~ r i c n Progress, oneof the Doubl

Shipbuilding. CourtellY Mobil 8hi ,e Eagle-class vessels built at Newport News

ppmg and Transportation Company.
TANKER
OPERATIONS
A Handbook
for the
Person-in-Charge (PIC)
FOURTH EDITI ON
MARK HUBER
Based on earlier editions of
Tanker Operati ons
A Handbook for the Sh ip's Officer
by G. S. Mart on
~
CORNELL MARITIME PRESS
Centrevi lle. Maryland
Copyright <0 2001 by Cornell Maritime Press
All rights reserved. No part of this book may be reproduced in a ny
manner whatsoever without written penniss
ion
except in the case of
brief quotations embodied in critical articles and reviews. For
infonnation, address Cornell Maritime Press, Inc.,
Centreville, Maryland 21617
Library of Congrt'sa Cataloging-in.Publication Data
Huber. Mark, 11)54-
a handbook for the peraon-in-chll.rge (PIC) I Mark Huber.-4th ed.
G
'Bued on e:rlier edition, of Tanker operation" a handbook for the ehip'e officer by
.S. Marton.
Includea inde.
ISBN0-8703S-528-6
1. Tankera--Handbooka manual' etc I M -Tille " . . arton, G. S., 1948-- Tanker operat ionB. II
With love to my wife J ody
.HBa2001
623.88"245--dc21
Manufactured in the U .
First edition 1978 F
mte d
of America
, . ourth edition, 2001
2001032582
Contents
PREFACE TO THE FOURTH EDITION
PREFACE TO THE FIRST EDI TI ON
CHAPTER 1
Tank Ves sel Design and Classification
Oil Tanker
Parcel Tanker
Combination Carrier
Barges
Barriers
Class ification
Development of the Supertanker
Review
CHAPTER 2
Cargo Characteristics
Richard Beadon and Mark Huber
Bulk LiquidCargoes
Properties of Petroleum
Flammability Characteristics of Bulk LiquidCargoes
Avoidanceof the Flammable Range
Classification of Petroleum
Cargo Weight. Capacity, and Flow
vii
xiii
xvii
3
10
13
16
18
19
23
23
2.
25
26
29
31
32
CONTENTS
rot _ M lIurcmt'nt and Regulation8
of Cargo Infonnation
CHAPTER 3
Oil Exploration and the Refining Process
Robert Stewart
CHAPTER 4
Cargo Piping Systems
35
37
40
'0
52
55
56
59
62
63
63
64
70
78
80
95
87
91
95
96
CONTENTS
CloBed Gauging
HighlLow Vapor Pressure Protection
Operation8
Review
CHAPTER 6
Cargo Measurement and Calculation
John O'Connor
The Purpose of Cargo Measurement
Part ies Involved
Terms of Sal e
Measurement Equi pment
Tank Structure and Measurement
Measurement Procedures
Equip ment Use
Pre loading Inspection and Measurement
Postl oading Inspection and Meas urement
Predischarge Inspecti on and Measurement
Poetdi achar ge Inspection and Measurement
Cargo Calculation
Cargo Planning
Load Lines and Zone Limi tations
Cargo Terms
Loading to Fin al Draft
Loading and Discharging Rate s
Revi ew
CHAPTER 7
Cargo Pumps
Kinetic Pumps
Poeitive-Diaplecement Pumps and Eductors
Review
ix
106
111
112
120
121
122
122
123
125
130
134
134
136
140
141
141
144
146
150
156
156
157
161
175
160
CONn:NTS
CHAPTER 8
Cargo Transfer Operati ons
RecuJation.
OperBtlOnB
Toppmg-Off OpE"rBtion
Fini.hinr Cargo Loading
Offshore Moorings
Dischargmg Operation
Review
CHAPTER 9
Chartering and Operations
Scott R. Bergeron
Veuel Ownership
1'ypell of Charter Agreements
TheCharter Party
Tenns of the Charter Party
Pri cing
FreiJht Rate
Review
CHAPTE R 10
Vetting Inspections
Scott R. Bergeron
Inapectiona
'The Grew'1 Rol e in Vetting
Review
CHAPTER 11
Ballasting and Deballasting Operations
ijallutirtg Operations
Dlb
182
197
200
201
203
20.
209
211
212
213
215
22.
225
228
229
231
237
238
245
CONTENTS
Review
CHAPTER 12
Tank Cleaning Operations
Equipment
Crude-Oil-Washing (COW)
Supplemental Cleaning
Tank Coati ngs
Review
CHAPTER 13
Enclosed Space Entry
Risks Associated with Enclosed Space Entry
Gas-Freeing Process
Testing
Entry Procedure
Instrumentati on
Review
CHAP TE R 14
Pollution Regulations
Source s of Pollution from Tank Vessel s
Federal Pollution Legislation
Inte rnational Pollution Legislation, MARPOL
Pollution Reduction Efforts
Review
CHAPTER 15
Inert Gas Syst ems
Sources of Inert Gas
General Requirement s for an Inert Gas System
System Components
Emergency Procedures
xi
249
253
263
270
27l
273
27'
278
280
284
289
29.
295
296
298
30.
30'
307
308
308
322
CONTENTS
1b1\.....'" S)'I!t amll
fione in the Vile of IG SYlitemll
CHAPTE R 16
Emergency Procedures
CONVERSION FACTORS
GLOSSARY
BIBLIOGRAPHY
INDEX
322
32,
326
327
329
331
332
333
334
335
335
336
337
339
341
356
359
374
Preface to the Fourth Edition
T
he fourth edition of Tanker Operat ions has undergone substantial
change since it was last revised in 1992. The text has been completely
reorgani zed wit h the addition of new subject material , illustrations, re-
view questi ons, and a glossary of key terms and acronyms . As many read-
ers of Tanker Operat ions can attest, this text is-and will always be-a
work in progress as long as the design , equipment. regulations, and opera-
tional procedures on tank vessels continue to evolve. I must admit that I
underestimated the magnitude of this project and, as a result , have a much
greater appreciation for the efforts of Greg Marton in producing the origi-
nal work in 1978.
This text is intended primari ly for individuals ente ring the ta nker in-
dustry. However , seasoned tanker mates, barge tankermen. and many of
the shoreside staff may find th e information in this edition of practical
valu e.
In recent years, the rules governing the minimum qualifications for
per sonnel servi ng on tank vessels have cha nged both domesti cally and in-
ternationally. In addition to obtaining practical sea experience, individu-
als servi ng on ta nk vessels must now complete an approved training
program in cargo handling and fire fighting. With t hese requirements in
mind, it seemed appropriate for this edition of Tanker Operations to serve
as the sta nda rd reference for this specialized cargo training. Successful
complet ion of th e aforement ioned requirements qualifies a person to re-
ceive an endorse ment on the following documents :
In th e Uni ted St ates, the indi vidual receives an endorsement on the
Merchant Mariner Document (MMm AS a Tan kennan Person-in-Charge
(PIC) Dangerous Liquids (OL) or Liquefied Gas (LG). Under the Interna-
tional Convention on Standards of Training, Certification, and Watch -
keeping for Seafar ers, 1978 (STeW), as amended in 1995. an indi vidual
xiii
rv
PREFACr. TO TNI', rouHIH I';UII I U ," ..... I U I'Hl': t'OURl1i EDITION
nk"t..iv an l' ndortll'ml.>nt on the STeWcert ificate. This endorsement stutes
th.t the person is qualified to se rve on tan kships carrying dangerous oils,
che micals. or gas in bulk. The following references be for
details concerning each of these endorBements: th.e States Code of
Regulat ions. Title 46 CFR of
and the Internati onal Maritime Orga nlzatlOns STCWConventlon, 1978,
as amended in 1995, Annex 2, Chapter V, "Special Training Requi rements
for Personnel on Tankers" (Regulation v/n
I would like to thank many individuals for ass isting me with th is seem-
ingly endless project. In particular, I am to my wife, Jody, and my
family for their patience and support . This edi tion of the text ha s also been
enhanced through the efforts of several contributors , each of whom wrot e
newchapters: Captain Richard Beadon, Director, Center for Mari time Ed-
ucation at Seamen' s Church Institute; Robert Stewart, Professor, Califor-
nia Maritime Academy; John O'Connor, Pr esident of Internati onal Marine
Consultants; and Scott Bergeron, Chief Operating Officer , Liberi an Ship
and Corporate Registry. The glossary was written by Kelly Curtin, Assis-
tant Professor, State University ofNewYork Maritime College. I also wish
to thank my colleagues at the U.S. Merchant Marine Academy: John
Hanus, Lt. Rob Smith (USCG>, Paul Zerafa, and Brian Holden for th eir
computer expertise , and Captain Douglas A Hard for his ti reless efforts
throughout this endeavor, reviewing each chapte r and offering construc-
tive criticism. Finally, I would like to thank th e following individual s and
organizations for providing information and many of the illustrat ions:
Alaska Tanker Company; Ameri can Petroleum Institute; Atl antic
Richfield Company; Avondale Shipyard; Mary J en Beach; Ian -Conrad
Bergan, Inc.: Bethlehem Steel Corporation; BP Pipelines (Alas ka) Inc.;
British Petroleum Company, Ltd.: Butterworth Systems, Inc; Calhoon
MEBAEngineering School; California Maritime Academy; Chevron Ship-
ping Company; Clement Engineering Services; College of Nautical
Studies; Coppus Engineering Corporation; Dixon Valve and Coupling Co.;
Environmental Protection Agency; ExxonIMobil Corporati on; Th omas J .
Bill Finhandler; Foster Wheel er Boiler Corporation; Gamlen
Company; General Dynamics Corporation; Keith Gill ; Global
Transportation Gulf Oil Corporation; Eri c Halbeck;
nan HaU, Haywood Manufactunng Company; Howden Engineeri ng;
Lynn Engineering Company; IMO Industries, Inc., Gems
Sensors DIVISion; Ingersoll Dresser Pump; International Association of In-
dependent Tanker Owners UNTERTANKO); International Association of
Ports Harbors (lAPH>; International Chamber of Shipping (ICS l; In-
Consultants; International Maritime Organization
Shi : Tanker Owners Pollution Federation; Keyst one
I
Keystone Valve Division of Keystone International ,
nc., e nceid: Kockumatt AB'L 'M . .
, lon, aunn arttime; Bnan Law; LIbrary
of Congress Photo Duplication Service' Kimberly Lo . Lc ' ,
0
'1 P rt (LOOP)' E ' M . ' renzo, Ullll ana OfT-
shore I 0 , n c a; MalOe Mari time AO"d"m ' 1/ ' Lo
I
' , f T h ....,. '" y, .. an ne g;
Maritime neu ute 0 ec nol ogy and Graduate St udi ' C '
, I 8 ' iee: aplam ,John
Mazza; Metritepe, nc.; Miller; Mine Safety Appliances Com an .
MMC Intem atlOnal Corporati on; Frank Mohn Services AS Ron
Nat ional Academy Pre ss and t he Nat ional Academy N t?ne I'
bo 8
letvr Nat i IF' P . , 8 10na
Audu n ocre y, a rona Ire rotectton Association' N" I __
8
' N ' 1' \ - , a rena ueu-
gr
aphic ociety; anona t x antime Union ofAmerica' Nation I D _ h
, ' 18 1 ',. , a nesearc
CounCil; Natr ona tee Company; National Trensporta-
tion Safety Newport News Shipbuilding; John
O'Connor ; Oil Compames IntematlOnal Marine Forum; Penn-Attransco
Corporation; Per:rnea Mari time Protection; Phillips Petr oleumCompany;
George Roeanovich; Saab Electronics; Saab-Seania, Aerospace Division;
Sailors Union of the Pacific; Salen & Wicander AB; Salwicc, Inc.; San
Fr ancisco Maritime Museum; E.W, Saybolt& Company, Inc.; EdSchultz;
Seafarers Intern ational Union; Seamen's Chur ch Institute; SeaRiver Mar-
itime; Servomex (U.K. ), Ltd.; Shell International Pet roleumand Shell Oil
Compan y t U.S.A.); Shipbuilders Council of America; Skarpenord Data
Systems AS; Southern Oregon State College; Sperry Marine Systems;
Sta cey Val ve Co" Inc.: Star Enterprise; State University of NewYork Mar-
itime College; Stolt Nielsen Tr ansport ation Company; Sun Shipbuilding
and Dry Dock Company; Texaco, Inc.; Tosco: Tr ansamerica Dclaval, Inc.;
TS Tanksyetern SA; Underwriters Laboratories, Inc.; U.S. Coast Guard;
U.S, Departmen t of Transportat ion; U,S, Maritime Administration ; U,S.
Sal vage Associ ation; Val ve Manufacturers Association; Viatran Corpora-
tion;Vitronics, Inc.; Rosali e Vita le; West Coast Ship Chandlers, Inc.; Terra
White; J eff Williams; William E. Williams Valve Corp.; WilsonWalton In-
temati onal ; Worthington Pumps,
The last edition of Tanker Operations offered t his wordof adviceto the
reader : "You can't learn tankers from a book; don't try to do so, Ships are
designed an d equipped differently, and notwoare exactly alike. In
there is no substitute for seei ng the actual equipment and operatmg
your self." As a follow-up to that thought , I would add that no u: xt on thi s
subject can ade quately address every vessel design, piece ofeqwpment , or
procedure. Ultimately, a thorough working knowledge .of t he cargo
on the vessel is your best defense against potentlal mishaps. ,
h
. . . . . I ' c. gained as an apprentice
t e specialized trammg and pr act rca expenen .
on tankers is just the beginni ng of a lifetime of Ieammg.
Preface t o t he First Editi on
A
number of ye ars ago, when I wuabeginning mycareer onoil tank I
ofte n felt the lack of a simple, st raightforward handbook on the basic
problems of tanker ?perations. Hence, this book. Tanker Operations: A
Handbook {or the ShIp's Officer is directed primarily toward the newcomer
to t ankers; specifically, the new officer. Generally speaking, it is not 8
step-by-ste p manual covering every possible situation. Instead, it is in-
tended as:
1. An introductory guide designed to make the new officer's adjustment to
tanker life smoother , less perilous.
2. A source of useful infonnation for th e more experienced officer.
3. A refe rence book for ot her individuals interested in the operation of oil
tanker s, part icularly those as piring to the rating of tankerman.
I should point out, however, t hat tanker s cannot be learned entirely
from a book. The tankerman'a j ob is too complex and, in many ways, intu-
iti ve. Moreover, each t anker is unique and must be learne d individually.
Fortunately, the learning process is not an entirely lonely task. Ship-
mates-pumpmen, fell ow officers, sailors-have knowledge to share, and
some make excelle nt teacher s. In the end, however , the way to learn a
tanker is to put on a boiler suit and, flashli ght in hand, explore everyco.me r
ofthe vessel, learning pumpr oom, pipi ngsystems, valves. This is a ~ e ~ l O u s
sometimes exhausting process, but it must be done. ~ officer unwllhng to
make this effor t should forget about a car eer , even a bn efone, on tanke rs.
Some tankers. old and ru st y. are relics of a bygone era. Others are so.fu-
turistic, so thoroughly automat ed. th at their crewmembers feel more like
astronauts t han t ankermen. And, in all likelihood, the fut ur e tankerman
will need the training and temper ament of an ast ronaut.
xvii
vIII
of age or equ ipment, however, all tankers perform th e
basic task-they carry oil. Their voyages span th e from th e
deserts of Saudi Arabia to the frozen shores of the Ar ctic. 'Throu gh It all ,
tankermen are accompanied by the pungent smells of Oil and
line, by loneliness, tension, exhaustion .. . and the of a
job well. No individual can adequately describe this unique way of hfe. It
must be experienced firsthand. . ..
I would like to take this opportunity to thank the many mdlVldual s and
organizations who were kind enough to help mein showed
remarkable patience with my repeated requests for mfonnatlOn, research
materials, and illustrations. ..'
Special thanks to ; The American Bureau Shipping; ?ast
Iron Pipe Company; American Institute of Manne Amen can
Institute of Merchant Shipping; American Petroleum institute ; the Ansul
Company; ApexMarineCorporation;Atlantic Richfield Company; t he Scott
Aviation Divisionof ATO, Inc.; Mrs. Gerry Bayless; Bethlehem Steel Corpo-
ration; Bingham-Willamette Company; Bri tish Petroleum Company, Ltd..;
Henry Browne & Son, Ltd. ; Buttenvorth Systems, Inc.; Chevron Shipping
Company; Coppus Engineering Corporation; Exxon Corporation and Exxon
Company ,US.A.); FMC Corporation; Mr. Steve Faulkner; Mr. Bill Fin-
handler; Gamlen Chemical Company; General Dynamics Corporation;
General Fire Extinguisher Corporation; Mr . R.W. Gorman; Gulf Oil Corpo-
ration; Mr. Arthur Handt; Hendy Internati onal Company; the Pence Divi-
sion of the Hudson Engineering Company; Mr . John Hunter; Huntington
Alloys, Inc.; the Keystone Valve Division of Keystone International , Inc.;
Gene D. Legler; the Harry Lundeberg School;
Mine Safety Appliances Company; Mr . C. Bradford Mitchell; National Au-
dubon Society; National Foam System, Inc.; National Maritime Union of
America; Nat ional Steel and Shipbuilding Company; Miss Maureen Ott ; t he
M. Company; Paul-Munroe Hydraul ics , Inc.; Mrs . Pi a
Phillips Company; Sailors' Union of the Pacific; Sal en &
WIt:lJlder AB; FranciscoMari time Museum ; E. W. Saybolt & Company,
Inc., Mr. W.F. Schill; Seafarers International Union; Shell Intern at ional Pe-
Shell Oil Company m.S.A); Shi pbuil ders Council of America;
S
pehITY,Manne Systems; Sun Shipbuil ding and Dry DockCompany' Mr Bob
ut er and: Und ite L ho . ' .
United M T8 a. Inc.; United States Coast Guard;
M
.. e antime Administration; U.S. Salvage Association' Valve
enur acturers Aeeociati . W t C' '
Pum C
. on, es oast Shi p Chandlers Inc ' Worthington
p orporauon. ' .,
G. 8. MARTON
G B. Marton8r.aduated fi th C l" .
Qu inghi s seagoingca rohm e a ifomia Maritime Academy ill 1969.
ing tan'kerIJ of a1l
1
\Jpe8
reerd'
e. serued on all types ofmerchant shi ps, includ
'1sl an SIUs.
TANKER OPERATIONS
CHAPTER 1
Tank Vessel Design and Classification
T
he first tanker p p e r ~ over a century ago, and sincethat time tanker
transport ha s evolved into one ofthe most efficient modes oft ranspor -
tation in the world . Modemrefinements in the design ofthe se vessels have
resul ted in the development of a versatile carrier capable oftransport ing a
wide array of bulk liquid cargoes. Today, tank vessels (both ships and
bar ges) are responsible for the movement oftremendous volumes of liquid
cargoes . This chapter focuses primaril y on vessels that are designed to
carry cargoes classified as "dangerous liquids."
The following definitions are provided to elimi nate confusion about
the types of vessels described in the text. The United St ates Coast
Guard (USCG) defi nes a tank vessel as "a vesse l that is constructed or
adapted primarily to carry, or that carries, oil or ha zardous material in
bulk as ca rgo or cargo residue." The USCG further categori zes a tank
vessel as a t ankship (if it is self-propelled) or a tank barge (if it has no
mean s of pr opulsi on). Thr oughout the text, efforts have been made to
use the term"tank vessel" ift he topic applies to both shi ps and barges.
OIL TANKER
The earliest design of tank vessels involved construction with a single hull .
Figure 1-1 shows a cross section ofa traditional single-hull design.
In the early part of the twentieth cent ury, the shift toward longitudinal
construction resulted in a unique subdivision of the cargo tank area. A13
seen in figure I-I, the use of twin longitudinal bulkheads divided the vessel
athwartehipa into three tanks: a center tank flanked bya set of wing tanks.
Aseries of oiltight transverse bulkheads completed the subdivision of the
cargo area, as required, for the particular trade of the vessel. This method
3
"'L i
_ . __ /ACCOmmodali On
!
,
j- -
of construction was well suited for the bulk t rans portation of liquid car-
goes ; at the same time it virtuall y eliminated the free surface problems ex-
peri enced with earlier tanker designs.
Free surface is an effect creat ed when liquids move about in an unre-
stricted fashion within a compartment such as 8 cargo or ball ast tank. The
resultant shift of weight has an adverse impa ct on the stability ofthe vessel.
so every effort is made to minimize shifting. Typi cal methods of reducing the
free surface effect include keeping the number of slack cargo and ballast
tanks to a minimum, constructing smaller compartments (subdivisions).
and utilizing partial bulkheads (swas h plates or swash bulkheads). The suc-
cess of the single-hull design is evidenced by the fact that it has withstood
the test of time and deadweight Idwt) tonnage. Single-hull construction pre-
dominated until the late 1960s when political and environmental pressures
drove the tanker industry to seek other methods of construction. By the
19708 a number of owners had shifted to double-bottom construction (fig.
1-2) to meet the new segregated-ballast requirements.
The gr ounding of t he Exxon Valdez in 1989 prompted domestic and in-
ternational requirements calling for newly constructed oil ta nkers to befit-
ted with a doubl e hull. Doubl e-hull tankers had been successfully operated
for a number ofyears, hence this design took cente r stage as t he most likely
response to the public's out cry for height ened protection of t he marine en-
vironment. The use of t wo pieces of steel (inne r and oute r hull s)toseparate
the cargo area from the sea is expected to minimize oil outfl owfrom the ma-
jority of tanker casualties-grounding, collision, or minor shell dam-
age-that involve a breach of the hull . The const ruction scenes of the
ARGO Endeavour (fig. 1-3) clearly illustrate th e protection afforded the
cargo tanks wit hin the double hu ll.
The Oil Pollution Act of 1990 called for new tankers contracted after
J une 30, 1990, to be constructed with a double hull. The U.S. construction
requirements contained in Title 33 CFR Part 157.10d specify minimum
spacing as follows:
Figure 1-2. Profile view of a doubl e-bot tom ta nker. The double-bottom space serves
8Sthe segr egated-ballaet ca pacity for the vessel. Copyright e Internati onal Mari-
time Organi zation CIMO), London.
~
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til >
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~
6
TANK VESSEL DESIGN AND CLASSIFICATION
For vessels of 5.000 dwt and above-
Double si des 'WI
W z 0.5 + dwt 120,000 or 2 meters the lesser and in no case lesa t han 1 meter
Doubl e bot tom (In
H '" Breadth / 15 or 2 meters t he lesser an d in no case less than 1 me ter
OIL TANKER
For vessels of less than 5,000 dwt-
Double sid es (W)
W . O.4 + / 2.4) (dwt / 20, OOO) in mete rs , but in no case less than 0.76 mete
Double bottom (II) r
H Breadt h / 15 in meters, but in no cas e lesa than 0.76 m('ter
7
Figure }-3 Conat eli 1
hull at number 1ru onsceneoftheARCOEndeolJOur showing th e protecti ve daub e
cargo tanksport and starboard. Courtesy AReaMarine, Inc.
Figure 1-4 sho,:",s t he newly double-hull tanker American
operated In th e domestic trade by Mobil Shipping and 'I'rene por-
tatton Company.
Th e.doubl e-hull requirement created tremendous cont roversy within
t he United and shipping communities. Industry ex-
perts the of the double-hull design in a high-
energy groundi ng or collision WIth the potential for significant 10s8 of
cargo. The Oil Pollution Act of 1990 (OPA'90) left the door open toaltema-
t ive vessel designs which could offer environmental protection that was
equ al to or better t han the protection provided by the double hull . During
the 1990s research into al ternative designs and technologywas conducted
t hroughout th e world . However , in 1993, a USCG report to the U.S. Con-
gress reaffirmed t he double-hull design 8 S the only method of construction
th at should be permitted to operate in U.S. wate rs . This conclusion placed
the United St ates at odds wit h t he rest of the shi pping commun ity as the
Inte rnat ional Maritime Or gani zation (IMO) had embraced not only the
doubl e-hull method of const ruct ion but also the controvers ial mid-deck de-
sign .
The Coast Gua rd cited inexper ience with the mid-deck design as one of
the reasons for not recommending it as a viable alternative to the double
hull. In the mid-de ck design (fig. 1-5)an inte rmediate oiltight deck essen-
tially creates an up per and a lower cargo ta nk. In the event ofmajor bottom
damage, thi s design pr events sign ificant loss of cargo based on the hydr o-
stat ic principle. When fully loaded , the head pressure of the oil in the bot-
tom tank is less than the wat er pressure exert ed on the outaide of the hull .
Once the vessel comes to rest , ins tead of oil gravitating out the bottom of
the vess el, water Flows in, pressing up the bottom tank. Thi s simple but ef-
fective concept ap pea rs to outperform the double-hul l design in model tests
t hat simulate casualties involving significant bottom damage. The wider
doubl e side s in th e mid-deck des ign resemble tr aditi onal wing tanks and
provi de better protection against collision damage than the double hul l.
Another design closely related to the mid-deck is the Coulombi Egg
shown in figure 1-6. After seve ral years of evaluation, IMO has also ac-
cepted this design as affording a measure of protection for the marine
environment equivalent to that of the double hull. As in the case of the mid-
deck des ign, however, the U.S. Coast Guard opposes the idea of equivalence
and will not permit eit her design into t he United States. The controversy
Figure 1-6. The Coulombi Egg design.
Figure 1-5. The mid-deck design shown here uses hydrostatic pressure to minimize
oil outflow in the event that the cargo tanks are breached. Courtesy Marine Log.
Wingtank
(ballast)
_ Air pipellrunk
Ballast
Cargo
Ballast
Cargo
Cargo
Cargo
d
Upper cargo tank
PARCEL TANKER
O'It"T aJtemati ve designs continues in part because U.S. posi t ion has er.
Iecnve ly closed the door on ot her as evidenced ?y the fact
double-hull orde rs and deliveri es dommate new construction worldwide.
Figure I -B. The deck of an externally framed parcel tanker. With thi s design, the
cargota nks have smooth internal surfaces. Courtesy International Marine Consul-
tants lIMC).
Figure 1-7. The St olt Innovation serves in the parcel trade worldwide. Dourteay
Stolt-Ni elsen Transportation Group Ltd .
TANK VESSE DESIGN AND
Type I containment provides the maximum level of protecti on possible
transport ing f1ubstances t hat pose the greatest environmental risk
I an.uncontrolled release fromthe vessel should occur. In addition to the
spaCing requirements between the side and bottom shown in figure 1-B,
veuelsconatruetedin d . r
. . eccor ance WIththese rul ea must also be capable 0
SUI"VJVlng a certain prescribed level of damage to the hull.
1.
10
As cons umer demand for chemicals and ot her specialty product s in-
creased worldwide the need for vessels desi gn ed speci fica lly to transp ort
these cargoes also expanded. As a qui ck fix, some owners modified exi st-
ing product carriers into what were te rmed "drugs!ore" vessels , carrying
limited quan tit ies of ma ny differen t pr oducts . these vessels
paved the way for parcel carrie rs, vessels specially designed an d con-
structed from the keel up to accommodate the growi ng market . Figure 1-7
shows one such vessel , the Stolt Innovati on, built and operated by
Stolt-Nielsen S.A.
Figure 1-8 shows the deck of an externally framed vessel. This method
of const ruction allows th e internal surfaces of tanks to be smoot h. Due to
the nature of the cargoes transported, parcel t ankers a re desi gned to main-
tain a high degree of segregation bet ween cargoes . Fi gure 1-9 shows t he
complexity of deck pipin g on one coastal che mical carrier.
Toward the end of th e t wentieth century, the demand for parcel tankers
incr eased as th e tr ansport of th ese cargoes by such vessels proved to be sa fe
and cost-effective while maintaining th e hi ghest standa rds of qualit y as-
surance. The list of differ ent cargoes carri ed by parcel t ankers is exhaus-
tive; however , th e rul es governing t he safe t ransport of these cargoes a re
well defined in th e international bul k che mical codes. The construct ion
and survi vability requirements for che mica l vessel s ca n be found in Title
46 CFRPart 151(barges ) and Part 153 (ships) as well as in the bulk chemi-
cal codes (lBCIBCHl from the Inte rn at ional Maritime Organi zat ion (lMO>.
nBC is the Internati onal Code for the Cons t ruct ion a nd Equipment of
Ship s Carrying Dangerous Chemicals in Bulk . BCH is t he Code for the
Construction and Equipment of Ships Ca rryi ng Dan gerous Chemicals.)
The marine environment is afforded three levels of protection against
an of t he cargo resulting from a breach of the cargo
tank. FIgure 1-10 illustrates th e spacing requirements for Types I II and
III containment in the cargo area, as specified in t he bulk chemical codes.
12 TANK \ 'ESSEL DESI GN AND CLASSIFICATION
COMBINATION CARRIE R
13
2. Type II conta inment i ll required whe n t ran8por1ingsubstance/:l t hat pONe a
signifi cant ha zard to the environmen t . The spaci ng requirements and t he
aurvt vabihty requirements orthe vessel a re Ieee than t hose for Type I COn _
tamment .
3. T)-pe III containment affords a moderate leve l of protection. No special
spacing requi rements are necessary and the survivability cri teria in the
event of vessel damage are not 8S st ringent as those for Type I or II .
The chemical codes furt her classify cargo tanks according to t heir con.
struction.Independent tank s are cargo tanks not designed as a part of the
hull structure. An example of an independent tank would be a cylindri cal
cargo tank installed above th e deck . An independent tank is used to elimi-
nate or at least minimize the forces or st resses th at may be working on the
adjacent hul l structure. An independent tank is install ed in such a manner
that it can be moved rel ative to t he vessel.
Integral tanks are cargo tanks t hat fonn a n essential part of t he hull
structure and contribute to the st rengt h of the vessel. Integral tanks are
subject to the forces and stresses experienced by t he hull structure as a re-
sul t of cargo operations and motion of the vessel. Figu re I- I I illustrates
several cargo tank configurations on parcel t ankers .
760mm
Type I
Cargo Cargo
Bfl50r6m
'"
,,-
115m
6115 or 6 m
~
Type II
'"
" 11.5 m
Type III Cargo
Figure 1-10. The spacing requiremen ts for Types I, II. and III containment under
t he bulk chemical codes . Copyright C> International Maritime Organization (110101,
London .
Gravity tanks ar e those tanks ha ving a design pressur e not greater
than 10 pounds per square inch gauge and of prismat icor ot her geomet ric
shape where stress analysis is neither readilyor complete lydeterminate.
Pressure tanks are independent tanks whose pressure is above 10 pounds
per square inch gauge and fabri cated in accordance with domestic rules.
COMBI NATION CARRI ER
The USCG defines a combina t ion carrier as a ny vessel designed to carry oil
or solid cargoes in bulk. They are special ly built vessels often referred to as
~ u r 1-12. OBO; typical section. Reprinted with permi ssion from t ~ ~ lntema-
uoncl Safely Guide for Oil Tankers and Terminals flSGOTTJ, 4th edition. Cour-
tesy OCIMF, ICS, and !APH.
15
water
ballas!
Waler
ba llaSI
oroil
Duel keel
Double ecucm
l arge ha\Ct1way
H.d
Oil or dry bulk taiga
COMBINATION CARRIER
Uw'"
hopper
la nk
lower
hopperlank
relbu1k/oil car rie rs (OBOs) capable of alternat ing betwee n carryi ng oil
oargoee and bul k commodities auch 8S ir on ore or coal. Combinat ion ca m -
: r8can also be adapted to meet the specialized requireme nts of a custome r
8uch 88 alte r nating between the transport of caustic and alumina for th e
aluminum indu stry. The advantages of t his design include th e ability to
carr)' cargo in both directio ns during a voyage and to shift t rades ea market
conditions and frei ght rate s change .
Figure 1-12 illustrate s a typical c r08S section of an DBO. Th e design is
characteri zed by large rai sed hatch openings 8S well 8 S a doubl e-bottom
and topside ball ast tanks for t rimming of solid cargoes. Some of the con-
cern s expressed with t his design include damage to t he tank coati ngs and
high st resses from t he loading of dry ca rgoes. Problems also arise in sit ua-
tions where maj or components ofthe cargo syste m (such as pumps, valves.
inert gas systems , and so forth) experie nce extended periods of inactivity.
To combat these probl ems. combination carriere requir e frequent inspec-
tion and ongoing pre venti ve maintenance to ensur e the continued reli abi l-
ity of ca rgo system equipment.
~
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BARGES
1 starboard
cargo tank
2 starboard
cargo tank
Tank hatch
3 eiertoaro
cargo tank
3 port
2 pert t pert
cargo lank
cargotank cargo lank
Tank hatch
0
0
0 0
2 starboard 1 starbOard
cargo tank. cargo tank
thod
of bulk liquid transportation by water ut il'
An f.'(me induatrv i IZCllt.
Th d mesne tank barge 10 ust ry IS composed of appro ' "l.rtk
bll.rV
s
. e an
o
d theyaccount for th e transport of milli ons afton ""'r8!(! ly
.II 000barges, U Ited St d I" 8 0 ce
, II T k barges within the rute ates e rver products th 'iO
annua y. an . I k h rough
th
inl dwaterway system(rivers , a es, aya, and sounds) d '
out e i an . d Th . . un th
aI
ffi
shore in the coastWIse tr a e. eee versati le vessels t r ey
.. run 0 k hi F' 8
ll
SPort
thefull rangeofcargoes carried by tan 8 IpS. rgure 1-13 shows a tYpo
I nd profile view of an existing single-hull barge. leal
p are constructed with a centerline bulkh ead and a 8 '
....., . ' ene80f
transverse bulkheads . This results In a port-and-st arboard cargotank
figuration8S seen in figur:e }-13. The number of cargo compartments
on a barge is generally dictated .by the trade ?ft he Under the Oil
PollutionAct of 1990, the barge industry al so IS faced converting the
existing single-hull fleet to a double-hull standard. Fi gure 1-14 show
newdouble-hull barge that is being constructed by Alabama Shipyard
the domesticcoastwise trade.
Barges transporting cargoes other than oil must meet the constructi oll
requirements outlined in Title 46 eFR Part 151, which ca ll for heightened
pro tionofthe cargo area from side or bottomdamage to t he ba rge. Barge
ANDCLASSIFICATION
TANK VgSSEL Dc" ,
CLASSI FICATION
1. carrie rs
2. Product carriers
Clean (gasoline, jet , diesel, etc.)
Dirt y (black oils-residual fuel oils, vacuum gss oils, asphalt. etc .I
3. Par cel camet'll (chemical/specialty cargocs, etc.l
19
Trod,
Pr oduct/parcel
Product/crude oil
Crude oil
Crude oil
Tonnage Rang!!
5,000 W 35,000 dwt
35, 000 W 160,000 dwt
160,000 W 300,000 dwt
300,000 dwt and above
CLASSIFICATION
TABLE 11
Classification of Tankers
According t o Deadweight 'po nnege
Category
HandyfCoosto1lParcellBarge
Medium
VLCCs (very-large crude carri er)
ULeCt! (ultra-large crude carri er )
Tankers tend to remain in one trade. However , as market conditions
an d customer req uir ements change, a vessel may move back and fort h be-
tween t ra des during t he lifet ime of t he vessel. To change the t rade of a ves-
sel is a substantial commitment on the part of an owner as extensive
cleaning and even modifi ca ti on ofthe vessel may be necessary.
Tanker per sonnel oft en r efer to the vessel acco rding to its dead weight
tonnage Idwt). The deadweigh t t onnage is used as a rough measu re ofthe
cargo carrying capacity of the vessel and is usuall y expressed in long tons
(1 long ton = 2,240 pounds ) or metric tons (1 metri c ton 2.204.6 pounds ).
The dead weight tonnage of a vessel is defined as the amount of cargo, fuel,
wat er, and stores a vessel ca n carry when fully loaded. Tanker s are typi-
cally divided into four broad categories as see n in table I -I and figure 1-16.
Tank vessels are usually classified by the trad e in which the y are engaged
and according to deadweight tonnage.
The trade of a vessel is defined by the type of cargoes r outinely carried
over a number of voyages. In the tanker indust ry three bro ad categories
predominate:
facing the cargo tank area is sealed, and aCCeR!!to the house te limi ted to
doors locate d at the Bide of the superst ructur e. These changes have im-
proved the safety ves sel design s by enh.ancing two basi c
pri ncipl es of constructIOn: (1) rrunmuzmg the ac cumulation of flammable
cargo vap or s in and around the supers t ruc t ure and (2) separati ng the
cargo area from potential sources of ignit ion.
re
_" t , t_'ctuTalstrengt h, collision and ground
"l ed al.'COnung 0 ,... di f "
hullsarecategon d . bility in the event of floo log r om specified
iog."quiremant8. 8
Th
" ': r;;ySTWSare cate gorized in three ways as follows:
daInagt>tothehull. e u
It
d
'".,.,-'" to ea....... products which require the maxi.
'1'....- I barge hu 8 are elll....<... 'O J
'lr , urw topl't'Clude the uncontrolled reles se of th e cargo.
ItIUlii pre"l'ntl\'e m69ll . .
Typell bargt' hull. I re theee designed to carry products which require sig.
"\'1' measures 10 preclude the uncont roll ed r elease of t he
nlfieant pl't' ven... ...
'"''
TypeIII bargehulll are th081'designed to carry products of sufficient haz-
ard to rvquireB moderate degree of control.
BARRI ERS
Intheconstruction ora tank vessel, a physical barrier is generally required
to seperate the cargoand noncargo are as of't he vessel. Se veral approaches
tomeet this requirement are outlined in the construction regulations. The
m t common m thod is the we of a void-dead air space, known as a
cofferdam-that placestwobulkheads between the cargo an d noncargoa r-
eas lUI seen in figure 1-15.
Alternative methodsof separation include the use of a cargo or ballast
pumproom an empty cargo tank, or a tank carrying a grade E cargo
dfl hFOmi of 150F and above). This barrier extends the breadth and
vesselcreating-thetransiti on betwe en the gas-safe areas ofthe
::::a e:ntructure andengine spaces) and the potentially hazard-
rie design features contribute to this bar-
, u ng e act that the forward side of the after house
~ ./1 16.500 dw1
~ 532" DnIn 30 6' Beam 70' J
~ '00=_
Lenglh 86 1' Drafl49,6' Beam 125' S
~ ~ = _
7
Lengl h 1,141' Ora" 65.4' Beam 170'
l ~
Length 1,300'
500,000 dwt
Draft 82' Beam233'
Figure 1-16. Relative sizes of tankers. Tanker size ha s increa sed dr amaticall y since \\!\\1I. The top fiKUrl"represents e TZtanker
Courtesy Exxon.
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REVIEW
1. Defin e t he te rm "tank vessel."
2. What is th e effect of free surface on a vessel?
3. How can t he effect s of free surface be reduced or eliminated?
4. Descri be t he method of const ruction of single-hull ta nk vessels.
5. The Oil Pollution Act of 1990 mand ates double hull s for newconst ruc-
ti on. What are th e minimumspacing requi rements bet ween the hulls?
6. Dr awa cross sect ion ofa mid-deck tanker and explain t he method em-
ployed to reduce oil outflowin the event of'a casualt y (grounding/colli-
sion ).
7. In the transport of hazardous chemi cals, explain the requi rement s for
Types I, II , and III contai nment.
a. In t he construction of a modem tank er , the cargo and noncargo areas
of the vessel must be physically se parated t hrough what means?
9. List three factors t hat contri buted to t he development of t he modern
supertanker .
10. List t he various t rades in which a tank vessel is typically engaged.
During the post-World Wa r 11 era, t he lanker industry experienced dra-
matic change s in bot h t he dimensions a nd the t rade rout es ofthese vessels.
The eve r popul ar T-2 tanke r of t he war yea rs gave way to modemconstruc-
t ion (fi g. 117) in order to create more economica l ways of transpo rti ng oil
to meet the growing dema nds of t he industrialized world.
Anumber of factors contributed to the rapid increase in ta nker size. in-
cluding t he hostilities in t he Middle East that resulted in the closure of the
Suez Canal , a choke point for tanker t raffic to and from the oil fields of t he
Per sian Gulf. Nationalization of the oil refineries in the Middle East and
fier ce competi tion among international shipowners all played a role in ac-
celerating t he development of the modem-day supertanker. VLCCs and
ULCCs ply t he most solitary trade routes of the oceans, typically loadi ng at
offshore plat forms or single-point moorings and discharging at designated
lightering zones off th e coast (fig. 1-18).
These vesse ls can ente r only a limited numb er of port s in t he world
when fully loaded and t her efore remain at sea for exten ded periods oftime,
a typical voyage often ta king seve nty to seventy-five days.
23
REVIEW
DEVELOP MENT OF Til E SUP ERTANKER
1-18.Lighteringoperalion at Ilea AVL
b eBfJOW 8 8mallershuttle tank . CC (209,000 dwt ) discharges part of
ry. Oourteay Shell lnte ti er(71,000 dwt ) th at delivers the crude oil to th e
rna 10na1Petroleum.
PROPERTU:S OF PETROLEUM 25
CHAPTER 2
Ch emical Liquid"
A liquid chemical.is any substance used in, or obtained by, a chemical pro-
cess . Ther e are literally hundreds of differ ent chemicals t rans porte d by
tank vessels . Th ese substances are deri ved frommany sources and have di -
ver se characteristics. They may be categorize d aa organic or inorganic
chemicals . Table 2-1 shows a sampling of each.
TABl.E 21
Chemical Liquids
TABLE 2-2
Special Liquids
Special Liquids
Liquid substances other than th ose classified as petroleumor chemical are
described as special1iquids. Table 2-2 shows some examples.
Cargo Characteristics
RICHARD BEADON AND MARK HUBER
N
umeroWi potential hazards are associ ated with the seagoing transport
of bulk liquid cargoes. To minimize those ri sks it is imperati ve for the
person-in-charge (PIC)to have a keen understanding of the physical proper-
nee of the cargo being transported. Experience has shown t hat knowledge
about the cargo is vital to intelligent decisi on-making with re spect to sa fe
carriage 88 weU 88 to efforts to maintain quality assurance. I mp roper trans-
fer procedures, stowage, and care of the cargo have all facto red into inci-
dents that resulted in harm to personnel and damage to ves sel, ca rgo, and
the environment. This chapter seeks to address the main cha racteristics
and hazards presented by the cargo as it relates to the rol e of t he vessel PIC.
Many of the properties and hazards discussed in this chapte r a pply to all
bulk liquids . However, due to their special nature, liquid chemica ls may
present significantly different characteristics and hazards .
BULK LIQUID CARGOES
Organic Chemical.
Aromatic hydrocarbons
Vinyl chloride
Acetone
Aceticacid
Styrene monomer
Acrylonitril e
Ani mal l Vegetabl e Oils
Palm oil
Soybean oil
Sunflower oil
Other vegetable oils
Animal oils
Tallowand greases
Molasses
Inorganic
Boricscid
Sulfuric acid
Phosphoricacid
Caustic soda
Hydrochloric acid
Molten sulfur
...tisct'llant'ous Liquids
Freshwater
Beer
Wine
Tank vessels transport a wide variety of liquids in bulk (unpackage d).
fall under three broad classifications: petroleum liquids , chemical
liquids, and special liquids.
PROPERTIES OF PETROLEUM
Crude oil and th e pr oducts derived from t he raw mat eri al are cons idered
petroleum liquids. Crude oil is a mixture ofa wide range of long-chain hy-
drocarbon mole cul es. A hydro carbon molecul e is essent ially one or mor e
hydrogen atoms linked with one or more carbon atoms , hence the te r m hy-
drocarbon. The comp osition of crude oil varies widely (paraffins, naph-
thenea. or aromatics) depending on its geographic source. Crude oil can be
described as either "heavy" or "light" based upon its specific gr avity. The
number of carbon atoms in the hydrocarbon molecul e influences the
Residual fuel oil
Asphalt
Coke
24
Ker08ene
Jet fuel
Lubricants
Petroleum Liquids
PfW'pleumliquids . I f
r U . conere 0 naturally occurring crude oil and the various
J! od ctsdenved(refinedl from this raw material, including the following:
GuOJine
1<11
_I
CARGO CHARACTERISTICS
I
., r. crude oil The greater the number crcarbon a toms '
spec fiegraVl yo' . In a
molecule the heavier the molecule will be.
is a chemical substance ma,de up of two or mor e elements
bondf'dtogt"therand not separable by.physlcal means . Crude oil is a mix.
ture of hydrocarbon compounds from th ose th at are pa rt ly eee.
eous under normal atmosphenc conditions to th ose t hat are liq uid
solid. Also present are traces of nitrogen, sulfur, oxygen , and
Crude oil8 containing sulfur compounds such as hydrogen sulfide
known as sour crudes and are characterized by a vil e a nd nauseati ng
odor.
The refining process, described in more detail in chapter 3, involv
separating the various hydrocarbon compounds in crude oil into groups
fractioM of compounds having similar boiling point ranges . A number f
methods are used in the refining process including the followi ng: 0
Distillation. or physical separation, consists of boiling off the crude oil and
splittingit intoa number of fractions.
Grading is 8 chemical conversion that results in splitti ng the heavier frac.
intolighter fractions. Each fraction has its own boiling point and a
urnque set ofphysical properties.
Purification is the process ofremoving certain impurities (such as sulfur)
from the petroleum productsduring the refining process.
FLAMMABILITY CHARACTERISTICS OF
BULK LIQUID CARGOES
There are serious fire risks ass . t d . h
certain chemical cargoes' h ceredi WIt. the transport ofpetrol eum and
order. Toenable the PIC to iude a h ISCUBSlOn of these characteristics is in
gorieed degree ofriek, most are cete-
terms used in the c1assificati f I tty. FolloWlnglS a reviewof'some basic
. Volatility: In a fire c:r
goes
: '.
gIVen off by the liquid burns g liquid. the va por that is
mability of a liquid cargo will d not .dn liquid itself. Therefore, the flam-
to Produce. flammable vapor. p,:manly on the ability of the liquid
dency of oils or chemical prod ta ty IS a term used to de scribe the ten-
the PIO, thereareanumbe fUC to Produce flammable vapor. To assist
Tru ro weyaof'ex .
. . evaporpressure (TVP). V presslOgthe volatilityofa liquid.
a liquid. FQr example wh . apor pressure indicates the volatility of
ithwiU begin to (liquid) cargo is loaded into a
un t e space reach equilibri th Space above. When the vapor a nd Iiq-
a
8
prellsure. The trueurn, e pressure exerted on the liquid is its
a ue d'fli vapor preaeu f
I erences in compo.,",. re 0 a petroleum liquid will
Ion and tern
perature; consequently an-
FLAMMABI LITY CHARACTERISTICS OF BULKLIQUID CARGOES 2 7
other method of expr essing th e vapor pressure is empl oyed- t he Reid va.
per pressu re (RVPJ.
Reid vapor pressure (RVP): Reid vapor pressure is the measured va-
por pressure th at resul ts when a sa mple of liquid in a closed container is
heat ed to a sta ndard te mperature of lOOF (37.SOC). It is determined in a
standa rd laboratory experiment using Reid te sting app aratu s. Thi s test is
ofpracti cnl value to t he PI C as it replicates the conditi ons that may exist
durin g tr ansport of a cargo at sea. It does so by providi ng an indication of
the behavior of a pa rt icular cargo in the sealed tanks of a vessel when sub-
to changing (s.ea and ai r) te mpe ra t ures. Reid vapor pres-
sure 18 used In the claeaificat ion of flammable liquids, as shown in table
2-3"
Flash point: Another term frequently encountered in t he classifica-
tion of liquids is flash point. The flash point of a flammable liquid I S th e
lowest te mperature at which t he liquid gives otfsufficient vapor to fonn an
ignitabl e mixt ure nea r its surface. Th is mi xture of vapor and ai r is ignit -
abl e by a n external source of igniti on, but the rate of vaporization is usu -
ally insufficient to sustain combustion.
Fire point: The fire point of a flammable liquid is t he lowest te mpera-
ture at which t he liquid will produce sufficient vapor to igni te and continue
to burn. Thi s te mperature is high er than th e flash point of a liquid. The
principal use ofthe terms flash point and fire point is to indicat e the rel a-
ti ve fir e hazar d associated with differe nt products.
Autoignition t emperature: The autoignit ion point of a liquid is t he
lowest temperature at which sus tained combustion will occur in a liquid
without the applicat ion of a spar k or flame <exte rnal source of ignition).
Thi s temperature is a bove th e fire point of a liquid,
Flammable limits: Aliquid cannot bum unless it emits flammabl e va-
pors. In orde r to bu m , t he correct proportions of oxygen, va por, a nd heat
mu st be present. Th e flammabl e vapor ofa liquid mu st t her efore mix wit h
air in the proper proportions to form an ignitable mixture.
Lower explosive limit (LEL) or lower flammabl e limit (LFL): The
lower explosi ve li mi t is the smallest percentage of vapor in air that will
fonn an ignitabl e mixture (point C in figure 2-0. If t he concen tration of'va-
par is below the LEL, the mi xture is considered "lean" and will not support
combustion.
Upper explosive limit (UEL) or upper flammable limit (UFL):
The upper explosive limit is the greatest per cen t age of va por in air that will
form an ignitable mixture (point Din figure 2-1). If the percen tage of vapor
present exceeds the UEL, th e mix ture is considered "rich" a nd will not sup-
port combustion.
Flammable range or explosive range: The flammable or explosive
range diagram in figure 2-} illustrates all th e possibl e combinations of va-
por in air (bet ween the upper and lower flammable limits ) that form an
'"
CARGO CHARACTERISTICS
AVOIDANCE OFTIl F. FLAMMABLE RANGE 29
The flammable li mits can vary substant ially for diff t 1
" 1 T bl ' ueren petro eum
Bnd chemica cargoes. a e 2-3 list s the typical limi te of n b"I" <
T d
. ..... amma t tt y lor
several cargoes. 0 ete rrmne the flammabl e limit s of. rti I
d
h
pa ICU ar cargo
consult th e ata 8 eels or t he l aboratory analysis of the '
d
'" V d . . cargo.
Vapor "nat y: apor eneit y iet he ratioof the weight of . a vapor or gas
with no air pr esent compar ed to an equal volume of air at the same temper-
and The vapor density ofa liquid can only be accuratelyde-
tennmed m a standard .laboratory experiment. A vapor density of 1
indi cates t hat t he .wetghs the same as that of an equal volume of ai r.
Valu es lesslhan 1 indica te t hat the gas is lighter than air and will tend to
rise. Values greater than 1 would indicate that the gas is heavier than ai r
and woul d tend to settle.
An understanding.of vapor is important because most petroleum
cargo vapors are heavier than air and will settle in lower regions of a tank or
purnp roo
m
. This is an important consideration when determining the method
and adequacy of te sting an at mosphere for the presence of cargo vapors.
Vapor den sit y is also an important element that contributes to the ac-
cumulation of fla mmable vapors on deck and around the superstructure
while tanks are venting during a loadi ng operation.
o
A
20 21
.....
e
''' "
15
T
' ''' '' ''
OllutJon ..... DtI!JbOn
WIth air
WIth nett gas (unacceptable)
(purging) .......
.....
.......
H
o
"
5
G
10
s 10
Oxygen--percentage by volume
_
= ..... ....-Thll ...... .. Wldc::::. __t.- ....., lot Ill"*-' __purposes 01Ny
Figure 21. Flammable range diagram. Reprinted with . . f h
national S r. G ' . perrrua sron rom t e Inter-
otety uldeforOdTankersandTermina[s(1SGOTTJ 4th diti C
tesy OCIMF, IeS, and lAPR e mon. our-
ignitab le mixture. Mixtures of h dr bo .
the flammable range (sha d d y .ocar n vapor and air that lie outside
tion. In t he curve ) will not support combue-
lower explosive limit th ,.1. e ydroca rbon concentration is bel owt he
, ere 18 Insufficient .
Conversely ifthe hydr cca bo vapor to support combustion.
1
" . ' r n concent ratio . b h "
mnt , t here is insufficient . n 18 a ove t e upper explosive
air to support combus tion.
AVOIDANCE OF THE FLAMMABLE RANGE
Voyage Cycle (Inert Ga s Cycle)
Aconve nient starting point for thi s di scul'l sion is a vess el in t he shipyard
with t he ent ire ca rgo system clean and gas free (see chapter 13 for a discus-
sion of th e gas-free state). As shown in the fla mmable range diagram (fig.
2-1), the at mosphere of t he cargo tanks would likely be found near position
To enhance the overall safety of transporting flamm abl e cargoes, many
tank vessels are equipped with inert gas systems (see chapter 15 for a de-
tailed di scussi on). The purpose of this sys te m is to maintain the atmo-
sphere of the ca rgo tanks in a nonflammable condit ion throughout the
voyage cycl e (operati ng life ) of the vessel. This is achieved t hrough the use
ora gas or a mixture of gases t hat is deficient in oxygen and therefore inca-
pable of supporting combusti on. Although the atmosphere or a tank may
contain flammable vapors in varyi ng concentration, there can be no fir e or
explosion if the t ank is starve d of oxygen.
A properly inerted cargo space is any compa rt ment wit h an at mosphere
containing 8 percent or less oxygen by volume and mainta ined under posi -
ti ve pr essu re. The application of an inert gas syste m during a typi cal voy-
age can best be illustrated re lative to a flammable range di agram (fig. 2-1).
The goal of t his system is to prevent the atmosphere of th e cargo tanks
from ever enteri ng the flammable range.
Range
9.0%
6.3%
5.3%
6.6%
98.0%
11.5%
5.8%
UEL
10.0%
7.6%
6.0%
8.0%
100.0%
27.0%
6.7%
TABLE 2-3
Typical Flammable Limits of Sam I C
p p e argoes
roduet LEL
(average) 1.0%
Gasoline 1.3%
Kerosene 0 7%
Benzene 1:4%
Ethyleneoxide 2 ooc
Am " " ro
moma 155%
Naphtha 0:9%
Souru: United State C
8 08al Guard
30
CARGO CHARACTERISTICS
CLASSIFICATION OF PETROI.EUM
31
Awi th an oxyge n of2 l by and a orl ess than
1pt'rt'E"nt ofthe LELan a combus tlble,-gas mdlcsto,r. Prior to depart ingthe
vard or while en route to the first loadi ng port. the Inert gas iso
per
.
ated to carry out the primary inerting of the ca rgo tanks . "':'lth vents open
t he fresh air is driven out of the cargo tanks and replaced WIth good quaHt;
i nert gas. The net effect of t his is lo","er oxygen content of
the atmosphere in thecargotanks. in figure
2.} by moving to the left along the honzontal axi s from pomt A until t he at.
mosphere reaches 8 percent or less oxygen by volume. It should be noted
that 8S t he oxygen content ora space is lowered,.the ?fflarnmability
for most petroleum products decreases progressivel y until it terminate s at
about 11 percent oxygen by volume .
At the loading port, cargo entering the empty tanks will st art to dis-
place the inert atmosphere. Due to the turbulence ofthe loading oper at ion
flammable cargo vapors are generated, resulting in the atmosphere mav:
iog up the vertica l (hydrocarbon) axis ofthe flammabl e range di agram to-
ward-point F. There is no material change in the oxygen content provided a
positive pressure is maintained within the space, thereby preventing the
ingress of ai r. At the completion of the loading operation, the atmosphere
above the cargo in the topped-off tanktel is likely to be a ri ch mixture, yet
still in an inert state.
During the sea passage to the discharge port, the oxygen content and
tank (deck) pressure should be monitored. Due to the fact that liquid car-
goes expand and contract with changes in sea and air temperature, signifi-
cant fluctuati ons in the tank (deck ) pressure occur during the voyage . If,
for example, the deck pressure rises as a result of increasing ambie nt tem-
peratures, it may be necessary to vent off the excess pressure. Conversely,
when colder temperatures and a corresponding drop in t ank (deck) pres-
sure are encountered. it may be necessary to start the inert gas sys tem and
up t he p:essure in th e tanks. Topping-up is defi ned as the introduction
ofme.rt gas mto a tank already in the inert condit ion with the object of in-
creaemg the.tank to prevent any ingr ess of air.
o Upon amval at th e.discharge port. the inert gas system is started and
perated for th e duration of th e cargo discharge. In ert gas is delivered to
the tankB. to th e cargo being discha rged. To ensure that posit ive
18 inert gas supply mu st exceed t he cargo dis-
rge Dunng the discharge oper ation (fig. 2. 1) the hydrocarbon con-
centration of th e atmosph ' II d 'tit
. ere WI rop as the cargo va pors are dilut ed WI
mtert gahs. Thereafter, during each success ive load and di scharge t he tank
a mosp ere moves up and d th ' ' rti
....,1 h ' own e vertical (hydrocarbon) axis. Thi s ve I-
C ange IS acceptable provided ' , ' the
ossibJ . . oxygen (aIT) 18 not in t rodu ced mto
I I P bl y the inert stat us of the t ank or vessel.
a develo? at th e discharge port. t his may necessitate
';.. pyerd. During the ball ast trip it may become necessary
to prepare th e cargo for entry by personnel. The tank or lanks
should be 10 with recommended guidelines
hile maint aining an condition. Following the wash. the tanks are
;llrged with inert gas pnor to vent ilat ion with air.
PURGING
Purging is the introduction of inert gas into a lank th at is already in an in-
ert condit ion with t he object of the hydrocarbon concent ration to
a point wher e subsequent venti lation with fresh air will not result in the
creat ion of a flammable atmosphere. The purgi ng process is illustrated in
figure 2-1 by moving F to point H.
Safe indus try practice dictates that purgang of a tank should conti nue
until the hydrocarbon concentrat ion of the space is 2 percent or less by vol-
ume as detennined by usin g a suitable hydrocarbon analyze r.
Upon completion of purging, t he space is ventilated with air using por-
tabl e fans or t he inert gas systemin the gas-free mode. Ventilating wit h air
at this point further reduces the hydrocarbon concentration while increas-
ing the oxygen content ofthe space. The ventilation process conti nues until
the atmospheric tests reve al a return to safe readings (21 percent oxygen
by volume and less that 1 percent LEL on a combustibl e-gas indicatorJ. '!?e
process of vent ilating the tank with ai r is shown in figur e 2-1 by moving
from point H to point A. . .
It is important to realize that avoidance of th e range thi.s
way is the expectatio n of the tran sportation industry and ISonly possible If
the operator thoroughl y understands the use of the inert gas system.
CLASSIFICATION OF PETROLEUM
Petroleum liquids are classified in many ways throughout the world. The
following information addresses two common approaches.
Intemational Classificat ion
In many safety-related rules and regul ati ons, cargoes are
broadly classified as volatile liquids and nonvolatile Iiquida, .
Volatile liquids: Petroleum liquids tha t have closed-cupflash pomu: be-
low1400F (600C)are considered volatile. Over th e ra.nge of ambient
t d
' t cargoes m thi s category are
emperaturee encountered unng transp?r ble
capable of producing gas/air mixtures within and above the
range. For t his reason, volatile cargoe s are frequently transported In a
lank with a cont rolled (inerted) atmosphere.
Nonvol at ile liquids ' These arc pet roleum products that have
flash points of 140 F (60 C) and above. Over t he normal range ofamblen
... ' t th atmosphere above t hese
wmpere t ures encountered during transpor e
30
CARGO CHARACTERISTICS CARC.o WEIGHT , CAPACITY, AND FLOW 33
Ih d
) typ
ica lly contai ns gas concentrations below t he lower
ClITpB ell space . id I fuel oi
bl
I
it CS..anPsin this category include rest us ue oils and die.
Ilamms (' Iml. . h h
I D
'A ther properuee associated WIth t ese cargoes, cweve-, the
01 8. U8 ... 0 h C
I
ti n or hea t is often necessary du nngt e voyage. aution mu st be
. pp lea 10 bl
excrt"illf'd with heated cargo, 8S the creation 0.(a flamma e at mosphere is
po8tl ible if it is heated to or near the flash point.
United St ates COBst Guard Classifica tion
The United States Coast Guard (USCG) separates petroleum liq uids into
two categories: flammable and combustible.
Flammable liquids: Liquids that have an open -cup flash point at or be-
lowBO' F (26.7CJ are classified 8S flammable liquids .
Combustible liquids: Liquids that have an open-cup flash poi nt above
BOF 126.7C) are classified as combustible liquids.
The flammable and combustible liquids are subdivided into grad es
based on their flash points and Reid vapor pressures. Tables 2-4 and 2-5
show the USCG classification system contained in Title 46 eFR Parts
30.10.15 and 30.10.22.
TABLE 2-4
USCG Clll8sificatio n of Fl ammable Liquids
Fla sh Point at or below sooF (26.7C)
API Gravity
API gr avity is an arbit rary sca le developed by the American Petroleum I n-
st it ute a nd used in the transportation industry as an alternative means of
expressi ng the we ight of a mea sured volume of a liquid.
Once a cargo been loaded into.a ta nk, it is necessary to deter:rnine
he quantity 10 t he tank. At t he di scharge port, It IS necessary to again de-
t rmin
e
the quantit y of ca rgo onboard pri or to the discharge.
e The sa fe, efficien t , and accurate determination of the quantity of cargo
. the vessel' s tanks is a key re sponsibility of the PIC. The quantity of cargo
an important factor for proper accounting (bill ing); for ca rgo cal culat ion
draft, trim, and st ress in orde r to ensure the vessel is not
overl oaded); a nd for ca lculation of transfer rates. Th e PICshou ld therefore
be familiar with t he following tenns relat ing to volume and weight, as they
are used in conj unction with the tra nsport ofliquid ca rgoes in bulk.
Density
The density of a substance is the weight per unit volume at a standa rd tern-
perature of60F (15.6C). The densit y of a liqui d is expressed in ounces per
cubic foot. For example, at a standard temperature of 60F 05.6C), the
density of freshwater is 1,000 ou nces (62.5 Ibs) per cubic foot and t he den-
sity of salt water is 1,025 ounces (64.06 Ibs) per cubic foot .
If the densit y and volume ofa liquid a re known, the weight of the vol-
ume occupied by the liquid can be found by us ing t he following formula:
Weight:: Volume l( Density
If t he density ofa liquid is known, it can be converted into specific grav-
ity by di viding it s densi ty by t he density of fre shwater.
Specific gravity of salt wet er e Densit y of salt water - Deneity of freshwater
:: 1,025+ 1,000
:: 1.025
This mea ns that salt water is 1.025 times as heavy DS freshwat er .
Denaity e Weight I Volume
Specific Gravity (8m
The specific gravity (SG) of a substance is t he ra t io of a given volume of a
substance at a standard t emperature of 60F (15.GoC) to t he weight of an
equal volume of freshwater at the sa me te mperature. For example:
If the wei ght a nd volume of the liquid are known , then the density can
be found by transposing the fonnula :
Exa mples
Natural gasoline, nap htha
Most commercial gasoli ne
Most crude oils
Aviation gasoline
Examples
Kerosene
Commercial jet fuels
Heavy fuel
Lube oils
Asphalt
Reid Vapor Pressure
14 psi and above
More than 8.5 but less
than 14 psi
8.5 psi and below
Reid Vapor Pressure
N/A
Flash Point
BOF or below
BOoFor below
BOFor below
CARgo WEIGHT, CAPACITY, AND FLOW
aaing of a liquid ca . k
'. rgo into a tan vessel it is necessa ry to
u I el of the cargo and the a mount of epace it wi ll occupy.
TABLE 25
USCG Classification of Combusti ble Liquids
Flash Point above goOF (26.70C)
Fltu h Point
Above 80F but
below150F
150F and above N/A
Gnuk
A
B
C
Gnuk
D
E
,
CGO rHARACTERISTICS
TOXlCITY-MEASUREMENT AND REGULATIONS
35
Un.it
1 barrel
1cubicmeter
1 ton metri c (tonne)
1 ton(long)
1 gTOs.e barJ't'1
1 n barJ't' 1
Th API gravity uf a liquid is expressed in a scale of degr ees API at a
stand: rd temper ature of 60F (IS.6G). Freshwater has an a r bit rary grac.
ity of 10 degrees. Liquids than fre shwater ha ve an API gravi ty
greeter than 10 snd liquids heavier t han freshwater have a n APr gravity
I 8 than 10. . . . .
For information purposes, the API gravtty 19 denved u Sing the follow.
ing formula:
API gravi ty in degrees =( 141.5/Specific gravity @ 60"F) - 131 .5
Determination of Density, Specific Gravity, a n d API Gravity
Ahydrometer is one ofthe instruments commonly used to measure densit y.
Hydrometers are cali brated to measure density in ounces; however . those
that measure API gravity 8 Te marked in degrees API . To obtain the s pecific
gravity of a liquid, a density hydr ometer is used and t he reading is di vided
by 1,000 (the densi ty of fres hwater).
To obta in the density/API gravity of cargo in a tank, a sa mple is drawn
and the appropriate hydrometer used. Due to the fact that liq uid cargoes
expan d or contract wit h changes in temperatures, the reading obtained is
the density/API gravi ty of t he liquid at the temperature the sample was
tes ted. Therefore, it is esse ntial to ta ke a te mperature readi ng of the sam-
pIe to accurately calculate t he density or API gravity.
Units of Measure
Table 2-6shows the typical units of measure used in the transportation in.
dustry.
TABLE 2--6
Units of Measure

42 gallons (US)
6.2898barr els
1,000 kilograms (2,204.6226 pounds)
2,240pounds (1,016.0469 kilograms)
42 gallons at actual temperature in the tank
42 gallons adjusted to standard temperature of 60F
. Viscosity
Viscosity is a measure of th . t If "
no It e m ema ncnon ot a liquid or it s resi st a nce to
"'I'. ISd
s n
Important consi dera t ion whe n determining t he pumpebility
o IqUI cargo Th e viscos' t f Ii id h
(u fl. . I I yo a tqur c anges with different tempera-
o e
F
amp e. th e of a liquid increases, the vi scosity
be W
Ol
effiCient loading a nd di scharging of t he vessel the PIC
a ar e of th e opt imum viscosity of the cargo. This value is useful
in determining t.he h.eati ng requirements of a cargoand t he proper temper-
atures to be maint ain ed dunng cargo t ransfer and in t ra nsit .
There are many st anda rds for expressing viscosity . Cont rolled labora-
tory experi ment s are used to determine the viscosity of a liquid. In one
method, Saybolt Seconds Universal (SSU). viscosity is measured by the
time in second s t hat it takes for a liquid at a prescribed temperature to
drain from a standard viscosimeter. Thi s information is typically derived
from a laboratory analysi s report of t he cargo.
Pour Point
The pour point of a liquid is the lowest temperature at which the liquid will
remain fluid. It is expressed as a temperature either in degrees Fahrenheit
or Celsius. The PI C shoul d be mindful of thi s temperature whe n transport-
ingcargoes with elevated pou r point s. Examples ofsuch cargoes include re-
sidual fuel oils, vacuum gas oils, wax, and as phalt. During transport, the
cargo temperature in t he tanks should be closely moni tored an d t he heat-
ing sys tem adj usted to mai nta in t he recommended temperature. To avoi d
possibl e solidificati on of the cargo, th e temperature should never be al-
lowed to approach t he pour point of t he su bstance.
TOXICITY-MEASUREMENT AND REGULATIONS
Toxicity refers to the poisonous nature and potent ial heal t h risks associ-
ated with a particul ar subs ta nce. Th e toxicity of a substance is difficult to
measure and is subject to revision a s more detailed informat ion about t he
ramificat ions or exposure become available. The t hr eshold limit value-
time weighted average provides a convenient indicator of t he relati ve tox-
icity of gases and assists indivi du als in re duci ng heal t h ri sks. Studies per -
formed on animals a nd ext rapolated for the human body form the ba sis of
rating toxicity level s.
Threshold Li mit Value-Time Wei ght ed Ave rage (TLV-TWA)
The t hreshold limit value-time weighted average (TLV-TWAl is a designa-
tion established by the American Conference of Govemmental and Industrial
Hygienis ts (ACGl H) for vario us substances. These designations are usedas
recommended guidelines in the workpl ace; they are subject to review and
may be updated annually, in whi ch case the results will be publi shed in
ACGlH publi cations . The term threshold limit value-time weighted average
(TLV-TWA) is used in the transportation industry to express the toxicity of
vapors from a substance. The TLV-TWA ora substance is usually expressed
as the number of parts per million {ppml by volume of vapor in air.
According to ACGIH, "Threshold Limit Values refer to airborne concen-
tra tions or substances and represent conditions under which it is believed
CARGO CHARACTERIST ICS

37
that n rly all workers may be repeatedly day after day wit hout
ad,' rae health E'ffE'cts.- When expressed 8S 8 weighted average, the
l'Onct'ntration is considered over a normal eight- hour workday and a
forty-hour workweek.
Permissible Exposure Limit-
Time Weighted Average (PEL-TWA)
TIlt' pennissible exposure limit (PEL) ofa substance is a designati on used
by the Occupational Safety an d Health Administrat ion (OSHA) and t he
United States Coast Guard (USCG). The PEL represents a regul atory
value (as opposed to a recommended guidelin e>t hat must not he exceeded
in the workplace. For example, the PEL-TWA for cargoes covered by the
benzene regulation is 1 ppm.
Threshold Limit Value-
Short-Term Exposure Limit (TLVSTEL)
The thre shold limit value-short-term exposure limit (TLV-STEL) defines
the concent rat ion ofa substance to which workers can be exposed continuo
cusl y for a short period of t ime, provided that t he daily TLV is not al soex-
ceeded.
The STEL is a fifteen-minu te time weighted average exposure that
should not be exceeded at any t ime duri ng t he workday, even if the
eight-hour time weighted average is within th e nv.
Exposures at the STEL may not be longer th an fifteen minutes and can-
not be repeated more than four times per workday. There must also be at
least sixty minu tes between successi ve exposures at t he STEL.
Threshold Limit Value-Ceiling (TI..v-C)
The threshold limit val ue-ceiling (TLV-C) is the maximum concentration
of vapor in air , expresse d as either a TLV or PEL th at must not be ex-
for an instant. In sit uat ions when there is no es ta blis hed ceil-
109limit , the TLV-STEL is used.
Immediately Dangerous to Life or Health (IDLH)
The .designation IDLH (immediately dangerous to life or heal th) was es-
tabhshed by the Nation al Institute for Occupational Safety and Heal th
(NIOSH1, an agency of the Public Health Service
IDLW d f .
t_ IS e ined by NIOSH as a condition "t hat poses a threat of expo-
sure W airborne h h . .
' . n.... w en t at exposure IS likely to cause deat h
r mrmedlateor delayed permanent adverse health effects or prevent ee-
ca to such an environment:
application of the IDLH designati on is to provide a baste
eject um of an appropriate respirator.
Odor Threshold
Expressed in parts per million by volume in air, t he odor threshold is the
smallest concentration of a gas that can he detected by most individuals
through t he sense of smell.
It is not an absolute valu e as it can vary considerably among individu-
als. Some odors are also capable ofdeadening t he sense ofsmell. It is there-
fore not advisable to rely on the sense of smell as an indicator of the
presence ofa dan gerous vapor .
Knowing the odor t hre shold of a toxic substance is important . If, for ex-
ample, a liquid a TLV-Cof 20 ppm and an odor threshold of 50 ppm, by
the ti me an individual detects t he presence of this substance by the sense
of smell, harmful exposure has alrea dy occurred.
Given the number of differ ent liquid cargoes t ransported on tank
vessels. it is not possible for one person to know all t he details concerning a
particular product . It is a daunt ing task to become familiar with all the
products a PIC might be expected to handl e and t ranspo rt; therefore, it is
vital t hat the PIC know where to t urn for accurate, reliable information.
SOURCES OF CARGO INFORMATION
There are various sources of information regard ing the physical properties
and hazar ds of cargoes. The need for curre nt, accurate cargo infonnation is
essential for t he safety of those involved in the transport ofbulk liquid car-
goes. Some of t he more common sources of cargospecificinformation avail-
able to t he per son-in-charge include the following:
Material Safety Data Sheets (MSDS) produced byt he manufacturer
of the substance
Chemical Data Guide for Bulk Shipment by Water (former CG388),
figure 2-2, and Chemical Hazards Response Information System
(CHRIS), figure 2-3, from the United States Coast Guard. As of thi s
writ ing, the United States Coast Guard has revised the CHRIS da-
tabase and made it available to the public in a number of ways:
CDROM, the Intemet (www.chrismanual.com).and in hard copy.
The CD-ROM contains physical , chemi cal , toxicological , and com-
bustion pr opert ies for over 1,300 chemical s and mixtures in addition
to pollution response and regul atory information. In t he event t hat
the listed sources of information do not address t he substance being
handl ed or t ra nsported, in an emergency, the PIC should contact
CHEMTREC or the National Response Cent er.
Tank er Safety Guide Data Sheets from the Intemational Chamber
of Shipping (lCS)
.....
BENZENE
Figure 2-3. Excerpt from the Chemical Hazards Response Information System
(CHRIS). Courtesy United St ate s Coast Guard .
r;.>.l,I1IONNt'I llUPOHS! ' '''QfllIlo\llOW ._- ,
---
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__..... cn_
rp f{dmCh emi cal Data Guide for Bulk Shipment by Wat er (fermer
y United State8 Coast Guard.
II. _ ..... N_
5PIU OR ILU PROCEDURE
--""""','----.... -.... ....--_I'W'Ol __
:,-- -- ---_._--_..... _-.. -
n il E: <II OPLOSION HAZARD DATA
HE.unt HAZARD DATA
____ CM. ""-,-, n""...._'
' . ' J lt tnl ' 0
. ... _0100<"'._......... _.
---_..... _------

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--- -.........
BENZENE
r...-_" ... _ .,. ,,,--..-. __I lI<-.g _ _____01 .... -...._,...,,_
-=- ... ,._ GoI __
_ r...- I_ , :tOJIl_._.... __I
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----
RUCl1VITY DATA
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CARGUCHARACTERISTICS
. uu.n.n.u "
41
.0

,S mmllry ofMi nimum Requ irements) from th e In -

Gh mical out' ll U . ' IMOl
. I Marit ime OrganizatIOn (
(CFR) from the United States govern.
Guide to Chemical Hazards from t he National In stitute for
Occupational Safely and Heal th (NIOSH)
Th 'nfonnation provided is of particular relevance to individua ls re-
nsi;te for the safe transfer and transport of bulk liquid cargoes. The
sPOrson_in-charge should not only have ready access to this informa t ion but
also possess a thorough understanding ofthe characte ri stics of th e
substances being handle d. Toward that end, the following list summari zes
the various categories addressed in a typical material safety data sheet:
Cargoidl'ntification and emergency informstion
Compon{'nls and hazard information
Primaryroute! of entry and emergency and first aid procedures
Fire and esplcsicn hazard information
Health and hazard information
Physical data
Reactivity
Environmental information
Protection and precautions
Transportation and OSHAlabel information
HAZARDS
and follo.wing list shows the main hazards associated with the handling
an carnage of bulk li quid cargoes:
Fire and explosion
Static electricity
Toxicity
Oxygen deficiency
Reactivity
Corrosivity
Fire and Explosion
:r mendous strides ha ve been de i .
he"'safetyof personnel a d fth rna e tn th e design of t ankers to impr ove
n In the design of and0 I' One of the primary a reas of'atten-
mo ern tanker IS fire safety.
HAZARDOUS 010' 'ru eVESS Io: L
I-Ji stori cally, efforts to r ed uce the ri sk and transporting flam-
mable cargoes ha ve focused on t he ehminat ion of igniti on sources from
those areas of the vessel where the existe nce of a flammable at h
, Thi I dto th id ' r. ' . moap er e
was Hkely- IS I' . e I ent mcation and deelgn auon of certain areas of
the vessel as potent Iall y hazardous zones.
As an a ddit ional safeguard, r.nany tank vessels are now equipped with
inert ga s syste ms . The use of thia safety system has greatly im d th
, ' h e
fire_preventIOn measu r es In t I' tanker industry. AI!, pr eviousl y di scussed,
operators must have a understa nding ofine rting procedur es to
realize of this system. The hazards and precauti ons sum-
marized 10 this section address t he safe carriage and ha ndli ng of t
leurn and chemicals. For the purposes of fire prevention, a tank c:
be divided into the following areas:
Location of fl a mmabl e atmosphe res: These are areas such as
noninerted.ca rgo tanks, pumprooms, deckhousee, ven t stacks, cargo and
vapor manifolds, and others where the existence of a flammable atmo-
s pher e is possible.
Two general pr eca ut ions cover the ma in me thods of fir e prevention in
th ese areas:
1. Eliminate all source s of ignition:
Smoking and open flames
Port abl e electrical equipment and nona pproved flashlights
Nonintrinsically safe electron ic equipment (radios, cameras, etc.)
Hot work
Use of power and hand tools
Electrosta tic discharges
2. Maintain th e atmospheres out side the flammable range, either by remov-
ing th e hydrocarbon content (gas-freeing) or by reducing the oxygen con-
tent to 8 per cent or less by volume Itnert ing).
Areas containing heat and ignition sources: These a re wor ki ng
spaces s uch as machinery and boiler s paces, ga lleys, and so forth, that con-
t ai n electrical eq uipment and ot her sources of heat and ignition . The main
method of fir e pr event ion in these areas is to keep t he m free of flammable
vapors.
Living a reas: Crew accommodation areas are normally free of flam-
mabie vap ors but contain combustible material s uch as furniture , linen,
paper, a nd mor e. The main method of fire prevention in t hese areas is to
keep ignition sources to a minimum.
Pumprooms: The ca rgo pumproom is a s mall, complex space that
conta.ins a large concentration of piping and equipment. Any leakage of
volat ile liquids ha s the pote nt ial to generate flammable and/or toxic
('.ARGOCHARACTERISTICS
h A
mproom may also contain a number of pot ential igni tion
e tmosp eres. pu .' d
h
I,
', h, ,' ng tools elect rica l eqUI pme nt, un mechan ical
!IOUf('t.'!I sue I1S "
equipmen t. . h k
Personnel should al so include the followin g c ec s as pr ecauti ons
against fire and explosion :
Ensure that forceddraft ventilation is operat ing and entry procedures are
Icllowed whenever the pumproom is entered.
Make frequent rounds to find potential sources of cargo leaks, flammable va_
pore. and ignition.
Ensure that pumproom bilges are clean and dry.
Cargo Tanks: The pre vention of fire.and explosion in t he cargo area of
the vessel is accomplished by the Iollowing:
Maintaining an inert atmosphere in the cargo and slop tan ks at al l times un-
less they are gas free
Maintaining a positive deck pressure in the inerted ta nks to prevent the in-
gtess of air
Eliminatingall possible sources of ignition
Electrostatic Hazards
Static electricity is a potential fire and explosion ri sk when handli ng cer-
tain types of petroleum and petrochemical cargoes . In some opera t ions, the
electrical charge generated is cap able of igniting flamma bl e vap ors such 8S
those found in the atmosphere of a noninerted cargo tank.
CAUSES
The sequence necessary for the development of a stat ic elect ri city hazard
involves 0 ) charge gen er ation, (2) charge accumulation, and (3) electro-
sta tic discharge.
The generation of static electricity occurs at the int e rface of di ssimil ar
materials. These interfaces may be between two solids between solids and
liquids, or between liquids and liquids. If the two materials a re sep arated
by some mechanical action, one will carry an excess of positive cha rge and
the ot.her an excess of negative charge. The se pa rated charges typically re-
combine to neutralize each other.
. If on.e o.fthe materials is a poor conductor of el ectricity, recombinat ion
will belimited and a difference in charge (elect rical potential) will exist be-
tween. th.B two bodies . These electric charges ca n acc umulate and msY
equalize in the fonn of an el ectrical di scharge. Ifthese el ectrical di scharges
generate a amount of heat, they can ignite flammable vapors. In
cargo operations, charge separation OCcursin many ways :
HA7.ARDS
43
Friction caused by t he flow or petroleum liquidth h .
tern s, strainers, and filt ers roug extenaivs piping sys-
Petroleum and water mixtures in the cargotanks
Splashing or agitation of petroleumliquids such 88 flo lh c
w r ougn a nozzle
When ha ndling a static accu mulator (poor conducto f I "
' I t.be zi I ' ro elect ricity] the
materia mus e grven amp e ti me for t he sepllrated cha. g to b',
, hi kn reee recom me
In practi ce, t I S IS own 8 S the relaxation time dun'ng hi h '
' JI . w rc an aceumu-
lated chadrge .W\ hI avedan dPportumty to dissipate. If the material has a
high can uctwr Y goo con uctor of electricity), the recombination occurs
quickly and offsets t he accumulation of separated charge" Ccnse tl
, uur ti f t ' I quen y,
there I S I e ge nera ron o a attc e ectri city by malerialsthat are goodcon-
ductors. are and water solutions, including seawater,
that are incap able of holdmg a charge unless insulated. Oils in this cate-
gory include crude oils , residual fuel oils , and asphalt.
Static accumula tors are cha racterized as having lowconductivity; they
require a longer relaxation ti me before t he charge ultimately dissipates to
earth. In this ca se, more static electricity accumulates, increasing the pos-
sibili ty of a n electrostatic discharge that could ignite a flammable atmo-
sphere. Examples of known static accumulato rs include gasoline, naphtha,
kerosene, hea ti ng oil , jet fuel, and lubri cating oil.
The charge that accumulates in a liquid, solid, or mist establishes an
elect rical field between it and nearby earthed bodies. The strength ofthe
elect rical field is the voltage gradient , which is determined by the differ-
ence in volt age bet ween th e two point s and by their dist ance apart. To pre-
vent the possibility of a n electrost ati cdischarge th at could occur ifportable
equi pment was introduced into a charged at mosphere, it is sound practice
to bond all metal objects together. In ot her words, the PICshould not int ro-
duce an y equipment that might be electrically insulated into a potent ially
hazardous atmosphere. Examples of port able equipment tha t usually re-
quires bonding include portable tank cleaning machi nes, manual gauging
equipment, temperature probes, a nd sampling equipment.
LOADING OF STATI C ACCUMULATOR CARGOES
Toreduce the risks associated with the handling of a known stat icaccumu-
lating cargo, the PI C mu st adhere to several precaut ions. (It should
noted th a t stat ic precautions are not necessary when the cargo tank 10
question is maintained in the inert condit ion).
Prior to the comme nce ment of a cargo t ransfer, the PIC should confer
with a shore re presentative to identify any cargoes classified as sta ti caccu-
mulators. Ifin doubt the PIC should consult the a ppropria te :"ISDS and
follow th e guidan ce pertaining to the handling of th e particular
The PIC should t ake steps to min imize t he presence of water to t he
cargo system by properly draining all cargot anks and pipelines pri or to the
CARGOCHARACTERISTICS
HAZARDS
45
TABLE 2-7
Flow Rates Corresponding to 1 Meter Per Second
Reprinted withpermieaion from the InterrnJtio1Ul 1Sarrty
Guilk for Oil Tanke" and Turninal, aSGQ1TJ, 4th
edition. Courtesy OCIMF, ICS, and IAPH.
commencement of loading. The mixing of di ssimilar liquids (oil and wet
, h ion of iable el . er )
can contribute to t e creation a an epprecta e e ect roetaue charge in
space and should therefore be avoided. a
It is advisable to treat all distillates as static acc umulators unleRs th
contain an antistatic additive. may a charge
constitute a hazard during loadmg e nd for a period of ti ma after the COrn.
pletion of the loading operation.
The beginning of the loading operation is a critical poi nt due to the risks
posed by excessive initial loading rates, excessi ve splashi ng and turbu.
lence into an empty tank, or the presence of water in the pi peli nes and bot.
tom of the tank.
The PIC should minimize elect rostatic generatio n in the early stages of
the loading operation by restricting the initial flow rat e to t he cargo
tankrs). This reduced flow rate should be maintai ned until th e bottom
framing in the tank is covered and all splashing and turbulen ce has ceased.
The term commonly used to describe thi s process is known a s cushioninga
tank. According to the Int ernational Safety Guide for Oil Tankers and Ter.
minals (]SGOTrJ, the initial flow rate shoul d be rest ri ct ed to a linear ve-
locity that does not exceed 1 meter per second. Table 2-7 indicate s typical
loading rates that correspond to a linear velocity of 1 meter per second
Throughout the loadi ng of a cargo tank and for a period of at lea st thirty
minutes after the completion of loading, metallic gauging and sampling
equipment not be or allowed to remain in the tank.
Nonconducting (nonmetal lic) equi pment may be used at any time; how-
ever, ropes or ta pes employed wit h this equipment should not be made
from synt hetic materials.
After the rel axation period of th irty minutes has elapsed , metallic
equipment may be used; however, it must be bonded and properly earthed
to the vessel's st ruc t ure before use.
DISCHARGE OF STATIC ACCUMULATOR CARGm: s
At the discharge t er minal, th e PIC shou ld consult wit h the shore repre-
sentative concerning th e proper procedure to be followed when comme nc-
ing the discharge of a static accumulating cargo. In general, the initial
pumpi ng rate as hore shoul d be limited until a sufficient cushion is devel -
oped in th e bottom of th e shore ta nk. This pr ecaut ion is followed t o mini -
mize the spla shi ng and agit a tio n oft he cargo at the init ial stage offilling
the shore tank .
Toxicity-Effect on Pe rsonnel
Poisoning by toxi c liquids can occur t hrough one or more of t he following
three methods : (1 ) ingestion, (2) skin conta ct, and (3) inh alation.
INGESTION
The ri sk of swa llowin g pet rol eum or che mical liqu ids in normal day-to-day
operat ions sh ould be minimal provided individual s always exercis e good
hygiene. To mi nimi ze exposure through ingest ion, per sonnel shoul d be re -
minded to was h hand s t horough ly befor e meals and never to eat or dri nk
on deck . If accidental ingest ion does occur, guidance can be found in t he
MSDSor cargo information ca rds. Medi cal as sistance should be sought im-
mediately.
CONTACT
With most petroleum pr oduct s , skin contact can ca use irri tation and lead
to dermatitis. Contact with the eyes and ski n can be particularly danger-
ous when handling corrosive cargoes such as caus t ics or acid s. Personnel
should always wear protective clot hing and eye pr otection when there is a
risk of exposure through physi cal contact (splas h hazard). Th e MSDSgives
recommended pr ecautions for minimizing exposures. If a toxic or corrosi ve
liquid Comes into contact with a ny part oft he body, guidance ca n be found
10 the cargo infonnation sheets.
INHALATION
!he inhalation of cargo vapors has long been recogni zed as one of the lead-
109 hazards of exposure for workers on deck. Cargo va pors are pervasive
and therefore difficult to control . The effect of the inhalation of petroleum
Approximate Flow Rat e
(cubic meters/ hour )
17
29
87
118
183
282
320
424
542
676
987
1.354
1.782
Nominal Pipeline
Diameter ( mm )
80
100
150
200
250
305
380
410
480
510
810
710
810
46 CARGO CHARACTERISTI CS
HAZARDS
47
TABLE 2-8
Typical Effects of Exposure t o Pet roleum Gases
va pors on an individual can vary from imperceptible to obvious signs of "
painnent. The acute, to pet roleum
can inclu.de euphoria, eye rrntation, nose and t hroat
loss ofonentahon, dizziness, and a drunken appearance. Conti nued n,
sure to high concent rat ions may lead to paralysi s and possibly
The toxicity of petroleum and chemical cargoes varies widely de .
iog on the makeup of t he substance. The presen ce of some
t he cargo 8S. lead, and h.ydrogen sulfide can POSe a
cant threat to individuals. AP, discussed. the TLVprovides an indio
cation of the level of to a .toXI C th at is accepta bledUrin
a typical workday over an indefinite penod of time. Th e STEL is an
tion that the human body can tolerate concentrati ons greater than th
TLV for short periods, typically no more than fift een minutes. Table
shows the effects of exposure to high concentrations of petroleum vapors.
. renriall y fatal disorders of t he blood. In the United State
ItlUPO . . t b s,any
6U ontalOmg 0.5 percen or more enzene hy volume is classified as a
c/l. r
g
o
l
c
ted ca rgo," an d specific rules must be followed that address han.
:nd occupati onal exposure in the workplace. The detailed require-
dhng can be found in t he U.S. Code of Federal Regulations (Title 46 CFR
subpart C). The per son-in-charge should have a thorough under-
r'''d"ngof the cont ent of t hi s regulation , as he or she is responsible for
stan I I
lian ce wit h the ru 1'8.
COro; ydrOgen sulfide: Some crude oils, described as sour, conta in a high
1of hydrogen sul fide. The effects of exposure to hydrogen sulfide gas
levI'be both quick and deadly. For a more comprehensive discussion of the
c:.: te of hydrogen sulfide to individual s when exposed to concentrations
I' ec cess of its published TLV of 10 ppm, consult chapter 13.
In ex . , ., b " hi," I divid I " I d
Precautions against t orI C' ) ' y In a a IOn: n 1\' ua Smvc ve
. h ndlin g pot ent ially toxi c substances should avoidexposure to conce n-
above the publi shed TLV: If exposure through
ible suitable respiratory protection shouldbewornto mimrmzethe m-
paSS1 , .. . f
halati on of harmful vapors . Certain such as the 0 cargo
tanks during loadi ng, purging, afold gas-freeing m.ayresult m elevated ex-
e to personn el on deck. Dun ng these operations , the atmos phere
cargo tanks via th e vent system and dilutes with the
air, increasing the ri sk of fire and exposure to per:wnnel. IndlVld.uals m-
volved in such operat ions should wear proper respiratory protecnon'.
Personnel are advi sed never to ente r a compart ment. that contamed
cargo--or one that has been sea led for a period oftime-....nthout firs t test-
ing the atmospher e. It should be that t ?e at mosphere a:
closed space is incapabl e of support mg life until proven otherwis ":
company and industry gui delines sould be followed wit h r espect tad teft st m
g
E t
hould only be permitte a er a
and entry into an encl osed space. n ry S . d
" h ist rt iflcat e has been Issue .
permit -to-ent er or a manne c erma ce
Oxygen Deficiency .
t oxygen by volume. lndi-
Air normally contains approximately 21 percen I t iek of sufferi ng
viduale exposed to concentrations below t hat leve are a n
from oxygen deficiency. t b volume an individ-
As the oxygen level decreases bcl ov.: 21 percen many
uel will expe rience a changing bre athmg iated wit h an oxy-
individual s fail to recogni ze t he danger ASsobc. particularly prob-
g deflet h nt sloo late ta can
en- encrent atmcsp ere un 1 .1 I . . h b ttomofaspacesuchasa
lematic when escape involves chmbmgfrom t. e 0 t "II differ among indi-
d
f 'mpalnnen WI
cargotankor pumproom. The agree c I h " I ndition and so fort h;
vid I b h vari bi as age p ystca co ,
ua a ased on sue vane es ts foxygen deficiency be-
however, all begin to expe rience t
ec
. 0 By maintained in the
low 16 percent by volume. The oxygen leve yprca
Effect on Humans
Irritation of eyes within one hour
Irritation of eyes, nose, and throat
Dizziness and unsteadiness within half an hour
Symptoms as of drunkenness within 15 minutes
Rapid onset which may leadto
unconsciousness and death if exposure continues
Paralysis and death occur very rapidly
Concentration
0.1% volume(1,000 ppm)
0.2% volume(2.000 ppm)
0.7% volume(7,000 ppm)
1.0% volume (10,000 ppm)
2.0% volume 120,000 ppm)
Reprinted with peemieeicn from the InternatiollQl Sa{ety Guide {or Oil TonA:t r. and f ermi
rum.(/5G017), 4th edit ion. Courtesy OCIMF, les,and lAPH
The odor of cargoes va ries greatly and, in some cases, can fool an indi o
vidual's sense of smell. Also, with some product s, the odor threshold may
be much higher than the TLV. In this case, hannful exposure may occur be-
fore the individual st arts to sme ll t he cargo va por. The impainnent of the
sense of smell is especi all y serious if the mi xture contains hydrogen aul-
fide. Because of these inherent danger s, the PI Cshould never take theab-
sence of smell as an indication of the absence of gas, bu t should always test
for toxicity , be aware of the TLVs , and follow the pr oper entry procedures
for enclosed spaces such as cargo tanks .
Aromatic hydrocarbon,,: Aromatic hydrocarbons-c-includius ben-
zene, toluene, and xylene-are found in varying pr oportions in a WIde rde
ray of petroleum cargoes such as gasoline, naphtha, and even some cru e
oils. .
Il'h
TIN f
. tomStIC
e 80 aromatic hydrocarbons are lower t han most nona
llyarocarbons. For example the TLV of benzene a recogni zed carcinogen,
" I ' , canre-
I 0 l!i 1 ppm. The latent effect of exposure to benzene vapors
CARGOCliAltACTERISTICS
TABLE 2-9
Content of Flue Gas Before and After Scrubbing
k
--4 percent to 8 percent oxygen by vai_
n!
. rtedcargo tan ' di vi d I d
atmoeph Ttl: an ediate unconsci ousness of an m IV! ua a n irr e_
ume:-W111 r"f'IIUIt 10 imm Ithi a shor t period of time,
v.nllble brain damage WI 10 I d space ma y be defi cient for II number
The oxygl'ncontent of en
h,
h,e. ven seemingly harmless liquids were
C
rtffieotB10 w IC . .
of ascns ompa nd seawater ball ast, can pose a significa nt
camPd, such as freshwater a 0 a modemtank vessel , the mo st obvious
haurd due to a lack cargo ta nk in which the oxygen
(
deficiency 18 an I
CSUl'>e o. oxygen U . tamed at or below 8 percent by volume.
levelis IOtentlOna Ymain
HAZARDS ASSOCIATED WlTIlll'\I'ERT GAS
. ed adem tank vessels to control t he oxygen conten t
Inert gas IS us on m f hi
ithi th t osphere of the cargo tankte). The use 0 t 18 ensures
WI In e a m d . d fi . hi
that a nonflammable condition is maintaine vi a oxygen e rcrency WI t In
the cargotanks unless they are gas free . On board most tankers ,
. rt gas is derived either by using the flue gas from the boilers or an
- d k . .
oil-firedgenerator, Before the flue gas is pipe to the tan s It
(cooled and cleaned) in a scrubber, Table 2-9 shows the composition of the
flue gas before and after the scrubbing process.
ContinI
Nitrogen
Oarbon dioxide
Ox)'gen
Sulfurdioxide
Carbon monoxide
Nitrogen olides

Soot andparticulate
H..,
Before
80%byvolume
Approx. 14%

ApproJ: . 0.3%
Appros:. O.oI% by volume
Appro:a:. 0,02%by volume
Approx. 5%by volume
300mglm
3
by volume
200-300C
Aft"
Same
Sam.
Same
Approx. 0.005% by volume
Same
Same
Approx. 0.01% by volume
30 mglm
3
Near ambient sea temp .
HAZARtl s
4.
the vict im to freah air or supply oxygen a d if
. t i n , I necesS8n.. I
.-esplrs Ion. .. app Yartifici al
Th e sulfur dioxide content of t he exh
f
h fu I
. BUst gas uauan d
llulfurcontento t e e O1l consumed in th b Y ependa on th
. ( h e com ust io e
the effiCiency 0 t e scrubber . n Proceaaaa weUaa
Reactivity
Reacti vi ty hazards a re associated with certai I . _
f , n iqume that te dtc
ext remesO temperat ure , Vlolent movement and f h n
ing with incompa t ible liquids and Th ort
pend on the stability of the liquid and its will de-
and mat erial s . I I Ywith other liquids
STA8 1l.1IT
Stability refers to the ability ofa liquid product to return to I di
w a norma con I_
tion wh en a ffected by extern al forces. Astable liquid will not reset danger-
ously when exposed to ext re me conditions of temperat ure and movement.
On the other hand, an unstabl e liquid may produce dangerous reactions.
Wh en transporting a chemical ca rgo in which a vigorous self-reaction
(usually resulting in pol ymeri zat ion) is possible, a specificchemical addi-
tiv e known as an inhibitor is required. Some of the more common exam-
ples of ca rgoes requiring t he use of an inhi bitor include acrylonitrile,
vinyl chloride, and styrene monomer . In addition to the use of inhibitors,
if a chemical cargo is pot enti all y react ive wit h air, then it may be neces-
sa ry to maint a i n an in ert a t mos phe re (typically nitrogen) in the tank.
Cargoes such as carbon di sulfi de, et hyl et her, and propylene oxideare ex-
amples of s ubstances that must be maint ained under a pad or blanket of
inert gas.
The MSDS sheet should be cons ulted for deta ils concerning the stebil-
ity of a liquid and its reacti vity, incl uding t he factors capable of causing vi-
olent reaction s .
Asindicated in table 29th .
is its exception 11 I -, e pnmary hazard associated wi t h inert gas
pcsnre to a . a y owoxyg,encontent. In addition tooxygen defi ciency. ex-
n inert gas denved f buati
should be avoided as it tai rom a com uation process (exhaust gas)
I con ems a numb f tcxi . . I di
carbon IDQIlOxide, sulfur di ld . er 0 XlC constituents me u 109
The ca.rbon m id OX\ e, and mtrogen oxides.
Th
onoxr e content d d . '
e 'IlLV of carbon mon lde t epen 8 on the combustion conditi one-
the bloodloses its 35 ppm. At an elevated level of expos ure,
body, relulting in carbo rry.oxygen from the lungs to the r est of t he
."L d n monOXIde ' . d
tsne. Unco' pcieontng. The symptoms a re hea .
nel ... a ,nsclOuBneslI ad ' .
U ,p,U ocationii!llayoccur f II ,n vorruting. In extreme cases, inte r-
, 0 owed by death. The treatment is to remove
COMPATIBl lI'IT
The compat ibility of chemical ca rgoes is associated with the .type
ti . t tact Withot er rq-
Ion that mi ght occur when a substance comes m 0 con , I
, Ii ld and materia s are
ulds, structural ma t eria ls, and so on. Some IqUI s . h n they
incompatible and will react violently or can
come into contact with each ot her. The 0 Ch
q
rt contained in
be found in the MSDS and in t he USCG Compatlblhty . aI reproduced
',J'itle46 CFR Part 150 Tabl e 1 and 1. This CG.388).
In the Chemical Data Guide for Bulk ShIpment by . nd .....viewemer-
Th PI ' .' al propert ies a ' "
e C should be familiar With any ch chemical cargo,
gency procedures invo lvi ng a casualty WIthea
CAlibU ,,, ....
Corrosives
wh n transporting cargoes that are capable t he st ruct ure
of. cargo tank and/or t he vessel, the use?f sUitable coatfnga or epeci al con.
struction materials is required. By their very nature, corrosrvs, cargoes
pres nt a significant risk, not only to the vessel al so to personnel. For
this l'6880n, individuals working around or handhng th ese cargoes mUst be
aware of the physical dangers, emergency response, and use of proper Pro.
tective gear to minimize the risks.
COATINGS
To protect the steel shell of a cargo tank, hard coatings are commonly em.
ployedto provide a protective barrier. Consult chapter 12 for a di scussion
ofthe various types ofcoatings used in the cargo sys te m of a tank vessel. In
certain situations. special materials such as sta inl ess steel may be used in
the construction of the tank, piping, valves, and pumps. Anot her alterna.
live is the use of stainless cladding.
REVIEW
1. Definethe followingterms associated with the classificati on of liquid
cargoes.
Volatility
Flash point
'Reidvapor pressure
2. Sketch a typical flammable range diagramand identify the following:
Upper flammable limit
Lower flammable limit
Rich mixture
Lean mixture
Inert mixture
e e the following terms:
rimery inerting
",gj
freeing
op: ing.u
in: eguipped vessels, how is a nonflammable condition main-
n Ii operating life of the vessel (between shipyard peri-
ammable range diagram to illustrate how thi s is
Jour of a liquid cargo? Explain the jrn-
Withrespect to the cargo operation ons
"I';VI EW
01
6 List and define the various terms u d
. whv te an i di id ae toexpre th
stance. y I S an 10 IVI ual's eena f ss e toxicityof. b-
f
. e o smella li au
the pr esence 0 a toXI C vapor? nunre lableindi cato f
7 What is th e difference between a TLV ro
. . h . and PEL?
8. List t e vanous sources of car goinfo . .
List th e three primary ways a to . rmabtlo
n
available to the PIC
9. h XIC 8U sta nce .
Which oft ese exposures is the most dimcu can enter the body.
10. Any cargo classified as a static accumulator jl: C() ntrol?
tor . condue,
11. List the precaut ions th at should be foll d
static accumulating cargo into a when loading a known
\
I n... t . t b . . vessel.
12. ' ne IS mean y a reactt vny hazard ae a r d
chemical cargoes? pp te to the tr ansport of
13. What pr ecaut ions may be necessary when t . .
that is self-reactive? ranepornng a chemical
14. What publi cat ion woul d you consult to determin th tbi .
different chemical cargoes? e e compatt ility ef
15. Whe n handl ing corrosive cargoes describe t he pr ti h
' ecau 10m; t at
should be taken to protect the vessel and personnel.
CHA PTER 3
Oil Exploration and the Refining Process
ROBERT STEWART
W
orldwide, industri ali zati on a nd development a re increasing. As th
standard of living improves, the re is a corresponding increase ins:.
ciety'e consumption of petroleum resources. Consequently, t here is added
demand for the dwindli ng supplies of petroleum, which increases pressure
on developers of petroleum reserves to search harder in orde r to find recov-
erabl e amounts of these reserves. Drill ing may take place in remote areas
of the world (fig. 3-1).
The search for oil fields no longer occurs exclusively onshore, but in-
cludes the oceans of the wor ld. Searching the wor ld' s oceans for oil requires
a completely different type of oil drilling equipment. Special platformsfor
drilling and production in such a hostile environment are continuallybe-
ing developed (fig. 3-2).
Locating the oil reserves is jus t th e begi nning of a long journey that
leads through the tr ansportation indus try and t he refining pr ocess to the
consumer.
DRILLING
Crude oil found in the world tod ay was formed millions of years ego. Oilde-
posits are typically found under mountains , deserts, marshes, and seas.
They are often found as far below the s urface as two to three miles
down-or deeper. Figure 3-3 illustrates sever al types o[oil-bearing forma
tions . In order to reach these formations far beneath the earth's surface,s
well mtr !li be drilled.
T:He arilling process, whether onshore or offshore, is essentially
8:m . ell 8 started, and drilling advances downward;;lls
ecre 109 ID diameter at intervals through out it s depth.
52
Figure 3-1. The search for petroleumhas led to drillingin obscure areasof the.....orld,
inclu ding this remote spot in AJaska. Courtesy AReO Photography Collection.
may also deviate from the vertical in order to reachmore ofthe oil zone in a
desired area (see figure 3-4). The well is dug by forcing a drill bit, usually
rot ating clockwise, int o the rock or sediment at the bottom of the well.
"Mud,"a mixture th at bar ely resembles the mud in whichchildren play, is
composed of clay, chemicals, and wat er . This mixture, which can be tai-
lored to th e specificneeds of an individual well, is pumped downthe center
of the dri ll stri ng and exits through mudports in the drill bit. The mud
serves several functins: it cools the dri ll bit, cleans away cutt ings, and
maintains hydrostatic pressur e in the well. This hydrostatic pressure
helps eliminat e the possibility of creati ng a well blowout, which can cause
a fire or an explosion. At th e very least, a blowout wastes valuable reserves.
Once th e mud has completed its cycle down into the well and up to
drilling deck, it can be sifted through a "shaker" to find any otl-.beann
g
strata or debris t hat may cause problems in drilling', The bUSiness. of
oil-well drilling and production continues to be a technically challenging
and innovative field.
Once the well is drill ed and lined with casing, oil can begin to flow. This
is the end oft he pr ocess for the oil-well dri ller , but onlythe beginningof the
Figure 3-2. Platfonns in the G . -
ul f of MeXlCO. CollJ1esy AReaPhotogr aphy Collection.
Man
ali to flowtothe aurfa ca . y wells have natural pr essure t hat allows the
wells, including many l;thout the need for a rti ficial lift. (fig. 3.5). Other
surfs,ce. Pumps canabe wells, require artificial lift to bring the oil to
linthe 011 out of the well aced at the top of the we ll a nd suct ion taken to
"g. 3-6).
_ - ....... ...u IItANSPORTING
Figure 3-3. Top: Oil may be trapped in en annctine. or upward bulge of rock laye rs.
Wit hin t he form a ti on, t he oil lies in tiny spaces between grains of porous rock. Cen-
ter:Oil may gather a t efault. a place where rock layers crack a nd slip past one an.
other. Nonporou s rock stops the oil flow from porous rock. Bottom: One of the
hardest places to find oil is in 8 stratigraphic trap. Here, t he porous layers bearing
oil ta pe r off under nonporous layers of rock. Courtesy Shell Oil.
PROCESSING AND TRANSPO RT ING
The fir st step in t he refining opera tion is cal led primary processing and is
done as soon as t he oil leaves the well . Thi s usually consists of gas aepara-
t i.on and dewateri ng. A number of different crude oils have large volumes of
dIssolved gases in solution. These gases can be removed by reducing the
66
ON
AND REFINING
OIL EXPLORATI
Figure 3-4. Offshore drilling can be done by directional drilli.n
g
from la nd or from
both find and floating rigs and platfonns. Courte sy Shell Oil.
CRUDE OIL
Figurt! 3-6. Many wells requi re artificial lift tobring the oil to the surface. Courtesy
Shell Oil.
Figure 3-5. Well s flowing und er thei r own pressure must be topped with a "Cbrtet-
mas tre e"-consisting of gau ges and valves-to control the flowof oil. Courtesy
Shell Oil.
pressure of the crude oil afte r it leaves the wellhead. The gas the oil are
separated, and then both are sent on for proceesmg. The de-
watering process simply separates the crude t hat may have
intruded into the well strata. In many cases this 18 done simply by storing
the crude and allowing the water to separate.
After the initial processing, the oil must travel from the oil field to the
refinery for furt her processing. Onshore. this is accomplished via pipeline
(fig. 3.7).Offshore. crude oilcan be removed from t he field in two ways : bya
pipeline laid along the ocean floor or by tanker. Tankers load the crude oil
fromfloatingbuoys or spread moori ngs, rather than directly fr om the drill -
ing platform.
n many'instances, the type and quality of the crude oil will determine the
o p'rOducta that can beformed in the refining process . Crude oil s vary
w e.t to sour in hydrogen sulfide content , fr om heavy to light in
myellowto black in color . These variables are not only char-
dtli and depth where the crude originated, but a lso of the
r 'i fall into three classific ations : as phalt-base, paraf
aae: It-ba se crudes contain little pa raffin and are
en and oxygen. They are used for making gaao-
al at's n-baee crudes are high in paraffin wax
fUels} lube oils, and kerose ne. Mixed
base
58
ANDTHE REFI NING PROCESS
OiL t: XPLORATION
59
Figure 37. The Alaska Pipeline st retches from the North Slope (inside the Ar ctic
Circle) to the port of Valdez . Courtesy AReO Ph otography Collecti on.
crudes have some amoun ts of both paraffin wax a nd aspha lt in them and
can be refined into virt ually all products, but of course, in lesser
amounts.
Due to the wide variety of sources of crude oils and their varying qu ali-
ties, the American Petroleum Instit ute has devised a quality scale for pe-
troleum products . Known 8S the API scale, it is based on the refined level of
the cargoand its specific gravi ty. Th is is a value t hat can be ca lcula ted bya
chemist. The sca le runs fr om 0 to 100 degrees with most cargoes
falhngbetween 8 and 70 degrees, The API gravity or many crude oils is be-
tween 25 and 35 degrees. They are not at t he bottom of the sca le even
though crude oil is unrefined, du e to the nat ural presence of the lighter hy-
drocarbons extracted in the refining process .
Another variable in crude oil is its sweet ness. This obviousl y is not
sugar swe.et ness , but refer s to t he presence or a bsence of hydrogen sulfide
w.hlchhas a distinctive rotten- egg odor and can be toxic if breathed
'"dsufficl"entdoses. Crude oil with a hi gh content of hydrogen sulfide is can'
Sl ered sour" crude hil ' I ith id d
.. ,w e 01 WIt a low content of H
2
S is consi ere
sweet" crude.
REf'I NING
Many of t he and most heavily traveled sea routes are those over
which crude oil is transported to be economics of scale are such
that VLCCs a nd are very efficient 10. moving vast quant ities of
rud e oil fr om the drilling areas to th e refinenes.
c Upon arrival at the refinery, the crude oil is pumped fromthe vessel as
ickly as possible and placed in storage. The cargo pump s on the vessel
the oil from the cargo ta nks and push it to a tank farm
ashore via a ne twork of At some tenninals, ehoreeide booster
ump s assi st the vessel "...t h the discharge oft he crude oil car go. Shoreside
pnd vessel personnel work closely together in an effort to move the cargo ef-
and to eliminate pollution.
After t he cargo has left the tank vessel, it enters the maze of pipelines at
refinery (fig 3-8 ).10 t he fir st ste p, crude oil may be stored for a period to
allow wa ter in t he oil to se pa rate out and be drawn oft prior to refining.
Eve n if t hi s was done at the drilling platform, the may still be re-
peated here to better remove the water from t he oil. .
Many di fferent methods are used in t he refining of crud e some of
which a re qu ite complicated. They vary wit h the type and quality of the
., .... ...

'-.. J ; .
: .. 111 _:"..-
- ..-; . , - .. ... -
' I tJ.:.-.c , 11, 1 , ..
" '. 1 . '. 1- . - t - , I
] . - . --- - - I . I . ...., _ _ _ _ I
... _ _... _ ':.-- __ - . J I'
. .. ' I
' j' ........ -.1 ,.:,,'
. J r;.- ':- r " I
I "" lItll
I :1 " " _ '.
"'''11
111
..
, !.L ,4It _, ' .....
el it begins its journey through the
Figure3-8. Once the cargohas left the tank veeser, Chevron Corporation.
, , finery Courtesy
maze of pipelines t hat make up a re I .
tower may be present. in whi ch the at mospheric preaaur e has been reduced
to nearl y a vacuum. In this tower. th e residuum can bevaporized furt her at
a lower 80 that it will not break down chemically. Thus, more
of t he erode 011fractions ca n be dr awn ofT through the vacuum distiller.
Cracki ng
Asecond operation in the refin ing pr ocess is the breaking down of gas oil
called "cracking." Cr ackin g is classified as either thermal (if a distjllation
tower is used to break down t he oil mixture) or catalytic (if a catalys t is
used). Acatalyst is a substance that assists in the breaking down ofthe gas
oil without itselfexperie ncing any chemical changes. The catalyst maybe a
fluid which is pumped into a chamber to mix with the oil, or it may bea
solid which the oil passes over . Following use, the catalyst is cleaned by
buming. This removes t he waste carbon from the surface of the catalyst
and also heats the catalyst for further use.
There are cases where t he residuum cannot bebroken down by either
th e distillation tower or the catalytic cracker. In these cases, the residuum
is sent on for further processing to the "coker."The coker unit processes the
resi duum into a cokelike product. which can be either a liquid or a solid.
The coke is created from t he intense heating of the residuum in the coke
fur nace.
rode oil. new products are required. it may be necessary to
c h de.Refini crealf!
refining methods to meet t , CAe nee 8 e mmg I S accompli sh ed th Ile'li
number of different operations, but basicall y the cru de oil is
then built back up into other products, and finall y blended into h dlllltti.,
ucts found in the marketplace. All of this requires a lot of che e PrOd.
, t tn
l
8try
some very sophisticated eqwpmen . and
Fracti onation
The initial process in refining crude oil is fra cti onation. This inv I
d
'I' ita 0 vcsth
breaking down of the ern e 01 moo I component parts (fig. 3-9),As e
crude oil is broken down, products such as kerosene, ga soline fuel "I the
many others arc tak,enout o,ft?e is
distilling the Oil. The distl.lIahon JS hke la rge boiler or teake:'
tJe. The eru.de oil Is until the vanous :achons begin to "boil oft:'
These fractions vaponze and then condense hi gher up i n the distill r .
tower (fig. 3-10). Because the different products h a ve va rying hoitin;:
condensing temperatures, the tower effe cti vel y separates out most oftb
components from the crude oil. e
The part of the crude oil that does not vaporize in t he di stillation unit
called "resi.duum."This mixture can be used for fu el oil , or it can befurther
processed mtc other products. In some refineries , a second distillation
REFI NING
61
Figure 39. In the refinin It"into
different chemical g process, crude oil is first broken down, then "bUl . the
marketplace. Cou,,::pounds, and finally blended into the pr oducts we seeIn
y ARCa Photography Collection.
Uquid lracllonontray
Figure 3-10. The initial process in refininj{ crudeoil is fractionabon. The.dis-
tillation unit is similar to a large teakettle. The crude I S heated until the various
fracttonabegin to boil off. Courtesy Shell Oil.
OIL t:XI-'I.(lHAlll.m ,mL' , ....
REVIEW
63
BUILDING PRODUCTS
Once the crude oil is broken down into its parte t hrough thedis-
.' ki recess chemist s begm building- t hose productsn
tdJatlOnorcrac mg prcceee. . . f d "'.
. d etnal sociew- Th e Butlding 0 pro ucta OCCurs in ...
sary to run an m u . I . ti d ,,,any
. I di .....forming alkylation. po ymenza Ion . an hYdrog
ways , me u mg ,..- ' b . ena.
tion. Many refin eri es use a variety of th ese processes to uild th eir prod.
ucts. while others may utili ze only one or two processes .
Reforming
Reforming is the process of rearranging in the
presence of heat and a catalyst without changmg their chenucal composi.
tion. The total number of hydro gen and ca r bon atoms in the moleCUle are
not changed, but some bonds are broken and new bond.s are fonned. This
process all ows refin eries to upgrade th e octane of gaso.lme components as
well aa to build aromatic hydroc arbons. These a romatics are th e basis for
many plastics, expl osives, and ot her hydrocarbon products.
Alkylation
Alkylation is the process of taking small hydrocarbon compounds and
building them into larger ones. Different molecul es can be combined tocre-
ate products such as high- octane ga soline or aviation fuel. The alkylation
unit places the hydroc arbon and alkyla te catalyst in a furnace to allow
them to mix together. The catalyst assi sts in t he buil ding of the complex
hydrocarbon molecules desired.
Polymerization
Polymerization is very similar to alkylation except that the molecul es built
together are all ofthe same type. The process al so in volves t aking smaller
molecules and building larger ones. In both the polymeri zat ion and the
alkylatlo.n heat and a catalyst are used to speed up the process and
make building conditions less severe.
Hydrogenation
Hydrogenation takes the free hydrogen molecules rel ea sed when hydro-
carbons are broken down and mixes them with unstable hydroca rbon com'
pounds In thi h .
. sway, t e compounds that are being crea t ed can fill their
ne.cessary hydrogen bonds and become more stable This a llows the ere-
ation of compla h db ' b k
d x y rocar on structures that will not decompose or ree
own as ':aadil
y
as the unstable hydrocarbons Further bl ending of these
the creation of a variety ofhy'drocarbon-ba sed prod
uc
.
t8
.
are other methods of building, mixing. a nd
hydrocarbo e four processes mentioned form the largest percentage0
n reetmenta. In some cases, due to the hydrogen sulfide con-
tent of the cr ude oil, it mu st be "sweete ned" befor" .""C' . beet
W d. ... ,...... slDgcan eglD
This process vanes 109 the amount of hydrogen sulfide in
crude oil and t he desired sulfur m the end product.
BLENDI NG
Once the chemistry of buildingt he corr ect hydrocarbon compounds is com-
plete , th e components are ready to be assembled into the various products
the refin ery produces . These pr oducts vary by location, quality of erode oil.
t ime of t he year. and market demands. Avariety of producUl based on gaso-
line stocks can be created for different sectors of a market. Gasoline can be
regul ar, high-octane. unleaded, summer- or winter-bl end, or a combina-
tion of these with detergent added. Other products such as lube oils,
greases, waxes, and a varie ty ofeolvente and other pet roleum products are
blended in the refi nery to serve the needs of the marketplace.
Ofte n t he blending process creates products that are hazardous , flam-
mable, toxic, or corrosi ve. Th ese products must be contained in ta nks or
storage cylinders that all ow for app ropriate separation and reactivity pre-
cauti ons . In some cases, the products may react wit h the steel on the inside
of the vessel's tanks or a shore tank . If t his is the case, stai nless steel or
ot her li ned tanks and pipelines are used to move these products .
Once the bl endi ng and tes t ing are complete , products may be moved
away from t he refi nery in a variety of ways, including tankers, pipelines,
tank railcars. or tank trucks. All modes of transport requi re special atten-
ti on t o the haza rds and dangers of moving petroleum products . Such haz-
ar ds in volve not only the obvious environmental hazards, but many other
dan gers as well .
REVI EW
1. Wh at are three broad classifications of crude oil?
2. What is meant by a sour crude oil?
3. Wh at is t he fir st step in th e refinin g process?
4. Define t he followi ng te rms:
Distillation
Cracking
Reforming
Alkyl ation
Polymeri zation
5. What is the purpose of blending?
CHAPTER 4
Cargo Piping Systems
C
argo pipingsystems are an integral part,of tank vessel. The pipe.
lines provide the path for the flow of liquid to an d from the cargo
tanks. Thepersonin-charge(PIC)ofthe cargo oper ation mu st have a thor-
ough working knowledge of the piping system to avoid the possibility of
spilJs or contaminations, Newly assigned personnel should familiarize
themselves withthe system bycarefully tracing out the piping prior to as-
suminga cargo watch. Cargopiping systems can be classified in a number
ofways. Oneapproachis by location of the piping in the vessel:
I. Bottompiping (if80equipped)
2. Ded: piping
3 Pumproompiping (if 80 equipped)
BOTTOM PIPING
'Direct Piping System
. 's by one or more main lines ori-
from the cargo tanks to the pumproom.
. sel'Ylce a certain number of t anks referred to as a
is a simplified view or a direct pipingays-
vessel.
I
T

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G
"
Beveled lorwelding
to suction pipe
Radial ribs prevent
vortex lormation
and set bell to proper
height
bedesigned to simulta neously handle 8 wide srr
'Tankve del, thO number of cargo systems or groups. Parcel tan'kY"
..aMebas' on e b f '
'!ll- - erell designedwith the num er 0 segregat IOns as Been0
I"n Y th S bulk America with t wenty-one cargo sys tem,
I such ae e eo .
BELUIOUTH
bi d fthe piping in each cargo t ank gene ra lly has a flared she
e uter en 0 . I b '"
ferred to as a belJmouth. FIgure 4-2Illustrates a typica ellmouth found
the after end ofeach tank through which th e ca rgo tanks ?re loadedand
di
h d
The cargo tanks generally have two such opemnga known a
Be arge . hi h in di S
Vis main and stripping bellmouths, W rc Ill er In rmens ron and in 10Ca.
Ion as measured in distance from t he bottom of t he t ank. The stri pping
bellmouth is smaller and is placed closer to the t ank bot t om to facilitaw
draining at the end of the discharge. The bellmouth is designed to mini.
mizevortexing,a whirlpool effect that occurs as t he ca rgo level approaches
the stripping stage in a tank .
Bonom p!atill9
preeent8 the end of the bottom piping in
Curing.
BRANCH PIPING
bellmouthconnects toathwartship piping kn own as branch piping. As
shownin figure 4-1, the branch piping connects the center and wing tanks
main line. For example, the forwardmost cargo ta nks-
P.Qrt &riter, and starboard, commonly referred to as "1 across"-are
CARGO PH'I NO SYSTEMS

\
Figure 44. Large-diameter bottomcargopipingin onevessel under construction.
Courtesy Jeremy Nichols.
Figure 45. Cargo piping secticne connected through the use of bolted flanges.
CoUrtesy International Marin e Consultants (lMC).
r -- p-
.
II .
'" z: :', '. -
..
............ --.... ='-'- -
- .-. - --
:I' ...- ,- .;
'- . , . ...:,
Loop (Ri n g Main)
Another type of bottom piping system commonly on barges and cer,
tern
d
edicated ..........0 carriers is a loop or nng mam. Fi gure 4-3 iIIustr.t
... I h ea
toopsystem in which the piping ":lnsln a conunuous eire e t roughout the
bottom ofthe vessel. interconnecting the cargo tanks pumps. Aloopar,
rangement is suitable on vessels where cargo segrega tion ill not a critical
factor such 88 cru de-oil carriers .
In Iaet, some large r-crude-oi l vessels are designed wit h minimal bottom
piping in the cargo tanks. This a rrangement is commonly referred to as a
free-flowvessel. Cargo flows through the bottom ofth.e via remotely
cont rolled sluice gates in the bulkheads . As t he vessel IS dIscharged andde.
velops a tri m by th e ste rn, cargo is directed to the bellmouths located in the
aftermost ta nk. Only a short run of bottom piping is therefore needed to
connect the hellmouths in the after cargo ta nk to t he pumproom. This sig-
nificantly reduces const ructi on costs by eliminating a major portion of the
large diameter piping that would otherwi se be necessary.
Piping Details
The dimension of t he piping is usually dictated by the size an d capacity of
the eargo pumps as well as the anticipated loading ra tes of t he vessel.
Coastal tankshi ps and ba rges generally have ca rgo piping ra nging from10
to 14 inches in diameter, whe reas the piping on large crude-oil carrie rs can
reach 24 to 36 inches in diameter. The proper support and anchoring of the
bottom cargo piping can be seen on the vessel under constructi on in figure
4-4. The cargo piping is usua lly constructed of steel or equivalent material
(carbon steel) although vessels carrying certain parcel s may requi re the
use of special material such as stainless steel. The schedule of the piping
(thickness of th e pipe wall) varies wit h the service in whi ch it is em-
ployed-cargo, inert gas , or va por . Federal regulation stipulates that cargo
piping must betested eve ry yea r hydrost aticallyI and a record of such tests
must be main tained on board.
. Cargo piping sect ions are connected t hrough the use of bolted flanges or
slip-on (Dresser ) couplings. Bolted flan ges (fig. 4-5) a re employed to con-
nect successive lengths of cargo piping; however they do not afford the de-
gree of flexibility necessary to handle the bending st resses of t he vessel or
the thermal variances of the pipe . Slip-on couplings. on the ot her hand (fig.
4-6). provide a leakfree method of connecting piping wi thout the need for
flanges . These couplings accommodate cha nges in te mperature as wellas
bending of the vessel (te nsion and compression forces) that occurs
mg cargo operations and at sea. Some ope ra tors have experienced problem:;
connected to the sta rboard main through the bran ch line. Many new
f!lE'l!l arE' equipped with two bellmouths that operate through a 8ingle ::.:
a!l seen In figure 4 1.
10
CARGO PIPING SYSTEMS
wIth ,dip-on couplings (fig. 47) due t? excessive movement of t he piping
and dt't.t,noration of the gasket matenal cau,sed by cargo. Anot her ap.
proach to welded piping connections is t he tn.staliatlOn loops or bends
that allow the piping to expand a nd contract without causing undue st rai n
or possible fractures .
DECK PIPING
The above-deck piping generally consists of one or more discharge mains
eonnecung the cargo pumps to the manifold piping. The
cargo manifold is the bitter end of the on-deck piping th at forms the inte r.
face between the vessel and the shore facility. The manifold is generally lo-
cated amidships and equipped with valves and blanks. It is considered
sound practice to always close the manifold val ves when t here is no active
transferofcargo. Securing the vessel piping in this manner is a pr ecaut ies.
ary measure against the possibility of cargo movement (gravitation) when
the transfer has ceased. The end of the manifold piping is fla nged t o pennit
to the shore facility via flexible cargo hoses or mecha nical load-
mg arms.
ing sections con ted h
u yin . nee t rough t he use of Blip-on type
temeuonal Marine Cons ultants UMC).
Dresser Style Pipe Couplings
'Oresser" style couplings are widely used lor connecting pipingonboard company vessels
because they provide the fleltibility necessary to withstand stresses caused by Bltpansion and
ecetracnon during temperaturechanges. vessel motionin a seaway. andvessel vibralion.These
ereesareabsorbedwithout damage to the pipeor leakage at thejoint solong asthe Dresser
couphngs are property lilted and well maintained.
Unlorlunately, Oil spills have occurred onboard company vessels inthe pastdue10 Dresser
couplings rupturing or separating
Many of thesespills happened becausenearbypipingwas notpropertysUPpOrted.allowing
motion at the coupling.
Dresser, style couplings will not maintainan oiltight seal or holdpipesectionstogether it
pressunzae Without the pipe being clampedor securedon EACH SIDE of thecoupling.
T.herelore,neverpressurize the line it the pipeis nol securedandfirmly on both
siCkls 01 theflexibleseal The mas ter shouldbe advised of anyrepai rsrequiring the. removal.01
in.hne supports so that precautions can betaken. Dresser couplings Will alsofall
thepipe is not straight, so always align the pipeproperly when liltingnewcouplings.
Oil spllls areextremely dangerous and cosily, andeveryettortshould be made .to ensure
[heydo nol occur on your vessel. Since Dresser style couplingsarethe Ilnl( In the . .
Proper Inslellallon, support, and maintenance ol lhesecouplings Isessential to sateoperations.
4-7. An important messa ge from one fleet operator concerning Dresser cou-
phng. C . . LLC
. curtesy Chevron Shtppmg Company, .
CARGO PI PING SYSTEMS
Flanges
Manifold fla nge s are usually in with a national
d rd to ensure a s mooth operation when m a k m g the connection be

ath' vessel and the facility . I n t he United States , t he Ame ri can N .

ween hi ' h th a.
tional Standards In!lti t ute (ANSI ) pu I S e criteria lor standardized
flanges incl uding such items as the following:
I. Inside diametRr rn
2. Outside diameter tOD)
3. Bolt circle diameter (BCD)
4. Number of bolt holes
5. Thickness of the flange face
6. Raised- or rtueb-fece fla nge
7. Material of ecnetrccnon
Another recognized source dealing with stan da r dization of fl anges and
manifolds on vessels i s Recommendations for Oil Tanker .Uanifolds and
Associated Equipment from the Oil Companies Internationa l Marine Fo-
rum IOCIMFI.
Wh en connections are made using bolted flange s , t he following require-
ments must be met:
1. Suitable gas ket material must be used in the j oints a nd couplings to make
a leak-free seal . It is not advisable to double up on gaskets or to reuse
them. Gaskets are gene rally constructed of a fiber or neoprene material;
however , Teflon may be used with certain cargoes .
2. When ANSI flanges are employed, a bolt must be pl aced in every other
hole at a minimum, and in no case should less than four bolts be usedin
the connection. Be aware that company policy usually specifies t hat a bolt
be installed i n every hole.
3. When usin g non-ANSI flan ges , a bolt must be pl aced in every hole.
4. For permanently connecte d flanges , a bolt must be placed in every hole.
5. Each nut and bolt should be uniformly tightened to distribute the load and
ensure a leak-free seal. Any bolt exhi biting signs of strain, elongati on, OT
deterioration should be removed fr om se rvice.
The proper sequence of tightening a typical bolt con nection is shown in
go, ii-B. When it's necessary to install a blank (b li n d fl ange ) on t he man-
ifoll:1 ct.1ons can be found in figure 49.
Couplings .
.
8ecunng.the hose ormechanica1loading ann t e neet
of quick-connect couplings . The t ypi cal qUlck<OJl
6
e
Tighteninga bolt cilcls
perway to lighlen up a ringis to take the slackupevenly \hen u
TNl baCk and ' onh as showninthe draWing Don't OV8foo'lI
can be eaSilycracked by tIghteningthe boltCilCleUI'leVllI"tf' ee lhal .
eser pressure onthe wleoch can stnp the boltthreadsorpuI out ....: .... lhal aIt1Ie
flce
SS
u'"s,""
Figure 4-8. The correct procedure for tightening a bolt circle. Courtesy Chevron
Shipping CompanY, LLC.
Blind lIange
There is a right way and a wrong way \0 put a blind flange on a cargonser. The wrong voay
produces damaged lingers and dented toes , This ISunnecessary, Do It Itle rig
hl
way.
1. Stick a boltthroughin a bottomoil-center hole. _ lh nnge
2 Plc!I upthe lIange withbo\h hands and hang Iton the boll usmg anyhols l"notebeadroPped
siena nuton the bolt. The lIange Is nowcompletelyundercontrol and can Th , ....
3 R I I motf..center hole, as
. 0 ate the Ilange and stick a boll through in the other bot0
4,bolls Will catch the gas ket.
Putgasket Inctece
fll "".
nsert remainder01bolts and tighten
Figure" 9 I' d flange (blank) on a cargo
Illa' t -a. The correct method of installi ng a b 10
Ill. old. Courtesy Chevron Shipping Compan y, LLC.
4. The resultant connection is positiveand
leakprool. it is impOSSible,to loosen the
cams whichareautomaticallyratchet
locked, except by use01 the Col wrench.
2. TheactualconnectIOn 1$ by
lacing the e-lCoupling k) a matching
ASA!lange. NocntlCalalignment ol bolt
holesor gasket it recessers
3. Asimple movement with the special Col
wrench secures each ratchet cam with a
wedging action, while compressing the
buillln aring.
F' . . Ily employed at the cargo
'K'Ure 4-11. One style of quick-connect coupling typlca
manifold (Cam. Lock). Courtesy MMC Inter national Corp.
1 Herea ralchel Col Coupling in studded
. configuration ISbolted to an eKlstlD9 ASA
hoseflange lor a cne-nrne permanent
installation. The coupling is Itl enready to
be jOined at any lime to a matchll'l9flanged
tees . manifold, or pipe 01comparable
diameter.
couplingsin use today are hydraulic clamps and rotati ng locking cams
(Cam-Locks). Regardlessorthe type of quick-connect coupli ngemployed, it
must be acceptable to the commandant of th e USCG. Fi gure 4-10 ill us-
trates a boltedconnectionand a qui ck-connect coupli ng.
step-by-step sequence of connection using Cam-
Locks IS illustrated in figure 4.11.
Reducers
Foraituations wherethe l' Id
the flan th veeae emanito flange differs in dimensi on fr om
vessels:: on hose or.steel ann, a reducer must be ins t alled. Tank
enablecoJection
Y
for this purpose (fig. 4 .1 2), to
thal;is beingCOnnected to th re facl,hty. Figure 4-13 illustra tes a r educer
Ifthe flanges ofth, '1 veesel a cargo manifold.
. . vesaa and hose d t I' 1
Piece III frequentlyused to k 0 a ign properly, then a epoo
possible. A s pool pi ece is a
Icfn to the manifold Re bl be Utilized as an adapter or a n exten-
erl' . . mOva e spool .
. It IS necessary to provide a . .pieces and blanks are also useful
Itlvecarj"oes. POSItive means of segregation between
Figure 4-10. Manifold coMedions typically are bolted or the y employ quick-
COllDect couplings.
Figure 4-12. Most tank vessels carry a wide array ofdifTerent size reducers . Cour-
tesy International Marine Consultants ClMC).
77
Crmll'iOYPTS
. a cargo transfer it is frequentl y necessary to ere
punng . vSS over systems
a
re several ways to mterconnect ca rgo ayetema on a to k I .
There I h " n veeeet. One
a
ch common y seen at t e ma Olfold 18 the Ulle of ate.
IIPPr1l d hi h . f h . mporary pipe
called a runaroun w IC IS pre a n cated pipe (fi g. 4-14 ) designed to
_ nneel two or mor e cargo sys te rn!J at the manifold It ' II
inter.... . . I S usua y at-
tached (bolted ) to the offsho re manifold when it is necessary to inte rcon-
t th
e cargo systems. A number of factor s may necessita te th f
nee . h fl l . euseo a
oov"r includmg t e o owing:
cros"" <.
I. Limited number of loading/discharge hoses or a rms to conduct the
transfer
2. Convenience when loading a single grade of cargo
3. Expeditin g a cargo tr ansfer
4. Rerouting t he cargo opera tion when a problemexists
A second method of interconnect ing cargo sys te ms at the manifold is
the use of permanently in stalled piping referred to as a "mixmaster" Fig-
ure 4-15 illustrates the fixed piping of the mixmaete r running across the
top of the manifold pipin g.
Fj
gure 4-14. Cargo systems interconnected at the manifold t hrough the use ofa
runaround(temporary piping). Courtesy International Marine Consultants (IMC).
CAR{l O PIPING SYSn;MS
Figure 4-15, Cargo systems interconnei:ted at th e manifold through the use of.
mtxmester (permanent piping). Courtesy Mark J ones.
A thi rd crossover uses a flexible hose, usually called e jumper, to inter-
connect cargo systems at t he manifold on the vessel. The PI Cmu st exercise
ext reme caution when using a crossover between cargo systems, given the
increased ri sk of contami nation. To protect against the possibility ofleak-
age, crossovers a re typically equipped with blanks , removable spool pieces
(pipe sect ions) , or double valves for segregation.
CARGO HOSES
Flexible cargo hoses a re frequently employed to make the connection be-
tween the fixed piping on the vessel and the shor e fac ility. Barges gener
ally carry a number of cargo hose s on board whereas t ankshipa utilize
hoses provided by the shore facility. The most common hose t ypes used for
transferring cargo are rubber, composite, and st ainless steel.
Rubber Hose d
Rubber hose consists of three basic components: tube, r einforcement, ann'
cover (fig, 4-16). The PIC should check the suitability guides from the
TU8
r . trans'
utacturere in order to match the correct hose type to the cargoes
d S
" ha
s those
porte.. orne -&,argoe8 require specially constructed ?ose s t 8 of
tifed tn cp 81 e trig -temperature service and with certatn ype
. I A number of material s are used for the inn t b
cllerJIlchn common being Buna-N (nit rile) in oil ..
e tC teher t I ' .. nc vttcnm
liDS' . and hig er empera ure se rvice. For st rength , \ 1
rJlst1C d \ ' evera ayers of
jlliI rste rreinforcement an stee mesh (helix) lypi cally Surr ound the tube
bose. The cover serv es as the outer protective layer for the lube and
oft '01 cement for the hose . Covers are generally made of n d
rei or h hvei eoprene ue
a ,',tance to weat er, p yeicel abuse (abrasion) and I I
its res . ' pe ro eum.
to hose has both advantages and di sadvantages: it is ru d b I
Rubber h t b ides a hi e , u
a in weight; a smoot u e pr ovi ,es a high flow rate, but il is inflexi-
he 'l' d it has good temperat ure resistance, but limited chemical reeia
-
tan
ce
. . Lth h ith b il '
The end fittmgs 0 e a re et . er U1 tom or swaged (crimped col-
lar) steel nipples that are equipped with welded carbon steel flanges,
Co mposite Hose
Compositehose is lig ht, flexi ble, a nd resi stant to most chemical cargoes . It
. constructed of numerous layers of polypropylene films and fabrics with
outer5spira Dwi re helixes. Composite hose is suita ble for chemi-
cal and oil service.
Reinl orcement-mult,ple
biaswrappedplies
01polyester reinlorcemenl
Helixwrre-c-anows hose Cover-provides protettion
10 be Used lor sucnon against external abuse
F;gu 4 h Courtesy Apollo Intema-
. re -16. Conatruction ofa typical rubber cargo ose.
honal Corp.
----.0---------CAtlUO t'1t'INU ::lnl'n.:MS
CARGO TRAN SFER
81
Stainless Steel Hos e
Stai nless-steel hose is compose d of a stainless-steel corrugated t
ered by a si ngle or doubl e stainless-steel braid. Stainless-stet!! h
- 1 - d hi h OSC III II '
ab le in situations where chemica resistance an Ig er tem per ature lltt.
be encountered. 1Jla}
Markings
Cargo hoses should have the following ma rkings:
1. Name of the product for which the hose may be used
2. For oil products , the words "OIL
3. For hazardous ma teri al s, the words "HAZMAT SERVICE-8EE LIST"
4. Maximu m allowable working pressure (MAWP)
Vessels usually mainta in a written record or the date of manufact
latest test date. tes t pressure, and bursting pressure for th e hoses ca:
on board. Cargo hoses are required to tested annuall y to one andODe
half times the maximum allowable working pre ssure.
CARGO TRANSFER
During cargotr ansfer , t he import ance of visually checking the hose canna
be overstated as operators have experienced problems ranging Ircmdeten-
orati on of the hose lining (tube) to complete failure. Although cargohoses
are ruggedly constructed, they st ill repr esent th e weak link in a cargo
t ransfer. The person in charge of the transfer must keep a watchfuleye00
the hose, the connections, and in part icular the vessel moorings.Themoor
ings must be properl y tended during th e cargo transfer to keep thevessel
in positi on alongside the facility, Failure to monitor the conditionof the
lines could result in unacceptable surging of t he vessel or movement offthe
dock, whichcouldplace undue st rai n on t he hoses and connections,Accord
ing to federal regul ati on, the car go hoses and steel arms should be long
enough to allow the vessel to move to th e limits of its moori ngs without
placinga strainon the hose, arm, or transfer piping system. Several factors
should be considered when determining th e number of lengthSof cargo
h be -d * ose to connected. The PI Cshould account for th e range of the n em
locality, the anticipated change in freeboard of th e vesse l, wind and
t
di - f eSSI\'f
ren con Itione at the facility, and vess el t raffic. The use 0 exc bl bl
lengths of cargo hose is discouraged as th ere is an increased risk ofa Ig.
, .' sen'
of hose getti ng pinched between the vessel and dock' thi s could have d
' lth sa .
OUB consequences. The cargo hoses must be properly supported WI r g
dlea or straps to prevent kinking or damage to th e hose and its coup
(figures 4-17 and 4-18), The use ofa single rope sling is not reco
mlI1en
I
-ning or s upport tng the hose asse mbly , Figure 4 19 is a guid f
when I ' 11 - f h d e rom
h
.. manufact urer 1 ust r eung some 0 t e oa and don'ts when k
ne use "" worx-
? Ith cargo hoses .
IOg;e ves sel is usua.I1Yequipped with a chafing rail in the vicinity ofthe
manifold to prevent or damage to hoses. The hose all!!embly should
Figure 417. Proper support of a cargo hose requires the use of slings or saddles.
Courtesy Apollo Inte rnational Corp .
Figure 4.18. Flexibl e hos es should be supported by belt slings, saddles, or bridles,
Courtesy Chevro n Shi pping ,
GARno PIP ING SYSTEMS
CARGOTRANSFER
83
rrccrrect

Never use hole unsuppor1ed

Never use hose unsuppor1ed

Protect aga ,nSI sharpedges-

doclo:. edge. ship', ralr. etc

Never IJS& hose unsuppotled

Correct
=
Always support hose near COUpling
Acceptable

Support hose with slings

where appropriale
rial . Addi t ionall y, t her e he no gouges, cu18,or slashes that pene-
te the Iir st layer of hose rcmforcement.
traU'
l\l e chani cal LoadinK AnnR
Modern ahore facili ti es that accommodate lar ge veeeels and have high
cargo transfer rate s frequently URe mechanical loadi ng anna, which are
steel pipes that te lescope to ma ke t he connection with th e vess el manifold
(figures 4-20 and 4-21). These are referred to as "chickeans."
The arms are cont roll ed hydrauhcall y and employ swivel jcinte which
enable th em to follow the movement of the vessel at the bert h. Although
steel arms a re of handling greater pressures and flow rate s th an
hoses. the perllon-lO-charge shou ld be awa re of'severa l concerns with their
use. Mechanical loading arms have a li mited opera ting envelope, which
means they are much less forgiving than cargo hoses when the vessel he-
ginsto surge or drift at t he dock. The PIC should take this into account
when spott ing t he vessel and pr operly te nd the moorin gs to ens ure the ves-
Bel stays in position at the berth. mechanical loading anna employ
some fonn of quick-connect coupling such as hydr auli cclamp s or Cam-Locka
when connecti ng to the manifold . As in the case of cargohoses. it is impera-
tive that suitable gasket material or a -rings be installed in the connect ion
to maintain a leak-fr ee seal. In t he United St ates. mechanical loading

Nevel support hose with single rope

Figure 4-19. Hoae handling guide from one manufacturer . Courtesy Uni-chem
Hose Corp.
be drained at the end ofa cargo transfer prior to its removal from the
fold. A number of methods are used to drain the hoses, including graVlty,
vacuum pump, or blowing the line clear with a suitable gas under presllUl'f
y
Th e per son-in-charge is required to inspect the hose pri or to use for:.0h
unrepaired loose cover s, kinks, bulges, soft spots, or ot he r defects W na-
would permit the discharge of oil or hazardous cargo through th e hOllem
Figure4-20. Mechanical loadi ng anna (chickBans) used to mske the connection be-
tween the vessel and the facility. Courtesy Mar garet Meehan.
Support hose with Slil19s Never oyerb8nd nose oreucw hose
10hang between doCkand Ship
. .. 1'lt"I NG
85

Figure 4-21 Mech . II di
. emce 08 ng anna have a limited ability to follow the move-
ment of the vessel at th berth Th th'
'. e . e PIC muet therefore keep a close watchon
moonng linea, CourWsy Margaret Meehan.
must meet t he desi gn , fabri cation, material and in .
" ." u,'remen1s contained in ANSI B 31 3 Ea" h' mech and teet-
. req . . " ... ... antea oadin
tn t is In accor da nce Wit h this etanda rd mu st have g arm
tha 's certificatIOn permanentl y marked on the ann a manufac_
ture r .' A h d or recorded else
h
.... in t he Facilit y. tt e en ofacargotra ns ferthe rem t he .
w ere ff h ' U II a means
to dr ain or close 0 t e ar m pnor to breaking the connection.
Loadi n" Il rops
The cargo deck is oonn{'Cled the bottom piping through vertical
linescalled loading drops. !hese lines are used when loadingthe vessel
(roDl shore. On vessel s equipped Witha pumproom, the drops route the cargo
to the pipmg and the tanks. Loading the vessel through
these hnes permits the operator to bypass the pumproomentirely It '
sideredsafe avoid loading through the pumproom a
exi8tB, thereby Isolating the cargo pumps fromthe loading pressure.
The person-in-charge the status ofthe pumproomvalvesprior
to t,he loading Each cargosystem or group is gener-
ally servtced by its own drop line; however , some highly segregated vessels
such as those with in-tank pumps may have a drop for each tank.
P UMP ROOM PIPING
The pumproom is a complex compart ment that is the heart of the discharge
operation on a ta nk vessel. It conta ins the necessary piping and pumping
equipment to deli ver t he cargo to the shore facility. The pumproom is a
comparatively small compartment usuall y located at the after end of the
cargosection of the vessel. The aft locati on of the pumproomtakes advan-
tageof the tendency of the vessel to trim by the stern during a discharge. It
is alsoclose to t he engine room. Locating the cargo pumps at the lowpoint
in the system enables the pumps to operate in a head condition, which re-
sults in a mor e efficient discha rge operation. The proximity of this space to
the engine room is also convenient when connect ing t he pump to a drive
unit. Due tothe complexity of the pipin g in thi s space, the per son-in-charge
must carefully trace t he lines to become well-versed on th e proper lineup of
the system. Figure 4-22 is a simple pumpr oomsketch showing the bottom
piping from the tanks directing cargo to the suction side of the pumps.
From the cargo pumps, the vertical discharge lines deliver t he cargo to
the manifold and onward to the shore facilit y. Most pumprooms are also
equipped wit h crossovers that permit t he cargo systems to be intercon-
nected on the s uct ion and discharge side of the pumps. To prevent the
poS,sibility of contamination through the crossovers, it is advisable to
m81ntaindouble-valve segrega tion or install blanks bet ween the systems.
Another function built into the design of the pumproom is th e ability to
BASIC VALVE TYPES
87
Rising or nonrising stem. \Vhen the stemmoves up and down85a functi.on
of operating the valve, it is classified as rising stem. In a nonrising stem
valve, the gate or disk rides up and downon thespindle throughthe useof
a reverse thread.
Throttling or nonthrottli ng. A valve is ccnaidered throttli ng when it is
suitable for controlling liquid flow, meaning it can be operated in a par-
tially open position. Nont hrottHng valves are not designed to control flow
and should only be used in a fully open or fullydosed position. Operators
should bear in mind that t here is a risk or jamming when using a
nonthrott ling val ve in a partiall y opened position.
Manual or motor-operated . If the valve wheel is physically controlledby
theoperatorI it is a manual val ve. In automated cargosystems, the valves
are frequently operated through the use orhydraulicor pneumaticmotors
connected to the stem.
Local or remote actuation. Localcontrol means the operator is at the valve
and controls it dir ectl y. When the valve is located some distance fromthe
operator such as at the bottom of a cargo ta nk, it is then necessary to in-
stall a reach rod for remote actuation. Areach-rodassembly is a series of
steel rods coupled to connect the ste mofthe valvein the ta nk to a valveop-
erating st and on deck (fig. 4-23).
3.
4
2.
1.
BAS I C VALVE TYPES
Valves are the devices installed at various points in the cargo system th at
enable the operator to control the flow of liquid through the piping. The
rson_in-charge shoul d ha ve.a n under standing ofthe worki ng princi ples
ped limitations of the valves m the cargo syste m.
an Valves can be ca tegorized in t he following ways:
baUll8l. The ca rgo pumps us uall y have a connec tion to th .
UlltCon rion in t he hull calle d a sea chest. The piping tha t e sea Vl8 a
n
elra
. id f t h connects the sea
pe t to the suction 8 1 e 0 e ca rgo pumps is commonly called t
chell d in the case of the crossovers mentioned ea rl ier he sea
1
pC l"" . 1 . ' one can expect to
d ble sea-Buctlon va ves separat ing the cargo eyete f
rood OU 11 . . id m rom the sea
" ' d . serious po utton mel ent, care should be exerci d h . '
r lIVOl . h ... .S9 W en takmg
o seawater usmg t e pum ps and lines. Commit cha pte r 11
en di of proper ball est tng procedures.
ror a 18
From
",,.
tanks
Maindeo:
manIfOld
- - - -
b ock
I
---
-- ---
---
pumproom
I
,
To
I
I
I
1
I
I
-
I
1
I
Riser
1
I
I
I
I
I
I
I
DIscharge
I
,,"'"
I I
I I
1
Chod<
1
vefve
Pumproom
drop
1
Reltef
1
valve
I
Main
\-
I
-
,
cargo

",mp
Pump Bulkhead
suction 1 1
I
1
I
I
I
I
1
I
_1-
Figure 4-22. Simplified drawin f th . .
go e cargo li nes In 8 pump room.
Personnel must exerc ise care wh en operating a valve remote ly wit h a
reach-rod assembly. If it becomes necessary to use wheel wrenches or
*}>ersuaders," the operator must gu a rd against the a pplication ofexcess
1ve
torque to the va lve. This cou ld sh ea r t he pins in the reach-rod couplings, re-
sultmg i ' .
n an tn cperative valve.
v I\ I, vt; ", YI' ES
89
Packing
I r,..;-- Slem
Gland
Gate Valve
rts of a typical ri si ng lite m gate val ve are shown in figur e 4-24
keypll f h \ . h .
'I'h
e
in at the top 0 t e va 18 t e operating mechan ism called the
Start
l
g \ which is ope rated either ma nually or by a motor The 8'-
dwh
ee
, h n h . . cem cr
!Jan . the rotating 8 a t at IS connecte d to a circular gate for disk ,
'ndle IS d Th kl
h moves up and own. e pee mg and gland ass embly makes a Iiq-
"".h
le
i ht seal where t he st.em exits the to p of the bonnet. The bonnet is th e
uld-
t
r
g
housing that is typically bol ted to the body of t he valve. When the
uppe . fully opened, the gate r etracts in to th e bonnet and out ofthe path of
The body of the va lve is t he flan ged POrtion install ed in the pipe-
the liqu! . h li id n W hi bod
. hrDugh which t e rqu r OWB. It In t he y of the val ve is a set of
bn
c
veer eferred to a s guide ri ? s.which keep the aligne d when moving
groo d down. When the valve IS10 the closed posutcn, t he operating gate or
wedged firmly into the seat.
dis IS \ h . '
Gate valves are a popu ar c oice In c? rgo systems w:ven t he ir- dur abil ity
dthe fact that they offer t he least resistance to nowmth e open position.
types of valves common ly fo.und in se rvice include butterfly,
globe. plug, and ball valves. Following a re vano us type s of valves installed
on tank vessels .
Locknul
BuShing
Deck plating

Tension pin Thrust washer
Relalner Bushing
WaShBf
Indk:8lof Hex head scraw
Indicator nul
Figure 423. Avalve operating stand on deck permits remote actuation (via 8 reach
rod)of the valve located in the bottom pipingof the vessel . Courtesy Haywar d Man.
ufacturing.
Comparison of Valve Types
The followi ng listings s how some ofthe adva ntages and di sadvantages as -
sociated with each type of valve shown in figures 4-25 t hrough 429.
GATE VALVE

til
Yokesleeve-
Gland - - -
Packing
Figure 4-24. The key pamof 8 rising stem gate valve. Courtesy U.S. C08st Guard.
Advantages
Simple design
Durable
Less prone to obst ructions
Unrestricted flow across open valve
Suitable for local and remote actuation
Suitabl e for bidirectional flow
Disadvantages
Not easily automated
Pronetojamming
High cost
Numerous turns
Nonthrottling
Figur e 4 25. Nunrieing stem gate valve.
Courtesy William E. Williams Valve Cor-
porati on.
CARGO PIPING SYSTEMS
91
Figure 429. Plug valve.
Check Va lve
The chec k valve is de signed to pennit liquid flowin only one direction. It is
typi call y found on the di sch arge side ofthe cargo pump and in the inert gas
delivery lin e on deck to preven t return flow. The check valve opens when
the disch arge press ur e from the cargo pump or inert gas fan lifts the oper-
ating di sk in the valve, thereby allowi ng flow (fig. 4-30).
The chec k valve is de signed to operate automatically either under a
weight (lift check) or spring load <swing check ) when the cargo pump or
inert ga s fan stops. The weight or tension of a spri ng on the disk causes
the valve to seat, thereby prevent ing ret urn flow. Experience has shown
that check valves a re prone to leak ing, pa r ticularly when installed in a
hostile environment. For example, the corrosive nature of inert gas can
result in a check valve deteriorati ng to the point th at it remai ns st uck in
Thi s section de scribes valves that serve a uni que function in the cargo
syste m of a tank vessel.
SPECIAL VALVES
SPECIAL VALVES
Disadvantages
Nonthrottling
PLUG VALVE
M vantall
es
Sifllple and compact design
Quick acti ng
V SII prone to obstructi ons
BallY to automate
Dur able
Suitable for bidirect ional flow
Figure 4-26. Butterfl y valv. C
. out1tt
Valve Man ufact urera As SOCiati on. 1
Figure 4-27 . Globe va lve. Courtesy Dixon
Valve and Coupling Company.
90
DlTITER"'I .Y VALVE
Adl'afltngf'S
Quick acting valve
Simple and compact deaign
Less expensive
Easy to automate
Disadvantages
Prone to obstructions
Prone to improper seati ng
Numerous turns
Not eas ily automated
High cost
Pressur e drop across open valve
Greater resistance to flow
Di$adt'aTltageB
Less durable
Prone to obstructions
Prone to leaking
Prone to improper seat ing
Nonthrottling
GW BE VAL VE
Adt'ontages
Precise throttling
Flow control
Durable
Directional flow through valve
BALL VALVE
Advantages
Quick-a cting
Simple and compact design
Easy to automate
Suitable for bidirecti onal flow
Disad vant ages
Nonthrottling
c urtt sy
Fi gure 4-28. Ball valve. 0 .
Willi am E. Willi ams Valve Corporation.
Figure4-30. Aswing check valveis typicallyinstalledonthe discharge s i o f ~ cargo
Pumpto prevent ret urn flow. Courtesy WilliamE. WilliamsValveCorporatIOn.
92
CARGO PIPING SYSTEMS
SPECIAL VALVES
93
Figure 4-32. Pressure-vacuum relief valves provide st ructural protection of the
cargo tanka. Courtesy Pennea Mari ti me Prot ection.
Vacuum
valve
sea,
Vacuum
valve
Pressurevacuum valve
vavebocly
Top covel
Pressure valve
Pressure valve seal
Vent pipe
a flame screen and louver ed vent on th e body of t he va lve. Conve rsely ,
when the vacuum di sk lifts , air rushes into the t ank through the same
openingtobreak the vacuum. Figure 4-32 illustrates across-sectional vi ew
of a typical PV relief valve.
Pressure-vacuum relief valves are usually install ed on standpipes con -
nected to each tank hat ch or on a central vent main when designed to pro-
~ t ;:roup of.cargo ta nks. Figure 4-33 ill ust ra tes th e typical locations of
~ th valves In th e ca rgo system. In the closed positi on, these valves en-
th
e e cargo tank(s) to rema in sealed, t he reby minimizi ng loss of cargo
rough va . ti
As . pon za IOn as we ll as loss of inert gas pressure.
l'V
'
WI th an y mechanical device. routi ne inspection and maint enance of
ve ves is . .
t()rs eb ld imperative to ens ure proper protection of t he vessel. Opera-
ou chec k PV va lves for the followi ng;
the open posit ion. A similar s ituation c ~ occur when ha ndling viscous or
high_l.('mperat ure pour-point cargoes which are capa ble of gummi ng up a
check valve to the point t hat it sticks open.
Reli ef Val ve
The reliefvalve is also found on the discharge side ora cargo pump; it Pro-
tects the piping system from the effects o ~ over-pressuri zati on. Relil'f
valves are springloaded and operate automatically when a preset preS8ure
is reached in the discha rge line of the pump (fig. 4-31).
When the relief valve opens, the cargo is returned to th e suction side of
the pump through a short recircul at ion line . prevent ing an y further
buildupcfpressure. The operation and sett ing ofthe r elief valves shouldbe
checked to ensure the cargo system is properly protected .
Prelisure.Vacuum (pV) Relief Va lve
The pressure-vacuum relief valve is s pecially designed to provide struc,
tural protection of the cargo tanks from the effects of over- or under_
pressurization of the tank atmosphere. The val ve contains two operati ng
disks (pressure and vacuumI that are held in th e normal ly closed posit ion
bya weight or the tension of a spring. The valves are designed to open (lift)
at a preset pressure or vacuum in the tank. When th e press ure disk opens,
the atmos phere in the cargo tank escapes, relieving th e excess pressure via
Figure 4-31. Areliehalve ia typically inSlalled on the discharge aide of the cargo
pumpto protect the eyetemfromoverpreeeurieatinn.
BLANKS
9.
Th
valves mu st be set to lift (ope rate) before t he cargo lank he at
e Th reac eeIta
' (l1Um design pr essure or vac uum. e pressure and vacuum l i f
ro
aJI
.0 nonnall y indicate d on the body orthe valve and d d
r
.
e

tingsar", h I 0 _1 - f setti r e mt e m-
m
anual for t e vesse . IW Ie settings vary ccneide bl f
rt gas . era y rom one
e I to th e next , however some typical values are as follow, -
vesse .
PV valves

Deck iaolaling valllll "
/
Tank isol aling
=>< ==:,==;;r====#=;] valva
IGma,n /
I
,-
S_
,-
Valves operate
Valve aeata and sealmg eurfacea are dea n and ti ght .
Flame I!creena ar e not fouled or holed.
Springs or weight.a are in goodrepair.
Vacuum lUlie{
-Q.5 psi
- 1.0 psi
P rt"88 U N' R elie{
1.5 psi
2.0 psi
BLANKS
Cargo tank PV valves
Mast vent pV valves
4-34. One type of blanking devi ce (spectacle blank) commonly found in the
ora vesse l. Courtesy Stacey Valve Co., Inc.
Ablank is a device that is gen erall y inserted at one of various locations in
thecargo pipin g system to provide a positi ve means of segregation between
cargoes. Several slyl es of blanks are in use, t he most common being a spec-
tacleblank tfi g-4-34). I n mos t cases, a blank represen ts e physical bre ak in
the piping; th erefore. any leakage is unable to continue past thi s device
andsimply leaks out ofthe line . Aspectacle blank consists oftwodisks-an
open (flow) and a solid (no-flow) disk- that genera lly swing on a pivot
point. The status of the bl ank is clea rly indicated by th e visible disk (refer
again to figure 4-34 .)
MaSI
/ tiser
MaSI
/liser
!]
::
t r
Bypass
varve
PV valve
<,
Deckl&OIatlng varve
/
rna"
Figure 4-33. Three applications of PVvalves.
96
CARGO PIP ING SYSTEMS
REVlEW
97
I. Verify that the piping is not under pressure (no ac tive cargo transfer)
2. Prio r to swi nging the blank, d.rsin. piping on sides of the blll.nk.
J Ensure the pipeline in quesnon I S Isolated by d OSing the
valves.
4. Do not stand in a position that could result in contact with th" cargo.
5. Cari'fully swing the disk out of the line and inspect al l f1 a ng" Or mating
surfaces.
6. Inspect the blank for corrosion and physi cal damage.
7. Inspect the D. ring or gasket material prior to installing the disk in the
line.
8. Check the disk for proper alignment in the pipeline and secure the blank.
9. Inspect the blank for any leakage after it is instal led.
Caution should be exercised
gui delines should be followed;
when swinging a blank; these ai...
..,pie
. r to 8 cargo transfer, t he hOlle must be visuall .
7 rn
o
I fi " YInRpected What
. the typica caus es or rejectIon of a cargo hoa ? Wh .
d rki ngs on a hose? e. at are the re-
ulre rna
qWhat ill the purpose of a PV valve on a cargo tank? List t h .
8 h Id h k h d ' . e ltemllthat
. a n operator II ou c ec w en con ucnng an inspection of the PV
valves. .. .
Whyare bl anks utIh zed mthe cargopipingofa tank vessel?
9. L. t the pr ecautIons t hat should be follOwed whenever 0 . .
IS . ne 8wmgs a
blank in the
Prior to the cargo hose at the end of a transfer,
10. what are th e typical methods of drainin g the line?
One dra wback to the use of blanks in the piping system is access forop.
eration. Blanks require local operation, therefore they are not user.
friendly when insta lled in such locations as the bottom pip ing of the vessel.
Blanki ng devices are often found at the manifold on deck, with a mix.
master , and at crossovers in the pumproom where access is not a problem.
An alte rnat ive to inserting a blank in the line is the use ofa removable
spool piece, a section of pipe wit h steel blanks on the ends of t he piping. Re-
moving the spool piece provides t he ultimate assurance agai nst any risk of
conta minatio n th rough the piping. Simple blanking devices, however , of.
fer reli able protect ion wit hout t he labor involved with a spool piece.
REVIEW
1. What are two common designs for bot tom cargo piping found on mod-
ern tank vessels?
2. What is the name given to the bitter end of pipin g located in t he bot.
tom of each cargo tank?
3. 'Yhat is meant by a ' free-flew" design, as applied to a large crude car-
rier?
4. Nonflanged cargo piping is connected through the use of what device?
Why is it used?
5. If the cargo manifold flange on the vessel differs in dimension from the
hose flange , what devi ce is employed?
6. If it IS necessary to cross over cargo syste ms at the manifold on deck,
what methods are employed?
... _ Tank coaming
Wind
. - - - -
.- - - -
+- Ullageopeflll'lg
.- - - -
.-- - - -
Cargolank
5 k
duri loading operation.
-2. Vapor plume developed above the dec unng a
Richard Beadon and Eric Ma.
Figure 5-1. Traditional open venting of a cargotank throughthe ullageopening.
Shown here, the vent is equipped with a flame screen.
T
he methodemployed to vent t he of a cargota nk on a vessel
is an issue that has plagued the tanker industry for man y years. The
earliest approaches, although simple and foolproof, pr esented serious con-
cerns regarding fire safety, health, and air quality.
The initial methods of cargo tank venting involved open vent ing
through a tank top or hatch at the deck line. During loadi ng and ballasting
operations, tank atmospheres typicall y exited through an ullage opening
in the hatch near deck level. This hatch se rved a dual purpose: first , as the
primary venting port and second, as the gaugi ng point for t he cargo tank.
Industry studies revealed that exiting cargo vapors te nded to settle and ac-
cumulate around the vessel in suffici ent concent rations to pose signi ficant
fire and health risks. Figure 5-1 shows the traditional approach of open-
venting through the tank hatch, and figure 5-2 illustrat es t he resultant va-
por plume developed during a typical loading oper ation.
CONTROLLED VENTING SYSTEMS
CHAPTER 5
Venting Sys te ms and
Vapor Control Oper ations
Over the past twenty-five yea rs, t he widespread installation of inert gas
(lG) systems on ta nkers has led to dramatic improvements in cargo tank
venting, now referred to as contro lled venting sys te ms . The deck distribu-
tion piping (t he fG main and br anch lines ) used to supply inert gas to the
cargo ta nks also serves as th e vent system duri ng cargo loading. Thr ough
the use of this vent piping, cargo tank atmospheres are directed
where t he prevailing winds at the berth can dilute and disperse the eXlttng
vapors, t hereby reducing the risks to the vessel and personnel. Cont rolled
_______ _ __
Dk IS0l8110" valve
ent inl{ systems ,in two ways: mast ri ser venting and
" . h_veloci ty venting. Fi gu re 5-3 Illust r ates three Controlled venti ng ar-
hlg ments in use on modern ta nke rs.
rlll1g
e
Mallt Risers
Mast or vents direct the exit ing cargo vapors well
abovethe deck vra hard prpmg releasing it to the at mosphere. The
use ora ta ll can seen m figure 5-4. Controlled venti ng ofthe
cargo tanks ve'! when certain meteo-
rological cORdlll.ORSexist (low wind and high humidity), vapor accumula-
tion is st ill poSSible.
A
Hlghveloclty vent val v9S
/ .
" Tank isola ting
." l'il valve
, .
IGmal ri /
CONTROLLED VENTING SYSTEMS
101
High-Velocity Vents (l1VV)
Another approach in systems is the use ofhigh-velocity
vent valve s. Two types of high-velocity vent valves are in common use to-
day: bullet val ves (fig. 5-5) and high jets (fig. 56).
High-velocit y vent valves operate off shorte r standpipes (6g.5-7) and
project the exiting vapors aloft. These device s work on a deadweight princi-
ple, prevent ing t he release of the cargo tank atmosphere until a predeter-
mined tank pr essure is reached. According to the manufacturers of these
...."
/nser
::
iJ
LBypass
valve
PV valve
<.
Decll. isoIaMg valve
./
,c.=
lorna,"/"
B
:::U,: venting arrangementa. A. Individual cargo tank vente
. p y. g hlgh.veloclty vents (HWs) and standpipes . B. Common ventingus'
Ing a Bingle mam IIG . .
HVV plpmg) and venti ng through one or more mast risers or
I. C. Common venu I ' c-
spher th h ng emp oymg a separate vent main which vents tostill
e roug one or more maet risers or HWs.
Figure 5-4. Vent stack method of controlled venting. Courtesy International Me-
rine Consultants HMC).
L BypaSS
valve
Venlmain
-,
PV valve
-,
Deckisolating valve
/

c
10 2 VENTING SYSTEMSAND VAPOR CONTROL OPERATI ONS
;1
,7 I . 2
.1 ~ Preuure valve
I bf ealhing
,
,
" .S - -,'
--
,' ....._ J
,
,
,
,
,
Mar1m H,-Jet MK III
Operation under d,tferent cond,tions
1
High-velocity VEll1hng
during loading or ballasting
1
,
~ i u r 5.7. High-v elocity vent valve on standpipe (bullet valve1. Courtesy Interna-
banal M .
anne Ccn sul tanta (lMC).
Figure5.6. High- velocit y vent ... alve (Martin Hi -Jet ). Artwork by Richard Beadon
andEric Me. Courtesy Martin Compa ny.
Vacuum reliel yatve
@ w'th QilS'I9f!il1gOOYtr
aod flame scrgell
(KSPV)
Pressure d'sk check lilt handle 8SSlImtlly
only l or KLPH.a.rKLPH-8 model

(j)
Hlgh elocity pressure
1 rellel al...e (KSPAj
KLPH (KSPA + KSPV + KSpn
,
@Stud bo/lIflUl
@Gasket
1. Regulatory requirements
2. Vessel trade
3. Types of cargo transported
4. Health concern s
5. Venting capacity
6. Experience factor
7. Convenience/ease of operation
8. Ease of maintenance
Pressure diSkcheck lilt tIlIndl e essembly
onlYlor KSPA3/KSPA-4 model
/ -
devices, a minimum exit velocity of30 meters per second is achi evedwhen
the valves open, ensuring that the vapors reach a cons iderable height
above the vessel.
The type of venting system an owner elects to install on a vessel de-
pends on numerous factors, including the following:
Figure 5-5. Cutaway viewofa high.velocit y pressure-vacuum relief valve, eleore-
ferred to as a bull et val ve. Courtesy l an -Conr ad Bergan, Inc.
104 VENT ING SYSTEMS AND VAPOR CONTROL OPERATI ONS
VAPOR CONTRO L SYSTEM COMPONENTS
105
0.'
1.2
unknown
unknown
unknown
unknown
Ships Bartl es
Gall
oli ne
1.8 3. 4
crude oil 0.61 1.0
P
-.4 0.5 1.2
J 0 005 0.013
Keros.ene .
Di8t illate oil no. 2 0.005 0.012
Residual oil no. 6 0.00004
U.S. Environmenta l Protection Agency
Emi SSIOn
Sourt:t'
TABLE 5 1
E
mill
llion
Facto" i n Pound.. Per 1,000 GaUon.. of Lt quld

Looding Operalion s Tanker
Ballasti ng
Venting systems vary cons iderably from one vessel to the next-
fore, th e PI C should ca refully t race out the piping arrangement d
milinr with th e pr oper lineup and usc of the sys tem. an b<! fa.
In addit ion to providing imp roved venti ng of cargo ta nks dun I
ing, th is piping a lso plays a n important r ole in vario us
a ted with t he pr oper use of t he vessel's inert gas system. For exasSOci .
suitable supply and vent ing arrangements are cri t ical when it is necamp]e,
to repl ace ca rgo tank at mospheres. ellsary
. Operat! ons in volvin g complete of a tank atmosphere
include pnmary merung. purgmg; gas-freeing, and re merting Adela'] d
discussi on of gas rep lacement methods can be found in chapter 15
.. ' nett
Gas Systems.
DEVELOPMENT OF VAPOR CONTROL SYSTEMS
In recent years, various states and localities became concerned about the
affect that cargo vapors have on air quality, and this led to the development
of vapor cont rol systems. The uncontrolled release of hydrocar bon vapors
from ta nk vessels during cargo loading contributes to t he overall quantity
of volat ile organiccompounds (VOCs) in the atmosphere, a precursor tothe
formati on of ozone pollution. In fact, t he problem became serious enoughto
prompt th e implementation of rul es limiting emissions during such opera-
lions as loading, ball asting, purging, and gas-freeing of cargo tanks.
At present, these rul es apply to vessels hand ling crude oil, gasoline,
gasoline blends, and benzene cargoes . The list of "regulated" cargoes, as
they are known, can vary from slate to state and in some cases even differ
within a local air-qua lity district . Vessel operators should inquire as tothe
local requirements prior to arri val at the facility. The number ofcargoes reo
quiring the use of a vapor control system is expected to expand as morede-
tailed information becomes availabl e about the effects of these substances
on the environment.
The quantity ofVOCs emitted during loading and ball astingoperations
was documented by the U.S. Environmental Protection Agency in 1985, as
shown in table 5-1.
Vapor control ayetems represent the next stage in th e evolutionofca.rgo
tank venting designs. The basis ofthe system is a closed loading operation.
All vents to atmosphere and deck openings to the cargo tanks arc
and remain so for the entire transfer. By means of a network of vapor cok
lection piping connected to the manifold on deck, the vapor s fromeach
on the vessel are directed ashore for processing. The facility ha s
of destroying or recovering the vapors. The vapors involved are those
placed by the incoming cargo during loading operations as well as those r
leased due to cargo vaporization.
VAPOR CONTROL SYSTEM COMPONENTS
The U.S. Coast Guard developed and pu.bUshed regulati ons (Title 46 crn
39)
ve
min. the design, ennstr-uctmn , and operation ofvapor control
Part go H .. tth
lank vessels operating in U.S. waters. owever, it ts no e
l ' .. ili
CoastGuard but th e indi vidual sla tes th at enact regu auone requmng e
useof these systems.
Va por Control Piping
The collection of vapors is accomplished through perman.entl y instal led
deck piping usually consis ting ofa common mam, branch vapor
manifold. On ta nkers fitted wit h an inert gas system, of the
IGdistribution pipi ng permi ts its use for vapor control whll.e loading (fig.
5-8). When a ta nker is equipped with an IG/vapor control mem, must
bea means of isolati ng the IGsupply. The deck isolating valve required un-
derexisting IG regulations satisfies thi s requirement.
. . . . or manifold located as
The vapor cont rol piping terminates 10 a vap
. ., Id T I I d' stinguish t he vessel
close as practical to th e cargo mani to . 0 c ear y 1 .
. f . . t b painted with red/yel-
vapor connection, the last mete r 0 plpmg mus " e . 9
low/red bands and labeled with t he word ' vapor, as seen 10 ,figure 5- .
Asan additional safeguard against possible cross-connectlOn of a cargo
hose to the vapor manifold, a special Ilenge is employed. The
connection flange is equipped with a O.5-inch st ud at least one me ong,
projecting outward from top dead center on the flange face.
ifold must also be fitted with a manually operat ed isolation valve that grvea
clearindication of the valve's stat us. .' t .
If a ship is carrying incomp atible cargoes, it is imper ati ve to m.am 810
. . easoos and 10 some
e eganon of the cargo vapors for quality assurance I' . hi
Thnces for safety. On a tanker with 0 singl e vapor control main , t 18 IS
1
107
25 psi
5 psi
- 2 psi
VAron CONTROl. SYSTEM COMPONIo:NTS
Design bursting pressure
Maximum allowable working pressure
Vacuum (wit hout collapsing/constri cting)
usually accomplished by closing valves or installing blanks in the appro-
priate branch lines. Other ta nkers (such as chemi cal carrie rs and certain
product carriers) are fit ted with dedicated vapor control systems for indi -
vidual cargo tanks or tank groups .
To furth er guard against contamination of dissimil ar cargoes, drai ns
must be provided for removal of liquid condensate from the vapor control
pipingresul t ing from ( 1) liquid carryover whil e loading due to mists in the
vapor st ream, ( 2) condensation in th e piping due to temperat ur e changes,
/31cargo tank overfill, or (4) cargo sloshi ng at sea.
Vapor Co ntrol Hose
Thehose used for transferring vapor s must he electrica lly cont inuous and
const ructed of material t hat is resistant to kinking and abr asion. The hose
asse.mbly should be pr ovided with proper support to prevent excessive
strain, kinking, or collapse of the hose.
The vapor hose must also meet the followingminimum st rengt h criteria:
Figure 5-9. The va por manifold is clea rly ma rked to avoid confusion or possible
cross_connection. The vapo r hose is required to have the same coloring and
!Iteociling as the vessel vapor mani fold. Courtesy J ones.

Ii ilhHI
,
1
!
-lIb- . (#.)

<

,
,

iJ
>

,
s
;;
0
a
j

"j
,

i.
t
.
o ,
e
= , .
;Ii
!
e
. ,
'j
, ,
a-
@'
"
E

i.
'. , e
@
.s a

]
, ,
" >
, 0



".
<:
"

t:

.=a
.-

!


,.

to"

'j
01 .'::
.,
i is E


@ S
!i
rz e
108
VENTING SYSn:MS AND VAPOR CONT ROL OPERATIONS
CLOS En GAUGING
109
Detailel vessel ma nifold end 01vapor control piping
y
Vapor
L -
j 'solation I:
I '
-1 meter c- - - --_
Red band 0.1m
Yellow bafld 0.8m
Red band 0.1 rn
d
,
;gned to operate over the entire la nk depth CI d .
e b . use gaugi ng has be n
....del' used for a num er of yea rs as part of th e IG I '
I f h d '. regu auone. It origi -
n
a
ted
as a r eBU t ot e nee to mamtam atmosphere cant I d ..
d
. . ro an a positive
d
" . pressure unng cargo operattc na, Consequent! th
. y, ere ar e a number
of dosed gaugtng systems on the market, details of which can be found in
chapter 6.
High LevelJOverfiH Alar ms
Oneof many conce rns associat:ed with a dosed loadingoperation is the risk
O
f cargo tank overfill. Overfilhng a cargo tank while toppi If u1
...... mg e can r es t
in structural damage to the vessel ; also , cargo may be sent into the vapor
control syste m. The most common cause of a spill while loading is overfill-
ing, and the most common causes of overfilling are the following:
Vapor
1. Human error-fatigue. inattentiveness, mexperienee, leckofcommunica-
ti cn , etc .
2. failure
3. Malfunctioning tank valves
4. Faul ty gauging system
5. Improper lineup
6. Cargogravitation
7. Faulty alarms
CLOSED GAUGING
Il taf\\l.ers
In an effort to achieve 8 va por -ti ght deck a nd leak-fr ee transfer, yslt[ll
engaged in va por control must be equippe d with a closed gaugInge
Fi gure 5-10. The vapor manifold (top) must be fit ted with a manually operattdis0-
lation valve t hat gives a d ear indication of th e valve's stat us. The vapor control
hose (bottom) mu st be colored a nd ste nciled 8S shown . Courtesy Richard BeadOll
and Mark Huber.
. .0
The color and marking at each end of t he hose should be similan
n
respects to the vessel vapor manifold (fig. 5-10>. As part of t he declaration
ofinapection{DOn checkoff, the hose should be inspected far cuts , tesrs,or
defects that may render it ineffective.
Ship
Vapor control hose
Do"
To protect again st such an occurrence, alarms indicating both high
level and overfill condi tions mu st be fitt ed on vessels equipped for vapor
control. Each a larm must be designed to provide audible and visual warn-
ingwhen th e cargo level reaches predet ermined sett ings. These alarms are
required to be intrinsically safe and totally independent of each other. The
alarm system must be equipped ...vith a test feature to permit checki ng
prior to the ca rgo t ransfer and to give warningin the event of a power cr cir-
cuit failure.
The high -level alarm is set to activate when the liqui d level is between
95 percent of t ank capacity and th e setting of the overfill alarm. The sec-
ondary overfill a larm must be set to provide ample warning for t he person-
in-charge to shut down loadi ng before the cargo tan k overflows.
Both ala rms should be clearly indicated in black lett ering on a white
background as follows: High Level Alarm and Tank Overfill Alarm. .
Additional opt ions are available to protect th e vessel struct ure against
d?mage from t ank overfill . One option is t he use ofa s pill valve rupture
on ea ch ca rgo ta nk. These devices generally are set to relieve at
higher pressure than the tank PV valve but certainl y less tha n the maxi -
design working pressure of th e tank. For vessels in or coast-
Wi Se service, provision mus t be made to prevent accidental opening due to
cargo sloshing .
Il O
-0.5 psi > vacuum relief > maximum design vacuum
HIGH/LOW VAPOR PRESSURE PROTECTION
1
111
maximum dellignworkinlC preeeure
<0'
lIetting of IIpi\l valve/rupture disk
UUHiIl ..oW VAPOR PROTI:CTION
1.0 psi <. pressur e relief
Highpressure alarm _ not more than 90 percent of the lowest
pressure relief valve sett ing
Vapor control systems must be equi pped wi th a pressure sensing device
that permi ts the per s on-in-ch ar ge to monitor the deck pressure in the ves-
sel, High- and low-pres s ur e alarms must gi ve both audible a nd visual
warning when an ex t reme condition exi sts. The alarm se t ti ngs ar e a s fol -
lows:
Thebar graph shown in figure 5- 12 further illust rates the normal ope r-
fng pressures and settings for PV reliefdevices i n a vapor cont rol system,
a I It is important to reali ze that PV val ves, like any mech anical device.
canfail when needed mos t . Therefor e, routine and maintenance
areessential to en sure prope r st ructural protection ofthe vessel. As part of
the regulations, each newl y installed PV valve must have a means of
checking that the val ve operates freely and does not remain in the open p0-
sition. For more details concerning the function of PV va lves, consul t chap-
ter 4.
5) excellllive withdrawal of vapors or ca rgo, (6) ex pansion or con-
1
'"eUP' t ,0 lind (7) car go sloshing.
I, , or car ' .
lI'acUOl"lrotect against the foreg?mg, the rcgulations l!tipulate t hat the eye-
fo P Idbe capable ofhandhng vapor 8at 1.25times the maxi mum load -
te
Til
shO
u
rthe vellfl el. Tank vessell!are usuall y fitted with one or more of
ingrate o. g pressu re -vacu um relief devices: individual tank PV valves
the val ve (if fit te d), and liquid-filled PVbreaker . '
stf'lse
r
, 'hi h t h devi I'
ena tpolnt.8 at w I C ese evtcee re rev e excess pressure or vacuum
'fhe within t he followin g r anges:
JhOuld 18
VENTINO SYSTEMS AND VAPOR CONTROL
""RATi ONS
A seco nd option is to install an overfill cont rol 9 te
ge nerally found on tank barges , t he overfill 8c 080r:
8
In th is /Iy
nected to the shore facility. When an overfill occurs e VCs/l
e
l ar: 1(:rn,
ca lly sh uts down th e loading operation at least e sYstem B
U
t(lllltll
n
.
ta nk is pressed up to capacity. y seconds bt'fore
Vessel Pressure-Vacuum (PV) P r o' "
ec Ion
Another consequence ofclosed loading operations is th ' ,
d " f e POS8I bJ!"t
or un er-pressunzatlon a 8 cargo tank. Since t he adve t f ' I Yof
tern s on tankers, numerous cases of cargo tan k rupt u reOs Inert gas
been B!tributed to closed operations (fig. 5-11 ). As a
operating procedures and atte nt ion to detail duri ng ca rgo
not be overstated. operabons can
Some of the potential causes of cargo tank over- d
izeti ( Ll excessi r un er
Ion are I ! excessively loading r ate, (2) mal funct ionin -p
re
811 Ur.
Sized PV devices, (3) vapor lin e const ric t ion, (4) impro g or under.
per vapor 8ystelll
Noninerted tanker _ lowest vacuum
relief valve setti ng
Figure. 5-11. On the ve81lel shown here, a cargo tank was overpres8uri zed whenthe
faded to open the appropri ate branch line val ve and the PV valve was inopera'
uve. Numerous underdeck framing member s were fra ctured and the entire deck
above the cargo tank was deformed upward into a pronounced dome. CourtesyLl.
Comdr. Douglas B. Cameron, U.S. COBBt Guard.
l-cw preseure alann [
Inerted ta nker
_ not less than 4 in. wg
(100 mm wg) 0.144 psi
OPERATIONS
113

Vapor piping pressure ecc when loading one system
dol+--+--!- +-+ -t--ti l i t
i
i is 1-l-- -l--i- -+- t-----r- I I l":;

1'0 14-- -+-- t--I- -t- i - t;j

i

84 00 9.800 11,200 12,600 14,000

o 1,400 2,800 4,200 5,600 7.000 . , te(bblsllir)
Ov erall regulated cargo loading ra
tank most rsmole lank) to en vapor heade r
ssm Pr essure drop is lrom no . 1 cenler ( d 55% hydrocafbOnvapor,
I 0145% Inert gas an
I . Pressure drop Is lor a rn xtur e vapor main.
2. All port vapor header ISlarthestlrom the
, . beweencargo loadingrates and the
Figure 5-13. Thi s gra ph shows the relabo
n8hl
Ph et remote cargo tank. Regula-
h
' ping from t erna th gh
pre811ure drop through t e vapor pi . t the pressure drop rou
,
. . di take IOtaaCC'Oun . I th
10nllllpeCify that cargo loa 109 ra es ttvof h sscre rehefva vee on e
h , . ,apaclty 0 t e pre
t e vapor piping as well as the ven 109
tank.
mulBling" ca rgo Buch aa jet fuel or ae sottne. the initial loading
"8U
1tic
be limit ed to minimi ze the development of a static electrical
raWtlhO
E
U
ri ence has shown that agitation , splallhing, and pipeline fric-
c xpe " .
cltll
rg
, ' bute to charge separ at ion In cert ain low-conductivity cargoes.
t;On cont r
l
it.is consid er ed safe pr act ice to limit the velocityto each ta nk to
Asa res
u
t , I second until a sufficient cushion ill achieved. A table of flow
1 l1\c
ter
perponding to a lin ear velocity of 1meter per second throug h veri-
ra
t CIl
.
C0
7: ;piping a nd also addi tional guidance concerning the handhngof
mul at ing cargoes can be found in chapter 2.
stat iC aC
CU
Fi nal Ga ugi nt(
trol regul ati ons prohibit th e opening of a cargo tank to at.mo-
Vapor c;n . g acti ve ca rgo transfer, The intent of th is requirement IS to
sphere vapor-t ight throughout the operation. In fact, it ehould be
keep th e eye 55' '''' to open a tank to atmosphere during loading if all re-
lly unnece . .
lOla d ipment-is funct ioning properly.
qUIre equ
PV brilr. pressure sel DOint
PVvalve pressure selpo lnl
HIgh-press ure alarm
995" Tank test head
4 Low-press ure alarm
112"
".
PV valve vacuum setpoi nt
PV bril r. vac uum set pcmt
E
" S AND VAPOR CONTROL OPERATI ONS
VENTINGSYST."
li Z
-56
(In of
System pressure and
selpOi nt bar graph
Figure5-12. Bar graphillustratingthe normal operating pressures andsettingsfor
preesure-vacuurn relief devices in a vapor control syste m.
Thissectionaddresses a number of the operational concerns that a PIC
must keep in mind during a closed loading operation.
Loading Rates
Onecritical element that affects the overall sa fety and success of
control operations is the determination of max imum allowable loadmg
rates. The regulations specify that cargo loading rat es must take into BC-
count the preeeure drop through the vapor piping system as well 88 the
venting capacity of the pressure relief valves on the tank. A graph reflect-
i?g cargo loading rate versus the pressure drop for a typical in8tall
a

tion 18 shown in figure 5-13.

Themaximum allowable loading r ate must be determined and
by both vessel and terminal personnel prior t o
ofloadmg. While loading, the vessel PICshould closel y monito r t he
rates and AAAk p Wh loadlOg
repure toprevent damage to the system. en
._...'-
Af7l\ cL.AAAnoNOF INSPECTION ADDENDUM
t{!!!!f DE __
,-
.. ..p(n-...... N-.gOl Dl..
\
_::::::;..,. ... ""'" .. " ...... :l3 CFIl "" 46 CFR hJ,5. :lOana ........... tuo<
"" -'awylO_".. -,
..--
-. -
.. _.. __._--
.-

, .,
...--... - - - - - ' , .. . ..
I0OI
" ........ "' .. __
...-----... _---- ,... ,...."
,::;
. e-ooo", ___' '/011
....... _ _ .. ... - - - . _ ....... - .. - " ... . . I0OI. . .........
.......-_.-- ----- ,................... "'.
._.....---...... _-_.... __.. _-.. -
' .. _ M '
. .... ___ _ _.... _ _ ____ 1 ...' ...... "
, .. _---_... -
.. _ --_ ... --- - - - - .. _ -.. 1' ... . . ... . \
'""'111"
,, __--._.. _CItIII _1. ..."" .... . ...... .. "" 1
____... __,.w- ................ "'"
,------ -._.. _--
1oI.;IMIIt .. _ 1ll1l

..not,
-
,1__' ___... _ . ....... ... _ ..._ _ .. _._.. __......,....,
SlJIS!OUINI "-RSOf<.<OI.O<. , ,,.1:
__OA"
...
li_
,
.
..., ,...! OQtII'\uro I
-14.This addendum to the Declaration of Inspection lists the requireden-
a mU8t be completed by the PICs when conductinga vapor control opera-
rtesy Shell Oil.
ANDVAPORCONTROLOPERATIONS
VENTINOSYSTEMS
o active transfer to th e tank. ..
There,is n tnve prell8ure i8 mai rrtained .
r
rted tank . a POSI .
n an k the vapor pre88ureISreduced to at mo spheri cViath
Ina nonlnton<:U tan
vapor systeJll be "c!osM gauged" by re gul ati on .
The cargo 18 not requr .. ,
uI
ti g carat> aUmetalhc equipment mtroduce<tinto th
Ira , tatic aC'("liffi a 10 '&- ' . e
. the v sel and. for noni nerted vessel s, II minim
umk IS bon t'U to . ' UJn
I
ti en "..riod has elapsed emce loa dmg ceased.
thirty.minult'rt' au I
2
3.

5.
1/'
'tted to open tanks for the purpose of
veeeet p('r80n
n
('1 pernl! rntures provided the following criter;ll'a
ug
.
ng. 98mpling, and takmg
ternp
(' II are
et:
Declaration of Inspection
to conduct vapor control . the declarat ion of inspee-
mcludeentries for critical aspects ofthe system. The Shell
tie.DDI in figure 5-14 illustrates th e required ent ries for
Ions. Additionally, the use ofa st anda rd checkl ist (lig.
uaed in crude-oil-washing operations should help
iehapa.
Ligbtering
i
O
transfers occur in a locality where emission
generally handled through vapor
bala cmgis a closed transfer between the servt
ce
li tered (VTBL). The cargo vapors displaced
liquid cargo transfer are returned to the
Inerted Tank Vessels
t I
-gulations are designed to complement existing
The vapor con ro .'" _ I'.
. te r. inerted vessels Despi te the numerous safegu ard s already
quu'6lnen lor . h i '
t the nero to maintain proper at mosp ere contro lor vessel safety
)neul'C . . t I .
,.h1ls neverbeengreeter. Prior to engaging m vapor con ro oper ati ons, ves.
pe1'6Onnei must test each cargo tank to verify t hat the oxygen content
not exceed Bpercent byvolume. The oxygen meas urements shouldbe
en atra pomt 1 meter belowthe tank top and at th e mid point of the ul-
scerneach tank. Another concern involves facilities using a blower
t in the transport of the vapors . The use of such a blower by the
tit.)' could reduce the vessel deck pressure below th e required
, whithm tumcouldultimately re sul t in air being drawn intothe
PI ofthe vessel must be mindful of this possibility and care-
the deckpressure during closed oper ations to ensure that the
tUB of8 tank is not compromised.
CHECKLIST-MARINE VAPOR CONTROLOPERATINGPROCEDURES
1
CJ
CJ
CJ
CJ
CJ
POST TRANSFER CHECKS
o finished loading and gauge out . (NOle: 10 vessel to maintain poSlllVe
deck pre ssure.
o Cargo hos es drai ned , disconnected. and cargo system valves shut .
Vapor ma nifold shut and vapor hose discon nected
o Branch line valve st atus on 10 vessel cl'leclled and sati sfactory
otOplant run up and deck pr essura topped If necessary.
o Pf8-l rensl er conference requlled by DOLcompleted
Terminal consulted rega rding dropping the deck P!'aMure.
o If l enninal operates a vapor line vacuu m aSSist. havi operating hm" s beln
del ermlned'?
o C811.rfiC8la of lnspectiof'l 01 Cei1.lficate of Compl iante ef'ldorsed
o All oill rans!ef proced ures compl l6d wllh
ManifoldSop en _loadi ng operalions commef'lCtld
LOAOINGlTRANSFER OPERATI ONS
o IflltJBl load lng rat es observed.
o cafQOlVapDr connectIOns checked and found &8hsfaetory
o LiQuidlVapDr flow chec ked and found sahs1aCl OIY
. i s oorr recommendations Obse rved regald,ng stenc oils
o Malti mum allowable load,ng rates nof u ceed Bd
Vapor pressure on deck monllored
o Load,ng rat es adiusled as necessary tor topping-off.
All appl icab le regulations per1ainlflll to Inet! Gas syst ems compiled wlIh.
C:J
C:J
C:J
C:J
C:J
c:::::J
c::=::J
c:::::J
c:::::J
c:::::J
c:::::J
c:::::J
c::=::J
c:::::J
c:::::J
c::=::J
ONTROl OPERATING PROCEDURES
checklist similar .
t I preV, nt in to those used In crude-oil-
g wmeceeearv mi h
u r OJ 18 ape. Cou rt esy
1"
VENTING SYSTEMS ANn VAPOR CONTROL OPEllAT IONS
119
Vapor bal an ci ng r equ ires car.eful coordination bet ween the PICs of
h
vessel. To date, vessel expenence with va por b 1 . h
eSC . f ta : a ancmg 8 S revealed
some interest mg ac .
Maintenance
The vent ing and vapor control system of the vessel requires periodic in-
specti on an d maintenance. Consult the manufacturer's manual for t he rec-
ommended interv als and det ail s ofthe servi ce. If no gui da nce exists. create
a preve nt ive maintenance (PM ) sche du le for the vessel based on operator
experience wi th t he ins talled system. Cri tical areas requiring attention in
the vent system ge ne rally incl ude t he followi ng:
CHECKLIST-MARINE VAPORCONTROLOPERATING PRoceOURES
CRmCAL FAULTS INVOLVING V.... POR CONTROL SYSTEMS
VIflO' hOse conslnctSltOliapse&'ll:inkl or damaged In any way which
inttfect
rv

link l)VIl101 ,I ' lm IS

Hogfl ltW-' ala"""lnIl0'1&11,11 alarmIlutt.
o TIf\Il ov8INI cootrol{ll.lIO-srn,tdownj inoperanV8
'Inoper ll lVl gaugonQ sysllm.
MechaniC&l 01 bfar.::h lin6"Vapor manifold valva
HiQ!Vlow vapor pressure conditiOn
lnoper...... PN fl he! v.fves.
. 1nItMICY to mainlain!allnen 8'Ml by volume In cargo tanks
. 1nItloWY 10 mali'll' '''' positive deck Pf8SSLf'8Ihroug houl l ransf er.
Faultyline-I.Q 01 \tl8 vapor coIIect(M'l system.
ALWAYSCOHSlA.TCOMPANY POlICIES AND 0 1. TR..... SFEA PROCEDURES f OIl
'OUI'VESSEL
Figure 5-15 (ro nt.)
1.
2
3.
Cargo pumping rates are en . "tical when conduct,o, , d u h
a c oee Ig teri ng op-
eration. The PICs must diSCUSSand carefully monito th .
throughout the t ransfer . r e pumpmgraws
Given the nature oft he cargo,vessels have experienced dramatic
increases 10 deck pressure due to vapor growth reaultin fro
. .. I d ' . g m cargo
pumplOg(agJtabon an lO<Teasmgambientwmperatures {vaporizationl.
In some instances, vessels have reached a high deck pressure condition
necessita ting a shutdown oft he lighleringoperation, as ventingoffthe ex-
cess pressure to atmosphere is no longer an option.
To ensure the safety of the lighteringoperation. it is important to verify
that each vessel is properly inerted prior to commencement of the trans-
fer. Each vessel must check the oxygen content ofthe cargotanu follow-
ing the guidelines mentioned earlier in this chapter. Ameasured value of
8 percent Oll)'gen or less by volume is considered acceptableandit is there-
spon9ibility of both PI Cs to monitor the level throughout lightering.
VTBL via a vapor connection. When inerted vessels engage in 8 dosed
operationseveral additional requirements must be met includ-
ingthe following:
1
3.
The service veeeel must ha ve a means to inert the vapor transfer bOM
prior tocommencement of the lightering operation.
Th .
e semce vessel must have an oxygen analyzer fitted within 3meters
the vesselvapor connection.The analyzer must have a suitableconnedl
on
fora calibration gas to enable the testing of the instrument .
Theservicevessel must have a visual and audible alarm that soundswhen
the Oxygen content in the vapor system exceeds 8 percent by voIUJTI l', . J
The service" I h uld be emu . d tor loca
1eu
esse s 0 be equipped with an oxygen mica
whirl' the cargotransfer is controlled (i.e., cargocontrol room
electrical . 1 . h e lO
ust
InSU eung flange or a length of nonconducttvs oa d
tailed.bet h . vesselao
ween t e vessel vapor connection on the service
L.
1. Low point drains (liquid condensat t>lcargo)
2. Flame screens/arresters tfouli ng/holee )
3. Car go accumula tion (polymerization/solid residue/scale)
4. PV reli ef devices (see chapter 41
5. High-velocity vents (smooth operation of high jetslbullet valveel
6. Vent valve seating surfaces (gummed up with residuewdamage due to
chattering)
7. Stop valves (branch lines/mast riser/vapor manifold)
8. Gauges/alarms (deck pressureJhigh-leveVoverlillJ
The increased complexity of cargo tank venting and vapor control eye-
terns requires ongoing training and diligence on the part of the vessel .
Sound tanker practice dictates that everyone involved in the operation
should fully understand the proper use of these systems and carefully
check the lineup before commencing a transfer. There is no room for com-
120
YST
EMS AND VAPOR CONTROL OPERATIONS
VENTINOS
d essing as serious damage can quickly result to
placency or environment, and cargo. Remember, t he" 'I
h,
I
onnc teen , fficl d envi 08 of
vesse . pere ' be tostrive for a safe. e Icient. un envlr onme la
the PICshouldalways n lly
sound cargotransfer.
REVIEW
1. List the advantages of a controlled venting system over traditional
open ventingof cargo tanks. .
2. What are the typical met hods of controlled venting employed on a
tan k vessel?
3. What is the principle of operation of a high-velocity venting device?
4. What are the most common types of HVVfound on board today?
5. What is the manufacturer's stated exit velocity from these devices?
6. What fire protection, if any, is afforded by t he use of these devices?
7. Whenloadinga vessel usinga controlled venting system, is it still pos-
sible to experience vapor accumulation aroun d t he deck and SUper-
structure?
8. What causes physical liquid carryover through the venting system?
9. Whyis it important to check low-point drains in t he vent/vapor control
piping?
10. What typesofcargomust be loaded with out venting to at mosp here to-
day? Where?
11. Describe the typical piping configuration for a closed loading system
(vapor control!on each oft he following vessels: crude oil, clean oil, and
parcel carrier.
12. Sketch t he vessel vapor manifold showing all req ui red deta ils.
13. Why is it imperative to check the integri ty of t he PV rel ief devices?
14. What is a pressure drop calculationlloadi ng rate curve?
15. What additional ent ries must be completed on th e DOl for a vapor con-
trol operat ion?
16. When conducting a closed lightering oper ation wha t is method typi-
callyemployed? '
17. What is purpose of an insulating flange? Where is it found ?
18. betek an tnerted vessel conducts a closed load oxygen readings must
la.denat what locations in the cargotanks? What oxygen reading is
er acceptable?
[;18 h minimum et gth . .
wn I a ren criteria for a vapor hose
e on UClI a closed 10 di . . fill d
b a ngoperatlOnacargotankisoverl e .
e Ii a confro.nting the vessel and the checks that must be
''/;1''<l?'i.
8
p. mlOg operations.
CHAP T E R 6
Cargo Measurement and Calculation
JOHN O' CONNOR
T
he various parties who have an act ive interest in the way oil is quan-
tified have standardized cargo measurement over the past several
decades. Those who wish to familiarize themselves further with the theo-
retical and practical aspects of cargo measurement can refer to cha pte r 17,
-Marine Measurement ," in the Manual of Petroleum Measurement Sta n-
dards publi shed by the American Pet roleum Institute . Thi s publi cation
has several sections, t he most pertinent being section 2, "Measurement of
CargoesOn Board Tank Vessels."This and ot her related publi cations ha ve
been formal ized during many years of discussion and technical critique to
arrive at what can be consid er ed standa rd methods to gauge and sample
petroleum and ot her liquid cargoes.
THE PURPOSE OF CARGO MEASUREMENT
The purpose of a tank vessel is to t ransport bulk liquid cargo, which earns
revenue for t he vessel's owners . In or der to properly care for andhandl e the
cargowhil e it is being load ed, carried, and discharged, accura te
ment of the cargo is important to determine quan tity and quality. Thi.sls
accomplished by physical gaugi ng, te mperature measurement,
and calculation of the quantities in each cargo t ank, th e vessel pipelines
and slop tanks. Speci al cir cums t ances may require measurement of cargo
in ballast tanks, void spaces , or the vessel's fuel tanks, . .
To understand the signi fica nce of accurate mea surement, It IS .neces
eery to have a clear picture of how the cargo on board the vessel IS -
chased and sold. In many instances, the charterer of veaee nas
arranged to purchase the cargo from a supplier at the
quantity (or volume) of cargo is supplied to the vessel from e torag
l8.nks. The volume of cargo that is delivered from one o 'mer tio
J22
CARGO ANI>CALCULATI ON
123
.' on documents such us a bill oflading or a certificate of
tanks h.8le
hd
[ume ofcarga tha t t he cha rterer has purchal;ed. As qUa.n.
, Thlslst e votu h v<'''"e'
II ) . . t rt.of the measurement process lor t e BhoreBide ' _
nwnnel are no pa b
IX' ( It ately the mast crJacccpts the cargo on card the vessel w' '
the crew k" ,m, dge of whether th e volume as liste d is repTesenla t,. Itll
direct now e he ve l v<' of
ne I J pplied The crewcan measure t e vo ume of carg.
. h-
lai ned in the vessel's tanks, and th e t wo volumes can t en be compared. If
J
" the mast er could be reasonabl y confi dent that the volu
they are c ce , if f '. me
listed on the hill of lad ing and/or th e cern rea te 0 qu a ntity I II accuraU:!.
ShouJd there be a large discrepancy between t he two volumes, the master
has the right to have the cargo on the vessel a second time to
k sure that all potential errors have been ehmmated. If the volume
;annot be reconciled, then the mast er will usuall y sign the bill of
ing unde r protest, noting the discrepancy and any steps taken to aCCOUnt
for the difference .
PARTIES INVOLVED
The following list ide ntifies all the parties involved in carg o t ransfer and
measurement :
Th e t'essel owner is an individual or corporation that holds title to t he
vessel.
The uessei operator may bethe vessel owner, although in most cases,
the operator is a different party contracted or employed by the owner to
conduct day-to-day operations of the vessel.
Acharterer is an indivi dual or corporation that employs the ves sel for
one or more voyages to carry cargo.
The supplier is t he party providing t he ca rgo, which is normally s tored
at a terminal or in another vessel.
The receiver is th e party tha t acce pts the cargo. The vehicle used to accept
or recei ve th e ca rgo could bethe vessel , a storage tank or tanks, or t he me-
tered pipeline receipt that is provided after cargo passes t hrough a pi peline.
A terminal is a ehoreeide facility capable of sto ri ng, recei ving, a nd/or
supplying cargo.
Aninspection company is a third party employed equally by the s upplier
and the receiver to measure the cargo. Measurement will routinely cons ist of
measurement of the cargo and sampling, followed by analysi s at the
ins pecti on company laboratory to determine the cargo quality.
TERMS OF SALE
10 most:ci rcumstances, someone other than the vessel owner or operator
has title to t he petroleum that is transported on a tank vessel. In most
.,' wnc d by the chartere r. The tukes posllesllion of
h 0 1 III 0 d f h '
t e he point of CUllttJ y t r ans er , w ten ill the interface be-
he 011 fit t I1linal' s cargo hose an d t he vessels mamfold flange .
t thc
t cr
t to d i
tl'it'en . arc the t hr ee mos common rma uee In the sale and pur .
folloWlng
of oil car go:
ch
llse
on board (F .O. B. ):, Under these terms, risk PSSIlt' Ii to the buyer [re-
Fr::er ) at the F.O.B. point . which is normallythe loading port. The buyer
the quantity as Illlte.don the bill of ladinKand actepta any risk
P during t he voyage. Quahtyofthe cargounder F,Q,B termsis ba&ed
. . .
n the quahty of th e cargo 10 the suppher's shore tank or tankA.
ci:t,insurance, freight tC.1, F.): Usually the C.1.F. termis followedbythe
2 f t he discha rge port or porta. The C.I.F. cost to the buyer includes
nam
e o
. .
_ (cost ) of the quantity of cargo as hsted on the bill of lading plus
the pn .... ,
. nee and the freight payme nt . In C&--'>eS where the buyer procures his
tneure
own insur an ce, the terms of sale would then be cost and freight tC.&F.).
Th uality of the cargo in both C.l.F . and C.&F. cases is based uponthe
ofthe cargo in the su pplier's shore ta nk or tanka.
bel iLoered: When cargo is purchased or sold on delivered terms the cargo
3 o....mer , who would be called th e supplier in this arrangement , agrees to be
nsated by the receiver (buyer) baaed upon the volume of cargothat
in the receiver' s shoreside tanks. Quality ofthe cargois deter-
.
mined by the vessel' s composite sample, ae found when the vessel arnves
at the discharge port.
These different terms allow suppliers receivers.to limit their
I
hilit y as in each set of terms, t he ri sk or loss ISacce pted at a dif-
sure or ra 1 ,
ferent point.
MEASUREMENT EQUIPMENT
Typical cargo measurement equipment ca rried on board a tank vessel con-
eiete of the following:
Opentank gau ging tapes
Gauging bobs
Water indicating paste
Product indicating paste
Thermometers
Clolled tank gauging devices
Temperature probes
Sample bottles
Sample bottle container assembly
124
CARGO MEASUREMt:NT AND CALCULATION TANK STltllCl'UIU: ANIJ
125
Figure 63. Ullagee can be taken with-
out leaking vapor using a specially de-
signed gauging tape in conjunction with
the vapor control valve shown: in figure
6-2.Theae tapes can also meaeur
perature and the oiVwate..r in
Courtesy MMClntemation I
TANK STHUCTUIl E ANIl MEASUREMENT
Figure 6-2. A vapor control valve per -
introduction of a specia lly de-
Blglled gauging tape. Courtesy MMC
International Corp.
hi gs ea n affect th e meeauremant of cargo--the st ruct ure of each
Man)' t 10
k
(including t he locat ion of th e gaul{ingpoint ) internal framing
o tan . '
,arit deadri se, tum ofthe bilge , and cargo pipelines. Prior to under -
mbt.'rs, . 1 r
me . ny ga ugmg or sa mp mg o a cargo, t he PIC should become familiar
Is.lu
n
g
h
s
actual physical struc t ure ofthe cargo ta nks. informati on may b.
\Vl.th
t e
l'a dr awi I
. d from t he vesse s rawmgs or p ans, from a ta nk errangemeot.dt-
and from crewmembers wit h a worki ng knowledge of the vessel.
eeam- d i h
Coro
mon
wnns use In t e process include th e following;
Calibrati on tabl es (ullage I tnnage) are developed by recognized
. dustry methods t hat represent t he vclumes in each tank according to the
id (innage) or empty space (ullage) measured in the tank. The tables
with linea: (for example, feet , inches , mete rs,
t,
meters) to obtam cahbrated volumes such as gallons, barrels cubic
'
meters, or cubic feet.
Reslr icted
0,,00

,
' r- -
r
I
- --

- -
f-
-
- -
-
t- -
-
- -
--
-
--
-
-- f-
- -
-
-
- -
-
- - -
Figure 6-1. Gauging methods on 8 tank vessel are typically classifi ed 8S open, re.
stricted, orrJosed, based on the amount of atmosphere released from a tank dUring
the process. Copyright C Internat ional Mari t ime Organization (11\10), London.
Based upon the \ '1'8 81'1' 8 design and regulat ory requirements , gauging
of the cargo tanks will beclassified as open (open to t he atmosphere), reo
stricted, or closed 88 seen in figure 6-1.
Cargoes that are not requir ed to be inerted or carried under a nitrogen
blanket are loaded into tanks that are open to the at mos phe re an d t here.
fore at atmospheric pressure. Cargoes that require inerting are introduced
into tankathat are maintai ned at a posit ive pressure slightly hi gher t han
atmospheric pressure. Under mast conditions, t he se t anks shoul d not be
opened to the atmosphere. Should it become ne cessary to open a n inerted
cargo tank, followindus try- recommended safe ty pr ecautions and mai ntai n
a positive pressure (see cha pte r 15 for further informat ion ). Tank vessels
that routinely carry inerted cargoes or load at te rminals wi t h res trictions on
the emission of cargo vapors are fit ted with closed measuremen t devices.
These devices permit ga ugi ng, temper ature reading, a nd sampling of the
tanka to be accomplished without the rel ease of atmosphere or loss of rc
pressure .
Many lank vessel s are equipped with st a ndpipes and vapor cont rol
(fig. 6-21that permit the operator to gauge ea ch t ank wit h a portable
some tape (fig. 6-3l. Portable tapes are typically used when topping 01T
lanka to compare readings with the permanently installed closed
surveyors (gaugers) frequently use portable sonic
hera to gauge out a vessel at the completion ofloadingor prior to the dis'
c arge. of cargo.
any loyp6s of closed gauging systems are found on modem tank vessels.
s 8--4 and 6-5 show two wpee-eelectric resistance a nd radar.
Cleaning
hatch
Decksocket
(yardsuPPly)
Antenna
feeder
Ullage

Figure 6 5b. Tra nsmit t er
unit for th e Seab Ta nk-
Radar. The radar tr an smi t -
ter mea sures the tan k
ullage; with speci fic dat a
storedin a permanent mem-
ory,the computer can cel cu-
lite the tank volume . Thi s
system also monitors cargo
temperature and inert gas
P aeure, which, along with
he tank ullage, are avail-
s all a direct readout at
ntrol console or termi-
C urteey Saeb Marine
aiell.
6-5a. Radar ullaging systems such as thi s Saab TankRadar measure ullages
Figure ring radar waves off the surface of the liquid in a tank . Such systems are in-
by safeand extremely accurate (+I-5mm). Courtesy Saab Marine Electronics.
trinS1(l:l11y
Radar
teanermuer
Keystrip
Resistance element with
controlled tension and
placement and low
temperature coeuctent
Slable electrical
side insulation
AeSlslaoe:e
he... unlho<tecl
Base sl rip
To
Sealed
outerjackel
liquid surface
I
Second protective layer
\ Moisture barrier layer
I
Figu n>6-4. The Mel ri tap e level ia
an -t' Il'('l ric tape meas ure" that hangs
from to p 10 bott om in a ta nk. Two wirl'll
cur of the sensor to p carry an electric
r1'si"tan ce signal tha t is directl y pro-
port ional to t he ta nk ul/al{e. When t he
sensor is s ubmerged in a liqui d. t he
wt'igh t of the liquid compresees the sen -
sor and causes a short circuit in the sub-
mt'r'gt'd portion of t he he lix windi ngs,
thus changing the t' ler t rica l resistance,
A cha nge in ul lage of 1 me te r causes a
corresponding change of 1 meter in t he
length of unshorted resistance helix and
an elect ric reeiet en ce cha nge of 100
ohms. An ulla ge read out is disp layed 10-
ralJy at the ta nk top and remotely in the
cargoeontrol room. Courtesy Metri tape.
Detai l of Metritape sensor.
129
liquid level
Ullage
Bob
rot
RerOl"enat point
TANK STRUCTUlU: ANn
Innage gauge Ullage gauge
Note: The datum plate may actually be me shlp'Sbottom, a striking ciete. or
another polnl Irom which the retereoce height Is measured
t
i
anual tank gauging. From Manual of Petroleum Measuremt'nt
Edition, July 1990, "Measurement ofCargoes onBoard TankVessels.
curtesy of the American Petroleum Institute.
Reference point
_ , Iudes water , oil , slops, oil rCtlidue, emulaion I d d
tity In "', a u ge , an
lilll
ent
. .
o maining on board (ROB) del>cn he!lthe matt'rial remaini - I
ne dI - l i ,, _ ng 10 vease
k
void spaces, an or prpe mea aner dillchAr"c. The quantit
tall s, . I d il I " I Yremain-
board me u es water, 01 , s ops, oil residue OilJwAte I -
ing on di t , r emu sum s,
sludge, and ee rmen .
CARGOMEASUREMENT AND CALCULATION
128
h
- hi's the distance from the tank bot tom andlor dat
Reference ell! I . k ( fi 6 6
h
rabliehed reference point or mar see rgure - I.
plate to t e e8.... I " . h - I'
d
,r. height is the di sta nce t at 18 ect ua Y mes au d
Observe re,erence bli h d f re
from the ta nk botto m or datum plate to the " e h" h" h
ence
point.
, _ t (gauging painO is the point rom W tc t e referen
Re, erenCf' pa m 1 st ce
height is determined and from the u1 age monges.a re. taken. His.
torical ly, most tank vesse ls the nm of the ull age openmg In t he hatch
the referen ce point for gaug1ng the tank (fig. 6-6). .
8S Ullage (also referred to 88 "outage") i,B t he measured from the
fth Ii uid tc the reference point. In ot he r words. It 18 the me.
sunaee 0 e Iq.... . . . .
sure ment of free space above th e hq,:,d In a.tank.(fig. 6-6). .
Innage (alsoreferred to as "di p" or sounding" !I S th e measured distance
fromthe surface of the liquid to a fixed datum plate or t o t he tank bottom
(fig_ 6-6)_ h ,
In addition to these measurement terms, t ere are vo umetri c t erms
th at ar e also important to under st and. These te rms include the follow.
ing:
Total obsen'f' d volume (TOV) is the total measured volume of all petro-
leum liquids, sediment , water in suspens ion, an d free water at th e ob-
served temperature.
Grossobsen!f!dvolume (GOy) is t he total measured volume of all petro-
leum liquids, sediment , and water in sus pens ion, excluding free wate r at
the observed temperature.
Free water frw) iathe volume of water present in a container that is not
in suspension in the contained liquid.
Gross standard volume (GSV) is the tot al volume of all petroleum liq-
uids, sediment , and water in suspension, excluding free wat er, corrected
by the appropriate volume correction factor for the observed temper ature
and API gravity, relative density, or density to a standa rd temper atur e
such as 60For 15C.
Total calculated volume (TeV) is the total volume of all pet roleum liq-
wds eediment,and water in suspension, corrected by the appro priate vol-
iim co ion factor for the observed temperature and API gravi ty,
I bv ensity, or density to a standard temperature such as GOF or
I f'r:.ee. water measured at the observed temperature.
.... (NSV) is the total volume of all petroleum liquids,
<hmen water in suspension, and free water, correct ed by the
alum correction factor for the observed temperature and
la i e ensity, or density toa standard temperature such as
130
CARGO MF.AS URIo:MENT ANI>CALCULATION

131

t,


t-

t-

,
t-:
;-
E-
l-
t

t".
f-
r
....

.
Typical water galJgebars
Deep-
grooved
ullage
bob
Ullage
" pe
Plaln
ullage
bob
' 0'
lonag
a
-g.--.--t9f-
..pe
TypIcalgauging tapes and bobs
dh
Idt FromManual of Pe
6 7. Several types of bobs connected to han e epee. fC
.. J 1 1990 0 ar-
easurement Standards, First Edition , u Y , . P t 1' .._
B
. f the American e rv. ,, 1,lU1
qa rd Tank Vessel s ." Repnnted courtesy 0

outage bob
Innage bob
1
t
.....nic temperature probe, whet her a lI ingl, de" .
An e ec , .... I _ tee or IOcorpo-
into a tape should a so be checked BRamsl a fl ta ndard ther-
rfl
ted
when available.
IUOI11C.teTto proceedi ng onto the deck of t he vessel to bezin th
Prior . h "'. e measure_
t
he trim and hst of t e vessel should he checked. 1 the ves I h
en
ts
, I t h PI C . b hi . lie BS
p1. . eabletrimor 1St, e cancorr ect lt lftmgcargofore andaft or
no
tlC
d larboard. If movement of the cargo IS not possible it maybe
,
MEASUREM ENT PROCEDURES
Prior to th e start of any it is pr ude,nt to refer
the vessel' s tank calibrati on tabl es. The calibration or st ra pPing tahl ( to
'h Y
are somet imes called) are ge nerated when t he vessel is bUilt . Thea a8
e ber of eecti eta.
bles will be se pa rated in to anum er 0 sectIOns, .one sectl on for each lank
The table will Jist the ofthe reference tank as well
the total ga uge height. Th e simplest form of ca libration t abl e assumes th
I
, he . I at
the tank is a cube wit h no in tema rrammg mem or pipe IDes . The ship.
yard specialis t who generates t he tables does so simpl y by calculating th
tot al volume of the tank. then di viding t hat figure by the number
and inches bet ween the gauging poi nt and t he tank bottom.l\.teasurementa
ar e normally shown to the nearest quarter-inch. although there are tables
{or larger vessels that may be broken down into increments of One-eighth
inch.
For accura te measurement to ta ke place. it is important to have what is
termed repeatability during the measurement process. Repeatab ility is
the ability to ta ke multiple ullage or innage measurements over t ime and
get the same value. It is recommended t hat each measurement be done
twice within a short period of t ime. To ill ustrate: a tank holds 30,000 bar.
rels when full , and the distance between t he ga uge point and the tank bot-
tomis 50 feet. The total volume of the ta nk di vided by th e gauging distance
would equal the number of barreIs per foot , or in t his case, 600. Toextrapo-
late, each inch would equate to 50 barrels and each quarter-inch would ac-
count {or 12.5 barrels. Some calibrat ion tables ta ke certain aspects ofthe
tank's shape into account such as the turn of th e bil ge. t he volume of space
occupied by any cargo or ballast Jines th at run through the tanks, and in.
te rnal fra ming members.
After reviewing the calibration tables to determine th e reference point
and height , gauging of th e tanks can commence. Prior to taking each set or
measurements , the gaugi ng equipment should be checked for wear. Hand-
held gauging ta pes (fig. 67 ) shoul d be checked for kinks and excessive
wear at t he clip that holds t he gaugi ng bob to t he tape.
Cup-case thermometers (fig. 6 8) should be checked to make sure that
the thermometer glass has not been cracked and t hat t he mercury in the
gl88S has not separate d."Standa rd" or lab-approved thermometers can be
obtained that are cert ified by independent laboratories to rea d tempera-
tures within a small tolerance (usually 0.5) over a defined range, for ex-
a pie, 50 to 110 Fahrenheit. If a standar d thermomet er is carried on
oard it should be USed only to check th e readings of th e worki ng
If a standard thermometer is not availabl e then t he vessel s
er ture device should be checked against the petroleum
routinely calibrated in a laboratory se tti ng and cert ified
,
.
MEA.<;UHEMENT
133
. (th e vessel's fuel oil or ballast. In any event, it Rhollld
shift some0 II amount of t rim or list could grea tly affect l'
be
t d that even a sma k '"
no e 1-" t d fromth e measur ements ta en.
AI'<M volumes ca cure e id . h I
c _ I trnportent factors to consi er 18 t e ocation of t
L
One of the moe I . h Id b '"
. . t Ideally the gauging point s ou e centered directly
tank. Having the point sit uated in
this locationnegates any adverse effects of vessel s tom or list . The
following diagrams effect of tom on t he measurement of
cargowhen the gauging point I S locat ed at t he after end of th e tank (fig.
6-91.
132
1
...... "lJREMENT AND CALCULATION
CAROO)', """-'
J ll-_
(a) Ullage measuremeot WIth
the vessel in an even keel condItIOn
-

(b) Ullage meas urement With the vessellnmmeo by t/'Ie stem

In figure 6-9a . t he li quid level of th e cargo remains a constant distance
from the tank top when t he vessel is on an even keel. The ulla ge measure-
ment wouldyield the same results regardless of th e location of t he gauging
point on the tank.
Figure 6-9b shows t he vessel t rimmed by t he ste m . Note how th e di s-
tance between th e liquid level of t he cargo and th e ta nk top changes. Al -
though the volume of cargo in th e tank is th e sa me as in figur e 6-9a, the
mea9urement from the referen ce point (ga uge point) to the surface of th e
cargo has changed.
t . To or adj ust the ullage mea surements, it is necessary to
mcorrections when the vessel is not on an even keel. These corrections
?Ormallyfound in the vessel's calibration or st rapping tables. The cor-
e Ionsthemselves can take various forms with the two most common be-
, . '
C?rrectlOn applied to the measured (observed) ullage or a volume
bon applied to the volume measured with the uncorrected ullage. In
ti: insta nce, the calibration or st rapping tables may provide a correc-
a corresponds to each foot or meter of trim, and interpolation is
FIgure 6-9. The effect of vessel trim is evident on the observed (ul lage] measure-
ment ofcargoin a tank. Courtesy John Hanus and John O'Connor .
2tlO-mi
minimum
capacity
Corrosion-
resistant
meta'
Closure
(manufacturers
design varies)
ASTM
thermomeler
di
":
.................
I.
1'.. "
r
i
Cupcase
1" t:.'/a"

minimum
Flushing case
-8. Typical thennometer e I
In a nk F M mp oyed when measuring the temperat ur" of
. rom anualofp, r 1
o iii urem cerc e rc eumMcasurement Standards. First Edition,
......to 0 ersce ec B dT
ene PlItrol I ' n oar ank Vessels." Reprinted courle
e
)'
ili um nstltute.
EQUIPMENT USE
1:\5
PRELOADING I NSPECT I ON AN\)
fth
e
cargo tank was washed artcr tilt' 11l 8t cargo, II di\t'rmi nlltion
dIJres. 1 p1sd
e
as to pre.sence of.an y wate r tha t may he on t he bot tom of
I1IIJst tank ISnot inerted , It may to determ ine this bya
th.ewn. etion through th e ull a ge opening In the hatch UII' b . h
_llnllpe tble to el h h OKa ri g t
't'!SUl:U
j
ht. lfi t is not POSSI e to s.lg t t e bottom ofthe ta nk through this
/lll!lb1: then another acce ss point ma.y need to be opened, such as the
openl :; Butterworth plate (t ank cleaning opening). if l iquid is observed
Iiun!' k bottom, t hen attempts should be made to obta in.
the tBn .' . measure-
00 Prior to using the ga ugmg tape, It ISbefit to place a coati ng of prod-
ment. water .indicat ing past e on the surfa ce of the gau..ing bob Th
ct- or ' )1 h I h . . e
dicatingpaste WI c ange co or w en to co,:,tact petroleumor water
III ding on the type of paste used ) and will Iacilitate reading the mea-
ldepen nt once th e bob has been withdrawn from the tank. If the liquid '
. hh h . "
1 the gauglng hale , t en t e gauging tape must be extended into t he
the tip ofthe bob makes contact wit h the tank bottom. Once the
bob makes contact wit h the tank bottom, the total height up to the refer-
snce point be compared wit h the ta nk's total gauge
beight as listed to t he ca libratton tables for the vessel. Performi ng thi s
comparison will confirm the tank bottom was reached and th e ta pe or bob
\lillS not caught on one of the tank's internal framing members or some
otherobstruction on the tank bottom. The bobshould beleft in this position
for several second s, with appropriate steps taken to ensure that the tape
andbob remain st ill. When t he bob is withdrawn from the tank, the petro-
leum/water measurement sho uld be read to the nearest one-eighth inch. in
practice a minimum of two measurements should be obtained from each
tank. lfthe two measurements coincide , t he n t he readings should bere-
oorded.Ifthe two measurements do not match, then a third and possibly a
fburt h measurement should be t aken until consec utive readings provide
matching resul ts .
Shouldit bedetermined (from the visu al observat ions) that the liquid is
10 contact with all four bulkheads of the tank, trim corr ect ions can be ap-
and t he vessel's calibration tables can provide the tank volume . How-
r if the liquid surface does not make contact with all bulkheads-for
lnple, ifthe liquid was containe d at the after end of t he tank and did not
the forward bulkhea d- a nd trim corrections were applied, it is posei-
t at the resultant number would indicate that there was less than zero
lu ein the tank. In this situatio n, t he volume in the tank can be calcu-
liy using the wedge formul a. The volume of t he liquid wedge at the
eitdoft he tank can be determined from certai n ph ysi cal dimensions
kcombined with the observed measurements from gauging. The
. ns required are t ank length, tank width, distance between the
point) a nd t he after bulkhead, a nd th e mea surement
glhd. It will be necessa r y to ensure that all me asurements are in
ystem (eit her Engli sh or metric), so conve rs ion of one or more
CARGO MEASUREMENT AND CALCULATION
13'
-souired. In the second instance, a volume, given in barrels or cub,
, '. ) d I e llle_
ters. ill provided to apply to the tabu ate vo ume .
There ill often a debate about th e to be in th.1'mt' a1lUrernen t
process. namely. whether to w:'e t he eqUIpment t ha t 18. on hoard t he
vessel or the equipment provided by th e petroleu m mspect ron compan
The crew should keep in mind th at the inspecti on company is paid by t{
cargo owner, or by both the supplie r and receiver, to gauge a nd lIampll' the
cargo. Inspect ion companies are audited
ante with industry procedures and to verify th at equipment 18 maintained
in good condition and calibrated on a regul ar basis. All t he equi pm>nt
needed to conduct and complete the ins pection mu st be in th e possession of
the inspector. Should a mea surement discrepancy arise , th e parties with
interest in the cargo will look to the inspection company to clarify or recon-
cile t he difference. If the inspection company uses t he ves sel' s equipment,
it hag util ized devices beyond its cont rol and cannot attest to the material
condition or accuracy of'those devices; its position is th er eby compr omised.
Ins pector s should use their own equipment, and it would be prudent for the
vessel's personnel to compa re the inspectors' equipment to t heir own. This
allows the vessel to establish a baseline comparison, which may be used af-
terthe conclusion of the gauging process to reconcile differences. Ali an ex-
ampl e, suppose that th e vessel has experienced an in -transit difference in
the car goquant it ies between t he load and the discharge port . Ifthe vessel's
loaded quanti ty was determined using t he vessel's gaugi ng tape and
cup-case thermometer s, and the predischarge quantity was determined
using the inspector' s gaugi ng ta pe and temperature probe, the two differ-
ent seta of equipment will yield differing volumes. As this sit ua t ion would
normally beuncovered j us t pri or to the start of the discharge oper ati on, it
would bebest to del ay the sta rt of t he discharge and compare th e vessel's
equipment to the inspector' s equipment. Ther e may be a situation where
the inspector's t ape differs from the vessel' s tape by one-eighth inch.
'Possibly the vessel' s cup-case thermomet er read s 3 lower t han the tnspec-
temperature probe. In any event, it is best to reconcile discrepancies
mcargo measurement while the ca rgo is still in th e vessel's tanks. This af-
ord!lliall interested parties a second opportunity to regau ge the vessel.
ill loaded into a tank, it is necessary to determine t he contents
If :This can be accompli shed by followin g certai n pra
ce-
136
CARGO MF.ASUHEr.n;NT AND CALCUlATION
POSTLOAOl NG INSPECTION ANU MF.MURt:Mt:NT 137
measuremen ts may be req uired before calculations ca n begin . F
, ided h or ea
use 8 wedge fonnuht wor k sheet 18 provr e at t e end ofthiACh
includes instruct ions on th e calculation process . aptt'f. It
Anoth er eit uat tcn may ar-ise duri ng the prel oading (OBQI
, ' hi h . meQ8u
ment if the lest ca rgo ca rried walls vrscouaor I g pou r, pomt cat R: 0 tt-
th e peculi ar propert ies of t hese cargoe s, they r equire s pecialized hO. Ueto
, , k h bl wb andlin..
such 8S heatmg In orde r to rna e t em pumpa e. ,ylie n cargoes h-"to
these are discharged, it is nonnal for the internal surfaccs oflhe ta a.
coaled with It film fclingage)orthicker layer th at is most on en Ulbe
along the bottom of the ta nk. Volume measurement in t his
. .. .
QUires additional steps a nd some common sense. In a Alt uation wh
thick, viscous ca rgo such as vacuum gas oil (VGOl is en coun tered,
measurements should be obtained to create a pr ofile of the layer on tht
tank bottom . In some cases, th e layer on the bottom may be th icker at th
forward end of th e tank t han in the section. As a rule of thumb, th:
mort" measurements th at can be and .a\eraged, the more repn.
eentetive the calculat ed volume Wi ll be of what 15 ac t uaJlycontained int hf
tank. While not exact, this meth od is currently the most practical.
ter that was reint roduced to the lank when loading through the
ballast wa l or shore pipeli ne th at was used to dischBrgt> the ballaet.to the
evesSl' h h Ih '
8af1l. I It may also be t at t e veese aa a leak In a ballast line or a heat-
ter
ltll lt li
. coil passing th rough the cargo lank. In a woret-cese situation.
iog/stell': be a br each of the tank-shell plating to a balla st tank or, in the
lherer
a
ingle-hull vessel , the sea. Free wate r is measur ed using the flame
to determine the OBQ pri or to loading (fig. 6-10).
measurement of free water (.also to as OT thiev-
. accomplished from the gaugmg hatch With water -indicating paste
iog) IS
Gauge lape Gauge tape
Reference poinl
POSTLOADING INSPECTION
AND MEASUREMENT
Waler
...."
Ullage
Wale l cut
Bob coaled
with paste
9. The measurement of free water using a bob coated with water-
teo For accurate determination cffree water, it is important no to Ill.)'
aide at the bottom of the tank. FromManual of Petroleum.
First Edition , July 1990, uMeasurement o( Car
Reprinted courtesy of the American Petroll;'um In L1tu
<After the cargo has been loaded, the vessel may be trimmed to an evenb el
(possible), and it should be placed in an upright position, eli minatinglist
a e measurements should be taken from t he refer ence point to the sur-
flt he liquid. Manual ullaging is accomplished by lowering the gsug
m bintothe liquid until part of the bob is cover ed. The bob should not be
Immersed, esa.reading cannot be obtained if th e enti re bob is covered with
I uging light (volatile) cargoes such as naphtha , gaeoltne. and
nfa product-indicating paste on the bob will facilitate reed-
urement.-Once again a minimum of two readings shouldbeob-
e c&tank. For two readings that do not match, subsequent
nd readings should be taken until confidence in the read-
I certain situations, such as a lightering operati on inan
i't! may be in motion, slowing rolling from side toside,
BY, need to be taken several times until an average
i In situations such as this, a notation shouldbe
cula on WOJ;k sheet that the vessel was observedto
f au 'ng, which might introduce errors into the
after loading is the
be resld
ource of this water ma y bl'
ri p!!d out of the tank, or it may
13'
CAHOO MEASUREMENT AND CALCULATION
pOSTLOADING INSPECTI ON ANI)
139
..
d
r to determine the quali ty of the IOllded car. . I
Inor e 1 d i 1 b
, d which ar e ana yze m a a oratory. The qUlllity . f lh '
Inc . d i e cergc te ea
ob
la
t as the qu an t ity, an In some cae ea even more I I
nllrtan '11 b di 'I ' I . n most cases
ilTl ... I's crew WI not e tr ee y Involved in the sampl'
vcsse bl ' Ing process but
the be taken to prevent pr o ems . Flf st unl es8special '
,p8 can h Id b 11 " requirements
st the inspector s ou not e a owed to obtain a ss m I r h
d
'clste, k k h fini eh p eo t e cargo
, , h eargo tan , or tan s, ave U ntil ed loadin . Second th '
until t e r h ' e mspector
OIlid know contents 0 e.ac tank and whe re the liquid level of the
sl! 0 faUs withm the tank. ThISmay be accompli shed by providing the in.
tor with an sheet o.f recorded measurements and an escort from
. pe< "ssel's crew. Third, the Inspector should properly label each sa 1
.. ' .. 1 h rnpie
tainer. Finally, a r etain samp e s ould be obtainad from the inspecto
can be sealed and re tained on boa rd in case qualit y differences a ' r
tne ft '0- leti nse
d 'ng the voyage or a er 11.... comp etlan.
must representa ti ve cargo loaded, and ther efore spe-
cial sampling techniques procedures have been devel-
oped. It is routlOe for the inspector to provid e his or her own equipment .
Samplecontainers are usually one-quart glass bottles that can be sealed
."ith a plastic cap or cor k (fig. 6-12 ).
Each bottle is held in an assembly that allows it to be lowered into the
tank to8 predetennined level before the container is opened and the bottle
allowed to fill . There are several differe nt types of sa mples. Aspot sample
i! 8sample that is taken at a specific loca t ion (depth) in a tank. Upper, mid-
dle, andlower samples are spot samples taken at the midpoint ofthe upper
third, middle thi rd. and lower third of t he ca rgo tank. Agra b or line sample
iss sample that is obtained at the header or manifold at a specifictime dur-
ingthe loading or discharge operation . An all-l evel s sample is obtained by
lowering a weighted, stoppered bottle or beak er to a point 1 foot 10.3 meted
above eithe r t he tank bottom or the free water level, opening the container,
thenraising it at a ra te that allows it to emerge from the cargo with the con-
tainer being about 75 percent full (maximum 85 percent). A running sam-
ple is obta ined by loweri ng a weighted, unstoppered bottle or beaker to a
per m 1foot <0.3 meter) above ei t her the tank bottomor t he free wate r level;
theopen containe r is t hen raised at a rate t hat allows it to emerge from the
falio with the container being about 75 percen t full (maxi mum 85 per-
. To obtain a compos ite sa mple in the laborat ory, t he sa mple is volu-
etncally blended from all t ank samples of the sa me cargo. according to
t volume contained in eac h tank. The type of sa mple to be t aken is nor-
I pecified by the ca rgo supplier or receiver. and th e vessel's crew
iil note which type of sa mple wa s pulled from each tank. Bottom or
amples are often r equested whe n initiall y loading a tank with a
li is sensitive to contamination. The t ank is loaded until a sample
asonably t aken and the loading operat ion is normally stopped
the results of the laboratory analysi s.
... _---
--
-
--
---
........-
--
_.
..,. ...... -
. -
'-- '-
-e ,_
-
-
--
c C
e
o
-
.... _-
...
___ ... __..--. .. _ .. 0IC>0'0lI_
-
-
-
;:.. f----=::':=---i .:::.
- -
- -
-
-
mp'fecargo (ullage) report that is completed after each cargotrans,
fep.!!ft p'roVl W an accurate accounting of the cargo on the vessel for 1111
itA movement . From Manual of Petroleum MeaJl ure
mrnl
art: January 1986, "Guidelines for Marin e Cargo Inspec
the American Petroleum Institute.
YESSfL ULUOE/SOUHOIHQ10101 0
CAPACITY REPORT
ap plied to the bob. The bob s hould be lowered into the tank
. ,enllUrj
the bob reaches the tank bottom by chec kmg the ga uge height 1'hnKtliat
t he bob sho uld rest on the tank bottom for severa l seconds bef '. e tip f>f
. IOrelti .
drawn and th e measurement 18 read. There are times when th Il wllb.
not fully t um color and appears speckled or spotty.
t races of water are th e result of the water not settling out du to . SPOtty
cient time or possibly due to th e den sity oft he ce rgo.j A Insuffj.
ment can be attempted. leaving the bob t ip on t he bot tom fo
period oftime to see ifmore of the paste changes color. Ifnot , 80nger
be recor ded that traces of water were observe d up to that point 8Should
sured on the bob. mea
The various cargo measuremen ts are recorded on an ull age or
port t hat is sent to ell the parties involved wit h th e movement F' cargort.
. .. . ' gu
r
e 6-li
IS one such fonn that provides a detailed accounti ng of the cargo I d
discharged at a particular terminal . ce ede-
..
141
CARGO CAl.cUI.ATlfJN
CARGO CALCULATION
Ihe vessel is "gauged out" and all the necessary infonn ation is re-
eii the calculation of the cargo volume begins. The goal of thi s exercise
culete the volume/tonnage of cargotr ansferred (loaded/discharged)
terminal. Cargo tonnage must also be determined to enabl e person-
erify that the vessel's st ability. dr aft . trim, and st resses are within
. . The cargo tonnage, often referred to 8S the cargo deadweight, is
ith the fuel, water, stores, and light-ship tonnages to arrive at
I displacement of the vessel.
sential that accurate readings be obtained for the following:
cargo(ullage/innagelwater cute)
f1l.,.of the cargo
cificgravity of the cargo
POSTDISCHARGE I NSPECTION
AND MEASUREMENT
Gaugi ngthe vessel.after discharge for (cargo remaining on board) is
-: tar to the gaugmg for OBQ, although 10 some cases the inspectors will
SIIlll' 'h
Ilppearto beconduct1Og a mue more thorough job. This maybe attributed
tothe fact that the cargo owner wishe s to be infonned ifaUcargohas been
discharged from t he vessel. Any cargo that is left on the vessel win most
etrtain!y be part of a loss, and someone will suffer economically. Measure-
mants will most certainl y be taken from the reference point and, in many
ees , from a second or third locat ion in the ta nk as well. These multi ple
m surements are an attempt to locate and quantify t he remaini ngcargo.
Insituations where t he re is a substantial volume in one or more tanks. t he
Inspector will attempt to retri eve a sample. The sample will beused to de-
temunethe quali t y ofthe ROB, thus placingit in a category of eit her cargo,
lIlIdlment, or sludge.
. 1l8g
e
and free water measurements were ob18i ned .
Since u . bast if t hese measurements are kept hand , at the leading
rt
it 18 .. . y or easy ret
PO,' the gauging process. In this ,:", ay it will be immedietel
dl10nginc ift here has been an error 10gauging, and follow-u Y to
detl' rt'O pJished on the spot . It should be noted that in pg
.... acCO
fII
. ' some cages, n t8dis-
dthat the erro r In gaugmgoccurred at the loadingport A '
o;lvere d d h . ppropn ate
"
n8should be recor e on t e cargo documents as thea 'II '
ola10 d ' ' h . . ,,, e WI 88818t
n "1'8 crewan mspector Wit reconcilinganyin-i ran it
the
vess"
81 merencee.
t-quan weig hted
bonia cat cher
(can be labocated
to fit any sizebonia)

COrk deta,'
CARGO AND CALCULATION
PREDISCHARGE INSPECTION
AND MEASUREMENT
T
""
1-
Allema lNo rig
:}l ed to measure the cargo prior to the dischar ge arc the
sed after loading. Prior to gauging, the inspector may in-
a gh weather that was encountered during the sea pas-
become useful at some later time if it is
a P.tiy ical loee of cargo occurred during the voyage,or
ae unteble volume of free water is found along Wi th
Will wish to gauge the cargo tanks and then
is quence, the inspector can determine
m ke the sampling procedures
140
J?j.gure6-.12. One method of sa mpli ng th e cargo in a tank. Sampling is an important
function In the movement of cargo to mainta in quality assuran ce. FromManual of
Petroleum Measurement Sta ndards. First Edi t ion. J uly 1990, "Measurement of
goes on Board Tank Vessels." Repri nted courtesy of the Ameri can Petroleum
10. itute.
Standard (net) volume", observed (gross) volume x volume correcti on factor(VCY)
For the convenience of t he reader, t he most common un its of
mployed in th e indu st ry are liste d below as well 8 S in th e eppe
e
text . e
1
143
CARGO CALCULATION
API Gravity at 60
QF
15.0
Temp. ( F) 13.0 13.5 14.0
14.5
135.0 0.9709 0.9708
0.9707 0.9705
0.9704
135.5 0.9707 0.9706 0.9705
0.9703
0.9702
136.0 0.9705 0.9704 0.9703
0.9701
0.9700
TABLE 62
Excerpt from API Conversion Table 11
API Gravit y Long TOilS Per Barrel
13.8 0.15207
13.9 0.15196
14.0 0.16186
14.1 0.15175
14.2 0.15165
14.3 0.16154
14.4 0.15144
TABLE 6-1
Excerpt from API Table 6B-GenE'ralized Produclll
Volume Correction Factors for Generaliz ed Products
4 Eit her multiply the standard (ne t ) volume by th e longtons per barrel
or t he st andard (net) volume by t he barrel s per ton.
Standard (net ) velume x long tons per barrel _ long tons
14,5GO.5 xO.15186 = 2,211.2longtons
Standard (net) volume I barrels per long tcn e longtons
14,560.5 / 6.585 .. 2,211.2 Iongtons
E ter t he (volume-to-wei ght) conversion table with the API gravity
th
3
. nrgc to find t he appropriate conversion factor . In thi s case:
(If e ca
Long tons per barrel e 0.15186or barrels per ton - 6.585(see table 6-2)
PJt0DLf.!>I : What is th e standa rd (net) volume and how many long tons
. the tank? .
tll'f In terminI' th e volume correction factor by entering the API tables
1. D:obllerved temperature of 135
c
F and API gr avity of 14. ln this case
.....ith th correcti on factor is 0.9707 (see table G.1).
the th e obs erve d (gr oss) volume (barrels) by th e volume correc-
2 tor to find the standard (net) volume .
tion fsc
15.000 barrels )( 0.9707 z 14.560.5 barrels
CARGOMfo:ASUREMENT ANDCALCULATION
ndard (net) volume I barrels per long ton '" long tons
Standard (net) volume x long tons per barrel ", long tons
142
Barrel .. 42 ga llons (U.S,)
Cubic meier .. 6.2898 barrels
M{'tri c ton .. 1,000 kilograms " 2,204.6 pounds
Long ton .. 2,240 pounds
Obllerved fgrou) barrel " 42 gallons (a t th e observed tem perat ur e)
Standard (net) barrel " 42 gal lons (at the standard temperat ure 6<rF)
The first ste pin thecalculation is to correct th e ofcargo tee stan.
derd volume. Liquid cargoes expand and contract WIth changes i n tern
ture: therefore. the petroleum industry established a standard tempe::
to be used when calculating th e standard of cargo in a tank. Inthe
United States, the Amencan Pet roleum Institute (API) set the standard
temperature at 60
cF
US.6G); in countries that use the met ric syste m, 15"e
(S9
cFJ
is the standard tempera ture.
The volume correction factor is foun d by entering t he API t ables with
the observed temperature and API gravityof the cargo. Using th e follOy,i ng
formula. the standard (net) volume ca n be determined by multiplyingthe
observed (gross) volum e by th e volume correcti on fa ctor.
The tonnage in a tank is found by ente ri ng the appropri ate conversion
table (also found in the API tables) with the API gravity of the cargo tode-
nnine the stowage factor . There are two ways of find ing t he tonnage:
144
CARGO MEASUREMENT AND CALCULATION
,
,
if!
,
,
,
-'
-
III
j
TABLE 63
Ell cerpt from API Con version Table
API Grat'ity Barrels PI''' Long Ton
13.8 6.576
13.9 6.580
14.0 6.585
14.1 6.590
14,2 6.594
14.3 6.599
14.4 6.604
T. b! 6-1, 6-2. and 6-3 repri nted (XIU rU>By oflhe American Pl'tro leum
PrIm/tumMM8/H" rMlit Tobln - Vo/umt Corrtdion FactDnl, volume 2, 19110. '
ing can beaccomplished in a vari ety of ways. Modem tank
uently equipped with a cargo calculator or a computer soft
that-contains the hydrostatic data and characteri sticsorthe
(these deviceshas improved the cargoplann ingprocessby
d..by saving time over the laborious hand celcule'
fth-e cargo loading programs in use today ati." re-
m ut certain key information when perfonmnga
on 31erefore,the PIC should have a thorough.
un

I
. I ,Slllsl
c ell etten process to avoid any c arms S ..
r f!e stowage of the vessel. As of this
. usin-
grab !Jthe vessel computers with vane t
onten,
m r tUl;e, IG deck pressure, oxygen c
ijj t1yfrom the cargo system (fig. 6-13).
Number of gra des and quan t ity
Limiting draft Iseascna lload line )
Vessel trim
Bending stresses and shea r forces
Tank preparation (cleaning/pipeline flushing/drying )
argo segregation
argo compatibility
Re latory requirements
dlng'1pOrt and discharge port seq uence
um!!fir of cargo hose9lanns
P.fg handling requirements
CARGO PLANNI NG
Vessel personnel normally develop a det ai led pla n (prestow)ofthe uPoom.
ing load based on tentative orders and anticip at ed cargo values receiVed
from the owner/operato r and te rminal. Some of t he factors considered
when drawing up the cargo plan include t he following:
146
CAllGO MEASUHEMt: NT AND CALCUI.NfI(I N
LOAD l, INl';S AND ZONE LIMITAT IONH
147
The reduction cf'crcw slze and th e heighten ed compk'xity or
. d II ' d tlYIl!.{' rn
modern vC!'Iscl s ha s neccesuetc H' mcrease use of compuU'r Hun
. fi .'l and,
mated ca rgo systems IHI seen III rgu rcs 6- 14 and 6-15. .I UU).
LOAD LI NES AND ZONE LIMITATIONS
The load line ora vessel (its "Pli mlloll mark" ) indicates t he maxi mum
missible tonnage that ca n be loaded ba sed on th e zone (location ' per
world ) the vessel will pass th rou gh a nd t he season of the year. From the
ea rliest seafaring t imes, attempts were made to ens ure th e sa fety 07 the
sonnel and the vessel by imposing strict limits on the ca rgo ca rried pee.
voyage, thereby reducing the ri sks from overloading (fig. 6. 16). each
Figure 6-14. On automated veeaela. the cargo oper at ion is frequently controlled
a console located in the cargo control room (CCR). Courtesy Shell intema -
tional Pet roleum.
Figure 6-15. Depending on t he vessel , the cargo operat ion may be controlled on
dKk, in the cargo cont rol room, or, as shown here, on the bridge. The installation
sbo\\'11 enables the PI C to monitor cargo ta nk ull ages, temperatures, stress, draft ,
trim, andinert gas pressur e on a single screen. Cargo systemvalves can be oper-
ated bytouching a light pen to th e screen. Courtesy Seab Marine Electronics.
Today, internat ional sta ndards governi ng load lines have been imple-
mented by the maritime nations of the world and incorporated into U.S.
rules. Whena vessel is constructed, the appropriate load linemarkings are
calculated and permanently etched on the hull by an authorized classifica-
tionsociety. In the United States, th e load lines are usuallyassignedbythe
Bureau of Shipping(fig. 6-17). Each mark corresponds to a given
duplacement, or the total tonnage of wate r displaced by the vessel. This
tonnage is exactly equa l to the weight of the loaded vessel. The various
are identified as tropical, summer, winte r, and winter Nort h Atl an-
he zones including salt water and fres hwater conditions. Due to the fact
water is more buoyant t ha n fresh, allowance is made for the extra
linkageofthe vessel in freshwater this is known as the freshwater allow-
snce( FWAl Thi . ' . d .
. . IS sys tem of mar king permi t s vessels to loa more cargom
of predominantly fair weather and duri ng seas ons when good
can be expected (refe r to t he load line zones and seasonal chart in-
near the end of this cha pte r).
..
148
CARGO AND CALCULATION
LOAn LINES ANn ZONE LIMITATIONS
149
TheCllfller 01the ling is to be placed on eachside 01the vessel at the midl:Ie01 theI&ngthas
tlefrl.-.lhe load Une Regulations. The ling andlines areto be permanelltlymar1<ed. asby
cenler punch. chisel cut. Of bead 01 weld.
Thesemeasurements
to be lakentrom
center oiling 10
F top 01eact\ line
l..+L3
l-
21',
10000ard ot
eemeeot I
I
American Bureau 01 ShIpping
Tropical Fresh Water Allowance
Fresh werer Allowance
Load line in Tropical ZOnes
Summer Load Une
Winlet l oad line
Winler NOr1h AllanbC Loadu oe
3 In.
A B
TF
F
T
S
W
WNA
uwer edge 01 hOtiZontal
irIt kl pass through \he
cen19f of nng
in.
Figure 6-16. American Bureau of Shipping inspectors check a vessel's load line
marki nga. Courtesy American Bureau of Shipping.
For exampl e, a tanker loading in Val dez, Alaska , on December 1(win-
ter seasona l zone ) would load to the winter marks. In cont ras t , a vessel
loading on the same date in Rio de Janeiro, Brazil (t ropical zonel , wouldbe
allowed to load to the t ropical marks.
Zone Allowance
When 8 vessel is loaded to the tropical marks in December, auch 88 the
ample at Rio de Janeiro. it cannot cross into the summe r zone without Vl O'
In this instance, the vess el is not only governed by the eone
In wbu:h it Ieloeded, but also by the zones through whi ch it tranaiUl. Jfthe
10 ded. passage of the vessel proceeds into the summer zone, then ita drall.
... ot exceed the Bummer marks at any time while inside that
mJ'i. 1J<ick: is to load the maximum allowable tonnage without !>l'lllg
I i1eoa !b-e veeeel proceeds from one zone to the next. Allowance ean
Figure 6-17. Load line markin gs for oceangoing veasels an placed amidships on
bothsides of the hull. The American Bureau of Shipping ill authorized to assign
[Gadlines to vessels registered in the United Stales and other countries. Courtesy
American Bureau of Shipping.
be made for the bum-offoffuel and ot he r consumabl es while proceeding to
, ,.
COli troll mg zone, which is the zone that imposes th e greates t restrtcnon
on the loadin g of the vessel.
extra tonnage a vessel may load beyond that pennitted by the con-
h
ttolbng zone is known as the zone allowance. Th e following example shows
OWlod' _ .
A zone allowance: . .
that loads at a terminal within the tropicnl zone. It IS
loadi e veeeel will enter the Bummer zone nine days after departll1g the
da ngport . The approximate burn-off of fuel at eea speed is 50 tons per
y 8lldWste
r consumption is 10 tons per day.
CARGO TERMS
151
CARGO TERMS
Trim arm or lever is the numerical (longit udinal) difference between
LCD and LeG. The position or LeB and LeG relative to each ot her deter-
minee the amount of trim and whether it will be by the head or stem. The
LCD can befound by enteri ng the hydrostatic tables or curves supplied by the
naval architect with the displ acement of the vessel . LeG is determined by
first multiplying the LeG for each cargo tank by its tonnage to yield the longi-
tudinal moments. The same calculation is made for fuel. water, stores, miscel-
laneous tanks, and light ship. Th e total moments (sum of the longitudinal
momenta)divided by the total displacement will give the location of the LeG.
Oncethe 1G and LeB have been determined. numerically compare these
ralues to find the trim ann or level'. The trim of the vessel can then be found
using the following formula:
. . displacement )(trim ann
Trim (inches) = MTl"
'!'ipping ('('nler or center o(flotation is best described as th.ehinge about
a vessel rotates longitudinally. This hinge is not fixed lO.asingle po-
on but moves forward and aft wi th changes in draft. and tnm. .
M0r,nenl to change tri m 1 inch (MTO is used in conjunction with the
1;lJinling momen t to determine t he change in trim ofthe vessel: MTl
the dr aft of the vessel and t he exac t values can be denved by m-
B 10 f '
n rom the hydrostatic tables.
Aveaael ha s a draft. of26' 00" forward and aft weasel is on a
h MTI at t his draft. is 1,00
0
foot _tons.lfcargo 10 1 0
e aft:. a distanc of 100 f et. what are t h d
. . the difference bct ween t ho forward an d after drafts ofthe vee-
,,;: of trim is closely to the following terms:
,el. '1 dinal centero(buoyancy (LeB) IS the center of volume ofthe un-
lPng
l
pourt ion of a vessel's hull an d is the point through which it is as-
d
r\\'atcr ) t Th
edall upward (buoya nt orcea act. e LeB of the vessel is found in
tatic tables or curves of the vessel.
\lieJ;:n;':dinal cent er ofgra,l.Idr. I is the counterpart of LeB. or the
int in the hull through which It IS assumed all the downward Igravita-
forces act . .. .
Trimming moment. When IS loaded or discharged at a given
' 4"ce forward or aft of the uppmg center, a t ri mmi ng moment is ere-
dis_-
,to<!. . dh izh
Likewise, a moment I S create w en a wetg t on the vessel is shift ed
forwardor aft . Moment s ar e expressed in foot-tons andcompute d using th e
following formula :
Trimming moment := weight (tons) )(distance (feet)
CARGO AND CALCULATION
' 60
Note t hat a vessel sailing in the othe r direction (from Bummer to .
cal zone) would not require th is calculation due to th e fact that .troPl.
loaded in the controlling zone. It Wag
Howmany tons can the vessel be loaded beyond th e s ummer I dlr
08 hoe?
Zone al lowance '" 9 day8 x 60 ton s/day = 540 tona
Weight loaded (or discharged) I TPI = change in mean dran
: A veeeel with a mean draft. of 25' 00" has a TP f of 150
nc . What will be t he new draft. after load ing 900 tons?
Following is a review of the key terms used in ca rgo calcula tion:
Deadweigh t is the total weight of cargo plu s crew, sto res , water f I
and ballast on board at 8 given time. In t he tanke r industry,
used as a rough measure of the cargo ca rryi ng capacity of a vessel.
. Displacement is the ofthe wate r that is di spl aced by the hull; it
18 equal to t?e weight of th e vessel when floating freely. Thus the
term IS used to denote a weight in tons at a given
draft . When displacement of t he known, a number of impor-
tant hydrostatic values can be determined by Insp ection eithe r from thetao
bleeor curves of the veaeel.
Light . hip is the displacement, or weight in tens, of a vessel minus
cargo, crew, stores, fuel , water, and ballast; in other words, it is th e wcight
of the empty vessel.
TofU per inch immers i on (T P I) shows the number of tons required to
a veseel I inch amidships. The change in draft. on a vessel is pro-
pcrttcnel to the amount of weight loaded or di scharged. Th e TPI varies with
the draft and shape of the vessel at the waterline. Th c values forTPI canbe
found .the hydrostatic tables or on the deadweight scaleof the vessel.
This Information is valuable when computing changes in mean draft
=dby the loading and discharging of weight. The following formul s is
r
152
CARGO MEASUREMENT AND CALCULATION
Trimming moment = 100 t one x 100 feet
'" 10,000 foot -tons
CAHGO TERM S
2S' 02"

2S' 07" ,. newdraft aft

153
25'00"

25' 05" = new dr aft aft

25'00"

24' OT' '" new draft: forwa rd

EXAMPLE,The init ial draft of the vessel is 25' 00" forward and aft.(even
kee l) and the MT1 is 1,000 foot-tons . TPI at t hi s draft is 50 tons/inch.
If 100 tons are loaded 100 feet aft of t he tipping center, what are the new
draf\a?
Note that the new dr afts were determined by applying half the change
in trim to arrive at t he forwar d and after drafts. Due to shifting the weight
aft. th e cha nge in trim (5 inches) was added to the after drafland the same
amount was subt rac ted from the forward dr aft.
When a weight is loaded or disc harged, a slightly different problemis
encountered. The first step is to determine t he new mean draft producedby
the changed displacement of the vessel. The change in t rim can then be
computed and ap plied to th e new mean draft. to find the forward and after
dr afts .
15
Dockwater allowance : - dO"
25
: 6.0"
Fre8hu'al er a nd dockwater " ."owancell.: Freshwater is less buoyant
lt ....ter: therefore the load h ne regulations allowIor Ihi b .
than sa" I' , S y aseign-
. the vessel a fre shwater mark. The fr eshwater aUowancei s the number of
the draR will ch ange wh en moving from freshwater to salt water and
. rsa. In many ports. the harbor water ma y he classified as brackish (
Vlte ve h . .. ) .. h
. tureofsaltandfres water requtrmg t ecalculation ofanewallowance
the term dock-water allowance comes into play. '
allowance is the nu.mher of .inches a vessel may load below
' I marks in water ofa known s pecific gravity. To find this value, a sample
water alongside the dock is and specific gravity is mea-
sured with a simple h ydr ometer. The specific gravity offres bwate r is 1.000
andof salt water 1.025. If the sample at the dock reveals a specific gravity
00.010, how ca n t he dock-water allowance be found?
First , the freshwater allowance should befound by refe rring to the hy
drostatic tables or vessel characteristics. In thi s case, the vessel has a
freshwate r al lowance of 10" a nd th e specific gravity alongsi de is found to be
1.010.
Second. the dock-water allowance ca n bedete rmined since it is already
knownthat at a specific gravity of 1.000, the allowance is 10' , and at a spe-
Me gravity of 1.025. i t is zero. The val ue at the dock is 1.010 or 15125of the
waybetween the ze ro an d 10" allowance. Thus:
10,000 foot -tona
1,000 root -tens
'" 10" by th e ste m
in trim
AllowDnCt'
10"
8"
0"
"2
o
Specifi c Gravity
1.000 (fresh)
1.00S
1.010
1.015
1.020
1.025 (salt )
TABLE 6-4
Dock-woter Allowanet"ll
(Frcllhwoter AllowaDCt' 10")
To eli mi nate confusion, vessel per sonnel ofte n develop a ta ble of dock-
water allowances based on t he differen t speci fic gravities that may be en-
countere d.
100 tons := Z.
50 tons1inch
new draft forward
10,000 foot -tons
Change in trim
1,000 foot .tone
:= 10" by the stem
25' 02"
Increase in mean draft
25'00"
L.ll2::-
25' 02" := new mean dr aR
Trimming moment := 100 tons xl 00 feet
,. 10,000 foot -tons
SUOf J ~ ~ SlJMW(R lO'ot .. _
WltfTVl ~ .....1..0 .. ' ....
~ : ..-.":::.':.=' '" T t ~
.....
l ONE
.
CARGOMEASUREMENT ANUCoALVU ,"", llV N
154
, s and shear forces, One of the major conce
B ding stress
e
k I ' th
en f'b Ik liquid cargoes by tan vesse 1S e stress ontil
safe 0 uproblems are bending stresses and shear forces
The two pomary here i t ti ,
, di I b nding occurs when t ere 1S a conce n ra ion of weigh
longi tu ina e id ' f t h I a
icul I tion such as in the 101 section 0 e vesse or near th
par-trc ar oca I , I d ' h een
Th
b
di gpoint(s)ofa vessel can be calcu ate wi t a cargo-loading
e en 10 , , irn/ ' ' CO ,
te
gr
am or by using a tradItIonal to stress rorm, Additionally
pu r pro h h II d ' , ,
PICshould check the bending on t e u unng a cargo opera 'on
by comparing the mean and midship ,
Sagging (fig, 6-18a) occurs wh,en there 1S a concent r,atlOn of weightin
the midsection of the vessel, the deck to be subjected tocompres-
sion forces while at the same time the keel 1S under tension.
Hoggi ng (fig, 6-18b) occurs when there is a concentration of weight a
both ends of the ves sel, causing the deck to experience tensile forces while
the keel is under compression,
A well-conceived cargo plan should minimize t he bending stresses of
the vessel through proper distribution of the cargo and ballast Over the
length of the vessel. It is important to remember t hat sea conditions (fig,
6-19) can amplify these stresses, ultimately causing permanent damageto
r
t
(a} Sag
t
A

'--,
t
(b) Hog
Figure 6- 18, Bendin t
tion of weight at c g or sag) exerted on the hull due to a con-ce
ntr8
ertai n locations In the vessel.
e (fract ures ) and in the most ('x treme case IOKS ofthe
. tru
ct ur

\es
sel s
8 ral failure ). '. .
the I (Il
t nlet u
when t wo forces act In OPpOSite dlre<:ti ons Ipar all el to
e occur
s a t a bulkhead between an empty ball ast ta nk and a full
ch otherl such:eighl tgrnvitationaf a nd buoyant (upward) act ion expe-
ea tank. The 'de of the bulkhead causes a shear force.
d on eithe r 51
rienC
tanker' s
be ding stresses on 8
t mendoue n
vy weather generates re
166
CARGO MEASUREMENT AND CALCUlATION REVIEW
157
LOAIJING TO FINAL DRAFT
Th
cargo plan tpres tow) ser ves as a gu ide for the PI C dUri ng the a I
e . d dl h cll.al
gotransfer . The cargo informat ion use In eve opmg t e prestowd
necessarily match the values derived duri ng t he
tion. For exa mple. when t he ca r.go,tempe rat u r e, API grevuy, or vol ume dif.
fer slightly from the preetow, It 18 often necessa ry to make adj ustments
during the final sta ges of t he loadi ng. opera t ion. At th e fina l st ages of the
loading opera tion, it is common pra cti ce to check t he marks fro
rn
the
dock a nd compa re them to the preca lcu l.8t ed value.s . As di sc us sed in cha p.
ter 8 it is recommended that t he loadi ng opera t ion should end in slack
(part ial ly fuIll ta nkral, often cal led "t ri m.tankts)," to accommodate any
last minute changes in cargo qua ntity or t n m.
LOADING AN D DI SCHARGI NG RATES
Loading and discharging rat es vary considerably with different vessels,
terminals, and cargoes. For exa mple, crude-oil carriers rout inely load at
rates in excess of 100,000 barrels per hour at the Alyeska Terminal in
Valdez, Alaska, whil e a small product or parcel carrier mi ght load at less
than 1,000 barrels per hour at a refinery.
Some of the factors that influence cargo transfer rates include the fol-
lowing:
Numberand capacityof cargo pumps
Pipelinedimensions (vessel and shore facility)
Temperature and viscosity of the cargo
Capacity of the venting or vapor control system
Capacity of the inert gaa system
Locationof(distance from) and elevation of shore ta nks
Use of shore booster pumps
Experienceof vessel personnel
Number of cargo tanks open
In order to determine when the cargo operation will fini sh , the PIC
Shoul calculate the loadingfdischarging rates at periodic interval s. On
mo sselsl it is a common practice to cal culate hourly rates to confirm
e oading rate baa not changed from the agreed value and to es timate
. e 0 ij"mplet ion of the cargo operation (saili ng time). Th e load-
rates are typically expressed in barrels-per -hour, or cu-
t depending on th e vessel. To calculate a rate , the PIC
folloWingsteps :
h
vessel' lItanks at peri odic inte rvals and refer to th 1 .
ege t e . h e ee Ibu tlon l ui.
G' 1ta bles to determine t e total cargo on hoar d.
!IIRe h fi
h
d
ifference between t I II jgure a nd t he last tota l di""d lh d."
""ndt e , e IS
l er

" by t he num. b er of hou rs elaplled betw!'t.' n the ml;'lUIur Th

en
ce
,- emerita. e re-
sult is t he or rate poe.r hour.
........ [ne th e elltlmated nme of oomphbon. divide the amount of
To dete, .. d d di h d b ""'0
n,ng to be loa e or 18C arge y the hourly rate to v; Id
rem
al
. , \-lIe num.
ber of hours remammg.
REVIEW
List th ree ways cargo is.
L Wh t are calibratIOn tables? What mformatt onIS denved fromthe cal.
2' h I'
. ib arion table of t e vesse "
t he difference between ullage. innage, and water cute
3.
(t hievag
e
). . .
How can the t rim or list of a vessel influence the accuracy of cargo
l . ,
measurements. . .
What is the difference between ROB and OBQ? When 18 each apphed
5. ,
in a cargo calculation. . ?"
Wh .s cargo sa mpling necessa ry dunng a cargo transfer"What 18 the
6. yl 1 d I I '
difference between a bot tom samp e an me samp.e. .
What is the API gravit y of a cargo? What IS the relationship between
7. API gravity and specific gravit y? (Refer to chapter 2.)
What is the difference between an observed (groeal volume anda stan-
8. dard (net) volume of cargo measu re? How does one convert fromthe
observed volume in the tank to a standar d volume? .
9. What information is needed to determine th e volume correction factor
from the API tables? How is the standard volume converted to a
weight, na mely tons? . I ad
10. List t he maj or considerations when planning the cargo. oac. I"
11. What is the freshwat er allowance of a vessel? loadinga veese 10
bracki sh wa te r, how is the al lowance determme ,
12. Define the following te rms: LeG
Deadweight TPI Trim arm
MTI Trimming moment
Light ship LCB ld betaken into ac-
l3. When planning a cargo load, what shou d gging Where is
COunt? Explain the difference between hoggmg an sa .
a shear force experienced on a tank vessel? . ) ales are deter-
Explain how cargo transfer the rates?
mined. Why is it necessary for the PICto frequen y c
C H Al' TE R 7
Degree of segregation desired between cargoes
Vessel trade
Type of prime mover (drive unit)
Characteristics of the cargo (viscosity, specificgravity, corrosivity,and 80
forth)
Reliabilityand ease of maintenance
Pumping capacity (volume of liquid moved per unit of time)
5.
5
1.
2
3.

Cargo Pumps
The cargo pumps are l ocated eit he r aft of the cargo tanks in a formal
mpftrtmentcalled the pumproom or at the lowe st point (well or sump) in
c :nk. 7-1 illustrates the typical location of the pumproom,
places It In close proximity to the engine room and takes advantage
ndency of the vessel to be trimmed by the stem. Depending on the
SOme vessels are also equipped with a forward pumproom.
The discharge car go on a. mode m ta nk is accomplished through
the useof a vanety of systems . Thia ch?pter provides a review of
pump theory, operation, and troubleshootmg. The person-in-charge
ofthedischarge.operabon. a thorou gh workingknowledgeofthe
operatingprinClples and limitations of cargo pumps. Operators should con-
ult the cargo t ransfer procedures manual on the vessel 8S well 8S the
;umpmanufacturers fOT,specific gui da nce concerning pr oper op-
eration of the cargo pumping equipment onboard.
Thepurpose of the cargo pump is to impart energy to the liquid in order
to raiseits level from t he cargo tanks on the vessel to the shore tanks and.
etthesame time, to overcome fric tion and flowlosses while negotiating the
piping system. The type of cargo pumps installed on a particul ar vessel de-
pends on a number of factors including the following:
J

"

I
5
..
u .
.
>,"
..

"

"
,
II--t--H--H-t-+--t-+--H 5

KINETiC PUMPS
161
KI NETI C P UMP S
7-2 illu stra tes a submerged pu mp located at the after d
figure tank in a well or sump. en of
'
ach cargof he lle a pproaches has di at.inct advantages' th er e" d
'" ho t Ii . rore.nocne e-
I:08
C
. d for a ll app IC811008 .
te sUIte Iied ki ti it i di
sigP .... d a8si 1 8S me ic or poai tve- Isplaceme nt or, ti
n.. rnpSare "f.'rene rc pumps
P"C" d into three groups: cont rt uJ':'al, vertical-turbine (deep II) d
d
iVI de . . di 1 we ,an
ar' d TYPCIl of posrttve- ISP acc ment pumps inclu de reci ti
rge . -.. Ipr oca ing
5ub
flle
(lobe gea r, screw, a nd vane).
androtary ,
-2 SUbmerged cargo pump located in a sump at the bottom of the cargo
Scott R. Bergeron.
e following section describes the va rious cent rifugal
11> the cargo syst em of 8 tank vessel and explains their operation
pumpsIn .
Cen t ri fu ga l Pumps
centrifugal pumps are often referred to as the main cargo pumps {MCPl,
. the fact that they discharge the bulk of the cargo from the vessel.
pumps have a high-volume out put which makes themwellsuited 8S
rneee Centrif I all . . id
. cargo pumps. entrt uga pumps are sm In size consr ering their
and have few moving parts, which generally equates to greater
.
,
,
,
,
1
, .,
,
.
,
.1
'I
I +-
I
Ii
162 CAHGO PUM PS
KINETH..: PUMPS
163
1.,rt
1 starboard
,.,rt
2 starboa rd :3slarboard
port
Port
dgepwell pump
icallocation of the deepwell cargo pumps on a barge .
ked in suc h a way all to step up th e energy in the liquid as it
elle
rllilY
st aCh eac h stage orthe pump. The impelle r assembly is connected
g ,hroUg . rti I h ft ithi h '
lOa
vell
rve unit on deck VIaa ve rca R a Wit In t discha rge pipe. Thi s
IOW
edn
t ta kes a dvantage of the s peed and efficiency or a centrifuga l
rtgePlen
.r<'
F'lgUre 73. Simple view orthe internals or a centrifugal pump showingthe main ro-
tatingelement (impeller). Courtesy Ingersoll Dresser Pump.
reliability lind lese maintenance, Another ad va nta ge seen wit h th o
pump is its adaptability ttl a vari ety of dri ve uni ts , leaving t he OWlS
ime of " C "" nerWlth man v options at th e nme 0 construe Ion. ent n lUgnJ pump,
' ' I ' , h draul! may
driven by a steam t urbi ne, a n e ectrtc rno or , a y ran tc motor Or di
' n. h d ' " Blf'8e]
engi ne. On vessels WIthan a....e r pumproom, t e rtve Uhlts afC loc te .
the engi ne room and are conn ected to t he liqui d end orthe pUmp via a dd,lll
shaft extending through the bulkhead. AgaSl igh t gla nd must be erna lonvf'
in the bulkhead that separates t he pumproom from t he engine rOOm to Yt'd
vent the movement of flammable ca rgo vapo rs or liquids bet wcl'
spaces. Whe re the cargo pumps are located in each tank, th e dri ve uni t .e
placed eit her on deck or th e pump within th e ta nk.
mai n drawback in design of a 18 the fact t ha t it is not
self-pri ming. Cent nfugal pumps require a continual flow of liquid (Prim )
to pump. usually makes them un suitable for (dra ining):
cargo tank. This type of pump does not have the a bil ity to reprims itselr
when suction is lost unless it is outfitted with a s pecial priming fea ture. To
faci litate stri pping the cargo tanks and pipelines, many vess els are
equipped wi th eithe r a positive-displacement pump or an ed ucto r.
In a cent ri fugal pump, the impeller is the main r ot ating element that
imparts ene rgy by increasing th e veloci ty of the liquid a nd deliveri ng the
cargo to th e s hore facili ty. Figure 7-3 is a cutaway view of a centrifugal
pump showing th e location of t he impell er withi n the casing.
Cargo enters th e eye of th e impeUer along the axis of rotation and is
thrown outward radially th rou gh use of t he swept-back vanes. At this
point the cargo leaves th e impell er va nes a t a high velocity. Through the
design ofthe volute, energy in the liquid is converted from high- velocity to
a combination of velocity and di scharge pressure. To assist in the conver-
sion of energy, some centrifugal pumps are also equi pped with diffuser
vanes within the casing. The pump impell ers ope r ate at a hi gh speed (rpm)
capable of generating considerable heat if the pump is operated improp-
y. Oentrifugal pumps require a continual flow of ca rgo for pr oper cool-
internallubricat.ion, and gland sealing. Operating thi s type of pump in
e 1'tVERl. condition (insufficient prime) can result in overheating, leading
a nll lh possibility of fire. In a normal di scharge oper ation,
v a smooth delivery and produce little noi se or vibration.
164
CARGO PUM PS
KI NETI C PUMPS
165
--
I -
I
I
I
J
I
I
I
I
L
cargolank2
,tsrboll rd
Cargolank2
port
Submerged
cargopump
Submerged
cargopump
Drop
I
nilold L
- - - - - - I 'dwith submerged
. 'A typical piping arrangement on a veeee squrppe
a h,cargo tank.
ia"1'-+... To group 3 Grou 2
. Hied ca rgo system
Su
llP
I d need for bottom pipi ng
9. Reduce .
n be removed for eervt ce or re placement from th d k
Ptlmp C8 . . , e ec
5. . over on deck 18 acce esibl e for lIe rv\ c e
pnJl\eJl\ . .
6. _.. need for se parate 8tnppmg pumps
ae
duceu
1.
Submerged Pumps
rged puIDPS usually refer to hydraulically driven centrifugal cargo
Sub
tl1e
locatedin each tank (fi g. 7-6), In modemconstruction, the8hif\, toward
pl.ll1lpBcall powered deck machinery and automated cargo 8Y8t.etlUl has
to submerged pumps on their vessels. Figure 7-7
proIllP s_sedional VIew of a Frank Moho WRAMO) submerged pump.
shoWS hydra uli c fluid is to a ?' 0t:ormounted directly
Mil h pmpeUer in t he tank. Aspecial concentnc pipe directs the high.
above t eh 'draul ic flui d through the center pipe, and the low-pressure
through the mi ddle line. The outermost pipe serves as a
n
wd
:: which segregates t he hydraulic fluid from the cargo.'Ibecergcts
eoffe a:.a the discharge line to the manifold on deck. When pumping is
di scharge line or pi pestack (refer to figure 7-8) can be
edby idling the pump, closing t he valve, and pressurizing
!'tnPpe fthe pipestack with ai r , nitrogen, or mert gas through a connec-
topd ck The cargo in the discharge pipe is forced through a small-
tlono
n
e . . ' h h h . . ,. th
diameter stripping (riser) Iin e di rectly as ore, t ere y rmrummng e
Out!et _
cargo lank dome
Electric motor
or hydraulic motor
Uql,lid sur/ace
Shaft
Discharge line
Pump sump
Figure 7-5. Croee-eecttonal view of a deepwell pump. Copyright Inte rnational
Maritime Organization OMOJ. London.
RUmpwhile minimizing its disadvantages. Figure 7-5 is a cross-sectional
pC a deepwell pump showing the main components.
e.impeller is either enclosed in a barrel (when it is used to pump more
an 0 k), or it is recessed in 8 Bump at the bottom of each tank. Most
eepwel umps are equipped with an automatic priming feature whi ch reo
au t cd for a separate stripping system. The advantages of a
ui ed yes el include the following:
167
t
Purging oornptete<l . Strlpping completed.
Purging start ed.
KINETlC
quantity remaining on board (ROB) at the end of the discharge. Efficient
stripping is particularl y important when discha rging small parcels of
high-value cargo. The subme rged pump has a single-stage impeller
mounted hori zontally in a sump at thebottomof the pump assembly. There
isnobottom pi ping in t his pumpi ng system; therefore each tank must be
equipped with its own pump. Th e pump speed is cont rolled through the use
of a hydraulic governor on deck or from a cargo control room. The drive
shaft has an antirotational brake which allows t he discharge piping to also
easthe loading drop. Submerged pumps possess many ofthe same ad-
tages8S the deepwell pump; however, the pump and motor assembly
t be repaired in the tank. In th e event the pump is inoperative with
remaining in the tank, a por table submersible pump is provided to
the cargo discharge.
Pump Operation
mpe typically operate in eit her a head or a lift The
m umping situation is the head condit ion in whIch the cargo
me physical height above the inletofthe pump. operated
eail condition, cargo fills the casing of the pump by gravity, thereby
()isdlarging
f\gure 7-8.Thestages ofoperationofa submergedpump.CourtesyFrankMohoAS.
Cargo sl ripping pipe
Cargo oscharge PlPO
. ec..lional view of a submerged pump shewing the major compo-
ra MohoAS.
High-pressure
hydraulic meter
Coflerdam
surrounding
t"ridraulic section
Hydraulic COnCenlric, - - 4 ::::ll
retcm pipe
---<I-
pressure pipe
DL&tf\8nUing and
service without
lifting pump
Local capaCItyCOfllrol
CapaCItyCOfllrol valve
Cotlemam purging COflnecliOil
Cotlerdam purging pipe
Coflerdam concenl riCpipe
168
CARGO PUMPS
--_.....-
FrlCliO," he;-f ---"
__!I' I t
, ,
, ,
, ,
Total I
"""'" ,
"'.., ,
, ,
, ,
, ,
, ,
______--.'+ r""" "",
... dIscha'gt
""
SlatlCsuctio n
"'''

KINETI C PUMPS
169
Figure 7-9. Cargo pump operating in a head condition in whi ch gravit .
conti nuous pri me. Courtesy Richard Beadon. y maIntains I
an On inerted vessels, the positive deckpres-
to be maintained above th e cargo in t he tanks further assists
In pump prir.ned, when approaching the stripping
In the Figure 79 illustrates a typical gravity or staticsue.
t ion he ad condition.
. In th e lift condition, t he cargo level is some physical dista nce belowthe
of th e pump. In a convent ional pipeline vess el , the pumps begin toex-
this condit ion when t he cargo level fall s below t he bottom piping
In tank (fig. 710). Thi s makes it necessary for the pump to perform
work In an effort to draw t he cargo up to the inl et .
CAVITATION
A centrifugal pump does not oper ate efficiently in th e lin condition and
may begin to exhibit signs of cavitation. Ca vitati on occurs when t he pres-
sure in the suction line fall s below the vapor pr essure of th e cargo. result-
ing in the formation of vapor pockets in the liquid st ream; these pockets
eventually reach th e inlet of the pump. This is frequently referred to as
"gas aing" up the pump. When these pockets of vapor colla pse on the impel-
Ier vanes, they create undue noise and vibration in the pump. In t he short
cavitation results in lower pump efficiency as evidenced by a poor
' sd i arge tate. In the wor st case it can cause physical damage. act ual.ly
e . me'liil urfaces and possibly contributing to bearing or fatigue Fail-
n pump. reaulting in a shorter service life.
Figure 1-10. Cargo pump operating in a lift condition in which the liquid level is
belowthe inl et ofthe pump. Courtesy Richard Beadon.
Cavitation can be caused by a number offactors includingthefollowing:
I . Vortexing action around the bellmouth in the cargo tank. This typically
occurs with a low cargo level in the tank.The cargo begina to formaneddy
near t he bellmouth which can admit IG and cargo vapors (at mosphere)
into the suction line of the pump.
2. Cargo characteristics t hat may contribute to the formation of vapor pock-
ets in t he auction piping leading to the pump. For example, high vapor
pressure ca rgoes such as naphtha are susceptible to pumping problema
due to vaporization of the liquid in the suction line.
3. High temperature ofthe cargo, which increases ils tendencytovaporize.
4. Leaks or holes in the suction pipin g allowing air into t he line.
Theoperator of a centrifugal pump must be mindful ofthe cause and ef-
fect of cavitation, particularly when approachingthe in th e
.discharge of a cargo tank. To mini mize the effects of 1t IS
m ti practice to partially open a cargo ta nk with ample gravity head
)tomaintain an adequate flowto th e pump. The operator must decide
n it is unreasonable to continue discharging the cargo tank with .the
ti'ifugal pump or ri sk losin g suction. It is usually necessary.to switch
. . r dtwedge)
the stripping pump or eductor todrain the remammg Iqu,t .
tank. The point wher e one must shift. to the next tank In the dis-
quence will vary with differ ent pumping systems and
ceoFor example, whil e discharging a single-hull veeee Wl a
CAlm O PUMPS
conventional bott om piping system and after pumproom 11
mu st carefully monitor t he performan ce ofthe MCP when th'e Ie operatt,r
get ti ng close to t he t an k bottom. Even with a prime t an k partica,;Rolevel is
th e MCP will cavi tate or lese s uct ion enti rely if a sufficient ropel\ed,
sphere from t he tank re aches th e pump. Consi der how
t ion is on a double-hull t an k vessel with no bot tom pip ing and subeS1lua.
pumps located in a sump in each tank. As t he cargo level approR
of th e ta nk, cont inues ,t o,receive an adequate
til t he only ca rgo rema mmg In the tank IS In th e sump. Another be fi n.
t he doubl e-hull vessel is t he absence of framing in t he bottom ofl h
ne
!tof
. . ecargo
tank; the smoot h mner bot tom does not Impede t he flow of liquid to the
pump.
PRIME
Certain te lltale signs indicate th at a centrifugal pump does not have anad.
equate prime. The ea rlies t indica tions that a pump is st arved of adequate
liqui d are slight fluctu ations in the pump gauges (tachometer and dis.
charge pressure). If th e opera t ing condi tions are not changed, the gauge
fluct uations become more errat ic and t he pump generates noise and vibra.
tion. Unless a sati sfactory flow to t he pump is restored, it will lose suction,
overs pee d, and t rip out. To resume pumping it will be necessary to opena
tank with s ufficient gravity head to r eprirn e t he pump,
An opera tor ca n employ various techniques t o reduce the chance crt he
main ca rgo pump losing sucti on when no pri me tank is avai lable.
When a pump fir st exhi bits s igns oflosing suct ion, it is common practice
to reduce the pump spee d (rpm) and partially close (t hrottle) a discharge
valve on the pump. Throttling th e discharge valve reduces the velocityof
the liquid through th e pump, smoot hs out th e flow, and maint ains a rea-
sonable delivery. Another recommendation is t o shorten th e suction pipe
by ending the di scharge operation close to the pump, t hereby minimizing
friction and flow losse s. Finally, the operator should ensure that the sue-
tion line to the pump is isol ated by closing block valves and crossovers,
thereby minimizing potential air leaks in th e system ,
CROSSOVERS
To expedite the discharge of the vessel, it is sometimes necessary to i the
' I d ing from t e over cargo pumps. When two centnfuga pumps are rawt r
same suction line, there is a possibility that one pump will receive a
share ofthe flow than the other. This inequity is typically caused byt e I
fering lengths of suction piping feeding each pump. Operating !he
at different speeds can also result in an unequal sharing of the liqui
I ither case, the operator should keep a :-vatc,h on to
dis n,tpump (the one with the longest run of pi pmg) retypically urnp
, . .. di tion that a P
signs of overheating. Overheating IS one In rca
r
KINt:l'IC I' UMI'H
171
t have adequate flow t hrough the clllling for the speedat which it is
IUhe car go t ank level has reached the POint where there is in-
head to properly suppor t the OperatilJnof hoth pumps,
llu
llic1e
should shut down the distan t pump andfinish with onepump
ratar h '
"',eope 11 ' Uust rates t ree pumps connected on the suctionside through 8
y,gut"7
crossover, ' t uat ion whe re two centrifugal pumps are delivering into the
I th
e sl
. ' k f
n , herge lin e, t here IS a ns 0 unequal sharing of the load The
diSC I' d b '
se.l1l
e
ith t he greater de Ivery ten a put a ack pressure on the distant
pIlJll P";. harge. The net effect of thia back pressur e is equivalent to
pllJll P . 18C discharge valve, resulting in inadequate movement of liquid
.l..... tthng
a
. I h ti ' . ' h
uo>v h the pump and. ea mg. 10 t e previous case, the
througult f this inequit y 18 overheatmgofthe distant pump. Pump manu-
net res enera lly recommend that both pumps be operated at the same
fadurersl cloSely observed for any difference in temperature.
speed so
SHORE BOOSTER PUMP
boo
ster pu mp is employed when the discharge head at the terminal
Ashore Thi 'I' , h th
. at for t he vessel' s cargo pump. re SI uanon arises w en e
IS too are located at a considerable elevation above or distance from
shore el The shore booster pump operates in series with the vessel's
the vesse . . h d I'
P
adding ene rgy to t he system and enabling t e cargo e Ivery
cargo pum , '. h boo th I
to roceed at a re asonable rate . Pnor to sta rt ing t ester, e
p pa typ ically exhibit a high di scharge pressur e and a poor deliv-
cargopurn t: t h uld
eryrate (velocity). During t he pr et ransfer conrerence, agreemen so.
be reached concerning advance notifi cation of the booster pump being
brought on line. It is common pra ct ice for the vess el PIC to.stand by the
pump cont rols when the booster is sta rt ed. The sudden dro.pm the
thevessel's cargo pump could cause it to overa peed and t n p out. a
unnecessary shutdowns or delays, it is essential that goodcommunicat ion
exist between the PI C of the vessel and t he facility. Once the shore boostehr
, lll b d . th di scharge pressure on t e
pump is operatmg, there will e a rop to e I.
vessel and a corresponding increase in the pumpmg rat e.
AUT01\lATIC PRIMING SYSTEMS .
' II 1 vari ety of operational
The PIC of the cargo di scharge tYPICS y emp oys a " ' n the
tech ' . I d' sed to maintain a pnrne 0
mques such as those previous y tacua lve nhvai 1d age or
centrifugal pump. If performed incorrectly, expensive p yaica am
II POtential fire hazard can re sult. I d ectal auto-
With these concerns in mind, manufacturers deve se a minimal
IDatic priming features for centrifugal pumps to eautco . a ystem vir-
flow is always maintained. With certain pumps, au one
t anyeliminales the need for stripping pumps. Figure , I , e
Of
mps in marme aervic .
autopriming system found on cargo pu
...
PUITI(l' oom
Separat or lank
-
-

Eng;ne room
L'"
c:onUolier
173
KINETIC PUMPS
When the pump begins to lose suction, a venturi activates a reo
eireulation line which returns liqui d to the st raine r/recirculation tank on
the suction side of the pump. The pump is primed by the liquid in the
recirculation tank, and the cargo recir culates until a normal pumpingcon-
dition is restored. At the same time, gases in the recirculation tank and
pump casing are vented through an ext raction line tothe discharge side of
thepump. These devices make it possibl e to discharge the cargo tanks
more completely without damaging the pump. They also protect the pump
from damage resulting from operator erro r such as closing a valve on the
8\1ction side of an operating pump. Th ere a re many designs of self-priming
on the market; therefore the operator should consult the manufec-
man ual for a detailed description of the type and method of opera-
Ii fthe one fou nd on the vessel.
Troubles hooting
. umping systemthe problems that typically arise are to
or l ack of delivery. The operator must carefully monitor carg
figutf! 7-12. One type of autopriming syste m used with a ct'ntrifugal pump.

a
-/
--
-
--
POll sa;;;S!I
--
I Sea Suction
I
vll ives
IGrOUP 3
I
Slrainer Pump
Mai n cargo
suction
Bulkhead
I
block
I
pump 3
crcssovar
valves
I
I
Crossover
I
I
valves
I
I
Slrnlner Pump
GfOUp 2
Bulkhead
I
Main cargo
eoctcn
blo<k
pump 2
I
I
I
I
Crossover
valves
I
I
Group 1
I
Strainer
Pump Bulkhead
I Main cargo
suction block
I
pump 1
Seasuction
I
I
valves
I
_1-
Starboard
L
-- --
--
sea chest
174 CARGO PUMPS
., I'UMI>s AN\ll'; lll lL'T(lll.<;
175 -
The accuracy of these gauge r eadouts is vital to an operstor when mak-
. . . . h . tion The gauges and controls
ingdeeiaiona concerning t I' pumping opera 1 ' . .
arephysically loca ted a t t he pump or in a convenie nt central locatlon such
88 the top of the pumpr oom or ca rgo control room. The sfhuht.
. 1\ 1 te d at the midpoint 0 t I'
down controlfor the cargo pumps IS ge ne ra y oca .
vessel in the vicinity of the manifold . All personnel involved m the cargo
operation sho ul d be awar e of t he location and operation of the emergency
ahutdown for the pumps.
PUMP CO!'oliROLS ANDGAUGES
pu mps in marine service have variable spee d control. This al-
Mostc arg
o
eater to alter the s peed of the pump ba sed upon changing op-
IO..... The pump spee d is changed either by local control of
nit or thr ou gh use of a controller from a r emote location. For
the the spee d ofa deepwell pump on a barge is typically adjusted by
1', the s peed of t he d ri ve unit on deck. On tank vessels equi pped
changlngu,o mated cargo control system, the pump speed is remotely ad-
with an a . Th
. d ng an a ir cont roller , rheostat, or hydr auli c cont rolle r. I' per-
J
uste uet f h ' 1\ .
of
'h
e cargo pump is monito re d through use 0 t I' 10 owmg
formant e
gauges:
pump performance to detect either condition and lake correc tive '
pump manual s a troubl eshooting
stet t he operator. If no such guide exrsts, the operator must local ae.
source of the problem fro m experience with the system. The most com the
source ef'pumping probl ems is improper alignment ef th e va lves in themOil
ing system, 80 thi s is the simplest place to start . The operator should C::k
the sta tue of th e valves on the vessel for correctness, t hen conta ct the sh
facili ty a nd ha ve t h': ffi verify t he ir
pumping problems include t he following possibilities:
SUCTION SIDE
1. Air or vapor bound pump. This condition generall y OCCUI"llat eta rt_updue
to improper pri ming of the pump . Centrifugal pumps must be initially
primed by opening a vent at the top of the rasi ng to bleed ofT any gilt
trapped in the pump. The casingand impeller must be filled with liquidat
start-up or the pump will not operate.
2. Clogged strainer. When a foreign obstruction becomes lodged in the
strai ner, it restri cts the flowofliquid to the pump, which results ina lossof
suction. It is the n necessary to clean the strainer by closing the appropri_
ate valves to isolate it, draining the cargo from the unit, and removingthe
access cover. The strainer is generally composed of cylindri cally 8haped
mesh designed to pr event foreign objects in the liquid flowfrom damaging
the internals of the pump.
3. Cavitation. This results from air leaks or vaporization of the cargo in the
suction line of the pump. Refer to th e earlier discussion of cavitati on in
this chapter.
4. Insufficient gravity head. The pump ceases to operate due to a lowcargo
level in the tank.
S. Cargocharacteristics. The viscosity or specific gravity of the cargo maybe
greater than the pump is designed to handle. Pumping problems can also
occur when the temperature of a heated cargo is permi tted to cool to its
pour point . In the worst case scenario, t he cargo actually begins to solidify
in the tanks.
6. Mechanical fail ure. Mechanical pr oblems including a worn or damaged
pump casing, en excessively worn impeller , bearing failure, leaking
glandw' seals, or a bad dri ve uni t may cause discharge pr oblems.
2.
I.
2.
3
..
lati on. When the drop Iloadi ngj va lves fire left open or an auto-
tve in the discharge line is frozen in the open position re-
. '. '
III ula
tion
oecurB. If the pump III equipped WIth an automatic priming
Clre the recirculation valve may be frozen In the open poait ion. permit-
.Ylltern, he sucti
. h return ofcargoto t e eucuon side of the pump. Where fitted, cargo
ungt e
relief valves should also be checked to ensure they fire in the nor-
pump 't.
1I dOlledp ORI IOn.
a>' h
Y
nical fail ure. A worn or damage d pump, anexcessively worn impel-
Mt c
a
. ki ld-' I ..
h
n
o, rauore. lea ng g an .... sea s, or a bad dn ve unit may cause
ler. ea
problems.
Tachometer (pump rpm)
Discharge pressure (discha rge side of the pump) .
Compound gau ge (displaying vacuum and pressure on the suction line)
Manifold pressure (pressure at the vessel's rai\)
DISCHARGE SIDE
1. Escessioe dis charge pressure. Thi a may occur at a terminal with an excee-
slve discharge head . It if! a common problem when the vessel pumps must
deliver the cargo a considerable distance or vertical height to the
tank. Check for valve malfunctions in the discharge line such as a sheared
. . h ti gainst a close
stern or dropped gate resultmg In t e pump opera mg a
valve.
eOSlTIVE.mSPLACEMENT PUMPS AND EDUCTORS
.' di placement pumps
section describes the different types of postli
ve
d
t
S
t the end of a
el as the use of eductora to drain the tanks an mea a
ischarge.
176
CARGO PUMPS
roSITM:'-V1SPI.ACEMENT I' UMI'8 ANIl Ent lC'"nlll.'l
177
sueuco
.ct 4. Simple gear pump. From Principl es of Naval Enginrins
n
t af t he pi ston creates a va cuum, thu!!. drawin, t\ .
vemc . tak I F" . te car go mto
,"emO through a n m e va ve . IguTC7-13 18a simpl r
\." tinder e VI ew 0 a re-
thee)' . gpUnlp.
discha r ge st roke, the forces tho cargo out of the eylin-
Do h th e diKchar ge va lve, creating a delivery pres sure on th t\ t
th
" '" dd 1 tak d d h e ou e
def h pump. A tt tona m e an I SC arge valves are usually i -
side these double-acting. stated, a
stalled. ne in which pumpmg actton occurs Simultaneously on both Bides
pulllP tonfor eac h st rok e of the pump.The net res ult i8a smoother deliv-
r
thePlS .., Re
o . and incr eased pumpmg y. ciprceating pumps ar e self
meaning t hey have the ability to regai n suction when suction is
pumps are capable of moving the atmosphere (vapors and inert.
105
1.
ir ) which may be drawn from the cargo tank with the liquid during
M1.5 0
f 3 1
. U lik if \
e-efinal stages of st n ppmg. n. I pumps, they can develop
th eu
UIII
necessary t o draw liquid into the intake when operati ng in a
theva dition. The main disadvantage of reciprocating pumps is that they
: slow. For example. a reciprocating pump on a typical coastal
k vessel generally has a capacity of800 to 1,000barrels per hour tbpb).
ncemwhen ope rati ng a positive-displacement pumpis that the dis-
ch:line is open. A pump will de,,:elop a
abledischarge pressure if the pipeline 15 blocked or a valve ISclosed agamst
lhe pump.
Rota ry Pump
Another type of positive-displacement pump is th.e ro.tary pump: which op-
eratesby physical ly trapping the cargo and carryi ng It inlet to
outlet. Thi s is usually accomplished through the rotatlO.nof
lobes, screws, or vanes. Figures 7-14 through 7-17Illustrate differen
typu of rotary pumps .

slide val\'e
Slay rod
Piston valve
Pomp cylinder
,Figure 7-13. Simple view of a reciprocating pump. From Principles of Naval Engi
neenng.
Reciprocating Pump
e poeitive-diaplaeement pump typically used in st ri Ppingllervice
vessels is the reciprocating pump. The design general1Y
Dsists; oftwollislona (duplex pump) that move back and forth in eyl-
e e d i her by steam or air. The flow of liquid to and fromthe
UUlp'i8 ccompliehed through spring-loaded val vee. On the intake st roke,

I' UMPSANn Em lCTOHS

179
Swinging Iype
moving venee
-"<e--____
Figure 7-15. Moving....an e pump. Courtesy Vinod Melwani.
Sucllon
Figure 716. Screw pump. Courtesy J er emy Docekal .
capacity of these pu.mps is limited by the volume of the space be-
'l'h
e
the
cBsing a nd eleme nts. Rotary pumps nrc self-pri ming
tYo'ccncnerall Y better tha n a recipr ocating pump.
and gd pend on hqUl d flow for lubn.cali on; t herefore it is not recomme nde d
TheY h' Ybe allowed to operate without liquid for an extended period of
th
fl t t e . th d ori
. e In marine ey. pnmanly as st ripping pumps or in
tlJll ". ,where a h ft condi tion I S encountered, such as with. d
'watlOn f numn i I rorwar
1I1 roorn. This type a pump I S a so wen suited for vessels transporti ng
pump. cosity ca rgoes such as as phalt.
high-VIS
Eductors
Edu
cLOTS
are typi cally for stripping on vessels t ra nsport ing a dedi-
d cargo. On a crude for example. eductors are commonly used
during cargo oper ati ons. An
ed,ucto
r
is ajet-type pump whi ch requires dn,":ngfluid to be delive red to a
de lacreate a low pressure on t he suction line. The eductor is typical ly
nO: ered by the cargo taken from t he di scharge side of one or more of t he
cargo pumps or a ge neral purpose pump. Figure 7-18 ill ustrates the
internals of an eductor.
The discharge from the eductor is either sent di rectly ashore through
thedischarge main or , more commonl yI returned to a designated slop ta nk.
Another application for eductors is in the segrega ted-ballast system. The
eductor is driven with sea water from th e segregated-ballast pump and
Discharge
Inlel
ntemat view of an edactor.
used to strip the ballast tanks. Ther e ar e seve ra l advantages 888 .
with the usc of eductore in n st ri pping syste m: Gelated
The single di sadvantage of a n educto r is the fact that a driving fluid
(cargo in this case ) must be s upplie d for operati on. Therefore, an
eductor is of little value at th e bitter end ofthe di scharge when it is neces_
sary to strip the last cargo tank a nd drop and st ri p the pipeli nes.
180
I.
2.
3.
CARGO PUMPS
They have no moving parts, whi ch generall y translates to les8 rn
nance and greete r reliability . Slott .
Eductcrs can be upgrad ed in size to far surpass the st ri pping capacity or
positive-displ acement pump. I
There is no ri sk of overheati ng or ina dequate lubrication when the eduetor
loges suction.
usvtew
181
. a shore booste r pump employed i n landem with th \'
. n.. en IS d h e veeee S
12. "''' IlIps? What concerns Ge S t e shore booster p ,
,go pU ' \' D ib h urnp create lor
,. atcr of t he vesse . escn e t e performance of th \'
he oper d ft th b e vellSc S
t rnps befor e an a er e costa r pump illslarted
possible for the cargo(centrifugal) to lose
13. Llst.t during a di scha rge oper at tcn .
suction h t t h .
ist the gauge s t at 88SlS e 10 monitoring the perfo r-
14. L ce of the ca rgo pumps. Where IS th e emergency shut down for the
",an 1C8,go pumps locate d?
veeee . diff b
What ar e the prima ry m er ences etween a deepweU (vert ical-
16. turbine) pump a nd subme rged pump? What are the advanlages of
deepwelVsubmerged pumpmg systems over a conventional pump-
rooIl1?
REVIEW
1. What type ofpump is typically employed for the main ca rgo pumps on
modem tank vessels?
2. What type s of pumps are typically employed for st ri pping service on
tank vessels?
3. Define the following terms: gravity head. static suction lift, pump
head . discharge head.
4. Wh at is t he main rotating element in a centrifugal pump called? In
what area of t he pump is energy converted from high velocity to a com-
bination of velocity and discharge pressure?
5. During a cargo discharge, what are t he telltale signs that a cent rifugal
pump is being starved of adequate liquid?
6. Define ca vitation. What a re the short- and long-term effects of'eavita-
ting a pump?
7. How does an oper ator pr event loss of suct ion in t he main ca rgo
when th e cargo level is low in the t ank? <Desc ri be the use of a pnme
tank.I .
8. What techniques are employed to pr event loss of suction in t he mS.
1n
cargo pump when di scharging the last tank (finishing t he cargo diS'
charge)?
What is meant by the term "self-priming" when applied to a cargo
\':ful ? .
wn t re the advantages of stripping with an eductor? When IS un
r. 0 lit.J.le value in the stripping of the vessel ? f th
rson-m-charge must carefully monitor the performan ce 0 e
P. p's wHen they are crossed over on the sucti on or dischar ge
s
p
RH' RH. REG


..

1""- /
REG HAl-LAST
/
-,
't-"
/ "-
JET Jf.T JH
!i-o
5-0 !i-o
JET JET JET
5-0 10 - 0
1"- / 1"- /
; LLA.'
tr2F.O.
BALLAST
5 -0
/"-
112 F.a . U F.O. ' 2 F.O.
S- o 5-0 5-0
Rt'J: 0 0 0 bb\s 1
JtI <Po, gPO phis
_2 F.O. u.S, non 1
_I R(,r 8 " Hos...
112 1 g "HoSe. 3
_3 #-2.. 15" Heee
fl5
115
MV r ETROLAB
W" r ld Tra ntp or1 Co.
o;G RATE S,OOO bp b (lUll)
yes.
l
@)
IIARGE RATE N/ ';"
DISC CRUDE Oil WASH )-es([!P
TANKS
Figure 81. Typical pl an outlini ng the cargolayout . qua ntities, and rates.
2. Cargo hoses and loading arms. length: Cargo hoses and loading
anns must be long enough to allow t he vessel to move to t he limits of
moorings without placing strain on the hose. loading arm, or t rans fer pip-
ing system (fig, 83).
3. Cargo hose 8UPPOrt : Eac h hose must be properl y pre-
vent kinking or other damage <such as a bight of the hose getting pmched
between the vessel and the dock). The hose should be properly supported to
prevent undue strain on it s coupli ngs (fig 8-4). I
Transfer sys tem alignment: The piping system must be y
. dtopermit the sche duled flow of oil or ha zardous material. Prior to
n up the piping syste m, it is recommended that all valves
u 1y checked to ensure they are initially closed. To th
h
< h . . . r the PIC to line up t e.
II uma n error It 18 standard practice lor . divid I
for the scheduled transfer and then have another m IV!
< I it i I 0 common prac Ice
I II Correctness. On automated vesse 8, 1 18 a 8. . b.
II: rsonnel on deck verify the opening and closing of valves. Wit
Tf lL, U
SM

rltOPCCTS
182
Cargo Transfer Operat ions
REGULATIONS
T
he tran sfer of cargo between a vessel and the shore facility or be-
tween two vessels requires careful planni ng and execution by the
person s-in-charge. The goa l of t his ope ration is the sa fe and efficient
transfer of ca rgo. With t hi s in mind, t he PICs should conduct a thorough
insp ect ion of th e vess el a nd faci li ty before assuming the cargo watch to
minimize t he possib ility of cargo contamination, spills, fir es, and explc.
stone. This cha pte r addresses the precau ti ons that should be followedby
a vessel PI C whenever a cargo transfer is under t aken. and it focuses on
t he cri tical points of th e loadi ng and di scharging operations. Prepara-
tion for t he cargo transfer begins prior to t he vessel's arrival at the
ber th. It in vol ves t he development of a car go plan outli ni ng such things
as the identity of the ca rgoes, tank layout , seque nce of cargo t ransfer,
cargo quantity and calculations, and ot her det ails of the up comin g oper-
ation (fig. 8-1).
CHAPTER 8
Ti tle 33 CFR Part 156.120
. V-e88""e I'lrU>iil'"i ng8: Moorings shall be strong enough to hold the vessel
e p eted conditions ofsurge, current, and weather.
eo ufficient lengt h to allow adjustment for changes 10 dre ,
ld u fig a cargo transfer (fig. 8-2).
The following items, derived from feder al regul ation as well as company
manuals, must be checked prior to commencing a cargo transfer and at the
cnange of watch, before each success ive PIC ass umes responsibility for the
c r'gooperation.

1U:( ; l ll .ATIi INS

185
Figure &.2. Vessel moorings must be adequate and properly tended.
Figure 8-3. Cargo hoses mu st have sufficient length a nd be pr operly supported to
prevent undue st rain on th e couplings .
aRsive chan ge of t he cargo watch, the PIC abculd chi'ck the cur-
'
achSllCC f aUcargo system va lves .
tatUS0
...J1 t
S
l'.ero>' st eTrt, Il n ll Hed cump fJlIen tH; Any pa rt Lth r
,. Tron st' . . 0 e trans er
5. ..eded for the operation I II to he securely blanked 0 h t IT
., not n" , . r s u o .
piPIJ1 Cargo hOlles or l oudrn/! arms, not In 'Ul'; The end of each cargo
6
0T
loading armnot for the tram:;fer ofoil or hazardous mate-
hOse t be blanked-ofTusmg proper closure devices such as butt rfl
nal ll1US fer-type re silient seated valves, or blank flanges. e y
alves, wa d .. Th
v Transfer system, , e p iping: ecargo hose or loading ann is to be
7. d to fixed piping on the vessel 88 well as at the facility.
suct ion vu /t'f.'s: overboard dis.
eor sea suctIOn valve that IS to the veseel'ecargo pipingor
stem must be sealed Or lashed In t he dosed position,
tallg.t orgo hoses, con dition: Each hose used in the transfer must
bevisuallyinspected for any unrepaired kinks, bulges, soft
. te or any ot her defect that would permit the di scharge of oil or hazard-
through the ho se material. Further, there should beno gouges,
ts or slashes that penet ra te the fir st layer of hose reinforcement. The re-
refer s to the strength members in the construction ofthe
hose---fabric, cord, Or metal.
10.Cargo hoses, p ressure rating and labeling: Each ca rgo hose or
loading arm must me et t he bursting and working pressure ratings con-
tained in Titl e 33 CFR Part 154 .500, Each cargo hose must have the
8-4.A h
08e rack used at a terminal.
186 CARGO TRANSFER OI' f>: RATIONS .---
IIM. lJl .A lll l NS
'"'
following (minimum) marked on tht!jackeL the name
product for which the hose may be us ed or th e words "OIL S ERVICof each
hazardous mat eri al s, the hose mu st be marked with the word "H For
SERVICE-SEE LIST," followed by a letter. number, or 8ymb: , t hAlMA!
spends to a list or chart with the necessary informat ion in th atcOrtc.
transfer procedures manual. In addition to th e-ident ity of t he prude vesllel',
may be transferred through th e hose, th e maximum a llowable
pr essur e must be indi cated. See chapter4 for deta ils concem inge
and loading a nn inspecti ons a nd ratings. argo UliC
11. Cargo con nect i ons: The cargo hose and load ing arm Con .
must have suita ble gasket materi al to ensure aleak-Frae seal \\'h", eCbo
ns
. . n stan_
da rd flanges are employed, a bolt must be Install ed at least in every th
hole and in nocase should there be fewer than four bolts for tempora 0 er
nections. If the flanges are nonstandard or the connection is penna;;'
bolt must be used in every hole of the flange. The details concerning:
n
,a
tr ansfer connections can be found in Title 33 CFR Part 156.130. argo
12. Monitoring devices: These devices may be inst alled at a shore f .
cility to significantly limit the amount of a discharge of oil or hazardoa
materi al during a transfer. These devices, when required by local
ity, must be install ed proper ly and maintained in proper working order.
13. Discharge containment equipment: Each shor e facility is reo
quired to have ready access to sufficient containment mat erial (i.e., a
boom) and equipment to contain any oil or hazardous materi al discharged
onto the water during transfer opera tions .
14. Discharge containment area: Thi s refer s to the fixed container
<trough) or enclosed deck area located under the vessel manifold (refer to
figure 8-3) int ended to collect any spillage dur ing connection and di sccn-
nection of cargo hoses or loading arms. The containment area must havea
means of being drained periodi cally so as to pr ovide the required capac-
ity. The required capacit y of the fixed contai nment (trough ) area is de-
pendent on the diameter of the cargo hoses or loading arms connected to
the manifold. The details concerning the capacity of the cont ainment area
for a vessel can be found in Titl e 33 CFR Part 155.310. As oft his writing,
all oil tankers and offshore oil barges with a capacity of 250 barrels or
more must have peripheral coaminga (at hwartshi ps as well as fore-
and-aft) that completely enclose the cargo deck area, cargohat ches, man-
ifolds, transfer connections, and other openings wher e cargo may over-
flowor leak. The coamings must be at least four inche s high except in the
after corners on the port and starboard sides of the vessel, where they
must be at least eight inches high.
15. Scupper. or draine: Means shall be provided to mechanically
close each weather-deck drain or scupper in the container or encloseddeck
area so that in the event of a tank overfill, ruptured hose, or pipeline leak,
the cargo is contained on deck (fig. 8-5).
Figure 85. All weather.deck drains must be plugged duringa cargotransfer.
16. Communication systemllanguage fluency: Two-way voice com-
munications must be provided between the persons-in-chargeof the trans-
fer operations. The communications equipme nt must be suitable for the
area ofoperation, such as the use of intrinsicallysafe portable radios when
transferring flammable or combusti ble liquids. At least one person at the
eitecfthe transfer operation must be capable af fluently speakingthe lan-
guageor languages s poken by the PICon the vessel and the PICat the fa-
cility.
17. ErMrgency shlltdown: Both the vessel and the shore facilitymust
heve a means of stopping th e flowof oil or hazardous car goin the event. of
anemergencyduring a tr an sfer operation. For vessels, the methodmay.m-
valve a pump control, qui ck-actin g power-actuated valve. or an operatmg
procedure. The emergency shutdown must be operable. from the cargo
deck, cargo control room or the usual operating stanon for the per-
8Onin-charge of the cargotra nsfer on the vessel (fig. 8-6).
Thefacility must provide an emergency means to enable the PICof the
ssel to stop the flow of oil or hazardous cargo during a Th:
ethod ofshutting down may be electrical, pneumatic. hnkag
e shore facility, or through electronic voice commUnlCatlOr . hi th
oil transfers, the facility must stop the flow to the vesee WIt n e
11 Wing limits:
188
CARGO TRANSFER OPE'"
1V>.T10NS ...
<'

1B9
seco nds for a facili ty t hat comme nced 0 Ta '
Thi rty seconds for a faci lity that comma d pe before OClobl- r 4, l l>nh
1990. nee operation on or ane 0 " '7IJ
r eto!)(>r4,
Sixty seconds for faci litie s th at com d
I , 1980 . mence ope ration on or b f
Th ' (. Of e Nov
rrty second s for facili t ies that co d elJl11ll
r
1980. mmence ope ration after N
oV{'rnh('r 1,
18. Pereon-in-cbare e a t site s Th
" h Ii , eTe must be des!
son-in-c arge on the vess el and at the shore facilit a eSlgnaled per.
to be at th e site of the transfer opera tion and ' y. ned!PICs are required
transfer personnel. rmme lately availableto
19. !7ansfer p rocedures manual: Each vessel cond .
fer of oil or haz ardous ca rgo mus t have a t ransfer r uctmg the tr ans.
cargo transfer must be conducted in accordance The
t ransfer procedures manual. e gut elines In the
20. S ufficient personnel: Th e personnel re uir d
ation as outlined in th e transfer procedures
Dongerou. Corgo
Novisitors
No smoking
Noopen lights
wARNING
FORHAZARDOUSMATERIALS
No visitors
No emoking
No open lights
WARNING
FOR OIL CARGOES
In addition. proper radio communications must be established.
22. Agreement to begi n transfer: No cargo transfer is to commence
unless the person-In-charge of t he vessel and the person-in-charge of the
facility agree .
23. Lighting: Vessels conducting t ransfer operations between sunset
and sunrise must have deck lighting t hat adequately illuminates the
transfer oper at ions work area and each t ransfer connection point in use 00
the vessel.
21 prelra n sfer con ferem'e: The pcrson-in-char g f th
of t he facility must hold a e vessel and
the p. dividual understa nds the following: o to ensure that
ellch 111
Ident ity of t he prod uct to be tran sferred
Quanti ty to be transferred
,Sequence of t he transfer operation
Tran sfer rate
.....e or ti tle and locat ion of ea ch person participating " lh
.'. In e transfer
Details ofthe t ransfemng and receiving Bystems
Cri tical stages in t he t ransfer operation
Feder al , state. and local rules that apply to the t ransfer of oil or hau.rdous
" .."go
Emergency procedures
Discharge containment procedu res
Discharge re porting procedure s
Watch Dr shift a rrangements
Transfer shut down procedures
Title 46 CFR Part 35.35-20
1. Warning signals di splayed: Tank vessels t ransferring cargo at a
dock must displ ay a red flag (bravo) by day and a red electric lantern at
night wher e vis ible from all sides (all-round light ). When transferring
cargo at.anchor, onl y the red flag shall be displayed. Awarni ng sign shall
be posted at th e gangway or point of access to the vessel with the following
wordingbased on the type of cargo being t ransferred:
the flow to t he veR!W!
must Slop
hazardous material transfers
W1 In t hese limi ts :
Fi... control for the vessel's cargo pumps.
Figure 8-7. Warning sign posted at the access point to th e benzene-regulated arta
on the vessel.
,
--
191
HE1;UI..\TIIJNS
,, ty or plat fonn. Prior to IfJading. t.he person-in-char ge shall
cfacl detcrrni hh
/l!h
or
' ns pection to etc rmme w lt cr smokinl( may he permitted
d d
an l
. t h hi
co" u onable safety 10 areas 0 er t an t re weather deckof the vessel.
",-ilh -ees rea di ncu : The shore ter minal or other tank vessel concerned
7.
ShO
';; .t8 readiness to tran8fer cargo.
All sea valves connected to the cargopiping ayetem must
loll ed. Th . rt
beC rl ga s syste m: e Inc gas syste m must he operated as neces-
9. ln
e
' ntain an inert atmosphere in the cargotanks as requi red by reg-
""tol11
al
. d . th . . .
SS-'. n Vessel s reqUIre to operate In I' mert condillon must verify that
u1l1
tl O
h cargo tanks have an oxygen content ofB percent or less byvolume
1111 SUC ' l ive pr essure (see Title 46 e FR Part 32.53-5).
d a poSl . .
'" V por control operation: 'vlien conducti ng a closed loadingoper-
10.
0
di rect ! h
. which involves Irect mg. t e cargo vapors to the shore facility from
al
lon
l'a tanks , the pe rson-i n-charge shall complete the required addi-
thevesse d I . f i . h h
. I tries to t he ec aratron 0 mepecuon s own in c apter 5.
of I nspect ion (DOn is a checklist that contains the
that must be inspected by th e PI C. This form (fig. 8-8)must he signed
PIC pri or to taking charge of th e cargo tra nsfer on a ta nk vessel.
Co mpany Recommendation s
d
.J ' tion to the aforement ioned regulatory requirements, companies fre-
lna UJ fewi h f h kli
tl include the Ioll owin g sa ety Items to t e pret rane er c ec Ist :
Jargo information: The PI C shou ld beprovided with the most cur -
t 'mate ria l sa fety data sheets (MSDS) available, or t heir equi valent, for
thecargoes t hat are about to be t rans ferred.. Duringthe.cargotransfer, this
information should be di splayed in a cons picuous location on the vessel for
easy refer ence by personnel (fig. a-g). .
2. Fire-fighting ge ar: All fixed fire-fighting gear should belaid out
andready for immediate use in the eventof an eme rgencytfig.
personnel shoul d lea d out fir e hoses in t he cargo tank pceitton the
foammoni tors in t he ready posi ti on. Portable fire exti nguis hers should be
placed in the vici nity of the cargo manifold. . ...
3. Emergency towing wires (also referred to as ' fire WIres ): Towmg
. . . hth h n"; ngJustabovethewa-
Wiresshould be n gged for e a nd aft , WI t eeye a eo
tar's edge on the offshore side of the vessel. f bo di
4. Bonding cablelinsrdating flange: Alt hough the use 0 a
b
fecili . di raged by the man une
ce Iebetween the vessel a nd shore aCI i t y IS iacou d .
G
d I'. 0 '[ Tankers an Jerml -
mmunity (see Internati onal Safety III e for I h I B nding
I
. b ding of t e veaaer. 0
, ocal rules may sti ll mandate pr oper on lectri I rc daring
. . ibl ofaneee ncaa
emethod of'reducing the p OSSl e occurence d. ith the
. . . f h or loa 109 arms WI
nnection and di sconnecti on 0 ca rgo oaee fl ble cargoVa-
l. Apotential fir e risk is possible ehou ld there be . during thi s
resent in the immediate vicinity of the open pipe mes
CARGOTRANSFER OPERATIONS
190
If th e vessel is transferring a benz ene regula ted cargo, a warning sign
must be posted at each access to the regulat ed area (fig. 8.7).
2. Repair work authorization: No repair work in way of the cargo
spaces may be carried out wit hout permission.
3. Cargo connecti ons: (See number 11 above or refer to Title 33 CFR
Part 156.130 for details of ca rgo connecti ons.) Ca rgo connections must be
mad e to th e vessel' s piping sys te m and not t hrough an open end of hose led
through a hatch. When the ca rgo connections are supported by the vessel's
ta ckl e, the per son -in-charge shall dete rmine t he weight in volved and en-
sure that adequate support is ut ili zed . Portable drip pans sha ll be placed
under all cargo hose connecti ons wher e no fixed containmen t is employed.
All cargo valves shall be set for t he scheduled t ransfer and veri fied by the
per son-in-chargs .
4. Fires or open flamell: When loading grades A, B, or C ca rgoes, t here
shall be no fir es or open names present on deck or in a ny compa rt ment
which is located on, facing, or open and adjacent to th at pa rt of t he deck on
which cargo connections have been made.
5. Boilerandgalley fire safety: An inspecti on shall be mad e to deter-
mine that boiler and galley fires can be maintained with reason able safety.
6. Safe smoking areas,' Smoking is prohibited on the wea the r
tank vessels when they are not gas fre e or when they a re sit uated alongside
DDTHIS
Q
For uslstanc:e, phone CHEMTREC
toll free, day or nIght
800-424-9300
MARINE RADIOTELEPHONES
CALL 202-483-76U5
OnsmaH fireusedrychemical crcartcn dioxide. Onlarge
fire use water spray or appropriale teem. Cool exposed
tan ks with water.
ShLJl off all Igniti on sources. Keeppeople away. Keep
upwind. ShLJl off leak il without risk. Wearself-COnlained
breathing apparatus. Usa water spray 10"kn0d<. down"
vapo r. Aush area with water spray. Aun-otllo waterway
creates fire hazard(f1oals on water); notifyfire, and
pollutioncontrol agencies.
Remove to Iresh air. II nol brealhing, applyartifK:i al reset-
ration, Ollygen. II breathingis administerollygen.
Call physician.
IN C A S E OF ACCIDENT
8 9 Cd' ronspicuous l ocation on
- . argo information card i s usually peste In B
IF THIS HAPPENS

-----------------
r- -----------
Extremel y flammable. Igntted by heat S k 1

r-----------------------
EXP
OSURE Br eathing vapor In confined erees may cause ]
asphyxi ati on ,
L _
A
GO INFORMATION CARD
CA
N."" MTBE(METHYL TERTIARY BUTYL ETHER)
and FLAMMABLE LIQUID NOS
Description I CORROSIVEMATERIAL
C
ARGO TRANSFER Use authorized personnel cnt
y, properly protected.
HAZARDS
-. -
-
::
,.. "" '''''''' ..

eclaration ofInspection. A form similar to thi s one must be signed by

lAking charge of the deck . Courtesy ARCO.
_.
-
"-'<> C.. .C.' ''II
,_......
,_ ( .. . ..,1&>1
,___ c.. .., .. "
,T_".- __"
.,'__..... _ ' . ...III!t.1
, __-_ _ .. _ c"....."
1 _", __ (. .. . III M (. ...
_ 1' '''Xl IDlI<JijIJ
' 0-' 1'"
,. ' '' 'XI('",c"n
., k_ ..._ ''''''' C. ''
'1--,,_ (I "'''' C' II fJ5B-:Il
IS ...... P1 _
.,_.__ P5 _
...,.......
",_C..- __. , !' .'l'! loHlIl
.. 1l6_
,.,.___ _ c.. .1.1I
'" __ _ ....... ". .... (' " ' lOl',PI M I
"T__ (1" ' 11I1_ 1)
22_.._ .. _ C-. .. _ -.. __I
u _ _
.. _ _ l -. ,
.. _..... ___"'_1_ '..",.,
...-.__ _--
"---'",-- ,...-.--- . ......-._.__ 1_ ' 11I1
.LIo<h.-..__ _ _
"'-_.._-_ _...
,....----- II .,., , .. _c_ _1
lD_ _. 1' '''lIll 'ij
'............'I_..-..._ ..._ ..... .....__ """' ..5I< _ :I5B-:IO....
__ __ _._.. __'__Iod _ ....... "
_ .. _ .. __..... , r... .--_ ..
Figure B.I0. Fire-fighting gear is readied pri or to a cargo transfer .
opera tion. The purpose of the bonding cable is to provide an electrical path
to eart h, thereby preventing the creation of an ignition source locally at the
cargo manifold. Where bonding is still required by th e shore facility, the
person-in-charge should ensure that it is the first item connected to the
vessel upon docking and the last item removed from the vessel afte r com-
pleti on of the cargo transfer , disconnection of the cargo hoses or arms, and
cleanup of any spillage. According to the International Safety Guide for Oil
Tankers and Termi nals, a more effective method of preventing such an oc-
currence is the use of an insul at ing flange in th e connections between the
vessel and shore facility. The insulating flange is typically installed on the
shore end of the hose st ri ng or loading arm. It is a permanent fittin g that
employs a special gas ket mat eri al , bolt sleeves, an d washer s to eliminate
any metal-to-metal conta ct across the flange faces. The use of an insulating
flange minimizes the chance of an appreciable elect rica l cha rge occurring
when connecting and disconnecting the cargo hoses or loading arms (lig
8-111.
5. No unauthorized craft alongside: No vesse l may come alongside
or remain alongside the cargo area of a tank vessel during loading or dis-
charging of grade A, B, or Ccargoes unless granted permission by the per-
son-in-charge.
6. Flame screens: All cargo tank openings must have proper flame
screen protection (fig. 8-12). The PIC should check that all flame screens
are in good condition (no holes or fouling) .
8
11 Spool-type insulating flange is a one-piecedoubl e-sided flange rna-
Figure - .
chinedfrom cast nyl on. Courtesy Apollo International Corp.
U11
.. . sttion on a tank.
age opemng WIth flame scree n In po
196
CARGO TRANSFER OPfo.: RATIONS

197
7. Safel y matches: Th e UBe of light er s or mat ches ot h h
ma tches is forbidden aboard tank vesse ls at a ny t ime. er- 1 nn safely
B. Doors andports: Duri ng a ca rgo transfer or a ny operau .
possi ble accumulat ion of'cargo vapors, a ll d OOTS and ports to
a reas of t he vessel (hous e) mu st be secured. oncargO
. 9. Pump roo m ven t ila t io n a nd bilge a larm; On veSsels ui
Wlth ca rgo pumprooms, the PIC shall en su re t hat power vent ,' ) I.PPed
t
' h .. 8 10 n 18
era mg \V ene ver It 18 necessary for personnel to enter th op,
btl I e space Th
I ge a a rm mu st be tested pri or to cargo transfer , and the' . e
10 the pumproom should be st ri pped dry. bilge
10. Cofferdam. a nd ooids: All voids a dja cent to th e ca rgo ta k h
be checked to ensure they are empty. n 88 all
J1. Segrega/e d -ballas/ sys/e m: When vessels arrive in th b
lasted condition, per sonnel should veri fy to t he best of their abiltre hal.
the ball ast water is "clean" prior to di scharge into the harbor y rl at
d b II
' ' rmu tao
neous an a opera tions should.o? ly be conducted after care.
ful calculation ofbendmg, shear, and ata biltty condit ions (free eurfae
of the vessel. el
12. Portable electric equipment: Portable electric items must bedis-
connected from their power source.
13. Con /ai.nmen/ boom: The riggi ng of a containment boomaround
the dunng cargo transfer operations may be required by local au.
thortty or some shore facilit ies (fig. 8-13). In the event of a discharge of
cargo Into the water , the containment boom limits the movement of the
spill wit h the pre vailing winds or curre nts. The proper use of containment
booms not only protects adjoin ing shorelines and sensitive ecological areas
but aids the response and cleanup effort,
14. Spill response equ ip ment: Emer gency spill response equipment
on t he vessel shall be readi ly accessible. The spill response locker typically
includes such items as portable (Wilden) pumps, absorbent pads, scoops,
buckets , rags, squeegees, mops, boots, gloves, aprons, and goggles.
15. Draft or freeboard restrictions: The PIC should confer with the
facility concerni ng the available depth of water alongside the dock andany
freeboard restrictions that may be imposed prior to the car go tr ansfer, If
the depth of water at the dock is in questi on, it is advisable to take
soundings around the vessel at the proper stage of the tide, An accurat e de-
termination ofthe depth alongside the dock is necessary to avoid the possi
bility of the vessel touching bottom during the final stages of loading.
While discharging, the change in freeboard, coupled with the range of the
could result in undue st rain being placed on the connections or me-
l:\uica1loading arms, The PIC should take corrective act ion to prevent
sucll occurrence.
6, Freshwater allowance (FWA): When a vesse l is being loaded to
its appficable limiting load line, the PIC should check the density ofth e
wa

Figure 8-13. Spill-rontainment booms are oftenriggedaroundthe vessel during a

tItI0transfer.
teralongside the vessel to det ermine any allowance that should be applied
ifl10ating in fresh or br ackish water. Performing this check will avoid the
possibility of overloadi ng or loading the vessel short.
OPERATIONS
After all pret ran sfer and safe ty checks have been completed, the
eration can begin. When the PICs ofthe facility and the vessel report then
readiness to commence the cargo transfer, the manifold valves are
Thestart of liquid flow is a critical point in the cargo operation,
the personal supervision of the PIC. It is standard industry practice to
start the cargo tran sfer at a reduced rate with personnel standingby at the
manifold on deck to check the connections, hoses, arms, and piping for
leaks. Personnel should make a round of the deck, visually checking
Water alongside the ves sel and the tank ullages to confirm that cargo IS
fuI.Wi ng in the correct dir ection. On vessels equipped with a pumproom,
Uil
l
space should be checked frequ ently for any leaks. The vessel cargo
Ii s must bechecked for proper ventingor inert gas delivery, as the oper-
a I n warrants. At the st art of the cargo transfer , the PIC should keep a
watch on pump, manifold, and deck pressur e readings .
198 CARGOTRANSFER OPERATIONS
199
.....
When t he PIC is sa t isfied th at th e cargo .
s moot hly. t he loading or discharging ra t e can be inl'r"a"d
l 8
prOCeeding
. .... . .... se loth.
maximum. AEI t he ca rgo transfer proceeds it is d d u agreed
. 'enetht
personnel mak e continuous round s of the deck check! I vcssel
. , ... fi g SUI' 1 I t
ca rgo a nd ball a st ta nk level s, mamfold connections h em!! 8s
I
, , ose""arrns 1
a ignmen t, pumproom, mooring lin es gangway vessel tr m ' va Ve
id I ." . 8 1C, we t h
tI a current, and secunty. Some vessels maintain a slat bo a er,
playing t he current ca rgo a nd ballast tanks involved in t h tn ard dis.
e rs nsrer . h
any stop gauges or fina l ulla ges noted on board Th e PI C sh ld wit
h
. '" au ca lcu)
t e cargo ra t e ( to compliance wit h the 8 ate
value) to det ermine th e anticipated sa iling time In add,", " h greed
. . 10n, t e p
s'p
eed
and manifold press ures should be recorded by th e PIC. The es
ump
hsh ed cargo t ran sfer pla n must be followed and any last- " t h tab"
d devi ati ' mmu e c an
or e re or evratrcns from th e plan should be recalculat ed t id g.
" " I' 0 aVOI exces
arve tnm, 18t, st ress, or stability problems . A number of oper au h "
I ir e th ion of ' . one t at
a so require t e attention 0 th e PIC at certain pomts in a cargo t
inclu de the following : rans er
1. Sampling: Tank vessels are subj ect to sampling and lab ans] "
" "" h
POints In t e transport ofa cargo. For example, a vessel may be reo
to perform sampling at the beginning of the loading Opera.
ticn. Bot tom sa mphng ISperformed for quality assurance and toensure the
vesse l was prepared to receive th e cargo being loaded. The PIC
determine ifbottom sa mpling is requi red for any ofthe cargoes duro
ing th e pr et.ran sfer conference. The tanks that must be bott om sampledreo
cerve 8 partial load to 8 speci fied level, and then the operation is shut down.
The loading opera tion can only resume after th e PI C receives clearance
from the laboratory. Line sa mples are usually ta ken ofTthe facility pipeline
through which the vessel is being loaded. The PI C of t he vessel may reo
quest a line sample be taken from th e dock manifold, which is t hen labeled
and sealed by a witness. The line sample is usually retained on t he vessel
for the duration of the voyage should any discrepancies ari se concerning
the quality of the cargo. The cargo tanks undergo a final sampling toward
the end of the loading operation, and a lab analysis of th e cargo is provided
to the vessel prior to leaving the berth.
2. Heating coils: When handling cargoes that require the applicat ion
of heat, the PIC should be familiar with the operation of the heating coil
system on the vessel and the permissible temperature range of t he cargo.
Prior to loading a heated cargo, the heating coils in the tanks should be
checked and any leaks or defective coils repaired. During the loading oper-
ation, the temperature of the cargo arriving on the vessel from the shore Ia-
cility should be determined. If necessary, heat should be appli ed to the
cargo tanks to attain the desired temperature. Vessel personnel should
the temperatures during the loaded make
necessary adjustments to the heating system. When diechargtng. the PI
e the heati ng coils prillr to reachinKthe t .
eceu.r d rheati ng t he cargo. II rippingstaKe in the
i l' a
v OI
ove
"", [0 " accu m u la t or: When loadinga carKo t hat i id
3 Sta lC . I' d i h aconst ered a poor
. the precaut ions out me In t e Interna!ianal S [et: G 'd
condllcLOkr,s and Ter mi nal s muat be followed. Any cargo a e Y
hl
"'f e for
"I Ton er . hi I t t au h eapa e o accu-
0' " an apprecla e e ec rOB a ICC a rge durinc a 10' d"' "
_latlog I " Th < II . .. ng operat ion
[I1ll1 ectal hand mg. e 10 owing precautions apply h id"
uiresape ' . w en oa mga
req mulating cargo mto a nonmerted ta nk'
.
11l itial loading rote:The tanks shouldbe initiallyloaded st a reduced rate
;... to minimizeturbulence and splashmg8S the cargofirst enters the tank.
The cargot ransfer procedures manual on the vessel specifiesthe correct
initial loading rate.
CUJhion the tank: The reduced loading rate should be maintained until
B. the bottom of the cargotank is covered to a specifiedheight withcargo.
C. Maximum loading rot e:The cargotransfer procedures manual oft heves-
sel should be consulted for the maximumallowableloadingrate when
handling a static-accumulating cargo.
D. Relamtion period: After the tank is topped off, a minimum relaxation pe-
riodoft hirty minutes is required beforeanyequipment isintroduced into
the tank. After the thirty-minute period, anyequipment introduced into
the tank must be properly bondedto the hull.
4. Segregation: On multigrade carriers, proper segregat ion must be
maintained bet ween dissimilar cargoes. There are numerous methods of
segregating cargoes; some common approaches include the use of dou-
ble-block valves, spectacle blanks, and removable spool pieces.
5.Shutdown: Th er e are many reasons for the PICto terminate a cargo
transfer. Some are mandate d by regulation while others are based on
sound tanker pr actice and common sense. Typical reasons to shut down
the cargo transfer include the following:
Oil or hazardous materi al fromany source discharged in the transfer opera-
tionworkarea, into the water, or upon the adjoiningshoreline in the
transfer area
Severe electrical storms or other extreme weather conditions in the vicinity
ofthe vessel
Fire onor in the vicinity of the vessel or on the wharf
l)rgO tank overfill alarm activated
Purnproom bilgealarm sounding
a 110 Pumpoverheating . '
benical failure in the cargo system[i. e., 1088 ofhydrauhc system. moper-
Ol," alva! . . . retive high-level alarm,
ve v ve, inoperative gaugmg system, mope
Verfill alarm system, etc.l
200 CARGO TRANSFER OPERATIONS
FINI SII ING CAIt(;(1 LOAl) lNn
20 \

Vesllel traffi c passing at un safe s pee d

Excess ive moti on of t he vessel (aurgi ngldri n ingl
Mooring lines part inI!'
EXC1'8Sive cargo pump disch arge pressure
Inoper ative int"rt gall sys te m
Extreme deck pressure condit ion (higM ow)
PIC expe rie ncing fati gu e or 1088 of orie ntation with respect to th e transfer
ope rati on
The pe rson-In-ch arge of a car go t r ansfer s hould not hesi ta te to h
down the opera t ion if a probl em a rises or if in doubt-always
. h ut down! r
TOPPINGOFF OPERATION
Anoth er cri t ical point in the loading of a tank vessel is the topping_ofT of
cargo tanks. Topping-offi s that stage of t he loading operation when a cargo
tank is filled to the maximum permissible level consi st ent with safe
operation and regulatory requirements . A nu mber of fa ctors a re ta ken into
account when determini ng the topping-ofTpoint in a tank, including pcten.
ti al expa nsion ofthe liquid cargo du e to temperature variations, ability of
the facilit y to shut down, expe rie nce of vessel personnel , and th e quanti ty
of cargo to be loaded. As th e liquid level in a cargo tank a pproaches the top-
ping-ofTpoint, a number of precaut ions a re routinely observed, including
the following:
1. Control the loading rates: If necessa ry , the loadi ng rate to the
tank being topped-off can be reduced by opening t he next t ankts) in the
loading sequence. Thi s is one way to control t he rate at which t he tank fills
and to ensure th at proper flow is established to th e next tank. Another ap-
proach is to have the shore facility reduce the cargo loa di ng rate.
2. Stagger the tank,: To prevent too many ca rgo tanks approaching
the topping-off point simultaneou sly, it is considered sound practi ce, when
possible, to stagger the cargo levels in the tanks.
3. Valve function: Any valves involved in the t opping-off operat ion
should be checked to ensure they are functional prior to reaching the final
ullage in the tank, Both manual and automated valves should be operat ed
and verified visually by vessel personnel.
4. Tank level.: On vessels equipped with a closed gauging system, itis
standard practice to check the liquid level using a second (independent)
ga"lfgirtg method. Manually operated sonic tapes are commonly used to
pare.readings with the closed gauging figures. Vessels typically ca""'! a
u of theae handheld tapes that are inserted through a standpIpe
ui vapor valve arrangement on each tank for the purpose of
adings.
tank: l f'n problem a rises whil e topp'
6.8ocIl IUP) use a backu p t a nk into which th e " lng-off(for example, a
d
vs ve), Wh h ..arRocanbed
att\l1l
e
, hinKtanks: en t e tank in queetlon reach n ect ed.
j 6. ta nk to be loaded should be Opened beforeea prescribed
d-off tank. The operator should never
all pumps as re !lultant surge pr eaaur a
ag&1n
5t
to compon en ts In the cargo transfer eyete caUSe sen-
d8Jl1
sge
I D - h m.
ouS Ilest (or he p: unng t e topping-o fT operation the PI
1. Rt':ditional help if necessa ry.lf noone is available andtoo C should
(or
a
be
topped off at the same time, the PICmay eel...... I ffian
h
ytank,
_.A 10 be- I d d - h .,.."IVeys utdown
..... d- -dual gr ades mg oa e , Wl t t he exception of th ili
in 1\'1 II h d ' e S81 mg cargo
\,he __;l ;ng cargo IS gen er a Yt e gra e that WIll finish last th b d -
. fth I I - h ' ere Y eter-
." the sail ing ttme o e vesser . t rs t ereforervwsibleto h td
_;"mg . d 1 ffecti . S U ownthe
Without a verse y a ect ing tha sailing time of the I d
d h vesse,an
..me loadi ng each gra e as t e tanks are topped ofT. Another probl
torts.... duri h . em
thaIfrequently arises w:n
g
t e toppmg:o fTopera tion the,conditionofthe
ring lines, lfthe PIC I S co"!"ronted wit h slack moonng lines due to free-
change duri ng the operation, help should be
e81ledtogofore and aft to t he lines ,.Ifno one IS available, it may benee-
"",<31)' to shut down the loading operaucn to take up the mooring linea.
a.Shutdown : If t here 18 any doubt abo ut t he topping off operation, the
PIC should shut down.
FINISHING CARGO LOADING
When approac hing the end of t he loa ding operation or the completion of
ooeoft he grades, the PIC of t he vesse l is dependent on a shore shutdown.
At this point, the PIC has few options in t he event ofa problem, given the
ebsenceof'a backup ta nk. Wi th t his in mind, the PI Cshould give the shore
facility suffici ent a dvance notice (standby ) oft he shut down and communi -
ate the following :
A. Vessel identification: Clea rly identify the vessel, particularly at facilities
that handle the loading of more than one vessel simultaneously.
B Cargo identification: Clearly specify which cargois beingcompleted.
Cargoloading rate: Reduce the cargo loading rate if necessary: .
Cargotank status: Advise the facility PIC if the loadingoperatIOn IS end-
ing in a slack or topped-off tank on the veeeel.
Dock manifold standby: When possible, have the facilityPICstand bythe
dockmanifold valve in the event of any problems stoppingthe nowtothe
eeeel
. ., the PICshould
utdown: Once the order to shut downthe cargo18 gIVen,
rify that flow to the cargo tank has ceased.
When possible, it is advisable to end the loadi ng operntion .
tank. which is part icularly hel pful when trimmi ng the veSsel to,n a slack
draft. When the loading operation is complete , all manifold val a certaifl
VCR sh ld
be secured. The cargo hoses or loadmg arms are th en dr ai ned d' au
nected, and blanked. The hoses are typically drained by either 1,lI(:on .
vacu um pump, or th ey are blown clea r with air or nitrogen The ca 8VJtY or
ifold valves on t he vessel may need to be open t he rnan.
played to drain t he hoses or a rms. Once the hoses or loading ann. a I...
. ree ear
of th e vessel. t he ma ni fold should be blanked and th e entire cargos
secured for sea. At this point , t he deck pressure ofinerted vessels
checked and t he inert gas system started if it is necessary to top u the
pressure. p
Iring bUllkers: When it ill nut pOllllihle to shift ca rgo, the trimofthe veil-
S. Shl be adjullte d by llh, n ing bunkers .
. be di ted h k
Ballasting: The t nm can. 8 JU.II-.e yta ing on bedlaet into the eegre-
4. ted ballast system provided thlBdocs not result in overload ing or
g. l(CSlles on t he hull.
lIiveII .
Commingli ng
. ni ng of the loading: opera t ion some vessels are required to per-
At the operation. This involves loading a specified quantity ofone
foJ1Il 8.b cargo tank, th en stopping the operation. The partial load in
grlI d
eln
tank is then blended wit h the next grade in the loading se-
each the customer's specifications.
quenre to
203
OFFSIIOHE MOfJHI N(; S
ManifolcJ./JulVt' poeuion: Secure the vessel mani fold \.'lIlvcrl)
ca rgo(s) in question. Or
CARGO TRANSFER OPfo:RATI ONS
G.
202
Lin e Displ a cement
DUring the final stages ofloading, the facility may want to change produeu
in anticipation of the next opera t ion. Thi s involves displacing the contents
shore pipelines with next cargo to be handled. The shore facility
will calculate the total quantity necessary to perform t he line displacement
and advise the PIC of the vessel. The PI C must t hen calculate the proper
stop gauge in the last tank to be loaded on th e vesse l to accommodate the
line displacement from the dock. Some facilities use anot her approachto
clear the previous product. Aball or cylindrical device (cal led a "pig")is in.
serted into the pipeline and forced through the line.
Final Draft and Trim
When the vessel is loaded to its allowable load line , vessel personnel must
ens ure t ha t t he cargo calculations are correct, and they must visually
check t he dr afts duri ng t he fina l stages of t he loading operation. At this
point the draft and t rim are closely monitored, and any allowance for fresh
or brackish wate r at the dock should be applied. To determine the specific
gravity ofthe water alongs ide t he vesse l, a water sa mple is taken andmea-
s ured using a hydrometer. Reference to the vesse l ta bles will reveal the
permissible all owance when floating in other t han sa lt water. The final
trim is al so an important consideration for some vesse ls. The PIC has a
number of options to adj us t the trim ofthe vessel including t he following:
1. Trim tanks: Toward the end of the loading operation, t he PICcan reach
the desired drafta by select ively filling cargotanks located fore andaft of
the tipping center.
%ift iNl ('argo: After loadingoperati ons are complete, t hecorrectt rim can
be achleved by shifting cargo within the vessel.
OFFSHORE MOORINGS
tank vessels have increased in size, the number of ports that can safely
As odate these vessels has declined. This has led to t he development
terminal s located some distance offshore. The use of offshore
o buoy. platforms, and lightering zones has reduced the need for
moonn , . . bl
larger tank vessel s to negoti ate busy har bors and restricted navtga e wa-
terways
Single-Point a nd Multipoint Moorings
Withsingle-point or multipoint moorings, a tie up to one.or
more buoys in deep water well offshore. Figure 8-14 a em-
gle-poi nt moorin g and s pecial hose assembly through which cargo IS load.ed
ordischarged. The hose is attached to a submerged that
the cargo along t he seabed to or from the onshore terminal".At a
gle-point mooring the vessel makes fast to a buoy at the bow. This
thevessel to pivot freely around the moori ng buoy with changes In wind
andcurrent. A floating hose is hoisted aboa rd t he and fast to
the manifold. One exa mple of a successful single-pomt m:ange-
mentis the Louisiana Offshore Oil Port (LOOP), located eightee n miles off-
ehere in the Gulf of Mexico (fig. 8-15). . tel f
Good communi cations, training, and pri or planning are esse ntt. .or
the Bafety of all involved in th e use of offshore moorings. I": multipoint
. . iti typi cally by let-
.Oonngs, the vessel is carefully maneuvered 1010 pOS1. ron,
t 0 ofeach anchor and backing to a position within a cluster. of five or
OOring buoys Th e mooring lines are run to t he buoys by hne
Ii vessel is held securely in positi on by the combinat ion of moonng
; I . t .ng arrangement
u anchor chains. An example of a mu trpotn moon
fOund at El Segundo, California.
...
205
OP) CourU>sy LOOP LLC.
BUll! 815. The Loui sian a Offshore Oil Port (LO .
Il ISC II.Il, I{COl N( ;
Procedur e
e of loadin g, t he re are many approaches to th d' h
ill pl an that is developed should II.
\.e;:.. ..el, I ne maintain a
Base hose manifold
Special reinforced
base hose
MOOl1ng bra Cket s
10'"diameter cargo transfer pipe
B' G dlame ter
riser shah
Mooli ng buoy
204
Base U1'IIV8rsa' lOint
..
Sea bonom (296")
Figure 8-14. Diagram of a si ngle-point moori ng used in the South China &>&
Chain swtYel
Shall universal jot", "",
AUII:!sWIVel
8$$embly
Lightering Zones
Lightering zones represent another option when dealing with larger ves-
sels such 8S t hose frequently found in the a rea ofTGalveston, Texas. Figure
1-18 in cha pter 1shows a typicallighteri ng operation performed at sea. In
thi s instance, the VLee is discharging part of her cargo into a smaller
Iightering vessel for delivery to th e tank farm or refinery ashore.
Pl atforms
Another approach at some facilities is the use of ofTshore plat forms. Figure
8-16 illustrates such 8 platform located in deep water offshore.
DISCHARGING OPERATION
. . d I' nndsf-
Upon completion of the pretran sfer procedures menttone ear rer
ter rechecking the lineup of the vesse l, the discharge operation can
mence. It is advisable to sta rt the cargo pumps at a reduced speed, ellity.
. d fl ootheCacl1Y
per sonnel check connections, tank ull ages, an proper ow
206
.:u /
'2 F.O. r.! F,O.
'2F.O.

SLOPS
TE NIA
LJJ,\Dl:"i G RA O"ITROL .)H'ao
VAPOR C .
TE 7 ro> 8PH(M4')
wAsH >",,00
CRU
TAJ'';KS
2s.ll<XI 88LS
RE
G" TED BALLAST
SEC
NIA bbb
D1Rn" BALLAST
IdA
d.i charge and ballast plan.
Figure 8-17. Cargo s . ed with submerged
ossover: On when two or more
4. Cargo system PIC should is a risk ofover-
P
umps in each t ank, t e. into the sa me pipeline. theother.Theab-
di charging 1 mowers h
cargopumpsare IS . fr monepump ove'
r
p increases t e
flowing a tank ifthe dehveih discha rge side of pU:
umpor
the shore
aence of a check valve on the tank fromeither anot kthe tank ullages to
pceaibili ty ofretum flo",": to into a common line, c.hec On vessels equipped
facility When di scharging I . the corre ct directlOn
h
valves are closed
'nsu"'thBt CBrgOis fiowin: ::nk also verify that 'Bt : : are open, there is
with loading drops for cac discharge.Htbe drop v that is not curr ently
Prior to the star t of the car go
n
I ing a full cargo tank high-level or
a distinct possibility of over nnnel ahculd never Ignoreas there may be a
being discharged. Vesse.l a cargo discharge,
overfill alarms that activate and ballasting the
. cargo bTty real problem. . While dischargin g Ci plan to avoid eta I I
5. Stability and u:the prescribed tr ans er
vessel , the PIC should fol ow
FOl.PS

(liDS
CARGO pl.AN
MV pF.TROLAB
Wllrld Tran1p"rt Co.
FigtlJ't' 8-16. Tank barge moored at an offshore platform . Courtesy TOSCO River.
head.
reasonable dist ribution of weight over the lengt h vessel , mini.
mizingstress on thehulJ and ens uri ng proper Slability(fig. 8- 17). Duri ng -the
discharge of the vessel. the PICfollows 8 number of sound tanker pra ct ices:
1. Trim: The discharge of't he ca rgo tanks should be arranged t o ge t the
bow upat an earlystage in the operation. Discharging the fonv8,rd
increases the trim bythe stem, which aids the drai ning a nd stnppmg of
the cargo tanka. On the other hand, th e vessel should not be a llowed to de-
velop an excessive trim, 8 S thi s can cont ri bute to fal se t a nk level a larms,
unacceptable hull stresses, engine room problems, and under keel clear-
snce problems .
2. Pumproom.' Frequent in.pec'ion. ofthe pumproom should be m.Bde
during the discharge operation, checking for leaks . The PIC should penod-
icsll
y
check'he CB'go pump 88Bls, beBrings, and CBsings for
When cargo pumps are operating properly, there should be minimal norse
or vibration. Noone is permitted toenter the pumproom unless the ventila-
tioo evstemt. OpecS'ing and a .tendby ia P'80ent 0' the PIC is notifi ed,.
3. Pump pressure: During the cargo discharge, the pump and mani-
fold pres8Jltes be monitored. Any abnonnal fluctuations or Budde n
chsn,lle/l)m diSChs,ge Preseura WBn-Bnt B.hutdown of the operuti cn.
'l'liedischs,ge pre aura of t he vessel CBn be expected to change gradually
as the-shore tank are filled or when shifting tanka.
andatrees problema(see figure 8 18). Any last -minute changes to the car 0
plan shoul. d be recalculated to ensure t hat no such problems ari se
the operat ion. . .
6. hutdou:n: All person.nel invol ved In the cargo dis.
charge must knowthe locenon and operatlOn of the emergency shutdown
controls for t hecargopumps. Personnel should be made awa re of t he co d"
h d
n ,.
tiona or situat ions that warrant an emergency s ut own of the cargo
pumps.
7.1nerl geu .,tem: On vess.elsthat are obligated to maintain an inert
conditionin t hecargotanks, the inert gas system must be opera ti ng durin
the discharge operation. Vessel must moni tor th e perfonnanc:
of the inert gas system throughout the discharge to ens ure th at it is deliv.
eringthe requiredquantity (deckpressur e) and quality (oxygen content)of
gas to the protected tanks. (Refer to chapter 15 for a more detailed discus
sion of inert gas systems).
8. Slop tank leeel: When stripping cargo to a designated slop tank on
the vessel, the operator must guard agai nst overflow ofthe t ank. On some
it !s a commonpracti ce to consolidate the strippings from eachtank
mtoa designated sloptank. This expedites the operation as the conte nts of
the slop tank can then bedischarged ashore with t he main cargo pump at
theend. For thi s reason, oneor more of the afte r tanks near the pumproom
REVIEW
1. What document identifies the "person-in.charge" of the cargo transfer
on the vessel and . . of a cargo hose, list the possible
2. When conducting a VlsuallOspecliO
n
causes for rejection hose. b di played when a tank vessel is
3. What warning signals/Signs must e IS
transferring cargo?
ail serve as a slop tank. It is advi sable to initially pump the slop tank
usu Y level that can accommodate the et rippingafromt he other tanks.
: hould closely monitor the slop tank level duri ng the discharge op-
the . to ens ure t hat it does not overflow.
era
tlon
d etri . th . I i
9. Dropping a n BlnppmR e p lP.e At the completion of t he
" harg
e
opera t ion. th e contents ofthe pipelines and pumps on the vessel
di" h r "I" ' Th " \" "
ld be deliver ed to t e aCI I y. e pipe mea are typically drained and
shO
u
.' d th f ili \
the remaining cargo IS to. e. act Ity: n t he case of crude-oil ves-
sels, a special hne IS .for this purpose. The
small-diamete r plpehne I S fromthe etr ippingtdischerge) pump to
the outboard side of the manifold valve on deck. The J\.tARPOL line (as It is
frequently cal1ed) th e PI C the large discharge mains on
deck when perfomung t he final stnppmg of the cargo system. This final
stripping is critical to minimize contamination of any ballast water that
maybe subsequently introduced into the cargo system.
10. Mooring lines: During th e discharge operation, personnel must
closely monitor the tension on the mooring lines, gangway. cargo hoses,
and arms. Necessary adjustments should be made during the transfe r to
avoid parting the mooring lines or connecti ons.
11. Heating coils:The heating coils should be secured when approach-
ingthe stripping stage in the discharge ofa cargo tank to avoidoverheating
the remaining cargo.
12. Line flush: When the sequence of discharge of cargoes
mayresul t in th e contamination of a high-grade product, It IS often
sary to perform a line flush. This is a fairly commonpractice wh.en
grades are ca rried in a single cargo system on t he vessel. In this
there is a risk of contamination from t he previous cargo t hat 1D the
piping an d pumps of t he vessel. The contents of the pipelines are
carefully flush ed (cleared) by pumping a small quantity of the next cargo
into a slop line or into S tank wit h lower grade product on the dock. Toen-
sure the piping is sufficiently flushed, t he PIC usually checks for
the color change (dye d cargoes) at the dock manifold- . di char
13. SHUTDOWN: If any question or problem anses during IS ge
operations, the PIC should shut down.
209
REView
CARGOTRANSFER OPERATIONS
208
4. List the information that should be exchanged bet ween th p
iog 8 pretransfer confer ence. e ICsdur.
5. What is the requirement concerning language fluency wh
ing a cargo transfer on a ta nk vessel in t he Un ited Stat conduct.
6. What is the difference between a line sample a nd a botton
7. List some or the typical reasons for ta rrninating a cargo t ra sa mple?
tank vessel. nsfer on a
8. What is the function of 8 bonding cable? Descri be th e co
f
f bo di ble l rrCCl seque
o connection I a n 109 C8 e 18 employed. nce
9. What is the function of an insul ating flan ge? Where is t he i .
flange typically installed? e Insulatmg
10. Describe the precaut ions commonly followed when to ' If
tank . ppmg 0 a cargo
11. Describe the of finishing cargo loading on a t ank vessel
12. What are the typical methods of draining t he cargo ho .
arms the completionof a cargo transfer? ses or loading
13. dropping and stri pping the pipelines at the end
14. Whenstripping the car go tanks to a desi ated slo
eel, what precaution should be foil d?gn p tank on the ves-
15. Whendisch . h owe .
tank be a eeted cargo, when should the heating coils in t he
210
CARGO TRANSFEROPERATIONS
CHAPTER 9
Chartering and Operations
SCOTT R. BERGERON
W
ith the exception of t he use of a pipeline, the most cost...efficient
method of t ransporting bulk quant ities ofl iquids is ocean t ranspor-
tation.It is est imated that , worldwide. tankers carry approximately 2 bil-
liontons of oil annually. To put the cost of tr ans portation into perspective,
approximatel y 2 to 3 cents per gallon of gasoline at the pump canbeatt rib-
uted to transport of th e oil by sea.
The United States is the largest oil consumer in the world. Tofeedthis
demand, the U.S. imports about 294 million gallons of oil per day or ap-
proximately 107 billion gall ons per year.
An operator or PIC of a t ankship or barge should be familiar with the
commercial side of the tanker transportation industry. Decisions made
onboard the vessel by a PIC can have serious commercial implications af-
fecting such areas as profitability, customer sat isfact ion, maintenance of
cargo qual ity, and environmental impact.
This chapter provi dea an overview ofthe interface between commercial
operat ions and onboard operations. The better both sides understand each
other, the more successful each operation will be.
VESSEL OWNERSHIP
Reference will be made in thi s chapter to the owner, operator,
manager , and charterer. While many different arr ange-
ments have been est abli shed to operate ships, we refer to a baSICstructure
in thi s chapter. To eliminate any confus ion, the followingvessel ewner ehip
end operating struct ure is ass umed.
Owner/shipowner: The veeeel'e registercd owner is not always
party that is responsible for running the vessel- It is common that a shi p 1S
211

213
THE CIIARTElt PARTY
THE CHARTER PARTY
As t he requiremen ts involved wit h bulk liquid transport ation do not
change th e basic te rms are made on a standard cont ract fonn. (charte r
part y), There are several versi ons of t he sta ndard cont ract; each IS named
after the author and th e type of charter (voyage or time charte r). are
normally contracted und er the terms of a voyage charte r party many
clauses attached. Examples of common cha rter party
ASBATANKVOY (Association of Ship Brokers and Agents), ..
(Shell Oil Company), EXXONVOY (ExxonMobil), (Brit ish
Petroleum) and TANKERVOY (Internat ional Associatron of Independent
Tanker Owners).
The type ofcharter party form that is used will depend on the charterer,
the nature of the transportation needs, and, in many cases, the sta te of tbe
e
e In such a case, t he charterer actually becomes a shipopera
'nu nlln . , -
n11l
1
d a manager .
tof Ily car gocan be t ransported unde r a cont ract of affreight ment or
Fln
a
, li d
C mmonly, a aupp ter or pro ucer of a product will make a e OA
CoA. perator of vesse ls. The eOA will specify a total volume of cargo
t h an 0 . d f h .
W1 Tri ed through the peno 0 l e cont ract In certain size shi pments.
to
be Cil
hi t i hemi I
mple of t I S ar rangemen 1S a c ermce company that produces
,In e"a
e
soda. The chemi cal company need e to shipcaustic soda in regula,
(sus I ' h Id
. entsW vanoua ocattons In t e wor . As these shipments are fairly
Shl plll hemi cal ld I
d'ctable, the c ermca compa ny cou cone ude a eOA with a ship op-
''',I
r
to provide transportation for 1 million tons of cargo per year . The
er&O. . be I
CoAspecifies t he IS to e and discharged and alsc es-
blishes the size of the shipments (for Instance, 1 million tons in
ooo.ton shipments). A eOA normall y involves multipl e options and
for flexibility to suit the need s of both the charterer and the ship
operator.
There are numerous benefits with a eOA. First, the charterer has pur-
chasing power due to th e large size and number of shipments . Second,
chartere rs can insulate themselves from the price fluctuations in the
transportation market. Final ly, the charterer can predict fixed costs for
transportation for better overall cost control when selling t he cargo. The
vessel operator also benefits as the eOAprovides a certai namount of guar-
anteed cargo to be carried over t he period ofthe cont ract.
Once t he charter is negotiated, t he terms ofthe agreement are specified
in a cont ract known as the charter party. In order to identi fysuitable ves-
sels and to subsequently facilitate negoti ations with the operators ofthese
vessels, a chartere r normally uses a broker. The"fixt ure" of a charter party
is the conclusion of th e negoti ation.
Cl lARTt:RING AND OPERATIONS
2I2
d
bv8 single-purposecompany for finan cia l, accounti ng and I .
O... ene ,/ h" ' l ab ] "

Whenusing the term owner or 8 rpowner , we refer to t h I l l )'

reae h ibi li c tna n
. owner or the party who takes t e ree poner I ity to put the v . ftg.
mg , eSliel l flto
sem ce. .
Operator: The operator is the part y IS responsib.le for t he de .
day commercial operation ofa vessel. Thi s Includes findmg s pot a dYto.
age eherterera (or the vessel and coordinating the necessa ry voya voy.
. II ibl for nrovi dt age de.
tails. The operator IS norma Yreeponer e l o r provi mg bunkers to
vessel. In the case of 8 ship under time charter, the tim e charte.. the
I Wh
. rer nor.
mally becomes t he opera tor of a vesse . en operating a ves sel , t he 0
tor does SO"en behalf' cf " th e shi powner . pers_
Manager:The manager is the party whois responsible for the tech .
management and maintenanceof the vessel. Normally the technical meal
ager is the one who the the spares, and
diestheday-to-day mamtenence and periodic drydocking of the ahi I
t diti I c, h rp. n a
ra I lOna. Brupowmngcompany, t e same organizat ion is responsible for
the operationand maintenance ofthe ship. However it is becc .
. ' mlngmore
common that the shipowner, the operator, and t he technical mana g
th

, . ki er ara
ret! meren parties wor ng together to make a profit.
Chllrtf'rrr:The charterer is the party whohas taken the vessel on a vo _
age charter. Cargo owners and cargo t raders are commonly chartere/s
Thecharterer IS Involved witha cargo that must be d f .
to h Th h move rom one place
th: party is t he contract between the charterer and the
TYPES OF CHARTER AGREEMENTS
There are four ways for a charterer t
The tirst is a voyage chart I hi 0 pur chase ocean t ransp ortation.
"rent" a vessel to carrv er. fn t IS case, the cha rtere r will cha rter or
rt( J T . . cargo rom the loadi (
pc s . hesecond method is th h ng port a) to t he di schar ge
time chart er, the vessel is r. a period Ouringa
mQnths or twoyears f or a specified period of ti me-s-six
-age 8tthe The vessel will perform multiple voy-
di llrt.,e th c ar erer during ti h
Ii r e op.erator maintains res ' . . a rme carter. In a voyage
fj ' v while with a time cba t for th e daily operation of
IS e p n'8i i1 itf:In both voye r nd t. e charterer normall y assum es
a e ern e reA onaibility ::r
an
charters, the technical man -
r w. unnmg the vessel (maintenance and
m t II ,eh rt.erer to
a pr
ure
transportation is through a
!!!!' i I r. J:ie on a bareboat charter, the cha r-
ni t e but muat also assume
cludlng providing the crew and
215
TE RMSor THE CHARTERPARTY
TERMS OF THE CHARTER PARTY
Laytime
Laytime is t he amount of time allotted to load and discharge the cargo.
There is normally a window of time known as the "lay/can" (layti me com-
mencing/canceling), when the vessel must present the notice of rea diness
(NOR) to indicate that the vessel has arrived and is rea dy in aUrespects to
load the cargo . l fthe vessel does not arrive and present a valid NORin thi s
window, the charter is subject to bei ng canceled. The times involved with
the NOR and the di sconnecti on of cargo hoses nonnally determine when
laytime begins and ends .
Typicall y, a vessel is all owed thirty-six hours to load and thirty-six
hours to discharge a single cargo at one loading and one discharge port .
Furt her allowances are made for multiple cargoes or grades of cargo and
multi ple berths. The total of seventy-t wo hours is referr ed to as
While t he rule of t humb is t hat a vessel should physi cally load or discha rge
her cargo within twenty-four hours, t he thirty-six hours ofl ayt ime on each
side antici pates t he addi tional time requ ired in port . In some cases, the
laytime is reversible, meaning that if only t welve hours are use.dto load, up
tc sixty hours can be allowed for t he discharge. When a vessel
l
.
s
prevented
fromcomplet ing the load and di scharge wit hin the agree d laytime, demur-
rage ensues . Demurrage is defin ed as the compensation the cha rterer
paid to the sh ipowne r/operator for time For example,
leytime may be exceeded due to slow loading or recewmg caused by the
minaI's operations. In such a cas e, the ship operator will lodge a claim
against the charterer for demurrage expenses. (The charterer may then
claim the terminal, if appropriate.) If the delays are due to a fault of
}pessel (for example, malfunctioning cargo pumps ), then th e WI
In.atitute a claim against the shi powne r/operator for the lost time. Demur-
f nsur e a profitable voyage, t he tankerman should be familiar with th
c ,in a eharter party. Careful negotiations are made on many rti
1L' rJ1l ith t h ' pa ICU-
I of each charter WI e assumptton that vessel personnel will t
a:perlYand within the terms of t he agr eement. Ideally, a copy of the
charler party should be placed on boar d the vessel for the crewto re-
vieW, but this.seldom happens because t he actu al signed document may
notarrive unt il after voyage has bee.n completed. In any case, copies of
staJl
dard
charter .parlles.should be available to the master .
Practical details and Items not addressed or specified in sufficient de-
tail in the charter party shoul d be explai ned in the voyage instructions,
which are normally se nt to the oper ator and th e vessel via the broker in-
volved in fixing the cargo. The following points addressed in each charter
party should be reviewed and under stood.
CHARTERING AND OPERATIONS
214
E h
dard charte r party has different st rengt ha wea k
market. 8 (' s n dd d h ' n ell ll (!l1
d
h
is AI" clauses CBn be a e to t e sta ndard char-'" '
an crop 88 1 " . hi pa rty
form to allow modification to BUll 8 Ipowner . As wit h the
f Ieht I the clauses arc subject to negotiation. In a weak m k
rei g ra e, . . I ar et
h
th charterer has 8 strong posi t ron , many CBuses CBn be a dd d '
wnere me barterer' '1' 1 'to
the charter party to improve the c arterer Io n . n 8 strong market
the shipowner will have t he leverage to ehmmate s tanda rd clauflcs and
perh aps add some th at favor t he vessel.
The fixed charter party ,wit h wi ll cover all of t he car.
riage contract. Some or the Issues negotiated and agreed to In th e charter
part y include the identity and descn ptlOn or the vessel , ca rga(es) and th
amounts to be loaded, the freight rate, exp enses. port fees,
agents, cleaning procedures and costs, laytime, demurrage, loading and
discharge rates. loading and discharge ports, oil pollution liabiliti es, Voy_
age liabilities, cancellations, and even weat he r and force-majeure (act of
Godl issues. The potential list of issues covered in the charter party is e nd.
less.
The Role of the Broker
charterer will b:oker with informati on regarding tran sport a-
tionneett: and will ccmnaeeronthe broker to negoti ate a contract. The bro-
ker on the market , looking for ind ications of freight rat es.
I?uring this period. the broker will identify suitable vessels from posit ion
of vessel operators and from replies to direct solicitations. At that
point, the broker starts to .. k" th fie '
. war e cargo, 0 n playin g one shipowner
D di
....r ra....e. epen mg on the type of ca rgo charter
parties can be negotiated 0 b ' '
2......8 h r fi n a prompt asra (voyage commen cing wit hin
ours 0 xt ure) or for v I .
frelghtment for h hi . I ery arge cargoes With contracts of af-
could be fixed y ized chemical parcels, the charter party
The role of the broker a of th e COmmencement of the voyage.
er IS Important ' th .
tation The nekaand th m e negoti ation of bulk tran epor-
r
e amount ofmon . 1 d '
o trust aMong the rt ey 10'0'0 ve require a certain level
. a erera vessel 0 to
nemli:ldleman whocan build th per a rs , and owne rs . The broker IS
8 lie. n rmedlary In e II e personal relationships andean also serve
a h 0 vmg problems betwe en the parties.
I owner or operata 'lI .
c h r.l;lkers work to fix / W1 commi SSion a broker also. In
e la 990 th , he charter party, Due to depressed
eueofowne 'b k '
a r n begufi' rs TO ers has decreased ; In
wprkmg charters directl y With ship op-
I a:."ed by a broker is 1.25 percent of
:to as the gross freight. If mor e bro-
e added to the fixture and the char-
ulit increased use of th e In ternet
n future.
TERING AND OPERATIONS
cHAll
C rteey Laurin Maritime,
Figure 9.1. Notice ofreadino88document. au
"
on the
......
At
By
Faittlfully.
PORT
For ancl on behalf of shippers/receivers
Notice of Reacliness AeeeptedlRecelve<!
Dale
ltIat me above vessel hss arrtve<! at the Port of
T'!lil II toinform you , ..- rt'I to commence load of her cargo at
LTonthe In every respec rea , INs
flOI,n inaccordance WIth the lenTIs anclC(ll"IdrtlOns of ttle c;harter party
""""onl
TO
To..,mom It may concern
/JUHIIIMAf/",ME
. of Readiness
Notice

21"
II negotiated at a fixed price per day ( a
rage rate s are no.nna y tel as part of the charter party,
hatter ecuivel ent ra
ume-c - ..
Cargo Quantity
d exact amount of liquid ca rgo , due to va ria tions
ltia verydifficult to loa dan ity of th e cargo as well as t he problems en
t re and ensl . ' .
in the tempe ra u . I'quid volumes m a float mg vessel. However
- _..I h n meesunns I I d ith '
cecnterec w e if th e amount of cargo to on , Wit some Van.
the charte r part y lng to quanti ty include "min/max" (minimum
ables. terms re i moloo (a pe rcentage of t he nominated
d aomum amount , per h hi " E
an m hi h bemore or less at t e s rpowner 5 option. X8m_
enti ty w IC can
cargoqu 5 t Moloo means the owner can load a nywhere be-
P
le' l OOO tons at percen h ' t
, , d 1050 tons) an d CHOPT Ic arterer 8 op IOn, normally
tween 950 an , ' I d h h ts
' h ' " hat the charterer can oa asmuc a s e wan , up to
referringtot e lac
the full capacity of the vessel>.
Notice of Readiness
All r the terms of a cha rte r party, the master of a vessel must present
the notice of readi ness (NOR) when the vessel arrives and is r ea dy in all
respects to conduct cargo operations (fig, 9- 1), The s ign ificance of this no-
tice is that , under normal charter parties, it establishes when laytime
will begin,
This simple act can raise serious ques ti ons and confli cts. Whil e the
NOR may be tendered, it may not always beaccepted. The charter party
clearly specifies under what condit ions-whe n, whe re , a nd how- t he NOR
is tobe tendered. Commonclauses indi cate how it mus t be sent <verbally to
the agent or via telex. or fax) and wheth er it mus t be tendered during the
workdayor th e workweek. The following example ofthe NORcla use is de-
rived from the standard ASBATANKVOY charter party, This clause is
eubject to negotiated change s, NOR clauses will also vary a mong ot her
s ndard charte r parties.
;J.'hCi>ASBATANKVOY notice of readiness clause is as follows :
val atcwtomary anchorage et each port orJoading and discharge,
oy, hi, shall givethe Charterer or his agent notice by letter,
releM,. telep.hQ,lle that the Vessel is ready to load or discharge
o on laytime, 8S hereinafter pr ovided, shall com.
p'lr 61hours after receipt of such noti ce, or upon
a In ring when at eealoeding or dis-
ading or discharging alongside u
here delay is ceueed to vessel get-
ea for any reason over whi ch the
11 a nnee ueed laytim e.
219 TERMS or TIIY. CHART}o; R PAItTY
Safe Berth
In meat if not all charter parties, it is the charterer's obligation to nominate
a safe berth for both loading and discharge. The safe navigation of the ves-
sel remains the responsibility of the However, if the master feels
that the nominated berth is unsafe or If It does not have enough water
Prote sts
It is incumbent for the vessel's master to protest against violations of the
charter party. This is done by a letter of protest. The vessel operator nor-
mally specifies the format ofthe letter orprctest tsee figures 9-2and 93).
Common rea sons for protest include the following:
Slowloading rates (anything less than the vessel can safely accept for loading)
Slowdischarge rates (any reduced discharge rates ordered by the terminal or
when the tenninal will not allowthe vessel to maintai n 100peig at the
manifold)
Deadfreight (when the terminal does not load the minimum nominated cargo
quantity)
Cargo quantity discrepancies (differcnces between the charte rer's cargo sur-
veyors' total s and the vessel's own cargo quantities determined by gaug-
ing)
Shore connecti ons (insufficient number of shore connections provided, or the
diameter of the hcaea is less than tha t of the manifold)
Multiple grades of cargo (multipl e grades of cargo am not loaded or dis-
charged simultaneously)
res
sure
of 100 psi g at the v eeeel'e manifold throughout the period of
charge P h h . . f >1> >
> h ge provided that t e 8 orc rCCCIVIng 8CI Illes are capable of accepting
diSC er . hi h ' >
h
e of the cargo WIt In 8UC tme or at such pressure
disC Ilrg .
As a rule of t hu.mb,.t he a lways pr ovide enough pump-
> ,ssure t o malOtaln t he 100 perg. Normally, t he shipowner is Finan-
Ingpr l' h di h > ti d
d ally re sponsible tor t I S.C a rgmg excee twe nty- four hours
when 100 paig i s not mamt at .ned . to t hia include di scharging
of rnultipl e gr ade s or r eetncttona. A pumping log must be
maintained by the ve ssel s cr ew to orde r to defend any pcesibl e claime in
thi s respect.
With regard to loading, the normal rule is that the vessel will accept
cargOat the rates requested by t he chartere r, with due regard for safet y.
The loading rate of t he vessel is normall y determined by th eventingcapac-
ity of either the common vent line, the pressure relief valve, or the vapor
collection (emission) cont rol syste m, depending upon which venting sys-
tem is in use while loading. Suitable reductions ofthe loading rate are al-
lowed to safely top ofTt h e vessel's tanks .
CHARTERING ANDOPERATIONS
218
Cargo Hoses
While the NORnonnall h > >
ti fh Ysets t e time for laytime to beein the di sconnec-
Ion0 eeea nonnally determi h . e- ,
est of the ehipo I rmmee t e end of laytime. It is in t he best inter-
wner opera tor to ha th h
possible after loading di h . ve e oses connecte d 8S long as
U d or I SC arging has stopped
n er most charter parties th .
nected. and disconnected b th' he cargo hoses shall be furnis hed, can-
penae. In practical terms. [he c at charterer's ri sk and ex-
necessary to use vessel ho . munal hoses WIll be used . If it becomes
sumesliability for the It be done only if the charterer as-
sponsibility for the cargo e hos.es. For.a shipow:ner/operato r, re-
lp the once it has pasfled th rail . Anythmgthat happens
n ibHity. e rer should remain the charterer' s re-
It ' important for the masterw know when to present t he NOR 10'
pi
" ,> ft hecharter par ty clear ly specifies that th e NOR must do
r cx
.
am e, h F id h "' 0 C' Tc>d
between 0800and 1800 Monday throug nay. t en th ere is no n('ed to
waste fuel and expenses to try to meet an ETA of 1900 on Friday U d
these conditions, at the direction orthe commerci al operator, it is
more prudent to run at an economical speed th e last few days to pi Y
h
I
> to id U an an
early Monday arriva l. :t'he eory.app tea f i es. n.der most char.
ter part ies, laytime WIll begin either six hours after a va hd NOR is ten-
dered(inthe event that the vessel must anchor due to bert h un avail abil "'
> dTi 'yl
or once the vessel 18 moore . me watung l or tt es a er the NOR is te .
dered is nonnally considered.as and, th erefore, is not paid
bythe charterers. Time used dunng transit from the a nchorage is also not
counted as laytime.
It is important to note that the NOR should be tendered only when th
vessel has arrived at the locat ion specified by the charter party Inormalle
the customary anchorage) and when t he vessel is re ad y to load or di;'
charge. most condit ions, the vessel is ready to load or di scharge
when she IS ready to proceed to berth. Whil e delays caused by such thing
as port clearance formalities have to be accepted, t her e a re no excuses if
the are not properly cleaned or inerted. A fal sely present ed
NOR not andcould cause signi ficant delay and monetary loss in the
resulting disputes.
Jahall ditch , II
arge u cargo, ee defined her e-
at&thltl'eOf '
at ill In respect of part cargo, from the
e:\'eallel8hall maintain a minimum die-
PROTEST OFDIFFERENCE
BETWEEN SHIP & SHORE FIGURES
MIT
T,
BOLERO I
16-lJ6-{)O
/JURI' fIA/IJ1/IIE
LETTER OFPROTEST
TO
FROM 1ll' Mast
e,
of MIT ~ r I
I. \1'18 Mu tel' 01MITBolero ' hereby. on behalf of ine DIme,.. and/or dlartefel'l , protest
ag.,st Itle sloWloading rate along Side your terminal ,
,,"'"
PIlI... be ~ 1m ltlIl"8 iI' (J11Cf'81)8r!CYbetween ship ancl shore fig l.nts covering the
IoId&d It yOI.I temi/'IIIIlNs day of
Metric Tonnes
M, lJ1C1011'18 5
"'.!ric TOnne'
AdU8llo8
dlfl
g ratewas only.
MIT BoleroI can receive
m' I h in Iho tank. loaded
On bel'IIH of ltlI Owners and/of cNrtete1'1, I hereby protllSllhis difference hol ding you
retponal)le toranyIndiOI' IUclaims\IItidl may d occur ue tothis difference
Youl1l1aittlflJRy.
....
I herebyalso eeeere. on behalf of the (HmeB andfOr charterers, the nght to reverti"llhil
matter at a later date.
Yoursfalthfu lly ,
the Muter of Mlf BoIel'O I
Figure 9-3. Sample letter ofprote8t. Courtesy Laurin Maritime.
.....
Chief omcer:
,.
,.
,.
...
_.
S
- C rte YLaurin Maritime.
ampl e ta nk inspection certificate. ou 8
cal'(lOlanb tb-
cargo tank:ll Noa
cargo lanb N_
cargo tanb Noa
TERMINAl.
""n
Surveyor.
Time.
Date'
Aemar1l$'
Theship's pumps. aoee. manifOlds. deck healers'N8f8 also inapeded byopenI'Ig lt1em.,a
found drt and d ean as far 85visible, S(J 8cceptable Il'MIllbove cargo(es)
We, Itl8 undersigned, hereby declareItIal the cargotankaCII MIT jotIIty
inspected at hours LTon the andfound....". nne<llll't.et previous C8I9t
suMDieto load !he cargo(es) at liS IoIows
/JUBINIIIA/IR1ME
TANK INSPECTION CERTIFICATE
CHARTERINOANDOPERATIONS
222
BILL OF LADING
The bill of lading is the cha rte rer's receipt that the cargo has been deliv-
tothe vessel. It is used as a finan cial tool to t rade t he cargo once afloat,
nHiJ. u.. a.lso Lh.e document required to di scharge the cargo. While an
I diSCUSSIon of thi s legal instrument is beyond t he scope of this
K Ilowing should be und erstood.
car m be.taken when dealing with bills of lading. There are
Ii - -
copies ieeued which the master should sign after
. lFthe cargo type and quantity do not match t he
rrli' roteet must be issued.
o I are sent to the re cei ver. The cargo
un.i tli ori,ginal bills oflading are presen ted . It
1 1 . at the discharge port before t he billa
lfe Clli10 is Bold or traded during the
eee ra"naacUon. Upon in struction fro
l11
CARGO SAMPLES
It is a normal procedure that samples of the ca rgo a re taken during the
loadi ngopera tion and prior to discharge . The samples should be taken and
sealed by a cargo surveyor. The vessel ebould maint ain 8 complete set of all
samples taken. These samples shoul d be kept in the sa mple locker for at
least one year following the discharge ofthe ca rgo . In the event of 8 cargo
qualit yissue, the vessel's sample may be re qui re d to defend the shipowner.
d
n (the vessel t hen t he master mu st ad vise t he opera.
available for the f a 0 '
lbl
tor 8 8 800n as POSSdl e:, . ecommended t hat one consult t he Inte rt anko
For furt her stu y. I 18 r "
publicati on: "Tanker Voyage Charters.
Oth er Cons iderations
. while not specifically addressed in a charter party
The (ollowmg ttema. '
should be famili ar to vessel personnel :
cLEAN TANK CERTI FICATE
. 1 di argo the termi nal representa t ive or cargo surveyor
Pri
h
"Id
to
. 08 indicati ng that t he tanks are of suitable eleanll.
80U signsce ...... . .
ness. This is part icularl y important when t he charterer requi res visual
tank inspecti on pri or to loadi ng (fig. 9-4).
DRY TANK CERTIFICATE
In order to defend a claim against short landing of cargo, a cert ificate
should besigned by an independent surveyor or t he cargo rec eiver, ac-
knowledging that the cargo tanks have indee d been stripped of all pump-
able quantities.
224
1 cplable to di sch arge the cargo if the
the vessel operator, it is (LOll which t he VCRBcl's
hart erer has ifl sucd a lette r 0 Ii dischargi ng the cargo wit hout the ori b'; '
owner and operators hannl
ess
or . .
I bills of lading. t dy t he issues conc er mng bill s of lad.
ne A ship's master should speci fic instru ct ions about handling
, The vesse l opera tor will pro
mg.
bills of ladin g.
5
225

nl.' port in the United States and di llChar lt i

h
ge I In aoolhl' -.
Un
' ,. nd States. t e Jones Ac , t requires th I r port wlthm the
"" to he b ' 1
ated. a nd cre WI'dby U.S. clt izenll. UI t, owned, eper-
prior cargo; Ar e the pri or cargoes com,at ibl .
. e With t hat to be . d?
Many eargoea require that the previous th ree carne .
Lt; cargoes do not tai I d
Edible ea rgoea re quire that prior d. t . con In ea .
no VIolate certat .
tions. Chemical eargoea must be compatible with . In relltnc-
. pnorcargoes in d to
avoid dangerous chemi cal reactionll or car,,,. la " or er
n mmat lOn.
G FOR THF. NF.xT VOYAGE
PREPAR!N 1 be mai ntained with t he chartering de-
. . should a ways ..
ClosecommUnicatIon I der to save time and expense, the vee-
partment oft he vessel operator t: voyage in advance of the
set's crew should be aware o . e ' nerti ng and other requiremen ts such
discharge. Issues of tank c!eantn
g
d
, 'amage ; equirements will help the ves-
, t i n regulatIOn, an c
8Sportrestnc 10 . , fi the next voyage.
sel's crewto efficIently prepare or
PRICING
. dedonbcard a vessel, supply and demand must deter-
ofthe product is one part larger pict ure of
fulfillin demand. In some cases, the purchaser coordmate s
rion: in:ther cases the seller will include delivery costs in t he selling price.
Ineither situation, the people wishing to purchase t ransportat IOn are cern-
monlyreferred to as the charterers . .
The price for transportation may fluctuate on a dall y and even an
hourlybasis. These changes are due to vessel supply and cargo demand:
the greater the number ofsuitable vessels at a given locati on , t he the
price to transport cargo from that location. Likewi se, whe n a ship HI the
onlysuitable one at the location, the rate will increase.
Many factors affect. the suitability of a vessel. A potenti al charterer
mcsuconeiderthe following questions:
r;t llutooruatlOTl : Is the vessel approvedto carry a certai n cargo?
l U . Will the "izeof the vessel allowit. to reach the load and die-
? lin it loadthe desiredamount ofcargo within the required
; Does thecharterer acceptthe vessel, or has thevessel
to p'oor operational history and/or technical condition?
VI' I \!j!1l'J: [ecteddue to unsatisfactory cargolank
n, sceidente,or poor vetting inspections?
an r tril:tioll8 fromusing the vessel becaUse
or example,in order to loadcargor-om
FREIGHT RATE
Theprice charged for tran s'p0rtatioD.is normally referred to as the freight
ate In most cases, the freigh t rate IS made inclusive of all t d
r . ' . ra mg costa.
Al
ong with the operation of th e shi p, there ar e costs for bunke ' I ts
dl rapucts,
ruga, line han ers, custom lees, agency fees, clearance costs, and other
tolls.Ther e are diffe rent.means of calculati ngand offeringthe freight rate :
Worldscale,lump sum, time-charter equivalent, and rate per ton.
Worldscal e
The newWorldwide Tanker Nominal Freight Scale, commonly referred to
88Worldscal e. is a standard freight rate system established and governed
jointlyby th e Worldscal e Associations of London and NewYork. The origi-
nal concept of t he Worldscal e was to determine uniform voyage costs and
revenues after th e va ria ble port and bunkers costs were taken into ac-
count. Today. the Wor ldscal e rate system defines a common referenceand
procedur e to assist charterers, brokers, and vessel operators in calculating
freight rates for t he carnage of oil from all loading points in the world toall
discharge locations in th e worl d.
Driven by t he needs oft he Bri tish and American govemmenta toeeteb-
Hsha consist ent and unbiased charter calculat ion method after World War
II, the World scal e system was born. The American and British systems
were combined in 1969 (old Worldscale) and lat er revised in 1989 (new
Worldscale). Together, the World scale Associations maintain a scheduleof
fr1!ight scales ba sed on a st andard cal culati on method. The schedule is nor-
mally revised annually with new rates becomingeffective onJanuary l of
therevision year. . , .
In addition to the calculation procedures, the Worldscale schedule
standard rates per metric ton and mileage forvoyagcs all concew-
]fi porta in the world. Variable costs including bunker prices,
l!I. .1 fees, and unique port cost differentials are addressed and adjus e
ng each revision of the schedule. . the actual
n freight rates are booked on a Worldscale baSIS, thencalcul ti
te is specified in percentage reference to the Wcrldscele a IOn.
375,000
288,872
$216,872
$ 15,061
227
(72,000)
(4,688)
(12,000)
(25,000)
(40,040)
(4,4001
5.1 days
5,3 days
2 days
2 days
FREIGHT HATE
Dal's:
Ballast-l ,nO nm @14.5 knots
Loaded-l ,770 nm @14.0 kno ts
Loading
Discharging
WS 200 freight ra te
Commission (1.25 %)
Port expenses (Curacao)
Port expenses (New York)
Bunkers :
Fuel oil at sea-l 0.4 days @35mtJday@SUO/mt
Fuel oil in port--4 days @lOmtJday @$UO/mt
Total
Daily running costs 14.4 @ $5,OOO/day
nM"l.Ile: example owner's capital costs for vessel)

ult per day
Lump Sum
arne implies, a l u rn-eu rn rate is a fixed price for the delivery of the
a d cargo and voyage. This fixed price is normally inclusive of al l
. lated coats and probably will not be affected by the amount of
t ately loaded. When offering a lump-sum rate, the shipownerl
Rate per Wor ld8Cal e sche dule: $3,751met ric ton
WS100 or flat rate : 50, 000mt@ $3.751mt " $187,500
\VB 45 rate : 45% 0$187,5OO " s84,375
\VB 200 rat e : 200% of$187,500" $375,000
Voyage calculation ba sed on WS200
(Not e: Fixed rate differentials h av e been omit te d 10 01 ifi ' r an cation. l
'The following sample calcula ti on illuatrate h
r ttln pr ovid es a consistent met hod to WorldsC8le rate
pe fhow th e actual vessel characleri sticsd'rr freight rate regard
leSS0 W ld 1 P tner t rom th ' -
defi
l1ed
by the sea I' reamble. The prevai lin I' standard vessel
COlllpared agsmst WS 100 for a ny parti cul g W.orldscal e percent-
Ilg
e
. n t .' ar cargo SIZe d
,r. 8 the price uc uauone 10 the ma rket (D an route iden-
tule S n ta kahine. u ai . ue to the hi h
rating
U
, ,_ ag n ps , a slmil a r ayslemtoW Ig er coste of
:li
shed
for Jones Act fixtures . This syste m is refe orldsC8le has been ee-
fllJl
ker
Rete Schedule or ATRS.) n ed to aathe Ameri can
SIMPLIFIED WORLD SCALE CALCULAn ON
EXAMPLE: Car go-50,OOOtons of oil from BuU B
york, NY. (3,540 n autical miles) en ay, Curacao, to New
CHARTERINO ANDOPERATJONS
by the Aasociationll in the light ofi nforma-
d::OfSeplember 1998, the ra te of exchange
rrency to USD being the average appli-
All rate calculati ons. which a re mad e in USD. arc per tn nne for a full ca rgo fOf
the standard vessel based upon a round voyage from loadi ng port or ports to
discharfing port or porte and return to firs t loadmg port usi ng the und{'T.
mentioned factors .
Allnfthe factors shown are purely nominal and for rate ca lculation pur-
posesonly. In partkular, the fued hire element of USD 12,000 pe r day is not
intended to represent an aetualle\'el of opera t ing costs, nor to prod uce rates
providing acertain 11' \ '1'1 ofincomeor margin of profit , eit her for the 8tandard
veskl or forany other vessel under any nag.
(a) Standard Vessel
Total Caparity 75,000 tons
u.e. the veuel's caparity for cargoplus store s, water, and bunker s, bot h voy-
age and reet .... e)
Average lIl:'rvice speed 14,5 knots
Bunker Congumption Steaming 55 tons per day
Pw'poIesot her than steaming 100 tone per round voyage
In port 5 tons for each port involved in t he
voyage.
380 cat
4 days for a voyage from one loading
port to one discharging port ; an addi-
tional12 hours being allowed for each
El ext ra port on a voyage ,
USD 12,000 per day
h USD 82.75 per ton
the BVf!rage worldwide bunker pri ce for fuel oil (380C80
1 1997 to 30th September 1998, ae assessed by
mltedr(of London).
226
. e if! speci fied as WS 100. A concluded at ws
t fthe cataloged Worldllca.le calculation wh ereas WS 80
12518 125peKen old d di h
,
fthe
,.
lcuIBtion for t he oa a n ISC arge ports specified ,'
is 80 percen 0 n
t he cha rter party. . . be t I ' d i
Th
b
' rtbe Worldscale calculatIOn is 9 exp ame In t he folIo'"
e 88180 f h 1999 di . ....
iog Worldscal
e
Preamble. copieddirectly rom t e e it ion:
228
CHARTERING AND OPERATI ONS
...
t h
" precise figures for port costs an d ot her expenses or th
operator mue a d e
profit margin will be directly reduce .
Ra te per To n
While Worldscale rates are gene rally used for the movement ?fpetrol eum
oils, the rate per ton is more common f?r the fixt ure of chemical s. In th is
em,
' n price is mutually estabhs hed for each ton of ca rgo loaded
cese.e c . . I d h .
Unless agreed otherwi!>e. thi s rate will n?t me u e.t e voya ge and POrt
costs. A fixture made on a rate-per-ton baste usual ly a n option in-
volving the quantity. An example would be t he quanti ty of
20.000 tons, 5 per cent moloo (more or l,es8, owner.s option). Th e shi p-
owner/operator normall y wants to exerCise the opti on to load the addi.
tional5 pen:entquantity in order to improve hi s ea rnings for the voyage.
Time-Charter Equivalent
For practical reasons, it is commonto determine t he t ime-charter equ iva-
lent rate for a cargo fixture, When a vessel is hired under a time cha rte r
the charterer agrees to paya daily rate for the vessel. This r ate includes ali
ofthe technical costsofthe ship, suchas maintenance and crew wages, but
it excludes costs such as bunkers and port fees. This daily
rate makes it veryeasy for a shipowner 00compare hi s daily costs against
the dailyearnings, Whenworkingwith freight rates on a spot market . it is
common forthe shipownerto convert the freight rate calculati on into a day
rate, This day rate is known as the time-charter equivalent .
REVIEW
1. What are so.me of the factcra take n into consideration by a charter er
selecti ng a vessel for hire?
;List ways that ocean transportat ion can be contracted.
role of the broker in arrangi ng a charter,
World calc?
n a ime.
pu aeof the notice of readiness?
hecommonreason to .
8 write a protest for violations of the
a.dry certificate?
nt function in the transport of bulk liquid
ill fiI <li ng,
CHAPTER 10
Vetting Inspections
SCOTT R. BERGERON
M
arine in m.odem times hav,e prompted increased scrutiny
of those mvolve d With t he ownership and operation of tankshipe.
Publicopini on has become less and less tolerant of oil pollution caused by
accidents involving shi ps . Rece ntly, the re has been a mar ked reduction in
the number of vessels owne d by oil companies. Asa result , oil companies
now make up the largest sector of tanke r cbarterers. fn order to minimize
the risk of exposure to a marine disaster involving their cargo. most oil
companies have established risk man agement or vetting departments
withintheir chartering organization.
The term vetting is analogous to screening or reviewing a vessel prior 00
chartering it. While oil companies may und ertake their risk management
responsibilities using different methods and procedures, there are many
common principles involved in the vetting process.
Prior to chartering avessel, a revi ewof the followingrecords is
Afavorable review will result in an approval from the vettmgl
nsk-
management dep artment . The respective company may then the
veuel. On the ot he r hand. a poor record and unfavorable screenmg would
probably prevent a vessel from being chartered,
INSPECTIONS
, , h sically inspect vessels
, 011 companies employ inspector s to p y i n r mas-
In consider ed for charte r. These inspecto
J1l
are y r::t ion of
hd chief engineers wit h extens ive backgrounds 10 t he d c lete a
Jj els. They usually at te nd 8 vessel for several hours an . COIDPd
U h b 'ng t he operation an ma-
c eckHstiquest ionnaire after 0 . I d the tes t ing of
ndition of the ship. Areas of ins pectlon Inc u e
-rne CHEW'S ROLEI N VEnING
Vessel History
Most \'ettingdepartments th at t heir c?mpa.
nics are likely tocharter.AnypubliCIZed reports of in.
ld groundings or collisions-are recorded and studied. It IS also
CI enre, ' . . d -, f I'
common for these companies to maintain etar so a ves se a
while on charter. This record is analyzed before the vessel IS chartered
again.
O'i\'lIer/Manager Record
In a simils r fashion, vetti ng grou ps will als o keep records of the compa,
ni ee involved with the operat ion of ta nk ships. By doing so t hey are able to
analyze the performance and accident recor ds of a fleet. A vessel run by a
company that has frequent mishaps or a conti nu ous r ecord of poor perfor-
mance may be determined to be an un acceptable ri sk to the chartering
company.
THE CREW'S ROLE IN VETTING
Atypical vetting in spection s tarts wit h a meetin g amongthe ins pector ,
master, and chiefe ngi neer. The inspector usually pr esen18any
tedentiale and explains the s cope of the Inspecti on The mspectlon h
eedawith a review of ves sel documentation s nd records, obl"d'''' ''' h
n
II fthevessel me u IDg e
gooperatrcne. and of a areas 0 I' sections,
e room accommodations safety appliances, ce g I
, ' _ k el statTare a so con-
onng areas on deck. Interviews WIth ey veee
. d r a vetting inspection.
embers should always be prepare 0 ti this is not always
st"inspections are made with adv.ance vessel during
e. rI'erminals frequently conduct an tnepec
fer operations.
231

..d Iltandar dizal ion. All memb.

tow ' r compa .
el1'orlB a stand ard veeeel parti cular que I of OCIMP hay
_.-cd on . (VIQ S lonnalre IVPQ e
..-- _ n questionn81re I. The VPQ is ) and vessel
,..p( IIO ' fi h normally co 1
I' Bnd idenll lea t c most COmmon p,,,' mp eted by the
-po""" " lcularll of i
" _ , harterers, lor examp e, vesse l lengt h n....,rest to pro-
.....clIve . d Overall he
.. expiration atea, car go pump detail' d ' am, tonnagell
196 ' '" an moorin . '
r;t VlQ containS eome questions rela ted to th g equipment.
' ''n Bn
ce
, safety procedures, and pollution prev"1:
S8eI
's operation,
.....Illn... I hi . ' sen Ion techni
,-r .g inspector comp etea t IS questIOnnaire durl the i A
l'rlUO nng e inspection.
Che mical Distribution I nsti tute (COIl
chemical company charterers establi shed a system .... hi
,.. _ - k th Ch . ccrnpara e tc
SiRE. ThIs system IS as e . emlcal Distribution lIUltitute(CDI)
eection sche me . In a similar fashion, the chemical cemp - --
inS
r
t: he i ames maintain
emondatabas e lor t e mepectton reports made onch.m- I dI-
aCO . 1C8 an ique-
tied petroleum gas earners. There are some differences in the waythe
l"'oreport- sh anng systems.operate, but the principle is the same. There is
an effort for closer cooperation between the two organizations. At the time
ofprinti ng, both CDland OCIMF agreed to make useof a commonVPQ, as
allcharte rers need this standard information.
Though COl and OCIMF do not cover all charterers, these twosystems
arethe most common systems used for vetting inspections. Charterers who
are not membe r s of ei t he r organiza tio n nonnally have thei r own question-
naires and procedu res for ri sk- management. Needless to say, the crew's
role remains the s ame r egar dless of t he cha rte rer or the vett ing method. It
should be kep t in mind t hat a poor inspe ction re port remains in the SIRE
database for ot he r pr os pect ive charterers to see, and this could ultimately
leadto the r ej ect ion of a ve s se l.
VETI'ING
230
Ship bupection Reporting Exchange (SIRE)
TheOil Companieslntemational Marine Forum (OCIMF) recognized t hat
the industry would be well served if the resul ts of vessel in spect ions could
beshared. Not only would thi s reduce th e finan cial burden and demand on
resources associated with conduct ing so many vessel in spec-
tions, but Inspectors could al solearn from the actions of their counterparts,
who_may a particular ship. The desire to share infer-
nort ulhmately led to the creation oft he Ship Insp ection Reporting Ex-
c Ifge.1SIRE sy'll1eml. The SIRE system is a database operated by the
Onc-e a company uploads an inspection r eport into the de-
,I ..ome evetlable for review by other member companies. With
v til k - - -
. " ......m.panycan rna e use of an inspection r eport In
n tiri ti-elr own Inspection. In addition, the shipowners are
I about the inspection reports. These com-
Wd IJI rt. he database and attached to the in spec-
11 vetting department to review inspections of
hlp' ne eSplJnllesto any deficiencies noted duro
in the SIRE database for
ni111i continually improving through
.' fet and ca rgo re lated equ ipme nt . Also included is a close
room. cargo woks , cargo a nd piping, and
eX8JTllJla.tl.on f t " Finally the ins pectors review the ooLoord Baf('t
the condItio n 0 COB mga. d h h k h hdi y
d
. 1 nan..... routi nes an t ey e oc t e va I tt y of BII
roceduree an mom e D ' h a
:ertifications for the vesse l s nd crew. t e t he in_
teJ"\.'sl oh'etting ins pect ions varies. So.memay require an in specti on before
O Ih
"","]8 insnPchons are performed an nuall y or every
each voyage. n o er ... .., ... -
secondyear.
233
Master
Master
Master
Master I Chief Engineer
Second I Third Mate
Chief Engine{'r
Chief Officer
Chief Officer
Firat Engineer
Chief Officer
Chi ef Officer
Second Officer
Radio Officer I Master
Chief Enginee r
Chief Officer
Chief Officer
T UE C1U:W'S nOl i" I N
" VI,;TTING
Tanker Particulars
Certifi cationIDocumen tation
Crew Management
Safety Management
Lifesaving Equipment
Fi re Fighting Equipment
Pollut ion Preventi on
Cargo I Ballast System
Inert Ga s System
COW Installat ion
Mooring Equipment
Bri dge Equipment
Radio Equipment
Engine Room and Steering
Load Li nes Ite ms
Chemical Supplement
1
&ter's ellbin II hould not be underelltimat d
k t': c . Remembe
d
'
hllnee to rna e II Iffiprellllion r YOU do not got
011 a llee_
. 1'ttis is meant as an example. The next layer in this table is the delegation
given to petty officers and in turn, to t he rest of the crew. It is important to have
a working or ganization t hat delegate s. This will achieve an understanding all
the way down through the ranks .
Prior to the inspect ion pr eparations can be made in certain areas.
The Inspector may need to have a copy of the following:
Claeaificetion Document
Certificate of Registry
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
afety Radiotelegraphy Certificate
Load Line Certificate
IMO Certificate of Fitness
Pr eparation for the I .
h t th
- ti fUlpealOn
'I ke sure t 8 e m apec Ion ISscheduled t
. a n" a aconve ni t ti
.t doee not con lct WIth other inspection '. en time for t he vessel
SOl s orslml\ar m t
il)' be arranged th rou gh t he port agent. a terti.This could eae-
Make sure t hat eac h head of depart m{' nt h
8sco mpleted h' .
L_rorearrival at port a nd t hat any defici ene h I IIown ITllIpertion
""" eiea ave been
Th
is should be incorporated into the ncrmal eeee, r{'ported/oolTected
. . . routme guideli
An {'fTectlve way of adrmrusteringthis is to i trod nea .
_ ' II ' n Ute a SelfAsses
covenngthe OWlfig all ocationof tasks for thes ' fonn
ges
tion
and will depend on individual , companyd fi pecificareas 1.8a sug.
e medareasofresponsibility.
"
'.
VET1'INOINsrl::C'I'I0NS
AGUIDE TO TIlE VETTING PROCESS
lUomember that the inspection result eetebliehee whet her the tanker is oper-
ated In a safe wayin ecccrdence with valid rules and regulations
Tbeonboardins ........ icucan nI " . fuI - " "?"
. 0 Yue eucceaa if'th e tanker ia pr epar ed for
t UUlpecb Th ' .
11 on . e inspector who IS to carry out the inspecti on will start W
e\t mp 10lY! fromeven before the time he takes hi s first step onto the
and WIll continue tod -I h
. 0 so tmti e takes the last step ofTthe gang-
t : aV1ng;lhe tanke r after completing the inspection.
raare fermer eeefarera who from both deck and engine
hie W asses. a tanker. MOllt likely t he first impression
e .!lighted unt il the inspector's arrival at the
be subjective at this point. Inepec-
looki ng for objective criteri a
I lifac f ife that;.,however aubcc necious the
11 evidence to 8Upport hi s Ini-
nct\ of the route from ship side to




'=,'\

[hil]l:.AT1!.! 'IlPi. ,--

H.!i . ,;, __ ,
. IJ ",1,) ;lJ l'/idi1r'l.!l .
232
The role of the veuins inspecwr is take a s na ps hot look at t he opera.
I Th
stetus a nd conditIon orall areas or t he ves sel wil l "
tion ortbe vesse . e d f h
re rted to the vetting/risk -management 0 t e chllrtenllg
po ' " tial ,harterer for evaluation. The Inspe ctor should b
company or poten I d - , - h
_h eect but should not be ell cwe intert ere wt t the VcsSel'
treated WIt reapec I -II h I a
_ a;ntenance crthe vesse WI e p to ensure a 8UCce.
ope ratIon. ..-.uper rn ... " '1 8
fuI vetting inspection. and e posith'e inspecti on, In WI J help loensurc
acceptance by prospecthecharterers thereby allowing t he vessel to t rade
wit hout res t rict ions. CleaT violati ons of standa r d ind us>
try-accepted pract ices will naturally have a mflue nce.on t he in_
specticn. A poor vetting inspectIon can result m
which canulti mately affect th e employment ofthe vessel. It ISImportant to
correc t a ny deficiencies noted by a vetting inspector as 8.00n as POs sibl e.
The vetting inspector' s comments and t he corrective actions of t he crew
should bereported back to t he vessel superi ntendent or port ca ptain by t he
master as 800n as possible . The s uperi ntendent or port ca ptai n s houl d in di-
cate that corr ective acti ons have been take n when s ubmitting the owne r
comments to t he SIRE database . These comments can be taken into Con-
sideration by the vettingdepsrtments that access the i nspection re port in
order to determine the suitability of a vessel for service. If a ll goes well, t he
vessel is found to be of good standa rd a nd can be chartered. If ma ny defi-
ciencies or significan t violations have been identified , the ve ssel may be re-
quired to undergo a follow-up in specti on to ensure tha t corrective acti on
ha s been taken.
To better understand how to pr epare for a vetting in spection th e
fallowinginformation has been reprinted wi th permiss ion from INTER-
TANKO'sA Guideto 1MVetting Process, Fourth Edi ti on.
234
VE'M'ING INSPtx.;'HuN6
Til E CRF:W'S ROLE INVETIINn
235
IOPP Certi ficate & s upplement . . .
Cert ificate of Fi nan cial Responsibility
ACrew List
. [the vessel's cargo tank arrangement
A Drewma c
VCS!lcl's Safe Manni ng Document
The following should be available for Inspecti on (some a re not applicable
to all \'e85cI8):
Maste l'Sshould layout the certificates in the s:un
e
8S they a ppear in
the VPQIVIQ. This S8vestime and creates a good rmpr es sron of ordered Pfl>p.
ara ticn.
Offi cera' Licenses
Health Certifi cates
P&A Manual
ApprovedCOWManual
Approved Ballast Manual
Oil!Cargo record book
Oil transfer procedures
Garbage log for compliance wi t h MARPOL Annex V
Proofof cargo hose/piping testing
Proofoffixed and portabl e fire fighting equipment servicing
Proofof professional servicing of breathing a pparatus
Proofof life raft servicing
Settings for vessel's PV valves
Shipping document and cargo manifest
Certificate orinhabitation or stabilization of cargo
Declaration of Inspection if transferring bunke rs
Cargo Information Cards for the cargo on board
Inert GlUI Manual
Waiver Letters, if any
Response Plan
Safet Manual
Manual
mpan II policy for upgrading and training
Be prepared to demonstrate the prope r operati on of th II .
tem alal armll: e 0 owmg sys-
I nert Gas ayste m al arms
o ily water se parator
Fire fighting sys te ms
Steering gear
Emergency generator
Engi ne room ventilation shutdowns
Fuel oil cut-off valves
In addi t ion, the following items may be checked and should be d .
Firemen' s outfits rea y.
International shore connection
Navi ga ti on equipme nt
Charts, publica t ions, a nd corrections
EPIRB, pyrotechnics and hydrostat ic rel eases
Flame screens, bunker tanka
Suitable paint l ocker
Marine sa ni tat ion device
Reference should also bemade to the particular requirements of the oil ma-
jo r in specting the ve sse l.
The foll owing items are of vital importance as these provide an overall im-
pression of the vessel, and will play an essential part in how the inspection
will be conducted.
1) Gangway: Correctly a rranged-is the gangway net ri gged? Ie there a life
ring nearby?
2) Signs : All warning signs posted I
3) Crew: All crew worki ng on deck should have hard hats and the necessary
protection gear. . '2
4) Deck Watch: Is he present in the area? Hard-hat, emergency eqwpment
handy, necessary for cargo loading/di scharging; walkie-talkie; ask the.
tor who he is and who he wants to se e; confirmwith Duty Officer that thieis OK.
One crew member should follow the Inspector to the ship office.
5) Fire Equipment at the Manifold: Correctly rigged and present.
6) Deck: Clean, free of oil/water and obstructions.
7) Scuppers: Blocked, emergency pump in position and connected.
h t II
nnelinvolvedmthecargoop-
B) Cargo Information: Make sure t a a perao . .
. . ' being loaded/discharged, partie-
eraucn are briefed regarding what cargoes are lit:
ularly the deck watch. All MSDS
3
to be up and easily resdable.
I No visitors, Hazardous cargo ali ty gogglll8 rubber
2 AA per emergency Inetructicne. This could refer to s e '
boots, robber gloves.
3 Material Safety Data Sheets
236
V1:.Tf INGINSPECTIONS
REVIEW
237
9) Emergency Equipment : Wor kinR' , present ,an d clearly ma rked.
10) In good orde r, no lines on the ends .
II I Accommodation: All doors closed, clean and m proper order.
The Inspect ion
Make sure that the inspector is accompanied on the vessel duri ng the inept;(_
non.The best people todo this would be the Master, Chi ef Engineer, ChiefOf.
fleer an d the First A. 'lsistant Engineer (Second Engineer), who can divide the
areas of inspection amongst th emselves -
Normally, t he inspector will start by checking all certifi cates" and docu.
mentat ion with the Master. He will then move into the a reas listed below
However , it must be remembered th at the order and schedule ofthe inspec:
tion eon be cha nged to ecfueve less dis t urbance to the nonnal ope rationa
onboard. The inspector will have a prepl anned inspection fonnat , which he
will wish to follow, though there is not hing to stop different sections being
done in a different orde r. With the new OCIMF VPQ, much oft he data refer-
ring to the tanker will have been completed in advance. Make su re t ha t you
have a completed up-to-date copy avail able for th e inspector as this will save
much t ime.
I I Bridge and Radio Room
2) Cargo Control Room and Tank Deck
3) Engine Roomand Sl.et'ring Gear
4) Accommodati on I Galle y
& iowan'M mMt common rkfi ciend es found in all areas :
Bridge and Radio Room
The most common deficiencies encoun tere d in t he Bri dgelRadio room areas
are related to publicati ons.
Peeeege plan only pilot to pil ot. Ensure that t he filed passage pl an cov-
ers berth to berth navigation
,. Milillingpublica""",, Id diti bo r om em IOns on ani when new publicati ons
na,ye; been ieeaed
I mg:Maliter'1 standing orders and night order book
gyro error
t on the navigation chart during transit of pil ota ge to
Officers and ratings not wearing hard hats on deck
No screens inside the vents for the ballast tanka
No calibration gas for gas detection imtruments
Crew not wearing personal proteet ron gear
No policy for entering tanks
Engine Room and Steering Gear
No procedures or instructions posted for foam sysu-m
Emergencysteering pr ocedures not posted properly in steeri nggear room
Hot work pr ocedures not used or not present in the manuals
No safety guidelint s available for engine room/workshop welding equip-
ment
No eye protect ion waming noti cea posted for engine workshopmschine
No clean goggles by gri nders and lathes ry
Accommodati on/ Galley
Untidy
Overhl'ad ventilation greas y-fire hazard
Accommodation ventilaUlrs with no idtntification labels
After the Inspection
All insp ectors should sit down and dt aeuee observations and comments after the
inspection is completed. If not , the Master should record8 written objl!Ction
that this ha s not taken place an d inform his company immediately. Addi-
ti onall y, the inspector will give the Mes ter a wri tten list of the cbserveticne
found. This is a very i mportant part oftht inspecti on process. It is 81110 the last
chance for input before the inspector fill'Shis re port with the oil major. Besure
to di scuss everything thorou ghl y. Misunderstandings can be the causeof obser-
vati ons.
Correct all obse rvations as soon as possible
Send the report to the head efflce or depart ment in charge
Complete t he In spector Feedbac k Fonn and send it toget her with the re-
port (8 copy is to be found at the bac k of this booklet ).
REVIEW
1. What is vetting? Why i s it nece ssary in the present-day transportation
of cargo? . . I
2. Describe the SIRE s yst em established by the all Compenwe ntema-
tional Marine Forum. . .
3 , List the major areas of a vessel that are examined in an mspectlon.
4. Why is a successful vetting inspection crucial to What are
some common deficiencies identifipd
5. Describe the role of vessel personnel 10 a veltmg Inepecu n.
Figure11-1. Theballast Iegofa voyageecnstituteas largepercentage oftheeperat-
inglifeof a vessel. Courtesy ChevronShipping,
The rules further state that a vessel must comply with these require-
ments during all phases of the ballast passage. The segregated.ballast
239
BAl.l.MiTl NG
that operators carefully devise a suitable ballast plan fort he vessel, taking
into account t he anticipated weather en route to the next loading port.
Modern ta nkers are equi pped with segregated.ballast systems consisting
of tanks, piping, pumps, and sea chests used exclusively for ballast service
during th e life of t he vessel. These systems were mandated as a means of
reducing the routine operational discharges of oil that typically occurred
duringthe ball ast t ri p. Operational discharges at sea included the disposal
of dirty ball ast , tank was hings, pipeline flushings, and pumproombilges,
'The installation of segregated-ballas t syste ms on ta nkers has dramati-
cally reduced these di schar ges by simply eliminati ng contact between oil
and water. The minimum quantity of ball ast carried is dictated by the
draft and trim requirements that are conta ined in Regulati on 13-2(a), (b),
and (c) ofMARPOL73/78 and Titl e 33 CFRPart 157.10which stipulatethe
following:
Minimumdraft amidships '" 2,0+ .02(lengthofve/lsell in meters
Maximumtrim", .015 {lengthofvessell in meters
Full propeller immersion

CHAPTER 11
Ballasting and Deballasting Operations
Tank vessels generallycarry cargo in only one direction, hence t he need
,to carry ballast on the ret,urn leg ofthe voyage. There are ex.
ceptlons tothis rule suchas parcel earners t hat often backl oad as the
d
. h . yare
IIIC argmg cargo and barges t hat lack t he necessary equipment to
ballast. Properlyballastinga v,esse,' is extremely important; it represents a
largepercentage life of a tanker (see figure 111). Car eful
plannmgand execuncn IS also essential when conducting eimulta
disch db ' neous
cargow.tH; arge an alJastmg operat ions.
BALLASTI NG OPERATIONS
Aproper ballast plan for the vessel should tak . to
Iactcra: e In accoun t a number of
240
DEBALLASTING OP ERATIONS
BALlASTI NG AND
, jl.elylocated a round th e cargo a rea to minimize
tanks must also be proft c(Jr : n or grounding. The total a mount of balla t
pollution in the ISd'".ftand trim requiremen ts is ge nerally co
8
d
t
the rnlmmum rd " n,
neede mmee II t ndit lon. Adver se or etenora t mg Weath
stdered a fair-weat her b? 8 S
th
CO
ballast trip often necessita t e taking :r
conditions offshore i:additional ballast in one or
storm ballast. Stonn
h
._ special handling or disposal at recepuon
k hich t en requrre
cargo tan 8 W I I term condition. the vessel may carry 50 percent or
facilities ashore. n as . b II t
more of the deadweight tonnage m a as .
BaUs st System Configurati ons
d ball t
yetem on a tanker generally fall s under one of
The segregate ' as 8 d b II
. I desi In most cases the segr egate - a ast system con.
three possib e esigns . ' . h . 11 < II
. f . f ng tanks( fig. 11-2altha teIt er partta y or ru y com.
sists c a senes o W1 d tnm requi ts A I .
I
ith th -<.rementioned draft an trim requrremen . P a n view of
pyWl e an . ' . I h li ta k . h .
such a ballast configuration for an exiatmg smg e- u n er I S S Own In
figure 11-3.
In the caseofa double-bottomtanker (fig. 11-2b), the space between the in-
ner end outer bottomill used for the carriage of sea wa te r ballast; figure 11-2c
shows the ballast area at the sides and bottom of a double-hull tanker.
Ballast Terminology
A degree of confusion often arises concerning the terms used to descri be
the ballast on a vessel. The most commonly used terms are defined as fol-
lows:
Dirty ballQ8t refers 10seawate r introduce d into cargo tanks upon com-
pletion of cargo discharge. Residual (un pumped ) cargo, clingage adheri ng
to the sides ofa tank , and cargo remaining in the pumps and pipelines all
becomepart of the incoming balla st water, contami nating it. This ballast
contains significant quantities of oil; it requires special ha ndli ng at sea, or
must beretained on board for di sposal at a reception fac ilit y at t he load-
p-arturepfJUasis a term used on crude carriers to describe seawater
a cargo tank that has been crude-ail-washed during the
Qlde-oil.washing of a cargo t ank prior to t aking on sea-
quantity of oil remaining on board to a fr act ion of
lee.
a laB ia defined by the USCG as ballast "if di sch arged
a tt a into clean, calm water on a clear day would
e a oil on the aurfaca of the water or on adjoining
mulaion to be deposited beneath the sur'
ning sh e linea." Clean ballast di scharged
monitor and control system has an
P:8 pee million.
(a) Wing tank ballast arrangement on
a sIngle-hull vessel
(b) The segragaled-ballasl space in a
doutae-ocrtcmtanker.
(e) The ballast space In a doublehuli l anker
Figure 11-2. Ballast system configurat ions.
BALI.ASTING OPERATIONS
243
".
OJ .
04.
"e
' 2e
03e
04e
".
.3 s
04'
".
ent for 8 single-hull tanker.
A segregated-ballast system consists of tanks ..
ches t (opening in the hull). The syste m is design, ' dP"pm,g, and sea
. d . , xc usrve Yl OT ballast
servlee an 18 camp etely separate from the cargo system. In the ideal
sense, segTegate d ball ast should always be "clean " Ho t
. h b lkhead or i . wever, 8 ructural
failures sue as u ead or inner-bottom fracture and oi [i I
. . 8 n pipe me eaka can
result In contamination of the ballast water It is ther ' ld d . . . I elore, conSl ere
prudent to Inspect and venfy the condition of the segregated ball t .
to dischar ge overboard. as pnor
Ballasting Pr ocedur e
With a se gregate d-ballast sys te m, seawa ter is introduced into the ves-
sel by fir st lining up th e ball ast ta nks, piping, and sea suctions. The bel-
last water enters th e vessel eit her by gravit y or by using dedicated
pumps to bring water through a sea ches t, As with any operation. the
lineup should be checked to verify t hat balla st is flowing to the correct
tanks.
Taking seawater int o the cargo system is a critical operation as it in-
volves opening up the cargo systemof the vessel to the sea. For this reason,
established procedures must be followedwhen commencingrdirty-belleet-
ing" of the vessel. The cargo tanks to be ballasted. the piping, and the
pumps should be correctly lined up. Wit h the double sea-suction valves
closed. the cargo pump should be sta rted and run at an idle speed, thereby
creati ng a vacuum in the sea lane between the sea-suction valvesand the
pump. At this point, the operator should first open t he inboard sea-suction
valve an d t hen open the outboard sea-suction valve. When it is verified
that seawater is flowing to the correct tanks, the speed ofthe cargopump
can be increased. The object ofthis procedure is to prevent oil in the cargo
system from escaping (gravita ting) from t he vessel to t he sea when the
sea -suct ion valves are opened. Failure to adhere tothis
eult in a se rious pollution incident. In any event, whet her ballasting With
the pumps or by gravity, t he sea-s uction valves must be the last valves
opened and th e first closed,
Another issue presentl y confront ing vessel operators is the needto bal-
last cargo tanks without venting any cargo vapors to the A
. d li ue the emtssrcn
number of states and localities have Impose stnct mu on D '
of vapors during operati ons sueh as the ballasting of cargo tank8
d
,
k
. d vents shoul remam
the ballasting of cargo tanks, all dec opemngs an . di I d by
closed for the duration ofthe operation.
the ballast wat er coming into the cargo tanks can
ways: h tanks beingbill
With a vapor control system, the t e c:;:; roce ingol: e::
lasted are directed ashore via collection plpmgondQC p
etructlcn.
244
. IJEBALLASTING OPERATIONS
BALLASTINGI U '
1J1mALI .ASTI NG OPERATIONS
245
ForwardO
1. Boiler upt ake valve
2. 5cNbber isolating va lves
3. Gas-freeing ai r inlet valve
4. Fan-inlel lsel ati ng valve
5 Fan-oullel lso1ating valve
6. Gasrecirculation valve
7. Main gas coraror valve
8 Nonratum valve
9 Deckmain isolating valve
to. Pressure-vacuum breaker
11 . Cargolank isolating valve
12. FIoaI gauge (il fitted)
13. Constan' velocity valve
I . Pressure-vacuum valve
15. for purging
10
Deckseal
1. Boiler uptakevalve
2. SCrubber isolating valves
3 Gas-lrgelfl9 air inlet valve
4. iSOlatingvalve
5. Fao-outle t lsola l no valve
6. GasrectraAation valve
7. Man gascontrolvalve
B Nonrelumvalve
g. Deck mal'llsolaling valve
10. Pr&S6Ure-VlCU\IITl bteaker
1t 04rgo lank 1501a!lng valve
12,. FIoel geuge(i1Iltled)
13. Con5\.1n1 VBIv8
14 PreSlllllr&- VllOlumva1Yfl
1 51.1ndplpe lor P\lrgif!g
Vapor emiSfiooa can be controlled by si multaneou s cargo discharge
I g OperatlOlUl. The vapors d ispl aced by the incoming ballast are trans-
nlutb&lg discharged. Reprinted with permieeion from Cont roll ing
/.01),1 from Tank Ve1l8el Loadi ng, 1987. Publi shed by National
ann, D.C.
Figure 11-5. When taking on ballast in a localitywherevapor emissionsare prohib-
ited, the atmosphe re in t he ballast tank can be handled in several ways. One
method, known as "compression ballasting" (shownhere), involves transferring
thevapors from the ballast tank to the available emptycargotanks in the vessel.
Reprinted with permission from Con trolling Hydrocarbon Emissions from Tank
Vr88t'1 Loading, 1987. Published by National Academy Press, Wsshington, D.C.
DEBALLASTING OPERATIONS
arrival at the loading berth, th e ball ast must bedisposed ofto permit
h vessel to load a full cargo. Clean ballast , from either prepared
fRo. tanks or the segregated-ballast tanks, may be pumpe? mto the har-
tbout risk ofpollution. Dirty ballast is pumped toa designated recep-
facility at the terminal or to a barge.
Load-on-Top
. hni have been utilized to
ears, various ballast handling tee mques di h 1960 .
QIlution ofthe sea. One such technique develope /nt
d
e
ci n

it- n-top" CLOT). This an operational method 0 re u
(fift):' ballast and slops discharged into the sea. :r Ii:I u
. . . . b (y sw,pr WI
I II racticed by a significant. num er 0
Il EBALLASTING Ol' Fl>.
.",TIONS
247
During l!'lt YC/'f"gt"okl lO be "lied with clean ba llast water e re wuhed an d th, oily
wUhingl' " eollKltd into on. "op l . nk.
Th, oil in the nl "ilhbourll'lg'dIrty bl lluf I,nks 1101t.10 the t op.
T
nder st a nd the process, envision a VLCC
OU f Th hi . eta term" j
II discharge a cargo. e Ii tp tSfitt ed with ',na conducting
afll. therefore, ballast preparations begin withe sys-
tern, tank s to be ball asted . The cargo ta nks tob b crude-Oi l-wash of all
dock at t he dischar ge t erminal must be e prior to leav,
" g tanks t o be used for arri val ball ast Upo was e\d well as those
cargo . n comp ehon f .
h
g
e the departure ballast t anks are filled with 0 cargodis-
c ar . d tri seawater to t h
. ,'", um dr aft an tnm requ1Tements diacus"d I' Th mee t e
lI)\n .. . earuer e v l d
rtethe di schar ge port and begins th e ballast legofth ' esse e-
to
pa
the next loading port. The vessel is infonned that it m' en route
, . 1 nJ . us amVea t the
ext loadmg port In a c ea arri val ballast condition Whil
n d . . teat sea the
cargo ta nks that were cru e-otl -wa shed left empty at the disch'arge
terminal are now water-washed and st ri pped. The washing, d 1
d
. hi hi " an sops
aretran sferre wit In t e vesse and retained in a designated el tank
The washed tanks t hen .wit h clea n seawater,
ballast. In the mea nti me, t he 011 10 t he depart ure ballast tanks has sepa-
ratedinto a defined l ayer on the surface of the ballast. Usingan interface
meter, the depth of t he oil layer ca n be determined and the water under-
neaththis layer ca n be carefully pumped overboard. The pollution regu-
lationsthat presently govern the disposal of cargo residues in this fashion
can befound in ch apter 14. The water in the departure ballast is decanted
overboarduntil the oil- water interfa ce reaches a "eefe"height above the
bottomof the tank, thus reducing t urbulence or eddying that could dis-
turb the oil layer and cause unacceptable qua nti ties of oil to be dis-
charged to the sea. The small quantity of oil st ill in suspension in the
ballad water bei ng pumped overboa rd is dissipated in the wake of
vessel. The rema ining oil and water in the departure ballast tanks IS
transferred to the s lop tank where the process of separation and decant-
Ingis repeated. The vessel arrives at the loading port with clean ballast
and a sma ll quan tity of oil and water in the slop tank. Before the clean
Ji lI1i8tis disposed of, it may be necessary to flush the and
Pi 109into the s lop t ank to avoid any possible contammattOn..The
est is pumped overboard at t he loading port , and, depending on k .e
ad of the vessel the s mall qu ant ity of oil and water in t he sloptan IdS
d
,. 1 d d top of it or pumpe
Ure and the next cargo IS eit he r oa e on dure i '
d
top proce ure tSto-
r toa slop tank. The effect ive ness of t he loa -on-
n eQibya number of factors including th ese:

cu_ 00.....
..................
-
'-
:I Th, now de.n Ii nka .r. ' ,IIte1w'lh ballnt W811r which will remain cleen end I Ulta bl.
01d'KIl .rg, I llh" ot(j ing po't.
til t1'll ' cifmo b,t!lu( IIll k. thl clea ll Wi ler ullda, t tle oi l is discharged 10 Ihlll Itnd
YJiY'"' OCllop II trl lll l,rre<! to thlll I lop tlll k.
'Load on top' system of controlling
pollution at sea
k u rn qua nlil' U 01sea -walar in some 01ill 1'l'Ik. lo MI "'e
Afler dIsch arging e 111'1 f' ,t with oil residultSi n the "nk, .nd becomes
15 ballu!. When ttle boI llnl ..... ater " lIS10 be . eplaced by clean bell es. which
'dItty', DUling 11'1, 01poll utio n wh en t ho l a nke. reac he , th e loading
be puml*! bee 10. , , "",10" be tl u ned 81. sea 10 Insure Iha! Ihe MI -wl t"
por'l Soma empty I,n I mU5 "
pum'ped;nlo tham" b. llnl rem,i ns clean end tree 010' 1.


248
INaAND
DEBALLASTING OPERATIONS
BALLAST
Recept ion Facilities
d re works well for most crude carri ers wit h a HUm
The load-on-top proce u . I tion u I-
. I I n ball ast passage which permits amp e se para IOn tim e to pro.
rient Y
e
\:11081 and slops. Product a nd vessel s short hauls
cess t h t t Iten handle the dirty ballast a nd slops In ot her Way,
along theco8s mus 0 . . . hid' for t he r n .
I
"
1' " recept ion Iaciltues at t e oa mg port lor t e di sposal
Tbesc vcsse SU I IZ., . ", . ". h k
of t heir ball ast and slops . Reception facilities a re s ore tan 8 li Med exclu_
stvely for the receipt of dirty ballast and slops from vesse.ls. The wa ter and
'1 . ed ashore using separators. and the water 18 ret urned to the
01 IS process" . h uffi . .
harbor. Today, many terminals are outfiulehdwit S . clelntrrecchPh on facil.
ity capacity to accept whatever a ve,sse. as on arnva . n. t e instance
where a terminal cannot take a vessel dl.rty ballast or slops, It may be nec-
essary to transfer it to a barge or retam It on board.
Ballast-water Exchange
Efforts to reduce sea pollution in the past have primarily focused on th e oil
content of the ballast water. In recent years, increasing conce rn over ot her
forms of pollution have prompted regulators to impose restricti ons on bal-
last-water disposal. The problem stems from the worldwide t ra nsport of
vari ous types of bacte ria, viruses, plants, and marine organisms in the bal -
last water of vessels, which poses a se rious threat to the marine environ-
me.ot. Following is a not ice from one fleet ope rator concerning the need for
iillast water exchange:
Ballast Water Exchange
pallt fewyears there has been increasing concern over the intre-
wanted aquatic organisms and pat hogens through the dis-
water . In many cases th e organisms (plant , animal
hifve,been able to flouri sh in their new surroundings.
en 0 indigenous marine life.
mb1y adopted a resoluti on which contains guide-
ro lema. and the Marine Environment Protect ion
n I drafting a possibl e new annex to MARPOL
Wry regulations.
th t any measures which are intra-
do not threaten safety.
nattbn te rn balla st water has been to
t for- water loaded at Ilea. where
er 0 e concern ha s also been ex-
.ally: ia the ship were W be
UuUlbe completed .
u change ofbal-
.ctl balla st tank a are
d he other is
249
the now-through method. in which ballast t k .
. . an II srellun Ite
discharged by pu mping In clean water. 1.I neol.lsly filled and
The draft guidelines go on to identify th .
taken to ensure the ship's safetY-lluch aa which need to be
'
ions ensuri ng t he ship's Iltability being , ng Intoaceou.nt weather eondi-
. . wareof the bl

hip's f1 tructure and ot her factors. They.1, paSSI e effects on the

o COver crewt . . . .
it ation and the long-term evaluation of safe' Tamingand famlhar_
y eepecte.
Rt'printed with permission fromChevronShi"in ro_
g ......mpaIlY.ll.C.
Invasive species can ca use damage in sen,,' , ,' ,.
. veareas to the tun Ibi l
lions of doll ars . In t he United States, th e Nat ional Invasive S . e o 1
1996requires ve ssel operators to implement a ballast. te pectes Act of
hi h i I d I wa r management
scheme w IC me u es a vo un tary regime for ballas, h
. h h G -weter exc ange
CertalR a reas sue as t e reat Lakes are protected by db '
. a man atory al -
last-water exchange progra m whe reby prier to arrival in th I k I
full
e a ee. vesse e
must a of th e ball ast water at sea beyond the exclu-
sive econormc zone (EEZ) In depths greater t han 2,000 meter s. Upon con-
clusion the ba llast water that will be discha rged must
have a salinity level ofthirty parts per thousand. Alternatively,
vesselsentenng t he Great Lakes can retain t he ballast on boardduring the
time in the lakes or di spose of t he ba llast at a shore reception facility. The
exchange of ballast can achieve a n acceptable level of pollution reduction
provided it does not compromise th e opera tional safety of the vessel while
at sea. Some vessels conducting ball ast-wat er exchange at sea have devel-
oped significant bendi ng st r esses during th e process. promptingsome own-
ers and regulators to seek other solut ions. Asof this writing, the industry
conti nues to research methods of ball ast-water management. treatment,
and control to reduce the introduction of marine organisms and plant life
not indige nous to t he coastal areas and inland waterways of the United
States.
REVIEW
What are the IMOdraft and trim requirements for a 300-meter tanker
i ballast? h
lean ballast is considered water with an oil content oftesa t an _ _
ist Ii ur factors that should be taken into account when devising the
ea 1 ballast plan.
r redeparture ballast.
ballast. ents?
ared-ballast system consi sts of what compon .
250
BALLASTING AND DEIJALLASTING OPERATIONS
-
7. Describe t he commenci ng hal lnat ing operation!! ullin l::
the cargo pumps and piping. . .
B. Def; cribc th e load-on-top met hod of poJlutlOn
11'1>
. ball Ast-wat er excha nge necessary on certem vC!l sel ll toda
9. y IS 1 y,
particular ly t hose trading overscas.
10. List four factors that could adv,erse l
y
affect th e perfonnance of th('
LOT meth od of pollution reduct ion. .
11. Why must the pipelines and pumps be dropped and stnpped prior to
int roducing ball ast wat er into the cargo
12. When ballast ing cargo tanks in a state that limits va por emi ssion8,
list the various ways the ta nk at mosphere can be handled.
13. What is a reception facility?
14. How can the wate r in a segregated-ballast system become contaaa.
nated?
16. What options, if any, are available to th e operator should th e segre.
gated ballast be rontamina ted?
CHAPTER 12
Tank Clea ning Operations
I
n the operation of a ny tank vessel, it is necessary at some .
tanks. Th er e are numerous reas ons for cleaning: pomt toclean
1. Change of cargo or vessel trade
2. Prepar ation for de an ballast
3. Sludge control
4. Preparation for gas-freeingand tank entry
5. Preparation for shi pyard
251
Machine wash the tank with coldwater
Flush all aaaociated piping, heatingcoils, and pumps
oroughly atrip the tank of washings
D the tank through ventilationand mopping
eve loose sediment , sludge. and ecete
Asuccessfu l tank cleaning operationinvolves careful planningandexe-
cution to avoi d wasting time and energy. The ta nk cleaningplanshouldin-
clude such consi derations as the sequence of tanks to be washed. the
method to be employed, t he number of machines, line pressure, tempera-
ture , st ri pping method, slop tank use, and atmosphere requirements. For-
tunately, oil and che mical t ransporters provide extensiveguidancein the
fonn of cleaning charts or man uals tha t suggest the optimummethodto
clean a tank for a particular cargo or operat ion. Figure 12-1is a cleaning
chart from one operator for use within their fleet.
As an example, if the last cargo carr ied was commercial gasoline,
special preparation would be required to load jet fuel (J P-41onthe next
Reference to the cleaning chart reveal s the followingrecommenda-
1 ne:
Figure 12-2. Typical portable ta nk cleaning machineusedonsmeller vessels. Cour-
tesy Gamlen Chemical.
EQUIPMENT
lf'no wri tten cleaning proc edures exist aboard the vessel. personnel of-
ten depend on a n experience factor with the operation, or they tum to the
cargo owner for advice on how to prepare for a certain cargo. Preparation
for loading sensit ive chemical cargoes often involves additional work such
8S freshwater rinsing, h a nd hosin g, chemical washdown, and drying.
Atypical tank cleaning systemconsists ofa sea chest. tankcleaningpump,
heater, and fixed piping on deck.
Machines
ini leaning operation is accomplished through machines ,:r::d
en I mounted in each tank or portable machinessupphed
, cleaning hoses suspended in each tank. Olearung e
q
l

Ii
" II er the past severe =- .
nologyhave advenced dramatice yov hi th t i smaller
k I
"groac me a IS ,
122 illustrates a modern tan c aamn d
th its pre scessora.
S8, and operates at a lower pressure an
!
I
i
1

-,
-,
-,
: =
; =

l
"
I

I
I

:: ::
....
I I .'
"c..
5 _ s te
I ! ! I
il !!
J
!1i . .1 . 1
x
! !

- 3
-i I I'
ii; j d I
HI I
.ii! j ! ! !
i
!
!
254
TANK CLEANING OI'EJ{ATIONS
, hi hAVOsmoot h bore nozzles t hat d(1i\'l' r tln- W h
T k
I amng mac mea f k
an c e leaning the surfaces 0 a tan by dinTI un pm
, fluid t high pressure, C k.Ft e-.
mg ur a . . l fthoJ'ct as wellss splashbac . Figure 12-3 111 ustrat .
t l
scounngachon O . hine i . I S
men I ' talled(fixed) ta nk cleamng mac me In OP('ratum
8 typical pennanent y meta lJl
a cargotank. . only dri ven by th e washing: fluid and rota h' i
The machmes are carom . h n
hori ' 1 planes to achieve t e necessa ry con-ra!'tc oft h
h
. rti cal and onzonta .J. C
t ave r . ti cleaning. Nearly a ll aurtaces of th e ta nk Uf e hit
tank surfaces lor euec rve .. h d f
, let ith the exception of s a ow a reas, sur aces which
by the cleaning j e WI . '-- h
hi Id d from the machine by framlOg rnem oers or ot er obst.rue.
maybes ie e . I t he ta k f '
. nhin the ta k Ifa significant portion 0 e won sur ace I S wit hi n
none within t e ... O . . (aid bo
d
ddit i ,I ,uhmerged machines 81 e- or ttom-mounted)or
the aha ow. a I IOn h
, f rtebl e machine may be necessary to reac the areas in
the spcttmg 0 a pot W>
the shadow.
PORTABLE WATER.WASHING
Although pennanently mounted tank cleaning machines are becoming
re prevalent in newconstruction. portable machines still pr edominate
in smaller vessels. Aportable tank cleaning machine (as shown in fig. 12-4)
is usedinconjunctionwith standard 2lh-inch tank cleani ng hose connected
to a hydrant on the supply main.
Seawater is delivered to the washing machines from a tank cleaning
pump. The temperature oft he wash wate r can range from that ofthe ambi-
ent seawater to as high as if a heater is employed. The supply pres-
sure to be maintained at the machi nes on deck is a critical parameter that
varies considerably fromone machine to another; therefore. the manufac-
turer's manual should be consulted for the correct value. Modern tank
cleaningmachines operate at lower pressures t han their pr edecessors. soa
standard valueis difficult to assi gn; it can range from 100 to 180 psi (7to 13
The correct supply pressure is cri tical to t he success of the wash
operation. as it affects thejet length and the cycle time of t he machine. The
cycletime represents the time necessary for the machine to rotate t hr ough
all angles a particul ar location in a tank. Th e cycle time for portable
machines depending on the manufacturer ; however, cycle time on
most machines averages approximately thirty minutes Since most porta-
ble machines are driven (powered) by the washing medium. insufficient
supply preeeure results in slower machine rotation whi ch has an adverse
affectl,on the wash.
1 ,e machinea should beelectrically bonded via the hose to the ta nk
-e supply main. Safe industry practice dictates that the tank clean-
for continuity in a dry condition and visually inspected
to use. AmeaSured resistance exceeding 6 ohms per me-
b'r ejection ofthe hose. The tank cleaning hoses should
n"d arecord ofthe test results maintained on th e vessel.
. hould be made up pr ior to loweri ng t he into the
All connectIons S t d to the hose and the hose IS conne ch'd tn
hine is conne e e "' "
tank-the mac. I 1 . the machine to t he fir st drop (level ) in thl'
the hydrant pncr to. not be broken un t il the operat ion is Corn_
tank. These 8 ouved from th e ta nk . To facilitate drai ni ng the
plete and the ISmer ation is complete, a bleeder va lve should he
hose after the ope;ned to break th e vacuum, t hen resecured
opened or the.coupbdn
g
h
OO'assembly is lowered into t he tank (fig. 12-51
Th rnachme an ose d t: . I d
e . . th deck' it is typically 8upporte on a lair en called a
through openings In e ,
saddle. h. rally have a fitt ing to which a ta g li ne is connected .
The mac mea gene . II ..
. , .1. . _ han'"ng the position ofthe machi ne as we a s Setu n ng It
This ISC! ILa...,S C eo '
The number of lank cle aning ma chi nes that can be operated simulta-
neously is usually dep endent on the dime nsion of the supplymai n and the
ability to maintain the desi gn pr essure at the machi ne. A typical ta nk
cleaning error occurs when per sonnel attempt to operate more than the
recommended number of machines simultaneously. As menti oned ea r-
lier. thi s ca n result in low supply pr essu re leadi ng to slower machine ro-
tat ion and inadequate jet lengt h. Operators should be mindful of t he
limitations of the cleaning system th at can influ ence the effectiveness of
257
. ended in a cargo ta nk on a fair-
25. Tank cleaning hose and machine suep
Iffi a saddle .
srtic ul ardrop. Some vessels ar e equipped wi .
8" 6
P)
aSllembly for por table wa shing cperatir, it h aspecial hose reel (fig.
)2- h d i . 'Ins.
The ta nks are was e, m a lien ee of drops with the m ' ..
ch level for the specified cycle time of the m hi remammg
at eS-- f d ac tne orin scma 1
The number 0 rops and the amounlof ti cases on-
ger. h f f me Spent at each drop can
vary based on a num er 0 rectors mcludi ng the foliowinJl: ;
1. E):perience factor with the cleaningOperation
2. Tank size and i.ntemal configuration (complexity)
3. Time elapsed since the lallt cleaningoperation
4. Previous cargoes carried
5. Coated or mild steel tanka
6. Hot- or cold-water wash
7. Rinsing or full wash
TANKCLEANINGOPJo: llATIONS
256
258
TANK CLEANINGOPERATIONS
259
t ok bol tom. Should a buildup occu th
-dryh atop the accumulated was h water r, de xerator should stop the
use. an re Ut e the number arma.
dune . th
The use of coatmg:s on e ta nk RUrfael's (fo
. in reduci n g the ti me and effort neceesa r e.:
am
l
pie, epoxYJis very ef_
fec
l1ve
d h . ry IN Cean a ta nk Th
h C
oat ings also re uces t e quantity of scale d . ' euaear
sue k C . an ca rgo Imp d >
leel of a tan . oattng manufacturers eh ld be regnate In
'hi' n',>ng limitat ions t hat might cont ribute to "a:lnsulted for any
erea h ..... mg 181 ure Typ> I
trietions involve t e te mperat ure of t he wash wale \' lea re-
s dt he use ofch e mica l add itives . In addi tion conlact
T
, ,8, uhPP YPressures,
an ., . ' WI certai n t ypesof
heating requir ements , exceSSIVe stress and vib ti
...... r. ' " ' " ra Ion can also
......ntrib ute to t he prema t ure laJiure of the coatt nsa in a ta k 1 >
, . k t i be 1 !'>u n . t ts reccm.
m
ended t ha t tan coa mgs regu arly inspected for evid fr >1
> > dance wt ence o a nure
and maintamed In a ecor a nce Wit h manufacturers' guidelines.
FIXED MACHISES
The use af fixed washing sys te ms with permanently mounted machines in
the cargo tanks pa r a llel ed .t he development of the modem supertanker.
Withthe a dvent oflarger ships ca me the dauntingtask ofhowtoe ffectively
clean the immense cargo tanks. It soon became apparent that the portable
cleaning methods of the past were inadequate for the job.
Anumber of equipment manufacturers developed fixed tank washing
machines conn ected to fixed supply pipin g on deck. Figure 12-7illustrates
a typical deck-mounte d tank cleaning machine t hat can be powered with
seawater or crude oil.
When compa red to portable ma chines, fixed machines have the advan-
tages of grea ter throughput and jet length , which are more effective when
cleaning larger tanks . The hi gh er out put fixed washing are
cally classified according to thei r t hroughput. A high-capacity washing
machine (HCWM) is defined as any fixed machine with a throughput ex-
ceeding 60 cubic mete rs per hour. Fixed machines in this category were
linked to the devel opment of a significant sta tic charge in the ta nk atmo-
sphere which ultimatel y le d t o t he inert ing requi remenls (see
Other claimed advantages affixed washing systems are the 0 a ll
!XI r and the fact t ha t it is easie r to control the ta nk atmosphere SIOC,'
k
. . ti In new construe ton.
openings remain close d during the IOn. ems in their smaller
e owners are now installing fixed syst f rtablewashing
duct carriers, a departure from the traditional Ivided ir two groups:
Ii F> hi can be divi e mro
e. txed tank washing mac toes bl submerged
. able deck-mounted machines and variety
ea. Deck-mounted machines are usual y more distinct stages
be programmed to perform th e wash in shbe tween prescribed an-
iPhe operator Bets the machine to was e
1 a Control unit on deck (fig. 12-8).
-
260
TANKCLEANINGOPERATIONS
Twin-nozzle nonprogrsmrnnble machines are strategically po iti o 8 1 lOn d
(side- or bottom_mountedltn t he tank to reach the s hadow areas whoh e
missed by the deck.mounted machines. The shadow areas r ep rea rc are
tank surfaces that are shielded from t he cleaning jets by la rge the
structural members such 88 main girde rs , stringers, tran sver:e:
1mary
frames, and so on (fig. 12-9), These machi nes are factory set to perf web
n or m a
Nozzle angle indiCator
Sealdra'"
Manual18ve' se m ..
"anism
____
8rlg1e adjuster
lilt ing lugs
Bottom angle
selector
,Ol>mm
.....
Nou lfJ lingle
il'l(licator "\
Manual
raiW\ow&f
Deck flange
Impeller
,"'"
Manual
reverse
mechanism
Cross Shall
and controls for the LavomaticSAdeck-mountedtankclean-
18 model contains a selective an: oontrol for USB with multistage
lIi t The gearbox contains (1) the in-line washing nwd turbine that.
ac time and (2) the syatem of gears controllingthe speedand directfon
urtesy Butterworth.
Bollomangle adjuster
CHUIlE.OIL..WASHING (COWl
.......
Growing world concern over pollut ion of the seas prompted the
ment of a new cleaning te chnology called crude-<lil-washing. Cru e-o
, t ib tor to the worsemng
era have always been viewed as a major ron n u th th ron-
CO Qitionofthe seas This conclusion was based onthe fact at red
It tu the majority' of world tanker tonnage andcrudead wee
istent" oil, Apersistent oil is one that IS not crude011
ugh weathering, a combinabonofwave and on weather away
, arged?T s,pilled the the the asphalt and
vaponzatlOn, typically Iaavmg roblem ongtnated from
Sees in the form of "tar balls.
rmed "routine operational discharge Ipeline Oushings, and
aJ bf dirty ballast, tank washings. slops, pi

n:r:. .

lTh"\![:!1J

f'::;'d.
,I
CRUDE-OIL-WASHING (COW)
263
complete patt ern every time, cyclingthrou
ber and location of tank cleaning mach' " gh all the an,l .. 10
DUro k rf Th Inesl sdeterm " e
of the ta n su aces. e l MO rules" . Inedbyt hecov _
.g' \1hori I d lor crude-OIl hi er
te that " 8 on zonta an vertical areas -was "ng systems
sta . ti 1 b d n ti are washedbydi
ent or ett ec tve ty y e ec IOn or splashingof th .. Irectimpinge_
m During t he washing operation, the machin e
roper rota tion be checked by times, and
the smoot h mternal surfaces ofthe cargotan';' Withdouble-hull
shadowar eas should make t he job of cleaning tanks m
and
absence of
rnoo
th
inner bot tom of th e cargo ta nk combined .th SImpler, The
or sumps should e.nhance st ripping e useofsuction
q
uantity of muck and sediments left behind in the tank reduce th,e
f th t k I
h ' It COJTe<:t pear
tioning 0 e an c ea mng mac ine s operators should fi d . .
In z t h ta k d bl ' n the Jobof
c1eanmg t e char
g
? \n h' o\n
l
a ou e-hull vessel far easier andmoreeffec-
tive than on t e smg e- u vessels oft he past. Onthe othe h d h ldi
to
hi r nann.a ou It
become necessary mac me wash t he space between the hulls(segre-
gated-bal last tanks), the st ruct ural complexity of this area will mak th
job of cleaning and gas-freeing difficult at best. e e
Pipelines and Pumps
Whencleaning tanks it is important to remember that it maybenecessary
to flush all associated cargo piping and pumps"For example, beforewa-
ter-washing tanks in preparation for clean ballast, it is imperativethat all
bottompiping, bran ch lines, and pumps be thoroughlytlushedwithwater.
Failure to do so may result in t he conta mination of the clean ballast by
cargoremaining behind, trapped in dead-endsectionsofthepipingsystem.
The contents of cargo piping and pumps should alsobe considered when
preparing for a change of cargo, repair work, and the shipyard,
,
:l': '.'
..
iigu . d lveat the machine on
d re 12-10. The crude-oil-wash supply pipmgan stopva
k.
TANKCU;ANING
264
d . g the ball as t leg of th e voyage. 'I'Iu - t I
pumproom bilges ats
d
cn
undo,o'o the !leas annuall y wa s stagg-pri ll" (", r-
. Foil b lug umpe I " . Vt' r
quantity 0 01 (' I he i dusl ry developed several e pproa cho til comb.
th es t thirty years t e In . ' II ' f 1 nt
'P ' d' I d-on-top pr ocedures, ms a auon o S Hl n' n'{'(.
t h P
roblem inclu mg on d d 'I 1 ' p,
. e .,. e ated. ballas 1systemS,an eru e-OI -was u ng sYS!l' ms.
tlonfaclhhes:scgr h
g
d ta ker has a significantly r educed q ua nt it y of 011
Acrude-oIJ-w8S end' h Thi ' . -
. . board at the complet ion of a ISC urge. IS rnuu miu s cun
onf h d rture ballast water and eliminat es th e n('(' d for f'l( .
tammsl10n 0 t e epa Th I '
, hi g f ca.....o tanks at sea. e net resu t I S a reduction
tensive water-wa s In 0 e h b ' f
ln th "ofoily-wat er mixtures (slops) , t e a S1S 0 the poll ution
in t egenera IOn d ' I d '
roblem Tanks are washed with the cargo (eru e 01 ) urmg the normal
of the vessel. The first meter of any cargo to be used as a
f
de-oil washing fluid must be pumped out. This reduces execs
source0 ern . I U .'
sive electrostatic generation due to pr:sence .of water In t he crude
oil-washing fluid. Cleaning the tan.ks 10 this fashion takes adv?nta ge of
the solventproperties ofthe crude at! to the cargo to the
surfaces of the tank (chngage) 0 5 well as to dissolve t he sohd residues
(muck)t hat accumulateon tank bottoms. The need for manual removal of
sludgefromcargotanks tmucking! has been greatl y reduced as the major-
ity of the solids become part of the delivery being pumped ashore during
thedischargeofthe vessel. This saves a substantial amount of time when it
is necessary toclean the enti re vessel in pre paration for drydock. There is
also an economic benefit to owners as crude-oil-washing increases the
quantityofcargo received in the shore tank. Compa rative st udies have re-
vealed that a crude-oil-washed VLe C can delive r an additional 1,000 to
1.500 tons of cargo which would otherwise have r emai ned in th e vessel's
tanks and pipelines.
Duringa typical discharge, crude oil is route d to a special line on deck
referred to as the COW main. which br anches off to t he i ndividual fixed
cl.eaning in each tank . According to regulati on, the crude-
all-wash piping and machines must be permanently ins talled and con-
structed of. steel or an equivalent material . The COW machines must be
In a manner will e.nable them to withstand the vibration
p;:ssure surges aSSOCiated with the operation Each COW machine
mug'l equipped with stop valves or equivalent th e branch line. The
nczz ea are dnven by the h' fluid ' '
withinth bod f h was Ing UI acttng on impeller s and geanng
unted e ..I yo t e machine or through the use of portable drive units
Whereportabl d ' , b
., Buffi' b e nve units are employed there must e
e num er cerri db '
onlrt I :.J iti e on card so that no more than two moves from
USI Ion are neceasa to F' e
1 0 e' Hi GOW .. ry carry out the COW program.
art deck PIPing connected to a fixed washing machine
I U lied
1..... to the COW main from either the discharge
mps QJ:.a special general purpose pump. The COW
1.
Top art --
d here th rough 8 specHtl
ipeline e must be drained and st nppe as f th vessel' s mani fold
ill iameter line t hat t ermin a t es out board 0 bl e ant ltlesofotl re-
. is final s t ri p pi ng i s cri t ica l, a s be water, It is un-
g.in the lines will contaminate the opera tIon 15 to
to remember the goal of the cru de-ot al sea pollutIOnby enaur-
he possibility of a ccidental or se
l
quantitlesofoi! and
. t with mtmme t
essel leaves the di scharge de_od-washing are subject 0
board. Vessels performmg cru t the di schar ge opera-
DJ. port state authorities at a ny porn mlatnry and operatIOnal
, t h the regu
e continued compli ance WI

Figure 12-11. Atypi cal multi sta ge crude-oil-washoperation, CourtesyJohnHanus

d Mar k Hu ber.
2.
3.
ran mng from approximatel y 110 to 150 p .
hi per ate at pr essures e- I hi III
mec me.s 0 f hi h can be foun d in the crude-of -wae log opcratio
nll
and
the deuuls 0 w fi the vesse l. Whil e conducting th e w81'1h , i f t he cargo
equipment manu or . ' nadequate t o dri ve the machines, it may b
discharge pressure 18 I h h e
pump hrottl e a di charge valve to reec t e recommended vperat
ry to t rott e a 18 . h di h .
necessa . h a negat ive Impact on t e ISC 8rge (turn_
. ressure Doing so as d . n
mg P ime of t he vessel. Some owners opte to mala . an additional
around) tI .. for thi s opera t ion ra th er than punish the deli very
-general pum
p
mps
AB in the case ofwater-washing, mainten ance
from the mamcargopu . . hinea i .
to t he crude-oil-washmg mac mea 18 critical to the
of the deSrignth Crude-oil-w8shing generally takes pl a ce while
auccess o e o. . I I d h
to k
is being discharged . As the ca rgo eve raps, t e exposed
the cargo n . r (i to id I
surfaces ofthe tank a re washed in a .senes 0 stages r.e., p, nu d e. bet .
tom). Cleaning t he tank in thi s fashion ha s several advantages :
It saves time, 8 S crudHlil-w8shingcan begin earlier in the discharge cper.
ation.
Freshlyexposedcrudeoil is removed before it has time to cool and solidify.
Washing in stages reduces the use of the st ripping system.
Figure 12-11 ill ust rates t he typical set tings for a multistage wash .
Refer ence to th e COWoperations and equipment ma nu a l for the ves-
sel will give th e prescri bed ullages and machi ne angl es for the cleaning
o rati on. It. is imper ati ve that operators follow these guid el ines , a s im-
set. machines can result in wast ing time and e nergy "wa shing"
lI un ce oft he ca rgo instead of t he tank surfaces. With most crude oils,
leaning can be accomplis he d with the machine performi ng one
Half; cles per ar c. In th e case of poor cleaning crudes or a n exces-
(Ii nk , two to three cycles of t he ma chine ma y be necessary.
til fik ahould be avoided as it is a waste oftime. The bottom
uall y when the t ank is ne arly e mpty (a pproxi-
he bottom of a cargo tank accumul ate s the gr eat -
e im , and waxy re sidues , on e must e nsure th e
til ro m bottom. With this in mi nd, th e
a til s PI!ing ystem must be capable of remov-
m e toro hput of all the tank cl e aning rna-
Daly' t is R ' t, the vessel must h ave an
s 'n the tanks. In order to veri fy
ay iii able arrangements must be
argo tank is dry at the end of
. considered dry, acccrdtna w
uan Y'of oil near the stripping
wli r in e tank!' Upon comple-
e ntents of all pumps
Atmosphere Control
Vesllels that engage in oper a.tions mu st have an Opt-ra_
tional inert gs s system. Pnor to cr ude-OII-was hmg 8 ta nk, th e Oxygen 1
els must be determined at a point 1 mete r below t he deck a nd at half the
d
- b d t,
ullage space. Additional oxygen rea mgs may e ependent on
the internal configuration of the ta nk. The oxygen readings mu st not
teed Bpercent by volume and a posit ive deck pressure is required thrallzh.
out the wash. The object is to maintain the cargo tank s in 8 nonfl amm tl'
condition throughout the cargo discharge and crude-oil-wash . The a e
son-in-charge should carefully monito r t he quali ty a nd quantity
ert gas being delivered to the tanks during t he washing operation . In-
For a more detailed discussi on concerning the use of the inert gas sys-
tem see cha pter 15,
In th: ideal situation, ca rgo would be washed each ti me the
vessel However , time a nd .charter obligations are
frequently IIrnl.tmgfactors. According to IMO, dunng the discha rge of the
vessel, a of shoul d be crude--oil-wash ed to
enable compliance WIththe following criteria:
('HUllE-O] I...WI\SI
' li NG ICOW)
uuuu,uu
[;8J Inlel dilluser
Gravitation
line 10sea
""<XI
Tocargo pumps
.1 ,The piping arrangement on velilieis equippedwith dual sloptanka
'ent separation of oil-wate r mixtures, Courtesy Richard Beadon and
26.
t
.80
k
vessel s under 70, 000 dwt m
, ," 000 d uat have I
I above 70. wt must ha ve al lea 1t at cas t one al ta
have sufficient ca paci ty to slop t...'lnks, ta n: . ves-
a Y
Iu
.
ng
oil residues , pipeline nushin u slops generate d r n a uau-
\\las ' . hi ge, and d' rom ta nk
....inated water WIt In th e ca rgo II V8le ' In)' ballast. Any th
t_ - 11 1 , . m IS ueu 11 ' 0 er con-
jlllk On sma er ve aae s, i t IS comma to a )' st n pped to th
I or a small independent tank onn
d
k
U8e
one of the etterm t
e
slop
f 1 ec for r . cs cargo
t e a number 0 vesse s eq uipped with m I, I ecetpt of the slop, Th
a . , u rp e Iwi I , ere
.." used in stages to a ssi st In t he pr oceasin f IRg slop tanks that
he senarat i g o theo' l . . can
th
eSe vessel s , t e separat ion pr ocess is I Ywater mIxture 0
f h
more ccrnpl te b e. n
the disposal 0 t e wa ter from the Illop ta nk at seae t ereby permitting
areused (fig. 12- 12), the fir st tank to rece h .' Where two slop tanks
ewe t e oily-w te -
dirty ta nk, a r mIXture is the
Both slop t a nks are initially fill ed part '
are int roduce d i nto the dirty tank about seawater, Slops
formsa defined layer on the surface of the dirt f t In the tank, The oil
(bottom) portion of the tank continuously I y op tank while the clean
line) to abo ut midheight in the clean slop (through a special
the clean slop tank is either recirculate d to the bot.wmof
pumped overboar d through a n oil content monit ( anI
b
n
g
machines or
1
. ucr see c apter 14)
Upon camp etla n of t he washing operation tbe 1 ks -
I d h
' s op ta n are allowed
toeett e a n t e wa t er under the oil layer is pum d be d -
I 1 be h
' . pe Over ar to a certain
eve a ve t e suction pomt . The remaining 0, -1and t -
wa er mixture can be
TANK CLEANING OPERATIONS
MARPOL 73/78 draft and trim requirements must be met throughout the
ballast legof the voyage (chapter 11),
weather ballast, should Ileaconditions necessitate taking on addi.
rional ballast.
all tanksto beballasted have been wash ed, 25 percent of the remain-
mg must be washed on a rotational basis to cont rol the buildup of
eclidresidues.Cargotanks need not be washed more frequently than once
everyfour months.
water may not be placed into a tank that ha s not been crude-oil-
d il-waahing must be 00 l t d be'
!L mp e e lore the vessel leaves its final
IIc narge
2.
1_
3_
268
SUPPLEMENTAL CLEANING
For this reeeon. many operators retain the slops on board for di sposal at
a reception facility at the next port .
..
, sedto ted both cargo and
Epoxy: a two-part durable paint matenal u pro . then
, reee thiekercoanng
Ba last spaces of oil and chemical carners, 0 I e
. 1 . taneetcavanetyocargoe .
est and has reasonably goodchemica reeie ' vecoating
. d ItarusedssRPro I
oal-tarepoXY'amlXtureofepoxyan cea 'A_l.a' -..A
,., . .' I yinballo.stuu""'ISIl........
al18st spaces. The service lifeofcoa .tar epox hat tandsupwell to
.1. . hi h-ai loaded paint t a s
In SI rccre. an mcrgamc. Ig .nnc- I ' --' in c..ranand
d
'I ...,.cell t 18 U8t:U .. -
r .on, most organic solvents, an 01 ca... '
1 t Uin..$ applications. fn _"erniealreai
stance
. I . (;II
unr: 110m;: a two-part Malena SuIll
t perature
s.
and able to cure at lower ern
Hard Coatings
Hard coatings are the most common method of protecting the eargoand
last compartments of a t ank vessel. The tanks on a product cr percel
mer are typically lined wit h eithe r pure epoxy, polyurethane, or zinc
heate. based on the durability of t he coati ng and its chemical resis-
e to the cargoes transp orted. Th ese coati ngs provide a hard barrier
een the steel surfaces of the t ank and the car go or ballast water.
me-ofthe hard coatings commonly used in marin e application are the
II mg:
TANK COATINGS
271
h
nuld be measured prior to ste, .
oe'" f mmgTh
'P' eed 10 per cent 0 t he lower e' pl'" . e measur, d I
t e;(C . uSlveIi . va ue eh Id
no f leanin g chem /cal fl must be ulledto I mit . ou
1C d f II . c ean a ca
Id be conducte 0 OWing the most st ri rgota nk, the0 .
should check the compatibilityofcarg::
ent
safety
when 5t ri pping a designated slop cleaningegente,
III d rllwnd t he mate ri al safety data sheets' tsonnelshouldread d
'" n
e
ts It is important to realize that certain ,' ICl'!lpanying the
,I' . d I ee nmg ch .
,
icity hazar to perao nne 8 S wen as 8 nos ibl n e
mlea
. Ismaypose
,(0 I h dli I Sl e amm bil
th
, p
ace. Personne a n mg c eanin, chemi I a I uyhazardin
e d . h 1C8 s that h
.h old be outfitte Wit proper respiratory . pose a ealth risk
0 , equipment and protecti
dothing. ""='.\1Ve
l /\N K. COATINGS
!.Iodemtank vessels are usual ly const ructed of mild " ""I hi h
. , o.n: W IC must be
P
roperly prot ecte d against corrosion. The surfacesof the......... d"""
1 I
d i cargoan U<Wast
tanks are y me in an effort to prevent ccrresicn or potential
cargo contammatlon and to reduce the accumulationof scaleandfacilitate
tank cleaning. A number of approaches are utilized to physicallyprotect
thesteel structure of a vessel. including hard coatings, stainlesssteel. and
sacrificial anodes (fig . 12-13).
TANK CLEANING OPERATIONS
270
1. Motion or t he vessel
2. Length of the ballast trip
3. Chara cteri st iCll of the cargo
4 Seawater temperaturt'
5. Human error
discharged to a recepti on facility at the loading port .or with
The P
rocessing of th e slops In th is ma nner is call d
the next cargo. b d e
toed-en-top. an operational technique t hat has een use tanker8lo reo
duce sea pollution for many years (see chapter 11 a detal.Jed di scullllio
n
of the load -on.top procedure), Unfo,rtunatel
y
, t hi s techmque is labor.
intensive and its effectiveness can be mfl uen ced by a number offaclors in_
eluding the following;
After 11 tank bee been gas-freed. it is sometimes necessary to perform addi-
tional washing.
Hand hosing is one way to spot wash the areas of a tank not reached by
th fixed or portable machines. It can also be wed as an aid in t he mucking
11 ee, sweeping: the mud, scale, and sediment toward one location in a
hose with a smooth bore nozzle is used , charged
}i ware a I psi. Personnel must be cautious of slick surfaces while
rlUn in h order to ensure good footing.
I a tibn that involves the removal of sc al e, sludge,
I I I es that have accumulated on tank bottoms,
ver an extended period of time. When preparing a
ee ctiap es 13), the removal ofthese residues is par-
ize:\ e regeneration of flammable vapors
rsonnel involved in the mucking opera-
aea from with the cargo residues
ne equipment. (Chapter 13 di s-
n working in enclosed spacea.I'The
n ral I e uildup, reduces poaai-
i cargo to be loaded in subse-
272
TANKCLEANING Ol'fmATIUNS

uevrew 273
R
rdless of the type of coating used on a vessel, t he lien.' ,
dP .
, ticn ' annol be overstat e . roper prot ect ion of the vee, I relrll l,
IOspec u .. ee lit r
, ' a'"' ul tnepecuc n anda mai nt ena nce pr ogr-a m to deal . l"ul1Il...
requires " "- . l I ' . With
caii zed failure of the coatings, parhcu a r y In areas. a an)'l!).
should consult the coating,:,anufact urer for to prevent
biiity of damaging the coatings on t he vessel . Experience has sho;PoSSi.
somecoatings can be adversely affected by te mpe rature ext r nthai
, h ' ' hI emea
sive stress, vibration, and contact WIt mcompatt e ca rgoes. , ell.C4
Stainless SteeJ
Analloyofiron, stainlesssteel contains rela ti vely hi gh proport '
, d' d dmi I . ,onaafch
mium, DIckel, vena rum. an ca mrum . n cer tain applicat"
tanks are lined (clad) with sta inless alee! (refer to cargo
protect the vessel from attack by aggressive chemicals and co . 131to
this system, the mild-steel plating of a tank is lined with a ven rrosIVes. ln
.. eej- ofst. ,_
less steel usually around 2 mmthick . As m the case of ha rd coati n s "CIJ.Il.
facturers manuals should beconsulted for proper ma in tenance f
steel tanks and piping. 0 s!amleS,l
.... Coabrog
____ Mild sleel
Sacrific ial Anode K
h die protect ion syste m operates by sacrificing zinc anodes in lieu of
A of t he vessel. Zinc anodes are fastened to t he sur faces of the tank
thO
d
S
re sacri ficed through el ect rolyt ic action th at occurs when the space is
ana 'I'he shortc orni iate d wi
)\ d wit h ballast water. e S 0 ommg aSSOCI ate with the usc of an-
is the fact th at they only provide protecti on when fully immersed in
h ballast water. The ball ast spaces can therefore experience serious
t e " ge when left empty as is the case wit h segregate d-ballast tanks dur-
was.....
iog the loaded passage.
REVI EW
1. List th e t ypi cal reasons for cleaning tanks .
2. What is the recommended cleaning procedure if the last cargo carried
was comme rci al motor gasoline a nd t he plan calls for loading jet fuel
in the same tank?
3. What is meant by the cycle time of a cleaning ma chine as specified in
the manufacturer' s manual?
4. Why is the supply pressure to the tank cleaning machines of particu-
lar importance to the success of the cleaning operation?
5. When performing the bottom wash ofa tank, what is meant by clean-
ing over a "dry" bottom?
6. List the factors t hat influence t he number of drops and t he amount of
time spe nt at each drop when cleaning a cargo tank wit h portable ma-
chines.
7. When water-washing an inerted cargo tank wit h portable machines,
explai n the pr ecaution s to be followed a nd th e stat us of the inert gas
system.
8. When shoul d a cont inui ty test be performed on a portable tank clean-
ing hose? What continuity reading is cause for rejection of the hose?
9. Describe the proper sequence of connection orthe portable tank clean-
ing machine and hose when pr eparing to start the cleaning operation.
10. How are cargo pipelines, heating coils , and other associated piping
cleaned for a change of cargo, and when it is necessary to gas-free
them?
CH A PT E R 13
Enclosed Space Entry
W
it hout a doubt, the entry of personnel into an enclosed '
. spaceIS
tenb ally the mos t ha zardous ope ration performed on a ta k po.
It is a necessary fun cti on in connection with the following ope n
t
. vess:el.
. . .
epection, mamtenance and repair, and hot work.
RI SKS ASSOCI ATED WI TH
ENCLOSED SPACE ENTRY
Entering a compartment that ha s been used to transport a variety ofhaz-
ardous ca rgoes a nd sealed for an extended period of time poses serious
ri sks and s hould only be done under t he close supervision of experienced
personnel. Today, these ri sks a re compounde d by t he widespread useofin-
ert gas systems with their associated requirement to mai ntain an oxy-
gen-deficient atmosphere in the cargo tanks. This chapter seeks to warn
the reader of the potential hazards and to describe the precautions that
B be followed whenever personnel enter an enclosed space. Vessel
e sOn.n'"el should consult the various sources of information (comps.ny
manua e 'fol at iona l Fire Protection Association,Internati onal Safety GUide
or: a and Terminals International Maritime Organi zation) for
, t: teri ganen-
ia e 1iJWthe preparation, testing, and procedures lor en n I d
e. e primary hazards associated with entry into enc OBe
e c physical and atmospheric.
Figure 13-1. Aviewinto the bottomofa tanker showingthelighleningholes
andthe restricted access to adjacent bays.
double-bottomballast tank, per sonnel must crawl sidewaysthrough small
1i htening holes to access the various bays of the spaceUig. 13-1).
gOth ther hand the cargo tanks on somevessels arevast open areas
n eo, h d1 d.i ta cesbetween bulk-
(fig 13-2) that have cons iderable dept an arge s n . d.i id als
Each type poses significantly different problems to the 10 V1 u
who must enter an d work in these compart ments, \\ man
h
r it d ccess to most spaces-sma -
Arelated conce rn is t e Iml .e a s and the rescue ofan in-
holes or t ank hatches that make tngress, egreat' ch compartments is
dividual in di stress difficul t at best. Entry m o\ su t be alert to the
, 1\ h 1\ ing but personne mus
not only physic a yea engm t Prior to certi fying a
ever-present danger of slips , fall s, and 'and platforms in the
6p:ace safe for workers, the access ladder s, ; alllDg: 'connections, deteri o-
cD partment should be carefully physical contact
rati and slick s ur faces. IndIVIduals s h races of a tank; person-
'Ii ' k " ng ont e eur
I argo residue (muc ) r em8101 . clothing such as cover-
net ntering tanks should wear pr oper pr otective
"8 a glo"Oes, boots, and eye protection.
h
. Hazards
Atmosp eriC . nclosedsp.aces. Ase-
th atmosphere 10 e ti iIS
problemconcerns e . f dangerouaconceI1tra lSI
ed by th possible inhJlati
on
0
TABLE 13-1
Physi ol ogical Effects of Oxygen Deficiency
addition to the concerns posed by oxygen-deficient tinerted l spaces,
"eo cargo vapors, such as hydrogen sulfide gas derived from
byur crude oils, can quickly render a person unconscious. Characterized
a rouen- d " " h h pro egg a or , hydrogen sulfide IS a colorless gas whic as a nasty
tio:e7Y of accumulating in concentrated pockets . Unfortunately, inhale-
8tifl'
o
hydrogen sulfide deaden s an individual's sense or smell, thereby
be mg most forewarning of potential overexposure. Table 13-2 gives air-
concentrations of hydrogen sulfide and their physiological effects to
SOnnel.
Hl SKS
,NCl.mwns
, , PACE t:NTlty 277
[ ,
argo vnpOT!!find oxygen-defi cient in rt "
c " I I e gee m e
crt
g
n!! are partleu a r y t rouhle!\om' . space. Cargo vapors d
oil d . given the f ... an
....... t freely all accumulate In conc'nl ted act that gases can
8
UU
'" ... Tn"", pock . --- move
forexample, havmg a greater vapor densit th Hydrocarbon vapors
1
wer eegion'' of a s pace. This could beco y .an ai r, te nd to settle in th '
o r h ' ,"vmean\ssue h e
sdequacy 0 t e resnng performed on the t w en detennining the
have been li nk ed to inadequate te!>ting ;:;:osphere of space. Cas ualties
rnflYmiss the "pockets" of gas at another AnU8ehsamphng at one location
" " f . otercon .
contomma tlon 0 an atmosphe re reeultin r cern 18 the possible
h b
I
g rom the Ie ka
inert gas tbrouf u khead fractures pipi h . a ge of vapors and
" "b ' mg, eatmg coil
P
rotect agalOst poser Ie leak age th rough . . 1 s, and valves. To
I
. prpmg connected to th
entered, the mes must be posit ively isolated 0 . e spacebeing
P
ressure should be reduced to a low positiv . n Inerted vessels, the deck
e pressure to . . .
leakage through lines and bulkheads. It is im orta n potenti al
dent concentration, th ese vapors are capabl p f t torealizethat in auffi-
individual , but act ual ly killing t he per son. incapacitati ng an
reds experi enced by individuals who breath e tats the ef-
cient in oxygen. e an at mosphere that IS defi-
Effects
No visible effect.
Increased breathing rate. Accelerated heartbeat. Impaired
atte ntion, thinking, and coordination.
Fault y judgment and poormuscular coordination. Museu-
lar exert ion causing rapid fati gue. Intermittent respira-
tion.
Nausea. vomiti ng. Inabilityto performvigoroua move-
ment , or loss of ability to move. tjnccnedcusneee. fol-
lowed by death.
Difficulty breathing. Convulsive movemen18, Death in
minutes.
CourtellY MBA.
Below 6
10-6
14-10
Oxygen Percentage
19,5-16

ilrgOtank _I
"it presents challenges to individ
ulP
!
m"Brtme ta c n . ourtea Salen & Wicand
er
.
Pri or to ente ring a cargo tank, an individual mll;St be or the sPe.
cifieproperties of the cargo and the concerns exposur e to
that cargo. It is advisable to consult the ap propnate Mat eri al Safety Data
Sheets IMSDSJfor the recommended occupational expos ure limits and to
check any additional precautions that may be necessary when working in
an enclosedspace.
TABLE 13-2
C
!
ra ti on of Hyd rogen Sul fi de a nd Effect on p, t"8f1n
Air borne once n Jl,,!
PPM Lel!f'l ll)'drogrn Sulfide Effect
18- 25 ppm Eye l.rnta t lO? .
76-150 ppm for several hours 1n:
t8 h on
17G-300 ppm for one hour Marked
4Q0-600 ppm for 1AI 10 I hour death
1,000 ppm Death In mmute e
Co\.lrWtIy MSA
278
SPACE ENTRY
GAS-- Flt n:ING PROCESS
279 ,
GAS.FREEING PROCESS
Adequacy of the cleaning job .
Time elapsed since the previous cleaning
Quantity of muck in the tank
Gaa-freeing method employed
Size and complexity of the compart ment
Temperature and humidity conditions .
rt ts and hnes
akage from adjacent eompa m60
oes previoualy carried
Figure 13-3. portable high-capacityfan oommonlyusedfor gu -reeingeargotanks.
Courtesy Coppus Engineering.
This is accomplished by removing a blank in the fresh-air inlet lineon the
suction side of the IG fans. Figure 13-4 shows the locationofthe fresh-air
inlet line in t he IG system. . . .
The fans deli ver fre sh air to the cargo tanks via the deck dist ribution
piping <1G main a nd branch lines). Gas-freei ngthe vessel wayis not
onlyconvenient but al so permits ventilation ofthe cargoplpl.ngmprepara-
tion for the shipyard. A number of questions frequently anse.roncernmg
h h
. ed amount oftune and the
proper ga s-freeing of a space sue as t e requrr . .
necessa ry number of volume changes oft!te tank
tent to reali ze that gas-freeing is not a timed e\.able atmc-
spaceshould continue until safe readings are attained WI
r
depends
sphere testi ng equi pme nt . The time required to accompIS
on many va ri ables:
The processof gas-freeing usually involves mechanicall y ventil ating a com-
partment with fresh ai r to dri ve out the remaining cargo vapors a nd inert
gas in the atmosphere. For gas-freeing 00be successful, the tank must first
be properly cleaned (mechanically washed) and purged with inert gas.
Purgtngreduceethe hydrocarbon concent ration of the space to a point below
2percent hydrocarbons by volwne, where subsequent ventilation wit h fresh
air will not result in the creat ion of a flammabl e at mos phere. See cha pter 15
Jor a detailed discussion of inert gas systems. Wh en t he cargo tank has been
fllpe:rly purged, the inert gas delivery is stopped and gas-freeing com-
en is accomplished through the us e of fixed or portabl e
e ademployed is usually dependent on the number of ta nks to
xample when it is necessary togas-free a small number of
pair, it i.scommon practice to u.se portable fans
on deck Ripe 13-3 illustrates a typi cal portabl e
c1e ning opening in the deck.
ec neal the hull and positioned in such a
pace c e adequately ventilated. The outl et
resu tlie longest possible path through the
nti n. Modem portable fans have a high-
ei tl t a supply or exhaust mod e. These
a WicaUy, or by using steam act ing
-M! e .ent tr e vessel in prepa
ra-
areed in the gas-free mode.
' I'

I];"i'l:!'l'!=' .. ,
,'.. :..:-
:llJilmI';:::i., "" . _::
iI:9,
J.r!T4'r.J!!l'1I,:::I: .
W<.
,
r:i"T,j-,.ir,y,'l) _
::S:;i'U""]
(1\,.1 I";"",i (. r.(Ii '
""j"'. ." ;;'.l!r \'.'It: _' . '. _
(:loj ,1I' .. ..rJ"l1
tank CourtelY Kelly
phere in a cargo .
135. Remote sa mpling of the atmoe
an Mark Huber.
281
I
. g at severa l depths a nd through
fllp l as manyd k
" I Figure 13-fi s hows a compa rt ment b' ec openings 8S practi.
ab e . elng tested
C piing tube pn or to ent ry. Ca rgo tanks with . remotely using a
internal confi gurations may requir e furth partial bulkheads or com.
ple
t
ondition of t he atmosphere. If the work ' er assess
of ca rgo pipi ng, pu mps, and
" ughly tested . Testing is perfo r med by d . I s, they should also be
thOro .. raWlnga sa I h
. st rurnent using an a.9ptr.8torbulb or battery-o peratedmp et rough the
uf t ure r's manual WI ll give t he time or numbe f pump.(The man.
U;:f1S
a
ry for the sa mple to reach the squdeezell of the bulb
n Ie t ube employed.I ase on the length of
sslt1P f .
Theperforma nce 0 the Instrument should becarer--'l . .
Ul. Ymomtoredwhtle
' '''sting the piping components and the rompart ment space Th
b . . espace
should first e t es te . lor oxygen content WItha portable analyzer to deter.
mine that level 19 for pe rsonnel and sufficient for the eernbuan.
ble.gas indicator t o functi on correctly . The space is then tested with a
indi cat?r. types of t hese indicators operate by
measuring t he increase In resistance caused when the sample heats a hot
wire filament. Inst rument s t hat function on a burningprinciplewillnot reo
spendcorrectly if the a tmos phe re being tested is oxygen deficient. Person-
nel should re fer t o the manufacturer' s manual for information regarding
.
-
..-
-.
-
-
-
..-
-
_.-

Auipment is confirmed, the compart-
.rJllclesn sample tubes connected
if. cordingto the Int ernational
B (JS,GOTT): "Care should be
tion .Qfi. the compartment by
Figure13-4, The inert gas systemcan be used in the gas-free mode,.Note the loea-
tionof the fresh.air inlet on t he suction si de of th e fa ns . Courtesy Richard Beadon
and EricMa.
TESTING
--
ENCLOSf: D SPACE ENTRY
--
280
Toascertain the success of the gas-freeing oper ation, thorough testing of
the atmosphere in the space is essential. Whil e gas-freei ng operations are
underway, personnel should first check all atmosphere testi ng equipment.
The accuracyoflhe testing equipment is critical to the safet y of the opera-
bon, sincethe decision to enter a apace is bas ed largel y on ita readings . The
teeti!!i bechecked using 8 calibration gas fr omt he man-
wa r and following the procedures outlined in the manufactur ers
man ling equipment is connected to a cylinder of "measured"
p'lo the manufacturer and the reading is compared to the
yilue liieJime, the battery-charge and alarm fun ctions should
"It. I of instf\unJ:lnt maintenance and te sting should be
liOaro R No .l.
282
" d th e use of resp onse curves when inh' r prl't i
, t limitati ons an I " M '
inst r-urnen . 13 6 hows n Watchma n j > U t tgus onuor f rolll Mi
the readings. Figur e i 8 MSA model 260/360/36 1) used for tt"t inl.:
Safety Appliances (rep aces ,I
mospheres on a tank vessel.
Toxici ty
rt t has been tested for oxygen and hydrocar bon cont('111
Afte r the com
P
l
8
men losive limi t ad ditional testing for the prese nce of nn.
I . t the ower exp ' ......
re alth threat ening substa nces may be necessa ry. The need to tear
tentta . y e th t m"phere is usually bas ed on the ma keup of the car-
forlolClcvaporsIn ea . 137 h th d
" I' d in th e space. Figure . 8 OWS e etecto- tubes
goes preVIous y came
t icall used to perform thi s test.
ypThe tubes are chemically treated t o react to t he of a
specific gas in the atmosphere. For example. a ca rgo tank pre viousl y uRCd
rt commercial gasoline (regulated cargo) would need to be
to transpc h h Th . ibl
checked for t he presenceof benzene in t e atmosp ere . e pernu.5sl e ex-
I
" it (PEL) for substances such as benzene. a known carcinogen. is
posure tm ' bl . di to ' .
solow( 1ppm)that a conventional corobus h e-gas lea r IS, not SUitable
and should not be relied upon to measur e the toxicity level In t he at mo-
sphere. The following instrument readings derived from ISGOTT are con-
sidered acceptable for cert ifying a space safe for workers (cold wor k):
OIygen--21 percent
Combustible-gas indicator-less than 1 percent lower explosive limit (LEL)
Toxicity-below recommended/regulatory occupational exposure limits
It is necessary to attain th ese readings to permit entry into a compart -
ment without requiring external breathing apparatus . Based on the test
results of the atmosphere. personnel may be required to wear a respirator
or meet other stipulated condition s for entry. There are t wo classifications
jlfI atmosphere generally receives : "safe for workers" and "safe for hot
1X,0 k."The rating assigned to a compartment generally indicates the type
f ark fua may beconducted in the space. For example, when a space is
n a af:!for workers rating, it is possible for personnel to ente r and
iii no I w k ithout the need for external breathing apparatus.
Figure 13 6. The Watchman "Iult igas Monitor . Courtesy Mine Safety Appliances
Company fMSA).
'n w8tl1ofthcatmOllpherein
3-7. Detector tubes used to performgil&"spt'Cl
. Courtesy Mine Safety Appliances Company I '
ENTRY PROCEDURE
...
285
1.
2.
3.
4.
5.
5.
7.
8.
s.
Self-contained breathing .pp. t
, . fa ua
Llfehnes and harne ssea with lI\1itabl . )With 8pare bottl
First aid kit , and or otherfairleade8
Protechve clothmg and Vesta with
d
I' h . renective te
Approve Ig nng equipment pe andha rd hata
Approved communications equipment
Emergency escape breathing apparatuslEE.
Approved atmosphe re Wilting.... . BAl
..\Ilpment
Completed safety checklist permi .
. .' IliS\ On of &eni(l
permit , appropnate logbook entrie8 f pel"8Qnnel, poated entry
10. All valves In the pipelinea C() nnected to h
t
Additional te sting of a n enclosed Space be
pockets of gas. In a dditi on, a physical ; eces8aryto checkfor
lIlade by the first person ente ri ng the compartment space be
compartment must be made according to the m t firstentry mtce
cauti ons . os stn ngent 8afetypre-
Adesi gn a ted individual must serve as a standby' th
. h Th db lor e personor per-
sons e space. de .y should keep visual contact with the per-
sons 10 .m
d
amI,ahm n1ecessary communications capabilityat
all times . 18 10 IV1 ua s ou d have no other assignsd d ti b
h
di tenti dUll' S t at
mig t Istract at ent ron or provi e a reason to leave the immediate I _
In t he eve nt of injury or ot her problem resulting in a persen ia
distr ess, t he fir st actton of t he standby is to raise the alarm.. No one
shoul d a ttempt a rescue before the tr ained response team is on the scene
and out fitted wit h the proper sa fety equi pment. See chapter 16fora num-
ber of ste p-by-step guides for rescue operations concerning variousemer-
gency sit uat ions.
Mech anical ve nt ilat ion shou ld be operati ngt he entire time personnel
are working in an e nclose d space . Periodic testing of the at mosphere
must be performed to detect a ny adverse changes in the conditionscf the
space. Many of the in struments in use today continuously monitor the
space through the use of a rechargeabl e batte ry-operated
iuetrumente provide a constant readout, and they are With
udible and visual alarms that indicate when predeterlIllned limits
athed. If conditions within the space warrant, personnel should be m-
ucted to evacuate. All those involved in the operation should be.obser.
t of anyone exhibiting signs of acute exposure. The
h
t i "tation' nausea' diZZiness,
cu exposure include eye nose, or t roa rrn I h d d
u . 'h e should be rewas e an
ona, and headaches. If necessary t e spec Th b of
'I d' e restored e num er
1 a n continued until safe rea mgs a.r . . . tent with the
.n the space should be kept to a mlRlmUm ecneis
eOob.
ENCWSED ENTit y
' ,.
284
, , ' .
Once a compartment has been thoroughly tested and a n entry permit is-
sued.th actual entry procedure must be carefully executed. All person-
ellOv v d m the operation should be properly trained a nd must clearly
st.B:n th'el duties when it is necessary to enter an enclosed space.
I ademonstrations should be conducted regularly t o pr e-
sl gency response and procedures regarding rescue
is always the key to a safe ope ration,
emergency. Past incidents have repeatedl y
et r C}Je attempts involving personnel in
n r It in tragic and unnecessary loss of
een p'uDlished by the International Cham-
a' 0 nt message-"Time and time
established and proven
ccii:i teeult. The majority offa-
i u ieion, and by follow-
UCD rocedures puts lives at
safe y equipment should
1 e for the entire time
d to revcnt the s pread af fire . In the Unit ed StatcR, a " III
p,roperl
y
".Pfi aled by t he Nati onal Fi re Protecti on AS80ciat" B-
nne chemist ce I rr . . ti d . IOn
. . d ' 0 pn-S'orm t he tes ung. rns pec IOn, an lRsua nce ofe,
INF PA) 18 requ ire ""I k fu el oi , .
h
d
" ,
ng hot wor k in or on ca rgo tan a, ue 011tanks and
tificates w en con u . . d '
urn 8 i elines, heating ( 01)S, or conn ecte. spaCes.
:copyofthe marine che misl certdicate, which 18188ued after
h
gu , S' Dand inspecti ons have been conducted.
t e proper ears . f " . h . t " d
S
., t i requiri ng the scrvt cea o a manne r erms are cscribedin
uu enone he servi f . hemi
Title 46 CFR Part 35.01 1. When.t e aervrces 0 8 man ne c ermst are not
ll bl ch as at sea the senior officer pre sent frequently determines
avana e,au , d 1 h .
the condition of a space. Company manual s etar t e reqUIrements that
must be met prior to permitt ing per sonnel to en te r a compartm.ent or con-
duct hot work. Figure 139 is a n example a standard checkhst used by
one company to assis t senior per sonnel WIth the process of preparing a
compartment for entry.
Vessel personnel should also with t he guidance
contained in the Int ernational Safety GUide for Dfl Tankers and Terminals
and in the Nati onal Fire pro tect ion Association manual no. 306, Standard
for the Control of Gas Hazards on Vessels to be Repaired. concerning entry
and work in enclosed spaces.
!mJ ;
'hilJ.oltril,r,<I" .
,
@Jlli .
l!iI,
_
pi," -< 11.' .cl!I-;.111
i'j ..
.
(.\>}." .l:Q'j' t , ..f&Il..II.'r::ro..... f!I1,
I, l l ' H" l.!'l it.liiil"
i ;. ,'"" ""i -I 1, ;, ,: _,
';1\ ",i,r: 1 " o\,lll:T ('1",
..'1.:-, :
App<""li' C Sompl. /darin' a..mlA'. (A,nl n""..
. .... ""'A ..._ ... ... .....
....""'.*...- . b< nu.", ,,,,,'t.,.Ilo. lot.,;,, 01.... 01 alllo . rompl. llo
o
of 1/). '"
TII...",m
lt
_ pl<oI"'" r""" lho' w 1""" .....
MARINE CHEMIST CERTIFICAT
SERIAL NO. A
ENCL0 8ED 8PACE E'fT
I'o'ER MARITIME, INC, RV
ef.1Jl 1. LOCAT10 N AND DJl.CRlPn PEIIMITI

0
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0
0 0 0
so
0

"'"
rolltinutd (JI1 nut pasf
UREa
IIlny CIllJeIIlllnn, control. Of shuldown Iebypt$Md 01' ISOIlled. fIOlify l/lI . 01'CIHI
f IflIInd, the Repalf Suplfinllndent must IlIsobe notJl1l, IIlny .... bypUIoId OI'lsoIIlto:l!Ol' more
. till SGC, Inllnd Fleet Held, OfaGC mU$l111oO be notrlIl.
of g.".l>ICl I..""" PtI'IOI'l
T FORCotIIP OF JOB
... ollfl....t5 rrMIUtM1 WIlIIatIe>n ............... e>n u... bwo
......., "-':"
_ 1
?
00-"" W'IlW\l'l9 ..... . r-r: "-u '''Y...--..., ...- -.v.g rot
I 001M ....... "... ..... _,lootlllO'
....--....._... -
_... _-_.... __.. ...--
...-...-.-
--==--- - ---==--
0:---'- -
...,---_.. __........--_._-
......-.. _.. -.....__-
I .... " ....
ith permission from NFPA
7 National Fire protection
ill not the complete and of-
eferenccd subject,
.' .
.:::
.... ='-..--_..--_.....-_....,- -..-,-.. _-
-
..,_...-n - __-- -N.'-I4.fl.
.... __ _._.__w __ _-.... _ .._ -
_._... _ _ .. .. _ .. _ _ _ - lCl.... -- _
-_._----_.--_..-..-- ...._.....-
_ -- _._..---_.....-
_...- _._.__..-_.. _.... .-.... _- -
._._...".. _._ ......
..... ... _._.__ __.... __... _ZZ-..- III
.._.__...__.. __, , _ .... lCl..__... __
...... __._.. _ ....... _ ... _,,_.... _ _ .. 101. 11I; .. .. -
...._._-_._-_.. _-,,_ --_.. _...
_-_.....- - _-- _.. _.. -
___1071_ _ .. _.__ __ ,..-
___ _._.__w_ _-_ _ .. _ -
__._---_ _.. _ -. __ .
--- __-_.. _.. _ -.._ _.. _ __..
_.
I NSTHUMENTATION
FigurQ 13-10, Slngle-gaa moni tors. CourteilYMine Safety AppliancNI Company
(MBA).
.f t tank vesse ls carry a variety of portabl e instruments th t d
jaos hcri d' . . a are use to
s the atmosp eric con mons WIthin a spa", The most .
BJlse . . ' u common metra -
nts used are slOgle-ga s momtora (oxygen, combustible go. bo
me lfid ) I . I <U>, car n mon-
'de hydr ogen 8U 1 e , mu tip e gas monitors and deteeto tube F'
olO , . . , IA:\;Wr U'-""8, 19ure
13-10 showSt hree from Mine Safety Appliances.
M menti oned ea rlier , t he reliability and accuracy of the test i .
. . ' h . \C ngequlp-
ment IS cn tlcal to t e safety of t he operation. Equally importan t is an indio
vidual' s understanding of th e opera t ing pri nciples and limitat ions of each
instrument. Vessel personnel shou ld consult manufacturers manual s to
familiari ze t hemsel ves with operation, mainte nance, and inte rpre-
tation of t he perfonnance of Instruments . Many types of portable instru-
ments are found on vessel s; one of the most popular is knownas a mult igas
moni tor . Figure 13-11illustrates three models of multigas monitors from
Mine Safety App liances.
These instruments have multiple sensors capable of simultaneously
detectin g a nd measuring t hree to five different gases. On an inerted
crud e-oil carrier , for exam ple, an owner might opt for a multigas monitor
ca pable of measuring oxygen, combusti ble gas , and hydrogen sulfide. Por-
tabl e gas monitors use different sensors, which generally fall under one of
the following cate gories:
l. Catalytic
2. Electrochemical
3. Photoionization detector
--

--1-- - - '-
--1- - --'-
,----'-

Tn, ! ',r"" I n' ''!iii
-,==:. - -:-
--1 ---
,-- -- '-
--,- - -- :-
ENCLOSEO SPACE ENTRY PERMIT
- -
-
"'W . .... ,_
, l."" 'n......
1 0. " 2O H
, CO 310" ........
.!'alI . 0 0"" ......

--
' l"" ," ""'.
1 0, " 101 ....
, CO 1II0 ......,.
HlS '00 "" ......
-
......-
RttI"O' _
_____tor pef10d 0120 houl1lmllCi'n.....
!pI If lint ' pi 2ID1'tt
:=: =J
--'-- --'--
--'-- --'--
, '
I' J l.t L...... .A,

....... tI ..........

-
, ,,.,, , ft .....
1 0 ," 11 _
' CO . 0_.....
_ '0 0 _ .....

.__...-._-_.. -
.__.. __.. _----_.. __..,...... .-
I _ 1-.... - - - '- - - ------'
, I"I! L ..... _ __' _ _ _ --- ' _
--
..=:.
,,,, .. .....
10," Ill ...
' CO .0_.....
IQI '01 _ .....
.-
:---_..--:,,-.:::-..:.-.__.. _... ._----
..
290
ENCI,OSEP SI'ACJo: Jo;NTRY INSTItUMENTATION
29 1
Cumhu8t ibl('-r;:as indicators t hat 0"".
. ... '
r('qllir(' lIuffir wnl uxyjren for t he in t (bum inR)principl,
. . B rument to fu
rcr e. thl ll type of In!:itrument is not' ncuon properly. There-
SUltahle wh
g
en_d('ficil'nt compart ment such" - en lIampling an OXY_
an merted car
Consult the manufactuH' r's ma nual ' 1- ' KO tank .
or a Istmg of b
adversel y nffcet t he perform an eoof an . eo stanceBthat could
. - Instrument At h
ing load, si licones , and Silicates should L _ . moep erellcontain_
.... avOi ded as th .
curat e readinga with a combusti ble gas i di l'ycan cause mac-
. . In lcalor.
In gl'n eral , a combulltl ble-gas indicat or is ullefu! for d .
ing the level ofvapora gi ven ofTby a flammable Ii . and measur-
eJl. plosive hmit (LELI.The LELrepresen' Ath relative 10 the lowl'r
... l'mlOlmumconce t ti f
vapor that must be present in airto supportcomb ti If n lon o
. n heoi h aa t lUI Ion. thehqwdhasa
hi gh as POint, s ue as Jet fuel or diesel th I .
dil h e eata ytic sensor cannot
rea I Ymeasure t e concent ration in a space due tc the absence0
to support combustion. f vapon
A combus ti ble-gas indicator will not respondeorreei t h
"n.,ywen me8lluring an
at mol'lphe re wh ere t he concentration of nammabl" . .- th
apors IS aoeve e up-
per limi t (UEL), commonly referred to as a "rich- mixture. The
catalytic se nsor may initially react to the presenceof a high concentra tion
of vapors, but it will then fall off as the rich mixture is drawn through the
instrume nt. A ri ch mixture is incapable ofsupport ingcombustion; this af-
fects the pe rformance of the hot-wire filament , causing erroneous read.
Ings from the ins trument.
The combust ible-gas indicator is typically calibrated by the manufac-
turer, using a represen tative gas such lUI penta ne. The characte ristics of
pe ntane are simila r to a wi de range of hydrocamons, making it the gas of
choice for calib ration of t he instrument in the factory. In the field, how-
ever, whe n sampling for the presence of a combust ible gas with substan -
t ia lly different charact eristics from pentane, it is necessary to apply
re sponse factors provided by the manufacturer. The meterreading oft he
instrument is multiplied by th e appropria te response factor 10find the ac-
tual concentration of a specific gas in the space. Table 13-3l ist8 the rela-
tive responses to various combustible gases for an instrument calibrated
Using pentane. In t he case of styrene for example , note that an instrument
(mete r) rea ding of 10 perce nt LELequates to an actua l reading of 19 per-
cent LEL in t he a t mosphe re oft he space whenone appliellthe fado rof 1.9.
s.
4.
2.
3.
6.
Electrochemical Sensors
Electrochemical sens ors are used to detect the presence of oxyge,nand a va-
, , . I way to
nety of toxic ga se s. An elect rochemical sensor works a ar
that ofn small battery but one chemical component, which IS necessary to
Prud I ' .. ., h aor cell When a suspect
-" uce e ect n c current IS mrssmg from t e senao .
.. h ' . diff through a membraneall
uc 88 hydrogen sulfide is sampled. It muses . I th
,- f t o ' th the chenuca8 on 6'
.... p 0 the sensor, The hydrogen sulfide reec.... WI
Figure 13-11. Multi gas moni lorw
Courtesy Mine Safety
Company (MBA).
Passport FiveSta r Personal Alarm
Watchman Mul ligas Monitor
Catalytic and electr ochemical sensors a re the most common types
found in POrtable tnetrumenta used to detect gases.
Catalytic Sensors
combustible_ .as indicator uses 8 catalytic se ns or to dete ct a nd measure
array of flammable vapors in a space. The se nsor con-
l ent. l?at is heated from a battery supply. The heated
xldlZelJ) any flammable gases in the sa mple being
n rume t. The wire heats up, causing an increase in
whit suits in an imbalance of a "Wheat stone
n I ce c'P}verted to a meter-reading whi ch is
e ft I r plosivelimit(LEL)inthe caseo[a
r eral 0 are worth mentioning concern'
photoionization Devic es
. . tremelylowCQncent ra-
PhOlolOnization devices are useful for measunn g th tmoephere of a
lions of various subs tances that may be prescnt 10) 0 ', I. t light to first
. . t ment e use u travt
pace 10a vaporous state. These lOS ru b tween two charged
, . th n passes e
IOnize the gas bein g sampled. The gas e M thegas ions move to
plates that separate the gas ions and freeelect rons. d photoionization
th I th t be measure .
, e P ales, a current is gener ated a can I cent rations of vola-
Ul8trument.s are currently us ed to detect low-Ieve can
tileorganic compounds (VOCs ).

2.3
spacebeing te sted'.Th e detector tubes are made ofglass andcontaingran-
ules that are chemically treated to react to the presenceofa specificgasin
the sample. When it is necessary to test a space, the appropriate detector
tube is selecte d. and the point ed tips of the glass tube are brokenofT. The
tube is inserted into t he pump assembly or holder in the remotesampling
line. Ameasured qu ant it y ofthe at mosphere fromthe spacein questionis
drawnthrough the detector t ube using the pump. Theconcentrationof va-
por is indicated by the length of discolorat ionofthe granules. whichcanbe
read off t he scale printed on the tube. The scale on the detector may
give the reading directl y, or a gui de must be consulted to deterrm.ne the
level. Detector tubes generally have a st ipulated shelf life, and this date
should be indicated by the manufacturer on the packaging. The
levelsfor several selected toxic gases are shownin table 13-4, by
the American Conference of Governmental and Industrial Hygtenlsts
IACGIH).
Figure 1312. Detector tube and hand-operated bf.Uow8 pump. Courtesy Mine
Safety Appli ances Company IMSA).
TARLE 133
to Co mbufltible G fUle8 (or
H I uve R(' lIponN"
o I Ca li bratl'd Usi ng Pentane
In lilrum('n
Factor by Which to
Multiply LEL Meter Reading
1.1
0.8
1.1
2.2
1.1
0.7
0.7
1.3
1.1
1.5
0.6
1.0
1.0
0.8
I..
1.1
0.s
1.6
Combustible ('.a$
Acetone
Acrylonitrile (1)
Beneene
Carbon disulfide (1)
Cyclohex
ane
Ethane
Ethyl ene
Gasoline (unleaded)
Heptane
Isobutyl acetate
Methanol
Methyl tertiary butyl ether
Pentane
Propane
Styrene f Z)
Toluene
Vinyl acetate
'1M& P naphtha
ENCLOSEDSPACE ENTRY
Noltl "
I. The1M.' compou.nda may reduce the M'ns itivity of the cc mbustj-
ble-gu ,.MOr by pcieoning or inhibiting t he catalytic act ion.
2. TheM compound, may reduce the lW' ns itivi ty of the comb usti-
blf"pIIl1tnsor by polymerizing on the catalyti c eurfece.
3. Far an instrument calibrated on pentane, multip ly the displ ayed
pereent of LELvalue bythe eonveraienfactor to get the true per-
cent of LEL.
4.Theee convenionfacton eheuld be used only if the combustibl e
gu il Imown.
5_ The-eeonvereten ractof'll are typical rOf a Watchman Multigas
Monitor. Individual uniu mayvary:to 25 percent Irumthese values.
Courte.yMSA
292
sensingelectrode, which reeulta in an elect ri cal current t hat can be mea-
red. Thesesensors are designed to detect a specific gas; ther efore t he op-
e itot must knowthe makeup of the atmospher e prior to t esting.
x g'B sensors work in much the same way as oth er electrochemical
fS. fromthe sample diffuses into the cell and reacts to pro-
elel:tn 1,11 current. Oxygen sensors typically use the oxidation of
eI)lfsl . The oxygen cell in a portable instrument gen-
ernce ranging from one to two years depending on usc.
n . ill Igsadetectors, many vessels are also equipped with
m nd:d lector tubes for measuring the concentration of
1ft pace. Figure 13.12 shows the detector tubes
II w PUn'iP. used for drawing the sample from the
CHAPTER 14
Pollution Regulations
295
Op erational
1. Deballa.d i ng-the disposal of contaminated ballast water intothe marine
environment . Present -day concerns over the content of the ballaat water
go much farth er than contamination by the cargo. Historically, the pri-
mary focus of authoritieswas conmminationoft heballast water byoil and
noxious liquid substances cNLS). Today, vessE.' ls are known to tr ansport
ballast water with unacceptable quanti ties of bacleria, plant and marine
organi sms, and solids (silt/mud) fromdistant regions of the earth.
2. Tank washings-disposal ofcargn'wster mixtures fromthe washing and
flushing of cargo tanks into the sen.
3. Pipeline rlearinJl-flushing the contents (residual cargo) of the cargo pip.
ing into the sea.
4. Cargo tra1ls{er-scddental diachargea of cargo during londing and dill'
charging operations. ThE.' transfer ofcargo is 811110cinted with 8 heightened
risk of pollutionfromthe following:
SOURCES OF POLLUTION FROM TANK VESSELS

th.e past decades, increased public awareness ofthe de-

te noratmg condition of t he marine environme nt has prompted cor-
rect ive action both on t he national and international level. One oft he ta sks
early on was to ident ify t he primary sources of polluti on fromt he cargosys-
tem of tank vessels.
Th e following lists , se para te d according to genera l category, showa num-
ber of potentia l sources of pollut ion from ta nk vesse ls:
15
5
35
2.5
150
REVIEW
ENCLOSED SPACE fo:NTRY
TABLE 134
E][poIlUI"CLevel s for Tmci c Gall es
Threshold Limit Value Sh ort Term E%posu.
(ppm) Li mit (pp m) re
25
10
2
25
0.5
50
100
SubstOllN'
Carbon monoxide
Hydrogen sulfide
Sulfur dioxide
Ammonia
Benzene
Toluene
Xylene
Courtesy MSA
294
1. What are the primary hazards associated wit h entry in to a n enclosed
spare?
2. List two methods of gas-freeing a cargo ta nk.
3. When prepari ng a compartment for entry, how lon g s hould the
be ventilated with air? spact
4. Pri or to testing the atmosp here of a compartment, what che cks should
be perfonned on the inst ruments?
5. to ent?' i ntoanenclose d s pace, t he atmosphere s hould be te ted
using what instruments? 8
6. Referringtothe previousquestion, what instrument readings are consid
7 ered certify a space"safe for workers"?'
. work is usually necessa ry to make a space "sa fe
or .
8. that should be a va ilable at the point ofent ry while
ne are in an enclosed space.
9. In the event a person workin .
is the first action that an enclosed space is in di stress, what
en are the service f ce taken by standby personnel ?
t1 80 a marine chemist required by fed er al regula-
a U ications contain ex II .
r io ing end ce ent guidance concerning the prepa-
ce' procedure to be followed when entering an en-
t li tof sensors employed in
FEDERAL POLLUTION LEGISLATION
297
. 'EDERAL POLI.UTION LEGISLATION
. . n [i e ahip'aname. call sign, official
Introduction and general mformll
tlO
:", liMO)international num-
number, International Maritime OrgllnJ1Bbon
ber, and principal charucteristice!
Notification procedures ' roredures delllingwith ope1--
Shipboard aptll-mitigaticn proceduresu.e..p
ational Ilpillaand vessel C8sualti8S)
1.
2,
a
Figure 14-1. The U.S. Coast Guard requires all vessels to displaythe placardre-
garding discharge of oil. Courtesy U.S. Coast Guard.
up to $250,000 for individuals and up to
possibly half going to the informant-s-in additi on to ajail eentence of'up to
six years.
Oil Pollution Act of 1990 (OPA 90)
, id I db I d iecea ef US legislati on
One of t he most controversial and WI eye a e pi ' .
dealin g with pollution is t he Oil Poll ution Act of 1990. Thi s many
cII
' Ioi ......... 5 In addit ion to man-
facets of the transportat ion and han mgo 01 cargoe . , t di
, , (th d ble-hull reqUlremen 15-
dating changes in vessel cons truction t e ou d the ability to
cussed in chapter 1) the act addresses and provide a plan
respond to a s pill. Under OPA 90, owners must deve nolluti on incident oc-
of act ion to be followed by vessel personnel when a .it . uknown contains
Curs or is likely to occur. The vessel response p,lan, ah" t" et be 'approved
" ' l i trucbons t a mu
general information and IDS . must beaddressed in the
bythe U.S . Coast Guard. The folloWlngcatego
n es
plan :
DISCHARGEOF OIL PROHIBITED
- The Federal Water Pollution Control Act
hibitS the discharge of oil or oily waste into or uponthe rravigobl
of the United States, or the waters 01 the contiguouszon:
or which may affec t resources belonging to. appertaining
to or under the exclusive management authOrityof the ureteo
Stdes.11such discharge causes a filmor dISColorationof the surfoce
01the water or causes a sluoqe or emulsion beneath the surface
01the water. Violators ore subject to substanti al civil penalties
and/ or criminal sanctions. inCluding fines and imprisionment.
IJ1
Re port aUdlKhUJel to the /11
' Nati onal Rel po nse Cen t er It 1.80ll-4Z4.1801 ,
, or t o you r lou J U.S. Coast Guard ofliu
by phone or VHF radlo, ChVlnel 16.
Overfill of IIcargo tank during topping-ofT
Overfilling a slop ta nk .
tured cargo hose or loading ann . .
Rup lank resulting from gravitenon betw('en tank
Overfi ll of 8. carg o . a
Vellsel l"<j uipment or pipin g failure
Structural failure orthe vessel
Human erro r I'd '
, h d" nnQaI of accumul ated cargo (so I ) Teftldut'a and
Mut;i:mi1- t e 18,. _ "'-'Ill!
that has been physically removed from t he tanks .
' - 'I' the uncontrolled release orthe cargo ta nk atmo sphere do
AirI"" utwn- . r
I
di
d
baIlaBting operati ons on the tank vessel.
ing 011 ngan . . .

' -'w' n-cthe accidental discharge of oil while oonduetin..,

Bun ,rl1l/J ope,.. . ....
fuel oil transfer (bunkeringl operatlon on a vessel.
POLLUTION REGULATI ONS
7,
s.
1. Grounding
2. Collision
3. Fire le:rpl03iofll
" Struct ural failure
.,
296
Vessel Casualti es
Cargo may be released into the envi ronment as 8 r esult of 8 vessel casu-
alty:
federal Water Pollution Control Act (FWPCA)
er a) Water Pollution Control Act(FWPCA), the di scharge of
nofthe United States is strictly prohibited 8S conveyed
In fi ffie;phitard (fig. 14-1) that is required ttl be di splayed on
e t 3 CF,lt Part: 155.450).
Anumber of national regulations have bee n implemen ted ttl reduce poilu.
fionofthe marine environment. These include the Fed eral Wa te r Poll ution
1972, the Act to Prevent Pollution from Ships 1980, and t he oil
o U,tl n Act of 1990.
298
pOLLUTION REGULATIONS INTERNATIONAL POLLUTION LEGJ!H.I\TION, MARPOL
299
e activities u.e., qual ified ind ividual'!! reap
4. Shore-balled . IIall t he orgsnizationnl atruct ure ofth ol1
aib
ili.
hell and au thon ty 11 8 we e rellPonlle
team) ' " mlvemmental, corporate, and contractors)
5 Liat o{conla cts 1. (' ..._ I d h
. . . nte for vells"! pereonne an 8 ore response t(o
6, Trairo ng requJrf'me d ' 'II 8m
7. Drills({requencyandexercises to eternune 6pl -response prep a redneS8)
8. Reviewand upda te procedur es
9. G!>ogr8phic-specific appe ndices
10. Vessel-specific appendix
INTERNATIONAL POLLUTI ON
LEGISLATION, MARPOL
Legislation aimed at reducing pollution from has evolved on the
internat ional level through the efforts of the Internationa l Maritime Orge-
nization HMO), which has been instrumen tal in hammeri ng out th e rules
limiting the discharge of cargo residues from tankers. Th e most compTe_
hensiveof the IMO convent ions dealing with marine pollution is the Inter .
nati ona l Convention for t he Pre vent ion of Pollution from Ships , 1973, as
modified by th e protocol of 1978 commonly r e fe rre d to as 1\IARPOL 73f18.
There are six annexes with in MARPOL, each dealing wi t h a di ffer en t form
ofpollutioD8S follows:
AnnexI-Regul ations for the prevention of poll ut ion by oil
AnnexII-&gulationl for t he contro l of polluti on by noxious liquid sub-
.!an
nI-Regulations for the prevention of pollu ti on by harmful sub.
tan'tes carried in package form
-ffiogulotions for th e pre venti on of pollution by sewage from
ations for the prevention of pollution by garbage from
entioD of Pollution by Oil
m 'h USCG Marine Safety Manual summa-
r enta concerning the discharge of oil
Conlrol of Discharge of Oil from CllI'go Tank Areas ofOil Tankers
--
Sea Areas DiSl:hargeCriteria
Within a SPECIAL AREA
NO DISCHARGE
eKtepl
clean' or
segregaledballast
Within so nautical miles
NODISCHARGE eKcept clean or segregated
from land
bal1ast
NODISCHARGEeltcepteither.
(a) cleanor segregaled
(b) Of when:
(I) the tanker i$ewoure; and
(2) the instantarlcoU$ me of disctw&e of
oil does notexeeed 60 lilJ'eS pernautieal mile;
Outside and (Cilallgd to 10lures flm)
,
(3) the tOlal quantIty or oil disctwged
SPECIAL
More than SO nmfromland do
,,'
exceed 11 15,000 (for nntutg
tankeD) { IIJO,OOO for tiJllUn} of lhe
AREA
total quantity of cargo Il.hich .....as carriedon
the PTC\;OU$ voyage; and
(4) the tanker has in opention an oil
dischargc monitonngand coolrol lyS.tem and
slop tank arrangements as reqUIred by
Rcgulation ISof Annex I n178
hi h h been so cleaned that the effluent
"Clean ballast" is the ballast in a tank ..... lC. as ecdISPPM
therefromdoes nor create a visible sheenor the011 contenl C'lC '
MSMb f sho.... chiJngtJ dut to C'Urrtlll
Note: Items III brackets { Jare not i ll ,he currt lll II
regulation changes
. t h d' cha rge at sea of cargo
Figure 14. 2, Summary of t he regul ati ons goverrung e IS
. . C "' n U S Coast Guard .
reeiduea from oil tanke rs. our teay . .
. ' 1record book contains a comprehen-
requires detailed record-keeping The 0.1 th t must be chronologically re-
sive list of the cargo and t nter the date operation code,
corded on the vessel. Vessel person
ne
-olur e and any in the
. . h priate co umna k
and Item number m t e appro . in the oil record book must be ept
space provided (fig. 14-2). I art state inepectcre (fig. 14-3). A
up-to-date and available for review by P, C rtificate (lOPP) must else
valid International Oil Pollution PreventIOn e
be maintained by the vessel.
Figure 14-3 . Sample entries from an oil record book for cargolbaJlast operations.
Courtesy U.S. Coaet Guard.

Offid al Numbtr Of Call SIJ:n:
301
INTERNATIONAL POLLUTION LF.G1SI.ATION. MARPOL
3.
2.
1.
CAn :C'.oRI ES
Unde r annex II, noxious liquid substa nces are categorized in the fonowin
ways, ba sed on the hazard they pose to the marine en . . g
CA ' r .d vironment .
.ategory : nnxroua tqut substa nces which present a major hazard to
manne resources or human healt h resulting from deball astl ti
. Ing opera I Ons
and th e disposal of tank washings into th e sea These sub tan .
" . s ces reqUIre
the most stnt;'gent pollution control measures due to the possibilit y of a
bi oaccumulatt on hazard or high toxici ty level to aquat ic life and to hu-
man s.
Category B: noxious liquid substances which present a hazard to rna-
rine resources or human life resulting from debal las ti ng operations and
th e disposal of tank washings into t he sea. These substances require epe-
ctal pollution control measures due to possible bioaccumulation of short
du ra ti on, possible tainting of seafood, or moderate toxicity to aquatic life.
Category C: noxious liquid substances which present only a minor haz-
ar d to marine r esources or human life resul ting from deball asting opera -
tio ns or the di sposal of tank was hings into th e sea. These substances only
require s peci al ope r ational measures due to th e fact that t hey range from
slightl y toxic to nontoxic to aquatic life.
Category D: noxious liqui d substances which present only a recogniz-
able hazard to marine re sources or human life resulting from debaUasting
ope rations or the di sposal of ta nk was hings into the sea. These substances
only r equire some attention through operational measures due to the fact
t hat they ar e practically nontoxic to aquatic life,
Dl SPOSAL OF CARGO RESIDUE
IMO established detailed crite ria governing the proper disposal of cargo
r esidues in each NLS category. These include a number of cont rol
eu re s designed to significantl y reduce the qua ntity of NLS cargoes dIS'
charged into the sea:
Cargo stripping: efficient strippingof the cargotanks to reducethe quan-
tit y of residues remaining on board at the completion of discharge
Clean ing anddisposal procedures (CDP):includes prewash ofcargotanks
at the discharge port and the use of reception facilities
Ventilation procedures:removal ofsubstances witha highvaporpressure
In addition to these control measures, a number
f
. I' ' d s ubsta nces tnto e sea:
met with respect to the discharge 0 noXIOUS iqur
1. Vessel speed while proceeding en route (during discharge)
Che mical s in Bulk (BCB l as appropria te baRed th dr .
of th e vessel. on e ate 0 construction
1500barrels S/14182 1.8. Smith
Port Pine Texas
I C3CandSC
Record of 0 tritiooil l i earure of officcrs in ehar t .
No.5 Port lank
PonShaw CA

111 111'821.8. Smith
Port Shaw CA
Hea fuel oil r-sc 1-5 S8 and I-SP
es
2 C
SC
No 8/18/82 0 .8. Mi ll er
POLLUTION REGULATIONS
(circle one)
CARGO/BALLAST OPERATIONS (OIL TANK t: RS)
MACIII NER\' SPACE OP[RATIO;'ll S (AU . SIII PS)
DATE CODE
ITEM
8.1 11/82 G
21
28
"
Jl.I
811 -1182 A 1
2
)
8J1lY82 C e
7
8
81 18182 B 4.1
4.2
s
Signalure of Master:
300
ANNEXII, Control of Pollution by Noxious Liquid Substances
(NLS)
contains the regulations for the control of pollution by noxious
ncea! NLS) transported in bulk. In an effort to minimize the
o h: annex II of MARPOL 73/78 requires that
C quipmenb-, and operation of chemical tankers be
t r: In!International Code for the Construction and
a . banglrrous Chemicals in Bulk (lBC) or the
ton a Eg\l.ipment of Ships Carrying Dangerous
III conttliOS det ailed of the vessel' s physical layout and
\I m
ent
as well as ope r at IOnal pr ocedures t hat must be followed in an
to COlDply with the requtrerneots of II of MARPOL 73n B.
The maoual contain inst ructions for per sonnel con-
ductin g cargo handhng, tank cleaning, handling of slops, and the ball ast-
. g/deballasting of car go tanks .
In The manual should contain the followi ng informati on and operati ona l
instrUctions:
303
INTEllN
A
1' IONAL POLl. UTION LEGISLATION, MARI'OL
POU,UTION REGULATIONS
Dischs TgC ofcmuent belowth e waterline, taking into accOunt t he I .
of 8E'a l>l:at1o
n
V,
ssel location with respect to a ny designa ted "s pecial e re
. "as IUl y,.
the minimum dlstan" offshore ell
MllXimuJn quantity ofeubst.ances pe rtank which may be dis h
c argedto th
M' e
Muimum concent ra tion in t he s hi p's wak
Minimumdepth of wate r at sea dunng the dis ch a r ge e
3.
2
s
s
..
302
L
2
3.

,.
CARGO RECORD BOOK
The cargo and ballast operations perfonned on a ve s se l carryi .
liquid substances in bulk must be record ed in a n approved ca:
g
ODOlUO
US
book. The cargo record book must be completed for each tank i gh,record,
following occur: n w Ich the
Loadingof cargo
Intern al transfer ofcargo
Unloading of cargo
Cleaning of cargotanks
Mandatoryprewash inaccordance with the procedure s and
IP&A1 manual arrangements
6. Ballastingof cargotanks
7. of ball as t fromthe cargo tanks
8_ ofreeiduee to reception facilities
9. Discharge Into the
10. Accidental or other h
f
residues by ventilation
a isc arge of cargo
As in the case of the oil record book .
person in charge of the operation ,.entnes mus t be completed by the
The cargo record bookis subject to.and signed by the mas ter of t he vesse l.
elate authority. mspechon and review by competent port
SURVEYS
transport of noxi ..
as well ous substances in bulk
on. C tinuin periodic surveys by the na g
. f'og comphanc ith
WI h e insyectors ofth e WI the requirements of
e port states where the vessel
1. Alist of th e NLS cargoes the vessel is certified to transport and cargo spe-
cific information
2, A list of the cargo tanks and the nOxlousliquid substance(s) that may be
earned
3. A descri ption ofthe equi pment and arTangement8 in the cargosystemin-
cluding such ite ms as the fonowing:
Line drawing of the cargo pumpin g and stripping systems
Cargo heating and temperature control system
Identification of tanksto be used for slops
Description of the discharge arTangements
4. The detailed procedures to meet the standards for the specific vessel, in-
cluding such items as:
Stripping methods {cargo tanks)
Methods of draining cargo pumps and pipelines
Prewash programs for the cargo tanks
Ballasting and deballasting procedures
Procedures for the discharge of cergcwater mixtures
Proce dures to be followed when a problem develops involving a devia-
tion from the approved discharge procedure
Ata ble of th e qua ntity ofcargo residue ineach tank upon completionof
st ri pping operations
Ata ble indic ating the quantity in the tank alte r performing the water
teet
The master of the vessel shall ensure the di scharge of cargo residues is
conducted in accordance with the guidance contained in the P&Amanual.
CERTIFICATES
Upon satisfactory completion of a survey, including approval of the P&A
manual, the vessel is issued an International Pollution Prevention Certifi-
cate for the Carriage of Noxious Liquid Substances in Bulk or a Certificate
of Fttneas for the Carriage of Dangerous Chemicals in Bulk. Both are usu-
ally valid for a period not to exceed five years.
POLLUTION REGULATIONS
30'
POLLUTION REDUCTION EFFORTS
. been made wit hin t he tanker indust ry to redu
d
st n des have . f h . . "
'l'remen QUS d . I ntional pollut IOn 0 t e manne enVI ronment
th
Id ntal an to e de coerati 1 .
bo aCCI e wn in the following list , inel u e operatrona measures ae
vessel design and equipment:
CHA PTER 15
,r
I.
2.
3.

5.
6.
7.
6.
1.Isd-ontop
Segreg9ted -bsll sst designs
Shore recepti on facilit ies
Crude-oil.""sshi ng systems
Vapor control syslem8
Doublt'-bul l const ructio n
Efficient cargo st ri pping systems
Pr'ewlllIh procedurt"8and slops disposal
Inert Gas Systems
REVIEW
1. List the operational sources ofmarine pollution from the cargo system
ofa tank vessel.
2. Describe the methods used in the tanker indus try to reduce sea poilu.
tion bothoperationally and through vessel design.
3 Which of the IMOconventions is consid ered the most compre hensive
with respect to pollutionor the environment?
LI.!It the present pollution regulations governing the dischar ge of
a 0 residues froman oil tanker.
IS "special area"?
nIUl of pollution are addressed in each of the MARPOLan-
B8..Ubstances (NLS) categorized regarding poilu-
in a "Cargo Record Book"?
tafhed in a Procedures and Arrangements
I
n December of 1969 the shipping world was rocked by a series of explo-
sions that occurred aboard three VLCCs, the Marpeesa, the Mactra, and
the Kong Haakon VII. Each was a newly const ructed supertanker operated
by a rep utable company. The photogr aph showing the aftennathofthe ex-
plosion aboa rd the Kong Haakon VII (fig. 15-I) is a soberi ng reminder of
the potential hazards assoc iated with cleaning tanks on a crude-oil carri er.
Shi powne rs launched an extensive investigation todetermine the prob-
able cause of t he explosions. Although it was difficult to pinpoint the exact
cause in eac h case, the investi gat ion point ed toa staticelect rical discharge
as the pr obabl e source of ignition. Factors common to each incident in-
clud ed steaming cargo tanks at sea in a ballasted condition, employing
fixed tank washing machin es, and tank c1eaning(center tanks) at the time
of the expl osion.
Th e us e of high- capacity (fixed) washing machines (HCWM) delivering
water-and, in some cases, recirculated oily-water mixtures-e-at high ve-
locity and pressure against the cargo tank surfaces was linked to the
opment of a significant static charge. The benefits of fixed tank washing
had been recognized for some time, and rather than abandon this method
of cleaning, the tanker industry decided to vigorously pursue the concept of
controlling the atmosphere in the cargo tanks while conducting 8 wash. It
was determined that maintaining a lowoxygen content in the cargo tank
was the key to ensuring the safety ofthe operation. "lnert.gae," it is c?m-
manly called, is defined as a gas or mixture of gases contalOmg IOsufficlerft
oxygen to support the combustion of hydrocarbons. . .
The events in 1969 prompted the development ofmtemaLionaf
tions calling for the installation of inert gas (I syswmlJ'oncrud
"lnerting" then became an industry standerd't il
worldwide. The rules goveming..t!te design oJ!Elrati n i:l 81
307
,....,..

2-4 %
0.3%
.%
300mf)m
3
200-3000C
1,000 ppm
400 ppm
-
..-
-
SOUHCEs OF INEItT GAS
Nitrogen
Carbon dioxide
Oxygen
Sulfu r oxides
Water vapor
Soot
Heat
Carbon monoxide
Nitri c oxide
SOURC ES OF I NERT GAS
Figure 16-2. A block diagram showing the major components of an inert gee eye-
tern. Courtesy Richard Beedon and Eric Mo.
--
The exhaus t is dra wn ofT t he uptakes, processed in the scrubber, and
deliver ed via heavy-dut y fans to th e cargo ta nks . Figure 152 shows the
typical layout of a n IG sys tem on a steamship.
Th
'
e types ofinert ga s syst ems are in common use toda '( 11 n
, h' )' (21 il fi d l y. nue gae eye-
, (
steams Ip S , 01 Ire inert gaa generate t ' " hi
(elll . w TS meter 8 IpS and
barges); and (3). nitrogen systems (parcel la nkeral.
On exhaus t from, a mari ne boiler burnin g a residu al
fuel
oH
results In a mixture of ga ses with the following breakdown (approx-
imate values) :
I NERT GAS SYSTEMS
1apPeued 8S regul ti .
1 19'7 Th ... a l,on 62 10 the Safety of Life at Sea
srge e Imh.at merting requirements were obvi-
e earners that were employing fixed wash-
U li!!:@a;'ttanks. The success of theBe Systems in the
to xpa . .
n810northe iner'ting requirementB to
8 ele o(amaller tonnage.
'06
"gy 15-1 Theaftennathofth .
OC uJfi(i durlng!.he te k I e aboard the VLCCKong Haakon V/l
6
n c eanmg P-" h
. a e roceaeon t e ballast pas sage. Courtesy
1. Cooling
2. Removing the solids (soot)
3. Removing the corrosives(sulfur oxides!
4. Removing entrained water
Numerou s scrubber designs use varying methods to accomplish these
functi ons; therefore, the manufacturer's manual must beconsulted for the
details of the unit on the vessel. In a typical wet bottom scrubber (fig. 15-3l,
the flue gas ente rs t he base of the tower through a wate r seal. AB the. gas
bubbles t hrough the water , it is initially cooled and the larger soot particles
are removed This initial cooling is very important as It causes the corro-
sive sulfur oxides to be flush ed out of the gas while it
seal water and seawater sprays. AB the gas moves vertIcally t hrohu
g
f
. fb m t eye that cleanse t e gas 0
tower it passes t hrough a se ries 0 a ea or r .
, . ta t of t he gas with t he seawa-
the finer soot particles. The cont muous can c fi itieei th
. I t and removal 0 rmpun res m e
ter epraya results 10 further coo 109 ac Ion . I f
gas At th e top of the tower (outlet) th e final process m;ol;es 0
ph; sical water droplets from the gas . 'ryte first 0
tr ained water is accomplis hed by pesamg the gas
lik
roug I d re-
which ca uses the water to condense on the cellular- e matena an I
main in the tower. In the second method, the gas moves through a cyc one
. . .' ti on throwing th e water
or vortex se parator whi ch imp arts a spmnmg ac ,
These valves a re in an host ile environment-hot, dirty ,
lllld corrosive. ThiScan affect their ability to maintai n agastight seal. It is
mrnended th ese valves be operated on a regular bWli s and sootblown to
""'ure proper operati on. Some manufacturers have opted for an ..eea1
ellS' . I f tt t i
arrangementm ieu c a emp
take valves. The on th e boiler should never be operated in con-
'un
ction
with the inert gas system; therefore, interlocks are installed on
uptake valves to pr event such an occurre nce. Fr omthe uptake valves,
thehot-gas inlet line dir ects t he flue gas to the base ofthescrubbingtower.
Uptake Bell ows
Toaccommodate the thermal vari ances (expans ion and contraction) ofthe
piping during operation , an expansion joint generally referred to as the
bellows is installed in the hot-gas inlet line. According to surveyors, the
bellows repre sents a weak leak in the piping system; it is subject to metal
fstigue and holingover time, possibly resultingin air leaks in the system.
Scrubber
The scrubber is the primary processing unit that converts the hot , dirty,
corrosive flue gas into a usable inert gas which can be safely delivered to
the tanks. The scrubbing process has four functions:
309
SYSTEM COMPONENTS
oiler -uptake va lves or flue-
Giant when it is secured.
GENERAL REQUIREMENTS
FOR AN INERT GAS SYSTEM
t i owners are installing oil-fired inert gas gen
J
construe ron. . d h erato
nnew h.n IOwarddie!lel propulsIOn an t e custo mer s' d re
ult ofthes I . k . crnshd
as a res lit inert gaB. On parcel tan era tr ansport mg catgoes a
(or better qua . Y' .00 concerns over quality assurance have led to ' h
euve ttlcontamm
a
I , e in.
stallation o( nitrogen syatems.
The inert gas system must be designed and as necessa ry to rnain_
tain the at mosphere in the cargo tanks In a nonfl a mmabl e condition
throughout the operating cycleof t he unless the tanks a te gas free.
Regardless o(th e type ofi nert gas system Installed on th e vessel, it should
becapable o(supplying a gas or a mixt ure of gases with an oxygen contt'nt
0(5percentor less by volume. This enables the operator to mainta in an ox-
ygencontent of8 percent or less by volume in the cargo tanks. The onboard
IGmanual should always be consulte d as some companies and te rmi nals
havemorestringent requirements concerning the oxygen level to bemain-
tainedin thecargotanks. The ot her general requi rement for the IGsystem
relates tothe operator's ability to mai nta in a posit ive deck pressure at all
times. Thepurpose o(tms requirement is to prevent the ingress of air that
couldpotentiallycompromise the inert status of t he cargo tank or the en-
vessel. By regulati on, the operator must maint ai n a minimum of 4
inches(.100 mm) water gauge (wg) during the oper a ti ng life of the vessel.
States rules concerning inert gas sys te ms have been barmo-
niaed the SOLASrequirements to eliminate t he di screpancies that
onceexistedbetweent he systems found on international and domestic ves-
ta r;fer to Title 46 CFR Part 32.53- 10). It is important to realize that
e past twenty years, the rules governi ng the design and opera tion of
have been amended several times as operators gained more ex-
th eyeteme. To stay abreast of any changes that have been
operato rs sho uld cons ult the appropriate manu-
808
INERTGASSYSTEMS

- ... Hoi 085Inlel

,
,
,
,

311
SYSTEM COMI'ONF:NTS
In e rt Gas Fan !'!
Thenext. major in the system is t he IGfans. Two inert gas fans
are the c.ombme d capacity of which must berated at 125 percent
ofthe maximum discharge capaci ty of all the cargopumps that can beoper-
aled simultaneously. Th e inte nt of thi s requirement is to enable the opera-
tor to a positive deck pressure t hroughout the cargo discharge.
Installat IOns va ry, but most owners opt to exceed thi s requirement by in-
stalling two 125-percent-rated fans. The advantage claimed for this ar-
rangement is that if either fan fail s, it would not adver sely impact the
discharge of the ship. The IG fans are typically driven by
heavy-duty el ectric motors and equipped wit h isolation valves on the suc-
tion and discharge sides. The fans should be visually inspected on a regular
basis through ports located in the top of the casing for evidence of deteri o-
ration such as scori ng, acid damage. and carbon buildup. Duri ng opera-
tion, the fan should be checked for excessive heat and vibration. Upon
shutdown of the system. a freshwater rinse of the fan blades is recom-
mended for a period of fifteen to twenty minutes. On the discharge side of
the fans . two sensors a re req uired, one for monitoring t he temperature of
the gas an d t he ot he r for monitoring oxygen content . The alarm sett ings
are as follows :
.<
,<
. .....
.....
seal I Weir
,- - ...... , ---+ Gas oullel
: Demister ! r
I NERT GAS SYSTEMS
scrubber-typlcallllYOlll

,
,
,
,

-rrr-
, "
.. : .. '\
-..
, ' .
, , .
, , .
Ii-
.,
' --
310
Drain to overboard
Figure 153.lntemal viewahowin lh
tesyRidlardtl --d . g ecomponenlsofawet bottomscrubber.Cour.
Dell onand Ene Ma.
High gas temperature-U.SJlMO: 149F (55 C)
High oxygenaJarm- U.SAMO: Operator-set value (but in nocase higher
than 8 percent oxygenbyvolume)
h .. .
thiapointthe gas is full II aped catcher where it 18 drained away. At
important to real,' th y pro
h
ceased and ready for deli very to t he deck. It is
r
ze et t escrubb d .
o the undesirable elem ts i h er cee not achieve complete removal
Overti . en 10 t e gas .
me, detenoration of th
pectedbased upon thee1Ii . e components in a n IG syste m ca n be ex-
te I crencyof'the bbi '
rna surfaces of th ecru 109 process. To protect the m-
employedagainstth. e either special coatings or liners are
t corrostve elem 18' h
ureamust becarefull . en In t e gas. The anticorrosive fee-
ber8hell. Uponahut d: 1n8
P
r

hcted
to ensure proper protection of the scrub-
flush d . wnc t e eyete it i
fl e WIth seawater f . m.r 18 recommended the scrubber be
._ue-gll! SY8tem8hes tPhenod of 30 to 60 minutes. Experience with
...,nance h ... at ro t".. .
18 t e key to . u me me pection and preventive mam-
enalln ng aef .
. e, unmterrupted operation of the IG
gth Fresh_Air Inlet
(. 1
Which p . P anta have a fresh -air inlet on the sue-
errnita the s <- b '
yetem to e used for gas _freeing
The reli abili ty of t hese instruments is cri t ical to t he operator
termining t he suitability of th e gas to send to the
gas is eit her returned to the scrubber through a recirculation line or. m
later model syst ems, vented off directly to t he atmosphere.
Gas Pre ssur e Re gulating Va lve (GRVl
To control t he flow ofinerl gas to the deck distribution piping, most sys-
tems are equipped with a gas pressure regulating also knownas the
main control valve. This valve has two modes of upera uon, manual and au-
tomatic. In the automatic mode the gas pressure regulating valve operates
as necessary to maintain a desired deck pressure in the cargo ta nks. In the
manual mode t his valve is controlled directly bythe operator ofthe system.
At this point the inert gas piping leaves the afterhouse and proceeds for-
ward onto the cargo ta nk area. Safe operation any IG
permit flowin only one dir ection, specificallygoodqua lity gas flowin g
toward the cargo ta nks. This locat ion constitutes the between
what arc commonly called the nonhazardous and the potent lOlly hazard-
ous areas of t he vessel. To prevent the ret urn flow of flammable cargo
Back pressure in cargo tankS
'12
' 13
"""
SYSTEM COMPONENTS
Nonllowcondition
rtes Wilson Walto n Inu-matlonal.
Figure 15-5. Se midry type deck wster sea l. Cou Y
Gas compartment
I. Seal water level (normal water supply)
2. O\'erboard drain from the seal
3. Level sensors
4. Coatings or liners in the deck seal
5. Heating coils (in cold weather)
the seal, forcin g the water up t he .inlet pipe to form a water plug, The water
lug prevents the gas from enteri ng t he nonhazardous areae of't he vessel.
b ther varieties of deck seals are kn own as th e semidry and dry-type seal.
These seals operate in .t he same way all the wet -type seal; however,
they are designed to mmtmt ze wate r carryove r into the deck main and
cargo tanks during normal opera tion,
The semidry-type seal (fig. 15-5) employs a venturi to draw the water
away from the inlet pipe, permitting the gas to move through the seal with-
out having to ph ysi cally bubble through the water as in th e wet-type seal.
In the dry-type s eal (fig. 15-6 ), seal water is dr ained away at the start-up of
the system a nd the gas moves through th e empty compartment without
coming into contact with water. Some manufacturers employ a demister
similar to that found in the scrubber to physically trap the wate r and keep
it from passing to the deck main . Several checks should be performed on
the deck sea l including the following:
- - --:; - - -
,=,-:- - -:
. G:.:.> - ---_- :---- .-:. - =-
INERTGAS SYSTEMS
lnth t m 8 fle ries of nonret urn devices are r equired, providing
vaporsml ellySe .
a barrier between these two areas.
Ven t Li ne
981
n
dment.9 toSOLAS. a vent line was added to t he sys tem re.
Inthel arne ddi I' d i
. ts Thill vent provides an a \11008 ea reguar In t he event the
quuemen d viree fail According to 11\10 , the vent line and valve s hould be
nonrt'tum e. .. ", . .
installed in the run of piping bet ween the gas pres sure and the
deck isolation valves. This vent valve sho uld be wh en t he inert gas
I t
is nIT to prevent returning cargo vapors and iner-t ga s from building
. I ' at
uppressUf'('in the line again st the gas pres sure v ve. Th e vent
also provides a convenient location to the mtegnty of the nonret um
devices bysamplingthis sectionof the piping for th e presence of flammable
vapors using portabl e ins truments.
Deck Seal
Several types of deck sea ls are commonly found aboard tank vessel s. Re-
gerdleeeortbe design , the deck seal is the principle barrier against return
flow of flammable cargo vapors into th e gas-sa fe areas of the ves sel. The
wet-type seal shown in figure 154 is desi gned to funct ion as a non-
mechanical, nonreturn devi ce, pr oviding virtually fail-sa fe protection in
operation.
The deck seal works on a simple principle whereby the r etu rning IG
and cargo vapors exert pressure on the larger water s urface in the base of
, 14
INlm T GAS SYSTEMS
SYSTEM COMrON .
f,NTS
315
6. Demister
7. Venturi line and any valves in a semidry or dry-type seal
In addition to the checks menti oned above. t he performance of t h d
Ilealshould bemonitored through periodic t est ing for the presence t eck
vapors, using a hydrocarbon ana lyzer j ust aft of the deck sea l. cargo
enceoffl ammabl e cargo vapors at this poi nt in the system woul d indl pres.
problemwith the nonretum devices which would warrant furth er i reate
gation. nvesn.
Nonreturn Valve
On most systems, immediately forwa rd of the deck seal is the me h .
I I AI
I\ . h k c amcal
nonre urn varve. I or ewingc ec val ve is generally emplo d. it i .
th .' ht . I d d GO ye , ll ls el-
er weig . or apn ng- 08 e. tven the operati ng environmen t . hi
thi al f . m W lch
rueV ve uncnona. operetors should be awa re th at t hese val
t I ski ... ves are prone
o e ng or remammg m the open position thereby permitti
fl Th h . fi ' mg ret urn
ow.. e p otom gure 157 shows anonr etum valve which wa I d
was determined t hat it was frozen in the open position s rep ace
e nonreturn valveis requi red to b .d d . .
a second valv:::::::d
,...
Figure 7. Amechanical nonretum valvethat wasreplaced after it wasfoun d to
be frozenIn the open position.
Deck Isolation Valve
The deck isolation valve is generally a manually operate d valve (typically
but terfly or gate) that bl ocks t he cargo tank area from the after end oft he
system.
Deck Distribution System
F.ro
m
t he deck isolat ion valve, the inert gas is directed to the cargotan ks
VIa a bra nching deck main. This net work of piping ondeck not onlyserves
to supply t he inert gas to t he cargo ta nks but also serves, in many in-
sta nces , 8S th e vent and vapor cont rol piping for the vessel (see chapter 5
for details concerning venting and vapor cont rol systems). Analterna tive
piping arrangement less commonly seen for the supply of inert gas to the
cargo tanks is a connection between the deckmain and the bottompipingof
the vessel. This permits the gas to enter the bottomofan empty cargo tank
via the bellmouth. The deck main and branch lines should be equipped
with low point drains to permit the removal ofanyliquid that maycollectin
the piping system on deck. Liquids tend to accumulaw In the deck for
a vari ety of reasons including condensa.tiondue to temperature variation.
water-carryover from the deck seal, and cargoaccumulati on due to misting
and tank overfill . The smaller branch IinC's off the inert gas deck main
Back pressure in cargo tankS
Lhr--.LE
,
,
,
,
,
,
,
:
-_. .:....-
Gasflow towart! cargo lanks
s: DroP-=-
- lank. - -

ht e .
g International Maritime Or ge-
INERTGASSYSTEMS
316
SYSTEM (;CIMI'ONENTS
317
Cargo tank pressure-vacuum relief v I
line vnlvea) II vee (for vessels fitted with branch
A cent rally loca ted preS!lure-vacuu \
m re ief valve th
bullet valve for vessel s wit hout br h li on e mas t r iser or a
. _ anc me valves
One or more liquid pr essure-vacuum b
mai n ) reakers (located on the inert gas 3.
2.
1.
Figure 15-10 . Several methods ofiBolati ng the cargo t anks from the inert gaBmain .
Courtesy Internati onal Cha mbe r or Ship ping and OCIMF.
Figure 15. 9. The branch line off the IG main is connected to the cargo tank via a
deck penetrati on . Th e branch line shown here is equipped with 8 butterfly valve.

blank spada M
nk
0
8 t\ 0
gauging, water cuts, sampling, or taking te .
tank mp erat ures In the
Gas.freeing and entry by personnel
Segregation of dissimilar eargoes and thei r vapors
i .
2
a
ITtbll.IG main in Uti
8 ca se ente rs t he tank through
nte thecargotank via the side of th e ta nk ha tch (fig. 15-8)0'"1 e )y verti
penetrating the deck (fig. 15-9). cally
Cargo Ta nk Isola ti on
Thecargotanks must beequipped wit h some form of block va lve or b
ingarrangement. Systems vary from those t hat use a single butt Il lank.
in the branch line to those that employ a spade blank in serted erhy valve
pipingenters the coamingofthe ta nk hatch. Seve ral methods f W lere the o ISO at i
cargo tank rest of the vess?1are shown in figure 15. 10 nga
tanks are routmely Isolated for a variety of reasons : . Cargo
Pre ssure-Vacuum Relief Devi ces
Oneofthe ecnsequen ceaof' an cloe d .
sibilityof the occurrence of t e on tank vessel is th e poe-
amage. WIth this in mind, most
vacuum reliefdevices to protect the m(ore fi
fthe
followi ng pressur e-
rem see gore 15 11):
f.
319
De ck Pre lHlUre
One of th e general requirements of an IG system concerns maintai ning a
positi ve deck pr essure 01.1 the vessel to the ingress of air. To
assist the operator , a ll Installations are required to have a gauge which
gives a cont inuous readout as well as a permanent recording of the deck
pressur e. Audible a nd visu al alarms are required for both high and low
deck pressure conditi ons. In the bar gra ph, figure 15-13, some typical val-
ues for th e high and low deck pressure ala rms are given. An opera tor can
expect va riances in the deck pr essur e at sea as well DS duri ng cargo tra ns-
fer in port.
Structural of th e vellsel is imperative as expensive damage
can result from mechanical or human error such as the fail-
ure to line up th e sys te m cor rect ly. 1512 shows the damage that
occurre d on vessel '."'hen t he .number one center cargo tank over-
essurized dunng a loading Operation. (For further detail s concerningt he
::ethod of opera tion and t he typical settings for pressure-vacuumrelief de.
vices, cons ult cha pt er 4.)
. f m theoverpl'fllsuriution of number
Figure 15-12. Damage to th e dl.'Ck resulting 8 Cameron. U.S. Coast Guard.
1center cargotank . Courtesy Lt. Comdr. Doug .
EJ:cess vacuum
I b inert raa a
t h yal.ema are tyPically fitted with e Iiq-
eayal.emfrome t .
. . If re
mepfl>lIl1ureorvacuum
condl_

Normal 0J)8f8b01'l
INERT GASSYsTEMS
SYSTEM COM PONENTS
321
320
112"
99,S"Tank test head
".
PI/ bfk,r. pressure setpoinl
PV valve pressure setpoint
al arm
"
lowilfessure alarm
139'
PVvalve vacuum setpoinl
1 , PVbOO.vacuum setpOinl
i (In d HPI
SY51empressureand
se!pOitl t bar graph
Bar graph aho\lring the typical operating pressur es and setti ngs of
et dfilOOl in an inert gas system.
DECK PRESSURE AT SEA
will vary considerably based upon changes
F. r: enrnple. the deck pressure ca n be expected to
o n as temp eratures approach t hei r maximu m;
typj cally drop s off becau se of t he cooler
ma r Ouctuations in the deck pressure are
1 ater temperature a nd 8S a result of
v 1 lfrsonnel monitor the deck pres-
1 n i1 underway. In the event the deck
r; a e limi , it is generall y necessary
. th e other hand. should
Ice table limit, it may be
pr es sure. "Topping
already in the in-
s r prevent any
DECK PRESSURE IN PORT
Dl.lri ng cargooperations, t he deck pressur e must be carefully monitored by
he PIC to preven t the devel opment of any extreme conditions. Following
some typi cal causes of problems with deck pressur e:
1. Improper lineup oft he IG/vent system
2. Excessive loading rate
3. Excessive cargo pumping rate
4. Mechanical malfunctions (i.e., faulty PVvalves)
5. Constricted line [i.e., liquid plug in the line)
6. Cargo polymerizat ion
7. Shore vapor recovery problems Ii.e., restricted lineor blower assist)
Alarm and Shutdown Features
The inert gas syste m must have several alarm and shut do...."Ofeatures to
protect the system in the event of a critical fault . The required alarm and
shutdown features are as follows:
1. Lowcooling water supply to the BCnlbbing to.....er
2. High water level in the scrubber
3. High gas temperature-U.SJIMO: 167Ft75C)
4. Blower failure alarm
5. Power failure to the autoeontrolfeature
6. Loss of water supply to the deckseal
Sui table interlocks mus t beinstall ed such tha t any re-
eulring in a shut down of t he blowers also in \;:::.
pressure regulating valve. The au tomati cshu own ea ure ti
tern shoul d be tested on a regul ar basis to ensure proper opera ron.
lOG" oxYGEN READINGS
. . h PICmay encounter elevated ox
Dunng the operation ofthe IGsystem, t el on the discharge side
ygen readings as sensed at the fixed oxygen ana the source of
of the fans. Should t his occur. the m
h
u
h
lgh oxygen alann sounds.
h d k
t i act ion belore te l
t e oxyge n an ta e ccrrec we ful it may be necessary
If h
. a!ity are ansucceee .
t e efforts to tmp ro,:e gaa. qu . r b placing the system 10 re-
to divert the ofT.s peclficat lO
n
gas eit he /. al causes of elevate d OXY-
circul ation or vent ing to at mosphere. Some yprc
gen readings include the following:
1. Poor combustion control
2. Lowboiler load
3. Leaks on the suction side of the
4. Prolonged recireulati on
]acement met hod!'! a re routinely perform d .
and di splacement . Whi ch method a Ion inerted vessels: dilu-
tlOn ICU ar vessel I .
ted by the supply (entry) and ve nt ing (exit) emp oys 18 dic-
ta k ar rangements of t he cargo
tan s.
Dil uti on
The dilu tion (mixing) method is accompli shed t hrou h th . .
hi hi ' , hievi g e introduction of
gas at Ig ve DCI y, ac ievmg maximum penet ratio . to h
and considerable turbulence within t he ta nk atmo nhln ' The
h
h
. sp ere. e 8.100 IS to
create a omogeneous atmosp ere In the ta nk by th hi ..
h
. h . oroug y rmxrngthe
existing at mos p. ere WIt the mcoming gas. Experience wit h t his method
has shown that It ?enerally takes 3 to 5 volume changes ofthe cargo tank
atmosphe re to achieve full gas repl acement. Toachievethe he, ul
h
diluti t h d h a res te us-
ing t e I utr on me 0 ,t e supplyofgas isgeneraUy directedto a limited
numbe r of t anks, preferabl y one at a time, there byachievingthe maximum
velocit y to that tank.
Di splacement
In t he displacement (layeri ng) method, the gas enters thecargotankat low
velocity, forming a stabl e hori zontal interface between the incomingand
exiting gases. The gas enters the top of the ta nk and acts like a pistonpush-
ing t he exiti ng gas out via a purge pi pe or other suitable arrangement. To
minimi ze turbulence in t he tank atmosphere, the gas is generally directed
to a number oftanks simultaneously, th ereby slowingt he veloci ty. The dis-
placement method usuall y takes 1Jhto 2 volume changes ofthe tank at mo-
sphe re to accomplish full gas repl acement. Figure 15-14 illustr ates the
typical supply and venting arr angements and the methods that should be
employed when performing gas repl acement. For detailed guidance con-
cerning t he methods and time necessary to perform gas replacement con-
sult t he vessel's inert gas manual.
There a re generally two ways to dete rmine success of gas replace-
ment ope ration. One is by an experience factor With the partl c.ular vessel.
the ot he r is by tes ting and monitoring the tank at mosphere WI th portable
instrumen ts . Figure 15-15 illust rates a typical hydrocarbon
(model lOOTGa scope or Tankscope from MSAl used. to venfy
that a space has been properl y purged prior to A on th e
analyzer of 2 percent hydrocarbons or less by volume IS before
ventilating with air. Reducing the hydrocarbon ofthe space
tothis level prevents the tank atmosphere from becommgflamma,ble when
it is subsequently ventilated with air (gas.freed). An operator s und.er-
. h d . th k y to successfully controlling
standmg of gas replacement met 0 S IS e e . . . .
the cargo tank atmosphere and ensuring mamtamed m a non-
flammable condition throughout its operatmg life.
EMERGENCY PROCED URES
Failure to secure the ai r lIell ] ll r rangement of t he up take vlllv!.'
Faultyoxygen analyzer
5.
6.
I.
2.
3.
gas replacement
I at osphere in the necessary in order to
e cargo tanks. Two ga s
In the event of a total failure of th e inert gas plant to delive r the ro .
. . h d k h ..,qu1ted
quantityorquahty oflOert gas to t e ec , t eoperator of t he sys tern
take certainactions. Under domest ic rules, t he operator is prohibited
allowing t he creati on ofa l1ammable a tmosphere in the ca rgo tanks ' throm
fore, it may be necessary to suspe nd aUcargo operation s a nd hold thO d
ere
.
. rd e ueek
pressure m the vessel. In other wo 5, th e ope rator mus t not comp .
the inert status ofthe vessel by resuming the cargo discharge
benefitofthe IGllystem. Several safety concern s, particula rly in th U e
crude tankers, warrant thi s action. Also, local a nd terminal requi e caSe of
hibi h . f remen ta
may pro It t e resumption 0 cargo operations . The followin g li t
fth I ti I .. IS repro.
sents some 0 e po en ta igmnon sources t hat may pose a th t h
safetyof the operation: rea to t e
Pyropboric ironsulfide ignition
Static generationfromthe IG syste m
Static generationfromthe use of high-capaeity washi ng machines
The risk froman internal Source of i iti . .
enoughtowarrant the SU8 . f igru Ion ISJudged to be significan t
. h pension 0 cargo operati Sh Id
Wl S toresumeeargooperatiODs t he . o.ns. ou an operat or
err g81l systemor (2) to co ' only VIable options are (1) to fix t he in-
Port state inspectors an
1exte
rnal supply of IG.
are in compliance with the inrart
n
. om y c?eck tank ves sels to ensure they
e 109 requiremen ts .
325
INEHT GASm:m:RATOH.<;
I
' t y gas ba sed on the type of fuel employed, Forexampl, di 1 < d
qU9 I d d a lese -nre
inert sse oes not pro uce the 8,oot or corrosives typically en-
countered with ga s The bigher quality fuel produces a
cleaner burn whi ch In tum requi res a much less sophist icated scrubbing
process. ,
Inert ga s ge nerators a re very compact, typica lly consist ing of a com-
bined combustion and sc:ubbi?g uni t as see n in figure 15-16, The primary
function of the scrubbe r In an mert gas is to cool the gas prior to
delivery to the cargo ta? ks . The bu rner m th.e combustion chamber is sup-
plied by one or more arr bl owers and fuel 011 pumps. An ignitor fires the
. ed to verify the 8ucce8B of
I r 6N! n here 16 us
Figure 15-16 . The hydrocarbon ana yze r-. A pl,',nc<'s Compan y (MSA).
"f SS,l'ty P
th e purging operation. Courtesy" me
Ine rt ga s ma,n
10M gas main
men gas main

\ 1/
\IW
I
!.
--11 :
,
,
ampl f
o Iupply and vemin
DIIP..\.Ilcemen, h g arrangement8 used when per -
met od B D"I '
pipln C ' . I utton method via bott om
g. oumsy H den Enei ,
ow en ngmeenng.
c""' ,
' """""" I tocargoline
l(
,
o
A
INERT GAS GENEIl ATOIl S
8 (lGG) are typically installed on vesse ls that d
Inert gas gener8wf . I:'. h 0 not
d supplyofoxygendefiCI ent gas lor use In t e carg-o lank I
possessa res
m
: _ inert gao generato rs have been in stalled beciluse Oft' h' ,n
recent times "" ' . elf
I
, ti to tank barges and t he shift from steam to motor tank
to" "
O
may also opt for an inert gas genera r In Sit uations Where Ih '
wners isk of tami e
quality of the inert gas may pose a n s . 0 con mma ti on the cargo. A
properly operat ing inert gas generator IS capable of produci ng a s uperior
/ /\
".
INERTGA. '! SYSTEMS
,26
INERT GAS SYSTEMS
IN rue UREOF InRYSn:MR
327
-
510....
0,
RelallVll permea tion rat"
I 0",,,,
J __ enoched
stream
H, O
"Fast"
Inlet
AI,
I
PRECAUTI ONS I N THE USE OF IG SYSTEMS
Several decades of operational wit h inert gas syste ms have
identified a number of issue s worth ravtewtng.
Open ing a "Closed" System
. ste m requires the maintenanceof a closed
Aproperl y operated Inert gas sy . hi h Id alte r the atmosphere in the
syste m to prevent t he ingress of'airw n t he cargo tanks for cargo
tanks . In t he past, it was common prs.cll ce hOpe.performing man ual gaug-
. aI resentatwes w e
surveyors and termm rep and sampling. It was necessary to
ing, te mpe rat ure checks, cuts, nin the cargo tanks to enable per-
vent ofTthe deck pressure prier to A
g
rdi ng to IMOit is accepta ble
d
th eoperaltons. ceo
ecnnel to safely con uct es
Ar N,
, "I may be required due to concerns about flammabilityorthe
ta nk ves ... . .
ona f ns it ive cargoes With oxygen or rnoretur e. Th ese systems are de-
contB.
ct o
d
S
: 1iver ni t rogen of hi gh puri ty (95 to 99 percent N2) and dryness
'goed to I d
Sl I prot ect t he vesae a n cargo.
toproperr;he more cost-effective met hods used togenerate nitrog en is via
One
b
o
ane separator (fig. 15- 17), whi ch conRists of a cylindri cal shell
8 mernith holl ow fib ers. One or more compresso rs supply air tothe separa-
t he oxygen, car bon dioxide , water vapor, and ?t her gases perme-
tor, h the walls of t he holl ow fiber s faster tha n nit rogen. The was te
ate h st rea m is bl ed ofTto at mos phere whil e the nitrogen st rea m at
oxygen-In,". d,'recled through piping to t he tank or tanks protected by the
the out e IS
system.
HolloWlIbelS
t r Courtesy psrmee Maritime Protection.
. I nitrogen gen('ra 0
Figure 16-17. TypICil.
To atmosphere
I To atmosphere
rr veesele transporting sensitive parcel s
Jl'her control. Inerting of certain parcel s

J..-. --l
"'"."'"
Figure 1516. Typieal inertgas generator. Courte sy Permea Maritime Pr otect ion.
fueVair mixture whi chis surrounded by a freshwat er j acket . The exhaust
from the combustion process then passes through a series of seawater
spraysinthe scrubber where it is cooledto the pr oper temperature. Before
thegas leaves theunit , it passes through 8 demi ster to minimize water-car-
ryover from thescrubber. Inert gas generators differ from flue gas systems
inoneimportant way:thesyetemis under positive pressure while in opera.
tionfrom the combustion chamber to the cargo tanks . As a result they are
lessproneto air leahin thesystem, and they do not recirculate the surplus
or off-specificationgeeto the scrubber 8S frequently seen in a flue gas sys-
tem. On outlet side of the scrubbe r a vent line to a t mo sphe r e is in-
stalled to direct the surplus or off-specifica tion gas. At this point in the
system, the quality of th e gas is det ermined by an in-li ne temperature se n-
I$Or and a fixed oxyge I , _. .
. . n an a yeer. nI:I In the flue gas system t he oper ator IS
provided a contmuous dout f ' .
B d '7
8
ou 0 te mpera tu re and oxygen content In t he
:S8. 'egul these readings, the inert gas is either directed to t he deck via
v: ve or toatmosphere through the vent. The gas press ure
r n be operated manually or automatically through the
ti c ntroller. From the gas pressure regulating val ve to the
rt .!j, system is similar to that already di s cus sed under
INERT GASSYSn:/I.t::;
328
HEVIF,W
329
nks (or this purpose provided a positive deck press .
tb th; tothe U.S. rul es revea.ls deck
ure
IS
mamtame.. h (100 rom) wg must be mainta ined In t he carg ta
Pres
.
ureof4mc ea . 0 nk
s I minded to exercise ext reme caution when openi II.
Personae are re h ld b t ' d i ng pre
'.' -co tanks Crewmerobers S ou e rame In the prop, ,-
. . r prote
d
to
'
void physical injury when It IS necessa ry to open purge ' -
urea . d " PIPeIl
u1lsge caps, vent covers, tank elearung an so forth . The need
open lnertedcargotanka was created In. some instances by the inaccura
ofthe_ugingsystemand install ed equi pment on the vessel. The rei' b"l
e- , dern i rted 18 I
it, andaccuracyoftheeqwpment on rno ern tnerte vessels has imp
. . .. .. h rOved
tothepoint that urs ncwunnecessary 10 open t I' tanks. Once an ex .
ence Iactoris established with a particular system and all pa rti es
accept the readingsofthe installed gaugi ng system. the cargo ta nk, c ee
an re.
mainclosed. Oneoft he more popular ways to take reading today is to
portable sonicgaugingtapes which operate t hro ugh a standpipe and va
lock on deck. po
Another concern involving an "open" deck on an inerted vessel
when water-washing a cargo lank wit h portable machi nes Ideall occurs
16 d ith IG . " y.aves-
se tie Wit an system should also be equipped wit h fixed t k I
bin H
a n c ean-
109m.ac ee.. owever. many older vessel s cont inue to use portabl ta k
c1e8DI n 17machi aki I' n
nee, m mg It necessary to open the cove rs on deck Whil
conducting the wash the strip . . I I'
tho old 'b' pmgsystem must be continuous ly operated'
a negative pre ssure in the ca rgo tank.
during the
g
wash t.hroughthe deck openings. To avoid the ingress of air
thecargo tank be operated and gas flowto
is maintained in the ta Thi s ensures that a positive pressure
exposureissues f:r however. it al so creates occupa-
mvolved in the d e . on deck. Any personnel directly
to
anmg operation should b ld d wi '
re ra to protect again t i hi' e provi e with SUItable reepr-
o e in a ahonofth . .
wn . are addressing this . I' exiting vapors and inert gas.
talJajulO offIxed wa.shi problem ID new construction through th e in-
nlar\9 the eliminating the need to open
g the was hi ng operation.
Cargo Segregation
I' adversely atli ted b
SPj)t be ec y th e introducti on of water or
.'iii pted n, and acids carried in the inert gas.
I' cargn 1
Y m th own ers to look towa rd vesse e
YIns n a at do not pose a ri sk of contamina t ion to
. "g,n ,locargo owner will opt for a vessel fitted
era r or a " '
i lie' . 01 regen sys te m. Another Issue
BBlbility of cross cont aminat ion via the
to must carefully segregate pot entiallY
cargoes by pr eventing th e movement of liquids or vapors
via th e IG mem.
Segregation between ca rgoes maint ained through the use
ofvn lve8, blanks , or se parate IG to t he lanka in question. The PI C
should be aware ofthese segr egati ons and carefully verify t he correctness
of the lineup of t he IG sys te m prior to commencing a cargo tran sfer.
Quality a n d Quantity of the Gas
The efficient operation of a n IG syste m depends on the quality of th e gas
from t he source. Acommon operat ional problem wit h flue gas sys te ms th at
can affect the quality a nd quantity of gas relate s to the boiler load . For ex-
ample. a low boiler load frequently expe rienced upon docking, before th e
cargo pumps a re ope rati ng. The PIC of the cargo opera tion may wish to
start t he inert gas plant and allow it to stabilize before commencing the
cargo ope rat ion, but t he quality and volume of t he gas coming from t he
boiler is poor. To recti fy t his sit ua tion, operators often create an artificial
load on the boiler by starting a segregated-bal las t pump or by recircul at ing
cargo with a ca rgo pump. The boile r load can also be a problem toward the
end of the di scha rge during the final stages of st ripping the vess el. An in-
sufficient load not only affects th e quality of t he gas but can result in ai r be-
ing drawn down the stack.
Pyrophoric Oxidation
In vess els carryi ng crude oils wit h a significant hydrogen sul fide level
(sour), t he forma tion of pyrophori c deposits is a concern . Thi s occurs when
iron oxide (rust) in the tanks combines wit h hydrogen sulfide from the
cargo in an oxygen-deficient at mosphere to form iron sulfide deposits. In
the nonnal operati on of an inerted vessel, th ese deposits do not pose a
threat unless oxygen is introduced into the tank. rf the oxygen level in-
creases, th ese deposits rapidly oxidize to form iron oxide, sulfur dioxide.
and considerable heat. This rapid oxidat ion can result in individual parti-
cles reaching incandescence, creating a potential in-tank source of igni-
tion. With this in mind, operators of crude carriers are cautioned never to
compromise t he ine rt status of the vessel. It is imperative that t he cargo
tanks remain in a nonflammable condition during the operating life ofthe
vesse l unless th ey are gas free.
REVIEW
1. The rul es governing th e design and operation of ine rt gas systems
wer e origi nally publi shed in which IMO conve nt ion?
2. What three types of inert gas systems are in common use tod ay?
INERTGASSYSTEMS
Sound emergencyalarm. If alcngeide, notiJY dockto secure al l cargooper-
ations and call for medical assistance. .
E
I am
under the direction of a eemor officer responds to the
mergency e .'
staging area with the followmg equlpmen.t: .
Self_contained breathing apparatus WIth spare cylinders
Communications equipment
Atm08phere-testing equipment
First aid kitlresuscitator/lltret cher
EmergeJl cyescape breathin g apparatus
Fire-fightinggear
1.
2.
Emergency Procedures
T
his cha pter addresses the actions to be taken in various emergency sit-
uat ions that are specific to t he cargo a rea of the vessel. The reader is
cauti oned that the information contained herein is generic in natu re and
not necessarily a pplica ble to any particular vessel. Personnel are advised
to develop emergency action plans dealing with various casualties that are
specific to the vessel and the peculiarities of the operation.
Practica l demonstrations and drills following t he developed plans
shou ld be regularly conducted t o familiarize a ll hands with emergency re-
sponse. The first pr iority in any cas ualty is th e sa fety of the per sonnel and
vessel. The sections that follow address some of the situations t hat may
arise on a tank vessel and list t he typical actions tobe taken in response.
PUMPROOM RESCUE
CHAPT ER 16
If the person in the pumproom is un consci ous, the cre wshould respond in
the followi ng way:
330
. h are owners shifting from traditional Oue g
I
. constructIOn, W y ? as
3. nnew '1fi di crt gas generators .
systems W 01 - Ire nmuat be capa ble of supplyi ng a gas wit h an OXy
4 Anyinert gas system ?
. ntenr of what value. h
gen co [an i rt d vessel must ensure t hat t e oxygen Content of
5 Operators 0 an me e I ?
. does not exceed what ve ue .
the cargo. .h t is the minimum deck pressure acce ptable in an
6. By regulatIOn, w a
inerted vessel? ?
Wh t ia the function of the uptake bellows .
7. Lis: functions of the scrubber in an gas system (flue gas ).
: : List two methods employed to remove entrained water fr om flue gas
beforeit reaches the IGfans.
10. In a flue gas system, the blowers must be to what .ca pa city?
11. In a flue gas system, where is the off-specification gas directe d?
12. What is the purpose ofthe gas pressure regulati ng valve (GRV)?
13. What is the purpose of the deck wate r seal?
14. Whenthe inert gas system is off, must the vent required between the
gas pressure regulating valve and deck isolating va lve be open or
closed?
15. What valves are typicallyfound immediatel y forward ofthe deck seal?
16. Define topping up.
17. List the critical fault conditions in an inert gas system that result in
an automatic shutdown of the plant .
18. List the reasons for high oxygen readings as se nsed on t he di scharge
sideof the IGfans.
19. a crude-oil cargo discharge and cru de-oi l-washing operation,
the gas system fails. What act ion must be taken by the PIC? If
gas system be repaired , wh at options does the PIC
Withrespect to reeurmngcargo operations?
>1Di.i an apparently normal discharge operation (i nert gas system
h g1 the begins to fall and is approaching the
uti cce fable limit. What action should be taken by the PI C?
cona I ns that could adversely affect the performance of a liq-
P: ure-vacuum breaker.
Wliht reading by tankscope (hydrocar bon a nalyzer)
fUI)Yllurged tank?
ot a replacement? Describe them in det ail.
- generator work?
n d de osita form in the cargo tanks on a
m operator be concerned about th e


I'!l J.!Il.
1!lE.1'G

ITiji:lI! Q-,..: ,.


l":r.l':Htk m.'uftr'tlht f ' I
r'i-.rr:I '
I' -ci aifi 'jT
EMERGENCY PROCEDURE S
GHOUN DING
333
6
7.
9.
GROUNDING
Secure nil valves involved in the opera tion to limit the extentofthe spill.
If tan k overfill. ta ke ste ps to Rhi ft. the exceea cargo to other tanks.
If pi ping isolate the affected sect ion by immedia tely closing
the app ropnate valves.
For hull fa ilure (weep) , identify the location of the leak. Take action to
reduce the head pressure in the tank(s}by shifting the cargo to an
in tact compart ment(s) and reducing the inert gas pressure in the
space above t he cargo. Drop th e cargo level in the affected ta nk be-
low the waterline of the vessel. Verify that the leakage has
stopped.
Not ify vessel personnel , shore facilit y, and engine room. Restrict access to
the area of the spill to essential personnel. Consult the vessel response
plan and commence notification to the proper autho rities in accordance
with th e instructions .
Eliminate potential sources of ignition and have fire-fight ing gear read-
ied .
Vessel personnel with prope r protective clothing and res pirators should
commence cleanup ofthe oil contai ned on deck. Use the equi pment in the
spill response locker including portable pumps, shovels, absorbent pads,
squeegees , rags, sawdust, brooms , plastic bags, and so forth.
Upon notification, shore facility personnel should begin deploying the con-
tainment boom (spill barrica de) around the vessel (if not previously
rigged) to limit the movement of the spill.
Consult the company representatives concerning coordi nation with the
cleanup contr actor , quali fied indi vidual ofthe company, media , and etate
and federal authorities as outli ned in the vessel response plan .
1.
5.
4.
7.
6.
a
2.
In the even t ofa vess el grounding, the following act ions s hould be taken:
Asse se the condition oft he vesse l. Care fully inspect the wat er around the
vessel to determine if any compart ments are damaged, allowing cargo to
leak or water to flood.
Check the cargo level (ullage e) in each tank. Record the ullages.
Take soundings of balla st tanks and compartments that are normally
empty (voids/cofferdams).
Monitor the vessel for any changes in trim or list.
Maintain positive stability of the vessel. . .
ul
t the vessel reaponse plan and make the necessary notifications
Cons _.. Ith the i .
to the appropriate authoritit'B in accoruance wit t e tnetrucuons.
Display rhe appropriate signal (day/night) for a vessel eground and no-
tify any vesllel traffic of the situation.
a

8.
the water has occurred during 8
:[cl'IIQW this procedure:
Rescue personnel properly outfitted .breat hi n
g
apparatus de!lCend
into the pumproom with the harn ess (lifeline tended from th e top of the
pwnproom).
Rescue personnel place unconscious person in harness securely and acti_
vate the emergencyescape breathing apparatus.
On signal fromrescuers, personnel outs ide the pump room hoi st the pe r-
sonout. Use taglines to guide person d ear of obstructions such as plat-
fonns, valves, and ladders.
Once clear of the pumproom, administer first aid to the victim. Check
pulse and respiration. Administer CPR if nece ssary. Cons ult the MSDS
for medical guidance concerning exposur e to the specific cargo.
10. Get medical assistance IMedEvaclambulancel as soon as possible.
J1. Determinethe cause of the incident and take correcti ve action.
12 If atmOllphere ia safe, rescuers proceed to t he vict im wit h t he necessary
equipment and assess the problem. Administer fir st ai d and eta -
biliee the patient for transport .
Lo,weretretcher and board tothe pati ent using the lifeline ri g at t he top of
t umproom.
P.I thll.patient securely in the stretcher
a j from the rescuers l outeid

.perecnne outer e the pumproom hoist the

1 ut lng taglines tocI b .
ear 0 atruettons such as platforms, valves,
,"
room \lcntilation.
Cht'Ck pump d [if r oc permanen tly rigged at t he top nft he p
Prepare bernese an 1 e 1 lllTlp.
room. h re uling a sample t ube permanentl y rigRed in th
5. Tel t the etmosp c e
pumproom.
h
. 'mmedia tely dangerous to li fe and h ealth (IOLlI )
Ifthe atmosp ere IS I ,
go a physical probl em (i.e., heart attack or fall), go to s te p 12.
For physical problem:
EMERGENCY PROCEDURES
FlR E-CAltGO MANU'OLO
335
334
2.
6.
3.
3. In II collis ion bet ween two vessels, peraonnel should immediate ly assess
th e extent of the damage to each vessel.
Chec k cargo ta nk levels (ul!agea) and BOund ballast ta nks and voids
(cotTerda ms ).
Maintain positi ve stability.
Isolate th e damaged cargo ta nks to minimize th e out flow of ca rgo .
4. Imm edi ately notify t he USCG and th e company. Consult the vessel re-
sponse plan for specific guidance in thi s sit ua.tion.
5. Do not attempt to separate the vees ete until the condition and stabi lity of
each vessel ha s been assessed. Consult company/salvage expertsconcern-
ing the most prudent acti on to be taken to maintain vessel stabi lity, move-
ment of the vesse lte) , or anchori ng.
6. Monitor th e vesse l for uncontrolled floodingand any change in t rimor list.
7. Ifthere is loss of sta bilit y and a threat of sinking, the best action may be to
intentionally ground the "e asel.
B. Assi st fire-fighti ng and spill response contractors by providing the neces-
sa ry information concerning the vessel and ita condition.
9. Obtain weather forecast, t ide, and tidal curre nt infonnation.
FIRE-CARGO MANIFOLD
r fi
t
the cargo manifold a nd contai nment area (t r ough)
In the event 0 a ire a h . 1
I d
ing connection or removal of the hoeea or mcc amce
on the vesee un ' .
1
hould follow these s uggeetlo ns.
a r ms, personne
1. Sound the alarm and muster.
2. Evaluate t he fire.
3. Establish t he method of attack (direct or indirect).
4. Get th e fir e under control.
5. Exti nguish th e fire.
6. Guard against reignit ion,
7. Overhaul th e fire and invest igate th e eeuae.
FIRE-GENERAL GUIDELINES
By the very n ature of the cargo being transported , a tank vessel poses a sig-
nificant fire ri sk. Vess el personnel must be eve r-vigi lant to minimize the
possibility ofa fire during cargo ope ra t ions and at sea. Should a fire occur,
early detection and prompt action by vess el personnel is for the
safet y of aU h ands and survival ofthe vessel. Regular demonst rations an.d
drilla shoul d be conducted to ensure that all personnel are aware of their
responsibilities in a fire and are familiar with t he .Ioca ti on and operation of
fire-fighting equipment. In general,. t he .folloWlng steps should be ad-
dressed when dealing with any fire sttuatton:
e.
7.
8
9.
I
. I king cargo identi fy t he damaged tanka that are I '
If the vesse IS ell. ' 08lng
cargo k f h.n<ringcargo levels nrllagee) in the ta nh and dr op
Cbec or c .. ' I Plnl;'
deck pressure readings, On personne be alert for any
signs ofa vacuum In t he tanka,(alr leaks or PV ValVes
lifting) as well as distorti on In plating.
Eliminate all potential sources of tgmtt cn on or ne ar th e vessel and
have fire-fighting gear rea died.
If the \'essel has a high deck pressure, reduce the inert gas pr essure (deck
pressure) to a minimum positive pressure in t he ves sel . Doing so will reo
ducethe outflowof car go.
Isolate the tanks that are leaking cargo by closing all valves in th e cargo
pipingsystem.
If it hasbeen determined that it is safe to do so, t ransfe r cargo from the
damagedcompartmenttel to other intact compa rtments until the leakage
has stopped.
Take soundings around the vessel (forward, amidshi ps , aft ) to determine
"here the hull is touching bottom.
Determinethe range and the present stage of th e tid e in the locality.
Determine the direction and velocity ofthetidal curren ts for the loca lity.
Obtaina weather report that includes wind speed and directi on, sea state
andswell.
10. Determine the type of bottom around the vessel.
ll . with company/salvage experts concerning the most prudent ac-
ncn to take to maintai n vessel stability and minimize hull st resses while
Hneceeeary, take appropriate action to prevent the vessel from
goingfurther aground and sustaining greater damage. Do not attempt to
I'1lfloat the veeeelor move the vesse l un t il the extent of the damage has
been determined
'lJ\nact iona takenon the ve I h old be . .. .
sse s 0 approp nate to limit the environ-
da.mage resulting from t he grounding whil e at t he same time en-
the lIl.fety ofthe crew and the veeeel.
t Hespill reeecnee 00 t cto
In "" n ra ra a nd salvage peopl e by providing the
rY. rmeuen concerning the vessel and its condit ion.
"6
EMERGENCY PROCEDURES
PUMPROOM
337
In the event of a vent fire at the top ofa mast or king post duri ng loading op-
erations (i.e., due to a1ightning strike) the PIC sho ul d di rect t he following
actions:
The cargo pumpro om i s without a doub t t he most potent! 11 h d
k
t' V ra y azar ous
compartment on a lan vessel. The pu mp room contain, all tb
d
. e necessary
eIements to start a n s us tain a fire. Given the confined nat d
f
hi fi b . ure a n com-
plexity a t 18 s pace, Ig hng such a fir e is part icul arly ch 11 . P
I
decide i f di '. a engrng, er-
sonne must e I a rect or indirect a ttack is a n appropria te cours e of
act ion to deal WIth s uch a fire .
I .
2.
3
6.
6.
7.
6.
d
'
8 t he word "fire. Muster th e er ew lind RecOunt,
"'_ dthl!Atnrm an pa . or
="" Sh t d wn all cargo and balla st ope r ati on s. Sec ure all en
all perso nnel. U 0 rgo
t and vent valves.
sy' em . m and dock. Requ est the assistance of th e IIho
Tl
.' B'd
N f (ylhe engme roo . e
o 1 F" .fi,hti ng systems s hould be readied.
fire department . Ire . b . d
onthe typeof substance (cargo) th at 18 urmng, etermine the ap.
n
' , b;n, a, eo8)tcbe employed and t he method of at ta ck
propriate e Ingul .
. fi hti teems in full gea r "hauld approac h the manifold area from
Fire- g bog <'<"
. d'." h,', h-velocit y fog (water ) and lew- velocity fog a pplica tors i f
upwm UBI. ...
appropriate.
Verify that all cargo v8h'e810 the manifold are secur ed .
Cool the manifold piping, containment are a , a nd deck. s pray is in-
capable of exti nguishing the fire , ,use s hi eld to the
firefighters s pprosching the area With SUitable tt.e., dry-ehemlt al) POrta.
ble extinguishers.
trthe spilled cargo (from the pipelines) has spread the fir e ever the deck,
employthe deck monitors to blanket the area with foam .
Whenthe fire is out, cont inue tocool down the piping and deck in t he vicin,
ity of the fire. Maintain a fire watch.
FIRE-MAST OR KING POST VENT
Sound the alarm and pass the word "fire." Secure all ca rgo and ball ast op-
ereuona. Secure alJ cargo flystem and vent valves.
Notifythe engin room and dock. Reque st the assistance of t he ahoresi de
fi department.
uater vessel peraonnel and account for all crewmembere .
uate the situation and decide on the best course of action to attack the
may be included:
the Ulting cargo vapors (fuelJ by closing the valvet e) at th e base
t v m tJking post). Should the fire continue tc bum {i.e.,
v leftksl, use portable dry-chemical extinguish'
P.!.l: iti n ootid the vent stack.
r I t h v adequate reach to ..xtend to the top of
5.
I.
2.
3.
4.
5.
6.
7.
6.
Wlwn t he fire is out , cont inue to cool down th ".
. . e vent piping Wi t h water
8prays. Main tai n a fire watc h in t he area.
F IRE-CARGO PUMPROOM
Sound t he alarmand pass th e word Mfire: Notifythe engine roomand dock
ofthe situation. Request t he as sistance oft he sboreside firedepartment .
Shut down al l cargo and balla st cperaticns. Secure all cargo system and
vent valves.
Must er the crewa nd account for all hands . Verifythat no personnel are in
th e pumproom.
Fire-fi ghting teams cool t he entrance to the pumproom and secure the
pumproom ventilation.
In a n indirect attack, continue to cool the espceures . seal all doorslvent
covers and activate the fixedextinguishingsystem (carbon dioxide. water
spray, or foam) from outs ide the pumproom. Mai ntain the pumproom in a
sea led condition and monitor the effect on the fire by taking temperature
readings over time. Ensure the surrounding compartments are cooled or
inerted to eliminate the spread of the fire.
In a direct attack. cool the entrance to t he pumproomand use low-velocity
fog a pplicators to shield t he firefighters. Most likely the fire is located in
t he bilge of th e purnproom; therefore conti nue to apply water spray and
foam from portable extingui shers to st ifle the fire t hrough a combination
of cooling and smothering.
Continue cooling surrounding areas unt il the fire is out.
Maintain a fire watch .
APP ENDIX
Conversion Factors
To convert from:
Multiply by:
(Numbe,.. ill boldface
type an rmct L'Olurs.)
5.614583
0.15898729
"158.98284
0.39370079
om
10
0.1781076
1,728
0.028316847
7.4805195
16.387064
6.289811
1,000,000
35.314667
61,023 .74
264. 17205
999.972

1.8288
80.48
0.166667
,.
0.8048
cubic feet
cubic mete rs
gallons (U.S.)
liters
inches
meters
millimeters
barrels
cubic inches
cubi c meters
gall ons tU.S.)
cubic centimeters
barrels
cubic cent imeters
cubic feet
cubic inches
gallons lU.S.l
liters
feet
m eters
centimeters
fathoms
inches
meters
To:
339
barrels
barrels
barrels
barrels
centi meters
centimeters
centimeters
cubic feet
cubic feet
cubic feet
cubic feet
cubic in ches
cubic meters
cubic meters
cubic meters
cubic meters
cubic met ers
cubic met ers
fath oms
fathoms
feet
feet
feet
feet
340
1b rom-ert from:
gallons (U.SJ
gallons (U,S.)
inches
inches
inches of water (4C)
inches of water
inches of water (4 C)
kilograms
kilograms
kglcrn
z
kgIan'
kgIan'
litera
liters
litera
lite rs
meters
meters
meters
meters
meters
millimeters
millimeters of water (4C)
millimeters of water
millimeters cr weter (4C)
peunda (avdp)
, ;
To:
cubic inches
litera
centim eters
millimeters
kglcm
2
millimeters of wat er
psi
pound s (avdp)
tons (met ri c)
inches of water (4C)
millimeters of wa ter (4C)
psi
cubic centimeters
cubic inches
cubic meters
gallons (U.S,)
centimeters
fathoms
feet
inches
millimeters
inches
kgI",,'
inches of water
psi
kilograms
inches of water (4C)
kglcm
2
millimeters of water (4C)
kilograms
pounds (svdp)
tone (metric)
kilograms
pounds (svdp)
tons (long)
Mult iply by :
(N umbers i ll hoi I'
t
( ftce
ype are exact v I
Q Ues.j
231
3.785306
2.54
25.4
0.002539927
25.4
0.03612 625
2.2046226
0.001
393.7122
10,000.28
14.223343
1,000.028
61.02545
0.001000028
0.2641794
100
0.54680665
3.2808399
39.370079
1,000
0.039370079
0.00009999709
0.039370079
0.001422293
0.45359237
27.6807
0.070306958
703.089
1,016.0469
2,240
1.1060469
1,000
2,204.6226
0.98420653
Glossary
ACGIH. American Confe rence of Oovernmentel d I d . I H . .
I
E
an n ust na ygtemsta
acu e exposure. xposure to a toxic substance whi h . . .
h b thl
c causes Immediate effects
sue as rea essneee: irritability' euphoria ' irri tation to d
throat . h d h di . ' , eyes, nose an
, ea. ac es; iennese: nausea; and appearance of drunkennes s. In the
wors t case It can lead to convulsions , coma, or death.
A[rama.:c. A system of sizing and freight rate assessme nt used by the London
Tanker Brokers Panel Ltd. known as AFRA (average freight rate assess-
ment). It is used to determine the average cost per ton for vari ous size vessels
on a monthly ba sis. An Aframax-eize vessel is in the range of 75,000 to
120,000 dwt, either crude or product carri er .
ANSI. American National Standards Institute.
API. American Petroleum Institute.
API gravity. An arbitrary expression of the weight of a product created by the
Ameri can Pet roleum Insti tute. API gravity is equal to
1415 -131.5
SG@ 60'F
API tables. Eleven volumes of tables developed bythe American Pet roleum Insti -
tute to deri ve the necessary information to perform a cargo calculation.
arrival ballas t. Also known as "clean" ballast. The term is traditionally used on
crude carriers to describe seawater introduced into cargo tanks that have
been cru de_oil_was hed and wat er-rinsed. When discharged to the harbor
through an oil content monitor, this ballast should not produce a visible
sheen. The oil content of such ballast must not exceed 15 ppm.
ASTM. American Society for Testing Materi als.
ballast. Seawater introduced into compartments on a tank vessel for the return
leg of a voyage to the loading port . It is the additional weight necessary to
bring the vessel to a suitable draft and t ri m and to reduce stresses and im-
prove stability.
341
342
GLOSSARY
GWSSARY
343
d
rd "1o( volumc commo nly us ed on U.S. lank veRRell! F
bar"" rMlJ. Stan a um . -qui v_
alent to 42 gallons (U.s.>. .
Th
" me of cargo a t th e observed tempe rat ure In the tank
barrel gross. e \0 U d to a sta d d t '
, Th' .fcargo correc1e toasl,.<ln ar emperatureof60F
barrtl,nrt. e voume . fSh' C .
BeH Code ( Of the Const ruction and EqUlpment.a I p S Ilrrymg Da ngerous
. Chemi cal s in Bulk. These ru les apply t o cheml C81 tanker s constructed bt>fo
re
1 July 1986. ..' h k h
btllmouth. The terminal end ofthe bottom In eac tan t rough whi ch t he
tank is loaded and discharged. Its shape IS usuall y flared to approximately
I\oi: times the original pipe diameter. ' .
beruJin,g stress. The stresses resulting from a concentration Weight at a certain
locationin the hull (uneven load l as well 8S from th e motion of the vessel in a
heavy seaway. On a tank vessel bending stress is commonl y referred to as a
bogging or sagging condition. . . . .
benrene. An aromatic hydrocarbon WIth the compos it ion C6Hs. It I S a regul ated
cargo (refer tc Title 46 CFR Part 197) th at requir es special handling and
safety measures designed to minimize the ri sk of expos ure to vessel person.
nel.
MonA (blind (lange). A solid stee l disk or plate used to cover and seal the end ofa
pipeline such as the cargo manifold.
blind {lange. See blank.
boiling point. The temperature at which the vapor pressure of a substance is
equal to atmospheric pressure.
bonding. The connectingof metal parts to provide electrical cont inu ity.
bonnet. The top housing ofa valve typically bolte d to the body. This section of a
valve usually contai ns the packi ng gland, bonnet bushing, and opening for
the Item.
bph. Barrels per hour .
bpt. Barr els per ron.
BS&W. Bottom sediment and water.
bullet valve.. high' velocity ventin g device which is desi gn ed to achieve a speci-
efflux velocity of the atmosphe re exiti ng from t he cargo tanks
dunng loadmg and ballasting operations.
bursting pressure. Apressure rating typically assigned to cargo and vapor hoses.
Butterworth. A name of tank cleaning equipment. It is a te rm commonly
used to deaeriba portebl h k I ' ,
re' e can c earang equipment and the proces s of we-
("Bulterworthing") tanks.
O'nestyle ofquickconnect coupling used to make a secure connection
veaeel and the facility. It consists of several r otating cams and a
sl)1 that holds the two flanges together at the manifold.
method of preventing corrosion on vee-
uaUyemploys sacrificial zinc anodes attached to the aur-
ratibllofa pump that occurs when the pressure
o h iI pressure of the cargo. Vapor pockets
'ngto the pump. The vapor pockets col-
region of the pump, resulting in un -
due noise and vibrati on. Thi s conditi on is frequent d h
" h y cause w en cargo
vapors, all' , or inert gas ente r t e c8sinKof an opera ti
I
109 pump.
C
eR. Cargo contro room . A apace on a tank vessel thnt ._ ' h
' d con....lns t e necessary
equi pment to momtor an cont rol a cargevballasl 0 t
I Ki
ti pere IOn.
cc
ntrifuga pump. ne re-type pump uFlually r eferred to '
. . w 8S a ma m cargo pump
Centnfugal pumps have a high-volume output and ' _ .
, c h d . require a conti nuous
pnme lor smoot an efficient operation.
CFR. Code of Federal Regul at ions (U.S.).
CGI. Combustible-ga s indicator. A portabl e instrument UBed '- d teet th
f I
, nJ' . ..... etec e pres'
ence 0 exp os rve ga al l' nuxturee. It usually measures the concentration of
hydrocarbon vapo rs as a percentage ofthe lower explosive limit (LELl or per-
centage by volume in t he space.
chicksan. A mechanical ann constructed cfeteel used at modem shoreside facili-
tie s to connect the shore manifold with a tank vessel's manifold.
chronic expos ure. Long-term exposure to a substance that msy cause latent de-
fecta to an individual's health , such 8S liver di sorders , chronic skin rashes,
blood disorders ranging from anemia to leukemia , an d so fort h.
clean ballast. Refers to water ballast in a tank which has bee n 80 cleaned that ef-
fluent from the tank does not produce a visible sheen on the surface of the
harbor and the oil conte nt does not exceed 15 ppm.
clean ing cha rt. A publicati on that contai ns written guidancefor vessel personnel
regarding the proper preparation of a cargo tank and associated equipment
prior to loading the next cargo.
clingage. Cargoadhering to the internal surfaces of a ta nk uponcompletionofdis
charge.
cloud point. Th e temperature at which wax and other solid substances begin to
separ ate from the liquid when an oil is cooled under specifiedconditions.
coatings. Protective paints or linings applied ttl the surfaces of a tsnk ttl
the service life of the steel. The use of coatings has been found to facilitate
cleaning and reduce the quantity of Beale in cargo tanka .
cofferdam. A void or empty apace used to physically separate the cargo and
ncncargo areas of 8 tank vessel.
COl. Certificate of inspection. . tank or
commingling. Th e blending of two or more.pet roleum products III a cargo
pipeline either intenti onall y or by accld.ent. tentia! reactivity between dif-
compati bility chart. A cha rt used to d.etemnne po
ferent chemical cargoe.sor surrounds a vessel during a cargo
contai nme nt boom. A 1l.oatm
g
It is designed to limit the movement of a
transfer or bunkenng oper:tlon'. d tall y dischar ged into the water .
spill should cargolbunkers e acct ntable quantities of solid residues , rust ,
contamination. The presence of t minant resulting in a cargo that is
water, previoUB cargo, or ot er con a ,
off_specification. . II rf ed on portable tank cleaning hoses prior to
continuity test. Atest of the ground wire in the hose. The test
their use to ( h the bonding wire in the hose from
meesuree the resistance 0 ms
coupling to coupling.
GLOSSARY
344
GLOSSARY
345
method of venting the atmosphere of a ca rgo tank with the
ronlroJltd I'f'ntinl!'. the .lICC'umulati on of cargo vapors on deck and aro und
object of methods oh enti ng include mast venting and the
thesuperstru.c '. d with high-velocity vent valves .
f standpIpes equrppe . I '
use 0 de-oil hing Afixed tank washing sys tem emp oymg the crude'oil
COn: Cru e-o
h
, ,w," 'ng' medium. This method of cleanin g takes advantage of
CQ....OBSt e creeru .. h 1 f 'I I '
-0 ,, ',. ,fcrude oil to as sist In t e remove 0 0 1 C mgage and
the solvent prope 1
dl'posits fromthe tank.
'" . . .J to interconnect different cargo systems or groups.
cros60ver. ,,-,Plflg usee .' . f
, (h .. > to indicate cargo quantity). Metri c uni t 0 volume mea.
cubic meter ur en usee
surement equal w6.2898 bbls . .. . .
h
111 1'OC('1lll of controlling the Ini t ial loading rate of a tank when han .
CUI 1011. e P ""- , _ d th I hin
dling a knownstatic-accumulating cargo. .l l lUI re uces e sp as g and agi o
tation of the cargo, thereby minimizing the development of a significant
static charge. This reduced flowto the tank is usually maintained u nti l the
bottomframing in the tank is immersed in the liquid.
cyrlt time. The length of time it takes a tank washing machine to move t hrough
all the angles withi n the tank durin g a wash. Reference to t he man ufac.
turer's manual will give thetime necessary for a particular tank cleani ng rna.
chine.
cud girder. Primary (foreandaft) st ructural fr aming member of a vessel de.
signed specifically to support the deck plating.
chellprruure alarm. An audible and visual warning system for the vess el opera.
tor, designedto activate at pred etermined settings (highllow) of pressure and
vacuum in the cargo tanks.
chell water seal. Anonmechanical, nonretum device in the IGsystem designed to
prevent the return flowof cargo vapo rs into the nonhazardous a reas of th e
v el.
'2. u: b Primary transvers e structural member used to support the shell
p'1ahnga.ndprevide support against aide impact.
pl. rtl'calll/rpins) pump. Cargo pump designed s pecifica lly for installa-
n th ta..nl<J. The pump i8 located at the bottom of the tank and is con-
id drive unit on deck via a long shaft. Particularly suited for
require enhanced cargo segregation.
nl!'iJ.t 0 e8crubber in an IGsystem: designed to r emove water
for time exceeding layttme.
rriera to describe seawater ballast in-
crude-oil-washed and stripped dur-
. I ement method. A method of atmosphere replacement ut ilized in the car go
drsp of an inernd tank vessel. Low.velocity entry of gas and minimal turbu-
len
ce
create a between the incoming and outgoing gases.
Declaration of mspectl0n. A pretransferchecklist that must be completed by
DOT. ,_Iand terminal personnel.
yes "" .
double.hull constructIon. A method of vessel construction in which the cargocar -
ryi ng compartments are separated from the sea by an inner and outer hull
(t w o pieces of
Dresser coupling. A collar used to connect two nonflanged ends of pipe.
Thi s type of connection allows for movement of the piping due to thermal
va riances and vessel st res s.
drip pan. A portable commonly placed unde r a manifold to collect any
leak age fr om the con nections .
dwt. Deadwei ght tonnage. The amount of cargo, fuel, water, and stores a vessel
can carry when fuUy loa ded, expressed in either long tons or metric tons.
eart hi ng. The electrical connection of equipment Ii.e., portable gauging equip-
ment) to the hull of the vessel which is at ea rth potential due to ita contact
with the se a.
eductor. Ajet-type pump commonly us ed to stri p the cargo tanka . An eductor n:
quires a driving(power) fluid th at is deli vered at high a sma,J1 on-
fice cresting a vacuum(vent uri) whi ch enabl es .ita use as a.stnppmgdevice .
EEZ. Exclusive economic zone . Th e area extending 200 null'S offshore of the
United States . . .
ent ry permit. A document issued by a responsible person prior to permitting the
entry of personnel into an enclosed apace.
epory. A special two-part resin or paint (hard coating) us,ed to prou:e,t tankm::i
faces from salt-water corrosion and attack by certain aggresBI\e che
cargoes. . .
explosimeter, See as "explosion proof"when it is en-
explosion proof. Elect nc&:1 an internal explosion ora hy-
close d in a case IS device must alao prevent the ignition of a
drocarbon e ee either from a spark or flame
flammable mixture thfec; the temperature ri se of the case followmg
from the internal explosion or TO l t nonnoUy eperete at such a tempera-
1
The ""ulpmen roue .
such an exp oaten. bl atmosphere will not be Ignited.
ture that a surrounding flamm a e
explo siv e range. See flammable a liquid gives off sufficient to
fire point. The lowest tampereture th rellenceofan ext.emal source oflgrntion.
'"; d mbustlOnm e p . h h han..'..
supporrsusteme . ffi d'n the vessel WIt t e eye
to ing WIres a txe w .J the
{ire wire. Emergency WI mh ide They are gene.rally loca\A<U near
above the water on tho 0 s ore ame- ble towboats to move the vessel
d t the quarter to ena
forecastle head an a c whilll docked at 11facility.
quickly in theevE:,nt of an roaming under tho. manifold nne-
(uedcQntail'f'll nt A perm
a
nb ug _;llage.t!.urLnl:l'tli co.nnectingaoiidl
d
to II t ..
tl a 81

GWSSARY
GLOSSARY
347
34.
. (II lar tu bular. or other construct ion de aigned . -
ADy deVI ce 0 ce u , w
{/omt arrrstor. f fl mea into an enclosed space.
prevent the nsisting of fine corrosion-resi sta nt wir e mesh
A portable eVlce co .
fi
amf' scm ". k or the passage of a fla me mto a tank. According' _
. dlo preventspar su w
deslgne . I must be constructed of3 0 x 30 (squa res- per_inch)
guI
ti a smg e screen
re a ron, t have at least 20 x 20 mesh spaced not less t ha n
mesh; two screens
. h ore than 1* lllches apart. .
inc or m The area between th e minimum and concentra _
flammable rongf'. . . which form 11 flammable or ex plosive mixture
tiona of vapor 10 a ir . .' d VEL .
, I bb . ted LEL (lower exploBI\'e limit ] an (upper explo_
Usua l y a revta
etve limit ). . I gt h f . .
Raisedflat endof piping used to connect en so prptng. The
is usually flanged to permi t connectIOn ofthe cargo hoses or loading
(huh =:.' The lowest a.t v:hich a liquid gi ves off sufficient vapors,to
forma flammable mixt ure WIthmr mthe presence of an external source of Ig-
nition. The vapors will ignite momentarily but are not capable of sus tai ning
combust ion.
{lut ga&system. An inert gas system in whi ch the oxygen-deficient exhau st gas is
derived from a mari ne boiler; typicaUy found on steamships.
fretslll"{aa. fUofen to th e free movement ofliquid (such as cargo or ballast wa ter)
in a tankwhich has a negat ive effect on t he stability of a vessel .
FWA. Freeh water allowance.
FWPCA Federal Water Pollution Control Act .
Sn tankscope.
8tu fm. A tank or othe r enclosed space is consi dered gas-free whe n sufficient
fresh air hall been introduced into the space to lower t he leve l of fla mmable
and toxic vaponand increase the oxygen level for a specific purpose.
gtu{rwlhg. The pl'CJCeo8Sof ventilating a space with ai r to prep are t he space for
various operations such as entry, dryd ock, hot work. and so on. Before
gas-freeing an inerted cargo tank, the operator must en sure t he s pace has
beenproperly purged of hydrocarbon vapor s to pr event the crea t ion of a flam-
aol atmOllphere.
, neoJITgne, or teflon ring inserted between two flanges to prevent
om the tank. Gauging of the
opening).
v I in 8 tank by means of
ghere. An example of
Ha s ndpipe and vapor
V. Ga s pr essure regulati ng valve. The valve in an IG systemthat cont rols the
OR flow of in ert gas to the deck.
ide ribs. Grooves in t he bod.y of a valve th at keep the operati n disk
gu tn alignme nt while openmg a nd cleeing. g
HeW;" Hi gh-capa cit y machi ne. Any fixed ta nk washing machine with
a th roughput of60 cubic meters per hour and above.
h' h jet . A device used to vent t he cargo ta nks in a controlled fashi on on modem
18 lank vessel s . It i s classified as a high-velocity venting device, which is one
that achieves a effiw: velocity ofthe at mosphere exiting
from a cargo tank dunng load mg an d ballas t ing operations.
hO/J. Bending stress caused by th e uneven distribut ion of weight on a vessel. A
hog condition is created when there is a concent ration of weight at the ends of
th e ves sel ; the deck i s subjected to te nsion and th e keel is under compression.
See also sag.
hot work . Any fire-p roducing action or activity capable ofi ncreasi ngtemperature
to the point of causing t he ignition of flammable vapors. This typically in-
cludes work such as welding, burning, solderi ng, grinding, and 80 on.
HVV. High-vel ocity vent valve. A venting device that results in a high exit veloc-
ity of the tank atmosphere. usuall y exceeding 30 meters per second. Exam-
ple s include bullet valves and hi -jets .
hydrocarbon. Any compound made up and .carbon
hydromt'ter. A device used to measure the Specific gravity of a liquid . .
h)'drostatic tables. A tabular fonn ofthe curves derived from data
of the immersed portion ofa vessel. Entering the hydrostatic tables WIththe
displacement ofthe vessel , it is possible to determine a number of key valuet
that a re needed to perfonn a cargocalculation, for example . mean draft, MT
LCB, and so on. . (Shi C "..
IBC In terna t ion al Code for the Construction and Eqwpment o. ps arT)'l
. k Th I apply to chenucal tanken con-
Da ngerou s Che micals in Bul k. ese ru es
structed on or after 1 July 1986.
lCS. In terna ti on al Chambe r of Shi pping. tration of a toxic sub-
IDLH. Immediately dangerous to life or or healt h.
stance that pos es an immediate to an 10 I
[MO. International Maritime OrgaOlzatlon: . rt condit ion when it isinca-
. d " An h e issaid to be lO
an lOe
. f
Inert con It/ on . a t mos p er . hox en deficiency. It eonetsee0 gas
pable of support ing combustion throug : gf8percent or leas by volume.
or 8 mixture ofgaeee with an oxygen oxygen to support the
inert gas. Agas or mixture of gases contalOmg
combustion of hydrocarbons. I t in which inert gas is introduced
inerting,primary. The process ofg8s rep g IlJ1 inert condition. Primary
into a space with the object of .
inerting ie typically perfonned leevtng d to prevent chemical reactions.
inhibitor A substance, generally IlJ1 tank (the distance from the sur-
inpage 'A measurement ofthe depth ofliqUi I:
J
a
c 0 to t.he bottom of the between the vell8elllJ1d the
insul ilo n d joint. usually. ms,y ..... ro......-b"h"hoBestrings and loadip.g
ci i ectncal eonunur UJ, ''''''''
GWSS
Anv
G).OS8AIIY
349
, 48
f a 9JK'Cial inllulating gas ket. bolt llleeVl' s. a nd wuah(' r9 de.
"nnll. It C(ltJlIillUi Dan metal.la-meta l contact aCTO!!!! t he flange fan's.
lJiRJ1ed to prevent , y , linstn....ent capable of dete cting the bounda,.., b
An{' ectncB In , ..... (! .
jntt rfaredttedor. .r la er9 in a tank.
tween 011 and z: Yt ' ne l Association ofIndept'nd ent Tanker Ownt'r.
"RT.u'KO The ntema 10 .' lcal lv snfe t '
INT", . ....... I t 'calcircuit is considered mtnnsl ca Yllafe lf anYflpark
mtnlU1Mll,
50
f
t
. <rAne nred in nonnal operation (i.e. by ope ning or d os ing th
orlhermal effectprocu . . r ln i hl f " e
ld . _" (i I' by shortCIJ"C'Ult or rau t rs mcapa e o IgTut in
circuilloraCCi en.... y , .
rt'lICribe-d flammable mixture . . .
p IS.'ely Guide tor 0,1Tankers and Terminals,
ISG01T. InlernotlOM /. I '
d
"-_, unit According to the USCG. ITB refers to a tug and
ITB. Integrate tug-....... . .
tank barge with s mechanical aystem that t he of the pro
pulsion urutltug) to the of t he cargo carrymg unrt (barge) so that the
two vessels function as a singleself-propelled vessel .
Jumper. Flt xible hose used to interconnect (cross over) t wo ca rgo syste ms or
groups st the manifold. .'
loytime. The amount of nme allowed for cargo loading and di sch arge as specified
by the charte r part y.
LCB. l.<Ingitudins l center of buoyancy.
LeG. l.<Ingitudinal center of gravity.
LEL. Lowerexplceive limit. The mini mum conce nt ration of hydrocarbon vapo r
in air that forms an ignitable mixture in the presence ofan external so urce of
ignition. Belowthe LELthere is insuffi cient hydrocarbon va por (lean mix-
ture) for combueticn to occur. Also referred to as the lower fl ammable limit
(LFL).
lightening holt,. Holes cut in the framing of a tanker to save weight without sac-
rificing structural st rength.
lighten ll{J. liqui dcargo fromthe vessel to be Iighte red (VTBL)
to service vessel. Lighteri ng is usual ly necessary in areas wh ere dra ft limi-
tatlOns or local regul at ions prevent the VTBL from proceedi ng directl y to a
dock.
light , hip. The weight of the empty ship. (Dis placement of a vessel with no ca rgo
::'istores, fuel. water, andballast ; usu ally expressed in long tons or
;lImber holfll . Small openings t i h .
Jow tht' free f1 f li Into t I' framing members of the ve sse l to al-
I I pe'fmit a a {ca rgolball ast! through a space. These ope n-
I cHarge. thoroughly drained (s t r i ppe d) at the e nd of a
rm a, Aformula used to die '
. I' rrmne the quantity ofcargo remain-
of discharge on a vessel with a considerabl e
T l.oad-on-toP An devi lled by the tanker indu st ry to
LO . ret.a
in
oily/water mi xtures on b.oard In order to reduce sea pollution.
ollifold. The point on a ta nker. usually located amid.
"' ships . mamf?ld .exte nds ethwartehl pe, thereby permitting th e
vcs
sel
to Ill' up With either Side to the dock. Each mani fold is equi pped with
its own valve frequentl y called a "header."
, ,chemist . An individual cert ificated by the Nat ional Fire Pro--""on A _ a ""'; _
morlll . U . d S """U nil........
stion (NFPA) the mte . to conduct the necessary tests and inspec-
t ions to dete nmne the conditi on of ecmpartmenta on a vessel prior to ent ry
(irl6pection) or repair (hot work ).
mast riser. A method of controlled venting ofcargo ta nka in which the at mosphere
is pi ped to one or more masts or kmg posts. The use of a ta ll slack directs the
ca rgo vapors aloft, t hereby mi nimizi ng potential accumulations on deck and
around the superstructure duri ng losding and ballasti ng opera tions
,\fAWP. Maximum a llowable working pressur e. Apreeeure ra ting us ed for cargo
a nd vraper hoses.
mechan ical loading arm. See chicksan.
mechanical seal . A method of preventing the lea kage of cargo from the openi ngs
in the casingof a pump. sea ls are used wherethedrlveshaft pene-
trate s the casing of the pump.
mixmast er. Fixed piping in stalled at the vessel's manifold thst serves as a cross-
over between two or more cargo systems or groups .
MPM. Multiple-point mooring.
.\iTl . Moment to change the trim ofa vessel one inch.
mucking. The physical removal of cargo residues, scale: sludge , mud, etc., a
cargo or ballast tank using shovelsand buckets. It IS a necessaryeperencn to
prevent the robbing of cargo space, clogging oflimher holes, and
t ion of ca rgo . It ie also ca rried out to prepare the vessel for repa ir work m a
shi pyard. f r nfined or un-
naked light s . Open flames or a ny other potential source 0 rgru 10 0 CO
confined.
NFPA National Fire Protecti on Associa tion.
NLS. Nox ioua li quid subs tance.
NOR. Notice of readiness. he mi m energy t he liquid must possess
NPS H Net posi ti ve sucti on hea d. T e muumu
. fi r the pump to operate. _u
at the inlet ofa pump 0 l d mbinat ion carrie r. A "'eslIelspecllluy
aBO
Oil/b IW mer Also ca I' a co .
. I U ore ea '. licui d nd solid cargoe s m bulk.
const ructed to ca rry venous IqUi II
OBQ. Onboard quantity of cargo: Iarine Forum.
OC1MF. Oil Companies IntematlOnaltJl.ation ofa gas that can be detect ed by an
odor thre shold. The. express ed in pamper million by vel-
average person s sense 0
ume. troleum whether in solid, semisolid. or
oil . Defined by the (IS pe t limited to crude oil. fuel oil. sludge, Oilrefuse.
liquid form. including but od: ts d without limiting the generality of the
oil .and 'Ii at t'd in Appendix I of Annex I of
foregomg, mcludes
MARPOL 73fl8.
950
GLOSSARY
GWS8ARY
351
".J d Defined by the USC Gas a ny re sid ue ofoil cargo whet he r in lin] .
oil cargo N' SIU!lc . . . k d U I ,
llemisolid, emulsified, or liquid fonn f:om cargo tan 8 an cargo purnproorn
bilges, including but not limited to dramages, leakages , oi l, muck ,
d ingage, sludge, botto ms, paraffi n (wax ), and a ny conshtu.en t component of
oil. (The term oil cargo re sidue" is also kn0:m 810 "ca rgo
oily mixture. Defined by t he USCG as a m a ny (ann wl.th a ny oil conte nt,
including but not limited to slops from bilges, slops from oil ca rgoes (such ae
cargo tank wash ings, oily waste. and oily refuse), oil residue, a nd oil y ba lla "'t
wate r from cargo or fuel oil tanks.
oulage. See ullage .
ot'f'r(i// alarm. An audible and visual warning th at when the Iiq.
uid level in a eargo tank reaches a pred etermined POint. Accordin g to t he
USCG, the al ann must be set to gi ve th e PIC ample warning to pe rmi t the
shutdown of loading before the tank overflows.
o:cygtn analyr erlmeter. Aportable instrument used to determine the percenta ge
of oxygen by volume in the atmos phere of a space.
padi"ll gland. The area a.round t he etem ofa val ve in which packing materia l is
wrapped to provide a leak -free openi ng in t he to p of the bonnet . The gl and is
tigh tened do....n to squeeze th e packi ng material, t hereby preventi ng le akage
from the valve.
Panamas. A tanker between 55,000 and 80,000 dwt (t he largest vessel capable of
transi ting t he Pan ama Canal ).
PEL. Permi ssible exposure limit. The maximum lev el ofexposure to a toxic sub-
stance that is allowed by appropriate re gul ato ry a uthority. The PEL is usu-
a ll y ex pressed a s a time weight ed ave rage (T WA)-t he a i rborne
concent ra t ion of a toxic s ubstance averaged over a n S.hour period us ual ly
expressed in parts per (ppm) . PE L may also be expressed according to
a ehc rt -term exposure limit (STEL}-the ai rborne concentration of a toxic
avera ged over any IS-minute period, usually ex pressed in pa rt s
per mIllion (ppm).
petrochemlculs . Organic chemicals manufactured from petroleum.
consist ing of a mixture of hydrocarbons . Crude oil is a
c petroleum fr om which other products a re deri ved
u1ro.Yg t e refining process.
lil,.. .. I.. ."" 'f hg ds eVO}vbo fid from petrol eum. The main constituenta of petro-
ar rocar D8 butitmayai tei h
en tid I' . so con Inat er s u bs tanc es, s uc h as
n ead alkyls, as minor constituents.
possessing the proper USCGendorsement
el'lnvolvmgd.ng licuid I
eroua iqur e or iquefied gases on a
H.

pump, it is
a tank at tho end
of II di sch llrge. Exa mple s of pOMit ive-displacement u . .
ing pumps a nd rotary pumps. p rnpe Include renprocs t,
ur point. The lowest at which a liqUid will re . [l ui
surge. A s udde n Increase In t he liquid pre88urein a wd.
P change in the velocity of t he liqui d. Thi s can be b ahPlpehne by a
val ve against the liquid now in the pipeline. The t ',hoh
ut
.by .c1oslDg a
d th
ithi h I' . 0Cl yo t e liquid goes to
zero, an e energy WI In t e iquid is converte d to
. f I An t i 1 pressure.
pump relle va ve. ICva ve (spri ng-loaded) that protects the s stem
from overpres sunZaliOn j commonly found on the d,"h lde cf y
arge Sl e 0 a cargo
pu mp. In the event of overp ressurization the valve 0""011 ,, .c
. th . , peruu 109 u,e
ca rgo to r ecircu a "" .'-U e sucnon si de of the pump, thereby preventin an
further pressure buildup. g y
purging. A form of gas replacement in whi ch inert g8.11 is introduced into a tank
t hat is in an inert condit ion. Th e object ofpurging is either toreduce the exist-
ing oxygen content and/or to reduce the existi ng hydrocarbon vapor content
to a level where s ubsequent ventilation with frellh air will not resul t in the
creation of a flammable atmosphere within the space. Atank is considered
properly purged when the measured hydrocarbon level is found to be 2
percent or less by volume in the space.
PV breaker. Liq ui d fi lled pressure-vacuum breaker. It is a nonmecbanical
pressu re-vacuum relie f device commonly found on the IG/vent main de-
signed to back u p the mechanical PV valves instelled on the tanks. It is a
container filled t o a prescri bed level wit h a liqu id of a certain densi ty (usu-
a lly a n a n tifreeze mi xture ) t hat is set to rel ieve excess pressure or vacuum
in t he t anks .
PV valve. A mechanical pre ssure-vacuum relief device that provides
protection of the ca rgo tanks on a tank vessel. It consists of a dual disk valve
(pressu re-va cu u m) utilizing spri ngs or weights which toopenat
. h k I
a set press ure or va cuum 10 t e tan . n a I . .
.. . .. sl ed ca....... ta nk thereby II11DI-
te ction. these valves assi st ID mllllltalDi ng a Be - .. -
mi ztn g loss of cargo vapors an d inert gall deck pressure. ulfid hid>
. .' . d s give off hydrogen s e gas w
pyrophorlc OXIdatIOn. Certain sour e d fi . nt atmosphere to fonn
combines wi th rust (iron oxide) IDan e th recess is reversed .
ir on s ul fide. When oxygen is the
o:de
oxide. and heat .
Ir on s ul fide combine s wi t h oxygen to ' f a atmosphere is
This heat may be en ough to cause an exp oercn 1
present. . ed to connect a valve situated some dis-
reach: rod. A ste el rod or een ee of rods WI . land 'wheel) typi cally on deck.
lth n operatmg S .
tance from the operator WI a tank(s)capableofreceivingcargoresl -
reception facility. Usually refers to a shore I ps from a ta nk vessel. In the eb-
dues (oiVnoxious liquid acbs te ncee' 8 O't can s] so include the use of tank
sence of suitable tanks or capacIty uckore, I uier mobile facilitie s.
k
tank true e. or . 1 d
barges, railroad tan . lacement piston-type pump. Types I.nc u e
reciprocating pump. A They are particularly suited as
. catlng pumps.
simplex and duplex riming ability.
stripping pumps due to their lIelfp h QI manifold when the flanges on
etu . r. -Afitlllll:coIJlUlonly onht e the cargo hosesor loadingarms.
n e a differ in dtmenaron from t oae
GLOSSARY
GLOSSARY
353
352
Ch
-On evtded by the man ufacture r of at mosphere lellli n"
a,> pr h di f nn i ,
Y - . bl t heusertoconvertt e merer ree mg o an ulHt ruml' nt
equlpmeat toena e .
to the actual concentra tion of a part icular III II llpllce:
8 C
_mo,";", on board" at the eompleticn of the discharge operation.
RO , argo .., U hi h t T . te h'
rotary pump. A positive-displaCt'ment pump w IC u I rzes m rmes mg lohl's,
gealll, vanes, or screws to draw suct ion. . .
runaround. Atemporary (Ushapedl piece ofplpmg used to crOSHover cargo sye_
terns or groups at t he manifold. . . .
Re-i d vapor pressure. The vapor pressure of a hqwd determined by using
a standard Reid appar at us. The test involves resulta nt vapor
pressure in a closed contai ner when a sample of t he hqwd IS heat ed to a sta n,
dard temperat ure of lOOF I3S,B'C). It proVIdes a measure of the volati lity of
a liquid. . .
soddl... Afairlead or support used to prevent a hose from ki nki ng and chafing.
mg. Bending etrese caused by the unev en distribut ion of weight on a ,' eMel. A
sag condition is created when there ia a concent ra t ion of wei gh t in the
midsect ion of the vessel; the deck is subjecte d to compression and t he keel is
under tension. See also hog.
SCM Self-contained brea thing apparatus.
scMdul... Refere to the thickness of the wall of a pipe . Differ ent schedules of pipe
are used depending on the intended use ofthe line (ca rgo, vapor, hydraulic,
water, bunker).
The primary processing unit in an inert gas system. Its functions in-
clude cooling the gas, removing solids (soot). and removing corrosives and
physical water droplets from the gaa.
(Jup/Hr!weathurhd:drain . Drain lines leading from the main deck over the ves -
sel's side. These openings must be pl ugged before ca rgo operations com-
mence.
1M cM, t. The given to the re inforced openi ng in t he h un of a tank vessel
through which seawater ballast can be loaded or disch arge d
/U'
greg
a::;.baliru/ 6yBte". Asystem on a ta nke r consisti ng of ran' ks, piping, and
'c uJ'd
l
exclUSIvely for ballast service. A segregated-ball a st system
...,0 not nave any mte nn ti '0 h
hoda I' C Ion w t e cargo system of t he vessel
, Th tank l' inte, sUrface.sof a cargo tank shielde d from the impingi ng
I' eamng machmt s.
' Mar f Orrf The result of 0 . f
at a particula orcea (such aa buoyant ver eua gravitational)
l lop tonh k deei r oca Ion upon th e bull of a vessel.
. elIlgnated on a vessel for th . f
aod. Ilopl. e receipt 0 tank wa shings , pipeline
. '" / ationaI Con.vention for the Safety of Life at Sea

CQD,taining. 5 .
uJ
"d etgm cant amount of sulfur and sulfur
!mA ' I e w ) who h i h
o ro eg. re ISc aracterized by the obj ection-
s io f .
. a g'lveo volume of a substance at a stan-
1'1 the weight of an equal volume of
Ou
s
combustion . The ignit ion of a materia l t hat occurs by the genera tion
P
Ofl /
a fl e
.' h teri lth h .
s of heat WlthiD. t e mu ann roug an intern al chemical reaction. The mate -
.81ign ite s Wit hout t he need for an exte rnal source of ignition.
I
n. ,.., A short sect ion of flanged pi ping.
poe! piece-
s drench. An open-ended wrench with a tapered spike handle used for align .
,pll the bolt holes in two flanges when maki ng a connect ion.
t 'c oil. A poor conducting cargo that ia capable of developing and
sta I retaining a signifi ca nt electrostati c charge.
tic electricity. The el ectricity produced bydissimilar materials through physical
sta cont ac t and separ ati on such as the flowof cargo throu gh a pipeline.
static nOflOccumulat oToil . A good that readilygives up anyelec-
tros
tati c
charge through the shell platin g of the vessel to earth.
STCW. Standards of Training, Certificat ion and Watchkeeping for Seafarers.
STEL. Short-term exposure li mit . The maximum concent ration of a substance to
which workers ca n be expose d cont inuously for a 8hort period of time. pro-
vided t he daily TLV is not also exceeded.
strainer. Afitting installed on the suct ion side of a cargo pump to pr:event any
eign objects or debri s from being dr awn into the pump and possiblydamaging
t he internals. . .
stripping. The final dra ining of the contents of a cargo tank o.r system" .
, ubmerged pump. A pump specifically designed for 10 a tank. It IS
pa rticularly suited for multigrade vessels that require enhanced segrega.
rion. The pump and drive unit are locatedat the of the tank.
Suezmax A tanke r in the range of 120,000 to 200,000 f '
. . I di ta k todam"nthe mo\'ement o rq-
swash pla te. Framing member instal e IDa n
uida. 'd . bulk
tanker. Any ves se l design ed carry as the opening for
tank ha tch. The rai sed eoarrnng of a hate on
access to a ca rgo tank. h t i capabl e of measuri ng the ccacen-
tank scope A combusti ble-gas indicator t 8 . _depece It isparti cul . arly
. b olume 10 an lDeI"WU .
t r ation of hydrocar bon vapors yv f t h purging operati on pri or to
useful wh en determining t he succesS 0 e
ga s-freeing a tank.
tank top. See tank hatch. fl water in a cargo tank throu gh the
. ) Th mea surement 0 ree
t hl elJage (water cuts. e fi di g paste on a bob. "
use of a n instrumen t or wate r- In . hted average- The m8Xlmum err -
TLV-TWA. Threshold limit val ue-
tl me
e
it is believed that nearl y
born e conce ntrat ion of a subsumc rmel g.hour workday or 40hou
workers may be rep ea tedl y expose dsfo
r
al: " nuissible eJlposure limits .
. h t d ersc effect. eea
workweek , WIt ou a v d ' 1016 kg).
. f . ht'2 240poun s ,
t on fong A urnt 0 weig . , d. (1000 kgs).
" . f . ht 2204 poun '
tall, metric. A unit 0 werg ., und s (907 kg). ecili ed ul-
ton, short, A unit of weight; 2,00, 0 the loadingofs cargota nk to a epee th e
. ff. The proce ss of comp eh ng . ' the transfer of cargo gIVen
is considered a criti cal regulati ons, any critical opera-
heightened potential for a fthe peraon-in-charge (PIC).
uoo the direct supervtSlon 0
can resul t in the admiss ion of atmosphere into the suction line reaching t he
pump.
VRP. Vessel response pl an .
It'l!dge, liquid. The cargo rem aining in the tank aller st ripping. Due to the trim of
t he ves sel , the rema ining cargo appear s as a wedgeot hquid against the afte r
bul khea d of the cargo tank.
well/ sump. Arecessed area below th e bottom ofa cargotank (inne r bottom)which
houses th e bellmouth or pump suct ion.
Yokohama fender. Large fenders commonly placed between two vessels during
lightering ope rations to prevent the hulls from making contact.
nne anode. A sacri ficial metal used in ballast tanks to minimize corrosion of the
steel ofthe vessel.
zinc sili cate. Pain t loaded with a high percentage of zinc, usedto protect the steel
plat ing of a tank from corrosive sttack.
355
GLOSSARY
lI.tance to flow. It is useful when de-
well as the need to hea t it.
'54
' rod ' ( 'n,rtgas into a tank already in the inert condition
. Themt uctlono I h '
loppl ll/l up, . ( . . the tank pressure to pre vent t e mgresa of air.
with the obJect0 ralsmg
. p ' onGUS to human life.
tone- 018 I . ( the concent rat ion of a known or suspecte d
. -t t t A measuremen v
1tuU'1 Y est , . b tance in the at mosphere of a space . It I S usually a
health.threatenmg tlU s . .
gas.specifictest that is in parts per nulhon (ppm).
TPI Tonaper inch ImmerSIOn. .' . . .
bulAheod. Asolid bulkhead runnwg m t he athwartshl p direct ion uau_
aUy 8eparating cargo tanks.
trim arm The numencal difference between and.LeG..
h Afixedcontainment area (coaming eqwpped WI t h grat mgs ) permanently
trouginstalled under the cargo manifolds ofthe vessel, design ed to collect any spill.
agethat 0C"CW'8when or arms.
UEL. Upper eaplceive limit. The maomum concenrrancn of hydroca rbon vapor
in air that fonns an ignitable mixture in the presence of an extemal scuree of
ignition. Above the UELthe concentration of hydrocarbon vapors is too great
(rich miJIture) to support combustion. It is also known as t he up per fla mma-
ble limit (UFL).
ULCC. Ultra large crude carrie r.
tJlo8r. The measurement offree space above the liquid in a tank. It is t he distance
fromthe surface of the liquid in the tank to a reference datum on deck, nor -
mallythe rimofthe ullage opening in the hatch. Reference to th e ull age cali-
bret ion tables for the vessel willgive the volume of liquid in the tank (gross
volume).
ullageOprnmg. Small opening in the tank hatc h on deck that serves as th e refer-
ence point for measurement of liquid (cargo) in the tank.
Agsa belowita critical temperature.
I! opqr tonJrol I)'Itt m. Pipmg and equipment on 8 tank vessel that is necessary to
certem cargo vapor emissions during loading an d ballasting opera-
tl typical Installation includes vessel/shore vapor collection piping,
nl !l<Iu1pment, cont rol devices, and vapor processing units ashore.
o lime t ontactor. Amultipli er deri ved from t he API ta bles to con-
me in the tanks to a standard (net) volu me.
r. A factor deri ved afte r compa ri ng t he ship and

ri I of a tank vessel under conaid-
GLOSSARY
IlJRLIOGHAPHY
357
Bibliogr aphy
Andersen, Stetner. "Inexpensive Bulk Nitrogen Production." Shipbuil ding Tech-
nology International, 1989: 157-158.
Angelo, JosephJ. "AStalus Report of CoeerGuard Impl ementa ti on ofOPA Double
Hull Related Requirements ." Presented at Murine Log's Tanker Legi sla ti on
1991 Conference. Washington, D.C., September 24, 1991.
Baptist, C. Tank er Handbook for Deck Offi cers. Glasgow, Scotland: Brown, Son, &
Ferguson Ltd., 1991.
Beaver,Earl R 'PermeaGas SeparationMembranes Developed into a Commercial
Reality," Paper deliveredto Seventh Annual Membrane Technology Plannin g
Conference. Cambridge. Md., October 1989.
Berry, G.Optrotwn and MointenonCf! ofInert Gas and Crude Washing Systems .
8 MSllhtone. Inte.rlink Inert Gsa Ltd . 1981.
I.nb y, NltJ.1ol8.8. with t he Law," Morine Log, February 1981 : 34-37.
-- Making EXllItingTanken Safer." Marine Log, April 1991 : 3.
Brneron, Oouglu B "Human Erro T' Tw ' .
,I. C ,. r rmea o. Proceedings of the Mari ne
OU1U."il.. OcWber-November-Oecember 1989 ' 132-135
Safe Handling and Liquids
6 r U8 Products. Washington, D.C.: U.S. Coast Gu ard, 1975.
19 . nI Gwde to Chemical Hazards. Wa shington, D.C.: U.S. Coast
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a t G d, 1994.
nfor tion System (CHRIS). Waahington, D.C.: us.
-CongrcS!l Dictates Double Marine LoR, October 1990: 39
cOlltroUmg Hydrocarbon Em IssIOn, from Tonk Ves8t'1 Load' .
Board of the Nati onallU-!K"an:h Council) /p,;;pared hy t he
Academy Press, 1987. . gton, .C.: Nationa l
Crude Oil Washi ng Systems. London: Intf'mati onaIMaril,m . .
P II
b . e .... l5 amzatlOn, 1983.
"Crude Tanker 0 utIonA ateme nt (Exxon position pape r ) H ton-E Co
poration, 1976. . OWl on. Doon r-
Crude Washing of Ta nkers. Goth.enburg, Sweden : Salen & Wicander AB, 1976,
Double Tank Vessels :A of Current Regulatory Efforts, Design Con.sid-
emtlOns, and Related Topice of Interest. Paramus, N.J.: American Bureau of
Shippi ng, 1991.
- Federa l Oil Pollu t ion Act of 1990.- Su mmary of provisions prepared by Che'lfOn
Shi pping Compa ny, San Fr ancisco, 1990.
Fighting Poll ution: Preventing Pollut ion at Sea. London: Witherby & Co" 1991.
Fitch, Robert, and Gordon Marsh. -Coas t Guard Requirements for Mari ne Vapor
Control Systems," Marine Technology, September 1991: 270- 275.
Flynn. Robert. "Th e Impact of OPA 90 and Sta te Legislation on the Tanker Mar-
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1991 Conference. Washington, D.C. September 24, 1991.
Fundamentals of Petrol eum . Austin: Petroleum Extension Service, University of
Texas, 1982.
Ga rdner, A. Ward, and R. C. Page. Petroleum Tonk shipSofr/y. Luton, England :
Lome & Maclean Mari ne Publishers , 1971.
Guide for Cargo Vapor Emission Cont rol Systems on BoardTank Vessels. Paramus,
N.J.: Ameri can Bureau of Shipping, 1990.
"Guideli nes for Marine Cargo Inspt>ction.- Manual of
S tandards, chapter 17.secncn I. Washington, D,C.: Amencan Petroleum lnsti-
tute, 1986. H I?" '" I
Hodgson, Brian. -A1aska'a Big Spi ll-Can the wijderc ese eo. HOIIOM unt'"
graphic, J anu ary 1990: 4-i3. . l Ch be
Horrocks , J . C. S. 'V.S. Oi l Pollut ion Act of 1990: Letterto am r
of Shi in me mbers. London : Internati onal Chamber of Shi ppmg. 1991.
pp g S 0 rating and Malfltenance Manual, volume 1.
Howden Inert Gas y.stem pe . . Ltd 1983
H l
E I d: Howden EngJneenng .,' ..
ouna ow, ng an. . C 'ed i B III London: Intern ati onal Maritime
Index of Dangerous Chemlcol.s arrl IfI u .
Or gani zation,199O. . re ored by the Intern at ional Chambf'rof Shipping
Inert Flue Gas Safety G.U1dt t p P ti I Marine Forum). London: Witherby & Co.,
and the Oil Companies Iot eme rena
1978 . . 'S Ilabus. Linthicum Heighta, Md.: Maritime Insti -
Inert Gas lCrude OIl wa sd"G"" d
Y
ate Studies 1991.
T h
i avon ra u "" .' 90
tute of ec no O"J on'lntemationo! Maritime Organization, 19 . .
Inert Gall SYf;fems. s Marine SafelY Manual, chaptt'rl5. Wsshmgton,
"Inspcrtion offnert GIIS ya em ' .
D.O.: U.S. '-;01l8t and Equipment ofShips Danger-
Co<!e.for Ik(IBC Code) London- International Mantime Organll.a-
ous c Is In)3u .
IJ n 94.
IIIRLIOGRAPHY
35'
359
Index
Ballast
arrival . 2-10, 247
clean. 240, 247, 299
oompresaion.2-6
oonfigl1Tlltionl,246- 2
depart ure. 240, 247
dirty, 240, 243
fair weather conditinn, 240
free water, 137
intemllllranafer, 2
MARPOLrequirements, 239
oil content of, 240
plan, 207
procedure, 243-6
quant ity, 239
routine operational dischargH, 239
aea auction valve", 243
8l'gregaLed, 239, 243, 299
al.onn. 240
underbelleeted conditinn, 2311
vapor control, 243-4
AN'SI (American National Sundanb huti
tute), 72
ARCOE"dl'tll'ouf , 6,6, 21
Arrival ballut. 8ft 8al1ut
ATRS(Ameriean Tanker Rate Schedule),
227
Alloomated cargoc:onll'Ol
bridge- eoet rel, 148
cargo control roolIl (eCR) 145, 147
schematic, 128. 146
ABS. 8u American Bureau of SJ'lipping
ACGlH (American Conference of Guvern
mental and Industri al Hygienists )
expceure levels, 293-4
Act to Prevent Pollution from Ships. 296-7.
5u ailIO Polluti on
Acute exposure. &e au oCargo haUlfds
defined ,46
telltale eigne, 288
tYJlf'a of exposure, 45
Alabama Shipyard, 16-7

autoC'Ont rol feat ure lIGI, 321
blower failure (l Ol, 321
cooling wate r to scrubber IIGI. 321
deck pressure, 111, 319
deck water seal UGl, 321
high gas tempe rature (1m, 311
high level (t.ank), 109-10, 206
hi gh oxygen lim, 311, 321- 2
high water le"el scrubber 11m, 321
overfi ll (tank), 109-10, 206
Ameri can Bureau of Shipping, 147. 8N01110
Load lines
American Petroleum Institute (APII
convention table, 143-.1
gravity, 33, 34, 142-3
manual of petroleum measurement
ata ndardll. 121
sta ndard temperature. 142
table ' , 143-4
Am..rico1l Prall"'" 7-8
"d fi 0 "[ TankefSand Terminals (/SG07T) . Pr ep a red by
I nfi mati onal Soft/yOul I! or "Sh' 'ng Oil Companies Internati onal Marine .'0-
I
ationa! Chambt-r 0 lppl , d II b
the otero . 1 Associat ion of Port s a n ar or a. London-
_.on and the Int er nat lOns
'-" , 6
. & E'vo!ut ion of the Load Line." SU': lJeyOf , May 1976:.7_11.
Jun eo!.'l, FoiluT'fModes (lnd Effects Anal-!' sis o( Vapor Coll eetl oll Sys.
Keu hwn, . T . ,,_ thwest Research Instit ute, 1988.
tuTIS San Antomo, ex.. ecu 0 ' d 'f '
, B . , P , ,, - ' T'heConstru ct i on. perotlon, an .. tUnlenancf> of
King. G. A. . t an er ra .. .
Thnken London: Stanford Maritime Ltd., 1971. .
v
, c , IS , "mB" Fi nal Federal Reg is ter, June 21, 1990.
-Manne epor on 1"0 Y"' . . I ' ! "
AfARPOL 'l3/ 78 IConsolidated Edition ); London: Int ernatt una .. antlme Or gani.
18tioo,I991. - M l I P, I \
":\ft'asurement of Cargoes on Board Tank Vt'ssels . . anua 0 etro (ea l!Ur e
ment St andard" , cha pte r 17, section 2. Washmgton, D.C.: Amencan Pe t ro-
leum Insti tut e. 1990.
"Mid-deck Tanker Can' t Spi ll." Marine Log, J a nu a ry 1991: 40.
Our Petroleum Industry. London: Bri t ish Pet roleum, 1977.
Pende:rter , L. A , an d W. G. Coulter. Clrusification S ociety Ollroiew for COfUl/r uc
tion, Inspection, and Repair of OPA 90 Double Hull Tankers. Paramus, N.J.:
Ameri can Bureau of Shipping, 1991.
PocJut GuitU to Chemical Haz atYh. Wll8hington, D.C.: U.S. Depa rtme nt of Hea lt h
an d Human Services, June 1994.
"Rebuilding the Euon Valdez ." Marine Log, Oct ober 1990: 36-38.
Ruth erford, D. TanJt"Cargo Handliflll. London: Charle s Griffin & Company Ltd .,
1980.
ScUJb MaC/ 501 Tan. er Moni torin g and Control Sy st em, Te ch nica l Descripti on.
Gothenburg, Sweden: Saab Marine Elect ro nics , 1991.
5tamJard /rJr 1M Control ofGa, HazatYh on Vessels rNFPA No. 306). Boston, Ma:
Nati onal Fire Protection Associati on, 1997.
TanJeerCleanIng Manu al. San Francisco: Gaml en Chemical Company, 1976.
Tanker Safety Course Notes. Kings Point , Ne w York: Gl obal Ma ri ti me and Trans.
portation School at United St ates Merchant Marine Academy, 1999.
TOM" Split. byDel lfn (pre pa red by the Marine Board ofthe National
11 Council ). WlI.Iihington, D.C.: National Academy Preas 1991
f!f: Soob TanJrRadar. Gothenburg Sweden' Elec-
Dietl 1i9.1 ' .
U 'Menace' "P Jr I G 'J,
. . n. QC e UIUC< to the Atmospheric Hazards of Confine d
ttl h: Bacharach, Inc., 1989.
rm g Ul we with OPA 1990: Marine Log, March 1991:
'60
INDEX
361
B8'1t' r.
double hull , 16-7
.i nji:le huH, 16
!.)'JJMI. II. m. 18
SarTiN'll
l'quiulentll, 18
iIIUltnltl'd, 18
iou t pllf.ll"l1l , 3 11-2
phYJIio:<A.l sep. ration, 18
BCH. Sn Code for t he Call1llrutl;on a nd
Equipment eaming Dan-
gel'lllUChemitlil. in Bulk
Sn oW Piping
brand! piping, 66
ODTllllructi on. 66
.treesH
eeeted lanD, 259
definfd, 154
dwing cargnobaJlul 207-.9
hClll' mndition. 155
mini.mizin,.238
Iilil oondition, l u-6
Wlderballuted oondition. 238
Btonu ne
data guide, 38
th PlDica.lhuanb information
l)'1I tf' m lCHRl S,. 39
ebrorue t ffed.l ore.pOUl'l', "6-7
eJ:ptWte limIt, 38
regul ated eatJO.n
ern all.din,. 122,222, 22t
Ittwrr;Jindemnity lLOI 1224
,5lanb
bUfId fl8llF 72-3
k.wlllll' Pna.\IlillM. 96
I. "
ti "n 96
.. "
) llertrBU
flnmma bility, 26
petroleum, 24
opecia l liqu ids , 25
Bullcrlly Yah-e. Sff Valve.
Calibrat ion ta bles
defi ned , 125
meas ure ment prcced urea, 129-,30
t rim COJTPC: tiona, 133
wlllt'r measurement , 135
Cam-Locl . SrI' Coupling.
Cargo eelculation. also Wt'i g ht
ccmputer eoft wa re, 145-6
ecnrerston facton, 143-4
information needed, 142
purpost>, 142
eemple, 143--4, 198
terms, ISO
uni te of measure, 142
volume correction factor, 143-4
Cargo hazan:i9
cotroll ivit y, 50

fire and explosion, 40
Oxygendefi ciency, 47-8
reactivi ty, 49
toxicity, 35 , 45
Cuga informat ion
chemical cedes , 40
CMmical Dala QuUk f or BuIll S hip-
Trn!fl t by Water, 37
CHEMTREC, 37
CHRIS, 37, 39
Gothof FtderoJRl'8ulatio1Ul, 40
Material Safet y Data Shee ts , 37 , 278
Poltet Qui rk to Chemical Haz orW, 40
Tanker Safety Guide Data Sheets, 37
Cargo measurement. See also Gauging
accuracy of, 125, 131-6, 141
calibration tables, 125, 129-31
final gauging, 113, 12.
fr,e water, 129, 134, 137, 141
l[I'Oh ohaerved volume, 129
company, 122, 133-4
lightering, 137
ne tandard volume, 129, 143
aquanjity, 129
ta,219_2Q
in onbg
IUly 13
term S, 125--9
total ca lculat ed volume, 129
tota l obsl'rved volu me, 129
tri m corred;ons , 133
typica l equipment used, 123
,.U 8t'l list , 13 1
vl' 8111'1 trim, 13 1-3, 136
viscous cargOt's , 136
vola ti le cargoes , 137
wllt er-indi cat i ng pa ste. 135
wed ge calcula tion, 135, 158
Carg o planni ng
compute r progr am, 146
det ermination , 144-6
loading to rmal draft, 16S-7, 202-3
preetew, 14., 156
Cargo report , l38
sa mple, 139
Cargo tanks
Independent tanks, 12
integral tanks, 12
gravi ty tanks, 13
pressure tanka, 13
Cargo t ransfer
agreement to begin, 189
bonding cable, 191
cargo hoeee, 183--6
cargo i nfo rmation, 191, 193
ca rgo pl an, 182-3
cofferde me, 196
communicat ions, 187
eer mecnena, 186, 190
cont a inment boom, 196-7
de clarntio n cfinapection, 191- 2
discha rg e containment, 186
documents, 2 16-7,219-24
doon and porta, 196
draft re st ri cti onll, 196 200
emergency shutdown, 187-8, 199-
emergency towing wires , 191
federal regulations, 18Z-91
nre-fighting gear, 191. 194
nro safety, 190
name screens, 194--0 7 202
freshwater nllowanctl, 196- ,
goal, 182
inert Ifns system, 191 194....5
lnaulaung OanjCt!, 191,
lighting, 189
londln.ll:lI
monlti,j a
_n..di
rn
portahl e elect ric 196
pretronl fer conference , 189
pumproom vi:>nti liltion, 196
repai r work , 190
118fe smoki ng are u , 190-1
n fety matches, 196
ICUPpel1l, I86--7
lea v IIIVI'S, 191
lIt'grtgated-ballut Ir l tl' m, 196
I pill respollJle equi pment, 196
sufficient penonnel, 188
tranafer pl'OCl'durn manual, 188
unauthorized craft 194
vapor contro l opera tions, 191
vessel moorinp, 182, 184
warning signals, 189-90
Cavitat ion. S alIo Pump .
caURll, 168- 9
effect , 168
-ga ss ing",I68
loas oh uct ion, 17.
prime tankuse, 169
pumps , &t PumPI
CG-38 See CMm.CGI Data G"j,u for Butt
SMprMni by Wal l'
Charter party. 5 alto Cha rte,",
ATRS (American Tanlr.t r RaI l' Schtd-
utel, 227
bill of I. ding, 122, 222. 2201
cargo hOlIeS, 218
cargo quantity, 216
cargo Ia Dlple8. 222
d ea n tank certi ficate, 222

dry tank cert ificate, 222-3
freight rate, 226-8
laytim e, 215-6
let ter of indemnity CLOI I, 224
lumpsum, 227-8
nonceor re8dine.., 11 15-B
pricing,220h5
protest-, 219- 21
pumpingclauae , 218- 9
rate per ton , 228
role oftankennnn, 211i
811 f" berth, 219. 222
terms, 211i--201
time challfl' equiv.lsnt, 228
Worldacal., 22lHl
Charteror, 121-2, :l12
Chart...ring department, 2:M
ChllcWDt
A..'>BATANKVOY, :1)3
362
Cbarh'nl ft(}/Itinutdl
212-3
BPEEVOY. 213
chart<!r party. 213-4 3
('(Illtract ofalfreiglltrnent (COAl, 21
EXXONVOY, 213
tinure.
213
sHELLVO'i, 213
TANKERVOY. 213
213
tinle,212


Ch<'ClIiJt
"lI lry into enclOMd .p.Cl!'.286-7
prior to carp transftr, 192
lp<lr control. 116-a
Cbll valve.S olio Val vH
lift. 91
l0C8tioo, 91
mng, 91

compatibility. 49
cotTOSi"N, 50
nIlIctlVlly, 49
I labi lity, 49
CAtrnil:oJ DoIa G"itk for BuIlt by
Wottr, 37
CMDlIeal DiJllJibUtiOD (COl). SN
Vett ing
cban&.S Meehataiealloading anna
Sa. Cugo infonnation
defined ,37
I J .
INDEX
radar , 124. 128
sonic tape8, 124-6
ty)l('lI, 124
va por contro l requiremcn tll,lOS--9
Closed loading. Su Vapo r oont rol
Coal-tar epoxy, 27 1. Sn olIo CoatinKJI
Coat ings
damage to, 259
deck seal (lG), 313
hard. 271
ins pection or, 272
objecti ve . 50, 211
polyuret hane, 271
88arifirial anode8, 273
scrubber, alO
atainJ eas steel, 272
tank cleaning, 259
Code (or the Construct ion and
of Ships Carrying Dangerous
cals in Bulk (Be m , 10, 300-1
Coils , heati ng
coated Lanka, 259
deek seal (lG), 3 13
flus hing, 25 1
leaking, 137
limitations of, 259
ope ration of, 198-9, 209
Combination carrier. See also Con structi on
edvantagea of, 15
CTOllII section, 15
defi ned, 13
disadva ntage8, 15
Combusti ble-gas indi ca tor
catal yt ic se nsor , 289-92
hydrocarbon analyzer, 314, 323, 325
LELmeter, 290
limitation8, 281 -2, 290-2
method of operation, 281 -2
LankBcope, 323, 325
type8, 282-3, 288-90
wheatstone bridge, 290
Compression ballasting. See Ballaat
Con,trnction
rge, l6-7
beMical carrier requirements, 13
u lombi Egg, 7, 9
iloubl ull,n
" i
durin g cargo t ransfer, 182, 199
through cro8Sovers, 64, 78, 85
thrOUgh IG sys te m, 313, 316, 324, 328-9
t hrough vapor cont rol system, 105--7
C t rolled venti ng. See Venting
C zone . Se" Load lines
Insurance, Fre igh t (C.I. F.!, 123
Coulombi Egg . See al.so Const ruction
cross section, 9
du ign , 7
Couplinp
Ca mL: ks ,74--5
Drellll er, 68 , 70- 1
quick connect, 72, 74--5, 83
COW. S..eCrude-oil washi ng
Cl"08llOven . S..ealso
bottom pi pi ng, 65
described , 77
doubl e valve segrega tion, 78, 85, 87, 172
iIIus t rated,77-8
j umpe r, 78
miml aster, 71-8
pumproom, 85, 170-2
runaround, 71
Crude carriere. Sf'e VLCC, ULCC
Crude oil
classification, 56
composition, 25
grade, 32
hydrocarbon compound, 26
solvent properties of, 264
Crude-oil washing. See aha Fixed tank
cleaning machines
atmosphere control during, 268
bene fits, 264 , 305
eltn gage , 264
cyel l's,266
dropping and st ri pping lines , 266-7
"dry" bottom, 266
final draining, 266-7
fixed piping 264-6
goal,267 68
inert ga s system requiremenlll, 2
LOT pro'u, 247 .
minimum tankage to COW, 268
muck,264
muills
operatl
00
363
rea llOn8 for, 262
ROB, 264
Ilt' lfdrive machines, 264
sha dow ar",a8,
slop ta nk use, 268-70
small hne , 267
8top valves, 264--6
stripping capacity , 266
DangeroWlli quids ,3
Deadfreillht. Set Protests
Dudweight_Sn Weight
DO"baIJlISti nll
ballllSt water tlchanlle, 248-9
disp088I, 245
EEZ, 249
load on top (LOTI, 245-8, 268-70
pollut ion rtgU!ati ons, 299
reception facility, 245-8, 270
reduction of M'a pollution. 245. 248,
268-70
retention in slop tanka, 268-10
Decltdistribution syJt#m t1G).8ft IDtrt gag
branch linee, 315-7
ecnnecticn to bottom piping. 315
dt<k. main , 307, 315-7
low point draif18, 315
tank isoll tion, 315-7
Dt<k isolation valve IIGJ, 31U. Sn gUo
Inert gu
Dt<k Pl"l!lliure. 8ft olio Inert GIIS
at SU, 320
alann Bettini', 111
bar graph of. 320
cargo pumpilll , 168, 311
crud e-oil.wu hing requi rements, 268
during entty, 277
puging, 124
inert g-&s l"l'quirem",nts, 308, 319-21
i n port, 321
minimum. 328
opening inerted tanks, 327-8
opt' rati ng range, 112
pennanent TE'COrdingof, JI9
tank cleRnilijl. 328
"topplOg up," 320
vapor oontroloperlltlon, 111-2
DllCk $rr 0160 Inert FloS
a l S
dry el,
locatIon 307
fopuati
f '3121:
""
INDf;X
INIlEX
365
D<-ck &f'sl(Nln/;nul'd'
..midry ... a l, 313
l)'PH. 312-1
,',nturi.313--4
wet ".41. 312
Offlllmbon ..euon . See 0/110 Cargo

c:lrgo trllllsfl'T, 19J
u.rnpJ.., I92
"llpor control ,nlnfOs. 114--S
nc...epweJl pump. Sf'f'ab oPumps
Ildvan tBgea. 164-6
application. 162
barrel, 164
CTOH-sedional view, 164
dri,'e unit, 163
Ill(:lIuon, 162-3
Dilution method flOl. Sff GlI.'I eepleeement
Dip. S G8Uging
Dixhal'f(' llUIilUl . 70. S aw Piping
lfuchlllgi! operation.St.'toJ.oCargo transfer
cargopump SLut-up, 204
diJchargt' plan, 205, 207
dropping pipe linN, 209
elJll' rgency. huldown, 188, 208
huting coil opera tion, 209
Rwt gH.8 syl tern, 208
line nWlh, 209
Iineup,2G4
mooring linM, 209
at atart-up, 197-8, 204
P",tran8fer che<:kt, 197, 204
205-9
rare., 198
.hutdown, 199-200, 206, 209
,lop tank Itv(>l,208-9
J'8Uo. Loading rates
DUlplaremenL Sf'f' Weight
Dapl'Cl!'ml"nt m"lbod (lGl S. GaB no-
plaa>m'nt
1
4 btlltom5. S. tJUp<AI"a' " .
ubI h ru..ron
tern iv d
See also di Mpluc" Il' t' 1l1
pumps
adv antogl's, 180
lTO",,-..ctiona l view, 179
dislldv llllto gl'S, 180
je t type pump, 179
OpHll tioll,
to nk cll'a ning cpem t fcn , 258, 266
Ell'dros totic ho unls
cause, 42, 322
inert 1I'Illl system, 322
precautions, 43, 113-4, 19!1
s tot ic accu mulator cargoes, 4.1
stat ic 1'Irct rici ty, 42
use of HCWM, 259, 322, 305--6
EI Segundo, Cali f , S..e OfTsh nre moorings
Emergency procedures
colli sion, 334-6
drills and demonstrat ions, 33 1
fire, 335
grounding, 333-4
man ifold fire, 33fH)
mast vent fire , 336-7
oil spill , 332-3
pumproo m fire, 337
pumproom rescue, 331-2
Emergency s hut down. See Cargo transfer
EnclOlled space entry. SIT aha Tl'sting
eq uipment
acute eXposures, 288
atmosp hl'ric hazarda, 275-8
cargo properties, 27 8
effects of oxygen deficien cy, 277
l' vacuate, 288
fint l'ntry, 288
ga s.fl"'l.'('ingproee se, 278-80
hydrogen Ilutfide, 277-8
fMO, 274
inhalati on of cargo vapors, 276, 277
ISCCYrT,277,280,282
leakage of vapor/inert gas. 277
MSDS, 278
NFPA. 274, 284
oxygen content, 281 -2
oxygl'n deficient inert gas, 277
periodic teating, 288
permit to enter, 47, 286-7
physical hazal"lill, 274-6
J?OCketB of gaa, 277, 28B
ll'f'QCedure, 284, 288
readinp, 282
em tive clothing, 276, 288
,27.1
remute IIllmpling , 280- 1
rescue from, 288
pfe for hot wor k, 282
safe (or work..re, 282
slI(ety Pquipment , 284, 288
te!ting otmospheres, 47, 280
te lltin ll' equipm'llt , 280
tes t ing pipclin es, 28 1
tes ting proced ure , 28 1, 288
Envir onmental Protection Ag..ncy IEPA),
104..0
Eposy, 271 , S..e al so Coat ings
Evon Valde: , 5
Ftderal Water Poll ut ion Co nt rol Act
(FWPCA), 296 . See also Polluti on
FiJ:ed lank cle anin g macbines. See olso
Tank cl eaning
cont rol unit, 259, 261
eov..rage req ui rements, 262
deck mounted, 25 9-60
double- hul l veseele, 262
Ilxed piping, 259
HCWM, 25 9, 305
illustrated, 260
inert gaa system use, 259, 328
nonprogrammabl e, 259
permanent inatnllatjon, 259
programmable, 259-62
shadow areas, 260
ling le-h ul l vessel, 260, 263
s ubmerged machin es, 259
Fl ammability characteriltics
eutc-igniticn te mpera ture, 27
c1a88ifica tion by grade, 32
fire point , 27
flammable limita, 27-8
flammable range, 27
Ilash point , 27, 32
lower expleeive limit , 27, 290-1
Reid vapor pre ssure. 27, 32
true vapor pre88ure, 26
upp.-'r exp lOllivelimit, 27, 291
vapor denait y, 29
volatility, 26
Flammable range
avoidance of, 29
Illustrated, 28
FllLDgl'll
ANSI, 72
blanking, 73
belted, 72-3
OCIMF,13
proper tightening, 73
S(>e(i fic.atioM, 72
Fro>e on board IF.O.B.I, 123
. ' ro>e 8ft oUo Stability
5
red uction, 3, 5
simulta ne-ous c.aTll'O discharge and bal.
Illlit , 207--8
single-hull tons t ruct ioo, 3-4
Free water . SN Cargo mealureml'nt
Fn' ight rate. Sn 0 1&0 Cha rter party
ATRS, 227
defined,225
lum,",UlD, 227-8
ra te per ton, 228
t ime charte r equivalent, 228
Wor llb caJe, 225-6
World5ca1e CIllcuiation, 226-7
Fn'Shwatu allawance. SH Wad lines
GM free
candili on, 29-.10, 282
flammable rang.. disgram, 28-9
gu-flfting operation, 31
purging prior to, 31, 278
safe ",ading, 29-30, 282
Gas flfting. Sn o/s(, Enclosed space entry
l'lfP03ures during. 47
fadars aJJl'CIing, 279
rued fans. 278
gasfIft mode, 278, 310
inert gas faOll, 278-80, 310
mechani cal Wi shing, 278
numbe r of\'illume changl'll, 279
proCl'U, 278
purging prior to, 278
time rl'quired to, 279
GuketB, 72, 83. St'l aiI/OManifold
Gaa pre55ure regulating valve lORY>. Srl'
alsoInert po
automati c mode, 311
barriee, 311- 2
function of, 311
inert gal genl'rutor, 326
intt' rlocu, 321
locati on 0(, 307
main to ntrol valve, 311
medea of operation. 311
shutdown, 321
Gal ",placement. oW Inl'rt 11:"
dilution [lI"tbod. 323
dilpt.cement ml'thod, 323
pi (rl!t'ing, 31, 27&-80, 310, 322
INm:x
INDEX
367
Layt lme. 215--8. Set oUo Chal1er pal1y
Lighteri ng
cargo measurement, 137
vapor balan cing, 114, 118- 9
vapor control, 114
VLCCa, 22-3
l one". 204
Line l1ush. DiKbllli" opera tion
Loadingopera tion
checiul1.1"tart-up, 197
cloud loading, 191
commencement of, 197
cornminiling,203
critical operati on,197, 200-1
finiahingthe, 201-2
gauge information. 197
heating coil operati on, 198-9
line dUpl aceOlent, 202
loadingrste, 167
properl1 ow, 197
proper "enting, 197
.ailing ca rgo, 201
8Ilmpling. 198
securi ng for eel, 202
ehutdcwn of, 199-201
statU8of manifold valv..", 197
topping ofT, 200--1
t ran arer fa te at s ta rt- up, 197
va por contro l opera tion, 191
Loading f8 1ea. SN ,d.., Loadini Opl' fllt ion
calculat ion of , 167, 198
facton infl uenci ng, 167
proIMta , 219
7anB, 29B
nlld-deck deaign, 7, 9
pollution Iegi"la tion 298
Sa lAS74, aoe-e, 30s
J typea 1.11,111 containm..nt 10 13
nl "nlGl/.01IIIl Softly Guide for'Oil' TOM""
orui T..nnlll4ll (/SGOTTJ
" paDe "ntry, 27., 282. 2&1
llmmabl" range diagram 28
guldelinu for handling
ton,44 ICIlCl'llmula
aBOCTOM section, 15
alf" ru dinp prior to ..nt ry, 282
telItmg tank lltmO!l phefl'8 280
INTERTANKO. Sn alto VettiOll:
AGuide to 1M V..llitll Proceu, 232-7
Kindic pump" . Sff Pumpa
Kong Hookon V11, 305-6
pad dinKWit h, 49
port s ta ll' in spedion , 322
pf1"(: Buti ons , 327-29
primary in erting. 30, 322
pumping operar icn e, 168, 208
purKi ng , 31
purging proces s, 3 1, 278, 322-3
pyrophoric oxidation , 322. 329
322
ruin , 305--6
&egreglltion of cergoes, 328-9
SOLAS, 306, 308
sources of , 307
atearning tanks, 270
ate llms hipa, 259
tank cle ani ng 259
"to ppi ng up", 320
Inert 11'118 fene. See al so Inert glls
dri ve unit, 3 11
inapection, 3 11
i nte r locks , 32 1
numbe r of, 3 11
positive dec k pressure, 311
ra ted ca pa ci ty , 3 11
rinaing, 3 11
s hutd own , 32 1
Inert gas generators Hoo). Set also Inert gllll
a ir blowers, 325--6
a pplica t ion, 308, 324
combus ti on ch amber, 325-4)
contamin ati on , 328-9
ga s qualit y, 308, 324-5,
peaitive pressure sys te m, 326
scrubber, 325--6
surpl us ge e, 326
Inspect ion company
ca rgo meaaurernents. 141
eq ui pme nt used. 133-4
functio n of, 122
aamplin g, 138--41, 222
thennomett'ra. 131
In t egral tanka . Sce CllfllU tank
International Chamber of Shi pping (leBl,
264
Internati onal Code for the eonstnacUon and
Equipment ofShipll CIlf1YIIIS Dangt'f-
o ChemicaIa in Bulkf1BCI, 10, 300
Inwma:naJ Maritim" Organir.llu on elMOl
harri ..r betw....n CfltfU llfld noncargtJ
afll ''', III
Coulombi Ep, 7, 9
doubl ..bottom tanker, 6
doubl hull ..nl
IBC. Se e Interna t ional Code for t he Con-
a nd Eq uipment of Ships
Ca rr ymg Dan ge rous Che mica ls in
Bulk
ICS, See I nt ernation al Ch amber of
Shi ppi ng
Immedi a t el y Dangerous t o Life an d Healt h
(IDLH) ,36
IMO. In ternati onal Ma ri ti me Orga niza-
""
Impell er. See Pumps
I ndepe ndent tanks. See Ca rgo tanka
Inert gaa
a tmosphe re cont rol , 305
avoi dance ofthe fl amma bl e r a nge
29-31, 308, 322-3 '
harrie r, 3 11-2
bl ock di agram, 307
boiler e xh a us t , 307
eempcnenta , 308-22
crude-oil -washing requir emen ts 268
deck pressure, 30, 114 , 124,
327--8 '
emergency procedures , 322
t nlry i nto enclosed spaces , 275, 277
e xplo aion a, 305--6
eate rne l eupply of, 322
ll"811 fre eing, 31, 278-80, 310 , 322
ll"811 quality, 308, 321, 324, 329
11"811 replacement, 322-3
gauging tanka, 124
general requirementa, 308
ullrrls associated with, 48, 274--6, 277
}nl:rt gae gene rators, 308, 324-8, 328
Itrogen eyetema, 326-7
apecification, 311 , 321
content 29-30, 114 , 116 , 118,
91268, 308,321-2
rubber, 78--9
ata inle steel , 80
lui la bility,78
s upport of, 8D- l
Hot work
adjarent speeea. 282, 284
fire produci ng actiona, 282
marin e chemist, 284
marin e (herniat >rt incate, 47, 285
mu cking, 270, 282
preparation for, 270, 282
Hyd roge n sulfi de
haza rds, 46-7, 277-8
sour crude, 26, 58
Gill TfplftCl'P'ltnl t(Ont i" udJ
primary inerting. SO, 322
purgi ng. 31. 218. 322
rr irn'rti ng.322
n1PpIyandVl'Dtlng arT1lllgt'menu, 323-4
Gauging. S oUoCargo meB!W't'P'll'n t
bob. 13()-2. 137
d.-d. 124
cut, 130
dip, 126
tquipmenl UM'd. 133
.... 141
inn'g!!, 126, 130
loxalion of, 131-a, 136
mlJl ual, 130,137, 316
ebeervedreferenceheight, 126
opE' n. l 24
outaie, 126
reference height, 126
I't' ference point, 126
repeawbility,13lJ-l
8OUnding, 126
8Wp Il' auge, 202
tank i&Olalion riO), 316
Iape., 130-2
th ieving, 137-8
loppingoff, 2011-1
u1lac'e. 128. 130,141
.'!for CIlt.a, 137-8
Grevi l)' tanka. S Cargo tanh
Hand hOili lll:. 270. 8ft aUoTank clean'
HiJb-level -.lann mg
taUMI, 109
,lf ltiDJ, l09
tank overli1l . 109
tGItilll 115
rh . 11'111lt \'alV'e 1HVV) S z.o
Vtn tilli . a

".1Jl2
10\
366
368
INDEX
INDEX
369

L<>/Id line'
ADS, 141
C'llitroUinll'!(lne .148
definl'd, 145--8
141, 160
dock waler ,lJ o,,an('l'. 153-4
freih", alef _1I0"'8I1re,141, 163-4.
196-7.202
iIIUlllr'8lcd.l50
Wile allowance, 14S-9
LoadontoplLOTJ
definl'd. 2-45. 304
f.elor1l.lTectin,. 247, 270
pl'OC'f'.S8, 247, 26g..70
Lon,(iludinaJ bulkhead, 3
LOOP. S OlTMor!! mooringll
Manager. 212
Manifold. SN oho Piping
eargo, 70, 165
I t. 77
llangN, 72-4
gmetl,72
Jumper, 78
tnWll&lIter, 77-8, 165
quicka mnfd. coupli ngs, 72, 74
nduern, 74, 76
1'WWtIund. 77
70,201-2
Ip:lOl preee. H . 96
V8por, 10741
annr chrml.t, 284 Set alsa Enclosed

L7ana, :llI8-303. Sn ah a Poilu-
Midd.' ck tanker. See al flu
design, 7
sec tion , 9
Mucking. Se e cdso Tank dcnninK
defin ed, 270
effect on ta nk at mos phe re, 279
potent ial hazards, 270
prep ara tion for hot work , 282-4
NFPA See a/so Enclosed apace ent ry
infcrmetion , 274
Manual 111 306, 284
marine chemis t , 284
marine che mist certificate. 285
Nit rogen systems . Sff Inert gss
Nonretum verve (l G) . 314--6. SF(' oho Inert

Not ice ofreadiness (NOR). See 01.0
party
commencement oflaytime, 2 16, 218
laytime.215-6
sample. 217
See also Vetting
oombination arrier. 15
flammable range diagram. 28
oil tanke r manifol ds. 72
SIRE,230-1
vetting, 230-1
Offshore moori ngs . See 01.'0 Lightering
multi point moori nga , 203
platforms, 204
single-poin t moorings. 203-5
Oil expl oration . 52-5
Oil Pollution Act of 1990 (OPA 90). 6. 7, 16,
297-8. See also Polluti on
0iJ Record Book, 298-300. also Pollut ion
Oil tanker, 3-10. See also Con structi on
Onboard quantity (OBQI, 129, 141
Operational dischargell at sea
crude carriers, 262
Load on top {LOT), 245-7
"pefllislent- oil, 262
quantity, 264
reduction of, 246
s.$gregatcdballaat eysteme, 239
iftfI'tea, 295-6
r 262
u e See Gaujing
erfl.lI a .;See 0/110 AJarrIu!I
08 199 207
ntrol 110
f109
t" Htinll. 115
Oxygen content . Sf'C Inert gas
OXyJo(cn dt"fici('ncy
hnt ar d from ine rt gas , 40. 48
impair mt"nt due to, 47-8
normal level in air, 47
POrn' 1lanker
oonstruction req uirement8, 13
de scribed , 10
druptore" vessel , 10
exte rnal fra ming. 10-1
la yout, 14
tank types, 12-3
types I, II, III a mtainment, 10-3
P'>nni Mible expo sure limit. SN 0 1&0
Threshold limit value tTLVl
de lined,36
measurement . 282 . 292-3
Permit to Enter, 286-7. See also EnclOMd
space entry
Peraonin-eharge (PIC)
cargo calculat ion, 33
ca rgo characteristics, 24
commencement of cargo tlllllSfer , 197
commercial impact, 211
dirty ball asting, 243
fini shing cargo loading. 201-2
loading sta t ic accumulators, 43
personal supervision, 197
shutdown ofcargo t ransfer, 199-200
top ping olToperation, 200- 1
tracing pip ing, 64
Pi peli ne, 2 11
Pip ing
bottom, 64
br anch, 66
classifi cation, 64
construction, 68
deck piping. 70, 165
direct piping system,
Dre sser coupling, 68, 70-1
drops !loading), 85,165-7,207
Ilanged connection, 68-70
hydrostatic testing, 58
loop (ring mainI67-8, 163
main linea, 64 . 70
piping 197-8,206
pumproom pIpIng, '
lies lane, 87, 172, :l(;!243-li
vapor contrtll, J05-7,
..
vent plpln(, e.
PlimAlll\;mllrl/:, S#ii 4.'!'!
POllution
Annex 110m, 298-300
Annn II (N1.8),3Q0.-.4
sWlren(>IlS, 295
C11"K0!le(ord Book, 303
UIoaualtiea,296
tert ificalel, 299, 303
dispoi ll of cargo rt!lIidue 301-2
linN lind penalt iel (U. S.), 296-7
llltel'1l.ltionallegitllltion.298-303
IOPP,299
73178, 298
nsti onal legiailltion. 296-8
NLScatl'goriea, 301
Oil Record Book. 298-9
plleard,297
f>rrxtduru ond AI'ru'lgemmu ,\Iollual
IP&-'l, 30Z-3
rNIuction of, 245, 248. 270, J(H
I'fgUiltio",,299
llOUrttt of, '2%-6
Ilpeaallll"l'lI,299
l W"\'e).. ,302
v_I plan. 297-8
Peouve duplacement pl,lfllpll . S oUo
Pum..
esparity,177
doublfIlCting.l77
dropping lines, 175, 180.209
duplex. 176
operation, 176-9
I"I'cipl'(l('ating, 176-7
rotary, 177-9
lel tpriming, 177. 179
It ripping 162. 175, 179,208-9,268
tank cleaning, 258, 266
Pour point
delined, 35
cargo meeeurement, 136
ht"lIting roil openl tion. 198-9
Prelllure-vacuum relief device. Sn llhtJ
Valvps
capacity, III
CI'O.5ll seetion. 93
inert Il'nB syelem, 316-9
inapection and maintenance, 93, 95, III
liquid PV bn'aker, 311-8
locntion, 93-4, 317
operation. 92-3, 318
pUrpoIIl!.92
atrudural damage, 110-1. &16 3ll
typical aettinge 95, 111-2
Pricing, 224-6, s-c aUu
-
INm:x 371
370
ProI.. Sn a/MJ CharUr party
d"fi nPd, 219
I'l'lUIOll8 tor, 219
8&D1pJes, 220-1
vioJal.iolll of charte r party. 219
PumplOOm. Sn a/MJ Piping
bilgt alarm. 196, 199
cargotraJUJer, 191-8
t;TOSJOvtr.85, 170-2
deri ption,85
forward. 169-60. J79
iJUpeoction of, 206
location. 85. 159-61
loop (ring main) 'Y.urn, 68
rf$('\ll' ,87,172
eealane, 87, 112
li mple drawing. 66
ventilation, 196, 206
"""' po
automatie pri ming l yBu rn. , 171-3
cavitatio n, 168-70
comtrifugal , 161-7
cont rob . 175
c:nIU1lli over , 170- 2, 201
deep well, 162-6
dift'uHr, 162
dri ve Wlita, 162
nuahioll' .251
pu.g 175
h..d condition, 167-8
Impeller, 162-3
klndu:, 161-7
lift oolldition, 167_9,177
location, 159-62
mam cargu pUIllIM. 161
a prime, 110
Operllt,on, 167-75
overhull:ng, 170-1
Jlfrfonn.JACe under (hartt'r 218-9
..e
'
Yea, placemeot, 181 '176-9
me 162 170 '
. e tink 169
r hn ube,162
"
INDEX
Qual it y assurance. Sf't' Samp li ng
Quick-conned coupli ng . 5 1' 1' Couplinll"B
Reactivity. aUo Chemica l cargoo.
compattbl llty ,49
defined,49
Informatien, 37-40
stability, 49
Recei ver, 122-3
gedueer . SeeMani fold
Rt'fini ng proce ss
alkylation, 62
blendi ng, 63
cracking, 26 , 61
de&eribed,
di6tillation, 26, 60
fra ct ionati on , 60
fractiorlll, 26 , 60
h)' drogt-nat ion , 62
polymerizatio n, 62
processi ng , 55
l"t'fonning. 62
Remaining on boa rd IROB), 129, 141- 2
165-7. 264 '
Saah radar. See Closed. gauging syaterJ\ll
Sampling
all level sample. 140
closed operat ions, 124
eqwpment, 139-40
grahIJin e sample, 140, 198
procedure, 138-40
purpose , 121, 138, 198
quali ty ees ure nce, 138, 222
retain sa mple, 139
ROB,142
nmning sample, 140
s pot sample, 140
Scrubber
coatinill,310
separator, 309-10
demlster, 309-10
deterioration of 310
efficiency of, 310
310
!Dert ga.s generator, 325-6
Pl"OCeqlngof gas, 309

;,utine inspedion, 310
0n.ell eeperetor, 309-10
wet" tt1lm, 309-10
_die 7,172,243,253.8"eoho
m
s lane. Ste Piping
se d ion va lvNI, 87 , 172 , 24 3
se
a
'
u
alt>d bal las t . See also Ball as t
240-2
balh
u t
educto r , 179-80
ball
a

t
waU'r ('J.ch ange , 24S-9
debllllasting, 245
defined, 243
MARPOLrequirements, 239
procedure. 243
protectiv e locat i on , 23 9-40
rtd,udion of sea poll uti on, 239
, tri pping tanks, 179
Shear forn'& See Bendin g st resses
Ship In&pect ion Reporting Exehenge
{SIRE) . See Vetting
Shutdo wn . See Loadin g Operation
Simultaneou&car go di &Charge and ballast-
ing, 244
Single hull . See olJ Construction
con&truction,3-5
"dry tank.: 266
tank. cleaning, 260, 263
Slop tank
arrangementa, 268-70, 246
crude oil washing, 268-70
di &pCI&a1of alcpa, 269-70, 3()4
du al sl op tanks, 269
load on to p (LOTl, 245-7, 269-70
precautions during di scharge, 208-9
protesting of sl ops, 268
reduct ion of alope, 264
use of, 179, 247.258, 269-70,
Sounding. See Gauging
Spills
causes, 64 , 7 1, 80-2, 109
di sch arge containment, 186
preventi on , 182
response equip ment , 196
Spool pi ece . See Manifold
Stability
baUnsting, 238
calculnt ion of, 142
cargo plan, 144-6
during bnll llst operatiolls, 207-8
during caT1l"0 discha!1t"c, 207-8
fro" surfncll, 3-6, 207-8 0180 Electro-
steue nceumulRtor cargo. $ff
etotic hllw
rda
cargoi"e.
4
:l
recaulione, 43, 113-4, 199
c<l.lI,lro
l
cleanil1i'
SIN-miNI, :27G--l 305.
S toll Innovation, 10-1
Strapping tables . See Ca libra t ion tables
Su bme rged pumps. See aho Pumps
advnn l.ages, 167
npplicntion, 165
crouing over, 207
eross-aectionel view, l 6G
rRMIO, 165-7
hydraul ic dri ve, 165
loa ding through, 167
location, 165
piping arrangement, 165
portable s ubmers ible, 167
repair, 167
lltages of opera tion, 167
Supertanker. SN fd., ULCC an d VLCC
development of, 23
Supplier
defined , 122
delivel"fd, l23
Swash plate, 5
StteaUoCGrut l'\lction
colUltl'\lction. 16-8
defined, 3
Tan k cleaning
additional cleaning, 253
bll't'der valve, 256
Butter....orth plate. 135
chartll,251- 2
c1eanini action, 2.54
coa tin gs, 259
connl.'CtiolUl ,256
continuity test, 2M-ti
cycle ti me, 254. 267
dra ining h08t , :l56
dropll, 256-7
"'dry " bot tom, 258-9
liJ:ed machi nes, 263-4, 269--62
fixedpipillR. 263
heater, 263-4
hOlle, 254
inert gU . y,tem u.ee, 328
j et length, 264
numlHlrofmachine s.257
optlninlf deck. 135
pipt'lin lO8,262
p!8n, 251
portable machin .... 2!i3-9 I
prtpllretion (or nut earvo, 224,
pump, 2<'13. 262
reallOn Inr , 261
eaddle. 266-67
INDEX INDEX
373
TaJ'l. cll'llnillJ/ fronll nuroJ
Ha 253
. ... dowareal. 254, 260
.poU.ingmaehine, 254
.tripping capacity, 258, 260
.uppl efflenr.aJcleaning, 270-1
tag line 256-7
I)-pical f'rron, 257-8
T. nk hatch. top
puging, 129-36
ullageopening, 98-9
I'lIporplume from, 99
venting t hrough, 98-9
Tanbhip, 8ft abo Ccnstructton
defintd,3
Tank top. Sn 01", Tank hatch
gauging, 12!h'36
ullage opening, 98-9
vapor plume from, 99
venting through, 9S-9
Tank vessel, Sf'f'01. 0 Construction
defined,3
Temperalure meesurements
atturacyof,131
cargucalculation, 142
..nic U1pee, 126
Ihermometefl, 123, 131, 133-4
TllItill( equipment . ohoEncl oS('(j apace
'"'"
aorutacy of, 280, 289
1..I&nllI, 280, 288
batt.1)' chk. 280, 2S8
bfIlJ01J1 pump, 2n-3

281, 239-91
__ .. Uldicator, 281_2,
... "'"", 292-3
o2ll1-,J
measu rement of, 282-3, 28 2-93
odor, 37
short term exposure li mit IST";Ll 36
time weighted o\'t.>ragt.> ITWA), 35'
'rcnnege. S,...al so Weight
dead ...eight, 19
long, 19, 34
metri c, 19, 34
Topping off. S ee Loading operotion
Toxicit y
acute effects, 46, 288
chronic: effects of expoaure, 46
defined, 35
effect on personnel, 45-6
exposure to vapors , 46
measurement of, 282-3, 292-3
precautions, 47
Transverse bulkhea d, 3
Tri m. See also Cargo ca lcula tion
calculetlon of, 151-3
cargo transfer, 202-3, 206
defin ed,151
during COW, 266
longit udinal cen ter of buoyancy, 151- 2
longit udinal ce nter of gravity, 151- 2
moment to change tri m I inch, 152-3
tipp ing ce nter, 152
trim arm , 152
t ri mming moment , 151
him tanks,1S7, 202-3
ULCC
cluaifi cati on, 19
t rade routes , 23
lnlage re port . Set Cargo re port
Ullage tablea. Sn Cali brot ion tables
Valves
ball, 90
butterfly, 90
Cll.tegoriell,87
check,91_2
gate, 88-9
glpbe,90
)lartll of, 88
PIUK,91
-veeuum relief, 92-6, 31&-7
blI11a.tinJt' , 243-6
carRO IOllding ral e a, 112-3
carg o &E'jfreKat ion, 105, 107
checkliAt, 116--$
opera tiena, 104 , 124
Code of Fede ral & gufatW1J.S, 105
componf'nta , 105--12
deda ration of ins pection, 114-6
final gauging, 113, 124
inert Ras lly8tem, 104--6, 109. 114,316
lighwri ng, 114-9
10lldin g ra te curve, 113
ma intenance, 119--20
overfill control, 110
pressure-vacuum protectien, 110-2
purpo se of, 104
regulated ca rgoes, 104
shore va por sys tem. 1M
vapor balancing, 114, 118--9
vapor control hose, 107-8
vapor cont rol piping, 105--6
vapor mani fold, 105-8
volatile organic compoun ds (VOCal, 104,
29'
Venting
bullet va lve, 101-3, 317
conccmll,98
controlled, 98, 100-4
design ccneideretiocs, 102
gUo re placement, 104
hig h je t, 101
hig h velocity, 100-1
mast rise r, 100--01,317
objecthe,98
open, 98
standpipea. 101, 103
vapor pl ume, 99
vent pip i ng, 98, 100
Vent line,UG1. 5n ab o Inert gas d .
chec king integrt ty ofnonn-turn e\1cH,
312
locati on of, 307, 312
purpose, 312
SOLAS amendment, 312
etotue of, 312
vent 312 &r De<!pweJl pumps
verucal turhine pumpe. ' (V1Ql S,.
Veoe! inApoclion qUf'.tion
na1re
.
Vetting 2
Veot'l operllwr, 122, 21
122, 21I-2
Vl'A!II'1 particular que! lionnaire See
Vetbng
Vl'tting
COI,231
c:rrw'aroll' in, 231-2
defined. 229
guide to vetting Proe:e.e, 232- 7
IDllpection, 229--30
n.IERTANKO,23 2
intervab,230
OCIMF,230-1
oWDer/maaagl' r, 23O
prior to charter, 229
riBk management, 2'29
SIRE, 230--1
vessel history, 230
Viarosity
defined,34
cargu measurement, 136
cargo pumping, 174, 179
heating coil operation, 198--9
VLCC
claseifleerion, 19
crude oil w&llhing, 262-a
uplosionll,305--6
Ko"6 HaMon VII. 306
trade routee, 23
Volume correction factor, Stf C.fli:O ealcu-
teuee
W. tl'r cuta. Sn Cargo me8lluremenl
Wtd ge e.kul.tion, IS:;, 158 Sn tWoCIIlJU
me8llUJ1'menl
Weight
API gravity, 33--4.142-.1
bending and .tre_,
ealc:u1ation, l ol3-4
dud....eight, 150
denaity,33-I
di.placemellt. 147, 160
hydrometer, 34, 202
lightahip, 151
long ton, 42
fflt'lric ton, 42
.pt'('iJ'ic gravity, 33---4,142
Ion. per inch immeTIIlon ITPIl, Ifil,
163
About the Author and Contributors
. r h State UniversityofNew York Mari ti me Col lege a t
Mork Huber 18 a gra duate 0 t e , d . .
N Y k
He received 8 master s egree In environmen ta l
Fort Schuyler, Bronx, ew or . . 1 h
"
d U
ty He ha s worked exte nsive y In t e tanker in-
tudi es from Long san mversl . . ' . .
.., ith Gulf Oil Corpora ti on, Mil ita ry Seahft Com_
dustry in a seagoi ng capac y WI
K Sh
Company and as a consultant to tanker companies
mand, and eystone l ppmg ,. .
H h
ld nlimited master s license an d I S end orsed as a
and legal firms. e 0 8 an u . .
Tankennan PIC fDL) Dangerous Liquids . A member th e Nauti cal
Huber is curre ntly a professor in t he Department of Transportat IOn at the
U "tedStates Men:hant Mari ne Academy in Kings Point , New Yor k.
mScott R. Bergeron, a graduate of the U.S. Merchan t I is cur-
rently the chie(opera ting officer for the Liberian Ship and Corporate
Registry, the world's second largest sh ip registry. He IS a member of t he Chemical
1Tansportation Advisory Committee, which provides advice and cons ultation to
the U.S. Coast Guard on water transportation of hazardous material s in bulk.
John O'Connor is a gr aduate ofthe State Unive rsity of New York Mari time Col-
lege at Fort Schuyler , Brons, New York. He holds a U.S. Coast Guard unlimited
tonnage license as chief officer and has served on numerous vessel s including prod.
uct, chemical, and crude-oil tankers. A member of API's Committee on Measure.
ment Accountability, he ha s been active in the field of pet roleum measurement for
over fifteen years . Heis currently president ofl ntemational Ma rine Consultants.
Richard Beadan, master marin er , is currently the director of the Seamen's
Church Institute Center for Maritime Studies in New York, whi ch offers courses in
marine operations, including those with a focus ontankships. Whil e a t th e United
Merchant Marine Academy at Kings Point, he served as senior ship s imula-
tion at the Computer-AidedOperations and Research Facili ty and also as
deputy director of the department of continuing education.
Stewart is 8 professor at the California Maritime Academy. A graduate
of the United States Merchant Marine Academy at Kings Point he has se rved on
numerous tanke frei h d '
._" , . rs, elg tera, an ocean towing vessels. He holds an unlimited
meete 8 rcenae.