling-point cargoes
and semi-gases. Cargoes such as
Propylene Oxide and Isoprene are
often transported on board
chemical carriers which use cooling
system to maintain a safe cargo
temperature

Tank Atmosphere - monitoring and recording of the ullage space of pressure and/or oxygen
should be carried out at regular intervals (daily) to ensure that the correct environment is being
maintained.

Temperature Control - Cargoes that may self-react must be monitored on a daily basis for any
increase temperature that deviates from the ambient climatic conditions.

Nitrogen cover - Prior sailing the vessel must have sufficient Nitrogen of the correct quality on
board to comply with the padding requirements.

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Agitation/ Circulation - Some chemicals, e.g.

Phosphoric Acid, require agitation to prevent
sediment separation and different
temperature/density layers from forming. Re-
circulating through a diffuser is one method of
agitating the cargo
To prevent sediments settling on the tank-top
during transport and to maintain the liquid quality,
a Framo diffusor can be installed on the outlet of
the dropline. During voyage cargo is circulated
through the diffusor by running the cargo pump at
intervals.

Discharging Operation

The following measures have to be taken prior to discharging operations commencing, with
particular attention being paid when the cargo is highly toxic, flammable or both:

1. Ensure Cargo Temperature(s) correct (High Viscosity and solidifying substances)

Continue/reduce/close tank heating on relevant tanks
2. Switch on High – Level alarms and test
3. Prepare the Level gauging system
4. Check if P/V valves are working and PV line clear.
5. Prepare the vapour return line-if required.
6. Prepare manifold, drip tray and cargo line system.
7. Manifold - reducer-ASA/Din
8. Prepare ballasting system
9. Prepare / check jumper hoses or fixed connections.
10. Check Nitrogen system
11. Check if all is ready for closed discharging

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12. Set Decontamination shower and eye-wash in operational position

13. Check if relevant instruments are ready for use.
14. Prepare / post cargo description
15. Prepare discharge plan
16. It is essential that the accommodation is kept under positive pressure to prevent the entry
of Hydrocarbon Vapours – the Operation of sanitary and galley extraction fans will cause
a vacuum and therefore the air conditioning system intakes must not be kept fully closed.
The accommodation air conditioning system should be maintained on partial recirculation
during cargo operation.
17. Ensure that all gas detection equipment (both fixed and portable) is in operation and
calibrated with the required gases. It may, in some circumstances when loading /
discharging toxic / flammable cargoes, be necessary to organize gas checks of some deck
areas at regular intervals with portable gas detection equipment. Check that sufficient
Toxic gas detectors are on board
18. Key cargo instrumentation, such as temperature, pressure gauges and portable gauging
equipment in use, are calibrated as applicable.
19. Ensure that cargo tank vent systems are drained and empty
20. Ensure that cargo line systems are free from blockage and cargo
21. Check for any solidification / sedimentation in cargo tanks (especially with Veg Oil and
animal oils.
22. Test cargo pumps and purge cofferdams of submerged cargo Pumps
23. PPE & Antidotes ready
24. Squeezing gears & lights for vegetable oil ready
25. Tank cleaning equipment & gear ready

Tank Cleaning and Control of Pollution in Chemical Tankers

All tank cleaning procedures are essentially a logical sequence of events that will ultimately allow
any vessel to change from one grade of cargo to another.
The precise nature of the cleaning process is specifically determined by the:
• chemical and physical properties of the cargo being cleaned from,

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• the type of lining inside the cargo tanks,

• the size and dimension of the cargo tanks and the pre-loading specifications of the next
nominated cargo.

Most tank cleaning can be done with hot or cold seawater or fresh water, or by ventilation alone,
although a few cargoes require special solvents.

Fixed or Portable tank-washing machines are used.

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Phases in a tank-cleaning operation

Disposal of tank washings, slops and dirty ballast

• During normal operations of a chemical carrier, the main need to dispose of chemical
residues, slops or water contaminated with cargo will arise during or immediately after
tank cleaning.
• Final disposal of slops or wash water should be in accordance with the ship's P&A Manual
(Procedure and Arrangement Manual).
• Tank washings and slops may be retained on board in a slop tank, or discharged ashore
or into barges.

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Annex II of the MARPOL 73/78 Convention

✓ Contains regulations for the control of pollution by noxious liquid cargoes carried in bulk
or tank washings from such cargoes
✓ As per the amendments of Annex II of MARPOL, which entered into force on 1 January
2007, a revised annex a new four-category pollution category system for noxious liquid
substances; the previous A, B, C and D category system has become X,Y Z and OS.

Basic principles of MARPOL annex II are:

✓ Safe containment of the noxious liquid substances,

✓ dilution of discharges and
✓ limitation of discharges into the sea.

Procedures and Arrangements (P and A) Manual

✓ Every chemical tanker is required to have a Certificate of Fitness (CoF) indicating that
it is certified to carry certain products. The issuance of a CoF will also require a revised
Procedures and Arrangements (P&A) Manual.
✓ Each ship which is certified for the carriage of noxious liquid substances in bulk must be
provided with a Procedures and Arrangements (P and A) Manual that has been
approved by the Administration and a Cargo Record Book
✓ The master must ensure that no discharges into the sea of cargo residues or residue/water
mixtures containing substances of Category X, Y, Z or OS take place unless they are made
in full compliance with the P and A Manual
✓ Carrying out operations in accordance with the ship‘s P and A Manual ensures that the
pollution regulations are complied with.

Pollution Prevention

Pollution-prevention procedures during cargo transfer, ballasting and tank cleaning should include
keeping a watch on:

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✓ levels in cargo, slop or ballast tanks

✓ hoses or loading arms
✓ pumps, valves, gaskets, connections and hatches
✓ spill pans and scuppers
✓ alarms and instrumentation
✓ co-ordination of operational signals
✓ water around vessel

Personnel on watch should be present at all times during operations and regularly carry out the
inspections mentioned in the above

References

Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.

IMO. (2017). MARPOL Consolidated edition 2017. London: International Maritime Organization.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.1. London:
International Maritime Organization.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.2. London:
International Maritime Organization.

IMO. (2014). SOLAS Consolidated edition 2014. London: International Maritime Organization.

Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.

https://www.marineinsight.com/types-of-ships/different-types-of-tankers-extensive-
classification-of-tanker-ships/

https://ardda.gov.az/uploads//images/qanunvericilik/Eng/codes/IBC_code.pdf

https://www.academia.edu/36394448/Chemical_Tankers_tank_cleaning_ppt

http://www.imo.org/en/OurWork/Safety/Cargoes/CargoesInBulk/Pages/IBC-Code.aspx

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Checkpoint
Activity 1. Matching Type

Match the following terms with its descriptors. Write the letter of the correct answer
on space provided before the number.
Column A Column B
Terms Descriptions
A. not contagious, typically taking the form of deck tanks
B. moves a variety of relatively small lots of chemicals
____1. Type 1
between a number of ports
C. designed for pressure greater than 0.7 bar gauge and
____2. Type 2 are not typically used in chemical tankers.
D. contains regulations for the control of pollution by
noxious liquid cargoes carried in bulk or tank washings from
____3. Type 2 such cargoes
E. appreciably severe environmental and safety hazards
____4. IBC Code which require significant preventive measures to preclude
an escape of such cargo
F. means a ship constructed or adapted for carrying in bulk
____5. Parcel trade any liquid product listed in chapter 17 of the International
Bulk Chemical Code

____6. Integral tanks G. most common type of tank used on chemical tankers,
the sub dividing of the hull in the cargo area creates the
individual integral tanks
____7. Chemical tankers H. usually means that the tanker is designed for the
carriage of a particular type of chemical and transports the
same type of cargo on each voyage
____8. Dedicated service
I. sufficiently severe environmental and safety hazards
which require a moderate degree of containment to
____9. Independent Tank increase survival capability in a damaged condition
J. provides an international standard for the safe carriage
in bulk by sea of dangerous chemicals and noxious liquid
____10. Annex II of the MARPOL 73/78 substances listed in chapter 17 of the Code
Convention
K. intended to transport Chapter 17 of the IBC Code
products with very severe environmental and safety
hazards which require maximum preventive measures to
preclude an escape of such cargo.

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Do this
Activity 2.

Differentiate by illustrating the location of tanks in each type of Chemical Tanker

ships.

Assessment

Essay Writing

Discuss the processes/procedures of Chemical Tanker cargo (loading and

discharging) and tank cleaning operation. (Answer should NOT be less than 50 words
in each processes/procedures

Type of Chemical Tanker Corresponding process or procedure

Operation

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Rubric for Essay Writing

Score Content Organization Development Use of Language

Answer is Clear sense of Develops each Uses technical
appropriate order. Begins point with or scientific
to the with a thesis may specific terminology
question. or topic details. appropriately
Content is sentence. Answers and correctly.
4 factually Supporting question No major
correct. points are completely. grammatical or
presented in a spelling errors.
logical
progression.
Answer is May lack a Each point Accurate word
appropriate thesis supported choice. No more
to the sentence, but with some than 2 major
question. points are details and errors and a few
3 Content may presented in a evidence. minor errors.
have one or logical All important
two factual progression. points
errors. included.
Content Logic of Sparse Ordinary word
relates argument is details or choice; use of
peripherally minimally evidence. scientific
to the perceivable. Question only terminology
question; Points partially avoided. Some
2 contains presented in a answered. serious errors
significant seemingly (but they don’t
factual random fashion, impair
errors. but all support communication).
argument.
Content Lacks clear Statements Limited
unrelated to organizational are vocabulary;
question. plan. Reader unsupported errors impair
is confused. by any detail communication.
or
1 explanation.
Repetitious,
incoherent,
illogical
development.

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Lesson 4: Tankers and Tanker Operations (Wk18)

Learning Module 4.6: General terms and proper procedure of cargo operation
in Gas Tankers (4 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F2.C2: A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes

Course Outcome/s:

1. Interpret a cargo plan for loading and unloading dangerous cargo in accordance and
shipboard stowage established safety rules/regulations, equipment operating instructions
and shipboard stowage limitations

Learning Outcomes: At the end of the learning module, the students can be able to:

1. Determine the general terms and proper procedure of cargo operation in Gas Tankers

Overview

For economical marine transportation, gas is carried in a liquefied state. As a liquid, the
volume to weight ratio at atmospheric pressure is in the range of 650 times less than in the
gaseous state. That means we can carry 650 times more cargo in the liquid state as compared
to a carriage in the gaseous state.

The temperature at which a gas condenses is a function of its pressure. The combination of
pressurizing and cooling is, therefore, fundamental to gas carrier design. Some ships carry

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gases liquefied under pressure & others under refrigeration. The relative densities of gases
are low and vary between 0.42 (methane) and 0.97 (VCM). The cargo carrying capability is,
therefore, more related to the volume capacity of the ship than deadweight capacity, and the
cargo capacity is usually quoted in cubic metres cargo tank volume.

Discussion

Key Concept

Gas carrier ships are especially designed ocean-going vessels that are dedicated for
transporting all types of liquefied natural gases (LNG) and liquefied petroleum gases (LPG) to
their destinations. These ships are inbuilt with tankers of plain surface, spherical or cylindrical
shape to carry the gas.

The IGC code

The International Code of the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (1986)

This was adopted by resolution MSC.5 (48), has been

mandatory under SOLAS chapter VII since 1 July 1986. The
IGC Code applies to ships regardless of their size,
engaged in carriage of liquefied gases having a vapour
pressure exceeding 2.8 bar absolute at a temperature
of 37.8°C, and certain other substances listed in
chapter 19 of the Code.
The aim of the Code is to provide an international
standard for the safe carriage by sea in bulk of
liquefied gases by prescribing the design and
construction standards of ships involved in such
carriage and the equipment they should carry.

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Gas Tankers

➢ A gas carrier (or gas tanker) is a ship designed to transport LPG, LNG or liquefied
chemical gases in bulk.
➢ Liquefied gas is the liquid form of a substance that at normal atmospheric temperatures
and pressures would be a gas
➢ The transport by sea of liquid gases in bulk is internationally regulated with regard to
safety, through standards laid down by IMO
➢ Chapter VII of the IMO International Convention for the Safety of Life at Sea (SOLAS),
1974, as amended, makes the provisions of the International Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) mandatory
➢ Liquefied gas products transported by gas tankers are listed in Chapter 19 of the IGC
Code

Substances that are covered by the IGC Code divides gas cargoes into four groups as:

✓ Liquefied natural gas (LNG) - natural gas from which impurities have been removed,
and consists mainly of methane.
✓ Liquefied petroleum gas (LPG) - common name for petroleum gases consisting
mainly of butane and propane
✓ Liquefied ethylene gas (LEG)
✓ Chemical gases - ammonia and vinyl chloride monomer as examples of chemical gases

The International Maritime Organization (IMO), for the purposes of its Gas Carrier Codes, has
adopted the following definition for the liquefied gases carried by sea:

Gas - liquids with a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8°C

Boiling Point - the temperature at which the vapour pressure of a liquid is equal to the pressure
on its surface (the boiling point varies with pressure)

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Cargo Area- that part of the ship which contains the cargo containment system, cargo pumps
and compressor rooms, and includes the deck area above the cargo containment system. Where
fitted, cofferdams, ballast tanks and void spaces at the after the end of the aftermost hold space
or the forward end of the forwardmost hold space are excluded from the cargo area.

Cargo Containment Systems - the arrangement for containment of cargo including, where
fitted, primary and secondary barriers, associated insulations, interbarrier spaces and the
structure required for the support of these elements.

Gas-Dangerous Space or Zone - a space or zone within a ship’s cargo area which is designated
as likely to contain flammable vapour and which is not equipped with approved arrangements to
ensure that its atmosphere is maintained in a safe condition at all times.

Gas-Safe Space - a space on a ship not designated as a gas-dangerous space.

Hold Space - the space enclosed by the ship’s structure in which a cargo containment system is
situated.

Inter barrier Space - the space between a primary and a secondary barrier of a cargo
containment system, whether or not completely or partially occupied by insulation or other
material.

MARVS - this is the abbreviation for the Maximum Allowable Relief Valve Setting on a ship’s
cargo tank — as stated on the ship’s Certificate of Fitness

Primary Barrier - this is the inner surface designed to contain the cargo when the cargo
containment system includes a secondary barrier.

Secondary Barrier - the liquid-resisting outer element of a cargo containment system designed
to provide temporary containment of a leakage of liquid cargo through the primary barrier and to
prevent the lowering of the temperature of the ship’s structure to an unsafe level

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Tank dome - it is not permitted for a cargo pump room to be placed below the upper deck, nor
may cargo pipelines be run beneath deck level; therefore, deep well or submersible pumps must
be used for cargo discharge. Pipelines to cargo tanks must be taken through a cargo tank dome
which penetrates the deck.

Different Types of Gas Tanker Ships

Gas carriers can be grouped into five different categories according to the cargo carried and the
carriage condition. These are as follows:

1. Fully pressurized ships

2. Semi-pressurized ships
3. Ethylene ships
4. Fully refrigerated LPG ships
5. LNG ships

The first three ship types listed are most suitable for the shipment of smaller-size cargoes of LPG
and chemical gases. This is normally accomplished on short-sea and regional routes. Fully
refrigerated ships are used extensively for the carriage of large size cargoes of LPG and ammonia
on the deep sea routes.

1. Fully pressurized ships

✓ are the simplest of all gas carriers. They carry their cargoes at ambient temperature.

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✓ they are fitted with Type ‘C’ tanks (pressure vessels) fabricated in carbon steel having a
typical design pressure of about 18 barg. Ships with higher design pressures are in service
and a few ships can accept cargoes at pressures of up to 20 barg.
✓ no thermal insulation or reliquefaction plant is necessary for these ships and cargo can be
discharged using either pumps or compressors.

2. Semi-pressurized ships

✓ are similar to fully pressurised ships in a context that they have Type ‘C’ tanks — in
this case, pressure vessels designed typically for a maximum working pressure of from
5 to 7 bar. Compared to fully pressurised ships, a reduction in tank thickness is possible
due to the reduced pressure but this is at the cost of refrigeration plant and tank
insulation.
✓ this type of gas carrier has evolved as the optimum means of transporting a wide
variety of gases such as LPG, vinyl chloride, propylene, and butadiene. They are most
frequently found in the busy coastal trades around the Mediterranean and Northern
Europe. Today, this type of ship is the most popular amongst operators of smaller-
size gas carriers due to its cargo handling flexibility.
✓ uses Type ‘C’ tanks and, therefore, do not require a secondary barrier (cargo capacities
can vary from 3,000 to 20,000 m3). The tanks are usually made from low-temperature
steels to provide for carriage temperatures of -48°C which temperature is suitable for
most LPG and chemical gas cargoes.

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3. Ethylene ships

✓ are often built for specific trades but will also operate carrying LPGs or Chemical Gases.
They normally have capacities ranging from 1,000 to 12,000 m3.
✓ Ethylene is normally carried in its fully refrigerated condition at its atmospheric boiling

point of – 104°C. Normally Type ‘C’ pressure vessel tanks are used and no secondary
barrier is required. Thermal insulation and a high-capacity reliquefaction are fitted on this
type of ship.

4. Fully refrigerated ships

Fully refrigerated ships carry their cargoes at approximately atmospheric pressure and are
designed to transport large quantities of LPG and ammonia. Four different cargo containment
systems have been used for these ships. They are as follows:—

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1. Independent tanks with single hull but double bottom and hopper tanks
2. Independent tanks with double hull
3. Integral tanks (incorporating a double hull), and
4. Semi-membrane tanks (incorporating a double hull)

5. LNG (Liquefied Natural Gas) ships

LNG carriers are specialized types of gas carriers built to transport large volumes of LNG at its
atmospheric boiling point of about -162° C.

✓ These ships are now typically of between 125,000 and 135,000 m3 capacity and are
normally dedicated to a specific project. Here they often remain for their entire contract
life, which may be between 20-25 years or more.

The containment systems on these ships are mainly of four types:

1. Gaz Transport membrane
2. Technigaz membrane
3. Kvaerner Moss spherical — independent Type ‘B’ , and
4. IHI SPB Tank — prismatic

International Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (IGC Code)

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➢ Gas carriers built after June 1986 shall comply with the IGC Code
➢ Applies to ships regardless of their size, including those of less than 500 gross tonnage,
engaged in carriage of liquefied gases having a vapour pressure exceeding 2.8 bar
absolute at a temperature of 37.8°C, and certain other substances listed in chapter 19 of
the Code
➢ As proof that a ship complies with the Code, an International Certificate of Fitness
(CoF) for the Carriage of Liquefied Gases in Bulk should be on board.

IGC divides ships into four types according to the ship‘s capability to survive specified damage
caused by collision or stranding and the location of the cargo tanks in relation to such damage
These types are:
1. 1G
2. 2G
3. 2PG
4. 3G

Type 1G ship is intended for the transportation of products considered to present the greatest
overall hazard and Types 2G/2PG and 3G for products of progressively lesser hazards

GENERAL CYCLE OF CARGO OPERATIONS

Every liquefied gas carrier must have a Procedures and Arrangements Manual which gives specific
operating instructions. The following sequence outlines a general cycle of operations, and
supplementary comments are made where relevant:

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Cycle of Cargo Operations

Figure Describing Use of LNG Cargo Vapours as a Fuel

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References
Abangan, Emeterio B. (2019). Cargo handling & stowage (dangerous goods & inspection). First
edition. Cebu, Philippines: Jjack Wisdom Publishing.

IMO. (2017). MARPOL Consolidated edition 2017. London: International Maritime Organization.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.1. London:
International Maritime Organization.

IMO. (2016). International Maritime Dangerous Goods code: amendment 38-16, Vol.2. London:
International Maritime Organization.

IMO. (2014). SOLAS Consolidated edition 2014. London: International Maritime Organization.

Cosare, F. D. (2012). Cargo handling and stowage 2; carriage of dangerous goods. Pasig City,
Philippines: MARTA.

https://cultofsea.com/tanker/gas-tanker-types-tanks-cargo/

https://cultofsea.com/cargo-work/gas-tankers-basic-definitions-hazards/

https://www.pfri.uniri.hr/knjiznica/download/TankerLPGSafetyGuide.pdf

https://www.marineinsight.com/types-of-ships/what-are-gas-carrier-ships/

Checkpoint

Activity 1. Definition

Define the following terms found in the IGC Code:

1. Boiling Point –

2. Cargo Area –

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3. Cargo Containment Systems –

4. Gas-Dangerous Space or Zone –

5. Gas-Safe Space –

6. Hold Space –

7. Interbarrier Space –

8. MARVS –

9. Primary Barrier –

10. Secondary Barrier –

Do this

Activity 2. Enumeration

Write the answer to the following statement being asked:

A. Four groups of gas cargoes substances that are covered by the IGC:
1.

2.

3.

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4.

B. Different types of Gas Tanker Ships:

5.

6.

7.

8.

9.

C. Four different cargo containment systems of fully refrigerated ships

10.

11.

12.

13.

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Assessment

Essay Writing

Discuss the processes/procedures of Gas Tanker Cycle of Cargo Operations. (Answer

should NOT be less than 25 words in each processes/procedures

Gas Tanker Cargo Corresponding process or procedure

Operations

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Rubric for Essay Writing

Score Content Organization Development Use of Language

Answer is Clear sense of Develops each Uses technical
appropriate order. Begins point with or scientific
to the with a thesis may specific terminology
question. or topic details. appropriately
Content is sentence. Answers and correctly.
4 factually Supporting question No major
correct. points are completely. grammatical or
presented in a spelling errors.
logical
progression.
Answer is May lack a Each point Accurate word
appropriate thesis supported choice. No more
to the sentence, but with some than 2 major
question. points are details and errors and a few
3 Content may presented in a evidence. minor errors.
have one or logical All important
two factual progression. points
errors. included.
Content Logic of Sparse Ordinary word
relates argument is details or choice; use of
peripherally minimally evidence. scientific
to the perceivable. Question only terminology
question; Points partially avoided. Some
2 contains presented in a answered. serious errors

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significant seemingly (but they don’t

factual random fashion, impair
errors. but all support communication).
argument.
Content Lacks clear Statements Limited
unrelated to organizational are vocabulary;
question. plan. Reader unsupported errors impair
is confused. by any detail communication.
or
1 explanation.
Repetitious,
incoherent,
illogical
development.

ORAL EXAM (Final)

Instruction:
Select the activities for your ORAL from the list below:
1. What is Ballast Water Management
and when it will come into force?
2. What is Cavitations on the centrifugal pumps and how we can prevent it?
3. What is the purpose of different type of tank configuration in Chemical tankers?

ORAL PRESENTATION ON THE CHOSEN RESEARCH TOPIC

DIRECTIONS: (This is an online oral presentation)
In this activity, you will work with a partner.
1. On a paper, please write down what you think is your idea
regarding your chosen research topic. Please accomplish this task
in 15 minutes.
2. When done, please post your output on a Power Point Slides and
prepare to present
3. Each pair will be given 5 minutes to present their outputs.
4. During the presentation, please explain briefly why you think you
listed items that constitute the terms in your CHOSEN RESEARCH
TOPIC.

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RUBRIC FOR ORAL PRESENTATION OF RESEARCH TOPIC

CRITERIA SCORE
CONTENT (40%)
The content clearly incorporates salient points discussed about the
topic
CREATIVITY AND OVERALL PRESENTATION (30%)
The presentation showcases learner’s creativity and originality
OTHER ELEMENTS (15%)
• The group effectively use gestures, eye-contact, movements,
and facial expressions to convey the message
• The speaker speaks audibly and clearly.
• The speakers uses props, and costumes appropriately and
effectively
MASTERY (15%)
The pair has mastered the concepts and delivered it well

SCHEDULING ONLINE ORAL EXAM

✓ Using Google Calendar
✓ Open Google Calendar in Google Apps
✓ Schedule students for oral exam
✓ Add google meet link
✓ Attach format of presentation
✓ Set notification
✓

PRESENTATION OF OUTPUT

Select the topic for your OUTPUT from the list below:
1. What is the possible things to happen when not following the safe handling of solid bulk
cargoes and care during voyage according to safety rules/regulations, equipment operating
instructions and shipboard stowage limitations.
2. What are the uses of oil tanker piping system and pumping arrangement
3. Why should be needed to maintain effective communications during loading and unloading.

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Dangerous Goods and Inspection)

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Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

Reviewed by: Approved by:
01 September 2021
QMR President

POWERPOINT PRESENTATION SLIDES

✓ Make a 5-minute presentation of the Chosen Research Topic.

The format of the slides must be:

▪ Slide 1: Title of the Chosen Research Topic and members

▪ Slide 2: Justification for choosing the topic
▪ Slide 3: Existing problems, issues, gaps relevant to the chosen topic
▪ Font Size and Style: Title: Arial 36 – 40 “
Body: Body: 24 – 28”
▪ Animation and Design: Free Style

RUBRIC FOR POWERPOINT PRESENTATION OF RESEARCH TOPIC

CRITERIA SCORE
CONTENT (40%)
The content clearly incorporates salient points discussed about the topic
SLIDE CREATION (15%)
Presentation flows well and logically. Presentation reflects extensive use of
tools in a creative way.
SLIDE TRANSITIONS (15%)
Transitions are smooth. Transitions enhance the presentation.
PICTURES, CLIP ART BACKGROUND (15%)
Images are appropriate. Layout is pleasing to the eye.
MECHANICS (15%)
No spelling errors. No grammar errors. Text is in authors’ own words.
RESEARCH WORK
Instruction:
Select the topic of your research from the list below:
1.Describe the use of general terms on basic tanker operations
2.Why there is a need to determine the oil tanker operations and related pollution –
preventions regulations.
3.Why there is a used of tank cleaning of chemical tankers.
1. What is used and application of these general terms used on gas tanker operation

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 Issue No. 1 Page 150 of 151
S E
MT
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ST. THERESE- MTC COLLEGES SEAM 4
Iloilo, Philippines (Cargo Handling and Stowage –
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C
E

OL
. T H
Dangerous Goods and Inspection)

LEGES
ST

Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

Reviewed by: Approved by:
01 September 2021
QMR President

INSTRUCTION:
Submit a well-written Literature Review of your Research Topic. The table provided below is a
guide in making your Literature Review. You may add extra pages.
1. Draft Article Summary Paragraph: 3-4 Paragraphs of these will become your Short
Literature Review.
2. Create an order for your paragraph summaries (try this with just 3-4 paragraphs that
relate) You have now created a draft of a Short Literature Review
3. Revise your Short Literature Review to include paragraph introduction, body, and
conclusions/synthesis.

ARTICLE SUMMARY TABLE

1 2
References
Aim/Objective/Scope
Participants and Sampling
Context and framework
Results or findings
Implications Practice to Research
Your Comments

RUBRIC FOR RESEARCH

CRITERIA SCORE
INTRODUCTION (10%)
Clear overview of paper, demonstrate importance of topic
BODY (40%)
Balanced viewpoint: Objective, balanced view from various perspectives.
Coherent theme: Each cited study related to the topic and to other studies
Depth and breadth of research: Variety of studies and attention to detail
about the topic

©All Rights Reserved

 Issue No. 1 Page 151 of 151
S E
MT
C
ST. THERESE- MTC COLLEGES SEAM 4
Iloilo, Philippines (Cargo Handling and Stowage –
E

C
E

OL
. T H
Dangerous Goods and Inspection)

LEGES
ST

Revision No. 2 Effectivity date: STUDENT LEARNING MODULE

Reviewed by: Approved by:
01 September 2021
QMR President

Analysis: Collection of studies analyzed for differences and commonalities

about the topic
CONCLUSION AND SYNTHESIS (10%)
Information synthesized and brought to a logical conclusion
ORGANIZATION AND ALIGNMENT (15%)
Organization and Alignment Information logically organized with good
flow, Issues threaded throughout paper.
MECHANICS, APA, REFERENCES (25%)
Correct spelling, punctuation, sentence structure, word usage
Correct use of APA in body of paper
References correctly typed, appropriate number and quality

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