Basic Tanker Training (Oil, Chemical and Liquefied Gas Tanker)

SMA
Singapore Maritime Academy

SINGAPORE POLYTECHNIC SP PACE
ACADEMY
Basic Tanker Training

(Oil, Chemical and Liquefied Gas
Tanker)
Conducted by Singapore Maritime Academy
SINGAPORE @
POLYTECHNIC ~-~
PROFESSIONAL & ADULT CONTINUINGEDUCATION (PACE) ACADEMY

Singapore Polytechnic
500 Dover Road Singapore 139651
tel: (65) 6772 1055 fax: (65) 6772 1957
www.sp.edu.sg
Dear Adu lt Learners
WELCOME LETIER TO ADULT LEARNERS FROM DIRECTOR
It gives me great pleasure to welcome you to the Singapore Polyt echnic (SP) . I hope you are looking forward to the start
of t he course w ith Professional and Adu lt Continuing Education (PACE) Academy at SP. Whether you are a new or
returning student, it is my pleasure to welcome you to SP and to thank you for choosing SP.
Yo u have joined the first and foremost Polytechnic in Singapore. Since 1954, SP has educated and trained over 180,000
diploma graduates and over 300,000 adult learners who form the core of the Singapore workforce.
You have enrolled into a programme wh ich has been specially designed for adult learners li ke yourself. I am confident
you w ill find you r studies with us rigorous and engaging. Our well qualified and experienced lecturers will work with
you to make your learning journey fulfilling and successful. Besides hard work, a key to your successful completion will
be managing your time between your work, study and fam ily.
During your course of study, please be aware of the term/semestral breaks (information available on main SP website).
At t hese t imes, several of the food outlets with in SP may not be open. In addition, SP hosts several events during wh ich
tim e there may be lack of pa rking spaces within the polytechnic. As such, we encourage students to ta ke public
tran sport as SP is well connected by buses and MRT.
Our dedicated and highly respon sive non-teaching staff are committed to meeting our adult learners' needs. You can
contact your Programme Administrato r, Ms Helen Ho at 6870 8071 or helen ho@sp.edu.sg for any clarifications or
fu rther information .
My team and I hope your experience at SP meets your expectations, and I encourage you to share with me any
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fe edback about us, feel free to drop us an e-mail at pace@sp.edu.sg or call us at 6772 1288.
Best rega rds,
Sure? Punjab i
Director, PACE Academy
Singapore Polytechnic
SMA
SINGAPOR E POLYTECHNfC
BASIC TRAINING IN OIL,

CHEMICAL AND GAS TANKER
CARGO OPERATIONS
(AS PER IMO MODEL COURSE 1.01 and 1.04)
Ver 1.0/July 2014 Singapore Maritime Academy

SMA
SfN:GAPORE POLYTECHN IC
BASIC TRAINING IN OIL AND

CHEMICAL TANKER CARGO
OPERATIONS
{AS PER IMO MODEL COURSE 1.01)

CONTENT
COMPETENCE 1: Contribute' to the safe cargo operation of Oil and Chemical Tankers
Chapter Description
1 Basic knowledge of tankers
2 Physical and chemical properties of oil and chemicals
3 Knowledge and understanding of tanker safety culture and safety management
COMPETENCE 2: Take precautions to prevent hazards
4 Hazards
COMPETENCE 3: Safety requirement
5 Safety
COMPETENCE 4: Carry out fire fighting operations
6 Fire safety and firefighting operations
COMPETENCE 1: Contribute to the safe cargo operation of Oil and Chemical Tankers
7 Cargo operations (for oil and chemical)
COMPETENCE 5: Respond to emergencies
8 Emergencies for oil and chemical tankers
COMPETENCE 6: Take precautions to Prevent pollution of the environment from the release of
oil or chemicals
9 Pollution prevention for oil and chemical tankers

10 Case studies on oil and NLS ship emergencies

REFERENCE MATERIAL:
ISGOTT Ship/Shore Safety Checklist

Hot work permit
Cold work permit
Enclosed space entry permit
MSDS - Crude Oil
MSDS - Jet Fuel
MSDS - LPG: Propane
MSDS- LNG (Northwest Natural Gas Company)
MSDS - LNG (Kleen heat Gas)
MSDS - Ethylene
ACKNOWLEDGEMENTS:
Books and materials listed in the Model Course.

INTERl,!ATIONAL SAFETY GUIDE FOR OIL TANKE RS_AN D TERM INALS
26.3.3 The Ship/Shore Safety Check-List
Ship's Name - - - - - -- -
Berth _ _ __ _ _ _ _ _ __ Port _ _ _ _ _ _ _ _ _ __
Date of Arrival _ _ _ _ _ _ _ Time of Arrival _ _ _ __ _ _
Part 'A' - Bu lk Li quid Gene ral - Physica l Checks

~ ~~~~~.. ~~..-~-~,~~:~ ~:--r~---~:- .~~.":r~~- ;_~~~::::f
J) .... :.... :. ~~~ 7~~~~;:~7i'7~r:~~ --.-~:;:i ....
:::;. ,ti:.,;~~ ~'- Bl!!k ,Ligu!d'..., ~~ne~~~ ( : ::'. . ~ l . : ,:}~~iP ; _TerJl,!inal . ~ )'.~ope;~:,. ,~: ,. ;. . :..: .~:-,Rii~t.!<lli~~':.' . ;.. f:a~:
"r ..r, _;-!;~J'.:;~-;- "'"-~- {:.. ;-; .. ;~.-~'\'!:~~:\._:_\ ~.'t-.i" r'.o !:_~":_.t.~-. ~-,"if.;_',_,':~ .. ... l "J..j, ~..:..:. ;k .t.:.-~:.."':_.1fJi.,: .. ":";'~ ....
.<
'l
,\. 1. There is safe access between the R
~ ship and shore .
I
~
2. The ship is secure ly moored. R
~
-i.
;,
.. 3. The ag reed ship/shore
communication system is operative.
A R System:
"'x
.].
Backup System :
.!!, 4 . Emergency towing-off pen nants are R

... correctly rigged and positio ned .
. ;j:
-~
5. The ship's fire hoses and fi re-fig hting R
~ ..
:.'l'. equipment are pos it ioned and ready
_;
for im mediate use .
..
;f 6. The term ina l's fi re-fight ing R
~
-~
<i
-.t
equipment is positioned and ready
for immediate use.
.(: 7 . The ship 's cargo and bunker hoses,

1: pipel ines and man ifo lds are in good
~~ co ndition , proper ly rigged and
~
:''"':,; appropriate for the service intended.

.''
- ~
8. The te rminal's ca rgo and bunker
--:.;
~~ hoses or arms are in good cond ition,
ls
properly rigge d and ap propri ate for
the service intended .
'
'
;._
9. The cargo transfer system is
,.
.
su fficiently iso lated and drained to
;: allow safe removal of blank flanges
prior to con nection .
,-,
.- 10. Scuppers -and save-alls on boa rd are R
:j effectively plugged and drip trays
~] are in posi ti on and empty.
~~ 11. Tempora rily removed scupper plugs R
~~ w il l be cons tantly mon itored.
:~
.,
.J 12. Shore spil l conta inment and sumps R
~ are correctly managed .
.'
~ 13. The sh ip's unused ca1go and bunker
i
1'; . connections are properl y secured
.: with blank flanges fully bolted .
~
,; 14. . The terminal 's unused cargo and
bunker connections are properly
''
secured with blank flanges fully
,, bo lted.
368 ICS/OCIMF/IAPH 2006

SAFETY MANAGEMENT
::: . ::; sGn(i'.:itj~ici ;,:G~M'~fui-.'.~ -: ......

r.~~~~.~-r-,--..,.---.,...--:-'""
l~.:
t ":'.p . . . l,:,, :~.-. 4
~', :~ ~~-...,:~~ : :~.}:;.-~,.~:.;,-. ~: :: ~~ , -! ;.'!.
~~
~' Ship .. T~~mlri~I ..._Cbde : , ___ .,__,, , Remarks :" . :.~

_.;~_. ~-~:::-:~ '-;; . '. .: 1 f: ';'~ ,~;
' -==::~,.
_.:) ::
:h~
,\,,."~.;:{
...kf<'.:,: .. ~1:~,<T.:'
:-;;;; ': - ....\ j
!
.. 15 . All cargo, bal last and bunker tank
lids are closed .
"1 16. Sea and overboard discharge valves,
;, w hen not in use, are closed and
. visibly secured .
'\
17. All external doors, ports and R
i windows in the accommodation,
i
~ stores and machi nery spaces are
f closed . Engi ne room vents may be
::! open.
'l
~:
; 18. The ship 's emergency fire control
Location:
.
i
5 plans are located extern ally.
.. - ,....... , "'' ~ 'p ~ ;;;.. . . .. . . . .. - "" . ..
~, . -. - . .. ,..- . .. ~
If the ship is fitted, or is required to be fitted, with an iner t gas system (/GS}, the to/lowing
points should be physica/ly checked:
.,.-r- ....
-
...... ....
rr...-;-~~ ~~--c-- ~. ::-~~ .,
.,..-:- ..........~::--:----;---.-.~.,
t~~:/.,,:.-<:-Fln'e rf Gas s%1effi .":~ ~: .

.~t . . 1... "f"'~-:: . . :,,.,:.~t-,!. -::;-,.:_.~!:',t![ ..;':.' .
, shi~ ~'.
' ,.. -<~
::ca.de'.. ).,
~ :: .:...: {.
:> :Remarks
, - ~ W;._ ;_, , ~ .
., "_i
:~ .,. l
:~
19. Fixed IGS press ure and oxygen R

content recorders are working.
J, 20 . All cargo tank atmospheres are at p R

--~ positive pressure with oxygen
conten t of 8% or less by volume.
~. ,.
Pa rt 'B' - Bu lk Liquid Genera l - Verbal Verification

~:~::-::~r,~~~-:--:.~.~~~--~- ::::--';'"-~--~ . ~--::--~- . ~; .. -::i;_.-.-':'7:-~;-~-.-,--:~.;"'"'i
: " ..: ,
t~~;~:?;~!t ~,.:-.
> Bulk: ~iqui9.-, ~~n~r~C> , . :
... ;-~\.... ,:. . ,:,.: ..,,.;;.;.';.1.~ .. 0
'\ 1 .'1
: ,.~~hip
..... ,.
Terminal . 'cocifi'
..:::. :./i.>~. :.:.:.... ~ (.'
0

: __ .'-- ... 1
.,
< !
Rema;ks : '.,:'.d
,~1, - ... . .
"
.. 21. The ship is ready to move under its p R
;' own power.
:.;,
;,
'.; 22 . There is an effective deck watch in R
I attendance on board and adeq uate
$
-~
supervision of operatio ns on the
!.
ship and in the terminal.
l
fl 23. There are sufficient personnel on R
~
; board and ashore to deal with an
" emergency.
t 24 . The proced ures for cargo, bunker A R
.\ and ballast handling have been
'
,. agreed .
~~
~
~ 25. The emergency signal and shutdown A
. procedure to be used by the ship
..
' and shore have been explained and
understood .
"
26 . Material Safety Data Sheets (MSDS) p R
for the cargo transfer have been
exchanged where req uested.
ICS/OCIMF/IAPH 2006 369

INTERNATI ONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS
~~-r.-r- .... ~~,.~:.""'~1';',....,- ,.y._._,-...- A~'~ o ....- ..H ......................... ,,.,- rr""~ . . . .~ - - ,,,.,...f" . ... ' .. 1 0
..
-,--..-.,._..._... ~-"A-~~""'""'" ,_-.., ~
l.:.,.:. :. :'. ~~!k~lquid ~ ?ene~l.~ . Ship . Terminal Code Remarks .

..
r ~
,]
~!
1~ 27. The hazard s associated wi th toxic
y H2 S Content:
.' S\Jbstances in the cargo being
'""1
~ handled have bee n identified and Benzene Content:
:~ understood .
.
~
,
,:, 28 . A n Internationa l Shore Fire
.i Connectio n has been provided .
.':'
... 29. T he ag reed tank venti ng system wi ll A R Method:
-~
~-
be used.
J
R
-~ 30. The req uirements for closed
.. operations have been ag reed .
~- /
./ 31 . Th e ope ratio n of the P/V system has
, been verifie d.
.~,
32. Wl1ere a va pour return lin e is A R
.\ connected, operating parameters
'
-.-:.~ have been agreed.
.. In depende nt hi gh leve l alarms, if A R

,,... 33.
.. fitted , are operational and have bee n
tested.
f
? 34. Adeq uate electrical insu lating means A R
'
.,
are in place in the ship/shore
connection .
.
/~ 35. Shore lines are fitted with a p R
)~ non-return va lve, or prncedures to
J:
':.r'
avo id back fil ling have been discussed.
;::',., 36. Smoking rooms have been identified A R Nominated smoking rooms:
- and smokin g requirements are being

-1~ observed .
' .. 37. Naked light reg ula tions are being

-..
(,:
.::,.,,
_.:;
observed .
A R
-~
38. Ship/shore te lephones , mobile A R
phones and pager requ irements are
~
being obse rved.
/ 39. Hand torches (flas hlights) are of an
.
., approved type .
..
.
;.
.. 40 . Fixed VHF/UH F transceivers and
., AIS equipment are on the correct
-< power mode or switched off.
-
="..
'< 41. Portab le VHF/UHF transceive1s are
~ ....
. i. of an approved type .
o-,_
"
.,., 42. The ship 's main radio transmitter
~:::
:J aerials are earthed and radars are

~~
. switche_d off.
~;
..
;!.'; 43. Electric cab les to portable electrica l
..' equipment with.i n the hazardous
area are disconnected from power.
!
44. Window type air cond itioning units
' are d isconnected.

SAFETY MANAGEMENT
~~~~~
~-~-..,,.....
~ ~~JI-,"" .. ."
-.,
-< . '_ sliii<.LJq~ici-_ <3e~~ra1 . : .
t ";, - .. ; : ' :. : ~ .
Ship .1er~~nai Cpd_e
, < . . . . < ! < ~~~~-;~~:~ ~->~. ~ .1
}: 45. Positive pressure is being
J11! maintained inside the
< accommodation, and air conditioning
~
intakes, which may permit the entry
'.l of cargo vapours, are closed.
~
;;~
1
46 . Measures have been taken to ' R
ensure sufficient mechanica l
....''
,
,::,: venti lation in the pumproom .
-.
."' 47 . There is provision for an emergency
-. escape.
J
9 48. The maximum wind and swel l A Stop cargo at:
-.~ ' criteria for operations have been Disconnect at:
f:; agreed . Unberth at:
.,~ 49. Security protoco ls have been agreed A

- between the Ship Security Officer
;i and the Port Facility Security Officer,
~
;) if appropriate.
,2 p
50. Where appropriate, procedures have A
' been ag reed for receiving nitrogen
-;
~ supplied from shore, either for
., inerting or purging ship's tanks, or
.."'
. for line clearing into the ship.
~. ' .. ... . ' ~ . . ,<
'
If the ship is fitted, or is required to be fitted, with an inert gas system (!GS) the following
statements should be addressed:
.-~
- ~~---~~--,.--~~
.- -
. -
. ~~. -.-
.~ . .. <. - -- . ~ : . -o-:-:- 7 -. -. --~. -- -
. -. ~.~
'-~-::-:-" / lnertGassy~tem .: -'.: . . Ship .. Terminal .. . Code .. :.. " . . ,: Remarks .. ' ': ~
. . . .. . .. : .... ~ , .' ~ .. ~ ":: :: .':" p ..... ~ . .; '. .. ; : .:: 1
Jl
-~ 51 . The IGS is fu lly operationa l and in p
~ good working order.
J
;
52. Deck sea ls, or equivalent , are in R
~ good working order.
~ 53. Liquid levels in pressure/vacuum

breakers are correct.
R
'
:~
~ 54. The fixed and portable oxygen R
J analysers have been ca librated and
'
\l are working properly.
-~
4
' 55. All the individual tank IG valves (if R
-t fitted) are correctly set and locked.
-~
~ 56. Al l personnel in charge of cargo
' operations are aware that, in the
} case of fai lure of the inert gas plant,
discharge operations should cease
;'
and the term inal be adv ised.
ICS/OCIMF/IAPH 2006 37 1
INTERNATiONAL SAFETY GUIDE FOR OIL TAN KERS AND TERM INALS
If the ship is fitted with a Crude Oil Washing (COvv,J system, and intends to crude oil wash,
. the following statements should be addressed:
~
57 . The Pre-Arrival COW check-list , as
~
);'. co ntained in the approved COW
-:1 manual, has been satisfactorily
.,. completed .
'
..,
.
-
58 . The COW check-lists for use before,
d uring and after COW, as contained
R
" in the app roved COW manua l, are

........
' availab le and being used .
~
If the ship is planning to tank clean alongside, the following statements should be addressed:
hl~'i5~~'frW~f''M\l~~~p::"1?? ~-~~:;-f{'f 'T~":"::t:-::;;TJ ",:~?7'1i '"";,"''.".;:".:"'''.""':"\'~;'-:''"""l~
.". ,~:.:,..;-~A,~..,.,_Tli!l.~~leM~~g:;:i~~1;c -:!,;.. " ;' ~/1 Sl:iiP' :~
~;1~~ '~~~;f.J;~~"ff~~..:-~~)~ ~::i:!- ~i!'.:i.:._. ..,. \:.i.~.~ ~ ?fl) .... ~>}::
Tetmir:l'al 1'; Code, , ;1.. .l" .J..: ,_ . Remarks:.: , , ...
)~:~ -..~<~':t~;; : L ' : t;_~~": : .: >-,!. ~ ~: )-- , -i: ,' :~J.l:;~~~~-~,t~
< 59. Tank cleaning operations are Yes/No* Yes/No*
. p lanned during the ship's stay
..;";.
a longside the shore installation .
.,< 60. If 'yes', the procedures and

. ~ approva ls for tank cleaning have
;~, been agreed .
,. 61. Permission has been gra nted fo r gas Yes/No* Yes/No*

-~: freeing operations.
.,
* Delete Yes or No as appropriate
Part ' C' - Bulk Liquid Chemicals - Verbal Verification
Materia l Safety Data Sheets are

. avai lable giving th e necessary data
for the safe handling of the cargo.
2. A manufacturer's inhibitio n p
certificate, where applicable , has
;:, been provided.
3. Sufficient protect ive clothing and

equipment (inc luding self-contained
breath ing apparatus) is ready for
immediate use and is suitab le for
,,., the product being handled .
:;.i-- - - - - - - - - - - - - - - - - + - - - - + - - - - - + - - - - - + - - - - - - - - - - - - !
4. Countermeasures against accidental
personal contact with the cargo
have been agreed.
5. The cargo handling rate is A

compatible w ith the automatic
shutdown system, if in use.
6. Cargo system gauges and a larms

are correctly set and in good order.

SAFETY MANAGEMENT
Porta ble vapour detection

instruments are readily available for
the products being handled .
8. Information on fi re-fighting med ia

and procedures has been
exchanged .
--~ 9. Transfer hoses are of suitable

material , resistant to the action of
the products being handled .
10. Cargo handling is being performed p

w ith the permanent installed pipeline
,, system .
~ 11. Where appropriate, procedures have A p

-~ been agreed for receiving nitrogen
.l-, supp lied from shore, either for
' inerting or purging ship's tanks , or
.~
for line clearing into the ship.
Part 'D' - Bulk Liquefied Gases - Verba l Verification

~~\., _"'f~-.-:;~~-~- ,._ :... ~, :; ~ :~ ~1.11.; . - f~~- ~~: .
~;"'-' ~.--;: ~j ~~.. ~ -~,-~.. ~ ;~~('.~:?D
E,-~-:."~~. ~ulk ' Llqpefi~~.-Gases . :-. -:
.:_..-. ./. \-:,,-. '... _. ,. ShJP.~i- .:I~!!ll!.O.~f. ,; C.9.9,&J.! . .-:.~>-h:'. ...: . :~m~r,~~Fe.::.:;~;i)J
. ~. . ~ - ~,~~:~\~, >:, ,::__ ~ i.:.. _ ,.::-~-:,_.. . "" . .- ~;,(;.--:\ _rrt; ... "..'V:"--'_J--~-1-"~*:~~r: ..~;_r;~-~1..,...i:.-.,,.,-:.~.':l.:t. ,,-...~.- ~- ~
~ 1. Material Safety Data Sheets are

,,1 available giving the necessary data
{i for the safe hand ling of the cargo.
;;
2. A manufacturer's inh ibition p
"
"
;,
certificate, where applicable, has
been provided.
''
"I~ 3. The water spray system is ready for
immediate use.
-~
4. There is sufficient suitable protective
'J
equ ipment (including se lf-contained
' breathing apparatus) and protective
~ clothing ready for immediate use.
:~
~
5 . Hold and inter-barrier spaces are
~ properly inerted or filled with dry air,

as required.
~
6. All remote control valves are in

~
working order.
~
.. 7. The required cargo pumps and A
--:
compressors are in good order, and
'), the maximum working pressu res
have been agreed between ship and
'1 shore.
.,i
8 . Re-liqu efacti on or boil-off con trol
eq uipment is in good order.
'
ICS/OCIMF/I APH 2006 373

lf\ITERf\!ATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMI NALS
-d
.,
:.:-
.
~~~ ~ -({{~i~-~:q~~:g-~~~!~~s);::.:t-'~?. ~:~~~~~ 'J. ;~r~~ J~~~f; ~?=~~-~~_rri;r~~- ::~.:~-~-?~
1
9. The gas detection equipment has
f.; been properly set for the cargo, is
~
~ ;: calibrated, has been tested and
.~:S inspected and is in good order,
'f.
'~
~ 10. Cargo system gauges and alarms
-~, are correctly set and in good order.
-~ 11. Emergency shutdown systems have

been tested and are working
'~
~-:..\
properly.

-(~ 12. Ship and shore have informed each A Sh ip:
,c other of the clos ing rate of ESD
valves, automatic valves or simi lar
~ ~1
devices. Shore:
.. ,
'-'
'.
13. Informatio n has been exchanged A
~~ between ship and sho re on the
-;
~:--;
maximum/minimum temperat'ures/
pressures of the cargo to be
:~
.;<'
handled .
'
=-: 14. Cargo tanks are protected against
-~
; ~ inadvertent overfi lli ng at all times
~~ while any cargo operations are in
-~ progress.
-~~
-~
15. The compressor room is properly
;.~
"
~ ventilated, the electrical motor room
"~ is properly pressurised and the
'j alarm system is working.
,
t
-t 16. Cargo tank relief va lves are set
~
correct ly and actual relief valve
~:
:.:i settings are clearly and visib ly
~ displayed . (Record settings below.)
,.
Tank No 1 Tank Nos I Tank No 8
Tank No 2 I Tank No 61 Tank No 9
Tank No 31 Tank No 71 Tank No 10 I

Tank No 41

SAFETY MANAGEMENT
DECLARATION
We, the undersigned, have checked the above items in Parts A and 8, and where appropriate
Part C or D, in accordance with the instructions, and have satisfied ourselves that the entries we
have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that
those items with code 'R' in the Check-List should be re-checked at intervals not exceeding
hours.
If to our knowledge the status of any item changes, we will immediately inform the other party.
For Ship For Shore
Name Name
Rank Position or Title
Signature Signature
Date Date
Time Time
Record of repetitive checks:
Date:
Time:
Initials for Ship:
Initials for Shore:
ICS/OCIMF/IAPH 2006 375

INTERl\JATIONA.L SAFETY GUIDE FOR OIL TANKERS AND TE.RMINALS
26.3.4 Example Safety Letter
Terminal _ _ _ _ _ _ _ _ _ __
Date _ _ _ _ _ _ _ _ _ _ _ __
The Master SS/MV _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ __
Port--------------~----------
Dear Sir,
Responsibility for the safe conduct of operations while your ship is at this terminal rests jointly
with you, as Master of the ship, and with the responsible Terminal Representative. We wish,
therefore, before operations start, to seek your full co-operation and understanding on the safety
requirements set out in the Ship/Shore Safety Check-List, which are based on safe practices that
are widely accepted by the oil and tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout
your ship's stay alongside th is terminal and we, for our part, will ensure that our personnel do
likewise, and co-operate fully with you in the mutual interest of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member
of the terminal staff, where appropriate together with a Responsible Officer, will make a routine.
inspection of your ship to ensure that elements addressed within the scope of the Ship/Shore
Safety Check-List are being managed in an ccerifii~~ie manner. Where corrective action is
needed, we will not agree to operations commencing or, should they have been started, we will
require them to be stopped.
Similarly, if you consider that safety is being endangered by any action on the part of our staff or
by any equipment under our control , you should demand immediate cessation of operations.
There can be no compromise with safety.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed----------------
Term inal Representative
Terminal Representative on duty is:- - - - - - - - - - - - - -
Position or Title: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Contact Details: - - - - - - - - - - - - - - - - - - - - -
Signed----------------
Master
SS/MV _ _ _ _ _ _ _ _ _ _ _ _ __
Date/Time _ _ _ _ _ _ _ _ _ _ _ _ _ __

. Appendix F
Hot Work Permit

This permit to work relates to any work involving temperature conditions
which are likely to be of sufficient intensity to cause ignition of
combustible gases, vapours or liquids in or: adjacent to the area involved.
Before completing this form, refer to the accompanying guidance notes,
and to Section 2. 8.
GENERAL
This permit is valid from ................ hrs Date ....................................................... ..
to ................ hrs Date ........... ....... ...................................... .
Location of hot work ........... .......... .... . :.... ......... .... ...... ... .... ................... ....................... ..
Has enclosed space entry permit been issued? Yes I No
Reason if 'No' ............................................................................................................ ..
Description of hot work .. .......... ... ............ .. ........... : ................... .......... ........................ ..
Personnel carrying out hot work ... ........... ............. .. ............... ........ .............. .. ...... ........ .
Person responsible for hot work .......... ......... .... ...... .. .... ............ ....... ......... ................... .
Person responsible for safety ...................................................................................... .
SECTION 1
1.1 Has the hot work area been checked with a combustible
Yes I No
gas indicator for hydrocarbon vapours?
Time ...................................... ..
1.2 Has the surrounding area been made safe? Yes I No

Time ....................................... .
ISGOTT 267
SECTION 2
2.1 Has the hot work area been checked with a combustible
Yes I No
gas indicator for hydrocarbon vapours?
2.2 Has the equipment or pipeline been gas freed?
Yes I No
2.3 Has the equipment or pipeline been blanked?
Yes I No
2.4 Is the equipment or pipeline free of liquid?
Yes I No
2.5 Is the equipment isolated electrically?
Yes I No
2.6 Is the surrounding area safe?
Yes I No
2.7 Is additional fire protection available?
Yes I No
2.8 Special conditions/precautions
-
In the circumstances it is considered safe to proceed with this hot work.
Signed ... ... ... ..... ........ .. .. ... .... . ... .... ..... ... ... ..... .. ... ....... .... ...... ..... ..... .... .. .... ... ...... .. .. .......... Master
Person in charge of hot work team
SECTION 3
The work has been completed and all persons under my supervision , materials and equipment
have been withdrawn .
Authorised office in charge ... ..... ...... .... .... ...... .... ... ... Time .. ........ . .. .. . .. ... Date .......... .. ... .. ... .... . .
First copy for display at work area
Second copy for ship or terminal records.
GUIDANCE NOTES FOR HOT WORK PERMIT

(a) Starting/finishing time must not exceed the Authorised Signatories'/Responsible Officer's
working hours.
(b) Specific location of hot work to be given.
(c) Description of work to include type of equipment to be used .
SECTION 1
Applies to all hazardous work not involving naked flame or continuous spark production, and
would include the use of electrcal equipment, use of air-driven rotary equipment, sand or grit
blasting , hammering and mecha.nical ch ipping and movement of equipoment or materials over
or near to machinery that is operating.
SECTION 2
Applies to all hot work involving high temperatures, open flame, electic arc or continuous source
of sparks etc. This type of work includes but is not limited to welding burning and grinding.
TESTS FOR COMBUSTIBLE GAS SHOULD .BE CARRIED OUT IMMEDIATELY BEFORE
THE COMMENCEMENT OF HOT WORK AND AT FREQUENT INTERVALS AS LONG AS
THE WORK IS IN PROGRESS
ISGOTT 268
Appendix G
Cold Work Permit

This permit relates to any work in a hazardous or dangerous area which
will not involve generation of temperature conditions likely to be of
sufficient intensity to cause ignition of combustible gases, vapours or
liquids in or adjacent to the area involved.
GENERAL
This permit is valid from .. .............. hrs Date ........................................................ .
to ............. .. . hrs Date ... .. ............. .. .................... ............. ... .
Location of cold work ..... ... ..... ........ ...... .. ......... ... ......................................................... .
Has enclosed space entry permit been issued? Yes I No

Description of cold work ...............................................................................................
Personnel carrying out cold work ............... .. ............................................................... .
Responsible person in attendance ..... .... ........... .... ...... .. .... ........... :...... ... ...................... .
SECTION 1
Preparation and checks to be carried out by Officer in Charge of cold work to be performed.
1.1 The equipment/pipeline has been prepared as follows:
Vented to atmosphere: Yes I No Drained: Yes I No
Washed: Yes I No Purged: Yes I No
Other: ................................................. ........... ..... .......... .. .... ... .
1.2 The equipment/pipeline has been isolated as follows:
Lines Blanked: Yes I No Lines Disconnected: Yes I No
Valves Closed: Yes I No Other: ...... ...... .... .. ... .... ..... .. ...... .
1.3 Is equipment free from :
Oil: Yes I No Gas: Yes I No Steam: Yes I No
Pressure: Yes I No
1.4 Is surrounding area free from hazards? Yes I No
1.5 If work is to be performed on electrical equ ipment has that equipment been isolated?
Yes I No
ISGOTT 269
SECTION 2
Information and instructions to person carrying out cold work:
2.1 The following personal protection must be worn ...... .. .. ...... ....... .. ...... .. ..... ............. ........ .
2.2 Equipment/pipeline contained following material in service .... .......... .................... ....... ...
2.3 Equipment expected to contain the following hazardous material when opened ... ... ..... .
.
2.4 Special conditions/precautions .. .... ......... .... ... ... .. .... ... ... ........ .... .. ........ ... ....... ........... ...... .
In the circumstances noted it is considered safe to proceed with this cold work.
Signed ... .... .. ............ .... .. ........ ............... ..... ..... .... ..... ..... ....... ...... ..... ... .. Master/Responsible Officer
Person carrying out work task
or in charge of cold work team
SECTION 3
The work has been completed and all persons under my supervision, materials and
equipment have been withdrawn .
Authorised office in charge ....................... ....... Time ... ...... .......... Date ..... ... ..... ... .. ..... .
First copy for display at work area
Second copy for ship or terminal records.
GUIDANCE NOTES FOR HOT WORK PERMIT

(a) Starting/finishing time must not exceed the Authorised Signatories'/Responsible
Officer's working hours.
(b) Specific location of cold work to be given.
(c) Description of work to include type of equipment to be used.
(d) This permit should be used for but not be limited to the following cold work:
1. Blanking/de-blanking.
2. Disconnecting and connecting pipework.
3. Removing and fitting of valves, blanks, spades or blinds.
4. Work on pumps etc.
5. Clean up (oil spills).
ISGOTT 270
Appendix I
Enclosed Space Entry Permit

This permit relates to entry into any enclosed space as described in
Chapter 11.
General
Location/Name of Enclosed Space .................... .. .. ............................. ........................ ..
Reason for Entry .................... .. .............. ... .. .... .. .. .......... .. ...................................... ....... .
This permit is valid from ... .. ... .. .. .. .. hrs Date . .. .. .. .. .. . .. .. .. .. . (See Note 1)
to .................... hrs Date .................... .
Section 1 Pre-Entry Preparations

{To be checked by the master or responsible officer)
D Has the space been segregated by blanking off or

isolating all connecting pipelines?
D Have valves on all pipelines serving the space been

secured to prevent their accidental opening?
D Has the space been cleaned?
D Has the space been thoroughly ventilated?
D Pre-entry atmosphere tests: (See Note 2)
Readings Oxygen .... ........ .... ... % vol (21%)

Hydrocarbon .. ..... .... % LFL (Less than 1%)
Toxic Gases ............ ppm (specify gas & PEL) (See Note 3)
D Have arrangements been made for frequent atmosphere

checks to be made while the space is occupied and after
work breaks?
D Have arrangements been made for the space to be

continuously ventilated throughout the period of
occupation and during work breaks?
D Is adequate illumination provided?
D Is rescue and resuscitation equipment available for

immediate use by the entrance to the space?
D Has a responsible person been designated to stand by

the entrance to the space?
IS GOTI 272
D Has the Officer of the Watch (bridge, engine room, cargo
control room) been advised of the planned entry?
D Has a system of communication between the person at

the entrance and those entering the space been agreed
and tested?
D Are emergency and evacuation procedures established

and understood?
D Is there a system for recording who is in the space?
D Is all equipment used of an approved type?
Section 2 Pre-Entry Checks

(To be checked by the the person authorised as leader of the team entering the space)
D Section 1 of this permit has been completed fully.
D I am aware that the space must be vacated immediately

in the event of ventilation failure or if atmosphere tests
change from agreed safe criteria.
D 1have agreed the communication procedures.
D I have agreed upon a reporting interval of .. .... .... minutes. ~~~~~~~~~~~~
D Emergencyand evacuation procedures have been agreed

and are understood.
To be signed by:
Master or responsible officer .. ...... .... ...... ... .... ...... Date .... ...... .. ... Time .. ... .. .. ... .. .. ... . ..
Authorised team leader ........ .. .. .. .. .. ...... .. .. .. . Date.. .... ..... .... Time .. .. ....... .. ... ... ...
Responsible person supervising entry .. ... .............. .. .. .. .. .. .. Date .. ............. Time ......... .. .. ... ... .
THIS PERMIT IS RENDERED INVALID SHOULD VENTILATION OF THE

SPACE STOP OF IF ANY OF THECONDITIONS NOTED IN THE
CHECK LIST CHANGE
Notes:
1. The Entry Permit should contain a clear indication as to its maximum period of validity
which, in any event, should not exceed a normal working day.
2. In order to obtain a representative cross-section of the compartments atmosphere,
samples should be taken from several depths and through as many openings as possible.
Ventilation should be stopped for about 10 minutes before the pre-entry atmosphere tests are
taken (see Section 11.3.1).
3. Tests for specific toxic contaminants, such as benzene and hydrogen sulphide, should be
undertaken depending on the nature of the previous contents of the space.
ISGOTI 273
Material Safety Data Sheet
1. Product and company identification

0= - ; .:._
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Light Sweet Crude)
The primary exposure hazard of weathered crude is by physical contact with the skin.
MSDS# 0000003277
Code 0000003277
Product use Oil spill recovery I cleanup.
Synonyms Crude Oil, Louisiana Sweet Crude Oil
Supplier BP America Production Company
501 Westlake Park Boulevard
Houston TX 77079
EMERGENCY HEALTH 1 (800) 447-8735
INFORMATION :
Outside the US: +1 703-527-3887 (CHEMTREC)
EMERGENCY SPILL 1 (800) 424-9300 CHEMTREC (USA)
INFORMATION:
OTHER PRODUCT 1 (866) 4 BP - MSDS
INFORMATION (866-427-6737 Toll Free - North America)
email: bpcares@bp.com
2. Hazards identification
Physical state Viscous liquid./Semi-solid
Color Various Colors Brown . to Black. and Reddish brown Orange.
Emergency overview WARNING !
CAUSES EYE AND SKIN IRRITATION.
Prolonged or repeated contact can defat the skin and lead to irritation and/or dermatitis. May be
combustible at high temperature. Keep away from heat, sparks and flame. Avoid contact with
eyes, skin and clothing. Use adequate ventilation. Do not ingest. If ingested, do not induce
vomiting . Wash thoroughly after handling .
Routes of entry Skin contact. Eye contact. Inhalation. Ingestion.
Potential health effects
Eyes Causes eye irritation.
Skin Causes skin irritation. Prolonged or repeated contact can defat the skin and lead to irritation
and/or dermatitis. See toxicological information (section 11 ).
Inhalation Potential for toxic vapor exposures is very low: with the loss of the highly volatile components,
weathered oil does not present an inhalation hazard.
Ingestion Causes gastrointestinal irritation and diarrhea.
See toxicological information (section 11)
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code 0000003277 Page: 1/7
Light Sweet Crude)
Version 3 Date of issue 06/28/2010. Format US-COMP Language ENGLISH.
(US-COMP) (ENGLISH)
3. Composition/information on ingredients
Low molecular weight, highly volatile components are not present.
Hydrogen sulfide and sulfur dioxide have not been detected in air sampled above sources of this weathered oil.
A complex mixture of hydrocarbons consisting predominantly of paraffins, cyclic paraffins, and aromatic hydrocarbons having
carbon numbers of C10 or greater.
Ingredient name CAS # %
Crude oil 8002-05-9 98 - 100
Contains:
Naphthalene 91-20-3 < 1 ppm
4. First aid measures

Eye contact In case of contact, immediately flush eyes with plenty of water for at least 15 minutes. Get medical
attention.
Skin contact Immediately wash exposed skin with soap and water. Remove contaminated clothing and shoes.
Wash clothing before reuse. Clean shoes thoroughly before reuse.
Inhalation If inhaled, remove to fresh air. Get medical attention if symptoms occur.
Ingestion Aspiration hazard if swallowed. Can enter lungs and cause damage. Do not induce vomiting.
Never give anything by mouth to an unconscious person. Get medical attention.
5. Fire-fighting measures
Flammability of the May be combustible at high temperature.
product
Flash point Closed cup: >93C (>199.4F) ESTIMATED.
Fire/explosion hazards May be combustible at high temperature.
Unusual fire/explosion None identified.
hazards
Extinguishing media
Suitable Use dry chemical, C02, water spray (fog) or foam.
Not suitable Do not use water jet.
Fire-fighting procedures Promptly isolate the scene by removing all persons from the vicinity of the incident if there is a fire.
No action shall be taken involving any personal risk or without suitable training. Move containers
from fire area if this can be done without risk. Use water spray to keep fire-exposed containers
cool.
Hazardous combustion Combustion products may include the following:
products carbon oxides (CO, C02) (carbon monoxide, carbon dioxide)
sulfur oxides (S02, SOa etc.)
nitrogen oxides (NO, N02 etc.)
Protective clothing (fire) Fire-fighters should wear appropriate protective equipment and self-contained breathing apparatus
(SCBA) with a full face-piece operated .in positive pressure mode.
6. Accidental release measures

Environmental Avoid material runoff and contact with soil, waterways, drains and sewers .
precautions
Contact Gulf of Mexico Response:
Environmental hotline and to report oiled shoreline: +1 866.448.5816
Personal protection in Safety glasses with side shields or chemical goggles. Tyvek protective suit. Rubber boots.
case of a large spill Gloves. (Nitrile. or Polyethylene) Suggested protective clothing might not be adequate. Consult a
specialist before handling this product.
Methods for cleaning up
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code 0000003277 Page: 217
Light Sweet Crude)
(US-COMP) (ENGLISH)
Large spill Contact Gulf of Mexico Response:
Small spill Contact Gulf of Mexico Response:
7. Handling and storage

Handling Put on appropriate personal protective equipment (see section 8). Workers should wash hands
and face before eating, drinking and smoking. Avoid contact with eyes, skin and clothing . Do not
ingest. Use with adequate ventilation . Wear appropriate respirator when ventilation is inadequate.
Store and use away from heat, sparks, open flame or any other ignition source.
Storage Store in accordance with local regulations. Store in a segregated and approved area. Store away
from direct sunlight in a dry, cool and well-ventilated area, away from incompatible materials (see
section 10). Eliminate all ignition sources . Separate from oxidizing materials. Keep container
tightly closed and sealed until ready for use. Containers that have been opened must be carefully
resealed and kept upright to prevent leakage. Do not store in unlabeled containers. Use
appropriate containment to avoid environmental contamination.
8. Exposure controls/personal protection

Occupational exposure limits
Ingredient name Occupational exposure limits
Weathered Crude Oil None established.
Other Applicable Exposure limit values:

Mineral oil ACGIH TLV (United States).
TWA: 5 mg/m 3 8 hour(s). Issued/Revised: 2/2010 Form: Mineral oil, mist
NIOSH REL (United States).
STEL: 10 mg/m 15 minute(s). Form: Oil mist, mineral
TWA: 5 mgtm 1O hour(s). Form: Oil mist, mineral
OSHA PEL (United States).
TWA: 5 mg/m 3 8 hour(s). Form: Oil mist, mineral
While specific OELs for certain components may be shown in this section, other components may be present in any mist, vapor or
dust produced. Therefore, the specific OELs may not be applicable to the product as a whole and are provided for guidance only.
Some states may enforce more stringent exposure limits.
Control Measures Use only with adequate ventilation . Use process enclosures, local exhaust ventilation or other
engineering controls to keep worker exposure to airborne contaminants below any recommended
or statutory limits. The engineering controls also need to keep gas, vapor or dust concentrations
below any lower explosive limits.
Hygiene measures Wash hands, forearms and face thoroughly after handling chemical products, before eating,
smoking and using the lavatory and at the end of the working period. Appropriate techniques
should be used to remove potentially contaminated clothing. Wash contaminated clothing before
reusing.
Personal protection
Eyes Avoid contact with eyes. Safety glasses with side shields or chemical goggles.
Skin and body Avoid contact with skin and clothing. Wear Tyvek protective suit.
Respiratory Use adequate ventilation. If ventilation is inadequate, use a NIOSH certified P95 particulate
respirator.
Hands Wear protective gloves. (Nitrile. or Polyethylene)
Consult your supervisor or Standard Operating Procedure (S.O.P) for special handling instructions.
Light Sweet Crude)
Version 3 Date of issue 06/28/2010. Form at US-COMP Language ENGLISH.
(US-COMP) (ENGLISH)
9. Physical and chemical properties
Physical state Viscous liquid./Semi-solid
Color Various Colors Brown. to Black. and Reddish brown Orange.
Odor Petroleum Hydrocarbon [Slight]
Flash point Closed cup: >93C (>199.4F) ESTIMATED.
Specific gravity <1 [Water= 1]
Solubility insoluble in water.
10. Stability and reactivity

Stability and reactivity The product is stable.
Possibility of hazardous Under normal conditions of storage and use, hazardous reactions will not occur.
reactions
Conditions to avoid Avoid all possible sources of ignition (spark or flame). Avoid excessive heat.
Incompatibility with Reactive or incompatible with the following materials: oxidizing materials.
various substances
Hazardous decomposition carbon oxides (CO, C02) (carbon monoxide, carbon dioxide)
products sulfur oxides (S02, S03 etc.)
nitrogen oxides (NO, N02 etc.)
Hazardous polymerization Under normal conditions of storage and use, hazardous polymerization will not occur.
11. Toxicological information

Classification
ProducUingredient name IARC NTP OSHA
Crude oil 3
IARC:
3 - Not classifiable as a human carcinogen.
Other information Crude oil is a naturally occurring complex mixture of hydrocarbons whose exact composition and
physical properties can vary widely depending upon its source. Weathered crude oil is different
from complete crude oil due to the loss of low molecular weight, highly volatile components.
Specific toxicity tests have not been conducted on this material. Our hazard evaluation is based on
informat1on from similar materials, the ingredients, technical literature, and/or professional
experience.
Exposure to sunlight may increase the degree of skin irritation.

Crude oil administered orally or dermally to pregnant rats during gestation produced increased
numbers of resorptions and decreases in fetal weight at maternally toxic doses. Repeated
exposures to some crude oils in rats have produced effects on the blood, liver and thymus.
From skin-painting studies in laboratory animals, it has been concluded that most, if not all,
petroleum crudes, regardless of source, possess carcinogenic activity to some degree. This
means that workers who practice poor personal hygiene and who are repeatedly exposed by direct
skin contact to crude oil over many years may potentially be at risk of developing skin cancer.
However, intermittent or occasional skin contact with petroleum crude oils is not expected to have
serious health effects as long as good personal hygiene measures such as those outlined in this
material safety data sheet are followed. Crude oil has not been identified as a carcinogen by NTP,
IARC or OSHA.
Potential chronic health effects

Carcinogenicity No known significant effects or critical hazards.
Light Sweet Crude)
(US-COMP) (ENGLISH)
Medical conditions Individua ls with preexisting disease of the skin may be at increased risk from exposure to this
aggravated by over- chemical.
exposure
12. Ecological information

Ecotoxicity
No testing has been performed by the manufacturer.
13. Disposal considerations

Waste information The generation of waste should be avoided or minimized wherever possible. Empty containers or
liners may retain some product residues. This material and its container must be disposed of in a
safe way. Dispose of surplus and non-recyclable products via a licensed waste disposal
contractor. Disposal of this product, solutions and any by-products should at all times comply with
the requ irements of environmental protection and waste disposal legislation and any regional local
authority requirements. Avoid material runoff and contact with soil, waterways, drains and sewers.
NOTE: The generator of waste has the responsibility for proper waste identification (based on characteristic(s) or listing),
transportation and disposal .
14. Transport information

International transport regulations
Regulatory UN Proper shipping name Class Packing group Additional information

information number
DOT --- Proper classification to be ----- - -

Classification determined at the time of
shipment
TOG --- Proper classification to be --- - -

shipment
IMDG --- Proper classification to be

determined at the time of
--- - -
Classification
shipment
IATAJICAO ---- Proper classification to be -- - -

shipment
15. Regulatory information

U.S. Federal Regulations
United States inventory All components are listed or exempted.
(TSCA Sb}
TSCA 12(b) one-time export: Naphthalene

SARA 302/304/311/312 extremely hazardous substances: No products were found .
SARA 302/304 emergency planning and notification: No products were found .
SARA 302/304/311/312 hazardous chemicals: No products were found.
SARA 311/312 MSDS distribution - chemical inventory- hazard identification: Mississippi
Canyon 252 Weathered Crude Oil (Louisiana Light Sweet Crude): Immediate (acute) health
hazard , Delayed (chronic) health hazard
SARA 313
Light Sweet Crude)
Versi on 3 Date of issue 06/28/2010. Format US-COMP Language ENGLISH .
(US-COMP) (ENGLISH)
Form R - Reporting This product does not contain any hazardous ingredients at or above regulated thresholds.
requirements
Supplier notification This product does not contain any hazardous ingredients at or above regulated thresholds.
CERCLA Sections CERCLA: Hazardous substances.: Naphthalene: 100 lbs. (45.4 kg);
102al103 Hazardous
Substances (40 CFR
Part 302.4):
State regulations
Massachusetts The following components are listed: Petroleum Crude Oil
Substances
New Jersey Hazardous The following components are listed: Petroleum distillates, Petroleum Crude Oil
Substances
Pennsylvania RTK The following components are listed: PETROLEUM
Hazardous Substances
California Prop. 65 WARNING: This product contains a chemical known to the State of California to cause cancer.
Naphthalene
Inventories
Canada inventory All components are listed or exempted.
Europe inventory All components are listed or exempted.
Australia inventory {AICS) All components are listed or exempted.
China inventory {IECSC) All components are listed or exempted .
Japan inventory {ENCS) Not determined.
Korea inventory {KECI) All components are listed or exempted .
Philippines inventory All components are_listed or exempted .
{PICCS)
16. Other information

Label requirements WARNING !
CAUSES EYE AND SKIN IRRITATION.
HMIS Rating Health 2 National Fire

Flammability 2 Protection
Physical 0 Association (U.S.A.)
Hazard
Personal x
protection
History
Date of issue 06128/2010.
Date of previous issue 05/28/2010.
Prepared by Product Stewardship
Notice to reader
All reasonably practicable steps have been taken to ensure this data sheet and the health, safety and environmental information
contained in it is accurate as of the date specified below. No warranty or representation, express or implied is made as to the
accuracy or completeness of the data and information in this data sheet.
The data and advice given apply when the product is sold for the stated application or applications. Additionally this data and
advice apply to weathered crude oil that is recovered from the environment for potential reuse or recycling. You should not use the
product other than for these stated application or applications without seeking advice from us.
It is the users obligation to evaluate and use this material safely and to comply with all applicable laws and regulations. The BP
Group shall not be responsible for any damage or injury resulting from use, other than the stated product use of the material, from
Light Sweet Crude)
(US-COMP) (ENGLISH)
any failure to adhere to recommendations, or from any hazards inherent in the nature of the material. Purchasers of the product for
supply to a third party for use at work, have a duty to take all necessary steps to ensure that any person handling or using the
product is provided with the information in this sheet. Employers have a duty to tell employees and others who may be affected of
any hazards described in this sheet and of any precautions that should be taken.
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code 0000003277 Page: 717
Light Sweet Crude)
Version 3 Date of issue 06/28/20 10. Format US-COMP Language ENGLISH .
(US-COMP) (ENGLISH)
Material Safety Data Sheet
Jet Fuel
NFPA: Flammability HMIS Ill:

HEALTH
- = -- - = ----'
1111
2
I j '
I ~ --J - _..) - I
~tb/~~ .'., >' L .; .
O= Insignificant, 1 = Slight, 2 = Moderate,

Specific Hazard
TESORO 3 = HiQh, 4 = Extreme
Product name Jet Fuel

Synonyms Jet Fuel - A, B, A-I , A-50 , High Sulfur, Military, Jet A & B Aviation Turbine Fuel, Jet
A-1, Jet A; Avjet For Blending; Jet Q Turbine Fuel, Aviation Fuel; Turbine Fuel; JP-
4; JP-5; JP-8, Av-Jet, 888100004452
MSDS Number 888100004452 Version . 2.12
Product Use Description Fuel
Company For: Tesoro Refining & Marketing Co.
19100 Ridgewood Parkway, San Antonio, TX 78259
Tesoro Call Center {877) 783-7676 Chemtrec {800) 424-9300
(Emergency Contact)
Emergency Overview
Regulatory status This material is considered hazardous by the Occupational Safety and Health
Adm inistration (OSHA) Hazard Communication Standard {29 CFR 1910.1200).
Signal Word WARNING
Hazard Summary Harmful or fatal if swallowed. Harmful by inhalation. Irritating to eyes, respiratory
system and skin. Affects central nervous system. Flammable.
Potential Health Effects

Eyes Severe eye irritant. Contact may cause stinging, watering, redness, swelling , and
eye damage.
Skin Prolonged or repeated skin contact with liquid may cause defatting resulting in
drying, redness and possible blistering. Practically non-toxic if absorbed
following acute (single) exposure. Liquid may be absorbed through the skin in
toxic amounts if large areas of skin are repeatedly exposed.
Ingestion Ingestion may cause gastrointestinal disturbances, including irritation, nausea,
vomiting and diarrhea, and central nervous (brain) effects similar to alcohol
intoxication. In severe cases, tremors, convulsions, loss of consciousness ,
coma, respiratory arrest and death may occur.
Inhalation Inhalation of fumes or mist may result in respiratory tract irritation and central
nervous system (brain) effects may include headache, dizziness, loss of balance
and coordination , unconsciousness, coma, respiratory failure, and death.
WARNING: the burning of any hydrocarbon as a fuel in an area without
adequate ventilation may result in hazardous levels of combustion products,
including carbon monoxide, and inadequate oxygen levels, which may cause
unconsciousness, suffocation, and death.
Chronic Exposure Similar products produced skin cancer and systemic toxicity in laboratory
animals following repeated applications. The significance of these results to
human exposures has not been determined - see Section 11 Toxicological
Information.
Target Organs Eyes, Skin, Respiratory system, Irritation from skin exposure may aggravate
existing open wounds, skin disorders, and dermatitis (rash)
d-:,"-11i ~ <ttaif~ '-$.Ct;~ .. )~
1NE1&i:RM~
. ~f;'r~Pf:ii:.~;r;~A'.f~
="-'..o:...:.;=::::...,.::;.=""- . .=~==c.;;.,:"-""'::..:::.,."""'=.::.:.,...;~c.:.;...:=-"~"-==""""
. Comp:Onenf CAS-No . . Weight%
Kerosene (petroleum) 8008-20-6 100%
Naphthalene 91 -20-3 Oto3%
Ethyl Benzene 100-41-4 Oto 1%
Trimethy Benzene 95-63-6 Oto 1%
Ethyl Benzene 100-41-4 Oto 1%
Diethylene Glycol Monomethyl Ether 111-77-3 Oto 0.15%
Alkyl Dithiothiadiazole NIA Oto 15%
~~i~fit~.iiitmlfiq~qif~:~
Inhalation If inhaled, remove to fresh air. If not breathing, give artificial respiration . If
necessary, provide additional oxygen once breathing is restored if trained to do
so. Seek medical attention immediately.
Skin contact Take off all contaminated clothing immediately. Wash off immediately with soap
and plenty of water. Wash contaminated clothing before re-use. If skin irritation
persists, seek medical attention.
Eye contact In case of eye contact, remove contact lens and rinse immediately with plenty of
water, also under the eyelids, for at least 15 minutes. Seek medical attention
immediately.
Ingestion Do NOT induce vomiting. Do not give liquids. Seek medical attention immediately.
If vomiting does occur naturally, keep head below the hips to reduce the risks of
aspiration. Monitor for breathing difficulties. Small amounts of material which enter
the mouth should be rinsed out until the taste is dissipated .
Notes to physician Symptoms: Aspiration may cause pulmonary edema and pneumonitis.
Treatment: Do not induce vomiting, use gastric lavage only. Remove from further
exposure and treat symptomatically.
2/8
Form Liquid
Flash point 38 "C (100 "F) minimum
Auto Ignition temperature 210 C (410 F)

Lower explosive limit 0.7 %(V)
Upper explosive limit 5.0o/o{V)

Suitable extinguishing media Carbon dioxide (C02), Water spray, Dry chemical, Foam, Keep containers and
surroundings cool with water spray. , Do not use a solid water stream as it may
scatter and spread fire., Water may be ineffective for fighting the fire, but may be
used to cool fire-exposed containers.
Specific hazards during fire Fire Hazard. Do not use a solid water stream as it may scatter and spread fire.
fighting Cool closed containers exposed to fire with water spray. Sealed containers may
rupture when heated. Above the flash point, explosive vapor-air mixtures may be
formed. Vapors can flow along surfaces to distant ignition source and flash back.
Special protective equipment Firefighting activities that may resu lt in potential exposure to high heat, smoke or
for fire-fighters toxic by-products of combustion should require NIOSH/MSHA- approved pressure-
demand self-contained breathing apparatus with full facepiece and full protective
clothing.
Further information Exposure to decomposition products may be a hazard to health. Standard

procedure for chemical fires.
Personal precautions
PLAN if applicable. Evacuate nonessential personnel and remove or secure all
ignition sources. Consider wind direction; stay upwind and uphill , if possible.
Evaluate the direction of product travel, diking, sewers, etc. to contain spill areas.
Spills may infiltrate subsurface soil and groundwater; professional assistance may
be necessary to determine the extent of subsurface impact.
Environmental precautions Carefully contain and stop the source of the spill , if safe to do so. Protect bodies of
water by diking, absorbents, or absorbent boom, if possible. Do not flush down
sewer or drainage systems, unless system is designed and permitted to handle
such material. The use of fire fighting foam may be useful in certain situations to
reduce vapors. The proper use of water spray may effectively disperse product
vapors or the liquid itself, preventing contact with ignition sources or
areas/equipment that require protection.
Methods for cleaning up Take up with sand or oil absorbing materials. Carefully shovel, scoop or sweep up
into a waste container for reclamation or disposal - caution, flammable vapors may
accumulate in closed containers. Response and clean-up crews must be properly
traine d and must utilize proper protective equipment (see Section 8).
Handling Keep away from fire, sparks and heated surfaces. No smoking near areas where
material is stored or handled. The product should only be stored and handled in
areas with intrinsically safe electrical classification .
3/8
Advice on protection against Hydrocarbon liquids including this product can act as a non-conductive flammable
fire and explosion liquid (or static accumulators), and may form ignitable vapor-air mixtures in storage
tanks or other containers. Precautions to prevent static-initated fire or explosion
during transfer, storage or handling, include but are not limited to these examples:
(1) Ground and bond containers during product transfers. Grounding and
bonding may not be adequate protection to prevent ignition or explosion of
hydrocarbon liquids and vapors that are static accumulators.
(2) Special slow load procedures for "switch loading" must be followed to
avoid the static ignition hazard that can exist when higher flash point
material (such as fuel oil or diesel) is loaded into tanks previously
containing low flash point products (such gasoline or naphtha).
(3) Storage tank level floats must be effectively bonded.
For more information on precautions to prevent static-initated fire or explosion, see
NFPA 77, Recommended Practice on Static Electricity (2007) , and API
Recommended Practice 2003, Protection Against Ignitions Arising Out of Static,
Lightning, and Stray Currents (2008).
Dust explosion class Not applicable
Requirements for storage Keep away from flame, sparks, excessive temperatures and open flame. Use
areas and containers approved containers. Keep containers closed and clearly labeled. Empty or
partially full product containers or vessels may contain explosive vapors. Do not
pressurize , cut, heat, weld or expose containers to sources of ignition. Store in a
well-ventilated area. The storage area should comply with NFPA 30 "Flammable
and Combustible Liquid Code". The cleaning of tanks previously containing this
product should follow API Recommended Practice (RP) 2013 "Cleaning Mobile
Tanks In Flammable and Combustible Liquid Service" and API RP 2015 "Cleaning
Petroleum Storage Tanks".
Advice on common storage Keep away from food, drink and animal feed. Incompatible with oxidizing agents.
Incompatible with acids.
Other data Emergency eye wash capability should be available in the near proximity to
operations presenting a potential splash exposure.
Exposure Guidelines
List Components . CAS-No. Type: Value
OSHAZ1 Naphthalene 91 -20-3 PEL 10 ppm 50 mg/m3
Ethyl Benzene 100-41 -4 PEL 100 ppm 435 mg/m3
ACGIH Naphthalene 91-20-3 TWA 10 ppm
91-20-3 STEL 15 ppm
Kerosene (petroleum) 8008-20-6 TWA 200 mg/m3
Ethyl Benzene 100-41 -4 TWA 100 ppm 434 mg/m3
STEL 125 ppm 543 mg/m3
Protective measures Keep out of reach of children.

Engineering measures Use only intrinsically safe electrical equipment approved for use in classified areas.
Emergency eye wash capability should be available in the vicinity of any potential
splash exposure.
4/8
Eye protection Goggles and face shield as needed to prevent eye and face contact.
Hand protection Gloves constructed of nitrile, neoprene, or PVC are recommended.
Skin and body protection Chemical protective clothing such as DuPont TyChem , Barricade or equivalent,
recommended based on degree of exposure. Consult manufacturer specifications
for further information.
Respiratory protection NIOSH/MSHA approved positive-pressure self-contained breathing apparatus

(SCBA) or Type C positive-pressure supplied air with escape bottle must be used
for gas concentrations above occupational exposure limits, for potential of
uncontrolled release, if exposure levels are not known, or in an oxygen-deficient
atmosphere.
Work I Hygiene practices Emergency eye wash capability should be available in the near proximity to
operations presenting a potential splash exposure. Use good personal hygiene
practices. Avoid repeated and/or prolonged skin exposure. Wash hands before
eating, drinking, smoking, or using toilet facilities. Do not use as a cleaning solvent
on the skin. Do not use solvents or harsh abrasive skin cleaners for washing this
product from exposed skin areas. Waterless hand cleaners are effective.
Promptly remove contaminated clothing and launder before reuse. Use care when
laundering to prevent the formation of flammable vapors which could ignite via
washer or dryer. Consider the need to discard contaminated leather shoes and
gloves.
. ....
Appearance Light yellow to white

Odor Characteristic Petroleum distillate
Flash point 38 "C (100 F) minimum
Auto Ignition temperature 210 C (410 F)
Thermal decomposition No decomposition if stored and applied as directed.
Lower explosive limit 0.7%(V)
Upper explosive limit 5.0%(V)
pH Not applicable
Specific gravity 0.8 (H20=1)
Freezing point -45 C to -62 C (-50 F to -80 F)
Boiling Range 160 - 300 C(320 - 572 F)
Vapor Pressure 6.9 hPa
at 20 "C {68 F)
Relative Vapor Density 4.5
Density 0.8 g/cm3
Water solubility Insoluble
I V.iscosity, kinematic 1.6 mm2/s

at 40 C (104 F)
5/8
Percent Volatiles 100 %
Conductivity Diesel Fuel Oils at terminal load rack: At least 25 pS/m

(conductivity can be reduced Ultra Low Sulfur Diesel (ULSD) without conductivity additive: O pS/m to 5 pS/m
by environmental factors such ULSD at terminal load rack with conductivity additive: At least 50 pS/m but
as a decrease in temperature) conductivity may decrease from environmental factors such as temperature drop.
JP-8 at terminal load rack: 150 pS/m to 600 pS/m
Conditions to avoid Avoid high temperatures, open flames, sparks, welding, smoking and other
ignition sources. Keep away from strong oxidizers.
Materials to avoid Keep away from strong oxidizers such as nitric and sulfuric acids.
Hazardous decomposition Risk of explosion. In case of fire hazardous decomposition products may be
products produced such as: Smoke. Hydrocarbons. Carbon Monoxide and Carbon
Dioxide.
Thermal decomposition No decomposition if stored and applied as directed.
Hazardous reactions Stable under normal conditions of use; however, incompatible with strong acids
and strong oxidizers.
Carcinogenicity
NTP Naphthalene (CAS-No.: 91-20-3)
IARC Kerosene is not listed as carcinogenic by NTP, OSHA, and ACGIH. IARC has listed
kerosene as a probable human carcinogen.
naphthalene (CAS-No.: 91-20-3)
Kerosene (petroleum) (GAS-No.: 8008-20-6)
CA Prop 65 WARNING! This product contains a chemical known to the State of California to
cause cancer.
Naphthalene (CAS-No.: 91-20-3)
Skin irritation Irritating to skin.
Eye irritation Irritating to eyes.
Further information Kerosene does not have a measurable effect on human reproduction or
development.
Kerosene is not listed as carcinogenic by NTP, OSHA, and ACGIH. IARC has listed
kerosene as a probable human carcinogen.
Some petroleum distillates have been found to cause adverse reproductive effects
in laboratory animals.
Acute and chronic exposure to kerosene may result in CNS effects including
irritability, restlessness, ataxia, drowsiness, convulsions, coma and death. The
most common health effect associated with chronic kerosene exposure is dermatitis.
Component:
Kerosene (petroleum) 8008-20-6 Acute oral toxicity: LD50 rat
Dose: 5 mg/kg
Acute dermal toxicity: LD50 rabbit

Dose: 2,001 mg/kg
6/8
Acute inhalation toxicity: LCSO rat
Dose: 5.28 mg/I
Exposure time: 4 h
Skin irritation: Classification: Irritating to skin.

Result: Skin irritation
Naphthalene 91-20-3 Acute oral toxicity: LD50 rat

Dose: 2,001 mg/kg
Acute dermal toxicity: LD50 rat

Dose: 2,501 mg/kg
Acute inhalation toxicity: LC50 rat

Dose: 101 mg/I
Exposure time : 4 h
Skin irritation: Classification: Irritating to skin.

Result: Mild skin irritation
Eye irritation: Classification: Irritating to eyes.

Result: Mild eye irritation
Carcinogenicity: N11.00422130
Additional ecological Release of this product should be prevented from contaminating soil and water and
information from entering drainage and sewer systems. U.S.A. regulations require -reporting
spills of this material that could reach any surface waters. The toll free number for
the U.S. Coast Guard National Response Center is (800) 424-8802. Naphthalene
(91 -20-3} one of the ingredients in this mixture is classified as a Marine Pollutant.
Component:
Naphthalene 91-20-3 Toxicity to algae:
EC50
Species:
Dose: 33 mg/I
Exposure time: 24 h
[ifmil&it!~Qlit~~:-
Disposal Whatever cannot be saved for recovery or recycling should be handled as
hazardous waste and sent to a RCRA approved waste facility.
Processing , use or contamination of this product may change the waste
management options.
State and local disposal regulations may differ from federal disposal regulations.
Dispose of container and unused contents in accordance with federal, state and
local requirements.
Proper shipping name Fuel, aviation, turbine engine

UN-No. 1863
Class 3
Packing group Ill
718
jToG
Proper shipping name Fuel, aviation, turbine engine
UN-No. UN1863
Class 3
Packing group Ill
IATA Cargo Transport
UN UN-No. UN1863
I Description of the goods Fuel, aviation, turbine engine
J Class 3
I Packaging group Ill

I !CAO-Labels 3
Packing instruction (cargo 366
I aircraft)
Packing instruction (cargo Y344
aircraft)
IAT A Passenger Transport
I UN UN-No. UN1863
I Description of the goods Fuel, aviation, turbine engine
J Class 3
Packaging group Ill
I ICAO-Labels 3
Packing instruction 355
I (passenger aircraft)
Packing instruction Y344
(passenger aircraft)
IMDG-Code
UN-No. UN 1863
Description of the goods Fuel, aviation, turbine engine
Class 3
Packaging group Ill
IMDG-Labels 3
Ems Number F-E S-E
Marine pollutant Yes
OSHA Hazards Toxic by inhalation.

Highly toxic by ingestion
Moderate skin irritant
Severe eye irritant
Combustible
TSCA Status On TSCA Inventory
DSL Status All components of this product are on the Canadian DSL list.
SARA 311 /312 Hazards Acute Health Hazard

Chronic Health Hazard
Fire Hazard
CERCLA SECTION 103 and SARA SECTION 304 (RELEASE TO THE ENVIROMENT)
8/8
The CERCLA definition of hazardous substances contains a "petroleum exclusion" clause which
exempts crude oil. Fractions of crude oil, and products (both finished and intermediate) from the crude
oil refining process and any indigenous components of such from the CERCLA Section 103 reporting
requirements. However, other federal reporting requirements, including SARA Section 304, as well as
the Clean Water Act may still apply.
California Prop. 65 WARNING! This product contains a chemical known to the State of California to
cause cancer.
Naphthalene 91-20-3
Further information
The information provided in this Safety Data Sheet is correct to the best of our knowledge, information and belief at
the date of its publication. The information given is designed only as guidance for safe handling, use, processing,
storage, transportation, disposal and release and is not to be considered a warranty or quality specification. The
information relates only to the specific material designated and may not be valid for such material used in
combination with any other materials or in any process, unless specified in the text.
Template GWUmbH
Prepared by Birlenbacher Str. 18
D-57078 Siegen
Germany
Telephone : +49-(0)271-88072-0
Revision Date 01/27/2011
40,41,42,43,44,45,60, 113, 137, 138, 139, 140, 141, 142,263,285, 1048, 1117, 1137, 1138, 1546
9/8
Material Safety Data. Sheet
Propane
Airgas.
!section 1. Chemical product and company identification
Product name Propane
Supplier AIRGAS INC. , on behalf of its subsidiaries
259 North Radnor-Chester Road
Suite 100
Radnor, PA 19087-5283
1-61 0-68 7-5253
Product use Synthetic/Analytical chemistry.
Synonym Propyl hydride; n-Propane; Dimethyl methane; Bottled gas; propane in gaseous state;
propane liquefied, n-Propane; Dimethylmethane; Freon 290; Liquefied petroleum gas;
Lpg; Propyl
hydride; R 290; C3H8; UN 1075; UN 1978; A-108; Hydrocarbon propellant.
MSDS# 001045
Date of Preparation/ 5/5/2014.
Revision
In case of emergency 1-866-734-3438
ISection 2. Hazards identification

Physical state Gas. [COLORLESS LIQUEFIED COMPRESSED GAS; ODORLESS BUT MAY HAVE
SKUNK ODOR ADDED.]
Emergency overview WARNING!
FLAl\/IMABLE GAS.
MAY CAUSE FLASH FIRE.
MAY CAUSE TARGET ORGAN DAMAGE, BASED ON ANIMAL DATA.
CONTENTS UNDER PRESSURE.
Keep away from heat, sparks and flame. Do not puncture or incinerate container. May
cause target organ damage, based on animal data. Use only with adequate ventilation .
Keep container closed.
Contact with rapidly expanding gases can cause frostbite.
Target organs May cause damage to the following organs: the nervous system, heart, central nervous
system (CNS).
Routes of entry Inhalation

Potential acute health effects
Eyes Contact with rapidly expanding gas may cause burns or frostbite.
Skin Contact with rapidly expanding gas may cause burns or frostbite.
Inhalation Acts as a simple asphyxiant.
Ingestion Ingestion is not a normal route of exposure for gases
Potential chronic health effects
Chronic effects May cause target organ damage, based on animal data.
Target organs May cause damage to the following organs: the nervous system, heart, central nervous
system (CNS).
Medical conditions Pre-existing disorders involving any target organs mentioned in this MSDS as being at
aggravated by over- risk may be aggravated by over-exposure to this product.
exposure
See toxicological information (Section 11)
Build 1.1 Page: 117

IPropane
!section 3. Composition, Information on Ingredients
Name CAS number % Volume Exposure limits
Propane 74-98-6 . 100 ACGIH TLV (United States, 3/2012).
TWA: 1000 ppm 8 hours.
NIOSH REL (United States, 1/2013).
TWA: 1800 mg/m 3 10 hours.
OSHA PEL (United States, 6/2010).
OSHA PEL 1989 (United States, 3/1989).
TWA: 1800 mg/ni 3 8 hours.
Isection 4. First aid measures

No action shall be taken involving any personal risk or without suitable training.If it is suspected that fumes are still present,
the rescuer should wear an appropriate mask or self-contained breathing apparatus.It may be dangerous to the person
providing aid to give mouth-to-mouth resuscitation .
Eye contact . Check for and remove any contact lenses. Immediately flush eyes with plenty of water
for at least 15 minutes, occasionally lifting the upper and lower eyelids. Get medical
attention immediately.
Skin contact In case of contact, immediately flush skin with plenty of water for at least.15 minutes
while removing contaminated clothing and shoes. To avoid the risk of static discharges
and gas ignition, soak contaminated clothing thoroughly with water before removing it.
Wash clothihg before reuse. Clean shoes thoroughly before reuse. Get medical
attention immediately.
Frostbite Try to warm up the frozen tissues and seek medical attention.
Inhalation Move exposed person to fresh air. If riot breathing, if breathing is irregular or if
respiratory arrest occurs, provide artificial respiration or oxygen by trained personnel.
Loosen tight clothing such as a collar, tie, bel.t or waistband . Get medical attention
immediately.
Ingestion As this product is a gas, refer to the inhalation section .
!section 5. Fire-fighting measures

Flammability of the product Flammable.
Auto-ignition temperature 450C (842F)
Flash point Closed cup : -104C (- 155.2F). Open cup : -104C (-155.2F) .
Flammable limits Lower: 2.1 % Upper: 9.5%
Products of combustion Decomposition products may include the following materials:
carbon dioxide
carbon monoxide
Fire hazards in the Extremely flammable in the presence of the following materials or conditions : open
presence of various flames, sparks and static discharge and oxidizing materials.
substances
Fire-fighting media and In case of fire, use water spray (fog), foam or dry chemical.
instructions
In case of fire, allow gas to burn if flow cannot be shut off immediately. Apply water
from a safe distance to cool container and protect surrounding area. If involved in fire ,
shut off flow immediately if it can be done without risk .
Contains gas under pressure. Flamm.able gas. In a fire or if heated , a pressure
increase will occur and the container may burst, with the risk of a subsequent explosion.
Special protective Fire-fighters should wear appropriate protective equipment and self-contained breathing
equipment for fire-fighters apparatus (SCBA) with a full face-piece operated in positive pressure mode.
Build 1.1 Page: 2!7

!Propane I
~ls_e_c_t_io_n~6_._A_c_c_id_e_n_t_a_l_re_l_e_a_s_e_m~e_a_s_u_re_s~.~~~~~~~~~~~~____.!
Personal precautions Immediately contact emergency personnel. Keep unnecessary personnel away. Use
suitable protective equipment (section 8). Shut offgas supply if this can be done safely.
Isolate area until gas has dispersed.
Environmental precautions Avoid dispersal of spilled material and runoff and contact with soil, waterways, drains
and sewers.
Methods for cleaning up Immediately contact emergency personnel. Stop leak if without risk. Use spark-proof
tools and explosion-proof equipment. Note: see Section 1 for emergency contact
information and Section 13 for waste disposal.
!section 7. Handling and storage

Handling Use only with adequate ventilation. Use explosion-proof electrical (ventilating, lighting
and material handling) equipment. High pressure gas. Do not puncture or incinerate
container. Use equipment rated for cylinder pressure. Close valve after each use and
when empty. Keep container closed . Keep away from heat, sparks and flame. To avoid
fire, eliminate ignition sources. Protect cylinders from physical damage; do not drag, roll,
slide, or drop. Use a suitable hand truck for cylinder movement.
Storage Keep container in a cool, well-ventilated area. Keep container tightly closed and sealed
until ready for use. Avoid all possible sources of ignition (spark or flame). Segregate
from oxidizing materials. Cylinders should be stored upright, with valve protection cap in
place, and firmly secured to prevent falling or being knocked over. Cylinder
temperatures should not exceed 52 C (125 F) .
Isection 8. Exposure controls/personal protection

Engineering controls Use only with adequate ventilation . Use process enclosures, local exhaust ventilation or
other engineering controls to keep worker exposure to airborne contaminants below any
recommended or statutory limits. The engineering controls also need to keep gas,
vapor or dust concentrations below any lower explosive limits. Use explosion-proof
ventilation equipment.
Personal protection
Eyes Safety eyewear complying with an approved standard should be used when a risk
assessment indicates this is necessary to avoid exposure to liquid splashes, mists or
dusts.
Skin Personal protective equipment for the body should be selected based on the task being
performed and the risks involved and should be approved by a specialist before
handling this product.
Respiratory Use a properly fitted , air-purifying or air-fed respirator complying with an approved
standard if a risk assessment indicates this is necessary. Respirator selection must be
based on known or anticipated exposure levels, the hazards of the product and the safe
working limits of the selected respirator.
The applicable standards are (US) 29 CFR 1910. 134 and (Canada) Z94.4-93
Hands Chemical-resistant, impervious gloves complying with an approved standard should be
worn at all times when handling chemical products if a risk assessment indicates this is
. necessary.
Personal protection in case Self-contained breathing apparatus (SCBA) should be used to avoid inhalation of the
of a large spill product.
Product name
propane ACGIH TLV (Un ited States, 3/2012).
NIOSH REL (Un ited States, 1/2013).
TWA: 1800 mg/m3 10 hours.
OSHA PEL (United States, 6/2010).
TWA: 1800 mg/m3 8 hours.
OSHA PEL 1989 (United States, 3/1989).
Bui ld 1. 1 Page: 3!7
IPropane
Consult local authorities for acceptable exposure limits.
jsection 9. Physical and chemical properties

Molecular weight 44.11 g/mole
Molecular formula C3-H8
Boiling/condensation point -161.48C (-258.7F)
Melting/freezing point -187.6C (-305.?F)
Critical temperature 96.55C (205.8F)
Vapor pressure 109 (psig)
Vapor density 1.6 (Air= 1)
Specific Volume (ft 3/lb) 8.6206
Gas Density (lb/ft 3 ) 0.116 (25C 177 to F)
ISection 10. Stability and reactivity

Stability and reactivity The product is stable.
Incompatibility with various Extremely reactive or incompatible with the following materials: oxidizing materials.
substances
Hazardous decomposition Under normal conditions of storage and use, hazardous decomposition products should
products not be produced.
Hazardous polymerization Under normal conditions of storage and use, hazardous polymerization will not occur.
jsection 11. Toxicological information

Toxicity data
Product/ingredient name Result Species Dose Exposure
Propane LC50 Inhalation Rat >800000 ppm 15 minutes
Gas.
IDLH 2100 ppm
Chronic effects on humans May cause damage to the following organs: the nervous system , heart, central nervous
system (CNS).
Other toxic effects on No specific information is available in our database regarding the other toxic effects of
humans this material to humans.
Specific effects
Carcinogenic effects No known significant effects or critical hazards.
Mutagenic effects No known significant effects or critical hazards.
Reproduction toxicity No known significant effects or critical hazards.
Section 12. Ecological information

Aquatic ecotoxicity
Not available.
Products of degradation Products of degradation : carbon oxides (CO, C0 2 ) and water.
Environmental fate Not available.
Environmental hazards This product shows a low bioaccumulation potential.
Toxicity to the environment Not available.
Build 1.1 Page: 417

IPropane
ISection 13. Disposal considerations
Product removed from the cylinder must be disposed of in accordance with appropriate Federal, State, local
regulation.Return cylinders with residual product to Airgas, Inc.Do not dispose of locally.
jsection 14. Transport information

Regulatory UN number Proper shipping Class Packing group Label Additional
information name information
+
DOT Classification UN1978 PROPANE 2.1 Not applicable (gas). Limited
guantiti:
Yes.
Packaging
instruction
Passenger
aircraft
Quantity
limitation:
Forbidden.
Cargo aircraft
Quantity
limitation: 150
kg
Si;iecial
i;irovisions
19, T50
+
TOG Classification UN1978 PROPANE 2.1 Not applicable (gas). Exi;ilosive
Limit and
Limited
Quantiti:
Index
0.125
I
ERAP Index
3000
Passenger
CarQling Shi!;!
Index
I 65
Passenger
Car!jling
Road or Rail
Index
Forbidden
Sgecial
i;irovisions
29,42
+
Mexico UN1978 PROPANE 2.1 Not applicable (gas) . -
Classification
Bui ld 1. 1 Page: 517

IPropane
"Refer to CFR 49 (or authority having jurisdiction) to determine the information required for shipment of the
product."
jsection 15. Regulatory information

United States
U.S. Federal regulations TSCA 8(a) CDR Exempt/Partial exemption : Partial exemption
United States inventory (TSCA Sb): This material is listed or exempted .
SARA 302/304/311/312 extremely hazardous substances: No products were fourid .
SARA 302/304 emergency planning and notification: No products were found .
SARA 302/304/311/312 hazardous chemicals : Propane
SARA 311/312 MSDS distribution - chemical inventory - hazard identification:
Propane: Fire hazard, Sudden release of pressure
Clean Air Act (CAA) 112 accidental release prevention - Flammable Substances:
Propane
Clean Air Act (CAA) 112 regulated flammable substances : propane

State regulations Connecticut Carcinogen Reporting : This material is not listed.
Connecticut Hazardous Material Survey: This material is not listed.
Florida substances: This material is not listed.
Illinois Chemical Safety Act: This material is not listed.
Illinois Toxic Substances Disclosure to Employee Act: This material is not listed.
Louisiana Reporting : This material is not listed .
Louisiana Spill: This material is not listed.
Massachusetts Spill: This material is not listed.
Massachusetts Substances: This material is listed.
Michigan Critical Material: This material is not listed .
Minnesota Hazardous Substances : This material is not listed.
New Jersey Hazardous Substances: This material is listed.
New Jersey Spill : This material is not listed.
New Jersey Toxic Catastrophe Prevention Act: This material is not listed.
New York Acutely Hazardous Substances: This material is not listed.
New York Toxic Chemical Release Reporting: This material is not listed.
Pennsylvania RTK Hazardous Substances: This material is listed.
Rhode Island Hazardous Substances: This material is not listed .
Canada
WHMIS (Canada) Class A: Compressed gas.
Class B-1 : Flammable gas.
CEPA Toxic substances: This material is not listed ..
Canadian ARET : This material is not listed .
Canadian NPRI: This material is listed.
Alberta Designated Substances : This material is not listed.
Ontario Designated Substances : This material is not listed .
Quebec Designated Substances : This material is not listed.
ISection 16. Other information

United States
Label requirements FLAMMABLE GAS.
MAY CAUSE FLASH FIRE.
MAY CAUSE TARGET ORGAN DAMAGE, BASED ON ANIMAL DATA.
CONTENTS UNDER PRESSURE. .
Canada
Label requirements Class A: Compressed gas.
Class B-1: Flammable gas.
Build 1.1 Page: 617

JPropane
Hazardous Material
Information System (U.S.A.)
National Fire Protection

Flammability
Association (U.S.A.)
Health Instability
Special
Other special The information below is given to call attention to the issue of "Naturally occurring
considerations radioactive materials". Although Radon-222 levels in the product represented by this
MSDS do not present any direct Radon exposure hazard, customers should be aware of
the potential for Radon daughter build up within their processing systems, whatever the
source of their product streams. Radon-222 is a naturally occurring radioactive gas
which can be a contaminant in natural gas. During subsequent processing , Radon tends
to be concentrated in Liquefied Petroleum Gas streams and in product streams having a
similar boiling point range. Industry experience has shown that this product may contain
small amounts of Radon-222 and its radioactive decay products, called Radon
"daughters" . The actual concentration of Radon-222 and radioactive daughters in the
delivered product is dependent on the geographical source of the natural gas. and
storage time prior to delivery. Process equipment (i.e. lines, filters, pumps and reaction
units) may accumulate significant levels of radioactive daughters and show a gamma
radiation reading during operation. A potential external radiation hazard exists at or near
any pipe valve or vessel containing a Radon enriched stream, or containing internal
deposits of radioactive material due to the transmission of gamma radiation through its
wall. Field studies reported in the literature have not shown any conditions that subject
workers to cumulative exposures in excess of general population limits. Equipment
emitting gamma radiation should be presumed to be internally contaminated with alpha
emitting decay products which may be a hazard if inhaled or ingested. During
maintenance operations that require the opening of contaminated process equipment,
the flow of gas should be stopped and a four hour delay enforced to allow the gamma
radiation to drop to background levels. Protective equipment such as coveralls , gloves,
and respirator (NIOSH/MHSA approved for high efficiency particulates and radionuclides,
or supplied air) should be worn by personnel entering a vessel or working on
contaminated process equipment to prevent skin contamination, ingestion, or inhalation
of any residues containing alpha radiation. Airborne contamination may be minimized by
handling scale and/or contaminated materials in a wet state.
Notice to reader
To the best of our knowledge, the information contained herein is accurate. However, neither the above-named
supplier, nor any of its subsidiaries, assumes any liability whatsoever for the accuracy or completeness of the
information contained herein.
Final determination of suitability of any material is the sole responsibility of the user. All materials may present
unknown hazards and should be used with caution. Although certain hazards are described herein, we cannot
guarantee that these are the only hazards that exist.
Build 1.1 Page: 717

MATERIAL SAFETY DATA SHEET p. 1of5
SECTION I: PRODUCT IDENTIFICATION
NORTHWEST NATURAL GAS COMPANY PRODUCT NAME: NATURAL GAS

220 N.W. 2ND AVENUE MSDS DATE: November 7, 2002
PORTLAND, OR 97209-3991
EMERGENCY (24-HOUR) PHONE: [503]-226-4211, Ext. 4513.
CHIEF CHEMIST (GENERAL INFO, 8-5, Mon-Fri): Same, Ext. 4729.
TRADE NAME: Natural gas.
SYNONYMS: Pipeline gas, natural gas - dry.
SHIPPING NAME:
[DOT] Flammable gas, UN1971 (if liquefied, UN1972).
[ICC] Flammable gas, RED LABEL, limit 300 lb.
[IATA] Flammable gas, RED LABEL.
CARGO: Limit 140 KG.
PASSENGER: NOT ACCEPTABLE.
NFPA RATING (Health-Flammability-Reactivity): 1 - 4 - 0 [GAS]. 3 - 4 - 0 [LIQUID].
CHEMICAL FAMILY: Paraffin (saturated) hydrocarbons and inert gases.
CHEMICAL FORMULA: Not applicable. Product is a mixture.
CHEMICAL ABSTRACTS SERVICE (CAS)#: . 68410-63-9
SECTION II : COMPONENTS AND HAZARDS
COMPONENT FORMULA CAS NO. VOL% (TYP.) TLV (PPM) DOT#

Methane CH4 74-82-8 93.5 N/A UN1971
Ethane C2H6 74-84-0 3.8 N/A UN1035
Propane C3Hs 74-98-6 1.0 1,000 UN1978
i-Butane C4H10 75-28-5 0.1 NIA UN1969
n-Butane C4H10 106-97-8 0.1 800 UN1011
i-Pentane CsH12 78-78-4 <0.1 350 UN1265
n-Pentane CsH12 109-66-0 < 0.1 600 UN1265
n-Hexane CsH14 110-54-3 < 0.1 50 UN1208
Carbon Dioxide C02 124-38-9 0.3 10,000 [OSHA] UN1013
Nitrogen N2 7727-37-9 1.2 N/A UN1066
t-Butyl Mercaptan C4H10S 75-66-1 < 30 ppm N/A UN2347
Methyl Ethyl Sulfide C2HsS 624-89-5 < 3 ppm 40,250 UN1993
Hydrogen Sulfide H2S . 7783-06-4 < 5 ppm 10 UN1053
p. 2 of 5
AQUATIC TOXICITY: Not applicable. Natural gas and LNG have low water-solubility.
SECTION Ill: PHYSICAL DATA
FREEZING POINT (760 mm Hg): -182.6C (-296.?F)
BOILING POINT (760 mm Hg): -161.5C (-258.7F)
GAS SPECIFIC.GRAVITY (air= 1.000): 0.55 - 0.64
LIQUID SPECIFIC GRAVITY (H20 = 1.000): 0.42 - 0.46
GAS DENSITY: [varies slightly w. composition] 0.044 lb/cf
VAPOR PRESSURE: Gaseous at 60F, 1 atmosphere.
SOLUBILITY IN WATER: Less than 3.5 vol%. LIQUID pH: Not Applicable (not water-based)
EVAPORATION RATE: Normally a gas. Liquefied natural gas (LNG) evaporates much faster than
diethyl ether.
APPEARANCE AND ODOR:

GAS is extremely flammable, with no color, odor, or taste. If trace amounts of sulfur compounds are
added as odorant, the gas has a characteristic garlic/rotten-egg/skunk odor.
LIQUID is clear, colorless, odorless, cryogenic (super-cold) and extremely flammable.
SECTION IV: FIRE AND EXPLOSION DATA
FLASH POINT -306F (-188C)
AUTOIGNITION TEMPERATURE: 1,004F (540C)
FLAMMABLE LIMITS IN AIR: [LEL] 4.8 vol% [UEL] 15.0 vol%
EXTINGUISHING MEDIA: Class B: [Dry chemical, "Halon", C0 2].
SPECIAL FIREFIGHTING PROCEDURES: Remove unnecessary personnel. Fire crews should have
supplied-air respirators. Try to remove ignition sources. Use non-sparking tools to shut off the gas.
Let the fire burn itself out to stop a flammable mix from forming when the flame is extinguished.
Natural gas is lighter than air and will vent upward. If the gas cannot be shut off, let it burn and cool
the surrounding area with water fog . If natural gas is compressed in cylinders, use water fog to cool
them. If LNG has spilled, dike the liquid using non-sparking tools and disperse the vapors with water
fog . Keep leaking natural gas, LNG or its vapors out of sewers or other enclosed spaces.
UNUSUAL FIRE/EXPLOSION HAZARD: Extremely flammable. NO SMOKING where natural gas is in

use. Keep public away in case of leak/spill. Notify local gas utility (see Section I) immediately, plus
local fire department as needed.
p. 3 of 5
SECTION V: HEALTH HAZARD INFORMATION
MIXTURE TLV: Not established by OSHA or ACGIH.
EFFECTS OF ACUTE OVEREXPOSURE:
INHALATION: At high pressures and high concentrations, may cause cardiac sensitization. At high
concentrations and in enclosed areas, may displace sufficient oxygen to cause dizziness, headache,
lack of muscular coordination, diminished mental alertness, cyanosis, narcosis, dyspnea, or death by
asphyxiation .
SKIN CONTACT: Not toxic, non-irritating . At high pressure, gas may be injected under skin, causing
pain, possible tissue damage or embolism. Contact with LNG may cause immediate, severe frostbite.
SKIN ABSORPTION: Unlikely: natural gas is lighter than air.
EYE CONTACT: Not toxic, non-irritating. Pressurized gas or an LNG splash may cause physical
damage to unprotected eyes.
SWALLOWING: Unlikely exposure route for gaseous or liquid products.
EFFECTS OF CHRONIC EXPOSURE: None.
NOTE TO PHYSICIAN: See "Natural Gas and Its Physiological Action", in California and Western
Medicine, V. 47, #1. Light hydrocarbons (methane through butanes) are simple asphyxiants that
displace 0 2 C0 2 has health effects above 0.5 vol%. Nitrogen is inert.
MEDICAL CONDITIONS AGGRAVATED BY EXPOSURE: Respiratory conditions such as emphysema

may be aggravated by long exposure to high concentrations.
CARCINOGENS : None by NTP, IARC, or ACGIH .
SECTION VI: FIRST AID PROCEDURES
EYE: If physical damage occurs due to high-pressure gas release or an LNG splash, cover BOTH eyes
with loose, bulky, sterile dressing and obtain immediate medical treatment.
SKIN: If gas is injected under skin, treat patient for shock and seek immediate medical treatment. If LNG
has splashed skin, remove victim from contact, flush affected area with lukewarm water. Apply a
loose, sterile, bulky dressing. Get immediate medical help.
INHALATION: Remove victim to fresh air quickly. Restore or support breathing as needed. Use mouth-
to-mouth resuscitation or CPR as needed if asphyxiation has occurred. If available, have a trained
person administer oxygen. Seek medical help immediately.
p. 4 of 5
SECTION VII: REACTIVITY
STABILITY: Stable when contained and not exposed to oxidizers or heat.
CONDITIONS CAUSING INSTABILITY: Fire or other heat sources, frictional sparks, electrical arcing
may cause ignition. Reacts explosively with Cl 2 , BF5 , OF2 , NF3 , and CI0 2 . On contact with liquid
oxygen (LOX) or liquid fluorine (LF 2), LNG will explode.
TENDENCY TO POLYMERIZE: None. CORROSIVENESS: None.
HAZARDOUS DECOMPOSITION PRODUCTS: CO, C0 2 , partially-oxidized combustion products of

hydrocarbons (aldehydes, acids, "soot").
SECTION VIII: DISPOSAL/LEAK PROCEDURE
If leak is from a gas line, notify appropriate safety personnel. Evacuate the area. Provide explosion-proof
ventilation. Use non-sparking tools to shut off the gas flow ahead of the leak. If the leak is on the Gas
Company side of the gas meter, call Northwest Natural Gas immediately at 503-226-4211, Ext.4513.
If leak is on a compressed-natural-gas cylinder, cautiously remove the cylinder to an isolated outside area
or to an explosion-proof hood. Vent the gas at a slow, controlled rate. When empty, tag the defective
cylinder and return it to the supplier.
If leak is from an LNG container, put on proper protective clothing and dike the liquid with dirt or other
nonflammable absorbent. Use water fog to disperse the vapor cloud. Keep LNG or its vapors out of
sewers or other enclosed spaces.
SECTION IX: SPECIAL PRECAUTIONS
Flame-retardant clothing , including leather or cotton gauntlet gloves, must be worn in any situation where
pressurized natural gas or LNG vapors may ignite accidentally.
Wear goggles or a faceshield when working with any pressurized gases or LNG.
Use an explosion-proof oxygen [0 2 ] tester, NOT a combustible-gas detector, to check the atmosphere of
any area that may be deficient in oxygen . If the oxygen reading is below 19%, use a SUPPLIED-AIR
RESPIRATOR with a properly fitting face mask. Use the same type of respirator in trenches over four
feet deep when a gas-air mix exists below the gas line. Using only a cartridge respirator in low-oxygen
conditions may lead to asphyxiation.
Ground all equipment and houselines used in natural gas service to prevent the buildup of static and
possible sparks. Where feasible, use non-sparking tools to work on and around natural gas lines and
equipment.
Natural gas may be present in mains, services, houselines, or customers' equipment at pressures ranging
from less than 1 psi to over 720 psi. Open and close gas valves slowly to avoid pressure surges that
might cause personal injury or damage equipment.
p. 5 of 5
Provide sufficient local exhaust to prevent gas buildup to 20% of LEL. Pressure-test natural gas .
houselines with inert gas before putting them into service for the first time, and again when taking
them permanently out of service.
At least 48 hours prior to excavating in an area where gas lines are known or suspected to be, call
Northwest Natural Gas [503-226-4211, Ext. 4513] for location and marking at the site. NOTE: Many
communities have a one-call service that alerts all underground utilities (gas, power, telephone, TV
cable, water, or sewer) to mark their lines. Check your telephone book for the local number.
If a gas line is damaged, IMMEDIATELY report the incident to Northwest Natural Gas [503-226-4211,
Ext. 4513]. If the gas line is broken, evacuate the area and also call the local fire department. If a gas
line has been bent or pulled out of alignment, other gas lines in the vicinity may have been damaged
even if the pulled line looks intact.
If only the gas line's coating is damaged, it must still be inspected and properly repaired by the gas
company before reburial, to prevent corrosion and possible leakage.
SECTION X: OTHER
ADDITIONAL REGULATORY CONCERNS:

!.: .
CPSC: None
FDA: None
SARA: Title Ill, Sections 302, 304, 311, 312, and 313.
TSCA: None
USDA: None
OTHER FEDERAL: Department of Transportation, Office of Pipeline Safety, CFR Title 49,
Parts191-192, with all revisions.
OTHER STATE: None in either Oregon or Washington.
DISCLAIMER: The data contained in this MSDS are believed to be accurate, but are not so warranted,
whether or not they originated at Northwest Natural Gas Company. Recipients of this MSDS are
advised to confirm ahead of time that the data are current and suitable to their needs.
SIGNED:_ _ _ _ _ _ _ _ _ _ __ TITLE: CHIEF CHEMIST

(W. T. Amies)
DATE: 11/07/02
A,1t1eenheatGas
- MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
AUSTRALIAN EMERGENCY NUMBER: 1800 093 336
WESTERN AUSTRALIA
Campus Drive (off Murdoch Drive), MURDOCH, WA 6150
Tel: (08) 9312 9333 Fax: (08) 9312 9833
NEW SOUTH WALES

Site 11 - 6 Grand A venue, CAMELLIA, NSW 2142
Tel: (02) 8846 .1800 Fax: (02) 9638 5534
VICTORIA
333 Keilor Road, NIDDRIE, VIC 3042
Tel: (03) 9375 8888 Fax: 1300 650 687
QUEENSLAND
305 Tingira Street, PINKENBA QLD 4008
Tel: (07) 3260 1115 Fax: (07) 3260 1231
SOUTH AUSTRALIA
30 Waldaree Road, GEPPS CROSS SA 5094
Tel: (08) 8262 5411 Fax: (08) 8359 4331
NORTHERN TERRITORY
1769 Winnellie Road, WINNELLIE NT 0820
Tel: (08) 8984 0000 Fax: (08) 8984 0084
TASMANIA
333 Keilor Road, NIDDRIE, VIC 3042
Tel: (03) 9375 8888 Fax: 1300 650 687
PROMS507 Reviewed: Aug 2008 MAY NOT BE CURRENT VERSION WHEN PRINTED Page I of?
~KleenheatGas
MSDS FOR LIQUEFIED NATURAL GAS ,
REFERENCE
MATERIAL SAFETY DATA SHEET

Liquefied Natural Gas
1. IDENTIFICATION OF SUBSTANCE AND COMPANY
Product Name Liquefied Natural Gas

Product Use
Company Name Wesfarmers Kleenheat Gas Pty Ltd (ABN 40 008 679 543)
Address Campus Drive (off Murdoch Drive)
Murdoch, W estem Australia, 6150
Telephone 132 180
Fax 08 9312 9833
Emergency No 1800 093 336
2. COMPOSITION / INFORMATION ON INGREDIENTS
Ingredient CASNumber OSHA ACGIH ACGIH Concentration

Name PEL TLV (STEL) (%by weight)
Methane 74-82-8 NIA* NIA* NIA* 85-90
Ethane 74-84-0 NIA* NIA* NIA* 4-5
Carbon Dioxide 124-38-9 5000 oom 5000 oom 30,000 ppm 1-5
* None established by OSHA or ACGIH.
A complex mixture of light gases separated from raw natural gas consisting of aliphatic
hydrocarbons having carbon numbers in the range of Cl through C4 predominately methane (Cl)
and ethane (C2). May be odourised after vapourisation with trace of odourant (typically well below
0.1 % t - butyl mercaptan).
EMERGENCY OVERVIEW
DANGER!
EXTREMELY FLAMMABLE GAS-MAY CAUSE FLASH FIRE OR EXPLOSION IN

HIGH CONCENTRATIONS
High concentrations may exclude oxygen and cause dizziness and suffocation. Contact with liquid
or cold vapour may cause frostbite or freeze:
3. HAZARDS IDENTIFICATION
PRIMARY ROUTES OF ENTRY:

Eyes: NO Skin: NO Inhalation: YES Ingestion: NO
Eyes
Vapours are not irritating. However, contact with liquid or cold vapour may cause frostbite, freeze
burns and permanent eye damage.
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A.KteenheatGas
MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
Skin
Vapours are not irritating. Direct contact to the skin or mucous membrane with liquefied product or
cold vapour may cause freeze burns and frostbite. Signs of frostbite include a change in the
colour of skin to grey or white, possibly followed by blistering. Skin may become inflamed and
painful.
Ingestion
Ingestion is unlikely. Contact of the mucous membranes with liquefied product may cause frostbite
or freeze burns.
Inhalation
This product is considered to be non-toxic by inhalation. Inhalation of high concentrations may
cause central nervous system depression such as dizziness, drowsiness, headache, and similar
narcotic symptoms but no long term effects. Numbness, a "chilly" feeling and vomiting have been
reported from accidental exposure to high concentrations.
This product is a simple asphyxiant. In high concentrations, it will displace oxygen from the
breathing atmosphere, particularly in confined spaces. Signs of asphyxiation will be noticed when
oxygen is reduced to below 16% and may occur in several stages. Symptoms may include rapid
breathing and pulse rate, headache, dizziness, visual disturbances, mental confusion, incoordination,
mood changes, muscular weakness, tremors, cyanosis, narcosis and numbness of the extremities.
Unconsciousness leading to central nervous system injury and possibly death will occur with
inadequate oxygen levels, which may cause unconsciousness, suffocation and death.
Warning: The burning of any hydrocarbon as a fuel in an area without ventilation may result in
hazardous level of combustion products, including carbon monoxide and inadequate oxygen levels,
which may cause unconsciousness, suffocation and death.
CHRONIC and CARCINOGENICITY
None expected- see Section 11
MEDICAL CONDITIONS AGGRAVATED BY EXPOSURE
Individuals with pre-existing conditions of the heart, lungs and blood may have increased
susceptibility to symptoms of asphyxia.
4. FIRST AID MEASURES
Eye
In case of frostbite or freeze burns, gently soak the eyes with cool to lukewarm water. DO NOT
WASH THE EYES WITH HOT WATER (i.e. over 40C). Open eyelids wide to allow liquid to
evaporate. If the person cannot tolerate light, protect the eyes with a bandage or handkerchief. Do
not introduce into the eyes without medical advice. Seek immediate medical treatment.
Skin
Remove contaminated clothing and flush affected area with cool to lukewarm water. Rewarming
the exposed area may be performed, however DO NOT USE HOT WATER. Seek immediate
attention if blistering, tissue freezing or frostbite has occurred.
Inhalation
Remove person to fresh air. If the person is not breathing, give artificial respiration. If breathing is
difficult, give oxygen. If necessary, provide additional oxygen once breathing is restored iftrained
to do so. Seek medical attention immediately.
Ingestion
DO NOT INDUCE VOMITTING BECAUSE OF DANGER BREATHING LIQUID INTO
LUNGS. Seek immediate medical attention. Rinse mouth with water. Administer 1to2 glasses of
water or milk to drink. Never administer to an unconscious person.
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~Kleenhea,.Gas . . . ~ -
MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
5. FIRE FIGHTING MEAS.URES
FLAMMABLE PROPERTIES:
Flashpoint Method
Extremely Flammable gas
Auto ignition Point
482-632C
OSHA/NFPA Flammability Class
Flammable gas
Lower Explosive Limit (%)
5
Upper Explosive Limit(%)
15
Fire and Explosion Hazards
Liquid releases of flammable vapours at well below ambient temperatures readily form a flammable
mixture with air. Dangerous fire and explosion hazard when exposed to heat, sparks, or flame.
Vapours are initially heavier than air and may travel short distances to a point of ignition or
flashback. As the vapour warms above minus 88C it becomes lighter than air. Runoff to sewer
may cause fire or explosion hazard.
Extinguishing Media
Dry chemical, carbon dioxide, halon, or water. Class C, B or A extinguisher, respectively.
However, fire should not be extinguished unless flow of gas can be immediately stopped.
Fire Fighting Equipment Precautions
Gas fires should not be extinguished unless flow of gas can be immediately stopped. Shut off gas
source and allow gas to burn out. If spill or leak has not ignited, determine if water spray may assist
in dispersing gas or vapour to protect personnel attempting to stop the leak.
Use water to cool equipment, surfaces and containers exposed to fire and excessive heat. For large
fire, the use of unmanned hose holders or monitor nozzles may be advantageous to further minimise
personnel exposure.
Isolate the area, particularly around the ends of the storage vessel. Let vessel, tank car, or container
burn unless leak can be stopped. Withdraw immediately in the event of a rising sound from the
venting of a safety device. Large fires typically require NIOSHIMSHA approved pressure demand
self contained breathing apparatus with full face-piece and full protective clothing.
6. ACCIDENTAL RELEASE MEASURES
ACTIVATE FACILITY SPILL CONTINGENCY PLAN (eg SPCC, RCRA, OPA or

E:t\1ERGENCY PLAN).
Evacuate non-essential personnel and remove or secure all ignition sources. Consider wind
direction; stay upwind and uphill, if possible to evaluate the direction of product travel. Vapour
cloud may be white, but colour will dissipate as cloud disperses - fire and explosion hazard is still
present!
Stop the source of the release, if safe to do so. Do not flush down sewer or drainage systems. Do
not touch spilled liquid (frostbite or freeze burn hazard!).
Consider the use of water spray to disperse vapours. Isolate the area until gas has dispersed.
Ventilate and gas test area before entering.
1',KteenheatG~ MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
7. HANDLING AND STORAGE
Handling and Storage Precautions

Keep away from flame; sparks and excessive temperatures. Store only in approved containers.
Bond and ground containers. Use only in well ventilated areas. See also applicable OSHA
regulations for the handling of this product, including but not limited to 29 CFR 1910.110. Storage
and Handling of Liquefied Petroleum Gases.
8. EXPOSURES CONTROLS, PERSONAL PROTECTION
Engineering Controls
Use adequate ventilation to keep vapour concentrations of this product below occupational exposure
and flammability limits, particularly in confined spaces. Use explosion proof equipment and
lighting in classified/controlled areas.
Eye/Face Protection
Where there is a possibility of liquid contact, wear splash proof SAFETY goggles and face-shield.
Skin Protection
When contact with liquid may occur, wear apron, face-shield and cold impervious, insulating
gloves.
Respiratory Protection
Use a NIOSH/MSHA approved positive pressure, supplied air respirator with escape bottle or self-
contained breathing apparatus (SCBA) for gas concentrations above occupational exposure limits,
for potential uncontrolled release, if exposure levels are not known, or in an oxygen deficient
atmosphere.
Caution: Flammability limits (ie explosion hazard) should be considered when assessing the need
to expose personnel to concentrations requiring respiratory protection selection.
Refer to OSHA 29 CFR 1910.134, ANSI Z88.2-1992, NIOSH Respirator Decision Logic and the
manufacturer for additional guidance on respiratory protection selection.
9. PHYSICAL AND CHEMCIAL PROPERTIES
Appearance
A colourless gas. Cold vapour cloud may be white but the lack of visible gas cloud does not
indicate absence of gas. A colourless liquid under pressure.
Odour
Odourless when pure, but may have a "natural gas" type odour when treated with odorising agent
(usually t-butyl mercaptan). Typically, LNG is not odourised as the Mercaptan freezes.
Basic Physical Properties

Boiling Range
-162C
Vapour Pressure
40 atm. @ -86C
Vapour Density (air= 1)
0.6
Specific Gravity (H20 = 1)
0.4 @ 164C
Solubility (H20)
3.5%
A-KteenheatGas
MSDS FOR LIQuEFIED NATURAL GAS
REFERENCE
10. STABILITY AND REACTIVITY
Stability
Stable.
Conditions to Avoid
Keep away from ignition sources and heat, high temperatures, open flames, sparks, welding,
smoking, static electricity and other ignition sources.
Incompatible Materials
Keep away from strong oxidisers.
Hazardous Decomposition Products
Carbon monoxide, carbon dioxide and non-combustible hydrocarbons (smoke).
Hazardous Polymerisation
Will not occur.
11. TOXICOLOGICAL INFORMATION
Chronic Effects of Carcinogenicity

OSHA: No IARC: No NTP: No ACGIH: No
12. ECOLOGICAL INFORMATION
Liquid release is only expected to cause localised, non-persistent environmental damage, such as
freezing. Biodegradation of this product may occur in soil and water. Volatilisation is expected to
exist entirely in the vapour phase in ambient air.
\
13. DISPOSAL CONSIDERATIONS
Consult federal, state and local waste regulations to determine appropriate waste characterisation of
material and allowable disposal methods.
14. TRANSPORT INFORMATION
Proper Shipping Name

Natural Gas Refrigerated Liquid
Hazard Class
2.1
DOT Identification Number
UN1972
DOT Shipping Label
Flammable Gas
Proper Shipping Name
Natural Gas Refrigeration Liquid (Cryogenic liquid with high methane content)
Hazard Class
2.1
DOT Identification Number
UN1972
DOT Shipping Label
Flammable Gas
A.KteenheatGas MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
15. REGULATORY INFORMATION
Refer to: AS 3961

NFPA57
PROMS507 Reviewed: Aug 2008 MAY NOTBE CURRENT VERSION WHEN PRINTED Page 7 of7
. --, -.-.--
Product: Ethylene P-4598-F Date: December 2009
Praxair Material Safety Data Sheet .

1. Chemical Product and Company Identification
Product Name: Ethylene (MSDS No. P-4598-F) Trade Names: Eth lene
Chemical Name: Ethylene Synonyms: Ethene, elayl, acetene,
bicarburetted hydrogen, olefiant gas,
refrigerant gas R1150
Chemical Family: Alkene Product Grades: 1.85, 2.5, Polymer - 3.0,
Research - 5.0
Telephone: Emergencies: 1-800-645-4633* Company Name: Praxair, Inc.
CHEMTREC: 1-800-424-9300* 39 Old Ridgebury Road
Routine: 1-800-PRAXAIR Danbury, CT 06810-5113
*Call emergency numbers 24 hours a day only for spills, leaks, fire, exposure, or accidents
involving this product. For routine information, contact your supplier, Praxair sales
representative, or ca/11-800-PRAXAIR (1-800-772-9247).
2. Hazards Identification
EMERGENCY OVERVIEW
DANGER! Flammable, high-pressure gas.
Can form explosive mixtures with air.
May cause frostbite.
May cause dizziness and drowsiness.
Self-contained breathing apparatus may be required by rescue workers.
Under ambient conditions, this is a gas with a faint, sweet, musty odor.
OSHA REGULATORY STATUS: This material is considered hazardous by the OSHA Hazard
Communications Standard (29 CFR 1910.1200).
POTENTIAL HEAL TH EFFECTS:
Effects of a Single (Acute) Overexposure
Inhalation. Asphyxiant. Effects are due to lack of oxygen . Moderate concentrations may
cause headache, drowsiness, dizziness, excitation, excess salivation, vomiting, and
unconsciousness. Lack of oxygen can kill.
Skin Contact. May cause frostbite.
Swallowing. An unlikely route of exposure. This product is a gas at normal temperature
and pressure.
Eye Contact. May cause frostbite.
Effects of Repeated (Chronic) Overexposure. No harm expected .
Other Effects of Overexposure. Ethylene is an asphyxiant. Lack of oxygen can kill.
Copyright 1979, 1985, 1992, 1997, 2003, 2006, 2009, Praxair Technology, Inc. Page 1of10
All rights reserved .
A verlica/ line in the left margin indicates revised or new material.
Medical Conditions Aggravated by Overexposure. The toxicology and the physical and
chemical properties of ethylene suggest that overexposure is unlikely to aggravate existing
medical conditions.
CARCINOGENICITY: Ethylene is not listed by NTP or OSHA. The !ARC lists ethylene as
Group 3, unclassifiable as to carcinogenicity to humans.
POTENTIAL ENVIRONMENTAL EFFECTS: For further information, see section 12, Ecological
Information.
3. Composition/Information on Ingredients
See section 16 for important information about mixtures.
COMPONENT CAS NUMBER CONCENTRATION

Ethylene 174-85-1 1>99%*
*The symbol > means "greater than."
4. First Aid Measures

INHALATION: Immediately remove to fresh air. If not breathing, give artificial respiration . If
breathing is difficult, qualified personnel may give oxygen. Call a physician.
SKIN CONTACT: Wash skin with soap and water. In case of frostbite, get immediate medical
attention.
SWALLOWING: An unlikely route of exposure. This product is a gas at normal temperature
and pressure.
EYE CONTACT: Immediately flush eyes thoroughly with water for at least 15 minutes. Hold the
eyelids open and away from the eyeballs to ensure that all surfaces are flushed thoroughly.
Seek the advice of a physician, preferably an ophthalmologist, immediately.
NOTES TO PHYSICIAN: There is no specific antidote. Treatment of overexposure should be
directed at the control of symptoms and the clinical condition of the patient.
5. Fire Fighting Measures

FLAMMABLE PROPERTIES: Spontaneously explosive when combined with chlorine in
sunlight. Forms explosive mixtures with air and oxidizing agents.
SUITABLE EXTINGUISHING MEDIA: C0 2 , dry chemicals, water spray, or fog .
PRODUCTS OF COMBUSTION: Thermal decomposition or burning produces CO/C0 2.
PROTECTION OF FIREFIGHTERS: DANGER! Flammable, high-pressure gas. Evacuate all
personnel from danger area. Self-contained breathing apparatus may be required by rescue
workers. Immediately spray cylinders with water from maximum distance until cool , taking care
not to extinguish flames . Remove sources of ignition if without risk. Remove all cylinders from
fire area if without risk; continue cooling water spray while moving cylinders. Do not extinguish
any flames emitted from cylinders; stop flow of gas if without risk, or allow flames to burn out. If
flames are accidentally extinguished , explosive reignition may occur. Take appropriate
measures, e.g., total evacuation. Reapproach with extreme caution. On-site fire brigades must
comply with OSHA 29 CFR 1910.156.
Page 2of10
r - - --
Specific Physical and Chemical Hazards. Heat of fire can build pressure in cylinder and
cause it to rupture. No part of a cylinder should be subjected to a temperature higher than .
125F (52C). Cylinders containing ethylene are equipped with pressure relief devices.
(Exceptions may exist where authorized by DOT.) If venting or leaking product catches fire, do
not extinguish flames. Flammable gas may spread from leak, creating an explosive reignition
hazard. Vapors can be ignited by pilot lights, other flames, smoking, sparks, heaters, electrical
equipment, static discharge, or other ignition sources at locations distant from product handling
point. Explosive atmospheres may linger. Before entering area, especially confined areas,
check atmosphere with an appropriate device.
Protective Equipment and Precautions for Firefighters. Firefighters should wear self- .
contained breathing apparatus and full fire-fighting turnout gear.
., 6. Accidental Release Measures

STEPS TO BE TAKEN IF MATERIAL IS RELEASED OR SPILLED:
DANGER! Flammable, high-pressure gas.
Personal Precautions. Immediately evacuate all personnel from danger area. Use self-
contained breathing apparatus where needed. Remove all sources of ignition if without risk.
Reduce vapors with fog or fine water spray. Shut off flow if without risk. Ventilate area or move
cylinder to a well-ventilated area. Flammable vapors may spread from leak. Before entering
area, especially confined areas, check atmosphere with an appropriate device.
Environmental Precautions. Prevent waste from contaminating the surrounding environment.
Keep personnel away. Discard any product, residue, disposable container, or liner in an
environmentally acceptable manner, in full compliance with federal, state, and local regulations.
If necessary, call your local supplier for assistance.
7. Handling and Storage
PRECAUTIONS TO BE TAKEN IN HANDLING: Protect cylinders from damage. Use a suitable

hand truck to move cylinders; do not drag, roll, slide, or drop. Use only spark-proof tools and
explosion-proof equipment. Leak check system with soapy water; never use a flame. Never
attempt to lift a cylinder by its cap; the cap is intended solely to protect the valve. Never insert
an object (e.g ., wrench, screwdriver, pry bar) into cap openings; doing so may damage the
valve and cause a leak. Use an adjustable strap wrench to remove over-tight or rusted caps.
Slowly open valve. If valve is hard to open, discontinue use and contact your supplier. For
other precautions in using ethylene, see section 16.
PRECAUTIONS TO BE TAKEN IN STORAGE: Store and use with adequate ventilation.
Separate cylinders containing ethylene from oxygen, chlorine, and other oxidizers by at least 20
ft (6.1 m), or use a barricade of noncombustible material. This barricade should be at least 5 ft
(1 .53 m) high and have a fire resistance rating of at least% hour. Firmly secure cylinders
upright to keep them from falling or being knocked over. Screw valve protection cap firmly in
place by hand. Post "No Smoking or Open Flames" signs in storage and use areas. There
must be no sources of ignition. All electrical equipment in storage areas must be explosion-
proof. Storage areas must meet national electric codes for Class 1 hazardous areas. Store
only where temperature will not exceed 125F (52C). Store full and empty cylinders
separately. Use a first-in, first-out inventory system to prevent storing full cylinders for long
periods.
Page 3of10
RECOMMENDED PUB,LICATIONS: For further information on storage, handling, and use of

this product, see NFPA 55, Standard for the Storage, Use, and Handling of Compressed and
Liquefied Gases in Portable Cylinders, published by the National Fire Protection Association.
See also Praxair publication P-14-153, Guidelines for Handling Gas Cylinders and Containers.
Obtain from your local supplier.
8. Exposure Controls/Personal Protection
COMPONENT OSHA PEL ACGIH TLV-TWA 2009

Ethylene N.E.* 200 ppm
*N.E.-Not Established.
TLV-TWAs should be used as a guide in the control of health hazards and not as fine lines
between safe and dangerous concentrations .
IDLH =Not available.
ENGINEERING CONTROLS:
Local Exhaust. An explosion-proof local exhaust system with sufficient air flow velocity is
recommended.
Mechanical (General). Under certain conditions, general exhaust ventilation may be
acceptable to keep ethylene below the exposure limit.
Special. Use only in a closed system.
Other. None
PERSONAL PROTECTIVE EQUIPMENT:
Skin Protection. Wear work gloves for cylinder handling.
Eye/Face Protection. Select in accordance with OSHA 29 CFR 1910.133.
Respiratory Protection. A respiratory protection program that meet OSHA 29 CFR 1910.134,
ANSI Z88.2, or MSHA 30 CFR 72.710 (where applicable) requirements must be followed
whenever workplace conditions warrant respirator use. Use an air-supplied or air-purifying
cartridge if the action level is exceeded . Ensure the respirator has the appropriate protection
factor for the exposure level. If cartridge type respirators are used, the cartridge must be
appropriate for the chemical exposure (e.g., an organic vapor cartridge). For emergencies or
instances with unknown exposure levels, use a self-contained breathing apparatus.
9. Physical and Chemical Properties
APPEARANCE: Colorless gas

ODOR: Faint, sweet, musty odor.
ODOR THRESHOLD: Not available.
PHYSICAL STATE: Gas at normal temperature and pressure
pH: Not applicable.
MELTING POINT at 1 atm: -272.45F (-169 .14C)
BOILING POINT at 1 atm: -154.62F (-103.68C)
FLASH POINT (test method): -213F (-136.1C) TCC
EVAPORATION RATE (Butyl Acetate= 1): Not applicable.
FLAMMABILITY: Flammable
Page 4of10
FLAMMABLE LIMITS IN AIR, % by volume: LOWER: 2.7% UPPER: 36%

VAPOR PRESSURE at 68F (20C): Not available.
VAPOR DENSITY at 32F (0C) and 1 atm: 0.0787 lb/ft3 (1.261 kg/m 3 )
=
SPECIFIC GRAVITY (H 2 0 1) at 19.4F (-7C): Not applicable.
SPECIFIC GRAVITY (Air = 1) at 32F (0C) and
1 atm: 0.978
SOLUBILITY IN WATER, vol/vol at 32F (0C) 0.26
and 1 atm:
PARTITION COEFFICIENT, logKOW: n- 1.13
octanol/water:
AUTOIGNITION TEMPERATURE: 842F (450C)
DECOMPOSITION TEMPERATURE: Not available.
PERCENT VOLATILES BY VOLUME: 100
MOLECULAR WEIGHT: 28.05
MOLECULAR FORMULA:
10. Stability and Reactivity
CHEMICAL STABILITY: 0 Unstable [8] Stable
This material is stable shipped under and stored under an inert atmosphere.
CONDITIONS TO AVOID: Elevated temperature and pressure.
INCOMPATIBLE MATERIALS: Heat (reacts explosively with chlorine in sunlight or UV light),
oxidizing agents, halogens, acids, aluminum chloride, halocarbons.
HAZARDOUS DECOMPOSITION PRODUCTS: Thermal decomposition or burning may
produce CO/C02.
POSSIBILITY OF HAZARDOUS REACTIONS: [8] May Occur 0 Will Not Occur
Hazardous polymerization may occur at elevated temperature and pressure.
11. Toxicological Information

ACUTE DOSE EFFECTS: Ethylene is a simple asphyxiant.
STUDY RESULTS: None known.
12. Ecological Information

ECOTOXICITY: No known effects.
OTHER ADVERSE EFFECTS: Ethylene does not contain any Class I or Class II ozone-
depleting chemicals.
13. Disposal Considerations

WASTE DISPOSAL METHOD: Do not attempt to dispose of residual or unused quantities.
Return cylinder to supplier.
Page 5of10
14. Transport Information
DOT/IMO SHIPPING NAME: Ethylene

HAZARD PACKING IDENTIFICATION PRODUCT
CLASS: 2.1 GROUP/Zone: NA NUMBER: UN1962 RQ: None
SHIPPING LABEL(s): FLAMMABLE GAS
PLACARD (when required): FLAMMABLE GAS
SPECIAL SHIPPING INFORMATION: Cylinders should be transported in a secure position, in a
well-ventilated vehicle. Cylinders transported in an enclosed , nonventilated compartment of a
vehicle can present serious safety hazards.
Shipment of compressed gas cylinders that have been filled without the owner's consent is a
violation of federal law (49 CFR 173.301(b)] .
MARINE POLLUTANTS: Ethylene is not listed as a marine pollutant by DOT.
15. Regulatory Information

The following selected regulatory requirements may apply to this product. Not all such
requirements are identified. Users of this product are solely responsible for compl iance with all
applicable federal, state, and local regulations.
U.S. FEDERAL REGULATIONS:
EPA (ENVIRONMENTAL PROTECTION AGENCY)
CERCLA: COMPREHENSIVE ENVIRONMENTAL RESPONSE, COMPENSATION,
AND LIABILITY ACT OF 1980 (40 CFR Parts 117 and 302) :
Reportable Quantity (RQ): None
SARA: SUPERFUND AMENDMENT AND REAUTHORIZATION ACT:
SECTIONS 302/304: Require emergency planning based on Threshold Planning
Quantity (TPQ) and release reporting based on Reportable Quantities (RQ) of
Extremely Hazardous Substances (EHS) (40 CFR Part 355) :
TPQ: None
EHS RQ (40 CFR 355): None
SECTIONS 311/312: Require submission of MSDSs and reporting of chemical
inventories with identification of EPA hazard categories. The hazard categories for
this product are as follows :
IMMEDIATE: Yes PRESSURE: Yes
DELAYED: No REACTIVITY: No
FIRE: Yes
SECTION 313: Requ ires submission of annual reports of release of toxic chemicals
that appear in 40 CFR Part 372.
Ethylene is subject to the reporting requirements of Section 313 of Title 111 of the
Superfund Amendments and Reauthorization Act of 1986 (SARA) and 40CFR
Part 372.
Page 6of10
40 CFR 68: RISK MANAGEMENT PROGRAM FOR CHEMICAL ACCIDENTAL

RELEASE PREVENTION: Requires development and implementation of risk
management programs at facilities that manufacture, use, store, or otherwise handle
regulated substances in quantities that exceed specified thresholds.
Ethylene is listed as a regulated substance in quantities of 10,000 lb (4536 kg) or
greater.
TSCA: TOXIC SUBSTANCES CONTROL ACT: Ethylene is listed on the TSCA
inventory.
OSHA: OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION:
29 CFR 1910.119: PROCESS SAFETY MANAGEMENT OF HIGHLY HAZARDOUS
CHEMICALS: Requires facilities to develop a process safety management program
based on Threshold Quantities (TQ) of highly hazardous chemicals.
Ethylene is not listed in Appendix A as a highly hazardous chemical. However, any
process that involves a flammable gas on site in one location in quantities of 10,000
lb (4536 kg) or greater is covered under this regulation unless the gas is used as a
fuel.
STATE REGULATIONS:
CALIFORNIA: Ethylene is not listed by California under the SAFE DRINKING WATER AND
TOXIC ENFORCEMENT ACT OF 1986 (Proposition 65).
PENNSYLVANIA: Ethylene is subject to the PENNSYLVANIA WORKER AND
COMMUNITY RIGHT-TO-KNOW ACT (35 P.S . Sections 7301-7320).
I 16. Other Information

I Read and understand all labels and instructions supplied with all containers of this product.
OTHER HAZARDOUS CONDITIONS OF HANDLING, STORAGE, AND USE: Flammable,
high-pressure gas. Use piping and equipment adequately designed to withstand pressures to
be encountered. Use a backflow prevention device in any piping. Use only in a closed system.
All piped ethylene systems and associated equipment must be grounded. Electrical equipment
must be non-sparking or explosion-proof. Keep away from heat, sparks, and open flame. May
cause frostbite. Avoid contact with skin and eyes. Gas can cause rapid suffocation due to
oxygen deficiency. Store and use with adequate ventilation at all times. Close cylinder valve
after each use; keep closed even when empty. Never work on a pressurized system. If there is
a leak, close the cylinder valve. Blow the system down in a safe and environmentally sound
manner in compliance with all federal, state, and local laws; then repair the leak. Never place a
compressed gas cylinder where it may become part of an electrical circuit.
NOTE: Prior to using any plastics, confirm their compatibility with ethylene.
Mixtures. When you mix two or more chemicals, you can create additional, unexpected
hazards. Obtain and evaluate the safety information for each component before you produce
the mixture. Consult an industrial hygienist or other trained person when you evaluate the end
product. Remember, chemicals have properties that can cause serious injury or death.
Page 7of10
HAZARD RATING SYSTEMS:

NFPA RATINGS: HMIS RATINGS:
HEALTH =2 HEALTH =1
FLAMMABILITY =4 FLAMMABILITY =4
INSTABILITY =2 PHYSICAL HAZARD = 3
SPECIAL = None
STANDARD VALVE CONNECTIONS FOR U.S. AND CANADA:
THREADED: CGA-350
PIN-INDEXED YOKE: CGA-900
ULTRA-HIGH-INTEGRITY CONNECTION: Not applicable.
Use the proper CGA connections. DO NOT USE ADAPTERS. Additional limited-standard
connections may apply. See CGA pamphlet V-1 listed below.
Ask your supplier about free Praxair safety literature as referred to in this MSDS and on the
label for this product. Further information can be found in the following pamphlets published by
the Compressed Gas Association, Inc. (CGA), 4221 Walney Road, 5th Floor, Chantilly, VA
20151-2923, Telephone (703) 788-2700, http://www.cganet.com/Publication .asp.
AV-1 Safe Handling and Storage of Compressed Gases

P-1 Safe Handling of Compressed Gases in Containers
SB-2 Oxygen-Deficient Atmospheres
V-1 Compressed Gas Cylinder Valve Inlet and Outlet Connections
Handbook of Compressed Gases, Fourth Edition
Page 8of10
Praxair asks users of this product to study this MSDS and become aware of product hazards
and safety information. To promote safe use of this product, a user should (1) notify employees,
agents, and contractors of the information in this MSDS and of any other known product
hazards and safety information, (2) furnish this information to each purchaser of the product,
and (3) ask each purchaser to notify its employees and customers of the product hazards and
safety information.
Page 9of10
The opinions expressed herein are those of qualified experts within Praxair, Inc. We
believe that the information contained herein is current as of the date of this Material
Safety Data Sheet. Since the use of this information and the conditions of use of the
product are not within the control of Praxair, Inc., it is the user's obligation to
determine the conditions of safe use of the product.
Praxair MSDSs are furnished on sale or delivery by Praxair or the independent distributors and suppliers
who package and sell our products. To obtain current MSDSs for these products, contact your Praxair
sales representative or local distributor or supplier, or download from www.praxair.com. If you have
questions regarding Praxair MSDSs, would like the form number and date of the latest MSDS, cir would
like the names of the Praxair suppliers in your area, phone or write the Praxair Call Center (Phone: 1-
800-PRAXAIR; Address: Praxair Call Center, Praxair, Inc., PO Box 44, Tonawanda, NY 14151-0044).
Praxair and the Flowing Airstream design are trademarks or registered trademarks of
Praxair Technology, Inc. in the United States and/or other countries .
Praxair, Inc.
39 Old Ridgebury Road
Danbury, CT 06810-5113
I Printed in USA Page 10of10

Module: Basic Tanker Training-Oil and Chemical Tankers Chapter 1
Chapter 1
Basic Knowledge of Tankers
OBJECTIVES
At the end of this topic, the students should be able to demonstrate basic knowledge and
understanding of Tankers:
Types of oil and chemical tankers
General arrangementof construction
Ver 1.0 /July 2014 Page 1of35 Singapore Maritime Academy

Module: Basic Tanker Tra ining - Oil and Chemical _Tankers Chapter 1
C0v1tc,,ncr ; l'r cc.r ( re;.-l"'r - )lv v

( T Eu ) l IV1 4,X :: l 2._ iJ 00 {' s 6, t 2 il Ll
1.1 Types of oil tankers
Source: http ://peo ple.hofst ra .ed u/geot ra ns/eng/chS e n/ap plSe n/ tan kers. ht ml
Modern crude oil tankers come in six different size classes. These are:
Type DWT Length Brief descriptions

Coastal < 55,000 <= 180m Usually for the carriage of chemicals and
D< LOI>\
petroleum products and is rare for crude
oil carriage. P ~ ( l ) ]kH? Lu1.1 spa J. ~ 1
Aframax 75,000- Approximately Favourable size, to serve most ports in the
120,000 230m-245m world and just perfect for short to medium
haul crude oil transportation. j)< I S ~IA-
Suezmax 120,000- Approximately Size where maximum cross-sectional area
169,999 225m-285m enable it to pass through the Suez Canal. D . I
VLCC 170,000- Able to carry huge amount of crude oil in a
319,999 single trip. Known as Supertankers, these
vessels are primarily used for long-haul V:: Lil , 15] k
Approximately voyage. D< 2<> "' l~ I 11\ i-e5
ULCC 320,000- 300m-470m Due to their size, there is limited number
550,000 of ports with adequate facilities to
accommodate them. They are primarily
used for very long haul voyage. .D < 2.>IV\
Ver 1.0 I July 2014 Page 2 of 35 Singapore Ma ritime Academy
rl( JIoJ1Ao(Jl p~ Lb 'lj ~Hp

5llpplJ l).e.i~-tl .
fvf ~x -tk n,ut .
Module: Basic Tanker Training - Oil and Chemical Tankers Chapter 1
8 ( 1 ) Make a table as above for the Panamax Oil Tanker.

(2) Which regions of ports do you think the VLCC and ULCC are usually suited at?
1.1.1 The Important stages in the development of tankers and oil shipping
1.1.1.1 Construction of vessels to carry oil in bulk
Source: A Century of Tankers, John Newton (INTERTANKO, 2002)
The above shows oil being stored in wooden barrels. Barrels, or more commonly known in short
form: BBLS, is still a unit used for oil trade for oil quantity calculation. This is especially so in the
US oil terminals where the unit US BBLS are preferred: 1 US BBLS = 6.28981 m3.
Ver 1.0 I July 2014 Page 3 of 35 Singapore Maritime Academy

Module: Basic Tanker Training - Oil and Chemica l Tankers Chapter 1
1.1.1.2 Use of longitudinal divisions and transverse bulkhead to form tanks
Until 1990 the form of vessels specifically designed for the carriage of oil cargoes had not
undergone a great deal of change since 1880 when the vessel illustrated in Figure (a) below,
was constructed. The expansion trunk and double bottom within the cargo space having been
1
eliminated much earlier. The greatest changes in that period were the growth in ship size ahd
nature of the structure (see Figure (b)).
Length n.6m Deadweight 1680 tonnes Length B.P. 330 m Deadweight 332 000 tonnes
Beam 10.4m Beam 53.3m
Depth 5 .8 m Speed 10 k Depth 32m Speed 14't'.i k
u\'J\i\.~\e.. .-- Expansion trunk -...
,---1 /----\J,----\ ---l
::,\~ L - """\\
r,: :W_i,=:=g-=t::::f{~:~~:~-- ~t:1=ng=t=an=k~ __ .,,,
I..._
r.:: - -
l~~)
f __ I
___
r.:: - -
Wingl
\
I
I......
1
.....
'.)
Centre tank
__
1ta.n-i<1
..... ..... __
11an-i<1 ..... .,......
- --l
(
\ I ' Ir--- lI
I..._ __ I
...,;
\----'T'--'---'
- ------------ - ------ '-- - - .......
I
Double bottom I
(a) (b)
DOUBLE-HULL TANKER ) MID-DECK TANKER PRINCIPLE
---.
f
. I
( i'f'-(>clomi~ c
/,--------...,
n+ p.eri>llttai
,- ---,
d5~n le .ii ~uf U ll lo "'"" on
Jl I
Wing
~:---.:-,
i
I
Centre
'- I
I
I
wmg
\_ - - -
I
I
I
1 .,_
1 l
~~
I
1 tank
I
l '-,
tank
//
,..----
1
: tank I
I
:
/....
SBT SBT SBT ~
Structurally one of the greatest developments has been in the use of welding, oil tankers being
amongst the first vessels to utilize the application of welding. Little difficulty is experienced in
making and maintaining oil-tight joints: the same cannot be said of riveting. Welding has also
allowed cheaper fabrication methods to be adopted. Longitudinal framing was adopted at an
early date for the larger ships and revision of the construction rules in the late 1960's allowed
the length of tank spaces to be increased, with a subsequent reduction in steel weight, and
2
making it easier to pump discharge cargoes.
1
Ship Construction, 6th edn (2007), DJ Eyres (Butterworth -Heinemann)
2
Ibid.
Ver 1.0 I July 2014 Page 4 of 35 Singapore M arit ime Academy
Module: Basic Tanker Tra ining - Oil and Chemical Tankers Chapter 1
The below diagram is a typical arrangment of an oil tanker where tanks are formed by
bulkheads:
Source: http://th enautica lsite.com/n auticaln ot es/ cargowork/mycargowk- lessonlla -oil%20tanker.ht m
1.1.1.3 Location of machinery aft
The below diagram is a typical arrangement of accommodation and navigational bridge

amidship:
As far as the general arrangement is concerned there appears always to have been a trend
towards placing the machinery aft. Moving all the accommodat ion and bridge aft was a later
feature and is desirable from the fire protection point of view. Location of the accommodation
Ve r 1.0 I July 20 14 Page 5 of 35 Singapore Maritime Academy

Module: Basic Tanker Training - Oil and Che~ical Tankers Chapter 1
in one area is more economic from a building point of view, since all services are only to be
provided at a single location. Oil tankers now generally have a single pump space aft, adjacent
to the machinery, and specified slop tanks into which tank washings and oily residues are
pumped. Tank cleaning may be accomplished by water driven rotating machines on the smaller
tankers but for new crude oil tankers of 20,000 tonnes deadweight and above the tank cleaning
3
system shall use crude oil washing.
Source: http://en .wikiped ia.org/wiki/Oil tan ker
1.1.1.4 Increase in size to VLCCs and ULCCs
The growth in size of ocean-going vessels from 1880 to the end of the Second World War was
gradual, the average deadweight rising from 1500 tonnes to about 12000 tonnes. Since then
the average deadweight increased rapidly to about 20000 tonnes in 1953 and about 30000
tonnes in 1959. Today there are afloat tankers ranging from 100000 tonnes deadweight to
500000 tonnes deadweight. It should be made clear that the larger size of vessel is the crude oil
4
carrier, and fuel oil carriers tend to remain within the smaller deadweights.
3
Ibid.
4
Ibid.
Ve r 1.0 I July 2014 Page 6 of 35 Singapore Maritime Academy
1.1.1.5 Transportation of liquefied gas and chemicals in bulk
(a} Liquefied gas

Gases, namely Liquefied Natural Gas (LNG} and Liquefied Petroleum Gas (LPG} are transported
in liquid form through chilling and compression processes aboard the respective LNG and LPG
carriers. LNG is found either in conjunction with petroleum (crude oil} or on its own, and usually
composed of 80-95 % methane {CH4} whereas LPG refers to several refined products of
petroleum, ie butane and propane.
LNG tanker (side view)
Sources: Google
(b} Chemicals
Liquid chemicals are carried aboard chemical tankers ranging from 6000 to 40000 DWT. Bigger
chemical tankers can be fitted up to 50 separate tanks with individual piping and pumping
arrangements. Those tanks are loaded with individual types of cargo usually known as parcel,
hence the name parcel tanker, that is widely used in association with the tanker of this type.

Sources: Unknown
1.1.2 Pollution problems and explosion/fire hazard leading to international
controls and the development of double-hull tankers and Mid-Deck design
The requirements of the International Convention for the Prevention of Pollution from Ships
1973 and particularly its Protocol of 1978 have greatly influenced the arrangement of the cargo
spaces of oil tankers. A major feature of the MAR POL Convention and its Protocol has been the
provision in larger tankers of clean water ballast capacity. Whilst primarily intended to reduce
the pollution risk, the fitting of segregated water ballast tanks in the midship region aids the
reduction of the still water bending moment when the tanker is fully loaded. It also reduces
corrosion problems associated with tank spaces which are subject to alternate oil and sea water
5
ballast cargoes.
Source: htt p://www.was hi ngt onpost .com/wp-dyn/ content/galle ry/2009/08/19/GA200908 1901883.htm l
5
Ibid.
Ver 1.0 I July 2014 Page 8 of 35 Singapore Maritime Acad emy
Moduie: Basic Tanker Training - Oil and Chemical Tankers Chapter 1
In March 1989 the tanker Exxon Valdez, which complied

fully with the then current MARPOL requirements, ran
aground and discharged 11 million gallons of crude oil
. into the pristine waters of Prince William Sound in
Alaska. The subsequent public outcry led to the United
States Congress passing the Oil Pollution Act 1990 (OPA
6
90).
Source: hnfl:// news. bbc.co. uk/ on th isday/hi/ dates/ stories/march/24/newsid 4231000/ 4231971.stm
This unilateral action by the United States Government made it a requirement that existing
single hull oil tankers operating in United States waters were to be phased out by an early date,
after which all oil tankers were to have a double hull.
'S~ i \'~H ~;:<I{ ~..;- t"..-~lf :W}l"r

1~ ~.. , " .. r " "~'< r. " ; ,, !t 1, ~ : .... ! .. :...:....., . 1.. .i ,,....,
: : ; , .~ :>IW"-1~1" :. ~~:,., 1 '.( ' : _ : '.) '. 1 :. "' ~' )."':"'. ~,, .,; . ,.,. ::1 ti ...
: "I'' \. -n: > ~l-c i;:1.I! ;:. ~ -.1 J.r ~, - i . ~ -, .. ,,,. ,,..
In 1992 IMO adopted amendments to MARPOL which required tankers of 5000 tonnes
deadweight and above contracted for after July 1993, or which commenced construction after
January 1994, to be of double - hulled or mid-deck construction,7 or of other design offering
6
!bid.
7
A Mid-Deck Tanker is a tanker design, which includes an additional deck intended to limit spills if the tanker is
damaged. The extra deck is placed at about the middle of the draft of the ship. With double hull tankers, in high
energy casualties where both hulls are breached, oil can spill through the double-hull and into the sea. In
grounding events of this type, a mid-deck design overcomes this by eliminating the double-bottom compartments
that are void with air. Since the density of seawater is greater than that of oil, water comes into the tanks instead
of oil escaping out, and rat her than spilling, oil is vented upwards into overflow tanks. -
equivalent protection against oil pollution. Existing tankers with single hulls without segregated
ballast tanks with protective location were to be phased out by June 2007. Those with
segregated ballast tanks with protective location, were to be phased out by July 2021.
DOUBLE SKIN
Source: http://www. ma rin e insight.com/m arin e/types-of-ships-ma ri n e/wh at-a ~e-dou bi e-act i ng-ta n kers/
m
l I The mid-deck tanker was shown to have more
lolo(: - .. ~,
1.1. .,,...... i,.,;. ~ ..
.~j
:p,.,,,.. ,_ . . -.; ._ - favourable outflow performance in extreme
. accidents where the inner hull is breached . The
- -
United States authorities considered grounding the
most prevalent type of accident in their waters and
believed only the double hull type prevented spills
from tanker groundings in all but the most severe
incidents. Thus, whilst MARPOL provided for the
Source: The acceptance of alternative tanker designs, the United
Tankship Tromedy, States legislation did not, and no alternative designs
Jack Devanney were built.
htt p://e n. w ikipe dia .org/wiki/Architectu re of th e oil tanker
Ver 1.0 I July 2014 Page 10 of 35 Singapore Maritim e Academy

As the result of the break up of the tanker Erika and

subsequent pollution of the French coastline in 1999
IMO members decided to accelerate the phase out
of single hull tankers. As a result in April 2001 a
stricter time-table for the phasing out of single hull
tankers entered into force in September 2003. In
December 2003 a decision to further accelerate the
phase out dates of single hull tankers was agreed.
Pre - MARPOL tankers being phased out in 2005 and
MARPOL tankers and small tankers in 2010.
1.1.2.1 The International Legislations
The following international shipping legislations are in essence directly and indirectly govern to
ensuring the prevention of marine pollution:
SOLAS
MARPOL
STCW Convention and chapter V of the Convention
International safety Management {ISM) Code
f(~ :\~~~ !, < -~':'~iV;~F~~ ;- ; ~~~~~!:
:} -~~o:~~~:~:~~:
f . ..~.;'" ~~~'i ;~'"' ~~ --~~~ . ~-I! ...~?
-
' -
:~= --i ~'.';~. . -:;-:-... ~~~~~!:
':,J.};a __
Ver 1.0 I July 2014 Page 11of35 Singapore Maritime Academy

Module: Basic Tanker Training - Oil and Ch.emical Tankers Chapter 1
G Briefly explain the above international regulations.
Draw a plan and side view of a single hull and double hull tanker.
1.1.3 Crude oil Carriers, Product Tankers, and Combination carriers.
1.1.3.1 Crude Oil Carriers
(a) As the name implies, such vessels carry crude oil usually from oilfields to refineries
internationally.
(b) The return voyage after discharging is in ballast.
(c) The sizes of these ships are already been discussed above.
(d) Due to the nature/property of the cargo in general, such vessels are fitted with heating coils
for cargo heating to keep heavier grades of oil viscous and speed up cargo discharging.
(e) The vessel is fitted with crude oil washing equipment for tank cleaning and to reduce sludge
amount during the discharging operation .
(f) It is also fitted with inert gas system to prevent fire and explosion.
1.1.3.2 Product Tankers
(a) As the name implies, these vessels carry 'end product' and is usually readied for use.
(b) They are highly versatile ships that can carry a number of different types and grades of
cargo without the risk of contamination amongst one another.
(c) The cargo tanks are coated to protect against corrosion thus affecting the purity of the
cargo.
(d) There are two main types of cargo: white or 'clean'; and black or 'dirty. The former includes
light distillates such as petroleum, kerosene, naphtha, gas oil, etc; while the latter includes
fuel oils, crude and bitumen.
(e) Dirty product tankers require heating coils to increase the flow, similar concept to that of a
crude oil carrier.
(f) It generally concentrate on one type of cargo to minimize tank cleaning as the transition
from 'dirty' to 'clean' cargo involves extremely thorough and time -consuming procedures.

Module: Basic Tanker Training - Oil and Chemical tankers Chapter 1
1.1.3.2 Combination carriers
(a) These are ships intended for separate carriage of oil and dry cargoes in bulk. That means
. these carriers serve as dry bulk carrier on one hand, and oil tanker on the other hand,
depending on the demand of type of cargo carriage in the commercial sense.
(b) Additionally, these are ships intended for separate carriage of oil and ore in bulk as well.
Meaning, they are specifically designed to be able to carry both ore or oil. That means these
carriers serve as ore carrier on one hand, and oil tanker on the other hand, depending on
the demand of type of cargo carriage in the commercial sense. They are popularly referred
to as Oil/Ore {00) Carrier.
(c) The combination of the two above, is so-called OBO (Oil/Bulk/Ore) carrier.
(d) It should be appreciated that combination carriers are subject to demanding duties, which
mean that they must be built, loaded and operated with keen attention.
~/Explain 'demanding duties' above.
Crude Oil Carriers
Sources: http://www.stenateknik.com/Projects/Pages/Completed-projects.aspx; and http://ships-for-

sale.com/crude oil tanker vlcc.htm

Product Tankers
Sources: http ://world maritime news .com/arch ives/95859 /j-la u ritze n-sel ls-its-fleet-of-ten-product-tankers/ ;
http://www .s hipp ingherald .com/N EWS/Tankers/tabid/71/currentpage/72/Defau lt.aspx ; and
http ://wo rid maritime news. com/arch ives/973 93/gd-n assco-tci-b ui ld -u p-to-two-p rod u ct-tankers-for-sea bu Ik-
ta n ke rs/
Combination Carriers
. ..,,_ ..,,
. , .

Sources: http://en. w ikip edia .org/wi ki/Ore-bul k-oil carrier; and

http: //www . kgj s.no/ Producti o n / KGJSWebsite/KG J SWeb.n sf/lookupvacancies/KHOL-8WREM5?0~Document
1.2 Types of Chemical Tankers
1.2.1 The Important stages in the development of bulk chemical shipping are:
sea transport of chemicals started with the chemical industries rapid growth in the
years after World War II.
Smaller tankers specially designed and constructed for the carriage of "acids" - e.g .
sulphuric acid, were built during the early 19505, the cargo tanks of which were
made of special alloy steel, strengthened for cargo densities up to 2.0 kg/liter.
In order to carry chemicals of high purity and sensitive to contamination, coating
techniques were developed for cargo tanks of mild steel.
The first real chemical tanker specially designed for the carriage of liquid chemicals
in bulk was the Norwegian M/T Lind, delivered in 1960; this was the first tanker
equipped with stainless-steel cargo tan ks.
A modern chemical tanker has a large number of cargo tanks and is designed for
carriage of a wide variety of cargoes.
Ver 1.0 I July 2014 Page lS of 3S Singapore Maritime Academy

Module: Basic Tanker Training - Oil and Ch~mlcal Tankers Chapter 1
The cargo-tank section on these modern ships is normally divided into some
stainless steel tanks and some coated mild-steel tanks, each of which is normally
equipped with deepwell pumps and a separate piping system.
1.2.1 Chemical tankers are required to transport a wide range of different cargoes, and many
tankers are designed to carry a large number of segregated products simultaneously.
The operation of chemical tankers differs from any other bulk liquid transportation
operations, on a single voyage a large number of cargoes with different properties,
characteristics and inherent hazards may be carried.
1.2.2 Moreover, in port several products may be handled simultaneously at one berth,
typically including different operations such as discharge and loading as well as tank
cleaning. Even the less sophisticated chemical tankers are more complex to operate
than oil tankers.
1.2.3 Transportation of bulk chemicals by sea not only requires specialist ships and
equipment, but also specialist crew training, in both theoretical and practical aspect for
those involved, in order to understand the characteristics of the various chem icals and
be aware of the potential hazards involved in handling them. A particularly important
aspect of this requirement is the provision of a data sheet, or cargo information form,
giving details specific to a substance, which is required to be held on board whenever
that substance is carried by the ship.
1.2.4 A modem chemical tanker is primarily designed to carry some of the several hundred
hazardous products now covered by the IMO Bulk Chemical Codes {IBC Code). The
following general types of chemical carriers have developed since the trade began:
Sophisticated parcel chemical tankers
Product/ chemical tankers
Specialized chemical carriers
1.2.4.1 Sophisticated Parcel Chemical Tankers
Typically up to 40,000 tons deadweight with multiple

small cargo tanks - up to 54 - each with an individual
pump and a dedicated pipeline, to carry small parcels
of high grade chemicals that often pose a range of

Module: Basic Tanker Training- Oil and Chemical Tankers Chapter 1
hazards to personal health and the environment.

Such hazards include toxicity, corrosivity, flammability
and reactivity, while many cargoes are also classified
as marine pollutants. These ships have a significant
proportion of the cargo tanks made with stainless
steel, allowing maximum flexibility to carry cargoes
that need their quality safeguarded.
Deep well pump
1.2.4.2 Product I chemical tankers
These are of similar size to parcel tankers but

with fewer cargo tanks, mostly of coated steel
rather than stainless, and less sophisticated
pump and line arrangements. Such ships carry
the less difficult chemicals, and also trade
extensively with clean oil products, ie
benzene, xylene, toluene, methanol and
caustic soda solution, as well as a full range of
petroleum products.

1.2.4.3 Specialized chemical carriers
Small to medium sized ships, often on dedicated trades and usually carrying a single cargo such
as an acid, molten sulphur, molten phosphorus, methanol, fruit juice, palm oil and wine. Cargo
tanks are coated or stainless steel according to the trade.
1.2.5 Cargo Tanks Configuration
The marine environment is afforded three levels of protection against an uncontrolled release
of the cargo resulting from a, breach of the cargo tank, as specified in the bulk chemical code
(IBC Code}.
Type 1 It provides .the maximum level of protection possible when transporting

substances that pose the greatest environmental risk if an uncontrolled release
rom the vessel should occur. See below figure for the spacing requirements.
Type 2 It is required when transporting substances that pose a significant hazard to the
environment. The spacing requirements and the survivability requirements of the
vessel are less than those for type 1 containment.
Type 3 It affords a moderate level of protection . No special spacing requirements are
necessary and the survivability criteria in the event of vessel damage are not as
stringent as those above.
Ver 1.0 I July 2014 Pa ge 18 of 3S Singa pore M ariti me Acad emy

Module: Basic Tanker Training - Oil and ChemicalTankers Chapter 1
Type 1 tank configuration Type 2 tank configuration Type 3 tank configuration
Note: IBC Code requirements tor:

Ship Type 1 each tank capacity not more than 1250 m 3 ;
Ship Type 2 each tank capacity not more than 3000 m 3 ; ,- __ ,
Ship Type 3 each tank capacity not regulated.
1.3 Basic Knowledge of Ship Arrangements of an Oil Tanker and

Chemical Tankers
1.3.1 Basic Knowledge of Ship Arrangements of an Oil Tanker

For...&t"d
fue ! oi!
cf.e.?O taf'\ IC ~a i se<:l
f~r!at'd aft
gar>gv.11 y
/ AccoMmodatton
C:ar;io h!!a: i,.,,_
D0 1le<
: ar90
o'. oing
oa ll ast
:ar.k coritro 1
room
1.3.1.1 General tank arrangements

include:
cargo tanks
pump-rooms
segregated ballast tanks
slop tanks
cofferdams
peak tanks
Jl\::i.d .... 1..1;:.:bt 1.'CU..11.:.<: : )jl , I t~ \
lnlRlh NJ :ld
deep tanks
fk~ ! .JJ f, 1 !
1-:ir..=,it~:: 21i.ttl.},..:- ..... 11111t."1"!

":~U:: t\U ~l'
l"Jc\r :!~
lhn1t l!17':J..1! 1 1-. :b:d: ~:-n

Sl\ d(: ;.i. }.:>U Jt'J.' j 1"1 ....;.:.:. ~Ii!

1.3.1.2 Piping arrangements including:

internal piping in tanks and pump-
rooms
external piping (deck lines)
crossovers
by-passes
ring-main systems
direct piping systems
valves
venting system
0
.&.-r:1.nl.: \ !1hc l-na s;h;r \.ah.,~,.. cro5"' 01. er v.a.h. ,
D i r e c t I i n c s y s t e m
[~ i n n j\.1 a i n S y s 1 c m
u s i l l! 2 I i n c s
.... 1..1. ....
..... ..... ... .a. ,.... ...
I~ ~-
.... - ... .... ...
COrvo T4nk
r
A"
,
1:...
~ ------ -- - - - ---- --
. ....
...
A - A
- ....
~
A
...
-... -
- ..... ,
-
Ver 1.0 I July 20 14 Pa ge 21of35 Singapore Maritime Academy

1.3.2 Basic knowledge of Ships arrangements of a chemical tanker
1. Balanced rudder
with conventional
propeller
2. Auxiliary unit
3. Lifeboat in gravity
davits
4. Hydraulic prime
mover
5. Cargo control room
6. Tank heating I
tankwash room
7. Cofferdam, empty
space between two
tanks
8. Vent pipes with
pressure-vacuum
valves
9. Hydraulic high
pressure oil-and return
lines for anchor and
mooring gear,
10. Hose crane
11. Manifold
12. Wing tank in
double hull
13. Double bottom
tank
14. Tank-top
15. Longitudinal
vertically corrugated
bulkhead
16. Transverse
horizontally corrugated
bulkhead
17. Cargo pump
18. Catwalk
19. Railing

Module: Basic Tanker Training - Oil and Chemical Tankers Chapted
20. Deck longitud inal

21. Deck transverses
22. Cargo heater
23. Forecastle deck
with anchor-and
mooring gear
24. Bow thruster
25. Bulbous bow
1.4 Pumps and Eductors
1.4.1 The main cargo pumps fitted on tankers (ie crude and product tankers) are mainly of
the centrifugal type and they are usually found in the pumproom.
The pump needs to be fully primed in order to attain its full efficiency to discharge cargo at its
topmost rate. It loses its efficiency when it loses suction and air is being pocketed in the pump
casing.
1.4.2 Deep well or submersible pumps are usually found in each individual tanks aboard
chemical tankers.

Module: Basic Tanker Training - Oil and Ch~mical Tankers Chapter 1
1.4.3 Other pump types include the screw and piston pumps, which are used also in some
unloading systems.
5?.;rn 8.:::-,,::< t~
~j}V(.J -:~l(f
'rlf~~
.' ; . zv '" Aa
..,.-."
, \g.
'
' .
.
--...:-- .'
. '. '; .
.
.
.
' ' .
. .. . -
' '. ' .. . . . . .
..../
'
,.,
.. . ".':"~
'
rt;f1 r;r~..:;:.. tt 1 ..,r tt;!:"o(jl ,i)r{

::u:< ::.-:i ):nr~~:re
1.4.4 The piston pump or reciprocating pump, in particular, is used for the final stage of
unloading to strip the entire cargo system, ie main cargo pump, pipings in the pumproom,
cargo oil tanks and deck lines.
Ver 1.0 I July 20 14 Page 24 of 35 Singapo re M ariti me Acade my

Mod ule: Basic Tanker Training - Oil and Chemica l Tankers Chapter 1
:., i:efi!h~:t , _"'19-,

pt ~ -,;;; .t ~ '
1.4.5 At the cargo tank stripping stage, cargo is st ripped through the self-stripping system
designed on t he main cargo pump system or the educator system respectively as applicable.
l-
t 'i ;c_;.r,.;r n
:l:'1n; .. .1 hzr~u-.c.
'ii1'.\:'-
l
!
r 1 '.]
; 1rt:p rr~
ii:;t-.T -
:S.r i' (~ ;~
Sf?Y X.:t
n:
[1.:r..
._,. --~ -
"b'f..'J-
Ver 1.0 I July 2014 Pa ge 25 of 35 Singa po re Maritime Academy

1.4.6 Cargo eductors enhance stripping process. They do not have moving parts and simple
establish a venture effect by their design and the flow of fluid through them. They are usually
located at the lower level of the cargo pump room.
'il'IHUR1 OIFl'utr.11
I
OISC:HilRGE
~c;otmecnorl
rt::Jll'i E
IHLE"T ~
1.4. 7 General Unloading system
Schematic diagram - typical ow ~~?..:

0 :~- 0\Cl'
cargo I ballast pumping system
ic(o1 .: ~ C!:fr.<esf
VJ ll~!!! (
------- LrnC!
- - - - - t.::'.'.>
ChJ'fl"1!i 1...~:-:l!'ci .
.
y - n

o.u:ict

1/:iilo':'
SH~::i~ ~ll'J :T'I
r::1 lL<::a:'X'
_C !J
l l! !l~
; 11
~J .. L~_j -r
!
L1
9-.
CJ
~ S?
i\ ?\ .
.
... i f'~ (
-' / '1~
l ; f - ..I. - .
'
~
1
... c i :~ <' .>
ot::..' dtr
i' ' r ~
lfi,:fJ'~ l'rq
\!'""'
"' ~\-;JI
~
~
I
".j
'i '
'} f
l r~

\ '..!!"""' - Ur."':
:1
1-
11
'! ~Ji 1 !
----i
I r
I . I
..
f) ( :
! ~j ~
~ ,8... ! ;i,
~>-tJ
l
(~ ,. ~ . )~
~
\.~ I ', j \__j .~ >-t_.1 \__)
o ; :-
'""
,,,,,,

( )lg~ Cl'~ (j ~-~' ;,j
"'""
C:r~~~~c=>
""'"
-
rir-o
:"!;.T o/
~p
fill~~~~~ C::>
For this sub-chapter, students are to take down notes during lecture basis the above diagram.

Module: Basic Tanker Training - Oil and Chemical Tanke.rs Chapter 1
1.4.8 General Safe Handling of a Cargo Pump
1.4.8.1 Cargo pumps maintenance is usually under the purview of the marine engineers.
Nevertheless, the users are the deck officers who will work together with the marine engineer
officers for the proper and safe handling of the pumps.
1.4.8.2 Before the pumps are being put into use, sufficient notice shall be given to the engine
room to prepare the pumps. This is more so significant for pumps which are run by steam.
1.4.8.3 The cargo pumps user and operational manuals shall be consulted upon especially for
new joining deck and engineer officers.
GDiscuss the precautions when handling the cargo. pumps.
1.5 Cargo Heating System
Heating coils are installed in all cargo and slop tanks. The heating system is capable of raising
the temperature in the cargo oil tanks from 44C to 66C in 96 hours during voyage with
ambient air temperature of 2C and sea temperature of SC and of raising the oily water
8
temperature in the slop tank from 44C to 66C in 24 hours at the same condi.t ions as above.
8
http ://seagoing.narod.ru / htm l/ca_!:goeg u.html
Module: Basic Tanker Training-Oil and Chemical Tankers Chapter 1
Bwhat is the purpose cargo heating and at what circumstances do you need to heat it?
1.6 Inert Gas System {IGS)
9
1.6.1 Inert gas (IG) is a gas or a mixture of gases containing insufficient oxygen to support the
combustion of hydrocarbons. IG is used to prevent explosions and fires occurring onboard
ships carrying crude oil, hydrocarbon gases or refined oil products.
1.6.2 Three types of IGS are:

Flue gas system (for steamships)
Oil-fired IG generators (found aboard motorships and barges)
Nitrogen systems (used aboard parceltankers)
1.6.3 Regardless of the type of IGS installed on the vessel, it should be capable of supplying a
gas or a mixture of gases with oxygen content of 5% or less by volume.
1.6.4 The IGS shall maintains a positive deck pressure at all times to prevent the ingress of air
that could potentially compromise the inert status of the cargo tank.
1.6.5 In general The main components in a typical IGS are: Scrubber Unit, Inert Gas Blowers,
Deck Water Seal, Pressure/Vacuum Breaker, Valves, Control and Monitoring System.
l r ..... h .\1r ln!..i:

c:JJ
9
See Manual of Oil Tanker Operations, pSl for flue gas and inert gas composition .
Ver 1.0 /July 2014 Page 28 of 35 Singapore Maritime Academy
fj Basis the above diagram, briefly explain the entire IGS process.
I What do you call the above graphical diagram?
Ver 1.0 I Ju ly 2014 Page 29 of 35 Singapore Maritime Academy

Module: Basic Tanker Training- Oil and Chemical Tankers . Chapter 1
1. 7 Cargo Measurement System
1.7.1 Gauging system aboard chemical carriers
1.7.1.1 The accuracy required of chemical carrier level gauges is high because of the nat ure and
value of the cargo.
1.7.1.2 To limit personnel exposure to chemicals or their vapours while cargo is being handled,
or during carriage at sea, the IBC Code specifies three methods of gauging the level of a liquid in
a tank - open, restricted or closed - according to the health hazard of the product.
1.7.1.3 Many chemical cargoes may not be gauged by manual dipping because to do so requires
an opening to the atmosphere during operation. The use of complete ly closed gauging systems
is necessary, so that no vapour is emitted.
G Basis 1.7.1.3 above, does that mean non-chemical carriers are free to use any gauging
system? Discuss.
1.7.2 "Open'', "Restricted" or "Closed" Gauging
1.7.2.1 Open device - which makes use of an opening in the tanks and may expose the gauger
to the cargo or its vapour. An example of this is the ullage opening.
1.7.2.2 Restricted device - which penetrates the tank and which, when in use, permits a small
quantity of cargo vapour or liqu id to be exposed to the atmosphere. When not in use, the
device is completely closed . The design shall ensure that no dangerous escape of tank contents
(liquid or spray) can take place in opening the device.
1.7.2.3 Closed device - which penetrates the tank, but which is part of a closed system and
keeps tank contents from being released. Examples are the float-type systems, electronic
probe, magnetic probe and protected sight-glass. Alternatively, an indirect device which does
not penetrate the tank shell and which is independent of the tank may be used. Examples are
weighing of cargo, pipe flowmeter. Radar systems have a high degree of accuracy and can be
integrated with pressure and temperature sensors. The readings can have real time input to a
vessel's load ing comp uter.
Ver 1.0 I Ju ly 2014 Pa ge 30 of 35 Singapo re Mariti me Aca demy

Open gauging Closed gaugjng
U/Jage port ---

.Sounding Radar gauge
pipe I .
( :
I
I .
I
I
I '
-

Module : Basic Tanker Training - Oil and Chemical Tankers Chapter 1
Diagrams of various gauging methods:
Ver 1.0 I July 2014 Page 32 of 35 Si ngapo re Maritime Academy

Module: Basic Tanker Training - -Oil and Chemical Tankers Chapter 1
Portable measurement unit
Cargo tank Deck mountedbiJ/J. valve
VapolP'
1ape gauge system

~u~n-- IG r;mm~ .
ii;n;c.r (option:
I
I
I
QJ]J Zon<:s with I
reduced I
accuracy I
I
I
I
I
= - ~toin l8S5 5\tt>i I
con-: 11 ~len na I
... I
I
I
I
I
I
I
I
I
I
ro:iar
I bc.:irn
Crms sertion of a can~
M1fonr1a
Typkil l radar ullage gauge
Source: http://www.chem ica lta n kergu ide. com/control-instruments-liquid-level-gauges. htm I

Module': Basic Tanker Training - Oil and Chemical Tankers Chapter 1 '
23ibflogra_pfiy
A Century of Tankers, The Tanker Story, John Newton, INTERTANKO (2002)
5
Manual of Oil Tanker Operations, 1 t edn, Dr Raymond Solly, Capt Quentin Cox & John Onslow,
Brown, Son & Ferguson (2011)
Tanker Operations, A Handbook for the Person-in-Charge (PIC}, 5th edn, Mark E. Huber, Cornell
Maritime Press (2010)
The Tankship Tromedy, The Impending Disasters in Tankers, 2nd Edn, Jack Devanney
Various internet resources

Chapter 2
PHYSICAL AND CHEMICAL PROPERTIES OF OIL AND CHEMICALS
OBJECTIVES
At the end of this chapter, the students should be able to

Read and understand the necessary data given in MSDS, ICS Guide or other Cargo Data
Sheets.
Demonstrate basic knowledge and understanding of Physical properties of Oil and
Chemicals with regard to
(a} pressure and temperature; vapour Pressure I temperature Relationship
(b} electrostatic charge generation
(c} chemical symbols

2.0 Physical and Chemical Properties of Oil and Chemicals
2.0.1 Cargo Characteristics
Numerous potential hazards are associated with the seagoing transport of bulk liquid cargoes.
To minimize those risks it is imperative for the person-in-charge (Pie) to have a keen
understanding of the physical properties of the cargo be ing transported . Experience has shown
that a thorough working knowledge of the cargo is vital to intelligent decision-making with
respect to safe carriage as well as to efforts to maintain quality assurance. Improper transfer
procedures, stowage, and care of the cargo have all factored into incidents that resulted in
1
harm to personnel and damage to vessel, cargo, and the environment.
2.0.2 Bulk Liquid Cargoes
Tank vessels transport a wide variety of liquids in bulk (unpackaged). These fall under three
2
broad classifications: petroleum liquids, chemical liquids, and special liquids.
Petroleum Liquids
They consist of naturally occurring crude oil and the various products derived (refined) from
this raw material, including the following:
Gasoline Kerosene Residual fuel oil

Fuel oil Jet fuel Asphalt
Diesel Lubricants Coke
Chemical Liquids
They are any substance used in, or obtained by, a chem ical process. There are literally hundreds
of different chemicals transported by tank vessels. These substances are derived from many
sources and have diverse characteristics. They may be categorized as organic or inorganic
chemicals. For example:
Organic Chemicals Inorganic Chemicals

Aromatic hydrocarbons Boric acid
Vinyl chloride Sulphuric acid
Acetone Phosphoric acid
Acetic acid Caustic soda
Styrene monomer Hydrochloric acid
Acrylonitrile Molten sulphur
1
Ch 2, TANKER OPERATIONS a Handbook for the Person -in-Charge {PIC}, 5th edn, Mark E Hub er, Cornell Maritime
Press {2010) .
2
The word petroleum is derived fro m the Latin words for 11 rock 11 (petra) and 11 oil 11 (oleum) . (Source: Organic
Ch emistry, 8th edn, Francis AC, Robert M G, McGraw Hill {2011).
Ver 1.0 I July 2014 Page 2 of 34 Singa pore Ma ritim e Acade my

Special liquids
They are liquid substances other than the other two above. For example:
Animal/Vegetable Oils Miscellaneous Liquids
2.0.3 Hydrocarbons
Most crude oils, and the petroleum products derived from them are made up of compounds of
hydrogen and carbon, known as hydrocarbons.
2.1 Basic Physics
2.1.0 The basic physics of oil and chemicals, ie the type and probable concentrations of
hazardous or toxic components in the cargo {or bunker), can be found largely in the material
3
safety data sheets {MSDS) and cargo data sheets/cargo handling sheets of the cargo in
question.
2.1.0.1 MSDS
An MSDS is a document that identifies a substance and all its constituents. It provides the
recipient with all necessary information to manage the substance safely. The format and
content of an MSDS for MARPOL Annex I cargoes and Marine Fuel Oils are prescribed in IMO
Resolution MSC. 150{77}, which was later reviewed and submitted by the US through IMO BLG
13/10 in 2008 .

~ss'1g\\rt\~i\l
Look for a copy of the above two IMO documents and identify the revisions to the
MSDS format.
2.1.0.2 Important:
It is the responsibility of the cargo supplier to provide the relevant MSDS to a tanker before it
commences loading an oil cargo or bunker fuel. On the other hand, it is the ship's responsibility
to provide the receiver with an MSDS for the cargo to be discharged.
Shell Marine Ca rgo Handling Sheet is accessible through: h tt1d/www . s h e ll.co m/chi= mica L~LJ:i roducts.=
3
se rvices/ cus t omer-ce nt re/m ari n e-~o -h and Ii n g-sh eets. ht m l#textw ith i m agLl
V e r 1.0 / July 2014 Page 3 of 3 4 Singapore Maritime Academy

I ' .
Provision of an MSDS does not guarantee that all of the hazardous or toxic components of the
particular cargo or bunkers being loaded have been identified or documented. Absence of an
MSDS should not be taken to indicate the absence of hazardous or toxic components.
Operators should have procedures in place to determine whether any toxic components are
present in cargoes that they anticipate may contain them. 4
2.1.0.3 Properties
The physical and chemical properties of a cargo are available in section 9 of an MSDS. The
properties are: 5
(a} Appearance (physical state, colour etc};
(b} Odour;
(c} Odour threshold;
(d} pH;
(e} Melting point/freezing point; 6
(f} Initial boiling point and boiling range;
(g} Flash point;
(h} Evaporation rate;
(i} Flammability (solid, gas};
(j} Upper/lower flammability or explosive limits;
(k} Vapour pressure;
(I} Vapour density;
(m} Relative density;
(n} Solubility(ies};
(o} Partition coefficient: n-octanol/water;
(p} Auto-ignition tern perature;
(q} Decomposition temperature;
(r} Viscosity.
G vou will be given an MSDS. Use that MSDS and list down the elements contained in the
aforesaid physical and chemical properties for the cargo in question.
2.1.1 Terminology
Airlock An air lock is gas trapped in a high point of a liquid-filled pipe system. The
gas, being lighter than the liquid, rises to the highest point and rest ricts the
4
/SGOTT Ch 2.3.4.
5
Extracted from Globally Harmonized System of Classification and Labelling of Chemicals {GHS), United Nations
{2013 edition, as revised), Chapter 1.5.
6
The US review through BLG 13/10 recommended to include Pour Point (deg C) in lieu of Melting Point/Freezing
Point. However, such recommendation was not reflected in Globally Harmon ized System of Classification and
Labelling of Ch emicals (GHS), United Nations (2013 edition, as revised), Ch apter 1.5.
Ver 1.0 /Ju ly 2014 Page 4 of 34 Singapore Maritime Acad emy

occupation of liquid in that particular space.
Anaesthesia A total loss of feeling and consciousness, or the loss of power or feeling
over a limited area of skin.
Anaesthetics Chemicals which produce anaesthesia.
Anti-static It is a compound used for treatment of materials or their surfaces in order

additive to reduce or eliminate buildup of static electricity generally caused by
contact with another different material through friction.
For oil tanker safety, it is added to a petroleum product to raise its electrical
conductivity to a safe level above 50 picoSiemens/metre (pS/m) to prevent
accumulation of static electricity. In the petrochemical industry, 50 pS/m is
the recommended minimum value of electrical conductivity for adequate
removal of charge from a fluid.
Auto ignition Ignition or Auto ignition point is not the same as Flash point. This is the
minimum temperature required to ignite a gas or vapour in air without a
spark or flame being present.
This important factor must be considered with the less volatile petroleum
products such as bunker fuel oil or heavy diesel, which can sometimes be in
contact with a heated surface.
& .
.
It is also importa nt to ensure that waste material is never
heated to its ignition point temperature .
Auto ignition It is the lowest temperature at which combustion will occur in a liquid
temperature without external ignition source such as spark or flame.
Boil-off Vapour produced above a cargo liquid surface due to evaporation, caused
by heat ingress or a drop in pressure.
Combustible Combustible means 'able to burn'.
Corrosive A corrosive substance is one that will destroy and damage other substances
with which it comes into contact.
Corrosivity The quality of being corrosive.
Crude Oil The basic raw mineral that is pumped from the earth. There are many
different grades of crude oil, each containing various vapours, liquids and
solids. This crude will be processed at a refinery into many petroleum
products, including gasoline, diesel, and asphalt and jet fuel.
Ver 1.0 I July 2014 Page 5 o f 34 Singapore Maritime Academy

Earthing The electrical connection of equipment to the main body of the 'earth' to
ensure that it is at earth potential. On board. ship, the connection is made
to the main metallic structure of the ship, which is at earth potential
because ofthe conductivity ofthe sea. It is also referred to as 'Grounding'.
Explosion-proof Electrical equipment is defined and certified as explosion-proof when it is

enclosed in a case that is capable of withstanding the explosion within it of
a hydrocarbon gas/air mixture or other specified flammable gas mixture. It
must also prevent the ignition of such a mixture outside the case either by
spark or flame from the internal explosion or as a result of the temperature
rise of the case following the internal explosion. The equipment must
operate at such an external temperature that a surrounding flammable
atmosphere will not be ignited.
Evaporation All liquids can change, or be changed, into vapour. This is called
evaporation. It is usual to refer to such vapours as gases.
It is the petroleum vapour that burns, not the liquid. The
more easily a combustible liquid evaporates, the easier it
may be ignited. DANG.ER in~reases according to how readily
a product evaporates into air.
Expansion Most substances expand when heated. Evaporation causes rapid expansion.
If the expansion is contained, inside a tank for example,

then pressure may increase still further. Because of this,
there are valves on the tanks to release the pressure.
Failure to carry out this release, while sailing a petroleum
Cargo through tropical waters, will have quite an effect!
Flammable limit If a mixture contains either too little or too much petroleum vapours it will
not be able to burn. This means it will be outside the 'flammable limit'.
Flammable range To be a flammable mixture, most petroleum vapours must be at a level of

between 1% and 10% of the total volume in air.
Note:
Flammable limits and flammable range are sometimes referred to as the
explosive limits and explosive range. Flammable is generally the more
accurate and preferred word.
Flame screen A portable or fitted device incorporating one or more corrosion resistant
wire-woven fabrics of very small mesh, which is used for preventing sparks
from entering a tank or vent opening or, for a short time, preventing the
passage of flame. (Not to be confused with 'Flame arrester'.)

.tn:=,
"
: ! ,./ ,
.LC/
.
Flammable It means something that can be made to catch fire, which means it is also
'able to burn'. Inflammable is an older way .of saying 'flammable' and it has
the same meaning.
Flammable range To be a flammable mixture, most petroleum vapours must be at a level of

between 1% and 10% of the total volume in air.
This is quite a narrow band and it is known as the

'flammable range'.
Note:
Flammable limits and flammable range are sometimes referred to as the
explosive limits and explosive range. Flammable is generally the more
accurate and preferred word.
Flammable Limits If a mixture contains either too little or too much petroleum vapours it will
not be able to burn. This means it will be outside the 'flammable limit'.
Flashpoint The flash point is the lowest temperature, which a liquid will evaporate
sufficiently to form a combustible concentration of gas.
The flash point is an indication of how easily a product may burn. Some
products evaporate very rapidly. They produce plenty of gas at normal
atmospheric pressures and temperatures. They have low flash points.
Most gasoline is an obvious example. Vapour is nearly always present. A hot
enough spark can set it on fire. We use the word "ignite" to mean "set on
fire".
&
This means that an open flame is not always necessary to
.
ignite the gas. A hot surface like a heating element or
. warm machine, will ignite a product once it passes its
auto ignite point.
Gas free A tank, compartment or container is gas free when sufficient fresh air has
been introduced into it to lower the level of any flammable, toxic or inert

Module: Basic Tanker Tra ining - Oil and Chem ical Tankers Chapter 2
gas to that required for a specific purpose, e.g. Hot Work, entry etc.
Gas free A certificate issued by an authorised Responsible Person confirming that, at

certificate the time of testing, a tank, compartment or container was gas free for a
specific purpose.
Hot work Work involving sources of ignition or temperatures sufficiently high to

cause the ignition of a flammab le gas mixture. This includes any work
requiring the use of welding, burning or soldering equipment, blow torches,
some power driven tools, portable electrical equipment which is not
intrinsically safe or contained within an approved explosion-proof housing,
and internal combustion engines.
Inert condition A condition in which the oxygen content throughout the atmosphere of a
tank has been reduced to 8 per cent or less by volume by the addition of
inert gas.
Inhibitor A substance used to prevent or retard cargo deterioration or a potentially

hazardous chemical self-reaction, eg polymerization.
Liquid density DENSITY is a physical property of matter, as each element and compound
has a unique density associated with it. Density defined in a qualitative
manner as the measure of the relative "heaviness" of objects with a
constant volume, ie Weight/Volume. For liquids the density may also vary
with the temperature. This explains why temperature is taken into account
for cargo oil calculation.
Lower Flammable The concentration of a hydrocarbon gas in air below which there is
Limit {LFL} insufficient hydroca rbon to support and propagate combustion. Sometimes
referred to as Lower Explosive Limit (LEL) .
Petroleum A general term used for crude oil and the products that are refined from it.
Petroleum gas A gas evolved from petroleum. The main constituents of petroleum gases
are hydrocarbons, but they may also contain other substances, such as
hydrogen sulphide or lead alkyls, as minor constituents.
Pour point The lowest temperature at which petroleum oil will remain fluid.
Polymerisation The phenomenon whereby the molecules of a part icular compound link
together into a larger unit conta ining anything from two to many thousands
of molecules, the new unit being called a polymer. A compo und may
thereby change from a free flowin g liquid into a viscous one or even a solid.
Ver 1.0 I July 2014 Page 8 of 34 Si ngapo re Ma rit ime Academy

A great deal of heat may be evolved when this occurs. Polymerisation may
occur spontaneously with no outside influence, or it may occur if the
compound is heated, or if a catalyst or impurity is added. Polymerisation
may, under some circumstances, be dangerous but may be delayed or
controlled by the addition of inhibitors.
Pressure surge A sudden increase in the pressure of the liquid in a pipeline brought about
by an abrupt change in flow rate.
Purging The introduction of inert gas into a tank already in the inert condition with
the object of further reducing the existing oxygen content and/or reducing
the existing hydrocarbon gas content to a level below which combustion
cannot be supported if air is subsequently introduced into the tank.
Spontaneous The ignition of material brought about by a heat producing (exothermic)

combustion chemical reaction within the material itself without exposure to an external
source of ignition.
States of One of the three or more fundamental forms, conditions, or states of

aggregation matter that are commonly considered to include the solid, liquid, and
gaseous forms and often others.
Every material can be in every state of aggregation and the state of
aggregation depends on the material's temperature. For example water is a
material, which you know in every state. Water in a solid state you can find
in winter-times outside, when it is snowing. Water in a liquid state you are
drinking and water in a gaseous state you find in the sky, when it is cloudy.
So there is one material (in this case: water), in three different states. The
state of water depends on special temperatures. Water changes it state
from liquid to solid, by 0 degrees or lower. To change the state of water
from liquid to gaseous you have to heat it up to 100 degrees or more.
Static electricity The electricity produced by movement between dissimilar materials

through physical contact and separation.

Threshold Limit Airborne concentrations of substances under which it is believed that nearly
Value {TLV} all workers may be exposed day after day with no adverse effect. TLVs are
advisory exposure guidelines, not legal standards, and are based on
industrial experience and studies.
There are three different types of Tl Vs:

Time Weighted Average (TLV-TWA} - The airborne concentration of
a toxic substance averaged over an 8 hour period, usually expressed
in parts per million (ppm).
Short Term Exposure Limit (TLV-STEL} - The airborne concentration
of a toxic substance averaged over any 15 minute period, usually
expressed in parts per million (ppm).
Ceiling (TLV-C) - The concentration that should not be exceeded
during any part of the working exposure.
Toxic vapour Vapour that is poisonous to humans or animals.
Toxicity The degree to which a substance or mixture of substances can harm

humans or animals.
'Acute toxicity' involves harmful effects to an organism through a single

short term exposure.
'Chronic toxicity' is the ability of a substance or mixture of substances to

cause harmful effects over an extended period, usually upon repeated or
continuous exposure, sometimes lasting for the entire life of the exposed
organism.
Upper Flammable The concentration of a hydrocarbon gas in air . above which there is
Limit {UFL} insufficient oxygen to support and propagate combustion. Sometimes
referred to as Upper Explosive Limit (UEL}.
Vapour density The relative weight of the vapour compared with the weight of an equal
volume of air at standard conditions of temperature and pressure. Thus,
vapour density of 2.9 means that the vapour is 2.9 times heavier than an
equal volume of air, under the same physical conditions.
Vapour pressure The vapour pressure of a liquid is the absolute pressure exerted by a vapour
that is in equilibrium with its liquid. The value of the vapour pressure
indicates the tendency of a material to change into a gaseous or vapour
state. The vapour pressure increases when the temperature of a liquid
increases. If the temperature of a liquid increases until vapour pressure
reaches atmospheric pressure, the liquid will begin to boil.

Viscosity The property of a liquid which determines its resistance to flow.
Volatile Liquids that evaporate readily are known as volatile liquids. Any petroleum
with a flash point of 60 C (140 F) or lower is known as volatile petroleum.
Light crude oils and clean white petroleum products would be examples of
this.
Volatility In a fire involving a flammable liquid, the vapour that is given off by the
liquid burns, not the liquid itself. Therefore, the flammability of a liquid
cargo will depend primarily on the ability of the liquid to produce
flammable vapour. Volatility is the tendency of oils or chemical products to
produce flammable vapour.
7
2.1.2 Relationships between temperature and pressure
2.1.2.1 Overview
(a) Temperature and pressure are directly proportional to each other. This means that as
the temperature decreases, the pressure also decreases, and as the temperature increases, the
pressure increases.
(b) One way to think of this is if you increase the speed of the molecules - by increasing
their temperature - the force of the molecules hitting their container increases and this
increases the pressure. This relationship is called Gay-Lussac's Law and makes up part of the
ideal gas law.
2.1.2.2 Theory
(a) When the speed of a gas's molecules increases, the gas molecules hit their container
more often.
(b) The more frequently the gas impacts the container walls, the higher the pressure.
(c) So, as temperature increases, the pressure also increases. If the gas cools, the impacts
are less frequent and the pressure decreases. This relationship can be described using
mathematics as well. Mathematically, Guy-Lussa c' s Law states that P/T=k, where k is any
constant .
7
. How are temperature and pressure related? (httJJ://littleshof2_JJ_h_y2!._cs.colostate .edu )
Ver 1.0 /July 2014 Page 11of34 Singapore Marit ime Academy
Illustration - Racecar tyres
This relationship explains why racecar tires are not

filled with as much air as normal tires. At the high
speeds of racecars, the air inside the tires heats up,
causing the pressure to increase. Tires with too high
a pressure have less contact with the road and are
more easily damaged. So, the cold tire pressure for
a racecar is lower than a normal car. As air sinks, it
encounters higher pressures and the temperature
increases.
This characteristic of gases leads to the definition of potential temperature. Th.e potential
temperature is the temperature a parcel of air would have if it were moved to 100,000 Pa,
although this definition does not require volume to be held constant.

. Module: Basic Tanker Training - Oi l and Chemical Tankers Chapter 2
2.2 Basic Chemistry, Chemical Elements and Groups
2.2.1 (a) chemical symbols and structures
Examples:
F1 gu1P ~-//. l1'/11 s1r,:1im11~i a ,\folrculc (11 /J)
Cl --- ..
Cll .
2.2.1 (b) A hydrocarbon molecule, chemical elements of acids and bases 8
Compound Space-
St:ructu ra I Ball-and-
(molecular filling
form uta) formula s:tick model model
Eth ylene H , ,
H
;<'
(Et hen e) .r.

C=C ~.
C2H4 H H
H
f
Ben zene H _c -:! C-c.--H
l ll
C 6 H6 H .... c-~ <f'' c . . H
H
http://www2.estrell am o un tai n. e d u/fac ul 1:ylf~.I.]:iee/ bi_Q];iJsfj:J i.Qp o o k~hem2 . h!_rr1.! on 8 April

8
Diagrams reference:
2014.
Ver LO I July 2014 Page 13 of 34 Singapore Maritime Academy

Module: Basic Tanker Training - Oil and Chem ical Tankers Chapter 2
0 H ()
Carboxyl
- COOH
Carboxylic
acids
R-C
//
\
l
H-C-C
I
//
\
H OH _i.,
OH Acetkacid
H H
H j I
-
I H-C-N
I \
Amino Amines R-N H H
-NH2 \
H Methyl amine
2.2.2 Chemical reactions
Chemical changes are a result of chemical reactions. All chemical reactions involve a change in
substances and a change in energy. Both matter and energy are conserved, which means that
neither matter nor energy is created or destroyed in a chemical reaction - only changed. There
are so many chemical reactions, which can be classified into four general types: 9
I. Synthesis Reaction
Two or more simple substances combine to form a more comp lex substance. For example,
simple hydrogen gas combined with simple oxygen gas can produce a more complex substance
-WATER!
The general chemical equation for a synthesis reaction looks like: reactant+ reactant-> product
2H2 + 02 -> 2H20
II. Decomposition Reaction

A more complex substance breaks down into its more simple parts. One reactant yields 2 or
more products. Basically, synthesis and decomposition reactions are opposites. For example,
water can be broken down into hydrogen gas and oxygen gas. The chemical equation for this
reaction looks like: reactant-> product+ product
2H20 -> 2H 2 + 0 2
Ill. Single Replacement Reaction

10
A single uncombined element replaces another in a compound. Two reactants yield two
products. For example, zinc combines with hydrochloric acid, the zinc replaces hydrogen. The
chemical equation for this reaction looks like: Zn+ 2HCI -> ZnCI + H2
Reactant+ reactant-> product+ product
9
Reference: http ://www .docstoc.com/docs/ 12466997 5/ TYP ES-OF-CH EMICAL-REACTIONS-"- DOC on 8 Ap ril 2014 .
10
A compound is a ch emical su bst an ce ma de up of two or more el em ents bond ed t ogether and not sepa rable by
physica l m ea ns.
Ve r 1.0 I July 20 14 Page 14 of 34 Singa pore Mariti me Acad em y

IV. Double Replacement Reaction

Parts of two compounds switch places to form two new compounds. Two reactants yield two
products. For example, when silver nitrate combines with sodium chl oride, two new
compounds - silver chloride and sodium nitrate are formed because the sodium and silver
switched places. The chemical equation for this double replacement reaction looks like:
AgN0 3 + NaCl-> AgCI + NaN03
Reactant+ reactant-> product+ product
Note:
Chemical elements are tabulated in the periodic table, organized on the basis of their atomic
numbers, electron configurations {electron shell model), and recurring chemica l. properties.
Elements are presented in order of increasing atomic number {the number of protons in the
nucleus). The standard form of the table consists of a grid of elements laid out in 18 columns
and 7 rows, with a double row of elements below that. The table can also be deconstructed into
four rectangular blocks: the s-block to the left, the p-block to the right, the d-block in the
middle, and the f-block below that. See example below:
1
Periodic Table of the Elements
18
IA VlllA
2
3 4 5 6 7 8 9 10 11 12
3 3
HIV IVB VB VIB vus-- VII IB llB
21 22 23 24 25 26 27 28 29 30
4 Sc Ti v Cr Mn Fe Co Ni Cu Zn 4
39 40 41 42 43 44 45 46 47 48
y Zr Nb Mo Tc Ru Rh Pd Ag Cd 5
'57-71 72 73 74 75 76 77 7S 79 80
6 Hf Ta w Re Os Ir Pt Au Hg 6
BB-103 104 105 106 107 108 109 110 111
Rf Db Sg Bh Hs Mt Os Rg
57 58 59 50 61 82 63 ~ 65 &6 S7 88 69 70 71
6 La Ce Pr Nd Pm Sm Eu Gd Tb Dy Ho Er Tm Yb Lu 6
69 90 91 92 93 94 95 96 97 98 99 100 101 102 103
7 Ac u
Th Pa Np Pu Am Cm Bk Cf Es Fm Md No Lr 7
Q Atkali Metals ~ Alkali Earth Metals 0 Transition Metals D Other Metals ~ Metalloids
CJ Other Non Metals CJ Halogens [!] Noble Gases 0 Lantlianides &Actinides

2.2.3 The hydrocarbon structure
2.2.3.1 Most crude oils, and the petroleum products derived from them are made up of
compounds of hydrogen and carbon, known as hydrocarbons. Hydrocarbon is more often
referred to in chemistry as HC. Example of HC:
Methane - CH4 H
I
H-C-H
I
H
H H
I I
H-C-C- H
88
2.2.3.2 The danger of fire and explosions together with toxicity, when transporting oil products,
comes from the vapours and gases, which the oil gives off. The essential message is that
petroleum is made up of several different hydrocarbon molecules with molecular weights (or .
molecular masses) ranging from light to heavy.
2.2.3.3 Although the structure consists of hydrogen atoms linking into carbon atoms, for
simplicity it is only necessary to mention carbon atoms at this basic level to present a picture of
a whole range of petroleum molecules, with the lightest molecules (such as methane, propane
and butane, which are gaseous at atmospheric pressure) containing only small numbers of
carbon atoms, with of course, an appropriate number of linked hydrogen atoms. As more
carbon atoms (with an appropriate number of linked hydrogen atoms) are used to form the
petroleum molecule, the molecule will become heavier and have a higher boiling temperature
at atmospheric pressure.
H H H
I I I
H-C-C-C-H
I I I
H H H
H H H H
I I I I
H-C-C-C-C-H
I I I l
H H H H
2.2.3.4 As it leaves the well bore, the petroleum will comprise a who le range of molecules from
light to heavy. The lightest molecules, methane, are stripped off at the well head together with
any earthy Solids; the remaining petroleum is the CRUDE OIL. The process of refining the crude
Ver 1.0 I Ju ly 2014 Page 16 of 34 Singapore M aritim e Academ y

oil will produce a number of FRACTIONS. Each fraction will consist of a range of petroleum
molecules, which at atmospheric pressure and temperature will be gaseous, liquid or solid.
2.2.3.5 Types of HC
1. Paraffins {Alkanes)
They are good fuel, because they burn in a plentiful supply of oxygen to produce carbon
dioxide and water.
2. Cycle-Paraffins {Cyclo-alcanes)
The atoms making up the rings are all carbon atoms. If the rings are made up entirely of
saturated carbon atoms, the compounds are called cycloalkanes; if they contain one or
more double bonds they are described as cycloalkenes.
3. Olefins {Alkenes)
It is alkenes, which contain 2 fewer H atoms than the corresponding alkanes. Since not
all of the valences of the carbon atoms are taken up by H atoms, they are described as
unsaturated HCs. 11
4. Acetylenes (Alkynes)
This gas is usually used aboard ship for hot work purpose, along with oxygen, in gas
welding and gas cutting of metals.
5. Aromatic hydrocarbons
Benzene is one of the examples of aromatic hydrocarbons. It is a colourless liquid with a
12
sweet odour. It is a very toxic substance, which can be found in crude oils and in high
concentration products such as motor gasoline and other 'white oils'. Breathing very
high levels of it can result in death, while high level can cause drowsiness, dizziness,
13
rapid heart rate, headaches, tremors, confusion and unconsciousness. 14 When
exposed to it long term, it can has effect on bone marrow and can cause anaemia and
15
cancer. You might encounter it when working on deck, or in enclosed spaces of a ship
16
that is carrying, or has a residue of, gasoline.
11
P.59, Handbook of Organic Chemistry, Prof. em. Dr Wolfgang Walter, Prentice Hall (1996).
12
P. 17, OIL TANKERS A Pocket Safety Guide, Witherbys Publishing & Seamanship International (2006).
13
A sudden feel ing of fear or excitement.
14
Supra.
15
Supra.
16
Supra.
Ver 1.0 /July 2014 Page 17 of 34 Singapore Maritime Acade my

Module: Basic Tanker Training - Oil arid Chemical Tankers Chapter 2
2.2.4 The Chemistry of Mineral Oil (Petroleum)
This oil industry is responsible for extracting mineral oil together with natural gas from its .
natural sources, and obtaining from it petrol, diesel oil, heating oil, lubricants, paraffin and
bitumen. 17
2.2.4.1 Mineral Oil .

This is derived largely from the bacterial decomposition of organic material, which is of
maritime origin .18 Its economic importance is due to the very many products, which can be
obtained when it is refined.
2.2.4.2 Sources of oil
The main sources of oil are in the Near East:

Saudi Arabia
Kuwait
Iran
Iraq
Abu Dhabi
In North America:
Texas
Pennsylvania
California
Alaska
Canada
Mexico
In the former Soviet Union:

The Ural-Volga region
Caucasus
Siberia
In South America:
Venezuela
Argentina
Brazil
Chile
Peru
In the Far East:
17
Ch 2.4, Handbook of Organic Chemistry, Prof. em. Dr Wolfgang Walter, Prentice Hall (1996)
18
Supra.

China
Indonesia
Malaysia
In Africa:
Libya
Nigeria
Algeria
Egypt
In Western Europe:
Great Britain
Norway
The North Sea
Italy
Germany (small amount)
2.2.4.3 The constitutions of mineral oils differ according to their sources. They consist of
complex mixtures of hydrocarbons, including alkanes, cycloalkanes and arenes; For example, oil
from Pennsylvania consists largely of alkanes, while that from the former Soviet Union and
19
Romania contains up to 80% cycloalkanes.
2.2.4.4 Extraction of Mineral Oil from the Earth.

Since the oil-bearing layers in the earth are under high pressure, it may only be necessary to
bore a hole to bring the dark brown crude oil, which is contaminated with sand and water, to
the surface. If the pressure is insufficient or if it drops, the oil is pumped to the surface. The first
rough separation of oil from gas then takes place in a separator.
19
Supra.
20
b!!J:!://www.ici st ra i ni n gsite.co m /p/w h at-a r~-p etro chem i ca l s accessed on 12 Feb 2012.
21
2.2.5 Distillation of crude oi1
Refinery gas Light gasoline Naphtha Kerosene Gas oil
Distill
Refinery gas Refinery gas
In the modern era, refining involves more than distillation, which includes Cracking and
Reforming.
Cracking. It is a process to split heavier HCs into smaller ones (the more useable molecules)
22
through a process that applies heat and pressure. The more volatile, lower-molecular-weight
23
hydrocarbons are useful as automotive fuels and as a source of petrochemicals. Cracking
increases the proportion of these hydrocarbons at the expense of higher-molecular-weight
ones by processes that involve the cleavage of carbon-carbon bonds induced by heat (thermal
cracking) or with the aid of certain catalysts (catalytic cracking).
Reforming. The physical properties of the crude oil fractions known as light gasoline and
naphtha (see above figure) are appropriate for use as a motor fuel, but their ignition
characteristics in high-compression automobile engines are poor and give rise to pre-ignition,
or "knocking." Reforming converts the hydrocarbons in petroleum to aromatic hydrocarbons
and highly branched alkanes, both of which show less tendency for knocking than unbranched
alkanes and cycloalkanes.
21 1
Figure 2.13, Organic Chemistry, 8edn, Francis AC, Robert M G, McGraw Hill {2011).
h
22
P. 7, Manual of Oil Tanker Operations,
5th edn {2011), Dr Raymond Solly, in co-operation with Capt Quentin Cox
and John Onslow, Brown, Son & Ferguson.

23
Chemicals obta ine d from petroleum and natural gas.

2.3 Physical properties of oil and chemicals carried in bulk
24
2.3.1 Crude oil
2.3.1.1 Crude oil is a mixture of a wide range of long-chain HC molecules. The composition of
crude oil varies widely (paraffins, naphthenes, or aromatics) depending on its geographic
source.
2.3.1.2 Crude oil can be described as either "heavy" or "light" based upon its specific gravity,
which is influenced by the number of HC molecule in it. The greater the number of carbon
atoms in a molecule, the heavier the molecule will be.
2.3.1.3 Crude oil is a mixture of HC compounds ranging from those that are partly gaseous
under normal atmospheric conditions to those that are liquid or solid . Also present are traces of
nitrogen, sulphur, oxygen, and metals.
2.3.1.4 Crude oils containing sulphur compounds such as hydrogen sulphide are known as sour
_.i
crudes and are characterized by a vile and nauseating rotten-egg odour.
2.3.1.5 The main properties of crude oil that need to be considered when handling and storing
are:
Density
Vapour pressure
Flash point
Pour point
Wax content
Cloud point
Viscosity
Basic sediments and water
Sulphur content
Benzene content
2.3.1.5.1 Density
3 3
(a) Crude oil density varies from 0.69 kg/cm for condensates to 0.995 kg/cm for very heavy
crude oils.
(b) The density provides an indication of its proportion of heavy constituents, ie paraffinic and
aromatic compounds.
(c) These may be cause sludge deposits during carriage.
(d) It also indicates possible effectiveness as a suitable medium for crude oil washing (COW).
24
Tanker Operations, A Handbook for the Person-In-Charge {PIC}, 5th edn, Cornell Maritime Press (2010).

Module: Basic Tanker Training -- Oil and Chemical Tankers Chapter 2
(e) To assess the quality of crude oils in terms of potential yield, they are categorised as light,
medium or heavy (see 2.3.1.2 above).
5
(f) In the U.S. ports the specific gravity2 (SG) is generally replaced by the American Petroleum
-Institute or API Gravity. The API gravity is expressed in a scale of degrees API at a standard
temperature of 60 F {15.6 C). The formula is as follows:
11Pl gravity= [ ____J_'!_!_:?._~-] - 131.5

specific gravity
(g) Crude oils with an API of less than 30 are categorised as heavy, those with APls between
30 and 40 are medium, and those with an API of more than 40 are light.
Note:
The names of some crude oil grades are distinguished from other local grades by the terms
heavy, medium and light, eg:
Arabian Heavy -API of approximately 27
Arabian Medium -API of approximately 30
Arabian Light -API of approximately 33
(h) Some European countries use density at 15 Casa measure of mass per unit volume.
2.3.1.5.2 Vapour Pressure
(a) See terminology in 2.1.1 above.

(b) The vapour pressure of crude oil is difficult to assess as it is a mixture of hydrocarbons that
each have a differ~nt vapour pressure.
(c) The vapour pressure of a liquid increases when its temperature increases, the lower the
vapour pressure, at a specific temperature, the less volatile it will be.
(d) Water has a vapour pressure of approximately 3 kPa absolute. At 100C the vapour pressure
of water is 100 kPa (normal atmospheric pressure).
(e) Crude oils have vapour pressures that are below the ambient or carriage temperature.
Some, particularly gas condensates, have vapour pressures very close to atmospheric
pressure.
25
An SG of a liquid is its density relative to the density of water. A hydrometer, similar in principle to that used for
testing the density of sea water, is the instrument used to determ ine the SG of any part icular oil. When the SG of
an oil is known and also the temperature of the oil, it is possible to work out the weight of a given volume, or
alternatively the amount of space a weight of oi l will need . The SG is of little or no use without the temperature of
the oil.

(f} The vapour pressure of crude oil is determined by the Reid Closed Test Method, when the
vapour pressure is determined at 37.8C (100F). It is normally referred to as Reid Vapour
Pressure (RVP}, which suppliers [of crude oils] normally provide and can be found in the
MSDS.
Note:
There are difficulties when transporting crude oils with high RVP in high ambient temperatures,
such as in high sea t~mperatures or when heated crudes or products are carried in adjacent
compartments.
Maintenance of adequate pressure in the ullage space needs to be considered to prevent too
high a pressure in the cargo tank ullage space.
High RVP crudes also present a problem during the stripping phase of cargo discharge as low
pressure in the pump inlets may result in the cargo boiling in the pump chambers.
If centrifugal pumps are used, premature cavitation can result.
For situation where pump suction pressures may fall to low values, many pumps are fitted with
vapour extraction systems at the top of the cargo pumpcasing.
2.3.1.5.3 Flash point

(b) At its flash point temperature, a lighted taper placed near the surface of the liquid would
cause a flame to flash across that surface.

Modul e: Basic Tanker Training - Oil and Chem ical Tankers Chapter 2
(c) The flammability of liquids transported by sea is specified by flash . point and vapour
pressure.
(d) Liquids with a flash point of less than 60C (140F} are known as volatile liquids and those
with a flash point above 60C (140F) are known as non-volatile liquids.
(e) Most crude oils are classed as volatile liquids.
2.3.1.5.4 Pour point
(a) See term inology in 2.1.1 above.

(b) A crude oil with a high proportion of paraffinic compounds generally has a high pour point.
The pour point temperature is usually well below ambient temperature.
(c) Some crude oils may have pour points close to the ambient temperature range, and these
are known as high pour po int crude oils.
(d) High pour point crude oils need to be heated to reduce viscocity and to ensure that they can
be pumped.
2.3.1.5.5 Wax content
(a) Wax content is the percentage of paraffinic wax by volume based on a representative
sample of the crude oil.
(b) Crude oils with a wax content of 6% or more are called waxy or paraffinic crudes.
2.3.1.5.6 Cloud point
26
(a) It is the temperature at which a liquid HC begins to congeal and take on a cloudy
appearance, due to it s constituent paraffinic compounds bonding.
(b) The paraffinic waxes found in crude have a chemical structure formed by long chain
molecules. When cooling, they interlock with each other forming thin, flat plates. The plates
cluster to form cage like crystalline structures. As the temperature drops further, the wax
structu res begin to solidify the crude Once this has occurred, it is NOT reversible by heating,
so it is essential that the structures used for storing and handling these types of crude are
maintained at temperatures above their specific cloud point.
(c) While many crudes have very low cloud points that are below the ambient temperature
range, there are some paraffinic crudes containing significant amounts of paraffins and
naphthenes that have pour points at or above the ambient temperature . These can only be
carried by tankers with effective cargo heating systems able to maintain cargo
temperatures to prevent unacceptably high quantities remaining on board (ROB) after
discharge.
26
Solidify.
Ver 1.0 I July 2014 Page 24 of 34 Singapo re Ma ritime Acade my

Note:
It is important that the cloud point temperature of crude oil is considered when planning COW.
A high cloud point temperature indicates that a crude is rich in wax and may only have limited
27
effectiveness as a washing medium, if closed cycle COW is adopted; due to loss of the lighter
solvents.
(d) Unlike pour point, information on cloud point is not usually given by the shipper or supplier.
If the wax content is known, the following formula provides a reasonable approximation of
cloud point.
Cloud point =20.2 x log (wax content

0
temp ( C) (%wt))+ 8
Assume wax = 7%
content
Approx. cloud = 20.2 x log(7.0) + 8

0
point temp ( C) = 20.2 x 0.8451 + 8
= 25C
(e) Alternatively, if the wax content is not known, a beaker containing a sample of the crude
can. be heated to 40C by suspending it in a container filled with hot water (see below
figure). The density and temperature of the crude sample are noted and recorded as the
crude cools to its ambient temperature. The results are plotted on a graph and the
temperature of the point of inflexion will provide the approximate cloud point temperature.
27
Closed cycle washing takes the washing medium from one slop tank and collects the drainings in another slop
tank. Open cycle involves continuously drawing the washing medium from its source (sea water when water
washing, or a cargo tank when COW) and collecting the tank drainings in the slop tanks. There will be a constant
increase in the slop tank level. Open cycle washing reduces the risk of static electricity being generated but a closer
eye has to be kept on slop tank levels to prevent overfilling which may result in tank structure damage thus lead to
potential marine pollution. If the ship is inerted a closed cycle is probably preferable.

Module: Basic Tanker Training - Oil and Chemical Tan kers Chapter 2
Hydromeler Therrnomeler
Metal measuri ng
cylinder nnd sampie
of crude oil
A sample of crude oil at ambient temperature is placed in a metal measuring cylinder, which is
placed in a container of hot water. The sample temperature is allowed to rise by conduction
and as the temperature increases degree by degree the sample density is noted. The results are
recorded and plotted on a graph (See below sample).
::::
0.882
~l ~ ---'.-
JJJ_ I :
r
I
_ -r' _' l; :___l__
! i
oaao t ; ~"-t_- l L --- ! l ,____L_j _J-i-

1eo> .O.S78
0 876
-+
. j- -
i
,'
- I
i -J - it
' ""--oi
1H
I
- -;~- f -
I L___
~ o 874 -- ----+- ! - --- - -~-"-< : I i i

i --- -- --,-----
2l 0.872
0.870
0.868
- --1---LI
!___ I , -- - - - --
:
-
!- -
-
,I
- -,--- --1
~''1-:.~-
---r-1~""'f~
.
--
j
0.866 ~_,___. _ _,__-l-_,,,.......-:-_,._.....__._......
l ; ;
_...._~....,.----1
10 12 14 16 10 @ 22 2~ 26 2!! 30 32 34 35 :.ie 40
Temperature (C )
Plotting tho cloud point
2.3 .1.5.7 Viscosity

(b) It is a measure of how 'thick' a liquid is.
(c) It can be considered as either kinematic or dynamic. Only kinematic viscosity (KV) will be
discussed here .
Ver 1.0 I July 2014 Page 26 of 34 Singapore M aritim e Academy

(d) KV is measured by how long a fixed amount of liquid takes to pass through a capillary tube
of a known diameter under the effect of gravity.
2 2
(e) The units under the SI system are m /s or Stokes (St), where 1St=0.0001 m /s.
(f) A more practical and more commonly used unit is the centistoke (cSt) where 1 cSt = 0.01
m 2/s. The KV of water at 20.0C is 1.0 cSt. The KV of a liquid varies with temperature.
(g) The higher the KV, the more viscous or thick the liquid is. Typically the KV of crude oil is
given at 20C, 50C, 80C and 100C.
(h) The viscosity of crude is extremely important when considering pumping and COW.
(i) Paraffinic crudes that have high cloud and pour points have high viscosities.
(j) The viscosity of crude at its discharge temperature should never be more than 600 est.
(k) MARPOL requires COW manuals to list the crudes that are unsuitable for COW due to their
high pour point or viscosity.
2.3.1.5.7 Basic sediments and water (BS & W)
(a) BS & W is the percentage of free water, sediment and emulsion and is measured as a
volume percentage of the production stream.
(b) This value is applied to the total crude volume loaded to obtain the net volume and weight
loaded.
Net weight = Gross weight - (Gross

weight x BS & W(%))
2.3.1.5.8 Sulphur content
(a) The sulphur content indicates the amount of hydrogen sulphide (H 2 S) present in crude. H2S
is an undesirable by-product of crude oil as it is not only toxic in small amounts, but is
corrosive when it comes into contact with water.
(b) H2S smells like rotten eggs and quickly disables the sense of smell. It can overcome the
victim and may eventually cause death.
(c) Smell cannot be relied on to provide a warning of this gas being present. H2 S also irritates
the mucous membranes, including the eyes and respiratory tract.
(d) Crude oil high in sulphur is termed 'sour' and crude oil low in sulphur is termed 'sweet'. 28
Example of sour crude is the Maya crude from Mexico.
28
2.2 .9, Crude Oil Tanker Basics, The theory and practice of crude oil cargo operations, Captain Paul Armitage,
Witherby Seamanship International (2009).

Note:
H2S has a TLV time weighted average (TLV-TWA) of 10ppm and a permissible exposure limit
(PEL} of 20ppm
I
G Explain TWA and PEL.
2.3.1.5.9 Benzene content
(a) Benzene can be found in large amounts in aromatic hydrocarbons.

(b) Benzene is an undesirable substance as it is carcinogenic. As a result, physical contact,
ingestion or inhalation must be avoided.
Note:
Benzene has a TLV-TWA of 0.Sppm and a PEL of lppm.
29
2.3.2 Chemicals
2.3.2.1 Bulk chemical shipments fall under one of the following groups of chemicals:
Heavy chemicals
Petrochemicals
Coal tar chemicals
Products unrelated to chemicals - animal and vegetables oils, lube oils, molasses, juices
and even wine.
2.3.2.2 Heavy chemicals
2.3.2.2.1 Inorgan ic acids, ie sulphuric acid are the most common heavy chemicals carried on
board chemical tankers. It can be used in the production of fertilizer, explosives etc.
29
Ch 3, Tan ker Operations, A Handbook f or the Person -In-Charge {PIC), 5th edn, Corn ell M arit im e Press (2010); Ch
1.7, Tanker Safety Guide Chem icals, 3'd edn, Int ern ationa l Cham ber of Shipping (2002}.
Ver 1.0 I July 2014 Page 28 of 34 Singa pore M arit ime Academy
2.3.2.2.2 Other heavy chemicals include phosphoric acid {production of detergents, paints, and
foodstuffs); nitric acid {for basic ingredient of explosives, nitrate fertilizers and many dyes, and
plastic); caustic soda; and other hydrochloric acid used in the steel reduction process and ore
reduction, and ammonia.
2.3.2.3 Petrochemicals
2.3.2.3.1 Petrochemical products form the most complex and probably the most versatile group
of chemicals carried in bulk.
2.3.2.3.2 They are all carbon compounds derivd from oil or gas extensively used in the
production of fibre, artificial rubber and plastics.
2.3.2.3.3 Substances carried on board include aromatics such as benzene that can be derived
from oil or coal. Other big mover petrochemicals include xylenes {production of polyester
fibres); phenol {previously known as carbolic acid) and styrenes.
2.3.2.3.4 Basic petrochemicals, ie ethylene, propylene, and butadiene, are obtained by the
cracking of gas oil from crude oil. Another source of these products is natural gas. All three of
these basic petrochemicals are transported in liquid form by gas carriers.
2.3.2.4 Coal tar chemicals
2.3.2.4.1 Coal tar is derived from the carbonization of coal.
2.3.2.4.2 Many of the products derived from coal can be derived from oil as well because they
are both fossil fuels. The .derivatives include benzene, phenol, naphthalene etc.
2.3.2.4.3 Common products derived from coal are nylon, aspirin, antiseptics and herbicides.
2.3.2.5 Products unrelated to chemicals
2.3.2.5.1 Molasses are made form either sugar beet or sugar cane. It can be fermented into
alcohols, ie rum. Alcohols are also produced by the petrochemical industry, but some can also
come from the fermentation of starch, ie ethnol. Alcohols of this type include ethyl, methyl and
propyl alcohols.
2.3.2.5.2 Edible vegetable oils are derived from soya beans, groundnuts, cottonseed, sunflower,
olives, grape and other seeds.
Ve r 1.0 I Ju ly 2014 Page 29 of 3 4 Singapore Maritime Academy

2.3.2.5.3 Coconut and palm oil can be used for cooking and also in the production of soap.
2.3.2.5.4 Industrial oils come from linseed and castor seed.
2.3 .2.5.5 Some fats are extracted from animals including lard and fish oils. Fats and oils are tri-
esters of glycerol. These are sometimes called fatty acids owing to their presence in fats.
Note:
The difference between oils and fats lies in their melting temperatures.
30
2.3.2.6 Physical Properties of Chemicals
2.3.2.6.1 Specific Gravity
Cargo tanks on a chemical tanker are normally designed to carry cargoes of a higher specific
gravity than an oil tanker. Sometimes the design strength even differs between tanks on the
same ship.
The information regarding tank strength may be found on the classification society's certificates
of the ship, and the master must be familiar with any restrictions that may be imposed on
loading heavy cargoes. Especially important is the risk of slack loading a tank because this can
lead to sloshing forces that may cause damage to the tank structure or its equipment. Likewise,
the tank's design capacity must be strictly observed: exceeding it is dangerous. Note that the
cargo's SG and its vapour pressure must be considered together.
2.3.2.6.2 Vapour pressure and boiling point
At any given temperature every liquid exerts a pressure called the vapour pressure (VP). The
liquid will boil when its vapour pressure equals the external atmospheric pressure.
In a closed cargo tank a liquid will boil when the VP is equal to the external VP plus the pressure
setting of the pressure/vacuum (P/V) valve . The tanks and vent systems are designed to
31
withstand this pressure, plus the hydrostatic pressure of the cargo. Cargoes that exceed the
normal atmospheric pressure at 37.8C (100F) should not be loaded into a tank that is not
specially designed for that duty.
3
31
Ch 1.7, Tanker Safety Guide Chemicals, 3'd edn, International Chamber of Shipping {2002).
The pressure exerted by a fluid at equilibrium at a given point within the fluid, due to the force of gravity.
Hydrostatic pressure increases in proportion to depth measured from the surface because of the increasing weight
of fluid exerting downward force from above. (http://www.thefreedictionary.com/hydrostatic+pressure)

Where a P/V valve set point can be varied, the correct setting should be confirmed. Vent line
systems must be checked for correct operation at regular intervals, as structural damage can
easily result from malfunction or blockage due to freezing of cargo vapour, polymer build-up,
atmospheric dust or icing in adverse weather conditions. Flame screens are also susceptible to
blockage, which can cause similar problems.
The higher the VP the more vapours will be released, a fact that may require use of personal
protective equipment.
2.3.2.6.3 Freezing point
Most liquid have a defined freezing or solidification point, sometimes described as the melting
point. Some products, such as lubricating oil additives, vegetable and animal oils, polyols etc do
not have a defined point, but a freezing or melting range. For such cargoes, viscosity is used as a
measurement of the product's liquidity or handling characteristics, and the term pour point is
used instead. Cargoes with a freezing point higher than the ambient temperature of.the ship's
.:.;
trading area will need to be heated in order to remain liquid.
The structure and equipment of a ship normally impose a limitation on the carriage of heated
cargoes. Exceeding this limitation could damage the tank coating or its structure. Excessive heat
will also create thermal stresses, and the risk of cracking will increase.
Note:
Moderate heat increases steel strength; it is expansion forces that are the immediate limiting
factor.
Caution should be exercised when carrying high heat products because cargo in non-insulated
pipes and vents may freeze and clog the systems. Heating arrangements must be operated in
accordance with design safety precautions; for example, pressures inside heating coils in tanks
must be kept higher than the cargo pressure, and any interceptor tanks between heating return
lines and the engine room must be checked regularly to detect any contamination. For certain
cargoes, heating coils must be blanked off in accordance with IBC Code requirements.
Uninsulated cargo pipes used for high heat products pose a further safety hazard, as they may
cause severe burns if touched.

2.3.2.6.4 Cubic expansion
Liquids will expand as temperature rises, or contract when temperature falls. Sufficient space
must be allowed in the tank to accommodate any cubic expansion expected during the voyage.
Vent line systems must be checked at regular intervals. Their design capacity is based on vapour
flow only; structural damage may result if vent systems become full of cargo liquid due to
thermal expansion .
2.3.2.6.5 Vapour density
Vapour density is expressed relative to the density of air, as heavier or lighter. Most chemical
cargo vapours are heavier than air. Caution must therefore be exercised during cargo
operations, as vapour concentrations are likely to occur at deck level or in lower parts of cargo
pumprooms.
2.3.2.6.6 Solubility
It is expressed in different ways: either as a simple yes or no, as slight, or as a percentage, but
always in relation to water. Solubility is temperature dependant. A cargo with low solubility will
form a layer above or below a water layer depending on its SG.
Most non-soluble chem icals are lighter than water and will float on top but some others, ie
chlorinated solvents, are heavier and will sink to the bottom. Chemicals that are heavier than
water can cause a safety risk in pumprooms when the overlying water is disturbed, and in drip
trays. Even in cargo tanks they may be trapped under water in pump wells, and pose a danger
even after the tank atmosphere is tested and found safe for entry.
2.3.2.6. 7 Electrostatic charging
Certain cargoes are known as static accumulators, and become electrostatically charged when
handled. They can accumulate enough charge to release a spark that could ignite a flammable
32
tank atmosphere.
32
Th e preca utions necessa ry to preve nt ignition from electrostati c charging are con tai ned in Ch 5, and a
descri pt ion of th e ph enom enon itse lf is given in App endix D of t he Tan ker Safety Guide Chemicals, 3rd edn,
Int ernationa l Ch amber of Shipping (2002 ).
Ver 1.0 I Ju ly 2014 Page 32 of 34 Si ngapore M arit ime Acad emy

2.3.2.6.8 Viscosity
It determines how easy it is to pump, and the amount of residue that will be left after
unloading. Viscosity is related to temperature and, in general, a substance will become less
viscous at higher temperatures, but note that certain cargoes (such as luboil additives) show
increased viscosity when heated. IMO standards define high and low viscosity substances, and
require cargo tanks that have contained substances with a high viscosity to be pre-washed and
the washings discharged to shore reception facilities.
Ver 1 .0 /July 2014 Page 33 of 34 Singapore Maritime Academy

CHEMICAL TANKERS A Pocket Safety Guide, Witherbys Publishing & Seamanship International
(2008)
Crude Oil Tanker Basics, The theory and practice of crude oil cargo operations, Captain Paul
Armitage, Witherby Seamanship International (2009)
International Safety Guide for Oil Tankers and Terminals, 5th edn, Witherby Seamanship
International (2006)
LNG Shipping Knowledge, 2nd edn, Underpinning knowledge to the SIGTIO standards, Witherby
Seamanship International (2011}
OIL TANKERS A Pocket Safety Guide, Witherbys Publishing & Seamanship International (2006}
Tanker Handbook for Deck Officers, gth edn, Captain C. Baptist, Brown, Son & Ferguson Ltd
(2000)
Tanker Operations, A Handbook for the Person-In-Charge {PIC}, 5th edn, Cornell Maritime Press
(2010}
Tanker Safety Guide Chemicals, 3rd edn, International Chamber of Shipping (2002}
Tanker Safety Guide Liquefied Gas, 2nd edn, International Chamber of Shipping (1995}
Various Internet resources

Module : Basic Tanker Training- Oil and Chemical Tankers Chapter 3
Chapter 3
Knowledge and understanding of Tanker Safety Culture and Safety

Management
OBJECTIVES
At the end of this topic, one should be able to
Have the fact of tanker safety culture and safety management

Understand the tanker safety culture and safety management
Ver 1 .0 /July 2014 Page 1of19 Singapo re Maritime Academy

Module: Basic Tanker Training - Oil arid Chemical Tankers Chapter 3
3.0 Knowledge and understanding of tanker safety culture and safety

management
General Principles
In order to eliminate the risk of fire and explosion on a tanker, it is necessary to avoid a source
of ignition and a flammable atmosphere being present in the same place at the same time. It is
not always possible to exclude both these factors and precautions are therefore directed
towards excluding or controlling one of them.
Cargo compartments, pumprooms, tank deck - flammable gases are expected and strict
elimination of all possible ignition in these locations is essential.
Cabins, galley and other areas inevitably contain ignition sources such as electrical equipment,
matches and cigarette lighters.
Engine and boiler rooms - ignition sources such as those arising from boiler operations and
electrical equipment cannot be avoided.
It is essential to avoid the entry of flammable gases.
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:
Special features and characteristics of the cargo, addressing any precautions to be observed.
i.e. high H2S content, high viscosity, high vapour pressure, initial monitoring of loaded heated
cargo temperatures, etc.
Procedures and arrangements for starting and stopping loading or discharging operations,
crude oil washing, and ballast operations.
Communication between the cargo control room, pump room and on-deck.
Smoking and Naked Lights

Smoking is prohibited except in designated smoking areas. Any violations must be reported to
the Master. Such guidelines and controls are to be applied to other sort of burning activities
such as incense sticks, pipe tobacco, joss sticks, etc. _
Safety Matches or fixed electrical cigarette lighters (car type) will be provided in
authorized smoking areas. Safety Matches or fixed electrical cigarette lighters (car type)
must not brought in private cabins outside authorized smoking areas and shall under no
circumstances be carried on the tank deck or where petroleum gases may collect.
During certain special operations, such as Gas freeing or Gas Purging operations, where

the presence of inflammable gas can be suspected, then smoking in designated smoking
areas is also prohibited.
The carriage and Usage of Hand Gas Lighters are prohibited on board Oil Tankers. Safety
Matches are available to use in designated Smoking Area.
Notices: Portable and Permanent notices prohibiting smoking and the use of naked
lights should be displayed conspicuously at the points of access to the ship and at the
exits from the accommodation area. Refer to Warning Signs to be Displayed (at Sea/ in
Port)
The Master shall designate & post suitable notice for smoking areas under the following
conditions:
While alongside a berth or at an off shore marine facility:

Officers Smoking Room, Crews Smoking Room and Cargo Control Room.
At sea:
Officers Smoking Room, Crews Smoking Room, Chart Room, Bridge, Radio Office, Cargo
Control Room and Engine Control Room.
a) Smoking on the navigational bridge is prohibited in certain port limits, when pilot
or port officials are onboard (eg. Australian Waters, Panama Canal, etc.)
b) The designated smoking areas must be provided with self extinguishing ash trays
or filled with water.
c) The designated smoking areas must be provided with Automatic Gas Detection
system and alarm ..
d) Portholes and doors leading to the designated smoking areas must be closed at
all times.
e) Shore facilities regulations must be observed at all times while transit & docked
at the facility.
Notices
Notices must be conspicuously displayed at the point of access to the vessel and at exits from
accommodation.
Prohibition of Using Fire except in Designated Areas and Control of Potential Ignition Sources:
At sea, the use of portable stoves and cooking appliances are to be effectively controlled.
Ensure the portholes and doors are closed and confirm the safety and the absence of
hydrocarbon gas before the use of fire.
Galley stoves:

,
Module: Basic Tanker Train ing - Oil and Chemical Tankers Chapter 3
The use of galley stoves or other cooking appliances that employ naked flames are prohibited,
while the tanker is at berth.
The use of other portable electrical appliances are to be controlled.

Steam ranges may be used all the time while the vessel is at berth .
In this case, the galley personnel must be instructed andtrained in emergency procedures in
the safe operation of galley equipment.
Oil/ Fat fryers are to be fitted with t~ermostats to cut-off electrical power and so to prevent
accidental fires.
Fire blankets are to be readily available.
Electric heaters in pantries:
Electric heaters (hot plates, toasters or the like} must be fixed at limited and designated
positions only. Never use them if inflammable gas comes into the accommodation or there is a
danger that gas is likely to exist.
Standards for Use of Private Electric Appliances and other Portable Electrical Equipment
Visitors should be cautioned about the restricted use of Non-Approved Type of portable
electrical equipment in the Dangerous Area on the Tanker.
Use of Electric appliances in private cabins, other than Entertainment systems, Calculators,
Camera equipment and Electric razors are prohibited.
Hand Held UHF/ VHF portable transceivers must be of intrinsically safe type.
Other equipment, including, but not limited to Portable radios, Tape recorders, Electronic
calculators, Portable telephones or pagers, etc. unless of Intrinsically Safe Type, shall not be
used on the cargo tank deck, or in areas where flammable gas may be present.
No Wiring without Permission
Only fixed receptacles, as initially fitted on board, are to be used for connecting electric
appliances.
Closing Portholes and doors
With the exception of the designated authorized passage way(s), all portholes and doors
leading to/from the accommodation must be closed in port.
To further minimize the possibility of gas entering the accommodation during cargo operations,
Ver 1.0 I July 2014 Page 4of19 Singapo re Maritime Academy

as far as possible the access to accommodation should be limited to the leeward side (opposite
to the manifold connection) entrance to accommodation, above the Main/ Upper deck level.
Portable Lamps & Electrical Equipment

General
Lamps & other Electrical Equipment on Flexible Cables (Wandering Leads)
Ver' l.O /July 2014 Page 5of19 Singapore Maritime Academy

Module: Basic Tanker Train ing - Oil and Chemical Tankers Chapter 3
The spanner is not.inter-changeable; it has odd sides such as 3-sided or 5-sided so that no
ordinary spanner can be used.
Air Driven Lamps
;
;;
~;.:~:f....
Flashlights (Torches), Lamps and Portable Battery Powered Equipment

In the event of bulb breakage, the circuit breaking mechanism instantly disconnects the bulb
from the power source.
Fixed Electrical Equipment
It must be of the approved type and not source of ignition.
Maintenance of Fixed Lighting Units
i) All fixed electrical equipment must be of an approved type in the dangerous area as
well as locations where a flammable atmosph~re is infrequently expected.
ii) Check the illumination test of all fixed lighting systems, prior to arrival port. Check
the "Earth" function test.
iii) The equipment should be properly maintained, so as to ensure, that neither the
equipment nor the wiring should become a source of ignition.
iv) Any observed defect light bulbs, light covers or defect/damaged cables must be
repaired/replaced prior to port entry.
Do not replace light bulbs outside of the accommodation during cargo oil transfer operations
(including Gas freeing).

v) The integrity of the protection afforded by the design of explosion proof or

intrinsically safe equipment may be compromised by even the simplest of
maintenance
procedures, especially in case of "Explosion Proof Lights", where incorrect closing,
after changing of light bulb could cause dangerous situation.
Synthetic Clothing
Synthetic does not give rise to significant electrostatic hazard.

The material melts and fuses together when exposed to high temperature -which causes
severe damage o body tissue. Clothing made of such synthetic material is therefore not
considered suitable for persons who may in the course of their duties be exposed to flame or
hot surfaces.
Cotton material just burns into ashes.
Radio Transmitting Antennae
During medium and high frequency radio transmission (300kz - 30Mhz), significant energy is
radiated which can, at distance extending to 500 metres from the transmitting antennae induce
an electrical potential in unearthed "receivers" (derricks, rigging, mast) capable of producing an
incendive discharge.
Transmission can also cause arcing over the surface of the insulators when they have a surface
of salt, dirt or water.
All stays, derricks and fittings should be earthed. Bearing of booms should be treated with
graphite grease to maintain electrical continuity.
Transmission should not be permitted during periods when there is likely to be a flammable gas
in the region of the transmitter.
Low energy transmission, such as satellite and VHF communications do not produce the same
sources of ignition.
Hot Work
General
Assessment of Hot Work
Preparation for Hot Work
Hot Work in Enclosed Spaces
Hotwork - welding or burning, grinding, drilling.

Hotwork outside the main machinery spaces must take into account of possible presence of
hydrocarbon vapours in the atmosphere.

Hotwork should only be carried out if there is no alternative. Alternative to be considered

include cold work, removal of the work piece to the main machinery spaces.
Hotwork should only be permitted in accordance with the prevailing national or international
regulations and/or port/terminal requirements and should be subjected to the restrictions of a
shipboard hot work permit procedure.
The master should decide whether the hot work is justifiable, and safe, and on the extent of the
precautions necessary. Before hot work is started, a safety meeting should be held and safety
precautions reviewed.
A written hot work permit should be issued for each intended task.
All precaution to be checked before starting hot work and rechecked if there is any interruption
during the hot work.
No hot work should be carried out on bulkheads of bunker tanks containing bunkers or with 0.5
metres from such bulkhead.
Compartment to be cleaned and v~ntilated until test of the atmosphere indicate 21% oxygen by
volume and not more than 1% LFL. It is important to continue ventilation during hot work.
Adjacent tanks should be cleaned and gas freed to hot work standard or hydrocarbon vapour
content reduced to not more than 2% LFL.
Hot Work on the Open Deck

Hot Work on Pipelines
Checks by Officer Responsible for Safety
If hot work is to be under taken on the open deck, cargo and slop tanks within a radius of at
least 30 metres around the working area must be cleaned and hydrocarbon vapour content
reduced to less than 1% LFL.
Adjacent tanks to be checked for gas free and safe to work.
Vessel without inert gas system, all cargo tanks except the slops must be cleaned and gas freed
of hydrocarbon to less than 1% LFL. Slop tanks to be closed.
Hot work on pipeline and valves should only be permitted when the appropriate items are
detached and the system blanked off. Items to be removed to a safe working place.
Immediately before hot work is started, the safety officer for safety precautions should
examine the area for hot work where hot work is to be undertaken, and ensure that the oxygen
content is 21% by volume and that tests with a combustible gas detector show not more than
1% LFL.
Adequate fire-fighting equipment must be laid out and be ready for immediate use.
Firewatch procedure must be established for the area for hot work.
Monitoring should continue for sufficient time after completion.
Effective means of containing and extinguishing welding sparks and molten slag must be
established.
Welding equipment must be checked for integrity and supply connection in a gas free space. No
overloading.
Insulation.
Ver 1.0 I July 2014 Page 8of19 Singapore Maritim e Academy

Safe cable route.

Earthing connection directly back to the welding machine.
Use of Tools
Grit Blasting and Mechanically Powered Tools
Hand Tools
Grit blasting and mechanical powered tools are not normally considered as hot work but both
should only be permitted under following condition.
Work area should not be subjected to vapour release and free of combustible material.
Area gas free - not more than 1% LFL
Vessel must not be alongside at a terminal.
No cargo, bunkering, ballasting, tank cleaning, gas freeing, purging or inerting operations in
progress.
Non-ferrous, so-called "non-sparking" are only marginally less likely to give rise to an incendive
spark.
Part of the concrete or particle are likely to get embedded and can cause incendive spark with
ferrous or hard metals. The use of non-ferrous is therefore not recommended.
Prohibition of Carrying Unnecessary Tools
Unnecessary tools shall not be carried on clothing when moving on cargo tanks/ decks. Special
care should be taken when bending over, while peeping into tanks. While carrying necessary
tools into tanks, preventive measures against dropping of tools, such as use of a canvas bag or
lowering using rope, shall be taken.
Lashing of Movable Articles
Article that are likely to generate sparks, such as iron, aluminum or other light metal products,
shall be secured or stored in preparation for rolling of the vessel.
Cautions about Ullage Measurement and Sampling
Ullage measurement, sampling, and the like should be carried out by using the standard vapour
lock arrangement fitted.
MMC I UTI and their approved attachments I fittings shall be used. At all times, closed sampling
methods to be used.
Following care should be taken:
i) When an ullage port is opened, do not inhale outflow gas nor expose the body to emanating
gas.

Module: Basic Tanker Training - Oil and Chemical Tankers Chapter 3 .
ii) Ensure proper use of the bonding cable to avoid generation of sparks.
iii) Positively close the openings, after completion of gauging/ sampling.
Aluminium
Direct contact with deck surface can cause incendive spark.
Ends should be protected with rubber.
Cathodic protection
Magnesium and aluminium anodes give rise to incendive sparks on impact with rusty steel.
Such anodes must n_ot be fitted in tanks where flammable gases can be present.
Aluminium can be mistaken as zinc.
Zinc anodes do not generate an incendive spark on impact with rusty steel and therefore are
not subjected to above restrictions.
Frequent checking/inspection of anodes and brackets.
Some material when damp or soaked with oil are liable to ignite without the external
application of heat as a result of gradual heating within the material produced by oxidation.
Auto-ignition - petroleum liquids, when heated sufficiently, will ignite without the application
of a naked flame. Common where fuel or lube oil under pressure spray onto hot surface. Oily
lagging is also a source - should be removed.
Engine and Boiler
As a precaution against funnel fires, sparks, burners, tubes, uptakes, exhaust manifold - spark
arrestor should be maintained in good condition.
Precautions against Sparks from Funnel
At sea, where sparks I burning soot are observed being emitted from the funnel, measures to
avoid such sparks falling on deck such as course alteration, where possible, should be
considered. Any special operations such as cargo tank cleaning, purging and gas freeing
operations should be ceased and all tank opening closed.
Boiler tubes should be soot blown prior to arrival and after departure from a port. Boiler tubes
soot blowing should not be carried out at berth. At sea, the officer of navigational watch should
be consulted, prior to such activity, and suitable measures adopted.
Duty deck personnel shall watch for sparks or soot emitting from the funnel.
If sparks from the funnel are observed, the duty engineer or Chief Engineer must be notified
immediately.

Duty officer to be informed of sootblowing.
Cleaning liquid should be non-toxic and non-flammable. High flashpoint.

Stored in unbreakable containers, labelled properly, stored in correct compartment.
Oil spill in engine room is not a hazard but E/R to be maintained in a clean condition.
Spills and leaks should be avoided.
Personal hygiene - prolong contact with oily clothing should be avoided.
Bunker-flashpoint above 60C. Never assumed that the bunker tanks vapour are always safe.
Cautions about Sparks from Funnel
At sea, where sparks/burning soot are observed being emitted from the funnel, measures to
avoid such sparks falling on deck such as course alteration, where possible, should be
considered. Any special operations such as cargo tank cleaning, purging and gas freeing
operations should be ceased and all tank opening closed.
,,
Boiler tubes should be soot blown prior to arrival and after departure from a port. Boiler tubes
soot blowing should not be carried out at berth. At sea, the officer of navigational watch should
be consulted, prior to such activity, and suitable measures adopted.
Duty deck personnel shall watch for sparks or soot emitting from the funnel. If sparks from the
funnel are observed, the duty engineer or Chief Engineer must be notified immediately.
Cold Weather Precaution
PV valves, Vents can get frozen up.

Deck seals water to add gycol so as to prevent freezing . .
Fire main to be kept operational.
Steam operated windlasses and winches should be rotated slowly so as to avoid damage.
Hydraulic system must be warmed up before usage.
Maintenance of Vent Line System
All P/V valves must be checked during ballast voyages to ensure proper and safe operation.
Record of maintenance shall be as per "Maintenance Record of Cargo Oil Tanks (COT) Pressure-
Vacuum Valves"
Metal wire mesh in flame arrestors must be inspected only during ballast voyages as per the
planned maintenance system, and kept clear of dirt and rust accumulation . Their specification
of construction should be verified in accordance with related drawings. Metal wire mesh in

flame arrestors must be inspected.
Entry into Enclosed Space
Because of the possibility of oxygen deficiency, as well as the presence of hydrocarbon or toxic
gas in a cargo tank, cofferdam, double bottom tank or any enclosed space, it is the master's
responsibility to identify such spaces and to establish procedures for safe entry.
It is the duty of the responsible officer to check the atmosphere and ventilate the space ensure
appropriate procedures are followed, ensure the safety of the personnel concerned, and issue
an entry permit.
Pumprooms
Pump room contains the largest concentration of cargo pipelines of any space within the ship
and leakage of a volatile product could lead to the rapid generation of a flammable or toxic
atmosphere.
Pump room may also contain a number of potential ignition sources unless formal, structured
maintenance, inspection and monitoring procedures are strictly adhered to.
Routine Maintenance and housekeeping- pumproom bilges should be kept clean and dry.
Particular care should be taken to prevent the escape of hydrocarbon liquid or vapour into the
pumproom.
The integrity of the pipes and pumps maintained and any leaks detected and rectified in a
timely fashion.
Ultra-Thickness gauging of pipe include visual examination.
Mud boxes and filters - properly sealed after routine cleaning. Valve glands, drain cocks
inspection.
Bulkhead penetration checked for effectiveness.
SOLAS requires the use of mechanical ventilation to maintain the atmosphere in a safe
condition. Ventilate and check Oxygen content before entry. Ventilation is to be continuous.
Entry - pre-entry check, personal gas monitor. Communication system links to bridge, E/R
Cargo controlroom.
Regular communication should be made at pre-agreed intervals and failure should cause to
raise alarm.
Cargo discharging operation in oil tankers
Oil cargo discharge operation involves various safety factors to be taken into consideration.
Following are the most common elements and check items to be followed . The procedures
explained here are only indicative, not exhaustive in nature and one must always be guided by
the practices of good seamanship. ,,
Supply of l.G to cargo tanks being discharged:
Ver 1.0 I July 2014 Page 12of19 Singa pore Maritime Academy
Confirm that the oxygen level in the IG main supply is less that 5% & supplied to tanks. The
date, time,voyage number and description of operation should be entered on the IGS fixed
pressure and oxygen density recorder.
Line up of the IGS:
Prior to starting of discharge, IGS must be set appropriately to maintain a Positive Gas pressure
in all tanks at all times.
Cargo tanks IG inlet lines to the designated discharging tanks shall be re-checked and confirmed
in desired position.
The control of the key to the locking arrangements for cargo tank IG inlet valves shall be with
the Chief Officer.
For tanks which are required to be isolated by vapour (as per the Charterer's instructions), the
individual l.G pressure shall be monitored Every 4 hrs.
Preventing for Cargo Contamination including Vapour Contamination Standard Oil Tankers
except Product Oil Carriers are provided Single Main Inert Gas and Common Vent Lines which is
connected with all cargo oil tanks.
In such vessels, IG Inlet (Cut-out) valves should be operated, if the charterer requests to
prevent Vapour contamination, which may be restricted to monitor the main line pressure, so
as to require to fit portable pressure gauges for cargo oil tanks which are isolated.
Also in a Product Oil Carrier, below precautions should be considered to prevent Cargo
contamination.
a) Vapour contamination at the exhaust end in a Slop tank of AUS Vacuum Pump.
b) Liquid contamination with leakage of valves of Manifold Vapour Equal Line.
c) Liquid contamination with leakage of Manifold Drain Line.
Safety Confirmations and Clearance:
Once the Chief Officer is satisfied that all preparations have been made in accordance with the
cargo oil discharge plan and the shore facility representative has confirmed that the facility is
ready to receive cargo, he may order the designated manifold valve to be opened, the IG
output to the discharging cargo tanks and the discharge operations to commence in accordance
with the discharge plan.
Commence discharging at reduced speed. Follow shore instructions & Increase the discharge
rate once it has been confirmed that there are no oil leaks and shore receiving at their end,

Module: Basic Tanker Training - Oil a.nd Che~i~al Tankers Chapter 3
until the agreed cargo oil manifold pressure has been reached.
Stopping Inert gas system
Adjust inert gas pressure in tanks, and stop the system when the pressure reaches the
prescribed value (normally 1,000 mmAq).
Tanker operation: Measures for pump room inspections & gas detection equipment
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 adhered to.
Before Starting Cargo Operations (including Loading):
An inspection is to be made to ensure that strainer covers, inspection plates, drain plugs and
lighting are in place and in proper order.
Drain valves in the pump room cargo system, especially those on cargo oil pumps, should be
firmly closed.
Bulkhead glands should be inspected to ensure efficient gas-tight seal between the Pump
Room and the machinery space.
During Cargo Operations (including Loading):
Inspection at regular intervals to check for leakages from glands, pipes, plugs, seals, drain
valves, especially those fitted on pumps.
Where pumps are in use, the absence of abnormal sound, the normal function of local and
remote pressure gauges, the integrity of pump glands (where fitted), the bearings, casings
should be checked for overheating. (Pump Glands shall never be adjusted on rotating shafts,
while the pump is in service)
.GAS DETECTION EQUIPMENT
Gas detection equipment is required for ensuring spaces are safe for entry, work or other
operations. Their uses include the detection of:
a) Cargo vapour in air, inert gas or the vapour of another cargo.
Ver 1.0 I July 2014 Page 14of19 Singapore Maritim e Academy

b) Concentrations of gas in or near the flammable range.
c) Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
d) Toxic gases
Personnel must fully understand the purpose and limitations of vapour detection equipment,
whether fixed or portable.
Maintenance records for all gas detection equipment on board are to be maintained by the
Chief Officer. On board calibration records and shore records are to be maintained together for
each meter and are to be updated on each occasion that the instrument is tested or checked.
The importance of careful calibration cannot be over emphasised as the gas detection or
analysing equipment will only give accurate readings if calibration is carried out strictly in
compliance with the manufacturer's instructions and using the correct calibration gases. Where
calibration is carried out ashore or by shore technicians, a certificate is to be issued and
retained onboard.
Instruments must always be checked, zeroed and spanned where applicable before every use
as per the manufacturer's instructions.
Where calibration is required by the manufacturer's instructions to be carried out ashore or by

shore technicians, this must be recorded within the vessel's PMS and all certification issued. In
such circumstances at least one unit for each measurement function should remain on board
available for use at all times. Where calibration is carried out ashore or by shore technicians, a
certificate is to be issued and retained onboard.
Any equipment not fully operational and/or in good condition, including perished hoses, leaking
aspiration bulbs and out-of-date calibration gases or Draeger tubes should be withdrawn from
service and reported to the management office.
Hoses used with portable gas instruments must be of sufficient length, appropriate to the full
depth of the tank or space being tested. Long hoses must clearly marked at least every 5 meters
so that the user can assess the level of the hose in the space.
Where the atmosphere testing equipment is not of a uniform manufacture with identical hose
fittings, a s.uitable system is to be created to identify and match the correct hoses with the
correct equipment. Hoses compatible with the equipment should be stowed in the same
location as the equipment.
OXYGEN ANALYSERS
All ships are supplied with a portable oxygen analyser. This equipment is supplied for use in

Module: Basic Tanker Training...., Oil and Chemiccil Ta.nkers Chapter 3
checking that spaces to be entered have been properly ventilated. It is also to be used on
Tankers, Gas Ships and Chemical Cc1rriers to check that the atmosphere of inerted tanks
remains below 7%.
Two tests should be carried out on the instrument prior to use and a permanent record of
readings kept on board.
(a) Zero Adjustment
This is done by using an oxygen-free gas, such as Nitrogen or Carbon Dioxide. Equipment is
supplied for this test. Note that C02 is paramagnetic and therefore may not give a zero reading
on certain instruments.
(b) Span Adjustment
This adjustment must be done in FRESH AIR and the instrument carefully checked that the
reading has stabilised at 21% before the atmosphere of any space is tested.
The maker's instructions for the particular instrument should be followed carefully to ensure
that calibration procedures are correctly carried out. Calibration checks must be carried out
every two months.
EXPLOSIMETER
The Explosimeter is the name normally associated with the instrument for measuring
hydrocarbon gas in air at concentrations below the Lower Flammable Limit. its full name is a
Catalytic Filament Combustible Gas Indicator.
A full understanding of the construction and principle of an Explosimeter is essential for its safe
and efficient use and it is essential that any person using this instrument carefully studies the
operating manual. There is also a detailed explanation in the ISGOTT carried on tankers.
The Explosimeter measures from 0 to 100% of the Lower Explosive Limit (1.4% by volume). If
the gas to air mixture is above the upper explosive limit (6% by volume) the meter reading will
initially rise to give a reading of 100% or above, but will rapidly fall towards zero because the
mixture of gas and air in the combustion chamber is too 'rich' to sustain combustion.
The meter must therefore be constantly observed for this phenomenon, as an apparently safe
reading may be obtained when the atmosphere is in fact highly dangerous.
Calibration checks must be carried out at two monthly intervals and when a filament has been
changed in accordance with manufacturers' instructions. Note that, in general, an explosimeter

may be calibrated by different gases. It is essential that the correct gas is used otherwise an
error may result. Explosimeters will not read hydrocarbon levels in an inert atmosphere.
TANKSCOPE
Although similar to the Explosimeter, the 'Tankscope' (or Non-Catalytic Heated Filament Gas
Indicator) measures hydrocarbons in an inert atmosphere. It indicates their presence as a
percentage proportion of the whole atmosphere. The instrument is especially useful during
purging with inert gas. It will indicate when the proportion of hydrocarbons has fallen to a level
whereby the atmosphere will remain below the Lower Explosive Limit (LEL) on the introduction
of fresh air. Calibration checks must be carried out at two monthly intervals.
TOXIC GAS DETECTORS
These detectors measure relatively low concentrations of toxic gases. Such gases may include
Carbon Monoxide or Hydrogen Sulphide.
The type of instrument will normally require a special attachment or tube which the gas is
aspirated through. It is necessary to know in advance what gas is expected in order to choose
the correct detection tube. The readings are to be compared with the occupational exposure
limits or threshold value limits.
A minimum list of tube types required for specific vessels is included at the end of this section
however additional tubes must be carried appropriate to the hazards identified within the
MSDS for the cargo carried.
COMBINED FUNCTION METERS
There are certain instruments which have a combination of functions. Examples of some
equipment which may be carried are:
1. Draeger Combiwarn: this instrument measures and monitors flammable vapours as a
percentage of LEL in the range of 0 - 50% LEL. It also measures oxygen concentrations.
This instrument can be preset to give audible and visual alarms at specific levels.
2. Digiflam 2000: this combines the functions of the Tankscope and an Oxygen meter, its
main use being the monitoring of COW and Inert Gas operations.
3. Exotox 40: this is supplied specifically for the use in testing and monitoring the
atmosphere of enclosed spaces. It combines the functions of an Oxygen monitor, and
Explosimeter and a toxic gas monitor for either Carbon monoxide or Hydrogen sulphide.
It provides continuous monitoring of all three functions and has visual and audible
alarms.

As with all other instruments the manufacturer's instructions regarding operation and
calibration must be followed at all times.
PERSONAL MONITORING METERS
Some instruments can be carried in a pocket such as a Personal Oxygen Meter, used for entry
into enclosed spaces. Such instruments are intended only as a personal monitor and will give an
audible and visual alarm if the Oxygen content falls below its preset level.
As monitors, they are not designed (and therefore not to be used) for testing the atmosphere
for oxygen or other gases.
A vessel carrying H2S cargo must maintain sufficient supply of personal meters to ensure all
persons working in the gas-zone are provided with detection equipment.
Zero and alarm checks are to be made before each use.
SAMPLE LINES
The material and condition of sample lines can affect the accuracy of gas measurements.
Sample tubing which is cracked or blocked or which has become contaminated with oil or other
substances may seriously affect instrument readings.
The tubing must always be checked before and during use and if necessary be cleaned or
replaced. It is also important to realise the length of tubing and compare to the meter
manufacturer's instructions as to the number of aspirations per metre length. If this is not done
there is a danger that the sample gas may not reach the meter sensor and therefore give a false
reading.
Control of personnel in cargo tank deck areas
Personnel entering the cargo tank deck area, should be suitably clothed with appropriate
Personal Protective Equipment (PPE) and should be in all sobriety with respect to the purpose.
Attention to Visitors
Control of visitors on board is to be in accordance with the access control and other procedures
laid out within the Ship Security Plan.
They shall be guided by the notices as displayed at the point of entrance
Only allow authorized visitors onto the vessel upon presentation of photo ID.

Module: Basic Tanker Training- Oil and Chemical Tankers ' Chapter 3
Instruct visitors to adhere to the vessels prohibition to bring matches or lighters onboard, and
to comply with the vessels smoking restrictions.
All visitors shall be escorted from the gangway to the accommodation entrance.
No visitor is permitted to walk around the main deck/cargo area without escort by vessel
personnel.
Precautions when storing Spontaneously Combustible Materials
Material which may cause spontaneous combustion (saw dust, oily rags, especially oil of
vegetable origin, etc.) must be stored in a well ventilated area to prevent the accumulation of
flammable gases. They are liable to ignite without the external application of heat, as a result of
gradual heating within the material produced by oxidation.
This effect is further enhanced where material is stored in warm areas, e.g. proximity of hot
pipes, etc.
Waste rags, saw dust, or any similar absorbent material must not be stowed in the same
compartment as oils, paints, etc.
These should not be left lying on decks or equipment and should be stored or disposed
effectively.
Certain chemicals, such as those used for boiler treatment' are also oxidizing agents and,
although carried in diluted form, are capable of spontaneous combustion if permitted to
evaporate. Refer Procedures for Handling Chemicals and Hazardous Wastes
The containers used for storage shall be kept covered and should not be stored together with
flammable materials.

Module : Basic Tanker Tra ining (BTI) - Oil and Chemical Ta nkers Chapter 4
Chapter 4
Hazards &
Basic Knowledge of Hazard Controls
OBJECTIVES
At the end of this topic, students should be able to demonstrate basic knowledge and
understanding of various hazards on tankers and t heir control, including hazards such as .....
health hazards
environmental hazards
reactivity hazards
corrosion hazards
explosion and flammability hazards
electrostatic hazards
toxicity hazards
vapour leaks and clouds
Ver 1 .0 /July 20 14 Page 1 of 23 Si ngapore Maritime Academy

Module : Basic Tanker Training {BIT)- Oil and Chemical Tankers Chapter 4
TOPIC 4: HAZARDS AND THEIR CONTROLS

4.1 Hazards
The main hazards associated with tanker cargoes are
Flammability
Gas Density
Toxicity
Flammability
When petroleum is ignited, it is the gas progressively given off by the liquid which burns as a
visible flame. The quantity of gas available to be given off by a petroleum liquid depends on its
volatility.
Non-Volatile
Flashpoint of 60QC or above as determined by the closed cup method of testing.
Volatile
Flashpoint below 6QQC as determined by the closed cup method of testing.
Petroleum gases can be ignited and will burn only when mixed with air in certain proportions. If
there is too little or too much petroleum gas the mixture cannot burn. The limiting proportions,
expressed as percentage by volume of petroleum gas in air, are known as the lower and upper
flammable limits. They vary amongst the different possible components of petroleum gases.
For the gas mixtures from the petroleum liquids encountered in normal tanker practice the
overall range is from a minimum lower flammable limit of about 1% gas by volume in air to a
maximum upper flammable limit of about 10% gas by volume in air.
Gas Density
The gases from normal petroleum liquids are heavier than air and inert gas, thus the possibility
of layering of gases is very important in cargo handling operations.
The density of the undiluted gas such as motor gasoline, is likely to be about twice
that of air and about 1.5 times that from a typical crude oil.

Module : Basic Tanker Training (BTI) - Oil and Chemical Tankers Chapter 4
Toxicity
Comparatively small quantities of petroleum gas when inhaled can cause symptoms of
diminished responsibility and dizziness similar to drunkenness, with headache and irritation of
the eyes. The inhalation of a sufficient quantity can be fatal.
These symptoms can occur at concentrations well below the lower flammable limit. It should
not be assumed that because conditions can be tolerated the gas concentration is within safe
limits.
The smell of petroleum gas mixtures is very variable, and in some cases the gases may dull the
sense of smell. The impairment of smell is especially likely and particularly serious if the mixture
contains hydrogen sulphide.
The absence of smell should never be taken to indicate the absence of gas.
The above information is provided in the Safety Data Sheets that are provided before the oil
cargo is loaded. The purpose of this lesson is to make you aware of the contents of typical
Safety Data Sheets and to make you able to read and understand the necessary data given in a
typical Cargo Data Sheets. Samples of Safety data Sheets have been enclosed at the end of this
chapter:
Do note that the hazards increase when we consider chemical tankers. These additional hazards
shall be explained and discussed using a sample MSDS. You should be able to extract
information from a sample MSDS relevant to the safe handling and transportation of both - oil
and chemical cargo.
4.1.1 Health hazards on oil and chemical tankers
The purpose of this part is to identify the different types of health hazards posed by oil,
chemical and liquefied gas cargoes including hazards due to inert gas on tankers. We will begin
with Toxicity and its effects:
Apart from crude and petroleum products, whose effect of toxicity was explained earlier, there
are many chemicals and liquefied gasses transported by sea that can be hazardous. However, in
order for them to affect your health, they must be in contact with the body or be absorbed into
Ver 1.0 /Ju ly 2014 Page 3 of 23 Singapore Maritime Academy

Module : Basic Tanker Training (BIT) - Oil and ~hemical Tankers Chapter 4
the body. When assessing the potential health effects from working with a particular material it
is necessary to understand the difference between "toxicity" and "hazard".
TOXICITY is the ability of a substance to produce an unwanted effect when the chemical has
reached a sufficient concentration at a certain site in the body. The more toxic a material is, the
smaller the amount of it is necessary to be absorbed before harmful effects are caused. The
lower the toxicity, the greater the quantity of it is necessary to be absorbed. The toxicity of a
chemical were generally measured by experiments on animals (quite often rats but these have
been stopped). They are measured by simulation nowadays:.
If toxicity is measured in terms of the amounts of material necessary to cause death in 50% of
the test animals, these values are called LD 50 (lethal dose) or LC5o (lethal concentration), and are
usually given in weight of material per kg of body weight or airborne concentration of material
per set time period respectively.
HAZARD is the probability that this concentration in the body will occur.
Toxicity is an inherent property of the material. A material may be very toxic, but not
hazardous, if it is handled properly and is not absorbed into the body. On the other hand, a
material may have a very low toxicity, but be very hazardous.
Other health hazards associated with chemical and liquefied gasses are
Asphyxia
Anaesthesia
These aspects will be covered in detail when chemical and liquefied gas tankers are discussed.
4.1.2 Environmental hazards
Pollution gives rise to environmental hazards and tankers are known to be a major source of
marine pollution. This area will be covered in detail during the session on pollution .
. Carriage of chemicals in bulk is covered by regulations in SOLAS chapter VII - Carriage of

dangerous goods and MAR POL Annex II - Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk.
Ver 1.0 /July 2014 Page 4 of 23 Singapore Maritime Aca demy

Module : Basic Tanker Training (BTT) - Oil and Chemical Tankers Chapter 4
Both Conventions require chemical tankers built after 1 July 1986 to comply with the
International Bulk Chemical Code (IBC Code), which gives international standards for the safe
transport by sea in bulk of dangerous liquid chem icals, by prescribing the design and
construction standards of ships involved in such transport and the equipment they should carry
so as to minimize the risks to the ship, its crew and to the environment, having regard to the
nature of the products carried.
The basic philosophy is one of ship types related to the hazards of the products covered by the
Codes. Each of the products may have one or more hazard properties which include
flammability,
toxicity,
corrosivity and
reactivity .
The IBC Code lists chemicals and their hazards and gives both the ship type required to carry
that product as well as the environmental hazard rating.
Chemical tankers constructed before 1 July 1986 should comply with the requ irements of the
Code for the Consfruction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH
Code) - the predecessor of the IBC Code.
It must be noted that
some liquefied gases pose a threat to the surrounding natural environment and
adversely affect people's health
cargo vapours whether toxic or flammable, should be vented to atmosphere with
extreme caution
venting of any cargo vapours should take into account all local and international
regulations and weather conditions
weather conditions include wind conditions, electrical storms and cold weather .
4.1.3 Reactivity hazards
Chemical and liquefied gas ca rgoes are liable to reactivity hazards if they come in contact with
one another. Tankers are designed to keep the cargoes apart if they are carried during the
Ver 1.0 / Ju ly 2014 Page 5 of 23 Singapore M arit ime Aca demy

Module: Basi c Tanker Training (BTT) - Oil and Chemical Tankers Chapter 4
same voyage using segregation methods and cofferdams in the cargo tank space. USCG
compatibility chart is to be referred to and compatible plus non-compatible groups can be
found.
Cargoes can also react with air, liquids, tank materials etc. as well as with itself (self reaction).
These can be prevented by inerting, padding or proper coating of the cargo tanks. Self reacting
cargo can be inhibited to prevent polymerisation or self reaction. If tanks are constructed using
stainless steel, then coating is not necessary. This will be explained in detail later. Many pure
substances (i.e. uninhibited cargoes) can undergo vigorous polymerization quite easily by
themselves when they are heated slightly or exposed to light.
The polymerisable cargoes include:

acrylic acid
acrylonitrile oclhellve...
cyclopentadiene
diketene
ethyl acrylate
hydrocyanic acid
methacrylic acid
methyl acrylate
vinyl acetate mononier (VAM)
butadiene f{a.ft1GS /K'.u.b~-V .re.o.1 f-&cfsfvCK
/Md -le. 0 1'/ , u~ed cx:te~~ive~ ir. p;pn~ vcJv.e.S
The most common form of self-reaction is polymerization. Polymerization generally results in
the conversion of gases or liquids into viscous liquids or solids. It may be a slow, natural process
which only degrades the product without posing any safety hazards to the ship or the crew, or
it may be a rapid, exothermic reaction evolving large amounts of heat and gases. Heat
produced by the process can accelerate it. Such a reaction is called a run-off polymerization
that poses a serious danger to both the ship and its personnel. Products that are susceptible to
polymerization are normally transported with added inhibitors to prevent the onset of the
reaction.
An inhibited cargo certificate should be provided to the ship before a cargo is carried. The
action to be taken in case of a polymerization situation occurring while the cargo is on board is
covered by the ship 's emergency contingency plan .
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Module: Basic Tanker Training (BIT) - Oil and Chemical Tankers Chapter 4
Reaction with air

Certain cargoes react with air in a way that could pose a danger to both the ship and its
personnel. Toxic gases may be evolved after the reaction. The most noticeable examples are
the isocyanates; such cargoes are carried under dry and inert condition.
Reaction with water

Certain cargoes react with water to for:m crystalline structures called hydrates, in a way that
could pose a danger to both the ship and its personnel. Toxic gases may be evolved after the
reaction. The most noticeable examples are the isocyanates; such cargoes are carried under dry
and inert condition. Other cargoes react with water in a slow way that poses no safety hazard,
but the reaction may produce small amounts of chemicals that can damage equipment or tank
materials, or can cause oxygen depletion.
Certain chemical cargoes, mostly ethers and aldehydes, may react with oxygen in air or in the
chemical to form unstable oxygen compounds (peroxides) which, if allowed to build up, could
cause an explosion. Such cargoes can be either inhibited by an anti-oxidant or carried under
inert conditions.
Reaction with other materials

The materials used in construction of the cargo systems must be compatible with the cargo to
be carried, and care must be taken to ensure that no incompatible materials are used or
introduced during maintenance (e.g. by the material used for replacing gaskets). Some
materials may trigger a self-reaction within the product. In other cases, reaction with certain
alloys will be non-hazardous to ship or crew, but can impair the commercial quality of the cargo
or render it unusable.
Reactivity with other cargoes

Thus occurs when two different in-compatible cargoes or their vapours react with each other.
This could happen due to bulkhead cracks or through movement of vapours via common vent
lines or inert gas lines: Cargoes liable to react must be segregated and independent venting
system must be used:
4.1.4 Corrosion hazards
Acids, an hydrides and alkalis are among the most commonly carried corrosive substances. They
can rapidly destroy human tissue and cause irreparable damage. They can also corrode normal
sh ip construction materials, and create a safety haza rd for a ship. Acids in particular react with

Mod ule: Basic Ta nker Trai ning (BTT) - Oil and Chemical Tankers Chapter 4
most metals, evolving hydrogen gas which is highly flammable. The IMO Codes address this,
and care should be taken to ensure that unsuitable materials are not included in the cargo
system. Personnel likely to be exposed to these products should wear suitable persona l
protective equipment. Liquefied gas cargo such as ammonia is also considered corrosive and
can damage human tissues.
If cargo tanks are being loaded or inhibited with corrosive chemicals, it must be ensured that all
internal tank materials are resistant to the corrosive effects.
4.1.5 Explosion and flammability hazards
Flammability
This was discussed earlier. Vapours can be ignited and will burn only when mixed with air in
certain proportions. If there is too little or too much vapour the mixture cannot burn. The
limiting proportions, expressed as percentage by volume of petroleum gas in air, are known as
the lower and upper flammable limits. They vary amongst the different possible components of
petroleum and chemical vapours.
Flammable limits% vol. Number of dilutions by

Hydrocarbon in air air to reduce 50% by
Upper. Lower volume mixture to LFL
Propane 9.5 2.2 23

Butane 8.5 1.9 26
Pentane 7.8 1.5 33
In practice the lower and upper flammable limits of oil cargoes carried in tankers can, for
general purposes, be taken as 1% and 10% by volume respectively.
For Chemicals the LFL and UFL vary enormously and must be checked from its MSDS sheets
prior loading.
The flammability diagram for oil and chemicals are different. The differences in LFL and UFLcan
be significant. Please remember that some chemicals may have oxygen inherently in its
compound and may be flammable and needs to be loaded with a nitrogen padding. Most
liquefied ga sses have the ability to generate a flammable vapour very rapidly and hence can be
a cause of initiating a fire quit e rapidly.
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Module: Basic Tanker Training (BTT) - Oil and Chemical Tankers Chapter 4
Some vapours, apart from being flammable can also be toxic. When liquefied gasses that are
contained in cargo tanks, catch fire, the liquid will start boiling very rapidly thereby producing
large volumes of vapour which explode in a ball of fire called BLEVE or Boiling Liquid Expanding
Vapour Explosion.
Flammability diagram
It is important to understand the flammability diagram (see next page) at this point as a part of
tank atmosphere control. It can be seen that the gradual introduction of inert gas increases the
LFL and decreases the UFL. At 12% Oxygen level, the LFL and UFL merge thereby making the
tank inert: Any further reduction of oxygen will render the tank non-flammable due to it being
inert:
Effect of Inert Gas on Flammability
When an inert gas, typically flue gas, is added to a hydrocarbon gas/air mixture the result is to
increase the lower flammable limit hydrocarbon concentration and to decrease the upper
flammable limit concentration. These effects are illustrated in the figure on the next page,
which should be regarded only as a guide to the principles involved. Every point on the diagram
represents a hydrocarbon gas/air/inert gas mixture, specified in terms of its hydrocarbon and
oxygen contents. Hydrocarbon gas/air mixtures without inert gas lie on the line AB, the slope of
which reflects the reduction in oxygen content as the hydrocarbon content increases. Points to
the left of AB represent mixtures with their oxygen content further reduced by the addition of
inert gas.
The lower and upper flammability limit mixtures for hydrocarbon gas in air are represented by
the points C and D. As the inert gas content increases, the flammable limit mixtures change as
indicated by the lines CE and DE, which finally converge at the point E. Only those mixtures
represented by points in the shaded area within the loop CED are capable of burning.
On such a diagram changes of composition due to the addition of either air or inert gas are
represented by movements along straight lines directed either towards the point A (pure air),
or towards a point on the oxygen content axis corresponding to the composition of the added
inert gas. Such lines are shown for the gas mixture represented by the point F.

Module: Basic Tan ker Training (BTI) - Oil and Chemical Tankers Chapter 4
... : ,-
15
c
I - - - - - - - - - ----""':::__--::::..-=...
--- - :"-.. A
0 5 10 15 20 21
OXYGEN - PERCENTAGE BY VOLUME
Flammability Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixtur

This diagram is illustrative only and should not be used .f or deciding upon acceptable gas compositions in practical case
: . - ~ .: ... r1 . - . - . . .~ 4 - ... .. .. ...... .. . . . ;.
It is evident from the figure that as inert gas is added to hydrocarbon gas/air mixtures the
flammable range progressively decreases until the oxygen content reaches a level, generally
taken to be about 11% by volume, when no mixture can burn. The figure of 8% by volume of
oxygen specified in this guide for a safely inerted gas mixture allows a margin beyond this value.
When an inerted mixture, such as that represented by the point F, is diluted by ai r its
composition moves along the line FA and therefore enters the shaded area of flammable
mixtures. Th is means that all inerted mixtures in the region above the line GA go through a
flammable condition as they are mixed with air, for example during a gas freeing operat ion.
Those below the line GA, such as that represented by point H, do not become flammable on
dilution. Note that it is possible to move from a mixture such as F to one such as H by dilution
with additional inert gas (i.e. purging to remove hydrocarbon gas).
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Modul e: Basi c Tanker Tra ining (BTI) - Oil and Chem ical Tan kers Chapter 4
4.1.6 Sources of ignition, including electrostatic hazards
Consider a fire triangle. Note that the one side which can be controlled to prevent or put off a
fire may be the source of ignition.
Spark, flame or heat
The Fire Triangle
As known from the fire triangle 3 elements are necessary to cause combustion; these are:
1: Fuel (LEL <vapour< UEL)

2: Oxygen (Content about 11%)
3: Source of ignition (H eat or energy)
In many operations there will always be a risk of the presence of vapours in working areas.
Endeavours to prevent sources of ignition therefore must have first priority.
The following are major sources of ignition.
direct heat from a flame light, hot work,

smoking
spontaneous combustion, from oily rags
aut o ignition temperature
mechanical sparks from frictional sparks wh en chipping or scraping .
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Module: Basic Tanker Training (BTT) - Oil and Chemica l Tankers Chapter 4
chemical energy from aluminum in contact with steel- aluminum anodes etc .
electrical energy from electrical sparks
pyrophores
electrostatic discharge
Static electricity also presents fire and explosion hazards during the handling of petroleum, and
tanker operations. Certain operations can give rise to accumulations of electric charge which
may be released suddenly in electrostatic discharges with sufficient energy to ignite flammable
hydrocarbon gas/air mixtures;
There is, of course, no risk of ignition unless a flammable mixture is present.
There are three basic stages leading up to a potential static hazard:

charge separation,
charge accumulation and
electrostatic discharge.
All three of these stages are necessary for an electrostatic ignition.
'
The sources of static hazards are:
Filters
Fixed Equipment in Cargo Tanks
Free Fall in Tanks
Water Mists
Inert Gas
Discharge of Carbon Dioxide
Clothing and Footwear
Synthetic Materials
Some other examples of static discharges associated with the handling of static accumulator
oils are from the use of high capacity washing machines, non-earthed metallic sampling cans,
metallic ullage tapes, high initial loading flow rates, etc.
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Module : Ba sic Tanker Training {BTT} - Oil and Chemical Tanker-s Chapter 4
4.1.7 Toxicity hazards
General concepts and effects of toxicity : Dangers and hazards due to oil and chemicals.
Acute poisoning occurs when a large dose is received by exposure to high concentrations of a
short duration, i.e. a single brief exposure.
Chronic poisoning occurs through exposure to low concentrations over a long period of time,
i.e. repeated or prolonged exposures.
Toxicity is objectively evaluated on the basis of test dosages under controlled conditions, and
expressed as threshold limit values (TLVs).
Threshold Limit Value (TLV)

Airborne concentrations of substances under which it is believed that nearly all workers may be
exposed day after day with no adverse effect. (44 hours per week). TLVs are advisory exposure
guidelines, not legal standards, and are based on industrial experience and studies.
There are three different types of TLVs:
Time Weighted Average (TLV-TWA) -The airborne concentration of a toxic substance averaged
over an 8 hour period (40 hours per week), usually expressed in parts per million (ppm).
Short Term Exposure Limit (TLV-STEL} - The airborne concentration of a toxic substance
averaged over any 15 minute period with a maximum of 4 such exposures. The interval
between any 2 exposures must be more than an hour. This is usually expressed in parts per
million (ppm).
Ceiling (TLV-C} - The concentration that should not be exceeded during any part of the working
exposure.
Odour Threshold Value (OdTV}

Minimum concentration of a gas when a persin starts smelling the gas.
Occupational Exposure Limit (OEL}. Limits established to protect workers from workplace
exposure to certa in chemical substances or physica l agents. OELs have many sources and
among them are legal standards (i.e., set by OSHAS).

Module: Basic Tanker Tra ining (BTT) - Oil and Chem ical Tankers Chapter 4
Prevention of exposure is achieved through a combination of cargo containment, which

prevents toxic fumes or liquid from contaminating the workplace, and the use of personal
protective equipment (PPE).
To ensure safety on board one must adhere to the following points:
knowledge,
training and
strict routine.
It is a clear responsibility for the Owner, the master and the officers to inform their personnel
about the cargoes to be carried, safety procedures etc. and to arrange for the proper training.
Information should be given partly in the form of written notices combined with informal
meetings with the entire crew present when new cargoes are to be loaded or when
inexperienced personnel are to be signed on. Among other things the following information
should be given:
(1) Cargoes to be loaded; their characteristics as regards handling, pumping, toxicity,

corrosiveness, first aid etc.
(2) The cargo loading plan to be posted in places where it will be clearly seen by everyone on
board and at the accommodation ladder, when in port.
(3) Post cargo information cards for products to be loaded or are contained on board. For
"new" products ask the shipper for safety brochures and leaflets.
(4) the personal safety equipment to be used by those involved in cargo handling, pumping,
sampling etc.
(5) Have available on board literature on chemical cargoes, medical advice, etc,
(6) Inform in particular if the cargo to be loaded has an odour threshold which is higher than
the TLV-value. Of, and that danger cannot always be sensed in advance (e g. carbon tet ra
chloride, ethylene dichloride, etc).

Module: Basic Tanker Tra ining (BTI) - Oil and Chemical Tankers Chapter 4
(7) Most hydrocarbon vapours are heavier than ai r and have a tendency to accumulate in lower
spaces. Therefore work below gratings in pump rooms, cofferdams, pipe tunnels etc is extra
dangerous.
(8) Never take work clothes into your cabin! Soiled clothes must be washed before being used
again or in the case of toxic products, destroyed.
(9) Wash your hands before meals!
(10) Give information about firefighting methods for each type of cargo on board.
(11) Give information if the cargo is water-reactive or reactive to other cargoes on board. Give
information on segregation required.
(12} For some very toxic cargoes mouth to mouth artificial breathing might be dangerous to the
rescuer (e.g. acrylonitrile, acetone etc.).
(13) Information must be given particularly if the cargo danger lies primarily in vapour
inhalation (e.g. acrylonitrile, trichloroethylene) or skin contact (e.g. phenol, caustic soda,
sulphuric acid).
(14) State where eye washing bottles are located (deck office, at cargo manifolds on deck, in
pump rooms, on fore deck, etc.).
(15) Insist on that nobody should work with cargo gear without anyone standing by. Have
people report when going to and returning from pump rooms.
(16) Give information if any cargo is so toxic that an escape breathing mask must be used in an
emergency.
4.1.8 Vapour leaks and clouds
Let us understand the dangers arising from a vapour cloud drift as a potential fire and health
hazard.
These vapour clouds directly affect the surrounding areas.
In the case of flammable substances the greatest danger arises from sudden massive escape of
volatile liquids. If the cloud were ignited, the effects of combustion would depend on many

Modul e: Basic Tan ker Trai ning (BTI) - Oil and Ch emica l Tankers Chapter 4
factors, such as wind speed and the extent to which the cloud was diluted. The area affected
would generally be limited to a few hundred metres from the location of release and would
cover all gas dangerous and gas safe areas.
Much larger areas can be dangerously affected in a sudden release or by very large quantities
of toxic leaks and clouds. In favourable conditions such a cloud can still contain lethal
concentrations of toxic chemicals several kilometres from the accident site. The extent of
casualty depends on the people in the path of the cloud and on the efficiency of emergency
arrangements on board, for example, evacuation before the cloud reaches the accommodation.
On-board training and drills should include an evacuation technique for directing the crew to
upwind areas of the vessel in such cases when vessel is in port or manoeuvring the vessel to
direct the clouds away from the accommodation when at sea.
Other Hazards
Some other hazards that could be encountered would be handling extremely low temperature
cargoes (at cryogenic temperature) on liquefied gas t ankers. Touching these cold liquids could
result in "cold burns" and tissue damage. LNG cargo can cause a brittle fracture of the deck
plating if the spilled LNG cargo remains in contact with the deck plating.
Yet another hazard are hazards due to pressure - namely pressure surge: This will occur if a
valve is closed very quickly against a flowing liquid. The liquid hammer can result in severe
vibrations thereby rupturing the pipe: Pressure surge can be avoided by closing the valve
relatively "slowly" against the liquid flow or ensuring the liquid by-passes into another relief
pipe and eases the build up of pressure:
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Module: Basi c Tanker Train ing (BIT) - Oil and Chemical Tankers Chapter 4
4.2 Basic knowledge of hazard controls
4.2.1 lnerting, water padding, drying agents and monitoring techniques
Primary inerting involves use of nitrogen gas as a replacement for air and oxygen in particular in
the cargo tanks. Water or gas padding involves providing a layer of gas or water to avoid the
cargo coming in contact with the atmospheric air or oxygen. Drying of air involves removal of
water and moisture to avoid the cargo reacting with moisture.
Tank atmosphere control was explained under flammability chart. Importance of purging was
also emphasised.
The methods of environmental control and its monitoring will be discussed during the chemical
tanker module on operations:
It must be noted that the purpose of inerting is primarily to prevent flammable vapour/air
mixtures in tanks and piping. lnerting is done by replacing cargo vapours with an inert-gas
until the concentration of cargo vapours is lower than the LEL The inert gas used on oil
tankers is usually flue gas while that on chemical/gas tankers is either nitrogen or inert gas
produced in the ship's inert gas plant.
The correct inerting procedure is ensured by regular checks of the tank atmosphere at
different levels and the atmosphere checks are done by measuring the, percentage of oxygen
and cargo vapours through the sampling tubes
It must also be noted that the atmosphere in an inerted tank or void space is safe with regard
to fire hazard but dangerous with regard to health. fUJ-e :. eipaGn,~ /cl,;flU~ tneH t. of .
(-J(/frrrf'1( 6y r0rbre -prl()JW"~ .
4.2.2 Anti-static measures tf MfA rf:.. .l /
/11e~t-= /J::J
(R.Ju(J. Q2 c0 .., r > v..sqJf.'j d t.i l,VV\
The most important counter measure that must be taken to prevent an electrostatic hazard is .,..,rzL J(r
to bond all metal objects together. Bonding eliminates the risk of discharges between metal
objects, which can be very energetic and dangerous. To avoid discharges from conductors to
earth, it is a normal practice to include bonding to earth (earthing or grounding).
On ships, bonding to earth is effectively accomplished by connecting metallic objects to the

metal structure of the ship, which is naturally earthed through the sea. Some examples of
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Module: Basic Tan ker Training (BIT) - Oil and Chemical Tankers Chapter 4 -
objects which might be electrically insulated in hazardous situations and which must therefore
be bonded are:
Ship/shore hose couplings and flanges if more than one length of non-conducting hose
or pipe is used in a string.
Portable tank cleaning machines .
Conducting manual ullaging and sampling equipment .
The float of a permanently fitted ullage device if it lacks an earthing path through the
metal tape.
The most certain method of bonding and earthing is by means of a metallic connection
between the conductors. This method should be used whenever possible, although for
electrostatic purposes an adequate bond can in principle be made using a material of
intermediate conductivity.
Certain objects may be insulated during tanker operations, for example:

a metal object such as a can floating in a static accumulating liquid
a loose metal object while it is falling in a tank during washing operations
Every effort should be made to ensure that such objects are removed from the tank, since there
is evidently no possibility of deliberately bonding them . This necessitates careful inspection of
tanks, particularly after shipyard repairs.
4.2.3 Ventilation system provided on oil and chemical tankers
The Ventilation exhaust ducts from gas-dangerous spaces should discharge upwards in
locations at least 10 m in the horizontal direction from ventilation intakes and openings to
accommodation, service and control station spaces and other gas-safe areas.
Ventilation intakes are arranged so as to minimize the possibility of recycling hazardous vapours
from any ventilation discharge opening. The Ventilation ducts are not to be led through engine-
rooms, accommodation, working spaces or ot~er similar spaces.
Ventilation fans should be approved by the Administration for operation in explosive

atmospheres when flammable cargoes are carried aboard the ship .
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Module: Basic Tanker Training (BTI) - Oil and Chemical Tankers Chapter 4
The voe Plan describes the specific arrangement, operations and conditions on board a crude
oil tanker with respect to the emission and ability to control voe emissions. This voe Plan is
not a safety guide and reference should be made to other publications to evaluate safety
hazards. The aim of the voe Plan is to identify the arrangements and equipment required to
enable compliance with MARPOL, regulation 15.6 of the revised Annex VI and to identify for
the ship"s officers all operational procedures for voe emission control.
The accommodation is located outside the cargo area superstructures as accommodation is

designed to minimize the possibility of entry of cargo vapour and that this design feature
should not be impaired in any way.
No entrances, air inlets or openings to the accommodation are to be facing the cargo
area.
Accommodation portholes and windows facing the cargo area, and those within a
certain distance from the cargo area, should be of the non-opening type.
All doors, portholes or windows in accommodation should be kept closed during
cargo operations
Mechanical ventilation and air-conditioning units supply air to accommodation spaces
all ventilation systems should be stopped or operated on internal circulation mode if
there is any possibility of cargo vapour being drawn into accommodation spaces
air intakes for accommodation and for the engine- room are subject to requirements
with respect to minimum distance from ventilation outlets of gas-dangerous spaces
access to accommodation or to the engine-room is subject to requirements with
respect to the minimum distance from the forward bulkhead of the accommodation
For the safety barrier concept to be successful, it is essential that the ship's staff follow the
safe operational practices
Purpose of tank venting systems and related equipment such as individual tank P/V valves,
common venting systems, and hi-velocity vents. ft1 liSS ,...,s-e,... h 1~ h-t >
/
Venting systems are required to meet the requirements of SOLAS. They are necessary for
achieving safety on board a tanker and it is essential that they are operated to meet their
design intent and that they are properly maintained.
To facilitate dilution of the hydrocarbon vapours into the atmosphere clear of the tanker"s
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Module: Basic Tanker Tra ining (BTT) - Oil and Chemical Tankers Chapter 4
deck, venting systems allow vapours to be released either:
At a low velocity, high above the deck from a vent riser; or,
At high velocity from a high velocity valve closer to the deck.
This facilitates dilution of the hydrocarbon vapours in the atmosphere clear of the tanker"s
deck.
Vents are sited in selected locations to prevent the accumulation of a flammable atmosphere
on the tank deck or around any accommodation or engine room housings Ship"s personnel
should be fully conversant with the operation and maintenance of all components of the
venting system and should be aware of its limitations in order to prevent over or under-
. pressurisation of the tank(s) the system is serving.
P/V valve settings are not to be changed without approval of the officer in charge
Venting may inadvertently occur at lower than the desired pressures.
4.2.4 Cargo segregation
Cargoes, residues of cargoes or mixtures containing cargoes, which react in a hazardous

manner with other cargoes, residues or mixtures, shall be
segregated from such other cargoes by means of a cofferdam, void space, cargo pump-
. room, pump-room, empty tank, or tank containing a mutually compatible cargo;
have separate pumping and piping systems which shall not pass through other cargo
tanks containing such cargoes, unless encased in a tunnel; and
have separate tank venting systems.
If cargo piping or cargo ventilation systems are to be separated, this separation may be
achieved by the use of design or operational methods. Operational methods shall not be used
within a cargo tank and shall consist of one of the following types:
removable spool-pieces
blank flanges at both ends of the pipeline.
Certain petroleum cargoes may be contaminated by failing to ensure that they do not come in
contact with other cargoes and prope r segregation techniques may prevent this contamination
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Module: Basic Tanker Training (BTI) -Oil and Chemical Tankers Chapter 4
Particular caution must be exercised to ensure that cargoes are not contaminated by way of
common venting systems and such contamination is prevented by group or independent
venting.
4.2.5 Cargo inhibition
Polymerization is the process of forming a polymer by combining large numbers of chemical

units or monomers into long chains. Polymerization can be used to make some useful
materials. Such as ropes, chairs, tables etc. However, uncontrolled polymerization can be
extremely hazardous. Some polymerization processes can release considerable heat and can
generate enough pressure to burst a cargo tank or can be explosive.
Some chemicals can polymerize on .their own without warning. Others can polymerize upon
contact with water, air or other common chemicals.
Inhibitors are normally added to chemical product cargoes to reduce or eliminate the
possibility of uncontrolled polymerization.
Most MSDS have a section called "Hazardous Polymerization" which indicates whether
hazardous polymerization reactions can occur.
An inhibited cargo certificate should be provided to the ship before a cargo is carried. The
action to be taken in case of a polymerization situation occurring while the cargo is on board
should be covered by the ship's emergency contingency plan.
4.2.6 Importance of cargo compatibility
Leakages through bulkheads occur at times in any tanker. Normally, however, such leakages are
only minor seepages. They will not cause any violent reaction due to the great disproportion in
mixture from dangerous proportions. The cargo tanks are to be gauged daily to ensure that
there are no inter tank leakages. In case the ullage in any tank is found to be increasing, the
cause is to be investigated. If it is due to a leakage, the space into which the cargo is going must
be identified.
The space must be checked for compatibility of the tank material with the cargo. Any other
cargo tank where this cargo may be transferred has to be identified. The leaking tank must be
transferred to such a tank. It is necessary for the ship master before taking such a decision to
considerall other options and in case it is not possible to transfer the cargo to compatible
tanks, the cargo MSDS must be referred to and methods to reduce the potential of the cargo to
cause damage to the vessel must be worked upon.
The contaminated cargo must be transferred separately into another tank, if available.

Module: Basic Tanker Training (BTI) - Oil and Chemica l Tankers Chapt er 4
No cargo shall be pumped overboard except as mentioned in case to save life or ship and all
options have been considered by the ship master only then jettisoning cargo can be considered.
Particular caution must be exercised to ensure that incompatible cargoes are not mixed by way
of common venting systems and such mixing is to be prevented using grouped or independent
venting
4.2. 7 Atmospheric control
Oil tankers using an inert gas system should maintain their cargo tanks in a non-flammable
condition at all times.
Tanks should be kept in an inert condition at all times, except when it is necessary for them to
be gas free for inspection or work, i.e. the oxygen content should be not more than 8% by
volume and the atmosphere should be maintained at a positive pressure.
The atmosphere within the tank should make the transition from the inert condition to the gas
free condition without passing through the flammable condition. In practice, this means that
before any tank is gas freed, it should be purged with inert gas until the hydrocarbon content of
the tank atmosphere is below the critical dilution line.
When a ship is in a gas free condition before arrival at a loading port, the tanks must be inerted
prior to loading.
In order to maintain cargo tanks in a non-flammable condition the inert gas plant will be
required to:
Inert empty cargo tanks

Be in operation during cargo discharge, deballasting (from a cargo tank), crude
oil washing and tank cleaning
Purge tanks prior to gas freeing
Top-up the pressure in the cargo tanks when necessary during other stages of
the voyage.
Do note that the protection provided by an inert gas system depends on the proper operation
and maintenance of the entire system.
It is also important to note that considerations are to be made even for accommodation spaces
and precautions against fire, when dealing with tank atmospheric control if cargo venting is
involved
4.2.8 Gas Testing
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Modul e: Ba sic Tan ker Traini ng (BIT) - Oil"and Chemical Tan kers Chapter 4
Carbon monoxide in the inert gas can be a potenti al hazard during gas freeing operat ion.
Further, carbon monoxide may not be easily displaced from the tank while gas freeing is on:
Other gasses that need to be monitored using gas equ ipment are oxygen, hydro-carbons,
sulphur dioxide etc. and certain toxic cargoes :
This area will be covered in detail during the lecture under Safety:,
4.2.9 Understanding of Information on Material Safety Data Sheet (MSDS)
MSDS is a document containing important inform at ion about a hazardous chemical (which may
be a hazardous substance and/or dangerous good) and must state:
a hazardous substance's product name

the chemical and generic name of certain ingredients
the chemical and physical properties of the hazardous substance
health hazard information
precautions for safe use and handling
The MSDS provides with the necessary information to assist in safely managing the risk from
hazardous substance exposure.
It is important that everyone in the workplace knows how to read and interpret a MSDS.
You wil_I be provided with examples of MSDS of va rious cargoes for you to obtain the necessary
information.
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CHAPTER 5
SAFETY
(Including Gas Detection Equipment)
OBJECTIVES
At the end of this topic, one should be able to
Describe the general working, use and upkeep of the following equipment:
1. Combustible gas indicator
2. Tank scope
3. Oxygen analyzer
4. Toxic gas detector

5.1 Function and proper use of Gas-measuring instruments.
Gas Indicators
In oil tankers, usually these instruments are used for the measurement of Hydrocarbon gas
concentration.
There are two types:
1. Catalytic Filament Combustible Gas indicator (CFCG} is used to measure HC gas in air at
concentration below LFL. ( % LEL)
2. Non catalytic heated filament gas indicator c,md Refractive Index meter - used for
measuring HC gas in excess of LEL or oxygen deficient (inerted) atmosphere.
Catalytic filament combustible gas indicator {CFCG)
Sensing element is catalytic metal filament heated by an electric current .

When a mixture of HC in air is drawn over the filament, gas oxidizes on the hot filament
and makes it hotter.
This increases the resistance and change of resistance provides a measure of
concentration of HC gas in the mixture.
Works on Wheatstone bridge with sensor element forming one arm of the bridge .
Deflection is shown on a scale calibrated to read 0 -100 % LEL.
Some instrument may have extended range of 1-10% LEL.
Follow Manufacturer's detailed instructions for the correct use and calibration .
Caution for use:

If concentration of HC is more than about twice the LEL, there is insufficient oxygen in
the mixture to burn the HC gas completely.
Due to above, needle will point to max reading on the scale and falls back to reading
near zero.
Continuous observation of the needle is necessary to avoid overlooking this kind of
response.
For the same reason, this instrument does not give reliable reading in inerted or
oxygen deficient atmosphere
Checks on CFCG indicator:
Check instrument prior use in fresh air .

Also check after renewing filament .
Calibrate as per manufacturer instructions
Check sensing lines for any leakages

Leak test by pinching aspirator if fitted.

Only instruments fitted with flashback arrestors in inlet and outlet of detector filament
should be used
No filters other than cotton filter to be used in inlet side.
Water trap or water absorbent material may be used if gas is very wet.
Non catalytic filament gas indicator

Sensing element is non catalytic hot filament.
Composition of surrounding gas determines the rate of loss of heat from the filament,
and hence its temperature and resistance.
Sensor filament forms one arm of Wheatstone bridge.
Reading is shown as% HC.
Not affected by gas concentration in excess of working range
Follow Manufacture's detailed instructions
Note reading under no flow condition and atmospheric pressure.
Refractive index meter
Initially zeroed with both chambers in air.

After passing the sample in one chamber, displacement of dark line is measured which
gives the concentration of the gas.
Calibrated for a particular HC gas and used for same mixture for measurement
Toxic gas detectors

Chemical indicator tubes
Sealed gas tube filled with proprietary filling designed to react with specific gas and to
give visible indication of concentration of that gas
Bellow type fixed volume displacement hand pump
Color change along the length is the measure of the toxic gas
Must follow manufacturer's detailed instruction for correct use
Pumps and tubes of same manufacture to be used
Cross sensitivity of one gas with other - to consult the manufacturer for detailed
guidance
Oxygen measurement
Required to know the atmosphere in an enclosed space or cargo tanks, whether inerted
or gas free
Most common type of oxygen analyzer in use are:
1. Paramagnetic sensor

2. Electrolytic sensor
3. Selective chemical absorption liquids
4. Paramagnetic sensors
Substances having a magnetic susceptibility greater than 0 are paramagnetic. They are
drawn into a magnetic field. (Substances having a negative magnetic susceptibility are
. diamagnetic. They are repelled out of a magnetic field) Magnetic susceptibility is the
degree of magnetization of a material in response to a magnetic field.
Electrolytic sensors
Oxygen content measured by output of an electrolytic cell

Oxygen diffuses through a membrane into the cell causing current to flow between two
special electrodes separated by a liquid or gel electrolyte.
Current flow is related to the oxygen concentration in the sample
Analyzer readings are directly proportional to the pressure in the measuring cell but
only small errors are caused by normal variations in atmospheric pressure.
Certain gases may affect the sensor and give rise to false readings.
S02 and oxides of nitrogen if concentration more than 0.25% by volume~
Mercaptans and H25 can poison the sensor if levels are greater than 1% by volume.
Poisoning does not occur immediately but over a period of time.
For such cases, reference to be made to manufacturer's instruction.
Chemical absorption liquids

A known volume of sample gas is brought in contact with a liquid which absorbs oxygen,
causing a volume change in liquid.
The relationship between these volumes is a measure of oxygen content in the sample.
Not recommended for checking oxygen level in ullage space due to high concentration
of hydrocarbon gases.
Personal oxygen meters
Capable of continuously measuring the oxygen content of the atmosphere

Employ an electrolytic sensor
Automatically provide an audible and visual alarm when atmosphere becomes deficient
in oxygen so as to give the wearer adequate warning of unsafe conditions
These should be tested at regular interval
Precautions for use of gas measuring instruments
1. Due to their vital importance, need to maintain and test carefully as per Manufacturer's
Ver 1.0 I July 2014 Page 4 of 25 Singapo re Maritime Academy

Chapter 5
Module: Basic Tanker Training - Oil and Chemical Tankers
instructions.
2. Each time an instrument is to be used, a check is made of batteries, zero setting and
calibration.
3. Monitor the function and response closely to get accurate reading
4. Material and condition of sample lines affect the accuracy of gas measurement.
5. Use only recommended hose types
6. Hoses used must be resistant to water
7. Cracked or blocked tubes, contaminated tubes with cargo residues - all affect readings,
so need to regularly inspect, check and replace sampling tubes if necessary.
8. Prior checking, the gas freeing fans or any inert gas blowers in .. use for the tank being
sampled must be stopped at least for 10 minutes prior using gas instrument.
9. 'Dead spots' in any enclosed space of cargo tanks - where ventilation or purging is less
than the average in the bulk of the tank. e.g. bottom of tank, corners as per structural
members etc
10. Sample lines to be long enough to reach these spots
11. Proper use of filters in the sampling line for filtering moisture - follow makers advice
closely as per supplied instruction booklet.
.
Multi gas detectors
In order to measure different types of gases in a gas sample, user need to use different
instruments for different gases. Eg if sample of gas is to be analyzed for hydrocarbon
concentration, oxygen and hydrogen sulphide concentration, user might have to use 2 or 3
different gas instruments and each one of them might have separate set of precautions to
follow. This can lead to user making errors in taking reading. Also, user need to be aware of
maintaining and calibrating different instruments.
In order to overcome this problem, Multi gas detecting gas instruments are becoming
increasingly popular onboard tankers which can give all the readings at the same time. Obvious
advantage to onboard personnel is that they have to just concentrate on maintaining lesser
equipment and also readings are less prone to errors. For the shipping companies, initial higher
cost of these instruments is offset by subsequent less maintenance cost in the long run.
Typical Multi gas instruments use 4 or 5 sensors which may measure any combination of
following gases depending on the types requested by the user.
HC% vol, HC%LEL, Oxygen, Hydrogen sulphide, Carbon monoxide, Benzene, Sulphurdioxide,
Mercaptan etc. ( / o n rn ) . ( ] f Pf'fl )
Some of the advanced function of these instruments include among others following features:
1. Automatic change over from HC %vol to HC %LEL when HC level is below 1% by volume
2. Capability to do self check and warn user of any malfunction in any gas sensor

Module: Basic Tanker Training - Oil and Ch em ical Ta nkers Chapter 5
3. Register date of calibration in memory for later use

4. Self calibration in fresh air eg for oxygen sensor.
5. Pre warning alarm if any measured values are approaching dangerous level. Safe level
can be pre programmed for each sensor by user.
Each of these gas sensors may be working on different principle eg catalytic sensors, infra red
sensors or electro chemical type.
Personal Multi gas instruments
These instruments are of same type as Multi gas instrument described above except they are
much smaller in size and can be carried by user entering any enclosed space. They can be of clip
type and can be worn by user on arm or clipped on belt.
Advantage is continuous monitoring at any area and give user immediate any warning of gas
pocket in any area which may not have been ventilated properly. This helps in added safety.
Fixed gas detection instruments
1. For pump rooms, accommodation, double bottom tanks, pipe tunnels etc
2. Sensing devices at multiple locations and central control station for monitoring
3. Use of vacuum pump
4. Use of infra red sensors
5. Readings analyzed in pre programmed cycle and alarms indicated if any value exceeds
safe gas levels
Ver 1.0 /July 2014 Page 6 of 25 Singapore Maritime Acad emy

Module: Basic Tanker Training - Oi l and Chemical Tankers Chapter 5
araaer
Multiwarn ll
Multi-gas monitor with IR sensor
Drager portable multi gas instrument

Riken Keiki personal multi gas instrument

DEL
(HC 10%
by vol) Chapter 5
Mo.du le: Basic Tanker Training- Oil and Chemical Tankers
(!) UseNpn
catalytic
heated
filament gas
indicator
, HC bvvol (Tankscope)
Flammable
zone
Use of Gas Instruments as per flammability diagram

UEL
(HC 10%
ModJig:rffi!!rconffi~PTraining- Oil and Chemical Tankers by vol)
Chapter 5
less than 8% by
vol.
.He by vol
Flammable
zone
2

5.2 Proper use ofsafety equipment and protective devices
5.2.1 Breathing Apparatus and Tank Evacuating Equipment

Breathing Apparatus
Whistle Cylinder Band Demand valve Positive

Pressure a'irhose Pressure
Gauge Air Mask
I
L
Fully adjustable
I
Press~re
I
Cylinder
I
Demand valve
polyester Reducing valve
harness valve and
cylinder
connector
Self Contained Breathing Apparatus
The air cylinder is normally attached to a carrier plate

secured by a strap.
The pressure reducing valve should reduce the air

pressure into the face mask to slightly above
atmospheric. This can be done in a single or 2-stage
reducing process.
Face masks vary slightly between manufacturers but

all have full visors and are fitted with an exhalation
valve and a speech diaphragm. In some cases,
provision for a radio microphone is also incorporated.
The face mask is normally fitted with an inner mask

that is made of softer rubber. When pressed lightly
against the face, it follows the contours and forms an
effective seal. The head harness has five straps that are tightened and locked by stainless steel
buckles.

The wearer must not remove the face mask while in a risked area. Removing the face mask in
such a situation may lead to death.
Pressure gauge should indicate the amount of air remaining at any given time. Wearer should
make it a habit of looking at it very regularly. Fire fighters should not be dependent on the
warning whistle as they may be very absorbed in situational circumstances that they cannot
hear it. The gauge should be in a position where it can be read conveniently and give an
adequate warning of low air supply (e.g. red zone at the end of the scale).
A warning whistle is always fitted but it does not relieve the wearer of his responsibility to refer
to their pressure gauge from time to time to assess the contents in their cylinder. The warning
should sound when only 20% of the air is remaining in the cylinder though this may vary from
manufacturer to manufacturer. It is therefore important to refer to maker's specifications on
this. Normally this warning sounds when there is about 10 minutes of air left.
Breathing apparatus
The type of breathing apparatus to be used when entering a space that is known to be, or
suspected of being deficient in oxygen or containing toxic gas or vapours .
Breathing apparatus should not be used underwater unless the equipment is suitable for the
purpose, and then only in an emergency.
An SCBA typically has three main components: a high-pressure tank (e.g., 150bar to 300 bar), a
pressure regulator, and an inhalation connection (mouthpiece, mouth mask or face mask),
connected together and mounted to a carrying frame.
Open-circuit industrial breathing sets are filled with filtered, compressed air, rather than pure
oxygen.
Typical open-circuit systems have two regulators; a first stage to reduce the pressure of air to
allow it to be carried to the mask, and a second stage regulator to reduce it even further to a
level just above standard atmospheric pressure. This air is then fed to the mask via either a
demand valve (activating only on inhalation) or a continuous positive pressure valve (providing
constant airflow to the mask).
An open-circuit has a fullface mask, regulator, air cylinder, cylinder pressure gauge, and a
harness with adjustable shoulder straps and waist belt which lets it be worn on the back. The
duration of the cylinder is approximate 35minutes working duration.
The relative fitness, and especially the level of exertion of the wearer, often results in variations
of the actual usable time that the SCBA can provide air.

Air cylinders are made of aluminium, steel, or of a composite construction' (usually carbon-fiber
wrapped.) The composite cylinders are the lightest in weight but they also have the shortest
lifespan and must be taken out of service after 15 years.
Air cylinders must be hydrostatically tested every 5 years for composite cylinders, and every 5
years for metal cylinders. During extended operations, spare filled cylinders must be-available
at the scene of incidents.
Maintenance
Planned Maintenance System

Air cylinders must be checked for any sign of damages and hydrostatically tested regularly for
safe usage.
Stowage
The cylinders are to be stowed in a dry and cool space so as to avoid any humid condition that
can cause corrosion.
Training
Crew should be given regular training so as to familiarise themselves with handling of the
breathing apparatus.
Air Line Breathing Apparatus

Face mask tight
Working pressure.
Low pressure alarm.
Airline clear of sharp projections.
Airline maximum length - 90metres.
Ample time to vacate (low pressure alarm).
Any doubt of equipment -vacate space immediately.
Cartrid~e or Canister Face Masks

Such un its will not protect the user against concentrations of hydrocarbon or toxic vapours in
excess of their designed parameters, or against oxygen deficiency, and they should never be
used in place of breathing apparatus.
It has an expiry date.
Hose Mask
(Fresh Air Breathing Apparat us)
Although this equipment may be found on some vessels, it is not recommended that it is NOT
used fo r enclosed entry.
Ver L O/ July 2014 Page 13 of 25 Singapore Maritime Academy

Module: Basic Tanker Training....:. Oil and Chemical Tankers Chapters
Resuscitators
It is recommended that resuscitators of an appropriate kind should be provided when any
person may be required to enter a dangerous space.
Checks that must be made to the SCBA before it is used and after it has been strapped on.
a) Condition of the mask; not damaged, not obscure, sealing in good condition
b) Tank is full
c) Pressure gauge in working condition
d) Regulating valve in working condition
e) Low-level alarm in working condition
Reasons for not remaining in a toxic atmosphere until the SCBA are empty.
a) Require minimum air to get out of the atmosphere
b) Toxic gas will get into the face mask
Pressure gauge is read at frequent intervals during use, and, action which must be taken
when the warning signal is given on a SCBA air pressure is low.
a) To ensure that there are still remaining air in the SCBA
b) To ensure that the gauge is in working condition
c) To give the wearer ample time to leave the place of danger.
d) When the low pressure alarm is activated, it is time for the person to get out of the
area.
Lifeline (100% nylon kernmantle rescue rope)

A rope used for connecting a firefighter/rescuer to a fixed anchor point or to another person.
It is also used as a communicating device.
Stretcher
Confined space rescue stretcher basket.
Tripod
Tripod to hoist the injured crew to the upper deck for further treatment.
Hand lantern
Hand lanterns provide bigger brighter light beam. They are normal explosion proof or
intrinsically safe; so that in case the lamp glass breaks, it will not be able to ignite the "explosive
atmosphere" or reignite the fire. If hand lanterns are not available, safety torch-lights can be
used.
Precautions to be taken when entering enclosed spaces
In the event that an entry rescue must be performed, rescue personnel will wear protective
clothing appropriate for the situation. This may include a self contained breathing apparatus
(SCBA), protective headgear and the use of explosion proof lighting (to prevent igniting any
gases). The rescuer may also wear a full body harness with an attached safety line, especially if

a vertical descent is required. To assist in vertical descents, a mechanical winch and tripod may
be set up over the access point, if the bottom of the confined space is more than five feet from
the entrance.
The rescuers may also carry monitoring equipment by which they can ascertain the quality of
the air in the environment. Even if the air quality reading does not indicate any hazardous
conditions, it is still recommended that rescuers wear SCBA.
5.2.2 Personal safety:
Workers must wear the protective equipment or clothing supplied when they are carrying out a
task for which it is provided, and follow appropriate instructions for use.
Personal protective equipment should always be checked by the wearer each time before use.
Workers should comply with the training they have received in the use of protective items, and
follow the manufacturer's instructions for use.
Types of equipment
Overalls, gloves and suitable footwear are the proper working dress for most work about ship
but these may not give adequate protection against particular hazards in particular jobs.
Specific recommendations for the use of special personal protective equipment will also be
needed for such special protection will be identified by the risk assessment carried out by the
officer in charge at that particular time.
Personal protective equipment must always be selected according to the hazard being faced
and the kind of work being undertaken, in accordance with the findings of the risk assessment.
Personal protective equipment can be classified as follows:

Head protection; Safety helmets, bump caps hair protection.
Hearing protection; Ear muffs, ear plugs.
Face and eye protection; Goggles and spectacles, facial shields.
Respiratory protective; Dust masks, respirators, breathing equipment apparatus.
Hand and foot protection; Gloves, safety boots and shoes.
Body protection; Safety suits, safety belts, harnesses, aprons, high visibility clothing.
Protection against drowning; Lifejackets, buoyancy aids and lifebuoys.
Protection against hypothermia; Immersion suits and anti-exposure suits.
Head protection
Safety Helmets
Safety helmets are most commonly provided as protection against falling objects. They can also
protect against crushing or a sideways blow, and chemical splashes.

Module: Basic Tanker Train ing -'- Oil and Chemical Tankers Chapter 5 .
Since the hazards may va!y,it will be appreciated that no one type of helmet would be ideal as
protection in every case. Design details are normally decided by the manufacturer whose
primary consideration will be compliance with an appropriate standard. The standard selected
should reflect the findings of the risk assessment.
Safety equipment should be used in accordance with manufacturers' instructions.
Hearing protection
All persons exposed to high Ieve ls of noise, eg in machinery spaces, should wear ear protection
of a type recommended as suitable for the particular circumstances. Protectors are of three
types - ear plugs, disposable or permanent, and ear muffs.
The simplest form of ear protection is the ear plug. This type however has the disadvantage of
limited capability of noise level reduction.
Ear plugs of rubber or plastic also have only limited effect, in that extremes of high or low
frequency cause the plug to vibrate in the ear canal causing a consequential loss in protection.
It may be difficult to keep re-useable ear plugs clean on a ship, and disposable ear plugs are
recommended. Ear-plugs should never be used by anyone with ear-trouble, without medical
advice.
In general, ear muffs provide a more effective form of hearing protection. They consist of a pair
of rigid cups designed to completely envelope the ears, fitted with soft sealing rings to fit
closely against the head around the ears. The ear cups are con.n ected by a spring loaded
headband (or neck band) which ensures that the sound seals around the ears are maintained .
Different types are available and provision should be made according to the circumstances of
use and expert advice.
Face and eye protection

The main causes of eye injury are:
(a) infra-red rays - gas welding;
(b) ultra-violet rays - electric welding;
(c) exposure to chemicals;
(d) exposure to particles and foreign bodies.
Protectors are available in a wide variety, designed to international standard specifications, to
protect against these different types of hazard.
Ordinary prescription (corrective} spectacles, unless manufactured to a safety standard, do not
afford protection. Certain box-type goggles are designed so that they can be worn over
ordinary spectacles.
Ver 1.0 / July .2014 Page 16 of 25 Singa po re M ariti me Academy

Respiratory protective equipment

Respiratory protective equipment is essential for protection when work has to be done in
conditions of irritating, dangerous or poisonous dust, fumes or gases. There are two main types
of equipment which perform different functions:
(a) a respirator filters the air before it is inhaled;
(b) breathing apparatus supplies air or oxygen from an uncontaminated source.
Advice on selection, use and maintenance of the equipment is contained in the relevant
Standard. This should be available to all those concerned with the use of respiratory protective
equipment on board ship
It is most important that the face-piece of respirators and breathing apparatus is fitted correctly
to avoid leakage. The wearing of spectacles, unless adequately designed for that purpose, or of
beards is likely to adversely affect the face seal. This is a particularly important
consideration in emergency situations.
Respirators
The respirator selected must be of a type designed to protect against the hazards being met.
(a) The dust respirator gives protection against dusts and aerosol sprays but not against gases.
There are many types of dust respirator available but they are generally of the ori-nasal type, ~
i.e. half-masks covering the nose and mouth. Many types of light, simple face masks are also
available and are extremely useful for protecting against dust nuisance and non-toxic sprays but
should never be used in place of proper protection against harmful dusts or sprays.
(b) The positive pressure powered dust respirator incorporates a battery-powered blower unit,
connected by a tube to the face-mask to create a positive pressure in the face-piece. This
makes breathing easier and reduces face-seal leakage.
(c) The cartridge-type of respirator consists of a full face-piece or half mask connected to a
replaceable cartridge containing absorbent or adsorbent material and a particulate filter. It is
designed to provide protection against low concentrations of certain relatively non-toxic gases
and vapours.
(d) The canister-type of respirator incorporates a full face-piece connected to an absorbent or
adsorbent material contained in a replaceable canister carried in a sling on the back or side of
the wearer. This type gives considerably more protection than the cartridge type.
The filters, canisters and cartridges incorporated in respirators are designed to provide
protection against certain specified dusts or gases.
Different types are available to provide protection against different hazards and it is therefore
important that the appropriate type is selected for the particular circumstances or conditions
being encountered. It must be remembered, however, that they have a limited effective life
and must be replaced or renewed at intervals in accordance with manufacturers' instructions.
RESPIRATORS PROVIDE NO PROTECTION AGAINST OXYGEN DEFICIENT ATMOSPHERE.

They should never be used to provide protection in confined spaces such as tanks, cofferdams,
double bottoms or other similar spaces against dangerous fumes, gases or vapours.
Only breathing apparatus (self-contained or airline) is capable of giving protection in such
circumstances.

Module: Basic Tanker Training- QI! and Chemical Tankers Chapter 5
5.3 Basic knowledge of safe working practices and procedures in accordance with
legislation and industry guidelines relevant to oil and chemical tankers
Introduction
All cargoes are treated with care on a tanker.
Standard operating procedures must be followed for handling of the cargo.
Be aware of the type of cargo that is carried on the ship.
All personnel must have valid licences for qualification and certificates for the ship type.
Familiarisation
All personnel must cover the following:-
Safety and quality responsibility
SOLAS
MAR POL
Drug and alcohol policy
Flammability
The main risk involved in crude oil and petroleum products is their flammability. Risks are also
caused by the density and toxicity of the volatile gases.
Ability to burn easily. Easily set on fire.
Mixtures of flammable gases and air will burn only when they are mixed in certain
concentrations. If too much fuel is present in the mixture, there will not be enough oxygen to
support the combustion process; if too little fuel is present in the mixture, there will not be
enough fuel to support the combustion process. The range of gas-air mixtures that will burn
varies from one fuel to another.
Every precaution must be taken to eliminate the risk of fire.
Only smoke in areas designated for smoking.

, .:
Module: Basic Tanker Training :._ Oil and Chemical Tankers Chapter 5
Matches and cigarette lighters are prohibited outside the accommodation.
Only safety torchlights are allowed to be used on deck.
Any equipment such as mobile phone, recorders, cameras including not intrinsically safe
equipment are not allowed to be used on deck.
Only use approved hand and power tools.
Static Electricity
Occurs when two ma.terials rub against one another.
Static charges build up on the surface of material.
Sufficient build-up leads to discharge,
E.g. fuel bunker lines, metal railings, combing of hair.
Flammable and Toxic Gas
Flammable or toxic gases may be present
even after the loading or discharging of volatile or toxic cargo
even after gas freeing .
If a space has been declared gas free, it means that the space was free at the time of
measuring.
The space does not remain gas free and safe in all circumstances. In such circumstances regular
measuring must take place.
Flammable or toxic gases may occur
when tank coating material which is peeling off is moved
after the heating coil has been opened
when a pipeline or a valve is opened
when a cargo pump is opened
when the cargo vent outlets are opened
whenever there is cargo residue in the tank, especially when it is moved .

Module: Basic Tanker Training _ Oil and Chemical Tankers '
Chapter 5
Flammable or toxic gases may be in _spaces into which flammable -or toxic cargo may have
leaked. Such spaces _
include . . .
pumprooms
cofferdams
ballast tanks
tanks equipped with a double bottom
empty spaces adjacent to cargo tanks .
B~fore a tank is opened, the pressure inside
the tank must be released carefully .
Inert Gas
Inert gas is uptake gas generated by the ship's boilers the oxygen content of which is
approximately 2 - 4%. Inert gas is used for reducing the oxygen content of cargo tanks to make
combustion impossible.
Inert gas is hazardous if inhaled.
Tank and Enclosed Spaces
The hazards of entering enclosed spaces.
Limited openings for entry and exit
Unfavourable natural ventilation
Not designed for continuous worker occupancy
Restricted access that is not subject to continuous ventilation and in which the
atmosphere may be hazardous due to the presence of hydrocarbon gas, toxic gases, inert gas or
oxygen deficiency.

Tanks, including IGS scrubbers, water seals and any machinery that is not routinely
ventilated.
What is a confined space?
Is large enough and so configured that an employee can enter bodily and perform work;
Has limited or restricted means of entry or exit;
Is not designed for continuous human occupancy.
Examples:-
Tanks Manholes Boilers Furnaces Sewers
Silos Hoppers Vaults Pipes Trenches
Tunnels Ducts Bins Pits
Potential Hazards in Confined Spaces
Oxygen Deficiency
<19.5% or >23.5% oxygen concentration
Combustibles
Methane
Hydrogen
Acetylene
Propane
Gasoline fumes
Toxic Materials
Carbon Monoxide
Hydrogen Sulfide
Welding fumes
Corrosives
Electricity
Ver 1.0 / .luly 2014 Page 21of25 Singapore Maritime Academy

Mechanical Hazards
Mixers
Crushers
When determining whether a space can be regarded as dangerous it should be remembered

that any space deprived of regular and constant ventilation can become 11 dangerous". This
could include spaces which would not normally be regarded as such. Some places which fall
within the definition of a "Dangerous Space" may be so only occasionally, perhaps due to the
type of work to be undertaken, for example, a compartment during spray painting. A
"Dangerous Space" may not necessarily be enclosed on all sides, for example ships' holds may
have open tops, but the nature of the cargo makes the atmosphere in the lower hold
dangerous. Such places are not usually considered to be Dangerous Spaces but may become so
because of a change in the condition inside or a change in the degree of enclosure or
confinement, which may occur intermittently.
Personnel need to be aware of any space onboard a ship that has not been opened for some
time.
This is not an exhaustive list and awareness of potential risks is necessary for all spaces onboard
ship. If in any doubt, such a space should be regarded as dangerous and appropriate action
taken.
Should there be any unexpected reduction in or loss of the means of ventilation of those spaces
that are usually continuously or adequately ventilated then such spaces should also be dealt
with as dangerous spaces.
When it is suspected that there could be a deficiency of oxygen in any space, or that toxic
gases, vapours or fumes could be present, then such a space should be considered to be a
dangerous space.
Drills and Rescue from Dangerous Spaces
There is a statutory requirement for drills simulating the rescue of an incapacitated person from
a dangerous space to be carried out every two months. Each drill should be recorded in the
official log book. A drill should normally be held soon after significant changes in crew
members.
Any attempt to rescue a person who has collapsed within a space should be based on a pre-
arranged plan, which should take account of the design of the individual ship. Allocation of
personnel to relieve or back-up those first into the space should be borne in mind.
Regular drills should prove the feasibility of the ship's rescue plan under different and difficult
circumstances. The space should be made safe or, for operational convenience, a non-

dangerous space may be use.d, provided . that it p_rovides realistic conditions for an actual
rescue.
If there are indications that the person in the space is being affected by the atmosphere, the
person outside the space should immediately raise the alarm.
ON NO ACCOUNT SHOULD THE PERSON STATIONED AT THE ENTRANCE TO THE SPACE ATTEMPT
TO ENTER IT BEFORE ADDITIONAL HELP HAS ARRIVED. NO ONE SHOULD ATTEMPT A RESCUE
WITHOUT WEARING BREATHING APPARATUS AND A RESCUE HARNESS AND, WHENEVER
POSSIBLE, USE OF A LIFELINE.
Assisting a casualty
Anyone on board ship may find a casualty, and everyone should know the basic priorities for
action, the positioning of an unconscious casualty and how to give artificial respiration. These
actions may save life until more qualified help arrives.
Personnel encountering a casualty should first ensure that they are not themselves
at risk.
If necessary the casualty should be removed from danger, or danger removed from
the casualty- BUT SEE BELOW ON CASUALTIES IN AN ENCLOSED SPACE
If there is only one unconscious casualty (irrespective of the total number of casualties)
- immediate basic treatment should be given to the unconscious casualty;
- then help should be summoned.
If there is more than one unconscious casualty
- help should be summoned first;
- then appropriate treatment should be given, priority being given to any casualty
with stopped breathing/heart.
If the unconscious casualty is in an enclosed space:
- Personnel MUST NOT enter the enclosed space unless they are a trained member
of a rescue team acting upon instruction.
- Help should be summoned and the master informed.
- It must be assumed that the atmosphere in the space is unsafe. The rescue team

must not enter unless wearing breathing apparatus
- Separate breathing apparatus or resuscitation equipment should also be fitted on
the casualty as soon as possible.
- The casualty should be removed quickly to the nearest safe adjacent area outside
the enclosed space unless his injuries and the likely time of evacuation makes
some treatment essential before he is moved.
Should it be necessary to remove injured persons from a hold, the best available method
should be adopted but where practicable all access open ings should be opened and the
following equipment used where available:
(a) a manually-operated davit, suitably secured over the access opening;
(b) a cage or stretcher fitted with controlling lines at the lower end.
Casualties who have been exposed to a hazardous chemical should rest quietly and be observed
for at least 24 hours, in case any complications arise.
5.3.1 Precautions to be taken when entering enclosed spaces
In the event that an entry rescue must be performed, rescue personnel will wear protective
clothing appropriate for the situation. This may include a self contained breathing apparatus
(SCBA), protective headgear and the use of explosion proof lighting (to prevent igniting any
gases). The rescuer may also wear a full body harness with an attached safety line, especially if
a vertical descent is required. To assist in vertical descents, a mechanical winch and tripod may
be set up over the access point, if the bottom of the confined space is more than five feet from
the entrance.
The rescuers may also carry monitoring equipment by which they can ascertain the quality of
the air in the environment. Even if the air quality reading does not indicate any hazardous
conditions, it is still recommended that rescuers wear SCBA.
5.3.2 Precautions to be taken before and during 11 repair and maintenance" work in a gas
dangerous area
Before work, the conditions of working area, such as the density of inflammable gas and fire,
shall be positively managed, and the work shall be started after necessary safety of the work is
confirmed.

5.3.3 Safety measures for hot and i:old work
Confirming the working area
Anti-Electrostatic personal protective equipment for the crew
Permiss.i on of Hot Work- gas-free (at least 30 metres radius)
Use of Explosion-proof Type Electric Torch equipment
Use of Hand Tools (sparkproof)
Minimum tools required for the work
Fire-fighting equipment
5.3.4 Electrical safety precautions
Visitors should be cautioned about the restricted use of Non-Approved Type of portable
electrical equipment in the Dangerous Area oh the Tanker.
Use of Electric appliances in private cabins, other than Entertainment systems, Calculators,
Camera equipment and Electric razors are prohibited.
Hand Held UHF/ VHF portable transceivers must be of intrinsically safe type.
Other equipment, including, but not limited to Portable radios, Tape recorders, Electronic
calculators, Portable telephones or pagers, etc unless of Intrinsically Safe Type, shall not be
used on the cargo tank deck, or in areas where flammable gas may be present.

Chapter 6
Fire Safety and Firefighting operations
OBJECTIVES
At the end of this chapter, students should be able to
Understand oil and chemical tanker fire response organisation and action to be taken
Fire hazards associated with cargo handling and transportation of hazardous and
noxious liquids in bulk
Firefighting agents used to extinguish oil and chemical fires
Fixed firefighting foam operations
Portable firefighting foam operations
Fixed dry chemical powder operations
Spill containment in relation to firefighting operations
Ref. Books: International Safety Guide for Oil Tankers and Terminals {ISGOTT), 5th edn.
Chemical tanker: notes/ Captain Vladimir Kunichkin. Kunichkin, Vladimir.

London : Seamanship International, c2006.
Ref. Videos: Basic firefighting [videorecording]: lives on the line / Maritime Training
Services. Seattle, Wash: Maritime Training Services, c2011.

Module: Basic Tanker Training (BTT) - Oil and Chemica l Tankers
Chapte r 6
6.1 Oil and Chemical Tanker fire response organisation
All tankers must have response organisation and procedures ready for immediate
implementation in the event of fire or emergency. Procedures must anticipate & cover all types
of fire and emergencies which might encountered in particular activities of tanker.
Responds to a Fire and other emergencies such as cargo hose or pipeline burst, cargo overflow,
pump room flooding, men overcome by gas, breakouts of vessels, weather phenomena or
blackouts. The response must include the deployment of fire-fighting equipment, and medical
first aids such as resuscitator & stretchers, and details of means of escape or exit.
The Master & officers should consider what they would do in the event of various types of
emergencies, such as fire in cargo tanks, fire in engine room, fire in accommodation, the
collapse of a person in a tank, ship breaking adrift from her berth, emergency release of a
tanker from her berth etc.
The following information must be readily available for fire and emergency on tankers:
Type of cargo, amount and disposition.

Whereabouts of other hazardous substances.
General arrangement plan.
Stability information.
Fire-fighting equipment plans.
Reporting location for personnel involved.
Emergency organisation giving specific duties of each person.
Communication systems.
Control centres.
An inventory, including location details, of emergency equipment.
6.1.1 Emergency Organisation
The fire and emergency response plan must be set up and readily operational for the purposes
1. Raise the alarm.

2. Locate & assess the incident & possible dangers.
3. Organise manpower and equipment
The possible manpower distribution of an Emergency organization:
1. Command centre;
2. Emergency Party;
3. Backup Party;
Ver 1.0 I July 2014 Page 2 of 15 Singapore M ariti me Acade my

4. Roving Party;
5. First aid Party.
The designated assembly point assigned is documented & understood must all officers and
crew onboard. The personnel not directly involved in fighting the fire and emergencies will be
assigned to other duties or standby to act as required.
6.1.2 Ship's Fire Alarm Signal
At terminal, the fire and emergency alarms consists of a series of long blasts on the ship's
whistle (not< 10 sec) or by some other locally required signal. The Firefighting equipment plans
must be permanently displayed and readily available at access points to the ship when in port.
The Inspection & Maintenance of the fire and emergency equipment must be carried out
frequently & be ready for any immediate use. Training & Drills are conducted regularly to
prepare ship personnel for the actual & real situation and also to familiarise them to the
location, numbers of various equipment used, the location of vents and exits as well as the ~-'
location of fire-station & alarm panels & etc.
6.2 Actions for fire and emergencies
The following are the actions that should be taken for various types of fire and emergencies on
a tanker. Practical demonstrations and drills following the contingency plans developed should
be regularly conducted to familiarize all onboard with emergency response.
6.2.1 Pump room or enclosed space rescue
1. Sound emergency alarm, cease cargo operation, if alongside, notify terminal and call for
medical assistance .
2. Emergency team response with following equipment: SCBA, Communication, gas
detecting equipment, First aid/resuscitator/stretcher, EEBD, fire fighting gear.
3. Check pump room or enclosed space ventilation
4. Prepare harness and life line
5. Test atmosphere
6. If atmosphere is unsafe:
Rescue personnel with SCBA descend to area with harness rigged for possible
casualty evacuation
Place casualty in harness and assist him with EEBD
Hoist casualty up, safe from any obstructions
Administer first aid till handed over to medical team
Determine cause and take corrective actions
Ver 1 .0 /July 2014 Page 3 of 15 Singapore Maritim e Academy

Module: Basic Tanker Training (BTI) - Oil ~nd Chemical Tankers Chapter 6
If atmosphere is safe,
Rescuers proceed to the victim with necessary First aid, EEBD and harness .
Lift casualty out of pump room using harness
Administer first aid till handed over to medical team .
6.2.2 OIL SPILL
1. Raise emergency alarm

2. Stop any cargo or tank cleaning operation
3. Secure all valves
4. If tank over spill, shift excess cargo to suitable tank. If pipe failure, isolate the affected
section. For hull failure, empty the tank to other intact tank and reduce inert gas
pressure in the affected tank.
5. Notify shore facility.
6. Restrict access to affected area and deploy personnel for clean up or containment of
spill.
7. Eliminate ignition sources and keep fire fighting equipment ready.
8. Vessel personnel with appropriate protective equipment and respirator start clean up
9. Shore team deploys resources for containing spill around the vessel, if any.
10. Inform company representative regarding co-ordination between various external
parties.
6.2.3 GROUNDING
1. Assess the condition of the vessel, carefully inspect the water around the vessel to
determine if any compartment is damaged, allowing cargo to leak or water to flood
2. Check and monitor cargo tank ullages
3. Take soundings of all compartments including engine room tanks.
4. Monitor vessel for any change in trim or list.
5. Maintain positive stability of the vessel
6. Consult vessel response plan or ship board contingency plan and make necessary
notification to appropriate authorities
7. Display appropriate day signal and inform any vessel traffic of the situation
8. If vessel leaking any cargo, be aware of danger of vacuum developing in tanks and
distortion in deck plating
9. Eliminate any source of ignition
10. Reduce inert gas pressure to minimize oil outflow
11. Isolate the affected tanks by closing all valves
12. Transfer to a suitable tank to prevent outflow
13. Take soundings around the vessel to determine where the hull is touching bottom
14. Take weather report, check tidal conditions and type of sea bottom
15. Consult with company/salvage experts to take appropriate action to minimize further
Ver 1.0 I July 2014 Page 4of15 Singa pore Maritime Academy
damage
16. Action to be based on to minimize environmental damage
17. Assist the spill response personnel and salvage personnel by providing necessary
information.
6.2.4 COLLISION
In the collision, where one or more cargo tanks are breached:
1. Sound emergency alarm, muster all hands and account for the entire crew
2. Firefighting gear should be ready due to heightened risk of fire
3. Assess damage and check cargo tank ullages and sound all the compartments in the ship
4. Notify appropriate authorities, consult contingency plans for appropriate actions to
minimize damage
5. Do not attempt to separate the vessels until condition of stability for each vessel has
been assessed.
6. Consult company/salvage experts for most prudent action '
7. Monitor vessel's trim and list conditions
8. Assist fire fighting and spill response teams as required
9. Obtain weather forecast, tides and tidal information.
6.2.S FIRE - GENERAL GUIDELINES
1. Sound the alarm and muster

2. Evaluate the fire
3. Establish the method of attack ( Direct or indirect)
4. Get the fire under control
5. Extinguish the fire
6. Keep life boats ready to abandon ship, if required
7. Guard against re-ignition
8. Assist casualties as required
9. Investigate the cause and take corrective action
6.2.6 FIRE - CARGO PUMP ROOM
1. Sound the alarm, notify shore authorities if alongside, cease all cargo operation
2. Isolate and secure all the cargo and ballast compartments.
3. Request assistance of shore side fire department
4. Muster and account for all hands
5. Fire fighting teams cool the entrance to pump room and secure ventilation to pump
room
6. In an indirect method of extinguishing fire, continue to cool the exposure, seal all doors

Module: Basic Tan ke r Trainin g (BTI) - Oil and Chemical Tan kers Chapter 6
and vent covers, monitor adjacent spaces. Activate fixed fire fighting system and
monitor temperature.
7. In direct attack for small fire, most probably n bilge area, tackle using water spray or
portable fire extinguisher
8. Continue cooling the bulkhead until the fire is out
9. Maintain a fire watch.
6.3 Fire hazards associated with cargo handling and transportation of hazardous NLS in bulk
Chemical cargoes may present a fire hazard which will be determined by the flashpoint, boiling
point, flammability limits and auto-ignition temperature of the product. The marine pollution
hazard will be dependent on several factors that include bioaccumulation and the at tendant
risk to aquatic life or human health . In addition, release into the marine environment may
cause damage to living resources, hazard to human health and consequent reduction of
amenities. The air pollution hazard posed by release into the atmosphere may categorised by
the emergency exposure limit (EEL) of the substance.
IBC code Chapter 16 provides Operational requirement for handling of chemical cargo. The cargo
information which is required to be onboard and should provide full information for safe carriage
of the cargo should include:
1. Full description of physical and chemical properties including reactivity

2. Compatibility with other materials
3. Action to take in case of spill or leaks
4. Countermeasures for accidental personal contacts
5. Firefighting procedures and fire extinguishing media
6. Procedures for cargo transfer, tank cleaning, gas freeing and ballasting
7. Whether the chemical is stabilized
6.3.1 Compliance with the regulations:
To ensure compliance with the regulations (MARPOL and IBC code), the following documents are
checked by the Administration for control purpose
1. Procedure and arrangement manual ( P & A Manual )

2. Cargo record book
3. Certificate of fitness issued under IBC or BCH code
6.3.2 Procedure and Arrangement Manual:
Required as per IBC Code Regulation 16A.3, quoted below:
Ver 1.0 /July 2014 Page 6 of 15 Si ngapore Maritime Aca demy

Each ship should be provided with a Procedure and Arrangement manual developed for the ship in
accordance with the provisions of the Standards for P & A for the discharge of NLS and approved
by the administration. (specified in Marpol 73/78 Annex II ). Each ship should be fitted with the
equipment and arrangement identified in its P & A Manual.
6.3.3 Information contained in P & A manual:

Standard format
Part 1:
1. Main feature of Marpol 73/78 Annex II

2. Description of ship's equipment and arrangement
3. Cargo unloading procedures and tank stripping
4. Procedures relating to the cleaning of cargo tanks, the discharge of residues, ballasting and
deballasting
5. Information and procedures
6.4 Firefighting agents used to extinguish oil and chemical fires
Vapour given off by a flammable liquid will burn when ignited provided it is mixed with certain
proportions of air, or more accurately with the oxygen in air. Combustion of a vapour-and-air
mixture results in a very considerable expansion of gases which, if constricted in an enclosed
space, can raise pressure rapidly to the point of explosive rupture. Some cargoes evolve
flammable vapour at ambient temperatures, others only at higher temperatures or when
heated. The fire risk presented by a flammable cargo depends upon the oxygen content of the
atmosphere above it.
Fire prevention is one of the most essential safety measures on board a chemical tanker. If a
fire occurs, the action taken in the first few moments is vital. The man on the spot should raise
the alarm and assess the situation. The minimum requirements for any ship's firefighting
equipment are laid down by the flag administration. The regulations are generally based on the
principles of the International Convention for the Safety of Life at Sea (SOLAS} and, for ships
certified to carry dangerous chemicals, on the IMO Bulk Chemical Codes. It is essential to
maintain equipment to a high standard.

Module: Basi c Ta nker Tra ining {BIT) - Oil and Chemical Tankers Ch apter 6
Source: w w w .fipib c.ca

Fire Triangle
Fire requires a combination of three elements: fuel, oxygen and heat or a source of ignition,
and chemicals need the same combination in order to burn . The principal means of controlling
and extinguishing a fire is to remove one or more of the elements, either by removal of the
fuel, by cooling, or by excluding a supply of oxygen (air). But in chemical fires, the source of
ignition may be heat from a reaction within the chemical itself or from a reaction after mixing
chemicals. A supply of oxygen may be released from the chemical through heating by the fire .
So firefighting will be made more difficult. Without doubt, the best course is to prevent any fire
occurring.
Some liquid chemicals have properties which necessitate firefighting techniques that differ
from those used on simple oil fires. The following list indicates some of these properties:
Some chemicals are soluble in water and at certain concentrations may be flammable;
Chemicals which are soluble in water will generally destroy normal foam, so alcohol resistant
or dual purpose foam is required;
Some chemicals are heavier than, and insoluble in, water: they can be smothered by a blanket
of water, provided application is gentle;
Some chemicals react with water to produce heat and thus give off increased amounts of
flammable (and in some cases toxic) gases;
Some chemicals evolve large volumes of toxic vapours when heated;
Some chemicals form othe rwise unexpected toxic vapours when burning;
The comparatively low auto-ignition temperature of some ch emicals increases the chance of
re- ignition.
Ver 1.0 I Ju ly 2014 Page 8 of 15 Singapore Marit ime Aca demy

Module: Basic Tanker Training (BTI) - Oi l and Chemical Tankers Chapter 6
The cargo safety data sheet for a chemical will draw attention to these unusual properties and
indicate the correct firefighting medium and special precautions for fire fighters.
6.4.1 Fixed extinguishing system deployed on tankers are:
1. Carbon dioxide system for machinery space and/ or pump room

2. Foam system for machinery space, pump room and cargo spaces
3. Sprinkler system for cooling deck and accommodation in gas tankers
4. Fire main system using sea water
5. Inert gas system
6.4.1.1 Portable extinguishers are:

1. Water type for Class A fire
2. Foam type for oil fires
3. Carbon dioxide type
4. Dry chemical powder
5. AFF (Aqueous film forming) type for certain chemicals
6.4.1.2 Mobile fire extinguishing equipment:
These are portable extinguishers placed on wheels; these are bigger than 9-litre
portable fire extinguishers. Mobile apparatus are > 9 litre but< 13.5 litre.
Types:
Carbon dioxide cylinders
Powder containers with propellant gas
Foam making equipment
6.4.1.3 Fighting oil fires:
Foam is an efficient agent for extinguishing most liquid petroleum fires. Foam should be applied
so as to flow evenly and progressively over burning surface, without undue agitation. Volatile
oil fires of limited size can be extinguished by wat er fog or water spray. Dry chemical powder is
also effective in such case.
6.4.1.4 Fighting chemical fires:
MSDS (Material safety data sheet} must be consulted to know the appropriate extinguishing
agent. Publications such as IBC/BCH code, IMDG code for details regarding extinguishing media
and procedures as per ICS Tanker Safety guide (chemicals} must be used as guidance while
prepari ng contingency plans for such events.
Ver 1.0 / July 2014 Page 9 of 15 Singapore Maritime Academy

Module: Basic Tan ke r Training (BTI) - Oil and Chemical Tankers Chapter 6
6.5 Water extinguishing method for tankers
Vessels including tankers are fitted with means for firefighting with water. Water is, however,
not very effective in extinguishing fires but is used as a cooling medium in connection with dry
powder or other methods of fire fighting in order to avoid dangerous "back flash. Water fog and
jets serves as an excellent heat radiation shield in front of the firefighter. Never direct a solid jet
of water on to a burning liquid surface, the effect will only be that burning liquid is splashed
around, thereby making the fire bigger. Water fog shall be applied with a strategy of chasing
the fire successively away from the firefighter. The fog may be swung from side to side to cover
a wide front of attack.
6.6 Foam extinguishing method for tankers
Foam extinguishing is provided on many chemical tankers and on a majority of modern large
crude oil carriers. Of all the extinguishing methods in the IMO Code foam is preferred, but the _ .
use of dry powder is generally accepted as an equivalent method. Water soluble chemicals, e g.
acetone, alcohols, have a tendency to break down conventional foams and render them in
effective. Chemical tankers should therefore be provided with alcohol- resistant foam ( "alcohol
foam").
Foam is a good method for fire prevention: a deck area or a free cargo liquid surface can be
protectively foam covered if there is a danger of fire. If a liquid surface is to be foam covered:
direct the foam onto a bulkhead or other vertical surface and let it spread from there and float
out to cover the entire liquid surface. The foam operator may have to be shielded against heat
radiation by means of a water spray.
Ver 1.0 /Ju ly 2014 Page 10 of 15 Singapore Maritime Aca demy

Example of system application for cargo tank deck:
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Source: www.wilhelmsen .com

Fixed foam system
6.7 Dry powder extinguishing tankers
Many new chemical tankers use dry powder extinguishing system as the main fire fighting
method in the cargo tank extinguishing area. There are to be found centralized powder systems
and the release boxes and hose reels are strategically located on deck so that any point can be
reached by two hoses, each being usually max 25 m length.
The IMO-Code accepts dry powder as equivalent to foam. The extinguishing effect of dry
powder originates mainly from an inhibiting effect on the combustion. The smothering and
cooling effects are small. Dry powder has a particularly good extinguishing effect on larger
volumes of burning gases and strongly vapourizing liquids, as compared with other means of
firefighting. But it has virtually no cooling effect on any steel, cargo liquid or other matter that
has become heated from the fire. Once the flames have been thrashed out with dry powder
there is a great risk for a fire back flash which can be more violent than the original fire. At a
major fire therefore, the fire area should be cooled down with water fog as much as possible
prior to application of powder.
Common types of dry powder have a tendency to break down a foam layer. Therefore the two
methods should be avoided being used together. Some new powders are claimed not to have

Module: Ba si c Tan ke r Train ing (BTT) - Oil and Chem ical Tan kers . Chapter, 6
this deteriorating effect on foam. Always place two dry powder extinguishers at hand on deck
aft of the cargo manifold, when loading /unloading.
6.8 Total flooding extinguishing system for fire protection onboard chemical tankers
6.8.1 Use of C02
Many chemical tankers have a C02 "total flooding" system for the cargo pump rooms. This is a
most effective method for extinguishing a fire in a closed compartment. Certain dangers,
however, are involved :
i) make sure the pumroom has been evacuated before admission of C02. No one will have a
chance
of escaping once the gas has been admitted.
ii) the released C02 may assume a strong electrostatic charge which may cause incendive
sparks.
6.8.2 Carbon dioxide and vaporising liquids
Carbon dioxide is an excellent smothering agent for extinguishing fires when used in conditions
where it will not be widely diffused . However, it has poor cooling qualities and the possibility of
re-ignition by hot surfaces should be borne in mind . Due to the possibility of static electricity
generation, carbon dioxide should not be injected into any space containing a flammable
atmosphere which is not already on fire. Carbon dioxide is asphyxiating and cannot be detected
by sight or smell. After a fire has been extinguished, it is necessary to use suitable breathing
apparatus to enter the space.
6.8.3 Portable firefighting foam operations
Foam eductors operate using the Venturi effects. The eductor's inlet has a large diameter as
compared to the small diameter in the center or Venturi area of the unit. The outlet of the
eductor returns to the original inlet diameter. The result is that all the water entering the
eductor is forced through the small center opening. In order for this to occur, the velocit y of the
water must increase in small diameter. The increase in velocity reduces pressure in the Venturi
area, which allows the foam concentrate to enter the water stream as atmospheric pressure
pushes on the concentrate in the foam tank. When using foam eductors, remember that
they're situation-sensitive. They must be operated in precisely the correct parameters to
operate effectively. For example, the flow through the eductor must match its rating. Drastic
variations and/or incorrect flow will affect the pressure drop through the Venturi and,
th erefore, prevent its ope ration. The eductor must also be matched to the correctly adjusted
nozzle, which must discharge at a constant rate .
Ver 1.0 I July 2014 Page 12 of 15 Singapo re Mariti me Academy

Module: Basic Tanker Train ing (BTI) - Oil and Chemical Tankers Chapter 6
Water---
Foam Conn.>ritrate
MECHANICAL FOAM PICK-UP NOZZLE
Source: www.globalsecurity.org
When the operation is complete, the eductor must be flushed. It is important that there is no
traces of foam concentrate in the eductor as it will dry, attract dirt and plug the small orifices ..
Eductors can be great tools, but they must be set up and operated properly to be effective.
Regular practice with your equipment will ensure that the steps for proper operation are
second nature when emergency arises onboard .
.. -,,.-- .. - ~.- ~:,h"-; .

\W:i!:~'--- - -
--........__ ..... ;..;:.~-;~~t...
Source: www.globalsecurity.org

Module: Bas ic Tanker Tra ining (BTI) -Oil and Chemical Tankers Chapter 6
fN ~ l.IN f fOLiCTOR
!NllNt l'R()l'OR l lONI:- ~
Source: Source: www.globalsecurity.org
6.8.4 Spill containment in relation to firefighting operations
Chemical cargo spills:

The biggest risk of a cargo spill is during cargo handling operations, either because of
equipment failure or improper handling procedures. Cargo spills are therefore most likely to
happen in port.
6.8.4.1 Following actions should be taken in the event of spill:
1. Activate the alarm

2. Stop all cargo operations and close valves and hatches
3. If alongside a berth, notify the terminal staff of the chemicals involved and possible risk
posed to the personnel
4. Notify local port authorities, usually through the terminal staff
5. Prohibit smoking and use of naked lights throughout the ship
6. Clear all non-essential personnel from the area
7. Close all accommodation access doors, and stop all non-closed ci rcuit ventilation
8. Arrange for main engine and steering gear to be brought to stand-by
Ver 1.0 /J uly 2014 Page 14 of 15 Singapore Mariti me Acade my

Module: Basic Tanker Training (BTT) - Oil and Chem ical Tankers Chapter 6
The main course of action is dependent upon the nature of chemicals involved and size and
location of spill. If there is possibility of vapours entering accommodation or engine room,
measures should be taken to counteract this. Personnel exposure to be dealt with by using
MSDS and EmS (Emergency schedule) and MFAG from Supplement to IMDG code.
6.8.5 Notification of spillage into the sea:
Reporting requirement will apply to actual or probable release of noxious liquid substances,
and for ships certified to carry NLS, Shipboard Marine Pollution Emergency Plan (required as
per MARPOL regulation 17) should be consulted.
It should be borne in mind that individual ship has got its own characteristics and limitations
and may involve handling various types of chemical cargoes. The master and all personnel in all
cases must be aware of the ship and cargo information and comply strictly with relevant safety
procedures implemented.
Ver 1 .0 /July 2014 Page 15 of 15 Singapore Maritime Academy

Module: Basic Tanker Training (BTI) - Oil and Chemica l Tankers Chapter 7
Chapter 7
Cargo operations for chemical tankers
OBJECTIVES
Understand the cargo information and procedures for cargo loading and unloading on a
chemical tanker
Understand the safe procedure for tank cleaning operation and gas freeing on a
chemical tanker
Ref. Books:
International Safety Guide for Oil Tankers and Terminals (ISGOTI}, 5th edn.
Tanker safety guide : chemicals. International Chamber of Shipping London
International Chamber of Shipping, 2002. 3rd ed.
Chemical tanker : notes / Captain Vladimir Kunichkin. Kunichkin, Vladimir. London
Seamanship International, c2006.
Ref. Videos:
Chemical tanker operations Pt. 1 and Pt. 2 , Cargoes, ships and legislation
[videorecording] / a Videotel production ; producer, Robin Jackson ; writer/director,
George Bekes. London : Videotel, c2006. 3rd ed.

Module: Basic Tanker Train ing (BIT) - Oil and Chemical Tankers Chapter 7
7 .O Cargo information
The range of chemicals shipped in bulk onboard chemical tankers has increased enormously in
modern days. Chemical Tanker operations differ from any other liquid bulk transportation, in
that a large number of cargoes of different properties and characteristics and inherent hazards
may be carried simultaneously, on a single voyage, including both discharge and loading as well
as tank cleaning.
7.1 Cargo Safety Data Sheet
Prior to loading cargo, the chemical safety data sheet (CSDS} or commonly known as the
material safety data sheet (MSDS} is used to evaluate the suitability of tlie chemical cargo to be
loaded and all precautions required for safe handling.
The CSDS should be posted on board the tanker for the familiarisation of all the officers and
crew. It is the responsibility of the shipper/ terminal representative to provide the CSDS to the
ship for safe transportation and fit for carriage. During voyage and at the port of discharge, the
ship has the responsibility to relay all relevant cargo hazard and information to the receivers of
cargo and terminal, if required.
' t
-
Source : http ://www.chemicaltankerguide.com/
A typical chemical carrier.
Ve r 1.0 I July 2014 Page 2 of 15 Singapore Ma riti me Acade my

Module: Basic Tanker Training (BTI) - Oil and Chem ical Tankers Chapter 7
I MATERlA~ SAFET)" DATA SHEET I

50/o Liquid Caustic Soda
._ $
Product Name.............................. Caustic S:Xla 50%

Synonyms ................................. .... Caustic Soda, Scdium H)<lroxlde, 50%, Sod;; Lye Sodium Hydnte, White caustic:
Product tJse ................................. usa:l 1n a wkle varii!y of Industrial ood ml ning prtY..esse:s
supplier Name .. ........... ................ . Loglehem pty ltd lnmrporatlng lostekChemlcals
Address ....................................... 13 lirlnsden Road, oft Craig Road, West KalgonrMe, Austral la
PO Box871ll<algoorlleWA6433 Australia
Phone .... ...................................... (OS) 9091.nos
Fax .................................. ........... (08) 9091 -7709
24 HOur Emergel'K)f Phone ............ (08) 9091-7703
.I
C:hemlcal components c:A5 No. Proportion
Sodium Hydroxld= [13!0-73-2) SOo/~ w_.\v
. :>..
I
Hazardous. acc:ording to criteria of NOHSC{ASCC
Dangerous. According to the Australian Code for the Transport of Dangerous Goods
ctas:sif'ied as Dangerous Goods According to NZS 5433:1999
CORROSIVE
Rsk PhO~ ; .................................. R35 01.IS"'...s sever,; burns.

R41 Risk of serk> u; 03m"'9= to eyes.
safs:y Phr<?Si! .................. ........... Sl6 In =e of cont;;ct with eyes, nnse imrnedrate!y witn plenty of watr arxi
seek n-.ediGJ advice.
S37/'39 we,,.-sulbbie 9icN<S and eye/ace prot..:tlon.
545 In ca;;e of or...cidffit or if you feel unwell, seek meaw:a odvke Immediately
(sh:>1'< label v.tien~er poss Ible)
Ingestion .................................. . Emrnedlately rinse mout!1 wl!h water. Give \-.ater to drink. DO NOT lndtY..e
vorror.Jng. !f vomiting occur;, p!oce vlctlm's f~e oo.vnward5, head b\-.erthan
hips to pn;vent v...mltentB'lllg lungs. Seek immediate medlcal assistar.=e.
Eye ..... ......... ............... ............. .. . !mrrediately Irrigate with copious quantities of water for at least lS minutes
Ey:lids to oo h<eld Op!'n. Remove dothlng If contaminate:I and wo.sh skin.
urgently seek medical ass ~nee. Transport to hospital or me-:1~1 centre.
Sl<Jn --- ! mmedlate:ly ,'>a>-n cc.otam1nated skin with plent\" d water. for gross
contaminamn, 1mrr.ed1etely drerich with wsrer ana remove ck>thlng. Reomove
contaminated cbth1ng and w;;sh before reuse. tt S\...e111ng. r:arr...ss. biiste.ring,
or irritation occur; srek n~I ad1,.1Ce. R:>rskin bums, Immediately flood bu mt
area with plenty of '"'ter and cover with a dean, dry dressing. S.e:ek Immediate
m=.11eal ;;<J,.ce.

Module: Basic Tanker Traini ng (BTI) - Oil and Chemica l Tanke rs Chapt er 7
Source: www.msds365.com/MSDS for Sulphuric acid
7.2 Loading and Deballasting
The loading/ deballasting plan is prepared by the chief officer for all watch keeping officers for
safe cargo operation. The ship/shore safety checklist must be complied with by both the
terminal representative and the chief officer before any loading/ deballasting operation can be
carried out. A deck and manifold watch must be maintained by the crew at all times during
cargo operation.
The loading of various noxious liquid chemicals must be started at a slow rate and gradually
increased to the rate agreed for loading. The officers must ensure that the cargo is loaded in
nominated tanks and to check for any leakages on deck pipelines and connections. It is
important to exercise safety during all stages of cargo loading. If at any stage during or after
loading operation, a non-conformance is believed to exist, all operations should be suspended
until such time as the situation is resolved. Prior to commence the loading, the valve setting
and the lines on all tanks have to be lined up and checked. During the loading a detailed cargo
log has to be kept and when nearing completion of loading the shore should be notified and the
loading rate reduced for topping off to be carried out under the supervision of the chief officer.
The cargo samples are normally drawn prior to loading at the shore and upon completion
onboard. Shore tank samples are not witnessed by ship officers, but is done by an approved
cargo surveyor.
Source: http://www.chemicaltankerguide.com/
Modern Chemical tanker cargo manifold
7.2.1 Cargo tank venting and vapour return systems
Ver 1.0 /July 2014 Page 4of15 Singapore Ma riti me Aca demy
Module: Basic Tanker Training (BIT) - Oil and Chemical Tan kers Chapter 7
For many chemicals cargoes (NLS) carried onboard chemical tanker, it is not possible to vent the
vapours from the cargo tanks, lines and connections to the atmosphere. The venting of cargo
tanks during cargo operations must be carried out in accordance with applicable international,
national, port and terminal regulations. The cargo tank venting system should be set for the
type of operation to be performed. Cargo vapour displaced from tanks during loading should be
vented through the vapour return system (VRS) to the shore (terminal) . .
Source: http://www.chemicaltankerguide.com/Chemical tanker pressure vacuum valves
The IBC Code requires the ship to be able to return vapours of most toxic chemicals to shore.
When a tank is connected to a vapour return line, it is important to keep a safe pressure
balance between the ship and shore. It is thus critically important clearly to agree in advance
with the shore terminal management what the liquid loading rate and the pressure at the
vapour connection will be, and to plan how they will be controlled.
Ver 1.0 /Ju ly 2014 Page 5of15 Singapore Maritime Academy

Module: Basic Tanker Trai ning (BTT) - Oil and Che mical Tankers Chapter 7
stud perpendicular lo
prrisentaticii1 flanges
/'\
/ \,
_ ,. . , I I
,_ / /
- \
\
25 .4 :
,.,~/ \
,-~;,._;,;:_,~~
I I
I I' I
.... -l--
, c:..-
. 500 ----',....,
:
: I I I 1
__., 100 I- --- - - 800 - -- --->-11031..iE-
r~d I )ellow (C{i 1
l 6rnm dia. hole in inboard end of reducer :ind

in hoseflange tq accept stud
i2.7~mdi(l.stud at I~
12 .o'clock on
presen _tat Ion
flange
l
all dim ensions ar"e in millim~tn~s
Vapou' manifold presentatio n flang~s, orientation and labelling
Source: http://www.chemicaltankerguide.com/tank-venting.JPG
Vapour manifold presentation flanges, orientation and labelling

Module: Basic Tanker Training (BIT)- Oil and Chemica l Tankers Chapter 7
7 .2.2 Unloading and Ballasting
The unloading/ ballasting plan must be agreed and the ship/shore checklist complied with by
the officers and the terminal representatives. Before unloading, cargo samples are usually
taken from the ship and will then send to the laboratory ashore for quality testing. The cargo
samples are evidence of the condition of the cargo for the various stages of the voyage.
Ship personnel on watch must wear protective clothing as indicated in the CSDS (MSDS} when
handling dangerous chemical cargoes. All personnel must follow the chief officer's standing
instructions at all times during unloading,
cargo Tank
I
(to shore}
Cargo
Pump
Source: IMO model course 1.01

Unloading arrangements of a Chemical Tanker
Ver L O/ July 2014 Page 7 of 15 Singapore Maritime Academy

Module: Ba sic Tanker Training (BTT) - Oil and Chemical Tankers Cha pter 7
7.3 Pumps and unloading systems of a chemical tanker
The function of any pump is to transfer liquid from one point to another and this involves the
use of piping. The two types of pumps that are commonly installed on chemical tankers are the
centrifugal and positive displacement pumps. .

Tank section of a product/chemical tanker with deepwell pumps
7.3.1 Centrifugal Pumps
The centrifugal pumps are either submerged pumps integral with hydraulic motors or of
extended shaft with deck mounted electric motors. The centrifugal pump has been the most
suitable pump where a high pumping capacity is required. It requires either the provision of
ancillary self-priming equipment for the removal of vapour in the system or a separate stripping
system.
In a centrifugal pump the motive force is provided by a rotating impeller whi ch takes its suction
at its centre and centrifuges the pumped liquid outwards to the casing discharge. The head
Ver 1.0 /Ju ly 2014 Page 8of 15 Singapore Maritime Academy

generated is dependent on the diameter, blade angle and speed of rotation of the impeller.
Flow rate is affected by the pressure in the discharge system and can fall to zero. Reverse flow
through the pump can occur if a non-return valve is not fitted and operational on the discharge
side of the pump. The flow of liquid to and from the pump must be matched exactly and this
requires the flow suction side to be equal or greater than the discharge rate of the pump. When
the flow of the pump suction falls below the pumping rate, cavitation of the pump will occurs
which may cause the temperature of the pump bearing and casing to rise and the pump
trip/damage. The correct and efficient use of centrifugal pumps requires the observance of
certain basic operating principles with the manufacturers operating instructions and on board
procedures.
Source: http://www.chemicaltankerguide.com/Centrifugal pump
The factors which cause liquid to flow to the pump are mainly due to pressure acting on the
surface of the liquid, and the height of the liquid level in the tank in relation to the pump
suction. Since no centrifugal pump can generate a total vacuum at its suction inlet, only a
proportion of the atmospheric pressure can be usefully employed. Therefore, before a pump
can operate satisfactorily, a certain pressure must exist at the pump suction and this is known
as the required Nett Positive Suction Head.
Centrifugal cargo pumps are usually supplied with a graph often referred to as pump
characteristics, which gives performance curve.

M odule: Basic Tanker Training (BIT)~ O.il and Chem ical Tankers Ch apter 7
' Pump head curve
I i
Rate of flow
J Operati ng rate of now
Best effidency point
Figure 4. Pomp Uld system ClH~1es with the pump efficiency

curve shown
Source: www.flowcontrolnetwork.com/Optimizing Pumping Systems
7 .3.2 Positive Displacement Pump
Unlike the centrifugal pump, the positive displacement pumps used in dedicated stripping
systems are capable of a low suction pressure and the ability to pick-up suction without
external priming. This type of pump includes steam reciprocating pumps and 'screw' type
pumps. Both types are now mainly used for stripping tanks or as specialised cargo pumps .
. The suction and discharge valves of a positive displacement pump must always be open before
starting the pump and must remain open until the pump is stopped. These pumps must not be
operated in excess of their design speed and particular care must be taken to avoid these
pumps over-speeding when they lose suction. Pressure relief devices must be checked at
regular intervals to ensure their correct operation .
Ver 1.0 I July 2014 Page 10 of 15 Singapore Ma ritime Aca dem y

Module: Basic Tanker Training (BTT) - Oil and Chemical Tankers Chapter 7 '
PISTON
MOVING
t UPWARDS
AJR VESS~L TO SMOOTH
SUCTION DISCHARGE OUT PULSATING FLOW
VALVE CLOSED VALVE OPEN
t 1 PISTON
-or
BUCKET
LIQUID
fNLET ____..,.
_____,__-+___.....__~__,
SUCTION DISCHARGE
VALVE OPEN VALVE
CL.OSED

Operation of a Reciprocating displacement pump
7.3.3 Submerged Pumps
Submerged pumps are relatively common on chemical carriers. This type of pump is usually
powered hydraulically or electrically and provides for a pump located in each tank.
Manufacturer's instructions must be complied with for efficient operation of these pumps.
Submersible pumps are purged, using inert gas (ship's IG or nitrogen) or air, as a means of
checking for seal condition and tightness. The pumps must be purged before and after every
loading/discharging/tank cleaning operation and the appropriate record form completed.
If the purging records indicate a deviation from the manufacturer's recommended parameters,
such as pump cofferdam is blocked or excessive seal leakage being detected, the ship mangers
is to be notified and appropriate corrective action is to be taken at the next available opportune
time.
Ver 1.0 /July 2014 Page 11of 15 Sing;ipore Mciritime Ac;idemy

Module : Basic Tan ker Training (BTI) - Oil and Chemic'al Ta nkers Chapter 7
- - - - Pumphead
Source: http://www.chem icaltankerguide.com/Submerged pump
7.4 Tank cleaning for chemical tankers
Tank cleaning on chemical tankers is usually the responsibility of the ship officers. The tank
cleaning procedures and the cleanliness involved have different standards depending upon the
previous cargo and the next cargo to be loaded. The tank cleaning guides from either the ship
managers or oil majors should be referred to for the changing of grades and the tank cleaning
methods. Usually the industry standard reference guide "Dr.Verwey's Tank Cleaning Guide" is
consulted for the applicability of the tank cleaning methods.
The tank cleaning operations on board chemical tankers are usually carried out with cold/hot
sea water washing and followed by a short duration of fresh water washing. However, tank
washing with chemical cleaning agents is required for only a limited number of cargoes. The
Ver 1.0 /J uly 2014 Page 12 o f 15 Singapore Maritime Academy

Module: Basic Tanker Training W Chapter 7
officers must take into com last cargo and the cargo to be loaded for
the degree of cleanliness re .
Source: www .liquidwikis.com/

Tank cleaning machines
Tank cleaning operation guidelines:
1. All personnel involved to be fully aware of dangers involved

2. All ships certified to carry NLS to be supplied with P & A Manual which is approved by
flag administration
3. Manual to be adhered to in all respects including the performance of mandatory pre-
wash requirement in accordance with MARPOL 73/78 Annex II.
4. Responsible officer to supervise
5. Pre cleaning conference and discuss tank cleaning plan
6. Prepare all equipment and PPE
7. Inform all onboard
8. Take permission from shore if carrying out tank cleaning inside the port
9. Following checks are to be carried out:
PPE as required
Fresh water shower and Eye wash arrangements

Module: Basi c Tanker Trai ning (BTI) - Oil and Chemical Tankers Ch apter 7
Non-essential work around cargo tank area to stop

Isolate cargo lines from the tanks washed
Tank vents isolated
Tank openings secured
Sea line and overboard valves secured
Pumproom entry precautions being observed
FFA equipment ready for use
Tank washing atmosphere may be inert or non-inert condition
Monitor quality of inert gas during tank washing process
For non-inert atmosphere, there is need for complete control of eliminating
ignition sources. Some precautions to eliminate static electricity are:
Hose connection of portable machines should be made before introducing the
machine in the tank and should not be dismantled when machine is still inside on
completion of washing.
Ropes made of synthetic fibres should not be used for lowering machine in the
tank
No machine should have a throughput greater than 60 m3/hr
Tank to be kept well drained
Total throughput per cargo tank not to exceed 110 m3/hr
Recirculated wash water should not be used
Sounding rod must not be introduced through sounding pipes
No other material to be introduced inside the tank
Steam should not be injected into the tank
7.4.1 Disposal of tank washings and residues:
As per P & A manual

May be retained on-board or discharged ashore
Mandatory pre-wash procedure strictly as per P & A manual
Dirty ballast to be treated as slop and to be dealt with as per MARPOL
Discharge overboard to be strictly as per MARPOL Annex II
Operational pollution -An operational spill may be defined as a spill that occurs during the
routine operation of the vessel rather than through an accident.
7.4.2 Gas freeing for chemical tanker
Gas freeing is required for entry into any cargo tanks on tankers for eithe r mopping dry the
tanks, hot works or maintenance. Gas freeing is one of the most hazardous operations routinely
undertaken onboard a chemical tanker and the additional risk created by cargo vapo ur relea se
from the tanks which may be toxic, flammable and corrosive . It is therefore ext remely
Ver 1.0 I July 2014 Page 14 of 15 Singa pore Ma ritime Aca demy
Module: Basic Tan ker Training (BIT) - Oil and Chemica l Tankers Chapter 7
important that compliance with safety procedures and Safety Managem ent M anual (SMM)
must be consulted for gas freeing operations. The consequences of an inadvertent error can be
serious and have far reaching consequences for personnel and the en vironment.
A space is considered as "gas free" when the concentration of flamma bl e gases in its
atmosphere is less than 1 % LEL (ideally 0% LEL), the concentration of toxic gases in parts per
million (PPM) is less than the Threshold Limit Value (TLV) ind icated in the MSDS and the Oxygen
concentration is not less than 21% by volume.
l>ttltG~V~"'T
~ Jill
/ 5,TEAM INLtflJALY
. I FRES!i WATER
SUPPLY
I
CLEANl~I> AG~NT
lI
' /VftlTURI
I
~.R.VAL'.1
0 0 0

Modern Chemical tanker tank cleaning process usi ng steam spray
Ver L O I July 2014 Page 15 of 15 Singapore Ma ritime Academy

Module : Basic Tanker Training (BTT) - Oil and Ch emical Tankers Chapter 7
Chapter 7
Tanker Operations
{Oil Tankers)
OBJECTIVES
At the end of this topic, the students shall be able to demonstrate a basic knowledge and
understanding of oil and chemical tanker operations including .....
piping systems
loading and unloading
tank cleaning, purging, gas freeing and inerting

Module: Ba si c Tanker Training (BTT) - Oil and Chemical Tan kers Chapter 7
7 .1 Oil Tanker Operations
Pipeline Systems
Pipeline systems on tankers differ in their degree of sophistication, depending on the

employment of the tanker.
ULCC's and VLCC's have relatively simple pipeline systems namely the direct line system.
Some product {parcel} tankers may have very sophisticated piping systems. This could be the
ring main system or in case of a chemical product tanker it could mean an independent system
compri si ng individual pipeline and an individual pump for each cargo tank on board.
In summary, there are three main systems of pipelines found on tankers, and the fourth system
is the free flow or the partial free-flow system found on large crude ca rriers
Ring Main System

Direct line system
Independent or Single line to Single tank system {Chemical/Product ship}
Free Flow system
Ring Main System:
It is generally of a square or circular layout. It is used mostly on product tankers, as segregation

of cargo is required . The system is relatively expensive, as more piping, and an extra number of
valves are used.
However if the vessel is carrying many grades of cargo, the advantages compensate for the
extra cost of the original outlay.
Ve r 1.0 I July 2014 Page 2 of 42 Singa pore Maritime Academy

Module : Basic Tanke r Training {BIT)- Oil an d Chemical Tankers , Chapter 7
Direct Line System:
This system is mainly found on crude oi l carriers where up to 3 grades of cargo can be carried as
most of the direct pipeline systems is fitted with three direct lines.
This system is cheaper to construct. The disadvantages over the ring main system, is that line
washing is more difficult, the system has fewer valves which make pipeline leaks difficult to
control, as the system lacks ve rsat ility and there is problem with line and valve segregation.
Ver 1.0 I Ju ly 2014 Page 3 of 42 Singapore Maritime Academy

Modul e: Basic Tanker Training (BTT) - Oil an d Chemical Tankers Chapter 7
Free flow Tanker:
This system is usually found on large crude carriers, where the cargo piping is not used for the
discharge of cargo. Instead, gate valves are provided on the bulkheads of the tanks which when
opened; allow the oil to flow freely to the aft most tank and to the Cargo Oil Pump.
The advantages of this system are primarily the cost factor, it allows for fast drainage and
efficient means of pumping the cargo tanks.
Disadvantages are of single crude being shipped.
Independent System:
This system provides the vessel to carry as many grades as there are tanks. The disadvantage is
the cost factor having a multitude of pumps on board.
This layout is not very common in the tanker trade. This system is quite normal on chemical
ships. There are some Product Tankers that have this system fitted on the ships.
'
There is a single line servicing an individual tank through an independent pump that could be
either a submersible pump or a deep well pump.

Module: Basic .TankerTraining (BTT) - Oil arid Chemical Tankers Chapter 7
Tanker Pipelines on the deck and pumproom
On a crude oil carrier, the main line system changes name, depending on where it is placed.
From cargo tanks to the cargo pumps, the main lines are called "bottom lines". From the cargo
pumps delivery side, the name changes to risers. When they appear on the main deck, the
names are deck lines.
Very often the systems are numbered from one side of the ship to the other, for instance from
port to starboard or vice versa.
Bottom lines
The location of these lines will be on the bottom of the vessel, usually supported about 4 - 6
feet above the vessel"s bottom. Crossover valves, two valves on each crossover, connect the
bottom lines to each other. When carrying more than one grade, a two-valve segregation
complies with the regulations in force.
From the bottom lines, there are lines, which lead to each cargo tank. These lines end on the
cargo tanks suction bell mouth. Each bottom line serves its own set of cargo tanks;
Drop lines
From the manifold area on the main tank deck, the drop line is connected on the top to the
deck main and leads to the bottom lines. Drop lines have the drop valves on the lines which
allow the fluid to lead vertically downwards from the main deck lines to the cargo lines in the
vessels bottom.
These drop lines are used during loading. By closing the deck line's master valves, the cargo is
lead to the vessel's cargo tanks when using these drop lines. The pump room is thus completely
isolated from the cargo during loading. However, during discharging the drop lines are isolated
from the cargo by keeping the drop valves closed.
You must, however, during loading not forget to keep a routine for checking the pump room
both for leaks and being gas free for entry.
Ver 1.0 /July 2014 Pages of 42 Singapore Maritime Academy

Module: Basic Tan ker Training (BIT) - Oi l and Chemical Tankers Ch apter 7
Pump-room piping
On a crude oil carrier the pump room is the main point between the cargo tanks and the main
deck, all the way to the manifold, where the ship's lines are connected to shore lines.
From the cargo tank the bottom lines lead all the way to the main cargo pumps.
To simplify the matter we divide the pump room in two parts. One part is called the cargo
pump free flow side; the other part is called the cargo pump delivery side. These sides are
commonly called the suction side and the pressure side. It must be noted that a centrifugal
pump does not have any ability of suction. ( llOI'\- s J{ -p' 1(11 ;,,1 )
On the cargo pumps free flow side, the bottom lines end at the cargo pumps. On this side, some
cross over lines connect the systems to each other.
Further towards the COP, on the bottom lines, there is a valve on each of these lines, called the
"bulkhead valve". This is because the location is normally close to the bulkhead, thereby
separating cargo tank area and pump room area.
Further on the free flow side of the cargo pump, is the seawater suction crossover line. This line
is also crosswise from the bottom lines and is connected to the sea chest on each side (port and
starboard). This line supplies the cargo pumps with seawater during water washing of tanks and
lines, and used when ballasting for departure, if or when necessary.
Crossing between different lines and pumps is also a possibility with this cross over line.
We will now leave the free flow side of the system, and the next step is to pay attention to the
delivery side of the pumps.
The first valve after the cargo pump, is the delivery valve or throttling valves. Names like
discharging-valve, pressure-valve is also common. The most descriptive is "del ivery valve" .
With this valve, we can adjust the backpressure and the load conditions for what the pump is
going to work against. Centrifugal pumps work their best against a certain load.
When start ing a centrifugal pump, sta rt it against a closed delivery valve, which comp ares with
the recommendation .
Ver 1.0 /J uly 20 14 Page 6 of 42 Si ngapore M aritime Academy

On the delivery side, the rise lines lead from the cargo pumps to the main deck. The first is the
COW cross over line. With this line, we can bleed off from any riser for supplying crude oil
washing during discharging, or supplying water during tank washing. The same line also
supplies "drive" when using the ejector for stripping.
The second cross over line leads to a higher inlet in the port slop tank (primary slop) and to the
line called "High Overboard" .
The high overboard line is the line where ballast water and washing water is discharged
overboard via oil detection monitor equipment. It is possible with any cargo pump to cross over
to any of the risers.
The pump room is also fitted with other equipment for handling cargo and ballast. The ballast
pump is only used for the segregated ballast. The segregated ballast system is totally isolated
from the cargo systems.
Ve r 1.0 I July 2014 Page 7 of 42 Si nga pore Maritime Academy

Module: Basic Tanker Tra ini ng {BTT) - Oil and Chemical Tankers Chapter 7
The ballast system has its own sea chest.
The stripping pump has its own system, which (via a stripping cross over) strip the last amount
of cargo from tanks, cargo pumps and lines, through the small diameter line and ashore. In
addition to a stripping pump and an ejector, vessels are equipped with vacuum stripping
system, which gives the cargo pumps the ability to maintain suction when only a small quantity
is left in a tank.
Deck Lines
The deck lines are a lengthening of the risers from the pump room. Each deck line can be
isolated to the pump room by the deck master valve. The deck lines end up at the manifold
crossover lines. These manifolds are where the vessel is connected to the terminal by hoses,
chiksan arms etc.
The manifold line is numbered with the same number as the main line it belongs to. The
conclusion will then be: Manifold no 1 is connected to drop line no 1, which leads down to
bottom line no 1, which leads to cargo pump no 1, which leads to riser no 1, which leads to
deck line no 1, which leads to manifold no 1. The same occurs with system no 2, 3, and 4.
The vessels are also equipped with manifold cross overs, which make it possible to operate
between deck lines, drop lines and manifolds depending on which manifold{s) the vessel is
connected to .
By studying the ships line system all over, including valves and crossovers, you will find all the
possibilities of leading cargo or water through the systems. The more you are familiar with the
line system and its drawings, better you can utilize the system"s possibilities.
On the main deck you also find the small diameter line {MARPOL-line) which leads from the
vessel"s stripping pump to one of the vessel"s manifolds. The small diameter line is connected
on the outside of the manifold valve. It is connected to the "presentation flange".
The purpose with this line is to strip the last amount of cargo ashore from the tanks, pumps and
lines. When using this line, it is important to keep the specific manifold valve closed, to avoid
the cargo return ing into the vessel"s lines.
Ver 1.0 I July 2014 Page 8 of 42 Si ngapore M arit ime Aca demy
Modul e: Basic Tan ke r Training (BTT) - Oil and Chem ical Ta nkers Chapter 7
COW Lines
On the main deck you will find the Crude Oil Washing (COW) main line with branches leading to
the ships crude oil washing mach_ines. This line comes from the COW cross over line on the
delivery side in the pump room.
The branch lines from the COW main line are gradually reduced in dimension all the way
forward to the COW machines. This reduction is to avoid pressure fall on the flow used for
crude oil washing.
It is possible to bleed off to the COW main line from any of the main cargo lines. This
contributes to several alternative solutions in the COW operation . There are always variations
from sh ip to ship, but the main principle is the same.
Inert Gas Lines
To control the atmosphere in the cargo tanks you will find inert lines on the main deck leading
to each tank. These lines are for supplying inert gas during discharging or tank washing. Some
inert gas systems are connected to a main riser, which are fitted with a press/vacuum valve for
regulation of the pressure and vacuum in the cargo tanks. Other inert gas systems have these
press/vacuum valves installed on each cargo tank with the same function as the riser.
Ver 1.0 I Ju ly 2014 Page 9 of 42 Singapore M aritime Academy

Module : Basic Tanker Trainin g (BTI) - Oil and Chemical Tankers Chapter 7
Crude Oil Tanker Operations
LOADING
Cargo Information
Before the commencement of cargo operations, specifically loading, the cargo loading terminal
is required to provide full details of the cargo that will be loaded:
Nominated cargo quantity

Approx: API
Cargo Temperature
MSDS of the cargo to be loaded
Planned Cargo Quantity & Associated Quality Certificates
Information about cargoes to be handled is essential to the safety of the vessel and her crew.
Most of the safety information may be found in MSDS for Oil cargoes supplied by shippers. These
sheets include all necessary data for the safe handling and carriage of the cargo
The cargo is not be loaded unless sufficient information necessary for its safe handling and
transportation is available for all concerned personnel. All personnel engaged in cargo operations
should familiarize themselves with the properties of the cargo to be loaded by studying the Cargo
Data Sheets I MSDS
7 .2.2 Loading
All crew members, who will be involved with the loading operation, i.e. all the deck officers, the
apprentices and the pump man, should be briefed about the operation prior to loading.
Preferably this instruction should be delivered before arrival at the loading port.
The plan should be discussed in detail as experienced officers might well have suggestions. If
some of the crew are unfamiliar with any process i.e. topping off procedure should be drilled
before arrival. Topping off ought to be a safe process even at high loading rates.
The plan itself can be made in a number of ways and under all circumstances a copy of the plan
should be available in the cargo control room.
Ship - Shore liaison: Shortly after arrival an agreement should be reached with the shore

Module: Basic Tanker Train ing (BTT) - Oil and Chem ical Tankers Chapter 7
. loading master as to the distribution of the cargo and the progress of the operation. It is very
important to understand the views of the other party and avoid misunderstandings.
One of the first tasks after arrival is the inspection of the tanks. This inspection is made to
ensure that the tanks are completely dry. A certificate should be obtained from the surveyor.
Furthermore, it is common practice at this stage to agree on the loading rate, normally
expressed in m3/hr or t/hr. If other units are used care should be taken to interpret these
correctly.
A Ship/Shore Checklist, a copy of which is available in these notes, is then checked, signed and
exchanged:
Commencement of Loading
Commence loading at reduced rate (to avoid static generation}, watching the manifold back
pressure at all times.
Ullage confirmation shall be carried out to confirm cargo oil flowing as planned into the
designated cargo tank.
Only after receiving reports of all safety checks confirmed from all stations of deck / pump
room watch, the chief officer may instruct the opening of other loading tanks and carefully
increase the loading rate. Close watch of the manifold back pressure shall be maintained, until
completion of settling down of final maximum agreed loading rate.
Close communication to be kept with shore side, until all parameters have stabilized .
Loaded cargo tanks IG back pressure shall be adjusted to maintain slight positive pressure, at all
times. The same shall be monitored, for any change.
Cargo Sampling Requirements & Procedures
In any bulk oil liquid shipment, but more for chemical cargoes, comprehensive and reliable
control procedures are required to identify, and minimize the effect of, potential contamination
of the cargo. The procedure of cargo sampling and sample retention provides the most
effective means of determining when and/or how such contamination might have occurred and
Ver LO/ Ju ly 2014 Page 11of 42 Singapore Maritime Academy

Module: Basic Tanker Train ing (BTT} - Oil and Chem ical Tankers Chapter 7
allows unfounded allegations of shipboard liability to be challenged. In practice, this is the most
potent device available to ship's officers who otherwise are dependent upon the competence,
and integrity, of the locally-appointed surveyors.
Sampling serves two purposes. In the case of high purity cargoes, inspection of samples drawn
at the manifold, or at 'first-foot' level in the cargo tanks, allows the crew to assess the quality of
the incoming cargo as well as the cleanliness of the lines. Obviously analysis cannot be carried
out on the samples immediately but visual inspection allows the observer to assess any change
in color, the presence of water (if water is not soluble in the cargo), the presence of foreign
particulate matter and, less straightforward, odour taint. Odour is not an issue for all cargoes.
Toxic or highly odoriferous cargoes should not be tested for odor.
Any observed deviation in quality should result in cargo operations being halted and further
investigations conducted.

The main (shipboard) sampling points where cargo quality can be monitored are as follows:-
Manifold at commencement of loading and spot checks during loading. Special care
should be taken when a switch of shore tanks occurs.
Ship's cargo tanks at 'first-foot' level.
Ship's tanks after loading.
Ship's tanks before discharge.
Ship's manifold at commencement of discharge and spot checks during discharge.
Sampling should be carried out in compliance with industry standards (ASTM, IP, ISO etc.). In
general, for high purity cargoes, a 'running' sample is appropriate from each shore tank. If the
cargo is not homogeneous, careful 'zone' sampling is required to assess the quality. The
dangerous properties of some chemical cargoes require specialized sampling techniques using
specialized equipment and sampling points. In such instances, the sampling procedure is
prescribed by the specific equipment in use. Safety remains of paramount importance when
dealing with toxic or dangerous cargoes.
Clear glass bottles are the most useful containers for samples. Samples must be clearly labeled
with the ship's name, the date, time, port, sample location, sample-type (e.g. running) and the
identity of the sampler. The samples must be signed, sealed and, if possible, counter-signed by
the local surveyor.
Ideally samples are retained in a dedicated locker on board for 12 months but this is often
impractical. If, however, there is a query on the quality of the cargo, any samples should be
retained until instructed otherwise. Normally, they will be handed to a representative of the
P&I Association in the event of a claim.
Deck Watch and Personnel Arrangement
The deck watch shall check for oil leaks in the cargo area throughout the c;argo oil
loading operation.
At the beginning of the operations, confirm that no oil leaks from piping joints and that
no oil in flowing into tanks other than the tank being loaded.
Keep continuous monitoring of the Oil Level of the loading tanks, until settling down of
shore flow rate. Also, monitor other tanks (unused) for any change in the level.

After reaching the desired full loading rate and confirmation reports have been received
from all stations at deck/ pump room watch, (including the cargo piping and sea surface
around the vessel} the Chief Officer may dismiss the off duty crew and revert to the
routine Watch Schedule
During loading operations, monitor the manifold back pressure, especially when
changing over the valves I tanks

M odule: Basic Tan ker Training {BTT) - Oil and Chemical Tankers Chapter 7
Leakage Monitoring System
Cargo leakage, however small shall be paid attention to at an early stage of operations.
Leakages from piping system, joints and valves shall be monitored. Tanks not being loaded shall
be monitored to ensure that no oil is flowing into tanks other than the loading tanks.
During loading operations, watch oil loading pressure all the time, and monitor portions where
oil is likely to leak. Excessive vibrations on piping systems must be attended to immediately.
Cargo Loading Rates:
The vessel's maximum loading rate and maximum venting capacity must be posted in the cargo
control room giving details of the rates for homogenous(entire the vessel), Group-by-group and
Tank-wise loadings.
Such information, based on calculations, shall assist the Master to determine how fast the ship
can safely load a particular cargo at a particular facility, taking into account the vessel's design
parameters and the cargo involved.
The Chief Officer should indicate, in the loading plan, rates required at stages throughout the
operation.
The maximum flow rate into any single tanks shall be less than the maximum venting capacity
(SOLAS). To allow for generation of gas when loading, the venting rate shall be taken as 125% of
the oil loading rate.
Maximum loading rates are affected by a number of factors:

Diameter of manifold.
Number of tanks being loaded
Gas venting capacity
Setting Loading Rates
The initial and maximum loading rates, topping off rates and normal stopping times should be
considered, having regard to: -
The nature of the ca rgo to be handled;
Ver 1.0 I July 2014 Page 15 of 42 Si nga pore Maritime Acad emy
Module: Basic Tanker Training (BTT)- Oil and Chemical Tankers Chapter 7
The arrangement and capacity of the ship"s cargo lines and gas venting systems: the
vent line pressure should not exceed that indicated by the builder and must be closely
monitored at terminals where loading rates are known to be high.
Builder"s maximum vent pressure may be based on a rate for loading all tanks
simultaneously; rates must be reduced accordingly for a smaller number of tanks tank
being loaded.
The loading rate should also be governed by the age, condition and reliability of the vessel"s
pipeline system and the venting system. Precautions to be observed to avoid static electricity
and any other limitation.
During Loading:
Immediately after the loading has begun it must be ascertained that everything is functioning as
planned and that the correct valves are opened - respectively closed.
Particularly when loading refined products it is essential to obtain a sample from the manifold
shortly after start to inspect the purity and the colour of the product.
A phenomenon to be aware of is the possible formation of a surge pressure in the loading line.
If during loading the flow is suddenly stopped by closing a valve somewhere in the line a
pressure peak will build up in the line. This peak will move back ways in the system and
eventually rupture tanks or pipes. If a valve is closed in less than an explicit time, a very large
energy must be dissipated in a short while. This creates a pressure peak with the
aforementioned effects.
Topping off:
Topping off is an operation which demands the utmost care. Mostly the tanks are topped off
individually as the required ullage is reached. Topping off at a high loading rate in a closed
system might cause the gas, which is escaping at a high speed, to carry some liquid out through
the gas outlet. Topping off should thus be done at reduced loading rate, which can be achieved
by partially opening the valve to a tank which is not yet full. Only when topping off the last tank
it could be necessary to reduce the loading rate from shore.
During topping off special care should be exercised to avoid overflow. If the topping off team is
inexperienced, the loading rate should be reduced rather than risking an overflow. If, in spite of
all care, an overflow occurs, some means of absorption or dispersion material should be kept
Ver 1.0 I July 2014 Page 16 of 42 Singapo re Mariti me Academy

Module: Basic Ta nker Training (BTI) - Oil and Chemical Tankers Chapter 7
ready. Use of dispersion agents may, however, be banned in many ports.
Tanks, in which loading has been completed, should be kept under observation to guard against
overflow due to leaking valves.
After Loading:
After completion of loading the final ullages are taken and the tank temperatures determined.
Sampling of the cargo in each tank may be required. If so, the samples are retained on board
according to the company's rules, commonly for 13 months.
Finally the mass of the cargo can be calculated. Very often discrepancies exist between ship's
figures and shore figures.
If this difference is constant over several voyages the ullage tables may be inaccurate and
frequently in fact is used by the shore installation as a VEF (Vessel Experience Factor). In most
ports and ships a difference below 0.3% is accepted.
Ver 1.0 I July 2014 Page 17 of 42 Singapore Maritime Acad emy

Deballasting of clean or segregated ballast:
In principle, de-ballasting operations should commence, after starting of cargo operations.
De-ballast, as per the cargo plan to achieve ample trim, especially towards the completion of
de-ballasting operations.
Such period should be planned well before the level in cargo tanks are near Topping-off ullages.
THE LOADED VOYAGE
The ship is responsible for the cargo from the moment is passes the ship's side at the loading
terminal until it again passes the ship's side at the discharge port. It is therefore necessary that
the ship takes all the precautions which are required to ensure that the cargo will be delivered
at port of discharge in the same condition and quantity as received on board.
Heating of Cargo: Heating of fuel oil and certain crude oil cargoes is normally only required to
ensure suitable viscosity. When loading part cargo which has to be heated, the centre tanks
should preferably be used in order to reduce heat loss to the sea. The cargo should be so placed
that as few tanks as possible are slack.
It is of essential importance to the economic result of the voyage that heating in accordance
with charterers/shipper's instructions/directions is carried out with the lowest consumption of
bunkers.
Steam for Heating Coils: When steam is admitted to heating coils, the admission shall
commence at a slow rate to avoid shocks in the pipelines and consequent risk of bursting of
packing and pipes. Heating coils are divided up in several sections in each tank, and each
section is provided with a water separator and an inlet and outlet valve. When a heating coil
section is in use, both inlet and outlet valves shall be fully open so that the water separator
governs the flow of steam in the heating coil sections. Adjustment of cargo temperature is
carried out by opening/closing one or more sections. In order to utilise the heating surface to
the full and thereby achieve a fair economy during cargo heating it is important the water
separator functions correctly and care must therefore be taken to ensure that the valve and the
filter incorporated in the water separator are clean.
Oil in Return Water: As soon as steam has been supplied to a section of heating coils and

Module : Basic Tanker Training (BTT} - Oil and Chemica l Tankers Chapter 7
before the return water is passed to the observation tank, the return water must be examined
by opening the test cocks on deck. If any oil is found in the water, steps must at once be taken
to ensure that such oil, as far as possible, is not transferred to the observation tank, and oily
return water must not in any circumstances be fed to the boilers.
Before we proceed to the unloading or discharging operations, it is essential to know that inert-
gas will be used to replace the cargo as it is discharged. It may therefore be important to
understand the Inert Gas System so that the knowledge can be applied to unloading of cargo
and tank washing.
INERT GAS IN OIL TANKERS
The term Inert Gas is to be understood as a gas or a mixture of gases which does not sustain
combustion. Furthermore the gas ought to be composed to the effect that unwanted chemical
reactions with the cargo can only occur to a very small extent. Thus, the cargo is decisive as to
the oxygen content of the inert gas as well as to which gases can be used for inerting.
In a normal oil tanker the cargoes are not very reactive and the main reason of inerting is to
reduce the oxygen content to well below 8%, below which limit it is impossible to create an
ignition in hydrocarbon vapours.
Nitrogen is ideal as inert gas but for economical reasons most inert gas in oil tankers is cleaned
flue gas from the ship's boilers or from an Inert Gas Generator.
The flue gas from a modern boiler will have the following approximate composition:
Oxygen 2-4%
Carbon Dioxide 12-14%
Sulphur Oxides 0.2-0.4%
Nitrogen abt. 80%
Besides the gases there will be some soot and other impurities.
Ver 1.0 I July 2 014 Page 19 of 42 Singapore Maritime Academy

Module: Basic Tanker Trai ning (BTT)- Oil and Chem ical Tankers Cha pter 7
The flue gas cannot be used in its original state, but has to go through a scrubbing process
which cleans out the soot and the sulphur and cools the gas to an acceptable temperature.
With a well-functioning inert gas system the vessel's tanks can be kept inerted during all stages
of transport - but it is especially important to ensure correct use during tank cleaning where the
electrostat ic charges in the tanks may be very large.
Tod ay the IMO demands all new oil tankers above 20,000 DWT to be fitted with an inert gas
system . Older ships may or may not be exempted by the national administration.
By installing an inert gas system in an oil tanker and using the system correctly the tanks will be
protected against explosions and fires but it should always be kept in mind that:
1. it is not possible to enter an interted tank without air supply.
2. the hydrocarbon vapours which is vented from the tank with the inert
gas is exactly as dangerous as in a non-inerted ship.
Inert Gas Systems: The components of a typical inert gas system as shown in the following
sketch where the numbered items are:
Ve r 1.0 / July 2014 Page 20 of 42 Singapore Ma ritime Academy

M odule: Basic Tanker Tra ining (BTI) - Oil an d Che mical Tankers Chapter 7
12
17
19 14
I
. .:I
. - - --
-----~ - ---;
1. Boiler uptake with a branch to the inert gas system.
2. Gas uptake valves
3. Scrubbing tower where the flue gas is washed by cold sea water.
4. Fan isolating valves suction side
5. Inert Gas blowers, usually a main blower and an auxiliary blower.
6. Fan isolating valves pressure side
7. Pressure control valve
8. Deck water seal
9. Non return valve
10. Deck isolating valve
11. Tank isolating valve

12. Mast riser
Ver LO/ July 2014 Page 21of 42 Singapore Maritime Aca demy
13. Pressure vacuum breaker (common)

14. Tank hatch
15. P/V in main line
16. Bypass valve
17. Scrubber effluent line
18. P/V valve (individual)
19. Purge pipe
General Safety Procedures related to Inert Gas: The ventilation in the inert gas room should be
started at least 15 minutes before starting the system or entering the room and should be kept
running throughout the operation.
Maintenance in the cargo pump room which involves dismantling of pipes or pumps in the
cargo system must not be done before the pressure of the inert gas system is released and all
valves to inerted tanks from the pump room have been closed. The pump room ventilator
should be running continuously.
If for any reason it is necessary to open the cargo tanks, i.e. to measure the ullage, take samples
etc., the pressure must be released from the tanks by opening the mast riser or lifting the P/V
valve.
With cargoes containing sulphur, pyrophoric iron sulphide may be formed. This substance is
very liable to auto ignition if the oxygen content of the surrounding atmosphere is increased.
In the event of a failure of the inert gas system the following regulation from ISGOTI applies.
Crude Oil: Discharge must be stopped and the deck isolating valve closed. Discharge or tank
cleaning should not be commenced or continued until the operation of the inert gas system has
been restored or an alternative source of inert gas provided. All new ships are required to have
a connection for shore supply of inert gas.
Products: Discharge should be stopped, but can be resumed when the agreement of all
interested parties has been obtained and when:
Ve r 1.0 /July 2014 Page 22 of 42 Singapore Maritime Acade my

Flame screens have been che.cked. .

Mast riser valves are open.
There is no free fall of water or slops in any tank
No dipping, sampling or other equipment is introduced into the tanks until at least 30 minutes
have elapsed and after this period only securely earthed equipment is used. This restriction
should be applied until a period of five hours has elapsed.
Entering tanks: When if for any reason it is deemed necessary to enter a cargo tank in an
inerted ship the following rules should be adhered to:
1. The tank should be cleaned.
2. The inert gas system should be depressurised.
3. The tank should be isolated . i.e. all valves in connection with the tank should be closed.
Warning signs displaying "This valve must not be opened" should be placed at the valve
control stations.
4. If some kind of blind flange is used to isolat e each tank from the inert gas main, this
should be inserted.
5. The tank should be thoroughly gas freed.
6. . The tank atmosphere should be tested at all depths from deck level. When a reading
of 21% oxygen and 0% LFL has been achieved the Chief Officer can enter the
tank and check the remote parts.
7. Forced ventilation should be running.
8. A responsible person must be standing by at the tank entrance.

9. All general rules concerning entry into an enclosed space should be adhered to.
Ver 1.0 / July 2014 Page 23 of 42 Singapo re M aritime Academy

Module: Basic Tanker train ing (BTT) - Oi l and Chemical Tan kers Chapter 7
UNLOADING
The Chief Officer shall prepare a watch schedule and Person in-Charge list for oil transfer
operations for the discharge operation.
Prior to commencement of discharge operation the Chief Officer shall conduct a "Pre transfer
cargo safety meeting" with all the concerned crew.
Preparation for Cargo Equipment
Cargo oil transfer pumps and IGS should be well prepared for use prior to arrival at
discharge port terminal.
Display of Warning Notices and Signs should be taken into account
The "Ship/Shore Safety Check List" or relevant "Ship to Ship Transfer Check List" must
be completed and signed for in agreement by both parties after successful completion
of safety checks and confirmation and prior to starting of operations.
Ullage measurement and Cargo Quantity Calculation
Ullage may be taken at the beginning of the cargo operation and monitored throughout
the cargo operation.
On completion of cargo operation, temperature measurement, water measurement,
and sampling may be carried out by the terminal side or surveyors along with a
responsible officer.
Normally, one watch Officer shall attend the measurement and assist to calculate the
cargo quantity. Ensure that all ullage ports (vapour locks) and other openings have been
closed after the measurement and prior to start of operations.
Lining up Pipelines and Valves
Prepare the lines between tanks and pumps after the completion of ullage
measurement. Tanks not to be discharged are to be suitably marked and protected from
accidental miss-operation.
Carry out the filling of the separator with utmost caution, taking care to avoid "Liquid
Hammer". Ensure through passage of vapor so as to fill separator evenly.
Prior to commencing discharge the cargo tank line and pump room valves to be set as
per the plan for start of discharge. Use the ship specific ,,Valve Checklist" prudently.
Valves not in use should be secured and lashed shut.
Line / Valve settings are to be supervised and checked by the Watch-Officer and re-
confirmed by the Chief Mate.
Ve r 1.0 I July 2014 Page 24 of 42 Singapore Ma ritime Academy

Module : Basic Tanker Training (BTT) - Oil an d Chemi cal Tan kers Chapter 7
The order for opening of manifold valve shall be under the chief officer"s permission. On
opening of the manifold valves, the manifold pressure shall be monitored regularly.
Operate major valves as per the terminal representative"s order.
During completion of unloading, it must be emphasized by the instructor to inform the
trainees about the wear on moving parts whenever flow is intermittent or fluctuating
Personnel arrangement at beginning of operations
In principle, for the startup of operations, all deck crew shall be in attendance and distributed
as per chief officer"s instruction.
Tool Box meeting
Have the crew know the beginning of operations to call their attention to smoking, use of fire,
. designated emergency exits and other safety matters
in an inerted cargo tank there is no explosive atmosphere

care must be taken that the tank atmosphere does not come within flammable range
during gas-freeing operations
soot particles in inert gas create an additional ignition hazard in an explosive tank
atmosphere
gas-freeing a non-inerted tank will bring the tank atmosphere within the explosive range
for some time
oil tankers should be supplied with met ers to check oxygen content, hydrocarbon
content and toxic gas content
meters are available showing percentage lower flammable limit (LFL) by volume
Tank cleaning and gas-freeing for repairs
procedures for tank cleaning, purging and gas-freeing must be carried out
before personnel enter any tank, the atmosphere must be checked for oxygen content,
hydrocarbon content and, after carrying some cargoes, toxic gas content
oxygen content must be 21% by volume
hydrocarbon content must be less than 1% LFL
after tank washing, manual removal of residue may be necessary
residue removal generates more hydrocarbon gas
gas-freeing operations must therefore be continuous
adjacent bulkheads and pipelines may constitute additional sources of hydrocarbon gas
t he inert gas supply t o t he ta nk should be shut off
a gas-free certificat e is needed from a qualifi ed chemist before contractor"s work can be
ca rried out I"
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Module: Basic Tanker Train ing (BTI) - Oil and Chemical Tan kers Chapter 7
an additional hot work permit is required for hot work

that such certificate and permit must be reissued every day that work is carried out, or
such lesser period as the port authority stipulates
Planning: The discharging of the cargo requires just like the loading good planning, so that this
operation also is performed in a safe manner without loss of valuable time. Normally the cargo
should be discharged as fast as possible with due considerations to all relevant aspects, and, of
course, observing all safety rules .
A discharge procedure which allows maximum use of the ship's cargo pumps is preferable, but
also the stripping must be performed effectively, to reduce the remaining cargo as much as
possible.
Before the discharge commences the discharge plan should be discussed and agreed with the
loading master. The agreed plan and other important information such as maximum discharge
pressure should be in written form when exchanged between ship and shore.
Turbine driven pumps should be started and be running at slow revolutions for an appropriate
time on bypass, to heat the turbines before the actual pumping begins.
During the Unloading: The discharge should be started with one pump on reduced rpm from
one tank, until it has been checked that everything is OK. Then the suctions to other tanks to be
discharged in the first sequence can be opened and the other pumps connected. As far as
possible all the pumps should be running at maximum speed if the discharge conditions permit.
Knowing the discharge rate it is possible to calculate the time needed to discharge each tank,
and when shifts have to be made. During the discharging the pumps should be controlled and
ensure that the calculated time table is correct, this also makes it possible to judge if the pumps
are working correctly and discover eventual faults in due time .
During the discharging, ballast may be loaded into the segregated ballast tanks to compensate
trim and stress. Ballast loading into cargo tanks is normally not allowed before the discharging
is finished. Severe weather or special harbour conditions might sometimes necessitate such
ballast intake in older ships without segregated ballast tanks, but this must only be performed
with permission from the terminal.
Ver 1.0 /July 2014 Page 26 of 42 Singapore M aritime Academy

Module : Basic Tanker Training (BIT) - Oil and Chemical Tankers Chapter 7
Example of an unloading plan: A discharge plan is made using a bar diagram showing what
each pump is doing any time. A diagram can be seen after this write-up.
When making the plan the back pressure from shore is often not known exactly. If the shore
pressure is considerably higher than assumed resulting in a slower discharge rate, the plan can
normally still be used by increasing all the times by e.g. 20% and keep the discharge sequence
unchanged.
In the example shown it is attempted to avoid shifts between the tanks at the same time, also
the plan shows when stripping of each tank is performed.
The main objective is to keep all 4 cargo pumps running as long as possible, and that is why
pumps no 1 and 2 are discharging from 12X for 11/2 hours. This must be done while the tanks
are full so that the liquid column will compensate the increased friction in the pipes.
Refer to the next page for a typical cargo discharge and ballasting operation.
It is a common experience that pumping from the forward tanks is considerably slower than
from the aft tanks and this, of course, should be remembered when making the plan. Also all
other experiences from former similar discharging should be considered.
End of unloading: When the tanks have been stripped as effectively as possible the lines should
be drained and the oil pumped ashore through the small diameter line, so that the amount of
oil remaining on board is as small as possible, not only because the ship is obliged to discharge
all the pumpable cargo but also because remaining oil cause problems later during tank
cleaning, with increasing amounts of slop and making it difficult to observe the oil pollution
regulations.

Module: Ba sic Tanker Training (sn) - Oil and Chemical Tan kers Chapter 7
DATA UN l'U.\IPS ANO CARCO DISTRISl.ITlON - S5. SOLEN
PUMPS
Ro.Ced Capc(ty: Qwinli1le"' in Watertons Time Nee<J"<J for 01chaq;e
Main Pump.s - 4 x 1,900 WTH
Stripper - J "' 200 WTH Tank p c s Tank c .. nlTe Wings Croae
PUMP POTENTIAL 2 9SO 2990 900 2 1.8 1,2 J.o

per pump 1;900 WTI-f J 1510 3980 1510 J 2.3 1.8 4.1
-IC3 (Loec:) - 19o WTH 1550 3980 1550 .. 2.J J.11 4. 1
5 1560 39go 1560 s 2.J 1.8 4. l
Bulk uu: - 1, 710 WTH 6 IS60 3980 1560 {.. 2.3 1.8 .. _,
1 1560 3980 l.SOO -; 2.3 1.11 I. I
!! 1660 8 I.O l ,0
9 3980 9 2.3 2. 3
10 3980 10 2. J 2.J
. ll 1550 3980 LS.SO H 2 .3 l.8 4.1
12 1510 3980 151(} 12 2.3 I.I\. 4.1
IJ lilO 3980 1410 13 2.J l.7 4.0
14 H20 3510 1420 H 2.1 l,7 .3,8
D:-alnioga - 1200 Dralnln~a 0 .7 Hrs.
DISCHARGE SEQUENCE SS 000 s' CLASS YESSfl.
TlllE SCALE z 3 5 8 a 9 Ill If IZ 13 I~
Pl!llP ~
I
T
PUllP 3 cs 51 7X 16
I
I
PUllP 2 Ill cs C!l ca CID
.,. ..
1.
PUllP l 113 cu 12 ' Cll Cl4

(SO')
I
I
I
I I .
'. I:l :1' I~ I
I I
STRIPPER
i:
cs
'
I u
II
SI
:1 I
~/-
21
: -
7l
'
3
STRIPP[ll II~

IJ
I IX cs
12l
C8 c
14
I t I : I '
rrnwmn
!llllST
~L< I
' I
Ver
Module: Basic Tanker Training (BTT) - Oil and Chem ical Tan kers Chapter 7
Operation of Cargo Pumps (if ballasting a nori-segregat,ed ballast tank) .

When starting to ballast, cargo pumps should be operated so that no oil is allowed to escape
overboard when the sea suction valve is opened. See the ICS/OCIMF publication "Prevention of
Oil Spillages through Cargo Pump room Sea Valves".
Sequence of Valve Operations
The following procedures should be adopted when loading ballast into non-inerted tanks which
contain hydrocarbon vapour:
The tank valves should be the first valves opened.

The initial flow of ballast should be restricted so that the entrance velocity is less than 1
meter/second until the longitudinal are covered or, if there are no longitudinal, until the
depth of the ballast in the tank is at least 1.5 meters. These precautions are required to
avoid a geyser effect which may lead to the build up of an electrostatic charge in a mist
or spray cloud near the point where the ballast enters the tank. When a sufficient
charge exists the possibility of a discharge and ignition cannot be excluded.
THE BALLAST VOYAGE
For crude oil tankers engaged in loading crude oils only, there is no need of cargo tank cleaning
during the ballast passage unless the tanks need to be entered for inspections and/or repairs ..
Segregated Ballast Tankers: Under MARPOL 73/78 all new crude oil tankers of 20,000 dwt and
over and all new product tankers of 30,000 dwt and over are required to have segregated
ballast tanks with protective location (SBT/PL) of sufficient capacity which will allow them to
operate safely on ballast voyages without having to carry additional ballast in cargo tanks.
Water ballast may be carried in cargo tanks of SBT tankers only on voyages when weather
conditions are so severe that, in the opinion of the Master, it is necessary to carry additional
ballast water in cargo tanks for the safety of the ship or in any of the following exceptional
circumstances;
(a) when combination carriers are required to operate beneath loading/unloading gantries;
(b) when oil tankers are required to pass under a low bridge;
(c) when local port or canal regulations require specific draughts.
Ver 1.0 /July 2014 Page 29 of 4 2 Singapore Maritime Academy

Module: Basic Tanker Training {BIT) - Oil and Ch emical Tankers Chapter 7
In the case of new crude oil tankers, the additional ballast permitted for any of the reasons
outlined above may be carried in cargo tanks only if such tanks have been crude oil washed
before departure from the unloading port or terminal.
If it does prove necessary to ballast cargo tanks on any of the above grounds, or if it is
necessary to clean such tanks for inspection and/or repair, then the dirty ballast, oil residues,
sludge, and tank washing water must be handled in accordance with the procedures set out in
the foregoing basic method or wholly retained on board for discharge to reception facilities.
Tank Cleaning
The construction of the ship and other circumstances makes it necessary to clean at least some
of the cargo tanks during the ballast voyage. The purpose of this cleaning can be:
1. To arrive at the loading port with clean ballast
2. To prepare the ship to load a cargo which is incompatible to

the previous cargo.
3. To prepare the ship for maintenance and /or dry-docking.
4. To avoid build-up of sediment and sludge.
Safety precautions during tank cleaning
General: To enhance general safety all on board should be made aware when tank cleaning is
initiated and when gas freeing is over. Only crew members essential for the operation should
be allowed on deck during cleaning and gas freeing. All openings to tanks which are not being
cleaned or gas freed should be kept closed .
All recommendations from IMO and ISGOTT should be adhered to unless special instructions
have been received from the company.
Washing may be done in an inerted atmosphere or non-inerted atmosphere.
For non inerted Atmosphere:
To control all possible ignition sources, the following precautions are observed:
(a) No machine may have a throughput greater than 60m3 I h
Ver LO I July 2014 Page 30 of 42 Singapore Maritime Academy

Module: Basic Tanker Training (BTI) - Oil and Chemica l Tankers Chapter 7
(b) The total water throughput per cargo tank should be kept as low as practicable and
~ust in no case exceed 180m3/h
(c} Recirculated wash water must not be used.
(d} Chemical additives must not be used.
(e} Wash water may be heated, but must not be above 600 C
(f} Steam must never be injected into the tank
(g) The tank should be kept drained during washing. Washing should be stopped
to dear any build-up of wash water.
(h} All hose connections must be made up and tested for electrical continuity before the
washing machine is introduced into the tank. Connections should not be broken until
after the machine has been removed from the tank. To drain the hose a coupling may
be partially opened and then retightened before the machine is removed.
(i) Sounding and the introduction of other equipment must be done through a sounding
pipe if fitted. If a sounding pipe is not fitted, it is essential that any metallic components
of the sounding or other equipment are bonded and securely earthed to the ship before
introduction into the tank and remain so earthed until removed. This precaution should
be observed during washing and for five hours thereafter. If, however, the tank is
continuously mechanically ventilated after washing, this period can be reduced to one
hour. During this period:
An interface detector of metallic construction may be used if

earthed to the ship by means of a clamp or bolted metal lug.
A metal rod may be used on the end of a metal tape which is

earthed to the ship.
A metal sounding rod suspended on a fibre rope should not be

used even if the end at deck level is fastened to the ship because
the rope cannot be completely relied upon as an earthing path.
Equipment made entirely of non-metallic materials may, in general,

be used: e.g. a wooden sounding rod may be suspended on a rope
without earthing.
11
Ropes made of synthetic polymers should not be used for lowering
equipment into cargo tanks.
Ver 1.0 / Ju ly 2014 Page 31of4 2 Singa pore Maritime Academy

Module: Basic Tan ker Train ing (BIT) - Oil and Chemical Tankers Chapter 7
To control fuel in tank atmosphere, following precautions must be observed:
1. Before washing, the tank bottom should be flushed with water and stripped. The piping
system, including cargo pumps, crossovers and discharge line, should also be flushed
with water. The flushing water should be drained to the tank designed or designated to
receive slops.
2. Before washing, the tank should be ventilated to reduce the gas concentration of the
atmosphere to 10% or less of the LFL. Gas tests must be made at various levels and due
consideration given to the possible existence of local pockets of flammable gas.
Mechanical ventilation and gas testing should continue during washing. Ventilation
should as far as possible provide a free flow of air from one end of the tank to the other.
3. If the tank has a venting system which is common to other tanks, the tank must be
isolated to prevent ingress of gas from the other tanks.
4. If portable washing machines are used, all hose connections should be made up and
tested for electrical continuity before the washing machine is introduced into the tank.
Connections should not be broken until after the machine has been removed from the
tank. To drain a hose a coupling may be partially opened and then re-tightened before
the machine is removed.
5. During tank washing regular gas tests must be made at various levels. Consideration
should be given to the possible effect of water on the efficiency ofthe gas measuring
equipment. Washing should be discontinued if the gas concentration rises to 50% of the
LFL. Washing may be resumed when continued ventilation has reduced the gas
concentration to 20% of the LFL and maintained it at or below that level for a short
period.
6. The tank should be kept drained during washing. Washing should be stopped to clear
any bu ild-up of wash water.
7. Wash water may be heated . If the wash water temperature is 6o0c or less, washing
should be discontinued if the gas concentration reaches 50% of the LFL. If t he wash
water temperature is above 6o0c, washing should be . discontinued if the gas
concentration reaches 35% of the LFL.
Washing in an Inert Atmosphere: When tanks are cl eaned in an inerted atmosphere there are
no restrictions as to the number of tank washing ma chines or the temperatures of t he wash
water, fu rthermore che micals and recirculated water may be used.
Ver 1.0 I July 2014 Page 32 of 42 Singapo re Maritime Academy

To qualify as an inerted atmosphere the tank atmosphere must meet the following conditions.
Before washing all tanks must be purged with inert gas to an oxygen level not exceeding
8% by volume as determined at the middle level of the ullage space and 1 metre below
deck. Where tanks have a complete or partial wash bulkhead these measurements
should be taken from similar levels in each section of the tank.
During the washing process the oxygen content and the pressure of the inert gas being
delivered should be continuously monitored.
If during washing:
The oxygen level in the tank exceeds 8% by volume

Or
The pressure of the atmosphere in the tanks is no longer positive
Washing must be stopped until satisfactory conditions are restored.
All crew members should be made aware of the inherent dangers of inert gas, i.e. low oxygen
concentration and high C02 concentration.
Tank cleaning on product tankers
If any cargo tank cleaning is required, eg in product tankers if different grades of petroleum
products are to be loaded or in crude oil tankers for any in-tank maintenance or inspection,
prior tank washing, it is often a good practice to flush the lines and tank bottoms as soon as
possible before the real tank cleaning takes place. Especially after high viscous and solidifying
products this procedure will make the final cleaning of tanks and lines easier.
An important operation on the ballast voyage is tank cleaning which has been already
described. In connection to the tank cleaning the cargo lines have to be cleaned, and the only
way to do this is to flush all the lines for an appropriate period of time. To clean the lines
properly it is necessary to pump sea water at high velocity through all the lines and pumps in a
pre planned sequence. Many tanker officers consider it necessary to flush the lines both ways,
especially after heavy products. The water used to flush the lines must not be pumped
overboard due to the probably high content of oi l, but should be pumped to the slop tank for
settling. Bad line cleaning has resulted in several pollution problems and contamination of clean
cargoes.
Ver 1.0 /J uly 2014 Page 33 of 42 Si ngapore Mariti me Academy

Draining the slop tanks:
Refer to diagram on next page:
During tank cleaning and line flushing, all polluted water should be pumped to the slop tanks
for settling. After an appropriate period of settling time the water, and only the water, may be
pumped overboard outside special areas and more than 50 miles from shore using oil content
monitor and adhering to all pollution regulations.
Before the draining the slop tank normally contains the following:
1. a layer of oil
2. a layer of oil/water emulsion
3. Water containing minute amounts of oil {up to a few hundred ppms).
The recommendations from the ICS/OCIMF 'Clean Seas Guide for Oil Tankers' should be
followed.
Primary Slop Tank Secondary Slop Tank
Traces of oil
Inlet
q Water
To cargo To cargo oil

oil pump pump
Bell mouth
-.I Valve

Module: Basic Tanker Training (BTT) - Oil and Chemica l Tankers Chapter 7
Disposal of Slop Resides: Before reaching the loading port the master should advise his
owners or charterers bf the amount of retained residues on board. These may then be handled
in one of the following ways:
(a) By pumping the residues ashore at the loading terminal.
(b) By retaining the residues on board and loading the new cargo on top of them
(c) By retaining the residues on board, but segregated from the new cargo. If this is done,
it may be possible to pump them ashore at the discharge terminal, if reception facilities
are available. It may, however, be necessary to retain the residues for more than o_ne
voyage.
Handling Sludge: Only small quantities of sludge should remain in the cargo tanks after
machine washing. Should areas of heavy sludge build-up be found after initial tank washing,
they are better dealt with by specially located tank washing machines and re-washing with very
hot water than by resorting to hand lifting. In this manner much of the sand, scale, sediment
and oil can be transferred to the slop tank, thereby minimising removal by hand.
The small amount of sludge that is found after efficient cleaning is composed principally of
scale, sand, water, wax and sediments of various kinds.
When sludge containing oil or oil residues is recovered by hand, the material should be retained
on board in suitable containers and disposed of ashore.
OIL/WATER INTERFACE DETECTORS

Module: Basic Tan ker Training (BIT) - Oil and Chem ical Tankers Chapter 7
Vapour control valve
TANK TOP
Gaseous atmosphere
ULLAGE LEVEL
LIQUID CARGO
__ J __._____ _
I \EVELS PRESELECTED FOR
_ _ - - ~MPERATURE READINGS
INTERFACE LEVEL
Diagram: UTI Tape (Ullage /temperature/ Interface detector), in use with Vapour control valve.
Tank Cleaning : Crude Oil washing:
Crude oil washing on board crude oil tankers is one of the most important operations. On
completion of COW and tank cleaning, the tanks are rendered fit for repair work in shipyards,
routine dry docking, minor repairs or tank inspection at sea and it also prepares the t anks for
clean ballast on those tankers that do not have adequate segregated ballast tanks for heavy
weather. COW prevents the build up of crude oil sediments (sludge) in the cargo tanks.
The practice of wa shing cargo tanks with sea water has a number of disadvantages. It is not the
Ver 1.0 I July 2014 Page 36 of 42 Singapore Marit ime Aca demy
best medium for tank cleaning because:
* It contributes to the corrosion of the internal tank structure.
* There is a residue of sludge within the cargo tanks after washing when operating Load
ON TOP.
* It introduces unwanted salt water into the refineries.
* It leads to large quantities of oily water slops which require decanting and constant
observations to ensure that no accidental discharge or escape of oily water pollutes the
Marine environment.
* It decreases the amount of cargo the vessel can load.
* It is incompatible with oil.
From the above it can be observed that however good the operating practice, a great deal of oil
suspended in discharged water washing is going to find its way into the sea. To overcome the
problem of water washing COW was adopted in 1978 by the TSSP Conference. The principle
and practice of COW has been recognised for many years but only with the advent of inert gas
systems and fixed high capacity washing machines has the implementation of COW been
possible.
The Advantages Offered By Crude Oil Washing:
* A reduction in the preventing of pollution.

* Increased cargo out turn,
* Less deadfreight.
* Less time required for subsequent tank cleaning
* Less time needed to prepare tanks for repairs in dry dock.
The Disadvantages of Crude Oil Washing:
* An increased workload for the ship's personnel.

* An increased time for discharging the cargo.
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Module: Basic Tan ker Training (BTT) - Oil and Chemical Tankers Chapter 7
* Increased cost for the installation ofthe COW equipment.
COW is usually carried out in the port of discharge. Although it is also possible to do it on the
passage between ports provided that there is still a parcel of crude oil in the ship. The source of
the oil for COW is the cargo which is led through the cargo mains to a separate line (COW line)
which has branch lines to the fixed tank washing machines of each tank. See Figure 1.
Figure 1: Oil Supply to COW Main
COW MAIN MANIFOLD
CARGO
MAINS CARGO PUMPS
ALT 1: BLEED OFF FROM CARGO MAINS

ALT 11 : SEPARATION OF ONE CARGO PUMP CLOSING
OF CORRESPONDING MANIFOLD VALVE
In order to ensure that COW is effectively protecting the marine environment against oil
pollution the design, operation and control of the COW system are subject to IMO
specifications. Design specification cover pumps and piping, washing machines and stripping
systems. Operations washing programmes, pressures, prevention of electrostatic hazards, the
danger of oil leakage and the number of tanks to be washed. Washing programmes cover the
different stages and duration of washing and shadow sectors within the tanks.
One more condition influencing the COW results is t he source of the crude itself. There are
some common crud es whi ch are un suitable for COW owing to their high pour point and high
Ver 1.0 I July 2014 Page 38 of 42 Singapore Mariti m e Aca demy

viscosity. Such crude may not be carried in crude oil tankers unless enough tankage is kept
empty for taking in departure ballast.
It should be clear that COW is not optional but mandatory for tankers of 20,000 deadweight
and above in accordance with Regulation 13{6} of the Annex 1 of MARPOL 73/78. No ballast
water is to be taken into cargo tanks which have not been crude oil washed. There is a further
requirement that cargo tanks not used for ballast should be crude oil washed in rotation for .
reasons of sludge control. This also applies to new oil tankers provided with both SBT and COW;
such vessels must ensure that sufficient cargo tanks are crude oil washed to take additional
ballast, if required and 25% of the remaining tanks are crude oil washed to control sludge
accumulation within the tanks.
In view of the hazards involved in crude oil washing, this operation may only take place in an
inerted tank atmosphere and by specially trained personnel. COW operations should cease if
the oxygen level in the inert gas supply rises to unacceptable levels (above 8% by volume}.
Particular attention must be paid to preventing electrostatic hazards caused by the presence of
water in the crude oil used for washing. Only crude oil must be used. In loaded tanks there is
always a risk of water lying underneath the cargo and water will always be present in the slop
tanks if the LOT procedures have been followed properly. For safety reason cargo tanks used as
a source of crude for COW must always be discharged until 1 metre of the cargo at the bottom
of the tank has been discharged ashore. This is because water which is likely to be present in
the cargo at the time of loading would have settled to the bottom of the tanks during the
loaded passage. For the same reason if the slop tank is to be utilised for the supply of crude oil
for COW it must first be discharged completely and refilled with clean crude oil.
Methods of Crude Oil Washing:
There are two methods of COW i.e. single stage and multi-stage.
With the single stage method the tank required to be crude oil washed is fully emptied and
then crude oil washed. A maximum of 21/2 cycles of wash is sufficient. The tank bottom must
be kept always dry throughout the washing cycles and especially when the bottom of the tank
is being washed.
With the multi-stage method, the tank is progressively washed as the tank is being discharged.
Initially 113 of the tank is discharged and the space is washed for 11/2 cycles as the first stage.

Module : Basic Tan ker Train ing (BTT) - Oil and Chemical Tan kers Chapter 7
Then the tank is discharged to 2/3 of its capacity and this space is washed in the second stage.
When the tank has about a foot of oil at the bottom of the tank the third stage is commenced.
The bottom of the tank must be kept completely dry when the crude oil washing machines are
washing the bottom of the tank.
Purging and Gas-Freeing:
Gas-freeing means that the atmosphere of the tanks is replaced by atmospheric air so that the
tanks can be entered safely without use of respiratory protection.
In connection with gas-freeing there are some safety aspects that have to be considered.
SOLAS, Chapter 11-2 Regulation 16.3.2 gives the procedures for cargo tank purging and/or gas
freeing as the following:
Ships provided with an inert gas system:
Purging with IG until the concentration of hydrocarbon vapours in the cargo tanks has
been reduced to less than 2% by volume. Thereafter, gas-freeing may take place at the
cargo tank deck level.
Ship not provided with Inert Gas:
a) Ventilation through the normal venting system, or

b) with a vertical exit velocity of at least 20 m/s through outlets at least
2m above the cargo tank deck level, and which are protected by
suitable devices to prevent the passage of flame.
When the flammable vapour concentration at the outlet has been reduced to 30% of the lower
flammable limit, gas-freeing may thereafter be continued at cargo tank deck level.
The reason why it is not allowed uncritically to blow atmospheric air into a tank is of course to
avoid an explosive mixture of air/hydrocarbon vapours in the tank. If it cannot be avoided that
a non-inerted tank for a while is in an explosive condition then it is important to avoid sources
of ignition and to lead the explosive mixture out of the tank in a safe way, namely at a certain
height above the deck and via flame screens.
Ve r 1.0 I July 2014 Page 40 of 42 Si ngapore Maritime Academy

Gas-freeing with portable blowers: Most tankers have a number of portable blowers which are
placed in special openings in the tank deck (tank-cleaning hatches). The blowers most
commonly used are water driven or air driven axial-blowers, which placed over the tank-
cleaning hatch, blow air directly down into the ta nk. The blower outlet may be equipped with a
fabric hose which will direct the air further down into the tank. It is important that the air
circulate completely in the tank as the time needed for gas-freeing then can be reduced
significantly. This gas-freeing method can be denoted as "gas-freeing by dilution" and requires
many changes of air until an explosimet er will give no reading and the oxygen content has
reach 20.8%. 10-20 changes of air are not unusual in non-coated tanks.
Gas-freeing with Inert Gas blower: For ships equipped with an inert gas plant it is possible to
use the blower of the inert gas plant to blow fresh air into the tanks. The air can be directed
into the tank via the "normal" inert gas inlet, and the mast-riser, purge pipes, tank cleaning
hatches or the tank hatch can be used as outlet from the tank depending on the circumstances.
In some ships the inert gas blower can be connected to the cargo line so that the .fresh air is
blown into the tank via the suction line of the tank.
Pumps and Unloading Systems
Types of pump used on oil tankers are mainly:
Centrifugal pumps
Piston pumps (reciprocating pumps)
The main cargo pumps fitted on board oil tankers are mainly of the centrifuga l type. They are
placed in the pumproom with the shaft passing through a gas tight bulkhead seal to the engine
room.
The benefits of using centrifugal pumps are;
relatively simple in construction

there being no valve in its construction
the pump can operate in high speed
its continuous pump ing and thereby no pu lsation
The drawbacks of using centrifugal pumps
Ver 1.0 / July 2014 Page 41of 42 Si ngapore M ariti me Acad emy
pump has a high efficiency only within a limited field

not self-priming
difficulty of pumping high viscosity liquids
Centrifugal cargo pumps are supplied with a graph often referred to as pump characteristics,
which gives the performance (Q-H) curve. The graph supplied with centrifugal pump is
developed on the basis of the pumping tests with a specific liquid at a specific temperature and
density, with a specific impeller and at specific rate of revolution.
The Q-H curve describes the relationship between total head and flow. The graph is normally
supplied with curves describing the pump"s power consumption efficiency and NPSH . The
design point will be the efficiency, the NPSH, the power consumption and the flow give the best
general result. The total head is independent of the liquid"s density, but the differential
pressure and the power consumption will vary proportionally to the density. When evaluating a
centrifugal pump"s graph it must be remembered that the curves are made for a specific liquid.
Pump Cavitation:
If the liquid's temperature is close to its boiling point, the liquid's vapour pressure is easily
reached at the pump inlet side. The liquid starts to boil, the bubbles so formed may collapse
along the impeller, which may result in pump cavitation. Care must be taken to avoid this and
prevent damage to the pumps.
Please note that the topic on Pumps and Valves will be discussed as a separate lecture and
appropriate learning materials will be provided by the relevant lecturer.
Ver 1.0 / July 2014 Page 42 of 42 Si ngapore M aritime Academy

Chapter 8
Emergencies
OBJECTIVES
At the end of this chapter, students should be able to demonstrate basic knowledge and
understanding of
1. emergency procedures
2. emergency shutdown
Ver 1.0 / July 2014 Page 1of11 Singapore Marit ime Academy
Module: Basic Tanker Tra ining (BTT) - Oil and Chemical Ta nkers Chapter 8
EMERGENCIES
Basic knowledge of emergency procedures, including emergency shutdown
This chapter covers the aspects of emergency operations on board tankers. It includes
emergency measures, organizational structure, alarms, emergency procedures and first-aid
treatment.
The main purpose for including first-aid treatment is to emphasize the importance of
familiarizing with the emergency procedures in the Cargo Data Sheet of the cargo carried. In the
event of an accident involving cargo, the person should be able to take proper action as
recommended in the Cargo Data Sheet.
Planning and preparation are essential for dealing successfully with emergencies, the
information which should be readily available will include:
type of cargo and its disposition

location of other hazardous substances
general arrangement plan of the ship
stability information
location of firefighting equipment and instructions for its use in an emergency,
Important actions to take would include:
giving audible and visual warnings that an emergency exists by means of:
o bells,
o whistles, or
o other audible devices
Emergency Indicators
Flashing lights
advises the command centre of the location and nature of the emergency
Ver 1.0 /Ju ly 2014 Page 2 of 11 Singapore M aritime Acade my

allows for promptly activating the ESD and stopping any cargo-related operations,
closing valves and openings in tanks as initiated by the ESD system . .
Provides for removal of any craft alongside
Emergency Equipment
Ship's personnel must know the location of all safety equipment, such as;
breathing apparatus
protective clothing
approved portable electric lights
instruments for measuring oxygen and other gases
first-aid kits
tank evacuation equipment
firefighting equipment with instructions for its use
All equipment which may be needed in an emergency must be maintained in good order and
always be ready for use. These important items are
firefighting equipment
breathing apparatus
protective clothing
alarm systems
communication systems
arrangement plans
8.2 Emergency Organizational Structure
Emergency Organization
An emergency organization should be set up which will come into operation in the event of an
emergency. The purpose of this organization will be in each situation to:
a. Raise the alarm and muster at designated station.

b. Locate and assess the incident and possibly the associated dangers.

Module: Basic Tanker Training (BTT) - Oil and Chemica l Tan kers Chapter 8
c. Organize manpower and safety equipment.
The following suggestions are for guidance in planning an emergency organization, which
should cover the following four elements:
Command Centre
There should be one group in control of all the responses to the emergency with the Master or
the senior officer on board in charge. The command centre should have means of internal and
external communication.
Communication is of the utmost importance and the possibility of communication failing should
always be taken into account as such back up for communication means should always be
provisioned for - such as spare batteries for W/T sets, spare W/T sets, loudhailers, PA system
and messengers.
Emergency Party
This group should be under the command of a senior officer and should assess the emergency
and report to the command centre on the situation, advising what action should be taken and
what assistance should be provided, either from on board or, if the ship is in port, from ashore.
Back up Emergency Party

The backup emergency party under the command of an officer should stand by to assist the
emergency party as instructed by the command centre and to provide backup services, e.g.
equipment, stores, medical services including cardio-pulmonary resuscitation etc.
Technical Party
This group should be under the command of the chief engineer or the senior engineeri ng officer
on board and should provide emergency assistance as instructed by the command centre. The
prime responsibility for dealing with any emergency in the main machinery spaces will probably
rest with this group. It may be called on to provide additional manpower elsewhere.
The plan should ensure that all arrangements apply equally well in port and at sea .
Duties should be assigned for the operation of remote controls such as:
a. ma in engine stop
b. ventilation stops
Ver 1.0 I July 2014 Page 4of 11 Singapore M aritime Aca demy
c. lubricating and fuel oil transfer pump stops

d. operation of dump valves
e. C0 2 discharge
f. operation of watertight doors
Operation of essential emergency services must also be considered, such as:
a. emergency generator and emergency switchboard

b. emergency fire and bilge pumps
Balance crew
The rest of the crew, if not allotted any of the duties under the different groups as mentioned
in these guidelines, would act as back up for the emergency parties.
As backup they may be utilized in various other duties such as accumulating passengers and
herding them away from danger to the evacuation decks. Escorting feeble passengers or crew
including any injured crew to the safe places as designated. Rendering first aid and trauma
counseling. Filling extinguishers as required, mustering fire hoses from elsewhere, recharging
and supplying W/T batteries.
In case of an abandoning ship possibility, taking in additional provisions and clothing/water.

Preparation of the survival crafts such that it does not lead to any panic. Making rounds of
areas adjacent of the fire area .
Preliminary Action
The person who discovers the emergency must raise the alarm and pass on information about
the situation to the officer on duty who, in turn, must alert the emergency organization. While
this is being done, those on the scene should attempt immediate measures to control the
emergency until the emergency organization takes effect.
A fire in the galley is dangerous since it ca n spread very easily into the rest of the
accommodation. The fire is dangerous as well as the fumes from burn ing plastics and any
cooking oil.
The person in charge of the galley or the person first locating the fire should try and extinguish
the fire himself after alerting the officer of the watch. Generally the fire as it is detected and
Ver 1.0 I July 2014 Pages of 11 Singapore Maritime Academy

Module: Basic Tanker Training (BTI) :.._ Oil and Chem ical Tankers - Chapter 8
begins is a small fire and later develops into a major one. Thus the fire may be put off by a
single person with the equipment available in the galley and nearby areas
Fire dampers should be engaged and DCP extinguishers used to put out he galley fire if
anywhere on the stove area since these are electric circuits.
In case of cooking oil fire in the provision locker (rare) may be put out using foam extinguishers
and also with DCP extinguishers.
An accommodation fire may be caused by a short circuit or due to smoking or flammable

material catching fire inadvertently.
The items to be available would be:

a. DCP extinguishers
b. Fire hoses - low to moderate pressure on the fire mains
c. Insulated fire axe
d. Fire mans out fit
e. Safety lamps - many
f. Fire blanket
8.3 Alarms
These comprise high level alarms and over fill alarms.
A fire alarm signal or general alarm signals are given in case of:
o fire
o collision
o grounding
o cargo hose burst
o major cargo spillage or escape vapour
o every other emergency situation which calls for emergency actions
Other alarm signals on tankers are given in case of
o high concentration of toxic or flammable vapours
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Module: Basic Tanker Tra ining (BTI) - Oi l and Chemical Tankers Chapter 8
o unacceptable condition in cargo tanks or cargo systems

o unacceptable conditions in auxiliary cargo systems
o system failure in cargo plant and auxiliary systems
o system failure in engine-room or machinery spaces
o a C0 2 discharge in engine-room or pump-rooms
o a high level of oxygen in inert gas
o high level of oil residues in overboard discharge
8.4 Emergency procedures
A knowledge of the basic emergency actions that needs to be taken in case of: Standard Ship
Emergencies are documented as a part of the vessel's ISM procedures. These include
procedures for
o fire
o collision
o grounding
o cargo hose burst
o accident involving personnel
All tankers & terminals procedures are to be ready for immediate implementation in the event
of an emergency. Procedures must anticipate & cover all types of emergency which might
encountered in particular activities of tanker or terminal.
The main procedures will address Fire, while other procedures would address incidents such as
hose or pipeline burst, cargo overflow, pump room flooding, men overcome by gas, breakouts
of vessels, weather or blackouts.
The procedures should also cover deployment of fire-fighting equipment, resuscitator &
stretches, together with details of means of escape or exit.
Terminal Emergency Plan
The plan would include:
Specific initial action to be taken by those at location of the emergency to report,

contain & overcome t he incident.
Ve r 1.0 I Ju ly 2014 Page 7 of 11 Singa pore Maritime Academy

Procedures to be followed in mobilising the resources of the terminal as required by the

incident.
Alerting responsibility & procedures.
Each terminal should have an Emergency Team whose duties would involve planning,
implementing & revising emergency procedures as well as executing them.
Main points of initial response to an emergency should be conspicuously displayed on notices

at strategic locations within the terminal.
Recommended emergency procedures
Following are the actions that should be taken for various types of emergencies on a tanker.
Practical demonstrations and drills following the contingency plans developed should be
regularly conducted to familiarize all onboard with emergency response.
Pump room or enclosed space rescue
1. Sound emergency alarm, cease cargo operation, if along side, notify dock and call for
medical assistance.
2. Emergency team responds with following equipment: SCBA, Communication,
Atmosphere analysing equipment, First aid/resuscitator/stretcher, EEBD, fire fighting
gear.
3. Check pump room or enclosed space ventilation
4. Prepare harness and life line
5. Test atmosphere
6. If atmosphere is unsafe:
Rescue personnel with SCBA descend to area with harness rigged for possible
casualty evacuation
Place casualty in harness and assist him with EEBD
Hoist casualty up, safe from any obstructions
Administer first aid till handed over to medical team
Determine cause and take corrective actions
Ve r 1.0 /J uly 2014 Page 8 of 11 Singapore Ma ritim e Acad emy

7. If atmosphere is safe,
Rescuers proceed to the victim with necessary First aid, EEBD and harness
Lift casualty out of pump room using harness
Administer first aid till handed over to medical team.
Oil Spill
1. Raise emergency alarm

2. Stop any cargo or tank cleaning operation
3. Secure all valves
4. If tank over spill, shift excess cargo to suitable tank. If pipe failure, .isolate the affected
section. For hull failure, empty the tank to other intact tank and reduce inert gas
pressure in the affected tank.
5. Notify shore facility.
6. Restrict access to affected area and deploy personnel for clean up or containment of
spill.
7. Eliminate ignition sources and keep fire fighting equipment ready.
8. Vessel personnel with appropriate protective equipment and respirator start clean up
9. Shore team deploys resources for containing spill around the vessel, if any.
10. Inform company representative regarding co-ordination between various external
parties.
Grounding
1. Assess the condition of the vessel, carefully inspect the water around the vessel to
determine if any compartment is damaged, allowing cargo to leak or water to flood
2. Check and monitor cargo tank ullages
3. Take soundings of all compartments including engine room tanks.
4. Monitor vessel for any change in trim or list.
5. Maintain positive stability of the vessel
6. Consult vessel response plan or ship board contingency plan and make . necessary
notification to appropriate authorities
7. Display appropriate day signal and inform any vessel traffic of the situation
8. If vessel leaking any cargo, be aware of danger of vacuum developing in tanks and
distortion in deck plating
9. Eliminate any source of ignition

Module : Basic Tanker Training (BIT) - Oil and Chemical Tan kers Chapter 8
10. Reduce inert gas pressure to minimize oil outflow

11. Isolate the affected tanks by closing all valves
12. Transfer to a suitable tank to prevent outflow
13. Take soundings around the vessel to determine where the hull is touching bottom
14. Take weather report, check tidal conditions and type of sea bottom
15. Consult with company/salvage experts to take appropriate action to minimize further
damage
16. Action to be based on to minimize environmental damage
17. Assist the spill response personnel and salvage personnel by providing necessary
information
Collision
In the case of collision, where one or more cargo tanks are breached,
1. Sound emergency alarm, muster all hands and account for the entire crew
2. Fire fighting gear should be readied due to heightened risk of fire
3. Assess damage and check cargo tank ullages and sound all the compartments in the ship
4. Notify appropriate authorities, consult contingency plans for appropriate actions to
minimize damage
5. Do not attempt to separate the vessels until condition of stability for each vessel has
been assessed.
6. Consult company/salvage experts for most prudent action
7. Monitor vessel's trim and list conditions
8. Assist fire fighting and spill response teams as required
9. Obtain weather forecast, tides and tidal information.
Fire - General Guidelines
1. Sound the alarm and muster

2. Evaluate the fire
3. Establish the method of attack ( Direct or indirect)
4. Get the fire under control
5. Extinguish the fire
6. Keep life boats ready to abandon ship, if requ ired
7. Guard against re-ignition
8. Assist causalities as requi re d
Ve r 1.0 /July 2014 Page 10 of 11 Sin gapore Ma ritime Acade my

9. lrivestigate the cause and take corrective action
Fire - Cargo Pumproom
1. Sound the alarm, notify shore authorities if alongside, cease all cargo operation
2. Isolate and secure all the cargo and ballast compartments.
3. Request assistance of shore side fire department
4. Muster and account for all hands
5. Fire fighting teams cool the entrance to pump room and secure ventilation to pump
room
6. In an indirect method of extinguishing fire, continue to cool the exposure, seal all doors
and vent covers, monitor adjacent spaces. Activate fixed fire fighting system and
monitor temperature.
7. In direct attack for small fire, most probably n bilge area, tackle using water spray or
portable fire extinguisher
8. Continue cooling till fire is out
9. Maintain a fire watch.
Dangerous chemicals could also give rise to emergencies and the correct emergency
procedures for accidents involving dangerous chemicals are given in the ICS and/or Cargo Data
Sheets including the IMDG Code. These will be covered while Chemical Tanker operations are
discussed later:
Emergency Shutdowns (ESD} : This is a simple switch which is available at the manifold to
switch off the ship's or shore' s cargo pumps in cas e of an emergency.
This will be covered in detail during the session on Liquefied Gas Tankers as the ESD Systems on
these ships are more sophisticated :
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Module: Basic Tanker Training (BTI} - Oil and Chemical Tankers Chapter 9
Chapter 9
Pollution Prevention for Oil and Chemical Tankers
OBJECTIVES
Understand the basic knowledge of the effects of oil and chemical pollution on human
and marine life
Basic knowledge of shipboard procedures to prevent pollution
SOPEP and SMPEP - The measures to be taken in the event of spillage, including the
need to:
o report relevant information to the responsible persons
o assist in implementing shipboard spill-containment procedures
Ref. Books:
MAR POL : articles, protocols, annexes, unified interpretations of the International
Convention for the Prevention of Pollution from Ships, 1973, as modified by the 1978
and 1997 protocols. lnternationa_l 1V1aritime Organization. London : IMO, 2011.
Consolidated ed., 2011
Ref. Videos:
MARPOL Annex VI [videorecording] : prevention of air pollution from ships/ a Videotel
production; in association with the Steamship Mutual Underwriting Association
(Bermuda) Ltd. London : Videotel, c2010. Ed. 2.
Prevention and reaction to marine oil spills [videorecording] : under MARPOL /a
Videotel Production in association with the Steamship Mutual Underwriting Association
(Bermuda) Ltd. London : Videotel, c2004. 2nd ed.

9. Air and Water POLLUTION
Oil in the oceans is one of the ugliest forms of marine pollution. Just thinking about oil pollution
in the oceans conjures up images of massive tanker spills, oiled seabirds and shorelines covered
with gooey black oil. However, oil spills are not the major cause of oceanic oil pollution. Instead
the majority of marine oil pollution comes from other sources. This chapter will examine the
causes of marine oil pollution and methods for pollution prevention.
9.1 Types of Marine Oil Pollution
Oil spills are actually just a small percent of the total world oil pollution problem. According to
Ocean Planet there are 706 million gallons of oil pollution in a given year. That is a massive
amount of oil! The definitions of the different forms of oil pollution are as follows. Offshore
drilling pollution comes from operation discharges and drilling accidents during oceanic oil
exploration. Large oil spills typically result from and oil tanker accidents such as collisions and
groundings. Natural oil pollution (seeps) comes from seepage off the ocean floor and eroding
sedimentary rocks. Natural oil pollution into the marine environment has occurred for
thousands if not millions of years. Up in Smoke: Th is type of oil pollution comes from oil
consumption in automobiles and industry. Typically the oil hydrocarbons find their way into the
ocean through atmospheric fallout. Oil pollution from routine maintenance occurs from ship
bilge cleaning and so forth. Lastly, oil pollution occurs from people dumping oils and oil
products down storm drains after oil changes, urban street runoff and so forth. The worst oil
pollution comes from oil dumped into the drains and road runoff.
Oil affects the marine environment in different ways. It blankets the surface, interfering with
the oxygen exchange between the sea and the atmosphere, its heavier constituents blanket the
seafloor, interfering with the growth of marine life, many constituent elements are toxic and
get into the food chain and oil on the beach interferes with recreational uses of that beach.
Furthermore, oil may enter sea water distilling inlets and it may be deposited on tidal mud flats,
again with detrimental results. Faced with growing oil pollution, international action was taken
which took the form of the International Convention for the Prevention of Pollution from ships,
1973. In 1976 the provisions of that convention were tightened, especially in respect of oil
tankers. The convention is now known as the Marine Pollution Convention or Marpol 73/78.
Marine pollution is more than oil pollution and Marpol 73/78 deals with these different
pollution categories.
9.1.1 Operational pollution - An operational spill may be defined as a spill that occurs during
the routine operation of the vessel rather than through an accident. The escape or discharge of
oil during tanker operations constitutes a major pollution problem today. The types of oil spills
results from deliberate human action or inaction, carelessness, negligence, ignorance,
inexperience and poor operational procedures. Most of this type of pollution is prevent able yet
it seems to continue almost unabated. These types of operational oil spills are as follows:

9.1.1.1 Cargo overflow during topping off- Many overflows occur mainly because the ship's
officers misjudge the tank filling rate. This may be caused by rapidly changing the rate of
flow from the shore installation which is consequently not noticed by those on board
the ship.
9.1.1.2 Communication breakdown between ship and shore - Inadequate communication

between the ship and shore such as lack of proper understanding of operational
messages has resulted in the escape or discharge of oil in the port.
9.1.1.3 Sea chest valves- Improper opening of sea-chest valves and cargo pump operation may
results in the line content of oil seeping out into the sea.
9.1.1.4 Stern Tube leakage due to carelessness.
9.1.1.5 Trimming Operations - when the vessel has a considerable trim and the tanks have been
j .
filled to more than 98% of their capacity there has been incidences of oil spills on deck.
Although the general concern is about oil, there are equal problems with other liquid cargoes
such as chemicals, LPG and LNG, even though the record in the carriage of gases appears to be
much better.
9.1.2 Accidental pollution - Pollution caused by unforeseen events.

Methods to minimize above:
9.1.2 ..1 By ship design:

1. Segregated ballast design
2. Shore reception facilities
3. Vapour control system
4. Double hull construction
5. Efficient cargo stripping system
6. Pre wash procedures and slops disposal.
9.1.2.2 By training the crew
9.2 International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978 relating thereto {MARPOL)
. "MARPOL 73/78". Regulations covering the various sources of ship-generated pollution are
contained in the Six Annexes of the Convention.
Annex I - Regulations for the Prevention of Pollution by Oil
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Module : Basic Tanker Training (BTT) - Oil and Chemical Tankers Chapter 9
Annex II .- Regulations for the Control of Pollution by Noxious Liquid Substances in

Bulk
Annex Ill - Regulations for the Prevention of Pollution by Harmful Substances Carried by
Sea in Packaged Form
Annex IV - Regulations for the Prevention of Pollution by Sewage from Ships
Annex V - Regulations for the Prevention of Pollution by Garbage from Ships
Annex VI - Regulations for the Prevention of Air Pollution from Ships
9.2.1 MARPOL Annex I- Prevention of Pollution by Oil
9.2.1.1 Discharge of oil at sea (1):
all discharges of oil are prohibited unless certain criteria are satisfied
9.2.1.1.2 Machinery space (bilge and sludge}
All ship types
Machinery space
Bilge waste: oily water from the bilges
Sludge: waste residue from the filtration of fuel oil
Ship must be en route
Oily mixture must have been processed through the oil filtering equipment
Oil content of the mixture does not exceed 15 parts per million (ppm}
Oily mixture is not mixed with cargo residues
9.2.1.2.1 Cargo space (slops}

Oil tankers
Must be more than SOnm from nearest land
Maximum discharge not more than 30 litres per nautical mile
Discharged through the Oil Discharge Monitoring Equipment (ODME)
Maximum discharge quantity on a ballast voyage should not exceed 1/30,000 of
the total quantity of the particular cargo of which the residue formed a part
9.2.1.3.1 Oil discharge monitoring and control systems (tankers}
Regulations 31 & 32
9.2.1.3.2 Oil filter equipment (all ship types}
Regulation 14
9.2.1.3.3 Oil Discharge Monitoring Equipment (ODME}
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Module: Basic Tanker Training (BTI)-Oil and Chemica l Tankers Chapter 9
9.2.1.3.4 Oily Water Separators (OWS)
Note: All the discharge criteria stated above is regulates outside a Special Area
9.3 Special Areas
Special area means a sea area where for recognized technical reasons in relation to its
oceanographical and ecological condition and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by oil is required.
For the purposes of this Annex, the special areas are defined as follows:
.1 the Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and
seas therein with the boundary between the Mediterranean and the Black Sea constituted
by the 41 N parallel and bounded to the west by the Straits of Gibraltar at the meridian of
00536' W;
.2 the Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland
and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at
5744'.8 N;
.3 the Black Sea area means the Black Sea proper with the boundary between the
Mediterranean Sea and the Black Sea constituted by the parallel 41'.8 N;
.4 the Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded
at the south by the rhumb line between Ras si Ane (1228'.5 N, 04319'.6 E) and Husn
Murad (1240'.4 N, 04330'.2 E);
.5 the Gulfs area means the sea area located north-west of the rhumb line between Ras al
Hadd (2230' N, 05948' E) and Ras al Fasteh (2504' N, 06125' E);
.6 the Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and the
Arabian Sea bounded to the west by the rhumb line between Ras si Ane {1228'.5 N,
04319'.6 E) and Husn Murad (1240'.4 N, 04330'.2 E) and to the east by the rhumb line
between Ras Asir (1150' N, 05116'.9 E) and the Ras Fartak (1535' N, 05213'.8 E);
.7 the Antarctic area means the sea area south of latitude 60 S; and
.8 the North West European waters include the North Sea and its approaches, the Irish Sea
and its approaches, the Celtic Sea, the English Channel and its approaches and part of the
North East Atlantic immediately to the west of Ireland.

Module: Basic Tanker Training (BTI) - Oil and Chemical Tanke rs Chapter 9
.9 the Oman area of the Arabian Sea
.10 the south of South Africa
9.4 Prevention of Air Pollution from Ships
Although air pollution from ships does not have the direct cause and effect associated with, for
example, an oil spill incident, it causes a cumulative effect that contributes to the overall air
quality problems encountered by populations in many areas, and also affects the natural
environment, such as through acid rain.
MARPOL Annex VI, first adopted in 1997, limits the main air
pollutants contained in ships exhaust gas, including sulphur oxides
(SOx) and nitrous oxides (NOx), and prohibits deliberate emissions
of ozone depleting substances. MARPOL Annex VI also regulates
shipboard incineration, . and the emissions of volatile organic
compounds from tankers .
9.4.1 Revised MARPOL Annex VI

The main changes to MARPOL Annex VI are a progressive reduction globally in emissions of
SOx, NOx and particulate matter and the introduction of emission control areas (ECAs) to
reduce emissions of those air pollutants further in designated sea areas. Under the revised
MARPOL Annex VI, the global sulphur cap is reduced initially to 3.50% (from the current
4.50%), effective from 1 January 2012; then progressively to a.so%, effective from 1 January
2020, subject to a feasibility review to be completed no later than 2018. The limits applicable
in ECAs for SOx and particulate matter were reduced to 1.00%, beginning on 1 July 2010 (from
the original 1.50%); being further reduced to 0.10 %, effective from 1 Janua ry 2015.
Progressive reductions in NOx emissions from marine diesel engines installed on ships are also
included, with a "Tier II" emission limit for engines installed on or after 1 January 2011; then
with a more stringe nt "Tier Ill" emission limit for en gines installed on or after 1 January 2016
Ver 1.0 /July 2014 Page 6 of 15 Singa po re Ma rit ime Aca demy
operating in ECAs. Marine diesel engines installed on or after 1 January 1990 but prior to 1
January 2000 are required to comply with "Tier I" emission limits, if an approved method for
that engine has been certified by an Administration.
Revisions to the regulations for ozone-depleting substances, volatile organic compounds,

shipboard incineration, reception facilities, and fuel oil quality have been made with
regulations on fuel oil availability added. The revised measures are expected to have a
significant beneficial impact on the atmospheric environment and on human health,
particularly for those people living in port cities and coastal communities.
9.4.2 Volatile organic compounds {VOC) - Regulation 15

This regulation only applies to tankers. However, this regulation also applies to gas carriers
only if the types of loading and containment system allow safe retention of non-methane VOCs
on board or their safe return ashore.
There are two aspects of VOC control within this regulation. In the first, regulations 15.1- 15.5
and 15.7, control on VOC emitted to the atmosphere in respect of certain ports or terminals is
achieved by a requirement to utilize a vapour emission control system (VECS}. Where so
required, both the shipboard and shore arrangements are to be in accordance with
MSC/Circ.585 "Standards for vapour emission control systems". A Party may choose to apply
such controls only to particular ports or terminals under its jurisdiction and only to certain sizes
of tankers or cargo types. Where such controls are required at particular ports or terminals,
.tankers not so fitted may be accepted for a period of up to 3 years from the implementation
date. Where VECS is so mandated the relevant Party is to notify IMO of that requirement and
its date of implementation. As of October 2010 no notifications had been advised.
The second aspect of this regulation, regulation 15.6, requires that all tankers carrying crude oil
have an approved and effectively implemented ship specific VOC Management Plan covering at
least the points given in the regulation. _
Guidelines in respect of the development of these plans
is given by resolution MEPC.185(59} and relat ed technical information on systems and
operation of such arrangements is given by circular MEPC.1/Circ.680.
9.5 Chemicals carried in bulk
Carriage of chemicals in bulk is covered by regu lations in SOLAS Chapter VII - Carriage of
dangerous goods and MARPOL Annex II - Regulat ions for the Control of Poilution by Noxious
Liquid Substances in Bulk.
Both Conventions require chemica l tankers built after 1 July 1986 to comply with the
Internat ional Bu lk Chemical Code (IBC Code), wh ich gives international standards for the safe
Ver 1.0 I July 2014 Page 7 of15 Singapore Maritime Academy

transport by sea in bulk of liquid dangerous chemicals, by prescribing the design and
construction standards of ships involved in such transport and . the ~quipment they should
carry so as to minimize the risks to the ship, its crew and to the environment, having regard to
the nature of the products carried.
The basic philosophy is one of ship types related to the hazards of the products covered by the
Codes. Each of the products may have one or more hazard properties which include
flammability, toxicity, corrosivity and reactivity.
The IBC Code lists chemicals and their hazards and gives both the ship type required to carry
that product as well as the environmental hazard rating.
Chemical tankers constructed before 1 July 1986 should 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.
9.6 MARPOL Annex II
The Annex II Regulations for the control of pollution by noxious liquid substances in bulk define
a four-category categorization system for noxious and liquid substances.
The categories are:
9.6.1 Category X: Noxious liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a major hazard to either
marine resources or human health and, therefore, justify the prohibition of the
discharge into the marine environment;
9.6.2 Category Y: Noxious liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a hazard t o either
marine resources or human health or cause harm to amenities or other legitimate
uses of the sea and therefore justify a limitation on the quality and quantity of the
discharge into the marine environment;
9.6.3 Category Z: Noxious liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either
marine resources or human health and therefore justify less stringent re strictions
on the qual ity and quantity of the discharge into the marine environment; and

Module: Basic Tanker Training (BTT)-Oil and Chemical Tankers Chapter 9
9.6.4 Other Substances: substances which have been evaluated and found to fall outside
Category X, Y or Z because they are considered to present no harm to marine
resources, human health, amenities or other legitimate uses of the sea when
discharged into the sea from tank cleaning of deballasting operations. The discharge
of bilge or ballast water or other residues or mixtures containing these substances
are not subject to any requirements of MARPOL Annex II.
The annex also includes a number of other requirements reflecting modern stripping
techniques, which specify discharge levels of products which have been incorporated into
Annex II. For ships constructed on or after 1 January 2007 the maximum permitted residue in
the tank and its associated piping left after discharge is set at a maximum of 75 litres for
products in categories X, Y and Z (compared with previous limits which set a maximum of 100
or 300 litres, depending on the product category).
The marine pollution hazards of thousands of chemicals have been evaluated by the
Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP Hazard Profile
which indexes the substance according to its bio-accumulation; bio-degradation; acute
toxicity; chronic toxicity; long-term health effects; and effects on marine wildlife and on
benthic habitats.
As a result of the hazard evaluation process and the categorization system, vegetable oils
which were previously categorized as being unrestricted are now required to be carried in
chemical tankers.
9. 7 Preparedness and response - dealing with pollution incidents involving chemicals
The 2000 Protocol on Preparedness, Response and Co-operation to pollution Incidents by

Hazardous and Noxious Substances, 2000 (HNS Protocol) is based on the International
Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), which was
adopted in November 1990 and is designed to help Governments combat major oil pollution
incidents.
The Convention and Protocol are designed to facilitate international co-operation and mutual
assistance in preparing for and responding to a major oil pollution incident and to encourage
States to develop and maintain an adequate capability to deal with pollution emergencies.
9.7.1 Shipboard Marine Pollution Emergency Plans

Module: Basic Ta nker Tra ining (BIT) - Oil and Chemical Tankers Chapter 9
Regulation 37 of MARPOL Annex I requires that oil tankers of 150 gross tonnage and above and
all ships of 400 gross tonnage and above carry an approved Shipboard Oil Pollution Emergency
Plan (SOPEP) . Article 3 of the International Convention on Oil Pollution Preparedness, Response
and Co-operation, 1990, also requires such a plan for certain ships.
Regulation 17 of MARPOL Annex II makes similar stipulations that all ships of 150 gross tonnage
and above carrying noxious liquid substances in bulk carry an approved shipboard marine
pollution emergency plan for noxious liquid substances.
The latter may be combined with a SOPEP, since most of their contents are the same and one
combined plan on board is more practical than two separate ones in case of an emergency. To
make it clear that the plan is a combined one, it should be referred to as a Shipboard Marine
Pollution Emergency Plan (SMPEP).
The two sets of guidelines provide that the shipboard emergency plans should include, as an
appendix, the list of agencies or officials of administrations responsible for receiving and
processing reports on incidents involving oil and/or harmful substances (List of National
Operation Contact Points).
9.7.2 For oil tankers at sea and in port: SOPEP
A ship's SOPEP must be in the approved form, and include the following particulars -
a) the procedure to be followed by the ship's master, or someone else having charge of
the ship, in notifying a reportable incident that is a discharge or probable discharge of
oil involving the ship;
b) a list of the entities to be notified by persons on board if the reportable incident
happens;
c) the procedure to be followed for coordinating with entities notified about the
reportable incident;
d) the name of the person on board through whom all communications about the
reportable incident are to be made;
e) a detailed description of the action to be taken, immediately after the reportable
. incident, by persons on board to minimize or control any discharge of oil from the ship
resulting from the reportable incident.
9.7.3 For chemical tankers at sea and in port: SMPEP
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A shipboard marine pollution emergency plan for noxious liquid substances must be in
accordance with ttie prescribed form and set out the following particulars:
a) the procedures to be followed by the master of the ship, or any other person having
charge of the ship, in notifying a prescribed incident in relation to the ship;
b) a list of the authorities or persons that are to be notified by persons on the ship if a
prescribed incident occurs in relation to the ship;
c) a detailed description of the action to be taken, immediately after a prescribed incident,
by persons on board the ship to reduce or control any discharge from the ship resulting
from the incident
9.8 Clean Seas Guide for Oil Tankers

The clean seas programme was introduced by the shipping industry to restrict the operational
discharge of oil in to the sea by the retention of oil residues onboard. The Guide, which
describes the procedures used to retain oil residues onboard, is intended to help shipboard
personnel comply with the oil discharge limitations that are contained in Annex 1 of MARPOL.
The "Retention of Oil Residues on Board" (ROB), which is an extension of the previous used
Load on Top System. The main idea is to retain all oil residues on board during the ballast
voyage, and accumulate them in the slop tanks. The procedure is briefly described as follows:-
... .~,, . _ ..
a) On completion of discharge thoroughly drain cargo tanks and lines.

b) Take on dirty ballast, thoroughly flushing cargo lines and pumps initially.
c) Wash cargo tanks and collect oily wash water in the slop tank.
d) Flush cargo lines where necessary.
e) Take on clean ballast.
f) Allow dirty ballast to settle.
g) Discharge "clean" part of dirty ballast to sea beyond the 50 nautical mile limit from
nearest land and outside special areas and having an oil discharge monitoring and
control
system in operation.
h) Strip "dirty" part of dirty ballast to slop tank.
i) Flush the stripping system to slop tank.
j) Settle and decant water from slop tank.
k) Discharge clean ballast.
I) Dispose of residues from slop tank by:
pumping the residues ashore at the loading terminal,
retaining the residues on board and loading the new cargo on top of them (LOT)
retaining the residues on board, but segregated from the new cargo. If this is
done,
it may be possible to pump them ashore at the discharge terminal, if reception
facilities are available. It may, however, be necessary to retain the residues for
more than one voyage.

pumping the residues into a "small tank".
ROB/Load on Top entail that one has to give an account of the amount of residues on board.
When discharging residues to shore facilities, masters should obtain a certificate that states the
total and type of residues discharged. The certificate should be attached to the entry in the Oil
Record Book.
9.9 Oil discharge monitoring and control equipment {ODME)
The discharge provisions limit both, the total quantity of oil which may be discharged into the
sea from the cargo tank area and the instantaneous rate of discharge of oil. The discharge
provisions also stipulate that the equipment should be in operation when oil and water
mixtures are being discharged into the sea.
An oil discharge monitoring and control system consists essentially of four systems as follows:
a) an oil content meter able to analyse the relative content of oil in the water stream,
expressed in parts per million (ppm)
b) a flow meter able to measure the flow rate of oil/water through the discharge pipe
c) a computing unit able to calculate the oil d.ischarge rate in litres per nautical mile and
total quantity, together with date and time identification
d) an overboard valve control system able to stop the discharge when the permissible limit
is reached.
International specifications for the equipment have. been established and only approved types
may be used on board.
9.10 Chemical cargo spills
The biggest risk of a cargo spill is during cargo handling operations, either because of
equipment failure or improper handling procedures. Cargo spills are therefore most likely to
happen in port.
9.10.1 Following actions should be taken in the event of spill:
1. Activate the ala rm

2. Stop all cargo operations and close valves and hatches
3. If alongside a berth, notify the terminal staff of the chemicals involved and possible risk
posed to the personnel
4. Notify local port authorities, usually through the terminal staff
5. Prohibit smoking and the use of naked lights throughout the ship
6. Clear all non-essential personnel from the area
7. Close all accommodation access doors, and stop all non-closed circuit ventilatio n
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Module: Basic Tanker Training (BTI)- Oil and Chemical Tankers Chapter 9
8. Arrange for main engine and steering gear to be brought to stand-by
The main course of action is dependent upon the nature of chemicals involved and size and
location of spill. If there is possibility of vapours entering accommodation or engine room,
measures should be taken to counteract this, such as shutdown the air-con intake and set the
accommodation ventilation to re-circulation mode.
All cases to be treated as emergency and full initial response should involve emergency party
wearing appropriate protective clothing and breathing apparatus. Safety of personnel and the
ship should take priority over environmental care. If it is possible and safe to do so, spilled
liquid should be pumped or washes into a slop tank or other containment, or collected for safe
disposal using absorbent material. However, if this is not safe or if there is any doubt, the
spillage should be washes overboard with very large amount of water. If at sea, the tanker
should be manoeuvred so as to disperse the vapour away from ship's accommodation.
For small, localized and contained spills, it may be necessary to implement all the action points
in the ship's contingency plan. However, the Master must always keep in mind the local
circumstances, the nature of the chemicals involved, and the potential harm to ,personnel,
ship's structure and environment. In most cases it is better to overreact than to delay action.
The general advice for a corrosive cargo spillage on deck is to wash the spilled liquid overboard
with the large quantity of water from as far away as practicable. A fog nozzle should be used
and not a direct jet of water. The emergency team should wear appropriate protection,
approach the spill from upwind and direct the spray of water to the edge of the spill, gradually
working towards the centre. The use of water on a fuming acid and other strong acids will
initially cause a vigorous reaction that will cause increased fuming. However, this will be
temporary while the spillage will be dealt with rapidly. If at sea, the ship should be turned off
wind.
Personnel exposure to be dealt with immediately by referring to the MSDS and EmS
(Emergency schedule) and MFAG (Medical First Aid Guide).
Notification of spillage into the sea:
Reporting requirement will apply to actual or probable release of noxious liquid substances,
and for ships certified to carry NLS, Shipboard Marine Pollution Emergency Plan (required as
per MARPOL regulation 17) should be consulted.
9.10.2 Observance of the Regulations: New rules for proceedings in cases with consideration to
pollution have been laid down by which the participating States are delegated certain duties
concerning investigation and detention.
It is also essential that a regular survey is demanded, and that every ship has a certificate, the
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Module: Basic Tanker Train ing (BTT) - Oil and Chem ical Tankers Chapter 9
"International Oil Pollution Prevention Certificate" which is valid up to 5 years. Special

demands are laid down for ships with Crude Oil Washing, and such ships must have a detailed
"Operations and Equipment Manual".
9.10.2.1 National Regulations: The International Regulations also apply to National Waters, but
this does not hinder that National Areas as rivers, canals and harbours have their special
regulations, which intensify the demands to the ships and personnel. Before port entry one
should read the National Rules through local publications, - if available.
9.10.2.2 Oil Spill Contingency Plan (MARPOL): This regulation demands that new oil tankers
above 150 dwt and other ships above 400 dwt must have an Oil Spill Contingency Plan. The
plan should be written in the "working language" of the master and the officers, and shall
describe which procedures to be followed in case of oil spill. The plan shall also contai n a list of
contact persons and a detailed description of the action to be taken immediately by persons on
board to reduce or control the discharge of oil following the incident.
9.10.2.3 Vessel Response Plan (OPA 90}: In accordance with the American "Oil Pollution Act of
1990" (OPA90} ships which handle, store or transport oi l in bulk as cargo or slop in American
waters must carry a Vessel Response Plan (VRP).
This plan is more comprehensive than MARPOL's "Oil Spill Contingency Plan". Roughly the VRP .
contains : Ship information (plans, tab les and so on), reporting procedures, co-operat ion with
shore ("Spill Management Team"), list of contacts, guidelines for drills and training etc.
9.10.2.4 What Is A Contingency Plan: A sh ipboard plan is prepared to assist personnel to deal
with an unpredictable event. It must be realistic, practical and easy to use. The plan must be
agreed and understood by all involved parties, both ashore and on board. Also the plan should
be tested, evaluated and updated regularly.
Ver 1.0 I July 2014 Page 14of15 Singapo re Maritime Acade my

-----~~~~~~~-~~~~~~~~T"S:z-r-~ -+
DISCH.AA GE
TO SEA
AETLJ~N
TO TANK.S
DATE 'TIME
AMOUNT OF OIL
-<)~L CONHNT l VAlVC:
CON'Tf\OL
RECORDER MONITORING SYSH"M

MALFUNCilONS -
SToP D1SCHARG
UTAtS PEA N Mft.f

C~VTR
TOT AL AMOVNi
'---..---..--.....--~ OF OIL
r0TAL FLOW j
PPM
SHIP'S SPHD
CO~T:NUE
YES
Oil . WA TEA STOP D1sc.:.AA:JE
MONITOR
, .... o
~
CVNT ' ..... U(
rn(>-Y. SLDP TANK
PRINCIPLE FOR OIL IN WATER MONITORING

AND CONTROL SYSTEI\tl A.RRANGEMENT

Chapter 10
CASE STUDIES ON OIL AND CHEMICAL TANKERS
OBJECTIVES
At the end of this topic, the students should be able to
Apply theory of the course of study to practical aspect putatively.

Improve on their analytic skill in terms of troubleshooting.

10.0 Case Studies on Oil and NLS Ship Emergencies
10.1 Fire and Explosion during offloading operations on an oil tanker
Incident Summary
At 0845 on September 16, 1990, the tanker vessel "M.T. ABC" caught fire and exploded during
offloading operations at the Total Oil Company refinery on the Xxx river near Bay City,
Michigan. A wake from a passing bulk carrier apparently caused the parting of the M.T. ABC''s
transfer hose, grounding cable, and all but one of its mooring lines. Residual gasoline in the
broken transfer hose was believed to have been ignited by a spark on the dock. The M.T. ABC's
stern swung around into the Xxx River and grounded perpendicular to the direction of the river
flow. The grounding resulted in a crack in the vessel"s hull from the manifold on the starboard
side to 75 feet aft of the manifold on the port side.
Area was evacuated and vessel traffic was halted. The pier fire was extinguished in an attempt
to save the last mooring line while the fire onboard the vessel remained out of control. A shore
company from Houston, Texas, was contracted to fight the fire due to the lack of locally
available trained personnel and equipment. At 1315 on September 17, the shore personnel
extinguished the blaze by applying foam. Carbon black accumulations falling from the overhead
re-ignited the fire at 2300. This second blaze was cooled with water and extinguished with foam
on September18. The shore personnel also applied foam inside the vessel's cargo tanks to
prevent re-ignition of the vessel.
River flow data were obtained to predict the oil movement. Shock waves from the explosion
may have contributed to the deaths of several fish that were recovered from around the vessel.
Neither pollution nor shoreline contamination was observed during the final survey of the area
on October 22.
Behavior of Oil
Automotive gasoline is a very lightweight, refined product with an API gravity of 60 to 63. No
spill of product into the Xxx River was reported until first light on September 17 when fuel up to
three inches thick was observed in the water immediately surrounding the vessel. Some of the
spilled product was held against the hull of the vessel by the wind until the starboard side
submerged, releasing an additional 100 barrels of the fuel. Since the gasoline was not released
rapidly, little environmental damage resulted from the incident.
Countermeasures and Mitigation

On September 16, containment boom was deployed around the vessel as a precaution against
further spillage. The boom remained in place until the vessel was re-floated on October 16 and
moved to the north side of the river. No product was observed leaking from the vessel as it was
Ver 1.0 I Ju ly 2014 Page 2 of 5 Singapore Mariti me Academy

relocated. Vacuum trucks were used to recover the gasoline and water mixture Approximately
262 .barrels were recovered by September 28. Small amounts of carbon residue that impacted
the shoreline were manually raked from beaches in the area. On September 19, gasoline odours
were reported in the sewers of a residential community near the incident site. Contractors
were dispatched to flush and foam the sewers. Sections of boom and a combustible gas
detector were set up to monitor the sewer outfall.
On September 27, approximately 770 barrels of product were offloaded from the M.T. ABC to a
lightering barge. Gas freeing operations began on October 5, due to the explosion threat posed
by some isolated pockets of product remaining in the #6 starboard cargo tank. Offloaded
product was replaced with water to reduce the structural stress to the damaged vessel. Since
trace concentrations of benzene, toluene, ethyl benzene, and xylene isomers were found in
water samples near the M .T.ABC, water at a nearby water treatment plant was treated with
ozone as a precaution.
Other Special Interest Issues

The firefighting foam that was used on the fire was water soluble and moderately toxic.
Contaminated water from the firefighting operation was collected and brought to a Bay City
Wastewater.
Answer the following questions:
1. What is/are the main cause of fire and explosion on board MT ABC?
2. In your opinion what could be the essential precautions/good practices that might not have
been followed led to this eventuality? Where are these precautions/good practices
captured?
3. What other damages occurred on board and in the river Xxx near Bay City area, Michigan?
4. Discuss the actions that would have prevented fire and explosion on board MT ABC?
5. Discuss the lessons learnt from this case.

10.2 Collapsing of seamen during squeegeeing operations
Time Event
4th April Following personnel entered 35 COT for squeegeeing the remaining cargo of
Tallow. The tank"s atmosphere had been checked. Enclosed space entry permit
issued. Gases were measured as 02: 20.9%; HC: 0% LEL; CO: 0 ppm; H2S: 0 ppm:
1) AB
2)AB
3}AB
4) Pump man
5) OS
6) DTSM
WHAT HAPPENED?
While squeegeeing the cargo of Tallow (US packer Inedible Tallow) in 35 COT.
DTSM & AB collapsed and became unconscious.
INCIDENT:
Both of the above mentioned crew members were among the 6 persons who
went down to squeeze the cargo. While halfway through the squeezing, these
men felt little uneasy and decided to come up.
At 0305LT DTSM came up and within 5 minutes AB also came up.
After coming up on deck both collapsed and became unconscious.
By that time vessel had already inform terminal and agents had called for
medical help from shore.
AT 0325 both the men were transferred to the Hospital by two ambulances.
Before they were taken to the hospital, they were administered First Aid in the
form of Oxygen and I. V. fluids by the medical staff inside the ambulance.
Both returned to the vessel and both signed off being unfit for duty for 3 weeks.

Answer the following questions:
1. What could be the main cause(s) of collapsing of DTSM and AB?

2. In your opinion what could be the essential precautions/good practices that might not have
been followed led to this eventuality? Where are these precautions/good practices
captured?
3. What should be the immediate action to be taken in such cases? From where will you get
the information for taking such action?
4. Discuss the lessons learnt from this case.
END
Ve r 1.0 I Ju ly 2014 Page 5 of 5 Singapore Maritime Academy

BASIC TRAINING FOR
LIQUEFIED GAS TANKER
CARGO .OPERATIONS
(AS PER IMO MODEL COURSE 1.04)
.
1 '
CONTENTS
COMPETENCE 1: Contribute to the safe operation of a liquefied gas tanker
Chapter Description
1. Basic knowledge of liquefied gas tankers
2. Basic knowledge of cargo operations
3. Basic knowledge of the physical properties of liquefied gases
4. Knowledge and understanding of tanker safety culture and safety management
.. .
COMPETENCE 2: Take precautions tp prevent hazards
5. Basic knowledge of the hazards associated with

tanker operations
6. Basic knowledge of hazard controls
7. Understanding of information on a Material
Safety Data Sheet (MSDS)
(:OMPETENCE 3: Apply occupational health and safety measures
8. Function and proper use of gas-measuring instruments and similar equipment
9. Proper use of safety equipment and protective devices

10. Basic knowledge of safe working practices and procedures
11. Basic knowledge of first aid with reference to a Material Safety Data Sheet (MSDS)
COMPETENCE 4: Ca rry out firefighting operations
12. Firefighting operations
COMPETENCE 5: Respond to emergencies -

13. Basic knowledge of emergency procedures including emergency shutdown
14. Basic knowledge of the effects of pollution on human and marine life
15. Basic knowledge of shipboard procedures to prevent pollution
16. Basic knowledge of measures to be taken in the event of spillage

17. Case studies
ACKNOWLEDGEMENTS:
Following books and publications has been used as reference to compile these notes:
1. International Safety guide for Oil tankers and terminals

2. Tanker Safety guide (Chemical), ICS
3. Liquefied petroleum gas tanker practice. By T.W.V.Woolcot
4. Tanker operations: a handbook for the person-in-charge (Pie)/ Mark Huber.
5. Liquefied gas handling principles on ships and in terminals/ McGuire and White.
6. Liquefied gases: marine transportation and storage/ Alain Vaudolon.
7. Tanker operations: a handbook for the ship's officer/ G.S. Marton.
8. MARPOL 73/78
9. SOLAS
10. IMO website
11. IBCcode
12. BCH code
13. IGCcode
14. Tanker Safety Guide - Liquefied Gases
15. IMO Model Course 1.04
Module: Basic Tanker Training - Gas Tankers Chapter 1
(Competence 1: Contribute to the safe operation of a liquefied gas tanker}
Chapter 1
BASIC KNOWLEDGE OF LIQUEFIED GAS TANKERS
OBJECTIVES
At the end of this chapter, students should be able to understand about
Basic knowledge of Liquefied gas tankers

Types of liquefied gas tankers
General arrangement and construction of liquefied gas tankers
Ref. Books:
Liquefied Gas Handling Principles on Ships and in Terminals - SIGTIO,

Tanker Safety Guide Liquefied Gas, International Chamber of Shipping
Liquefied Gas Carriers: Your Personal Safety Guide - SIGTIO
Ref. Videos:
An introduction to Liquefied Gas Carriers
Verl.O I July2014 Page 1of29 Singapore Maritime Academy

1.0 Basic knowledge of liquefied gas tankers
DEFINITIONS
Absolute Vapour Density
The mass of a unit volume of gas under stated conditions of temperature and pressure.
Adiabatic
Without transfer of heat. Adiabatic expansion is volume change in a liquid or gas with no heat loss
or gain involved.
Administration
The Government ofthe country in which the ship is registered.
Approved Equipment
Equipment of a design that has been tested and approved by an appropriate authority such as an
Administration of Classification Society. Such authority should have certified the particular
equipment as safe for use in a specified hazardous atmosphere.
Asphyxia
The condition arising when the blood is deprived of an adequate supply of oxygen, so that loss of
consciousness will follow.
Asphyxiant
A gas or vapour which has no toxic properties but when present in sufficient concentration excludes
oxygen and leads to asphyxia.
Auto-Ignition Temperature
The lowest temperature to which a solid, liquid or gas requires to be raised to cause self-sustained
combustion without initiation by a spark or flame.
Ver1 .0 / July2014 Page 2 of 29 Singapore Maritime Academy

Boil-off
Vapour produced above a cargo liquid surface due to evaporation caused by heat ingress.
Boiling Point
The temperature at which the vapour pressure of a liquid equals that of the atmosphere above its
surface: this temperature varies with pressure (see data sheets).
Bonding (Electrical)
The connecting together of electrically conducting metal parts to ensure electrical continuity.
Brittle Fracture
Fracture of a material caused by lack of ductility in the crystal stru~ure resulting from low
temperature.
Cargo Area
That part of the ship which contains the cargo containment system, cargo pump and compressor
rooms, and includes deck area over the full beam and length of the ship above the foregoing. Where
fitted, the cofferdams, ballast or void spaces at the after end of the aftermost hold space or the
forward end of the forward most hold space are excluded from the cargo area.
Cargo Containment System
The arrangement for containment of cargo including, where fitted, a primary and secondary barrier,
associated insulation and any intervening spaces, and adjacent structure, if necessary, for the
support of these elements. If the secondary barrier is part of the hull structure if may be a boundary
of the hold space.
Cargo Operations
Any operations on board a gas carrier involving the handling of cargo liquid or vapour including cargo
transfer, e.g. reliquefaction, venting etc.
Cargo Tank
The liquid-tight shell designed to be the primary container of the cargo and other liquid-tight
containers whether or not associated with insulation and/or secondary barriers.
Verl.O I July2014 Page 3 of 29 Singapore Maritime Academy

Cargo Transfer
The conveyance of cargo liquid or vapour to or from the ship.
Cavitation
Uneven flow caused by vapour pockets within a liquid; this can occur even if the pump suction is
flooded.
Certified Gas-Free
Certified gas-free means that a tank, compartment or container has been tested using an approved
testing instrument and proved to be sufficiently free, at the time of the test, of toxic or explosive or
inert gases for a specified purpose, such as hot work, by an authorised person (usually a chemist
from shore) and that a certificate to this effect has been issued.
Certified Safe Electrical Equipment
See Approved Equipment
Chemical Absorption Detector
An instrument used for the detection of gases or vapours which works on the principle of a reaction
between the gas and a chemical agent in the apparatus; the gas discolours the agent or the agent
dissolves some of the gas.
Closed Gauging System (Closed Ullaging)

A system whereby the contents of a tank can be measured by means of a device which penetrates
the tank, but which is part of a closed system and keeps tank contents from being released.
Examples are the float-type systems, electronic probe, magnetic probe and bubble tubes .
.~offerdam
The isolating space between two adjacent steel bulkheads or decks: it may be a void or ballast space.
Verl.O / July2014 Page 4 of29 Singapore Maritime Academy

. Module: Basic Tanker Training - Gas Tankers Chapter 1
Combustible Gas Indicator
An instrument for detecting a combustible gas/air mixture and usually measuring its concentration
in terms of the Lower Flammable Limit (LFL). No single instrument is reliable for all combustible
vapours (see Appendix 6).
Coefficient of Cubical Expansion
The fractional increase in volume for a 1C rise in temperature. The increase is 5/9 of this for a 1F
rise.
Critical Pressure
The minimum pressure required to liquefy a gas at the critical temperature (which see).
Critical Temperature
The temperature above which a gas cannot be liquefied by pressure alone ..
Endothermic
A process which is accompanied by absorption of heat.
Exothermic
A process which is accompanied by evolution of heat.
Explosion Proof Enclosure
One which will withstand, without injury, any explosion of.the prescribed flammable gas that may
occur within it under practical conditions of operation within the rating of the Apparatus (and
recognised overloads, if any, associated therewith), and will prevent the transmission of flame such
as will ignite the prescribed flammable gas which may be present in the surrounding atmosphere.
"Explosimeter"
See Combustible Gas Indicator.

Module: Basic Tanker Training - Gas Tankers Chapter 1 .
Filling Limit (or Ratio)
That volume of a tank, expressed as a percentage of the total volume, which can be safely filled,
having regard to the possible expansion (and change in density) of the liquid .

Flame Arrester
A device used in gas vent lines to arrest the passage of flame into enclosed spaces.
Flame Proof Enclosure
See Explosion Proof Enclosure.
Flame Screen
See Gauze Screen.
Flammable
Capable of being ignited and burning in air. The term "flammable gas" is used to mean a vapour air
mixture within the flammable range.
Flammable Limits - see Flammable Range.
Flammable Range
The limits of the flammable (explosive) range, that is, the range between the minimum and
maximum concentrations of vapour in air which form flammable (explosive) mixtures. Usually
abbreviated to LFL (Lower Flammable Limit) and UFL (Upper Flammable Limit). These are
synonymous with "Lower Explosive Limit" (LEL) and "Upper Explosive Limit" (UEL).
Flash Point
The lowest temperature at which a liquid gives off sufficient vapour to form a flammable mixture
with air near the surface of the liquid or within the apparatus used. This is determined by laboratory
testing in a prescribed apparatus.

Gas Absorption Detector
See Chemical Absorption Detector.
Gas-Dangerous Space or Zone
A space or zone within the cargo area which is designated as likely to contain flammable vapours
and which is not equipped with approved arrangements to ensure that its atmosphere is maintained
in a safe condition at all times.
Gas-Free
Gas-free means that a tank, compartment or container has bee.n tested using an appropriate gas
detection equipment and found to be sufficiently free, at the time of the test, of toxic or explosive
or inert gases for a specific purpose.
Gas-Freeing
The introduction of fresh air into a tank, compartment or container to remove toxic, flammable or
inert gas to such a level as is required for a specified purpose (e.g. tank entry, hot work); for the
correct procedures see Chapter 4.
Gas-Safe Space
A space not designated as a gas-dangerous space.
Gauze Screen (sometimes called Flame Screen)
A portable or fitted device incorporating one or more corrosion resistant wire meshes used for
preventing sparks from entering an open deck hole, or for A SHORT PERIOD OF TIME preventing the
passage of flame, yet permitting the passage of gas.
Hold Space
The space enclosed by the ship's structure in which a cargo containment system is situated (see
Cargo Containment System).
Verl.O / July2014 Page 7 of 29 Singapore Maritime Academy

Hot Work
Work involving flames or temperatures likely to be sufficiently high to cause ignition of flammable
gas. This includes an work involving the use of welding, burning or soldering equipment, blow
torches, some power-driven tools, non-explosion proof electrical equipment, sand blasting and
equipment with internal combustion engines.
Hot Work Permit
A document issued by an authorised person permitting specific work for a specified time to be done
in a defined area employed tools and equipment which could cause ignition of flammable gas (see
Hot Work).
Hydrates
The compounds formed at certain pressures and temperatures by the interaction between water
and hydrocarbons.
IMO
The International Marine Organization; this is the United Nations Specialised agency dealing with
maritime affairs.
IMO Codes
The IMC Codes for the Design, Construction and Equipment or Ships carrying Liquefied Gases in Bulk.
There are two Codes, one applying to ships built and delivered before 31st October, 1976 ("the
Existing Ship Code"), the other applying to ships built and delivered after that date ("the New Ship
Code").
lncendive Spark
A spark of sufficient temperature and energy to ignite flammable gas.
Inert Gas
A gas or vapour which will not support combustion and will not react with the cargo.
Verl.O I July2014 Page 8 of29 Singapore Maritime Academy

lnerting
The introduction of inert gas into a space to reduce and maintain the oxygen content to a level at
which combustion cannot be supported.
Inhibited Cargo
A cargo which cqntains an inhibitor.
Inhibitor
A substance used to prevent or retard cargo deterioration or a potentially hazardous chemical

reaction.
Insulating Flange
An insulating device placed between metallic flanges, bolts and washers, to prevent electrical
continuity between pipelines, sections of pipelines, hose strings and loading arms, or
equipment/apparatus.
Insulation Space
The space, which may or may not be an inter-barrier space, occupied wholly or in part by insulation.
Inter-barrier Space
The space between a primary and a secondary barrier, whether or not completely or partially
occupied by insulation or other material.
Intrinsically Safe
Intrinsically safe equipment, instruments, or wiring are such equipment, instruments or wiring that
are incapable of releasing sufficient electrical or thermal energy under normal or abnormal
conditions to cause ignition of a specific hazardous atmospheric mixture in its most easily ignited
concentration .
Liquefied Gas
A liquid which has an absolute vapour pressure exceeding 2.8 kp/cm 2 at 37.8C, and certain other
substances specified in the IMCO Codes.

LNG
Liquefied Petroleum Gases - these are mainly propane and butane, shipped either separately or in
mixtures. They may be refinery by-product gases. or may be produced in conjunction with crude oil
or natural gas.
MARVS
The Maximum Allowable Relief Valve Setting of a cargo tank.
Mole
The amount of a substance, in any convenient system of weight measurement, that corresponds to
the numerical value of the molecular weight of the substance (e.g. for propane, molecular weight
of 44.1, a gram-hole weights 44.1 grams; a pound-mole weighs 44.1 pounds).
. .. ... 1
- <ii-'
' '
Mole Fraction
The number of moles of any component in a mixture divided by the total number of moles of each
component.
Mole Percentage
The mole fraction multiplied by 100.
Peroxide
A compound formed by the chemical combination of cargo liquid or vapour with atmospheric
oxygen, or oxygen from another source. These compounds may in some cases be highly reactive or
unstable and constitute a potential hazard.
Polymerisation
The phenomenon whereby the molecules of a particular compound can be made to link together
into a larger unit containing anything from two to thousands of molecules, the new unit being called
a polymer.
A compound may thereby change from a free flowing liquid to a viscous one or even a solid. A great
deal of heat may be evolved when this occurs.

Polymerisation may occur spontaneously with no outside influence, or it may occur if the compound
is heated, or if a catalyst or impurity is added. Polymerization may, under some circumstances, be
dangerous.
Pressure
Force per unit area.
Primary Barrier
The inner element designed to contain the cargo when the cargo containment system includes two
boundaries.
Purging
The introduction of nitrogen or suitable inert gas or suitable cargo vapour to displace an
unacceptable tank atmosphere.
Relative Vapour Density
The weight of the vapour compared with the weight of an equal volume of air, both at standard
conditions of temperature and pressure.
Thus vapour density of 2.9 means that the vapour 2.9 times heavier than an equal volume of air
under the same physical conditions.
Reliquefaction
Converting cargo boil-off vapour back into a liquid by refrigeration (see Appendix 3).
Responsible Officer
The Master or any officer to whom the Master may delegate responsibility for any operation or duty.
Responsible Terminal Representative
The shore supervisor in charge of all operators and operations at the terminal associated with the
handling of products, or his responsible delegate.
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Module: Basic Tanker Training- Gas Tankers Chapter 1
Restricted Gauging System (also known as Restricted Ullage System)
A system employing a device which penetrates the tank and which, when in use, permits a small
quantity of cargo vapour or liquid to be exposed to the atmosphere. When not in used the device
is completely closed (see Appendix 6).
Secondary Barrier
The liquid-resisting outer element of a cargo containment system designed to afford temporary
containment of any envisaged 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. Types of secondary
barrier are more fully defined in Chapter IV, IMCO Codes.
Self-Reaction
The tendency of a chemical to react with itself, usually resulting in polymerisation or decomposition.
Sloshing
Wave formations which may arise at the liquid surface in a cargo tank from the effects of ship
motions.
Span Gas
A vapour sample of known composition and concentration used to calibrate (or "span") a ship's gas
detection equipment.
Specific Gravity
The ratio of the weight of a volume of a substance at a temperature of ti to the weight of an equal
volume of fresh water at a temperature tz where ti does not necessarily equal t 2
Temperature will affect volume, therefore the temperature at which the comparison was made is
stated on each data sheet after the ratio.
e.g. S.G. =0.662 @ - 33C/15C
-3.3 C refers to the temperature of the substance =ti
15C refers to the temperature of the water =tz

"". .: :

Static Electricity
The electrification of dissimilar materials through physical contact and separation.
Tank Cover
The structure intended to protect the cargo containment system against damage where it protrudes
through the weather deck and/or to ensure the continuity and integrity of the deck structure.
Tank Dome
The upward extension of a portion of the cargo tank. For below deck cargo containment systems
the tank dome protrudes through the weather deck, or through a tank cover.
Threshold Limit Value {TLV)
The TLVs refer to the maximum concentration of gases, vapours, mists or sprays to which it is
believed that nearly all persons on board may be repeatedly exposed, day after day, without adverse
effect assuming an 8 hours per day 40 hours per week exposure.
Because of the wide variation in individual susceptibility, exposed of any occasional individual at, or
even below, the TLV may not prevent discomfort or aggravation of a pre-existing condition.
Vapour Density
See Absolute Vapour Density and Relative Vapour Density.
Vapour Pressure
The pressure exerted by the vapour above the liquid at a given temperature (see Appendix 3).
Venting
The release of cargo vapour or inert gas from cargo tanks and associated systems.
Void Space
The enclosed space in the cargo area external to a cargo containment system, not being a hold
space, ballast space, fuel oil tank, cargo pump or compressor room, or any space in normal use by
personnel.
Ver1.0 I July2014 Page 13 of 29 Singapore Maritime Academy

Water Fog
Very fine droplets of water generally delivered at a high pressure through a fog nozzle.
Water Spray
Water divided into coarse drops by delivery through a special nozzle.
Liquefied gas
A mixture of low-molecular weight hydrocarbons transported as bulk liquids by special ships usually
referred to as Gas carriers.
Substances, which under ambient conditions are gaseous, are transported as bulk liquids to reduce
the required container volume.
Three main categories of gases
1. Liquefied petroleum gases LPG

2. Liquefied natural gas LNG
3. Liquefied chemical gases
Liquefied petroleum gas (LPG}
Generally defined as propane, butane and propane/butane mixture in liquid state. LPG is colorless,
non corrosive, non toxic but highly flammable.
Main source - from oil wells or processing crude oil in refineries
Before shipping, LPG must be purified by removing sulphur compounds and then drying the gas
LPG is both environmentally and ecologically friendly
Used in heating, internal combustion and specialist application
Easily and conveniently stored as a liquid over LNG
Two types of commercial LPG
1. Butane
2. Propane
LPG uses are not restricted to those derived from heating properties, but also related to
Verl.O I July2014 Page 14of 29 Singapore Maritime Academy

1. As a fuel for internal combustion engines

2. Applications include small generators, fork lift trucks offering high performance and reduced
exhaust pollution
3. The clean combustion characteristic with low pollution emissions as a replacement for
automotive fuel
4. The most common specialist application of LPG is as an environmentally friendly propellant in
the aerosol market
5. As a replacement refrigerant for ozone-depleting CFCs, such as CARE 10 (iso-butane), CARE 30
(propane/isobutane) ... applications, including .
Household refrigerators
Drinks chilling
Commercial air-conditioning and industrial processing.
LPG consist primarily of hydrocarbons in the range C2-Cs
Naturally occurring sources will contain only saturated hydrocarbons:
i. Ethane C2HG
ii. Propane C3Ha
iii. Butane C4H10
iv. Pentanes CsH12
A knowledge of vapour pressure of LPG is essential to specify the design conditions for the
pressurised system.
Vapour pressure is a measure of the product's volatility.
Where vapour exists in an enclosed space in conjunction with the liquid phase, the pressure it exerts
is known as 'saturated v.p.'
At its b.p. this pressure is equal to atmospheric pressure and it increases as the temperature rises
B.p. in deg Cat atmospheric pressure, commercial butane (-2C) and commercial propane (-45C)
V.p. exerted by butane (b.p. -2q is considerably lower than that of propane (b.p. -4s 0q
Containers designed for butane are therefore unsuitable for propane, but propane designed vessels
may be used to store either products.
When LPG liquid vaporizes, it requires energy in the form of latent heat from the liquid itself and
from its immediate surroundings
This results in a drop in temperature and consequently pressure, (auto-refrigeration)
Therefore protective clothing is essential to prevent operators receiving severe cold burns.

Liquefied Natural gas (LNG)
LNG is product of liquefaction of natural mixture of hydrocarbon obtained in petroleum bearing

regions. Composition varies in each gas field.
Mainly Methane 65-100%, Ethane 0-16%, Balance being propane, butane, pentane, nitrogen and
carbon dioxide.
Liquefied Chemical gases
Gases transported in bulk by gas carriers when liquefied possess similar physical properties to LPG.
Examples are anhydrous ammonia, ethylene and butadiene.
These are intermediate products and therefore subject to additional processes before being
delivered to their final users.
Properties of liquefied gases
As per IGC code, any liquid with a vapor pressure exceeding 2.8 bar absolute at a
temperature of 37.8 deg c is a liquefied gas.
In case of methane, liquefaction of gas to LNG reduces the volume by a factor of
approximately 600. For LPG, it is approximately 250
Liquefaction under atmospheric pressure requires temperature reduction to the liquid's
boiling point.
When transported at low temperature, the leakage of heat will cause the liquid to vaporize.
Vapor can be condensed and returned to the liquid or burnt as fuel.
Some substance can be transported at ambient temperature under pressure. In this case,
there is no heat leakage and no boil-off.
Pressurisation alone does not prevent LNG and ethylene boil off, consequently these are
always transported at low temperatures.
Hazards of liquefied gases
Flammability, explosibility
Low temperature - cold burns
Toxicity- asphyxia, anaesthesia
Corrosive
Density- Heavier than air

- .. I
53,400 M LPG/AMMONIA CARRIER
::05,0o() M' LNGfLPG/ETHYLENE CARRIER
, ---- - ,.....- - -- - - - - , _,_ ___ _

ri rt
!1 J!
'
_ ,_ _ _ _ _ _!
1.1.1
Liquefied gas tankers are categorized as per the cargoes carried, as follows:
- LPG ships
- LEG ships
- LNG ships
- Chlorine ships
- LPG I Chemical ships
1.1.2
There are three types of gas tankers according to the carriage condition, such as:
- Fully pressurized ships

- Semi-pressurized ships
- Fully refrigerated ships
1.1.3 LPG Ship description

. Fully refrigerated LPG Ships
These ships are designed to carry fully refrigerated cargoes at near atmospheric pressure at
temperatures down to -50 "C. The cargoes include LPG, ammonia and in most cases, some
of the chemical gases, butadiene, propylene and VCM.
Ships of the fully refrigerated type generally have capacities above 15,000 m3, up to about
85-100,000 m3. These ships are normally equipped with between three and six cargo tanks,
extending almost the full beam of the ship. Double bottom tanks are fitted, together with
topside or complete side ballast tanks. Prismatic free-standing tanks {Type A) are the niost
common, being supported on wooden chocks and keyed to the hull to permit expansion and
contraction. This type of tank usually has an internal centreline bulkhead to improve stability
and reduce sloshing. The secondary barrier is normally provided by the use of special steels
for all hull structure which may be exposed to the cargo if a rupture ofthe primary barrier
occurs. The hold is inerted when flammable cargoes are carried or filled with dry air for non-
flammable cargoes.
. .Bu (khe,~i;i
~~I.~ ~pap~---o:-f!l~.
f.<!~!11'. -. -."""""---'lllii
Insulation
Ooubfu
. . B~tfom
: .-...- ... Tank.
...
Diagram: Fully refrigerated ship
1.1.4 LEG ship description
Ethylene Carriers
In appearance this type of ship is very similar to the semi-pressurised ship, and competes for
the same cargoes when the ethylene market is less profitable. The main difference is the
Ver1.0 / July2014 Page 18 of29 Singapore Maritime Academy

design temperature of -104 C for the cargo containment system.
The sizes are typically between 2000-12,000 m3, and the cargo tanks are independent
pressure vessel Type C tanks made from nickel-steel or stainless steel. For the Type C
tanks, no secondary barrier is required. The ships are normally fitted with a double bottom.
A cascade type refrigeration plant is fitted, of sufficient capacity for reliquefaction of ethylene
carried fully refrigerated at -104 C, and the cargo tanks normally have a thicker insulation
than on fully refrigerated LPG ships. A few ethylene carriers of small size have been built
with semi-membrane tanks and secondary barrier.
CofH~ chocks ere

simllaf in shape to
~n1Hon Cl10i;M but
disposed fore _and _aft
Fig. 1.o: fllflvrefrig~reted l.PJ~. t&nker
1.1.5. LNG ship description
Methane/ LNG Carriers
Methane/LNG is carried at atmospheric pressure at -163 C in cargo tanks made from

aluminium, nickel-steel or stainless (austenitic) steel. Insulation is fitted and most LNG ships are
more correctly described as fully insulated since they usually have no reliquefaction
plant; boil-off gas is normally burnt in the main propulsion machinery.
The ships are large, mainly from 40,000 to 135,000 m3, with four to six cargo tanks of Type A, B
or membrane. The space between the primary and secondary barriers is inerted.
However, for Type B systems with only a partial secondary barrier, the hold space is usually
filled with dry air. A full double bottom and side ballast tanks are fitted.

The arrangement of primary and secondary barriers varies widely from system to system.
1.1.6. Chlorine ship description
Chlorine is a very toxic gas that can be produced by the dissolution of sodium chloride in
electrolysis. Because of the toxicity of Chlorine it is therefore transported in small quantities,
and must not be transported in a larger quantity than 1200 m3. The liquefied gas tanker
carrying chlorine must be type lG with independent type C tanks. That means the cargo tank
must at the least, lie B/5 "Breadth/5" up to 11.5 meter from the ships side. To transport
Chlorine, the requirements of IMO IGC code, chapters 14, 17 and 19 must be fulfilled.
Cooling of chlorine requires indirect cargo cooling plants.
The difference of Chlorine and other gases transported is that Chlorine is not flammable.
Chlorine is utilised in producing chemicals and as bleaching agent in the cellulose industry
1.1.7. LPG/ Chemical ships
Liquefied gas tankers that are allowed to transport ethylene oxide or propylene oxide must be
specially certified for this. Ethylene oxide and propylene oxide have a boiling point at
atmospheric pressure of respectively lloC and 34oC and are therefore difficult to transport on
tankers without indirect cargo cooling plants. Ethylene oxide and propylene oxide cannot be
exposed to high temperature and can therefore not be compressed in a direct cargo cooling
plant. Ethylene oxide must be transported on gas tanker type lG.
Chemical gases like propylene, butadiene and VCM are transported with medium-sized
atmospheric pressure tankers from 12000 m3 to 56000 m3.
Semi-pressurised liquefied gas tankers are also used in chemical gas trade and then in smaller
quantity as from 2500 m3 to 15000 m3.
Chemical gases are transported all over the world, and especially to the Far East where there is
a large growth in the petro-chemical industry.
1.1.8. Tank containment systems of a liquefied gas tanker.
A cargo containment system is the total arrangement for containing cargo including, where
fitted:

t
The basic cargo tank types utilized on board liquefied gas tankers are in accordance with the list
below:-
Independent Type 'A':
Independent Type 'B': Internal insulation Type '1'
Independent Type 'C': Internal insulation Type '2'
Membrane: Integral
Independent Tanks
Independent tanks are completely self-supporting and do not form part of the ship's hull
structure. Moreover, they do not contribute to the hull strength of a ship. As defined in the IGC
Code, and depending mainly on the design pressure, there are three different types of
independent tanks for liquefied gas tankers: these are known as Type 'A', "B' and 'C'.
Type 'A' Tanks
Type 'A' tanks are constructed primarily of flat surfaces. The maximum allowable tank design
pressure in the vapour space of for this type of system is 0. 7 barg; this means cargoes must be
carried in a fully refrigerated condition at or near atmospheric pressure (normally below
0.25 barg).
The IGC Code stipulates that a secondary barrier must be able to contain tank leakage for a
period of at least 15 days.
Type'B'Tanks
Type 'B' tanks can be constructed offlat surfaces or they may be of the spherical type. This type
of containment system is the subject of much more detailed stress analysis compared to Type
'A' systems. These controls must include an investigation of fatigue life and a crack
propagation analysis. The most common arrangement of Type 'B' tank is a spherical tank.
This tank is of the Kvaerner Moss design.
There are Type 'B' tanks of prismatic shape in LNG service. The prismatic Type 'B' tank has the
benefit of maximizing ship-deck. Where the prismatic shape is used, the maximum design
vapour space pressure is, as for Type 'A' tanks, limited to 0. 7 barg.
Verl.0 I July2014 Page 21of29 Singapore Maritime Academy

:. ;..
SELF-SUPPORTING SPHERICAL TYPE B TANK
Type 'C' Tanks
Type 'C' tanks are normally spherical or cylindrical pressure vessels having design pressures
higher than 2 barg. The cylindrical vessels may be vertically or horizontally mounted . This type
of containment system is always used for semi-pressurized and fully pressurized
liquefied gas tankers.
Verl.0 I July2014 Page 22 of 29 Singapore Maritime Academy

In the case of the semi-pressurized ships it can also be used for fully refrigerated carriage,
provided appropriate low temperature steels are used in tank construction. For a semi-
pressurized ship the cargo tanks and associated equipment are designed for a working
pressure of approximately 5 to 7 barg and a vacuum of 0.5 barg. Typically, the tank steels for
the semi-pressurized ships are capable of withstanding carriage temperatures of-48 degree C
for LPG or -104 degree C for ethylene (an ethylene carrier may also be used to transport LPG}.
In the case of a typical fully pressurized ship (where the cargo is carried at ambient
temperature), the tanks may be designed for a maximum working pressure of upto 18 barg.
Type 'C' tanks as fitted in a typical fully pressurized liquefied gas tanker. With such an
arrangement there is comparatively poor utilization of the hull volume; however, this can be
improved by using intersecting pressure vessels or bi-lobe type tanks which may be
designed with a taper at the forward end of the ship. This is a common arrangement in semi-
pressurized ships.
Diagram: Semi pressurised ship

ti~fiXo:nl.a I: tt9rJ~o_nla(
. . .- ..
:ct~nder
Diagram: Fully pressurized ships

Membrane Tanks (membrane:.... 0.7 to 1.5 mm thick)
The concept of the membrane containment system is based on a very thin primary barrier
(membrane - 0.7 to 1.5 mm thick) which is supported through the insulation. Such tanks are
not self-supporting like the independent tanks. An inner hull forms the load bearing structure.
Membrane containment systems must always be provided with a secondary barrier to ensure
the .i ntegrity of the total system in the event of primary barrier leakage.
'"
lnsulatitln~
. ... ' . . . . - . .-
..
1~ra#.::~.~~Q.raJ~t~!Y::. P;~tt.~~n~:
P.tfrrlar1cmembr~ra.~::
.,_,
,_~ ~-. ,
Diagram: A membrane (GTI) tank design

Semi-Membrane Tanks
The semi-membrane concept is a variation of membrane tank system. The primary barrier is
much thicker than in the membrane system, having flat sides and large roundish corners.
The tank is self-supporting when empty but not in the loaded condition. In this condition the
liquid (hydrostatic) and vapour pressures acting on the primary barrier are transmitted through
the insulation to the inner hull as is the case with the membrane system. The corners and edges
are designed to accommodate expansion and contraction.
_ .......""""""l.........""'"'-ll'--'-..,;,-..........._____-+-*'""i+-- pJiJ1iajj ~ni~r'
prirnaiY, barrier rest
Diagram: A semi membrane tank

Integral Tanks
Integral tanks form a structural part of the ship's hull and are influenced by the same loads
which stress the hull structure. Integral tanks are not normally allowed for the carriage of
liquefied gas if the cargo temperature is below -10 degree C. Certain tanks on a limited number
of Japanese-built LPG carriers are of the integral type for the dedicated carriage of full
refrigerated butane.
... I
I I
I
insulation~--..---........
Diagram: Integral tank
Internal Insulation Tanks.
Internally insulated cargo tanks are similar to integral tanks. They utilize insulation materials to
contain the cargo. The insulation is fixed inside ship's inner hull or to an independent load-
bearing surface. The non-self-s1,1pporting system obviates the need for an independent tank and
permits the carriage offully refrigerated cargoes at carriage temperatures as low as -55 degree
c.
Ver1.0 I July2014 Page 27 of 29 Singapore Maritime Academy

Internal insulation systems have been incorporated in a very limited number of fully
refrigerated LPG carriers but, to date, the concept has not proved satisfactory in service.
1.2 General arrangement and construction
1.2.1
The cargo area of a gas tanker which is not equipped in an approved manner to ensure that its
atmosphere is at all times maintained in a safe manner is a gas dangerous space or zone and is
segregated from other parts of the ship
1.2.2
Gas-safe space is a space other than a gas-dangerous space
1.2.3
The air intakes for accommodation and engine-room have to be at a minimum safe distance
from ventilation outlets from gas-dangerous spaces.
1.2.4
The access to accommodation or engine-room has t o be at a minimum safe distance from the
forward division of the accommodation
1.2.5
The access from a gas-dangerous zone on the open weather deck to a gas-safe space is
arranged through an airlock.
1.2.6
The airlock doors should be self-closing and that there must not be any hook or other device by
which they could be held open.
1.2.7 .
An audible and visual alarm system gives a warning on both sides of the airlock when more than
one door is moved from the closed position.
Ver1.0 / July2014 Page 28 of 29 Singapore Maritime Academy

.;..~= .. .
1.2.8
The gas-safe and airlock spaces within the cargo area have positive-pressure ventilation.
1.2.8.1
When this over-pressure is lost, all electrical equipment that is not of a certified safe type
should be de-energized.
1.2.8.2
The use of segregation, separation and airlocks are fundamental to the safety of a gas tanker.

i . ... ..-::...
(Competence 1: Contribute to the safe operation of a liquefied gas tanker)
Chapter 2
CARGO OPERATIONS ON LIQUEFIED GAS TANKERS
OBJECTIVES
Description of Cargo piping arrangements

Cargo handling equipment
Loading, Unloading and care in-transit for Liquefied gas cargo
Emergency shutdown system
Tank cleaning, purging, gas freeing and inerting operations
Ref. Books:
Liquefied Gas Handling Principles on Sh i ps and in Terminals -SIGTIO,

Ref. Videos:
An introduction to Liquefied Gas Carriers

..
CARGO OPERATIONS
2.1.1 Description of Cargo piping arrangement
The loading lines and pipes mentioned here refer to liquefied gas tanker's cargo handling system.
This involves liquid lines, vapour lines, condensate return lines, and lines to vent mast, pipes inside
the cargo tank and seawater pipes to the cargo cooling plant. All loading lines on liquefied gas tanker:
liquid lines, gas lines and lines to vent mast have the same requirements as pressure vessels regarding
of temperature and pressure they are meant to handle. All welding on pipes exceeding 75 mm in
diameter and 10 mm wall thickness or more must be X-rayed and classed by the class company. The
same regulation do we have on flanges and spool pieces also. All loading lines outside the cargo tank
must be produced by material with melting point no less than 925 c. The loading lines on liquefied
gas tankers are mostly produced of stainless steel, but low temperature nickel steel is also in use. All
loading lines with an outside diameter of 25 mm or more must be flanged or welded . .
Otherwise, lines with an outside diameter less than 25 mm can be connected with treads.
Loading lines designed for cargo with low temperature, less than -10 c must be insu.lated from the
ship hull. This to prevent the ship hull to be cooled down to below design temperature. The hull has
to be protected against cold cargo spill under spool pieces and valves on all liquid lines. This is done
with wood planks or plywood. To prevent cold cargo spill on the hull plates, a drip tray must be placed
under the manifold flanges. All lines that are thermally insulated from the hull must be electrically
bonded to the hull with steel wire or steel bands. On each flange on lines and pipes where gaskets is
used, there must be electrical bonding with steel wire or steel band from flange to flange.
2.1.2
The construction materials in tanks, piping and equipment containing cargo liquid and vapour should
be resistant to the cargo.
2.1.3
The resistance to the cargo is dictated by the minimum service temperature and the compatibility
with the cargo carried.
2.1.4
All penetrations and personnel access to a cargo tank have to be arranged through the cargo tank
dome.
2.1.5
Commonly found fixed piping arrangements in a cargo tank, such as:
- Sample tubes
- Temperature probes

- Vapo(.!r line
- Condensate line
- Stripping line/puddle heat line
I
- Unloading line
- Liquid line
- Upper purge line/spray line
- Ventilation line
I
GENERAL GAS CARRIER LAYOUT:
I
Gas carriers have many features which are not found on any other types of tankers. These features
can be identified by looking at the general layout and arrangement of gas carriers. It is not permitted I
for a cargo pump room to be placed below the upper deck, nor may cargo pipe work be run beneath
the deck level, therefore, deep well or submersible pumps must be used for cargo discharge. Cargo !
pipe work to tanks beneath deck level must be taken through a cargo tank dome which penetrates i
I
the deck.
I
Where a gas tanker is fitted with a reliquefaction plant, this plant is housed in a compressor house
on deck. Adjacent to this compressor house is an electric motor room which contains the motors for
driving the compressors of the reliquefaction plant and booster pumps when fitted. The electric
motor room and compressor room must be separated by a gas tight bulkhead.
I
The IMO Code details the req~irement for mechanical ventilation of these rooms. Positive pressure
ventilation must be provided for the electric motor room with negative pressure ventilatio~ for the
I
cargo compressor area, thus ensuring a positive pressure differential between the rooms. An airlock
entrance to the electric motor room from the weather deck, with 2 gas tight doors at least 1.5 M
apart, prevents loss of this pressure differential on entry into the motor room. To ensure that both
doors are not opened simultaneously they must be self-closing with audible and visible alarms on
both sides of the airlock. In addition, loss of over pressure in the motor room should trip the electric
motors within. The importance of these protective systems is fundamental to the safety of the gas
tanker. Another safety feature associated with the motor compressor room area concerns sealing of
the driving shaft penetrating the gas tight bulkhead between the compressor and motor rooms.
The cargo tanks cannot be used for ballast purposes on gas carriers and, therefore, separate ballast
tanks are required. The cargo containment and handling systems must be completely separate from
the accommodation spaces, machinery spaces etc. with cofferdam separation or other means of gas
tight segregation between the cargo area and the engine room, fuel tanks and chain lockers. The
IMO code also gives specific recommendations for positioning of doors leading from accommodation
spaces into cargo areas. In addition, air intakes for accommodation and engine spaces must be sited
at a minimum distance from ventilation outlets associated with gas dangerous areas. Ari air intakes
into the accommodation and service spaces should be fitted with closing devices.
Gas tankers are fitted with fixed water spray systems for fire protection purposes. This covers cargo
tank domes, cargo tank areas above deck, manifold areas, the front of the accommodation area,
boundaries of control rooms facing the cargo area etc. Minimum water flow rates of 10 litre/m 2 per
minute for horizontal surfaces and 4 litre/m 2 per minute for vertical surfaces should be achieved. In
addition to this fixed water spray system, all gas tankers must be fitted with a dry powder installation

capable of fighting local cargo area fires. At least 2 hand hose lines must be provided to cover the
deck area. The dry powder installation is activated by nitrogen which is stored in pressure vessels
adjacent to the powder containers.
Cargo Piping and Valves:
Gas carriers are normally provided with amidships liquid.and vapour manifold crossovers connected
in turn to liquid and vapour headers with connections to each cargo tank. The liquid loading line is
led to the bottom of each cargo tank; the vapour connection is taken from the top of each cargo
tank. On semi-refrigerated and fully refrigerated LPG ships a vapour connection is taken to the cargo
compressor room for reliquefaction of the boil-off whence it returned, via a condensate return line,
to each cargo tank. In the case of LNG ships the boil-off vapors may be fed direct to the ship's boilers
or diesel propulsion plant via a compressor and heater, for use as main propulsion fuel or in the case
of newer tonnage may be reliquefied and returned as condensate to the cargo tanks.
Provision must be made in the design and fitting of cargo pipe work systems to accommodate
thermal expansion and contraction. This can be done either using expansion bellows and fabricated
expansion loops or, where appropriate, by using the natural geometry of the pipe work installation.
Where expansion bellows are used in a pipe work section, it is important not to interfere with any
pipe work supports once the ship has entered service, since they form an integral part of the
expansion arrangements. Similarly, when replacing parts such as bolts, restraining rods etc., great
care must be taken to ensure that the new parts are of the correct material for the service.
Removable spool pieces are used in pipelines to interconnect sections of line for special operational
reasons such as using the inert gas plant or ensuring segregation of incompatible cargoes.
Cargo Valves:
Isolating valves for gas carriers must be provided in accordance with the EMO requirements. Where
cargo tanks have a MARVS greater than 0.7 kg/cm 2 (Type C cargo tanks), all main and liquid vapour
connections (except relief valve connections) should normally be fitted with a double valve
arrangement comprising a manually operated globe valve with a remotely operated isolation valve
in series with this manual valve. For Types A and B cargo tanks with the MARVS less than 0. 7 kg/cm 2
the IMO Codes allow shut-off valves for liquid and vapour connections which can be remotely
actuated but which must also be capable of local manual operation. Remotely operated emergency
shutdown valves are provided at the liquid and vapour crossovers for all gas carriers.
At several locations around the ship, e.g. bridge fro nt, gangway, compressor room and cargo control
room, emergency control stations, pneumatic vent valves or electric push buttons are provided
which, when operated, close remotely actuated valves and stop cargo pumps and compressors
where appropriate - effectively creating a "dead ship" as far as cargo-handling is concerned.
Emergency shutdown (ESD) is also required to be automatic upon loss of electric or control power,
valve actuator power or fire at tank domes or manifold where fusible elements are suitably situated
to actuate the ESD signal system. Individual tank filling valves are required to be automatically closed
upon the actuation of an overfill sensor in the tank to which they are connected. ESD valves may be
either pneumatically or hydraulically operated but in either case must be "fail safe", i.e. close
automatically upon loss of actuating power.
Verl.OI July2014 Page 4 of 48 Singapore Maritime Academy

The possibility of surge pressure generation when the ship's ES.D system is actuated during loading is
a vital consideration. The situation varies from terminal to terminal and is a function of the loading
rate, the length of the pipeline at the terminal, the rate of closure of the valve and the valve
characteristic itself. The phenomenon of surge pressure generation is complex and its effects can be
extreme, such as the rupture of hoses or hard arm joints. Precautions may therefore be necessary to
avoid the possibility of damage. Terminals may need to check ships' ESD valve closure rates and
adjust loading rates accordingly or place on board a means whereby the ship may actuate the
terminal ESD system and so halt the flow of cargo before the ship's ESD valves start to close. NOTE:
Consultation between the ship and shore must always take place in order to establish the parameters
relevant to surge pressure generation and to agree upon a safe loading rate.
The types of isolation valve normally found on gas tankers are ball, globe, gate or butterfly valves.
These valves are usually fitted with pneumatic or, occasionally, hydraulic actuators. Ball valves for
LNG and Ethylene service are provided with some means of internal pressure relief; usually a hole is
drilled between the ball cavity and downstream side of the valve. Valves must be of the fire safe type.
Strainers are normally provided at the manifold connections of loading/ discharging. It is important
not to bypass these strainers and ti;:> ensure they are frequently checked and cleaned. The strainers
are installed to protect cargo-handling plant and equipment from damage by foreign objects. Many
strainers are designed for one-way flow only.
Relief Valves:
The IGC Codes require at least two pressure relief valves of equal capacity to be fitted to any cargo
tank of greater than 20m 3 capacities, below this capacity one is sufficient. The types of valves
normally fitted are either spring-loaded or pilot-operated relief valves. Pilot-operated relief valves
may be found on Types A, B and C tanks while spring-loaded relief valves are usually only used on
Type C tanks. The use of pilot-operated relief valves on Type A tanks ensures accurate operation at
the low pressure conditions prevailing while their use on Type C tanks, for example, allows variable
settings to be achieved using the same valve. This may be done by changing the pilot spring. Other
types of pilot valve are available for adjustment of 'set pressure 1 and 'blow down pressure'.

voritm.s st
ventilation line
si>l111y
reUel
valve
Schematic Diagr.1m ofn Pressure Relict System

.r ..
~!!-!PP~~ i:
1~0~~
".~
..
(/
..
.
'
.
Diagram: Cargo tank layout
Cargo tank relief valves relieve into one or more vent stacks. Vent stack drains should be provided,
and regularly checked, to ensure no accumulation of rain water, etc., in the stack. Accumulation of
liquid has the effect of altering the relief valve setting due to the resulting increased back pressure.
The IMO Codes require all pipelines or components which may be isolated when full of liquid to be
provided with relief valves to allow for thermal expansion of the liquid. These valves can relieve
either into the cargo tanks themselves or, alternatively, they may be taken to a vent stack via liquid
collection pots with, in some cases, level switch protection and a liquid vaporizing source.
2.1.6
There are usually three each sample and temperature tubes at different levels in the cargo tank.
2.1.7
The monitoring of tank atmosphere and vapour sampling can be done through the sample tubes.
2.1.8
The main purpose of the vapour line is to lead the boil-off to the re liquefaction plant or to the shore
via the crossover.
Verl.O I July2014 Page 7 of 48 Singapore Maritime Academy .

2.1.9
Main purpose of the condensate line is to lead liquid from the reliquefaction plant to the cargo tank.
2.1.10
The stripping line is used for removal of remaining liquid cargo from the pump sump by means of
using hot vapour.
2.1.11
The purpose of the puddle heat line is to lead heated cargo vapour from the cargo compressor to the
pump sump for vaporizing the remnants of a liquefied gas cargo.
2.1.12
The main purpose of the unloading line is to lead the liquid cargo from the cargo tank to the crossover
by means of the cargo pump.
2.1.13
The main purpose of the liquid line is to lead the liquid cargo from shore to the cargo tank via the
cross over.
2.1.14
The purpose of the upper purge line is to lead different types of ventilation gases (Nitrogen, IG, Air
cargo vapours) into or out from the cargo tank.
2.1.15
The main purpose ofthe spray line is to spray liquid cargo into the tank during cool-down of the cargo
tank.
2.1.16
The main purpose of the ventilation line is to lead vapour relieved through the cargo tank safety relief
valve to the vent outlet.
Verl.0 / July2014 Page 8 of 48 Singapore Maritime Academy

..-... .... .; -
2.1.17
It is a requirement to have remotely operated emergency shutdown valves in the cargo piping
system.
2.2 Cargo handling equipment
2.2.1
Instrumentation
2.2.1.1
All electrical equipment installed or used in gas-dangerous spaces or zones should be approved for
operation in a flammable atmosphere.
2.2.1.2
Each cargo tank is provided with means for indicating level, pressure and temperature of the cargo.
2.2.1.3
The liquid level in cargo tanks is commonly measured by means offloat Gauges.
2.2.1.4
Description of a float gauge
The float gauge is widely used in all tanker work and consists of a float attached by a tape to an
indicating device which can be arranged for local and remote readout. A typical float gauge which is
normally installed in a tubular well or with guide wires, with a gate valve for isolation so that the float
can be serviced in a safe atmosphere. The float must be lifted from the liquid level when not in use;
if left down, the fluctuation in level at sea will damage the tape-tensioning device. Float gauges
cannot normally register a liquid level of less than 100mm in depth.
2.2.1.5
Each cargo tank is fitted with high-level alarms independent of the level gauging system.
2.2.1.6
The purpose of high-level alarms is to prevent overflow of cargo Tanks.

2.2.1.7
Another sensor independent of the high level alarm is fitted to automatically actuate a shut off valve
to prevent over pressure and overfilling.
2.2.1.8
The fixed gas-detection system's alarm is activated when the vapour concentration reaches 30% of
the Lower Explosive Limit (LEL).
2.2.1.9
The gas sampling and analysing from different parts of the ship is done continuously and sequentially.
2.2.1.10
A fixed gas-detection system detects gases from different compartments on a gas tanker as
prescribed in the IGCCode.
2.2.2
Pressure-relief and vacuum protection system
2.2.2.1
All pipelines or components that may be isolated in liquid full conditior:_should be provided with
pressure-relief valves. . ' ,
2.2.2.2
All cargo tanks should be provided with a pressure-relief system.
2.2.2.3
Each tank above 20m 3 is fitted with at least two relief valves.
... ;1., ..
2.2.2.4
Some cargo tanks are provided with vacuum protection system.

... . i
2.2.2.S
The set pressures of Cargo tank relief valves are called Maximum allowable relief Valve settings (
MARYS).
2.2.2.6
Tank relief valves are generally pilot operated and the relief valves on cargo lines and system are
generally spring loaded.
2.2.2.7
The pressure-relief and vacuum-protection system gives an automatically controlled protection

against too high or too low pressure within the cargo-handling system.
Verl.O I July2014 Page 11of48 Singapore Maritime Acad emy

pRoi:v<tfya --: -
sett~rs
v~lve
o_ut_113t,
vaiv~
in.let
A CARGO TANK SAFETY RELIEF VALVE
Verl .OI July2014 Page 12 of 48 Singapore Maritime Academy

j
Outlet
H . . .
1n1et. .sprin9.
b.utlet
SPRING - LOADED RELIEF VALVES
Verl.OI July2014 Page 13 of 48 Singapore Maritime Academy

liilet
(C~ 0 (P.ik>~ Opel))

Positive Pres$Ure Relief PQsiti\.eJ>ressu~ Relief.
.1111.mvam
Di""'1<:a9'1l.
"'"
Oilf!o~
'===-'-2:!'-- Dome
(Open anci Flciwlog)

f>~ _Pressu~J!&llef
OPERATIONAL PRINCIPLE OF A TANK SAFETY RELIEF VALVE

. . .-.-:-:-. .. I .
2.2.3
Cargo heaters and cargo vaporizers
2.2.3.1
CARGO HEATERS AND CARGO VAPORIZERS
A cargo heater is used to heat the cargo when discharging to an ambient shore tank.
A cargo heater is also used when loading a fully pressurized liquefied gas tanker with cargo with
temperature less than -10 OC. Seawater or oil is used to heat the cargo in the cargo heater.
It is of importance to remember that the cargo heater is full of water and have good flow out with
water before letting cold cargo into the heater. Fully pressurized liquefied gas tankers are carriers
that are designed to transport condensed gases at ambient temperature, and they normally
don't have cargo cooling plant.
Heat exchanger
Heat exchangers are utilized in several different parts of cargo handling on liquefied gas tankers,
as heat exchangers (cargo heater), condensers for cargo cooling plant, vapour risers, super
heaters and oil coolers for compressors.
In most of the heat exchangers seawater is used as the medium on liquefied gas tankers, which
the products are cooled or heated against. The heat exchangers that are used for cargo handling
must be designed and tested to tolerate the products the liquefied gas tanker is certified for. Heat
exchangers are used for cargo handling are considered as pressure vessels. All heat exchangers
that are used for cargo handling must be pressure tested and certified by the liquefied gas tanker's
Class Company.
2.2.3.2
Heater may be fitted in a cargo handling system of a liquefied gas tanker, for heating cargo liquid
to increase the discharge temperature when unloading.
Vaporizers may be fitted in a cargo handling system of a liquefied gas tanker, for vaporizing liquids
and ramping up the tank pressures when required during unloading. -
2.2.3.3
_ Verl.O / July2014 Page 15 of 48 Singapore Maritime Academy

Seawater is commonly used as a heating medium for the cargo heater when discharging to
pressurized storage.
2.2.3.4
It is necessary to run the booster pump in series with the heater when discharging to a pressurized
shore tank.
$afety Valve
Pressure sensor .
Tei:nperatiire-
sei:i$or~
Carg()liquld Q;:irgo liquid

from booster ashore
pump discharge
A CARGO HEATER
_ Ver1.0 I July2014 Page 16 of 48 Singapore Maritime Academy

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vapour
vaporlzer
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SCHEMATIC DIAGRAM OF A VAPORIZER ARRANGEMENT
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SCHEMATIC DIAGRAM;di= ACARGO HEAJi;:R ARRANGEMENT

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_ Verl.O / July2014 Page 17 of 48 Singapore Maritime Academy

LOADED VOYAGE WITH FORCED VAPORIZER
_ Verl.O I July2014 Page 18 of 48 Singapore Maritime Academy

.i .
2.2.4
The unloading system
Cargo pumps
Fitted aboard refrigerated gas tankers are normally of the centrifugal type, either deep well or
submerged, operating alone or in series with a deck-mounted booster pump where cargo
heating is required on unloading to pressurise storage from a refrigerated vessel. Some fully
pressurised ships unload cargo by pressurising tanks and require booster pumps to assist in
the transfer of cargo ashore.
Deepwell pumps
Deepwell_Pumps are the most common type of cargo pump for LPG carriers. Figure in part
D2 shows a typical deep well pump assembly. The pump is operated electrically or
hydraulically by a motor, which is flange-mounted outside the tank. The drive shaft is guided
in carbon bearings inside the discharge tube and these bearings are in-turn lubricated and
cooled by the cargo flow up the discharge tube.
The impeller assembly is mounted at the bottom of the cargo tank and will frequently
comprise two or three impeller stages together with a first stage inducer; this latter is an axial
flow impeller used to minimise the NPSH (net positive suction head) requirement of the
pump. The shaft sealing arrangement consists of a double mechanical seal with an oil flush.
The accurate installation and alignment of the motor coupling, thrust bearing and mechanical
oil seal is important.
Submerged pumps
This type of pump is used on all LNG carriers, and on many of the larger fully refrigerated
LPG carriers. The pump assembly and electric motor are close coupled and installed in the
bottom of the cargo tank; power is supplied to the pump motor through copper or stainless
steel sheathed cables, which pass through a gastight se~Un the tank dome and terminate in
a flameproof junction box. Submerged pumps and their motors are cooled and lubricated by
the cargo and are therefore susceptible to loss of flow rate damage. Figure in part D2 shows
a typical submerged pump/motor assembly.
Booster pumps
Booster pumps are also of the centrifugal type and may be either vertical in-line pumps deck-
mounted in the appropriate discharge line and driven by an "increased safety" electric motor
or, alternatively, horizontal pumps installed on deck or in the cargo compressor room driven
through a gastight bulkhead by an electric motor installed in the electric motor room.
_ Verl.O I July2014 Page 19 of 48 Singapore Maritime Academy

Figures appended in part 02 show examples of these types of pump. The particular pumps
shown are fitted with a double mechanical seal, which is methanol-flushed and pressurised
between the seals.
2.2.4.1
The main cargo pumps fitted aboard liquefied gas tankers are of the centrifugal type.
2.2.4.2
These cargo pumps are either submerged or deep well pumps.
2.2.4.3
In addition to the main unloading pumps there are arrangements for alternative unloading.
2.2.4.4
Alternative unloading can be done by means of vapour pressure, replaceable pump or eductor or .
by using pump of adjacent side tank, through a gate valve fitted on centre line bulkhead.
_ Verl.0 / July2014 Page 20 of 48 Singapore Maritime Academy

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PUMP TYPES
_ Verl.0 / July2014 Page 21of48 Singapore Maritime Academy

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CENTRIFUGAL PUMP

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ELECTRICAL SUBMERGED PUMPS

electric motor
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discharge lifle
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pump sump
DEEPWELL PUMP

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SUBMERGED PUMP
2.2.5
Reliquefaction systems and control of boil-off, Cargo Conditioning is an important process during
transit.
2.2.5.1
The temperature of the cargo will increase as long as the cargo is relatively cooler than the
environment.
2.2.5.2
When the temperature of the cargo increases, the pressure in the cargo tank increases.
2.2.5.3
Methods of controlling vapour pressure in cargo tanks such as:
- Leading the cargo boil-off to the ship's boiler, gas turbine or main engine to be used as fuel -
Leading the cargo boil-off to the ship's reliquefaction plant, where the vapour is liquefied and
returned to the tank - Cooling the liquid cargo - Cooling the shell of the cargo tank and thereby
the cargo.

2.2.5.4
Vapour-handling system for LNG tankers is by leading the cargo boil-off to the boilers in E/R.
2.2.5.5
Simplified single-stage direct reliquefaction cycle for LPG
Cold liquid refrigerant is vaporised in an evaporator which, being colder than its surroundings,
draws in heat to provide the latent heat of vaporisation.
Cool vapour is drawn off by a compressor, which raises both the temp and pressure of the
vapour and passes it to the condenser.
Here the vapour is condensed to a high pressure liquid and the sensible heat from
desuperheating, together with latent heat of condensation, is removed by means of the
condenser coolant, which is warmed in the process.
High pressure liquid then passes through expansion valve to the low pressure side of the
refrigerator and, in doing so, flash evaporates to a two phase mixture of cold liquid and vapour.
The mixture then passes to the evaporator (cargo tank) to complete the cycle.
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PRESSURE
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lShip's Cargo Ta!l~) PRESSURE
Cold Hqu I~
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Flaure 2.8 Simple refrlgeration-eliaporation/condensatio11 c:ycle

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GSA - Glis sWltiih aiid alaim
PSAH . - pre:ssurHytlt9lfalarm (high)
PSAHL Pressure s)Yil~ aJari:n (hig!> andJow)
HSY - Safety val\'a ilocaj,Y ~~t)
SCHEMATIC DIAGRAM OF HANDLING OF LNG BOIL-OFF
2.2.5.6
Reliquefaction of LPG is done to control boil off and maintaining tank pressure at safe level and
cargo in liquid state.
2.2.6
Cargo compressors
2.2.6.1
Liquefied gas tankers generally have reciprocating compressors.
2.2.6.2
Some liquefied gas tankers may have screw compressor.

2.2.6.3
The reciprocating and screw compressors used on board liquefied gas tankers are commonly
of the oil-free type.
2.2.6.4
LNG carrier have High duty and Low duty compressors which transfers large quantities of boil off
vapours.
2.2.6.5
Some LNG carriers may have additional compressors for reliquefaction plants.
2.3
Loading, Unloading and care in-transit
2.3.1
Preparations for loading I unloading and precautions to be taken during these operations.
At beginning of Loading and Unloading operations, the officers involved in cargo operations
should be positioned on Manifold, on cargo deck and in CCR. They will remain in these stations
until full loading/unloading rate and steady flow conditions have been reached.
Preparation must follow the instruction and sequence set up in the vessel's Cargo Handling
Manual and as per responsible officer's plans. This is also important with loading preparations
for drying, inerting, gassing up and initial cool down is undertaken and after unloading when
warming up, gas freeing, inerting, aerating, Atmosphere and temperature control of cofferdams,
hold spaces and tank space prior to each of the above operations is significantly important when
preparations for loading/unloading low temperature cargo are done.
The line-up must be checked by the Cargo Engineer and verified by Chief Officer, and logged
down.
All cargo operations related checklists must be initialled by all duty officers, Chief Officer and
Cargo Engineer. The verification needs to be done by both senior officers participating in the
cargo operations, to ensure that all systems have been cross-checked.
Prior to taking over watch during cargo operations, all Deck Officers and ratings must read and
be familiar with any additional standing orders that the Chief Officer has issued. The following
precautions should be observed:
Verl.0 / July2014 Page 28 of48 Singapore Maritime Academy

..-::: ..... . :-
(1) Where codes and regulations call for segregation, the position of the valves, blanks, portable
bends and spool pieces associated with such segregation should be carefully arranged and clea rly
identified. These arrangements for segregation must be followed as part of the approved system.
(2) If the cargoes to be carried are not compatible, the responsible officer should ensure that t he
pipeline systems for each cargo are completely isolated from each other. This entails checking
that all necessary blanks are fitted and that pipe spool pieces have been removed as required. A
cargo log book entry should be made of the action taken.
(3) In case where two cargoes such as Propane and Butane are compatible and an apparent
negligible mix is permitted, the adjacent systems carrying the different cargoes should be
isolated by at least two valves at each connection, or by one positive visible blank.
(4) Common pipelines and associated equipment should be drained, dried, ventilated and
monitored before being used for another cargo.
(5) _All temporary pipe-work should be gas-freed, monitored, disconnected and properly stored
when not in use.
2,_3 .2
Cargo conditioning during loaded passage
The term "cargo conditioning" refers to the care and attention given to the cargo on passage to
ensure that:
(1) There are no undue losses in cargo quantity
(2) Cargo tank pressures are kept within design limits; and
(3) Cargo temperature is maintained or adjusted as required.
These aims are achieved either by reliquefaction for LPG and other gases or, on most LNG ships,
by using boil-off as propulsion fuel. Cargo conditioning may not be necessary on ships w ith
pressure vessel tanks.
If reliquefaction plant is fitted the responsible personnel should have a thorough understanding
of its operational principles. When running, the plant should be monitored so that anything which
might adversely affect its safety or efficiency is quickly recognized and corrective action taken.
Plant is normally fitted with shutdown devices to sense high liquid level, temperature or
pressure.
2.4
Emergency shutdown (ESD) system
ESD system is required to shut down all operations in case of an emergency.
Verl.O/ July2014 Page 29 of48 Singapore Maritime Academy

2.4.2
An umbilical cord (ship-shore ESD pendant) may be used to stop all cargo operations .
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PSL. - .P1essureswltch (tow)
A PNEUMATIC EMERGENCY SHUTDOWN SYSTEM
2.5
Tank cleaning, purging, gas-freeing and inerting
2.5.1
Inert gas is a gas which is incapable of burning.
2.5.2
Inert gas or nitrogen is used in cargo tanks and hold spaces to replace air, thereby preventing fire
and explosion.
Ver l.O I July2014 Page 30 of 48 Singapore Maritime Academy

2.5.3
An inert gas is commonly produced on gas tankers by an oil-burning gas generator.
2.5.4
An inert gas produced by an oil- burning gas generator is composed of:

-Approximately 0.5% oxygen
- Approximately 84% nitrogen
-Approximately 15% carbon. dioxide
- Approximately 0.5% carbon monoxide, oxides of nitrogen and sulphur dioxide
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SCHEMATIC DIAGRAM OF AN INERT GAS GENERATOR SYSTEM
2.5.5
Purging, gas freeing and inerting requirements and precautions to take during such operations.

The formation of a flammable vapour mixture in the cargo system should be prevented by
replacing the air in the system with inert gas before loading, and by removing cargo vapour by
inert gas after unloading, prior to changing cargoes or gas-freeing. Suitable pipe connections
should be provided for this purpose. lnerting should be continued until the concentration of
oxygen or cargo vapour in the space is reduced to the required level. The tank atmosphere should
be monitored at different levels to ensure these are no pockets of excessive concentrations of
oxygen or cargo vapour, particularly in tanks with complex internal structures or bulkheads.
Some cargoes require the oxygen content in the vapour space to be kept extremely low (in some
case less than 0.2%) to prevent a chemical reaction occurring. For instance, ethylene oxide /
propylene oxide mixtures can decompose spontaneously unless special precautions are taken to
control the atmosphere; and butadiene can react with oxygen to form unstable p~roxide
compounds. The oxygen content in the tanks must be reduced as necessary before loading
begins. While such cargoes remain on board, oxygen is excluded either by keeping the ullage
space full of inert gas at a positive pressure or, in the case C?f butadiene, by keeping the cargo
vapour above atmospheric pressure. In every case, shippers' requirements should be strictly
observed.
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If the purging has
been done with inert gas, the cargo tanks have to be gassed up and cooled down when the vessel
arrives at the loading terminal. This is because, inert gas contains about 14% carbon-dioxide,
which will freeze at around -GOQC and produces a white powder which can block valves, filters
and nozzles.
..
Gassing up or Purging at sea using liquid from deck storage tanks
This method is normally available only to the larger fully, or semi-refrigerated vesse! which is
equipped with deck storage tanks. in this case, either vapour or liquid can be taken into the cargo
tanks.
Liquid can be taken directly from deck storage through the tank sprays (with the exception of
ammonia) at a carefully controlled rate to avoid cold liquid impinging on warm tank surfaces.
The reliquefaction plant be started and cool down of the system begin.
Gassing up or Purging alongside
The "gassing operation may also be undertaken using cargo supplied from shore. At certain
terminals facilities exist to allow the operation to be carried out alongside but these tend to be
the exception as venting of hydrocarbon vapours alongside may present a hazard and is not
permitted by most terminals and port authorities.
Before commencing purging operations alongside, the terminal will normally require sampling
the tank atmosphere to check that the oxygen is less than five per cent for LPG cargoes (some

. .-:::-. ... ... :~
terminals require as low as two per cent) or the much lower concentrations required for chemical
gases such as VCM.
Where venting to atmosphere is not permitted, a vapour return facility must be provided and
used throughout the purging operation. Either the ship's cargo compressors or a jetty vapour
blower can be used to handle the efflux. Some terminals, while prohibiting the venting of cargo
vapours, permit the efflux to atmosphere of inert gas. Thus, if a displacement method of purging
is used, the need for the.vapour return flow to shore may be postponed until cargo vapours a.re
detected in the most vented efflux. This point may be considerably postponed if tanks are purged
in series.
Where a terminal supplies a cargo liquid for purging, it should be taken aboard at a carefully
controlled rate and passed through the ship's vaporizer or allowed to vaporize in the tank(s). If
the supply is of vapour, this can be introduced into the tank(s) at the top or bottom depending
on the vapour density.
During gassing up, the inert gas in the cargo tanks is replaced with warm LNG vapour. This is done
to remove carbon dioxide and to complete drying of the tanks. The LNG vapour is lighter than
the inert gas, which allows the inert gases in the cargo tank to be exhausted up the tank filling
line to the liquid header. The inert gas then vents to the atmosphere via the vent mast.
During all purging and gas freeing operations consider the risk to personnel on deck encountering
a concentration of cargo vapour. If the cargo is particularly hazardous, precautions for all
personnel working on deck to carry the Emergency Life Support Apparatus must be taken.
In vessels carrying Vinyl Chloride Monomer or Propylene Oxide where there is a possibility of
vapour of liquid escaping, all operations such as hose disconnection and cargo sampling will be
carried out or supervised by personnel wearing full CABA and totally enclosed protective
clothing.
2.5.6
Tank cleaning will only be carried out on a liquefied gas tanker after dry docking.
Detailed description:
lnerting of the Cargo System:
lnerting of the cargo tanks and pipe work system is undertaken primarily to ensure a non-
flammable condition in the subsequent gassing up with the vapour of the cargo to be loaded. For
this purpose, a reduction in 0, concentration to five per cent by volume is generally judged
adequate although lower values are usually obtainable and preferred. For some of the more
reactive chemical gases, however, such as VCM or butadiene, 0, levels can usually only be
provided by a nitrogen inerting system.
There are two procedures which can be used for inciting cargo tanks: displacement or dilution.

lnerting by Displacement:
This relies on stratification in the cargo tank as a result of the difference in vapour densities
between the gas entering the tanks and the gas already in the tank. The heavier gas is introduced
beneath the lighter gas, and at a low velocity to minimize turbulence. If perfect stratification
could be achieved with no mixing at the interface then one tank volume of the incoming inert
gas would completely displace the air. In practice some mixing does occur and it will be necessary
to use more than one tank volume of inert gas. This may vary from 1 V4 to 4 times the tank
volume, depending upon relative densities and tank and piping configurations. There is little
density difference between air and inert gas; inert gas from a combustion generator is slightly
heavier than air while nitrogen is slightly lighter. These small density differences make inciting by
displacement alone very difficult to achieve and usually the process becomes partly
displacement, partly dilution. Combustion generated inert gas is usually introduced through the
liquid loading line with the air/inert gas being exhausted through the vapour line into the vent
header.
lnerting by Dilution:
In the dilution method the incoming gas mixes with the gas already in the tank. The dilution ,
method can be carried out in several different ways.
Dilution by repeated pressurization:
In the case of Type C pressure vessel tanks, the dilution can be achieved by a process of repeated
pressurization of the tank with inert gas using a cargo compressor and followed by release of the
compressed contents to at111osphere. Each repetition will bring the tank contents nearer and
nearer to the 02 concentration level of the injected inert gas. Thus, to bring the tank contents to
a level of five per cent 0, within a reasonable number of repetitions, an inert gas quality better
than five per cent 02 is required. Quicker results will be achieved by more numerous repetitions
each at lower pressurization levels than by fewer repetitions using the higher pressurization
levels of which the tank and compressor may be capable.
Dilution by repeated vacuum:
Type C tanks are usually capable of operating under considerable vacuum and, depending on
tank design; vacuum breaking valve.~_ are set to permit vacuums in the range of 30 per cent up to
70 per cent vacuum. lnerting by successive dilution may be carried out by repeatedly drawing a
vacuum on the tank by the cargo compressor and then breaking the vacuum using inert gas. If,
for instance, a 50 per cent vacuum can be drawn then on each vacuum cycle half the 0, content
of the tank will be withdrawn. Some of the withdrawn 02 will, of course, be replaced by the 0,
content of the subsequent vacuum breaking inert gas but, if the quality of the inert gas is good,
this method is probably the most economical in the use of minimum inert gas quantity in order
to achieve the desired inerting level in the tank. The overall time taken, however, may be longer
than with the pressurization method because of the reduction in capacity of the compressor on
vacuum and the limitation of the rate of vacuum breaking to the output capacity of the inert gas
generator.

......:-:.. . .~
Continuous dilution:
lnerting by dilution can, of course, be carried out by a continuous process. Indeed, it is the only
diluting process available for Type A tanks which have very small pressure or vacuum capabilities.
For a true dilution process (as opposed to one aiming at displacement) it is immaterial where the
inert gas inlet or the tank efflux is located provided that good mixing is achieved. For this reason
. it is generally found more satisfactory to introduce the inert gas at high speed through the vapour
connections and efflux the diluted contents via the bottom loading lines.
On ships with Type C tanks, increased inert gas flow, thereby better mixing and reduced overall
time, may be achieved by maintaining the tank under vacuum by passing the diluted efflux
through the cargo compressor. Care should be taken to ensure continued good quality inert gas
under the increased output flow conditions of the inert gas generator.
Where a number of tanks are to be inerted, it may be possible to achieve a reduction in the total
quantity of inert gas used, and the overall time taken, by inerting tow or more tanks in series.
This procedure also provides a ready way of inciting pipe work and equipment at the same time.
Cargo and vapour piping arrangements may prevent more than two tanks in the series
arrangement but in any case the extra flow resistance of the series circuit will decrease the inert
gas flow rate below that when inciting tanks singly._ Thus, the optimum procedure in series
diluting will differ from ship to ship and may be a matter for some experimentation.
General considerations:
It can be seen that inert gas can be used in different ways to achieve inerted cargo tanks. No one
method can be identified as the best since this will vary with cargo tank design, liquid and vapour
piping arrangements, inert gas and cargo compressor plant characteristics and on gas density
differences. Generally, each individual ship will have established its procedures from experience.
As already indicated, the displacement method is theoretically the most efficient but its
efficiency depends upon good stratification between the introduced inert gas and the air or
vapors to be expelled. Unless the inert gas entry arrangements and the gas density differences
are appropriate to stratification, it may be best to opt for a dilution method and promote the
turbulent entry of the inert gas and the consequent mixing, upon which the efficiency of dilution
depends .
.Whichever method is used, it is important to monitor the oxygen concentration in each tank from
time to time and at as many locations as are possible using the vapour sampling connections
provided. In this way the progress of inciting can be assessed and assurance given that finally the
tank is adequately inerted throughout its volume.

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INERTING/PURGING OPERATION
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PURGING OF A CARGO TANK, USING VAPOUR FROM SHORE
Purging (or "gassing-up"):

Neither nitrogen nor C02, the main constituents for inert gas, can be condensed by LPG ship's
reliquefaction plant b~cause at cargo temperatures they are above their critical temperatures.
Purging the inert gas out of the cargo tank with vapour of the cargo to be loaded is necessary so
that the reliquefaction plant can operate c~ntinuously and efficiently. Similarly, on change of
cargo without any intervening inerting, it may be necessary to purge out the vapour of the
previous cargo with vapour of the cargo to be loaded. The basic principles discussed previously
in respect of inerting apply equally to purging. In purging, however, there is generally a greater
densitY difference between the purging vapour and the inert gas or vapour to be purged than in
the case of inerting from air.
Purging at sea using liquid from deck storage tanks:
This method is normally available only to the larger fully, or semi-, refrigerated vessel which is
equipped with deck storage tanks. In this case, either vapour or liquid can be taken into the cargo
tariks.
Liquid can be taken directly from deck storage through the tank sprays- (with the exception of
ammonia) at a carefully controlled rate to avoid cold liquid impinging on warm tank surfaces. In
this case mixing tends to predominate and the mixed cargo/inert gas mixture can be taken into
other tanks or vented up the vent riser.
Alternatively, liquid from the deck storage tanks can be vaporized in the cargo vaporizer and the
vapour introduced gradually into the top or bottom of the cargo tank, depending on its density,
to displace the existing inert gas or vapour t other tanks or the vent riser.
Only when the concentration of cargo vapour in the tanks has reached approximately 90 per
cent, or other such figure specified by the plant manufacture!, should the reliquefaction plant be
started and cool down of the system begin.
Purging alongside:
The "gassing-up" operation may also be undertaken using cargo supplied form shore. At certain
terminals facilities exist to allow the operations to be carried out alongside but these tend to be
the exception as venting of hydrocarbon vapors alongside may present a hazard and is therefore
prohibited by most terminals and port authorities.
Thus, before a vessel arrives alongside with tanks incited, the following points must be
considered:
1. Is venting allowed alongside? If so, what is permissible?
2. Is a vapour. return facility available?
3. Is liquid or its vapour provided for purging?

4. Will only one tank be purged and cooled down initially form the sh.ore? How much liquid
must be taken on board to purge and cool down the remaining tanks?
Before commencing purging operations alongside, the terminal will normally require sampling
the tank atmosphere to check that the oxygen is less than five per cent for LPG cargoes (some
terminals require as low as two per cent) or the much lower concentrations required for chemical
gases such as VCM.
Where no venting to atmosphere is permitted, a vapour return facility must be provided and
used throughout the purging operations. Either the ship's cargo compressors or a jetty vapour
blower can be used to handle the efflux. Some terminals, while prohibiting the venting of cargo
vapors, permit the efflux to atmosphere of inert gas. Thus, if a displacement method of purging
is used, the need for the vapour return flow to shore may be postponed until cargo vapors are
detected in the mast vented efflux. This point may be considerably postponed if tanks are purged
in series.
When a terminal supplies a cargo liquid for purging, it should be taken aboard at a carefully
controlled rate and passed through the ship's vaporizer or allowed to vaporize in the tank(s). If
the supply is of vapour, this can be introduced into the tank(s) at the top or bottom depending
on the vapour density.
Where a vessel arrives alongside with its tanks containing a cargo vapour which requires to be
replaced with the vapour of a different cargo to be loaded, then the terminal will normally
provide a vapour return line. The vapors taken ashore will be flared until the desired vapour
quality is achieved, at which point cool down can begin.
If no facilities (return line etc.) are available for the ship to purge alongside, it is common practice
for the ship to prepare one cargo tank and to take sufficient liquid on board so that the vessel
can leave the berth, purge and cool down the remaining cargo tanks using this liquid and then
return ready for loading.

v1pourhHd'r .
tqul'lf.tMir
----- L~ Jiq~
.. LPG~ow
COOLING DOWN OF A CARGO TANK, USING LIQUID FROM SHORE AND VAPOUR RETURN
Cool down:
Before loading a refrigerated cargo, the tanks must be adequately cooled down in order to
minimize thermal stresses and excessive tank pressures during loading. Cool down consists of
introducing cargo liquid into a tank at a low and carefully controlled rate. The lower the cargo
carriage temperature, the more important the cool down procedure becomes.
The rates at which cargo tanks can be cooled without creating undue thermal stresses depend
on the design of the containment system and are typically l0C per hour. Reference should
always be made to the ship operating manual to determine maximum allowable cool down rates.
The procedure is for ca rgo liquid from shore or from deck storage to be gradually introduced into
the tanks either through spray lines, if fitted for this purpose, or via the cargo loading lines. The
vapors produced by the rapid evaporation of this liquid may be taken ashore or handled in the
ship's reliquefaction plant. Additional liquid is introduced at a controlled rate depending upon
the tank pressure and temperatures resulting. If the vapour is being handled in the ship's
reliquefactfoli plant, difficulties may be experienced with the "incondensable" remaining from
the inert gas. A close watch should be kept on compressor discharge temperatures and the
incondensable gases vented from the top of the reliquefaction condenser as required
As the cargo conta inment system cool down, the thermal contraction of the tank and drop in
temperature around it, together tend to cause a pressure drop in the void spaces. Norma lly
pressure control systems supplying air or inert gas will maintain these pressures but a watch
should be kept on them as the cool down proceeds.
Ver1.0 I July2014 Page 39 of48 Singapore Maritime Academy

Cool down should continue until liquid begins to form in the bottom of the cargo tanks. This can
be seen from the temperature sensors. At this stage, in the case of cool down of cargo tanks for
fully refrigerated ammonia for example, the pool of liquid formed will be at approximately-34C
while the top of the tank may still be at about-14C, i.e. a temperature gradient of approximately
20c on cool down. The actual temperature gradient depends on the size of the cargo tanks,
position of sprays, etc.
Many of the difficulties that occur during the cool down operations result from inadequate
purging of inert gas or from inadequate drying. In this latter case, ice or hydrates may form and
ice-up valves, pump shafts, etc. Methanol can be added as antifreeze provided the cargo is not
put off quality specification or the addition will not damage the insulation of a submerged cargo
pump.
Once the cargo tanks have been cooled down, cargo pipe work and equipment not already cooled
can be cooled down.

.J ..::::...
"
_,
liirlg~
~~!".~.lo;
Figure 2.S(F} LOADING, WITHOUT VAPOUR RETURN

.....
pump .
-. - - LPGllqu"'
LP.G. upour
Figure 2.S(G} LOADING, WITH VAPOUR RETURN
Verl.O I July2014 Page41 of48 Singapore Maritime Academy

Cargo loading
Before the loading operation begins, the pre-operational ship/shore procedures must be
thoroughly discussed and subsequently carried out. The appropriate information exchange is
required and the relevant ship/shore safety checklist should be completed. Particular attention
should be paid to the condition and setting of cargo tank relief valves, remotely operated valves,
reliquefaction plant, gas detection systems, alarms and controls and to the maximum loading
rate, taking into account restrictions in the ship/shore systems, etc. The terminal should provide
the necessary information on the cargo, including inhibitor certificates where inhibited cargoes
are loaded. Any other special precautions for specific cargoes should be made known to the ship
personnel, e .g. the lower setting of the compressor discharge temperature cut-off switch
required for some chemical gas cargoes. Where fitted, variable setting pressure valves and gas
detection sample valves should be correctly set.
Cargo loading can be carried out using a vapour return line, the ship's reliquefaction plant, or
both. Where loading is carried out with a vapour return facility, liquid is taken on board through
the liquid header and directed into the appropriate cargo tank(s}. Vapors generated are returned
ashore via the vapour return connection using the cargo compressor or a jetty blower. Under
these conditions the loading rate is independent" of the capacity of the ship's re liquefaction plant
and governed by the rate at which the terminal can handle the vapour; it may also be constrained
by velocity through the ship's piping system. Where no vapour return is provided then the loading
rate is governed by the capacity of the ship's reliquefaction plant.
Verl .OI July2014 Page 42 of48 Singapore Maritime Academy

I
I
-
-.. LPC(~.id.
COOLING DOWN OF TANKS Dl)RING LOADED PASSAGE
ln~rt.oat
Qn~t.t.\OT
~ LPGll<;ukt
.~ ~ .Yap~!'
CARGO CONDITIONING DURING LOADED PASSAGE

inirt G~. ht~dtt,.
lriertQAt
v_aneritor.
pump
- ~P~iiqujd.
.. t.PG v8pour
CARGO CONDITIONING DURING LOADED PASSAGE
Loaded Passage:
In all refrigerated and semi-refrigerated gas carriers it is necessary to maintain strict control of
the temperature and pressure of the cargo throughout the loaded passage. This is achieved on
LPG ships by reliquefying the boil-off and returning it to the tanks; in LNG ships the boil-off is
burned as fuel in the ship's main machinery.
There are frequently occasions when it is necessary to reduce the temperature of an LPG cargo
on passage; this is necessary so that the ship can arrive at the delivery terminal with her cargo
temperature below that of the shore tanks, thus minimizing the amount of "flash gas" discharged
during the discharge operation. Depending on the cargo and reliquefaction plant capacity it can
often take several days to cool the cargo by 0.5C, but this may be sufficient.
Heavy weather can sometimes present problems. Although most reliquefaction plants have a
suction knock-out drum, there is always the risk in heavy weather that slugs of liquid can be

carried over the compressor. For this reason it is preferable not to run compressors in very heavy
weather, if it can be avoided. Incondensable must be vented off as necessary to minimize
compressor discharge pressures and temperatures.
Where weather conditions are calm, it is possible that, because of the small vapour space in the
tank and the absence of liquid circulation in the tank, a cold layer of liquid can form at the surface
when the condensate returns from the reliquefaction plant through the top sprays. This in turn
enables the compressors to reduce the vapour pressure after only a few hours running, when in
fact the bulk of the liquid has not been cooled at all. In order to avoid this, full reliquefaction
plant capacity should be run on each tank separately and the condensate return from the cargo
condenser should be returned through a bottom connection to ensure circulation of the tank
contents. After the cargo has been cooled, the reliquefaction plant capacity can be reduced to a
level sufficient to balance the heat flow through the tank insulation.
If the reliquefaction plant is being run on more than one tank simultaneously, it is important that
the condensate returns are carefully controlled in order to avoid overfilling.
Throughout the loaded passage, regular checks should be made to ensure there are no defects
in cargo equipment and no leaks in nitrogen or air supply lines. On LNG vessels it may be
necessary to carry out visual cold spot inspections of cargo tank surrounds where there is
defective temperature monitoring of the inner hull surfaces. Such inspections must comply with
all relevant safety procedures for entry into enclosed spaces and due regard must be given to
atmospheres in adjacent spaces.
LNG Boil-off as fuel:
Although it is technically quiet feasible to reliquefy LNG boil-off vapors, the plant required is
complex and expensive and to date has not been installed on board such ships. Instead, the boil-
off is used as fuel for the ship's main propulsion during the sea passage. LNG, the predominant
component of which is methane, is the only cargo which is permitted to be used as fuel in this
manner, because methane vapour is lighter than air at ambient temperatures, whereas LPG
vapors are always heavier than air. Therefore, in the event of leakage, methane tends to be
dispersed much more easily.
Where methane boil-off is used as fuel, it is ve.ry important to ensure the correct procedures and
safety precautions are observed. Normal pro-cedure is for the boil-off to be taken from the tanks
by the "low duty" compressor which passes it through a heater to the engine room fuel system;
where this gas supply line enters the after deck house, and thereafter up to the boiler front, the
line is jacketed with the annulus between the fuel gas pipe and its jacket either pressurized with
nitrogen or exhaust ventilated with air giving at least 30 changes per hour. The gas to supply must
be purged with inert gas before and after gas burning operations. There are a number of
automatic protective devices built into the system to ensure safe operation at all times - and
these must be regularly inspected and maintained; they are described in some detail in both the
IMO and ICS Tanker Safety Guide (Liquefied Gas).

Daily boil-off rates during the loaded passage will vary with changes in barometric pressure
(unless absolute pressure control is adopted), ambient temperature and sea conditions and a
close watch must therefore be kept on tank pressures, interbarrier space pressures etc. On no
account should tank pressures be allowed to fall below atmospheric. Typical figures for LNG
carrier boil-off rates are 0.20 per cent per day during the loaded voyage and 0.11 per cent per
day for the ballast leg. Note that LNG often contains a small percentage of Ni which will boil-off
preferentially, thus reducing the calorific value of the boil-off gas, at the beginning of the loaded
voyage.
Normally the compressors used on LNG vessels have shaft seals pressurized with nitrogen: thus,
an adequate nitrogen supply must be available at all times when the compressor is running. As
with LPG compressors, care must be taken to avoid liquid from begin carried into the compressor
via the vapour suction lines. Terminal facilities often require tank pressures on arrival to be below
a certain value and this must be provided for during the latter stages of the loaded passage.
~9
! I
I
I
I
I
I I
I I
I I Ian
I I
J :
I
Engine-room
e localpanel
e control-roompanel
compressor
Pl - Pressure Indicator
PIG Pressure indicator comrm Cargo tanl<s
GSA Gas switch and alarm
PSAH ~ PraSS\J!t sv.ilch alarm (high)
PSAHL - Prassuro switch alatm (high and low)
HSY SofIV vaJvo (local~ IOI)
Diagram: LNG boil off use in engine room

Unloading (Discharging):
When the vessel arrives at the reception terminal, cargo tank pressures and temperatures should
preferably be at values appropriate to the terminal requirements to allow maximum discharge
rates to be achieved. Before the discharge operation begins, the pre-operational ship/shore
procedures should be carried out along similar lines to the loading operation previously outlined,
i.e. ship/shore information exchange, ship/shore safety checklist.
The method of discharging the vessel will depend on the type of ship, cargo specification and
terminal storage. Three basic methods may be used.
Centrifugal cargo pumps with or without a booster pump in series.
Centrifugal cargo pumps through a cargo heater and a booster pump.
Discharge by vapour pressure:

. ...
Discharge by vapour pressure using either a shore vapour supply or using a vaporizer and
compressor on board is only possible where Type C tanks are fitted; it is an inefficient and slow
method of discharge and is restricted to small vessels of this type. Basically the vapour pressure
above the liquid is increased and the liquid transferred ashore by this increased pressure. An
alternative method is to pressurize the cargo into a small deck tank from which it is pumped
ashore.

.! ....... ..-:.. ... ; .
Chapter 3
BASIC KNOWLEDGE OF PHYSICAL PROPOERTIES OF LIQUEFIED GASES
OBJECTIVES
At .the end of this chapter, students should be able to understand about
Properties and characteristics

Pressure and temperature, including vapour pressure I temperature relationship
Types of electrostatic charge generation
Chemical symbols
Ref. Books:
Liquefied Gas Handling Principles on Ships and in Terminals - SIGTTO,

Liquefied Gas Carriers: Yo.ur Personal Safety Guide - SIGTTO
Ref. Videos:
Physics of Liquefied Gases
Chemistry of Liquefied Gases

3.0 Basic knowledge of the physical properties of liquefied gases
IMO divides liquefied gases into the following groups:
LPG - Liquefied Petroleum Gas

LNG - Liquefied Natural Gas
LEG - Liquefied Ethylene Gas
NH3 -Ammonia
CL2 - Chlorine
Chemical gases
The IMO gas carrier code define liquefied gases as gases with vapour pressure higher than 2.8 bar
with temperature of 37.8 c. IMO gas code chapter 19 defines which products are liquefied gases
and have to be transported by liquefied gas tankers. Some products have vapour pressure less than
2.8 bar at 37.8 c, but are defined as liquefied gases and have to be transported according to chapter
19 in IMO Gas code.
Propylene oxide and ethylene oxides are defined as liquefied gases.
Ethylene oxide has a vapour pressure of 2.7 bar at 37.8 c.
To control temperature on ethylene oxide we must utilise indirect cargo cooling plants. Products
not calculated as condensed gas, but still must be transported on liquefied gas tankers, are specified
in IMO's gas code and IMO's chemical code. The reason for transportation of non-condensed gases
on liquefied gas tankers is that the products must have temperature control during transport
because reactions from too high temperature can occur. Condensed gases are transported on
liquefied gas tankers either at atmospheric pressure (fully cooled) less than 0.7 bars, intermediate
pressure (temperature controlled) 0.5 bars to 11 bars, or by full pressure (surrounding temperature)
larger than 11 bars. It is the strength and construction of the cargo tank that is conclusive to what
over pressure the gas can be transported.
Ver1 .0 I July2014 Page 2of 19 Singapore Maritime Academy

; . . J
car.go Ship type

Acet;;ile,iehyde , 2.G/2PG
Ammonia, anhydrous 2G/2f)G
autadiehe 2G/2PG
Eh1tane ~-~2P~
.Butane/propane.miXtutes. . 2G/2PG
i;3utyle.nes 2Gl2PG
Chlcnine 1G
Diethyl .ether 2G/2PG .
Qimethyl~rnlM. 2Gl2PG
E~htlnE;J 20
Ethyl ohloride 2G/2PG
Etf"lylene ,2G
E~hylene oxide 1G
Ethylene oxide/propylene oxide.mixture :withO
etliylene o:Xide -c:ontent
:1ess. thari 800/o by weight ~G/2PG
-lsoprene 2G/2PG
!sopro:p,ylam.(i:ie 2G/2PG
Methan~ , 2G
~ethylacafylene/propadiene mi.xtiJre 2G/2PG
Methyl br~mide - 1.G
Methyl cJiloi:ids 2~PG''
MonoeUlyfarnine 2Gi:'2PG
Nitrogen 3G
Propane 2Gi2P.G
Propylene 2MPG
Propy1ene oxioe 2G/2PG
Ref~lgerant gases 3,G
Su lphtir dlo.Xide 1.G.
:Vinyl ~liloride .2Gl2PG
Viriyl ethyl~th~r ?Gt~PG
Vinylide.ne chlorid~ 2G/2PG
LIST OF LIQUEFIED GASES SUITABLE FOR TRANSPORT IN DIFFERENT SHIP TYPE -

LIQUEFIED GAS TANKER(AS LISTED IN IMO GAS CARRIER CODES)
Verl.0 I July2014 Page 3of19 Si ngapore Maritime Academy

a b c d f g h I
"
""f,i-.,.. s~ i::
~
~
c;; ~"
.. &.:3 .g
u c
0
Product name
- - --~--
Q:;
. -Cl - .,. ~:c
'83' -o ....
J!l
{l
~
-Cl
Special requirements
E
~ " ... - i
~lJ
... "" l!
~
:>
c:
~- -8 ., g.,.12
r: ~ c:: "'0 IJ
~
-~ ~ .s ~ 8 l}l! ~ . 13 ~
2G/
lsoprene 1218 2PG - - F R 310 14-4.3, 17.8, 17.10, 17_12
2G/ - c 14-4.2, 14.4-3, 17.2-4, 17.10, 17-11, 17.-12,

lsopropylamine 1221 2PG - F+T 320
17.17
Methane (LNG) 1972 2G - - F c 620
Methyl acetylene- 2Gf
propadiene mixture~
1060
2PC - - F R 310 17.18
Methyl bromide 1062 1G Yes - F+T c 34!i 14.4, 17,2.3, 17.3.2, 17.4.1, 17.5, 17.9
2G/ c
Methyl chloride 1063
2PG - - F+T 340 17.2.3
2G/ 14.4.2, 14.4.3, 14.4.4, 17.2.1, 17.3.1, 17.10,

Monoethylami ne 1036 2PG - - F+T c 320 17.11, 17.12, 17.17
Nitrogen 2040 3G - - 0 c 620 17.19
CHAPTER 19 OF IGC CODE
Propan.e ( C3)
Natural NGL LPG But ane (.C 4 }
SJ~'.$
pentane (C 5 ) and
heavier fr~c~ions
Water, carbon d ioxide,

nitrogen and other
non-:hydrocarbon contaminants
THE CONSTITUENTS OF NATURAL GAS FROM A WELL

3.1
Properties and characteristics
3.1.1
Liquefied gas is the liquid form of a substance which at ambient temperature and atmospheric
pressure would be in gaseous form.
3.1.2
Cargoes transported by gas tankers are listed in-IMO's Gas Carrier Code, chapter XIX/ 19.
3.1.3
These cargoes can be divided into the following four groups:
- Liquefied natural gas, LNG

- Liquefied petroleum gas, LPG
- Liquefied ethylene gas, LEG
- Chemical gases and certain other substances
3.1.4
LNG is liquefied natural gas from which impurities are removed.
3.1.5
Principal constituent of LNG is methane.
3.1.6
Liquefied petroleum gas - LPG is a common name for petroleum gases, mainly propane and butane.
3.1.7
LPG is produced from two sources:
- From crude oil processing in refineries, or as a by-product of chemical plants
- From natural gas streams or from crude oil at or close to production points (wells/platforms)
3.1.8
Liquefied ethylene gas - LEG - is produced by "cracking" of LPG.

3.1.9
Chemical gases are a group of liquefied gases produced through a chemical process.
3.1.10
Chlorine, ammonia and vinyl chloride monomer (VCM) as examples of chemical gases
3.1.11
Some substances in the "borderland" between liquefied gas and chemicals are carried on gas
tankers.
3.1.12
Acetaldehyde and propylene oxide as examples of such cargoes.
.... ,.~---.....,.,,,__." ~ - . Synthes i s VCM, To

Ck.ilofine ...,.
.. .' of
_.----iiil'>'.,...-=-;.-.. -. ....;..,;,,,..._ VCM $torage jetties
;
..
'
'i .. ::.
! .
Ethylene To
Propane. ~-::ii----f sfora9e~ jetties
St~~m.
refo.rmer
Hydrogen
Ammonia Ammonia To
synthesi~ . stc;>tage: jetties

,-
i
FLOW DIAGRAM FOR TYPICAL PRODUCTION OF CHEMICAL GASES
Verl.0 / July2014 Page 7of19 Singapore Maritime Academy

3.2
Pressure and temperature, including vapour pressure I temperature relationship
3.2.1
- States of aggregation
- Boiling point
- Liquid density
- Vapour density
- Flashpoint
States of aggregation
Every material in our environment is in a particular state, like liquid, solid or gaseous. Every material
can be in every state. Sometimes it is quite difficult to imagine materials like iron in a gaseous state,
but if a certain level of temperature is reached, also iron can be in a gaseous state.
Hence, every material can be in every state of aggregation and the state of aggreg.ation depends on
the material's temperature.
In changing from solid to liquid (fusion) or from liquid to vapour (vaporisation), heat must be given
to the substance. Similarly in changing from vapour to liquid (condensation) or from liquid to solid
(solidification), the substance must give up heat. The heat given to or given up by the substance in
changing state is called latent heat. For a given mass of the substance, the latent heats of fusion
and solidification are the same. Similarly, latent heats of vaporisation and of condensation are the
same, although different from the latent heat of fusion or solidification.
Fusion or solidification occurs at a specific temperature for the substance and this temperature is
virtually independent of the pressure. Vaporisation or condensation of a pure substance, however,
occurs at a temperature which varies widely dependent upon the pressure exerted on the
substance. The latent heat of vaporisation also varies with pressure.
For liquefied gases, we are not concerned with the solid state since this can only occur at
temperatures well below those at which the liquefied gas is carried. Temperatures, pressures and
latent heats of vaporisation, however, are offundamental importance. This data may be presented
in graphical form appended in part D2 which gives curves for vapour pressure, liquid density,
saturated vapour density and latent heat of vaporisation against temperature for methane.
The boiling point of a substance is the temperature at which the vapour pressure of the liquid equals
the pressure surrounding the liquid and the liquid changes into a vapour state.
Liquid and vapour densities The density of a liquid is defined as the mass per unit volume and is
commonly measured in kilograms per decimetre cubed (kg/d m3). Alternatively, liquid density may
be quoted in kg/litre or in kg/m3. The variation with temperature of the density of a liquefied gas
in equilibrium with its vapour is shown for propane in curve y' in figure appended in' part D2 of as
can be seen, the liquid density decreases markedly with increasing temperature. This is due to the
comparatively large coefficient of volume expansion of liquefied gases. All liquefied gases, with the
Verl.0 / July2014 Page 8of 19 Singapore Maritime Academy

:..:-:-:.:-:-:
exception of chlorine, have liquid relative densities less than one. This means that in the event of a
spillage onto water these liquids would float prior to evaporation.
Vapour density is the density of a vapour in relation to that of hydrogen. It may be defined as mass
of a certain volume of a substance divided by mass of same volume of hydrogen.
Vapour density is also defined with respect to air and not hydrogen. Air is given a vapour density of
one. All gas and vapour molecular weights are divided by 22.414 to derive their vapour density at
0C and 1 bar atmospheric pressure.
Flashpoint
The lowest temperature at which a combustible liquid gives off sufficient vapour to form a
flammable mixture with air near the surface of the liquid. Flashpoint is determined by laboratory
testing in a prescribed apparatus.
3.2.2
Vapour pressure and, temperature are interrelated
:,. , r:~1;'.c.{:i.~~ ...

~ 5. .:~.~~ .!.j;;"t.f
'-,1:.,..,f.>' '.'.;;":
t.
l :;f
g r~,.
:-~
~ . SOiid. Liquid vapour

.~.
e
0..
.....
;J'.
O
0...
(II -
'.:>
... a gas (A) can be liquefieq .bY. removal ot heat andior p(essurizing ~

STATES OF AGGREGATION (PRESSURE/ TEMPERATURE)

.. .....
sensible
. heat
1' 'Ice
t lci+water
aWater
A Water+ stEiam ,
.s steam
ill_LJstration of the behaviour of wa,ter When heat~_..

In th$reverse proces~.:water vapour (steam) can be liqUefied
and su~s~uently solidified by removal of he;lt,
STATES OF AGGREGATION (TEMPERATURE/ HEAT)
3.2.2.1
The refrigerated liquefied gas cargoes are transported in cryogenic condition at or close to their
boiling point.
3.2.2.2
The boiling temperatures of these cargoes range from -162C for methane to near zero for
butane.
Verl.0 / July2014 Page 11of19 Singapore Maritime Academy

3.2.2.3
The low temperatures can cause cold burns which may damage skin and tissue when in direct
contact with cold liquid or vapour.
3.2.2.4
Low te~peratures can cause brittle fracture if cold cargo comes in sudden contact with some
metals.
3.2.2.5
Liquefied gas cargoes give off vapour readily because they are boiling.
3.2.2.6
Cargo vapour can be flammable, toxic or both.
TOXIC GASES


3.2.2.7
Cargo vapour in sufficient concentration will exclude oxygen and may cause asphyxiation whether
the vapour is toxic or not.
3.2.2.8
Explosive mixture may be produced when most cargo vapours are mixed with air.
3.2.2.9
Some toxic gases carried in gas tankers can be absorbed into the body through the skin.
3.2.2.10
Gases are made up of molecules that are in constant motion and exert pressure when they collide
with the walls of their container.
3.2.2.11
Temperature and pressure are directly proportional to each other.
flammable material
THE FIRE TRIANGLE
Verl.O / July2014 Page 14of19 Singapo.re Maritime Academy

I ~- ,/.
.
,,, f ,,,.
"
.I .l
,,.
I ....;,,
! "
_,,,.
:: .. :-
:,( I.
,/'
" "
' PVC
,,...
~.:. ~lol!"l<l'i 1~ bo.l)lado .IQlbo dalash<>oti in Appoodii uo.:ho ICS T~sa!"'YGIJilo~BliW.Gas/!OfO.t* ol r;hemlcal r80c!Mty..
. ~
REACTIVITY DIAGRAM FOR SOME LIQUEFIED GASES
~ UEL (Upper Expiosive Limit)
Flammable Mixture ..
~ 100% oru;L
~ lEI. (lower E~plosive limit)

~ 10% of LEL- Alatm Wilt Sound
'-"--'--'--'--"------S.-""'-...C........__...
Verl.O f July2014 Page 15of19 Singapore Maritime Academy

FLAMMABLE GAS MIXTURE

,,,.!_--"'"":-:----------------__.:;.;.;
FLOW OF EXPLOSIVE VAPOURS IN CASE OF VENTING/ LEAKS
qu_efle<i ga~ .'FtashpC:itnt (C) Flammable.range Aut~lg1'ttio11

(%by volume lilalr} temperature (C)
Meth~n~ -175 5.3-14 595
.EthMe -12~ 3.1-J2;5 510
Propane -105 2,1-9.5 46$

~ .': .
-60 t.H.~ 365
~16 1.8-B.5 500

~thyii;}mr ..,1so 3-32 453
Propylerie .,.1so 2::-11.1. 4513'

q-84~ene {bJ1tenB"-1) .-{30 1~6-,9.3 440
f!-But)llene (b\Jten&-2} -72 1.$-8..8 4$5

Bi:adi,ene 2-,.12:6 418
lsapreiie -50: 1-9.7 .220
VCM ""78' 4-33 472

Ethyiene' oxide -~8 3-100 429
Propylene. oxidei. 2.8:-37 4~5
Arnrnonla .-57 16-25 .615
ChlOrinE:;
FLAMMABILITY DATA FOR SOME LIQUEFIED GASES

3.2.2.12
As the temperature decreases, the pressure also decreases and vice versa.
3.3
Types of electrostatic charge generation
3.3.1
The electrostatic discharge occurs after charges are generated (separated) and accumulated.
3.4
Chemical symbols
.f-:.
H . H
~ ,/
Hi/
c=c
. "H
Ethyiene PrepylE!ne
(C21:14) (CsHs)
H H H
I I I /H
H-c- . -c-c==c
'HI HI . ""H.
Butylene
(C4HB)
~- .- '~ i'
lsriptane
.(csHs)
CHEMICAL SYMBOLS WITH MOLECULAR STRUCTURES

3.4.1
The chemical symbols are used to denote any liquefied gas.
3.4.2
C denotes an atom of carbon and H an atom of hydrogen. CH4 represents one molecule of
methane
consisting of one atom of Carbon and 4 atoms of hydrogen ..

. -~ ... i . : ....:-:- ..
Module: Basic Tanker Training - Gas Tankers Chapter4
Chapter 4
TANKER SAFETY CULTURE AND SAFETY MANAGEMENT
OBJECTIVES
Tanker safety culture and safety management

ISM Code and SOLAS
Tanker Safety Guide
Ref. Books:
SOLAS
ISM Code
Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO
Ref. Videos:
Nil
Ver1.0 I July2014 Page 1of4 Singapore Maritime Academy

Module: Basic Tanker Training- Gas Tankers Chapter4
4.0
Knowledge and understanding of tanker safety culture and safety management
It addresses Safety and Health (OHSAS 18001 - Occupational Health and Safety Assessment
Systems) procedures and guidelines.
The process of a safety management system addresses safety aspects of shipboard activities and
lays requisite guidelines. These guidelines requires due diligence combined with ~rofessional
judgment and good seamanship which is inherited from within an organization and which assists
the development of a safety culture.
The requirements of work permit, personal protective equipment and health safeguards are
tools to assist the ship-staff with the sole objective of safely carrying out on board activities
and to further an aim of "Zero Accident and Incidents".
The safety management basic components are:
. Policy - Establish within policy statements what t he requirements are for the organisation in
terms of resources, defining management commitment and defining targets
~ Organizing- How is the organisation structured, where are responsibilities and accountabilities
defined, who reports to whom and who is responsible for what .
. Planning and Implementat ion - What legislation and standards apply to the organisation, what
objectives are defined and how are these reviews, hazard prevention and the assessment and
management of risk .
. Evaluation - How is on board performance measured and assessed, what are the processes for
the reporting of accidents and incidents and for the investigation of accidents and what internal
and external audit processes are in place to review t he system .
. Action for Improvement - How are preventative and corrective actions managed and what
processes are in place to ensure the continual improvement process. There is a significant
amount of detail with in each of these sections and t hese should be examined in detail from the
ILO-OSH Guidelines document.
Verl.0 I July2014 Page 2 of4 Singapore Maritime Academy

4.1
ISM code is the only internationally accepted standard for the safe management and operation
of ships and for pollution prevention;
4.2
The requirement to comply with the ISM Code as per chapter IX of the SOLAS convention in the
'Management for the safe operation of ships'.
4.3
The proper implementation of the ISM Code should result in a safety culture be.ing developed.
4.4
The spirit of the ISM Code involves, at least, a commitment to continuous improvement of the
company's safety record.
4.5
The industry provides robust guidelines and recommendations in the forrri of a "safety guide"
and other publications for the safe running of liquefied gas tankers.
Tanker Safety Guide - Liquefied Gas
PURPOSE AND SCOPE
The purpose of this publication is to provide those serving on ships carrying liquefied gases in
bulk with up-to-date information on recognised good practice. While the recommendations
given may not fully cover every possible situation, they do provide the best general guidance
currently available on safe procedures in such situations.
For the purpose of promoting consistent and uniform safe working practices it is recommended
that a copy of this Guide be kept - and used - on board all gas carriers.
Verl.0 I July2014 Page 3 of4 Singapore Maritime Academy

This is a revision of the first edition of the ICS Tanker Safety Guide {Liquefied Gas) and is
intended to be a companion to the ICS Tanker Safety Guide {Chemicals). Where a gas carrier is
also certified to carry chemicals the more stringent recommendations should be followed.
The Guide deals primarily with operational matters and good safety practices. It does not make
recommendations on the construction of gas ships or their equipment; such standards are set
by the International Maritime Organisation {IMO), National Administrations and Classification
Societies. The Guide does not address the operation of specific items of equipment, repairs or
navigational equipment, although some references are made to these matters.
It should be borne in mind that in all cases the advice given in this Guide is subject to any local
or national regulations that may be applicable. In addition, terminal operators have their own
safety procedures which could affect the cargo handling operations and procedures to be
adopted in emergencies.
It is necessary for the Master and all personnel to be aware of, and to comply with, these
regulations and procedures. They will be highlighted by the use of the Ship/Shore Safety
Checklist.
The data sheets contained in this Guide outline the main characteristics of individual cargoes,
. and the action to be taken in an emergency. Matters relating solely to maintenance of the purity
of individual cargoes and their condition during carriage have not been included.

.i . ....:;::-.
(COMPETENCE 2: Take precautions to prevent hazards)
Chapter 5
HAZARDS ASSOCIATED WITH TANKER OPERATIONS
OBJECTIVES
At the end of this chapter, students should be able to understand about hazards of liquefied gases
such as:
health hazards
environmental hazards
reactivity hazards
corrosion hazards
explosion and flammability hazards
sources of ignition,
electrostatic hazards
toxicity hazards
vapour leaks and clouds
extremely low temperatures
pressure hazards
Ref. Books:
liquefied Gas Handling Principles on Ships and in Terminals - SIGTTO,

Tanker Safety Guide liquefied Gas, International Chamber of Shipping
Ref. Videos:
Physics of Liquefied Gases
Chemistry of Liquefied Gas

5.0 Hazards associated with tanker operations:
.1 health hazards
.2 environmental hazards
.3 reactivity hazards
.4 corrosion hazards
.5 explosion and flammability hazards
.6 sources of ignition,
.7 electrostatic hazards
.8 toxicity hazards
.9 vapour leaks and clouds
.10 extremely low temperatures
.11 pressure hazards
While the carriage of liquefied gases incurs its own special hazards, some of its features are less
hazardous than those of the heavier petroleum. Hazards peculiar to carriage of liquefied gases:
a. Leaks and spillages of cold liquid can affect the strength and ductility of ship's structural steel.
b. Contact by personnel with the liquids, or escaping gases, or with cold pipe work can produc;e frost
burns.
c. Rupture of a pressure system containing liquefied gas could release a massive evolution of
vapour.
d. Features of liquefied gas carriage that result in a reduction of hazard compared with normal
tanker operation:
(i) Loading does not eject gases to atmosphere in yicinity of decks and superstructures.
(ii) Liquefied gas compartments are never flammable throughout the cargo cycle. Static electricity
and other in-tank ignition sources are therefore 1'10 hazard .
(iii) There is no requirement for tank cleaning and its associated hazards.
5.1
5.1.1
Health hazards
Health hazards of Liquefied gases as:

. Module: Basic Tanker Training - Gas Tankers Chapter 5
- Toxicity
-Asphyxia
- Anaesthesia
5.2
Environmental hazards
5.2.1
Some liquefied gases pose a threat to the surrounding natural environment and adversely affect
people's health.
5.2.2
Cargo vapour, whether toxic or flammable, should be vented to atmosphere with extreme caution.
5.2.3
Venting of any cargo vapours should take into account all local and international regulations and
weather conditions.
5.2.4
Weather conditions include wind conditions, electrical storms and cold weather.
5.3
Reactivity hazards
5.3.1
Some cargoes carried in liquefied gas tankers are reactive and may react in a number of ways.
5.3.2
Lists reactivity hazards as:
- Reactivity with water forming hydrates (crystalline structures)

- Self-reactivity causing polymerization
- Reactivity with air
- Reactivity with other cargoes
- Reactivity with other materials
- Examples of reactive gases are Vinyl Chloride Monomer (VCM) and Butadiene

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REACTIVITY DIAGRAM FOR SOME LIQUEFIED GASES
5.4
Corrosion hazards
5.4.1
Some gases are corrosive and can damage human tissue e.g. ammonia.
5.4.2
Carriage of some corrosive cargoes and inhibitors require tank material to be resistant to corrosion
byit.
Verl.OI July2014 Page 4ofll Singapore Maritime Academy

,_
LIQlmFIEn GAS - INHIBITOR INFORMATION FORM

T~ h~ C!J.mpiete.4.befi>fe loading. Oii inhibited:ccUgo
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LIQUEFIED GAS - INHIBITOR INFORMATION FORM
Ver1.0 / July2014 Page 5of11 Singapore Maritime Academy

5.5
Explosion and flammability hazards
5.5.1
Cargo vapour may be flammable, toxic or both
a b c d e f 8 h I
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14.4.2, 14.4.3, 17.2.4, 17.10, 17.11, 17.12,
17.17
Methane (LNG) 1972 2G - - F c 620
Methyl acetylene- 2G/
propadlene mixture~
1060 2PG
- - F R 310 17.18
Methyl bromide 1062 1G Yes - F+T c 34S 14:4, 17.2.3, 17.3.2, 17.4.1, 17.5, 17.9
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Methyl chloride 1063
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Monoethylamine 1036
2PG - - F+T c 320 17.11, 17.12, 17.17
Nitrogen 2040 3C - - 0 c 620 17.19
CHAPTER 19 OF IGC CODE
5.5.2
An explosive mixture may be produced when most cargo vapours are mixed with air.
5.5.3
The ability of most liquefied gases to generate flammable vapour is a major factor for starting a
fire.

5.5.4
The minimum and maximum concentrations of vapour in air which form flammable (explosive)
mixtures are known as the lower flammable limit (LFL) and upper flammable limit (UFL)
respectively.
5.5.5
The range of flammable vapour concentrations in air between the lower and upper flammable
limits is called the "flammable range" and mixtures within this range are capable of being ignited
and of burning.
5.5.6
The flammability diagram with respect to: Flammable range, Flammable zone and shows how
use of inert gas enhances safety in operations.
Sketch and explain the flammability diagram for some flammable gases separately showing the
differences in LFL and UFL. Explain how addition of inert gas reduces the UFL and raises the LFL.
As concentration of inert gas in the mixture is increased the flammable range decreases until
the oxygen content reaches a level at which no mixture can burn.
5.5.7
Boiling Liquid Expanding Vapour Explosion (BLEVE)
A BLEVE occurs when a vessel containing liquefied gas under pressure (e.g., propane)
catastrophically fails, usually as a result of external fire exposure (i.e., a pool fire under the vessel
or a jet or torch-type fire impinging on the vessel walls). The fire pressurizes the vessel, causing
the relief valve to open, which allows the pressurized vapor to escape. As the liquid level in the
vessel decreases, the flames impinge on the vessel wall above the liquid level. The vessel wall
rapidly heats up due to the poor heat transfer provided by the vapor on the inner side of the
vessel wall. The wall weakens and then tears, resulting in a sudden catastrophic failure of the
vessel.
The consequences of a BLEVE event are (i) the overpressure blast wave that is generated as a
result of the rapid expansion of the superheated liquid, (ii) the fireball thermal radiation
generated as a result of the rapid combustion of the released flammable material, and (iii) the
potential vessel fragments that may be propelled as missiles. BLEVE events have the potential for
causing severe human and/or facility damage at significant distances from the source of the
BLEVE.

5.6
Sources of ignition
5.6.1
The sources of ignition as:

-Smoking
- Frictional sparks
- Electrical sparks
- Chemical sparks
- Spontaneous combustion
- Auto Ignition Temperatures
- Static electricity
- Hot work
5.7
.;
Electrostatic hazards ~-1
5.7.1
Electro static charge separation, charge accumulation and charge discharge
Static electricity presents fire and explosion hazards during the handling of liquefied flammable
gases in any non-inert atmosphere. Certain operations can give rise to accumulations of electric
charge that can be released suddenly in electrostatic discharges with sufficient energy to ignite
flammable mixtures. All materials, whether solid, liquid or vapour, can generate and return a
static charge to some extent. The level of charge depends on the electrical resistance of the
material; if it is high, a charge can build up. On board it is possible for a static charge to build up
in the cargo system on materials with low resistance, e.g. pipe works that are electrically
insulated from each other.
In an un-bonded system or in a system in which the bonding has been removed or damaged
static charges can be generated by:
. Flow of liquid through pipes and valves

. Flow of liquid/vapour mixtures through spray nozzles
. Flow of vapour containing foreign particles, e.g. rust, through piping
A sufficiently large potential differen.ce between the piping system and the hull may result in a
discharge of static electricity, which may cause a spark, which could result in the ignition of a
flammable gas/air mixture.
Verl.O I July2014 Page 8 ofll Singapore Maritime Academy

.::
To minimize the risks of static discharges the cargo system must be properly bonded through
to the hull. This is done by the fitting of bonding straps at each flange in the cargo pipe-work
and on the mounting of pumps and valves.
The bonding straps may be made from steel, copper or other conducting material. Copper
bonding straps, particularly the type made up by woven strands can deteriorate over time, with
the result that the strap either disintegrates or fails to conduct.
It should be emphasized here in the training that:
ALL BONDING ARRANGEMENTS ON BOARD MUST BE THE SUBJECT OF REGULAR

INSPECTIONS WITH RECORDS OF THE INSPECTIONS MAINTAINED.
When maintenance work is carried out on the cargo system, checks must be made to ensure
that the bonding arrangements have been reinstated correctly.
Due to the risk of static electricity, neither steam nor C02 should be injected into a tank,
compartment or pipe system, which contains a flammable mixture.
5.8
Toxicity hazards
5.8.1
Toxicity means poisonous.
5.8.2
TLV (Threshold Limit Value) is defined as a concentration of a gas which a person can be exposed
to without any adverse effect.
5.8.3
- TWA (Time Weighted Average) as: the concentration of a gas to which a person can be exposed
to for 8 hours a day or 40 hours a week without any adverse effects.
- STEL (Short Term Exposure Limit Value) as: the concentration of a gas to which a person can be
exposed to maximum 4 times. Each exposure not more than 15 minutes and rest period between
two successive exposures should be not less than one hour without any adverse effects - Odour
Threshold value as: the minimum concentration of a gas when a person starts smelling the gas.

5.9
Vapour leaks and clouds
5.9.1
This comprises all vapour leaks that cannot be easily stopped by operational routines, like rupture
in a pipe.
5.9.2
Ignition may not take place within immediate vicinity of the leakage due to the over-rich
concentration of vapour.
5.9.3
A heavy leakage will initially form a heavy white vapour cloud and this is likely to quickly envelope
the deck and accommodation areas. Hence it is essential that all potential sources of ignition are
isolated.
5.9.4
The rate of dispersal of a vapour cloud will depend on climatic conditions.
5.10
Extremely low temperatures
5.10.1
The liquefied gas cargoes are transported largely at cryogenic temperatures at or near to their
boiling point.
5.10.2
The low temperatures can cause cold burns which may damage skin and tissue when in direct
contact with cold liquid or vapour.
5.10.3
These low temperatures can cause brittle fracture if cold cargo comes in sudden contact with
some metals.
Ve r1.0 I July2014 Page 10of11 Singapore Maritime Academy

I
Module: Basic Tanker Training - Gas Tankers Chapter 5 i
I
5.11
Pressure hazards
5.11.1
High p"ressure and low pressure effects
Gases expand with increase in temperature and if the space available is limited as in a tank or an
isolated section of pipeline, the pressure will increase. This characteristic can lead to various
hazards and makes monitoring of pressure very critical. It is very important that pressure sensors
are well maintained and accurately calibrated.
High and Low Pressure Effects
As pressures either above or below the design range can cause damage, it should always be kept
within the specific maximum and minimum values.
Cargo trapped in a closed system (e.g. between closed valves) can cause changes in pressure.
Cold liquid can heat up and cause the pressure to rise and warm vapour (especially butane and
butadiene) can condense and reduce pressure.
Care should be taken to ensure that liquid does not remain in a closed system and the
necessary precautions concerning cargo vapour should be taken.
5.11.2
Pressure surge or liquid hammering
A pressure surge or wave resulting when a fluid (usually a liquid but sometimes also a gas) in
motion is forced to stop or change direction suddenly changes in pressure arise in pipelines when
there is a change in fluid velocity. These changes are the result of events such as pump switching
and valve operation.
5.11.3
How the effect of surge pressure is minimized or avoided.
When using the ship and shore ESD systems consideration must be given to avoiding escalation
of an incident by creating disruptive surge pressures at the ship/shore cargo connection by the
over-rapid closure of ESD valves against cargo flow. It is desirable that the maximum cargo flow
rate be limited to that which will not cause excessive surge pressure should ESD valves
downstream of the cargo connection be closed, at their known rate of closure, against the cargo
flow.

;.. '. . --
I.
Chapter 6
BASIC KNOWLEDGE OF HAZARD CONTROLS
OBJECTIVES
At the end of this chapter, students should be able to understand about basic knowledge of
hazard control such as:
lnerting, drying and monitoring techniques

Anti static measures
Ventilation
Segregation
Cargo inhibition
Importance of cargo compatibility
Atmospheric control
Gas testing
Ref. Books:
Liquefied Gas Handling Principles on Ships and in Terminals -SIGTTO,

Ref. Videos:
Personal safety on tankers
Use of Gas Instruments

6. Hazard controls:
.1 lnerting, drying and monitoring techniques

.2 Anti-static measures
.3 Ventilation
.4 Segregation
.5 Cargo inhibition
.6 Importance of cargo compatibility
.7 Atmospheric control
.8 Gas testing
Liquid Petroleum Gas (LPG) and Liquefied Natural Gas (LNG) are petroleum product switch are
quite safe when contained in their storage containers. Released into the atmosphere they
condense the moisture in the air producing vapour clouds these vapour clouds pose a serious
hazard to the safety of personnel and plant alike should they be ignited. Knowing how to properly
respond to releases of LNG and LPG product scan make the difference between a small leak or a
catastrophic event which kills many people and destroys property.
No LPG/ LNG release should be considered a minor event. The potential for it to rapidly escalate
into a catastrophe is ever present. The relevant sections of ISGOTT and ICS Tanker Safety Guide
(Liquefied Gas) shall be consulted.
The major hazards of liquefied gases derive from their flammability and their low temperatures.
Some chemical gases may also be toxic and corrosive. Most vapour clouds are also heavier than
air and so tend to remain at ground level.
A characteristic of liquefied gases is the large quantity of vapour readily produced by a small
volume of liquid.
If possible, the. venting of cargo vapour should be avoided.
If necessary, it should be done with care and in full knowledge of potential hazards. In most areas
the venting of flammable or toxic vapour is forbidden, and any such local regulation should be
observed .
. t;;1 -
lnerting, drying and monitoring techniques
6.1.1
Primary inerting is carried out in order to ensure that the concentration inside the containment .
system is dry and non-flammable prior introducing gas cargo.

.:
6.1.2
Aeration with dry air has to be done prior purging to reduce the dew point for low boiling point
cargoes e.g. for LNG, dew point is first reduced by dry air to- 25C.
6.1.3
Drying with inert gas or nitrogen may be done to reduce the dew point in the cargo tanks for
some cargoes e.g. LNG to reduce dew point to-40C.
6.1.4
The purpose of inerting is primarily to prevent flammable vapour/air mixtures in tanks and
piping.
6.1.5
lnerting is done by replacing cargo vapours with an inert-gas until the concentration of cargo
vapours is lower than the LEL.
6.1.6
Inert gas used on gas tankers is either nitrogen or inert gas produced in the ship's inert gas plant.
6.1.7
The correct inerting procedure is ensured by regular checks of the tank atmosphere at different
levels.
6.1.8
Atmosphere checks are done by measuring the, percentage of oxygen and cargo vapours through
the sampling tubes.
6.1.9
Atmosphere is checked for dryness by measuring the dew point.
6.1.10
The atmosphere in an inerted tank or void space is safe with regard to fire hazard but dangerous
with regard to health.

6.2
Anti-static measures
6.2.1
The effectiveness of antistatic additives is dependent upon the length of time since the additive
was introduced.
6.2.2
A low product velocity at the tank inlet minimizes turbulence and splashing as liquefied gases
enters the cargo tank thus reducing the in tank static generation.
6.3
Ventilation
6.3.1
Pressure inside accommodation should always be maintained positive.
6.3.2
Mechanical ventilation should be stopped and air conditioning systems run in closed cycle if
possible or stopped if there is any possibility of vapour being drawn into the accommodation.
6.3.3
Care should be taken to ensure cargo vapour does not enter the engine room except on LNG
ships where it is used as fuel for engines.
6.3.4
Mechanical exhaust ventilation systems are provided to disperse any vapour that may collect in
the compressor rooms.
6.3.5
All ventilation equipment should be well maintained.
6.4
Segregation
6.4.1

Where codes and regulations call for segregation, the position of the valves, blanks, portable
bends and spool pieces associated with such segregation should be carefully arranged and clearly
identified. These arrangements for segregation must be followed as part of the approved system.
6.4.2
Checking all the necessary blanks are fitted or that pipe spool pieces have been removed is very
important.
6.4.3
i
Positive segregation is achieved by removing spool pieces and/or pipelines.
1
6.4.4 I
i
All temporary hoses/pipe-work should be gas-freed, monitored, disconnected and properly
stored when not in use.
6.5
Cargo inhibition
6.5.1
'Inhibitor' and the reason for and use of inhibitors
Self-reaction in the most common form is polymerization. Polymerization may be prevented or

the rate of polymerization may be reduced by adding suitable inhibitor to the cargo. In general,
cargoes which may self-react are inhibited before shipment. There are no inhibitors available for
certain cargoes that can self-react (e.g. ethylene oxide) and these have to be carried under an
inert gas blanket.
The inhibitor may not boil off with the cargo and it is possible for reliquefaction systems to
contain uninhibited cargo, therefore, the system should be drained or purged with inhibited
cargo when shut down.
Many inhibitors are much more soluble in water than in the cargo, and care should be taken to
exclude water from the system; otherwise the concentration of inhibitor in the cargo could be
considerably reduced.
Similarly, the inhibitor may be very soluble in antifreeze additives if these form a separate phase,
thus shipper's instructions on use of antifreeze should be observed. If the ship is anchored in still
conditions, the inhibited cargo should be circulated daily to ensure a uniform concentration of
inhibitor.
Certain cargoes {e.g., Vinyl Chloride) even though inhibited may be protected by inert gas.
Ver1.0 / July2014 Page 5 of9 Singapore Maritime Academy

Care should be taken to ensure that a positive pressure of inert gas is maintained at all times and
that the oxygen concentration never exceeds 0.1% by volume.
For butadiene cargo, the compressor discharge temperature must not exceed 60C.
FLAMMABILITY DIAGRAM

...
..::-: .i . ..-.;::.- .
LIQIJEF GAS - INHIBITOR INFORMATION: J.i'ORM

Tr) b~ cpmpletd
. before
. loading an Uthihitedcai'go_
.
TIME ''.':-~::'''"''.~"*'''~-'-!.'.....,~:"' .....
2. CORRECT TECHNICAL NAME OF

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(Signed) (Signed)
LIQUEFIED GAS - INHIBITOR INFORMATION FORM

A cargo required to be inhibited should not be loaded until a certificate giving following details
is provided by manufacturer: ,
. Name and amount of inhibitor added .

. Date inhibitor was added and the normally expected duration of its effectiveness.
. Any temperature limitations affecting the inhibitor.
The action to be taken should the length of the voyage exceed the effective lifetime of the
inhibitors.
Ensure that the expiry date of the inhibitor is appropriate for the contemplated voyage.
Typically, the inhibitor should not expire within six months of loading the cargo. In case of
language difficulties, do not hesitate to suggest the correct wording for this certificate.
6.6
Importance of cargo compatibility
6.6.1
Compatible cargoes are those substances which can be loaded consecutively without prior need
to gas freeing the tanks.
6.6.2
In many cases, loading compatible cargoes can be done just on top of remaining previous cargo
vapours.
6.7
Atmospheric control
6.7.1
When carrying flammable cargoes, the atmosphere, in interbarrier spaces and holds need to be
inerted.
6.7.2
Cargo tanks and piping's need to have the air in the system purged with IG or Nitrogen before
loading and by removing cargo vapour by IG after unloading, prior change of grade or gas freeing.

1
!
6.8
Gas testing
6.8.1
The atmosphere inside the cargo tanks needs to be monitored at different levels to ensure that
representative sampling is done and there are no pockets remaining.
Verl.O / July2014 Page 9 of9 Singapore Maritime Aca demy

Chapter 7
INFORMATION ON MATERIAL SAFETY DATA SHEET (MSDS)
OBJECTIVES
At the end of this chapter, students should be able to understand about:
information on analysing information on a Material Safety Data Sheet (MSDS)
Ref. Books:

Ref. Videos:
Nil

7. Information on a Material Safety Data Sheet (MSDS)
A Material Safety Data Sheet (MSDS) provides basic information on a cargo carried on board
liquefied gas tankers. This includes the properties and potential hazards of the material, how to
use it safely and what to do in an emergency.
The MSDS is an essential starting point for the development of a complete health and safety
program for the material. MSDS are prepared by the manufacturer or supplier of the material.
They tend to be general in nature, since they provide summarized information which tries to
address all reasonably anticipated uses of the material.
The information on MSDS's is organized into sections. The specific names and content of these
sections can vary from one supplier's MSDS to another, but are often similar to the 16 sections
of the ANSI Standard MSDS. The MSDS are also included in the CHRIS Code and the ICS data
sheet s.
As per chapter 18- '0perating requirements' of IGC Code
. Information should be on boarCI and available to all concerned, giving the necessary data for
the safe carriage of cargo. Such information should include for each product carried:
. A full description of the physical and chemical properties necessary for the safe containment
of the cargo .
. Action to be taken in the event of spills or leaks .
. Counter-measures against accidental personal contact .
. Firefighting procedures and firefighting media .
. Procedures for cargo transf er, gas-freeing, ballasting, tank cleaning and changing cargoes;
. Special equipment needed for the safe handling of the particular cargo;
. Minimum allowable inner hull steel temperatures; and
. Emergency procedures .
. Additionally products required to be inhibited should be refused if a certificate from the

manufacturer stating the below information is not provided:
. name and amount of inhibitor added .
. date inhibitor was added and the normally expect ed duration of its effectiveness .
. any temperature limitations affecting the inhibitor.
. the action to be taken should the length of the voyage exceed the effective lifetime of the
inhibitors.
7.1
Analyse t he information on a Material Safety Data Sheet (MSDS)

.. ==-:. ~ : . . .. :: .. ~ .
FLAMMABILITY DIAGRAM
Verl.O I July2014 Page3of7 Singapore Maritime Academy

U.QUEFiEJ) GAs - JNHIBITOR INFORMATION: FOpl
To be c_qmpletedbefi>te. IC1ading inhibited carga.
TIME """"7--,,,.....,."'..:.,--..,.;;.,,.",,~.,;,.,;,,.,..:
1. CORRECT TECHNICAL NA.MEO.F CARGO..,.....,..,_,.....,.,.,.... - ..,,...,,....,..................,.....,......-.......... ..
2. CORRECT TECHNICA NAME OF

INHIBITOR .............~----~ ..............,.~..... ....:.......:-':""'!''.' "'.'"~.. ;,.;.;..;,::.:'.'.'""-.' ~,...;,;...,.,.,-;.,.~.......- ..""'''''-"'''''"''"'"'"
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~
4. DATE ADDE:P...-..,;......;.-. --- --..-- ....--""'""-"''"~...-,,................-..-,.;._.-..~'~.~~,..;;,,..";,....:..
6, ANY TEMPERATURE L1MIT:ATIQNS

.A.:F.F'ECTIN"G 1NJ1IBITOR........:.....~--..-------........~---~...._,-:_,.,....._...,.;,.~.;--""--,.-.....
7. ACTION TO BR TAKEN IF VOYAGE

EXCEEDS EFFECUVE LIFEtlME OF
lNiJIBITOR ......- .......,_,_........,~.................................................................~.......,."""'........""....,...........,...~..~....~.....
IF ABOVE INFORMATION NOT $UPfLIEl),(:N,tGQ SHOtJtD BE REFUSEI>

(11\1CO Codes 1~.:t~2)
FOR. saIP.....-...................,.,...........,............-........_............ "FOR. SfIO~..,.._,,,,..,..:.....~.,..,,..,.. _.,.,.,..........................

(Signed) (Signed)
LIQUEFIED GAS- INHIBITOR INFORMATION FORM

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MATERIAL SAFETY DATA SHEETS

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f'i~ll~s~c ~e46o~c.
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MATERIAL SAFETY DATA SHEETS

7.1.1
Information about cargoes to be handled is essential to the safety of the vessel and her crew.
7.1.2
Such information may be found in ICS Tanker safety guide "liquefied gases" or Cargo Data
Sheets for each product, which includes all necessary data for the safe handling and carriage of
the cargo.
7.1.3
Cargo information for most tanker cargoes is kept on board and available for all concerned.
7.1.4
Cargo must not be loaded if the MSDS for cargo is not supplied by the shipper or terminal.
7.1.5
Cargo must not be loaded unless all information necessary for its safe handling and
transportation is available and understood.
7.1.6
The responsible officer will see to it that the necessary cargo information is posted on the
notice board/s prior to cargo operations.
7.1.7
All personnel engaged in cargo operations should familiarize themselves with the cargo
properties by studying the ICS safety guide for liquefied gases or other Cargo Data Sheets.
7.1.8
Cargo information is fundamental in cargo planning.
7.1.9
Reference books where cargo information may be found as:

- IGC code
- MSDS (on-line resources)
- Tanker Safety Guide. (Liquefied Gas)
_ Ver1.0 / July2014 Page 7 of 7 Singapore Maritime Academy

I
,..
(COMPETENCE 3: Apply occupational health and safety measures)
Chapter 8
FUNCTION AND PROPER USE OF GAS MEASURING INSTRUMENTS AND

SIMILAR EQUIPMENT
OBJECTIVES
At the end of this chapter, students should be able to understand about:
the function and proper use of_gas measuring instruments and similar equipment.
Ref. Books:

Liquefied Gas Carriers: Your Personal Safety Guide- SIGTTO
Relevant Manual for Gas Detection instruments
Ref. Videos:
Use of gas detection instruments

Module: Basic Tanker Training - Gas Tankers Chapter&
8.0 Function and proper use of gas-measuring instruments and similar equipment
GAS DETECTION EQUIPMENT
Gas detection equipment is required by IGC Codes for the following reasons:
. Detection of cargo vapour in air, inert gas or vapour of another cargo .

. Concentrations of gas in or near the flammable range .
. Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
The equipment can be fixed or portable. There are several types like infrared detectors, thermal
conductivity meters, combustible gas detectors, tank scopes, chemical absorption indicators and
oxygen indicators. All personnel should fully understand the purpose and limitations of vapour
detection equipment, whether fixed or portable.
A permanently installed Vapour detection system must cover cargo compressor room, motor
room, hold spaces, air locks, CCR and other enclosed spaces within cargo area. Each liquefied gas
tanker should carry at least two each oxygen, percent volume hydrocarbon, LEL and toxic gas
analysers. Vessels carrying chemical gases should also have suitable detection tubes for the cargo
being carried. In addition, vessels should have personal hydrocarbon and oxygen analysers which
can be tarried in a pocket or on belt.
The following common precautions should be taken:
The maker's handbook shou ld be consulted before use or calibration.
All oxygen and hydrocarbon analysers should be checked for correct operation before each use.
Zero setting should be checked regularly and reset if necessary before the instrument is
calibrated. Pure nitrogen should be used if possible, when carrying out zero settings.
The instrument should be calibrated frequently throughout its operating range. Concentration
and_ composition of the span gas should be accurately known. Recalibration should be logged on
or near the instrument. Supplies of span gas should be replenished as necessary.
For calibration of oxygen some detectors, use clean and uncontaminated air.
Tubes or liquids for equipment using chemical absorption or reaction principles have a limited
shelf life and they should be replaced before it is exceeded.

......-:.;.;.. . . . . .. ~. .
All sample lines should be clean, unobstructed, leak tight and connected to the correct points.
During routine testing, sample gas should be introduced from different points with a view check
each sampling point in rotation .
If upper and lower sample points are provided, the correct one should be used for the relative
density of the cargo carried and care should be ta.ken to change sample points when changing
cargoes, if required. Lower level sampling heads should be in use for all cargoes except Ammonia.
Due precautions should be taken when using portable detectors while taking readings.
Portable sensing equipment should not be used in flammable atmospheres, unless it is

intrinsically safe.
Pumps, filters, flame screens and other components should be well maintained to ensure
accurate readings.
Catalytic filament elements should not be exposed to water or oil vapour.
Remote and local readouts should be checked to ensure accuracy.
Calibration of most fixed instruments depends on flow rate and fluctuations can cause
inaccuracy, flow should be kept steady and flows from each point should be balanced.
Battery voltage of portable instruments should be checked frequently to ensure accurate

readings.
Audible and vfsual alarms for fixed gas detection system should be operational at all times.
During routine inspection of the fixed system, sampling cycle should be checked for correct
operation. System should sample ;:ind analyse each sampling head at intervals not exceeding 30
minutes.
8.1
Function and proper use of gas-measuring instruments and similar equipment.
Gas measuring instruments
8.1.1
Gas measurements are the only way to get correct information about the composition of the
atmosphere in a cargo tank.

8.1.Z
Different types of gas-measuring equipment common on board tankers as:

- Portable oxygen meter
- Portable explosion meter and Tank scope (%Vol HC meters) or infra-red analysers
- Toxic gas meter (chemical absorption tubes)
- Personal Multi gas meter
i.:?~J.~~ .
1 CargoTank
2 Veritilatlon outlet: ~o~ <X?mpres5orroo!T)
Gas-dangerous space.s 3 Verit mast outlet_
A. Car9opipelines
D'' Gassaie spaCEIS and zoMs
GAS - DANGEROUS SPACES AND ZONES
8.1.3
Gas-measuring equipment for atmosphere evaluation is available on board.
8.1.4
Demonstrates use of:
- Portable oxygen meter

- Portable explosion meter and tank scope (%Vol HC meters) or infra- red analysers
- Toxic gas meter (chemical absorption tubes)
- Personal Multi gas meter
8.1.5
Every gas tanker has a fixed gas-detection system.

Chapter 9
PROPER USE OF SAFETY EQUIPMENT AND PROTECTIVE DEVICES
OBJECTIVES
At the end of this chapter, students should be able to understand about the:
breathing apparatus and tank-evacuating equipment

protective clothing and equipment
resuscitators
rescue and escape equipment
Ref. Books:

Relevant Manual for Safety equipment and protective devices
Ref. Videos:
Nil

9.0 Proper use of safety equipment and protective devices:
.1 breathing apparatus and tank-evacuating equipment

.2 protective clothing and equipment
.3 resuscitators
.4 rescue and escape equipment
Proper and correct use of personal protective equipment (PPE) and clothing is one of the basic
safety measures to be taken on the ship.
Various personal protective equipment such as boiler suits, safety shoes, hand gloves, hard hats,
ear muffs, safety harness, goggles, face masks, working vests etc. are provided on board ships.
Correct combinations of such equipment should be worn to protect from hazards when working.
The Master and Safety officer shall ensure that each crewmember wears proper protective
equipment and clothing when working.
Improper use and faulty personal protective equipment (PPE) may in itself cause a hazard.
PPE, therefore, should always be maintained in good condition and it should be checked properly
each time prior using it.
Proper training shall be undertaken for correct usage of PPE.
REFER TO "CODE OF SAFE WORKING PRACTICES" FOR THE DUTIES AND PRINCIPLES GOVERNING
THE GUIDANCE ON SAFE PRACTICES WHICH ARE REQUIRED TO BE FOLLOWED.
Safety Equipment
SOLAS and IGC regulations lay down specific requirements for standards of safety equipment.
Details about Safety Equipment regulations are contained in chapter 14 of the International Gas
Carrier Code relevant to liquefied gas tankers.
9.1
Breathing apparatus and tank-evacuating equipment
9.1.1
Self-contained Compr~ssed Air Breathing Apparatus
9.1.2

.. .. ... . i
Spaces not normally entered (e.g. double bottoms cofferdams and pipe tunnels) are capable of
being ventilated to ensure a safe environment when entry into these spaces is necessary.
9.1.3
Use of:
- Self-contained compressed-air breathing apparatus (SCBA)
- Respiratory and eye protection equipment
- A complete set of safety equipment
- Tank Evacuating equipment.
9.2
Protective clothing and equipment
9.2.1
For the protection of personnel engaged in loading and unloading operations, there must be
suitable protective clothing on board.
9.2.2
For entering spaces which may not have safe atmosphere for supporting life, there must be
adequate numbers of complete sets of safety equipment on board besides that required by
SOLAS for firefighting.
9.2.3
All equipment for personnel protection must be kept in clearly marked lockers.
9.2.4
All personnel should wear appropriate protective clothing when involved in cargo operations.
9.2.5
Some specified cargo, there must be respiratory and eye protection equipment for every person
on board, for purposes of emergency escape.
9.2.6
The use of protective clothing

9.2.7
For some specified cargoes decontamination showers and eyewash must be available in certain
locations on deck.
9.2.8
Stretchers and medical first-aid equipment must be provided on board.
9.3
Resuscitators
9.3.1
Lists the circumstances under which a resuscitator should be used eg. casualty which is
unconscious or gasping for breath or breathing with difficulty.
<: ~-, ,
9.3.2
The use of a oxygen resuscitator
9.3.3
A manual resuscitator should not be used in toxic or reduced 02 atmosphere.
9.4
Rescue and escape equipment
9.4.1
Arrangements for hoisting an injured person with a rescue line must be made and kept in
readiness when persons are working in congested/ enclosed spaces.
9.4.2
Timely evacuation and resuscitation may save lives.
Experience has shown that the rescue of persons from within an enclosed space can be extremely
hazardous and especially in cases of oxygen deficiency. These risks are heightened where access
to a compartment can only be achieved with difficulty. In such circumstances, it is vital that
rescuers always pay strict attention to the correct procedures and the use of proper equipment
Verl.O I July2014 Page 4 ofS Singapore Maritime Academy

. ...:===:<: . : : .~
and do not rush into ill-considered action. Many fatalities have resulted from failure to comply
with these basic rules. For training purposes, full-scale exercises in non-hazardous atmospheres
have been found extremely beneficial. Exercises involving weighted dummies, with rescuers
wearing protective equipment and breathing apparatus, are essential if rescue teams are to be
properly prepared for a real emergency. Class room drills may be conducted with such
simulations. They can perform resuscitation on dummies. It is important to understand that very
less time is available if the person stops breathing, the brain cells starts degenerating. If
resuscitation is not done timely, the victim even if revived will be living as a vegetable for the rest
of his life.
9.4.3
Proper use of tripods and tank evacuation equipment to rescue a person from enclosed spaces.
Verl.O I July2014 Page 5 ofS Singapore Maritime Academy

Chapter 10
SAFE WORKING PRACTICES AND PROCEDURES
OBJECTIVES
precautions to be taken when entering enclosed spaces

precautions to be taken before and during repair and maintenance work
safety measures for hot and cold work
electrical safety
ship/shore safety checklist
Ref. Books:

Ref. Videos:
Ship Shore Safety Interface
Verl .0 I July2014 Pagel of 8 Singapore Maritime Academy

10.0 Safe working practices and procedures
Safe working practices and procedures in accordance with legislation and industry guidelines
and personal shipboard safety relevant to liquefied gas tankers:
.1 precautions to be taken when entering enclosed spaces

.2 precautions to be taken before_and during repair and maintenance work
.3 safety measures for hot and cold work
.4 electrical safety
.5 ship/shore safety checklist
The purpose of this lecture is to provide those serving on ships carrying liquefied gases in bulk
with information on recognised good practice. It is recommended to state here the use of The
Tanker Safety Guide (Liquefied Gases). It provides the best general guidance currently
available on safe procedures.
For the purpose of promoting consistent and uniform safe working practices it is
recommended that a copy of this Guide be kept- and used- on board all liquefied gas tankers.
The Guide deals primarily with operational matters and good safety practices.
It should be borne in mind that in all cases the advice given in this Guide is subject to any local
or national regulations that may be applicable. In addition, terminal operators have their own
safety procedures which could affect the cargo handling operations and procedures to be
adopted in emergencies. It is necessary for all personnel working on board gas tankers to be
aware of, and to comply with, these regulations and procedures. They will be highlighted by
the use of the Ship/Shore Safety Checklist.
10.1
Precautions to be taken when entering enclosed spaces
10.1.1
"Enclosed spaces" is defined as a space which has any of the following characteristics:
- Limited openings for entry and exit

- Inadequate ventilation.
- Is not designed for continuous worker occupancy
10.1.2
Enclosed spaces includes, but is not limited to, cargo spaces, double bottoms, fuel tanks,
ballast tanks, cargo compressor rooms, cofferdams, chain lockers, void spaces, duct keels,
inter-barrier spaces, boilers, engine crankcases, engine scavenge air receivers, sewage tanks,
and adjacent connected spaces. This list is not exhaustive and a list should be produced on a
ship-by-ship basis to identify enclosed spaces.

10.1.3
No person should open or enter an enclosed space unless authorized by the master or the
nominated responsihle person and unless the appropriate safety procedures laid down for
the particular ship including permit to work have been followed.
10.1.4
Only a tank or space declared gas-free can be entered by personnel without breathing
apparatus and protective clothing.
10.1.5
A gas-free tank or space may not be considered to remain gas-free unless regular
measurements of the atmosphere prove so.
FOLLOW SAFE WORKING PRACTICES AND PROCEDURES IN ACCORDANCE WITH

LEGISLATION AND INDUSTRY GUIDELINES AND PERSONAL SHIPBOARD SAFETY RELEVANT TO
LIQUEFIED GAS TANKERS.
10.1.6
Requirements for cargo tank entry as:
Tank atmosphere must be checked and following confirmed:
- Oxygen content must be 21% by volume

- Hydrocarbon content must be less than 1% LFL
- Toxic gas concentration must be less than 50% of its OEL
- Tank to remain open to atmosphere with ventilation running at all times to ensure
continuous ventilation.
- Rescue and resuscitation equipment easily available and ready for use.
- Means of communication agreed and tested.
- All persons entering a potentially dangerous space should wear a personal multi gas
detection meter capable of detecting oxygen deficiency, toxic gases and flammable
atmospheres
- Communications set up between Bridge and deck or between Duty Officer and Enclosed
Space entry team.
- Duty officer to be kept informed that tank entry is in progress
-All requirements as required by enclosed space permit are complied with
-Authorizing Officer has verified and signed the entry permit
10.2
Precautions to be taken before and during repair and maintenance work
10.2.1
Verl.O/ July2014 Page 3 of 8 Singapore Maritime Academy

The use of appropriate PPE is mandatory to protect the crew against the various hazards.
10.i.2
Monitoring and evaluation of spaces adjacent to cargo tanks for vapour content must be
carried out at regular intervals.
10.2.3
In case of a doubt on the integrity of a cargo tank, the adjac_e nt spaces also to be monitored
and logged for toxic gases/cargo vapours.
10.2.4
If gas concentrations are observed, repairs and maintenance work must be stopped when
working in the concerned area. Additionally, the cause of the presence of gas concentration
must be investigated into and the same eliminated. other adjoining spaces must be checked
for similar defects.
Repairs and maintenance work must be stopped when working in the concerned area.
Additionally, the cause of the presence of gas concentration must be investigated into and
the same and eliminated. Other adjoining spaces must be checked for similar defects.
10.3
Safety measures for hot and cold work
10.3.1
Hot work outside the main machinery spaces (and in the main machinery spaces when
associated with fuel tanks and fuel pipelines) must take into account the possible presence of
flammable vapours in the atmosphere, and the existence of potential ignition sources.
Hot work means any work requiring the use of electric arc or gas welding equipment, cutting
burner equipment or other forms of naked flame, as well as spark generating tools. It covers
all such work, regardless of where it is carried out aboard a ship, including open decks,
m_achinery rooms and the engine room.
Repair work outside the engine room which necessitates hot work should only be undertaken
when it is essential for the safety or immediate operation of the ship, and no alternative repair
procedure is possible.
Hot work outside the engine room (and in the engine room when associated with fuel,
lubrication or cargo systems) must be prohibited until the requirements of national legislation
and other applicable regulations have been met, safety considerations taken into account,

and a hot work permit has been issued. This may involve the master, owners' superintendent,
shore contractor, terminal representative and port authority as appropriate.
Hot work in port at a gas terminal is normally prohibited. If such work becomes essential for
safety or urgent operational needs, then port regulations must be complied with. Full liaison
must be arranged with port and terminal authorities before any work is started and must take
into account the possible presence of flammable vapours in the atmosphere, and the .
existence of potential ignition sources.
10.3.2
Hot work should only be carried out outside the main machinery spaces if no other viable
means of repair exists.
10.3.3
Any hot work outside the designated hot work area in machinery room should be under SMS
and Permit control.
This would thus also include ALL work in engine room outside designated hot work area.
Hot work outside the main machinery spaces should only be permitted in accordance with
prevailing national or international regulations and/or port/terminal requirements and
should be subject to the restrictions of a shipboard hot work permit procedure of company's
SMS (safety management system)
10.3.4
Hot work in dangerous and hazardous areas should be prohibited during cargo, ballast, tank
cleaning, gas freeing, purging or inerting operations.
No hot work must be undertaken inside a compartment until it has been cleaned and
ventilated, and tests of the atmosphere in the compartment indicate 21% oxygen content by
volume, not more than 1% LFL and it is free from toxic gases. It is important to continue
ventilation during hot work. No hot work should be undertaken on the open deck unless the
area is free from flammable vapour and all compartments, including deck tanks, within a
radius of at least 30 metres around the working area have been washed and freed of
flammable vapour and/or inerted.
All sludge, cargo-impregnated scale, sediment or other material likely to give off flammable
or toxic vapour, especially when heated, should be removed from an area of at feast 10
metres around all hot work. Alf combustible material such as insulation should either be
removed or protected from heat.
Adjacent compartments should either be cleaned and gas freed to hot work standard, freed
of cargo vapour to not more than 1% by volume and kept inerted, or completely filled with
water. No hot work should be undertaken in a compartment beneath a deck tank in use. Care

should be taken to ensure that no release of flammable vapour or liquid can occur from non-
adjacent compartments that are not gas-free.
No hot work should be carried out on bulkheads of bunker tanks in use. An adjacent fuel oil
bunker tank may be considered safe if tests using a combustible gas indicator give a reading
of not more than 1% LFL in the ullage space of the bunker tank, and no heat transfer through
the bulkhead of the bunker tank will be caused by the hot work.
All pipelines interconnecting with cargo spaces should be flushed, drained, vented and
isolated from the compartment or deck area where hot work will take place.
Hot work on pipelines and valves should only be permitted when the item needing repair has
been detached from the system by cold work, and the remaining system blanked off. The item
to be worked on should be cleaned and gas freed to a safe-for-hot work standard, regardless
of whether or not it is removed from the hazardous cargo area.
Emphasize that all other operations utilising the cargo or ballast system should be stopped
before hot work is undertaken, and throughout the duration of the hot work. If hot work is
interrupted to permit pumping of ballast or other operations using the cargo system, hot work
should not be resumed until all precautions have been re-checked, and a new hot work permit
has been issued.
The Tanker Safety Guide (Liquefied Gases) gives detailed information regarding precautions
and control actions to be taken prior carrying out hot work.
10.3.5
Checks by Officer Responsible for Safety
- Oxygen is ~1% by volume

- Tests with a combustible gas indicator show not more than 1% LFL.
- Adequate firefighting equipment must be laid out and be ready for immediate use.
- Adequate firefighting equipment must be laid out and be ready for immediate use.
- Fire-watch procedures must be established for the area of hot work, and in adjacent, non-
inerted spaces where the transfer of heat, or accidental damage, may create a hazard e.g .
.damage to hydraulic lines, electrical cables, thermal oil lines etc. Monitoring should be
continued for sufficient time after completion of hot work.
- Effective means of containing and extinguishing welding sparks and molten slag must be
established.
- The work area must be adequately and continuously ventilated. The frequency of
atmosphere monitoring must be established. Atmospheres should be re-tested after each
break during work periods, and at regular intervals. checks should be made to ensure there
is no ingress of flammable vapours or_ liquids, toxic gases or inert gas from adjacent or
connected spaces.
Verl.0 I July2014 Page6of8 Singapore Maritime Academy

. .:=:>. ... . : ....
I
l
10.3.6
Cold work permits are used in hazardous maintenance work that does not involve "hot work".
Cold work permits are issued when ther~ is no
reasonable source of ignition, and when all
contact with harmful substances has been eliminated or appropriate precautions taken.
10.4
Electrical safety
10.4.1
All electrical equipment employed should be carefully inspected before each occasion of use
to ensure it is in good condition. Where required it must be correctly earthed.
10.4.2 .
Precautions when using electric-arc equipment as:
- That electrical supply connections are made in a gas free space;

- The cable route to the worksite is the safest possible, only passing over gas free or inerted
spaces
- The earthing connection is adjacent to the work site with the earth return cable led directly
back to the welding machine
10.5
Ship/ shore safety checklist
10.5.1
Ship/shore safety checklist concerns the ship, the terminal and all personnel. It is to be
completed jointly by the responsible officer and the terminal representative.
10.5.2
All items need to be verified physically before it is ticked.
10.5.3
Discuss the ship shore safety checklists.
10.5.4
Discuss the importance of repetitive checks.

10.5.5
Completed checklist is of no value if regarded as a paper exercise and should be physically

used prior and during transfer of Cargo.
Refer to 'Ship- Shore Safety Checklist'.

.. ..:: . . .' ~. .
(COMPETENCE 3: Apply occupational health and safety measures}
Chapter 11
FIRST AID WITH REFERENCE TO MSDS
OBJECTIVES
At the end of this chapter, students should be able to understand about the :
proper use of first aid with reference to MSDS.
Ref. Books:
Liquefied Gas Handling Princi ples on Ships and in Terminals - SIGTTO,

MSDS for Liquefied Gas Cargo
Ref. Videos:
Nil

11.0 First aid with reference to a Material Safety Data Sheet (MSDS)
The First Aid Measures section on a Material Safety Data Sheet (MSDS) provides
recommendations that describe measures that trained first aid providers can take at the
scene of a chemical gas exposure, to minimize injury and disability, before obtaining medical
assistance.
11.1
'Health data' from MSDS
11.2
Health hazard criteria from the IMDG Code Supplement (MFAG)
11.3
First aid medical aspects from a Material Safety Data Sheet for sample products gases.
11.4
Identify medical first-aid equipment provided onboard including oxygen resuscitation

equipment and antidotes for products carried

I . .. ,... ~:::-. ..
= -
(COMPETENCE 4: Carry out firefighting operations)
Chapter 12
FIREFIGHTING OPERATIONS
OBJECTIVES
tanker fire organization and action to be taken

special hazards associated with cargo handling and transportation of liquefied gases in bulk
firefighting agents used to extinguish gas fires
fixed firefighting foam system operations
portable firefighting foam operations
fixed dry chemical system operations
basic knowledge of spill containment in relation to firefighting operations
Ref. Books:
Liquefied Gas Ha11dling Principles on Ships and in Terminals-SIGTTO,

Ref. Videos:
Firefighting on board Liquefied Gas Carriers
. Verl.O I July2014 Page 1of11 Singapore Maritime Academy

12. Firefighting operations
.1 tanker fire organization and action to be taken

.2 special hazards associated with cargo handling and transportation of liquefied gases in bulk
.3 firefighting agents used to extinguish gas fires
.4 fixed firefighting foam system operations
.5 portable firefighting foam operations
.6 fixed dry chemical system operations
.7 basic knowledge of spill containment in relation to firefighting operations
The requirements for firefighting equipment are laid down by national and international
regulations and are not covered in this guide. General firefighting theory is included in the
Int ernational Safety Guide for Oil Tankers and Terminals (ISGOTT) and ICS Tanker Safety Guide
(Liquefied Gas).
Company regulations will be tailored to individual ships, and will cover organisation and
training of personnel and maintenance of firefighting equipment. Firefighting cannot be
successful unless all equipment is operational and all personnel are well trained in the use of
the equipment and in emergency procedures.
12.1
Tanker fire orga.nization and action to be taken
12.1.1
Planning and implementation of fire emergency procedure requires an emergency

organization.
12.1.2
Training and drills especially for firefighting, prepare the fire response organization to become
familiar with their duties and equipment and to respond to emergencies in a timely and correct
manner.
12.1.3
Find, Info rm, Restrict and Extinguish technique is a good maxim when attending to a Fire
emergency.
12.1.4
Master must ensure that the Duty Officer is authorized to stop cargo in the event of an
emergency or if in the opinion of the Duty Officer such stoppage is necessary to prevent an
emergency situation.
Verl.O I July2014 Page Z of 11 Singapore Maritime Academy

12.1.5
The duty officer must inform the Cargo Officer and I or the Master in any event of an
emergency situation at the earliest opportunity.
12.1.6
The emergency actions to be taken by the Duty Officer after informing the Master:
- Stop Cargo work, bunkering, tank cleaning or ballasting operations immediately

- Muster ship's crew - Disconnect hoses if alongside the terminal or a ship.
- Inform the terminal/ship if alongside the terminal/ship.
- If at t~e terminal, external help may be summoned.
- Cast off any boats, which are alongside
- If at anchor, alert port authorities
- If at sea, maneuver the vessel in such a way that the spread of fire can be restricted and it can
then be tackled from the windward side.
- Cool adjacent compartments especially if they carry flammable cargo.
- Select the suitable firefighting equipment to be used
12.2
Special hazards associated with cargo handling and transportation of liquefied gas in bulk.
12.2.1
Need to be alert to the fact that toxic fumes may enter the accommodation and an evacuation
of non-essential crew and visitors may become necessary.
In case of release of toxic vapours, if the cargo vapour is heavier than air it may accumulate on
deck and enter accommodation spaces. The safety precautions should therefore be observed.
Regulations require that superstructures are designed with certain portholes fixed shut and
openings positioned to minimise the possibility of vapour entry. These design features should
not be modified in any way.
All doors, portholes and other openings to gas-safe spaces should be kept closed during cargo
operations. Doors should be clearly marked if they have to be kept permanently closed in port,
but in no circumstances should they be locked.
Mechanical ventilation and air conditioning units should be stopped if there is any possibility of
vapour being drawn into the accommodation.
There is need to be alert to the fact that toxic fumes may enter the accommodation and an
evacuation of non-essential crew and visitors may become necessary.

12.2.2
Most Flammable Vapours are heavier than air and may travel long distances to a point of
ignition and flash back.
12.2.3
Personnel in gas dangerous spaces involving toxic vapours must be immediately vacated from
the downwind areas.
12.2.4
"Jet fire" should be allowed to burn till fuel is exhausted or cut off. Flames emanating from such
fire could be bent by as much as 900 using water spray. Adjoining area should be cooled.
12.2.5
On any vessel, especially Liquefied Gas tankers, emergencies may have catastrophic
consequences, unless proper action is taken. Actions therefore must be prompt, timely and
adequate.
12.2.6
It is very essential for the ship's staff to know and understand the various properties of the
cargo. The MSDS sheets are the best guides for understanding the cargo properties:
The MSDS has independent sections which describe any fire hazards and other special hazards
associated with the cargo carried. The information can be used to select the appropriate type
of fire extinguishers and to plan the best response to a fire. Much of the information is
intended for emergency response personnel. If the Cargo is a potential fire hazard, special
handling precautions are stated.
The information in Fire and explosion section, combined with information from the Handling
and Storage and the Stability and Reactivity Data sections, can be extremely useful.
General instructions for responding to an accidental release or cleaning up a spill are provided
in the relevant sections.
12.2.7
Fire hazards associated with Liquefied gases including petrochemical gases as:
- Some cargoes give out oxygen when on fire, thereby supporting the fire.
- Chemical gases miscible in fire will render normal foam useless. For such chemicals alcohol
resistant or dual-purpose foam shall be used.
- Some liquefied gases evolve large volumes of toxic vapours when heated Some gases have a
low auto-ignition temperature. There is a high risk of re-ignition in such cases
Verl.O / July2014 Page 4of 11 Singapore Maritime Academy

.;:::-. . . . . -~ ~- .:. .. ..:-: ... :
12.3
Firefighting agents used to extinguish gas fires
12.3.1
Firefighting agents used on liquefied gas tankers as:
- Applicator foam for fighting oil bunker fires

- Dry chemical powder for fighting liquefied gas jet or liquefied pool fires
12.3;2
For cooling, fire prevention, and crew protection - water spray system is fitted which is unique
to liquefied gas tanker.
12.3.3
Dry Chemical Powder is used for fighting liquefied gas fire and nitrogen snuffers are used for
vent riser fire.
12.4
Fixed firefighting foam system operations
It is not beneficial to use low expansion foam or water for liquefied gas fires because their
application increases the rate of vaporization.
Foam, will not extinguish a liquefied gas fire and, requires to be applied to a substantial depth.
For liquefied gases, therefore, foam is only appropriate for use in bunded areas and for this
reason is only found at terminals and is not provided on liquefied gas tankers.
However where the vessel has the capability of carrying cargoes also covered by the IBC code
then the Flag administration may permit the installation of fixed foam system.
12.4.1
In general foam installations are not provided on liquefied gas tankers for liquefied gas
firefighting. However when the vessel has the capability of carrying cargoes also covered by the
IBC code then the flag admin_istration may require a foam installation.
12.4.2
For liquefied gases foam is only appropriate for use in bonded areas and for this reason is only
found at terminals and is not provided on liquefied gas tankers.

12.5
Portable firefighting foam operations
12.5.1
Portable firefighting equipment are Fire extinguishers and applicator foam system
12.5.2
Applicator foam systems and portable foam fire extinguishers
Medium expansion foam is used for Applicator foam. It has an expansion ratio from about 15:1
up to 150:1. It is made from the same concentrates as high expansion foam, but its aeration
does not require a fan. Portable applicators can be used to deliver considerable quantities of
foam on to spill fires, but their throw is limited and the foam is liable to be dispersed in
moderate winds. Foam applicators are a supplement to the foam monitors .Sheltered areas not
reachable by the foam monitors can be covered by a foam applicator. This gives increased
flexibility.
Different applicators are available, covering varying needs for proportioning ratio, Typically., an
applicator needs to be supplied with a fire hose and a foam concentrate container and is stored
in a foam station.
12.6
Fixed dry chemical system operations
12.6.1
Portable extinguishers and Fixed dry chemical system operations
Dry chemical powder is discharged from an extinguisher or a fixed installation as a free flowing
cloud. It is most effective in dealing initially with a fire resulting from an oil or chemical spill on
a jetty or on the deck of a tanker but can also be used in confined spaces. It is especially useful
on burning liquids escaping from leaking pipelines and joints. It is a non-conductor and
therefore suitable for dealing with electrical fires but could damage sensitive electronic
equipment. It must be directed into the flames. Dry chemical powder has a negligible cooling
effect and affords no protection against re-ignition, arising, for example, from the presence of
hot metal surfaces.
Certain types of dry chemical powder can cause a breakdown of a foam blanket and only those
labelled 'foam compatible' should be used in conjunction with foam. Dry chemical powder clogs
and becomes useless if it is allowed to become damp when stored or when extinguishers are
being filled.

12.6.2
The regulations governing fixec! DCP installations
- Describes Monitors and Hand held hose length requirements
- States the System Capacity requirements of DCP should be of sufficient quantity and stored in
each container to provide a minimum 45 seconds discharge time for all monitors and hand hose
lines attached to each powder unit
12.6.3
Layout of fixed DCP installation
The following information is provided as general guidance and instruction regarding

requirements for fixed dry chemical fire extinguishing systems. However, reference should
always be made to the Rules applicable to the specific vessel concerned for the complete set of
requirements.
Dry Powder Units
Vessels with a cargo capacity of 1,000 m3 (35,315 ft3) or more require a dry chemical fire
extinguishing system. This system must consist of at least two (2) independents and self-
contained, dry chemical powder units, which include the associated controls, pressurizing
medium fixed piping, monitors and /or hand hose lines. For vessels with a cargo capacity of less
than 1,000 m3 (35,315 ft3), only one (1) unit is necessary.
This system must be activated by an inert gas such as nitrogen, used exclusively for this purpose
and stored in pressure vessels adjacent to the powder containers.
All pressure vessels associated with the powder units would be required to comply with
pressure vessel regulations.
Controls
If monitors are installed, they must be capable of actuation and discharge both locally and
remotely. The monitor does not have to be aimed remotely, provided it can deliver the
necessary powder (from a single position) to all necessary areas of coverage.
The dry powder is non-toxic and stable at both low and high temperatures. However, it should
be kept tightly closed and stored in a dry location in order to prevent absorption of moisture.
The initial action on discovering the fire
- Isolates the source of leak

-Activates the alarm
- Informs the control station of the incident

Takes appropriate (immediate) measures that permit the containment of the fire as an initial
action
A fire on a ship is one of the most dangerous incidents which can happen on board. If the fire
is detected in good time, the crew can prevent larger damage by taking immediate measures
- such as fighting the fire by use of a fire hose I monitor using proper protective clothing.
The immediate action should be to:
- Raise alarm that draws the attention of the crew at the earliest using one or all of the
following methods:
. Voice (shouting alarm cond~tion of 'Fire' on immediately sighting the fire)
. Call Bell or manual call point (engages the device for actuating vessels Fire alarm or
General Alarm)
. Telephone or other internal communication devices to contact the control centre
- Isolate the source of leak, stop loading/ discharging, shut all manifold valves, activate the
ESD. .
- Ventilation should be cut-off at the first instance possible in areas where applicable. This
could be by means of shut-down activation devices or controlled flap (mechanical)
- Power isolation is considered for immediate action in such instances.
Firefighting procedure using fixed DCP system as regards
- Approaches the fire with proper equipment and fire suit and Personal Protective equipment
- Activates the release of the DCP in the fixed DCP system following the correct sequence
of operation of valves and levers
- Approaches the fire with a charged hose
- Extinguishes the fire by applying the proper firefighting technique such as sweeping
action to the base or seat of the fire
Donning and doffing of PPE (Personal Protective Equipment), such as helmet with shield, hood,
boots, protective coat and trousers, self-contained breathing apparatus (SCBA), and personal
alert safety system (PASS}.
A full PPE for firefighting consists of the following items:
. Helmet - to protect the head from impact, scalding water, and products of combustion
. Heat Resistant Protective hood-to protect face, ears, and neck from heat and flame
. Heat Resistant Protective coat and pants - to protect the firefighter against cut,
abrasions, and burns. Also provides protection from the heat or cold, and from some
corrosive liquids
. Gloves-to protect the hands from cut, abrasions, and burns
. Boots/Footwear-to protect feet from burn inJuries and puncture wounds
. Eye Protection - to protect eyes from hazards encountered during firefighting operations
. Self- contained breathing apparatus (SCBA) -to protect from airborne contaminants, and

Module: Basic Tanker Training - Gas Tankers
I
I
Chapter 12
heat, smoke, and other toxic products of combustion. It also provides some eye protection by
means of the SCBA mask.
The procedure for fighting these fires is:
. Attack fire with a maximum rate of application of dry powder. Use monitor in a sweeping
motion over the entire area of the fire, but direct pressure of powder jets on to the surface
of the liquid should be avoided. Do not agitate the surface of any pool of liquefied gas .
. A first-aid shot with only one hose or monitor may be warranted with small fires, but
~ontinuous individual efforts can never be as successful as a simultaneous attack with as
many applicators as possible being brought to bear.
. Operators must be adequately protected and positioned to obtain down wind line-of-sight
application, with the powder jet slightly depressed below the horizontal. Powder jets
should be swept rapidly back and forth over the entire fire area. The direct impact of
powder jets on pool surfaces or leaks should be avoided. Where possible, powder should
be aimed at vertical surfaces immediately behind the seat of the fire. Firefighters should
be aware that heat propagation is as per the square root of the distance from the source
of heat.
. The initial recoil and subsequent force exerted by discharge means that in order to avoid
the wastage of dry powder, a second person may be needed to help the operator
maintain control of the gun .
. Remain on guard against possible re-ignition. Dry chemicals attack the flame by the
absorption of free radicals in the combustion process. The trainees should also be made
aware that there is no cooling effect from the use of dry powder, and that re-ignition after
a fire has been extinguished is a distinct possibility.
12.6.4
The operational principle of extinguishing LPG/LNG fire

- using DCP as an extinguishing medium
- advantages of DCP as an extinguishing medium
12.6.5
Different types of DCP as:
- BC-Sodium bicarbonate or Potassium bicarbonate
- ABC-Mono-ammonium phosphate
- Monnex Powder- potassium bicarbonate urea
- M28 and L2 Powder-sodium, Magnesium and aluminum

12.6.6
The components and pipeline system of the fixed DCP installation includes the following:
- Main DCP cylir:ider or container

- Propellant gas cylinder ( Nitrogen )
- Pilot cylinder {Nitrogen I C02}
- Release levers in the release cabinet
- Pilot stations
- Remote operated valve
- Piping arrangement
- Flexible hose with snap shut handling valve
- Pressure gauges in the system for monitoring
12.6.7
The proper Firefighting procedure using fixed DCP system as follows:
- Don fire suit and Personal Protective gear and bring appropriate equipment
- Activate the release of the DCP in the fixed DCP system following the correct sequence of
operation
- Approache the fire with a charged DCP hose
- Extinguishe the fire by applying the proper firefighting technique such as sweeping actiohto
the overall area of the fire.
12.7
Basic knowledge of spill containment in relation to firefighting operations
Significant pool fires are not likely on liquefied gas tankers decks because the amount of liquid
which can be spilled and contained is limited. The arrangement of the tanker's deck, with its
camber and open scuppers will allow liquid spillage to flow quickly and freely away over the
tanker's side. In case of cargo leakage, open scuppers on liquefied gas tankers are an important
feature to allow cold liquids to escape quickly to reduce risk of metal embrittlement and the
possibility of small pool fires on a tanker's deck.
12.7.1
Spill containment in relation to firefighting operations of a liquefied gas tanker.
- Prompt initiation of the ESD (Emergency Shut Down) will do much to limit the amount of
liquid spilled
- Restrict sources of ignition that could ignite the vapour
- Direct DCP jets on the spilled pool must be avoided as this will prevent smothering of the fire
and will allow the liquid and its vapours to spread.

.: ' .. ... ...
:-~... .. . . -: . ..
Module: Basic Tanker Tra ining - Gas Tankers Chapter 12
It is better to allow a liquid pool fire to burn under controlled conditions. Fire should not be
extinguished unless flow of gas can be immediately stopped. Stop leak if it can be done without
risk. If a leak or spill has not ignited, use water spray to disperse the vapours and to protect
personnel attempting to stop a leak. Prevent from fire or dilution from entering streams,
sewers, or drinking water supply. Use water to cool equipment, surfaces and containers
exposed to fire and excessive heat. For large fire the use of water curtains or monitor nozzles
may be advantageous to further minimize personnel exposure. Direct DCP jets on the spilled
pool must be avoided as this will destroy the curtain and prevent smothering of the fire. Also it
will allow the liquid and its vapours to spread.

I .
I.
(COMPETENCE 5: Respond to emergencies)
Chapter 13
EMERGENCY PROCEDURES INCLUDING EMERGENCY SHUTDOWN
OBJECTIVES
Emergency organization
Alarms
Emergency procedures
e ESD
Ref. Books:

Ref. Videos:
Firefighting on board Liquefied Gas Carriers
Verl.O / July2014 Page 1 of S Singapore Maritime Academy

13.0 Emergency procedures including emergency shutdown
1. Emergency organization
2. Alarms
3. Emergency procedures
4.ESD
An emergency shutdown procedure should be agreed between ship and shore, formally
recorded and signed by both the ships and terminal representative.
The agreement should designate in which cases the operations have to be stopped
immediately.
Due regard should be given to the possible introduction of dangers associated with the
emergency shutdown procedure.
13.1
Emergency organization
13.1.1
On most ships the basic structure of the emergency organization consists of four elements:
- Command centre
- Emergency party
- Back-up emergency party
- Technical party
13.1.2
All personnel on board should know their place in the emergency organization and their duty
in case the emergency procedure is being initiated.
13.1.3
The need to identify a senior officer as being in control during the emergency, with another
senior officer identified as his deputy.
13.1.4
The general composition and the task of the command centre
13.1.5
The general composition and the task of the emergency party

13.1.6
The general composition and the task of the back-up emergency party
13.1.7
The general composition and the task of the engineers group
13.1.8
All personnel on board should know their place in the emergency organization and their duty
in case an emergency procedure is being initiated.
13.2
Alarms
13.2.1
Fire alarm signals or general alarm signals are given in case of:
- Fire
- Collision
- Grounding
- Hose burst
- Major spillage of cargo liquid or escape of vapour
- Other emergency situations which call for emergency actions
13.2.2
All crew members should be famHiar with the emergency plan and act according to the plan
when the alarm is raised.
13.2.3
Any person who discovers an emergency should raise the alarm and pass on information as
quickly as possible.
13.3
Emergency procedures
If an incident occurs during cargo operations the duty officer's first action must be to stop
cargo handling operations using the 'Emergency shutdown system (ESDS}
. When loading, ships are expected to activate the shore ESD system before activating the
ship's ESDS

Module: Basic Tanker Training - Gas Tankers . Chapter 13
. Where ship and shore ESD sy~tems are linked, activation of ESD from one end will also
activate the ESD at other end .
. Where a Quick Connect Disconnect Coupling (QCDC) is included in the hard-arms, activation
of shore ESD 2 will initiate the release process for hard-arms .
. When there is any possibility of liquid going overboard emergency procedures
should be complied with.
Ship-specific emergency checklists should be referred to avoid missing out on critical actions
during any emergency.
13.3.1
The ship's muster list and emergency instructions specify action to be taken by all crew
members and officers in case of an emergency.
13.3.2
The vessel's safety plan and fire control plan specify details and location of all equipment for
emergency use.
-'
13.3.3
All personnel should know the location of emergency equipment and be familiar with its use.
13.3.4
It is essential that personnel are property trained for emergency operations.
13.3.5
All equipment which may be used in an emergency must be maintained in good order and be
ready for use at all times.
13.4
Emergency Shut Down (ESD)
3.4.1
Emergency Shut Down (ESD) system is a requirement of the IGC Code for the carriage of
liquefied gases in bulk and may have a linked ship-shored ESD system.
13.4.2
All crew members of the ship must be aware of locations and the methods of activating the
Emergency Shut Down System specific to their vessel.

..::."-'. .... . :
13.4.3
ESD on a typical gas tanker will be initiated by one of the following:
- Manual activation by personnel using the ESD pushbuttons

- Blackout of the ship
- Shore activation of their ESD system if linked system is being used
- Fusible links around each tank domes, manifold and compressor house in case of fire
- Cargo tank Very High level alarm
- Low tank pressure
- Hold/cargo tank differential pressure
- Low cargo valves hydraulic pressure
- Low control air pressure
13.4.4
The initiation of ESD will generally lead to the following:
- All ESD manifold loading valves will close

- The gas compressors will trip
- The main discharge and spray pumps will trip
-All shore pumps will trip if ESD system is inter linked
- In case of LNG ships the Master gas valve to engine room will close
- Inert gas generator will trip
13.4.5
Whi le loading if system is not inter linked there will be danger of pressure surge if ESD is
operated.

{COMPETENCE 6: Take precautions to Prevent pollution of the environment from the release
of liquefied gases)
Chapter 14
EFFECTS OF POLLUTION ON HUMAN AND MARINE LIFE
OBJECTIVES
Effect of pollution on human and marine life
Ref. Books:
Liquefied Gas Handling Principles on Ships and in Terminals- SIGTIO,

Ref. Videos:
Marine Pollution

14. Effects of pollution on human and marine life.
Pollution is a major problem that is affecting the ocean and the rest of the environment. Pollution
in the ocean directly affects ocean organisms and indirectly affects human health and resources.
Release of toxic gases and wastes, dumping of other harmful materials are all major sources of
pollution in our environment.
Pollutants found in the ocean may cause seafood t o be dangerous to human health. The effect
on humans from contaminated seafood may include birth defects and nervous system damage.
Other waste has been known to cause viral and bacterial diseases. This type of pollution can be
stopped by watching what pollution we are letting into the environment.
Air Pollution
Air pollution consists of solid particles and gases. Many pollutants are carcinogens.
People who breathe in these poisons are at a higher risk for asthma and reproductive-system
damage. According the U.S. Environmental Protect ion Agency, birth defects can also be caused
by air pollution. A 1995 study found a link between air pollution and increased deaths from
cardiovascular and respiratory problems.
Humans are not the only living creatures affected by toxic air pollutants. Some toxins, settle onto
plants and into water sources that are then consumed by animals. The health effects of these
poisons are then magnified up the food chain. Animals that are at the top of the food chain end
up with the largest concentrations of toxins, in thei r bodies.
14.1
Pollution is defined as as inconvenience or damage caused by human activities, to humans,

animals, plants and to our environment as a whole, by introducing pollutants into the air, into
the water or onto the land.
14.1.1
These pollutants causes harm to living resources, hazards to human health and damage to
amenities and other uses of the environment.
Verl.O I July2014 Page 2 of Z Singapore Maritime Academy

.. ::-
(COMPETENCE 6: Take precautions to Prevent pollution of the environment from the

release of liquefied ga~es)
Chap~er 15
SHIPBOARD PROCEDURES TO PREVENT POLLUTION
OBJECTIVES
Shipboard procedures to prevent pollution
Ref. Books:
Liquefied Gas Handling Principles on Ships and in Terminals -SIGTIO,

Ref. Videos:
Marine Pollution

15. Shipboard procedures to prevent pollution.
SHIPBOARD PROCEDURES TO PREVENT POLLUTION
It is the responsibility of the master or those in charge of transfer operations involving cargo
or bu.nkers to know the applicable pollution prevention regulations and to ensure that they
are not violated. Exercises should be held to train personnel in accordance with the
Shipboard Marine Pollution Emergency Response Plan and recorded.
There is a danger of violating regulations if ballast taken in different waters is discharged in

another port. If ballast has to be taken it may be necessary to exchange it in deep waters
during the passage. Some terminals have specific requirements in this respect, and the
master should ensure that they are observed.
15.1
All operations on board involving cargo, ballast and bunkers should be done in accordance
with the applicable pollution regulations.
15.1.1
During cargo-transfer operations, care should be taken to avoid release of cargo liquid
and/or vapours.
15.1.2
The preparation for cargo transfer includes procedures to be followed to prevent pollution
of air and of water.
15.1.3
These procedures include:
- Inspection of cargo hoses, loading arms, valves and gaskets

- Inspection of cargo system and instrumentation
- Inspection of flanges, valves, connections and tank hatches for tightness
- Closed loading and unloading cargo operations
Verl.O I July2014 Page z of 2 Singapore Maritime Academy

(COMPETENCE 6: Take precautions to Prevent pollution of the environment from the

release of liquefied gases)
Chapter 16
MEASURES TO BE TAKEN IN THE EVENT OF SPILLAGE
OBJECTIVES
At the end of this chapter, students should be able to understand about the measures to be
taken in the event of spillage, including the need to:
report relevant information to the responsible persons

assist in implementing shipboard spill-containment procedures
prevent brittle fracture
Ref. Books:

Liquefied Gas Carriers: Your Personal Safety Guide - SIGlTO
Ref. Videos:
Marine Pollution

16. Measures to be taken in the event of spillage, including the need to:
.1 repot relevant information to the responsible persons

.2 assist in implementing shipboard spill-containment procedures
.3 prevent brittle fracture
CARGO SPILLAGE (HOSE BURST OR PIPEWORK FRACTURE)
The following action should be taken immediately:
. The alarm should be raised and the terminal informed immediately .

. All cargo operations should be stopped, ESD should be activated and all valves closed .
. All accommodation access doors should be shut and all ventilation (except closed-circuit
systems) shut down .
. Smoking and naked lights should be prohibited everywhere on the ship, and electrical
switches used as little as possible .
. Appropriate firefighting equipment should be deployed and breathing apparatus sets
assembled for immediate use. The emergency squad should wear breathing apparatus and
protective clothing .
. If liquid spillage occurs, fire hoses or water sprays should be played along the deck to
disperse the liquid overboard and to maintain steel temperatures so that brittle fracture is
avoided. Water spray from hoses can also be used to deflect a gas cloud.
If the spillage is contained in a drip tray, the contents should be covered or protected to
prevent accidental contact and allowed to evaporate unless the drip tray is fitted with a drain
when the liquid should be drained off. Liquefied gases quickly reach equilibrium and visible
boiling ceases; this quiescent liquid could be mistaken for water and carelessness could be
dangerous. Water jet should never be directed onto the contents of a drip tray.
If liquefied gases spill on to the sea, large quantities of vapour will be generated by the heating
effect of the water. This vapour may create a fire or health hazard, or both. Great care should
be taken to ensure that such spillage does not occur especially when disconnecting cargo
hoses.

i . . .~:-:.. - ..
16.1
Report relevant information to the responsible person
16.2
Assist in implementing shipboard spill containment procedures
16.2.1
Personnel on watch should be present on deck at all times during cargo-transfer operations,
and should regularly carry out the inspections to prevent pollution.
16.3
Prevent brittle fracture

.: , .
I!
Chapter 17
CASE STUDIES
Source: IMO Model Course 1.04, 2014 edition

A few case studies on gas tanker accidents have been presented here. The objective is to
sensitize the students regarding the huge fallout of accidents on board a tanker, in terms of
loss of life, property and coastal amenities, and subsequent expenditure of valuable resources
in terms of economic cost of a cleanup.
Working on board a gas tanker is very serious business that requires a high degree of
professionalism. Majority of incidents that take place on tankers, can be avoided by following
the basic rules of safety and ensuring that corners are not cut. It does not pay to behave
rashly. The point of continuous training is to make the student aware of the meaning of
responsibility. When the essence of being responsible for one's actions comes from within,
rather than being forced upon, it is the first sign of a good safety culture developing on board.
Each case history is organized as follows:
. A brief incident summary including weather conditions and events leading up to the spill
. A description of the behavior of the gas including movement, evaporation and dispersion/
fire
. A description of other special interest issues such as communication problems, unusual
hazards encountered .
. Points for discussion have been enumerated
. The students should work individually to answer these question and then engage into a
discussion within a smaller group.

.:
CASE STUDY - 1
Fatal accident on board an ethylene carrier
An LPG/ ethylene tanker was being prepared for dry- docking following a discharge of
ethylene. In order to arrive at the yard with breathable air in the cargo tanks, purging and gas-
freE1ing operations were carried out. Due to technical problems there were several stops of
the vessel's oil-fired inert gas generator, and the final inerting was done by wet inert gas,
bypassing the dryer and the compr~ssor. The inert gas was partly of poor quality and observed
at times to be quite blackish. Once the inerting process was completed, ventilation of all tanks.
was started.
When the oxygen content of cargo tank no.3 was measured to 21 percent, the master and
chief officer entered the tank for a five-minute inspection, wearing ELSA sets for safety.
Around the sump of the pump suction some water from the wet inert gas was found, and to
remove this, three crew members with a portable pump entered the tank. Once the pump
was rigged, one AB remained in the tank to monitor the pumping. After about 20 minutes, he
began to feel dizzy and started to climb the ladder when he passed out. The last thing he
remembered was hooking his foot behind a ladder step to avoid falling down.
The other two crew members notified Master of the accident. The Master immediately
entered the tank without donning a breathing apparatus. Struggling to rescue the AB, the
master managed to put a rope around him before getting into trouble himself and falling to
the bottom of the tank, unconscious.
After twenty minutes, the crew members were able to rescue the AB, who regained
consciousness once brought to open air on deck. A chain block had to be rigged on deck to
hoist the master and it took forty minutes to get him out. It also took considerable time to
get
him ashore by a launch, while supporting him on the vessel's portable oxygen supply, until it
eventually ran out. The master was pronounced dead upon_ arrival ashore.

Points for Discussion
a} What would be your action in the event of you having noticed the AB unconscious in
the cargo tank?
b) Do you think that the Master's action to rescue the AB was correct? If not, describe
the correct action in your own words.
c} What all checks especially with regards to the measurement of gases need to be
made prior entering an enclosed space?
d) Do you need a tank entry permit prior entering an enclosed space? If yes, who issues
such a permit?
e} Make general comments on the safety issues directly contributing to the accident.
:... <,
f) What gas freeing procedures should have been carried out for making the tank ready
for man entry?

CASE STUDY- 2
Major LPG leak from a liquefied gas tanker
A liquefied gas tanker experienced a major leak of liquefied propane, while cargo sampling
operations were taking place alongside a marine terminal. The leak was sealed 29 hours later,
after an estimated 66 tonnes of propane had been lost to atmosphere.
The fully pressurized liquefied gas tanker had arrived at the berth to load liquefied propane.
Preloading checks were conducted and loading commenced shortly after. Approximately 2
hours before the loading was due to be completed, the cargo operations were halted to allow
a 'freeze' test to be conducted. A cargo surveyor came aboard and attached his cargo
sampling equipment to the sampling point of tank No. 1. The cargo was then circulated for 2-
3 minutes. The process was repeated for tank No. 2. With the test results satisfactory, cargo
loading was continued and completed.
The cargo surveyor returned to the ship and went straight to the sampling point of tank No.1,
where the chief officer was already preparing for the sampling. The cargo surveyor used a
thread adapter to connect the sampling device to the ship's sampling connection. The chief
officer then circulated the cargo, using the deep well pump, to ensure a good representative
sample was obtained. The cargo surveyor flushed the sampling device through three times
before filling it. He repeated the process, taking four samples in total, before moving aft to
the
sampling point of tank No. 2. While the chief officer secured tank No. 1, the cargo surveyor
prepared to fit his equipment to the sampling point of tank No. 2. As he turned the sampling
connection towards himself, the sampling valve assembly came off in his hand. The chief
officer saw and. hear:-d a leak and activated the emergency shutdown (ESD) valves.
Attempts were made to refit the sampling valve but the 11 bar pressure of the cargo, and the
formation of ice on the connection, made it impossible. It soon became apparent that the ESD
valve adjacent to the tank on the same line as the sampling connection was not completely
shut. The emergency services were alerted soon after the accident and the ship was doused
in water sprays to disperse the gas cloud.
Thereafter the port was closed to all traffic and all ships were evacuated from the terminal.
After few hours, with the situation stabilised, traffic restrictions were reduced to a 400 m
exclusion zone around the gas tanker,which allowed the port to reopen to traffic.

After several options to stop the leak had been considered, it was decided to hot tap the cargo
pipework and inject a sealing compound to stop the leak of gas. A local company successfully
drilled into the pipework and the sealing compound was then slowly injected into the
pipework, enabling the leak to be sealed and capped.
The gas tanker then sailed and anchored awaiting clearance to sail which was contingent upon
class approval of the repair and the discharge port agreeing to accept the vessel. This
completed, she sailed the same day.
Points for Discussion
a) What would be your action in the event of you experiencing a leak from the sampling
point?
b) Explain the function of emergency shutdown {ESD) valve.
c) Do you think that the cargo surveyors need to be closely supervised by a member of
ship's crew while taking cargo samples?
d) Make general comments on the safety issues directly contributing to the accident.
e) List the precautions to be taken prior taking cargo samples.

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Singapore Maritime Academy

Basic Tanker Training

PROFESSIONAL & ADULT CONTINUINGEDUCATION (PACE) ACADEMY

Dear Adu lt Learners

WELCOME LETIER TO ADULT LEARNERS FROM DIRECTOR

Best rega rds,

BASIC TRAINING IN OIL,

(AS PER IMO MODEL COURSE 1.01 and 1.04)

Ver 1.0/July 2014 Singapore Maritime Academy

BASIC TRAINING IN OIL AND

{AS PER IMO MODEL COURSE 1.01)

Ver 1.0/July 2014 Singapore Maritime Academy

COMPETENCE 2: Take precautions to prevent hazards

COMPETENCE 3: Safety requirement

COMPETENCE 4: Carry out fire fighting operations

6 Fire safety and firefighting operations

7 Cargo operations (for oil and chemical)

COMPETENCE 5: Respond to emergencies

8 Emergencies for oil and chemical tankers

9 Pollution prevention for oil and chemical tankers

Ver 1.0/July 2014 Singapore Maritime Academy

ISGOTT Ship/Shore Safety Checklist

Books and materials listed in the Model Course.

Ver 1.0/July 2014 Singapore Maritime Academy

26.3.3 The Ship/Shore Safety Check-List

Date of Arrival _ _ _ _ _ _ _ Time of Arrival _ _ _ __ _ _

Part 'A' - Bu lk Li quid Gene ral - Physica l Checks

.!!, 4 . Emergency towing-off pen nants are R

.(: 7 . The ship 's cargo and bunker hoses,

:''"':,; appropriate for the service intended.

368 ICS/OCIMF/IAPH 2006

::: . ::; sGn(i'.:itj~ici ;,:G~M'~fui-.'.~ -: ......

~' Ship .. T~~mlri~I ..._Cbde : , ___ .,__,, , Remarks :" . :.~

t~~:/.,,:.-<:-Fln'e rf Gas s%1effi .":~ ~: .

19. Fixed IGS press ure and oxygen R

J, 20 . All cargo tank atmospheres are at p R

Pa rt 'B' - Bu lk Liquid Genera l - Verbal Verification

ICS/OCIMF/IAPH 2006 369

l.:.,.:. :. :'. ~~!k~lquid ~ ?ene~l.~ . Ship . Terminal Code Remarks .

.. In depende nt hi gh leve l alarms, if A R

- and smokin g requirements are being

' .. 37. Naked light reg ula tions are being

:J aerials are earthed and radars are

370 ICS/OCIMF/IAPH 2006

.,~ 49. Security protoco ls have been agreed A

~ 53. Liquid levels in pressure/vacuum

" in the app roved COW manua l, are

.,< 60. If 'yes', the procedures and

,. 61. Permission has been gra nted fo r gas Yes/No* Yes/No*

* Delete Yes or No as appropriate

Part ' C' - Bulk Liquid Chemicals - Verbal Verification

Materia l Safety Data Sheets are

3. Sufficient protect ive clothing and

5. The cargo handling rate is A

6. Cargo system gauges and a larms

372 ICS/OCIMF/IAPH 2006

Porta ble vapour detection

8. Information on fi re-fighting med ia

--~ 9. Transfer hoses are of suitable

10. Cargo handling is being performed p

~ 11. Where appropriate, procedures have A p

Part 'D' - Bulk Liquefied Gases - Verba l Verification

~ 1. Material Safety Data Sheets are

~' Ship .. T~~mlri~I ..._Cbde : , _ .,,, , Remarks :" . :.~