Advanced Oil Tanker

"IDESS NOR WA Y" AS
Advanced Oil Tanker Operation

and Safety Including COWandIGS
1 Introduction
2 Oil Tankers Design and Equipment
3 Rules and Regulations
4 Basic Properties of Petroleum and its
Hazards
5 Fire Fightning
6 Cargo Pumps Characteristic and
Theory
7 Emergency Prosedures - Plan
8 Oil Tanker Operations
9 Inert Gas System (IGS)
10 Crude Oil Washing (COW)
11 Tank Cleaning Lines
Inert Gas System Main Deck
12 Diagram of Cargo Lines Pipe Line
Diagram
1DESS NORWAY AS.
CHAPTER 1.
INTRODUCTION
Page
1.1 Definitions.
A, B to C.
C, D to F.
G,H to I.
I, L to M.
M, N, O to P.
P, RtoS.
S to T.
T,U, V toW.
1
2
4
5
6
7
8
9
1.2 MARPOL Abbreviation
10
1.3 Glossary and Abbreviations.
A.
BtoC.
C.
DtoE.
EtoF.
GtoH.
ItoL.
LtoM.
N, O to P.
P.
R to S.
S.
T to U.
U to V.
V to W.
11
12
13
15
16
17
18
19
20
21
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Advanced Oil Tanker Operation and Safety - Including COW and IGS.
IDESS NORWAYAS.
CHAPTER 1. 1.1 Definitions.

For the purpose of this compendium and the teaching lessons given during the course, the
following definitions apply:
Administration
Means the Government of the State whose flag the ship is entitled to fly.
Anti-static additive
A substance added to a petroleum product to raise its electrical conductivity above 100 pico
Siemens/metre (pS/m) to prevent accumulation of static electricity.
Approved equipment
Equipment of a design that has been tested and approved by an appropriate authority such as a
government department or classification society. The authority should have certified the
equipment as safe for use in a specified hazardous atmosphere.
Auto-ignition
The ignition of a combustible material without initiation by a spark or flame, when the
material has been raised to a temperature at which self-sustaining combustion occurs.
Bonding
The connecting together of metal parts to ensure electrical continuity.
Cathodic protection
The prevention of corrosion by electrochemical techniques. On tankers it may be applied
either externally to the hull or internally to the surfaces of tanks. At terminals, it is frequently
applied to steel piles and fender panels.
Clingage
Oil remaining on the walls of a pipe or on the internal surfaces of tanks after the bulk of the oil
has been removed.
Cold work
Work which cannot create a source of ignition.
Combination carrier
A ship which is designed to carry either petroleum cargoes or dry bulk cargoes.
Combustible (also referred to as 'Flammable')

Capable of being ignited and of burning. For the purposes of this compendium the terms
'combustible' and 'flammable' are synonymous.
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Combustible gas indicator

An instrument for measuring the composition of hydrocarbon gas/air mixtures, usually giving
the resultas a percentage of the lower flammable limit (LFL).
Dangerous area
An area on a tanker which for the purposes of the installation and use of electrical equipment
is regarded as dangerous.
Dry chemical powder
A flame inhibiting powder used in fire fighting.
Earthing (also referred to as Grounding)

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 of the conductivity of the sea.
Entry permit
A document issued by a responsible person permitting entry to a space or compartment during
a specific time interval.
Endothermic.
A process or change that takes place with absorption of heat and requires high temperature for
initiation and maintenance. An, example is production of water gas by passing steam over hot
coal: H2 + O2+C +heat CO + H2 -heat.
Exothermic.
A Process or chemical reaction which is accompanied by evolution of heat, for example;
combustion reaction.
Explosimeter
See combustible gas indicator'.
Explosion-proof (Flame-proof)
Electrical equipment is defined and certified as explosion- (flame-) proof when it is enclosed
in a case which 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.
Explosive range
See 'Flammable range'.
Flame arrested A permeable matrix of metal, ceramic or other heat resisting materials
which can cool a deflagration flame, and any following combustion products, below the
temperature required for the ignition of the flammable gas on the other side of the arrester.
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Flame screen
A portable or fitted device incorporating one or more corrosion resistant wire woven fabrics of
very small mesh which is used for preventing sparks from entering a tank or vent opening or,
for a short time, preventing the passage of flame. (Not to be confused with flame arrester.)
Flammable (also referred to as "Combustible")
Capable of being ignited and of burning. For the purposes of this compendium, the terms
'flammable' and 'combustible' are synonymous.
Flammable range (also referred to as "Explosive range")

The range of hydrocarbon gas concentrations in air between the lower and upper flammable
(explosive) limits. Mixtures within this range are capable of being ignited and of burning.
Flashlight (also referred to as "Torch")

A battery operated hand lamp. An approved flashlight is one which is approved by a
competent authority for use in a flammable atmosphere.
Flashpoint
The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas
mixture near the surface of the liquid. It is measured in a laboratory in standard apparatus
using a prescribed procedure.
Foam (also referred to as "Froth")

An aerated solution which is used for fire prevention and fire fighting.
Foam concentrate (also referred to as "Foam compound")

The full strength liquid received from the supplier which is diluted and processed to produce
foam.
Foam solution
The mixture produced by diluting foam concentrate with water before processing to make
foam.
Free fall
The unrestricted fall of liquid into a tank.
Froth
See 'Foam'
Gas free
A tank, compartment or container is gas free when sufficient fresh air has been introduced into
it to lower the level of any flammable, toxic, or inert gas to that required for a specific
purpose, e.g. hot work, entry, etc.
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Gas free certificate

A certificate issued by an authorized responsible person confirming that, at the time of testing,
a tank, compartment or container was gas free for a specific purpose.
Grounding
See 'Earthing'.
Halon
A halogenated hydrocarbon used in fire fighting which inhibits flame propagation.
Hazardous area
An area on shore which for the purposes of the installation and use of electrical equipment is
regarded as dangerous. Such hazardous areas are graded into hazardous zones depending upon
the probability of the presence of a flammable gas mixture.
Hazardous zone
See 'Hazardous area'.
Hot work
Work involving sources of ignition or temperatures sufficiently high to cause the ignition of a
flammable 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.
Hot work permit
A document issued by a responsible person permitting specific hot work to be done during a
specific time interval in a defined area.
Hydrocarbon gas
A gas composed entirely of hydrocarbons.
Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been
reduced to 8 % or less by volume by the addition of inert gas.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the
combustion of hydrocarbons.
Inert gas distribution system

All piping, valves, and associated fittings to distribute inert gas from the inert gas plant to the
cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or
vacuum.
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Inert gas plant

All equipment fitted to supply, cool, clean, pressurize, monitor and control the delivery of
inert gas to the cargo tank systems.
Inert gas system (IGS)

An inert gas plant and inert gas distribution system together with means for preventing
backfow of cargo gases to the machinery spaces, fixed and portable measuring instruments
and control devices.
lnerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Insulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical
continuity between pipelines, hose strings or loading arms.
Interface detector
An electrical instrument for detecting the boundary between oil and water.
Intrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect
produced normally (ie, by breaking or closing the circuit) or accidentally (e.g. by short circuit
or earth fault) is incapable, under prescribed test conditions, of igniting a prescribed gas
mixture.
Loading overall
The loading of cargo or ballast 'over the top1 through an open ended pipe or by means of an
open ended hose entering a tank through a hatch or other deck opening, resulting in the free
fall of liquid.
Lower flammable limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient hydrocarbon to
support and propagate combustion. Sometimes referred to as lower explosive limit (LEL).
Mooring winch brake design capacity
The percentage of the minimum breaking load (MBL) of a new mooring rope or wire it
carries, at which the winch brake is designed to render. Winch brakes will normally be
designed to hold 80% of the line's MBL and will be set in service to hold 60% of the mooring
line's MBL. Brake holding capacity may be expressed either in tons or as a percentage of a
line's MBA.
Mooring winch design heaving capacity

The power of a mooring winch to heave in or put a load on its mooring rope or wire. Usually
expressed in tons.
Naked lights
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Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials, any other
unconfined sources of ignition, electrical and other equipment liable to cause sparking white
in use, and unprotected light bulbs.
Non-volatile petroleum
Petroleum having a flash point of 6O C or above as determined by the closed cup method of
test.
OBO, OIL/ORE
See 'Combination Carrier'.
Oxygen analyser/meter
An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn
from a tank, pipe or compartment.
Packaged cargo
Petroleum or other cargo in drums, packages or other containers.
Permissible Exposure Limits (PEL)
The maximum exposure to a toxic substance that is allowed by appropriate regulatory
standards, including those of flag States. PEL's are usually expressed as:
Time Weighted Average (TWA) - the airborne concentrations of a toxic substance averaged
over an 8 hour period, usually expressed in parts per million (ppm).
Short Term Exposure Limit (STEL) - the airborne concentration of a toxic substance
averaged over any 15 minute period, usually expressed in parts per million (ppm).
Petroleum
Crude oil and liquid hydrocarbon products derived 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 alkyl's, as
minor constituents.
Pour point
The lowest temperature at which a petroleum oil will remain fluid.
Pressure surge
A sudden increase in the pressure of the liquid in a pipeline brought about by an abrupt change
in flow velocity.
Pressur/vacuum relief valve (P/V valve)

A device which provides for the flow of the small volumes of vapour, air or inert gas mixtures
caused by thermal variations in a cargo tank.
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Purging
The introduction of inert gas into a tank already in the inert condition with the object of:
(1)
further reducing the existing oxygen content; and/or
(2)
reducing the existing hydrocarbon gas content to a level below which combustion
cannot be supported if air is subsequently introduced into the tank.
Pyrophoric iron sulphide
Iron sulphide capable of a rapid exothermic oxidation causing incandescence when exposed to
air and potential ignition of flammable hydrocarbon gas/air mixtures.
Reid vapour pressure (RVP)

The vapour pressure of a liquid determined in a standard manner in the Reid apparatus at a
temperature of 37.8 C and with a ratio of gas to liquid volume of 4:1. Used for comparison
purposes only. See 'True Vapour Pressure'.
Responsible officer (or person)

A person appointed by the employer or the master of the ship and empowered to take all
decisions relating to a specific task, having the necessary knowledge and experience for that
purpose.
Resuscitator
Equipment to assist or restore the breathing of personnel overcome by gas or lack of oxygen.
Self stowing mooring winch

A mooring winch fitted with a drum on which a wire or rope is made fast and automatically
stowed.
SOLAS
The International Convention for the Safety of Life at Sea.
Sour crude oil

A crude oil containing appreciable amounts of hydrogen sulphide and/or mercaptans.
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.
Static accumulator oil

An oil with an electrical conductivity less than 50 picoSiemens/metre (pS/m), so that it is
capable of retaining a significant electrostatic charge.
Static electricity
The electricity produced by dissimilar materials through physical contact and separation.
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Static non-accumulator oil

An oil with an electrical conductivity greater than 50 picoSiemens/metre (pS/m), which
renders it incapable of retaining a significant electrostatic charge.
Stripping
The final operation in pumping bulk liquid from a tank or pipeline.
Tanker
A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when
being used for this purpose.
Tank Cleaning
The process of removing hydrocarbon vapours, liquid or residue. Usually carried out so that
tanks can be entered for inspection or hot work.
Tension winch (automated or self tensioning mooring system)

A mooring winch fitted with a device which may be set to automatically maintain the tension
on a mooring line.
Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging
petroleum cargo.
Terminal representative
A person designated by the terminal to take responsibility for an operation or duty.
Threshold limit value (TLV)

The time-weighted average concentration of a substance to which workers may be repeatedly
exposed, for a normal 8-hour workday or 40-hour workweek, day after day, without adverse
effect. (See also Permissible Exposure Limits.)
Topping off
The operation of completing the loading of a tank to a required ullage.
Topping up
The introduction of inert gas into a tank which is already in the inert condition with the object
of raising the tank pressure to prevent any ingress of air.
Torch
See 'Flashlight'.
Toxic
Poisonous to human life.
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True vapour pressure (TVP)

The true vapour pressure of a liquid is the absolute pressure exerted by the gas produced by
evaporation from a liquid when gas and liquid are in equilibrium at the prevailing temperature
and the gas/liquid ratio is effectively zero.
Ullage
The depth of the space above the liquid in a tank.
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
A gas below its critical temperature.
Vapour emission control system
An arrangement of piping and equipment used to control vapour emissions during tanker
operations, including ship and shore vapour collection systems, monitoring and control
devices and vapour processing arrangements.
Vapour lock system
Equipment fitted to a tank to enable the measuring and sampling of cargoes without release of
vapour/inert gas pressure.
Volatile petroleum
Petroleum, having a flash point below 60 C as determined by the closed cup method of
testing.
Water fog
A suspension in the atmosphere of very fine droplets of water usually delivered at a high
pressure through a fog nozzle for use in fire fighting.
Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery through a
special nozzle for use in fire fighting.
Work permit
A document issued by a responsible person permitting specific work to be done during a
specitic penoti Tn B benneti
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1.2
Unified Interpretation of Annex I of MARPOL 73/78
Notes: For the purposes of the Unified Interpretation, the following abbreviations are used:
MARPOL 73/78
REGULATION
IOPP Certificate
SBT
CBT
COW
IGS
PL
H
H+2
The 1973 MARPOL Convention as modified by the 1978 Protocol relating thereto.
Regulation in Annex I of MARPOL 73/78.
International Oil Pollution Prevention Certificate.
Segregated Ballast Tanks.
Dedicated Clean Ballast Tanks
Crude Oil Washing System.
Inert Gas System.
Protective Location of Segregated Ballast Tanks.
Date of entery into force of MARPOL 73/78.
Means two years after the date of entry into force of MARPOL
73/78.
1.3 Glossary and Abbreviations.

Absolute pressure
The sum of gauge pressure and ambient atmospheric pressure.
Accommodation
The section or area of the ship in which the crew quarters, cargo control room and navigation
bridge are located; also called the superstructure.
Acute toxic effect

The effect on a man of a single exposure of short duration to high concentrations of poisonous
compounds or vapours.
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Agent
A person or business holding a limited agency authority from a ship-owner or master to act on
behalf of the ship in arranging and facilitating a visit to a port.
API Gravity.
An empirical scale used for measuring the density of liquidd petroleum.
The unit is called the degree API. It was established by the American Petroleum Institute in
1892 as a standard for the American Petroleum Industry. The conversion from specific
Gravity, to API Gravity is:
API Gravity = (141.5 / SpecificGravity - 131.5)
Approved
Approved by a Flag, state authority,or government department, classification society or other
appropriate authority, such as by the Commandant of the US Coast Guard.
Arm
An articulated cargo pipe device used to connect the shore terminal piping to a tanker's
manifold flange connection for the transfer of cargo.
Aromatic
Containing little or no wax.
ARPA
Automatic radar plotting aid - an electronic device incorporated in or operating with a radar
set to provide an automatic indication of the tracks of approaching vessels and also their
courses, speeds and CPAs. Sometimes called a collision avoidance system (CAS).
Asphalt
Black, solid or semi-solid bitumens which occur in nature or are obtained as residues during
petroleum refining.
ASTM
American Society for Testing Materials.
Balance tanks
Cargo tanks which are reserved to receive the final amounts of cargo when loading.
Ballast
Sea water carried aboard vessels to provide adequate draft for safe maneuvering and seakeeping, or to adjust the trim of the vessel.
Barrel
A unit of liquid measurement equal to 42 US -Gallons at 60 F, or about 0.159 cubic meters.
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Black oils
Dark colored petroleum liquids, including, such products as fuel oils, some diesel fuels, and
some gas oils, but excluding refined lubrication oils.
Blank flange
A circular flat plate bolted to the flanged end of a section of cargo piping(as at the amidships
manifold) to close off the line. Blind flange.
Bleeder valve
A small valve used for draining off air or liquid from a pipeline.
Blends
Intentional mixtures of two or more products or cargoes.
Block valves
Valves in the main cargo lines used to isolate sections of the cargo piping system.
Blower
A portable fan used for cargo tank ventilation.
Boiling point
The temperature at which the vapour pressure of a substance is equal to the ambient
atmospheric pressure.
Bonding cable
An electrical cable intended to ground (earth) the ship to the pier it is moored to.
Bunkering
The process and procedures of loading fuel on board a vessel.
Butterworth
A proprietary name for Butterworth Systems Inc., manufacturers of tank washing machines,
equipment and systems.
Cargo handling
The loading, discharging and transferring of cargo.
CAV
Computerised and automated vessel.
CBT
Clean ballast tank system, which uses reserved tanks for ballasting, but employs the ship's
cargo pumps and piping for filling and emptyling the ballast tanks.
CCR Cargo control room - the control space on the ship from which cargo oprations are
directed and cargo valves and cargo pumps are controlled.
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Certified gas free

Indicates that a confined space has been inspected and tested be, a licensed marine chemist
using calibrated equipment and approved procedures and found to be free of toxic or explosive
concentrations of petroleum vapour. A certificate is issued indicating the type of work which
can be performed in the tank and protective equipment required for entry.
Charter
A contract for the use or employment of a vessel for a period of time or for one or more
voyages.
Checklist
A summary reminder list of tasks to be completed in preparing for and conducting an
operation or procedure. The properly completed checklist serves as a record of correct
performance.
Chemical absorption indicator

An instrument used for detecting the presence of and measuring, the concentration of gasses or
vapours by means of discolouration of a chemically treated material contained in a glass tube.
Chronic toxic effect

The cumulative effect on a man of prolonged exposures to low concentrations, or of
intermittent exposures to higher concentrations, of a poisonous compound or vapour.
Clean oils
Refined oils with little or no colour; also known as Clean Petroleum Products)), white oils,
or white products)).
Closed gauging
A method of measuring the contents of a tank without opening- the tank or permitting the
escape of tank atmosphere, by use of a fixed device, or a portable device which can be
connected to a vapour-tight fitting at the measurement point.
Cloud point
The temperature at which wax crystals begin to precipitate out from suspension in a paraffinic
oil.
C02
Carbon dioxide.
Cofferdam
A narrow empty space between two bulkheads, intended to prevent leakage between adjacent
compartments, as between a cargo tank and the engine room.
COLREGS
A US acronym for the international rules for the prevention of collisions at sea.
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Combination Carrier
A ship designed to carry either petroleum or dry bulk cargo.
Commingling
The intentional mixture of two oil cargoes with the intention of forming one homogeneous
mixture.
Compatibility
The degree to which petroleum cargoes can be mixed without detriment to the quality of either
component. Compatible cargoes can tolerate mixtures with small quantities of the other cargo
without affecting required quality.
Condensate
A light crude oil obtained from the condensation of heavy vapours from a natural gas well.
Containment
Permanent and temporary arrangements intended to prevent the spread or flow of cargo
overflows or spills if they should occur.
Contaminated ballast
Clean or segregated ballast containing free oil or dissolved oil in concentrations above an
acceptable level.
Contamination
Unintentional mixture of two petroleum cargoes with the result that one of the cargoes no
longer has the required quality or cannot be used for its intended purpose.
Contingency plan
A prepared program of actions, personnel duty assignments and important information
prepared in advance of an incident and implemented to contain or reduce its effects.
COW
Crude oil washing.
Crossover
Cargo pipe sections and associated valves which connect two adjacent cargo piping systems.
CPA
The "closest point of approach" of another vessel passing one's own vessel. A full CPA
description includes time, bearing and distance off of the closest point while passing.
Crude oil
A naturally occurring petroleum liquid, consisting principally of different types of
hydrocarbons and containing varying proportions of other substances. Unrefined petroleum.
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Decant
To carefully remove the bottom water layer from a slop tank or cargo tank.
Deepwell pump
A tape of centrifugal pump, installed at the bottom of a cargo tank in a large diameter vertical
pipe ('deep well') which permits its removal for service or replacement.
Dehumidifv
To remove part of the water vapour from air by mechanical means.
Discharge
The process of removing- a petroleum cargo from a tanker to a shore terminal using the ship's
pumping equipment.
Displacement
Replacing the contents of a pipeline by pumping through it an amount of cargo equal to (or
nearly equal to), the total internal volume of the line.
DRAFT
The depth of the lowest part of the ship below the surface of the water; or the depth of the ship
at a particular point along its length.
Drop
Lowering a portable tank washing machine from one washing-level tothe next washing level
in a cargo tank.
Drop line
A cargo pipe extending from above the main deck downward to the bottom of the ship,
connecting the ship's deck cargo piping to the cargo piping in the ship's tanks, used while
loading to avoid flowing cargo through the pumproom.
DWT
Deadweight tonnage; the maximum amount of tonnage which can be safely carried aboard a
ship at the governing loadline. DWT includes; fuel, crew, water, stores and cargo.
ECDIS
Electronic chart display and information system.
ECR
Engine control room.
EDG
Emergency diesel generator.
Eductor
A device which uses Bernoulli's principle to create a suction for tank stripping by means of a
stream of drive fluid (usually supplied by the cargo pump discharge stream).
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Emulsion
A mechanical mixture of two liquids which do not naturally mix, such as an oil-in-water
emulsion. An emulsion has an internal (smaller fraction) phase and an external (larger
fraction) phase. "Mousse" which often forms as a result of a crude oil spill is an oil-in-water
emulsion.
ESP
Emergency shut down - a system or process by which cargo transfer can be stopped suddenly
without hazard or detriment to the vessel or terminal.
Experience factor
An average ratio of the volume of cargo on board a ship compared to the volume of cargo
received from/by the corresponding shore terminal for cargoes which meet certain agreed
criteria. Also known as vessel experience factor or "VEF".
Fix
A determination of the navigational position of a vessel by electronic, visual or celestial
means.
Flag state
The national authority under whose Jurisdiction a vessel is registered and which issues its
certificate of inspection.
Flame arrester
Any device or assembly of a cellular, tubular, pressure or other type used for permitting the
passage of a gas while preventing the passage of flames into an enclosed space.
Flame screen
A fitted screen,of. corrosion resistant wire of at least 30-bv-30 (wires per inch) mesh, or two
screens of 20-by-20 mesh spaced 1/2 to 1.1/2 inches apart, installed to permit the passage of
gas but to prevent the passage of a flame into a space. "Gauze screen".
Flange
The face plate of the end of a pipe or hose to which another hose or pipe flange can be bolted.
Flushing
Cleaning acargo or ballast pipeline of its previous contents pumping through it an amount of
fluid several times the volume of the pipeline.
Gas
Hydrrocarbon and other vapours from petroleum; see also "inert gas" term used to cover all
vapour/air mixtures.
Gas oil
A fuel oil intermediate between the light distillates and heavy diesel fuels.
Gas freeing
The process of replacing a hazardous tank atmosphere with air.
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Gasoline
A volatile petroleum liquid principally used as a fuel in internal combustion engines with
spark ignition.
Gate valve
A valve with a sliding disc mounted perpendicular to the direction of flow in the pipeline.
Gate valves provide full, unobstructed flow when fully open.
GMDSS
Global marine distress and safety system.
Gravitation
The natural flow of oil or water from one tank (or from sea or to sea) to another by the force of
gravity alone.
Gun
A fixed (not portable) tank washing machine.
Hydrogen sulphide.
Heating coils
A system of small-diameter piping, in the bottom of a cargo tank through which water/steam
or thermal-oil is admitted to heat the cargo.
Heel
A small amount of liquid intentionally left in a tank, to reduce measurement errors due to tank
bottom shape, or to maintain certain tank conditions (such as the temperature of an LNG tank).
Hogging
A loaded condition of a ship in which there is an excess of weight over buoyancy at the ends
and an excess of buoyancy over weight at the middle. The ship is slightly arched, with the
main deck under tension and the keel under compression. The normal condition of a tanker in
ballast.
ICS
International Chamber of Shipping, London.
Impinging
Releasing a liquid or vapour under pressure in the form of a spray or stream which is directed
against a surface.
IMP
International Maritime Organization, 4 Albert Embankment, London
Incendive spark
A spark of sufficient temperature and energy to ignite a flammable gas.
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Incident
An event which causes, or which may have caused, but for the timely, intervention of the crew
or good fortune, injury to the crew, vessel or cargo, or a financial loss to the owner. Also
called a "near miss".
Inert condition
A tank is in an inert condition when the oxvgen content of the atmosphere throughout the tank
does not exceed 8% by volume.
lnnage
The depth of a liquid in a tank.
ISGOTT
International Safety Guide for oil tankers and terminals, as published by the ICS and OCIMF.
Lashing
A short length of small diameter natural fibre line tied between a manual valve handwheel and
the valve body or support to indicate that the valve is closed.
Lightering
Off-loading cargo from a deeply laden vessel to a barge or ship to permit the vessel to enter
harbour, go alongside a berth, or assist removal after stranding.
Lines
May refer either to car-o pipelines or to vessel mooring lines, depending on the usage.
List
The tilt or inclination of a vessel to port or starboard, measured in degrees from the vertical.
Loading
Receiving cargo on board a tanker from a shore terminal, at a SPM or from another vessel.
LOT
Load on top procedures employed for the reduction of oceanic pollution by loading crude oil
cargoes on top of the residues of the previous cargo.
Main Suction Valve

Large valves located in each cargo tank used to admit cargo from the tank into the bottom
cargo lines (or from the lines into the tank when loading). Manifold
The cargo piping arrangement at each side of a tanker's ma-n deck, where the inlet/outlet ends
of the cargo piping,,, fuelling lines, and other piping- are placed for connection to the shore
terminal or lightering vessel piping by means of hoses or articulated arms.
IDESS NORWAY AS.
Manifold valve
The cargo piping valve immediately inboard of the flange at the amidship manifold connection
point.
Manning
The planning and assignment of the correct number and qualification of personnel to perform
a task or procedure.
MARPOL 73/78
The International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the protocol of 1978 adopted by. the International Conference on Tanker Safety, and Pollution
Prevention (TSPP Conference).
MARPOL Line
A small-diameter pipeline used to discharge the final cargo residues from ship's tanks and
pipelines into the shore pipeline.
MCP
Main cargo pump - large centrifugal pumps used to discharge the in major part of the cargo.
MSP
Marine sanitation device - a ship's sewage treatment plant.
MSDS
Marine safety data sheet - an information sheet for chemicals used on board.
MTBF
Mean time between failures.
NOR
Notice of readiness.
NPSH
Net positive suction head.
OBO
An ore-bulk-oll vessel.
OBO
Cargo on board a tanker before loading begins.
OCIMF
Oil Companies International Marine Forum, London.
ODM
Oil discharge monitor.
TO ESS NORWAY AS.
Off-Test
The condition of a petroleum product which does not meet its quality requirements, possibly
through improper refining or contamination.
Oil
Petroleum, in crude or refined liquid form.
Oil Tight
Riveted , caulked, gasket or welded connections or seams which prevent any leakage of oil.
Open Gauging
A system which does nothing to minimise or prevent the escape of vapour from cargo tanks
while the contents are being measured.
Overboard Discharge
A through-hull piping connection, located above the waterline of the ship, used to discharge
dirty ballast or slop water under controlled conditions.
Overf low
The accidental escape of oil cargo from a cargo tank onto the deck of the tanker.
Paraffinic
Crude oils containing significant quantities of wax in suspension.
Person in Charge
The crew member (or shore terminal employee) designated by the master (or terminal
executive) as the person responsible for the safe and non-polluting conduct of oil transfer
operations, also called: the "responsible officer".
Petroleum
Crude oil and liquid hydrocarbon products derived from it.
PFD
Personal flotation device, or "life preserver".
P&l
Protection and Indemnity; a mutual insurance organization.
PM
Preventive maintenance.
PPE
Personal protective equipment.
Port State
The national authority of the port in which a tanker finds itself.
IDESS NORWAY AS.
Potable
Water suitable for crew consumption.
Pour point
The lowest temperature at which an oil will flow or can be poured under specified test
conditions.
Prime
To physically remove air or vapour from a pump, replacing it with liquid, so that the pump
will operate properly.
Protest
A Note of Protest as a formal, written notification of disagreement, prepared by the master,
regarding an action or situation affecting a marine venture.
PSI
Pressure measured in the English (imperial) units of pounds per square inch.
Pumproom
A compartment or space in the ship where cargo pumps and other cargo transfer machinery is
located.
P/V Valve
Pressure/vacuum relief valve - a dual purpose valve incorporated in the cargo tank venting
system which automatically prevents excessive pressure or vacuum in the tank or tanks to
which it is connected.
Reducer
A short section of tapered pipe with a large diameter opening and flange face on one end and a
smaller diameter opening and flange face on the other.
Residual Oil
The bottoms product from the distillation of petroleum; "resid".
Riser
A vertical cargo pipe extending from the bottom to the pumproom to the main deck.
ROB
Cargo "remaining on board" when a tanker has finished discharging.
RVP
Reid vapour pressure - the vapour pressure of a liquid determined by laboratory testing in a
standard manner in the Reid apparatus at a standard temperature of 38 C.
SABA
Surface air breathing apparatus.
IDESS NORWAY AS.
Sacrificial Anode
A piece of metal, usually an alloy of zinc or aluminum, installed on the interior surface of a
cargo or ballast tank, or on the exterior surface of the hull, for the purpose of reducing
corrosion of the ship structure. See "cathodic protection".
Sagging
A condition of loading in which the middle portion of the ship is lower then the ends due to
excess of weight over buoyancy amidships. The standard condition of a tanker when fully
loaded. When a tanker is sagged, the main deck is in cormpression and the keel is under
tension.
Salinity
The density of the water in which the ship is floating compared to the density of fresh water.
SBT
Segregated ballast tanks - a system of ballast tanks, piping and pumps which is independent of
(segregated from) the cargo systems of a tanker.
Sealing
Securing a closed valve or other cargo control device with a numbered seal as a means of
proving at a later time or date that the valve or device has not been opened or operated.
Sea Suction
The connection or valve in a cargo or piping system which is connected to the sea chest. Used
for transferring sea water into the ship (ballasting or tank washing) or for pumping clean
ballast out of the ship.
Sediment
Solid or semi-solid material which settles out from water or petroleum and accumulates in the
bottoms of the cargo or ballast tanks.
Segregation
Physical separation of different cargoes or products within a tanker by using separate piping
systems or by maintaining designated valves closed.
Set
A group of cargo tanks loaded or discharged simultaneously.
Shut Down
The immediate stop of cargo transfer operations due to malfunction, incident or uncertainty.
Slops
Residual oil which has been transferred to a collecting tank (slop tank), usually- mixed with
other recovered oils and/or water.
Advanced OH Tanker Operation and Safety - Including COW andIGS. Page 22
IDESS NORWAY AS.
Slop tank
A tank designated to store oily waste for subsequent ecologically approved disposal.
Sludge
Deposits in the bottom of a cargo tank which may include sediment, petroleum waxes, rust
scale, sand and other foreign material.
Sour crude
Crude oil containing at least 0.05 cubic feet of dissolved hydrogen sulphide (H?S), per 100
gallons of crude oil; capable of producing dangerously toxic vapours.
SOLAS
(International Convention for the) Safety of Life at Sea, 1974 and its 1978 Protocol, and the
1981 and 1983 amendments.
Specific Gravity
The ratio of the weight of a given volume of material at a standard temperature to the weiht of
an equal volume of distilled water at the standard temperature (usually 4 C).
Spill
An accidental, uncontrolled discharge of oil from a tanker into the surrounding water due to a
cargo overflow, hull leak, pipeline failure, or improper procedure.
SPM
Single point mooring - an offshore mooring buoy used for loading, or discharging deep-draft
vessels.
Spontaneous Combustion
Ignition of a combustible material by means of accumulated heat generated by a chemical
reaction within the material.
Spool Piece
A short section of pipe of constant diameter with a flange face fitted to each end.
Squad
A small ,group of crew members selected and trained for a particular emergency or incident
task.
Squat
The increase in draft of a ship in proportion to its speed through the water and the depth of the
water it is in.
Stand-By
The notice time (normally 10 to 20 minutes) given by a person in charge prior to requiring
stoppage of an oil transfer operation.
IDESS NORWAY AS.
Static Electricity
The electric charge accumulated in a material or on the surface of a material through rapid
physical contact and separation of dissimilar materials (le. oil flowing in cargo piping).
STCW
(International Convention on) Standards of Training, Certification and Watch-keeping for
Seafarers, 1978.
Stripping Pump
A small capacity reciprocating (or rotary), pump used to empty or drain cargo tanks after the
main cargo pumps become ineffective.
Strum
A bell-shaped fitting on the end of a cargo suction pipe.
Surging
An unsteady fore-and-aft movement of a vessel in a seaway or at a berth.
Surge Pressure
A sudden increase in pressure in a cargo line caused by starting a pump or by shutting off the
outlet of the cargo line against flow.
Swash Plate
A baffle plate or open bulkhead in a cargo tank designed to prevent excessive forces from the
movement of the liquid cargo.
Thiefage
The amount of water under the cargo at the bottom of a cargo tank, measured as a vertical
dimension (or innage).
Thieving a Tank
Measuring the amount of water innage at the bottom of a tank of petroleum cargo.
Ton
A long ton of 2240 pounds avoirdupois (16 ounces per pound).
Tonne
A metric tonne of 1000 kilograms.
Toxic
A material which has a poisonous effect on a person who inhales or ingests it.
TPI
Ton(ne)s per inch of immersion - the number of ton(ne)s which must be loaded into or
removed from a shio to change the jmidships draft bv one inch. This may also be expressed as
TPC (tonnes per centimetre).
IDESS NORWAY AS.
Transfer
The intentional movement of cargo, ballast, or fuel from one tank to another within a vessel.
Trim
The arithmetic difference between the forward draft and after draft of a vessel.
Trim Tanks
The final tanks to be filled when loading a tanker; the levels in the tanks being adjusted to
achieve the desired trim at the completion of loading.
TVP
The true vapour pressure, or absolute pressure exerted by the gas produced by evaporation
from a liquid when gas and liquid are in equilibrium at ambient temperature.
UHF
Ultra-high frequency radio transmission.
Ullage
The vertical distance from the surface of the cargo in a cargo tank to the measurement or
datum point for that cargo tank. Outage.
Ullage Space
The space or distance between the upper surface of the cargo in a tank and the underside of the
deck, or top of the tank.
UMS
Unmanned machinery space.
Vacuum Pump
A pump used to evacuate air from equipment of tanks, commonly used to prime main cargo
pumps and in oil spill recovery operations.
Vapour Pressure
The force exerted when a solid or liquid is in equilibrium with its own vapour at a stable
temperature. May refer to the vapour pressure of one component of a mix of vapours, or to the
total of the vapour pressures in a mixture at ambient temperature.
VEF
Vessel experience factor; see "experience factor".
Ventilation
The replacement of the atmosphere in a confined space by, natural or mechanical means.
IDESS NORWAY AS.
Venting
Controlled release (or intake) of gas (or air) from (into) a cargo tank by manual or mechanical
action, such as by the manual opening or automatic action of a P/V valve.
Vent lines
The piping system fitted to relieve excessive pressure of vacuum/pressure conditions in a
cargo tank.
VHF
Very-high frequency radio transmission.
Viscosity
The property of liquids which causes them to resist instantaneous change of shape, or
instantaneous rearrangement of their parts due to internal friction. Viscosity of oils is usually
express as the number of seconds required for a standard quantity of oil to from through a
standard apparatus at a specified temperature. Scales and ratios of measurement include
Saybolt Furol, Saybolt Universal, Engler, Redwood and Kinematic.
Volatility
The tendency of a liquid to vapourize.
VRP
Vessel response plan.
VTS
Vessel traffic service.
Watch
The group of ship's personnel assigned to perform routine duties for a specified time period. A
set time period of the day during which various crew members perform their duties. A
particular duty ("Gangway Watch"), to which a crew member has been assigned.
______________________________________IDESS, NORWAY
AS____________________________________
Chapter 2
Oil Tankers - Oil Tanker Design and Equipment
2.
2.1
2.1.1
2.1.2.
Page.
1
8
History of Oil Transportation at Sea

Tank ships
T2 Type Tanker.
T2totheVLCC
8
9
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
2.1.8
Tanker types.
Combination carriers
Comparison of both Types of Combined Carrier
The Economics of the Combined Carrier
Void spaces, duct keels and pipe tunnels
Slack holds in combination carriers
10
11
13
13
13
14
General
Loss of Stability
Sloshing
Longitudinal stress
2.1.9.
Oil Products and Bulk Carrier (PROBO Ship)
2.2
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
2.2.8
2.2.9
2.2.10
2.3
14
14
15
15
15
Design and construction
17
General
Oil
Construction requirements
Segregated ballast tanks (SBT)
Protective location of ballast tanks
Limitation of tank size
Subdivision and stability
Slop tanks
Overboard piping
Operational measures in lieu of construction requirements
17
17
18
18
19
20
20
20
22
22
Oil tanker cargo system
23
2.3.1
Cargo Line Piping Systems.
23
2.3.2
Bellmouths.
24
2.3.3
Ring main with two pumprooms.
24
2.3.4
Pumping systems with pumprooms aft of the cargo tanks.
24
2.3.5
Stripping Systems.
28
2.3.6
Stripping with centrifugal pumps
28
Advanced Oil Tanker Operation and Safety - Including COWand IGS
______________________________________IDESS, NORWAY AS___________________________________
2.3.7
Stripping pumps
29
2.3.8
High-pour cargo
30
2.3.9
Stripping high vapour pressure cargoes
31
2.3.10
Accumulation tank
31
2.3.11
Shore back-pressure
31
2.3.12
Other stripping considerations
32
2.3.13
Stripping deepwell pumps
33
2.3.14
The Cargo Control Room.
33
2.3.15 '
Valves.
35
2.3.16
Valve Identification.
36
2.3.17
Open and Shut Indicators (Telltales).
36
2.3.18
Remote control and power-operated valves.
37
2.3.19
Pressure Surges
37
2.3.20
Butterfly and Non-Return (Check) Valves
37
2.3.21
Valve Operation
37
2.3.22
Control of Pumping
38
2.4
2.4.1
2.4.2
2.4.3
2.5
Cargo heating systems
38
Heating systems.
Care of the cargo
Water contamination
38
40
41
Venting arrangements
2.5.1
Ventilation system
2.5.2
Independent Venting System.
2.5.3
Common Venting System.
2.5.4
Grouped Type Venting System.
2.5.5
Pressure and vacuum valve (P/V valve).
2.5.6
The Independent Inlet and Outlet Type Relief
and Pressure Valve.
2.5.7
Ventilation while Loading and Discharging.
41
41
42
43
43
43
43
2.5.8
2.5.9
2.5.10
2.5.11
2.5.12
2.5.13
2.5.14
2.6
48
ULCC's and VLCC's venting systems.

Tank ventilation
Ventilation by displacement
Ventilation by dilution
IGS system ventilation
Gas efflux during gas-freeing
Dispersal of vented gas
43
44
44
44
45
45
45
Level gauges - Types of gauge
2.6.1
Mechanically operated float gauges
48
2.6.2
Electrically powered servo-operated gauges
49
2.6.3
Electrical capacitance gauges - comparative types
50
______________________________________IDESS, NORWAY AS___________________________________
2.6.4
Bubbler gauges
51
2.6.5
Pneumatic or hydraulic level gauges using a closed cell
52
2.6.6
Other differential-pressure methods
53
2.6.7
Sonic gauges
54
2.6.8
Radioactive methods
55
2.6.9
Surface-sensing-type devices
56
2.6.10
Factors affecting accuracy and repeatability
56
2.6.11
Installation
57
___________________Advanced Oil Tanker Operation and Safety - Including COW and IGS______________
IDESS, NORWAY AS
Chapter 2
Oil Tankers - Oil Tanker Design and Equipment
2.
History of Oil Transportation at Sea
Transportation of oil by water was the indirect result of the first oil well. Mineral oil had been
known to exist below the surface of the earth for quite some time. There are indications that
the Chinese obtained small quantities from shallow mines several thousand years ago, but the
small quantities obtained by them and people inhabiting the Middle East could never have
justified the time and energy needed in developing it as a fuel for heating, lighting, and the
multitude of other purposes which man has found for oil in the present highly Industrial Age.
Primitive races generally used wood and animal droppings dried in the sun, together with
other material for heating and lighting purposes. However, some of these people lived in areas
where wood and fuel of other kinds are hard to come by, such as in the Far North. In these
desolate frozen wastes, all materials are derived from the animals that roam the region during
the summer months, also from birds, fish, and other sea creatures such as the walrus, seal, and
whale, that inhabit the seas fringing these northern lands. Oil derived from these creatures
played a major part as fuel for heating and lighting. Other people in warmer climates were
responsible for the development of several different types of vegetable oils, but except for
pitch, very little use seems to have been made of the small amounts of mineral oil available to
earlier civilisations.
The first oil well was sunk in Pennsylvania in June, 1859, and it was brought in at a depth of
some seventy feet, on August 27th of the same year. This well was the forerunner of
thousands of others all over the world, some of which have been driven to depths of twentythousand feet in a search which is never ending. It is extremely doubtful that any of the
gentlemen concerned with the sinking of this first well, however far sighted, visualised an
industry such as has been developed over the course of the last one hundred and twenty years.
The Elizabeth Watts is generally credited with being the first ship to carry a full cargo of oil
across the Atlantic. She commenced her career in 1861. Several factors tended to retard the
development of the early tanker, not the least of these was the attitude of owners and crews of
the numerous wooden sailing ships of that period. Not without cause they regarded oil as a
dangerous cargo.
Leakage from barrels in the holds resulted in the spaces below deck becoming permeated with
dangerous gas, which slowly made its way into the living accommodation, this in turn meant
disaster or extreme discomfort as all lamps and cooking fires had to be extinguished.
The use of the iron hull to some extent offset these difficulties, and several sailing ships were
built and converted for this trade. Several were fitted with specially built tanks for the carriage
of oil. The future of the oil trade was then thought to lie in the large iron hulled sailing ship,
fitted with iron tanks and equipped with hand pumps for the rapid and safe discharge of cargo.
The idea of using a steamer for such cargo was as yet unthinkable, due to the danger of vapour
reaching the coal fires in the machinery spaces.
Advanced Oil Tanker Operation and Safety - Including COW and IGS
Page 1
"Brilliant" - Built 1901, 3,765 tons gross, 3,60y tons net, 552.5 teet long, 4y.l teet beam, zx.z teet deep, ôop 40
feet, Forecastle 37 feet long. Bound from New York to India with case oil. Photographed in the Indian Ocean
north of Durban. Port Lifeboat has been
away during bad weather washed.
S.S. "Gluckauf - The "Gluckauf" is generally regarded as having been the prototype of the modem oil tanker. She
was the first vessel designed specifically to carry oil in bulk, in the skin of the ship, and was built in 1886 by a
British shipyard to the order of Wilhelm Riedemann.
It must be remembered that though the ships of the period were only able to provide primitive
facilities for the carriage of oil, the oil industry as a whole was in its infancy, and refinery
procedure and equipment of those early days would hardly be recognisable as such in
comparison with modern equipment and technique. The principles of distillation were
recognised, but the pipe still was a very simple affair, designed principally for the production
of kerosene, there being as yet little call for gasoline or fuel oil.
IDESS, NORWAY AS
As the industry developed, so did the early tanker. In 1878, the first ship to use the hull or skin
as a container for oil was built. This vessel was called the Zoroaster, and her building marked
a major step in the development of the modern tanker. To the bolder minded, the advantages
of a steam powered tanker became apparent, apart from question of propulsion, steam
powered pumps were an added advantage. In 1986, the Gluckauf was built as a sail assisted
steamer for the carriage of Petroleum in bulk.
Sailing ships continued to be used well into the next century, both as bulk and case-oil
carriers. Most of the bulk carriers were provided with a donkey boiler and steam powered
pumps to discharge the oil. As the number of steam driven tankers increased, it became
inevitable that the oil fired boiler should replace the coal fired boiler, but this was a slower
process than one would imagine, in spite of the increased efficiency and advantage of using as
fuel one of the products the tanker carried as cargo. The reason for this was the difficulty in
obtaining fuel oil bunkers. Coaling stations were provided all over the world, and a steamer
could be reasonably sure of obtaining coal along all main trade routes, but the same facilities
were not available for the oil burning or motor ship, which meant that she had to carry a lot
more bunkers, and therefore less cargo. Coal burning steam tankers were built right up to and
including the period of the 1914-18 War.
With the exception of some early types and others built during both World Wars, the tanker's
machinery was in the after end of the vessel, and the cargo tank section was segregated by
transverse compartments called cofferdams. The silhouette of a tanker with funnel aft and the
midship bridge house was exceptional seventy years ago, but the present day tanker fleet
makes up a very large percentage of the world's total tonnage.
The Isherwood longitudinally stiffened centre line bulkhead tanker with engines aft made its
appearance just prior to the First World War. This type of vessel, by a design incorporating
transverse framing with a special arrangement of stringers for longitudinal strength, reduced
costs and weight of material in tanker construction by a considerable amount. These vessels
were provided with a midship pumproom which generally contained two steam reciprocating
pumps for handling cargo.
To control the flow of liquid when the vessel was rolling in a seaway, and to avoid large areas
of free surface, the tanks were provided with trunkways, which considerably reduced the area
at the top of the tank. Vessels, however, were often far short of their marks when loading light
products, later types began to incorporate the summer tank which was housed on the trunk
deck and was generally filled by means of a drop valve from the main tank below.
Towards the middle of the 1920's, the twin bulkhead ship made its appearance, and slowly but
surely the advantages of the new design made itself felt, and the centre line bulkhead type
began to be replaced in all but a few special types and coasters, where size made the twin
bulkheads impracticable.
Welding was used in ship construction for a considerable period before World War II.
However, where hull construction was concerned, welding was always viewed with grave
suspicion, but like all new methods, material and techniques improved, and during World War
II whole ships were constructed on this basis. The advantage of the welded hull is fairly
obvious. All the plates are welded in a straight line, and there are no plate landings to restrict
the flow of water along the hull as the vessel is propelled through the water, hi addition to this,
rivets have a tendency to work, leaks from this source are quite frequent both in the hull and in
the bulkheads separating the cargo tanks. Welding has more or less eliminated leakage of this
nature.
_______Advanced Oil Tanker Operation and Safety - Including COWandIGS
Page 3
Cross section showing Summer Tanks
LENGTH
BREATH
DEPTH
GROSS
UNDER
DK.
NETT
DIMENSIONS
MOULDED
EXSTEME
515 ' - 0"
547 ' - 0 %"
69'-6"
69'-9'/2"
37' - 6"
TONNAGE
BRITISH SUEZ
11329.99
9973.06
6334.63
PANAMA
Plan and Silhouette of an Oil Tanker

Advanced Oil Tanker Operation and Safety - Including COWandIGS
Page 4
IDESS, NORWAY AS
In the last ten to fifteen years, a great deal has been learnt about the use of metal in all types of
construction. Research into metal fatigue and wastage as well as the use of coatings to prevent
this, has helped considerably to simplify some of the problems encountered when carrying
highly corrosive hydro-carbon liquids. Large-scale models in ship model basins have assisted
the ship designer to examine stress problems and to simplify the design and layout of large
tankers, thus reducing the cost of construction.
Where once a large crude tanker could be expected to have a minimum of 36 cargo
compartments and a whole battery of pumps, pipelines and valves, the modem tendency is to
reduce the number of tanks and other equipment so that a ship of 200,000-tons d.w.t. built to
A.B.S. or Lloyd's specifications may only have 15 cargo compartments with individual tanks
holding as much as 140,000 bbls. or 20,000 tons of oil. The tendency is also to reduce the
number of pumps and to install fewer and more powerful units with a higher capacity head. In
some cases suction piping has largely been eliminated by the introduction of the suction pipe
ducts and/ or sluice valves.
The extensive use of sluice valves has led to the name Free Flow System coming into general
use where suction piping has largely been eliminated. Such systems have certain definite
advantages, particularly in capital saving when the ship is built. There are however, definite
disadvantages from an operational standpoint; when more than one grade of oil is carried and
when tank cleaning and changing ballast.
Apart from the layout of the cargo compartments and pumping systems, there have been
significant changes in other directions, e.g. power operated valves and remote control are
becoming increasingly common. Properly used and maintained, such improvements show an
economic return by reducing manpower requirements and eliminating human error from a
complex operation where expensive equipment can be seriously damaged.
It would not be wise to neglect other areas where changes are taking place. Nearlyall the new
ships have no amidships house. The bridge and living accommodation are located aft. Safety
and economics have been the main reason for this change and the arguments of Masters and
Pilots who have opposed it on navigational and ship handling grounds can find little support
today.
Normally tankers are classified by size for freight purposes:1.
General purpose vessels -16,500/ 24,999 dwt.
2.
Medium range - 25,000/49,999 dwt.
3.
L.RI (Large Range 1) 45,000/79,999 dwt.
4.
L.R2 (Large Range 2) 80,000/159,999 dwt.
5.
VLCC or Very Large Crude Carriers - 160,000/320,000 dwt.
6.
ULCC. or Ultra Large Crude Carriers - 320,000 dwt. and above.
While VLCCs and ULCCs were, and always are, likely to be exclusively engaged in the
carrying of crude oil handy size and medium size vessels tend to cover a very large range of
duties.
The larger vessels in the L.R2 range - i.e. over 100,000 dwt. tend to be crude carriers. They
trade between ports that are restricted by draft or other limitations so that VLCCs or ULCCs
cannot be TJgJî.nd.J^JL2.xaDff-e_yfissgl!nless
than.JJXLDDQdwt.aremam^lyjdivideiintoiwQ classes -(a) Dirty product carriers, (b) Clean
product carriers.
IDESS, NORWAY AS
Page 5
The larger dirty product carriers are frequently switched between the crude trade and carrying
refined dirty products. After carrying crude the cargo tanks have to undergo cleaning to
remove wax and crude residue which might affect the flashpoint of dirty products like fuel oil.
Some large dirty product carriers have their tanks coated to reduce corrosion from crude and
water washing and facilitate changing from one to the other.
Clean product carriers in the medium size range tend to be less than 50,000 dwt. Many are
purpose built with coated tanks and have sophisticated pumping systems capable of handling
12 or more grades.
The largest dirty and clean product tankers have evolved from changing trade practices and
requirements and though some of these vessels may be involved in short haul coastal
distribution of refined products many are now involved in longer haul work.
General purpose tankers probably cover the largest range and variety of different cargoes
carried. This size range includes some chemical carriers as well as a host of purpose built
clean and dirty product carriers engaged in short haul and coastal distribution.
Tankers smaller than 16,500 are generally clean or dirty product short haul coastal vessels, but
some are built to handle special products like bitumen, chemicals, acids as well as lubricating
oil.
The big building programmes of the 1960's and early 70's were the result of high freight rates.
The large numbers of ULCCs and VLCCs which came into service received a lot of publicity
and to some extent hid the fact that the number of smaller ships produced was also significant.
The 1973 oil price increase was a major catastrophe which reduced oil consumption around
the world and made many ships of all sizes and classes redundant.
The tanker building boom had produced a spate of larger ships. Quite a number were over
500,000 dwt. Four of these vessels were under the French flag, two were owned by Society
Maritime Shell and two by Compagnie Nationale de Navigation.
All four had similar dimensions; the overall length was 1,359 feet and the beam over 200 feet.
Each ship was driven by steam turbines and twin screws. The carrying capacity of all four
differed slightly but was in the region of 550,000 dwt.
All four of the above ships had relatively short lives under the French flag and were laid up
and
eventually sold for scrap. As far as the author is aware, the biggest tanker produced in the
building boom was the Seawise Giant (now Jahre Viking) owned by the Island
Navigation
Company. She was originally built as the Oppama before being enlarged in Japan.
She had the highest recorded dead-weight of 564,739 tons. In 1988 this vessel was reported
on
fire and severely damaged after a bombing attack in the Persian Gulf.
While the lay-up and scrapping of ULCCs and VLCCs received a lot of publicity all classes
and
sizes of ships were affected by the reduced consumption of oil, even chemical tankers which
might have expected to escape the worst.
To understand the problem we must look beyond the immediate affect of the OPEC price rise.
During the 1960's studies show that as an energy source, oil consumption grew faster than any
other fuel. At over 60% in terms of growth it was by far the world's most popular fuel.
IDESS, NORWAY AS
Page 6
As a result the oil tanker increased in size and numbers. In the 1970's oil was still very popular
in spite of price increases. As a percentage share of growth in world energy it grew by 44%,
but it has to be said that most of the recorded growth occurred in the first half of the decade.
During the first half of the 1980's the growth of world oil consumption was less than 10%, but
improved with the decline in oil prices in the second half of the decade.
The oil tanker and freight market are dependant on oil consumption. It has become apparent
that the 1973 price increase which triggered the world reaction, drastically reduced oil
consumption. Apart from oil tankers laid up and scrapped, many refineries were shut down
and some dismantled. It became clear that many oil companies saw the reduced consumption
of oil as a long term, rather than a short term, phenomena. Oil company fleets were drastically
reduced in size, often by selling individual ships to independent owners using charter back
agreements as bait. When this failed even modern ships were laid up and scrapped.
The seven year War between Iran and Iraq was responsible for the withdrawal of a lot of
tankers from lay-up. Many of these vessels were severely damaged and others lost. In spite of
this, overall the War had little effect on tanker freight rates when considered on a world basis.
Insurance premiums for trading in War zones reached astronomic proportions.
Towards the end of 1988 crude oil prices started to increase and by early 1989 had reached
$19 a
barrel and freight rates responded as the demand for oil picked up. In turn, this resulted in a
steady reduction in the number of laid up tankers.
The crisis caused by Iraq invading Kuwait in August 1990 has caused prices to rise
significantly.
Crude oil on the open market is selling at $30 a barrel and some authorities consider that $40 a
barrel is possible if the crisis is not resolved quickly.
The effect on oil transportation of such a crisis is hard to predict in terms of tanker demand.
One
source has suggested that while the larger industrial nations keep their reserves topped up
there
will be an increasing tendency for Oil Companies to buy and load Crude oil and use-the
tankers
as storage against further price rises.
It looks as though the long term demand for oil tankers will increase and this will undoubtedly
affect tanker building programmes.
2.1
Tank ships
2.1.1
T2 Type Tanker.
The first type of tanker to be built in any number with centrifugal pumps and an after
pumproom
was the T2 type tanker, which was designed and built in America during the last world war.
The T2 type tanker was designed to carry oil faster than the average pre-war tanker, and also
to
pump its cargo ashore in the quickest possible time, thus minimising the congestion in Allied
ports.
This type of tanker carries approximately 15,000 tons of oil when loaded to its summer marks.
It
is a standard twin fore and aft bulkhead type ship, with pumproom aft. However, there is one
slight modification at No. I cargo tank. Owing to the extremely fine lines, it was found easier
to
divide No. I tank into port and starboard compartments, instead of port, centre, and starboard
compartments.
This type of vessel was designed to handle three grades at once, provided that the crossover
valves situated at Nos. 5 and 7 are shut and that crossovers in the pumproom and at the
manifolds
are similarly shut.
JDESS, NORWAY AS
Page 7
One grade goes direct down the starboard line via the pumproom to the forward section of
tanks, i the second grade on the centre line can be loaded direct through the loading line at
No. 5 tank into Nos. 5 and 6 across. The third grade is also provided with a direct loading line
into the after section of tanks.
T2 " Esso Cardiff" - 6,321 tons net, 10,684 tons gross. Buildt in 1945
2.1.2. T2totheVLCC
The basic T2 pumping system set a trend which has been followed with modifications and
improvements in successive generations of newer and larger tankers. The number of pipelines
and pumps may have been increased as well as the size and capacity, but the after pumproom
and general pipeline arrangement frequently bears a startling resemblance to the T2 pumping
system.
With the exception of the multi product clean ship which is designed to handle 10 or more
grades with separate pumps and lines for each product, most conventional oil tankers under
50,000 d.w.t. started life as crude carriers. Due to the passage of time and the increase in
tanker size, they gradually became uneconomic, and many of them have been equipped with
heating coils, and commenced hauling dirty refined products.
ID ESS, NORWA Y AS
With few exceptions these vessels were all built with 30 or more cargo tanks and their cargo
piping systems are similar to a T2. A few had reciprocating pumps, but these were steadily
becoming unpopular because of the vibration reciprocating pumps can cause when discharging
through rigid metal arms and flow booms, as well as lower overall discharge rates.
Large vessels are nearly all used in the crude trade. Some of these ships are constructed on the
old multi-tank system, but from 1960 onwards, most vessels began to be equipped with fewer
and larger cargo tanks and simplified cargo piping systems.
2.1.3 Combination carriers

Ore/oil carriers (0/0 ships)
This is an oil tanker which is equipped to carry ore in its centre cargo compartments.
Compared with a similar-sized conventional tanker, the main differences revolve around the
centre compartments, which are located over double bottom tanks, and have large, heavy steel
hatch covers. The centre compartments are normally arranged so that the longitudinal plating
slopes inwards, providing a self-stowing factor when loading ore. The centre compartments
are generally free from all structural members which would hinder loading or discharging ore.
If coils are required for heating the oil, these are installed in the wings or under the holds and
welded on racks to the plating near the bottom. The centre compartments contain no piping,
and are loaded and pumped out by utilising wells let into the double bottoms and connected to
the cargo piping system through the wing tanks.
The wing tanks are arranged in the same manner as a conventional tanker and carry oil and
ballast as required. Coils and cargo piping are similar to those found in conventional tankers.
These ships are designed to carry their full deadweight when trading as tankers and also when
carrying heavy ore concentrates. They are not usually designed to carry light bulk cargoes.
Heavy ore concentrates are carried only in the centre holds. Oil cargo may be earned in both
centre holds and cargo wing tanks.
Page 9
Holds are constructed so as to extend approximately one half of the total breadth of the ship.
Conventional wing tanks incorporate the main strengthening sections, allowing smooth sides
in the centre holds. Holds are always constructed with double bottom spaces beneath them.
Hatches are generally single piece side rolling with a sealing arrangement similar to that on
OBO ships.
Cargo pipelines are usually installed in the wing tanks, whilst ballast pipelines are typically
installed in the double bottom tanks. Where cargo pipelines pass through permanent ballast
tanks, the possibility of pollution caused by pipeline failure should be borne in mind.
Oil/Bulk/Ore (OBO-ships)
The OBO ship is capable of carrying its full deadweight when trading as an ore carrier with
cargoes of heavy ore concentrates. This type of ship is also designed to carry other types of
dry-bulk cargo such as grain and coal.
Holds are usually arranged to extend the full breadth of the ship, with upper and lower hopper
tanks and double bottom tanks. In some cases holds may have wing tanks. Oil or dry bulk
cargo is carried in the holds. Oil may in addition be carried in one or more sets of upper
hopper tanks, and where there are wing tanks they may also be used.
Normally wing tanks for the carriage of oily slops are fitted aft of the cargo holds. Segregated
(clean) ballast may be carried in top and bottom hopper tanks and in double bottom tanks.
Conventional bulk carrier hatches, normally of the side rolling type, are fitted with a special
sealing arrangement.
Cargo and ballast pipelines are typically installed in a duct keel or in two pipe tunnels located
either side of the centre fine and separated by a double bottom tank. The ballast system is
entirely independent from the cargo system. Ballast can be loaded in the holds if this is
necessary, but has to be done by utilising the cargo system. In some vessels each hold or
centre compartment has a separate loading line which enters the ducts via the void spaces, thus
allowing the pumproom to be kept gas-free.
This type of vessel at first appears to be much the same as an Oil-Ore Carrier, as the centre
compartments are constructed along similar lines. The main difference is that the bulk oil
carrier does not carry either oil or ore in its wing tanks, which are purely for ballast.
Page 10
IDESS, NORWAY AS
Looked at from a structural standpoint, the holds of the Bulk-Oil carrier are bigger and wider,
and the wing tanks are much narrower. Both ships have double bottoms which can be used for
ballast or fuel, and the cargo piping system is generally arranged so that cargo is loaded
through pipes or ducts which run fore and aft through the double bottoms.
General instructions
Petroleum and dry bulk cargoes must not be carried simultaneously. Attention should be
paid to the gas contents of wing tanks when the vessel is discharging bulk ore. Similarly, it
should be realised that damaged bulkheads may lead to flammable gas mixtures in ore holds.
2.1.4
Comparison of both Types of Combined Carrier
Size for zize, the O/O and OBO carriers are reported to cost about 15 per cent, to 20 per
cent, more than a conventional tanker. Ore is a much heavier cargo than oil. It requires less
stowage space and concentrates the weight directly below each hold. It follows therefore, that
much of the extra cost goes in making the vessel stronger, and in providing the flexibility to
handle ore as well as oil.
Some Bulk-Oil carriers have difficulty loading to their marks when handling light crude, this
is
particularly true on short voyages when bunkers, water and stores are kept to a minimum.
Tank cleaning is reduced and there should be no delays in port for ballasting and deballasting,
as
with a segregated ballast system this can be done simultaneously. Both types vary
considerably
with regard to the type and arrangement of cargo-pumping systems.
In some instances the cargo manifolds are cramped for space by the cargo hatches, and it
becomes difficult to connect an adequate number of loading arms or hoses.
Loading rates are more likely, to be restricted in Bulk-Oil carriers than Oil-Ore carriers, as the
centre compartments are very large. Most are restricted to loading 50 per cent, or less of their
cargo compartments at any one time because of stress and stability problems. If such a vessel
takes a list, it is very difficult to correct without stopping the loading operation.
When discharging, the Bulk-Oil carrier should have little or no stripping to do, and apart from
getting the oil out of the ducts there should be no delays in discharging crude. In some of the
vessels fitted with ducts, great care has to be taken when oil first enters a duct, or when
switching
tanks during a loading operation. Air trapped in the duct can be compressed by, the incoming
liquid, and finally vent itself taking some crude with it up the vent pipe with messy, if not
disastrous consequences.
2.1.5
The Economics of the Combined Carrier
Ideally the combined carrier, whether it be Oil-Ore or Bulk-Oil should carry coal or ore one
way,
and oil the other, thus eliminating the ballast passage. A minority of such vessels are fortunate
to
be fixed in such trades. More frequently a vessel engaged in carrying solid as well as liquid
cargo, will make a triangular or box voyage with a short ballast voyage between longer-loaded
passages.
For the main part, many of the larger ships may carry oil all their useful lives, in much the
same
way as a conventional tanker, but the ability to switch is a useful hedge afainst low freight
rates.
2.1.6
Void spaces, duct keels and pipe tunnels
Between cargo holds there may be a void space, through which various piping systems can
pass and access be gained to tank valves and double bottom tanks. A single duct keel may be
fitted along the centre line. On some ships two duct keels are fitted, one on either side of the
centre line.
IDESS, NORWAY AS
Page 11
Some duct keels and pipe tunnels may be fitted with wheeled trolleys on rails to permit easier
access for personnel and equipment. These spaces may be fitted with fixed lighting, fixed
washing systems and a fixed gas monitoring system.
Because of their restricted natural ventilation these spaces may be oxygen deficient.
Furthermore, they are adjacent to cargo holds and ballast tanks, so both hydrocarbon vapour
and inert gas may leak into them. The precautions for entry into enclosed spaces should
therefore be strictly applied. The rescue of an unconscious or injured person from these
confined spaces may be extremely difficult.
2.1.7
Slack holds in combination carriers
General
Because of the broad beam and size of the holds, the very large free surface in slack holds (i.e.
holds not filled to within the coaming) permits substantial movement of liquid, which can
result in both loss of stability and sloshing.
Loss of Stability
Particular care should be taken when loading or discharging liquid cargo from combination
carriers and when handling ballast on such ships to ensure that the total free surface effect of
cargo and ballast tanks is kept within safe limits, otherwise a sudden, and possibly violent,
change of list could occur.
In compliance with government requirements all combination carriers are supplied with
stability
data and loading and unloading instructions. These instructions should be carefully studied
and
followed. Generally, these instructions will specify a maximum number of cargo holds or
tanks
which may be slack at any one time. Sometimes it may be necessary to adjust the quantity of
cargo to be loaded in order to avoid slack holds. Where double bottom ballast tanks extend
across the whole width of the vessel, the free surface effect of water in these tanks will be as
great as that of full cargo holds and account must be taken of this fact.
Some combination carriers have a valve interlocking system which limits the number of tanks
which may be loaded or discharged simultaneously. Such systems may fail or can be
bypassed,
and it is recommended that a conspicuous notice is displayed at the cargo control station
warning
of the danger of free surface effect and stating the maximum number of holds that can safely
be
slack at any one time.
Before arriving in port, a plan should be prepared for the anticipated loading or discharging
sequence, bearing in mind the free surface effect and distribution of all cargo, fuel and ballast
at
all stages of the operation.
Terminal operators should appreciate that combination carriers may be subject to loading rate
limitations and to specific discharge procedures. These arise from the danger of hatch seals
leaking if placed under excessive pressure, as well as from the free surface effects.
If a loss of stability becomes evident during loading or discharge, all cargo, ballast and bunker
operations must cease and a plan be prepared for restoring positive stability. If the vessel is at
a
terminal this plan should be agreed by the terminal representative and it may be necessary or
prudent to disconnect the loading arms or hoses.
The specific action required to restore stability will be determined by the vessel's detailed
stability ormation in relation to a particular condition.
In general the following principles will apply:
The vertical centre of gravity must be lowered in the most effective way.
Page 12
IDESS, NORWAY AS
Where slack double bottom ballast tanks exist these should be filled, starting with those on the
low side, followed by those on the high side.
If the pressing-up of slack double bottom tanks is insufficient to regain stability, it may be
necessary to consider filling empty double bottom ballast tanks. It must be recognised that this
will initially result in a further loss of stability caused by the additional free surface effect;
this, however, will soon be corrected by the effect of the added mass below the vessel's
original centre of gravity.
No attempt should be made to correct a list by filling compartments on the high side as this is
likely to result in a violent change of list to the opposite side.
The restraint provided by moorings should be considered. To attempt to control a list by
adjusting mooring rope tension could be dangerous and is therefore not recommended.
On completion of loading, the number of slack holds should be at a minimum and in any event
not more than that specified in the stability information book.
Sloshing
Sloshing is the movement of liquid within a hold when the vessel is rolling or pitching. It
can give rise to:
Structural damage caused by the slamming effect of the liquid against the ship's side
or bulkheads.
An electrostatically charged mist in the usage space in holds partially filled with a
mixture of oil and water, such as dirty ballast or retained tank washings. This can even occur
with only a slight rolling motion.
In order to eliminate these problems, slack holds should be avoided wherever possible. This
may be difficult when loaded with an oil cargo, but may be more readily achieved when the
vessel is in ballast.
Longitudinal stress
Consideration should be given to the distribution of the weights along the ship, taking account
of the ship's longitudinal strength.
2.1.8
Oil Products and Bulk Carrier (PROBO Ship)
PROBO's are designed to carry clean oil products, but are also equipped to carry dirty oils
including crude. In addition, the PROBO's are strengthened to carry any quantity of caustic
soda solutions up to their full deadweight capacity. The PROBO's are also
selfloading/selfdischarging bulk carriers, able to carry any conventional bulk cargo. Holds and
hatches are designed to fit containers and unitized cargo. They exceeds all MARPOL 73/78 Annex I, as well as SOLAS requirements with a double skin as well as double bottoms under
the cargo tanks. The cargo tanks, including bukheads and bottoms, are smoth and Eoxy
coated.
2.2
Page 13
Design and construction
2.2.1
General
During the past twenty-five years the pollution of the world's oceans has become a matter of
increasing international concern. Most of it comes from land-based sources and includes the
byproducts of industry, runoff from agricultural pesticides and herbicides and effluents
discharged from urban areas. Nevertheless, a very significant amount of pollution is caused by
shipping and maritime activities generally. The substances involved vary enormously in
quantities transported and their potential harm to the marine environment.
2.2.2 Oil
In tonnage terms, area, particularly if the ship involved is a large one and the accident occurs
close to the coast.
The wrecks of the Torrey Canyon (1967) and the Amoco Cadiz (1978) are examples.
The NAS estimates that about 390,000 tons of oil a year enter the sea from this source. A
much greater quantity of oil enters the sea as a result of normal tanker operations, usually
associated with the cleaning of cargo residues (clingage) and the changing of ballast which
takes place when the ship is returning from the port of discharge to take on another cargo of
oil. Advanced Oil Tanker Operation and Safety - Including the most important pollutant
resulting from shipping operations is oil. The National Academy of Sciences of the United
States estimated in 1980 that as much as 3.54 million tons of oil enter the sea every year, some
1.5 million tons of which resulted from the transport of oil by sea (the remainder comes from
land-based activities and includes industrial wastes, urban runoff and natural seepage). The
best-known cause of oil pollution is tanker accidents.
Although this may contribute a
comparatively small percentage of the total oil entering the sea in a year, the consequences of
an accident can be disastrous to the immediate COWandIGS
Page 14
IDESS, NORWAY AS
The amount of clingage normally amounts to about 0.4% of cargo-carrying capacity - about
800 tons on a 200,000 dwt crude oil carrier. During ballasting and cleaning, as much as half of
this can be lost overboard unless slops are retained on board. In tonnage terms, this is still
probably the biggest source of oil pollution from ships - about 700,000 tons a year, according
to the NAS -but it has declined considerably in recent years.
Other causes of oil pollution include dry-docking (30,000 tons); bilge and fuel oil (from dry
cargo ships as well as from tankers) (300,000 tons); and non-tanker accidents (20,000 tons).
Oil affects the marine environment in different ways. It blankets the surface, interfering with
the exchange of oxgyen between the sea and the atmosphere; its heavier constituents blanket
the seafioor, 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 seawater distilling inlets and it may be deposited on tidal mudflats,
again with detrimental results. In the face of growing oil pollution, international action was
taken in the shape of the adoption of the International Convention for the Prevention of
Pollution from Ships, 1973. In 1978 a Protocol tightening the provisions of the Convention,
especially in respect of oil tankers, was adopted.
The combined instrument is now known as MARPOL 73/78. Marine pollution is more than oil
pollution, and MARPOL 73/78 deals with these different pollution categories. Annex I of the
Convention deals with oil pollution.
Construction requirements reflect on both safety and environmental considerations and are
described in SOLAS 1974 (Rl) and MARPOL 73/78 (R2.1).
Annex I of MARPOL 73/78
Annex I deals with pollution caused by accidents occurring to oil tankers and by tanker
operations. The prevention of accidents is primarily a safety matter, and is dealt with through
safety conventions. Annex I does, however, serve to mitigate the effects of accidents.
With respect to oil tankers, the protection of the marine environment is approached through:
construction requirements
equipment requirements
operational requirements
survey and certificate requirements
control procedures
penalties.
2.2.3
Construction requirements
The construction requirements reflect the desire to avoid ballast water coming into contact
with cargo oil, thereby restricting the generation of oily water mixtures, and preventing the
discharge of oil into the sea.
They also reflect the desire to give ships carrying oil a greater survival capability, to protect
the oil tanks by means of void spaces, and to limit tank size so that, if an accident does occur,
the outflow of oil will also be limited. The equipment requirements reflect the desire to enable
a ship to comply with operational requirements. An earlier pollution convention (OILPOL
54/69) had also stipulated operational procedures, but without specifying the means of
compliance; this
IDESS, NORWAY AS
Page 15
was thought to be unsatisfactory. MARPOL 73/78 therefore not only lays down operational
requirements but also provides for the means to operate in accordance with those
requirements.
2.2.4
Segregated ballast tanks (SBT)
New crude oil tankers of more than 20,000 tonnes deadweight and new product tankers of
more than 30,000 tonnes deadweight must be provided with segregated ballast tanks of
sufficient capacity, so that only in extraordinary circumstances will there be a need to take
ballast water in cargo tanks. SBT reduce the need for tank washing and therefore reduce oily
water mixtures, but only if they are of adequate capacity. Segregated ballast tanks are defined
as tanks which are completely separated from the cargo oil and fuel oil systems and which are
permanently allocated to the carriage of ballast. They are served by their own pumps and
piping adequate for their purpose. The capacity should be such that, at any time of the voyage,
see (MARPOL Reg. 13);
the midships draught is not less than 2.0 + 0.02 L metres (L = length between
perpendiculars);
the trim by the stern is not more than 0.015 L:
the propeller is fully immersed.
In no case shall ballast water be carried in cargo tanks, except:
on those rare voyages when weather conditions are so severe that, in opinion of the master,
it is necessary to carry additional ballast water in cargo tanks for the safety of the ship; and
in exceptional cases where the particular character of the operation of an oil tanker renders
it necessary to carry ballast water in excess of the quantity required under paragraph (2) of this
regulation, provided that such operation of the oil tanker falls under the category of
exceptional cases as established by the Organization.
Such additonal ballast water shall be processed and discharged in compliance with regulation
9 of this Annex and in accordance with the requirements of regulation 15 of this Annex and an
entry shall be made in the Oil Record Book referred to in regulation 20 of this Annex.
New tankers, in this context, are those built after 1 January 1980. Ships built before that date
are subject to less stringent requirements, in recognition of the fact that retro-fitting segregated
ballast systems may be costly and impracticable. Such ships need only be fitted with SBT if
they exceed 40,000 tonnes deadweight, but may instead choose to:
operate with dedicated clean ballast tanks (CBT). if product tankers;
be equipped and operate with a crude oil washing (COW) system, if crude oil tankers.
2.2.5 Protective location of ballast tanks
In addition to providing sufficient ballast capacity, which results in stipulated mean draught
and trim, SBT should also be located so as to offer some degree of protection against
stranding and collision. Ideally, this would be a double skin and double bottom of specified
width and depth. This is not necessary in practice; instead, the total area of the protected side
and bottom should comply with certain parameters. In addition, the regulations stipulate a
minimum width for the wing ballast tanks of 2 metres and a minimum height for the doublebottom ballast tanks of 2 metres or B/15, whichever is the lesser (B = maximum breadth of the
ship). There is no requirement for the ratio of side and bottom protection, as long as the total
area complies with
Page 16
IDESS, NORWAY AS
Annex I. In practice, this means that in oil tankers the SBT are wing tanks, adjacent to the
ship's shell plating.
h must be at least 2 metres or B/15 , whichever is less, along the entire length of the tank to
be
used in the calculation of Pas. (See MARPOL 73/78, Annex I)
2.2.6 Limitation of size and arrangement of cargo tanks. ( MARPOL Annex I,
Regulation 24)
This requirement concerns the construction of cargo tanks and is applicable to all oil tankers.
The provision aims to limit the quantity of oil which can escape into the marine environment
when an oil tanker sustains damage to its cargo tanks. The provision limits the length and
width of cargo tanks and, in addition, limits the hypothetical outflow to less than 50,000 cubic
metres in the event of assumed damage due to collision or stranding. (Annex I, Regulation 24
(3) )
2.2.7 Subdivision and stability
Annex I lays down requirements for the subdivision and stability of a vessel in order to ensure
a certain survival capability after a collision or stranding. A given extent of longitudinal,
transverse and vertical damage is assumed when determining compliance with the
requirements. Furthermore, using the ship's length as a parameter, distinctions are made
regarding the location of the assumed damage in relation to the ship's length. For tankers
above 225 metres in length, the damage is assumed to be anywhere along the length of the
ship. For ships of lesser length, neither certain areas, such as machinery spaces and peak-tank
spaces, nor damage involving a transverse bulkhead are considered in the damage assumption.
Taking the above damage into consideration, the resulting condition of equilibrium of the ship
should be such that the waterline, when taking account of the sinkage, heel and trim, should be
below the lower edge of any opening through which progressive flooding might take place. In
that condition the stability should also comply with certain requirements.
2.2.8
Slop tanks
Slop tanks must be of adequate capacity ( 3 % of the maximum cargo carrying capacity) to
ensure that tank washings and other oily mixtures can be retained on board for separation of
the oil and water and subsequent discharge of the water as part of the LOT procedures; Annex
I requires at least one slop tank for ships of less than 70,000 tonnes deadweight and at least
two
Page 17
nun. rv/\ i
slop tanks for larger ships. The capacity of the slop tank is expressed as a percentage of the
cargo-carrying capacity and depends on the tank-washing method used; a larger capacity, and
therefore larger tanks, is required for open-cycle washing than for washing in the recirculation
mode. SBT and COW tankers and combination carriers may also have smaller slop tanks.
Slop-tank arrangements must be such as to facilitate the separation of oil and water. Both
simple and more sophisticated slop-tank arrangements are shown below.
2.2.9 Overboard piping

All discharges from cargo and ballast tanks must, in principle, be made above the waterline to
ensure that both discharge and water surface may be observed. Since discharge above the
waterline may pose hazards in port for persons working on lighters, jetties, passing small craft,
etc., the discharge of clean and segregated ballast is permitted under the waterline when in
port. Pipelines on board reflect t.hese requirements.
On oil tankers of 20,000 tonnes deadweight or more, it should be possible to drain pumps and
lines, if necessary by connecting them to a stripping device. A special small-diameter line
should be provided to discharge these drainings to the shore. A schematic drawing of this
arrangement is shown below.
2.2.10 Operational measures in lieu of construction requirements
It is difficult - and may be extremely costly - to modify an existing oil tanker to comply with
the SBT requirements; ways had to be found for such oil tankers to be exempted from SBT
and at the same time to pose no threat to the marine environment. The Tanker Safety and
Pollution Prevention Conference in 1978 investigated this problem.
One method for dealing with the problem is crude oil washing (COW). At the time of the
conference, it was not a novel concept, and a number of tanker operators were already
practising COW as a matter of routine. Reports indicated that, when carried out effectively,
COW could considerably reduce oily residues in cargo tanks so that, in fact, only a water dnse
would then be necessary to prepare the cargo tanks for clean ballast. The resulting decrease in
oily water mixtures was considered to pose little threat to the marine environment and, as far
as existing oil tankers were concerned, COW was accepted as offering protection for the
marine environment equivalent to that of SBT. In fact, COW was considered to be so
beneficial for the marine environment that the requirement for COW was extended to cover
new crude oil tankers as weil. COW can only be effected on crude oil tankers, so that other
means of protecting the marine environment had to be found for existing product tankers not
provided with SBT. 2.3
Oil tanker cargo system
General
THE arrangement of loading and discharge lines is collectively known as the Ships Cargo
System. The first oil tankers to carry petroleum products in bulk were equipped with very
simple pumping systems. For the most part they had a single line which ran forward and aft
from a midship pumproom, in which were housed two steam reciprocating pumps. One pump
served the tanks forward of the pumproom, while the other dealt with the oil from the tanks aft
of this pumproom. Some of the more simple types with their engines amidships, provided
pumps in the engine room to handle the cargo, or alternatively the mainline was extended the
length of the machinery spaces to feed the pumps housed in a small pumproom just forward of
the engine room. In both cases these vessels were unsuitable for the carriage of low flash
products.
2.3.1 Cargo Line Piping Systems.
Pumping systems are composed for the main part of steel pipe which varies in size from four
to thirty-six inches, according to requirements. This type of piping is the cheapest, and is used
extensively in spite of the fact that it has a far shorter life than cast iron pipe. Corrosion
generally makes the most progress in the lower section of pipe, and for this reason it used to
be general practice to turn pipelines a quarter of a turn at regular intervals so as to lengthen the
life of the pipe. The present day cost of labour and the ever increasing size and number of
pipelines in modern tankers have virtually put a stop to this practice. Several different methods
are employed to join the various lengths of piping together. Some are bolted together
throughout their length, provision being made for expansion with specially constructed
telescopic expansion joints. Others are secured by means of victaulic joints or couplings, in
which case no special provision has to be made for expansion as the ordinary couplings are
designed to compensate for contraction and, expansion.
Some large vessels and VLCC's are equipped with a central suction duct which runs along the
length of the vessel. All the pumps take suction from this duct instead of individual pipelines.
Such a system has the advantage of providing better suction flow conditions while
discharging, but is somewhat limited for carrying and discharging more than one grade, as the
duct represents a considerable volume of liquid in terms of contamination even if one grade is
loaded and discharged at a time.
2.3.2
Bellmouths.
Bellmouth is the name given to the funnel shaped appliance which is fitted to the end of
suction pipes and through which the liquid is drawn to the pump. There are several different
types in use, but all are designed to allow the pump to draw the maximum amount of oil out of
the tank without admitting air to the system. For this reason the bottom edge extends to within
approximately an inch of the plating when fitted to main line suctions, and a little lower when
fitted to stripping line suctions. The shape is largely dictated by the fact that the area or floor
space available on the bottom of a tank is restricted by the small longitudinal floors that run
the length of the tank.
2.3.3
Ring main with two pumprooms.
Ring Main or Circular Line, and two cargo pumprooms each containing two cargo pumps.
This arrangement gives the vessel more pumping power and provides facilities for handling
four grades of oil at once.
The positioning of the pumprooms split the ship into three sections which means that even
when the vessel is troubled with leaky bulkheads and lines, she can still rely on the
pumprooms to act as cofferdams when carrying different grades. Another feature in this
system is the crossover line at every tank. This in effect means that to load the port, centre,
and starboard compartments of any particular tank, it is no longer necessary to travel right
round the loop. The disadvantages of this type of system as compared with the earlier types,
are mainly one of costs, as obviously more piping and valves have to be provided. If the vessel
is engaged in carrying several parcels of oil, the advantages are likely to more than
compensate for the original outlay. Vessels of this type were often fitted with special loading
pipelines which serve the centre section directly. These lines have no connection with the lines
in either pumproom, and offer greater security from contamination than would normally be
possible.
2.3.4
Pumping systems with pumprooms aft of the cargo tanks.
Centrifugal pumps and the location of the pumproom between the engine room and the cargo
tanks, automatically lead to considerable modification in pipeline systems. Vessels have been
constructed with pumprooms aft using electrically, steam or diesel driven centrifugal pumps,
as long ago as 1930. The four main cargo lines led directly aft to the pumproom which housed
four centrifugal pumps for use on the main lines, and two stripping pumps which were served
by a 6-in. stripping line and a single suction in each main tank. These pumps could collect the
strippings into the slop-tank, or discharge direct ashore.
2.3.8
High-pour cargo
Effective stripping of high-pour-point cargo begins with achieving the correct cargo
discharging temperature. The cargo must be heated to and maintained at the recommended
discharge temperature until the cargo surface reaches the level of the heating coils. (Steam to
the heating coils must be shut off just before they are exposed by the receding cargo.)
Tanks must be discharged systematically, so that a stripping pump is immediately available
when the tank is at minimum main cargo pump level. It is usually desirable to line up and start
the stripping pump before the main cargo pump is switched from the tank, so that the stripping
pump is already working when the tank reaches the stripping level. Each tank should be
stripped as dry as possible, then re-stripped two or three times at thirty minute intervals.
If the shore requests a discharge stop before stripping is complete, protest the delay, indicating
that it will increase the vessel's ROB. If the stop is essential, the best course is to begin
stripping to an accumulation tank. If sufficient stoppings can be accumulated to cover the
heating coils in the accumulation tank, cargo heating can be resumed. After all tanks have
been stripped, recirculate cargo via the deck discharge line and loading drop to prevent line
blockage until discharge ashore can be resumed.
It is particularly important to arrange for effective COWing of waxy crude oils so that the tank
bottom wash occurs as soon as possible. If this is not done, the formation of wax in the
cooling oil will block the limber holes, preventing the flow of cargo to the tank suction inlet.
The following crude oils are known to congeal rapidly as their temperature approaches the
pour point, so rapid stripping is essential:
temperature C
Pour point C
Cargo
Origin
Discharge
Bahia
Brazil
60
24
Cabinda
Angola
27
33-44
Gamba
Gabon
32
16
Midas Crude
Indonesia
35
52-57
Rio Zulia
Columbia
27
44-49
San Juaquin
Venezuela
41
24
Sarir
Libya
38
21
Zeta North
Venezuela
38
21
Daquin Crude
China
52
32
It is essential that tanks with these cargoes be immediately drained after they have been drawn
down to the bottom longitudinals.
If the best efforts of the stripping programme do not prevent heavy clingage of un-pumpable
ROB, then the only recourse is to back-load 500 to 1000 tonnes of light crude oil or light
gas
oil into the slop tank and closed cycle COW with this wash oil until the ROB/ clingage has
been reduced to an acceptable level. After washing, the slop tank is measured to determine
the
gain from COWing and then discharged ashore.
After completion of high-pour cargo discharge, immediately circulate hot water (74 'C),
through
all deck lines, pumps and risers, stripping all water and residue to the slop tank.
2.3.9 Stripping high vapour pressure cargoes
Stripping high vapour pressure cargo requires pumps that are in good mechanical condition
and
are carefully operated. Pumps should be operated at slow to moderate speed, else the rapid
piston action of the reciprocating pumps will tend to 'flash' the cargo in the cylinder, forming
vapour or gas.
The vapour or gas reduces the effectiveness of the pump and may cause it to lose suction
entirely
be becoming vapour bound. It is particularly important to keep enough cargo in one tank for
priming the pumps when stripping high vapour pressure cargo.
Keep stripping pumps separated; making their suction lines common increases the tendency to
become vapour bound. The discharge valve of the pump may be closed slightly to provide
additional back pressure to improve pump performance.
Increasing the inert gas pressure in the tanks being stripped will increase the effective positive
suction head in the tank and reduce the tendency to cargo vapourisation, however if COWing
is
being performed it will add additional pressure to the tank, which could cause the pressure
relief
valve to lift.
2.3.10 Accumulation tank
Cargo tanks can be stripped most efficiently when the ship is discharging a single cargo. As
the tanks are emptied by the main cargo pumps, they can be stripped to an accumulation tank,
which in turn can be discharged with the higher capacity (centrifugal) main cargo pump.
When stripping to an accumulation tank, it is important that the tank be discharged to between
1/2 and 1/3, of total depth before stripping begins. This provides space to receive strippings.
The ullage of the accumulation tank must be carefully monitored to avoid an overflow. One
method of avoiding this is to slightly oper., the accumulation tank main suction valve to an
active cargo pump. This will keep the tank at about the same level while stripping and will
help to keep the main cargo pump primed.
Page 26
2.3.11 Shore back-pressure

Shore back-pressure is occasionally so high that it is very difficult or impossible for the
stripping pumps to move the final cargo residues ashore. Port Jefferson, New York is a good
example of this. The 60 psi. of shore back-pressure there can only be overcome by stripping
pumps in top condition.
To overcome high shore back-pressure, the best recourse is to use a stripping accumulation
tank on board to receive all of the tank stoppings and all of the pipeline drainings except for
one discharge line. The accumulation tank should be at least 1/4 filled when finished. If
necessary, stop the discharge with the main cargo pump to retain that amount of cargo.
(Remember that outturn is more important than turnaround time!)
When all strippings have been accumulated, start the main cargo pump on the last tank,
discharging via a single cargo line to shore. Monitor the MCP performance carefully, reducing
its speed and adjusting the pump discharge valve to maintain suction and discharge pressure as
long as possible. When the MCP loses suction, the stripping pump can attempt to strip the
remaining cargo in the accumulation tank ashore, followed by the remaining cargo pipeline(s)
stripped ashore via the small-diameter line.
2.3.12 Other stripping considerations
Stripping operations will be more successful if the ship is properly, trimmed and listed. The
largest trim aft, acceptable within the vessel's stress limitations, will provide the best draining
of tanks. On a 240 meter vessel, four meters of trim aft represents only one degree of slope to
aid the flow of cargo to the suctions. One degree is not much! More trim provides better
draining!
The ship should be listed to port or starboard, or trimmed with no list depending on the
location of the tank suctions.
In some ships the tank suctions are located in the aft, port corner of each cargo tank. It is
important that these ships be listed to port when stripping to achieve the best drainage. Other
ships have the stripping suctions in the inboard corners of the wing tanks and at the centre of
the centre cargo tanks. These ships must have zero list for best stripping. The cargo watch
officer must know the suction locations in the tanks and the chief officer should include
stripping trim instructions in the discharging orders. If a list is required for stripping, the aft
wing tanks should be retained to provide it. At the same time, the tanks can perform additional
service as pump priming tanks. Record the amount of stern trim in the logbook every two
hours while stripping. Automatic ullage tape floats will tend to stick to the bottom of the tank
after discharging heavy or viscous cargo. Have the pumpman roll up and secure the tapes
immediately after stripping is completed.
The pulsating discharge pressure of reciprocating pump can occasionally set up a harmonic
oscillation in cargo transfer arms. The deck watch should be instructed to watch for this and to
advise the cargo watch officer if it begins. The oscillation can normally be stopped by
reducing the speed of the stripping pump.
If stripping with an eductor system, use the smallest tank possible to provide drive fluid for
the eductor during the final stripping.
If a charterer or terminal representative is on board, he should be encouraged (or challenged),
to witness and confirm that the stripping operation was thorough and successful. This will, at
the least, put to the test his commitment and the authority of his position. It may avoid the
difficulties of proving effective stripping efforts and results to the independent inspector at the
final survey. Independent inspectors will rarely, undertake any form of initial survey,
(inspection before completion of discharge), on behalf of their clients.
Page 27
2.3.13 Stripping deepwell pumps

A well maintained and properly operated deepwell pump will drain a cargo tank almost as dry
as a reciprocating stripping pump. At the end of the discharge there may remain a small
amount of cargo in the tank and the pump well will be full, or partially full, of cargo. Some
vessels, particularly chemical tankers, are fitted with small, air operated reciprocating pumps
in the tank adjacent to the deepwell. Then open the suction valve to the deep well and pump its
contents (and in some cases the contents of the discharge line), to the discharge manifold via a
small diameter line.
The small stripping discharge line is connected to the discharge manifold, outboard of the
manifold valve.
2.3.14 The Cargo Control Room.
The cargo control room ideally should not be located in the pumproom, in the past there has
been a tendency to locate the control room in the top of the vessel's pumproom. It should be a
large room with a clear view of the main deck, and space to arrange all the control panels and
instrumentation. The control room should be free of mechanical noises such as are caused by
pump turbines and forced draft fans. It should not be used as a ship's office for the conducting
of normal ship's business, but should be manned at all times by the officer controlling cargo
operations. A normal control room has the following communication media:
1.
Internal phone direct to the engine room and/or pumproom.
2.
External phone or radio contact with shore installation.
3.
Public address for communication with personnel on the main deck or mooring
stations.
4.
General Emergency Alarm switch.
5.
Fire alarm panel and controls for any automated fire equipment provided.
6.
V.H.F. transmitting receivers for contact with personnel on deck who are equipped
with portable V.H.F. sets.
7.
Inert gas monitoring and control panel.
IDESS, NOR WA Y AS
Normally the main feature of any control room is a big board showing the cargo tanks and
piping
arrangement, together with the individual valves. In some cases the pumproom and all ballast
and water tanks are included. The valves are sometimes marked by coloured lights which
show
green when the valve is open, and red when it is closed.
Where a vessel is fitted with remote controlled power operated valves, a control panel is fitted
below the above-mentioned board. This control panel houses the individual controls for each
valve.
Depending on the system fitted, the valves are activated by levers or switches and a light
glows
green while the valve is opening, or red while it is shutting. In early models the open and shut
indicator lights were motivated by the same contact as levers on the control board. The
appearance of the green light did not necessarily mean that the valve had in fact been opened,
but
merely that the power operator had been motivated to open the valve. In later models this
possible source of problems has been eliminated.
Either included on the control panel or located to one side is the cargo pump control board
from
which the operation of the cargo and stripping pumps are controlled. In most cases the main
cargo pumps are large, centrifugal pumps operated by steam turbines. Each pump is clearly
identified. Two tachometers indicate the pump and turbine revolutions and the usual back
pressure and suction gauges. In many cases the pumps have to be started from the engine
room
on an individual basis, but can be stopped or slowed from the control rooms. Emergency stop
controls are normally fitted both in the control room, and in certain instances on deck.
To complete the instrumentation required for a well-equipped control room it is necessary to
have a system by which the liquid level in the cargo tanks can be ascertained quickly and
accurately. It is in this area that the biggest problems and obstacles to automation have been
encountered. In fairness to the manufacturers of such equipment, it is easy enough to develop
systems to measure liquid levels in cargo tanks ashore, but the environment aboard the large
crude ship is another matter. With a few exceptions, major problems have been encountered
with most systems, both in terms of accuracy and reliability.
Partly as a result of the problems encountered in obtaining accurate remote read-out gauging
systems, some vessels have been equipped with high- and low-level alarms or indicators.
Obviously when installed in the control room they give the officer on watch an accurate check
on
the liquid level, apart from their main function which is to give warning and allow the operator
time to reduce the loading or discharge rate, or to stop all operations as required.
A well-equipped control room may have a number of other instruments, a list of such
equipment
is given below:1.
Oil in water detector. (Connected to overboard discharge piping).
2.
A loadicator or electronic calculator which permits the operator to calculate the effect
of various cargo layouts, in terms of bending moments and shearing forces.
3.
An instant draft recorder fore and aft.
4.
A constant monitor of the air and gas mixture in the pumproom and cofferdams. (This
may incorporate an Inert Gas System).
5.
Pump bearing and casing temperature gauges.
6.
The pressure/vacuum gauges for individual cargo tanks.
7.
A computer which co-ordinates all loading and discharge operations, and monitors all
operations throughout the discharge.
2.3.15 Valves.
A cargo system in a modern oil tanker contains a large number of valves which control the
flow of liquid.
Page 29
The butterfly valve is in widespread use in modern tankers. A quick operating valve, it lends
itself to power operation and remote control.
Essentially the gate or disc is mounted on a fixed spindle, and is opened or shut by turning the
spindle a quarter of a turn. The seal is obtained by the valve making contact with the sealing
rims on either side of the body of the valve when operated to the closed position. The sealing
rim and matching face of the valve are frequently lined with hard wearing material like teflon,
which protects the metal working faces and provides an improved seal.
Some of the older, less-well designed butterfly valves have been a source of trouble when
loading at high-loading rates. There is also considerable evidence that some types are prone to
leakage. Improved design has gone a long way to eliminate these faults, but because size for
size the butterfly valve is cheaper than a gate valve or most other types, it is widely used,
particularly with large ships where pipelines are bigger.
Gate or sluice valves are also common, and is produced in two different forms. The first type
has the gate or wedge secured firmly to the spindle, while the valve wheel is engaged but not
secured to the top of the spindle. When the valve wheel is turned in an anti-clockwise
direction, the spindle slowly lifts the gate up into the cover, and the spindle begins to protrude
above the valve wheel. When the valve is fully opened, the gate or wedge is clear of the pipe
and hidden in the valve cover, leaving the pipe completely clear for the passage of liquid.
When in the closed position, the gunmetal ring or face on either side must fit tightly against
the corresponding faces in the body of the valve or the valve will leak.
In the other version of this valve, the spindle is directly attached to the valve wheel, while the
spindle is engaged in the thread of a square nut on top of the gate. The gate or wedge is
hollow, and when the valve wheel is turned in a clockwise direction, the gate rises on the
threaded spindle until it is completely in the cover. The former type is generally found in the
pumproom, and such places where it will not be exposed to the weather, as corrosion on the
exposed threaded spindle or damage from other sources would make the valve difficult to
operate. Other types of valves, mostly non-return valves of one kind or another, are utilised
extensively. The angle stop valve is very often fitted in stripping systems, as, when it is open
only a few turns, it will allow oil to be drawn from the tank, but will not allow it to run back
should the pump lose suction.
Valves in the suction lines serving the cargo tanks are fitted with extended spindles. The
lowest section of rod or extended spindle is either keyed direct to the valve spindle, or
alternatively a yoke is used to give additional leverage, and the lower section of the reach rod
is forked and fits
IDESS, NORWA Y AS
Page 30
into two slots in either end of the yoke. The next section is jointed to the rod below by means
of a universal joint, and by using these joints and angling the upper lengths of rod, it is
possible to pierce the deck in the most advantageous position. Where the extended spindle
pierces the deck, a watertight gland or stuffing box is arranged to keep the water out of the
cargo compartment below.
2.3.16 Valve Identification.
When valves are a part of the pipeline system, their wheels are painted for identification
purposes. Several different systems are used in various companies, but, as a rule, suctions in
the port tanks generally have their wheel spokes painted red, while those in the starboard tanks
are green. The centre tank suctions may have half the spokes green, and half the spokes red, or
be painted another colour, according to the identification system used in that particular ship.
Master valves are so called because they master off or segregate the different tanks on any one
section of line. The valve wheels are generally given a distinctive colour, as in ships carrying
several grades it is important that the right master valves are shut and that they are not
mistaken for other valves. Crossover valves are so called because they are located on a
connecting piece between different lines, and here again easy identification is as important as
in the case of the master valves.
2.3.17 Open and Shut Indicators (Telltales).
All valves should be fitted with telltales. A telltale is a small threaded ring which is fitted to a
section of the extended spindle above deck level. A metal strip of two small bars placed in a
vertical line with a small gap between them keeps the pointer on the threaded ring always
pointing in one direction, and the ring is only free to move vertically up and down the spindle.
When fully open, the telltale is at the top of the thread and the indicator, or pointer, points to
the word open. When at the bottom, the indicator points to the word shut. Experienced
personnel learn to tell by the position of the telltale on the thread whether the valve is open or
not. In Chapter 3, automated pumping systems are discussed, including remotely operated
valves.
2.3.18 Remote control and power-operated valves.
The majority of oil tankers which are equipped with power-operated valves utilise a hydraulic
system. This type of system includes a hydraulic fluid reservoir and pump. The valve is
opened and shut by hydraulic fluid pressure generated by the pump when the switch is
activated. Individual systems and valves vary, but the valve has to be linked to the pump and
fluid reservoir by small bore piping to allow the passage of the hydraulic fluid. Because ships
are getting so large and the tanks so deep, it is no longer practical to use extended spindles and
reach rods to turn valves from a position on the deck immediately over the valve. It is
therefore, quite normal to dispense with hand-valves and provide hydraulic controls on deck
or in the control room. An increasing number of vessels are utilizing hydraulically-operated
valves through the cargo system which includes all valves in the pumproom and the cargo
manifold. In most cases the hydraulically operated valve submerged in the cargo tank gives
little or no trouble, but occasionally failure can be experienced. Loss of pressure by damage to
the hydraulic fluid line is the most frequent cause of failure, but occasionally a valve will jam
in the open or shut position. If this happens it can be quite a problem. In most cases the cargo
system is designed so that a single valve will not prevent a vessel from completing loading or
discharging. Normally there is more than one valve in a cargo tank even if the second valve is
only a stripping valve, and the cargo compartment can be discharged even if it has to be at a
reduced rate.
ID ESS, NORWAY AS
Page 31
Most hydraulically-operated valves and the associated hydraulic system are fitted with
pressure monitors and valves which allow faults to be detected, and leaking hydraulic lines to
be isolated so that the loss of hydraulic fluid is kept to a minimum.
2.3.19 Pressure Surges
The incorrect operation of pumps and valves can produce pressure surges in a pipeline system.
These surges may be sufficiently severe to damage the pipeline, hoses or metal arms. One of
the most vulnerable parts of the system is the ship to shore connection. A pressure surge is
generated in a pipeline system when there is an abrupt change in the rate of flow of liquid in
the line. In tanker operations it is most likely to occur as a result of one of the following
during loading:
Closure of an automatic shut down valve.
Slamming shut of a shore non-return valve.
Slamming shut of a butterfly type valve.
Rapid closure of a pow er operated valve.
If the pressure surge in the pipeline results in pressure stresses or displacement stresses in
excess of the strength of the piping or its components there may be a rupture leading to an
extensive spill of oil. Where the risk of pressure surges exists, information should be
exchanged and written agreement reached between the tanker and the terminal concerning the
control of flow rates, the rate of valve closure, and pump speeds. This should include the
closure period of remote controlled and automatic shutdown valves. These arrangements
should be included in the vessel's operational plan.
GENERATION OF PRESSURE SURGE
When a pump is used to convey liquid from a feed tank down a pipeline and through a valve
into a receiving tank, the pressure at any point in the system while the liquid is flowing has
three components:
The pressure on the surface of the liquid in the feed tank. In a tank with its ullage space
communicating to atmosphere this pressure is that of the atmosphere.
The hydrostatic pressure at the point in the system in question.
The pressure generated by the pump. This is highest at the pump outlet, decreasing
commensurately with friction along the line downstream of the pump and through the valve to
the receiving tank.
Of these three components, the first two can be considered constant during pressure surge and
need not be considered in the following description, although they are always present and have
a contributory effect on the total pressure.
Rapid closure of the valve superimposes a transient pressure upon all three components,
owing to the sudden conversion of the kinetic energy of themoving liquid into strain energy
bycompressionof the fluid and expansion of the pipe wall. To illustrate the sequence of events
the simplest hypothetical case will be considered, i.e. when the valve closure is instantaneous,
there is no expansion of the pipe wall, and dissipation due to friction between the fluid and the
pipe wall is ignored. This case gives rise to the highest pressures in the system.
When the valve closes, the liquid immediately, upstream of the valve is brought to rest
instantaneously.
IDESS, NOR WA Y AS
Page 32
This causes its pressure to rise by an amount P. In any consistent set of units:
P = wav
where
w is the mass density of the liquid
a is the velocity of sound in the liquid
v is the change in linear velocity of the liquid, i.e. from its linear flow rate before closure.
The cessation of flow of liquid is propagated back up the pipeline at the speed of sound in the
fluid, and as each part of theliquid comestorest itspressure is increased by the amount P.
Therefore a steep pressure front of height P travels up the pipeline at the speed of sound; this
disturbance is known as a pressure surge.
Upstream of the surge, the liquid is still moving forward and still has the pressure distribution
applied to it by the pump. Behind it the liquid is stationary and its pressure has been increased
at all points by the constant amount P. There is still a pressure gradient downstream of the
surge but a continuous series of pressure adjustments takes place in this part of the pipeline
which ultimately result in a uniform pressure throughout the stationary liquid. These pressure
adjustments also travel through the liquid at the speed of sound.
When the surge reaches the pump the pressure at the pump outlet (ignoring the atmospheric
and hydrostatic components) becomes the sum of the surge pressure P and the output pressure
of the pump at zero throughput (assuming no reversal of flow), since flow through the pump
has ceased. The process of pressure equalitation continues downstream of the pump. Again
taking the hypothetical worst case, if the pressure is not relieved in any way, the final result is
a pressure wave that oscillates throughout the length of the piping system. The maximum
magnitude of the pressure wave is the sum of P and the pump outlet pressure at zero
throughput. The final pressure adjustment to achieve this condition leaves the pump as soon as
the original surge arrives at the pump and travels down to the valve at the speed of sound. One
pressure wave cycle therefore takes a time 2L /a from the instant of the valve closure, where L
is the length of the line and a is the speed of sound in the liquid. This time interval is known as
the pipeline period.
In this simplified description, therefore, the liquid at any point in the line experiences an
abrupt increase in pressure by an amount P followed by a slower, but still rapid, further
increase until the pressure reaches the sum of P and the pump outlet pressure at zero
throughput.
In practical circumstances the valve closure is not instantaneous and there is thus some relief
of the surge pressure through the valve while it is closing. The results are that the magnitude
of the pressure surge is less than in the hypothetical case, and the pressure front is less steep.
At the upstream end of the line some pressure relief may occur through the pump and this
would also serve to lessen the maximum pressure reached. If the effective closure time of the
valve is several times greater than the pipeline period, pressure relief through the valve and the
pump is extensive and a hazardous situation is unlikely to arise.
Downstream of the valve an analogous process is initiated when the valve closes, except that
as the liquid is brought to rest there is a fall of pressure which travels domnstream at the
velocity of sound.
Page 33
However, the pressure drop is otten relived by gas evolution irom me nquia so mat serious
results may not occur immediately, although the subsequent collapse of the gas bubbles may
generate shock waves similar to those upstream of the valve.
ID ESS, NORWAY AS
2.3.20 Butterfly and Non-Return (Check) Valves

Butterfly and pinned back non-return valves in ship and shore cargo systems have been known
to slam shut when cargo is flowing through them at high rates, thereby setting up very large
surge pressures which can cause line, hose, or metal arm failures and even structural damage
to jetties. These failures are usually due to the valve disc not being completely parallel to, or
fully withdrawn from, the flow when in the open position. This can create a closing force
which may shear either the valve spindle in the case of butterfly valves, or the hold open pin in
ihe case of pinned back non-return valves. It is therefore important to check that all such
valves are fully open when they are passing cargo or ballast.
2.3.21 Valve Operation
To avoid pressure surges, valves at the downstream end of a pipeline system should as a
general rule, not be closed against the flow of liquid except in an emergency. This should be
stressed to all personnel responsible for cargo handling operations both on the tanker and at
the terminal. In general, where pumps arc used for cargo transfer, all valves in the transfer
system (both ship and shore) should be open before pumping begins, although the discharge
valve of a centrifugal pump may be kept closed until the pump is up to speed and the valve
then opened slowly. In the case of ships loading by gravity, the final valve to be opened
should be that at the shore tank end of the system. If the flow is to be diverted from one tank
to another, either the valve on the second tank must be opened before the valve on the first
tank is closed, or pumping should be stopped while the change is being made.
Valves which control liquid flow should be closed slowly. The time taken for power operated
valves to move from open to shut and from shut to open should be checked regularly at their
normal operating temperatures.
2.3.22 Control of Pumping
Throughout pumping operations no abrupt changes in the rate of flow should be made.
Reciprocating main cargo pumps can set up excessive vibration in metal loading/discharging
arms which in turn can cause leaks in couplers and swivel joints, and even mechanical damage
to the support structure. Where possible such pumps should not be used. If they are, care must
be taken to select the least critical pump speed or, if more than one pump is used, a
combination of pump speeds to achieve an acceptable level of vibration. A close watch should
be kept on the vibration level throughout the cargo discharge.
Centrifugal pumps should be operated at speeds which do not cause cavitation. This effect
may damage the pump and other equipment on the ship or at the terminal.
2.4
Cargo heating systems
2.4.1 Heating systems.

Heavy fractions, such as fuel oil become very thick and sluggish when cold, and, in order that
such oils can be loaded and discharged without delay it is necessary to keep them heated.
Today the oil trade is so vast and wide spread, that the average oil tankers may be trading in
the tropics one voyage, and in Arctic conditions the next. It is therefore necessary that cargo
heating systems be designed to cope with extreme conditions.
Due to the fact that a loaded tanker has comparatively little freeboard, the temperature of the
sea water through which the vessel is passing is of major significance. Cold water washing
around the ship's side and bottom, and across the decks, rapidly reduces the temperature of the
cargo andmakes the task of heating it much harder.
IDESS, NORWAY AS
Page 35
Warm sea water, however, has the reverse effect, and can be very useful in helping to maintain
the temperature of the cargo with a minimum of steam.
Steam is used to heat the oil in a ships tank. It is piped from the boilers along the length of the
vessel's deck. Generally the cat walk or Hying bridge is used for this purpose, the main cargo
heating steam and exhaust pipes being secured to either the vertical or horizontal girder work
immediately below the foot treads. At intervals, manifolds are arranged from which the steam
for the individual cargo tanks is drawn. Each tank has its own steam and exhaust valves,
which enables the steam to be shut off or reduced on any of the tanks at will. Generally the
main steam lines arc well lagged, but obviously it would not be a practical proposition to lag
the individual lines leading from, the manifold to the cargo tanks.The heating arrangements in
the actual cargo tanks consist of a system of coils which are spread over the bottom of the tank
at a distance of six to eighteen inches from the bottom plating. In wing tanks it is the usual
practice to extend the coil system as far as the turn of the bilge but not up the ship's side.
When it becomes necessary to heat cargo, the steam is turned on the individual tanks. The
coils in the bottom of the tanks become hot, heating the oil in the immediate vicinity. The
warm oil rises slowly and is replaced by colder oil, thus setting up a gradual circulation
system in each tank.
The wing tanks insulate the centre tanks on both sides, while they are subject themselves to
the cooling action of the sea, not only through the bottom plating, but through the ships side. It
is therefore advisable to set the steam valves so that the wing tanks obtain a larger share of the
steam than the centre tanks. This is particular true in some of the more modern vessels, where
the coils are passed through the longitudinal bulkheads between the centre and wing tanks.
Heavy fuel oils are generally required to be kept at a temperature ranging between 120 F. and
135 F. Within this temperature range they are easy to handle. Lubricating oils of which the
heavier types require heating, are always the subject of special instructions as they vary widely
in quality, gravity and viscosity.
Some types of Heavy Virgin Gas Oil or Cat Feed have very high pour points, and it is
necessary to keep the cargo well heated to avoid it going solid. Provided the temperature of
this type of oil is twenty to thirty degrees above its pour point, it offers no difficulty when
loading or discharging though a wax skin will form on the sides and bottom of the ship.
Some crude oils which contain paraffin wax or have high-pour points are also heated when
transported by sea. The main reason for this is to stop excessive deposits of wax forming on
cooling surfaces. The heating requirements for such cargoes varies considerably. Waxy crudes
with pour points over 190 F. may require heating to 120- 135 F.
Bitumen cannot normally be carried in ordinary ships, as it requires far more heat than the
normal cargo system is capable of. For this reason, bitumen ships are generally designed so
that the cargo tanks are insulated by wing tanks which are reserved for ballast, and by double
bottoms under the cargo tanks. This coupled with extra coils, arranged on platforms at
different levels, helps to keep the bitumen heated.
In ships carrying heavy lubricating oils which require heating, the coils are generally ordinary
steel pipe, but vessels carrying crude oils which have to be heated, are now equipped with cast
iron or alloy coils. The reason for this is that the heating surfaces are subjected to excessive
corrosion from the lighter fractions in the crude, and ordinary steel pipes do not stand up to the
corrosive action so well as the other materials mentioned.
The heating program for the voyage will be determined by the type of crude oil cargo.
Aromatic crude oils contain little or no wax. They can be permitted to cool during the voyage,
provided the vessel's heating system is capable of raising the cargo temperature to the required
pumping temperature before discharge. Paraffinic crude oils must be maintained above a
certain critical temperature (the cloud point), to avoid phase separation of the wax they
contain.
Page 36
IDESS, NORWAY AS
Charterers must provide accurate heating instructions and accurate cloud point, pour point and
viscosity information for the cargo to permit the ship to provide proper care. The charter party
should indicate the temperature to which the cargo is to be heated and/or the temperature at
which it is to be maintained. It is important to know whether the cargo can be permitted to
cool during the voyage and if so, to what temperature it can cool before heating is required to
raise it to the required discharge temperature. The minimum carriage temperature is
determined by the oil's cloud point, the heating capacity of the ship and the sea temperature at
the time the oil is being heated. Many charter party clauses however, are vague on the matter
of cargo heating, for example: Maintain average temperature of 75 F could be interpreted
to be met if half of the cargo is at 95 F and the other half is at 55 F. Clearly, that is not what
is intended by the instruction!
A more precise heating instruction would be:
Ensure that the average cargo temperature of each tank is a minimum of 75 F.
The minimum temperature of 75 F is to be maintained
2.4.2 Care of the cargo
Vessels must fulfil their obligations as stipulated in the Bill of Lading and in the charter party
with respect to cargo. Most carriage contracts contain due diligence and proper care of
cargo clauses, which apply during all phases of cargo handling. Proper care requires constant
vigilance, routine checks and preventive maintenance. However, since the question of proper
care is the most common ground for cargo disputes (both in and out of court), maintaining
accurate records of inspections and conditions found is essential. Securing and recording
evidence of cargo surveillance and care will provide the proof needed to protect the owner
against claims for lack of due diligence and assist in the speedy resolution of many cargo
claims. Charterers should recognise that it is physically impossible to heat the entire contents
of a cargo tank to the same temperature. This is particularly true of wing cargo tanks in cold
climates, where the cargo is being vigorously heated at the bottom of the tank and vigorously
cooled at the side. In some cases, the ship will be unable to maintain the required transit
temperature or attain the desired discharge temperature. If this occurs, the owners must be
advised immediately, indicating any suggested remedies. One possible remedy (with turbine
tankers) is to reduce the vessel's speed, making more steam available for heating cargo. Such a
measure should not be undertaken without first consulting owners and charterers. The required
discharge temperature for a cargo can be determined by using the greater of:
For products: add 20 C (minimum) to the pour point.
For all oils, the temperature required to reach a cargo Kinematic viscosity of 250
Centistokes.
For crude oil washing, the temperature required to reach a cargo Kinematic viscosity of 60
Centistokes and/or a temperature 10 C above the cloud point.
COWing of tanks containing bottom residues of phase separated material requires a Kinematic
viscosity of 60 Centistokes or less, a cargo temperature greater than 40 C and maximum
acceptable aft trim. Back-flooding and dilution of heavily sedimented tanks may be necessary.
The chief officer must carefully evaluate the weather and sea temperature in deciding when to
begin heating the cargo to discharge temperature. Cargo must be raised progressively in the
latter part of the voyage, until the required discharge temperature is reached. It is important
that the cargo be heated gradually to avoid possible sedimentation/deposition of heavier
hydrocarbons in the vicinity of the heating coils due to either chemical reaction or migration
of lighter components caused by boiling of the oil in contact with the steam coils.
A dvanced Oil Tanker Operation and Safety - Including CO Wand IGS
IDESS, NOR WA Y AS
Page 3 7
Records of past voyages under similar conditions should be consulted to determine the amount
of time needed for the necessary heating. Heating is more efficient at anchor than underway,
so if the ship will anchor for several days before discharging, the tanks need not be at required
temperature when arriving.
Heating should be applied to bring each cargo tank to desired discharge temperature 12-24
hours prior to the start of discharging.
Where both heated and unheated cargo parcels are carried on the same voyage, care must be
exercised to avoid raising the temperature of the unheated product above 40 C. This may
happen if the unheated tank shares two bulkheads with heated tanks and the sea temperature is
above 25 C . It can also occur when three or four bulkheads of the unheated product tank
adjoin heated tanks.
To protect the ship structure from excessive thermal stress, cargo should never be heated
above:
65 C if the sea temperature is 0 C or below,
75 C for SBT tankers in sea temperatures 5 C or above,
85 C in sea temperatures 5 C and above. Asphalt carriers are not subject to this
limitation.
2.4.3
Water contamination
Water contamination of cargoes in transit occurs principally through leaking heating coils or
by
sea water entry through tank washing openings on deck. If heating coil failure occurs after
loading, shut down the steam to the affected coil immediately and notify the engine room (so
that
they can take extra precautions to prevent oil contamination of the boilers).
Tightness of tank cleaning openings should be verified and spot checked by the chief officer.
On critical product tanks, such as alcohol and lube oil tanks, the chief officer should
personally
check the tightness of every nut on every tank cleaning cover plate during the first day of the
voyage. Suspected water contamination, such as might result from storm damage, must be
reported immediately, to the owners and charterers.
The navigation log should record the incidence of seas on deck associated with boisterous
weather and storms.
2.5 Venting arrangements General
When subjected to heat, oil not only expands but gives off vapour, and loss through
evaporation with spirit cargoes would be considerable if natural ventilation were allowed. On
the other hand, if the vessel's cargo tanks were completely sealed and then subjected to a rise
in temperature, the cargo would gradually give off more and more vapour, until the vapour
exerted a pressure on the liquid surface of the cargo, and on the surrounding plating and other
component parts of the cargo compartment. If the temperature should increase further,
eventually the pressure would release itself by fracturing the weakest portion of the cargo
tank.
2.5.1
Ventilation system
Oil tanker ventilation systems must aim at three things:
1.
The controlled escape of any excessive pressure of vapourised oil.
2.
The safe disposal of these dangerous vapours in the atmosphere outside.
3.
The provision of air to replace any partial vacuum caused by a contraction of the
liquid oil in the tank.
___________________________________ID
AS___________________________________
Page 38
ESS,
NORWAY
Early tankers had ventilation systems of two distinct types the Independent Venting System,
and the Common Venting System.
2.5.2 Independent Venting System.
The independent venting system as fitted in some types of vessels consists of a 3 inch, pipe
fitted to each tank, and generally located on top of the tank, coaming. This pipe extends
approximately 3 feet to a wire gauze covered cowl or flame trap. Halfway up the venting pipe
a spring-loaded valve lifts if the pressure in the tank exceeds 2 lb. and closes again
immediately the pressure in the tank drops below that figure. The pressure valve incorporates
in its design another valve, the function of which is to allow air to flow into the tank, should a
vacuum be created by any contraction in the cargo.
The advantage of this system is mainly one of cost, as large lengths of gas line are not
required. Its main disadvantage is that with volatile cargoes it does not discharge the vapour
sufficiently high enough for it to disperse quickly. Another disadvantage is that either valve
can be jammed by scale or wax deposits, with little or no indication that anything is wrong.
2.5.3
Common Venting System.
This type of venting system has a gas line or pipe serving each cargo compartment. These gas
lines serve a larger line which runs the length of the main cargo deck, utilising the catwalk or
flying bridge for support. It eventually ascends both masts to two flame traps well above the
deck. At the base of each mast, a pressure vacuum valve is fitted into the system to control the
escape of gas and the inflow of air. Each of the tanks has an ordinary sluice valve which has to
be manually closed to isolate it from the rest of the tanks. The advantages of this type of
system are, that in comparison with the independent system, all gas is discharged well above
deck level. Its disadvantages are firstly: contamination via the system, a possibility when
carrying several different parcels; secondly, should the pressure valves at the base of either
mast fail or jam open, evaporation would not affect just a single tank, but the whole cargo, and
the loss through this cause might be very considerable.
IDESS, NORWA Y AS
as the Lotta Valve, Milne, and others. The idea is to use the velocity of the gas to jet it to a
safe altitude above the deck. To do this, such valves provide a variable size of orifice
according to the pressure of the gas escaping. As the pressure increases, so the orifice
increases in size, allowing the gas to escape at the same velocity. A loss of pressure means a
reduction in the size of the outlet, so the gas escapes at the same velocity.
2.5.9 Tank ventilation
When tank washing is completed, the cargo tank will contain an atmosphere which is not safe
for men. If the tank has been ventilated during washing, to maintain a too-lean atmosphere, it
may still contain more hydrocarbon vapours than are permitted for bare-face entry.
If the tank has been inerted during washing, it will have both insufficient oxygen and
excessive hydrocarbon vapours for entry Tanks which have been ventilated during washing
are easier to prepare for entry. Ventilation is continued after washing is completed. The
ventilation should be arranged so that the an efficient exchange of tank atmosphere is
achieved.
2.5.10 Ventilation by displacement
The most effective method of ventilating a tank is by extracting the heavier hydrocarbon
vapours from the bottom of the tank, while allowing fresh air to enter from the top, displacing
the tank atmosphere.
This method can be used with either fixed or portable equipment as indicated. The advantage
of the displacement method is that only a little more than one air exchange is required to
ventilate the tank, saving both time and energy. Because it achieves the quickest results, the
displacement method is also the safest, since the tank atmosphere will be in the explosive
range for the shortest amount of time.
2.5.11 Ventilation by dilution
The alternative method of ventilation (and the one most commons), used on smaller tankers,
involves blowing air into the top of the tank at one end and forcing the tank atmosphere out at
deck opening at the other end of the tank. To be effective, an extension trunk must be used so
that the air enters the tank at the bottom. The old (hazardous) atmosphere is removed by
dilution. The corners of the tank most distant from the ventilation fan will take a considerable
amount of time to reach a safe condition. If the tank is large, with deep bottom framing, the
framing bays distant from the fan may retain dangerous pockets of hydrocarbon vapour after
the remainder of the tank passes the test for safe tank entry.
The least efficient method of tank ventilation involves blowing air into the top of the tank
without extension trunking. Dilution is very slow with this method and dangerous gas pockets
are likely to remain in the distant corners of the tank. This method should be used for small
tanks only.
The atmosphere leaving the tank must exit as an unimpeded vertical flow. If air is being forced
out of a tanklid, the tanklid should be fully open. Tank atmospheres should not be exhausted
under a catwalk or other structure which would promote accumulations of dangerous vapour at
deck level. Generally, a relative wind of more than ten knots will prevent any accumulation of
vapours, but care must be taken when ventilating tanks near the superstructure if a relative
wind from astern may produce a lee where the ventilation is taking place. Sections 16.4 and
16.5 of the International safety guide for oil tankers and terminals (ISGOTT), provides
excellent guidance for tank venting.
Page 41
IDESS, NORWA Y AS
2.5.12 IGS system ventilation

Inerted tanks can be ventilated in the same manner as non-inerted tanks, but doing so will at
some point produce an explosive atmosphere within the tank. This situation can be avoided if,
after washing, the tank is first purged with inert gas to remove hydrocarbon vapours. With the
hydrocarbon vapour level below 2% (by volume), the tank being ventilated. All
accommodation openings should be closed and windward side only used for access.
2.5.13 Gas efflux during gas-freeing
Gas-freeing of tanks by the natural means of open hatches, with or without windsails, is a
tedious process and has the disadvantage of prolonged hazardous conditions associated with
open hatches.
By using mechanical ventilation the gas-freeing period can be greatly reduced but during this
period over-rich gas may be expelled from a tank at a greater rate than in any other normal
tanker operation.
The gas concentration present before gas-freeing will depend upon the nature of the previous
cargo, the rate of its discharge, the time for which the tank has been empty and the climatic
conditions. Typically after carriage of crude oil the concentration in an unwashed or a washed
tank before gas-freeing might be up to 20% hydrocarbon (about 10 x L.F.L.). Similarly after
the carriage of a highly volatile product such as gasoline the concentration may be as much as
40% hydrocarbon. Both these typical concentrations present a gas dispersal problem in that
considerable dilution is required to reduce the concentration to below L.F.L. Precautions
similar to those for loading a volatile cargo should be taken when mechanically gas-freeing
after a highly volatile cargo, e.g. closing superstructure openings, fo'c'sle doors, smoking
controls etc. In gas-freeing an initially over-rich tank by mechanical blowing the whole tank
contents must pass for a period through the flammable range of concentration. Thought and
vigilance should be exercised to ensure that no source of ignition (e.g. mechanical sparks from
portable blowers or dropped tools or electrostatic sparks from injected steam) can be present
in the tank during the operation.
2.5.14 Dispersal of vented gas
Research work sponsored by the International Oil Tanker Terminal Safety Group (IOTTSG)
and carried out over 1967/68 has greatly extended knowledge of the processes by which gas is
dispersed to non-flammable concentrations after being injected from tank vent outlets during
loading, ballasting or gas-freeing. The work has shown that in certain critical conditions
flammable gas can exist at substantially greater distances from the vent outlet than had
previously been generally assumed.
The most concentrated gas emission from tank vents is likely to occur towards the end of
loading a tank with highly volatile petroleum or during mechanical gas-freeing of a tank after
carriage of highly volatile petroleum. In these cases large volumes of gas of up to 50%
hydrocarbon content may be expelled and thus require dilution by very many times before
being reduced to concentrations below the lower flammable limit (L.F.L.).
In considering the dispersion of such gas there are three main areas which should be taken into
account. These, in descending order of importance, arc:(a)
the outer surfaces of superstructures/deckhouses in which are set doors, windows or
ports, ventilation openings etc., all of which if open may inadvertently be the means of
Advanced Oil Tanker Operation and Safety - Including COW and IGS________Page 42
IDESS, NOR WA Y AS
ingress of flammable gas to spaces within which are acknowledged sources of ignition (nonflame proof electrical equipment, cooking equipment, boiler fires, etc.),
(b
positions on structures, such as masts, funnels, stanchion posts and air intakes where
the
presence of a flammable mixture might present a hazard,
(c)
the cargo deck, which is a working, and thoroughfare area and where, although there
never should be a source of ignition, it is nevertheless desirable to minimise the presence of
flammable gas,
(d)
an alongside jetty which, although normally free from source of ignition, is a
working and thoroughfare area.
The following is an outline of the main factors which have been found to affect the dispersion
of large volumes of rich gas with the above areas particularly in mind.
(1) Wind speed plays a very important part. If the wind speed exceeds about 10 knots
dispersion from vents sited out of the lee of superstructures/deckhouses is rapid due to the
natural turbulence of the moving air and flammable gas mixtures are unlikely to occur except
in the immediate vicinity of the issuing vent opening. At wind speeds below 10 knots
flammable gas may be encountered at great distances from the vent outlet unless the emission
is vertical, unimpeded and of high velocity. In still air conditions with winds below about 2
knots there is the additional complication that the direction and form of the dispersion does
not follow any predictable pattern.
(2) When the wind direction is along the length of the ship, gas issuing from vent openings
near the deck and in the lee of a superstructure/deckhouse may carried towards the
superstructure/deckhouse by the slow moving lee wind eddy unless the velocity or gas
emission can throw the gas rapidly upwards and clear of the eddy.
(3) If the vent opening is near the deck and is equipped with a weather baffle or louvre
which directs the gas towards the deck or which in any way destroy its vertical movement, a
large area of surrounding deck may be subject to flammable concentration particularly in
winds of less than 10 knots.
(4) Unimpeded vertical emission at high velocity is a most effective means of ensuring
rapid dispersion. Velocities, however, of at least about 20 metres/sec, are required for really
effective dispersion in critical gas and wind conditions.
(5) In all but very low wind conditions, concentrated gas wented from an unimpeded
masthead outlet well away from tall superstructures/deckhouses should not generally give
rise to flammable gas in the desirably gas-free areas.
The basic problem in the dispersion of the heavy gas concentrations expelled during the last
stages of loading and during gas-freeing is twofold. Firstly, dilution by many times is required
to reduce the concentration to below the L.F.L. Secondly, until the gas has become
substantially diluted its density is much greater than that of air and the gas tends to sink to
deck level and spread thereon.
Thus in the absence of adequate natural wind turbulence, any feature of the tank venting
arrangement which will minimise the chances of sinkage of the gas plume to deck level or will
promote rapid dilution will be advantageous. The masthead vent, placed well away from
superstructures, achieves this objective largely by providing safe distance over which the gas
can naturally dilute.
Page 43
The vertical emission at high speed even from a low level vent outlet, provides momentum to
the issuing gas in the right direction to overcome the tendency to sink and, at the same time
creates air turbulence within and around the issuing jet and so promotes rapid dilution. These
twin properties of the high velocity vertical jet are together very powerful and in comparing
the dispersion from a fixed diameter outlet at low and high rates of loading it has been found
that the higher velocity associated with the higher loading rate results in a reduced spread of
flammability despite the greater quantity of hydrocarbon gas being emitted. Usually when gasfreeing by means of mechanical blowers a sufficiently high gas efflux velocity can be
achieved to ensure rapid dispersion in any conditions. Tn low wind speed conditions,
however, vigilance, should be exercised against unwanted spread of gas if open tank hatches
are used as gas outlets.In the case of topping up a tank of highly volatile petroleum and
venting through a fixed diameter low level outlet, the gas efflux velocity of necessity is likely
to fall well below the high value required for truly effective dispersion.
Again, therefore, in low wind conditions and when low vent outlets are in the lee of
superstructure care should be particularly exercised at this time to ensure that appropriate
openings in accommodation and other non ignition-free spaces are closed against any gas
ingress. With these recent findings as a basis, and bearing in mind the wide range of tank
loading rates which may be required in various circumstances, vent outlets of automatically
variable orifice area and designed to maintain a high gas efflux velocity under all loading
conditions have been produced. The tank ullage pressure required to support a gas efflux
velocity of, say, 30 metres/sec, is very low in comparison with the usual tank designed and
tested head but is high enough to make open ullaging during loading undesirable if not
impossible. It is likely, therefore, that such variable orifice, constant velocity vents will be
associated with closed ullaging of the tank concerned.
2.6 Level gauges - Types of gauge 2.6.1 Mechanically operated float gauges
In this type of gauge, the detecting element is a float. The power to actuate the mechanism
comes partly from the movement of the float and partly from the balancing mechanism.. The
float is connected to the measuring tape, which runs over a pulley system to enter the gauge
head. Inside the gauge head the tape passes over a sprocket wheel driving a counter
mechanism, and thence on to a storage drum. A spring, which winds off a storage drum on to
a power drum connected to the tape storage drum, keeps the tape under tension without lifting
the float clear of the product. As the liquid level in the container rises, the tension applied to
the tape by the spring takes up the slack on the tape. On the better types of gauge, the spring
tension increases as the liquid level fails, in order to compensate for the additional weight of
tape used.
With this type of gauge the detecting element is a surface-sensing device, which follows the
variations of level by means of a servomechanism. Indication of level can be by various
electrical or mechanical methods.
A typical arrangement for a servo-operated gauge is shown in Figure 6-2. The sensing head is
usually designed to sense the liquid surface and to indicate to the control unit the distance
from that surface. The control unit endeavours to keep the head at a fixed distance above the
product by controlling the driving motor. The tape would actually pass over a sprocket wheel
driving a counter mechanism (as in Fig. 6-1), but this has been omitted in Fig. 6-2 for the sake
of simplicity.
2.6.3 Electrical capacitance gauges - comparative types

These gauges measure the liquid level by comparing the electrical capacitance of a partially
immersed element with that of a fully immersed, similar element by means of a bridge circuit.
Fig. 6-3 shows a gauge of this type. The detector compares the partially immersed element
D with the fully immersed element C. The number of fully immersed elements is also
counted. The level of the liquid can then be computed as indicated.
2.6.4 Bubbler gauges

In this type of gauge the head of a liquid of known density is derived by measuring the
backpressure generated by the injection of a gas or vapour. This pressure is normally
displayed at the required position on a manometer that is calibrated directly in level units. Fig.
6-4 is a diagrammatic representation of one type of bubbler gauge. It will be noted that the
manometer must be compensated for the tank pressure, otherwise level readings will be
completely erroneous.
2.6.5 Pneumatic or hydraulic level gauges using a closed cell

In these gauges a pressure-sensitive cell is located near the bottom of the container, and
changes in pressure are transmitted by electronic, pneumatic or hydraulic means to a remote
location. Such an arrangement is shown in Fig. 6-5.
The capillary system is usually
compensated for normal changes in ambient temperature.
2.6.6
Other differential-pressure methods
These methods of level measurement use pressure transducers of various types to measure the
hydrostatic pressure at the bottom of the container and at the same time correct the reading for
the internal tank pressure, as measured at the top of the container. The types described in .5
and .6 could also be considered under this heading. Many different arrangements are possible,
but they all have the main features of the system shown in Fig. 6-6.
2.6.7 Sonic gauges

There are several types of level gauge using this principle. The most commonly available
types measure the time difference between a transmitted signal and its reflection from the
liquid surface. Gauges can be mounted on the tank top or at the bottom of the tank. The
principle is illustrated in Fig. 6-7.
2.6.8 Radioactive methods

In these methods the level is read by measuring the attenuation of radiation by the product.
Several methods arc employed. Fig. 6-8 shows three possible arrangements. In (a) a single
source and a single detector are used, the attenuation of the radiation being measured to
ascertain the liquid level. In (b), indication is in comparatively large steps, each radioactive
source being
associated with its own detection device.
The third method has a single source emitting a fan-shaped beam in the tank. The direct
radiation and that attenuated by the product are both measured to determine the liquid level in
the
tank.
2.6.9
Surface-sensing-type devices
This group covers gauges which cannot be placed under other headings and which depend
upon measurable differences in physical properties between the vapour and liquid phases of
the product. Measuring elements capable of detecting these differences (e.g. in thermal
conductivity, electrical capacitance) are located in the container, thus enabling the liquid level
to be determined.
Each of the above types has its advantages and disadvantages, but where high precision is
necessary we are at present limited to types 1, 2 and 3; it is anticipated, however, that there
will be developments in type 8, which will make one type of this gauge comparable in
repeatability to types 1 or 2.
Caution
The user must be careful not to confuse the terms accuracy and repeatability, and
cautious about manufacturers claims of accuracy.
Fundamental measuring accuracy is important, but it is less vital to the user than good
repeatability, which is the ability of an instrument to reproduce results under all conditions.
An instrument with good repeatability may have a considerable constant error, for which
allowance can be made. On the other hand, an instrument with very good statistical accuracy
may have poor repeatability; in this case many readings may have to be taken before any
reliance can be placed on the results.
2.6.10 Factors affecting accuracy and repeatability Friction
Friction, the cause of hysteresis in mechanical systems, may increase during the life of a level
gauge owing to corrosion, wear, lack of lubrication, etc. The effects of changes in friction will
be minimized in a well-designed instrument. One must not forget that some systems also
suffer from hysteresis in resolution, although servo-operated gauges are free from this source
of error.
Page 48
Manufacturing tolerances
These are always present in both mechanical and electronic systems; indeed, tolerance
variations of 20% are common in electronic components. Mechanical apparatus and electronic
circuits should be designed to minimize errors from this source. Where necessary, selected
low-tolerance components must be used.
Product density
Changes in product density affect many types of gauge; float gauges will require correction
and capacitance gauges will need to be recalibrated unless they are of the comparative type, as
will any type using a pressure head. Radioactive gauges are also affected by density.
Product impurities
Small amounts of water and other impurities in the product cause wide changes in readings
from capacitance gauges, even comparative types.
Product
Liquid
Density
Dielectric Constant
Methane
Propane
Ammonia
Vinyl chloride
Carbon dioxide
Nitrogen
Water
(Ice
0.466
0.585
0.771
0.983
1.101
0.808
1.000
at-1 64 C
at -45 C
at -20 C
at -20 C
at -37C
at - 196 C
at
4C
-
1.70 at 1.61 at
16.90 at
6.26 at
1.60 at
1.454 at 78..54 at
4.80 at
The above table gives some idea of the wide range of dielectric constants. Add to this the
layering produced when liquids of differing densities are pumped into a tank and it will be
realised that major problems can occur with capacitance gauges unless the product is pure and
free of contamination.
2.6.11 Installation
Installation probably has a greater effect on performance and reliability than any other factor.
Most manufacturers suffer from installation being carried out by contractors who employ
apparently uninformed personnel. Poor alignment of pulleys, poor lubrication, overlubrication, paint applied where there should be no paint, electronic equipment left exposed to
the elements (sometimes for months), bolts overtightened, bolts left loose or even missing,
physical damage from accident or sometimes deliberate maltreatment - these are some of the
many troubles that can occur.
173 C
oc
25 C
17 C
20 C
203 C
25 C
12 C
Page 49
CHAPTER 3.
RULES AND REGULATION
Page.
3.1
Introduction to some Maritime Organizations.
3.1.1
ICS (International Chamber of Shipping)
3.1.2
OCIMF (Oil Companies International Marine Forum)
3.1.3
SIGTTO (Society of International Gas Tanker and Terminal
Operators)
3.1.4
IMO (International Maritime Organization)
1
1
1
1
3.2 International and National Regulations.

MARPOL 73/78.
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
General
Marpol 73/78
Annexes to Marpol 73/78
List of Oils
IOPP Certificate
Oil Record Books
3.3
SOLAS 1974.
2
2
3
4
4
5
3.3.1
General
3.3.2
Introduction
3.3.3
Content of consolidated text
3.3.4
Certificates and documents required to be carried on board ships
3.3.5
Cargo ship safety construction certificate
3.3.6
Cargo ship safety equipment certificate
3.3.7
(COF) Intermational Certificate of Fitness for Carriage of Dangerous
Chemical in Bulk.
13
3.3.8
(COF) International Certificate of Fitness for Carriage of Gases in Bulk 13
5
5
7
9
13
13
3.4 USCG and OPA-90.

3.4.
Introduction
3.4.1
Discharging of oil or oily water from cargo tanks.
3.4.2
Code of Federal Regulation. (USCG)
3.4.3
Example of; "Oil Spill Emergency Organization Plane" (Old )
3.4.4
Example of; "Oil Spill Emergency Organization Plane" (Newer date)
3.4.5
Extract from; 33CFR (Financial Responsibility for Water Pollution
3.4.6
Letter of Compliance and Tank Vessel Inspection Certificate. (USCG)
3.4.7
Drugs
3.5
Pollution Prevention.(Marpol Annex I).
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
3.5.9
3.5.10
3.5.11
3.5.12
3.5.13
General
Oil and Oil Spills
Annex I of Marpol 73/78
Construction of oil tankers
Preparing for heavy weather ballast.(Dirty Ballast)
Limitation of tank size
Subdivision and stability
Slop tanks
Operation measures in lieu of construction requirements.
(COW) Crud oil washing.
Equipment requirements.
Arrangement of the system.
Oil/Water interface detector.
14
14
14
16
17
17
20
21
23
23
24
25
27
28
28
30
36
36
45
45
47
3.6 Routines and Emergencies.

3.6.1
3.6.2
3.6.3
Arrival/Mooring the ship.

Clearing the ship.
Spills and overflow.
49
51
53
3.6.4
First actions in event of a spill.
3.6.5
Handling dangerous spills on board.
3.6.6
Matters related to air pollution.
3.6.7
The oil record book.
3.6.8
Oil discharge limitations.
56
57
58
61
63
CHAPTER 3.
RULES AND REGULATIONS.
3.1
INTRODUCTION TO SOME MARITIME ORGANISATIONS
3.1.1 ICS
The International Chamber of Shipping (ICS) is a voluntary organisation of national
shipowners' associations in 34 countries. It was established in 1921 and represents more than
half of the world's merchant tonnage. The interests of ICS cover all aspects of maritime
affairs, but it is particularly active in the fields of marine safety, ship design and construction,
pollution prevention, trade procedures and maritime law. ICS has consultative status with
several intergovernmental organisations, notably IMO, UNCTAD, the Economic Commission
for Europe and the Customs Co- operation Council.
3.1.2 OCIMF
The Oil Companies International Marine Forum (OCIMF), is a voluntary association of oil
companies having an interest in the shipment and terminalling of crude oil and oil products.
OCIMF is organised to represent its membership before, and consult with, the International
Maritime Organization (IMO) and other government bodies on matters relating to the
shipment and terminalling of crude oil and oil products, including marine pollution and safety.
3.1.3 SIGTTO
The Society of International Gas Tanker and Terminal Operators is a non-profit making
association dedicated to the protection and promotion of the interests of its members in the
safe operation of liquefied gas tankers and liquefied gas loading and receiving terminals. The
Society was founded in 1979 and was granted consultative status at IMO in November 1983.
The Society has 68 companies in membership who own or operate about 80% of world LNG
tankers and terminals and 40% of world LPG tankers and terminals.
3.1.4 IMO
When the establishment of a specialized agency of the United Nations concerned solely with
maritime affairs was first proposed, the main concern was to evolve international machinery to
improve safety at sea.
This was understandable for two main reasons. In the first place, seafaring has always been
one of the most dangerous of occupations. In the second place, because of the international
nature of the shipping industry, it had long been recognized that action to improve safety in
shipping operations would be more effective if carried out at an international level rather than
by individual countries acting unilaterally and without co-ordination with others. Although a
number of important international agreements had already been adopted, many States agreed
that there was the need for a permanent body which would be able to co-ordinate and promote
further measures on a more continuing basis.
It was against this background that the United nations Maritime Conference of 1948 adopted
the Convention establishing the International Maritime Organization (IMO) as the first ever
international body devoted exclusively to maritime matters. (Until 22 May 1982 the
Organization was called the Inter-Governmental Maritime Consultative Organization
(IMCO)).
3.2.
Page
INTERNATIONAL AND NATIONAL REGULATIONES
3.2.1 General
All shipping activities are of International concern and IMO is the International forum for
Maritime Affairs and hence for shipping matters. IMO has drawn up Conventions which affect
ships, then it is up to the different countries, which are Party to this Conventions, to have the
provision of those Conventions incorporated into their National laws.
Ships are therefore affected by this Convention, either through their own National laws or
through the laws of a Port State. In many Ports, oil tanker operation are governed by local
regulations. (Rina Certificates, Suez Canal, Panama Canal & Kiel Canal)
The Flag States, through their Administration, are responsible for issuing the Ships
Certificates, but may in many cases appoint other agencies, (Classification Societies) to issue
the Certificate on their behalf.
The Owner of a ship are responsible/liable for the Clean-Up Costs and other damages in case
of Oil-Spill. The Convention limits the Owners liability for oil pollution damage in
accordance with the ship's tonnage. But the Owner cannot limit his liability if an oil pollution
incident occurred as a result of his fault or privity.
Party to the International Convention on Civil Liability for Oil Pollution Damage, 1969,
require an Owner to be insured against such damage.
The Master is responsible for operational requirements.
3.2.2 MARPOL 73/78.
A considerable number of ship owners and operators were horrified at the cost of
implementing
MARPOL '73/78. it was estimated that new tankers would cost 5-7% more in terms of hull
construction alone. Added to hull construction, equipment such as I.G.S. and H.C.W.M.,
coupled with other equipment necessary for C.O.W., the cost could increase up to 15% on top
of
the already high cost of ship building.
It was argued that the oil tanker only contributed 30% of the total oil pollution of the oceans of
the world. It is true to say that high ship building costs and low freight rates, coupled with a
surplus of existing tankers, has slowed the building of new tankers in the '80s, but, there is
now
an indication of improvement in tanker requirements.
It has been pointed out that MARPOL '73/78 does not require new tankers to have a double
skin
throughout. In other words no double bottoms to protect the cargo tanks from rupture during a
stranding. The Exxon Valdez, which was fully loaded and stranded when outward bound in
the
approaches to Valdez, is presented as a relatively new ship that complied with MARPOL
'73/78,
but had no double bottom tanks. Many informed people believe that a double skin is essential.
MARPOL '73/78 has been found wanting on other items such as the size of the cargo tanks.
The
argument being that smaller tanks would limit pollution when an oil tanker is in collision, or
goes aground on rocks.
It is difficult to forecast what changes there will be in the future but undoubtedly there will be
increased pressure for double skin tankers.
Page
The International Convention for the Prevention of Pollution from Ships, 1973, was adopted
by the International Conference on Marine Pollution convened by IMO from 8 October to 2
November 1973. This Convention was subsequently modified by the Protocol of 1978 relation
thereto adopted by the International Conference on Tanker Safety and Pollution Prevention
(TSPP Conference) convened by IMO from, the 6th to the 17th February 1978, in short
MARPOL 73/78.
Regulations covering, the various sources of ship-generated pollution are contained in the five
annexes of the Convention.
The Marine Environment Protection Committee (MEPC), since its inception in 1974, has
reviewed various provisions of MARPOL 73/78 which have been found to require
clarification or have given rise to difficulties in implementation. In order to resolve such
ambiguities and difficulties in a uniform manner the Committee agreed that it was desirable to
develop a unified and authoritative interpretation and, in certain cases, amendments to the
Convention.
The publication reproduces up-to-date texts of the provisions and unified interpretations of the
articles, protocols and five annexes of MARPOL 73/78. It includes the amendments which
have been adopted but which have not yet entered into force. One exception to the above is the
amendments to Annexes I and II to introduce the harmonised system of survey and
certification which were adopted at the twenty-ninth session of the (12-16th of March 1990).
The purpose of the publication was to provide easy reference to up-to-date MARPOL 73/78
requirements. The Secretariat had no intention of changing the authentic texts. However, the
amendments adopted by the MEPC which entered into force, 4th of April 1993, as the forms of
Supplements to the IOPP Certificate and the Oil Record Book. For legal purposes, the
authentic texts of the provisions of MARPOL 73/78 should be consulted.
3.2.3. ANNEXES TO MARPOL 73/78.
Annex I - Regulations for the Prevention of Pollution by Oil
Annex I entered into force on the 2nd of October 1983 and, as between the Parties to
MARPOL 73/78, supersedes the International Convention for the Prevention of Pollution of
the Sea by Oil, 1954, as amended in 1962 and 1969, which was then in force. A number of
amendments to Annex I were adopted by the MEPC by resolution MEPC. 14(20) of the 7th of
September 1984, which entered into force on the 7th of January 1986. Several further
amendments have been adopted by the MEPC and are included in the publication. Two
amendments adopted by the MEPC have now entered into force, with the folowing from
Regulation 10 in Annex I, of Marpol 73/78:
A) The Mediterranean Sea ,
B) The Baltic Sea area,
C) The Black Sea area,
D) The Red Sea area,
E) The Gulf area,
F) The Gulf of Aden area
G) The Antarctic area H) The North Sea area
For full information consult the Marpol 73/78 Annex I, with the new amendments.
Page
Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances

Annex II entered into force on the 6th of April 1987 in a form amended by, the MEPC by
resolution MEPC. 17(22) of the 5th of December 1985. Annex II was further amended on the
17th of March 1989 by resolution MEPC.34(27). The 1989 amendments were intended to
update appendices II and III and make them compatible with chapters 17/VI and 18/VII of the
IBC Code and BCH Code respectively. The 1989 amendments entered into force on the 13l of
October 1990.
With the authorization of the MEPC and the MSC, the BCH Sub-Committee prepared
amendments to Annex II as well as the IBC and BCH Codes in order to amalgamate lists of
chemicals appearing, in appendices II and III of Annex II, chapters 17 and 18 of the IBC Code
and chapters VI and VII of the BCH Code. The lists in appendices II and III and chapters VI
and VII of the BCH Code were replaced by the reference to chapters 17 and 18 of the IBC
Code and adopted by, the MEPC in October 1993.
Annex III Regulations for the Prevention of Pollution by Harmful Substances in Packaged Forms
The entry into force condition of Annex III was satisfied on the 1st of July 1991, and entered
into force on the 1st of July, 1992. It has been agreed that the Annex should be implemented
through the International Maritime Dangerous Goods Code (IMDG Code); its amendments
covering, marine pollution have been prepared and adopted by the Maritime Safety Committee
(Amendment 25-89), implemented from the 1st of January 1991. The MEPC also agreed on a
revised draft text of Annex III, incorporating the reference to the IMDG Code, which the
Committee formally adopted in October 1992.
Annex IV - Regulations for the Prevention of Pollution by Sewage
Annex IV is not yet in force. The Annex has been ratified by 34 States, the combined
merchant fleet of which represents 39.76 per cent of the world merchant fleet. Therefore,
ratification by States covering 10.24 per cent of the world merchant fleet is required before the
entry into force condition for tonnage is satisfied.
Annex V - Regulations for the Prevention of Pollution by Garbage
Annex V entered into force on the 31st of December 1988.The MEPC adopted amendments to
Annex V to designate the North Sea a special area and to delete the phrase or synthetic
material incidental to the repair of such nets from regulation 6(c) by resolution MEPC.36(28)
of the 17th of October 1989. These amendments entered in to force on the 18th of April 1991.
Further amendments to designate the Antarctic area (South of latitude 60 S) and the Wider
Caribbean Region as special areas were adopted by resolutions MPEC.42(30) and
MEPC.48(31) respectively. The amendments covering, the Antarctic area, entered into force
on the 17l of March 1992 and those covering the Wider Caribbean Region on the 4th of April
1993.
1992 Amendments to Annex I, MARPOL 73/78
This covering the Resolution, MEPEC.51(32) adopted on the 6th of March 1992.
3.2.4 LIST OF OILS*
For the actual and up to date list of substances classified as oil, consult MARPOL 73/78, page
no. 99.
Page
3.2.5 IOPP CERTIFICATE.

MARPOL 73/78, Regulation 5, page, 47.
For the approved form, consult MARPOL 73/78, page no. 101.
3.2.6 OIL RECORD BOOKS.
MARPOL 73/78, Regulation 20, page, 85.
For more details and outline of the books, consult MARPOL 73/78, page, 121.
3.3
SOLAS 1974
3.3.1 General.
SOLAS has also come in for criticism. More safety measures for cargo handling and the
navigation of the vessel in port and at sea, come up repeatedly as well as additional equipment
for fire fighting and other emergencies. There is also a school of thought that feels that crews
are too small and unable to respond to emergencies.
Out of all this, it is clear that more changes will be brought in over the years, and tanker
operators as well as crews will have to adjust accordingly, finding practical solutions to
increased work loads and other pressures.
(Consolidated Edition, 1992) Incorporating all amendments up to and including the 1990
amendments (1991 amendments included as an appendix)
3.3.2 Introduction
1
The International Convention for the Safetv of Life at Sea, 1974 (SOLAS 1974), was adopted
bv the International Conference on Safety of Life at Sea on 1st of November 1974 and its Protocol of
1978 (SOLAS Protocol 1978) by the International Conference on Tanker Safety and Pollution
Prevention on 17 February 1978.
2
SOLAS 1974 entered into force on the 25th of May 1980 and SOLAS Protocol 1978 on the 1st
of May 1981. Since then, several amendments to both treaty instruments have been adopted.
3
On the 20th of November 1981 amendments were adopted to SOLAS 1974 by resolution
MSC.l(XLV) (1981 SOLAS amendments) and to SOLAS Protocol 1978 by resolution MSC.2(XLV)
(1981 amendments to SOLAS Protocol 1978) in accordance with the procedures specified in article
VIII. The 1981 SOLAS amendments and the 1981 amendments to SOLAS Protocol 1978 entered into
force on the 1st of September 1984.
4
On the 17th of June 1983 further amendments to SOLAS 1974 were adopted bv resolution
MSC.6(48) (1983 SOLAS amendments) in accordance with the procedures specified in article VIII.
The 1983 SOLAS amendments entered into force on the 1st of July 1986.
5
Also on the 17th of June 1983 the International Code for the Construction and Equipmentof
Ships Carrying Dan-erous Chemicals in Bulk (IBC Code) was adopted by resolution MSC. 4 (48) and
the International Code for the Construction and Equipment of Ships Carryin. Liquefied Gases in Bulk
(IGC Code) was adopted by resolution MSC.5(48).
The 1983 SOLAS amendments (parts B and C of chapter VII) made these Codes mandatory under the
Convention (resolution MSC.6 (48)).*
Page 5
6
On the 29th of April 1987 amendments to the IBC Code were adopted by resolution MSC.
10(54) (1987 (IBC Code) amendments). These amendments entered into force on the 30th October
1988.* (*Consolidated texts of these Codes are published separately.)
7
On the 21st of April 1988 amendments to SOLAS 1974 were adopted by resolution MSC.l
1(55) (1988 (April ro-ro) amendments). These amendments entered into force on the 22nd of October
1989.
8
On the 28th of October 1988 further amendments to SOLAS 1974 m,ere adopted by resolution
MSC.12(56) (1988 (October ro-ro) amendments). These amendments entered into force on the 29th of
April 1990.
9
On the 9th of November 1988 the Conference of Contracting Governments to the International
Convention for the Safety of Life at Sea, 1974, on the Global Maritime Distress and Safety System
(GMDSS) adopted amendments to SOLAS 1974 (1988 (GMDSS) amendments) which entered into
force on the 1st of February 1992.
10
On the 10th of November 1988 the Conference of Parties to the Protocol of 1978 relating to the
International Convention for the Safety, of Life at Sea, 1974, on the Global Maritime Distress and
Safety System (GMDSS) adopted amendments to SOLAS Protocol 1978 (1988 (GMDSS)
amendments to SOLAS Protocol 1978) which entered into force on the 1st of February, 1992.
11
On the 11th of April 1989 further amendments to SOLAS 1974 1974 adopted in accordance
with the procedures specified in article VIII, by resolution MSC. 13 (5 7) (1989 (April) amendments).
These amendments entered into force on the 1st of February 1992.
12
Also on the 11th of April 1989 amendments to the IBC Code were adopted in accordance with
the procedures specified in article VIII, by resolution MSC.14(57) (1989 (IBC Code) amendments).
These amendments entered into force on the 13th of October 1990.*
13
On the 24th of May 1990 amendments to the IBC and IBC Codes were adopted in accordance
whit the procedures specified in article VIII, by resolutions MSC.16(58) and MSC.17(58) respectively
(1990 (IBC Code and IGC Code) amendments). These amendments were accepted on the date six
months after the conditions for the entry into force of both the Protocol of 1988 relating, to SOLAS
1974 (SOLAS Protocol 1988) and the Protocol of 1988 relating to the International Convention on
Load Lines, 1966 (Load Line Protocol 1988) was met, provided that the date of acceptance is not
before the 1st of August 1991, unless prior to that date objections are communicated to the
Organization as provided for in article VIII(b)(vi)(2).
14
On the 25th of May 1990 amendments to SOLAS 1974 were adopted by resolution MSC.
19(58) (1990 (chapter 11-1) amendments). These amendments entered into force on the 1st of February
1992.
t5 On the 11th of November 1988 the International Conference on the Harmonized System of Survey
and Certification adopted the Protocol of 1988 relating to the International Convention for the Safety
of Life at Sea, 1974 (SOLAS Protocol 1988). SOLAS Protocol 1988 will enter into force twelve
months after the date on which both the following conditions have been met:
(a)
not less than fifteen States, the combined merchant fleets of which constitute not less than
fifty per cent of the gross tonnage of the world's merchant shipping, have expressed their consent to be
bound by it in accordance with article IV, and
(b)
the conditions for the entry into force of the Protocol of 1988 relating to the International
Convention on Load Lines, 1966, have been met, provided that the present Protocol shall not enter into
force before the 1st of February 1992."
Page 6
On entering into force SOLAS-XS Protocol 1988 will replace and abrogate SOLAS Protocol 1978 as
between Parties to SOLAS Protocol 1988.* (* Consolidated texts of these Codes are published
separately.)
16
Further amendments to SOLAS 1974 were adopted by the Maritime Safety Committee at its
fifty-ninth session by resolution MSC.22(59), these entered into force on the lbt of January 1994. The
resolution and amendments have been included in this publication as appendix 2.e
17
A listing of certificates and documents to be carried on board ships, which is not part of the
Convention, is reproduced in appendix 3 to the publication. The listing, including brief descriptions of
the purpose of the certificates and documents, is expected to assist shore staff, officials and shipmasters
in evaluating what documents and certificates are necessary for port State control and the smooth
operation of ships in ports.
3.3.3 Content of consolidated text
18
The publication contains a consolidated text of SOLAS 1974, SOLAS Protocol 1978, and all
subsequent amendments up to and including the 1990 amendments. The text has been compiled by the
Secretariat at the direction of the Council and is intended to provide an easy reference to all SOLAS
requirements applicable from the 1st of February 1992.
19
Those provisions of chapter I of SOLAS 1974 which have been modified by SOLAS Protocol
1978 are indicated by the letter P_. No such letter is shown for provisions in other chapters of SOLAS
1974 which were modified by SOLAS Protocol 1978, since those provisions have been superseded by
SOLAS amendments subsequently adopted.
20
In general, the operational requirements contained in this consolidated text are applicable to all
ships and requirements for construction and equipment apply to ships constructed on or after the 1st of
February 1992. To identify construction and equipment requirements applicable to ships constructed
before that date, previous texts of SOLAS 1974, SOLAS Protocol 1978 and the amendments to
SOLAS 1974 and SOLAS Protocol 1978 listed in paragraphs 3, 4, 7 and 8 should be consulted, in
addition to those provisions contained in this consolidated text specifically addressed to such ships.
For instance, special requirements for existing passenger ships are contained only in part F of chapter
II-2 of the original SOLAS 1974 but neither in chapter II-2 of the 1981 amendments nor in the
consolidated text.
21_ The footnotes given in this consolidated text refer to codes, guidelines and recommendations
relating to a particular text and have been updated by the Secretariat to the time of publication. In
addition, certain explanatory footnotes have been inserted based on relevant texts of codes, guidelines,
recommendations or other decisions of the Maritime Safety, Committee. In all cases, the reader must
make use of the latest versions of the referenced texts, bearing, in mind that such texts may have been
revised or superseded by updated material since publication of the consolidated edition of the SOLAS
Convention. The forms of attachments to the cargo ship safety, construction and equipment certificates
issued under SOLAS Protocol 1978 are given in annex 2.
22 In general, the publication reproduces the text of SOLAS 1974 including the modifications and
amendments as given in the authentic text, and includes some minor editorial changes in order to
achieve a degree of consistency between the texts taken from SOLAS 1974 and SOLAS Protocol 1978
and the various SOLAS amendments. Such editing does not alter the substance and is limited to the
following:
1)
in chapter 1, the expressions the present Protocol, the Convention and the present
Protocol, the present Convention and the present Convention and the present Regulations are replaced
by a simple term the present regulations. Similarly, the expression chapter I of the Convention and the
present Protocol is replaced by the term this chapter; and
Page 7
2)
the use of initial capitals and spelling follows the guidelines the IMO Style Manual,
which conforms to the style adopted for the 1983 and subsequent SOLAS amendments.
23
On the other hand, attention is drawn to the following matters which have not been regularized
by editing:
1)
while the decimal numbering system is used for paragraphs and subparagraphs of regulations
in chapters II-1, II-2, III, IV and VII which were completely rewritten in the 1981, 1983 or 1988
amendments, the original numbering system is retained in other chapters;
2)
the references to regulations, paragraphs and chapters in the texts adopted in the 1981 and
subsequent amendments use an abbreviated form (e.g.,. regulation II- 2/55.5), whereas the original
reference system is retained in unamended
regulations (e.g. regulation 5 of this chapter,
paraagraph (a) of the regulation)));
3)
the term tons gross tonnage is retained, which encompasses the gross tonnage
determined by the International Convention on Tonnage measurement of Ships, 1969, and the tons
gross tonnage determined by existing national tonnage measurement regulations (resolution
A.493(XII); and
4)
references to imperial units have been retained when they occur in texts that have not been
amended on the understanding that, when the relevant texts are, amended, metric values of the SI
system will be used to the exclusion of imperial units in accordance vith resolution A.351 (IX).
Provisions contained in SOLAS Protocol 1988 are not incorporated in the present consolidated
text).
3.3.4 Certificates and documents required to be carried on board ships

(Note: All certificates to be carried on board must be originals)
All ships
Reference
Certificate of registry
FAL Convention.
International Tonnage Certificate (1969)
Tonnage Convention,
An International Tonnage Certificate (1969) shall be
article, 7.
issued to every ship, the cross and net tonnage of which have been determined in accordance
with the Convention.
International Load Line Certificate
LL Convention,
An International Load Line Certificate shall be issued
article, 16.
under the provisions of the International Convention on Load Lines, 1966, to every ship which
has been surveyed and marked in accordance with the Convention.
An International Load Line Exemption Certificate
LL Convention,
shall be issued to any ship to which an exemption has
article, 6.
been cranted under and in accordance with article 6 of the Load Line Convention.
Page
Intact Stability Booklet

SOLAS 1974,
All ships of 24 m in length and over shall be inclined on
regulation, II-1/22
completion and the elements of their stability determined.
The master shall be supplied with a Stability Booklet
containing such information as is necessary to enable him,
by rapid and simple procedures, to obtain accurate guidance
as to the stability of the ship under varying conditions of loading.
Minimum Safe Manning Document
SOLAS 1974
Every ship to which chapter I of the Convention applies shall
(1989 amdts.),
be provided with an appropriate safe manning document or
regulation, V/13(b)
equivalent issued by 0 the Administration as evidence of the minimum safe manning.
Certificates for Masters, Officers or Ratings
STCW 1978
Certificates for masters, officers or ratings shall be issued to
article VI
those candidates who, to the satisfaction of the Administration,
meet the requirements for service, age, medical fitness, training,
qualifications and examinations in accordance with the provisions
of the annex to the Convention on Standards of Training,
Certification and Watch-keeping for Seafarers, 1978. Certificates
for masters and officers, issued in compliance with this article,
shall be endorsed by the issuing Administration in the form
prescribed in regulation 1/2 of the Annex.
Derating or Deratting Exemption Certificate
FAL Convention
International Oil Pollution Prevention Certificate
MARPOL 73/78,
An international oil pollution prevention certificate shall be
Annex I,
issued after survey in accordance with regulation 4 of Annex I
regulation, 5.
of MARPOL 73/78, to any oil tanker of 150 tons gross tonnage
and above and any other ships of 400 tons gross tonnage and
above which are engaged in voyages to ports or offshore terminals
under the jurisdiction of other Parties to MARPOL 73/78.
The certificate is supplemented by a Record of Construction and

Equipment for Ships other than Oil Tankers (Form A) or a Record
of Construction and Equipment for Oil Tankers (Form B), as
appropriate.
Oil Record Book
MARPOL 73/78
Every, oil tanker of 150 tons gross tonnage and above and every
Annex, I,
ship of 400 tons gross tonnage and above other than an oil tanker
regulation, 20. shall be
provided with an Oil Record Book, Part I (Machinery space operations). Every oil tanker of
150 tons gross tonnage and above shall also be provided with an Oil Record Book, Part II
(Cargo/ ballast operations).
Page
Cargo Ship Safety Construction Certificate***

A certificate called a Cargo Ship Safety Construction Certificate
Certificate shall be issued after survey to a cargo ship of 500 tons
cross tonnage and over which satisfies the requirements for cargo
requirements for cargo ships on survey, set out in regulation 1/10 of
SOLAS 1974, and complies with the applicable requirements of
chapters II-1 and II-2, other than those relating to fire-extinguishing
appliances and fire control plans.
SOLAS 1974,
regulation, 1/12, as
amended by GMDSS
amdts.
(* * * The form of the Certificate may be found in the GMDSS amendments to SOLAS 1974.)
Cargo Ship Safetv Equipment Certificate*

SOLAS 1974
A certificate called a Cargo Ship Safety Equipment Certificate shall regulation, 1/12, as
be issued after survey to a cargo ship of 500 tons gross tonnage and amended by GMDSS
over which complies with the relevant requirements of chapters
amdts. relevant
requirements of chapters II-1, II-2 and III and any other relevant requirements of SOLAS
1974.
Cargo Ship Safety Radio Certificate**
SOLAS 1974,
A certificate called a Cargo Ship Safety Radio Certificate shall be
regulation 1/12, as
e issued after survey to a cargo ship of 300 tons gross tonnage and
amended by GMDSS
tonnage and over, fitted with a radio installation, including those
amdts.
used in life-saving appliances, which complies with the requirements
of chapters III and IV and any other relevant requirements of
SOLAS 1974.
Exemption Certificate ***

SOLAS 1974,
When an exemption is granted to a ship under and in accordance
regulation, 1/12
with the provisions of SOLAS 1974, a certificate called an Exemption Certificate shall be
issued in addition to the certificates listed above.
Document of Compliance with Special Requirements
SOLAS 1974,
for Ships Carrying Dangerous Goods.
regulation, II-2/54.3.
An appropriate document as evidence of compliance with the construction and equipment
requirements of that regulation.
Dangerous Goods Manifest or Stowage Plan
SOLAS 1974,
Each ship carrying dangerous goods shall have a special list or
regulation, VII/5(3)
manifest setting forth, in accordance with the classes set out in
MARPOL 73/78,
out in regulation VII/2, the dangerous goods on board and the
annex, III, regulation,
4.
location thereof. A detailed stowage plan which identifies by class,
and sets out the location of all dangerous goods on board, may be
used in place of such special list or manifest.
*The form of the Certificate and its Record of equipment may, be found in the GMDSS amendments to SOLAS
1974.
* * The form of the Certificate and its Record of equipment may be found in the CMDSS amendments to SOLAS
1974.
Page 10
Certificate of Insurance or Other Financial Security in

SOLAS 1974,
Respect of Civil Liability for Oil Pollution Damage
regulation, VI/10.
A certificate attesting that insurance or other financial security is in force shall be issued
toeach ship carrying more than 2,000 tons of oil ship's registry after determining that the
requirements of article, VIII, paragraph 1, of the CLC Convention have been complied with.
IN ADDITION TO THE CERTIFICATES LISTED ABOVE, WHERE
APPROPRIATE, ANY SHIP CARRYING NOXIOUS LIQUID CHEMICAL
SUBSTANCES IN BULK SHALL CARRY:
International Pollution Prevention Certificate for the
MARPOL 73/78,
Carriage of Noxious Liquid Substances in Bulk
Annex, II,
(NLS Certificate)
regulations, 12 and
12A
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (NLS Certificate) shall be issued, after survey in accordance with the
provisions of regulation 10 of Annex II of MARPOL 73/78, to any ship carrying noxious
liquid substances in bulk and which is engaged in voyages to ports or terminals under the
jurisdiction of other Parties to MARPOL 73/78. In respect of chemical tankers, the Certificate
of Fitness for the Carriage of Dangerous Chemicals in Bulk and the International Certificate of
Fitness for the Carriage of Dangerous Chemicals in Bulk, issued under the provision of the
Bulk Chemical Code and International Bulk Chemical Code, respectively, shall have the same
force and receive the same recognition as the NLS Certificate.
Cargo Record Book
MARPOL 73/78
Every ship to which annex II of MARPOL 73/78 applies, shall be
Annex, II,
provided with a Cargo Record Book, whether as part of the ships
regulation, 9.
official logbook or otherwise, in the form specified in appendix IV to the Annex.
In Addition to the Certificates above, where applicable, any Chemical Tanker shall
carry:
Certificate of Fitness for the Carriage of
BCH Code,
Dangerous Chemicals in Bulk
section, 1.6
A certificate called a Certificate of Fitness for the Carriage of
Dangerous Chemicals in Bulk, the model form of which is set out
in the appendix to the Bulk Chemical Code, should be issued after
an initial or periodical survey to a chemical tanker engaged in
international voyages which complies with the relevant requirements
of the Code.
(Note: The Code is mandatory under annex II of MARPOL 73/78 for
chemical tankers constructed before 1 July 1986.)
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11
or
International Certificate - of Fitness for the
Carriage of Dangerous Chemicals in Bulk
A certificate called an International Certificate of Fitness for
the Carriage of Dangerous Chemicals in Bulk, the model form of
which is set out in the appendix to the International Bulk
Chemical Code, should be issued after an initial or periodical
survey to a chemical tanker engaged in international voyages
which complies with the relevant requirements of the Code.
IBC Code,
section, 1.5.
(Note: The Code is mandatory under both chapter VII of SOLAS 1974
and annex II of MARPOL 73/78 for chemical tankers constructed on or after 1 July 1986).
In Addition to the Certificates above, where applicable, any Gas Carrier shall carry:
Certificate of Fitness for the Carriage

of Liquefied Gases in Bulk
A certificate called a Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk, the model form of which is set out in the
appendix to the Gas Carrier Code, should be issued after an initial
or periodical survey to a gas carrier which complies with the relevant
requirements of the Code.
Gas Carrier Code,

section, 1.6
or
International Certificate of Fitness for the Carriage
of Liquefied Gases in Bulk
A certificate called an International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk, the model form of which is
set out in the appendix to the International Gas Carrier Code, should
be issued after an initial or periodical survey to a gas carrier which
complies with the relevant requirements of the Code.
IGC Code,
section, 1.5
(Note: The Code is mandatory under chapter VII of

SOLAS 1974 for gas carriers constructed on or after 1 July 1986.)
3.3.5 CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE

See Solas 1992, page 474 - 478.
3.3.6. CASRGO SHIP SAFETY EQUIPMENT CERTIFICATE
See Solas 1992, page 479 - 483.

3.3.7 INTERNATIONAL CERTIFICATE of FITNESS FOR THE
DANGEROUS CHEMICAL IN BULK
CARRIAGE of
See IBC code 1994, page 148 - 154.

3.3.8
INTERNATIONAL CERTIFICATE of FITNESS FOR THE
LIQUEFIED GASES IN BULK
See IGC code 1993, page 156 163. 3.4.
Page
CARRIAGE of
12
USCG and OPA - 90.
Introduction
The following was the main subject for the USCG's further work with implementing the
hereafter called; OPA 90 - MARPOL 73/78
1.
Double Hull Design.
(Existing crude tankers over 20.000dwt and Product carriers over 30.000 dwt.)
2.
Effective date for implementation of Regulation 13G. (Should be the, 6th of July
1995.
All pre-Marpol Tankers that do not have separate tanks for ballast and cargo must provide
protection of at least 30 % to each side or at least 30 % of the bottom of the cargo tank area
when they reach the age of 25. After 30 years of age they must comply with regulation 13F.
MARPOL tankers must also comply with regulation 13F after 30 years.
3.
New tankers (regulation 13F)
New tankers over 5000 dwt. must comply either the double hull or a mid-deck design.Other
pollution prevention methods can be used instead if IMO approves. Tankers between 600 dwt.
and 5000 dwt. must have double bottoms.
The Coast Guard rule making will be consistent with the OPA 90 which permits only double
hull tankers to enter into US water. Any alternative to double hull must be approved by the
Congress.
3.4.1 Discharging of oil or oily water from cargo tanks.
MEPC adopted Article 16 of MARPOL 73/78 amendments to regulation 9, 10, 16 and 21 of
Annex I of MARPOL 73/78.
These amendments lower the criteria for the discharging of oil, or oily water, from any cargo
tanks, from, 60 liters pr. n. mile to 30 liters, pr. n. mile and from machinery spaces from, 100
ppm to 15 ppm. These amendments entered into force on 6 July 1993.
3.4.2 Code of Federal Regulation. (USCG)

1012 (e)
Access to the oil spill liability trust fund by State Officials, (request of the
Governor of a State).
1013(e)
Claims Procedures.
1016(a)
Financial Responsibility.
This requires vessel owner and operator to establish and maintain evidence of Financial
responsibility. The Financial responsibility must be sufficient to meet the maximum amount of
liability to which the responsible party could he subject for a discharge or a threatening of oil
discharge or a hazardous substance.
4101 (b)
Review of Alcohol and Drug Abuse.
4106
Manning Standards for Foreign tank vessels.
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4114(d)
Lightering Requirements.
(evidence of Financial Responsibility- double hull reg. and vapour return to shore and
Ship/Ship).
4202(b)
Tank Vessel Response Plan.
(This rule require the owner or operator of a tank vessel to and submit a response plan for a
worst case discharge of oil or hazardous material).
U.S. OPA 90 (Oil Pollution Act 90)
The oil spill caused by the Exxon Valdez.- in Alaska in 1989 was a major factor in the
passing of the U.S. OPA 90. This Act is far reaching and complicated, both from a standpoint
of implication and its overall effect. It comes down heavily in favor of double skin tankers and
states that any tanker ordered after 3011 of June 1990, or delivered after the 1st of January 1994
must be fitted with a double hull if it is to enter U.S. waters.
Examination of U.S. tanker requirements suggests that there will be a short fall of double skin
tankers well into the next century, and that U.S. trade alone will need single hull vessels to
carry the volume of oil required. Logically such vessels will operate in U.S. waters under tight
restrictions, possibly having to leave wing tanks empty,, pass detailed inspection and provide
tug escorts in sensitive, or restrictive shipping areas.
Other sections of this Act make it clear that all oil tankers will have to provide proof of
financial protection against any, or all, oil pollution while in U.S. waters and that liability for
pollution mill rest solely with the owner/ operator of the oil tanker. Each vessel will have to
have a VESSEL RESPONSE PLAN (V.R.P) which is approved by the U.S. Coastguard and
updated annually. In effect, this means that each ship will have to appoint a named qualified
contractor to cover an, clean up resulting from oil spillage.
3.4.3 Example of one Oil spill Emergency Organization Plane of the early dated;
______________________________________IDESS,
AS______________________________________
NORWAY
One of the problems is that due to the requirements of individual ports and maritime states
within the U.S., there are fifty AREA RESPONSE PLANS, all of which should have been
published in February 1993, but due to the difficulty of reconciling them with the overall
NATIONAL PLAN, many of them are still outstanding.
Recent disasters, such as the Aegean Sea off the coast of Spain and the Braer in the Shetlands,
suggests that the speed at which the IMO moves in updating pollution requirements is too
slow, for some governments and national legislation in Europe and elsewhere may well follow
the U.S. line.
Oil spill Emergency Organization Plane
3.4.4 Example of an: Oil spill Emergency Organization Plane of some newer date.
3.4.5
An Extract from: 33 CFR Ch. 1 (7-1-95 Edition)(Subpart E-(Reserved)138FINANCIAL RESPONSIBILITY FOR WATER POLLUTION (VESSELS)
138.10 Scope.
This part sets forth the procedures by which an operator of a vessel may establish and
maintain, for itself, and, where the operator is not the owner or demise charterer, for the owner
and demise charterer of the vessel, evidence of financial responsibility to cover liability of the
owner, operator, and demise charterer arising under;
(a) Section 1002 of the Oil Pollution Act of 1990 (OPA 90) (33 U.S.C. 2702); and,
(b) Senate 107(a)(l) of the Comprehensive Environmental Response, Compensation, and
Liability Act, as amended (CERCLA) (42 U.S.C. 9607(a)(l)).
IDESS, NORWAY AS
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138.12 Applicability.
(a)
This part applies to:
(1)
A tank vessel of any size, and to a foreign-flag vessel of any size, using the waters of
the exclusive economic zone to transship or lighter oil (whether delivering or receiving)
destined for a place subject to the jurisdiction of the United States; and
(2)
A vessel using the navigable waters of the United States or any port or place subject to
the jurisdiction of the United States, including an offshore facility subject to the jurisdiction of
the United States, except;
(I)
A vessel that is 300 gross tons or less; and
(II)
A non-self-propelled barge that does not carry oil as cargo or fuel and does not carry
hazardous substances as cargo.
(b)
For the purposes of financial responsibility under OPA 90, a mobile offshore drilling
unit is treated as a tank vessel when it is being used as an offshore facility and there is a
discharge, or a substantial threat of a discharge of oil on or above the surface of the water. A
mobile offshore drilling unit is treated as a vessel other than a tank vessel when it is not being
used as an offshore facility.
(c)
For the purposes of financial responsibility under CERCLA, this part applies to a selfpropelled vessel over 300 gross tons, even if it does not carry hazardous substances.
(d)
This part does not apply to a public vessel.
138.15 Implementation schedule.
(a)
A tank vessel is subject to the following implementation schedule:
(1)
Until December 28, 1994, a tank vessel is required to carry a Certificate issued under
parts 130, 131, and 132 of this chapter, as may be applicable to that vessel. On or after that
date, and Until July 1, 1995, a non-self-propelled tank vessel must carry a Certificate issued
under parts 130, 131, and 132 of this' chapter, as may be applicable to that vessel, unless it
carries a Certificate issued under this part.
(2)
A self-propelled tank vessel to which this part applies and which carries a valid
1994, unless the operator of that vessel has submitted to the Director, NPFC, before that
......
~~"dace"HCcepiabiereviuenc"c"Xff "fiiraiicrdTn"cspoiKfl>"iiHy-appiieabic"-to"tii^TX3S^Tinder~uiiS
part. A self-propelled tank vessel covered by that evidence of financial responsibility before
December 28, 1994 may continue to operate with the Certificate issued under part 130 of this
chapter. The expiration date of the Certificate issued under part 130 of this chapter for that
vessel will be deemed to be December 28, 1995, regardless of the expiration date appearing on
the Certificate. Thereafter, a Certificate issued under this part is required.
IDESS, NORWAY AS
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(3) A self-propelled tank vessel to which this, part applies, but which does not carry a valid
Certificate issued under part 130 of this chapter before December 28, 1994, may not operate
on or after that date unless it carries a Certificate under this part.
138.30 General.
(a)
The regulations in this part set forth the procedures whereby an operator of a vessel
subject to this part can demonstrate that it and the owner and demise charterer of the vessel are
financially able to meet potential liability for costs and damages in the amounts established by
this part.
The owner, operator, and demise charterer are strictly, jointly, and severally liable for the
costs and damages resulting from an incident or a release or threatened release, but together
they need only establish and maintain an amount of financial responsibility equal to the single
limit of liability per Incident, release, or threatened release. Only that portion of the evidence
of financial responsibility under this part with respect to;
(1)
OPA 90 is required to be made available by a guarantor for the costs and damages
related to an Incident where there Is not also a release or threatened release; and
(2)
CERCLA is required to be made available by a guarantor for the costs and damages
related to a release or threatened release where there is not also an incident. A guarantor (or a
selfinsurer for whom the exceptions to limitations of liability are not applicable), therefore, is
not required to apply the entire amount of financial responsibility to an incident involving oil
alone or a release or threatened release involving a hazardous substance alone.
(b)
Where a vessel is operated by its owner, or the owner is responsible for its operation,
the owner is considered to be the operator and shall submit the application for a Certificate. In
all other cases, the vessel operator shall submit the application. A time or voyage charterer
that does not assume responsibility for the operation of the vessel is not considered an
operator for the purposes of this part.
(c)
(US. vessel only)
(d)
For a vessel of a foreign country that is a party to the Convention, gross tonnage, as
referred to in this part, is determined as follows:
(1) For a vessel assigned, or presently required to be assigned, gross tonnage under Annex I
of the Convention. The vessel's gross tonnage as measured under Annex I of the Convention
is used for determining the 300 gross tons threshold, if applicable, the required amount of
financial responsibility, and limit of liability under section 1004(a) of OPA 90 and under
section 107(a) of CERCLA.
(2) For a vessel not presently required to be assigned gross tonnage under Annex I of the
Convention. The highest gross tonnage that appears on the vessel's certificate of
documentation or equivalent document and that Is acceptable to the Coast Guard under 46
U.S.C. chapter 143 is used for determining the 300 gross ton threshold, if applicable, the
required amount of financial responsibility, and limit of liability under section 1004(a) of OPA
90 and under section 107(a) of CERCLA.
IDESS, NORWAY AS
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If the vessel has no document or the gross tonnage appearing on the document is not
acceptable under 46 U.S.C. chapter 143, the vessel's gross tonnage is determined by applying
the Convention Measurement System under 46 CFR part 69, subpart B, or if applicable, the
Simplified Measurement System under 46 CFR part 69, subpart E. The measurement
standards applied are subject to applicable International agreements to which the United States
Government is a party.
(e) For a vessel of a foreign country that is not a party to the Convention, gross tonnage, as
referred to in this part, Is determined as follows:
(1) For a vessel measured under laws and regulations found by the Commandant to be similar
to Annex I of the Convention. The vessel's gross tonnage under the similar laws and
regulations is used for determining the 300 gross ton threshold, If applicable, the required
amount of financial responsibility, and limit of liability under section 1004(a) of OPA 90 and
under section 107(a) of CERCLA.
3.4.6 USCG. Letter of Compliance and Tank Vessel Inspection Certificate. 2.01-6
Certificate issued to foreign vessels.
(a)
Issuance of certificates;
Upon completion of an examination of a foreign vessel, one or more of the following
certificates is issued by the Officer in Charge, Marine Inspection:
(1)
CG - 4504 -Control Verification for Foreign Vessel;
issued to a foreign vessel that is registered in a country which is signatory to the International
Convention for the Safety of Life at Sea 1974.
(2)
CG-2832A - Letter of Compliance;
issued to a foreign vessel that is suitable for carriage of hazardous cargoes in bulk as defined
in 46 Code of Federal Reglations, subchapter 0, and is in compliance with Tank ship Cargo
Venting and Handling Systems and Minimum Pollution Prevention Regulations and Transfer
Procedures (33 CFR parts 155, 156. 157 and 159), and Navigation Safety Inspection
Regulations (33 CFR part 164).
(3)
CG-84OS-1 -Tank Vessel Examination Letter;
issued to a foreign vessel that is suitable for carriage of cargoes as defined in 46 Code of
Federal Regulations, subchapter D and is in compliance with Tank Ship Cargo Venting and
Handling Systems and Minimum Safety Standards (SOLAS 74-46 CFR part 35). Pollution
Prevention Regulations and Transfer Procedures (33 CFR parts 155, 156, 157 and 159), and
Navigation Safety Regulations (33 CFR part 164).
(4)
Foreign vessels of countries
which are nonsignatory to the International Convention for the Safety of Life at Sea, 1974. are
issued a Temporary Certificate of Inspection (CG-854) and a Certificate of Inspection (CG841) as described in 2.01-5.
IDESS, NORWAY AS
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(b) Description of Certificates. (1) CG-4504-Control Verification for Foreign Vessels;

describes the vessel, type of certificate required by the International Convention for the Safety
of Life at Sea, 1974. country issued by, and its expiration date. The period of validity of a
control verification for foreign vessel is stated on the, certificate.
(2)
CG-2%?>2A-Letter of Compliance;
describe the vessel and the period for which the letter is valid.
(3)
CG-84OS-l-ra/c Vessel Examination Letter,
describe the vessel and if there are any deficiencies as to applicable regulations at the time the
vessel was examined. If there are deficiencies they are listed in an attachment to this letter
(CG-84OS-2). The Tank Vessel Examination Letter is valid for a period of 1 year from the
date the examination is completed.
(4)
Temporary Certificate of Inspection (CG-854) and Certificate of Inspection (CG-841) ;
are amended as provided for in 2.01-5(c).
3.4.7 Drugs
All ship owners and operating managers should have a policy of:
1)
Prohibition of possession, use, trafficking, or sale of drug substances by crew
members.
2)
Prohibition of the use of any substance which produces unusual behavior of a crew
member in the course of performing his duties.
Shipping companies should have a policy on alcohol and drug use. The policy must be clear
and readily understandable by crew members and shore staff. The objective is to prevent a
company vessel from being operated by any crew member while impaired by alcohol or drugs.
Crew physical examinations should include a drug test. Provided that it is mandatory for all
personnel, the practice is accepted by most crew members and unions. Because of the
substantial penalties for Customs discovery of drugs on a ship, including possible seizure of
the vessel, owners must take all reasonable efforts to insure that drugs are not found on board.
The laws of the United States (Anti Drug Abuse Act of 1986) and Colombia (National
Narcotics Statute), among other countries, permit the confiscation of ships carrying drugs
unless the owners, charterers and master have exercised the highest degree of care and
diligence to insure that drugs were not transported in the vessel. Prior to departing a port in a
known drug trafficking area, the heads of department' must conduct a thorough visual check of
all spaces, reporting any/all suspicious observations to the master. Any spaces not required for
the vessel's operation should be kept locked and all ship's stores deliveries should be inspected
by an officer. If necessary, private drug finding dogs may be employed before sailing to
conduct a final search of the ship.
Owners and officers should be aware that any marine accident in United States waters
automatically subjects the vessel and its crew to a thorough drug inspection, including
substance testing of all personnel involved in the accident.
From the viewpoint of the officer, involvement in drugs, either as a user or as a courier, places
your career on the razor's edge. Thousands of officer careers have been ruined by alcohol, a
legal drug.
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Illegal drugs can have an even stronger hold on the user and bring a career to an earlier end.
Some officers propose that they are free to use drugs, alcoholic or otherwise while off the
ship. For a professional officer, that is not an acceptable attitude. While assigned to a ship and
even while on vacation, an officer must abstain from all illegal drugs and should use alcohol
moderately. Habits cultivated while ashore are difficult to leave behind when returning to sea.
On those vessels where alcohol is permitted and available to the crew, an enforced policy of
abstention prior to going on duty must be in place. The US Coast Guard requires four hours
of abstention. It must not be less than one hour of abstention for every unit (1 unit = 30 cl.
ordinary beer = 10 cl. table wine), consumed. Spirits, fortified wines and extra strength beer
should not be permitted on board. To avoid doubt, an alcometer should be supplied to the
master.
Officers must be strictly prohibited from surrendering their watch to their replacement, if they
believe the replacement to be under the influence of alcohol or drugs.
3.5.0 Pollution Prevention. (MARPOL ANNEX I.)
3.5.1 General
During the past twenty-five years the pollution of the world's oceans has become a matter of
increasing international concern. Most of it comes from land-based sources and includes the
byproducts of industry, runoff from agricultural pesticides and herbicides and effluents
discharged from urban areas.
Nevertheless, a very significant amount of pollution is caused by shipping and maritime
activities generally. The substances involved vary enormously in quantities transported and
their potential harm to the marine environment. The following paragraphs summarize the
pollution-control situation insofar as the main types of shipping activity are concerned.
3.5.2 Oil and Oil Spills
In tonnage terms, the most important pollutant resulting from shipping operations is oil. The
National Academy of Sciences of the United States estimated in 1980 that as much as 3.54
million tons of oil enter the sea every year, some 1.5 million tons of which resulted from the
transport of oil by sea (the remainder comes from land-based activities and includes industrial
wastes, urban runoff and natural seepage).Most oil pollution at sea is not caused by tankers.
Five times as much oil pollution at sea comes from sources on land as from tankers.
Information from NAS source, 1992;
In fact every year 1. 4 billion tons of oil moves by sea, in 6000 tankers, and already
99.98% of that cargo is delivered safely.
Traffic/Pilots, regulation:
The brightest, shiniest, safest oil tanker can still cause a wreck if traffic conditions are
uncontrolled, charts are inaccurate and pilot guidance is substandard.
The best-known cause of oil pollution is tanker accidents. Although this may contribute a
comparatively small percentage of the total oil entering the sea in a year, the consequences of
an accident can be disastrous to the immediate area, particularly if the ship involved is a large
one and the accident occurs close to the coast.
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The wrecks of the Torrey Canyon (1967) and the Amoco Cadiz (1978) are examles. The
NAS estimates that about 390,000 tons of oil a year enter the sea from this source. After this
casualty, it was made a following prediction; that, The sea is dead.
Two years later, there was "little" evidence of biochemical damage to oysters and substantial
improvement in bottom-dwelling fish populations.
Marshes which had suffered heavy oiling were restored by natural processes within 5 years,
whereas in cleaned areas restoration took about 7 to 8 years. (Congressional Research Service
Report, 90-356)
EXXON VALDEZ
The way in which oil spill clean-up is organised in the USA, is largely responsible for the
protracted and costly response the tanker casualties like "EXXON VALDEZ". Owners are
required to organise clean-up response while decision-making powers are with a variety of
Federal and State bodies with numerous special interest groups seeking involvement. The
Owner is required to undertake extreme damaging clean-up measures in response to undue
pressure. Some of these measures are unnecessary, or even more damaging to the
Environment, -than the Oil-spill itself.
Puerto Rico
A recent Oil spill in Puerto Rico, from a US-owned barge, cost (initial estimate) US dollar, 80
Million in damages claims. The Owner's insurance contributed US-Dollar before the Owner
went bankrupt. No payment was made by the Cargo Owner. The US taxpayer paid the USDollar, 70 Million balance.
A much grater quantity of oil has entered the sea as a result of normal tanker operations,
usually associated with the cleaning of cargo residues (clingage) and the changing of ballast
associated which takes place when the ship is returning from the port of discharging to take on
another cargo of oil. The amount of clingage normally amounts to about 0.4 % of cargo-
carrying capacity, - about 800 tons on a 200 000 dwt crude oil carrier. During ballasting and
cleaning, as much as half of this can be lost overboard unless slops are retained on board. In
tonnage terms, this is still probably the biggest source of oil pollution from ships - about
700,000 tons a year, according to the NAS - but it has declined considerably in recent years.
Other causes of oil pollution include dry-docking (30,000 tons); bilge and fuel oil (from dry
cargo ships as well as from tankers) (300,000 tons); and non-tanker accidents (20,000 tons).
Oil affects the marine environment in different ways:
It blankets the surface, interfering with the exchange of oxygen 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
mudflats, again with detrimental results. In the face of growing oil pollution, international
action was taken in the shape of the adoption of the International Convention for the
Prevention of Pollution from Ships, 1973.
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In 1978 a Protocol tightening the provisions of the Convention, especially in respect of oil
tankers, was adopted. The combined instrument is now known as MARPOL 73/78. Marine
pollution is more than oil pollution, and MARPOL 73/78 deals with these different pollution
categories. Annex I of the Convention deals with oil pollution.
3.5.3 Annex I of MARPOL 73/78
As said before, Annex I deals with pollution caused by accidents occurring to oil tankers and
by tanker operations. The prevention of accidents is primarily a safety matter, and is dealt with
through safety conventions. Annex I does, however, serve to mitigate the effects of accidents.
With respect to oil tankers, the protection of the marine environment is approached through:
CONSTRUCTION REQUIREMENTS
EQUIPMENT REQUIREMENTS
OPERATIONAL REQUIREMENTS
SURVEY AND CERTIFICATE REQUIREMENTS
CONTROL PROCEDURES
PENALTIES.
The construction requirements reflect the desire to avoid ballast water coming into contact
with cargo oil, thereby restricting the generation of oily water mixtures, and preventing the
discharge of oil into the sea. They also reflect the desire to give ships carrying oil a greater
survival capability, to protect the oil tanks by means of void spaces, and to limit tank size so
that, if an accident does occur, the outflow of oil will also be limited.
The equipment requirements reflect the desire to enable a ship to comply with operational
requirements. An earlier pollution convention (OILPOL 54/69) had also stipulated operational
procedures, but without specifying the means of compliance; this was thought to be
unsatisfactory. MARPOL 73/78 therefore not only lays down operational requirements but
also provides for the means to operate in accordance with those requirements.
3.5.4 Construction of oil tankers Segregated ballast tanks (SBT)
New crude oil tankers of more than 20,000 tonnes deadweight and new product tankers of
more than 30,000 tonnes deadweight must be provided with segregated ballast tanks of
sufficient capacity, so that only in extraordinary circumstances will there be a need to take
ballast water in cargo tanks. SBT reduce the need for tank washing and therefore reduce oily
water mixtures, but only if they are of adequate capacity.
Segregated ballast tanks are defined as tanks which are completely separated from the cargo
oil and fuel oil systems and which are permanently allocated to the carriage of ballast. They
are served by their own pumps and piping adequate for their purpose. The capacity should be
such that, at any time of the voyage,
/;
THE AMIDSHIPS DRA UGHT IS NOT LESS THAN 2.0 + 0.02 L METRES (L =
LENGTH BETWEEN PERPENDICULARS);
2) THE TRIM BY THE STERN IS NOT MORE THAN 0.01 5 L;
3) THE PROPELLER IS FULL Y IMMERSED.
Page
22
This is enough for all conditions if course and speed are properly, but hurricane or typhoon
conditions might require ballast adjustment in heavy weather.
Additional ballast can be taken in the ship's cargo tanks if the master thinks it necessary. This
is done by means of a special pumproom cross-over connection (removable spool piece or
blind), between the ballast and cargo systems. Heavy weather ballast carried in cargo tanks
which have been crude oil washed but not water washed must be handled as dirty ballast.
SBT pollution
SBT is not a fail-safe means of preventing pollution. Petroleum cargo can enter the SBT tanks
through bulkhead leaks. SBT tanks can also be contaminated by cargo leaking into ballast
piping which passes through cargo tanks, or by cargo leaking out of cargo piping which passes
through ballast tanks. To maintain the maximum, pollution, safeguards while using SBT,
routine operational checks and piping integrity tests must be carefully, followed.
Bulkhead leaks or ballast piping can be of sources of SBT contamination producing a

pollution and explosion hazards.
Case study;
In June 1987 and March 1989, two different vessels commenced taking on ballast water into
segregated tanks by gravity, (without use of the ballast pumps), soon after commencement of
discharge of cargoes of crude oil. Unknown to the vessel's crews, the ballast lines had
fractured within the cargo tanks through which they passed. Instead of ballast water flowing
into the ship, the greater head pressure of oil in the cargo tanks caused about 25 barrels and 35
barrels, respectively, of oil to escape via the segregated ballast sea valves into the harbour.
Case analysis;
If the vessel had maintained a program of ballast line integrity checks on each ballast voyage,
the defects should have been discovered and the pollution incident avoided. If there is any
doubt about the integrity of ballast lines on a ship, then ballast should only be loaded by
pumping.
IDESS, NORWAY AS
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23
In this case, the ballast tanks would have later been found contaminated by cargo, but that
would have been an easier problem to fix than a pollution incident.
New tankers, in this context, are those built after the 1 st of January 1980. Ships built before
that date are subject to less stringent requirements, in recognition of the fact that retro-fitting
segregated ballast systems may be costly and impracticable. Such ships need only be fitted
with SBT if they exceed 40,000 tonnes deadweight, but may instead choose to:
1) Operate with dedicated clean ballast tanks (CBT), if product tankers.
2) be equipped and operate with a crude oil washing (COW) system, if crude oil tankers.
Protective location of ballast tanks
In addition to providing sufficient ballast capacity, which results in stipulated mean draught
and trim, SBT should also be located so as to offer some degree of protection against
stranding and collision. Ideally, this would be a double skin and double bottom of specified
width and depth. This is not necessary in practice; instead, the total area of the protected side
and bottom should comply with certain parameters. In addition, the regulations stipulate a
minimum width for the wing ballast tanks of 2 meters and a minimum height for the doublebottom ballast tanks of 2 meters or B/15, whichever is the lesser (B = maximum breadth of the
ship). There is no requirement for the ratio of side and bottom protection, as long as the total
area complies with Annex I;
In practice, this means that in oil tankers the SBT are wing tanks, adjacent to the ship's
shell plating.
3.5.5
PREPARING FOR HEAVY WEATHER BALLAST - TAKING DIRTY
BALLAST
Ballast quantities as low as 25% of the ship's deadweight may be sufficient for un-docking
operations in most ports. Ballasting will continue as the ship departs the unloading port until
all the ballast required by the departure ballast plan is on board. In most cases, the draft and
trim produced by the SBT or CBT capacity of the ship is sufficient to maneuver in port and
proceed en route to the next loading port without undue fuel consumption or damage to the
vessel.
Additional ballast may be taken into the ship's cargo tanks if the master thinks it is necessary
for the safety of the ship. This does not mean that the master can ballast dirty cargo tanks to
maintain desired speed in adverse weather. The most effective ways to reduce damage in
heavy weather are to reduce speed or alter course. Only when these measures have been taken,
may additional ballast be loaded in the cargo tanks to ensure the safety of the ship.
When it is probable that additional ballast will be needed during the voyage, the appropriate
tanks will be required to have been crude oil washed. Ballast water that has been put into a
tank that has been crude oil washed, but not water rinsed, shall be regarded as 'dirty ballast'
and handled accordingly. This may mean discharging ballast ashore at the end of voyages
made entirely within a prohibited zone.
Ballast water shall not be put into tanks that have not been crude oil washed.
When preparing additional tanks for heavy weather ballast, the following is typical things to
be done with reference to IMO.
IDESS, NORWAY AS
Page 24
1)
While filling the CBT tanks, flush the selected tanks, suction and piping with clean
ballast water.
2) Flood the tank bottoms until covered fully.
3) Check the water, do the same procedure until satisfied.

3.5.6 LIMITATION OF TANK SIZE
This requirement concerns the construction of cargo tanks and is applicable to all oil tankers.
The provision aims to limit the quantity of oil which can escape into the marine environment
when an oil tanker sustains damage to its cargo tanks. The provision limits the length and
width of cargo tanks and, in addition, limits the hypothetical outflow to less than 40,000 cubic
meters in the event of assumed damage due to collision or stranding.
Maximum size on the different tanks is therefore made out and excepted by the most of the
Administrations, Center tanks, 50 000 m3 and Wing tanks, 30 000 m3.
3.5.7 SUBDIVISION AND STABILITY
MARPOL, Annex I, lays down requirements for the subdivision and stability of a vessel in
order to ensure a certain survival capability after a collision or stranding. A given extent of
longitudinal, transverse and vertical damage is assumed when determining compliance with
the requirements. Furthermore, using the ship's length as a parameter, distinctions are made
regarding the location of the assumed damage in relation to the ship's length.
For tankers above 225 meters in length, the damage is assumed to be anywhere along the
length of the ship. For ships of lesser length, neither certain areas, such as machinery spaces
and peak-tank spaces, nor damage involving a transverse bulkhead are considered in the
damage assumption.
Taking the above damage into consideration, the resulting condition of equilibrium of the ship
should be such that the waterline, when taking account of the singe, heel and trim, should be
below the lower edge of any opening through which progressive flooding might take place. In
that condition the stability should also comply with certain requirements.
CRUDE OIL TANKERS WITHOUT CBT OR SBT
Crude oil tankers without CBT or SBT must ballast cargo tanks before departure from the
discharge port. Ballast should not be put in cargo tanks unless they have been crude oil
washed and water washed. The selected cargo tanks are discharged early in the discharge
program. A complete COW cycle is performed in the selected tanks, with particular attention
to the thoroughness of the bottom wash. The tank fill and suction lines should be stripped,
then isolated with two-valve-separation from any continuing cargo operations. The tank fill
lines should be flushed to a slop tank (if available) before filling the selected tanks with
ballast.
BALLASTING FACTORS
Selection of a ballasting arrangement is normally not an option for the tanker's crew. The
locations of the SBT or CBT tanks dictate where ballast is to be carried. When additional
ballast
is carried because of anticipated heavy weather, or because of ballast tank cleaning or repairs,
the following factors should be considered:
The location of the ballast "Contributes to three kinds of stress on the hull". An empty tanker
is subject to bending stresses caused by the relatively heavy structure at the bow and the stern,
(where there is less buoyancy), combined with the light structure and excess of buoyancy
amidships. An empty tanker is said to be hogged".
Stress on the hull
Page
25
Hogging stresses induced in an empty, un-ballasted tanker; sagging stresses are induced in a
tanker loaded to its mark.'
The main deck is in tension, and the keel is compressed by this bending force. Adding ballast
to the midship area tanks reduces this bending force. The midship ballast tank should be filled
first to minimize stress during ballasting. Likewise, the sequence of subsequent tank filling
should be selected to minimize hull stresses during the filling operation.
Example of computer plot of tanker stresses.

A Maximum allowed seagoing shear force.
B Maximum allowed bending moment (hogg).
C Actual bending moment curve.
D Actual shear force curve.
Shear stress is caused by uneven distribution of forces at adjacent parts of the hull, such as at a
transverse bulkhead separating a ballasted tank from an empty one. The ballast pattern must
not produce shear forces which would exceed the yield point of the steel hull.
Page
26
The calculation of bending and shear forces is complex for the designer. This calculation has
been simplified for the master/chief officer by providing a set of stress moment tables or
approved computer program. The chief officer can quickly determine the stress numerals for a
proposed loading plan by using a customized computer program.
1.
Undesirable ballast arrangement - four additional bulkheads are placed under bending
stress and four corner intersections are heavily stressed (A - heavily stressed bulkhead
intersection).
2.
Preferred ballast arrangement - provided hull bending and share stresses are within
acceptable limits.
Each tanker must also be provided with a stability booklet, with which an officer can calculate
the stability and stresses of his ship using only pencil and paper. The stability book is essential
because computers can happen to fail, and because they are most likely to be unavailable
when a ship is heavy damaged, and a stability calculation is most needed.
3.5.8. Slop Tank

Slop tanks must be of adequate capacity to ensure that tank washings and other oily mixtures
can be retained on board for separation of the oil and water and subsequent discharge of the
water as part of the LOT procedures; Annex I requires at least one slop tank for ships of less
than 70,000 tonnes deadweight and at least two slop tanks for larger ships.
The capacity of the slop tank is expressed as a percentage of the cargo-carrying capacity (and
are most likely to be 3 % as minimum) but, depends on the tank-washing method used;
1. A larger capacity, and therefore larger tanks, is required for open-cycle washing than for
washing in the recirculation mode.
2. SBT and COW tankers and combination carriers may also have smaller slop tanks.
Slop-tank arrangements must be such as to facilitate the separation of oil and water. Both
simple and more sophisticated slop-tank arrangements are shown in chapter 2, page 18.
_____________Advanced Oil Tanker Operation and Safety - Including COW and IGS
27_____________
Slop
i
tank
Page
heating
Tank washing after a cargo of high pour point or high viscosity oil may encounter difficulty
maintaining the recovered oil in a liquid state. The slop tank must be continuously heated to
permit gravity separation and decanting and to keep the recovered oil liquid. It will usually be
necessary to maintain maximum heat on the slop tank(s) while tank washing and decanting to
keep the water and oil sufficiently hot.
However as decanting proceeds the heat must be reduced to avoid overheating the oil.
Recovered fuel oil should be heated to not more then 60 C and recovered crude oil (except
some heavy crude oils), to not more than 43 C after removal of free water.
High viscosity or high pour point slops must be continuously heated until disposed of.
If they are allowed to cool, then heavy wax or sedimentation may occur, which cannot be
restored to a liquid at any temperature available by on-board heating.
Load-on-top operations
By a process of heating and careful decanting, the water content of the slop tank can be slowly
reduced until only the top oil layer, the oil/water interface layer and a shallow bottom water
layer 4 are left. If the characteristics of the slop oil and the nature of the next cargo permit, the
slops may be retained on board and the next cargo loaded on top of them. This is normally
done with crude oil cargoes when the same or a similar crude will be carried on the next
voyage. It may also be done with some products provided the cargo shipper is advised and
approves of the procedure.
If there is any doubt about retaining the slops, the master must communicate this question to
the owners and cargo owner or charterer and request their advice. When requesting advice, the
master must advise the quantity of slops and the nature of their contents (Including tetra-ethyl
lead or detergents).
Charterer may wish to LOT, in which case full freight will be normally paid. If charterer does
not wish to LOT, the slops must be segregated and freight will not be paid on the
space/deadweight used. Most charter parties provide for the charterer to make the decision
regarding the disposition of slops.
Charterers may require the slops to be discharged. The time required to do this normally 4
constitutes laytime used.
Slops as bunkers
If slop residues are to be pumped ashore for final separation, with no compensation for the
recovered oil, or perhaps for a treatment charge, owners may be tempted to consider using the
slops as fuel. The principal problems associated with using slops as fuel are safety risks and
machinery damage.
The safety risk is using slops as fuel is due to the flash point of the slops. If the flash point is
above 60 C, then there is no significant hazard. Crude oil slops, or petroleum product slops
may have a flash point well below 60 C and can only be used for bunkers under special
circumstances. The following precautions must be observed to legally use fuel with a flash
point below 60 C.
1. Heated fuel tanks must be vented to a safe position outside the machinery spaces, with
weather deck vent outlets fitted with flame screens.
i
Page 28
2. Heated fuel tank drains must empty into spaces ventilated to prevent any accumulation of
oil vapours at temperatures close to the flash point of the fuel.
3. There must be no sources of ignition near the fuel tank vents or drain outlets.
4. Fuel samples should be drawn and tested for flash point before each fueling.
The consequences of failing to observe these precautions can be costly or catastrophic. From
1978 to 1983 at least three tanker explosions attributed to use of bunkers with low flash
points, including one explosion which killed 76 persons.
If port authorities find the atmosphere in bunker tanks to be in the explosive range, then the
vessel may be ordered to vacate berth, clean out bunker tanks, obtain gas free certificates and
take on new fuel before being permitted to load.
Overboard piping
All discharging from cargo and ballast tanks must, in principle, be made above the waterline
to ensure that both discharging and water surface may be observed. Since discharging above
the waterline may pose hazards in port for persons working on lighters, jetties, passing small
craft, etc. etc. - the discharging of clean and segregated ballast is permitted under the waterline
when in port. Pipelines on board reflect these requirements.
On oil tanker of, 20 000 tonnes deadweight or more, it should be possible to drain pumps and
lines, if necessary by connecting them to a stripping device. A special Small-diameter line
should be provided to discharge these drainings to the shore.
A
Pump and line drainage arrangement and Small-Diameter drainage discharge line.
B;
Pump and line drainage arrangement and Small-Diameter drainage discharge line.
1. Stop discharging. 2. Close manifold vale (A). 3. Open main cargo pump by-pass valve(s)
(C.) 4. Open suction valve to accumulation Slop- Tank (D) 5. Open cargo line vent valve at
manifold (B) 6. Open stripping suction to accumulation tank (E). 7. Strip accumulation tank
ashore via Small-bore MARPOL Line and valve.(G) 8. When tank is empty, close valves (D)
and (E), open valve (F) 9. Strip line residues ashore. 10. Stop stripping pump, close valves.
Note; If cargo is Hi-Pour, or freezing weather is expected, the MARPOL line must
immediately be drained to slop-accumulation tank.
3.5.9
OPERATIONAL MEASURES IN LIEU OF CONSTRUCTION
REQUIREMENTS
It is difficult - and may be extremely costly - to modify an existing oil tanker to comply with
the SBT requirements. Ways had to be found for such oil tankers, to be exempted from SBT
and at the same time to pose no threat to the marine environment. The Tanker Safety and
Pollution Prevention Conference in 1978 investigated this problem.
One method for dealing with the problem is crude oil washing (COW). At the time of the
conference, it was not a novel concept, and a number of tanker operators were already
practicing COW as a matter of routine. Reports indicated that, when carried out effectively,
COW could considerably reduce oily residues in cargo tanks so that, in fact, only a water rinse
would then be necessary to prepare the cargo tanks for clean ballast.
The resulting decrease in oily water mixtures was considered to pose little threat to the marine
environment and, as far as existing oil tankers were concerned, COW was accepted as offering
protection for the marine environment equivalent to that of SBT. In fact, COW was considered
to be so beneficial for the marine environment that the requirement for COW was extended to
cover new crude oil tankers as well.
_____________Advanced Oil Tanker Operation and Safety - Including COW and IGS
30_____________
Page
COW can only be effected on crude oil tankers, so that other means of protecting the marine
environment had to be found for existing product tankers not provided with SBT.
Equivalent protection was provided by the concept of dedicated clean ballast tanks (CBT),
whereby a number of cargo tanks are dedicated solely for the carriage of ballast instead of
providing the ship with SBT. The main difference is that CBT, by not needing to be served by
segregated pumps and piping, allows the cargo system to be used.
The capacity and distribution of the ballast tanks are such that the ship meets the requirements
for trim and mean draught that are laid down for SBT and is not subject to excessive stress
when ballasted.
3.5.10
Crude oil washing (COW)
COW offers the following advantages compare to washing cargo tanks with water:
1) Reduction in pollution potential.
2) Increased cargo out-turn.
3) Less deadfreight.
4) Less time required in subsequent tank cleaning.
5) Less time needed to prepare a tank for repairs in dry-dock.
6) Less corrosion through less contact of the tank with water.
The disadvantages of COW are:
1) Increased workload on personnel.
2) Prolonged discharge time
3) Costs of COW equipment.
4) Increased safety risks in port.
COW is usually carried out in the port of discharge, although it is also possible to do it on
passage between ports, provided there is still a parcel of crude oil in the ship. The source of
the oil for COW may be the discharge line, in which case provision must be made to bleed off
oil for tank washing. Alternatively, the slop tank may be used in the recirculation mode. When
the discharge line is the source of the washing fluid, special measures may be necessary to
ensure sufficient pressure in the washing system, especially if the backpressure from the
terminal is low. If the slop tank is used in the recirculation mode, it may be argued that the
sludge being removed from the cargo tanks is being re-injected for further washing. In any
case, it is important that sufficient crude oil be available to complete the COW programme.
In order to ensure that COW is effectively protecting the marine environment against oil
pollution, the design, operation and control of COW systems are subject to IMO
specifications, and only crude oil tankers in which the COW system and its operation are
surveyed and found to be in accordance with those specifications will be issued with the IOPP
Certificate.
Design specifications cover pumps and piping, washing machines and stripping systems.
Operations cover washing programmes, pressures, prevention of electrostatic hazards, the

dangers of oil leakage and the number of tanks to be washed.
Washing programmes cover the different stages and duration of washing.
Page 31
The ship is surveyed on a 'one-off basis, that is to say that a complete tank washing
programme M is performed when the ship is first surveyed for certification. The number of
washing machines, washing programmes, duration and pressure are noted and the
effectiveness of cleaning is examined by a surveyor. To do this, he measures the oil on top of
the ballast in a tank which has been washed with crude oil but not with water. He will also
inspect a number of tanks internally after crude oil washing but before any water washing.
Finally, the oil content of ballast from a tank which has been washed with both crude oil and
water is determined. In addition to these tests, the whole of the COW system will be
inspected.
It is important that, during the subsequent operation of the ship, COW takes place under the
same parameters as those used during the tests so that the desired washing results are obtained.
Conditions influencing the washing results are:
1) The number and location of washing machines.
2) Nozzle diameter.
3) Number and size of drainholes.
4) Effectiveness of the stripping system.
5) Stripping procedure.
6)Trim (list) of the ship.
|
It should be noted that too many machines in use on a branch line could lead to excessive fluid
velocity in the line. This causes a pressure drop over the line, impairing the effectiveness of
the machines being served. It is therefore important that the correct number of tank-washing
machines is used at all times.
In order to ensure that the ship's crew comply with the test parameters, the ship is provided
with a COW Operation and Equipment Manual which not only describes these parameters but
also gives examples of typical single and multi-parcel discharges and associated COW
operations.
One condition influencing COW results that has not been mentioned so far is the grade, i.e. the
source, of the crude oil itself.
At one end of the scale there are crudes which lend themselves very well to COW, while at the
other end there are crudes which are unsuitable for the purpose owing to their high pour point
or viscosity. Such oils may not be carried in crude oil tankers unless they are provided with
SBT.
|
It should be clear that COW is not optional but mandatory for tankers certified for such
operations. No ballast water may ever be taken into cargo tanks which have not been crude oil
washed. This means cargo tanks ballasted before or shortly after departure (the departure
ballast), those ballasted upon or prior to arrival (the arrival ballast), and those which may need
to be ballasted at the discretion of the master.
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 that a quarter of the remaining tanks are crude oil
washed to control sludge build-up.
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).
4
Page 32
Particular attention must be paid to preventing electrostatic hazards caused by the presence of
water in the crude oil used for washing. Only 'dry crude' may 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 LOT procedures have been executed properly.
For safety reasons, cargo tanks that are used as a source of crude for COW must always first
be "debottomed", i.e. the bottom 1 metre of cargo, where water is most likely to be present,
must always be discharged before using the crude oil for COW.
For the same reasons, if a slop tank is utilized as a supply of crude oil for COW it must first be
discharged completely and refilled with dry crude.
Dedicated clean ballast tanks (CBTs)
Like COW, the use of CBT is aimed at reducing the generation of oil/water mixtures. CBT
must be used on oil tankers which are not provided with SBT, which carry oils other than
crude oil, and which, as a consequence, cannot practice COW.
In principle, an oil tanker with CBT is the same as an SBT tanker. Since ballast water is
carried in tanks designated for that purpose, there is no need to change ballast whilst under
way to the loading port. Capacity and distribution should ensure that no additional ballast is
needed on most occasions, and the location of CBT in the ship's sides, where possible, offers
some degree of protection against pollution arising from collision. The measure is a temporary
one, only to be used on product tankers of, 40,000 tonnes dead-weight and above, built before
1980.
In practice it has been difficult to allocate cargo tanks in an existing configuration which
would result in compliance with trim and draught requirements. It has often been necessary to
utilize peak tanks and cofferdams for ballast to meet the requirements.
In one important respect CBT differs from SBT, and that is in the use of pumps and piping.
CBT tankers may have to make use of cargo pumps and piping for ballasting during and after
cargo operations, and considerable flushing of pumps and lines may have to take place to
avoid contaminating the ballast water.
These flushing may not be discharged into the sea and, contrary to practice on non-CBT ships,
cannot be transferred to the ballast tanks, since these have been thoroughly cleaned at an
earlier stage-and must remain clean. Pump and line flushing must therefore be transferred to
the slop tanks and, for that reason, space may have to be left in the slop tanks even on a loaded
voyage. Oil tankers certified as CBT tankers must be provided with a CBT Operation Manual
setting out the correct line-flushing procedures for the particular ship.
A number of oil tankers operating with CBT have a dedicated ballast system serving those
tanks; for these, operations are very similar to those on SBT tankers. Care must be taken to
prevent oil entering the ballast tanks through the cargo piping, and there should be a twovalve separation between cargo and ballast.
Page 33
3.5.11
Equipment Requirements
Oil Discharge Monitoring and Control Equipment (ODM)
The discharge provisions limit both the total quantity of oil that may be discharged into the sea
from the cargo-tank area and the instantaneous rate of discharge of oil. Monitoring equipment
must be provided to enable oil tankers to comply. The discharge provisions also stipulate that
the equipment should be in operation when oil and water mixtures are being discharged into
the sea. International specifications for the equipment have been established, and only
approved types may be used on board. The equipment must come into operation whenever a
discharge takes place.
The discharge of segregated and clean ballast (except from CBT tankers) need not be
monitored. The equipment must halt the discharge automatically when the permitted quantity
of oil or the permitted number of litres of oil per mile has been reached.
The task to be performed requires complicated equipment. Not only must the oil content of the
effluent be measured, a difficult enough task, but the discharge rate of the pumps over a wide
range of output and the speed of the ship must also be recorded. A computer is needed to
transfer input into output, i.e. total quantity of oil and instantaneous rate of discharge (litres of
oil per mile). Output must be recorded and the time of discharge must be identified. The
principles involved are described briefly below.
An oil discharge monitoring and control system consists essentially of four systems:
1. An oil content meter that is able to analyze the relative content of oil in the water stream,
expressed in parts per million (ppm).
2. A flow-meter that is able to measure the flow rate of oily water through the discharge pipe.
3. A computing unit that is able to calculate the oil discharge rate in litres per nautical mile
and total quantity, together with date and time identification.
4. An overboard valve control system that is able to stop the discharge when the permissible
limit has been reached.
It is difficult to monitor oil content of water, considering the small concentrations of oil
involved and the many disturbing factors (such as widely varying properties of oil, other
contaminants in the water and a hostile environment for the equipment).
The most accurate technique for determining the oil content of water is based on analysis of
the absorption of infra-red light. The absorption of infra-red light of a controlled wavelength is
fairly independent of the type of the oil, but the method cannot be used accurately whilst the
oil droplets are suspended in water since water also absorbs infra-red radiation. The oil is
therefore normally extracted in a suitable solvent that is non-soluble in water, such as carbon
tetrachloride. This method of oil content measurement cannot easily be adapted to shipboard
use because of the need for continuous analysis with a short time delay.
More practical methods have therefore been adopted for use on board ship. Most are based on
optical principles, such as measuring the discoloration or turbidity of the water caused by the
oil droplets. Only a few instruments for analyzing the oil content in tanker ballast water have
so far received a certificate of type testing to the IMO specifications. The principles employed
and other features of these instruments are summarized hereafter.
Page
34
Ultraviolet fluorescence
This principle was employed in the original ballast monitor. It was based on the phenomenon
that molecules of unsaturated hydrocarbons become excited when illuminated with ultraviolet
light of a certain wavelength and will then radiate light in the visible spectrum. The method is
sensitive to the size of the droplets but is rather insensitive to other impurities in the oil.
The main disadvantage, however, is that different oils contain different amounts of
unsaturated hydrocarbons, so that the instrument must be calibrated each time for the type of
oil being monitored. The instrument is relatively simple in design, as shown in the schematic
drawing below.
A considerable number of instruments of this type are installed in tankers, but the model has
been discontinued and current production is concentrated on meters working on another
principle. Pioneering development work indicated the means for the practical arrangement of
an oil content meter which are still applicable to most instruments. As an oil content meter
must necessarily contain hydrocarbons, which may appear in such concentrations that a hazard
exists, and furthermore, as the measuring technique is likely to involve using electrical
equipment in one form or another, there is always an intricate problem in isolating the
electrical side from the hazardous area.
The solution adopted by Bailey, which entailed mounting the analyzing equipment on the
bulkhead between the pumproom and the safe spaces in such a way that the optical sensors
can work through lenses in the gas-tight barrier, is common to all instruments. They generally
also require a pump for the sample water, which is normally mounted to the pump-room
bulkhead and driven by an electric motor on the engine-room side.
The Classification Societie's rules concerning the safety of such installations may eventually
become part of the IMO guidelines. Subject to certain conditions, these installation rules also
permit the analyzing equipment to be placed in a gas-tight casing mounted in a safe area such
as the cargo control room. The casing must be purge-ventilated to the outside air, and certain
other safety precautions must be observed.
Turbidity Meters
If an oil-water mixture with a low oil content is heavily agitated so that the oil droplets
become very small, the water will turn 'milky' to varying degrees, depending on the amount of
oil present, the actual colour of the oil droplets is of no importance. This method can be used
for indicating the oil content, provided the conditions for homogenizing the sample are well
controlled. If a light beam is projected through a test cell containing sample water with wellhomogenized droplets, part of the light passing through the cell will be scattered.
The intensity of light picked up by a photocell at the end of a straight path through the cell
will be reduced, whereas the intensity of scattered light sensed by a photocell mounted at an
angle to the original path will increase.
Laser light may be used to obtain a well defined light beam and possibly a selective lightscattering effect. This principle is used in one oil content meter currently available, in which
the light beam and the signals picked up by the photocells are transmitted via optical fibres to
the electronic part in the engine-room, thereby making the bulkhead penetrations quite small.
A third instrument, based on the turbidity principle, operates only on the direct transmitted
light through the test cell in which the heavily agitated sample water circulates.
Instruments of this type can measure oils ranging from heavy crude oils to gasoline, but some
changes in the calibration are required to cover the extremes of the range. As the instruments
measure the number of particles in the water, they are rather sensitive to other contaminants
such as rust or air bubbles.
Light Absorption and Gas Measurement
An instrument working on a different principle has also been developed. It is based on a threestep principle:
1) Filtering out the oil in a lipophilic filter tape
2) Determining the discoloration of the tape
3) Determining the amount of gas evaporating from the tape when it is heated.
This principle is illustrated below, sample stream of oily water is passed through the tape,
which absorbs all of the oil. Solid particles are left on the lower side of the tape. Heavy oils
create strong discoloration of the tape but give off a small amount of gas, whereas light oils
behave in the opposite way.
By adding the signals from the two measuring channels in selected proportions, an output
signal is obtained which is relatively insensitive to the type of oil.
The instrument is rather more complex mechanically than the others, and has a running cost,
as the filter tape is being consumed.
However, it is less sensitive to rust and air bubbles than the other types.
Infra-Red Absorption
The absorption of infra-red light by oil can also be measured. As infra-red absorption by the
background water is also high, an oil-free reference water of relevant quality must be obtained
at all times; this is done by purifying a small part of the water in a microfilter. The infra-red
absorption by the oily water and by the oil-free water can then be measured.
The difference is caused by absorption by the oil and, that signal can be calibrated in oil
content.
3.5.12
ARRANGEMENT OF THE SYSTEM
The monitoring and control system must be equipped with a starting interlock arrangement
whereby the overboard valves can only be opened when the monitor is in operation.
This requirement is waived for small tankers with manual valve operation. The drawing on the
next page illustrates a complete system schematically.
The system information is normally recorded by a digital printer, which does not deliver a
continuous record in the true sense. The specifications therefore lay down the minimum
requirements for print-out at certain time intervals, at certain changes in the various
parameters, when alarm levels are reached, etc.
3.5.13
Oil/Water Interface Detector
When decanting slop-tanks, which is an essential operation during LOT procedures, it is

necessary to determine the height of the oil/water interface in order to prevent oil from being
discharged into the sea.
Interface detectors are usually portable, although permanently installed equipment is also
used. International specifications have been drawn up, and only equipment that complies with
these standards may be used. The equipment, in this case a portable instrument, consists of a
metal tape measure, an ampere meter, a zinc weight and an earthing clamp to connect the
equipment to the ship's structure.
The principle is that, when the weight is suspended in salt water, galvanic action between the
zinc and the steel structure of the ship generates an electric current which is indicated on the
meter. When the zinc weight is suspended in oil, no current is generated. By lowering the zinc
weight and registering the height at which the current starts to flow, it is possible to determine
the interface.
In practice, the weight is first lowered through the oil into the water, to clean the oil from it; it
is then raised until the meter shows zero current, indicating the interface.
IDESS, NORWAY AS
3.6. ROUTINES and EMERGENCIES

3.6.1 Arrival/mooring the ship
The deck crew should be called to their stations well enough in advance of arrival at the dock
to complete all mooring preparations. This is particularly important where the timing of the
arrival or weather has prevented them from preparing mooring equipment during the previous
workday.
If the master and officers are unfaliliar with the berth, the pilot should be consulted regarding
the anticipated mooring operation. A diagram showing the vessel's mooring winchec and
capstans should be used to^ sketch the dock mooring arrangements and indicate the running of
mooring lines. A copy of this diagram should besupplied to each officer who will be involved
in the mooring operation. The pilot must be informed of any deficencies in the vessel's
mooring equipment. Adequate personnel must be provided to ensure the efficent handling of
lines.
The mooring plan developed by the master and pilot must be sufficient to address the
minimum requirements of the petroleum terminal, owner's requirements, anticipated weather,
passing traffic' and stresses of tidal currents. The mooring plan agreed should be in accord
with the OCIMF Guidelines and recommendations for the safe mooring of large ships at piers
and sea islands. The preferred mooring plan provides for long mooring leads to mooring
points level with the mid-draft height of the mooring deck and includes two or three
substantial breast lines at bow and stern.
Each deck officer should carefully examine the mooring equipment before it is put into use.
Any damaged mooring wires, rope tails or fibre lines should be put aside. The condition of the
winch brakes should be examined and the officer should note any defects in his deck book for
the information of the chief officer. Where fibre lines are used, they should be all of the same
material and construction to provide even stress and elongation.
Most large tankers are fitted with wire mooring lines on self-stowing winch drums. These
lines are heavy and can be dangerous to shore and ship mooring crews if not properly handled.
A clear set of hand signals must be agreed between the officer and his crew so that the
winches can be operated safely without the use of voice commands. Long leads are preferred
for these mooring lines, both to reduce the amount of line tending required and because the
holding power of the brakes is inversely related to the amount of wire on the winch drum (ie.
more wire on the drum equals less brake holding power).
Mooring lines should not be heaved tight until all members of the shore crew have moved
clear of the line and the mooring point. When the line is tight, the brake should be set to the
approved tension and the tension gauge (if fitted), observed after setting to ensure that there is
no loss of brake pressure. Self tensioning winches should not be used in the automatic mode
after vessel is all fast, as they may not perform properly to keep the ship securely alongside.
The vessel is considered properly moored when the manifold is aligned with the shore loading
system and the parallel mid-body of the ship is firmly in contact with the fender face of the
berth over the maximum length possible. The most effective method for preventing the ship
from moving along the dock is to maintain it tight against the fenders using the breast lines
and spring lines. Head and stern lines are relatively inefficient in mooring vessels when
compared to breast and spring lines.
IDESS, NORWAY AS
Page 40
Emergency departure.
During the mooring operation, the master should evaluate the procedures he would use to
complete an emergency departure from the berth. After mooring is complete, this procedure
should be discussed with the shore terminal operator to determine if there is an recommended
terminal emergency disconnect procedure. When the master has developed a procedure to his
own satisfaction he should discuss it with the chief officer and direct that it be included in the
chief officer's cargo orders.
Part of the emergency release preparation is proper placement of the towing off wires, or
"fire"-wires. These should be positioned at the offshore bow and offshore quarter. The wire
should be properly made fast on a set of bitts in a figure-of-eight fashion. The inboard eye
should not be placed over the bitt. The remainder of the wire should be laid out on deck in one
or two bights, free for running, with the outboard eye through a side chock and suspended at
the water's edge by a lashing of rope yarn or light line which the tug can easily break to pay
out the slack.
The towing off wires must be tended each time the mooring lines are adjusted so that the eye
is maintained at or near the surface of the water.
Anchor and gangway
If the anchor has been backed out ready for letting go while approaching the berth and
mooring, it should be brought home and secured after the ship is all fast. Heaving lines and
messenger lines should be retrieved and properly stowed. Where the vessel is moored with
fibre lines, stoppers should be placed at each set of mooring bitts in use.
When the mooring operation is complete, the ship's mooring crew will prepare and swing out
the ship's gangway, unless a better shore gangway is available from the terminal.
The gangway must be landed in an area on the dock which provides adequate space for
movement of the shore end due to changes in tide and vessel freeboard. It must be properly
secured at the ship end, fitted with adequate hand rails and a safety netting and marked with a
sign reading
REMAINDER: If the gangway is aluminium, it should not be permitted to rest with the
aluminium framing directly in contact with ship's steel hand rails.
WARNING: NO VISITORS NO SMOKING NO OPEN LIGHTS
3.6.2 Clearing the ship
Along with the mechanics of entering the port, there are the necessary bureaucratic clearance
formalities to be dealt with.
Health clearance
The ship must either request "free pratique", or declare that there have been indications of
infectious disease on board during the voyage and provide a signed maritime declaration of
health.
Page 41
In the first case the vessel will be boarded by customs and immigration authorities, who will
grant free pratique. In the latter case, a health official will also board with them and no other
persons are permitted to embark until the health official has granted the ship free pratique.
When pratique has been issued, shore personnel can embark to complete the connection of the
cargo arms/hoses and to begin cargo gauging or tank checking, (depending on the ship's
condition, loaded or in ballast.)
Customs and immigration clearance
The master must present the necessary entry documentation to the customs officials including
cargo, stores and crew declarations for the payment of necessary duties.
The immigration officer will receive the crew list and crew passports for examination. He may
cause the crew to be mustered and appear before him individually for examination. No crew
members can leave the ship until this formality is complete.
When the ship has been cleared by the customs and immigration authorities, the
discharge/loading of cargo can commence and the crew may disembark as necessary. The
master and/or agent will report to the custom house and enter the ship formally within 24
hours of arrival.
A MOORING PLAN SKETCH OF AN UNUSUAL ARRANGMENT.
(Note the lack of aft spring in this mooring).
3.6.3 Spills and overflows
Good planning and careful attention to the basic precautions of safe loading,, will prevent
most spills or tank overflows from occurring. However, there will occasionally be errors or
mechanical failures which cause cargo to escape onto the deck, into the pumproom, or into the
sea.
The size of the spill will be directly related to the inattention of the cargo watch. If the
pumproom is not being carefully monitored, large areas of deck are left unobserved, or the
cargo watch officer is absent from the CCR/deck for an extended period, then there is an
excellent opportunity for a large spill.
Some spill containment preparations begin on the drawing board of the tanker designer, or
must be added by conscientious owners if absent from the original design:
Gutter bars of sufficient height must be provided along the main deck gunwale, separating the
main deck from the aft deck and around the aft deck (in event of a spill while fuelling). The
gutter bar openings and all deck scuppers must be designed so that they can be readily closed
oil tight and the closure hardware or devices must be both easy to use and durable. Wooden
plug or sliding plate and cement closures are not effective. Expanding rubber plugs are very
effective, convenient and durable.
Spill containment tanks can be provided in the original design of the ship, or added as a
modification. They should be located at the aft main deck on each side and fitted with a sluice
opening so that accumulations of oil can be drained into them by opening a single valve. This
valve should be left open at all times while the ship is loading or discharging in fair weather.
IDESS, NORWAY AS
Transfer fittings and piping must be provided to permit pumping of any accumulations to the
slop tank. Provide convenient connections for compressed air and deck slop line fittings for
operated pumps to be used to recover oil from the deck.
Management initiatives
Many of the initiatives needed to prevent and control spills are a ship-owner's or manager's
responsibility. These include:
1. Provide a program of training aids to properly prepare the crew to prevent spill's or to deal
with overflows and spills when they occur.
2. Provide spill containment and recovery materials and equipment.
3. Ensure that regular training in oil spill counter measures is regularly performed on board
and records maintained (per OPA-90 requirements).
4. Provide the ship with an effective oil spill contingency plan and ensure that agents,
contractors and owner's local representatives regularly call on the ship to discuss their roles in
spill response.
5. Conduct annual drills of the plan.
Shipboard precautionary measures
On board the tanker, the materials, equipment and plans provided by the owner must be
effectively used. Oil spill prevention measures to be taken on board include:
1. Regular training exercises in spill counter measures including when/how to apply foam to
spill's, use of adsorbents and skimmers, rigging of recovery equipment, use of spill
containment tanks, and personnel health and safety considerations when dealing with spills.
2. Verification/testing that all cargo deck drains are tightly closed before loading begins.
3. Rigging oil recovery pumps at natural spill collection points on deck before loading
begins.
4. Maintaining spill containment tank sluice valves open while loading in fair weather and
closed during periods of heavy rain. Instructing deck watch personnel in the proper method
of decanting rain water accumulations from the deck.
5. Regular inspections of the pumproom(s), all cargo deck areas and all compartments/spaces
where oil cargo could possibly leak into during loading.
6. Strict adherence to all precautions and procedures while topping off cargo tanks.
All tanker officers should remember that only 10-15% of spilled oil is ever recovered
from the water.
The best recovery technique is still prevention. The one precaution which will contribute
most to prevention is strict adherence by all cargo watch personnel to the simple rule:
When in doubt... shut down!

3.6.4
FIRST ACTION IN THE EVENT OF A SPILL
Should the unhappy event of a spill occur, the cargo watch officer must have a checklist at
hand directing his initial response until the master or chief officer arrive to assume command.
The following are some essential initiatives. The order of execution is provisional,
circumstances and the details of the vessel's contingency plan may dictate a preferred
sequence or assign some of these actions to others who have been notified by the ship:
1. Stop loading cargo; notify the terminal to shut down and the reason, why.
IDESS, NORWAY AS
Page 44
2. Open an empty tank (if available) on the same system to reduce pressure on the tank/line
which is leaking cargo.
3. Sound the spill alarm on the ship, or announce it over the PA system. All open lights
should be secured when this is heard.
4. Instruct the engineering watch to secure accommodation and engine room intake fans as
necessary.
5. Direct the deck watch to open deck containment tanks (If not already open), or start spill
recovery pumps.
6. Warn any craft alongside, instructing them to secure all sources of ignition.
7. Start or request the engine room to start the fire pump (this may be automatic on sounding
of spill alarm).
8. Implement the vessel's oil spill contingency plan, including notification of Coast Guard,
owners oil spill response contractor, and others as required.
9. If master or chief officer are not on board, initiate the necessary telephone calls to advise
them of the situation.
10. Advise the vessel's agent or owner's local representative; advising them to notify
necessary officials and mobilise the clean up contractor (If required).
11. Notify the port vessel traffic service or harbour master by VHF radio.
12. Advise the master/chief officer of the grade of cargo spilled and the approximate quantity.
The master's responsibilities normally, include notification of owners, technical managers,
P&I Club representatives.
13. Maintain an accurate record of the events and times of response actions, but do not make
any log entries until reviewed by the master.
14. Ensure that crew members dealing with the spill have equipped themselves with the proper
personal protective equipment.
15. No dispersants or chemical 'herders' should be used without prior approval of local
authorities.
Logbook entries and reports made following a spill incident must be absolutely factual and
truthful. An officer who has been conducting, his watch properly has little to fear from a spill
inquiry and may be confident that the facts will support him. An officer who attempts to
conceal some neglect will inevitably have his dishonesty discovered and will be in worse
trouble. The more honest the disclosure of events and causes of a spill, the faster the event will
be investigated and disappear into the archives and the quicker the participants can resume
their normal activities.
3.6.5
HANDLING DANGERAOUS SPILLS ON BOARD
Occasionally a cargo spill will be particularly dangerous because of the low flash point and
high-h vapour pressure of the cargo. Such cargoes would include condensates, naphtha and
gasolines. These 'spills are dangerous because of the fire danger created by their spill
uncontrolled release of flammable vapour in confined spaces or on the open deck.
If these cargoes are spilled into the pumproom, a layer of fire fighting foam should be applied
to the pumproom-n bilges before any other measures are taken. The foam will reduce the
release of explosive vapour to the atmosphere, cut off oxygen needed or combustion, and
permit cargo recovery measures to be taken in more safety.
Foam may also be applied to low flash products spilled on the main deck, but care must be
taken to avoid using so much foam or water that the gasoline is washed over the containment.
IDESS, NORWAY AS
Page 45
In some cases where foam cannot be readily applied and the danger of ignition is great, it may
be better to wash the spilled cargo overboard before it can ignite. Such a decision should be
made only by the master after carefully considering the risk of fire against the certainty of a
pollution citation.
DISPOSAL OF HOSE DRAININGS
Cargo which drains into the manifold slop trough can be disposed of by pumping into as lop
tank or into a suitable cargo tank, either a crude tank or a cargo fuel oil tank. The transfer must
be by way of a regular filling line, never over the top or allowed to free-fall into the
tank.
On a product carrier, the manifold trough should be drained or transferred to the shore slop
reception system. The shore terminal should not object to this, since any significant amounts
of cargo which drain from the hoses while disconnecting are due to poor terminal draining
practices or facilities. The transfer should be via a hose with a threaded or bolted flange
connection at each end. If the hose is equipped with quick connect end fittings, the connection
release handles must be wired shut.
If the trough is drained into an open dock catchment, ensure that the hose end is securely tied
to prevent it from moving when the ship's valve is opened. If the transfer is to a ship cargo
tank, the chief officer must verify the connection, the alignment of the valves and the content
of the cargo tank before the transfer is started.
Disconnecting hoses in the rain presents the added problem of water disposal, however the
water volumes are not large, so them, should be pumped to the same tank as the cargo hose
drainings.
3.6.6
MATTERS RELATED TO AIR POLLUTION
No international regime to control air pollution from ships applies today, although national
rules apply in some ports. Air pollution from oil tanker operations may be caused by the
loading and ballasting of tanks, as these operations result in inert gas and hydrocarbon gas
being vented to the outside atmosphere.
Another operation resulting in air pollution is gas-freeing. If local regulations limit air
pollution, special measures must be taken. These can take two forms, a vapour-return line or
gas/vapour displacement. Vapour return entails transferring all gas displaced from cargo tanks
to the installation ashore; this requires special provisions that are not normally found on oil
tankers.
Gas/vapour displacement is not always possible. If a ship is being discharged and cargo tanks
are being ballasted, it is possible to contain the gas/vapour. In this case the venting system is
closed to the outside atmosphere and the inert gas will be driven from the tanks being
ballasted to those being discharged. The supply of inert gas must be adjusted to keep a slight
positive pressure in the tanks.
Vapour return lines
Some ports require the recovery of vapour expelled from cargo tanks while loading. Ships
loading at such ports must have a vent collector system and a manifold connection for the
shore vapour recovery hose.
Page 46
11UKWAI
The vent system valves are adjusted and -all P/V valves set to the automatic (or voyage),
position so that gasses expelled as loading proceeds are displaced ashore. On shore, the
hydrocarbon vapours are condensed and recovered as liquids.
The shore terminal pre-transfer inspection and checklist must include chief officer should
verify that this item appears on the shore declaration of inspection.
3.6.7
THE OIL RECORD BOOK
Regulation 20 of Chapter 11, of MARPOL 73/ 78, requires every oil tanker (of 150 gross tons
or more), to carry and maintain Parts I and II of the oil record book in the form specified by
Appendix III of the regulations.
Part I - is arranged to record machinery space operations.
Part II - is designed to record cargo or ballast operations on oil tankers.
Each completed entry in the oil record book must be signed and dated by the officer or officers
in charge. Each completed page must be signed by the master. The entries are arranged
according to a letter and number code. Entries must be completed for each tank separately.
Entries shall be made without delay. The entries shall be in the official language of the flag
state. Vessels having an IOPP certificate must also make entries in English or French.
The oil record book must be kept readily available for inspection at all times. The required oil
record book entries are:
a Loading of oil cargo.
b Internal transfer of oil cargo during voyage.
c Unloading of oil cargo.
d Crude oil washing (COW tankers only).
e Ballasting of cargo tanks.
f Ballasting of dedicated clean ballast tanks (CBT tankers only).
g Cleaning of cargo tanks.
h Discharge of dirty ballast.
i Discharge to water from slop tanks into the sea.
j Disposal of residues and oily mixtures not otherwise dealt with.
k Discharge of clean ballast contained in cargo tanks.
1 Discharge of ballast from dedicated clean ballast tanks (CBT tankers only).
m Condition of oil discharge monitoring and control system.
n Accidental or other exceptional discharges of oil.
o Additional operational procedures and general remarks.
Where an entry cannot be properly coded, it should be recorded in the national language of the
officer and in English or French. National (port state) authorities may ask to inspect the oil
record book at any time and have certified copies made on request.
A review of some oil record books has shown examples of entries which, if carefully
reviewed, incriminated the officer in charge for violation of the MARPOL regulations. These
entries were then signed by the master! Great care must be taken to make the entries correctly,
in a way which accurately reflects the care taken to avoid pollution.
IDESS, NORWAY AS
Page 47
Owners/operators of tankers should provide detailed advice regarding oil record book entry
procedures.An example of a simplified series of oil record book entries for a typical voyage by
a SBT tanker follows:
The following example is in compliance with MARPOL 73178 appendix 111, Form of oil
record book, the second revision of which entered force on 4th April 1993.
Date
Code
Item Record of operations/signature of officer in charge
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
10.10.93
'
1
1
1
1
1
1
1
1
1
1
1
1
1
41
42
44
45
46
47
48
49
50
51
52
53
54
Sfbsloptk
12hrs
15OOZLat46.04N. Long63.10W
12.45m
14.60m
1200M3@1000M3/hr
1500 M3 @750M3/hr
17OOZLat46.OBNLong62.40W
Yes - recorded data retained
18.75m
12kts
Yes
OTjoard dis valve and Sfb slop suction valve
confirmed closed
Signed:.....................................................
Chief office
Signature of master:................................................
After decanting slops for 12 hours, the tanker began decanting the slop tank at 15.00 (Zulu). At 16.12
the pumping rate was reduced from 1000 M3/hr to 375 M3/hr (for an average rate of 750 M3/hr)
3.6.8
OIL DISCHARGE LIMITATIONS
Regulation 9 of Chapter 11 of MARPOL 73/78 prohibits any discharge of oil or oily mixtures
into the sea by tankers except when the following conditions are satisfied:
*
The tanker is not within a special area.
*
The tanker is more than 50 nautical miles from the nearest land.
Page 48
*
The tanker is proceeding en route.
*
The instantaneous rate of discharge of oil content does not exceed 60 litres per nautical
mile.
*
The total quantity of oil discharged into the sea does not exceed:
a. for existing tankers 1/15,000 of the total quantity of the particular cargo of which the
residue formed a part and
b. for new tankers 1/30,000 of the total quantity of the particular cargo of which the residue
formed a part.
*
The tanker has in operation and oil discharge monitoring and control system and a slop
tank arrangement as required by Regulation 15.
Special areas and prohibited zones

Regulation 10 of Chapter II of MARPOL 73/ 78 established the following special areas in
which no operational discharge of oil or oily mixture from tankers is permitted.
Mediterranean Sea area
Baltic Sea area
Black Sea area
Red Sea area
Gulfs area
Gulf of Aden
Antarctica
The Nort Sea area
The exact delimiting boundaries of these areas are given in Regulation 10, Section (l).Within
the special areas, any discharge of oil or oily mixtures by tankers is prohibited. Reception
facilities are provided for the cargo 'dues of tankers trading exclusively within special areas.
Prohibited Zones
While the IMO 'special areas protect some international waters, other nations have established
regulations to protect their national waters by declaring "prohibited zones". In some cases,
such zones apply only to national flag vessels.
The most significant "prohibited zone" is the 50 miles-from-land exclusion contained in
MARPOL Regulation 9 (section Special Areas above). The 1962 ((International
Convention for the Prevention of Pollution of the sea by Oil, established 100 mile prohibited
zones around the coasts of Canada, Greenland and Iceland, and an extensive NE Atlantic
prohibited zone, embracing the coasts of Norway, Ireland, the United Kingdom, Western
Europe, Spain and Portugal and extending (like a funnel pointing west), as far west as 40
degrees longitude. The United States has also declared a 100 mile prohibited zone around its
coast. Within the prohibited zones, the discharge of persistent oils, or oily water mixtures
containing more than 100 parts per million of persistent oil is prohibited. Special areas or
prohibited zones do not apply to segregated or clean ballast discharges.
1DESS, NORWAY AS
Page 49
Oils Spills en Route

Any oil spilled en route must be reported by radio to the nearest coastal state as soon as
possible. The report must include:
Type and name of the ship.
Radio frequency/ channel(s) guarded.
Name, address and telex number of the owner and operator.
Date and time (UTC) of the spill.
Position, course and speed of the ship at the time of the spill.
Description of the incident.
Damages sustained by the ship.
Type of oil involved and the amount spilled.
Other cargo on board.
Follow-up reports must be submitted as requested by the coastal state.
Log book entries

While under way, deck log book entries should include (but are not limited to):
1. Movements of the vessel in the sea, rolling, pitching, etc.
2. Weather observations and significant changes in the weather.
3. Details of abnormal events or conditions.
4. Time navigation marks passed abeam and distance off.
5. Courses steered and time of alterations in course.
6. Details of any accidents in navigation such as standings.*
7. Details of any physical contact with other floating objects or vessels.*
8. Details of any salvage rendered, offered, or received.*
9. Deviations from the voyage plan and reasons therefore.
10. Distress messages or signals received, assistance given, or reasons why assistance was not
given.*
11. Any other event which may result in an investigation by authorities.*
12. Times of arrivals, departures, anchoring, mooring, or berthing.
13. Record of fire watch checks and inspections made.
14. Sighting of passing aircraft, with their characteristics and approximate courses.
Entries marked with a star (*), should be prepared in draft and discussed with the
master before the logbook entry is made.
Page
50
CHAPTER 4.
CHEMISTRY AND BASIC PROPERTIES of PETROLEUM
AND ITS HAZARDS
Page
4.0
Chemistry
4.0.1
4.0.2
4.0.3
4.0.4
4.0.5
4.0.6
4.0.7
4.0.8
4.0.9
4.0.10
General.
Periodic System.
The Mole consept & the Mole weight.
Organic and Inorganic Chemistery.
Organic Chemistery.
Alkanes.
Alkenes
Alkadienes.
Alkydes.
Arenes.
4.1
Properties of petroleum
4.1.1
True vapour pressure
4.1.2
Flammability
4.1.3
Flammable limits
Tests for flammability
4.1.4 Flashpoint
4.1.5
Flammability classification of petroleum
Non-voletile
4.1.6
Density of hydrocarbon gases
Practical tests
Chem
Chem
Chem
Chem
Chem
Chem
Chem
Chem
Chem
Chem
1
2
4
5
5
6
7
10
10
10
1
1
2
2 4.1.3.1
3
3
3 4.1.5.1
3
4 4.1.6.1
5
4.2
Hazards assosiated with the handling and carriage of petroleum 5
4.2.1
4.2.2
4.2.2.1
4.2.2.2
4.2.2.3
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.2.8
4.2.9
Toxicity in general
Toxicity of petroleum
Liquid petroleum/ingestion
Skin contact
Petroleum gases
Benzene and other aromatic hydrocarbons
Hydrogen sulphide
Gasolines containing tetraethyl-lead or tetramethyl-lead
Toxicity of inert gas
Oxygen deficiency
Flammability and explosieness
Electrostatic hazards
4.3
Safety
4.3.1
4.3.2
4.3.3
4.3.4
General precautions
Smoking
Matches and cigarette lighters
Naked lights (open flame)
4.4
Notices
4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
4.4.8
4.4.9
Galley
Portable battery-powered equipment
Synthetic clothing
Power tools and hammering
Hand tools
Repairs
Approval for hot work
Spontaneous combustion
Precautions concerning corrosion hazards
5
5
5
5
5
6
6
7
7
8
8
8
8
8
9
9
9
9
9
10
10
10
10
10
11
11
12
4.5
Entry into enclosed spaces
4.5.1
Pump-rooms / General precautions
4.5.2
Ventilation
4.5.3
Pump-room lighting
Pump-room entry
4.6
Static Electricity
4.6.1
4.6.1.1
4.6.1.2
4.6.1.3
4.6.2
4.6.3
4.6.3.1
4.6.3.2
4.6.3.3
4.6.3.4
4.6.4
4.6.4.1
4.6.4.2
4.6.4.3
4.6.4.4
4.6.4.5
4.6.4.6
4.6.4.7
4.6.5
4.6.5.1
4.6.5.2
4.6.5.3
4.6.5.4
4.6.5.5
4.6.5.6
4.6.6
4.6.6.1
4.6.6.2
4.6.6.3
Principles of electrostatic hazards

Charge Separation
Charge Accumulation
Electrostatic Discharges
General precautions against electrostatic hazards
Electrostatic hazards when handling static accumulator oils
Pumping Oil into Tanks
Fixed Equipment in Cargo Tanks
Airrelease in the Bottom Tanks
Antistatic Additives
Other sources of electrostatic hazards
Free Fall in Tanks
Water mists
Steam
Inert gas
Discharge of Carbon Dioxide
Clothing and Footwear
Synthetic Materials
Dipping, ullaging and sampling
General
Equipment
Static Accumulator Oils
Non-Static Accumulator Oils
Water Mists due to Washing
Inert Gas
Earthing, Bonding and Cathodic Protection
Earthing and Bonding Practice
Ship to Shore Electric Currents
Ship to Ship Electric Currents
4.7
Tank Atmosphere and Measuring
4.7.1
4.7.2
4.7.3
Flammability
Flammability Classification
Gas Density
4.7.4
Toxicity
4.7.5
Different Condition/Compositions
4.8
Tank Conditions and Instrumentations
4.8.1
4.8.2
4.8.3
4.8.4
4.8.5
4.8.6
4.8.7
4.8.8
SERVOMEX 262A Intrisically Safe Portable OxygenAnalyser

RIKEN Personal Oxygen Monitor, Model OX-82
Hand Aspirated Combustible Gas Detector, Model GP-204
RIKEN Portable Hydrocarbon Detector, Model NP-237H
RIKEN Interferometer
Portable Explosivemeter/Oxygenmeter (OLDHAM)
DRAGER
"KITAGAWA" - MODEL APS
Chapter 4
CHEMISTRY
12
12
12
13 4.5.3.1
13
13
13
13
14
15
17
18
18
19
19
19
19
20
21
21
21
21
22
22
22
22
23
23
23
23
24
24
25
26
27
27
27
28
28
28
42
43
48
52
53
57
60
62
65
4.0 CHEMISTRY.............................................................................................................................................2
4.0.1
General..........................................................................................................................................2
4.0.2
The Mole Consept & Mole Weight...............................................................................................5
4.0.3
MASS CALCULATIONS in chemical equations.........................................................................5
4.0.4
ACIDS and BASES.......................................................................................................................6
4.0.5
Oxides...........................................................................................................................................7
4.1
ORGANIC AND INORGANIC CHEMISTRY................................................................................8
4.1.1
Organic chemistry........................................................................................................................8
4.1.1.1 Alkanes....................................................................................................................................8
4.1.1.2 Alkenes..................................................................................................................................10
4.1.1.3 ALKADIENES......................................................................................................................12
4.1.1.4
ALKYDS...........................................................................................................................12
4.1.1.5 ARENES (Aromatics or Cyclic compounds).........................................................................12
IDESS NORWAY AS
4.0 CHEMISTRY.
4.0.1 General.
We will as a start, go backwards to repeat - fresh up - some of our knowledge from earlier school stage. As we all
remember, all matter on this earth is made up of atoms, we find them in many sizes, but as we generally say, one
atom is about 1000 000 part of a mm
The main part in an atom:
Protons, positively charged, +
Neutrons, no charged.
Electrons, Negatively charged
The electron, negatively charged, in certain domains round the nucleus,

so-called orbital or energy shells. An element consist of only one kind of atoms.
The number of neutrons can vary. Atoms with an abnormal number of neutrons
are called isotopes of the element.
The number of the elements in this table indicate how many
Protons it contains, the number of electron can vary. If an atom contain equal
number of electrons and protons: It is then in the elementary state, no charge,
and electrically neutral.
The Periods:
It is 7 periods in the system, this show us how many electron shell the element has.
The Groups:
We have 8 main (VIIII) main groups, each group show us how many electrons the element has in the outer shell.
The inner shell is filled when it contain 2 electrons.
Advanced Chemical Tanker Operation and Safety
Page 2
IDESS NORWAY AS
Example 1.
O (Oxygen.)
Atomic number. Periods Main Group
8 ( 8 Protons) 2nd (2 Electron Shell) 6(6 Electrons in the outer Shell)

Example 2. Rn (Radon.)
Atomic number: Periods Main Group
86 (86 Protons)
6th (6 Electron Shell)
8(8 Electrons in the outer Shell)
Electrons:
6)
1)
2) 2 * (22)
3) 2 * (32)
4) 2 * (42)
5) (86-68)
828
18 32 68 18 86
A chemical compound is made up of

than one atom, quite often of many
different elements, this is what we call a
molecule. In a molecule will it always exists some kind of bonding or attractive force between the atoms. We
have a
lot of various kind of bonding, but the most common forms are the, covalent bond, the ionic bond, and metallic
bonding.
1) The ionic bond; Us is purely electrostatic attraction.
2) The covalent bond is a more symbiotic arrangement, a sharing of electrons.
There is no big difference between this kind of bonding systems, but we will find a gradual
transition from one to the other.
All atoms are more or less laden with energy. And we find a natural tendency to get rid of this energy: Therefor
some spontaneous reactions take place with liberation of energy.
All chemical reactions are a result of energy:
Some one start and run spontaneously, while others need to be started.
They absorbs energy. There is always an energetic threshold or an initial

hindrance.
1DESS NORWAY AS
Page 4
4.0.2 The Mole Consept & Mole Weight

Avogadro set this question: Howmany H-atoms in one gram of hydrogen? He found that it was NA pieces.
The mole:
This is a large number, today we call this, for "Avogadros number", NA 6,02 * 1023 units. So then he questioned,
how many Molecules H2 in 2g of hydrogen gas? He found that it is NA pcs. This was generally the way he
worked out what we know as the "atomic weight".
Expressed in a another way:
He set the atomic weight for Hydrogen to about 1 and found that the atomic weight of Carbon is about 12 times
as heavy. Today we know that the exact atomic weight for Hydrogen is, 1.0079 Kg/Rmole and for Carbon is,
12.011 Kg/Kmole.
Example:
Benzene, C6 H6 = (12.011 * 6) + (1.0079 * 6) = 78.1134 Kg/Kmole.
Safety sheet:(78.11)
Acetone, CH3COCH3 = (12.011 *3)+(1.0079 *6) +15.9994 = 58.0798 KglKmole
Safety sheet (58.08)
4.0.3 MASS CALCULATIONS in chemical equations.

In chemical calculations one uses the mole unit. The reaction is set down in an equation, written with formulas
and indexes. The equation must be balanced. Then we have the number of moles of the different reactants and
products. The calculations can now be done as by simple proportionality. Examples: Iron oxide reacts with
carbon forming iron and carbondioxide
2Fe2O3 + 3 C - 4 Fe + 3 CO2
Calculate the necessary quantity carbon to form 10 tonnes of raw iron. Calculate the mass of carbondiwidde from
this process. Propane is burning in air forming water vapour and carbondioxide
C3H8 + 5 O2 = 4 H20 + 3 CO2

Calculate the mass of oxygen for burning 1 kg of propane. How much water is made in the reaction? How much
air is needed by volume? Air contains 23% 02 by weight and the density of the air is 1,25 kg/m3.
Avogadros Law
There is a special connection with the volume of one mole of gas: One mole of gas contains N,, molecules,
regardless what gas, and this gas fills a volume of 22,4 liters at normal temperature and pressure, that is O C and
1 at pressure. As the molecular weight differ, the density of different gases will also differ. This has great
practical importance. Is a gas heavy? Heavier than air? Calculate the density of some gases: Ethanol CH3-OH,
Pentane CsH12, air, Carbondioxide CO2
Concentrations
In most practical cases concentrations are given as 6, either procent by mass or % by volume, depending on the
compound in question. Take common air as an example: Air contains 21 % 02 by volume, but 23 % by weight. If
this is too coarse a measure, then %o, promille, is used for very small concentrations, ppm, parts per million or
even ppb. parts per billion, is used.
For solutions in chemistry there is another way of stating concentrations: Molarity. That is number of moles of a
given substance pr liter of solution.
Example: Calculate the molarity of brine containing 35 g of NaCl pr liter. Also calculate the mass'of salt in this
brine when the density is 1,03 kg/liter.
Another brine of CaCl, with density 1,28 kg/liter, contains 0,97 liter of water, pr liter of solution. Calculate the
molarity and the mass %.
Page 5
IDESS NORWAY AS
Dilutions
If a solutions volume is doubled by adding more solvent, then the concentration is halved. Confer dilution of
cargo residues by washing medium.
4.0.4 ACIDS and BASES

An acid is any substance which liberates hydrogeneions or causes an increase in the concentration of
hydrogenions (protons) H+ (or more correct H3O+) With the bases it is the opposite: Their ability to absorb or
neutralize H' is great for the strong bases, not so great for the weak bases. Se table for some of the strong and
weak acids and bases: A strong acid as well as strong bases are almost 100% dissociated into ions in watery
solution. All of this reactions are equilibria and can be denoted by equilibrium constant: KA.
Strong
acid Name(English)
Name(Norwegian)
HCI
Hydrochloric acid Nitric acid (Saltsyre)
(Salpetersyre)
HNO3 B2504 Sulfuric acid
(Svovelsyre)
Medium
strong
H3PO4 H2S
acids
Phosphoric
sulfide
acid
Hydrogen
Nitrous acid Hydrogencyanid (S alpetersyrling) (Blasyre)

Weak acids
HNO3 HCN H- Formic acid Acetic acid (Maursyre)
(Eddik)
COOH CH3- Hydrofluoric acid Carbon acid (Flussyre) (Kullsyre)
COOH
HF
H2CO3
Caustic soda, (Natronlut)

Strong bases. (Caustic)
NaOH
Sodium hydroxide, KOH (Kalflut) (Kalkvann)
Potassium
hydroxide
Ca(OH)2
Calcium hydroxide Ba(OH)2
Barium
hydroxide
Ammonia Salmiac
Weak bases
NH3 NH3 +
H2O
The ionization of water
H2O <->
H+ + OH"
(Ammoniac)
There is an equilibrium between and
C H+ = the concentration C
OH. = the concentratio
The equilibrium constant of water:

CH+*COH-=10
,-14
The equation shows that if H+ increases, the concentration of OH" decreases by the same power. For booth acids
and bases the H+-concentration is given by the pH-value: A scale running from pH 0 -> pH 7 -> pH 14. If in a
watery solution the concentration of H+ is:
Increasing acidity
Neutral
Increasing alkalinity
CH+=1 mole/liter =10:
pH = 0
CH+ = O,1"
=10"':
pH=l
CH+ = 0,0000001 = 107:
pH = 7
CH+ = 0,00000000000001 = 10"14: pH = 14
Page 6
IDESS NORWAYAS
Indicators: Certain substances changes color at a given pH-value. This enables determination of acidity. pHmetering: A specially designed electrolytic electrode give direct reading of pH-value.
Neutralization of acids with oases, or vice versa:
Acid + base --> salt + water
Nomenclature
Chemical formulas. Abbreviation of the element's Latin name.
Compound formulas: A collection of the elements, with the number of each element denoted by small indexes.
Special atomic groups are often framed in parenthesis.
Sometimes the compounds properties influence the name.
When a metallic ion replaces one or more of the hydrogen in the acids, the resulting compound is called a salt.
4.0.5 Oxides
If an element or a specific group is bonded only to oxygen, it is an oxide: CO, CO2, SO2, SO3. If more than one
oxide is possible, it is denoted by Greek numbers: 'The names for the above mentioned: Carbon mon-oxide,
carbon -di-oxide, Sulfur di-oxide, sulfur tri-oxide.
Group: Ethyleneoxide:
Metal oxides: If the metal has more than one valence or oxidation states, the oxide sometimes includes a roman
number to show the metals valence: FeO, Fe2O3, Iron-II-oxide and Iron-III-oxide.
Reduction - oxidation reactions. (Red-ox)
If a substance looses electrons, it is oxidized. The substance which captures the electron(s), is called an oxidative
medium. Oxygen is a very strong electrontaker, that is a strong oxidating medium. The name for this process is
derived from oxygen. But also CI2, chlorine, has strong oxidating ability. Generally speaking: The element in the
upper right corner of the periodic table are all electron takers. The oxidizer, which gets hold of the electrons, is
itself reduced , that is: The electric charge is downed. Confrere the small numbers by the formulas in the periodic
table.
Contrary: The substances which easily give away electrons are called reducing agents. Many metals, notably
those in the lower left corner of the periodic table, belong in this group, like hydrogen, sodium, potassium and so
on.
Almost all common corrosion are red-ox processes, all burning, explosions and the like. One speaks of a
substance's ability to hold on to, or keep its electrons as the stuffs nobility, or corrosive resistance. All depends
on the strength of the bonding of the electrons. And again: It is a question of energy levels, reactivity.
This can be measured directly for the metals, which electrode potentials are given in the following table. It is a
ranking list, and of great importance in practical life where the corrosive forces are everlasting.
The fight against corrosion is the most work demanding task in shipping. The use of sacrificial anodes, zinc or
magnesium/ aluminum will give away electrons easily, thereby saving the steel-hulls own iron electrons. The
process is called cathodic protection.
Another method is by impressed current on the hull. A rectifier supplies electrons as DC from an AC source.
This very weak current (mA) goes to the hull and makes it negative, that is cathodic. To get a closed circuit via
the sea
_________Advanced Oil Tanker Operation and Safety - Including COW and IGS
Page
7_______________
water, the positive end is connected to electrodes mounted on the hull plating, usually two fore and two aft. 'The
most common method however, is to protect the metals by painting. Therebythe steel is isolated from contact
with sea water which acts as electrolyte.
4.1
ORGANIC AND INORGANIC CHEMISTRY.
The Chemistry have been parted into two main groups, 1. Organic and 2. Inorganic. The Organic Chemistry has
to do with all matter that contains Carbon atom, such as life, (human or animal) plants and fish, just to take the
main categories.
4.1.1
Organic chemistry.
The Carbon atom is in many ways unique, - in a combination with about a half a dozen other elements, - it is able
form over a million different known compaunds. We find variations from some very simple strucktures to the
most complicated structures.
In many of the variations of different structures of Carbon atom we very often find it in the combination with the
Hydrogen atoms.
As we hope you already have understood, the combination and the possibility in this kind of Chemistry is just
enormous. We are able only to make a brief introduction and make sure that you understand the most basics for
the systematising of this grate part of the Chemistry. And as responsible for the transportation and handling of
Petrochemical products, such as, Oil, Gas and Chemicals, this should be enough for us in the first place.
Since the Organic Chemistry contain so many different compounds, it was natural to make and name them into
more specific grouping,:
1. Alkanes (Paraffin's) 2. Alkenes (Olefm's) 3. Alkadienes (Di-Olefin's) 4. Alkyds (Acetylene's) 5. Arenes
(Aromatics or Cyclic compounds)
We will have a closer look into the different groups and some of their products. As we will see later on, most of
this groups are compounds of only carbon and hydrogen, therefore we have given them a nick (common) name
as: HYDROCARBONS.
Please be aware that we have three kind of formulas in the chemistry:
1. Main formula.
2. Structural formula and
3. 3. Simple structural formula.
4.1.1.1
Alkanes.
Aikanes are saturated H'vdrocarbo'hs.'we tmcfiriost ot tnem as natural products in of made rrdmXrude On (coai).
Because they are natural, most of them are therefore very easy products to handle and carry. They are also easy to
identify, because most of them (99.9%) have the ending "ANE" in their names. We can also find them as Isomers
connections in some products.
The general chemistry formula for this group is :CNHN +2
Page 8
Example:
n= 1
1 (CH2 +2) = CH4 (Methane)
n=2
2 (CH2 +2) = C2H6(Ethane)
The simplest product of them all is, Methane, (main substance in NLG).
CH4
N-Butane. C4H10 (Main formula)
CH3 - CH2 - CH2 - CH3 (Simple Structural formula)

Iso-Butane. C4H10 ( Main formula)
CH3 - CH - (CH3) -CH3 (Simple Structural formula)

The melting point and boiling point increasing with the length of chain for the normal straight chained
hydrocarbons, see the following samples.
1.GASES AT ROOM TEMPERATURE.
Methane
Ethane
Propane
n-Butane
Iso-Butane
(CH4)
(C2H6)
(C3H8)
(C4H10)
(C4H10)
Isomer = 0
"
=0
"
=0
"
=2
Boilpnt = -161
"
= - 89
"
= - 42
"
=-0,5
" = -12
Meltpnt.= - 182
"
=-183
"
=-188
"
=-138
"
=-160
2. LIQUIDS AT ROOM TEMPERATURE.

n-Pentane
n-Hexane
n-Heptane
n-Dekane
n-Dodekane
(C5Hi2)
(C6H14)
(C7H16)
(C10H22)
(Ci2H36)
Isomer=3
"
=5
"
=9
"
=75
"
=355
Boilpnt=36
"
=69
"
=98
"
=174
"
=215
Meltpnt = - 130-> - 160

"
=-95
"
=-90
"
=-31
"
=-12
3. SOLIDS AT ROOM TEMPERATURE.

n-Heptadekane(C17H36)
Isomer =
Boilpnt.= 303
n-Oktadekane (Ci8H38)
"
=60523
"
=316"
4.1.1.2
Meltpnt.= 22
=28
Page 9
Alkenes.
This is another very important group of the hydrocarbons. They are all Unsaturated and unstable because of the
double bonding they have. They are more difficult to handle since they very often contain Inhibitor. Most of them
have the ending; ene.
And this products we do not find natural in Crud Oils (coal), they are normally mad by "cracing"
Because of their double bonding, they are able to obtain more hydrogen atoms and then also make a reaction with
the
Alkanes.
The general chemistry formula for this group is : CN H2N
Example:
n=2
2(CH2) = C2H4 (Ethylene)
n=3
3(CH2) = C3H6 (Propylene)
The first of this sample is the simplest one in this group; Ethylene.
Etene
(C2H4)
Isomer =0
Boilpnt =-104
Meltpnt. =-170
Propylene
(C6H14)
"
=0
"
=-48
"
=-185
1-Butene
(C4H8)
"
=4
"
=-7
"
=-186
Cis-2-Butene
(C4H8)
"
=4
"
=4
"
=-139
Trans-2-Butene
(C4H8)
"
=4
"
=1
"
=-106
Iso-Butene
(QH8)
"
=4
"
=7
"
=-140
Pentene
(C5H10)
"
=6
"
= 29
"
= - 138
The possibilities for more and different isomers connections (with the same Brut formula) increases with the
amount of Carbon atoms represented in the molecule. And with 3 or more Carbon atoms in the chain, the double
bonding can be placed in different positions in the same chain.
The kind of isomer's we looked at earlier was Structure Isomer, but we have many kind of isomere's, connections
and we will look into four different kind of Isomere connections,;
1. Structure Isomer's
2. Stereo Isomer's. 2a. Cis - Isomer's. 2b. Trans - Isomer's.
We will go through some samples together, and we are using the substance Butene as we already have listed and
because this product is ease to see and understand the different kind of isorner's due to the fact that it is used in
their main names as well as the formulas.
A dvanced Oil Tanker Operation and Safety - Including COW and IGS
Page 10
1. Structure Isomer's.
1-Butene.
C4Hg (Main formula)
2. Stereo Isomer's.
Iso-Butene
C 4H 8
(Main formula)
2a. Stereo Isomer's, Cis - Position.

Cis - 2 - Butene. C4Hg (Main formula)
2b. Stereo Isomer's, Trans - Position.

Trans - 2 - Butene.
C4Hg
(Main formula)
4.1.1.3
ALKADIENES.
This is unsaturated organic connections with two double bindings in the molecule, and the general chemistry
formula
is : CnH2n-2.
Propadiene,C3H4
1, 3 -Butadiene, GfHj
(Main formula)
Butadiene is technically used in production of synthetic rubber.
4.1.1.4
4.1.1.5
ALKYDS.
This groups have the same general Chemistry formula as the previous group (Alkadienes) CNH2N-2, but contain
one triple bonding (H - C = C - H) instead of two double bonding. And the first link in the chain is an Acetylene,
in the next link we often see many isomer's, but sometimes this show up as dienes.
Samples;
Etyn, Propyn, Butyn, Pentyn etc. etc.
4.1.1.5
ARENES (Aromatics or Cyclic compounds).
When the Carbon chain contains three or more Carbon atoms is it possible to make them into ring connections or
Cyclic connections.
We call saturated cyclic hydrocarbons for "Cyclo Alkanes", with the general formula, CnH2n-
This form for structure is what we also call a typical: "Alicyclic Hydrocarbon Structure". It exists now in two
modifications called the "BOAT and the "CHAIR"
This is due to the slight distortion of the bond angles in accordance with the modified version of Baeyer's strain
theory. Cycloheane has been studied extensively on a theoretical basis in a branch of advanced chemistry, called
Conformation Analysis. Uses a lot in manufatering, Nylon solvents for celluloseethers, fats, oils bitumens,
Benzene,
C6H6 (Brut formula)
Structure 2) Standard ring

Structure 3) Simple ring without bonds,showing double
bonds only.
with numerals indicating position of carbonatoms to which substituent
atoms or groups may be attached.(2= ortho, 3= Meta, 4= para.
Structure 4) Generalized structure with enclosed circle suggesting the resonance of this compound. This structure
is now in general use all over the world.
Benzene was the 16th highest volume Chemical produced in the USA (1991). Generally used for production of
Ethylbenzene (for Styrene Monomer), Dodecylbenzene (for detergent) Cyclohexane (for nylon) Phenol,
Nitrobenzene (for Aniline) etc. etc.
IDESS, NORWAY AS
CHAPTER 5.
FIRE-FIGHTING
Page
5.1 Theory of fire-fighting
5.2 Types of fire
1
1
5.2.1 Combustible Material Fires

5.2.2 Liquid Petroleum Fires
5.2.3 Liquefied Petroleum Gas Fires
5.2.4 Electrical Equipment Fires
5.3
5.3.1
5.3.2
5.4
5.4.1
5.4.2
5.4.3
5.4.4
5.5
1
1
2
2
Extinguishing agents - cooling
Water
Foam
2
2
Extinguishing agents - smothering
Foam
Carbon Dioxide
Steam
Sand
3
4
4
4
Flame inhibitors
5.5.7 General
5.5.2 Dry Chemical Powder
5.5.3 Vaporising Liquids (Halons)
5.6
5.7
5.8
4
4
5
Tanker fire-fighting eguipment

Tanker Fixed fire-fighting installations - cooling
Tanker fixed fire-fighting installations - smothering
5
5
6
5.8.1 Carbon Dioxide Flooding System

5.8.2 Foam Systems
5.8.3 Water Fog
5.8.4 Water Curtain
5.8.5 Inert Gas System
5.8.6 Steam Smothering System
5.9
5.10
5.10.1
5.10.2
5.10.3
5.10.4
5.11
5.11.1
5.11.2
5.11.3
5.11.4
5.12
5.13
6
6
6
6
6
6
Terminal fire-fighting equipment

Terminal portable fire-fighting equipment
6
7
General
Foam Extinguishers
Dry Chemival Extinguishers
Carbon Dioxide Extinguishers
7
7
7
7
Terminal fixed fire-fighting equipment

Fire Water Mains and Pumps
Foam Mains
Monitors and Cannons
Fixed Water Sprayor Drencher System
Water -born fire fighting eguipment

Protective clothing
7
8
8
9
9
9
5.14
5.14.1
5.14.2
5.14.3
5.14.4
5.14.5
5.14.6
5.14.7
5.14.8
SAFETY AND HEALTH
10
Toxic Hazards and Oxygen Deficiency

Inert Gas on Deck
Ullaging and Inspection of Tanks from Cargo Hatches
Gas Evolution and Dispersion
Evolution during loading
Breathing apparatus
Conditions for Entry into Enclosed Spaces
Non Gas Free and Suspect Compartment
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5.1
FIRE-FIGHTING - THEORY AND EQUIPMENT

Theory of fire-fighting
Fire requires a combination of fuel, oxygen and a source of ignition. Most combustible or
flammable substances, some only when heated, give off gas which burns if ignited when
mixed with an appropriate quantity of oxygen, as in air.
Fires can be controlled and extinguished by the removal of heat, fuel or air. The main aim
when fighting fires must therefore be to reduce the temperature or to remove the fuel or to
exclude the supply of air with the greatest possible speed.
5.2
Types of fire
5.2.1
Combustible Material Fires
Examples of such fires are bedding, clothing, cleaning rags, wood, canvas, rope and paper
fires.
Cooling by large quantities of water, or the use of extinguishing agents containing a large
proportion of water, is of primary importance when fighting fires of such ordinary
combustible material. Cooling the source and surrounding area should continue long enough
to prevent any possibility of re-ignition.
5.2.2
Liquid Petroleum Fires
Foam is an efficient agent for extinguishing most liquid petroleum fires. It should be applied
so as to flow evenly and progressively over the burning surface, avoiding undue agitation.
This can best be achieved by directing the foam jet against any vertical surface adjacent to the
fire, both in order to break the force of the jet and to build up an unbroken smothering blanket.
If there is no vertical surface the jet should be advanced in oscillating sweeps with the wind,
taking care to avoid plunging it into the liquid. Foam spray streams, while limited in range, are
also.effective.
Volatile oil fires of limited size can be extinguished by water fog or water spray. Dry chemical
powder or vaporising halon liquids are also effective in dealing with such fires.
Non-volatile oil fires which have not been burning for too long can be extinguished by water
fog or water spray if the whole of the burning surface is accessible. The surface of the liquid
transfers its heat rapidly to the water droplets which present a very large cooling surface and
the flame can be extinguished with advancing and oscillating sweeps of fog or spray across the
whole width of the fire.
Any oil fire which has been burning for some time is more difficult to extinguish with water,
since the oil will have been heated to a progressively greater depth and cannot readily be
cooled to a point where it ceases to give off gas. Furthermore, the use of a water jet may
spread the burning oil by splashing or overflow. Spreading can also occur through agitation of
the oil caused by violent boiling of water. Water should only be applied to oil fires as a spray
or fog, although jets of water can play a valuable role in cooling hot bulkheads and tank walls.
The best way of dealing with such fires in tanks is by means of a smothering agent, such as
foam, carbon dioxide, or in some cases dry chemical, coupled if possible with sealing off the
tank and cooling adjacent areas or spaces.
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The risk of re-ignition of a liquid petroleum fire must be borne constantly in mind. Having
extinguished such a fire, a watch should be maintained and fire-fighting equipment and
personnel kept in a state of immediate readiness.
5.2.3
Liquefied Petroleum Gas Fires
Fires involving escaping liquefied petroleum gas should, where possible, be extinguished by
stopping the gas flow. If the flow of gas cannot be stopped it may be safer to allow the fire to
continue to burn, at the same time using water spray to cool and control the effect of radiant
heat.
Extinguishing the .flame may result in a wide spread of un-ignited gas and subsequent wider
spread of flame if it is re-ignited. In order to reach and close the valve controlling the flow of
gas, it may be necessary to extinguish flames from small leaks in its vicinity. In this case dry
powder extinguishers should be used.
Water jets should never be used directly into a liquefied petroleum gas fire. Foam will not
extinguish such fires.
5.2.4
Electrical Equipment Fires
These may be caused by short circuit, overheating or the spreading of a fire from elsewhere.
The immediate action should be to de-energise the equipment, and a non-conductive agent,
such as carbon dioxide, halon or dry chemical, should then be used to extinguish the fire.
5.3
EXTINGUISHING AGENTS - COOLING
5.3.1
Water
Water is the most common cooling agent. This is largely because water possesses very good
heat absorbing qualities and is available in ample quantities at terminals and on ships.
A water jet, although excellent for fighting fires involving combustible materials, should not
be used on burning oil, or on burning cooking oil or fat in galleys, because of the danger of
spreading the fire.
Water spray and water fog may be used effectively against oil fires and for making a screen
between the fire-fighter and the fire.
Owing to the danger of electrical shock, water should not be directed towards any electrical
equipment.
A wetting agent may be added to water when it is to be used on tightly packed combustible
materials. This has the effect of lowering its surface tension and thus increasing its effective
penetration.
5.3.2
Foam
Foam has a limited heat absorbing effect and should not normally be used for cooling.
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5.4
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EXTINGUISHING AGENTS - SMOTHERING
5.4.1
Foam
Foam is an aggregation of small bubbles, of lower specific gravity than oil or water, which
flows across the surface of a burning liquid and forms a coherent smothering blanket. It will
also reduce the surface temperature of the liquid by the absorption of some heat.
There are a number of different types of foam concentrates available. These include standard
protein foam, fluoro-protein foams and synthetic concentrates. The synthetics are divided into
aqueous film forming foam (AFFF) and hydrocarbon surfactant type foam concentrates.
Normally the protein, fluoro-protein and AFFF concentrates are used at 3 % to 6 % by volume
concentration in water. Hydrocarbon surfactant concentrates are available for use at 1 % to 6
% by volume concentration.
High expansion foam has an expansion ratio from about 150:1 to 1500:1. It is made from
hydrocarbon surfactant concentrates and is used to extinguish a fire in an enclosed space by
filling the compartment rapidly with foam, thus preventing the movement of free air. The
foam generator, which may be fixed or mobile, sprays the foam solution on to a fine mesh net
through which air is driven by a fan. High expansion foam is unsuitable for use in outside
locations as it cannot readily be directed on to a hot fire and is quickly dispersed in light
winds.
Medium expansion foam 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.
Low expansion foam has an expansion ratio from about 3:1 up to about 15:1. It is made from
protein based or synthetic concentrates and can be applied to spill or tank fires from fixed
monitors or portable applicators. Good throw is possible and the foam is resistant to wind.
Foam applicators should be directed away from liquid petroleum fires until any water in the
system has been flushed clear.
Foam should not come into contact with any electrical equipment.
The various foam concentrates are basically incompatible with each other and should not be
mixed in storage. However, some foams separately generated with these concentrates are
compatible when applied to a fire in sequence or simultaneously.
The majority of foam concentrates can be used in conventional foam making devices suitable
for producing protein foams. The systems should be thoroughly flushed out and cleaned
before changing agents, as the synthetic concentrates may dislodge sediment and block the
proportioning equipment.
Some of the foams produced from the various concentrates are compatible with dry chemical
powder and are suitable for combined use. The degree of compatibility between the various
foams and between the foams and dry chemical agents varies and should be established by
suitable tests.
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The compatibility of foam compounds is a factor to be borne in mind when considering joint
operations with other services.
Foam concentrates may deteriorate with time depending on the storage conditions. Storage at
high temperatures and in contact with air will cause sludge and sediment to form. This may
affect the extinguishing ability of the expanded foam. Samples of the foam concentrate should
therefore be returned periodically to the manufacturer for testing and evaluation.
5.4.2
Carbon Dioxide
Carbon dioxide is an excellent smothering agent for extinguishing fires, when used in
conditions where it will not be widely diffused. Carbon dioxide is therefore effective in
enclosed areas such as machinery spaces, pumprooms and electrical switch rooms where it can
penetrate into places that cannot be reached by other means. On an open deck or jetty area,
carbon dioxide is comparatively ineffective.
Carbon dioxide does not damage delicate machinery or instruments and, being a nonconductor, can be used safely on or around electrical equipment. Due to the possibility of
static electricity generation, carbon dioxide should not be injected into any space containing a
flammable atmosphere which is not on fire.
Carbon dioxide is asphyxiating and cannot be detected by sight or smell. No one should enter
confined or partially confined spaces when carbon dioxide extinguishers have been used
unless supervised and protected by suitable breathing apparatus and lifeline. Canister type
respirators should not be used. Any compartment which has been flooded with carbon dioxide
must be fully ventilated before entry without breathing apparatus.
5.4.3
Steam
Steam is inefficient as a smothering agent because of the substantial delay that may occur
before sufficient air is displaced to render the atmosphere incapable of supporting combustion.
Steam should not be injected into any space containing an unignited flammable atmosphere
due to the possibility of static electricity generation.
5.4.4
Sand
Sand is relatively ineffective as an extinguishing agent and is only useful on small fires on
hard surfaces. Its basic use is to dry up small spills.
5.5
FLAME INHIBITORS
5.5.1
General
Flame inhibitors are materials which interfere chemically with the combustion process, and
thereby extinguish the flames. However cooling or removal of fuel is necessary if re-ignition
is to be prevented.
5.5.2
Dry Chemical Powder
Dry chemical powder is discharged from an extinguisher as a free flowing cloud. It is most
effective in dealing initially with a fire resulting from an oil 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. It must be directed into the flames.
Advanced Oil Tanker Operation and Safety - Including COWand IGS.
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Dry chemical powder has a negligible cooling effect and affords no protection against
reignition, 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.
5.5.3
Vaporising Liquids (Halons)
Vaporising liquids, in the same way as dry chemical powder, have a flame inhibiting effect
and also have a slight smothering effect. There are a number of different liquids available, all
halongenated hydrocarbons, often identified by a system of halon numbers. The halons are
most effective in enclosed spaces such as computer centres, storage rooms, tanker engine or
pump rooms, generator enclosures and similar locations.
All halons are considered to be toxic to some degree because contact with hot surfaces and
flames causes them to break down, yielding toxic substances. All personnel should therefore
evacuate the area where halons are to be used, although it is possible to start the discharge of
halons before the evacuation is complete as the normal concentrations encountered in
extinguishing fires are acceptable for brief periods. After the fire has been extinguished the
area should be thoroughly ventilated. If it is necessary to enter the area before ventilating,
suitable breathing apparatus should be used.
Halo gases are known to have significant ozone depleting properties and, under the terms of
the Montreal Protocol, production of Halon is to be phased out by the year 2000. New
shipboard installations have been prohibited since July 1992.
NB! Carbon tetrachloride should not be used as it is highly toxic.
5.6
TANKER FIRE-FIGHTING EQUIPMENT
The requirements for ships' fire-fighting equipment are laid down by the regulations of the
particular country in which the tanker is registered. These regulations are generally based on
the principles of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended.
5.7
TANKER FIXED FIRE-FIGHTING INSTALLATIONS - COOLING
All tankers are provided with a water fire-fighting system consisting of pumps, a fire main
with hydrant points, fire hoses complete with couplings, and jet nozzles or, preferably, jet/
spray nozzles.
A sufficient number of hydrants are provided and located so as to ensure that two jets of water
can reach any part of the ship. Certain bulkheads are sometimes fitted with permanent water
spray lines.
An International Shore Fire Connection should be provided on tankers so that an external
water supply can be coupled to any hydrant in the ship's fire main. These connections should
be available for immediate use (see Appendix E).
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5.8
TANKER FIXED FIRE-FIGHTING INSTALLATIONS - SMOTHERING
One or more, or a combination of, the different smothering systems listed below may be
installed on board tankers.
5.8.1
Carbon Dioxide Flooding System
This system is designed to fight fires in the engine room, boiler room and pumproom. The
system normally consists of a battery of large carbon dioxide cylinders. The carbon dioxide is
piped from the cylinder manifold to suitable points having diffusing nozzles. An alarm should
be activated in the compartment before the carbon dioxide is released to give personnel time
to evacuate the compartment.
5.8.2
Foam Systems
These are used for fighting fire in the cargo spaces, on the cargo deck, in the pumproom or in
the engine spaces. A foam system has storage tanks containing foam concentrate. Water from
the fire pumps picks up the correct proportion of foam concentrate from the tank through a
proportioner and the foam solution is then conveyed through permanent supply lines to offtake
points.
5.8.3
Water Fog
Water fog is supplied through a system of high pressure water lines and fog nozzles. A ring of
nozzles around the inside of the tank opening effectively blankets a cargo tank hatch fire.
Some ships are also fitted with fixed pressurised water fog protection for boiler rooms,
machinery spaces, and pumprooms.
5.8.4
Water Curtain
Some ships have a fixed system to give a protective water curtain between the cargo deck and
the superstructure.
5.8.5
Inert Gas System
The purpose of an inert gas system is to prevent cargo tank fires or explosions. It is not a fixed
fire-fighting installation, but in the event of a fire, the system may be of assistance in
extinguishing it.
5.8.6
Steam Smothering System
Steam smothering systems may be fitted in older tankers. Their use should be discouraged
because of their inefficiency and the risk of static electricity generation.
5.9
TERMINAL FIRE-FIGHTING EQUIPMENT
The type and quantity of fire-fighting equipment should be related to the size, location and
frequency of use of the terminal. Other relevant factors are the layout of, and the petroleum
products handled by the terminal.
In ports with many terminals or in congested industrial locations the local authority or port
authority may provide the main fire-fighting capability. Arrangements may exist between oil
terminals or with other industries in the same area for assistance in the event of a fire.
Because of these many variables it is impractical here to make comprehensive
recommendations on terminal fire-fighting equipment. Each terminal should be studied
individually when deciding upon the type, location and use of such equipment.
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The OCIMF publication "Guide on Marine Terminal Fire Protection and Emergency
Evacuation " should be referred to for further guidance.
5.10
TERMINAL PORTABLE FIRE-FIGHTING EQUIPMENT
5.10.1
General
Portable fire extinguishers should be made available at each berth to allow terminal personnel
to attack an outbreak of fire immediately in order to limit the area of fire, to extinguish the fire
and thereafter to prevent re-ignition.
5.10.2
Foam Extinguishers
Small foam extinguishers with capacities of about 10 litres are too limited to be effective in
most cases in the event of a fire at a terminal.
Pre-mix foam appliances in the order of 100 litres capacity are most effective for use at berths.
These produce 1000 litres of foam and it is desirable to have a jet length of about 12 metres.
5.10.3
Dry Chemical Extinguishers
Dry chemical (foam compatible) extinguishers are available in a range of capacities. The
length of the application hose may have to be limited, in accordance with the manufacturer's
recommendation, to maintain nozzle velocity throughout total discharge.
5.10.4
Carbon Dioxide Extinguishers
Carbon dioxide extinguishers have little value at berths or on jetties except at points where
minor electrical fires could occur.
Electrical sub-stations located on jetties should be provided with an adequate number of
carbon dioxide extinguishers or may have a fixed carbon dioxide system installed.
5.11
TERMINAL FIXED FIRE-FIGHTING EQUIPMENT
5.11.1
Fire Water Mains and Pumps
Fire water pipelines, either sea or fresh water, should extend as near to the heads of jetties as
possible with a number of accessible water take off (hydrant) points which should be spaced
not more than two or three standard hose lengths apart. The take off (hydrant) points generally
consist of headers with individually valve outlets fitted with a fire hose connection suitable for
the particular type of fire hose coupling in use locally. Isolating valves should be fitted so as to
maintain the efficiency of the system in the event of a fracture.
The hydraulics of fire water or foam pipeline systems dictate the characteristics of the fixed
pumping capacities required. It may be desirable to consider whether such fixed pumping
units should have two independent sources of power or whether mobile pumps should be
available for use in the event of a breakdown of the fixed pumping unit, these may also be
used for boosting fire water main pressure.
Terminals should have a suitable connection or adaptor fitted with an International Shore Fire
Connection through which water could be supplied to a tanker's fire main if required.
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The minimum capacities and pressures for fire water mains are dependent upon whether the
system is to be used for cooling or for the production of foam, and upon the length of jet
required.
At some locations, precautions against the freezing of fire water mains may be necessary.
5.11.2
Foam Mains
Where pipelines for foam solution or concentrate are provided the lines should have a number
of accessible take off (hydrant) points which should be spaced not more than two or three
standard hose lengths apart. The take off (hydrant) points generally consist of a header fitted
with two outlets individually valves and fitted with a fire hose connection suitable for the
particular type of fire hose coupling in use locally. Isolating valves should be fitted so as to
maintain the integrity of the line in the event of fracture. Suitable pipeline drain valves and
wash out facilities should be provided. A foam solution pipeline of this type should cater for a
design minimum of 115 cubic metres/hour of solution.
Foam concentrate can be distributed through a smaller bore pipe system to the tank supplying
the inductors of fixed or mobile foam making appliances.
Fixed pipelines for generated (aerated) foam are of limited value owing to pressure losses in
the system and lack of projection.
5.11.3
Monitors and Cannons
The terms "monitor" and "cannon" may be used interchangeably, in this guide the term
monitor is used to mean both.
In general monitors may be used for foam or water, although specific types may be designed
solely for foam. Large capacity monitors would normally be on a fixed mounting or on a
mobile unit. The effective height of the liquid stream required from a monitor is dictated by
the particular use envisaged. If the monitor is required to assist in the event of a tanker fire, an
important consideration is the height of freeboard which, for large tankers, can be in excess of
20 metres. Minimum requirements for monitor operations are a jet length of 30 metres and a
jet height of 15 metres in still air.
Monitors may be mounted on fixed towers, remotely controlled either from the tower base or
at a distance. Tower base controls may need special protection. Fixed tower installations may
have the drawback that smoke may obscure vision and sighting when the wind direction is
unfavourable.
Foam and water monitors can also be installed on articulated or telescopic booms and be
remotely operated. This provides additional flexibility over fixed monitors; for example, if the
tanker is loaded the boom can be lowered and extended over the tanker to apply the foam
gently with a minimum of disturbance.
Two basic types of boom are available. One has only a monitor at its top while the other has a
monitor and a platform or basket to carry personnel. There are advantages for the latter unit in
that it can be used to place fire-fighters on or take them off the vessel if the gangway is
unusable owing to the fire. In addition, personnel can be elevated to observe the fire and direct
the fire-fighting.
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Ideally, booms or towers should be installed on tugs. Booms have advantages over stationary
elevated towers on tugs for both fire-fighting and tug operations. With the boom lowered, the
tug can manoeuvre under hawsers or other obstructions and then elevate the boom to the
desired position. Fixed monitors on towers or on the deck of a tug do not have this flexibility.
5.11.4
Fixed Water Spray or Drencher System
A fixed water spray or drencher system installed for fire protection should incorporate
drencher heads having 12 millimetres minimum orifice openings, rather than small holes
drilled in a pipe header which can become clogged due to corrosion or by painting over the
holes.
The design of a fire water system should ensure that drencher systems or similar fixed cooling
arrangements do not materially reduce the volume of water available for fire-fighting.
5.12
WATER-BORNE FIRE-FIGHTING EQUIPMENT
Water borne equipment is highly effective in fire-fighting at a terminal. Such a capability is
normally best provided by working tugs fitted with fire-fighting equipment, including foam
facilities, which should be capable of tackling a deck fire on the largest tanker likely to use the
port. In very special circumstances consideration may be given to the provision of a
specifically equipped fire-fighting tender.
Fire-fighting craft, especially those at terminals with buoy mooring berths, should have a
connection for an International Shore Fire Connection (see Appendix E) for use in boosting
pressure in, or supplies to, a tanker's fire water mains, or a suitable adaptor for this purpose.
The craft should also have a connection to enable them to supply water to, or boost pressure
in, a terminal fire main.
5.12.1
1.
2. 3.
4.
International shore connection (MARPOL Regulation 19).

Ships of 500 gross tonnage and upwards shall be provided with at least one international shore
connection, complying wirh provisions of paragraph 3.
Facilities shall be available enabling such a connection to be used on either side of the ship.
Standard dimensions of flanges for the international shore connection shall be in accordance
with the following table:
Description
Dimension
Outside diameter
178 mm
Inside diameter
Bolt circle diameter
Slots in flanges
64 mm
132 mm
Four holes 19 mm in diameter spaced equidistantly on a bolt
circle of the above diameter, slotted to the flange periphery
Flange thickness
14,5 mm minimum
Bolts and nuts
Four, each of 16 mm diameter, 50 mm in length.
The connection shall be of steel or other suitable material and shall be designed for 1.0 N/mm2
services. The flange shall have a flat face on one side and on the other shall be permanently
attached to a coupling that will fit the ship's hydrant and hose. The connection shall be cept
aboard the ship together with a gasket of any material suitable
for 1.0 NW washers.
services, together with four 16 mm bolts, 50 mm length, and eight
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5.13
PROTECTIVE CLOTHING
The most effective fire protective clothing presently available is made of light weight
fireresistant fabric incorporating an aluminium covering, and is sometimes referred to as a fire
proximity suit. This type of suit is not suitable for direct entry into fire areas. Heavier weight
suits, termed fire suits, permit personnel actually to enter the fire area wearing breathing
apparatus.
Although early suits were made of asbestos, this type is not now recommended. Asbestos
absorbs and transmits heat much more quickly than newer types of material, and clothing
made of asbestos provides protection only for a short period. Asbestos must be kept dry,
otherwise there is a danger that the wearer will be scalded when exposed to fire. Personnel
wearing gloves should be standing by ready to remove asbestos clothing that has become very
hot.
All protective clothing should be kept serviceable and dry, and should be properly fastened
while being worn.
On tankers, protective clothing should be stowed near lockers that contain breathing
apparatus.
5.14
Safety and health
5.14.1
Toxic Hazards and Oxygen Deficiency ,
Inert gas does not affect the toxicity of hydrocarbon gases and the problem of toxicity is no
different from that of ships without an inert gas system. Because of possible gas pockets,
regeneration, etc. gas-freeing must continue until the entire compartment shows a zero reading
with a reliable combustible gas indicator or equivalent, or a 1 % of the lower flammable limit
reading should the instrument have a sensitivity scale on which a zero reading is not
obtainable.
The toxic hazards to which personnel are exposed in tanker operations arise almost entirely
from contact with gases of various kinds.
The main effect of hydrocarbon gas mixtures on personnel is to produce narcosis. The
symptoms include headache and eye irritation, with diminished responsibility and dizziness
similar to drunkenness. At high concentrations, these leaf to paralysis, insensibility and death.
The main hazard associated with inert gas is its low oxygen content. However, inert gas
produced by combustion contains trace amounts of various toxic gases which may increase the
hazard to personnel exposed to it.
The aromatic group of hydrocarbons {benzene, toluene and cumene) are constituents in crude
oil, gasolines, jet fuels and blend stocks. The vapour from aromatics is more harmful than
from the majority of other hydrocarbons, and benzene has a T.L.V. of 10 ppm. Consideration
should be given to applying suitable safeguards to avoid undue inhalation of blended gases,
particularly during loading.
Hydrogen sulphide (H2S), has a disagreeable smell of rotten eggs. It rapidly deadens the sense
of smell and can cause paralysis of the respiratory system. The T.L.V. of hydrogen sulphide is
10 ppm. High concentrations of hydrogen sulphide,(up to 7,000 ppm), have been found in gas
streams leaving ullage ports above crude tanks.
Advanced Oil Tanker Operation and Safety - Including COWandlGS.
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Fresh flue gases contain typically, about 200 ppm of mixed nitrogen oxides. After standing for
one or two days, the level drops to 10-20 ppm. The T.L.V. of nitric oxide is 25 ppm and
nitrogen dioxide 5 ppm.
Flue gas produced by the combustion of high sulphur content fuel oils contains approximately
2,000 ppm of sulphur dioxide, (SO2 ). Water scrubbers reduce this concentration to between 2
and 50 ppm. The gas produces irritation of the eyes, nose and throat. It has a distinctive smell
at its T.L.V. of 5 ppm. Carbon monoxide, (CO), is normally present in flue gas at a level of
only a few parts per million, but abnormal combustion conditions and slow running can give
rise to levels in excess of 200 ppm. Carbon monoxide is an odourless gas with a T.L.V. of 50
ppm. It is insidious in its attack, which is to restrict oxygen uptake by the blood, causing a
chemically induced form of asphyxiation.
Exposure to an atmosphere with a low concentration of oxygen does not necessarily produce
any recognisable symptom before unconsciousness occurs, when the onset of brain damage
and risk of death can follow within a few minutes.
If the oxygen deficiency is not sufficient to cause unconsciousness, the mind is liable to
become apathetic and complacent, and even if these symptoms are noticed and escape is
attempted, physical exertion will aggravate the weakness of both mind and body. It is
therefore necessary to ventilate thoroughly to ensure that no pockets of oxygen-deficient
atmosphere remain. When testing for entry a steady reading of 21 % oxygen is required.
The oxygen content of the atmosphere in enclosed spaces may be low for several reasons. The
most obvious one is if the space is in an inert condition, so that the oxygen has been displaced
by carbon dioxide or nitrogen.
As the amount of available oxygen decreases below the normal 21% by volume, breathing
tends to become faster and deeper. Symptoms indicating that an atmosphere is deficient in
oxygen may give inadequate notice, except to trained personnel. When the oxygen level falls
to 16% by volume, impaired judgement results. Exposure to an atmosphere containing less
than 10% oxygen content by volume causes unconsciousness.. An atmosphere containing less
than 5% oxygen by volume causes immediate unconsciousness.
5.14.2
Inert Gas on Deck
If gases are vented at low level, and the cargo hatches, ullage caps or other tank vents are used
as outlets, localised areas around these can contain levels of gases in harmful concentrations,
and can also be depleted in oxygen. In these conditions, work on deck should not be
undertaken for prolonged periods, except when measurements show the hydrocarbon gas
content of the atmosphere in the working area to be below 1% L.F.L., and the oxygen content
21% by volume. There are wind conditions which may bring gases back down onto the deck,
even from specially designed purge pipes, and if these conditions are suspected, combustible
gas indicator and oxygen meter checks of working areas on deck should be made.
5.14.3
Ullaging and Inspection of Tanks from Cargo Hatches
The low oxygen content of inert gas can rapidly cause asphyxiation. Care should therefore be
taken to avoid standing in the path of vented gas.
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5.14.4
Gas Evolution and Dispersion
During many cargo handling and associated operations, petroleum gas is expelled from, cargo
tank vents in sufficient quantity to give rise to flammable gas mixtures in the atmosphere
outside the tanks. Gas concentrations external to cargo tanks present a flammability problem
with the high vapour pressure members of the volatile category, namely crude oil, motor and
aviation gasolines and natural gasolines.
The gases from these petroleum liquids have a higher density than air, and this has an
important bearing on how they behave both within and outside the tanks.
The gas which is. vented is formed in the tanks, and the way in which it is formed has an
important bearing on both the concentration when vented, and the length of time during which
a high concentration is vented. Amongst the situations which lead to gas evolution are loading,
standing of cargo in full or part filled tanks, (including slop tanks), evaporation of tank
residues after discharge and crude oil washing.
5.14.5
Evolution during loading
As a high vapour pressure petroleum cargo enters a tank there is an evolution of gas. Because
of its high density, the gas forms a layer at the bottom of the tank which rises with the oil.
5.14.6
Breathing apparatus
Breathing apparatus should be worn whenever entry is made into a space which contains toxic
gas, or which is deficient in oxygen. It should also be worn if there is a possibility that any of
these conditions may exist or occur during the period of occupation. Breathing apparatus is
designed to provide the wearer with an adequate supply of air. The air can either be carried by
the user in portable cylinders, or supplied through a hose from source of air.
Gas masks and canisters of the type which depend on chemical absorbents to protect the
wearer from poisonous gases do not give protection against petroleum gas in high
concentrations, nor against oxygen deficiency. Gas masks do not manufacture or provide
oxygen. They should never be used instead of breathing apparatus.
5.14.7
Conditions for Entry into Enclosed Spaces
1.
Atmosphere should be checked.
2.
Effective ventilation must be maintained.
3.
A responsible member of the crew should standby outside the compartment to raise the
alarm in an emergency.
4.
Lifelines and harnesses should be ready for use.
5.
Breathing apparatus and resuscitation equipment should be in an easily accessible
positi*
6.
A separate means of access should be available where possible.
5.14.8
Non Gas Free and Suspect Compartment
Entry should only be permitted in exceptional circumstances, and when there is no practicable
alternative. An officer should be responsible for continuous supervision of the operation, and
should ensure that:
1.
Ventilation is provided where possible
2.
Personnel wear breathing apparatus and lifeline
3.
Means of communication are provided
4.
Spare sets of breathing apparatus and resuscitators are available outside the
compartment
5.
The creation of an ignition hazard must be avoided.
Page
12
Chapter 7
Emergency Procedures Plan
7.1
Emergency
procedures.....................................................................................................................................2
7.1.1
General....................................................................................................................................................2
7.1.2
Preparation of emergency plan................................................................................................................2
7.1.3
Emergency organisation...........................................................................................................................3
7.1.4
Command centre......................................................................................................................................3
7.1.5
Emergency party......................................................................................................................................3
7.1.6
Backup emergency party.........................................................................................................................3
7.1.7
Engineering group....................................................................................................................................3
7.1.8
Preliminary action....................................................................................................................................3
7.1.9
Ship's fire alarm signal.............................................................................................................................4
7.1.10 Fire-fighting equipment plans..................................................................................................................4
7.1.11
Inspection and maintenance.....................................................................................................................4
7.1.12 Training and drills....................................................................................................................................4
7.1.13 Fire on a tanker at sea or at anchor..........................................................................................................5
7.1.14 Fire on a tanker at a terminal...................................................................................................................6
7.1.15 Fire or explosion on a berth.....................................................................................................................6
7.1.16 Pilots........................................................................................................................................................7
7.1.17 Tugs.........................................................................................................................................................7
7.1.18 Terminal rescue launches.........................................................................................................................8
7.1.19 Harbour authorities and vessel traffic control centres..............................................................................8
7.1.20 Emergency removal of a tanker from a berth...........................................................................................8
7.2
The flammability hazards associated with the handling, storage and carriage of residual fuel
oils.................9
7.2.1
Nature of hazard......................................................................................................................................9
7.2.2
Flashpoint................................................................................................................................................9
7.2.3
Headspace flammability.........................................................................................................................10
7.2.4
Storage and handling temperatures........................................................................................................10
7.2.5
Filling and venting.................................................................................................................................10
7.2.6
Headspace classification........................................................................................................................10
7.2.7
Hazard reduction....................................................................................................................................10
7.3
Jettison of
cargo.............................................................................................................................................11
7.4
Emergency
response......................................................................................................................................11
7.4.1
Tanker fires............................................................................................................................................11
7.4.2
Shipboard safety committees.................................................................................................................12
7.4.3
Crew response to emergencies...............................................................................................................12
7.4.4
Communication......................................................................................................................................12
7.5
Damage stability, stress and
trim...................................................................................................................12
7.5.1
SOLAS requirements.............................................................................................................................12
7.5.2
MARPOL requirements.........................................................................................................................13
7.5.3
Hull stress and trim correction...............................................................................................................13
7.6
Extract from Shipboard Spill Mitigation Procedures
manual.....................................................................13
7.6.1
Introduction...........................................................................................................................................13
7.6.2
Vessel's pollution prevention team - general responsibilities.................................................................14
7.6.3
Transfer Operation Spills.......................................................................................................................15
7.6.4
Transfer system leaks.............................................................................................................................16
7.6.5
Tank overflow spills..............................................................................................................................17
7.6.6
Suspected cargo tank, fuel tank, or hull leaks........................................................................................17
7.6.7
Spills resulting from vessel casualties....................................................................................................17
7.6.8
Stranding................................................................................................................................................18
7.6.9
Grounding..............................................................................................................................................18
7.6.10
Collision.................................................................................................................................................19
7.6.11
Fire or explosion....................................................................................................................................19
7.6.12 Hull failure.............................................................................................................................................19
7.6.13 Excessive list.........................................................................................................................................20
IDESS, NORWAY AS
7.6.14 Equipment failure..................................................................................................................................20
7.6.15 Damage stability and hull stress considerations during mitigation procedures......................................20
7.6.16
Crew capabilities in damage stability and longitudinal strength calculations........................................20
7.6.17 Information needed by shore office to perform damage stability or longitudinal strength calculations.
21
7.6.18 Emergency internal and ship-to-ship cargo or fuel transfer procedures.................................................21
7.6.19 Procedures and arrangements for emergency towing.............................................................................21
7.6.20 Shipboard equipment for oil spill mitigation.........................................................................................21
7.6.21
7.1
Crew responsibilities for sampling spilled products and related record-keeping...................................21
Emergency procedures
This Chapter deals with the preparation of plans both by the tanker to meet an emergency that
may in any way concern the cargo or cargo handling, as well as the immediate action to be in
such an emergency. Particular attention is paid to the procedures to be followed and the to be
taken in the event of a fire, because this is potentially the most extreme type of emergency
likely to be encountered, but much of the guidance is applicable in other circumstances, and it
should be read with this in mind.
7.1.1 General
All tankers should have procedures ready for immediate implementation in the event of an
emergency. The procedures must anticipate and cover all types of emergency which might be
encountered in the particular activities of the tanker. Although the main aim of the procedures
will be to respond to a fire, all other possible emergencies such as hose or pipeline bursts,
cargo overflow, pumproom flooding, men overcome by gas within tanks, breakouts of vessels,
weather or blackouts, must be covered. Similarly, while the deployment of fire-fighting
equipment will be prominent in any emergency procedures, equipment such as breathing
apparatus, resuscitation apparatus and stretchers must also be covered, together with details of
means of escape or exit. The procedures should be familiar to the personnel involved, who
should be adequately trained and clearly understand the action they would be required to take
when responding to emergency. This can best be achieved by regularly exercising the plan.
Exercises will also to highlight the need for any revisions to be made to the plan, associated
emergency procedures and further training requirements.
Care should be taken when formulating an emergency plan to ensure that procedures to alert
people or to arrange equipment do not depend too heavily on one man doing a number of tasks
simultaneously.
7.1.2 Preparation of emergency plan

Planning and preparation are essential if personnel are to deal successfully with emergencies
on board tankers. The master and other officers should consider what they would do in the
event of various types of emergency, such as fire in cargo tanks, fire in the engine room, fire
in the accommodation, the collapse of a person in a tank, the ship breaking adrift from her
berth, the emergency release of a tanker from her berth etc.
They will not be able to foresee in detail what might occur in all such emergencies but good
advance planning will result in quicker and better decisions and a well organised reaction to
the situation.
IDESS, NORWAY AS
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The following information should be readily available:
Type of cargo, amount and disposition.
Whereabouts of other hazardous substances.
General arrangement plan.
Stability information.
Fire-fighting equipment plans.
7.1.3 Emergency organisation

An emergency organisation should be set up which will come into operation in the event of an
emergency. The purpose of this organisation will be in each situation to:
Raise the alarm.
Locate and assess the incident and possible dangers.
Organise manpower and equipment.

The following suggestions are for guidance in planning an emergency organisation, which
should cover the following four elements:
7.1.4 Command centre
There should be one group in control of the response 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.
7.1.5 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.
7.1.6 Back up emergency party

The back up 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 back up services, e.g.
equipment, stores, medical services, etc.
7.1.7 Engineering group

This group should be under the command of the chief engineer or the senior engineering
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.
7.1.8 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 organisation. While
this is being done, those on the scene should attempt immediate measures to control the
emergency until the emergency organisation takes effect.
Each group in the emergency organisation should have a designated assembly point, as should
those persons not directly involved as members of any group. Personnel not directly involved
should stand by to act as required.
Page
7.1.9 Ship's fire alarm signal

I
At a terminal the sounding of the ship's fire alarm system should be supplemented by a series
of long blasts on the ship's whistle, each blast being not less than 10 seconds in duration, or by
some other locally required signal.
7.1.10 Fire-fighting equipment plans

Fire-fighting equipment plans must be permanently displayed in prominent positions showing
clearly, for each deck, the location and particulars of all fire-fighting equipment, dampers,
controls, etc. These plans should also be displayed, or be readily available, at the access points
to the ship when it is in port.
7.1.11 Inspection and maintenance

Fire-fighting equipment should always be ready for immediate use and should be checked
frequently. The dates and details of such checks should be recorded and indicated on the
appliance as appropriate. The inspection of all fire-fighting and other emergency equipment
should be carried out by a responsible officer, and any necessary maintenance work completed
without delay. As soon as possible after an incident there should be a thorough check of all
tht( equipment used. All breathing apparatus used should be checked and the bottles
recharged. Foam systems should be flushed through etc.
7.1.12Training and drills

Ship's personnel should be familiar with the theory of fire-fighting and should receive
instruction
in the use of fire-fighting and emergency equipment. Practices and drills should be arranged
at
intervals to ensure that personnel retain their familiarity with the equipment.
If an opportunity arises for a combined fire practice or conference with shore personnel at a
terminal the master should make an officer available to show the shore personnel the location
of
portable and fixed fire-fighting equipment on board and also to instruct them on any design
features of the ship which may require special attention in case of fire.
Smaller crews, less time at sea and in port means that more emphasis has to be put on safety
and
the prevention of emergencies by stressing safe working practices and highlighting possible
danger areas.
Training can play a major part in making the individual tanker safer. Circumstances dictate
that
more and more training must be done ashore. This is now invaluable, and ranges from firef
fighting courses to marine seminars, as well as courses on simulators for ship handling, cargo
system operation, as well as engineroom operation.
All of these training aids have much in common, though they deal with vastly different
problem
areas.
1.
They break down the emergency or problem into its components to provide a clear
understanding of the cause and the best opportunities for solutions.
2.
They endeavour to provide a systematic approach where the individual is a member
of a team which is co-ordinated and operates to a pre-established plan.
Shore training establishments are expensive to operate, and training of this type is not as
widespread or in sufficient general use, but hopefully, with increased facilities, more use will
be made of shore training in the future.
During the loaded passage, the master should ensure that the crew's training program is
reviewed with the senior officers and that appropriate training and drills are scheduled and
conducted to maintain the capabilities and readiness of the crew. The training records should
be maintained^ for each crew member. When the records are reviewed as a group, (by
preparing a training
IDESS, NORWAY AS
completed)) matrix), areas where training is generally deficient can be seen and added to the
training calendar.
On-board training should seek to reinforce and sharpen the particular skill areas of STCW
mandated training for masters, officers and ratings (regulation V/l), including:
Tanker safety procedures.
Pollution prevention precautions.
Details of the tanker's cargo system.
Petroleum cargo types and handling requirements.
Details of tanker operations.
Fire safety measures and systems.

It is of particular importance that the ship's emergency teams be regularly drilled in their
specialities so that they become more proficient and accustomed to working with each other.
Drills involving fire teams, rescue squads, rescue craft crews and damage control teams should
be stressed. The drills should be made as challenging and realistic as possible, with sclfcritiqucs following the exercise.
Training programs should include modules designed to improve compliance with the
provisions of MARPOL 73/78 Annex V, for the prevention of pollution by garbage from
ships. If there have been changes in the deck officers or deck crew at the loading port, the
chief officer must provide the new officer(s) with detailed instructions regarding the cargo
pumping system and the deck crew members with instruction regarding the vessel's cargo
discharge and tank washing procedures.
The requirements of regulation VI/1, proficiency, in survival craft should also be
incorporated into the training program and detailed demonstrations. Abandon ship training and
drills should be made as realistic as possible. Crew members must be required to appear at
their boat stations properly clothed, carrying equipment (blankets, etc.), where indicated and
with their survival equipment properly donned. Individuals should be alternately placed in
charge of preparing and lowering the boat.
At a minimum, the drill must be conducted in accordance with the requirements of SOLAS
chapter 111, regulation 1 8.
Training for engineering personnel should include operation of the fire pumps, fire fighting
foam
and carbon dioxide systems, emergency steering procedures, inantial starting and connection
of
the emergency generator and the details of the bilge and ballast system.
A vessel's readiness to deal with any emergency is a function of the level of training the crew
has
received. If training is slighted or neglected, a small emergency can be mishandled into a
major
disaster.
7.1.13 Fire on a tanker at sea or at anchor

Ship's personnel who discover an outbreak of fire must immediately raise the alarm, indicating
the location of the fire. The ship's fire alarm must be operated as soon as possible.
Personnel in the vicinity of the fire should apply the nearest suitable extinguishing agent to
attempt to limit the spread of the fire, to extinguish it, and thereafter to prevent re-ignition. If
they are unsuccessful, their actions should very quickly be superseded by the operation of the
tanker's emergency plan.
Any cargo, ballast, tank cleaning or bunkering operations should be stopped immediately and
all
valves closed. Any craft alongside should be removed.
Advanced OH Tanker Operation and Safety - Including COW and IGS.
IDESS, NORWAY AS
Page
After all personnel have been evacuated from the vicinity, all doors, openings and tank
aperture^J should be closed as quickly as possible and mechanical ventilation should be
stopped. Decks, bulkheads and other structures in the vicinity of the fire, and adjacent tanks
which contain petroleum liquids or are not gas free, should be cooled with water.
The tanker should be manoeuvred so as to resist the spread of the fire and allow it to be
attacked from windward.
7.1.14 Fire on a tanker at a terminal

Action by ship's personnel
If a fire breaks.out on a tanker while at a terminal, the tanker must raise the alarm by sounding
the recognised alarm signal consisting of a series of long blasts on the ship's whistle, each
blast being not less than 10 seconds in duration, unless the terminal has notified the ship of
some other locally recognised alarm signal. All cargo, bunkering, or ballasting operations
must be stopped and the main engines and steering gear brought to a stand by condition.
Once the alarm has been raised, responsibility for fighting the fire on board the ship will rest
with the master or other responsible officer assisted by the ship's crew. The same emergency
organisation should be used as when the ship is at sea with an additional group under
command of an officer or senior rating to make preparations, where possible, for
disconnecting" metal arms or hoses from the manifold.
On mobilisation of the terminal and, where applicable, the civil fire-fighting forces and
equipment, the master or other responsible officer, in conjunction with the professional fire
fighters, must make a united effort to bring the fire under control.
Action by terminal personnel
On hearing a tanker sounding its fire alarm, the person in charge of a berth must immediately
advise the control room. The control room personnel will sound the terminal fire alarm,
inform
the port authority and commence shutting down any loading, discharging, bunkering or
deballasting operations which may be taking place.

The terminal's fire emergency plan will be activated and this may involve shutting down
cargo,
bunkering, and ballast handling operations on ships on adjacent or neighbouring berths. All
other ships at the terminal should be informed of the emergency and, where considered
necessary, make preparations to disconnect metal arms or hoses and bring their engines and
steering gear to a state of readiness.
Where there are fire-fighting tugs, the terminal control room will summon them to assist i
fighting the fire until a decision is made by the person in overall control whether or not to use
them to assist in the evacuation of unaffected ships.
The terminal control room will be responsible for summoning any outside assistance such as
the
civil fire brigade, rescue launches, medical aid and ambulances, police, harbour authority and
pilots.
7.1.15 Fire or explosion on a berth

Action by vessels
Should a fire or explosion occur on a berth, the ship or ships at the berth must immediately
report the incident to the terminal control room by the quickest possible method (VHF/UHF/
telephone contact, sounding ship's siren etc.); shut down all cargo, bunkering, deballasting and
tank cleaning operations; and drain all arms or hoses ready for disconnecting. The ships' fire
mains should be pressurised and water fog applied in strategic places. The ships' engines,
steering gear and unmooring equipment must be brought to a state of immediate readiness. A
pilot ladder should be put over on the offshore side.
IDESS, NORWAY AS
Page
Ships alongside the terminal berths must be advised of the terminal's emergency plan,
particularly:
Alarm signals.
Emergency escape routes.
How to summon assistance in the event of an emergency on board.

Action by vessels at other berths
On hearing the terminal alarm being sounded or on being otherwise advised of a fire at the
terminal, a ship whose berth is not involved in the fire should shut down all cargo, bunkering
and ballasting operations; bring her fire-fighting capability to a state of readiness; and make
engines, steering gear and mooring equipment ready for immediate use.
7.1.16 Pilots
If, in an emergency, the partial or total evacuation of jetties is decided upon, the local pilotage
organisations may be called upon at short notice to provide a number of pilots to advise on the
handling of ships not involved.
7.1.17Tugs
If tugs are used to berth or unberth tankers at a terminal, all or some of them may be fitted
with fire-fighting equipment specially designed to fight fires on tankers at the terminal berths
or on the terminal itself, and they may also be equipped to pump fire-fighting water into the
terminal's fire main system.
Where the fire-fighting capability of tugs is part of a terminal's planned response to fires on
tankers or on the terminal itself, they must be made available as soon as they are required if
their contribution is to be effective. Arrangements must be made with the pilots so that, should
these tugs be assisting a ship berthing or unberthing at the terminal or in some other part of the
harbour when a fire emergency occurs, they can be released in the shortest possible time to,
assist in fire-fighting.
When these tugs are idle between routine tasks, they must be moored with easily slipped
moorings, within easy reach and, where possible, within sight of the terminal, and must keep a
continuous radio and visual watch on the terminal. Where the attendance of these fire-fighting
tugs at a fire cannot be assured within a reasonable time scale, their contribution to the firefighting plans of the terminal should be downgraded accordingly.
The decision to use tugs to assist in fighting a fire on a tanker or on the terminal, or to use
them to sail other vessels in danger of becoming involved, should be made by the person in
overall charge of the fire-fighting and in conjunction with the harbour authority. Fire-fighting
tugs should be equipped with UHF/VHF radio with separate channels for towing and firefighting and, when fire-fighting, they must be in direct contact with and under the control of
the person in overall charge of the fire-fighting. Tugs should not fight fires independently of
the person in charge of fire-fighting as this could impede his fire-fighting strategy.
Tugs with fire-fighting equipment should be inspected regularly to ensure that their equipment
and foam compound stocks are in good condition. Tests of the fire pump and monitors should
be carried out weekly. The foam filling points on the tugs must be kept clear so as to be
immediately ready for use.
A decision should be made as part of the terminal emergency plan as to whether trained fire
fighters should board the tug or whether the crew will be used for fire-fighting duties. The
decision should be supported with appropriate training for the chosen fire fighters
__________Advanced Oil Tanker Operation and Safety - Including COW and IGS.__________Page
IDESS, NORWAY AS
7____
7.1.18Terminal rescue launches

A launch or launches, if available, should be detailed in an emergency to provide for:
The recovery of personnel who may be in the water.
The evacuation of personnel trapped on a tanker or on a berth.

Launches detailed for these duties should have the following equipment:
A communication link capable of being integrated into the control centre

communication system.
Fixed or portable searchlights for operations during darkness or periods of reduced

visibility
Blankets, as personnel recovered from the water are likely to be suffering from cold
and shock
Portable boarding ladders to facilitate entry into launch; personnel in the water may
have little on no reserve energy and may be unable to help themselves
Self contained breathing apparatus
Resuscitation equipment
7.1.19 Harbour authorities and vessel traffic control centres

The local harbour authority and vessel traffic control centre, if there is one, should be
informed of any emergency involving the terminal, or ships berthed or moored at the terminal,
with details of:
The nature and extent of the emergency.
The nature of the ship or ships involved, with locations and cargo details.
The nature of assistance required.

This information will be required to enable the harbour authority and vessel traffic control
centre to decide whether to restrict navigation within the port area or to close the port.
7.1.20 Emergency removal of a tanker from a berth

If a fire on a tanker or on a berth cannot be controlled it may be necessary to consider whether
o not the tanker should be removed from the berth. Planning for such an eventuality may
require consultation between a port authority representative or harbour master, the responsible
terminal official, the master of the tanker and the senior local authority fire officer. The plan
should stress the need to avoid precipitate action which might increase, rather than lessen, the
danger to the personnel, the tanker, the terminal, other ships berthed nearby and other adjacent
installations. If it is necessary to remove from a berth a tanker which may be on fire, the
circumstances may be such that the ship's crew is unable to assist. The terminal emergency
squad should therefore make provision for manpower for closing valves, disconnecting hoses
or arms, unmooring the tanker and for operating fire-fighting equipment without assistance
from the tanker's personnel
The plan should cover:
Designation of the person, or persons in order of priority, with the authority to decide
whether or not to remove a tanker which is on fire from its berth.
Action to be taken with respect to ships at other berths.
Designation of safe locations to which a tanker on fire can be moved under controlled
conditions, if it is decided to move the ship.
Page
IDESS, NORWAY AS
The decision whether to remove a tanker under controlled conditions or to retain it at the berth
should, in the first instance, be based on the preservation of life, but can also involve
consideration of:
The capability of fire-fighting equipment at the terminal and readily available from
nearby sources.
The availability of tugs to assist in removing the tanker from the berth.
The ability of the tanker to move under its own power.
The availability of safe locations to which a tanker on fire can proceed or be towed
and possibly beached.
The availability of adequate fire-fighting equipment and personnel to fight a fire if a

tanker is towed to a safe, and probably remote, location.
The proximity of other ships at the terminal.
The shipping and other facilities in the area and the possibility of closure of the port
for a period.
The availability of equipment for controlling any pollution.
The relative investment and earning capacity of the tanker and of the terminal
facilities that could become inoperative or be destroyed by the fire.
7.2 The flammability hazards associated with the handling,

storage and carriage of residual fuel oils
This Chapter deals with the flammability hazards associated with residual fuel oils and
provides information on flashpoint and vapour composition measurement together with
recommended precautionary procedures to be adopted when handling, storing or carrying
residual fuel oils. It should be noted that this Chapter refers only to residual fuel oils and not
distillate fuels.
7.2.1 Nature of hazard

Residual fuel oils are capable of producing light hydrocarbons in the tank headspace such that
the vapour composition may be near to or within the flammable range. This can occur even
when the storage temperature is well below the measured flashpoint. This is not normally a
function of the origin or manufacturing process of the fuel, although fuels containing cracked
residues may show a greater tendency to generate light hydrocarbons.
Although light hydrocarbons may be present in the headspaces of residual fuel oil tanks, the
risk associated with them is small unless the atmosphere is within the flammable range and an
ignition source is present. In such a case an incident could result. It is therefore recommended
that residual fuel oil headspaces are regarded as being potentially flammable.
7.2.2 Flashpoint
Fuel oils are classified for their safety in storage, handlings and transportation by reference to
tf~ closed cup flashpoint. However, information on the relationship between the calcute
flammability of a headspace atmosphere and the measured flashpoint of the residual fuel oil
shown that there is no fixed correlation. A flammable atmosphere can therefore be produced :
tank headspace even when a residual fuel oil is stored at a temperature below its flashpoint.
IDESS, NORWAY AS
Page
7.2.3 Headspace flammability

4B
Traditionally, gas detectors such as explosimeters have been used to check that enclosed
spaces are gas free and they are entirely suited to this purpose. They have also been used to
measure the "flammability" of headspaces in terms of percentage of the lower flammability
limit (LFL). Such detectors rely on a calibration carried out normally on a single hydrocarbon,
such as methane, which may have LFL characteristics that are far removed from the
hydrocarbons actually present in the headspace.
When using an explosimeter to assess the degree of hazard in non-inerted residual fuel oil tank
headspaces, it is recommended that the instrument is calibrated with a pentane/air or
hexane/air mixture. This will result in a more conservative estimate of the flammability but the
readings should still not be regarded as providing a precise measurement of the vapour space
condition. When taking measurements, the manufacturer's operating instructions for the
instrument should be closely followed and the instrument's calibration should be frequently
checked as oxidation catalyst detectors (pellisters) are likely to be susceptible to poisoning
when exposed to residual fuel oil vapours.
In view of the problems associated with obtaining accurate measurements of the flammability
of residual fuel tank headspaces using readily available portable equipment, the measured % L
only broadly ranks fuels in terms of relative hazard. Care should therefore be exercised in
interpretation of the figures obtained by such gas detectors.
7.2.4 Storage and handling temperatures

When carried as fuel, temperatures of the residual fuel oil in the fuel system should conform to
relevant codes of practice at all times and excessive local heating should be avoided.
7.2.5 Filling and venting

When tanks are being filled, tank headspace gas will be displaced through vent pipes.
Particular care should be taken to ensure that flame screens/traps are in good condition and
that there are no ignition sources in the area immediately surrounding the venting system.
When filling empty or near empty tanks, the heating coils should be shut down and cool. Fuel
oil contacting hot, exposed heating coils could possibly lead to a flammable atmosphere being
rapidly generated.
7.2.6 Headspace classification

All residual fuel oil tank headspaces should be classified as "hazardous" and suitable
precautions taken. Electrical equipment within the space must meet the appropriate safety
standards.
7.2.7 Hazard reduction

The flammability of the headspace of residual fuel oil tanks should be monitored regularly.
Should a measured value in excess of recommended levels be detected (IMO Resolution
A.565(14) refers to a level in excess of 50% LFL), action should be taken to reduce the vapour
concentration by purging the headspace with low pressure air. Gases should be vented to a
safe area with no ignition sources in the vicinity of the outlet. On completion of venting, gas
concentrations within the tank should continue to be monitored and further venting undertaken
if necessary.
When residual fuel oil is carried as cargo on board tankers fitted with inert gas, it is
recommended that the inert gas is utilised and that the headspace is maintained in an inert
condition.
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7.3
Page
10
Jettison of cargo
The jettison of cargo is an extreme measure justified only as a means of saving life at sea or
for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all
the alternative options have been considered in the light of available information on stability
and reserve buoyancy. If it is necessary to jettison cargo the following precautions should be
taken:
Engine room personnel should be alerted. Depending on the circumstances prevailing

at the time, consideration should be given to changing over engine room intakes from high
to. low level.
Discharge should take place through the sea valve and where possible on the side
opposite to the engine room intakes.
All non-essential inlets should be closed.
If discharge must be from the deck level, flexible hoses should be rigged to extend
below the water surface.
All safety precautions relating to normal operations which involve the presence of
flammable gas in the vicinity of the deck must be observed.
A radio warning should be broadcast.
7.4
Emergency response
7.4.1 Tanker fires.

Recent statistics show that several tankers were involved in fires and/or explosions, and no
doubt
caused a fairly high proportion of the deaths and injured quoted in the same set of statistics.
Statistics are of little value unless we can learn from them. Unfortunately relatively few
people
can relate personally to disaster. It is always the other ship which blows up, and the crew
members represented by such statistics are regarded as faceless humans unlucky, enough to be
involved. Some fire-fighting courses are designed to paint a fairly vivid picture of what can
happen if things get out of hand.
The options provided by one instructor, who stated that candidates would burn or drown if
they
didn't measure up, was perhaps not too far from the truth for some who may be tomorrow's
statistics.
The truth is that fire is bad enough on shore. At sea on an oil tanker, it is beyond description.
Most oil tanker fires are caused by human error of one type or another. In a few cases the
cause
may be attributed to lightning or machinery failure.
Smoking is the most frequent source of fire and explosion. Statistics show that fires have
been
started by personnel falling asleep in bed with a lighted cigarette. Smoking in unauthorised
locations is another major problem. The careless smoker is a menace to himself and his
shipmates.
Collisions, accidents while loading or discharging cargo, machinery and electrical failures
may at
some time or other be followed by fire which endangers the tanker and crew. To fight and
control a tanker fire, it is essential to know what type of fire it is and how best to deal with it.
There is no real substitute for a shore fire-fighting course, which provides the classroom data
on how best to deal with the various types of fire, as well as the most practical methods of
dealing with it. The practical side of the course will illustrate the need for teamwork and the
best use of all types of
IDESS, NORWAY AS
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11
7.4.2 Shipboard safety committees.

Shipboard Safety Committees are now in general use, and some masters regard them as
necessary or of nuisance value only.
Over a period such committees, properly organised with representations from all levels of the
crew, have proved very successful in improving safety standards on board individual ships, as
well as monitoring and recording all accidents or near accidents which miglit have an adverse
effect on the individual ship's safety record, and future safety targets.
7.4.3 Crew response to emergencies.

Experts are generally agreed that the response time of a crew between the sounding of an
alarm and the actual action taken, can be critical in dealing with some types of emergencies,
such as man overboard and fire. The same experts frequently point out that in drills, crew
response is slow and sometimes disinterested. In real emergencies, such as collision and
strandings, shock is frequently followed by panic where basic discipline goes out the window
and self-preservation is the only motivation left to badly trained and undisciplined crew
members. Much can be done to prepare and train individual crew members to reduce the effect
of shock i they can be persuaded to participate in all drills with reasonable enthusiasm and
learn how make their individual contribution as effective as possible.
7.4.4 Communication.
In an emergency communication becomes vital. Emergency alarms and signals can vary
considerably. Audio alarms are the most common, and may consist of alarm bells, sirens
and/or
whistles.
Normally alarm bells are electrically operated with dual power sources, so that if the mains
supply is cut they will operate on batteries. In areas such as machinery spaces where there is a
high level of noise, visual aids are frequently used, such as flashing red lights.
With the advent of automation, unmanned enginerooms, alarm systems can be many and
varied,
but it is important that the crew are aware of the different types and the response required.
The use of public address systems in an emergency is very important. By keeping the crew
informed of what is required and the status of any emergency, panic is avoided and the most
effective use of manpower can be obtained. In incidents where extensive damage is
experienced,
portable radios can be very effective in keeping working parties in touch with each other.
^
If the emergency justifies it, radio messages can be sent out as a precautionary measure 'to
shore^
stations and ships in the vicinity. The purpose of such a message should be to provide the
vessel's correct position, together with a brief summary of the problem and the type of
assistance
required, if any.
Apart from the typical collision and fire situation, which are covered by agreed international
radio procedures, radio messages can be very effective in warning other ships to keep clear in
case of steering failure of main engine breakdown, even though their condition may be a
temporary incapacity.
7.5
Damage stability, stress and trim
7.5.1 SOLAS requirements

SOLAS Chapter II-I/part b directs that the master must be supplied with the necessary data,
information and a procedure that he can rapidly and simply obtain accurate guidance as to the
stability of the ship under varying conditions of service. The procedure must include the
means of completing a damage stability, calculation in sufficient detail to determine the
survivability the ship after damage has occurred.
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Part b also requires the provision of an efficient bilge pumping system, and it is the duty of
owners and the master to ensure that it is maintained in fully functional condition at all times.
In the event of a casualty, it will be reassuring if the master can have his damage stability
calculations verified by an independent calculation. To ensure that his ship's officers have the
capability of doing this, the master should regularly assign them to perform a stability
calculation. A useful exercise is for the master to give the ship's loading data to a junior officer
while on watch, designate a damaged condition or be evaluated and then assume the officer's
watch while he works out the damage stability.
7.5.2 MARPOL requirements

MARPOL 73/78 requires a detailed, damaged stability calculation for all new vessels. Vessels
comply with the requirements if the result of any damage scenario (within the requirements of
regulation 25), leaves the final waterline below all down-flooding openings. On older ships,
the master must be aware, and damage stability information provided by the owner should
indicate, which deck openings can produce progressive down-flooding and what damage
conditions may cause it to occur. Other openings which could produce downflooding, but
which are fitted with watertight closures, must remain closed at all times when not in actual
use.
7.5.3 Hull stress and trim correction

Adjusting trim following damage requires more care and a thorough examination of the hull
stress situation as well. The first concern is that the damaged hull may no longer have the
strength it had when intact and the undamaged stress allowance may no longer apply. The
second concern is that any list on the ship may be due to negative transverse stability (GM)
and must be addressed differently from list due to unsyinmetrical flooding.
In combination carriers, it is essential that any action taken to correct a list due to damage
should consider the possibility of negative transverse stability. Any countermeasure should
correct both the list and potential negative GM.
Calculation of the damage stress condition of the hull may indicate that the hull is overstressed with respect to normal criteria and certainly over-stressed in its damaged state. The
master may find that he has no recourse to correct this condition unless cargo is
discharged/jettisoned overboard. MARPOL regulation 11 recognises this possibility by
exempting the discharge into the sea of oil or oily mixture necessary for the purpose of
securing the safety of the ship or saving life at sea. If such action is taken, it must be reported
and the burden of proof will be on the master to demonstrate by his calculations that the
safety, of his ship and crew required the discharge of a portion of the cargo to save the
venture. When proven to be necessary, the discharge will be treated as a voluntary sacrifice in
a general average venture.
7.6
Extract from Shipboard Spill Mitigation Procedures)) manual
7.6.1 Introduction
Regardless of spill size, the primary concern of shipboard personnel should be to minimize the
hazard and damage to personnel, the vessel, the environment and the cargo. The paramount
requirements are immediate, prudent action consistent with good seamanship.
Action to stop the flow and contain the spill must be taken. This might involve transferring
cargo, adjusting vessel trim, or employing any other suitable means available.
In all cases, prompt reporting is essential - reporting details follow in the next section.
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To summarise: in the event of an oil spill, the crew of the ship has these responsibilities:
4
Assuring the safety of personnel and the integrity of the ship;
Making the notifications specified in this Plan;
Cut off the flow of spilled oil;
Containing spilled oil aboard the ship to the maximum possible extent; and
Cleaning up spilled oil contained on the vessel.

In general, once oil has entered the water, its clean-up is the responsibility of the Shore-side
Response Team, and not that of the ship's crew.
7.6.2 Vessel's pollution prevention team - general responsibilities

Master
Chief Officer
In overall charge on board as owners senior representative. Report incident as required.
Functions as Spill Manager until relieved by the Qualified Individual.
in charge of deck operation. Start actions to limit the extent of the oil spill. Determine the
cause of the oil spill. Keep the Master Informed and updated the situation
Chief Engineer In charge of bunker operation. Determine where the leak occurred. Reduce
risk of additional oil loss. Start fire/foam pump as required.
Deck Officer on Duty
Pumpman
Duty Engineer
Duty Deckhand
Loading / Topping up of cargo:
Stop loading/ballasting immediately. Close all overboard valves. Open up to empty or slack
tank. Call in the Pollution Prevention Team to start actions to prevent the oil from flowing
overboard. Inform Master and Chief Officer of situation.
Discharging / Crude Oil Washing:
If uncontrolled leakage from manifold/ cargohoses/ COW-lines; stop
discharging. Call in the Pollution Prevention Team.
If leakage in flanges/ defect cargo line or other small leakages; Call in the
Pollution Prevention Team. Inform Chief Officer or pumpman of the situation
to control a reduction of pumping capasity.
Start actions to prevent the oil from flowing overboard.
Preper for fire fighting.
Bunkering:
Stop bunkering immediately. Call in the Pollution Prevention Team and start actions to
prevent the oil from flowing overboard. If possible, transfer bunkers to a tank with available
space. Inform Chief Engineer and Master of situation.
Assist Chief Officer. Make sure that the air driven pumps are properly rigged and tested.
Recover free flowing oil on deck by operating Sandpiper pumps.
Prepare for fire fighting. Assist Chief Engineer. Ensure sufficient air pressure to deck
If oil leakage is detected, alert the Deck Officer on Duty immediately. Position sorbent
material (booms) to prevent any oil from reaching the railing. Commence clean-up using the
on board spill clean-up equipment.
Page 14
6.3 Transfer Operation Spills

Transfer operations include loading and discharging cargo, and loading fuel, whether at a pier
or from another vessel. Transfer operations also include the transfer of cargo or fuel from one
tank to another within the ship. Typical transfer operation spills result from burst hoses,
leaking piping fittings, and damaged valves. Tank overflows are covered in the next
subsection of this Plan.
The Chief Officer is responsible for the loading and discharging of cargo and for all tank
cleaning and preparation, as required by the Master. In fulfilling this responsibility, he will be
assisted, as necessary, by the other deck officers onboard.
A licensed deck officer shall be on duty on deck or in the cargo control room at all times when
cargo or ballast is being loaded, discharged or internally transferred. The officer shall give full
attention to the cargo operation and shall be on constant watch for leaks, hazards and
conditions which might lead to cargo overflows on the vessel or into surrounding waters. If it
is necessary for the officer in charge of cargo transfer operations to divert attention to other
matters, or to leave the area of duty, he/she shall first be relieved by another deck officer.
Should any circumstance ,which in the opinion of the officer in charge would make the
handling
of bulk cargo or ballast unsafe, such cargo or ballast handling operation shall be stopped and if
necessary, the hose disconnected until the condition has been corrected or the officer in charge
is
satisfied that the danger no longer exists.
While loading or discharging, the cargo pumproom shall be inspected at least once every hour
for
leaks in bulkheads, pipelines, valves and pumps.
hi the event of fire on the vessel, wharf, or a vessel moored thereto, the senior deck officer
aboard shall assume responsibility for the protection of the ship and the ship's personnel and
cooperate With terminal, municipal and harbour fire fighting authorities.
All fire fighting equipment shall be available and ready for immediate use during loading,
discharging, ballasting and bunkering operations.
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During hours of darkness, the officer in charge shall ensure that there is adequate
illuminatior^J aboard the vessel particularly in way of cargo hoses, connections, deck and
gangway. The surface of the water surrounding the vessel shall be sighted regularly to insure
that no oil is escaping overboard.
All deck officers participating in the cargo operation are to be conversant with the terminal
regulations, as supplied to the vessel by the Terminal Representative. At all times SAFETY
shall be the first consideration.
Several items in the Ship/Shore Safety Checklist specifically address measures aimed at
preventing oil pollution or minimizing the effects should a minor spill occur. These include
the provision of experienced and responsible personnel to monitor operations, agreed
communication systems, understanding and agreement of cargo transfer and emergency
shutdown procedures and other issues addressing hardware related items such as adequacy of
scupper plugs, and the blanking of unused cargo connections. These provisions are more fully
described and explained in the "International Safety Guide for Oil Tankers and Terminals"
(ISGOTT), the contents of which will be familiar to and adhered to by all tanker personnel,
7.6.4 Transfer system leaks

Should spilled oil be detected in the water or on the deck of the vessel, ALL TRANSFER
OPERATIONS ARE TO BE STOPPED AND SECURED IMMEDIATELY. If at a terminal,
emergency shut-down of transfer operations will be in accordance with the terminal's
operations manual, facility response plan, agreed vessel-terminal transfer procedures, and
good seamanship. Relevant valves are to be closed, and pumps are to be shut off.
No further transfer operations are to occur until the source of the leak is isolated and the leak
stopped. The terminal, the Master, the Chief Engineer, and the Chief Officer are to be notified.
The substance leaking must be identified as soon as possible, so that potential hazards to ship
and crew can be determined.
Safety implications must be clearly considered before acting, by reference to the Material
Safety Data Sheet for that substance. Particular concern is to be given to flammability and
toxicity of vapours.
When the substance leaking and the specific source of the leak (for instance, a particular valve
or fitting) have been identified, measures are to be taken to drain liquid from that line as
completely as possible. This can include draining the line back into the tank being emptied or
filled, o draining it ashore, or draining it into another tank. In the latter case the receiving tank
can be empty tank, a tank partially full of the same product, or a slop tank containing
compatible materials. Care must be taken to assure that the material of concern is compatible
with any slops or residue in the tank, as well as with the tank coating. In no case is the line to
be drained into the bilges.
In the event of an on-deck spill, all scuppers should be checked to verify that they are, in fact,
closed. Should deck containment appear inadequate, airdriven diaphragm or similar explosionproof pumps should be used to remove spilled oil to available tankage or other convenient
containment.
Once the source of the leak is found, appropriate corrective action can be taken. Loose fittings
can be tightened, cracked piping can be temporarily repaired with pads and clamps, etc. If it
appears that cargo may be leaking out through a pump room sea valve, stop the operation and
take steps to immediately relieve pressure on the line.
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7.6.5 Tank overflow spills

Tank overflows can be handled in much the same way as on-deck transfer system discharges.
Transfer operations must cease immediately, and the following should be notified: the
terminal
(if at dock), the Master, and the Chief Officer. If more than one cargo is being handled, the
material overflowing should be identified as quickly as possible. All scuppers should be
checked
to verify that they are actually closed. Steps should then be taken quickly to reduce the level
in
the tank by transferring some liquid to a slack tank.

Use portable pumps as necessary to remove pooled oil from the deck. Other clean-up
measures
can then be implemented.
When actions are required to prevent or minimize oil spillage, cargo segregation and quality
concerns will be secondary to preventive measures. Furthermore, no action will be taken that
will, in any way, jeopardise the safety of personnel either onboard or ashore.
7.6.6 Suspected cargo tank, fuel tank, or hull leaks

These leaks are detected when oil is observed in the water and there is no oil on deck. The
Duty
Officer and the Master and the terminal (if at dock) should be notified immediately. All cargo
or
fuel transfer operations should cease immediately, subject to standard and agreed-upon
shutdown
procedures, unfit the source of the leak is identified. Notification procedures arc to be
instituted
immediately. Tanks in the area of the leak should be sounded, and the results compared to
previously-recorded values. Significant differences may indicate leaking tanks.
If hull plate is leaking above the waterline, the level of cargo or fuel in the tank must be
reduced
to below the level of the leak.
If it is suspected that hull plating is leaking below the waterline, the level in the tank must be
reduced to below the ship's waterline.
This will put the greater hydrostatic pressure outside the tank, not inside. Therefore resulting
leaks will be of water into the oil, not of oil into the water.
If the leak is in the bottom shell, another course of action is to lower the cargo level to below
the waterline, and then pump water into the bottom of the tank. This "cushion" will prevent
any further oil leaks into The water. The surface of liquid in the tank should be below the
waterline. Since this contaminates cargo, however, it should be done only when necessary.
Note that this must not be done if the cargo is denser than water.
If permitted by longitudinal strength and other considerations, the tank should be pumped out
completely. This totally removes any possibility of pollution, and also serves to minimize the
amount of oil-water mixture to be processed later. Once the cargo level is below the waterline,
other clean-up actions may take priority over further cargo level reduction, should those
activities be in conflict.
7.6.7 Spills resulting from vessel casualties

In the event of a casualty, the Master's priority is to ensure the safety of personnel and to take
action to prevent escalation of the incident. In casualties resulting in spills, immediate
consideration will be given to measures aimed at preventing fire and explosion, such as
altering course so that the ship is upwind of the slick or shutting down nonessential air intakes.
If the ship is aground and unable to manoeuvre, all possible sources of ignition must be
eliminated and action taken to prevent flammable vapours from entering accommodation and
engine room spaces. When it is possible to manoeuvre, the Master, in conjunction with the
appropriate shore authorities, should consider moving his ship to a more suitable location in
order, for example, to
facilitate emergency repair work or lightehng operations, or to reduce the threat posed to ;
particularly sensitive shoreline areas. All actions to respond to the casualty itself will be
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7.6.8 Stranding
If the vessel goes hard aground and cannot manoeuvre, the first priority of the Master is to
insure
that all possible sources of ignition have been eliminated, and that actions are taken to prevent
flammable vapours from entering accommodation or engine spaces.

The Master should then check alongside the ship for visible oil leakage. He must accurately
fix
the ship's position and check charts and other sources for information about water depth and
bottom characteristics. The state of the tide should also be noted. He should then carry out the
notification procedures given in this Manual. Some estimate should be made of the quantity of
oil in the water.
Damage assessments need to be made, as this dictates required damage control and remedial
actions. Damage assessments should be based on the results of:
Visual inspection of as much side shell and internal structure as possible;
Sounding all tanks, voids, and compartments next to the shell;
Comparing soundings (usages) with previously-recorded values; and
Taking draft readings to ascertain draft, trim and list.

Due regard must be paid to the indiscriminate opening of usage plugs or old sighting
especially when the ship is aground, as loss of buoyancy could result.
Inert gas (IG) pressures should be reduced to a minimum positive pressure throughout the
cargo
system in order to prevent additional outflow of oil. Furthermore, if the IG system design
permits individual tanks to be isolated room the deck main, the IG valves serving those tanks
that
are damaged, or are liable to be damaged, will be closed.
However, this action must be taken promptly if it is to have a significant impact on the amount
of
oil released from tanks that are already open to the sea.
The following questions must also be answered:
Is the ship subject to damage from wind, waves, or tide?
Ts there any chance of the ignition of spilled cargo?
Does the vapour of spilled cargo present a health hazard to anyone?

Where applicable, tank openings (vents, etc.) should be hermetically sealed during tidal
change.
Having assessed the damaged sustained to the ship, the Master will be in a position to decide
whether or not any action can be taken to prevent further spillage. When bottom damage
sustained, hydrostatic balance will be achieved fairly rapidly, especially if the damage is
severe, in which case the time available for preventive action will often be limited. When
significant side damage is sustained, cargo will be released fairly rapidly until hydrostatic
balance is achieved and the rate of release will then reduce and be governed by the rate at
which oil is displaced by water flowing in under the cargo. When the damage is fairly limited
and restricted, for example, to one or two compartments, consideration should be given to
transferring cargo internally from damaged to intact tanks, with due consideration given to
longitudinal strength. The Master should evaluate lightring cargo to another tank vessel, or
directly ashore. The Master should also evaluate the feasibility of removal of the vessel from
the strand without assistance.
7.6.9 Grounding
Should the vessel experience unusual shaking or vibration while underway in shallow water,
or should there be unexplained changes in ship or engine speed, it may be that the vessel has
touched bottom. If this is suspected, the following steps should be taken to ensure that the
vessel is intact and that there is no leakage of cargo or fuel:
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Stop engines immediately (if conditions permit) and check for any unusual speed
reduction;
Observe position accurately through the use of fixed reference points, Loran, Global
Positioning System(GPS) or Satellite Navigator(SatNav).

Consult appropriate charts and references and check tide, depth, and bottom
conditions;
Request advice from the pilot, if one is aboard;
Check for visible oil alongside or in the wake; and
Sound all tanks, compartments, and voids, looking for changes in liquid levels.
If soundings or other observations indicate damage, remediation steps need to be taken. These
can include lowering liquid level in specific tanks (or emptying them completely), or
hermetically sealing those tanks. Counter-flooding may be necessary to keep the vessel on an
even keel. Lowering the level of cargo in one or more tanks should not be done without
considering its effect on trim, stability, and longitudinal strength.
If spillage of oil into the sea is observed, the Master must carry out the notification procedures
given in this Manual.
7.6.10 Collision
If the vessel is involved in a collision with another vessel, the Master should immediately
identify the extent of damage to his own vessel, and take steps to safeguard his crew and his
ship. In the event of fire or apparent danger of fire, the Fire Alarm should be sounded
immediately to muster all crew members to their assigned stations. Damage assessments,
mitigating actions and notifications should be performed as described.
7.6.11 Fire or explosion

Should a fire or explosion occur on board, it should be handled according to the company's
Contingency Plan for Ships, Vessel Manual. All appropriate steps for the safety of the ship
and its crew must be implemented. The following priorities must be observed:
Safety of life;
Control of damage to vessel and cargo; and
Prevention of environmental pollution.

Copies of the company's Contingency Plan are located in the Masters Office and Common
Office.
7.6.12 Hull failure

This subsection concerns major structural failure of the ship's hull girder. This is usually in the
form of a major crack in the deck of the ship, most often due to heavy weather, improper
loading of the ship, or both. The priority must be reduction of stresses in the upper deck. If
this has occurred in heavy weather, the vessel should seek immediate shelter or change to a
more weather-kindly course, hi any situation immediate action should be taken to transfer
cargo so as to reduce stresses in the deck, as discussed in this manual. This usually means
pumping cargo from amidships towards the ends of the ship. No such transfers should be done
without reference to longitudinal strength calculations.
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7.6.13 Excessive list

Any excessive list must be avoided on a tank vessel for stability reasons and to prevent loss of
cargo through vents, usage ports, etc. The Chief Officer will assure that the vessel remains in
proper heel and trim at all times.
If the vessel begins to take on excessive heel or trim during cargo loading or unloading,
transfer should be stopped immediately (in accordance with standard and agreed-upon
procedures), and the cause determined. If the cause is unexpected ballast or partial flooding of
tanks or voids, this should be corrected. Planned cargo distributions should be adjusted to
produce acceptable trim and heel. No alterations to loading should be made without reference
to the ship's cargo loading computer.
7.6.14 Equipment failure

The failure of main propulsion, steering, or other major systems does not directly cause
pollution. When such a failure results in cargo discharge due to grounding or collision, the
appropriate section of this document should be referenced. If the ship runs aground as a result
of a steering failure, refer to section on grounding. If the ship is involved in a collision with
another ship, refer to section on collision.
7.6.15 Damage stability and hull stress considerations during mitigation

procedures
Any time there is a significant change of level in any cargo, fuel, or ballast tank, the effect of
that change on longitudinal strength must be considered. This includes outflow of cargo or
fuel, moving liquid from one tank to another, and inflow of water into an empty tank or void.
Failure to do this can result in major hull structural failure up to and including breaking in
half, with the result of much greater pollution.
When taking mitigative action, such as transferring cargo within the ship or offloading cargo
to a another vessel, longitudinal strength calculations should be made before transfer begins.
In general, the bending moment curve of a loaded tanker peaks near amidships, sagging. This
means that if cargo is pumped from midships to either end, the bending moment will decrease,
which is acceptable. If cargo is to be transferred from the ends towards amidships, however,
the bending moment will increase. Reference should then be made to the existing bending
moment as a percentage of the maximum allowable, to see if there is margin to increase it. If
the vessel i on the open sea, or will be, bending moments must follow stated maximums very
carefully. 1 the ship will be staying in protected water where waves are not significant,
emergency bending moments are acceptable at considerably higher levels.
7.6.16 Crew capabilities in damage stability and longitudinal strength

calculations
The Ship's Loading Computer is capable of performing all normal trim, stability damage
stability, and loading calculations. The ship's officers can perform these calculations provided
the ship's computer is not damaged. If there is bottom damage that effectively removes some
structure from the section modules, however, the ship's loading computer cannot make the
required adjustment to calculate the longitudinal strength; nor can the computer make the
required adjustments to do stability calculations when the ship is aground. In this case, data, as
outlined below, must be provided to the shore office so that the required calculations can be
performed and the potential consequences of mitigating actions determined prior to initiating
internal cargo transfer, lightering or similar action.
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7.6.17 Information needed by shore office to perform damage stability or

longitudinal strength calculations
In the event the ship's computer is inoperable, or that the section modulus is effectively
changed, the following information must be provided for the shore office:
Drafts at all marks;
Contents of every cargo tank;
Contents of every fuel tank;
Contents of every ballast tank;
Contents of other tanks;
Description of hull damage; and
Plans to transfer cargo, if any.
7.6.18 Emergency internal and ship-to-ship cargo or fuel transfer procedures

Procedures for internal transfers
Owner's Cargo Transfer Manual provides information on routine and emergency cargo
transfer procedures, including internal and ship-to-ship transfers of either cargo or fuel. It is
located in the Cargo Control Room, and is accessible to all personnel involved in transfer
operations. The manual is in accordance with ICS and OCIMF reference documents, which
can also be found in the Cargo Control Room.
7.6.19 Procedures and arrangements for emergency towing
ICS/OCIMF document, Peril at Sea and Salvage - A Guide to Masters describes procedures
for emergency towing, and includes information on the preparation and connection of a
towing assembly. These documents are located in the Masters' office.
7.6.20 Shipboard equipment for oil spill mitigation

Shipboard supplies and equipment for on board containment and clean-up of spilled oil are
listed in Appendix 6. The crew should be instructed in its responsibilities for preventing oil on
deck from going over the side and its cleanup. The ship has no equipment for clean up of oil in
the water, nor does its crew have any responsibility for doing so.
7.6.21 Crew responsibilities for sampling spilled products and related recordkeeping
Procedures for sampling and the sample containers are located in Cargo Control Room.
Samples should be taken of any oil spilled from the vessel, from the tank and from the water,
if possible. Oil discovered in the water alongside, but thought not to be from the vessel, should
also be sampled. In addition to this sampling, record-keeping procedures must also be
followed.
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Chapter 8 Oil Tanker Operations

8.1
General
precautions......................................................................................................................................5
8.1.1
Closing openings in deckhouses, superstructures and forecastles...........................................................5
8.1.2
Ventilation system...................................................................................................................................5
8.1.3
Central air conditioning and mechanical ventilating systems..................................................................5
8.1.4
Window type air conditioning units.........................................................................................................5
8.1.5
Craft alongside........................................................................................................................................5
8.1.6
Cargo tank lids........................................................................................................................................6
8.1.7
Sighting and ullage ports.........................................................................................................................6
8.1.8
Cargo tank vent outlets............................................................................................................................6
8.1.9
Tank washing openings...........................................................................................................................6
8.1.10 Segregated ballast tank lids......................-...............................................................................................6
8.1.11 Pumproom precautions............................................................................................................................6
8.1.12 Inspection of glands, bearings, etc...........................................................................................................7
8.1.13 Testing of cargo alarms and trips............................................................................................................7
8.2. Cargo
hoses....................................................................................................................................................7
8.2.1
Examination before use...........................................................................................................................7
8.2.2
Handling, lifting and suspending.............................................................................................................8
8.2.3
Adjustment during cargo handling operations.........................................................................................8
8.2.4
Submarine and Floating Hose Strings.....................................................................................................8
8.2.5
Metal cargo arms (Chicksans)...............................................................................................................10
8.2.6
Forces on manifolds..............................................................................................................................10
8.2.7
Tanker manifold restrictions..................................................................................................................10
8.2.8
Inadvertent filling of arms while parked................................................................................................11
8.2.9
Ice formation.........................................................................................................................................11
8.2.10
Mechanical couplers..............................................................................................................................11
8.2.11 Wind forces...........................................................................................................................................11
8.2.12 Precautions while arms are connected...................................................................................................11
8.3. Cargo losses during
transit.........................................................................................................................11
8.3.1
Evaporation...........................................................................................................................................11
8.3.2
Sediment................................................................................................................................................13
8.3.3
Conclusion.............................................................................................................................................13
8.4 Recovery of VOC during crude oil offshore
loading................................................................................14
8.4.1.
Introduction...........................................................................................................................................14
8.4.2.
Recommendations.................................................................................................................................15
8.4.3.
Conclusions & Summary.......................................................................................................................15
8.4.4.
Backgrounds..........................................................................................................................................15
8.4.5
The Emission Process............................................................................................................................16
8.4.5.1
General..............................................................................................................................................16
8.4.5.2
Effects on the recovery process.........................................................................................................18
8.4.5.3
The Process........................................................................................................................................18
8.4.5.4
The Reference Tank...........................................................................................................................19
8.4.6
Test results & comments......................................................................................................................19
8.4.6.1
Test results.........................................................................................................................................19
8.4.6.2
Intermediate Pressure Let Down (BRST)..........................................................................................19
8.4.6.3
Recycling and Absorption of Inert Gas in the test Tank....................................................................19
8.4.6.3.1 Recycling of Hydrocarbons...............................................................................................................19
8.4.6.3.2 Recycling and Absorption of Inert Gas in Test Tank Cargo..............................................................20
8.4.6.4
Oil and Gas Sampling.......................................................................................................................20
8.4.6.5
"Roll Over'"......................................................................................................................................20
8.4.6.6
Release of Hydrocarbon Gas During Transport Voyage...................................................................20
8.4.6.7
Increased CO2 Emission Due to High Power Consumption...............................................................21
Page 1
IDESS, NORWAY AS
8.5
Ballasting and
deballasting.........................................................................................................................21
8.5.1
The ballast voyage.................................................................................................................................21
8.5.2
SBT Systems.........................................................................................................................................22
8.5.3
SBT pollution........................................................................................................................................22
8.5.4
SBT operations in the discharge port....................................................................................................23
8.5.5
SBT contamination procedures.............................................................................................................23
8.5.6
SBT precautions....................................................................................................................................23
8.5.7
SBT corrosion.......................................................................................................................................24
8.5.8
Ballast tank icing...................................................................................................................................24
8.5.9
Written ballast plan...............................................................................................................................24
8.5.10
Clean ballast tank systems and procedures............................................................................................24
8.5.11
Clean ballast systems.............................................................................................................................24
8.5.12
CBT operations in the discharge port....................................................................................................25
8.5.13
CBT manual..........................................................................................................................................25
8.5.14
Ballast records.......................................................................................................................................25
8.5.15 Preparing for heavy weather ballast - taking dirty ballast......................................................................26
8.5.16
Crude oil tankers without CBT or SBT.................................................................................................26
8.5.17
Ballasting factors...................................................................................................................................26
8.5.18
Stress on the hull...................................................................................................................................26
8.5.19 Draft and trim..........................................;.............................................................................................27
8.5.20
Motions.................................................................................................................................................27
8.5.21
Fuel consumption..................................................................................................................................27
8.5.22
Corrosion...............................................................................................................................................28
8.5.23
Ballast records.......................................................................................................................................28
8.5.24 Efficiency..............................................................................................................................................28
8J>
Tank
cleaning...............................................................................................................................................28
8.6.1
Tank washing plan.................................................................................................................................28
8.6.2
Tank preparation matrix and instructions..............................................................................................28
!L7
Crude Oil
Trading.......................................................................................................................................31
8.7.1
General..................................................................................................................................................31
8.7.2
Salt water contamination of crude oils..................................................................................................31
8.7.3
Crude oils with API's near to that of water (API = 10.0).......................................................................32
8.7.4
Cutback asphalt.....................................................................................................................................32
8.7.5
Crude condensate..................................................................................................................................32
8.7.6
Crude oils to be used in the manufacture of lube oils or asphalt...........................................................33
8.7.7
Fuel oil/black oil cargoes...................................................................................................................33
8.7.8
Absence of cargo preparation orders.....................................................................................................33
8.8
Tank cleaning
operation.............................................................................................................................33
8.8.1
General..................................................................................................................................................33
8.8.2
Portable tank washing machines............................................................................................................34
8.8.3
Fixed tank washing machines................................................................................................................36
8.8.4
Washing pressures, temperatures and times..........................................................................................36
8.8.5
Handling portable tank washing machines and hoses............................................................................37
8.8.6
Tank coating protection.........................................................................................................................38
8.8.7
Washing with detergents.......................................................................................................................38
8.8.8
Washing bunker tanks...........................................................................................................................38
8.8.9
Inert gas system (IGS) and vent lines....................................................................................................38
8.9
Tank atmospheres and static
electricity....................................................................................................39
8.9.1
General..................................................................................................................................................39
8.9.2
Controlling tank atmospheres................................................................................................................39
8.9.3
Maintaining too-lean conditions............................................................................................................39
8.9.4
Inert gas ventilation...............................................................................................................................40
8.9.5
Tank washing with uncontrolled atmospheres.......................................................................................41
8.9.6
Static electricity while tank washing.....................................................................................................41
8.10 Stripping during tank
washing...................................................................................................................42
8.10.1
General..................................................................................................................................................42
8.10.2 Washing trim.........................................................................................................................................42
8.10.3
Stripping pump operation.....................................................................................................................43
8.10.4 Stripping pump capacity.......................................................................................................................43
Page 2
IDESS, NORWAY AS
8.11 Slop-tank
operations...................................................................................................................................44
8.11.1
Slop tank capacity.................................................................................................................................44
8.11.2
Closed-cycle and open-cycle washing...................................................................................................44
8.11.3 Dirty ballast residues.............................................................................................................................44
8.11.4 Decanting the slop tank.........................................................................................................................44
8.11.5 Pumproom bilges...................................................................................................................................45
8.11.6 Engine room bilges................................................................................................................................45
8.11.7 Slop tank heating...................................................................................................................................46
8.11.8 Load-on-top operations (LOT)..............................................................................................................46
8.11.9 Slops as bunkers....................................................................................................................................46
8.12 Purging and gasfreeing..............................................................................................................................47
8.12.1
General..................................................................................................................................................47
8.12.2 General Procedures...............................................................................................................................47
8.12.3 Gas Free for the Reception of Cargo.....................................................................................................49
8.12.4 Gas Free for Entry and Cold Work Without Breathing Apparatus........................................................49
8.12.5 Gas Free in Preparation for Hot Work..................................................................................................49
8.12.6 Purging..................................................................................................................................................49
8.12.7 Ventilation by dilution...........................................................................................................................49
8.12.8 Gas Measuring Equipment....................................................................................................................50
8.13 Ship/shore
liaison..............................................*...........................................................................................50
8.13.1
Liaison Between Tanker and Terminal Before Cargo Handling...........................................................50
8.13.2 Terminal's advice to the tanker.............................................................................................................51
8.13.3 Information in Preparation for Loading and Bunkering:.......................................................................51
8.13.4 Information in preparation for discharge:..............................................................................................51
8.13.5 Tanker's advice to the terminal..............................................................................................................51
8.13.6 Information in Preparation for Discharge:.............................................................................................52
8.13.7 Agreed loading plan..............................................................................................................................52
8.13.8 Inspection of ship's cargo tanks before loading.....................................................................................53
8.13.9 Agreed discharge plan...........................................................................................................................54
8.13.10 Communications....................................................................................................................................55
8.13.11 Ship/shore safety check list....................................................................................................................55
8.14 Ship-to-Ship
operation................................................................................................................................68
8.14.1
General..................................................................................................................................................68
8.14.2
Bunkering and Storing from Barges......................................................................................................68
8.14.3 Lightering Low-Flash Cargoes..............................................................................................................68
8.14.4 Lightering Vessels for VLCC................................................................................................................69
8.14.5 Lightering Vessel Equipment................................................................................................................69
8.14.6 Preparation for the Lightering operation...............................................................................................70
8.14.7
Mooring the Lightering Vessel..............................................................................................................70
8.14.8 The Transfer of Cargo...........................................................................................................................71
8.14.9
Conditions Governing Lightering Operations.......................................................................................71
8.14.10 Example of Advance information......................................................................................................72
8.15 Measuring of petroleum
cargo...................................................................................................................76
8.15.1
Ullage tape............................................................................................................................................76
8.15.2 Sounding tape........................................................................................................................................77
8.15.3
Safety restrictions when taking ullages..................................................................................................77
8.15.4 Automatic tank level gauging systems...................................................................................................77
8.15.5 Tank level gauging systems based on radar technique..........................................................................79
8.15.6 Portable tank level gauges.....................................................................................................................79
8.15.7
Cargo measurements in practice............................................................................................................79
8.15.8 Equipment for taking temperatures........................................................................................................80
8.15.9
Measuring the slop................................................................................................................................81
8.15.10 Vocabulary............................................................................................................................................85
8.15.11 Sampling................................................................................................................................................86
8.15.12 Equipment used for sampling and testing quality and density of the cargo...........................................86
8.16 Loading and discharging
operations.........................................................................................................89
8.16.1
Liquid Level Data-Gathering Systems...................................................................................................89
8.16.2
Cargo calculations.................................................................................................................................89
8.16.3
M.T. IDESS.......................................................................................................................................90
8.16.4 Preliminary cargo calculation................................................................................................................90
___________Advanced Oil Tanker Operation and Safety - Including COW and IGS
Page 3
8.16.5 Ullage Tables........................................................................................................................................93
8.16.6 The accuracy of the ullage tables..........................................................................................................93
8.16.7
Vessels Experience Factor (VEF).....................................................................................................93
8.16.8 The ASTM tables..................................................................................................................................94
8.16.9
Calculating the cargo.............................................................................................................................95
8.16.10 Measurements and weights....................................................................................................................95
8.16.11 Density...................................................................................................................................................95
8.16.12 Volumes.................................................................................................................................................96
8.16.13 Weights..................................................................................................................................................96
8.16.14 Temperatures.........................................................................................................................................96
8.16.15 Cargo calculation in practice.................................................................................................................96
IDESS, NORWAY AS
Like oil tanker construction and equipment, oil tanker operations involve
safety, environmental and commercial considerations.
The normal cycle of tanker operation comprises loading, cargo voyage,
unloading, ballasting, ballast voyage, tank cleaning, deballasting and then
loading again.
8.1
General precautions
8.1.1 Closing openings in deckhouses, superstructures and forecastles.

A tanker's accommodation normally contains equipment which is not suitable for use in
flammable atmospheres. It is therefore imperative that petroleum gas is kept out of the
accommodation.
All external openings should be closed when the tanker, or a ship at an adjacent berth, is
conducting any of the following operations:
Handling volatile petroleum or non-volatile petroleum near to or above its flashpoint.
Loading non-volatile petroleum into tanks containing hydrocarbon vapour.
Crude oil washing.
Ballasting, purging, gas freeing or tank washing after discharge of volatile petroleum.
Although discomfort may be caused to personnel in accommodation that is completely closed
during conditions of high temperatures and humidity, this discomfort should be accepted in
the interests of safety.
8.1.2 Ventilation system
All ventilators through which gas can enter should be suitably trimmed during these
operations. Mechanical ventilation and air conditioning units should be stopped immediately if
gas being drawn into accommodation. If ventilators are located so that petroleum gas can enter
regardless of the direction in which they are trimmed, they should be covered, plugged or
closed.
8.1.3 Central air conditioning and mechanical ventilating systems

Intakes of central air conditioning or mechanical ventilating systems should be adjusted to
prevent the entry of petroleum gas, if possible by recirculation of air within the enclosed
spaces. If at any time it is suspected that gas is being drawn into the accommodation, central
air conditioning and mechanical ventilating systems should be stopped and the intakes closed
and/or covered.
8.1.4 Window type air conditioning units

Window type air conditioning units which are not certified as safe for use in the presence of
flammable gas or which draw in air from outside the superstructure must be electrically
disconnected and any external vents or intakes covered or closed.
8.1.5 Craft alongside

No craft should be allowed to secure alongside a tanker without the permission of the
responsible officer. Particular attention, even in the case of authorised craft, should be paid to
the possibility of naked lights or smoking on such craft and, if they remain alongside,
operations should, if necessary, cease and their presence be reported to the local authorities.
IDESS, NORWAY AS
Page
8.1.6 Cargo tank lids

During the handling of volatile petroleum and loading of non-volatile petroleum into tanks
containing hydrocarbon vapour, and while ballasting after the discharge of volatile cargo, all
cargo tank lids should be closed and secured.
Cargo tank lids or coamings should be clearly marked with the number and location (port,
centre
or starboard) of the tank they serve.
Tank openings of cargo tanks which are not gas free should be kept closed unless gas freeing
alongside by agreement.
8.1.7 Sighting and ullage ports

During any of the cargo and ballast handling operations, sighting and usage ports should be
kept closed. If for design reasons they are required to be open for venting purposes, the
openings should be protected by a flame screen which may be removed for a short period
during ullaging, sighting, sounding and sampling. These screens should be a good fit and be
kept clean and in good condition. Closed loading of cargoes having toxic effects should be
adopted.
8.1.8 Cargo tank vent outlets

The cargo tank venting system should be set for the operation concerned and, if required, the
outlets should be protected by a device to prevent the passage of flame. High velocity vents
should be set in the operational position to ensure the high exit velocity of vented gas. When
volatile cargo is being loaded into tanks connected to a venting system which also serves tanks
into which non-volatile cargo is to be loaded, particular attention should be paid to the setting
of p/v valves and the associated venting system, including any inert gas system, in order to
prevent flammable gas entering the tanks to be loaded with non-volatile cargo.
8.1.9 Tank washing openings

During tank cleaning or gas freeing operations tank washing covers should only be removed
from the tanks in which these operations are taking place and should be replaced as soon as
these operations are completed. Other tank washing covers may be loosened in preparation but
they should be left in their fully closed position.
8.1.10 Segregated ballast tank lids
Segregated ballast tank lids should be kept closed when cargo or ballast is being handled as
petroleum gas could be drawn into these tanks. Segregated ballast tank lids must be clearly
marked as such.
8.1.11 Pumproom precautions

It is strongly recommended that operators develop procedures to control pumproom entry,
regardless of whether or not a fixed gas detection system is in use. Clear procedures should be
established with regard to undertaking pre-entry checks, gas testing, and subsequent regular
atmosphere monitoring.
In addition to detailing pre-entry checks, procedures should include the use of personal gas
monitors for those entering space.
A communication system should provide links between the pumproom, navigation bridge,
engine
room and cargo control room. In addition, audible and visual repeaters for essential alarm
systems, such as the general alarm, should be provided within the pumproom.
Arrangements should be established to enable effective communication to be maintained at all
times between personnel within the pumproom and those outside. Regular communication
IDESS, NORWAY AS
Page
checks should be made at pre-agreed intervals and failure to respond should be cause to raise
the
alarm.
The frequency of pumproom entry for routine inspection purposes during cargo operations
should be reviewed with a view to minimising personnel exposure.
Notices should be displayed at the pumproom entrance prohibiting entry without permission.
Tanks or pipelines should not be drained into the pumproom bilges but if, on completion of
deballasting this has to be done, care must be taken to ensure that such drainings do not
contain petroleum. Tanks or lines containing petroleum must not be drained into the
pumproom bilges. Loading through or pressurisation of pumproom pipelines should be
avoided if possible. No repairs are to be undertaken on cargo pumps, their associated relief
valves or control systems, while the pumps are running.
Throughout cargo handling operations, the pumproom ventilation system must be in
continuous operation.
8.1.12 Inspection of glands, bearings, etc.

Before starting any cargo operation, an inspection should be made to ensure that strainer
covers,
inspection plates and drain plugs are in position and secure. Drain valves in the pumproom
cargo
system, especially those on cargo oil pumps, should be firmly shut.
Any bulkhead glands should be checked and adjusted or lubricated as necessary to ensure an
efficient gas tight seal between the pumproom and the machinery space.
During all cargo operations, including loading, the pumproom should be inspected at regular
intervals to check for leakage's from glands, drain plugs and drain valves, especially those
fitted
to the cargo oil pumps. If the pumps are in use, pump glands, bearings and the bulkhead
glands
(if fitted) should be checked for overheating. In the event of leakage or overheating the pump
should be stopped. No attempt should be made to adjust the pump glands on rotating shafts
while the pump is in service.
8.1.13 Testing of cargo alarms and trips

Pump alarms and trips, level alarms etc., where fitted, should be tested regularly to ensure that
they are functioning correctly, and the results of these tests should be recorded.
8.2.
Cargo hoses
8.2.1 Examination before use
It is the responsibility of the terminal to provide hoses which are in good condition but the
master
of a tanker may reject any which appear to be defective.
Before being connected, hose strings should be examined for any possible defect which may
be
visible in the bore of outer covefsr such as Mistering, âbrasitn,iiatterring of the hose oi
evidence
of leaks.
Hoses for which the rated pressure has been exceeded must be removed and re-tested before
further use.
Hoses to be used should have been pressure tested to manufacturer's specifications at intervals
which are in accordance with the manufacturer's recommendations or as recommended in the
OCIMF publication "Guidelines for the Handling, Storage, Inspection and Testing of Hoses in
the Field". Intervals between tests should not in any case exceed one year. The date of such
pressure testing should be indicated on the hose.
IDESS, NORWAY AS
Page
8.2.2 Handling, lifting and suspending

Hoses should always be handled with care and should not be dragged over a surface or rolled
in a manner which twists the body of the hose. Hoses should not be allowed to come into
contact with a hot surface such as a steam pipe. Protection should be provided at any point
where chafing or rubbing can occur.
Lifting bridles and saddles should be provided. The use of steel wires in direct contact with the
hose cover should not be permitted. Hoses should not be lifted at a single point with ends
hanging down but should be supported at a number of places so that they are not bent to a
radius less than that recommended by the manufacturer.
Excessive weight on the ship's manifold should be avoided. If there is an excessive overhang,
or the ship's valve is outside the stool support, additional support should be given to the
manifold. A horizontal curved plate or pipe section should be fitted at the ship's side to protect
the hose from sharp edges and obstructions. Adequate support for the hose when connected to
the manifold should be provided. Where this is a single lifting point, such as a derrick, the
hose string should be supported by bridles or saddles.
8.2.3 Adjustment during cargo handling operations

As the tanker rises or fails as a result of tide or cargo operations, the hose strings should be
adjusted so as to avoid undue strain on the hoses, connections and ship's manifold and to
ensure that the radius of curvature of the hose remains within the limits recommended by the
manufacturer.
8.2.4 Submarine and Floating Hose Strings

Hoses in service at offshore mooring
installations should be inspected periodically by divers. Particular attention should be paid to
kinked or damaged sections, oil seepage from the hose flange areas, heavy marine growth and
scuffing on the sea bed. Where hose strings arelowered and raised repeatedly from the sea bed,
care should be taken to avoid damage caused by chains and lifting plates.
Particular attention should be paid when lowering hose strings to avoid coiling down.
Dragging of hoses over the sea bed should be minimised.
Before attempting to lift a hose string on board the responsible officer should check that the
total weight involved does not exceed the safe working load of the ship's derrick or crane
which it is proposed to use. The terminal should advise the total weight of the hose string to
be lifted in relation to the height of the lift, which
could be as much as 8 metres above deck level for a tanker's manifold connection situated 4.6
metres inboard. In wave and/or swell conditions greater than 1 metre significant height,
dynamic loads may be imposed by the movement of the hose. In these circumstances the load
to be lifted may be as much as 1.5 times the static weight of the hose and its contents. During
the lifting of hose strings, contact with the ship's side and any sharp edges should be
avoided.
Page
When the hose string has been lifted to the required height for connecting to the manifold, and
while it remains connected, the vertical section of the hose string should be supported by hang
off chains or wires made fast to a strong point on the ship's deck.
In order to prevent spillage, precautions must be taken to ensure that, prior to the removal of
blanks from submarine or floating pipelines, the pipeline does not contain petroleum under
pressure.
A visual inspection of each floating hose string should be made before connecting it to the
tanker
manifold to determine if damage has been caused by contact with other vessels, crossed lines,
possible kinking, oil seepage etc.
If any damage to the hose is found which is considered to be critical to the intended operation,
the hose should be withdrawn from use to allow further inspection and repair.
8.2.5 Metal cargo arms (Chicksans)
Each installation of metal arms has a designed operating envelope which takes into account
the elevation changes resulting from the tide, the freeboard of the largest and smallest tankers
for which the berth was intended, minimum and maximum manifold setbacks, limited changes
in horizontal position due to drift off and ranging, and maximum and minimum spacing when
operating with other arms in the bank. The limits of this envelope should be thoroughly
understood by operators because operating outside it can cause undue stress. Metal arm
installations should have alarms for excessive range and drift.
8.2.6 Forces on manifolds

Most arms are counterbalanced so that no weight other than that of the liquid content of the
arm is placed on the manifold. As the weight of oil in the arms, particularly the larger diameter
arms, can be considerable it may be advisable for this weight to be relieved by a support or
jack. Some arms have integral jacks which are also used to avoid overstressing of the tanker's
manifold by the weight of the arm or other external forces such as the wind.
Some counterbalanced arms are made slightly tail heavy to compensate for clingage of oil
and so that arms will normally return to the parked position if released, not under power, from
the ship's manifold. Additionally, in some aspects of the operating envelope there can be an
uplift on the manifold. For both these reasons manifolds should also be secured against
upward forces.
8.2.7 Tanker manifold restrictions

The material of manufacture, support and cantilever length of a manifold and the spacing
intervals of adjacent outlets must be checked for compatibility with the arms. Manifold
flanges should be vertical and parallel to the ship's side. The spacing of the manifold outlets
sometimes dictates the number of arms which can be connected if interference between
adjacent arms is to be avoided. In most cases cast iron manifolds will be subjected to
excessive stress unless jacks are used.
IDESS, NORWAY AS
8.2.8 Inadvertent filling of arms while parked

To avoid the possibility of an inadvertently filled loading arm crashing on to the ship's deck,
the parking lock should not be removed before checking that the arm is empty.
8.2.9 Ice formation
As ice formation affects the balance of the arm, any ice should be cleared before removing the
parking lock.
8.2.10 Mechanical couplers

For most mechanical couplers the ship's manifold flange face must be smooth and free of rust
for a tight seal to be achieved.
Care should be taken when connecting to ensure that the coupler is centrally placed on the
manifold flange and that all claws or wedges are pulling up on the flange.
8.2.11 Wind forces

Wind loading of metal arms may place an excessive strain on the tanker manifolds as well as
on the arms. At those terminals where wind loading is critical a close watch should be kept on
wind speed and direction. Operations should be suspended and arms drained and disconnected
if wind limits are approached.
8.2.12 Precautions while arms are connected

The following precautions should be taken during the period that arms are connected:
The ship's moorings should be monitored frequently by ship and shore personnel and
tended as necessary so that any movement of the ship is restricted to within the limits of the
metal arm operating envelope.
If drift or range alarms are activated all transfer operations should be stopped and
remedial measures taken.
The arms should be free to move with the motion of the ship. Care should be taken to
ensure that hydraulic or mechanical locks cannot be inadvertently engaged.
The arms should not foul each other.
Excessive vibration should be avoided.
8.3.
Cargo losses during transit
8.3.1 Evaporation
During loading and under the voyage, the lightest and the most volatile parts of the cargo
evaporate. The evaporation and loss of cargo to the atmosphere can be considerable when
transporting lighter qualities of crude oil.
All liquids evaporate.
Boiling water rapidly evaporates to gas. The boiling point of a liquid is the temperature at
which the vapour pressure of the liquid is equal or higher than the pressure of the atmosphere.
A liquid molecule changes into a gas molecule.
But you also know that water doesn't have to be boiled to evaporate and become gas. Water in
an open jar will disappear at normal temperatures. This depends on the movements of the
molecules in the water. They are constantly moving and when they move they collide. The
Page
11
IDESS, NORWAY AS
collisions give some of them enough energy to enable them to break loose from the surface of
the
water and become gas molecules.
The same thing happens in crude oil, but the process is, of course, more complicated. In the
crude gases are dissolved which at normal temperatures exist in the form of gas.
The proportion of such gases gives the crude its characteristics. If you shake a bottle of crude
oil
you can see that the surface foams like a soft drink. Shaking the bottle you give energy to the
sample of crude and the lighter parts will evaporate. Crude oil has no exact boiling-point; it
boils at a certain range of temperatures.
Handling petroleum, and other cargoes, the vapour pressure is of utmost interest. The vapour
pressure governs the way a crude oil will behave during the voyage
You may say that the vapour pressure is the pressure exerted on the enclosed space by the
evaporated gases at a certain temperature.
When a tank is filled with oil, a small space remains at the top of the tank. As the oil
evaporates
and the temperature heightens, the pressure rises in this closed space.
The relation between pressure and temperature governs if a gas should remain in form of gas
or
become liquefied.
When the gas is saturated enough it reaches the dewpoint and the gas is changed into liquid, hi
a
closed space there will be a form of balance where evaporated gas again will become liquid.
Before loading, the tank is filled with inert gas. When you fill the tank with crude oil,
evaporation takes place from the surface of the liquid. The inert gas is forced away by
petroleum
gases. After awhile a layer of hydrocarbons, 1-2 meter thick, will be formed above the surface.
If the situation should be static in the tank during the voyage, a state of equilibrium should be
established where gas evaporates and becomes liquid again.
But the situation in a ship is not static. During the voyage the temperature will vary and the
ship
moves all the time. Energy is given to the cargo in the tanks and the tanks start to breathe.
Sometimes the pressure becomes higher than the allowed pressure for the tanks; a safety valve
opens and hydrocarbons escapes to the atmosphere.
When the temperature on the other hand is lowered, an underpressure is formed in the tank. If
the pressure becomes too low, the valve opens to let inert gas into the tank.
Hydrocarbons will evaporate and cargo is lost. The presence of inert gas does not prevent
evaporation and loss of cargo.
Another way to give energy to the cargo is to wash down the tanks with crude oil (COW)
during
discharge.
It's impossible to estimate how much cargo is lost during such an operation, but it's reasonable
to
believe that considerable amounts of cargo evaporate when COW is carried out using lighter
qualities of crude oil.
This loss of cargo must be considered when light grades of crude oil are transported. Some of
these crudes, the so called spiked crudes, have been mixed with gas before the transport.
To minimize the loss of cargo during the voyage, you have to study the conditions for the
transport.
It's impossible to keep the ship's tanks completely closed. There are valves to regulate the
connection between the tanks and the inert gas plant of the ship.
The pressure of the tank varies with the temperature. The pressure of the inert gas line is
controlled automatically.
Every cargo tank is equipped with a Pressure/vacuum valve, a P/V valve. When the pressure
rises, the P/V valve will open to air. The reverse happens when the pressure is too low. At a
preset value the P/V valve will open and let air into the tank.
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This function is also built into the inert gas system of the ship. Normally, the cargo tanks are
all
connected through the inert gas line which has one or several built in P/V functions.
There is always one mechanical P/V valve at the inertgas line.
There is also, like in M/T IDESS, a water lock preventing the pressure from rising above
what is allowed for the construction. The water level in the lock varies with the pressure at the
inert gas line. When the pressure gets too high the water lock will blow. Remember that
water
evaporates; don't forget to check the lock's water level.
All tanks are connected over the inertgas line, which helps to take care of variations of
pressure,
but impose the risk of contamination between different products and grades through this line.
8.3.2 Sediment
Another type of cargo losses depends on solid particles settling as sediment in the cargo tanks
during the transport.
You will always find sediment in the bottom of the tanks. The quantity of this sediment
depends
on what type of crude oil the ship has been carrying in her tanks. It also depends on the
temperature of the cargo during the voyage During recent years more consideration has been
given to what is called the cloud-point of the crude oil. This is the temperature at which the
wax dissolved in the oil starts to crystallise and become solid.
Depending on this new knowledge more crude oil cargoes are heated during the voyage.
Crude
oils never known to present any problem to transport, and pump, are disposing great amounts
of
wax even at normal temperatures during the voyage.
Sediment is not found only in the bottoms of the tanks. A great deal of wax deposits on the
bulkheads. This is called clingage. The amount of clingage grows if the temperature of sea and
air is low. Certain grades of crude oil are not suited to use with COW depending on clingage
in the tanks.
8.3.3 Conclusion
If you consider all the aspects of measuring crude oil cargoes, you will understand to handle
the
measurements acquired in loading ports and ports of discharge with a caution.
Before discussing the weight of the cargo, you should think of the possibilities making wrong
decisions.
From what we have said you may draw the conclusion that it's impossible to determine a
correct
density, temperature or volume of a cargo of crude oil. But that is of course not correct either.
One thing is true. If there is a dispute over volumes and weights, the ship will be in a
much
better position in this dispute if you use professional routines and document all actions
taken during loading and discharge.
From what we have said you may get the impression that it's impossible to determine a correct
density, temperature or volume of a cargo of crude oil. But that is of course not correct either.
One thing is true. If there is a dispute over volumes and weights the ship will be in a much
better
posit ion in this dispute if you use professional routines and document all actions taken during
loading and discharge.
Advanced Oil Tanker Operation and Safety - Including CO WandIGS
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Recovery of VOC during crude oil offshore loading
NOMENCLATURE
ALFA , [m3/rn3]
: Volume fraction of hydrocarbon gas in gas mixture. GC
: Gas chromatograph
DAP
: Data acquisition program
VOC
: Volatile Organic Compounds
This is a mixture of the crude oil light-end components (gases) methane, ethane, propane,
butane, etc.
NMVOC
: Non Methane VOC.
The Authorities commitment for reduction of light-end hydrocarbon gas emission to the
atmosphere excludes methane. Therefore the conception NMVOC has been introduced.
MVOC
: Methane VOC (NMVOC + methane)
HC
: Hydrocarbon - generally conception for crude oil
IG
: Tnert Gas
In order to reduce explosion risk air ingression is prevented by filling., the cargo tanks with
inert gas during discharging. The inert gas, a combustion gas, typically 83 vol.% Nitrogen, 13
vol.% Carbon Dioxide and 4 vol.% Oxygen, is produced onboard the crude oil tanker.
8.4.1.
Introduction
NMVOC released to the atmosphere reacts in sunlight with NOX and contributes to ground
level ozone. The ground level ozone has detrimental effects on human health and on the
environment. Loading of crude oil tankers offshore and at terminals are identified to be the
most significant contributors to the NMVOC emissions in Norway.
Norwegian authorities have, by signing the ECE convention, committed themselves to reduce
the total emission of NMVOC from the Norwegian Continental Shelf and Norwegian
economical zone south of 62 latitude by 30 % within 1999 as compared to 1989 NMVOC
emission level. Further, the total Norwegian NMVOC emission in 1999 shall not exceed the
1988 level. The main objective is to reduce all emissions to the environment to a sustainable
level.
Statoil's and the oil industry goal is to contribute significantly in reducing the NMVOC
emission without Governmental interventions.
Being a major offshore crude oil loading operator, Statoil initiated the "NMVOC recovery
project - offshore loading". A NMVOC absorption recovery concept was selected. In 1994 a
pilot plant was installed onboard the shuttletanker M/T "Tove Knutsen" for testing of this
concept. During 1996 and the first quarter of 1997 the testing was completed. This report
presents results from these tests.
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8.4.2. Recommendations
The test results show that the absorption plant meets the project's original requirement of
minimum 70 % NMVOC recovery. This conclusion is based on 5 successful tests during
Phase I of the project.
Based on these test results it is recommend to proceed with Phase 2 - the design, construction
installation and testing with a full scale prototype. The prototype should be installed onboard
one of the dedicated shuttle tankers serving the Statfjord field as these are the major
contributors to the NMVOC emission offshore within the Norwegian Continental Shelf.
8.4.3. Conclusions & Summary

The NMVOC recovery unit tested onboard M/T "Tove Knutsen" achieved a measured
NMVOC recovery efficiency of 70-80 wt%. The Plant was operated under good weather and
in bad weather up to the limit of buoy connection. Had the plant been operated without
interruptions and stops, a NMVOC recovery efficiency of 80-87% is estimated.
Re-circulation of VOC during loading, is recorded, but as it only increases the VOC flow with
less than 10 %. it will not have significant impact on a full scale plant. After completed
loading there is a continuously, but very small release of VOC gas from the cargo before the
cargo tank condition stabilises. The VOC loss during loaded voyage was found to be less than
10% of the measured loss during loading. The difference in transport emission between tanks
with and without recovered VOC is insignificant. The loss of VOC during transport can easily
be reduced to 3-5% of the loss during loading, by installing a pressure control valve on the
main inert line. Only small amounts of inert gas is being absorbed in the cargo crude during
plant operation.
The phenomena "roll over", a subject raised by the vessel operators and others, was not
encountered. Sudden "roll over" particularly in a full tank can only be caused by instability
due to a heavier fluid on top of a lighter one. The density of the cargo is dependent on
temperature and composition. During the transport voyage the cargo is cooled faster at the
bottom than at the top increasing the stability of the cargo. For one of the tests it is estimated
that the content of MVOC in the cargo tank increases with 0.1-0.2 wt % from the free cargo
oil surface to the bottom. The recovered MVOC increases the total MVOC content of the
cargo with only 2-4 %. This will not give a measurable difference in density. With the above
in mind, it is not surprising that during the 5 tests there has been no evidence of "roll over" of
the cargo.
8.4.4. Backgrounds
In the mid 1980's it was observed a systematic difference in the "bill of lading" figures
recorded at the offshore fiscal meter installations at the Statfjord and Gullfaks fields as
compared with the receiving terminals measured figures.
Measurement onboard two shuttletankers during, 1987-1989 verified that the cargo loss was
mainly due to emission of VOC during the loading operation. The measured VOC emissions
in wt % of total loaded cargo were for eight Statfjord cargoes in the range 0.15 - 0.26 wt %
and 0.06 wt % for one Gullfaks cargo.
Typical factors effecting the emission of VOC are:
- the crude vapour pressure
- the crude temperature
- weather conditions
- cargo tank configurations
- crude oil washing procedure
- procedures for crude oil loading
- hydrocarbon gas left in the cargo tanks when arriving at the field
- etc.
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Reasons for developing concepts for VOC recovery during offshore loading were to:
- reduce cargo loss
- reduce environmental impact
During 1992, technology screening projects for possible VOC recovery concepts were
initiated and concluded. As part of the screening laboratory test work was carried out. It was
decided to continue with a NMVOC recovery concept absorbing the NMVOC back into the
crude cargo, thus maintaining the crude oil quality as received from the field installation. Main
reasons for selecting this concept was the simplicity and the low cost.
8.4.5 The Emission Process

8.4.5.1 General
During crude oil discharging, inert gas (IG) is supplied to the crude tanks to prevent air ingress
and reduce risk of explosion. At the end of discharging, the cargo tanks atmosphere are IG
mixed with a portion of hydrocarbon (HC) gas.
The mixture of IG with a relatively low concentration of HC is a condition favouring
vaporisation of the VOC component in the crude. During loading, the light HC components of
the crude will vaporise to attempt to establish an equilibrium between the crude oil mole
fraction and its partial pressure in the vapour space.
At start of loading, the IG and hydrocarbon vapour mixture is displaced from the cargo tanks
at a rate equal to the sum of the crude loading rate and the hydrocarbon vaporisation rate. This
rate can rapidly increase to as much as 2 to 3 times the loading rate, and then gradually
decrease towards the loading rate as the tanks fill up. This is caused by the increased
hydrocarbon concentration in the vapour space and a possible depletion of light hydrocarbons
in the upper cargo layer. Because of the dilution effect of the IG and continuous degassing
during loading the amount of gas and vapour leaving the tanks may typically be around twice
the loaded volume.
The above description represents an ideal or theoretical situation. Many factors will however
have an effect on the vaporisation and decreasing rate. Some are:
Concentration of light hydrocarbons in the crude oil:
A high concentration of light hydrocarbons will increase the vaporisation rate and more
hydrocarbons are emitted into the tank's gas atmosphere.
Composition of the light hydrocarbons in the crude oil:

A high content of methane and ethane in the crude will result in a hydrocarbon vapour lighter
than the inert gas and the two gas phases will mix relatively fast due to convection resulting in
a rather uniform IG/HC gas composition in the tanks. This promote vaporisation of
hydrocarbon gas from the loaded crude, and the vaporised hydrocarbons will be displaced
with the off gas from the tanks as soon as the loading is started. The concentration of
hydrocarbons in the gas emitted from the tanks will increase approximately linearly as the
loading progresses. This situation will be close to the "theoretical" description above. Figure 1
(test 3 and 4) shows an example of such a behaviour.
If, however, the HC vapours are heavier than the inert gas, the convection will be reduced and
as the diffusion has an order of magnitude of only 0.5 m/h, the released HC-gas will not blend
as readily with the IG. The heavier vapours will tend to settle close the crude surface. This
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stratification effect will reduce the HC vaporisation rate. Composition of the displaced gas
from the tanks will initially be equal to the composition of the tank atmosphere at start of
loading, which mainly is IG.
Diffusion and circulation effects in the cargo:
As hydrocarbons vaporises from the crude surface, the upper layer of the crude is depleted
with light HC and the vaporisation rate is reduced. Light HC are brought to the crude surface
by diffusion or by circulation of crude in the tanks. The diffusion rate is relatively slow. If this
is the only effect bringing more light hydrocarbons to the surface, the diffusion rate will
probably be limiting the vaporisation rate. If however there is a large temperature difference
between the crude oil and the tank walls, convection cooling will cause circulation in the tanks
and thereby maintaining the concentration of light hydrocarbons at the crude surface.
Loading time:
Because the release of hydrocarbon gas from the cargo is an unequilibrium process, the
emission of VOC will be greater the longer the time needed to load a tank.
Previous cargo:
The concentration of HC in the IG atmosphere in the tanks after discharging depends on
several factors relating to the previous cargo. Normally the tanks will be filled to about 98%
leaving only a small gas space on top. The gas space will normally have a very high
concentration of hydrocarbons. During discharging, IG is supplied to the tanks. This will
dilute the HC gas to a low concentration after completed discharge. Some vaporisation will
occur as the concentration of hydrocarbons decreases, but since unloading in most cases takes
place without any movement of the vessel, diffusion of light hydrocarbons to the crude surface
is probably limiting the vaporisation rate. The resulting effect is low HC gas concentration in
the empty tanks.
Weather effect:
The weather caused movements (roll and pitch) of the tanker will tend to increase the rate of
vaporisation due to increased circulation in the crude and gas atmosphere in the tanks,
splashing of the crude on the surface and a higher degree of blending between HC vapour and
IG.
Shortloaded tanks:
If a tank is shortloaded, the vapour space will be larger and the initial amount of hydrocarbon
gas will be larger. During discharge less IG volume is supplied and the final concentration of
hydrocarbons in the empty tanks will be higher. Long discharging time will increase the final
concentration of hydrocarbons. Long stops in discharging ( several hours ) may result in so
much gas release from the cargo that the tanks must be temporarily vented to the atmosphere
to prevent excessive tank pressure. During normal discharging, this will not happen.
Crude oil washing (COW):
COW of the tanks after discharging is done to clean the tanks for possible sediments and
deposits from the crude. Crude oil under high pressure is used to flush the tank and bottom
This operation results in an increase in the amount of HC vapour left in the tank.
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8.4.5.2
Effects on the recovery process
The concentration of HC in the tanks after discharging contribute to HC loss from the tanks
during the next loading. A high concentration of HC in the vapour space will tend to reduce
the VOC vaporization rate from the loaded crude. The gas displaced from the tanks will have a
higher concentration of HC already from the start of loading. Model tests and full scale
measurements show that the total emission of VOC will become larger.
After completed discharging a variation of volume fraction VOC from 0.05 to 0.4 has been
observed. The amount of VOC released from the cargo during discharging, may in the latter
case contribute with as much as 1/3 of the total emission during loading.
The presence of inert gas and partly also methane in the gas emitted from the tanks during
loading reduces the efficiency, increases the size and increases the power requirement for all
known processes for recovery of hydrocarbon gas. This makes a potential for the so called
"moving of tank atmosphere" concept. While this concept increases the volume fraction of
hydrocarbon gas in the atmosphere of the tanks being unloaded and loaded and thus reduces
the release of gas from the cargo, it also presents better conditions for a recovery plant. The
reason is the increase in both the period of the loading where plant operation is not required
due to very low hydrocarbon gas content, and the period where the content of hydrocarbon gas
is very high. The latter means increased recovery plant efficiency during part of the loading.
8.4.5.3 The Process
In the following the Main process will be discussed. Instrumentation is covered in a separate
in a separate section. Loading of the test tank is done through the "loading line", an off-take
from the North Sea line. The loading rate to the test tank is approximately 700 m3/h giving
approximately
10 hours of loading before topping of tanks. A side stream, 5-20% of the loading rate, is
routed to the recovery process. The temperature of the loading oil is typically 30-40 C and
dependent on operational code, the side stream is pumped to 5-9 barg before it is cooled. After
cooling the
011 enters the absorber column.
During loading hydrocarbon gas is released from the cargo oil and the tank atmosphere can
change from approximately 100% inert gas to close to 100% hydrocarbon gas.
All the gas emitted from the test tank is routed to the recovery unit. The gas is compressed in
the compressor before it enters the column. For safety aspects, a recovery unit bypass line is
installed. This line routs gas directly from the test tank to the main inert line when the gas
flow exceeds the compressor capacity. In addition to the local PV-valve on the tank, a low-low
pressure switch is installed on the compressor.
In the column oil and gas are mixed. Gas will be absorbed in the oil in a counter-current
manner. Gas not absorbed, mainly inert gas, leaves the column top and is routed to the main
inert line before escaping to the atmosphere through the riser.
The crude oil leaving the bottom of the column, oil with absorbed hydrocarbon gas and some
inert gas, is then led to the Biphase Rotary Separator Turbine (BRST), which serves as an
intermediate pressure let-down stage. This stage operates at approximately 3 barg. The
intention was to remove some of the inert gas that was absorbed in the column before the oil is
mixed with the oil going to the tank. This could have been accomplished with a simple vessel
separator with pressure let-down over series of valves or orifices. The BRST was chosen for
several reasons; it promised to provide a smooth pressure drop, it was very compact and an
energy recovery potential was foreseen. Gas flashed off in the turbine is routed to the main
inert line.
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IDESS, NORWAY AS
The oil leaving the turbine is mixed with the main loading oil and routed to the bottom of the
test tank through a series of orifices and a manual control valve. The control valve is operated
from above deck so that vacuum in the drop line is prevented.
8.4.5.4
The Reference Tank
The reference tank, is identical to the test tank with respect to vessel location, size and
dimensions. The vessel is loading the reference tank with the same rate as the test tank. Gas
flow and gas composition from the tank are monitored by instruments located on the tank inert
line. The difference in emission between the reference tank and the test tank can then be
compared.
8.4.6
Test results & comments
8.4.6.1
Test results
A total of 5 successful tests were performed. The pilot plant as operated in the five tests has
shown a recovery potential of 80-90% of the NMVOC normally emitted to the atmosphere. At
ullage 2 m topping of tanks starts and is finished at ullage 1.4 m. The tanks are then
approximately 98% full (at ullage 1.0 m the tanks are 100% full). For tests where plant was
shut down before ullage 2 m the extra emission has been estimated.
8.4.6.2
Intermediate Pressure Let Down (BRST)
An intermediate pressure let down stage was included in the pilot plant design in order to
remove the inert gas that was absorbed in the column. Process simulations done in the early
phase of the project indicated that a pressure let down stage at 4 bar would provide the best
removal of absorbed inert. However, based on the performed test runs it is concluded that a
full scale recovery plant should be designed without such a stage. It is only early in the
loading such a stage is favourable with respect to inert gas removal. Later in the loading the
loss of VOC's exceeds the removal of inert gas. The total mass flow rate out of the
intermediate stage is also low compared to the column overhead rate which indicates that the
wanted inert removal is best achieved by changing the column operational mode during
loading.
8.4.6.3
Recycling and Absorption of Inert Gas in the test Tank
The recycled mass of inert gas and hydrocarbons reported is actual measured values. In test 1
through 3 we did not manage to get a stable turbine operation. Relatively large amounts of
gas, which normally should have been discharged to the main inert line, was withdrawn with
the oil and down to the test tank. In test 4 the turbine was operating well throughout the test
except from the last 2.5 hours. During this 2.5 hours gas from the turbine was led down to the
test tank. In test 5 the turbine was not used. It is however not possible to draw any
unambiguously conclusions of how this turbine gas is effecting the amount of recycling.
8.4.6.3.1
Recycling of Hydrocarbons
In an tests it is clear that mainly the lighter components are recycled. Ethane and propane are
alone responsible for approximately 60-70 % of the recycled mass. However, the reported
recycled mass is not worrying with respect to the compressor capacity. In average over the
plant operation period, the reported recycled mass corresponds to approximately 50 - 200 kg/h
which is below 10% of the capacity of the present compressor.
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8.4.6.3.2
Recycling and Absorption of Inert Gas in Test Tank Cargo
Small quantities of inert gas are absorbed in the cargo oil. The data for tests 1, 2 and 3 is
somewhat uncertain due to a fluctuating pressure control valve on the column which the
column gas flow meter, and some disturbances in the compressor discharge flow meter due to
vibrations. It is therefore difficult to split the absorption of inert gas into components as done
for test 4 and 5. Before test 4 modifications to the plant was done in order to in the accuracy of
these flow meters. In test 4 the turbine worked satisfactorily and in test 5 the turbine was not
used. For these two tests it is clear that nitrogen gas is neither absorbed nor recycled.
However, a small amount of CO2 gas was absorbed in both tests and there are indications of
CO2 being recycled in test 4.
8.4.6.4
Oil and Gas Sampling
Samples were taken from the cargo being loaded. A test rig on board was used to find the
bubble point and the equilibrium pressure as function of released amount of gas at
approximately 30 C, which is close to the temperature of the loaded cargo. For some samples
this was done also for one higher and one lower temperature. At 30 C the bubble point varies
from 1.40 bar to 2.12 bar. At the same temperature a considerable amount of HC gas has to be
released from the crude oil to reduce the bubble point down to 1.0 bar.
8.4.6.5 "RollOver"'
Some hours after completed loading of the test tank, an equilibrium situation was obtained
where no more gas was released from the cargo. The partial pressure of HC gas in the tank
atmosphere was then approximately 1.0 bar. The bubble point of the cargo close to the surface
must then also be around 1.0 bar. Even with a small decrease in the cargo temperature, not
enough gas was released from the cargo to reduce the mean cargo bubble point down to 1.0
bar. This is explained by that the cargo deeper in the tank contains more gas than the cargo at
the surface level. A possible "roll over" of the cargo, would have brought cargo from the
bottom to the free surface with a sudden increase in gas release.
This type of "roll over", particularly in a full tank, can only be caused by instability due to a
heavier fluid zone on top of a lighter one. The density of the cargo is dependent on
temperature and composition. At least during the transport voyage the cargo is cooled faster at
the bottom than at the top increasing the stability of the cargo.
8.4.6.6
Release of Hydrocarbon Gas During Transport Voyage
Emission of VOC during the cargo voyage has a rate several orders of magnitude less than
during loading. The flow meters installed to measure the latter are therefore not capable of
measuring the former. The emission during the cargo voyage was therefore measured
indirectly by closing off the tanks temporarily and measuring the pressure increase as function
of time. Knowing the free gas volume, the molecular weight of the released gas and the
temperature, it was then possible to compute the rate of release of gas from the cargo. This
was done on all tests except the first one. Repeating this process more or less frequently until
no more gas is released from the cargo the emitted mass of VOC during the cargo voyage was
found both for the test tank and the reference tank. Keeping the pressure as high as possible in
the tank atmosphere, will reduce the emission on the cargo voyage. The largest emission of
VOC is now found to be only 3 % of the emission from the reference tank during loading.
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8.4.6.7
Increased CO2 Emission Due to High Power Consumption
A full scale VOC recovery unit for use on board shuttle tankers will most Probably have a
power requirement of 1,500 - 2,000 kW. It is important to note that with respect to
environmental impact the extra emission of CO2 related to the generation of this power is
insignificant compared to the reduction of emitted hydrocarbons during loading. In the below
table this is visualised by converting the loss of hydrocarbons during loading to a CO2equivalent emission. In the table a 140,000 m3 vessel is used and the mass fraction of methane
in released gas is set to 0.023 and 0.18 for Statfjord and Gullfaks respectively. The C02equivalent is 1.7 and 21 for NMVOC and methane respectively.
Extra emission of CO2 due to power Generation ( diesel generator).
Field
wt% loss of
cargo during
loading
Mass FC lost
during loading,
kg.
Losses converted to CO2- Mass CO2 generated during

equivalent mass, kg
power generation in kg. 18 h
period 0.7 kg/kW-h
Slalijord
Gullfax
0.2
0.14
233,800
170,520
501,200
882,300
CO2 emission due to power

generation in % of total CO2equivalent emission.
1,000 kW
2,000 kW
1,000 kW
2,000 kW
12,600
12,600
25,200
25,200
2.5
1.4
5
2.9
Assuming a recovery plant efficiency of 80 % and a power consumption of 2000 kW the total
CO2 equivalent HC emission related to Statsfjord oil loading is reduced by 75 % including the
extra CO2 emission related to power generation.
8.5
Ballasting and deballasting
8.5.1 The ballast voyage

The basis for safe and efficient cargo handling operations begins during the ballast voyage.
For
each cargo voyage, the vessel must be able to demonstrate that it has been maintained in a
seaworthy condition throughout and has done everything necessary for the proper care of
the
cargo.
Ballast water is used in tankers to increase seaworthiness and stability, equalise stress on the
hull,
and improve manoeuvrability and fuel economy. Some ballast plans have the additional
objective of reducing vibration underway. To minimise hull stresses, ballast tanks should be
filled in the order indicated by the ship's ballast plan, and in proper co-ordination with the
discharge plan.
Normal ballast plans produce a trim of between one and three meters by the stern. Careful
attention to the trim of the ship can add as much as 0.5 knot to the voyage speed. A larger trim
is
essential for good draining while tank washing. The master is responsible for selecting a
ballast
plan for a safe and economic passage.
An approximate guide for the amount of ballast suitable for different weather conditions is:
Wind force
Recommended ballast tonnage
up to 4
30%ofDWT
4 to 6
above 6
37%ofDWT
42% of DWT
Ducted propellers require deeper stern drafts to reduce vibration. The ballast quantity must
take account of the draft limitations of the fairway or channel, and the height limitations of
overhead
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bridges and power cables. Required air draft may be achieved by trimming the ship by the
stern rather than by adding ballast.
If no CBT/ SBT capacity has been provided, ballast must be taken into dirty (or crude oil
washed), cargo tanks. Such ballast becomes dirty ballast and must be disposed of according
to MARPOL regulations. Any oil floating on top of the ballast water may be measured and
declared as pumpable cargo by surveyors.
8.5.2 SBT Systems

Before 1978, one of the tanker procedures which has most frequently resulted in operational
pollution of harbours was taking ballast following the discharge of cargo. In 1978, the
International Maritime Organization adopted the MARPOL 1978 Protocol. This
comprehensive anti-pollution agreement includes requirements for certain ships to be provided
with ballast tanks, pumps and pipelines which are completely segregated from the ship's
cargo systems. Ships whose ballast systems meet the applicable requirements are certified as
Segregated Ballast Tank (SBT), tankers.
The SBT tanks are required to be protectively located on all new crude carriers over 20,000
DWT and all new product carriers over 30,000 DWT. The protective location is intended to
reduce accidental pollution due to collision or stranding. The SBT tanks can contain sufficient
ballast to achieve an amidships draft in meters of 2 + 0.02 x LBP, with the propeller
immersed. This is enough for all but hurricane or typhoon conditions if course and speed are
properly adjusted in heavy weather.
Additional ballast can be taken in the ship's cargo tanks if the master thinks it necessary. This
is done by means of a special pumproom cross-over connection (removable spool piece or
blind), between the ballast and cargo systems. Heavy weather ballast carried in cargo tanks
which have been crude oil washed but not water washed must be handled as dirty ballast.
8.5.3 SBT pollution

SBT is not a fail-safe means of preventing pollution. Petroleum cargo can enter the SBT tanks
through bulkhead leaks. SBT tanks can also be contaminated by cargo leaking into ballast
piping which passes through cargo tanks, or by cargo leaking out of cargo piping which passes
through ballast tanks. To maintain the maximum pollution safeguards while using SBT,
routine operational checks and piping integrity tests must be carefully followed. Bulkhead
leaks or ballast piping leaks can be sources of SBT contamination producing pollution and
explosion hazards.
Case study
In June 1987 and March 1989, two different vessels commenced taking on ballast water into
segregated tanks by gravity (without use of the ballast pumps), soon after commencement of
discharge of cargoes of crude oil. Unknown to the vessel's crews, the ballast lines had
fractured within the cargo tanks through which they passed. Instead of ballast water flowing
into the ship, the greater head pressure of oil in the cargo tanks caused about 35 barrels of oil
to escape via the segregated ballast sea valves into the harbour.
Case analysis
If the vessel had maintained a program of ballast line integrity checks on each ballast voyage,
the defects should have been discovered and the pollution incident avoided. If there is any
doubt about the integrity of ballast lines on a ship, then ballast should only be loaded by
pumping. In this case, the ballast tanks would have later been found contaminated by cargo,
but that would have been an easier problem to fix than a pollution incident.
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8.5.4 SBT operations in the discharge port

Before taking on ballast at the discharge port, it is advisable to vapour test the atmospheres of
the ballast tanks. Before taking on SBT, open the tank filling valve a few minutes prior to
opening any other valves. Then inspect the ballast tank for any oil ingress as stated. Presence
of hydrocarbon vapours in a ballast tank will indicate either a bulkhead or pipeline leak.
Whatever the cause, the ballast piping to the affected tank will have to be flushed, and the tank
washed before it can be used for clean ballast. The tank may be ballasted without washing, but
the ballast will have to be handled as dirty ballast when it is discharged. The required entry
must be made in the oil record book.
8.5.5 SBT contamination procedures

Once any contaminated ballast tanks have been suitably cleaned and ballasted, the vessel may
depart for sea.
After the vessel is at sea, the cargo tank(s) adjacent to the contaminated ballast tank can be
washed, ventilated and entered to examine the adjacent ballast tank bulkhead for leaks. (Keep
in mind that some cracks will leak with pressure on one side, but will be forced closed by
pressure on the other side one-way leaks) If the leak is located, the ballast tank can be
emptied and the leak coldpatched with composition adhesive.
The location of the leak must be reported to owners/managers for permanent repair at the
earliest opportunity. After the ballast is discharged at the loading port, the ballast tank can be
ventilated and entered and the other side of the leak temporarily repaired, if necessary, before
cargo is loaded.
If no bulkhead leak can be found, and particularly if the contamination appears in more than
one ballast tank, a pipeline leak should be suspected. Test for a pipeline leak by leaving the
ballast suction/fill valve to an affected ballast tank open during the ballast voyage and look for
an accumulation of water in the empty cargo tanks. The water will indicate the location of the
leaking pipe section. When the leak is located the cargo tank must be washed and ventilated
and the affected section of pipe clamped to restore ballast system integrity until a permanent
repair can be made. The installation of the pipe clamp, the type of clamp used, exact location
of the leak, and the names of personnel who made the temporary repair must all be recorded in
the preventive maintenance program record. The leaking pipe section must be scheduled for a
permanent repair at the earliest opportunity, not later than the next shipyard period.
8.5.6 SBT precautions

Normally SBT tanks are filled while the cargo is being discharged, and emptied while cargo is
being loaded. SBT provides an economic saving by permitting the vessel, to be able to sail
immediately after completing discharge of cargo. Without SBT, when the cargo has been
discharged, the ship would be in a hogged condition, with the amidships empty and the
heavier
bow and stern structures tending to arch the keel of the ship. To prevent these stresses, ballast
will normally be taken in the amidships segregated ballast tanks first. The forepeak and
afterpeak ballast tanks are filled last.
SBT hatches must be kept closed when handling cargo or ballast to avoid drawing
hydrocarbon
vapours into the tanks. (SBT tanks are not normally connected to the IGS system.)
Do not overflow the ballast tanks in port: it may wash oily residues from the deck overboard,
causing pollution.
Vessels which ballast in rivers or shallow harbours tend to accumulate sediment in their
ballast
tanks. Tanks with sediment accumulation should be washed and if necessary entered and
descaled on the loaded passage. All confined space entry procedures must be followed while
cleaning ballast tanks.
Advanced Oil Tanker Operation and Safety - Including CO W and IGS
IDESS, NORWAY AS
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8.5.7 SBT corrosion

Many SBT tanks are fitted with sacrificial anodes to protect the uncoated steel structure. The
chief officer must remember that the anodes only protect those parts of the structure which are
completely immersed in ballast water. When ballast tanks are filled they should be pressed-up
to the deckhead after departure, and maintained 100% full throughout the voyage. Any slack
(ullage) in ballast tanks will promote accelerated corrosion of the under-deck structure.
8.5.8 Ballast tank icing

Vessel's entering Canadian, Norwegian, or other high-latitude waters during the winter season
should replace any fresh water ballast with salt water to reduce the freezing point of the
ballast. In extreme cold weather, when even salt water ballast may freeze, tanks should he left
slack. Before discharging, fill the tanks sufficiently to break up any ice against the under-deck
structure. This will prevent the ice from forming on or clinging to the under-deck area in large
chunks which may damage ullaging equipment or ladders when falling to the tank bottom.
8.5.9 Written ballast plan

The chief officer must prepare a ballasting plan for each loading and discharge port. The plan
may be part of the general loading or discharge plan, in which case it should be set out in a
separate section. The plan is prepared by considering the berth draft and freeboard restrictions
and stresses on the hull resulting from the off-loading plan. The plan should be issued to the
watch officers before arrival at the port so that it can be reviewed by them and discussed as
necessary.
8.5.10 Clean ballast tank systems and procedures

Tank ships which are not equipped with segregated ballast tanks (SBT) may use their cargo
system piping to take ballast into tanks reserved from carrying cargo. These reserved, clean,
ballast tanks (CBT), are either original cargo tanks set aside for this purpose, or specially
constructed tanks. The original purpose of the CBT concept was to provide an interim step
between the earlier system of placing ballast in cargo tanks, and the ultimate goal of requiring
SBT for all tankers. CBT was intended to reduce creation of oil and water mixtures on ships
which:
Are not provided with SBT, or
Cannot COW because they do not carry crude oil,

Some CBT tankers have a pump and line sections reserved for ballast. The ballast operation
for these ships are a combination of CBT and SBT procedures.
The CBT filling and discharge procedures involve several opportunities for a pollution
incident if they are not conducted exactly according to approved procedures. (See Annex I of
MARPOL 73/78)
8.5.11 Clean ballast systems

The requirements for CBT systems and CBT operations are detailed and specific. They are set
forth in IMO Resolution A.495 (Xll) of 1981. Unlike segregated ballast tank (SBT), systems,
clean ballast tank ships do not have complete separation of the ballast and cargo systems. A
CBT ship uses some of its cargo piping, pumps, and valves to load and discharge ballast from
the clean ballast tanks. However, it has become an apparently permanent fixture of older
tankers, giving them an extended economic life and continued opportunities to cause
operational pollution. The CBT system has added complexity to existing tanker operations.
Using it properly requires careful study of the particular system, close attention to the
procedures for conducting each step of CBT operation, and time. The most difficult CBT
operation is ballasting at the discharge port.
1DESS, NORWAY AS
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8.5.12 CBT operations in the discharge port

All CBT operations begin by flushing cargo pipelines with water from the clean ballast tanks.
In the discharge port, where the ship arrived full of cargo, the CBT tanks must either contain
retained ballast for flushing, or flushing water must be added over the top while the ship is
discharging. If adequate ballast for flushing was not retained when departing the loading port,
it may be added in the discharge port using the ship's fire main system, bilge and ballast
system, or through some other means. The ballast tanks must contain an amount equal to
either ten times the volume of the piping they are required to flush, or enough ballast water to
prevent vortexing until the piping has been run full of water. This amount will be specified in
the ship's CBT manual.
8.5.13 CBT manual
Each tank vessel which operates in the CBT mode is required to have a CBT operations
manual
specifically prepared for it. The required content and format of this manual is prescribed in
the
IMO publication Dedicated clean ballast tanks, revised specifications for oil tankers with
dedicated clean ballast tanks and standard format for the dedicated clean ballast tank operation
manual.
An example CBT operation manual and diagram are included in the IMO booklet. Despite the
IMO efforts to Provide clear direction for CBT operations, many vessels do not conduct their
CBT operations properly.
The IMO guidelines should be recognised as the minimum written procedures an operator
should
provide to insure correct ballast operations. It is recommended therefore that management's
should take care to prepare scrupulously detailed and illustrated instructions for
each CBT operation. The instructions should include the following:
Presentation of the CBT operations by type, i.e.:
Loading port operations. Extra or heavy weather ballast. Discharge port operations. Other
operations.
Identification of all CBT valves by number.
Presentation of CBT operations in single steps.
Illustration of each step with a colour-coded line diagram.
Checklists for each CBT operation.
Instructions for scaling, lashing, or locking critical valves which must remain closed.
8.5.14 Ballast records

All details of ballasting operations must be recorded in the oil record book. Dirty ballast
operations are also recorded in the port log. The deck log book is used to record:
Dirty ballast taken on in port.
Dirty ballast taken on in river or sea.
Clean ballast taken on.
Dirty ballast discharged at sea.

vessel's positions at the time of ballasting.
IDESS, NORWAY AS
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8.5.15 Preparing for heavy weather ballast - taking dirty ballast

Ballast quantities as low as 25% of the ship's dead-weight may be sufficient for un-docking
operations in most ports. Ballasting will continue as the ship departs the discharging port until
all the ballast required by the departure ballast plan is on board. In most cases, the draft and
trim produced by the SBT or CBT capacity of the ship is sufficient to manoeuvre in port and
proceed en route to the next loading port without undue fuel consumption or damage to the
vessel. Additional ballast may be taken into the ship's cargo tanks if the master thinks it is
necessary for the safety of the ship. This does not mean that the master can ballast dirty cargo
tanks to maintain desired speed in adverse weather. The most effective ways to reduce damage
in heavy weather are to reduce speed or alter course. Only when these measures have been
taken may additional ballast be loaded in the cargo tanks to ensure the safety of the ship.
When it is probable that additional ballast will be needed during the voyage, the appropriate
tanks will be required to have been crude oil washed. Ballast water that has been put into a
tank that has been crude oil washed, but not water rinsed, shall be regarded as dirty ballast
and handled accordingly. Ballast water shall not be put into tanks that have not been crude oil
washed.
8.5.16 Crude oil tankers without CBT or SBT

Crude oil tankers without CBT or SBT must ballast cargo tanks before departure from the
discharge port. Ballast should not be put in cargo tanks unless they have been crude oil
washed and water washed. The selected cargo tanks are discharged early in the discharge
program. A complete COW cycle is performed in the selected tanks, with particular attention
to the thoroughness of the bottom wash. The tank fill and suction lines should be stripped,
then isolated with two valve-separation from any continuing cargo operations. The tank fill
lines should be flushed to a slop tank (if available) before filling the selected tanks with
ballast.
8.5.17 Ballasting factors

Selection of a ballasting arrangement is normally not an option for the tanker's crew. The
locations of the SBT or CBT tanks dictate where ballast is to be carried. When additional
ballast is carried because of anticipated heavy weather, or because of ballast tank cleaning or
repairs, the following factors should be considered:
8.5.18 Stress on the hull

The location of the ballast contributes to three kinds of stress on the hull:
1.
An empty tanker is subject to bending stresses caused by the relatively heavy
structure at the bow and the stern, (where there is less buoyancy), combined with the light
structure and excess of buoyancy amidships. An empty tanker is said to be hogged.
The main deck is in tension, and the keel is compressed by this bending force. Adding ballast
to the midship area tanks reduces this bending force. The midship ballast tank should be filled
first to minimise stress during ballasting. Likewise, the sequence of subsequent tank filling
should be selected to minimise hull stresses during the filling operation.
2.
Shear stress is caused by uneven distribution offerees at adjacent parts of the hull,
such as at a transverse bulkhead separating a ballasted tank from an empty one. The ballast
pattern must not produce shear forces which would exceed the yield point of the steel hull.
The calculation of bending and shear forces is complex for the designer. This calculation has
been simplified for the master/chief officer by providing a set of stress moment tables or
approved computer program. The chief officer can quickly determine
IDESS, NORWAY AS
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26
the stress numerals for a proposed loading plan by using a customised computer
program.
Each tanker must also be provided with a stability booklet, with which an officer can
calculate the stability and stresses of his ship using only pencil and paper. The stability
book is essential because computers fail, and because they are most likely to be
unavailable when a ship is damaged, and a stability calculation is most needed.
3.
Localised structural stresses are also produced by the ballast pattern. In general, the
longitudinal bulkheads of a tanker are more resistant to outward force (due to the heavier wing
tank framing), than to inward pressure. It is better to ballast the centre tanks than the wing
tanks. Also, a checkerboard ballast pattern tends to stress the brackets in the ballasted tanks
as it sets up a wave deflection pattern in the longitudinal and transverse bulkheads.
Where ballast will be changed during the voyage, the stability and stress must be evaluated for
each step of the procedure to ensure that the maximum allowable at sea stress conditions will
not be exceeded while changing from one set of ballast tanks to another.
8.5.19 Draft and trim

The minimum draft for manoeuvring a tanker in SBT or CBT ballast is mandated by IMO
convention. Beyond that requirement there are other considerations the master and chief
officers
must be aware of.
Sufficient propeller immersion is important to prevent cavitation erosion of the propeller blade
tips.
The forward draft should be sufficient to prevent the bow from slamming or pounding in
heavy
seas, but not so deep that seas are taken over the bow.
Trimming for speed is possible if the behaviour of the ship in ballast has been carefully
studied.
Gains of 0.4 knots for the same fuel consumption are possible through careful adjustment of
the
ballast trim. The optimum trim for a 140,000 DWT ship is about four meters.
Trim and the ballast pattern together influence hull vibration. Vibration increases hull fatigue
and the incidence of cracking. A ballast plan which reduces vibrations is preferred. To ensure
that maximum time is spent at best draft and trim, the tank washing and ballast changing
operations should be completed in the shortest time possible.
8.5.20 Motions
Placement of ballast within the hull affects the motions of the ship at sea. The rolling period of
the ship can be increased by placing ballast outboard, in the wing tanks, structural strength
permitting.
Pitching can be reduced by ballasting tanks near amidships, instead of at the ends of the hull.
This also helps to reduce pounding.
8.5.21 Fuel consumption
Although heavy weather may be anticipated on a voyage, taking full heavy weather ballast on
departure will significantly increase fuel consumption. It is preferable to take ballast for
moderate weather and to divert the vessel's course as recommended by a weather routing
service. A weather routed vessel normally arrives earlier, or not later than, one which pursues
the direct route. Weather routing produces less wear and tear, and lower fuel consumption
than the ship which slogs through the storm.
IDESS, NORWAY AS
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27
8.5.22 Corrosion
Intelligent ship owners ensure that the ballast tanks are protected against corrosion by tank
coatings and/or cathodic protection. Where cathodic protection is carried the tanks must be
filled completely for the under-deck structure to receive the protective benefit of the anodes.
The best way to insure this is to open the tank lids after the vessel is at sea, and fill the ballast
tanks to overflowing. Do not do this in port! it is better to fill the ballast tanks to a safe ullage
in port, and press then up to the vents or tanktops after departure.
8.5.23 Ballast records

A comprehensive file of ballast plans should be maintained. The record should indicate all
weights in the ship (ballast, fuel, and water), along with the drafts produced, and an indication
of the speed and fuel consumption achieved. The record is best maintained by computer files,
or in a bound journal with the facing pages being a ballast diagram and a page of text and
notes of the ballast voyage particulars.
All ballast handling details must also be recorded in the oil record book. Exact times and
positions of discharging ballast or decanting slops should be recorded and may be invaluable
if the ship is investigated because of oil pollution caused by another vessel.
8.5.24 Efficiency
A good ballast plan achieves maximum efficiency by providing the best trim to achieve the
maximum speed during the voyage, and by structuring the tank washing and ballast change
operations to minimise washing and ballast pumping time.
8.6 Tank cleaning

8.6.1 Tank washing plan
The requirements for tank washing during the ballast voyage are determined primarily by the
cargo orders for the next voyage and the cargo previously carried. When the prior cargo is
compatible with the next cargo to be carried, tank washing may not be required. At the other
extreme, if a clean product voyage follows a black oil cargo then preparation may require
extensive tank washing, cleaning and even drying before the tank is ready for the next loading.
Other reasons for tank washing include preparations for clean ballast, maintenance cleaning
(to prevent sludge accumulation), leak detection, tank or piping repairs and shipyard cleaning.
In laying out his tank cleaning plan the chief officer considers cargo requirements, ballast,
repairs and maintenance. The most efficient program is one which cleans as many tanks as
possible for more than one purpose. For example, if the chief officer has the choice of
cleaning and descaling one of two tanks for a cargo change, one of which has been recently
inspected, he should clean the other tank so that it may be inspected during the de-scaling
operation. Tanks which were crude oil washed require water washing before they can be filled
with clean ballast.
8.6.2 Tank preparation matrix and instructions

A time charterer may be responsible to the cargo owner for the adequate preparation of the
ships tanks to receive cargo, but the owners and master are ultimately responsible to charterer
for the condition of the ship's tanks for each voyage. The most important tool for setting out
the tank washing program is the tank washing matrix or cargo change matrix. The tank
washing matrix is a grid diagram with the previous cargoes arranged in horizontal rows and
the next cargoes listed as vertical columns. By finding the intersection between the column
corresponding to the last cargo carried and the row headed by the next cargo to be loaded, the
chief officer can determine the tank preparation requirements.
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Tank washing matrices should be provided for both coated and un-coated tanks, as the
required preparation is somewhat different. Coated tanks with coating failure of more than
10% of the total surface should be considered and washed as un-coated tanks.
Clean products tank preparation guide
Last cargo carried (refer to numbers from cargo to be loaded column)
CARGO
CARGO TO BE LOADED
1
2 Jet
Avgas
S
F,D
CW
S
3 Unid 4 Reg
1
2
Aviation gasoline
Aviation jet fuel
Motor gasoline - unleaded
s
s
s
Motor gasoline - leaded
Motor gasoline - premium
Naphtha
F,D
Kerosene
F,S,V
Gas oil/heating oil
F,S,V
Diesel fuel
F,C,M F,C,M F,C,M F,C,M F,C,M F,C,M F,C,M
s
s
s
s
s
s
S
S
F,C,M CW
5 Prem 6
Nap
S
X
CW
X
7 Kero 8
Gasoil
F,D
F,D
S
S
s
s
s
F,D
F,D
F,S,V
F,S,V
F,S,V
F,S,V
F,S,V
F,S,V
F,S,V
F,S,V
s
s
s
s
s
s
s
s
s
s
s
s
s
9
10
Diesel Lubes
F,D
CW
S
F,D
F,D
F,D
F,D
F,D
F,D
F,D
F,D
F,D
F,D
F,D
CW
CW
s
s
CW
F,C,M
10
Lubricating oil
F,C,M F,C,M F,C,M F,C,M F,C,M F,C,M F,C,M R
R
R
Cleaning procedure recommendations: S
Thoroughly strip all tanks, if significant tank coating loss is present, cold water
washing may be required. F,D
Flush the tank bottom with sea water via the tank suctions: thoroughly strip all tanks. F,S,V
Flush the tank bottoms with sea water, strip all tanks and ventilate to less than 40% LEL before loading. F,C,M Flush tank
bottoms with sea water; gas free safe for men, clean scale from tanks; mop tanks dry; drain pipelines tanks and pumps. CW
Cold water wash tanks for 2 hours if coated, 4 hours if uncoated HW
Hot water wash tanks for 2 hours if coated, 4 hours if
uncoated. R
Refer to request specific cleaning instructions for this cargo change. X
Do not load without extensive
tank preparation and verification inspection.
This table is an example of a cargo tank preparation matrix for use on clean product tankers. The recommendations are
examples only, and should not be used for guidance when owner's or charterer's tank cleaning instructions are available.
The origin of a tank preparation matrix is the amount of maximum allowable contamination
between products which can be permitted while maintaining product quality. Cross
contamination between products can affect a number of product criteria such as:
Colour, octane, density, bromine number, lead, sediment, cloud point, flash point, vapour
pressure, viscosity, gum, sulphur, thermal stability, odour, pour point, smoke point, carbon
content, final boiling point, initial boiling point, water separator index, mercaptan.
It would be difficult for a chief officer to evaluate each of these criteria when changing
cargoes.
Owner's have done this for him by preparing standard tank washing matrices.
The levels of preparation indicated may include:
No cleaning required Hot water machine wash Remove all sludge and scale Number of
washing cycles Cold water machine wash Gas free tanks Cleaning impractical
Drain lines and pumps Ventilate tanks Mop and ventilate tank Bottom flush and strip dry
Fresh water rinse Remove all free water
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IDESS, NORWAY AS
Number of washing hour

Black oils tank preparation guide
Last cargo carried (refer to numbers from cargo to be loaded column)
CARGO
CARGO TO BE LOADED
1 Gas
oil
2 VGO 3 IFO
4 HFO 5 Bitu
6 Spike 7
d
Crude
8 EHC 9 Cond
O
1
2
3
Diesel/gas oil
Vacuum gas oil
Light fuel oil - IFO 180
S
S
S
HW
S
HW
HW
HW
S
X
X
X
HW
HW
CW
HW
HW
CW
X
X
HW
F,S,V
F,S,V
F,S,V
Heavy fuel oil - HFO
CW
CW
HW
F,S,V
Bitumen
V,FO
V,FO
V,FO
V,FO
V,FO
V,FO
Spiked crudes
Extra heavy crude oil
Condensate
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
Crude oils (light - heavy)
s
s
s
s
s
s
s
s
s
s
s
s
s
s
HW
CW
s
s
s
s
s
s
s
Cleaning procedure recommendations: S

Thoroughly strip all tanks, if significant tank coating loss is present,
cold water washing may be required. F,S,V
Flush the tank bottoms with sea water, strip all tanks and ventilate to less
than 40% LEL before loading. CW
Cold water wash tanks for 2 hours if coated, 4 hours if uncoated. HW
Hot
water wash tanks for 2 hours if coated, 4 hours if uncoated. V,FO Ventilate tanks; flush oil or product; flush lines
and tank bottoms and drain. X
Do not load without extensive tank preparation and verification inspections.
This table is an example of a cargo tank preparation matrix for use on clean product tankers. The recommendations
are examples only, and should not be used for guidance when owner's or charterer's tank cleaning instructions are
available.
The required preparations may include any one, or a combination of the above procedures.
The most stringent preparations are required for refined products, but some mixtures of crude
oils can be equally troublesome. Some combinations of crude oils can form nearly impervious
residues and some crude oils with special properties, such as nil sulphur, can be contaminated
by other crude oil residues.
In every case where a tanker is instructed to load a cargo different from the previous cargo,
cleaning instructions must be provided with the orders. The instructions may be a simple as
charterer's minimum cleaning requirements to be completed)), thereby referring the master to
the charterer's printed instructions and a tank cleaning matrix for tank preparation.
Alternatively, the preparation may be a page of detailed steps. If the master or chief officer has
any question about the necessary tank preparation, then the owners must be consulted for
clarification.
It is important that the master and chief officer follow the procedures required by the
owner/charterer for tank cleaning. If a special circumstance arises which is not covered by the
instructions, or which requires special measures, then the situation must be communicated
with owners/charterers and the tank(s) cleaned according to their reply.
Tank inspections at the loading port may be performed by independent inspectors
(representing the charterer or cargo owner), or by terminal inspectors.
Masters should always give serious consideration to the advice of these inspectors and should
develop a habit of consulting with them. If a disagreement develops regarding suitability of
tanks for loading, then it must be referred to the cargo owner and owner/charterer for
resolution. The master may, wish to request a surveyor to examine the tanks on the vessel's
behalf to determine tank suitability. On more than one occasion, ship's tanks have been
rejected by loading terminal representatives because the cargo was not available for loading,
or the cargo was so marginally on-specification in the shore tanks that it could not be loaded
into any vessel without being put off specification.
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Part of the function of the tank cleaning matrix is to ensure that excessive or unnecessary tank
washing is not employed. Excessive cleaning wastes time, energy and accelerates tank
structure or coating deterioration. In the final decision of the level of cleaning to employ, the
chief officer and master must take into account the condition of the ships tanks and any special
considerations relating to the cargo which they are made aware of.
8.7
Crude Oil Trading
8.7.1 General
Normally, cleaning is not necessary between different types of crude oils, or between
successive voyages. All tanks should be re-stripped to the slop tank after the vessel has
departed and reached warmer waters. This step alone will recover most of the residual cargo in
the tanks. Crude oil residues may be the most difficult to wash from the cargo tanks. They
combine the high hydrocarbon vapour characteristics of gasoline cargoes with a potential for
leaving sediment and wax. Sediment must not be allowed to accumulate in the tanks. If heavy
sediment was noted on the previous discharge report, the tanks should be bottom washed and
checked for proper drainage. On trades involving crudes with heavy sediment, frequent
washing of all cargo tanks will be necessary to control the accumulation in tank bottoms.
Alternatively, lighter crudes without sediment will require little or no tank washing between
cargoes. Tanks which have been crude oil washed require little water washing to prepare them
for clean ballast and limited ventilation before entry. When it is important to minimise
washing water volumes (i.e. when slop disposal ashore is required), then all tanks scheduled
for water washing should be crude oil washed at the discharge port.
8.7.2 Salt water contamination of crude oils

Salt is a contaminate of crude oils. It is important to have crude tanks as dry as possible before
loading. This is particularly true if the specific gravity of the oil is high, i.e. near to that of
water. Salt water is difficult to separate from heavy crude oils and it can cause significant
problems in the refinery. Some crude oils requiring particular care in this respect are:
Boscan
Tia Juana
Bachaquero virgin gas oil

Preparation of tanks for these and similar crude oils should be conducted as follows:
Hot water wash tanks to remove all loose scale, sludge and sediment.
Flush the entire cargo system with fresh water.
Strip tanks dry prior to loading and drain all lines and pumps.
Blow lines with air or inert gas.
Give all tanks a fresh water wash.
Drain and blow down lines a second time.

If shore lines are to be displaced to the ship, they should all be received into a single tank. Any
slops from the previous voyage should be segregated.
After loading, check each tank for water and record the results. If excessive water is found,
give a letter of protest to the loading terminal.
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8.7.3 Crude oils with API's near to that of water (API = 10.0)
Drain all tanks as thoroughly as possible to remove the remains of the previous cargo.
A bottom flush or bottom wash is also recommended. Tanks containing heavy deposits of
sediment and scale should be gun-cleaned with water,
Remove all scale/sediment. If tank entry is involved, tanks must be gas freed and
rendered safe for men and fire.
After discharge of ballast at the loading port, and the thorough stripping of tanks and
cargo lines, drain all cargo pumps and pipeline systems.
Purge pumps and lines with compressed air or inert gas, giving due consideration to
the relevant safety regulations in force.
Test all heating coils to make sure they are in good operational condition.
8.7.4 Cutback asphalt

Since water is a critical contaminant of this cargo, it is essential that no water remains
in the cargo system. The entire cargo system to be used for asphalt should be given a line and
tank flush with fuel oil prior to loading. If detailed charterer's instructions are not provided,
then proceed as follows:
Arrive with tanks free of residues and gas free. Strip the tanks, lines and pumps as
dry as possible. Cargo systems (lines, pumps, and strainers), must be drained, then blown
dry. All cargo valves must be opened and drained to the cargo tanks. The tanks must be free of
pumpable water.
At the loading terminal, set the lines for loading and load 200 to 400 barrels of
flushing oil into each cargo tank. Then transfer the oil from tank to tank , using the ship's
cargo pumps, until all tanks have been flushed. Dispose of oil (ashore or commingle with
other fuel oil), according to charterer's or owner's instructions.
8.7.5 Crude condensate

Ras Tanura loadings - special problems
Some crude oil condensate which has a Naphtha base can form chemical compositions when
loaded into cargo tanks that previously contained crude oil. This occasionally results in the
presence of large quantities of un-pumpable asphalt residues at the discharge port. These
residues are derived from the interaction of the condensate with the ROB from the previous
crude cargo.
Asphalt cannot be removed by ordinary cleaning methods, so the cleaning is very expensive.
Therefore, naphtha base condensate should never be shipped in unclean tanks containing crude
oil ROB.
When condensate is loaded on top of crude oil, or if being topped up with crude oil, the
concentration of the lighter component should not exceed 10% by volume of the total
crude/condensate mixture. This arrangement must be agreed between owners/shippers/
charterers prior to loading, because:
A higher concentrator may cause a significant fallout of heavy, high boiling

hydrocarbons, making it impossible to drain the tanks at the cargo port.
If a richer mixture is shipped, the high vapour pressure of the cargo may prevent the
use of crude oil washing in the discharge port, as the P/V valves will lift. Higher tank
pressures will prevent IGS from properly flowing to the tank. Such cargoes should only be
carried in SBT vessels.
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8.7.6 Crude oils to be used in the manufacture of lube oils or asphalt
Gun clean all tanks with hot water - one full cycle.
Thoroughly flush all pumps and pipelines with water and pump as dry as possible.
Remove all sediment, loose scale and sludge from tank bottoms. If tank entry is
required, tank atmosphere requirements for 'safe for men; safe for hot work' must be met.
Rinse the entire cargo system with fresh water. If time allows, give all tanks a fresh
water rinse.
Strip all tanks as dry as possible. Drain all water from pumps and pipelines prior to
loading. Remove cargo piping drain plugs and pump drain plugs during pre-loading
inspection at the loading berth.
8.7.7 Fuel oil/black oil cargoes

Thorough draining is required when changing from crude oil to fuel oil, or from a fuel oil with
a
higher number to one of a lower number, such as from No.6 oil to No.4 oil.
Draining is not required when changing from a fuel oil with a lower number to one with an
equal
or higher number.
Accumulation of sediment noted on a discharge report is an indication of the need for bottom
washing of black oil cargo tanks.
8.7.8 Absence of cargo preparation orders

If cargo loading orders have not been received at the time the ballast voyage begins, the ship
should perform only the minimum necessary preparations, including:
Flush tank bottoms with water and strip flushings to the slop tank.
Wash pumps and pipelines to the slop tank.
Wash necessary tanks for clean ballast (if required).
Load clean ballast (if required).
Decant dirty ballast, stripping residues to slop tank in accordance with MARPOL
requirements.
Flush pumps and pipelines to the sea.
8.8
Tank cleaning operation
8.8.1 General
The tank washing operation requires the closest co-operation between the chief officer, and
the deck crew to operate efficiently and obtain the required result. The best results will be
obtained if the chief officer prepares a preliminary plan and discusses the plan with the crew
involved in the operation. The plan should be detailed enough to indicate the times of starting
and finishing the washing operation in each tank and the sequence of tanks to be washed.
Problem tanks should be scheduled for daylight hours; easy ones can be done at night. The
deck area, may be able to offer suggestions on handling of the portable tank washing
machines, such as where they have been known to become entangled in tank structure when
the ship is rolling. Including the crew in the planning of the job makes them more interested in
seeing it done well. With proper planning and scheduling, an experienced crew is capable of
conducting all of the mechanical aspects of the tank washing operation with minimal, general
oversight by the chief officer.
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When the chief officer has reviewed his plan with the crew, he adds the final details, and then
discusses it with the master. The final plan should include both a diagram of the program and
a detailed schedule. On the diagram, mark the time each tank will start, the times of program
changes, or portable machine drops and the time it will finish. Allow sufficient time
between tanks for stripping. Indicate the time when tanks may be sounded to measure residues
(not less than 30 minutes after finish washing and only with a grounded probe). When the
master has approved the plan, copies are distributed to the watch officers, chief engineer,
engine control room, and one copy is posted on the crew's (company), bulletin board.
With the program set out in advance, the chief officer is free to concentrate on verifying the
safe conduct of the operation, checking the operation of fixed or portable machines and
ensuring that the next tank is set up for washing before the previous tank is finished. His
primary objective is the safety of the crew. This is particularly important when washing with
portable machines. The portable machines are heavy, and there are many opportunities for the
crew to create hazardous static electricity conditions if their actions are not properly monitored
and correct procedures followed. When washing with portable machines, the crew is exposed
to the dangers of broken feet and hands, hot water burns and tank explosions. The crew must
be carefully instructed in safe work practices and provided with the necessary protective
equipment of prevent injury. All personnel on board should be notified that tank washing
operations are to commence and that all safety precautions as when loading must be observed.
If the tank washing program is extensive, or the ballast voyage short, the tank washing
operation should be started immediately after dropping the outbound pilot and continue nonstop until it is completed. Three or four men are required in each hose handling operation, so
the watch and crew rotation will need some careful consideration. Handling the heavy
machines and hoses repeatedly for eight to twelve hours at a time is demanding work.
8.8.2 Portable tank washing machines

When tankers were smaller and crews were larger, all tankers were cleaned with portable tank
washing machines. Portable machines are connected to the end of a special tank washing hose.
The machines have a bronze body and the hose couplings are bronze. The hoses are marked at
intervals of five feet or two meters. A natural fibre line must be attached to the machine for
support and ease of handling, even though the hose is fully capable of supporting the machine
unaided.
The other end of the hose is connected to a hydrant on the deck tank washing line or fire line.
The water should be started and the hose flushed through before the machine is placed in the
tank. The machine is then lowered into the tank through a tank washing opening and
supported by a saddle placed over the opening. The hose is clamped into the saddle and the
machine tether line is made up on the saddle clamp to support the machine.
Tank washing openings are strategically placed in the main deck to permit good coverage of
the tank's inner surface without permitting the machines to become entangled in the tank's
internal structure. The tank cleaning openings are normally covered by bolted circular covers
with gaskets. The bolts are removed from all the plates to be used, but the plates should be
kept in place until a machine is ready to be inserted into the opening and the plate replaced
promptly after the machine is removed. The distance the machine is lowered into the tank
depends on the size of the tank and the amount of washing required. For heavy cleaning, the
machine may be placed at three or four successive levels, depending on the complexity of the
tank structure. If the cargo tank is known to have a heavy accumulation of sediment, the
machines should be lowered to the bottom first and washed for ten minutes to clear the limber
holes of sediment, then raised to begin the normal wash.
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At each level, the machines are operated through a full washing cycle. The cycle time is
determined by the washing pressure. When all machines are ready, the engine room is asked to
start up the tank washing pump and if necessary the tank washing heater. Sea water is pumped
at high pressure from the engine room, through the heater (if required), into the deck washing
or fire line and into the tank washing hoses. The force of the water passing through an
impeller in the machine causes the offset nozzles to rotate in a vertical plane and the whole
machine to rotate in a horizontal plane. The jets of water from the nozzles trace a pattern on
the inside of the tank which provides effective coverage of the entire surface within range of
the jets. The maximum range of the jets is normally nine to ten meters. The washing pattern
described by the dual nozzle rotation resembles a ball of twine.
Cycle times for the washing machines are a function of nozzle size and washing water
pressure at the machine. The pressure at the machine will be lower than the pressure at the
pumproom or in the engine room. The only way to accurately measure the pressure is to have
a portable gauge fitted to the wash water supply line on a spare tank washing outlet near the
machine hose connections.
For effective tank washing the number of machines used at one time must not put more water
into the tanks than the stripping pump is capable of removing. By referring to the discharge
rate curves for the machines on his ship, the chief officer can determine the maximum number
of machines his stripping pumps can keep up with.
Complete coverage of the tank surface may not be possible with machines lowered through
the dedicated tank washing openings. It may be necessary to lower a machine through the tank
hatch, or to actually enter the tank and tie off a machine in a corner of the tank to remove
accumulations in hidden corners. Confined space entry procedures must be used!
It is a good idea to leave the main cargo suction/fill valve open while the tank is being washed,
to drain any residual cargo from the branch line into the tank. If clean ballast is to be loaded,
each tank should receive a short flush from the sea immediately before or when starting the
washing operation.
Portable tank washing machine (Butterworth Type-K machine)
PSRTS TO ee
Foil /wspEcnow RNO
SCALE REMOVAL.
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8.8.3 Fixed tank washing machines

Tank ships larger than 60,000 tonnes are difficult to wash effectively with portable machines.
The number of deck openings required to provide adequate coverage and the depth of the
tanks would require a long and strenuous effort which today's smaller crew's are not capable
of supporting. Tank washing capability for these larger tankers is provided by fixed tank
washing machines, sometimes referred to as guns. Fixed tank washing machines are
mounted on the deck of the ship with control machinery outside the cargo tank and the
rotating parts and spray nozzle inside the tank. Fixed washing machines are capable of higher
washing pressures and longer effective reach than the portable machines. On crude carriers,
they are carefully placed to provide a washing pattern which covers the maximum amount of
the tank surface by direct impingement of the washing stream. In accordance with IMO COW
system requirements the shadow areas of the tanks shielded from direct impingement cannot
exceed 10% of the tanks horizontal surfaces and 15% of vertical surfaces. The washing
sequence of the cargo tank is programmed into each machine, depending of its location in the
tank. A tank cleaning operation with fixed machines requires only that the machines be set to
the correct starting position and operated in the correct order, to provide a complete cleaning
of the tank. The fixed machines can be used to crude oil wash (COW), or to water wash the
cargo tanks, according to the purpose of the washing. Because of the static electricity hazards
of high-capacity tank washing machines, they must only be operated in properly inerted tanks.
Fixed tank washing machine (Single nozzle tank cleaning unit)
8.8.4 Washing pressures, temperatures and times

The tank washing operation consumes energy and time and erodes the tank coating or tank
structure. It is important that the washing be thorough enough to properly prepare the tank(s)
for the next cargo, but not excessive. Washing tanks with too high pressure or temperature, or
for excessive time will not improve the result and may cause coating or steel deterioration
which, if repeated often enough, eventually becomes significant damage.
Maximum tank washing pressures are often dictated by the capacity of the tank washing
pump. Higher pressures will reduce machine cycle times and the overall tank washing time.
High pressures will produce a more thorough cleaning. Washing pressure of 12.6 kg/cm2
(180 psi),
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are most desirable for washing crude or fuel oils from un-coated tanks. For washing clean
product tanks, pressures of 9 to 10 kg/cm2 (130 140 psi) are suitable. Washing pressure must
be maintained below the maximum allowed for the tank coating material in coated tanks. To
properly measure the tank washing pressure, a gauge must be fitted in the tank washing line
near to the machine connection. Chief officers should refer to the owner's operating
instructions to determine maximum washing pressures. If no guidance is provided, it should
be requested from the owners.
Unless there is a special requirement, tanks should be washed with cold (ambient) sea water.
Cold water washing will normally leave behind only a waxy skin, which provides a protective
film for the steel. Tepid water (between 30 and 65 C), is of no practical benefit since it has
the disadvantages of both hot and cold water without providing the benefits of either.
Maximum tank washing temperatures are often dictated by the capacity of the tank washing
heater and the number of machines in use. Higher temperatures will increase the effectiveness
of difficult washing situations. Washing temperature must be maintained below the maximum
allowed for the tank coating material in coated tanks. Modern coatings which have been
correctly applied to properly prepared surfaces should have no washing water temperature
limitation and some charterers will not accept any. If maximum permitted temperature
information is not available for a ship with coated tanks, then use an upper limit of 50 C.
Tank washing times must be calculated based on the washing pressure at each machine. For
portable machines, the tank should be washed until the machine with the lowest pressure has
been able to complete the full cycle. The portable machines may then be lowered to the next
drop level. Only by permitting the machines to complete their full cycle is complete
washing ensured. Portable machines are usually left at each drop for a complete cycle, but
may be operated at the lowest drop for two cycles to remove heavy residue or scale
accumulation from the tank bottom.
It is important to check the position indicators on fixed machines to ensure that they have
completed their cycle before stopping the flow and starting the next machine.
8.8.5 Handling portable tank washing machines and hoses

Portable tank washing machines and hoses are rugged, precision equipment, which require
proper care and handling to provide safe and effective performance. Machines should never be
dragged along the decks; the best way to move them from storage to the tank washing area is
by use of a hand truck. They should not be used in tanks with complex structure while the ship
is rolling. The .rolling may cause the machines to strike tank framing; this could damage the
machine, damage tank coating and cause dangerous sparks. The portable machine should be
fitted with a natural fibre line of up to 16 mm diameter. This line is used to lower and retrieve
the machine from the tank, instead of lowering and pulling it out by the hose. Machines should
be flushed with fresh water after use and dried or given a coating of oil according to the
manufacturers instructions.
Tank washing hoses should be drained and stored in a protected area between washing
operations. Tank washing hoses couplings should be tightened and disconnected from the
washing main using wrenches only, (not hammered on). Regular replacement of the washers
will prevent leaking. To prevent static electricity hazards, the hose bonding wire continuity
must be verified before each use and the hoses must remain connected to the washing main at
all times while the washing machine is in the tank.
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8.8.6 Tank coating protection

Modern epoxy tank coatings are tough and resistant to all of the cargoes and tank washing
procedures to which they would normally be exposed. However, there are limitations
associated with each coating and it is important that these limitations be readily available to
the chief officer and that he ask for clarification of any questionable circumstances. For
example, certain types of coatings are not approved for carriage of some jet fuels. Both the
coating and the cargo will be damaged by loading such fuels into the coated tanks.
Coatings are also subject to damage by washing with too high temperature and/or too high
water pressure. To prevent such damage, the pressure and temperature limits should be readily
available to the chief officer and posted at the tank washing heaterpump in the engine room.
The chief officer must remember that a ship's tank coatings represent a significant portion of
the overall cost of the ship and require his diligent care to protect them from damage.
8.8.7 Washing with detergents

Detergents should be used only when absolutely necessary. They are normally applied to
difficult tank washing situations, where absolute purity of the next cargo is required. They are
injected into the tank washing line by a mechanical pump, mix with the washing water and act
along with the water jet to remove the previous cargo clingage and residue. When using
detergents, the chief officer must:
Ensure that the personnel using the chemicals are adequately trained regarding their
hazards and that necessary personal protective equipment is made available.
Verify that the detergents may be safely used with the tank coatings.
Advise the owner/charterer that the ship will arrive at the loading port with tank
washing slops containing detergent.
Detergents are harmful or poisonous to marine life and should not be discharged overboard.
The presence of detergent in the wash water increases the potential for static electricity
accumulation. To avoid dangerous accumulations of static electricity, used wash water
containing detergent should not be recirculated from the slop tank for tank washing.
Many loading terminals will not accept slops containing detergents. For that reason alone,
detergents should not be used unless absolutely necessary.
8.8.8 Washing bunker tanks

Washing bunker tanks is not normally required except to remove contaminated bunkers, or to
clean the tank for repairs. Bunker tanks are not usually set up with the necessary tank washing
openings and the draining of wash water must be accomplished with the bunker transfer pump.
For these reasons, bunker tank washing may require even more planning than a normal cargo
tank washing. Hoses must be rigged to transfer the wash water from the bunker system to the
cargo stripping system. Since the bunker tank opening may be in the engine room, special
ventilation or ignition control procedures may be needed to ensure that there is no opportunity
for an explosive atmosphere to be created and ignited.
8.8.9 Inert gas system (IGS) and vent lines

Part of cleaning a tanker for repairs or shipyard period involves washing out all tank vent lines
and inert gas lines. Even if cargo has not entered these pipelines as a liquid, cargo vapours are
liable to condense in the lines and form accumulations of hydrocarbons. Cargo tank vent lines
are fitted with washout connections permitting them to be flushed back to the cargo tank
before the cargo tank is washed.
_________Advanced Oil Tanker Operation and Safety - Including COW and IGS
38__________
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The same flush-out connections are fitted to the IGS line. A tank washing hose should be
connected to each flush-out connection and the branch lines flushed either into the cargo tank
(before tank washing) or back to the deck non-return valve, from which they must be pumped
or drained to a cargo tank.
8.9
Tank atmospheres and static electricity
8.9.1 General
One of the pillars of tanker safety is the separation of hydrocarbon vapours from possible
sources of ignition. The first line of defence in this separation is the integrity of the cargo
tanks. With the vapours contained in a cargo tank, protected by intact bulkheads, decks and
gasketed hatches, there is little opportunity for an accidental source of ignition to ignite the
vapours in the tank. Unfortunately, the process of tank washing provides opportunities for a
source of ignition to occur inside the cargo tank through accumulation and discharge of static
electricity. To maintain the safest possible tank washing operation, the procedures must:
Establish and maintain a safe tank atmosphere and
Eliminate accumulation or discharge of static electricity.

With these precautions, a double layer of safety protection is maintained. If one preventive
measure fails, the second will protect the ship against explosion or fire. If only one preventive
measure is used, its failure could result in a disaster.
8.9.2 Controlling tank atmospheres

After discharging, the empty cargo tanks can contain a range of gas mixtures. The tank may be
stratified, with a too-lean mixture at the top, an explosive mixture in the middle levels and a
too-rich atmosphere at the bottom. The methods used to eliminate any explosive mixtures
from cargo tanks are:
Reduction of the oxygen level to below the minimum necessary to support

combustion (11 % oxygen), i.e. creating an oxygen deficient atmosphere, or,
Reduction of the hydrocarbon concentration to below the lower explosive limit

(LEL), i.e. creating a too lean atmosphere.
To monitor the tank atmospheres the ship must be equipped with tank sampling/testing
equipment capable of accurately measuring the concentrations of oxygen and hydrocarbons.
Spare equipment must be carried, along with suitable calibration kits. Tanker officers must be
properly trained in the calibration and use of tank testing equipment.
Owners must provide detailed operating procedures for tank atmosphere control, directing
how ventilation equipment will be operated, how tank conditions will be monitored and the
tank atmosphere conditions under which tank washing may proceed.
8.9.3 Maintaining too-lean conditions

To maintain a tank in too-lean condition during tank washing, it must be thoroughly ventilated
to well below the LEL before washing commences. Washing should not begin until the
hydrocarbon vapour concentrations are below 15% LEL. During the initial ventilation period,
the tank atmosphere will pass through the explosive zone.
It is imperative that no sources of ignition be present near the tank or the vent exhaust during
that interval. While washing with too-lean atmosphere, a number of precautions must be
observed.
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These precautions are important for all tank washing using a too-lean atmosphere condition
and are absolutely essential when washing tanks of more than 10,000 cubic meters capacity:
Flush the tank bottom with water and strip dry before washing begins.
Wash only one tank at a time.
Concentrate the vessel's tank ventilation in the tank being washed. If tank ventilation
machinery stops, secure the washing operation.
Ensure tank vapour concentration is below 15% LEL before starting the washing
operation.
Use portable tank washing machines; do not use permanent, high-pressure tank
washing machines. Observe all precautions regarding tank washing hoses and machines.
Ensure that the stripping system keeps up with the egress of wash water into the tank.
Wash with clean, cold sea water. Do not recirculate water; do not heat the wash
water; do not add detergents; do not steam the tank.
Measure tank atmosphere frequently during washing (measuring equipment must

have suitable intake filters to prevent internal moisture damage).
Suspend tank washing if the hydrocarbon vapour concentration exceeds 40% LEL;
resume when levels throughout the tank are again below 15% LEL.
Vent tanks only through the tank venting system. If tanks are vented to a common
header, isolate the tank being washed to prevent entry of gas from other tanks.
Verify, that the expelled vapours are not accumulating dangerously elsewhere on the
ship.
As long as relative winds exceed 10 knots, there is little possibility of dangerous accumulation
of vapours. If necessary, change course to obtain a relative wind speed of 10 knots. During
ventilation and washing, the same precautions used for loading must be in place, including:
Remove all possible sources of ignition.
Keep accommodation and machinery doors closed.
Minimise the number of tank openings which are open at any one time.
Have the fire fighting system in readiness.

The initial washing operation can be expected to stir up cargo residues and increase the LEL
reading. After one hour of washing, enough residues will have been removed that there should
be little possibility of again exceeding the 45% level. In any event, tank monitoring should
continue until the washing program is complete.
8.9.4 Inert gas ventilation

If fixed, high pressure tank washing machines are to be used, regular ventilation techniques
cannot maintain a safe atmosphere; inert gas must be injected into the tank to reduce the
oxygen
level below that necessary to sustain combustion. With the tank inerted, it can be safely
washed
with high pressure tank washing machines.
A slight positive pressure (not less than 100 mm water gauge), must be maintained on the tank
being washed, to prevent entry of oxygenrich atmosphere into the tank. Tank washing should
not
commence until the oxygen level is below 5% by volume.
The tank must be regularly checked to ensure that an atmosphere containing less than 8%
oxygen
is present at all times. If the oxygen concentration rises above 8%, tank washing must be
suspended and the tank purged with IGS until the oxygen content is reduced to below 8%.
Some tank atmosphere testing equipment is incapable of accurately measuring hydrocarbon
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_____
concentration in an oxygen deficient atmosphere. If hydrocarbon concentrations need to be

measured in inerted tanks, the chief officer must ensure that his equipment is capable of giving
accurate readings under such conditions.
If there is any reason to doubt that the tank is properly inerted, it should be considered a noninerted tank and all necessary precautions observed.
8.9.5 Tank washing with uncontrolled atmospheres

When it is not possible to control the tank atmosphere in large cargo tanks, the following
precautions must be observed:
Use only low-capacity, portable tank washing machines.
Use a maximum of four machines each having a flow rate less than 35 cubic meters
per hour, or not more than three machines in one tank each having a flow rate of 35 to 60
cubic meters per hour.
Verify tank washing hose bonding wire continuity before hoses are used.
Flush washing hoses with clean sea water before using, Use only cold, clean sea
water for washing; do not heat or recirculate wash water. If hot water must be used, then tanks
should be washed with cold water first and then ventilated before hot water washing; do not
add chemicals.
If cargo pumps are used to provide wash water, they must be thoroughly flushed
beforehand.
Strip tanks being washed continuously to avoid any build-up of wash water.
Flush and drain all lines before ventilating tanks with fixed tank ventilation systems
after washing.
When draining tank washing hoses do not uncouple the hoses from the washing
main! Hoses must remain connected to maintain the electrical grounding of the machine and
hose while it is in the tank. To drain the hose, loosen the coupling only enough to let the hose
drain; then re-tightcn the coupling while pulling the hose and machine out of the tank.
Remove portable tank washing machines before ventilating tanks.

Whenever tanks are being washed in an uncontrolled atmosphere, the precautions regarding
sources of ignition and static electricity, must be scrupulously observed! All chipping and
scaling and any machinery repairs are prohibited on the main deck while tank washing or
ventilation arc in progress. All door and port openings onto the main deck must be closed.
8.9.6 Static electricity while tank washing

During a three week period in 1969, a series of three supertanker explosions sank one ship and
took several lives. All three explosions occurred while centre cargo tanks were being washed.
The two vessels which did not sink required extensive, costly repairs.
The exact cause of the explosions was never determined, but the most probable cause was
accumulation and discharge of electrostatic charge while tank washing. The investigations
which followed found that large electrostatic charges could develop while tank washing due
to:
Commencing washing with large accumulations of oil remaining in the tank.
Adding chemical agents to the tank washing water.
Recirculating tank washing water.
Washing large cargo tanks (greater that 10,000 cubic meters).
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Static electricity, or more properly electrostatic charging)) can be produced during tank
washing operations by:
Accumulation of tank washings in the cargo tank. The oil/water mixture will be
subject to charge separation and may produce an accumulated electrostatic charge.
Spraying or splashing of oil. Crude oil washing will produce electrostatic charging
in the cargo tank. Water washing of a tank which has not been adequately drained may also
cause charge accumulation.
Use of conductive ullage tapes to measure tank bottoms during tank washing.
Permanently installed ullaging equipment should be used to verify correct stripping during
tank washing. Wait one hour after tank washing (if artificial ventilation is used), before
sounding a washed tank, five hours if only natural ventilation is used. Tanks may be sounded
in less time if a natural fibre line and wooden sounding rod are used. No precautions are
necessary if sounding inside a metal sounding pipe.
Floating conductors in the tank. Dropped or lost sample cans which remain afloat in
the tank do not accumulate charge, but can produce a path for the short circuit of an
accumulated charge from the surface of accumulated tank washings to the tank structure.
Steaming of cargo tanks. If cargo tanks are steamed using hoses which are not
properly bonded to the ship's piping, an electrostatic charge will accumulate on the hose. The
water droplets from the steam will accumulate electrostatic charge and may cause an
incendiary spark if the tank is steamed too vigorously. Therefore tanks should be steamed
only with fixed apparatus, only at low velocities and only when the tank is free of any
grounded probes (including properly bonded tank washing machines).
8.10 Stripping during tank washing

8.10.1 General
Effective cleaning of cargo tank bottoms requires that they be continuously drained while
washing. The ship's stripping pumps or eductors are used to remove tank washing water
throughout the tank washing process. For the pumps or eductors to do the job properly, a
number of factors must be considered.
8.10.2 Washing trim

The ship must be correctly trimmed and listed. The best tank washing trim is a compromise
among ship speed, hull bending and shear forces and effective tank draining. The ballast
arrangement must not exceed maximum acceptable seagoing stress numerals. Excessive, trim
will reduce speed more than necessary. The trim must be enough so that the wash water flows
with enough vigour to carry sediment to the stripping suction inlet. 4 meters of trim may be
adequate for a 40,000 tonne ship, while 8 meters may be necessary for a 200,000 tonne tanker.
The ship should be listed so that the tank will drain toward the stripping suction. If stripping
suctions are located in the port corners of the tank, then a port list of three or four degrees is
needed.
Poor draining will result if the ship is rolling. Additional list may be required so that the tank
bottom is always inclined toward the suction inlet while rolling.
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8.10.3 Stripping pump operation

Check the setting of the stripping system valves carefully before tank washing begins. All
suction valves on the stripping line should be verified closed and the appropriate discharge
valves open to transfer washings to the selected slop tank. Verify that the overboard discharge
and overboard block valve (if fitted), are closed and lashed. Finally open the suction valve to
the
tank(s) being washed.
The stripping pump should be started before the tank washing machines are turned on to
remove
any residual oil from the tank before washing begins. It should be operated at moderate speed
and frequently checked to see that it is not vapour bound, but is transferring the tank washings
effectively to the slop tank.
While hot-water washing, the water from the stripping pump discharge should be warm or hot.
If
it is cold, the stripping pump is not keeping up with the washing operation. To prime the
stripping pump, close the suction from the washing tank momentarily and open the stripping
suction from an appropriate ballast tank. Then close the ballast tank suction and resume
stripping the washing tank.
Float-type ullage gauges should be retracted to the stowed position when tank washing, to
prevent damage from the washing jets. If these gauges need to be used to check for wash
water
accumulation, then the tank washing machines must be shut off before lowering the float.
If an eductor is used for stripping, good suction will be available unless the mechanism
becomes
clogged with scale or other material from the tank.
Continue to run the stripping pump on a washed tank after the tank washing machines have
been
stopped. Watch the suction and discharge gauges of the stripping pump to detect when it has
removed all free liquid from the tank and lost suction. If using a reciprocating pump with a
stroke counter, the stroke rate will increase when the tank dries.
Do not sound the tank with portable ullage equipment to see if it is dry! Sounding tanks
immediately after washing could produce an electrostatic discharge.
Do not sound tanks until they have been ventilated for one hour, or five hours have passed
without ventilation.
8.10.4Stripping pump capacity

The capacity of the stripping pump is not as great when tank washing as when stripping cargo.
It cannot be operated at high speed while tank washing and part of the time there will be no
liquid at the suction for it to pump. To ensure that the pump will keep up with the tank
washing machines, it should not be expected to pump more that one half of its rated capacity
while tank washing.
To determine the number of machines a single stripping pump is capable of serving, the chief
officer must refer to the tank washing machine pressure-to-volume curve. This curve indicates
the volume of water each machine will spray into the tank as a function of the tank washing
pressure. A standard portable tank washing machine will use approximately 30 tonnes of
water per hour at 12 kg/cm2 washing pressure. If four such machines are used in a single tank,
the stripping pump must be capable of pumping 240 tonnes per hour, rated capacity, in order
to keep the tank properly drained while washing.
The best stripping pump will not provide effective tank draining unless the stripping lines are
in good condition (free of holes) and the tank bottom framing limber holes are clear. If limber
holes are clogged with sediment or rust, the tank must be washed, ventilated and de-scaling
first, then the tank bottom must be re-washed after sediment/scale have been removed. All
tanks should be periodically de-scaled to ensure free drainage of cargo and tank washings.
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8.11 Slop-tank operations

8.11.1 Slop tank capacity
Before tank washing operations begin, the volume of space available in the slop tank must be
determined and a rough estimate made of the washing time necessary to fill that volume. If the
slop tank has a capacity of 2400 tonnes available and four washing machines are to be used,
each supplying 30 tonnes of water per hour, then the slop tank will be filled after less than
twenty hours of tank washing. The slop tank will fill at a faster rate than the rate of washing
water use, because it also receives the oil recovered from the cargo tanks along with the
washing water. The slop tank capacity is usually 3% of the cargo carrying capacity of the ship
and tankers over 70,000 DWT must have two slop tanks.
During tank washing, the slop tank must be regularly monitored to verify the amount of space
remaining to receive tank strippings. In automated tankers, the slop tank level alarm should be
set to alert the cargo control room operator at 90% capacity.
8.11.2 Closed-cycle and open-cycle washing

Most tank washing operations begin with open cycle washing. As the slop tank fills with tank
strippings, it will begin to separate with the water layer on the bottom and the oil residue on
top. After a time, the bottom of the tank contains water with very little oil and this water can
then be recirculated as tank washing water. If this is done the washing operation becomes a
closed-cycle one. Closed cycle tank washing has the potential for producing static electricity.
Closed cycle washing should not be used unless the tanks are properly inerted to less then 8%
oxygen. Tank washing water should never be allowed to free-fall into the slop tank. The slop
tank must be filled to cover the slop inlet pipe before washings begins.
The slop tank level must be regularly checked during closed-cycle operations, since the
quantity of slops will increase slowly as the washing operation recovers oil residues from the
cargo tanks.
8.11.3 Dirty ballast residues

After tanks have been washed for clean ballast and the clean ballast has been taken in, dirty
ballast can be discharged. The last meter or two meters of dirty ballast in each tank is retained
and transferred to the slop tank. The chief officer must ensure that there is sufficient capacity
in the slop tank before stripping the last of the dirty ballast.
8.11.4 Decanting the slop tank

During tank washing, the method used to decant the contents of the slop tank depends on the
number of slop tanks on the vessel. If the ship has two slop tanks, a continuous decanting
process can be used.
One slop tank is used to receive the tank washing strippings. It acts as a first stage separator,
permitting the bulk of the oil to accumulate on the surface of the tank. When the first slop tank
has reached a sufficient ullage, the decanting line to the second slop tank is opened. The
comparatively clean water from the bottom of the first slop tank then flows by gravity to the
second slop tank. As tank washing continues, the decanting process delivers more water to the
second slop tank until it contains enough volume to begin discharging. If the tanker is outside
prohibited zones and can discharge from the second slop tank within permitted discharge
limits, then the second slop tank can be discharged through the oil discharge monitor to the
sea. Depending on the ship's draft and the level of the overboard discharge, it may be possible
to decant the tank by gravitation. This method is preferred because it makes it impossible to
inadvertently discharge the whole of the slop tank contents overboard. The level of liquid in
the
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44
slop tank will be automatically maintained at or above that of the overboard discharge or the
sea level, whichever is higher.
If pumping is required to remove the decanted water from the second slop tank, then tank
washing may have to be stopped while one of the stripping pumps is used to decant the tank.
When the tanker has only one slop tank, or is using a single cargo tank for a slop tank, then the
opportunity to perform continuous slop tank decanting depends on the arrangement of the
delivery and suction lines in the tank. If the tank washing water is introduced into the slop
tank at mid-height and at a point well removed from the slop tank suction bellmouth, then it
may be possible to perform continuous decanting. If the used wash water is introduced to the
slop tank through one of the regular suction/fill lines and bellmouth, then continuous
decanting is not possible and batch decanting will be required.
Batch decanting of the slop tank involves continuous tank washing until the slop tank is filled
with wash water. Washing is then stopped and the tank is allowed to settle until the water at
the bottom is within acceptable discharge limits. This will normally take twelve to fourteen
hours. The depth of the oil/water interface is measured using an approved oil/water interface
detector. (Full details of the use of the oil/water interface detector are contained in the
OCIMF Clean seas guide for oil tankers.)
The slop tank is then decanted through the ODM, by gravity or by pumping. Slow decanting
continues until the water layer has been reduced to the minimum, or until the permitted
discharge limit are reached, whichever occurs first. Decanting is stopped and tank washing
resumes. The washing followed by batch processing routine continues until all tank washing
liquids and the tops of the dirty ballast tank contents have been processed. Throughout the
slop tank filling and decanting process, the level of the sloop tank(s) must be closely
monitored to ensure that a safe ullage is maintained.
Slop tank settling and decanting will be less effective if the vessel is rolling or pitching, if this
is the case, it may be necessary to accumulate wash water in another tank, or to suspend tank
washing or slop tank decanting operations until weather conditions have improved.
8.11.5 Pumproom bilges

Pumproom bilges may be transferred to the slop tank at any time during the ballast voyage so
long as they do not contain any detergents, cleaners or emulsifiers used to clean the bilges.
Pumproom bilges should be maintained in a dry condition and frequently inspected to have the
earliest indication of any cargo leaks from pipelines, valves, or from other defects. If the
pumproom is fitted with a gas or mist detection system (recommended), it is important to keep
the bilges oil free. The gas detection system will then give timely warning of any new leakage
to the pumproom. The best way to keep pumproom bilges continuously dry is by means of a
small, permanently installed pump (air or hydraulic), with a separate suction line and separate
discharge line to the slop tank filling line. Bilges can then be maintained dry regardless of the
ongoing use of the stripping pump(s).
8.11.6 Engine room bilges

Engine room bilge water accumulations should normally be treated and discharged through
the engine room treatment system. If it is necessary (due to defect in the engine room
treatment system) to transfer engine room bilge water to the slop tank, then the chief engineer
must first obtain the master or chief officer's permission for the transfer. Engine room bilges
should not be transferred if degreasers, or cleansers have been used to clean the bilges.
Oil resides from the engine room may include heavier petroleum products than the cargo tank
and pumproom resides. Settling and decanting of the slop tank(s) may be adversely affected
by
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45
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these heavier oils. Engine room bilges should he transferred only after all other tank washing
and ballasting operations are complete and the slop tank is ready for final heating and
decanting.
8.11.7 Slop tank heating

Tank washing after a cargo of high pour point or high viscosity oil may encounter difficulty
maintaining the recovered oil in a liquid state. The slop tank must be continuously heated to
permit gravity separation and decanting and to keep the recovered oil liquid. It will usually be
necessary to maintain maximum heat on the slop tank(s) while tank washing and decanting to
keep the water and oil sufficiently hot. However as decanting proceeds the heat must be
reduced to avoid overheating the oil. Recovered fuel oil should be heated to not more than 60
C and recovered crude oil (except some heavy crude oils), to not more than 43 C after
removal of free water. High viscosity or high pour point slops must be continuously heated
until disposed of. If they are allowed to cool, then heavy wax or sedimentation may occur,
which cannot be restored to a liquid at any temperature available by on-board heating.
8.11.8 Load-on-top operations (LOT).

By a process of heating and careful decanting, the water content of the slop tank can be slowly
reduced until only the top oil layer, the oil/water interface layer and a shallow bottom water
layer are left. If the characteristics of the slop oil and the nature of the next cargo permit, the
slops may be retained on board and the next cargo loaded on top of them. This is normally
done with crude oil cargoes when the same or a similar crude will be carried on the next
voyage. It may also be done with some products provided the cargo shipper is advised and
approves of the procedure.
If there is any doubt about retaining the slops, the master must communicate this question to
the owners and cargo owner or charterer and request their advice. When requesting advice, the
master must advise the quantity of slops and the nature of their contents (including tetra-ethyl
lead or detergents).
Charterer may wish to LOT, in which case full freight will be normally paid. If charterer does
not wish to LOT, the slops must be segregated and freight will not be paid on the space/deadweight used. Most charter parties provide for the charterer to make the decision regarding the
disposition of slops.
Charterers may require the slops to be discharged. The time required to do this normally
constitutes laytime used.
8.11.9 Slops as bunkers

If slop residues are to be pumped ashore for final separation, with no compensation for the
recovered oil, or perhaps for a treatment charge, owners may be tempted to consider using the
slops as fuel. The principal problems associated with using slops as fuel are safety risks and
machinery damage.
The safety risk is using slops as fuel is due to the flash point of the slops. If the flash point is
above 60 C, then there is no significant hazard. Crude oil slops, or petroleum product slops
may have a flash point well below 60 C and can only be used for bunkers under special
circumstances. The following precautions must be observed to legally use fuel with a flash
point below 60 C:
Heated fuel tanks must be vented to a safe position outside the machinery spaces,
with weather deck vent outlets fitted with flame screens.
Heated fuel tank drains must empty into spaces ventilated to prevent any
accumulation of oil vapours at temperatures close to the flash point of the fuel
IDESS, NORWAY AS
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46
There must be no sources of ignition near the fuel tank vents or drain outlets.
Fuel samples should be drawn and tested for flash point before each fuelling.
The consequences of failing to observe these precautions can be costly or catastrophic. From
1978 to 1983 at least three tanker explosions were attributed to use of bunkers with low flash
points, including one explosion which killed 76 persons. If port authorities find the
atmosphere in bunker tanks to be in the explosive range, then the vessel may be ordered to
vacate berth, clean out bunker tanks, obtain gas free certificates and take on new fuel before
being permitted to load.
8.12 Purging and gas-freeing

8.12.1 General
It is generally recognised that tank cleaning and gas freeing is the most hazardous period of
tanker operations. This is true whether washing for clean ballast, gas freeing for entry, or gas
freeing for hot work. The additional risk from the toxic effect of petroleum gas during this
period cannot be over-emphasised and must be impressed on all concerned. It is therefore
essential that the greatest possible care is exercised in all operations connected with tank
cleaning
and gas freeing.
Before starting to gas free, the tank should be isolated from other tanks. When either portable
fans or fixed fans connected to the cargo pipeline system are used to introduce air into the
tank,
the inert gas inlet should be isolated. The inert gas system fan, drawing fresh air, is employed,
both the line back to the inert gas source and the inert gas inlet into each tank being kept
inerted
should be isolated.
When tank washing is completed, the cargo tank will contain an atmosphere which is not safe
for
men. If the tank has been ventilated during washing to maintain a too-lean atmosphere, it may
still contain more hydrocarbon vapours than are permitted for bare-face entry.
Tanks which have been ventilated during washing are easier to prepare for entry. Ventilation
is
continued after washing is completed. The ventilation should be arranged so that the efficient
exchange of tank atmosphere is achieved.
The most effective method of ventilating a tank is by extracting the heavier hydrocarbon
vapours
from the bottom of the tank, while allowing fresh air to enter from the top, displacing the tank
atmosphere.
This method can be used with either fixed or portable equipment as indicated. The advantage
of
the displacement method is that only a little more than one air exchange is required to
ventilate
the
8.12.2 General Procedures
The following recommendations apply to cargo tank gas freeing generally.
1.
The covers of all tank openings should be kept closed until actual ventilation of the
individual tank is about to commence.
2.
Portable fans or blowers should only be used if they are hydraulically, pneumatically or
steam driven. Their construction materials should be such that no hazard of incendiary
sparking arises if, for any reason, the impeller touches the inside of the casing.
3.
The capacity and penetration of portable fans should be such that the entire atmosphere
of the tank on which the fan is employed can be made non-flammable in the shortest possible
time.
4.
The venting of flammable gas during gas freeing should be by the vessel's approved
method, and where gas freeing involves the escape of gas at deck level or through tank
IDESS, NORWAY AS
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47
hatch openings the degree of ventilation and number of openings should be controlled to
produce an exit velocity sufficient to carry the gas clear of the deck.
5.
Intakes of central air conditioning or mechanical ventilating systems should be adjusted
to prevent the entry of petroleum gas, if possible by recirculation of air within the spaces.
6.
If at any time it is suspected that gas is being drawn into the accommodation, central air
conditioning and mechanical ventilating systems should be stopped and the intakes covered or
closed.
7.
Window type air conditioning units which are not certified as safe for use in the
presence of flammable gas or which draw in air from outside the superstructure must be
electrically disconnected and any external vents or intakes closed.
8.
Where cargo tanks are gas freed by means of one or more permanently installed
blowers, all connections between the cargo tank system and the blowers should be blanked
except when the blowers are in use.
9.
Before putting such a system into service, the cargo piping system, including crossovers
and discharge lines, should be flushed through with sea water and the tanks stripped. Valves
on the systems, other than those required for ventilation, should be closed and secured.
10. Tank openings within enclosed or partially enclosed spaces should not be opened until
the tank has been sufficiently ventilated by means of openings in the tank which are outside
these spaces. When the gas level within the tank has fallen to 25% of the LFL or less,
openings in enclosed or partially enclosed spaces may be opened to complete the ventilation.
Such enclosed or partially enclosed spaces should also be tested for gas during this subsequent
ventilation.
11. If the tanks are connected by a common venting system, each tank should be isolated to
prevent the transfer of gas to or from other tanks.
12. Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and effectively gas
freed. Ventilation outlets should generally be as remote as possible from the fans.
13. Portable fans, where used, should be so connected to the deck that an effective electrical
bond exists between the fan and the deck.
14. Fixed gas freeing equipment may be used to gas free more than one tank simultaneously
but must not be used for this purpose if the system is being used to ventilate another tank in
which washing is in progress.
15. On the apparent completion of gas freeing any tank, a period of about 10 minutes should
elapse before taking final gas measurements. This allows relatively stable conditions to
develop within the tank space. Tests should be made at several levels and, where the tank is
sub-divided by a wash bulkhead, in each compartment of the tank. In large compartments
such tests should be made at widely separate positions. If satisfactory gas readings are not
obtained, ventilation must be resumed.
16. On completion of gas freeing, all openings except the tank hatch should be closed.
17. On completion of all gas freeing and tank washing the gas venting system should be
carefully checked, particular attention being paid to the efficient working of the
pressure/vacuum valves and any high velocity vent valves. If the valves or vent risers a fitted
with devices designed to prevent the passage of flame, these should also be check and cleaned.
Gas vent riser drains should be cleared of water, rust and sediment, and ai steam smothering
connections tested and proved satisfactory.
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8.12.3 Gas Free for the Reception of Cargo

A tank which is required to be gas free for receiving cargo should be ventilated until tests
confirm that the hydrocarbon gas concentration throughout that tank does not exceed 40% of
the LFL.
8.12.4 Gas Free for Entry and Cold Work Without Breathing Apparatus
hi order to be gas free for entry without breathing apparatus a tank or space must be ventilated
until tests confirm that the hydrocarbon gas concentration through the compartment is not
more thanl % of the LFL.
To ensure the dilution of the toxic components of inert gas to below their Threshold Limit
Values (TLV), gas freeing should continue until tests with an oxygen analyser show a steady
oxygen reading of 21 % by volume and tests with a flammable gas indicator show not more
than
1 % LFL.
Positive fresh air ventilation should be maintained throughout the period that personnel are in
a
tank, and frequent tests should be made of both oxygen and hydrocarbon content of the tank
atmosphere.
When other tanks in an inert condition are either adjacent or interconnected (e.g. by a pipeline)
to
the tank being entered, personnel should be alert to the possibility of inert gas leaking into the
gas free tank through, for example, bulkhead fractures or defective valves. The risk of this
occurring can be minimised by maintaining a small but positive inert gas pressure.
8.12.5 Gas Free in Preparation for Hot Work

In addition to meeting the requirements of ISGOTT Section 9.3.4, the requirements of Section
2.8 must also be complied with.
8.12.6 Purging
When it is required to gas free a tank after washing, it should first be purged with inert gas to
reduce the hydrocarbon content to 2% or less by volume so that during the subsequent gas
freeing no portion of the tank atmosphere is brought within the flammable range. The tank
may
then be gas freed.
The hydrocarbon content must be measured with an appropriate meter designed to measure the
percentage of hydrocarbon gas in an oxygen deficient atmosphere. The usual flammable gas
indicator is not suitable for this purpose.
If the dilution method of purging is used, it should be carried out with the inert gas system set
for
maximum capacity to give maximum turbulence within the tank. If the displacement method
is
used, the gas inlet velocity should be lower to prevent undue turbulence.
8.12.7 Ventilation by dilution

The alternative method of ventilation (and the one most commonly, used on smaller tankers),
involves blowing air into the top of the tank at one end and forcing the tank atmosphere out a
deck opening at the other end of the tank. To he effective, an extension trunk must be used so
that the air enters the tank at the bottom. The old (hazardous) atmosphere is removed by
dilution. The corners of the tank most distant from the ventilation fan will take a considerable
amount of time to reach a safe condition. If the tank is large, with deep bottom framing, the
framing bays distant from the fan may retain dangerous pockets of hydrocarbon vapour after
the remainder of the tank passes the test for safe tank entry.
The least efficient method of tank ventilation involves blowing air into the top of the tank
without extension trunking. Dilution is very slow with this method and dangerous gas pockets
_____
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49
are likely to remain in the distant corners of the tank. This method should be used for small
tanks only.
The atmosphere leaving, the tank must exit as an unimpeded vertical flow. If air is being
forced out of a tanklid, the tanklid should be fully open. Tank atmospheres should not be
exhausted under a catwalk or other structure which would promote accumulations of
dangerous vapour at deck level. Generally, a relative wind of more than ten knots will prevent
any accumulation of vapours, but care must be taken when ventilating tanks near the
superstructure if a relative wind from astern may produce a lee where the ventilation is taking
place.
8.12.8 Gas Measuring Equipment

In order to maintain a proper control of the tank atmosphere and to check the effectiveness of
gas freeing, a number of gas measuring instruments should be available on the ship.
Depending upon the type of atmosphere being measured, at least two of each of the following
portable instruments should be available:
With a too lean tank atmosphere:
- Flammable gas indicator capable of measuring gas to the lower flammable limit and with
the scale graduated as a percentage of this limit.
With an inerted tank atmosphere:
- Gas indicator capable of measuring percentage volume of hydrocarbon gas in an inerted
atmosphere.
Oxygen analyser.
With an over rich tank atmosphere:
- Gas indicator capable of measuring hydrocarbon gas concentrations above 15% volume in
air.
In order to be able to check the effectiveness of gas freeing for tank entry the following
instruments should be provided:
A flammable gas indicator capable of measuring gas to the lower flammable limit and with the
scale graduated as a percentage of this limit.
An oxygen analyser.
An instrument capable of measuring concentrations in the human toxicity range of toxic gases
and calibrated in parts per million.
The instruments to be used for gas measurement should be calibrated and tested in accordance
with the manufacturer's instructions before starting to tank clean or gas free. Tank atmosphere
sampling lines should be, in all respects, suitable for and impervious to, the gases present and
should be resistant to the effects of hot wash water.
8.13 Ship/shore liaison

8.13.1 Liaison Between Tanker and Terminal Before Cargo Handling
Emphasis is placed on the fact that the completion of a safe and successful cargo handling
operation is dependent upon effective co-operation and co-ordination between all the parties
involved. Exchange of information between the tanker and the terminal concerning mooring
arrangements is dealt with. Certain additional information relating to cargo, ballast and bunker
handling should be exchanged before these operations begin. This Chapter covers the subjects
about which additional information should be available, and the aspects upon which
agreement should be reached.
_________Advanced Oil Tanker Operation and Safety - Including COWandIGS
50__________
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Page
8.13.2 Terminal's advice to the tanker

The following information should be made available to the responsible officer:
8.13.3 Information in Preparation for Loading and Bunkering:
Cargo specifications and preferred order of loading.
Whether or not the cargo includes toxic components, for example H2S, benzene, lead
additives, mercaptans etc.
Tank venting requirements.
Any other characteristics of the cargo requiring attention, for example high true
vapour pressure.
Flashpoints (where applicable) of products and their estimated loading temperatures,

particularly when the cargo is non-volatile.
Bunker specifications including H2S content.
Nominated quantities of cargo to be loaded. f
Maximum shore loading

rates.
Standby time for normal pump stopping.
Maximum pressure available at the ship/shore cargo connection.
Number and sizes of hoses or arms available and manifold connections required for
each product or grade of the cargo.
Proposed bunker loading rate.
Communication system for loading control, including the signal for emergency stop.
8.13.4 Information in preparation for discharge:
Order of discharge of cargo acceptable to terminal.
Nominated quantities of cargo to be discharged.
Maximum acceptable discharge rates.
Maximum pressure acceptable at ship/shore cargo connection.
Any booster pumps that may be on stream.
Number and sizes of hoses or arms available and manifold connections required for
each product or grade of the cargo and whether or not these arms are common with each other.
Limitations on the movement of hoses or arms.
Any other limitations at the terminal.
Communication system for discharge control including the signal for emergency stop.
8.13.5 Tanker's advice to the terminal

Before cargo handling commences the responsible officer should inform the terminal of the
general arrangement of the cargo, ballast and bunker tanks, and should have available the
information listed below:
Information in Preparation for Loading and Bunkering:
Details of last cargo carried, method of tank cleaning (if any) and state of the cargo
tanks and lines.
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51
Where the vessel has part cargoes on board, grade, volume and tank distribution.
Maximum acceptable loading rates and topping off rates.
Maximum acceptable pressure at the ship/shore cargo connection during loading.
Cargo quantities acceptable from terminal nominations.
Proposed disposition of nominated cargo and preferred order of loading.
Maximum acceptable cargo temperature (where applicable).
Maximum acceptable true vapour pressure (where applicable).

Proposed method of venting.
Quantities and specifications of bunkers required.
Disposition, composition and quantities of ballast together with time required for
discharge and maximum light freeboard.
Quantity, quality and disposition of slops.
Quality of inert gas (if applicable).
8.13.6 Information in Preparation for Discharge:
Cargo specifications.
Whether or not the cargo includes toxic components, for example H2S, benzene, lead
additives, mercaptans etc.
Any other characteristics of the cargo requiring special attention, for example, high
true vapour pressure (TVP).
Flashpoint (where applicable) of products and their temperatures upon arrival,

particularly when the cargo is non-volatile.
Cargo quantities loaded and disposition in ship's tanks.
Quantity and disposition of slops.
Any unaccountable change of ullage in ship's tanks since loading.
Water dips in cargo tanks (where applicable).
Preferred order of discharge.
Maximum attainable discharge rates and pressures.
Whether tank cleaning, including crude oil washing, is required.
Approximate time of commencement and duration of ballasting into permanent

ballast tanks and cargo tanks.
8.13.7 Agreed loading plan

On the basis of the information exchanged, an operational agreement should be made in
writing
between the responsible officer and the terminal representative covering the
following:
Ship's name, berth, date and time.
Name and signature of ship and shore representative.
Cargo distribution on arrival and departure.
The following information on each product:

*
Quantity.
*
Ship's tank(s) to be loaded.
__________Advanced Oil Tanker Operation and Safety - Including COW and IGS
52__________
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Page
*
Shore tank(s) to be discharged,
*
Lines to be used ship/shore.
*
Cargo transfer rate.
*
Operating pressure.
*
Maximum allowable pressure.
*
Temperature limits.
*
Venting system.
Restrictions necessary because of:

*
Electrostatic properties.
*
Use of automatic shut-down valves.
This agreement should include a loading plan indicating the expected timing and covering the
following:
The sequence in which ship's tanks are to be loaded, taking into account:
*
Deballasting operations.
*
Ship and shore tank change over.
*
Avoidance of contamination of cargo.
*
Pipeline clearing for loading.
*
Other movements or operations which may affect flow rates.
*
Trim and draught of the tanker.
*
The need to ensure that permitted stresses will not be exceeded.
The initial and maximum loading rates, topping off rates and normal stopping times,
having regard to:
*
The nature of the cargo to be loaded.
*
The arrangement and capacity of the ship's cargo lines and gas venting system.
*
The maximum allowable pressure and flow rate in the ship/shore hoses or arms.
*
Precautions to avoid accumulation of static electricity.
*
Any other flow control limitations.
The method of tank venting to avoid or reduce gas emissions at deck level, taking
into account:
*
The true vapour pressure of the cargo to be loaded.
*
The loading rates.
*
Atmospheric conditions.
Any bunkering or storing operations.
Emergency stop procedure.

A
bar diagram is considered to be one of the best means of depicting this plan.
8.13.8 Inspection of ship's cargo tanks before loading

Where possible, inspection of ship's tanks before loading cargo should be made without
entering the tanks.
A tank inspection can be made from the deck using ullage or sighting ports with, where
applicable, the inert gas within the tank maintained at its minimum positive pressure. Care
must be taken by the person inspecting not to inhale vapours or inert gas when inspecting
tanks which have not been gas freed. Frequently tank atmospheres which are, or have been,
inerted have a
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blue haze which, together with the size of the tanks, makes it difficult to see the bottom even
with the aid of a powerful torch or strong sunlight reflected by a mirror. Other methods such
as dipping and measuring the heel, or having the stripping line or eductors opened in the tank
and listening for suction, may have to be used.
It may sometimes be necessary to remove tank cleaning opening covers to sight parts of the
tank not visible from the ullage ports but this should only be done when the tank is gas free,
and the covers must be replaced and secured immediately after the inspection.
Before entering a tank which has been inerted, it must be gas freed for entry and, unless all
tanks are gas freed and the IGS completely isolated, each individual tank to be entered for
inspection must be isolated from the IGS.
8.13.9 Agreed discharge plan

On the basis of the information exchanged, an operational agreement should be made in
writing between the responsible officer and the terminal representative covering the following:
Ship's name, berth, date and time.
Names and signatures of ship and shore representatives.
Cargo distribution on arrival and departure.
The following information on each product:

*
Quantity.
*
Shore tank(s) to be filled.
*
Ship's tank(s) to be discharged.
*
Lines to be used ship/shore.
*
Cargo transfer rate.
*
Operating pressure.
*
Maximum allowable pressure.
*
Temperature limits.
*
Venting systems.
Restrictions necessary because of:

*
Electrostatic properties.
*
Use of automatic shut-down valves.
This agreement should include a discharge plan indicating the expected timing and covering
the following:
The sequence in which the ship's tanks are to be discharged, taking account of:
*
Ship and shore tank change over.
*
Avoidance of contamination of cargo.
*
Pipeline clearing for discharge.
*
Crude oil washing, if employed, or other tank cleaning.
*
Other movements or operations which may affect flow rates.
*
Trim and freeboard of the tanker.
*
The need to ensure that permitted stresses will not be exceeded.
*
Ballasting operations.
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The initial and maximum discharge rates, having regard to:

*
The specification of the cargo to be discharged.
*
The arrangements and capacity of the ship's cargo lines, shore pipelines and tanks.
*
The maximum allowable pressure and flow rate in the ship/shore hoses or arms.
*
*
Any other limitations.
Bunkering or storing operations.
Emergency stop procedure.

A bar diagram is considered to be one of the best means of depicting this plan.
8.13.10
Communications
To ensure the safe control of operations at all times, it should be the responsibility of both
parties to establish, agree in writing and maintain a reliable communications system. Before
loading or discharging commences, the system should be adequately tested. A secondary
stand-by system should also be established and agreed. Allowance should be made for the
time required for action in response to signals.
These systems should include signals for:

*
Identification of vessel, berth and cargo.
*
Stand by.
*
Start loading or start discharging.
*
Slow down.
*
Stop loading or stop discharging.
*
Emergency stop.
Any other necessary signals should be agreed and understood.
When different products or grades are to be handled their names and descriptions should be
clearly understood by the ship and shore personnel on duty during cargo handling operations.
The use of one VHF/UHF channel by more than one ship/shore combination should be
avoided.
8.13.11
Ship/shore safety check list
The recommended Ship/Shore Safety Check List should be completed. The purpose of the
Ship/Shore Safety Check List is to ensure the safety of both ship and terminal and of all
personnel and it should be completed jointly by a responsible officer and the terminal
representative. Each item should be verified before it is ticked. This will entail a physical
check by the two persons concerned and will be conducted jointly where appropriate. It is of
no value if it is merely regarded as a paper exercise.
It is emphasised that some of the items on the Ship/Shore Safety Check List will require
several physical checks or even continuous supervision during the operation.
The Ship/Shore Safety Check List may be accompanied by an explanatory letter, for which a
recommended text is given in Appendix A, inviting the co-operation and understanding of the
tanker's personnel. The letter should be given to the master or responsible officer by the
terminal representative. The recipient should acknowledge receipt of the letter on a copy
which should then be retained by the terminal representative
IDESS, NORWAY AS
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SHIP/SHORE SAFETY CHECK LIST

GUIDELINES
Introduction
Before liquid bulk dangerous substances are pumped into or out of any ship, or into a shore
installation, the master of the ship and the berth operator should:
Agree in writing on the handling procedures including the maximum loading or

unloading rates;
Complete and sign, as appropriate, the Ship/Shore Safety Check List, showing the
main safety precautions to be taken before and during such handling operations; and
Agree in writing on the action to be taken in the event of an emergency during

handling operations.
The following guidelines have been produced to assist berth operators and ship masters in
their joint use of the Ship/Shore Safety Check List.
The Mutual Safety Examination
A tanker presenting itself to a loading or discharging terminal needs to check its own
preparations and its fitness for the safety of the intended cargo operation. Additionally, the
master of a ship has a responsibility to assure himself that the terminal operator has likewise
made proper preparations for the safe operation of his terminal.
Equally the terminal needs to check its own preparations and to be assured that the tanker has
carried out its checks and has made appropriate arrangements.
The Ship/Shore Safety Check List, by its questions and requirements for exchange of written
agreements for certain procedures, should be considered a minimum basis for the essential
considerations which should be included in such a mutual examination.
Some of the Check List questions are directed to considerations for which the ship has prime
responsibility, others apply to both ship and terminal.
All items lying within the responsibility of the tanker should be personally checked by the
tanker's representative and similarly all items which are the terminal's responsibility should be
personally checked by the terminal representative. In carrying out their full responsibilities
however, both representatives, by questioning the other, by sighting of records and, where felt
appropriate, by joint visual inspection should assure themselves that the standards of safety on
both sides of the operation are fully acceptable.
The joint declaration should not be signed until such mutual assurance is achieved.
Thus all applicable questions should result in an affirmative mark in the boxes provided. If a
difference of opinion arises on the adequacy of any arrangements made or conditions found,
the operation should not be started until measures taken are jointly accepted.
A negative answer to the questions coded "P" does not necessarily mean that the intended
operation cannot be carried out. In such cases, however, permission to proceed should be
obtained from the Port Authority.
Items coded "R" should be re-checked at intervals not exceeding that agreed in the declaration.
Where an item is agreed to be not applicable to the ship, to the terminal or to the operation
envisaged, a note to that effect should be entered in the "Remarks" column.
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Whilst the Ship/Shore Safety Check List is based upon cargo handling operations, it is
recommended that the same mutual examination, using the Check List as appropriate, be
carried out when a tanker presents itself at a berth for tank cleaning after carriage of liquid
bulk dangerous substances.
Deviations
The conditions under which the operation takes place may change during the process. The
changes may be such that safety can no longer be regarded as guaranteed. The party noticing
or causing the unsafe condition is under an obligation to take all necessary actions, which may
include stopping the operation, to re-establish safe conditions. The presence of the unsafe
condition should be' reported to the other party and where necessary, co-operation with the
other party should be sought.
Tank Cleaning Activities
The questions on tank cleaning are provided in the list in order to inform the terminal and the
port authorities of the ship's intentions regarding these activities.
GUIDELINES FOR COMPLETING THE

SHIP/SHORE SAFETY CHECK LIST
PART A - BULK LIQUID GENERAL
1.
Is the ship securely moored?
In answering this question, due regard should be given to the need for adequate rendering
arrangements.
Ships should remain adequately secured in their moorings. Alongside piers or quays, ranging
of the ship should be prevented by keeping all mooring lines taut; attention should be given to
the movement of the ship caused by wind, currents, tides or passing ships and the operation in
progress.
The wind velocity at which loading arms should be disconnected, cargo operations topped or
the vessel unberthed, should be stated.
Wire ropes and fibre ropes should not be used together in the same direction (i.e. breasts,
springs, head or stern) because of the difference in their elastic properties.
Once moored, ships fitted with automatic tension winches should not use such winches in the
automatic mode.
Means should be provided to enable quick and safe release of the ship in case of an
emergency, hi ports where anchors are required to be used, special consideration should be
given to this matter.
Irrespective of the mooring method used, the emergency release operation should be agreed,
taking into account the possible risks involved.
Anchors not in use should be properly secured.
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2.
Are emergency towing wires correctly positioned?
Emergency towing wires (fire wires) should be positioned both on the off-shore bow and
quarter of the ship. At a buoy mooring, emergency towing wires should be positioned on the
side opposite to the hose string.
There are various methods for rigging emergency towing wires currently in use. Some
terminals may require a particular method to be used and the ship should be advised
accordingly.
3.
Is there safe access between ship and shore?
The access should be positioned as far away from the manifolds as practicable.
The means of access to the ship should be safe and may consist of an appropriate gangway or
accommodation ladder with a properly secured safety net fitted to it.
Particular attention to safe access should be given where the difference in level between the
point of access on the vessel and the jetty or quay is large or likely to become large.
When terminal access facilities are not available and a ship's gangway is used, there should be
an adequate landing area on the berth so as to provide the gangway with a sufficient clear run
of space and so maintain safe and convenient access to the ship at all states of tide and
changes in the ship's freeboard.
Near the access ashore, appropriate life-saving equipment should be provided by the terminal.
A lifebuoy should be available on board the ship near the gangway or accommodation ladder.
The access should be safely and properly illuminated during darkness.
Persons who have no legitimate business on board, or who do not have the master's
permission, should be refused access to the ship.
The terminal should control access to the jetty or berth in agreement with the ship.
4.
Is the ship ready to move under its own power?
The ship should be able to move under its own power at short notice, unless permission to
immobilise the ship has been granted by the Port Authority and the terminal manager.
Certain conditions may have to be met for permission to be granted.
5.
Is there an effective deck watch in attendance on board and adequate
supervision on the terminal and on the ship?
The operation should be under constant control both on ship and shore.
Supervision should be aimed at preventing the development of hazardous situations; if
however such a situation arises, the controlling personnel should have adequate means
available to take corrective action.
The controlling personnel on ship and shore should maintain an effective communication with
their respective supervisors.
All personnel connected with the operations should be familiar with the dangers of the
substances handled.
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58
6.
Is the agreed ship/shore communication system operative?
Communication should be maintained in the most efficient way between the responsible
officer on duty on the ship and the responsible person ashore.
When telephones are used, the telephone both on board and ashore should be continuously
manned by a person who can immediately contact his respective supervisor. Additionally, the
supervisor should have a facility to override all calls. When RT/VHF systems are used the
units should preferably be portable and carried by the supervisor or a person who can get in
touch with his respective supervisor immediately. Where fixed systems are used the guidelines
for telephones should apply.
The selected system of communication, together with the necessary information on telephone
numbers and/or channels to be used, should be recorded on the appropriate form. This form
should be signed by both ship and shore representatives.
The telephone and portable RT/VHF systems should comply with the appropriate safety
requirements.
7.
Has the emergency signal to be used by the ship and shore been explained and
understood?
The agreed signal to be used in the event of an emergency arising ashore or on board should
be clearly understood by shore and ship personnel.
8.
Have the procedures for cargo, bunker and ballast handling been agreed?
The procedures for the intended operation should be pre-planned. They should be discussed
and agreed upon by the ship and shore representatives prior to the start of the operations.
Agreed arrangements should be formally recorded and signed by both ship and terminal
representatives. Any change in the agreed procedure that could affect the operation should be
discussed by both parties and agreed upon. After agreement has been reached by both parties,
substantial changes should be laid down in writing as soon as possible and in sufficient time
before the change in procedure takes place. In any case, the change should be laid down in
writing within the working period of those supervisors on board and ashore in whose working
period agreement on the change was reached.
The operations should be suspended and all deck and vent openings closed on the approach of
an electrical storm.
The properties of the substances handled, the equipment of ship and shore installation, the
ability of the ship's crew and shore personnel to execute the necessary operations and to
sufficiently control the operations are factors which should be taken into account when
ascertaining the possibility of handling a number of substances concurrently.
The manifold areas both on board and ashore should be safely and properly illuminated during
darkness.
The initial and maximum loading rates, topping off rates and normal stopping times should be
agreed, having regard to:
The nature of the cargo to be handled.
The arrangement and capacity of the ship's cargo lines and gas venting systems.
The maximum allowable pressure and flow rate in the ship/shore hoses and loading
arms.
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Any other flow control limitations.

A record to this effect should be formally made as above.
9.
Have the hazards associated with toxic substances in the cargo being handled
been identified and understood?
Many tanker cargoes contain components which are known to be hazardous to human health.
In order to minimise the impact on personnel, information on cargo constituents should be
available during the cargo transfer to enable the adoption of proper precautions. In addition,
some port states require such information to be readily available during cargo transfer and in
the event of an accidental spill.
The information provided should identify the constituents by chemical name, name in
common usage, UN number and the maximum concentration expressed as a percentage by
volume.
10.
Has the emergency shutdown procedure been agreed?
An emergency shutdown procedure should be agreed between ship and shore, formally
recorded and signed by both the ship and terminal representative.
The agreement should state the circumstances in which operations have to be stopped
immediately.
Due regard should be given to the possible introduction of dangers associated with the
emergency shutdown procedure.
11.
Are fire hoses and fire-fighting equipment on board and ashore positioned and
ready for immediate use?
Fire-fighting equipment both on board and ashore should be correctly positioned and
ready for immediate use.
Adequate units of fixed or portable equipment should be stationed to cover the ship's
cargo deck and on the jetty. The ship and shore fire main systems should be pressurised,
or be capable of being pressurised at short notice.
Both ship and shore should ensure that their fire main systems can be inter-connected in
a quick and easy way utilising, if necessary, the international shore fire connection.
12.
Are cargo and bunker hoses/arms in good condition, properly rigged
and appropriate for the service intended?
Hoses should be in a good condition and properly fitted and rigged so as to prevent strain and
stress beyond design limitations.
All flange connections should be fully bolted and any other types of connections should be
properly secured.
It should be ensured that the hoses/arms are constructed of a material suitable for the
substance to be handled taking into account its temperature and the maximum operating
pressure.
Cargo hoses should be properly marked and identifiable with regard to their suitability for the
intended operation.
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60
13.
Are scuppers effectively plugged and drip trays in position, both on board and
ashore?
Where applicable all scuppers on board and drain holes ashore should be properly plugged
during the operations. Accumulation of water should be drained off periodically.
Both ship and jetty manifolds should ideally be provided with fixed drip trays; in their absence
portable drip trays should be used.
All drip trays should be emptied in an appropriate manner whenever necessary but always
after completion of the specific operation.
When only corrosive liquids or refrigerated gases are being handled, the scuppers may be kept
open, provided that an ample supply of water is available at all times in the vicinity of the
manifolds.
14.
Are unused cargo and bunker connections properly secured with blank flanges
fully bolted?
Unused cargo and bunker line connections should be closed and blanked. Blank flanges
should be fully bolted and other types of fittings, if used, properly secured,
15.
Are sea and overboard discharge valves, when not in use, closed and visibly
secured?
Experience shows the importance of this item in pollution avoidance on ships where cargo
lines and ballast systems are interconnected. Remote operating controls for such valves should
be identified in order to avoid inadvertent opening. If appropriate, the security of the valves in
question should be checked visually.
16.
Are all cargo and bunker tank lids closed?
Apart from the openings in use for tank venting (refer to question 17) all openings to cargo
tanks should be closed and gastight.
Except on gas tankers, ullaging and sampling points may be opened for the short periods
necessary for ullaging and sampling.
Closed ullaging and sampling systems should he used where required by international,
national or local regulations and agreements,
17.
Is the agreed tank venting system being used?
Agreement should be reached, and recorded, as to the venting system for the operation, taking
into account the nature of the cargo and international, national or local regulations and
agreements. There are three basic systems for venting tanks:
1. Open to atmosphere via open ullage ports, protected by suitable flame screens.
2. Fixed venting systems which includes inert gas systems.
3. To shore through other vapour collection systems.
18.
Has the operation of the P/V valves and/or high velocity vents been verified
using the checklift facility, where fitted?
The operation of the PN valves and/or high velocity vents should be checked using the testing
facility provided by the manufacturer. Furthermore, it is imperative that an adequate check is
made, visually or otherwise at this time to ensure that the checklift is actually operating the
valve. On occasion a seized or stiff vent has caused the checklift
_____
____
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61
drive pin to shear and the ship's personnel to assume, with disastrous consequences, that the
vent was operational.
19.
Are hand torches of an approved type? and,
20.
Are portable VHF/UHF transceivers of an approved type?
Battery operated hand torches and VHF radio-telephone sets should be of a safe type which is
approved by a competent authority. Ship/shore telephones should comply with the
requirements for explosion-proof construction except when placed in a safe space in the
accommodation.
VHF radio-telephone sets may operate in the internationally agreed wave bands only.
The above mentioned equipment should be well maintained. Damaged units, even though they
may be capable of operation, should not be used.
21.
Are the ship's main radio transmitter aerials earthed and radars switched off?
The ship's main radio station should not be used during the ship's stay in port, except for
receiving purposes. The main transmitting aerials should be disconnected and earthed.
Satellite communications equipment may be used normally unless advised otherwise.
The ship's radar installation should not be used unless the master, in consultation with the
terminal manager, has established the conditions under which the installation may be used
safely.
22.
Are electric cables to portable electrical equipment disconnected from power?
The use of portable electrical equipment on wandering leads should be prohibited in hazardous
zones during cargo operations and the equipment preferably removed from the hazardous
zone.
Telephone cables in use in the ship/shore communication system should preferably be routed
outside the hazardous zone. Wherever, this is not feasible, the cable should be so positioned
and protected that no danger arises from its use.
23.
Are all external doors and ports in the accommodation closed?
External doors, windows and portholes in the accommodation should be closed during cargo
operations. These doors should be clearly marked as being required to be closed during such
operations, but at no time should they be locked.
24.
Are window type air conditioning units disconnected? and,
25.
Are air conditioning intakes which may permit the entry of cargo vapours
closed?
Window type air conditioning units should be disconnected from their power supply.
Air conditioning and ventilator intakes which are likely to draw in air from the cargo area
should be closed.
Air conditioning units which are located wholly within the accommodation and which do not
draw in air from the outside may remain in operation.
26.
Are the requirements for the use of galley equipment and other cooking
appliances being observed?
Open fire systems may be used in galleys whose construction, location and ventilation system
provides protection against entry of flammable gases.
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Page
In cases where the galley does not comply with the above, open fire systems may be used
provided the master, in consultation and agreement with the terminal representative, has
ensured that precautions have been taken against the entry and accumulation of flammable
gases.
On ships with stern discharge lines which are in use, open fire systems in galley equipment
should not be allowed unless the ship is constructed to permit their use in such circumstances.
27.
Are smoking regulations being observed?
Smoking on board the ship may only take place in places specified by the master in
consultation with the terminal manager or his representative.
No smoking is allowed on the jetty and the adjacent area except in buildings and places
specified by the terminal manager in consultation with the master.
Places which are directly accessible from the outside should not be designated as places where
smoking is permitted. Buildings, places and rooms designated as areas where smoking is
permitted should be clearly marked as such.
28.
Are naked light regulations being observed?
A naked light or open fire comprises the following: flame, spark formation, naked electric
light or any surface with a temperature that is equal to or higher than the minimum ignition
temperature of the products handled in the operation.
The use of open fire on board the ship, and within a distance of 25 metres of the ship, should
be prohibited, unless all applicable regulations have been met and agreement reached by the
port authority, terminal manager and the master. This distance may have to be extended for
ships of a specialised nature such as gas tankers.
29.
Is there provision for an emergency escape?
In addition to the means of access referred to in question 3, a safe and quick emergency escape
route should be available both on board and ashore. On board the ship it may consist of a
lifeboat ready for immediate use, preferably at the after end of the ship.
30.
Are sufficient personnel on board and ashore to deal with an emergency'.?
At all times during the ship's stay at a terminal, a sufficient number of personnel should be
present on board the ship and in the shore installation to deal with an emergency.
31.
Are adequate insulating means in place in the ship/shore connection?
Unless measures are taken to break the continuous electrical path between ship and shore
pipework provided by the ship/shore hoses or metallic arms, stray electric currents, mainly
from corrosion prevention systems, can cause electric sparks at the flange faces when hoses
are being connected and disconnected.
The passage of these currents is usually prevented by an insulating flange inserted at
each jetty manifold outlet or incorporated in the construction of metallic arms.
Alternatively, the electrical discontinuity may be provided by the inclusion of one length
of electrically discontinuous hose in each hose string.
It should be ascertained that the means of electrical discontinuity is in place, is in good
condition and that it is not being by-passed by contact with an electrically conductive
material.
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32.
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63
Have measures been taken to ensure sufficient pumproom ventilation?
Pumprooms should be mechanically ventilated and the ventilation system, which should
maintain a safe atmosphere throughout the pumproom, should be kept running throughout the
operation.
33.
If the ship is capable of closed loading, have the requirements for closed
operations been agreed?
It is a requirement of many terminals that when the ship is ballasting, loading and discharging,
it operates without recourse to opening ullage and sighting ports. Such ships will require the
means to enable closed monitoring of tank contents, either by a fixed gauging system or by
using portable equipment passed through a vapour lock, and preferably backed up by an
independent overfill alarm system.
34.
Has a vapour return line been connected?
If required, a vapour return line may have to be used to return flammable vapours from the
cargo tanks to shore.
35.
If a vapour return line is connected, have operating parameters been agreed?
The maximum and minimum operating pressures and any other constraints associated with the
operation of the vapour return system should be discussed and agreed by ship and shore
personnel.
36.
Are ship emergency fire control plans located externally'.?
A set of fire control plans should be permanently stored in a prominently marked weathertight
enclosure outside the deckhouse for the assistance of shoreside fire-fighting personnel. A crew
list should also be included in this enclosure.
If the ship is fitted, or required to be fitted, with an Inert Gas System the following
questions should be answered.
37.
Is the Inert Gas System fully operational and in good working order?
The inert gas system should be in safe working condition with particular reference to all
interlocking trips and associated alarms, deck seal, non-return valve, pressure regulating
control system, main deck IG line pressure indicator, individual tank IG valves (when fitted)
and deck P/V breaker.
Individual tank IG valves (if fitted) should have easily identified and fully functioning
open/close position indicators.
38.
Are deck seals in good working order?
It is essential that the deck seal arrangements are in a safe condition. In particular, the water
supply arrangements to the seal and the proper functioning of associated alarms should be
checked.
39.
Are liquid levels in PN breakers correct?
Checks should be made to ensure the liquid level in the P/V breaker complies with
manufacturer's recommendations
40.
Have the fixed and portable oxygen analysers been calibrated and are they
working properly?
All fixed and portable oxygen analysers should be calibrated and checked as required by the
company and/or manufacturer's instructions. The in-line oxygen analyser/recorder and
sufficient portable oxygen analysers should be working properly.
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|
41.
Are fixed IG pressure and oxygen content recorders working?
All recording equipment should be switched on and operating correctly.
42.
Are all cargo tank atmospheres at positive pressure with an oxygen content of
8% or less by volume?
Prior to commencement of cargo operations, each cargo tank atmosphere should be checked to
verify an oxygen content of 8% or less by volume, lnerted cargo tanks should at all times be
kept at a positive pressure.
43.
Are all the individual tank IG valves (if fitted) correctly set and locked?
For both loading and discharge operations it is normal and safe to keep all individual tank IG
supply valves (if fitted) open in order to prevent inadvertent under or over pressurisation. In
this mode of operation each tank pressure will be the same as the deck main ]G pressure and
thus the PN breaker will act as a safety valve in case of excessive over or under pressure. If
individual tank IG supply valves are closed for reasons of potential vapour contamination or
depressurisation for gauging, etc., then the status of the valve should be clearly indicated to all
those involved in cargo operations. )
Each individual tank IG valve should be
fitted with a locking device under the control of
a responsible officer.
44.
Are all the persons in charge of cargo operations aware that in the case of
failure of the Inert Gas Plant, discharge operations should cease, and the terminal be
advised?
In the case of failure of the IG plant, the cargo discharge, de-ballasting and tank cleaning
should cease and the terminal to be advised.
Under no circumstances should the ship's officers allow the atmosphere in any tank to fall
below atmospheric pressure.
Section 10 of the IMO publication entitled "Crude Oil Washing Systems" contains
operational check lists for the use of the crew at each discharge in accordance with
Regulation 13B of Annex I to MARPOL 73/78. If the ship is fitted with a crude oil
washing (COW) system, and intends to crude oil wash, the following questions should be
answered.
45.
Is the Pre-Arrival Crude Oil Washing Check List, as contained in the approved
Crude Oil Washing Manual, satisfactorily completed?
The approved Crude Oil Washing Manual contains a Pre-Arrival Crude Oil Washing Check
List, specific to each ship, which should be completed by a responsible ship's officer prior to
arrival at every discharge port where crude oil washing is intended.
46.
Is the Crude Oil Washing Check List for use before, during and after Crude Oil
Washing, as contained in the approved Crude Oil Washing Manual, available and being
used?
The approved Crude Oil Washing Manual contains a Crude Oil Washing Check List, specific
to each ship, for use before, during and after crude oil washing operations. This Check List
should be completed at the appropriate times and the terminal representative should be invited
to participate.
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Specimen letter for Issue to Masters of

Tankers at Terminals
Company.
Terminal.
Date.
The Master SS/MV........
Port:.
Dear Sir,
Responsibility for the safe conduct of operations whilst 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 widely accepted by the oil and the
tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout your
stay alongside this terminal and we, for our part, will ensure that our personnel do likewise, and cooperate 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 the questions on the Ship/Shore Safety Check List can be answered in the
affirmative. 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 safety is 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:...........................................
Terminal Representative
Terminal Representative on Duty is:......................................................
Position or Title:........................................................
Telephone No.:.......................................................
UHF/VHF Channel:.......................................................
Signed:............................................
Master
SS/MV.........................................
Date:........................Time...........
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Fire Instructions
IN CASE OF FIRE DO NOT HESITATE TO RAISE THE ALARM
TERMINAL FIRE ALARM:
At this terminal the fire alarm signal is:
IN CASE OF FIRE:
1. Sound one or more blasts of the ship's whistle, each blast of not less than ten seconds duration
supplemented by a continuous sounding of the general alarm system.
2. Contact the terminal.
Telephone number.......................................
UHF/VHF communication channel.....................................
ACTION - SHIP
Fire on your ship

Raise alarm
Fight fire and prevent fire spreading
Inform terminal
Cease all cargo/ballast operations and close all valves
Stand by to disconnect hoses or arms
Bring engines to standby
Fire on another ship or ashore

Stand by, and when instructed:
Disconnect hoses or arms
Bring engines and crew to standby, ready to unberth
Fire on a Ship
Raise alarm
Contact ship
Stand by to disconnect hoses or arms
Inform all ships
Implement terminal emergency plan
Fire Ashore
Raise alarm
Fight fire and prevent fire spreading

If required stand by to disconnect hoses or arms
Inform all ships
Implement terminal emergency plan
IN THE CASE OF FIRE THE TERMINAL PERSONNEL WILL DIRECT THE

MOVEMENT OF VEHICULAR TRAFFIC ASHORE
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8.14 Ship-to-Ship operation

8.14.1 General
OIL tankers frequently use barges to take on bunkers, fresh water and stores, as well as to load
and discharge cargo when the vessel is unable to get alongside due to draft restrictions. In
recent years Port Authorities have become much stricter in controlling such operations, but the
controls vary considerably from port to port.
8.14.2 Bunkering and Storing from Barges.

As a general rule tankers carrying high-flash products are treated in the same way as dry cargo
ships with non-dangerous cargo. A tanker loaded with crude or low-flash products is generally
required to stop loading or discharging, and secure cargo tanks while the bunkering or store
barge is alongside. There are exceptions to this. Some ports will allow a barge alongside
provided it is not moored along that section of the ship which is directly opposite any of the
cargo tanks. In certain European ports where tankers discharge in special petroleum basins
these rules are relaxed, but special precautions are taken by making the barge anchor off and
keep a minimum distance from the ship's side. The bunker barge has to be specially built and
equipped with an extended bunker arm and hose to reach the vessel.
There are certain risks involved in bunkering an oil tanker from a barge which cannot be
overstressed. Normally, the barge has a lot less freeboard than the tanker, and the barge crew
cannot see what is going on aboard the ship. It is therefore, essential that there be a deck watch
on both vessels, who have a mutual understanding with regard to the necessary signals for
starting, controlling and stopping the flow of oil. If available, U.H.F. portable radio sets
facilitate communication.
Another factor is the barge moorings. Even when anchored off, the barge will require two or
more moorings on the tankers to assist her maintain position, these are frequently subject to
shock loads caused by passing traffic making the heavily-laden bunker barge move and roll. It
is therefore, of primary importance that the moorings are sufficient, both with regard to quality
and quantity. The hose is generally connected by the crew and should be supervised while it is
being connected so that the gasket is correctly installed, and the bolts tightened to give a good
leak-proof connection. The hose or hoses should be rigged so that there is sufficient slack on
board, and that normal barge movement won't exert a strain on the connection.
8.14.3 Lightering Low-Flash Cargoes.

In some countries the lightering of tankers handling low-flash products is prohibited. In others
it is permitted under fairly strict controls exercised by the Harbour Authority or other
administrative body. These controls vary considerably, but as a general rule have as an
objective:
To limit the areas where such operations can be undertaken so that other users of the
port will he affected as little as possible as a result of any mishap or disaster, resulting from
the operation.
To monitor the operation so that improper equipment is not used, thus endangering
the lives of crew members on board both the tanker and the lighter.
When loading low-flash products from a lighter or barge, whether it be alongside a dock or at
anchor, the operation should be treated with the same care and attention that loading such
products from a dock requires.
A check-list covering all the safety measures should be filled out after an item by item check
by a responsible officer. The check list should include a dry run on the communication media
for
Advanced OH Tanker Operation and Safety - Including COW and IGS
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IDESS, NORWAY AS
starting and stopping the lighter's pumps, the display of the correct signals and warning
notices to other vessels and small craft, as well as internal safety requirements for the tanker
itself. When discharging low-flash products into a barge or lighter, much the same precautions
are required. In this case the roles are reversed and the lighter is on the receiving end. Extra
caution has to be exercised as the lighter may not be capable of taking the oil at high rates, and
the tanker's pumps must be adjusted to give the desired rate and nothing more. Starting and
stopping can be critical, and where no automation or "panic buttons" are available, the engine
room staff should be alerted as to the needs of such an operation.
8.14.4 Lightering Vessels for VLCC

Due to the fact that the numbers and size of VLCCs has steadily outpaced the growth of ports
which can handle them, lightering vessels have been equipped to offload part of the vessel's
cargo in the open sea, thus reducing the big ships draft to a point where she can enter a port
which would not normally be able to accept her fully laden.
Lightering operations have been undertaken spasmodically in ship to ship operations over
many years and in many different part of the world. For the main part they have been makeshift operations, sometimes undertaken with improvised fenders to allow oil to be transferred
from one ship to another in some open roadstead or anchorage.
It is only in the last few years that it has been organised and refined to a point that it has
gained national, if not universal, acceptance as a safe practice, and an economic method of
off-loading oil from VLCCs thus allowing such vessels to load full cargoes at deep water
loading ports, and still be able to enter draft-restricted discharge ports.
Currently, several major Oil Companies are conducting lightering operations involving five or
six vessels, ranging in size from 28,000 d.w.t. to 100,000 d.w.t. When not engaged in
lightering work there is nothing to stop lightering vessels engaging in normal trade.
8.14.5 Lightering Vessel Equipment

Fenders.
The lightering vessels are equipped with special fenders, normally the main fender system
consists of four heavy duty pneumatic fenders which will float in salt water and have a highenergy absorption factor. On the smaller ships, each fender weighs about 5.4 tons and has a
length of 6-5 metres, and a diameter of 3.3 metres. The bigger vessels have larger fenders. The
fenders are housed on special raised platforms when not in use. When required for lightering,
they are hoisted outboard on special davits and lowered into the water till they are afloat. The
four main fenders are normally arranged so that they cover the lightering vessel's port side,
and are spaced and securely moored at equal distances along the parallel body. Smaller
secondary pneumatic fenders are used to protect the hull plating on the port side at either
extremity of the ship. These small fenders are housed on small cradles and are lifted outboard
on a single davit. Usually they are left suspended from the davit at critical points above the
waterline. They are then secured by ropes so that each fender will remain in position and not
move forward or aft under impact.
The fendering equipment can be hoisted outboard and secured in the space of a few minutes.
In an emergency it can be recovered just as quickly.
Lightering Hoses and Lifting Equipment.
The lightering vessel normally provides the hoses used for lightering and is generally
equipped with a special hose handling arrangement. This varies with the size of the ship, from
2 X 12" hose 2 X 16" hose strings. The hose strings are handled by the ship's derricks, but in
some cases one or more cranes are provided. The VLCC is also required to have her
starboard derricks
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69
IDESS, NORWAY AS
rigged ready to assist with the connection of the hoses, and to support them while the transfer
operation is in progress.
8.14.6 Preparation for the Lightering operation.

This normally begins when the VLCC is several days steaming from the proposed rendezvous
area. If the big ship is not familiar with the operation, the lightering vessel will send a message
to the Master outlining how and where the operation will be conducted. The message will state
in detail what is required of the VLCC In most cases however, the vessel will be provided
with a Lightering Operations Manual at the loading port, which will provide the necessary in
formation. As the VLCC nears the rendezvous the Master of the lightering vessel will require
updated E.T.A.'s and will also advise the Master of the VLCC if weather conditions are likely
to be satisfactory, or if the operation has to be changed to another area which might be better
under the forecast conditions.
The lightering vessel has the responsibility of deciding where, when, and if the operation
should go ahead. The Master is also responsible for notifying the local authorities that have
jurisdiction over the sea area in which the operation is to be conducted.
The Lightering Manual provides guidance as to the documentation required to meet the legal
requirements of such a transfer of oil, as well as the necessary steps to be taken in case of any
pollution which might occur during the operation.
The Master of each ship is responsible for the safety of his vessel at all times, both with regard
to navigation and the transfer of oil. In most cases there is a high level of co-operation
between the two ships' Masters and their respective crews.
8.14.7 Mooring the Lightering Vessel.

At first it was the practice to bring the VLCC to anchor in the approved anchorage, after
which the lightering vessel made her approach and moored on the starboard side of the VLCC
It was found that this procedure had very definite limitations, as the deeply-laden VLCC
responded to wind and current by swinging to her anchor. The motion of the anchored vessel
was not always predictable, and in marginal weather conditions the approach and mooring
operation became quite hazardous. Trials with gas-free vessels revealed that it was easier to
moor with both ships underway, and to anchor the VLCC after the mooring operation was
completed. Using the new technique the VLCC steers for the agreed anchorage on a fixed
course which takes into account current and tide, as well as the prevailing weather. The VLCC
adjusts her speed to approximately 3 knots, and the lightering vessel begins her approach
about five miles from the intended anchorage.
As a general rule, the approach is made from the VLCC's starboard quarter, the lightering
vessel gradually overtakes the VLCC and reduces speed as she comes up parallel with the big
ship. The fenders are lowered into the water and secured well before the lightering vessel
commits herself, while the davits are swung back inboard to make sure that nothing but the
fenders will make contact with the other ship.
As the bows of the lightering vessel come level with the VLCC's midship cargo manifold, a
light line is fired across her foredeck by means of which a heavier messenger line and mooring
rope are hauled on board the VLCC in quick succession. The object at this point is to get
mooring lines out at both ends of the ship, so that they can be used to control the lightering
vessel and bring her in parallel to the other vessel. First contact is generally on the forward
main fender, which compresses and deflects the bow away from the VLCC, bringing the after
fenders into line against the other ship's side. Once moored securely, the VLCC reduces speed
through the water and proceeds to anchor.
Chapter 10
Page
70
Crude Oil Washing (COW)

Section 1 - Introduction
10.1 General..........................................................................................................................................................2
10.1.1
What is Crude Oil Washing (COW)? ..............................................................................................2
10.1.1.1
Why COW is more efficient than water washing...................................................................................3
10.1.1.2
Advantages and disadvantages of COW over water washing of cargo tanks..........................................4
10.1.1.3
Disadvantages with Water Washing.....................................................................................................6
10.1.1.4
Applicability of the Requirements.........................................................................................................6
10.1.1.5
Pollution Prevention Certificate ...........................................................................................................7
10.1.2
Design criteria of COW systems .......................................................................................................7
10.1.2.1
Requirements.....................................................................................................................................7
10.1.2.2
Equipment .........................................................................................................................................8
10.1.2.2.1 Pumps.........................................................................................................................................8
10.1.2.2.2
Piping ........................................................................................................................................11
10.1.2.2.3
Diameter of COW lines .............................................................................................................12
10.1.2.2.4
Fixed washing machines ............................................................................................................13
10.1.2.2.5
Single Nozzle/programmable washing machines - characteristics: .............................................14
10.1.2.2.6
Dual Nozzle/unprogrammable washing machines - characteristics: ...........................................15
10.1.2.2.7
Choice of type ...........................................................................................................................15
10.1.2.2.8
Nozzle diameter.........................................................................................................................16
10.1.2.2.9
Number and location of the tank washing machines/shadow diagrams.......................................17
10.1.2.2.10
Stripping system ........................................................................................................................18
10.1.2.2.11
Ballast lines ...............................................................................................................................18
10.1.3
Qualification of personnel ...............................................................................................................18
10.1.3.1
Formal qualification requirements..................................................................................................18
10.1.4
Tankage to be Crude Oil Washed.....................................................................................................19
10.1.5
Use and control of inert gas ..............................................................................................................20
10.1.6
Precautions against electrostatic generation....................................................................................20
10.1.7
COW at Sea........................................................................................................................................20
10.1.8
Operations and Equipment Manual.................................................................................................21
10.1.9
Initial approval of Cow systems ....................................................................................................... 21
10.1.9.1
Extent of Approval ..................................................................................................................... 21
10.1.9.2
Tank Inspection after COW ........................................................................................................ 22
10.1.9.3
Consideration related to gasfreeing/tank atmosphere.................................................................. 22
10.1.9.4
Oil-on-top Test ....................................................................................................................... 23
10.1.9.5
Oil Content in the Arrival Ballast ................................................................................................ 23
10.1 General
MARPOL 73/78 recognises that Crude Oil Washing (COW) provides a means of reducing the
contact between oil and water. Washing cargo tanks with crude oil reduce the amount of water
washing needed for those tanks required for clean ballast and eliminate it for sludge control
purposes.
Preparing tanks to acceptable clean ballast standards by water washing has always been intensive
in time and labour, and when using hot water, costly in terms of bunkers consumed. In steam
turbine ships there was inevitably some loss of engine revolutions and the whole operation could
take a week. Translated into financial terms the loss was significant.
Water is not the best medium for tank cleaning because:
* It contributes to corrosion of the tank structure;
* sludge remains on board after washing when operating load on top;
* it introduces unwanted salt-water into refineries;
* it leads to large quantities of oily-water slops which require decanting with
consequent operationally allowed or accidental pollution;
*
*
it increases deadfreight; and

it is incompatible with oil.
In some tank areas sludge deposits were difficult to remove, even when washing with hot water
and chemicals. This led to expensive hand digging when preparing for repair periods and it was
not unusual for VLCC's to take between two and three weeks for cleaning tanks to hot work
standard.
On occasions heavy wax deposits had been removed by using other oils (such as heated gas oil)
which were pumped round tanks and were found particularly effective in cleaning and removing
heavy sludge from tank sides and horizontal surfaces. This became standard operational
procedure at some oil terminals 30 years ago. Cleaning with crude oil could not be considered
(although its solvent properties had been known from biblical times) as it could only be carried
out during cargo discharge and the recirculation of crude oil through portable tank washing
machines would have presented a considerable pollution danger on the decks of ships. The
introduction of the fixed-in-place tank washing machines, operated by cargo pumps via
permanent piping, solved Jhe pollution problem. However in December 1969 three VLCCs
exploded off the African coast whilst water washing of tanks was in progress. One ship sank and
the other two suffered severe structural damage. Development of crude oil washing in noninerted tankers was held in abeyance while the causes were established.
10.1.1 What is Crude Oil Washing (COW)?

Virtually all crude oil, contain relatively heavy components of waxy and asphaltic substances.
During a tanker's loaded passage these components settle out and horizontal members of tank
structures acquire substantial coatings of sludge deposits. After the oil is discharged from tanks,
the majority of this sludge will remain. Unless it is removed, it will build up over several
voyages and eventually impede the efficient drainage of the tanks. This will effectively reduce
the cargo carrying capacity of the ship.
In the past sludge was removed from tanks by using waterjets from hand-held hoses, which led to
the development of portable tank washing machines. With the introduction of the VLCC,
machine manufacturers, in conjunction with tanker operators, developed fixed-in-place tank

washing machines.
Crude oil has the certain property whereby it can be used to dissolve its own residues, dispense
and suspend the sediments in the cargo and thus restore the cargo to the original condition when
loaded. This property is the basis for COW, Crude Oil Washing, which - as the description
implies - involves the cleaning or washing of cargo tanks with high pressure jets of crude oil.
Part of the cargo is circulated through fixed piping and washing machines during cargo
discharge.
The idea of cleaning with oil is presumably as old as petroleum handling itself. It was early
discovered that even the dirtiest objects could be cleaned with oil. The method has, however,
somewhat advanced from using different cleaning fluids to the development of safe and efficient
technique for cleaning cargo oil tanks in crude carriers with the cargo fluid itself - Crude Oil
Washing.
10.1.1.1
Why COW is more efficient than water washing
Cleaning with water gives reasonable good result only when water jets with sufficient impact
force are directly hitting the surfaces within a tank. Accordingly the cleaning effect is almost
non-existent as far as reflected jets and drainage's are concerned. When using crude oil a
suprisingly good cleaning result is obtained even from drainage's and reflected jets of crude oil the so called splash-back effect.
Crude oil has a latent ability to clean up its own mess. i.e. to dissolve and suspend the deposits.
This process is facilitated by the thixotropic property of crude oils; i.e., the viscosity of the oil
considerable reduced when being pressurized in pomp(s), lines and nozzles of tank washing
machines. As a result of the thixotropic property, crude oil used for tank washing drains
effectively leaving only a surprisingly thin film upon the tank surface.
The superiority of crude oil to water as a tank cleaning fluid is exclusively dependent upon the
dissolving property of crude oil. It is not possible to dissolve sediments from crude oil cargoes
with water. But the latent dissolving property alone, oil is not enough. To explain this, reference
can be made to an everyday example: sugar on the bottom of a cup filled with water. Although
the sugar is completely soluble in water, it does not dissolve to any greater extent unless the
water is stirred. Sediments in a cargo tank are soluble in crude oil in a corresponding way.
However, no dissolving occurs until the deposits are agitated by direct or reflected jets of crude
oil and by downward/aft running crude. Deposits are also dissolved by the heavy turbulence
caused by powerful jets during washing in the surrounding oil.
When pointing out the superiority of crude oil to water as cleaning medium, a very important part
of the explanation is frequently overlooked: COW is carried out on surfaces which are still wet,
while washing with water was done for most part several days after the unloading, when the
surfaces to be cleaned had dried up.
10.1.1.2 Advantages and disadvantages of COW over water washing of cargo

tanks.
10.1.1.2.1 Advantages with COW
Providing that equipment and procedures are well adapted for COW, the following advantages are
gained in comparison with water washing:
* Considerable reduction in pollution potential since less oil remains on board after
discharge and less oil-contaminated water is handed during the ballast passage.
* Reductions in time and cost of tank cleaning.
* De-sludging by hand obviated.
* Reduced tank cleaning time at sea.
* Increased outturn of cargo.
* Reduced deadfreight as less oil-water slops are retained on board .
* Less salt water discharged to refineries.
* Tank corrosion due to water washing is reduced.
* More time for maintenance work at sea, since no additional tank cleaning is required,
except water rinsing of tanks to contain arrival ballast.
- Diagram for improved cargo out-turn due to COW
This diagram is based on the commonly recognised estimation that approximately one per cent of
Bill of Lading quantity will remain in ship's cargo tanks after discharging without COW and
thorough draining.
Line 3
The economy stripping)) philosophy - quick turn-around in the discharge port more appreciated
than spending few hours on stripping to get well drained tanks - was practised and encouraged
until the price of crude oil started to rise drastically.
Line 2
Several investigations have shown that a through after-draining with educators have increased the
cargo outturn with 0.2 - 0.5 per cent of the Bill of Lading quantity, and even more in some cases,
approximately 500 - 1,250 tonnes for 250,000 tonnes of cargo.
Line 1
A
Draining (discharging) and COW according to IMO specifications, utilizing the small diameter
line, will further improve the cargo outturn compared to result obtained according to line 2.
Note that COW improves the cargo outturn in all three cases.
EXAMPLE:
A tanker with 250 000 tonnes of crude oil has crude oil washed 65 per cent of the total cargo tank
volume in order to comply with IMO Specification 6.1
Questions:
a)
How has this COW influenced the cargo out-turn and
b)
was the extent of the washing sufficient to ensure a cargo outturn of 99.7 per cent of the
Bill of Lading quantity, (not more than 0.3 per cent of the Bill of Lading quantity
remaining in ship's tanks)?
Remark:
There is a trend now that the cargo outturn should be improved so that the remaining cargo on
board after final discharge does not exceed 0.25 per cent of the Bill of Lading.
Solution:
A perpendicular through 65 per cent on the horizontal scale intersects line 1 in a point
corresponding to 0.69 on the left and 0,31 on the right vertical scale, full lines.
Answer to question a):
250 000 x 0.0069 = 1725 is the improvement in cargo outturn in tonnes,
and
250 000 x 0.0031 = 785 is remaining cargo on board in tonnes.
Answer to question b):

It is clear from the previous answer (0,31) that the extent of this washing was not quite sufficient.
As the dotted lines indicate on the diagram, at least two per cent more of the total cargo tank
volume should have been washed in order to obtain a cargo outturn of 99.7 per cent of the Bill of
Lading quantity.
10.1.1.2.2 Disadvantages with COW
* Increased workload during discharging.
* Prolonged time for discharging.
* Costs for extra personnel.
* Costs for COW equipment
* Potential safety and pollution risks.
* More equipment - higher demand for maintenance.
Therefore it is important to plan the discharge operation properly so that COW is not interfere
with in any way, increase of discharge time will be least when cargo discharge is restricted by
shore limitations.
10.1.1.3 Disadvantages with Water Washing

As tanker sizes increased and more stringent regulations against oil pollution were enforced, it
was realised that water washing alone is an inferior tank cleaning method. LOT (Load On Top),
no matter how complete and sophisticated it may be, can never remove the great disadvantages
with water washing compared with COW:
* Longer time for washing each tank, resulting in increased bunker costs.
* Handling larger amounts of water is costly and causes increased pollution of the sea since
the water is contaminated with oil, even when LOT procedures are used.
* Increased corrosion due to extensive water washing.
* Reduced cargo capacity due to larger slop quantity.
* Discharge of more salt water with the slops to refineries.
* Longer period of time needed to prepare the tanks for dry dock or intermediate cold or hot
work, tank inspections included.
10.1.1.4 Applicability of the Requirements

By 1977 crude oil washing had been widely adopted by a large number of major oil companies
and independent tanker owners as a means of sediment control. It was offered as an alternative to
the fitting of segregated ballast tanks, SBT.
The International Conference on Tanker Safety and Pollution Prevention, convened in London
during February 1978, resulted in Protocols amending those of the International Convention for
the Safety of Life at Sea. 1974 (SOLAS) and the International Convention for the Prevention of
Pollution from Ships, 1973 (MARPOL 73/78).
Briefly, existing crude oil carriers must be fitted with SBT systems if they are 40,000 dwt or
above but, as an alternative, crude oil washing or a clean ballast tank system (CBT) may he
allowed. In the case of CBT, the shipowner declares certain cargo tanks as "dedicated ballast
tanks" and these are not allowed to carry cargo. A CBT system is similar to an SBT system
except that pumps and lines serving the CBT tanks may also be used for cargo operations.
New crude oil ships over 20.000 dwt must be fitted with SBT/PL and COW: they are not allowed
to operate CBT. Lastly, any ship must have an inert gas system (IGS) before it may operate Cow.
If a crude oil that is not suitable for crude oil washing is intended to be carried as cargo in a ship
provided with only a crude oil washing system, the that ship must comply with segregated ballast
tank requirements in accordance with Regulation 13(7) or dedicated clean ballast tank
requirements in accordance with Regulation 13(9) of Annex I of MARPOL 73/78.
10.1.1.5 Pollution Prevention Certificate

Implementation of the MARPOL and the TSSP protocol will require all ships that carry oil to be
issued with an International Oil Pollution Prevention Certificate (IOPP). Trading patterns
require ships to carry crude or product, or both simultaneously, and under the new regulations
ships in each category must fulfil certain requirements.
As some of these are the same for both product ships and crude oil ships, IMO have agreed to
three categories for the IOPP which are:
* Crude oil and products carrier
(Allowed to carry either crude oil or product oil or both simultaneously)
*
Product carrier.
(Allowed to carry product oil but not crude oil)
Crude oil carrier

(Allowed to carry crude oil but not product oil).
One anomaly among new ships are those larger than 70,000 dwt, fitted with SBT but without PL
or COW, that are built between the differing "new ship" dates laid down by MARPOL 73/78 and
TSSP.
The IOPP certificate is issued for a period of five years, during which there will be at least one
intermediate survey to ensure that ships' equipment does not materially differ from that shown on
the certificate. In addition the inspections will check that ships are being operated in a correct
and approved manner.
10.1.2 Design criteria of COW systems

10.1.2.1 Requirements
The crude oil washing installation, associated equipment and arrangements, must meet the
requirements established by the Administration based on the Specifications for the Design,
Operation and Control of Crude Oil Washing Systems adopted by the Conference in resolution 15
and as maybe revised by the Organization (Regulation 13B of Annex I of MARPOL 73/78).
Every tanker which operates with crude oil washing, in accordance with Regulation 13, must be
provided with an Operations and Equipment Manual, approved by the Administration. The
Manual must detail the system and equipment and specify operational procedures (Regulation
13B of Annex I of MARPOL 73/78).
10.1.2.2 Equipment
10.1.2.2.1 Pumps
The pumps supplying crude oil to the tank cleaning machines shall be either the cargo pumps or
pumps specifically provided for the purpose.
The capacity of the pumps shall be sufficient to provide the necessary throughput at the required
pressure for the maximum number of tank cleaning machines required to be operated
simultaneously as specified in the Operations and Equipment Manual. In addition to the above
requirement, the pumps shall, if an eductor system is fitted for tank stripping, be capable of
supplying the eductor sufficient driving fluid such that the bottom of the tank being cleaned is
kept free of accumulations of oil and sediment towards completion of the tank washing process.
The pumping and piping arrangements shall be such that the crude oil washing system can be
effectively operated with any one pump out of use and the carriage of more than one grade of
cargo shall not prevent crude oil washing of tanks.
The two main principles for oil supply to the COW system are:
1. bleed-off from main(s) (see figure 2)
2. separate pump (a designated cargo pump or a dedicated COW pump, see figure 2 and 3
In the first case, sufficient washing pressure is achieved by throttling the manifold valve(s) when
the back pressure from the shore side is below recommended washing pressure. Terminal back
pressure may vary between 4 and 10 bar and recommended washing pressure is usually from 8 to
12 bar. When throttling, the discharging capacity is then correspondingly reduced. This will
increase time for cargo discharge if the ship is allowed to discharge with maximum pumping
capacity. The cargo discharging capacity will be seriously affected for the arrangement shown in
figure 4 in particular.
To achieve a steady washing pressure, the throttled valve will have to be more or less frequently
adjusted depending on different circumstances on the shore side and onboard. The pressure will
then need continuous attention and frequent adjustment. It is therefore recommended to have a
manometer, indicating washing pressure, which can be easily observed from the position where
the valve is throttled.
The use of butterfly valves for throttling is usually not recommended, and such valves have been
damaged because they were not intended for throttling. The necessity of replacing butterfly
valves with, for instance sluice valves should be considered.
OIL SUPPLY TO COW MAIN:

ALT I: Bleed off from cargo mains
ALT II: Separation of one cargo
pump, closing of corresponding
manifold valve.
DEDICATED PUMP FOR OIL

SUPPLY TO COW SYSTEM
Fig. 3
UNFAVOURABLE
ARRANGEMENT FOR COW
SUPPLY
Fig. 4
The best arrangement seems to be a separate pump for COW, and driving fluid for stripping
eductor(s) where arranged. Then the COW procedure, including stripping, can be performed
independently of pressure fluctuations in the cargo lines, and it is easier to continue COW when
cargo discharge is stopped temporarily. It is required that at least two pumps must be capable of
supplying crude oil for washing. Flexibility, especially for multigrade cargoes, is usually
achieved if any one cargo pump can be isolated and used exclusively for COW and stripping
eductor(s). However, the best solution from an operational and efficiency point of view is a
dedicated pump for COW and stripping eductor(s) (see fig. 3). This arrangement will have least
influence on discharging capacity. The costs of retrofitting a dedicated washing pump will, of
course, have to be weighed against the advantages achieved. This solution is probably most
attractive for ships having only two or three cargo pumps.
Figure 5 indicates simple modifications of the arrangement in figure 4 to achieve a more efficient
and flexible arrangement for COW.
The figures 6-8 are showing different typical piping arrangements.
MODIFICATION OF ARRANGEMENT IN
FIGURE 4
Fig. 5
TYPICAL DISCHARGE MAINS

WITH GOOD POSSIBILITIES TO
BLEED OFF WHEN COW IS
PERFORMED DURING
DISCHARGE
Fig. 6

WITH GOOD, BUT
RESTRICTED, POSSIBILITIES
TO BLEED OFF FOR COW
DURING DISCHARGE.
Fig. 7

WITH POOR POSSIBILITIES TO
BLEED OFF WHEN COW IS
PERFORMED DURING DISCHARGE
Fig. 8
10.1.2.2.2 Piping
The crude oil washing pipes and all valves incorporated in the supply piping system shall be of
steel or other equivalent material and shall be of adequate strength having regard to the pressure
to which they may be subjected, and shall be properly jointed and supported. The crude oil
washing system shall consist of permanent pipework and shall be independent of the fire mains
and of any system other than for tank washing except that sections of the ship's cargo system
may be incorporated in the crude oil washing system provided that they meet the requirements
applicable to crude oil pipework. Notwithstanding the above requirements, in combination
carriers the arrangement may allow:
The use of flexible hose pipes to connect the crude oil washing system to tank washing machines
if it is necessary to locate these machines in a cargo tank hatch cover. Such flexible hose pipes
must be provided with flanged connections and be manufactured and tested in accordance with
standards acceptable to the Administration and be consistent with the duties the hoses are
required to perform. The length of these hoses shall be no greater than necessary to connect the
tank washing machines to an adjacent point just outside the hatch coming. These hoses shall be
removed to suitably prepared and protected stowage when not in use and be pressure tested by an
authority acceptable to the Administration at intervals of not more than two and a half years.
Provision shall be made to prevent overpressure in the tank washing supply piping. Any relief
device fitted to prevent overpressure shall discharge into the suction side of the supply pump.
Alternative methods to the satisfaction of the Administration maybe accepted provided an
equivalent degree of safety and environmental protection is provided.
Where hydrant valves are fitted for water washing purposes on tank washing lines, all such
valves shall be of adequate strength and provision shall be made for such connections to be
blanked off by blank flanges when washing lines may contain crude oil. Alternatively, hydrant
valves shall be isolated from the crude oil washing system by spade blanks.
All connections for pressure gauges or other instrumentation shall be provided with isolating
valves adjacent to the lines unless the fitting is of the sealed type.
No part of the crude oil washing system shall enter the machinery spaces. Where the tank
washing system is fitted with a steam heater for use when water washing, the heater must be
effectively isolated during crude oil washing by double shut-off valves or by clearly identifiable
blanks.
Where a combined crude oil-water washing supply piping is provided the piping shall be so
designed that it can be drained so far as is practicable of crude oil, before water washing is
commenced, into spaces designated in the Operations and Equipment Manual. These spaces may
be the slop tank or other cargo spaces.
10.1.2.2.3 Diameter of COW lines
The piping system shall be of such diameter that the greatest number of tank cleaning machines
required, as specified in the Operations and Equipment Manual, can be operated simultaneously
at the designed pressure and throughput.
It is up to the owner to specify in the Manual the number of machines to be operated
simultaneously based on the capability of the piping system. However, piping dimensions
restricting the number to much, will increase significantly the cargo discharging period.
The arrangement of the piping shall be such that the required number of tank cleaning machines
to each cargo compartment, as specified in the Operations and Equipment Manual referred to in
these Specifications, can be operated simultaneously.
It is recommended that it should be possible to perform COW simultaneously at least in two
wingtanks (i.e. the two wing tanks with the maximum number of washing machines will be
decisive).
The following guidance may be applied to limit the dynamic pressure drop in the COW lines: the
fluid velocity in the COW main line should not exceed 4-5 m/s.
the fluid velocity in the branch lines should not exceed 5-6 m/s.
This can be read directly from diagram <tfLOW RATE VS INNER DIAMETER OF PIPE
EXAMPLE:
* Two wingtanks, each with 5 machines of 160 m3 /h capacity.
* Flow in COW main line: 2 x 5 x 160 m3/h = 1,600 m3/h.
* Inner diameter of COW main line of 350 mm should be satisfactory without excessive
pressure drop
*
Flow velocity is then 4.6 m/s.
The piping system shall be tested to one and one half times the working pressure after it has been
installed on the ship.
The crude oil washing supply piping shall be anchored (firmly attached) to the ship's structure at
appropriate locations, and means shall be provided to permit freedom of movement elsewhere to
accommodate thermal expansion and flexing of the ship. The anchoring shall be such that any
hydraulic shock can be absorbed without undue movement of the supply piping. The anchors
should normally be situated at the ends furthest from the entry of the crude oil supply to the
supply piping. If tank washing machines are used to anchor the ends of branch pipes then special
arrangements are necessary to anchor these sections when the machines are removed for any
reason.
10.1.2.2.4 Fixed washing machines

The tank washing machinas for crude oil washing shall be permanently mounted and shall be of a
design acceptable to the Administration.
Fixed tank washing machines, originally constructed for water are used for COW. As a general
rule any system designed for effective water washing is even more effective with COW.
The main types of washing machines most commonly used for COW are:
1. single nozzle machines (fig. 10) These are usually programmable to cover pre-set sectors
(capacities up to about 200 m3/h) and are intended for deck mounting, but submerged
unprogrammable single nozzle machines are also available.
2. Dual nozzle unprogrammable washing machines (fig. 11). This type may be deck mounted or
submerged (capacities up to about 250 m3/h).
The performance characteristic of a tank washing machine is governed by nozzle diameter,
working pressure and the movement pattern and timing. Each tank cleaning machine fitted shall
have a characteristic such that the sections of the cargo tank covered by that machine will be
effectively cleaned within the time specified in the Operations and Equipment Manual.
Washing with the programmable single nozzle machines is performed in one, two or three stages
(singlestage/multistage); the machines are normally reprogrammed before each stage is started
(see fig. 12).
The dual nozzle machines are usually fully orbital and need no programming (singlestage).
If we try to compare those two types of washing machines some of their main characteristics may
be briefly summarised as follows:
10.1.2.2.5 Single Nozzle/programmable washing machines - characteristics
* the nozzle may be concentrated on the area where the jet is most
needed - less consumption of crude oil to obtain required
cleanliness of a tank.
* higher jet impact force - longer jet - with the same total nozzle
area.
* big/ heavy.
* more complicated - probably more maintenance.
* more time-consuming/labour-demanding operation, especially
when the drive units are of portable type.
* expensive.
10.1.2.2.6 Dual Nozzle/unprogrammable washing machines - characteristics:

*
*
*
*
*
low price.
simple operation - no programming.
mechanically simpler - probably less maintenance.
less weight - easier to handle and transport.
higher consumption of crude oil to obtain required
cleanliness of the tank.
10.1.2.2.7 Choice of type

For an optimum COW system, the fitting of different types of machines on board the same ship
should be practised to a greater extent than is witnessed today. E.g. in a centre tank with a minimum
of internal structure, washing is normally necessary in the lower regions and on the bottom in
particular. From an overall economic point of view, fitting of a programmable washing machine
may be preferred in such tanks.
However, in tanks with complicated internal structure, where the effect of splash-back and running
oil is more essential to achieve acceptable cleanliness, a dual nozzle unprogrammable machine may
be equally or more efficient.
There are of course a number of factors influencing the choice of type of washing machines. The
characteristics mentioned above may vary in importance from ship to ship and company to company;
e.g., where the number of crew members is very low, reduced labour demand for COW is more
important than onboard ships with more crew members at hand. It is difficult to indicate preferences
and give general advice with respect to what type of machines to choose. The types mentioned have
all proved that acceptable cleanliness can be obtained. The important point is that decisions are
made after thorough and realistic evaluation of all the relevant aspects involved.
TYPICAL CHARRRACCTTERISTICS FOR SINGLE NOZZLE WASHING MACHINES

10.1.2.2.8 Nozzle diameter
The nozzle diameters for COW machines are usually varying between 20 and 40 mm.
The size will, of course, have an influence on the jet length and throughput (capacity); the
capacity increases proportionally with the nozzle area. The two diagrams, figure 13 and 14,
show typical jet lengths and throughputs as a function of pressure for different nozzle diameters
for a single nozzle machine.
When the number of COW machines to be operated simultaneously has been decided, the nozzle
diameter will be influenced by the following factors:
* size of the tank and intended distance to be covered by one machine
* pumping and stripping capacities
* dimensions of piping (pressure drop)
Experience, so far, indicates that bigger nozzles give better washing results under similar conditions.
Experiments with the same number of single nozzle programmable COW machines but with big
nozzle diameter in one tank and smaller diameter in another similar wing tank, support this.
Based on this, larger nozzle diameters should be preferred. However, where one or more of the
above-mentioned factors restrict the diameter, this normally will have to be compensated by
increased washing time or if convenient with higher pumping pressure from supply pump. An
alternative is also to reduce the total number of COW machines intended for simultaneous operation.
10.1.2.2.9 Number and location of the tank washing machines/shadow diagrams
According to the IMO specifications the number and location of washing machines must be
determined by the maximum allowable total area shielded from direct impingement by internal
structure of the tanks: 15 and 10 per cent shadows for vertical and horizontal areas. The number and
location of the machines in each cargo tank shall be such that all horizontal and vertical areas are
washed by direct impingement or effectively by deflection or splashing of the impinging jet. In
assessing an acceptable degree of jet deflection and splashing, particular attention shall be paid to
the washing of upward facing horizontal areas and the following parameters shall be used:
*
For horizontal areas of a tank bottom and the upper surfaces of a tank's stringers and other
large primary structural members, the total area shielded from direct impingement by
deck or bottom transverses, main girders, stringers or similar large primary structural
members shall not exceed 10 per cent of the total horizontal area of tank bottom, the
upper surface of stringers, and other large primary structural members.
For vertical areas of the sides of a tank, the total area of the tank's sides shielded from
direct impingement by deck or bottom transverses, main girders, stringers or similar large
primary structural members shall not exceed 15 per cent of the total area of the tank's
sides.
In some installations it may be necessary to consider the fitting of more than one type of tank
washing machine in order to effect adequate coverage
10.1.2.2.10 Stripping system

The design of the system for stripping crude oil from the bottom of every cargo tank shall be to
the satisfaction of the Administration.
The design and capacity of the tank stripping system shall be such that the bottom of the tank
being cleaned is kept free of accumulations of oil and sediment towards completion of the tank
washing process.
The stripping system shall be capable of removing oil at a rate of 1.25 times the total throughput
of all the tank cleaning machines to be operated simultaneously when washing the bottom of the
cargo tanks as described in the ship's Operations and Equipment Manual. Means such as level
gauges, hand dipping and stripping system performance gauges shall be provided for checking
that the bottom of every cargo tank is dry after crude oil washing. Where a stripping pump is
provided, the monitoring equipment shall include, as appropriate, a flow indicator, or a stroke
counter or a revolution counter, and pressure gauges at the inlet and discharge connections of
the pump or equivalent. Where eductors are provided, the monitoring equipment shall include
pressure gauges at the driving fluid intake and at the discharge and a pressure/vacuum gauge at
the suction intake. Suitable arrangements for hand dipping must be provided at the aftermost
portion of a cargo tank and in three other suitable locations unless other approved means are fitted
for efficiently ascertaining that the bottom of every cargo tank is dry. For the purpose of this
paragraph, the cargo tank bottom shall be considered "dry" if there is no more than a small
quantity of oil near the stripping suction with no accumulation of oil elsewhere in the tank.
Means shall be provided to drain all cargo pumps and lines at the completion of cargo discharge,
where necessary, by connection to a stripping device. The line and pump draining shall be
capable of being discharged both to a cargo tank and ashore. For discharge ashore a special
small diameter line shall be provided for that purpose and connected outboard of the ship's
manifold valve. For new oil tankers or existing oil tankers not already fitted with such a line the
cross-sectional area of this line shall not exceed 10 per cent of that of a main cargo discharge
line. Where such a line is already fitted on an existing tanker, a cross-sectional area of not more
than 25 per cent of that of a main cargo discharge line may be accepted.
10.1.2.2.11 Ballast lines
Where a separate ballast water system for ballasting cargo tanks is not provided, the arrangement
shall be such that the cargo pump, manifolds and pipes used for ballasting can be safely and
effectively drained of oil before ballasting.
10.1.3 Qualification of personnel

The training requirements of ships' personnel engaged in the crude oil washing of tankers shall be
to the satisfaction of the Administration.
10.1.3.1 Formal qualification requirements.

Where a person such as the master, the chief officer or the cargo control officer assumes overall
charge of a crude oil wash he shall:
* Have at least one year's experience on oil tankers where his duties have included the
discharge of cargo and associated crude washing.
Where his duties have not included crude oil washing operations, he shall have completed
a training programme in crude oil washing in accordance with Appendix II to these
Specifications and satisfactory to the Administration;
* Have participated at least twice in crude oil wash programmes one of which shall be on
the particular ship for which he is required to undertake the responsibility of cargo
discharge. Alternatively, this latter participation may be acceptable if undertaken on a
ship that is similar in all relevant respects; and
* Be fully knowledgeable of the contents of the Operations and Equipment Manual.
* Where other nominated persons are intended to have particular responsibilities as defined
in the Operations and Equipment Manual, they shall have at least 6 months' experience on
oil tankers where, in the course of their duties, they should have been involved in the
cargo discharge operation. In addition, they should have been instructed in the crude oil
washing operation in the particular ship for which they are required to undertake this
responsibility and be fully knowledgeable of the contents of the Operations and
Equipment Manual. Appendix 11 to these Specifications should be used as guidance in
establishing the content of such instruction.
10.1.4 Tankage to be Crude Oil Washed

Paragraph 6.1 of the Specifications requires that the following tanks are crude oil washed:
1.
2.
3.
All departure and arrival ballast tanks permitting compliance with trim and draught
requirements of Regulation 13 (2Xa), (b) and (c) of Annex I of MARPOL Protocol (see
figure 17).
In addition about 1/4 of the remaining cargo tanks on rotational basis, for sludge control.
However, for sludge control no tank need be crude oil washed more than once every four
months.
Cargo tanks which may contain heavy weather ballast during the subsequent ballast
voyage must always be crude oil washed. This (these) tank may be included in the tanks
under 2.
Regulation 13:
(2) The capacity of the segregated ballast tanks shall be so determined that the ship may operate
safely on ballast voyages without recourse to the use of oil tanks for water ballast except as
provided for in paragraph (3) of this Regulation. In all cases, however, the capacity of
segregated ballast tanks shall be at least such that in any ballast condition at any part of the
voyage, including the conditions consisting of lightweight plus segregated ballast only, the
ship's draughts and trim can meet each of the following requirements:
(a) the moulded draught amidships (dm) in metres (without taking into account any ship's
deformation) shall not be less than:
dm - 2.0 + 0.02 L;
(b) the draughts at the forward and after perpendiculars shall correspond to those determined by
the draught amidships (dm), as specified in subparagraph (a) of this paragraph, in association
with the trim by the stern of not greater than 0.015L; and
(c) in any case the draught at the after perpendicular shall not be less than that which is
necessary to obtain full immersion of the propeller(s).
(3) In no case shall ballast water be carried in oil tanks except in weather conditions so severe
that, in the opinion of the Master, it is necessary to carry additional ballast water in oil tanks
for the safety of the ship. Such additional ballast water shall be processed and discharged in
compliance with Regulation 9 and in accordance with the requirements of Regulation 15 of
this Annex, and entry shall be made in the Oil Record Book referred to in Regulation 20 of
this Annex.
These are minimum requirements. More tanks may of course, be crude oil washed. E.g. it is
recommended that at least the bottom of the aftermost centretank is washed after every cargo
discharge if this tank has a lot of pipelines passing through, thereby reducing the washing
efficiency considerably. This may be compensated by more frequent washing.
10.1.5 Use and control of inert gas

In general, reference is given to the Inert Gas part of this Course. The main mention here is that
COW must never be performed unless the IGS is in proper operation. If the oxygen content of
the tanks exceeds 8 per cent in volume, no COW is allowed. (Paragraph 6.6 of the
Specifications).
10.1.6 Precautions against electrostatic generation

Presence of water in the fluid for COW may result in excessive electrostatic generation. To
avoid this, any tank supplying crude to the COW system must first be discharged by at least 1
metre. If slop tank is to be used, it must be completely discharged and refilled with dry crude
before supply to the COW system is started.
10.1.7 COW at Sea

COW must be completed before the ship leaves its final port of discharge. Any tank being
washed between multiple discharge ports is required by the Specifications to be left empty and
available for inspection at the next discharge port before commencing the next ballast voyage.
This inspection may consist of multiple sounding/dipping of the tank when the tank is empty.
(Paragraph 6.4 of the Specifications). See also 6.5.
10.1.8 Operations and Equipment Manual

The IMO Specifications, chapter 7, deals in detail with the content of the Manual. Later a
Standard Format of Crude Oil Washing Operations and Equipment Manual has been published
by IMO. The outline of the content of this Manual has been included in the following pages.
The Manual is required to contain general information, common for all tankers. However, most
of the content will comprise specific details for each particular ship. The Manual must therefore
be tailor-made, and may very well reflect the company's practice and intentions with COW
within the framework of the Specifications.
The parts of the Manual dealing with normal operation of COW will contain instructions which
must always be complied with and also guidance and recommendations for typical operations.
Because no cargo discharge/COW operations are similar in all respects, it is impossible to
describe detailed procedures, always to be followed, for these operations.
It should be in interest of all parties involved to make the Manual as useful as possible. To take
full advantage of the benefits of COW, efforts should be made not only to comply with IMO's
minimum requirement for the content of the Manual, but to include specific description of
principles for planning and how to accomplish an optimum COW operation under different cargo
discharging conditions for that particular ship.
The result of tank inspection and the other tests described, may influence the content of the
Manual.
10.1.9 Initial approval of Cow systems

Approval of a COW system involves different activities described by the IMO Specifications.
Practice may differ slightly from one certifying authority to the other. However, the main
features of today's practice are listed below.
10.1.9.1 Extent of Approval

*
Approval of plans and documentation.
General inspection of piping system, equipment and arrangements on board.
Hydraulic pressure testing of the piping system after installation to 1,5 times the working pressure.
Inspection of typical cargo tanks after COW, but prior to water washing (normally 3-5 tanks).
Measurement of the oil floating on top of the departure ballast.
Measurement of the oilôntent in the arrival ballast (not for segregated ballast tankers).
Approval of the Operations and Equipment Manual)).
Approval of drawings and documentation and general inspection of the COW system, items 1-3,
are in principle similar to general classification practice and will not be dealt with here. The
documentation should describe the complete COW system and all relevant parameters, and as far
as practical clearly indicate that the COW Specifications are complied with. The documentation
to be evaluated also comprises shadow diagrams for all cargo tanks including slop tank(s). The
ship should pass the inspection/tests listed in items 4-6 after COW and ballast handling
procedures typical for that particular company and ship. These typical procedures, including
modifications deemed necessary after the results of the inspection/tests, should be included in the
Manual and are assumed to influence to some extent the operation in the future. It is therefore
important that the crew onboard has the best possible idea of and experience on the operational
procedures that generally are to be followed before the inspection/tests for final approval are
carried out. The fist COW operation carried out, following complete installation of the COW
system, using a more or less inexperienced crew, will usually not be successful, but the results
will improve with experience.
10.1.9.2 Tank Inspection after COW

The Specifications require tank inspections to be carried out after COW, but prior to water
washing in connection with initial approval of the system. This is usually the most time
consuming and sometimes, most complicated part of the approval procedure, especially
gasfreeing and control of the tank atmosphere. The surveyor normally enters the ship before
cargo discharge
commences and then joins the ship on the subsequent ballast voyage until the inspections and
tests have been carried out.
10.1.9.3 Consideration related to gasfreeing/tank atmosphere

In connection with the tank inspection, the complete internal surface of the tank may be wet by
crude oil in addition to a heel of oil in the bottom. This will regenerate hydrocarbon gases. In
addition the tank atmosphere is completely inerted before ventilation with fresh air is started.
Gasfreeing under these circumstances requires more efficient equipment and arrangement than
necessary under ordinary circumstances, and experience has shown that some tanks are
impossible to gasfree under these conditions.
Experience has also shown that the necessary resources and time required for this part of the
operation are frequently underestimated and it may sometimes be difficult or even impossible to
accomplish the tank inspections within the available time.
Where problems have occurred, most of them might have been predicted and avoided if more
thorough consideration and planning of the inspection had initially been carried out.
Consequently, for our own information and to initiate planning VERITAS' normal procedure
upon receipt of a request for COW inspection is to request information about:
*
type of crude (hydrogen sulphide, H2S?,spiked crude?)
procedure and arrangement for gasfreeing (number of fans and capacities, direction of fresh air inlets,
location of outlets, will air ducts be applied?)
makes and types of equipment onboard for monitoring of tank atmosphere.
Depending on previous experience with the efficiency of the equipment and arrangement for
gasfreeing under normal conditions the need for additional portable fans and ducts should be
considered.
,
Principles for gasfreeing/practical arrangements are described in the IGS part of the Course.
VERITAS' Safety instructions for Tank Inspection after crude Oil Washing have been included
at the end of the COW part of the course. These safety instructions have been developed for the
tank inspection for the initial approval of the COW installation, as required by paragraph 4.2. 1 0
(a) of the Specifications. These Safety Instructions, however, may be partly or fully applied
whenever tanks are entered after COW.
10.1.9.4 Oil-on-top Test

The amount of oil remaining in the tanks intended for departure ballast after COW and final
stripping should not exceed 0.085 per cent of the total volume of the tanks. After filling
departure ballast, samples are taken after 10 hours, or more, of the oil layer floating on top of the
ballast water. This is done by means of a special test-tube provided by the surveyor. For a tank
of average proportions, the thickness of the oil layer must not exceed about 20 mm.
For ships with SBT, this test is to include the heavy weather ballast tanks and the other cargo
tanks being inspected.
10.1.9.5 Oil Content in the Arrival Ballast

The last test normally carried out for initial approval of the COW system is control of the oil
content in the arrival ballast.
When the arrival ballast after a typical ballast voyage is discharged, the oil content should not
exceed 15 PPM (parts per million).
Before filling arrival ballast, the tanks have been crude oil washed and water rinsed in
accordance with procedures described in the Manual. This test may easily be carried out on
board ships already fitted with an approved oily water monitoring system. However, it has not
been the intention to require such a system to be permanently fitted for this test only.
Today it seems to be generally accepted that sampling into bottles from arrival ballast water
being discharged after the typical ballast voyage is a satisfactory interpretation of the
requirement (Paragraph 4.2.10 c of the Specifications) for checking the oil content in arrival
ballast. The bottles are brought to a laboratory to determine the oil content in the water. As
previously indicated, this test is not required for segregated ballast tankers (see Appendix 1, 4.2.1
0 of the Specifications).
A sampling point in the discharge line must be provided. If this does not already exist, a small
piece of pipe and a valve may be used.
Chapter 10
Crude Oil Washing (COW) Section 2 - Text

Of The Revised Specifications (IMO)
This section contains the complete text of the Revised Specifications for the Design, Operation
and Control of Crude Oil Washing Systems and the agreed interpretations of certain of the
Provisions of the Revised Specifications. (IMO Assembly resolution A446 (XI) ).
REVISED SPECIFICATIONS FOR THE DESIGN, OPERATION AND

CONTROL OF CRUDE OIL WASHING SYSTEMS
1.
2.
3.
3.1
3.2
4.
PURPOSE .................................................................................................................................................. 2
APPLICATION.......................................................................................................................................... 2
GENERAL PROVISIONS.......................................................................................................................... 2
Definitions............................................................................................................................................ 2
Initial survey ....................................................................................................................................... 2
DESIGN CRITERIA ....................................................................................................................................... 2
4.1
Piping .................................................................................................................................................. 2
4.2
Tank washing machines ............................................................................................................... 4
4.3
Pumps ............................................................................................................................................ 7
4.4
Stripping system .................................................................................................................................... 7
4.5
Ballast lines ............................................................................................................................................ 9
5. QUALIFICATION OF PERSONNEL ............................................................................................................. 9
6.
OPERATION.............................................................................................................................................. 9
6.1
Tankage to be crude oil washed ........................................................................................................... 9
6.2
Drainage and discharge ashore of cargo lines ................................................................................... 10
6.3
Filling of departure ballast tanks .......................................................................................................10
6. 4 Crude oil washing at sea ..................................................................................................................... 10

6.5 Discharge of oily water effluents on ballast voyage........................................................................... 10
6. 6 Use and control of inert gas................................................................................................................10
6.7
Precautions against electrostatic generation...................................................................................... 11
6.8
Vapour emission ................................................................................................................................. 11
7. OPERATIONS AND EQUIPMENT MANUAL ........................................................................................... 11
Appendix I.......................... *................................................................................................................................14
Appendix II ...........................................................................................................................................................16
Appendix III..........................................................................................................................................................18
GUIDELINES FOR IN-PORT INSPECTION...............................................................................................24
1.
PURPOSE
The purpose of these Specifications is to provide specific design criteria, operational
requirements and control and enforcement procedures of the crude oil washing of cargo tanks of
crude oil carriers as specified in section 2.
2.
2.1
APPLICATION
These Specifications apply to:
(a)
Existing crude oil tankers of 40,000 tons deadweight and above in

accordance with Regulation 13(8) of Annex I of MARPOL 73/78;
and
(b)
New crude oil tankers of 20,000 tons deadweight and above in accordance with
Regulation 13(6) of Annex 1 of MARPOL 73/78, with the changes listed in
Appendix I.
Compliance of these ships with these Specifications shall be shown on the International
Oil Pollution Prevention Certificate as modified by MARPOL 73/78.
2.2
If a crude oil that is not suitable for crude oil washing is intended to be carried as cargo
in a ship that is provided with only a crude oil washing system, then that ship must
comply with segregated ballast tank requirements in accordance with Regulation 13(7)
or dedicated clean ballast tank requirements in accordance with Regulation 13(9) of
Annex I of MARPOL 73/78.
3.
GENERAL PROVISIONS
3.1
Definitions
For the purpose of these Specifications:
3.1.1
"Arrival ballast" means clean ballast as defined in Regulation 1(16) of Annex I of

MARPOL 73/78.
3.1.2
"Departure ballast" means ballast other than arrival ballast.
3.2
Initial survey
The initial survey referred to in Regulation 4 of Annex I of MARPOL 73/78 shall
include a complete inspection of the crude oil washing equipment and arrangements and
shall include, except for the cases specified in 4.2.11, an examination of the tanks after
they have been crude oil washed and the additional controls as specified in 4.2.10 to
ensure that the washing system efficiency is in accordance with these Specifications.
4.
DESIGN CRITERIA
4.1
Piping
4.1.1 The crude oil washing pipes and all valves incorporated in the supply piping system
shall be of steel or other equivalent material and shall be of adequate strength having
regard to the pressure to which they may be subjected, and shall be properly jointed and
supported.
4.1.2
The crude oil washing system shall consist of permanent pipework and I shall be
independent of the fire mains and of any system other than for tank washing except that
sections of the ship's cargo system may be incorporated in the crude oil washing system
provided that they meet the requirements applicable to crude oil pipework.
Notwithstanding the above requirements in combination carries the arrangement may
allow:
(a) The removal of the equipment, if necessary, when carrying cargoes other than
crude oil, provided that, when reinstated, the system is as originally fitted and
tested for oil tightness;
(b) The use of flexible hose pipes to connect the crude oil washing system to tank
washing machines if it is necessary to locate these machines in a cargo tank hatch
cover. Such flexible hose pipes must be provided with flanged connections and be
manufactured and tested in accordance with standards acceptable to the
Administration and be consistent with the duties the hoses are required to perform.
The length of these hoses shall be no greater than necessary to connect the ank
washing machines to an adjacent point just outside the hatch coaming.These hoses
shall be removed to suitably prepared and protected stowage when not in use and
be pressure tested by an authority acceptable to the Administration at intervals of
not more than two and a half years.
4.1.3
Provision shall be made to prevent overpressure in the tank washing supply piping. Any
relief device fitted to-prevent overpessure shall discharge into the suction, side of the
supply pump. Alternative methods to the satisfaction of the Administration may be
accepted provided an equivalent degree of safety and environmental protection is
provided.
4.1.4
Where hydrant valves are fitted for water washing purposes on tank washing lines, all
such valves shall be of adequate strength and provision shall be made for such
connections to be blanked off by blank flanges when washing lines may contain crude
oil. Alternatively, hydrant valves shall be isolated from the crude oil washing system by
spade blanks.
4.1.5
All connections for pressure gauges or other instrumentation shall be provided with
isolating valves adjacent to the lines unless the fitting is of the sealed type.
4.1.6
No part of the crude oil washing system shall enter the machinery spaces. Where the
tank washing system is fitted with a steam heater or use when water washing, the heater
must be effectively isolated during crude oil washing by double shut-off valves or by
clearly identifiable blanks.
4.1.7
Where a combined crude oil-water washing supply piping is provided the piping shall
be so designed that it can be drained so far as is practicable of crude oil, before water
washing is commenced, into spaces designated in the Operations and Equipment
Manual. These spaces may be the slop tank or other cargo spaces.
4.1.8
The piping system shall be of such diameter that the greatest number of tank cleaning
machines required, as specified in the Operations and Equipment Manual, can be
operated simultaneously at the designed pressure and throughput. The arrangement of
the piping shall be such that the required number of tank cleaning machines to each
cargo compartment, as specified in the Operations and Equipment Manual referred to in
these Specifications, can be operated simultaneously.
4.1.9
The piping system shall be tested to one and one half times the working pressure after it
has been installed on the ship.
4.1.10
The crude oil washing supply piping shall be anchored (firmly attached) to the ship's
structure at appropriate locations, and means shall be provided to permit freedom of
movement elsewhere to accommodate thermal expansion and flexing of the ship. The
anchoring shall be such that any hydraulic shock can be absorbed without undue
movement of the supply piping. The anchors should normally be situated at the ends
furthest from the entry of the crude oil supply to the supply piping. If tank washing
machines are used to anchor the ends of branch pipes then special arrangements are
necessary to anchor these sections when the machines are removed for any reason.
4.2
Tank washing machines
4.2.1
The tank washing machines for crude oil washing shall be permanently mounted and
shall be of a design acceptable to the Administration.
4.2.2
The performance characteristic of a tank washing machine is governed by nozzle

diameter, working pressure and the movement pattern and timing. Each tank cleaning
machine fitted shall have a characteristic such that the sections of the cargo tank covered
by that machine will be effectively cleaned within the time specified in the Operations
and Equipment Manual.
4.2.3
Tank washing machines shall be mounted in each cargo tank and the method of support
shall be to the satisfaction of the Administration. Where the tank washing machines are
positioned well below the deck level to cater for protuberances in the tank, consideration
may need to be given to additional support for the machines and their supply piping.
4.2.4
Each machine shall be capable of being isolated by means of stop valves in the supply
line. If a deck mounted tank washing machine is removed for any reason, provision
shall be made to blank off the oil supply line to the machine for the period the machine
is removed. Similarly, provision shall be made to close the tank opening with a plate or
equivalent means.
4.2.5
Where the drive units for the tank cleaning machines are not integral with the tank
cleaning machine, sufficient drive units shall be provided to ensure that no drive unit
need be moved more than twice from its original position during cargo discharge to
accomplish the washing programme as specified in the Operations and Equipment
Manual.
4.2.6
The number and location of the tank washing machines shall be to the satisfaction of the
Administration.
4.2.7
The location of the machines is dependent upon the characteristics detailed in 4.2.2 and
upon the configuration of the internal structure of the tank.
4.2.8
The number and location of the machines in each cargo tank shall be such that all
horizontal and vertical areas are washed by direct impingement or effectively by
deflection or splashing of the impinging jet. In assessing an acceptable degree of jet
deflection and splashing, particular attention shall be paid to the washing of upward
facing horizontal areas and the following parameters shall be used:
(a)
(b)
(c)
For horizontal areas of a tank bottom and the upper surfaces of a tank's stringers
and other large primary structural members, the total area shielded from direct
impingement by deck or bottom transverses, main girders, stringers or similar
large primary structural members shall not exceed 10 per cent of the total
horizontal area of tank bottom, the upper surface of stringers, and other large
primary structural members.
For vertical areas of the sides of a tank, the total area of the tank's sides shielded
from direct impingement by deck or bottom transverses, main girders, stringers or
similar large primary structural members shall not exceed 15 per cent of the total
area of the tank's sides.
For existing crude oil tankers, the Administration may permit the percentages
required in (a) and (b) above to be exceeded for tanks having complicated internal
structural members provided that the percentages calculated over all the cargo
tanks do not exceed 10 per cent for horizontal areas and 15 per cent for vertical
areas. In some installations it may be necessary to consider the fitting of more
than one type of tank washing machine in order to effect adequate coverage.
At the design stage the following minimum procedures shall be used to determine the
area of the tank surface covered by direct impingement:
(a) Using suitable structural plans, lines are set out from the tips of each machine to
those parts of the tank within the range of the jets.
(b) Where the configuration of the tanks is considered by the Administration to be
complicated, a pinpoint of light simulating the tip of the tank washing machine in
a scale model of the tank shall be used.
To confirm the effectiveness of the crude oil washing system and stripping system, the
crude oil washing operation should be witnessed to the satisfaction of the
Administration.
(a) For ships that comply with regulation 13F(3), the crude oil washing operations are
to be carried out using the approved crude oil washing equipment and as specified
in the approved Operations and Equipment Manual. For at least one tank of a
group of tanks of similar configuration, the Administration should:
(i) confirm the operation of the stripping system by observing the monitoring
devices and monitoring the oil level (by dipping or other means) during
bottom washing.
(ii) Monitor the proper operation of the washing machines with particular
reference to supply pressure, cycle times and machine function.
On completion of washing and final stripping draining, the tanks are to be hand
dipped, as close as practical to the forward end, centre and aft end in each tank and
a record of these dips should be made in the Operations and Equipment Manual.
An Administration may require an internal examination as described in
subparagraph (b)(i) of this section, or by an alternative method acceptable to the
Administration, if deemed necessary.
(b)
For ships other than those complying with regulation 13F(3), where fitted with
cargo tanks intended to be used in certain circumstances as ballast tanks, the
following requirements apply in addition to those specified in paragraph (a) of this
section:
(i) To ensure that the tank is essentially free of clingage and deposits, the
Administration may require that the cleanliness of the tank be confirmed
by a visual inspection made by entering the tanks after a crude oil washing
but prior to any water rinse which may be specified in the Operations and
Equipment Manual. If the tanks cannot be gas-freed for safe entry of the
surveyor, an internal examination should not be conducted and the
stripping test specified in paragraph 4.2.10(b)(ii) will be acceptable.
In this case, the bottom of the tank to be inspected may be flushed with
water and stripped in order to remove any wedge of liquid crude oil
remaining on the tank bottom before fas-freeing for entry. If the flushing
procedure is adopted, a similar but unflushed tank must be used for the test
specified in (ii) below.
(ii) To verify the effetiveness of the stripping and drainage arrangements, a
measurement should be made of the amount of oil floating on top of the
departure ballast. The ratio of the volume of oil on top of the total
departure ballast water to the volume of the tanks that contain this water
should not exceed 0,00085. This test should be carried out after crude oil
washing and stripping in a tank similar in all relevant respects to the tank
examined in accordance with (b)(i) above, which has not been subjected to
a water rinse or to the intervening water flushing permissible in (b)(i)
above.
(iii) To verify the design, installation and operation of the system, the arrival
ballast, after a typical ballast voyage before which the arrival ballast tanks
have been crude oil washed and during which the tanks have been water
rinsed in accordance with the programme set out in the Operations and
Equipment Manual, should be totally discharged to the loading port
harbour through an oil discharge monitoring and control (ODM) system
approved by the Administration. The oil content of the effluent in this test
should not exceed 15 ppm. Alternative, the option of taking ballast water
samples to be analysed in a shore-based laboratory is also acceptable.
(c) During all crude oil washing system surveys, internal visual inspections of the
tanks by inspectors should not be considered a mandatory requirement. When an
Administration considers that there is a possible failure of the crude oil washing system
indicated by other crude oil washing survey requirements, the Administration may
require an internal examination of the tank involved. Internal examinations may be
completed using alternative methods, e.g., video survey or other new technology, as
accepted by the Administration
4.2.11
Where an Administration is satisfied that ships are similar in all relevant respects, the
requirements of 4.2.10 need only be applied to one such ship. Furthermore, where a
ship has a series of tanks that are similar in all relevant respects then, for that series of
tanks, the requirements of 4.2.10(a) need only be applied to one tank of that series.
4.2.12
The design of the deck mounted tank washing machines shall be such that means are
provided, external to the cargo tanks, which, when crude oil washing is in progress,
would indicate the rotation and arc of the movement of the machine. Where the deck
mounted machine is of the non-programmable, dual nozzle type, alternative methods to
the satisfaction of the Administration may be accepted provided an equivalent degree of
verification is attained.
4.2.13 Where submerged machines are required, they should be nonprogrammable and, in
order to comply with the requirements of 4.2.8, it must be possible to verify their
rotation by one of the following methods:
(a) By indicators external to the tank.
(b) By checking the characteristic sound pattern of the machine, in which case the
operation of the machine shall be verified towards the end of each wash cycle.
Where two or more submerged machines are installed on the same supply line,
valves, shall be provided and arranged so that operation of each machine can be
verified independently of the other machines on the same supply line.
(c) By gas freeing the tank and checking the operation of the machine with water
during ballast voyages. In this case the check shall take place after a maximum of
six usages of the machine but the interval between checks shall not exceed 12
months. Each verification shall be recorded in Supplement 2 to the Oil Record
Book.
The method of verification shall be stated in the Operations and Equipment Manual.
4.3
Pumps
4.3.1
The pumps supplying crude oil to the tank cleaning machines shall be either the cargo
pumps or pumps specifically provided for the purpose.
4.3.2
The capacity of the pumps shall be sufficient to provide the necessary throughput at the
required pressure for the maximum number of tank cleaning machines required to be
operated simultaneously as specified in the Operations and Equipment Manual. In
addition to the above requirement, the pumps shall, if an eductor system is fitted for
tank stripping, be capable of supplying the eductor driving fluid to meet the
requirements of 4.4.2.
4.3.3
The capacity of the pumps shall be such that the requirements of 4.3.2 can be met
with any one pump inoperative. The pumping and piping arrangements shall be such
that the crude oil washing system can be effectively operated with any one pump out of
use.
4.3.4
The carriage of more than one grade of cargo shall not prevent crude oil washing of
tanks.
4.3.5
To permit crude pil washing to be effectively carried out where the back pressure
presented by the shore terminal is below the pressure required for crude oil washing,
provision shall be made such that an adequate pressure to the washing machines can be
maintained in accordance with 4.3.2. This requirement shall be met with any one cargo
pump out of action. The minimum supply pressure required for crude oil washing shall
be specified in the Operations and Equipment Manual. Should this minimum supply
pressure not be obtainable, crude oil washing operations shall not be carried out.
4.4
4.4.1
Stripping system
The design of the system for stripping crude oil from the bottom of every cargo tank
shall be to the satisfaction of the Administration.
4.4.2
The design and capacity of the tank stripping system shall be such that the bottom of the
tank being cleaned is kept free of accumulations of oil and sediment towards completion
of the tank washing process.
4.4.3
The stripping system shall be capable of removing oil at a rate of 1.25 times the total
throughput of all the tank cleaning machines to be operated simultaneously when
washing the bottom of the cargo tanks as described in the ship's Operations and
Equipment Manual.
4.4.4
Means such as level gauges, hand dipping and stripping system performance gauges as
referred to in 4.4.8 shall be provided for checking that the bottom of every cargo tank is
dry after crude oil washing. Suitable arrangements for hand dipping must be provided at
the aftermost portion of a cargo tank and in three other suitable locations unless other
approved means are fitted for efficiently ascertaining that the bottom of every cargo tank
is dry. For the purpose of this paragraph, the cargo tank bottom shall be considered
dry if there is no more than a small quantity of oil near the stripping suction with no
accumulation of oil elsewhere in the tank.
4.4.5
Means shall be provided to drain all cargo pumps and lines at the completion of cargo
discharge, where necessary, by connection to a stripping device. The line and pump
draining shall be capable of being discharged both to a cargo tank and ashore. For
discharge ashore a special small diameter line shall be provided for that purpose and
connected outboard of the ship's manifold valve. For new oil tankers or existing oil
tankers not already fitted with such a line the cross-sectional area of this line shall not
exceed 10 per cent of that of main cargo discharge line. Where such a line is already
fitted on an existing tanker, a cross-sectional area of not more than 25 per cent of that of
a main cargo discharge line may be accepted.
4.4.6
The means for stripping oil from the cargo tanks shall be by positive displacement
pump, self-priming centrifugal pump or eductor or other methods to the satisfaction of
the Administration. Where a stripping line is connected to a number of tanks, means
shall be provided for isolating each tank not being stripped at that particular time.
4.4.7
The carriage of more than one grade of cargo shall not prevent crude oil washing of
tanks.
4.4.8
Equipment shall be provided for monitoring the efficiency of the stripping system. All
such equipment shall have remote read-out facilities in the cargo control room or in
some other safe atid convenient place easily accessible to the officer in charge of cargo
and crude oil washing operations. Where a stripping pump is provided, the monitoring
equipment shall include, as appropriate, a flow indicator, or a stroke counter or a
revolution counter, and pressure gauges at the inlet and discharge connections of the
pump or equivalent. Where eductors are provided, the monitoring equipment shall
include pressure gauges at the driving fluid intake and at the discharge and a
pressure/vacuum gauge at the suction intake.
4.4.9
The internal structure of the tank shall be such that drainage of oil to the tank suctions
of the stripping system is adequate to meet the requirements of 4.4.2 and 4.4.4. Care
shall be taken that both longitudinal and transverse drainage are satisfactory and shall be
verified during the inspection required by 3.2 and 4.2.10.
4.4.10
The trim conditions for crude oil washing given in the Operation and Equipment
Manual shall be adhered to. In general, trim by the stern is only important during the
final stages of tank discharge and shall be the maximum possible compatible with
operational constraints but in no case less than that recorded during the crude oil
washing prior to the inspection required by 3.2 and 4.2.10.
4.5
Ballast lines
4.5.1 Where a separate ballast water system for ballasting cargo tanks is not provided, the
arrangement shall be such that the cargo pump, manifolds and pipes used for ballasting
can be safely and effectively drained of oil before ballasting.
5.
QUALIFICATION OF PERSONNEL
5.1
The training requirements of ships' personnel engaged in the crude oil washing of
tankers shall be to the satisfaction of the Administration.
5.2
Where a person such as the master, the chief officer or the cargo control officer assumes
overall charge of a crude oil wash he shall:
(a) Have at least one year's experience on oil tankers where his duties have included
the discharge of cargo and associated crude washing. Where his duties have not
included crude oil washing operations, he shall have completed a training
programme in crude oil washing in accordance with Appendix II to these
Specifications and satisfactory to the Administration;
(b) Have participated at least twice in crude oil wash programmes one of which shall
be on the particular ship for which he is required to undertake the responsibility
of cargo discharge. Alternatively, this latter participation may be acceptable if
undertaken on a ship that is similar in all relevant respects; and
(c)
Be fully knowledgeable of the contents of the Operations and Equipment Manual.
5.3
Where other nominated persons are intended to have particular responsibilities as

defined in the Operations and Equipment Manual, they shall have at least 6 months'
experience on oil tankers where, in the course of their duties, they should have been
involved in the cargo discharge operation. In addition, they should have been instructed
in the crude oil washing operation in the particular ship for which they are required to
undertake this responsibility and be fully knowledgeable of the contents of the
Operations and Equipment Manual. Appendix II to these Specifications should be used
as a guidance in establishing the content of such instruction.
6.
OPERATION
6.1
Tankage to be crude oil washed

Before departure on a ballast voyage, after the complete discharge of cargo, sufficient
tanks shall have been crude oil washed in accordance with the procedures specified in
the Operations and Equipment Manual ensure that:
(a) As a minimum, sufficient tanks have been washed to permit compliance with the
draught and trim requirements of regulation 13(2) (a), (b) and (c) of Annex I of
MARPOL 73/78 during all phases of the ballast voyage; and
(b) Account is taken of the ship's trading pattern and the expected weather conditions
so that additional ballast water is not put into tanks which have not been crude oil
washed.
In addition to the tanks referred to in (a) above, approximately one quarter of all
remaining tanks shall be crude oil washed for sludge control on a rotational basis, but
these additional tanks may include the tanks referred to in (b) above. However, for
sludge control purposes, no tank need be crude oil washed more than once in every four
months. Crude oil washing shall not be conducted between the final discharge and
loading ports, that is to say, no crude oil washing shall be undertaken during the ballast
voyage. Ballast water shall not be put into tanks that have not been crude oil washed.
Water that is put into a tank which has been crude oil washed but not water rinsed shall
be regarded as dirty ballast.
6.2
Drainage and discharge ashore of cargo lines

At the end of cargo discharge all cargo mains and stripping lines shall be drained and
stripped and the drainings and strippings discharged ashore via the special small
diameter line required by 4.4.5. In addition all cargo tanks are to be stripped before the
ship leaves its final port of discharge.
6.3
Filling of departure ballast tanks

Care shall be taken at the completion of crude oil washing of any departure ballast tank
to strip the tank as completely as possible. Where departure ballast is loaded through
cargo lines and pumps, these must be drained and stripped of oil using the means
required by 4.4.5 before ballast is loaded.
6. 4
Crude oil washing at sea

All crude oil washing must be completed before the ship leaves its final port of
discharge. Where any tank is crude oil washed while the ship is at sea between multiple
discharge ports, the tank shall be left empty and available for inspection at the next
discharge port before commencing the next ballast voyage. This inspection may consist
of multiple sounding/dipping of the bottom of the tank when the tank is empty.
Departure ballast tanks shall be ballasted prior to departure from port so that examination
of the surface of the ballast water can be made. In the latter case the guidance given in
4.2.10(b) is relevant to the inspection.
6.5
Discharge of oily water effluents on ballast voyage

The discharge of departure ballast and any other water effluent discharged during the
ballast voyage shall comply with the requirements of Regulation 9 of Annex I of
MARPOL 73/78.
6. 6
Use and control of inert gas

On ships to which these Specifications apply, no tank shall be crude oil washed unless,
the inert gas system required by Regulation 13B(3) of Annex I of MARPOL 73/78 is in
proper operation. Before each tank is crude oil washed, the oxygen level shall be
determined at a point 1 metre from the deck and at the middle region of the ullage space
and neither of these determinations shall exceed 8% by volume. Where tanks have
complete or partial wash bulkheads, the determinations should be taken from similar
levels in each section of the tank. The oxygen level of the inert gas being delivered
during the washing process shall be continuously monitored. If during crude oil
washing:
(a) The oxygen level of the inert gas being delivered exceeds 5% by volume; or
(b) The pressure of the atmosphere at the tanks is no longer positive;
then the washing must be stopped until satisfactory conditions are restored.
6.7
Precautions against electrostatic generation

To avoid excessive electrostatic generation in the washing process due to the presence
of water in the crude oil washing fluid, the contents of any tank to be used as a source of
crude oil washing fluid must first be discharged by at least 1 metre before being so used.
Any tank used as a slop tank on the previous ballast voyage shall be completely
discharged and refilled with dry crude oil if that tank is used as a source of washing
fluid.
6.8
Vapour emission
On ships to which these Specifications apply there shall be means to avoid vapour
emission during the filling of departure ballast wherever local conditions require it. The
method of preventing the emission of hydrocarbon vapour into the atmosphere shall be:
(a)
By the use of permanent ballast tanks wherever these are sufficient to provide the
minimum departure draught; or
(b)
By containment of vapour in empty cargo tanks by simultaneous ballasting and
cargo discharge.
Alternative methods to the satisfaction of the Administrations may be accepted provided an

equivalent degree of environmental protection is provided.
7.
OPERATIONS AND EQUIPMENT MANUAL

The Operations and Equipment Manual must be to the satisfaction of the Administration
and shall contain the following information and operational instructions:
(a) The complete text of the revised Specifications for the Design, Operation and
Control of Crude Oil Washing Systems.
(b) A line drawing of the crude oil washing system showing the respective position of
pumps, lines and washing machines which relate to the crude oil washing system.
(c) A description of the system and a listing of procedures for checking that
equipment is working properly during crude oil washing operations. This shall
include a listing of the system and equipment parameters to be monitored, such as
established values for these parameters shall be included. The results of the tests
carried out in accordance with 4.2.10 and the values of all parameters monitored
during such tests shall also be included.
(d) Details of the requirements of section 6 of these Specifications together with

advice and instructions, where appropriate, in meeting these requirements such
as:
(i) Recommended methods and programmes of crude oil washing in order to
accord with all foreseeable circumstances of cargo discharge restraints
and to obtain maximum trim during the completion of washing and
draining of each tank.
(ii)
The procedure on ships to avoid vapour emission in accordance with 6.8.
(iii) The method of draining tanks which shall include information on
optimum trim conditions as required by 4.4.10.
(iv) The method of draining cargo pumps, cargo lines, crude oil washing lines
and stripping lines, the identification of spaces into which they may be
drained and procedures for discharge ashore of drainings and strippings
via the small diameter discharge line on completion of cargo discharge.
(v)
Typical washing programmes under various conditions of loading
specifying:
(1) The tanks to be washed in accordance with 6.1;
(2) The method for washing each tank, that is single or multi-stage;
(3) The number of tank washing machines to be used simultaneously;
(4) The duration of the crude oil wash and water rinse where the latter
is appropriate;
(5) The volume of water used for water rinse, which shall be at least
equal to that used in the water rinse prior to the inspection required
by 3.2 and 4.2.10; and
(6) The preferred order in which the tanks are to be washed.
(vi) The procedure for draining and stripping, where appropriate, cargo lines
and pumps before being used for the loading of departure ballast.
(vii) The procedure for water washing lines before discharge of departure
ballast and the loading and final discharge of arrival ballast.
(viii) The procedure for verifying by sound patterns that bottom mounted
machines are operating shall be carried out towards the end of the wash
cycle for each tank. When carrying out such verification all other
machines shall be shut down if necessary.
(ix) Precise details of procedure to ensure compliance with Regulation 9 of
Annex I of MARPOL 73/78 in the discharge of departure ballast, the water
flushing of lines and the decanting of the slop tanks at sea.
(e)
The dangers of leakage from the crude oil washing system and the precautions
necessary to prevent leakage and the action to be taken in the event of a leakage.
Guidance shall be given on how the crude oil washing system is to be
operationally tested for leakage before each discharge.
(f)
The method of preventing the entry of oil to the engine room through steam
heaters as required by 4.1.6.
(g) The personnel required at all times to conduct the dual operation of discharging
cargo and crude oil washing. The numbers of such personnel shall include:
(i) The person meeting the requirements of 5.2 who will have overall control
of the crude oil washing process;
(ii) Those persons meeting the requirements of 5.3 who will be expected to
undertake the actual operation; and
(iii) At least one person on deck at all times during washing to keep watch for
leaks and malfunctioning of equipment, to test the oxygen content of tanks
before washing, to check tank atmosphere pressure, to sound tank bottoms
if required, to lift ullage floats if necessary and to change drive units when
this is necessary. The duties of such persons are not necessarily mutually
exclusive.
(h) An effective means of communication between the watchkeeper on deck and the
cargo control position so that in the event of a . leak in, or malfunctioning of, the
crude oil washing system the washing may be stopped as soon as possible.
(i)
The typical procedures for ballasting.
(j) A pre-crude oil wash operational checklist for the use of the crew at each
discharge which shall include the checking and calibration of all instruments.
(k) The recommended intervals for on-board inspection and maintenance of crude
oil washing equipment in addition to statutory surveys. Reference should be
made to technical manuals supplied by the manufacturers of the equipment.
(1)
A list of crude oils unsuitable for the crude oil washing process and their origin.
Appendix I
LIST OF CHANGES WHEN APPLYING THE SPECIFICATIONS
TO NEW CRUDE OIL TANKERS OF 20,000 TONS DEADWEIGHT
AND ABOVE
Paragraph
number
List of changes
4.2.10
Subparagraph (c) is not applicable.
6.1
Replace by the following:

6.1
Tankage to be crude oil washed
6.1.1 Before departure on a ballast voyage:

(a) Approximately one quarter of the cargo tanks shall be crude oil washed for sludge
control purposes on a rotation basis and in accordance with the procedures
specified in the Operations and Equipment Manual. However, for these purposes,
no tank need be crude oil washed more than once in every four months; and
(b) If it is considered that additional ballast in a cargo tank or tanks may be required
during the ballast voyage under the conditions and provisions specified in
Regulation 13(3) of Annex I of MARPOL 73/78, the tank or tanks which may be
used for this ballast shall be crude oil washed in accordance with the procedures
specified in the Operations and Equipment Manual.
6.1.2 Ballast water shall not be put into cargo tanks that have not been crude oil
washed. Water that is put into a tank which has been crude oil washed but not
water rinsed shall be regarded as dirty ballast.
6.1.3 Crude oil washing shall not be conducted between the final discharge and loading
ports; that is to say, no crude oil washing shall be undertaken during the ballast
voyage.
6.3

6.3
Ballasting of cargo tanks

Care shall be taken at the completion of crude oil washing of any cargo tank that
might contain ballast to strip the tank as completely as possible. Where this
ballast is filled through cargo lines and pumps, there must be drained and stripped
of oil using the means required by 4.4.5.
6.4
The last two sentences are not applicable.
6.5

6.5
Discharge of oily water effluents on ballast voyage

The discharge of additional ballast from cargo tanks and any other water effluent
discharged during the ballast voyage shall comply with the requirements of
regulation 9 of Annex I of MARPOL 73/78.
6.8
This paragraph is not applicable.
7(d)

7(d) Details of the requirements of section 6 of these Specifications together with
advice and instructions, where appropriate, in meeting these requirements such
as:
(i) Recommended methods and programmes of crude oil washing in order to
accord with all foreseeable circumstances of cargo discharge restraints
and to obtain maximum trim during the completion of washing and
draining of each tank.
(ii)
The method of draining tanks which shall include information on
optimum trim conditions as required by 4.4.10.
(iii) The method of draining cargo pumps, cargo lines, crude oil washing lines
and stripping lines, and spaces into which they may be drained, together
with the final discharge ashore via the small discharge line on completion
of discharge.
(iv)
Typical washing programmes under various conditions of loading

specifying:
(1)
The tanks to be washed in accordance with 6.1;
(2)
The method for washing each tank, that is, single- or multi-stage;
(3)
The number of tank washing machines to be used simultaneously;
(4)
The duration of the crude oil wash water rinse where the latter is
appropriate.
(v)
The procedure for verifying by sound patterns that bottom mounted

machines are operating shall be carried out towards the end of the wash
cycle for each tank. When carrying out such verification all other
machines shall be shut down if necessary.
Appendix II
TRAINING FOR PERSONS INTENDED TO ASSUME OVERALL CHARGE OF
CRUDE OIL WASHING
INTRODUCTION
Any required training shall be supervised instruction, conducted in a shore-based facility or
aboard a suitably equipped ship having training facilities and instructors for this purpose, dealing
with the principles involved and the application of these principles to ship operation.
In drawing up an Administration-approved syllabus of training, the revised Specifications for the
Design, Operation and Control of crude Oil Washing Systems of tankers shall be taken into
account.
Such training shall include but not necessarily be limited to:
(a)
An introduction to the principles of crude oil washing which shall include:

the characteristics of crude oil as a washing fluid and its contrast with water
washing;
top washing;
bottom washing;.
trim requirements;
methods of bleeding off from the cargo discharge;
maintenance of required washing fluid pressure;
washing at sea between discharge ports;
recirculatory washing;
relative priorities and requirements for the departure ballast tanks, arrival ballast
tanks and cargo only tanks.
(b)
Equipment and design

(i)
location of washing machines,.
(ii) washing machines, deck mounted and submerged: - types;
characteristics;
features of construction,
operating parameters;
(iii) drive units;
(iv) washing fluid supply and distribution systems; (v)
stripping systems; (vi) means of sounding tanks; (vii)
inert gas requirements;
(c)
Generalized crude oil washing procedures

(i) traditional pipeline ship/free flow ship/partial flow ship;
(ii) single/multi parcel cargoes;
(iii) optimization of washing procedure in order to minimize extra berth time;
(iv) ballasting for departure with various ship and pipeline configurations;
(v) procedure for washing at sea between discharge ports.
(d)
Associated procedure
(i)
means for minimizing residues on board
stripping of cargo tanks;
draining and stripping of cargo lines;
final discharge of cargo ashore; (ii) water rinsing of
arrival ballast tanks; (iii) filling and ultimate discharge of arrival
ballast; (iv) discharge or departure ballast; (v) build-up and
decanting of residues in slop tank; (vi) requirements of Regulation 9
of Annex I of MARPOL 73/78; (vii) avoidance of venting in port
during ballasting operations.
(e)
Safety
(i) inert gas procedure;
(ii) maintenance and monitoring of inert gas quality and pressure;
(iii) stopping of washing/discharge under abnormal inert gas conditions;
(iv) electrostatic generation and the precautions required to avoid it;
(v) pipework integrity;
(vi) avoidance of surge pressures;
(vii) spillage.
(f)
Checklist
(i) before entering port;
(ii) before commencing crude oil washing;
(iii) after crude oil washing;
(iv) after sailing.
(g)
Regulatory enforcement procedures

(i)
Operations and Equipment Manual;
(ii)
Oil Record Book;
(iii)
sounding of tanks;
(iv)
measurement of oil on surface of departure ballast.
(h)
Maintenance of plant and equipment

(i) maintenance of equipment in accordance with manufacturers' instructions;
(ii) additional maintenance items.
Administrations shall ensure that the training facility issues an appropriate document to those
qualified in accordance with this Appendix to serve as officers primarily responsible for crude oil
washing.
Appendix III
AGREED INTERPRETATIONS OF CERTAIN OF THE PROVISIONS OF THE
REVISED SPECIFICATIONS
4.1.1 This paragraph requires pipes and valves to be of steel or other equivalent material. As
classification societies permit grey cast iron for cargo piping with a maximum
permissible working oil pressure of 16 kg/cm2, grey cast iron may be permitted in the
supply system for crude oil washing systems when complying with nationally approved
standards.
4.1.3
The requirements of this paragraph allow alternative arrangements. One such

alternative is that where the system is served only by centrifugal pumps so designed that
the pressure derived cannot exceed that for which the piping is designed, a temperature
sensing device located in the pump casing is required to stop the pump in case of
overheating.
4.1.6 In new oil tankers the steam heater referred to shall be located outside the machinery
spaces. However, on an existing oil tanker with an existing steam heater located in the
machinery spaces, no more additional isolation will be required other than that which
isolates the crude oil washing system from the machinery spaces.
4.2.4
This paragraph requires each machine to be capable of being isolated by means of stop
valves in the supply line. Where more than one submerged machine is connected to the
same supply line isolating stop valve in the supply line may be acceptable provided the
rotation of the submerged machines can be verified in accordance with paragraph
4.2.13(a) or (c) of the revised Specifications for the Design, Operation and Control of
Crude Oil Washing Systems.
4.2.8
With regard to the application of this paragraph a slop tank is considered as a cargo
tank.
4.2.9
Guidelines for the assessment of shadow diagrams

(a) Shadow diagrams (to be prepared in accordance with 4.2.9) must be on drawings
the scale of which must be at least:
(i)
1:100 for tankers of less than 100,000 tons deadweight (ii)
1:200 for tankers of 100,000 tons deadweight and above .
(b) The drawings must provide at least a plan view, a profile view and an end
elevation for each tank, or for tanks considered to be similar.
(c) Sufficient detailed drawings of the vessel must be provided to check that all large
primary structural members have been included.
(d) The term large primary structural members is to be construed as those
components of a tank structure which contribute significant strength to the ship,
such as web frames and girders. It is intended that smaller components such as
those that contribute to plate stiffening be excluded. In general the following lists,
in conjunction with the diagram showing structural components of cargo tanks,
may be used to amplify this interpretation. (See diagram on page 28).
Include
(i)
(ii)
(iii)
(iv)
(v)
(vi)
web frames
girders
stringers
webs
main bracket
transverses
(vii) crossties in transverse web

frames, unless it can be
verified by tank inspection
that their presence does not
affect the cleanliness of the tank.
However, for the purpose of
making an initial assessment,
where there are no more than two
crossties and each is less than 1/15
of the total depth of the tank they may
be ignored.
Disregard
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
longitudinals
brackets
stiffeners
ladders
pipe work
corrugations on corrugated
bulkheads
face plates
(e)
Shadows cast upon the underside of decks, web frames, centre and side girders can be
ignored.
(f)
Calculations must be provided either on the drawing or separately to show how the
percentages required by 4.2.8 have been arrived at. The calculations should be itemized so
that it is possible to relate each item with a particular shadow area.
(g)
Where a curved surface is presented to jets it is not necessary to provide exact geometric
projections to determine the resultant shadow. A reasonable estimate is acceptable.
(h) For the purpose of determining the bottom area of wing tanks, the breadth of the tank is to
be taken as the horizontal distance measured across the top of the bottom longitudinal
frames to the side of the shell plating, midway between the tank bulkheads.
(i) A swash bulkhead may be taken as a tank boundary. However, in this event the bulkhead
must be assumed to have no openings in it.
4.2.10 Water rinse means the water washing process carried out in connection with tank
cleaning after cnfde oil washing and is not intended to be construed as limiting the
amount of water needed in the process.
4.2.10 (c) (a) The oil monitoring system referred to in this paragraph means any approved
system, including laboratory tests, which verifies that the oil content of the
effluent does not exceed the stated level. If laboratory tests are to be conducted,
standards contained in resolution A.393(X) should be used as guidance. Oil
tankers engaging in a trade where discharge of cargo takes place in one port State
and cargo loading in another port State create a special problem with respect to
verification. Two alternatives available to confirm the tanker's capability are:
(i) The tanker could be required to conduct the entire COW operations at the
discharge port, taking inspectors to sea if necessary to observe water washing,
handling of departure ballast and discharge of arrival ballast;
(ii) Co-ordination between the flag State Administrations and port States to obtain the
required documentation.
However the test is performed, it should be decided on a case-by-case basis taking into account
the service of the tanker and the availability of surveyors.
(b) The expression "totally discharged to the loading port harbour" which is used in
this paragraph shall be so construed as to mean the total quantity of arrival ballast
except that quantity which is to be retained on board as specified in section 15 of
the Crude Oil Washing Operations and Equipment Manual.
4.4.3 During bottom washing the stripping capacity shall be at least 1.25 times the total
throughput of all the machines that may be simultaneously in use according to
paragraph 4.4.3. This does not mean that all the machines in a tank have to be operated
simultaneously during bottom washing but the bottom washing may be carried out in
steps according to detailed procedures laid down in the Operations and Equipment
Manual. The stripping capacity should be at least 1.25 times the throughput of all
machines that are in operation simultaneously during any stage of the bottom washing.
4.4.5 In crude oil tankers having individual cargo pumps in each tank, each pump having an
individual piping system, dispensation from the required special small diameter line
may be given in cases where the piping system from the manifold to the tank is less than
0.00085 times the volume of the cargo tank. If a deepwell cargo pump system is
provided with an evacuating system for retained oil, the above consideration should also
apply.
5.2(b) This paragraph requires that officers who assume overall charge of a crude oil washing
operation must have participated in a crude oil washing operation on the ship for which
they are required to undertake the responsibility for cargo discharge, or on a similar
ship. However, for new ships, for ships changing for the first time to the carriage of
crude oil, for ships new to a particular owner, or for ships which are changing registry in
which it may not be possible to acquire the particular experience, the Administration
may accept as an alternative:
(i) a person such as a shore-based senior officer appointed by the company
(additional to the ship's complement) who is experienced in the operation of
crude oil washing and is present to advise the ship's personnel; or
(ii) a senior member of the crew such as the master, chief officer or cargo control
officer who has participated in at least four crude oil washing operations and is on
board the ship;
provided that an Operations and Equipment Manual, in a language readily understood by the
ship's officers, is available on the ship.
RECOMMENDATION ON THE STANDARD FORMAT FOR THE CRUDE OIL WASHING

OPERATIONS AND EQUIPMENT MANUAL
(Resolution MEPC. 3(XII) adopted 30 November 1979 by the
Marine Environment Protection Committee at its twelfth session)
THE MARINE ENVIRONMENT PROTECTION COMMITTEE
NOTING resolution A.297(VIII) by which the Assembly designated the Committee as the
appropriate body to perform such functions as are or may be conferred upon the Organization
under international conventions for the prevention and control of pollution from ships.
NOTING FURTHER Regulation 13B of Annex I of the Protocol of 1978 relating to the
International Convention for the Prevention of Pollution from Ships, 1973, which provides that
every tanker operating with a crude oil washing system shall be provided with an Operations and
Equipment Manual detailing the system and equipment and specifying operational procedures.
NOTING ALSO that the said Manual is intended not only to provide guidance to the crew of the
ship for proper operation of the system, but also to provide information on the system and its
operational procedures for inspector going on board for inspection in ports.
HAVING CONSIDERED proposals made by Member Governments for standardization of the
Manual.
1.
2.
ADOPTS the standard format for the Crude Oil Washing Operations and Equipment
Manual appearing in the Annex hereto;
INVITES Member Governments:
(a)
To use the standard format for the Crude Oil Washing Operations and Equipment
Manual when approving the Manual as called for by Regulation 13B of the
Protocol of 1978 relating to the International Convention for the Prevention of
Pollution from Ships, 1973:
(b)
To ensure that, if the language of the Manual is neither English nor French, the
Manual shall include a translation into one of those languages.
ANNEX
STANDARD FORMAT FOR THE CRUDE OIL
WASHING OPERATIONS AND EQUIPMENT MANUAL
(The standard format consists of a standardized text of an introduction and
of an index, and 17 or 18 sections depending on the type of tanker)
INTRODUCTION
1.
This Manual is written in accordance with the requirements of Regulation 13B of the
Protocol of 1978 relating to the International Convention for the Prevention of Pollution
from Ships, 1973 (MARPOL 73/78).
2.
The purpose of the Manual is to meet the requirements for crude oil washing in
accordance with the revised Specifications for the Design, Operation and Control of
Crude Oil Washing Systems (Assembly resolution A.446(XI) as amended by resolution
A.497(XII)). It provides standard operational guidance in planning and performing a
crude oil washing programme and describes a safe procedure to be followed.
3.
Part 1 of the Manual contains all the information and operational instructions required
by the revised Specifications. Part 2 of the Manual contains additional information and
operational instructions required or accepted by the Administration. *
4.
This Manual has been approved by the Administration and no alteration or revision shall
be made to any part of it without the prior approval of the Administration.
Note: The standard format comprises the annex to resolution MEPC.3(XII), as amended by
resolution MEPC.81(43).
* If the Administration requires or accepts information and operational instructions in addition to
those provided for by the Specifications, they should be included in part 2 of the Manual. If no
such additional information or operating instructions are required or accepted by the
Administration, the Manual will consist of one part only, and paragraph 3 should read: This
Manual contains all the information and operational instructions required by the revised
Specifications.))
GUIDELINES FOR IN-PORT INSPECTION OF

CRUDE OIL WASHING PROCEDURES
1
INTRODUCTION
1.1 Guidelines for the in-port inspection of crude oil washing procedures as called for by
resolution 7 of the International Conference on Tanker Safety and Pollution Prevention,
1978, are required to provide a uniform and effective control of crude oil washing to ensure
compliance of ships at all times with the provisions of the Protocol of 1978 relating to the
International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL
73/78).
1.2 The design of the crude oil washing installation is subject to the approval of the
Administration of the flag State. However, although the operational aspect of crude oil
washing is also subject to the approval of the same Administration it might be necessary for
the authority of a port State to see to it that continuing compliance with agreed procedures
and parameters is ensured.
1.3 The Operations and Equipment Manual contains all the necessary information relating to the
operation of crude oil washing on a particular tanker. The objectives of the inspection are
therefore to ensure that the provisions of the Manual dealing with safety proceures and with
pollution prevention are being strictly adhered to.
1.4 The method of the inspection is at the discretion of the authority of the port State and the
actual inspection may cover the entire crude oil washing operation or only those parts of the
operation which occur when the inspector is on board.
1.5 Inspection will be governed by articles 5 and 6 of MARPOL 73/78.
2
INSPECTIONS
2.1 A port State should make the appropriate arrangements so as to ensure compliance with
requirements governing the crude oil washing of tankers. This is not, however, to be
construed as relieving terminal operators and shipowners of their obligations to ensure that
the operation is undertaken in accordance with the regulations.
2.2 The inspection may cover the entire operation of crude oil washing or only certain aspects of
it. It is thus in the interest of all concerned that the ship's records with regard to the crude oil
washing operations are maintained at all times so that an inspector may verify those
operations undertaken prior to his inspection.
3
SHIPS PERSONNEL
3.1 The person in charge and the other nominated persons who have responsibilities in respect of
the crude oil washing operation should be identified. They must, if required, be able to show
that their qualifications meet the requirements as appropriate of paragraphs 5.2 and 5.3 of the
Revised Specifications for the design, operation and control of crude oil washing systems as
adopted by IMO.
3.2 The verification may be accomplished by reference to the individual's discharge papers,
testimonials issued by the ship's operator or by certificates issued by a training centre
approved by an Administration. The numbers of such personnel should be at least as stated
in the Manual.
DOCUMENTATION
4.1 The following documents will be available for inspection:

4.1.1 the International Oil Pollution Prevention Certificate, to determine:
. 1 whether the vessel is fitted with a crude oil washing system as required in regulation
13(6) or (8) of Annex 1 of MARPOL 73/78; and
.2 whether the crude oil washing system is according to and complying with the
requirements of regulation 13(13) of Annex I of MARPOL 73/78;
.3 the identification of the Operations and Equipment Manual; .4
the validity of the Certificate;
4.1.2 the approved Operations and Equipment Manual;
4.1.3 the Oil Record Book and attached Supplement;
4.1.4
the Cargo Ship Safety Equipment Certificate to confirm that the inert gas system
conforms to regulations contained in chapter 11 -2 of the International Convention for the
Safety of Life at Sea, 1974, as modified and added to by the Protocol of 1978.
INERT GAS SYSTEM
5.1 Regulations covering inert gas systems require that instrumentation shall be fitted for
continuously indicating and permanently recording the pressure and oxygen content of the
gas in the inert gas supply main at all times when inert gas is being supplied. The permanent
recorder should indicate if the system has been operating in a satisfactory manner before and
during the cargo discharge.
5.2 If conditions specified in the Operations and Equipment Manual are not being met the
washing must be stopped until satisfactory conditions are restored.
5.3 As a further precautionary measure, the oxygen level in each tank to be washed is to be
determined at the tank. The meters used should be calibrated and inspected to ensure that
they are in good working order. Readings from tanks already washed in port prior to
inspection should be available for checking. Spot checks on readings may be instituted.
6
ELECTROSTATIC GENERATION
6.1 It should be confirmed, either from the cargo log or by questioning the person in charge, that
presence of water in the crude oil is being minimized as required by paragraph 6.7 of the
Revised Specifications.
7
COMMUNICATION
7.1 It should be established that effective means of communication exist between the person in
charge and the other persons concerned with the crude oil washing operation.
8
LEAKAGE ON DECK
8.1 Inspectors should ensure that the crude oil washing piping system has been operationally
tested for leakage before cargo discharge and that the fact has been noted in the ship's Oil
Record Book.
9
EXCLUSION OF OIL FROM ENGINE ROOM
9.1 It should be ascertained that the method of excluding cargo oil from the machinery space is
being maintained by inspecting the isolating arrangements of the tank washing heater (if
fitted) or of any part of the tank washing system which enters the machinery space.
10
SUITABILITY OF THE CRUDE Oil
10.1 The types of crude oil being carried should not be on the list provided in the Operations and
Equipment Manual as being unsuitable.
11
CHECKLIST
11.1 It should be determined from the ship's records that the checks in the pre-crude wash
operational checklist were carried out and that all instruments functioned correctly. Spot
checks on certain items may be instituted.
12
WASH PROGRAMMES
12.1 Where the tanker is engaged in a multiple-port discharge the Oil Record Book should
indicate if tanks were crude oil washed at previous discharge ports or at sea. It should be
determined that all tanks which will be, or may be, used to contain ballast on the
forthcoming voyage will be crude oil washed before the ship leaves the port. There is no
obligation to wash any tank other than ballast tanks at a discharge port except that each of
these other tanks must be washed at least in accordance with paragraph 6.1 of the Revised
Specifications. The Oil Record Book should be inspected to check that this is being
complied with.
12.2 All crude oil washing must be completed before a ship leaves its final port of discharge.
12.3 If tanks are not being washed in one of the preferred orders given in the Manual, the
inspector should satisfy himself that the reason for this and the proposed order of tank
washing are acceptable.
12.4 For each tank being washed it should be ensured that the operation is in accordance with the
Operations and Equipment Manual in that:
.1 the operation of deck-mounted machines and submerged machines is verified by
reference either to indicators, or to the sound patterns of the machines, or by other
approved methods;
.2 the deck-mounted machines, where applicable, are programmed as stated; .3
the duration of me wash is as required;
.4 the number of tank washing machines being used simultaneously does not exceed that
specified.
13
STRIPPING OF TANKS
13.1 The minimum trim conditions and the parameters of the stripping operations are to be as
stated in the Operations and Equipment Manual.
13.2 All tanks which have been crude oil washed are to be stripped. The adequacy of the
stripping is to be checked by hand dipping at least in the aftermost hand dipping location in
each tank or by such other means as are provided and described in the Manual. It should be
ascertained that the adequacy of stripping has been checked or will be checked before the
ship leaves its final port of discharge.
14
BALLASTING
14.1 Tanks that were crude oil washed at sea will be recorded in the Oil Record Book.
These
tanks must be left empty between discharge ports for inspection at the next discharge
port.
Where these tanks are the designated departure ballast tanks they may be required to be
ballasted at a very early stage of the discharge. This is for operational reasons and
also
because they must be baliasted during cargo discharge if hydrocarbon emission is to
be
contained on the ship, if these tanks are to be inspected when empty, this must be
done
shortly after the tanker berths. If an inspector arrives after the tanks have begun
accepting
ballast, the sounding of the tank bottom will not be available to him. However, an
examination of the surface of the ballast water is then possible. The thickness of the oil film
should not be greater than that specified in paragraph 4.2.1 0(b) of the Revised
Specifications.
14.2 The tanks that are designated ballast tanks will be listed in the Manual. It is, however, left
to
the discretion of the master or responsible officer to decide which tanks may be used for
ballast on the forthcoming voyage. It should be determined from the Oil Record Book
that
all such tanks have been washed before the tanker leaves its last discharge port. It should be
noted that where a tanker bacMoads a cargo of crude oil at an intermediate port into tanks
designated for ballast then it should not be required to wash those tanks at that
particular
port but at a subsequent port.
14.3 It should be determined from the Oil Record Book that additional ballast water has not been
put into tanks which had not been crude oil washed during previous voyages.
14.4 It should be seen that the departure ballast tanks are stripped as completely as possible.
Where departure ballast is filled through cargo lines and pumps, these must be
stripped
either into another cargo tank or ashore by the special small-diameter line provided for this
purpose.
14.5 The methods of avoiding vapour emission where locally required will be specified in
the
Manual and they must be adhered to. The inspector should ensure that this is being complied
with.
14.6 The typical procedures for ballasting listed in the Operations and Equipment Manual must
be observed. The inspector should ensure this is being complied with.
14.7 When departure ballast is to be shifted, the discharge into the sea must be in compliance
with regulation 9 of A^nnex 1 of MARPOL 73/78. The Oil Record Book should be
inspected
to ensure that the vessel is complying with this.
Chapter 10
Crude Oil Washing (COW)

Section 3 - COW Operation
10.3 Description of the crude oil washing system and operational equipment parameters ....................................... 2
10.3.1
This section contains a description of the cargo, ballast, washing and stripping systems and in
addition specifies: ................................................................................................................................. 2
10.3.2
Cargo system......................................................................................................................................... 2
10.3.2.1
Pump room ............................................................................................................................................. 3
10.3.2.2
Special note............................................................................................................................................. 4
10.3.2.3
Stripping system...................................................................................................................................... 4
10.3.2.4
Ballast system ......................................................................................................................................... 4
10.3.2.5
Washing system ...................................................................................................................................... 6
10.3.2.6
Water washing ........................................................................................................................................ 6
10.3.2.7
Crude oil washing ................................................................................................................................... 6
10.3.2.7
Washing machines............................................................................................................................... 7
10.3.2.8
Deck mounted machines ...................................................................................................................... 7
10.3.2.9
Deck mounted dasic powerjets, single nozzle...................................................................................... 7
10.3.2.10
Deck mounted dasic mini 'A', twin nozzle............................................................................................ 8
10.3.2.11
Submerged machines dasic mini 'A' twin nozzle .................................................................................. 8
10.3.2.12
Addendum ........................................................................................................................................... 8
10.3.2.13
The dangers of and precautions against oil leakage ............................................................................. 8
10.3.3
Use and control of inert gas ................................................................................................................. 9
10.3.3.1
Emergency procedures ................................................................................................................ 9
10.3.3.2
Precautions against electrostatic hazards....................................................................................... 11
10.3.4
Numbers of persons associated with cow ................................................................................. 11
10.3.5
Methods of communication ....................................................................................................... 11
10.3.6
List of crude oil unsuitable for crude oil washing ................................................................... 12
10.3.7
Crude oil washing checklist....................................................................................................... 13
10.3.8
Approved methods and programmes for crude oil washing................................................... 15
10.3.9
Multigrade cargoes ....................................................................................................................15
10.3.10 Typical crude oil washing programmes..............................................................................................17
10.3.11 Programe No. 1. Title: One Grade - one port discharge..................................................................18
10.3.12 Title: Two grades - Two ports Discharge...........................................................................................22
10.3.13 The method of draining cargo tanks...................................................................................................28
10.3.14 The method and procedures of draining cargo pumps and lines ......................................................28
10.3.15 Typical procedures for ballasting and the method of preventing hydrocarbon emission ..............28
10.3.16 Compliance procedures for regulation 9 annex 1 of the Marpol 73/78 convention ........................ 29
10.3.17 Inspections and maintenance of equipment .......................................................................................30
10.3.18 Manufacturers maintenance recommendations................................................................................. 31
10.3.19 Procedures for changing from crude oil trade to product trade.....................................................31
10.3 Description of the crude oil washing system and operational equipment parameters.
10.3.1
This section contains a description of the cargo, ballast, washing and

stripping systems and in addition specifies:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Types of tank washing machines and their standpipe length inside the tanks;
Revolutions of the machines;
Methods of checking the operation of tank washing machines;
Minimum operating pressure for crude oil washing;
Maximum permitted oxygen level in cargo tanks;
Duration of tank washing machine cycles;
Results of the tests performed in accordance with paragraph 4.4.10, (b) of the
revised Specifications and the method of computation;
Method of preventing entry of oil into the engineroom.
10.3.2 Cargo system

The tank system of this vessel consists of 7 centre tanks and 7 pairs of wing tanks. The aftermost
pair of wing tanks, number 7, forms a double slop tank arrangement. Number 7 starboard is the
dirty slop tank with first separation across number 7 port. The capacity of the two slops tanks is
3,029.5 cubic metres (98% full) and represents 4.31% of the cargo carrying capacity.
Cargo is handled by four main cargo, self priming pumps each of rated capacity of 1,600 cubic
metres per hour at 160 metres total head and 1,780 r.p.m. The four pumps are arranged to
discharge the cargo tanks, via four cargo mains numbered 1, 2, 3 and 4 from Port to Starboard,
through the cargo tanks via the pump room to the cargo manifold.
Mains No. 1 & 4 serve all Wing Tanks
Mains No. 2 & 3 serve all Centre Tanks & No. 3 and 6 Wing Tank (P&S).
Cargo mains No. 1 and 4 and No. 2 and 3 form two ring mains and in the forward tank the two
are cross-connected with locally operated double segregated valves.
Each cargo main has a locally operated isolating valve either side of the cargo filling drop lines
and double segregated valves at the forward bulkhead of tank No. 2. Double valves on No. 1 and
4 mains are operated simultaneously from the cargo control room and double valves on No. 2 and
3 mains are individually operated locally.
Each centre tank has a sirtgle suction on Port side. In No. 2 to No. 7 centre tanks the suction is
isolated from both No. 2 and 3 cargo mains by simultaneously operated double segregated gate
valves. In No. 1 centre tank the suction is isolated from the inner ring main by simultaneously
operated double segregated gate valves. All centre tank suction valves are remotely operated
from the cargo control room.
Each pair of wing tanks are cross-connected and each tank has a single suction with a single
locally operated gate valve positioned in the adjacent centre tanks. No. 1 and 4 suction mains are
isolated from the wing tank cross-connections by simultaneously operated double segregated gate
valves remotely operated from the cargo control room. No. 2 and 3 suction mains are isolated
from the wing tank cross-connections in tanks No. 3 and 6 by locally operated double segregated
gate valves.
Cargo filling is arranged via loading drop-lines from the deck mains, with manually operated
double segregated gate valves, to the tank mains and hence to the tanks.
All tank valves are operated via extended spindles.

The Inert Gas System performance is monitored and controlled from the Cargo Control Room
and from the E.R. control room.
A Loadmaster Computer is provided in the Chief Officer's Office.
10.3.2.1
Pump room
Each cargo main is connected to its respective pump. The cargo pumps are arranged such that
any pump can draw from any cargo suction main via pump room crossovers between the cargo
suction mains.
Each cargo pump can discharge to its respective deck crossover or when deballasting can
discharge overboard.
Cargo pumps No. 1,2 and 3 (red, blue and yellow) are arranged with sea suctions from Port and
Starboard sea boxes for ballasting and tank cleaning purposes using sea water.
In addition, a single gate valve is fitted on cross-over between no. 1 and 2 suction (SV 804).
No. 1 cargo suction main are isolated only by one single gate valve. No 2 & 3 cargo suction
mains are isolated from the sea suction cross-over by double segregated gate valves. The
originally fitted cold water tank cleaning line has been retained and is isolated from No. 2 & 3
cargo discharge mains by double segregated gate valves. This line has no function in COW
operations. It is also connected to the beater via a spool piece.
Cargo Pump No. 3 (yellow) is arranged with an emergency pump room bilge suction.
Slop suctions are arranged from No. 7 wing tanks via the cargo mains crossover.
Single shut-off gate valves are arranged on each cargo suction main and double shut-off gate
valves on each slop suction at the pump room forward bulkhead.
Slop discharges to No. 7 Wing tanks are arranged from the cargo pump discharges via the
discharge cross main and from the stripping pumps.
A two step slop separation system is arranged in the slop tanks, with connections from the cargo
and stripping pumps discharging to No. 7 starboard wing tank. The first separation is via the
slop suction cross main to No. 7 port wing tank. The second separation is then that the oil
floating on top of the water in the port slop tank is decanted back into the starboard slop via the
decanting connection.
The water in the port wing tanks is then after sampling discharged overboard using one of the
cargo pumps via high ballast overboard discharge.
The water in the port wing tanks is then after sampling discharged overboard using one of the
cargo pumps via high ballast overboard discharge.
An approved oil discharge monitoring and control system is fitted. Type Seres-ODME-S663. Two
stripping/drain pumps are arranged with suctions from each cargo main. One stripping pump is
arranged with a pump room bilge suction.
The stripping pumps are arranged with discharges to No. 7 Wing tanks and deck cargo stripping
line.
Drain connections are arranged on each cargo main, the cargo drains being led to the slop tanks
or outboard of the cargo manifold on deck by the stripping/drain pumps.
All valves 12" and over in pump room are linear hydraulically operated. All valves over 12" are
locally operated.
All valves below 12" in pump room are manually operated. Deck valves on slop discharge to
No. 7 Wing tanks are local linear hydraulically operated. All other deck valves on filling and
discharge mains are manually operated.
10.3.2.2
Special note
When the vessel is operating as a crude oil carrier (and not as a products carrier) the cargo pump
room drain tank cannot be used (required by department of Trade).
Only if for any reason the drain tank need to be pumped out the valves are to be opened and after
the pumping out is completed the valves must be shut and the blind flanges refitted (in order to
avoid any leakage of cargo into the drain tank).
This means that the following valves in the pump room have to be disconnected and blanks
fitted; CP66, CP76, CP77, CP78, CP90, CP91, CP92 and CP93. Drawing No. AB-2-1 .
Similarly the valve on the inlet side of the Butterworth heater has to be removed and blanks
fitted.
Valves nos. CP99 and CP100 i.e. the Aztec Seut blind flange valves should always be in the shut
position with the spectacle flange fitted.
10.3.2.3
Stripping system
The cargo pumps are of self priming type which enables them to drain tanks right out. The self
priming facility of the cargo pump is obtained by an air-gas separator tank fitted in the pump
suction line. The separator is fitted with instrumentation for control of a regulating butterfly
valve in the pump discharge and carries a connection to a vacuum unit that draws fluid into the
pump when the tank fluid level is below pump centre.
Thus there is no separate stripping line in the cargo tanks. Two drain/stripping pumps are
arranged in the pump room with suctions from cargo suction mains and pump room bilge. The
pumps discharge to No. 7wing cargo/slop tanks and through a special 4" line which runs along
the deck and terminates outboard of the manifold gate valves. This latter 4" line should always
be used for final line draining ashore.
Drain pump capacity is 200 mVhour at 100 metres head and 1,170 r.p.m.
10.3.2.4
Ballast system
The aft peak is the segregated ballast tank in the ship and it is served by a separate pump.
Ballast need also to be carried in the cargo tanks in the ballast condition to obtain a suitable
draught and trim. Cargo tanks used for ballast need to be crude oil washed at each cargo
discharge.
Departure ballast is carried in nos. 2, 3, 5 and 7 centres. Heavy departures ballast can be carried
in nos. 1, 2, 3, 4 6, 7 centre tank to meet heavy weather conditions. Arrival ballast is carried in
no. 6 centre and nos. 3 & 4 wings.
_____
Cargo pump no. 1 (red), no 1 suction main and the red discharge line should be reserved for
handling ballast water. Slop tanks should be empty when starting the ballast operations. If the
red pump and lines have been used to handle cargo, the pump and lines are flushed through to the
port slop tank prior to handling clean ballast. The pump takes suction from sea and discharges
flushing water to no. 1 suction via the drop line. No. 1 suction main is flushed through forward
and aft and the flushing water led to the port slop tank via any other suction main and the suction
manifold in the pump room.
Procedure for Loading "Clean" Ballast at Departure
First, cargo is discharged from nos. 2, 3, 5 and 7 centres via nos. 4, 2 and 3 suction mains and by
the green, blue and yellow pumps and tanks are crude oil washed simultaneously, washing media
being drained from the green/yellow discharge lines. Upon completion of the COW, dips are
taken to check that tanks are completely dry. No. 7 wing tanks are discharged concurrently with
the above tanks.
Second, after complete cargo discharge, the green and yellow pumps, the yellow discharge line,
nos. 3 & 4 suction mains and the COW piping system on deck are drained of all crude oil as
outline in Section 14. Crude oil drained to starboard no. 7 $sdg;.(slop) tank is pumped ashore by
the drain pump.
Third, nos. 2, 3, 5 and 7 centre tanks should be ballasted over the top by the red pump, via the red
discharge line and no. 1 suction main in the tanks.
The "clean" ballast is discharged by the red pump through the pump room high overboard
discharge at arrival in the loading port *.
* CAUTION: Procedures for loading Clean Ballast at the discharge berth may only be
practised after the Installation's written permission has been obtained.
Procedure for loading and discharging "dirty ballast"
If the departure ballast tanks i.e. nos. 2, 3, 5 and 7 centre tanks are not water-rinsed after cargo
discharge before ballasting, the departure ballast water is dirty.
Loading of ballast is via the blue pump and no. 2 suction so no piping need be drained for this
procedure. The method of preventing hydrocarbon emission while ballasting is described in
3.10.5. Nos. 6 centre and Nos. 3 & 4 wing tanks then must also be crude oil washed during the
cargo discharge. These latter tanks are water-rinsed during the ballast voyage as per 3.10.6
The discharge of the "dirty" ballast water at sea is also must conform with Regulation 9 of
Annex I of the MARPOL Protocol 1978.
Heavy weather ballast
As described in 3.9, additional tank are crude oil washed for sediment control. After water
rinsing (described in 3.10.6) of these tanks, additional clean ballast can be loaded in these tanks
to increase vessel's draught in heavy weather.
10.3.2.5
Washing system
The tank washing line is connected to the yellow and green discharge line via connections and
valves at the midship manifold.
The tank washing line is also connected to the heater via a spool piece at the poop front. Any
pump can feed the system via the discharge lines. Water to the heater is supplied by the blue or
yellow pump.
10.3.2.6
Water washing
Before waterwashing commences all affected pumps and pipe lines should be drained as
described in 3.10.14. One cargo pump is capable of driving/operating 11 tank washing
machines while maintaining a back pressure 1 Okg/cm2.
When gasfreeing the vessel and hot water is required for washing, the water is supplied via the
heater in the pump room.
10.3.2.7
Crude oil washing
When crude oil washing, washing media is bled off from either the yellow or green discharge
line at the manifold.
Crude oil must never be passed through the heater which is situated in the pumproom. Apart
from fouling the heater, there is the chance of a ruptured or leaking tube allowing crude oil to
pass back into the engine room via the steam system.
The existing valve fitted on the inlet side of the heater must always be removed when crude
oil washing blanks fitted. On the outlet side, to connect the heater to the COW lines there
is a blank flanges and a valve and blanks must be fitted when crude oil washing.
11 T/W machines can be used simultaneously.
For all types of washing machines, the desired pressure on the wash line on decks as shown on
the Forward pressure gauge is 10.5 Kgs/cm2. If the pressure on the deck line falls below 8.5
kgs/cm2 washing should be stopped until such time as the pressure has been restored. The line
pressure at the cargo pumps, but it should be remembered then that the pressure given is then at
the pump and not on deck and to allow for the difference in pressure head the required pressure is
11.5 kgs/cm2 and the minimum pressure 9.5 Kgs/cm2.
Back pressure may be reguiated by throttling the manifold gate valves and checking the pressure
gauges in the wash line or in the cargo control room. Valve closure should not exceed 30% of
valve travel. If mechanical vibration of the valve or excessive hydraulic noise due to cavitation
is experienced the washing should be stopped.
When back pressure cannot be maintained by throttling, the manifold gate valve should be closed
and pressure regulated by the pump via the speed control in the cargo control room.
COW system survey and tank cleanliness inspection
The complete crude oil washing system has been inspected and approved by Det Norske Veritas
and no alterations may be made to the system or any part of the system without their approval.
Cargo tanks were inspected after crude oil washing in accordance with the requirements of
paragraph 4.2.10 (a) of the revised Specifications and met the required standards of cleanliness
being essentially free of oil clingage and deposits.
The surface of the departure ballast was examined in accordance with the requirements of
paragraph 4.2.10 (b) of the revised Specifications and was found to be satisfactory.
The procedure for computing the ratio of the volume of oil on top of the total departure ballast
water to the volume of tanks that contain this water is described on next page.
Tank
number
X
2
3
5
7
1.
2.
3.
4.
Port,
Starboard
or
Centre
Centre
Centre
Centre
TOTAL (V)
Total
tank
volume
100% m3
Ullage volume
in tanks when
measurements
were taken m3
Oil
thickness
Volume of
oil
Vx
4,668.8
4,668.8
4,668.8
2,334.4
16,340.8
Ux
tx
Vx
TOTAL (V)
Determine the thickness of the oil layer on the ballast water (tx).
Using the tank capacity tables: .1 determine the aggregate volume (100%) of all tanks that contain departure ballast
(V); .2 determine the volume of the ballast water and oil layer in each tank from
the ullage
(Ux); .3 determine the volume of ballast water in each tank from the ullage
plus the
thickness of the oil layer (Ux + tx).
Subtract the value obtained in 2.3 from that obtained in 2.2 for each tank and add the
resultant values together to obtain the total volume of oil (V).
The ratio of the volume of oil on top of the total departue ballast water to the total
volume of tanks containing departure ballast water.
10.3.2.7
Washing machines
This vessel is fitted with 12 deck mounted Dasic Powerjet-machines, 41 deck mounted Dasic
Mini 'A' machines and 3 fixed bottom mounted Dasic Mini 'A' machines.
10.3.2.8
Deck mounted machines
Dasic Powerjet single nozzle machines have a stand pipe length of 2.5 metres with a natural
frequency of 14.2 Hz.
The propeller induced frequency for this vessel at full speed in loaded or ballast condition is
around 8.5 Hz and the natural frequency of the hull is less than 2 Hz.
10.3.2.9
Deck mounted dasic powerjets, single nozzle
All machines have nozzle diameters of 27 mm.

All machines have selective arc heads which enable their angular programme to be varied as
required. The time taken to complete one full cycle is 90 minutes when operating at a pressure of
10.5 Kgs/cm and the output at that pressure is 78 m 3 /hr. The full cycle consists of an arc from
140 to 0 to 140. The time taken for a part cycle is in proportion to the full cycle. Thus an arc
120 - 40 is covered in 26 minutes, 40 - 0 in 13 minutes etc. Refer also to 3.9 for duration of
washing. The operation of these machines can be verified by observing the gearbox where both
rotation and elevation are mechanically displayed.
10.3.2.10
Deck mounted dasic mini 'A', twin nozzle
40 of these two nozzle machines are fitted; in all tanks. Their stand pipe length is 3.0 metres and
the natural frequency of the pipe is above 9.9 Hz. Nozzle diameter is 14 mm.
Their programme is fixed and covers an arc of 360 which at an operating pressure of 10.5
Kgs/cm takes 30 minutes to complete. The output at this pressure is 50 cubic metres per hour.
To verify the operation of these machines, all other machines in the tank and any adjacent tank
should be shut off, and the movement of the machine identified by its sound pattern.
10.3.2.11
Submerged machines dasic mini 'A' twin nozzle
These machines have nozzle diameters of 14 mm. One of these is fitted aft of the middle stringer
at the forward end of each No. 7 wings and one Mini 'A' is fitted at the centreline of No. 7 centre
tank aft of the middle stringer at the forward end. Their capacity is 50 m3/hr at 10.5 Kg/cm2 and
the time for one full cycle is 30 minutes. A full cycle consists of one full revolution, 360 of the
machine.
It is not possible to verify the operation of the submerged machines by sound pattern and
therefore after six usages or at intervals of not more than twelve months these machines must be
sighted and seen to be working using water.
Each verification shall be recorded in supplement 2 to the Oil Record Book.
10.3.2.12
Addendum
The cycle times given above are given by the Manufacturers. Experience has shown that new
machines need time for 'running in' and that the times may be exceeded when machines are new
or new parts have been fitted. Therefore, the washing cycle of the deck mounted machines
should not be governed by time but by the fact that the nozzle has carried out its programme and
covered the specified arc.
10.3.2.13
The dangers of and precautions against oil leakage
This section contains information on the dangers of leakage from the crude oil washing system,
the precautions necessary to prevent leakage and the action to be taken in the event of leakage.
Leakage of crude oil from the system can be a potential fire and pollution hazard. Before arrival
at the discharge port, the tank washing system should be pressure tested and examined for leaks.
Any leaks found should be made good and the resultant oil cleaned up.
During the pressure test, special attention should be given to the inspection and tightening of
valve glands, flanges and couplings on lines to prevent any leakage.
During the course of oil washing the system must be kept under continuous observation and on
completion of washing it must be completely drained of oil. If it is necessary for the system to be
cleaned out, it should be flushed through with water, into appropriate tanks; if the system is
required to be gas-free it should be ventilated in the same way as cargo lines.
The crude oil washing must be stopped when any sign of leakage or fault in the tank wash system
is discovered, either on deck or in the pumproom.
10.3.3 Use and control of inert gas

This section contains information on the inert gas requirements and the instructions to cover
those periods when the inert gas pressure is released for reasons of cargo operation. In addition it
indicates the method and procedures to be used for taking samples of the tank atmosphere, (see
also pre arrival checklist)
The ship should arrive at the discharge port with all cargo tanks pressurised with good quality
inert gas. Pressure may be released for ullaging, sampling and water dips before discharge and at
this stage the oxygen level in tanks should be checked to ensure that it is below 8% by volume.
The ship is however equipped for ullaging the tanks without pressure release (closed leading
syst.). The supply of inert gas must be commenced immediately before the commencement of
cargo discharge to avoid a vacuum in the tanks. By this means a safe condition will be
maintained throughout discharge. Apart from this initial release of pressure the pressure in the
cargo tanks should always be above atmospheric pressure. Under no circumstances should air be
allowed to enter any tank which is to be crude oil washed.
Before each tank is washed, the oxygen content should be checked with the portable oxygen
analyser to ensure that it does not exceed 8% by volume. The sample should be taken at a point
one metre below the deck and at the middle region of the ullage space well clear of the inert gas
inlet point.
The crude oil washing must be stopped if there is a failure of the inert gas plant or the oxygen
content of the delivered inert gas exceeds 8% by volume or if the pressure of the tank atmosphere
in the cargo tanks falls below atmospheric pressure.
Oxygen readings of the cargo tanks taken prior to COW should be recorded in the deck log book.
10.3.3.1
Emergency procedures
In the event of total failure of the inert gas system to deliver the required quality and quantity of
inert gas and maintain a positive pressure in the cargo tanks and slop tanks, action must be taken
immediately to prevent any air being drawn into the tank. All cargo tank operations should be
stopped, the deck isolating valve should be closed, and the vent valve between it and the gas
pressure regulating valve should be opened and immediate action should be taken to repair the
inert gas system.
In the case of tankers engaged in the carriage of crude oil it is essential that the cargo tanks be
maintained in the inerted condition to avoid the hazard of pyrophoric iron sulphide ignition. If it
is assessed that the tanks cannot be maintained in an interted condition before the inert gas
system can be repaired, an external supply of inert gas should be connected to the system through
the arrangements required by SOLAS Regulation 62.11.5 as soon as practicable, to avoid air
being drawn into the carg tanks.
In the case of product carriers, if it is considered to be totally impracticable to effect a repair to
enable the inert gas system to deliver the required quality and quantity of gas and maintain a
positive pressure in the cargo tanks, cargo discharge and deballasting may only be resumed
provided that either an external supply of inert gas is connected to the system through the
arrangements required by SOLAS Regulation 62.11.5, or the following precautions are taken:
.1
In the case of tankers built on or after I September 1984, the venting system is checked
to ensure that approved devices to prevent the passage of flame into cargo tanks are
fitted and that these devices are in a satisfactory condition.
.2
In the case of tankers built before 1 September 1984 the flame screens are checked to
ensure that the are in a satisfactory condition.
.3
The valves on the vent mast risers are opened.
.4
.5
No free fall of water or slops is permitted.

No dipping, ullaging, sampling or other equipment should be introduced into the tank
unless essential for the safety of the operation. If it is necessary for such equipment to
be introduced into the tank, this should be done only after at least 30 minutes have
elapsed since the injection of inert gas ceased. All metal components of equipment to
be introduced into the tank should be securely earthed. This restriction shoud be applied
until a period of five hours has elapsed since injection of inert gas had ceased.
In the case of product carriers if it is essential to clean tanks following a failure of the inert gas
system and inerted conditions as defined in SOLAS Regulation 62.2.2 cannot be maintained,
tank cleaning should be carried out with an external supply of inert gas connected to the system.
Alternatively, if an external supply of inert gas is not connected to the ship, the following
precautions should be taken, in addition:
.1
Tank washing should be carried out only on one tank at a time.
.2
The tank should be isolated from other tanks and from any common venting system or
the inert gas main and maximum ventilation output should be concentrated on that tank
both before and during the washing process. Ventilation should provide as far as
possible a free flow of air from one end of the tank to the other.
.3
The tank bottom should be flushed with water and stripped. The piping system
including cargo pumps, crossovers and discharge lines should also be flushed with
water.
.4
Washing should not commence until tests have been made at various levels to establish
that the vapour content in any part of the tank is below 10 per cent of the lower
flammable limit.
.5
Testing the tank atmosphere should continue during the washing process. If the vapour
level rises to within 50 per cent of the lower flammable limit washing should be
discontinued until the vapour level has fallen to 20 per cent of the lower flammable limit
or less.
.6
If washing machines with individual capacities exceeding 60 m3 /hour are to be used,
only one such machine shall be used at any one time on the ship. If portable machines
are used, all hose connexions should be made up and bonding cables tested for
continuity before the machines are introduced into the tank and should not be broken
until after the machines have been removed from the tank.
.7
The tank should be kept drained during washing. If build-up of wash water occurs,
washing should be stopped until the water has been cleared.
.8
Only clean, cold sea water should be used. Recirculating systems should not be used.
.9
Chemical additives should not be used.
.10
All deck openings, except those necessary for washing and designed venting
arrangements, should be kept closed during the washing process.
During cargo operations in port, more stringent regulations of the port Authorities shall take
precedence over any of the foregoing emergency procedures.
10.3.3.2
Precautions against electrostatic hazards
This section contains the procedures for minimising electrostatic generation. Mixtures of oil and
water can produce an electrically-charged mist during tankwashing. The use of dry crude is
therefore important. To overcome the possibility of developing such an electrically-charged
mist, before crude oil washing is commenced, any tank containing crude oil which is to be used
as the crude oil washing fluid is to be partially discharged to remove any water which has
settled out during the voyage. To ensure adequate safety, a minimum of one metre of cargo is to
be discharged in this way.
For the same reason, as the slop tank will invariably contain a mixture of retained oil residues
and cargo, the whole content of the slop tank should be discharged ashore before crude oil
washing commences, and then be refilled with fresh crude from the cargo discharge deck line, if
the slop tank is to be used as a source of washing fluid. It must be remembered that this refilling
will take place after the discharge of the bottom one metre of ullage from other tanks, referred to
above, has been completed.
10.3.4 Numbers of persons associated with cow

This section specifies the numbers of persons to be associated with the crude oil washing process
and their necessary qualifications. Their names and rank may be provided on separate
documents.
The following personnel are required to be on board to carry out the dual operation of
discharging cargo and crude oil washing: 1.
The Chief Officer will have overall responsibility of the operation. He must meet the
requirements of paragraph 5.2. of the Revised Specification. (See Section 2 of this
Manual).
2.
The Officer who will undertake the actual operation. He must meet the requirements of
paragraph 5.3. of the Revised Specification. (See Section 2 of this Manual).
He will open and close valves, monitor and adjust pump operation, supervise the activities of
Junior Officers and ratings under him. He may also undertake any or all of the duties normally
carried out by the Petty Officer or Rating on duty.
3.
At least one Petty Officer or Rating who is to be on deck at all times during washing to
keep watch for leaks and malfunction of equipment, to test the oxygen content of tanks
before washing, to check tank atmosphere pressure, to sound tank bottoms when
required, to lift ullage floats when this is necessary.
Engine room to be manned at all times during crude oil washing.
Personnel responsible for the operation of the COW installation are to be licensed or certificated
to the satisfaction of the Administration.
10.3.5 Methods of communication

This section gives the detailes of communications between the watchkeeper on deck and the
cargo control position s'o that, in the event of a leak or malfunctioning of the crude oil washing
system, the washing may be stopped as soon as possible.
The ship is provided with 4 portable VHF sets which operate on two frequencies and are certified
intringsically safe.
Before COW operations commence these sets must be switched to the same frequencies and their
operations verified.
While crude oil washing is being carried out the man patrolling the deck for the purpose of
monitoring machines and checking against any oil leakage from the system must carry one of
these walkie-talkies. Additionally in, or in the immediate vicinity of the cargo control room,
there must be a second man similarly equipped with a walkie-talkie. The provision of two sets
for crude oil washing purposes has priority over any other requirements for walkie-talkie. No
valves should be opened or closed on the crude oil washing system without the one party
informing the other as to the action he is taking.
10.3.6
List of crude oil unsuitable for crude oil washing
This section contains a list of crude oil unsuitable for crude oil washing.
This tanker is fitted with heating coils in the cargo tanks and subject to the limitations of the
cargo heating system, can carry cargoes which require to be heated for pumpability.
Attention is drawn to the difficulties which may be encountered with certain crude oils. During
the discharge of a heated cargo the crude oil washing of each tank scheduled of the particular
tank in order to minimize the cooling down of the tank surfaces.
As a general guidance to the suitability of an oil for crude oil washing onboard this tanker, the
following criteria should be used:
1.
The viscosity of the oil at the discharging temperature should not exceed 600 cst.
2.
The cargo should be discharged at a temperature which exceeds its pour point by at least
10 C.
3.
All necessary precautions must be taken to prevent the washing oil from solidifying in
the COW piping system.
These criteria are for general guidance and should be used when other information is not
available.
The following is an informative list of potentially difficult crude oils, which should not be
regarded as exhaustive:
Amna
Ardjuna
Bu Attifel
Cabinda
Cinta
Gamba
Jatibarang
Labuan
Lucina
Minas (Sumatran Light)
Minas
Sarir
Duri
Langunillas
Maya
Minas (Sumatra Heavy)

Shengli
Tapis
Tia Juana Pesado
Tila
Boscan
Laguna
Note: It should be clearly understood that crude oils found to be unsuitable for crude oil washing
can only be carrie4 in this tanker in the C.B.T. mode. Refer to the C.B.T. operations manual.
10.3.7 Crude oil washing checklist

This section contains operational check lists for use of crew at each discharge which shall
include the checking and calibration of instruments
PRE-ARRIVAL CHECKS AT DISCHARGE PORT

No.
1
ITEM
Has the terminal been notified?
Is oxygen analysing equipment tested and working satisfactorily?
Is tank washing pipeline system isolated from water heater and engine room?
Are all hydrant valves on the tank washing line blanked?
Are all valves to fixed tank washing machine shut?
Have tank cleaning lines been pressurised and leakages made good?
Pressure to be about 13 Kg/cm2.
Have portable drive units for fixed tank washing machines been tested ?
7
8
9
Have pressure gauges on top discharge line, manifold and the tank
cleaning main been checked?
Has the stripping system monitoring equipment been checked?
10
Has the communications system been checked and tested?
11
Has the organisation plan been drawn up and posted with duties and responsibilities
defined?
Have the discharge/crude wash operation plans been drawn up and tested?
12
13
14
hi cases where the terminal has a standard radio check list, has this been
completed and transmitted?
Check hydraulic oil level in all Power Jet T/W machines.
YES/NO
CHECKLIST FOR USE BEFORE, DURING, AND AFTER

CRUDE OIL WASH OPERATION
NO
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
ITEM
A. Before Crude Oil Wash Operation
Are all pre-arrival checks and conditions in order?
Has discharge/crude oil wash operation been discussed with both ship and
shore staff and is agreed plan readily available for easy reference?
Has communication link between the deck/control station and the control
station/shore been set up and it is working properly?
Have crude oil wash abort condition and procedures been discussed
and agreed by both ship and shore staff?
Have fixed and portable oxygen analysers been checked and are they working
properly?
Is inert gas system working properly and is the oxygen content of the
delivered inert gas below 5%
Is the oxygen content of tank(s) to be crude oil washed below 8% by volume?
Have all cargo tanks positive inert gas pressure?
Has responsible person been assign to check all deck lines for leaks as soon as
washing starts?
Are fixed machines set for required washing method and are portable drive
units, if fitted mounted and set?
Have valves and lines both in pumproom and on deck been checked?
B. During the Crude Oil Wash Operation

Is quality of the delivered inert gas frequently checked and recorded?
Are all deck lines and machines being frequently checked for leaks?
Is the crude oil washing in progress in designated cargo tanks only?
Is the pressure in the tank wash line above 8.5 Kg/cm".'
Are cycle times of the tank washing machines as specified in the Manual?
Are the washing machines in operation together with their drive units, if
applicable, frequently checked and working properly?
Is a responsible person stationed continuously on deck?
Will trim be satisfactory when bottom washing is in progress as specified in
the Manual?
Will recommended tank draining method be followed?
Have ullage gauge floats been raised and housed in the tanks being crude oil
washed?
Is level in the holding tank for tank washings frequently checked to prevent
any possibility of an overflow?
23
C. After Crude Oil Wash Operation
24
25
26
Are all the valves between the discharge line and the tank wash line closed?
Has tank wash line been drained of crude oil?
Are all valves to washing machines closed?
Are cargo pumps, tanks and pipelines properly drained as specified in the
Manual?
YES/NO
10.3.8 Approved methods and programmes for crude oil washing

This section contains those details which form the basis of crude oil washing in the tanker and
which are necessary to formulate a washing programme which will accord with all foreseeable
circumstances of cargo discharge restraints. It includes information on:
1)
The minimum number of tanks to be washed in accordance with paragraph 6.1 of the
Revised Specifications;
2)
The method of washing each tank, that is single or multistage;
3)
The number of tankwashing machines to be used simultaneously;
4)
The crude oil washing pressure and means to maintain the required pressure;
5)
The duration of the crude oil wash;
6)
The preferred order in which tanks are to be washed;
7)
The minimum trim during completion of washing and draining tanks;
8)
When draining and stripping of tanks is to commence.
The standard procedure is to first discharge one metre of cargo in all cargo tanks in order to ensure
that no wet crude is in the tanks.
The standard discharge procedure is then to discharge the No. 7 wingtanks, which will be used as
slop tanks. Then a selected number of centre tanks are discharged and crude oil washed and
these tanks are completely stripped out as per the programmes drawn by the Chief Officer. The
remaining centre tanks and wing tanks are then discharges as outlined in the programmes and
certain tanks are washed for sediment control and/or to receive additional ballast as described
below.
Upon completion of discharge all pipe lines, cargo pumps and No. 7 startboard slop tank are
drained out by the drain/stripping pumps and the contents pumped ashore through the special dia.
4 inch stripping line.
The procedure is not materially affected if different grades are loaded in centres and wings, nor if
the centres are discharged at one port and wings at a second port.
Two programmes are shown in to describe the above and the preferred order of discharge i.e.
programmes for:
One grade
Two grades
one discharge port

two discharge ports
10.3.9 Multigrade cargoes

When carrying a multigrade cargo it should be normal practice to discharge each grade
sequentially, because on certain ships there is only one valve segregation between the grades on
the discharge side of the pumps. However, on this ship, there is two valve segregation between
any tank, suction main, pump and discharge line so simultaneous discharge is allowed.
The vac-strip system is independent for each pump and each tank is drained directly ashore.
The supply for crude oil washing of tanks carrying one grade must be from a reservoir tank of the
same grade.
Regardless if the discharge is simultaneous or sequential there is one valve segregation between
the COW line and each tank. Therefore, it is imperative that the shut off valves in the C.O.W.
line are checked for tightness in order to avoid:
1)
2)
Contamination of one grade with the second grade,

Flooding of one cargo tank via the COW system.
It is sometimes necessary to wash the final tank or tanks of one grade with crude oil supplied
from the second grade. This is permissible provided the first grade is completely discharged and
well drained ashore, and that the wash oil and recovered residues are discharged with the second
grade. Prior permission from the Chartreres and the shore receivers must be obtained.
In this ship nos. 2,3,5 & 7 centre tanks are used for normal ballast and are therefore crude oil
washed during discharge. No. 4 centre tank need also to be crude oil washed at every discharge
port in order to enable the vessel to carry enough ballast to permit compliance with the draught
and trim requirements of Section 6.1 o f the Revised Specific.
One quarter of the remaining tanks must also be crude oil washed i.e. 4 additional tanks. It is
suggested that for sludge control the tanks are crude oil washed in the following groups:
1.
1 and 6 centres and 3 wings
2.
1 and 6 wings
3.
2 and 5 wings
4.
7 and 4 wings
There is thus always a crude oil washed tank forward and aft apart from no. 4 centre tank to take
on extra ballast for deeper draught in heavy weather. Before ballast is put into these tanks, they
should be waterrinsed.
Tanks are crude oil washed by the multi-stage method by the Powerjet machines. The Mini 'A'
machines which are non-programmable are to be used concurrently. The tanks are thus washed
by the Powerjets in two stages (120 - 40; 40 - 00). Each stage is given two passes of the
machine nozzle.
During the final stage - the bottom wash - the first pass of the nozzle should commence with as
little as possible of cargo remaining in the tank and during the final pass the tank bottom should
be dry.
The ship is fitted with 12 deck mounted Powerjets and 40 deck mounted and 3 fixed bottom
mounted Mini 'A's. When crude oil washing one group of tanks a maximum of 8 Powerjets and
4 IA's are used.
During washing the optimum line pressure is 10.5 Kgs/cm2. The minimum permissible pressure
is 8.5 Kgs/cm2. Frequent checks should be made to verify that the pressure is as required.
At 10.5 Kgs/cm pressure the time taken to wash a group of tanks is:
TOP
MIDDLE WASH:
BOTTO WASH:
TOTAL:
120 -40 - 120

40 - 0 - 40
52MINS
26MINS
78MINS
These times are based on two passes of the Powerjets. The double nozzle Mini 'A' machines will
in the meantime rotate approx. 2 cycles and 1 cycle respectively, which means almost 4 passes
and 2 passes of the nozzles during the top/middle and bottom wash respectively. The tanks
intended to be ballested should alway be discharged and washed first. The slop tanks are also
discharged at an early stage. Within each group of tanks being washed the discharge should be
planned so the stripping of each tank is carried out individually of the remainder of the tanks in
the group.
The aft trim of the vessel should be minimum 3 metres when bottom washing and draining the
tanks.
CAUTION: AFT TRIM NOT TO EXCEED 5,3 MTR. (BECAUSE OF WATER LEVEL MAIN
BOILER).
The draining of the tanks being washed is to commence at the beginning of the bottom washing
stage.
10.3.10
Typical crude oil washing programmes
This section contains details of two typical washing programmes under various conditions of
discharge such as single or multiport discharge and single and multigrade cargoes.
Crude Oil Washing Sequence in Relation to Cargo Discharge
Two programmes are shown:
1.
One grade
One port discharge
2.
Two grades
Two port discharge
The programme assume that the Blue pump is reserved for ballast operations during the complete
discharge. If the Blue pump is used for cargo discharge prior to loading ballast, the Blue pump,
no. 2 suction and the Blue discharge have to be flushed through with water to no. 7 port wing
(slop) tank before the ballast handling commences as outlined on pages 58-61. The procedure is
incorporated in programme no. 2.
The bar charts are for guidance only and only indicate the discharge and washing sequence.
Draining operations etc. are stated only in the programme.
An "X" after the operations number means that the operation is optional. Before each
programme is started, the tanks being washing to carry additional ballast or for sediment
control should be defined, so that the optional operations, which need be carried out, are
decided.
Two grades - Two port discharge
The above shows a two grade discharge at two ports. It is assumed that one grade is carried in
the centres and no. 7 wings and one grade in the remaining wings.
Two grades - simultaneous discharge
The programme shows a two grade simultaneous discharge at one port in order to illustrate how
the basic programme can be modified. It is assumed that one grade is carried in the centres and
no. 7 wings and one grade in the remaining wings. An additional operation is then the draining
of the COW system between washing tanks carrying different grades to avoid cargo
contamination.
It must be borne in mind, that the examples shown in this section are only for guidance, and that
each discharge and washing must be planned according to the circumstances e.g. capacity of the
terminal, number of hoses connected to the manifold etc.
It is recommended that a program is prepared for each discharge showing the tank discharge and
washing sequence and that a copy of the program is handed to the shore facility and that it is
discussed and fully understood by all partie
10.3.11
No.
1
2
3
Time
h.m.
Programe No. 1 . Title: One Grade - one port discharge

Cargo Operation
Discharge 1 metre cargo
in all tanks.
Commence discharge of
No. 7 wings and nos. 2,
3, 5, 7 centres.
Bleed off for COW from
G discharge line. Do not
use crude from slop.
Pump
Suction
R, Y,G
1,3,4
1,3,4
R, Y, G.
1,3,4
R, Y,G
Discharge
No. 2 + 5 centre tanks

9 m. ullage. Side wash
120- 40-120
No. 7 wings P+S
12m ullage Side wash
120-40-120
No. 3+7 centre tanks.
12m ullage Side wash 120 40 - 120 ^
4X
5
6
COW Operation
Commence discharge of R, G
nos. 3+4 wings.
Transfer Y pump to strip no. Y
2 centre. Stop discharge of
3.5 and 7 centres.
1
3
No. 2 centre tank

Empty. Bottom wash 40 0 - 40
Transfer Y pump to strip Y

no. 5 centre.
9X
Transfer Y pump to no. 7 Y

port wing. Stop discharge of
no. 7 starboard wing.
slop
No. 5 centre tank

No. 7 port wing tank.
Empty. Bottom wash 40 0- 40
No. 7 starboard wing tank.
No. 3 centre tank.
Empty.
Bottom wash 40 - 0 - 40
No. 7 center tank.
Check dips in nos 2,3 5 +7
centres and nos 7 wings
that tanks are dry.
No. 3+4 wings P+S
9m ullage. Sidewashl2040-120
No 3 port wing Tank
10X
11
R,G
slop
Transfer Y pump to strip

no. 3 centre
12

no. 7 centr
13
Commence discharge of nos R,Y,G.

1,4 + 6 centres.
14
Bleed off for CO.W.

fromY discharge line.
15X
Transfer G pump to strip no G

3 port wing. Stop discharge
of no 3 starboard wing.
16X
Transfer G pump
starboard wing.
3
3
R,Y,G
to G
No. 3 starboard wing tank

Empty Bottom wash 40 0- 40
^1
fl

No. Time
h.m.
17X
Cargo Operation
Pump
Suction
Discharge
Transfer G pump to strip G

no. 4 port wing tank. Stop
discharge
no.4 starboard wing tank.
Commence discharging nos R,Y,G

1,2,5 + 6 wings.
Bleed off for COW from G
discharge line.
1,3,4
22
Transfer Y pump to strip no Y

4 centre tank. Stop
discharge of 1+6 centres.
23X
Transfer Y pump to
no. 1 centre tank.
strip Y
24X

No. 6 centre tank.
R.Y.G
25
Transfer Y pump back to

discharge of 1,2,5+6 wings.
Bleed off for COW from Y
discharge line.
1,3,4
R,Y,G
18X
19
20
R,Y,G
21X
26X
27X
28X
29X
30X
31X
Charge no 7 starboard wing

tank with 200 tonnes of dry
crude
No. 1 port wing tank. Stop
discharge of No.l starboard
wing.
no. 1 starboard wing tank.
Transfer G pump to strip
No. 6 port wing tank.
Stop discharge of No.6
starboard wing.
no. 6 starboard wing tank
COW Operation
No. 4 port wing tank
Empty. Bottom wash 400-40
No. 4 starboard winq tank
Check dips in nos 3+4 wings,
that tanks are dry.
No. 4 centre tank
9 m ullage. Side wash
120-40-120
Nos 1+6 centre tanks
9 m ullage Sidewashl2040-120
No. 4 centre tank
No 1 centre tank
No. 6 centre tank
Check dips in nos 1.4+6
centres that tanks are dry
Nos 1+6 wings P+S

120-40-120
Nos 2+5 wings P+S
120-40-120
No. 1 starboard winq tank



No. Time
h.m.
32X
33X
34X
Cargo Operation
Transfer Y pump to starY
board slop suction for
COW supply.
Transfer G pump to
strip G
No. 2 port wing tank to S/B
slop tank which acts as a
buffer tank for COW supply.
Stop discharge of no.2
starboard wing tank.
Transfer G Pump to strip
No.2 starboard wing tank.
Pump
Suction
from
S/B
slop
4
Discharge
Check dips in No. 1+6 wings

that tanks are dry.
to S/B
slop
to S/B
slop

No.5 port wing tank.
Stop discharge of no. 5
No.5 starboard wing tank.
to S/B
slop
to S/B
slop
37X
Discharge No.7 starboard

wing tank ashore.
from
S/B
slop
38
Drain COW line to No.7

starboard wing (slop) tank.
Discharge no. 7 starboard
wing (slop) tank,via
special dia 4 inch line
35X
36X
39
40
Drain Red, Yellow and

D/S Green pumps, nos 1,3
and 4 suctions and Red,
Yellow and Green discharge
lines via special dia 4 inch
line ashore.
41
Use green puirtp for

stripping to port slop tank,
when 250 M3 aboard.
P
No.2 port wing tank Empty.

Empty.

Empty. Bottom wash 40 - 0 40
M
Check dips in Nos 2+5 S/B
wings, that tanks are dry.
D/S
D/S
3
slop
Port
42
43
44X
45
COW Operation
Check dips in nos 2, 3, 5+7

centres that tanks are dry.
Note: if operations Nos
41,42,43,44 and 45 are not
carried out, operations nos
14,15,16,17,18,21,23 and 24
must be carried out. The
vessel will sail with dirty
ballast.
10.3.12
Title: Two grades - Two ports Discharge
No. Time Cargo Operation

h.m.
1
2
3
At first port
Discharge 1 metre of
cargo in all centre tanks
& no. 7 wings
no. 7 wings and N'2,3,5 +
7 centres
G discharge line. Do not
use crude from slop tank
for COW
Pump
Suction
Discharge
R,B,Y,G
1,2,3,4
R,B,Y,G
R,B,Y, G
1,2,3
R,B,Y,G
4X
No.7 wings P+S

12 m ullage. Side wash 12040-120
d
1
120-40-120
5
6
7
8
9X
10X
11
12
R,B,Y,G
1,2,3,4
Transfer Y pump to
strip no. 5 centre

no. 7 port wing. Stop
discharge of no. 7
starboard wing.
No 7 starboard wing.
no. 3 centre.

no. 7 centre.

no. 4 centre.
nos 1,4 + 6 centres
Transfer Y pump to
strip No. 2 centre
13
14
15X
16
COW Operation
R,B,Y,G
No. 2 centre tank
No.5 centre tank
Empty. Bottom wash 400 - 40
No. 7 starboard wins tank
Empty.
A
No. 3 centre tank
^
No. 7 centre tank.
Check dips in Nos 2,3,5+7
centres, that tanks are dry.
No. 4 centre tank
120-40-120
120-40-120
No. 4 centre tank
A

h.m.
17X
18X
19X
20X
21
22
23
24
25
26
27X
Charge no. 7 starboard

wing tank with 200 tonnes of dry crude.
Transfer G pump to starboard slop tank for COW
supply.
no. 1 centre to starboard
slop tank, which acts as
buffer tank.
no. 6 centre tank.
wing tank.
Drain COW line to no. 7
wing tank ashore via
special dia 4 inch lin
Drain R,B,Y and G
pumps nos 1,2,3 and 4
suction R,B,Y and G
discharge lines via small
dia line and pump ashore.
Grade 1 discharge now
completed.
At second port
Discharge 1 metre cargo
in nos l-6.wing tanks.
nos 1,3,4+6 wings.
Y discharge.
Pump
Suction
Discharge
S/B
slop
S/B
slop
No. 1 centre tank

S/B
slop
S/B
No. 6 centre tank

Check dips in Nos 1,4+6
centres, that tanks are dry.
R,B,Y,G
1,2,3,4
R,B,Y,G
R,B, Y,G
1,2,3,4
R,B,Y,G
D/S
D/S
Nos 1+6 wing tanks P+S

120-40-120
Nos 3+4 wing tanks P+S
120-40-120
28X
29
30X
31X
Commence discharge nos

2+5 wings.
discharge of no. 1
starboard wing.
COW Operation
R,B,Y,G
1,2,3,4
R,B,Y,G



h.m.
32X
33X
Pump
Suction

discharge of no. 6
starboard wing.

no.3 port wing. Stop
discharge of no. 3
starboard wing.
Discharge
No. 6 starboard wine tank

Check dips that nos 1+6
wings are dry.
34X
35X
36X
37X
38X

no. 4 port wing tank.
Stop discharge no. 4
starboard wing.

Check dips that nos 3+4 wings

are dry.
Charge no. 7 starboard wing
tank with 200 tonnes of dry
crude.
41X
42X
43X
44X
45X
46X

39X
40X
COW Operation
Nos 2+5 wings P+S

9 m ullage.
Side wash 120-40-120
Transfer Y pump to
starboard slop^tank for
COW supply.
discharge of no. 2
starboard wing.
discharge of no. 5
starboard wing.
S/B
slop
S/B
slop
^
V

to S/B
No. 5 Starboard Wing Tank

Empty.
^|

Pump
Suction
h.m.
Discharge
47X
Check dips that Nos 2+5

wings are dry.
48X

wing tank ashore.
49
Drain COW line to no. 7

starboard wing tank
wing tank via special dia.
4 inch line.
Drain R,B,Y,G pumps
Nos 1,2,3,4 suctions
R,B,Y, G discharge lines
via special dia 4 inch
stripping line ashore.
Discharge Grade 2
completed.
50
51
COW Operation
from
S/B
slop
Y
D/S
52
53
54
55
56
57
Check dips in nos. 2, 3, 5+7

centres that tanks are dry.
Note: If operations nos
52,53 and 57 are not
carried out, operations
nos. 15,17,18,19,20,28,
35,36,37,38 and 39 must
be carried out. See also
about ballasting.
10.3.13
The method of draining cargo tanks
This section contains a description of the method of draining cargo tanks and should include the
parameters which indicate when the tank is dry and which will be at least all of those required by
paragraph 4.4.8. of the revised Specifications. The minimum trim conditions must be stated.
Draining of all cargo tanks is by self priming cargo pumps using the Vacstrip system. The wing
slop tanks are also drained by 2 drain/stripping pumps, but normally the cargo pumps are used to
drain the slop tanks.
It can be verified that a tank is empty by fully extending the Whessoe gauge, which is housed
during crude oil washing, and by hand dipping.
The Vac-strip system is automatic and the cargo pumps will drain the tanks 100%. To monitor
the stripping system efficiency, cargo pump revolution indicators, suction and discharge gauges
are displayed in the cargo control room.
The operation of the regulating butterfly valve is either automatic or manual and the valve
position is indicated in the cargo control room. The discharge pressure of the pump, also
indicated in the cargo control room, can thus be regulated to suit the line pressure during the
stripping phase. The position of the butterfly valve is used to monitor the function of the
stripping system; the valve is almost closed when the tank is dry. The minimum trim condition
for draining tanks is 3 metres.
10.3.14
The method and procedures of draining cargo pumps and lines
This section contains a description of the methods and procedures for draining cargo pumps,
cargo lines, crude oil washing lines and stripping lines and will include information on the use of
the small diameter line.
All discharge lines on deck drain back to the pumproom and via a special by pass valve around
the non-returnvalve in each discharge line to the cargo pump.
The manifold on deck drains via the drop lines to the suction lines.
The cargo pumps and the suction lines are drained directly by the drain/stripping pump either
ashore via the 4 inch dia. line (small diameter line) on deck or to the slop tanks.
The crude oil washing line on deck is drained back to the starboard No. 7 wing (slop) tank via the
fixed tank washing machines in that tank. To equalise the pressure the forward machines in no. 1
tanks are opened.
The special stripping line on deck is used for the final draining of the pumps, the suction lines
and the slop tanks ashore. It is served by the drain/stripping pumps and discharges ashore via the
connection to the outboard side of each valve.
When the cargo pumps, suction lines and slop tanks are drained the pumps is left running for
approximately 10 minutes*to allow air to be pumped up the line.
10.3.15
Typical procedures for ballasting and the method of preventing

hydrocarbon emission
This section contains a desription of typical procedures for ballasting and includes
1)
2)
the procedure for draining and stripping before loading ballast

the procedures for preventing hydrocarbon emission to the atmosphere.
At the completion of cargo discharge, during which nos. 2,3,5 and 7 centre tanks have been
washed, the yellow and green pumps, nos. 3 and 4 suction lines, the yellow and green discharge
lines and the COW line are drained to no. 7 starboard slop tank or ashore by the drain stripping
pump(s). Dips are taken in the above tanks to ensure that they are dry. Ballast is then loaded by
the blue pump via the blue discharge line on deck, the associated drop line to no. 2 suction. The
blue pump and associated lines are to be kept reserved to handle ballast after the cargo discharge
and are kept properly drained and flushed clean.
The above procedure means that ballast is loaded after complete cargo discharge and the tank
atmosphere is emitted to the environment.
If local regulations require that hydrocarbon emission is forbidden, ballasting takes place
concurrently with the discharge of the last cargo tanks. The inert gas supply is then regulated to
obtain a slight positive pressure during discharge, but this level is below where emission to
atmosphere occurs i.e. 0.17 Kgs/cm2. The displaced tank atmosphere in the ballast tanks is
contained in the tanks being discharged. The inert gas supply must be reduced so that a slight
positive pressure is maintained in the system, but not sufficient to operate the tank pressure relief
devices i.e. the High-Jet P.V. valves on each tank.
The control and regulation of inert gas pressure at a set level is either manually or automatically
from the cargo control room. The pressure is set manually and controlled automatically. To
avoid overpressing the system by too fast ballasting the rate of ballsting should never exceed the
rate of discharge.
P
10.3.16
Compliance procedures for regulation 9 annex 1 of the Marpol 73/78

convention
This section contains information and procedures for water washing tanks and lines, discharge of
departure ballast and the decanting of slops at sea to ensure compliance with Regulations 9.
Pump and line washing
All pumps and discharge/suctions line are flushed by the yellow pump taking suction from the
sea and discharging to all discharge lines and suctions, circulations being fully allowed by the
ring system and manifolds on deck, and in pump room, to the slop tanks. The time to flush
through the complete system is 180 minutes.
Discharge of Departure Ballast
When this ballast is discharged overboard the discharge pump is to be slowed down to 1000
r.p.m. when the ullage of the tank being discharged is about......metres, and the discharge to be
closely monitored.
*
When the first traces of discoloration is observed the discharge overboard is to stop and the
balance discharged to the slop tanks. The slop tanks are normally empty prior to this operation,
otherwise check that there is enough ullage to receive the oil/water mixture.
On completion of the discharge of the departure ballast, the relevant tanks are to be purged by
inert gas to remove hydrocarbon gas. Any necessary waterrinse can then be done.
Discharge of Clean Ballast
The "clean" ballast is discharged by the blue pump through the pump room high overboard
discharge at arrival in the loading port. It should be confirmed if the arrival ballast is completely
discharged or some retained in the tanks to be stripped back to the slop tanks. If the latter is the
case then the amount retained onboard should be stated in the Oil Record Book.
Decanting of Slop Tanks

At sea all the slops in the port tank is transferred into the starboard slop tank. If tanks are water
washed at sea the oil/water drains are pumped to no. 7 starboard wing (slop) tank.
After a settling period of at least 24 hrs. the oil/water interface and ullage is measured and a first
separation takes place pumping the water from the starboard slop tank to the port slop tank
leaving the oil in the starboard tank.
In the port slop tank after another settling period of at least 24 hrs. the oil/water interface and
ullage is measured and the second separation of oil and water takes place, where the oil on the
top is decanted via the levelling line back into the starboard slop tank.
The water in the port slop tank can be discharged using one of the cargo pumps overboard via the
high overboard ballast discharge.
All overboard discharge of dirty ballast and oil contaminated water from slop tanks shall be
monitored with the approved Oil Discharge Monitoring and Control System, hi addition said
discharge is subject to close visual observation.
10.3.17
Inspections and maintenance of equipment
This section contains information on procedures to be followed at recommended intervals for on

board inspections and maintenance of crude oil washing equipment.
The inspection and maintenance procedures for the crude oil washing equimpent is contained in
the Planned Maintenance Programme. These are to be carried out regularly to ensure that the
equiment is maintained in good working condition.
Deck Mounted Machines
It is not inteded that these machines to be removed from the tanks unless there has been an actual
mechanical failure. However, in the event of such a failure, a lifting tripod, chain block and tools
are provided and must be kept in good order.
Normal maintenance will therefore consist of ensuring the gearbox is stopped up with lubricating
oil, the filter is clear, stop valve tight and that the machine is carrying out its programme.
During periodic drydock, opportunity shall be taken to confirm that the nozzles are clear. This
may be done by observing the water jet.
Bottom Mounted Machines
Maintenance of these machines shall consist of ensuring the filter is clear and the stop valve is
tight.
The correct operation of the machine and nozzle jet can be confirmed by observation whenever a
tank is in a gas free condition, but inspections should be made after not more than six usages or
at intervals of twelve months, whichever is the more frequent.
10.3.18
Manufacturers maintenance recommendations
POWERJET
Periodic Preventive Maintenance
1)
Ensure oil level is satisfactory, the oil sight level is located in the side of the gearbox. If
topping up is necessary remove top cover and gearbox filler is located on top of gear cas
ing.
2)
Lightly grease all control rods calipers and trips housed within the top cover.
3)
Check freedom of movement through neutral selection to ensure that lead nut, lead
screw and nozzle assembly is free from restriction.
Long Term Maintenance
1)
At first drydock it is recommended that gearbox lubricant be changed and new oil
supplied.
2)
After 4 to 5 years it would be advisable to remove top cover assembly and top of
gearbox housing to check the condition of the gears and clutches. This may be done on
a percentage of units to give an indication of the units wear performance in service.
3)
After similar period of time it may be advisable to take a small percentage of units apart
to evaluate the seals in the pressure path. After taking the machine out of the tank it
should be checked for electrical continuity between the nozzle and the main input
flange.
JETSTREAM MINI 'A'
At first special survey remove small percentage of deck mounted units and inspect gearbox oil
and condition of gears. This will give indication of unit wear and "in service" performance.
At first special survey remove small percentage of deck mounted units and inspect gearbox oil
and condition of gears. This will give indications of unit wear and "in service" performance.
At second survey remove all units for inspection and change lub oil.
10.3.19
Procedures for changing from crude oil trade to
product trade.
THIS SECTION CONTAINS OPERATIONAL PROCEDURES FOR CHANGING FROM

CRUDE OIL TRADE TO PRODUCT TRADE FOR A TANKER WHICH IS FITTED WITH
SEPARATE INDEPENDENT PUMPING AND PIPING ARRANGEMENTS FOR
BALLASTING DEDICATED CLEAN BALLAST TANKS AND WHICH HAS BEEN ISSUED
WITH TWO IOPP CERTIFICATES RUNNING CONCURRENTLY WITH ONE
CERTIFICATE SERTIFYING THE TANKER TO BE A CRUDE OIL TANKER AND THE
OTHER CERTIFYING IT TO BE A PRODUCT CARRIER.
This oil tanker is equipped with a COW system for the crude oil trade and also has a CBT system
for the product trade with separate independent pumping and piping arrangements for ballasting
the dedicated clean ballast tanks; it may therefore change from the crude oil trade to the product
trade without undergoing a survey. When making this change from the crude oil trade operating
with a COW system to the product trade operating with dedicated clean ballast tanks, the
following procedures shall be followed:
1.
During the discharge of the crude oil cargo, Nos. 3 and 4 wing tanks and 6 centre tank that
are to be used as dedicated clean ballast tanks when the vessel is in the product trade
2.
3.
4.
5.
6.
7.
8.
should be crude oil I washed in accordance with the approved methods and programmes contained in
sections 11 and 12 of this Manual.
Nos. 3 and 4 wing tanks and no. 6 centre tank that are to be used as dedicated clean
ballast tanks should be water washed in accordance with the procedures for preparing
arrival ballast tanks contained in section 16 of this Manual prior to the loading of the next
cargo.
After completion of water washing of the CBT-tanks, all wash water should be
discharged to the slop tanks.
Prior to arrival at the loading port following preparations with respect to Nos. 3 and 4
wing tanks and no. 6 centre tank.
1.
The tanks are to be made gas free.
2.
The inert gas branch lines are to be blanked off.
3.
The COW supply pipes are to be blanked off.
At the loading port the IOPP Certificate for CBT Mode is to be duly dated, signed and
stamped by a DNV Surveyor after verification that:
Nos 3 and 4 wing tanks and no. 6 centre tank together with associated pump and
piping have been thoroughly cleaned for carrying and handling the dedicated clean
ballast;
all conversion procedures including checking that double valve segregation for
CBT tanks - all specified in section 4 of the CBT Manual - have been carried out.
At the loading port, product cargo can be loaded on the vessel but it may not be loaded into
Nos. 3 and 4 wing tanks and no. 6 centre tank that are designated as dedicated clean ballast
tanks while the vessel is in the product trade.
Relevant information is to be recorded in the vessel's Log Book and Oil Record Book.
The vessel should now operate as a product carrier with a CBT system and the Dedicated
Clean Ballast Tank Operation Manual should be used while the vessel is in this trade.
A DNV Surveyor is to verify and issue a report that all conversion procedures mentioned in
3.10.9 of the COW manual have been carried out.
Following entry is to be made in the Oil Record Book with appropriate date and code 0:
Conversion to CBT mode carried out.
IMPORTANT
THE IOPP CERTIFICATE, WITH ATTACHED SUPPLEMENT, STAMPED "THIS CERTIFICATE
IS VALID FOR CBT MODE ONLY" IS TO BE USED AS LONG AS THE VESSEL IS TRADING
AS A PRODUCT CARRIER.

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"IDESS NOR WA Y" AS

Advanced Oil Tanker Operation

1DESS NORWAY AS.

1.2 MARPOL Abbreviation

1.3 Glossary and Abbreviations.

CHAPTER 1. 1.1 Definitions.

Work which cannot create a source of ignition.

Combustible (also referred to as 'Flammable')

Combustible gas indicator

Earthing (also referred to as Grounding)

Flammable (also referred to as "Combustible")

Flammable range (also referred to as "Explosive range")

Flashlight (also referred to as "Torch")

Foam (also referred to as "Froth")

Foam concentrate (also referred to as "Foam compound")

Gas free certificate

Hot work permit

Inert gas distribution system

Inert gas plant

Inert gas system (IGS)

Lower flammable limit (LFL)

Mooring winch design heaving capacity

Pressur/vacuum relief valve (P/V valve)

Reid vapour pressure (RVP)

Responsible officer (or person)

Self stowing mooring winch

Sour crude oil

Static accumulator oil

Static non-accumulator oil

Tension winch (automated or self tensioning mooring system)

Threshold limit value (TLV)

True vapour pressure (TVP)

Upper flammable limit (UFL)

1.3 Glossary and Abbreviations.

Acute toxic effect

Certified gas free

Chemical absorption indicator

Chronic toxic effect

Global marine distress and safety system.

Main Suction Valve

History of Oil Transportation at Sea

Design and construction

Oil tanker cargo system

Cargo heating systems

ULCC's and VLCC's venting systems.

Level gauges - Types of gauge

History of Oil Transportation at Sea

Cross section showing Summer Tanks

Plan and Silhouette of an Oil Tanker

2.1.3 Combination carriers

Design and construction

2.2.9 Overboard piping

2.3.11 Shore back-pressure

2.3.13 Stripping deepwell pumps

2.3.20 Butterfly and Non-Return (Check) Valves

Cargo heating systems

2.4.1 Heating systems.

2.5.12 IGS system ventilation

2.6.3 Electrical capacitance gauges - comparative types

2.6.4 Bubbler gauges

2.6.5 Pneumatic or hydraulic level gauges using a closed cell

2.6.7 Sonic gauges

2.6.8 Radioactive methods

3.2 International and National Regulations.