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
[email protected] 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 suggestions and ideas that might assist our efforts to provide you with the best education possible. Once again, on beha lf of our faculty and staff, I welcome you to SP, and wish you a successful and enjoyable experience. For any fe edback about us, feel free to drop us an e-mail at
[email protected] or call us at 6772 1288.
Best rega rds,
Sure? Punjab i Director, PACE Academy Singapore Polytechnic
SMA
Singap·ore Maritime Academy
SINGAPOR E POLYTECHNfC
BASIC TRAINING IN OIL, CHEMICAL AND GAS TANKER CARGO OPERATIONS (AS PER IMO MODEL COURSE 1.01
Ver 1.0/July 2014
and 1.04)
Singapore Maritime Academy
SMA
Singapore Maritime Academy SfN:GAPORE POLYTECHN IC
BASIC TRAINING IN OIL AND CHEMICAL TANKER CARGO ·OPERATIONS {AS PER IMO MODEL COURSE 1.01)
Ver 1.0/July 2014
Singapore Maritime Academy
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
Ver 1.0/July 2014
Singapore Maritime Academy
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.
Ver 1.0/July 2014
Singapore Maritime Academy
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 _ _ _ __ _ _
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6. The term ina l's fi re-fight ing equipment is positioned and ready for immediate use.
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8. The te rminal's ca rgo and bunker ho·ses or arms are in good cond ition, 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 .
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effectively plugged and drip trays are in posi ti on and empty.
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11. Tempora rily removed scupper plugs w il l be cons tantly mon itored.
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12. Shore spil l conta inment and sumps are correctly managed .
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7 . The ship 's cargo and bunker hoses, pipel ines and man ifo lds are in good co ndition , proper ly rigged and appropriate for the service intended.
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13. The sh ip's unused ca1·go and bunker 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.
© ICS/OCIMF/IAPH 2006
System: Backup System :
4 . Emergency towing-off pen nants are correctly rigged and positio ned .
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15 . All cargo, bal last and bunker tank lids are closed .
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17. All external doors, ports and windows in the accommodation, stores and machi nery spaces are closed . Engi ne room vents may be open.
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conten t of 8% or less by volume. ,.
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22 . There is an effective deck watch in attendance on board and adeq uate supervision of operatio ns on the ship and in the terminal.
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23. There are sufficient personnel on board and ashore to deal with an emergency.
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24 . The proced ures for cargo, bunker and ballast handling have been agreed .
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25. The emergency signal and shutdown procedure to be used by the ship and shore have been explained and understood . 26 . Material Safety Data Sheets (MSDS) for the cargo transfer have been exchanged where req uested.
© ICS/OCIMF/IAPH 2006
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369
INTERNATI ONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS
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28 . A n Internationa l Shore Fire Connectio n has been provided .
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29. T he ag reed tank venti ng system wi ll
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Smoking rooms have been identified and smokin g requirements are being observed .
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40 . Fixed VHF/UH F transceivers and AIS equipment are on the correct power mode or switched off.
41. Portab le VHF/UHF transceive1·s are of an approved type .
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observed .
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connected, operating parameters have been agreed.
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The req uirements for closed operations have been ag reed .
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© ICS/OCIMF/IAPH 2006
Nominated smoking rooms:
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H2 S Content:
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27. The hazard s associated wi th toxic
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47 . There is provision for an emergency escape. 48. The maximum wind and swel l criteria for operations have been agreed .
Stop cargo at:
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Disconnect at: Unberth at:
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46 . Measures have been taken to ensure sufficient mechanica l venti lation in the pumproom .
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45. Positive pressure is being maintained inside the accommodation, and air conditioning intakes, which may permit the entry of cargo vapours, are closed.
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between the Ship Security Officer and the Port Facility Security Officer, if appropriate.
50. Where appropriate, procedures have been ag reed for receiving nitrogen supplied from shore, either for inerting or purging ship's tanks, or for line clearing into the ship. ~.
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If the ship is fitted, or is required to be fitted, with an inert gas system (!GS) the following statements should be addressed: ..
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51 . The IGS is fu lly operationa l and in good working order.
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52. Deck sea ls, or equivalent , are in good working order.
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53. Liquid levels in pressure/vacuum breakers are correct.
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54. The fixed and portable oxygen analysers have been ca librated and are working properly.
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55. All the individual tank IG valves (if fitted) are correctly set and locked.
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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
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co ntained in the approved COW manual, has been satisfactorily completed .
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58 . The COW check-lists for use before,
d uring and after COW, as contained in the app roved COW manua l, are availab le and being used .
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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~
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59. Tank cleaning operations are
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p lanned during the ship's stay a longside the shore installation .
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61. Permission has been gra nted fo r gas freeing operations.
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* 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.
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2. A manufacturer's inhibitio n certificate, where applicable , has been provided.
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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 .
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4. Countermeasures against accidental personal contact with the cargo have been agreed. 5. The cargo handling rate is compatible w ith the automatic shutdown system, if in use.
A
6. Cargo system gauges and a larms are correctly set and in good order.
372
© ICS/OCIMF/IAPH 2006
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 .
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9. Transfer hoses are of suitable material , resistant to the action of the products being handled . p
10. Cargo handling is being performed w ith the permanent installed pipeline system .
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11. Where appropriate, procedures have been agreed for receiving nitrogen supp lied from shore, either for inerting or purging ship's tanks , or for line clearing into the ship.
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Part 'D' - Bulk Liquefied Gases - Verba l Verification ~~\., _"'f~-.-:;~~-~-· ,._
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1. Material Safety Data Sheets are available giving the necessary data for the safe hand ling of the cargo.
2. A manufacturer's inh ibition certificate, where applicable, has been provided.
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3. The water spray system is ready for immediate use. 4. There is sufficient suitable protective equ ipment (including se lf-contained breathing apparatus) and protective clothing ready for immediate use.
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5 . Hold and inter-barrier spaces are properly inerted or filled with dry air, as required.
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6. All remote control valves are in working order.
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7. The required cargo pumps and compressors are in good order, and the maximum working pressu res have been agreed between ship and shore.
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8 . Re-liqu efacti on or boil-off con trol eq uipment is in good order.
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© ICS/OCIMF/I APH 2006
373
lf\ITERf\!ATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMI NALS
.
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9. The gas detection equipment has
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been properly set for the cargo, is calibrated, has been tested and inspected and is in good order,
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10. Cargo system gauges and alarms
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are correctly set and in good order.
-~ 11. Emergency shutdown systems have been tested and are working properly.
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12. Ship and shore have informed each other of the clos ing rate of ESD valves, automatic valves or simi lar devices.
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between ship and sho re on the maximum/minimum temperat'ures/ pressures of the cargo to be handled .
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13. Informatio n has been exchanged
14. Cargo tanks are protected against inadvertent overfi lli ng at all times while any cargo operations are in progress.
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15. The compressor room is properly ventilated, the electrical motor room is properly pressurised and the alarm system is working.
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16. Cargo tank relief va lves are set
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correct ly and actual relief valve settings are clearly and visib ly displayed . (Record settings below.)
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Tank Nos
Tank No 1 Tank No 2
374
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Tank No
31
Tank No
41
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Tank No 8
Tank No
61
Tank No 9
Tank No
71
Tank No 10
© ICS/OCIMF/IAPH 2006
I
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 _ _ _ _ _ _ _ _ _ _ _ _ _ __
376
© ICS/OCIMF/IAPH 2006
. 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 ........... .......... .... . :.... ......... .... ...... ... .... ................... ....................... ..
Yes I No
Has enclosed space entry permit been issued?
Reason if 'No' ............................................................................................................ ..
Description of hot work .. .......... ... ............ .. ........... : ................... .......... ........................ ..
Personnel carrying out hot work ... ........... ............. .. ............... ........ .............. .. ...... ........ .
Person responsible for hot work .......... ......... .... ...... .. .... ............ ....... ......... ................... .
Person responsible for safety ...................................................................................... .
• 1.1
SECTION 1 Has the hot work area been checked with a combustible gas indicator for hydrocarbon vapours?
Yes I No
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 gas indicator for hydrocarbon vapours?
2.2
Has the equipment or pipeline been gas freed?
2.3
Has the equipment or pipeline been blanked?
2.4
Is the equipment or pipeline free of liquid?
2.5
Is the equipment isolated electrically?
2.6
Is the surrounding area safe?
2.7
Is additional fire protection available?
2.8
Special conditions/precautions
Yes I No Yes I No Yes I No Yes I No Yes I No Yes I No Yes I No
-
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) (b) (c)
Starting/finishing time must not exceed the Authorised Signatories'/Responsible Officer's working hours. Specific location of hot work to be given. 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 ..... ... ..... ........ ...... .. ......... ... ......................................................... .
Yes I No
Has enclosed space entry permit been issued?
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
1.3
The equipment/pipeline has been isolated as follows: Lines Blanked:
Yes I No
Lines Disconnected:
Yes I No
Valves Closed:
Yes I No
Other: ...... ...... .... .. ... .... ..... .. ...... .
Is equipment free from : Oil: Yes I No Pressure:
Gas: Yes I No
Steam: Yes I No
Yes I No Yes I No
1.4
Is surrounding area free from hazards?
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:
ISGOTT
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).
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: Readings
(See Note 2)
Oxygen .... ........ .... ... % vol (21%) Hydrocarbon .. ..... .... % LFL (Less than 1%) Toxic Gases ............ ppm (specify gas & PEL)
IS GOTI
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?
(See Note 3)
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
Emergency·and 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
0= -
1. Product and company identification
;
.:._·
Mississippi Canyon 252 Weathered Crude Oil (Louisiana Light Sweet Crude)
Product name
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 INFORMATION :
1 (800) 447-8735 Outside the US: +1 703-527-3887 (CHEMTREC)
EMERGENCY SPILL INFORMATION:
1 (800) 424-9300 CHEMTREC (USA)
OTHER PRODUCT INFORMATION
1 (866) 4 BP - MSDS (866-427-6737 Toll Free - North America) email:
[email protected]
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 . Skin contact. Eye contact. Inhalation. Ingestion.
Routes of entry 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 Light Sweet Crude) Version 3
Date of issue 06/28/2010.
Format US-COMP (US-COMP)
0000003277
Page: 1/7
Language ENGLISH. (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 product
May be combustible at high temperature.
Flash point
Closed cup: >93°C (>199.4°F) ESTIMATED.
Fire/explosion hazards
May be combustible at high temperature.
Unusual fire/explosion hazards
None identified.
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 products
Combustion products may include the following: 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 Avoid material runoff and contact with soil, waterways, drains and sewers .
Environmental precautions
Contact Gulf of Mexico Response: Environmental hotline and to report oiled shoreline: +1 866.448.5816 Personal protection in case of a large spill
Safety glasses with side shields or chemical goggles. Tyvek protective suit. Rubber boots. 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 Light Sweet Crude) Version 3
Date of issue 06/28/2010.
Format US-COMP (US-COMP)
0000003277
Page: 217
Language ENGLISH. (ENGLISH)
Large spill
Contact Gulf of Mexico Response: Environmental hotline and to report oiled shoreline: +1 866.448.5816
Small spill
Contact Gulf of Mexico Response: Environmental hotline and to report oiled shoreline: +1 866.448.5816
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.
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code Light Sweet Crude) Version 3
Date of issue 06/28/2010.
Form at US-COMP (US-COMP)
0000003277
Page: 3/7
Language ENGLISH. (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: >93°C (>199.4°F) ESTIMATED.
Specific gravity
<1 [Water= 1]
Solubility
insoluble in water.
10. Stability and reactivity Stability and reactivity
The product is stable.
Possibility of hazardous reactions
Under normal conditions of storage and use, hazardous reactions will not occur.
Conditions to avoid
Avoid all possible sources of ignition (spark or flame). Avoid excessive heat.
Incompatibility with various substances
Reactive or incompatible with the following materials: oxidizing materials.
Hazardous decomposition products
carbon oxides (CO, C02) (carbon monoxide, carbon dioxide) 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
Crude oil
3
NTP
OSHA
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.
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code Light Sweet Crude) Version 3
Date of issue 06/28/2010.
Format US-COMP (US-COMP)
0000003277
Page: 4/7
Language ENGLISH. (ENGLISH)
Medical conditions aggravated by overexposure
Individua ls with preexisting disease of the skin may be ·at increased risk from exposure to this chemical.
12. Ecological information Ecotoxicity No testing has been performed by the manufacturer.
13. Disposal considerations 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.
Waste information
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 information
UN number
Proper shipping name
Class
Packing group
Additional information
DOT Classification
---
Proper classification to be determined at the time of shipment
-----
-
-
TOG Classification
---
Proper classification to be determined at the time of shipment
---
-
-
IMDG Classification
---
Proper classification to be determined at the time of shipment
---
-
-
IATAJICAO Classification
----
Proper classification to be determined at the time of 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
Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code Light Sweet Crude) Versi on 3
Date of issue 06/28/2010.
Format US-COMP (US-COMP)
0000003277
Page: 5/7
Language ENGLISH . (ENGLISH)
Form R - Reporting requirements
This p·roduct does not contain any hazardous ingredients at or above regulated thresholds.
Supplier notification
This product does not contain any hazardous ingredients at or above regulated thresholds.
CERCLA Sections 102al103 Hazardous Substances (40 CFR Part 302.4):
CERCLA: Hazardous substances.: Naphthalene: 100 lbs. (45.4 kg);
State regulations Massachusetts Substances
The following components are listed: Petroleum Crude Oil
New Jersey Hazardous Substances
The following components are listed: Petroleum distillates,
Pennsylvania RTK Hazardous Substances
The following components are listed: PETROLEUM
California Prop. 65
WARNING: This product contains a chemical known to the State of California to cause cancer. Naphthalene ·
Petroleum Crude Oil
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 {PICCS)
All components are_listed or exempted .
16. Other information Label requirements
WARNING ! CAUSES EYE AND SKIN IRRITATION.
• 2 Health Flammability 2 Physical 0 Hazard Personal protection
HMIS® Rating
National Fire Protection Association (U.S.A.)
x
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 Product name Mississippi Canyon 252 Weathered Crude Oil (Louisiana Product code Light Sweet Crude) Version 3
Date of issue 06/28/2010.
Format US-COMP (US-COMP)
0000003277
Page: 6/7
Language ENGLISH. (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 Light Sweet Crude) Version 3
Date of issue 06/28/20 10.
Format US-COMP (US-COMP)
0000003277
Page: 717
Language ENGLISH . (ENGLISH)
Material Safety Data Sheet Jet Fuel NFPA:
HMIS Ill:
Flammability
HEALTH
- = -- - = ----' j
I
I
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TESORO
Specific Hazard
-
1111 2
I
.'.,
>'
L • .; .
O= Insignificant, 1 = Slight, 2 = Moderate, 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; JP4; JP-5; JP-8, Av-Jet, 888100004452
MSDS Number
888100004452
Product Use Description
Fuel
Company
For: Tesoro Refining & Marketing Co. 19100 Ridgewood Parkway, San Antonio, TX 78259
Tesoro Call Center
{877) 783-7676
Version .
Chemtrec (Emergency Contact)
2.12
{800) 424-9300
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 ~
1NE1&i:RM~
="-'..o:...:.;=::::...,.::;.=""-
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.=~==c.;;.,:"-""'::..:::.,."""'=.::.:.,...;~c.:.;...:=-"~"-==""""
CAS-No . .
. Comp:Onenf Kerosene (petroleum)
Weight%
8008-20-6
100%
91 -20-3
Oto3%
Ethyl Benzene
100-41-4
Oto 1%
Trimethy Benzene
95-63-6
Oto
Ethyl Benzene
100-41-4
Oto 1%
Diethylene Glycol Monomethyl Ether
111-77-3
Oto 0.15%
NIA
Oto 15%
Naphthalene
Alkyl Dithiothiadiazole
1%
~~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 fighting
Fire Hazard. Do not use a solid water stream as it may scatter and spread fire. 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 for fire-fighters
Firefighting activities that may resu lt in potential exposure to high heat, smoke or toxic by-products of combustion should require NIOSH/MSHA- approved pressuredemand 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 fire and explosion
Hydrocarbon liquids including this product can act as a non-conductive flammable 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 areas and containers
Keep away from flame, sparks, excessive temperatures and open flame. Use 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
OSHAZ1
Naphthalene
91 -20-3
PEL
10 ppm
50 mg/m3
Ethyl Benzene
100-41 -4
PEL
100 ppm
435 mg/m3
Naphthalene
91-20-3
TWA
ACGIH
. CAS-No.
Type:
Value
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 (conductivity can be reduced by environmental factors such as a decrease in temperature)
Diesel Fuel Oils at terminal load rack: At least 25 pS/m Ultra Low Sulfur Diesel (ULSD) without conductivity additive: O pS/m to 5 pS/m ULSD at terminal load rack with conductivity additive: At least 50 pS/m but conductivity may decrease from environmental factors such as temperature drop. 150 pS/m to 600 pS/m JP-8 at terminal load rack:
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 products
Risk of explosion. In case of fire hazardous decomposition products may be 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 Acute oral toxicity: LD50 rat Dose: 2,001 mg/kg
91-20-3
Naphthalene
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 information
Release of this product should be prevented from contaminating soil and water and 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: 91-20-3
Naphthalene
Toxicity to algae: EC50 Species: Dose: 33 mg/I Exposure time: 24 h
[ifmil&it!~Ql§it~~: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 UN-No. Class Packing group
Fuel, aviation, turbine engine 1863 3
Ill 718
jToG Proper shipping name UN-No. Class Packing group
Fuel, aviation, turbine engine UN1863
3 Ill
IATA Cargo Transport UN UN-No. Description of the goods Class
I J
I I
I
Packaging group !CAO-Labels Packing instruction (cargo aircraft) Packing instruction (cargo aircraft)
UN1863 Fuel, aviation, turbine engine 3
Ill 3 366
Y344
IAT A Passenger Transport
I I J
I I
UN UN-No. Description of the goods
UN1863 Fuel, aviation, turbine engine
Class
3
Packaging group ICAO-Labels Packing instruction (passenger aircraft) Packing instruction (passenger aircraft)
Ill
3 355 Y344
IMDG-Code UN-No. Description of the goods Class Packaging group IMDG-Labels Ems Number Marine pollutant
UN 1863 Fuel, aviation, turbine engine
3 Ill 3 F-E S-E 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 Prepared by
GWUmbH 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 Synthetic/Analytical chemistry.
Product use
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. 001045
Synonym
MSDS# Date of Preparation/ Revision
5/5/2014.
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 aggravated by overexposure
Pre-existing disorders involving any target organs mentioned in this MSDS as being at risk may be aggravated by over-exposure to this product.
See toxicological information (Section 11)
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Page: 117
IPropane !section 3. Composition, Information on Ingredients Name Propane
CAS number % Volume 74-98-6 . 100
Exposure limits ACGIH TLV (United States, 3/2012). TWA: 1000 ppm 8 hours. NIOSH REL (United States, 1/2013). TWA: 1800 mg/m 3 10 hours. TWA: 1000 ppm 10 hours. OSHA PEL (United States, 6/2010). TWA: 1800 mg/m 3 8 hours. TWA: 1000 ppm 8 hours. OSHA PEL 1989 (United States, 3/1989). TWA: 1800 mg/ni 3 8 hours. TWA: 1000 ppm 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 Inhalation
Try to warm up the frozen tissues and seek medical attention.
Ingestion
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. As this product is a gas, refer to the inhalation section .
!section 5. Fire-fighting measures Flammability of the product
Flammable.
Auto-ignition temperature Flash point
450°C (842°F) Closed cup : -104°C (- 155.2°F). Open cup : -104°C (-155.2°F) .
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 presence of various substances
Extremely flammable in the presence of the following materials or conditions : open flames, sparks and static discharge and oxidizing materials.
Fire-fighting media and instructions
In case of fire, use water spray (fog), foam or dry chemical. 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 equipment for fire-fighters
Build 1.1
Fire-fighters should wear appropriate protective equipment and self-contained breathing apparatus (SCBA) with a full face-piece operated in positive pressure mode.
Page: 2!7
I
!Propane
~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
Skin
Respiratory
Hands
Personal protection in case of a large spill
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. 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. 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 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. Self-contained breathing apparatus (SCBA) should be used to avoid inhalation of the product.
Product name propane
Bui ld 1. 1
ACGIH TLV (Un ited States, 3/2012). TWA: 1000 ppm 8 hours. NIOSH REL (Un ited States, 1/2013). TWA: 1800 mg/m3 10 hours. TWA: 1000 ppm 10 hours. OSHA PEL (United States, 6/2010). TWA: 1800 mg/m3 8 hours. TWA: 1000 ppm 8 hours. OSHA PEL 1989 (United States, 3/1989).
Page: 3!7
I
Propane
TWA: 1800 mg/m 3 8 hours. TWA: 1000 ppm 8 hours. 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 Melting/freezing point
-161.48°C (-258.7°F) -187.6°C (-305.?°F) 96.55°C (205.8°F)
Critical temperature Vapor pressure
109 (psig)
Vapor density Specific Volume (ft 3/lb) Gas Density (lb/ft 3 )
1.6 (Air= 1) 8.6206 0.116 (25°C 177 to °F)
ISection 10. Stability and reactivity Stability and reactivity
The product is stable.
Incompatibility with various substances Hazardous decomposition products
Extremely reactive or incompatible with the following materials: oxidizing materials. Under normal conditions of storage and use, hazardous decomposition products should 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 Propane IDLH Chronic effects on humans
Other toxic effects on humans Specific effects Carcinogenic effects Mutagenic effects Reproduction toxicity
Result LC50 Inhalation Gas. 2100 ppm
Species
Dose
Exposure
Rat
>800000 ppm
15 minutes
May cause damage to the following organs: the nervous system , heart, central nervous system (CNS). No specific information is available in our database regarding the other toxic effects of this material to humans.
No known significant effects or critical hazards. No known significant effects or critical hazards. No known significant effects or critical hazards.
Section 12. Ecological information Aquatic ecotoxicity Not available. Products of degradation Environmental fate
Products of degradation : carbon oxides (CO, C0 2 ) and water. Not available.
Environmental hazards
This product shows a low bioaccumulation potential.
Toxicity to the ·environment
Not available.
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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 information ·
UN number
Proper shipping name
Class
Packing group
DOT Classification
UN1978
PROPANE
2.1
Not applicable (gas).
Label
+
Additional information 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).
+
I
Exi;ilosive Limit and Limited Quantiti: Index 0.125 ERAP Index 3000 Passenger CarQling Shi!;! Index 65
I
Passenger Car!jling Road or Rail Index Forbidden Sgecial i;irovisions 29,42 Mexico Classification
Bui ld 1. 1
UN1978
PROPANE
2.1
Not applicable (gas) .
+
-
Page: 517
I
Propane
"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
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 .
Clean Air Act (CAA) 112 regulated flammable substances : propane
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
Build 1.1
Class A: Compressed gas. Class B-1: Flammable gas.
Page: 617
JPropane
Hazardous Material Information System (U.S.A.)
National Fire Protection Association (U.S.A.)
Flammability Health
Instability Special
Other special considerations
The information below is given to call attention to the issue of "Naturally occurring 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
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MATERIAL SAFETY DATA SHEET
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SECTION I: PRODUCT IDENTIFICATION NORTHWEST NATURAL GAS COMPANY NATURAL GAS PRODUCT NAME: 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] [ICC] [IATA] CARGO: PASSENGER:
Flammable gas, UN1971 (if liquefied, UN1972). Flammable gas, RED LABEL, limit 300 lb. Flammable gas, RED LABEL. Limit 140 KG. NOT ACCEPTABLE.
NFPA RATING (Health-Flammability-Reactivity):
1 - 4 - 0 [GAS].
CHEMICAL FAMILY:
Paraffin (saturated) hydrocarbons and inert gases.
CHEMICAL FORMULA:
Not applicable. Product is a mixture.
CHEMICAL ABSTRACTS SERVICE (CAS)#: .
68410-63-9
3 - 4 - 0 [LIQUID].
SECTION II : COMPONENTS AND HAZARDS COMPONENT Methane Ethane Propane i-Butane n-Butane i-Pentane n-Pentane n-Hexane Carbon Dioxide Nitrogen t-Butyl Mercaptan Methyl Ethyl Sulfide Hydrogen Sulfide
FORMULA CH4 C2H6 C3Hs C4H10 C4H10 CsH12 CsH12 CsH14
C02 N2 C4H10S C2HsS H2S
CAS NO. 74-82-8 74-84-0 74-98-6 75-28-5 106-97-8 78-78-4 109-66-0 110-54-3 124-38-9 7727-37-9 75-66-1 624-89-5 . 7783-06-4
VOL% (TYP.) TLV (PPM) 93.5 N/A N/A 3.8 1.0 1,000 NIA 0.1 0.1 800 <0.1 350 600 < 0.1 < 0.1 50 0.3 10,000 [OSHA] N/A 1.2 < 30 ppm N/A < 3 ppm 40,250 < 5 ppm 10
DOT# UN1971 UN1035 UN1978 UN1969 UN1011 UN1265 UN1265 UN1208 UN1013 UN1066 UN2347 UN1993 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):
-182.6°C (-296.?°F)
BOILING POINT (760 mm Hg):
-161.5°C (-258.7°F)
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 60°F, 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
-306°F (-188°C)
AUTOIGNITION TEMPERATURE:
1,004°F (540°C)
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 mouthto-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:_ _ _ _ _ _ _ _ _ _ __ (W. T. Amies) DATE:
11/07/02
TITLE:
CHIEF CHEMIST
A,1t1eenheatGas REFERENCE
· - MSDS FOR LIQUEFIED NATURAL GAS
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
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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 Product Use Company Name Address Telephone Fax Emergency No
Liquefied Natural Gas Wesfarmers Kleenheat Gas Pty Ltd (ABN 40 008 679 543) Campus Drive (off Murdoch Drive) Murdoch, W estem Australia, 6150 132 180 08 9312 9833 1800 093 336
2. COMPOSITION / INFORMATION ON INGREDIENTS Ingredient CASNumber OSHA Name PEL 74-82-8 Methane NIA* Ethane 74-84-0 NIA* 124-38-9 Carbon Dioxide 5000 oom * None established by OSHA or ACGIH.
ACGIH TLV
ACGIH (STEL)
NIA* NIA* 5000 oom
NIA* NIA* 30,000 ppm
Concentration (%by weight) 85-90 4-5 1-5
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: Skin: NO Eyes: NO Eyes
Inhalation: YES
Ingestion: NO
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 REFERENCE
MSDS FOR LIQUEFIED NATURAL GAS
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 40°C). 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 · REFERENCE
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.
.
~
-
MSDS FOR LIQUEFIED NATURAL GAS
5. FIRE FIGHTING MEAS.URES FLAMMABLE PROPERTIES: Flashpoint Method Extremely Flammable gas Auto ignition Point 482-632°C 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 88°C 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.
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1',KteenheatG~ REFERENCE
MSDS FOR LIQUEFIED NATURAL GAS
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 selfcontained 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 -162°C Vapour Pressure 40 atm. @ -86°C Vapour Density (air= 1) 0.6 Specific Gravity (H20 = 1) 0.4 @ 164°C Solubility (H20) 3.5%
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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
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A.KteenheatGas
MSDS FOR LIQUEFIED NATURAL GAS
REFERENCE
15. REGULATORY INFORMATION Refer to:
PROMS507
AS 3961 NFPA57
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Page 7 of7
. --, -·.-.--
P-4598-F
Product: Ethylene
Date: December 2009
Praxair Material Safety Data Sheet . 1. Chemical Product and Company Identification Product Name: Ethylene (MSDS No. P-4598-F) Chemical Name: Ethylene Chemical Family: Alkene Telephone:
Emergencies: CHEMTREC: Routine:
1-800-645-4633* 1-800-424-9300* 1-800-PRAXAIR
Trade Names: Eth lene Synonyms: Ethene, elayl, acetene, bicarburetted hydrogen, olefiant gas, refrigerant gas R1150 Product Grades: 1.85, 2.5, Polymer - 3.0, Research - 5.0 Company Name: Praxair, Inc. 39 Old Ridgebury Road 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. All rights reserved . A verlica/ line in the left margin indicates revised or new material.
Page 1of10
Product: Ethylene
P-4598-F
Date: December 2009
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 Ethylene *The symbol > means "greater than."
CAS NUMBER 174-85-1
CONCENTRATION 1>99%*
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 - · - --
· Product: Ethylene
P-4598-F
Date: December 2009
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 . 125°F (52°C). 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 selfcontained 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 explosionproof. Storage areas must meet national electric codes for Class 1 hazardous areas. Store only where temperature will not exceed 125°F (52°C). Store full and empty cylinders separately. Use a first-in, first-out inventory system to prevent storing full cylinders for long periods.
Page 3of10
Product: Ethylene
P-4598-F
Date: December 2009
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 Ethylene *N.E.-Not Established.
OSHA PEL N.E.*
ACGIH TLV-TWA 2009 200 ppm
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: ODOR: ODOR THRESHOLD: PHYSICAL STATE: pH: MELTING POINT at 1 atm: BOILING POINT at 1 atm: FLASH POINT (test method): EVAPORATION RATE (Butyl Acetate= 1): FLAMMABILITY:
Colorless gas Faint, sweet, musty odor. Not available. Gas at normal temperature and pressure Not applicable. -272.45°F (-169 .14°C) -154.62°F (-103.68°C) -213°F (-136.1°C) TCC Not applicable. Flammable
Page 4of10
P-4598-F
Product: Ethylene
FLAMMABLE LIMITS IN AIR, % by volume: VAPOR PRESSURE at 68°F (20°C): VAPOR DENSITY at 32°F (0°C) and 1 atm: SPECIFIC GRAVITY (H 2 0 1) at 19.4°F (-7°C): SPECIFIC GRAVITY (Air = 1) at 32°F (0°C) and 1 atm: SOLUBILITY IN WATER, vol/vol at 32°F (0°C) and 1 atm: PARTITION COEFFICIENT, logKOW: noctanol/water: AUTOIGNITION TEMPERATURE: DECOMPOSITION TEMPERATURE: PERCENT VOLATILES BY VOLUME: MOLECULAR WEIGHT: MOLECULAR FORMULA:
=
Date: December
LOWER: 2.7% UPPER: Not available. 0.0787 lb/ft3 (1.261 kg/m 3 ) Not applicable.
2009
36%
0.978 0.26 1.13 842°F (450°C) Not available. 100 28.05
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 ozonedepleting chemicals. ·
13. Disposal Considerations WASTE DISPOSAL METHOD: Do not attempt to dispose of residual or unused quantities. Return cylinder to supplier.
Page 5of10
Product: Ethylene
P-4598-F
Date: December 2009
14. Transport Information DOT/IMO SHIPPING NAME: Ethylene HAZARD PACKING IDENTIFICATION 2.1 GROUP/Zone: NA NUMBER: UN1962 CLASS:
PRODUCT 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
Product: Ethylene
P-4598-F
Date: December 2009
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
Product: Ethylene
P-4598-F
Date: December 2009
HAZARD RATING SYSTEMS: NFPA RATINGS: HEALTH FLAMMABILITY INSTABILITY SPECIAL
HMIS RATINGS:
=2 =4 =2
=1 HEALTH =4 FLAMMABILITY PHYSICAL HAZARD = 3
= None
STANDARD VALVE CONNECTIONS FOR U.S. AND CANADA: CGA-350 THREADED: 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 P-1
SB-2 V-1
Safe Handling and Storage of Compressed Gases Safe Handling of Compressed Gases in Containers Oxygen-Deficient Atmospheres Compressed Gas Cylinder Valve Inlet and Outlet Connections Handbook of Compressed Gases, Fourth Edition
Page 8of10
Product: Ethylene
P-4598-F
Date: December 2009
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
Product: Ethylene
P-4598-F
Date: December 2009
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: 1800-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
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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
Coastal
< 55,000
<= 180m
Aframax
75,000120,000
Approximately 230m-245m
Suezmax
120,000169,999 170,000319,999
Approximately 225m-285m
VLCC
320,000550,000
ULCC
Ver 1.0 I July 2014
rl( JIoJ1Ao(Jl 5llpplJ
l).e.i~-tl
.
Approximately 300m-470m
Brief descriptions
Usually for the carriage of chemicals and D< LOI>\ petroleum products and is rare for crude P ~ ( l ) ]kH? Lu1.1 spa J. ~ 1 oil carriage. Favourable size, to serve most ports in the world and just perfect for short to medium haul crude oil transportation. j)< I S ~IASize where maximum cross-sectional area enable it to pass through the Suez Canal. D• . I Able to carry huge amount of crude oil in a single trip. Known as Supertankers, these vessels are primarily used for long-haul V:: Lil , 15] k D< 2<> "' voyage. l~ I 11\ i-e•5 Due to their size, there is limited number of ports with adequate facilities to accommodate them. They are primarily used for very long haul voyage. .D < 2.>IV\
Page 2 of 35
Singapore Ma ritime Academy
p~ Lb 'lj ~Hp fvf ~x -tk n,ut .
Chapter 1 ·
Module: Basic Tanker Training - Oil and Chemical Tankers
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 Beam Depth
u\'J\i\.~\e..
n.6m
Deadweight 1680 tonnes
10.4m 5 .8 m
Speed 10 k
Length B.P. 330 m Beam 53.3m Depth 32m
.-- Expansion trunk -...
::,\~ L - """\\
Deadweight 332 000 tonnes Speed 14't'.i k
,---1 /----\J,----\ ---l __ .,,, __ I r.:: - ___ Wingl l~~) Centre tank 1ta.n-i<1 11an-i<1 __ __
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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
2
Ship Construction, 6th edn (2007), DJ Eyres (Butterworth -Heinemann) Ibid. Page 4 of 35 Ver 1.0 I July 2014
Singapore M arit ime Academy
Chapter 1
Module: Basic Tanker Tra ining - Oil and Chemical Tankers
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
4
Ibid. Ibid. Ve r 1.0 I July 2014
Page 6 of 35
Singapore Maritime Academy
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 1
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.
Ver 1.0 I July 2014
Page 7 of 35
Singapore Maritime Academy
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 1
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 ~;:
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!t 1·,• ~ : .... ! .. :...:....., • . 1.. .i •• ,,...., : • _· : '.) '. 1 :. "' ~' )."':"'. ~,, .·,; . ,.,. · ::1 ti ... ;:. ·· ~ -.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 7
!bid.
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. Ver 1.0 I July 2014 Page 9 of 35 Singapore Maritime Academy
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 1
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/
l·••·olo(: - .. ~, 1.1. .,,......
i,.,;. ~ ..
:p,.,,,.. ,_ . .
Source: The Tankship Tromedy, Jack Devanney
m l
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-.;
I
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. -
-
The mid-deck tanker was shown to have more 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 acceptance of alternative tanker designs, the United States legislation did not, and no alternative designs 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
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 1 ·
· 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
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Ver 1.0 I July 2014
Page 11of35
Singapore Maritime Academy
Module: Basic Tanker Training - Oil and Ch.emical Tankers
G
Chapter 1
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. Ver 1.0 I July 2014
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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-forsale.com/crude oil tanker vlcc.htm
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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 Ikta n ke rs/
Combination Carriers
. ..,,_ ..,, . , ·. ·
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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.
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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
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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.
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Chapter 1
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
Type 2
Type 3
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. 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. 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.
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Module: Basic Tanker Training - Oil and ChemicalTankers
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
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Chapter 1
For...·&t"d
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Chapter 1
Module: Basic Tanker Training - Oil and Chemical Tankers
1.3.1.2 Piping arrangements including:
•
internal piping in tanks and pumprooms
•
external piping (deck lines)
• • • • •
crossovers
•
venting system
by-passes ring-main systems direct piping systems valves
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Singapore Maritime Academy
-
m
Module: Basic Tanker Training - Oil and Chemical Tankers ··
Chapter 1
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 Ver 1.0 I July 2014
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Singapore Maritime Academy
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.
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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
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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.
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Mod ule: Basic Tanker Training - Oil and Chemica l Tankers
•:., i:efi!h~:t ,
Chapter 1
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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.
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-
Singa po re Maritime Academy
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 1
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
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1.4. 7 General Unloading system Schematic diagram - typical cargo I ballast pumping system
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For this sub-chapter, students are to ·take down notes during lecture basis the above diagram.
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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 44°C to 66°C in 96 hours during voyage with ambient air temperature of 2°C and sea temperature of S°C and of raising the oily water 8 temperature in the slop tank from 44°C to 66°C in 24 hours at the same condi.t ions as above.
8
http ://seagoing.narod.ru / htm l/ca_!:goeg u.html Ver 1.0 I July 2014
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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
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fj
Chapter 1
Basis the above diagram, briefly explain the entire IGS process.
· £1
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£I
What do you call the above graphical diagram?
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Singapore Maritime Academy
•
Module: Basic Tanker Training- Oil and Chemical Tankers .
1. 7
Chapter 1
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.
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Module: Basic Tanker Training - Oil and Chemical Tankers
Closed gaugjng
Open gauging
U/Jage port ·---·
.Sounding pipe
Radar gauge I . (
:
I I .
I I
•I '
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Chapter 1
Diagrams of various gauging methods:
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Si ngapo re Maritime Academy
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Module: Basic Tanker Training - -Oil and Chemical Tankers
Portable measurement unit
Deck mountedbiJ/J. valve
Cargo tank
VapolP'
1ape gauge system
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Chapter 1
~u~n-- IG r;mm~ . ii;n;c.r (option:
I
QJ]J Zon<:s with reduced accuracy
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Source: http://www.chem ica lta n kergu ide. com/control-instruments-liquid-level-gauges. htm I
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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}, Maritime Press (2010)
5th
edn, Mark E. Huber, Cornell
The Tankship Tromedy, The Impending Disasters in Tankers, 2nd Edn, Jack Devanney Various internet resources
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Chapter 2
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
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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 Fuel oil Diesel
Kerosene Jet fuel Lubricants
Residual fuel oil Asphalt 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 Aromatic hydrocarbons Vinyl chloride Acetone Acetic acid Styrene monomer Acrylonitrile
Inorganic Chemicals Boric acid Sulphuric acid Phosphoric acid Caustic soda Hydrochloric acid 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
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Special liquids They are liquid substances other than the other two above. For example: Miscellaneous Liquids
Animal/Vegetable Oils
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.= 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
3
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.
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Chapter 2
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} (f} (g} (h} (i} (j} (k} (I} (m} (n} (o} (p} (q} (r}
Melting point/freezing point; 6 Initial boiling point and boiling range; Flash point; Evaporation rate; Flammability (solid, gas}; Upper/lower flammability or explosive limits; Vapour pressure; Vapour density; Relative density; Solubility(ies}; Partition coefficient: n-octanol/water; Auto-ignition tern perature; Decomposition temperature; 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. 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.
5
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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 additive
It is a compound used for treatment of materials or their surfaces in order 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 temperature
It is the lowest temperature at which combustion will occur in a liquid 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.
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Chapter 2
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. 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'.)
Flame screen
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.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".
& .
Gas free
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.
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.
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 Page 7 of 34
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Chapter 2
gas to that required for a specific purpose, e.g. Hot Work, entry etc. Gas free certificate
A certificate issued by an authorised Responsible Person confirming that, at 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 Limit {LFL}
The concentration of a hydrocarbon gas in air below which there is 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.
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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 combustion
The ignition of material brought about by a heat producing (exothermic) chemical reaction within the material itself without exposure to an external source of ignition.
States of aggregation
One of the three or more fundamental forms, conditions, or states of 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.
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Threshold Limit Value {TLV}
Chapter 2
Airborne concentrations of substances under which it is believed that nearly 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 Limit {UFL}
The concentration of a hydrocarbon gas in air . above which there is 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.
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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.
2.1.2
Relationships between temperature and pressure
7
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
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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.
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. Module: Basic Tanker Training - Oi l and Chemical Tankers ·
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 --- ..
N
Cll .
2.2.1
(b) A hydrocarbon molecule, chemical elements of acids and bases 8
Compound St:ructu ra I Ball-and(molecular formula s:tick model for·m uta)
Eth ylene (Et hen e)
H
C2H4
H
filling model
H
, ,
.r.
Space-
;<'
C=C
~.
H H f
Ben zene
H _c -:! C-c.--H
C 6 H6
H .... c-~
l
ll
H
8
Diagrams reference:
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
2014. Ver LO I July 2014
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0
Carboxyl
- COOH
· Carboxylic
acids
//
R-C
\
OH
I
2.2.2
Amines
H
()
OH
\
Acetkacid H j
H
I
H-·C-N \ I
R-N
H
H
_i.,
l // H-C-C I \ H
H
Amino -NH2
Chapter 2
H
Methyl amine
-··
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
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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:
Periodic Table of the Elements
1
18
IA
VlllA 1
2 3
3
4
HIV
IVB
21
4
22
40
y '57-71
Zr 72
6
Hf BB-103 104
Rf 57
6
58
La 69
Ce 90
7 Ac
Q
Th
Atkali Metals
CJ Other Non Metals
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23
v
Ti
Sc 39
5
7
6
8
9
VB VIB ·vus-- VII 41
24
25
Cr
Mn 43
42
Nb Mo Tc 74
73
Ta 105
Db 59
w
106
Sg 50
Pr 91
Nd 92
Pa
u
75
26
Fe 44
Ru 76
Re Os 107
Bh 61
108
Hs 82
27
28
Co 45
Np
94
77
109
Pt 110
Mt 63
11 IB 29
Cu 47
Pd Ag 7S
Ir
95
Ni 46
Rh
79
Au
12
3
llB 30
4
Zn 48
5
Cd 80
6
Hg
111
Os Rg ~
Pm Sm Eu 93
10
Gd 96
65
Tb 97
Pu Am Cm Bk
~ Alkali Earth Metals
0
CJ Halogens
[!] Noble Gases
Transition Metals
Page 15 of 34
S7
&6
Dy 98
Ho 99
Cf
Es
69
88
Er Tm 100
Fm
101
Md
70
Yb 102
No
71
Lu
6
103
Lr 7
D Other Metals ~ Metalloids 0 Lantlianides &Actinides
Singapore Maritime Academy ·
Module: Basic Tanker Training- Oil and Chemical Tankers
2.2.3
Chapter 2
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:
H I H-C-H
Methane - CH4
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
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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). 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. 12
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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: • • • • • In the Far East:
Venezuela Argentina Brazil Chile Peru
17
Ch 2.4, Handbook of Organic Chemistry, Prof. em. Dr Wolfgang Walter, Prentice Hall (1996)
18
Supra.
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•
China
• •
Indonesia Malaysia
Chapter 2
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 20
Supra.
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.
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2.2.5
Distillation of crude oi1
Refinery gas
Chapter 2
21
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
Figure 2.13, Organic Chemistry, 8
22
1 h
P. 7, Manual of Oil Tanker Operations,
edn, Francis AC, Robert M G, McGraw Hill {2011). 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. Ver 1.0 I July 2014
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Chapter 2
2.3
Physical properties of oil and chemicals carried in bulk ·
2.3.1
Crude oil
24
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 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
(a)
3
3
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},
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5th
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(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_'!_!_:?._~-] specific gravity (g)
-
131.5
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 100°C 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. Ver 1.0 I July 2014
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(f} · The vapour pressure of crude oil is determined by the Reid Closed Test Method, when the vapou·r pressure is determined at 37.8°C (100°F). 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
(a) See terminology in 2.1.1 above. (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.
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(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 60°C (140°F} are known as volatile liquids and those with a flash point above 60°C (140°F) 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.
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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 temp ( C)
=20.2 x log (wax content
Assume wax content
= 7%
0
(%wt))+ 8
Approx. cloud point temp ( C) 0
= 20.2 x log(7.0) + 8 = 20.2 x 0.8451 + 8
= 25°C
(e) Alternatively, if the wax content is not known, a beaker containing a sample of the crude can. be heated to 40°C 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. Ver 1.0 I July 2014
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Chapter 2
Therrnomeler
Hydromeler
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).
~
:::: oaao
t
1eo> . 2l
0 876
i
-
o 874
--
0.872
-
----+-
,'
--1---LI
!___ I
0.870
I
r
i · - I
~_,___.
10
12
_
14
-r' · _'
-J - it
·i --- --··
-
,I
10 @
22
I
i
I
~''1-:.~-
:
- -,--- --1
j
l
2~
26
L___
i
·--,--·---
· ---r-1~""'f~
_,__-l-_,,,.......-:-_,._.....__._...... 16
i
_·J··-·i-·
-;~- f -
- ··
:
!- -
!
1H ·I
! ·- --- ·- -~-"-<
·····, -- ·· - · - ·- --
l; :___l__
l · ,____L_j
' ""--oi
0.868 0.866
_
I
:
~"-t_- l· · L· -·-- · !·
;·
-+ . j-
O.S78
~
JJJ_
l ~ ---'.-
0.882
.
;
-
;
_...._~....,.----1
2!!
30
32
34
35
:.ie
40
Temperature (°C ) · Plotting tho cloud point
2.3 .1.5.7 Viscosity (a) See terminology in 2.1.1 above. (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 .
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(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 20.0°C 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 20°C, 50°C, 80°C and 100°C. (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 =
2.3.1.5.8
Gross weight - (Gross weight x BS & W(%))
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). Ver 1.0 /July 2014
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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.
2.3.2 Chemicals
29
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
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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.
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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 triesters 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.
2.3.2.6 Physical Properties of Chemicals
30
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 37.8°C (100°F) should not be loaded into a tank that is not specially designed for that duty. 3
°Ch 1.7, Tanker Safety Guide Chemicals, 3'd edn, International Chamber of Shipping {2002).
31
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) Ver 1.0 I July 2014
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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.
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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
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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.
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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, International (2006)
5th
edn, Witherby Seamanship
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
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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
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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 Ver 1.0 I July 2014
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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) or b) or c)
Smoking on the navigational bridge is prohibited in certain port limits, when pilot port officials are onboard (eg. Australian Waters, Panama Canal, etc.) The designated smoking areas must be provided with self extinguishing ash trays filled with water. 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: Ver 1.0 I July 2014
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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
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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)
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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)
ii) iii) iv)
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. Check the illumination test of all fixed lighting systems, prior to arrival port. Check the "Earth" function test. The equipment should be properly maintained, so as to ensure, that neither the equipment nor the wiring should become a source of ignition. 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). Ver 1.0 I July 2014
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Singapore Maritime Academy
Module: Basic Tanker Training- Oil and Chemical Tankers
v)
Chapter 3
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. Ver 1.0 I July 2014
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Singapore Maritime Academy
Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 3
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
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Singapore Maritim e Academy
Module: Basic Tanker Training- Oil and Chemical Tankers
Chapter 3
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.
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Singapore Maritime Academy
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.
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Singapore Maritime Academy
Chapter 3
Module: Basic Tanker Training - Oil and Chemical Tankers
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 60°C. 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) PressureVacuum 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 Ver 1.0 /July 2014
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Module: Basic Tanker Training - Oil and Chemical Tankers
Chapter 3
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:
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Chapter 3
Module: Basic Tanker Training - Oil and Chemical Tankers
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,
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Singapore Maritime Academy
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
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Singapore Maritim e Academy
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Module: Basic Tanker Training - Oil and Chemical Tankers
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 Ver 1.0 /July 2014
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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 Ver 1.0 I July 2014
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Singapore Maritime Academy
Module: Basic Tanker Training- Oil and Chemical Tankers
Chapter 3
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. Ver 1.0 I July 2014
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Chapter 3
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. Ver 1.0 /July 2014
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Singapore Maritime Academy
Chapter 3
Module: Basic Tanker Training- Oil and Chemical Tankers '
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.
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Singapore Maritime Academy
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
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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.
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Module : •
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Basic Tanker Training (BTI) - Oil and Chemical Tankers
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
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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.
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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
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Basi c Tanker Training (BTT) - Oil and Chemical Tankers
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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:
• • • • • • • • •
vinyl acetate mononier (VAM)
•
butadiene
acrylic acid
oclhellve...
acrylonitrile cyclopentadiene diketene ethyl acrylate hydrocyanic acid methacrylic acid methyl acrylate
f{a.ft1GS /Md
/K'.u.b~-V .re.o.1 f-&cfsfvCK -le. 0 1'/ , u~ed cx:te~~ive~
ir.
p;p•n~ 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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Basic Tanker Training (BIT) - Oil and Chemical Tankers
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 Ver 1.0 I July 2014
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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. Hydrocarbon in air Upper. Lower Propane Butane Pentane
9.5 8.5 7.8
Number of dilutions by air to reduce 50% by volume mixture to LFL
2.2
23
1.9 1.5
26
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. Ver 1.0 I July 2014
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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.
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Chapter 4
·· ... : ,-··
15
I 0
- - - - - - - - - ----""':::__--::::..-=... --- :"-.. 10
5
20
15
c A
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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Basi c Tanker Tra ining (BTI) - Oil and Chem ical Tan kers
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: 2: 3:
Fuel (LEL
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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Basic Tanker Training (BTT) - Oil and Chemica l Tankers
Module:
• • •
electrical energy from electrical sparks
•
electrostatic discharge
chemical energy from aluminum in contact with steel- aluminum anodes etc .
pyrophores
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
•
Discharge of Carbon Dioxide
•
Clothing and Footwear
•
Synthetic Materials
Inert Gas
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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Ba sic Tanker Training {BTT} - Oil and Chemical Tanker-s
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). Ver 1.0 /Ju ly 2014
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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).
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(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 Ver 1.0 /July 2014
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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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Basi c Tanker Train ing (BIT) - Oil and Chemical Tankers
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.
4.2.2 Anti-static measures
fUJ-e :. eipaGn,~ /cl,;flU~ tneH t.
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Q2
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6y
r0rbre -prl()JW"~ .
v..sqJf.'j
/J::J The most important counter measure that must be taken to prevent an electrostatic hazard is (R.Ju(J.
>
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 Ver 1.0 I July 2014
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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 enginerooms, 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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Basic Tanker Training (BTI) - Oil and Chemical Tankers
Chapter 4
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
The
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,
ft1 liSS
common venting systems, and hi-velocity vents.
/
,...,·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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deck, venting systems allow vapours to be released either:
Chapter 4
·
•
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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Basic Tanker Training (BTI) -Oil and Chemical Tankers
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 consider·all 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. Ver 1.0 /July 2014
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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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Ba sic Tan ker Traini ng (BIT) - Oil"and Chemical Tan kers
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
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
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Chapter 5
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
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• • •
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 Ver 1.0 /July 2014
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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
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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 Ver 1.0 /July 2014
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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. 2. 3. 4. 5.
For pump rooms, accommodation, double bottom tanks, pipe tunnels etc Sensing devices at multiple locations and central control station for monitoring Use of vacuum pump Use of infra red sensors Readings analyzed in pre programmed cycle and alarms indicated if any value exceeds safe gas levels
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araaer
Multiwarn ll Multi-gas monitor with IR sensor
Drager portable multi gas instrument
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Riken Keiki personal multi gas instrument
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DEL (HC 10% by vol)
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(!) UseNpn catalytic heated filament gas indicator , HC bvvol
(Tankscope)
Flammable zone
i
Use of Gas Instruments as per flammability diagram
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(HC 10% by vol)
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less than 8% by vol.
.He by vol
Flammable zone 2
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5.2
Proper use ofsafety equipment and protective devices
5.2.1 Breathing Apparatus and Tank Evacuating Equipment Breathing Apparatus Whistle
Cylinder Band
Pressure Gauge
Demand valve
Positive
a'irhose
Pressure Air Mask
I
L
I
Fully adjustable polyester harness
I
Press~re
Cylinder
Reducing valve and
valve
I
Demand valve
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.
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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. Ver 1.0 I July 2014
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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.
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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 Ver 1.0 I July 2014
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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.
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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.
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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. Ver 1.0 I July 2014
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5.3
Chapter 5
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.
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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 .
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Flammable or toxic gases may be in _spaces into which flammable -or toxic cargo may have include .· . . leaked. Such spaces _
•
pumprooms
•
cofferdams
•
ballast tanks
•
tanks equipped with a double bottom
•
empty spaces adjacent to cargo tanks .
•
B~fore
•
the tank must be released carefully .
a tank is opened, the pressure inside
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.
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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
Silos
Hoppers
Vaults
Pipes
Tunnels
Ducts
Bins
Pits
Sewers Trenches
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
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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 prearranged 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 nonVer 1.0 I July 2014
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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
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Chapter 5
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.
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Chapter 5
Module: Basic Tanker Training - Oil and Chemical Tankers
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.
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Chapter 6
Basic Tanker Training (BTI) - Oil and Chemical Tankers
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:
Ver 1.0 /July 2014
Basic firefighting [videorecording]: lives on the line / Services. Seattle, Wash: Maritime Training Services, c2011.
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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:
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Roving Party; 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
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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.
5. 6. 7. 8. 9. 10.
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. Notify shore facility. Restrict access to affected area and deploy personnel for clean up or containment of spill. Eliminate ignition sources and keep fire fighting equipment ready. Vessel personnel with appropriate protective equipment and respirator start clean up Shore team deploys resources for containing spill around the vessel, if any. 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
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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. 2. 3. 4.
5. 6. 7. 8. 9.
Sound emergency alarm, muster all hands and account for the entire crew Firefighting gear should be ready due to heightened risk of fire Assess damage and check cargo tank ullages and sound all the compartments in the ship Notify appropriate authorities, consult contingency plans for appropriate actions to minimize damage Do not attempt to separate the vessels until condition of stability for each vessel has been assessed. Consult company/salvage experts for most prudent action Monitor vessel's trim and list conditions Assist fire fighting and spill response teams as required Obtain weather forecast, tides and tidal information.
6.2.S FIRE - GENERAL GUIDELINES
1. 2. 3. 4. 5. 6. 7. 8. 9.
Sound the alarm and muster Evaluate the fire Establish the method of attack ( Direct or indirect) Get the fire under control Extinguish the fire Keep life boats ready to abandon ship, if required Guard against re-ignition Assist casualties as required Investigate the cause and take corrective action
6.2.6 FIRE - CARGO PUMP ROOM
Sound the alarm, notify shore authorities if alongside, cease all cargo operation Isolate and secure all the cargo and ballast compartments. Request assistance of shore side fire department Muster and account for all hands 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
1. 2. 3. 4. 5.
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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. 2. 3. 4. 5. 6. 7.
Full description of physical and chemical properties including reactivity Compatibility with other materials Action to take in case of spill or leaks Countermeasures for accidental personal contacts Firefighting procedures and fire extinguishing media Procedures for cargo transfer, tank cleaning, gas freeing and ballasting 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:
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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. 2. 3. 4. 5.
Main feature of Marpol 73/78 Annex II Description of ship's equipment and arrangement Cargo unloading procedures and tank stripping Procedures relating to the cleaning of cargo tanks, the discharge of residues, ballasting and deballasting 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.
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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.
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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 1. 2. 3. 4. 5.
Fixed extinguishing system deployed on tankers are: Carbon dioxide system for machinery space and/ or pump room Foam system for machinery space, pump room and cargo spaces Sprinkler system for cooling deck and accommodation in gas tankers Fire main system using sea water 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.
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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.
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Basic Tanker Training (BTT) - Oil and Chemical Tankers
Module:
Example of system application for cargo tank deck: FOA'.I SiATIJtl WATE~t'
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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
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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
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Chapter 6
Basic Tanker Train ing (BTI) - Oil and Chemical Tankers
Water---
MECHANICAL FOAM PICK-UP NOZZLE
Foam Conn.>ritrate
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 .
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Source: www.globalsecurity.org Ver 1.0 /July 2014
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Chapter 6
fN ~ l.IN f
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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
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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.
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Chapter 7
Basic Tanker Training (BTI) - Oil and Chemica l Tankers
Chapter 7 Cargo operations for chemical tankers
OBJECTIVES At the end of this chapter, students should be able to • •
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.
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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.
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Source : http ://www.chemicaltankerguide.com/ A typical chemical carrier.
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I
Oil and Chem ical Tankers
MATERlA~ SAFET)"
Chapter 7
I
DATA SHEET
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Product Name.............................. Caustic S:Xla 50% Synonyms ................................. .... Caustic Soda, Scdium H)
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
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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 Ph«O~ ; .................................. R35 01.IS"'...s sever,; burns. R41 Risk of serk> u; 03m"'9= to eyes. safs:y Phr1'< 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 ha>-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 ;;
Ver
1.0 I July 2014
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Singapore Maritime Academy
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
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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.
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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' 500 ·----',....,
-l--·
I I
: I I 1 __., 100 I•- --- - - 800 - -- --·->-11031..iE.... , c:...
:
I
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
12 .o'clock on presen _tat Ion
I~
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
Ver 1.0 I July 2014
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Singapore Maritime Academy
Module:
· Chapter 7
Basic Tanker Training (BIT)- Oil and Chemica l Tankers
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
(to shore}
I 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. . ·
Source: IMO model course 1.01 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
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Singapore Maritime Academy
Module:
Basic Tanker Training (BTI) - Oil and Chemical Tankers
Chapter 7
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.
Ver 1.0 I July 2014
Page 9 of 15
Singapore Maritime Academy
M odule:
Basic Tanker Training (BIT)~ O.il and Chem ical Tankers
Ch apter 7
' Pump head curve
Rate of flow
I J
i
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 .
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Singapore Ma ritime Aca dem y
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Chapter 7 '
Basic Tanker Training (BTT) - Oil and Chemical Tankers
PISTON MOVING
t UPWARDS SUCTION VALVE CLOSED
t
AJR VESS~L TO SMOOTH
DISCHARGE VALVE OPEN
1
OUT PULSATING FLOW
PISTON
-or BUCKET LIQUID
fNLET ____..,. _____,__-+___.....__~__, SUCTION VALVE OPEN
DISCHARGE VALVE CL.OSED
Source: IMO model course 1.01 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.
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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
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Basic Tanker Training
Chapter 7
W
last cargo and the cargo to be loaded for
officers must take into com the degree of cleanliness re .
Source: www .liquidwikis.com/ Tank cleaning machines Tank cleaning operation guidelines:
1. 2. 3. 4. 5. 6. 7. 8. 9.
All personnel involved to be fully aware of dangers involved All ships certified to carry NLS to be supplied with P & A Manual which is approved by flag administration Manual to be adhered to in all respects including the performance of mandatory prewash requirement in accordance with MARPOL 73/78 Annex II. Responsible officer to supervise Pre cleaning conference and discuss tank cleaning plan Prepare all equipment and PPE Inform all onboard Take permission from shore if carrying out tank cleaning inside the port Following checks are to be carried out: PPE as required • • Fresh water shower and Eye wash arrangements
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Singapore Maritime Academy
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
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Singa pore Ma ritime Aca demy
Module:
Chapter 7
Basic Tan ker Training (BIT) - Oil and Chemica l Tankers
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
~
/
5,TEAM INLtflJALY£ .
I
Jill FRES!i WATER SUPPLY
CLEANl~I> AG~NT
I
'
lI
/VftlTURI
I · ~.R.VAL'.1£
0
0
0
Source: IMO model course 1.01 Modern Chemical tanker tank cleaning process usi ng steam spray
Ver L O I July 2014
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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
Ver 1.0 I July 2014
Page 1of42
Singapore Maritime Academy
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
• •
Direct line system
•
Independent or Single line to Single tank system {Chemical/Product ship}
•
Free Flow system
Ring Main 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
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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.
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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.
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Singapore Maritime Academy
Module:
Chapter 7
Basic .TankerTraining (BTT) - Oil arid Chemical Tankers
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.
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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
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Si ngapore M aritime Academy
Module:
Basic Tanker Training (BTT) - Oil and Chemical Tankers
Chapter 7
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.
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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.
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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 Ver 1.0 /July 2014
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Chapter 7
Basic Tanker Train ing (BTT) - Oil and Chem ical Tankers
. 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
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Singapore Maritime Academy
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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.
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Singapore Maritime Academy
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Chapter 7
Basic Tanker Training (BTI) - Oil and Chemical Tankers
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.
Ver 1.0 I July 2014
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Singapore Maritime Academy
Module:
•
Basic Tanker Training (BTT) - Oil and Chemical Tankers
Chapter 7
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
Ver 1.0 I July 2014
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Singapore Maritime Academy
Chapter 7
Basic Tan ker Training {BTT) - Oil and Chemical Tankers
M odule:
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
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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
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Singapore Maritime Acad emy
Module:
Basic Tanker Training (BTI) - Oil and Chemical Tankers
Chapter 7
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
Ver 1.0 I July 2014
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Singapore Maritime Academy
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 inertgas 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
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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
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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. 12.
Tank isolating valve Mast riser
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Singapore Maritime Aca demy
Module:
Basic Tanker Tra ining (BTI) - Oil and Chemical Tankers
13. 14.
Pressure vacuum breaker (common) Tank hatch
15.
P/V in main line
16.
Bypass valve
17.
Scrubber effluent line
18.
P/V valve (individual)
19.
Purge pipe
Chapter 7
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
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Singapore Maritime Acade my
Module :
Basic Tanker Training (BTI) - Oil and Chemical Tankers
Chapter 7
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
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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 reconfirmed by the Chief Mate.
Ve r 1.0 I July 2014
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Singapore Ma ritime Academy
Module :
• • •
Chapter 7
Basic Tanker Training (BTT) - Oil an d Chemi cal Tan kers
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
•
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"
after tank washing, manual removal of residue may be necessary
Ver 1.0 /July 2014
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Singapore M aritime Aca demy
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
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Singapore M aritime Academy
Module :
Chapter 7
Basic Tanker Training (BIT) - Oil and Chemical Tankers
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.
Ver 1.0 /July 2014
Page 27 of 42
Singapore Maritime Academy
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 Cap•c(ty:
Stripper•
1,900 WTH
- J "'
200 WTH
PUMP POTENTIAL
2
9SO
J
1510 1550 1560 IS60
• 1;900 WTI-f (Loe•c:•) 19o WTH
Bulk uu:
•
5 6 1
- 1, 710 WTH
1560
!!
9 10 . ll
1550
12
1510 lilO H20
IJ 14
s
c
p
Tank
per pump
-IC3
Time Nee
Qwinli1le"' in Watertons
x
Main Pump.s - 4
2990 3980 3980 39go · 3980 3980 1660 3980 3980
2
1.8
1,2
J.o
J
2.3
1.8
4.1 4. 1
1550
..
2.J
J.11
1560 1560 l.SOO
s
2.J
{..
2.3
-;
2.3 I.O 2.3 2. J 2 .3
1.8 1.8 1.11
8 10 H 12
3980
LS.SO 151(} 1410
13
3510
1420
H
z
Pl!llP
5
3
··s·'
2.J 2.1
a
9
IZ
If
Ill
I
cs
51
T
16
7X I I
PUllP 2
PUllP l
cs
Ill
.,.
..
cu
STRIPP[ll
i:
cs ' II~
I
u
I I
'. I:l :1' I~ I I
SI
21
:1
I
7l
3
'
~/: -· I
•
cs
I IX
c
C8
12l t
I
:
•
14 •
I
'
~L< I
Ver
.
I
I I
I
rrnwmn
Cl4
I
IJ
!llllST
CID
Cll
12 '
(SO') I I
STRIPPER
ca
C!l 1.
113
'
l.8
4.1
I.I\. l.7
4.1 4.0 .3,8
l,7
CLASS YESSfl.
8
I
_,
•I. I l ,0 2. 3
• 0 .7 Hrs.
~
PUllP 3
4. l ..
2.J
2.3
Dralnln~a
DISCHARGE SEQUENCE SS 000
Croae
900
9
3980 3980
Wings
1510
D:-alnioga - 1200
TlllE SCALE
c .. nlTe
Tank
13
I~
Module:
Chapter 7
Basic Tanker Training (BTT) - Oil and Chem ical Tan kers
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
(b)
Chapter 7
Basic Tanker Training (BTI) - Oil and Chemica l Tankers
Module:
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. 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:
(i)
•
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
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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.
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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
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Chapter 7
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 oil pump
To cargo oil pump
Bell mouth
®-.I
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Valve
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Disposal of Slop Residµes: 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
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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
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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.
* *
Less deadfreight.
*
Less time needed to prepare tanks for repairs in dry dock.
Increased cargo out turn, Less time required for subsequent tank cleaning
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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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
BLEED OFF FROM CARGO MAINS ALT 1: 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
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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.
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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) b)
Ventilation through the normal venting system, or 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.
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Chapter 7
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 tankcleaning 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
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•
pump has a high efficiency only within a limited field
•
not self-priming
•
difficulty of pumping high viscosity liquids
Chapter 7
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.
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Chapter 8
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
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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
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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
• •
protective clothing
• •
communication systems
breathing apparatus
alarm 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. Ver 1.0 I July 2014
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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
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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
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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 Ver 1.0 I July 2014
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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
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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
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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 Ver 1.0 I July 2014
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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
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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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Chapter 9 Pollution Prevention for Oil and Chemical Tankers
OBJECTIVES At the end of this chapter, students should be able to • • •
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.
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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: Ver 1.0 I July 2014
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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 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 Ver 1.0 I July 2014
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Annex II Annex Ill Annex IV Annex V Annex VI
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.- Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk - Regulations for the Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form - Regulations for the Prevention of Pollution by Sewage from Ships - Regulations for the Prevention of Pollution by Garbage from Ships - 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 Discharge of oil at sea (2):
all discharges of oil are prohibited unless certain criteria are satisfied 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 Discharge of oil at sea (3):
all discharges of oil are prohibited unless certain criteria are satisfied 9.2.1.3.1 9.2.1.3.2 9.2.1.3.3 Ver 1.0 I July 2014
Oil discharge monitoring and control systems (tankers} Regulations 31 & 32 Oil filter equipment (all ship types} Regulation 14 Oil Discharge Monitoring Equipment (ODME} Page 4 of 15
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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 005°36' 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 57°44'.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 (12°28'.5 N, 043°19'.6 E) and Husn Murad (12°40'.4 N, 043°30'.2 E);
.5
the Gulfs area means the sea area located north-west of the rhumb line between Ras al Hadd (22°30' N, 059°48' E) and Ras al Fasteh (25°04' N, 061°25' 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 {12°28'.5 N, 043°19'.6 E) and Husn Murad (12°40'.4 N, 043°30'.2 E) and to the east by the rhumb line between Ras Asir (11°50' N, 051°16'.9 E) and the Ras Fartak (15°35' N, 052°13'.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.
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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
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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
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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
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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 Ver 1.0 I July 2014
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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) b) c) d) e) f) g)
h) i) j) k) I)
.~,, . _
..
On completion of discharge thoroughly drain cargo tanks and lines. Take on dirty ballast, thoroughly flushing cargo lines and pumps initially. Wash cargo tanks and collect oily wash water in the slop tank. Flush cargo lines where necessary. Take on clean ballast. Allow dirty ballast to settle. 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. Strip "dirty" part of dirty ballast to slop tank. Flush the stripping system to slop tank. Settle and decant water from slop tank. Discharge clean ballast. 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.
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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 Ver 1.0 I July 2014
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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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"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.
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-----~~~~~~~-~~~~~~~~T"S:z-r-~
-+
DISCH.AA GE TO SEA
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TO TANK.S
DATE 'TIME
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l
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CON'Tf\OL
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RECORDER
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rn(>-Y. SLDP TANK
PRINCIPLE FOR OIL IN WATER MONITORING AND CONTROL SYSTEI\tl A.RRANGEMENT
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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.
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Chapter 10
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
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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.
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10.2 Collapsing of seamen during squeegeeing operations Time 4th
April
Event 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.
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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
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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. 6. 7.
Basic knowledge of the hazards associated with tanker operations Basic knowledge of hazard controls Understanding of information on a Material Safety Data Sheet (MSDS)
(:OMPETENCE 3: Apply occupational health and safety measures
8. 9. 10. 11.
Function and proper use of gas-measuring instruments and similar equipment Proper use of safety equipment and protective devices Basic knowledge of safe working practices and procedures 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
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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.
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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 temperature.
stru~ure
resulting from low
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.
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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.
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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 1°C rise in temperature. The increase is 5/9 of this for a 1°F 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.
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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.
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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).
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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.
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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 37.8°C, and certain other substances specified in the IMCO Codes.
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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 -
'
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.
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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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Chapter 1
Module: Basic Tanker Training- Gas Tankers 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 @ - 33°C/15°C -3.3 °C refers to the temperature of the substance =ti 15°C refers to the temperature of the water
=tz "". .: :
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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.
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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
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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. ii. iii. iv.
Ethane C2HG Propane C3Ha Butane C4H10 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 (-2°C) and commercial propane (-45°C) V.p. exerted by butane (b.p. -2°q 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.
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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
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53,400 M• LPG/AMMONIA CARRIER
::05,0o() M' LNGfLPG/ETHYLENE CARRIER
, ---·- - ,.....- - -- - - - - , _,_ ri
!1
___ _
rt
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
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. 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 nonflammable cargoes.
·.• .Bu (khe,~i;i
~~I.~ ~pap~---o:-f!l~. f.
·-. -."""""---'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
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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.
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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:
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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.
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:. ;..
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.
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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 semipressurized 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 semipressurized ships.
Diagram: Semi pressurised ship
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tt9rJ~o_nla( ·. . ·...
ti~fiXo:nl.a I: :c¥t~nder
Diagram: Fully pressurized ships
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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.
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Diagram: A membrane (GTI) tank design
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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.
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Diagram: A semi membrane tank
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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 loadbearing 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
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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.
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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.
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(Competence 1: Contribute to the safe operation of a liquefied gas tanker)
Chapter 2
CARGO OPERATIONS ON LIQUEFIED GAS TANKERS
OBJECTIVES At the end of this chapter, students should be able to understand about
• • • • •
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,
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
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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 Verl.O / July2014
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- Vapo(.!r line - Condensate line - Stripping line/puddle heat line - Unloading line - Liquid line - Upper purge line/spray line - Ventilation line
I
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GENERAL GAS CARRIER LAYOUT:
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 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 the deck. 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. 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 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 Verl.O I July2014
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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.
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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'.
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voritm.s st
ventilation line
si>l111y
reUel valve
Schematic Diagr.1m ofn Pressure Relict System
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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
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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.
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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.
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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.
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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.
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A CARGO TANK SAFETY RELIEF VALVE
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Outlet H
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SPRING - LOADED RELIEF VALVES
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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
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Seawater is commonly u·sed 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. $afety Valve
Pressure sensor .
Tei:nperatiiresei:i$or~
Carg()liquld from booster· pump discharge
Q;:irgo liquid
ashore
A CARGO HEATER
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··., ._
Module: Basic Tanker Training - Gas Tankers
Chapter 2
vapour
vaporlzer
:c~rgo' tank. :
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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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LOADED VOYAGE WITH FORCED VAPORIZER
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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 deckmounted 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.
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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.
·.
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I
.. . .
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Module: Basic Tanker Training - Gas Tankers
Chapter 2
.PUMPS
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PUMP TYPES
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Chapter 2
.
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·valve
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ELECTRICAL SUBMERGED PUMPS
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electric motor
Pl!ll&t · ·~
discharge lifle
fiquid surface.
·pump ·sump
DEEPWELL PUMP
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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.
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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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Verl.O / July2014
Simple refrlgeration-eliaporation/condensatio11 c:ycle
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e?-9 • I
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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.
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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
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(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.
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2.4.2 An umbilical cord (ship-shore ESD pendant) may be used to stop all cargo operations .
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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
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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. Verl.O I July2014
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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 Verl.O / July2014
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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 nonflammable 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. Verl.O I July2014
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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. Verl.O / July2014
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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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t
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PURGING OF A CARGO TANK, USING VAPOUR FROM SHORE Purging (or "gassing-up"):
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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?
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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.
Verl.0 I July2014
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Chapter 2
v1pourhHd'•r .
tqul'lf.t••Mi•r
----- 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 l0°C 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.
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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-34°C while the top of the tank may still be at about-14°C, i.e. a temperature gradient of approximately 20°c 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.
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Singapore Maritime Academy
.J
·.·.::::·...
"
_,
Module: Basic Tanker Training - Gas Tankers
Chapter 2
lii•rlg~
· ~~!".~.lo;
Figure 2.S(F} LOADING, WITHOUT VAPOUR RETURN .....
pump .· -. - - LPGllqu"'
• • • • • LP.G. upour
Figure 2.S(G} LOADING, WITH VAPOUR RETURN
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Chapter 2
Module: Basic Tanker Training - Gas Tankers
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.
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Module: Basic Tanker Training - Gas Tankers
I I
I
· -.. LPC(~.id.
COOLING DOWN OF TANKS Dl)RING LOADED PASSAGE
ln~rt.oat· Q•n~t.t.\OT
·~
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•••.•~· ~ .Yap~!'
CARGO CONDITIONING DURING LOADED PASSAGE
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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 0.5°C, 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
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Chapter 2
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 boiloff 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). Verl.O I July2014
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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
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e e Pl PIG GSA PSAH PSAHL HSY
localpanel
control-roompanel
-
compressor
Pressure Indicator
Pressure indicator comrm • ~
•
Gas switch and alarm PraSS\J!t sv.ilch alarm (high) Prassuro switch alatm (high and low) Sof•IV vaJvo (local~ IOI)
Cargo tanl
Diagram: LNG boil off use in engine room
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Chapter 2
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:
Verl.0 I July2014
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...
Chapter 2
Module: Basic Tanker Training- Gas Tankers
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.
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....... ·.·.-:·.·. .··..
.!
;
.
Module: Basic Tanker Training - Gas Tankers ·
Chapter 3
(Competence 1: Contribute to the safe operation of a liquefied gas tanker)
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, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Yo.ur Personal Safety Guide - SIGTTO
Ref. Videos: Physics of Liquefied Gases Chemistry of Liquefied Gases
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Module: Basic Tanker Training - Gas Tankers
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.
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•.
Module: Basic Tanker Training - Gas Tankers
Chapter 3
car.go
Ship type
2.G/2PG
Acet;;ile,iehyde , Ammonia, anhydrous autadiehe Eh1tane .Butane/propane.miXtutes.
2G/2f)G 2G/2PG
~-~2P~ . 2G/2PG
i;3utyle.nes
2Gl2PG·
Chlcnine Diethyl .ether
1·G 2G/2PG .
Qimethyl~rnlM.
2Gl2PG
E~htlnE;J
20
Ethyl ohloride
2G/2PG
Etf"lylene
,2G
·E~hylene
1G
oxide ·Ethylene oxide/propylene oxide.mixture :withO etliylene o:Xide -c:ontent
:1ess. thari 800/o by weight
··
~G/2PG
-lsoprene !sopro:p,ylam.(i:ie
2G/2PG
Methan~ ,
2G
· ~ethylacafylene/propadiene mi.xtiJre
2G/2PG
Methyl br~mide Methyl cJiloi:ids
2~PG''
2G/2PG
1.G
MonoeUlyfarnine
2Gi:'2PG
Nitrogen
3G 2Gi2P.G
Propane Propylene Propy1e·ne oxioe
2MPG
Ref~lgerant gases
3,G
2G/2PG
Su lphtir dlo.Xide
1.G.
:Vinyl ~liloride
.2Gl2PG
Viriyl ethyl~th~r Vinylide.ne chlorid~
?Gt~PG 2G/2PG
LIST OF LIQUEFIED GASES SUITABLE FOR TRANSPORT IN DIFFERENT SHIP TYPE LIQUEFIED GAS TANKER(AS LISTED IN IMO GAS CARRIER CODES)
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a
b
c
d
Chapter 3
f
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lsoprene•
1218
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lsopropylamine•
1221
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-
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1972
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1060
2Gf 2PC
-
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1062
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-
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1063
2G/
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-
F+T
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340
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-
-
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14.4.2, 14.4.3, 14.4.4, 17.2.1, 17.3.1, 17.10, 17.11, 17.12, 17.17
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-
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c
620
17.19
-
-
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R
310
14-4.3, 17.8, 17.10, 17_12
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-
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c
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F
R
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2PG
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
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Chapter 3
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.
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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
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Ammonia synthesi~
Verl.O / July2014
Ammonia
.
stc;>tage:
Page 6of19
To
jetties
Singapore Maritime Academy
,i
Module: Basic Tanker Training - Gas Tankers
Chapter 3
FLOW DIAGRAM FOR TYPICAL PRODUCTION OF CHEMICAL GASES
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Chapter 3
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
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· ·:.·.·:-:-:.:-:-:
Module: Basic Tanker Training- Gas Tankers
Chapter 3
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 0°C 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
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Verl.O I July2014
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Singapore Maritime Academy
•
•
Module: Basic Tanker Training- Gas Tankers
Chapter 3
STATES OF AGGREGATION (PRESSURE/ TEMPERATURE)
Verl.O I July2014
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·.·.·· ·
.....
Module: Basic Tanker Training - Gas Tankers
Chapter 3
sensible
. heat ·
1' 'Ice
t lci+water
a·Water
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 -162°C for methane to near zero for butane.
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Chapter 3
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
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Chapter 3
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Singapore Maritime Academy
•
•
Module: Basic Tanker Training- Gas Tankers
Chapter 3
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
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Singapo.re Maritime Academy
Chapter 3
Module: Basic Tanker Training - Gas Tankers
~-
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~
REACTIVITY DIAGRAM FOR SOME LIQUEFIED GASES
~ UEL (Upper Expiosive Limit)
Flammable Mixture ..
~ 100% oru;L
~ lEI. (lower E~plosive limit) '-"--'--'--'--"------S.-""'-...C........__...
Verl.O f July2014
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~ 10% of LEL- Alatm Wilt Sound
Singapore Maritime Academy
Chapter 3
Module: Basic Tanker Training - Gas Tankers
FLAMMABLE GAS MIXTURE
Verl.O I July2014
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Singapore Maritime Academy
Chapter 3
Module: Basic Tanker Training - Gas Tankers
,,,.!_--"'"":-:----------------__.:;.;.;
FLOW OF EXPLOSIVE VAPOURS IN CASE OF VENTING/ LEAKS
.'FtashpC:itnt (°C)
µqu_efle
Aut~lg1'ttio11
Flammable.range (%by volume lilalr}
temperature (°C)
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-175
5.3-14
595
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-12~
3.1-J2;5
510
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-105
2,1-9.5
46$
-60
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365
~16
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500
~
.':
.
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3-32
453
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.,.1so
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4513'
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.-{30
1~6-,9.3
440
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-72
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4$5
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418
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lsapreiie
-50:
1-9.7
.220
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·""78'
4-33
472
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-~8
3-100
429
2.8:-37
4~5
16-25
.615
Propylene. oxidei.
Arnrnonla
.-57
ChlOrinE:; ·
FLAMMABILITY DATA FOR SOME LIQUEFIED GASES
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Singapore Maritime Academy
•
Module: Basic Tanker Training - Gas Tankers
Chapter 3
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
.
~ ,/ c=c
Hi/
.
H
"H
Ethyiene
PrepylE!ne (CsHs)
(C21:14)
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
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Singapore Maritime Academy
Module: Basic Tanker Training - Gas Tankers
Chapter 3
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 ..
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Page 19of19
Singapore Maritime Academy
. -~
...
i
: ....·····:-:-··
.
..
Module: Basic Tanker Training - Gas Tankers
Chapter4
(Competence 1: Contribute to the safe operation of a liquefied gas tanker)
Chapter 4
TANKER SAFETY CULTURE AND SAFETY MANAGEMENT
OBJECTIVES At the end of this chapter, students should be able to understand about
•
Tanker safety culture and safety management
•
ISM Code and SOLAS
•
Tanker Safety Guide
Ref. Books: SOLAS ISM Code Liquefied Gas Handling Principles on Ships and in Terminals - SIGTTO, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO
Ref. Videos: Nil
Ver1.0 I July2014
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Singapore Maritime Academy
•
•
Chapter4
Module: Basic Tanker Training- Gas Tankers
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.
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Singapore Maritime Academy
Module: Basic Tanker Training - Gas Tankers
· Chapter4
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
Module: Basic Tanker Training - Gas Tankers
Chapter4
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 maintenan·ce of the purity of individual cargoes and their condition during carriage have not been included.
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Singapore Maritime Academy
.i
..·.·.:;::-.·· ·
.
Module: Basic Tanker Training- Gas Tankers
Chapter 5
(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 Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO
Ref. Videos: Physics of Liquefied Gases Chemistry of Liquefied Gas
Verl.O I July2014
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Singapore Maritime Academy
Chapter 5
Module: Basic Tanker Training - Gas Tankers
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:
Verl.O / July2014
Page 2of11
Singapore Maritime Academy
. 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
Verl.O / July2014
Page 3of11
Singapore Maritime Academy
•
•
Chapter 5
Module: Basic Tanker Training - Gas Tankers
--......_ .. .,._ --~
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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
,_
Chapter 5
Module: Basic Tanker Training- Gas Tankers
LIQlmFIEn ·GAS
- INHIBITOR INFORMATION FORM
T~ h~ C!J.mpiete.4.befi>fe ,· .. . . ~·::
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loading. Oii inhibited:ccUgo
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LIQUEFIED GAS - INHIBITOR INFORMATION FORM
Ver1.0 / July2014
Page 5of11
Singapore Maritime Academy
Chapter 5
Module: Basic Tanker Training - Gas Tankers
5.5 Explosion and flammability hazards
5.5.1 Cargo vapour may be flammable, toxic or both
b
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Product name
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310
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-
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320
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Methane (LNG)
1972
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-
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c
620
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1060
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R
310
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1062
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c
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1063
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1036
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2040
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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.
Verl.O I July2014
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Singapore Maritime Academy
Module: Basic Tanker Training- Gas Tankers
Chapter 5
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.
Verl.O I July2014
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Singapore Maritime Academy
Chapter 5
Module: Basic Tanker Training - Gas Tankers
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
.·····:·:···· ··
Module: Basic Tanker Training - Gas Tankers
Chapter 5
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.
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Singapore Maritime Academy
•
Module: Basic Tanker Training- Gas Tankers
Chapter 5
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
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Singapore Maritime Academy
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Chapter 5
I 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.
Verl.O / July2014
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Singapore Maritime Academy
;.·.·
'.°· .· ··--
I. Module: Basic Tanker Training - Gas Tankers
Chapter 6
(COMPETENCE 2: Take precautions to prevent hazards)
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, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO
Ref. Videos: Personal safety on tankers Use of Gas Instruments
Verl.O I July2014
Page 1of9
Singapore Maritime Academy
Chapter 6
Module: Basic Tanker Training - Gas Tankers
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.
Verl.O I July2014
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Singapore Maritime Academy
· ·.
.:··
Module: Basic Tanker Training - Gas Tankers
Chapter 6
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- 25°C.
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-40°C.
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.
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Singapore Maritime Academy
•
Chapter 6
Module: Basic Tanker Training- Gas Tankers
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
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Chapter 6
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 Positive segregation is achieved by removing spool pieces and/or pipelines.
I i
6.4.4 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.
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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 60°C.
FLAMMABILITY DIAGRAM
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· ·· .·.··-·.;::.·-· · ·.
·.
Chapter 6
Module: Basic Tanker Training - Gas Tankers
LIQIJEF® GAS - INHIBITOR INFORMATION: J.i'ORM Tr) b~ cpmplet¢d before loading . .
an Uthihitedcai'go_· .
TIME ·•''.'··:·-·~·::·'·''"'·'.·~·"*'''~·-'·-!.'.....,~:"' .....
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ACTION t() BE TAKEN iF VOYAGE EXCEEDS . Ef.J;'ECTIVE Llf'ET™E OF . INa!BITOR ······-···-··- ....... ....,,....._..............,...,.".........,_....~.-.- ...·"··'"·"'·"····~·..•-""··""·"·•'-'·'..:.-,........,;.;,....,..-·-·· ...........
IF ABOVE INFORMATION NOT SUPPLIED1~GO SlJ:QtJLI) :BE lIBFuSED (11\1(:0 Co!les is.1.2)
.FOR SHIP:............................................,. __ ...........................
FOR. SHOR.,B,.::;;.......,:;.:....,...............,.._ .......................
(Signed)
(Signed)
LIQUEFIED GAS - INHIBITOR INFORMATION FORM
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Chapter6
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.
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Chapter 6
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.
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Chapter 7
(COMPETENCE 2: Take precautions to prevent hazards)
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: 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: Nil
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Chapter 7
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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)
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:·· . .
···.·.· ····:·:··· ..
Module: Basic Tanker Training- Gas Tankers
Chapter 7
FLAMMABILITY DIAGRAM
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U.QUEFiEJ)
GAs· -
JNHIBITOR ·INFORMATION: FOpl
To be c_qmpletedbefi>te. IC1ading ® inhibited carga.
TIME """"7--·•·,,,.....,•."'·..:.,--..,.;;.,,.",,~••.,;,•.,;,,.,.•.: 1.
2.
CORRECT TECHNICAL NA.MEO.F CARGO..,.....,..,_,.....,.,.,.... - ..,,...,,....,..................,.....,......-.......... .. CORRECT TECHNICA£ NAME OF
INHIBITOR ·.............~----~ ..............,.~....·. ....:.......:-·'·:""'!''.' "'.'•"··~.. ;,.;.;..;,::•.:·'.'.'""-·.' ·~,...;,;...,.,.,-;.,.~.......- ..""'''''-"'''''"''"'"'"
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ANY TEMPERATURE L1MIT:ATIQNS
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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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Module: Basic Tanker Training - Gas Tankers
Chapter 7
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Chapter7
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MATERIAL SAFETY DATA SHEETS
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Chapter 7
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
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I ,.. Chapter 8
Module: Basic Tanker Training - Gas Tankers
(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 Handling Principles on Ships and in Terminals -SIGTTO,
Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide- SIGTTO Relevant Manual for Gas Detection instruments
Ref. Videos: Use of gas detection instruments
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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.
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Chapter 8
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.
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Chapter 8
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~
Gas-dangerous space.s
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Gas·saie 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.
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Module: Basic Tanker Training - Gas Tankers
Chapter9
(COMPETENCE 3: Apply occupational health and safety measures)
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: Liquefied Gas Handling Principles on Ships and in Terminals - SIGTTO, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO Relevant Manual for Safety equipment and protective devices
Ref. Videos: Nil
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Module: Basic Tanker Training - Gas Tankers
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
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Module: Basic Tanker Training - Gas Tankers
Chapter 9
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
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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
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Chapter9
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.
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Singapore Maritime Academy
Chapter 10
Module: Basic Tanker Training - Gas Tankers
(COMPETENCE 3: Apply occupational health and safety measures)
Chapter 10
SAFE WORKING PRACTICES AND PROCEDURES
OBJECTIVES At the end of this chapter, students should be able to understand about the: •
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:
Liquefied Gas Handling Principles on Ships and in Terminals - SIGTTO, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO
Ref. Videos:
Ship Shore Safety Interface
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Chapter 10
Module: Basic Tanker Training- Gas Tankers
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. Verl.0 / July2014
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Chapter 10
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
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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, Verl.O I July2014
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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
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should be taken to ensure that no release of flammable vapour or liquid can occur from nonadjacent 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, noninerted 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.
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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 reasonable source of ignition, and when all contact with harmful substances has been eliminated or appropriate precautions taken.
no
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.
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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'.
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Chapter 11
(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, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTTO MSDS for Liquefied Gas Cargo
Ref. Videos: Nil
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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
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Chapter 12
(COMPETENCE 4: Carry out firefighting operations)
Chapter 12
FIREFIGHTING OPERATIONS
OBJECTIVES
At the end of this chapter, students should be able to understand about the:
• • • • • • •
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, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGTIO
Ref. Videos:
Firefighting on board Liquefied Gas Carriers
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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.
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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.
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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
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Chapter 12
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. Verl.O I July2014
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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.
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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 selfcontained, 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 Verl.O I July2014
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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
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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
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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. Verl.O I July2014
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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.
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Chapter 13
(COMPETENCE 5: Respond to emergencies)
Chapter 13
EMERGENCY PROCEDURES INCLUDING EMERGENCY SHUTDOWN
OBJECTIVES At the end of this chapter, students should be able to understand about the:
• • •
e
Emergency organization Alarms Emergency procedures ESD
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: Firefighting on board Liquefied Gas Carriers
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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
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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 Verl.O I July2014
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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. Verl.O / July2014
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Chapter 13
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.
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Module: Basic Tanker Training - Gas Tankers
Chapter 14
{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
At the end of this chapter, students should be able to understand about the:
•
Effect of pollution on human and marine life
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:
Marine Pollution
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Chapter 14
Module: Basic Tanker Training - Gas Tankers
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.
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Chapter 15
Module: Basic Tanker Training - Gas Tankers
(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
At the end of this chapter, students should be able to understand about the:
•
Shipboard procedures to prevent pollution
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:
Marine Pollution
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Chapter 15
Module: Basic Tanker Training - Gas Tankers
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
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Module: Basic Tanker Training- Gas Tankers
Chapter 16
(COMPETENCE 6: Take precautions to Prevent pollution of the environment from the releas·e 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 Handling Principles on Ships and in Terminals -SIGTTO, Tanker Safety Guide Liquefied Gas, International Chamber of Shipping Liquefied Gas Carriers: Your Personal Safety Guide - SIGlTO
Ref. Videos: Marine Pollution
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Chapter 16
Module: Basic Tanker Training - Gas Tankers
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.
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Chapter 16
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
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I! Chapter 17
Module: Basic Tanker Training - Gas Tankers
Chapter 17
CASE STUDIES
Source: IMO Model Course 1.04, 2014 edition
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Chapter 17
Module: Basic Tanker Training- Gas Tankers
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.
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Chapter 17
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 gasfreE1ing 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.
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Chapter 17
Module: Basic Tanker Training - Gas Tankers ·
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?
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Chapter 17
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 23 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.
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Chapter 17
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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