Unit 7-Surveying Chemical Cargoes

HNC and HND in
Marine Surveying
UNIT 7
Surveying
Chemical
Cargoes
UNIT 7 | Surveying Chemical Cargoes
Version 1
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Surveying Chemical Cargoes | UNIT 7
CONTENTS page
1. THE NATURE OF THE CARGO AND TYPES OF HAZARDS.......................5
2. SAFETY AND SAFE PRACTICES.......................................................................24
3. QUANTITY CALCULATIONS.............................................................................55
4. CARGO PROBLEMS..............................................................................................59
5. SAMPLING PROCEDURES..................................................................................89
6. DOCUMENTATION..............................................................................................96
7. VETTING.................................................................................................................108
BIBLIOGRAPHY........................................................................................................117
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C2 10-11:836 Cargo Dip Module B 2005 07-08.qxd 28/03/2011 18:00 Page 4
Module C2 Bulk Chemical Cargo Surveys
BULK CHEMICAL CARGO SURVEYS

Introduction
Bulkwe
In this module Chemical
address theCargo Surveys
complexity of bulk chemical liquid cargo surveys. Many of the same
principles should be used when surveying package chemical cargoes as found in tank containers
Introduction
(tanktainers) which fall under the IMDG Code.
In this module we address the complexity of bulk chemical liquid cargo surveys. Many of the same
The focusprinciples
is towards the be
should management of surveys
used when surveying on chemical
package chemicaltankers
cargoesbut
as much cantank
found in andcontainers
does cross the
(tanktainers) which fall under the International Maritime Dangerous Goods Code.
soft boundary between other liquid cargoes carried in all types of tankers. Health and safety aspects,
which all The
Surveyors must appreciate, are also addressed but are the subject of another module in its
focus is towards the management of surveys on chemical tankers, but much can and does cross the
own right.soft
Weboundary
will alsobetween
look atother
the liquid
manycargoes
originscarried
of damage which
in all types of can result
tankers. in major
Health claims.
and safety aspects,
which all surveyors must appreciate, are also addressed but are the subject of another module in its own
Because right. We will also
the chemical looksurveying
trade at the manyisorigins of damage
somewhat whichwith
unusual can result in major
respect claims. ‘dry’ cargo surveying,
to normal
it demands an understanding of the particular terminology. This module is populated with a number of
Because chemical trade surveying is somewhat unusual with respect to normal ‘dry’ cargo surveying, it
graphics to allow the
demands learner an insight
an understanding to what itterminology.
of the particular is being discussed.
This moduleItisshould
populatedbe with
recognised
a numberthat
of due
to the nature of the
graphics trade,
to allow the technology moves
learner an insight into ahead at a fairly
what is being rapidIt pace
discussed. shouldand equipment
be recognised is modified
that, due to or
updated regularly. Therefore, the description and depiction of various pieces of equipment may not be as
the nature of the trade, technology moves ahead at a fairly rapid pace and equipment is modified or
found on updated regularly. Therefore,
board. Nevertheless, thethe description
principles andoutcomes
and depiction ofarevarious pieces ofthe
invariable equipment
same. may not be as
found on board. Nevertheless, the principles and outcomes are invariably the same.
At the end
At of
thethe
end module you you
of the module willwill
findfindaabibliography giving
bibliography giving details
details of recommended
of recommended reading
reading and and
reference
referencematerial.
material.
The Chemical Tanker

The Chemical Tanker
Chemical tankers operate at a heightened level of safety awareness and their crews are, by necessity,
Chemical tankers operate at a heightened level of safety awareness and their crews are, by necessity, well
well trained and competent. If this was not the case many more incidents would be occurring.
trained and competent. If this was not the case many more incidents would be occurring. Training is
Training iscritical
critical to the
to the ongoing
ongoing safety safety of operations
of operations on these
on these vessels. vessels
Marine and, as
surveyors such, marine
undertaking Surveyors
work in this
undertaking work in this area are strongly advised to acquire extensive knowledge so as not
area are strongly advised to acquire extensive knowledge so as not to jeopardise either their own safety, to
jeopardiseoreither their
that of the own safety
personnel or Team
onboard. that of the
work personnel
is essential onboard.
to safety Teamand,
of operation work is essential
if you to safety of
as the surveyor
are not in sync with the crew, disasters can and will occur.
operation and, if you as the Surveyor are not in sync with the crew, disasters
an and will occur.
Fig.1 – The chemical tanker

Fig. 1 – The chemical tanker

10-11:836 Cargo Dip Module B 2005 07-08.qxd 28/03/2011 18:00 Page 5
Bulk Chemical Cargo Surveys Module C2
Chapter 1. NATURE OF THE CARGO AND

TYPES OF HAZARDS
1.1 1.The
NATURE
BulkOF THE CARGO
Chemical ANDSurvey
Cargo TYPES OF HAZARDS
Before we get into the thick of bulk chemical cargoes we should understand a little about the purpose
of the1.1
survey.The Bulk Chemical
The purpose Cargo
of any cargo Survey
survey encompasses many aspects of the particular cargo. At-
tention should be paid to statements found in other publications such as:
Before we get into the thick of bulk chemical cargoes, we should understand a little about the purpose of
the survey. The purpose of any cargo survey encompasses many aspects of the particular cargo. Attention
“...surveys associated
should be paid towith loading found
statements and discharging of liquid products
in other publications such as: for petro-chemical industry are regarded as
the most demanding on surveyors. Attention to detail is paramount”.
Fig.
Fig.22- -The
The Cargo Surveyor
cargo surveyor
“...surveys associated with loading and discharging of liquid products for petro-chemical industry are regarded as the
Question! - Why does a company request
most demanding a survey
on surveyors. of a particular
Attention chemical cargo?
to detail is paramount”.
Questionfor
The reasons - why does a company
surveying request a
bulk chemical survey of
cargoes a particular chemical cargo?
are:
The reasons for surveying bulk chemical cargoes are:
a. Ascertain Load Discharge Quantities
a. Ascertain Load Discharge Quantities
The majority of bulk liquid cargoes are of high value and it is imperative that ship/shore figures are
The majority of bulk liquid cargoes are of high value and it is imperative that ship/shore
reconciled. From a commercial standpoint, the parties involved, i.e. the shipper, receiver, Shipowner
figures are reconciled. From a commercial standpoint, the parties involved, i.e. the shipper,
or Chartererreceiver,
must accurately
ship ownerassess quantities
or charterer, as this may
must accurately severely
assess impact
quantities on their
as this ability to remain
may severely
competitive in a particular
impact sectortoof
on their ability the trade.
remain We will
competitive look at this
in a particular more
sector closely
of the trade.later under
We will look care and
control of theatproduct
this morewhilst
closelyin transit.
later under care and control of the product whilst in transit.
b. Ascertain the Quality of the Product or Cargo
b. Ascertain the Quality
This function will of thethe
involve Product or Cargo
surveyor taking samples and transporting them to a laboratory.
This functionThe
willlaboratory
involve the Surveyor whether
will determine drawingorsamples from the manifold
not the commodity ship’s and shore tanks then
meets specifications.
submitting them to a laboratory. The laboratory will then determine whether or not the commodity
c. Tank Inspection
meets specifications.
Tank inspections are conducted to determine the suitability of the cargo containment prior
to loading and, in the case of discharging, that no cross-contamination can occur. Ashore,
the surveyor will ensure that the product is directed into a suitable shore tank (cleanliness
determined through documentation) and, if co-mingled with a product of the same
specification already in the tank, that the product in that tank is within specification. This is
achieved through sampling.
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All parties will go to great lengths to protect their processes and ensure that any challenge is
c. Tank Inspections
Tank inspections are conducted to determine the suitability of the cargo containment prior to
loading and in the case of discharging, that no cross-contamination can occur. Ashore, the Surveyor
will ensure that the product is directed into a suitable shore tank (cleanliness determined through
documentation) and if co-mingled with a product of the same specification already in the tank, then
that product meets the required specification. This is achieved through sampling.
d. Create a Paper Trail

All parties will go to great lengths to protect their processes and ensure that any challenge is easily
defended.
1.2 Role of the Cargo Surveyor

The role of the Cargo Surveyor is, in essence, to protect the Contractor/Principal. The way he/she
carry’s out this function is largely based on the type of cargo and its containment.
Overall, the Surveyor’s role is to verify cleanliness and fitness of tanks, pumps and lines and confirm
quantities shipped or received. This may seem simplistic, but in reality there are many types of bulk
liquids each with particular characteristics, necessitating detailed considerations and processes to
protect the Surveyor.
As cleaning of the cargo containment is most critical in the majority of cases, the Surveyor must initially
address the question: What cleaning procedure was used?
This may be critical during a pre-loading inspection of tanks and lines. It is also very important for the
Surveyor to gather this information at the discharge port. We will cover this later under contamination,
but for the present, it is noteworthy to fully understand the cleaning process before loading a bulk
chemical cargo.
Many chemical tanker companies instruct their crews always to clean to “above solvent standard”. The
vessel will be ready to accept a wide range of product at a moment’s notice. It also ensures that, even
though the product to be loaded does not require such a high standard of cleaning, the tanks and lines
will be accepted, thereby not impacting on the vessel’s operational capabilities, i.e. re-cleaning to meet a
particular specification and in consideration of safety.
Before we investigate the bulk chemical cargo surveying process it is well to understand what you will
be asked to survey. As you will find out there are many different aspects to chemical cargoes and the
Surveyor needs to be on top of his/her game so as not to place him/her in harms way.
At this point there are some fundamental issues which must be understood which hinge on the actual
process of cleaning, loading, carriage and discharge – the ‘cradle-to-grave’ process.

Liquid cargoes vary widely in their chemistry and physical properties and both must be addressed. The
Chemical or Parcel tanker can offer ‘space’ for a very wide variety of products. It is from this standpoint
when the Cargo Surveyor is tasked with a cleaning situation or verification, the previous cargoes and
the cargo to be loaded must be fully understood as to what will or may happened when the various
tank cleaning mediums are introduced into the tank. Some are water soluble and during the cleaning
process are easily removed through application of water. Others can be toxic, viscous or exhibit strong
odour qualities and water-only applications will not have the desired effect. Complete removal of the
residues may require the injection of chemical cleaners, which react physically or chemically with the
residues. In relation to cleaning, liquid cargoes can be defined under three basic groups:
A. Vegetable, Animal and Fish Oils and Fats

These can be further divided into drying, semi-drying and non-drying oils according to their
behaviour on contact with oxygen or the atmosphere.
B. Chemicals and Solvents

These are divided into two categories based on their boiling points and vapour pressure. Products
with a low boiling point and high vapour pressure are volatile, while those with a boiling point
above 100oC are classified as having volatility.
C. Mineral Oils
Mixed hydrocarbons, depending on origin, of a coal or petroleum-based product or distillate.
It is important to understand the properties of drying oils and how the tanks and lines were cleaned,
should the Surveyor find that, from product analysis, the cargo is “off-spec”. Generally, once the cargo
is determined to be “off-spec” the Surveyor needs to ensure all documentation is gathered and any
samples are protected. We will discuss the legal continuity of samples later.
Throughout this section, the Surveyor must remain cognisant of the critical nature of record keeping.
It will pay dividends later when you may be asked to appear as a witness or answer sometimes
very searching questions long after the vessel has departed. We will expand on this later in the
Documentation Section.
The Surveyor has little control over the cargo itself but can have a huge impact on the specification of
it. If one does not understand the properties of a cargo it is very easy to upset its specification and you
may find yourself undertaking a lot of ‘damage control’.
Chemical cargoes cover a vast array of commodities. There are literally hundreds transported
throughout the world and, in some cases, 40 plus different types carried on one vessel. The majority
are benign and require normal precautions when handling any liquid or pollutant while others are very
dangerous, toxic and will cause severe health problems. Some contain enough oxygen that once ignited
do not require a supply of oxygen to maintain combustion and will burn at very high temperatures
causing metal to melt. Toxicity is one of the most critical aspects when operating a chemical carrier. It
is unwise to inhale even the most benign substance vapour as many have not been subject to chronic
effect investigations. You will read more later in the safety section of this module.

1.3 Definition of Chemicals

It is difficult to define chemicals with respect to chemical cargoes. A chemist may define them as
substances developed as a consequence of the laws of combination or change resulting from interactions
between other substances in contact. If one is familiar with chemistry, this definition is meaningful.
However, to the Marine Surveyor it means little. We need to once again refer to MARPOL Annex II for
guidance on what is and is not a chemical.
Annex II makes reference to the BCH and IBC Codes, (Chapter 17 of IBC incorporates the BCH
requirements) and dictates the classification of chemical cargoes to which the Codes apply with respect to
which carriage parameters that the vessel must adhere to. The designation of chemicals relates to the ability
of the vessel to safely carry the product without danger to the ship, her personnel and the environment.
The International Convention on Liability and Compensation for Damage in Connection with the
Carriage of Hazardous and Noxious Substances by Sea, the HNS Convention, not only refers to Annex
I for those cargoes deleterious to the environment but also makes reference to Annex II for noxious
liquid substances (NLS) from a pollution category aspect and, for dangerous liquid substances as listed
in Chapter 17 of IBC code. Even though the HNS Convention particularly addresses liability and
compensation, the common thread in dealing with hazardous cargoes is Annex II and the IBC and BCH
Codes.
1.4 Ship Types

The IBC and BCH Codes specify minimum standards for vessels carrying chemicals in bulk. The Codes
address design criteria, construction standards and safety measures in order to minimise risk to crew,
the vessel and environment. The Codes classify chemical carriers into Types I, II and III.
From the IBC Code these are defined as:
Type 1 “a type 1 ship is a chemical tanker intended to transport Chapter 17 products with very
severe environmental and safety hazards which require maximum preventative measures to
preclude escape of such cargo”.
Type 2 “a type 2 ship is a chemical tanker intended to transport Chapter 17 products with
appreciably severe environmental and safety hazards which require significant preventative
measures to preclude escape of such cargo”.
Type 3 “a type 3 ship is a chemical tanker intended to transport Chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate degree of
containment to increase survival capability in a damaged condition”.
Note the wording:

• “very severe” in type 1;
• “appreciably severe” in type 2; and
• “sufficiently severe” in type 3.

This would indicate that a Type 1 ship should be capable of survival in the most severe damage
case. In order to achieve such capability the cargo tanks containing cargoes with the highest safety
considerations need to be located at the maximum distance from the hull plating.
Although the different types of chemical carriers are determined by regulation, the Cargo Surveyor
should recognise the cargo’s requirements in the process of checking the cargo plan. The ship type will
be found in the fitness certificate and in the Procedures & Arrangements (P&A) Manual.
Firstly, it would be a tall order to list out all the properties and hazards of the complete range of
cargoes which might be carried in the chemical tanker. The Material Safety Data Sheets (MSDS) for each
commodity, along with the manufacturer/shippers cargo information, are critical to understanding what
you can and can not do with a particular commodity. Let us look at one particular cargo that – as they
say – ‘just about has it all’
1.5.1 Example – Propylene Oxide

To set the stage and get you into the right frame of mind, let’s consider the task of surveying a cargo of
Propylene Oxide. Even though you would have most likely been trained to undertake such an inspection
for the chartering company, the process of inspection serves to highlight many of the concerns which
Surveyors may be faced with for other bulk chemical cargoes.
Propylene Oxide – This is a good example as it is a very particular cargo in its loading, carriage and
discharge parameters. Propylene Oxide not only commands a considerable amount of respect due to its
physical and chemical nature, but also a high standard of cleanliness.
As a family of products exhibiting the same characteristics, Alkylene Oxides include Propylene Oxide,
Butylene Oxides and mixtures of Propylene Oxide and up to 26% Ethylene Oxide, all require the same
level of attention.
You are the attending Surveyor and as per your Principal’s instructions, arrive at the terminal gate
to: examine; report and ensure the cargo transfer operation is conducted in a safe manner and that
the cargo is delivered onboard the vessel, secured and in all respects ready for the intended voyage.
Seems relatively simple! - BUT! - Before we get into the thick of it – we need to consider other parties
interested in ensuring that all will be well.
Many chemical chartering companies require that vessels undergo additional inspections over and above
those normally undertaken. The Chemical Distribution Institute (CDI) and the Ship Inspection Reporting
Programmes (SIRE) OCIMF are two such regimes which impact on the operation of these types of ships.
We will discuss these regimes later.
Firstly, before getting anywhere near this cargo, you would be well advised to DO YOUR HOMEWORK!
- Preparation is everything!
Where will you get the information from?

The immediate resources for the carriage of bulk chemical cargoes are:
• International Convention for the Safety of Life at Sea (SOLAS).
• International Convention for the Prevention of Pollution from Ships (MARPOL73/78 as amended) –
Annex II – Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.
• International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (IBC Code).
• Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
(BCH Code).
• International Maritime Dangerous Goods Code (IMDG Code).
• Material Safety Data Sheets (MSDS).
• Chemical dictionaries and local administration regulations.
• Charterer’s information/requirements
There are others and Surveyors who regularly operate in this trade will invariably build an extensive
library to draw from.
In the IBC Code we find that our example - Propylene Oxide:

• UN number of 1280 (IMDG Code) – you should be aware of this.
• Pollution category of Y.
• It is included in the Code due to its safety hazard.
• It is only to be shipped in a ship type 2 due to its “appreciable severe environmental and safety
hazards requiring significant preventative measures to preclude escape of the cargo”.
• Has a containment of tank type 2G indicating that it is and integral gravity tank.
• Tank venting is to be controlled.
• The tank atmosphere (environment) must be inert.
• All electrical equipment for use in the operation must conform to T2 temperature class and IIB
apparatus group, as defined by International Electro-technical Commission, Publication 79, due to its
flammable nature.
• Its flashpoint does not exceed 60oC.
• Closed gauging must be undertaken.
• Vapour detection for flammability and toxicity should be in place.
• Fire protection requires alcohol resistant or multi-purpose foam and/or water spray.
• Cargo vapours can have a detrimental effect on electrical apparatus containing copper, aluminum
and insulation.
• Respiratory and eye protection is not required. This does not mean that you do not require
goggles, gloves and coveralls at the very least.

Special requirements listed are:

a. detailed previous cargo constraints;
b. cleanliness issues;
c. inspection requirements;
d. tank construction constraints;
e. accessory equipment (pumps, lines, gaskets, flanges fittings etc) issues;
f. reactivity problems with packings;
g. loading line openings to be at a minimum distance to the tank bottom or sump;
h. discharge tank atmosphere constraints;
i. pump configuration;
j. venting requirements;
k. vapour pressure issues;
l. cargo hose markings and use;
m. compatibility of adjacent cargoes;
n. elimination of air from the cargo system;
o. pressure release for the cargo and vapour lines;
p. tankage requirements regarding pressure;
q. refrigeration requirements;
r. cooling plant configuration;
s. pressure relief valve settings;
t. cargo piping system requirements;
u. cargo handling plan and the certificate of fitness;
v. documentation to attest to the piping separation for all other systems onboard;
w. tank volume controls;
x. nitrogen padding and cargo tank vapour space testing;
y. firefighting requirements for low ignition temperature and wide flammable range; and,
z. remote shutdown on the cargo valves/overflow controls.
So, what started out as a seemingly simple job is now very complex and you may be wondering if you
really want to get involved!
Now let us look a little deeper into this product under survey and see what the Surveyor should be
looking for.
Assuming that the vessel has been cleared by both the Charterer and the Administration to load this
cargo, you will be required to see that all the Charterer’s requirements are carried out. You can find that
the ship I permitted to carry this cargo form the Certificate of Fitness and its supplement.

1.5.1 Pre-Arrival
When we consider possible areas which may be responsible for cargo damage the shore installation
should be given as much attention as the ship. The Surveyor needs to be aware of shore tankage and
delivery systems to the berth manifold.
1.52 Shore Tanks

It is recommended that all shore tanks be isolated before sampling and until loading is completed.
The product in the shore tanks will be analysed for specification. A representative sample is drawn from
each shore tank and analysed. Laboratory calibrations should be confirmed. If the analysis returns show
the product is off-spec then the appropriate terminal quality control person is to be notified and tank
samples redrawn. On agreement that the product meets the specification the product is signed off as
“ready for transfer” by the responsible terminal person.
The shore pipeline system may be automatically monitored or it may be walked prior to each transfer
to ensure all valves at correctly set.
1.5.3 Prior Cargoes

Many companies will require the vessel to provide them with a “last cargoes contained” list, for each
tank, of at least three cargoes prior to the loading to be undertaken. In the case of Propylene Oxide
they should not have contained any material known to catalyse the product which includes acids, alkalis,
amines, ammonia or any oxidising substances.
Cargo systems must be free of all residues of polymerisation inhibitors such as Tertiary Butyl Catechol
(TBC) from previous cargoes of Vinyl Chloride Monomer, Butadiene, Isoprene, Styrene or Acrylonitrile. If
there is any doubt as to the reactivity of the previous cargoes then additional information is needed from
a recognised laboratory. If a polymerisation inhibitor has been used in the previous cargo the Surveyor
should be concerned if there are heavy rust deposits in the tanks and lines. Such conditions are very difficult
to clean thoroughly and a straight water wash will not be effective. This is where your questioning of tank
cleaning procedures is imperative. In the case of heavy rust in a tank with extensive internal structures, a
thorough methanol wash followed by a distilled water wash is effective to remove the residues.
1.5.4 Adjacent Cargoes

Adjacent cargoes are those that share a common bulkhead. Products that react or catalyse the self-
reaction of Alkylene Oxides are not permitted as adjacent cargoes. Some compatible cargoes under
normal conditions are Ethylene, Propane Propylene Acrylates, Alcohols, Benzene and Toluene. Notice
that some of these are gases and, therefore, this should tell you that the ship type may differ between
chemical and gas carrier.
In addition adjacent cargo should not be heated beyond 30oC. This will impact on the vapour pressure
of the Propylene Oxide, which is 760mm Hg at +34.5oC.
In qualifying the compatibility of cargoes also consider the venting system. Even though the products
are not on adjacent bulkheads watch the venting system, they may vent to a common shore return and,
therefore, there is a possibility of cross-contamination and possibly reactivity.

1.5.5 Temperature
Alkylene oxides can be loaded at varying temperatures depending on location, ship type, duration of
voyage and so on. Loading temperatures should not exceed 25oC for Propylene Oxide.
1.5.6 Tank Coatings

Zinc-based coatings are normally acceptable but need verification from a responsible quality assurance
person or laboratory. Stainless steel is preferable and if you are presented with anything else during
your tank inspection, check before continuing as it will most likely be turned down. Hold that thought! -
as we will discuss coatings later in the Cargo Problems Section.
1.5.7 Dedicated & Non-Dedicated Tanks

Dedicated tanks will be deemed suitable at the time of loading and at the discretion of the Charterer,
which is usually determined on previous cargo out-turn samples. It is possible that residuals from
the previous discharge are in the pump sump (hat-box) and lines. This is not an issue if strict quality
controls have been adhered to and there has been minimal time between cargoes. Ships operating on
dedicated runs, or with stainless steel tanks, will not normally need to clean.
All non-dedicated cargo tanks must be washed clean and dried as per the Charterer’s requirements.
Distilled water is to be use during the final rinsing process.
1.5.8 Tank Inspection

Tanks offered to load Propylene Oxide must be visually inspected to ensure they are clean, dry, and
odour free, unless waived in writing by authorised representative.
Except where the immediately previous cargo has been the same, the vessel should have arrived
with tanks cleaned, dry and with oxygen concentration not less than 20% but not greater than 21%
by volume. There must be no explosive vapour concentration present (< than 1% LEL) and the
concentration of the previous cargo shall be below the permissible exposure limit for the product.
The cargo tanks should be inspected to ensure no contamination is present, including significant
deposits, polymerisation or accumulations of rust. The Surveyor should look for water or residues from
previous cargoes in hidden areas such as support beams, tank top, ladder rungs etc. The tanks should be
dry in all respects, i.e. no pools or damp spots. Look for oily or discoloured areas, loose rust or scale,
which could trap prior cargoes. Product entrapment by the coating or rust is critical. If found, these
areas must be cleaned and dried to your satisfaction. Also check the tank deckhead for polymer films or
other solid deposits like stalactites. We will look at the cleaning and inspection process in more depth
later on.
Any vessel on a dedicated Alkylene Oxides service should be thoroughly inspected following any
significant repairs or alterations or, in any case, a minimum of once per year, whichever is sooner.

1.5.9 Vessel Cargo System

Cargo tanks, piping and support systems drawings must be provided for inspection and verification of
the following:
• All piping associated with the cargo tank to be loaded must be washed clean, completely cleared of
previous contents and wash water, and dried.
• All piping is to be blown into the tank with air and visually inspected for moisture being blown into
the hold. If moisture is detected, further clearing and inspection of the piping and tank is necessary.
All traps and drains are to be opened and checked free of debris.
• Each cargo line (cargo and venting) will be dedicated to each tank(s) to be loaded. No crossovers,
common pumps or transfer piping is permitted.
• The cargo tanks and piping systems must be constructed of carbon steel or stainless steel with no
visual defects and must be free of loose rust, scale and polymerisation. Approved inorganic zinc
coatings must be hard and free of blistered or flaked areas. Soft coatings may indicate cargo
retention or coating breakdown.
• All cargo tanks must be fitted with temperature, pressure, and level detection systems and be
equipped with alarms to warn of high temperature, high level, and high or low pressure conditions.
Documentation for calibration/testing must be provided.
• The cargo systems must be able to maintain carriage temperature limitations. Uninsulated cargo
tanks may be fitted with cooling systems. Deck cooling systems are permissible. Refrigerants such
as R12, R22, R134 and glycol water systems are acceptable. If you come across any other system,
check with the quality assurance controller or laboratory.
• Low points, sumps, “dead legs”, and cargo tanks, cargo piping and vent piping where previous cargo
or wash water may collect must be inspected and contain no free wash water, previous cargo, and
other foreign materials. Drain valves should be installed in low points to facilitate checking and
clearing. If you find a suspicious low point, ensure the line is thoroughly blown dry.
• Cargo tank pressure relief valves must be set to relieve within the following pressure range:
Propylene Oxide: 0.15 to 10 bar gauge. The relief pressure must not be greater than the design
pressure of the cargo tank.
• Installed cargo tank insulation must be of the closed cell non-absorbent insulation type such as
urethane, foam glass, ceramic foam or block perlite. Magnesia insulations are unacceptable.
• Cargo pumps must be of the centrifugal deepwell type and constructed of steel or stainless steel.
Approved types of hydraulically operated submerged pumps are acceptable.

1.5.10 Segregation
Segregation of Propylene Oxide cargo tanks and piping systems from other cargo and support systems
is paramount and achieved by removing spool pieces or insertion of blanking devices in common lines.
In addition, prior to loading:

• any combustion type or inert gas generator and its distribution system must be segregated;
• any internal tank washing system must be self-draining and segregated from the cargo system by
removal of spool pieces or by insertion of blanking devices;
• any venting systems must be physically segregated from other cargo systems.
Seutelven (SEUT) blind flange valves (in-line blanking devices) are acceptable as an isolating device for
Propylene Oxide cargo. The SEUT valve uses a valve disc assembly that has two permanently attached
pins of sufficient length and diameter to prevent the installation of both the valve flange cover and drain
plug when the valve is being used as an isolating device.
Vapour recompression of Propylene Oxide is not permitted. These systems must be physically
segregated from tank and vent systems.
1.5.11 Heating Coils, Gaskets and Hoses

Steam heating systems are to be blown dry and blanked. You may be required to do a pressure test
on the heating coils to ensure tightness. If the heating method is thermal oil, then the system is to be
blanked prior to loading.
Gaskets throughout the Propylene Oxide system are to be spiral wound stainless steel with a PTFE fill.
Others may be acceptable if they meet the Administration’s requirements. All sealing surfaces on flanges
etc must be uniform and all bolts must have an even torque applied.
Cargo hoses are to be stainless steel and Teflon lined. You must ensure that the maximum shore
pressure never can exceed the working pressure of the hoses.
1.5.12 Inerting Requirements

All Propylene Oxide tanks are to be fitted with an automatic nitrogen pad system so that the pressure
will be maintained at not less than 0.07 bar gauge during the voyage. Only high purity nitrogen can be
used with an oxygen content of less than 0.05%.
1.5.13 Vapour Emission Controls

All vapour emission must meet the local air quality permitted levels and a vapour return line is
recommended, if not mandatory, in many terminals nowadays.

1.5.14 Transferring Operations

Now that you have completed all the pre-loading checks it is time to commence the transfer operation.
You are now entering the most dangerous phase as the cargo is removed for the shore tank through a
myriad of pipelines to the ship’s tanks where it enters a completely different environment.
It is at this point that you and the responsible ship’s personnel sit down and do a double check on all
the parameters and complete the ship/shore loading checklists. The vessel should have previously been
handed a copy of the terminal regulations indicating all measures for safety and emergency response.
1.5.15 Preparation for Loading

Ship to shore communication must be established and agreed in writing within the loading agreement
prior to commencement of purging and loading operations, and must be maintained continuously during
purging and loading operations.
Prior to liquid transfer commencement, all cargo tanks and piping systems must be purged with
Nitrogen (N2) to reduce the Oxygen (O2) content to less than 0.5% (5,000 parts per million – [ppm])
O2. The N2 must be of 99.9% pure N2. All void spaces surrounding the cargo tanks are to be purged to
less than 2% (20,000 ppm) oxygen prior to loading. The customer may request purging the cargo system
with N2 to an O2 content lower than 0.5% (5,000 ppm). Once the system has been purged the cargo
systems must not be opened to the atmosphere.
1.5.16 Loading
Co-mingling, that is, loading on-heels, residue, or partial cargo requires special attention and will
necessitate agreement from the Charterer’s quality control person. If co-mingling is to be conducted
the cargo already in the tank(s) and the vapour phase must be sampled and analysed by a qualified
laboratory. Samples must meet specification.
Co-mingling with other terminal products can result in a mix, which will not meet specification, resulting
in possible rejection by the Receiver. It is important that all parties are in agreement with the processes
of co-mingling or claims will arise.
Cargo loading is to commence at a reduced rate usually under gravity until such level is reached where
the inlet piping (drop line) at the bottom of the tank is completely submerged or there is sufficient
product in the tank to draw samples for product specification. The integrity of all systems is to be
verified during this initial loading. It is usual that the cargo will be stopped during the analysis of the
samples, sometimes called “first foots”. or “first ins” During this period you should walk all the pipelines
including venting system and check all valves for tightness.
Once everything has been verified and the samples have returned an on-spec analysis the loading rate
may be increased.
Remember - watch loading rate. A sudden termination of flow at high loading rates may result in a surge effect
and subsequent failure of cargo hoses or shore facility systems. The initial communications systems or methods
established prior to loading must include emergency shutdown procedures allowing safe pump shut down.

1.5.17 Density
The terminal will usually supply a set of product density tables for you to calculate the quantities. If this
is not the case, seek out one from the terminal; do not use your own or any others from other loadings,
they may differ slightly giving rise to incorrect quantity calculations.
1.5.18 Start-Up Samples

It is imperative that pre-load sampling is completed up to ship’s rail (Manifold Samples) before opening
any valves on vessel are opened. This can be done while the vessel is being prepared, i.e. purging etc.
Once the shore pipeline samples pass, commence loading the first foots into the vessel’s tanks. Sample
the ship’s tanks on completion of this phase and transport them to the lab for analysis. As previously
stated, loading will be discontinued until the sampling analytical results are received. If the sample is ‘on-
spec’, loading can continued.
Should the sample be ‘off-spec’, take another sample. If the analysis is in question, contact the
appropriate terminal quality representative. If the sample is indeed out of specification, then the
decision as to whether to continue loading or not will be made by the designated representative.
There will be much discussion on how far ‘off-spec’ the product is and if the specification can be
upgraded once the total amount of cargo has been loaded.
1.5.19 Final Samples

On completion of loading, take two samples from each cargo tank using clear narrow necked bottles
with sealing caps. This is normally done via the recirculation line drain at the pump stack.
Transport the samples to the lab for release analysis. The lab will analyse all individual cargo tanks to
ensure specification is met. Once satisfied, the vessel can be released by the terminal representative.
If the product is off-spec, call the designated quality representative.
The Surveyor should draw and seal sufficient samples as required by the Shipper. A minimum of five
samples should be drawn from each tank, one for the ship, one for the lab, two for the shipping point
and one for the Receiver. Check to ensure that enough samples have been drawn to cover all parties’
requirements.
Final samples should be fully documented to maintain ‘chain of custody’ and retained for a minimum of
six months. These samples will be used as evidence in the event of a contamination and should only be
released to the legally entitled person. When you release the sample to the care of the vessel ensure
that the receiving person, i.e. Chief Officer or Master, signs an acceptance note.
The primary objective of the loading programme is not to jeopardise safety, quality of the product or
impact the environment.

1.5.20 Lightering
You may be involved in transferring bulk chemicals/products from one vessel to another, which will
require special evaluation. In this evaluation, due consideration should be given to the product, the
location and logistical, economical and environmental aspects.
Many terminals will have specific guidelines for ship-to-ship transfers with an approval protocol involving
the local Administration.
1.5.21 Post Transfer

The following process should be undertaken on completion of loading to secure the product:
1. Cargo pipelines should be blown dry with Nitrogen immediately after use.
2. The manifold, domes/hatches, dead-end piping and valves should be properly sealed.
3. All seals should be recorded.
4. Activate the Nitrogen pad system.
5. Final samples should be analysed according to the respective laboratory procedure and
documented before vessel is released.
1.5.22 In-Transit Care & Control

In-transit care & control is the livelihood of any company in the bulk liquid trade. Should the Carrier not
perform to the satisfaction of the Charterer etc, there will be little time wasted in re-employment and,
possibly, a lot of time with the arbitrator.
Due to the diverse nature of the bulk chemical trade the Surveyor must rely heavily on the directives
from the particular industry, port, terminal and principal for each individual cargo. Their care during
a voyage will be strictly controlled by the charterparty, and it is incumbent upon the Surveyor to
understand those terms when conducting a cargo survey. The charterparty will lay down much of the
process of the voyage and parameters for carriage of the product.
On completion of the voyage there are some issues that must be dealt with to ensure that the receiving
terminal is ready to accept the product.
Items on documentation you must obtain from the vessel are:
1.5.23 Pad Control Log

A report/log of nitrogen pad controls shall be maintained by deep-sea vessels transporting Alkylene
Oxides. In this case, Propylene Oxide is to be maintained at 0.15 to 5 bar gauge during the carriage. A
copy of this log must be attached to the Surveyor’s report at discharge.

At a minimum the carriage log should contain:

• the vessel’s name;
• voyage itinerary;
• product reference number;
• product name;
• tank numbers;
• initial tank pressure;
• date and time when measurements are taken;
• respective tank pressure;
• nitrogen supplied yes/no; and
• any exceptions.
If the vessel is capable of producing Nitrogen for padding, the cargo tanks shall contain less than
0.05% oxygen.
1.5.24 Temperature Control & Log

Alkylene oxides (Propylene Oxide) temperatures must not exceed 25oC during carriage. A copy of the
carriage log must also be attached to the Surveyor’s report at the discharge point.
At minimum the carriage log should contain:

• vessel’s name;
• voyage itinerary;
• product reference number;
• product name;
• tank number;
• initial loading temperature;
• date and time when measurements are taken;
• respective tank temperature; and
• any exceptions.
1.5.25 The Receiving Installation

The Surveyor will be required to undertake certain inspections within the terminal in preparation for
receiving the product so that any possible damage can be avoided.
1.5.26 Tank Storage Space

Co-mingling products in shore tanks is as equally important to assess as in ship’s tanks. Mixing products
may result in specification problems, rejection, claims and when the wrong tank is used there could be
a possibility of and much bigger problem such as explosion or polymerisation etc. You will be required
to check the space in available storage tanks and identify location for receiving product. In a worst-
case situation, the product being received will not meet specification and cannot be put into the desired
storage tank. Plan accordingly and have alternates.

1.5.27 Analyses and Samples (Vessel, Line & Shore Tank)

Obtain the Certificate of Analysis/Quality or the Certificate of Compliance for the shipment and check
that it meets the appropriate specification. Obtain a sample from each vessel tank for transport to lab
for analysis. If any analytical result is suspect, or if it is ‘off-spec’, the tank(s) must be re-sampled. If the
re-sample does not meet specification, contact the quality control person within the receiving terminal.
If the line is not dedicated to Alkylene Oxides the last product through the line needs to be identified
and has to be checked for compatibility and/or cleanliness. After verification allow the line to be filled
‘packed’ to the receiving dock facility for the shore tank. If the line is not dedicated, secure a line
sample at the shore tank and check it according to the respective specification. The line may need
flushing on agreement with the terminal quality control person.
1.5.28 Non-Conforming Product

03 In the event that the product does not meet specification, notify the terminal quality control
person. All samples should be sealed and opened or discarded only at the direction of the
legally entitled person.
04 Throughout this sampling section, mention has been made to a “legally responsible person”.
It is very important that any samples are secured in a process of continuity. The samples are
transferred from one party to the next, it is essential that the Surveyor obtains a sign-off of
acceptance. It is then incumbent on the receiving party to maintain the samples in a secure
locker etc, so that in the event of a claim, the samples become “good” evidence and proof of
tampering can be set aside.
1.5.29 Vapour Balancing

If vapour balancing is to be used with the shore tank, use caution that the atmosphere in the vessel’s
vapour return line is inerted before any vapour is transferred into the storage tank. This is very
important due to fire/explosion control as the main principle is to ensure an inert atmosphere is
maintained throughout the system both on the ship and ashore. Also pay attention to the pressure of
the shore tank AND the ship’s tank before vapour balancing is started.
1.5.30 In-Transit Transfers

This is an area that you as the attending Surveyor will not have any control over. It is also the portion
of the lifecycle of the process from shipper to receiver where damage to the product is prevalent
resulting in many claims. This may be due to requested transfers from one tank to another during
voyage or as a result of structural failure or leakage into other tanks, voids or ballast tanks.

1.5.31 Special Considerations

With any petroleum, chemical or gas commodity there are special considerations to some degree. You
must ensure that all such conditions of carriage are known to you. Propylene Oxide is no different, and
if fact it is one cargo that, as you have just read, requires your fullest attention. Some other problems
with this product are:
• As previously indicated, physical properties and other useful safety and health information relating
to Alkylene oxides are contained in the safety data sheets. Alkylene oxides vapour is highly soluble
in water. This property is useful for control of a vapour leak and for cleaning systems last
containing Alkylene oxides.
• A word of caution – the introduction of water in a tank containing Oxide vapour through a spray
system or cleaning machines could result in a collapse of the tank. The Owner or Master of the
ship should be cautioned to exercise care when cleaning and washing tank to avoid creating a
vacuum within the cargo tank. The use of an inert gas system is an acceptable method of purging
tanks prior to cleaning.
1.6 Other Chemicals

Well that was simple!! – Now that you have covered all the parameters likely to crop up, it is worth
looking into another cargo which will demonstrate the diversities of the chemical cargo surveying
requirements. We will also delve it some of the aforementioned areas for Propylene Oxide shipment
later so that you will gain a better understanding of the associated requirements and possible problems.
Now let’s consider Toluene Diisocyanate (TDI) – A particular nasty substance exhibiting the same
hazards as its sister product - Methylene Isocyanate (MDI). Isocyanates contain Diisocyanate and Poly-
Isocyanate (tri - or more). TDI and MDI are two important Diisocyanate products, and there are others
for specific application such as IPDI, HDI, XDI, and NDI. TDI, along with MDI are the most widely used
Isocyanates in the car, footwear, and furniture industries. While TDI is used to produce flexible foams,
MDI is used in the production of rigid foams and adiabatic material, being combined with such products
as Caradol and Voranol.
Another chemical which head up the list of ‘nasties’ is Methyl Isocyanate (MIC) – You may recall, it was
MIC which was released from the Union Carbide plant near Bhopal, India on December 3rd 1984
causing thousands of deaths. MIC is prepared industrially by reacting methylamine with phosgene,
oxidizing Mono Methyl Formamide at high temperatures (> 550°C), or heating metal Methyl Isocyanates.
Due to its high reactivity, MIC is used as an intermediate in organic synthesis, most notably in the
production of Carbamate based pesticides. Cigarette smoke can contain MIC.
These products are chosen to:

1. Drive home the point that there are ‘nasties’ carried on chemical tankers; and,
2. There are the mild-mannered, easy products - you could wash your hands in’. Do not do this! - It is
only mentioned to suggest that the scope of chemical properties is wide and the old adage; there
are only two types of cargoes carried on chemical tankers - ‘nasty stuff’ and ‘really nasty stuff’!


With this in mind, it is the only way to approach any chemical cargo survey.
As your experience increases you will feel comfortable with certain cargoes and others – those with
the words Cyanate, Cyanide, Phosgene, Phenol, and so on, should set off alarm bells!
Now that we have said that, let’s take a look at TDI.
TDI is susceptible to most things in that it will react to water, air and other chemicals quite readily. In
the chemical trade, under manufacturing processes, this is a good quality in the production of other
consumables such as those previously mentioned - footwear and foam, etc. When loading the bulk
chemical, that reactivity is the very thing you will be ultimately concerned with.
Toluene Diisocyanate (TDI) - TDI belongs to the chemical family of Isocyanates. Its appearance is
colourless to pale yellow liquid (usually clear) and has its own distinctive pungent smell.
Main hazard – As it is very reactive with water (and many other chemicals). The dewpoint of the tank
atmosphere prior to loading must be at least -40°C. When loaded, a blanket of Nitrogen is maintained
at a positive pressure to exclude any water vapour from entering the tank.
As with Phenol, TDI has very deleterious effects on people, causing death by respiratory failure. When
full personal protective equipment (PPE) is worn, it is important to know that TDI can cause the PPE to
harden and split exposing the wearer to the product.
To load TDI, the tank must be inspected and must be clean and dry. After inspection the tank is pre-
purged with ships supply inert gas, ensuring supply line is clean and clear. Pre-purging is continued
until the oxygen content is reduced to its lowest possible level (usually between 0.5 and 1.0% by
vol.). Charterers will then usually require the tank and system to be purged from shore (tank truck
or pipeline) using pure dry Nitrogen so that the atmosphere within the system can be reduced to a
dewpoint of -40°C or below. A low dewpoint is essential because of the moisture reactive peculiarity of
the product. Purging is continued until the entire tank atmosphere consists of pure dry Nitrogen.
The chemical is loaded directly into each tank via the bottom connection if deck tank with is preferable
although it is often loaded into body tanks. Loading directly into the tank avoids residue remaining in
the pipeline and polymerization during transit.
During the loading process, the product is effectively loaded underneath the dry nitrogen blanket which
is displaced to atmosphere via the P/V valve or through the vapour return line at a pressure exceeding
0.21 kg/cm2.
After loading the tank must be sealed to:

A. Prevent leakage/wastage of dry N2 to atmosphere.
B. Prevent ingress of moisture laden air.
Sealing is carried out around tank lids, ullage openings, tank cleaning hatches etc. using heavy coats of
Paraffin Wax or more commonly Silicone.

To prevent ingress of moisture laden air which could occur during the cool hours of darkness it is
advisable to carry the product under a slight positive N2 pressure. This may be monitored by fitting
pressure gauge to the tank lid or through the fixed vapour return lines. A bleed of N2 may be fed to the
tank via a blank on the vapour return connection or the Nitrogen / IG connection (if fitted) on the side
of the tank access hatch.
Carriage of TDI - TDI is normally carried at temperatures in the range 20-30°C depending upon
manufacturers’ / shipper’s requirements. Temperature of product must be carefully monitored during
carriage and if the temperature rises more than 3°C in any 24 hour period it should be reported
immediately to the Owner. Monitoring should be carried out thereafter at 4 hourly intervals. If there is
any danger of a reaction detrimental to the safety of the vessel, disposal instructions should be issued,
i.e. jettisoning the cargo.
As the tank(s) are kept under positive N2 pressure they must never be opened to atmosphere during
carriage. It is reasonable to assume therefore that the Oxygen content of the vapour space is zero and
does not need to be monitored.
This can be one of the most labour intensive chemical cargoes carried, not only for in-transit care, but
also with the cleaning routines after discharge which are very particular and hazardous.
TDI and Propylene Oxide cargoes are two of the most demanding on the Cargo Surveyor. Having said
that, because the transfer and carriage requirements are very specific, there is little room for deviation.
Therefore, all involved in the operation are well appraised and follow instruction to the letter. This
makes your job relatively easy. Just follow the procedure precisely!

Chapter 2. SAFETY AND SAFE PRACTICES

2.1 Introduction
Health and personal safety is the subject of a separate module. Specific attention is needed when dealing
with any petro/chemical and for that matter, vegetable or animal oils. This area of the Cargo Surveyor’s
work is of extreme importance and should never be underestimated. Even though you have covered this
topic in the core module, many aspects are reaffirmed in this module to drive the point home. His-
torically, many reports have been filed containing the names of those persons who chose to short-cut
procedures or rely on their nose to protect themselves - winding up on the statistics list. As previously
stated, health concerns within the trade are viewed in the light that there are only two types of hazard-
ous cargoes – bad stuff and really bad stuff! Joking aside, if the Surveyor keeps this in the back of his
mind at all times the correct approach to safety should be first and foremost.
The Surveyor should not under any circumstance put him/herself in harm’s way to expedite the job.
THINK SAFETY ALWAYS! Check, check and double check!
There are a number of items of equipment which all chemical Cargo Surveyors carry or should have
an in-depth knowledge of. We will look at each item of equipment. Nevertheless, it cannot be over-
stressed that there are many different types of equipment on the market and one cannot be expected
to be an expert in the use of all of them. Instructions come with the equipment and, again, read them
before putting the equipment into operation.

correct approach to safety should be first and foremost.

The surveyor should not under any circumstance put him/herself in harm’s way to expedite the job. THINK
SAFETY ALWAYS! Check, check and double check!
There are a number of items of equipment which all chemical cargo surveyors carry or should have an in-
depth knowledge of. We will look at each item of equipment. Nevertheless, it cannot be over-stressed that
there are many different types of equipment on the market and one cannot be expected to be an expert
in the use of all of them. Instructions come with the equipment and, again, read them before putting the
equipment into operation.
2.2 Atmospheric Testing

2.2 Atmospheric Testing
Fig.3
Fig.3––Gas
GasAnalyser
Analyser
Dangerous atmospheres result in severe injury or death. When we consider an atmosphere, there is a
Dangerous
tendencyatmospheres result
to assume that in severecan
the problem injury
only or death.
exist Whenorwe
in confined consider
enclosed an atmosphere
spaces. there can
This assumption is a
tendency to
kill you. assume that the problem can only exist in confined or enclosed spaces. This assumption
can kill you.
At this point we need to discuss a number of issues that basically fall into two categories:
At this point
• we needand
toxicity; to discuss a number of issues that basically fall into two categories:
• toxicity; and
• flammability.
• flammability.
Stop and think about what gas concentrations are vented during loading, discharging and tank cleaning
operations. Great emphasis is placed on precautions during loading, ballasting, tank cleaning and gas
Page
freeing due to flammability issuing from the venting systems. Although this is a valid concern we must
Diploma
think in Cargo
of the vapour Surveying
in terms of toxicity.
We will discuss the nature of flammability later when addressing the hydrocarbon testing equipment but
for now let us look at the toxicity issue.
Due to concerns of atmospheric pollution, many government organisations are developing regulations
that dictate the level of venting allowable. Most vessels in the bulk liquid trade presently have been built,
or converted, to eliminate the issuance of vapours into the atmosphere and thereby protect the ship’s
personnel and surrounding area at the terminal from lethal concentrations of toxic or explosive gases.
In addition some terminals have installed equipment to scrub the vapours returned to the shore via the
vapour return lines and in some cases eliminated the carry over gases completely by incineration. Also
the vessel should have a full range of information regarding vapour balancing for different combinations
of tanks and loading parameters as per the Procedures and Arrangements (P&A) Manual.

personnel and surrounding area at the terminal from lethal concentrations of toxic or explosive gases. In
addition,
UNITsome terminals have installed equipment to scrub the vapours returned to the shore via the
7 | Surveying Chemical Cargoes
vapour return lines and, in some cases, eliminated the carry over gases completely by incineration. Also,
the vessel should have a full range of information regarding vapour balancing for different combinations
of tanks and loading parameters as per the Procedures and Arrangements Manual and/or the vessels
Vapour Return System documentation.
The surveyor should be cognisant of any vented vapours and ask the right questions before conducting
any cargo survey, such as: “are you close loading or discharging?” If the answer is yes, then a certain
degree of The
comfort canshould
Surveyor be assured. But,ofremember
be cognisant – DO YOUR
any vented vapours OWN
and ask CHECKING!
the right questions before conducting
any cargo survey, such as: “Are you close loading/discharging?” If the answer is yes then a certain degree
of at
Let us look comfort
what can be assured.
happens when But,
gasremember – DO
is vented upYOUR OWNand
the risers CHECKING!
leaves the pressure/vacuum valve or
high velocity vents. The tendency of vapours, which are heavier than air, is to fall to the deck. Affecting
Let us look at what happens when gas is vented up the risers and leaves the pressure/vacuum valve or
factors arehigh
velocity
velocityorvents.
speedTheattendency
which the gas is which
of vapours, exitingarethe ventthan
heavier andair,
the wind
is to speed/direction.
fall to the deck. Affecting
factors are velocity or speed at which the gas is exiting the vent and the wind speed/direction.
The effect of velocity is to force the vapour high above the vent while the wind causes it to be forced in a
horizontalThe effect of The
direction. velocity is to force the
combination of vapour highcause
the two, above a
theplume
vent while the windwith
of vapour causes it toheight
both be forced
and length.
in a horizontal direction. The combination of the two, cause a plume of vapour with both height and
The shape of the plume is dictated by the variance of the two affecting factors. High venting velocity and
length. The shape of the plume is dictated by the variance of the two affecting factors. High venting
low wind speed result in a high narrow plume, while low velocity and wind speed above 5 mph (8kph)
velocity and low wind speed result in a high narrow plume while low velocity and wind speed above 5
cause longmphlow(8kph)
plumes.
cause long low plumes.
Highvelocities
High venting venting velocities and winds
and winds aboveabove 5 mph(8kph)
5 mph (8kph) usually
usuallyensure thatthat
ensure the vapour is rapidly
the vapour is diluted
rapidly diluted
into the atmosphere and clear of the ship. A critical situation can occur when topping off in speed
into the atmosphere and clear of the ship. A critical situation can occur when topping off in wind wind speed
of under 5 mph (8kph) where the vapour density takes the plume down to deck level.
of under 5 mph (8kph) where the vapour density takes the plume down to deck level.
Fig.4 - Vent
Fig.4 - VentRisers
Risers
In most cases loading, ballasting and purging rates will dictate the velocity of the vented gas if a vapour
return to shore is not utilised. In discharging or deballasting operations, other considerations need to be
26 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk Diploma in Cargo Surveying
In most cases loading, ballasting and purging rates will dictate the velocity of the vented gas if a vapour
return to shore is not utilised. In discharging or deballasting operations, other considerations need to
be addressed to ensure that a flammable atmosphere does not occur due to the ingress of air into the
tank. If inert gas is being utilised then that plant must be capable of maintaining the inert atmosphere
within the tank. If a shore vapour return line is in use, the rate at which the return gases can be
accepted due to the terminal processing capabilities may be a factor.
In this area of cargo surveying you will come across many different cargoes all having their own
particular level of caution. Some are quite harmless with a seemingly innocuous disposition while
others will kill you as sure as your life depends on the air you breathe. Often ship’s crew become quite
oblivious, nonchalant or brazen to the bulk chemical cargoes they carry to the point of contempt. You
should never, under any circumstance, enter a situation where a seemingly flippant attitude is taken
with a product. Do your homework about the cargo under survey and do not try to remember every
commodity. It is imperative that any Surveyor in this field maintains an adequate reference library of
relevant information whether that is the MARPOL Annex I/II, International Maritime Dangerous Goods
Code (IMDG), International Bulk Code (IBC), International Gas Code (IGC) to name a few. Appendix II
lists many of the publications available to the Surveyor in this field, some of which relate to construction
of the ship, but due to the nature of the cargoes, will affect the cargo carriage requirements.
The aforementioned seems somewhat overwhelming. Nevertheless, the Surveyor’s personal safety must
be paramount. Under normal conditions there will be little problem but there is always the chance that
all unfavourable parameters will coincide and insidiously creep up on you. Vapour checks around the
deck, in the accommodation, down pumprooms and in void spaces are essential for ongoing safety. In
extreme cases, where the wind speed is very low and atmospheric tests show an appreciable build up of
vapour around the decks, bearing in mind the physical properties of the particular cargo being handled,
it maybe necessary to suspend all operations until more favourable conditions exist. Always beware of
what is going on around you!
Now that we have covered the safety aspects related to the deck and adjacent areas we need to
appreciate fully the concerns of confined or enclosed spaces which again are the subject of the Health
and Safety Module but need to be reiterated to drive the point home. Time and time again senseless
casualties have occurred because of lack of attention to enclosed space entry procedures.
2.2 Danger of Entry into Enclosed or Confined Spaces

Some Administrations differentiate between “enclosed spaces” and “confined spaces”.
A confined space can be determined as a space not normally designated or intended for human
occupancy. Special precautions are required to protect entering personnel from flammable of harmful
atmospheres, oxygen depletion (or enrichment) or situations of possible entrapment.
An enclosed space is any area which is totally enclosed, and, where a hazard may be increased from
work being carried out in the space.

For the sake of defining a “hazard” in a space, we will not differentiate between the two and collectively
call them “entry into enclosed spaces hazards”. The Surveyor needs only to recognise that the hazard
either exists or could exist in a space or area.
Over the years many accidents have occurred in enclosed spaces, which have basically been caused by
two factors:
1. Lack of awareness of the hazard.
2. Going to the rescue of someone in trouble in an enclosed space and becoming a secondary victim.
While it is very heroic to rush to the aid of a fellow worker, it should be remembered that an
atmosphere that has already affected the victim will certainly affect the would-be rescuer in the same
way. If this scenario occurs, it will obviously double the work of the emergency team and expose them
to additional hazards. The longer they are in the space, the more likely that the air in their breathing
apparatus will run low. They will have to renegotiate ladders, change air cylinders and re-enter, thus
reducing the odds of a successful rescue.
Let us look at the enclosed spaces you may be confronted with.
Where are they onboard?

• tanks;
• cofferdams;
• pumprooms;
• double bottoms;
• inert gas plant;
• voids;
• ballast tanks;
• compressor rooms;
• reliquefaction plant; and so on.

What are the hazards?
• toxic vapours;
• oxygen deficiency;
• physical dangers;
• flammable vapours.
Toxic vapours can evolve from most chemical cargoes. Some of the more notable ones are Acrylonitrile
(AN) also known as Vinyl Cyanide; Benzene; previously noted - Toluene Diisocyanate (TDI), Phenol and
Crude Oil – yes Crude Oil! Any product with the word Cyanide in it should ring alarm bells. Many
commodities are shipped by other names to conceal the manufacturing details or it has a commercial
significance. Use your reference material to find the commodities synonyms or trade name cross-links.

Many products, on the face of it, do not appear to be toxic but under certain conditions may give off
toxic vapours, e.g. some lube oil additives mixed with water and a little heat can give off Hydrogen
Sulphide. Tallow when mixed with water can decompose to give off, amongst other gases, Methane,
Carbon Dioxide and Hydrogen Sulphide. Of these, Hydrogen Sulphide is the most dangerous as it is
fatal in relatively small concentrations as demonstrated in the following:
Listed below are the concentrations of Hydrogen Sulphide (H2S), which is also prevalent in many crude
oils with a characteristic rotten egg smell. It is extremely dangerous! Threshold Limit Value (TLV) of
hydrogen sulphide = 10 parts per million (ppm):
Concentration Effect
50-100 ppm Eye and respiratory tract irritation after exposure of one hour.
200-300 ppm Marked eye and respiratory tract irritation after exposure of one hour.
500-700 ppm Dizziness, headache, nausea etc, within 15 minutes; loss of consciousness and
possible death after 30 to 60 minutes exposure.
700-900 ppm Rapid unconsciousness; death occurs a few minutes later.
1,000-2,000 ppm Instantaneous collapse and cessation of breathing.
The above TLVs and effects of the various concentrations can be compared to the TLV of Carbon
Dioxide, which is 5,000 ppm, or Methane with an arbitrary TLV of 1,000 ppm. Of course, in addition
to the toxic vapours or the asphyxiants given off, animal and vegetable oils and fats can, under certain
conditions, cause a deficiency of Oxygen. All this resulting from an apparently innocuous substance.
Threshold Limit Value (TLV) is a term used to express the airborne concentration of a material to which
healthy individuals can be exposed day after day without adverse effects. The young, old, ill, or naturally
susceptible will have lower tolerances and need to take additional precautions.
TLVs can be expressed in three ways:
1. TLV-TWA
The allowable Time-Weighted Average (TWA) concentration for a normal eight-hour workday or
40-hour week.
2. TLV-STEL
The Short-Term Exposure Limit (STEL) or maximum concentration for a continuous exposure
period of 15 minutes (with a maximum of four such periods per day, with at least 60 minutes
between exposure periods, and provided that the daily TLV-TWA is not exceeded); ceiling (C), the
concentration that should not be exceeded at any time.

3. TLV-Ceiling Limit – TLV-C

The Ceiling (C) exposure limit or the concentration that should not be exceeded even
instantaneously.
A cautionary note about TLVs: All Surveyors should be aware that as time passes, and unfortunate
incidents occur, the TLV’s of products are reviewed and sometimes dramatically changed. Ensure that
you are always up-to-date with your knowledge of the current TLV for the particular cargo you intend
to survey.
2.4 Medical Aspects

It cannot be overstressed that the importance of awareness of the chemical properties and their
effect on the human body is critical to your well-being when working on chemical carriers. Ensure
that you have taken all precautions for your personal safety and, in the event of an incident, follow the
instructions of ship’s personnel, you are in their domain and they are proficient at deploying onboard
safety equipment. They will also activate the emergency shore response.
Fortunately incidents are rare but let us look at a number of frequently carried hazardous substances
or chemical groups and their effect on the human body. It is in your interest to know where to obtain
medical information such as the MFAG and MSDS.
1. Aromatic Hydrocarbons such as Benzene, Toluene and Xylene

• Human organs targeted – blood bone marrow, central nervous system, eyes, skin, liver, and kidneys.
• Health effects – all cause central nervous system (CNS) depression resulting in decreased alertness,
headache, sleepiness and loss of consciousness and de-fatting dermatitis. Benzene suppresses
bone marrow function, causing blood changes. Chronic exposure can cause leukaemia. Also note
that other aromatic hydrocarbons may contain benzene and, therefore, related health concerns
should be considered whenever exposure to these agents is suspected.
2. Halogenated Aliphatic Hydrocarbons – Carbon Tetrachloride, Chloroform,

Ethyl Bromide, Ethyl Chloride, Ethylene Dichloride, Methylene Chloride,
Perchloro ethylene and Vinyl Chloride
• Human organs targeted – CNS, kidneys, liver, skin.
• Health effect – all cause CNS depression resulting in decreased alertness, headache, sleepiness and
loss of consciousness. Kidney changes will cause decrease in urinary flow, swelling, especially
around the eyes, and anaemia. Liver changes will cause fatigue, malaise, dark urine, liver enlargement
and jaundice. Vinyl chloride is a known carcinogen.

3. Herbicides – Chlorophenoxy Compounds and Dioxin

• Human organs targeted – CNS, liver, kidneys and skin.
• Health effects – Chlorophenoxy compounds can cause chloracne, weakness or numbness of the
arms and legs and may result in long-term nerve damage.
• Dioxin causes chloracne and may aggravate pre-existing liver or kidney disease.
4. Organochlorine Insecticides – DDT, Lindane and Aldrin

• Human organs targeted – kidneys, liver, CNS.
• Health effects – all cause acute symptoms of apprehension, irritability, dizziness, disturbed
equilibrium, tremor and convulsions. Cyclodienes may cause convulsions without any other initial
symptoms. Chlorocyclohexanes can cause anaemia. Both cause liver toxicity and permanent
kidney damage.
5. Polychlorinated Biphenyls (PCBs)

• Human organs targeted – liver, CNS, respiratory system and skin.
• Health effects – various skin aliments including chloracne and liver toxicity, and is a proven
carcinogen to animals.
The above are only a few of the effects to human well-being – the obvious impact of reading about
what some of these chemicals can do to you is – take nothing for granted! When you are dealing with
something like Toluene Diisocyanate (TDI) it will surely kill you if treated with contempt.
Chemical/parcel tankers will carry specific antidotes for particular cargoes – know what these are when
dealing with toxic cargoes.
In addition, learn as much about the cargoes being shipped as it will assist in creating confidence
when handling a commodity. One example is Methanol. Methanol is a primary liquid petrochemical
made from renewable and non-renewable fossil fuels containing Carbon and Hydrogen. Used in the
manufacture of a wide range of products, Methanol is today undergoing a major transition in its product
lifecycle.
Previously regarded primarily as a chemical feedstock for products such as Formaldehyde and Acetic
Acid, Methanol is now coming into its own as a fuel and in its ether form as MTBE (Methyl Tertiary Butyl
Ether). The intense focus on the environment has turned the spotlight onto alternative fuels as a partial
solution to air quality. Methanol is increasingly being employed as a convenient, high-performance fuel
that provides cleaner transportation, reduces oil imports and contributes to protecting the environment
for generations to come.

The production of Methanol follows the route of natural gas to synthetic gas to Methyl Alcohol or
Methanol. Some of the products derived from Methanol are: solvents, Formaldehyde, MTBE, Tertiary
Amyl Methyl Ether, Methylamine, Acetic Acid, fuel, Dimethyl Terephthalate, and Methyl Methacrylate, all
having there own particular place in the manufacture of plastics. There are also adhesives, high octane
fuel additives, water treatment, textiles, film, paints, inks, oil additives, leather finishes, paper coatings,
polishes, resins and so on.
It is impossible to remember all of the combinations’ derivates; nevertheless, by knowing the more
notorious commodities which may have particular toxicity or flammability issue, you will be a lot more
comfortable when it comes to surveying them.
Testing for toxic vapours and systems such as Draeger tubes have limited ranges. They are really only
suitable for use when the concentrations are down to around 100 ppm or less (this differs from tube to
tube). So, to save wasting time, and Draeger tubes, where the product is flammable, a combustible gas
indicator (explosimeter) can be used. This instrument measures from 0% gas and 100% air to the lower
explosive limit of Pentane. For any other vapours the calibration booklet should be consulted.
Fig 5 MSA Explosimeter

Particular hazards apply to differing products. Listed below are some that have a particular hazard and
what should be done to assist in rescue operations should someone be affected by the substance. You
can find other remedial action in the IMDG Code Supplement listed under the Medical First Aid Guide
(MFAG), the Emergency Procedures (EmS) sections and the Material Safety Data Sheets (MSDS).
Phenol is very poisonous and rapidly absorbed through the skin. If you are splashed with this product,
or any others for that matter, immediately douse with copious amounts of water. Find the nearest
shower and eye wash and remain under it until medical help arrives.
There are specific antidotes to counteract the effects of some chemicals. For phenol, swab with a
solution of 70/30 polyEthylene glycol and industrial Methylated spirits for at least 10 minutes. For
Acrylonitrile (AN), an ampoule of amyl nitrite broken into a handkerchief and placed under the nose of
the unconscious person who has a pulse and is breathing.
Amines give off asphyxiant vapours smelling of ammonia, and high concentrations render breathing
impossible.
Benzene is a highly toxic substance with a strong depressive effect on the nervous system leading to
unconsciousness, and a carcinogen. The vapour concentrations in excess of 25 ppm should be avoided.
Liquid in contact with skin or eyes should be removed immediately with large quantities of water.
When testing spaces to ascertain if they are suitable for entry by personnel without breathing
apparatus, it is essential to test for toxic vapours and oxygen deficiency. Above all, the lesson to be
learned is, do not assume any space is safe no matter what it has contained, until it has been verified.
No cargo tank should be entered before the atmosphere has been tested and the tank certified “safe
for entry”.
Drying oils, animal oil or fats, which oxidise or corrode, cause oxygen deficiency. Oxygen is necessary
for the processes of drying, oxidation or corrosion to commence and continue and is obtained from the
surrounding atmosphere. In a confined space there is only a limited amount of oxygen and, therefore,
serious deficiency may occur.
An atmospheric testing regime should consider the following points:
(a) The Results

Competency of the Person Undertaking the Testing
Only responsible personnel, i.e. those in charge of the deck operations or a qualified chemist should
test the atmosphere in a confined space. That person must:
• be knowledgeable in the limitations of accuracy and reliability of the equipment;
• be able to calibrate the instrument prior to use;
• understand and apply the manufacturer’s instructions for use and maintenance;
• be aware of sampling techniques ensuring his or her safety and the nature of the atmosphere
throughout the confined space; and
• interpret the test results relative to achieving safe limits of exposure.

(b) Selection of Effective Test Equipment

Recommended features include:
• adequate accuracy, reliability and selectivity (can eliminate interfering effects of air contaminants
other than the one being tested);
• capable of immediate readout;
• remote sensors minimising the need for entry into the space to test; and
• capability of continuous monitoring coupled with an alarm for use in spaces in which a hazardous
atmosphere could develop during the work process.
(c) Calibrating the Equipment

Calibration of the instrument to a standard ensures that it will give proper readings.
Many test devices require calibration immediately before use. In some cases equipment is calibrated on
a less frequent basis by a shore testing facility or by the manufacturer.
Equipment calibrated on Methane will give a smaller reading when other gases are measured. This is due
to the LEL of Methane being higher than most other flammable vapours. The user may be unaware of
this leading to an unsafe condition in the calibration. Many explosimeters are calibrated on Methane by
manufacturers and it is rarely stated on the calibration certificates when returned to the ship. Methane is
often used as it is readily available, cheap, more stable and less harmful than most other calibration gases.
Calibrating an instrument using the wrong “span gas” can have a profound effect on the readings. If
it is known what gas will be measured, best practice would be to use that gas as the calibration gas.
Example, a calibration mixture of 50% LEL Propylene in air if the cargo is Propylene. Another solution
is to use to correction curves provided by the manufacturer. Example, for the GT-302 instrument, the
correction factor for measuring Acetone with an instrument calibrated on Methane is 1.7.
Manufacturers will not give correction curves for all possible vapours. The person taking the
measurements is not always aware of the composition of the measured gas mixture (e.g. fuels).
Therefore, the use of Iso-butane calibration gas is more suitable for use onboard.

For some instruments there is documentation from the manufacturer with clear information on
conversion factors/curves for each product but in most cases such information is scarce.
Methane would not be acceptable as calibration gas unless used together with conversion factors/
conversion curves for the actual cargoes onboard. It would be acceptable if calibrated with a span
gas same as the homogenous cargo onboard, i.e. Propane or if calibrated with Iso-butane and cargo
petroleum products.

Following practical solutions are performed in some cases to calibrate the instrument on a calibration
gas with a lower LEL (e.g. Heptane). In this way measurements will be “on the safe side” for the
measurement of most gases. Another method would be to “over-calibrate” the instrument. Using a
50% LEL methane/air mixture, instruments can be set on a reading of 80% to 100% LEL. Measurements
of almost all vapours will be slightly exaggerated, again “on the safe side”.

Surveyors should be aware of the restrictions mentioned above with respect to the used span gas and
be capable of interpreting the readings and understanding the risks.

“Suitable calibration gas” is:
• Nitrogen for zero checking of the O2 meter.
• Span gas in air for explosimeters.
• Span gas in inert atmosphere for tankscope.
An instrumentation check would verify the good working order of the instruments. Records should
show that regular calibration is carried out and that the instruments are reliable and accurate through
time.
If you use ship’s instrumentation to analysis atmosphere be aware of some common findings regarding
the use and calibration of O2, Gas and Toxicity detectors. They are:
• none, or wrong, span gas available;
• when span gas is available, the connections/reducers are unavailable;
• records of checks do not refer to a calibration check, but merely to a on/off function check;
• suction hand pumps and connections are leaking (measuring the external atmosphere instead
of the tank’s);
• no suitable extension hoses available (personnel enter the tanks to take the measurements);
• batteries dead, or removed (not immediately available in the event of an emergency);
• sealed boxes of toxic detection tubes, suggests that no tubes have been recently used;
• incorrect connection of hoses to suction pumps, (the sample has to be blown thro’ the measuring
cell, instead of being sucked through it);
The Surveyor should consider that if any the above conditions exist, the calibration of the instruments
has not been properly carried out.
(d) Safety When Conducting Tests

Follow these procedures for safety:
• approach a hazardous entry point from the upwind side;
• where a flammable atmosphere may exist, use only equipment which is intrinsically safe, i.e. non-
metallic probes and combustible gas equipped with flame arrestors;
• where feasible, take the test through testing ports in the tank lids etc before removing the entry
cover/lids to the confined space, thereby limiting your exposure to any harmful gases if they are
present). Stand at right angles to the port so as not to cause back-eddies with could form within
your breathing space;
• make initial tests from outside the confined space (for example, using remote sensors and
extension tubes) – do not enter if the atmosphere is 20% or more of the lower flammable limit;

• assume a confined space has a contaminated atmosphere until it is proven otherwise;

• although it is suggested that a Surveyor never enter a contaminated atmosphere, there may be
times that you will be required to do so. It is strongly recommended that under such conditions
a Self-Contained Breathing Apparatus (SCBA) or supplied-air respirator with escape bottle be
utilised. Have a full rescue entry party standing by at the entrance. Never use a canister respirator
for enclosed space entry situations.
(e) What to Test for and in What Order

Before entry into a confined space in which a harmful atmosphere exists or may develop, test for:
• oxygen levels;
• explosive conditions;
• levels of toxicity which can be anticipated in the confined space.
Oxygen is usually tested first because oxygen levels are crucial to safety and low levels may bias
flammability readings. Many oxygen meters are affected by high relative humidity. When checking for
O2 in moist atmospheres keep the probe pointed downward and wipe water droplets from the probe
when they develop.
The second test is for flammable gases such as Methane, Hydrogen, Ethane and Propane. Remember,
a flammability test alone is not sufficient for evaluating air contaminates which are both flammable and
toxic. Permissible concentrations are far lower than explosive limits.
Toxicity is usually checked last unless there is the possibility of a highly toxic substance and little chance
of O2 deficiency or an explosive atmosphere.
(f ) When to Test
Test the atmosphere:
• at hazard points during line disconnection or other isolation procedures; before initial entry into
the confined space, and both before and after procedures such as cleaning and purging;
• upon entry at the beginning of the operation and after breaks of more than 20 minutes in the work
procedure. This due to contaminate retention in some tank coatings, residue or valve seats and so
on – and where the previous cargo maybe trapped;
• after accidents such as release of hazardous substances into the confined space, or if a worker
shows symptoms of exposure to air contaminants, after any shutdown if ventilation falls;
• during work inside the space, at intervals that ensure the continuing safety of entry workers.
(Required intervals will depend on specific circumstances.) Confined spaces which need frequent
or continuous testing include those in which possible air contaminants are flammable or explosive,
likely to reach levels which would exceed the protection provided by respirators or likely to affect
a worker’s ability to escape.

(g) Where to Test

• around the opening while making a first approach to the confined space;
• at locations where transfer pipes lead to the confined space;
• around irregular features such as baffles, bulkheads and sumps in the confined space;
• locations where workers perform work which produces air contaminants;
• at all levels inside the confined space, and in those areas where gases and vapours are likely
to accumulate.
Note: When released, a concentrated gas or vapour will tend to rise or sink in air depending on its
density (its weight compared to the average weight of air).
Any pooling of gases or vapours is likely to be temporary because of air currents or the natural process
of gases mixing with each other.
(h) How Often to Test

Tests should be conducted at the start of each operation, and if enclosed space is occupied for
prolonged periods the space atmosphere should be monitored continuously.
(i) How to Record and Interpret Results

Test results must be recorded and be readily available to personnel involved in the operations and, upon
request, to you the Surveyor.
Unprotected personnel must not be allowed to enter when:

• the oxygen level is below 18%;
• the concentration of hazardous substances is above limits established by regulations of the
administration.
Personnel must never be permitted to enter a confined space in which the concentration of a flammable
substance is above 20% of the lower flammable limit (LFL).
The Surveyor should never enter a space that is suspect unless you sight the test being conducted or
conduct one yourself.
2.5 Summary
After reading the aforementioned many Surveyors will not have any desire to undertake work in this
field. Rest assured, with proper training, awareness and constant alertness, the work is very interesting
and rewarding, knowing that you have successfully undertaken a procedure demanding all your
knowledge and attention.
2.6 Monitoring Equipment

The following instruments are those most likely to be useful to the Surveyor in the testing and monitoring
of atmospheres. Manufacturer’s information must be referenced to ensure safe proper operation.

After reading the aforementioned many surveyors will not have any desire to undertake work in this field.
Rest assured, with proper training, awareness and constant alertness, the work is very interesting and
UNIT 7 | Surveying
rewarding, knowing that you have successfully undertaken a procedure demanding all your knowledge
Chemical Cargoes
and attention.
2.6 Monitoring Equipment

The following instruments are those most likely to be useful to the surveyor in the testing and
monitoring of atmospheres. Manufacturers’ information must be referenced to ensure safe proper
operation.
2.6.1 Oxygen (O2) Analysers

2.6.1 Oxygen (O2) Analysers
Fig.6
Fig.5––Combination O2,HC
Combination O2, HC and
andH2S
H2SAnalyser
Analyser
Oxygen analysers detect the percentage of oxygen in the atmosphere. Most oxygen-sensing devices are
calibrated to indicate
Oxygen analysers detectconcentrations
the percentage between 0% atmosphere.
of O2 in the and 25% and areO2most
Most useful
-sensing when
devices areused in
conjunction
calibrated to with a combustible
indicate gas between
concentrations indicator 0%
(CGI)
andas25%
it isand
important
are mosttouseful
verifywhen
that used
there inis sufficient
oxygen for the operation of the CGI. A high reading on a CGI would be supported
conjunction with a Combustible Gas Indicator (CGI) as it is important to verify that there by a below normal
is sufficient
Oreading on an oxygen meter. However, since non-combustible gases also displace oxygen, a below normal
2 for the operation of the CGI. A high reading on a CGI would be supported by a below normal
reading
reading on on an
theOoxygen meter does not necessarily mean that the CGI will read high.
2 meter. However, since non-combustible gases also displace O2, a below normal
reading on the O2 meter does not necessarily mean that the CGI will read high.
Operation of the analyser – the oxygen analyser has two principal components for operation: an oxygen-
sensing device
Operation of the(sometimes O2 the
called
analyser – the head)has
analyser and a meter
two readout.
principal In some
components forunits, air is an
operation: drawn
O2- to the
oxygen device
sensing detector with an aspirator
(sometimes bulbhead)
called the or pump;
and ainmeter
otherreadout.
units, ambient
In someairunits,
is allowed to diffuse
air is drawn into the
to the
O2 detector with an aspirator bulb or pump; in other units, ambient air is allowed to diffuse into Oxygen
sensor. The detection of oxygen concentration is based on a chemical reaction in the detector cell. the
sensor. The detection of O2 concentration is based on a chemical reaction in the detector cell. O2 the
molecules diffuse through the Teflon membrane of the oxygen detection cell. Reactions between
oxygen anddiffuse
molecules electrodes
throughproduce a very
the Teflon small electric
membrane of thecurrent that is proportional
O2 detection cell. Reactions to the sensor’s
between the oxygen
content. The current passes through the electronic circuit, and the resulting signal is shown as a needle
O2 and electrodes produce a very small electric current that is proportional to the sensor’s oxygen
deflection or a digital readout. Like CGIs, oxygen meters are adversely affected by certain gases and
content. The current passes through the electronic circuit, and the resulting signal is shown as a needle
deflection or a digital readout. Like CGIs, O2 meters are adversely affected by certain gases and
vapours. In particular, Carbon Dioxide can permanently affect meter response because it interferes with
Pag
the chemical reaction in the detector cell. The result is that the meter is no longer capable of detecting
ODiploma in Cargo
2. As a general rule, O2Surveying
meters can be used in atmospheres greater than 0.5% CO2 only with frequent
replacement of the O2 detector cell (a costly situation). Atmospheres containing oxidisers can produce
a false high response on the meter. Oxidisers react in the detector in addition to the O2, resulting in a
higher reading.

vapours. In particular, carbon dioxide can permanently affect meter response because it interferes with
the chemical reaction in the detector cell. The result is that the meter is no longer capable of detecting
oxygen. As a general rule, oxygen meters can be used in atmospheres greater than 0.5% CO2 only with
frequent replacement of the oxygen detector cell (a costly situation). Atmospheres containing oxidisers
can produce a false high response on the meter. Oxidisers react in the detector in addition to the oxygen,
resulting in a higher reading.
Calibration
Calibration –anOoxygen
2 analyser must must
analyser be calibrated at theat
be calibrated same
the altitude and barometric
same altitude pressure
and barometric as the as the
pressure
atmosphere where they will be used. Altitude affects oxygen sensors because the air becomes
atmosphere where it will be used. Altitude affects oxygen sensors because the air becomes thinner thinneras
as elevation
elevation increases– –usually
increases usuallynot
notaaproblem
problemonboard
onboardaavessel.
vessel. However,
However,ififthe
theinstrument
instrumentisis calibrated
calibrated
ashore at a higher elevation the reading will be affected.
ashore at a higher elevation the reading will be affected.
Ambient
Ambient temperature may may also affect oxygen metermeterreadings.
readings. AAmeter
meterthat
thatisiscalibrated
calibratedatat1515oCoC and
and then
then
takentaken outside
outside to 4 to
o o
4 Cnot
C will willbenot be accurate
accurate due todue
thetotemperature
the temperature difference.
difference. CleanClean ambient
ambient airbe
air can
can
usedbefor
used for calibrating
calibrating an O
an oxygen 2 sensor,
sensor, given
given thatthat ambient
ambient air should
air should contain
contain 20.8%20.8% O2. There
oxygen. There are arealso
also
O 2 deficient
oxygen checkcheck
deficient gases gases
available, often in often
available, combination with a CGI
in combination calibration
with gas for usegas
a CGI calibration in calibration
for use in
checks of combination
calibration meters.
checks of combination meters.
Fig. 7 - Personal O2 Meter

Fig. 6 - Personal O2 Meter
Interpretation of
Interpretation of the
theresults
results – there
– there may may be several
be several reasonsreasons
for low for low oxygen
O2 levels levels
in ambient in ambient
atmospheres.
atmospheres. The oxygen may be in the process of being displaced by a flammable,
The oxygen may be in the process of being displaced by a flammable, toxic, or other hazardous gas toxic, or other
or
hazardous
vapour. gasreading
A low or vapour.
mayAalso
low suggest maythere
reading that also suggest that there
is a chemical is a taking
reaction chemical reaction
place that is taking place
consuming
thatOis .consuming the oxygen.
the 2
Somesafety
Some safetyand
andhealth
healthregulations
regulations state
state that
that air-purifying
air-purifying respirators
respiratorsare
aresafe
safetotouse
useininatmospheres
atmosphereswith
19.5% oxygen and above. While an atmosphere of 19.5% oxygen may
with 19.5% O2 and above. While an atmosphere of 19.5% O2 may be acceptable in terms be acceptable in terms
of Oof oxygen
2
concentration alone,
concentration alone,ititmay
maybe beextremely
extremelyhazardous
hazardousdue duetotothe
thepresence
presenceofofother
othergases
gases andand vapours.
vapours.
Approximately 5% of displacing gas is needed to drop the O2 concentration by 1%. In many cases, 5%5%
Approximately 5% of displacing gas is needed to drop the oxygen concentration by 1%. In many cases,
of aa gas
of gasoror vapour
vapour is
is very
very hazardous.
hazardous. ItItisisimportant
importanttotoemphasise
emphasisethat
thatboth
bothananO2Oanalyser and a CGI are
2 analyser and a CGI
necessary for assessing an unknown environment because it is possible to detect a high percentage LEL
are necessary for assessing an unknown environment because it is possible to detect a high percentage
concentration without a significant change in oxygen concentration. An oxygen enriched atmosphere
LEL concentration without a significant change in O2 concentration. An O2 enriched atmosphere
(greater than 21% O ) is particularly hazardous. Although several instruments can measure oxygen
(greater than 21% O2)2is particularly hazardous. Although several instruments can measure O2 enriched
enriched atmospheres, no testing or other work should ever be performed under such conditions due to
atmospheres, no testing or other work should ever be performed under such conditions due to spark,
spark, arc or flame that could result in a fire or explosion.
arc or flame that could result in a fire or explosion.
O2 Analyser Summary
• Power source Various
• Operating temperatures Call +44 (0)23 Above freezing
9238 5223 or visit www.iims.org.uk - IIMS 39
O2 Analyser Summary
• Power source Various
• Operating temperatures Above freezing
• Type of atmosphere Normal
• Method of detection Chemical reaction
• Response time Dependent on difference from 21%
• Range of detection 0% – 25%
• Calibration standard O2
• Check standard Atmospheric O2 (21%)
• Limitation Interference from CO2
2.6. Combustible Gas Indicators (CGIs)

It is essential to recognise flammable or explosive atmospheres, as it is important to anticipate the
potential for such atmospheres. This can be achieved using a combustible gas indicators (CGIs).
These analysers are also referred to as “explosive meters” or “explosimeters”, and are used to test
atmospheres that may contain a sufficient level of combustible vapours to cause an explosion (Lower
Explosive Limit or LEL) or support combustion (LFL).
There are three different scales used on various CGI models: ppm, % LEL, and % gas. The most common
CGI is the % LEL meter. Its scale is 0-100% of the LEL; it is not 0-100% of the flammable vapour or
gas in air. For example, if the meter reading is 50% LEL, then it is indicating that 50% of the flammable
vapour necessary to support combustion is present in the tested air. If the LEL of the gas is 2%, then
the CGI is indicating that there is one-half (50%) of 2% (that is, 1%) gas present. If the concentration
increases, it will get closer to the LEL. Some CGIs also indicate when the concentration of combustible
gas or vapour in air exceeds the Upper Explosive Limit (UEL). The CGI operating instructions should be
consulted prior to use for behaviour at the UEL and above.
Instrument operation – the CGI is able to detect gases or vapours by either allowing air to diffuse into
the sensor or by drawing a sample of air through a small hose. A hand operated or battery powered
pump may be used to draw the sample. Combustible gases enter the instrument, diffuse through a
coarse metal filter, and come in contact with two hot filaments inside the sensor. Both filaments are
heated to the same temperature and, therefore, have the same resistance. One filament is coated with
a catalyst. Combustible gases burn on this catalytic filament; no combustion occurs on the uncoated
filament. Combustion causes the filament with the catalyst to increase in temperature, resulting in an
increase in the resistance. This change in resistance causes an imbalance in the resister circuit called the
Wheatstone Bridge. The change in resistance across the circuit is translated into a CGI meter reading.
All CGI readings are relative to the calibration gas. The readings correspond to the relative increase
in resistance produced by the calibration gas when it burns on the catalytic filament. When measuring
another gas or vapour, the instrument still responds to the increased temperature of the filament.
However, some vapours and gases produce more heat when burned. These hot burning gases cause the
catalytic filament to become hotter at lower concentrations than the calibration gas. Conversely, some
gases burn cooler than the calibration gas, and a higher concentration of such a gas is needed to cause
the same increase in filament temperature.

Example: where the calibration gas is Pentane. Methane burns hotter than Pentane, so the meter
reading is at 100% LEL when the actual concentration is less than 70% LEL. Xylene burns cooler, so the
meter reads less than 50% LEL when a 100% LEL condition exists.
As previously stated in the section on O2 analysers, O2 is necessary for proper functioning of any
CGI since O2 is required for combustion of the gas or vapour. Some manufacturers indicate that the
instrument will not give an accurate reading at less than 10% O2. Oxygen enriched atmospheres will
enhance the catalytic combustion process and will result in false high readings.
The catalytic filament is vulnerable to sulphur compounds, heavy metals (especially organic lead), and
silicon compound contaminants. These materials form fumes that coat the wire filaments causing the
filaments to no longer reach the proper temperature, or the catalyst will become completely covered.
Gases will no longer burn on the wire and the sensor will have to be replaced. The instrument may
appear to work properly even when the sensor is no longer functional. Because of this vulnerability, it is
extremely important to conduct a calibration check before and after each use.
Calibration of the equipment – typical CGI calibration gases include Methane, Pentane, and Hexane. Two
analysers from two different manufacturers may be calibrated to the same gas, yet respond differently to
other gases because they use different catalysts. Response curves or conversion factors should be used
only with the make and model for which they were supplied.
Interpretation of results – is easiest when the gas in the atmosphere being tested is the same as the gas
to which the instrument was calibrated. An example of this is a CGI, calibrated to Methane, used to test
for a LNG leaks. If the meter reads 0.5 (or 50, depending on the type of readout), this means that 50%
of the concentration of Methane needed to reach an explosive environment is present. Since the LEL
for Methane is 5.3% Methane in air, the meter indicates that a 2.65% (or 26,500 ppm) concentration of
Methane is present.
Response curves or conversion factors indicate the gases that burn hotter or cooler than the
calibration gas. Hot burning gases will result in readings that indicate higher concentrations than actually
exist. These gases appear on the left side of the calibration response curve and have conversion factors
of less than 1. Cool burning gases appear to the right side of the response curve and have conversion
factors greater than 1.
Response curves and conversion factors can be used to determine the actual % LEL present if the
identity of the material is known. When using response factors, the readout in % LEL is multiplied by
the factor to obtain the actual % LEL present. For example, if a CGI calibrated to Pentane is used to
measure an environment containing Methane, the instrument reading must be multiplied by a response
factor. If the response factor for Methane is 0.6 for this instrument, the meter reading must be
multiplied by 0.6. A meter reading of 50% LEL would correspond to an actual LEL for Methane of 30%.

If a concentration greater than the LEL and lower than the UEL is present, the meter needle or digital
readout will show a 1.0 (100%) level or greater. This indicates that the ambient atmosphere is readily
combustible. When the atmosphere has a concentration of gas above the UEL, the instrument may
react in one of several different ways. If it is an analogue meter, the meter needle may rise above the 1.0
(100%) mark and then return to zero. A digital readout may freeze at this level.
When interpreting results, the user must consider that a level of a combustible gas or vapour may be
well below the LEL while the atmosphere may still be hazardous. Concentrations high enough to result
in CGI readings of 10% to 25% of the LEL are likely to be toxic and/or immediately dangerous to life or
health. If toxicity is a concern, a CGI with a ppm scale or another, more sensitive, instrument must be
used.
CGI Summary
• Power source Battery-powered
• Operating temperatures Dependent on power source
• Type of atmosphere Flammable
• Method of detection Catalytic filament
• Response time Dependent on length of sample line
• Range of detection Percentage concentrations
• Calibration standard Methane, Pentane, Hexane
• Check standard Methane, Pentane, Hexane
• Limitation Affected by lead, silicon compounds and will not work
properly in oxygen deficient atmospheres
2.6.3 Hydrogen Sulphide (H2S) and

Carbon Monoxide (CO) Analysers
These analysers are designed to provide accurate responses to specific gases in a similar way to an O2
analyser. Some combination analysers (instruments with more than one detector) are referred to as
“toxic gas” analysers. Most instruments equipped with the additional detector are calibrated for CO or
H2S, both of which are toxic at low concentrations.
Both of these types of instruments utilise a detector that operates by chemical reaction with the gas.
They are subject to interference from other gases or vapours in the same manner as an O2 analyser.
They are also affected by environmental conditions such as temperature and barometric pressure and
again, the operating instructions should be read carefully before use.

2.6.4 Photo Ionisation Detectors

Photo Ionisation Detectors (PIDs) operate in the low ppm range for detection of organic vapours
and gases. They can also detect a small number of inorganic gases, although many of these inorganics
are halogens or halogenated compounds; most PIDs are not corrosion resistant and can be damaged
by these compounds. PIDs are useful for general atmospheric monitoring, characterising venting
plumes, screening samples, and evaluating relative differences in concentration from one location to
another. They cannot determine the identity of unknowns in the air as they only indicate a high or low
concentration of a chemical present.
Instrument Operation
1. Components
The basic components of a PID include a battery, analogue or digital readout, and an ultraviolet
(UV) lamp detector. Some PIDs have a chart recorder for documenting instrument readings,
although this sometimes renders the unit non-intrinsic, thereby restricting its use. Some PIDs
have built-in data loggers that store data points for retrieval later.
2. Ionisation Potentials of Chemicals

It is important to understand the process of ionisation in order to understand how a PID works.
Negatively charged electrons are held in orbit around the nucleus of an atom or molecule. The
electrons are kept in their orbits by the nucleus, which carries a positive charge. The so-called ionisation
potential (IP) of that atom or molecule is the energy required to remove the outermost electron from
the atom or molecule. It has a value unique to a specific compound. Ionisation potentials are expressed
in electron volts (eV). Ultraviolet radiation, as found in the lamp of a PID, is capable of causing this
ionisation. There are several UV lamps available with varying levels of ionisation potentials.
Electrons are lost when a chemical compound with an IP less than the eV capacity of the PID’s
ultraviolet lamp is bombarded with UV light. These negatively charged electrons are attracted to a metal
grid within the ionisation chamber. The grid conducts a small amount of current, and the electrons
attracted to the grid produce a change in current. The change is amplified and displayed as a ppm
equivalent. Therefore, the readout is proportional to the current charge, which in turn is dependent on
the number of electrons attracted to the grid upon ionisation.
Interference with the light transmission can affect instrument readings. Analysers’ responses can be
decreased dramatically when high humidity or non-ionising gases are present. Water vapour (humidity)
within the ionisation chamber acts in the same way as fog on a dark night scattering and reflecting light
back toward the source. Gases that cannot be ionised because of their high ionisation potential will
affect the instrument in the same way.
Calibration – the PDI is normally calibrated at the factory to Benzene or Isobutylene. The instrument
cannot discriminate between different vapours and gases and the response it generates is based on the
factory calibration. Consequently, the readout may be higher or lower than the true concentration
depending on the relative response to the contaminant.

As Benzene has a health risk, field calibration is carried out using a check gas or “span gas” of a known
ppm concentration to determine whether the instrument is still within factory calibration limits.
The instrument should detect the span gas at the correct level when properly calibrated. Some PID
manufacturers supply span gas information regarding the correct instrument settings, and the ppm
readout that should be obtained. Some instruments with microprocessors utilise an internal calibration
programme, guiding the user through the calibration procedure.
Adjustments can be made manually to compensate for dirty lamps or grids, decreased lamp output, or
other factors that may affect readings. The span potentiometer or span control adjusts the amplification
of the current change. This setting should be adjusted during the calibration procedures according to
the manufacturer’s instructions. The setting must be locked into place and remain unchanged during use
and documented.
Interpretation of results – when the PID responds to the calibration gas, the reading is equivalent to
the actual ppm concentration present, up to around 400 to 500 ppm. Higher concentrations of the
calibration gas are not measured accurately by the PID. All responses of the PID are relative to its
response to the calibration gas.
Many materials are not ionised as well as the factory calibration gas, while a few are ionised more easily.
When another gas or vapour is present, or when there is a mixture of gases, the meter reading does
not reflect the actual concentration present. Instead, it represents the change in the current across the
grid as the materials in the air are ionised. A meter response of 22 units represents a current change
equivalent to that produced by 22 ppm of the factory calibration gas. For this reason, the readings are
often called “ppm calibration gas equivalents” or “ppm benzene equivalents”.
It is advisable to consider the readout as only an indication of the presence of contaminants and to
remember that the actual ppm concentration is probably higher than the readout. Readings of 5 ppm or
greater of unknown vapours indicates the need for protective clothing and breathing apparatus. Specific
actions must be based on knowledge of the substance involved. A lack of a read-out does not mean that
there are no contaminants present, it simply indicates that the instrument does not detect the presence
of certain vapours or gases.
PID Summary
• Power source Lead acid gel or lithium battery
• Type of atmosphere Organic vapours
• Method of detection Photo ionisation
• Response time 5 to 30 seconds
• Range of detection < 2,000 ppm
• Calibration standard Benzene, Isobutylene
• Check standard Isobutylene
• Limitations High humidity, only gases with IPs below the lamp eV
capacity will be detected

2.6.5 Flame Ionisation Detectors / Organic Vapour Analysers

The terms flame ionisation detectors (FIDs) and organic vapour analysers (OVAs) can be interchanged,
although FID is the more generic term. FIDs are versatile monitoring instruments with analytical ranges
up to 10,000 ppm, depending on the model. The instruments can be used for general surveys, or as a
qualitative instrument that can assist the user in determining the identity of a sample. Use of FIDs as a
qualitative instrument requires additional training, skill, and knowledge.
A FID contains a battery, a combustion chamber where the sample is burned, a detector, an analogue or
digital readout, and a supply of fuel (a cylinder of hydrogen gas or a mixture of hydrogen and nitrogen
gases). Some FIDs are also equipped with a gas chromatographic option and a chart recorder.
The advantage of FIDs over PIDs is that they are not restricted by the ionisation potential of the
chemical contaminant. FIDs detect any material with varying sensitivity capable of burning including light
hydrocarbon gases such as methane, which has a very high ionisation potential. Humidity does not limit
their use.
Instrument operation – similar to that of PIDs, FIDs operate by burning organic gases and vapours
in a flame to produce carbon ions. The sample of air is pumped to the detector chamber where it is
exposed to a hydrogen flame and burned. A small cylinder of hydrogen in the instrument serves as fuel
for the detector. Within the detector, slightly positive carbon ions are attracted to a grid. The ions are
collected and an electrical current proportional to the hydrocarbon concentration is generated. The
charge is then amplified and displayed as a ppm equivalent. When more vapour or gas is present in the
sample the meter needle registers higher.
The fuel supply purity is very important. Fuel with less than 1 ppm total hydrocarbon contamination
(THC) is necessary as hydrocarbons in the fuel will be burned and measured by the FID, producing a
high background reading. Most instrument fuel supplies allow operation of the instrument for about six
to eight hours of continuous use.
As these instruments have a flame, a combustible gas indicator should be used first to establish that the
atmosphere is not explosive. Another important limitation is that oxygen must be present in order for
a FID to burn the sample. Insufficient oxygen will extinguish the flame.
Two different modes for FIDs:

1. Survey Mode
In this mode the FID continually draws air into the combustion chamber where it is burned. The
resulting signal is translated to the readout as the concentration of total organic vapours. The
readout is scaled from 0 to 10 or it can be set to read 0 to 10 or 100 or 1,000 ppm, or to a
greater range by using the appropriate scale factor.
2. Gas Chromatography Mode

Qualitative operation requires the instrument to be equipped with gas chromatograph (GC)
features where it is able to separate the sample into its different components for detection.
Depending on the instrument set-up, each component will have a characteristic response to the
instrument. Specific training is required to be competent when using the instrument in this way.

The FIDs in the GC mode work differently in that the sample to be separated is injected into a column
packed with an inert solid; a carrier gas (Hydrogen) flows through the column. As the sample is forced
through the column, the separate components of the sample are retained on the column for different
periods of time. The amount of time a substance remains on the column is known as “retention time” and
is a function of its affinity for the column material, column temperature, and flow rate of the carrier gas.
Lighter molecules, such as Butane, are drawn through the column more quickly than larger molecules,
such as Polypropylene.
Calibration FIDs are typically factory calibrated to methane. A known concentration of methane is used
for calibration checks to ensure that the instrument is operating within factory calibration standards.
Like the PID, the FID has a span potentiometer. In some models, this is called the “gas select”. Each
manufacturer specifies the initial span potentiometer setting that should be used during the calibration
check:
FID Summary
• Power source Lead acid gel battery
• Method of detection Flame ionisation
• Range of detection Up to 10,000 ppm methane
• Calibration standard Methane
• Check standard Methane
• Limitations Supply of pure fuel is needed (oxygen) to operate, and
extensive training is required to understand the GC mode

• Method of detection Flame ionisation
• Range of detection Up to 10,000 ppm methane
• Calibration standard Methane
• Check standard Methane
• Limitations Supply of pure fuel is needed (oxygen) to
operate, and extensive training is required
to understand the GC mode.
2.6.6 Detector Tubes
2.6.6 Detector Tubes
Fig. 8 – Gas detection tubes

Fig. 7 – Gas detection tubes
Detector tubes respond to a specific chemical or group of chemicals and are very useful for determining
Detectorconcentration
their tubes respond in the
to aair. Colourchemical
specific change inorthe sensing
group material within
of chemicals the very
and are tube useful
indicates
forthat a
determining
contaminant is present. A ppm or percentage scale on the tube indicates the level of contamination.
their concentration in the air. Colour change in the sensing material within the tube indicates that a
Some tubes have a millimetre (mm) scale, allowing a cross-reference to a chart accompanying the tube,
contaminant is present. A ppm or percentage scale on the tube indicates the level of contamination.
Some tubes have a millimetre (mm) scale, allowing a cross-reference to a chart accompanying the tube,
to determine the concentration of contamination. Others indicate only the presence of a contaminant
age 38 without indicating the relative concentration.
Diploma in Cargo Surveying
Instrument operation – the testing unit consists of an aspirating pump, a detector tube, and, possibly,
a stroke counter. The ends of the glass detector tube are broken off and the tube is then correctly
inserted directionally into a piston-type or bellows-type pump. There is usually an arrow on the tube
indicating the direction of the sample flow through the tube.
Instructions for tubes designed with piston-type pumps always includes the duration of each pump
stroke. One full pump stroke draws 100cc through the tube and each type of tube requires a certain
number of pump strokes and a minimum amount of time between strokes to ensure that an adequate
sample is taken. If the time is not long enough or an insufficient number of strokes are taken, the
reading will be inaccurate. The Surveyor must consult the manufacturer’s instructions provided with
each type of tube for proper analysis of the atmosphere under survey.

The vapour or gas contaminant reacts with the indicator chemical in the tube resulting in a colour
change in the tube. The instructions should describe the colour change indicating a positive reaction and
whether the length of the colour change is proportional to the concentration of contaminant. Detector
tubes are calibrated to one material, although they respond to many other materials that are similar in
structure and reactivity. Some tubes are produced for groups of gases, i.e. aromatic hydrocarbons.
Instructions will also list potential interferences causing inaccurate tube readings. Chemical reactions
can occur with other air contaminants in addition to the gas or vapour to which it is calibrated. If there
is an unexpected colour change in the tube this may indicate that some other vapour or gas is present.
Interfering gases or vapours may also increase or decrease tube response.
Barometric pressure, humidity, and temperature can affect the chemical reaction in the tube by
increasing or decreasing the tube response. The instructions may include temperature and humidity
conversion factors.
Calibration – it is not necessary to do a calibration check as the tubes are calibrated to a specific vapour or
gas. However, the expiration date of each box is important and they should be stored at the manufacturer’s
recommended temperature to extend their shelf life. Otherwise, the tubes may not be good even if they are
used prior to the expiration date. The chemical reaction can be affected by light, especially ultraviolet light
and, therefore, tubes should be left in their original boxes and in the dark until used.
The aspiration pump must be checked for leaks according to manufacturer’s instructions prior to sampling.
Leakages can be checked by inserting an unbroken detector tube into the pump orifice and attempting
to aspirate air through the pump. If any air is drawn in, there is a leak in the pump. The pump should be
calibrated on a quarterly basis to check the volume of air that is drawn with each pump stroke.
Interpretation of results – read the tube by locating the number corresponding to the point where the
colour change ends. This may be an uneven or faded edge, which makes it difficult to see where the
colour change ends. Due to the definitive endpoint of discolouration, it is more efficient to standardise
the practice for reading and interpreting tubes. Also, the tube’s range of accuracy should be consulted
from the instructions provided with the tube.
It is also important to remember that several chemicals may mimic the reaction of the calibrant if it is
being used in an unknown environment. The tube reading is still valuable and if an unexpected colour
change occurs it may indicate that another type of contaminant is present.
In many cases, a negative response from a detector tube is more informative since it can exclude a
number of potential chemical contaminants. No colour change in a petroleum hydrocarbon tube, for
example, indicates that no significant concentrations of gasoline, light fuel oils, diesel, naphtha, kerosene,
aromatic hydrocarbon solvents, or other similar hydrocarbons are present. It may be necessary to
use more than one tube to determine the presence or absence of suspected contaminants. Decision
matrices for identifying unknowns are available.

Detector Tube Summary

• Power source Not required
• Operating temperatures Depends on tube
• Type of atmosphere Inorganic and organic vapours and gases
• Method of detection Chemical reactions
• Response time 50 seconds to 30 minutes
• Range of detection ppm to percent
• Limitations Interference, initially difficult to read result
2.6.7 Radiation Survey Meters

Even though Surveyors conducting liquid cargo surveys will rarely come across radioactive materials in
bulk, one should be aware of the meters available to assess the risks involved with this type of cargo. In
some countries the distinction between packaged dangerous goods and bulk goods is not clearly defined.
A radiation survey meter can determine the type of radiation present (alpha, beta, gamma) and its
level during a survey of radioactive materials. Using the readings and radiation safety guidelines, safe
and restricted zones can be effectively determined. In addition to radiation survey meters, personal
dosimeters may be used to estimate an individual’s dose of radiation; these are often direct read-out
instruments the shape and size of a penlight. Consulting with a health professional trained in radiation
will help determine the devices that are appropriate for a specific cargo under survey.
Instrument operation – the radiation detection device most commonly used is the Geiger-Mueller tube,
also known as a Geiger counter or GM counter. The GM counter, along with many other radiation
survey instruments, works on the principle that radiation causes ionisation in the detecting media. The
ions produced are counted and reflect the relationship between the number of ionisations and the
quantity of radiation present.
Many radiation meters have interchangeable detectors. While some detectors are specific to one type
of radiation, others may detect alpha, beta, and gamma. Shielding can help in determining the type of
radiation involved. For example, if the meter no longer detects radioactive activity when the source is
covered with a small notebook, then the source is probably emitting alpha radiation.
Calibration – radiation survey meters are usually returned to the manufacturer for recalibration. This
is because the radioactive source used for calibration is very strong and requires a licence to maintain.
Small sources of radiation are available to check that the meter still responds, and the manufacturer can
provide guidance about whether such checks are necessary.
Interpretation of results – the gamma radiation meter usually reads in milliRoentgens per hour (mR/
hr) or microRoentgens per hour (mR/hr). The unit mR/hr is roughly equivalent to millirem per hour
(mrem/hr) for gamma radiation. These units express an exposure rate, that is, the amount of radiation
to which an individual would be exposed at the point of measurement. Beta radiation is also sometimes
measured in this way.

Meters with a scale that read in counts per minute (CPM) are used with an alpha or beta detector. The
reading in CPM has no significance except when applied to a separate calibration curve. If the meter
being used has a CPM scale, there should be calibration information available from the manufacturer in
the form of a curve plotted on graph paper to allow meaningful interpretation.
Surveyors may also encounter radiologic materials as a result of transportation incidents. If radiological
packaging is encountered under these circumstances, it is important not to disturb the packaging. The
“transport index” should be noted in the white box on the lower half of the label on the container. This
is the maximum dose equivalent rate, expressed in mrem/hr, measured at one meter from the external
surface of the containment. Shipping papers can be consulted for information about the form of the
radioactive source.
Radiation Survey Meter Summary

• Power source Alkaline batteries
• Operating temperatures Depends on instruments
• Type of atmosphere Alpha, beta, gamma radiation
• Method of detection Usually scintillation detection
• Range of detection mR/hr, mR/hr, CPM
• Response time 30 seconds to one minute
• Limitations User cannot perform calibration
We have discussed the need for intrinsically safe equipment and it should be noted that some of the
aforementioned equipment requires that to remain intrinsically safe they must not be removed from
their protective case. It is obvious that one should not change batteries etc in a flammable atmosphere,
but it can be just as dangerous to operate the equipment outside its “glove”.
2.7 Protective Clothing

In addition to the normal attire a Surveyor may have in his possession, there are a number of other items
that may be required to be fully prepared to undertake liquid cargo surveys. The most critical area of
surveying is within the chemical/gas and radioactive trade. The Surveyor when contracted to undertake a
cargo survey of chemical/gas or radioactive must think very carefully about his or her personal protection
in way of protective clothing, that is, any article offering skin or body protection, such as:
• fully encapsulating gas tight suits;
• non-encapsulating suits or “splash suits” (chemical resistant coveralls);
• gloves;
• boots;
• hoods;
• goggles, face shield/visors;
• aprons;
• breathing apparatus;
• radiation protective suits.

It is not the intention to suggest that every Surveyor involved in liquid cargo surveys rush out and buy a
fully encapsulating suit. However, you must be aware of the necessity of application of such clothing to
fully protect yourself from toxic cargoes.
Vessels carrying toxic cargoes are required to provide total protection for personnel carrying out cargo
operations (IBC/BCH) and will restrict the movement of persons on the cargo deck. You must be aware
of the potential for harm and should sampling etc be necessary, follow the directions of the responsible
person in charge of the cargo operation.
Each type of protective clothing has a specific purpose. Not all are designed to protect against chemical
exposure. Chemical protective clothing is specifically designed to prevent or limit skin exposure and
absorption of the product through the skin. Also be aware that chemical protective clothing has a
life span (permeation time). As the clothing is subjected to repeated chemical liquid/vapour, it may
break down and what may appear to be adequate protection may, in fact, be quite porous allowing the
chemical to be absorbed through the wearer’s skin. Protective clothing may be labelled as reusable
(multiple wearing) or disposable (one time use). The distinctions between the different types of clothing
are both vague and complex.
It is entirely up to the Surveyor as to which level of protection he/she feels comfortable with. At a
minimum a splash suit would be acceptable. If you encounter a cargo-related problem while conducting
a survey, ensure you follow the responsible person or terminal operator’s directions and evacuation
process.
The use of Self Contained Breathing Apparatus (SCBA) or respirators is contentious. If it is your
intention to equip yourself with such equipment then you must undertake training. In any case those
involved in surveys of liquid cargoes of a hazardous nature should undertake training in the use of SCBA
as a matter of course. Should an incident occur or during normal surveying practices where “hazardous
to health” products are handled, then you will be required to operate a breathing apparatus. In the
event of egress from the ship or terminal, you must be competent in its use. Without proper training,
the equipment can kill as easily as it protects. It is also far better to use bottled breathing apparatus
than canister respirators as bottled air allows protection from all deadly vapours while canisters usually
relate only to a specific chemical hazard.
When you enter a terminal, in addition to minimal protective equipment, i.e. hardhat, goggles etc,
you will most likely be required to follow certain safety criterion. This may require you to view the
terminal’s safety video highlighting expectations in the event of an emergency.
As previously indicated, it is impossible to list every hazard to which a Surveyor may encounter. The
ultimate protection a Surveyor can afford him/herself is to stay alert and do your homework on the
cargo under survey and ask questions about safety in the terminal or onboard the vessel. Consult the
text in the Module on Health and Safety to get a fuller understanding of the various pieces of equipment
and again read the manufacturers literature.

2.8 Fire / Explosion Control

We have previously looked at compatibility when stowing types of adjacent cargoes. We must consider
polymerisation, reactivity, venting or containment breach.
We need to understand that some reactions may generate enough heat and raise the temperature of
product to explosive levels. Know the cargo particulars. The majority of liquid cargoes have flammability
concerns. Understanding their general properties will assist in making correct decisions concerning
handling, including generation of static electricity when loading, discharging, sampling, ullaging and lining
up, re: the hazard zones throughout the ship and in the terminal. Watch for others not conforming to
the rules about smoking, radios, cellular phones and so on – their ignorance could be your demise.
Our basic fire training has taught us that for fire or explosion to occur there must be three ingredients;
flammable vapour, air (Oxygen), and an ignition source.
We have previously
C2 10-11:836 Cargodiscussed
Dip Modulethe measurement
B 2005 of gases and
07-08.qxd 28/03/2011 18:00in Page
particular
43 hydrocarbon gas. The
explosimeter allows us to quantify the levels of flammable vapours in air. The “tankscope” is used in
oxygen deficient atmospheres.
Hydrocarbon gases are given off from petroleum products and/or their sediments and many chemicals.
Further gases are generated when heat is applied to the commodity or through the introduction of
foreign substances into the commodity.
Fig. 8 – The Fire Triangle
Fig. 9 –from
If we remove one of the ingredients ThetheFire Triangle
basic fire/explosion triangle, we should be able to eliminate
the possibility of a catastrophic event. The source of ignition is difficult to control and open to the
unknown. The air (oxygen) content can be controlled but with greater difficulty. If we consider the
atmosphere within the containment as the problem, which indeed it is as this is the origin of the hazard,
If we remove one of the then ingredients from the
by linking the flammable gasbasic
portionfire/explosion triangle,
with the air oxygen portion; we should
it is more effective tobe ableboth
control to
eliminate the possibilitybyof a catastrophic
regulating the atmosphere event. The
within the source
tank. of ignition
This is achieved is difficult
by the introduction toinert
of an control
gas into and
the open
cargo space. The use of inert gas in crude oil carriers, with a 1-5% oxygen level, effectively controls the
to the unknown. The air (O2for
potential ) content can be
explosive mixtures controlled
from developing, and,butby with greater
maintaining difficulty.
a positive If we
pressure within theconsider
tanks, the
atmosphere within thethe containment as the
possibility of ingress of airproblem,
is eliminated.which
Crude oilindeed it isasasthisthis
is mentioned is the
industry origin
is very ofwith
familiar the hazard,
the use of it. However, in the chemical trade inert gas can pose a new set of problems. The Codes
then by linking the flammable gas inert
stipulate when portion with the
gas is required air/Oto2theportion;
in relation size of theitcargo
is more
tanks buteffective
the surveyortoshould
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by regulating the atmosphere
aware thatwithin
some inertthe
gasestank. This
are not is achieved
compatible with certainbycargoes.
the introduction of ‘off
It will put the product an spec’
inert andgas into
may need special fuel in the production of the gas.
the cargo space. The use of inert gas in crude oil carriers, with a 1-5% oxygen level, effectively controls
the potential for explosive
Even inmixtures from
crude carriers, inert developing, and,tobyfiremaintaining
gas is not only critical control but also a
to positive pressure
quality control. within the
Inert gas can
be generated from flue gases (boiler/main engine exhaust gases) which are “cleaned” before delivery to
tanks, the possibility ofthe
ingress of air is eliminated. Crude oil is mentioned as this industry is very familiar
tanks; through the burning of clean fuels to produce a clean gas; by chemical/gas generation or
through the supply of pure nitrogen.
In the case of chemicals and, to a lesser extent, petroleum products and some crude, the charterparty
52 IIMS -
may stipulate carriage parameters that require an inert gas to blanket the product. The quality of the inert
Call +44 (0)23 9238will5223
blanket vary inor visittowww.iims.org.uk
relation the quality control of the product.
with the use of it. However, in the chemical trade Inert gas can pose a new set of problems. The Codes
stipulate when inert gas is required in relation to the size of the cargo tanks but the Surveyor should be
aware that some inert gases are not compatible with certain cargoes. It will put the product ‘off-spec’
and may need special fuel in the production of the gas.
Even in crude carriers inert gas is not only critical to fire control but also to quality control. Inert gas
can be generated from flue gases (boiler/main engine exhaust gases) which are “cleaned” before delivery
to the tanks; through the burning of clean fuels to produce a clean gas; by chemical/gas generation or
through the supply of pure Nitrogen.
In the case of chemicals and, to a lesser extent, petroleum products and some crude, the charterparty
may stipulate carriage parameters that require an inert gas to blanket the product. The quality of the
inert blanket will vary in relation to the quality control of the product.
In addition to statutory regulations (MARPOL) for the carriage and handling of petroleum products etc,
vapour control regulations have been developed. Some terminals will not accept vessels that do not or
cannot produce enough inert gas to maintain adequate pressures within the tanks for the elimination
of flammable and toxic vapour through their scrubbers or incinerators. It is an environmental issue but
also has clear linkages to fire/explosion control through the complete elimination of vapours, either
flammable or deleterious to health, from the surrounding area of the berth and in the terminal tank
farms.
Some terminals will require Surveyors to complete pre-safety audits of tankers entering their terminals.
This may mean that the Surveyor will join the vessel on passage to check pressure levels and quality of
inert gas in all tanks/lines, void spaces, ballast and tanks etc.
2.9 A Word about Pyrophoric Oxidation

Although not a concern that would readily spring to mind in the chemical trade, pyrophoric reactions
need to be recognised. Terminals often utilise pipelines which may carry a number of different products
and through the ‘batching’ process, the various products may acquire Sulphides. There would not be
enough to formulate a pyrophoric reaction but the knowledge that contaminates are caused by this
means is beneficial.
Pyrophoric oxidation occurs when Iron Oxide is converted to Iron Sulphide when Hydrogen Sulphide
gas is present in an Oxygen-free atmosphere or where the gas exceeds the amount of O2 present.
When air is introduced into the atmosphere the Iron Sulphide is oxidised back to Iron Oxide and
either free Sulphur or Sulphur Dioxide gas is formed. This conversion can produce a rapid exothermic
oxidation generating considerable heat and causing particles to be become incandescent. This reaction
has enough heat to ignite pyrophoric Iron Sulphide and, therefore, is a potential source of ignition in a
flammable atmosphere.

In the crude oil trade, sour crude in terminal tanks and processing equipment is a potential source of
ignition due to accumulations of pyrophoric deposits. When tanks or equipment containing high Sulphur
content crudes are taken out of service, and during gas freeing operations, all internal surfaces are kept
wet so that pyrophoric reaction is eliminated. Fires have also occurred where sediments and sludge
have dried out and, therefore, these too must be kept wet until removal.
The formation of pyrophors is dependent on three factors:

1. rust (iron oxide);
2. hydrogen sulphide gas; and
3. lack of oxygen,
and it depends on the varying influence of the three factors in relation to each other. Oxygen will
inhibit iron oxide converting to iron sulphide, and the concentration of hydrogen sulphide gas
directly influences the formation of pyrophors. The gas flow over and the porosity of the rust
affects the sulphidation rate. There is no maximum safe level of hydrogen sulphide gas when
pyrophors will not be generated.
It is imperative that the Surveyor undertakes fire control courses (inert gas and crude oil washing)
specifically aimed at the petro/chemical and gas industry to fully appreciate the consequences of fire
onboard these ships.

Chapter 3. QUANTITY CALCULATIONS

3.0 Introduction
This area of the survey programme can cause you the worst headache! It is where most Surveyors
gain the attributes of patience and persistence. You will be tested every time the vessel, shore and ship
produce figures for the cargo loaded or discharged. As far as claims! – this area produces a mountain of
paper work to rival contamination and keep the P&I Clubs very busy.
So why is this a problem? – If one inspects the whole gambit of possibilities for cargo quantity
discrepancies, there are some fundamental flaws in the system.
Quantities are calculated from calibrated tank tables or ‘strapping’ as they are sometimes known. The
ship’s tank calibration tables are provided by the shipbuilder and more often, qualified by a Classification
Society. The vessel’s tanks are usually calibrated only once and possibly for a series of new buildings.
It is important that the shipbuilder makes allowance for any changes throughout the evolution of the
building programme from ship to ship. Shore tanks are calibrated at the time of their construction
and as one might expect are not recalibrated unless there is an earthquake! Joking aside, some diligent
terminal operators do calibrate their tanks from time to time but there are those who do not see the
efficiency in doing so. Through the years the tanks may distort and even bulge giving bad readings or
sediment builds up to give an erroneous quantity in the tank. Sure, consistency is evident if the tank is
never emptied but in relation to the size of some shore tanks, the discrepancy can be enormous if the
entire tank is stripped to the ship.
In addition, the terminals pipelines and ship’s lines should be quantified. A great deal of very expensive
cargo can be lurking in the lines and therefore both ship and shore should fully appreciate how much
product is remaining there. This also has a safety consideration and in the general operational control
of product flow along with purging/displacement of line-packs. It is also critical with respect to pollution
and cargo segregation on the vessel.
Many surveying companies involved in this trade have computer programmes to do the calculations
automatically. The Surveyor takes all the appropriate gauges from the shore tanks and ullages/dips
from the ship’s tanks along with temperatures and, by applying known constants, density and other
corrections, arrives at a final figure. Seems relatively simple! - But wait!
First off – the Surveyor has to be supplied with the correct density/specific gravity for each commodity
and in addition a correction to that figure as the cargo will either heat up or cool down depending on a
number of factors or characteristics. I know – some of you will be saying there is a difference between
specific gravity and relative density – you are right! – but, we are not physicists and you should work
on the principal that the shore/shipper will give you figures to work with. Use these figures as they
are produced by the lab that has undertaken the analysis of the product on behalf of the cargo owner.
If you start mixing apples with oranges with will end up with a bag of grapes! AND, the same figures
used at the loading port should be used at the discharge port. I someone turns up with a different set,
discrepancies will occur.

A word about metric and non-metric – It is a known fact that North American Surveyors are subjected
to the idiosyncrasies of short tons, long tons, gallons or barrels and so on, while the rest of the world
has taken of the metric system. Apart for the nightmare it causes to the unsuspecting Chief Officer, it is
a haven for mistakes. Whenever there is a pollution incident, the quantities are announced in millions of
gallons! – this only serves to wind up the environmentalists but be that as it may, when in Rome……….
Much of the associated entrenchment in barrels, etc spawns for the oil industry where the descriptions
of quantities are used to trade the commodity.
Many surveying companies are adept at converting the ship’s figures to an accepted format but be
careful, indiscriminate dropping of decimal places throughout the conversion process can lead to
big discrepancies on large bulk quantities. Always work to agreed level of accuracy and watch the
charterparties – they may stipulate the level of accuracy and in what units. Always carry a set of
conversion tables with you and agree with the other surveyors and ship’s personnel how the calculation
will be done. Your reporting format may be different but the final figure should agree closely. If they
don’t, the ship or shore will issue a Note of Protest on the discrepancy which may become the subject
of a claim at a later date.

The following is a set of calculations completed for a cargo of Iso-Octane. Follow the calculation
through with the given figures below then check to see if you get the same answer.
Vessel Measurement Report

Ship’s Name: IIMS PROGRESS - DATE: OCTOBER 3, 2003 - OUR REF: TR03-1100
COMMODITY: ISO OCTANE - CLIENT: IIMS CANADA - REF: BMC 001 010
TK ULL CORR H2O AVG. TOTAL GROSS DENSITY V.C.f. GROSS STD. VOL
OBS. OBS. TABLE
No. M MEAS. INNAGE TEMP ‘C VOL. VOL. 15°C 54 B kLI7RES Q 15°C
kLITRES KLITRES
5P 1.581 1.594 - 19.6 2,494.936 2,494.936 700.9 0.9939 2,479.717
5S 1.625 1.638 - 19.6 2,480.940 2,480.940 700.9 0.9939 2,465.806
6S 1.527 1.529 - 20.0 2,753.357 2,753.357 700.9 0.9933 2,734.910
7P 1.602 1.635 - 20.2 2,934.844 2,934.844 700.9 0.9931 2,914.594
7S 1.615 1.648 - 20.9 2,923.511 2,923.511 700.9 0.9921 2,900.415
13,587.588 13,587.588 13,495.442
G.S.V.ARRIVAL kLITRES ~ 15°C 0000.000
G.S.V. DEPARTURE kLITRES ~ 15°C 13,495.442
G.S.V. LOADED: BBLS @ 60°F 84,940.31
U.S. GALLONS @ 60°F 3,567,493
kLITRES @ 15°C 13,495.442
LONG TONS 9,294.950
METRIC TONS 9,444.110
TABLE 56 FACTOR 0.69980
TABLE 52 FACTOR 6.29400
REMARKS:
• GAUGE LOCATION: UTI
• SAMPLES DRAWN: 1 X 1 LITRE PER VESSEL
• TANK SAMPLES: AS ABOVE
• BALLAST TANKS PERMANENT: N/A
• SEASUCTION SEAL NUMBERS: N/A
• DRAFTS: FWD: 6.87 m AFT: 8.74 m
• LIST: 0
• DEPARTURE: 1500hrs / 3 OCT2003
• AT LOADING OF CARGO TANKS 5PS, 6S, 7PS
• ALL. CARGO TANKS FOUND WELL DRAINED PRIOR TO LOAD: YES
• V.E.F. CORRECTION ON TOTALS: NO

At Loading
OFFICE: NORTH VAN, BC, CANADA

VESSEL AND SHORE TEL: 604 555-1234
QUANTITY SUMMARY CLIENT: OBERON CANADA
(OUR REF. VAN 4-1111 YOUR REF: STAN 001 010 BMC
PORT TERMINAL: TEXRON CANADA, North Vancouver, B.C.,
CANADA
VESSEL: IIMS PROGRESS
DATE: OCTOBER 3, 2003
VOYAGE NO.: BMC 001 010
COMMODITY: ISOOCTANE
DENSITY @15°C / API @ 60°F: 700.9 / 70.4
QUANTITIES BARRELS @ 80°F kLITRES @ 16°C LONG TONS METRIC TONS

VESSEL
GROSS. STD. VOL.:
S & W VOLUME: 84,940.31 13,495.442 9,294.950 9,444.110
(NET) STD. VOL.:
SHORE
GROSS. STD. VOL.:
S & W VOLUME: 84,852.06 13,480.447 9,281.118 9,430.080
(NET) STD. VOL.:
VESSEL/SHORE
88.25 14.995 13.832 14.030
VARIANCE
PERCENTAGE
0.10
DIFFERENCE
REMARKS:
VOLUME CORRECTION FACTORS USED: ASTM TABLE D-1250-80 8154
WEIGHT CORRECTION FACTORS USED: ASTM TABLE D-1250-80 11/ 56
SAMPLES TAKEN: 1 X 1 LITRE PER VESSEL TANKS. 3 X 1 LITRE SHORE TANK
1 X 4 LITRE SHORE TANK
The preceding discussed an area that the Surveyor should be come very comfortable with, remembering that
every vessel you survey will have a different set of tank calibration/ullage/sound tables. Watch what type of
table you are using and if you don’t understand how the table is laid out, ask the ship’s personnel. Sometimes
Masters/Chief Officers get it wrong and may be doing the calculation incorrectly, not recognising some suttle
differences. The classic is sounding versus ullage. It is an easy mistake especially near the half height of the tank
and not all crews have English as a first language – the standard tongue most prevalent for these tables.
The above is somewhat related to the next section as it could evolve into a Cargo Problems.

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le C2 Bulk Chemical Cargo Surveys

Chapter 4. CARGO PROBLEMS
4.1 Introduction
In this section, you will be informed of a number of areas and sources of damage to bulk chemical
cargoes. Because this area of cargo surveying is so diverse we cannot list all possible origins of damage.
Instead we will take a highly sensitive cargo and investigate what must be done to achieve an acceptable
out-turn in quality and quantity.
4. Bulk
CARGO PROBLEMS
chemical cargo stowage is an extremely important area for the Surveyor. An oversight in stowage,
such as an incompatible adjacent cargo, could lead to an explosion or other catastrophic occurrence.
4.1The vessel’s
Introduction
personnel will usually be well aware of the constraints of the cargo under survey but it is
incumbent
In this section,upon
youthe
willSurveyor to address
be informed of athis area and
number of ensure
areas that
and the product
sources of todamage
be loaded
to isbulk
correctly
chemical
stowed.
cargoes. Because this area of cargo surveying is so diverse, we cannot list all possible origins of damage.
Instead we will take a highly sensitive cargo and investigate what must be done to achieve an acceptable
The most demanding area of the liquid cargo trade is in the chemical (including vegetable/animal oils)
out-turn in quality and quantity.
and gas industry. Crude oils and petroleum products and are also susceptible to contamination damage,
but to a lesser extent.
Bulk chemical cargo stowage is an extremely important area for the surveyor. An oversight in stowage,
such as an incompatible adjacent cargo, could lead to an explosion or other catastrophic occurrence. The
4.2 Cargo Damage
vessel’s personnel will usually be well aware of the constraints of the cargo under survey but it is
Apart from obvious and catastrophic damage such as breach of the outer hull, grounding, collapse of
incumbent upon the surveyor to address this area and ensure that the product to be loaded is correctly
bulkheads etc, sea water ingress into the cargo containment will not only put the cargo off-spec, it may
stowed.
also provide a catalyst to reactivity causing one or all of the following:
The most
• demanding area of the liquid cargo trade is in the chemical (including vegetable/animal oils)
heat generation;
and gas industry. Crude oils and petroleum products are also susceptible to contamination damage, but
• polymerisation
to a lesser extent.
• toxic gas release; or
• corrosion.
4.2 Cargo Damage
Fig.10
Fig. 9 –– Whoops!
Whoops!
Apart from obvious and catastrophic damage such as (0)23

Call +44 breach of5223
9238 the outer
or visithull, - IIMS of 59
grounding, collapse
www.iims.org.uk
bulkheads etc., sea water ingress into the cargo containment will not only put the cargo off-spec, it may
Damage can result for many reasons. Contamination damage is by far the most apparent throughout
the liquid cargo trade and rife with claims and legalities. Let us take a closer look.
This trade is faced with many problems and some companies have been broken by insurmountable is-
sues involving certain cargoes, driven under by one shipment which caused a claim so big they were un-
able to recover the contract or any other – their reputation was killed. The chemical and oil majors will
not tolerate incompetence and will claim at the slightest contamination or loss of cargo. Discrepancies
are soon discovered and P&I Clubs, Owners and Charterers dispatch their Surveyors to investigate and
resolve the issue in an effort to protect the interests of all parties concerned.
Let’s look at some problematic areas.
At the start of this module we discussed a loading procedure for Propylene Oxide. Let’s recall that
cargo and look into some areas that could provide the necessary catalyst for disaster!
4.3 Tank Coatings

Prior to loading any cargo the ship will present itself for inspection. The Cargo Surveyor is now in the
most precarious and possible damaging area to your reputation and your company well being. It is hope
that you will have gained much experience before any surveying company’s allows you to make a deci-
sion as to whether or not a cargo containment is a satisfactory to accept a particular cargo. The term
cargo containment is used as you may be called upon to survey a tanktainers. The same principles apply
albeit you are loading a packaged dangerous good under Annex III and not Annex II.
If the tank is stainless steel you could say it’s a ‘no-brainer’ - but not so fast! Let’s take a look at stain-
less steel.
Stainless steel is by far the preferred construction material Shipper’s wish to have presented for all their
cargoes. It is easily cleaned and therefore should not cause concerns of contamination. The fact is that it
is expensive, and in reality, the vessel’s Owner strives to use such space to gain access to the commodi-
ties that command the higher freight rates. Sometimes that doesn’t work as the vessel’s global position-
ing doesn’t allow such manipulation of the ships’ cargo space, so lower specification cargoes are sought
out. It would be misleading to say any commodity is of a ‘lower’ specification as each cargo Owner
regards their products as meeting a prescribed specification and require it to be placed in an acceptable
type of containment. Whether that is brand new stainless steel tank or an old beaten up epoxy coated
tank is where you come in.

Stainless steel is by far the preferred construction material shipper’s wish to have presented for all their
cargoes. It is easily cleaned therefore should not cause concerns of contamination. The fact is that it is
expensive and, in reality, the vessel’s owner strives to use such space to gain access to the commodities
that command the higher freight rates. Sometimes that doesn’t work as the vessel’s global positioning
doesn’t allow such manipulation of the ships’ cargo space, so lower specification cargoes are sought out.
I could be misleading to say any commodity is of a ‘lower’ specification as each cargo owner regards their
products as meeting a prescribed specification and require it to be placed in an acceptable type of
containment. Whether that is a brand new stainless steel tank, or an old beaten up epoxy coated tank,
is where you come in.
Fig10- -Stainless
Fig11 StainlessSteel
steel tank
tank at
at Pump
pump sump
Sump
The decision you are about to make is totally subjective and you need to ask the following questions of
The decision you are about to make is totally subjective and you need to ask the following questions
yourself:
of yourself:
• Is the type of tank coating acceptable? - The ship’s personnel should have done the pre-
a. Is assessment
the type of tank coating
of the acceptable?
coating - The ship’s
with respect to thepersonnel should have
manufacturer’s done a pre-assessment
guidelines. This is usually in
of the coating with respect to the manufacturer’s guidelines. This is usually in the form of a
the form of a booklet on board stating what is acceptable and not acceptable for each
booklet onboard stating what is acceptable and not for each coating. It should also give the
coating. It should also give the duration that the product is allowed to remain in the tank
duration that the product is allowed to remain in the tank and at what temperature limits it
and at what temperature limits it will sustain.
can sustain.
b. • Is Is
thethe tank
tank location/disposition
location/disposition acceptable
acceptable in relation
in relation to othertocommodities
other commodities on adjacent
on adjacent
bulkheads?
bulkheads?
c. • Is Is
thethe
coating in ainfavourable
coating condition?
a favourable – This –is This
condition? an area that
is an many
area Surveyors
that have a problem
many surveyors have a
with. Determination of the amount of breakdown is in the ‘eye of the beholder’. What sometimes
looks like a disaster, outwardly presenting what on the face of it is 50% breakdown, could be only
be 5% but due to the amount of rust and staining, it could look a lot worse than it really is.
How was the coating cleaned? – The Chief Officer will invariable have a previous cargoes matrix and a
program indicating the cleaning routine. You should get a copy for your records. The cleaning routine
Diploma in Cargo Surveying
is critical to the success of a pass or fail. It is easy to accept what the C/O has said regarding the
cleanliness of the tank but now you must go and look for yourself. Do not be fooled by clean gloves
and over-boots/shoes supplied by the ship. This is sometimes slipped in to make you feel that everything
is super-clean and you might contaminate the tank. In some cases where a food grade or very high spec
cargo is to be loaded such equipment will be supplied – you should use it – especially if the main-deck
is fouled with muck! As you enter the tank access – remember your entry procedures! – The first thing
you will be confronted with is – smell. In relation to odour specification for the loading cargo, it might
not pass the test. If the tank stinks of the previous cargo then you can be sure it hasn’t been cleaned

properly. Some products such as Ethyl Acrylates are very pungent and linger along time after they have
been discharged. In relation to the tank coating, a certain amount of retention is always possible. The
smell can tell a lot about a tank, some pleasant, some over whelming and always remember! - Your nose
is not a detector for entry into enclosed spaces but! Throughout your career in this area of surveying
you can build up a ‘smell recall’ which will assist greatly in the overall acceptance of a tank or not.
Also, watch out for some clever ship’s personnel. Some know how to pass dirty tank. There are
deodorizers on the market and substances such as ‘Nilodor’ which can mask a smell or deaden the nasal
passages. The trick is to put the ventilation fans on supply to the tank and place/spray a couple of drops
of the deodorizer into the fan. This atomizes the substance and effectively masks the problem odour.
In the tank – check all the awkward places and if possible, climb up the upper structure of the tank
checking for blind/shadow areas where the tank cleaning machine may have missed. Also, feel under
the heating coils and around the retaining clips. If there is an elephant foot and the suction point reach
inside and feel the inner pipe work. If a deepwell / submerged pump etc feel inside the suction throat.
If you find residues – it should fail or require some spot wiping. Free water should be removed and
the tank should not he dripping with condensation. Some products will not tolerate and water in the
tank but other it is not such a big deal. Consult the specification. It maybe that a heated cargo is in an
adjacent tank. Heating may not be a problem to the prospective cargo, but in relation to the ambient
temperature and humidity, the tank may be sweating at the interface. This may not be acceptable. In
addition the cargo to load may require a complete water/moisture free tank atmosphere. You will now
be involved in inerting or purging the tank to achieve a low dewpoint such as in the case of TDI. TDI
reacts with moisture and therefore the tank must be ‘dry’ to a specific standard before loading can
commence. In this case, the process involves purging the tank with pure Nitrogen from a shore tank
truck or the ship’s generation plant or bulk storage tanks.
With everything being acceptable in the tank you will now need to ask questions concerning the
segregation of the tank from the ballast system and or other products onboard. Check the vessels line-
up and indicate what will be happening within the terminal and their line-up including quantities in the
‘packed line’. With all that satisfied, you can turn your attention to the amounts to load, temperature and
agreed starting/stopping protocols throughout the loading process. It is very important that everyone
involved in the loading programme are all reading from the same sheet and that would most like be part
of the vessel start up routines.
4.4 Cargo Segregation

Certain requirements must be fulfilled during the construction stage of a particular ‘type’ of chemical
Tanker in relation to the cargo that it is expected to carry. These requirements are found in the IBC/
BCH Codes and relate to machinery/boiler spaces, accommodations, service areas, cofferdams, voids,
pumprooms and fuel tanks. The Surveyor cannot concern him or herself with these parameters but
should be cognisant of their existence.

4.5 Compatibility
The area that will be of particular interest to the Surveyor is cargo compatibility. Although directly
linked to the construction of the vessel and segregation issues, compatibility is more importantly
a consequence of the carriage parameters and as such, addressed in the P&A Manual. The vessel’s
construction, as dictated by the Codes, allows the vessel to carry particular cargoes listed in the
Supplement of the Certificate of Fitness, but the loading arrangement of different cargoes within the
vessel is critical to safety and heavily reliant on the responsible person’s competence and interpretation
of the cargoes’ properties.
A number of compatibility tables exist and companies working a particular trade will usually have their
own. Cross-checks need to be completed with each cargo in relation to those on adjacent bulkheads,
ballast tanks, voids etc.
Attention also needs to be paid to coating compatibility – it has been known that products have
been placed in tanks with incompatible linings, only to find the lining suspended in the product at the
discharge port! The vessel should have a compatibility listing from the manufacturer/applicator for all
products in relation to their tank linings and in some cases, cleaning routines to ensure the life span of
the particular coating.
4.6 Contamination
How can contamination occur?
You name it and it has probably occurred at some time or another – the most obvious is one type
of cargo being mixed with another through a common line system or leaking valves and so on. If
contamination is going to occur at all, the most likely place is during the loading and discharge. Different
products can be transferred through the same pumps and lines, including those ashore. The Surveyor
needs to be ever vigilant in documenting all of the cargo transfer processes, particularly looking for any
possibility of cross-contamination.
4.7 In Transit Care & Control

Cargo care is fundamental to ordinary carriage practices and, without delving into the legal aspects of
limiting liability for the carriage of goods, it is fair to say that shippers expect that their cargo will be
discharged in the same condition as when it was loaded. Excluding “Act of God” and protests due to
weather or some other extraordinary event, the vessel’s personnel are expected to address the care,
management and control of the cargo in their charge.
This is generally the case but there will be times when you as the attending cargo Surveyor will have
to deal with a cargo that does not meet specification resulting from a myriad of reasons. The vessel’s
personnel in such cases will do everything in their power to limit their liability and it will be up to you
(or a P&I Surveyor) to ascertain the underlying cause of the damage.
In this section, we will look at what would be expected of the vessel to maintain care of various liquid
cargoes and will specifically look at the major control mechanism for general carriage requirements
including heating/cooling/inert gas/nitrogen and humidity. Again, it would be impossible to list all in

Module B 2005 07-08.qxd 28/03/2011 18:00 Page 52
Bulk Chemical Cargo Surveys

transit control parameters. The charterparty will document the carriage requirements that the ship’s
personnel must maintain.
4.8 Heating / Cooling

Of all the carriage requirements, heating or cooling of cargo is by far the most common requirement
and causes the most concern to the vessel. Heating or cooling systems require 24-hour control by the
ship’s personnel, and record keeping is a full time occupation for someone onboard. At one end of the
spectrum, a cargo of bitumen may require considerable amounts of heating, thereby placing considerable
strain on the vessel’s boilers and associated equipment. On the other hand, a chemical tanker may have
specific cargo systems to maintain the product at very low temperatures or cryogenic temperatures.
.8 Heating / Cooling
Fig. 11
Fig. -12Steam heating
- Steam inlet/exhaust
Heating manifold
inlet/exhaust manifold
In both cases, failure to maintain correct temperature control during transit could be disastrous leading
all the carriage requirements,
to unpumpable heating
cargo in the or cooling
case of palm of cargo
oil or bitumen is by far
or runaway the most
boil-off and evencommon requirement
tank fractures with and
auses the most
other concern to the vessel.
cargoes. Fortunately, Heating
such cases or cooling systems require 24-hour control by the ship’s
are rare.
ersonnel, and record keeping is a full time occupation for someone onboard. At one end of the
Let us look at the information and actions you should address before loading a cargo requiring in-transit
pectrum, a cargo of bitumen
temperature control. may require considerable amounts of heating, thereby placing considerable
rain on the vessel’s boilers and associated equipment, while at the other end, a chemical tanker may
ave specificAscargo
an example we will
systems to use Toluene Diisocyanate
maintain the product (TDI) again. low
at very As we
orhave found, thistemperatures.
cryogenic cargo is a
particularly nasty and toxic chemical. It will readily polymerise, and has a narrow carriage temperature
range. On inspection of its Material Safety Data Sheet (MSDS), it is found that it reacts to water
and many other chemicals and has a carriage temperature range of 25°C to 35°C. Outside these
both cases, failure tothe
temperatures maintain
cargo willcorrect
begin to temperature control
polymerise. Of critical during transit
importance couldtobewater
is its reactivity disastrous
and, leading
unpumpabletherefore,
cargotheinuse
theofcase
steam ofas athe
heating mediumoris runaway
bitumen a concern. boil-off
Firstly, it must
and be ascertained
even whether with other
tank fractures
or not the vessel is capable of heating or cooling this product as it will have a critical impact on the
argoes. Fortunately, such cases are rare.
ship’s equipment. Hopefully, the Charterer and vessel’s personnel will have made this assessment and
verified that the vessel is indeed capable of the cargo transport and has adequate back up equipment or
et us look at the information and actions you should address before loading a cargo requiring in-transit
64 control.
mperature IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk
contingency plans in place in the event of a systems failure. This us usually in the form of a heater pack
utilising hydraulic oil as the heating medium on deck.
In the light of the above what does this mean to you as the attending Surveyor?
Prior to loading, in addition to requirements of sampling:

1. Be fully aware of the carriage requirements (charterparty, MSDS etc).
2. Determine if the vessel has carried the product in the past.
3. Check that the vessel is capable of maintaining the carriage temperature.
4. Determine what heating medium is employed and whether direct or indirect (exchangers etc).
5. Check cargo temperature logs to ensure that they do indeed have a system of hourly, daily or
weekly readings.
6. If the system is automatic, check its calibration.
7. Are portable gauges available and are they calibrated?
8. Have the heating coils or system been tested prior to loading – did you witness the test?
9. Check hotwells (return condensate) for cargo carry over.
10. Check isolation of systems and other heating being undertaken throughout the vessel.
11. Record everything.
At the discharge port, in addition to requirements of sampling:

1. Be fully aware of the carriage requirements (charterparty, MSDS etc).
2. Obtain copies of the cargo temperature logs and check temperature record of deviations for the
carriage parameters.
3. If the system employed is automatic, check its calibration.
4. Check hotwells (return condensate) for cargo carry over.
5. Record everything.
Any deviation from the required carriage temperature may cause a cargo to go off-spec. Cargo
properties can be altered by over-heating, resulting in possible refusal at the discharge port.
Alternatively, where a ship has been diligent in keeping the temperature according to specification, but
the cargo caused damages to the Owner, e.g. excessive waxy precipitates in the tanks, a case study has
found in favour of the Owner resulting in claims against the Shipper in spite of the latter presenting a
scientific argument on cloud point theory.
The above case highlighted the necessity for the Surveyor to record all his/her findings, which refuted
the shipper’s cloud point theory, and that the residues were concentrated in only a few tanks. The
Surveyor was able to report the findings with a great degree of accuracy long after the incident as a
result of thorough record keeping.
Some Veg oil will release fatty acids due to over heating that can damage the cargo – again check to
ensure that the temperature logs reflect the charterparty requirements.
Refer to the IBC/BCH Codes for cargo temperature control.

the cargo caused damages to the owner, e.g. excessive waxy precipitates in the tanks, a case study has
found in favour of the owner resulting in claims against the shipper in spite of the latter presenting a
UNIT 7 | Surveying
scientific Chemical
argument on Cargoes
cloud point theory.
The above case highlighted the necessity for the surveyor to record all his/her findings, which refuted the
shipper’s cloud point theory, and that the residues were concentrated in only a few tanks. The Surveyor
was able to report the findings with a great degree of accuracy long after the incident as a result of
thorough record keeping.
Refer to the IBC/BCH Codes for cargo temperature control.
4.9 Inert Gas

4.9 Inert Gas/ /
Nitrogen
Nitrogen
Fig.Fig.
12 13 - N2
- N2 Bottles
Bottles
In order to understand fully the use of Inert Gas (IG) systems every Surveyor undertaking work in this
field should complete an IG course.
As previously indicated, there are many different types of systems capable of producing inert gas and
each system will differ widely, consistent with their application and cargo requirements. V/ULCCs will
have large capacities, capable of maintaining adequate tank pressures at acceptable O2 levels. Chemical
tankers and gas carriers may have a much-reduced capacity by comparison, although the production of
inert gas will be of higher quality. New rulings will require all new chemical tankers to have an Inert
Page 5
gas plant. Presently many do not but may carry inert gas, in the form of Nitrogen for quality control
Diploma
purposes. in Cargo Surveying
A chemical carrier are, however, required to be equipped with an IG system as laid down
in SOLAS Chapter 11-2 (tanks exceeding 3,000 m3 and other factors in Resolution A.567(14) and
A.473(XII)).
The quality of the inert gas will dictate a vessel’s ability to adequately maintain the cargo in transit for
fire control and degradation of cargo specification. By not ensuring proper segregation of products, or
maintaining the quality of the inert gas, the cargo can be put off-spec. Cases where impure Nitrogen
was used to blanket a cargo of 200% proof ethanol resulted in a claim, or, where contamination from
one cargo to the other through poor IG separation resulted in the flashpoint of a crude oil being
affected and consequently rejected at the discharge port.
The Surveyor should understand the terminology when dealing with inert gas and its application in
relation to cargo. In the chemical and gas industry the use of inert gas will be required prior to the
product being loaded. An example is Carbon Disulphide (CS2). This substance will readily ignite and
it is essential that all equipment used in the transfer operation will not exceed 80°C. For this reason

water pads are used or Nitrogen purging is employed, to ensure that pumprooms and other ancillary
equipment will not be a source of ignition. Often the pumprooms or deepwell cavities are purged prior
to and throughout the transfer operations. The same precautions are taken when TDI is loaded. Tanks
are dried to produce a moisture-free atmosphere having a dewpoint of -40°C or below (to protect the
product from absorbing moisture and polymerising).
The following four terms are used in connection with controlling atmospheres in or about cargo tanks
and are critical in the care of some chemical/product cargoes during the in transit phase:
1. Inerting – filling and maintaining a tank, associated piping, voids and spaces including ballast tanks
with gas or vapour, which will not support combustion nor react with the cargo.
2. Padding – the application and maintenance of a blanket of gas, vapour or water on the surface of
the product, i.e. in the ullage space, and pipelines so that the cargo does not come in contact with air.
3. Drying – application of a gas or vapour which creates a moisture free atmosphere within the
cargo tanks and associated piping with a dewpoint of -40°C or below.
4. Ventilating – to vent a tank, usually for gas free purposes, by forced or natural methods.
4.10 Humidity
We have touched on humidity with the application of inert gas/nitrogen and the possible ramification
of allowing moisture to be present in a compartment prior to loading a hygroscopic cargo such as TDI.
The necessity to maintain a moisture-free atmosphere is critical. However, there are other cargoes that
do not require this degree of control. In this event the moisture within the tank during passage must be
minimised and desiccators are utilised. Apart from the good practice of ensuring that all tank accesses
are well sealed prior to departure, the charterparty may require the control of air in and out of the
tanks. All tanks will “breathe” during the passage as a result of the variations of temperature during the
day and ship movement. As the tank draws in outside air, which may be moisture laden, the temperature
differences may cause condensation to form with resultant contamination of the cargo.
These control systems are bolted to the pressure/vacuum (P/V) valves and contain moisture absorbent
material such as silica gel. It is imperative that a record is kept in transit indicating the maintenance of
the moisture absorbent system.

4.11 Tank Inspections
Fig 15 Stainless Steel tank showing staining in the upper levels
As previously touched on, tank inspections are a very important aspect of chemical carrier operation
and relate specifically to tank cleaning. The cargo Surveyor will spend considerable time and effort
quantifying reasons for tank cleanliness in the event of a cargo claim due to contamination. If the
problem is not immediately evident, i.e. bulkhead fracture or ingress of seawater etc, then all processes
leading to the contamination will be minutely scrutinised.
An in-depth knowledge of the various types of tank coating, i.e. epoxy, polyurethane, phenolic and
stainless steel, is a great benefit, and determination of coating breakdown essential to reporting on the
tank’s capability to accept the cargo. 5% breakdown may be the cut-off to accepting a tank for chemical
containment. Determining a 5% breakdown of a coating is difficult and may surprise you when the tank
under question is “mapped out”. The ability to “eye” breakdown takes many inspections to achieve, but
the point here is not to over estimate breakdown, instead make a detailed description of the problem
or extent of any breakdown sighted. If there is any concern over the suitability of a tank coating the
manufacturer’s specification should be consulted and in the event of rejection due to excess breakdown,
your principal shipper or Charterer should be contacted. Watch for cargo retention and blistering/
bubbling in the coating. This could indicate previous product being trapped.
This may be repetitive BUT! …Before inspecting any tank, ensure that all tank entry procedures have
been addressed. Do not enter any tank or enclosed space on the advice that the ship’s personnel have
previously tested the tank atmosphere. Ensure that you sight the tests immediately prior to entering
and that all ventilation is in place.
Depending on the type of cargo under survey, tank suitability may necessitate analysis of the tank’s
surfaces to determine the standard of cleanliness. “Wall washes” are common practice to verify that the
tank is acceptable to load high specification cargoes. Wall washes are conducted using pure chemicals
such as Methanol to indicate contaminates such as chlorides, hydrocarbon etc.

Surveyors may be required to carry out tests for chlorides and hydrocarbons. As indicated some
cargoes, such as Methanol or high grade Glycols used in the medical industry, require extensive
cleaning beyond solvent standards. Steaming tanks will effectively reduce chlorides but will not
reduce hydrocarbons (if any). Chemical spraying/washing with a hydrocarbon remover followed by
distilled water washing will reduce hydrocarbons. Over-steaming tanks may damage coatings, and
the effectiveness of steam will depend on the quality of steam produced by the ship’s boilers. Boiler
chemicals can be carried over in the steam creating further problems. If Alcohol was the “last” cargo
then chlorides and or hydrocarbons will not exist. In all cases it is advisable to test for chlorides and
hydrocarbons prior to passing a tank clean and ready to load.
Hydrocarbon test – select a one-metre test area of the tank’s surface (bulkhead) and apply Methanol
through a squirt bottle, catch the run-off through filter paper or sponge with cotton wool and squeeze
the saturated cotton swab into a test tube. Fill the test tube to about 25cc and top up to 100cc with
distilled water and shake the sample well. Fill an identical test tube with 100cc of pure methanol for
use as a comparison. Hold both tubes to a light and if no hazing in the wall washes specimen exists the
tank can be passed as clean. Any hazing in the sample will indicate the presence of hydrocarbons. This
procedure should be carried out at various points throughout the tank to ensure a good indication of
the tank’s overall state of cleanliness.
Chloride test – obtain a sample as for hydrocarbon testing and add five drops of silver nitrate to a
1,000cc sample. If the sample is hazy then chlorides are present.
Cautionary note – it is important that all equipment used in the testing process is sterile and surgical
gloves are used so as not to contaminate the sample with salts from the hands.
Most chemical carriers are equipped with wall wash kits and carry out pre-loading wall washes prior to
the Surveyor boarding. If the vessel fails a test, it usually signifies difficulty in achieving the standard due
to the last cargo, i.e. lube add to Methanol, or incorrect tank cleaning procedures, i.e. lack of distilled
water wash or an inability to raise the temperature of the tank cleaning wash water.
The tank inspection should also involve close scrutiny of the suction pipeline and “elephant’s foot” as
mentioned before. This is the webbed suction inlet positioned close to the tank bottom. Most modem
chemical tankers are now equipped with deepwell pumps which have their suctions in a ‘hat-box’
allowing for maximum stripping capabilities. A separate “drop-line” for loading may be employed to by-
pass the pump. If a high rate of loading is possible, seals within the pump (deepwell) may be damaged.
Previous product may cling to the inside of the pipe work and unnoticeable. Wearing protective gloves,
feel with your hand in blind areas where the tank-cleaning machine may not have made contact with the
tank surfaces.
Ensure you have a powerful, intrinsically safe, torch (flashlight) during the inspection and where
cleanliness is critical you may be asked to cover your working boots with cloth booties or clean them
before entering the tank. Your attitude towards cleanliness will be apparent by the way you present
yourself. A clean boilersuit/overalls, gloves, helmet, goggles, and boots etc are indications of expectations
during the tank inspection process.

Fig 14 Stainless steel tank looking through the hatchway
Cargo heating systems should be closely inspected and, if needed, pressure test heating coils and check
condensate returns and hotwells.
It is in the interest of the vessel to perform to the satisfaction of the Shipper/Charterer but due to
operational pressures corners may be cut unintentionally. Always be aware of the cargo’s requirements
and inspect/survey the proposed containment accordingly ensuring confidence in a good out-turn.
4.12 Principles of Stowage

Generally, the principles of stowage are laid down within the P&A manual, which addresses adjacent
compatibility, heating, venting, IG/nitrogen, cleaning and so on. It is impossible to list every cargo and
all the permutations for a particular loading on a particular ship type. The IBC and BCH Codes do
however, list the requirements for individual cargoes and also special precautions for selected cargoes
which, due to specific hazards, require additional stowage and handling considerations.
4.12.1 Tank Type

The chemical codes in Chapter 17 (IBC) list the tank type required for carriage of the product under
column “f”. This will indicate whether the cargo requires an independent, integral, gravity or pressure
tank or any combination of the aforementioned. The IBC code states that:
• An “independent tank means a cargo containment envelope which is not contiguous with, or part
of, the hull structure. An independent tank is built and installed so as to eliminate whenever
possible (or in any event to minimise) its stressing as a result of stressing or motion of the
adjacent hull structure. An independent tank is not essential to the structural completeness of the
ship’s hull”.

• An “integral tank means a cargo containment envelope which forms part of the ship’s hull and
which may be stressed in the same manner and by the same loads which stress the contiguous
hull structure and which is normally essential to the structural completeness of the ship’s hull”.
• A “gravity tank means a tank having a design pressure not greater than 0.7 bar gauge at the top
of the tank. A gravity tank may be independent or integral. A gravity tank should be constructed
and tested according to the standards of the Administration taking account of the temperature of
carriage and relative density of the cargo”.
• A “pressure tank means a tank having a design pressure greater than 0.7 bar gauge. A pressure
tank should be an independent tank and should be of a configuration permitting the application of
pressure vessel design criteria according to the standards of the Administration”.
4.13 Loading
The following is a list of cargoes a chemical carrier might be expected to load:
No. Commodity Tonnage

1. Caustic 5,000mt
2. Methanol 2,700mt
3. Nitric Acid 40mt
4. Mono-Ethylene Glycol 200mt
(MEG)
5. Epichlorohydrin (ECH) 500mt
6. Hexane 200mt
7. Furfural 400mt
8. Tallow 2,000mt
9. Lubeadd 199 200mt
10. Benzene 3,000mt
It is very unlikely that a cargo Surveyor would be tasked to attend to all of the above cargoes unless
one was working on behalf of the ship as a supercargo. If this is the case then your work would mirror
that of the Chief Officer encompassing all aspects of the ship operation from crew management to tank
cleaning programmes for a number of berths and ports. It is also unlikely that all the above cargoes
would be loaded at one berth. As an example, a vessel calling at a Japanese port may remain at anchor
where ship-to-ship transfers involving as many cargoes as listed above. Normally, the cargo Surveyor
would be tasked with surveying one or, in remote ports, two or three parcels.
The attending cargo Surveyor will require the vessel’s disposition, i.e. draught, trim, onboard cargo
location, and, depending on who he or she is acting for, the vessel’s fuel and water ROBs. In the event of
a draft survey being undertaken, the capacity and quantities of stores will be required to undertake the
calculation.

Inspecting the above list purely from a hazardous product content, the Benzene, ECH and Nitric acid
should jump off the page, while the others have some carriage concerns. As previously indicated DO
YOUR HOMEWORK.! It is always good practice to take each parcel on an individual basis and list out
its basic hazards/carriage requirements including compatibility, N2 requirement and heating/cooling etc.
In order to be fully appraised of each parcel’s requirements construct yourself a matrix for the following
information:
• Customer
• Loading berth/port
• Discharge port
• Tank location
• Tank capacity and filling limits
• Tank coating compatibility
• Product liquid density
• Product vapour density
• Viscosity as required by IBC code
• Melting point as required by IBC code
• Miscibility
• N2 / IG requirements
• Heating/cooling requirements and limitations
• Pollution category
• Pre-wash requirement
• Fire extinguishing agent
When you are satisfied that the cargo is fully understood take each parcel and assess its position on the
loading plan in relation to all other cargoes on adjacent bulkheads.
As an indication of the processes that the vessel should go through to load a parcel the following are
guidelines provided to a ship’s officer. This should assist the cargo Surveyor in asking prudent questions
in the process of his or her work.
The need for pre-planning and overall planning prior to the operation cannot be over-emphasised. In this
trade, change is the rule rather than the exception and any cargo operations must be planned with all
possible problems explored and allowed for, as far as possible.
The following bulleted list is given as the minimum, which should be addressed by the ship’s Officer. The
cargo Surveyor should be aware of these procedures.

4.14 Pre-Arrival
• Check SG and correction factor.
• Check tonnage/quantity will stow in designated tank.
• Check stowage at highest anticipated temperature, climatic, discharge or adjacent cargo, and
allow for any expansion.
• Check compatibility with other cargoes and whether adjacent heat is acceptable (bearing in
mind cargoes with low boiling points and the possibilities of some inhibitors being degraded by
heat in excess of 30oC).
• Check designated stowage can accept option on fixture.
• Check option to call for.
• Where product SG exceeds 1, the maximum tonnage allowable in a tank is its maximum capacity
in SW (i.e. max cubic metres (m3) x 1.025), unless tanks are especially strengthened to accept
SG greater than 1.
• If a monomer is being loaded are PTFE joints fitted in suet valves and lines.
• Check tank condition suitable for product.
• Check coating compatibility, also portable hoses and lines.
• Ensure correct Draeger Tubes are available for atmospheric testing of product.
• Check total stowage for draught, trim, stress, both on load and discharge.
• If off-centre loading, check ballast possibilities.
• Check discharge sequence problems if possible.
• Check pump/line compatibility for loading/discharging other products in same pumproom if not
independent pump and line.
• Check hazards, precautions and protection.
• Check equipment required including clothing.
• Check portable lines and valves, clean and dry.
• Check P/V valves operate correctly, particularly that they seat properly, and venting system is
clean and dry.
• Check all valves including suet blanks are correctly positioned.
• If product is heated ensure coils are pressure tested and clean – details entered in deck log
book. If product not heated ensure coils blown clear and blanked.
• Check tank packing (gasket) and securing arrangements are fit and in good condition.
• If possible, pressure test the loading system with air prior to cargo transfer operation to rectify
any leaks.
• Ensure tank ullaging equipment is operational, i.e. “whessoe” gauges are clean, (especially the float).
• Ensure temperature monitoring system is operational, or that sufficient thermometers of
correct type are available.
• Check compliance with all regulations, in terms of scuppers drip trays, fire fighting arrangements,
bolted flanges, gauging, vapour return, operations other than cargo (i.e. repairs and stores)
gangway, moorings, line blowing medium, and personnel safety.
• Find out load sequence berth rotation and side alongside prior arrival (if choice given, stipulate
to your requirements) and have lines, hoses rigged and ready. Allow for last minute sequential changes.
• Brief others involved as to proposed operation including possible plan changes and alternative
arrangements.
• Make a written plan and circulate to those involved.
• Ensure information and accident – action sheets posted (ICS and MSDS).

4.15 On Arrival
Fig. 16 –Berthed and ready to start loading
• Check the proposed load figures, specific gravity, temperature and correction factors of the cargo
with Surveyor.
• Ensure a common calculation system agreed.
• If product inhibited, obtain details and duration of inhibitor, and certificate of inhibition.
• Agree start/stop and emergency procedures with shore.
• Obtain a “tank clean” certificates signed by Surveyor.
• Ascertain if a ship or shore stop prior to commence load.
• Check if on completion if the shore will blow the loading line to ship and if so what is the quantity
in line and allow for this in final ullage calculations.
• If a shore stop, be prepared to stop the cargo onboard. Do not assume that shore will do it right.
• Ensure shore hoses are clean and suitable for product.
• Commence load slowly and thoroughly check for leakage thereafter frequently during loading
operation.
• Ensure the temperature is checked and figures updated during loading.
• Provide the responsible deck Officer (OOW) with approximate completion ullages and ensure
he/she is aware of completion arrangements for each product.
• Obtain at least one sample for ship in addition to any required by shipper/receiver. Take your own
samples if necessary. Ensure all samples are secured and logged.
• If, during any segment of the operation, doubt prevails – stop all cargo operations.
• Insist on adequate jetty personnel and do not be browbeaten by Surveyors or shore personnel.
• Keep everyone fully informed of expected completion time and ETD, and on completion, agree
figures with the Surveyor and advise the appropriate person of any discrepancy – Letter of
Protest etc.
• Do not accept more concurrent grades loading than you can cope with.

• Ensure tanks, all valves, headers/manifolds are blanked if not in use and ullage gauges stowed
on completion.
• When blowing lines from ship, ensure correct medium, i.e. steam, air or nitrogen is used and
observe correct operating procedure to prevent cargo entering service lines.
• If required, or relevant, ensure tank openings are protected with plastic sheeting and sealed
with silicone.
• Obtain shipper’s heating instructions if relevant.
• Ensure adequate hoses and connections available.
• If Nitrogen purge and/or blanket is required.
• Ensure all personnel are fully informed of restrictions if product is hazardous, both operationally
and environmentally.
• Ensure all equipment is cleaned, refilled or refurbished and correctly stowed after use.
• If possible, obtain flash point certificates for products having low flash points as some authorities
(particularly Panama Canal) will require sighting of such certificates.
• Ensure oil/cargo record book is updated.
As you can see, the procedures are quite extensive and if all of the above is executed and monitored
then the operation should proceed without incident.
The operation does not end at the loading stage and the application of the correct stowage principles.
Once departed, these ships remain at a heightened level of cargo awareness due to the carriage
parameters of many of the cargoes. The discharge also is a critical period with as much attention
required as the loading due to tank cleaning and subsequent loadings. The following is offered as further
insight into the operations at the discharge port.
4.16 Prior to Discharge

Pre-plan all rigging and discharge sequence to keep line and pump cleaning to absolute minimum and
inform the engineroom of future hot water/steam requirements. Ensure that enough ship’s personnel
are available for cleaning/puddling (squeegeeing). Do not be caught out by shore requirements, the
ability to adapt quickly is the key to expediting discharge turnaround.
• Ensure enough hoses are available and clean ready to jump manifolds at a moment’s notice as
shore requirements change, and maintain discharge rates. Some ports do not allow flexible hoses
as part of the “line-up”. In this case, the vessel must have prior notification of this restriction and
make provisions for hard connections between manifolds.
• If possible, obtain agreement on berth rotation side alongside and discharge sequence prior
to arrival.
• Ensure all personnel, including engineroom, are fully briefed and written copies of plans
are available.
• Having obtained sequence agreement ensure all pumps and lines are rigged and ready, prior
to commencement.
• Ensure pump drains, steam connections etc, are closed before commencing discharge.
• If possible, pressure test discharge system with air to test for leaks.
• Do not open any valves until actually ready to start product discharge.

• Ensure (as in loading), all regulations are complied with, i.e. pollution controls in place.
• In planning sequence take account of possible ballasting and “listing-for-draining” requirements.
• Take account of physical limits of steam and hydraulic systems as to number of pumps to be
operated concurrently. Include the possible ballasting requirements.
• Ensure P/V systems operating and that tanks can “breathe” as required.
4.17 On Arrival Discharge

• Check figures with the cargo Surveyor and advise appropriate persons of any dispute or
discrepancies.
• Ensure all stop/start and emergency procedures are understood by all parties.
• Ensure adequate jetty personnel and do not start any product unless shore has indicated
readiness to receive the product.
• Determine if ship or shore is to clear lines on completion.
• If required, ensure vapour return systems adequate for operation.
• Ensure personnel adequately protected both operationally and environmentally.
• Check shore hoses are clean and suitable for product.
• If conducting a ship-to-ship discharge, ensure that their tanks are clean and suitable for product.
• Commence discharge slowly and check thoroughly for leaks; only when satisfied increase rate and
proceed to next product to be discharged.
• Do not work more products concurrently than you have manpower to control.
• Check systems for leakage at frequent intervals.
• Ensure frequent and regular ullages taken and written records kept, for rate purposes and
forward projection.
• If product releases vapour readily be prepared for pumps “gassing up”. Reduce the discharge rate
if necessary.
• When tank is drained, shut suction valve before stopping pump, to reduce fallback of product.
• Obtain “tank dry” certificates from cargo Surveyor before blowing lines back to tank, ballasting,
washing, or draining.
• If portable hoses are used to jump manifold, ensure they are adequately supported and cushioned
against possible abrasion.
• Ensure such hoses are flushed with water or steamed clear prior to dismantling.
• When lines are blown either to shore or tank, ensure correct medium is used and operated
to ensure that cargo is not returned into service lines. Such blowing must be thorough to ensure
all product is completely cleared from the cargo lines.
• If cargo heated, shut off tank side coils (where carried) once uncovered and ensure all coils are off
on completion.
• If the tank is to be puddled (squeegeed) ensure all tank entry procedures are in place, before
allowing personnel to enter, and constantly monitored throughout the process. All ventilation
fans are correctly rigged in good time and pump and heating coils operated in concert with
puddling operation.
• Allow puddling gang sufficient time to rest between tank operations.
• Ensure Surveyor is on hand to sight tank on completion of puddling.

• If there are delays on heavy heated products, it may be necessary to steam back the ship lines to
prevent blockage. Ensure tank valves are blown clear by steam under such circumstances.
Providing such delay is not prolonged, the pump may be kept running slowly or recirculating
where such system is fitted. Caution should be employed where such steaming is required on a
deepwell pump – and reduced steam pressure employed in order to prevent seal damage.
• Ensure pressure is off hoses or HardArms before breaking flanges to disconnect, particularly after
blowing lines.
• Take account of any products with “drying oil” properties; do not discharge such products in such
a sequence that the tank emptied is surrounded by, or adjacent to, another heated product,
otherwise the residue will readily dry on tank surfaces. Such products should be discharged after,
or at the same time as, their surrounding heated cargoes.
• Ensure tank washing equipment is available to wash down (cold) any tank containing “drying oil”
cargoes, as soon as possible after discharge. Residues may be left in tank bottom until it is
convenient to transfer to a slop tank.
• Ensure all interested parties kept fully informed of developments and completion time of the
various parcels.
• Advise the master of any situation likely to require protest.
• Check compatibility of product coating before ballasting.
• Ensure oil record book updated.
• When using portable pumps for discharge check frequently for hydraulic leaks and ensure even
strain is placed on all securing gear. Do not allow hoses to kink. it is safer to lower the pump in
stages keeping it just in the product, rather than placing it on the tank bottom from the start as
leaks may go undetected below the level of the product. Ensure safety precautions taken if
entering the tank to reposition the pump. Do not leave the pump unattended at any time.
Caution should be employed when stripping, as pump may foul heating coils.
Although comprehensive and related to chemical tanker operation, many of the above procedures and
concerns are applicable to any liquid cargo. There are times when your experience will be tested to its
fullest – always be ready for the unexpected!

UNIT 7 |
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Surveying Chemical Cargoes 28/03/2011 18:00 Page 63
4.18 Transfer Methods

Chemical4.18
carrierTransfer Methods
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to say nothing of the vapour return arrays. A modern chemical carrier may have as many as 70 or more
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connections at each manifold.
connections at each manifold.
Independent pump and line systems are of great benefit in eliminating contamination but, when loading
bulk cargoes into multiple tanks, unless a manifold crossover system is supplied, a ‘spaghetti’ of portable
hoses may be required at the manifold.
For the cargo Surveyor this usually means great reliance on the responsible person conducting the
operation. Nevertheless, you should walk the various cargo lines to ensure each parcel is going to or
coming from the correct tank.
Fig.15 - Ship’s Manifold
Independent pump and line systems are of great benefit in eliminating contamination but, when loading
bulk cargoes into multiple tanks, unless a manifold crossover system is supplied, a ‘spaghetti’ of portable
hoses may be required at the manifold.
For the cargo surveyor this usually means great reliance on the responsible person conducting the
operation. Nevertheless, you should walk the various cargo lines to ensure each parcel is going to or
coming from the correct tank.

Fig. 18 - Ship’s Manifold
Fig. 19 – Hose Connections

Fig. 20 – HardArms
4.19 Quality Control

Quality control plays a major part in the operations of a chemical carrier during the ocean passages.
The following is an indication of the level of activity required to maintain cargo in transit and provides
information to the cargo Surveyor regarding areas to be attended to, questions which must be asked
and reporting items to be addressed.
Fig. 21 – Tank Access Hatch/Lid

4.20 Carriage
• Check tank lid, ullage and “Butterworth” plates are secured.
• Check leakage possibilities, both in pipeline system and at bulkheads especially where empty
centre tanks are adjacent to loaded tanks.
• Where climatic conditions may cause cargo temperature rise, or where cargo heating is in
progress, check tank packing for leaks.
• Check P/V operation frequently and drain vent lines at risers.
• Ensure loading lines washed as soon as possible after loading.
• Do not leave drying oils or corrosive products in loading lines any longer than necessary.
• Ensure all pumps and lines flushed clean and dried prior to arrival discharge port.
• As soon as possible, and with regard to regulations ensure all pumps, lines, drain tanks and bilges
drained and pumped out.
• If the cargo requires heating ensure temperatures of top, middle and bottom of tanks are taken
frequently or as per heating instructions.
• Check written record of temperatures taken for abnormal changes in temperature.
• Evolve system of recording amounts that coil valves are opened or closed when raising or
maintaining specific temperatures.
• Liaise closely with the engine room regarding steam pressure requirements and boiler water
consumption. Loss of boiler water may mean a broken heating coil.
• If temperatures are abnormal or remain low under increased steam pressure, suspect leak and
take ullages.
• Frequently exhaust coils to deck for signs of cargo and inspect observation tank “hotwell” or
boiler feed tank for signs of cargo.
• Reduce all on-deck steam leaks to minimum.
• Use climate, i.e. seawater temperature to assist heating.
• Compare load sample of product with sample from tank for signs of water contamination while
heating or if suspicious.
• Use adjacent high heat cargoes to assist lower heat cargoes.
• Observe heating instructions when raising cargo temperatures. It is better to maintain very
gentle heat from loading or commencing heating early, rather than fierce heat at last moment.
Bear in mind that the majority of heated cargoes have to be at discharge temperature at least
three days prior to discharge (subject to C/P). Careful heating will ensure circulation of product
in the tank and reduce the quantity of product which may remain on the cooler tank sides.
• If product under a nitrogen blanket ensure ullage space monitored frequently and top up to
maintain quality control, particularly if cargo temperature falls, i.e. from hot climate to temperate
climate thus allowing outside air into ullage space via the P/V system.
• If vent line fitted with desiccators, check system frequently and replace drying agent as required.
• Where practical, ensure cargo ullages monitored frequently on passage to check tank integrity
(ullage gauges should be used in preference to manual ullaging wherever possible).
• Ensure personnel protected if tanks to be opened for monitoring.
• Check inhibited cargoes for abnormal temperature rise as this may indicate inhibitor failure and/
or polymerisation.
• Commence rough plan for discharge, assuming ports known, and be prepared to submit preferred
sequence for discussion with discharge port.
• Most ship’s personnel are acutely aware that a few hours spent on planning, during a passage,
could save days in port operations at the discharge port.

4.21 Tank Cleaning
Fig. 22 – Portable tank cleaning machine showing saddle, wash water delivery hose and machine
in one frame bay with Butterworth dome cover in the other
It has been stated before that tank cleaning is critical to a good cargo out-turn. As cargo Surveyors we
should be aware of the processes undertaken onboard the vessel to achieve this goal. The following are
sequences the vessel’s personnel will address in meeting cargo requirements. These are not all inclusive,
but again, will give you an insight into the preparation to present a tank for loading.
• Evolve overall plan for tank sequence and group requirements together, i.e. all cold, all hot;
requiring chemicals, requiring pre-wash etc.
• Check compatibility of products for slopping to common tanks.
• Brief all those involved and produce written plan, preferably on cargo tank plan, indicating
numerical sequence of washing.
• Consider ballast change and ensure time not lost by ballasting if possible.
• Avoid ballasting zinc tanks or tanks ex vegetable oils if at all possible.
• Commence tank cleaning as soon as possible – never leave a tank dirty – it may be needed in a hurry.
• Wash “round-the-clock” whenever possible and practical: operate shift system for manpower.
Alternatively, where time permits, operating a “long day” system (i.e. 0600 – 2200) may make
better use of manpower.
• Observe all safety procedures.
• It is better to over-wash a tank the first time, rather than having to go in on subsequent occasions;
do not take short cuts.
• Always wash to solvent standards.
• Heavy vegetable and lube oils, and particular products, may require neat chemical spraying prior to
washing. Ensure correct chemical is used for job and that it is compatible with the tank coating.
• When using chemicals in washing operation – use just enough to cause a mist in the tank – using
too much chemical can create more problems than it cures. Five to ten minutes injections twice
in a wash cycle is better than half a drum a tank.
• Ensure all personnel advised and protected if cleaning and gas freeing hazardous products.

• Heavy vegetable and lubricating oil products may require spot washing. Ensure machines properly
lashed and free to operate in the spotted area.
• While washing ensure droplines, suctions, vent lines, steaming-out connections, drains, recirculating
lines and valves are also thoroughly flushed out, or steamed.
• Steam may be utilised during cleaning operations to remove chlorides or assist in removal of
heavy product, but bear in mind that the temperature of a tank being steamed must never
approach 80oC or the tank coating may suffer severe damage.
• Ensure manifold headers on both port and starboard sides are flushed out.
• While line washing ensure bottom middle and top crossovers are washed through and check no
short lengths of line are missed.
• Line wash with hot or cold water, or steam, from the manifold, via pump turning slowly and
recirculating system thence to slop tank. Flush back with clean sea water and allow lines, pumps
to drain and dry. Use the pumproom fans to assist in the drying process if necessary.
Independent lines require draining system into the tanks and educting/mopping to dry.
• Ensure all portable lines and valves are thoroughly cleaned and dried.
• Check oxygen and presence of gas in tank before entering any tank and ensure all safety
procedures are observed.
• Tanks should be inspected as soon as the wash cycle/steaming/gas freeing is completed, in order
to ensure cleanliness is of required standard, before removing all equipment. Immediate onspection
obviates replacement of equipment if tank has to be re-washed. Do not assume a tank is clean.
• On completion of tank, after inspection, drain line to tank, put in suet blank and leave valve open,
prior to educting. This also facilitates Surveyors’ inspection of tank.
• On completion of a tank remove cleaning machines and ensure all valves are shut. Do not leave
tank cleaning machines or eductors unattended in tanks.
• Ensure vent lines clean and dry and that risers are drained. Keep personnel clear and
accommodation sealed if necessary, while discharging slops and/or gas freeing hazardous products.
• Ensure oil record book updated.
Fig. 23 - Fixed tank cleaning machine head with isolation valve

4.22 Summary
Even though the marine/cargo Surveyor has no control over care and control of the cargo in-transit,
he/she must leave the vessel, on completion of the job, knowing that the vessel has all the equipment
available and is capable of a good out-turn at the discharge port. At the discharge port ensure that you
ask the right questions concerning the in-transit care and record all your findings to the fullest.
Legal issues that have arisen go some way to providing guidelines as to the necessary information and
documentation that would be required to defend one’s position in a claim. It is incumbent upon the
Surveyor to seek out all information that could be used in such a defence. Precedent-setting claims
have provided a level of acceptable reporting when dealing with bulk chemical cargoes.
Many commodities have similar characteristics or properties but, in fact, they may be quite different, especially
within the chemical industry. The Surveyor must rely on the quality of analysis of a laboratory to differentiate
between commodities and insist that proper documentation is provided to support their work.
Therefore, when submitting a report, the Surveyor must ensure that the question asked is:
“Have I produced exactly what the contracting party wants?”
The Survey Report should detail all processes from the time the Surveyor arrives at the job until it has
been completed. Remember the old adage “the job is not complete until the paperwork is done”.
So what are usual industry practices?
It would be impossible to set out all possibilities. However, it is possible to lay down a number of
essential reporting parameters. They are:
1. Primary Information
(a) Date of survey.
(b) Port of survey, terminal/berth – which side to.
(c) Ship’s particulars (name, ON, dwt, ship type, flag, call sign, port of registry,
Classification Society).
(d) Master’s name, Superintendent’s name – representing.
(e) Name of Owner, Operator and/or Technical manager.
2. Vessel Layout
(a) Obtain a copy of the cargo plan and pump and line (pump room) layout.
(b) Pump prime movers and type on materials of construction (there have been cases where
failure of equipment was caused by incompatibilities between materials of construction and the
chemical properties of a product - the material of construction caused the cargo contamination).
(c) Inert gas/nitrogen capability and quality of gas produced.
(d) Containment filling restrictions.
(e) Vapour return line (VRL) availability.
(f) Other operations including de/ballasting, bunkering, fresh water, tank cleaning.

3. Cargo Documentation
(a) Customer.
(b) Loading port.
(c) Discharge port.
(d) N2/IG requirements (desiccators used if applicable).
(e) Cargo pollution category.
(f) Pre-wash of cargo tanks required.
(g) Cargo viscosity, if applicable.
(h) Cargo melting point, if applicable.
(i) Cargo vapour pressure.
(j) Cargo vapour density.
(k) Heating requirements. Heating instructions from the shipper and record/logs to support
same during transit.
(I) Cooling requirements. Cooling instructions from the shipper and record/logs to support
same during transit.
(m) Cargo liquid density with coefficient of expansion.
(n) Cargo miscibility.
(o) Cargo tank filling limits.
(p) Tank coating compatibility.
(q) Certificate of inhibition showing type of inhibitor used and the period of protection.
Use the aforementioned as a benchmark for information collection, but remember, you must relate it to
the specific chemical cargo under survey.
4.23 Tools and Equipment

You have previously been given a list of some fundamental “tools of the trade” including camera, tape
measures, torch (flashlight), pens, notebooks and so on.
In the petro/chemical and gas industry there are items of equipment utilised by the Surveyor, including
some of those listed in previous modules which need great care and attention. In fact, they may be
extremely dangerous if used in an explosive atmosphere. This relates specifically to the type of chemical
commodity you will be asked to survey. The rule is, if it is not classified as intrinsically safe – don’t use it.
BE VERY CAREFUL when using any sort of equipment that could be a source of ignition. Items of
equipment such as a camera, torch or dictaphone may not be intrinsically safe as they are usually
powered by battery and capable of igniting an explosive atmosphere. Ignition is either prevented
from occurring due to effective sealing of the equipment or should an ignition take place, the piece if
equipment will control the ignition within the equipment casing. Do not remove atmospheric testing
equipment from their cases in the hazardous area.
The camera is a very valuable item in the Surveyor’s toolbox but must be of the mechanical non-flash
type that does not contain any batteries. Digital cameras are becoming prevalent but again contain
batteries and must not be used in the hazardous zone (tank deck). The surest way to eliminate the
hazard is to ensure all your equipment does not contain batteries.

The mobile telephone is another item, which nearly every Surveyor, Agent and Ship Chandler carries as
a matter of daily business. If you intend to use a cellular phone on board, ensure that it is switched off
when you board or in the hazardous area. It is not acceptable to allow incoming calls only – when the
telephone rings, it’s too late, the system has been energised and an ignition source available.
In addition to the aforementioned equipment the Surveyor may be required to carry sampling gear.
This will included varying sizes of sample bottles – usually clear, one litre bottles, but could also be
coloured bottles as some chemicals will react to light.
Also, you may require a certified manual ullage tape and various atmospheric testing instruments.
We will cover the testing equipment later in the health and safety section.
The ullage tape is your backup as normally you will use the vessel’s, or shore’s measuring devices.
Measurement of the cargo is critical. This is the most significant and prolific source of cargo claims,
especially in the crude oil trade.
Inconsistency of measurement calculations cause considerable shortage claims due to the diverse
methods of measurement employed in the different trades. Ship’s figures on the whole are based on
ullages of the ship’s tanks and calculated using shipbuilder’s tank capacity tables. At the loading port,
shore figures are based on calibrated shore tanks with their own tables related to standard temperature
and density.
At the discharge port the vessel may be off-loading to non-calibrated tanks, tanks that have been in
service for many years with subsequent deformation or sedimentary build-up or tank quantities based
on experience factors. Tanks with their own set of calibration tables often give a different quantity from
that of the loading port. From loading port to discharge port, the cargo has found its way through many
miles of lines, pumps and ship’s tanks – no wonder there are differences. Therefore, it is imperative that
the Surveyor ensures that all measurements are conducted as accurately as possible. If a claim arises,
the ullage figures prior to departure, at the loading port, and on arrival, at the discharge port, will be the
only true assessment of the quantities loaded.
Newer vessels are fitted with radar ullaging systems (SAAB) while others remain with float “whessoe”
type or utilise UIIage-Temperature-lndicator (UTI) or Marine-Moisture-Content (MMC) sonic type of
measurement devices. The numerous types of measurement equipment all have their own system of
operation. The most important parameter to any system for accuracy is its calibration. The Surveyor
should insist on sighting calibration checks to verify the vessel’s measuring accuracy.

Fig.25 - Whessoe Gauge with local viewing readout and

remote readouts to the control room
Fig. 24 – MMC & manual gauging devices
Temperature measuring devices are of a critical nature. The amount of space occupied by the cargo is
directly related to its temperature and, therefore, it is imperative that calibration and accuracy is applied.
The Surveyor should carry a calibrated temperature measurement device which generally takes the
form of a quality thermometer capable of being housed in a protective holder or cage for lowering into
the body of the liquid. Temperature measurement is usually conducted at the same time as the ullaging
and taken at a minimum of two levels within the liquid, i.e. top/bottom, 1/3, 2/3 depths etc.
4.24 Cold Weather Tanker Operations

Malfunctions due to severe cold weather are essentially mechanical in nature, however of particular
concern. It is convenient to treat the problem as a separate subject.
Problems occur when ambient temperatures drop below the freezing point of any water residue left in
cargo tanks or lines, be it salt or fresh. Depending on the severity of the weather, ice growth within the
cargo system will vary from a relatively slow process to an extremely rapid one.
Maximum density and minimum volume of fresh water occurs at 4oC (39.2oF) while that of seawater
occurs at approximately -1.88oC (28.6oF). Below these temperatures any given volume of water
trapped within lines or valves will expand and freeze with destructive consequences. Residual water in
valve seats when allowed to freeze will prevent the valve from seating properly, giving rise to possible
contamination of multi-grade products.

Since water must be used for ballast and washing, preventive measures are limited to the control of its
use in conjunction with monitoring ambient air and sea temperatures. Under adverse conditions water
should not be allowed to lie in lines or tanks longer than necessary. Water being transferred along deck
lines during deballasting or washing must never be allowed to stop moving without draining and blowing
down lines immediately after any stoppage. Remember, during severe weather, deck temperatures will
be considerably lower than temperatures below water level. Keeping expansion lids closed as much as
possible during ballast transfer and washing will assist in preventing rapid drops in temperature through
drawing in large amounts of cold air. P/V valves must be checked for ice-free operation when lids are
closed.
To prevent ice forming in valve seats after pumping water, valves should be closed immediately after the
tank is stripped in order to displace any water left in the valve seat. The position of valves when fully
closed must be carefully checked in order to determine if any blockage under the valve seat exists.
Fig. 26 – Operations in Severe Ice conditions can be critical

Chapter 5. SAMPLING PROCEDURES

5.0 Introduction
The process of sampling is critical to nearly all liquid cargo transfers and will cause you most grief if you
have not paid attention to all the parameters related to the product. Some terminals will try to pursue
you one way or other that there is little efficiency in a sampling regime at their facility. They are either
very confident that everything is fine and no contamination will occur which may be based on history of
‘good’ product – OR- they may be trying to hide something!
5.1 Start-Up Samples

It is imperative that pre-load sampling is completed up to ship’s rail before opening any valves on vessel.
This can be done while the vessel is being prepared, i.e. purging etc. Once the shore piping samples
pass, commence loading the ‘first-foots’ into the vessel’s tanks. Sample the ship’s tanks on completion
of this phase and transport them to the lab for analysis. That is, load approximately one foot of product
into each tank. As previously stated, loading will be discontinued until the sampling analytical results are
received. If the sample is ‘on-spec’, loading can continued.
Should the sample be ‘off-spec’, take another sample. If the analysis is in question, contact the
appropriate terminal quality representative. If the sample is indeed out of specification, then the
decision as to whether to continue loading or not will be made by the designated representative.
There will be much discussion on how far ‘off-spec’ the product is and if the specification can be
upgraded once the total amount of cargo has been loaded.
Fig. 27 Sump samples showing reference on the right and contamination on the left

5.2 Final Samples

On completion of loading, take two samples from each cargo tank using clear narrow necked bottles
with sealing caps.
Transport the samples to the lab for release analysis. The lab will analyse all individual cargo tanks to
ensure specification is met. Once satisfied, the vessel can be released by the terminal representative.
If the product is out of specification, call the designated quality representative.
The Surveyor should draw and seal sufficient samples as required by the Shipper. A minimum of five
samples should be drawn from each tank, one for the ship, one for the lab, two for the shipping point
and one for the Receiver. Check to ensure that enough samples have been drawn to cover all parties’
requirements
Final samples should be retained for a minimum of six months. These samples will be used as evidence
in the event of a contamination and should only be released to the legally entitled person.
When you release the sample to the care of the vessel ensure that the receiving person, i.e. chief officer
or master, signs an acceptance note.
The primary objective of the loading programme is not to jeopardise safety, quality or contamination of
the environment.
5.3 Product Analysis

The Surveyor may also be required to perform certain tests on the cargo. These may include:
• flashpoint;
• permanganate time;
• chloride;
• hazen colour;
• acid wash;
• hydrocarbon; and
• neutralising value tests.
These tests are usually conducted by laboratories, nevertheless, the Surveyor should be aware of the
fundamental testing parameters in the event one may be called to participate in a test or be required
to conduct the test. In any case the equipment instruction should be followed to the letter not only to
achieve a valuable outcome but for your own safety.
Let us look at each one separately, but before we begin it should be realised that if one wishes to pursue
this area of surveying it would be valuable, if not imperative, that all available courses in tanker safety
are undertaken to gain the necessary cargo information and properties to understand fully many of the
aspects of petro/chemical and at time vegetable/animal oil cargo testing. Much of the work involves
knowledge of physical/chemical terms and confidence in dealing with the substances. The Surveyor
could injure him/herself if wrong testing procedures are undertaken.

5.3.1 Flashpoint or Flammability Test

Why is the determination of flash point critical?
Cargoes are bought and sold on their volatility. In the chemical trade flashpoint is often to a
specification assessed but it does relate to many of the petroleum products transported in chemical
tankers. For instance, if a seller markets gas oil (often carried in chemical tankers) of certain flashpoint,
the buyer will purchase it based on that specification. If however, the cargo arrives and is not at the
specification listed on the bill of lading then a claim will arise and the cargo may be rejected.
The flammability of a substance is very much dependent on its vapour pressure in air, and the flammable
range of hydrocarbon gas/air mixtures is comparatively narrow. Due to the wide range of petroleum
products and temperatures at which they are transported, a simple test for flammability has been
difficult to achieve. The industry uses two standards to determine flashpoint, the Reid Vapour Test and
the Flashpoint Test.
In order to understand the ability of a product to give off gases and ignite, we need to understand a
little about vapour pressure.
Hydrocarbon compounds have a broad range of boiling points between -162oC (-260oF) [methane] to
above +400°C (+750oF) [paraffin waxes]. Substance volatility largely depends on the quantities of low
boiling point constituents.
The Reid Vapour Test is a simple method to measure the volatility of a product. At atmospheric
pressure, one-fifth the volume of a test container is filled with a sample of the product. The container
is sealed, placed in water and raised to 37.7oC (100oF). At this temperature the container is then
removed and shaken to vaporise the product and the rise in pressure is read off on an attached gauge.
This gives a close approximation of the vapour pressure at 37.7°C (100oF). The generation of gas in
any given situation is not measurable and therefore, other than comparing volatilities of products, this
test has its limitations due to the specific temperature and fixed gas/liquid ratio at which the test is
conducted. True Vapour Pressure (TVP) measurement is a better option.
Pure compounds have a TVP dependent on temperature while mixtures depend on both temperature
and the gas to liquid ratio. TVP of a substance is when the gas/liquid ratio at equilibrium equals zero.
That is, the highest vapour pressure possible at any given temperature. The space above the liquid
becomes “saturated” and cannot hold any further vapour. It is a measure of gas evolution at any given
temperature. Raising the temperature of the product evolves more gas, thereby increasing the pressure.
The Flashpoint Test is simply raising the temperature of a substance in a test container while passing
a flame over its surface and measuring the point at which the evolved gas ignites. The flashpoint is,
therefore, the lowest temperature at which a substance will produce enough vapour at the surface of
the liquid, and in the correct gas/air mixture, to flash off momentarily.

These tests can be either “open” or “closed” cupped. They differ in that the test cup is either open or
closed during the test and due to the loss of gas to the atmosphere in the open cup, the temperature is
approximately 6°C (10°F) higher. Due to the restriction in the loss of gas in the closed cup method, and
hence repeatability, this test is favoured by the industry in the classification of petroleum products.
5.3.2 Permanganate Time Test

This test is used to detect impurities in alcohols (Methanol) and Ketones, the presence of which reduces
potassium permanganate. The test depends on the time required for the colour of the test solution to
change from pink-orange to yellow-orange.
The test requires a “standard solution” to be mixed from weighed specific amounts of Cobaltous
Chloride and Uranyl Nitrate to represent the colour of the end point to which the sample solution
fades during the test. It is also necessary for this standard solution to be kept in the exact same flask as
that used for the sample during the test.
The test is run using a glass cylinder filled with a sample of the product and immersed in water at
a specific temperature. For methanol the temperature is 15oC and for acetone it is 25oC. Once
the sample has reached the specific temperature, its quantity is measured and a specific amount of
permanganate reagent is added. The sample is inverted once and returned to the bath. The time is
noted for the sample to discharge its colour in relation to that of the standard solution. Timing could be
as much as 120 minutes and in any case should be within the time specified for the product.
5.3.3 Chloride Test – Silver Nitrate Method

If a cargo has become contaminated by seawater it will show a positive test for chlorides because a
major constituent of seawater is sodium chloride.
The test procedure for chloride depends upon whether the liquid cargo, which may have been
contaminated, is miscible or immiscible with seawater. If it is miscible with water, one liquid phase only
will result, but if the mixture is not clear, salt water contamination would be suspected.
A specific amount of the sampled cargo is diluted with a specific amount of distilled water in a stopper’d
measuring cylinder and well shaken. If the product is not absolutely clear it should be filtered.
Specific amounts of dilute Nitric Acid and Silver Nitrate solution in distilled water are added to the clear
filtrate sampled cargo. If a white opalescence, turbidity, or precipitate is formed, chloride is present.
Some materials contain traces of chloride as normal impurities, so that a slight variance of opalescence
may not be sufficient evidence to prove saltwater contamination – more positive white precipitation
would be regarded as suspicious.
It may be necessary to make direct comparisons with a sample of the cargo held in reserve, and if
necessary precise quantitative ascertainment of chloride may be determined in a laboratory.

If the chemical cargo is not miscible with water but saltwater contamination is suspected, the saltwater
will be present either as an upper or lower layer depending upon the density of the cargo, or the water
may be dispersed as fine droplets. If a water layer can be separated this should be filtered and the
clear filtrate tested with dilute Nitric Acid and Silver Nitrate as previously described. If the water is
present as tiny droplets in suspension, a portion of the liquid cargo should be shaken thoroughly with its
own volume of distilled water in a separatory funnel, and the finally separated water layer run off then
filtered and tested for chloride.
5.3.4 Hazen Colour Test

The standard hazen colour units are based on a series of solutions of Potassium Chloroplatinate and
Cobaltous Chloride in distilled water. These basic standards have hazen units in the scale 5, 10, 15, 20,
25, 30, 35, 40, 45, 50, 60 and 70.
For practical work in the field it is more convenient to use standard coloured glass discs. The colour
of the sample is observed by filling a matched Nessler tube to a specific mark with the methanol or
other liquid to be examined and comparing its colour with that of the standards, by looking vertically
downwards through the tubes towards a white surface.
When a standard colour disc is used, a similar matching Nessler tube is filled with distilled water and
placed over the coloured hazen disc. If the liquid being tested is cloudy it should be made clear by
centrifuging or filtration.
5.3.5 Acid Wash Test

This test is the acid wash colour of industrial aromatic hydrocarbons. The acid wash colour is the
colour that is developed in separated sulphuric acid when benzene, toluene, xylene, refined solvent
naphtha and similar aromatic hydrocarbons are agitated with sulphuric acid.
A range of colour standards is prepared for a number of solutions A through F all with varying
preparations. Reference colour standards are prepared having varying compositions and numbered 1
through 14.
A dry graduated stopper’d bottle is used and sulphuric acid is added to a specific volumetric mark. Then
add sufficient cargo sample to bring the total volume to the specific volumetric mark in the same bottle.
Insert and secure the stopper and vigorously shake the bottle in a specific manner over a period of 40
to 50 seconds.
Cautionary Note – Chemicals used in the testing stages such as concentrated sulphuric acid will
cause severe burns on contact with the skin. As a precaution the test bottle should be wrapped in a
towel or enclosed in a plastic bag during the shaking period.
Also, if the room temperature is above 29.4oC (85oF), maintain the acid, sample, and reference colour
standards at a temperature between 25oC and 27oC (77oF and 80oF) throughout the test, and insulate
the test bottle in some convenient way, such as wrapping with a cloth during the shaking period.

Allow the bottle to stand, protected from direct sunlight, for a specified period of time. On reaching the
end of the standing period, invert the bottle gently once or twice to obtain a uniform colour in the acid
layer, and compare the colour of the acid layer with that of the standards. Make the comparison against
a white background or against daylight, using transmitted light. When testing samples in the various
groups, observe the colour of the oil layer as well as that of the acid layer.
Agreement of results may be improved by using a colour comparator of a suitable type for observing
the colour of the acid layer in comparison with the reference standard colour solution.
Designate the colour of the acid layer by the number of the nearest matching standard, following the
number with a plus or minus sign if the sample is darker or lighter, respectively, than the standard. There
are additional designators that further delineate colour using the reference colour standards.
Interpreting and reporting the results in the various groups of specified chemical products will depend
on whether the product layers shows no colour change and when the acid layer is not darker than the
specified colour standard. A cloudiness or haze in the product layer should not be interpreted as a
change in colour.
5.3.6 Hydrocarbon Test

Methanol should not show any opalescence when mixed with distilled water. This test is based on the
fact that methanol without any hydrocarbon component is completely miscible with water to give a
clear mixture. By contrast, hydrocarbon components are not miscible or soluble in water but remains
as a completely separate layer or droplets. Therefore, when methanol containing a hydrocarbon
component diluted with water, the hydrocarbon components separate as liquid droplets. Depending on
the amount of hydrocarbon component present, this may be indicated by opalescence, or opalescence
with obvious larger amounts of liquid separation.
Testing for miscibility with water entails using a Nessler cylinder. Measure out a specific amount of
chemical cargo sample and add a specified amount of distilled water. Mix thoroughly and adjust to 20oC.
Examine vertically for opalescence against a black background with side illumination and compare using
as a standard cylinder containing distilled water.

5.3.7 Neutralisation Value, Vegetable Oils

Even though vegetable oils are the subject of another module chemical /parcel tankers very often carry
these products. These oils are esters based on fatty acids and glycerol. Esters in the pure state are
neutral organic compounds, but in addition, the natural vegetable oils usually contain a small amount of
free organic acid.
The amount of free acid present is determined by measuring the amount of alkali of known strength,
which is required to neutralise the free acidity. The test involves weighing out an amount of vegetable
oil into a flask. In a similar flask Alcohol/Benzene (1:1) and Phenol Phthalein indicator is measured and
mixed. Using a burette, a specific amount of Potassium Hydroxide solution is carefully added drop
by drop, to the Alcohol/Benzene until the first signs of a permanent pink colour are obtained. The
neutralised Alcohol/Benzene is then added to the first flask containing the vegetable oil and the whole
swirled to make the mixture.
The Potassium Hydroxide solution is then added carefully until the contents of the flask assume a slight
pink colour. At this point the free acidity of the vegetable oil has been neutralised, and the volume of
Potassium Hydroxide required is noted.
The neutralisation or acid value is obtained from the expression (X times 5.61) ι5.
All of the above tests are subject to change and individual laboratories use differing methods to test
the specification of liquid cargoes. No indication of quantities have been given for a good reason as
any Surveyor conducting these tests must ensure that the testing directions are followed explicitly to
achieve accurate results and for personal safety.
Newer testing equipment such as chromatography is available which simplifies procedures. Surveyors
need to understand fully the use of any piece of equipment so as not to place themselves in situation
of doubt or lead to acceptance of an incorrect analysis, thereby possibly undermining their professional
credibility.

Chapter 6. DOCUMENTATION
6.0 Introduction
The Surveyor will invariably be contracted to do a specific job. It may be that he/she has continuity
of employment with the contractor or principal. If this is the case there is usually an accepted level of
understanding between the Surveyor and the hiring party as to what is expected. This is often not the
case for many surveying jobs outside the aforementioned conditions where a cargo survey is requested,
usual industry practices should be followed. This may include the use of Oil Company International
Marine Forum (OCIMF) inspection/survey guidelines. We will cover this regime later.
There are a number of documents, which can be referenced in the Surveyor’s quest for information,
including MARPOL Annex I and II. Annex one is related to oil cargoes but as many chemical tankers
are typed classed as oil and / or chemical, it is just as important to understand both Annexes for the
purpose of these types of ships. Many companies have produced their own product information guides,
which can assist in ensuring that all cargoes are correctly stowed, carried and discharged and the ship’s
personnel will be very familiar with their own document control and application.
One may ask: “Why should I be interested in pollution control, if I’m only here to ensure that
the product is loaded or discharge correctly as per the Principal’s instructions? Surely this is the
responsibility of the ship?” - Half right! If you want to continue to act on behalf of the Shipper,
Charterer or Receiver, you will be expected, if not required, to exercise responsibility in this area even
though the responsibility does rest with the ship.
At the beginning of this module we talk a little about the chemical/parcel tanker – They are not like
other ships and come in many different varieties, carrying anything that basically is not solid. Since
their inception many innovative designs have emerged to meet a need as countries have entered
into commerce. As a result the ability to load, transport and deliver depends, in many cases, on an
assumption or acceptable level of risk. The vessels became “sophisticated” in order to meet the
challenge, pushing the frontiers of knowledge and development to their limits. The most obvious
advancements were in the size of the vessels from those with a total deadweight capacity to those
where that capacity could be held in one tank.
As the shipping progressed, environmental concerns overshadowed most of the industry but, in
particular, the tanker trade. In the wake of many notorious mishaps, regulations surrounded the trade
restricted what was and was not acceptable practice. In defining operational practices it became
apparent that tanker cargoes needed to be categorised so that regulation could be very specific in their
application. We now see this in MARPOL, allowing a shipper of a particular liquid commodity to slot his/
her cargo into the applicable Annex.
It is not the object to define every type of commodity and it would be unrealistic to even try as there
are so many. Instead, we will look at the particular group as related to the regulations. In particular,
Annex II of MARPOL. Ask yourself the question - what does the marine Surveyor need to be aware of in
relation to the type of vessels carrying bulk petroleum or chemical or commodities?

6.1 Marpol
MARPOL (International Convention for the Pollution from Ships) is applied to reduce pollution of
the marine environment by oil and other harmful substances through normal ship operations and to
minimise the accidental discharge of such substances.
MARPOL consists of a set of articles which define the general obligations and terms of the convention,
two protocols, one of which concerns the reporting of incidents and the other dealing with arbitration,
plus five technical annexes. Although you should be aware of all five annexes, as previously indicated,
particular attention should be paid to Annex I & II.
6.1.1 Annex I
Regulations for the Prevention of Pollution by Oil – Contains requirements for surveys and inspections;
International Oil Pollution Prevention (IOPP) certificates; discharges of oil or oily water mixtures;
reception facilities: segregated or dedicated clean ballast; crude oil washing; oil record books; oil
rigs; restrictions on carrying water ballast in fuel tanks; restrictions on carrying oil in forepeak tanks;
retention of oil in slop tanks: monitoring, filtering and separating equipment: sludge tanks; pumping,
piping and discharge arrangements; size and arrangement of cargo tanks; sub-division and stability of oil
tankers; and shipboard oil pollution emergency plans.
6.1.2 Annex II
Regulations for the Control of Pollution by Noxious Liquid Substances (NLS) in Bulk – contains
requirements applicable to ships carrying NLS in bulk for categorising NLS; discharging of NLS residues
or mixtures; pumping, piping and unloading arrangements; reception facilities; unloading procedures
including efficient stripping and tank washing; cargo record book; surveys; International Pollution
Prevention certificate for the Carriage of Noxious Liquid Substances in Bulk; compliance with the
IBC or BCH code by chemical tankers; carrying and discharging oil-like NLS; and Procedures and
Arrangements (P&A) manuals.
6.2 The Procedures & Arrangements (P&A) Manual

The P&A Manual indicates that the vessel complies with the requirements of Annex II and describes
all cargo/ballast handling arrangements and operational procedures, including tank cleaning and slop
management.
The manual is also of particular interest in that it dictates what can and cannot be carried on a
particular tank vessel, consistent with the certificate of fitness. Check this manual if there is any doubt
as to the capability of the vessel to transport a liquid cargo.
6.3 IBC and BCH Codes for Chemical Carriers

The purpose of these Codes is to lay down suitable design criteria, construction standards and safety
measures for ships carrying bulk liquid chemicals and liquefied gas so as to minimise the risk to
personnel, ship and environment.

All Codes are adopted under the provisions in SOLAS. In the case of chemical carriers, the IBC is
applicable to vessels built on or after 1 July 1986. The BCH Code is for chemical carriers built before
that date. Not many ships are left that trade under the BCH code and much of the Code’s requirements
are now incorporated in the IBC Code.
Specific application of each Code with respect to ship type, tank type or cargo containment etc, is found
within each. It is important that the Surveyor applies the correct Code when differing opinions arise
concerning stowage of a particular commodity. The Propylene Oxide example given in Chapter 2 of this
module addresses all of the concerns within the IBC Code.
6.4 Bill of Lading Quantity

Measured at the loading port shore tank(s) this survey is carried out by shipper’s Surveyor without
reference or consultation with the ship’s officers. Even if consulted, to require the officers to inspect a
maze of piping and storage tanks over which they have no control or expertise would be burdensome
and time-consuming if not impossible.
Faced, therefore, with a surveyed quantity which will eventually appear on a bill of lading the vessel must,
as accurately as possible, measure the quantity actually received onboard by ullage and should this differ
by any amount a protest should be lodged by the master (or agent acting on his behalf) setting out the
details of the difference. The protest may have the following wording:
“Please note that this letter is in lieu of the clausing by me of the bill of lading in
respect of the aforementioned difference.
It is my understanding that this procedure is in accordance with your own request,

and in respect of any claim which may arise out of such difference this letter shall
be regarded by you as evidence of the quantity in dispute just as if same had been
endorsed on the bill of lading.”
Phrasing in the letter is important. Legally the cargo bill of lading should be claused in order to warn
the buyer that receipt of full quantity cannot be expect as stated on the bill of lading. In practice, such
clausing would prevent that document from being traded and negotiated through a bank for letter of
credit purposes. By phrasing the letter of protest as above, it suggests that the carrier is implementing
a shipper’s request, who in turn, would be expected to provide that document to any interested party
involved in the sale and purchase of the goods. In practice this works well, but legally - not the best,
as any damages sustained by the consignee, without the carrier being involved, the protest is settled
between the buyer and seller. Should the shipper refuse to sign the protest, then the master or agent
would have no option but to clause the bill of lading accordingly.

All bills of lading are in the main issued pursuant to an agreed charterparty stating the terms, clauses,
conditions and exceptions at the time of fixing. In the event of a cargo damage dispute, the charterparty
and bill of lading are the governing documents predicating liability where the conditions of the charter
will be less onerous to the carrier than the conditions of the bill of lading. Therefore, in the company’s
interest the master and his agent must ensure that the bill of lading includes details of the charterparty,
including the names of both contracting parties and the date the contract was made. Blank spaces are
provided in the company’s bills for such insertions. However, if another format of bill is presented for
signature, such as a Shipper’s or Charterer’s form, which does not have such provisions the following
clause should be typed upon it:
“This bill of lading is issued pursuant to a charterparty between:
_________________ and __________________ dated __________________
All the terms, conditions, clauses and exceptions contained in said charterparty apply to
this bill of lading and are deemed to be incorporated herein.”
The above clausing leaves no doubt in a buyer’s mind that in the event of a dispute he too would be
bound by the conditions as contained in the charter.
6.5 Vessel’s Loading / Discharging Ullage Reports

These reports should be compiled accurately. The method of calculation should be the same for loading
and discharge. The reports form the basis of any repudiation of shortage. It’s incumbent upon the
carrier to prove, beyond doubt that no cargo was lost on voyage. In certain instances, the accuracy
of tank calibration tables may be suspect when determining actual quantity of cargo, but it may be
contended that any inherent error would be applied to the departure and arrival ullages and, as such,
the final results of both may be compared with accuracy to determine whether or not cargo was lost on
voyage. Based upon ullaged quantities an “all in - all out” defence is sound and this comparison would
be more accurate than comparison measurements of two dissimilar shore tanks taken by different
surveyors using different methods of gauging and calculation (i.e. bill of lading and out-turn quantities).
However, there is one mitigating circumstance and certain immunities that can be claimed by a carrier,
which may provide the framework for a sound defence.
It has become common practice in the trade to allow an acceptable cargo handling loss of 0.5% of
the total (co-mingled) quantity. However, it should be borne in mind that this granting should strictly
(insofar as any rule exists) operate on the difference between the shore figures at the loading port and
the shore figures at the discharging port, or possibly the pre-discharging ullages. It doesn’t normally
operate on the ship’s own figures for ullages after loading and before discharging - there should not be
a loss as great as 0.5% on those figures. While many companies would not condone a loss on voyage
if caused by negligence or fault on the part of the vessel, in the practical aspects of cargo claims it is
preferable to handle a claim for shortage than face a contamination claim for that same quantity.

In the event of a voyage loss exceeding 0.25% as measured by ullage between loading and discharging
port, this will be known perhaps during the course of the voyage but definitely just after vessel’s arrival
when the ullages are calculated. As soon as an excessive loss is noticed (>0.25%) the reason for that
loss should be communicated quickly and in confidence. As the attending cargo Surveyor you may,
or may not, be aware of such an event. While the urgency or gravity of the situation must be left to
the discretion of the master, a timely explanation would be expected to answer any claims from the
interested parties.
In voyage losses, the Hague/Visby Rules establish the responsibilities, immunities, liabilities and rights
afforded a carrier under bills of lading. The Rules provide that neither the carrier nor the vessel shall
be responsible for loss or damage arising or resulting from wastage in bulk or weight, or any other loss
or damage arising or resulting from wastage in bulk or weight, or any other loss or damage arising from
inherent defect, quality or vice of the goods. In this respect we can consider that all liquid cargoes fall
into two main categories; (a) volatile or (b) viscous.
The first category includes the likes of Methanol, Ethanol, Benzene, Toluene, Xylene, and chlorinated
solvents, which have the inherent quality of volatility causing evaporation. The second, products such as
lubricating oils, vegetable oils, high molecular weight chemicals that have the inherent quality of viscosity
causing clingage to the sides of the vessel’s tanks. Additionally, in the case of non-uniform cargoes like
Palm Oil will stratify or layer, it may also have the inherent quality of sedimentation or precipitation on
voyage, which could give rise to sediment remaining solid in the bottom of the tank after completion of
discharge.
On a number of occasions it has been alleged by claimants that a vessel was not diligent in draining/
puddling (sweeping/squeegeeing) vegetable or animal oils. It is, therefore, prudent that whenever
outside contractors or ship’s crew are employed in puddling tanks that the times of commencement and
completion of sweeping is noted in the port log. It is also in the interest of the ship’s operations and
disposal f the residues that as much product is removed for the tanks.
6.6 Empty Certificates

Once it is established that no cargo was lost on voyage, an empty certificate, signed by consignee’s
Surveyor (you) proves that all cargo was delivered. In the event that you are instructed not to sign,
the Master may issue one himself, signing same along with the cargo Officer’s signature and clausing
“consignee’s Surveyor refuses to sign”.
This is not an insurmountable problem for the Carrier as it would be vigorously contended that if
cargo interests do not issue an empty certificate nor lodge a claim in writing for cargo remaining
onboard (ROB) within the required time, then those omissions would constitute prima facie evidence of
complete delivery.
Where it is found that some cargo remains in the tank after discharge, you can clause the certificate
accordingly. Subsequently, when a claim is lodged it will be impossible to challenge that quantity
remaining onboard and undelivered. There are two ways in which the vessel may assist in mitigating the
claim. If the trim and list corrections to a “dip” are minus value then your attention should be drawn to
that fact and such allowances should be applied in order to ascertain actual volume of the wedge.

In any event the vessel will use every argument that comes to mind to lessen the quantity estimated
ROB. When handling viscous animal or vegetable oils in particular, the cause of the cargo ROB may be
entirely outside vessel’s control. Provided that Shipper’s/Charterer’s heating requirements have been
complied with, then the cargo should remain in liquid condition and, therefore, pumpable. Vegetable oils
may precipitate sediment on voyage and this sediment will most probably have a higher melting point
than the oil in the bill of lading. This might be used in defence against a claim.
It would also be stressed to claimants that the most critical time of discharge is during draining/puddling.
If the receivers stop the discharge for their own purposes during this period, the pump is liable to lose
suction and/or the cargo will cool rapidly due to its small volume being in contact with a relatively large
area of cold tank surface. These notations, when applicable, entered into the vessel’s port statement of
facts and endorsed empty certificate will leave some room for negotiation on the value and proximate
cause of the quantity ROB.
6.7 Cargo Spillage

Looking at this from both sides of the fence, apart from the usual precautions to minimise damage by
pollution, be aware that a claimant will exaggerate the estimated quantity spilt in order to add more
weight to a claim. Obviously if there is an apparently unexplained loss between arrival ullage and shore
receipts then this becomes partly explained if a claimant’s Surveyor overestimates the quantity spilt. In
order to counter a liability the vessel will usually make a notation in the port log or statement of facts
as to the vessel’s estimate of spillage which in most cases will be found to be less than claimed.
6.8 Slopping of Cargo at Discharge Port

The practice of slopping cargo into drums or slop tanks ashore before commencement of bulk
discharge into storage presents the vessel and owner with a difficult problem. If the first pumpings
are discoloured or contaminated it would not be prudent to mix them with sound bulk cargo for that
would be risking total contamination of the entire consignment which would be prejudicial to the
carrier’s interests. During the slopping operation, the vessel’s personnel will have little or no control
and this may be the only mitigating factor. Legally, such contamination would suggest that the vessel was
not cargo-worthy and in effect a claim for unseaworthiness might succeed.
Whenever slopping is carried out it is usual for consignee/receiver to lodge protest against the vessel
and in due course they would bring a claim against the vessel’s owners for full value of the slopped
quantity. In the majority of cases the slopped quantity is not a total loss but has intrinsic salvage value,
which should lessen the amount claimed, bearing in mind that it is the claimant’s responsibility in law to
mitigate damage however caused.
It should be noted that the customary allowance of 0.5% does not apply to slopped quantities or cargo
ROB as these are explained losses which cannot be construed as customary.

It is, therefore, advisable that whenever large quantities, say more than one metric tonne, are slopped
the vessel should lodge protest such as following:
WITHOUT PREJUDICE
“In accordance with your request we have regulated our pumping equipment in order
that you may isolate the first pumpings of __________ from vessel’s tank __________.
We assess the quantity of first pumpings at __________ but stress that the vessel has no
control over the quantity so isolated.
Please be advised that in the event of a claim being lodged against vessel or owners
for damage, if any, sustained to the first pumpings it is incumbent upon cargo interests
to prove damage by the vessel and is also their responsibility to mitigate such damage
howsoever caused.”
The cargo interests are placed on notice of their responsibilities and should ensure that slopping is kept
to a minimum, the damage is mitigated and cargo claim lessened. This will not solve the overall problem
as proximate cause may still be attributed to the vessel’s unsuitability at the commencement of the
voyage.
Take heed of the aforementioned and do not get coerced into slopping for the sake of good order.
You must ensure that samples taken at the manifold are indeed suspect or positively contaminated, i.e.
discoloured etc.

6.9 Receiving Protest

Within the required time, protest for loss or damage and the general nature of the loss or damage,
will be given to the vessel/Agent or Owner to protect the parties’ interests, even if they only suspect
that in due course a claim may materialise against them. About 50% of the initial notices of claim have
no substance, even so, they cannot remain unchallenged for the absence of repudiation and could be
construed as tacit acceptance of liability. If the vessel’s Master is aware of certain favourable facts, these
may be appended as repudiation of the notice of claim provided it is pre-fixed “Without Prejudice”. If
the facts are unknown it will most likely be counter-signed as follows:
“I acknowledge receipt of the above Note of Protest but repudiate same under terms,
conditions, clauses and exceptions of governing C/P and terms, conditions clauses of bill
of lading issued pursuant to that C/P”.
or
“Receipt acknowledged only without prejudice to liability.”
6.10 Lodging Protest

Whenever it is suspected that the action (or inaction) of another party may be prejudicial to the vessel
or owner’s interests, a Note of Protest (affectionately known in the trade as ‘Love Letters’) should
be lodged to that party. A signature of receipt should be obtained from the recipient. If this is not
forthcoming the protest should be sent “recorded delivery” to the recipient’s place of business.
Protest notes may take a variety of forms. In the context of cargo claims a few are itemised:
(a) Difference between bill of lading and ship’s loaded ullage figures.
(b) Difference between bill of lading (or ship’s loaded ullage figures) and that quantity called for on the
NOR (Notice of Readiness) (Deadfreight).
(c) If cargo is suspected to be ‘off-spec’ on loading (the company is to be notified and bills of lading
not to be released until Charterers have consulted with Owners).
(d) If cargo remains onboard after discharge and it is suspected that the cause is outside
vessel’s control.
(e) Slopping of cargo in excess of one tonne or if slopping is carried out arbitrarily or in such a way as
to be prejudicial to vessel’s interests.
(f) If cargo is loaded outside the temperature range of that agreed or in excess of maximum
temperature allowed by classification society or tank coating manufacturer.
(g) If shoreline at loading or discharging port is suspected to be contaminated.
(h) If spillage is seen ashore anywhere between vessel’s rail and the storage tank.
As previously stated, your action in the event of a claim initiated by the Receiver or Carrier will
depend on your Principal. In any case, step very carefully and surely. Ensure all documentation has been
completed accurately.

6.11 Summary
In this section we have covered a considerable amount of information pertaining to a specific product.
Contamination of the cargo can result for many reasons. Hence, the reason for detailing the process
from shore-to-ship then ship-to-shore. Following the process from start to finish will give you a good
understanding of the areas where contamination could occur.
It has not been the intention to give a complete chemical course, but it is however, obvious that this is a
specialised area of surveying that needs additional training to undertake. Not only should initial training
be undertaken, recurrent/refresher training is imperative to stay abreast of changes in the field.
6.12 Cargo Measurement

In Chapter 2, we discussed this issue and covered a number of points which are particular to Propylene
Oxide but nevertheless will hold true for many other liquid cargoes. This area of the Surveyor’s work
may be closely controlled by the principal or firm the work is being undertaken for.
6.12.2 Tank Measurements

Manual gauging when the vessel is at rest is by far the most accurate method of determining quantities
onboard. Automatic gauging requires calibration and is open to electrical and mechanical failure or
discrepancy giving less accurate performance.
There are many types of measuring devices available and the Surveyor should view all remote sensors
with suspicion. However, there are times when, due to port regulations, the nature of the cargo, i.e.
highly toxic, that remote/automatic readouts will be the preferred method. In this case the calibration
of the equipment should be scrutinised.
6.12.3 Manual Ullaging

The UTI/MMC is the most common way of measuring the ullage in ship’s tanks. The ullaging point,
usually a vapour lock, is accurately referenced against the tables. However, in the Veg oil trade an ullage
bob may be used through the hatch coaming. Manual ullage tapes can be used jointly with an ullage rule
or bob.
Ullage measurements should be quoted as accurately as possible - 0.1cm (< 1/16 inch).
It is often impossible to sight water white products on the bobs or rules and, therefore, the method of
allowing the bob to swing over the surface of the product and allow the point to just touch (skim) the
surface will provide a reading. This takes practice to be accurate but in lieu of pastes etc, it may be the
only method available.

6.12.4 Sonic Tapes

Older sonic tapes are similar in appearance to the normal ullage tapes but their operation is different.
A probe is attached to a stainless steel graduated tape. The tape reel contains a miniaturised solid-state
intrinsically safe circuit that sounds a signal when the probe reaches the liquid surface. The tape must
be approved by a safety agency and the manufacturer’s handbooks should be consulted for detailed
operational procedures. Sonic gauging tapes are extremely useful for offshore ship operations when
checking for wave action inside cargo compartments.
Modern sonic tapes used in conjunction with vapour locks are known as the Ullage Temperature
Indicator (UTI) or the Marine Moisture Control (MMC) instruments. Both tapes are effective when
operating closed loading procedures although the MMC is gas tight and, therefore, better where toxicity
is an issue.
6.12.5 Automatic Gauging

Automatic tank gauging installed in ship’s tanks with remote readouts located at the tank top or in the
cargo control room provide a convenient method of checking loading rates and instantaneous quantity
readouts during the loading or discharging operation. The fast loading rates on large crude oil tankers
and the use of inert gas permits closed operational control, i.e. tank hatches closed. Trim and list
correction tables are usually prepared for use with automatic gauges and, in the case of heated cargo
expansion, tables may also be given for the tapes.
Fig. 28 Control room showing Saab Radar Screen in centre of consol with ODM readout
level indicators to the left and Framo Pump control consol to the right

Common types of automatic gauges in use are:

• The metal float secured to the end of a tensioned steel measuring tape which is housed above the
deck. This type may be affected by tank pressure in vessels fitted with inert gas systems.
• A pressure sensor situated at a fixed point near the bottom of the ship’s tank. The pressure is
converted to a depth measurement that depends on the density of the liquid in the tank at the
time of measurement.
• Ultrasonic systems, using the principle of measuring the time taken for a high frequency sound
signal to be transmitted and reflected back to the transmitters from the surface of the liquid. This
time is then converted into a distance equal to the ullage.
• Radar, tank ullaging gauges detect the surface echo. Systems such as SAAB use fast high accuracy
signal technology where the signal is filtered in a digitally controlled analog filter. The filter
removes any echoes smaller than a threshold value followed by a narrowing filter applied to the
frequency corresponding to the surface echo. The remaining frequency is compared with the
frequency calculated in the previous sweep, resulting in a very accurate signal with a frequency of
only a few hertz. This method allows high accuracy.
6.12.6 Innage Gauging-Bobs and Dipsticks

Tank innage (dip) measurements are carried out to ascertain the effectiveness of the discharge and
are a way of estimating the ROBs (Remaining On Board), i.e. cargo left on board once all stripping
has been completed. Due to the minimal depth of the material remaining, manual ullaging may not be
very accurate and automatic gauges generally do not operate in this region. Measurements of the tank
bottoms are made using a “sounding” bob or rod.
6.13 Stability
We have mentioned that stability considerations need to be addressed. However, it is not the intention
to have the Surveyor complete stability calculations when surveying cargo operations. This is very much
the domain of the chief officer/master of the vessel, although you, the Surveyor, should be fully aware of
the vessel’s disposition when making cargo measurements and if involved with stripping and ROB issues.
If you are acting on behalf of the terminal then stability considerations will be of importance when
loading to an available depth of water alongside the berth. You may be required to assess the amount of
water available at the berth or at a bar leading to the berth in respect to tidal fluctuations. All of these
considerations rest with the cargo Surveyor and will test your ability to act in the best interest of the
owner, operator, terminal or principal etc.
6.14 Oil Record Book

Every tanker of 150 tonnes gross and above is provided with an oil record book, Part Two of which
relates to the cargo and ballast operations onboard. Usually, this is not of any consequence to the
cargo Surveyor and more in the domain of the port state control inspector to ensure that the vessel
is complying with MARPOL. It is however important where a claim arises and as such indicates where,
when and how a cargo/ballast transfer was undertaken.

In addition to the oil record book, chemical/product tankers are required to keep a cargo record book
which indicates all operational procedures undertaken with respect to the properties of the individual
cargoes including category listing and any pre-wash requirements. This document can be a valuable
source of operational information should you be tasked with surveying damaged/contaminated cargo.
In addition to this the vessel will be required to keep a Cargo Record Book showing all the load /
discharge slopping and tank cleaning operations
6.15 Ballast
Tanker ballasting operations have become critical in many aspects including pollution control, and more
critical in other areas such as structural concerns.
In the wake of environmentally imposed regulations (Ballast Water Management Plan), vessel operators
have, on one hand, been dictated to with respect to environmental controls but, on the other, have had
cargo operations simplified, as ballast has become almost completely separated from the cargo.
The advent of double hulls in most chemical product tankers have preceded there oil cousins and the
issues regarding the structural integrity of the larger vessels. Chemical tankers with their numerous
tankage are inherently stronger vessels and therefore are capable of operating in many ballast
configuration without detriment to the structural integrity. This doesn’t mean a chemical tanker
doesn’t need to pay attention to the ballasting processes but it does allow the vessel greater flexibility
in disposition of the cargo. Ballasting operations involve many aspects, not least of which is stability.
Ballast spaces need to be examined for potential dangers, as they are adjacent to the cargo tanks. As a
result of recurrent segregated ballasting operations, these spaces may be forgotten about.
During tank cleaning and cargo operations these spaces should be checked for gas build up and/or
leakage. It is very important for the Surveyor to be aware of, and record, all ballasting operations while
the vessel is conducting cargo operations. The vessel may have vapour emission constraints and carrying
out “balloon ballasting” where inert gas being expelled from the tanks is directed into the ballast tanks.
Direct linkages between cargo and ballast are not good practice but it may be the only option open to
the vessel. Contamination, fire/explosion, pollution possibilities all are being courted.
6.16 Summary
Throughout the preceding text you will have noticed that stowage of bulk chemical cargoes and
subsequent handling is very much regulated. The capabilities of those in the responsible positions
onboard soon become apparent when interpreting and applying the laid down procedures without
endangering personnel, property or the environment.
As the attending cargo Surveyor, you enter an area of cargo work that requires your fullest attention to
the smallest of details. Due to the hazardous nature of many chemical cargoes, stowage is of paramount
importance. When “things” have gone wrong leading to contamination or systems failure, it is usually
attributed to incorrect stowage. Check the stowage yourself and do not take what the vessel has
decided as gospel.

Chapter 7. VETTING
7.0 Introduction
Many Charterers, Shippers and commodity Majors will not allow their products to be place in a vessel
unless a ‘vetting’ has proved that an acceptable level of compliance has been achieved, and maintained, to
the requesting organisation. The vessel must meet minimum standards both operationally and statutorily.
In nearly all cases, the vetting requirements imposed on chemical tankers are assume to be mandatory.
This may include the use of The Chemical Distribution Institute (CDI) or the Oil Company International
Marine Forum (OCIMF - SIRE) inspection/survey guidelines. The Tanker Management Self Assessment
Scheme is gaining much ground in an effort to show that a company is capable of self-assesing their
management systems and demonstrate their commitment to continuous improvement in safety and
environmental protection within the tanker industry.
7.1 The Chemical Distribution Institute (CDI)

The Chemical Distribution Institute (CDI) operates an inspection programme addressing chemical and
gas carriers and terminals. CDI/SIGTTO and SIRE Vessel’s Particular Questionnaire (VPQ) are now
compatible giving each regime the possibility of accessing any of the databases for ship particulars. CDI’s
reporting database, the Integrated Ship Inspection System (ISIS), contains inspection records of chemical
and gas carriers and terminals which, again, is available to all participating Shipowners and Charterers.
7.1.1 Mandate
The Mandates of the Chemical Distribution Institute Regime are:
• Created to improve the quality and safety performance of marine transportation and storage for
the chemical industry.
• Meets chemical industry’s distribution code of management practice requirements under
“responsible care” initiative.
• Established in August 1994 and fully operational since June 1995.
• Covers chemical tankers, chemical gas tankers and bulk liquid storage terminals, global in scope.
• Embraces concept of regular, single, third-party inspection on behalf of all charterers and
facility users.
• CDI-administered vessel/terminal inspection systems based on standardised questionnaires.
• Inspectors meet rigorous qualification, knowledge, experience and performance standards.
• Fair, equitable and cost-effective.
7.1.2 The Reasons for CDI

Due to hazardous nature, high value and widely varying physical properties of bulk liquid chemicals and
chemical gases, the vetting of tankers for the carriage or such cargoes is among the most rigorous in
the shipping industry in assessing whether a particular ship is suitable for the carriage of their products.
Charterers place great emphasis on the task management, or vetting, procedure.

Of all the data used in the vetting process, the results of ship inspections are among the most important.
Unfortunately, inspections have proliferated in the chemical trades due to the large numbers of cargoes
carried on any single chemical parcel tanker voyage on behalf of a range of charterers. Multiple
inspections are not only expensive for charterers, they also place pressure on ships’ officers and crews
in port during cargo handling operations, the busiest part of their work regime. There have been
instances in the past where a single ship has been inspected ten times, on behalf of various charterers,
during the course of a year and of three inspectors, working for different companies, being onboard a
ship at the same time.
An aim of CDI is to provide the means whereby this multiplicity of inspections can be reduced by
replacing it with a single regular inspection to a standard format. Because inspections are a fundamental
part of the risk management process for bulk liquid storage terminals, the CDI philosophy has similar
applicability in the terminal sector.
7.1.3 The Creation of CDI

To overcome the unnecessary duplication of inspections, and to address the prevention of an emergency
response to chemical accidents in a broader sense, the European Chemical Industry Council (CEFIC)
established the International Chemical Environment (ICE) programme in the early 1990s. ICE is part of
the chemical industry’s commitment to the worldwide responsible care programme.
As part of the ICE initiative, a Marine Standards Work Group was formed in 1990 to create a safety
and quality assessment system (SQAS) to address the incident prevention element of ICE for marine
transportation. The work group developed an inspection regime for tankers carrying chemicals and
chemical gases based on the principle that such ships need only be inspected once per year by an
accredited third party Surveyor on behalf of all charterers. The Chemical Distribution Institute (CDI)
was established in August 1994 as an independent, non-profit organisation to administer the new
inspection system, i.e. the scheme.
7.1.4 The Objectives of CDI

The two principal objectives of CDI, for both its marine and terminal schemes, are:
1. To establish and maintain an inspection system which provides data on chemical and
chemical gas carriers and bulk liquid storage terminals. Participating chemical companies
can use the information when making their own individual assessment of the suitability of a
ship or terminal to handle their products. The information, which is available in a
standardised format, is non-judgmental and can be consulted by chemical companies on a
worldwide basis.
2. To administer the training, qualifications and accreditation of third party inspectors.

7.1.5 The Role of CDI

CDI is responsible for the following aspects:
a. Technical development of the inspection reports;
b. The training, accreditation and monitoring of inspectors;
c. The operation of the ship and terminal inspection database; and
d. The provision of a clearing house for the availability of CDI-accredited inspectors.
CDI does not hire or employ inspectors, make judgments on the suitability of ships or terminals, or set
minimum selection standards for ships or terminals.
7.1.6 Operation of the CDI Marine (CDI-M) Scheme
A Charterer who is a registered CDI participant and who requires an inspection report for a specific
ship can enter the database and access the report, subject to the Shipowner’s permission. Should a
chemical company wish to charter a tanker which is not yet the subject of an inspection report, it will
contact the Shipowner and request an inspection be carried out by a fully qualified, CDI accredited
inspector. Although the participant is responsible for the cost of the inspection, the Shipowner pays
a fee to CDI for entering the inspection report on the database. After completion of the report,
Shipowners are given 14 days in which to make comments and these are also logged on the database.
Inspection reports are kept on the database for 13 months and then archived unless renewed in the
meantime.
7.1.7 Operation of the Bulk Liquid Storage Terminals

(CDI-T) Scheme
An inspection system for bulk liquid storage terminals, called CDI-T and under the administration of
CDI, has been established following the successful implementation of the CDI marine (CDI-M) scheme.
CDI-T has been organised on similar lines to the CDI-M programme and provides a means whereby
bulk liquid terminals’ compliance with the relevant safety, health and environmental standards governing
their operation can be assessed for use by all terminal users through periodic inspections by inspectors
trained and accredited by CDI. CDI-T also addresses the need for compliance with such standards,
as laid down in the distribution code of the chemical industry’s responsible care initiative. Inspection
reports are kept on the database for 27 months.
7.1.8 The Benefits of the CDI Marine and Terminal Schemes

For the Shipowner, CDI enables the number of ship inspections required by charterers to be reduced,
thereby saving considerable time. The ship inspection scheme also provides Shipowners with a
system of self-assessment in that it identifies the measures needed to be taken to ensure continuous
improvement in the quality and safety of their ship operations, including those under the International
Safety Management (ISM) code.
For storage terminals, CDI reduces the number of inspections required by chemical companies, thus
saving time, and provides the basis for continuous improvement in the management of the facility.

For participants, CDI provides a method for reducing the not inconsiderable cost of conducting ship
and terminal inspections. Under the schemes, the chemical industry can call upon appropriately trained
and accredited inspectors who take a consistent, uniform approach when assessing safety and quality
standards of chemical and chemical gas carriers and bulk liquid terminals. CDI enables participants
to have ready access to recent comprehensive ship and terminal information, but they must make a
judgment as to the suitability of the ship or terminal they would like to use.
7.1.9 Structure and Responsibilities of CDI

The Chemical Distribution Institute was established as a non-profit making foundation in Rotterdam
in August 1994. CDI is made up of participants who are chemical manufacturers or traders chartering
ships and associate participants who are Shipowners and terminal operators. CDI is managed by a
board consisting of representatives from all the participating companies, while day-to-day operations
are conducted by a general manager from an office based near London. Representatives from associate
participants are entitled to attend board meetings.
CDI has two principal activities: inspector training and database management. As the success of the
CDI scheme depends on a comprehensive inspection protocol and the knowledge and expertise of the
inspectors, a rigorous accreditation system is employed to ensure only the best inspectors are chosen.
The accreditation regime encompasses basic qualification, selection, training, examination, interview
and for the marine scheme, supervised inspections. When a candidate completes this process with
satisfactory results, the CDI Accreditation Committees will make a recommendation to the board.
There is also ongoing monitoring of the performance of inspectors.
CDI manages the database for all schemes, running a paperless system for inspection report collection,
storage and dissemination. The computer system also provides a list of accredited inspectors, their
location and availability.
The CDI Technical and Documentation Committees are responsible for periodic review of the inspection
protocols for marine and terminal inspections to keep pace with technological and regulatory change.
During loading, empty tanks must be checked to ensure that no leakage is occurring through closed
valves. Completing loading with a slight head trim will assist in draining any remaining water away from
the suction bells.
Under extreme conditions the discriminate use of steam coil heating will assist in alleviating icing
problems. However, this practice should be reduced to a minimum since ballast water damages coils,
heating is expensive and extreme care should be taken to prevent icing of the coils. This does not
suggest dispensing with valve tracing coils on vessels so fitted.
Tank cleaning has been successfully carried out by bottom flushing of the tanks. Before attempting bottom
flushing of tanks, ensure that tanks are free of scale and that acceptable procedures are being used.
It is important to avoid accumulation of ballast stripping around suction bells. The use of calcium, spread
around the suction bell, will lower the freezing point of residual water to some extent, but it should not
be relied on in extreme cold conditions.

7.2 The Ship Inspection Report Programme (Sire – Ocimf )

OCIMF was formed in 1970 in the wake of the Torrey Canyon disaster. It is a voluntary organisation of
worldwide oil companies providing a forum for participants interested in the safe movement at sea and
terminating of crude, petroleum products, chemical and liquefied gas. The organisation has authored more
than 40 codes of practices and guidelines covering tanker and terminal operations and maintains a reporting
procedure called the Ship Inspection Reporting Programme (SIRE). Each company has an inspection/
vetting regime that ensures chartered vessels meet pre-described standards. Once an inspection has been
conducted the Surveyor/inspector completes a report, which is then placed on a database and made available
to other organisations and government authorities interested in tanker operations.
The Ship Inspection Report Programme (SIRE) programme was launched in 1993 to address concerns of
sub-standard shipping. Like the CDI regime, it is a tanker risk assessment tool for use by Charterers, ship
operators, terminal operators and government bodies concerned with shipping safety. It provides up-to-
date information with a focus on tanker industry awareness of tankship quality and safety standards.
Since its introduction, more than 180,000 inspection reports have been submitted to SIRE. Currently
there are over 22,500 reports on over 8000 vessels for inspections that have been conducted in the last
12 months. On average Programme Recipients access the SIRE database at a rate of more than 8000
reports per month
The uniform inspection protocol required by the systems as in the CDI regime is predicated by the
following:
• Vessel Inspection Questionnaire (VIQ)
• Uniform SIRE Inspection Report
• Vessel Particulars Questionnaire (VPQ)
• Electronic Access to the SIRE system, both dial up and via the internet.
• SIRE Enhanced Report Manager (SERM)
Inspection reports are maintained for a period of 12 months and archived for 2 years.
There is a cost to accessing the database. OCIMF members, bulk oil terminal operators, port authorities,
canal authorities, oil, power, industrial or oil trader companies which charter tankers can log in as a
normal operations for their business. It is free of charge, to Governmental bodies which supervise safety
and/or pollution prevention of oil tankers (such as PortState Control, MOUs, etc).
7.3 The Tanker Management Self Assessment Scheme (TMSA2)

The Tanker Management Self Assessment (TMSA2) programme provides a standard framework
for assessment of a vessel operator’s management systems. It provides guidelines containing the
elements of a formal system, essential for management and operation of their vessels. To be effective, a
management system needs to be far more than just procedures. The Company values should be defined
by its Leadership/Management and detail how it intends to achieve the objectives within their stated
policies. Adequate resources much be dedicated ensuring that the vessels are properly managed, crewed
and operated by well trained and competent personnel and that the vessel is adequately maintained.

Incidents and near misses must be investigated to determine root causes and corrective actions
implemented to prevent recurrence. Hazards and risks are assessed ensuring that all known risks are
mitigated at all appropriate management levels. Key Performance Indicators (KPIs) are quantified and
used to measure the system’s effectiveness and facilitate continuous improvement.
TMSA’s uniform format provides the industry with useful information that can verified the performance
of all companies and fleets participating in the programme.
7.3.1 Continuous Improvement

Leadership at all levels should define the building blocks of effective management indicating desired
targets and a strategic vision, direction, communications, trust, commitment and reinforcement.
The delivery of a continuous-improvement cycle should be through the company’s management
system. The KPIs (Key Performance Indicators) within each element assist operators to meet the
continuous-improvement programmes. Feedback is essential and provides Operators with clear,
objective performance indicators and identifies gaps to focus future directives. The components of the
continuous-improvement cycle are summarised in the following:
A. Plan - Develop effective strategies to indicate clarity in company policies, purpose, processes, roles
and responsibilities. OCIMF provides guidance, encouraging companies to conduct their business
with a focus on safety and environmental excellence. The TMSA guidelines give vessel operators
clarity of the related processes and targets that assist in meeting their goals.
B. Act - Consistent implementation planning is needed to achieve the Company’s objectives. The
company prioritises and targets processes for improvement, providing clear objectives and
outcome measurements. The TMSA guidelines are designed to help operators apply continuous-
improvement tools and techniques. This segment of the continuous-improvement cycle helps staff
to align their actions with company goals and to improve performance.
C. Measure - Feedback evaluation on achievements is critical in order to assess sustainable

improvement. Procedural compliance, including implementation and improvement efforts should
also be assessed.
D. Improve - Define targets and focus efforts on areas where maximum benefit and improvement can
be obtained. Personnel review the plan with management. Where action is required but
resources are unavailable, it is referred to senior management. The emphasis is on achieving long
term improvements rather than quick fixes. Targets are defined and efforts focused where the
Operator can achieve the greatest benefits and/or improvements. The TMSA programme
encourages self-regulation and promotes continuous improvement the Operator can demonstrate
a strong commitment to safety and environmental excellence.

ABOUT THE TMSA GUIDELINES

There are 12 principles of management practice. These provide the framework for Operators aiming to
achieve safety and environmental excellence and are structured as follows:
• fundamental area of management practice

• goals to be achieved
• elements explain how vessel operators can achieve the main objective. These are activities that
diligent operators will either have already included or would wish to include within their
management systems.
• each element defines the Aim and KPIs required to meet the main objective, together with
guidance on how this objective should be achieved.
• individual KPIs within the elements provide an objective measurement of the standards currently
delivered by the operator’s management system. Vessel operators may wish to use the best-
practice guidance to achieve the standards outlined in the KPIs.
The TMSA guidelines become a framework within the Operator’s management system providing
consistent measurement, feedback, generate continuous sustainable improvements in key management
processes and lead to the long-term delivery of safety and environmental excellence.
Self-assessment
OCIMF encourages vessel operators to complete the assessment from the elements detailed in this
publication on at least an annual basis or whenever they believe they have, by making improvements to
their systems, attained a higher level in any particular element.
For more information on this programme see the Tanker Management Self Assessment 2 (TMSA2)
published by the OCIMF.
7.4 Professional Negligence / Malpractice

A word about Professional Negligence / Malpractice! One might ask – what has this got to do with
safety? Read on! - The Act of ‘Professional Negligence’ must be view in the light of safe practices. A
surveyor should never jeopardise his/her safety to expedite a process. If the practice becomes unsafe
and an incident occurs, it might not just be a case of cleaning up the mess, but someone, somewhere is
going to start digging. As a Surveyor, you are bound by normal practices of the trade and it is this which
will be your only fall back should ‘things’ go side-ways. To step outside normal practices of the trade may
be necessary where safety is compromised but you much be sure of what it is you are about to do. To
move outside the box resulting in possible death to someone could have severe repercussions. You may
be found criminally or civilly negligent, both or which are career stoppers!
Negligence – the failure to exercise or act with care appropriate to the situation to cause harm or loss
by a breach of the duty by a reasonably prudent or ordinarily careful person.

Negligence per se is a legal nightmare and the division between civil and criminal negligence even more
nebulous. It has been said that criminal negligence is something more than a slight degree of negligence
necessary to support civil action of damages and is negligence of a degree as to be deserving of
punishment. Without getting into the legalese of determining fault, the marine Surveyor should ensure
that ordinary practices of the profession are adhered to. To deviate without reasonable care or cause is
to leave yourself wide open to liability.
Collection of facts and adherence to the normal industry practice will shield you from challenge
and, therefore, it is imperative that you understand the cargo under survey. Forget about liabilities, a
departure from normal or safe practices within the petroleum, chemical and gas industry can kill.
Malpractice - is negligence or dereliction of professional duty resulting in injury, and the failure to
exercise the customary care, skill or knowledge of a professional. It is important to understand that self-
interested commercial gain is not wholly at the centre of the surveying practice.
One could argue that if no commercial gain is achieved then the business will not succeed. The
point here is to distinguish between self-interested commercial gain at the expense of the normal
professional practices and care and control to achieve a commercial gain. A cargo that could possibly be
contaminated by non-compatibility of adjacent cargoes could not only arrive off-spec due to bulkhead
fracture but could jeopardise the safety of all onboard. At times, in an effort to expedite the cargo
operation, Surveyors may be asked to “bend the rules”. This is a very unwise practice, which can only
lead to contempt and ultimate disaster.
To that end – this area of surveying is very satisfying and, although very technical in nature, allows the
marine surveyor the opportunity to work with people in the marine industry who are for the most part
very much in tune with the work they do - out of necessity. This industry does not suffer fool lightly as
much is at stake. If you intend to so this work study hard and keep your eyes and ears wide open!

7.5 Conclusion
Liquid cargo surveying is complex and requires an in-depth understanding of each tanker operation
spanning crude oil, chemical, gas and vegetable oils. One cannot be expected to know everything about
each trade and invariably you will find that Surveyors specialise in a particular area such as crude or
chemicals etc.
There are many cross-links between all tanker operations, which provide a window on “the
tanker”. However, particular attention needs to be paid in the area of health and safety. Many of the
commodities are harmful and insidious, requiring the Surveyor to be on guard at all times – there can be
no lapse of concentration.
Those entering this field of surveying have a “tool-belt”. The number of tools and the ability to
use them will determine a person’s suitability for the work. Personnel at sea are required by their
Administrations to have completed endorsements to their Certificates of Competency. The Surveyors
in this field should, as a minimum, possess the same level of certification, training for which can be
obtained from marine institutions around the world offering oil, COW, IG, chemical and gas courses.

BIBLIOGRAPHY
The following list of principal publications is regarded as ‘instruments’ in the acquisition of primary
knowledge in the area of tanker work. The application of these publications is, for the most part,
statutory. There are a number of good publications about but one should be very cognisant of their
validity in current practices and ship design.
• SOLAS (Safety of Life at Sea) as amended - Chapter 11-2;

• MARP0L73/78 International Convention as amended for the Prevention of Pollution from Ships,
IMO (International Maritime Organisation) publication. Annex I Regulations for the Prevention
of Pollution by Oil, Annex II Regulations for the Control of Pollution by Noxious Liquid Sub
stances in Bulk;
• STCW as amended;
• The International Safety Guide for Oil Tankers and Terminal 5th Edition, OCIMF (Oil Company
International Marine Forum) publication. Regarded by many as the bible in the oil trade;
• International Code for the Construction and Equipment of Ship Carrying Dangerous Chemicals
in Bulk (IBC Code), IMO (International Maritime Organisation) publication. The stowage
reference for chemical carrier for vessels built after 1 July 1986;
• International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals
in Bulk (BCH Code), IMO (International Maritime Organisation) publication. The stowage
reference for chemical carrier for vessels built after 1 July 1986;
• The Existing Ships Gas Code (ESG Code), IMO (International Maritime Organisation)
publication. The stowage reference for liquefied gas carriers for ships built before 1976;
• Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (GC
Code), IMO (International Maritime Organisation) publication. The stowage reference
for liquefied gas carriers for ships built between 1976 and 1986;
• International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (lGC Code), IMO (International Maritime Organisation) publication. The stowage
reference for liquefied gas carriers for ships built after 1 July 1986;
• Liquefied Gas Handling Principles on Ships and in Terminals;
• SIGTTO (Society of International Gas Tanker and Terminal Operators);
• Tanker Safety Guide – Liquefied Gas, International Chamber of Shipping (ICS) publication;
• Ship To Ship Transfer Guide Liquefied Gas, OCIMF/ICS;
• Ship To Ship Transfer Guide – Petroleum, OCIM/ICS;
• Clean Seas Guide for Oil Tankers, International Chamber of Shipping;
• IMDG (International Maritime Dangerous Goods Code) to the latest amendments, IMO
(International Maritime Organisation) publication – Two Volumes and One Supplement;
• G S Marton, Tanker Operations – A Handbook for Ship’s Officers.




IIMS, Murrills House, 48 East Street,
Portchester, Hampshire PO16 9XS, UK
Tel: +44 (0)23 9238 5223
Email: education@iims.org.uk
www.iims.org.uk

Unit 7-Surveying Chemical Cargoes

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Unit 7-Surveying Chemical Cargoes

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2 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk

1. THE NATURE OF THE CARGO AND TYPES OF HAZARDS.......................5

2. SAFETY AND SAFE PRACTICES.......................................................................24

Call +44 (0)23 9238 5223 or visit www.iims.org.uk - IIMS 3

C2 10-11:836 Cargo Dip Module B 2005 07-08.qxd 28/03/2011 18:00 Page 4

Module C2 Bulk Chemical Cargo Surveys

BULK CHEMICAL CARGO SURVEYS

The Chemical Tanker

Fig.1 – The chemical tanker

4 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk

Bulk Chemical Cargo Surveys Module C2

Chapter 1. NATURE OF THE CARGO AND

d. Create a Paper Trail

1.2 Role of the Cargo Surveyor

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A. Vegetable, Animal and Fish Oils and Fats

B. Chemicals and Solvents

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1.3 Definition of Chemicals

1.4 Ship Types

Note the wording:

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1.5.1 Example – Propylene Oxide

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In the IBC Code we find that our example - Propylene Oxide:

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Special requirements listed are:

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1.52 Shore Tanks

1.5.3 Prior Cargoes

1.5.4 Adjacent Cargoes

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1.5.6 Tank Coatings

1.5.7 Dedicated & Non-Dedicated Tanks

1.5.8 Tank Inspection

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1.5.9 Vessel Cargo System

14 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk

In addition, prior to loading:

1.5.11 Heating Coils, Gaskets and Hoses

1.5.12 Inerting Requirements

1.5.13 Vapour Emission Controls

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1.5.14 Transferring Operations

1.5.15 Preparation for Loading

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1.5.18 Start-Up Samples

1.5.19 Final Samples

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1.5.21 Post Transfer

1.5.22 In-Transit Care & Control

Items on documentation you must obtain from the vessel are:

1.5.23 Pad Control Log

18 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk

At a minimum the carriage log should contain:

1.5.24 Temperature Control & Log

At minimum the carriage log should contain:

1.5.25 The Receiving Installation

1.5.26 Tank Storage Space

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1.5.27 Analyses and Samples (Vessel, Line & Shore Tank)

1.5.28 Non-Conforming Product

1.5.29 Vapour Balancing