incoming officer.
The taking over officer must go through the manuals as soon as possible after joining. He shall sign the page below, as acknowledgement of having read the manual. All officers will sign in master’s copy.
REV. DATE
1 INTRODUCTION AND GENERAL PRECAUTIONS
1.1 Introduction 0
1.2 Definition 0
1.3 General Precautions 0
1.3.1 Persons in charge 0
1.3.2 Access to the ship 0
1.3.3 Fire Fighting Equipment 0
1.3.4 Pollution Prevention 0
1.3.5 Ship’s readiness to move 0
1.3.6 Safety Notices 0
1.3.7 Smoking and Naked Lights 0 1.3.8 Galley Stoves and Cooking Appliance 0 1.3.9 Portable Electrical Equipment 0
1.3.10 Helicopters 0
1.3.11 Radar Scanners 0
1.3.12 Communication Equipments 0
1.3.13 Moorings 0
1.3.14 Emergency Towing Wires (fire Wires) 0 1.3.15 Ship / Shore Insulation and Bonding Cables 0 1.3.16 Cold Weather Precautions 0
1.3.17 Personal Protection 0
1.3.18 Putrefaction 0
1.3.19 Enclosed Space Entry 0 1.3.20 Work within Cargo Area 0
1.3.21 Emergency Response 0
1.3.22 Checking of Ballast tanks and Void Spaces 0 1.3.23 Gas Measurement Instruments 0
1.4 Cargo Characteristics 0
1.4.1 Hydrocarbons 0
1.4.2 - OH Group (Hydroxy Group) 0 1.4.3 Aldehydes and Ketones 0
1.4.4 Nitro Compounds 0 1.4.5 Miscellaneous 0 2 CARGO INFORMATION 2.1 General 0 2.1.1 Emergency Procedure 0 2.1.2
Fire And Explosion Data 0 2.1.3 Chemical Data 0 2.1.4 Health Data 0 2.1.4.1 Toxicity 0 2.1.5 Physical Data 0
2.2
Chemical Hazards Response Information System (Chris)/ Hazardous Chemical Data Manual
0
3 CARGO STOWAGE PLANNING AND LOADING 0
3.1 Voyage Orders and cargo Quantities 0
3.2 Cargo Stowage Planning 0
3.3 Loading Plan 0
3.4 Calculations 0
3.5 Procedures For Reporting Cargo Non-Conformance 0
3.6 Maximum Cargo 0
3.7 Minimum Stores 0
3.8 Density Of Water 0
3.9 Ballasting / Deballasting Operation 0 3.9.1 Heavy Weather Ballast 0
3.10 Flow-Chart 0
3.11 Segregation 0
3.11.1 Reactivity With Other Cargoes 0 3.11.2 Segregation From Other Tanks Loaded With Heated Cargoes 0 3.11.3 Segregation Of Cargoes Reactive With Water 0 3.12 Loading Limitation Of Cargo 0 3.12.1 Filling Limits For Cargo Thermal Expansion 0 3.12.2 Filling Limits For Cargo Tank Design Specific Gravity 0 3.12.3 Filling Limits For Sloshing Strength Of Cargo Tank 0 3.13 Damage Stability Characteristic 0
3.14 Stability And Stress 0
3.14.1 Notice Concerning Stability 0 3.14.2 Longitudinal Strength And Allowable Value 0
3.14.3 Loading To Draft 0
3.14.4 Slack Tanks 0
3.15 Loading Computer 0
3.16 Angle Of Heel 0
3.17 Restriction Of Loading Edible Oils 0 3.18 Handling of flammable/toxic cargoes 0
4 CARGO HANDLING OPERATIONS
4.1 Preparations prior to Cargo Handling 0 4.1.1 Cargo Operations Responsibilities 0 4.1.2 Ship Checks prior Arrival. 0 4.1.3 Ship / Shore Safety Checklist 0 4.1.4 Ship checks after Arrival prior to Cargo Operations 0 4.2 Knowledge and Familiarity With Cargo Systems 0 4.2.1 Lining up of Cargo valves 0 4.2.2 Maintenance of Cargo Equipments 0 4.2.3 Safety Of Tools, Machinery And Materials 0
4.2.4 Review Of New Chemicals Carried Onboard 0 4.3 Liaison between Ship and Shore 0 4.3.1 Exchange Of Cargo Information And Prior Arrangement 0 4.3.2 Advice To Terminal From Vessel Before Start Loading
/Discharging
0
4.3.3 Advice To Vessel From Loading / Discharging Terminal Surveyor
0
4.3.4 Agreed Cargo Handling 0 4.3.5 Communication during Cargo Operations 0 4.3.6 Joint Ship & Shore Liaison and checks prior Cargo
Operations
0
4.4 Loading 0
4.4.1 Loading Methods 0
4.4.2 Conditions Of Tanks Prior To Loading 0 4.4.3 Inspection of Tanks Prior to Loading 0 4.4.4 Cargo Stowage Plan On Receipt Of Shipping Orders 0 4.4.5 Test Of Heating Coil Prior To Loading 0
4.4.6 Loading Overall 0 4.4.7 Splash Filling 0 4.4.8 Regulations 0 4.4.9 Loading Procedure 0 4.4.10 Start Of Flow 0 4.4.11 Control Of Flow 0
4.4.12 Topping Off Procedure 0 4.4.13 Sampling And Ullaging 0
4.4.14 Final Ullage 0
4.5 Vapour Dispersal 0
4.6 Pressure Surge 0
4.7 Line Flushing 0
4.8 Completion Of Loading 0
4.9 Checking Vessel Schedule After Loading 0
4.10 Cargo Hoses 0
4.10.1 Cargo Hose Connection 0 4.10.2 Clearing of Shore Pipelines 0 4.10.3 Clearing of Cargo Hoses 0 4.10.4 Disconnection of Cargo Hoses 0 4.11 Tank Over Pressurization and Under Pressurization 0
4.12 Discharging 0
4.12.1 Precaution Prior To Discharging 0
4.12.2 Precautions 0
4.12.3 Ullaging / Sampling Prior To Discharge 0 4.12.4 Preparation Prior To Discharge 0 4.12.5 Lining Up Of Cargo Valves 0
SECT. DESCRIPTION REV. NO
4.12.7 Submerged Centrifugal Pumps 0 4.12.7.1 Control and Operation of Centrifugal Pumps 0
4.12.7.2 Discharge Valves 0
4.12.7.3 Cavitation 0
4.12.7.4 Discharging using more than One Pump 0 4.12.8 Positive Displacement Pumps 0 4.12.8.1 Reciprocating Pumps 0
4.12.8.2 Screw Pumps 0
4.12.8.3 Operation 0
4.12.9 Commencement Of Discharge 0 4.13 Trim And List Of Vessel 0
4.14 Tank Inspection 0
4.15 Outturn 0
4.16 Cargo Residue 0
4.17 Sweeping (Squeezing) of Cargo Tanks 0 4.18 Leak Test Of Submerged Cargo Pump 0
4.19 Portable Cargo Pump 0
4.20 Inerting 0
4.21 Emergency Shutdown Plan 0 4.22 Butterfly and Non-return (check) valves 0
4.23 Valve Operation 0
4.24 Internal Transfer of Cargo 0
5 TANK CLEANING
5.1 General 0
5.2 Tank Cleaning Principles 0 5.2.1 Cleaning of Tanks after Flammable products. 0
5.2.1.1 Type Of Cargoes 0
5.2.2 Physical Properties 0
5.2.3 Product Characteristics 0 5.2.4 The Role Of Tank Cleaning Chemicals 0 5.2.5 Cleaning Processes And Detergent For Use To Each Product 0
5.2.6 Heat 0
5.2.7 Coated Tanks 0
5.3 Tank Cleaning System And Equipment 0
5.3.1 Cleaning Machine 0
5.3.2 Pumps 0
5.3.3 Heaters 0
5.3.4 Controls And Instruments 0 5.3.5 Tank Cleaning Main Supply Lines 0
5.3.6 Deck Opening 0
5.3.7 Associated Equipment 0
5.5.1 Planning 0
SECT. DESCRIPTION REV. NO
5.5.2 Pre-cleaning 0
5.5.3 Final Cleaning 0
5.5.4 Verification 0
5.6 The Reasons For Tank Survey Failures 0 5.7 Consumables For Cleaning 0 5.8 Pre-wash + Control Of Effluent Discharge 0 5.8.1 Example of Mandatory Pre-Wash Procedures 0 5.9 Tank Cleaning After Dry-docking 0 5.9.1 Inspection Of Cargo Tanks 0
5.9.2 Curing Of Coating 0
5.9.3 Pre-Cleaning Before Start Of Usual Tank Cleaning 0 5.9.4 Cleaning Of Tank Recoated With Zinc Coating 0 5.9.5 Cleaning Of Tank Recoated With Epoxy Coating 0
5.10 Heating Coil 0
5.10.1 Test Of Heating Coils 0
5.11 Cargo Record Book 0
5.12 Oil Record Book 0
5.13 Tank Materials And Coatings 0
5.13.1 General 0
5.13.2 Mechanical Damage 0
5.13.3 Stainless Steel 0
5.13.4 Coated Tanks 0
5.13.5 Inspection And Maintenance 0
6 CARGO CUSTODY
6.1 Cargo Measuring 0
6.1.1 Gauging And Alarm System 0 6.1.2 Measurement Procedures 0
6.1.3 Equipment 0
6.1.4 Cargo Measuring Equipment – Checks And Records 0
6.1.5 Safety Precautions 0
6.2 Cargo Samples 0
6.2.1 Sample Lockers 0
6.2.2 Sampling Procedures 0
6.2.3 Closed Sampling 0
6.2.4 Stowage Of Cargo Samples 0 6.2.5 Retention Period And Disposal 0
6.2.6 Safety Precautions 0
6.3 Cargo Heating 0
6.3.1 Heated Cargoes 0
6.4 Pre-Loading Checks 0
6.5 Bunkers 0
6.6 Responsibility For Heated Cargoes 0
SECT. DESCRIPTION REV. NO
6.7 Overheating 0
6.8 Under-heating 0
6.9 Loading 0
6.10 Discharge 0
6.11 Compatibility Of Cargo With Heating Media 0 6.12 Cold Climate Conditions 0
6.13 Temperature Limit 0
6.13.1 Segregation Of Heated Cargoes 0 6.13.2 Blanking Of Heating Coils 0 6.13.3 Heating Of “Water Soluble Product” 0 6.13.4 Heating coils serving Tanks carrying Poisonous Cargo 0 6.13.5 Calibration Of Temperature Measuring Instruments 0 6.13.6 Precautions When Using Hand Thermometers 0
6.14 Cargo Quality Control 0
6.14.1 Inerting 0
6.14.2 Stabilisation / Inhibition 0
6.15 Static Electricity 0
6.16 Oils and Fats 0
6.17 Measures To Prevent Contamination 0
6.17.1 General 0
6.17.2 Water Contamination 0
7 OIL / CHEMICAL CARRIAGE INFORMATION
7.1 General 0 7.2. Charter Parties 0 7.2.1.1 Time Charter 0 7.2.1.2 Voyage Charter 0 7.2.2 Freight Earnings 0 7.2.3 Charterers 0
7.2.4 Charter Party Forms 0
7.2.5 Deviations 0
7.2.6 Notice of Readiness 0
7.2.7 Laytime 0
7.2.8 Dead Freight 0
7.2.9 Ships Performance During Charter 0
7.2.10 Bill of lading 0
7.3 Transhipment/Lightening 0
7.3.1 Load Port Documents 0
7.5 Chemical Cargo Claims 0
8
CARRIAGE AND HANDLING OF SPECIAL CARGOES
SECT. DESCRIPTION REV. NO
A. CORROSIVE CARGOES
8.1 Precautions for cargo work 0
8.2 Jettison 0 8.3 Cargo loading 0 8.3.1 Precautions 0 8.3.2 Loading operation 0 8.4 Cargo discharging 0 8.4.1 Preparation 0 8.4.2 Discharging operation 0
8.5 Cargo tank cleaning 0
8.6 Handling & precautions- Sulphuric and Phosphoric acid 0
8.6.1 Sulphuric acid 0
8.6.2 Phosphoric acid 0
B SOLIDIFYING AND HIGH VISCOSITY CARGOES
8.7 General information 0
8.7.1 General precautions 0
8.7.2 Checks before loading 0
8.7.3 Checks after loading 0
8.7.4 Checks during voyage 0
8.7.5 Checks before unloading 0 8.7.6 Checks immediately before unloading 0
8.7.7 Conclusion 0
9 ANNEX
A/01 Ship To Ship Transfer Procedure 0
A/02 Hydrostatic Pressure Test Of Cargo Pipe Line And Cargo Hose
0
A/03 FOSFA and EU Information 0
A/04 Tank Cleaning Guide 0
A/05 Corrosion in Chemical tankers & Care of Stainless Steel Tanks
0
A/06 Responsibilities of Ship Staff During Port Operations 0 A/07 List of Draeger Detection Tubes 0
1.1 INTRODUCTION
The objective of this manual is to give guidance and procedures for safe cargo operation and proper custody of cargoes. All the masters and officers of the vessels under the management of Ishima Ship Management are required to satisfy or follow the contents of the manual to achieve Quality Service by preventing any accident, injury, pollution, cargo loss or process loss.
This manual is designed to be used together with following publications: 1. ICS Tanker Safety Guide (Chemical).
2. "IMO Code for the construction and equipment of ship carrying dangerous chemical in bulk (IBC or BCH Code)".
3. International Safety Guide for Oil Tankers and Terminals. 4. MARPOL 73/78.
5. Dr. Verwey’s tank cleaning Guide.
6. USCG - Chemical Data Guide for Bulk Shipment by Water. 7. IMDG code with Supplements
In addition Company’s Quality Management Manuals are to be referred to.
The following shipboard plans and manuals shall also be referred to while carrying out cargo related operations:
1. Procedures and arrangement manual. 2. Operation manual / Loading manual.
3. Charterer’s tank cleaning guide and procedures. (If applicable) 4. Trim and stability booklet.
5. Damage stability booklet. 6. Tank coating manual.
7. Manual for tank cleaning hose – compatibility for various cargoes, operating temperatures, pressure etc.
This manual shall be reviewed and up-dated periodically or occasionally and the amended parts shall be distributed to the vessels.
All masters and officers joining the vessels are required to read this manual and the relevant publications.
1.2 GENERAL PRECAUTIONS
1.2.1 Persons in Charge
The Master, or a Chief officer must be onboard to supervise loading, discharging, transferring, tank cleaning and ballasting operations.
During all cargo, bunkering, ballasting, tank cleaning and gas freeing operations, the
Master must ensure that the precautions required by all the relevant statutory Regulations and Company requirements on Safety and operational procedures are observed. Prior to any cargo operations, the following safety precautions are to be taken.
1.2.2 Life Saving and Fire Fighting Equipment
The following equipment is to be made ready:
a. Personal protective gear depending upon the hazards of the cargo to be deployed at the manifold. Refer to IBC Ch 15 for special requirements of cargoes.
b. At least one set of safety equipment as required by IBC Ch 14.2.2 must placed near manifold
c. Fire plan to be placed at gangway, with current crew list and stowage plan.
d. At least two fire hoses, one aft and one forward of manifold to be run out and connected. e. Fire main to be pressurized or if not practical, fire pump to be in a standby condition. f. Fire / Foam Monitors ready for use. The fixed foam should be “Alcohol Resistant” g. Foam / Dry powder extinguisher (or equivalent) placed near the Manifold.
1.2.3 Pollution Prevention
a. Manifold Savealls under each manifold connection are to be kept dry, with any cargo spillages being drained at the earliest opportunity.
b. All deck scuppers and any open drains onto jetty must be effectively plugged to prevent spilled cargo escaping into water. Accumulation of rainwater should be drained periodically and scupper plugs replaced immediately. Scupper plugs must not be left open unattended for drainage of rainwater. Contaminated water should be transferred to a slop tank or a suitable receptacle.
c. All cargo and bunker pipelines not in use should be securely blanked and fully bolted at the manifold and at the pump stack (For Deep Well pumps).
d. All cargo tank openings such as Tank domes, Butterworth pockets should be securely closed.
e. Spill collection / mitigation gear as required by the SMPEP must be available for use at all times and relevant gear to be deployed at manifolds and main deck aft. Spill containment pumps (adequately grounded) to be placed at aft main deck ready for immediate use.
1.2.4 Ship’s readiness to Move
At all times during cargo operations, alongside a berth or at anchorage, the ship should be ready for departure at short notice in the event of an emergency. The ship’s boilers, main engines, steering machinery, mooring equipment and other equipment essential for manoeuvring should be kept in a condition that will permit such movement at short notice.
Repairs or other work which may immobilise the ship should not be undertaken at berth without prior agreement with the terminal and Office.
1.2.5 Safety Notices
1. The vessel is to display warning notices at the gangway and cargo manifold stating, in appropriate languages:
-WARNING:
a. Unauthorised persons are not allowed to board; b. Visitors are required to show identification;
c. Mobile phones and other electronic equipment must be switched off; d. Smoking and naked lights are prohibited;
e. Lighters and matches are prohibited to be carried on board.
2. In addition, when Chemicals being handled present a health hazard, additional notices in appropriate languages should be prominently displayed stating:
WARNING
HAZARDOUS CHEMICALS
3. When handling multiple grades, the name of various grades to be posted on the relevant Manifold.
1.2.6 Galley Stoves and Cooking Appliances
Prior to permitting the use of galley stoves and other cooking equipment while the tanker is at berth, the Chief Officer and terminal representative must inspect such places and jointly agree no danger exists. Caution must be exercised when granting permission if the stern loading / discharging manifold is to be used.
All doors and window ports opening onto the tank deck must be securely closed, whilst the tanker is in port.
1.2.7 Portable Electrical Equipment
Only portable electrical equipment of an approved type for use in a hazardous zone should be allowed on any open deck or enclosed space. The use of radios, tape players or any other electrical instrument on the open deck, at sea or in port is prohibited. Communications equipment for use during cargo operations is to be certified intrinsically safe. Only approved self contained torches, and lamps are to be used onboard.
1.2.8 Helicopters
Helicopter operations are not routine on chemical tankers, but in some ports Pilots may embark / disembark especially during bad weather. Helicopter operations must not be permitted over cargo tank deck unless all other operations have been suspended and all cargo tank openings closed. Refer to Guide to Helicopter/Ship Operations (ICS) for further guidance.
1.2.9 Communication Equipments
The use of medium or high frequency radio transmissions, which emit significant energy during transmissions and which can create a danger of incendive sparking by inducing an electrical potential in unearthed steel work should be prohibited in port. Low energy transmissions of one watt or less, such as VHF / UHF radios are not considered hazardous. Appropriate measures should be taken to prevent the use of mobile telephones and radio pagers in the cargo area.
1.2.9.1 Automatic Identification Systems (AIS)
AIS is required to be operating while a ship is underway and while at anchor. Some port authorities may request that the AIS is kept on when a ship is alongside. The AIS
operates on a VHF frequency and transmits and receives information automatically, and the output power ranges between 2 watts and 12.5 watts. Automatic polling by another station (e.g. by port authority equipment or another ship) could cause equipment to transmit at the higher (12.5 watt) level, even when it is set to low power (2 watts). When alongside a terminal or port area where hydrocarbon gases may be present, either the AIS should either be switched off or the aerial isolated and the AIS given a dummy load. Isolating the aerial preserves manually input data that may be lost if the AIS was switched off. If necessary, the port authority should be informed.
When alongside terminal or port areas where no hydrocarbon gases are likely to be present, and if the unit has the facility, the AIS should be switched to low power.
The use of AIS equipment may affect the security of the ship or the terminal at which it is berthed. In such circumstances, the use of AIS may be determined by the port authority, depending on the security level within the port.
1.2.10 Moorings
The consequences of a Chemical tanker ranging along a jetty or breaking away from berth during cargo transfer involving multiple different chemicals could be disastrous. Mooring requirements and arrangements are usually determined by the location and layout of the terminal, supplemented by active advice from the pilot. Moorings should be regularly checked and tended to ensure that they remain effective. The master should ensure that, during cargo operations, sufficient personnel are available for mooring adjustments. Care should be taken to ensure that the vessel is securely moored to avoid any undue strain on the shore hoses / loading arms or connections between ship and barge. Strict attention must be paid to moorings when there is a considerable rise and fall of tide.
The deck crew should be aware of the cause and effect of vessel surging and should take preventive actions well in advance.
1.2.11 Emergency towing wires (Fire Wires)
Fire wires, positioned at fore and aft on the offshore side of the vessel, to be provided by vessel, ready for immediate use without adjustment. They should be in good condition, of adequate strength, and properly secured to bitts such that full towing loads can be applied. Refer to OCIMF Mooring equipment Guidelines for guidance.
There are various methods currently in use for rigging emergency towing-off wires, and the arrangement may vary from port to port. A terminal which requires a particular method to be used should advise the ship accordingly.
1.2.12 Putrefaction
Most animal and vegetable oils undergo decomposition over time; a natural process called putrefaction (going off) that generates obnoxious and toxic vapours and depletes the oxygen in the tank. Such tanks must be thoroughly ventilated and atmosphere tested prior tank entry. Refer to company guidelines & section 3.6 of ICS tanker safety guide, Chemicals.
All vapours produced by cargoes liable to putrefaction may not be due to it; some may not be obvious. Carbon Monoxide (CO) (TLV: 50 ppm), which is colourless and odourless can be produced when an animal / vegetable oil is overheated.
The CO content in the tank should be measured positively prior entry and if presence of CO is detected the tank should be ventilated adequately and ventilation to be continued during squeezing
1.2.13 Work within Cargo Area
When working within cargo area, crew is liable to be exposed to various hazards of cargo. They have to use or wear safety equipment and protective clothing against the likely hazards without fail, for which they have to be trained and be familiarized to use them. The equipment and clothing must be cleaned and the underwear and socks must be laundered after every use.
1.2.14 Emergency Response
Apparatus or equipment to rescue crew in casualty should be readily available nearby the working area.
It is essential to have adequate first aid equipment ready to use. This would include resuscitation equipment and antidote kit. All crewmembers should be familiar with artificial respiration and oxygen inhalator techniques, and instructional posters should be prominently displayed throughout the vessel.
The "Medical First Aid Guide for Use in Accidents Involving Dangerous Goods" (MFAG) published by IMO should be readily available on board.
1.3 CARGO CHARACTERISTICS
1.3.1 Hydrocarbons
are only composed of C and H low molecular weight
burn in air, liberates large amount of heat and light & therefore inestimable value as fuel
are insoluble in water
are not toxic, except aromatic hydrocarbons like benzene. Aliphatic Hydrocarbons
do not contain benzene rings Alkanes, Alkenes and Alkynes are combustible
low molecular weight substances are highly flammable and pose significant vapour cloud
Alkanes or Paraffins
single covalents bonds joining carbon chains, saturated with H molecular formula CnH2n+2, nomenclature: ending in-ane
CH4 methane CH3 methyl group C2H6 ethane C2H5 ethyl group C3H8 propane C3H7 propyl group C4H10 butane C4H9 butyl group
from C5: Greek numerals: penta, hexa, hepta, cota, nona, deca. Alkenes or Olefins
contain one or more C = C groups
molecular formula CnH2n, four hydrogen atoms less, unsaturated nomenclature: ending in-ene
can easily be oxidized isoprene can polymerise Alkynes
contain one or more C = C
molecular formula CnH2n-2,two hydrogen atoms less, unsaturated nomenclature: ending in-yne
simplest alkyne HC = CH Acetylene Cyclic “saturated” hydrocarbons
chain of carbon atoms forming a ring and hydrogen atoms bonded to them two hydrogen atoms attached to each carbon atom
saturated carbon rings cyclohexane
Aromatic Hydrcarbons
have sweet aroma and hence the name Aromatics carbon rings with 6 C-atoms and 3 x C = C contain one or more benzene rings
most important unsaturated cyclic hydrocarbons benzene, toluene, xylenes and benzene homologues Unsaturated aromatics
olefins chain to benzene molecule can polymerise
styrene, vinyl toluene, a-methyl styrene
Alcohols
characterizing structure –OH attached to carbon atoms
Naming: identifying and naming the Alkyl group and following up with alcohol very reactive because of chemically reactive – OH group
low carbon alcohols are water-soluble
four carbon alcohols and higher have much lower water solubility except allyl alcohol, not toxic
unusually high boiling points
classified as primary, secondary and tertiary based on their structures
Primary: one alkyl group on carbon, Secondary: two alkyl groups on carbon another class: Phenol, where the –OH group is attached to an aromatic ring Ethers
chief functional group is O-R group ( alkoxy group)
two alkyl groups bonded to an a central oxygen atom R – O - R
Naming: identifying and naming the Alkyl group and following up with ether autoxidation, formation of acetylides
Low molecular weight ethers are water soluble Glycols and glycol ethers
alcohols containing two hydroxyl groups (diols)
ethylene glycols, propylene glycols, glycerol, polyethylene glycol etc readily water-soluble
high viscosity and high boiling points
hardly inflammable, slightly explosive by low vapour pressure
1.3.3 Aldehydes and Ketones: carbonyl functional group
Aldehydes
acyl group, characterizing structure R-C = O; with a hydrogen bonded to carbonyl nomenclature: ending in - al
like alcohols low molecular wt (upto 4 carbons) water-soluble; known sensitizers, chemically induced allergic reactions
easily oxidable (undergo auto oxidation, toxic and flammable unsaturated aldehydes (as acrolein) can polymerise
Ketones
acyl group, characterizing structure R - C = O, another alkyl group connected to carbonyl carbon
like alcohols low molecular wt (upto 4 carbons) water-soluble low molecular wt, highly flammable
highly volatile, narcotic & anesthetic effects
reactive with many acids, alkalies and aldehydes (violently)
1.3.4 Nitro-compounds
characterizing group - NO2 insoluble in water
can detonate by autoxidation low flammability
many compounds are extremely toxic Amines
characterizing group - NH2
Naming: identifying and naming the Alkyl group and following up with ether water-soluble, basic in nature
generally, toxic Amides
characterizing structure – C – N water-soluble
great dissolving power neutral in nature Nitriles characterizing group – C = N decompose by water toluene di-isocyanate 1.3.5 Miscellaneous Pb-compounds very toxic Esters
Compounds formed by the reaction between acids and alcohols All natural fats, oils, and most waxes are mixtures of esters
Nomenclature: suffix – oate
water breaks esters into acids and alcohols Natural products
molasses, wine, etc water-soluble
2.1 GENERAL
The correct product name of the cargo to be loaded should be available and, if the data sheet kept on board does not adequately cover the cargo, sufficient additional information required for its safe and efficient carriage should be obtained from the shipper and other parties concerned.
Following information must be available on board for each particular cargo prior to loading: 1. A Full description of the physical and chemical properties, including reactivity, necessary
for the safe containment of the cargo. 2. Compatibility with other materials.
3. Action to be taken in the event of spills or leaks 4. Countermeasures against accidental personal contact. 5. Fire fighting procedures and fire extinguishing media.
6. Whether chemical is stabilized/inhibited including limitations of the inhibitor. 7. Procedure for cargo transfer, tank cleaning, gas freeing and ballasting.
Master and all those concerned should use the data sheet and/or any other relevant information to acquaint themselves with all characteristics of each cargo to be loaded. Loading should not commence before the master is satisfied that the necessary information for safe handling of the cargo is available to the personnel involved. Chemical data Guide for Bulk Shipment by Water as required by CFR (USCG) is available on board all company vessels for guidance.
The following notes are intended to give guidance to Master and all those concerned on the use of the cargo data sheet to achieve safety.
2.1.1 Emergency Procedure
The emergency procedure given on the data sheet is self-explanatory.
All crew should be given basic training in emergency procedure such as the use of breathing apparatus and protective clothing and the application of first-aid.
Any incident, accidental or deliberate and whether at sea or in port, that causes or will probably cause a release of Oil / Noxious liquid substances into the sea should be reported to proper authorities. Refer to Shipboard Marine Pollution Emergency Plan (SMPEP) or Vessel Response Plan (VRP for USA) and Company's contingency planning as per SQE Manuals, for advice. These plans give detailed requirements for notification and response.
certain proportions of air (Oxygen in air). A mixture of vapour and air cannot be ignited unless the proportion of vapour and air lies between two concentrations known as the Lower Flammable (Explosive) Limit (LFL or LEL) and the Upper Flammable (Explosive) Limit (UFL or UEL). The limits vary depending on a cargo (see data sheets). Concentrations below LEL (too-lean) or above UEL (too-rich) are incapable of burning, but it is important to remember that concentrations above LEL may burn or explode when it is diluted by air to a concentration within the flammable range.
At any given temperature every liquid exerts a pressure called the Vapour Pressure. Vapour concentration of a cargo varies depending on the vapour pressure and temperature of the cargo. As the temperature increases so does the vapour pressure and vapour concentration above the liquid. For each liquid there is a temperature at which the vapour concentration reaches the LEL, and another higher temperature at which the concentration exceeds UEL. The more readily the liquid vapourizes, the lower the temperature at which the LEL is reached.
The flash point of a liquid is the lowest temperature at which the liquid gives off sufficient vapour of the concentration in air equivalent to the LFL. Some cargoes form flammable mixtures at ambient temperatures, others only at higher temperatures or when heated.
For the purposes of the safe handling procedures dealt with in this manual, the flammability characteristics of cargoes are divided into three broad categories according to the flash
point:-Flammable cargoes - those with a flash point below 60oC Combustible cargoes - those with a flash point above 60oC
Non-Combustible cargoes - those which have no flash point and do not burn
The above description of flammability considers cargo vapour mixed with air. If air is mixed with sufficient inert gas such as nitrogen or carbon dioxide, its oxygen content will no longer be capable of supporting the combustion of flammable vapour. Suppression of combustion by this means is known as Inerting and is a measure, which is adopted for preventing ignition of vapours within enclosed spaces such as cargo tanks. It is important to remember that an inerted mixture may become flammable again if air is admitted, for instance, during routine measuring or on venting the mixture to atmosphere or during gas-freeing with air.
2.1.3 Chemical Data
1. Chemical Reactivity
Chemical reaction may produce heat which in turn may accelerate the reaction, may cause the release of a large volume of vapour and/or pressure rise, or may cause the formation of flammable and/or harmful vapours that otherwise would not be expected.
health hazards.
A chemical will react in a number of ways; with itself, with water, with air, with other chemicals or with other materials.
a. Self Reaction
The most common form of self reaction is polymerisation. Polymerisation generally results in conversion of gases or liquids into viscous liquids or solids. It may be a slow, natural process causing degradation of the product only without posing any safety hazards to the ship, or it may be a rapid, exothermic reaction evolving large amounts of heat and gases. Heat thus produced causes acceleration of the reaction. Such a reaction is called Run-Off polymerisation and it poses a serious danger to both the ship and its personal. Products that are susceptible to polymerisation are therefore transported added with Inhibitors to prevent the onset of the reaction. b. Reaction with water
Certain cargoes react with water in a way that could pose a danger to the ship and its personnel. Toxic gases may be evolved. Eg: Isocynates, Usually carried under Dry and Inert conditions.
Other cargoes react with water in a way that poses no safety hazard, but the reaction produces chemicals, which can cause damage to the equipment or tank materials, or even cause oxygen depletion.
c. Reaction with air
Certain chemicals react with air (Oxygen in air or Chemical) to form unstable compounds (Peroxides) which, if allowed to build up, could cause an explosion. Eg: Ethers and Aldehydes. Such cargoes are usually either inhibited by an anti-oxidant or carried under inert conditions.
d. Reaction with other Cargoes
Some cargoes react dangerously with one another and therefore needs to be stowed away each other and prevented from mixing by using separate loading, discharging and venting systems.
e. 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.
Acids, anhydrides and alkalis are among the most commonly carried corrosive substances. They can rapidly destroy human tissues and cause irreparable damage. They can also corrode normal ship construction materials, and create a safety hazard for the ship.
The most dangerous corrosives cause severe burns within a very short time. Some substances become corrosive only in the presence of water, or produce corrosive vapour when in contact with moist air. Prevention of exposure is the most certain protection against the adverse effects of corrosives.
Corrosive liquids in general have three characteristics which require special consideration.
1. Corrosivity
Generally, corrosive liquids corrode normal construction materials at an excessive rate and need special materials for the cargo tanks and handling system to ensure safe containment.
2. Fire
When metals corrode, hydrogen may be produced which forms a flammable mixture with air.
Contact with fibrous materials such as cloth, sawdust, etc. may in some cases cause ignition of the material.
Some corrosive liquids are in themselves combustible. 3. Health
Corrosive liquids destroy human tissue causing serious damage which may be permanent. This is usually (not always), accompanied by severe pain. Less corrosive liquids may only be irritating to the skin, but can result in serious damage to the eyes or mucous membrane.
2.1.4 Health Data
The health data describes the potential danger to personnel from exposure to toxic liquid / vapours while cargo is being handled, or during carriage at sea.
Cargoes may be harmful if the liquid comes in contact with the skin, if their vapours are inhaled or if the liquid is swallowed.
The seriousness of the effect depends on both the physical properties of the cargo and on its toxicity or irritant nature.
Absorption of a cargo through the skin depends on the solvent nature of cargo. If the cargo cannot pass readily through the skin, no skin absorption hazard exists even if the liquid is a poison.
The inhalation hazard of a cargo depends primarily on its volatility.
A cargo, which is not volatile at normal handling temperatures, may not produce sufficient vapour to be dangerous, even if the cargo is inherently poisonous.
2.1.4.1 Toxicity
Toxicity is the ability of a substance, when inhaled (inhalation as a mist or vapour), ingested (swallowed), or absorbed through the skin, eyes and mucous membranes, to cause damage to the living tissue, impairment of the central nervous system, severe illness or, in extreme cases death.
The amounts of exposure required to produce these results vary widely with the nature of substances and the duration of exposure to it.
The smaller the quantity (or dose) of the substance required to harm health, the more toxic the substance is.
In some cases the toxic effect of a chemical can be countered by administering antidotes, but in most cases the hazard must be avoided by correct use of protective clothing, breathing apparatus and ventilation procedures.
Toxicity can be acute, sub-acute and chronic.
1. A substance has acute toxicity if a single exposure is sufficient to cause harm almost immediately. Substances commonly called poisons have extreme acute toxicity.
2. A substance with sub-acute toxicity displays its effects after a person has repeated exposures to doses too small to cause an acute effect.
3. A substance has chronic toxicity if its effects appear after a period of continuous exposure to doses too low to cause any acute effect. Carcinogens and mutagens (which affect reproduction) are common examples.
Threshold Limit Value (TLV):
A threshold limit value for a given substance is the maximum concentration of its vapour in air to which it is believed that personnel may be exposed under certain circumstances without suffering adverse effects. The three categories of TLV’s as defined by American council of Government Industrial Hygienists (ACGIH) are:
may be experienced for an eight hour day or 40 hour week throughout a person’s working life.
2. TLV – STEL (Short term exposure limit): the maximum concentration of vapour in air allowable for a period of 15 minutes, provided that not more than four exposures per day and at least one hour between each.
3. TLV – C (Ceiling): an absolute maximum, which should never be exceeded. It is only given for fast acting substances. This is the highest of three values.
2.1.5 Physical Data
1. Specific gravity
Specific gravity also called relative density is a ratio of density of a substance to density of water.
Cargo tanks on a chemical tanker are designed to carry cargoes of high specific gravity and sometimes the design strength even differs between tanks on the same ship. The information regarding tank strength / design specific gravity may be found on the Loading and Operation Manual.
To safeguard the structure, cargo tanks should not be subjected to a greater hydrostatic pressure than that they are designed. Master should ascertain this pressure and ensure that the weight and vapour pressure of cargo does not exceed the design pressure.
a. Effect of free surface and reduced stability. b. Effect of slack tanks on sloshing.
c. Effect of slack and/or empty tanks on structural stresses on Vessel. 2. Vapour Pressure and Boiling Point
At any given temperature liquid exerts a pressure called Vapour Pressure. The liquid will boil when its vapour pressure equals the external atmospheric pressure.
When a liquid is put in a closed container, it will boil when the vapour pressure is equal to the external vapour pressure plus the pressure setting of the P / V (Pressure / Vacuum) valve. The tanks and vent systems are designed to withstand this pressure, plus the hydrostatic pressure of the cargo. Cargoes that exceed the normal atmospheric pressure at 37.8 Deg C should not be loaded into a tank that is not specially designed.
Vent line systems must be checked for correct operation at regular intervals, as structural damage can easily occur due to malfunction or blocakge 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 result in similar problems.
In the data sheet the vapour pressure is given as absolute pressure at the stated temperature, usually in units of millimeters of mercury column (mmHg). Unless otherwise stated (usually for liquefied gases) the boiling point is the normal boiling point, that is the temperature at which the vapour pressure of the liquid equals the standard external pressure of 760 mmHg (760 mmHg = 14.7 psi = 1 kg/cm3= 1 standard atmosphere).
Note: Company’s Chemical Tanker vessels will not carry liquefied Gases. We carry chemicals, which have the vapour pressure of less than 1.033 kg/cm3absolute at 37.8oC.
3. Freezing Point
Freezing Point is same as Melting Point and most liquids have defined freezing points. However, some products, such as lubricating oil additives, vegetable and animal oils, polyols do not have defined freezing points, 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 freezing point higher than ambient temperatures where the vessel is trading must be heated to keep them in liquid state. Some cargoes may also have to be heated to reduce the viscosity to facilitate pumping or to meet unloading requirements specified in Annexe II of Marpol 73/78.
When carrying cargoes that freeze at ambient temperatures, the vent lines and P/V valves must be regularly checked to ensure that vapours do not freeze or crystallize in the lines or valves and block them.
The design of the cargo tank and equipment has temperature limitations and care must be taken that these temperature limitations are not exceeded. Excessive heat may reduce strength of the steel and may increase the risk of cracks or damage to the coating.
When carrying heated cargo, special consideration should be given to possible effects of heat transfer to unheated cargoes in adjacent tanks, particularly if cargoes are self-reactive or have a high vapour pressure.
4. Coefficient of Cubical Expansion
As a safeguard against possible overflow or over-pressure, expansion of the liquid over any expected increase in temperature during the voyage should be considered in determining the ullage to which a tank should be filled during loading.
vapour flow only; structural damage may result if vent systems become full of cargo liquid due to thermal expansion.
5. Vapour Density
The vapour density is expressed relative to air and is a main factor controlling the dispersion of cargo vapour released to the air during cargo operations. Most of cargo vapours are heavier than air and when released into the atmosphere will tend to fall, especially in still conditions. Vapours will therefore accumulate and may be trapped in lower areas on deck and lower parts of cargo pump rooms. Such vapours should always be vented at the highest possible level to give the greatest chance of them being diluted to harmless concentrations before reaching working areas. When empty enclosed spaces are being checked for vapour, special attention should be given to the bottom of the spaces where the vapour is most likely to accumulate. Conversely, when the vapour is lighter than air special attention should be given to the upper part of enclosed spaces. Attention is drawn to those cargoes, which may react with metals to form hydrogen, a light gas which forms flammable mixtures in air.
6. Solubility
A cargo, which is highly or completely soluble in water, is likely to destroy normal fire-fighting foam. A cargo with low solubility will form a separate layer above or below a water layer depending on the specific gravity. When the specific gravity is high, a layer of cargo should always be suspected beneath water (e.g. in pumproom bilges) which may result in hazardous vapours being released when the layers are disturbed.
The hazard arising from reactions between water and some cargoes is referred to paragraph 15.16.2 of IBC Code. [Ex. Sulphuric acid, TDI (Toluene diisocyanate) ] 7. Miscibility
The ability of a liquid or gas to dissolve uniformly in another liquid or gas. Gases mix in all proportion but the miscibility of liquids depends upon their chemical properties. Similar chemicals mix in all proportions (e.g. alcohol and water) but others are only partly miscible (e.g. benzene and water). Many gases are miscible with liquids.
8. Electrostatic Generation
Static accumulator cargoes are those which have electrical conductivity less than 10 picosiemens per metre. These cargoes may accumulate significant charges and thus pose a risk. Charge accumulation does not occur in liquids having conductivity well above 10 picosiemens per metre.
Chemicals, for initial and final loading rates to negate hazardous potentials in respect of Static electricity.
9. Viscosity
The viscosity of a cargo 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, except for certain cargoes (such as few Luboil additives) which show increased viscosity when heated.
3.1 VOYAGE ORDERS AND CARGO QUANTITIES
1. Voyage and Cargo instructions will be issued by the Operator and must be acknowledged on the day of receipt. If there is any disagreement with the instructions, the Operator and the company are to be advised.
2. The loading orders may be accompanied with a proposed stowage. The vessel should draw a stowage plan on the basis of the contract quantity. In case stowage proposal sent by operator, this plan must be thoroughly checked and proposed changes (if any) must be communicated to the operator soonest.
3. It may happen that vessel learns from terminal after arrival at berth that the cargo quantity to be loaded is in excess or short of the nominated quantity. Such matters should be referred to the Operator for instructions / guidance keeping the company advised.
3.2 CARGO STOWAGE PLANNING
Regardless of what orders are received, safe stowage of cargo is the Master’s responsibility and it is essential that the Master and Chief Officer fully discuss the proposed cargo stowage prior to loading. It is the shipper’s responsibility to provide necessary information for the safe handling of the cargo and the Master shall defer loading the cargo until such information necessary is made available to the personnel involved.
1. In planning the stowage of cargo, the flow chart in section 3.10 below to be followed. 2. Vessel’s Loading Manual (Include Trim & Stability Booklet) and Damage Stability
Booklet must be referred to and well understood prior stowage planning.
3. When the Cargo Stowage Plan has been established, a Cargo Handling Plan is to be devised and the plan is to be discussed and agreed with the Terminal Representative before loading commences.
4. Loading In Coated Tanks
a. While making the stowage plan in addition to crosschecking with the Certificate of Fitness, coating compatibility also must be checked by chief officer and master in order to prevent any damage to coating in case of any incompatibility.
b. If the cargo is unfamiliar or information available is inadequate, request more information from the Operator / Company.
3.3 Loading plan
In order to prepare a loading plan and determine a berth rotation the Master of the vessel should keep close contact with the Operators, Operator's representative of the port, Company and agents. Enquire and check questions regarding any doubdts without hesitation, and advise the Chief officer who is responsible for making a loading plan of such information.
Before entering a port the Chief officer should prepare a loading plan for each berth and discuss with the Master and the Chief engineer. After obtaining Master’s approval, he should explain it to all members of the deck department including the second and third mates and highlight the key points of the plan.
He should also post such a stowage plan in a conspicuous place in the cargo control room and to be discussed with crew.
After entering into port and attending the conference with relevant parties and if the loading plan needs amendment or alteration the changes should be conveyed to the pertinent crewmembers in the same procedure as mentioned above, and displayed clearly in the CCR. The loading plan is prepared for a smooth, safe, secure and efficient cargo operation.
Regarding items which require special attention in conducting operations, particular care should be exercised in order to attract due attention by writing such matters with large letters in red ink.
Displays in the CCR should be large and clear taking full advantage of black and white boards.
The method of connecting jumper hoses, in particular, should be indicated by using illustrations and for instructing opening/closing of valves, valve identification numbers corresponding to those shown in the cargo diagram should be used.
3.4 Calculations
When the specific gravity / density of cargo, loading quantities and temperatures while loading has been ascertained, the vessel should calculate the final ullage of each tank and display them in the cargo control room.
An Ullage-Interface-Temperature (UTI) gauge is normally used for the final cargo calculations. Gauge height, Trim and List Corrections should be applied for as applicable. The calculations must allow for the weight of bunkers, fresh water and consumable stores on board. At the time of sailing and the daily consumption of these must be considered so that
Seasonal Zones.
3.5 PROCEDURES FOR REPORTING CARGO NON-CONFORMANCE
Ship / Shore Difference:
Cargo Shortages are of great concern to the supplier, cargo owner, vessel owner, and consignee. Documentation and proof of where the shortage has taken place are important. In many instances the problem is resolved by mutual agreement, however, in some cases claims end in court or arbitration.
Master is responsible for the accurate measurement of cargo placed on board vessel and for the delivery of the full quantity of cargo loaded as recorded on the Bill of Lading.
Cargo transfer quantities are always based upon measurement at shore-tank or by Shore meter unless specifically stated in the contract. Vessel is the only common factor at both the load and discharge port.
When the Bills of Lading figures differ from shore figures by more than 0.25%, the Master should issue a Letter of Discrepancy.
When the difference is greater than 0.3 %, the vessel shall re gauge all her tanks, including temperature measurement, using different set of thermometer as required and recalculate the cargo on board together with the nominated surveyor. The density provided by the surveyor should be confirmed. Drafts to be recorded as accurately as possible. After recalculation, if the difference still persists, the company should be contacted immediately and furthermore no documents will be signed/ acknowledged by the vessel unless approved by the company/ charterer’s.
Charterer’s requirements regarding protests for quantity loaded should always be complied with. A running record of ship / shore difference should always be kept. If no guidance in the matter of protests is given in the voyage orders, then the difference should be noted by a protest Letter on the Company’s form
Dead freight Claim
In the event that the shippers are unable to supply the quantity nominated,
dead freight claim is to be made in accordance with the Operators requirements. The claim should show the full details of calculation. The claim form is to be directly delivered to Shippers or via Agent as soon as it is known that the nominated quantity is not / will not be loaded.
There are instances when loading certain heated cargoes, where the load temperature of the cargo is less than that specified by Charterers in which case, the Charterers, Operators and
after receiving approval from Operators and Company. The same procedure is to be followed in case the load temperature is above the recommended.
In case of sensitive cargoes, parcels could be off-specification with regard to Quality i.e colour, NVM, flash point, Ultra Violet or other parameters. If any of the parcels is off-specs, then the results of the wall wash, analysis report should be relayed to Company and Operators. The P & I Club is also to be notified in consultation with company. A Letter of protest is to be lodged with the Shippers / Receivers. Another test should be performed on a different sample to ensure correctness of the readings. All further decision are to be made as per the advice of the local P&I Club, and recommendations of Company and Charterers. Accurately record following information:
a. All liquid present to be measured and recorded. b. Determine and record cargo temp in each tank.
c. Obtain and retain cargo samples from each tank for reference purposes. d. Obtain and record specific gravity or density of each product.
All further decisions are to be made as per the advice of the local P & I correspondent and recommendations of Company/ Charterer / Consignee.
Please note that some Charter Parties may stipulate very stringent conditions for protest, which may be lower than the above stipulated difference of 0.25% between ship/shore figures. In this case the allowance as stipulated in Charter Party must be adhered to.
3.6 MAXIMUM CARGO
The maximum cargo compatible with the Load Line Rules and the Charter Party must always be loaded.
Unnecessary quantities of bunkers and ballast are to be avoided.
Where it is necessary to load the ship to capacity to comply with voyage orders, care must be taken to load only the maximum quantity that the tanks can safely contain taking into account the load density of the tanks.
In general 98% capacity, at the maximum anticipated temperature, is to be used as the maximum volume to be loaded into any tank.
Minimum quantities of fresh water and stores should be carried to enable maximum dead-weight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable stores against the constant in the stability information and any stipulation in the Charter Party.
3.8 DENSITY OF WATER
On each occasion of loading the density of seawater is to be established from a sample taken in adequate time before completion of loading. Any necessary allowance should be calculated and its effect allowed for when calculating the completion ullages and quantities.
3.9 BALLASTING / DEBALLASTING OPERATION
When drawing the stowage plan, vessel should take into account ballasting for adjusting the vessel trim and list while loading. (Adjusting the trim and list during various operations at discharging and loading ports should be considered.)
Following general precautions should be observed:
a. Special attention to be paid to the decrease in ship’s stability caused due to slack tanks.
b. Ullages / Soundings should be checked at regular intervals especially prior to topping up, overflow must be avoided.
c. The officer in charge must ensure that all valves in the system are shut after each ballast operations.
When the stowage plan itself requires amendments because it is impossible/difficult to adjust the trim, list or draft by ballast, the vessel should report it to operator without delay in consultation with company to achieve the alternative stowage plan.
While planning for carriage of solidifying and high viscosity cargoes, special attention must be given during ballasting to avoid the contact of ballast water to the cargo tank top.
During loading, the deballasting must be planned in such a way to avoid the contact of ballast water to the cargo tank top. In case of partial loading, the ballast quantities in tanks adjacent to heated cargoes should be adjusted accordingly. While discharging, the planning of the ballsting is to be done in order to avoid the contact of ballast water to the cargo tank top. The above special ballast operations must be planned in advance and the ballasting/deballasting sequences to be pre-calculated in the loadicator with particular emphasis on free surface moments, trim, stability and stress calculations.
3.10 FLOW-CHART
When planning an actual cargo stowage, the flow charts on the following two pages should be followed and stowage plans meeting all the requirements in the flow-charts will result in compliance with the requirements of IBC or BCH code.
START
Intended loading plan
Correct the Intended Loading No No No No No No No YES YES YES YES YES YES YES END YES No
From next page
Check the key to conditions in IMO Fitness Certificate. Is the product listed on the COF
Check IBC Code requirements (Ch 17)
Toxicity
Compatibility with water
Cleanliness and cargo Loading history of
Cargo tanks Check the suitability
list between cargo and coating
Reactivity with Other cargoes
END START
Intended loading plan
Correct the Intended Loading No No No No No No YES YES YES YES YES YES YES No
Filling limits on heat Expansion of cargo
Filling limits on sloshing load in cargo tanks
General conditions such as draft trim and stability
Longitudinal strength Filling limits on design load of
cargo tanks
Restriction due to the ship’s Damage Stability
Ship’s condition after Loading/discharging at each
3.11.1 Reactivity with other cargoes
Chemicals belonging to certain families are known to react with those of other families when in contact with each other. Such reactions may generate toxic gases, heating of the liquids, overflow and rupture of the tanks, and fire and explosion as consequences. Eg: Sulphuric acid is incompatible with every reactive group, however compatible with certain Cargo groups.
Incompatible chemical cargoes must therefore be kept strictly separated from each other throughout the entire cargo containment and handling system, in order to avoid accidental mixing. Separation should be achieved by having two barriers between containment systems of the incompatible chemicals.
The most commonly used USCG compatibility guide, defines the criteria for incompatibility between two groups as –
“A mixture of two chemicals is considered hazardous, when, under specified test conditions, the temperature rise of the mixture exceeds 25 deg c or a gas is evolved”. The compatibility guide assigns each bulk chemical cargo to one of the 22 Reactive groups (Most reactive chemicals) and 14 Cargo groups (Less reactive chemicals). Whether cargoes within a pair of groups are incompatible is indicated in the Compatibility Chart. The footnotes at the bottom of the chart must always be consulted, as there are a number of exceptions to the chart.
To check compatibility of two cargoes, the following procedure should be followed. 1. Both cargoes should be traced in which chemical group they belong.
[Eg. Cyclohexanone belongs Group 18, KETONES]
2. Combination of cargo groups marked with "X" in the chart means not compatible with each other, so the cargoes belonging to the groups of combination respectively should be segregated by not stowing in tanks adjacent to each other. [Eg. Caustic and Alcohol, Acetone and EDA (ethylene diamine) etc.]
3. There are some exceptions to the Compatibility Chart which are shown in Exception to the Chart, the appendix I of the above regulation.
4. If two cargoes are categorized in group numbers between 30 throughout 43, both cargoes are compatible, therefore the chart need not be referred.
[Exp. Toluene (Group 32, AROMATIC HYDROCARBONS) is compatible with CTC (Carbon tetrachloride) (Group 36, HALOGENATED HYDROCARBONS)]
above regulation.
If the data sheets fail to provide necessary information, the master should defer loading the cargo until consultation with Operator / Owner has produced satisfactory assurance that the proposed segregation plan is safe.
3.11.2 Segregation from Other Tanks Loaded with Heated Cargoes
Heated cargoes should never be loaded adjacent to cargoes with self-reactivity such as polymerisation, decomposition, thermal instability, etc. Excessive heating of self-reactive cargoes will shorten the life of the stabilizing inhibitor resulting in progress of self-reaction and finally deterioration in quality.
It is advisable that stowage of heated cargoes adjacent to tanks containing poisonous cargo is avoided to minimize the possible release of poisonous cargo vapour onto cargo area.
It is also advisable that a cargo requiring heating is not stowed adjacent to cargo tank which contain a cargo of low boiling point because the excessive evaporation of the cargo will result in cargo loss and possible vapour hazard in cargo area.
A difference of 10oC between the boiling point of the non-heated cargo and the maximum temperature of the heated cargo stowed in an adjacent tank should be sufficient as a safe margin in planning adjacent stowage. This means; a heated cargo with maximum heating temperature less than 54.5oC may be stowed adjacent to methanol (boiling point = 64.5oC) when such stowage is inevitable.
Note: In consideration of the requirement of Paragraph 16.6.1 of IBC Code or equivalent of BCH Code, even if the heating temperature to be maintained is not so high which will make the cargo in adjacent tank self-react, Master should not stow the heated cargo adjacent to such cargo where there is a possibility of dangerous reactions like polymerisation, decomposition, thermal instability or evolution of gas, resulting from local over heating.
3.11.3 Segregation of cargoes reactive with water
The data sheet indicates possible dangerous reaction between chemical and water or moisture (water) which causes damage to the quality of some cargoes and to tank coating.
Cargo tanks loaded with the following cargoes must be segregated from the tanks loaded with water such as fresh water for tank-cleaning or clean sea water as heavy weather ballast, as any leakage of water into the cargo may cause hydrolysis of the cargo resulting in increased corrosivity.
Acetonitrile, Carbon tetrachloride, Dichloroethyl ether, Ethyl acrylate, Ethylene dichloride, Vinyl acetate, etc.
Those cargo tanks to be loaded with the cargoes which react dangerously with water should be completely cleaned and dried to eliminate any residual water. The pipelines and other associated fittings also need to be dried accordingly. The heating coils should be blown dry and blanked.
Note: Refer to Paragraph 15.16.2 of IBC Code or equivalent of BCH Code for carriage of cargoes reactive with water
3.12 LOADING LIMITATION OF CARGO
3.12.1 Filling Limits for Cargo Thermal Expansion
In calculating the ullage to which the tanks are to be loaded, due allowance must be made for temperature increases during the voyage either from climatic conditions or cargo heating. Excessive allowance must be avoided so that cargo is not shut out unnecessarily.
After allowing for expansion, a cargo tank should never be loaded beyond 98 % of its capacity.
Tanks carrying liquids at ambient temperature should be so loaded as to avoid the tank becoming full with liquid due to thermal expansion during the voyage with due regard to the highest temperature which the cargo may reach.
The highest temperature is to be determined with due consideration to the period season, route, etc. of the voyage and cargo loading condition in each case. "Liquid-full" means a tank to be full of cargo upto the openings of tank top i.e. vent pipes at the highest temperature.
There should be a certain volume of remaining vacant space in the cargo tanks above the cargo surface to accept the thermal expansion of the cargo after loading.
Trim of Vessel in expected loaded conditions is to be taken into consideration. For applying the aforesaid requirement, an error of measurement of the liquid level is to be taken into account.
The cargo tanks can be loaded up to a liquid level corresponding to the maximum filling ratio obtained from the following formula.
Max. Filling ration (% full) = 100 (1 - R x ΔT) - S where;
ΔT: Expected maximum temperature rise (oC) S : Safety margin, usually 2% of capacity
Under no circumstances should "shore stop" to be accepted when the final ullage of a cargo tank is likely to be smaller than the ullage calculated by the above formula. 3.12.2 Filling Limits for Cargo Tank Design Specific Gravity
In addition to the precaution in the preceding Paragraph 3.13.1 determining the filling limits, it is necessary to take into account the correction between the design specific gravity (DSG) of the cargo tanks and the specific gravity (SG) of the cargo loaded. Max. Filling limit can be calculated by the following formula.
Max. Filling ratio (% full) = DSG / SG x 100 Example of calculation
DSG - 1.4
SG = 1.48 (Chloroform)
Then filling ration is 1.4 / 1.48 x 100 = 94.6%
3.12.3 Filling Limits for Sloshing Strength of Cargo Tank (If applicable as per Loading/Stability Manual)
In general, partial loading between 20% and 80% of filling ratio is prohibited to avoid an excessive sloshing load in the tank structure.
However, if partial loading is involved in the intended plan, cargoes should be loaded to the extent of a safe loading percentages as determined after referring to the sloshing calculation shown on Vessel's Loading Operation Manual.
Greater the SG, bigger the effect of sloshing on vessel's structure.
3.13 DAMAGE STABILITY CHARACTERISTIC
1. The damage stability characteristics of Vessel must be understood, and there must be evidence that the damage stability has been evaluated for the present and previous voyages.
2. When chemicals specified in BCH / IBC code are about to be loaded, it must be confirmed that the intended stowage plan has a sufficient survival capability in
sufficient survival capacity can be permitted.
3. The damage stability calculation is based on the Section 2 "Ship Survival Capability and Location of Cargo Tanks" of the IBC Code or equivalent of BCH Code. For detailed method of calculation, refer to Vessel's Damage Stability Manual or the like kept on board.
In the manual, assessment of damage stability by the allowable maximum KG method is generally used, which enables Master to assess the damage stability easily.
3.14 STABILITY AND STRESS
TRIM AND STABILITY, P & A MANUAL
In accordance with regulations all vessels are supplied with a Trim and Stability manual approved by the Flag administration or the Classification Society, which indicates the various conditions of loading and ballasting with weight distribution structure resulting in the minimum stress being imposed on the Hull structure. It also gives ballast distributions for arrival, departure and light ship conditions, and contains full deadweight, stability, capacity and hydrostatic particulars.
All tankers have a tendency to sag in the fully laden condition, and hog in the light condition. If these tendencies are further aggravated by the unsatisfactory distribution of cargo, bunkers or ballast, unnecessary stresses will be put on the structure of the vessel. This effect is cumulative and if made a regular practice can result in structural failure.
In order to reduce stresses to a minimum, weight distribution for various conditions of loading are detailed in the manual and verified by the stress and stability indicators (Loadicator) are to be followed.
In accordance with regulations all vessels are supplied with an approved P & A Manual which states all procedure to be followed and arrangements of the equipment and pipe lines for the cargo operation.
Where a computerized calculation system is provided on Vessel, the system should be checked at frequent intervals against the typical conditions as detailed in the trim and stability book, any discrepancies must be notified to Company.
Vessel should keep evidence that a stress and stability calculation has been made for the current voyage and cargo operation. This may be in either written form or may be stored in the computer. There should also be evidence that this procedure is in common use.
