TAN KER

OPE R ATION S
A Hand book
for th e
Person -in-Ch arge (PIC)

FOURTH EDITI ON

MARK HUBER

Based on earlier editions of

Tanker Operations
A Ha nd book for the Sh ip's Officer
by G. S. Marton

~
CORNELL MARITIME PRESS
A~rican Progress, one of the Doubl
Shipbuilding. CourtellY Mobil 8hi ,e Eagle-class vessels built at Newport N ews Centrevi lle. Maryland
ppmg and Transportation Company.
 Copyright <0 2001 by Cornell Maritime Press With love to my wife J ody

All rights reserved. No part of this book may be reproduced in a ny

manner whatsoever without written pennission except in the case of
brief quotations embodied in critical articles and reviews . For
infonnation, address Cornell Maritime Press, Inc.,
Centreville, Maryland 21617

Library of Congrt'sa Cataloging-in.Publication Data

Huber. Mark, 11)54-

Tan;,~::~ratiOnl : a handbook for the peraon-in-chll.rge (P IC) I Mark Huber.-4th ed.

'Bued on e:rlier edition, of Tanker operation" a handbook for the eh ip'e officer by
G .S. Marton.
Includea inde.
ISBN0-8703S-528-6
1. Tankera--Handbooka " manual' etc . I . Marton, G. S., 1948-- Tanker operat ionB. II
-Tille

VM~ .HBa2001
623.88"245--dc21 2001032582

Manufactured in the U m. te d
First edition 1978 F
,
Sta~~ of America
. ourth edition, 2001
 Contents

P REFACE TO THE FO URTH EDIT ION xiii

PREFACE TO THE FIRST EDI TI ON xvii

CHAPTE R 1
Tank Ves sel Design and Classification
Oil Tanker 3
Parcel Tanker 10

Combination Carrier 13

Barges 16

Barriers 18
19
Class ification
Development of the Sup erta nker
23
23
Review

CHAPT ER 2
Cargo Characteristics
Richard Beadon and Mark Huber
2.
Bulk Liquid Cargoes
25
Properties of Petroleum
Flammability Characteristics of Bulk LiquidCargoes 26
Avoidance of the Flammable Range
29
31
Classification of Petroleum
32
Cargo Weight. Capacity, and Flow

vii
 CONTENTS CONTENTS
ix
35
rot _ M lIurcmt'nt and Regulation 8 CloBed Gau ging 106
37
of Cargo Infonnation HighlLow Vapor Pressure Protection
40 111
Operation8 112
'0
Review 120

CHAPTER 3
CH APTER 6
Oil Exploration and the Refining Process Cargo Measurement and Calculation
Robert Stewart
J ohn O'Connor
52
The Purpo se of Cargo Measurement 121
55
Part ies Involved 122
56
Terms of Sal e 122
59
Meas urement Equipment 123
62
Tank Structur e an d Measurement 125
63
Meas urement Procedures 130
63
Equip ment Use 134
Pre loading Inspe ction and Measurement 134
CHAPTER 4 Postloadin g Inspe ction and Meas urement 136

Cargo Piping Systems Pred isch arge Inspecti on an d Meas urement 140

Poetdi achar ge Ins pection and Measurement 141

64
141
70 Cargo Calculation
144
78 Cargo Planning
146
80 Load Lines and Zone Limitations
150
95 Cargo Term s
156
87 Loadin g to Fin al Draft
156
91 Loadin g and Discharging Rate s
157
95 Revi ew

96
C HAPT E R 7
Cargo Pumps
161
Kinetic Pumps
175
Poeitive-Diaplecement Pumps and Eductors
160
Review
 CONn:NTS
CONT ENTS xi

C HAPTER 8 Review 249

Cargo Tran sfer Operati ons
182
RecuJation. CHA PTER 12
197
OperBtlOnB
200 Tank Cleaning Operations
Toppmg-Off OpE"rBtion Equipment 253
201
Fini.hinr Cargo Loading Crude-Oil-Washin g (COW) 263
203
Offshore Moorings Supplemental Cleaning 270
20.
Dischargmg Operation Tank Coati ngs 27l
209
Review Revie w 273

CHAPTER 9
CHAPT ER 13
Chartering and Operations Enclosed Space Entry
Scott R. Bergeron
Risks Associated with Enclosed Space Entry 27'
211 Gas -Free ing Process 278
Veuel Ownership
212 Testin g 280
1'ypell of Charter Agreements
213 Entry Procedure 284
The Charter Party
215 Instrum entati on 289
Tenns of the Charter Party
22. Review 29.
Pricing
FreiJht Rate 225
Review 228 CH AP TE R 14

Pollution Regulations
CH A PTE R 10 Source s of Pollution from Tank Vessels 295
296
Vetting Inspections Federal Pollution Legislation
298
Scott R. Bergeron Inte rnational Pollution Legislation, MARPOL
30.
Pollution Reduction Efforts
Inapectiona 229 30'
Review
'The Grew'1 Role in Vetting 231
Review 237 CHAPTER 15

Inert Gas Syst ems

CHAPTER 11 307
Sources of Inert Gas
308
Ballasting and Deballasting Operations Genera l Requirement s for an Inert Gas System
238 308
ijallutirtg Operations System Components
322
Dlb ~wting: O l?l'r8 ti 0 D8 245 Emergenc y Procedures
 CONTENTS

322
32,
326
1b1\.....'" S)'I!tam ll
fione in th e V ile of IG SYlitemll 327
329

CH AP TE R 16
Preface to the Fourth Edition
Emergency Procedures
331
332
333
334
335 he fourth edition of Tanker Operat ions ha s und ergone substa ntial
335
336
T change since it was last revised in 1992. The text has been completely
reorgani zed wit h the addition of new subject material , illustrations, re-
view questions , and a glossary of key terms and acronyms . As many read-
337
ers of Ta nker Operations can attest, this text is-and will always be-a
work in progress as long as the design , equipment. regulations, and opera-
~l'P,ENDlX , CONVE RSION FACT ORS 339
tiona l procedures on tank vessels continue to evolve. I must admit that I
GLOSSARY 341 underestimated the magnitude of this project and, as a result , have a much
greater a ppreciation for the efforts of Greg Marto n in producing the origi-
nal work in 1978.
BIBLIOGRAPHY 3 56 Th is text is intended prim a ri ly for individuals ente ring the ta nke r in-
du stry. However , se asoned tanker mates , barge tankermen. a nd ma ny of
INDEX 359
the shore side staff may find th e information in this edition of practical
374 valu e.
In recent yea rs, th e ru les governing th e min imum qualifications for
per sonnel servi ng on tank vessels have cha nged both domestically and in-
ternationally. In addition to obtaining practical sea experie nce, individu-
als servi ng on ta nk vesse ls mu st now complete an a pproved tra ining
program in ca rgo hand ling a nd fire fightin g. With these requirements in
mind , it seemed a ppropriate for this edition of Tanker Operations to serve
as th e sta nda rd re ference for this specialized cargo tra ining. Successful
complet ion of th e aforement ioned requirements qua lifies a person to re-
ceive an endorse ment on the following docum ents :
In th e Uni ted St a tes, the indi vidual receives an endorsement on the
Merchant Mariner Document (MMm AS a Tan kennan Person-in-Charge
(PIC) Dangerous Liquid s (OL) or Liquefied Gas (LG). Under the Inte rn a-
tional Convention on Standards of Training, Certification, and Watch -
keeping for Seafar ers, 1978 (STeW), as amended in 1995. an indi vidual

xiii
 rv PREFACr. TO T NI', rouHIH I'; UII IU ," ~ .u.....~ v'" I U I'Hl': t'OURl1i EDITION

nk"t..iv an l'ndortll'ml.>nt on the STeWcert ificate. This endorsement stutes of Congre ss Photo Duplication Service' Kimberly Lo . Lc ' ,
th.t the person is qualified to se rve on tan kships carrying dan gerous oils, '1 P rt (LOOP)' E ' M . ' renzo, Ullllana OfT-
shore 0 I 0 ', , n c a; MalOe Maritime AO"d"m ' 1/ ' Lo
che micals. or gas in bulk . The following references sho~ld be consul~ed for Maritime I n eu f T h ....,. '" y, .. an ne g;
, ute I 0 8ec nology' and Grad uate St udiiee :' Caplam ' ,John•
details concerning each of th ese endorBements: th.e U n ~ted States Code of Mazza; Metritepe, nc.; teve ~ Miller; Mine Safety Appliances Com an .
F~rol Regulat ions. Title 46 CFR Pa~ l~, ~ertlficatlOn of Ta~kennen; MMC Intem atlOnal Corporati on; Frank Mohn Services AS· Ron ~r ~~
and the Intern ati onal Maritime Orga nlza tlOns STCW Conventlon , 1978, Nat ional Acad emy Pre ss an d the National Academy ofScien~es' N t?ne I'
as amended in 1995, Annex 2, Cha pter V, "Special Training Requi rements Audu bo n 8 ocre letvy,r Nata irona IF' P . , 8I 1~0na
' N ' 1' \ -Ire rotectton Association', N" a rena ueu-
__
for Personnel on Tankers" (Regula tion v/n gr aphic
,
8 ociety;
'
a
18 1
n ona t x antime
',.
Union ofAmerica'
,
Nation I D _
a ne searc
h
I would like to thank many individu a ls for ass isting me with th is seem- CounCil; Natr ona tee ~ n d S hl p~U1ldmg Company; National Trensporta-
ingly endless project. In particular, I am !p"at~~ to my wife, Jody, a nd my tion Safety ~oard ; Nau~Ical Instlt u~ ; Newport News Shipbuilding; J ohn
family for th eir patien ce and support . This edition of th e text ha s also been O'Connor ; Oil Compames Intem atlOnal Marine Forum; Penn-Attransco
enhanced throu gh the efforts of severa l contributors , eac h of whom wrot e Corporation; Per:rnea Mari time Protection ; Phillips Petr oleum Company;
new chapters: Captain Richard Beadon, Director, Center for Ma ri time Ed- George Roeanovich ; Saab Electronics; Saab-Seania, Aerospace Division;
ucation at Seamen' s Church Institute; Robert Stewart, Professor, Ca lifor- Sailors Union of the Pacific; Salen & Wica nder AB; Salwicc, Inc.; San
nia Maritime Academy;John O'Connor, Pr esid ent of In ternati onal Ma rin e Fr an cisco Maritime Museum; E.W, Saybolt& Company, Inc.; Ed Schultz;
Consultants; and Scott Bergeron, Chief Operating Officer , Liberi a n Sh ip Seafarers Intern ational Union ;Sea men's Chur ch Institute;SeaRiver Mar-
and Corporate Registry. The glossary was written by Kelly Curtin , Assis- itim e; Servomex (U .K. ), Ltd .; Shell International Petroleum and Shell Oil
tant Professor, State University ofNew York Maritime College. I a lso wish Compan y tU.S.A.); Shipbuilders Council of America; Skarpenord Data
to thank my colleagues at the U.S. Merchant Marine Acad em y: John Systems AS; Southern Oregon State College; Sperry Marine Systems;
Hanus, Lt. Rob Smith (USCG>, Paul Zerafa, and Brian Holden for th eir Sta cey Val ve Co" Inc.: Star Enterprise;State University of NewYork Mar-
computer expertise , and Captain Douglas A Hard for his ti reless efforts itime College; Stolt Nielsen Transport ation Company; Sun Shipbuilding
throughout this endeavor, reviewing each cha pte r and offering construc- and Dry Dock Company; Texaco, Inc.; Tosco: Transamerica Dclaval, Inc.;
tive criticism. Finally , I would like to thank th e following individu als a nd TS Tanksyetern SA; Underwriters Laboratories, Inc.; U.S. Coast Guard;
organizations for providing information and many of the illustrat ions: U.S, Depa rtmen t of Transportat ion; U,S, Maritime Administration ; U,S.
Alaska Tanker Company; Ameri can Petroleum In stitute; Atl a ntic Sal vage Association; Val ve Manufactu rers Association; Viatran Corpora-
Richfield Company; Avondale Shipyard; Mary J en Bea ch; Ian -Conra d tion ;Vitronics , Inc.; Rosalie Vita le; West Coast Ship Chandlers, Inc.;Terra
Bergan, Inc.: Bethlehem Steel Corporation; BP Pip elines (Alas ka) Inc.; White ; J eff Willia ms; William E. Williams Valve Corp.; Wilson Walton In-
British Petroleum Company , Ltd.: Butterworth Systems , In c; Calhoon temati onal ; Worthington Pu mps,
MEBAEngineering School; California Maritime Acad em y; Chevron Ship- Th e last edition of Tanker Operations offered this word of advice to the
ping Company; Clement Engineering Services ; College of Nautical read er : "You can't learn tankers from a book; don't try to do so, Ships are
Studies; Coppus Engineering Corporation; Dixon Valve a nd Coupling Co.; design ed an d equipped differently, and notwo are exactly alike. In th~ en~.
Environmental Protection Agency; ExxonIMobil Corporati on ; Th omas J . there is no substitute for seeing th e actual equipment and operatmg ~t
Fellei~n; Bill Finhandler; Foster Wheel er Boiler Corpora tion ; Ga mlen your self." As a follow-up to that thought , I would add that no u:xt on thi s
Che,:"~cal Company; General Dynamics Corporation; Keith Gill ; Global subject ca n ade quately address every vessel design, piece ofeqwpment , or
~~tIme a~d Transportation Schoo~; Gulf Oil Corporation; Eri c Halbeck; procedure. Ultimately, a thorough working knowledge .of the cargo Syste~
nan HaU, Haywood Manufactunng Company; Howden En gin eeri ng; on th e vessel is your best defense aga inst potentlal mishaps. Remem~ ,
. lized
. . . a nd pr actrca. I expenen
' c. gained . as an apprentice
Lynn Hu~r.; ~udson Engineering Company; IMO Industries, In c., Gems t h e specia trammg
Sensors DIVISion; Ingersoll Dresser Pump; International Association of In- on tankers is just the beginni ng of a lifetime of Ieammg.
dependent Tanker Owners UNTERTANKO); International Association of
Ports ~nd Harbors (lAPH>; International Chamber of Shipping (ICS l; In-
~~~~~o~al Ma~ne Consultants; International Maritime Organization
Shi : n~matIonal Tanker Owners Pollution Federation; Keyst one
I~PLe,"gKiom~any; Keystone Valve Division of Keystone International,
Inc., e nceid: Kockumatt AB'L 'M arttime;
· · . Law ; LIbrary
.
, lon, aunn Bnan
 Prefa ce t o the First Edition

A nu mbe r of ye ars ago, when I wua beginning mycareer on oiltank I

ofte n felt the lack of a simple, stra ightforward handbook on the basic
problems of tanker ?pera tions . Hence, this book. Tanker Operations: A
Hand book {or the S hIp's Officer is directed primarily toward the newcomer
to t anke rs ; specifically, the new officer. Generally speaking, it is not 8
step-by-ste p manual covering every possible situation. Instead, it is in-
tended as:
1. An introductory guid e designed to make the new officer's adjustment to
tanker life smoother , less perilous.
2. A source of useful infonnation for th e more experienced officer.
3. A refe ren ce book for ot he r ind ividu als interested in the operation of oil
tanker s, pa rt icularly tho se as piring to the ratin g of tankerman.

I should point out, h owever, that tanker s cannot be learned entirely

from a book . The tankerman'a job is too complex and, in many ways, intu-
iti ve. Moreover, eac h t anker is unique a nd mus t be learne d individually .
Fortunately, the lea rning process is not an entirely lonely tas k. Ship-
mates-pumpmen, fellow officers , sa ilors-ha ve knowledge to share, an d
some make exce lle nt teacher s. In th e end, however , th e way to learn a
tanker is to put on a boiler suit and, flashli ght in hand , explore every co.me r
ofthe vessel, learning pum pr oom, piping systems, valves.This is a ~e~lOus,
sometimes exhausting process , but it must be done. A~ officer unwllhng to
make this effor t should forget a bout a car eer , even a bn efone, on tanke rs.
Some tankers. old and ru sty. a re relics of a bygone era. Others are so .fu-
turistic, so thoroughly automat ed . th at th eir crewmembers feel more like
astronauts than t ankerm en . And, in all likelihood, th e futur e tankerman
will need the training and temper ament of an astronau t.

xvii
 v III

Rl.'gardl('s~of age or equ ipment, however, all tankers perform th e 8a~lle

basic task-they carry oil. Their voyages span th e globe~ from th e bl~ zmg
deserts of Saudi Arabia to the frozen shores of the Ar ctic. 'Throu gh It a ll,
tankermen are accompan ied by the pungent smells of ~rude. Oila n d ~a8o­
line, by loneliness, tension , exhaustion .. . and the s8t1~factlOn of d~mg a
job well. No individual can adequately describe this unique way of hfe . It
must be experienced firsthand. . ..
I would like to take this opportunity to thank the m an y mdlVldual s and
organizations who were kind enough to help mein th~seffort. ~ome showed
remarkable patience with my repeated requests for mfonnatlOn , resea rch TANKE R OPERATIONS
materials, and illustrations. . . '
Special thanks to ; The American Bureau ~f Shipping; ~encan ?ast
Iron Pipe Company; American Institute of Manne Unden~ters; Amen can
Institute of Merchant Shipping; American Petroleum institute ; the Ansul
Company; Apex MarineCorporation ;Atlantic Richfield Company; the Scott
Aviation Divisionof ATO, Inc.; Mrs . Gerry Bayless; Bethlehem Stee l Corpo-
ration ; Bingham-Willamette Company; British Petroleum Company, Ltd..;
Henry Browne & Son, Ltd.; Buttenvorth Systems, Inc .; Chevron Shipping
Company; Coppus Engineering Corporation; Exxon Corporation an d Exxon
Company ,US.A.); FMC Corporation; Mr. Steve Faulkner; Mr. Bill Fin-
handler; Gamlen Chemical Company; General Dynamics Corporation;
General Fire Extinguisher Corporation; Mr . R.W. Gorman ; Gulf Oil Corpo-
ration; Mr. Arthur Handt; Hendy Inte rn ational Company; the Pen ce Divi-
sion of the Hudson Engineering Company; Mr . John Hunter; Huntin gto n
Alloys, Inc.; th e Keystone Valve Division of Keystone Internation al , In c.;
~kumsAutomationAB; Mr. Gene D. Legler; the H arry Lundeberg School;
Mine Safety Applian ces Company; Mr . C. Bradford Mitchell; National Au-
dubon Society; National Foam System, In c.; National Maritime Union of
America; National Steel an d Shipbuilding Company; Miss Maureen Ott ; t he
~~h M. ~~rson s Company; Paul-Munroe Hydra ul ics , In c.; Mrs . Pi a
P~ pp ; Phillips Petro l e ~ Company; Sailors' Union of the Pacific; Sal en &
WIt:lJlder AB; S~ Francisco Mari tim e Muse um ; E.W. Saybolt & Compan y,
Inc., Mr. W.F. Schill; Seafarers International Union; Shell Intern a tion a l Pe-
~roleum an~ Shell Oil Company m.S.A); Shi pbuil ders Council of Am erica ;
pehITY,Manne Syste ms; Su n Shipbuil ding an d Dry Dock Company' Mr Bob
S ut er and: Und ite L ho .
United Sta~ Me~~ T8 a. ~aton~s, In c.; Un ited State s Coast Guard;
' .
.. ~ e antime Administration; U.S. Salvage Association ' Valve
Menur acturers Aeeociati
. on,. Wes t C ' p Chan dlers Inc ' Worthingto
oast Shi ' n
Pum p Corpora uon. ' .,
G. 8. MARTON
G B. Marton 8r.aduatedfi th C l" .
Qu inghi s seagoingca rohm e a ifomia Maritime Academy ill 1969.
ing tan'kerIJ of a1l 1\Jpe8
reerd' e. serued on all types ofmerchant ships, includ·
'1sl an SIUs.
 C HA PTER 1

Tank Vessel Design and Classification

he first tanker appear~d over a century ago, and sincethat time tanker
T transport ha s evolved into one ofthe most efficient modes oft ranspor -
tation in the world . Modem refinements in th e design ofthe se vessels have
resul te d in the development of a versatile carrier capable oftransport ing a
wide array of bulk liquid cargoes. Today, tank vessels (both ships and
bar ges) are responsible for the movement oftremendous volumes of liquid
cargoes . This chapter focuses prim aril y on vessels th at are designed to
carry cargoes classified as "dang erous liquids."
Th e following definitions are provided to eliminate confusion about
th e typ es of vessels de scribed in th e te xt. The Unite d St ates Coast
Gu ard (USCG) defi nes a tank vessel as "a vesse l th at is constructed or
ad apted primarily to carry, or that carries, oil or ha zardous material in
bulk as ca rgo or cargo residue." The USCG further categori zes a tank
vessel as a t ankship (if it is self-propelled) or a tank ba rge (if it has no
mean s of pr opulsion ). Th r oughout the text, efforts have been made to
use the term "tank vessel" ift he topic applies to both shi ps and barges.

OIL TANKER
The earliest design of tank vessels involved construction with a single hull .
Figure 1-1 shows a cross section ofa traditional single-hull design .
In the early part of the twentieth cent ury, th e shift toward longitudinal
construction resulted in a unique subdivision of the cargo tank area . A13
seen in figure I-I, the use of twin longitudinal bulkheads divided the vessel
athwartehipa into three tanks: a center tank flank ed by a set of wing tanks.
A series of oiltight transverse bulkheads completed the subdivision of the
cargo area, as required, for the particular trade of the vessel. This method

"'L i
 _ . __ / ACCOmmod ali On
!,
j- -

Figure 1-2. Profile view of a doubl e-bottom ta nker. The double-bottom space serves
8S the s egr egated-ballaet ca pacity for the vessel. Copyright e In terna tional Mari-
time Organization CIMO), London .

of con struction wa s well s uited for the bulk t rans portatio n of liquid car-
goes ; at the same time it virtuall y eliminated the free surface problems ex-
peri enced with earlier tanker designs.
Free surface is an effect cre at ed wh en liquid s move about in an unre-
stricted fashion within a compartment such as 8 cargo or ball ast tank. The
resultant shift of weight has an adverse impa ct on the stability ofthe vessel.
so every effort is made to minimize shifting.Typical methods of reducing the
~ free surface effect include keeping the number of slack cargo and ballast
,-
~I
Ij;~
tanks to a minimum, constructing smaller compartments (subdivisions).
an d utilizing partial bulkheads (swas h plates or swash bulkheads).The suc-
s cess of the single-hull design is evidenced by the fact that it has withstood
the test of time and deadweight Idwt) tonnage. Single-hull construction pre-
dominated until the late 1960s when political and environmental pressures
drove the tanker industry to seek other methods of construction. By the
~<
•
>
KHtil 19708 a number of owners had shifted to double-bottom construction (fig.
1-2) to meet the new segregated-ballast requirements.
Th e gr ounding of the Exxon Valdez in 1989 prompted domestic an d in-
ternational requ iremen ts calling for newly constructed oil ta nkers to be fit-
ted with a doubl e hull. Double-hull tankers had been successfully operated
for a number ofyea rs, hence this design took cente r stage as the most likely
~I
,.
~-
re sponse to the public 's out cry for height en ed protection of the marine en-
vironment. The use of two pieces of stee l (inne r and oute r hull s)to separa te
l'~ the cargo area from the sea is expected to minimize oil outfl ow from the ma-
jority of tanker casualties-grounding, collision, or minor shell dam -
age-that involve a breach of the hull . The cons truction scenes of the
ARGO Endeavour (fig. 1-3) clearly illu strate th e protection afforded the

P
•t ,i' cargo tanks wit hin the double hu ll.
The Oil Pollution Act of 1990 called for new tankers contracted after
J un e 30, 1990, to be constructed with a double hull. The U.S. construction
~ requirements contained in Title 33 CFR Part 157.10d specify minimum
spacing as follows:
 6 TANK VESSEL DES IGN AND CLASS IFICATION
OIL TANKER 7
For vessels of 5.000 dwt and abov e-
For vessels of less than 5,000 dwt-
Double sides 'WI
W z 0.5 + dwt 120 ,000 or 2 meters the lesser and in no case lesa t ha n 1 meter Dou ble sid es (W )
Doubl e bottom (In W . O.4 + / 2.4) (d wt / 20, OOO ) in mete rs , but in no case less than 0 .76 mete
H '" Bre adth / 15 or 2 meters t he lesser an d in no case less than 1 me te r Double bottom (II) r
H • Breadt h / 15 in meters, but in no cas e lesa th an 0.76 m('ter

Figure 1-4 sho,:",s t he newly ~n 8tructed double-hull tanker American

Figure }-3 Conat eli
hull at number 1ru on scene oftheARCO EndeolJOur showing th e protective daub e
cargo tanks port and starboard. Courtesy ARea Marin e, Inc.
Pr~gr(,s8 operated In th e domestic trade by Mobil Shipping a nd 'I'rene por-
tatton Company.
Th e.double-hull requirement created tremend ous cont roversy with in
t he United ~tate8 and inte~na tional shipping communities. Industry ex-
perts questlOn~d the effe:t.lvene~s of th e double-hull design in a h igh -
energy grounding or collisio n WIth the potential for significant 10s8 of
cargo. Th e Oil Pollution Act of 1990 (OPA '90) left th e door open toaltem a-
t ive vessel designs which could offer en vironme ntal protection that was
equ al to or better t han the protection provided by the double hull . During
the 1990s research into al ternative designs and techno logy was conducted
t hroughout th e world . However , in 1993 , a USCG report to the U.S. Con-
gress reaffirmed t he double-hull design 8 S the only method of construction
th at s hould be permitted to ope rate in U.S. wate rs . This conclusion placed
the United St ates at odds wit h t he rest of th e shipping commun ity as the
Inte rn at ional Maritime Or ganization (IMO) had embrace d not only the
double-hull method of construc t ion but also the controve rs ial mid-deck de-
sign .
The Coast Gua rd cited inexper ien ce with th e mid-deck design as one of
the re asons for not recommending it as a viable alte rnative to the double
hull. In the mid-de ck design (fig. 1-5)an inte rmediate oiltight deck essen-
tially creates an up per an d a lower cargo ta nk. In the event ofmajor bottom
damage, thi s design pr even ts sign ificant loss of cargo based on the hydr o-
stat ic principle . When fully loaded , th e head pressure of th e oil in the bot-
tom tank is less th an the wat er pressure exert ed on the outaid e of the hull .
Once the vessel comes to rest, ins tea d of oil gravitating out the bottom of
the vess el, water Flows in , pressing up the bottom tank. This simple but ef-
fective concept ap pea rs to outperform th e double-hul l design in model tests
t hat simulate casualties involving significant bottom damage. The wider
doubl e side s in th e mid-deck des ign resemble tr aditi onal wing tanks and
provi de better protection against collision dam age than the double hul l.
Another des ign closely related to the mid-deck is th e Coulombi Egg
shown in figu re 1-6. After seve ral years of evaluation, IMO has also ac-
cepted this design as affording a mea sure of protection for the marine
environment equivalent to that of the double hull. As in the case of the mid-
deck des ign, however, the U.S. Coast Guard opposes the idea of equivalence
1 and will not perm it eit her design into t he United States. The controversy
 Upper cargo tank _ Air pipellrunk Wing tank
(ballast)

Figure 1-5 . The mid-deck design shown here uses hydrostatic pressure to minimize
oil outflow in the event that the cargo tanks are breached. Courtesy Marine Log.

Cargo Ballast
Ballast

Cargo Cargo
Cargo

Figure 1-6. The Coulombi Egg design .

 TANK VESSE DESIGN AND CLAS!:l1 1"lL;A' I IU1~
10

O'It"T aJtemative design s continues in part because ~he U.S . posi t ion ha s er.
Iecnve ly closed th e door on ot he r tec h ~ol ogy as evidenced ?y the fact ~hat
double-hull orde rs and deliveri es dommate new construction worldwide.

P AR CEL TANKER
As cons umer demand for che m icals an d ot her s pecialty products in-
cre ased worldwid e the need for vessels desi gn ed s peci fica lly to transp ort
th ese cargoes also expande d. As a qui ck fix, so me owners modified exi st-
ing product carriers into what were te rmed "drugs!ore" ve ssels , carrying
lim ited quan tit ies of ma ny differen t pr oducts . tr.ItImatel~, these vessels
paved the way for parcel carrie rs, vesse ls specia lly designed an d con-
structed from the keel up to accommodate the growing m arket . Figu re 1-7
shows one s uch vessel , the Stolt Innovati on, built and operated by
Stolt-Nielsen S.A.
Figure 1-8 shows the deck of an externally framed vessel. This method
of cons t ru ction allows th e in ternal s urfaces of tanks to be smoot h . Du e to
the nature of the ca rgoes transported, parcel tan ke rs a re desi gn ed to main-
tain a high degree of segregation bet ween ca rg oes . Fi gure 1-9 s h ows t he Figure 1-7. The St olt Innovation serves in the parcel tra de worldwide. Dourteay
complexity of deck pipin g on one coastal che mical carrier. Stolt-Nielsen Tran sportation Group Ltd .
Toward th e end of th e t wentieth century, the demand for parcel tankers
incr eased as th e tr an sport of th ese ca rgoes by s uch vessels proved to be sa fe
and cost-effective while maintaining th e hi gh est stan da rds of qu a lit y as-
surance. The list of differ ent cargoes ca rri ed by parcel t ankers is exhaus-
tive; however , th e rul es governing t he sa fe t ransport of these cargoes a re
well defined in th e international bul k che mical codes. Th e construction
and s urvi vability requirem en ts for che mica l vessels ca n be found in Title
46 CFR Part 151 (barges ) and P art 153 (sh ips) as well as in the bulk chemi-
cal codes (lBCIBCHl from the Inte rn ational Maritime Organi zat ion (lMO>.
nB C is the Internati onal Code for the Cons t ruction a n d Equipment of
Ship s Carrying Dangerous Ch emicals in Bulk . BCH is t he Code for the
Construction and Equipment of Ships Ca rrying Dan gerous Chemicals.)
The marine environment is afforded three levels of protection against
an unc~ntrolled r~lease of t he cargo re sulting from a brea ch of the cargo
tank. FIgure 1-10 illustrates th e spacing requ iremen ts for Ty pes I II and
III containment in the cargo area , as specified in t he bulk chemical codes.
1. Type I containment provides the maximum level of protecti on possible
~hen transport ing f1ubstances t hat pose th e greatest environmen tal risk
I an .uncontrolled release from th e vessel should occur. In addition to the
spaCing requirements between th e side and bottom shown in figure 1-B, Figure I -B. The deck of an externally framed parcel tanker. With thi s design, the
veuelsconatruetedin
. . eccordance WIththese
. rul ea must also be capable 0 r cargota nks have smooth internal surfaces. Courtesy International Marine Consul-
SUI"VJVlng a certain prescribed level of damage to th e hull. ta nts lIMC).
 12 TAN K \ 'ESSEL DESI GN AND CLASSIFICATION
COMBINATION CARRIE R 13
2. Type II conta inment ill required whe n t ran8por1ing substance/:l t hat pONe a
significant ha zard to the environmen t . T he s paci ng require ments and t he
aurvt va bihty requirements orthe vessel a re Ieee than those for Type I COn _
tamment .
3. T)-pe III containment affords a moderate leve l of protection. No special Type I '",,-
115m
'""
11.5 m
spacing requi rements a re neces sa ry and the s urvivability cri teria in the
even t of vessel damage are not 8S st ringent as those for Type I or II .

The chemical codes furt her classify cargo tanks according to t he ir con. 6115 or 6 m
struction.Independent tank s are cargo tanks not designed as a part of the
hull structure. An examp le of an independent tank would be a cylindri cal
cargo tank installed above th e deck . An indep endent tank is u sed to elimi-
nate or at lea st minimize the forces or st resses th at may be working on the
adjacent hul l structure. An independent tank is in stall ed in such a manner 760mm Cargo Cargo 7"~
that it can be moved relative to t he vessel. Type II

Integral tanks are cargo tanks t hat fonn a n essential part of t he hull
structure and contribute to the st rengt h of the vessel. In tegral tanks are
subject to the forces and stresses experienced by t he hull structure as a re- Bfl50r6m
sul t of cargo operations and motion of the vessel. Figu re I- I I illustrate s
several cargo tank configurations on parcel tankers .

Type III Cargo

Figure 1-10. The s pacing requiremen ts for Types I, II. a nd III containment un der
the bulk chemical codes . Copyright C> International Maritime Organization (110101,
London .

Gravity ta nks ar e those tanks ha ving a design pressur e not gre ater
th an 10 pounds per square inch gauge and of prism at ic or ot her geomet ric
s hape where s tress analysis is neither readily or complete ly determinate.
Pressure tanks are independent tanks whose pressu re is above 10 pounds
per square inch gauge and fabri cated in accordance with domestic rules.

C OM B I NAT IO N CAR R I E R
The USCG defin es a combina tion carrier as a ny vessel designed to carry oil
or solid cargoes in bulk. Th ey are s pecially built vessels often referred to as
 COMB INATION CARRIER 15

relbu1k/oil ca r rie rs (OBOs) capa ble of alte rnat ing betwee n carrying oil
oa rgoee a nd bul k comm odities auch 8S ir on ore or coal. Combinat ion ca m -
: r8 ca n also be ada pted to meet th e s pecia lize d requireme nts of a custome r
, 8uch 88 alte r nating between the transport of ca ustic and alumina for th e
aluminu m indu stry. The advantages of t his design include th e ab ility to
~ ,e
~
carr)' cargo in both directio ns during a voyage a nd to shift t rades ea market
i!
~
-
J
0
~,
conditions and frei ght rate s change .
Figure 1-12 illustrate s a typical c r08S section of a n DBO . Th e design is
characteri zed by large rai sed h atch openings 8S well 8 S a doubl e-bottom
III ,s and top side ball ast tanks for t rimming of solid cargoes. Some of the con-
cern s expressed with t his design include damage to t he tank coati ngs a nd

~
·
2
~
high st resses from t he loadin g of dry ca rgoes. Problems also arise in sit ua-
tions where m aj or components ofthe ca rgo sys te m (such as pum ps, valves.

,,•c
0 ine rt ga s systems , and so forth) experie nce extended periods of inac tivity.

I~
•
~
To combat thes e proble ms. combination carriere requir e frequent in spec -
tion and on goin g pre ve nti ve maintenance to e nsur e the continued reli abil-
ity of ca rgo system equipment.

0" ,,
-;
,
,
~

•
~
,E
~
~ Waler

i" ·•
9 Uw'"
hopper
ba llaSI
~ oroil
la nk
l arge ha\Ct1way
~ 8
& e "0

• •,•
5
-;
~
H.d
Oil or dry bulk taiga

i -
•
,
W
0

Duel keel

~
e .s>
!• ~
~ c
~ lower
hopper lank
water
ballas!
Double ecucm
I
"-
~

~gure 1-12. OBO; typical section. Reprinted with permi ssion from t~~ lntema-
~ uoncl Safe ly Guide for Oil Tank ers and Terminals flSGOTTJ, 4th editio n. Cour-
>: tesy OCIMF, ICS, and !APH.
 BARGES

An f.'(me thod of bulk liquid transpo rtation by water ut il'

Th domesne tank barge 10 ust ry iIS com posed of approIZCllt
induatrv .
' "l.rtk
bll.rVs . e an d th ey account for th e transp ort of milli ons afton 8!(!ly
.II 000barges,
""'r
, II T k barges within th e U ruteIted States d e I"rver produ cts 8th0 ce'iO
annua y. an . I k h rough
inl d waterway system (rivers , a es , aya, and sounds) d '
out th e i an . d Th . . un th
shore in the coastWIse tr a e. eee versati le vessels tr ll ey
aI.. run 0 ffi k hi F' 8 SPort
the full range ofcargoes carried by tan 8 IpS . rgu re 1-13 shows a tYpo
I nd profile view of an existing single-hull ba rge. leal
p anr~"barge8
....., are constructed
. with' a centerline bu lkh ead and a 8 ene80f '
transverse bulkheads . This results In a port-and-starboa rd ca rgo tank
figuration 8S seen in figur:e }-13. The number of ca rgo compartments fo~~
on a barge is generally dictated .by the trade ?ft he ves ~el . Under the Oil
PollutionAct of 1990, the barge industry al so IS fa ced ~th converting the
existing single-hull fleet to a double-hull standard. Fi gure 1-14 show
new double-hull barge that is being constructed by Ala ba m a Shipyard ~o:
the domestic coastwise trade.
Barges transporting ca rgoes other than oil must m eet the constructioll
requirements outlined in Title 46 eFR Part 151, which ca ll for heig htened
pro tionofthe cargo area from side or bottom damage to the ba rge. Barge

Tank hatch

3 eiertoaro 2 starboa rd 1 starboard Ra~e

cargo tank cargo tank cargo tank

3 port 2 pert t pert

cargo lank cargo tank cargo lank
Tank hatch

0 0
0 0
2 starboa rd 1 starbOard
cargo tank. cargo tank
 CLASSIFICATION 19
~RI(1N AND CLASSIFICATION
TANK VgSSEL Dc" ,
re facing the ca rgo tank area is sea led, and aCCeR!! to the house te limited to
_" t , t_ 'ctuTalstrengt h, collision a nd ground·
doors loca te d at the Bide of the superst ru ctur e. These changes have im -
in the event of floodilog fr om specified
"
hullsare categon"l ed al.'COnung 0 ,...
d . bility proved the safety ofth~ ves sel o~e~ e~r~ier de sign s by enh.ancing two ba sic
iog ."quiremant8. " 8 ': r;;ySTWS
are cate gorized in th ree wa ys as follow s :
principl es of constructIOn: (1) rrunmuzmg the ac cumulation of flammable
daInagt>tothehull. The u r~
cargo vap or s in and a round the su pe rs t ruc t ure and (2) sepa ra tin g the
'".,.,-'" to ea....... products wh ich req uire the maxi.
'1'....- I barge hu It8 are delll.... <... 'O J cargo area from potential sou rces of ign it ion.
'lr , urw topl't'Clude the uncontrolled reles se of th e ca rgo.
ItIUlii pre"l'ntl\'e m69ll . .
Type ll bargt' hull. I re theee designed to ca rry products which require sig.
"\'1' measures 10 preclude the u ncont roll ed r ele a se of t he
nlfieant pl't'ven... ... C L AS S I F IC AT ION
'"''
Type III bargehulll are th081'designed to carry prod ucts of sufficient h az-
Tank vessels are usually clas sified by the trad e in which the y are engaged
ard to rvquireB moderate degree of control. and according to deadweight tonna ge.
Th e tra de of a vessel is defined by the type of cargoes r outinely carried
over a n umber of voyages. In the tanker industry three bro ad categories
BARRI ER S
predomina te:
In the construction ora tank vessel, a physical barrier is genera lly required 1. Crud~il carrie rs
to seperate the cargo and noncargo are a s of'the vessel. Se ve ral a p proaches
2. Product carriers
to meet this requirement are outlin ed in th e constructio n regulation s . The Clean (gasoline, jet , diesel, etc .)
m t common m thod is the we of a void-dead a ir space, known as a Dirt y (black oils-residual fuel oils, vacuum gss oils, asphalt. etc .I
cofferdam-that placestwo bulkhead s between the ca rgo an d non cargo a r- 3. Par cel camet'll (chemical/specialty cargocs, etc.l
eas lUI seen in figure 1-15.
Alternative methods of separation includ e th e use of a ca rgo or ballast Tankers tend to remain in one trade. Howeve r , as market conditions
pumproom an empty cargo tank, or a tank carrying a grade E ca rgo an d cu stomer req uir em ents change, a vessel may move back and fort h be-
dfl hFOmi of 150 F and above). This barrier extend s the breadth and tween t ra des d uring t he lifet im e of t he vessel. To change the t rade of a ves-
ellthtr~evesselcreating-thetransiti on betwe en the gas -s afe areas ofthe
::::a e:ntructure and engine space s) and the potentially ha zard-
rie m~t8.lity ~:r:ve;: ~ther design features contribute to this bar-
sel is a su bstantial commitment on the part of a n owner as extensive
cleaning a nd even m odifi ca ti on ofthe vessel may be neces sa ry .
Tanke r pe r son nel often r efer to the vessel acco rding to its dead we ight
, u ng e act that the forward side of the after house ton nage Idwt). The de adweigh t t onna ge is used as a roug h m ea su re ofthe
cargo carrying ca pacity of the vessel a nd is usuall y ex pressed in long ton s
(1 long ton = 2,240 pounds ) or metric to ns (1 metri c to n « 2.204.6 pounds ).
The dead weight tonnage of a vessel is defined as the a mount of ca rgo, fuel,
wat er, a nd stores a vess el ca n carry wh en fully loa ded . Ta nk er s a re typ i-
cally divided in to four broad ca tegories a s see n in table I -I a nd figure 1-16 .

TABLE 1·1
Classification of Tank ers
According to Deadweight 'po nnege
Tonnage Rang!! Trod,
Category Pr oduct/parcel
HandyfCoosto1lParcellBarge 5 ,000 W 35,000 dwt
35, 000 W 160,000 dwt Product/crude oil
Medium Cru de oil
VLCCs (very-large cru de carrier) 160,000 W 300,000 dwt Cru de oil
ULeCt! (ultra-large cru de carri er ) 300,000 dwt and above
 ~ ./1 16.500 dw1
~ 532" DnIn 30 6' Beam 70' J

~ Lenglh 86 1'
'00=_
Drafl49 ,6' Beam 125' S
~ 2~ = _
7
Lengl h 1,141' Ora" 65.4' Beam 170'
l ~

500 ,000 dwt

Length 1,300' Draft 82' Beam 233'

Figure 1-16. Rela tive sizes of tankers. Tanker s ize ha s in crea sed dr amatically s ince \\!\\·1I. The top fiKU rl"represe nts e T·Ztanker
Courtesy Exxon.

s"' ~''l.
o~ "
0
.:! ':'"
~~

"oo .c
~

3 0
'< 0
Z~
;:;. 2
,,- -
~ g.
. 0

~
;;
5·
~

ii
~
~

~
[
.
0;

~
~
8
\;'
a-
~
 REVIEW 23

D E VE L O P ME NT O F Til E SU P E RTAN KE R
During the post-World Wa r 11 era, t he lanker industry experienced dra-
matic change s in bot h t he dimensions a nd the t rade routes ofthese vessels.
Th e eve r pop ul ar T-2 tanke r of t he war yea rs gave way to modem construc-
tion (fi g. 1·1 7 ) in order to create more economica l ways of transpo rti ng oil
to meet the grow ing dema nds of t he industrialize d world.
A nu mb er of factors contributed to the rapid increase in ta nker size. in-
cludin g the hostilities in the Middle East that resulted in the closure of the
Suez Ca nal , a choke point for tanker t raffic to and from the oil fields of the
Per sia n Gulf. Nationalization of the oil refineries in the Middle East and
fier ce competi tion a mong international shipowners all played a role in ac-
celerating the development of the modem-day supertanker. VLCCs and
ULCCs ply the most solitary trade routes of the oceans, typically loading at
offshore plat form s or single-point moorings and discharging at designated
lightering zones off th e coast (fig. 1-18).
Th ese vesse ls can ente r only a limited numb er of port s in the world
when fully loaded a nd ther efore remain at sea for exten ded periods oftime,
a typical voya ge often ta king seve nty to seventy -five days.

REVIEW

1. Defin e the te rm "tank vessel."

2. Wha t is th e effect of free surface on a vessel?
3. How can the effect s of free surface be reduced or eliminated?
4. Describe the method of const ruction of single-hull ta nk vessels .
5. The Oil Pollution Act of 1990 mand ate s double hull s for new const ruc-
ti on. What are th e minimum spacing requi remen ts bet ween th e hulls?
6. Dr a w a cross sect ion ofa mid-deck tanker an d explain the meth od em-
ployed to reduce oil outflow in the even t of'a casualty (grounding/colli-
sion ).
7. In the transport of hazardous chemicals, explain the require ment s for
Types I, II , and III containment.
a. In the construction of a modem tank er , the cargo and noncargo areas
of the vessel mu st be phy sically se parated through what means?
9. List three factors that contributed to the development of the mode rn
supertanke r .
10. List the va rious trades in which a tank vesse l is typically engaged.
~ 1-18.Lighteringoperalion at Ilea A VL
b eBfJOW 8 8mallershuttle tank . CC (209,000 dwt) discha rges part of
ry. Oourteay Shell lnte ti er(71,000 dwt ) th at delivers the cru de oil to th e
rna 10na1 Petroleum .
 PROP ERT U:S OF PETROLEUM 25

Ch e m ical Liquid"
CHAPTER 2 A liquid chemical.is a ny substance used in , or obtaine d by, a che mical pro-
cess . Ther e a re literally hundreds of differ en t che micals t ra ns porte d by
tank vessels . Th ese s ubstances a re deri ved from ma ny sources and ha ve di-
ver se characteristics. Th ey may be catego rize d aa organic or inorganic
che mica ls . Table 2-1 shows a sampling of each .

TABl.E 2·1
Cargo Characteristics Chemical Liquids
RICHARD BEADON AND MARK H UB ER Orga nic Chemical. Inorganic C~micals
Aromatic hydrocarbons Boricscid
Vinyl chloride Sulfuric acid
Acetone Phosphoricacid
Acetic acid Caustic soda
Styrene monomer Hydrochloric acid
umeroWi potential hazards a re associ a ted with the s eagoing transport Acrylonitrile Molten su lfur
N of bulk liquid cargoes. To minimize th ose ri sks it is im perati ve for th e
person-in-charge (PIC) to hav e a keen understanding of the phys ical proper-
Special Liquids
nee of the cargo being transported. Experienc e has shown t h at knowledge Liquid substances other than th ose classified as petroleum or che mical are
about the cargo is vital to intelligent decisi on-making with re spec t to sa fe described as special1iquids. Table 2-2 shows some examples.
carriage 88 weU 88 to efforts to maintain quality assurance. I mp roper trans-
fer procedures, stowage, and care of the cargo h ave all fa cto red into inci- TABLE 2-2
dents that resulted in harm to personnel and damage to ves sel, ca rgo, a nd Special Liquids
the environment. This chapter seeks to address the main ch a racteristics
Animal l Vegetabl e Oils ...tisct'llant'ous Liq uids
and hazards presented by the cargo as it relates to the role of t he vessel PIC. Freshwater
Many of the properties and hazards discussed in this chapte r a pply to all Palm oil
Soybean oil Beer
bulk liquids . However, due to their special nature, liquid chemica ls may Sunflower oil Wine
present significantly different characteristics and hazards . Other vegetable oils
Animal oils
Tallow and greases
BULK LIQUID CARGOES Molasses

Tank vessels transport a wide variety of liquids in bulk (u n pack age d).
~e~ fall under three broad classifications : petroleum liquids , chemical PROPERTIES OF PETROLEUM
liquids, and special liquids.
Crude oil a nd th e pr oducts derived from t he ra w mat eri al are cons ide red
Petroleum Liquids petroleum liquids. Crude oil is a mix tu re ofa wide ran ge of long-chain hy -
PfW'pleum liquids . I 0 f naturally occurring crude oil and the various d rocarbon mole cules. A hydro carbon molecule is esse nt ia lly one or mor e
r U . conere hydrogen atoms linked with one or more carbon ato ms , hen ce th e te r m hy-
J! od ctsdenved(refinedl from this raw material, including the following:
drocarbon. The comp osition of crude oil va ries wid ely (pa raffins, naph-
GuO
Jine thenea. or aromatics) depending on its geographic sou rce . Crude oil ca n be
Ker08ene Residual fuel oil described as eith er "he a vy" or "light" based upon its specific gr avity. The
1<11 Jet fuel
_I Asphalt number of carbon atoms in the hydrocarbon molecul e influen ces the
Lubricants Coke

24
 CARGO CHARACTERISTICS
FLAMMABI LITY CHARACTERISTICS OF BULK LIQUID CARGOES 27

., r. crude oil The greater

spec Ifie graVl y o ' . the number crcarbon a toms In
' a
molecule the heavier the molecule will be.
Arom~ound is a chemical substance ma,de up of tw o or mor e eleme nts
bondf'dtogt"therand not separable by.physlcal means . Crude oil is a mix.
ture of hydrocarbon compounds rangl~~ from th ose th at are pa rt ly eee.
eous under normal atmosphenc conditions to th ose t hat are liq uid
solid. Also present are traces of nitrogen, s u lfu r, oxygen , and metal:~
Crude oil8 containing sulfur compounds such a s hydrogen s u lfide
known as sour crudes and are characterized by a vile a n d nauseati ng ::t~
~n·egg odor.
The refining process, described in more detail in ch apter 3, involv
separating the various hydrocarbon compounds in crude oil into grou ps ~8
fractioM of compounds having similar boiling point ranges . A number f
methods are used in the refining process including the followi ng : 0
Distillation. or physical separation, consists of boiling off the crud e oil and
splittingit into a number of fractions.
Grading is 8 chemical conversion that results in splitti ng the heavier frac.
tJo~ into lighter fractions. Each fraction has its own boiling point and a
urnque set ofphysical properties.
Purification is the process ofremoving certain impurities (such as sulfur)
from the petroleum products during the refining process.
FLAMMABILITY CHARACTERISTICS OF
BULK LIQUID CARGOES
There are serious fire risks ass . t d . h
certain chemical cargoes' h ceredi WIt. the transport ofpetroleum and
to
order. To enable the PIC iude a h ISCUBSlOn of these characteristics is in
gorieed accordingtotheirfl~~~:~'l~ degree ofriek, most ~argoeB are cete-
terms used in the c1assificati f I tty . FolloWlnglS a review of'so me basic
. Volatility: In a fire invof~: c:r
goes
: '.
gIVen off by the liquid burns g fla~m.able liquid. the va por that is
mability of a liquid cargo will d not .d n liquid itself. Therefore, the flam -
to Produce. flammable vapor. V:iaet~i p,:manly on the ability of the liquid
dency of oils or chemical prod ta ty IS a term used to de scribe the ten-
the PIO, thereareanumbe fUC to Produce flammable vapor. To assist
Tru ro weyaof'ex .
. . evaporpressure (TVP). V presslOgthe volatilityofa liquid.
a liquid. FQr example wh . apor pressure indicates the volatility of
::~~' ithwiU begin to va'pori::i~~~~roleurn (liquid) cargo is loaded into a
un t e space reach equilibri th Space above. When the vapor a n d Iiq-
other method of expr essing th e va por pressure is empl oyed- t he Reid va .
per pressu re (RVPJ.
Reid vapor p ressu re (RVP): Reid va por pressure is the measured va-
por pre ssure th at resul ts when a sa mple of liqu id in a closed container is
heat ed to a sta ndard te mpe ratu re of lOO°F (37 .SOC ). It is determined in a
standa rd lab orato ry experiment u sin g Reid te stin g app aratu s. Thi s te st is
ofpracti cnl va lu e to t he PI C as it replicates the conditi ons th at may exis t
du rin g tr ansport of a cargo at sea. It does so by providi ng an indication of
the behavior of a pa rt icular cargo in th e sealed tanks of a vessel whe n s ub-
jecte~ to changing ambi~n t (s.e a and ai r) te mpe ra t ures. Reid vapo r pres-
sure 18 used In the claeaificat ion of flammable liqu ids, as shown in table
2-3"
Flash point: An other term frequently encountered in t he classifica-
tion of liquids is fla sh poin t. Th e flash poin t of a flammable liquid I S th e
lowest te mperature at whic h t he liquid gives otfsufficient va por to fonn an
ignitabl e mixt ure n ea r its su rface. Th is mixture of va por and ai r is ign it -
abl e by a n ex ternal sou rce of igniti on , but the rate of va porizatio n is usu -
ally in su fficien t to su stain combustion .
Fire point: Th e fire point of a flammable liquid is t he lowest te mpe ra-
ture at wh ich t he liquid will produce s ufficient vapor to igni te and continue
to burn. Thi s te mperature is high er than th e flash point of a liquid. Th e
principal u se ofthe terms flash poin t and fire point is to indicat e the rela-
ti ve fir e h azar d associated with differe nt products.
Autoignition temperature: Th e autoignit ion point of a liqu id is t he
lowest temperature at which sus taine d combus tion will occur in a liquid
without the applicat ion of a spark or flame <exte rnal source of ignition ).
Thi s temperature is a bove th e fire point of a liquid,
Flammable limits: A liquid ca nno t bum unless it emits flammabl e va-
pors. In orde r to bu m , t he correct proportions of oxygen, va por, a nd h eat
mu st be present. Th e flamm abl e va por ofa liq uid mu st t h er efore mix wit h
air in the proper proportions to form an ign itable mixture.
Lower explosive limit (LEL) or lower flammable limit (LFL): The
lower explo si ve li mit is the smallest percentage of vapor in air that will
fonn an ignitabl e mixture (point C in figure 2-0. If t he concen tration of'va-
par is below the LEL, the mi xture is cons idered "lean" an d will not su pport
combustion .
Upper explosive limit (UEL) or upper flammable limit (UFL):
The upper explosiv e limit is the greatest per cen t age of va por in air that will
form an ignitable mixture (point D in figure 2-1 ). If the pe rcen tage of vapor
present exceeds the UEL, th e mix ture is conside red "ric h" a nd will n ot s up-
port combustion.

a
• a8 prellsure. The trueurn, e pressure exerted on the liquid is its
ue d'fli vapor preaeu f
Flammable range or explosive range: The flammable or explosive
I erences in compo.,",. re 0 a petroleum liquid will range diagram in figure 2-} illustrates all th e possibl e combinations of va-
Ion and tern perature; consequently an- por in air (bet ween the upper and lower flammable limits ) that form an
 CARGO CHARACTERISTICS AVOIDAN CE OFTIl F. FLAMMABLE RANGE 29
'" e
The fla"mma
1 ble limits T blca n vary
' su bstant ially for diff ueren t petro1eum
" Bnd chemica carg oes. a e. 2-3 list s th e ty pical limi te ..... of n a mma b"I"
t tt y <lor
several cargoes. T 0 d ete rrm ne the fla mm able limit s of. pa rtiICU Iar cargo
consult th e data'" 8 h eels
V or dt he l.aborato
. ry a na lys is of the cargo. '
Va por. d "nat y: apor en eit y ie t he ratio of th e weight of a vapor or gas
o with no air pr esen t compar ed to an equa l volume of air at the sa me temper-
T'''' ' '~.,
10
atur~ a nd ~re s s ure . The va por dens ity ofa liquid can only be accurately de-
OllutJon •....••. DtI!JbOn
tennmed m a s tandard .laborato ry experiment. A vapo r den sity of 1
WIth air
WIth nett gas (unacceptable) indi cates t hat t he ~as .wetg hs the sa me as that of an equal volume of ai r.
(purging) ....... Valu es lesslhan 1 indica te t hat the gas is lighter than air a nd will tend to
..... ....... rise. Values greater than 1 would indicate that the gas is heavier than ai r
5
G and would tend to settle.
An unders tandin g .of vapor ~ensity is important because most petroleum
H ''' " cargo va pors are heavier than air and will settle in lower regions of a tank or
..... purnp room . This is an important consideration when determining the method
A and adequacy of te sting a n at mosphere for the presence of cargo vapors.
o s 10 15 20 21 Vap or den sit y is also an important element that contributes to the ac-
cumulation of fla mma ble vapors on deck and around the superstructure

= .....
. ..-
Oxygen--percentage by volum e
_ ThI_I'IiI'9'~_ ~ "' . JrpoeII cn.o. oiI n does l>()f rel\llel ll'lll while tanks a re venting during a loadi ng ope ration.
Thll......
_ _ t.- "'~ClWI~l<bsl.~be_. . Wldc::::.•
....., lot Ill"*-' _ _ purposes 01Ny

Figure 2·1.
national Flammable
S r. G ' range
. diagram. Reprinted with perrrua . f rom t h e Inter-
. sron AVOIDANC E OF THE FLAMMABLE RANGE
otety uldeforOdTankersandTermina[s(1SGOTTJ 4th diti C
tesy OCIMF, IeS, and lAPR • e mon . our- To enhance the ove rall safety of transporting flamm abl e cargoes, many
tank ve ssels are eq uipped with inert gas syste ms (see chapte r 15 for a de-
tailed discu ssi on ). The purpose of this sys te m is to maintain the atmo-
ignitab le mixtu re. Mixtures of h dr bo . sphere of the ca rgo tanks in a nonflammable condit ion throughout the
the flamm able range (sha d d y .ocar n vapor and air that lie outside
tion. In the ca8e ofoil cargoe~ .~;~8 ~n the curve ) will not support combue- voyage cycle (ope rati ng life ) of the vessel. This is achieved t hrough the use
lower explosive limit th ,.1. e ydroca rbon concentration is below t he ora ga s or a mixture of gases t hat is deficient in oxygen and therefore inca-
, ere 18 Insu fficient . pable of su pporting combusti on . Alth ou gh the atmosphere or a tank may
Conversely ifthe hydr cca bo vapor to support combustion.
"mnt. , t here ' is insufficient r . n concent ratio n 18
. a b ove t h e upper explosive
" contain flammable vapors in varying concentration , there can be no fir e or
1 air to support com bus tion. explosion if the t ank is starve d of oxyge n .
A properly inerted cargo s pace is a ny com pa rt ment wit h an at mosphere
TABLE 2-3 contain ing 8 percent or le ss oxygen by volume an d mainta ined under posi -
p Typical Flammable Limits of Sam p Ie C argoes ti ve pr essu re . The application of an inert gas syste m during a typi cal voy-
rod uet LEL age can best be illustrated re lative to a flammable range diagram (fig. 2-1).
UEL Ra nge
Crud~ (average) 1.0% Th e goal of t his system is to prevent the atmosphere of th e cargo tanks
10.0% 9.0%
Gasoline 1.3% 7.6% from ever e ntering the flamma ble range.
6.3 %
Kerosene 0 7% 6.0% 5.3%
Benzene 1:4% 8.0%
Voyage Cycle (Inert G a s Cycle)
Ethyleneoxide 2 ooc 6.6%
Am " 100 .0% 98.0% A conve n ie nt starting poin t for thi s discul'l sion is a vess el in t he shipyard
moma 15"5%
ro
27.0% with t he en t ire ca rgo system clean and ga s free (see chapter 13 for a discus-
Naphtha 0:9% 11.5%
6.7% 5.8% sion of th e gas-free state). As shown in the fla mmable range diagram (fig.
Souru: United State8 C08al Guard 2-1), the a t mosphere of t he cargo tanks would like ly be found near position
 CARGO CHARACTERISTICS
30
A wi th an oxyge n cont~>nt of2 l pe~ent by v~lu~e and a ~eadi ng orless than
1 pt'rt'E"nt ofthe LELan a combus tlble,-gas mdlcsto,r. Prior to depart ing the
vard or while en route to the first loadi ng port. the Inert gas ~Y8tem iso per .
ated to carry out th e primary inerting of the ca rgo tanks . "':'lth vents open
t he fresh air is driven out of the cargo tanks and replaced WIth good quaHt;
inert gas. The net effect of t his opera~ion is ~ lo","er ~h.e oxygen content of
the atmosphere in thecargotanks . P~marytne:tmgl s 11I~strated in figure
2.} by moving to the left along the honzontal axi s from pom t A until t he at.
mosphere reaches 8 percent or less oxygen by volume. It should be noted
that 8S the oxygen content ora space is lowered ,.the ran~e ?fflarnmability
for most petroleum products decreases progressively until it terminate s at
about 11 percent oxygen by volume .
At the loading port, cargo entering the empty tanks will st art to dis-
place the ine rt atmosphere. Due to the turbulence ofthe loa din g oper at ion
flammable cargo vapors are generated, resulting in the a tmosphere mav:
iog up the vertica l (hydrocarbon ) axis ofthe flammabl e range di agram to-
ward-point F. There is no material change in the oxygen content provided a
positive pressure is maintained within the space, thereby preventing the
ingress of air. At the completion of the loading operation , the atmosphere
above the cargo in the topped-off tanktel is likely to be a rich mixture, yet
still in an inert state.
Durin g the sea passage to the discharge port, the oxygen content and
tank (deck) pressure should be monitored. Due to the fact tha t liquid car-
goes expan d and contract with changes in sea and air tempera ture , signifi-
cant fluctu ati ons in the tank (deck ) pressure occur during the voyage . If,
for example, the deck pressure rises as a result of increasing a mbie nt tem-
pera tu res, it may be necessary to vent off the excess pressure . Conversely,
when colder te mperatu res and a corresponding drop in tank (deck) pres-
su re are encountered. it may be necessary to start the inert ga s sys te m and
to~ up the p:essure in th e tanks. Toppin g-up is defi ned as the introduction
ofme.rt gas mto a tank already in the inert con dit ion with the object of in-
creae mg th e .tank press~re to preve nt a ny in gr ess of air.
o Upon amval at th e.discharge port. the in ert gas system is started and
perated for th e duration of th e ca rgo discharge . In ert gas is delivered to
the tankB. to re~lace th e ca rgo bein g discha rge d. To ensure that positive
~~:s sure 18 mal~ta ined . ~h e inert gas su pply mu st exceed the cargo dis-
rge ~ate. Dunng the discharge oper ation (fig . 2. 1) the hyd rocarbon con-
centration of th e atmo sph ere WI'II d rop as the ca rgo va pors a re diluted WI'tit
. capable of producing gas/air mixtures within and above the flamm~
mtertgahs. Thereafter, during each success ive load an d di sch arge the tank
a mosp ere' moves up and down th e vertical
....,1 h
' (hy droca rbon) axis .T' hi s vertiI-
~ C ange IS acceptable provid ed ' , ' the
~a ce ossibJ . . oxygen (aIT) 18 not in trodu ced m to
I I P bl y ~mpromlfHng the in ert stat us of the ta nk or vessel.
a u~r~ ~S~i°uld develo? at th e discharge port. th is may nece ssitate
~ ';..;k ,~~":'\ pyerd. During the ball ast trip it m ay become necessary
C LASSIF ICATION OF PETROI.EUM
31
to prepare th e ca rgo tank~ s ) for entry by personnel. The ta nk or lanks
should be w ~u:r- was~ed 10 ac~~dance with recommended guidelines
hile maintaining an 1O~rt condition. Following the wash. the tanks are
;llrged with in ert gas pnor to vent ilation with air.
PURGING
Purging is the introduction of inert gas into a la nk th at is already in an in-
ert condit ion with the object of ~educing the hydrocarbon concentration to
a point wher e subsequent ventilation with fres h air will not result in th e
creation of a flammable atmosphere. The purgi ng process is illustrated in
figure 2-1 by moving fr~m ~i nt F to point H.
Safe indus try practice dictate s that purgang of a tank should conti nue
until the hydroca rbon concentration of the space is 2 percent or less by vol-
ume as detennin ed by usin g a su itable hydrocarbon analyze r.
Upon completion of purging, the space is ventilated with air using por-
tabl e fan s or the inert ga s system in the gas-free mode. Ventilating with air
at this point fu rther reduces the hydrocarbon concentration while increas -
ing the oxygen content ofthe space. Th e ventilation process conti nues un til
th e atmospheric tests reve al a return to sa fe readings (21 percent oxygen
by volum e a nd less that 1 percent LEL on a combustibl e-gas indicatorJ. '!?e
process of ventilating the tank with air is shown in figur e 2-1 by moving
from point H to point A. . .
It is imp ortant to realize that avoidance of th e namm~ble ran ge I~ thi.s
way is the exp ectatio n of the tran sportation industry and ISonly possible If
the operator thoroughl y understands the use of the inert gas syste m.
C LASSIF ICATION OF PETROLEUM
Petroleum liquids are classified in many ways throughout the world . The
following information addresses two common approaches.
Intemational Classification
In many safety-related rules and regul ati ons, ?etr:ole~m cargoes are
broad ly classified as volatile liquids a nd nonvolatile Iiquida, .
Volatile liquids: Petroleum liquids tha t have closed-cup flash pom u: be-
low 1400F (600C)are considered volatile. Over th e nor~al ra.nge of ambient
' t cargoes m thi s category are
t emperaturee encountered d unng transp?r ~ ble
range. For this reason , volatile cargoe s are frequently transported In a
la nk with a cont rolled (inerted) atmosp here.
Nonvol at ile liquids ' Th ese arc pet roleum products that have closed-.cu~
flash points of 140° F (60 ° C) and above. Over t he normal range ofamblen
... '
wmpere t u res encountered during transpor
t th atmosphere above these
e
 CARGO CHARACTERISTICS CARC.o WEIG HT , CAPACITY, AND F LOW 33
30

Ihelld space ) typ

ica lly contains gas concentrations below t he lower Once a cargo ~ a s been load ed into.a ta nk, it is th.e~ nec essary to deter:rnine
ClITpB
bl · CS..anPsin .
this category include id I fuel oi
it
Ilamms (' IIml. • e-~ . h rest us ue hoils and die. he quantity 10 t he tank . At t he discharge port, It IS necessary to again de -
'A ther properuee associated WIth t ese cargoes, cweve-, th e t rmin e the quantit y of ca rgo onboard pri or to the disch arge.
0 1I8. DU 8 ... 0 • h C ·
· ti n or hea t is often necessary du nngt e voyage. aution mu st be e The sa fe, efficien t , and accurate determination of the qu antity of cargo
. ppIlea 10 • bl
excrt"illf'd with heated cargo, 8S the creation 0.(a flamma e at mosphere is . the vessel's tanks is a key re sponsibility of the P IC . The quantity of cargo
po8tlible if it is heated to or near the flash point. ~n an important factor for proper accou nting (billing); for ca rgo cal culat ion
:~etennining draft, trim, and st ress in orde r to ensu re the vessel is not
United St ates COBst Guard Classific a tion overl oade d); a nd for ca lculation of transfer rates. Th e PIC shou ld therefore
The United States Coast Guard (USCG) separates petroleum liq uids into be familiar with t he followin g tenns relat ing to volume a nd weight, as they
two categories: flammable and combustible. are used in conju nction with the tra nsport ofliquid ca rgoes in bulk.
Flammable liquids: Liquids that have an open -cup flash poin t at or be-
low BO' F (26.7 °CJ are classified 8S flammable liquids . Density
Combustible liquids: Liquids that have an open-cup fla sh poi nt above Th e density of a substance is the weight per unit volume at a standa rd tern-
BO°F 126.7°C) are classified as combustible liquids. perature of60°F (15.6°C ). The de n sit y of a liqui d is expressed in ounces per
The flam ma ble and combustible liquids are subdivided into grad es cubic foot. For example, at a standard temperature of 60 °F 05 .6°C ), the
based on their flash points and Reid vapor pressures. Tables 2-4 and 2-5 density of freshwater is 1,000 ou nces (62.5 Ibs) pe r cubic foot and t he den-
show the USCG classification system contained in Title 46 eFR Parts sity of salt water is 1,025 ounces (64 .06 Ibs) per cubic foot .
30.10.15 and 30.10.22. If the densit y and volume ofa liquid a re known , the weigh t of the vol-
ume occupied by the liquid can be found by us ing t he following formula :
TABLE 2-4
USCG Clll8sific atio n of Flammable Liquids Weight:: Volume l( Density
Fla sh P oint at or belo w sooF (26 .7°C)
If the wei ght a nd volume of the liquid are known , then the density can
Gnuk Flash Point Reid Vapor Pressure Exa mp les be found by transp os in g the fonnula :
A BO°F or below 14 psi and above Natural gasoline, nap htha
B BOoF or below More than 8.5 but less Most commercial gasoli ne Denaity e Weight I Volume
than 14 psi
C BO°F or below 8.5 psi and below Most crud e oils
Specific Gravity (8m
Aviation gasoline
The specific gravity (SG) of a substance is t he ra t io of a given volume of a
TABLE 2·5 substance at a standard t empe rature of 60 °F (15.GoC) to t h e weight of a n
USCG Cla ssification of Combu sti b le Liquids equal volume of freshwater at the sa me te m pe rature. Fo r exam ple:
Flash Point above go OF (26.70C)
Specific gravity of salt wet er
e Density of salt water - Deneity of freshwate r
Gnuk Fltu h Point Reid Vapor Pressure
D Examples :: 1,025 + 1,000
Above 80°F but N/A Kerosene
below 150°F :: 1.025
E Commercial jet fuels This mea ns that salt water is 1.025 times as heavy DS freshwat er .
150°F and above N/A Heavy fuel
Lube oils
Aspha lt If t he de n sity ofa liquid is known, it can be converted into s pecific grav-
ity by di viding its de nsi ty by t he density of fre shwater.

CARgo WEIGHT, CAPACITY, AND FLOW API Gravity

API gr avity is a n arbit ra ry sca le developed by the American Petroleum I n-
'aaing . ~- a tan k vess el it is necessa ry to
. of a liquid ca rgo into st it ute a nd us ed in the transportation industry as an alternative means of
u I el of th e ca rgo a nd the a moun t of epace it wi ll occupy. expressing the we ight of a mea s u red volume of a liquid.
 , C»GO rHARACTERISTICS TOXlC ITY-MEASUREMENT AND REGULATIONS 35

Th API gra vity uf a liquid is expressed in a scale of degr ees API at a in determining t.he h.eati ng requ iremen ts of a ca rgo and t he proper tem per-
sta nd: rd temper ature of 60°F (IS.6 °G). Freshwater has an a r bit rary grac. atures to be maint ain ed dunng cargo t ransfer a nd in t ra nsit .
ity of 10 degrees. Liquids lighte~ than fre sh water ha ve an API gravity Th ere are man y st a nda rds for expressing viscosity . Cont rolled labora-
greeter than 10 snd liquids heavier t han freshwater have a n APr gravity tory expe ri me nt s a re used to determine the viscosity of a liquid. In one
I than 10.
8 . . . . method, Saybolt Second s Universal (SSU). viscosity is measured by the
For information purposes, the API gravtty 19 denved u Sin g the follow. time in second s t hat it take s for a liquid at a pre scribed temperature to
ing formula: drain from a standard viscosimeter. Thi s information is typically derived
from a laborato ry analysi s report of t he cargo.
API gravi ty in degrees = ( 14 1.5/S pecific gravity @ 60 "F) - 131 .5
Pour P oint
Determination of Density, Specific Gravity, a n d API Gravity The pour poin t of a liquid is the lowest temperature at which the liquid will
Ahydrometer is one ofthe instruments commonly used to measure density. remain flu id . It is expressed as a temperature eith er in degrees Fahrenheit
Hydromete rs are cali brated to measure density in ounces; howe ve r . those or Celsius. The PI C s houl d be mindful of thi s temperature whe n transport-
th at measure API gravity 8 Te marked in degrees API . To obtain the s pecific ingcargoes with elevated pou r poin t s. Exa m ples ofs uch cargoes include re-
gravity of a liquid, a density hydr ometer is used and the reading is di vided sidual fuel oils, vacuum gas oils, wa x, and as phalt. During transport, the
by 1,000 (the densi ty of fres hwater). cargo temperature in t he tanks should be closely monito red an d t he hea t-
To obta in the density/API gravity of cargo in a tank, a s a m ple is drawn ing sys te m adj usted to mai n ta in t he recommended temperature. To avoi d
and the appropriate hydrometer used. Due to the fact that liq uid cargoes possibl e solidificati on of the cargo, th e temperature should neve r be al-
expan d or contract with changes in temperatures, the reading obtained is lowed to approach t h e pour poin t of t he su bstance.
the den sity/API gravi ty of t he liqu id at the temperature the s a m ple was
tes ted. Th erefore, it is esse ntia l to ta ke a te m perature readi ng of the sam-
pIe to accurately calculate t he density or AP I gravity. TOXICI T Y-ME AS UR EME NT AND REGULATIONS
Units of Measure Toxicity refers to the poison ou s nature a nd poten t ial heal t h risk s associ-
Table 2-6 shows the typical units of measure used in the transportation in. ated with a particul ar subs ta nce. Th e toxicity of a substance is difficult to
dustry . measure and is subject to re vision a s more detailed inform at ion a bout t he
ramificat ion s or exposure become available. The t hr eshold limit va lue-
TABLE 2--6 time weighted average provides a convenient in dicator of t he relative tox-
Units of Measure icity of gases and assists individu als in re ducing heal t h ri sks. Studies per -
Un.it ltfeasu~
formed on animals a nd ext rapolated for the human body form the ba sis of
1 barrel 42 gallons (US ) rating toxicity le vel s.
1 cubicmeter 6.2898 barr els
1 ton metri c (tonn e) 1,000 kilograms (2,204.6226 poun ds) Threshold Li mit Value-Time Wei ghte d Ave rage (TLV-TWA)
1 ton (long) The t hreshold limit value-time weighted average (TLV-TWAl is a designa-
2,240 pounds (1,016.0469 kilograms)
1 gTOs.e ba rJ't'1 tion established by the American Conference of Govemmental an d Industrial
42 gallons at actual temperature in the tank
1 n barJ't'1
42 gallons adjusted to standard temperature of 60°F Hygienis ts (ACGl H) for vario us substances. Th ese des ignations are used as
recommended guidelines in th e workpl ace; th ey are subject to review and
. Viscosity may be updated annually, in whi ch case the results will be publi shed in
Viscosity is a mea sure of th . t If " ACGlH publi cations . The term th reshold limit value-time weighted average
no It · · e m ema ncnon ot a liquid or its resi st a nce to
"'I'. ISds n Important consi dera t ion whe n determin in g t he pumpebility (TLV-TWA) is use d in the transportation industry to express the toxicity of
o
(u IqUI fl.cargo. Th
I e viscos'I t yo f a Iitqurid ch anges with different tempera- vapors from a substance. The TLV-TWA ora substance is usually expressed
o e a mp e. ~s th e te~perature of a liquid increases, the viscosity as the number of parts per million {ppml by volume of vapor in air.
F
be WOl effiCie nt loading a nd disch argin g of t he vessel the PIC According to ACG IH, "Threshold Limit Values refer to airborne con cen-
a ar e of th e opt imum viscosity of th e cargo. This value is useful tra tions or substances and represent conditions under which it is believed
 CARGO CHARACTE RIST ICS
that n rly all workers may be repeatedly ex~ed day after day wit hout
ad,' rae health E'ffE'cts.- When expressed 8S 8 t~ m e weighted average, the
l'Onct'ntration is considered over a normal eight- hour workday a nd a
forty-hour workweek.
Permissible Exposure Limit-
Time Weighted Average (PEL-TWA)
TIlt'penn issible exposure limit (PEL) ofa substance is a designati on used
by the Occupational Sa fety an d Hea lth Administra tion (OSHA) and the
United States Coast Guard (USCG). The PEL represents a regul atory
value (as opposed to a recommended guid elin e>that mu st not he exceeded
in the workplace. For example, th e PE L-TWA for cargoes covered by the
benzene regulation is 1 ppm.
Threshold Limit Value-
Short-Term Exposure Limit (TLV·STEL)
The thre shold limit valu e-short-term exposure limit (TLV-STEL) defines
the concentration ofa substance to which workers can be exposed continuo
c usl y for a short period of time, provided th a t the da ily TLV is not al so ex-
ceeded.
The STEL is a fifteen-minu te time weighted average exposure that
should not be exceeded at any time during t he workday, even if the
eight-h our time weigh ted average is within th e nv.
Exposures at the STEL may not be longer th an fifte en minutes and can-
not be repeated more than four tim es per workday. There mu st also be at
least sixty minu tes between successi ve exposu res at the STE L.
Threshold Limit Value-Ceiling (TI..v-C)
The thresh old limit val ue-ceiling (TLV-C) is th e maxim um concentration
of vapor in air , expresse d as either a TLV or PEL th at mu st not be ex-
~eed?d ~ven for an instant. In situations when there is no es ta blis he d ceil-
109limit , the TLV-STEL is used.
Immediately Dangerous to Life or Health (IDLH)
The .designation IDLH (immedia te ly dangerous to life or heal th) was es-
tabhshed by the Nation al Institute for Occup ational Safety and Heal th
(NIOSH1, an agency of the Public Health Servic e
IDLW
t_
d f .
IS e ined by NIOSH as a condition "that poses a threa t of expo-
sure W airborne contamina' ~ h h . likely
. th e listed sources of in formation do not address the substa nce being
' . n.... w en t at exposure IS to cause death
r mrmedlateor delayed permanent a dverse health effects or prevent ee-
ca to such an environme nt:
rllct~cal application of th e IDLH design ati on is to provide a baste
ejectum of an appropriate respirator.
SOURCESOFCARGOIN FOa~TION
37
Odor Threshold
Expressed in parts per million by volume in air, the odor threshold is the
smallest concentration of a gas th at can he detected by most individuals
through the sense of smell.
It is not an ab solute valu e as it can vary considerab ly among individu-
als. Some odors are also capable ofdeadening the sense ofsmell. It is there-
fore not advisable to rely on the sense of smell as an indicator of the
presence ofa dan gerous vapor .
Knowing th e odor thre shold of a toxic substance is important . If, for ex-
ample, a liq uid ~~s a TLV-C of 20 ppm and an odor th reshold of 50 ppm , by
the time an individu al dete cts the presence of this substance by the sense
of smell, harmful exposure has alrea dy occurre d.
Given th e number of differ en t liquid cargoes transported on ta nk
vessels. it is not possible for one person to know all the details concerning a
particular produ ct. It is a daunting task to become familiar with all the
products a PIC migh t be expected to handl e and transpo rt; therefore, it is
vital that th e PIC kn ow where to turn for accurate, reliable information.
SO UR CES OF CARGO INFORMATION
There are various sources of inform ation regard ing the physical properties
and hazar ds of cargoes. Th e need for curre nt, accurate cargo infonnation is
essential for t he sa fety of tho se in volved in the transport ofbulk liquid car-
goes. Some of the more common sources of cargo specificinformation avail-
able to the per son-in-charge includ e the following:
Ma te rial Safety Data Sh eets (MSDS) produced by the manufacturer
of the substance
Chemical Data Guide for Bu lk Shipment by Water (former CG·388),
figure 2-2, a nd Chemical Hazards Response Information System
(CHRIS), figure 2-3, from th e United States Coast Guard . As of thi s
writing, the United States Coast Guard has revised th e CHRIS da-
tabase and made it available to th e public in a number of ways:
CD·ROM, the Intem et (www.chrisma nual.com).and in hard copy.
The CD-ROM contains physical , chemical , toxicological , and com-
bustion pr opert ies for over 1,300 chemical s and mixtures in addition
to pollution resp onse and regulatory information. In the event that
handl ed or tra nsported , in an emergency, the PIC shou ld contact
CHE MTREC or the National Response Center.
Tank er Safety Guide Data Sheets from the Intemational Chamber
of Shipping (lCS)
 __ _ (eoI _ e... BENZENE
...
[ BENZENE

._-.. _.---
-~---
_.- \'--,_.-'_..--- -'--- - ..,,--_ __
__
r;.>.l,I1IONNt'I llUPOHS! ''''QfllIlo\llOW

-_._- "-- '. __

...
_ .--_--
.,.
.... .......
...
,
....
" ~. _ ..:.; ~

.. _---
-__.
:=.
_-_
,..

--- - -- "--.. ':..0.:=::::.::....

_---
.•
......... ~ .r;-1II

•-::=:;,,:::::~

.........
a~

___
:::=:;:E =:ii :~ :::'..:::'"-- " - - -
=:::.:- ..:'.::,'= ~ - . .._._--- ... ""='=.:::..::~=.:.. :::'':7--
....._..-..
"---' _---. ....
~,- ­
. . cn_ _"-- ..
•·_ _
.. ..
.c,..·,, -.... " --"
. . . . ,.
:::::-==- - - "---,_
"--"- . ... _-_.
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~ -_ ~ " ,.. ", ...., ­ ~
= =:'"':' ;:::'.= =-
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n il E: <II OPLOSION H AZARD DATA

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" - ,-,HAZAR D DATA
CM. "HE.unt

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RUCl1VITY DATA

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5PIU OR ILU PROCEDURE

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-'-
Figure 2-3. Excerpt from the Chemical Hazards Response Informa tion System
rp f{dmCh emical Data Guide for Bulk S hipment by Water (fermer
y United State8 Coast Gua rd. (CHRIS). Courtesy Unite d St ate s Coast Guard .
 . uu.n.n.u " 41
CARGUCHARACTERISTICS
.0
HAZARDOUS AIU~ 010' 'ru e VESS Io:L
C ~ ~ ,S mmllry ofMi nim um Requ irements) from th e In -
Gh mical ou t' ll U . '
. I Ma rit ime OrganizatIO n (
IMOl I-Jistori ca lly, efforts to r ed uce the ri sk ~ f ha n dli ng and tran sp orting fla m-
t~:::;:~r;:deral Rellulation.~ (CFR) from the United States govern. mable cargoes h a ve focused on t he eh m in at ion of igniti on sources from
those areas of the vessel where the e xiste nce of a flammable at h
, Thi I dto th id ' r. ' . moap er e
;:'~t Guide to Chemical Hazards from t he National In stitute for was Hkely- IS I' . e I e nt mcatio n a n d deelgn auon of certain areas of
the vessel as potent Ia lly hazardou s zones.
Occupational Safely a nd Heal th (NIOS H) As an a ddit ional safeguard, r.n a ny tank vessels are now equipped with

Th 'nfonnation provided is of particular relevance to individ ua ls re-

nsi;te for the safe transfer and transport of bulk liquid cargoes. Th e
sPOrson_in-charge should not only have ready access to this informa t ion but
~ould also possess a thorough understanding ofthe characte ri stics of th e
substances being handle d. Toward that end, the following list summarizes
the various categories addressed in a typical material s afe ty d a ta sheet:
Cargo idl'ntification and emergency informstion
Compon{'nls and hazard information
Primary route! of entry and emergency and first aid procedures
Fire and esplcsicn hazard information
Health and hazard information
Physical data
Reactivity
Environmental information
Protection and precautions
Transportation and OSHA label information
HAZARDS
and follo.wing list shows the main hazards associated with the handling
an carnage of bulk liquid cargoes:
inert ga s syste , ms . T he u se' of hthia safety system has greatly
~-
im p ~ d th e
fire_preventIOn m e asu r es In t I' tanke r ind u stry . AI!, pr eviously di scus sed,
operators must have a th or~ugh unders ta nding ofine rting procedur es to
realize t~ e ful~ be ne~ t of this system . The hazards a nd precau ti ons su m-
marized 10 this section a ddress t he s afe carriage a nd ha ndling of t
leurn and ch emica ls. For the purposes of fire prevention , a tank vess~ c:
be divided into the followin g a reas :
Loc a tion of fl a m m a ble atmosphe res : These are a reas such as
noninerted .ca rgo tanks, pumproom s , deckhousee, ven t stacks, ca rgo and
vapor manifolds, and others where the existence of a fla m ma ble atmo-
s pher e is pos sib le.
Two general pr e ca u t ion s cover the ma in me thods of fir e pre vention in
th ese areas:
1. Elimin a te all source s of ign ition:
Smoking and open flam es
Port abl e electrical equipment a nd nona pproved flashlights
Nonintrinsica lly safe electron ic equipment (radios, cameras, etc.)
Hot work
Use of power and hand tools
Electrosta tic discharges
2. Maintain th e atmospheres out side the fla mmable range, either by remov-
ing th e hydrocarbon content (gas -freeing) or by reducing the oxygen con-
tent to 8 per cent or less by volu me Itnert ing).

Areas containing h eat and ignition sources: These a re wor ki ng

Fire and explosion
spaces s uch as machinery and boiler s paces, ga lleys, and so forth, that con-
Static electricity
t ai n electrical eq uipment and ot her so u rces of heat a nd ignition . The m ain
Toxicity
method of fir e pr e ve n t ion in these are as is to keep t he m free of flammable
Oxygen deficiency
Reactivity vapors.
Corrosivity Living a reas: Crew accommodation areas a re normally free of flam-
mabie vap ors but contain combustible material s uch as furniture , linen,
pap er, a nd m or e. The m a in method of fire prevention in t hese areas is to
Fire and Explosion keep ignition so u rces to a m in im u m .
:rhe"'safetyof
mendous strides ha ve been de i .
personnel a d fth rna e tn th e des ign of t a nkers to impr ove
Pumprooms: The ca rgo pumproom is a s m a ll, complex space that
conta.ins a large concentration of piping and equipment. Any leaka ge of
n In the design of and 0 I' vesse~. One of the primary a reas of'atten-
mo ern tanker IS fire safety. vola t ile liquids h a s the pote n t ial to generate flammable and/or toxic
 ('.ARGOCHARACTERISTICS
mproom may also contain a number of pot entia l igni tion
e tmos p heres. A pu . ' d
', h,,' ng " tools elec t rica l eqUIpme nt, un mech an ical
!IOU f('t.'!I sue h I1S I,
equipmen t. . h k
Personnel s hould also in clude th e followin g c ec s a s pr ecauti ons
aga inst fire and explosion :
Ensure that forceddraft ventilation is operat ing and entry procedures are
Icllowed whenever the pumproom is entered .
Make frequent rounds to find potential sources of cargo leaks, flammable va_
pore. and ignition.
Ensure that pumproom bilges are clean and dry.
Cargo Tanks: The pre vention of fire .and ex plosion in t he cargo area of
the vessel is accomplished by th e Iollowing :
Maintaining an inert atmosphere in th e cargo and slop tan ks at all times un-
less they are gas free
Maintaining a positive deck pressure in the inerted ta nks to prevent the in-
gtess of air
Eliminating all possible sources of ignition
Electrostatic Hazards
Static electricity is a potential fire and ex plos ion ri sk wh en h andli ng cer-
tain types of petroleum and petrochemical cargoes . In some opera tions, the
electrical charge generated is cap able of igniting flamma bl e vap ors such 8 S
those found in the atmosphere of a nonin erted cargo tank.
CAUSES
The sequence nece ssary for the development of a static elec t ri city h azard
involves 0 ) charge gen er ation , (2) charge acc u m u lation , and (3) electro-
sta tic discharge.
The generation of static electricity occurs at the in te rfa ce of di ssimil ar
materials. These interfaces may be between two solids between solids and
liquids, or between liquids and liquids. If the two m aterials a re sep arated
by some mechanical action, one will carry an excess of positive cha rge and
the ot.her an excess of negative charge. The se pa rated charges typically re-
combine to neutralize each other.
. If on.e o.fthe materials is a poor conductor of electricity, recombination
will be limited and a difference in charge (elect rical potentia l) will exist be-
tween. th.B two bodies . These electric charges ca n acc u m u late and msY
equalize in the fonn of an electrical di scharge. If these electrical di scharges
generate a s~fficient amount of heat, they can ignite flamm able vapors . In
cargo operations, charge separation OCcursin many ways :
HA7.ARDS
43
Friction caused by t he flow or petroleum liquid th h .
tern s, strainers, a nd filters roug exten aivs piping sys-
Petroleum and water mixtures in the cargotanks
Splashing or agitation of petroleum liquids such 88 flo lh c
w r ougn a nozzle
When ha ndling a static accu mulator (poor conducto f I "
' I t.be zi I ' ro elect ricity] the
materia mu s e grven amp e ti me for t he sepllrated cha. g to b',
, hi kn reee recom me
In practi ce, t I S IS own 8 S the relaxation time dun'ng hi h '
' JI . w rc an aceumu-
lated ch adrge .W
\ hI avedan °dPportumty to dissipate. If the material has a
high can u ctwr Y goo con uctor of electricity), the recombination occurs
q uickly and offsets t he accumulation of separated charge" Ccnse tl
there I,S uur ti f t ' I quen y,
I e ge nera ron o a attc e ectri city by malerialsthat are goodcon-
ductors. ~xample s are m~tal8 and water solutions, including seawater,
that are inc ap able of holdmg a charge unle ss insulated. Oils in this cate-
gory in clude crude oils , residu al fuel oils , and asphalt.
Static accumula tors are cha racterized as having low conductivity ; they
require a lon ger re laxation ti me before t he charge ultimately dissipates to
earth. In this ca se , more static electricity accumulates, increasing the pos-
sibility of a n electrostatic discharge that could ignite a flammable atmo-
sphe re. Examples of k nown static accu mulato rs include gasoline, na phtha,
kerosene , h ea ti ng oil , jet fuel, and lubri cating oil.
Th e ch arge that a ccumulate s in a liqu id, solid, or mist establishes an
elect rical field between it an d nearby earthed bodies. The strength ofthe
elect rical field is the voltage gradient, which is determined by the differ-
ence in volt age bet ween th e two points and by their distance apart. To pre-
vent the possibility of a n electrostati c discharge th at could occur ifportable
equi pment wa s introdu ced into a charged at mosphere, it is soun d practice
to bond all metal objects together. In ot he r words, th e PIC should not int ro-
duce an y equ ip ment that migh t be electrically insulated into a potent ially
hazardous atmos phere. E xamples of port able equip ment tha t usually re-
quires bon ding include portable tank cleaning machi nes, manu al gauging
equ ipment, temperatu re probes, a nd sampling equipment.
LOADING OF STATI C ACCUMULATOR CARGOES
To reduce the risks associated with the handling of a known static accumu-
lating ca rgo , the PI C mu st adhere to several precaut ions. (It should ~
noted th a t static precautions are not necessary when the cargo tank 10
question is ma intained in the in ert condition ).
Prior to the comme nce ment of a cargo t ran sfer, th e P IC should confe r
with a shore re presentative to identify any cargoes classified as sta ti c accu-
mulators. Ifin dou bt the PIC should cons ult the a ppropria te :"ISDS and
follow th e guidan ce pertaining to the handling of th e particular p~uct.
The PIC sho uld take steps to min imize t he presence of water to t he
cargo system by properly draining all cargo tanks and pipelines pri or to the
 CARGO CHARACTERISTICS HAZARDS 45

commencement of loading. The mixing of dissimilar liquids (oil a nd wet equipment ~lUe t not be i~troduc.ed or allowed to remain in th e tank.
,
can contribute ion aof an epprecta
to t h e creation iablee eelect roetau.e charge iner )
Noncondu cting (nonmetal lic) equi pmen t may be used a t a ny tim e; how-
space and should therefore be avoided. a ever, ropes or ta pes em ployed wit h this equipment should not be made
It is advisable to treat all distillates as static acc um u lators unleRs th from synt he tic materials.
contain an antistatic additive. ~istillates may c~rry a s~fficient cha rge ~ After th e rel axation period of th irty minutes has ela psed , metallic
constitute a hazard during loadmg e nd for a period of ti ma after the COrn. equipment ma y be us ed ; however, it must be bonded a nd properly earthed
pletion of the loading operation . to the vessel's st ruc t ure before use.
The beginning of the loading operation is a critical poi nt due to the risks
posed by excessive initial loading rates, exce ssi ve s plashi ng a nd tu rbu. DISCHARGE OF STAT IC ACCU MULATOR CARGm·: s
lence into an empty tank , or the presence of water in the pi peli nes a nd bot. At the disch arge t e r min al, th e PIC shou ld consu lt wit h the shore rep re-
tom of the tank. sen tative con cerning th e prope r proce dure to be followed when comme nc-
The PIC s hould minimize ele ct rostatic generatio n in the early stages of ing th e disch arge of a static accumulating cargo. In general, the initia l
the loading operation by restricting the in itial flow rat e to t he cargo pumping rate as ho re s houl d be limited until a sufficient cushion is devel -
tankrs). This reduced flow rate sh ou ld be maintai n ed until th e bottom oped in th e bottom of th e sho re ta nk . This pr ecaut ion is followed t o mini -
framing in the tank is covered and all splashing and turbulen ce has ceased. mize the s pla shi ng and agit a tio n oft he cargo at the in it ia l stage offilling
The term commonly used to describe thi s process is known a s cushioning a th e shore tank .
tank. According to the Int ernational Sa fety Guide for Oil Tankers and Ter.
minals (]SGOTrJ, the initial flow rate s ho ul d be res t ri ct ed to a lin ear ve- Toxicity-Effect on P e rsonnel
locity that does not exceed 1 meter per second . Table 2-7 indicate s typical Poisoning by toxi c liquids can occur t hrough one or more of t he following
loading rates that correspond to a linear velocity of 1 mete r pe r second three methods : (1 ) ing estion, (2) skin conta ct, a nd (3) inh alation .
Throughout the loadi n g of a cargo tank and for a period of at lea st thirty
INGE STION
minutes after the completion of loading, metallic gauging and s ampling
The ri sk of s wa llowin g pet roleu m or che mica l liqu ids in norm al day-to -da y
operat ions sh ould be minimal provided individual s alw ays exe rcis e good
hygiene. To mi nimi ze expos ure through ingest ion , per sonnel sho uld be re -
TABLE 2-7 mind ed to was h ha nd s t horough ly befor e meals a nd never to eat or dri nk
Flow Rates Corresponding to 1 Meter Per Second on deck . If accid ental inges t ion does occur, gu idance can be found in t he
MSDS or cargo information ca rds. Medi cal as sistance should be sought im-
Nominal Pipeline Approximate Flow R at e
mediately.
Diameter ( m m ) (cubic meters / hour )
80 17 SKI~ CONTACT
100 29
87 With most petroleum pr odu ct s , skin contact can ca use irri tation and lead
150
200 118 to dermatitis. Contact with the eyes a nd ski n can be particularly danger-
250 183 ous when handling corrosive cargoes s uch as caus t ics or acid s. Personnel
305 282 should always wear protective clot hing a nd eye pr otection wh en there is a
380 320 risk of expos ure through physi cal contact (splas h hazard ). Th e M SDS gives
410 424 recommended pr ecautions for minimizin g exposures. If a toxic or corrosive
480 542 liquid Comes into contact with a ny part oft he body, guidance ca n be found
510 676 10 the cargo infonnation s hee ts.
810 987
710 1.354 INHALATION
810 1.782 !he inhalation of cargo vapors h as long been recogni zed as one of the lead-
109 hazards of exposure for workers on deck. Cargo va pors are pervasive
Reprinted with permieaion from the I nterrnJtio1Ul1S arrty
and therefore difficult to control . The effect of the inhalation of petroleum
Guilk for Oil Tanke" and Turninal, aSGQ1TJ, 4th
edition. Courtesy OCIMF, ICS, and IAPH.
 46 CARGO CHARACTERISTI CS
HA ZARDS
47
va pors on an individual ca n vary from imperceptible to obvious signs of "
. renrially fatal disorders of the blood. In the United State
painnent. The acute, 8hort.te~effe~ts.o re~ posu re to pet roleum prod ~ rn. ItlUPO . . t b s,any
6U contalOmg 0.5 percen or more enzene hy volume is classified as a
can inclu.de he~dach.e, euphoria , eye rrntation, nose a nd t hro at irri tati ~la g
c/l.r ol ted ca rgo ," an d specific ru les must be followed that address han.
•~gu :nd occup ational ex posure in the workplace. The detailed require-
loss ofonentahon, dizziness, and a drunken appearance. Conti nued n,
sure to h ig h concen t rations may lead to paralysi s and poss ibly de a t~ ); po..
dhng can be found in the U.S. Code of Federal Regulations (Title 46 CFR
The toxicity of petroleum and chemical cargoes varies wid ely de .
iog on the makeup of t he substance. The presen ce of some con8titue~n~.
rnl'n~97 subpart C). Th e per son-in-ch arge should have a thorough under-
r'''d"ng of the content of t hi s regu lation , as he or she is responsible for
t he ca rgo 8UC~ 8S. ~enzene, lead, and h.ydrogen s ulfide can POSe a 8ign~~ stan I I
lian ce wit h the ru 1'8.
cant threat to individuals . AP, alread~ discussed. the TL V provides an indio COro; yd rOgen sulfide: Some crude oils, described as sour, conta in a high
cation of the level of expos~re to a .toXI C s ~bsta~ce th at is accepta bledUrin 1of hydro gen sul fide . Th e effects of exposure to hydrogen sulfide gas
a typ ical workday over an indefinite penod of time. Th e ST EL is an indica~ levI'be both quick a nd dea dly. For a more comprehensive discussion of the
tion that the h uman body can tolerate concentra tions greater than th c:.: te of hydrogen sulfide to ind ividual s when exposed to concentrations
TLV for short periods, typically no more than fifteen minutes. Table 2~ I' ec cess of its publish ed TLV of 10 ppm, consult chapter 13.
shows the effects of exposure to high concentrations of petroleum vapors. In ex Preca ution s against . t orI,C'., ) ' by In
" ha ia,IOn " : I n divid
1\' ua IS m" vcIve d
. h ndlin g poten tially toxi c substances should avoid exposure to conce n-
TABLE 2-8 ~~at~ons above the publi shed TLV: If exposure through .i~h~lation . i8
Typical Effects of Exposure t o P e t role u m Gases should beworn to mimrmze
paSS1ible, suitable resp iratory protection.. . fthe m-
Concentration Effect on Hum ans halati on of harmful vapors . Certain o pera tlo~s such as the v~ nttng 0 cargo
0.1% volume (1,000 ppm) Irritation of eyes within one hour tanks during loadi ng, purging, afold gas-freeing m.ay result m elevated ex-
0.2% volume (2.000 ppm) Irritation of eyes, nose, and th roat e to personn el on deck. Dun ng th ese operations , the atmos phere ~x­
Dizziness and unsteadiness with in half an hour ::S~e cargo tanks via th e vent system and dilutes with th e s~oundl~g
0.7 % volume (7,000 ppm) Symptoms as of drunkenness within 15 minutes air, increasing the ri sk of fire an d exposure to per:wnnel. IndlVld.uals m-
1.0% volume (10,000 ppm) Rapid onset of"drunkenness ~ which may lead to volved in su ch operations shou ld wear proper respiratory protecnon'.
unconsciousness and death if exposure continues Personnel are advi sed never to ente r a compart ment.th at conta med
2.0% volume 120,000 ppm) Paralysis and death occur very rapidly cargo--or one that h as been sea led for a period oftime-....nthout firs t tes t-
Reprinted with peemieeicn from the InternatiollQl Sa{ety Gu ide {or Oil TonA:t r. and f ermi· ing the atmospher e. It sh ou ld be ass~e~ that t?e atmosphere o~
closed space is in cap abl e of su pport mg life un til proven otherwis ":
a: ~i
rum. (/5G017), 4th edit ion. Courtesy OCIMF , les, and lAPH
company and industry gui delines sou ld be followed with r espect tad teftstm g
The odor of ca rgoes va ries greatly and , in some case s, ca n fool an indio and entry into an encl osed space. E n t ry S hould only be permitte . d a er a
vidua l's sense of smell. Also, with some produ ct s, the odor thresh old may permit-to-enter or a m anne " cherma ist ce rt iflcat e has been Issue .
be much high er than the TLV . In this case, h a nnful exposure may occur be-
fore the individual sta rts to sme ll t he ca rgo va por. Th e impainnent of the Oxygen Deficie ncy .
sense of smell is esp eci ally se rio us if the mi xture contains hydrogen aul- t oxygen by volume. lndi-
Air norm ally contains approximately 21 percen I t iek of suffering
fide . Because of these inherent dan ger s, the PI C should never ta ke th e ab- viduale exposed to concentrations below that leve are a n
sence of smell as a n indication of the ab senc e of gas, bu t should always test from oxygen defic iency. t b volume an individ-
for toxicity , be aware of the TLVs , an d follow the pr oper e ntry procedures As the oxygen level decrease s bclov.: 2 1 percen 6nfortun~tely, many
for enclosed spaces such as cargo tanks . uel will expe rience a changing bre athmg ~attern. iated with an oxy-
Aromatic hydrocarbon,,: Aromatic hydrocarbons-c-includius ben- individual s fail to recogni ze t he danger slT g nh~ ASsobc. particu larly prob-
zene, toluene, and xylene-are found in varying pr oportions in a WIde rde gen-deflet
encrent atmcsp h ere un n·t ·sloo late . h ta
1 .1 I . b can
ttomofaspacesuchasa
ray of petroleum cargoes such as gasoline, n aphtha , a nd eve n some cru e lem atic when escape in volves chmbmgfrom t. e 0 t "II differ among indi-
f 'mpalnnen WI
oils. . cargotankor pumproom. Th e dagree c I h " I ndition and so fort h;
Il'he TIN80f aromatic . hydrocarbons are lower than most nona tomS tIC vari bies as age '~
vid ua Ia b ased on sue h vane p ystca co ,
ects foxygen deficiency be-
llyarocarbons. For example the TLV of benzene a recogni zed carcinogen, however, all begin to expe rience theadverse~ t . 0 By maintained in the
" I ' , canre- low 16 percen t by volu me . The oxygen leve yprca
I 0 l!i 1 ppm . The latent effect of expo sure to ben zen e vapors
 CARGO CliAltACTERISTICS HAZARtl s
4.
--4 percent to 8 percent oxyge n by vai_ the vict im to freah air or s u pply oxygen a d if
. rted cargo tank ' di vi d I d . ti n , I necesS8n.. I
atmoeph Ttl:n! an ~o~ ediate unconsci ousness of an m IV! ua a n irr e_ .-esplrs Ion . .. '~ I app Y artifici al
ume:-W111 r"f'IIUIt 10 imm Ithi a shor t period of time, Th e s ulfur dioxide content of t he exh
f . BUst gas uauan d
v.nllble brain damage WI 10 I d s pace ma y be defi cient for II n u m ber llulfurcontento t h e fu e I O1l con sum ed in th b Y ependa on th
The oxygl'ncontent of a~y en °h,e. ven seemingly h armless liquids were . ( h
the effiC ie ncy 0 t e scrubbe r .
e com ust io
n Proceaaaa weUaa
e
rtffieotB 10 w h,IC . .
of ascns Compa nd seawater ball ast, can pose a s ignifica nt
camPd, such as freshwater a 0 a modem tank vess el , the mo st obvious
Reactivity
haurd due to a lack o~oxy~n, ~n.rted cargo ta nk in which the oxygen
deficiency 18 an I Reacti vity hazards a re associated with certai I· .• _
CSUl'>e o.( oxygen U . tamed at or below 8 percent by volume. f , n iqume that te d tc
levelis IOtentlOna Ymain ext re mesO temperat u re , Vlole nt move me nt and f h n w~actto
ing with in com pa t ible liquids and material~ Th s~ ort raswe~lastomix_
HAZARDS ASSOCIATED WlTIlll'\I'ERT GAS
pend on the stability of the liquid and its co~pa~'b~o ~aetlon will de-
. ed adem tank vessels to control t he oxygen conten t and mat erial s . I I Y with other liquids
Inert gas IS us on m f hi
ithi th t osphere of the cargo tankte). The use 0 t 18 8ys~em e nsures
WI In ea m d . d fi . hi
that a nonflammable condition is maintaine via oxygen e rcre ncy WIt In
STA8 1l.1IT
the cargo tanks unless they are gas free . On board most petroleu~ tanke rs ,
. rt gas is derived either by using the flue ga s from the boile rs or an Stability refe rs to the ability ofa liq uid product to return to I di
w a norma con I_
-
oil-firedgenerator, . I.~ ~roces sed
Before the flue gas is piped to the tank s It tion wh en a ffected by extern al forces. A stable liquid will not res et danger-
(cooled and cleaned) in a scrubber, Table 2-9 shows the com position of the ously wh en ex posed to ex t re me conditions of te mpera t ure and movement.
flue gas before and after the scrubbing process. On the other h and , an unstabl e liqu id may produce dangerous reactions.
Wh en transporting a ch emical ca rgo in which a vigorous self-reaction
TABLE 2-9 (usually resultin g in pol ym e ri zat ion ) is possible, a specificchemical addi-
Content of Flue Gas Before and After Scrubbing tiv e known as an inhibitor is required . Some of the more common exam-
ple s of ca rgoes requiring t h e us e of a n inhi bitor include acrylonitrile,
ContinI Before Aft" vin yl ch lo ride, and styre n e mon om er . In ad ditio n to the use of inhibitors,
Nitrogen 80%by volume Same if a chemical cargo is pot enti all y react ive wit h air, then it may be neces-
Oarbon dioxide Approx. 14% Sam.
Ox)'gen sa ry to m aint a i n an in ert a t mos phe re (typically nitro gen) in the tank.
2-5~ Same
Sulfur dioxide ApproJ:. 0.3% Cargoes s uch as carbon di s u lfide, e t hy l et he r, an d propylene oxide are ex-
Approx. 0.005% by volume
Carbon monoxide Appros:. O.oI % by volume Same amples of s ubstances that must be main t ained un der a pad or blanket of
Nitrogen olides Appro:a:. 0,02% by volume Same inert gas.
Wa~rVlpor Approx. 5% by volume The MSDS sheet s hou ld be cons u lted for deta ils concerning the ste bil-
Approx. 0.01% by volume
Soot and particulate 300 mglm 3 by volume 30 m glm 3 ity of a liquid and its reactivity, incl uding t he factors capable of causing vi-
H.., 200°-300°C Near a mbient sea temp . olent reaction s .

As indicated in table 29th . COMPATIBl lI'IT

is its exception 11 I -, e pnmary hazard associated wi t h ine rt ga s
pcsnre to a . a y owoxyg,encontent. In addition to oxygen d efi ciency. ex- The com pat ibility of chemical ca rgoes is associated with the .type °hf r'l~c.
n inert gas denved f buati ti . t tact Withot er rq-
should be avoided as it tai rom a com uation process (e xha ust gas) Ion that mi ght occur when a s ubstance comes m 0 con , I
I con ems a numb f tcxi . . I di , Ii ld and materia s are
carbon IDQIlOxide, sulfur di ld . er 0 XlC constituents m e u 109 ulds, structural ma t eria ls, and so on. Some IqU I s . h n they
The ca.rbon m id OX\ e, and mtrogen oxides. incompatible and will react violently or becom~ ~~nta~l~n~~~dc:rg:es can
onoxr e content d d . ' q
The 'IlLV of carbon mon lde t epen 8 on the combustion con diti one - come into contact with each ot her. The compatlb,i1~t~ 0 Ch rt contained in
the blood loses its abilit~~ :~8 35 ppm. At an elevated level of e xpos ure, be found in the MSDS and in t he USCG Compatlblhty . aI reproduced
body, relulting in carbo rry.oxygen from the lungs to the r est of t he ',J'itle46 CFR Part 150 Tabl e 1 and Figu~e 1. This cl~::;~f::er CG.388).
."L d n monOXIde pcieontng.
' .
tsne. rO~inell..8 Unco' The symptoms a re hea d. In the Chemical Da ta Guide for Bulk ShIpment by . nd .....viewemer-
nel ... a ,nsclOuBneslI ad ' . Th PI '.' al propert ies a ' "
U ,p,U ocationii!llayoccur f II ,n vorruting. In extreme cases , inte r- e C s h ould be familiar With any unu~u ch chemical ca rgo,
, 0 owed by death. The treatment is to re move gency procedures invo lvi ng a casualty WIth ea
 CAlibU l ·n''''''~'- ,,, .... "I';VI EW
01
Corrosives 6 List and define the various term s u d
. stance. whv y IteS an
an 10
i diIVIid ual's eena ae f to express th e toxicity of. b-
wh n transporting cargoes that are capable ~fdeterior~ting the structure . e o smella li au
of. cargo tank and/or the vessel, the use?f sUitable coatfnga or epeci al con. th e pr esen ce 0 f a toXI C vapor? nunre lableindi cato f
struction materials is required. By their very nature, corrosrvs, cargoes 7 What is th e difference between a TLV ro
. . h . and PEL?
pres nt a significant risk, not only to the vessel ~ut al so to personnel. For 8. List t e va nous sources of car go info .
n
.
this l'6880n, individuals working around or handhng th ese cargoes mUst be List th e three primary ways a to . rmabtlo available to the PIC
9. h XIC 8U sta nce .
aware of the physical dangers, emergency response, a nd use of prop er Pro. Which oft ese exp osures is th e most dimcu can enter the body.
tective gear to minimize the risks.
10. Any cargo cla ssified as a static accumulator jl: ~ C()ntrol?
tor . condue,
COATINGS 11. List the preca utions th at should be foll d
To protect the steel shell of a cargo tank , hard coatings a re commonly em. static acc umulating cargo into a nonine:~ when loading a known
I n... t . t b . . vessel.
ployed to provide a protective barrier. Consult chapter 12 for a discussion 12. \ '¥ ne IS mea n y a reactt vn y hazard ae a r d
che mical cargoes? pp te to the tr ansport of
ofthe various types ofcoatings used in th e cargo sys te m of a tank vessel. In
certain situations. special materials such as sta inless steel may be used in 13. What pr ecautions ma y be necessary when t . .
th at is self-reactive? ran epornng a chemical
the construction of the tank, piping, valves, and pumps. An ot her alte rna.
live is the use of stainless cladding. 14. What publication woul d you consult to determin th tbi .
differen t chemical ca rgoes? e e compatt ility ef
15. Whe n h andl ing corrosiv e cargoes ' describe the pr eca u ti10m; t h at
REVIEW should be taken to protect th e vessel and personnel.

1. Define the followingterms associated with the cla ssifica ti on of liquid

cargoes.
Volatility
Flash point
'Reid vapor pressure
2. Sketch a typical flammable range diagram and id entify the following:
Upper flammable limit
Lower flammable limit
Rich mixture
Lean mixture
Inert mixture
e e the following terms:
rimery inerting
",gj
freeing
op: ing.u
in: eguipped vessels, how is a nonflammable condition main -
n Ii operating life of the vessel (between shipyard peri-
ammable range diagram to illustrate how thi s is

Jour ~int of a liquid cargo? Explain the jrn-

~ With respect to the cargo operation on s
 C H A P TE R 3
Oil Exploration and the Refining Process
ROBERT STEWART
orldwide, indu stri ali zati on a nd development a re in cre asing. As th
W standard of living improves, the re is a corresponding increase ins:.
ciety'e cons umption of petroleum resources. Consequently, t here is added
demand for th e dwindli ng supplies of petroleum , wh ich in creases pressure
on developers of petroleum reserves to search h arder in orde r to find recov-
erabl e amounts of th ese rese rves. Drill ing may take place in remote areas
of th e world (fig. 3-1).
The search for oil fields no longe r occurs exclusively onshore, but in-
cludes th e ocea ns of the wor ld. Searching the wor ld's oceans for oil requires
a complete ly different type of oil drilling equipment. Special platformsfor
drillin g and produ ction in such a hostile environment are continually be-
ing developed (fig. 3-2).
Locating the oil reserves is jus t th e begi nnin g of a long journey that
leads through the tr an spo rtation indus try and t he refining process to the
cons umer.
DRILLING
Crude oil found in the world tod ay was form ed millions of years ego. Oilde-
posits are typically found under mountains , dese rts , m a rshes , and seas.
They are often found as far below the s urface as two to three miles
down-or deeper. Figure 3-3 illustrates sever al types o[oil-bearing forma·
tions . In order to reach these formation s far beneath the earth's surface,s
well mtr !li be drilled.
T:He arilling process, whether onshore or offshore, is essentially ~~~
8:m . ell 8 sp'ud~ed , .or started, and drilling advances downward;;lls
ecre 109 ID diameter at intervals through out it s depth .
52
Figure 3-1. The search for petroleum has led to drilling in obscure areasof the.....orld,
inclu din g this remote spot in AJaska. Courtesy AReO Photography Collection.
may also deviate from th e vertical in order to reach more ofthe oil zone in a
desired a rea (see figure 3-4). The well is dug by forcing a drill bit, usually
rotating clockwise, int o th e rock or sediment at the bottom of the well.
"Mud," a mixture th at bar ely resembles the mud in which children play, is
composed of clay, chemicals, and water . This mixture, which can be tai-
lored to th e specific needs of an individual well, is pumped downthe center
of the dri ll stri ng a nd exits through mudports in the drill bit. The mud
serves severa l functins: it cools the dri ll bit, cleans away cutt ings, and
mainta ins hydrostatic pressur e in the well. This hydrostatic pressure
helps elimin at e the possibility of creating a well blowout, which can cause
a fire or an explosion . At th e very least, a blowout wastes valuable reserves.
Once th e mud has completed its cycle down into the well and bac~ up to ~he
drillin g deck, it can be sifted through a "shaker" to find any otl-.beann g
strata or debris that may cause problems in drilling', The bUSiness. of
oil-well drilling and production continues to be a technically challenging
and innovative field .
Once th e well is drill ed a nd lined with casing, oil can begin to flow. This
is th e end oft he process for the oil-well dri ller , but only the beginning of th e

Figure 3-2. Platfonns in th e G . -
ulf of MeXlCO. CollJ1esy ARea Photogr aphy Collection.
j~umeYforthecrudeoil Man
ali to flow to the aurfa ca . y wells have natural pr es sure t hat allows the
wells, including many l;thout the need for a rti ficial lift.(fig. 3.5 ). Other
t~e surfs,ce. Pumps canabee~ wells, require artificial lift to bring the oil to
lin the 011 out of the well (~ aced at the top of the we ll a nd suc tion taken to
"g. 3-6 ).
• · · _ - ....... ... u '\l~ lJ IItAN SPORTING
Figu re 3-3 . Top: Oil may be tra pped in en annctine. or upward bulge of rock laye rs.
Within the form a ti on , the oil lies in tiny space s between grains of porous rock. Cen-
ter:O il may gather a t efault. a place whe re rock layers crack a nd slip past one an .
other. Nonporou s rock sto ps the oil flow from porous rock. Bottom : One of th e
hardest places to find oil is in 8 stratigraphic trap. Here, t he porous layers bearing
oil ta pe r off under nonporo us layers of rock. Courtesy She ll Oil.
PROC E S SI N G AN D T RANS PO RT ING
The fir st step in t he refining ope ra tion is cal led prim ary processing a nd is
done as soon as t he oil lea ves th e well . This usually consists of gas aepa ra-
ti.on and dewate ri ng. A n u mb er of different crude oils have la rge volu mes of
dIssolved gases in solution. Th ese gases ca n be removed by reducing the
 AND T H~; REFINING PROCt.: ~:i
OIL EXPLO RATION
66

g
Figure 3-4. Offshore drilling can be done by directional drilli.n from la nd or from
both find and floating rigs and platfonns. Courte sy Sh ell Oil.

Figure 3-5. Wells flowin g und er thei r own pressure must be topped with a "Cbrtet-
pressure of the crude oil afte r it leaves the wellhead. The gas a~d the oil are
mas tre e"-consisting of gau ges and valves-to control the flow of oil. Courtesy
separated, and then both are sent on for ~her proce esm g. The de-
watering process simply separates the crude Ol~ ~m wa~r t hat may have Shell Oil.
intruded into the well strata. In many cases this 18 done simply by sto ring
the crude and allowing the water to separate.
After th e initial processing, the oil must travel from the oil field to the
refinery for furt her processing. Onshore. this is accomplished via pipeline
(fig. 3.7).Offshore. crude oilcan be removed from the field in tw o ways : bya
pipeline laid along the ocean floor or by tanker. Tankers load the crude oil
fromfloating buoys or spread moori ngs, rather than directly fr om the drill -
ing platform.

CRUDE OIL
n many'instances, th e type and qu ality of the crude oil will determine the
o p'rOducta that can be form ed in the refining process . Crude oils vary
w e.t to sour in hydrogen su lfide content , fr om heavy to light in
m yellow to black in color .These variables are not only char-
dtli i1~eld and depth where the crude originated, but a lso of the

r 'i fall into three classific ations : as phalt- base, paraf

aae: ~ It-ba se crudes contain little p a ra ffin and are
en and oxygen . They are u sed for m akin g gaao-
Figurt! 3-6. Man y wells requi re artificial lift to bring the oil to the surface. Courtesy
al at's n-ba ee crudes are high in paraffin wax
fUels} lube oils, and kerose ne . Mixed· base Shell Oil.
 AND THE REFI NING PROCESS
OiL t:XPLORATION RE ~'IN ING
58 59

R Ef'I NIN G

Many of t h e 1?~ge8t and most heavily traveled sea routes are those over
which crude oil is transported to be refin~d. T~e economics of scale are such
th at VLCCs a nd UL~C?s are very efficient 10. moving vast qua nt ities of
rud e oil fr om the drilling area s to th e refinenes.
c Up on arrival at the refinery, the cru de oil is pump ed from the vessel as
ickly as possible and placed in storage. The cargo pump s on the vessel
~~Bcharge the oil from the ~ner:ted cargo ta nks and push it to a tank farm
ashore via a ne twork of ~)Ipehne~ . At some tenninals, ehoreeide booster
ump s assi st the vessel "...t h the discharge oft he cru de oil car go. Shoreside
pnd vessel person nel work close ly together in an effort to move the cargo ef-
~cientlY an d to eliminate pollution.
Afte r t he ca rgo has left the tank vessel, it ente rs th e maze of pipelin es at
refin ery (fig 3-8 ).10 t he fir st ste p, cru de oil may be stored for a period to
allow wa ter in t h e oil to se pa rate out an d be drawn oft prior to refining.
Eve n if t hi s was done at the drilling platform , the ~rocess may still be re-
peated here to better remove the water from t he oil. .
Many different methods are u sed in t he refining of crud e oll~ some of

.,
'-..:~
...
which a re qu ite complicated . Th ey vary wit h the type and quality of the

.... -. ~

Ym
~ ~ r~ .
Figure 3·7 . The Alaska Pipeline s tre tches from the N orth Slope (inside the Ar ctic
Circle) to the port of Valdez . Courtesy AReO Ph otograph y Collecti on .
J ..; 111
..- ;: . _:"..- .. ... -
crudes have some amoun ts of both paraffin wax a nd aspha lt in the m and
'I tJ.:.-.c ,
- , -

I'
11 , 1 , ..
can be refined into virt ually all products, but of cou rse, in lesser " '. 1 . '. 1 - .- t - , I
amounts. . ~'
] ", I .. -£ ...., _ _ . _--- - _ - I

I
I
... ~ _ _... _ ~ ':.-- __ - . J
Due to the wide va riety of sources of crude oils and their varying qu ali-
ties, the American Petroleum Institute has devised a qu ality scale for pe-
troleum produ cts . Known 8S the API scale, it is based on the refined level of
the cargo and its specific gravity. Th is is a value t hat can be ca lcu la ted by a
pet~oleum chemist. Th e sca le runs fr om 0 to 100 degrees with most cargoes
falhngbetween 8 and 70 degrees, Th e API gravity or many crude oils is be-
tween 25 and 35 degrees. Th ey are not at t he bottom of the sca le even
_~_~~~

I •
' j' ........-.1

~ -~{ .J

.'~~:~~
r;.- '
,.:,,'

""
.

:- r "
.. ' I

~
lItll
though crude oil is unrefined, du e to the nat u ral presence of the lighter hy-
drocarbons extracted in th e refining pro cess .
I :1 " " _ '.
Another variable in cru de oil is its s wee t ness. This obviousl y is not "'''11111 ..
sugar s we.et ness , but refer s to t h e presence or a bsence of hyd rogen s ulfide , !.L
~H2S), w.hlch has a distinctive rotten- egg odor an d ca n be toxic if breathed
,4It _, '.....

'"dsufficl"entdoses. Crude oil with a hi gh con tent of h ydrogen sulfide is can' el it begins its journey throu gh the
ered sour" crude ,w hil e 01'I WIt
..Slsweet" ith a low content of H S is con siid ere d Figure 3-8. Once th e cargo has left the tank vees e r, Chevron Corporation.
crude. 2 , ,
maze of pipelines t hat mak e up a re finery
I . ~ . Courtesy

rode oil. ~ new products are required. it ma y be necessa ry to
crefining methods to meet t h
, CAe nee de.Refini crealf!Ile'li
8 •• e mmg I S accompli sh ed th
number of different operations, but basically the cru de oil is broke~Ollgh l
then built back up into other products, and finall y blended into h dlllltti.,
ucts found in the marketplace. All of this requires a lot of che l~ e PrOd.
, t tn 8try
some very sophisticated eqwpmen . and
Fra cti on ation
The initial process in refining crude oil is fra cti onation. Th is inv I
breaking down of the ern de 01'I'moo Iita componen t parts (fig. 3-9), 0 vcsth
As e
crude oil is broken down, products such as kerosene, ga soline fuel "I the
many others arc tak,en out o,ft?e ~ixtur~. ~~ctionation is dompl~~d~d
distilling the c~d~ Oil. The distl.lIahon ~Jt JS hke ~ la rge boiler or teake:'
tJe. The eru.de oil Is h~8ted until the vanous £:achon s begin to "boil oft:'
These fractions vaponze and then condense hi gher up i n the distill r .
tower (fig. 3-10). Because the different products h a ve va rying hoitin;:
condensing temperatures, the tower effe cti vel y separates ou t most oftb
components from the crude oil. e th e distillation tower or the catalytic cracker. In these cases, the residuum
The part of the crude oil that does not vaporize in t he di stillation unit·
called "resi.duum ."This mixture can be used for fu el oil , or it can befurther
processed mtc other products. In some refineries , a second distillation
Figure 3·9. In the refinin ·It" into
different chemical g process, crude oil is first broken down , then "bUl . the
mark etplace. Cou,,::pounds, and finally blend ed into the pr oducts we see In
y ARCa Photography Collection .
REFI NING 61
tower may be pre sent. in whi ch the at mospheric preaaur e has been reduced
to nearl y a vacuum . In this tower. th e residuum can bevaporized furt her at
a lower tempe~ature ~ 80 that it will not break down che mically. Thus, more
of t he erode 011fraction s ca n be dr awn ofT th rough the vacuu m distiller.
Cracki ng
A second operation in the refin ing pr ocess is the breaking down of gas oil
called "cracking." Cr ackin g is classified as either thermal (if a distjllation
tower is used to break down t he oil mixture ) or catalytic (if a catalys t is
used ). A catalyst is a s ubstance that assists in the breaking down ofthe gas
oil without itselfexperie ncing any chemical changes.The catalyst may be a
fluid wh ich is pumped into a chamber to mix with the oil, or it may be a
solid which the oil passes over . Following us e, the catalyst is cleane d by
buming. This rem oves t he waste carbon from the surface of the catalyst
and also heats the catalyst for further use .
There are ca ses wh ere t he residuum cannot be broken down by either
is sent on for further processing to the "coker."The coker unit processes the
resi duum into a cokelike product. whic h can be either a liquid or a solid.
Th e coke is created from t he intense heating of the residuum in the coke
fur nace .
Uquid lracllonon tray
Figure 3-10. The initial process in refininj{ crude oil is c~lled fractionabon. The.dis-
tillation unit is similar to a large teakettle. The crude I S heated until the various
fracttona begin to boil off. Courtesy Shell Oil.
 OIL t:XI-'I.(lHAlll.m ,mL' , ....
BUILDING PRODUCTS
Once the crude oil is broken down into its ~omp~n~nt parte t hrough the dis-
.' ki recess chemist s begm building- t h ose productsn
tdJatlOnorcrac mg prcceee. . . f d "'•.
. d etnal sociew - Th e Butlding 0 pro ucta OCCurs in ...
sa ry to run an m u . I . ti d ,,,any
. Iu dimg .....forming
ways , me ,..- ' alkylation . po ymenza Ion . ba n. hYdrogena.
tion . Many refin eri es use a variety of th ese process es to uild th eir prod.
ucts. while others may utilize only one or tw o processes .
Reforming
Reforming is the process of rearranging hyd~ocarbo~ comp~)Unds in the
presence of heat and a catalyst without ch angmg their chenucal composi.
tion . The total number of hydro gen and ca r bon atoms in the moleCUle are
not changed, but some bonds are broken and ne w bond.s are fonned. This
process all ows refin eries to upgrade th e octane of gaso.lme components as
well aa to build aromatic hydroc arbons. These a romatics are th e basis for
many plastics, explosive s, and ot he r hydrocarbon p roducts.
Alkylation
Alkylation is the proce ss of taking s mall hydrocarbo n compounds and
building them into larger one s. Different molecul es can be combined to cre-
ate products su ch as high- octane ga soline or aviation fu el. The alkylation
unit places the hydroc arbon and alky la te catalyst in a furnace to allow
them to mix together. The catalyst assi sts in t he bu il din g of the complex
hydrocarbon molecule s desired .
Polymerization
Polymerization is very similar to alkylation except that the molecules built
together are all ofthe sam e type. The process al s o in volves t a king smaller
molecules and building larger ones. In both the polyme ri zat ion an d the
alkylatlo.n ~roce ss . heat and a catalyst are u sed to s peed up the process and
make building conditions less severe.
Hydrogenation
Hydrogenation takes the free hydrogen molecules rel ea sed wh en hydro-
carbons are broken down and mixes them with unstable hydroca rbon com'
pounds . In thi sway, t he compounds that are being crea t ed ca n fill their
. Distillation
ne.cessary hydrogen bonds and become more stable This a llows th e ere-
ation
d of compla x h yd b on structures that will not
rocar ' decompose or breek
own as ':aadil y as the unstable hydrocarbons Further bl ending of these
com~~:u ~Ilows the creation of a variety ofhy'drocarbon-ba sed prod uc.t8.
hYdrocarb~n t~~e are other methods of building, mixing. a nd rearr8ngtn~
hydrocarbo s~ e four processes mentioned form the largest percen ta ge 0
n reetmenta. In some cases, due to the hydrogen s ulfide con-
REVIEW
63
te
W
.·""C' .
nt of th e cr ude •oil, it mud.st be "sweete ned" befor"... ,...... slDgcan beet
eglD
This process vanes ~ccor 109 ~ th e a mount of hydrogen sulfide in th~
cru de oil a n d t he desired sulfur m the end product.
BLE NDI NG
Once the chemistry of building t he corr ect hydrocarbon compoun ds is com-
plete , th e components a re read y to be assembled into the various products
the refin ery produces . These pr oducts vary by location,quality of erode oil.
t ime of t he year. and market dem a nds. A variety of producUl based on gaso-
lin e stocks can be created for different sectors of a market. Gasoline can be
regul ar, h igh-octane. unleaded, summer- or winter-bl end , or a combina-
tion of these with dete rgent added. Other products such as lube oils,
greases, waxes, and a va rie ty ofeo lvente and other petroleum products are
blended in the refinery to serve th e needs of the marketplace.
Ofte n t he blending process creates products that are hazardous , flam-
mab le, toxic, or corrosi ve. Th ese products must be contained in ta nks or
sto rage cylinders that all ow for app ropriate separation a nd reactivity pre-
cauti ons . In some cases, the prod ucts may react with the steel on the inside
of the vessel's tanks or a shore tank . If t his is the case , stai nless steel or
ot he r lined tanks and pip elines are used to move th ese products .
On ce the ble ndi ng and tes t ing a re complete , products may be moved
away from t he refi nery in a va rie ty of ways, including tankers, pipelines,
tank railca rs. or tank trucks. All modes of tra nsport requi re special atten-
ti on t o the h aza rds and dangers of moving petroleum products . Such haz-
ar ds in volve not only the obviou s environmental hazard s, but many other
dan gers as well .
REVI EW
1. Wh at are three broad classifications of crude oil?
2. Wh at is meant by a sou r crude oil?
3. Wh at is t he fir s t step in th e refinin g process ?
4. Define t he followi ng te rms:
Cracking
Reforming
Alkyl ation
Polymeri zation
5. What is the purpose of blending?
 CHAPTER 4
I

Cargo Piping Systems

T I
~ I:::J
-,e
i"
e,

e
~ i"

argo pipingsystems are an integral part,of ~ny tank vessel. The pipe.
I
C lines provide the path for the flow of liquid to an d from the cargo
tanks. Theperson·in-charge(PIC)ofthe cargo oper ation mu st have a thor- - I-
I
~ I:::J
ough working knowledge of the piping system to avo id the possibility of
spilJs or contaminations, Newly assign ed personnel should familiarize
themselves with the system by carefully tracing out the piping prior to as- I
suming a cargo watch. Cargo piping systems can be cla ssified in a num ber
of ways. Oneapproach is by location of the piping in the vessel:
I
~ I:::J
c,
~ e
I. Bottompiping (if 80 equipped)
'",c.
";;;"
0 0
2.
3
Ded: piping
Pumproom piping (if 80 equipped )
e
e OJ
"
"
II

BOTTOM PIPING

1 f------<l I;::
'Direct Piping System
/
'"
c,
o
/' -
"-
o
. 's c~aracterized by one or more main lines ori- ~ ".~ "
~on from the cargo tanks to the pumproom.
. sel'Ylce a certain number of t anks referred to as a
is a simplified view or a direct pipin g ays-
vessel. l~ _
~ ~ H,-1)
 bedesigned to simulta neously handle 8 wide srr
'Tank ve del, thO number of cargo systems or groups. Parcel ta n'kY "
..aMebas£' on e b f ' .~
• '!ll- - erell designed with the gre ate s~ num er 0 segregat IOn s as Been 0
I"n I suchYae th e S eo bulk America with twen ty-one cargo sys tem, . •
BELUIOUTH
bi d fthe piping in each cargo tank ge ne ra lly ha s a flared she
e uter en 0 • . Ib '"
ferred to as a belJmouth. FIgure 4-2 Illustrates a typica ellmouth found
~ the after end ofeach tank through which th e ca rgo tanks ? re loaded and ~ ~

di h d The cargo tanks generallyhihav

Be arge .
e two such opemnga known a
h d'~ in di S
--<>0-<]
I 1>--0<>-
Vis main and stripping bellmouths, W rc Iller In rm ens ron and in 10Ca.
Ion as measured in distance from the bottom of the ta nk. The stripping
bellmouth is smaller and is placed closer to the tank bot tom to facilitaw c, 00
draining at the end of the discharge. The bellm outh is d esign ed to mini. N N

mizevortexing,a whirlpool effect that occurs as t he ca rgo le vel approaches

the stripping stage in a tank .
~ I I>-<><>

BRANCH PIPING
~
bellmouth connects to athwartship piping kn own a s branch piping . As M l!l
shown in figure 4-1, the branch piping conn ects the center a nd wing tanks --<>0-<] I 1>--0<>-
, >::~ti~e, \f\o re.-and-aft main line. For example, the forw ardmost ca rgo ta nks-
P.Qrt &riter, and starboard, commonly referred to as "1 ac ross"-are c, 00
• •

f--oo-o I>-<><>
Bev eled lor welding
to suction pipe
I--> <><>0-
~ 0-

c, 00
~ ~

-0<>-<] [>--<><>-

Radial ribs prevent

vortex lormation
and set bell to proper
height c,
~ lil
~ [>--<>0>

[ [!)
-J;Ri
Bonom p!atill9

preeent8 the end of the bottom piping in

LY ~i-
"
~
G
Curing.
 CARGO PH'I NO SYSTEMS

connected to th e sta rboard main through the bran ch line. Many new
f!lE'l!l arE'equipped with two bellmouths that operate through a 8ingle ::.:
a!l seen In figure 4· 1.
Loop (Ri n g Main )
Another type of bottom piping system commonly se~n on barges and cer,
tern d edicated ..........0 carriers is a loop or nng mam. Fi gure 4-3 iIIustr.t
~.. . . . I h ea
toop system in which the piping ":lnsln a conunuous eire e t roughout the
bottom ofthe vessel. interconnecting the cargo tanks an ~ pumps. A loopar,
rangement is s uitable on vessels where cargo se grega tio n ill not a critical
factor such 88 cru de-oil carriers .
In Iaet, some large r-crude-oil vessels are designed wit h minimal bottom
piping in the cargo tanks. Th is a rrangement is common ly referred to as a
free-flow vessel. Cargo flows through the bottom ofth.e t~n k s via remotely
cont rolled sluice gates in the bulkheads . As t he vessel IS dIsch arged and de.
velops a tri m by th e ste rn, cargo is directed to the bellmouths located in the
aftermost ta nk. Only a short run of bottom piping is therefore needed to
connect th e hellmouths in the after cargo ta nk to t he pumproom. This sig-
nificantly reduces cons t ruction costs by elim inating a major portio n of the
large diam eter piping th at wou ld otherwi se be necessary.
Figure 4·4 . Large-diameter bottom cargo pipingin one vessel un der construction.
Piping Details Courtesy Jeremy Nichols.
The dimen sion of t he piping is usually dictated by the size an d capacity of
the eargo pum ps as well as the anticipated loading ra te s of t he vessel. r• • . --
--~. ~: " .
p-
II • • .

-
Coastal tankships and ba rges generally have ca rgo piping ra ngin g from10
to 14 inches in dia meter, whe reas the piping on large crude-oil carrie rs can '" z: :', '. -
reach 24 to 36 inches in diameter. The proper support and anchoring of the
bottom cargo piping can be seen on the vessel under con struction in figure
.
............- -
.
.... .-. - -- .;
..,;-~-
='-'- -

'- ., . . .: ,
4-4. The cargo piping is us ua lly constructed of steel or equivalent material :I' . . . - ,-
(carbon steel) although vessels carrying certain p arcel s may require the
use of special material suc h as stainless steel. The schedule of th e piping
(thickness of th e pipe wall) va ries wit h the service in whi ch it is em-
ployed-cargo, inert gas , or va por . Federal regulation stipulates that cargo
piping must be tested eve ry yea r hydrostatically and a record of such tests
I

must be main tained on board .

. Cargo piping sections are connected t h roug h the u se of bolted flanges or
slip-on (Dresser ) couplings. Bolted flan ges (fig. 4-5 ) a re employed to con-
nect successive lengths of cargo piping; how ev er they do n ot afford the de-
•
gree of flexibility necessary to handle the bending st resses of t he vessel or
the thermal variances of the pipe . Slip-on couplings. on the ot her hand (fig.
4-6). provide a leak·free method of connecting piping without the need for
\
flanges . These couplings accommodate cha nges in te mperature as well as
~he bending of the vessel (te ns ion and compression forces) that occurs dur~ Figure 4·5. Cargo piping secticne connected through the use of bolted flanges.
mg cargo operations and at sea. Som e ope ra tors h ave experienced problem:; CoUrtesy International Marin e Consultants (lMC).
 CARGO PIPING SYSTEMS
10
wIth ,dip-on couplings (fig. 4·7) due t? excessive mov ement of t he piping
and dt't.t,noration of the gasket matenal cau,sed by t~e cargo. Anot her ap.
proach to welded piping connections is t he tn.staliatlOn ~r loop s or bend s
that allow the piping to expand a nd contract without causing undue s t rai n
or possible fractures .

DE CK PIPING
The above-deck piping generally consists of one or more d isch a rge mains
eonnecung the cargo pumps to the athwarts~p's ma nifold piping. The
cargo manifold is the bitter end of the on-deck piping th at forms the inte r.
face between the vessel and the shore facility. The manifold is generally lo-
cated amidships and equipped with valves and blanks. It is considered
sound practice to always close the manifold val ves wh en there is no active
transferofcargo. Securing the vessel piping in this manner is a pr ecauties.
ary measure against the possibility of cargo movement (gravitation) when
the transfer has ceased. The end of the manifold piping is fla nged to pennit
~nnection to the shore facility via flexible cargo hoses or mecha nica l load-
mg arms.
Dre sser Style Pipe Couplings
'Oresser" style couplings are widely used lor connecting piping on board company vessels
because they provide the fleltibility necessary to withstand stresses caused by Bltpansion and
ecetracnon during temperature changes. vesselmotion in a seaway. andvessel vibralion.These
ereesareabsorbed without damage to the pipe or leakage at thejoint so long as the Dresser
couphngs are property lilted and well maintained.

Unlorlunately, Oil spills have occurred on board company vessels in the pastdue10 Dresser
couplings rupturing or separating
Many of thesespills happened because nearbypiping was notpropertysUPpOrted.allowing
e~ssive motion at the coupling.
Dresser, style couplings will not maintain an oiltight seal or holdpipesections together it
pressunzae Without the pipe being clamped or secured on EACH SIDE of thecoupling.
T.herelore,neverpressurize the line it the pipe is nol secured andfirmly su~orted on both
siCkls 01 the flexible seal The mas ter should be advised of any repairs requiring the. removal. 01
in.hne supports so that ~pprOPriate precautions can be taken. Dresser couplings Will alsofall
~ thepipe is not straight, so always align the pipe properly when lilting newcouplings.
Oil spllls are extremely dangerous and cosily, and everyettortshould be made .to ensure :~~
[hey do nol occur on your vessel. Since Dresser style couplingsare the"w~ak Ilnl( In the . .
Proper Inslellallon, support, and maintenance ol lhesecouplings Is essential to sate operations.

u sections
ing yin con. neeted t h rough t he u se of Blip-on type Fi~re 4-7. An important messa ge from one fleet operator concerning Dresser cou-
phng. . Ccurtesy Chevron Shtppmg
. . Compa ny, LLC .
temeuonal Ma rin e Cons ultants UMC).
 CARGO PI PING SYSTEM S
6

Flange s
Manifold fla nge s are u su ally const~cted in accor~ance with a national
d rd to ensure a s mooth operation when m a k m g the co nnection be
s~n
lween
ath' vessel and the facility . I n t he United States , t he Ame ri can N .
hi ' h th .~_."
tional Standards In !lti t u te (ANSI ) p u I S ~s e criteria lor standardized
a.

flanges including suc h items as the following:

e
I. Inside diametRr rn»
Tightening a bolt cilcls
2. Outside diameter tOD)
perway to lighlen up a ring is to take the slackup evenly \hen u
TNl ~ing baCk and 'onh as shown in the draWing Don't OV8foo'lI R~n:~ilduaIy·
3. Bolt circle diameter (BCD)
4. Number of bolt holes .~e~n" can be eaSilycracked by tIghtening the boltCilCle UI'leVllI"tf' ee lhal .
5. Thickness of the flange face eser pressure on the wleoch can stnp the boltthreadsor puI out•....: a~ ....lhal a It1Ie
flce SS u'" s,""
6. Raised- or rtueb -fece fla nge
7. Material of ecnetrccnon Figure 4-8. The correct procedure for tightening a bolt circle. Courtesy Chevron

Another recognized source dealing with sta n d a r dization of fl anges and Shipping CompanY, LL C .
manifolds on vessels is Recommendations for Oil Tanker .Uanifolds and
Associated Equipment from the Oil Companies Internatio n a l Marine Fo-
rum IOCIMFI.
Wh en connections are made using bo lted flange s , t he following require-
ments m ust be met:

1. Suitable gas ket material must be used in the j oin ts a n d coup lings to make
a lea k-free seal . It is not advisable to double up on gaskets or to reuse
them. Gaskets are gene rally constructed of a fiber or n eoprene mate rial;
however , Teflon may be used with certain cargoes .
2. When ANS I flanges are employed, a bolt must be pl aced in every other
hole at a min imum, and in no case should less than four bolts be used in
the connection. Be aware that company policy usually specifies that a bolt
be ins talled in every h ole.
3. When usin g non-ANSI flan ges , a bolt must be placed in ev ery hole. Blind lIange
4. For permanently connecte d flanges , a bolt m ust be placed in every hole.
hlwrong voay
There is a right way and a wrong way \0 put a blind flange on a cargo nser. The
5. Each nut and bolt sho uld be u niformly tightened to distribute the load and produces damaged lingers and dented toes , This IS unnecessary, Do It Itle rig way.
ensure a leak-free se al. Any bolt ex hi biting signs of strain, elongati on, OT 1. Stick a boltthrough in a bottom oil-center hole. _ lh n nge
deterioration should be rem oved fr om se rvice. 2 Plc!I up the lIange with bo\h hands and hang Iton the boll usmg anyhols l"notebeadroPped
sien a nuton the bolt. The lIange Is now completelyundercontrol and can Th , ....
3RI I motf..center hole, as
. 0 ate the Ilange and stick a boll through in the other bot0
The proper sequence of tightening a typical bolt con nection is shown in
4, bolls Will
catch the gas ket.
go, ii-B. When it's necessary to install a blank (b li n d fl ange ) on t he man- Putgasket In ctece
fll "".
ifoll:1 ct.1ons can be found in figure 4·9 . nsert remainder01 bolts and tighten

Figure" 9 I' d flang e (blank) on a cargo

Couplings . Illa't -a. The correct method of in stalli n g a b 10
~ f 8ecunng.the
. h lll~
hose ormechanica1loading ann ~ t e neet Ill. old. Courtesy Chevron Shipping Compan y, LLC.
of quick-connect couplings . The t ypical qUlck<OJl
 1 Herea ralchel Col Coupling in studded 2.The actualconnectIOn 1$ a~ by
. configuration ISbolted to an eKlstlD9 ASA lacing the e-lCoupling k) a matching
hose flange lor a cne-nrne permanent ASA !lange . No cntlCal alignment ol bolt
installation.The coupling is Itl enready to holesor gasket it recessers
be jOined at any lime to a matchll'l9 flanged
Figure 4-10. Manifold coMedions typically are bolted or the y employ quick- tees . manifold, or pipe 01comparable
COllDect couplings. diameter.

couplings in use today are hydraulic clamps a n d ro tati ng locking cams

(Cam-Locks). Regardless orthe type of quick -conn ect cou pling employed , it
must be acceptable to the commandant of th e USCG. Fi gure 4-10 ill us-
trates a bolted connection and a qui ck-connect coupling.
Th~ ~anufacturer'8 step-by-step sequence of connection u sing Cam -
Locks IS illustrated in figure 4.11.

Reducers
Foraituations where the l' . ~ Id
the flan th veeae e manito flange differs in dimen si o n fr om
vessels:: on m:~ar~o hose or.steel ann, a reducer must be ins t alled . Tank
~~e;~~~~~zes of~~duce~s
Y 4. The resultant connection is positiveand
3. A simple movement with the special Col
enablecoJection for this purpos e (fig. 4 .1 2 ), to leakprool. it is impOSSible,to loosen the
wrench secures each ratchet cam with a
thal;is being COnnected to th re facl,hty. Figure 4-13 illustra tes a r educer cams which are automaticallyratchet
wedging action, while compres sing the locked,except by use 01 the Col wrench.
Ifthe flanges ofth, '1 veesel a cargo manifold. buill·ln a·ring.
. . vesaa and hose d t I' 1
Piece III frequently used to k 0 n~ a ign properly, then a epoo
~ort~ectionofflangedPiP:~:t~~~conne.c~lOn possible. A s pool pi e ce is a
to the
Icfnerl' .
manifold. Re mOva ble spoolbe Utilized
. as an adapter or a n exten -
. It IS necessary to provide a . .pieces and blanks a re a lso u s eful
Itlvecarj"oes. POSItive means of segregation betwee n F' . . Ily employed a t th e cargo
'K'Ure 4-11. On e sty le of q uick-con nect couplin g typlca
manifold (Ca m. Lock ). Courtesy MMC Inter national Corp.
 77

Crmll'iOYPTS
. a cargo transfer it is freq uen tl y necessary to ere
p unng . vSS over syste ms
re sev eral ways to mterconnect ca rgo ayetema on a to k I .
There a I h " n veeee t. One
ch common y seen at t e ma Olfold 18 the Ulle of a t e .
IIPPr1l a d hi h . f h . mporary pipe
called a runarou n • w IC IS pre a n cated pipe (fi g. 4-14 ) designed to
_ nneel two or mor e cargo sys te
inter.... . rn!J at the manifold . It I' S usua II y at-
tached (bolted ) to the offs ho re m anifold whe n it is necessary to inte rcon-
e cargo systems . A number of factor s may necessita te th f
neet th . h fl l . euseo a
oov"r includmg t e o owin g :
cros"" <. •

I. Limited nu mber of loading/discha rge hoses or a rms to conduct the

transfer
2. Convenience when loading a single grade of cargo
3. Expeditin g a cargo tr an sfer
4. Reroutin g t he cargo opera tion when a problem exists

A second method of interconn ect ing cargo sys te ms at the manifold is

the use of permanently in stalled piping referred to as a "mixma ster" Fig-
ure 4-15 illustrates the fixed piping of the mixmaete r running across the
top of the manifold pipin g.
Figure 4-12. Most tank vessels carry a wide array ofdifTerent size reducers . Cour-
tesy International Marine Consultants ClMC).

Fj
gure 4-14. Cargo systems inte rconnected at the manifold t hrough the use ofa
runaround(te mporary piping). Courtesy International Marine Consultants (IMC).
 CAR{lO PIPING SYSn; MS

. I A number of material s are used for th e inn t b

cllerJIlchn S~08t commo n being Buna-N (nit rile) in oil s:~~.. eaord av~bb~r
e tC tehe r t I '
liDS' . and hig er empera ure se rvice. For st rength ,
.. nc\ 1v ttcnm
rJlst1C d \ ' evera ayers of
jlliI rste rreinforcem ent an ste e me sh (helix) lypi cally Surr ound the tube
pOl~e bose. The cove r serv es as the outer protective layer for the lube and
oft '01 cement for the hose . Covers are genera lly made of n d
rei or h hvei eopre ne ue
a its res,' ,tance to weat er, p yeicel abuse . (abrasion)' an d pe I roIeum .
to hose ha s both advantages and disad vantages: it is ru •• d b I
a in weight; a s moot h t u b e pr oviides
Rubber hig h flow rate , but il is einflexi-
,es aa hi , u
he 'l' d it has good temperat ure resistance, but limited chemical reeia
~;~ -
ce.
tanThe .
end fittmgs . er b U1il tom
0 Lth e h os~ a re etith ' or swaged (crimped col-
lar)steel nipples that are equipped with welded carbon steel flan ges,

C o m p osite Hose
Compositehose is lig ht, flexible , a nd resi stant to most chemical cargoes . It
. constructed of numerou s layers of polyp rop ylen e films and fabrics with
~:mer an~ outer5spira D wi re helixes. Compo site hose is suita ble for chemi-
cal and oil service.
Figure 4-15 , Cargo systems interconnei:ted at th e manifold through the use of. Reinlorcement-mult,ple
mtxmeste r (permanent piping). Courtesy Mark J ones. bias·wrappedplies
01polyester reinlorcemenl
A third crossover u ses a flexib le hose, usually called e jumper, to inter-
connect cargo systems at t he manifold on the vessel. The PI C mu st exercise
ext re me caution wh en using a crossover between cargo systems, given the
increa sed ri sk of contami nation . T o protect against the possibility ofleak-
age, crossovers a re typica lly equip ped with blanks , removable spool pieces
(pipe sections) , or double valves for segregation.

CARGO HOSES
Flexible cargo hoses a re frequently em ploye d to m ake the connection be-
tween the fixed piping on the vessel and the shor e fac ility. Ba rges gener·
ally carry a number of cargo ho se s on board wherea s t ankship a utilize
ho ses provided by the shore facility . The mo st common h ose t ypes used for
transferring cargo are rubber, composite, and st a in less steel.

Rubber Hose d
Rubber hose consists of three basic components: tube, r einforcement, ann' Helixwrre-c-anows hose Cover-provides protettion
TU 8 10 be Used lo r sucnon against external abuse
cover (fig, 4-16). The PIC should check the suitability guides from th e
r . trans' F;gu 4 h Courtesy Apollo Intema-
utacturere in order to match the correct hose type to the cargoess those . re -16. Conatruction ofa typical rubber cargo ose.
" specially constructed ?ose s 8 U~ hat 8 of
d Sorne -&,argoe8 require
porte.. honal Corp.
tifed tn cp 81 e trig -temperature service and with certatn ype
----.0--------- CAtlUO t'1t'INU ::lnl'n.:MS
CARGO TRAN SFER
81
Stainless Steel Ho s e
-n ing or s u p porttng the hose asse mbly , Figure 4·19 is a guid f
Stai nless-steel hose is compose d of a stainless-steel corrugated t when II .. manufa ct urer 1' 11u st r eung
- some 0 f t h e d oa an d don'ts whene rom
k
ered by a si ngle or doubl e stainless-ste el bra id. Stainless-stet!! h ll~~ CQ~. ne use "" worx-
ab le in situations where chemica- 1resistance
- an d h iIg h er tem per ature
OSC III II '
lltt.
? h Ith ca rgo h oses .
IOg ;e ves sel is usu a.I1Yequipped with a chafing rail in the vicinity ofthe
be encountered. 1Jla} manifold to preven t kmk ln ~ or d amage to ho ses . The hose all!!embly shou ld
Markings
Cargo hoses should ha ve th e following ma rkings:

1. Name of the product for which the hose may be used

2. For oil produ cts , the words "OIL SERVI CE~
3. For hazardous ma teri al s, the words "HAZMAT SERVICE-8EE LIST"
4. Maximu m allowable working pressure (MAWP)

Vessels usually ma inta in a written record or the da te of manufact

latest test date. tes t pressure, a nd burstin g pressure for th e hoses ca:
on board. Ca rgo hoses a re required to b~ tested annuall y to one and ODe
half times the maximum allowable working pre ssure.

Figure 4·17 . Prop er support of a cargo hose requires the use of slings or saddles.
CARGO TRANSFER
Courtesy Apollo In te rn a tional Corp .
During cargo tr ansfer , t he import ance of visually checking the hose canna
be overstated as operators have experie nced problems ranging Ircmdeten-
orati on of the hose lining (tube) to complete failu re . Although cargohoses
are ruggedly constructed, they st ill repr esent th e weak link in a cargo
t ransfer. The person in charge of the transfer mu st keep a watchful eye00
the hose, the connections, and in part icular the vessel moorings.Themoor·
ings must be properly tend ed during th e cargo transfer to keep the vessel
in positi on alongside the facility , Failure to monitor the condition of the
lines could result in unaccepta ble surging of t he vessel or movement offthe
dock, which could place undue st rai n on t he hoses and connections, Accord·
ing to federal regul ation, th e car go hoses and stee l arms should be long
enough to allow the vessel to move to th e limits of its moorings without
placing a strain on th e hose, arm, or tran sfer piping system. Several factors
should be considered when determining th e n um ber of lengthS of cargo
hose to be connected. The PI C should accoun t for th e ra nge of the n-de m *
locality, th e anticipated change in fre eboard of th e vesse l, wind and c~·
ren t condiItione
- at the facility, a nd vess el t ra ffic. The use 0f exceSSI\'f
bl bl
lengths of cargo hose is discouraged as th ere is a n increased risk ofa Ig.
, . ' sen'
of hose getting pinched between the vessel and dock' thi s could have d
' lth sa .
OUB consequences. The cargo hoses must be prop erly supported WI rg Figure 4.18 . Flexibl e hos es sho uld be supported by belt slings, saddles, or bridles,
dlea or straps to prevent kinking or dam age to th e hose and its coup ~~ Courtesy Chevro n Shi pping ,
(figures 4-17 and 4-18), The use ofa single rope sling is not recomlI1en
 GARno PIP ING SYSTEMS
CARGOTRANSFER
83
rrccrrect Correct
rial . Addit ionall y, t her e sho~ld he no gouges, cu18,or slas hes that pene-

~
te the Iir st la yer of h ose rcmforcement.

Never use hole unsuppor1ed

=
Alway s suppo rt hose near COUpling
traU'
l\l e chani cal Lo adinK AnnR
Modern ahore faciliti es that accommodate lar ge veeeels a nd h ave high
ca rgo transfer rate s frequently URe mechanical loadi ng a nna, which are
steel pipe s that te le scope to ma ke t he connection with th e vess el manifold
(figures 4-20 a nd 4-21 ). These are o~n referred to as "ch ickeans."
Never use hose unsuppor1ed Acceptable The a rms a re controll ed hydrauhcall y and em ploy swivel jcinte which
enable th em to follow the movement of the vessel at th e bert h . Alth ough
steel arms a re ca~able of handling greater pressures an d flow rate s th an

~
hoses. th e perllon -lO-ch a rge shou ld be awa re of'severa l concerns with their
use. Mech anical loadin g arms have a limited opera ting envelope, which
mean s they a re much le ss forgiving than cargo hoses whe n the vesse l he-
Protect aga ,nSI sharpedges- gins to surge or drift at t he dock . Th e PIC should take th is into account
doclo:. edge. ship', ~ard ralr. etc when spott ing t he vessel and pr operly te nd the moorin gs to ens ure the ve s-

~
Bel stays in position at the berth . ~f ost mecha nical loading a nna employ

~
some fonn of quick -connect coupling such as hydr auli cclamp s or Cam-Locka
when connecti ng to the manifold . As in th e case of cargo hoses. it is impera-
Never IJS& hose unsuppotled Support hose with slings tive that s uitable gasket material or a -rin gs be installed in the connect ion
whe re appropriale
to maintain a leak-fr ee seal. In t he Unite d St ates. mechanical loading

Never oyerb8nd nose oreucw hose Support hose w ith Slil19s

10hang between doCkand Ship

~
Nevel support hose w ith single rope

Figure 4-19. Hoae handling guide from one manufacturer . Courtesy Uni-chem
Hose Corp .

be drained at the end ofa cargo transfer prior to its removal from the m~ni'
fold. A number of methods are u sed to drain the hoses , including graVlty,
vacuum pump, or blowing the lin e clear with a su itable gas under presllUl'f
y
Th e per son-in-charge is required to in spect the hose pri or to use for h :.0 Figure 4-20. Mechanical loadi ng a nna (chickBans) used to ms ke the connection be-
unrepaired loose cover s, kinks , bulges, soft spots, or othe r defects W na- tween the vessel an d the facility. Courtesy Mar garet Meehan.
would permit the discharge of oil or h a zardous ca rgo throu gh th e hOlle m
 . ~ •.. • ' '' '' ~ m 1'lt"I NG

mu st me et t he de si gn , fabrication, ma terial and in .

85 •
" ." u,'remen1s contained in ANSI B 3 1 3 E a" h' mech 8~ctl 'lon and tee t-
.• req . . " ... ... a ntea oadin
tn t is con8t rucl~d In a ccor da nce Wit h this etanda rd mu st ha ve g arm
tha 's certificatIOn permane ntl y marked on the a nn a ma nufac_
ture r .' A h d or record ed else
.... in t he Fa cilit y. tt e en ofacargotra ns ferthe rem t he .
where ff h ' U II a means
to dr ain or close 0 t e a r m pnor to breaking the connection.

Loadi n" Il rops

The cargo pipin~ on deck is oonn{'Cled ~ the bottom piping through vertical
lines called loading drops.!hese d~op lines are used when loading the vessel
(roDl shore. On vessel s eq uipped Witha pumproom, the drops route the cargo
direct1~ to th e ~ttom pip m g and the tanks. Loading the vessel through
these hnes permits th e operator to bypass the pumproom entire ly It '
sideredsafe pr~ctice ~ avoid loading through the pumproom whe~ a ~h:~
exi8tB, thereby Isolating th e ves~el cargo pumps from the loading pressure.
The person-in-charge s~ould venf~ the status ofthe pumproomvalves prior
to comm~ncing t,he loading op~rallon. Each cargo system or group is gener-
ally servtced by its own drop line; however , some highly segregated vessels
such as those with in -tank pumps may have a drop for each ta nk.

P U M P R O OM PIP ING

The pumproom is a comp lex compa rt ment that is th e heart of the discharge
operation on a ta nk vessel. It conta ins the necessary piping and pumping
equipment to deli ver t he ca rgo to the shore facility. The pumproom is a
comparatively small compartment usu ally located at the after end of the
cargo section of the vessel. The aft locati on of the pump room takes advan-
tage of the tendency of the vesse l to trim by th e stern during a discharge. It
is also close to t he engine room. Locating the cargo pumps a t the low point
in the system enables the pumps to operate in a head condition , which re-
sults in a mor e efficient discha rge operation. Th e proximity of th is space to
the engin e room is also convenient when connect ing t he pump to a drive
unit. Due tothe complexity of the pipin g in thi s space, th e per son-in-charge
must carefully trace t he lines to become well-versed on th e proper lin eup of
the system . Figure 4-22 is a sim ple pumproom sketch showing the bottom
piping from the tanks directing cargo to the suction side of the pu mps.
From the cargo pumps, the vertical discharge lines deliver t he cargo to
the man ifold and on ward to the shore facilit y. Most pumprooms a re also
equipped wit h cros sovers that permit t he cargo systems to be intercon-
nected on the s uction and discharge side of th e pumps. To prevent th e
Figure 4-21 Mech . II di poS,sibility of contamination through th e crossovers, it is advisable to
. emce 08 ng anna have a limited a bility to follow the move-
ment of the vessel at th berth Th th' m81ntaindouble-valve segrega tion or install blanks bet ween th e systems.
'. e . e PIC muet therefore keep a close watchon
moonng linea, CourWsy Margaret Meehan. Another function built into the des ign of the pumproom is th e a bility to
 BASIC VALVE TYP ES
87

--- -- --- nelra

pumproom
, r" lIVOl'd . serious po utton
I en di CUS~lIon of proper b all est tn g procedure s.
I I
1
I
I I
I 1
I Riser 1
I I
I I
I I
DIscharge
I ,,"'" I valve, the gate or disk rid es up and downon th e spindle through the useof
I I
I I
I 1
Chod<
1 ~ vefve 1 should bear in mind th at t here is a risk or ja mming when using a
Pumproo m
baUll8l. The ca rgo pumps us uall y h ave a connec tion to th
UlltCon rion in t he hull ca lle d a sea chest. The pipin g tha t
. id f t h
.
e sea Vl8 a
connects the sea
pe t to the suction 8 1 e 0 e ca rgo pumps is commonly called t
chell .~ in the case of. the crossovers
pC l"" d
1 mentioned
. ea rl ier ' one can expecthe sea to
• d OU ble sea-Buctlon
1rood va ves se parat in g the ca rgo eyete f
11 . . id m rom the sea
. hm el e nt, care sh ould be exerci ... .S9 d Wh en ta kmg
o seawater ~alla8t usmg t e ca~go pum ps a nd lines. Commit cha pte r 11
. '
To manIfOld
ror a 18
- B A S I C VALVE TYPES
Main deo:
Valves are the devices in stalled at various points in th e cargo system th at
enable the operator to control the flow of liquid through the piping. The
rson_in-charge sh oul d h a ve.a n under standing ofthe worki ng principles
ped limitations of the valves m the carg o sys te m.
an Valves can be ca tegorized in t he followin g ways:
1.
Rising or non rising stem. \Vhen the stem moves up and down85a functi.on
of operating th e valve , it is classified as rising stem. In a nonrising stem
a reverse thread .
Throttling or nonthrottli ng. A valve is ccnaidered throttli ng when it is
2.
suitable for controlling liquid flow, meaning it can be operated in a par-
tially open position. Nont hrottHng valves are not designed to control flow
and should only be u sed in a fully open or fully dose d position. Operators

I Reltef
drop 1
1
nonthrottling val ve in a partiall y opened position.
3. Ma nual or moto r-operated . If th e valve wheel is physically controlledby
th e operator it is a manual valve. In automated cargo systems,the valves
I valve
I

I I are freq uently operated through th e use orhydraulicor pneumaticmotors

connected to the stem.
I I, Local or rem ote ac tu ation. Local control mean s the operator is at the valve

1
Main
cargo
",mp
\-
~er Pump
-
Bulkhead
From
",,.
tanks
4
and controls it dir ectly. When the valve is located some distance fromthe
operator such as at th e botto m of a cargo ta nk, it is then necessary to in-
I suction b1ock 1 stall a rea ch rod for remote actuation. A reach-rod asse mbly is a series of
steel rods coupled to connect the ste m ofthe valve in the ta nk to a valveop-
_1- - - I- - --- erating stan d on deck (fig. 4-23).

Personnel must exerc ise care wh en operating a valve remote ly wit h a

reach-rod assemb ly . If it b ecomes n ecessary to u se wh eel wrenches or ot~er
1ve
*}>ersuaders," the operator m ust gu a rd against the a pplication ofexcess
torque to the va lve. This cou ld sh ea r t h e pins in the reach -rod couplin gs, re-
sultmg i n an tn
' cperative
. valve.
Figure 4-22. Simplified drawin go f th e cargo lines
. . 8 pu mp room.
In
 n R.~ I \j v I\ I, vt; ", YI' E S
89

a';;:=::~Qt-L
Tension pin
==H':'=":~Bet
Thru st washe r
Gate Valve
rts of a typical ri sin g lite m gate val ve a re shown in figur e 4-24
keypll f h \ . h · .
Relalner Bushing 'I'h e lin at the top 0 t e va v~ 18 t e operating mechan ism called the
Start gee \ which is ope rated either ma nually or by a motor The 8 '-
W aShBf
dwh , h n h . . cem cr
!Jan . the rotating 8 a t a t IS connecte d to a circular gate for disk ,
Indk:8lof Plate ::n~l:;~m=::: Hex head scraw 'nd le IS d Th kl
Indicator nul ~ pl . h moves up and own . e pee m g a nd gland ass embly makes a Iiq-
Lockn ul le
"".h ight seal where t he st.e m exits the to p of the bonnet. The bonnet is th e
t
uld- r housing that is typically bol ted to the bod y of t he valve. When the
I r,..;-- Slem
uppe . fully opened, the gate r etra cts in to th e bonnet a nd out ofthe path of
valv~ ls 'd The body of the va lve is t he flan ged POrtion installed in the pip e-
Gland the
. liqu! . h li id n W· hi bod y of the val ve is a set of
c hrDugh which t e rq u r OW B. It In t he
bn vee r efe rred to a s guide ri ? s.wh ich keep the ~~te a ligne d when moving
Pack ing
Bu Shing
groo d down. When the valve IS 10 the closed posu tcn, t he operating ga te or
~ Deck plating uPka~ wedged firmly into the seat.
dis IS \ h . '
Gate valves are a popu ar c oice In c? rgo systems w:ven t he ir- d ur ability
d the fact that they offer t he least resistance to nowm th e open position.
~her types of valves common ly fo.un d in car~o se rvice include butterfly ,
globe. plug, and ball valves. Following a re vano us type s of valves installed
on tank vessels .
Figure 4·23. A valve ope rating stand on deck permits remote actuation (via 8 reach
rod) of th e valve locate d in the bottom piping of the vessel . Courtesy Haywar d Man. Comparison of Valve Types
ufacturing.
The following listings s how s om e ofthe a d va ntages and di sadvantages as -
sociated with each type of valve sh own in figures 4-25 t h rough 4·29.

Wh"' ~
til GATE VALVE
Yokesleeve-

Advantages
Simple design
Gland - - -
Durable
Packing Less prone to obstructions
Unrestricted flow across open valve
Suitable for local and remote actuation
Suitable for bidirectiona l flow

Disadvantages
Not easily automated
Prone to jamming
High cost Figur e 4·25. Nunrieing stem gate valve.
Numerous turns Courtesy William E. William s Valve Cor-
Figure 4-24. The key pam of 8 rising stem gate valve. Courtesy U.S. C08st Guard. Nonthrottling porati on.
 90
DlTITER"'I .Y VALVE
Adl'afltngf'S
Quick acting valve
Simple and compact deaign
Less expensive
Easy to automate
Di$adt'aTltageB
Less durable
Prone to obstructions
Prone to leaking
Prone to improper sea ting
Nonthrottling
GW BE VAL VE
Adt'ontages
Precise throttling
Flow control
Durable
Directional flow through valve
Disad vantages
Prone to obstructions
Prone to improper seating
Numerous tu rns
Not eas ily automated
High cost
Pre ssur e drop across open valve
Greater resistance to flow
CARGO PIPING SYSTE MS
S PEC IAL VALVES
91
PLUG VALVE
M vantalles
Sifllple and com pact design
Quick acti ng
V SII prone to obstruction s
BallY to automate
Dur a ble
Suitable for bidirect ion al flow
Disadvantage s
Nonthrottling Figure 4·29. Plug valve.
Figure 4-26. Butterfl y valv. . Cout1tt
Valve Man ufact ure ra As SOCia tion. 1 SPEC IAL VALVES
Thi s section de s cribes valves that serve a uni que function in the cargo
syste m of a tank ves sel.
Check Va lve
The chec k valve is de signed to pennit liquid flow in only one direction. It is
typi call y found on the di sch arge side ofthe ca rgo pump a nd in the inert gas
delivery lin e on deck to preven t return flow. The check valve opens when
the disch arge pre ss ur e from the cargo pump or inert gas fan lifts the oper-
ating di sk in the valve, thereby allowi ng flow (fig. 4-30 ).
The chec k valve is de signed to operate automatically either un der a
weight (lift check) or spring load <swing check ) when the cargo pump or
inert ga s fan stops. The weight or tension of a spring on the disk causes
the valve to seat, thereby prevent ing ret urn flow. Experience has shown
that check valves a re prone to leak ing, pa r ticularly when ins talled in a
hostile environment. For example, the corrosive na ture of in ert gas ca n
Figure 4-27 . Globe va lve. Courtesy Dixon
result in a ch eck valve deteriora ti ng to the point th at it rem ains stuck in
Valve and Coupling Company.

BALL VALVE
Ad va ntages
Quick-a cting
Simple a nd compact design
Easy to a utomate
Suita ble for bidirecti onal flow

Disad vant ages

Nonthrottling
Figure4-30. Aswing check valve is typicallyinstalled on the discharge sideof~ cargo
c urttsy
Fi gure 4-28. Ball valve . 0 . Pump to prevent ret urn flow. Courtesy William E. WilliamsValveCorporatIOn.
William E. Willi am s Valve Corporation.
 SPECIAL VALVES 93
CARGO PIPING SYSTEMS
92

the open posit ion. A similar s ituation ca~ occur when ha nd ling viscou s or
high_l.('m pera ture pour-point cargoes which are ca pa ble of gumming up a Pressure·vacuum valve
check va lve to the point t hat it sticks open.
Reli ef Val ve
The reliefvalve is also found on the discharge sid e ora cargo pump; it Pro-
tects the piping system from the effects o~ over-pressuriza tion. Relil'f
valves are spring loaded and operate a utoma tica lly wh en a pres et preS8ure
is reached in the discha rge line of the pump (fig. 4-31).
When the relief valve opens, th e cargo is returned to th e suction side of
the pump through a short recircul at ion line . prevent ing an y further Vent pipe Vacuum
buildup cfpressure. The operation and sett ing ofthe r elief va lves should be valve
Top covel
checked to ensure the cargo system is properly protec ted . Vacuum
valve
Pre lisure.Va cuum (pV) Relief Va lve sea,
The pressure-vacuum relief valve is s pecially design ed to provide struc,
tu ral protection of the cargo tanks from the effects of over- or under_
pressurization of the tank atmosphere. The val ve contains two operating vavebocly
disks (pressure and vacuum I that are held in th e normal ly closed position
by a weight or the tension of a spring. The valves a re design ed to open (lift)
at a preset pressure or vacuum in the tank. When th e press ure disk opens,
the atmos phere in the cargo tank escapes , relieving th e excess pressure via Pressure valve seal

Pressure valve

Figure 4-32. Pressure -vacuum relief valves provide st ructural protection of the
cargo tanka. Courtesy Pennea Mari time Prot ection .

a flame screen and louver ed vent on th e body of t he va lve. Co nve rsely ,

Figure 4-31. A reliehalve ia typically inSlalled on th e discharge aide of the cargo
pump to protect the eyetem from overpreeeurieatinn.
when the vacuum di sk lifts , a ir rushes into the t ank through the same
opening to break the vacuum. Figure 4-32 illustrates across-sectional vi ew
of a typical PV re lief valve.
Pressure-va cu um relief valves are usually install ed on s tan d pipes con -
nected to ea ch tank h a t ch or on a central vent main when designed to pro-
~t ;:roup of.cargo ta nks. Figure 4-33 ill ust ra tes th e typical locations of
ab~ th va lves In th e ca rg o system. In the closed positi on , these valves e n -
e e cargo tank(s) to rema in seale d, t he re by m inim izi ng loss of cargo
through va
As . pon. za tiIOn as we ll as los s of inert gas pressure.
l'V ve WIth an y mechanical device. ro utine inspection and m a int ena nce of
ves is . .
t()rs eb' ld imperative to e ns ure proper protection of t he vessel. Opera-
ou chec k PV va lves for the following;
 BLANKS
9.

PV valv es
Valves operate freel~ .
I

/~ ,-
S_
Valve aeata and sealmg eurfacea are dea n and ti ght .
Flame I!creena ar e not fouled or holed.
Springs or weight.a are in good repair.
Deck iaolaling valllll " Tank isol aling ,-
=><
/
==:,==;;r====#=;] valva valv es mu st be set to lift (ope rate) before t he cargo la nk he at
IG ma,n / Th e Th reac ee Ita
'(l1Um design pr es su re or vac uum. e pressure and vacuum r eli f
ro aJI .0nonnall y indica te d on the body orthe valve a nd d d . u~h ~t-
tingsar", h I 0 _1 - f setti • r e m t e m-
rt gas m
anua l for t e vesse . IW Ie settings vary ccneide
. era bly from one
e I to th e next , h owever so me typical values are as follow, -
vesse .
P rt"8 8 U N' R elie{ Vacuum lUlie{
Cargo tank PV valves 1.5 psi -Q .5 psi
PV valve !] Mast vent pV valves 2.0 psi - 1.0 psi
<, ::
t r
MaSI
/ tiser BLANKS
A blank is a de vice that is gen erall y inserted at one of various locations in
Bypass thecargo pip in g system to pro vide a positive means of segregation between
varve
cargoes. Several s lyl es of blanks a re in use, t he most common being a spec-
tacleblank tfig-4 -3 4). I n m os t cases, a blank represen ts e physical bre ak in
the piping ; th erefore. any le a k a ge is unable to continue past thi s device
and simply leaks out ofthe line . A spectacle blank consists oftwo disks-an
open (flow) and a solid (no-flow) disk- th at genera lly swing on a pivot
point. The status of the bl ank is clea rly indica ted by th e visible disk (refer
again to figure 4-34 .)
MaSI
/ l ise r
Deckl&OIa tlng varve
/
~ rna":=/=;C==;r===~i='il

4-34. One type of blanking devi ce (spectacle blank ) commonly found in the
Figure 4-33. Three applications of PV valves. ~Ylltem ora vesse l. Courtesy Stacey Valve Co., Inc.
 96 CARGO PIP ING SYSTE MS
REVlEW
97
Caution should be exerc ised when swinging a bla nk; the se ai... . r to 8 cargo transfer, the hOlle must be visuall .
gui de lines should be followed; ..,pie
7. rnothe typica I caus es fior rejectIon
" of a cargo hoa ?YInRpected
Wh . What
a ulre
r~ d rna rki ngs on a hose? e. at are the re-
I. Verify that the piping is not under pressure (no ac tive cargo tra nsfer) qWhat ill th e purpose of a PV valve on a cargo tank? List t h .
2. Prio r to swi nging the blank, d.rsin. ~e piping on bo t ~ s ides of the blll.n·k. 8. h Id h k h d ' .
a n operator II ou c ec w en con ucnng an inspection of the PV
e ltemllthat
J Ensure the pipeline in quesnon I S Isolated by d OSing the apPI'QPri8~
valves. .. .
valves. Whyare spectac~e blan ks utIh zed m th e cargopiping ofa tank vessel?
4. Do not stand in a position that could res ult in contact with th£" cargo. 9. L.IS t th e pr eca utIons that should be follOwed whenever 0 ne 8wmgs.
. • a.
5. Cari'fully swing the disk out of the lin e and inspect al l f1 a ng£" Or mating blank in th e p~p ehne .
surfaces. Prior to breakin~ the cargo hose co~n~'Ction at the end of a transfe r,
6. Inspect the blank for corrosion and physical damage. 10. what are th e typical methods of drainin g the line?
7. Inspect the D. ring or gasket material prior to installing the disk in the
line.
8. Check the disk for proper alignment in the pipeline and secure th e blank.
9. Ins pect the blank for any leakage after it is in s talled.

One dra wback to the use of blanks in the piping system is access forop.
eration. Blanks require local operation, therefore th ey a re not user.
friendly when insta lled in such locations as the bottom pip ing of th e vessel.
Blanki ng devices are often found at the manifold on deck, with a mix.
mas ter , and at crossovers in th e pumproom where access is not a problem.
An alte rnative to inserting a blank in the line is the use ofa rem ovable
spool piece, a section of pipe wit h steel blanks on the ends of t he pipin g. Re-
moving the spool piece provides the ultimate assurance a gai nst an y risk of
conta minatio n th rough th e pip ing. Simple blanking devic es, however , of.
fer reli able protection wit hout the la bor involved with a spool piece.

REVIEW

1. What are two common design s for botto m cargo piping found on mod-
ern tank vessels?
2. What is the name given to the bitter end of pip in g located in the bot.
tom of each cargo tank?
3. 'Yhat is meant by a ' free-flew" design , as applied to a large crude car-
rier?
4. Nonflanged cargo piping is connected through the use of what device?
Why is it used?
5. If the cargo manifold flange on the vessel differs in dimen sion from the
ca~g? hose flange , what device is em ployed?
6. If it IS necessary to cross over cargo syste ms at the manifold on deck,
what methods are employed?
 CHA PTER 5

Venting Sys te ms and

Vapor Control Op er a tions

he method employed to vent the atmosp~ere of a cargo ta nk on a vessel

T is an issue that has plagued the tanker industry for man y years. The
earliest app roaches, although simple and foolproof, pr esented serious con-
Figure 5-1. Traditional open venting of a cargotank through the ullageopening.
Shown here, the vent is equipped with a flame screen.
cerns regarding fire safety, health, and a ir quality.
The initial methods of cargo tank venting in volved open vent ing
th rough a tank top or hatch at the deck line . During loadi ng a nd balla sting .-- - - -
operatio ns, tank atmospheres typically exited through a n ullage opening
in the hatch near deck level. This hatch se rved a dual pu rpose: first , as the
primary venting port and second, as th e ga uging point for the cargo tank.
.- - - - Wind
Industry studies revealed that exiting cargo vap ors te nded to settle and ac-
cumulate around the vessel in sufficient concentrations to pose signi ficant
.- - - -
fire and health risks. Figure 5-1 shows the traditional a pproach of open-
venting through the tank hatch, and figure 5-2 illu strat es the resultant va- .- - - -
por plume developed during a typical loading oper ation.
+- Ullageopeflll'lg

CONTROLLED VENTING SY STE MS

Over the past twenty-five yea rs, the widespread installation of inert gas Cargolank ... _ Tank coaming
(lG) systems on ta nkers has led to dramatic improvements in cargo tank
venting, now referred to as contro lled venting sys te ms . Th e deck distribu-
tion pipin g (t he fG main and br an ch lines ) used to supply inert gas to the
cargo ta nks a lso serves as th e vent system during cargo loading. Through
the use of th is vent piping, cargo tank atmospheres are directed ~~ofl. 5-2. Vapor plume developed above the deck duri loading operation.
unng a
where the prevailing winds at the berth can dilute and disperse th e eXlttng
vapors, thereby reducing the risks to the vessel and personnel. Controlled Richard Beadon and Eric Ma.
_ _ _ _ _ __ _ ~ll__ _
 CONTR OLLE D VENT ING SYSTEMS
101
Hlgh·veloc lty vent val v9 S

D«k IS0l8 110" valve

"
/
Tank isola ting
. ent inl{ systems ~re ca~ gorized ,in two ways: mast riser venting and
" . h_velocity venting. Fi gu re 5-3 Illust r ates th ree Contro lled venti ng a r-
hlg e ments in use on modern ta nke rs.
~
." ,=",=,,====~Ii=
. l'il valve rlll1g
IGmal ri / Mallt Risers
Mast or king-po ~t vents ~~ysically direct the exit ing cargo vapors well
A above th e deck vra hard prpmg bef~re releasing it to the at mosphere . The
use ora ta ll ~ent.stack can ~ seen m figure 5-4 . Contro lled venti ng ofthe
cargo tanks m .t~l s m a~e rl s ve'! effectlV~. Howev~r, when certain meteo-
rological cORdlll.ORS exist (low wind and high humidity), vapo r accum ula-
tion is st ill poSSible.
PV valve ::

Decll. isoIaMg valve

<. iJ

/nser ...."
High-Velocity Vents (l1VV)
Another approach in contro~led vent~ng syste ms is the use ofhigh-velocity
vent valve s. Tw o typ es of high-velocity vent valves are in common use to-
./
~ ,c.===;;====;r==!!~:!J
day: bullet val ves (fig. 5-5) and high jets (fig. 5·6 ).
High-velocit y ve nt valves operate off shorte r standpipes (6g.5-7) and
lorna,"/" L Bypass
valve
project the exiting vapors aloft. These device s work on a deadweight princi-
ple, pre vent ing t he releas e of the cargo tank atmosphere until a predeter-
B mined tank pr essure is reached. According to the manufacturers of these

PV valve

Venlmain
-,
Deck isolating valve
-,
/
~~"';="=/
";'="====~=;l L BypaSS
valve

:::U,:
. p
i~3. ?,~trolle? venting arrangementa. Individual cargo tank vente
y.
A.
g hlgh.veloclty vents (HWs) and sta ndpipes . B. Common venting us'
Ing a Bingle mam IIG . .
HVV plpmg) and venti ng through on e or more mast risers or
I. C. Common venu I ' c-
spher th h ng emp oymg a separate vent main which vents to still Figure 5-4. Vent stack method of controlled ventin g. Courtesy International Me-
e roug one or more maet risers or HWs. rine Consultants HMC).
10 2 VENT ING SYSTEMS AND VAPOR CONT ROL OPERATI ONS
Mar1m H,-Jet MK III
Pressure diSkcheck lilt tIlIndl e essem bly Operation under d,tferent cond,tions
onlYlor KSPA·3/KSPA-4 model 1
High-velocity VEll1hng
;1
I.
/- during loading or ballas ting
1,
(j)
Hlgh elocity pressure ,7 2
1 rellel al...e (KSPAj .1 ~ Preuure valve

,,
I bf ealhing

Pressure d'sk check lilt hand le 8SSlImtlly

" .S - -,'
only l or KL PH.a.rKLPH-8 model
--
,,,
Vacuum reliel yatve , ' ....._ J
@ w'th QilS·'I9f!il1gOOYtr

, aod flame scrgell

(KS PV) ,,
@Stud bo/lIflUl
@Gasket

Figure 5.6. High- velocity vent ...alve (Martin Hi-Jet ). Artw ork by Rich ard Beadon
and Eric Me. Courtesy Martin Co mpa ny.

•
•
KLPH (KSPA + KSPV + KSpn

Figure 5-5. Cutaway view ofa high .velocity pressure-vacuum re lief valve, eleore-
ferred to as a bull et valve. Courtesy lan -Conr ad Bergan, Inc.

devices, a minimum exit velocity of30 meters per second is achieved when
the valves open, ensuring that the vapors rea ch a cons iderable height
above the vessel.
The type of venting system an owner elects to in stall on a vessel de-
pends on numerous factors, including the following:

1. Regulatory requirements
2. Vessel trade
3. Types of cargo transported
4. Health concern s
5. Venting capacity
6. Experience factor ~igure 5.7. High-v elocity ve nt va lve on standpipe (bulle t va lve 1. Courtesy Interna -
7. Convenience/ease of operation banal Manne
. Ccn sul tan ta (lM C).
8. Ease of maintenance
 VAP OR CONTRO L SYST EM COM PONENTS 105
104 VENT ING SYSTEMS AND VAPOR CONTROL OPERATI ONS

TABLE 5· 1
Venting systems vary cons iderably from one vessel to the next-
m illllio n Facto" i n Pou nd.. Per 1,000 Ga Uon.. of Lt quld
fore, th e PI C s hould ca refu lly t race out the piping arrangement dthe~. EP~ E
milinr with th e pr oper lin eup a nd usc of the sys te m. an b<! fa. Looding Op eralion s Tanker
Emi SSIOn
In addit ion to providing imp roved venting of cargo ta nks dun I Balla sti ng
S ourt:t'
ing, th is piping a lso plays a n important r ole in va rio us operation~g Oll~. Ships Bartles
a ted with t he pr ope r use of t he vessel's inert gas system. For exasSOci. Ga lloli ne 1.8 3. 4 0 .'
crude oil 0 .61 1.0 1.2
s uitable supply and vent ing arrangements are cri t ical when it is necamp]e,
-.4 0 .5 1.2 unknown
to repl a ce ca rgo tank a t mospheres. ellsary P
JKeros.ene 0 .00 5 0.0 13 unknown
. Operat! ons in volvin g com plete rep l ace m~ n t of a car~o tank atmo sphere Di8tilla te oil no . 2 0 .005 0.0 12 unknown
include pnma ry merung. purgmg; gas-freeing, and re merting Adela '] d Residual oil no . 6 0 .00004 0.‫סס‬OO9 unknown
discussion of gas rep lacement methods can be found in chapter 15 ~I"
.. ' nett ~8Y U.S. Environmenta l Protection Agency
Gas Systems.

DEVELOPMENT OF VAPOR CONTRO L SYSTE MS VAPOR C ONT ROL SYSTEM COMPONENTS

In recen t years, various states and localities became concerned about the
affect th a t cargo vapors have on air quality, and this led to the development
of va por control systems. The uncontrolled release of hydrocar bon vapors
from ta nk vessels du rin g cargo load ing contributes to the overall quantity
of volat ile orga nic compounds (VOCs) in the atmosphere, a precursor tothe
formati on of ozone pollution. In fact, the prob lem beca me serious enoughto
prompt th e implementation of rul es limiting emissions during such opera-
lions as loading, ballasting, purging, a nd gas-freeing of cargo tanks.
At present, th ese rul es a pply to vessels hand ling crud e oil, gasoline,
gasoline blends, and ben zene cargoes . The list of "regu lated" cargoes, as
they are known , can vary from slate to state a nd in some cases even differ
within a local a ir-qua lity district. Vessel operators shou ld inquire as tothe
local requirements prior to arri val a t the facility. Th e numb er ofcargoes reo
quiring the use of a vapor control system is expe cted to expand as morede-
tailed information becomes available about th e effects of th ese substances
on the environment.
The quantity ofVOCs emitted during loading and ball asting operations
was documented by the U.S. Environmental Protection Agen cy in 1985, as
shown in table 5-1.
Vapor control ayetems represent the next stage in th e evolution ofca.rgo
tank venting designs. The basis ofthe system is a closed loading operation.
All vents to atmosphere and deck openings to the cargo tanks arc secure~
and remain so for the entire transfer. By means of a network of vapor co
lection piping connected to the manifold on deck, the vapor s from each ~
on the vessel are directed ashore for processing. The facility ha s theop~?n
of destroying or recovering the vapors. The vapors involved are th ose I:~
placed by the incoming cargo during loading operations as well as those r
leased due to cargo vaporization .
The U.S. Coast Guard developed and pu.bUshed regulations (Title 46 crn
m in. th e design, ennstr-uctmn , and operation ofvapor control
Part 39) govelank vessels operating in U.S. waters. However, it ..ts notth e
~~~ l ' .. ili
CoastGuard but th e indi vidual sla tes th at enact regu au one requmng e
useof these systems.
Va por Control Piping
The collection of vapors is accomplished through perman.ently instal led
deck piping us ually consis ting ofa common mam , bra nch h~es . ~nd vapor
manifold. On ta nkers fitted wit h a n inert gas syste m, mod!ficat1o~ of the
IGdistribution piping permi ts its use for vapor contro l whll.e loading (fig.
5-8).When a ta nke r is equipped with a n IG/vapor control mem, the~ must
be a means of isolati ng the IG supply. The deck isolating valve required un-
derexisting IG regulations satisfies thi s requirement.
. .
The vapor control piping . . or manifold located as
terminates 10 a vap
close as pra ctical to th e cargo mani to . 0 c ear y d'stinguish
. ., Id T I I 1 .
the vessel
. f . .
vapor connection , th e last mete r 0 plpmg mu s " et b painted with red/yel-
. 9
low/red band s and lab eled with the word ' va por, as seen 10 ,figure 5- .
Asan additional safeguard agains t possible cross-connectlOn of a cargo
hose to the vapor manifold, a special Ilenge is employed. Th e ve~se~vtPor
connection flange is equipped with a O.5-inch st ud at least one me ong,
projecting outward from top dead center on th e flan ge face.The vapor~an­
k ifold must also be fitted with a manually operat ed isola tion valve that grvea
clearindication of the valve's status. . ' t .
If a ship is carrying incomp atible cargoes, it is imper ati ve to m.am 810
e eganon. of the cargo vapors for quality . assuran ce I' easoos and. 10 hi
some
Thnces for safety. On a tanker with 0 singl e vapor control main , t 18 IS
 1
VAro n CONTROl. SYST EM COMPON Io:NTS
107
•• ,
Ii ilhH I
- l I b - . (#.)
~
1
!
•
<
~
s
•
,~
~
e
9~ ,,
~
~
~
~
>
iJ ~ ,
s
;;0
j
a
,•
..
~

"j
i. ~
Figure 5-9. The va por manifold is clea rly ma rked to avoid confusion or possible
t cross_connection. Th e vapo r hose is requ ired to have th e sa me coloring and
~
o , !Iteociling as th e vessel vapor ma nifold. Courtesy ~I ark J ones.
~ e
• •,e =
.,
;Ii
~
! ~ ,, usually accomplished by closing valves or installing blanks in the appro-
'j a-
• E
priate branch lin es. Other ta nk ers (such as chemi cal carrie rs and certain
@' " :.:. ~
i. '.
, e product carriers) a re fit ted with ded ica ted vapor contro l systems for indi-
@ .s a vidual cargo tanks or tank gro ups .
• ] ,~
, To furth er guard against contamin ation of dissimil ar cargoes, drai ns
~ • ", 0> must be provided for removal of liquid condensate from the vapor control
~~ pipingresulting from ( 1) liq uid carryover while loading du e to mists in the
~ ~ vapor st ream , ( 2 ) conde nsation in th e piping due to temperatur e changes,
.~
'i~
".
t: .~ /31cargo ta nk overfill, or (4) ca rgo sloshi ng at sea.
<: • • a•
"§
.-
.=
Vapor Co ntrol Hose

,.
~ -
• 0

• ~ ! The hose used for transferring vap or s mu st he electrica lly continuous and
constructe d of material tha t is resistant to kinking and abr a sion . The hose
,~ ,~

.,
.~
to" asse.mbly should be pr ovid ed with prop er support to prevent excessive
!~
i'j•
01 .'::
strain, kinking, or collapse of the hose.
i~ • is E
. ~ The vapor hose mu st also meet the following minimum strengt h criteria:
~~ @ .~ ~ S
~~ rz!ie
Design bursting pressure 25 psi
Maxim um allowable working pressure 5 psi
Vacuum (without collapsing/constri cting) - 2 psi
 VENTIN G SYSn:MS AND VAPOR CONT ROL OPERATIONS
108 CLOS En GAUGING
109

;gned to opera te over

b the entire la nk depth . CIus e d ga uging
. has be n
de,
....del'
•• used forI a fnum
h e r dof yea rs'as
. part of th e IG regu I auone.
· '
It origi-
y ated as a r eBU t ot. e nee to mam. tam atmosphere cant roI an d a positive
..
n
" . pressure .d unng cargo opera ttc na, Consequent!y, th ere ar e a number
d
Vapor of dosed gaugtng systems on the market, details of which can be found in
chapter 6 .

j 'solation valv~
• I:
L - H igh LevelJOverfiH Alar ms
I• ' One of many conce rns associat:ed with a dosed loading operation is the risk
-1 meter
...... mg eIf can r es u1 t
f cargo tank overfill. Overfilhng a cargo tank while toppi
c- - - - - _

Red ba nd 0.1 m O
Yellow bafld 0.8 m in structural dama ge to the vessel ; also , cargo may be sent into the vapor
Red band 0.1 rn control syste m. The most common cause of a spill while loading is overfill-
ing, and the most common causes of overfilling are the following:
Detailel vessel ma nifold end 01 vapor control piping
1. Human erro r-fatigue. inattentiveness, mexperienee, leckofcommunica-
ticn , etc .
2. ~l echani cal failure
3. Malfunctioning tank valves
4. Faul ty gauging system
5. Improper lineup
• Vapor 6. Cargo gravitation
7. Faulty alarms

To protect a ga in st such a n occurrence, a larms ind icating both high

Ship
Vapor control hose
Figure 5-10. Th e vapo r manifold (top ) must be fitted with a manually operattd is0-
lation valve t hat gives a d ear indica tion of th e valve's stat us. The vapor control
hose (bottom) mu st be colored a nd ste nciled 8S shown . Courtesy Richard BeadOll
and Mark Huber.
.n.0
Th e color a nd marking at each en d of the hose should be similan
respects to the vessel va por manifold (fig. 5-10>. As part of the declaration
ofinapection {DOn checkoff, the hose sh ould be in spected far cuts ,tesrs,or
defects that may render it ineffectiv e.
CLOSED GAUGING
In an effort to achieve 8 va por -ti gh t de ck a nd leak-fr ee transfer, ~ yslt[ll
e ngag e d in va por control must be eq u ippe d with a clo se d ga ugIng e
level and overfill conditions mu st be fitt ed on vesse ls equipped for vapor
Do" control. Each a larm must be des ign ed to provide a udible and visual warn-
ingw hen th e cargo level re a ches predet ermined sett ings. The se alarms are
required to be intrinsically safe and totally independent of each other. The
alarm system must be equipped ...vith a te st feature to permit checki ng
prior to the ca rgo t ransfer and to give warning in the event of a power c r cir-
cuit failure.
The h igh -le vel a larm is set to activate when the liqui d level is between
95 percent of t a nk capacity and th e setting of the overfill alarm. The sec-
ondary overfill a la rm must be set to provide am ple wa rning for t he person-
in-charge to shu t down loading before the ca rgo tan k overflows.
Both a la rm s sho uld be cle arly in dicate d in black lett ering on a white
background as follows: High Level Alarm a nd Tank Overfill Alarm. .
Additional opt ion s a re availa ble to protect th e vessel struc t ure against
d?ma ge from t ank overfill . One option is t he use ofa s pill valve o~ rupture
d~sk on ea ch ca rgo ta nk . The se devices genera lly are set to relieve at ~
higher pressure than the tank PV va lve but certainly less tha n the maxi -
rn~m design working pressure of th e tank. For vessels in ocea~ or coast-
WiSe service, provision mus t be ma de to prevent a ccidental opening due to
Il taf\\l.ers cargo sloshing .
 Il O VENTINO SYSTEMS AND VAPOR CONTROL OP~'
""RATi ONS

A seco nd op tio n is to install an overfill control 9 8te

ge nerally found on tank barges , th e overfill 8c 080 r: t~ ' In th is /Iy
nected to the shore fa cility. When an overfill occurs ~~ e VCs/l el ar: 1(:rn,
ca lly sh uts down th e loading operation a t least si~t e sYstem B Ut(lllltll .
ta nk is pressed up to capacity. y seconds bt'fore ~~
n
'"eUP' t
UUHiIl ..oW VAPOR PR.~" HUR.~ PROTI:CTION

5) excellllive withdraw al of va pors or ca rgo, (6) ex pansion or con-

,0 lind (7) ca r go slosh ing.
or car '
1lI'acUOl"lrotect
I, · , .
against the foreg?m g, the rcgulations l!tipulate t hat the eye-
fo P Id be ca pable ofh a ndhng vapor 8 at 1.25times the maxi mu m load -
teTil shO u rthe vellflel. Tank vessell!a re u sually fitted with one or more of
111

1
ingrate o . g pressu re -va cu u m relief devices: individual tank PV va lves
Vessel Pressure-Vacuum (PV) P r o ' ec "Ion the fol1.0W\~ val ve (if fit te d ), and liquid-filled PV breaker . '
Another con sequence ofclosed loading operations is th ' , enastf'lse rtpolnt.8
, at w'hiI Ch th e se devi
evtcee re I'rev e excess pressure or vacu u m
d " f e POS8IbJ!"t
or un er-pressunzatlon a 8 cargo tank. Since t he adve t f ' I Yof o\·~ 'fhe ~ell within t he followin g r a n ges :
tern s on tankers, numerous ca se s of cargo tan k rupt u reOs ~ Inert gas 8)'~ JhOuld 18
been B!tributed to closed operations (fig . 5-11 ). As a re8ult.~heCOllap8e ha\·~
operating procedures and a tte nt ion to detail during ca rgo ne~ror llafe maximum dellign workinlC preeeure
not be overstated. operabons can· 1.0 psi <. pressur e relief <0'
Som e of the potential causes of cargo tank over- ° d
un er -pre811 Ur.
lIetting of IIpi\l valv e/rupture disk
I~a
izetiIon are ( Ll excessively hi~h loading r ate , (2) m al fu• nctrionin
I ! excessi
Sized PV devices, (3) vapor lin e const ric t ion , (4) im pro g or under. -0.5 psi > vacuum relief > maximum design vacuum
pe r vapor 8ystelll
The bar graph sh own in figure 5- 12 furth er illustrates the normal ope r-
fng pressu res and settings for PV reliefdevice s in a va por cont rol syste m,
a I It is important to realize that PV val ves , like any mech anical device .
canfail when ne eded m os t . Therefor e , routine in~ pection a nd maintenance
areessential to en sure p ro pe r st ructural protection ofthe vessel. As part of
the regulations, each n ewl y installed PV va lve must ha ve a means of
checking that the valve operate s freely and does not remain in the open p0-
sition. For more details conc ernin g the function of PV va lves, consul t chap-
ter 4.

HIGH /LOW VAPOR PRE SSURE PROTECTION

Vapor control systems must be eq ui p pe d wi th a pressure se nsing device

that permi ts the per s on-in -ch a r ge to monitor the d eck pres sure in the ves-
sel, High- and low-pres s u r e alarms must gi ve both a ud ible a nd visual
warning when a n ex t reme condition exi sts. The a la rm se t ti ngs a r e a s fol -
lows:

High pressure a larm _ not more than 90 percent of the lowest

pressu re relief valve sett ing

Inerted ta nker _ not less than 4 in . wg

Figure. 5-11. On the ve81lel shown here, a ca rgo tank was overp res8urized whenthe (100 mm w g) 0.144 psi
~IC faded to open the appropriate branch lin e valve and the PV valve was inopera'
uve. Numerous underdeck framing member s were fra ctured and th e entire deck l-cw preseure alann [
Noninerted tanker _ lowes t vacu um
above the cargo tank was deformed upw ard in to a pro nounced dome. CourtesyLl. relief va lve setti ng
Comdr. Douglas B. Cam eron, U.S. COBBt Guard .
 E" S
VENTINGSYST." •
AND VAPOR CONT ROL OPERA TI ONS OP~;IlAT IONS
li Z 11 3
112"
mulBling" ca rgo Buch aa jet fuel or ae sottne. the initial loading
"8U
1tic accl~ b e lim ited to minimi ze the development of a static electrical
995 " Tank test head U
raW tlhOc Expe ri en ce has shown that" agitation , .splallhing, and pipeline fric-
". cltllrg , l'bute to charge se pa r at ion In cert ain low-conductivity cargoes.
t;On contu r it.is con sid er ed safe pr act ice to limit the velocity to each ta nk to
Asa res t , I second u ntil a sufficient cushion ill achieved . A table of flow
PV brilr. pressure sel DOin t
ter
PV valve pressure se lpo lnl
1 l1\c perpondin g to a lin ea r velocity of 1 meter per second th roug h veri-
t CIl C0
ra . 7: ;pip in g a nd also additional guidance concerning the han dh ngof
HIgh-p ress ure a larm ous~lze CU m ul a t ing ca rgoes ca n be found in chapter 2.
stat iC aC

Fi nal Ga u gi n t(
trol regula ti ons prohibit th e opening of a cargo tank to at.mo-
Vapor c;n . g active ca rgo transfer, The intent of th is requirement IS to
sphere un~em vapor-tigh t throughout the operation. In fact, it ehould be
4· Low -press ure alarm

th unnece
keeplly e eye 55' ''''
to open a tank to atmosphere during loading if a ll re-
. .
:""':t-';;'c'~' PV valve vacuum se tpoi nt lOla d
'Ft-"~'~
7" PV bril r. vac uum set pcmt qUIre equ ip me nt-is fu nct ioning properly.

Vapo r piping pressure ecc when loading one system

~ -56
« (In of H~O)
System pressure and dol+--+--!- +-+ -t--ti l i t
selpOint bar graph
i
Figure5-12. Bar graph illustrating the normal operating pressures a nd settingsfor
preesure-vacuurn relief devices in a vapor control syste m.
i is 1-l-- -l--i- -+- t-----r- I I l":;
~
OPERATIONS 1'0 14-- -+-- t--I- -t- i - t;j
This section addresses a number of th e operational concerns th at a PIC
must keep in mind during a closed load in g ope ration .
i
•
Loading Rates
84 00 9.800 11,200 12,600 14,000
One critical element that affects th e overall sa fety and success of VB~r o 1,400 2,800 4,200 5,600 7.000 . , te (bblsllir)
Ov erall regulated cargo load ing ra
control operations is the determination of max im um allowable loadmg
rates. The regulations specify that cargo loading ra tes m ust tak e into BC-
count the preeeure drop through the vapor piping system as well 88 the
ssm Pr essure drop is lrom no . 1 ce nle r tan k (mos t rsmo le lank) to en vapo r heade r
d 55% hydrocafbOnvapor,
I 0145% Inert gas an
I . Pressure drop Is lor a rn xtur e vapo r ma in.
venting capacity of the pressure relief valves on the tan k. A graph reflect- 2. All port vapor header IS larthestlrom the
i?g t~e cargo loading rate versu s the pressure drop for a typical in 8talla· , . beween cargo loading rates and the
tion 18 shown in figure 5-13. Figure 5-13. This gra ph sh ows the relab on8hlPh et remote cargo tank. Regula-
The maximum allowable loading r ate must be determine d and clearl~ pre811ure
,. drop through t h e vapor pi'ping from. t e rna t the pressure drop th rou gh
unde~d by both vessel and terminal personnel prior t o commenccm~n . that ca rgo loa di109 ra es ta ke IOtaaCC'Oun
10nllllpeCify ttv of h .
sscre rehefva Ivee on th e
ofloadmg. While loading, the vessel PIC sh ou ld clo s el y m onito r t he loa.d,n~ t he vapor piping as well as the ven , 109
. ,apaclty 0 t e pre
rates and AAAk p Wh loadlOg tank.
~ repure to prevent damage to the system . en
 • ANDVAPORCONTROL OPERATIONS
VENTINOSYSTEMS

'
-
1/'

ng. 98mpling, and takmg ternp

'tted to open tanks for th e pu rpose of
veeeet p('r80n n('1n~ pernl! rntures provided th e following criter;ll'aug.
(' II are t{!!!!f
,-
...._
Af7l\ •DEcL.AAAnoNOF INS PECTION ADDENDUM
~OPllU __

et:

2
3.
There,is n
o active transfer to th e tank.

In a nonlnton<:U tan •
..
tnve prell8ure i8 mai rrtained .
rted tank . a POSI .
rn an IO~ ~ _..l k the vapor pre88ure ISreduce d to at mo spheri c Viath
~
.-.
""

-- ___._-- .- -
.,
~~ . - - - _
.. "'llOI ...., - ~ ..p ( n - ...... N-.g Ol Dl..
~ In:li<:ale<l.
' ~.'20 "" 46 CFR hJ,5. :lOana ........... tuo<
_ : : : : : : ; . .,. ... ""'" .. " ...... :l3 CFIl

.. ..
- ' awylO_".. - ,

.~
\

...-----... _---- ....

vapor systeJll· ' ~ to be "c!osM gauged " by re gula ti on . ,
•
5.
The cargo 18 not requr
Ira , ta tic aC'("liffi uIa ti10 g carat>
d .~
'& - '
..
.
,
a U metalh c equipment m trodu ce<tinto th
e
. . . - - ... - - - - - ', .. . .. I0OI" ........ "' .. __

,... , "
. the v sel and. for noni nerted ve ssel s, II minim ,::;

_-_ __, _-. -

umk IS bon t'U to . ' UJn . e-ooo", _ _ _ '• • '/011
ti en "..riod h a s elapsed em ce loa d m g ceased .
thirty.m inult'rt'Iau I

I
Inerted Tank Vessels
-gulations are designed to complement existing ~ ._-_.-- -----
. ...... _ _

....... ... ..---. .....

.. ... - - - . _ ....... -

....
.. -

..
" ... . . I0OI. . .........

................... "'.

_---_ -
The vapor con ro .'"t _ I'. ' .. _ M '• •
. te r. inerted vessels Despite th e num erous safegu ard s already . .... _ _ _ _ · _ .... _ ·_ ___ _ 1· ...' ...... "
quu'6lnen lor . h i'
~ t the nero to maintain proper atmosp ere contro lor vessel safety
)neul'C . . t I .
,.h1ls neverbeengreeter. Prior to engaging m vap or con ro op er ati ons, ves.
, . ...
.. _ - -_ ... - - - - - - - .. _ •• - . . 1' ... . . ... . \
pe1'6Onnei must test each cargo tank to verify that the oxygen content
notexceed B percent by volume. The oxygen meas urements should be , __--._.. _ CItI I _
'""'111" 1. ... "" .... . ... ... .. "" 1

en atra pomt 1 meter below the tank top and at th e mid poin t of the ul-
sce rn each tank . Another concern involves facilities usin g a blower
t in the transport of the vapors . The use of such a blower by the
,------ -._.. _--
__ _ _ ..._ _ ,.w- ................"'"
1oI.;»IMIIt.. _ 1ll1l

tit.)' could reduce the vessel deck pressu re below th e required

,whithm tum could ultimately re sult in air being drawn into the
PI ofthe vessel must be mindful of this possib ility and care-
,~

- ..not,

,~ii~~r the deck pressure during closed oper ations to ensure th at the
,1_ _ ' _ _ _ ... _ . ....... ... _ ..._ _ .. _ . _ .. _ _ ......,....,
tUB of 8 tank is not compromised.

Declaration of Inspection
in~ to conductvapor control . the declarat ion of inspee-
...
li_
SlJIS!OUIN I "-RSOf<.<OI.O<., ,,.1: ~
_ _ OA"

mcludeentries for critical aspects ofthe system. The Shell ,

tie.DDI in figure 5-14 illustrates th e required ent ries for
~ra Ions. Additionally, the use ofa sta nda rd che cklist (lig.
uaed in crude-oil-washing operation s should help
iehapa. . ..., ,...! OQtII'\u ro I

Ligbtering
i O transfers occur in a locality where emission
~r8'8,~ generally handled through vapor bala~c'
~ bala cmg is a closed transfer between th e servtce -14.This addendum to the Declaration of Inspection lists the required en-
li tered (VTBL). The cargo vapors displaced a mU8t be completed by the PICs when conducting a vapor control opera-
liquid cargo transfer are returned to the rtesy Shell Oil.
 ONTROl OPERATING PROCEDURES
CHECKLIST-MARIN E VAPOR CONTROLOPERATING PROCEDURES

o Pf8-l rensler conference requ lled by DOL completed

• Terminal consulted rega rding d ropp ing the dec k P!'aMure.
1
o If l enninal operates a va por line v acuu m aSSist. havi operating hm" s beln
delermlned'?
o C811.rfiC8la of lnspectiof'l 0 1 Cei1.lficate of Com pl iante ef'ldorsed

o All oillrans!e f proced u res co mpl l6d wllh

• Manifold Sop en _lo ading operalions commef'lCtld

LO A OINGlTR A NSFER OPERATI ON S

o IflltJBl load lng rat es observed .

o cafQOlVapDr connectIOns checked and found &8hsfaetory

C:J o LiQuidlV apDr flow chec ked a nd found sahs1aClOIY

C:J . i s oorr recommendations Obse rved regald,ng stenc aceum~atOf oils

C:J o Malti mum allo wable load,ng rates nof u ceed Bd

C:J • Vapor pressure on deck monllored

C:J o Load,ng rat es adiusled as necessary tor topping-off.

c:::::J • All appl icab le regulations per1ainlflll to Inet! Gas syst ems compiled wlIh.

c::=::J
c:::::J POST TR A NSFER CH ECKS

c:::::J o finished lo ading and gauge o ut . (N Ole: 10 v esse l to maintain poSlllVe CJ

deck pre ssu re .
c:::::J o Cargo hos es drai ned , disconnected. and cargo system valves shut . CJ
c:::::J CJ
• Vapor ma nifo ld sh ut a nd vapor hose discon nected
c:::::J CJ
o Bra nch lin e v alv e st atus on 10 vessel cl'leclled and sati sfactory

c::=::J otO plant run up and deck pr ess ura topped ~ If necessary. CJ
c:::::J
c:::::J
c::=::J
I~~~"t~a rd checklist similar .
t I preV, ntin to those used In crude-o il-
u r g wmeceeearv
OJ
mi18 h ape. Cou rtesy
 VENTING SYSTEMS AN n VAPOR CONTRO L OPE llAT IONS
1"
CHECKLIST-MARINE VAPOR CONTROL OPERATING PRoceOURES
CRmCAL FAULTS INVOLVING V....POR CONTROL SYSTEMS
• VIflO' hOse conslnctSltOliapse&'ll:inkl or da maged In a ny way w hich
f~ ~ inttfectrv•
• link l)VIl101 ,I ' lm IS l~
• HogflltW-' ala"""lnIl0'1&11,11 alarmIlutt.
o TIf\Il ov8INI cootrol {ll.lIO-srn,tdownj inoperanV8
'Inoper ll lVl gaugonQ sysllm.
• MechaniC&l fI~~' 01 bfar.::h lin6"Vapor manifold valva
• HiQ!Vlow vapor pressure conditiOn
• lnoper...... PN fl he! v.fves.
. 1nItMICY to mainlain!allnen 8'Ml o~gen by volume In cargo tanks
. 1nItloWY 10 mali'll' '''' positive d eck Pf8SSLf'8Ihro ug ho ul l ra nsf e r.
• Faulty line-I.Q 01 \tl8 vapor coIIect(M'l system.
ALWAYSCOHSlA.T COMPANY POlICIES AND 0 1. TR ..... SFEA PROCED URES f OIl
'OUI'VESSEL
Figure 5-15 (ro nt.)
VTBL via a vapor connection. When inerted vessels engage in 8 dosed
~ightering operation several additional requirements must be met includ-
ingthe following:
1 The service veeeel must ha ve a means to inert the vapor transfer bOM
prior to commencement of the lightering operation.
The semce . vessel must have an oxygen analyzer fitted within 3 meters~
the vesselvapor connection .The analyzer mu st hav e a suita ble connedlon
fora calibration gas to enable the testing of the in strument .
3. Theservicevessel must have a visual and audible alarm that soundswhen
the Oxygen content in the vapor system exceeds 8 percent by voIUJTIl', . J
The service"•esse I sh 0 uld be
be equipped
emu . d· tor loca
with an oxygen mica
1eu
whirl' the cargotransfer is controlled (i.e., cargo control room orondeck)~
electrical InSU
. 1eung· flange or a length of nonconducttvs . hoae lO ust d
tailed.bet ween t he vessel vapor connection on the service . vesselao
L.
119
Vapor bal an cing r equ ires car.eful coordina tion bet ween the PICs of
eSCh vesse l. To. dafte,tavessel ex penence with va por b a 1ancm
. g h 8 S revealed
:
some intere st mg ac .
1.
Cargo pumping rates are "tical when conduct,·o, a c,oeed uIgh teri ng op-
e
. n
eration. The PICs must diSCUSSand carefully monito th .
throughout the t ransfer . r e pumpmg raws
2 Given the ~olatile nature oft he cargo,vessels have experienced dramatic
increa ses 10 deck pressure due to vapor growth reaultin fro
. .. I d ' . g m cargo
pumplOg (a gJtabon an lO<Teasmgambientwmperatures {vaporizationl.
In some instances , vessels have reached a high deck pressure condition
necessita ting a shutdown oft he lighlering operation, as ventingoffthe ex-
cess pressure to atmosphere is no longer an option.
3. To en sure th e safety of the lightering operation. it is important to verify
that each vessel is properly inerted prior to commencement of the trans-
fer. Each vessel mu st check th e oxygen content ofthe cargo tanu follow-
ing th e guidelines mentioned earlier in th is chapter. A measured value of
8 percent Oll)'gen or less by volume is considered acceptable and it is the re-
spon9ibility of both PI Cs to monitor the level throughout lightering.
Maintenance
The vent ing and vapor control syste m of the vessel requires periodic in -
specti on an d maintenance. Consult the manufacturer's manual for t he rec-
ommended interv a ls a nd det a ils ofthe se rvi ce. If no gui da nce exists. cre ate
a preve nt ive m aintenance (P M ) sche du le for the vessel ba sed on operator
experience with t he ins talled sy stem . Critical a reas requiring a tte ntion in
the vent system ge ne rally include t he followi ng:
1. Low point drain s (liquid condensat t>lcargo)
2. Flame screens/arresters tfouli ng/holee )
3. Car go accumula tion (polymeriza tion/solid residue/scale)
4. PV reli ef devices (see chapte r 41
5. High-velocity ven ts (smooth operation of high jetslbullet valveel
6. Vent valve seating surfaces (gummed up with residuewdamage due to
chattering)
7. Stop valve s (branch lines/mast riser/vapor manifold)
8. Gauges/alarms (deck pressureJhigh-leveVoverlillJ
The increased complexity of cargo tank venting and vapor control eye-
terns requires ongoing training and diligence on the part of the vessel P~C .
Sound tanker practice dictates that everyone involved in the operation
should fully understand the proper use of these systems and carefully
check the lineup before commencing a transfer. There is no room for com-
 EMS AND VAPOR CONT ROL O P ERAT ION S
VENTINOS YST
•
120
d essing as serious damage can quickly result to
placency or ~eC'Onl t:~I.ty environment, and cargo. Remember, the" 'Ih,
vesse I. pereonnc ' teenbe to
,
strive for a safe. e fficl
Icient. un d envlr
envi 8 of
onme 0la C H AP T E R 6
the PIC shouldalways n lly
sound cargo transfer.

REVIEW
Cargo Measurement and Calculation
1. List the advantages of a controlled venting system over trad itional
JO HN O'CONNO R
open venting of cargo tanks. .
2. What are the typical methods of controlled venting employed on a
tan k vessel?
3. What is the principle of operation of a high-velocity venting device?
4. What are the most common types of HVV found on board today?
5. What is the manufacturer's stated exit velocity from these devices?
6. What fire protection, if any, is afforded by the use of these devices? he various parties wh o have an a ct ive interest in the way oil is quan-
7. Whenloading a vessel using a contro lled ven ting system, is it still pos-
sible to experience vapor accumulatio n aro un d t he deck and SUper-
T tified have standardized cargo measurement over the past several
decades. Those who wish to familiarize themselves furthe r with th e th eo-
structure? retical an d practical aspects of cargo measurement can refer to cha pte r 17,
8. What causes physical liquid carry over through the venting system? -Marine Measure ment ," in the Manual of Petroleum Measurement Sta n-
9. Whyis it important to check low-point drains in the vent/vapor control dards publi sh ed by the American Petroleum Institute . Thi s publi cation
piping? has severa l sections, the most pertin en t being section 2, "Meas urement of
10. What types ofcargo must be loaded with out venting to a tmosp he re to- CargoesOn Board T ank Vessels ." This a nd othe r rela ted publi cations ha ve
day? Where? been formal ized during many years of discussion an d technical critique to
11. Describe the typical piping configuration for a closed load ing system arrive at what can be con sid er ed standa rd methods to gauge an d sam ple
(vapor control!on each ofthe following vessels: crude oil, clean oil, and petroleum a nd other liquid ca rgoes.
parcel carrier.
12. Sketch the vessel vapor manifold showing a ll req uired deta ils. THE PURPOSE OF CARGO MEASUREMENT
13. Why is it imperative to check th e integri ty of the PV relie f de vices?
14. What is a pressure drop calculationlloading rate curve? The purpose of a ta nk vessel is to transport bulk liqu id cargo, which ea rns
15. What additional entries must be completed on th e DOl for a va por con- revenue for the vessel's owners . In or der to prope rly care for an d h andl e the
trol operation? cargo whil e it is being load ed, ca rried, a nd discharged, accura te me as~r~.
16. When conducting a closed lightering oper ation wha t is method typi- ment of th e ca rg o is important to determine qu an tity and quality. Thi.sls
cally employed? ' accomplis hed by ph ysical gaugi ng, te mperature measurement, s~mp~tng,
17. What is t~e purpose of an insulating flang e? Where is it found ? and calcula tio n of the quantities in eac h cargo t ank, th e vessel pipelines
18. betek an tnerted vessel conducts a closed load oxygen readings must and slop tanks . Speci al cir cums t a nces may require measurement of cargo
la.denat what locations in the cargo tanks? What oxygen readin g is in ballast tanks, void sp a ces , or the vessel's fuel tanks , . .
~nsl er acceptable?
[;18 h minimum et gth . . To understand the signi fica nce of a ccurate mea surement, It IS .neces
wn I a
e on UClI a
ren
closed
criteria for a vapor hose
10 di . . filled .
eery to have a clear picture of how the cargo on board the vessel IS -
b a ngoperatlOnacargotankisoverl chased and sold. In many instances, the charterer of th~ veaee nas
e Ii a confro.n ting the vessel and the che cks that mu st be arranged to purchase the cargo from a supplier at the load.in~n)o
''/;1''<l?'i.8p.mlOg operations. quantity (or volume) of ca rgo is supplied to the vessel from l!h~ e torag
l8.nks. The volume of cargo that is delivered from one o 'mer tio
 CARGO MEASURt;M ~NT ANI> CALCULATI ON 123
J22

.' on documen ts such us a bill ofla ding or a certifica te of .,' wnc d by the cha rtere r. Th e chll rt~'rer tukes posllesllion of
tanks I~ h.8le
h 0 1 III 0 d f h '
[ume ofcarga tha t t he cha rterer ha s purch a l;ed . As qUa.n. Cjl~r8. t e h e point of CUllttJ y t r a ns er , w ten n~nnal l~ illth e interface be-
·, ·Thlslst hde votu ~ h v<'''"e' he 011 fit t I1linal' s ca rgo hose an d t he vessels mamfold flange .
II ) . . t rt.of th e mea surem ent process lor t e BhoreBide ' _
nwnnel are no pa b ~n lt ttl'it'en thc .t cr arc the t h r ee mo s t com mon to rm a uee d In i the sale and pur .
IX' ( It · ately the ma stcrJa cccpts the cargo on card the vessel w' ' folloWlng
the crew k" ,m, dge of whether th e volu me as liste d is re pTesenla t,. Itll of oil ca r go:
ne direct I now e pplied . Th e cre w ca n mea sure t hee vo
ve l um e of ca rg.v<' of chllse
~actuawume~
J h- on boa rd (F .O. B. ):, Under these terms, risk PSSIlt'Ii to the buyer [re-
lai ned in the vessel's tanks , a nd th e t wo volum es can t en be compared. If Fr::er ) at th e F.O.B. point . which is normally th e loading port. The buyer
they are cJce" , the mast er could be reasonabl y confi
if f dent that' .the volu me re~rchaRe8 th e qua ntity as Illlte.d on th e bill of ladinKand actepta any risk
listed on the hill of lad ing and/or th e cern rea te 0 qu a ntity I II accuraU:!. P
o f l~
during t. he voyage . Quah. ty ofthe cargo
. under F,Q,B. termsis ba&ed
ShouJd there be a la rge discrepancy between t he two volumes , the master n the quahty of th e cargo 10 the suppher's shore tank or tankA.
has the right to have the cargo on the vessel m~as.ured a second time to
k sure that all potential errors have been eh m mated. If the volume
ci:t, insurance, freight tC.1, F.): Usually the C.1.F. term is followedby the
~i~ ;annot be reconciled, then the ma st er will usuall y sign the bill of lad~ 2 name of t he discha rge port or . porta . The C.I.F.
. cost to the buyer includes
_ (cost ) of the quantity of cargo as hsted on the bill of lading, plus
ing unde r protest, noting the discrepancy and any steps taken to aCCOUnt the pn ....
.
tneure nee a nd the freight payme nt . In C&--'>eS where th e buyer procures his
for the difference . own insur an ce, the terms of sale would then be cost and freight tC.&F.).
Th uality of the cargo in both C.l.F . and C.& F. cases is based upon the
PARTIES INVOLVED u:l~y ofthe cargo in the su pplier's shore ta nk or tanka.
bel iLoered: When ca rgo is purch ased or sold on delivered terms the cargo
The following list ide ntifies all the parties involved in carg o t ransfer and 3 o....mer , who would be called th e su pplier in this arrangement , agrees to be
measurement : nsated by the receiver (buye r) baaed upon the volume of cargo that
Th e t'essel owner is an individual or corporation that holds title to t he ~mpe
~me
8 "'_d
~~
in the receiver' s shoreside tanks. Quality ofthe cargois deter- .
vessel. mined by the vessel's composite sample, ae found when the vessel arnves
The uessei operator may be the vessel owner, although in most cases, at the discharge port.
th e ope rator is a differe nt party contracted or employed by the owner to
conduct day-to-day ope rations of the vessel. These d iffere nt terms allow suppliers an~ receivers.to limit their e x~
A charterer is an individ ual or corporation that employs the ves sel for · hility as in each set of terms, t h e ri sk or los s IS acce pted at a dif-
sure or Ira 1 ,
one or more voyages to ca rry ca rgo.
ferent point.
The supplier is t he party providing t he ca rgo, which is normally s tored
at a terminal or in a nother ve ssel.
The receiver is th e party tha t acce pts the cargo. The vehicle used to accept MEASUREMENT EQUIPMENT
or receive th e ca rgo could be the vessel , a storage tank or tanks, or t he me-
tered pipeline receipt that is provided after cargo pas ses t hrough a pi peline. Typical cargo m easurement e q u ipment ca rried on board a tank vessel con-
A terminal is a ehoreeide facility capable of sto ri n g, rec ei ving , a nd/o r
supplying cargo. eiete of the followin g:
An inspection com pa ny is a third party employed equally by the s u p plie r
Opentank gau gin g tapes
and the receiver to measure the cargo. Measurement will routinely cons ist of
~olume measurement of the ca rgo and sampling, followed by analysi s at the Gauging bobs
ins pection company laboratory to determine the cargo quality . Water indicating paste
Product indicating paste
Thermometers
TERMS OF SAL E Clolled tank gauging devices
Temperature probes
10 most:ci rcumstances, someone other than the vessel owner or operator Sample bottles
has title to t he petroleum that is transported on a tank vessel. In mo st
Sample bottle container assembly
 CARGO MEAS UREMt:NT AND CALC ULATION TA NK ST ltllCl'U IU: ANIJ ~U:A SUR~:~U:NT
125
124
Reslr icted
0,,00 TANK ST HUCTUIl E A NIl M EASUREMENT
, ~ ~
~ hi gs ea n affect th e meeau remant of cargo--the st ruct ure of each
' r- -
- -- Man)' t 10 (including t he locat ion of th e gaul{ing point ) internal framing
o ta n k
r I ,arit
mbt.'rs, . 1·
.
r
'
dea dri se, tum ofthe bilge , and cargo pipelines. Prior to under -
me . s ny ga ugmg or sa mp mg o a cargo, t he PIC should become familiar
Is.luntghe actual physical struc t u re ofthe cargo ta nk s. in formati on may b.
\Vl.th. d from t he vessel'as drrawmgs
awi or pIan s, from a ta nk erran gem eot.d t-
obt~nne and from crewmembers wit h a worki ng knowledge of th e vessel.
eeam- di h
tl ~· Coromon w nns use In t e ~easu re me nt process include th e following;
Uc:III,cr~el

- - - - - -- - t- -
f- --- Calibrati on tables (ullage I tnnage) a re ta~l es developed by recognized
. dustry methods t hat represent t he vclumes in each tank according to the

- - - - - --- - - -- f-
---- ~ id (inn age) or empty s pace (ullage) measured in the tank. The tables
~~::ntered with linea: me~surements (for exa mple, feet , inches , mete rs,
~~n t,
·meters ) to obtam cahbrated volumes such as gallons, barrels cubic
'
Figure 6-1. Gauging methods on 8 tank vessel are typically cla ssifi ed 8S open,re. meters, or cubic feet.
stricted, orrJosed, based on th e amount of atmosphere released from a tank dUring
the process. Copyright C International Mari time Organization (11\10), London.

Based upon th e \ '1'8 81'1'8 design a nd regulat ory require me nts , gauging
of the cargo tank s will be classified as open (ope n to t he atmosphere), reo
stricted, or closed 8 8 seen in figure 6-1.
Cargoes that are not requir ed to be in erted or ca rried u nder a nitrogen
blanket are loaded into tanks that are open to the at mos phe re an d t here.
fore at atmospheric pressure. Cargoes that require inerting are introduced
into tanka that are maintai ned at a positive pressu re slig htly hi gher t han
atmospheric pressure. Under mast conditions, t he se t anks s hould not be
opened to the atmosphere. Sh ould it become ne cessary to open a n inerted
cargo tank , follow indus try- recommended safe ty pr ecaution s and mai ntai n
a positive pressure (see cha pte r 15 for further informat ion ). Tank vessels
that routin ely carry inerted ca rgoes or load at te rminals wi t h res trictions on
the emission of cargo va pors are fitted with closed measure men t devices.
These devices permit ga ugi ng, temper a ture reading, a nd sam pling of the
tanka to be accomplish ed without the rel ease of atmosphere or loss of rc
pressure .
Many lank vessel s are equipped with st a ndpipes and vapor cont rol
val~es (fig. 6-21that permit the operator to gauge ea ch t ank w it h a portable
some tape (fig. 6-3l. Portable tapes are typically u sed when topping 01T Figure 6·3. Ullagee can be taken with-
carg~ lanka to compare readings with the permanently in stalled closed out leaking vapor using a specially de-
:ugmg~system. C~rgo surveyors (gaugers) frequently use portable sonic signed gauging tape in conjunction with
hera to gauge out a vessel at the completion ofloadingor prior to the dis' Figure 6-2. A vapor control valve per - the vapor control valve shown: in figure
c arge. of cargo.
~its introduction of a s pecia lly de- 6-2.Theae tape s can also meaeur
any loyp6s of closed gauging systems are found on modem tank vessels. Blglled gauging tape. Courtesy MMC perature and the oiVwate..r in
s 8--4 and 6-5 show two wpee-eelectric resistance a n d radar. International Corp. Courtesy MMC lntemation I
 Figu n> 6-4. The Mel ri tap e level ~enao r ia To br8alheIl8qU illl~e ,
an -t'Il'('l ric tape meas ure" that ha ngs
from to p 10 bott om in a ta nk. Two wirl'll
cu r of th e sensor to p ca rry an electric Base sl rip
r1'si" tan ce signal th a t is directl y pro-
port ional to t he ta n k ul/al{e. When t he
sensor is s u bmerged in a liqui d. t he
Sealed
wt'igh t of the liq uid comp re sees th e sen - outer jackel
sor and ca uses a short circuit in the sub-
mt'r'gt'd portio n of t he he lix win di ngs, AeSlslaoe:e
thus changing th e t'ler t rica l resistance, he...unlho<tecl
A cha nge in ullage of 1 me te r causes a
corresponding change of 1 mete r in t he liquid surface
length of uns horted resista nce helix and I
a n elect ric reeieten ce cha nge of 100
ohms. An ulla ge read ou t is disp layed 10-
ralJy at th e ta nk top a nd remotely in the
cargo eontrol room. Cou rtesy Metri tape.

6-5a. Radar ullaging systems such as thi s Saab TankRa dar measure ullages
Figure ring radar waves off th e surface of the liquid in a tank . Such systems are in-
by ~~n safe and extremely accurate (+I-5mm). Courtesy Saab Marine Electronics.
trinS1(l:l11y
Radar -;;"-;;,..."'::::::'~_...,.,.
teanermuer

Detail of Metritape sensor. Ullage

Second protective layer
\ Moisture barrier layer
I ter mea sure s th e ta n k
Keystrip
Resistance element with
controlled tension and
placement and low
temperature coeuctent
Slable electrical
side insulation
~"g
Figure 6·5b. Tra nsmit t er
unit for th e Seab T a nk -
Radar. The radar tr an smit-
ullage; with s pecific d at a
stored in a permanent mem -
ory,the computer can cel cu -
Cleaning
lite the tank volume . Thi s Antenna hatch
system also monitors cargo feeder
temperature and inert ga s
P aeure, which, along with
he tank ullage , are avail-
s all a direct readout at
Decksocket
ntrol console or termi- (yard suPPly)
C urteey Saeb Marine
aiell.
 TANK ST RUCTUlU: ANn MEAHUHEM~; N T
CARGO MEASUREMENT AND CALCU LAT IO N 129
128
_ , Iudes water , oil , slops, oil rCtlidue, oilJwllt~r emulaion« I d d
- hi's the distance from the tank bot to m an dlor dat tity In "', a u ge , an
Reference hell! I .~
ra bliehed referen ce point.
or mar k (s ee firgure 6 -6 I. ¢lilll ent . .
plate to t h e e8 ....,r. I " heig ht is the di. sta nce t h a t 18
- e ct ua I' Y me s au d o maining on board
ne - l del>cn
dI (ROB) i he!lth
,, _ e matt'rial remaini ng 10- ve ase I
Observed re,erence bli h d f re void spaces, an or prp e mea aner dillchAr"c. The quantit
from th e ta nk botto m or datum plate to the ~staf " e h" h" he nce point. tallks, . I d il I "
board m e u es wate r, 01 , s ops , oil residue OilJwAte
I Yrema in -
I -
, _ t (gauging painO is the poin t rom W tc t e referen ing on di t , r emu s um s,
Re, eren Cf' pa m 1 st ce sludge, and ee rmen .
height is determined a nd from wh ic~ the u1 age monges.a re. taken. His.
torical ly, most tank vesse ls US~ the nm of the ulla ge openmg In t he hatch
th e referen ce point for ga ug1ng the tan k (fig. 6-6 ). .
8S Ullage (also referred to 88 "outage") i,B t he measured dI8~n~e from the
~
sunaee 0fth e IiIq....uid tc the reference . . In ot he r words. It 18 the me. .
. point.
sure ment of free space abov e th e hq,:,d In a.tank.(fig. 6 -6 ). .
In nage (also referred to as "di p" or sounding" ! I S th e measured distance
from the surface of the liquid to a fixed datum plate or to the tank bottom
(fig_ 6-6)_ h ,
In addition to th ese measurement terms, t ere a re vo umetri c terms Reference point RerOl"enat point
th at ar e als o important to und er st and . Th ese te rms in clude the follow.
ing:
Total obsen'f' d volume (TOV) is th e total measu red volume of all petro-
leum liquids, sediment , water in suspens ion, an d free water at th e ob-
served temperature. Ullage
Grossobsen!f!dvolu me (GOy) is the total measured volume of all petro-
leum liquids, sediment , and water in sus pens ion, excluding free wate r at
Bob
the observed temperature. ro t
Free water frw) ia the volume of water present in a container that is not liquid level

in suspension in the contained liquid.

Gross standard volume (GSV) is the tot al volume of a ll petroleum liq-
uids, sediment , and water in suspension , excluding free wa ter, corrected t
by the appropriate volume correction factor for the observed temper ature
and API gravity, relative density, or density to a standa rd temper atur e
such as 60°F or 15°C.
Total calculated volume (Te V) is the total volume of a ll pet roleum liq-
i
wds eediment, and water in suspension, corrected by the a ppro priate vol-
iim co ion factor for the observed temperature and API gravi ty,
I bv ensity, or density to a standard temperature such as GO°F or
I f'r:.ee. water measured at the observed temperature .
....:;;<M~l.:::
volumt' (NSV) is the total volume of all petroleum liquids,
<hmen water in suspension, and free water, correct ed by the
alum correction factor for the observed temperature and Innage gauge Ullage gauge
la i e ensity, or density to a standard temperature such as Note: The datum plate may actually be me shlp'S bottom, a striking ciete. or
another polnl Irom which the retereoce height Is measured

anual tank gauging. From Manual of Petroleum Measuremt'nt Stan~

Edition, July 1990 , "Mea su rement of Cargoes on Board Tank Vessels.
curtesy of the American Petroleum Institute.
 130 CARGO MF.AS UR Io:M ENT AN I>CALCULATION
M EA SU lt E M ~; NT "HOCE IlUlt~:S
131
M EA SUR E M E N T PROCEDURE S .....nic temperature probe, whet her a lIingl, de" .
An e 1ect ,.... I _ • tee or IOcorpo-
into a tape d~vice , should a so be checke d BRamsl a flta ndard ther-
Prior to th e start of a ny ~ ell 8u rem ent p ro~ed ur.e . it is pr ude,nt to refer rfl ted when available.
the vessel's tank calibrati on tabl es. T he calibration or s t ra pPing tah l ( to IUOI11C.teTto proceedi ng onto th e deck of the vessel to bezin th
Prior . h "'. e mea sure_
'h eY a re somet imes called) a re gebe nerated whe n t he vess el is bUilt. Thea a8
ts, t he trim a nd hst of t e vessel should he checked. 1£ the ves I h
bles will be se pa rated in to anum err 0of eecti eta.
sectIO ns, .one se ctl on for each lank en I· t h PI C . b hi . lieaftBS
p1. . eabletrimor 1St, e canco rr ect lt ~s lftmgca rgofore and or
Th e table will Jist th e l oca t i o~ ofthe reference ~tnt ~or e ac h tank as well a~ no
tlC
d larboard . If movement of th e cargo IS n ot possible it maybe
the total ga uge heigh t. Th e sim plest form of ca libration t abl e assumes th ~~8 , ~
th e tank is a cube wit h no in tema I ,rrammg · mem he~s or pipe . I·IDes . Th e ship.
at
yard specialis t who generates t he tables does so s imply by calculating th
tot al volume of the tan k. then di viding t hat figu re by the n u mber o r fee~
and inches bet ween the gauging point and the tank bottom .l\.teasurementa
ar e normally shown to the nea rest quarter-inch. although th ere are ta bles
{or larger vessels that may be broken down into increments of One-eighth
inch.
For accura te measurement to ta ke place. it is important to have what is
termed repea tability during th e measurement process. Repeatab ility is
th e ability to ta ke multiple ullage or innage measurements over time and ~~
get th e same value. It is recommended that each measurement be done
lonaga -g.--.--t9f- Ullage
t,
twice within a short period of time. To illustra te : a tank hold s 30,000 bar. ..pe " pe ~­
rels when full , a nd the distance betw een the ga uge point and the tank bot-
~~
tom is 50 feet. The total volume of th e ta nk di vided by th e gauging distan ce t-
i.-~
would equal the number of barreIs per foot, or in this case, 600. To extrapo-
late, each inch would equate to 50 barrels a nd each qua rter-inch would ac-
count {or 12.5 barrels. Some calibration tables ta ke certain aspects ofthe
,t-:
t-
t-~

;-
tank's shape into account such as the turn of th e bilge. the volu me of space ' 0' E-
occupied by any cargo or ba llast Jines th at run through the tanks, and in.
te rnal fra ming members. l-
After reviewing th e calibration tables to determine th e referen ce point t
~t".
and height , gauging of th e tanks can commence. Prior to taking each set or
measurements , th e ga ugi ng equipment should be checked for wear. Hand-
held gau ging ta pes (fig. 6·7 ) should be checke d for kink s and excessive
wear at the clip th at holds the ga ugi ng bob to the tape. Innage bob f-
Cup-ca se thermometers (fig. 6· 8) should be chec ke d to make sure that
the thermom eter glass has not been cracke d a nd that the mercury in the E~ensi on
Plaln
Deep-
grooved
r·....
ullage
gl88S has not separate d."Standa rd" or lab -approved thermomete rs can be outage bob
bob
ullage
~.
obtained that are cert ified by ind ependent labora tories to rea d te mpera-
bob
~ .
tures within a small tolerance (usu ally 0 .5°) over a defined ra nge, for ex-
a pie, 50° to 110° Fahrenheit. If a standar d thermomet e r is carried on
Typical water galJgebars
oard it should be USed only to check th e readings of th e working the~. TypIcal gauging tapes and bobs
mom~tef! If a standard thermometer is not availabl e then the vessel s
6 7. Several types of bobs connected to han dheId t e pee. FromManual fC of Pe·
er ture device should be checked against the petroleum inspec~or's .. J 1 1990 ~Mea8 u rem e n t 0 ar-
the8t ~~ routinely calibrated in a laboratory se tting a nd cert ified easurement Standards, First Edition , u Y , . P t 1' .._
.
Bqa rd Tank Vessel s ." Repnnted courtesy 0f the American e rv. ,, 1,lU 1
 ., MEA.<;UHE MENT l'I\(J( 'EllU ln: ~ 133
...... "lJREMENT AND CALCULATION
CAROO)',1"""-'
132
.
e~sa ryto shift some 0
(th e vessel's fuel oil or ballast. In an y event, it Rhollld
II amount of trim or list could grea tly affect l'
J ll-_ -
be note d that even
1-"a sma k
t d from th e measur ements ta en.
'"
••_ volumes ca cure
cAI'<M e id . h I
I trnportent factors to consi er 18 t e ocation of t L
. of the
One . t moe I
Ideally .
the gauging point s h ouId b e centered directly
'"
:~~~~:;;~~r_point ~f the tank. Having th e gaugin~ point situated in
this location negates any adverse effects of t~e vessel s tom or list . The
following diagrams i1Iu8tr~te ~he effect of tom on t he me a surement of
cargo when the gauging point I S locat ed at the after end of th e tank (fig.
(a) Ullage measuremeot WIth
6-91. the vessel in an even keel cond ItIOn

r
i
•
ASTM
thermomeler

Corrosion- (b) Ullage meas urement With the vessellnmmeo by t/'Ie stem
1'.. " resistant
meta' 2tlO-mi
Closure
minimum FIgure 6-9. The effect of vessel trim is evident on the observed (ullage] measure-
(manufacturers
capacity ment ofcargo in a tank. Courtesy John Hanus and John O'Connor .
design varies)
I. In figure 6-9a . t he liquid level of th e cargo rem ains a constant distance
from the tank top wh en the vessel is on a n even keel. Th e ulla ge mea sure-
ment would yield the sa me results rega rd less of th e location of the gauging
point on th e tank.
Figure 6-9b shows the vessel t rimmed by the ste m . Note how th e dis-
tance between th e liquid level of t he ca rgo and th e ta nk to p changes. Al -
di ":
though the volume of ca rgo in th e tank is th e sa me as in figur e 6-9a, the
mea9urement from the referen ce point (ga uge point) to th e surface of th e
................. 1" t:.'/a"
cargo has changed .
t . To corre~t or a dj ust the ullage mea surements, it is necessary to a~ply
~minimum
2.~ mcorrections when the ve ssel is not on an even keel. These corrections
Cupcase
Flushing case
?Ormallyfound in the vessel's calibration or strapping tables. The cor-

In a-8. Typical
nk F
thennometer
M
e I
mp oyed when measuring the tem peratur" of
,
e Ionsthemselves can take various form s with the two most common be-
. '
C?rrectlOn applied to the measured (obs erved ) ullage or a volume
anualofp, r 1
o .iii rom
urem cerc e rc eum Mcasurement Standard s. First Edition, bon applied to the volume measured with the uncorrected ullage. In
ene PlItrol......to 0 I ersce
' e cn BoardTank Vessels." Reprinted courlee)' ti:insta nce, the calibration or stra pping tables may provide a correc-
ilium nstltute.
a corresponds to each foot or meter of trim, and interpolation is

CARGO MEASUREMENT AND CALCU LATION
13'
-souired. In the second instance, a volume, give n in barrels or cub,·
,'. ) d I e llle_
ters. ill provided to apply to the tabu ate vo ume .
EQUIPME N T USE
There ill often a debate about th e equip~ent to be us~d in th.1'm t'a1lUrernen t
process. namely. whether to w:'e t he eqUIpmen t t h a t 18. came~ on hoa rd the
vessel or the equipment provided by th e petroleu m m sp ect ron compan
The crew should keep in mind th at the in sp ecti on comp any is paid by t{
cargo owner, or by both the su pplie r and receiver, to gauge a nd lIam pll' the
cargo. Inspect ion companies a re routin~ly a udited ~ dete~ine compl~
ante with industry procedures and to verify th at equipment 18 maintained
in good condition and calibrated on a regul ar basis. All t he equi pm£>nt
needed to conduct and complete th e ins pection mu st be in th e possession of
the inspector. Should a mea surement discrepancy arise , th e parties with
interest in the cargo will look to th e in spection com pany to clarify or recon-
cile t he difference . If the inspection company uses t he ves sel's equipment,
it hag util ized devices beyond its cont rol and cannot attest to th e mate rial
condition or accuracy of'those device s; its position is th er eby compr omised.
Ins pector s shou ld use their own equipment, and it would be pruden t for the
vessel's personnel to compa re the inspectors' equipmen t to t heir own. This
allows the vessel to establish a baseline comparison, whic h may be used af-
terthe conclusion of the gauging process to reconcile differences. Ali an ex-
ampl e, suppose that th e vessel has experienced an in -transit difference in
th e car go quant it ies between t he load and the discharge port . If the vessel's
load ed qu anti ty was determined using t h e vessel's ga ugi ng tape and
cup-case th erm ometer s, and the predischarge quantity wa s determin ed
using the inspector's ga ugi ng ta pe and temperature probe , the two differ-
ent seta of equipment will yield differing volumes. As this sit ua t ion would
norm ally be uncovered jus t pri or to the start of the discharge oper ati on, it
would be best to delay th e sta rt of t he discharge and compare th e vessel's
equipment to th e inspector' s equipment. Th er e may be a situation where
the inspector's t ape differs from th e vessel' s tape by one-eighth inch.
'Possibly the vessel's cup-case thermomet er read s 3° lower t han th e tnspec-
~r's temperature probe. In any eve nt, it is best to reconcile discrepancies
mcargo measurement while the ca rgo is still in th e vessel's tanks .This af-
ord!lliall interested parties a second opportunity to regau ge th e vessel.
ill loaded into a tank, it is nece ssary to determine t he contents
If :This can be accompli shed by followin g certain pra ce-
PRE LO A DIN G I NSPECT I ON AN\) M E A.<';U \{ E M~: N T 1:\5
fth carg o tank was wa shed artcr tilt' 11l8t cargo, II di·\t'rmi nlltion
e
dIJres. 1 p1sd e as to t~e pre.sen ce of.an y w ate r tha t may he on t he b ot tom of
I1IIJst ~ .lflhe tank ISnot in e rted , It may ~ pO~lIlbl e to determ ine th is by a
th.ewn. etion th ro ugh th e ull a ge opening In th e ha tch U II'· b . h
_llnllpe tble to el h h • OKa ri g t
't'!SUl:U ht. lfi t is not POSSI e to s.lg t t e bottom ofthe ta nk through th is
/lll!lb1: j then another acce ss poin t ma.y need to be opened, such as the
openl :; Butterworth plate (tank cleaning opening). if l iquid is observed
Iiun!'the tBnk bottom, t hen attempts . ' sho uld
. be made to obta in. measure-
00 Prior to usin g the ga ugmg tape, It ISbe fit to place a coati ng of prod-
ment. water .indicat ing paste on the s urfa ce of th e ga u..ing bob Th
~ ct- or
dicatingpaste ' )1 h I h .
WI c ange co or w en to co,:,t act ~th petroleum or water
. e
III ding on the typ e of paste u sed ) and will Iacilitate reading the mea-
ldepen nt once th e bob h a s be en withdrawn from the tank. If the liquid '
~uretlle
1 the gauglng . h ale hh , t en t h e gauging
. tape mu st be extended into t he "
~wuntil the tip ofthe bob makes contact wit h the tank botto m. Once the
bob makes contact wit h the tank bo ttom, the total height up to th e refer-
snce point shoul~ be reco r~ ed ~n d compa re d wit h th e ta nk's total gauge
beight as listed to t he ca libratton tables for the vessel. Performi ng thi s
comparison will confirm the tank bottom was reach ed and th e ta pe or bob
\lillS not caught on one of the tank's internal framing members or some
otherobstruction on the tank bottom.The bob should beleft in this position
for several second s, with appropriate steps taken to ensure that the tape
and bob remain st ill. When t he bob is withdrawn from the tank, the petro-
leum/water measurement s ho uld be read to th e nearest one-eighth inch. in
practice a minimum of two mea surem ents sho uld be obtaine d from each
tank. lfthe two measurements coinc ide , t he n t he readings should be re-
oorded.Ifthe two measurements do not match, then a third and possibly a
fburt h measurem ent should be taken until consec utive readings provide
matching resul ts .
Should it be determined (from the visu al obs ervat ions) that th e liquid is
10 contact with all four bulkheads of the tank, trim corr ections can be ap -
el~d and t he vessel's calibration tables can provide the tank volume . How-
r if the liquid s urface does not make contact with all bulkheads-for
lnple, ifthe liquid was containe d at the after end of t he tank and did not
the forward bulkhea d- a nd trim corrections were applied, it is posei-
t at the re sultant number wou ld indicate that there was less than zero
lu ein the tank . In this situatio n, t he volume in the tank can be calcu-
liy using the wedge formul a . T he volume of t he liquid wed ge at the
eitd oft he tank can be determined from certain ph ysi cal dim en sion s
kcombined with the observed measurements from ga u ging. The
. ns required are tank length, tank width, distance between the
.c~(gauging point) a n d t he a fter bulkhead, a nd th e mea surement
glhd. It will be necessa r y to ensu re that all me asurem ents are in
ystem (eit her Engli sh or m etric), so conve rs ion of one or more
 136 CARGO MF.ASUHEr.n;NT AND CALCUlAT ION
POSTLOAOl NG INSP ECTION ANU MF.MURt:Mt:NT 137

measuremen ts may be req u ired befo re calculations ca n begin . F ter that was reint roduced to th e lank when loading th rough th e
u se 8 wedge fonnuht wor k sheet 18 , provrided
e a t t h e end ofthiACh or ea~Qr
ballast wa l or shore pipeli ne th at was used to disch Brgt> the ballaet. to th e
includes instruct ion s on th e calculation process . aptt'f. It evesSl'
8af1l. I It may also be t h at t h e veese Ih aa a lea k In ' a ballast line or a heat-
An oth er eit uattcn may ar-ise du ri ng the prel oa din g (OBQI terltll lt li . coil passing th rough the cargo lank. In a woret-cese situation .
, ' hi h . meQ8u
ment if th e le st ca rgo ca rried walls vrscouaor Ig pou r, pomt cat R: 0 tt-
th e peculi a r prop ert ies of t hese ca rgoe s, they r eq uire s pecialized hO. Ueto
such 8S heatmg , In, orde r to rna ke t h em pumpa ble. wb ,ylie n cargoes andlin..
h-"to
lhere r
iog/stell': be a br each of the tank-shell plating to a balla st tank or, in the
a
ingle-hull vessel , th e sea. Free wate r is measur ed using the fla me
caseo:~sed to determine th e OBQ prior to loading (fig. 6-10 ).
these are discharged, it is nonnal for the internal su rfaccs oflhe ta 8~C a. f1lC~e measurement of free water (.also referre~ to as wa~r ~uts. OT thiev-
coaled with It film fclingage)orthicker layer th at is most on en enco~ Ulbe . accomplish ed from the ga ugmg hatch With water -indicating paste
alo ng the bottom of the ta nk. Volume measureme nt in t his sitU'I~te~ iog) IS
. s add itional
QUire .. s te ps a nd some common sense. In a Alt . ua tion -
wh ~ Gauge lape Gauge tape
thick, viscous ca rgo s uch as vacuum gas oil (VGO l is en coun tered , multi;~
measurements s hould be obtained to create a pr ofile of th e layer on tht
tank bottom . In some cases, th e layer on the bottom may be th icker at th
forward end of th e tank t han in the a~er section . As a rule of thumb , th: Reference poinl
mort" measuremen ts th at can be ~btalOed and .a\·eraged, th e more repn.
eentetive the calculat ed volu me Will be of what 15 ac t uaJlycontained int hf
tank. While not exact, th is meth od is currently the mos t practical.

Waler
POSTLOADING INSPE CTIO N
AND MEASUREMENT
...."
<After the cargo has been loaded, the vessel ma y be trimmed to an even b el
(possible), and it should be placed in an upright position , eliminating list
a e measurements should be taken from t he refer e nce point to the sur-
flt he liquid. Manual ullaging is accomplished by lowering the gsug·
m b intothe liquid until part of the bob is cover ed . The bob sh ould not be
Immersed, es a.reading cannot be obtained if th e e nti re bob is covered with
I uging light (volatile) cargoes s uch as n aphtha , gaeoltne. and
Bob coaled
nfa product-indicating paste on the bob will facilitate reed- with paste
urement.-Once again a minimum of two readings shou ld beob-
e c& tank. For two readings that do not match, subsequent Wale l cut
nd readings should be taken until confiden ce in the read-
I certain situations, such as a lightering operati on in an
i't! may be in motion, slowing rolling from s ide to side,
BY, need to be taken several times until an average
i In situations such as this, a notation should be Ullage
cu la on WOJ;k sheet that the vessel was observed to
f au 'ng, which might introduce errors into the 9. The measurement of free water using a bob coated with water-
teo For accurate determination cffree water, it is important no to Ill.)'
~ollntered after loading is the pr~s · aide at the bottom of the tank. From Manual of Petroleum.
ource of this water ma y be resld·
bl' ~ First Edition , July 1990, uMeasurement o( Car
ri p!!d out of the tank, or it may Reprinted courtesy of the American Petroll;'um In L1tu
 13' CAHOO MEASUREMENT AND CALCULATION

ap plied to the bob. The bob s hould be lowered.

into the tank ,enllUrj Inor de
pOSTLOAD ING INSPE CTI O N ANI) M~:A.."lUftEM~: NT

r to determin e the qu ality of th e IOllded ca r. .

1 di 1b
I
139

,1I am pell m Ul~t be

..
the bob reach es the tank bottom by chec kmg the ga uge height 1'hnKtliat , d which ar e a na yze m a a oratory. The qUlllity . f lh '
Inc . di e cergc te ea
t he bob sho uld rest on the tank. bottom for severa l seconds befIOrelti
'. e tip. f>f obla t as the qu an t ity, a n In some cae ea even more I« I
nllrtan '11 b di 'I '
ilTl...·vcsseI's crew W I not e tr eebly Involved I . n most cases
in the sampl'Ing process but•
d raw n a nd th e measurement 18 read . There a re times when th Il wllb. '
not fully t um color a nd appears spec kled or spotty. (SpeckJ::~:tedoea the be taken to prevent pr o ems . Flf st unl es8 special ' •
,p8 can h Id b 11 " requirements
t races of water a re th e result of the water not settling out du to . SPOtty st the inspector s ou not e a owed to obtain a ss m I r h
cient time or possibly due to th e den sity oft he ce rgo.j A 8econ~ Insuffj. d,'cls, te,h eargo tan k , or tan k s, h ave fini eh p eo t e cargo
until t e r h U ntil ed loadin• . Second ' th e mspector
'
ment can be attempted. leaving the bob t ip on t he bot to m fo rne~lIure. OIlid know t~e contents 0 e.ac tank and whe re the liquid level of the

period oftime to see if more of the paste changes color. Ifnot , the~ i~ 80nger sl! 0 faUs withm the tank . ThIS may be accomplished by providing the in.
be reco r ded that traces of water were observe d u p to tha t point 8S hould ~arg tor with an ullag~ sheet o.f recorded measurements and an escort from
sured on the bob. mea· .pe< "ssel's crew. Third , the Inspecto r should properly label each sa 1
thev~ .. ' .. 1 h rnpie
The various cargo measuremen ts a re recorded on an ull age or tainer. Finally, a r etain sa m p e s ould be obtainad from th e inspecto
port t hat is sent to ell the parties involved wit h th e movem e nt F ' cargort. ':~t can be sealed and re tained on boa rd in case qualit y differences a ' r
. . .
IS one such fonn that provides a detailed accou nting of the cargo I d
. 'gu r e 6-li dtne 'ng the voyage or a ft er 11.... com pleti
'0-
etlan. nse
discharged at a particular terminal . ce ede- u~all1ples mu s t ~ repres en ta ti ve ~fthe cargo load ed , a nd th er efore spe-

-- --- _. ----
_--- cial sampling ~U1pment ~nd techniques o~ procedures have been devel-
oped. It is routlOe for the inspector to provid e his or her own equipment .
YESSfL ULUOE/SOUHOIHQ 10101 0
...
-
c C
CAPACITY REPORT e
o
Samplecontainers are usually one-quart glass bottles that can be sealed
."ith a plastic cap or cor k (fig. 6-12 ).
Each bottle is held in an assembly that allows it to be lowered into the

-- -- '-- ..,....... --'-

tank to 8 predetennined level befo re the container is opened and the bottle

- ;:.. f----=::':=---i .:::.

-- L "~ -e ,_
allowed to fill. There are several diffe re nt types of sa mples. A spot sample
i! 8sample that is taken at a specific loca t ion (depth ) in a tank. Uppe r, mid-
dle, and lower samples are spot samples take n at the midpoint ofthe upper
third, middle third. and low er third of t he ca rgo tank. A gra b or lin e sam ple
iss sample that is obtained at the header or manifold at a specific tim e dur-
ing the load ing or disch arge operation . An all-l evel s sa m ple is obtained by
lowering a weighted, stoppered bottle or be ak er to a point 1 foot 10.3 meted
above eithe r t he tank bottom or the fre e water level, opening the container,
thenraisin g it at a ra te that allows it to emerge from the cargo with the con-
tainer being about 75 percent full (maxim u m 85 percent). A running sam-
ple is obta ine d by lowe ri n g a weighted, unstoppered bottle or beaker to a
perm 1 foot <0.3 me ter) above ei t her the tank bottom or t he free wate r level;

..._-
___ ~_ ... _ _. . - - . .. _ • .. 0IC>0'0lI_
theopen containe r is t hen rais ed at a rate t hat allows it to e merge from the
.... falio with the con tainer bein g about 75 pe rcen t full (maxi mu m 85 per-
~

---
........-
. To obtain a com pos ite sa m ple in the la borat ory , t he sa mple is volu-

--
mp'fe cargo (ullage ) report that is completed after each cargotra ns,
etncally blended from all t ank sam ples of the sa me cargo . according to
t volume contained in eac h tan k. The type of sa m ple to be t ak en is nor-
I pecified by the ca rgo s u pplie r or receiver. a nd th e vessel's crew
iil note which type of s a m ple wa s pulled from each tank. Bottom or
fep.!!ft p'roVlW an accurate accounting of the cargo on th e vessel for 1111 amples are often r equested whe n initiall y loading a tank with a
itA movement . From Manual of Petroleu m MeaJluremrnl li is sensitive to contamination. The t ank is loaded until a sa m ple
art: January 1986, "Guidelines for Marin e Cargo Inspec· asonably t aken and the loading operat ion is normally sto pped
the American Petroleum Institute. the results of the laboratory analysi s.
 140 CARGO MEASVR~:ME NT AN D CALCULATION

.
CARGO CAl.cUI.ATlfJN

1l8g and free water measurements were ob18ined

141

.
..
e
Since u . bast
it 18 .. if these measurements
.
are kept ha nd y , or easy
at theretlead ing
rt the gauging process. In this ,:",ay it will be immediete l
PO,' ~rence
dl10ng inc ifthere has been an erro r 10 gauging, and follow-u Y :Oll~lble to
detl'rt'O pJished on the spot . It should be noted that in
.... acCO fII . '
p g u~~g
some cages, c~n
n t8dis-
~ d that the erro r In gaugmg occurred at the loading port A
o;lvere d d h . ppropn' ate
COrk deta,' ola 10 n8 should bedrecor' e on 't he cargo.documents
. ,as,thea
, e WI'II 88818t
'
nthe "1'8 crew an mspector Wit reconciling any in-iran81it d'merencee.
~
"
vess"

POSTDIS CH ARGE I NSPECTIO N

AND MEAS UR EMENT

Gauging the vessel.after discharge for R~B (cargo remaining on board) is

-: tar to the gaugmg for OBQ, although 10 some cases the inspectors will
SIIlll'
Ilppearto beconduct1Og 'h a mue more thorough job.This may be attributed
T
"" •
to the fact that th e cargo owner wishe s to be infonned if aUcargo has been

:.;r.:;:,, ~
discharged from the vessel. Any cargo that is left on the vessel win most
etrtain!y be part of a loss , a nd someone will suffer economically. Measure-
1- t-quan weig hted mants will most certainl y be taken from the reference point and , in many
bonia catcher ees , from a second or third loca t ion in the ta nk as well. These multi ple
(can be labocated m surements are an attempt to locate an d quantify the remaining cargo.
Alle ma lNo rig to fit any size bonia)
Insituations whe re the re is a substantial volume in one or more tanks. the
J?j.gure6-.12. One method of sa m pli ng th e ca rgo in a tank. Sampling is an important Inspector will a ttempt to retri eve a sample. The sample will be used to de-
function In the movement of ca rgo to mainta in quality assuran ce. From Manual of temune the quality ofthe ROB, thus placing it in a category of either cargo,
Petroleum Measurement Sta nda rds. First Edi t ion. J uly 1990, "Measurement of lIlIdlment, or sludge.
goes on Board Tank Vessels ." Repri nted courtesy of the America n Petroleum
10. itute.
CARGO CALCULATION
Ihe vessel is "ga uged out" a nd all the necessary infonn ation is re-
PREDISCHARGE INSPECTION eii the calculation of the cargo volume begins. The goal of thi s exercise
AND MEASUREMENT culete the volume/tonnage of cargo tr ansferred (loaded/discharged)
terminal. Cargo tonnage mu st also be determined to enabl e person-
ed to measure the cargo prior to th e dischar ge arc the
:}l
erify that the vessel's st ability. dr aft . trim, and stresses are within
sed after loading. Prior to gauging, the inspector may in- . .The cargo tonnage, often referred to 8S the cargo deadweight, is
a gh weather that was encountered during the sea pas- ith the fuel, water, stores, and light-ship tonnages to arrive at
I!lrfill~tg'~ m8Y become useful at some later time if it is
a P.tiy ical loee of cargo occurred during the voyage,or t~8t I displacement of the vessel.
sential that accurate readings be obtained for the following:
ae unteble volume of free water is found along With

Will wish to gauge the cargo tanks and then cargo(ullage/innagelwater cute)
is quence, the inspector can determine ~he f1l.,.of the cargo
m ke the sampling procedures ea~ler. cificgravity of the cargo
 e
142 CARGO Mfo:ASUREMENT AND CALCULATION

For th e convenie nce of t he reader, t he most comm on un its of

mployed in th e indu st ry a re liste d below as well 8 S in th e eppe d~ell!lllil
n~~~
PJt0DLf.!>I :
. the tank?
CARGO CALCU LAT ION

What is th e standa rd (net) volu me and how man y long tons

.
tll'f In terminI' th e volum e correction factor by entering th e API table s
143

text .
Barrel .. 42 ga llons (U.S ,)
Cubic meier .. 6.2898 barrels
M{'tri c ton .. 1,000 kilograms " 2,204.6 pounds
Long ton .. 2,240 pounds
Obllerved fgrou) ba rrel " 42 gallons (a t th e observed tem pera t ur e)
Standard (net) barrel " 42 gal lons (at the s tandard tempera t ure 6<rF)
The first ste p in th e calcula tion is to correct th e v~ l ume ofcargo tee stan.
derd volume. Liquid cargoes expand and contract WIth changes in tern
ture: therefore. th e petroleum in dustry established a standard
to be used when calculating th e standard vol~me of cargo in a tank . In the
te mpe::
1
e c
1. D:obllerved tempera tu re of 135 F and AP I gr avity of 14. ln this case
. . . ith th correcti on facto r is 0.9707 (see table G.1 ).
the \'o~~t~pIY th e obs erve d (gr oss) volume (barrels) by th e volume correc-
2· tor to find the standard (net) volume .
tion fsc
15.000 barrels )( 0.9707 z 14.560.5 barrels
E ter t he (volume-to -wei ght) conversion table with the API gravity
3 . n rgc to find t he a ppropria te conversion factor . In thi s case:
(If the ca
Long tons per b arrel e 0.15186 or barrels per ton - 6.585 (see table 6-2 )

United States, the Amencan Petroleum Institute (API) set the standard
temperature a t 60cF US.6°G); in countries that use the m et ric syste m, 15"e
(S9cFJ is the standard tempera ture.
The volume correction factor is foun d by entering t he AP I t ables with
the observed temperature a nd API gravity of the cargo. Using th e follOy,i ng
formula. the standard (net) volume ca n be determined by multiplying the
observed (gross) volum e by th e volume correcti on fa ctor.
Standard (net) volume", observed (gross) volume x volume correcti on factor(VCY)
The tonnage in a tank is found by e nte ri ng the appropri a te conversion
table (a lso found in the API tables ) with the API gra vity of the ca rgo to de-
4 Eit her multiply the standard (ne t ) volume by th e long tons per barrel
or di~de t he st a ndard (n et) volume by t he barrel s per ton.
Standard (net ) velume x long tons per barrel _ long tons
14,5GO.5 xO.15186 = 2,211.2 long tons
Standard (net) volume I barrels per long tc n e long tons
14,560.5 / 6.585 .. 2,211.2 Iong tons
TABLE 6-1
Excerpt from API Table 6B-GenE'ralized Produclll
Volume Correction Factors for Gen eraliz ed Products
QF

nnine the stowage factor . There are two wa ys of find ing t he tonn age: API Gravity at 60
Temp. ( F) 13.0 13.5 14.0 14.5 15.0
0.9709 0.9708 0.9707 0.9705 0.9704
135.0
Standard (net) volume x long tons per barrel ", long tons 0.9707 0.9706 0.9705 0.9703 0.9702
135.5
0.9705 0.9704 0.9703 0.9701 0.9700
136.0
ndard (net) volume I barrels per long ton '" long tons
TABLE 6·2
Excerpt from API Conversion Table 11
API Gra vit y Long TOilS Per Barrel
13.8 0.15207
13.9 0.15196
14.0 0.16186
14.1 0.15175
14.2 0.15165
14.3 0.16154
14.4 0.15144
 144 CARGO M EAS URE ME NT AND CALCULATION

TABLE 6·3
Ellcerpt from API Con version Tab le
API Grat'ity Barrels PI''' Long Ton

,,
13.8 6.576
13.9 6.580
14.0 6.585
14.1
14,2
6.590
6.594
if!
,,
14.3 6.59 9 ,
14.4 6.604
-'
T. b!•• 6-1, 6-2. and 6-3 repri nted (XIU rU>By oflhe American Pl'tro leum Il\Stitu~
PrIm/tum MM8/H" rMlit Tobln - Vo/umt Corrtdion FactDnl, volume 2, 19110. '

CARGO PLANNI N G
Vessel personn el normally develop a det ai led pla n (prestow)ofthe uPoom.
ing load based on tentative orders and a nticip at ed cargo values receiVed
from th e owner/operato r and te rminal. Som e of t he factors considered
when drawing up th e cargo plan in clud e the following:
Num ber of gra des an d quan tity
Limiting draft Iseas cna lload line )
Vessel trim
Bending s tresses and shea r forces
Tank preparation (clean ing/pipeline flu shing/d rying )
argo segregation
-
III

argo compatibility
Re latory requirements
dlng'1pOrt and discharge port seq uence
um!!fir of cargo hose 9lanns
P.fg r~o handling requirements

ing can be accomplished in a vari ety of ways. Modem tank

uently equipped with a cargo ca lculato r or a computer soft·
that-contains the hydrostatic da ta an d characteri sticsorthe
(these deviceshas improved th e cargo plann ing process by
d..by saving time over the lab orious hand celcule'
fth-e cargo loading programs in use today ati." re-
m ut certain key information when perfonmnga
on 31erefore,the PIC should have a thorough.un·
. process to avoid a ny cIarms
c ellIetten · S ,Slllsl
.. j
r f!e stowage of the vessel. As of this wn tl~g,
grab !Jthe vessel computers with vane t
. usin-
m r tUl;e, IG deck pressure, oxygen conten ,
ijj t1y from the cargo system (fig. 6-13).
 LOAD l, INl';S AN D ZO NE LIMITAT IO NH
146 CAllGO MEAS UHEMt: NT AN D CALC UI.NfI(I N 147

The reduction cf'crcw s lze a nd th e heighten ed compk'xity or

. d II ' d tlYIl!.{'rn
modern vC!'Iscl s ha s neccesuetc
. fi H' mcrease use of compuU'r.'l and, Hun
mated ca rgo systems IHI seen III rgu rcs 6- 14 a nd 6-15 . .I UU).

LOAD LI N E S AN D ZON E LIMI T ATIO NS

The load line ora vessel (its "Plimlloll m ark" ) indicates t he maxi mu m
missible tonnage that ca n be load ed ba sed on th e zone (location ' per·
world ) the vessel will pass th rou gh a nd t he season of the year. From the
ea rliest seafaring t ime s, attempts were made to e ns u re th e sa fety the07
sonnel a nd the vess el by imposing strict limits on the ca rgo ca rried pee.
voyage , thereby red ucing the ri sk s from overloading (fig. 6. 16 ). each

Figure 6-15. Depend ing on t he vessel , the cargo operat ion may be controlled on
dKk, in the cargo cont rol room, or, as shown here, on the bridge. The insta llation
sbo\\'11 enables th e PI C to mon ito r cargo ta nk ull ages, tempera tures, stress, draft,
trim, and inert gas pressur e on a single screen. Cargo syste m valves can be oper-
ated bytouching a light pen to th e screen . Courtesy Seab Marine Electronics.

Today, inte rnat ional sta ndards governing load lines have been imple-
mented by th e maritime nations of th e world and incorporated into U.S.
rules. When a vessel is constructed, th e appropriate load line markings are
calculated and permanently etched on th e hull by an authorized classifica-
tion society. In the United States, th e load lines are usually assigned by the
~erican Bureau of Shipping (fig. 6-17). Each mark corresponds to a given
duplacement, or the total tonnage of wate r displaced by the vessel. This
tonnage is exactly equa l to the weight of the loaded vessel. The various
~arks are identified as tropical, su mmer, winte r, and winter Nort h Atlan-
he zones including sa lt water and fres hwater conditions. Due to the fact
t~lltsalt water is more buoyant t ha n fresh , allowance is made for the extra
linkage ofthe vesse l in fresh water this is kn own as th e freshwater allow-
snce(
.
FWAl. ThiIS sys te m of ma r king
. ' permi.t s vessels to loa d more cargom
.
Figure 6-14. On automated veeaela. the cargo oper at ion is freq uently controlled ~glO~8 of predomin antly fair wea ther and duri ng seas ons when good
~om a console located in the cargo control room (CCR). Courtesy Shell intema - se~/r can be expected (refe r to t he load line zones and seasonal chart in-
tional Pet roleum .
near the end of this cha pte r).
 148 CARGO M fo~ASUREM ENT AN D CALCULAT ION LOAn LINES ANn ZONE LIMITAT IONS 149
..
3 In.
l-
I
21',
10000ard ot
eemeeot ~~ I These measurements
to be laken trom
center oiling 10
F top 01eact\ line

uwer edge 01 hOtiZontal

irIt kl pass through \he
cen19f of nng

1~ in.
l..+L3
TheCllfller 01 the ling is to be placed on each side 01 the vessel at the midl:Ie01 the I&ngthas
tlefr«l.-.lhe load Une Regulations. The ling and lines are to be permanelltlymar1<ed. as by
cenler punch. chisel cut. Of bead 01 weld.

AB American Bureau 01 ShIpping

TF Tropical Fresh Water Allowance
F Fresh w erer Allowance
T Load line in Tropical ZOnes
S Summer Load Une
W Winlet l oad line
WNA Winler NOr1h AllanbC Loadu oe

Figure 6-16. American Bureau of S hip ping inspe ctors chec k a vessel's load line
marki nga. Courtesy American Bureau of Shipping .
For example, a tanker loading in Val dez, Ala ska , on Decem ber 1 (win-
ter seas ona l zone ) would load to the win ter marks. In cont ras t , a vessel
loading on the sa me date in Rio d e Janeiro, Brazil (t ro pical zonel , would be
allowed to load to the t ropical marks .
Zone Allowance
When 8 vessel is loaded to the tropical marks in December, auch 88 th e ~lC'
ample at Rio de Janeiro. it cannot cro ss into the su mme r zone without Vl O'
~81ing. th~ I~w. In this instance, the vess el is not only governed by th e eone
In wbu:h it Ieloeded, but also by the zones through whi ch it tranaiUl. Jfthe
10 ded. passage of the vessel proceeds into the summer zone, then ita drall.
",,, .":~ ..
ua,,,,, ot exceed the Bummer marks at any time while inside that z on~.
mJ'i. 1J<ick: is to load the maximum allowable tonnage without !>l'lllg
I i1eoa !b-e veeeel proceeds from one zone to the next. Allowance ean
Figure 6-17. Load line ma rkin gs for oceangoing veasels an placed amidships on
both sides of the hull. The American Bureau of Shipping ill authorized to assign
[Gad lines to vessels registered in th e United Stales and other countries. Courtesy
American Bureau of Shipping.
be made for the bum-offoffu el a nd ot he r con sum abl es while proceeding
~ , ,.
to
COlitrollmg zone, which is the zone that im poses th e greates t re strtcnon
on the loadin g of the vessel.
~e extra tonna ge a ve ssel may load beyond that pennitted by the con-
ttolbng zone is known a s the zone allowance. Th e following example shows
hOWlod' _ .
A e~rmme zone allowance : . .
that t~anker loads at a terminal within the tropicnl zone . It IS est~mated
loadi e veeeel will enter the Bummer zone nine days after departll1g the
da ng port. The approximate burn-off of fuel at eea speed is 50 tons per
y 8lld Wste
r consumption is 10 tons per day.

CARGO M EASUR~:M ENT AND CALCU LATION
' 60
How many tons can th e vessel be loa ded beyon d th e s um mer I0 8 dlr
hoe?
Zone allowance '" 9 day8 x 60 ton s/day = 540 tona
Note t hat a vessel sailing in the othe r d irection (from Bummer to . ~ .d tatic tables or curves of the vessel.
cal zone) would not require th is ca lcu la tio n d ue to th e fact th at .troPl.
loaded in the controlling zone. It Wag
CARGO TERMS
Following is a re view of the key terms used in ca rgo ca lcula tion:
Dead weigh t is the total weight of ca rgo plu s crew , sto res , water f I
and ballast on board at 8 give n tim e. In t he tanke r ind ustry, deadwei~h~ei~
used as a rough mea sure of the cargo ca rrying capacity of a vessel.
. Disp lacement is the ~eight ofthe wa te r that is di spl aced by th e hull; it
18 exac~ly equal to t?e weight of th e vessel when floating freely. Thus the
term dl8placemen~ IS used to denote a ve ss~l's weight in ton s a t a given
draft . When t~e displac ement of t he ~es se ll s known, a number of impor-
tant hydrostatic values can be determined by Insp ection eithe r from th e tao
blee or curves of the veaeel.
Light . hip is the displacement, or weight in tens , of a vessel minus
cargo, crew, stores, fuel, water, and ballast; in other words , it is th e wcight
of the empty vessel.
T ofU pe r inch im me rs ion (T P I) shows the number of to ns required to
sub~erge a veseel I inch amidships . The change in draft. on a vesse l is pro-
pcrttcnel to the amount of weight loaded or di scharged . Th e TPI varies with
the draft and shape of the vessel at the waterline. Th c values forTPI can be
found ~n .the hydrostatic tables or on the deadweight scale of th e vessel.
This Information is valuable when computing change s in mean draft
= d by the loading and discharging of weight. The following formul s is
Weight loaded (or discharged) I TPI = change in mean dran
E~PL : A veeeel with a mean draft. of 25' 00 " has a TP f of 150
nc . What will be t he new draft. after load in g 900 tons?
CARGO TERMS 151
. . the difference bct ween t ho forward an d afte r drafts ofthe vee-
,,;:~culation of trim is closely link~d to the following terms:
,el. '1 dinal centero(buoyancy (LeB) IS the cente r of volume ofthe un-
lPngl pou rt ion of a vessel's hull an d is the point through which it is a s-
ed all upward (buoya nt ) torcea act. Th e LeB of the vesse l is found in
d~ r\\'atcr
\lieJ;:n;':dinal cent er ofgra,l.Idr. ( ~CG I is the coun te rp art of LeB. or the
int in the hull through which It IS assumed all the down ward Igravita-
~nall forces act . .. .
Trimming mom ent. Wh en a .we~ ght IS loa ded or discharged at a given
' 4"ce forward or aft of the uppmg cente r, a t rimming moment is ere-
dis_-
,to<!.
Likewise, a mo ment I.S create dh
w en a wetgizh t on the vessel is shift ed
forward or aft . Moment s a r e expres sed in foot-tons and compute d using th e
following form ula :
Trimming moment := weight (tons) )( distance (feet)
Trim arm or lever is the numerical (longit udinal) difference between
LCD and LeG. Th e position or LeB a nd LeG relative to each ot her deter-
minee the amount of trim and wh ether it will be by the head or stem. The
LCD can be found by e ntering the hyd rostatic tables or curves supplied by the
naval architect with the displ acem ent of the vessel. LeG is determined by
first multiplying the LeG for eac h cargo tank by its tonnage to yield the longi-
tudinal moments . The same calculation is mad e for fuel. water, stores, miscel-
laneous tanks, and light ship. Th e total momen ts (sum of the longitudinal
momenta) divided by the total displacement will give th e location of the LeG.
Once the 1£G and LeB have been d etermined. numerically compare these
ralues to find th e trim ann or level'. Th e trim of the vessel can th en be found
using the following formula:
. . displacement )(trim ann
Trim (inche s) = MTl"
'!'ipping ('('nler or center o(flotation is best described as th.e hinge about
;~th a vessel rotates longitudinally. This hinge is not fixed lO.asingle po-
on but moves forward a nd aft with changes in draft. and tnm. .
M0r,nenl to change tri m 1 inch (MTO is used in conjunction with the
1;lJinling momen t to de termine t he change in trim ofthe vesse l: MTl v~r·
~th the dr aft of the ves sel a nd t he exac t va lues can be denved by m-
B 10 f '
n rom the h ydrostatic tables.
Av eaael ha s a draft. of26' 00" forward and aft weasel is on a
h MTI a t t his draft. is 1,00 0 foot_tons.lf cargo Vi~1 10 1 0
e aft:. a distanc of 100 f et. wha t are t h n~w d
r
CA HGO TERM S
CARGO MEASUR EMENT AND CALCULATION 153
152

Trimming moment = 100 tone x 100 feet 2S' 02"

'" 10,000 foot -ton s ~
2S' 07" ,. new draft aft

10,000 foot -tona

Chang~ in trim Fre8hu'al er a nd d ock ·water " ."o wan cell.: Freshwater is less buoyant
1,000 root -tens
than sa" lt ....te r:• therefore the load h ne regulations allow Ior
I' ,
Ihi S b y aseign-
.
'" 10" by th e ste m
. the vessel a fre shwater m ark. The fr eshwater aUowancei s the number of
25'00" :~heS the draR will ch ange wh en moving from freshwater to salt wate r and
~
. rsa. In many ports. the harbor water ma y he classified as brackish (
24 ' OT' '" new draft: forw a rd . tureofsaltandfresh water
Vlte ve . .. ) requtrmg
.. t hecalculation ofanewallowance•
~ the term dock-water allowance com es into pla y. '
25'00" e~ock_water a llowance is the nu.mher of .inches a vessel may load below
~ 'I marks in water ofa known s pecific gravity. To find this value, a sample
25' 05" = new dr aft aft ~;the water a longside the dock is obtaine~ and th~ specific gravity is mea-
sured with a simple h yd r om eter. The specific gravity offres b wate r is 1.000
Note that the new dr afts we re determined by applying half th e change
and of salt water 1.02 5 . If the sample at the dock reveals a specific gravity
in trim to arrive a t t he forwar d and after drafts. Due to shifting the weight
00.010, h ow ca n t he dock-water allowance be found?
aft. th e cha nge in trim (5 inches) was added to the after drafland the same First , the freshwate r a llowance should be found by refe rring to th e hy·
amount was subtrac te d from the forward dr aft. drostatic tab les or vessel characteristics. In thi s case, the vessel has a
When a weight is loaded or disc harge d, a slightly differe nt problem is freshwate r al lowance of 10 " a nd th e specific gravity alongsi de is found to be
encountered. Th e first ste p is to determin e the new mean draft producedby
th e changed disp lacement of the vessel. The chan ge in t rim can then be 1.010.
Second. the d ock -w a ter a llowance ca n be dete rmined since it is already
computed and ap plied to th e new mean draft. to find the forward and after known tha t at a specific gravity of 1.000 , th e allowance is 10' , and at a spe-
dr afts . Me gravity of 1.0 2 5 . it is ze ro. The value at the dock is 1.010 or 15125of the
way betw een the ze ro a n d 10 " allowance. Thus:
EXAMPLE,The in it ia l draft of the vessel is 25 ' 00 " forward and aft. (even
k ee l) a n d the MT1 is 1,000 foot-tons . TPI at t hi s d raft is 50 tons/inch . 15
If 100 to ns a re loaded 100 feet a ft of t he tipping center, wh at a re the new Dockwate r allowance : - dO"
25
draf\a? : 6.0"
100 ton s := Z.
Increase in mean draft To eli mi nate confusion, vessel per son n el ofte n develop a ta ble of dock-
50 tons1inch
water allowan ces based on t he d ifferen t speci fic gravities th at may be en-
25'00" counte re d.
L.ll2::-
25' 02" := new mean dr aR TABLE 6-4
Dock-woter Allowanet"ll
Trimming moment := 100 tons x l 00 feet
(Frcllhwoter AllowaDCt' · 10")
,. 10,000 foot -ton s
AllowDnCt'
Specifi c Gravity
10"
10 ,000 foot -ton s 1.000 (fresh )
8"
Change in trim 1.00S
1,000 foot .tone 0"
1.010

25' 02"
:= 10" by the stem
1.015
1.020
"
2
1.025 (s alt )
o
new draft forward
 SUOf
SlJMW(R J~""
lO'ot .. _ ~-
WltfTVl ~ .....1..0 ..
~:-..-.":::.':.='
' ....

......
•'" "Tt~
l ONE
 CARGO MEASUREMENT ANU CoALV U ,"", ll V N
154
r
, s a nd shear forces, One of the major conce
B en ding stress e
f'b Ik liquid cargoes by tank vesse I 1S
' th e stress on til
safe transp~rt 0 uproblems are bending stresses and shear forces
I b nding occu rs wh en t here
The ,twodipomary i a conce n t ra tiion of weigh
ere 1S ,
icul inaI etion such a s in the 101id section
longitu ' 0 f t h e vesseI or near th a
par-trc ar oca I , I d ' h een
di gpoint(s)ofa vessel can be calcu ate wi t a cargo-loading
Th e ben 10 am or by using a tradItIonal
, , irn/ ' '
to stress rorm, Additionally
CO ,
pute r pro gr h h II d ' , ,
PIC should check the bending stres~es on t e u unng a cargo opera 'on
by comparing the mean and midship draft~, ,
Sagging (fig, 6-18a) occurs wh,en there 1S a con cent r,atlOn of weight in
the midsection of the vessel, ~usmg the deck to be subjected to compres-
sion forces while at the sa m e time the keel 1S under tension.
Hoggi ng (fig, 6-18b ) occurs when there is a concentration of weighta
both ends of the ves sel, causing the deck to experience tensile forces while
the keel is under compression,
A well-conceived cargo plan should minimize t he bending stresses of
the vessel through proper distribution of the cargo and ballast Over the
length of the vessel. It is important to remember t h at sea conditions (fig,
6-19) can amplify these stresses, ultimately causing permanent damage to

A ~
~ '--,

t (a} Sag

t
(b) Hog

Figure 6- 18, Bendin t

tion of weig ht at c g ~ resse~ (ho~ or sag) exerted on the hull due to a con-centr8
ertai n locations In th e vessel.
 ct u r e (fract ures ) and in the most ('x treme case • IOKS ofthe
sel.s tru
\·es t nlet8 ral failure ).
u '. .
the-~e I (Il e occur • when t wo forces act In OPpOSite dlre<:ti ons Ipar all el to
\'e~Shellrrorc s a t a bulkhead between an empty ball ast ta nk and a full
ch otherl s uch:eighl tgrnvitationaf a nd buoyant (upward) act ion expe-
~ tank
ea d on .eithe
The r 5 1'de of the bulkhead causes a shear force.
rienC€

bending stresses on 8 tanker' s

vy weather generates t re mendoue
 166 CARGO M EASUREMENT AND CALCUlATION REVIEW
157
LOAIJING TO FINAL DRAF T h e vessel' lItanks at peri odic inte rvals and refer to th 1 .
G' e ge t 1ta bles to determine . t h e total cargo on hoar d. e ee Ibu tlon lui.
!IIRe h · fi
Th cargo plan tpres tow) serves as a gu ide for the PI C dUri ng the a I
ego tran sfer . The ca rgo in form at ion
. use d In
·d lopm
· g t h e prestowcll.al ""ndt h e d iffere nce between t I II jgure a nd t he last tota l·, di""d •• e lh IS
· d." •
l er
eve d " ence by t he num. b er of , hou rs elaplled betw!'t.' n the ml;'lUIu r Th
~:~ necessarily match th e values derived du ri ng t he act~al loading ope%~
- emerita . e re-
sult is t he I08dlll ~ or dl sc~ a rgmg ra te poe.r hour.
........[ne th e e lltlm a ted nme of oomph·bo n. divid e the amount of
tion . For exa m ple. wh en t h e ca r.go,tem pe rat u r e , API grevuy, or vol ume dif. To dete, ..· ·n,·n g to be loa de d or di18C h a rge d by the hourly rate to v; Id ••""'0
fer slightly from th e preetow, It 18 often n ecessa ry to make adjustments rema l . , ~.e \-lIe num.
during th e final sta ges of t he loading.ope ra t ion . At th e fina l st ages of the ber of hours remammg.
loading opera tio n, it is common pra cti ce to check t he d ra~ marks frorn the
dock a n d com pa re them to the p reca lcu l.8t e d value.s . As di sc u s sed in cha p.
ter 8 it is recommended that t he loading opera t ion s hould end in slack REVIEW
(part ially fuIll ta nkral, often cal led t~e "t ri m.tankts)," to accommodate any
last minute changes in cargo qua ntity or t n m .
List th ree way s t~ at ca rgo m easu~em e nt is. c1~sifi~ .
L Wh t are calibratIOn tables? Wh at mform atton IS denved fromthe cal.
2 '
. ib arion table of t h e vesse I'"
LOADIN G AN D DI S CHAR GI N G RATES
3. ~:scribe t h e difference between ullage. inn age , and water cute
Loading and dischargin g rat es vary conside rably with different vessels, (t hievage ). . .
How can the t rim or list of a vessel influence the accuracy of cargo
terminals, and cargoes. For exa mple, crude -oil ca rriers rou tinely load at l. ,
rates in excess of 100,000 barrels per h our at the Alyeska Terminal in measurem ents . . .
Valdez, Alaska, whil e a small product or parcel carrier mi gh t load at less 5. What is the differen ce, be tw een ROB and OBQ? When 18 each apphed
than 1,000 barrels per hour at a refinery. in a cargo ca lculation . . ?"
Wh .s cargo sa m pling n ecessa ry dunng a cargo tra nsfer" What 18 the
Some of the factors that influence ca rgo transfer rates include the fol- 6. differen
yl ce between a bot tom samp1e an d ~ I·me samp.e. I' .
lowing:
What is the API gravit y of a ca rgo? What IS the relationship between
7. AP I gravity and s pecific gravit y? (Refer to chapter 2 .)
Numberand capacityof cargo pumps What is the difference between an observed (groealvolume and a stan-
Pipelinedimensions (vessel and shore facility) 8. dard (net) volume of ca rgo measu re? How does one convert from the
Temperature and viscosity of the cargo observed volume in the tank to a standar d volume? .
Capacity of the venting or vapor control system 9. What information is needed to determine th e volume correction factor
Ca pacity of the inert gaa syste m from the API tables? How is the standard volume converted to a
Location of(distance from) and elevation of shore ta nks
weight, na mely tons? . I ad
Use of shore booster pumps 10. List t he maj or considerations when planning the cargo. oac. I"
Experience of vessel personnel 11. What is the freshwater a llowance of a vessel? ~~~ loading a veese 10
Number of cargo tanks open
brackish wa te r, h ow is the al lowance determme ,
12. Define the following te rms: LeG
In order to determine wh en the cargo operation will fini sh , the PIC Deadweight TPI Trim arm
Shoul calculate the loadingfdischarging rates at periodic in terval s. On D,i splace~ent MTI Trimming moment
mo ssels l it is a common practice to cal culate hourly rates to confirm Light ship LCB ld be taken into ac-
e oading rate baa not changed from the agreed value and to es timate l3. When planning a cargo load, wh at stresse~ shou d gging Where is
. e 0 ij"mpletion of the cargo operation (saili ng time). Th e load- COunt? Explain the difference between hoggm g an sa .
ar~ rates are typically expressed in barrels-per -hour, or cu- a shear force experienced on a tank vessel? . ) ale s are deter-
~ t depending on th e vessel. To calculate a rate , the PIC Explain how cargo transfer (loadingldi8chargl~g ~eck the rates?
folloWing steps : mined. Why is it necessary for the PIC to frequen y c
 C H A l' T E R 7

Cargo Pumps

I The discharge ~f ca r go on a.mode m ta nk v~8sel is accomplished through

5~ the useof a vanety of pum~mg systems . Thia ch?pter provides a review of
~o pump theory, operation, and troubleshootmg. The person-in-charge
... ~
u.
>,"
ofthedischarge.operabon. m~8t ~ave a thorou gh working knowledge ofthe
operating prinClples and limitation s of ca rgo pumps. Operators sh ould con-
ult the cargo t ransfer proc edures manual on the vessel 8S well 8S the
;umpmanufacture rs man~al8 fOT,specific gui da nce concerning pr oper op-
J
•" eration of th e cargo pumping equipment onboard.
•, Thepurpose of the cargo pump is to impart energy to the liquid in order
to raiseits leve l from t he cargo tanks on the vessel to the shore tanks and.
etthesame time, to overcom e fric tion a nd flow losses while negotiating the
piping syste m. The type of ca rgo pumps installed on a particular vessel de-
II--t--H--H-t-+--t-+--H 5 pends on a numb e r of factors including the following:
~
H--+-H-H-~--I--l- 1. Degree of segregation desired between cargoes
" 2 Vessel tra de
• 3. Type of prime mover (drive unit)

"~ • Characteristics of the cargo (viscosity, specificgravity, corrosivity,and 80

forth )
,

•
.. 5.
5
Reliabilityand ease of main tenance
Pumping capacity (volume of liquid moved per unit of time)

The cargo pumps are located eit he r aft of the cargo tanks in a formal

c :nk.
mpftrtmentcalled the pumproom or at the lowe st point (well or sump) in
F~~re 7-1 illustrates the typical location of the pumproom,
places It In close proximity to the engine room a nd takes advantage
ndency of the vessel to be trimmed by the stem. Depending on the
SOme vessels are also equipped with a forward pumproom.
 KINETiC PUMPS
161

7-2 illu stra tes a submerged pu mp located at th e after d

figure tank in a well or sump. en of
ach cargof he lle a pproaches has di at.inct advantages' th er e" d
' '"
I:08
Cho t Ii .
. d for a ll a pp IC811008 .
• rore.noc ne e-
1 8S kime tiic or poaiit itve-diIsplaceme nt or, ti
sigPte sUIte.... d a8si Iied
n.. rnpS are "f . ' rene rc pumps
P"C" d into three grou ps: cont rt uJ':'al, vertical-turbine (deep II) d
d iVIde . . di 1 we ,an
ar' rged . TYPCIl of posrttve- ISP acc me nt pumps inclu de reci -.. Ipr oca tiing
5ubflle (lobe ge a r, sc rew, a nd vane).
and rotary ,
., KI N E T I C P UMP S

, e following section describes the va rio us applica~ion8 o~ cent rifugal

11> • the ca rgo sys tem of 8 ta nk vessel and explains th eir operation .
pumps In

, Ce n t ri fu ga l Pumps
centrifugal pumps a re often referred to as th e main cargo pumps {MCPl,
. the fact that they discharge th e bulk of the cargo from the vessel.
, ~en pumps have a high-volume out put which makes th em wellsuited 8S
rneee
. cargo pumps. Centrif
entrt uga I pumps a re small In
. size
. consridering their
:~nut and have few moving parts, which generally equate s to greater
.1•, ,
,
.,
.1
'I
I +-
I
Ii
-2 SUbmerged cargo pump located in a sump at the bottom of the cargo
Scott R. Bergeron.
 162 CA HGO PUM PS
K INETH..: PU M PS
163
re liability lind lese maintenance, Another ad va nta ge seen wit h th o
ked in suc h a wa y a ll to step up th e energy in the liquid as it
pump is its adaptability ttl a vari ety of dri ve uni ts , le a ving t he OWlS ~Y P~{)f ellerllilYst aCh eac h s tage orthe pump. The impelle r assembly is connected
man v options at th e nme ime 0of construe"Ion . Cent n""lUgnJ pump, nerWlth glOavell,hroUg . rti I h ft ithi h '
rve un it on deck VIa a ve rca R a Wit In t ~ discha rge pipe. Thi s
' by a steam t urbi' ne , a n e Iectrtc
d riven ' rno , or , a hy drau di ~
ran l!tc moto r Or may edn
IOWrtgePlen t ta kes a dvantage of the s peed and efficiency or a centrifuga l
engi ne. On vessels WIth ' n. r pumproom, t h e d rtve
a n a....e ' Uhlts " afC locBlf'8e]
te . .r<'
the e ngi ne room and a re conn ected to t he liqui d en d orthe pUmp via a dd,lll
shaft extending th rough the bulkhead. A ga Sl igh t gla nd must be erna lonvf'
in the bulk head that separates t he pumproom from t he en gin e rOOm to Yt'd
ven t the movement of flammable ca rgo vapo rs or liquids bet wcl' ~~ .
spaces. Whe re the cargo pumps are located in ea ch tank, th e dri ve uni t .e
placed eit her on deck or i~mediately a~ove th e pump within th e ta nk. T~:
mai n drawback in t~e design of a cent~fugal p~mp 18 th e fa ct t ha t it is not
se lf-pri ming. Cent nfugal pumps require a continual flow of liq uid (Prim )
to pump . whic~ usually makes them un suitable for ~t~ ppi ng (dra ining):
cargo tank . This type of pump does not have the a bility to reprims itselr
wh en suction is lost un les s it is outfitted with a s pecial priming fea ture. To
facilitate stri pping th e cargo tanks and pipelines , m any vess els are
equipped with eithe r a positive-displacement pump or an ed ucto r.
In a ce nt ri fugal pump, the impeller is the main r ot ating e lement that
imparts e ne rgy by increasing th e velocity of the liquid a nd deliv eri ng the
ca rgo to th e s hore facility. Figure 7-3 is a cutaway view of a ce ntrifugal
pump showing th e location of t he im peller within the casing.
Cargo enters th e eye of th e im peUer a long the axis of rotation and is
thrown outward radially th rou gh use of t he swept-back vanes. At th is
point the cargo leaves th e impell e r va nes a t a h ig h velocity. Through the
design ofthe volute, energy in the liquid is converted from h igh- ve locity to
a combination of velocity and di scharge pressure. To assist in the conver- F'lgUre 7·3.Simple view orthe internals or a centrifugal pump showing the main ro-
sion of energy, some centrifugal pumps are a lso e qui pped with diffuser tatingelement (impeller). Courtesy Ingersoll Dresser Pump .
vanes within the casing. The pump impell ers ope r ate a t a hi gh speed (rpm)
capable of generating considerable heat if the pump is operated improp-
y. Oentrifugal pumps require a continual flow of ca rgo for pr oper cool-
n~ internallubricat.ion, and gland sealing. Op erating thi s typ e of pu mp in ,.,rt 1 .,rt
• port

e 1'tVERl. condition (insufficient prime) can result in overheating, lea ding Port
dgepwell pump
a nll lh possibility of fire. In a normal di scharge oper a tion,
v a smooth delivery and produce little noi se or vibra tion.

:3 slarboard 2 starboa rd 1 starboard

icallocation of the deepwell cargo pumps on a barge .

 164 CARGO PUM PS

9.
~
. Hied ca rgo system
KI NETI C PUMP S

SullP I d need for botto m piping

Reduce .
n be removed. for eervt.ce or re placement from th e deck
165
--
Ptlmp C8 ,
Elec tric moto r 5. . over on deck 18 acce esibl e for lIe rv\c e
or hyd raulic motor pnJl\e Jl\ . .
6. _.. need for se parate 8tnppmg pu mps
1. aeduceu
Submerged Pumps
rged puIDPS usually refer to hydraulically driven centrifugal cargo
Subtl1e located in eac h tank (fi g. 7-6), In modem construction, the 8hif\, toward
pl.ll1lpB·call powered deck machinery and automated cargo 8Y8t.etlUl has
b)'lir8~ o~ers to ins~ submerged pump s on their vessels. Figure 7-7
Out!et _ proIllP s_sedional VIew of a Frank Moho WRAMO) submerged pump.
shoWS ~~ssure hydra uli c flu id is de~ivered to a ?' 0t:ormounted directly
Mil h p·mpeUer in t he tank. A s pecial concentnc pipe directs the high.
cargo lank dome above t eh 'draul ic flui d throu gh the center pipe, and the low-pressure
P~SS~~8 through the mi ddle line. The outermost pipe serves as a
nwd:: which segregates t he hydraulic fluid from the cargo. 'Ibecergcts
a:.
Discharge line

eoffe a the discharge line to the manifold on deck. When pumping is

dtli"~~ ~he di scharge line or pi pestack (refer to figure 7-8) can be
ro~P edby idling the pump, closing t he disch~rge valve , an d pressurizing
Uql,lid sur/ace

!'tnPpe fthe pipestack with ai r , nitrogen, or mert gas through a connec-

Shaft ~e top °d ck The cargo in the disch arge pipe is forced th rough a small-
tlono n e . . ' h h h . . ,. th
diameter stripping (riser) Iin e di re ctly as ore, t ere y rmrummng e

I -
Cargolank2 I
port
Pump sump
Drop
I
Figure 7-5. Croee-eecttonal view of a deep well pump. Copyrig ht © Inte rn ational
Submerged
cargopump
I
Maritime Organization OMOJ. London . J
RUmpwhile minimizing its disadvantages. Figure 7-5 is a cross-sectional
ia"1'-+... To group 3 Grou 2
Submerged
I
pC a deepwell pump showing the main components.
e.impeller is either enclosed in a barrel (when it is used to pump more
cargopump I
an 0 k), or it is recessed in 8 Bump at the bottom of each tank . Most cargo lank2
,tsrbollrd
I
eepwel umps are equipped with an automatic priming feature whi ch reo
au t cd for a separate stripping system. The a dvantages of a I I
ui ed yes el include the following:
nilold L L
- - - - - - I ' d with submerged
. 'A typical piping arrangement on a veeee squrppe
a h,cargo tank.
 K INETlC I'U~tI'S
167

Local capaCItyCOfllrol
CapaCItyCOfllrol valve
Cotlemam purging COflnecliOil

Cotlerdam purging pipe

Coflerda m concenl riC pipe

Cargo oscharge PlPO

Hydraulic COnCenlric, - - 4 ::::ll

Cargo sl ripping pipe
retcm pipe
Hydrsu l ~---<I-
pressure pipe

Strlpping completed. Purging oornptete<l.

()isdlarging
Purging started.

f\gure 7-8.The stages ofoperation ofa submerged pump.CourtesyFrankMohoAS.

quantity remaining on board (ROB) at th e end of the discharge . Efficient

Coflerdam
surrounding
stripping is particula rl y im portant when discha rging small parcels of
t"ridraulic section high-value cargo. The subme rged pu mp has a single-stage impeller
mounted hori zontally in a su m p at the bottom of the pump asse mbly.There
is nobottom pi ping in t his pum pi ng syste m; therefore each tank must be
High-pressure equipped with its own pump. Th e pump speed is cont rolled through the use
hydraulic meter of a hydraulic governor on deck or from a cargo control room. The drive
shaft has an antirotation al b rake which allows the discharge piping to also
eas the loading drop . Submerged pumps possess many ofthe sa me ad-
DL&tf\8nUing and tages 8S the deepwell pump; however, th e pump and motor assembly
service without t be repaired in the tan k. In th e event the pump is inoperative with
lifting pump
remaining in the tank, a por table submers ible pump is provided to
the cargo discharge .
Pump Operation
mpe typically operate in either a he ad or a lift c~ndition. The
m umping situation is the head condition in whIch the cargo
. ec..lional view of a submerged pump shewing the major compo- me physical height above the inletofthe pump. Wh~n operated
ra Moho AS. eail condition, cargo fills the casing of the pump by gravity, thereby
 168 CARGO PUM PS KINETI C P UMP S
169

--_.....-
FrlCliO," he; -f - - - "

,,,
_ _ !I' I

,,,
t

"'.,.,"
Tota l I
"""' ,,,
,, ,,
, ,
______--.'+
...
r""" "",
dIscha'gt
SlatlC suctio n ""
"'''
•

Figure 7-9. Cargo pump operating in a head condition in whi ch gravit . Figure 1-10. Cargo pump operating in a lift condition in which the liquid level is
continuous pri me. Courtesy Richa rd Bea don. y maIntains I belowthe inlet ofthe pump. Courtesy Richard Beadon.

Cavitation can be caused by a number offactors includingthe following:

maintain~ng an adequ~te ~rime. On inerted vesse ls, the positive deck pres-
~ ure re~w red to be maintained above th e ca rgo in t he tanks further assists
In kee~mg th~ pu mp prir.ned, p8rt~cularly when a pproaching th e stripping
s~ge In the dI8~~arge . Figure 7·9 illustra te s a typical gravity or static sue.
t ion he ad condition.
. In th e lift cond itio n , the cargo level is some physical dista nce belowthe
ml~t of th e pump. In a convent iona l pipeline vess el, th e pu mps begin toex-
~enence this condit ion wh en the cargo level fall s below the bottom piping
In th~ tank (fig. 7·10). Thi s makes it nece ssary for the pump to perform
work In an effort to draw the ca rgo up to the inl et .
CAVITATION
A centrifugal pump does not oper ate efficiently in th e lin condition and
may begin to exhibit signs of cavitation . Ca vitati on occurs when the pres-
sure in the suction line fall s below the va por pr essure of th e cargo. result-
ing in the formation of vapor pockets in the liquid stream; th ese pockets
eventually reach th e inlet of the pump. This is fre quently referred to as
"gas aing" up the pump. When these pockets of vapor colla pse on th e impel-
Ier vanes, they create undue noise and vibration in the pump. In the short
cavitation results in lower pump efficiency as evidenced by a poor
'sd ia rge tate . In the wor st case it can cause phy sical dam age. actual.ly
e . me'liil urfaces and possibly contributing to bearing or fatigu e Fail-
n pump. reaulting in a shorter service life .
I. Vortexing action around the bellm outh in the cargo tank . This typically
occurs with a low cargo level in the tank.The cargo begina to forman eddy
near the bellmouth which can admit IG and cargo vapors (atmosphere)
into the suction line of the pump.
2. Carg o characteristics that may contribute to the formation of vapor pock-
ets in th e auction piping leading to the pump . For example, high vapor
pressure ca rgoes such as n aphtha are susceptible to pumping problema
due to vaporization of th e liquid in the suction line.
3. High temperature ofthe ca rgo, which increases ils tendency tovaporize.
4. Leaks or h oles in the suction pipin g allowing air into the line.
Theoperator of a centrifugal pump must be mindful ofthe cause and ef-
fect of cavita tion, particularly when approaching the stri~pin.g s~g7 in th e
.discharge of a cargo tank. To minimize the effects of caVl~tlon, 1t ISc~m­
m ti practice to partially open a cargo ta nk with ample gravity head tpn~e
)to main tain an a de quate flow to th e pump .The operator must decide
n it is unreasonable to continue dischargin g the cargo tank with .the
ti'ifugal pump or ri sk losin g suction. It is usually necessary. to switch
. . r d twedge)
~ the stripping pump or eductor to drain the remammg Iqu,t .
tank. The point wh er e one mu st shift. to the next tank In the dis-
quence will vary with differ ent pumpin g systems and ~pe~::r
ceo For example, whil e discharging a single-hull veeee Wl a
 CAlm O PU MPS
r KIN t:l'IC I' UMI'H
...
171
con ven tio nal bottom piping system and after pum proom 11
have adequate flow through the clllling for the speed at which it is
t
mu st carefully monitor the perform an ce ofthe MCP when th'e Ie operatt,r doelll1~ IUhe car go tank level has reached the POint where there is in-
ge tti ng close to the tan k bottom. Even with a prim e tan k pa rtica,;Ro level is opt'r/l~I~~'gravity head to properly su ppor t the Opera tilJnof hoth pumps,
th e MCP will cavi tate or lese s uct ion en ti re ly if a sufficient "81~ ropel\ed, llu
llic1e
should sh uht down the distan t pump and finish with one pu mp '
sp he re from the tank re ache s th e pump. Consi der how differen ~thofa.tlllo. "',eope
ratar
tion is on a dou ble-h ull tan k vessel with no botto m pip ing an d subeS1lua. y,gut"7· 11 •'Uustrates t ree pum ps connected on the suctionside th rough 8
pumps located in a sum p in each tank . As the cargo level approR ~erged crossover, 'tuation whe re two centrifugal pumps are delivering into the
~ottom of th e ta n k, th~ p,u m ~ con tin ues ,to,receive an adequate P;i~: ~he I the s l . ' k f
, herge lin e, there IS a ns 0 unequal sha ring of the load The
en diSC I' d •• b '
til t he only ca rgo rema m mg In the tank IS In th e su mp. Anoth er be fi n. se.l1l ith the greater de Ivery ten a ~ put a ack pressure on the distant
t he doubl e-hull vessel is t he a bsence of framin g in the bottom ofl hne !tof pIlJllP";. harge. The net effect of th ia back pressur e is equivalent to
tank; th e smoot h mner. .
botto m does not Impede the flow of liquideto
cargo
the pllJllP . 18Ca discharge valve, resulting in inadequate movement of liquid
p u mp. .l. .... tthng . I h ti ' . ' h
uo>v h the pump a nd. po~ntl a ove~ ea mg. ~ 10 t e previous case, the
througult f th is inequit y 18 overheatmgofthe distant pump. Pump manu-
PRIME net res °enera lly recomm end that both pum ps be operated at the same
Certain te lltale signs in d icate th at a centrifugal pump does not have an ad. fad urersl
speed so cloSely observ ed for a ny difference in te mperatu re.
equate prime. The ea rlies t indica tions that a pump is sta rved of adequate
liqui d a re slight fluctu ations in the pump gauges (tachomete r and dis. S HORE BOOST ER PUMP
charge pressure ). If th e ope ra ting condi tio ns are no t changed , the gauge boo ster pu mp is em ployed whe n th e discharge head at the terminal
Ashore
. at for the vessel's cargo pump. Th ire SI'I ' arises
uanon , wh en th e
flu ctuations become more errat ic and the pu mp generates noise and vibra.
tion. Unless a sati sfac tory flow to the pump is restored, it will lose suction, IS too ~\s are loca ted at a considerable elevation above or distance from

overs pee d, a nd trip out. To resume pumping it will be necessary to opena shore el The shore booster pump operates in series with the vessel's
the vesse . . h d I'
tank with s ufficient gravity hea d to r eprirn e the pu mp, a dding ene rgy to the system and enabling t e cargo e Ivery
cargo pum P, ' . h boo th I
An ope ra to r ca n em ploy various techniques to red uce the cha nce crt he to roceed at a re a son ab le ra te . Pnor to sta rt ing t ester, e ves~e
main ca rgo pump losin g sucti on when no p rime tank is avai lab le. p pa typ ically exhibit a high di scharge pressur e and a poor deliv-
cargopurn t: ~ t h uld
When a pump fir st exhi bits s igns oflosing suct ion, it is common practice ery rate (velocity). During the pr et ransfer conrere nce, agreemen so.
to reduce th e pump spee d (rp m) and partially close (t hrottle) a discharge be reached concerning a dva nce notifi cation of th e booster pump being
valv e on the pump. Throttling th e discharge va lve reduces the velocity of brought on lin e. It is common pra ct ice for th e vess el PIC to.sta nd by the
the liquid through th e pump, smooths out th e flow, a nd maintains a rea- pump controls when the booster is sta rt ed. Th e sudden dro.pm the loa~ ~~
sonable delivery. Another recomm endation is to shorten th e suction pipe thevessel's cargo pump could ca use it to overa peed and tn p out. T~ a ~l
by ending the di scharge operation close to the pump, thereby minimizing unnecessary sh utdowns or delay s, it is essential that good communicat ion
friction and flow losse s. Finally, the operator should ensure th at the sue- exist between the PI C of the vessel a nd the facility. Once the shore boostehr
tion line to the pump is isolated by closing block va lves a nd crossovers, pump is operatmg,, lll b e a d rop to
there will . th e discharge
I. pressure on t e
thereby minimizing potential air leaks in th e system , vessel and a corresponding in crea se in th e pumpmg rat e.

CROSSOVERS AUT01\lATIC PRIMING SYSTEMS .

To expedite the discharge of the vessel, it is sometimes necessary to i the The PIC of the cargo di scharge tYPICS' IIy emp1oys a vari
" ety of operational
' n the
over cargo pumps. When two centnfuga ' I pumps are drawting from t er tech mques
' . Iy d tacua
such as those previous ' sed to maintain
lve nhvaia pnrne
1d 0age or
same suction line, there is a possibility that one pump will receive a ~e a:f' centrifugalpump. If performed incorrectly, expensive p yaica am
share ofthe flow than the other. This inequity is typically caused byt e I II POtential fire hazard can re sult. I d ectal auto-
fering lengths of suction piping feeding each pump. Operating !he .~u~:q With these concerns in mind, manufacturers deve OP~h se a minimal
at different speeds can a lso result in an unequal sharing of the liqui Th ~ IDatic priming features for centrifugal pumps to e autco . a ystem vir-
I ither case, the operator should keep a clos~ :-vatc,h on ~ach ~~~K~8t to flow is always maintained. With certain pumps, t~e au 7-~~~I::trates one
dis n,tpump (the one with the longest run of pi pm g) re typically urnp t anyeliminales the need for stripping pumps. Figure ,I , e
Of autopriming system found on cargo pu mps in marme aervic .
e~16it signs of overheating.
, Overheating. . .In dirca tion that a P
IS one
 KINETIC PU MPS
173

-/ -- -
I
--
POll sa; ; ;S!

Sea Suction
vll ives
I -- ~nll
a

I I GrOUP 3
PUITI(l' oom
I Slraine r Pump Eng;ne room
Bulkhead
Main ca rgo
pump 3
suction
block
I
I crcssovar
valves
I
I Separat or lank

I
Crossover
valves
I
I
L'"
c:onUolier
--
I Slrnlner Pump
GfOUp 2 -~~
Bulkhead
eoctcn blo< k

I Main cargo
pump 2
I figutf! 7-12. One type of autopriming syste m used with a ct'ntrifugal pump.
I I
I Crossover
valves
I When th e pump begins to lose suction, a venturi activates a reo
eireulation line which returns liq ui d to the st raine r/recirculation tank on
I Group 1
the suction side of the pump. The pump is primed by the liquid in the
recirculation tank, and the cargo recir culate s until a norma l pumping con-
Strainer

I Main cargo
Pump
suction
Bulkhead
block
I
dition is restored. At the same tim e, gases in the recirculation tank and
pump casing are vented throu gh an ext raction line to the discharge side of
the pump. These devices m ake it possible to discharge th e cargo tanks
pump 1

I Sea suction
valves
I more completely without d amaging the pump. The y also protect the pump
from damage resulting from operator erro r such as closing a valve on the

I I
8\1ction side of an operating pump. Th ere a re many designs of self-priming
~um~s on the market; therefore the operator should consult the manufec-
~ !!. man ual for a detailed description of the type and method of opera-
_1- -- -- --
Starboard
sea chest
L Ii fthe one fou n d on the vessel.

Tro ubles hooting

. umping system the problems that typically arise are rela~d to lac~
or l ack of delivery. The operator must carefully monitor carg
 174 CARGO PU M PS
., I>()SITlVI':- DI SI'I ..AC l';M ~;N T I'UM I>s AN\ll'; lll lL'T(lll.<; 175 -
lati on . When th e drop Iloadi n gj va lves fire left open or an auto-
pump pe rform an ce to detect e ither condition and lake correc tive ' 2. Flrci~CII tve in the discharge line is frozen in the open position re-
~~~ .
~argo pump manual s frequentl~ inclu~e a troubl eshoo ting 8ecliona~~lon.
' . '
III ula
tion oecurB. If th e pump III equipped WIth an automatic priming
ste t t he operator. If no such guide exrsts, the operator m ust local ae. Clre the recirculation valve may be frozen In the open poaition. permit-
source of the p rob lem fro m experience with the system. T he most com the .Ylltern,
. h return ofcargo to t hee sucti
eucuon side of the pump. Where fitted, cargo
ung t e
so urce ef'pump ing probl e ms is improper alignment ef th e va lves in the mOil relief valves should also be checked to ensure they fire in the nor-
ing system, 80 thi s is the simplest place to start . Th e operator should
th e s ta tue of th e va lves on the vessel for correctness, t hen conta ct th e sh
C
::k pump 't.
1I dOlled p ORI IOn .
Y
a>' hanical fail ure. A worn or damage d pump, an excessively worn impel-
fa cili ty a nd ha ve t h': ffi verify t he ir ali~ment. ?~~e.r less-obviou8 cau8e;:~ Mt c o, . ki l d-' I ..
h n rauore. lea ng g an ....sea s, or a bad dn ve unit may cause
ler. ea
pumping problems inclu de t he following possibilities:
problems.
SUCTION SIDE P UMP CO!'oliROLS AND GAUGES
1. Air or vapor bound pump. This condition generall y OCCUI"ll at eta rt_up due pu mps in marine service have variable spee d control. This al-
to improper pri ming of the pump . Centrifugal pump s must be initially o
Mostc arg eater to alter the s peed of the pump ba sed up on changing op-
primed by opening a vent at the top of the rasi ng to bleed ofT any gilt IO..... s.thec~~~i tions. The pump spee d is changed e ither by local control of
tra pped in th e pump. The casing and impeller mu st be filled with liquid at er8t1n~ nit or thr ou gh use of a controller from a r emote location. For
start-up or the pump will not operate. the dn~e the spee d ofa d ee pwell pump on a barge is typically a djusted by
2. Clogged strainer. When a foreign obstruction becomes lodged in the elsm~ 1', the s peed of t he d ri ve unit on deck. On tank vessels equipped
strai ner, it restri cts the flow ofliquid to the pump, which results in a loss of changlngu,o mated cargo control system, the pump speed is remotely ad-
suction. It is the n necessary to clean the strainer by closing the appropri_ with an a . Th
. d ·ng an a ir cont ro ller , rheostat, or hydr auli c controlle r. I' per-
ate valves to isolate it, draining the cargo from the unit, a nd removing the Juste uet e cargo pump is monito re d through use 0 t I' 10 1\owmg
f h ' .
access cover. The strainer is generally composed of cylindri cally 8haped formant e of 'h
mesh designed to pr event foreign objects in the liquid flowfrom damaging gauges:
the internals of th e pump .
3. Cavitation. This results from air leaks or vaporization of the cargo in the I. Tachometer (pump rpm)
suction line of th e pump. Refer to th e earlier discussion of cavitati on in 2. Discharge pre ssure (discha rge side of th e pump) .
Compound gau ge (displayin g vacuum and pressure on the suction line )
4.
this chapter.
Insufficient g ravity head. The pump ceases to operate due to a lowcargo ..
3
Man ifold pre ssure (pressure at the vessel's rai\)
level in the tank.
S. Cargo characteristics. The viscosity or specific gravity of the cargo may be The accuracy of the se gauge r e a d outs is vital to an operstor when mak-
grea ter th an the pum p is designed to handle. Pumping problems can also .ingdeeiaiona
. . .
concerning t h I' pumping
. opera tion1 '.
The gauges and .controls
occur when the te mperature of a heated cargo is permi tted to cool to its arephysically loca ted a t t he pu m p or in a convenie nt central locatlon such
pour point . In th e worst case scenario, t he cargo actually begins to solidify 88 the top of the pumpr oom or ca rgo control room . The eme.rge~cy sfh uht.
. ge ne ra 1\y 1oca te d a t the midpoint 0 t I'
in th e tanks . down controlfor the cargo pumps IS .
6. Mechanical failure. Mechanical pr oblems inclu ding a worn or damaged vessel in the vicinity of the m anifold . All personnel in volved m the cargo
pump casing, en excessively worn impeller , bea rin g failu re, leaking operation sho ul d be a war e of t he location a n d operation of the e mergency
gland w's eals, or a bad dri ve uni t may cause discharge pr oblems. ahutdown for the pumps.

DISCHARGE SIDE
1. Escessioe dis charge pre ssure. Thi a may occur at a terminal with an excee-
slve discharge head . It if! a common problem when the vessel pumps must
eOSlTIVE.mSPLACEMENT PUMPS AND EDUCTORS
deliver the cargo a considerable distance or vertical height to the shor~
dt
.' di Splacement pumps
tank. Check for valve malfunctions in the discharge line such as a sheared section describes the different types of postli ve t the end of a
. In
. t h e pump opera timg a ga inst a close el as the use of eductora to drain the tanks an mea a
ste rn or dropped gate resultmg
ischarge .
valve .
 roSITM:'-V1SPI.ACEMENT I'UMI'8 ANIl Ent lC'"nlll.'l
176 CARGO P UMPS • 177

t af t h e piston creates a va cuum , thu!!. drawin, t\ .

vemc n . tak I F" . te ca r go mto
,"emO
\." tinder throu gh a n m e va ve . IguTC 7-13 18a simpl e· r
VI ew 0 a re-
Au.~illry
slide val\'e thee)' . gpUnlp.
C1 Proca~~g the d isch a r ge st roke, the pi~ton forces tho cargo out of the eylin-
Do h th e d iKch a r ge va lve, creating a delivery pres sure on th t\ t
def th" '"h pump. Add tt · tona
· 1m· take an d d·I SCh arge valves are usually
e ou i e -
side of ~~ake these pump~ double-acting. Si~p\y stated, a double.acti'~g
stalled. ne in whic h pum pm g actton occurs Simultaneously on both Bides
pulllP I~ °tonfor eac h st rok e of the pump .The ne t res ult i8 a smoother deliv-
Piston valve orthe
. and PlS incr ea sed pum pm . g ca., pa~l. y. Re ciprceating
· pump s ar e self·
t~ . meaning t hey have the ab ility to regain suction whe n suction is
pnJ]1l:~ se pumps a re capable of moving the atmosphere (vapors and inert.
1051. ir ) which ma y be drawn from the ca rgo tank with th e liquid during
f 31
M1.5 0final
e-e stages of st n. ppmg. • U n.lik
I ~ ~ntnif ug~ \ pumps, they can develop
th eu nece ssa ry t o draw liquid in to the intake when operating in a

:
UIII
theva dition. The m ain disadvantage of reciprocating pumps is that they
:~l\Y slow. For example. a reciprocating pump on a typical coastal
k vessel gen erally h as a capacity of800 to 1,000 barrels per hour tbpb).
Slay rod
ch:
~ ncem when ope rati ng a pos itive-displacement pump is that th e dis-
line is open. A positive-~isP~8c~ment pump will de,,:elop a consi~er­
abledischarge pressure if the pipeline 15 blocked or a valve ISclosed agamst
lhe pump.
Pomp cylinder R ota ry Pump
Another type of positive-displac ement pump is th.e ro.tary pump : which op-
eratesby physical ly trapping the ca rgo a nd ca rrying It ~m t~e inlet to ~he
outlet. Thi s is usually accomplished through the rotatlO.n of mte~eshm~
~ars, lobes , screws, or vanes. Figures 7-14 through 7-17Illustrate differen
typu of rotary pum ps .

,Figure 7-13 . Simple view of a reciprocating pump. From Principles of Naval Engi·
neenng.

Reciprocating Pump
e poeitive-diaplaeement pump typically used in striPpingllervice
1E~i!ii!~.~m~.,Ia~n~,k vessels is the reciprocating pump . Th e design general1Y
Dsists; oftwollislona (duplex pump) that move back and forth in eyl- sueuco
e e d i her by steam or air. The flow of liquid to and from the
UUlp'i8 ccompliehed through spring-loaded val vee. On the intake stroke,
.ct4. Simple gear pump. From Principl es of Naval Engin«rins·
 • POsrrlV1'~- D1 SI ) l.AC E r.n:NT I' UMPS ANn Em lCTOHS
Swinging Iype
moving venee-"<e--____
Figure 7-15. Moving....an e pump. Courtesy Vinod Melwa ni.
Sucllon
Figure 7·16 . Screw pump. Courte sy J er emy Docekal .
179
capacity of these pu.mps is limited by the volume of th e space be-
'l'he cBsing a nd rotat lT~g eleme nts. Rotary pumps nrc self-pri ming
the
tYo'ccncnerall Yh a~e ~ be tter d lllc ha ~ge ~apacity tha n a recipr ocating pump.
and gd pend on hqUld flow for lubn.cali on; t herefore it is not recomme nde d
TheY h' Ybe allow ed to operate without liquid for an extended period of
. th ey. ~re ~ se d ori
th. flte t Ine marine se ~ce pnmanly as st ripping pumps or in
tlJll ". ,where a h ft con di tion I S encountered , such as with. • d
'watlOn f numn i I rorwar
1I1 roorn. This type a pump I S a so wen suited for vesse ls transporting
pump . cosity ca rgoes suc h as as phalt.
high-VIS
Eductors
EducLOTS are typically u tili z ~d for stripping on vessels t ra nsport ing a dedi-
d cargo. On a crude ca~ er , for exam ple. eductors are commonly used
ro~triPping during cargo dls~harge ~nd crud~-?il-wa~hing oper ati ons . An
ed,ucto r is ajet-type pump whi ch requires ~ dn,":ng fluid to be delive red to a
de lacreate a low press u re on t he s uctio n line. The eductor is typically
nO: ered by the cargo taken from t h e di scha rge side of one or more of t he
~ain cargo pumps or a ge neral purpose pump. Figu re 7-18 ill ustra tes the
internals of an eductor.
The discharge from the eductor is either se nt di rectly as hore through
thedischarge main or , mo re commonly returned to a design a ted slop ta nk.
I
Another application for eductors is in the segrega ted-ballast syste m. The
eductor is driven with s ea water from th e segrega ted-ballast pump and
Discharge
Inlel
ntemat view of an edactor.
 usvtew
180 CARGO PUMPS 181

. a shore booste r pum p employed i n la ndem with th \'

used to strip the ballast tanks. Th er e ar e seve ra l advantages ·. n..en IS d h e veeee S
888 . 12. "''' IlIps? Wh at concerns Ge S t e shore booster p ,
with the usc of eductore in n st ri pping syste m: Gelated ,go pU ' \' D ib h urnp create lor
,. atcr of t h e vesse . escn e t e performance of th \'
the oper rnps befor e a n d a ft er th e bcosta r pump illsla rte d e vellSc S
I. They have no moving parts, which generall y tran slate s to les8 rn
nance and greete r re lia bility . Slott .
~rgo::possible c~use8 for the m~in cargo (centrifugal) p~mp to lose
13. Llst.t during a dis ch a rge oper at tcn .
2. Eductcrs ca n be upgrad ed in size to far su rpass the st ri pping ca pacity or suction h
ist the gauge s t at 88S lS
· t th .
e o~erator 10 monitoring the perfo r-
positive-displ acem ent pump. I
14. L ce of th e ca rgo pumps. Where IS th e emergency shut down for the
3. Th ere is no ri sk of overhea ti ng or ina dequate lubrication when th e eduetor ",an 1C8,go pumps locate d?
loges s uctio n. veeee
What ar e the prima . ry diff
m er e nces betw een a deepweU (vert ical-
16. tu rbine) pump a nd s ubme rged pump? Wh at are the advanlages of
The s ingle disadvantage of a n educto r is the fact that a driving fluid deepwelVsubmerged pumpmg systems over a conventional pump-
(cargo in this ca se ) must be s u p plie d for conti nu e ~ operati on . Therefore, an
eductor is of little value at th e bitter e nd ofth e disch a rge when it is neces_ rooIl1?
sary to strip the last cargo tank a nd drop a n d st ri p the pipelines.

REVIEW
1. What type ofpump is typically employed for the m a in ca rgo pumps on
modem tank vessels?
2. Wha t type s of pumps are typically employed for st ri pping service on
tank vessels?
3. Define the following terms: gravity head. static s uctio n lift, pump
head . disc harge head .
4. Wh at is t he main rotating element in a centrifugal pump called? In
what area of t he pum p is energy converted from high velocity to a com-
bination of velocity a nd discharge pressure?
5. During a cargo disch arge, wh at are t he telltale signs that a cent rifugal
pump is being starved of ade quate liquid?
6. Define ca vitation. Wh at a re the short- a nd long-term effects of'eavita-
ting a pump?
7. How does an oper ator pr event loss of s uct ion in t he main ca rgo p~p
wh en th e cargo level is low in the t ank? <Desc ri be the use of a pnme
tank.I .
8. What techniques are employed to pr event loss of suction in t he mS.1n
cargo pump when discharging the las t tank (finishing t he cargo diS'
charge)?
What is meant by the term "self-priming" when a pplied to a cargo
\':ful ? .
wn t re the advantages of stripping with an eductor? When IS un
r. 0 lit.J.le value in the stripping of the vess el ? f th
rson-m-charge must carefully monitor the perform an ce 0 e
P. p's wHen they are cro ssed over on the sucti on or dischar ge
 p s
MV r ETRO LAB
C HAPTE R 8 W" r ld Tra ntp or1 Co.
RH '
~ -"
RH.
~ .L .1""-
REG
~
1~1.l~ /
Tf lL, US M •
R t'J: ~5 0 00 bb\s 1
REG HAl-L AST
rltOPCCTS JtI <Po, gPO phis
_2 F.O. u.S, non 1~ / -, 't-" / "-
Cargo Transfer Op era t ion s
_I R£(,r 8 " Hos...
112 1« g "HoSe. 3 JET Jf.T JH
_3 #-2.. ~ 9 15" H eee
!i-o 5-0 !i-o
o;G RATE S,OOO bp b (lUll)
LOAD~A.rOR CO:aROL yes.l@)
JET JET JET
IIARGE RATE N /';"
)-es([!P l o ~O 5-0
T
DISC CRUDE O il W ASH 10 - 0
he tran sfer of ca rgo between a vessel and the shore fa cility or be-
tween two vessels requires ca reful planning a nd exec ution by the
person s-in -charge. Th e goa l of this ope ration is the sa fe a nd efficient
TANKS
1"- / tr2 F.O.
1"- /
BALLAST
tra nsfer of ca rgo. With thi s in mind, t he P ICs should conduct a thorough
insp ect ion of th e vess el a nd faci lity before assuming the ca rgo watch to
fl5 ; LLA.'
5 -0 /"-
115
minimize the possib ility of cargo contamination , spills , fir es, and explc .
sto ne. This cha pte r addresses the precau ti ons tha t should be followed by 112 F.a . U F.O. ' 2 F.O.
a vessel PI C when ever a cargo transfer is under t ak e n. a nd it focuses on
the cri tical poin ts of th e loadi ng a nd di sch arging operations. Prepara- S- o 5-0 5-0
tion for t he cargo transfe r begins prior to the vessel's a rrival at the
ber th . It in volves t he developme nt of a ca r go plan outlini ng such thin gs Figure 8·1. Typical plan outlini ng the cargo layout . qua ntities, an d rates.
as the identity of the ca rgoes, tank la yout , seque nce of ca rgo transfer,
cargo quantity a nd ca lculations, and ot her det a ils of the up comin g oper- 2.Cargo hoses and loading arms. len gth: Cargo hoses and loading
ation (fig. 8-1). anns must be long enough to allow the vesse l to move to the limits of ~ts
moorings with out pla cin g strain on the hose. loading arm, or trans fer pip-
ing system (fig, 8·3).
REGULATIONS 3.Cargo hose 8UPPOrt : Eac h hose must be properly sup~rted ~ pre-
vent kinking or other dam age <such as a bight of the hose getting pmched
The following item s, derived from fed er al regul ation as well as company between the vessel a nd the dock ).Th e hose should be properly supporte d to
manuals, must be checked prior to comm encing a cargo tran sfer an d at the prevent undue strain on it s couplings (fig 8-4). I
cnange of watch, before each success ive PIC ass umes responsibility for the Transfe r sys tem alignment: The pipin g system must be pro~r y
c r'go operation. . d to permit the sche d uled flow of oil or ha zardous material. Prior to
n up the piping sys te m, it is recomm end ed that all valves ~e ~~nuany
Ti tle 33 CFR Part 156.120 u 1 y checked to en sure they are initially closed. To mJI~tmlZe th
. V-e88""e I'lrU>iil'"ing8: Moorings shall be strong enough to hold th e vessel <h . . . r the PIC to line up t he.
II uma n error It 18 standard practice lor . divid I
e p eted conditions ofsurge, current, a nd weather. T~e moo~' for the scheduled transfer and th en have another m IV! ,~.
~ < I it i I 0 common prac .Ice
eo ufficient length to allow adjustment for chan ges 10 dre , I II Correctness. On automated vesse 8, 1 18 a 8. b.
ld u fig a cargo transfer (fig. 8-2). II: rsonnel on deck verify the opening and closing of valves. Wit

182
 • 1U:( ; l ll .ATIi INS
185

aRsive chan ge of t he cargo wa tch, the PIC abculd chi'ck the cur-
ach SllCC f aU cargo system va lves .
' tS tatUS 0
...J1
,. Tron st'l'.ero>'st eTrt, Il n ll Hed. c u.m p fJlIe n tH; Any pa• rt 0 Lth e trans rer
. , not n"..eded for the ope, ration I II to he .securely blanked 0 r sh u t oIT.
5.
piPIJ1 Cargo hOlles or loudrn/! arms, not In 'Ul'; The end of each cargo
6· loading arm not con n~cted for the tram:;fer ofoil or hazardous mate-
hOse 0T t be bla nked-ofT usmg proper closure devices such as butt rfl
nal ll1US fer-typ e re silient seated valv es, or blank flan ges. e y
v
alves, wa
Transfer sys tem, ,~ ed p iping:.. Th e cargo hose or loading a nn is to be
7. d to fixed piping on the vessel 88 well as at the facility .
CO~~~~'f'rboard. disch argf.'ls~a su ct io n vu /t'f.'s: Eac~ overboard dis.
e or sea s uctIOn valve that IS conn~ted to the veseel'e cargo piping or
ch~ stem mu s t be seale d Or lashed In t he dosed position,
tallg.t orgo h oses, con d ition : E ach ~argo hose use d in th e tran sfer must
be visually inspected for any unrep aired ~oose c~vers , kinks, bulges, soft
. te or any ot he r defect that would permit th e discharge of oil or hazard-
::~go through the ho se material. Further, there sh ould be no gouges,
ts or slashes that pene t ra te the fir st lay er of hose reinforcement. The re-
~o~ementlayer refer s to the strength members in the construction ofthe
hose---fabric, cord, Or metal.
Figure &.2. Vessel moorin gs mus t be adequa te and properly tended . 10.Ca rgo h oses, p ressu re rating and labeling: Each ca rgo hose or
loading arm must me et t he b ursting and working pressu re ra tings con-
tained in Titl e 33 CF R P art 154 .500, Each cargo hose must have the

Figure 8 -3. Cargo hoses mu st ha ve s ufficient len gth a nd be pr ope rly supporte d to
prevent undue st rain on th e couplings . i\I~ 8-4.A h
08e rack us ed at a terminal.
 186 CARGO TRANSFER OI' f>: RAT IONS .--- IIM . lJl .A lll l NS

'"'
followin g i nfo ~ a ti on (minimum ) marked on tht!jackeL th e nam e
product for which the hose may be us ed or th e word s "O IL S ERVICof each
hazardous mat eri al s, the hose mu st be marked with th e word "H E.~ For
SERVICE-SEE LIST," followed by a letter. number, or 8ym b: , t h AlMA!
spe nds to a lis t or chart with the necessary inform at ion in th atcOrtc .
transfer procedures manual. In addition to th e-iden t ity of t he prude vesllel',
may be transferred through th e hose, th e maximum a llowable uctst~at
pr ess ur e must be indi cated. See chapter4 for de ta ils conce m inge wor~ng
a nd loading a nn insp ecti ons a nd ratings. a rgo UliC
11. Cargo con nections: The cargo h ose a nd load ing arm Con .
must have suita ble gasket materi al to ensure aleak-Frae seal \\'h", eCbons
. . n stan_
da rd flanges are employed, a bolt must be Install ed at least in every th
hole and in no case should th ere be fewer than four bolts for tempora 0 er
nections. If the fla nges are nonsta nda rd or th e connection is penna;;' nc~n.
bolt must be used in every hole of th e flan ge. The deta ils concerning: ,a
tr ansfer connections can be found in Title 33 CFR Part 156.130. argo
12. Monitoring devices: These devices may be inst alled at a shore f .
cility to significantly limit the amount of a discharge of oil or hazardo a
materi al durin g a transfer. These devices, when required by local autho~~
ity, must be install ed proper ly and maintained in proper working order. Figure 8·5. All weather.deck drains must be plugged during a cargo transfer.
13. Discharge containment equipment: Each shor e facility is reo
quired to have ready access to sufficient containment material (i.e., a
boom) an d equipm ent to conta in any oil or hazardous materi al discharged
onto the water during transfer opera tions . 16. Communication syste mlla nguage fluency: Two-way voice com-
14. Discharge containment area: Thi s refer s to the fixed container munications must be pro vided between the persons-in-charge of the trans-
<trough) or enclosed deck a rea located under the vessel manifold (refer to fer operations. Th e communicatio ns equipme nt must be suitable for the
figure 8-3 ) int end ed to collect a ny sp illage du r ing connection and di sccn - area ofoperation, such as the use of intrinsically safe portable radios when
nection of cargo hoses or loading a rms. Th e containment a rea must havea transferring flamm able or combusti ble liquids. At least one person at th e
means of being drained periodi cally so as to pr ovide th e required capac- eitecfthe transfer operation mu st be capa ble af fluently speaking the lan-
ity . The required cap acity of the fixed contai nment (trough ) area is de- guageor languages s poken by the PIC on the vessel and the PIC at the fa-
pendent on the diameter of th e cargo hoses or loading arms connected to cility.
the manifold. The details concerning the capacity of the cont ainment area 17. ErMrgency shlltdown: Both the vessel and the shore facility must
for a vessel can be found in Titl e 33 CFR Part 155.310. As oft his writing, heve a means of stopping th e flow of oil or hazardous car goin the event.of
all oil tankers and offshore oil barges with a ca pacity of 250 barrels or anemergency during a tr an sfer opera tion. For vessels, the method may.m-
more must have peripheral coaminga (at hwartshi ps as well as fore- valve a pump control, qui ck-actin g power-actu ated valve. or an operatmg
and-aft) that completely enclose the cargo deck area, ca rgo hat ches, man- procedure. The emergency shutdown mu st be operable. from the cargo
ifolds, transfer connections, and other openings wher e cargo may over- deck, cargo control room or the usual operating stanon for the per-
flow or leak. The coamings must be at least four inche s high except in the 8On·in-charge of the cargotra nsfer on the vessel (fig. 8-6 ).
after corners on the port and sta rboard sides of the vessel, where they The facility must provide an emergency means to enable the PIC of the
must be at least eight inches high . ssel to stop the flow of oil or hazardous cargo during a tr~nsfe.r. Th:
15. Scupper. or draine: Means shall be provided to mechanically ethod ofshutting down may be electrical, pneumatic. me.cha~cal hnkag
close each weather-deck drain or scupper in the container or encloseddeck e shore facility, or through electronic voice commUnlCatlOr . hi th
area so that in the event of a tank overfill, ruptured hose, or pipeline leak, o~ oil transfers, the facility must stop the flow to the vesee WIt n e
the cargo is contained on deck (fig. 8-5). 11 Wing limits:
 <'
188
CARGO TRAN SFER OPE'"
1V>.T10NS ... H~:(; U I..ATl n N S
1B9

Sixty seconds for faci litie s th at com d

I , 1980 . mence ope ratio n on or b f 21 prelr a n s fe r co n ferem'e: The pcrson-in-char g f th
Th '
rrty second s for facili ties tha t co d
(. O f e Nov
elJl11ll
r ~reon_in-charge of the facility must hold a confer:n~ e vessel and
1980. mme nce ope ration afte r N the p. dividual u ndersta nds th e followin g: o to ensure that
oV{'rnh('r 1,
ellch 111
Identity of t he prod uct to be tran sferred
" thF~r ha za rd ous ma terial tra nsfers the flow to t he ve R!W! Qua nti ty to be transferred
W1 In t hese limi ts : mu st Slo p ,Sequence of t he tra nsfer operation
Tran sfer ra te
Si~ty seco nds for a facili ty th at com me nce d 0 Ta ' .....e
I~ or ti tle a nd loca t.
ion of ea '
ch person " lh e transfe r
participating In
d pe h~n before OClobl-r 4, l l>nh
.
Thirty seconds fo r a faci lity tha t com ma Details ofthe t ransfemng and receiving Byste ms
1990. nee ope ration on or ane r 0 eto!)(>r
" '7IJ
4,
Critica l stages in t he t ransfer operation
Feder al , state. a nd loca l rules that apply to the t ransfer of oil or hau.rdous
18.
" Ph er eon-in-cbare I i e , a t site •s Th eTe must be des! " .."go
son-in-c arge on the vess el a nd a t the shore facilit a eSlgnaled per. Emergen cy procedures
to be a t th e s ite of the transfer opera tion and ' y. ned!PICs a re required Discharge containment procedu re s
transfer personnel. rmme late ly available to Discharge re porting proced ure s
19. !7ansfer p rocedu re s manual: Ea ch ve sse l cond . Wa tch Dr sh ift a rrangem en ts
fer of oil or h az ardou s ca rgo mus t have a t ransfer r uctm g the tr ans. Transfer shu tdown procedures
cargo transfe r must be conducted in a ccordance ~t:t~dure~dm~nua~. The
transfer procedures manual. e gut elines In the In addition. proper radio communications must be established.

a tion a s outlined in
20. S u ffic ie n t p ersonnel: Th e personnel re uir d
th e transfer procedures m~ua~ m~~~~:~~ ~~~;:r.
22. Ag reem ent to begi n transfer: No ca rgo transfer is to commence
unless th e person-In-cha rge of the vessel and the person-in-charge of the
facility agree .
23. Lighting: Vessels conducting transfer opera tions between sunset
and sunrise must h ave deck lighting that adequately illuminates the
transfer oper ations work area an d each transfer connection point in use 0 0
the vessel.
Title 46 CFR Part 35.35-20
1. Warning signals di splayed : Tank vessels tra nsferring carg o at a
dock must displ ay a red flag (bravo) by day and a red electric lantern at
night wher e vis ib le from all sides (a ll-round light ). When transfe rring
cargo at.anchor, onl y the red fla g shall be displayed . A warni ng sign shall
be posted a t th e gangway or point of access to the vessel with the following
wording ba sed on the type of cargo being tran sferred:
FOR HAZARDOUSMATERIALS
FOR OIL CARGOES
wARNING
WARNING
Dongerou. Corgo
No visitors No visitors
No emoking No smoking
No open lights No open lights

Fi...~.Jl.lia..,ner",,"O¥,IJl»tdown control for the vessel's cargo pumps.

 190 CARGO TRANSFER OPERA TIO NS HE1;UI..\TIIJN S

·,,· ty or plat fonn. Prior to IfJading. t.he person-in-char ge shall

cfacl detcrrni hh
/l!h or an l'ns pection to etc rm me w l·t cr smokinl( may he permitted
. areas 0 th er t h
191
--
,

co"dud onable s afety 10 an i

t re weather deck of the vessel.
",-ilh -ees rea di ncu : T he sho re te r minal or other tank vessel concerned
7. ';; .t8
ShO readiness to tran8fer cargo .
tJ\~~ ~~~ol'a~vCB: All sea va lves con nected to the ca rgo piping ayete m must
lolled.rl ga s syste m: T h e Inc
be C
. rt
gas syste m mu st he operated as neces-
e
9. ln al'ntain an inert atmosphere in the ca rgotanks as required by reg-
""tol11 . d . th . ..
SS-'. n Vessel s reqUIre to operate In I' mert condillon must verify that
tlO
u1l1 h cargo tanks h a ve an oxygen content ofB percent or less by volume
1111 SUC 'l ive pr essure (see Title 46 e FR Part 32.53-5).
d a poSl . \' ~ .
'" V0 por control operation: 'vlien conducting a closed loading oper-
10. di rect! h
. which in volves Irect m g. t e cargo vapors to the shore facility from
allon l'a tanks , the pe rson-i n-charge shall complete the required addi-
thevesse
. I tries to t he d ecIa ratron . 0f imepecuo . n sh own in ch apter 5.
tlon~ e~eclaration of I ns pect ion (DOn is a checklist that contains th e
that mu st be ins pected by th e PI C. This form (fig. 8-8) must he signed
~;~~e PIC pri or to taking charge of th e cargo tra nsfer on a ta nk vessel.
Figure 8-7. Warning sign posted at the access point to th e benzene-regulated arta Co m pany Re commendation s
on th e vessel. .J' tion to the aforement ioned regu latory requirements ,companies fre-
lna dUJ tl includ e the Ioll owin •
g sa few
ety iIte ms to t h e pret ranefer ch eckliIst :
If th e vessel is transferring a benz ene regula ted cargo, a warning sign que~ J argo information : The PI C shou ld be provided with the most cur -
must be posted a t each access to th e regulated area (fig. 8.7). t 'mate ria l sa fety data sheets (MSDS) available , or t heir equivalent, for
2. Repair work authorization: No rep air work in way of the cargo thecargoes t hat a re about to be t rans ferred.. During th e.cargo transfer, this
s paces may be carried out wit hout permission . information sh ou ld be disp lay ed in a cons picuous location on the vessel for
3. Cargo con necti ons: (See number 11 a bove or refe r to Title 33 CFR easy refer ence by pe rsonnel (fig. a-g). .
Part 156.130 for details of ca rgo connecti ons.) Ca rgo connections must be 2. Fire-fighting ge ar: All fixed fire-fighting gear should be laid out
mad e to th e vessel's piping sys te m and not t hrough a n open end of hose led andready for immed iate u s e in the eventof a n eme rgency tfig. B.I0~. ~essel
through a hatch . Whe n the ca rgo connections a re s upported by the vessel's personnel shoul d lea d out fir e h os es in t he ca rgo tank ~rea ~nd pceitton th e
ta ckle, the per son -in-ch arge s hall dete rmin e t he weight in volved and en- foam monitors in t h e ready posi ti on . Portable fire exti nguis hers should be
s ure that ade quate su pport is ut ili zed . Portable drip pa n s s ha ll be placed placed in th e vici nity of the cargo manifold . . ...
under all cargo hose connecti on s wh er e no fixed containmen t is employed. 3. Emergency towing wires (a lso referred to as ' fire WIres ): Towmg
All cargo valv es s hall be se t for t he sc he du led t ra nsfer and veri fied by the .
Wiresshould . hth eeye h a n";
be n.gged for e a nd aft , WIt eo
ngJ·ustabovethewa-
per son-in-chargs .
tar's edge on the offshore side of th e vessel. f bo di
4. Fires or open flamell: When loading grades A, B , or C ca rgoes, t here 4. Bonding cablelinsrdating flange: Although the use 0 a ~tng
shall be no fir es or open n ames present on deck or in a ny compa rt ment
cebIe between the vess el a nd sh ore fecili d ~ une.
aCI i ty .IS diiacou raged by the man
which is located on, facing , or open a nd adjacent to th at pa rt of t he deck on ·d I'. 0 '[ Tankers an J erml -
which cargo connections have been made. mmunity (see Internati onal Safety GIII e for I h I B ndin g
. b ding of t e veaaer. 0
5. Boilerandgalley fire safety: An in specti on shall be mad e to deter- , Iocal rules may sti ll mandate pr oper on lectri I rc daring
. emethod of'reducing . the p OSSlible occure nce ofaneee d. ncaa ith the
mine that boiler and galley fires can be maintained with reason ab le safety. . . . f h or loa 109 a rms WI
6. Safe smoking areas,' Smoking is prohibited on the wea the r deck~of nnection and di sconnecti on 0 ca rgo oaee fl ble cargo Va-
tank vessels when they a re not gas fre e or wh en they a re sit uated alo ngsid e l. A potential fir e risk is possible ehou ld th ere be . a~ma during thi s
resent in the immediate vicin ity of the open pipe mes
 GO INFORMATION CARD
CA A
~::~ N.""
...,.......---- --F~- ---_
,. ""
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''''''''
and
Description
MTBE (METHYL TERTIARY BUTYL ETHER)
FLAMMABLE LIQUID NOS
• I CORROSIVE MATERIAL

-.
ARGO TRANSFER· Use authorized personnel cnt
C

-
y, properly protected.

HAZARDS
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Extremely flammable. Igntted by heat S k

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'1- -,,_ OSURE Br eath in g vapor In confined erees may cause ]
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P1 _ EXP L asphy xiati on ,
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IN C A S E OF ACCIDENT
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22_. . _ .. C-. ·..· _ -.. _ _ I (1" ' 11I1_ 1)
For uslstanc:e, phone CHEMTREC

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1_ '··..",., IF THIS HAPPENS DDTHIS

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u _ _ toll free, day or nIght

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800-424-9300
MARINE RADIOTELEPHONES

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CALL 202-483-76U5

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.LIo<h.-.._ _
. ..... . - . _ ._ _ 1_ _ _
' 11I1
ShLJl off all Ignition sources. Keep people away. Keep
upwind. ShLJl off leak il without risk. Wearself-COnlained
II .,., , .. _1
breath ing apparatus . Usa water spray 10"kn0d<. down"
__
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" vapo r. A ush area with water spray. Aun-otllo waterway
creates fire hazard(f1oals on water); notifyfire, hea~h and

_.
pollution control agencies.

-
On smaH fire use dry chemicalcrcartcn dioxide. Onlarge
fire use water spray or appropriale teem. Cool exposed
• tan ks w ith water.

- Remove to Iresh air. II nol brealhing, apply artifK:i al reset-

ration, Ollygen. II breathing is difficu~ , administerollygen.
Call physician .

eclaration ofInspection . A form similar to thi s one must be signed by 8 9 C d' ronspicuous l ocation on
- . argo information card i s usually peste In B
lAking charge of the deck . Courtesy ARCO.
 Figure B.I0. Fire-fighting gea r is readied prior to a cargo transfe r .
Figure 8-11. Spool-type insulatin g flange is a one-piecedouble-sided flange rna-
chined from cast nylon . Courtesy Apollo International Corp.
opera tion. The purpose of th e bonding cable is to provide an electrical path
to eart h, thereby preventing the creation of an ignition source locally at the
cargo manifold. Where bonding is still required by th e shore facility, the
person-in-charge shou ld ensure that it is the first item connected to the
vessel upon docking a nd the last item removed from the vessel afte r com-
pleti on of the cargo tra nsfer , disconnection of the ca rgo hoses or a rms , and
cleanup of any spillage . According to the International Safety Guide for Oil
Tankers and Termi nals, a more effective method of preventing such an oc-
currence is the use of an insul at ing flan ge in th e connections between the
vessel and shore facility. The insulating flan ge is typically installed on the
shore end of the hose st ri ng or loading a rm. It is a perma nent fittin g th at
employs a special gas ket mat eri al , bolt sleeves, an d washer s to eliminate
any metal-to-metal conta ct ac ross th e flan ge faces. Th e use of an insulating
flange minimize s the chance of a n a ppreciable elect rica l cha rge occurring
when connecting and disconnecting the cargo hoses or loading a rms (lig
8-111.
5. No unauthorized craft alongside: No vesse l may come alongside
or remain alongside the cargo area of a tank vessel during loading or dis-
charging of grade A, B, or C cargoes unless granted permission by th e per-
son-in-charge.
6. Flame screens: All cargo tank openings mu st have prop er flame
screen protection (fig. 8-12). The PIC should check that all flam e screens
are in good condition (no holes or fouling) .
..
U11 age opemng . posttion on a tank.
WIth flame scree n In
 19 6 ()P t~ltAT I ONS
CARGO T RAN SFER OPfo.:RATION S 197

7. Safely m atch es: Th e U Be of ligh t er s or mat ches ot h h

ma tch es is forbidden a boa rd tank vesse ls at a ny t im e. er- 1 nn safely
B.D oors andports: Duri ng a ca rgo transfe r or a ny ope rau .
possi ble accu m ula t ion of'cargo va pors, a ll d OOTS and ports to ~~~ ~VolVing
a reas of t he vessel (h ous e) mu st be s ecu red. oncargO
. 9. Pum p roo m ve n t ila t io n a n d bilg e a larm; On veSsels ui
Wlth ca rgo pumproom s , th e PIC shall en su re t hat power ve nt,' ) t~ I.PPed
'
era t mg h ..
\V ene ver It 18 necessary for personn el to e nter th
8 10 n 18
op,
btl I e s pace Th
~umproom I ge a a rm mu st be tes ted pri or to ca rgo transfer , and th e' . e
10 the pumproom should be s t ri pp ed dry . bilge
10. Cofferdam. a nd ooids: All voids a dja cen t to th e ca rgo ta k h
be checked to ens ure they a re empty. n 88 all
J 1. Segrega /e d -ba lla s/ sys/e m: When vessels arrive in th b
lasted condition, per sonn el should veri fy to t he best of th eir a biltre hal.
th e ball ast water is "clean" prio' r to di scharge in to th e harbor ' S~rmu
y rltao
at
neous ca rg~ an d b a IIa ~t ope ra tio ns should .o? ly be conducte d after care.
ful calcula tio n ofbendmg, sh ear, and ata biltty condit ions (free eurfae
of the vessel. el
12. Portable electric eq uip me n t: Portable electric items must be dis-
connecte d from th eir power source.
13. Con /ai.n me n / boom: The riggi ng of a containment boom around Figure 8-13. Spill-rontainment booms are oftenriggedaround the vessel during a
th e ~essel dunng cargo transfer operations may be requ ire d by local au. tItI0 transfer.
thortty or some shore facilities (fig. 8-13). In th e event of a discharge of
cargo Into th e water , th e containment boom limits the movement of the teralongside the vessel to det ermine any allowance that should be applied
spill with th e pre vailing winds or curre nts. The proper use ofconta inment ifl10ating in fresh or br ackish water. Performing this check will avoid the
booms not only protects adjoin ing shorelines and se nsitive ecological areas possibility of overloadi ng or loading the vessel short.
but aids the res ponse and cleanup effort,
14. Spill response eq u ip men t: Emer gency spill response equipment
on t he vessel sha ll be readi ly accessible. The spill response locker typically OPERATIONS
includ es such ite ms as portable (Wilden) pumps, absorbent pads, scoops,
buckets , rags, squeegees, mops, boots, gloves, aprons, and goggles. After all pret ran sfer and safe ty checks have been completed, the cargo o~­
15. Draft or freeboard restrictions: The P IC should confer with the eration can begin . When the PICs ofthe facility and the vessel report then
facility concerni ng the ava ila ble depth of wate r alongside th e dock and any readiness to commence the cargo tran sfer, th e manifold valves are op~n~d.
freeboard restrictions th at may be imposed prior to th e car go tr ansfer, If The start of liquid flow is a critical point in the cargo operation, req~m ng
th e depth of water at the dock is in qu esti on, it is advisable to take the personal supervision of the PIC. It is standard industry practice to
soundings around th e vessel at th e proper stage of th e tide, An accurate de- start the cargo tran sfer at a reduced rate with personnel sta ndingby at the
termination ofthe depth alongs ide th e dock is necessary to avoid the possi· manifold on deck to check the connections, hoses, arms, and piping for
bility of the vessel touching bottom during th e final stages of loading. leaks. Personnel should make a round of th e deck, visually checking t~e
While discharging, the change in freeboard, coupled with th e ran ge of the Water alongside the ves sel and the ta nk ullages to confirm th at cargo IS
tide ~ could result in undue st rain being placed on the connections or me- fuI.Wing in th e correct dir ection. On vessels equipped with a pumproom,
l:\uica1 loading arms, The PIC should take corrective act ion to prevent Uil l space should be checked frequ ently for any leaks. The vessel cargo
sucll a~ occurrence. Ii s must bechecked for prop er venting or inert gas delivery, as th e oper-
6, Freshwater allowance (FWA): When a vesse l is being loaded to a I n warrants. At the st art of th e cargo transfer , the PIC should keep a
its appficable limiting load line, the PIC should check th e density ofth e wa · watch on pump, manifold, and deck pressur e readings .
 198 CARGO TRAN SFER OPERATION S (1\'~;ltA'I'I () N S
199
.....
When t he P IC is sa t is fied th at th e ca rg o tr an 8 ~ . e the heati ng coils prillr to reachinKthe t .
l8
s moot hly. t he loading or d ischarging ra t e can be inl'r" a"d prOCeeding ~otl1d eceu.rd rh eati ng the cargo. II rippingstaKe in the
. . . . . . se loth. i l' av OI ove
maximum . AEI t he ca rgo trans fe r proceed s it is r£~co m m d d u agreed " ", [0 " accu m u la t or: When loading a carKo that i id
. ' e n e tht 3 Sta lC . I' d i h aconst ered a poor
pers on nel mak e continuous ro und s of the de ck check! I ~ vcssel . the preca ut ions out me In t e In terna!iana l S [et: G 'd
condllcLOkr,s and T er m in a ls m uat be followed. Any cargo a e Y "'f e for
. , ... fi g SUI' 1 I t
ca rgo a nd ball a st ta nk level s, mamfold connections h ~I em!! 8 s
, , ose""arrns' va1Ve hle o accu-
a Iignmen t, pumproom , mooring lin es gangway vessel tr m 0'"I Ton " eran apprecla. hi e e I ect rOBt aa uIC Ch a rge durinc a 10'eapa
d"' "
id I . "
tI a current, and secu nty. Some ve ssels maintain a slat
. • 8 1C, we th
bo a er, _latlog ectal handI mg.
[I1ll1
" Th < II .
e 10 owing precautions ..
apply h
ng operat
i d"
ion
playing t he curren t ca rgo a nd ballast tanks involved in t h tn ard dis.
uires ape ' . w en oa mg a
req mulating ca rgo mto a nonmerted ta nk'
.h ~tatic-accu .
any stop gauges or fina l u lla ge s noted on board Th e PI C she rsldnsrer wit
. '" a u ca lcu)
t h e cargo tran8f~r ra te ho~r~y ( to en~u.re compliance with the 8 ate 11litial load ing rote : The tanks should be initiallyloaded st a reduced rate
value) to det ermine th e anticipated sa iling tim e In a dd,", "
. . 10n, t e p h greed to minimizeturbulence and splashmg 8S the cargofirst enters the tank.
;...
s'peed a nd manifold press ures should be recorded by th e PIC. The esump The cargotransfer procedures manual on the vessel specifiesthe correct
hsh ed cargo t ran sfer pla n must be followed and a ny last- " t h tab" initial loading rate.
or d e re or devi ati
evratrcns from th e pla n should be' recalculat ed mm
t u eidc ang. CUJhion the ta nk: The reduced loading rate should be maintained until
" " I' 0 aVOI exces
arve tnm, 18t, st ress, or stability problems . A number of oper au h " B. the bottom of the cargo tank is covered to a specified heightwithcargo.
I th of ' .
a so req uire t e attention 0 th e PIC at ce rtain pomts in a cargo one
ir e ion t t ~at C. Maximum loading rote: The cargotransfer procedures manual oft he ves-
inclu de the following : rans er sel should be consulted for the maximum allowable loading rate when
1. Sampling: Tank vessels a re su bject to sampling a nd lab ans] " handling a static-accumulating cargo.
" "" h ~ I S"
va~ o us POints In t e tran sport ofa cargo. For example, a vessel may be reo D. Relamtion period: After the tank is topped off, a minimum relaxation pe-
~wred to perform ~ot~m sa mpling at th e beginning of the loading Opera. riod oft hirty minutes is required before any equipment is introduced into
ticn . Bottom sa mphng ISperformed for quality assurance and to ensure the the tank. After the thirty-minute period, any equipment introduced into
vesse l was pro.per~y prepared to receive th e ca rgo being loaded. The PIC the tank must be properly bondedto the hull.
~hould determine ifbottom sa mpling is requi red for a ny ofthe cargoes duro
ing th e pr et.ran sfer conference. The tanks that mu st be bott om sam pled reo 4.Segregation: On multigrad e carriers, proper segregation must be
cerve 8 partial load to 8 specified level, a nd then the operation is shut down. maintained between dissimila r ca rgoes. There are numerous methods of
The loading opera tion ca n only resume after th e PI C receives clearance segregating cargoes; some comm on a pproaches include the use of dou-
from th e laboratory. Lin e sa mples a re usually ta ke n ofTthe facility pipeline ble-block valves, specta cle blanks, a nd removable spool pieces.
through which th e vessel is being load ed . Th e PI C of the vessel may reo 5. Shutdown: Th er e a re many reasons for the PIC to terminate a cargo
quest a line sample be tak en from th e dock manifold, which is then labeled transfer. Some a re ma nd a te d by regulation while others are based on
and sealed by a witness. Th e lin e sa mple is usually retained on the vessel sound tank er pr a ctic e a nd common sense. Typical reasons to shut down
for the duration of th e voyage should any discrepan cies ari se concerning the cargo transfer in clude the following:
the quality of the cargo. The ca rgo tanks undergo a final sa mpling toward
the end of the loading operation, a nd a lab analysis of th e cargo is provided Oil or hazardous materi al from any source discharged in the transfer opera-
to the vessel prior to leaving the berth. tionworkarea, into the water, or upon the adjoining shoreline in the
2. Heating coils: When handling cargoes that require th e application transfer area
of heat, the PIC should be familiar with the operation of the heating coil Severe electrical storms or other extreme weather conditions in the vicinity
system on the vessel and the permissible temperature range of the cargo. ofthe vessel
Prior to loading a heated cargo, the heating coils in the tanks should be Fire onor in the vicinity of the vessel or on the wharf
checked and any leaks or defective coils repaired. During th e loading oper- l)rgO tank overfill alarm activated
ation, the temperature of the cargo arriving on the vessel from th e shore Ia- Purnproom bilge alarm sounding
cility should be determined. If necessary, heat should be appli ed to the
a 110 Pumpoverheating . '
cargo tanks to attain the desired temperature. Vessel personnel should benical failure in the cargo system [i.e., 1088 ofhydrauhc system. moper-
~nitor the ~argo temperatures during the loaded pa~sage a~d make th~ Ol," ve valva! . gaugmg
ve, inoperative . system, mope
. retive high-level alarm,
necessary adjustments to the heating system. When diechargtng. the PI
Verfill alarm system, etc.l
 200 CARGO TRANSFE R OP ERAT IO NS
F INI SII ING CA It(;(1 LOAl) lNn •
20 \
tank: l f'n problem a rises whil e topp '
Veslle l traffi c pa ssing a t un sa fe s pee d 6.8 ocIl IUP ) use a b ack u p ta nk into whic h th e " lng-off(for example, a
Exce ss ive m oti on of t he vessel (a u rgi ngld ri n ingl vs v e), Wh h ..arRocanbed·
att\l1l ed , hinK tank s: en t e tank in queetlon reach n ected.
Mooring lin es part in I!'
j 6. SIVJI~ ext ta nk to be loaded should be Opened beforeea t~e prescribed
EXC1'8Sive cargo p ump disch arge pressure
~lllge, the d-off tank . The ope rator should never Shu~oslDg the v.alve
all ~e ~:::hore pumps as ~he re !lultant surge pr eaaur a co~~;n entlrel~
In oper a tive int"rt gall sys te m
Extrem e deck pressure cond it ion (hig M ow)
ag&1n5t to compon en ts In the ca rgo transfer eyete caUSe sen-
P IC expe rie ncing fa ti gu e or 10 8 8 of orie ntatio n with respect to th e tra nsfer
ouS
d8Jl1 sge I D - h m.
Ilest (or h e p : unng t e topping-o fT operation the PI
ope rati on
1. Rt':ditional help if necessa ry .l f no one is available and too C should
Th e pe rson-In-ch arge of a ca r go t r a nsfe r s ho uld not hesi ta te to h ~ (or a topped off at the same time, the PIC may eel......· I ffian y tank,
_.A 10 be be- I d d - h .,.."IVeys h utdown
down the ope ra t ion if a problem a rises or if in doubt -alwa ys reme~~t ..... d- -dual gr ad es m g oa e , Wlt t he exception of th
in 1\'1 • II h d '
ili
e S81 mg cargo-
. h u t down! r \,he __;l;ng cargo IS gen er a Y t e gra e that WIll finish last th b d
""e~'
." .
the sail ing ttme ofth e vesserI. It -rs t hereforervwsibleto' heretdY eter-
_;"mg . d 1 ffecti . , r~~ S U own the
1JL"--.~ .m"oPs Without a verse y a ect ing tha sailing time of the I d
TOPPING ·OFF OPERATIO N other>.;<U&~ - d h vesse,an
..me loading each gra e as t e tanks are topped ofT. Another probl
An oth er cri t ica l point in the loading of a tank ve ss el is the to pping_ofT of
torts ....•
thaIfrequently arises w:n
duri g h .
t e toppmg:o fTopera tion i~ the,condition ofthe
ring lines, lfthe P IC I S co"!"ro nted wit h slack moonng lines due to free-
em
cargo tanks. Topping-offi s that stage of t he loading operation when a cargo
tank is filled to th e maximum permissible level consistent with safe ~ change duri ng the toppmg~fT ope ration , ~dditi~nal help should be
operation and regulatory requirements . A nu mb er of fa ctors a re ta ken into e81ledto gofore and aft to ten~ t h e line s ,. If no one IS available, it may be nee-
account when determini ng the topping-ofTpoint in a tank, in cluding pcten. "",<31)' to shut down the loading operaucn to take up the mooring linea.
ti al expa ns ion ofthe liq uid ca rgo du e to temperature variation s, ability of a.S hu td ow n : If t h ere 18 any dou bt abo ut t he topping off operation, the
th e facility to s hut down , expe rie nce of vessel personnel, and th e qu anti ty PIC should sh ut down.
of cargo to be loade d. As th e liquid level in a cargo tan k a pproach es th e top-
ping-ofTpoint, a number of precau t ions a re routinely observ ed , including
th e following: FINISHING CARGO LOADING
1. Control the loading rates: If necessa ry , the loading rate to the
tank being topped-off ca n be reduced by ope ning t h e n ext tankts ) in the When approac hing the end of t h e loa ding operation or the completion of
loading sequen ce. Thi s is one way to con trol t he rate at which t he tank fills ooeoft he grades, the PIC of t he ve sse l is dependent on a shore shutdown.
and to ensure th at proper flow is established to th e next tank. Anoth er ap- At this point, the PIC h a s few options in t he event ofa problem, given the
proach is to have the sh ore facility reduce the ca rgo loa ding rate. ebsenceof'a backup ta nk . Wi th t his in min d, th e PI C should give the shore
2. Stagger the tank,: To prevent too many ca rgo tanks appro aching facility sufficient a d van ce notice (standby ) oft he shut down and communi -
the topping-off point simultaneou sly, it is considered so u nd practi ce, when ate the following :
possible, to stagger the cargo levels in the tanks.
3. Valve function: Any valves involved in the t opping-off operation A. Vessel identification: Clea rly identify the vessel, particularly at facilities
should be checked to ensure they are functional prior to re aching the final that handle the loading of more th an one vessel simultaneously.
ullage in the tank, Both manual and automated valves s hould be operated B Cargo identification: Clearly specify which cargo is beingcompleted.
and verified visually by vessel personnel. Cargoloading rate : Reduce th e cargo loading rate if necessary: .
4. Tank level.: On vessels equipped with a closed gauging sys tem , itis Cargotank status: Advise the facility PIC if the loadingoperatIOn IS end-
standard practice to check the liquid level using a second (independent) ing in a slack or topped-off tank on th e veeeel.
ga"lfgirtg method. Manually operated sonic tapes are commonly used to Dock manifold standby: When possible, have the facilityPIC stand bythe
pare.readings with the closed gauging figures. Vessels typically ca""'! a dockmanifold valve in the event of any problems stoppingthe nowto the
u e~ of theae handheld tapes that are inserted through a standpIpe
eeeel
ui vapor valve arrangement on each tank for the purpose of . ., the PIC should
utdown: Once the order to shut down the cargo 18 gIVen,
adings.
rify that flow to the cargo tank ha s ceased.
 202 CARGO TRANSFER OP fo:RATI ON S OFFSIIO HE MOfJHI N(; S
203
G. M a n ifolcJ./Ju lVt' p oeuion: Se cure the vessel mani fold \.'lIlvcrl) ~ Iring bUllkers: When it ill nut pOllllihle to sh ift ca rgo, the trim ofthe veil-
ca rgo(s) in question. Or I h~ S. Shl be adju llte d by llh , n ing bunkers .
~elcan . be di ted h k
Ballasting: The t nm can. 8 JU.II-.e y ta ing on bedlaet into the eegre-
When possible, it is advisable to end the loadi ng operntion . 4. te d ballast system provided thlBdoc s not re sult in overload ing or eX~B-
tank . which is pa rt icula rly hel pful when trimmi ng the veSse l to,n a slack lIiveIIl(CSll
g. . es on t he hull.
draft. When the loadin g operation is complete , all manifold val a certaifl
be secured . The cargo hos es or loa d mg • shauld
VCRd'
arms a re th e n dr ai ned Comminglin g
nected , a nd blanked. Th e hoses are typically drained by either ~ 1,lI(:o n .
. ning of the loading: opera tion some vessels are required to per-
At the ~gl';ung operation. This involves loading a specified quantity ofone
vacu u m pump, or th ey are blown clea r with air or nitrogen The ca 8VJtY or
ifold valves on t he vessel may need to be open depending o~ t he me~~~rnan.
foJ1Il 8.b ~neach cargo tank , th en sto pping the operation. The partial load in
played to drain t he hos es or a rms. Once the hoses or loading ann. a I. ..· eln
. should be blanked and th e entire cargo rees ear grlId tank is then blended with th e next grade in the loading se-
of th e vessel. t he ma nifold each carg~eet th e customer's specifications.
secured for sea. At th is point , the deck pressure ofinerted vessels Sho~~~~ quenre to
checked an d the ine rt gas system started if it is necessary to top u the
pressure. p
OFFSHORE MOORINGS
Lin e Displ a ceme n t
DUring the final stages ofloading, th e fa cility may want to change produeu tank vessels have increased in size, the number of ports that can safely
in anticipation of th e next opera t ion. Thi s in volves displacing the contents As odate th ese vessels ha s declined. This has led to the development
o~the shore pipelines with t~e next cargo to be handled . The shore facility a~mr:ater terminal s located some distance offshore. The use of offshore
will calculate the total qu antity necessary to perform the line displacement o ~Pg bu oy. platforms , and lightering zones has reduced th e need for
moonn , . . bl
and a dvise th e PIC of the vessel. The PI C mu st the n calculate the proper larger tank vessel s to negoti a te busy har bors an d restricted navtg a e wa-
stop gauge in the last tank to be loaded on th e vesse l to accommodate the terways
line disp lacement from the dock. Some facilities use ano t her approach to
clear the previous product. A ball or cylindrical de vice (cal led a "pig")is in. Single-Point a n d Multipoint Moorings
serted into the pipeline and forced through the line. Withsingle-point or multipoint moorin gs, a ~ankship ca~ tie up to one.or
more buoys in deep water well offshore. Figure 8-14 .ill u st ra~ s a em-
Final Draft and Trim gle-point moorin g and s pecia l hose assembly through which cargo IS load.ed
When th e vessel is load ed to its a llowab le loa d line , vessel personnel must ordischarged. The hose is attached to a submerged pipe1i~e that ca~es
ens ure tha t the ca rgo calc ulations are correct, and th ey must visually the cargo along the seabed to or from the onshore terminal".At a s~~
chec k the dr a fts duri ng the fina l stages of t he loa ding operation. At this gle-point mooring the vessel makes fast to a buoy at the bow. This ~~
point th e draft a nd trim a re close ly monitored, a nd any a llowance for fresh the vessel to pivot freely around the moori ng buoy with changes In wind
or bra ckish wate r at th e dock should be a pplied . To dete rm ine the specific and current. A floating hose is hoisted aboa rd the ve~sel and ~ade fast to
gravity ofthe wa ter a longs ide t he vesse l, a water sa mple is taken and mea- the manifold. On e exa mple of a successful single-pomt ~oonng m:an ge-
s ured using a hydrometer. Referen ce to the vesse l ta bles will reveal the mentis the Louisiana Offshore Oil Port (LOOP), located eightee n miles off-
permissible allowa nce when floatin g in other than sa lt water. The final
ehere in the Gulf of Mexico (fig. 8-15). . tel f
trim is al so an important consideration for some vesse ls. The PIC has a
Good communi cations , training, a nd pri or planning are esse ntt. .or
number of options to adj us t th e trim ofthe vessel including the following:
the Bafety of all involved in th e use of offshore moorings. I": multipoint
.
.Oonngs, .
the vessel is ca refully maneu vered 1010 pOS1.itiron, typically by let-
1. Trim tanks: Toward the end of the loading operation, the PICcan reach
t 0 ofeach anchor a nd backing to a position within a cluster.of five or
the desired drafta by selectively filling cargo tan ks located fore and aft of
the tipping center. OOring buo ys Th e mooring lines a re run to the buoys by hne bo~ts,
%ift iNl ('argo: After loadingoperati ons are complete, the correcttrim can Ii vessel is held securely in positi on by th e combination of moonng
be achleved by shifting cargo within the vessel. u; anchor chains . An example of a mu Itrpotn
· . t moon. ng arrangement
fOund at El Segundo, California.
 204 Il ISC II.Il, I{COl N( ; C)I' ~:ltAT\(IN
205
...
Mooli ng buoy M OOl1 ng bra Cket s

ni ~ ch a r Jte Procedur e
e of loa din g, t he re are many approaches to th d' h
Chain swtYel
~ ill t~ca~ischarge pl an tha t is developed should endeav~r ~&; a~ge ~r II.
\.e;:....el, I ne maintain a
Shall un iversal jot","", -:::J~f..-""-~
AUII:!sWIVel
8$$embly

B'G· dlame ter

riser sha h 10'"diameter ca rgo tra nsfer pipe

Special reinforced

.
Base U1'IIV8rsa' lOint base hose

Sea bonom (296 ") Base hose man ifold

Figure 8-14. Diagram of a si ngle-point moori ng used in th e Sou th China &>&

Pl atforms
Another approach at some facilitie s is the use of ofTshore plat forms. Figure
8-16 illustrates such 8 platform located in deep water offshore.

Lightering Zones
Lightering zones represent another option when dealing with larger ves-
se ls s uc h 8S t hose frequently fou nd in the a rea ofTGalveston,Texas. Figure
1-18 in cha pte r 1 shows a typicallightering operation performed at sea.In
thi s instance, th e VLee is discha rging part of her cargo into a smaller
Iightering vesse l for delivery to th e tank fa rm or refinery ashore.

DISCHARGING OPERATION
Upon completion. of the pretran sfer procedures menttone . d ea rI'rer nndsf-
ter recheckin g the lin eup of th e vesse l, th e discharge operation can c~~·
mence. It is advisa ble to sta rt th e ca rgo pumps at a reduced speed, ellity. ~BUll! 8·15. The Loui sian a Offshore Oil Port (LOOP). CourU>sy LOOP LLC.
.
per sonnel check connections, tank ull ages, a n d proper fl ow ootheCacl1Y·
 206 .:u /

CA RGO pl.A N

MV pF.TROLA B
Wllrld Tran 1p"rt Co .

FOl.P S
~IANI':.sJA~IS)
(liDS

TE NIA
LJJ,\Dl:"iG RA O"ITRO L .)H'ao
VAPOR C .

TE 7 ro> 8PH(M4')
DISCIIARGOEE~IL
CRU
wAs H >",,0 0
TA J'';KS

SECREG" TED BAL LAST 2 s.ll<XI 88LS

FigtlJ't' 8-16. Tank barge moored at an offshore platform . Courtesy TOSCO River. D1Rn" BALLAST NIA bbb
head .
SLOPS IdA
reasonable dist ribution of weigh t over the length o.f~he vess el , thereb~ mini.
• '2F.O. r.! F,O. '2 F.O.

mizing stress on th ehulJ an d ens uri ng proper Sla bility (fig. 8- 17). Du ri ng -the
discharge of the vessel. th e PIC follows 8 number of soun d tanker pra ct ices:
1. Trim: The discharge of't he ca rgo tanks s ho u ld be arranged t o ge t th e d.i charge and ballast plan.
bow up at an early stage in the opera tion. Dischargin g the fonv 8,rd ~anks Figure 8-17. Cargo s . ed with submerged
increases the trim by the stem , which aids the drai nin g a nd stnppmg of
ossover: On vess~ls eqw~p when two or more
the cargo tanka. On the othe r hand , th e vessel s ho uld not be a llo wed to de-
velop an excessive trim, 8 S thi s can cont ri bute to fal se t a nk le vel a larms,
P 4. Cargo system ~
PIC should exercl~e C~UtI~ere
is a risk ofover-
umps in each t ank, t e. into th e sa me pipeline. theother.Theab-
unacceptable di charging 1 mowers p increases t he
snce problemshull
. stresses, engine room problems, and und er keel clear- cargo pumpsare IS . fr m onepump ove' r
flowing a tank ifthe deh veih °discha rge side of th~ pU: the shore
2.Pumproom.' Frequent in.pec'ion. ofthe pumproom sho uld be m.Bde aence of a chec k valve on th e tank from either anot ktheump tankorullages to
y the dis charge operation , checking for leaks . The PIC s h ou ld penod-
ov"heBti~g.
during pceaibility ofretum flo",": to into a common line, c.hec On vessels equipped
icsll check 'he CB'go pump 88Bls, beBrings, and CBsings for facility When discharging I . the corre ct directlOn valves are closed
When cargo pumps are operating properly, there s hould be minimal norse
or vibration. No one is permitted to enter the pumproom unless the ventila-
h
'nsu" 'th Bt CBrgOis fiowin: ::nk also verify that 'Bt : : are open, there is
with loading drops for cac discharge.Htbe drop v that is not curr ently
tioo evstem t. OpecS'ing and a .tendby ia P'80ent 0' the PIC is notifi ed,. Prior to the s tar t of the car gon I ing a full cargo t~nk tank high-level or
~hould be monitored. Any abnonnal fluctuation s or Bu dde n
3. Pump pressure: During the cargo discharge, the pump and mani- a distinct possibility of over nnnel ahculd never Ignoreas there may be a
being discharged. Vesse.l per8~:ring a cargo discharge ,
(h~
fold pres8Jltes
chsn,lle/l)m diSChs,ge Preseura WBn-Bnt B .hutdown of the operuticn . overfill alarms that activate and ballasting th e
'l'liedischs,ge pre aura of t he vessel CBn be expected to change gradually
as the-shore tank are filled or when shifting tanka. real problem.
5. Stability and
vessel, the PIC should fol ow
u:
. While dischargin. g cargo
Ci plan to avoid eta bTty
the prescribed tr an s er
I I

CARGOTRANSFER OPERAT IONS
208
and atrees problema(see figure 8· 18). Any last -minute changes to the car 0
plan shoul.d be recalculated to ensu re that no such problems ari se dUri~g
the operat ion. . .
6. E1JU'rgen~ «hutdou:n: All person.nel involved In the cargo dis.
charge must know the locenon and operatlOn of the emergency shutdown
controls for the cargo pumps. Personnel should be made a wa re of the cond",.
tiona or situat ions that warrant an emergency s h ut d own of the cargo
pumps.
7.1nerl geu .,«tem: On vess.elsthat are obligated to ma in ta in an inert
conditionin the cargo tan ks,the inert gas system mu st be opera ting durin
the discharge operation. Vessel peTSonn~1 must moni tor th e perfonnanc:
of the inert gas system th roughout the discharge to ens u re th at it is deliv.
eringthe required quantity (deck pressur e) and quality (oxygen content)of
gas to the protected tanks. (Refer to chapter 15 for a more detailed discus·
sion of inert gas systems).
8. Slop tank leeel: When stripping cargo to a designated slop ta nk on
the vessel, the operato r must guard agai nst overflow ofthe tank. On some
~essels it !s a commonpractice to consolidate the strippings from eac h tank
mto a designated slop ta nk. This expedites the operation a s th e conte nts of
the slop tank can then bedischarged ashore with the main cargo pump at
the end. For this reason, one or more of the afte r tanks near the pumproom
REView 209
ail serve as a slop tank. It is advi sable to initially pump the slop tank
usu Y level that can accommodate th e etrippinga from the other ta nks.
dOW;~: hould closely monitor th e slop tank level duri ng the discha rge op-
the . to ens ure that it does not overflow.
era9.tlon etri . th e p lP.e
Dropping a n d BlnppmR . I i,~el: At the completion of the
" harg e opera tion. th e contents ofthe pipelines and pumps on the vessel
di" ld be deliver ed to t h e raCI"I"I' y. Th e pipe
" \"mea are typically
" draine d and
shO u
the remaining cargo . nppe d to. th e.f actiliIty: \ n the case of crude-oil ves-
IS s~'
sels, a special s~al~-dl~I?eter h ne IS proVld~d .for this purpose. The
small-diamete r plp ehne I S m~tal1 ed from the etr ippingtdische rge) pump to
the outboard side of the ma nifold valve on deck. The J\.tARPOL line (as It is
frequently cal1ed) p ~rmits th e PI C ~ b~a88 the la rge discharge mains on
deck when perfomung t he fin al stnppmg of the cargo system. This final
stripping is critical to minimize contamina tion of any ballast water that
may be sub sequently introduced into the cargo system.
10. Mooring lin es: During th e discharge operation, personnel must
closely monitor the tension on the mooring lines, gangway. cargo hoses,
and arm s. Nece ssary adjustmen ts should be made during the transfe r to
avoid parting the mooring lines or connections.
11.H eating c oils: The heating coils should be secured when approach -
ingthe stripping stage in the discharge ofa cargo tank to avoid overheating
the rema ining cargo.
12. Line flush : When the sequence of discharge of ~~erent cargoes
may resul t in th e contamination of a high-grade product, It IS often n~s­
sary to perform a line flush . This is a fairly common practice wh.en ~ult~ple
grades are ca rried in a sing le cargo system on the vessel. In this ~ltu~tlOn,
there is a risk of contamination from the previous cargo that re~al~s 1D the
piping an d pumps of the vessel. Th e contents of th e ~essel pipelines are
carefully flush ed (clea red ) by pu mping a small quantity of the next cargo
into a slop line or in to S tank with lower grade product on the dock. To en-
sure th e piping is sufficiently flushed , the facili~y PIC usually checks for
the color change (dye d cargoes) at th e dock manifold- . di char
13. SHUTDOWN: If any question or problem anses during IS ge
operations, th e PIC should shu t down.
REVIEW
1. What document identifies the "person-in.charge" of the cargo transfer
on the vessel and fac~lity? . . of a cargo hose, list the possible
2. When conducting a VlsuallOspecliOn
causes for rejection oft~e hose. b di played when a tank vessel is
3. What warning signals/Signs must e IS
transferring cargo?
 CARGO TRANSFE R OPERAT IONS
210

4. List the information that should be exchanged bet wee n th p

iog 8 pretransfer confer ence. e ICsdur. C H AP T E R 9
5. What is the requirement concern ing la ngu age flue ncy wh
ing a cargo transfer on a ta nk vesse l in t he Un ited Stat ~nconduct.
6. What is the differen ce between a lin e sam ple a nd a botton
7. List some or the typical reasons for ta rrninating a cargo t ra sa mple?
tank vessel. nsfer on a
8. What is the· function
·f bo ofdi8 bonding
ble l cable? Descri be th e corrCCl seque
of connection I a n 109 C8 e 18 employed. nce
Chartering and Operations
9. What is the function of a n insul ating flan ge? Wh e re is t he i . SCOTT R. BERGE RON
flange typically installed? e Insulatmg
10. Describe
tank . the precaut ions commonly followed when to ppmg ' 0 If a ca rgo

11. Describe the proc~8S of finishin g cargo loading on a t ank vessel

~t
12. What are the typical methods of drainin g the cargo ho
arms the completionof a cargo transfer?
.
ses or loading ith th e exceptio n of the use of a pipeline, the most cost...efficient
13. ~a:~;;~r:~~:;r dropping and stripping th e pipelines at the end

14. When stripping the car go tanks to a desi ate d slo

W meth od of t ransporting bulk quan tities ofl iquids is ocean transpor-
tation.It is es timated that , worldwide. ta nkers carry approximately 2 bil-
liontons of oil annually . To put th e cost of tr ans portation into perspective,
eel, what precaution should be foil d?gn p tank on the ves-
approximatel y 2 to 3 cents per gallon of gasoline at the pump can beatt rib-
15. Whendisch . h owe .
tank be sec:.:~g a eeted cargo, when should th e heating coils in the uted to transport of th e oil by sea.
The United States is th e largest oil consumer in the world.To feed this
demand, the U.S. imports about 294 million gallons of oil per day or ap-
proximately 107 billion gall ons per year.
An operator or PIC of a tankship or barge should be familiar with the
commercial side of the tanker transportation indu stry . Decisions made
onboard the vessel by a PIC can have serious commercial implications af-
fecting such a reas as profitability, customer satisfaction, maintenance of
cargo qual ity, and environmental impact.
This chapter provi dea an overview ofthe interface between commercial
operations and onboard operations.The better both sides understand each
other, the more successful each operation will be.

VESSEL OWNERSHIP
Reference will be made in thi s chapter to the owner, 8h~po,,:,ncr, operator,
manager , and charterer. While many different orgaOlzatlOn~1 arr ange-
ments have been est abli shed to operate ships, we refer to a baSIC stru cture
in thi s chapte r. To eliminate any confus ion, the following vessel ewner ehip
end operating stru ct ure is ass umed.
Owner/shipowner : Th e veeeel'e registercd owner is not always .t~e
party that is responsible for running th e vessel- It is common that a shi p 1S

211
 2I2
CllARTt:RING AND OPERATIONS T HE C IIARTE lt PARTY
213 •
bv 8 single-purpose company for finan cia l, ac coun ti ng a nd I· . e In such a case, the charterer actually becomes a ship opera
'nu nllne . , -
O...ened ,/Whenusing the term owner or 8 h rpowner
" '
t h l a b I] l"l)' 1
d a manager .
reaeO . ~ .
"~ , we refer to n11l
h ibi li
. owner or the party who takes t e ree poner I ity to put the v
c tna n
. ftg. tof ~ Ily car go can be transported unde r a contract of affreight ment or
mg , eSliel lflto FlnCa mmonly,
, a au pp lite r or pro d ucer of a product will make a e OA
sem ce. .
Operator: The operato r is th e part y ",:h~ IS responsib.le for t he de . CoA.
·th an 0
°perator of vesse ls . The eOA will specify a tota l volume of cargo
. d f h .
day commercial operation ofa vessel. Thi s Includes findm g s pot a d Y to. W1 Tried through the peno 0 l e cont ract In certain size shipments.
age eherterera (or the vessel and coordinating the necessa ry voya voy. to be Cilmple of t hiI S ar rangemen t 1S i a chemi
ermce I company th at produces
. norma IIY re epon erible for
tails. The operato r IS nrovi d m
l o r provi t g b u n kersageto de. ,In e"a soda. The chemi cal company need e to ship caustic soda in regula,
(sus e · ' oca ttons
· In · t he wor Id. As th ese shipments are fairly
vessel. In th e case of 8 ship under tim e charter, the tim e charte.. the . I entsW vanoua
. rer nor.
mally becomes the opera tor of a vesse I. Wh en ope rating a ves sel , the 0 d'ctable, the chemi
Shl plll ermcacal compa ny cou ld coneIude a eOA with a ship op-
tor does SO "en behalf' cf " th e shipowner . pers _ ''',I
er&O.
r to provide transportation for 1 million tons of cargo per year . The
. be I
Manager: The manager is the party who is responsible for th e tech . CoAspecifies w~ere the ca rg~ IS to e oade~ and discharg ed and alsc es-
management and maintenanceof the vessel. Norm ally th e techn ical meal blishes the size of the shipments (for Instance, 1 million tons in
ager is the one who ~rdinates the crew~ p~rchases the spares, and ~:~: ~ ooo.ton shipments). A eOA normall y involves multipl e options and
diesthe day-to-day mamtenence and periodic drydocking of th e ahi I c1~uses for flexibility to suit the need s of both the charterer and the ship
t diti c, · company, t h e same organ ization is responsible
ra I lOna.I Brupowmng rp. nfora
operato r.
the operation and maintenance
. ofthe ship. However ' it is becc .
mlngmore There are numerous benefits with a eOA . First, the charterer has pur-
common that the shipowner, the operato r, and the technical mana g chasing power due to th e large size and number of shipments . Second,
th · ~ , . ki
ret! d meren parties wor ng togeth er to mak e a profit.
er ara
chartere rs can insulate themselves from the price fluctuations in the
Chllrtf'rrr:The charterer is the party who ha s taken the vessel on a vo _ transportation market. Final ly, the charterer can predict fixed costs for
age charter. Cargo owners and cargo traders a re common ly chartere/s transportation for better overall cost control when selling the cargo. The
Thecharterer IS Involved with a cargo th at must be df . vessel operator also benefits as the eOA provides a certai n amount of guar-
to h Th h move rom one place
o':;ao~re;f th: ~e:s':r party is the contract between th e charterer and the anteed cargo to be carried over the period ofthe contract.
Once the charter is negotiated, the te rms ofthe agreement are specified
in a cont rac t kn own as the charter party. In order to identify suitable ves-
sels and to subse que ntly facilitate negoti ations with the operato rs ofthese
TYPES OF CHARTER AGREEMENTS vessels, a chartere r norm ally uses a broker. The"fixture" of a charter party
There are four ways for a cha rte rer t is the conclu sion of th e negotiation.
The tirst is a voyage chart I hi 0 pur chase ocean transp ortation.
"rent" a vessel to carrv er. fn t IS case, th e cha rtere r will cha rter or
rt( J T . . ~ cargo rom the loadi ( THE CH ART E R PARTY
pc s . he second meth od is th h ng port a) to the dischar ge
time chart er, the vessel is wren~:~~ r. a period ~rtime c~a rter. Ouring a
mQnths or twoyears f or a specified period of ti me-s-six As the requirem en ts in volved with bulk liquid transport ation do not
-age 8tthe direction'o~~~: ahmpl,e. The vessel will perform multiple voy- change th e basic te rms a re made on a sta ndard contract fonn.(charte r
di llrt.,e th c ar erer during ti h part y), Th ere a re several versi ons of the sta ndard contract; each IS nam ed
Ii r e op.erator maintains res ' . . a rme carter. In a voyage
fj ' v ~I while with a time cba t pon~blhty for th e daily ope ration of after th e author and th e type of cha rter (voyage or time cha rte r). ~OAs are
IS e p n'8 i i1 itf:In both voye r nd t. e charterer normally a ssum es normally contracted und er th e te rms of a voyage cha rte r party W1t~ many
clauses attached. Examples of common cha rte r party contr;~~~~~~~
an
a e ern e reA onaibility ::r ~Ime charters, the technical man -
r w. unnmg the vessel (maintenance a nd ASBATANKVOY (Associa tion of Ship Brokers and Agents), ..
m t II ,eh rt.erer to (Shell Oil Company), EXXONVOY (ExxonMobil), B.E~PEEVOY (British
ure
"i!~k~·~,!, a pr transportation is through a Petroleum) and TANKERVOY (Inte rn ational Associatron of Independent
!!!!' i I r. J:ie on a bareboat charter, th e cha r- Tanker Owners).
ni t e ch~rter, but muat also assum e The type ofcharter party form that is used will depend on th e charterer,
cludlng providing the crew and the nature of the transportation needs, and, in many cases, the sta te of tbe
 TE RMS or THE CHART ER PARTY
CHARTERING AND OPERATION S 2 15
214
dard cha rte r pa rty has differen t s t re ngt ha wea k TERMS OF THE CH AR T E R P AR TY
market. E8 (' h s n dd d h ' n e ll ll (!l1
is AI" clauses CBn be a e to t e s ta ndard char-'" '
an d crop h88 1 " . hi ~ pa rty f nsur e a profitable voyage, the tankerman should be familiar with th
form to allow modification to BUll ~he chartere~ o~ 8 Ip ow n er . As with the
freiIeht c ,in a eharter party. Ca reful negotiations are made on man y rti
g ra Ie, the clauses arc subject . to. negotiation I . In a weak m a rket 1L'rJ1l
I of each charter WI
ith th ' pa ICU-
e assu mptton that vessel personnel will t
th chartere r has 8 stro ng posi t ron , many C Bu ses CBn be a dd d '
h
the charte r party to improve th e c arterer ~ P~BI Io n . 1n 8 strong market
wnere me barte re r' '1' 'to a:perlYand within the te rm s of the agr eement. Ideally, a copy of the C:~­
th e shipowner will have the leverage to ehmmate s ta nda rd clauflcs and ~Iuded charler party sh ou ld be placed on boar d the vessel for th e crew to re-
perh ap s add some th at favor t he vessel. vieW, but this.seldom happen s becau se t he actu al signed document may
The fixed cha rter party ,with clau8e~ will cover all a8pe~ts of t he car. notarrive u ntil after t~e voyag e h as bee.n completed. In any case, copies of
riage contract. Some or th e Issues negotiated and agreed to In th e charter staJldard charter .pa rlles.sh ou ld be availa ble to th e master .
part y include the identity and descn ptlOn or the vessel , ca rga (es) a nd th Practical details and Ite ms not addressed or specified in sufficient de-
amounts to be loaded, the freight rate , chart~rer's exp enses. port fees, po~ tail in the charter party sho ul d be explai ned in th e voyage instructions,
agents, cleaning procedures and costs , laytime, demurra ge, loading and which are normally se nt to the oper ator and th e vessel via the broker in-
discharge rate s. loading and discharge ports, oil pollution liab ilities, Voy_ volved in fixin g the cargo. The followin g points addressed in each charter
age liabilities, cancellations, an d even weat he r and force-m ajeu re (act of party should be reviewed and under stood .
Godl issues.The potential list of issues covere d in the charter party is e nd.
less. Laytime
The Ro le of the Broker Laytime is the amount of time allotted to load and discharge the cargo.
There is normally a window of time known as the "lay/can" (layti me com-
~ charterer will ~rovid e ~ b:oker with inform ati on regarding tran sport a-
tion neett: and will ccmnaeeron th e broker to negoti ate a contract. The bro- mencing/ca nceling ), when the vessel must present the notice of rea diness
ker ~hen ~mes.out on the mark et ,~ looking for ind ications of freight rat es. (NOR) to indicate that the vessel has arrived and is rea dy in aU respects to
I?uring this period. the broker will identify suitable vessels from posit ion load the ca rgo . lfthe vessel does not arrive and present a valid NOR in thi s
hs~ of vessel operators and from replies to direct solicitations. At that window, the charter is subject to being cance led. The tim es involved with
. the broker starts to ..war k" th e ca rgo, 0 fie n playin
point, ' g one ship owner the NOR and the di sconnecti on of ca rgo hoses nonnally determine when
agaJns tanot hertogetbe t·~ .~ Depen dimg on the type of ca rgo charter
....r ra....e. laytime begins and en ds .
parties can be negotiated 0 b ' ' Typicall y, a vessel is all owed thirty-six hours to load and thirty-six
2......8 h r fi n a prompt asra (voyage commen cing wit hin
ours 0 xt ure) or for v I . hours to disch arge a single ca rg o at one loading an d one discharge port .
frelghtment for h hi . I ery arge cargoes With contracts of af-
Furt her allowan ces are m a de for multiple cargoes or grade s of cargo and
could be fixed mo~:h y s~cla ized chem ica l parcels, the ch arter party
multi ple berths. The total of sev enty -two hours is referr ed to as ~aytime.
The role of th e broker a ~ance of th e COmmencement of the voyage.
er IS Important ' th . While th e rule of t h u mb is that a vessel should physically load or discha rge
tation The n eka and th m e negoti ation of bu lk tran epor-
e amount ofmon . 1 d ' a certain level her cargo within twen ty-four hours, the thirty-six hours ofl ayt ime on each
or tru st aMong the rt ey 10'0'0 ve req u ire
. a erera vessel 0 to side anticipates t he ad di tional time requ ired in port . In some cases, the
nemli:ldleman whocan build th per a rs , an d owne rs . The broker IS
laytim e is reversib le, m eaning tha t if only twelve hours are use.dto load , up
8 lie. n rmedlary In e II e personal relationships an dean a lso serve
a h 0 vmg problems betwe en the parties.
tc sixty h ours can be a llowed for the discharge. When a vesse l l.s prevented
I owner or operata 'lI . from comple ting the load a nd di scharge within the agree d laytime, demur-
rage en sues . Demurrage is defin ed as the compensation ~rom th e cha rtere r
c h r.l;lkers work to fix / W1 commi SSion a broker a lso. In
e la 990 th , he charter party, Due to depressed
eueofowne rs 'b TOk ers has decreased ; In ' paid to the sh ipowne r/opera to r for time exceeding.l~ytlme. For example,
a r n ~ begufi'
wprkmg charters directl y With sh ip op- leytime may be exceeded due to slow loading or recewmg cause d by the ~r­
I a:.§"ed by a broker is 1.25 percent of minaI's operations. In such a cas e, the sh ip operator will lodge a claim
:to as the gro ss freight. If mor e bro- against the charterer for demurrage ex penses. (T he chartere r may then
e added to the fixture and the char- claim the terminal, if appropriate.) If the delays are due to a fault of t~~
ulit increased use of th e In ternet }pessel (for example, malfunctioning cargo pumps ), then th e c~arterer WI
n future . In.atitute a claim against the shi powne r/operator for the lost time. Demur-
 •
cHAllTERING AND OPERAT ION S
21"
II negotiated at a fixe d price per da y (a negotia~d
rage rate s are no.nn a y tel as pa rt of the charter party , /JUHIIIMAf/",ME
ume-chatte r ecuivelent
- .. ra

Cargo Qu antity . of Readiness

Notice
d exact a mount of liq uid ca rgo , d ue to va ria tions PORT
ltia very difficult to loa da n ity of th e ca rgo as well a s t he problem s en
t re and ensl . ' . Dale
in the tempe ra u . I'quid volumes m a floa t m g ves sel. However
- _..I h n meesunns I I d ith '
cecnterec w e if th e a moun t of cargo to on , Wit so me Van.
the charte r party specl I~e5 lng to quantity include "m in/max" (min imum
ables. C~mrnon terms re i e~entage moloo (a pe rcentage of t he nom inated
aomum amount , per h hi " E
an d m enti ty whiIC h can be more or less at t e s rpowner 5 option . X8m_ TO
cargoqu 5 t Moloo means the owner can load a nywhe re be-
percen
Ple', l ,OOO tonsda t1 050 h ' t To..,mom It may concern
tons) an d CHOPT Ic arterer 8 op IOn, norma lly
tween 950 an ,
' h ' " hat th e
'
chartere r ca n
I d
oa asmuc
h h
a s
ts
e wan , u p to
referring to t e lac
the full capacity of th e vessel>.
T'!lil II to inform you
ltIat me above vessel hss arrtve<! at the Port of
, ..- rt'I to commence load of her cargo at"
Notice of Readiness LT on the In every respec rea , INs
flOI,n in accordance WIth the lenTIs anclC(ll"IdrtlOns of ttle c;harter party gov~
All r the te rms of a cha rte r party, the master of a vessel must present
the notice of readiness (NOR) when the ves s el arrives and is r e a dy in all """"on l
respects to conduct cargo operations (fig, 9- 1), The s ign ifica nce of this no-
tice is th at , und er normal charter parties , it establishe s when laytime
You~ Faittlfully.
will begin,
This simple act can ra ise se rious qu es tions and confli cts. While the
NOR may be tend ered , it may not a lways be accepted . The charter pa rty
clearly specifies under what condit ions-whe n , whe re , a nd how- t h e NOR
is to be tendered . Common clau ses indi ca te how it mus t be sen t <verbally to
the agent or via telex. or fax ) and wheth er it m us t be tendered during the
workday or th e workweek. The followin g ex ample ofthe NOR cla u se is de-
rived from th e standard ASBATANKVOY ch arter party , This clau se is
eubject to negotiated change s, NOR clauses will als o vary a mong ot her
s ndard charte r parties.
;J.'hCi>ASBATANKVOY notice of readiness clause is as follow s :
For ancl on behalf of shippers/receivers
val atcwtomary anchorage et each port orJoading and discharge, Notice of Reacliness AeeeptedlRecelve<!
oy,hi, ~ent shall givethe Charterer or his agent notice by letter,
releM,. telep.hQ,lle that the Vessel is ready to load or discha rge At Hou~ on the
o on laytime, 8S hereinafter pr ovided , shall com. By
p'lr 61hours after receipt of such notice, or upon
a In ring when at eealoeding or dis-
ading or discharging along side u
......
here delay is ceueed to vessel get-
ea for any reason over which th e
C rteey Laurin Maritime,
11 a nnee ueed la ytim e . Figure 9.1. Notice ofreadino88 document. au
 TE RMS or T IIY. CHART}o; R PAItTY 2 19
CHARTERING AND OPERATIONS
218
res sure of 100 psi g at the v eeeel'e manifold throughout the period of
It ' important for th e masterw know when to prese nt t he NO R 10' r cx h P
charge ge provided th at t h e 8 horc rCCCIVIng
. . f8CI>1>Illes
> are ca pable of accepting
" ,> ft hecharter par ty clear ly specifies that th e NO R mu st he ' ~ do .
>

diSC er e of th e cargo WIt. hiIn 8UC h '>tme or at such pressure

ampie, h F id h "'0 C'Tc>d disC hIlrg .
between 0800 a nd 1800 Monday throug nay. t en th ere is no n('ed to
waste fuel and expenses to try to meet an ETA of 1900 on F riday U d As a rule of t h u.m b ,.t h e ve s s e l s ~ ou l d a lw ays pr ovide e nou gh pump-
these conditions, at the direction orthe comm erci al opera tor, it is P~ob:h~r > ,ssure t o malOtaln t h e 100 perg. Normally, t he shipowne r is Finan-
more prudent to run at an economical speed th e la st few days to pi ally re sp on sible l'tor t h ~ diI S.Ch a rgmg ti1I1~e exce e d ~n~ twe nty- four hours
to id U an anY dIngpr >

early Monday arriva l. :t'he s~me .1 heory.a ppItea f i es. n.der most char.
>

when 100 paig i s n ot m amt at .ned . Exce~tt~ns to t hia include discharging

ter part ies, laytime WIll begin either six hours after a va h d NOR is ten- of rnultiple gr ade s or t~rmtoal. r eetnctton a. A pumping log must be
dered(in the event that the vessel must anchor du e to bert h un availabil "'
or once the vessel 18 mooredTi
>
. me watung" ~'d ft 'yl
l or tt es a e r the NOR is te .
maintained by the ve ss el s cr e w to orde r to defend a ny pcesibl e claime in

dered is nonnally n~t considered.as layti~e and, th erefore, is not paid f~r
by the charterers. Time used dunng transit from the a nc horage is also not
counted as laytime.
It is important to note that the NOR should be tendered on ly whe n th
vessel has a rrived at the locat ion specified by the charter pa rty Inorm alle
the customary anchorage) and when t he vessel is re ad y to load or
charge. U~ der most conditions, the vessel is ready to load or discha rge
when she IS ready to proceed to berth. Whil e delays caused by s uch thing
as port clearan ce formalities ha ve to be accepted, t her e a re no excuses if
the c~ rgo tan~ are not properly clea ned or inerted. A fal sely prese nted
NOR I~ not ~ah d a nd could cause signi ficant delay a nd monetary loss in the
resulting disputes.
Cargo Hoses
While
ti fhth e NOR nonnall Ysets t h e tim e for la ytime to beein the dis connec-
> >
thi s respect.
With regard to loading , the normal rule is tha t the vessel will accept
cargOat the rates requested by t he chartere r, with du e regard for safet y.
The loading rate of t he vessel is normall y determined by th eventingcapac-
ity of either the common vent line, the pressure relief valv e, or the vapor
collection (emission ) con t rol syste m , depending upon which venting sys-
di;' tem is in u se while loading. Suitable reduction s ofthe loading ra te are al-
lowed to safely top ofTt h e vessel's tanks .
Prote s ts
It is incumbent for the ve ssel's master to protest against violations of the
charter party. This is d on e by a letter of protest. The vessel operator nor-
mally specifies the format ofthe letter orprctest tsee figures 9-2 and 9·3).
Common rea son s for protest include the following:

Ion 0 eeea nonnally determi h . e- , Slowloading rates (an ything less than the vessel can safely accept for loading)
est of the ehipo I rmm ee t e end of laytime. It is in t he best inter- Slowdischarge rates (any reduced discharge ra tes ordered by the terminal or
wner opera tor to ha th h
possible after loading di h . ve e oses con n ecte d 8S long as when the tenninal will not allow the vessel to maintai n 100 peig at the
U d or I SC arging ha s sto ppe d
n er most charter parties th . manifold)
nected. and disconnected b th' he ca rgo hoses shall be furnis hed, can- Deadfreight (when the terminal does not load the minimum nominated cargo
penae. In practical term s. [he ~ c ~rterer at th~ charterer's ri sk and ex- quan tity)
necessary to use vessel ho . munal hos es WIll be us ed . If it becom es Cargo quantity discrepancies (differcnces between the charte rer's ca rgo sur-
sumesliability for the cond~:'s, It ;~uld be done only if the charterer as- veyors' total s and the vessel's own cargo quantities determined by gaug-
sponsibility for the cargo en::tt~e e hos.es. For.a sh ipow:n er/ope rato r, re-
ing)
lp the c~go once it ha s pasfled th m.~fold rail . Anythmgthat h appen s Shore connections (insufficient number of shore connections provided, or the
n ibHity. e rer should remain the charterer's re-
diam eter of the hcaea is less than tha t of the manifold)
Multiple grad es of cargo (multipl e grades of cargo am not loaded or dis-
charged simultaneously)
Safe Berth
In meat if not all charter parties, it is the charterer's obligation to nominate
Jahall ditch arge , u IIcargo, ee defined her e- a safe berth for both loading and discharge. The safe navigation of the ves-
at&thltl'eOf
at ill ' respect of part cargo, from the
In sel remains the responsibility of the ma~t~r. However, if the master feels
e:\'eallel8hall maintain a minimum die- that the nominated berth is unsafe or If It does not have enough water
 /JURI' fIA/IJ1/IIE
LETTER OF PROTEST
PROTEST OF DIFFERENCE
BETWEEN SHIP & SHORE FIGURES
TO
16-lJ6-{)O FROM 1ll' Mast e, of MIT Bo~ro I
BOLERO I
MIT

I. \1'18 Mu tel' 01 MITBolero ' • hereby. on behalf of ine DIme,.. and/or dlartefel'l, protest

ag.,st Itle sloW loading rate along Side your terminal ,

T,

,,"'"
PIlI. . . be ~ 1m ltlIl"8 iI' (J11Cf'81)8r!CYbetween ship ancl shore fig l.nts covering the

IoId&d It yOI.I temi/'IIIIlNs day of

AdU8llo8 dlflg rate was only.

Metric Tonnes

M, lJ1C10£11'18 5
m' I h in Iho tank. loaded
MIT BoleroI can receive
"'.!ric TOnne'
I herebyalso eee ere. on behalf of the (HmeB andfOr charterers, the nght to revert i"llhil

On bel'IIH of ltlI Owners and/of cNrtete1'1, I hereby protllSllhis difference hol din g you matter at a later date.
retponal)le tor any IndiOI' IUclaims \IItidl may occur d ue to this difference

Yoursfa lthfu lly ,

the Muter of Mlf BoIel'O I

....
Youl1l1aittlflJRy.

Figure 9-3. Sample letter ofprote8t. Courtesy Laurin Maritime.

 CHARTERINOAND OPERATIONS
222
n (the vesse l t he n t he master mu st ad vise t he opera. /JUBINIIIA/IR1ME
available for the d f a 0 '
tor 8 8 800n as POSSdllble:, .ecommended t hat one con sult t he In te rt anko TANK INSP ECTION CERT IFICATE
For furt her stu y. I 18 r "
publicati on: "Tan ker Voyage Cha rters.
Oth er Cons iderations
.~...
. while not specifically addressed in a charter party
The (ollowmg ttem a. ' ""n
should be famili ar to vesse l personnel : TERMINAl.

cLEAN TANK CERTI FICATE

. 1 di argo the termi na l representa tive or ca rgo surveyor We, Itl8 undersigned, hereby declare ItIal the cargotankaCII MIT ~ jotIIty
Pri "Idto . mgrt"-fi"" ~ indicating that the tanks are of su itable eleanll.
08
signsce
h This
80U ...... . . inspected at hours LT on the and found....". nne<llll't.et previous C8I9t
ness. is part icularl y important when the charterer requi res visual
suMDieto load !he cargo(es) at liS IoIows
tank inspecti on pri or to loadi ng (fig. 9-4).

DRY TANK CERTIFICATE

cal'(lO lanb tb- ,.
,.
In order to defend a claim against shortlanding of cargo , a certificate cargo tank:ll Noa
,.
should be signed by an independent su rveyor or t he cargo rec eiv er, ac-
knowledging that the cargo tanks have indee d bee n s tripped of all pump-
cargo lanb N_
cargo tanb Noa ...
able qua ntities. The ship's pumps. aoee. manifOlds. deck healers 'N8f8 also inapeded by openI'Ig lt1em.,a

CARGO SAMPLES found drt and d ean as far 85 visible, S(J 8cceptable lof~ing Il'MIllbove cargo(es)
It is a normal procedure that samples of the ca rgo a re taken during th e
loadi ng opera tion a nd prio r to discharge . The s a m ples shou ld be taken and
sealed by a cargo surveyor. Th e vessel ebou ld maint ain 8 comple te set of all Aemar1l$'
sa mples taken. These sample s should be ke pt in th e s a m ple locke r for at
least one year followin g the disc harge ofth e ca rgo . In the event of 8 cargo
quality issue, th e vessel's sample may be re qui re d to defend the s h ipowner. Date'

Time.
BILL OF LADING
Chief omcer:

_.
The bill of ladin g is the cha rte re r's receipt that the cargo has been deliv- Surveyor.
~ to the vessel. It is used as a fin an cial tool to t rade t he cargo once afloat,

I
nH iJ. u.. a.ls o Lh.e document required to disch arge the cargo. While an
diSCUSSIon of thi s legal instrument is bey ond t he scope of th is .....
K Ilowing should be und erstood .
car m ~ be.taken when dealing with bills of lading. There are
Ii - -ieeued which the master shou ld s ign after
copies
. lFthe cargo type and quantity do not ma tch t he
rrli' roteet must be issued.
o I di..P~ are sent to the re cei ver. The cargo
un.i tli ori,ginal bills oflading are pres en ted . It
1 1 . at the discharge port before t he billa
lfe Clli10 is Bold or traded during th e
- C rte Y Laurin Maritime.
eee ra"naacUon. Upon in struction fro l11 S ampl e ta nk inspection certificate . ou 8
 225
224 • nl.' port in th e United States a nd di llChar ge Ilt iIn aoolhl' -.
1 cplable to di sch arge th e cargo if the Un ,' .""nd State s. t h e Jones Ac,t requires th " v e!lll~' I to he b r'1port wlthm the
the vessel operator, it is u8Ualf~:;;mnitY (LOll which h~l d8 t he VCRBcl's ated. a nd cre WI'd by U.S. clt ize nll. UI t, owned, eper-
hart erer ha s iflsu cd a lette r 0 Ii discharging the cargo wit hout the ori b';' prior cargo; Ar e the pri or ca rgoes com,at ibl .
ess 5 . e With t hat to be . d?
owner and operators hannl or . . Many eargoea require that the previous th ree carne .
t dy t he issues conc e r mng bill s of lad. cargoes do not tai I d
I bills of lading. Edib le ea rgoea re quire that prior car,~. d. t .
Lt;
con In ea .
ne A ship 's master should ~urthe~~eUspeci fic instru ct ions about handling tions. Chemical eargoea must be compatible with .
no VIolate certat .
In relltnc-
, Th e vesse l opera to r will pro . pno rcargoes in d to
mg. avoid dangerou s che mica l reactionll or car,,,. la " or er
n mmat lOn.
bills of ladin g.
G FOR THF. NF.xT VOYAGE
PREPAR!N 1 be mai ntained with t he chartering de- FREIG HT RATE
. . should a ways ..
Close commUnicatIon I der to save time a nd expense, the vee-
partment oft he vessel operator t: o~nticipated voyage in advance of the Theprice charged for tran s'p0rtatioD.is normally referred to as the freight
set's crew should be awa re o . e 'nerti ng and other requirem en ts such
g
discharge. Issues of tank c!eantn , 'a mage ;equirements will h elp the ves- rate. In most cases, the' freigh t rate. IS made inclusive of all t ra dmg costa.
, t i n regulatIOn, an d c 'I ts
Al ong with th edloperation of ~th e shi p, there ar e costs for bunkerapucts,
8Sportrestnc 10 . , fi the next voyage. ruga, line han ers, custom lees, agency fees, clearance costs, and other
sel's crew to efficIently prepare or
tolls.Ther e are diffe rent.means of calculating and offeringthe freight rate :
Worldscale,lu mp su m, time-charter equivalent, and rate per ton.
PRICING Worldscal e
. dedonbcard a vessel, supply and dema nd must ~e deter- The new Worldwide Tanker Nominal Freight Scale, commonly referred to
::o;:.~~;:~~rtation ofthe product is one part oft~e larger pictu re of 88Worldscal e. is a standard freight rate system esta blished and governed
fulfillin demand. In some cases, the purchaser coordmate s tr~nspo~­ jointlyby th e Worldscal e Associations of London and New York. The origi-
rion: in :ther cases the seller will include delivery costs in the selling price. nal concept of the Worldscal e was to determine uniform voyage costs and
In either situation, the people wishin g to purchase tra nsportatIOn are cern- revenues after th e va ria ble port and bunkers costs were taken into ac-
monlyreferred to as the charterers . . count. Today. the Wor ldscal e rate syste m defines a common referenceand
The price for transportation may fluctu ate on a dall y and eve n an procedur e to a ssist charterers, brokers, and vessel opera tors in calculating
hourly basis. These changes are due to vessel su pply a nd cargo deman d: freight rate s for the carnag e of oil from all loading points in the world to all
the greater the number ofsuita ble vessels at a given location , the I~w~r the discharge location s in th e worl d.
price to transport cargo from that location . Likewise, whe n a ship HI the Driven by the need s oft he Bri tish an d American govemm enta to eeteb-
only suitable one at the location, the rate will increase. Hsha consist ent an d unbia sed charter calculat ion method after World War
Many factors affect. the suita bility of a vessel. A potenti al charterer II, the World scale system wa s born . The American and British systems
mcsuconeiderthe following questions: were combined in 1969 (old World scale) and lat er revised in 1989 (new
Worldscale). Together, the World scale Association s maintain a schedule of
Is the vessel approvedto carry a certai n cargo?
r;t llutooruatlOTl : fr1!ight scales ba sed on a sta nd ard calculati on meth od.The schedule is nor-
l U . Willthe "izeof the vessel allow it.to reach the load and die- mally revised annually with new rates becoming effective on January l of
? lin it loadthe desiredamount ofcargo within the required the revision year. ., .
In addition to the calculation procedures, the Worldscale schedule h~ts
; Does thecharterer acceptthe vessel, or has the vessel standard rates per metric ton and mileage forvoyagcs betw~en all concew-
to p'oor operational history and/or technical condition? ]fi porta in the world. Variable costs including bunker prices, port.co~tsd
VI' I \!j!1l'J: [ecteddue to unsatisfactory cargolank l!I. .1 fees, and unique port cost differentials are addressed and adjus e
n, sceidente,or poor vetting inspections? ng each revision of the schedule. . the actual
an r tril:tioll8 from using the vessel becaUse n freight rates are booked on a Worldscale baSIS, thencalcul ti
or example,in order to load cargor-om te is specified in percentage reference to the Wcrldscele a IOn.
 F REIGHT HATE
227
CHARTERINO ANDOPERATJONS
'The following sam ple calcula ti on illuatrate h
r ttln pr ovid es a co nsistent met hod to calcula~~: th~ World sC8le rate
226
. e or~nat rate~ if! speci fied as WS 100 . A fixtu~e concluded at ws pe fhow th e a ctua l vessel characleri stic sd'rr freight rate rega rd
The ~a8ehn t fthe cataloged World llca.le calculation wh ere as WS 80 leSS0 by the W~r ldsea1I' P reamble. The prevai
defi tner lin
trom th I' standa rd
' vesse -l
125 18 125 peKen o lcuIBtion
l for d
t he oa a n d diIS Ch arge ports specified ,' l1ed
COlllpared agsm st WS 100 for a ny p articul g W.orld scal e percent-
is 80 percen, 0 fthe ,. n Ilg . n t .' ar ca rgo SIZe d
the cha rter ' party. . is. be 9t expIa me
' d In i t he folIo'" ,r.e 8 th e price uc u auon e 10 the ma rk et (D an route iden-

iog Th
e b88180
Worldscal
e
rtbe Worldscale calculatIOn
f
Preamble. copied directly rom t e
h 1999 di .
e it ion :
....
:li
tulerating ,S,_nag ta n kahine.
U
u ai . ue to the hiIgh er coste of
p s , a slmil a r ayslem toW
for Jones Act fixture s . This syste m is refe orldsC8le h as bee n ee-
fllJl sh edRete S ch edule or ATRS.) n ed to aathe American
ker
All rate calculati ons . which a re mad e in USD . arc per tn nne for a full ca rgo fOf
the standard vessel based upon a round voyage from loadi ng port or ports to SIMPLIFIED WORLD SCALE CALCULAn ON
discharfing port or porte and return to firs t loadmg port u si ng the und{'T. EXAMPLE: Car go-50 ,OOO tons of oil from BuU B
york, NY. (3 ,5 40 n autical mile s) en ay, Curacao, to New
mentioned factors .
All nfthe factors shown are purely nominal a nd for rate ca lculation pur-
posesonly. In partkular, the fued hire element of USD 12,00 0 pe r day is not Rate per Wor ld8Cal e sche dule: $3,751met ric ton
intended to represent an aetualle\'el of opera ting costs, nor to prod uce rates WS 100 or flat rate : 50,000 mt@ $3.751mt " $187,500
providing a certain 11' \ '1'1 ofincomeor margin of profit , eit her for th e 8tandard s
\VB 45 rate : 45% 0£$ 187,5OO " 84,375
veskl or forany other vessel under any nag . \VB 200 rat e : 200% of$ 187,500" $375,000
(a) Standard Vessel
Total Caparity 75,000 ton s Voyage calculation b a sed on WS 200
u.e. the veuel's caparity for cargo plus store s, water, and bunker s, both voy- (Note: Fixed rate differentials h av e been omitte d 10r 01anification.
' l
age and reet ....·e)
Average lIl:'rvice speed 14,5 knots
Bunker Congumption Steaming 55 tons per day Dal's:
Ballast-l ,nO nm @ 14.5 knots 5.1 days
Pw'poIesother than steaming 100 tone per round voyage 5,3 days
In port 5 tons for each port involved in the Loaded-l ,770 nm @ 14.0 kno ts
2 days
voyage. Loading
Discharging 2 days
380 cat 375,000
4 days for a voyage from one loading WS 200 freight ra te
(4,688 )
port to one discharging port ; an addi- Commission (1.25 %)
(12,000)
tional12 hours being allowed for each Portexpenses (Cu racao)
(25,000)
Port expenses (New York)
El ext ra port on a voyage ,
Bunkers : (40,040)
~~'~"~.~ l!n1e n t USD 12,000 per day Fuel oil at sea-l 0.4 days @ 35mtJday@S UO/mt
h USD 82.75 per ton (4,4001
Fuel oil in port--4 days @ lOmtJday @$UO/mt 288,872
the BVf!rage worldwide bunker pri ce for fuel oil (380C80
Total
1 O~wber 1997 to 30th September 1998, ae assessed by (72,000)
Daily running costs 14.4 @ $5,OOO/day
mltedr(of London). nM"l.Ile: example owner's capital costs for vessel) $216,872
~ullll $ 15,061
by the Aasociationll in the light ofi n forma- ult per day
d::OfSeplember 1998, the ra te of exchange
rrency to USD being th e average appli-
Lump Sum
arne implies, a lu rn-eu rn rate is a fixed price for the delivery of the
a d cargo and voyage. This fix ed price is normally inclusive of al l
. lated coats and probably will not be affected by the amount of
t ately loaded. When offering a lump-sum rate, the shipownerl

CHARTERING AND OPE RATI ONS
228
" precise figures for port costs an d ot her expenses or th
operator muet h a d e
profit margin will be directly redu ce .
Ra te pe r To n
While Worldscale rates are gene ra lly used for the mo vement ? fpetrol eum
oils, the rate per ton is more common f?r the fixt ure of chemical s. In th is
'n price is mutually es ta bhs he d for each ton of ca rgo loaded
cese.e cem, . . I d h
Unless agreed otherwi!>e. thi s rate will n?t me u e . t e voya ge a nd POrt
costs. A fixture made on a rate-per-ton baste usual ly m~olves a n option in-
volving the quantity. An example would be t he nO,mma~d quanti ty of
20.000 tons, 5 per cent moloo (more or l,es8, owner.s option ). Th e shi p-
owner/operator normall y wan ts to exerCise the opti on to load the addi.
tional5 pen:entquantity in orde r to improve his ea rnings for the voyage.
Tim e-Ch arter Equ ivalent
For practical reasons, it is common to determine the time-charter equ iva-
lent rate for a cargo fixture, When a vessel is hired under a time cha rte r
the charterer agrees to pay a daily rate for the vessel. Th is r ate includes ali
ofthe technical costsofthe ship, such as maintenance and crew wag es, but
it excludes voyage-~lated costs such as bunkers and port fees. This daily
rate makes it veryeasy for a shipowner 00 compare hi s daily costs against
the dailyearnings, When working with freight rates on a spot m arket . it is
common forthe shipowner to convert the freight rate calculati on into a day
rate, This day rate is known as the time-charter equivalent .
REVIEW
1. What are so.me of the factcra take n into conside ration by a charter er
w~e n selecti ng a vessel for h ire?
;List f~ur ways that ocean transportation can be contracted.
''''E"bo
~ the role of the broker in arranging a charter,
World calc?
n a ime.
pu ae of th e notice of readiness?
he commonreason8 to write. a prote st for violations of the
a.d ry certificate?
nt function in the transport of bulk liquid
ill fi I <ling,
...
C HAPTER 10
.
Vetting Inspections
SCOTT R. BERGERON
arine dis~sters in m.odem times hav,e prompted increase d scrutiny
M of th ose mvolve d With th e ownership and operation of tankshipe.
Public opini on h a s become less and less tole rant of oil pollution caused by
accidents inv olvin g shi ps . Rece ntly, the re has been a mar ked reduction in
the number of vessels owne d by oil companies. As a res ult, oil companies
now make up the largest sector of tanke r cbarterers. fn order to minimize
the risk of exp osure to a m arine disa ster involving their cargo. most oil
companies have e stablished risk man agement or vetting departments
withintheir chartering organizatio n.
The term vetting is an alogous to screening or reviewing a vessel prior 00
chartering it. While oil companies may und ertake their risk management
responsibilities using different methods and procedure s, there are many
common principles involved in the vetting process.
Prior to chartering a vessel, a revi ew of the following records is ~n or~er.
n sk-
A favorable review will result in an approval from the vettmgl
management dep a rtmen t . The respective company may then c~arter the
veuel. On the ot he r hand. a poor record and unfavo rab le screenmg would
probably pre vent a vessel from being chartered,
INSPECTIONS
, , h sically inspect vessels
, ;P.l~or 011 companies em ploy insp ector s to p y i n ~ r mas-
In consid er ed for charte r. These in sp ecto J1l are no~a y °r::tion of
hd ch ief en gineers with exte ns ive backgrounds 10 the d c lete a
Jj els. They usually a tte nd 8 vessel for several hours an . COIDPd
U h b 'ng the operation an ma-
c eckHstiq uest ion naire a fte r 0 ser~ . I d the tes ting of
ndition of the sh ip. Area s of ins pectlon Inc u e
 -rn e CHEW'S ROLE I N VEnING
VETI'ING INSP~;CTIONS 231
230 ..d Iltandar diza l ion. All memb.
tow • ' r compa .
.' fet and ca rgo re lated equ ipme nt . Also included is a close el1'orlB a stand a rd veeeel particular que I· ~l ell of OCIMP hay
_.-cd on . (VIQ
naVlg~tlO~. 8:ft ~ engi ne room. cargo wo ks , cargo ~u mp8 a nd piping, an d ..-- _ n question n81re I. The VPQ isS lonnalre IVPQ) and vessele
normally co 1
eX8JTllJla.tl.on f t"
the condItio n 0 COB .mga.
Finally th e ins pectors review th e ooLoord Baf('t
• nes a n d t h ey eh ock t h e va hdi y
ill~ r-
,..p(IIO
-po"""
'fi
"
h
I' Bnd idenll lea t c most COmmon p,,,' mp eted by the
lcularll of i . ~
1 na n..... routi I tty of BII " _ , ha rterers , lor ex a m p e, vesse l length n....,rest to pro-
roceduree an d mom e ~L h .....clIve . d Overall he
:ertification s for the vesse l s nd crew. DependlOg o~ t e ~harter~r, t he in_
D ' • a
~r -. •.. expiration atea, ca r go pu mp deta il' d ' am, tonnagell
rtifi ca ~ . 196 questio ' ns rela ted'" toanth mooring equipment.
. '
teJ"\.'sl oh'etting ins pections varies. So.me m ay re quire an in sp ecti on before r;t VlQ contain S eome
"","]8 insnPchons are performed an nu ally or every 1b~ ' ''n Bn ce , safety procedures , and pollution prev "1:S8eI's operation,
each voyage. On o Iher ... ..,
secondyear.
...-
,-r.
.....Illn...
l'rlUO
I hi .
g inspecto r comp etea t IS questIOnnaire durl th e i
' sen Ion techni
nng e inspection.
I~ues. A

Vessel History C h e mical Distribution I nsti tute (COIl

Most \'ettingdepartm ents majntai.n.databases ofvess~ls th at t heir c?mpa. ~. chemical company cha rterers established a system .... hi
nics are likely tocharter.Any publiCIZed reports of accldents-:-POl lu~lOn in. ,.. _ - k th Ch .
SiRE. ThIs system IS no.~ as e . emlcal Distribution lIUltitute(CDI)
ccrnpara e tc
ld •• groundings or collisions-are recorded and studied. It IS also eection sche me . In a similar fashion, the chemical cemp - --
CI en re, ' . . d -, f I' ~ inS r he i ames maintain
common for these companies to maintain etar so a ves se a ~eno nn ance t:

while on cha rte r. This record is a nalyzed before the vessel IS chartered
again.
O'i\'lIer/Manager Record
In a simils r fashion, vetti ng grou ps will als o keep re cords of the compa,
ni ee involved with th e operat ion of ta nk sh ips . By d oin g so t hey are able to
analyze th e performance and accide nt recor ds of a fleet. A vessel run by a
company that has frequent mishap s or a conti nu ous r ecord of poor perfor-
mance may be determ ined to be an un acce ptable ri sk to the chartering
company.
Ship bupection Reporting Exchange (SIRE )
TheOil Companieslntemational Marine Forum (OCIMF) recognized t hat
the industry would be well served if th e resul ts of vessel in spect ions could
be shared. Not only would thi s reduce th e fin an cial burden a nd dema nd on
~rsonnel. resources associated with conducting so m any vessel in spec-
tions, but Inspectors could also learn from the action s of their counterparts,
who_may h~vealreadychecked a particular sh ip. The de sire to share infer-
nort ulhmately led to the creation oft he Ship In sp ection Rep orting Ex-
c Ifge.1SIRE sy'll1eml. The SIRE system is a databa se op erated by th e
~I Onc-e a mem~r company uploads an inspection r eport into the de-
,I ..ome evetlable for review by other member companies. With
v til .~SmEa- " ......m.pany can rna k e use of an inspection
- - r eport In
- •
n tiri ti-elr own Inspection. In addition, the shipowners are
I en~ about the inspection reports. These com-
W d IJI rt.he database and attached to the in spec-
11 vetting department to review inspections of
hlp' ne eSplJnlles to any deficiencies noted duro
uall~rernain in the SIRE database for
ni111i continually improving through
aCO emon da taba s e lor t e m. epectton reports made on ch.m-1C8I an dI-ique-
tied petroleum ~nd gas earners . There are some differences in the way the
l"'oreport- sh anng systems.ope rate, but the principle is the same. There is
an effort for closer cooperation between the two organizations. At the time
ofprinti ng, both C Dland OC IMF agreed to make use of a common VPQ, as
all charte rers need this standard information.
Though COl and OCIMF do not cover all charterers, these twosystems
arethe most com mo n systems used for vetting inspections. Charterers who
are not membe r s of ei t he r organiza tio n nonnally have thei r own question-
naires an d proced u re s for ri sk- mana gemen t. Needless to say, the crew's
role remains the s a me r eg a r d less of t he cha rte rer or the vett ing method. It
should be kep t in mind t h at a poor in spe ction re port remains in the SIRE
database for ot he r p r os pect ive charterers to see, and th is could ultimately
lead to the r ej ect ion of a ve s se l.
THE CREW'S ROLE IN VETTING
A typical vetting in spe ction s tarts wit h a meetin g amongthe ins pector ,
master, and chiefe n gi n eer. The inspector usu ally pr esen18a ny n~es:a~
tedentiale and explains the s cope of the Inspecti on Th e mspectlon h n
eeda with a review of ve s sel documentation s nd records, obl"d' ' '' '' h'
II fthevessel me u IDg e
go operatrcne. and in~pectlon of a areas 0 I' oIb~lI a st section s,
e room accommodations safety appliances , ce g I
, ' _ k el statTare a so con-
onng areas on deck. Interviews WIth ey veee
. d ~ r a vetting inspection .
embers should always be prepare 0 ti this is not always
st"inspections are made with adv .ance nt~ol:~fthe vessel during
e. rI'erminals frequently conduct an tnepec
fer operations.
 T UE C1U:W'S nOl i" I N
" VI,;TTING
VET1'INO INsrl::C'I'I0NS 233
232
&ter's ellbin IIhould not be underelltimat d
~81 hllnee to rnak e II t':I l fl~t Iffiprellllion c . Remembe
The role of the veuins inspecwr is ~. take a s na ps hot look at t he opera.
•
011 • r YOU do not got ~ a llee_
d
stetus a nd conditIon orall a reas or t h e ves sel wil l " · '
tion ortbe vesseI. Th e d f h ~
re rted to the vetting/risk -management :p8rtmer~.t 0 t e chllrtenllg Pr eparation for the I .
po ' " tial ,harterer for evalua tion. Th e Inspe ctor s hould b
- ti fUlpealOn
h t th e m apec Ion IS scheduled t
.'Ia ke sure t 8 n"
eectI but should not be ell cwe d in
- te rt, ere wt-t h the VcsSel'•
company or poten a aconve ni t ti
.~ _h .t doee not con lct WIth other inspection '. en time for the vessel
treated_ WIt~reapec a;ntenance crthe vesse I WI-II h e I p to ensure a 8UCce. a SOl s orslml\ar m t •
il)'be arranged th rou gh the port agent. a terti.This could eae -
ope ratIon. ..-.uper rn ... " '1 8·
fuI vetting inspection. and e posith'e inspecti on, In t~, WI J help loensurc Make su re t hat eac h head of de part m{'nt h8sco mpleted h' .
acceptance by prospecth·echartere rs• th ereby allowing th e vessel to t rade L_rorearrival at port a nd that any deficiene h I II own ITllIpertion
""" eiea ave been
wit hout res trict ions. CleaT violations of regulatl~ns ~r sta nd a r d ind us> is should be incorporated in to th e ncrmal eeee, r{'ported/oolTected
. . . routme guideli
try-accepted pract ices will naturally have a neg~tlve mflue n ce.on the in_ Th
An {'fTectlve way of adrmrusteringthis is to i trod nea .
specticn. A poor vetting inspectIon can result m charter~r .dlsapproval _ ' II ' n
covenngthe I~ OWlfigare~. ~~ allocation of tasks for thes '
Ute a Self·Asses
sm~nt fonn
which can ulti mately affect th e employment ofthe vessel. It IS Important to gestion and will depend on individual , compan y d fi pecificareas 1.8a sug.
correc t a ny deficiencies noted by a vetting inspector as 8.00n as POs sibl e. e medareasofresponsibility.
The vetting insp ector's comm en ts and t he corrective actions of t h e crew
should be reported back to t he vessel superintendent or port ca ptain by the • Tanker Particulars Master
master as 800n as possible . Th e s uperi ntendent or port ca p tain s ho ul d in di- • Certifi cationIDocum en tation Master
cate that corr ective acti ons h ave been take n when s u bmitting the owne r • Crew Management Master
comments to the SIRE database . Th ese com men ts can b e tak en into Con- • Safety Man agement Master I Chief Engineer
• Lifesaving Equipment Second I Third Ma te
sideration by th e vettingdepsrtments that access the ins pection re port in
• Fi re Figh ting Equipment Chief Engine{'r
order to determine the suitability of a vessel for service. If a ll go es w ell, the
• Pollut ion Preven ti on Chief Officer
vessel is found to be of good standa rd a n d ca n b e chartered . If m a ny d efi-
• Cargo I Ballast System Chief Officer
ciencies or significan t violations h ave been id entified , the ve ssel may be re- • Inert Ga s System Firat Engineer
quired to undergo a follow -up in sp ecti on to ensure tha t corrective a cti on • COW Installat ion Chief Officer
ha s been taken. • Moorin g Equipment Chi ef Officer
To better understand how to pr ep are for a vetting in spection th e • Bri dge Equipment Second Officer
fallowing information has been reprinted with permiss ion from INTER- • Radio Equipment Radio Officer I Master
TANKO'sA Guide to 1MVetting Process, Fourth E di ti on . • Engine Room and Steering Chief Enginee r
• Load Li nes Ite ms Chief Officer
A GUIDE TO TIlE VETTING PR OCE SS • Chemical Supplement Chief Officer
lUomember that the inspection result eete bliehee wheth er the tanker is oper-
ated In a safe way in ecccrdence with valid ru les and regulations . 1'ttis is meant as an example. The next layer in this table is the delegation
Tbeonboardins
. ........icucan
I"'~~ 0 nIYue
" . eucceaafuI if'th
- e tanker ia pr epar ed for
""?"
given to petty officers and in turn, to t he rest of the crew. It is important to have
t 11 UUlpecbon .The inspector
' who .IS to carry out the inspecti on will start W a working or ganization that delega te s. This will achieve an understanding all
e\t mp 10 lY! from even before the time he takes his first step onto the the way down through the ranks .
~ . and WIll
. continue to d0 so tmti-I he takes the last step ofTth e gang-
Prior to th e inspect ion pr ep arations ca n be made in certain areas.
r:~i".tt.illt : aV1ng;lhe tanke r after completing the inspection.
J1ft:iI'r'~ raare fermer eeefa rera who from both deck and engine
r~'~'~I~
The Inspecto r may need to have a copy of the following:
hie W asses.§ a tanker. MOllt like ly t he first impression
~-~'"'~,'=,'\ e tank~ ~ .!lighted until the inspector's arrival at the
• Claeaificetion Document
IIrrl~''P,"''~~
[hil]l:.AT1!.! 'IlPi.
1 :}J1f.;r;f;(!"~{,~
,-- '. ~8Il.t. ltwill be subjective at this point. Inepec-
I~ n r:the~r looki ng for objective criteri a
• Certificate of Registry
• Cargo Ship Safety Construction Certificate
• Cargo S hip Safety Equipment Certificate
I lifac f ife that;.,however aubcc necious the
H.!i . ,;, \'} ~~.PiI'\1jT.u~r__ ,·· • afety Radiotelegraphy Certificate
11 '~ive evidence to 8Upport hi s Ini-
. IJ ",1,) ;lJ l'/idi1r'l.!l ~lJi. • Load Lin e Certificate
nct\ of the route from ship side to
" • IMO Certificate of Fitness
 VE'M'ING INSPtx .;'H u N6
Til E CRF:W'S ROLE IN VETIINn
234 235

• IOPP Certi fica te & s uppleme nt . . . Be prep ared to demonstrate the prope r operation of th ~ II .
• Ce rtificate of Finan cial Respo nsibility tem alal armll: e 0 owmg sys-
• A Crew List • I ne rt Gas ays te m al arms
. [the vessel's cargo ta nk arrangem en t • o ily water se pa ra tor
• A Drewma c
• VCS!lcl's Safe Manni ng Document • Fire fighting sys te ms
• Stee ring gear
The following should be available for Ins pecti on (some a re n ot applicable Eme rge ncy generator
to all \'e85cI8): Engine room ven tilation shutdowns
Maste l'Sshould lay out the certificates in the s:un e ord~r 8S they a ppear in Fuel oil cut-off valves
the VPQIVIQ. This S8ves time and creates a good rm pr es sron of ordered Pfl>p.
In addi tion, the following items ma y be checked an d should be d .
ara ticn. • Firemen's outfits rea y.
• Officera' Licenses
• Internation al s ho re connection
• Health Certificates
• N a vi ga ti on eq u ipme nt
• P&A Manual
• Charts, publica tions, a nd corrections
• Approved COW Manual
• Approved Ballast Manual EPIRB, pyrotechnics a nd hy drostatic releases
• Flame screens, bunker tanka
• Oil!Cargo record book
• Oil transfer procedures • Suitable paint lock er
• Garbage log for compliance with MARPOL Annex V • Marine s a ni tation devic e
• Proofof cargo hose/piping testing Reference should also be made to the particular requirements of the oil ma-
• Proofoffixed and portabl e fire fightin g equipment servicing jo r in specting the ve sse l.
• Proofof professional servicing of breathing a ppa ratus
• Proof of life raft se rvicing The foll owing items are of vital importance as these provide an overall im-
• Settings for vessel's PV valves pression of the vessel, and will play an essential part in how the inspection
• Shipping document and cargo manifest will be con ducted .
1) Gangw a y : Co rrectly a rranged-is the gangway net rigged? Ie there a life
• Certificate orinhabitation or stabilization of cargo
• Declaration of Inspection if transferring bunke rs ring nearby?
• Cargo Information Cards for the cargo on board 2) Signs : All warning s igns posted I
• Inert GlUI Manual 3 ) Crew: All cre w worki ng on deck s hould ha ve hard ha ts and the nece ssary
• Waiver Letters, if any protection ge ar. . '2
• Yt!II~1 Response Plan 4 ) Deck Watch: Is h e present in the area? Hard-hat, emergency eqwpment
• Safet Manual handy, necessary for cargo loading/di scharging; walkie-talkie; ask the. ~spec­
tor who he is and who he wants to se e; confirm with Duty Officer that thie is OK.
!I!\ll!;'i!,~Operation Manual
mpan II policy for upgrading and training One crew member s ho u ld follow the Inspector to the ship office.
5) Fire Equipment at the Manifold: Correctly rigged and present.
6) Deck: Clean, free of oil/water and obstructions.
7) Scuppers: Blocked, emergency pump in position and discha~geconnected.
nnelinvolvedmthecargoop-
B) Cargo Information: Make su re t h a t a II perao . .
. . ' being loaded/discharged, partie-
eraucn are briefed regarding what cargoes are lit:
ularly the deck watch. All MSDS 3 to be up and easily resdable.

I No visitors, Hazardous cargo ali ty gogglll8 rubber

2 AA per emergency Inetructicne. This could refer to s e '
boots, robber gloves.
3 Material Safety Data Sheets

V1:.Tf ING INSPECTIONS
236
9) Emergency Equipment : Wor kinR', pre sent ,an d clea rly ma rked.
10 ) Mooring~: In good orde r, no lines on the wm~h ends .
II I Accommodation: All doors closed, clean a nd m prope r order.
The Inspection
Make sure th at the inspector is accompanied on th e vessel d u ri ng the inept;(_
non.The best people to do this would be the Mas ter, Chi ef E ngineer, ChiefOf.
fleer an d the First A.'lsistant Engineer (Second Engineer), who can divide the
areas of inspection a mongst th emselv es -
Normally, t he inspector will start by checking all certifica tes" and docu.
men tat ion with the Ma ste r. He will then move into the a reas listed below
However , it must be reme mbered th at th e order and sched ule ofthe inspec:
tion eon be cha nged to ecfueve less dis t urbance to the nonnal ope rationa
onboard. The inspector will have a pre·pl a n ned inspection fonna t , which he
will wish to follow, th ough th ere is not hin g to stop different sections being
done in a different orde r. With the new OCIMF VP Q , much oft he da ta refer-
ring to the tanker will hav e been completed in a dvance. Ma ke su re t ha t you
have a completed up-to-date copy a vail able for th e ins pector a s this will save
much t ime.
I I Bridge and Radio Room
2) Cargo Contro l Room and Tank Deck
3) Engine Room and Sl.et'ring Gear
4 ) Accommodati on I Galle y
& iow an'M mMt common rkfi ciend es found in all areas :
Bridge and Radio Room
The most common deficiencies encoun te re d in t he B ridg elRadio room areas
are related to publicati ons.
• Peeeege plan only pilot to pilot. En sure tha t t he filed pas sa ge plan cov-
ers berth to berth navigation
,. Mililling publica""", ,r om ditiIOns on boa ni when new publica tions
Id em
na,ye; been ieeaed
I mg:Maliter'1 standing orders and night order book
i.~~re;i'r. gyro error
t f~ition on the navigation chart during trans it of pilota ge to
REVIEW 237
• Officers and ratings not we arin g hard hats on deck
• No screens inside the vents for the ballast tanka
• No ca libration gas for gas detection imtruments
• Crew not wearing personal proteet ron gear
• No policy for e ntering tanks
Engine Room and Steering Gear
• No proced ures or instructions posted for foam sysu-m
Emergency steering pr oced u res not posted properly in steeri ng gear room
Hot work pr ocedures not used or not present in the man uals
No sa fety guidelint s available for engin e room/workshop welding equip-
ment
• No eye pro tection waming noticea posted for engine workshopmschine
• No clean goggles by gri nders a nd lathes ry
Accomm od ati on/G alley
• Untidy
• Overhl'ad ventilation greas y-fire hazard
• Accommodation ventilaUlrs with no idtntification labels
After the In spection
All insp ectors should sit down a nd dtaeuee observations and comments after the
inspection is completed. If not , the Mas ter should record 8 writte n objl!Ction
that this ha s not taken place an d inform his company immediately. Addi-
ti onall y, the inspector will give the Mes ter a written list of th e cbse rvetic ne
fou nd. This is a very i mpo rta nt part oftht inspection process. It is 81110 the last
cha nce for inpu t before the in sp ector fill'S his re port with the oil major. Be su re
to discuss everything thorou ghly. Misunderstandings can be the cause of obser-
vations.
• Correct all obse rv ations as soon a s possible
• Se nd the report to the head efflce or depart ment in charge
• Com plete t he In specto r Feedbac k Fonn a nd send it toget her with th e re-
port (8 copy is to be foun d at th e bac k of th is booklet ).
REVIEW
1. What is vetting? Why i s it n e ce s sary in the present-day transportation
of cargo? . . I
2. Describe the SIRE s yst e m established by the all Compenwe ntema-
tional Marine Forum. . .
3 , List the major areas of a vessel that are examined in an mspectlon.
4 . Why is a successful vetting inspection crucial to ~he vessel~
What are
some common deficiencies identifipd ~y vettll~glI~specto~:.
5. Describe the role of vessel personnel 10 a veltmg Inepecu n.
 • BAl.l.MiT l NG 01 '~; RATI O N !i 239

CHAPTE R 11

Ballasting and Deballasting Opera tions

Tank,to
vessels generallycarry cargo in only one direction, hence the need
carry ~awater ballast on the ret,urn leg ofthe voyage. There are ex.
ceptlons
. h .to this rule such as parcel earners that often backl oad as th eyare
dIIIC argmg cargo and ~nk barges that lack the necessary equipment to
ballast. Properlyballasting a v,esse,' is extremely important; it represents a
largepercentage oft~e o~rat mg life of a tanker (see figu re 11·1 ). Car eful
plannmg and execuncn IS also essential when conducting eimulta
disch db ' neous
cargo w.tH; arge an alJastmg operations.
BALLASTI NG OPERATIONS
A proper ballast plan for the vessel should tak e In
Iactcra: . to accoun t a nu mber of
Figure11-1.The ballast Iegofa voyage ecnstituteas largepercentage ofthe eperat-
ing lifeof a vessel. Courtesy ChevronShipping,
that operators carefully devise a suitable ballast plan forthe vessel, taking
into account the anticipated weather en route to the next loading port.
Modern ta nke rs a re equi pped with segregated.ballast systems consisting
of tanks, piping, pumps, and sea chests used exclusively for ballas t service
durin g th e life of the vessel. These systems were mandated as a means of
reducin g th e routine operationa l discharges of oil that typically occurre d
during the ball ast tri p. Operational discharges at sea included the disposal
of dirty ball ast , tank was hings , pipeline flushings, and pumproom bilges,
'The installation of segregated-ballas t syste ms on ta nkers has dram ati-
cally reduced th ese dischar ges by simply eliminating contact between oil
and water. Th e minimum qu antity of ball ast carried is dictated by the
draft and trim requiremen ts that are conta ined in Regulati on 13-2(a), (b),
and (c) ofMARPOL 73/78 and Titl e 33 CFR Part 157.10which stipulatethe
following:
Minimum draft amidships '" 2,0 + .02 (length ofve/lsell in meters
Maximumtrim", .015 {lengthofvessell in meters
Full propeller immersion
The rules further state that a vessel must comply with these require-
ments during all phases of the ballast passage. The segregated .ballast
 DEBALLAST ING OP ERA TIO NS
BALlASTI NG AND
240
, jl.ely located a round th e ca rg o a rea to minimize
tanks must also be proft c(Jr : n or grounding. Th e total a mou nt of ba lla 8 t
pollution in the even~o~co ISd'".ftand trim requirem en ts is ge nerally co
the rnlm mum r d " n,
neede d m mee t II t COnditlon. Adver se or etenora t mg Weath
stdered a fair-weat her b? 8 S

storm ballast. Stonn

i:
th
ballast trip often necessita t e taking :r
conditions offshore d~~17:st additional ballast car~ed in one or rnor~
._ special handling or dis pos al at recepuon
k hich t hen requrre
cargo tan 8 W I I term condition. the vessel ma y carry 50 pe rcent or
facilities as hore. n as . b II t
more of the deadweight tonnage m a as .
BaUs st System Con figurati o ns
yetem on a tanker generally fall s under one of
The segregated' ballas t 8 d b II (a) Wing tank ballastarrangement on
. I desi In most case s the segr egate - a ast system con.
three possib e esigns . ' . h . 11 < II a sIngle-hull vessel
. f . f ·ng tanks( fig. 11-2a ltha teIt er partta y or ru y com.
sists c a senes o W1 d tnm requi ts A I .
I ith th e an-<.rementioned draft an trim requrremen . P a n view of
pyWl . ' . I h li ta k . h .
such a ballast configuration for an exiatmg smg e- u n er I S S Own In
figure 11-3.
In the caseofa double-bottomtanker (fig. 11-2b), the s pace between th e in-
ner end outer bottom ill used for the carriage of sea wa te r ballast; figure 11-2c
shows the ballast area at the sides and bottom of a double-hull tanker.

Ballast Terminology
A degree of confusion often arises concerning the terms u sed to descri be
th e ballast on a vessel. The most commonly used terms are defined a s fol-
lows:
Dirty ballQ8t refers 10sea wate r intro duce d into cargo tanks up on com-
pletion of cargo discharge. Residual (un pumped ) ca rgo, clingage adheri ng
(b) The segragaled-ballasl space in a
to the sides ofa tank , and cargo remaining in the pumps and pipelines all doutae-ocrtcm tanker.
become part of the incoming balla st water, contami nating it. This ballast
contains significant quantities of oil; it requires s pecial h a ndlin g at sea , or
~t must be retained on board for dispo sal at a reception fac ilit y at t h e load-

p-arturepfJUas£ is a term used on crude carriers to describe seawater

a cargo tank that has been crude-ail-washed during the
Qlde-oil.washing of a cargo t ank prior to t aking on sea-
quantity of oil remaining on board to a fr action of
lee.
a laB ia defined by the USCG as ballast "if di sch arged
a tt a into clean, calm water on a clear day would
e a oil on the aurfaca of the water or on adjoining
mulaion to be deposited beneath the sur'
ning sh e linea." Clean ballast di scharged (e) The ballast space In a double·huli lanker
monitor and control system h as an
P:8 pee million. Figure 11-2. Ballast syste m configura t ions.
 BALI.ASTING OPERATIONS 243

A segregated-balla st system consists of tanks ..

ches t (open in g in the hull). The syste m is design,' dP"pm,g, ~uml p~, and sea
. d . , xc u srve Yl OT ballast
servlee a n 18 camp etely separate from the cargo syste m. In the ideal
sense, segTegate d ball a st shou ld always be "clean " Ho t
. h b lkhea d or i . wever, 8 ructural

". "e ". failures. sue as . u • ead or inner-bottom fracture8 and

result In contamination
.
pipe[ime Ieaka can
n oi
of. the ballast water . It is I therelore,
' conSlldered
prud en t to Insp ect a nd venfy th e conditio n of the segregated ball t .
to dischar ge overboard. as pn or

Ballasting P r ocedur e
' 2e With a se grega te d-ba llast sys te m, seawa te r is introduced into the ves-
sel by fir st lining up th e ball ast ta nks, piping, and sea suctions. The bel-
last water enters th e vessel eithe r by gravity or by using dedicated
pumps to bring wa ter through a sea ches t, As with any operation. the
lineup should be ch ecked to verify that balla st is flowing to the correct
tanks.
Taking sea wa te r int o the cargo system is a critical operation as it in-
03e .3 s volves opening up the cargo syste m of the vessel to the sea. For this reason,
OJ .
established procedures must be followedwhen commencingrdirty-belleet-
ing" of the vessel. The cargo tanks to be ballasted . the piping, and the
pumps should be correctly lined up. With the double sea-suction valves
closed. the cargo pump should be sta rted and run at an idle speed, thereby
creating a vacuum in the sea lane between the sea-suction valves and the
04. 04e 04' pum p. At this point, the operator should firs t open the inboard sea-suction
valve an d the n open the outboard sea-suction valve. When it is verified
that seawater is flowing to the correct tanks, the speed ofthe cargo pump
can be increased. The object ofthis procedure is to prevent oil in the cargo
system from escaping (gravita ting) from the vessel to the sea when the
sea -suct ion valves are opened. Failure to adhere to this procedure ~uld~­
eult in a se rious pollu tion incident. In any event, whether ballasting With
th e pumps or by gravity, the sea-s uction valves must be the last valves
opened and th e first closed ,
Another issu e presentl y confronting vessel operators is the need to bal-
last cargo tanks without venting a ny. cargodvapors ue atm08ph~re:
· lito the A
the emtssrcn
number of states and localities have Impose stn ct mu on D '
of vapors during operati ons sueh as the ballasting
. of cargoshoul
d vents un~g
tank8d, remam
". the ba llasting of cargo tank s, a ll deck opemngs an . di I d by
closed for the duration ofthe operation. TheatmosP~:~a~e~~~ i~~i~c;rent
the ba llast wat er coming into the cargo tank s can
ways: h tanks beingbill·
With a vapor control system, the ~apo~8 ,from t e c:;:; roce ingol: e::
lasted are directed ashore via collection plpmgon dQC p ~
etructlcn .
ent for 8 single-hull tanker.
 . ~' n IJEBALLAST ING OPERATIO NS
BALLASTING I U ' 1J1m ALI .ASTI NG OPERATIONS
244 245

1. Boiler uptakevalve
2. SCrubber isolating valves
3 Gas-lrgelfl9 air inlet va lve
4. F~lnlel iSOlatingvalve
5. Fao-outle t lsola lno valve
6. GasrectraAation valve
7. Ma n gas controlvalve
B Nonrelumvalve
g. Deck mal'llsolaling valve
10. Pr&S6Ure-VlCU\IITl bteaker
1t 04rgo lank 1501a!lng valve
12,. FIoel geuge (i1Iltled)
13. Con5\.1n1 ~ VBIv8
14 PreSlllllr&- VllOlum va1Yfl
1 51.1nd plpe lor P\lrgif!g
10
Deckseal
1. Boiler upt ake va lve
2. 5cNbber iso la tin g va lves
3. Gas-fre eing ai r inlet valve
4. Fan-inlel lselating valve
r--G~~~c,r.;~, 5 Fan-oullel lso1ating valve (----'F':::-JU~:.\!.. L~I L:-.JI~J.U
6. Gasrecirculation valve
7. Main gas coraror valve
8 Nonratum va lve
9 Deckmain isolating valve
to. Pressure-vacuum breaker
11 . Cargolank isolating valve
12. FIoaI gauge (il fitted)
13. Constan' velocity valve
I • . Pressure-vacuum valve
15. Sland~pe for purging Forward O

Vapor emiSfiooa can be controlled by si multaneou s cargo discharge
I g OperatlOlUl. The vapors d isplaced by th e incoming ba llast a re trans-
nlutb&lg discharged. Reprinted with permieeion fro m Cont roll ing
/.01),1 from Tan k Ve1l8el Loadi ng, 1987 . Publi shed by National
a n n , D.C.
Figure 11-5. When taking on ballast in a locality wherevapor emissionsare prohib-
ited, the atmosphe re in the ballast ta nk can be handled in several ways. One
method, known as "compression ballasting" (shown here), involves transferring
thevapors from the ballast tank to the available empty cargotanks in the vessel.
Reprinted with permission from Con trolling Hyd rocarbon Emissions from Ta nk
Vr88t'1 Loading , 198 7. Pub lished by National Academy Press, Wsshington, D.C.

DEBALLASTING OPERATIONS
~pon arrival at the loading berth, th e ball ast must bedisposed of to permit
h vessel to load a full cargo. Clean ballast , from eith er prope~ly prepared
fRo. tanks or the segregated-ballast tanks, may be pumpe? mto the har-
tbout risk ofpollution . Dirty ballast is pump ed to a designated recep-
facility at the terminal or to a barge.

Load-on-Top
ears, various ballast handling mques have dbeen
. tee hni i hutilized
1960 to
.
QIlution ofthe sea. One such technique develope /n t e :~:
it- n-top" CLOT). This an operational method 0 re du cin ~1
(fift):' ballast and slops discharged into the sea. :r Ii:I u
. . . . b (y sw,pr WI
I II racticed by a significant. num er 0
 Il EBALLAS TING Ol' Fl>.
·.",TIONS
247
nder sta nd the process, envision a VLCC
TOU
II discha rge a f cargo. Th e Ii hitp tS
. fitt ed with eta term ',na
" j
conducting
a fll. therefore , balla st p rep arations begin withe~rude-oll~washing sys-
tern, tank s to be ba ll a sted . The ca rgo ta nks to b b cru de-Oil-wash of all
'Load on top' system of controlling ca~~e dock a t th e d isch a r ge terminal must be e a~a8ted prior to leav,
pollution at sea " g tanks to be u sed for a rri va l b all ast Upo was e\d ~8 well as those
cargo . n comp eh on f .
e th e departure ballast t anks are filled with 0 cargo dis-
k u rn qu a nlil'U 01sea -w a lar in some 0 1ill 1'l'Ik. lo MI "'e
Afler dIsch arging ~a rgo, e 111'1 f' r~, ,t rni~ t5 w ith oil residultS in th e "nk, .nd becomes charg . d tri ~. seawater to t h
. ,'", um dr a ft a n tnm requ1Tem ents diacus"d I' The vmee l td e
15 ballu!. When ttle w ater~, ~i1rtv boIllnl ..... ater " lIS10 be . ep la ce d by clean belles. which lI)\n ..• . earuer
'dItty', DUling 11'1, vkO~'~:'I ~~ ~i'hOUlli5k 0 1 poll utio n wh en t ho l a nke. re ac he , th e lo ading pa
rte th e di sch a r ge port and begins th e ballast legofth ' esse e-
~n be puml*! bee 10. , , "",10" be tl u ned 81. sea 10 Ins ure Iha! Ihe MI -wl t" the next loa din g po rt. The vessel is infonned that it m' VOtyag~ en route
por'l Soma empty I,n I mU5 " to , . 1 nJ . us amVea t the
pum'ped ;nlo tham " b. llnl rem,i ns clean en d tree 01 0 '1. ext loadmg port In a c e ad a rri
n . val ballast condition . Whil teat sea the
~--
-~
cargo ta nks that we re cru e-otl -wa sh ed ~nd left empty at the disch'arge
terminal are n ow water-washed and stripped. The washing, d 1
. hi h i "
are tran sferre d wit In t e vesse a nd retained in a designated el tank
an sops
The wash ed tanks ar~ t hen fill~d .with clea n seawater, considere:~rril'al
ballast. In the mea ntime, the 01 1 10 the de part ure ballast ta nks has sepa-
During l!'lt YC/'f"gt"okl lO be "lied with clean ba llast water e re w uhed an d th, oily rated into a defined laye r on the su rface of the ballast. Using an interface
wUhingl'" eollKltd into on. "op l . nk.
meter, the depth of the oil la yer ca n be determined and th e water under-

-'-
Th, oil in the nl "ilhbo urll'lg 'd Irty bllluf I,nks 1101t.10 the top.
neath this layer ca n be carefully pumped overboa rd. The pollution regu-
.......... . .....
cu_ 00.....
lationsthat presently govern the disposal of cargo residues in this fashion
can be found in ch apter 14. The water in the departure ballast is decanted
overboard until the oil- water interfa ce reaches a "eefe" height above the
bottomof the tank , thus reducing t u rbulence or eddying th at could dis-
turb the oil layer and cause unaccep table qua nti ties of oil to be dis-
:I Th, now de.n Ii nka .r. ' ,IIte1 w 'lh ballnt W811r which w ill remain cleen end I Ulta bl.
01d'KIl .rg, I llh" ot(j ing po't. charged to the sea. The small quantity of oil still in suspension in the
til t1'll 'cifmo b,t!lu( IIll k•. thl clea ll Wi le r ullda, t tle oi l is discharged 10 Ihlll I t• • nd ballad water bei n g pumped overboa rd is dissipated in the wake of t~e
YJiY'"' OCllop II trl lll l,rre<! to thlllI lo p tlll k.
vessel. Th e rem a in ing oil and water in th e departure ballast tanks IS
transferred to the s lop tank where the process of separation and decant-
Ing is re peated. The vessel arrives at the loading port with clean ballast
and a sma ll q uan tity of oil and water in the slop tank. Before the clean
Ji lI1i8tis disposed of, it may be necessary to flush the ~um~s and botto~
Pi 109into the s lop t a nk to avoid any possible contammattOn..The cle~
est is pumped overboard at the load ing port , and, depending on k .e

••• ad of the vessel the s mall qu antity of oil and water in t he slop ta n IdS
• ,. 1 d d top of it or pumpe
Ured and the n ext ca rgo IS eithe r oa e on top procedure
d
r to a slop tank. The effe ct ive ness of t he loa -on-
n eQiby a number of factors including th ese:
ure itSto-
'
 DEBALLASTING OPERATIONS
248 BALLAST INa• AND
249
Re cept ion Facilities the now-through method. in which ballast t k .
d re work s well for mos t crude carri ers wit h a HUm discharged by pu m pin . clean water. an II srellun1.IIte neol.lsly filled and
. g In
The load-on-top proce u . I tion u I-
. I I n ball ast passage which permits amp e se para IOn tim e to pro. The draft guidelines go on to identify th .
rient eY\:11081 and slops. Product c~rriers a nd vessel s o~ short hau ls taken to ensure th e ship's safetY-lluch aa ta~ pr~l.Itlons which need to be
cess t h t t Iten handle the dirty ballas t a n d slops In ot her Way, ions ensuring t he ship's Iltability being , ng Into aceou.nt weather eondi-
along theco8s mus 0 . . . hid' for t he r n . . .
.1,ware of the bl
Tb esc vcsse IS U I1'IZ.," .reception
", Iaciltues .at".t e oa m hg port lork t e disposal •' hip's f1 tru cture an d ot her factors. They o COver crewpaSSI
t . .
e effects on the
..
of t heir ball ast "and slops . Reception facilities a re s ore tan 8 li Med exclu_ it ation and th e long-term evaluation of safe' Tamingand famlhar_
y ee pecte.
stvely for the receipt of dirty ballast and slops from ve sse.ls. The wa ter and Rt'printed with permission fromChevron Shi"in ro_
'1 .
01 IS process"
ed ashore using separators. and th . he water
uffi . 18 ret urn ed
. to the
g ......mpaIlY.ll.C.
harbor. Today, many terminals are outfiulehdwit S . clelntrrecchPh on facil.
ity capacity to accept whatever a ve,s se. as on arnva . n . t e ins tance Inv a sive s pecies can ca use dam age in sen,,' ,,' ,.
where a terminal cannot take a vessel ~ dl.rty ballast or slops, It may be nec- . ve areas to th e tun Ibi l
lions of dollars . In t h e United States, th e National Invasive S . e o 1 ·
essary to transfer it to a barge or retam It on board. 1996 requires ve ssel operators to implement a ballast. te pectes Act of
sche me w hiICh imeI u d es a vo Iun tary regim e for ballas, wa r man agement
h
Ballast-water Exchange . h h G
CertalR a reas s u e as t e reat Lak es are protected by
-we ter exc ange
db '
Efforts to reduce sea pollution in the past have primarily focused on th e oil . a man atory al-
last-w ater exchan ge pro gra m whe reb y prier to arrival in th I k I
e a ee. vesse e
conte nt of the ba llast water. In recent years, increasing conce rn over ot her must condu~t a fu ll excha~ge of th e ball ast water at sea beyond th e exclu-
forms of pollutio n have prom pted regulators to impose res tricti ons on bal- sive econormc zone (EEZ) In depths greater t ha n 2,000 meter s. Upon con-
last-water disposal. The prob lem stems from the worldwide t ra n s port of clusion o~ ~he exch~~e, the ba llas t water th at will be discha rged must
vari ous types of bacte ria, viruses, pla nts, and marine organisms in the bal - have a mmUI~um salinity level ofthirty parts per thousand. Altern atively,
last water of vessels, which poses a se rious threat to the marine environ- vessels entenng t he Great Lakes ca n retain t he ballast on board during th e
me.ot. Following is a notice from one fleet ope rator concerning the need for time in the lakes or di sp ose of t he ba llast at a shore reception facility. The
iillast water exchange: exchange of ballast can ac h ieve a n acce ptable level of pollution reduction
provided it do e s not com pro m ise th e ope ra tiona l safety of th e vessel while
Ballast Water Exchange at sea. Some vessels con du cting ball ast-w ater exchange at sea have devel-
pallt fewyears there has been increasing concern over the intre- oped significant bendi ng s t r esses during th e process. prompting some own-
wanted aquatic organ isms an d pat hogens through th e dis- ers and regulators to seek other solut ions. As of this writing, the industry
alI 8 ~t. water . In many cases th e organisms (plant , anima l conti nues to research methods of ball ast-water management. treatment,
hifve,been able to flouri sh in their new surroundings. and control to red uce the introduction of marine organisms and plant life
en 0 indigenous marine life. not indige no us to t he coastal areas and inland waterways of the United
mb1y adopted a resoluti on which contains guide- States.
ro lema. and the Marine Environment Protect ion
n I drafting a possibl e new annex to MARPOL
Wry regulations.
REVIEW
th t any measures which are intra-
nvi~onment do not threaten safety. What are the IMO draft and trim requiremen ts for a 300-mete r tanker
nattbn te rn balla st water has been to i ballast? h
t for- water load ed at Ilea. where lean ballast is considered water with an oil conte nt ofte sa t an _ _
er 0 e concern ha s also been ex-
.ally: ia th e ship were W be
U uUl be completed .
Ii
ist ur factors that s h ould be taken into accoun t when devising the
ea 1 ballast plan .
u change ofbal-
r re departure ballast.
.ctl balla st tank a are
d he other is a~val ballast. ents?
ared-ballast system consi sts of what compon .
 250
BALLASTING AND DEIJALLASTIN G OPERAT ION S

7. Describe t he proccdur~ f~r commenci ng hal lnat ing operation!! ullin l::
the cargo pumps and piping. . .
B. Def;cribc th e load-on-to p met hod of poJlutlOn reduct~on. C H AP T E R 12
-
. ball Ast-wat e r excha nge necessa ry on certem vC!lselll toda y,
9. 11'1>y IS 1
particular ly t hose trading overscas.
10. List four factors that could adv,erse ly affect th e perfonna nce of th('
LOT meth od of pollution reduct ion. .
11. Why must the pipelines a nd pumps be dropped and s tnpped prior to
introducing ballast water into th e cargo Syste~? Tank Clea ning Operations
12. When ballast ing carg o tanks in a state that limits va por emi ssion8,
list the various ways th e ta nk at mosphe re can be handled.
13. What is a reception fa cility?
14. How can the wate r in a segregated-ba llast system become contaaa.
nated?
16. What options, if any , are availa ble to th e operator s hould th e segre.
gated ballast be rontamina ted ?

I n th e operation of a ny tank vessel, it is necessary at some .

tanks . Th er e are numerous reas ons for cleaning: pomt to clean

1. Change of cargo or vessel tra de

2. Prepar ation for de an ballast
3. Sludge control
4. Preparation for gas-freeing and tank entry
5. Preparation for shipyard

A successfu l tank cleaning operation involves carefulplanningand exe-

cution to avoi d wasting time and energy .The ta nk cleaning plan should in-
clude such considerations as the sequence of tanks to be washed. the
method to be employed , t he number of machines, line pressure, tempera-
ture , st ri pping method, slop tank use, and atmosphere requirements. For-
tunately, oil and che mical t ransporters provide extensiveguidance in the
fonn of clean ing charts or man uals tha t suggest the optimum method to
clean a tank for a particular cargo or opera tion. Figure 12-1is a cleaning
chart from one operator for use within their fleet.
As an example , if the la st ca rgo ca rr ied was commercial gasoline,
special preparation would be required to load jet fuel (J P-41on the next
~. Reference to the cleaning chart reveal s th e following recommenda-
1 ne:

Machine wash the tank with coldwater

Flush all aaaociated piping, heating coils, and pumps
oroughly atrip the tank of washings
D the tank through ventilation and mopping
eve loose sediment , sludge. and ecete

251
 J!1i . .1 1
~:,j x
. "c..
• I I .' I · I

I I ·· l

5 _ s te • • • • • • -,
::....::
Jj~! !!
•
-i I I'·
- ~!il 3 • •
ii; j d I

!i .ii!HI ! ! ! ! I
I
j I -,

:=
!
• • " Figure 12-2. Typical portable ta nk cleaning machineusedonsmeller vessels. Cour-

! -,
!
tesy Gamle n Chemical.

!~. il !!
I lf'no wri tten cleaning proc edures exist aboard th e vessel. personnel of-
ten depend on a n experience factor with the operation, or they tum to the
i cargo own er for a dvice on how to prepare for a certain cargo. Preparation
for loading sensitive chemical ca rgoes often involves additional work such
;= 1 8 S freshwater rinsing, h a nd h osin g, chemical washdown, and drying.
~

EQUIPMENT
Atypical tank cleaning system consists ofa sea chest. tank cleaning pump,
heater, and fixed piping on deck.

Machines
ini leaning operation is accomplished through fixe~ machines
en I mounted in each tank or portable machinessupphedb~ hydr~
,:r::d
q
, ~tank cleaning hoses suspended in each tank. Olearung e dU:~amdee~t
Ii nologyhave advenced dramatice " II er the past severe l =- .
yov"groac hime th at iIS smaller,
12·2 illustrates a modern tan k cIaamn d
th its pre scessora.
S8, and operates at a lower pressure an
 TANK CLEANING OI'E J{ATIONS
254
, hi hAVOsmooth bore nozz les t hat d(·1i\'l' r tln- W h
Tan k cIeam ng mac m ealean ing th e surfaces 0 f a tan k by dinTI un pmll.~ •
, fluid t high pressure, C
mg ur a .
k.Ft e-.
. l fth oJ'ct as wellss splashbac . Figure 12-3 111 ustrat .
ment lscounng achon O . hine i . IS
I ' talled(fixed) ta nk cleamng mac me In OP('ratum
8 typical pennanent y meta lJl

a cargo tank. . only dri ven by th e washing: fluid and rota h' i
The machme s are carom . h n
. rti cal and hori
onzonta ' ·1 plan es to achieve t e necess
.J.
a ry con-ra!'tc oft hC
t h ave r «. ti cleaning. Nea rly a ll au rtaces of th e ta nk U f e hit
tank surfaces lor euec rve .. h d • f
, let ith the exception of s a ow a reas, s u r ace s which
by the cleaning j e WI . '-- h
hi Id d from th e machine by framlOg rnem oers or ot er obst.rue.
maybes ie e . I t he ta k f '
. nhin the ta k Ifa s ignificant portion 0 e won s u r ace I S within
none within t e ... O . . (a id bo
the ahadow. a I IOn ,I ,uhmerged mach ines 8 1 e- or ttom-mounted)or
ddit i
h
, 0 f a potrtebl e machine may be necessary to reac th e a reas in
the spcttmg W>

the shadow.
PORTABLE WATER.WAS HING
Although pennanently mounted tank cleaning mach ines a re becoming
re prevalent in new construction. portable ma chines still pr edominate
in smaller vessels. Aportable tank cleaning machine (as shown in fig. 12-4)
is used in conjunction with standard 2lh-inch tank clea ni ng hose connected
to a hydrant on the supply main .
Seawater is delivered to the washing machines from a tank cleaning
pump. The temperature oft he wash wate r can range from tha t ofthe ambi-
ent seawater to as high as 1 80~F if a heater is employed. Th e supply pres-
sure to be maintained at the machi nes on deck is a critical param eter th at
varies considerably fro m one machine to another; therefore. the manu fac-
turer's manual should be consulte d for the correct value. Modern tank
cleaning machines operate at lower pressures than their pr edecessors. soa
standard value is difficult to assign; it can ran ge from 100 to 180 psi (7 to 13
kgfcm~). The correct supply pressure is cri tical to the success of the wash
operation. as it affects thejet length and the cycle time of the machine.The
cycletime represents the time necessary for th e machine to rotate thr ough
all th~ angles ~t a particul ar location in a tank . Th e cycle time for portab le
machines ~anes depending on the manufacturer ; however, cycle time on
most machines averages approximately thirty minutes Since most porta-
ble machines are driven (powered) by the washing medium. ins ufficient
supply preeeure results in slower machine rotation whi ch has a n adverse
affectl,on the wash.
1 ,e machinea should be electrically bonded via the hose to th e ta nk
-e e8ril ~ supply main. Safe industry practice dictates that the tank clean-
",,,,,,,!n~g~ ~ted for continuity in a dry condition and visually in spected
to use. A meaSured resistance exceeding 6 ohm s per me-
b'r ejection ofthe hose . The tank cleaning hoses should
n"d arecord ofthe test results maintained on th e vessel.
 TANK CLEANING OPJo: llATIONS 257
256
s rtic ulardrop . Some vessels ar e equipped wi .
. hould be made up pr ior to loweri ng t he m~ch i no in to the 8" 6P) aSllem bly for por ta ble wa shing cperatir, ith aspecialhose reel (fig.
All connectIons S t d to th e hose a nd the hos e IS conne ch'd tn )2- h di . 'Ins.
hin e is conne e e "' " The ta nks are was e, m a lien ee of drops with the m ' ..
tank-the mac. I 1 . the machine to t he fir st drop (level ) in thl'
the hydrant pncr to. owe~ngld not be broken un t il the operat ion is Corn_ ch level for the s pecified cycle time of the m hi ~chme rema mmg
tank . These connec.tIO~S 8 ouved from th e ta nk . To facilitate d raini ng the The numbe r 0 f d rops a nd the amounlof tiac tne orin scma cases 1on-
at eS--
ger. h ff me Spent at each drop can
plete and the m8chl~e IS mer ation is complete, a bleeder va lve s hould he vary based on a n um er 0 rectors mcluding the foliowinJl:;
hose after the c1e8~mgl ope;ned to break th e vacu um, t hen resecured
g 1. E):perience factor with the cleaning Operation
opened or the.coupbdn OO'assembly is lowered into t he tank (fig. 12-51
Th rnachme an h ose d t: . I d 2. Tank size an d i.ntemal configuration (complexity)
e . . th deck' it is typ ically 8upporte on a lair en called a
through openin gs In e , 3. Time ela psed since the lallt cleaning operation
saddle . h. rally have a fitt in g to wh ich a ta g line is connected . 4. Previous cargoes carried
The mac mea gene . II .. 5. Coated or mild steel tanka
. , .1. . _ han'"ng the position ofthe machine as we a s Setu n ng It
This ISC! ILa...,S C eo' 6. Hot- or cold-water was h
7. Rinsing or full was h

Th e nu mbe r of lan k cle aning ma chines th at can be operated simulta-

neously is usually dep ende nt on the dime nsion of the supply mai n a nd the
ability to maintain the desi gn pr essure at the machine. A typical ta nk
cleaning error occurs when per sonnel a ttempt to operate more than th e
recommended n umber of m achines simultaneously. As menti oned ea r-
lier. thi s ca n result in low supply pr essu re leadi ng to slower machine ro-
tat ion and in adequate jet length . Operators should be mindful of t he
limitation s of the cleaning system th at can influ ence the effectiveness of

. ended in a ca rgo ta n k on a fair-

2·5. Tank cleaning hose and machine suep
Iffi a saddle .
 TANK CLEANING OPERATIONS
258 259
~ t ok bol to m . S hould a buildup occu th
-dryh ato p the ac cumulated was h water r, de °xe rato r should stop the
W~8 ',~n use. • an re Ut e the number arma.
du ne . th
The use of coa tmg:s on e ta nk RUrfael's (fo
. in re d u ci n g the ti m e and effort nece esa r e.: am pie, epoxYJis very ef_
l1ve
fec oat ings also re d u ces t h e qu antity. of scale l
ry IN Cean a ta
d . nk ' Th euaear
sueh
C
k C .
leel of a tan . oattng manufacturers eh ld be an ca rgo Imp d >
regnate In
'hi' n ' ,>ng lim itat ion s t hat m igh t cont ribute to C~~t' "a:lnsulted for any
erea h ..... mg 181 ure Typ> I
trietions involve t e te mp erat ure of t he wash wale
T
\' lea re-
s d the u se ofch e mica l a d d itiv es . In a ddi tion conlact , ,8,uh PP Y Pressures,
an . , . ' WI certai n typesof
~ a-oeS he ating requir em en ts , exceSSIVe stress and vib ti
...... r. ' " • ' " ra Ion can also
......ntrib ute to t he prem a t u re laJiure of the coatt nsa in a ta k 1 >

,. k ti be 1 !'>u n . t ts reccm.
mended t ha t tan coa mdance gs regu arly inspected for evid fr >1
wt •• ence o a nure
and maintamed In a ecor a nce Wit h manufacturers' guidelines.
> >

FIXED MACHISES
The use af fixed wa shin g sys te ms with permanently mounted machines in
the cargo tanks pa r a lleled .t he development of the modem supertanke r.
Withth e a dvent ofla rger ships ca me the daunting task ofhow toe ffectively
clean the immen se cargo tanks. It soon became apparent that the portable
cleaning methods of the pas t were inadequate for the job.
A number of equipment manufacturers developed fixed tank washing
machines conn ected to fixed s u pply pipin g on deck. Figure 12-7 illustra tes
a typical deck -m ounte d tank cleaning machine t hat can be powered with
seawate r or crude oil.
When com pa red to portable ma chin es, fixed machines have the advan-
tages of grea ter throughput an d jet length , which are more effective when
cleaning larger tan ks . The hi gh er out put fixed washing machi~es are ~i­
cally classified accord ing to thei r t hroughput. A high-capacity washing
machine (HC WM ) is d efined as any fixed machine with a throughput ex-
ceeding 60 cubic m ete rs per h our. Fixed machines in this category were
linked to the dev elopment of a significant sta tic charge in the ta nk atmo-
sphere which ultimately le d t o t he inert ing requi remenls (see cha~ter ~~).
Other claimed advantages affixe d washing systems are the reduct,~n 0 a ll
!XIr and the fact t h a t it is easie r to control th e ta nk atmosphere SIOC,'
.
k openings . ti In new construe ton.
remain close d during th e op~ra IOn. ems in their smaller
e owners are now installing fixed was.h~ng syst f rtable washin g
duct carriers, a departure from the traditional Ivided ir ~~ two groups:
Ii e. F> txed tank washing machitoes can be divi e mro bl submerged
. able deck-mounted machines and no~p~=:'n~zZle variety
ea. Deck-mounted machines are usual y more distinct stages
be programmed to perform th e wash in shbe tween prescribed an-
iPhe operator Bets the machine to was e
1 a Control unit on deck (fig. 12-8).
260
TANK CLEANING OPERATIONS -
Twin-nozzle nonprogrsm rnnble machines a re stra te gica lly po8 1itilO n
o d Manual18ve' se m~ ..
"anism
(side- or bottom_mounted ltn t he tank to reach the s ha d ow areas who h e ____~In ._
BO~om 8rlg1e adjuster

e~t
missed by the deck.mounte d machin es. Th e shadow are a s r ep re a rc are
tank surfaces that are shielded from t he clea ning jets by la rge 1mary the
structural members such 88 main girde rs , stringers, tran sver:e:
n orweb
frames , an d so on (fig. 12-9), These ma chi nes a re fa cto ry set to perf ma

Nou lfJ lingle Bottom angle

il'l(licator " \
selector

Manual
raiW\ow&f
lilt ing lugs

Nozzle angle indiCator

,Ol>mm Seal dra'"
.....
Deck flange

Manual
reverse
mechanism
Cross Shall

Bollom angle adjuster

Impeller
,"'"
in~ G~~box and contro ls for the LavomaticSAdeck-mounted tank clean-
• 18 model contains a selective an: oontrol for USB with multistage
lIi t The gearbox contains (1) the in-line washing nwd turbine that.
ac time and (2) the syatem of gears controlling the speed and directfo n
urtesy Butterworth .
 CHUIlE.O IL..WASHING (COWl .......
263
complete wa8hin~ pa tt ern every time, cycling throu
ber a nd location of tank cleaning mach' " gh all the an,l .. 10
DUroof the ta n k s u rfaces . Th e lMO rules" Inesl sd eterm·
. Inedbythecov " e_
.g'te that " 8 \1hori
on zonta I an d vertical areaslor crude-OIl-washi"ng systems er
«. ti 1 b d n ti
staent or ett are washed by diIrectimpinge_
e c tv e ty y e ec IOn or splashingof th . .
m During t he washing opera tion, the machin e ~mplngingiet""
roper rota tion sho~1d be checked by per80nne~ :~t~:gll, ~c1e times, and
~es8eI8, th e smooth mternal surfaces ofthe cargotan';' Withdouble-hull
shadow ar eas should mak e the job of cleaning tanks mand th~ absence of
rnooth inn er bottom of th e cargo ta nk combined .th ~ch SImpler, The
~el1s or sumps should e.nhance stripping effecti:nes~ e use ofsuction
q
uantity of mu ck and sediments left behind in the tank W~Dhd reduce th,e
· h ' It COJTe<:t pear
tioning 0 f th e t a n k cIea mng mac ine s operators should fi d . .
In z th ta k d bl '
c1eanmg t e charg? \n h' o\n a ou e-hull vessel far easier and n more
the Job of
effec-
l
tive than on t e smg e- u hivessels oft he past. On the other hnann.a d hould iIt
become necessary to mac me wash the space between the hulls(segre-
gated-ballast tanks), the st ructural complexity of this area will mak th
job of cleaning a nd gas-freeing difficult at best. e e

Pipelines and Pumps

Whencleaning tanks it is important to remember that it maybenecessary
to flush all associated ca rgo piping and pumps" For example, beforewa-
ter-washing tanks in preparation for clea n ballast, it is imperativethat all
bottom piping, bran ch lin es, a nd pumps be thoroughlytlushed with water.
Failure to do so ma y result in the conta mination of the clean ballast by
cargoremaining behind, trapp ed in dead-end sectionsofthe pipingsystem.
The contents of cargo piping and pumps should also be considered when
preparing for a change of ca rgo, repair work, and the shipyard,

CRUDE-OIL-WASHING (COW)
Growing world concern over pollut ion of the seas prompted the de;lo~
ment of a new cleaning te chnology called crude-<lil-washing. Cru e-o
, era have always been viewed as a major , t ib tor to the worsemng
.. ron n u
CO Qitionofthe seas This conclusion was based on the fact at ~~ red
:l': '.'
th th ron-

It tu the majority' of world tanker tonnage and crudead wee~~~a~ure

,~, istent" oil, A persistent oil is one that IS not ~IY ~e:en crude011
n:r:.ugh . weathering, a combinabonofwave and Wl~~. on weather away
~'"!P.'
, arged?T s,pilled i~to the se~. the ~ght the h~:;er asphalt and
lTh"\![:!1J vaponzatlOn, typically Iaavmg be~hinde roblem ongtnated from
['·:L'~I" Sees in the form of "tar balls. T\.~fcrudecarners,nameIY
~J~ f'::;'d. rmed "routine operational discharge Ipeline Oushings, and
• ,I :;~'I}:,;:aJ bf dirty ballast, tank washings. slops, pi
 TANK CU ;ANING ( lI' ~; nAT I(l NS
264
d . g th e ball as t leg of th e voya ge. 'I'Iu - t'~ li ll1' t I
pumproom bilges a ts cn undo ,o'o the !leas annu all y wa s stagg-pri ll" (", r-
. Foil b lug umpe I
quantity 0 01 (' I dhe i dusl ry developed several e pproa ch o» til comb.
" . Vt' r

th 'P es t thirty' years t e In ' II ' f 1

d' I d-on-top pr ocedures, m s a auon o S Hl n' n'{'(. nt
.

t .h e Problem
.,.
inclu mg on
e a ted.ballas 1systemS,an d eru d e-OI'I-was 1u' ng sYS!l'ms. p,
tlonfaclhhes:scgr hg d ta ker has a significantly r educe d q ua nt it y of 011
A crude-oIJ-w8S e n d' h Th i ' . -
. . board at the complet ion of a ISC urge. IS rnuu miu ·s cun·
rem~m~g onf h d rture ballast water and elimin at es th e n('('d for f'l( .
tammsl10n 0 t e epa
, hi g f ca.....o tanks at sea. Th e net resu It I' S a redu ction
ten sive water-wa s In 0 •e h b ' f
ln th " o f oily-wat er mixtures (slops) , t e a S1S 0 the pollution
in t egenera IOn d 'I d '
roblem Tanks are washed with th e cargo (eru e 01 ) urmg th e normal
:ischa~e of the vessel. The first meter of any cargo tan~ to be used as a
source 0 f ern de-oil . wa shing
IU
fluid must be pumped out. Th is red uces execs
. '
sive electrostatic generation due to t~e pr:sence .of water In t he crude·
oil-washing fluid. Cleaning the tan.ks 10 this fas hion takes adv? nta ge of
the solventproperties ofthe crude at! to degreas~ the cargo adh~n ng to the
surfaces of the tank (ch nga ge) 0 5 well as to dissolve the sohd residues
(muck)that accumulate on tank bottoms. The need for manual remo val of
sludgefrom cargotanks tmucking! has been greatl y reduced as th e major-
ity of the solids become part of the delivery being pumped ashore durin g
the discharge ofthe vessel.This saves a substantial a mount of time when it
is necessary to clean the enti re vessel in pre paration for drydock. There is
also an economic benefit to owners as crude-oil-washing increases the
quantity of cargo received in th e shore tank. Compa rative studies have re-
vealed that a crude-oil-washed VLe C can delive r an additional 1,000 to
1.500 tons of cargo which would otherwise have r emai ned in th e vessel's
tanks and pipelines.
Duringa typical discharge, crude oil is route d to a special line on deck
referred to as the COW main. which br an ches off to the individual fixed
cl.eaning ~a.chines in each tank . According to regula ti on, the crude-
all-wash piping and machines must be perm an ently ins talled and con-
structed of. steel or an equivalent material . The COW ma chines must be
:~ported In a manner th~t will e.nable them to withstand the vibration
p;:ssure surges aSSOCiated with the operation Ea ch COW machine
mug'l equipped with stop valves or equivalent i~ th e branch line. The
nczz ea are dnven by the h' fluid ' '
within th bod f h was Ing UI acttng on impeller s a nd geanng
unted e ..I yo t e machine or through the use of portable drive units
;' ''!'o:;;~'t'!i0
., Buffi' ~~o1~ ..u eck.b Where portabl e dnve
' units
, are employed there must be
e num er cerri d b '
onlrt I :.J iti e on card so that no more than two moves from
1 0 e' Hi GOW .. ry carry out the COW program. F'I~r e
USI Ion are neceasa to
art deck PIPing connected to a fixed washing machine
I U lied iigu . d lveat the machine on
1..... to the COW main from either the discharge
d re 12-10. The crude-oil-wash supply pipmgan stop va
mps QJ:.a special general purpose pump. The COW k.
 ran mng from approximatel y 110 to 150 p .
hi per ate at pr essures e- I hi
mec me.s 0 f hi h can be foun d in th e crude -of -wae log opcratio nll
III
and
the deuu ls 0 w 1~ fi the vesse l. Whil e conducting th e w81'1h , i f t he ca rgo
equipment manu or . 'nadequate t o drive the m ach ines, it may b
discharge pressure 18 I h h e
-- Top art
pump hrottl e a di cha rge valve to ree c t e recommended vperat
necessa ry to t rott. e a 18 . h di h
h a negat ive Imp act on t e ISC 8rge (turn_ .
. ressure Doing so as d . n
mg P ime of the vessel. Some owners opte to m ala . a n additional
aroun d) tI .. p for thi s opera t ion ra th e r than punis h the deli very
-general pU~8e pum mps AB in the case ofwater-wa shing, mainten ance
from the mam cargo pu . . hinea i .
to the crude-oil-washmg ma c mea 18 critical to the
of the deSrignth prepes8~aretion Cru de-oil-w8shing generally takes pla ce while
auccess o e o. . I Id h
k is being disch arged . As the ca rgo eve raps, t e ex posed
the cargo to n . r (i to id I
surfaces ofthe tank a re washed in a .senes 0 stages r.e ., p, nu d e. bet.
tom). Cleaning t he tank in thi s fashion ha s several advantages :

1. It saves time, 8 S crudHlil-w8shingcan begin earlier in the discha rge cper.

ation.
2. Freshlyexposedcrude oil is removed before it has time to cool an d solidify.
3. Washing in stages reduces the use of th e st ripping system.

Figure 12-11 ill ust rates t he typical se t tin gs for a m ultistage wash .
Refer ence to th e COW operations a n d eq uipment m a n u a l for the ves -
sel will give th e prescri bed ullages and machi ne angl es for the cleaning
o rati on. It. is imp er ati ve that ope rators follow these guid el in es , a s im-
p'~rly set. machines can result in wast ing time and e n e rgy "wa sh ing"
lIun ce oft he ca rgo in stead of t he tank s u rfaces . With m ost crude oils,
leaning can be accomplis he d with the machine performi ng one
Half; cles per ar c. In th e cas e of poor cleanin g crudes or a n exce s-
(Ii nk , two to three cycles of t he ma chine m a y be n ecess a ry.
til fik ah ould be av oide d as it is a waste oftim e . T h e bottom Figure 12-11. A typical multi sta ge crude-oil-washoperation,Courtesy John Hanus
uall y be~ns when the t ank is n e arly e m p ty (a pproxi- d Mar k Hu ber.
he bottom of a cargo tank accumul ate s the gr eat -
e im , and waxy re sidues , on e must e nsure th e
d here th rough 8 specHtl
til ro m /ll~ry" bottom . With this in mi nd, th e ipeline e must b e drained and s t nppe as f th vessel's manifold
a til s PI!ing ystem must be capab le of re mov- ill iameter line t hat t e rmin a t es out boa rd 0 bl e ant ltle sofotl re-
m e toro hput of all the tank cl e aning rna- . is final s t rip pi ng i s c ri t ica l, a s u~acce~ta be I~:st water, It is un-
Daly' t is R ' t, the vessel must h a ve a n g.in the lines will contaminate the tnCO~IJOg ~ing opera tIon 15 to
s 'n the tanks. In order to veri fy to remember the goal of the cru de-ot al sea pollutIOn by enaur-
ay iii able arrangements must be he possibility of a ccidental or intentlO?~ se qu antitlesofoi! and
argo tank is dry at the e nd of . t with mtmme l t
essel leaves the di scharge p~r de_od-washing a re subject 0
. considered dry, acccrdtna w board. Vessels performmg cru t th e dischar ge opera-
uan Y 'of oil near the stripping DJ. port state authorities at a ny porn mlatnry a nd operatIOnal
wli r in e tank !' Upon comple- , ·th the regu
e continued compli ance WI
e ntents of all pumps
•
 ('HU llE -O] I...WI\S I
' li NG ICOW)
TANK CLEANING OPE RATIONS
268 26.
.80 k vessel s unde r 70,000 dwt m
, ," t
Atmosphere Control I above 70 .000 d wt mu st ha ve al leau at1 thave at Icas t one al ta
Vesllels th at engage in cru~e-oil.washin.g oper a.tions mu st h ave an Opt-ra_ '~Is ha ve sufficien t ca paci ty to retai~ t~O slop t...'lnks, The~: ta n: . ves-
tional inert gs s syste m. Pnor to cr ude-OII-was hmg 8 ta nk, th e Oxygen 1• a Y. oil res idu es , pip eline nushin u slops generate d r n a uau-
\\lasIu ng ' . hi ge, and d' rom ta nk
els must be determined at a point 1 mete - r below
b t he deck a dnd at half t
the
,
~
t_ -
....ina ted water WIt In th e ca rgo IIV8le ' In)' ballast. Any th
11 1 · , . m IS ueu 11 ' 0 er con-
ullage space. Additional oxygen rea dmg s may e n ece8 8~ ry ependent on jlllk On s ma er ve aae s, i t IS comma to U8e a )' st n pped to th e
I _L~ or a s mall indepe nde n t tank on n k of the etterm t slop
th e internal configuration of th e ta nk. The oxygen readings mu st not 1lI~ f 1 dec for one
r . cs cargo
teed B percent by volume and a posit ive deck pressure is required thrallzh. te a number 0 vess e s eq uipped with m I,· I ecetpt of the slop, Th
out the wash . The object is to maintain the cargo tank s in 8 nonfl am m
condition throughout the cargo discharge and cru de -oil-wa sh . The a e
tl' a
~ eSe vessel s , t hee senarat
. ,
.." used in stages to a ssi st In t he pr oceasin f
i
u rp e Iwi I
g o theo'l
IRg slop tanks that
. .
, ere
can
separat ion pr ocess is more ccrnpl I te Y wate
b r mIxture e. 0 n
son-in-cha rge should carefully monito r t he qu ali ty a nd quantity ofth~r. th
the disposal 0 f t h e wa ter from the Illop ta nk a t se ae • t ereby permitting
ert gas being delivered to th e tanks during t he washin g operation . In - are used (fig . 12- 12), the fir s t tank to receewe t h e oily-w.' Wherete two- slop tanks
For a more detailed discu ssi on conce rning the us e of the inert gas sys- dirty ta nk , a r mIXture is the
tem see cha pte r 15, Both slop t a nks are initially fill ed part '
In th: ideal s ituation, eve~ ca rgo ~ would be washed each ti me the are int roduce d i nto the dirty tank about :~~~it~c1~an seawate r, Slops
vessel dlsch,ar~~s, However , tim e ~onstramts a nd .charter obligation s a re forms a defined la y e r on the s u rface of th e dirt f t In the tank, The oil
frequently IIrnl.tmgfactors. According to IMO , dunn g the dis cha rg e of the (bottom) portion of the tank continuously I y ~ op tank while the clean
vessel, a s ~clent n~ber of car~o tan~ s ho ul d be crude--oil-wash ed to line) to abo ut midheight in the clean slop ~a~tate8 (through a special
enable compliance WIth the following criteria : the clean s lop tan k is either recirc u late d to th~ ta:k~~~r ~tgthe bot.wmof
pumped ove rboar.d through a n oil content monit ucr (seeanI n machines
cb apter 14) or
1_ MARPOL 73/78 draft and trim requirem ents must be met th roughout the
ballast legof the voyage (cha pter 11), Upon cam p 1e tla n of t he washin g operation ' tb e s1op ta nks are allowed -
2. ~eavy weather ballast, should Ileaconditions necessitate taking on addi. to eett Ie a n d t h e w a t'er under . the oil layer is pum ped Over bea r d to a certain -
rional ballast. Ieve1a beve t h e suction pomt . The rem aining 0,-1and wat er mixture - can be
3_ ~r all tanksto beballasted have been wash ed, 25 percen t of the remain-
mg ta~ must be washed on a rotational basis to cont rol th e buildup of
eclidresidues.Cargotanks need not be washed more frequ ently th an once
uuuu,uu
every four months. Gravitation
line 10sea
B~I~:~ water may not be placed into a tank that ha s not bee n crude-oil-
""<XI [;8J Inlel dilluser
d !Lil-waahing must be 00 mp let e d be'lore the vessel leaves its final
IIcnarge

To cargo pumps

.1 ,The piping a rrangement on velilieis equipped with dual slop tanka

'e nt s epa ration of oil-wate r mixtures, Courtesy Richard Beadon and
 270
TANK CLEANING OPERATION S
l /\N K. COATINGS

271
.
h nuld be meas u red prior to ste, .
discharged to a recepti on fa cility at the loa ding port .or commin~led with 'P't oe'" f
e;(C eed 10 per ce n. t 0 t he lower e' pl'"
mmgTh
uSlve.Ii .e measur, d va Iue eh Id
rocessing of th e s lops In th is ma n ne r is ca ll d no f leanin g chem /cal fl must be ulled to I mit. ou
the next cargo. Th e P b d e 1C d f II . c ea n a ca
toed-en-top. a n operational technique t hat has een us e o~ tanker8lo reo Id be conducte 0 OWing the most st ri rgo ta nk, the 0 .
duce sea pollution for man y years (see chapter 11 f~r a d etal.Jed di scullllion !i\lO~ shou ld check the compatibility ofcarg::ent safety precautio~:r~bon
of the load -on.top procedure ), Unfo,r tunately , t hi s te ch m q ue is labor. a~rlY when 5t ri pping ~ a designated slop tan~a~: cleaning egente,~a~~~
intensive and its effectiveness can be mfluen ced by a num ber offaclors in_ III d rllw nd t he mate rial s afety data sheets' tsonnelshouldread d
'" nts It is importan t to realize that certain ,'IC«l'!lpanying the clea~nn ,
e
eluding the followin g; ,I' icity . h aza r d to p erao n n e I 8 S wen as 8 nos ibl
ee nmg ch mlea
,(0
, n e . . Is maypose
I'~ Sl Ie ammabil
I h a n dlim g cIeanin, chemi
1. Motion or the vessel ace. Pe rson n e I uy hazard in
,p .h h
2. Length of th e ballast trip .heold be outfitte d Wit
th proper respiratory
1C8 s that
. pose a ealth risk
3. Chara cteri st iCll of th e cargo
• 0 , equipment and protecti
dothing. ""='.\1Ve
4 Seawater temperaturt'
5. Human error
TANK COATIN GS
For this reeeon . many operators retain the s lops on board for di sposal at
a reception facility at the next port . !.Iodem tank vessels are u sual ly ,const ructed of mild "o.n:
""I WhiICh must be
• .
roperly prot ecte d against corrosion. Th e surfacesof the ......... d """
P · di cargoan U<Wast
SUPPLEMENTAL CLEANING tanks are fre~ue ~t1y Ime in a n effort to prevent ccrre sicn or potential
cargo contammatlon and to reduce th e accumulationof scaleand facilitate
tank cleaning. A n umber of approaches are utilized to physicallyprotect
After 11 tank bee been gas-freed. it is sometimes ne cess ary to perform add i-
thesteel structure of a vessel. including hard coatings, stainlesssteel. and
tional washing.
Hand hosing is one way to spot wash the areas of a tank not reached by sacrificial anodes (fig . 12-13 ).
th fixed or portable machines. It can also be wed as an aid in t he m ucking
Hard Coatings
11 ee, sweeping: the mud, scale, and sediment toward on e location in a
~ Generally.al~inch hose with a smooth bore nozzle is u s ed , charged
Hard coatings are the m ost com mon method of protecting the eargoan d
}i ware a I psi. Personnel must be cautious of slick s u rfaces while last compartments of a t ank vessel. Th e tanks on a product cr percel
rlUn in h nk~n order to ensure good footing.
mer are typically lined w it h eithe r pure epoxy,polyurethane,or zinc
I a ~'e: tibn that involves the removal of sc al e, s ludge,
heate. based on the durability of t he coati ng and its chemical resis-
I I I es that have accumulated on tank bottoms, e to the cargoes transp orted. Th ese coati ngs provide a hard barrier
ver an extended period of time. When preparing a een the steel surfaces of the t ank and the car go or ballast water.
ee ctiap es 13), the removal ofthese residues is par- me-ofthe hard coatings commonly u sed in marin e application are the
ize:\ e regeneration of flammable vapors II mg:
rsonnel involved in the mucking opera- , sed to ted both cargo and
aea from con~~ct with the cargo residues Epoxy: a two-part durable paint matenal u
,
pro
It~ ree e thiekercoanng
. then
ne equipment. (Chapter 13 dis- Ba last spaces of oil and chemical carn ers, 0 • I e
. 1 . taneetca vanetyo cargoe .
n working in enclosed spacea.I'The est and has reasonably goodchemica reeie ' ·vecoating
. d ItarusedssRPro I
n ral I e uildup, reduces poaai- oal-tarepoXY'amlXtureofepoxyan
,., . .' Icea 'A_l.a' -..A
yinballo.stuu""'ISIl........·
i cargo to be loaded in subse- al18st spaces. The service lifeofcoa .tar epox hat tandsup well to
.1. . hi h-ai loaded paintIt 'a s --' in c..ranand
In SI rccre. an mcrgamc. Ig .nnc-
'I ...,.cell t 18 U8t:U ~ .. -
r .on, most organic solvents, an d 01 ca... '
1 t Uin..$ applications. . I . 'lartoe~y fn (;II _"erniealreaistance
unr: 110m;: a two-part Malena SuIll
t peratures.
and able to cure at lower ern
 TANK CLEANING Ol'fmAT IUNS
272 • uev rew 273

rdless of the type of coating used on a vessel, t he lien.' ,

R~~ dP . ~U ~ Sacrific ial Anode K
,IOspecticn
u ~
' annol be overstat
. .
e . roper prot ect ion of th e vee,ee I lit relrlll, r
, ' a'"' ul tnepecuc n anda mai nt ena nce p r ogr-a m to deal . l"ul1Il... h die protection syste m operates by sacrificing zinc an odes in lieu of
requires " "- . l I ' . With .~ A catte~l of t he vessel. Zinc a node s are fastened to t he sur faces of the tank
caii zed failure of the coatings, parhcu a r y In h~ gh -s t re ss areas. a an)'l!). S
should consult the coating ,:,anufact urer for gUldanc~ to prevent t~eral.ott thO re sacri ficed throug h elect rolyt ic actio n th at occurs when the spa ce is
biiity of damaging the coatings on t he vessel . Experienc e has sho;PoSSi. )\d d wit h ballast water. 'I'hee sh
ana S ortc
0 orni iate d with
ommg aSSOCIate wi the usc of an-
some coatings can be adversely affected by te mpe ratu re ext r n thai ~:s is the fact th at they only provide pro tecti on when fully immerse d in
,h' 'hI
sive stress, vibration, and contact WIt m compatt e ca rgoes.
emea
, ell.C4 h ballast water. The ball ast spaces can therefore experience serious
t e " ge when left empty as is the case wit h segregate d-ballast tanks dur-
was.....
Stainless SteeJ iog the loaded passage.
Analloyofiron,stainlesssteel contains re la ti vely hi gh prop ort '
,
mium, DIckel, vena d'rum. an d ca dmi
mrum . In cer ta in. applicat",onaafch~
tanks are lined (clad) with sta inless alee! (refer a~ain to figu::~i. cargo R EVI EW
protect the vessel from attack by aggressive chemicals an d co . 131to
this system, the mild-steel plating of .
a tank is lin ed with a ven eej-
rrosIVes. ln 1. List th e t ypi cal rea son s for cleaning tanks .
. ofst.,_ 2. What is the recomme n ded cleaning procedure if the last cargo carried
less steel usually aroun d 2 mm thick . As m the case of h a rd coati n s "CIJ.Il.
facturers manuals should be consulted for proper ma in tenance
steel tanks and piping.
f
, ~anu.
0 s!amleS,l
was comme rcial motor gasolin e a nd t he plan calls for loading jet fuel
in the same tank?
3. What is meant by the cycle time of a cleaning ma chine as specified in
th e manufacturer's manual?
4. Why is the su pply pressure to the tank cleaning machines of particu-
lar importance to the succ ess of the cleaning ope ration?
5. When performing the bottom wa sh ofa tank, what is meant by clean-
ing over a "dry" bottom?
6. List the factors t hat influence t he number of drops and t he amount of
time spe nt at each drop when cleaning a cargo tank wit h portable ma-
.... Coabrog chines.
7. When water-washing an ine rted ca rgo tank wit h portable machines,
_ _ _ _ Mild sleel explai n the pr ecaution s to be followed a nd th e stat us of the inert ga s
system.
8. When sho ul d a cont in ui ty te st be performed on a portable tank clean-
ing hose? Wh at continuity reading is cause for rejection of the hose ?
9. Describe the proper sequence of connection orthe portable tank clean-
ing machine and hose when pr eparing to start the cleaning operation.
10. How are cargo pipelines, heating coils , and other associated piping
cleaned for a change of cargo, and when it is necessary to gas-free
them?
 C H A P T E R 13

Enclosed Space Entry

W it h ou. t a doubt, the entry of pe rson nel into an enclosed space IS

tenb ally the mos t ha zardou s ope ration perform ed on a ta k po.
'

It is a nec es sary fun cti on in connection with the following ope nt . vess:el.
. . . rnl q : ~
epection , mamtenance a n d rep air, and hot work .
Figure 13-1.Aviewinto th e do~ble bottomofa tanker showing thelighleningholes
and the restricted access to adjacent bays.

RI SKS ASSOC I AT E D WI TH double-bottom ballast tank , per sonnel must crawl sidewaysthrough small
ENCLOSED SPACE E NTRY 1i htening holes to access the various bays of the spaceUig. 13-1).
gOth ther hand the cargo tanks on somevessels are vast open areas
Entering a compartment tha t ha s been used to transport a variety ofhaz- n eo , h d1 d.i ta cesbetween bulk-
(fig 13-2) that h a ve cons iderable dept an arge s n . d.i id als
ardou s ca rgoes a n d seale d for an extended period of time poses serious he~ds. Each type poses significantly different problems to the 10 V1 u
ri sks and s ho uld only be don e under t he close supervision of experienced who must enter an d work in these compart ments, \\ man
personnel. Today, thes e ri sks a re com pounde d by t he wid espread useofin- r it d ccess to most
A related conce rn is t h e Iml .e a
spaces-sma
s and the rescue ofan in-
-
ert gas systems with their associated requirem en t to maintain an oxy- holes or t ank h atch es tha t make tngress , egreat' ch compartments is
gen-deficient atmosphere in the cargo tanks. This chapter seeks to warn dividual in di stress difficult at best. Entry m o\ su t be alert to the
the reader of the potential hazards and to describe the preca utions that not only phy sic , a 1\yeah 1\engming but personne mus t Prior to certi fying a
B o~~ be followed whenever personnel enter an en closed space. Vessel ever-pres ent danger of slips , fall s , and entra~l~en 'and platforms in th e
e sOn.n'"el should consult the various sou rces of information (comps.ny 6p:ace safe for workers , the ac cess ladder s, ; alllDg: 'connections, deteri o-
manua e 'fola t iona l Fire Protection Association,International Safety GUide cD partment should be carefully ~hecked ho:u~osavoid physical contact
or: a r~nker8 and Terminals International Maritime Organization) for rati and slick s ur faces. IndIVIduals s h races of a tank ; person-
ia
, t: teri g anen-
e 1iJW the preparation, testing, and procedures lor e~ en n I d I'Ii argo residue
' (muck ) r em8101
" ng ont e eur . clothing such as cover-
e. e primary hazards associated with entry into enc OBe net ntering tanks should wear proper protective
"8 a glo"Oes, boots , and eye protection.
e c a8si~a )ls physical and atmospheric.
. Hazards
Atmosp h eriC . nclosedsp.aces. A se-
th atmosphere 10 e ti iIS
problem concerns e . f dangerouaconceI1tra lSI
ed by th possible inhJlati on 0
 Hl SK S ASSl ll" l,\ TE llw rn , ~·' •
,NCl.mw,ns, PACE t:NTlty 277

c[ , argon!!vnpOT!! find" oxyge

are partleu I a r I yn-defi cient in rt ge e "m e
t ro .uhle!\om' egiven.
oil d the fspace. Cargo vapors ... a n d
crt'" gfre ely a ll ac cumulate In conc£'
8.......t ... n l Tn"",
ted pock act that gases. ---ca n m ove
forexample,
UU havmg a greater vapor den sit th e~. Hydrocarbon vapors
wer eegion'' of a s pac e. This could beco y .an air, te nd to settle in th '
o r h '
1sdequacy 0 t e re snng performed on the t
,"vmean\ssue h
w en detennining the
e

have bee n li nk ed to inadequate te!>ting ;:;:osphere of ~ space. Cas ualties

rnflYmiss the "poc ke ts" of gas at another AnU8eh samph ng at one location
" " f . otercon .
contomma tlon 0 an atmosphe re reeultin r cern 18 the possible
hb g rom the Ie ka
inert gas tbrouf " u"bIkhead fractures ' pipim g, h eatmg . acoilge of vapors and
rotect agalOst. poser Ie leak age th rough prpm s, th
. . g connected1 to and valves. To
P
entered, th e Imes mu st be positively isolated 0 . e space being
ressure should be reduced to a low positiv e pressure . n Inerted
to vessels,
. . . the deck
P
leakage through lin es and bulkhead s. It is im orta n rm~mlze potenti al
dent concentration , th ese va pors are capabl p f t to realizethat in auffi-
individual , but actu al ly killing the per son. ;a~ln~~~~t
incapacitating an
reds experien ced by ind ivid uals who breath e
cient in oxygen .
tats the ef-
e an atmosphere that IS defi-
adv~rse

TABLE 13-1
Physi ol ogic al Effects of Oxygen Deficiency

Oxygen Percentage Effects

19,5-16 No visible effect.
1~12
Increased breathing rate. Accelerated heartbeat. Impaired
atte ntion, thinking, and coordination.
14-10 Faulty judgment and poormuscular coordination. Museu-
la r exertion causing rapid fati gue. Intermittent respira-
tion.
10-6 Nau sea. vomiting. Inability to perform vigoroua move-
ment , or loss of ability to move. tjnccnedcusneee. fol-
lowed by death .
Below 6 Difficulty breathing . Convulsive movemen18, Death in
minutes.
CourtellY MBA.

ce~' addition to the concerns posed by oxygen-deficient tinerted l spaces,

"eo ~n cargo vapors, such as hydrogen sulfide (H~Sl gas derived from
by ur crude oils, can quickly render a person unconscious. Characterized
proa rouen- egg a dor , hydrogen sulfide IS
" a colorless gas whic
" h has a nasty
tio:e7Y of accumulating in concentrated pockets . Unfortunately, inhale-
8tifl' o hydrogen sulfide deaden s an individual's sense or smell, thereby
be mg most forewarning of potential overexposure. Table 13-2 gives air-
ilrgO tank presents challenges to individulP
_I
Pe~e concentrations of hydrogen sulfide and their physiological effects to
"it !
c
m"Brtme n ta. ourtea Salen & Wicand . er SOnnel.
 278

Air bo rne C o nce n !

~:NCWSED SPACE ENTR Y

TABLE 13-2
ra ti o n of Hyd roge n S u lfid e a nd Effect on p,·t"8f1 n
Jl,,!
GAS-- Flt n:ING PROCESS
279 ,
PPM Lel!f'l ll)'drogrn Su lfide Phys.io/~gi~al Effect
18- 25 ppm Eye l.rn ta t lO? .
76-150 ppm for several hours Re8plrat~1J.' 1n: t8 h on
17G-300 ppm for one hour Ma rked ~rn tahon
4Q0-600 ppm for 1AI 10 I hour Unoon~clOu.9ne8 s . death
1,000 ppm Death In mmu te e

Co\.lrWtIy MSA

Pri or to ente ring a cargo tan k, an individual m ll;St be a~are or the sPe.
cifieproperties of the cargo and the concern s as~oclated ~th exposur e to
that cargo. It is advisable to consult the ap propnate Materi al Safety Data
Sheets IMSDSJfor th e recommended occupational expos ure limits an d to
check an y additional precautions that ma y be necessary whe n working in
an enclosedspace.

GAS.FREEING PROCES S Figure 13-3. portable high -capacity fan oommonlyused for gu -£reeingeargotanks.
Courtesy Coppus Engineering.
The processof gas-freeing usually involves mechanically ventil ating a com-
partment with fresh air to dri ve out the rem aining cargo vapors a nd inert This is accomplished by removing a blank in the fresh-air inlet line on the
gas in the atmosphere. For gas-freeing 00 be successful, the tank mus t first suction side of the IG fans. Figure 13-4 shows the location ofthe fresh-air
be properly cleaned (mecha nically was hed ) and purged with inert gas. inlet line in t he IG system . . . .
Purgtng reduceethe hydrocarbon concent ration of the s pace to a point below Th e fans deli ver fre sh air to the cargo tanks via the deck dist ribution
2 percent hydrocarbons by volwne , where s ubsequent ventilation wit h fresh piping <1G main a nd bran ch lin es). Gas-freei ng the vessel ~n .t hi~ wayis not
air will not result in the creation of a flamm abl e at mos phere. See cha pter 15 onlyconvenient but al so permits ventila tion ofthe cargoplpl.ng mprepara-
Jor a detailed discussion of inert gas systems. Wh en t he cargo tank has been tion for the sh ipyard. A number of questions frequently anse.roncernmg
. ed amount oftune and the
fllpe:rly purged, the inert gas delivery is stopped and gas-freeing com- proper ga s-freeing of a s pace s ueh as t he requrr . .
' I' en G88-~ing is accomplished through the us e of fixed or portabl e necessa ry number of volume changes oft!te tank atm?sph~re.t~:i:::r~
-tm·",;o,; · ~., e ad employed is usually dependent on the number of ta nks to tent to reali ze that gas-freeing is not a timed o~ratto\h e\.able atmc-
I];"i'l:!'l'!=' . , xample when it is necessary togas-free a s m all number of space sh ould con tinue until sa fe readin gs are attained WI ~~~is depends
~r ,. ,'.. :..:- r
sphere testi ng equi pme nt . Th e tim e req uired to accomp IS
pair, it i.scommon practice to u.se portable fans
:llJilmI';:::i., "" . _:: on deck Ripe 13-3 illu strates a typi cal portabl e on many va ri ab les:
iI:9,':;o;~"laml!1i!' c1e ning opening in the deck .
J.r!T4'r.J!!l'1I,:::I: ec . neal nd~drt.o the hull and positioned in s uch a Adequacy of the cleaning job .
W<. )ITilIl~lli'!T~'. f~ pace c e adequately ventilated . Th e outl et Time elapsed since the previous cleaning
!.;;~,!II"I~l1h@ , resu Quantity of muck in the tank
r:i"T,j-,.ir,y,'l) J.!!,"1fj,~fu"iITl _
tlie longest possible path through the
nti n . Modem portable fans have a high- Gaa-freeing method employed
::S:;i'U""] ,jJ~'JIll "(il;Jc~,~; ', Size and complexity of the compart ment
ei tl t a supply or exhaust mod e. These
(1\,.1 I";" ",i (~.;. (. r.(Ii 'G\~JIT'JllTIlI~~'.4:l ' Temperature and humidity conditions .
a WicaUy, or by using steam acting rt ts and hnes
""j"'. ·." ;;'.l!r \'.'It: l!loil~1 ~'L:':'1 '~ _' . '. _
-M! e .en t tr e vessel in prepa ra- akage from adjacent eompa m 60
(:loj ,1I' .. ..rJ"l1 ',lr'j. 'I.~Ll!Jt iTlJ'Wl1-:.TlffilI!1lk..~ :.' oes previoualy carried
areed in the gas-free mode.
 EN CLOSf: D SPACE ENTRY

-- 281

_.- --
280
fllpIl·. g a t s eve ra l depths a nd th rough as many d k
" I ~ Figure 13-fi s hows a compa rt ment b' ec openings 8S practi.
ab e· . elng tested
C piin g tube pn or to e nt ry . Ca rgo tanks with . remotely using a
~afll internal co nfi gurations ma y req uir e furth partial bulkheads or com.
plet ondition of t h e atmosphe re. If the work ' er lIam~ling to fully assess
tb~:vsl of ca rgo pipi ng, pu mps, a nd heatil:ga::~cemvolvel opening or
--
. .- -..-.-. "
thOro
ughly tested . Testing is perfo r med by d
. .
. I s, the y should also be
raWlng a sa I h
. stru rnent u sing an a.9ptr.8torb ulb or battery-o peratedmp et rough the

- uf t ure r's manual WI ll give t he time or numbe f pump.(The man.

U;:f1S
n
sslt1P
a ry for the s a m ple to rea ch the instrume~tOb squdeezell of the bulb
Ie t ube employed.I
The performa nce
f .
ase on the length of
0 the Instrument should be carer--'l . .
• • Ul. Ymomtoredwhtle
' '''sting the piping components a nd the rompart ment space Th
~ b d~ . . espace
should first e t es te . lor oxygen content WItha portable analyzer to deter.
mine th a t t~ e le ve l 19 saf~ for pe rso nnel and sufficient for th e eernbuan.
ble.gas indicator t o functi on correctly . The space is then tested with a
combustible-ga~ indi cat?r. C~rtain types of t hese indicators operate by
measuring t he increase In resistance caused when the sample heats a hot
wire fila m en t. In st rum e nt s t hat function on a burning principle willnot reo
Figure 13-4, The inert gas system can be used in th e gas-free mode,.Note the loea- spend correctly if the a tmo s phe re being te ste d is oxygen deficient. Person-
tion of the fresh.air inlet on the suction side of th e fa ns . Courtesy Rich ard Beadon nel sho uld re fe r t o the m anufacturer's man ual for information regarding
and Eric Ma.

TESTING
To ascertain the success of the gas-freeing oper ation , thorough te sting of
the atmosphere in the space is essential. While gas-freei ng operations are
underway, personnel should first check all atmosphere testi ng equipment.
The accuracyoflhe testing equipment is critical to the safety of the opera-
bon, since the decision to enter a apace is bas ed largely on ita readings .The
teeti!!i ~uipment8houJdbechecked using 8 calibration gas fr om t he man-
wa r and following the procedures outlined in the manufacturers
man ling equipment is connected to a cylinder of "measured"
p'lo the manufacturer and the reading is compared to the
yilue liieJime, the battery-charge and alarm fun ctions should
• "It. I of instf\unJ:lnt maintenance and te sting should be
liOaro R No .l.

,~~m~!>!'
~ ~i:Gase8is confirmed, the compart-
Auipment
.rJllclesn sample tubes connected
if. cording to the Int ernational tank CourtelY Kelly
phere in a cargo .
B (JS,GOTT): "Care should be 13·5. Remote sa mpling of the atm oe
tion .Qfi. the compartment by an Mark Huber.
 282
" d th e use of resp onse curves when inh 'r prl't i
, limitations
t an ~l I " M ' n~
instr-urnen . 13 6 hows n Watchma n j > U t tgus onuor f rolll Mi
th e readin gs. Figur e i
Sa fety Applia nces (rep aces
8 MSA model 260/36 0/36 1) used for tt·"t inl.: .I~'
,I •
mosph eres on a ta nk vessel.
Tox ici ty
rt t has been tested for oxyge n and hydroca r bon con t('111
Afte r th e com P8 men losive limi t ad dition al testing for the p re se nce of nn .
I . t the lower exp ' ......
re a~';7 ~ alth threat ening substa nces may be necessa ry . The need to tear
tentta . y e ~ th t m"phere is usually bas ed on the ma keup of th e car-
forlolClcvapo
" rsIn
I 'ead in th e space . Figure
. 137
. 8 h OW S th e detecto- tubes
goes preVIous y came
t icall used to perform thi s test.
yp The ~etector tubes a re chemically treated to rea ct to t he p~esence of a
specific gas in th e atmo sph ere. For example. a ca rgo tank pre viously uRCd
rt commercial gasoline (regu late d ca rgo) wou ld need to be
to transpc h h Th . ibl
checked for the presen ceof benzene in t e atmosp ere . e pernu.5sl e ex-
" it (PEL ) for substa nces such as ben zen e. a known ca rcin ogen. is
posure I tm 'bl . di to ' .
so low ( 1 ppm)that a conventional corobus h e-gas ~n. lea r IS,not SUitable
an d should not be relied upon to measur e the tox icity level In th e atmo-
sphere. The following instrument read ings derived from IS GOTT are con- Figure 13·6 . The Watchman "Iultigas Monitor . Courtes y Mine Safety Appliances
sidered acceptable for cert ifying a space safe for workers (cold wor k ): Compa ny fMSA).

OIygen--21 percent
Combustible-gas indicator-less than 1 percent lower explosive limit (L EL)
Toxicity-below recommended/regulatory occupational exposure limits

It is necessary to attain th ese readings to permit entry into a compart-

ment without requiring external breathing apparatus . Ba sed on the tes t
results of the atmosphere. personnel may be required to wear a respirator
or meet other stipulated condition s for entry. There a re two cla ssifica tions
jlfI atmosphere generally receives : "safe for workers" and "s a fe for hot
1X,0 k." The rating assigned to a compartment generally indicates the type
f ark fua may be conducted in the space. For example, wh en a space is
n a af:! for workers rating, it is possible for personnel to ente r and
iii no I w k ithout the need for external breathing apparatus.

'n w8tl1ofthcatmOllpherein
3-7. Detector tubes used to performgil&"spt'Cl ~SA)
. Courtesy Mine Safety Appliances Company I '
 28 4
ENCWSED SPAC ~: ENTit y
...
285
d to revcnt the s pread af fire . In the Un it ed StatcR, a " III 1. Self-co
, .
ntained breathing .pp. fa t ua ( SC B ~
p,roperl y tr.ea~ ".Pfi aled by t he Na ti onal Fi re Protecti on AS80ciat" B- 2. Llfehnes and harne ssea with lI\1itabl . )With 8pare bottl
nne chemist. ce
. dI' 0rr pn-S'orm t he tes u.ng. rns
. pectiIOn, a n d lR . sua nce ofe,IOn 3. First aid kit , re~u8citator, and IItfetc~:~pod or otherfairleade8
INF PA) 18 requ ire ""Ihot wor k in or on ca rgo
·ng tan k a, fuueel 011tanks
oi and,. 4. Protech ve clothmg and Vesta with
I' h . renective te pe and ha rd hata
tificates w h en con d u" , . . d ' 5. Approved Ig nng equipment
urn 8 i elin es, heating ( 0 1)S, or fitt mg~ conn ecte. ~ Il~ch spaCes.
~y ~ 1 :'8'i~ :copyofthe ma rine che misl ce rtdicate, which 18188ued afte r 5. Approved communications equipment
gu , S' D and inspecti ons ha ve been con ducted. 7. Emergency escape breathing apparatus lEE.
t h e proper ears
., t i
. f " . h . t"
requiri ng th e scrvt cea o a manne r erms a re cscribedin
d 8. Approved atmosphe re Wilting.... .
~ ..\Ilpment
BAl
S uu eno ne he servi f .
Title 46 CFR Part 35.01· 1. When.t e aervrces 0 8 ma n ne c ermst a re not hemi s. Completed
.
safety checklist
. '
permi .
IliS\ On of &eni(l
permit, a n~ appropnate logbook entrie8 f pel"8Qnnel, poated entry
ll bl ch as at sea the senior officer pre sent frequently determines
avana e,au , d ·1 h . 10. All valves In the pipelinea C()nnected to h
the condition of a space . Company manual s etar t e reqUIrem en ts th at t e8 pacelaggedl Bec:u~)
must be met prior to perm itt ing per sonnel to en te r a compartm.ent or con-
duct hot work. Figure 13·9 is a n exam ple ~f a standard checkhst used by Addition al te sting of a n en closed Space be
one company to assis t senio r per son nel WIth the process of preparing a pockets of gas. In a dditi on, a physical ins;:;~on ; eces8ary to checkfor
lIlade by the first person ente ri ng the compartment ~e space 8ho~ld be
compartm ent for entry.
Vessel pers onnel should also fami1i ~ ze the~selves with t he guidance compa rtment must be made accord ing to the m t ~ first entry mtce
cauti on s . os stn ngent 8afetypre-
contained in the Int ernational Safety GUide for Dfl Tan kers a nd Terminals
and in the Nati onal Fire pro tect ion Association manual no. 306, Standard A de si gn a ted individual must serve as a sta ndby ' th
. h Th db lor e personor per-
for the Control of Gas Hazards on Vessels to be Repaired . concerning entry sons ~n ~h e s pace. de st~n .y should keep visual contact with the per-
and work in enclosed spaces. sons 10 eTshP.ac~ ad~ .m amI,ahm n1ecessary communications capabilityat
all times . 18 10 IV1 d ua s ou d have no other assignsd d ti b
might diIstra ct at tenti
e ntron or provide a reason toUleave the immediate ll' S t at
I _
ENTRY PROCEDURE ti~n. In t h e ev e nt of a~ injury or ot he r problem resulting in a persen ia
distr ess, t h e fir s t actton of t he standby is to raise the alarm.. No one
Once a compartment has been thoroughly tested and a n entry permit is- shoul d a ttem pt a rescu e before the tr ain ed response team is on the scene
sued.th actual entry procedure must be carefully executed . All person - and out fitted wit h the proper sa fety equipment. See chapter 16fora num-
ellOv v d m the operation should be properly trained a nd must clearly ber of ste p-by-step guide s for rescue operations concerning variousemer-
' ,. st.B:n th'el duties when it is necessary to enter an enclosed s pace. gency s it uat io ns .
a
•.•.'1.:-, :
, .
, ' sl
I demonstrations should be conducted regularly t o pr e-
gency response and procedures regarding rescue
• !mJ ~:IJ!<lr.1-l:rD ".; ; "''Iii',,,e~~,,,a r a t i o n is always the key to a safe ope ration,
Mech anical ve n t ilat io n s hou ld be operati ng t he entire time personnel
are working in an e nc lose d s pace . Periodic testin g of the at mosphere
must be performed to detect a ny adve rse cha nges in the conditions cf the
'hilJ.oltril,r,<I" .i:iii~~f.::oan emergency. Past incidents have repeatedly space. Many of the in struments in use today continuously monitor the
•~[~iT;fll:UOOJI.llJ' et , r C}Je attempts involving personnel in space through the u se of a rechargeabl e batte ry-operated pu~p. Th~se
@J lli· "P:'fi'~'ll"Jft-l!HoI'Irli. n r It in tragic and unnecessary loss of iuetrumente provide a constant readout, and they are 8150.eqU1P.pe~ With
l!iI, 7Th,l"i'l.ijll:'::'W~!iI!llIW~l .·'een p'uDlished by the International Cham- udible and visual alarms that indicate when predeterlIllned limits ~re
L';1i[,}'i:l'llf~.f!.lTiJ~dlI~rC'~ a_' 0 nt message-"Time and time athed. If conditions within the space warrant, personnel should be m-
~_': pi," [~1i -<ll'~ 11.'.cl!I-;.111 ~ I.~
lIil~ e~"'l'
w e ll established and proven ucted to evacuate. All those involved in the operation should be.obser.
i'j :'~-.iT1;'PI" ~:1·l"",fll:r.:.l.:.I:iIJ..H".. ccii:i teeult. The majority offa- t of anyone exhibiting signs of acute exposure . The telltale.sl~ o~
1~.ll\~T l'OI!II~I'ITTI":H'ITL.1ivrij11T1l L'" i .• u ieion, and by follow- cu exposure include eye nose, or t h roa rrn
t i "tation' nausea ' diZZiness,
I h d d
•

11,1··T:,~.,r·.h\,:, (.\>}." .l:Q'j' • t , ..f&Il..II.'r::ro..... f!I1, UCD rocedures puts lives at u . 'h e should be rewas e an
ona , and headaches. If necessary t e spec Th b of
I, l l ' ',"'OI '~ ' ~ : \f H" l.!'l it.liiil" ~1l,;,lJj!1.lj.EO safe y equipment should 'I
1a
d'
n continued until safe rea mgs a.r .
e restored e num er
. . tent with the
i;. ,'"" ""i -I 1, ;, 1':'HI1;{,fj"'r.\.!.nl'}D:iI!.1~ ,: 1 _, e for the entire time .n the space should be kept to a mlRlmUm ecneis
';1\ ",i,r: 1 " o\,lll:T ('1",
eOob.
 ENCL0 8ED 8PACE E'fT
App<""li' C Sompl. /darin ' a..mlA'. (A,nln"".. I'o'ER MARITIME, INC, RV PE II ~lT
... ~ ... -}I< ~~ ..... ef.1Jl
,...."...~ ....""'.*...-r""" .
TII...",m lt • • _ pl<oI"'"
. .... ""'A ..._

lho' · w
b< nu.", ,,,,,'t.,.Ilo. lot. ,;,,· 01.... 01 alllo . rompl. lloo of 1/). ' "
1""" ..... •
1. LOCAT10 N AND D£Jl.CRlPn PEIIMIT I

MARINE CHEMIST CER TIFICAT

SERIAL NO. A ~

I.... " . . .. T FOR CotIIP OF JOB

~.
0 0 0
0 0 0
0 0
... ollfl....t5 rrMIUtM1 WIlIIatIe>n ............... e>n u... bwo ~ b lll 0
_1M"'~ OI*' "";I - - .paOl ~ ~ ......., "-':" 0 0 0
0:---' - - ~ _ 1 ~
~ ~~ 0
r-r:"- u '''Y...--...,...- -.v.g
?
~ rot 0
0
0
0

.
00-"" W'IlW\l'l9 ..... .
0 0

=.~:::=":-_-==:::"",.=::=:::..-==-
.' -:.:::-..:::=-.:::
I 001M ....... "... ..... _ ,lootlllO' 0 0
0
0

-_ -- _._ ..---_..-..--
....='-•..--_..-
-_._----_.--_
- _.....-_....,- -..-,-.._- 0 0 0

__ _
0 0

-
0
. .,_...-n - __- -

. . . ... . ._._..... -
_._.
- N . ' - I 4 .fl.

_
0

. _ ._.__...... __.. . _ _.. _ZZ-..--I I

.....__
.....-
.... _ _ _ . _ .__ w _ _ _ - .... _ ..· _ - 0 0
_ . _ ... _

._._ -_
_ .. .. _ .. _ _ _ - lCl.... - - _ 0 0 0

...._._-_._-_
...- .. .. .....
_-_.....-.. _-,,_- _----_
-..

_.._... -_
0
"
.. _ . _ _ ... _ _ .. _ _ , , _ .... lCl. . _ _... _ _

_
0
...... _ _ . _ . . _ ....... _ ... _ , , _ .... _ _ .. 101. 11I; . . .. -
... 0 0

_. ___......_-_ .. _.. _ -.._

._---_ .. _ _. _____...
=-"~~=-

---
UREa

-.._. -....._.._ __-

_ _ _ 1071_ _ .. _ . _ _ __ ,..-
___ _ . _ . _ _ w_ _-_ _ .. _ - so

...,---_ __-_ ........--_._-

-.
1
0
7
1
~
--~
0

.... __. .._ . -

•
... .... - - . ...
...-- "'"
.. ...
_~._

.- -.-

--==--- - ---==--
IIlny CIllJeIIlllnn, control. Of shuldown Ie bypt$Md 01' ISOIlled. fIOlify l/lI ~ •. 01'CIHI
f IflIInd, the Repalf Suplfinllndent must IlIso be notJl«1l, IIlny .... bypUIoId OI'lsoIIlto:l!Ol' more
. till SGC, Inllnd Fleet Held, OfaGC mU$l111oO be notrlI«l.

of g.".l>ICl I..""" PtI'IOI'l

ith permission from NFPA rolltinutd (JI1 nut pasf

7 National Fire protection
ill not the complete and of-
eferenccd subject,
 ~S~:

1' l""
~

-- - -
," ""'.
ENCLO SEO SPACE ENTRY PERMIT

',r""
Tn, ! ''!iii
I n'
.f
jaos hc ri
I N STH UM ENTATION

t tank vesse ls carry a variety of portabl e instruments th t

d' . . a are use to
d

-
0, " 101 .... - ,==:. - -:- BJlses th e a tmosp. eric con mons . WIthin a spa", ' The most
u common metra . -

-
, CO 1II0 ......,.
nts used are slOgle-ga s momtora (oxygen, combustible go. bo
--,-,--- --
-- :'--
--1 -- -

..=:.
,,,, ....... :=: ' pi !pI I f lint 2ID1'tt
·......
• HlS

, l.""
'0 0 ""

"'W . .... , _
'n ......
......

~'....
--1-- - - '-
J",j1i~
me

M .menti
lfid ) I. I
olO'de, hydr ogen 8U .1 e , mu tip e ga . s monitors , and deteeto

. ' on ed eah rlie r~, t he relia bility and

<U>, car n mon-
IA:\;Wr tube
13-10 showS t h ree s m~le-ga s mo?,~r,s from Mine Safety Appliances.
. accuracy of the test
U'-""8, F'19ure

ingequlp- .
, ~
=J 1 0. " 2O H
--1- - --'- \C

.-- -
10," Ill ...
' CO .0_..... --'-- --'- -
, CO 31 0" ........
,----'- ment IS cn tlcal to t e s afe ty of t he operation. Equally importan t is an indio
. 0 0"" ......
• IQI '01 _ ..... --'--
, --'--
' •
.!'alI
--,-- ~- vidual' s understanding of th e opera t ing principles and limitat ions of each
instrument. Vessel person nel shou ld cons ult manufacturers manual s to

._
_...__-._-_ - . __ ..
, ,,.,, , ft .....
familiari ze t hem sel ves with ~roper operation, mainte nance, and inte rpre-

.. _----_
1 0 ," 11 _
tation of t he perfonnance of Instrumen ts . Many types of portab le instru-

... . .-
'• CO . 0_ .....
•
_

I _ 1-....
.
'0 0 _ .....

..
~_
.
- - - '- - - ------'
,
ments are fou nd on vessels; one of the most popular is known as a multigas
monitor . Figure 13-11 illustrates three models of multigas monitors from
Mine Safety App liances.
, I"I! L ..... ~_ __ _ _ _' _ _ _ - -- '_
These in struments h ave multiple sensors capable of simultaneo usly

:---_. --:,,-.:::-..:.- .__ . _. .._----

~ " , ~ ~_ Got! J_
detectin g a nd mea suring t hree to five different gases. On an inerted
....... tI .......... T~ ~
crud e-oil ca rrier , for exam ple, an owner might opt for a multigas monitor
sv--tl-,-T ~ ~ ca pable of measuring oxygen, combusti ble gas , and hydrogen sulfide. Por-
tabl e gas monitors use differen t sensors, which generally fall under one of
l.t L......L.:.~ -

--
I' J .A,
the following ca te gories :

l. Catalytic
2. Electrochemical
3. Photoionization detector

RttI"O' _
_ _ _ _ _ tor • pef10d 0120 houl1l m llCi'n.....

-- FigurQ 13-10, Slngle-gaa moni tors. CourteilY Mine Safety Applianc NI Company
(MBA).
 290
ENCI,OSEP SI'ACJo: Jo;NTRY INSTItUMENTATION
..
29 1
2. Cumhu8t ibl('-r;:as. indicators t hat 0"".
... ~ rawona ho t '
r('qllir(' lIuffir wnl uxyjren for t he in t - wm~. (b u m in R) principl,
. . B rument to fu
rcr e. thl ll type of In!:itrument is not ' ncuon properly. There-
SUltahle wh
gen _d('ficil'nt com part ment such" an merted -
car
en lIampling an OXY_
3. Consult th e manufactuH' r's ma nual ' 1- ' KO tank .
or a Istmg of b
a dversely nffcet t he perform an eo of a n . eo stanceBthat could
. - Instrument At h
ing load , silicones , a nd Silicates should L _ . • moep erellcontain_
....avOided as th .
curat e readinga with .a combusti ble . gas iIndilcalor. l'ycan cause mac-
Figu re 13-11. Multigas moni lorw In gl'n eral , a combulltl ble-gas indicator is ullefu! for d .
4.
Courtesy Mine Safety Appli an~ ing the level ofva pora given ofTby a flammable Ii . l'tectl~g and measur-
Company (MBA). eJl. plosive hmit (LELI. The LEL rep resen' Ath ~~d relative 10 the lowl'r
... l'mlOlmumconce t ti f
Watc hman Mulligas Monitor vapo r that must be present in airto supportcomb ti If n ~ lon o
. nas heoi
high POint, s ue h as t
aa Jet fuel or diesel th lUI Ion. I . thehqwdhasa
dil h • e eata ytic senso r cannot
rea I Y measure t e concentration in a space due tc the absence 0
to s upport combustion . f vapon
s. A combus ti ble-gas indicato r will not respo nd eorreei t we
"n.,y h n me8lluring an
a t mol'lp he re wh ere t he concentration of nam mabl" apors IS .- the up-
. aoeve
per ex ~losive limit (UEL), commonly referred to as a "rich- mixture . The
catalytic se nsor m ay initially rea ct to th e presenceof a high concentra tion
of vapors, but it will then fall off as the rich mixture is drawn throug h the
instrume nt. A ri ch mixture is incapable ofsupporting combustion; this af-
fects the pe rfo rmance of the hot-wire filament , causing erroneous read.
Ings from the ins trument.
6. Th e com bust ible-gas indicator is typically calibrate d by the manufa c-
ture r, using a represen tative gas such lUI penta ne. The characte ristics of
Passport FiveSta r Personal Alarm pe ntane are s im ila r to a wi de ra nge of hydrocamons, making it the gas of
choice for calib ratio n of t he instrument in the factory. In the field, how-
Catalytic and electr ochemical senso rs a re the mos t common types ever, whe n sampling for the presence of a combust ible gas with substan -
found in POrtable tnetrumenta used to detect gases. tia lly diffe rent characteristics from pentane, it is necessary to a pply
re spons e fa ctors provided by the manufactu rer. The meter·rea ding oft he
Catalytic Sensors instrument is multiplied by th e a ppropria te response factor 10find the ac-
combustible_ .as indicator uses 8 catalytic se ns or to dete ct a nd mea sure tual concentration of a specific gas in th e space. Table 13-3l ist8 the rela-
fi~ array of flammable vapors in a s pace. The se nso r con- tive res pons es to various combustible gases for an instrument calibrated
l ent. l?at is heated from a battery s upply. Th e heated Us ing pentane. In t he case of styrene for example , note that an instrument
xldlZelJ) any flammable ga ses in the sa mple being (me te r) rea ding of 10 perce nt LEL equates to an actua l read ing of 19 per-
n rume t. The wire heats up, causing an increase in cent LEL in t he a t mosphe re ofthe space when one a ppliellthe fado rof 1.9.
whit su its in an imbalance of a "Wh eat stone
n I ce c'P}verted to a meter-reading which is E lectrochemica l Sensors
e ft I r plosivelimit(LEL)inthe caseo[a Electrochemical sens ors are u sed to detect the presence of oxyge,nand a va-
, , . I way to
r eral 0 are worth mentioning concern' nety of toxic ga se s. An elect rochemical sensor works l~ a ~ I m l ar
that ofn small battery but one chemical component, which IS necessary to
Prud . .IS mrssmg
-" uce eIe c t n' c current . , from t he senao aor cell . When a suspect
.. h ' . diff
uc 88 hydrogen s ulfide is sampled. It muses through a membrane
. I thall
,- f t o
....p 0 the sensor, The hydrogen sulfide reec.... WI'th the chenuca8 on 6'
 INSTll.U M ~;NTATI() N
ENCLOSED SPACE ENTRY
2.3
292
TARLE 13·3
~II to Co mb ufltib le G fUle 8 (or
H I
o•
uve R('lIp on N"
I Ca li bratl'd Usi ng Pentane
In lilrum('n
Factor by Which to
Combustible ('.a$ Multiply LEL Meter Read ing
1.1
Acetone 0.8
Acrylonitrile (1) 1.1
Beneene 2.2
Carbon disulfide (1) 1.1
Cyclohexane 0.7
Ethane 0.7
Ethyl ene 1.3
Gasoline (unlea ded) 1.1
Heptane 1.5
Isobutyl aceta te 0.6
Methanol 1.0
Methyl tertiary butyl ether
1.0
Pentane
Propane
Styrene fZ)
Toluene
I..
0.8
1.1
Figure 13·12. Detector tube and hand-operated bf.Uow8 pump. Courtesy Mine
Safety Appli ance s Company IM SA).
Vinyl acetate 0 .s
'1M & P naphtha 1.6
spacebeing te sted'.Th e detector tubes are made ofglass and containgran-
Noltl"
I. The1M.' compou.nda may reduce the M'ns itivity of the cc m bustj- ules th at a re chemically treated to react to the presenceofa specificgasin
ble-gu ,.MOr by pcieoning or inhibiting t he catalytic act ion . the sample . Wh en it is necessary to test a space, the appropriate detector
2. TheM compound, may redu ce the lW' ns itivi ty of the comb usti- tube is selecte d. and the point ed tip s of the glass tube are brokenofT. The
blf"pIIl1tnsor by polymerizing on the catalyti c eurfece. tube is inserted into t h e pump asse mbly or holder in the remotesampling
3. Far an instrument calibrated on pentane, multip ly the displ ayed
pereent of LELvalue by the eonveraien factor to get the true per-
line. A measured qu an tity ofthe atmosphere from the spacein questionis
centof LEL. drawn through the dete ctor t ube using th e pump.The concentration of va-
4.Theee convenionfacton eheuld be used only if th e combustibl e por is indicated by the len gth of discoloration ofthe granules. whichcan be
gu il Imown. read off the sca le printed on the tube. The scale on the detector tu~ may
5_ The-e eonvereten ractof'll are typical rOf a Watchman Multigas give the reading directl y, or a guide must be consulted to deterrm.ne the
Monitor. Individual uniu mayvary :to 25 percent Irum these valu es.
level. Detector tubes generally h ave a stipulated shelf life, and this date
Courte.y MSA should be indicated by the manufacturer on the packaging.The e~sure
levelsfor several selected toxic gases are shown in table 13-4, pUbhs~e~ by
sensingelectrode, which reeulta in an electrical cu rrent that can be mea- the American Conference of Governm ental and Industrial Hygtenlsts
red.These sensors are designed to dete ct a specific gas; ther efore t he op- IACGIH).
e itot must know the makeup of the atm osph er e prior to testing.
x g'B sensors work in much the same way a s oth er electrochemical photoionization Devic es
. . tremely lowCQncentra-
fS. )[,Y~o from the sample diffuses into the cell and reacts to pro- PhOlolOnization devices a re useful for measunn g e~ th tmoephere of a
elel:tn 1,11 current. Oxygen sensors typically use the oxidation of lions of va rio us subs tances that may be prescnt 10) 0 ·', I. t light to first
e I)lfsl . f.op~ration. The oxygen cell in a portable in strument gen- • . . t mente use u travt
pace 10 a vap orous state. These lO S ru b tween two charged
ernce lf~ ranging from one to two years depending on usc. , . th n passes e
IOnize the gas bein g sa mpled. The gas e M the gas ions move to
n . ill Igsa detectors, many vessels are also equipped with plates that separate the ga s ions and free electrons. d photoionization
m nd:d lector tubes for measuring the concentration of th I th t
, e P ales, a current is gener ated a can
be measure .
I centrations of vola-
1ft pace. Figure 13.12 shows the detector tu bes Ul8trument.s are currently us ed to detect low-Ieve can
II w PUn'iP. used for drawing the sample from the tile organic compounds (VOCs ).
 ENCLOSED SPACE fo:NTRY
294

TABLE 13·4
E][poIlUI"C Level s for Tmci c Gall e s

Threshold Limit Value Sh ort Term E%posu. C HA PTER 14

Sub stOllN' (ppm ) Li m it (pp m) re
25
Carbon monoxide
10 15
Hydrogen sulfide
2 5
Sulfur dioxide
25 35
Ammonia
0.5 2.5
Benzene
Toluene 50 Pollution Regulations
Xylene 100 150

Courtesy MSA

REVIEW

1. What are th e primary hazards associated with entry in to a n enclosed

s pare?
D te noratmg condition of t he ma rin e environme nt has prompted cor-
U ri~g th.e past se.v~ ral decades, increased pub lic a wareness ofthe de-
2. List two methods of gas-freeing a cargo ta nk .
3. When prepari ng a compartment for entry, how lon g s hould the rect ive action both on t he natio nal and international level. One oft he ta sks
be ventilated with air? spact
early on was to ide nt ify t he prim a ry sources of polluti on from t he cargo sys-
4. Prior to tes ting th e atmosp here of a com pa rtmen t, what che cks should tem of tank vessels.
be perfonn ed on th e inst ruments?
5. ~ or to ent?' into an enclose d s pace, t he atmosph ere s ho u ld be te ted
using what instruments ? 8
6. Referring to the previousquestion, what instrument re adings are consid SOURCES OF POLLUTION FROM TANK VESSELS
7 eredaccep~leaccording tolSG01Tto certify a space "safe for workers"?'
Th e following lists , se para te d according to genera l category, show a num-
. :~ adk~t1onal work is usually necessa ry to m ake a s pace "sa fe f~r
or . ber of potentia l so urces of pollut ion from ta nk vesse ls:
8. ~~~e 7uip~ent that should be a va ila ble at the point ofe n t ry while
ne are in an enclosed space. Op erational
9. In the event a person workin . 1. Deballa.d ing-the disposal of contaminated ballast water into the marine
is the first action that shoul~~n_ an enclosed space is in di stress, what
environment . Present-day concerns over the content of the ballaat water
en are the service f ce taken by stan dby personnel ?
t1 80 a marine chemist required by fed er al regula- go much farth er than contamination by the cargo. Historically, the pri-
mary focus of authorities was conmmination oft he ballast water by oil and
a U ications contain ex II . noxious liquid substances cNLS). Today, vessE.'ls are known to tr ansport
r io ing end ce ent guidance concerning the prepa-
ce' procedure to be followed when entering an en- ballast water with unacceptable quanti ties of bacleria, plant and marine
organi sms, and solids (silt/mud) from distant regions of the earth.
2. Tank washings-disposal ofcargn'wster mixtures from the washing and
t li tof sensors employed in
flushing of cargo tanks into the sen.
3. Pipeline rlearinJl-flushing the contents (residual cargo) of the cargo pip.
ing into the sea.
4. Cargo tra1ls {er-scddental diachargea of cargo during londing and dill'
charging operations. ThE.' transfer ofcargo is 811110cinted with 8 heightened
risk of pollution from the following:

295
 POLLUTION REGULATI ONS . 'EDERAL POLI.UTION LEGISLATION
296 297
Overfill of IIcargo tank durin g toppin g-ofT
Overfilling a slop ta nk

Rup
Overfi ll of 8. carg o
.
tured cargo hose or loa ding ann . .
lank resulting fro m gravitenon betw('en tank
. a
DISCHARGEOF OIL PROHIBITED
Vellsel l"<j uipment or pipin g failure
Structural failure orthe vessel
- The Federal Water Pollution Control Act
hibitS the discharg e of oil or oily waste into or upon the rravigobl
~~ers o f the United States , or the waters 01 the contiguouszon:

.
Human erro r I'd '
, t h e d"18,.nnQaI ~~ .,
of accumul ate d cargo (so I ) Teftldut'a and "'-'Ill!
s. Mut;i:mi1- _
or whic h ma y a ffe c t na~Ufal resources belonging to. appertaining
that has been physically removed from t h e tan ks .
' I""
- 'Iutwn
' - the uncontrolled release orthe cargo ta nk atmo sphere dor• to or un der the exclusive management authOrity of the ureteo
, Air .
Stdes.11such discharge causes a film or dISColoration of the surfoce
. the tank vessel.
ing I011dingan d baIlaBting ope rati ons on . .
7, • ' -'w'
Bun ,rl1l/J ope,.. n-cthe accidental . discharge of oil while oonduetin..,
....
01the w a ter or causes a sluoqe or emulsion beneath the surface
01the w ater. Violators ore subject to substanti al civil penalties
fuel oil transfe r (bunkerin gl operatlon on a vessel.

Vessel Casualti es
and / or criminal sanctions . inCluding fines and imprisionment.
/11
IJ1
Re port aU dlKhUJel to the
' Nati o nal Rel po nse Cen t er It 1.80ll-4Z4.1801 ,
Cargo may be re leased into the envi ronment as 8 r esult of 8 vessel casu- , or t o you r lou J U.S. Coast Guard ofliu
alty: by ph one o r VHF radlo, ChVlnel 16.

1. Grounding Figure 14-1. The U.S. Coast Guard requires all vessels to displaythe placardre-
2. Collision garding discharg e of oil. Courtesy U.S. Coast Guard.
3. Fire le:rpl03iofll
" Structural failure
up to $250,000 for individuals and up to $50~,?OO for~~18.tions-with
possibly half going to the informant-s-in addition to ajail eentence of'up to
six years.
FEDERAL POLLUTION LEGISLATION
Oil Pollution Act of 1990 (OPA 90)
A number of national regulations have bee n implem en ted ttl reduce poilu. One of t he most controversial, and WIid eye I db a Ie d piiecea ef U'S . legislation
fion ofthe marin e environment. These include the Fed eral Wa te r Pollution dealin g with pollution is t he Oil Pollution Act of 1990. This act~vers man y
CODt~I Act 1972, the Act to Prevent Pollution from Ship s 1980 , a nd t he oil '
facets of the transportat ion a nd han cII mgo Ioi ......... 5 In addit, ion to tman-
01 cargoe . di
o U,tl n Act of 1990. , , (th d ble-hull reqUlremen 15-
datin g changes in ves sel cons truction t e ou d th e ability to
federal Water Pollution Control Act (FWPCA) cussed in chapte r 1) the act ad d resses preparedn~9s a nd provide a plan
=""~c~,, er a) Water Pollution Control Act(FWPCA), the di scharge of respond to a s pill. Under OPA 90 , owners must deve nolluti on incident oc-
of act ion to be followed by vessel personnel when a .it . uknown contains
~ ~ nofthe United States is strictly prohibited 8S conveyed Curs or is likely to occur. The vessel respon se p,lan, ah" t" et be 'a pproved
In fi ffie;phitard (fig. 14-1) that is required ttl be di splayed on " ' l i trucbon s t a mu
e t 3 CF,lt Part: 155.450). general information a nd operatlon~ IDS . must be address ed in the
by the U.S . Coast Guard. The folloWlngcatego n es
plan :
. . n [i e ahip'a name. call sign, official
1. Introduction and general mformlltlO :", liMO)international num-
number, International Maritime OrgllnJ1Bbon
ber, and principal charucteristice!
2,
Notification procedures ' roredures dellling with ope1--
a Shipboard aptll-mitigaticn procedures u.e.. p
ational Ilpillaand vessel C8sualti8S)
 pOLLUTION REGULATIONS INTERNATIONAL POLLUTION LEGJ!H.I\TION, MARPOL
299
298
e activities u.e., qualified ind ivid ual'!! reap Conlrol of Discharge of Oil from CllI'go Tank Areas ofOil Tankers
4. Shore-balled l"('~pon ll . IIall t he orgsnizationnl atruct ure ofth ol1 aibili.

5
.
6,
h ell and au tho n ty 118 we

team) '" mlvemmental, corporate, and contrac tors)

Liat o{conla cts 1.(' · ..._
. .
Trairo ng requ Jrf'me
I d h
e rellPonlle

nte for vells£"! pereonne an 8 ore resp onse t(o

d ' 'II 8m
-- Sea Areas
Within a SPECIAL AREA NO
DiSl:harge Criteria
DISCHARGE eKtepl clean'
segregaledballast
or

7. Drills({requencyand exercises to eternune 6p l -response prep a redn eS8)

Within so nautical miles NO DISCHARGE eKceptclean or segregated
8. Review an d upda te proced ur es from land bal1ast
9. G!>ogr8 phic-specific appe n dices
NO DISCHARGE eltcepteither.
10. Vessel-specific appendix
(a) cleanor segregaled ballast~
(b) Of when:

INTERNATIONAL POLLUTI O N (I) the tanker i$ewoure; and

LEGISLATION, MARPOL (2) the instantarlcoU$ me of disctw&e of
oil does not exeeed 60 lilJ'eS per nautieal mile;
Legislation aimed at reducing pollution from tanke~s has evolved on the Outside and (Cilallgd to 10 lures ~r flm)
international level through the efforts of the Internation a l Maritime Orge- , (3) the tOlal quantIty or oil disctwged
nization HMO), which has been instrumen tal in h amm eri ng ou t th e rules SPECIAL More than SO nm from land do« ,,'
exceed 11 15,000 (for nntutg
tankeD) { IIJO,OOO for fI~ tiJllUn} of lhe
limiting the discharge of cargo residu es from tan kers. Th e most compTe_ AREA total quantity of cargo Il.hich ..... as carried on
hensiveof the IMO conventions dealing with m arine pollution is the Inter . the PTC\;OU$ voyage; and
nati ona l Conven tion for the P re ven tion of P ollution from S hips , 19 73, as
(4) the tanker has in opention an oil
modified by th e protocol of 19 78 commonly r e fe rre d to as 1\IARPOL 73f18. dischargc monitonng and coolrol lyS.tem and
There are six annexes with in MARPOL, each dealing wi t h a di ffer en t form slop tank arrangements as reqUIred by
ofpollutioD 8S follows: Rcgulation ISof Annex I o f ~tARPOL n178

Annex I-Regulations for th e preven tion of poll ut ion by oil

hi h h been so cleaned that the effluent
AnnexII-&gulationl for the contro l of pollu ti on by noxious liquid sub- • "Clean ballast" is the ballast in a tank ..... lC. as ecd IS PPM
.!an therefrom does nor create a visible sheenor the011 contenl C'lC '

nI-Regulations for the prevention of pollu ti on by harmfu l sub. MSM b f sho.... chiJngtJ dut to C'U rrtlll
Note: Items III brackets { J are not ill ,he currt lll II
tan'tes carried in package form
regulation changes
-ffiogulotions for th e pre venti on of pollution by sewage fro m
. th d' cha rge at sea of cargo
Figure 14.2, Su mmary of th e regul ati ons goverrung e IS
ations for the prevention of pollution by garbage fro m . . C "' n U
reeiduea from oil tanke rs. our teay . . S Coast Guard .

. '1record book contains a comprehen-

entioD of Pollution by Oil requires detailed record-keeping The 0.1 th t must be chronologically re-
m 'h USCG Marine Safety Manual summa- sive list of the cargo and ballastopera~lOnst nter the date operation code,
r enta concerning the discharge of oil corded on the vessel. Vessel person ne -olur e and any p~rticulara in the
. . h priate co umna k
and Item number m t e appro . in the oil record book must be ept
space provided (fig. 14-2). Ent~es I art state inepectcre (fig. 14-3). A
up-to-date and available for review by P, C rtificate (lOPP) must else
valid International Oil Pollution PreventIOn e
be maintained by the vessel.
 POLLUTION REGULATIONS
300 INTE RNAT IONAL POLLUTION LF.G1SI.ATION. MARPOL
30 1

Che m ical s in Bulk (BCB l as a ppropria te baRed th d r .

of th e vessel. • on e ate 0 construction

~ CAn :C'.oRI ES
N . m~ or Sh lp :
Unde r a nnex II, noxious liquid substa nces are categ orized in th e fonowin
ways , ba sed on the ha zard they pose to the marine en . . g
Offid al Numbtr Of Call SIJ:n: CA ' r .d vironment .
.ategory : nnxroua tqut substa nces which present a major haza rd to
CARGO/BALLAST OPERATIONS (O IL T ANK t:RS )
manne resources
. or human healt h resulting from deballastlIn g opera tiI Ons
a nd th e disposa
" l of tank washings into th e sea . These substan ces reqUIre .
MACIII NER\' SPACE OP[RATIO;'llS (AU . SIII PS) the most stnt;'gent pollution control measures due to the possibility of a
bioa ccumula tt on hazard or hig h toxicity level to aq uat ic life and to hu-
(circ le one) m an s.
Category B: noxious liq uid substances which present a haza rd to rna-
rine resou rces or human life resulting from debal las ting operations and
CO DE ITEM Record of 0 tri tiooil l i e arure of officcrs in ehar t.
DATE th e disposa l of tank washings into t he sea. Th ese su bstances require epe-
8.1 11/82 G 21 No.5 Port lank
PonShaw CA
cta l pollution control measures due to possible bioaccumulation of short
28
l ho~
du ra ti on , possible taintin g of seafood,or moderate toxicity to a quatic life.
"
Jl.I 111 111'8 2 1.8. Smith Category C: noxious liquid substances which present only a minor haz-
a r d to m arine r esources or human life resul ting from deballastin g opera -
811 -1182 A 1 Port Shaw CA
2 Hea fuel oil r-sc 1-5 S8 and I-SP tio ns or the di sposal of tank was hings into th e sea. These substances only
) 1500 barrels S/14182 1.8. Smith require s peci al ope r ational measures due to th e fact that t hey range from
8J1lY82 C e Port Pine Texas sligh tly toxic to nontoxic to a qua tic life.
7 I C3CandSC Category D: noxious liq ui d sub stances which present only a recogniz-
8 es a ble h a zard to m arine re sources or hum an life resulting from debaUasting
81 18182 B 4.1 2 C ope rations or the di spos al of ta nk was hings into the sea. These substances
4.2 SC only r equire some a ttention through operational measures due to the fact
s No 8/18/82 0 .8 . Mi ll er
t hat they a r e practically nonto xic to aquatic life,

Dl SPOSAL OF CARGO RESIDUE

Signalure of Master: IMO established detailed crite ria governing the proper disposal of cargo
r es idues in each N LS ca te gory . Th ese include a number of cont rol m~a'
Figure 14-3 . Sample entries from an oil record book for ca rgolba Jlast operatio ns. eu re s designed to s ign ifica ntly re d uce the qua ntity of NLS ca rgoes dIS'
Courtesy U.S. Coaet Guard. ch arged into the sea:

ANNEX II, Control of Pollution by Noxious Liquid Substances
(NLS)
contains the regulations for the control of pollution by noxious
ncea! NLS) transported in bulk. In an effort to minimize the
o h: ~b!lt:!lnce8, annex II of MARPOL 73/78 requires that
C quipmenb-, and operation of chemical tankers be
met with respect to the discharge 0 f noXIOU S iqur
t r: In!International Code for the Construction and
a . banglrrous Chemicals in Bulk (lBC) or the
ton aEg\l.ipment of Ships Carrying Dangerous
1. Cargo stripping: efficie nt stripping of the cargo tanks to reduce the quan-
tit y of residue s remaining on board at the completion of discharge
2. Clean ing and d isposal procedures (CDP): includes prewash ofcargo tanks
at the discharge port and th e use of reception facilities
Ventilation procedures: removal ofsubstances witha high vaporpressure
3.
In addition to these control measures, a number of condit~ons tm bU8t ~
. I' 'd s ubsta nces tn to e sea:
1. Vessel speed while proceeding en route (during discharge)
 INTE llN A1'ION AL P OLl.UT ION LEGISLATION, MARI'OL 303
POU ,UTION REGULATIO NS
302
Dischs TgC ofcmuent below th e waterline , taking in to accOu nt t he I . III conttliOS d et a ile d iofor~atioo of the vessel's physica l layout a nd
~uctionll n \I • m as well as ope r at IOnal pr ocedures t hat mu st be followed in a n
2 ent
of 8E'a
ssel location .with respect to a ny designa te d "s pecial e re"as ~
l>l:a t1o
:~~ to COlD ply with the requtrerneots of a~nex II of MARPOL 73n B.
Th e maoual sho~ld contain ope~atlOnal inst ructions for per sonnel con-
IUl y,.
3. V,
the minimum dlstan«" offsh ore ell ~ ductin g ca rg o h and hng , tank cleaning , h andling of slops , and the ball ast-
.. MllXimuJn quantity ofeubst.ances pe rtank wh ich may be d is c h argedto th
M' e
. g/deballasting of ca r go tanks .
In The manua l sh ould contain the followi ng information a nd ope rati ona l
Muimum concent ra tion ofs u bsta n~es (emu ~nt) in t he s hi p's wak
s Minimum depth of wate r at sea dunng the d is ch a r ge e instrUctions:
s
CARGO RE CORD BOOK 1. A list of th e NLS cargoes the vessel is certified to transpo rt and cargo spe-
The cargo and ballast operations perfonned on a ve s se l carryi g . US cific information
2, A list of the cargo tanks and the nOxlousliquid substance(s) that may be
liquid substances in bulk must be record ed in a n a p prove d ca: ODOlUO
book. The cargo record book must be completed for each tank i gh ,record, earned
following occur: n w Ich the 3. A descri ption ofthe equi pment and arTangement8 in the cargo system in-
cluding such ite ms as th e fonowing:
Line drawing of th e cargo pumpin g and stripping systems
L Loading of cargo
Ca rgo heating and tempera ture control system
2 Intern al transfer ofcargo
Identification of tanks to be used for slops
3. Unloading of cargo
Description of the discharg e arTangements
,•. Cleaning of cargotanks
Mandatoryprewash in accordance with the proced ure s and
IP&A1 manual a rrangements
4 . Th e detailed procedures to meet th e stan dards for the specific vessel, in-
cluding such items as:
6. Ballasting of cargotanks Stripping methods {cargo tanks)
Methods of draining cargo pumps and pipelines
7. ~ sdl4rge of ballas t from the cargo tanks
8_ ~BpoqJ of reeiduee to reception facilities Prewash programs for the cargo tanks
9. Discharge Into the Ballasting and deballasting procedures
10. Accidental or other ::c;;~::olv~ ° hresidues by ventilation
f
Procedures for the discharge of cergcwater mixtures
a isc arge of cargo Proce du res to be followed when a problem develops involving a devia-
tion from the approved discharge procedure
As in the case of the oil record book . A ta ble of th e qua ntity ofcargo residue ineach tank upon completion of
person in charge of the operation ,.entne s mus t be completed by the
The cargo record book is subject to .a nd signed by the mas ter of t he vesse l. st ri pping opera tions
elate authority. mspechon and review by com petent port A ta ble indic ating the qu antity in th e tank alte r performing th e water
tee t
SURVEYS The master of the vessel shall ensure the di scharge of cargo residues is
,t~e transport of noxi ..
~a:T.1~""!tl,s u rvey as well ous l~qu~d substances in bulk conducted in accordance with the guidance contained in the P&A manual.
on. C tinuin ~s periodic surveys by the na g
. f'o g comphanc ith CERTIFICATES
WI h e insyectors ofth e WI the requirements of
e port states where the vessel Upon satisfactory completion of a survey, including approval of the P&A
manual, the vessel is issued an International Pollution Prevention Certifi-
cate for the Carriage of Noxious Liquid Substances in Bulk or a Certificate
of Fttneas for the Carriage of Dangerous Chemicals in Bulk. Both are usu-
ally valid for a period not to exceed five years.
 ,r

POLLUTION REGULATIONS
30'
POLLUTION REDUCTION EFF OR T S
. been mad e wit hin t he tanker indust ry to redu
'l'remendQUS st n desdhave
. I ntional pollu tIOn. 0f t h e m anne. .
enVIronment" C HA P TE R 15
wn intothee following list , inel u dee coerati
both aCCIIde ntal an operatrona 1 measures ae.
~~t:8e::::;; vessel design and equipme nt:
I. 1.£Isd -on·top
Segreg9ted -bsll s st design s
2.
3. Shore recepti on facilit ies In ert Ga s Systems
•
5.
Crude-oil.""s shi ng sys tems
Vapor control sy sle m8
6. Doublt'-bull const ructio n
7. Efficient cargo st ri pping systems
6. Pr'ewlllIh procedurt"8 and slops disposal

REVIEW
1. List the operational sources ofmarine pollution from the cargo system
ofa tank vessel.
2. Describe the methods used in the tanker indus try to reduce sea poilu.
tion both operationally and through vessel design.
3 Which of the IMO conventions is consid ered the m ost com pre hensive
with respect to pollution or the environment?
LI.!It the present pollution regulations governing the dischar ge of
a 0 residues from an oil tanker.
IS "special area"?
nIUl of pollution are addressed in each of the MARPOL an-
B8..Ubstances (NLS) categorized regarding poilu-
F:~llb:'i~~,n tained in a "Cargo Record Book"?
tafhed in a Procedures and Arrangements
I n December of 1969 the shipping world was rocked by a series of explo-
sions that occurred aboard three VLCCs, the Marpeesa , the Mactra, and
the Kong Haakon VII. Eac h was a newly const ructed supe rtanke r operated
by a rep utable company. The ph otogr aph showing the afte nnathofthe ex-
plosion aboa rd the Kong Haakon VII (fig. 15-I) is a soberi ng remind er of
the potential h azards assoc iated with cleaning ta nks on a cru de-oilcarri er.
Shi powne rs launched an extensive investigation to determine th e prob-
able ca use of the explosions. Alth ough it was difficult to pinpoint the exact
cause in eac h case, the investi gat ion point ed to a static electrical discharge
as the pr obabl e source of ignition. Factors common to ea ch incident in-
clud ed ste a ming cargo tanks a t sea in a ballasted condition, employing
fixed tank wa shing m achin es, and tank c1eaning (center tanks) at the time
of the expl osion.
Th e us e of high- capacity (fixed) washing machines (HCWM ) delivering
water-and, in some cases, recirculated oily-water mixtures-e-at high ve-
locity and pressure against the cargo tank surfaces was linked to the de~el­
opment of a significant static charge. The benefits of fixed tank washing
had been recognized for some time, and rather than abandon this method
of cleaning, the tanker industry decided to vigorously pursue the concept of
controlling the atmosphere in the cargo tanks while conducting 8 wash. It
was determined that maintaining a low oxygen content in the cargo tank
was the key to ensuring the safety ofthe operation. "lnert.gae," ~s it is c?m-
manly called, is defined as a gas or mixture of gases contalOmg IOsufficlerft
oxygen to support the combustion of hydrocarbons. . .
The events in 1969 prompted the development ofmtemaLionaf
tions calling for the installation of inert gas (I syswmlJ'on crud
"lnerting" then became an industry standerd't il
worldwide. The rules goveming..t!te design oJ!Elrati n i:l 81
 I NERT GAS SYSTEMS SOUHCEs OF INEItT GAS
'06 307

S OU RC ES OF I NERT GAS

e types ofinert ga s syst ems a re in common use toda '( 11 n

' S )', (21 0 1il • fiIre d linert gaa generate ty . ' "nu ehigae eye-
Th, ' stea ms h Ip
(elll, ( . w TS m e ter 8 IpS and
barges); and (3). nitrog en syste ms (pa rcel la nkeral.
On 8tea mS~ l ps l t~e exha us t from, a mari ne boiler burnin g a residu al
fuel oHresults In a m ixture of ga ses with the following breakdown (a pprox-
imate values) :
Nitrogen
Carbon dioxide
,....,..
1 2-14 ~
Oxygen 2-4 %
Sulfu r oxides 0 .3%
Water vapor .%
Soot 300mf)m3
Heat 200-3000C
Carbon monoxide 1,000 ppm
Nitri c oxide 400 ppm

Th e exhaus t is dra wn ofT t he uptakes , processed in th e scru bber, and

deliver ed via h ea vy -du t y fans to th e ca rgo ta nks . Figure 15·2 shows the
typical la you t of a n IG sys tem on a ste a mship.

--
--
. .-

"gy 15-1 Theaftennathofth .

OC uJfi(i durlng!.he te k I e e~plo8lOn aboard the VLCC Kong Haakon V/l
. 6a e n c eanmg P-"roceaeon t he balla st pas sage. Courtesy

1 apPeued 8S regul ti .
1 19'7 Th ... a l,on 62 10 the Safety of Life at Sea
srge ~de Imh.at merting requirements were obvi-
e earners that were employing fixed wash-
U li!!:@a;'tan ks. The success of theBe Syste ms in the
to xpa n810n
. .
orthe iner'ting requirementB to
Figure 16-2. A block diagram showing the major components of an inert gee eye-
8 ele o(amaller tonnage. tern . Courtesy Richard Beedon and Eric Mo.
 INERTGASSYSTEMS SYSTEM COMPONENTS
309
808
ti
ron.
owners are installing oil-fire d inert ga s gen
.
These valves a re ~ocated in an ex~re m.e!y host ile environment-hot, dirty ,
Jn new construe h.n d h
IOwarddie!lel propulsIOn an t e custo mer s' d
erato
re lllld corrosiv e. ThiSca n affect th eir ability to maintai n agastight seal. It is
ult ofthe s I . k . crnshd
as a res • lit ~ inert gaB. On parcel tan era tr ansp ort mg ca tgoes a mrnended th ese va lves be operated on a regular bWlis and sootblown to
(or better qua . Y ' .0 0 concerns over quality assurance h ave led to ' h ~n­ ""'ure proper operati on. Some manufacturers have opted for an ..·••eea1
euve ttlcontamma I , e in. ellS' • ~
. I·ieu c f a tt empt im gto~ atnta i n amechani cal se alattheup-
stallation o( nitrogen syatems. arrangem entm
take valves. Th e s~otblowers on th e boiler should never be operated in con-
'unction with the in ert gas system; the refore, interlock s are installed on
GENE RAL REQUIREMENT S ~e uptake valv es to pr event s uch an occurre nce. Fr om the uptake valves,
FOR AN INERT GAS SYSTEM the hot-gas inlet line dir ects t he flue gas to the base ofthe scrubbing tower.

The inert gas system must be designed and ~perated as necessa ry to rnain_ Up take Bell ows
tain the at mosphere in the cargo tanks In a nonfl a mm abl e condition Toaccommodate the thermal vari ances (expans ion and contraction) ofthe
throughout the operating cycle of t he vess~1 unless the tanks a te gas free. piping during operation , an expans ion joint generally referred to as the
Regardless o(th e type ofi nert gas system Installed on th e vessel, it should bellows is in stalled in the h ot-gas inlet line . According to surveyors, the
be capable o(supplying a gas or a mixt ure of gases with an oxygen contt'nt bellows repre sents a weak leak in the piping system; it is subject to meta l
0(5 percentor less by volume. This enables the operator to mainta in an ox- fstigue and holing ove r time, possibly resulting in air leaks in the system.
ygencontent of8 percent or less by volume in the cargo tanks. Th e onboard
IG manual should always be consulte d as some companies and te rmi nals Sc rubber
havemore stringent requirements concerning the oxygen lev el to be main- The scrubber is the primary processing unit that converts the hot, dirty,
tained in the cargo tan ks.The ot her general requirem ent for the IG system corrosive flue gas into a usable inert gas which can be safely delivered to
relates to the operator's ability to mai nta in a posit ive deck press ure at all the tanks. The scrubbing process has four functions:
times. Thepurpose o(tms requirement is to prevent the ingress of air that
couldpotentially compromise th e inert status of t he ca rgo tank or th e en- 1. Cooling
~re vessel. By regulati on, the operator mus t maint ai n a minimum of 4 2. Removing the solids (soot)
inches(.100 mm) water gauge (wg) during the oper a ti n g life of the vessel. 3. Removing the corrosives(sulfur oxides!
~e U~ted States rules concerning inert gas sys te ms h ave been barmo- 4. Removing entrained water
niaed ~th the SOLAS requirements to eliminate t he discrep ancies that
onceexisted between t he systems found on international an d domestic ves- Numerou s scrubbe r designs use varying method s to accomplish these
ta r;fer to Title 46 CFR Part 32 .53- 10). It is important to realize that functi ons; therefore, the manufacturer's manual must beconsulted for the
I~ e past twenty years, the ru les governing the de sign and opera tion of details of the unit on the vessel. In a typical wet bottom scrubber (fig. 15-3l,
m~ have been amended several times as operators gained more ex- the flue gas ente rs t he base of the tower through a wate r seal. AB the. gas
th thes~ eyeteme. To stay abreast of any changes that have been bubb les t hrough the water , it is initially cooled and the larger soot particles
are removed This initial cooling is very important as It causes the corro-
l~temi1,.honaIlY, operato rs sho uld cons ult the appropriate manu-
sive sulfur oxides to be flush ed out of the gas while it p~es throug~ ::
g
seal water and seawater sp rays. AB the gas moves vertIcally t hrohu f
. fb m t eye tha t clean se t e gas 0
tower it passes t hro ugh a se ries 0 a ea or r .
, . ta t of t he gas with t he sea wa-
the fine r soot particles. Th e cont muous can c fi itiee i th
. I· t· and removal 0 rmpun res m e
ter epraya results 10 further coo 109 ac Ion . I f
gas At th e top of the towe r (outle t) th e final process m;ol;es re~ova 0
ph; sical water droplets from the gas . 'ryte first met~~ 0 :m~::;s~;
tr ained water is accomplis he d by pesamg th e gas roug ~ I d re-
which ca uses the water to condense on th e cellula r-lik e matena an I
main in th e tower. In the second method, th e gas moves through a cyc one
oiler -uptake va lves or flue- . . .' ti on throwing th e water
or vortex se parator whi ch imp arts a spmn mg ac ,
Giant wh en it is secured.
 I N ERT GAS SYSTE M S SYST EM COMI'ONF:N TS 311
•
310
scrubber-typlcallllYOlll In e rt Gas F an !'!
The next. major com po~ent in the system is t he IG fans. Two inert gas fan s
are rcqul r~d , the c.ombme d ca pacity of which must be rated at 125 percent
- ... Hoi 085Inlel
, ,- - ...... , -- -+ Gas oullel
,,, : Demister ! r ofthe ma ximum discharge ca pacity of all th e cargo pumps that can beoper-
aled simultaneously. Th e inte nt of thi s requirement is to enable the opera -
•, tor to m~in tain a positiv e deck pressure t hroughout the cargo discharge.
Installat IOns va ry, but most owne rs opt to exceed thi s requirement by in-
,, stalling two 125-percent-rated fan s. The advanta ge claimed for this ar-
, rangement is that if either fan fails, it would not adver sely impact the
• discharge operat~on of the sh ip. The IG fans are typically driven by
heavy-duty el ectric motors and equipped wit h isolation valves on the suc-

.
tion and disch arge sides. The fan s should be visually inspected on a regular

- ...'\
-rrr-
," basis through ports located in the top of the casing for evidence of deteri o-
.. : .. ,<
ration s uch a s scori n g, acid damage. and carbon buildup . Duri ng opera-
, '
,, ,,
.< tion, the fan should be check ed for excessive heat and vibration . Upon

.
Ii- , •
' -- seal
.
.....
I
....

Weir

Drain to overboard
shutdown of the system. a freshwate r rinse of the fan blades is recom-
mended for a period of fifteen to twe nty minutes. On the discharge side of
the fans . two sensors a re req uired, one for monitoring t he temperature of
the gas an d t he othe r for monitoring oxygen conten t. The alarm sett ings
are as follows :

Figure 15·3.lntemal viewahowin lh High gas temperature-U.SJlMO: 149°F (55· C)

tesyRidlardtl --d . g e componenlsofawet bottomscrubber.Cour. High oxygen aJarm- U.SAMO: Operator-set value (but in no case higher
Dell onand Ene Ma.
tha n 8 percent oxygenby volume)
d~plet8outwardintoafunnel_ h .. .
thia pointthe gas is full II aped catche r where it 18 drain ed away. At Th e reliabili ty of t hese instruments is cri tical to t he operato r ~hen ~e­
important to real,' th y proceased and ready for deli ve ry to t he deck . It is
ze et t hescrubb d . termining t he suitability of th e gas to send to th e d~ck. O~-spe~lficatl~n
or the undesirable elem ts i h er cee not achieve com plete removal gas is eit he r returned to the scru bber through a recirculatio n line or. m
Overti . en 10 t e gas . later model systems, vented off dire ctly to t he atmosphere.
me, detenoration of th
pected based upon th ee 1Ii . e components in a n IG syste m ca n be ex-
ternaI surfaces of th crency of'the ecru bbi109 process. To protect th e 'm-
Gas Pre ssur e Re gulatin g Va lve (GRVl
employedagainstth. e se~bber. either special coatings or liners are
t ureamust be carefullcorrostve elem en 18'In t h e gas. The anticorro sive fee- To control t he flow ofinerl gas to th e deck distribution piping, most sys-
. tem s are equipped with a gas pressure regulating valv~, also known as the
ber8hell. Uponahutd: 1n8P• to ensure proper protection of the scrub-
flush
fl ed WIth . seawaterwncf
r t hcted
e eyete
. i recommended the scru bber be
m.rit 18
main control valve. This valve has two modes of upera u on, manual and au -
tomatic. In the automatic mode the gas pressure regulating valve operates
._ue-gll! SY8tem8hes lIh~wn'• tPhenod of 30 to 60 minutes. Experience with as necessary to ma intain a desired deck pressure in the cargo ta nks. In the
· t he key to ...
...,nance 18 . at rou t m e" me. . n and preventive mam-
pectio .
~Ia nt . enalln ng aefe, unmterrupted
. ma nual mode t his valve is contro lled directly by the operator ofthe system.
ope ration of the IG At this point the inert gas piping leaves the afterhouse an d proceeds for-
ward onto th e cargo ta nk area. Safe operation dictates.th~t any IG sys~m
permit flow in only one dir ection, s pecificallygoodqua lity I~~r~ gas flowin g
\lii'i;l;';~l.l":ll. gth Fresh_Air Inlet toward the cargo ta nks. This locat ion constitutes the dlVl~lon betwee n
(. ~acrubbe r, moatlG 1
Which p . P anta have a fresh -air in let on the sue - what arc commonly called the nonhazardous and the potent lOlly hazard-
errnita the s yetem
<- to be used for gas _freeing
'
ous areas of t he vessel. To prevent the ret urn flow of flammable cargo
 INERT GAS SYSTEMS SYSTE M COMPONENTS
' 13
'12
ln th t m 8 fle ries of non re t u rn devices a re r eq uired , p roviding the sea l, forcin g the water u p t he .i nlet pipe to form a water plug, Th e water
vaporsml ellyS e .
a barrier between th ese two a reas. lug preven ts the gas from entering t he nonhaza rdous a rea e of't he vessel.
b ther varietie s of d eck seals a re kn own as th e semidry and dry-type seal.
Ven t Li ne These seals operate in ~ u~ h .t he sa me way all th e wet -type seal; however,
dment.9 to SOLAS. a vent lin e was added to t he sys te m re. they a re de signed to mmtmt ze wate r carryove r into the deck main and
Inthel 981 arnen i t he event th e
. ts Thill vent provides a n a d di\11008I ea'regua r d In cargo tanks during normal ope ra tion ,
quuemen d viree fail According to 11\10 , the vent lin e and valve s hould be The semidry-type seal (fig. 15-5 ) employs a venturi to draw the water
nonrt'tum e. .. ", . .
installed in th e run of pipin g bet ween the gas pres sure Tegul a t ln ~ and the away from the inlet pipe , permitting the gas to move through the seal with -
deck isolation valves. Th is vent valve sho uld be o~en wh en t he inert gas out having to ph ysi cally bubble through the water as in th e wet-type seal.
In the dry-type s eal (fig . 15-6 ), seal water is dr ained away at the start-up of
I t is nIT to prevent returning
p~
ca rgo va pors and iner-t ga s from build ing
' v atve . Th e vent
. st the gas pres su re ~eguI a ~mg
uppressUf'('in th e lin e again the system a nd the g as move s through th e empty compartment without
also provides a conven ient location to c~e~ k the mtegnty of the nonret u m coming into contact with water. Some manufacturers employ a dem ister
devices by samplingthis section of the pipin g for th e presence of flammable simila r to that found in the scrubbe r to physica lly trap the wate r and keep
vapors using portabl e ins truments. it from passing to the de ck main . Several checks should be performe d on
th e deck sea l including the following:
Dec k Seal
Several types of deck sea ls are commonly fou nd aboard tank vessels . Re- I. Seal water level (normal water supply)
gerdleeeortbe design , the deck seal is the principle barrier against return 2. O\'erboard drain from the seal
flow of flammable cargo va pors into th e gas-sa fe a reas of the ve s sel. The 3. Level sensors
wet-type seal shown in figure 154 is designed to funct ion a s a non- 4. Coatings or liners in the deck seal
mechanical, nonreturn devi ce, pr oviding virtually fail-sa fe protection in 5. Heating coils (in cold weather)
operation.
The deck seal works on a simple principle whereby the r etu rnin g IG
and cargo vapors exert pressure on the larger water s u rface in the base of
"""
Back pre ssure in cargo tankS

Gas compartment

- - --:;- - - - ~-
,=,-:- =---'-~- -:
.-:. - =-
. G:.:.> - ---_- :----
Nonllow condition
rtes Wilson Walto n Inu-matlona l.
Figure 15-5. Se midry· type deck wster sea l. Cou Y
 INlm T GAS SYSTEMS SYSTEM COMrO Nf,NTS
.
, 14 315

6.
7.
Demister
Venturi line and any valves in a semidry or dry-type se a l
,...
In addition to the checks menti oned a bove. the performa nce of th d
Ilealshould be monitored through periodic testin g for the p resence
vapors, using a hydrocarbon ana lyzer j ust aft of the deck sea l.
eck
cargo T~
t
enceoffl ammabl e cargo vapors at this point in the system woul d indl pres.
problem with the nonretum devices which wou ld warrant furth er i reate ~
gation. nvesn.

Nonreturn Valv e
On most systems, immediately forwa rd of the deck seal is the m e h .
·I\ . h k c amcal
nonreIurn varve.
I A II or ewing c ec val ve is genera lly emplo d. it i .
th .' ht . I d d GO ye , ll ls el-
er weig . or apn ng- 08 e. tven th e ope rating environmen t . hi
thi al f . m W lch
t rue
I Vskive uncnona.operetors
... should be awa re th a t these val ves a re prone
flo e Thng h or remammg
. fi m th e open position ' thereby permittim g return
ow.. e p otom gure 15·7 shows anonr etum va lve which wa I d
aft€~t was determined that it was frozen in the open position s rep ace
e nonreturn valve is requi red to b .d d . .
~:,"::u';;; ~~';.'iVeIY. a second valv:: :::::d ~e::~I~~Si~~;;:~::: Figure 1 5 ~ 7. A mechanical nonretum valve that wasreplaced after it wasfoun d to
be frozen In the open position.

Gasflow towart! cargo lanks Back pressure in cargo tankS Deck Isolation Valve
The deck isolation va lve is generally a manually operate d valve (typically
but terfly or ga te ) that blocks the cargo ta nk area from the after end ofthe
sys tem .

s: DroP-=- Deck Distribution System

- lank. - - F.rom the deck isola tion va lve, the inert gas is directed to the cargo tan ks
--~
VIa a bra nching deck ma in . This network of piping on deck not only serves
,,Lhr--.LE to supply the inert gas to the cargo ta nks but also serves, in many in-
sta nces , 8S th e vent a nd vapor cont rol piping for the vessel (see chapter 5
,, for details concerning venting and vapor control systems). An alterna tive
,, piping arrangement less commonly seen for the supply of inert gas to the
:, --~.---::..
cargo tanks is a connection between the deck main and the bottom pipingof
~--- -_
. .:....-
the vessel. This permits th e gas to enter the bottom ofan empty cargo tank
via the bellmouth. The deck main and bran ch lines should be equipped
with low point drains to permit the removal ofany liquid that maycollectin
the piping system on deck . Liquids tend to accumulaw In the deck m~lI~ for
a vari ety of reasons including condensa.tiondue to temperature variation.
B~rllcal .OOpyri ght e International
. water-carryover from the deck sea l, and ca rgo accumulati on due to misting
Maritime Or ge- and tank overfill . Th e smaller branch IinC's off the inert gas deck main
 INERT GASSYSTEMS SYST EM (;CIMI'ONENTS
317
316
ente the cargotank via the side of th e ta nk ha tch (fig. 15-8 )0'"1
• )y verti Ca rgo tank pressure-va cuum relief v I
1. line vnlvea) II vee (for vessels fitted with branch
penetrating the deck (fig. 15-9). cally
A centrally loca ted preS!lure-vacuu m re\ ief valve th
2. bullet va lve for. ve_ssel s wit hout br a nch lime valveson e mas t r iser or a
Cargo Ta nk Isola ti on
Thecargotanks must be equipped wit h some form of block va lve or b 3. On ) more liquid pr essure-vacuum breakers (located on the inert gas
maienor
ingarrangement. Systems vary from those t hat use a single butt Il lank.
in the branch line to those th at employ a spade blank in serted er h y valve
pipingenters the coaming ofthe ta nk hatch. Seve ral methods of ISO
W lere
at i the
cargo tank fro~ th~ rest of th e vess?1 are s hown in figure 15. 10 ng a
tanks are routmely Isolated for a varie ty of reasons : . Cargo

i. ~lanuaJ gauging, water cuts, sampling , or taking te mp e ra t ures In

tank . the

2 Gas.freeing and entry by personne l

a Segregation of dissimilar eargoes a nd thei r vapors

Pre ssu re-Vacuum Relief Devi ces

sibilityof the occurrence of s~ru t e ~~ratlon on ~ ta nk vessel is th e poe-
Oneofthe ecnsequen ceaof' an cloe d .
inertgassystemsareequipp ed~t~r amage. WIth this in mind, m ost
vacuum reliefdevices to protect th e :y
n:.~r fth e
m(ore °fi following pressur e-
rem see go re 15· 11 ):

Figure 15.9. The branch line off the IG main is connected to the cargo tank via a
deck pen etra ti on . Th e branch lin e shown here is equipp ed with 8 butterfly valve.

J[~~~ blank spada M nk

0
8 t\ 0
Figure 15-10 . Several methods ofiBolating the cargo tan ks from the inert gaBmain .
ITtbll. IG main in Uti8 ca se e nte rs t he ta nk through
Courtesy In ternational Cha mbe r or Ship ping a nd OCIMF .
 319

Structural protCclio~ of th e vellsel is imperative as expensive damage

can result from mechanical malfunct~~n8or human erro r such as the fail-
ure to lin e up th e sys te m cor rect ly. ~ lgure 15·12 shows the damage that
occurre d on on~ vessel '."'hen t he .number one cente r cargo tank over-
essu rized dunng a loading Operation.(For furthe r detail s concerning t he f.
::ethod of ope ra tio n and t he typical settings for pressure-vacuum relief de.
vices, cons u lt cha pt e r 4.)

De ck P re lHlUre
One of th e general req uirem en ts of an IG system concerns maintai ning a
positi ve deck pr essure 01.1 the ine~d vesse l to ~revent the ingress of air. To
assist th e operator , a ll Ins tallations a re required to have a gauge which
gives a cont inuo us readout as well as a perm a nent recording of the deck
pressur e. Audible a nd visu al alarms a re required for both high and low
Normal 0J)8f8b01'l deck pressu re conditi on s. In the bar gra ph , figure 15-13, some typical val-
ues for th e high and low deck pre ssure ala rms are given. An opera tor can
expect va ria nces in th e deck pr essur e at sea as well DS duri ng cargo tra ns-
fer in port.

EJ:cess vacuum

I b inert raa a
t heayal.emfrome
yal.ema
t
are tyPically fitted with e Iiq-
.
. . If re mepfl>lIl1ureorvacuum condl_
~IOn. . f m theoverp l'fllsuriutio n of num ber
Figure 15-12. Damage to th e dl.'Ck resulting ~ilS 8 Cameron. U.S. Coast Guard.
1center cargo tank . Courtesy Lt. Comdr. Doug .
 SYST E M COM PONENTS 321
INERT GASSYsTEMS
320
DECK PRESSURE IN PORT
112"
Dl.lring ca rgo ope rations, t he deck pressur e must be carefully monitored by
99,S"Tank test head he PIC to prev en t the development of any extreme conditions. Following
~rc some typi cal causes of problems with deck pressur e:
". 1. Improper lineup oft he IG/vent system
PI/ bfk,r. pressure setpoin l 2. Excessive loading rate
PV valve pressure setpoint 3. Excessive cargo pumping rate
H,~pf1ISsure alarm
4. Mechan ical malfunctions (i.e., faulty PVvalves)
5. Constricted line [i.e., liquid plug in the line)
6. Cargo polymerizat ion
7. Shore vapor recovery problems Ii.e., restricted line or blower assist)

" lowilfessure alarm Alarm and Shutdown Features

The inert gas syste m must have several alarm and shut do...."O features to
139'
:~F."~7""'PVvalve vacuum setpoinl protect the system in the event of a critical fault . The required alarm and
1 , PVbOO.vacuum setpOinl shutdown features are as follows:

1. Low cooling water supply to the BCnlbbing to.....er

2. High wate r level in the scrubber
3. High gas temperature-U.SJIMO: 167°F t75°C)
i (In d HPI
4. Blower failure alarm
SY51 em pressureand
se!pOitlt bar graph
5. Power failure to the autoeontrolfeature
6. Loss of water supply to the deck seal
1 ~13 Bar graph aho\lring the typical operating pressur es and setti ngs of
etdfilOOl in an inert gas system. Sui table in terlocks mus t be in stalled such tha t any fault. condit~n re-
eulring in a sh u tdown of t he blowers also res~ts in ;h~ clO:l:ft~~ \;:::.
pressure regulating valve. The au tomati c shu own ea ure ti
DECK PRESSURE AT SEA tern shoul d be te sted on a regular basis to ensure proper opera ron.
~e l will va ry cons iderably based u pon changes
lOG" oxYGEN READINGS
F. r: enrnple. the deck pressure ca n be expected to . . h PIC may encounter elevated ox·
o n as temp eratures approach t hei r m aximu m; Dunng the operation ofthe IG system, t e l on the discharge side
~ ~ typj cally drop s off becau se of t he cooler ygen readings as sensed at the fixed oxygen ana ~Z;;tennine the source of
u
ma r Ouctuations in the deck pressure are of the fans . Should t his occur. the oper~tor m h• lgh oxygen alann sounds.
t i action belore h l
te
1 ater temperature a n d 8S a result of t h e oxyge n an d ta k e ccrrec we ful it may be necessary
. a!ity are an succeee • .
v 1 lfrsonnel monitor the deck pres- If t h e efforts to tmp ro,:e gaa.qu . r b placing th e system 10 re-
1n i1 underway . In the eve nt the deck to divert the ofT.s peclficatlO n gas eit he / . al causes of elevate d OXY-
r; a e limi , it is gen erall y n ecessary circul ation or vent ing to at mosphere. Some yprc
~ti . th e other h and . should gen readings include the following:
I c e table limit, it m ay be
pr es sure. "Topping 1. Poor combustion control
2. Low boiler load
S!i1IIii.ll~.~n k already in the in - 3. Leaks on the suction side of the fan~
s r prevent any
4. Prolonged recireulation
 Failure to secure the ai r lIell ] ll r rangemen t of t he up ta ke vlllv!.' ]acement met hod!'! a re routinely perform d .
5.
Faulty oxygen a nalyzer r~P and di spla ce men t . Whi ch method a pa.,~ Ion inerted vesse ls: dilu-
6. tlOn • ICU ar vessel I .
ted by the su pply (entry) a n d ve nt ing (exit) emp oys 18 dic-
ta k ar rangements of the cargo
tan s.
EMERGENCY PROCED UR E S
Dilu ti on
In the event of a tota l failu re of th e inert ga s plant to d elive r the ro .
. . h d k h ..,qu1ted The dilu tion (mixing) method is accompli shed throu h th . .
quantityorquahty oflOert gas to t e ec , t eoperator of t he sys te rn hi h i ' , hievi g e introduction of
take certain actions. Under domest ic ru les, t he operator is prohibited ~ust
gas at Ig ve DCI y, a c ievm g maximum penet ratio . to h
and cons iderable turbulence within. the ta nk atmo sp nhlnere.' Theecar~o ~k
8.100 IS to
allowing t he creati on ofa l1amma ble a tmosphere in the ca rgo tanks ' th ere
rom
fore, it may be necessary to suspe nd aUcargo operation s a n d hold thO d .
create a h omogeneous .atmosp
h .here In the ta nk by thoroughi y rmxrng.. th e
. rd e ueek existing a tmos p.h ere WIt the mcoming gas . Experience with this method
pressure m the vessel. In othe r wo 5 , th e ope rator mus t n ot comp .
the inert status ofthe vessel by resuming the ca rgo disch arge wjth:~I: has shown tha t It ?enerally takes 3 to 5 volume changes ofthe cargo tank
atmosphe re to ac h ieve full gas repl acement. To achieve the he, ul
benefitofthe IGllystem. Several safety concern s, particu la rly in th U e
crude tankers, warrant this actio n . Also, local a n d terminal requ i e caSe of ing t h e diluti th d h a res te us-
I utr on me 0 ,t e supplyofgas isgenera Uy directedto a limited
hibi h . f
may pro It t e resumption 0 cargo opera tions . The followin g li t
remen ta numbe r of t anks, prefe rabl y one at a time, there by achievingthe maximum
•• fth I ti I · .. IS repro. velocity to that tank.
sents some 0 e po en ta igmnon sources t hat may pose a th t h
safetyof the operation: rea to t e
Di spla cement
I. Pyropboric iron sulfide ignition In the displaceme nt (layeri ng ) method, th e gas enters th e cargotank at low
2. Static generation from the IG syste m velocity, forming a stabl e hori zontal interface between the incoming and
3. Static generationfrom the use of high-capaeity washi ng machines exiting gases . The gas enters the top of th e ta nk and acts like a piston push-
ing the exiting gas out via a purge pipe or other suitable arrange ment. To
The risk from an intern al Source of i iti . . minimi ze turbulence in t he tank a tmos phere, the gas is generally directed
enoughto warrant the SU8 . f igru Ion IS Ju dged to be significan t to a number oftanks simultaneously, th ereby slowing the velocity.The dis-
.h pension 0 cargo operati
WlS toresumeeargooperatiODs the .
Sh Id
o.ns . ou an operat or placement method u suall y tak es 1Jhto 2 volume changes ofthe tank atmo-
err g81l system or (2) to co ' only VIable options are (1) to fix the in- sphe re to ac com plis h full gas replacement. Figure 15-14 illustr ates the
Port state inspectors ~ect ~ an rnal sup ply of IG.
n typical supply and venting a rr a nge ments and th e methods that should be
are in compliance with the inrart. om1exte
y c?ec k tank ves se ls to ensure th ey employe d when performin g gas replacemen t. For detailed guidance con-
e 109 requiremen ts .
cerning t he m ethods and time necessary to perform gas replacement con-
sult t he vessel's in ert gas manua l.
There a re ge ne rally two ways to dete rmine th~ success of ~ gas replace-
ment ope ration . One is by a n experience factor With the partl c.ular vessel.
th e othe r is by te s ting a nd monitorin g th e tank atmosphere WIth portable
instrumen ts . Figure 15-15 illu st rates a typical hydrocarbon analy~er
(model lOOT Ga scope or Tankscope from MSAl com~only used. to venfy
th at a space has been properly purged prior to gas-freel~. A rea~mg on th e
analyzer of 2 percent hydrocarbons or less by volume IS ~eqUired before
ventilating with air. Reducing the hydrocarbon conce~tratlOn ofthe space
to this level prevents the tank atmosphere from becommgflamma,ble when
it is subseq uen tly ventilated with air (gas .freed). An operator s und.er-
. h d . th k y to successfully controlling
sta ndm g of gas repla cement met 0 S IS e e . . . .
gas replacement · the cargo tank atmosphere and ens uring th~ ves~ells mamtamed m a non-
I at osphere in the necessary in order to
e cargo tanks . Two ga s flammable condition throughout its operatmg life.
 INERT GA.'! SYSTEMS INEHT GAS m :m:RATOH.<;

". 'ty gas ba sed on the type of fue l employed, Forexam pl, di 1 < d
325

INERT GAS GENE Il ATO Il S qU9 II d d • a lese -nre

inert sse ge~erator oes not pro uce the 8,oot or corrosives typically en-
. ~ 8 (lGG) are typically insta lled on vesse ls that d countere d with ~ n~e ga s sysl~m. The bigher qua lity fuel produces a
Inert gas gener8wf . I:'. • h 0 not
d supply ofoxygen· defiCIent gas lor us e In t e carg-o lank I cleaner burn whi ch In tum requires a much less sophist icate d scru bbing
possessa res : _ inert gao gene rato rs have been in stalled beciluse Oft'h' ,n
recent times m"" ' . elf process. ,
, ti to ta nk barges a nd t he shift from s team to motor ta nk Inert ga s ge nerators a re very compact, typica lly consist ing of a com-
I
~~IOO to" " e~
Owners may also opt for an inert gasiskgenera r In Sit uations Whe re Ih ' bined combustion a n d sc :ubbi?g uni t as see n in figure 15-16, The primary
quality of the inert gas may pose a n s . of0 con
tami
m m a ti on ~ the ca rgo. Ae function of the sc ru bbe r In a n m ert gas ~ene rator is to cool the gas prior to
properly operat ing inert gas gene rator IS ca pable of producing a s u perior delivery to the cargo ta? ks . The bu rner m th.e combus tion chamber is sup-
plied by one or more a rr bl owe rs a nd fuel 011 pumps. An ignitor fires th e
Ine rt ga s ma,n

/ /\

10M gas main

,
c""',
I'""""""
tocargo line \ 1/ ~,
l(

\IW
men gas main

I!.
o

~ --11 : 1~
\,-~-"1
,
,

ampl f
o Iupply and vemin . ed to verify the 8ucce8B of
DIIP..\.Ilcemen, h g arrangement8 used when per - I r 6N! n here 16 us
d~ pipln C
met od' B. D"I '
I utton method via bott om
Figure 15-16 . The hydrocarbon ana yze r-. A pl,',nc<'s Compan y (MSA).
"f SS,l'ty P
g. oumsy H·owden en Enei ,
ngmeenng. th e purging operation. Courtesy" me
 INER T GAS S YSTEMS PR~;CAUTlON S IN rue URE OF In RYSn:MR 32 7
,26
To atmosphere ta nk ves , "... I m a y be required
. due to concerns
. a bout flammab ilityorthe
I To atmosphere ona ct of S ns it ive cargoes With oxygen or rnoretur e. Th ese systems a re de -
contB. d: 1ive r ni t rogen of hi gh purity (95 to 99 percent N2) a nd d ryness
'goed to I prot ect t he vesae I a n d cargo.
Sl
to properr;he
o m ore cost-effective met hods used to gene rate nitrog en is via
Oneb a ne se parator (fig . 15- 17 ), whi ch conRists of a cylindrical shell
8 mern ith holl ow fib ers . One or m ore com presso rs supply air to the se para-
fille:~~re t he oxy ge n, car bo n dioxide , water va por, a nd ?ther gases perme-
tor, h the walls of t he holl ow fibe r s fa ster tha n nit rogen. Th e was te
ate thro~gh st rea m is bl ed ofTto a t mos phere while th e nitrogen st rea m at
oxygen-In,". d ,' recled through piping to t he tank or tanks protected by th e
the out e IS
system .
Sctubbet' PU~
J..-. --l
PR E CAUT I O NS I N T HE USE OF IG SYSTEMS
"'"."'"
Figure 15·16. Typieal inertgas generator. Courte sy Perm ea Maritime Pr otection. Several d ecades of operational experie~ce. wit h ine rt gas syste ms have
identified a number of issue s worth ravtewtn g.
fueVair mixture whichis surrounded by a fresh wat er jacket . The exhaust
from the combustion process then passes through a series of seawater O pen ing a "Closed" System
spraysin the scrubber where it is cooledto the pr oper tem pe rature. Before . ste m require s the maintenance of a closed
A pro pe rl y op e rated Inert g a s sy . hi h Id a lte r th e a tmosphere in the
thegas leaves the unit, it passes through 8 demi ster to minimize water-car- syste m to preven t t h e ingre ss of'airw I~ c~u n t he cargo tanks for cargo
ryover from thescrubber. Inert gas generators differ from flue gas systems tanks . In t he past, it was com mon prs.cll ce hOpe.performing man ual gaug-
inoneimportant way:thesyetem is under positive pressure while in opera. . aI re sentatwes w e
surveyors and termm rep and sampling. It was necessary to
tionfrom the combustion chamber to the cargo tanks . As a result they are ing, te m pe rat ure checks , wa~er cuts, nin the cargo tanks to ena ble per-
lessprone to air leah in thesystem, and they do not recirculate th e surplus g
vent ofTthe d eck pressure prier to o~e A rdi ng to IMO it is accepta ble
or off-specificationgeeto the scrubber 8 S frequently seen in a flue gas sys- ecnnel to safely con d uct esth e ope ra ltons. ceo
tem. On th~ outlet side of th e scrubbe r a ve nt line to a t mo sp he r e is in-
Ar N,
stalled to direct th e surp lus or off-spec ifica tion gas. At this point in the 0, ·5 10....•
H, O
system, th e quality of th e gas is det ermined by an in -li ne tem perature se n- "Fast"
I$Or and a fixed oxyge I , _. . RelallVll permea tion rat"
. . n an a yeer. nI:I In the flu e gas system t he op e r a tor IS
provided a contmuous 8 dout f ' .
B d '7 ou 0 te m pe ra tu re and oxygen conte nt In t he I 0",,,,
:S8. 'egul o~ thes e readings , the in ert gas is either dire cted to t he deck via J __ enoched
egul:~ln ~~n: v: ve or to atmosphere through the vent. The gas p ress u re stream
r n be operated manually or automatically through the
ti c ntroller. From the gas pres sure regulating val ve to the
rt .!j, system is similar to that already di s cu s sed under
AI,
I
Inlet
-
HolloWlIbelS

t r Courtesy psrmee Maritime Protection.

rr veesele transporting sensitive parcels . I nitrogen gen('ra 0 •
Jl'her control. Inerting of certain parcels Figure 16-17 . TypICil.
 INERT GAS SYSn: /I.t::; HEVIF,W 329
328
nks (or this purpose provided a positive deck pressure . co nwminatin~ cargoes by pr eventing th e movement of liqu ids or vapo rs
tb ~pen. th; ~(erence to the U.S. rules revea.ls t~at a ~inimum deck PresIS via th e IG mem .
mamtame.. h (100 rom) wg must be mainta in ed In t he carg ta . Segregation between ca rgoes i s .fr~quent1y maint ained through the use
ureof4mc ea . 0 nk
s I minded to exercise ext reme caution wh en openi II. ofvn lve8, blanks , or se parate IG ~Ipmg to t he lanka in question. Th e PI C
Personae are re
' . ' -co tanks Crewmerobers S ou
h ld b t ' d i
e rame In the prop, ng pre ,-
sunlt:U CS .~ - ' . . r prote should be aware ofthese segr egati ons and ca refu lly verify t he correctness
void physical injury when It IS necessa ry to open purge ' - of the lin eu p of t he IG sys te m prior to commencing a cargo tran sfer.
durea to . d " PIPeIl
u1lsge ' vent covers, tank elea rung cover~, an so forth . The need ~
caps,
open lnertedcargo tanka was created In. some ins tances by the ina ccura Quality a n d Qu antity of the Gas
ofthe _ugingsystem and install ed equipment on the ve ssel. Th e rei' b"l
e- , dern i rted 18 I · The efficient operation of a n IG sys te m depends on the qu ality of th e gas
it, andaccuracyoftheeqwpment
. . on rno ..ern tnerte
.. h vessels has imp rOved from t he source. A common ope rat ional problem wit h flue gas sys te ms th at
tothepoint that urs ncw unnecessary 10 open t I' tanks. Once an ex .
ence Iactor is established with a particular sys tem and all pa rti es agrpe~
can affect the quality a nd quantity of gas relate s to the boiler load . For ex-
ample. a low boiler load i~ freque ntly expe rie nced upon dockin g, be fore th e
accept the readingsofth e installed gauging system. the ca rgo ta nk , caneere.
cargo pumps a re ope rating. The P IC of th e cargo opera tio n ma y wish to
mainclosed. Oneoft he more popular ways to take reading today is to
portable sonicgaugingtapes which operate t hro ugh a stand pipe and vau~
start t he inert gas plant and allo w it to stabilize be fore commencing the
cargo ope rat ion, but t he quality and volume of t he gas coming from t he
lock on deck. po
boiler is poor. To recti fy t his sit ua tio n, operators often crea te an artificial
Another concern involving an "open" deck on an inerted vessel load on the boile r by starting a segregated-ballas t pump or by recircul at ing
when water-washing a cargo lank wit h portable machi n es Ideall occurs
cargo with a ca rgo pump. Th e boile r load can also be a problem toward th e
se16tied Witith an IG system should also be equippe d with fixed. " y.aves-
t a n k cIean-
end of the disch a rge during the final stages of s t ripping th e vess el. An in-
109m.acbinee..However. many older vessels cont inue to use portabl ta k sufficient load not only affec ts th e quality of t he gas but can result in ai r be-
c1e8DI n.~17 machinee, makimg It necessary to open the cove rs on deck I'Whil n
conducting ing drawn down the s tack.
tho old the'wash b ' the strip pmgsystem
. must be continuou s ly ope. rated'I I'
in~cobein ~~'.create a negative pre ssure in the ca rgo tank . resultin~ Pyrop horic Oxidation
during thegwash ~n t.hroughthe deck openings. To avoid the ingress of air
In vess els ca rrying crude oils wit h a significant hyd rogen sul fide level
thecargo tank shoul~ ~ert ~a8 ~ystem s~ould be operated and ga s flow to (sour), t he forma tion of pyrophori c deposits is a concern . Thi s occurs when
is maintained in the ta ~amtamed. Thi s ensures that a positive pressu re iron oxide (rus t) in th e tanks combines wit h hydrogen sulfide from the
~onal exposureissues f:r t~~mosphere; however. it al so creates occupa- cargo in an oxygen-de ficient at mosphe re to form iron s ulfide deposits. In
mvolved in the d e . ~ersonnel on deck. Any personnel directly th e nonnal operati on of an inerted vessel, th ese deposits do not pose a
anmg toperation
retora to protect again i hi'
should be provild e d with
wi '
SUItable reepr-
own . are addressingethis in a ahonofth . . threat unless oxygen is introduced into the tank. rf the oxygen level in-
. I' exiting vapors and inert gas. creases, th ese deposits rapidly oxidize to form iron oxide , s ulfu r dioxide.
talJajulO offIxed wa.shi problem ID new construction through th e in- and considerable heat. This rapid oxidat ion can re sult in individual parti-
nla r\9 the atmosphe;~:~~ms, virtu~lly elim inating the need to open cles reaching incandescence, creating a potential in-tank source of igni-
g the was hi ng operation. tio n. With this in mind, ope rators of crude carriers are cautioned never to
compromise t he ine rt status of the vessel. It is imperative that t he cargo
Cargo Segregation tanks remain in a nonflammable condition during the ope rating life ofthe
adversely
I' atliected by th e introducti on of water or vesse l u nless th ey are gas free.
SPj)t be
.'iii pted n, and acids carried in the in ert gas .
Y mI' thcargn own ers to look to wa rd vesse 1e REVIEW
YIns n a ~h at do not pose a ri sk of contamina t ion to
. "g,n ,locargo owner will opt for a vessel fitted 1. Th e rul es govern ing th e design and operatio n of ine rt gas systems
era r. or a 01" regen sys te m. An other Issue
i lie' '
wer e origi na lly publi sh ed in whic h IMO conve nt ion?
BBlbility of cro ss con t amin at ion via the 2. What three types of ine rt gas systems are in common use tod ay?
to must carefully segregate potentiallY
 INERTGASSYSTEMS
330
. h are owners shifting from traditional Oue g
. constructIOn, W y ? as
3. I nnew '1 fi d i crt gas generators .
systems W 01 - Ire nmuat be capa ble of s upplying a gas wit h an OXy C H APT E R 16
4 Anyinert gas system ? •
. ntenr of what value. h
gen co [an i rt d vessel mu st ensure t hat t e oxygen Content of
5 Operators 0 an me e I ?
. does not exceed what ve ue .
the cargo. .h t is the minimum deck pressure acce ptable in an
6. By regulatIOn, w a
inerted vessel? ?

7.Lis:Wh t ia the function of the uptake bellows .

fo~r functions of th e scrubber in an ine~ gas sy stem (flue gas ).
Emergency Procedures
: : List two methods employed to remove entrained water fr om flue gas
beforeit reaches th e IG fans.
10. In a flue gas system, the blowers must be .rate~ to what .ca pa city?
11. In a flue gas system, where is the off-specification gas directe d?
12. What is the purpose ofthe gas pressure regulati n g valve (GRV)?
13. What is the purpose of the deck wate r seal?
14. Whenthe inert gas system is off, mu s t the vent re quired between th e
gas pressure regulatin g valve and deck isolating va lve be open or
closed?
T his ch a pter addresses the actions to be taken in various emergency sit-
u at ions that are s pecific to t he cargo a rea of th e vessel. The reader is
cauti on ed that the information contained herein is generic in natu re and
15. What valves are typically found imm ediatel y forward ofthe de ck sea l? not necessarily a pplica ble to any particular vessel. Personnel are advised
16. Define topping up. to develop emergency action plans dealing with various casualties that are
17. List the critical fault conditions in an inert gas system that re sult in specific to the ve ssel and the peculiarities of the operation.
an automatic shutdown of the plant . Practica l demonstrations and drills following t he developed plans
18. List the reasons for high oxygen re adings as se nsed on t he disch arge shou ld be regularly conducted t o fa miliarize a ll hands with emergency re-
side of the IG fans. sponse. The first pr iority in any cas u alty is th e sa fety of th e per sonnel an d
19. Du~ng a crude-oil cargo discharge and cru de-oi l-wash ing operation, vessel. The sections that follow address some of the situations t hat may
the ~nert gas syste m fails. What act ion must be taken by the P IC? If arise on a tank vessel and list t he typ ical actions to be taken in response.
~~e me~ gas system canno~ be rep aired , wh at options does the P IC
With respect to reeurmng cargo operations?
>1Di.i ~ an apparently normal discharge operation (i nert gas system PUMPROOM R E SC UE
'l~
".'.~~':h g1 the de~k .pressure begins to fall and is approaching the
If the person in the pumproom is un conscious, th e cre w s hould respond in
I'!l J.!Il. uti cce fable limit. What action s hou ld be taken by the PI C?
1!lE.1'G cona P:
I ns that could adversely affect the performance of a liq-
ure-vacuum breaker.
the followi ng way :
I~ ,,]Jmir;]~~ . Sound emergency alarm. If alcngeide, notiJY dockto secure al l cargooper-
Wliht reading by tankscope (hydrocar bo n a nalyzer) 1.
ITiji:lI! Q-,..: tIll1!I<t.;~,: ,.
fUI)Yllurged tank? ations and call for medical assista nce. .
~Jj 'I'..~TJ1~~,l.t:m~ _; under the direction of a eemor officer responds to the
~:h ~~r;','J[[}'::"J.:JIill~-, ot a replacement? Describe them in det ail. 2. E mergency Ieam .'
s taging area with the followmg equlpmen.t: .
~ l":r.l':Htk m.'uftr'tlht f ' I- ~ n itrogen generator work? Self_contained breathing apparatus WIth spare cylinders
r'i-.rr:I ' !Jilr"h_o't'(~)~1: n d de osita form in the cargo tanks on a
Communications equipment
I'-ci aifi 'jT r;}-1f::oLjil~m operator be concerned abo ut th e
Atm08phere-testing equipment
First aid kitlresuscitator/lltretcher
EmergeJlcy escape breathin g apparatus
Fire-fighting gear
 GHOUN DING 333
EMERGENCY PROCED URE S

," 2. Secure nil valv es in volved in the opera tion to limit the extentofthe spill.
room \lcntilation. If tan k overfill. ta ke ste ps to Rhift. th e exceea cargo to other tanks.
a Cht'Ck pump d [if r oc permanen tly rigged at t he top nfthe p
Prepare bernese an 1 e 1 lllTlp. If pi ping failu~e, isolate the affected sect ion by immedia tely closing
• room. h re uling a sample tube pe rm a ne n tl y rigRed in th
th e app ropnate valves.
5. Tel t the etmosp c e For h ull fa ilure (weep) , identify th e location of the leak . Tak e action to
pumproom. reduce the h ead pressure in the tank(s}by sh ifting the cargo to an
. 'mme dia tely da n ge rou s to li fe and h ealth (IOLlI ) in tact compa rt ment(s) a nd reducing the inert gas pressure in th e
If the atmosp here IS I , space above t he cargo. Drop th e cargo level in the affected ta nk be-
go ~~ :~?re6is a physica l probl em (i.e., h eart a ttack or fall), go to s te p 12. low th e waterline of the vessel. Verify that the leakage has
stopped.

6
Rescue personnel properly outfitted ~th .breat hin g apparatus de!lCend a Not ify vessel personnel , shore facility, a nd engine room. Restrict access to
into the pumproom with the harn ess (lifeline tended from th e top of the the area of th e spill to essential personnel. Consult the vessel response
plan and commence notification to the proper autho rities in accordance
pwnproom).
Rescue personnel place unconscious person in h arness secu re ly a nd acti_ with th e instructions .
7.
vate th e emergencyescape breathing apparatus. 4. Eliminate potential sources of ignition and have fire-fighting gear read -
ied .
8. On signal from rescuers, personnel outs ide th e pu mp roo m hoist the pe r-
son out. Use taglines to guide person d ear of obstructions such as plat- 5. Vessel personnel with prope r protective clothing and res pirators should
fonns, valves, and ladders. commence cleanup ofthe oil contained on deck. Use the equipment in the
9. Once clear of the pumproom, adminis te r first aid to the victim. Check spill respon se locker including portable pum ps, shovels, absorbe nt pads,
pulse and respiration. Administer CPR if nece ssary. Cons u lt the MSDS squeegees , ra gs, saw dust, brooms , plastic bags, and so forth.
for medical guidance concerning exposur e to the specific cargo. 6. U pon notification, shore facility perso nnel should begin deploying the con-
10. Get medical assistance IMedEvaclambulancel as soon as possible. tainment boom (spill ba rrica de) around the vessel (if not previously
J 1. Determinethe cause of the incident and take correcti ve action . rigged) to lim it the movement of th e spill.
7. Consult the company representatives concerning coordi nation with the
For physical problem: cleanup contr actor , qualified indi vidual ofthe company, media , an d etate
and federal authorities as outli ned in the vessel response plan .
12 If atmOllphere ia safe, rescuers proceed to t he vict im wit h t he necessa ry
~~lcal equipment and ass ess the problem . Administer fir st ai d and eta -
biliee the patient for transport . GROUNDING
Lo,weretretcher and board to the pati ent using the lifeline ri g at t he top of
t umproom. In the even t ofa ve ss el grounding, the following a ct ions s ho u ld be taken:
P.I thll.patient securely in the stretcher
a j from the rescuers .perecnne l outer
outeide the pumproom h oist th e 1. Asse se the condition oft he vesse l. Care fully inspect the water around the
• 1 ut lng taglines to cIear 0 batruettons
. vessel to determine if a ny compart ments are damaged, allowing cargo to
such as platforms, va lves,
leak or water to flood.
Check the cargo level (ullage e) in each tank . Record the ullages.
Take soundings of balla st tanks and compartments that are normally
empty (voids/cofferdam s).
Monitor the vessel for any changes in trim or list.
Maintain positive stability of the vessel. . .
t the vessel reaponse plan and make the necessary notifications
ul
the water has occurred during 8 Cons _..
to the appropriate authoritit'B in accoruance t e itnetrucuons.
Ith the
wit .
:[cl'IIQW this procedure: Display rhe appropriate signal (day/night) for a vessel eground and no-
tify any vesllel traffic of the situation.
 FlR E-CAltGO MANU'OLO 335
EMERGENCY PROCED URE S
334
. I king cargo identi fy the dam aged tanka that are I ' 3. In II collis ion between two vessels , peraonnel should immediate ly assess
If the vesseI IS ell. ' 08lng th e ex te nt of the dam age to each vessel.
2.
cargo· k f h.n<ring cargo levels nrllagee) in the ta nh and dr op · Chec k cargo ta nk levels (ul!agea) and BOund ballast ta nks and voids
Cbec or c ..' I Pln l;' (cotTe rda ms ).
deck pressure readings , On dec~, personne sh~u l d be alert for any
Maintain positi ve stability .
signs ofa vacuum bE.'in g~rea~ed In the tanka,(alr leaks or PV ValVes
Isolate th e dam aged cargo ta nks to minim ize th e out flow of ca rgo .
lifting) as well as distorti on In t~e ~~ck plating.
4. Imm ediately notify the USCG and th e company. Consult the vessel re-
Eliminate all potential sources of tgmtt cn on or ne ar th e vessel and
sponse plan for s pecific gu idan ce in thi s situa.t ion.
have fire-fighting gear rea died.
5. Do not attempt to separate the vees ete until the condition and stabi lity of
If the \'essel has a high deck pressure, reduce the inert ga s pr es sure (deck
3. each vessel ha s been assessed. Consult company/salvage expertsconcern-
pressure) to a minimum positive pressu re in the ves sel . Doin g so will reo
ing the most prudent acti on to be taken to maintain vessel stabi lity, move-
duce the outflow of car go.
ment of the ve sse lte) , or anchori ng.
Isolate the tanks that are leakin g cargo by closing all valves in th e cargo
6. Monitor th e vesse l for un controlled flooding an d any change in trim or list.
piping system. 7. If there is loss of sta bility and a threat of sinking, the best action may be to
e. If it has been determin ed th at it is safe to do so, transfe r ca rgo from the
damaged compartmenttel to other intact compa rtments until the leak age intentionally ground the "e asel.
B. Assi st fire-fighti ng and spill re sponse contractors by providing the neces-
has stopped.
sa ry information concerning the vessel and ita condition.
6. Take soundings around the vessel (forwa rd, amidships , aft) to determine
9. Obtain weather forecast, tide, and tida l curre nt infonnation.
"here the hull is touching bottom.
7. Determine the range and the present stage of th e tid e in the locality .
8 Determine the direction and velocity ofthetidal curren ts for the loca lity. FIRE-GENERAL GU IDELINES
9. Obtain a weather report that includes wind speed and directi on, sea state
and swell. By the very n ature of the cargo being transported , a tank vessel poses a sig-
10. Determine the type of bottom around the vessel.
nificant fire ri sk. Vess el personnel must be eve r-vigi lant to minimize the
ll . ~onrult with company/salvage experts concerning the m ost prudent ac- possibility ofa fire during cargo ope ra tions and at sea. Should a fire occur,
early detection and prompt action by vess el personnel is essenti~l for the
ncn to ta ke to main tai n vessel stability and minimize hull st resses while
safet y of aU h ands and survival ofthe vessel. Regular demonst rations an.d
a~un d. Hneceeeary, take appropriate action to prevent the vessel from
drilla s houl d be conducted to ensure that all personnel are aware of their
goingfurther aground an d sustaining greater damage. Do not attem pt to
responsibilities in a fire and are familiar with the .Ioca ti on and operation of
I'1lfloat th e veeeel or move the vesse l un til the extent of the damage has
been determin ed fire-fighting equipment. In general,. the .folloWln g steps should be ad-
'lJ\nact iona ta ken on th e vesse I s h0 old be approp nate
. to limit
. . the environ-
. dressed when dealing with any fire sttuatton:
~ta.J da.mage resulting from the grounding whil e at the same time en- 1. Sound the alarm and muster.
the lIl.fety ofthe crew and the veeeel.
t He In spill reeecnee 00 n t ractora a nd salvage peopl e by provid ing the
2. Evaluate the fire.
"" 3. Establis h the method of attack (direct or indirect).
rY. rmeuen concerning the vessel and its condition. 4. Ge t th e fir e und er control.
5. Exti nguis h th e fire.
6. Guard again st re ignition,
7. Overhaul th e fire and investigate th e eeuae.

FIRE-CARGO MANIFOLD
the cargo manifold a n d containment area (t r ou gh)
In the event 0 r a fiire t
inga connection or removal of the hoeea or mcc h amce
. 1
on the ves ee I d un ' .
hou ld follow these s uggee tlo ns.
a r ms, personne1 •
 EMERGENCY PROCEDURES FIR~~ARGO PUMPROOM
337
"6
8 t he word "fire. ~ Mu ster th e er ew lin d RecOunt, Wlw n t he fire is out , continue to cool down th ".
"'_ d th l!Atnrm an d pa ' . or 5.
I. ="" Sh t d wn all cargo and ba lla st ope r a ti on s . Sec ure all en
all perso nnel. U 0 rgo
. .
8prays. M ain tain a fire watc h in the area.
e vent piping Wi th water

t and vent valves.

sy' em . m a nd dock . Requ est the assistance of th e IIho Tl.' B'· d
2. N f (ylhe engme roo . e
o1 F" .fi,hti ng systems s ho u ld be readied.
fire department . Ire . b . d F IRE-CARGO P UMPROOM
B ~d on the type of substance (ca rgo) th at 18 urmng, etermine th e a p.
3 · ', b;n, a, eo« 8) tcbe employ ed and t h e method of at ta ck .
propriate en Ingu l
. fi hti teem s in full gea r "hauld a pp roac h the • m a n ifold a rea from
Th e cargo pumpro om is withou t a doub t t he most potent! t' V ra11y h a zar dou s
Fire- g b og <'<" compartme n t on a lan k vessel. . The pu mp room contain, all tb e necessary
. d '." h,', h-velocit y fog (wa te r ) a n d lew- velocity fog a pplica tors if
upwm UBI. ... eIem ents to s ta rt a n d s us tain a fire . Given the con fined nat d
hi fi b . ure a n com-
a ppropriate. plexity a f t 18 s p ac e, Ig hng s uc h a fir e is particul arly ch 11 . P
Verify that all cargo v8h 'e810 the manifold are secu r ed . decid e if di '. a engrng, er-
6. sonne I must ec~ e I a rect or indirect a ttac k is a n a ppropria te cours e of
Cool the manifold piping, containment a re a , a n d deck. ~fwater s pray is in - act ion to d eal WIth s u ch a fire .
6.
capable of exti nguishing the fire , ,u se ~e wa~r s hi eld to ~ rotett the
firefighters s pprosching the area With SUitable tt.e., dry-ehemlt al) POrta. I. Sound the alarm and pass th e word M fire: Notify the engine roomand dock
ble extinguishers. ofth e situatio n . Request the as sistance oft he sboreside fire departm ent .
7. trthe spilled cargo (from th e pipelines) has spread the fir e ever the deck, 2. S hut down al l cargo and balla st cpera ticns. Secure all cargo system and
employ the deck monitors to blanket the area with foam . vent valves.
6. Whenthe fire is out, continue tocool down the piping and deck in the vicin, 3. Must er the cre w a nd accoun t for all hands . Verify that no personnel are in
ity of the fire. Main tain a fire watch . th e pumproom .
4. Fire-fi gh ting teams cool the entrance to the pumproom and secure the
pumproom ventilation.
FIRE-MAST OR KING POST VENT 5. In a n indirect attack, continue to cool the espceures . seal all doorslvent
covers and activate the fixedextinguishing system (carbon dioxide. water
In the event of a vent fire at the top ofa mast or king pos t duri n g loading op- s pra y, or foam ) from outs ide the pumproom. Maintain the pumproom in a
erations (i.e., due to a1ightning strike) the PIC s ho u ld di rect t he following sea led condition and monitor the effect on the fire by taking temperature
actions: readings ove r time. Ensure the surrounding compartments are cooled or
inerted to elim inate the sp read of the fire .
Sound the alarm and pass the word "fire." Secure all ca rgo and ball ast op- 6. In a direct attack. coolth e entrance to the pumproom and use low-velocity
ereuona. Secure alJ cargo flystem and vent va lves. fog a pplicators to s hield the firefighters. Most likely the fire is located in
Notify the engin room and dock. Reque st the assistance of the ahoresi de the bilge of th e purnproom; th erefore continue to a pply wate r spray and
fi department. foa m from portable extin gui shers to stifle the fire through a combina tion
uater vessel peraonnel and account for all crewmembere . of cooling and smoth ering.
uate the situation and decide on the best course of action to attack the 7. Continue cooling s urro unding are as unt il the fire is out.
i><f'ii~a"f"~ ~n .ll may be included: 6. Maintain a fire watch .
the Ulting cargo vapors (fuelJ by closing the valvet e) at th e base
t v m tJking post). Should the fire continue tc bum {i.e.,
v leftksl, use portable dry-chemical extinguish'
P.!.l: iti n ootid the vent stack.
r I t h v adequate reach to ..xtend to the top of
 APP ENDIX

Convers ion Factors

To convert from: To: Multiply by:

(Numbe,.. ill boldface
type a n rmct L'Olurs.)
barrels cub ic feet 5.614583
barrels cub ic mete rs 0.15898729
ba rrels
barrels
centi meters
ga llons (U.S.)
liters
inches
"
158.98284
0.393700 79
centimeters mete rs om
centimeters millim eters 10
cubic feet barrels 0.1781076
cubic feet cubic inches 1,728
cubic feet cubi c mete rs 0.028316847
cubic feet gall ons tU.S.) 7.4805195
cubic centimeters 16.387064
cubic in ches
barrels 6.289811
cubic meters
cubic cent imeters 1,000,000
cubic meters
cubic feet 35.3 14667
cubic meters
cubic inches 61,023 .74
cubic meters
ga llons lU.S.l 264. 17205
cubic met ers
lite rs 999.972
cu bic m et ers
fath oms feet
m eters
•
1.8288

,.
fathoms 80 .48
centimeters
feet 0.166667
fathoms
feet
inches
feet 0.8048
mete rs
feet

339
 340
Mu lt iply by :
To:
1b rom-ert from: (N umbers i ll h oi (I'ftce
t ype are exact v I
Q Ues.j

cubic in ches
231
gallons (U.SJ 3.78 5306
litera
gallons (U,S.) 2.54
centim eters
inches 25.4
millim eters
inches 0.002539927
kglcm2
inches of water (4°C)
millimeters of wat er 25.4 Glossary
inches of water 0.03612 625
inches of wa ter (4· C) psi
pound s (avdp) 2.2046226
kilograms 0.001
tons (met ric)
kilograms
inche s of water (4°C ) 393 .7122
kglcrn z
millimeters of wa ter (4°C) 10,000.28
kgIan'
psi 14.223343
kgIan'
cubic centimeters 1,000.028
litera ACGIH. American Confe rence of Oovernmentel an d In dust na . I Hygtemsta
. .
lite rs cubic inches 6 1.02545 acu Ie exposure. Exposure to a toxic substance which causes Immediate . . effects
.
litera cubic meters 0.00 1000028 sue h as b rea thl essneee: irritability' eu phoria ' irri tation to d
gallons (U.S,) 0.26417 94 thro at . h d h d i . ' , eyes, nose an
lite rs , ea. ac es; iennese: nausea; an d appea ra nce of drunk ennes s. In the
meters centimeters 100 wors t case It can lead to convulsions , coma, or death .
meters fathoms 0.54680665 A[rama.:c. A system of sizing and freight ra te assessme nt used by the London
meters feet 3.2808399 Tanker Brokers Panel Ltd. known as AFRA (average freight rate assess-
meters in ches 39.370079 ment). It is used to determine th e average cost per ton for various size vessels
meters millimeters 1,000 on a monthly ba sis . An Aframax-eize vessel is in the range of 75,000 to
millimeters inches 0.039370079 120,000 dwt, either crude or product carri er .
millimeters of water (4°C) kgI",,'
ANSI. American National Standards Institute.
0.00009999709
millimete rs of water API. American Petroleum Institute.
in ches of water 0.039370079 API gravity. An a rbitrary expression of the weight of a product created by the
millimete rs cr wete r (4°C) psi 0.00 1422293 Am eri can Pet roleum Ins titute . API gravity is equal to
peunda (avdp) kilogram s 0.45359237
,; in ches of water (4°C) 1415 -131.5
27.6807
kglcm2 SG@ 60'F
0.070306958
millimeters of water (4°C ) 703.089 API ta bles. Eleven volumes of ta bles developed by th e American Pet roleum Insti -
kilograms 1,016.0469 tu te to deri ve the necessary information to perform a cargo calculation.
pounds (svdp) 2,240 arrival ballas t. Also known as "clean" ballast. The term is tra ditionally used on
tone (metric) crude carriers to describe seawater introduced into cargo tanks that have
1.1060469 been cru de_oil_was hed a nd water-rin sed. When discha rged to th e harbor
kilograms 1,00 0 through an oil content monitor, this ballast should not produce a visible
pounds (svdp) 2,204.6226 sheen. The oil content of such ballast must not exceed 15 ppm.
tons (long) 0.98420653 ASTM. American Society for Testing Materia ls.
ballast. Seawater introduced into compartments on a tank vessel for the return
leg of a voyage to the loa ding port . It is th e a dditional weight necessary to
bring the vessel to a suitable draft and t rim and to redu ce stresses and im-
prove stability.

341
 GLOSSAR Y GWSSARY
342 343

rd "1o( volumc com mo nly u s ed on U.S. la nk ve RRell! F due noise a nd vibra tion . Thi s condition is frequent d h
bar"" rMlJ. Stan d a um . -quiv_ " h y cause w en cargo
vapors, a ll' , or inert gas ente r t e c8sinKof an opera • ti109 pump.
alent to 42 ga llons (U.s.>. . I
barrel , gross.TTh
" me of ca rgo a t th e observed tem pe ra t u re In the tank
e \0 U d to a sta d d t ' CeR. Cargo con tro room '
. A apace on a tank vessel thnt
d
._ ' h
con....l ns t e necessary
h' .fcargo correc1e toasl,.<ln ar e mperatureof60°F equi pment to momtor an cont rol a cargevballasl 0 t
barrtl,nrt. e voume . fSh ' C · . ti pe re IOn.
BeH Code ( Of th e Constru ction and Eq Ulpment.a Ip S Ilrrymg Da ngerous ccntrifuga I pump. Ki ne re-type pump u Flually r eferred to '
. . w 8S a ma m cargo pump
.Chemical s in Bulk. These ru les a p ply to che ml C81 tan k e r s constructed bt>fo re Centnfugal pumps have a high-volume output and ' _ .
, c h d . require a conti nuous
pnme lor smoot an efficient operation.
1 July 1986. ..' h k h CFR. Code of Federal Regul at ions (U .S.).
btllmouth. The termina l end ofthe bottom pl pl~g In eac ta n • t rough whi ch t he
tank is loaded and discharged. Its shape IS usuall y flared to a pp roximately CGI. Combustible-ga s indicator. A portabl e instrument UBed '- d teet th
, nJ' . ..... etec e pres'
I \oi: times the original pipe diame ter. ' . ence 0 f exp Ios rve ga al l' nuxturee. It usually measures the concentration of
beruJin,g stress. The stre sses res ulting from a concentration o~ Weigh t at a certain hydrocarbon vapo rs a s a percentage ofthe lower explosive limit (LELl or per-
location in the hull (uneven load l a s well 8S from th e motion of the vessel in a centage by volume in t he space.
heavy seaway. On a tank vessel bending stress is comm onl y referred to as a chicksan. A mechanical ann constructed cf eteel used at modem shoreside fa cili-
bogging or sagging condition. . . . . tie s to connect the shore man ifold with a tank vessel's manifold.
benrene. An aromatic hydrocarbon WIth the compos it ion C6Hs. It I S a regulated chronic expos ure. Long-term exposure to a substance that msy cause latent de-
cargo (refer tc Title 46 CFR Part 197 ) th at req uir es special handling and fecta to an ind ividual's hea lth , such 8S liver disorders , chronic skin rashe s,
safety measures designed to minimize the ri sk of expos ure to vessel person. blood disord ers ranging from anemia to leukemia , an d so forth.
nel. clean ballas t. Refers to water ballast in a tank which has bee n 80 cleaned that ef-
MonA (blind (lange). A solid stee l disk or plate used to cover a nd seal the end ofa flu ent from the tank does not produce a visible sheen on the surface of the
pipeline such as the cargo manifold. harbor a nd the oil conte nt does not exceed 15 ppm.
blind {lange. See blank . clean ing cha rt. A publica tion that contai ns written guidance for vessel personnel
boiling point. The temperature at which the vapor pressure of a substance is regarding the proper prep aration of a cargo tank and associated equipment
equal to atmospheric pressure. prior to loading th e next cargo.
bonding. The connectingof metal pa rts to provide electrical con t inu ity. clingage. Cargo adhering to the internal surfaces of a ta nk upon completion ofdis·
bonnet. The top housing ofa valve typically bolte d to the body. This sec tion of a charge.
valve usually contai ns th e packi ng gland, bonnet bushing, a nd open ing for cloud point. Th e temperature at which wax and other solid substan ces begin to
th e Item. sepa r ate from the liquid when an oil is cooled unde r specified conditions.
bph. Barrels per hour . coatings. Protective paints or linings applied ttl the surfaces of a tsnk ttl ~nd
bpt. Barr els per ron. the service life of the steel. The use of coatings has been found to facilitate
BS&W. Bottom sediment and water. cleaning and reduce the quantity of Beale in cargo tanka .
bullet valve.. ~ high'velocity ventin g device which is d esign ed to achieve a speci- cofferdam. A void or em pty apace used to physically separate the cargo an d
fied.mmlm~m efflux velocity of th e atmos phe re exiting from t he cargo tanks ncncargo a reas of 8 tank vesse l.
dunng loadmg and balla sting operations. COl. Certificate of inspec tion . . tank or
bursting pressure. A pressure rating typically a ssigned to cargo a nd vapor hoses . commingling. Th e blend ing of two or more .petroleum products III a cargo
Butterworth. A br~nd name of tank cleaning equipment. It is a te rm commonly pip eline eithe r inten tionally or by accld.ent. tentia! reactivity between dif-
re'
used to deaeriba porteble hcank cIearang ' equipment
, and the proces s of we-
compati bility cha rt. A cha rt used to d.etemnne po
1;-~a8hID~ ("Bulterworthing") tanks. ferent chemical cargoe.sor ma~e~a~~~t surrounds a vessel durin g a cargo
O'nesty le ofquick·connect coupling used to make a secu re connection containme nt boom. A 1l.oatmg ba~ It is designed to limit the movement of a
veaeel and the facility. It consists of several r otatin g cams and a transfer or bunkenng oper:tlon'. d tally dischar ged into the water .
sl)1 that holds the two fla nges together at the manifold. spill should cargolbunkers e acct ntable quantities of solid residues , rust ,
~Jedrochemical method of preventing corrosion on vee- contamination. The presence of ~aceep t minant resu lting in a cargo that is
water, previoUB cargo , or ot er con a ,
ua Uyemploys sacrificial zinc anodes attached to th e aur-
off_specification. . II rf ed on portable tank cleaning hoses prior to
continuity test. A test t~lca~~~:~y of the ground wire in th e hose. The test
ratibllofa pump that occurs when the pressure
their use to dete~me ( h ~hroUgh the bonding wire in the hose from
o h iI pressure of the cargo. Vapor pockets meesuree the resistance 0 ms
'ngto the pump. The vapor pockets col- coupling to coupling .
region of the pump, resulting in un -
 G LOSS ARY
GLOSSARY 345
344
method of venting the a tmosphe re of a ca rgo tank with the . I ement method. A method of atmosphere replacement utilized in th e car go
~. the .lICC'umulati on of cargo vapors on deck and aro und
ronlroJltd I'f'ntinl!'. drsp a~nks of an inernd tank vessel. Low.velocity entry of gas and minim al turbu-
objectof mml~~~~iC.ll1 method s oh en ti ng include ma st venting a nd the len ce create a l~yered ~ffect between the incoming and outgoing gases.
the superstru.c ' . d with high-velocity vent va lves . Decla ra tion of m spectl0n . A pretransferchecklist that must be completed by
f standpIpes equrppe
use 0 de-oil
. I '
hing A fixed tank washing sys tem emp oymg th e cru de'oil ,_I
DOT. yes "" a nd terminal . personnel.
COn: Cru e-o, ,w,"
CQ....OBSthe creeru
'ng' medium. This method of clea nin g takes ad vantage of
.. h 1 f 'I I '
double.h ull con structIon . A method of vessel construction in which the cargo car -
-0 ,, ',. ,fcrude oil to as sist In t e rem ove 0 0 1 C mgage a nd ryi ng compartments are separated from the sea by an inner and outer hull
the solvent prope 1
dl'posits from the tank. (t w o pieces of s te~l).
'" .
cros60ver. ,,-,Plflg usee
. .J to interconnect different cargo systems or groups.
. ' . f Dresser coupling. A shp.~n collar used to connect two nonflanged ends of pipe.
, .. > to indicate cargo quantity). Metri c uni t 0 volume mea. Thi s type of connection allows for movement of the piping due to thermal
cubic meter (h
ur en usee
surement equal w 6.2898 bbls . .. . . va riances and vessel st res s.
· 111 1'OC('1lll of controlling the Ini tia l loading rate of a tank when han . drip pan. A portable containe~ commonly placed unde r a manifold to collect any
CUI h1011. eP ""- , _ d th I hin
dling a known static-accumulating cargo. .l l lUI re uces e sp as g and agi o leak age fr om the con nections .
tation of the cargo, thereby minimizing the development of a significant dwt. Deadweight ton nage. The amount of cargo, fuel, wate r, and stores a vessel
static charge. This reduced flow to the tank is u sually maintain ed u nti l the can carry wh en fu Uy loa ded, expressed in either long tons or metric tons.
bottom framing in the tank is immersed in the liquid. eart hi ng. The electrical connection of equipment Ii.e., portable gauging equip-
cyrlt time. The length of time it takes a tank washing machine to move t hrough ment) to the hull of the vessel which is at ea rth potential due to ita contact
all the angles withi n the tank durin g a wash. Reference to t he man ufac. with the se a.
turer's manual will give th e time necessary for a particular tank cleaning rna. eductor. Ajet-type pump commonly us ed to stri p th e cargo tanka . An eductor n:
chine. quires a driving (power) fluid th at is delivered at high pressu~ ~ a sma,J1 on-
cud girder. Primary (fore·and·aft) st ructural fr amin g member of a vessel de. fice cresting a vacuum (vent uri) whi ch enabl es .ita use as a.stnppmg device .
signed specifically to support the deck pla tin g. EEZ. Exclusive economic zone . Th e area extending 200 null'S offshore of the
chell prruure alarm. An audible a nd visual warning system for the vess el opera. United States . . .
tor, designed to activate at pred etermined settings (highllow) of pressure and entry permit. A document issued by a responsible person prior to permitting the
vacuum in the cargo tanks. entry of personnel into an enclosed apace .
chell water seal. A nonmechanical, nonretum device in the IG system designed to epory. A special two-part resin or paint (hard coating) us,ed to prou:e,ttankm::i
prevent the return flow of cargo vapo rs in to the no nhazardous a reas of th e faces from salt-water corrosion and attack by certain aggresBI\e che
v el.
cargoes. . .
'2. u: b {rom~ Primary transvers e structural member u sed to support the shell
p'1ahnga.nd previde support against aide impact. explosimeter, See com~ustible~ga8md:;~~~~ed as "explosion proof"when it is en-
p l . rtl'calll/rpins) pump. Cargo pump de signed s pecifica lly for in stalla- exp los io n proof. Elect nc&:1 eqUlP::e n~withsta nding an internal explosion ora hy-
close d in a case th~t IS ~apa e~ device must alao prevent th e ignition of a
n th ta..nl<J. The pump i8 located at the bottom of the tank a n d is con-
drocarbon va~or/alr mlx~ure. e ee eith er from a spark or flame resul~ng
id drive unit on deck via a long shaft. Particularly suited for
flammable mixture oU~lde thfe c; th e temperature rise of th e case followmg
e~sel8 ~hat require enhanced cargo segregation.
from the internal explo sion or TO l t nonnoUy eperete at such a tempera-
nl!'iJ.t 0 e 8crubber in an IG system: designed to r emove wa ter · The ""u lpme n roue r~ . .
such an exp 1oaten. .~.. bl atmosphere will not be Ignited.
ture that a surrounding flamm a e
~1:.!'Q!~r.er for time exceeding layttme. explo siv e range. See flammable ran::~hiCh a liquid gives off sufficient ~sp?~ to
rriera to describe seawater ballast in- fire point. The lowest tampereture th rellence ofan ext.emal source oflgrntion.
crude-oil-washed and stripped dur- '"; d mbustlOnm
supporrsusteme . ffie p d'n the vessel WIt
. h t h e eye han..'. .
to ing WIres a txe w •• .J the
{ire wire. Emergency WI mh ide They are gene.rally loca\A<U near
above the water on tho 0 s ore ame- ble towboats to move the vessel
d t the quarter to ena
forecastle head an a c whilll docked at 11 facility.
quickly in theevE:,nt of an 4merge~ ~r roaming under th o. manifold nne-
(uedcQntail'f'll nt A perma nb ug _;llage.t!.urLnl:l'tli co.nnectingaoiidl
· to II t ny~ari08y,.a! ..
tl a d 81
~
 GLOSSARY
GWSSARY 347
34.
. ( II lar tu bular. or other construct ion de aign ed . - V. Ga s pr essure regulating valve. The va lve in an IG system that controls the
ADy deVIce 0 ce u , w OR flow of in ert gas to the deck .
{/omt arrrstor. f fl mea into an enclosed space .
prevent the pa~saged' " nsisting of fine corrosion-resi sta nt wir e mesh ide ribs. G rooves o~ chann~ls in the bod.y of a valve th at keep th e operati n disk
A portable eVlce co . gu tn alignme nt wh ile openmg a nd cleeing. g
fiamf'scm. ". dlo preventspark suor th e passage of a fla me mto a tan k. According'_
deslgne . I
w
must be constructed of3 0 x 30 (squa res- pe r_inch) HeW;" Hi gh -capa cit y was~ing mac hi ne. Any fixed ta nk washing machine with
guI ti a smg e screen a th rou ghput of60 cubic meters per hour an d above.
re a ron, t have at least 20 x 20 mesh s paced n ot less tha n ~
mesh ; two screens mu~ h ' h jet . A device u sed to ve nt the cargo ta nks in a controlled fashi on on modem
. h ore th an 1* lllches apart. .
inc or m The area between th e minimum and m axl m u ~ concentra _ 18 lank vessel s . It is classifie d as a hig h-velocity venting device, which is one
flammable rongf'. . . which form 11 flammable or ex plosive mixture that ac h ieves a speci fi~ d mini~um effiw: velocity ofthe atmosphere exiting
tiona of vapo r 10 a ir . .' d VEL . from a cargo tan k du nng load m g an d ballas ting operations.
, I bb . ted LEL (lower exploBI\'e limit ] an (upper explo_
Usua l y a re vta hO/J. Bending stress caused by th e un even distribution of weight on a vessel. A
etve limit ). . I gth f . . hog con d ition is created wh en there is a concent ration of weight at th e ends of
Raised flat end of piping used to connect s ~ccesslVe en so prp tng. The
{/all8f!~anifold is us ually flanged to permi t connectIOn ofthe cargo h oses or loading th e ves sel ; the deck is subjected to te ns ion and th e keel is under compression.

(huh =:.' The lowest temperat~ a.t v:hich a liquid gi ves off sufficient vapors,to
form a flammable mixture WIth mr m the presence of an external so urce of Ig-
S ee also sag.
hot work . Any fire-p roducing action or activity capable ofi ncreasi ng te mperature
to the point of ca usin g th e ignition of flamm able va pors. This typically in-
nition. The vapors will ignite momentarily but are not capable of sus tai ning cludes work suc h as welding, burning, solderi ng, grinding, and 80 on.
combust ion. HVV. High-vel ocity vent valve. A venting device that results in a high exit veloc-
{lut ga& system. An inert gas system in whi ch the oxygen-deficient exhau st gas is ity of the tank atmosphere. usuall y exceeding 30 meters per second. Exam-
derived from a mari ne boiler; typicaUy foun d on steamships. ple s include bullet valves and hi -jets .
fret slll"{aa. fUofen to th e free movement ofliquid (such as cargo or ballast wa ter) hydrocarbon. Any compound made up ofhydro~en and .carbon ~xcl~sively .
in a tank which has a negat ive effect on the stability of a vessel . hydromt'ter. A device used to measure the Specific gravity of a liquid . .
FWA. Freeh water allowan ce. h)'drostatic tables. A tabular fonn ofthe curves deriv ed from the.hydrostat~c data
FWPCA Federal Water Pollution Control Act . of the immersed portion ofa vessel. Entering the hydrostatic tables WIththe
g(Uro~. Sn tankscope. displacement ofthe vessel, it is possible to determine a numbe r of key valuet
8tu fm. A tank or othe r enclosed s pace is consi de red gas-free w he n sufficient that a re needed to perfonn a cargo calculation, for example . mean draft, MT •
fresh air hall been introduced into the space to lower t he le ve l of fla m m able LCB, and so on . . (Shi C "..
and toxic vaponand incre ase the oxygen level for a s pecific purpose . IBC In terna tion al Code for the Construction and Eqwpment o. ps arT)'l
gtu·{rwlhg. The pl'CJCeo8S of ventilating a s pace with ai r to prep are t he space for . k Th I apply to chenucal tanken con-
Da ngerou s Che micals in Bul k . ese ru es
various operations such as entry, dryd ock , h ot work . and so on . Before structed on or after 1 July 1986.
gas-freeing an inerted cargo tank, the operator must en sure the s pace has lCS. In terna ti on al Chambe r of Shi pping. tration of a toxic sub-
been properly purged of hydrocarbon vap or s to pr event the crea tion of a flam- IDLH. Immediately dangerou s to life or health-t~edc.o:::l'slife or health.
aol atmOllphere. stance that pos es an immediate ~hre.at to an 10 I
, neoJITgne, or teflon ring inserted between two flanges to prevent [MO . International Maritime OrgaOlzatlon: . rt condition when it isinca -
. d"
In ert con It/ on .
An a t mos ph er e issaid
. lO an lOe
to behox . 0 f gas
en deficiency. It eonetsee
pable of su p po rt ing combustion throug : gf8percent or leas by volume.
or 8 mixture ofgaeee with an oxygen ~~teni:sufficient oxygen to support the
inert gas. A gas or mixture of gases contalOmg
combustion of hydrocarbons. I t in which inert gas is introduced
inerting,primary. The process ofg8s rep 8~~~? g IlJ1 inert condition. Primary
into a space with the object of e8~ ~~IlI:hiPyard. .
om the tank. Gauging of the inerting ie typically perfonned leevtng d to prevent chemical reactions.
opening).
v I in 8 tank by means of
ghere. An example of
inpage 'A measurement ofthe depth ofliqUi
f~ce Q( ~e c 0 to t.he bottom of the ~n ~led
I:
inhibitor A substance, generally IlJ1 additiv.~ ~st' tank (the distance from the sur-
J
a
between the vell8elllJ1d the
H a s ndpipe and vapor insul ilo n d joint. usually. ms,y .....ro......-b"h"hoBestrings and loadip.g
ci i ~ ectncal eonunur UJ, ''''''''
 G).O S8AIIY
349
GWSS An v
, 48
T l.oad-on-to P· An ~p erntional techn~qu e devi lled by the tanke r indu st ry to
f a 9JK'Cial inllulatin g gas ket. bolt lllee Vl's . a nd wuah(' r9 de.
"nnll. It C(ltJlIillUi Dan meta l.la-meta l contact aCTO!!!! t he fla nge fan's. LO . ret.a in oily /wate r mi xtures on b.oa rd In order to reduce sea pollution.
lJiRJ1ed to prevent y ,cBlinstn ....ent capa ble of dete cting the bounda,..,b ollifold. The v esse~8hore . c~nnectlOn point on a ta nke r. usually located a mid.
An{',ectn
z:
.~
In , ..... (! .
"' ships . Th~ mamf?ld ~lPlng .exte nds e thwartehl pe, thereby permitting th e
jnttrfare dttedor. .r la er9 in a tank.
tween 011 and Y t ' ne l Association ofIndep t'nd ent Tanker Ownt'r. vcs sel to Ill' up With either Side to the dock. Each mani fold is equi pped with
INT", "R.T.u'KO
..... . . The ntema
I t 'cal10circuit is considered
. ' •
m tnnslca lcal lv s nfe lf
Yllafe t anYflpark' its own valve frequentl y called a "header."
m tnlU1Mll, f . <rAn e _~ nred in nonnal operation (i.e.• by ope ning or d os ing th
50 t , ,chemist . An individual cert ificated by the Nat ional Fire Pro--""on A _ a ""'; _
morlll . U . dS """U nil........
orlhe rmal effectprocu . . or rrau ln
ld . _" (i I' by shortCIJ"C'Ult t irs mcapa hl e o f "IgTu tin••e stion (NFPA ) l~ the mte . ~tes to conduct the necessary tests and inspec-
circuilloraCCi en.... y , .• tions to dete n m ne the condition of ecmpartmenta on a vessel prior to ent ry
rt'lICribe-d flammable mixture . . . (irl6pection) or repair (hot work ).
p IS.'ely Guide tor 0,1 Tankers a nd Terminals,
ISG01T. InlernotlOM /. I' mast riser. A method of controlled venting ofcargo ta nka in which the at mosphere
"-_, unit Accord ing to the USCG. ITB refers to a tug a nd
ITB. Integra ted tug-....... . . is piped to one or more masts or kmg posts.The use of a ta ll slac k directs the
tank barge with s mechanical aystem th at allow~ t he ~nnect1on of the pro·
pulsion urutltug) to the st~m of t he cargo carrymg unrt (ba rge) s o that th e ca rgo vapors aloft, t hereby mi nimizi ng potential accum ulations on deck and
two vessels function as a single self-propelled vessel . arou nd the superstructure during losding and ballasting opera tions
Jumper. Flt xible hose used to interconnect (cross over) t wo ca rgo sys te ms or ,\fAWP. Maximum a llowable working pressur e. A preeeure ra ting us ed for cargo
groups st the manifold. . ' a nd vraper h oses.
loytime. The a mount of nme allowed for cargo loading and di sch arge as specified mechan ical loading a rm. S ee chicksan.
by the charte r part y. mechan ical seal . A method of preventing th e lea kage of cargo from the openings
LCB. l.<Ingitudins l center of buoyancy. in the casing of a pump. ~I echanical sea ls a re used wherethedrlveshaft pene-
LeG. l.<Ingitudinal center of gravity. trate s the casing of the pump.
LEL. Lowerexplceive limit. The mini mum conce nt ration of hydrocarbon vapo r mixmaster . Fixed piping in stalled at the vesse l's manifold thst serves as a cross-
in air that forms an ignitable mixture in th e presence ofan external so urce of over between two or more cargo system s or groups .
ignition. Below the LEL there is insuffi cien t hydrocarbon va por (lean mix - MPM . Multiple-point m ooring.
ture ) for combueticn to occur. Also referred to as the lowe r fla m m a ble limit .\iTl . Moment to change the trim ofa vessel one inch .
(LFL). mucking. The physical removal of cargo residues, scale: sludge , mud, etc., ~m a
lightening holt,. Holes cut in the framing of a tanker to save weig ht without sac- cargo or ballast tank using shovels and buckets. It IS a necessaryeperenc n to
rificing structural st rength. prevent the robbing of cargo space, clogging oflimher holes, an d .conta~a.
lighten ll{J. ~etrans fer ofbulk liqui d cargo from the vessel to be Iig hte red (VT BL) tion of ca rgo . It ie also ca rried ou t to prepare the vessel for repa ir work m a
to ~ service vessel. Ligh teri ng is usually necessary in areas wh ere dra ft limi- s hi pyard. f · ·r nfined or un-
tatlOns or local regulations preven t th e VTBL from proceedi ng directl y to a naked lig ht s . Open flames or a ny other pote ntial source 0 rgru 10 0 CO
dock.
confin ed.
light , hip. The weight of the empty ship. (Dis placeme nt of a vessel with no ca rgo NFPA Nation al Fire Protecti on Associa tion.
::'i stores, fuel. water, andballast ; usu ally ex pressed in long tons or metri~ NLS. Nox ioua liquid s ubs tance.
NO R. N otice of readiness. he mi m energy t he liquid must possess
;lImber holfll. Small openings t i h . NPS H Net posi ti ve s uction hea d. T e muumu
Jow tht' free f1 f li .~u Into t I' framing m embers of the ve ss e l to a l- . fi r the pump to operate. ·_u
I I pe'fmit a ~:nok t~q~~ a {ca rgolb allas t! through a s pace. Thes e o pe n- at the inle t ofa pump 0 l d mbination carrie r. A "'eslIelspecllluy
I cHarge. thoroughly drained (s t r i ppe d) at the e nd of a aBO . Oil/b IW mer Also ca I' a co .
I U ore ea '. licui d nd solid cargoe s m bulk.
const ructed to ca rry venous IqUi II
~ rm a, A formula. used to die '
I' rrmne the quantity ofcargo remain- OBQ. Onboard quantity of ca rgo: Iarine Forum.
COffipl~Lion of discharge on a vessel with a considerabl e OC1MF. Oil Companies IntematlOnaltJl.ation ofa gas that can be detect ed by an
odor thre sh old . The. minimu~:e~r~s~aIlY express ed in pam per million by vel-
av erage person s sense 0
ume. troleum whether in solid, semisolid. emul~ified. or
oil . Defined by the US~G (IS pe t limited to crude oil. fuel oil. sludge, Oilrefuse.
liquid form. including but od: ts d without limiting the generality of the
oil res~due, .and refin~~::ub~~an:~s 'Ii att'd in Appendix I of Annex I of
foregomg, mcludes
MARPOL 73fl8.
 GWS8ARY
GLOSSARY 351
950
of II disch llrge . E xa m ple s of pOMit ive-displacement u . .
".J Defined by th e USC G as a ny re sid ue ofoil cargo w het he r in lin] ·. ing p umps a nd rotary pum ps. p rnpe Include renprocs t,
oil cargo N' SIU!lc
d
. . . k d U I ,
llemisolid, em ulsified, or liquid fonn f:om cargo tan 8 a n cargo purnproorn
ur poin t. The lowe s t te~ pera tu~e at which a liqUid will re . [l ui
bilges, including but not limited to d ra m ages, lea kages , ~l(h " u ll ted oil, muck ,
d ingage, sludge, botto ms, paraffi n (wax ), and a ny conshtu.en t component of
~S$ure surge. A s u d de n Incre as e In t he liquid pre88urein ~alD. a wd.
P change in the velocity of t he liquid. Thi s can be b ahPlpehne ca~ by a
oil. (The term ·o il cargo re sidu e" is also kn0:m 810 "ca rgo ~ I I re8 i d ue . ~ )
val ve agains t the liquid now in th e pipelin e. The V:l°u~, t ',hohut .by .c1oslDg a
oily mixture. Defined by t he USCG as a mix t ~re. m a ny (ann wl.th a ny oil con te n t, y o t e liquid goes to
including but not limited to slops from bilges, slops from oil ca rgoes (s uch a e zero, an d th e e ne rgy WIithiIn t h e I'iquid. is converte d 0Cl to
.f I An .~ ti 1 pressure.
cargo tank wash ings, oily waste. and oily refuse), oil residue, a nd oil y ba lla "'t pump relle va ve. ~ u,",:,m a IC va ve (s pri ng-loaded) that protects the s ste m
from overpres sunZaliOn j commonly found on the d,·"harge Slldee cf y
wate r from cargo or fuel oil tanks.
oulage. See ullage . pu m p . In the even t of overp ressu rization the valve 0""011
. I' ~ . ~ th .
·,,· .c
0 a cargo

..~ , peruu 109 u,e

ot'f'r(i// ala rm. An a udible and visual warning 8Y8te ~ th at a~tivate 8 when the Iiq. ca rgo to r ecircu a "" .'-U e sucnon si de of th e pump , thereby preventin an
uid level in a eargo tank reac hes a pred etermin ed POint. Accordin g to t he further pres sure buildup. g y
USCG, th e al ann mu s t be se t to gi ve th e PIC ample warning to pe rmi t the purging. A form of gas replacement in which inert g8.11 is introduced into a tank
shutdown of loadin g before th e tank overflows. t hat is in an in ert co ndit ion. Th e object ofpurging is either toreduce the exist-
o:cygtn analyr erlmeter. A portable in strument used to determine the pe rcen ta ge ing oxygen content and/or to reduce the existi ng hydrocarbon vapor content
of oxygen by volum e in th e atmos phere of a space. to a level where s u bsequ ent ventilation with frellh air will not resul t in the
padi"ll gland. The area a.rou nd t he etem ofa val ve in which packing m ateria l is creation of a flammable atmosphere within the space. A tank is considered
wrapped to provide a leak -free openi ng in t he to p of the bonnet . The gl and is properly purged when the measured hydrocarbon level is found to be 2
tigh te ned do....n to squee ze th e pa cking material, t hereby pre ve n ti ng le aka ge percent or le s s by volume in the space.
from the valve. PV breaker. Liq u i d fi lled pressure-vacuum breaker. It is a nonmecbanical
Panamas. A tanker between 55,000 and 80,0 00 dwt (t he largest vessel capable of pressu re-vacuum re lie f device com monly foun d on the IG/vent main de-
transi tin g t he Pan a ma Canal ). signed to back u p the mechanical PV valves instelled on the ta nks. It is a
PEL. Permi ssible exposure limit. The maximum lev el ofexposure to a toxic sub- containe r fille d to a p re s cri bed level wit h a liqu id of a certain densi ty (usu-
sta nce th at is a llowed by a ppropriate re gul a to ry a uthority. The PEL is usu- a lly a n a n tifreeze mi xture ) t ha t is set to rel ieve excess pressure or vacuum
a ll y ex pressed a s a tim e we igh t e d ave rage (T WA)- t he a i rborn e in t he t anks .
concen t ra t ion of a toxic s u bstance averaged over a n S.hour period us u al ly PV valve. A m echanical pre ss ure-va cuum relief device th at provides s~cturaI
expressed in parts per m~lIi.o n (pp m) . PE L may a lso be expres s ed according to protection of the ca rgo tan ks on a tank vesse l. It consists of a dual disk valve
a ehc rt -te rm exposure limit (ST E L}-the ai rborne concentration of a toxic (pressu re -va cu u m) utilizin g spri ngs or weights which a~ ~esigned to open at
subs~~ a vera ged over any IS-minute period , u sually ex pressed in pa rt s a set press ure or va cuum 10 . t h e tan k . I n a ddi ron
I
lOproV1d.i ng lltNcturalp~
. .
per mIllion (ppm). .. . .. sl ed ca....... ta nk th ereby II11DI-
te ction. these valves a s si st ID mllllltalDi ng a Be - .. -
petrochemlculs . Organic chemicals manufa ctured from pe troleum . mi ztn g loss of cargo vapors an d inert gall deck press ure . ulfid hid>
p.ft1'Q~~~a~ compo~d cons is t ing of a mixture of hydrocarbons . Crude oil is a
. .' .
pyrophorlc OXIdatIOn. Certain sou r ~ e
d s give off hydrogen s e gas w
d fi . nt a tmosphere to fonn
•c bYhoccu~ng petroleum fr om which other products a re d e ri ve d co m bin es with rus t (iron oxide ) ID an O~ygen- e ~e th recess is reversed .
u1ro.Yg t e refining process. ir on s ul fid e. When oxygen is introduc~ lD~ the de s~rur oxide. and hea t.
.. ar
lil,..~:.rI.· .."" ·'f hg· ds eVO}vbo
fid from petroleum. The main cons tituen ta of petro-
o:
Ir on s ul fide combine s wit h oxygen to o~ I~n 'f a n~mmable atmosphere is
This heat may be en ough to cause a n exp oercn 1
en tid rocar
ID8 ' butitmayai . so con teiIn at h er s u bs ta nc es, s uc h as
n ead alkyls, as minor constituents. pres ent. . ed to connect a valve s ituated some dis-
in~ividu~1 possessing the proper USCG endors eme nt reach: rod. A s te e l rod or een ee of rods WI .
lth n operatmg S
land 'wheel) typi cally on deck.
.
el'lnvolvmgd.ng eroua licuid
iqur e or I·iquefied gases on a tance from the operator WI a tank(s )capableofreceiving cargoresl-
reception fa cility. Usually refers to a shore I ps from a ta nk vessel. In the eb-
H. dues (oiVnoxious liquid ac bs te ncee' ~r 8 O't can s] so include the use of tank
~ff~j sence of suitable tanks or capacIty uck ore, I uier mobile facilitie s.
tank true e. or OUI~ . 1 d
barges, railroad tan k ~o.rs, . lacement piston-type pump. Types I.nc u e
reciprocating pump. A poslt1Ve-dls~ They are particularly suited as
. catlng pumps.
simplex and duplex rt'ClP~ riming ability.
stripping pumps due to their lIelf·p h QI manifold when the flanges on
etu . r. -A fitlllll:coIJlUlonly i~talled onht e ~ the cargo hosesor loading arms.
1OiIO~ ~
.~t, "
ri ~ p i ng pump, it is n e a differ in dtmenaron from t oae
ii.~!f' ng up a tank at tho end
 GLOSSARY
353
GLOSSARY
352
Ous com bustion . The ignit ion of a ma teria l t hat occurs by the genera tion
evtded by the man ufactu re r of a t mos phere lelllin" a fl e
h e mu teri
sPOfl / of hea t WlthiD.t annlth rough a n .intern al chemical reaction. The mate -
-O n
Ch a,«> pr .'
rt's""n.ff' CUn~s.
Y - . bl t heuserto convertt h e mere r ree dim g o f an
nn iulHt ru ml'nt,
equlpmea t to ena e . .81ign ite s Wit h ou t t he need for a n exte rnal source of ignition.
to the actual concentra tion of a part icular ga~ III II llpllce: n. ,.., A s hort s ection of fla nged piping.
RO8 , Cargo ..,
_mo,·";",
U
on board" a t th e eompleticn of the disch arge ope ratio n.
hi h tT . te h'
poe!I piece-
s drench. An open-ended wre nch with a tap ered spike handle used for align .
rotary pump. A positive-dis plaCt'ment pump w IC u I rzes m rmes m g lohl's,
,pll ~ng the bolt holes in two flanges when maki ng a connection.
gealll, vanes, or screws to draw suct ion. . .
runaround. A temporary (U·shape dl piece ofplpm g used to crOSHover cargo sye_
t 'c ~ccu mulator oil. A poor cond ucting cargo that ia capable of developing and
sta I retaining a sign ifi ca nt electrostatic charge.
terns or groups at t he manifold. . . .
R~'P. Re-id vapor pressure. The vapor pressure of a hq wd ~s determined by us ing tic electricity. The electricity prod uced by dissimilar materials through physical
a stan dard Reid a ppar at us. The test involves m easu~ n~ t~ e re s ulta nt vapo r sta contac t and se pa r a ti on such as the flow of cargo throu gh a pipeline.
press ure in a closed contai ner when a sample of t he hqwd IS hea ted to a sta n, static nOflOccum ulat oT oil . A good conducti~gcargo that read ily gives up anyelec-
dard temperat ure of lOO°F I3S,B'C ). It proVIdes a measure of the volatility of tros tati c charge through the shell platin g of the vessel to earth.
STCW. Standards of Training, Certification a nd Watchk eeping for Seafarers.
a liquid. . .
soddl... A fairlead or support used to preve nt a hose from kinki ng and chafing. STEL. S hort-term exposure limit . Th e max imum concent ration of a substan ce to
mg. Bending etrese caus e d by th e unev en distribution of we ight on a ,' e Mel. A wh ich workers ca n be expose d continuously for a 8hort period of time. pro-
sag condition is created when th ere ia a conce nt ra tion of weigh t in the vided t he daily TLV is not also exceeded.
midsect ion of the vessel; the deck is subjecte d to compression and t he keel is strainer. A fitting installed on the suct ion s ide of a cargo pump to pr:event any ~or­
und er tension. See also hog. eign objects or debris from being dr awn into the pump and possibly damaging
SCM Self-contained brea thing ap paratus. t he internals. . .
scMdul... Refere to the thickness of th e wall of a pipe . Differ ent sched ules of pipe stripping. The final dra in in g of the conte nts of a cargo tank o.r PI ~\.Og system" .
are used dependin g on the intended use ofthe line (ca rgo, vapo r, hy d raulic, , ubmerged pump. A pump specifically de signed for inB~ahon 10 a tank. It IS
water, bunker). pa rticularly suited for multigrade vessels that requ ire enhanced segrega.
~ru bbeT. The primary processin g unit in an inert gas system. Its fun ctions in - rion. The pump and d rive unit are located at the ~:m of the tank .
clude cooling the gas, re moving solids (soot). and removing corrosives and Suez max A tanke r in the range of 120,000 to 200,000 f'·
physical water droplets from th e gaa. . . I d i ta k todam"nthe mo\'ement o rq-
swash pla te. Framing member instal e IDa n
(J€up/Hr!weathurhd:drain . Drain lines leading from the main deck ove r the ves -
uida. 'd . bulk
tanker. An y ves se l des ign ed ~ carry Iiq~ ~;~~hat ~r'\'e8 as th e opening for
sel's side. These openings must be plugged before ca rgo operations com-
mence.
tank ha tch. Th e raised eoarrnng of a hate on
1M cM, t. The n~me given to the re inforced openi ng in t he h un of a tank vessel
th rough which seawater ballast can be loaded or disch a rge d access to a ca rgo tank . h t i capabl e of measuring the ccacen-
grega::;.baliru/ 6yBte". A system on a ta nke r cons isti ng of ran' ks, piping, and tank scope A com busti ble-ga s indicator t 8 ~s . ~ _depece It isparti cul . arly
/U' . b olume 10 an lDeI"WU .
t r ation of hydrocar bon vapors yv f t h purging operati on pri or to
'c uJ'dl use~_ exclUSIvely for balla st service. A segregated-balla st system u s eful wh en determining t he succesS 0 e
hoda...,0 not nav e any mte nnI' CtiIon '0 w t he cargo system of t he ve ssel
ga s-freeing a tank .
, j~~:;:he Th l' inte,m~ sUrface.sof a ca rgo tank s hielde d from the impi·ngi ng
tank tank top. S ee tank hatc h. fl water in a cargo tank throu gh th e
I' eamng ma chm t s. . ) Th mea surement 0 ree
' Mar f Orrf The result of 0 . f t hl elJage (water cuts. e fi di g paste on a bob. "
aChn~ at a particula rpo~~ng orcea (such aa buo yant ver eua gravitational) us e of a n ins trumen t or wate r- ~ n In . hted average- The m8Xlmum err -
l lop tonh
.
k deei r oca Ion upon th e bull of a vessel.
elIlgnated on a vessel for th . f
TLV-TWA. Threshold limit value- tl me ':I~hich it is believed that nearly al~
~inis aod. Ilopl. e receipt 0 tank wa shings , pipeline bo rn e conce ntrat ion of a subsumc e rm el g.hour workday or 40·ho u
r
workers may be rep ea tedl y expose dsfo al: " nu issible eJlposure limits .
. '" / ationaI Con.vention for the Safety of Life at S ea . h t d ersc effect. eea
workweek , WIt ou a v d ' 1016 kg).
~~;~""
~~;d~ OII CQD,taining.
"d · ·5 cant amount of .s ulfu r and s ulfur
etgm . f . ht'2 240poun s ,
ton fong A urnt 0 weig . , d. (1 000 kgs).
o ro !mAuJ' I e w ) whoreh iIS c haracterized by the obj ection-
eg. " . f . ht· 2204 poun '
tall, metric. A unit 0 werg . , und s (907 kg). ecilied ul-
s io f . ton, sho rt, A unit of weight; 2,00, 0 ~ the loadingofs ca rgo ta nk to a epee th e
.a g'lveo volume of a substance at a stan- . ff. The proce ss of comp eh ng . ' th e transfer of cargo gIVen
1'1 the weight of an equal volum e of toppml~;e. ·lt is considered a critical op:r::~o~.~ regulations, a ny critical opera-
heightened potential for a spII~. ~ fthe peraon-in-charge (PIC).
uoo ~ui re8 the direct s upervtSlon 0
 GLOSSARY 355
GLOSSARY
'54
' rod ' ( 'n,rtgas into a tank alrea dy in the in ert condition can resul t in the admiss ion of atmosphere into the suction line reaching the
. Them t uctlono I h '
loppl ll/l up, . ( . . the tank pressure to pre vent t e mgresa of air. pump.
with the obJect 0 ralsmg VRP. Vessel res ponse pl an .
. p ' onGUS to human life.
tone- 018 I . ( the concentration of a known or suspecte d It'l!dge, liquid . The cargo rem aining in th e tank aller stripping. Due to the trim of
. -t t t A measurem en v •
1tuU'1 Y est , . b tance in the atmosphere of a s pace . It I S usually a the ves sel , the rem a ining ca rgo appear s as a wedgeot hquid against th e afte r
health.threatenmg tlU s . .
gas.specifictest that is ~easured in parts per nulhon (pp m ). bul kh ea d of the ca rgo tank.
TPI Tonaper inch ImmerSIOn. .' . . . well/sump. A recessed area below th e bottom ofa cargo tank (inne r bottom)which
tro~I"!"I't bulAheod. A solid bulkhead runnwg m the athwartshl p direct ion uau_ houses th e bellmouth or pump suct ion.
aUy 8eparating cargo tanks. Yokoham a fender. Large fenders commonly placed between two vessels during
trim arm The numencal difference between ~B and.LeG. . lightering ope rations to pre vent the hulls from makin g contact.
h A fixedcontainment area (coaming eqwpped WIth gratmgs ) permanently nn e anode. A sacri ficial metal used in ballast tanks to minimize corrosion of the
troug installed under the cargo manifolds ofthe vessel, design ed to collect any s pill. steel ofthe vesse l.
age that 0C"CW'8 when connecting/~sco nnecti ng ho~es or arms. zinc silicate. Pain t loaded with a high percentage of zinc, used to protect the steel
UEL. Upper eaplceive limit. The maomum concenrrancn of hydroca rbon vapor plat ing of a ta nk from corrosive sttack.
in air that fonns an ignitable mixture in the presen ce of an extemal scuree of
ignition. Above the UEL the concentration of hydroc arbon vapors is too great
(rich miJIture) to support combustion. It is also known as t he up pe r fla mma -
ble limit (UFL).
ULCC. Ultra large crude carrie r.
tJlo8r. The measurement offree space above the liquid in a tank. It is t he distance
from the surface of the liquid in the tank to a reference datum on deck , nor -
mallythe rim ofthe ullage opening in the hatch. Reference to th e ull age cali-
bretion tables for the vessel will give the volume of liquid in the tank (gross
volume).
ullage Oprnmg. Small opening in the tank hatc h on deck that serves as th e refer-
ence point for measureme nt of liquid (cargo) in the tank.
lJQ~ A gsa belowita critical temperature.
I!opqr tonJrol I)'Itt m. Pipmg an d equipment on 8 ta nk vessel that is necessary to
~ntrol certem cargo vapor emissions during load ing an d ballasting opera-
tl typical Installation includes vessel/shore vapor collection piping,
nl !l<Iu1pment, control devices, and vapo r processing units ashore.
o lime t ontactor. A multipli er deri ved from the API ta bles to con-
me in th e tanks to a standa rd (net) volu me.
r. A factor deri ved afte r compa ri ng the ship and
,.nUlnbe~.¢voyages.
ri I s~ction of a tank vessel und er conaid-

·lI.tance to flow. It is useful wh en de-

well as the need to hea t it.
 IlJRLIOGHAPHY
357

-CongrcS!l Dictates Double 1I ~1I ~ . - Marine LoR, October 1990: 39

cOlltroUmg Hy drocarbon Em IssIOn, from Tonk Ves8t'1 Load ' .
~1arine Board of the NationallU-!K"an:h Council) W8Bhi~ng /p,;;pared hy t he
Acade my Press , 198 7. . gto n, .C.: Nationa l
Crude Oil Washi ng S y stem s. Lond on: Intf'mationaIMaril,·m ~ . .
· b . e ....· l5amza tlOn, 1983.
"Cru de Tanker P0 IIutIonA ateme nt (Exxon position pape r ) H to n-E Co
poration, 1976 . . OWl on. Doon r-
Crude Wash ing of Ta nk ers. Goth.enburg, Sweden : Salen & Wicander AB, 1976,
Double ~{ull Tank Vessels : A R~v few of Current Regulatory Efforts, Design Con.sid-
Bibliogr aphy emtlOns, and Related T opice of Interest. Paramus, N.J.: American Bureau of
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Angelo, Joseph J. "AStalus Report of CoeerGua rd Impl em enta ti on ofOPA Double Fundamentals of Petroleum . Austin: Petroleum Extension Service, Univers ity of
Hull Related Requiremen ts ." Presen ted a t Murine Log 's T a nke r Legi sla tion Te xa s , 19 82.
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8 MSllhtone. Engl~d.: Inte.rlink Inert Gs a Ltd .• 1981.
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E I d: Howden EngJneenng .,' ..
G.17W$/Za~=heSafe Handling ofln{lammabl~ and Co~bU8tible L iq uids Houna low, ng an. . C 'ed i B III London: In tern ational Maritime
6 r U8 Products. Washington, D.C.: U.S. Coast Gu ard , 197 5.
In dex of Dangerous Chem lcol.s arrl IfI u .
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i avon ra u "" .' 90
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Inert Gall SYf;fems. Lon~ ~ s • Marine SafelY Manual, chaptt'rl5. Wsshmgton,
"Inspcrtion offnert GIIS ya em ' .
D.O.: U.S. '-;01l8t G~~o~~~ction and Equipment ofShips c~~ng Danger-
In~rnatumal Co<!e.for Ik (IBC Code) London - International Mantime Organll.a-
ous c Is In)3u .
IJ n 94.
 IIIRLIOGRAPHY
35'
"d fi 0 "[ TankefS an d Terminals (/SG07T) . Pr ep a red by
I nfim ati onal Soft/yOu l I! or "Sh'
ationa! Chambt-r 0 lpp l , d II b
.'0-
'ng Oil Companie s In ternati ona l Marine
the Iotero . 1 Associat ion of Ports a n ar or a. Lo nd on-
_.on and th e Inter nat lOns
'-" , 6
. Wither~y & Co~: E'vo!ut ion of the Load Line." SU': lJeyOf, May 19 76:.7_ 11.
Jun eo!.'l, :~~~·E .A FoiluT'fModes (lnd Effects Anal-!'sis o( Vapor Coll eetl oll Sys .
Keu hwn, . T . ,,_ thwest Research Ins tit ute, 1988.
tuTIS San Antomo, ex.. ecu 0 ' d 'f '
- ' T'he Constru ct ion. perotlon, an .. tUnlen a ncf> of
King. G.,A. B. .t an , er Pra, ,, .. .
Thnken London : Stanford Ma ritim e Ltd., 1971. .
, c , IS , "mB" Fi nal Rul e. ~ Federal R eg is ter, June 2 1, 1990 . Index
-Mann e v epor on 1"0 Y"' . . I'! "
AfARPOL 'l3 / 78 IConsolidated Edition ); London: Intern a tt una .. a ntlme Or gani.
18tioo,I991. -M l I P, I \
":\ft'asurem ent of Cargoes on Boa rd Tank Vt'ssels . . anua 0 etro eu~, (ea l!Ur e·
ment St andard" , cha pte r 17, section 2. Wa shm gton , D.C.: Am encan Pe t ro-
leum Institut e. 1990.
"Mid-deck Tanker Can' t Spi ll." Marine Log, J a nu a ry 1991 : 40.
Our Petroleum Ind ustry. London: Bri t ish Pet roleu m , 1977.
Pende:rter , L. A , an d W. G. Coulter. Clrusifica tion S ociety Oll€roiew for COfUl/r uc· ABS. 8u American Bureau of SJ'lipping AN'SI (American National Sundanb huti·
tion, Inspection, and Repair of OPA 90 Double H ull Tankers. Paramus, N .J.: ACGlH (American Conferen ce of Guvern· tute), 72
Ameri can Bure au of Sh ipping, 1991. men tal and Industri al Hygienists ) ARCOE" dl'tll'ouf , 6,6 , 21
PocJut GuitU to Chemical Haz atYh. Wll8hin gton, D.C.: U.S. Dep a rtme nt of Hea lt h expceure levels, 293-4 Arrival ballut. 8ft 8al1ut
an d Human Services, Jun e 1994. Act to Prevent Pollution from Ships. 296-7 . ATRS (Ameriean Tanker Rate Schedule),
"Rebuilding the Euon Valdez ." Marine Log, Oct ober 1990: 36-38. 5u ailIO Polluti on 227
Ruth erford , D. TanJt"Cargo Hand liflll. London: Charle s Griffin & Company Ltd ., Acute exposure. &e au o Cargo haUlfds Alloomated cargo c:onll'Ol
1980. defined ,46 bridge- eoetrel, 148
telltale eign e, 288 cargo control roolIl (eCR) 145, 147
ScUJb Ma C/ 501 Tan . er Moni torin g and Con trol Sy st em , Te ch nica l D es crip ti on. schematic, 128. 146
Gothenburg, Sweden: Saab Marin e Elect ro nics , 1991. tYJlf'a of exposure, 45
Alabama Shipyard, 16-7
5tamJard /rJr 1M Control ofGa, Haza tYh on Vess els rN FPA No. 306). Boston, Ma: Ballast
A1.~
Nati onal Fire Protection Associati on, 1997. arrival . 2-10, 247
autoC'Ont rol feature lIGI, 321
TanJeerCleanIng Manu a l. San Francisco: Gamlen C hemical Company, 1976. blower failure (lOl, 321 clean. 240, 247, 299
Tanker Safety Course Notes. Kings Point, Ne w York: Gl obal M a ri ti m e and Trans. cooling wate r to scrubber IIG I. 321 oompresaion.2«-6
portation School at United St ates Merchant Marine Academ y , 1999. oonfigl1Tlltionl,246- 2
deck pressure, 111, 319
departure. 240, 247
TOM" Split. · P~l'tntUJn by Del lfn (pre pa red by the Marine Board ofthe National deck water seal UGl, 321
dirty, 240, 243
11 ReBe~ Council). WlI.Iihington, D.C.: National Academy Preas 1991 high gas tempe rature (1m, 311 fair weather conditinn, 240
f!f: ~/lJ-.riPt/(,,,, Soob TanJrRadar. Gothenburg Sweden' S~ab M~rine Elec- high level (t.ank), 109-1 0, 206
free water, 137
Dietl 1i9.1 ' . high oxygen con~nt lim, 311, 321- 2
intem llllranafer, 2«
U 'Menace' "PQCJre I GUIUC<
'J,
high water le"el scrubber 11m , 321 MARPOL requirements, 239
. . n. to the Atmospheric Hazards of Con fine d overfill (tank), 109-1 0, 206
ttl h: Bacharach, Inc., 1989. oil content of, 240
Ameri can Bureau of Shipping, 147. 8N 01110
plan, 207
rm g Ul we with OPA 1990: Marine Log, March 1991 : Load lines procedure, 243-6
American Petroleum Institute (APII quant ity, 239
convention table , 143-.1 routine operational dischargH , 239
gravity, 33, 34, 142-3 aea auction valve", 243
manual of petroleum measurement 8l'gregaLed, 239, 243, 299
ata ndardll. 121 al.o nn . 240
sta ndard temperature. 142 underbelleeted conditinn, 2311
table ' , 143-4 vapor control, 243-4
Am..rico1l Prall"'" 7-8

359
 INDEX
'60 361

flnm ma bility , 26 term S, 125--9 portahl e elect ric equi pm~ nt, 196
B8'1t'r . petroleum, 24 total ca lcu la t ed volu me, 129
double hull , 16-7 pretro nl fer confe rence , 189
opecia l liqu ids , 25 tota l obsl'rved volu me, 129
.i nji:le h uH, 16 pum proom vi:>nti liltion, 196
Bullcrlly Yah-e . Sff Valve. tri m corred;on s , 133
!.)'JJM I. II. m. 18 repai r work , 190
typica l equ ipment u sed , 123 118fe smoki ng are u , 190-1
SarTiN'll
Ca libra tion ta bles ,.U 8t'l list , 13 1 n fety matches, 196
l'quiulentll, 18
defi ned , 125 vl'8111'1 trim , 13 1-3, 136 ICU Ppel1l, I86--7
iIIUltnltl'd, 18
meas ure men t prcc ed u rea, 129-,30 visco us cargOt's , 136 lea v IIIVI'S, 191
iou t pllf.ll"l1l , 3 11-2
phYJIio:<A.l sep. ra tion, 18 trim COJTPC: tiona, 133 vola ti le cargoe s , 137 lIt'grtgated-ballut Ir l tl' m, 196
BCH. Sn Code for t he Call1ll rutl;on a nd wlllt'r me asurement , 135 wllt er-in di cat i ng pa ste. 135 I pill respollJle equi pment, 196
Equipment orSh i~ eaming D an- Cam-Locl•• . SrI' Coupling. wed ge calcula tion , 135, 158 sufficient penonnel, 188
gel'lllUChemitlil. in Bulk Cargo eelculation. S~ also Wt'ig ht Carg o plan ni ng tranafe r pl'OCl'durn manual, 188
~lJmouth , Sn oW Piping ccmpute r eoft wa re, 145-6 com pu te r pro gr am , 146 unauthorized craft 194
bran d! piping , 66 ecnrerston fa cto n, 143-4 det ermin ation , 144-6 vapo r contro l opera tions, 191
ODTllll ructi on. 66 information needed , 14 2 loadin g to rm al draft, 16S-7, 202-3 vessel moorinp, 182, 184
~Dding .treesH purpost>, 142 pre etew , 14., 156 warning signals, 189-90
eeeted lanD, 259 eemple, 143--4, 198 Cargo report, l3 8 Cavitat ion. S« alIo Pump .
definfd , 154 terms, ISO sa m ple, 139 caURll, 168- 9
dwing cargnobaJlul O~T1I tiOIlll. 20 7-.9 uni te of measure, 14 2 Cargo tanks effect , 168
hClll' mndition. 155 volume correction factor, 143-4 Indepe ndent tanks, 12 -ga ss ing",I68
mini.mizin,.238 Cargo hazan:i9 integral tanks, 12 loas oh uct ion, 17.
Iilil oondition, lu-6 cotroll ivit y, 5 0 gravi ty tanks, 13 prime tank use, 169
Wlderballuted oondition. 238 t'~~, 45 pre ssure tanka, 13 ~ntrifugal pum ps , &t PumPI
Btonu ne fire and explosion, 40 CG-38£ See CMm.CGI Data G"j,u for Butt
Cargo t ransfer
cbfmi~ data guide, 38 Oxygen defi cien cy, 4 7-8 SMprMni by Wall'
agreemen t to begin, 189
th PlDica.lhuanb ~POIIIe information reactivi ty, 49 bonding cable, 191 Charte r party. 5« alto Cha rte,",
l)'1Itf' m lCHRl S,. 39 ATRS (Ame rican Tanlr.tr RaI l' Schtd-
toxicity, 35 , 45 cargo hoeee, 183--6
ebrorue t ffed.l ore.pOUl'l', " 6-7 Cuga informat ion utel, 227
cargo i nfo rmatio n , 19 1, 193
pr~ble eJ:ptWte limIt, 38 bill of I. ding, 122 , 222. 2201
chemical cedes , 40 ca rgo pl an , 182-3
regul ated eatJO.·n cargo h OlIeS , 2 18
ern all.din,. 122,222 , 22t CMmical Dala QuUk for B uIll S hip- cofferde me, 196
Trn!fl t by Wa ter, 37
cargo quantity, 2 16
Ittwrr;Jindemnity lLOI 1224 com m u nicat io ns, 187
CHE MT REC, 37 cargo Ia Dlple8. 222
,5lanb • eer mecnen a, 186, 190
CHRIS, 37, 39 d ea n tank certi ficate, 222
bUfId fl8llF 72-3 cont a inm en t boo m , 196-7
dem~,211i
k.wlllll' Pna.\IlillM. 96 Goth of FtderoJ Rl'8 ulatio1Ul, 40 de clarntio n cfinapection, 191- 2
dry tank cert ificate, 222-3
Material Safet y Data Shee ts , 37 , 278 d isch a rg e containment, 186
I. " fre igh t rate, 226-8
Po€ltet Qui rk to Chemical Haz o rW, 40 documen ts, 2 16-7,219-24

.. "
ti "n 96

) llertrBU
Tanker Safety Guid e Data Sheets, 37
Cargo measurement. See also Gauging
accuracy of, 125, 131-6, 141
doo n an d porta, 196
draft re st ri cti onll, 196
emergency sh utd own , 187-8, 199-
calibration tables, 125, 129-31 emergency towing wires , 191
final gauging, 113, 12. federal regulations, 18Z-91
fr,e water, 129, 134, 137, 141 nre-fighting gear, 191. 194
l[I'Oh ohaerved volume, 129 nro safety, 190
ins~ct(pn company, 122, 133-4 name screens, 194--0
lightering, 137 freshwater nllowanctl, 196- ,
ne tandard volume, 129, 143 goal, 182
a quanjity, 129 inert Ifns system, 191 194....5
ta,219_2Q lnaulaung OanjCt!, 191,
in onbg lighting, 189
IUly 13 londln.ll:lI •
monlti,j a ChllcWDt
_n..d i
rn
200
laytim e, 2 15-6
let ter of indem nity CLOI I, 224
lum psum , 227-8
nonce or re8dine.., 11 15-B
pricing,220h5
prote st- , 2 19- 2 1
pumpingclauae , 2 18- 9
rate per ton , 228
7 202 role oftankennnn, 211i
811f" berth, 219. 222
terms, 211i--201
time challfl' equiv.lsnt, 228
Worldacal., 22lHl
Charteror, 121-2, :l12
Chart...r ing department, 2:M
A..'>BATANKVOY, :1)3
 INDEX 363
362
durin g cargo t ransfe r, 182, 199 rea llOn8 for, 262
radar , 124. 128
sonic tape8, 124-6
th rough cro8Sove rs, 64 , 78 , 85 ROB, 264
Cbarh'nl ft(}/Itinutdl
thrOUgh IG sys te m, 3 13, 3 16, 324, 328-9 Ilt'lf·drive machines, 264
bil~boal, 212-3 ty)l('lI, 124
B££PEEVOY. 213 va por con tro l requirem cn tll,lOS--9 thro ugh va por con t rol system, 105--7 sha dow ar",a8, 2~2
chart<!r party . 213-4 3 Closed loading. Su Vapo r oont rol C trolled venting. S ee Ve n ting slop ta nk use, 268-70
('(Illtract ofalfreiglltrnent (COAl, 2 1 Coal-tar e poxy , 27 1. Sn olIo CoatinKJI CO~trolling zone . Se" Load lines small diam"'~r h ne , 267
EXXONVOY, 213 Coat ings c~t , Insura nce, F re igh t (C.I. F.!, 123 8top valves , 264--6
tinure. 213 da mag e to, 25 9 Coulombi Egg . See al.so Con st ruction strip ping capacity , 266
sHELLVO'i, 213 deck seal (lG), 3 13 cross sec tion, 9
TANKERVOY. 213 hard. 271 du ign , 7 DangeroWlli quids ,3
~rm-or~mtllt . 213 Couplinp Deadfre illh t. Set Protests
ins pection or, 272
tinle,212 objective . 50, 211 Ca m·L«: ks ,74--5 Dudweight_Sn Weight
1~.:n2-3 polyure thane, 271 Drelllle r, 68 , 70- 1 DO"baIJlISti nll
VtI)·~,212 quick con nect, 72, 74--5 , 83 ballllSt water tlchan lle, 248-9
88arifirial an ode8, 273
Ch<'ClIiJt COW. S..eCrude-oil washi ng disp088I, 245
"lI lry into enclOMd .p.Cl!'.
286-7
scrubber, al O
atainJ eas steel, 272 Cl"08llOve n . S..ealso ~t anifold EEZ, 249
prior to carp transftr, 192
tank cleaning, 259 bottom pi pi ng, 65 load on top (LOTI, 245-8, 268-70
¥lp<lr control. 116-a
Code (or the Con struct ion and Equi p m ~nt described , 77 pollut ion rtgU!ati ons, 299
Cb«ll valve.S« olio Val vH
of Ships Carrying Dange ro us Ch~mi . d oubl e va lve segrega tion, 78 , 85 , 87, 172 reception facility, 245-8, 270
lift. 91 reduction of M'a pollution. 245. 248,
cals in Bulk (Be m , 10 , 3 00-1 iIIus t rated,77-8
l0C8tioo, 9 1
Coils , heati ng j u mpe r, 78 268-70
mng, 91
coated Lanka , 259 miml aster, 71-8 retention in slop tanka, 268-10
Chemial~
deek seal (lG), 3 13 pumproom, 85, 170-2 Decltdistribution syJt#m t1G).8ft IDtrt gag
compatibility. 49
flus hing, 25 1 runaround , 71 branch lin ee, 315-7
cotTOSi"N, 50
leaking, 13 7 Crude carriere. Sf'e VLCC , ULCC ecnnecticn to bottom piping . 315
nIlIctlVlly, 49
Crude oil dt<k. main , 307, 315-7
I labi lity, 49 limitations of, 259
classification, 56 low point draif18, 315
CAtrnil:oJ DoIa G" itk for BuIlt S'llp ~nt by ope ration of, 198-9 , 20 9
composition, 25 tank isoll tion, 315-7
Wottr, 37 Com bination carrie r. See also Con struction
grade, 32 Dt<k isolation valve IIGJ, 31U. Sn gUo
CMDlIeal DiJllJibUtiOD hulitu~ (COl). SN edvantagea of, 15
Inert gu

Sa.
Vett ing
cban&.S« Meehataiealloading anna

defined ,37
I J.
Cugo infonnation
CTOllII section, 15
defi ned , 13
disadva ntage8, 15
Comb ustible-gas indi ca to r
hydrocarbon compound, 26
solvent prope rties of, 264
Crude-oil washing. See aha F ixed tank
cleaning machines
atmosphe re control during, 268
Dt<k Pl"l!lliure. 8ft olio Inert GIIS
at SU, 320
a lann Bettini', 111
bar graph of. 320
catal yt ic se nsor , 289-92 cargo pumpilll, 168, 311
hydrocarbon analyzer, 3 14, 323, 325 bene fits, 264 , 30 5 crud e-oil.wu hing requi rements , 268
LEL meter, 290 eltn ga ge , 264 during entty, 277
limitation8, 281 -2, 290-2 cyel l's,2 66 puging, 124
d ropping a nd st ri p ping lines , 266-7 inert g-&s l"l'quire m",n ts, 308, 319-21
method of operation, 281 -2
"d ry" bottom, 266 in port, 321
LankBcope, 323, 325
final draining , 266-7 minimum. 328
type8, 282-3, 288-90
fixed piping 264-6 opening inerted tanks, 327-8
wheatstone bridge, 290
goal,267 68 opt'ra ti ng range, 112
Compression ballasting. See Ballaat inert ga s system requiremenlll, 2 pennanent TE'COrdingof, JI9
Con,trnction
LOT pro«'u, 247 . tank cleRnilijl. 328
rge, l6-7 minimum tankage to COW, 268 "topplOg up ," 320
beM ica l carrier requirements, 13 muck,264 va por oontroloperlltlon, 111-2
u lombi Egg, 7, 9 muills DllCk 8~1 . $rr 0160 Inert FloS
iloubl ull,n operatl d~mi lt",r, a l S

" i 00 dry el, S1~"'"

locatIon 307
fopuati
f '3121:

""
D<-ck &f'sl(Nln/;nul'd'
..midry ...a l, 313
l)'PH . 3 12-1
,',nturi.313--4
wet ".41. 312
Offlllmb on of in~ p..euon . See
l.l1Inllf~r
c:lrgo trllllsfl'T, 19J
u.rnpJ.., I92
"llpor control ,nlnfOs. 114--S
nc...epweJl pump. Sf'f'ab o Pumps
Ildvan tBge a. 164-6
application. 162
barrel, 164
CTOH-sedional view, 164
dri,'e unit, 163
Ill(:lIuon, 162-3
Dilution method flOl. Sff GlI.'I eepleeement
Dip. S« G8Uging
Dixhal'f(' llUIilUl . 70. S« aw Piping
lfuchlllgi! operation. St.'toJ.oCargo transfer
cargo pump SLut-up, 204
diJchargt' plan , 205 , 207
dropping pipe linN, 209
elJll'rgency . huldown, 188, 208
huting coil opera tion, 209
Rwt gH.8 syl tern, 208
line nWlh, 209
Iineup,2G4
mooring linM, 209
P~UtiOIUl at atart-up, 197-8, 204
P",tran8fer che<:kt, 197, 204
P~ure, 205-9
rare., 198
.hutdown, 199-200, 206, 209
,lop tank Itv(>l,208-9
~halll' J'8Uo•. S~ Loading rates
DUlplaremenL Sf'f'Weight
Dapl'Cl!'ml"nt m"lbod (lGl S. GaB no-
plaa>m'nt
1 ISCCYrT,277,280,282
ubI4 hbtlltom 5. S. tJUp <AI"a' ru..ron
" .
tern iv d
INDf;X INIlEX
365
~;duct"rH , See also Po~ i t i ve d i Mp luc" Il't' 1l1 rem ute IIllmp ling , 280- 1 proper tighte ning, 73
pum ps rescu e from , 28 8 S(>e(i fic.atioM, 72
adv antogl's , 180 pfe for hot wor k , 28 2 Fro>e on board IF.O.B.I, 123
lTO",,-..ctiona l view, 179 safe (or work ..re, 282 . 'ro>e IUrf~. 8ft oUo Stability
dislldv llllto gl'S, 180 slI(ety Pqu ipm e n t, 284, 288 defin~, 5
0/110 Cargo je t· ty pe pump, 179 te !ting otm osph e re s , 47, 280 red uction, 3, 5
OpHll tio ll, 179~0 te lltin ll'eq u ipm £'llt , 280 simulta ne-ous c.aTll'O discha rge and bal.
to nk cll'a ning cpem t fcn , 258, 266 tes ting pipc lin es , 28 1 Illlit , 207--8
Ell'dros totic ho unl s tes ting p roced u re , 28 1, 288 single-h ull tons truct ioo, 3-4
cause , 42, 322 Envir onme nta l Protectio n Ag..ncy IE PA), Free water . SN Cargo mealureml'nt
inert 1I'Illl syste m, 322 104 ..0 Fn' ight rate. Sn 0 1&0 Cha rte r pa rty
precaution s , 43 , 113-4, 19!1 Eposy, 271 , S ..e al so Coat ing s ATRS, 227
s tot ic accu mula tor cargoes , 4.1 Evon Valde: , 5 defined,225
stat ic 1'Irct rici ty , 42 lum,",UlD, 227-8
use of HC WM , 259, 3 22, 305--6 Ftderal Wate r P oll u tion Co nt rol Act ra te per ton, 228
EI Segundo, Calif , S..e OfTsh nre moorin gs (FWP CA), 296 . See also Polluti on time cha rte r equivalent, 228
Emergency procedures FiJ:ed lank cle anin g m acbines. See olso Wor llb caJe, 225-6
collision, 334-6 Tank clea n in g World5ca1e CIllcuiation, 226-7
drills a n d d emonstrat ion s , 33 1 cont rol unit, 25 9 , 261 Fn'Shwatu allawance . SH Wa d lines
fire, 335 eov..rage req ui reme nts , 262
ground ing, 333-4 deck mounted , 25 9-60 GM free
man ifold fire, 33fH) double- hul l veseele, 262 candili on, 29-.10, 282
mast vent fire , 336-7 Ilxed piping, 259 flammable rang.. disgram , 28-9
oil spill, 332-3 HCWM , 25 9, 305 gu-flfting operation, 3 1
p umproo m fire, 337 purging prior to, 31, 278
illustrated, 260
safe ",ading, 29-30, 282
pumproom rescu e, 331-2 inert gaa system us e, 259, 328
Gas flfting. Sn o/s(, Enclosed space entry
Em ergen cy s h u tdo wn. See Cargo tran sfer no n programm abl e , 259
En clOlled space entry. SIT aha Tl'sting permanent inatnllatjon, 259 l'lfP03ures during. 47
eq uip ment programmable, 259-62 fadars aJJl'CIing, 279
acute eXposures, 288 shadow areas, 260 rued fans. 278
gas·fIft mode, 278, 310
atm osp hl'ric h azarda , 2 75-8 ling le-h ul l vessel, 260, 263
inert gas faOll, 278-80, 3 10
cargo properties, 27 8 s u bme rged ma ch in es , 259
mechanical Wi sh ing, 278
effects of oxy gen de ficien cy , 277 Flammability characteriltics
numbe r of\'illume changl'll, 279
l' vacuate, 288 eutc-igniticn te mpe ra tu re, 27
proCl'U, 278
fint l'ntry, 28 8 c1a88 ifica tion by grade, 32
purging prior to, 278
ga s .fl"'l.'('ingproee se, 27 8-80 fire point , 27 time rl'quired to, 279
hydrogen Ilutfide, 277-8 flammable limita, 27-8 Gu ketB, 72, 83. St'l aiI/O Manifold
fMO, 274 flammable range , 27 Gaa pre55ure regulating valve lORY>. Srl'
inhalati on of cargo vapors, 276, 277 Ilash point , 27, 32 alsoInert po
lower expleeive lim it , 27 , 290-1 a utomati c mode, 3 11
leakage of vapor/inert gas. 277 Reid vapor pre ssure. 27, 32 barriee, 311- 2
MSDS, 278 true vapor pre88ure, 26 function of, 311
NFPA. 274, 284 upp.-'r exp lOllivelimit, 27, 291 inert gal genl'rutor, 326
oxygen content, 281 -2 vapor d e nait y, 29 intt'rlocu, 321
volatility, 26 location 0(, 307
oxygl'n deficient inert gas, 277
Flammable range main to ntrol valve, 311
periodic teating, 288
avoidance of, 29 medea of operation. 311
permit to e nter, 47, 286-7
Illustrated, 28 shutdown, 321
physical hazal"lill, 274-6 Gal ",placement. ~ oW Inl'rt 11:"
FllLDgl'll
J?OCketB of gaa, 277, 28B ANSI, 72 dilution [lI"tbod. 323
ll'f'QCedure,284, 288 blanking, 73 dilpt.cement ml'thod, 323
P~r readinp, 282 belted, 72-3 p i (rl!t'ing, 31, 27&-80, 310, 322
em tive clothing, 276, 288 OC IMF,13
,27.1
 INm:x
366 INDEX
367
rubber, 78--9
G ill TfplftCl'P'ltnl t(Onti" udJ pad dinK With , 49
ata in le» steel, 80 ~IARPOL 7anB, 29B
primary inerting. SO, 322 port s ta ll' in sp edion , 322
lui la bility,78 nlld-deck de aign, 7, 9
purgi ng. 31. 218. 322 s upport of, 8D- l pf1"(:Buti on s , 327-29
pollution Iegi"la tion 298
rr irn'rti ng.322 primary in erting. 30, 32 2
n1PpIyand Vl'Dtlng arT1lllgt'menu , 323-4 Hot work Sa lAS 74, aoe-e, 30s
adjaren t speeea. 282 , 284 pumping operar icn e, 168, 208
Gauging. S« oUo Cargo meB!W't'P'll'n t J typea 1.11,111 containm..nt 10 13
fire producin g actiona , 282 purKi ng , 31
nl "nlGl/.01IIIl Softly Guide for'Oil' TOM ""
bob. 13()-2. 137 purging proces s, 3 1, 27 8, 322-3
d.-d. 124
ma rin e ch em ist, 284 orui T..nnlll4ll (/SGOTTJ
pyrophoric oxidation , 322. 329
cut, 130
ma rin e (h erniat «>rt incate, 47 , 285
~nerting, 322
~ndoaed " paDe "ntry, 27., 282. 2&1
mu cking , 270, 282 llmmabl" range diagram 28
dip, 126 ru in , 305--6
preparation for, 270, 282 guldelinu for handling ~~t '
tquipmenl UM'd. 133 &egreglltion of cergoes , 32 8-9 ton,44 ICIlCl'llmula·
~1....~r. I29.134 . 137-a, 141 Hyd roge n sulfide
SOLAS, 306, 308 aBO CTOM section, 15
inn'g!!, 126, 130 haza rds , 46-7, 277-8
sources of , 307
loxalion of, 131-a, 136 sour crud e, 26, 58 alf" ru dinp prior to ..nt ry, 282
atearning tanks, 270 telItmg tank lltmO!l phefl'8 280
mlJl ual, 130,137, 316
ate llms h ipa, 259 INTERTANKO. Sn alto VettiOll:
ebeerved referenceheight, 126 IBC. Se e In tern a tion al Cod e for t h e Con-
ta nk cle ani ng 259 A Guide to 1M V..llitll Proceu, 232-7
opE'n. l 24 st rud~on a nd Eq uipme n t of S hips
"to ppi ng u p", 320
outaie, 126 Ca rr ym g Dan ge ro u s C he m ica ls in
Inert 11'118 fene. See al so In ert glls Kindic pump" . Sff Pum pa
reference height, 126 Bulk
d ri ve unit, 3 11 Kong Hookon V11, 305-6
I't'ference point, 126 ICS , See I nt ernation a l Ch amber of
inapection , 3 11
re peaw bility,13lJ-l Shi p pi ng
i nte r locks , 32 1 Layt lme. 2 15--8. Set oUo Cha l1er pal1y
8OUnding, 126 Im m edi a tel y Dangerous to Life an d Hea lt h
numbe r of, 3 11 Lighteri ng
8Wp Il'auge,202 (ID LH) ,36
positiv e d ec k p ressure, 3 11 cargo measurement, 137
tank i&Olalion riO), 316 IM O. sl~e In ternati on al M a ri ti m e O rga n iza-
Iape., 130-2 ra ted ca pa ci ty , 3 11 vapor balan cing, 114, 118- 9
th ieving, 137-8 ""
Impell er. See Pumps
rin ain g , 3 11
s h u td ow n , 32 1
vapor control, 114
VLCCa, 22-3
lopping off, 2011-1 I ndepe nd en t tanks. See Ca rg o ta nka
Inert gas genera to rs Hoo). Setalso Ine rt gllll l one". 204
u1lac'e. 128. 130,14 1 In ert gaa Line l1ush. S~ DiKbllli" opera tion
.'!for CIlt.a, 137-8 a ir b lowers, 32 5--6
a tmosp he re con t rol , 3 05 Loading opera tion
Grevi l)' tanka. S« Cargo tanh a pplica tio n, 308 , 324
avoi dance ofthe flam m a bl e r a nge checiul 1.1 "tart-up, 197
combus ti on ch amber, 325-4)
29-31, 308, 322-3 ' cloud loading, 191
Hand hOililll:. 270. 8ft aUoTank clean' contamin ati on , 328-9
harrie r, 3 11-2 commencement of, 197
HiJb-level -.lann mg ga s qualit y, 308, 324-5 ,
block di agram , 307 cornminiling,203
taUMI, 109 peaitive pressure sys te m, 326
boiler e xh a us t , 307 critical operati on,197, 200-1
,lf ltiDJ , l09 scrub ber, 325--6 finiahingth e, 201-2
tank overli1l. 109 eempcnenta , 308-22 s u rpl us ge e, 326
crud e-oil -washing requir em en ts 268 gauge information. 197
tGItilll 115 Inspection company
deck press ure, 30, 114 , 124, 3 1~2 I
heating coil operati on, 198-9
rh· . 11'111lt \'alV'e 1HVV) S«
Vtn tilli . a
z.o 327--8 '
ca rgo meaa urerne nts. 141 line dUplaceOlent, 202
eq ui pme n t use d. 133-4 loadingrste, 167
~vtJto.. lO l-.1 emergency procedures , 3 22 functio n of, 122 properl1 ow, 197
".1Jl2
10\
t n lry i nto enclosed spaces , 27 5, 277
e xplo aion a , 305--6
aamp lin g, 138--41 , 222
the nnom ett'ra. 13 1
proper " enting, 197
.ailing ca rgo, 20 1
eate rne l eu p ply o f, 322 In tegral tanka . Sce CllfllU tank 8Ilm plin g. 198
ll"811 fre eing, 31, 278-8 0, 31 0 , 322 In tern ation a l C h am be r of Shi pping (leBl, secu ring for eel, 202
ll"811 quality , 3 08, 32 1, 324, 329 264 ehutd cwn of, 199-201
11"811 replacement, 322-3 Intern ati onal Code for the eonstnacUon an d sta tU8 of manifold valv ..", 197
gauging tanka, 124 Equipm ent ofShipll CIlf1YIIIS Dangt'f- to pping ofT, 200--1
general requirementa , 308 o ChemicaIa in Bulk f1BCI, 10, 300 t ran arer fa te at s ta rt- up, 197
ullrrls a ssociated with, 48, 274--6, 277 Inwma:naJ Maritim" Organir.llu on elMOl va por contro l opera tion, 191
}n l:rt gae gene rators, 308, 3 24-8, 328 harri ..r betw.... n CfltfU llfld noncargtJ Loading f8 1ea . S N ,d.., Loadini Opl' fllt ion
Itroge n eyetema, 326-7 afll ''', III ca lcula tion of, 167, 198
apecification , 311 , 321 Co ulom bi Ep, 7, 9 facton influenci ng, 167
content 2 9-30, 114 , 116 , 118 , d oubl .. bottom tanker, 6 pro IMta , 2 19
91268, 308,321-2 doubl hull ~U1l'1'm ..nl
 INDEX
•
INDEX
368 369
Mid·d.'ck tanker. S ee a l flu Cnn ~ truction
t" Htinll. 115 POllution
L<>/Id line' des ign , 7
ADS, 141 cro~a sec tion , 9
Oxygen conten t . Sf'C Inert gas
OXyJo(cn dt"fici('ncy Annex 110m , 298-300
C'llitroUinll'!(lne .148 Muckin g. Se e cdso Tank dcnninK Annn II (N1.8),3Q0.-.4
definl'd, 145--8 h nt ar d from ine rt gas , 40. 48
defin ed, 270 s Wlren(>IlS, 295
di,pJft~rnent . 141, 160 impa ir mt"n t due to , 47-8
effect on ta nk a t mos phe re, 279 normal level in air , 47 C11"K0 !le(ord Book, 303
dock waler ,lJ o,,·an('l'. 153-4
pote nt ia l hazard s, 2 70 UIoaualtiea,296
freih", alef _1I0"'8I1re,141, 163-4.
prep ara tion for hot work , 282-4 te rt ificalel, 299, 303
196-7.202 POrn' 1 lanke r
oonstruction req uirement8, 13 dispoill of cargo rt!lIidue•• 301-2
iIIUlllr'8 lcd.l50 linN lind penalt iel (U.S.), 296-7
Wile allowance, 14S-9
NFPA S ee a/so Enclosed apace e nt ry de scribed , 10
infcrm etion , 274 · d rupto re " vessel , 10 llltel'1l.ltionallegitllltion.298-303
LoadontoplLOTJ IOPP,299
Manu al 111 306 , 2 84 e xte rn al fra ming. 10-1
definl'd. 2-45. 304 ~IARPOL 73178, 298
f.elor1l.lTectin,. 247, 270 marine chemis t, 284 la yout, 14
marin e che mist certificate. 285 nsti onal legiailltion. 296-8
pl'OC'f'.S8, 247, 26g..70 tank types, 12-3
Nit rogen syste ms . Sff Inert gss NLS catl'goriea, 301
Lon,(iludinaJ bulkhead, 3 types I, II, III a m tainme nt, 10-3 Oil Record Book. 298-9
LOOP. S« OlTMor!! mooringll Nonretum verve (l G) . 3 14--6. SF(' oho Inert P'>nni Mible expo sure limit. SN 0 1&0 plleard,297
g~
Threshold limit value tTLVl f>rrxtduru ond AI'ru'lgemm u ,\Iollual
Manager. 212 Not ice ofreadiness (N OR). See 01.0 Cha~r de lined,36 IP&-'l, 30Z-3
Manifold. SN oho Piping party measurement. 282 . 292-3 rNIuction of, 245, 248. 270, J(H
eargo, 70, 165 commencement oflaytime, 2 16, 2 18 Permit to Ente r, 286-7. See also EnclOMd I'fgUiltio",,299
l.TOUingo,~r I t. 77 laytime.215-6 s pace e ntry llOUrttt of, '2%-6
llangN, 72-4 sample. 217 Pe rao n·in-eh a rge (P IC) Ilpeaallll"l'lI,299
gmetl,72 cargo calculat ion, 33 l W"\'e).. ,302
Jumper, 78 OC I~fF. See also Vetting ca rgo cha racteristics, 24 v_ I ~ponae plan . 297-8
tnWll&lIter, 77-8, 165 oombination arrier. 15 com mence me nt of cargo tlllllSfer , 197 Peouve duplacement pl,lfllpll . S« oUo
quick·a mnfd. couplings, 72, 74 fla mm a ble range diagram. 28 commercial impact, 211 Pum ..
nduern, 74, 76 oil tan ke r manifol ds. 72 dirty ball asting, 243 esparity,177
1'WWtIund. 77 S IRE,230-1 fini shing cargo loading. 201-2 doublfIlCting .l77
~ng o( 70,201-2 vetting, 230-1 loading s ta t ic accumulators, 43 dropping lines , 175, 180.209
Ip:lOl preee. H . 96 personal supervision, 197 duplex . 176
Offsh ore moori ngs . See 01.'0 Lightering
V8por, 10741 s hutdown ofcargo transfer, 199-200 operation, 176-9
multi point moori nga , 203
¥annr chrml.t, 284 Set alsa Enclosed platforms, 204 top ping olToperation, 200- 1 I"I'cipl'(l('ating, 176-7
spe~rnlry rotary, 177-9
single-poin t m oorings. 203-5 tracing pip ing, 64
L 7ana, :llI8-303. Sn ah a Poilu- Oil expl oration . 52-5 Pi peli ne, 2 11
lel t·p riming, 177. 179
It ripping 162. 175, 179,208-9,268
Oil Pollution Act of 1990 (OP A 90). 6. 7, 16, Pip in g
tank clean ing, 258, 266
297-8. See also Pollution bottom , 64
Pour point
0iJ Record Book, 298-300. S~e also Pollut ion br anch , 6 6
delin ed, 35
Oil tanker, 3-10. See also Con structi on classifi cation , 64 cargo meeeurement, 136
Onboard quantity (O BQ I, 129, 141 cons truc tion, 68 ht"lIting roil openl tion. 198-9
Operational dischargell at sea d eck piping. 70, 165 Prelllure-vacuum relief device•. Sn llhtJ
crude carriers, 262 direct piping system, ~ Valvps
Load on top {LOT), 245-7 Dre sser coupling, 68, 70-1 capacity, III
"pefllislent- oil, 262 drops !loading), 85,165-7,207 CI'O.5ll s eetion. 93
quantity, 264 Ilanged connection, 68-70 inert Il'nB syelem, 316-9
reduction of, 246 hydrostatic testing, 58 inapection and maintenance, 93, 95, III
loop (ring mainI67-8, 163 liquid PV bn'aker, 311-8
s.$gregatcd·ballaat eysteme, 239
iftfI'tea, 295-6 main linea, 64 . 70 locntion, 93-4, 317
r I;jslls,~ 262 piping conned~one'8~ 197-8,206 operation. 92-3, 318
pumproom pIpIng, ' pUrpoIIl!.92
u e See Gaujing
lies la ne, 87, 172, :l(;!243-li atrudural damage, 110-1. &16 3ll
erfl.lI a .;See 0/110 AJarrIu!I vapor contrtll, J05-7, typical aettinge 95, 111-2
199 207
08
ntrol 110
..
vent plpln(,
9~104
/ ~-:'d)i e. Pricing, 224-6, s-c aUu Cha~p!rty
PlimAlll\;mllrl/:, S#ii 4.'!'!
f109
 370
INDEX
- s lane. Ste P iping
INm:x

S toll Innovation, 10-1

371

se ud ion va lvNI, 87 , 172 , 24 3 Strapping tables . See Ca libra tion tables

Qual ity assura nce . S f't' S a mp li ng
ProI..~t8. Sn a/MJ CharU r party Quick-conn ed co upli ng• . 5 1'1' Couplinll"B sea ' alt>d bal la s t . See als o B all a s t Su b me rged pumps . See aho Pumps
se~~lI'l desi~s, 2 40-2
d"finPd, 219 a dvnn l.ages, 167
I'l'lUIOll8 tor, 219 np plicntion, 165
Reactivity. ~N! aUo Chemica l ca rgoo. balhu t educto r , 179-80
8&D1 pJes, 220-1 crouing over, 207
compattbl llty ,49 balla • t wa U'r ('J.ch ange , 24S-9
vioJal.iolll of charte r party. 219 eross-aectionel view, l 6G
de fined,49 debllllasting, 2 45
PumplOOm. Sn a/MJ Piping rRMIO , 165-7
In formatien , 37-40
bilgt alarm . 196 , 199 defined , 24 3 hydraul ic dri ve, 165
cargotraJUJer, 191-8
stability, 49 MARPOLrequirements , 2 39
Recei ver, 122-3 loa ding through, 167
t;TOSJOvtr.85, 170-2 procedure. 243
de«ri ption,85 gedueer . SeeM a ni fold pro tectiv e location , 23 9-40
location , 165
Rt'fini ng proce ss piping arrangement, 165
forward. 169-60. J 79 rtd,udion of s e a po ll u ti on, 2 39
iJUpeoction of, 206 alkylation, 62 portable s ubmers ible, 167
, tri ppin g tanks , 179
location. 85. 159-61 blendi ng , 63 repa ir, 167
Shear forn'&· S ee Bendin g st res ses
loop (ring main ) 'Y.urn, 68 cracking, 26 , 61 lltages of ope ra tion, 167
Ship In &pec t ion Reporting Exehenge
rf$('\ll',87,172 de&eribed , 5~ Supertanker. SN fd., ULCC an d VLCC
{S IRE) . See Vetting
eealane, 87, 112 di6 tilla tion, 26 , 60 developmen t of, 23
Shu tdo wn . See Loadin g Operation
li m ple drawing. 66 fra ction a ti on , 60 Sup plie r
Simulta neou&car go di &Charge and ballast-
ventilation, 196, 206 fractiorlll, 26 , 60 de fined , 122
ing, 2 44
"""'po h)'drogt-na tion , 6 2
Single hull. See ol¥J Construction
delivel"fd, l23
automatie pri ming lyBu rn. , 171-3 polymeriza tio n , 62 Swash plate, 5
cavitatio n, 168-70 p rocessi ng , 55 con &truction,3-5
comtrifugal , 161-7 l"t'fonning. 6 2 "dry tank.: 266 Tank ~. StteaUo CGrutl'\lction
cont ro b . 175 Rem a ining on boa rd IRO B ), 129 , 141 - 2 tan k. cle anin g , 260, 263 colUltl'\lction. 16-8
c:nIU1lli over , 170- 2, 201 165-7. 264 ' Slop tank de fined, 3
deep well, 162-6 arrangementa, 268-70, 246 Tan k cleaning
dift'uHr, 162 Saah ~ radar. See Closed. gauging sya terJ\ll crude oil washing, 268-70 ad ditio nal cleaning, 253
dri ve Wlita, 162 Sampling di &pCI&a1 of alc pa, 269-70, 3()4 bll't'der valve, 256
nuahioll' .251 all level sample . 140 du al slop tank s, 26 9 Butter....orth plate . 135
pu.g • • 175 close d ope rations, 124 loa d on to p (LOTl, 245-7, 269-70 chartll,25 1- 2
h..d condition , 167-8 precautions d uring discharge, 208-9 c1eanini action, 2.54
eqwpme n t, 139-40
Impeller, 162-3 protesting of sl ops, 268 coa tin gs, 259
grahIJin e sam ple, 140 , 198
klndu:, 161-7 reduct ion of alope, 264 connl.'CtiolUl ,256
procedure, 138-40
lift oolldition, 167_9,177 use of, 179 , 247.258, 269-70 , continuity test, 2M-ti
location, 159-62
purpose , 121 , 138, 198
quali ty ees ure nce, 138 , 2 22 Sounding . See Gauging cycle ti me, 254. 267
mam cargu pUIllIM.161 dra ining h08t , :l56
retain sa m ple, 139 Spills
mam~lIli a prime, 110 causes, 64 , 7 1, 80-2, 109 dro pll, 256-7
ROB ,142
Operllt,on, 167-75 "'d ry " bottom , 258-9
nmning sam ple, 140 di sch a rge contain me nt, 186
overhull:ng, 170-1 liJ:ed machines, 263-4, 269--62
s pot sa mp le , 140 preventi on , 182
Jlfrfonn.JACe under (hartt'r 218-9 respon se equip ment, 196 fixed pipillR. 263
..e' Yea, placemeot, 181 '176-9 Scrubber
coatinill,310 Spoo l piece . See M anifold heater, 263-4
me 162 170 ' hOlle, 254
. e tink ~. 169 CYcl~ne separator, 309-10 Stability inert gU . y,tem u.ee, 328
demlster, 309-10 baUnsting, 238
r hn ube,162 j et length, 264
deterioration of 310 ca lcu lntion of, 142 numlHlrofmachine s.257
" efficiency of, 310
~lI/Jhing, 310
cargo plan, 144-6
during bnll llst operatiolls, 207-8
during caT1l"0 discha!1t"c, 207-8
optlninlf deck. 135
pipt'lin lO8,262
!Dert ga.s generator, 325-6 p!8n, 251
Pl"OCeqlng of gas, 309 fro" surfncll, 3-6, 207-8 0180 Electro- portable machin .... 2!i3-9 I
PU~,309
steue nceumulRtor cargo. $ff prtpllretion (or nut earvo, 224, ~
etotic hllw rda pump, 2<'13. 262
;,utine inspedion, 310
cargoi"e. 4 :l reallOn Inr , 261
0n.ell eeperetor, 309-10 recaulione, 43, 113-4, 199
~l\por optlr~~ ~~
wet" tt1lm, 309-10 eaddle. 266-67
c<l.lI,lro l cleanil1i'
_die 7,172,243,253.8"eoho SIN-miNI, :27G--l 305.
m
 INDEX INDEX
373
measu re me n t of, 282 -3, 28 2-93 blI11a.tinJt' , 243-6 Ve~ae! owner, 122, 21I-2
TaJ'l. cll'llnillJ/ fronll n uroJ carRO IOlld ing ral e a, 112-3
odor, 37
Ha ch~l. 253 carg o &E'jfreKation, 105, 10 7 Vl'A!II'1 particular que! lionnaire ~ vPQ). See
. ... dow areal. 254, 260 s hort term exposure limit IST";Ll 36 Vetbng
.poU.ing maehine, 254 time weighted o\'t.>ra gt.> ITWA), 35' check liAt, 116--$ Vl'tting
'rc nnege. S,... al so We igh t do~ed opera tiena, 104 , 124
.tripping capacity, 258, 260 COI,231
.uppl efflenr.aJcleaning, 270-1 dead ...· eight, 19 Code of Fede ra l & gufatW1J.S, 105
c:rrw'a roll' in, 231-2
tag line 256-7 long, 19, 34 componf'n ta , 10 5--12 defined. 229
I)-pical f'rron, 257-8 metri c, 19 , 3 4 deda ration of ins pection, 114-6
guide to vetting Proe:e.e, 232- 7
T. nk hatch. ~aboTank top Topp ing off. S ee Loading operotion final gauging, 113 , 124 IDllpection, 229--30
puging, 129-36 Toxicity inert Ras lly8tem, 104--6, 109. 114,3 16 n.IE RTANKO,23 2
ullage opening, 98-9 acute effects, 46 , 288 lighwri ng, 114-9 inte rvab,230
I'lIporplume from, 99 chron ic: e ffects of expoaure, 46 10lldin g ra te curve, 113 OCIMF,230-1
venting through, 98-9 defined , 35 ma in tenance, 119--20 oWDe r/maaagl' r, 23O
Tanbhip , 8ft abo Ccnstructton effect o n pers onnel, 45-6 overfill control, 110 prior to cha rter, 229
defintd,3 exposure to vapo rs , 46 pressure -vacuu m protectien , 110-2 riBk management, 2'29
Tank top. Sn 01", Tank hatch measurement of, 28 2-3 , 292 -3 purpo se of, 104 SIRE, 230--1
gauging, 12!h'36 preca utions , 47 re gulated ca rgo es, 104 vessel history, 230
ullage opening, 98-9 Transverse bulk hea d , 3 shore va por sys te m. 1M Viarosity
vapor plume from, 99 Tri m. See also Cargo ca lcula tion vapor balancing, 114, 118--9 defined,34
venting through, 9S-9 calculetlon of, 151-3 vapor control hose , 107-8 cargu measurement, 136
Tank vessel, Sf'f'01.0 Construction ca rgo transfer, 202-3, 206 vapor cont rol piping, 105--6 cargo pumping, 174, 179
defined,3 defin ed ,151 vapor mani fold, 105-8 heating coil operatio n, 198--9
Temperalure meesurements during COW, 266 volatile organic com poun ds (VOCal, 104, VLCC
atturacyof,131 claseifleerion, 19
cargu calculation, 142
longitudinal cen ter of buoyancy, 151- 2 29'
longit udin al ce nte r of gravity, 151- 2 Venting crude oil w&llhing, 262-a
..nic U1pee, 126 uplosionll,305--6
mom en t to change tri m I inch, 152-3 bu llet va lve, 10 1-3, 3 17
Ihermometefl, 123, 131, 133-4 conccmll,98 Ko"6 HaM on VII. 306
tipp ing ce nte r, 15 2
TllItill( equipment . S~ oho Encl oS('(j apace trade routee, 23
trim a rm , 152 controlled, 98, 100-4

'"'"
aorutacy of, 280, 289
1..I&nllI, 280, 288
t ri mming mom en t , 15 1
him tanks ,1S7, 202-3
design ccneideretiocs, 102
gUo re placemen t, 104
hig h je t, 101
Volume correction factor, Stf C.fli:O ealcu-
teuee
batt.1)' ch«k. 280, 2S8 W. tl'r cuta. Sn Cargo me8lluremenl
bfIlJ01J1 pump, 2n-3 ULCC hig h velocity, 100-1
Wtd ge e.kul.tion, IS:;, 158 Sn tWo CIIlJU
C'.I.1J~lIonJu,~ cluaifi cation, 19 mast rise r, 100--01,317 me8llUJ1'men l
trade routes , 23 objecth·e,98
~ytit'~ 281, 239-91 Weight
open, 98
_ _ b~.. Uldicator, 281_2, 2~2 lnlage re port. Set Cargo re port API gravity, 33--4. 142-.1
Ullage tablea. S n Cali b rot ion tables standpipea. 101 , 103 bending an d .tre_, I ~
... "'"", 292-3 vapor plum e, 99
,~9 o2ll1-,J ealc:u1ation, l ol3-4
Valves vent pip ing, 98, 100 dud ....·eight, 150
ball, 90 Vent line,UG1.5n a b o Inert gas d . denaity,33-I
butterfly, 90 chec k ing in te grt ty ofnonn-turn e\1cH , di.placemellt. 147, 160
Cll.tegoriell, 87 312 hydrometer, 34, 202
check,91_2 locati on of, 307 , 312 lightahip, 151
gate, 88-9 purpose, 312 long ton, 42
glpbe,90 SOLAS amendment, 312 fflt'lric ton, 42
)lartll of, 88 etotue of, 312 .pt'('iJ'ic gravity, 33---4,142
vent valv~, 312 &r De<!pweJl pumps
Ion. per inch immeTIIlon ITPIl, Ifil,
PIUK,91
verucal turhine pumpe. ' (V1Q l S,. 163
-veeuum relief, 92-6, 31&-7 Veoe! inApoclion qUf'.tion na1re .
Vetting 2
Veot'l operllwr, 122, 21
 About the Author and Contributors
Mork Huber 18 . a gra duate 0 r t h e State UniversityofNew, Yorkd
Mariti me College a t
. .
He received 8 master s egree In environmen ta l
Fort Schuyler, Bronx, New Yor k. . 1 · h
· ·ty He ha s worked exte nsive y In t e ta nk er in-
tudi es from Long san d Umvers l . . ' . .
• . ., ith Gu lf Oil Corpora ti on, Mil ita ry Seahft Com_
dustry in a seagoi ng" capac y WI
mand, and Keystone Sh l·ppmg · Company• and as a,consultant
. to tan
. ker com panies
and legal firms. He h0 ld8 an u nlimited master s license an d I S end . orsed . as a
Tank enn an PIC fDL) Dangerous Liquids . A member ~f th e Nauti cal ~ n 8t1t ute ,
Huber is curre ntly a professor in the Departm ent of M~nne Tran sporta t IOn at the
U "ted States Men:hant Mari ne Academy in Kings Poin t , New Yor k .
mScott R. Bergeron, a graduate of the U.S. Merchan t ~arine ~cademy I is cur-
ren tly the chie(opera ting officer for the Liberian Inte~atJonal S h ip and Corporate
Registry, the world's second largest sh ip registry. He IS a member of t he Chemica l
1Tansportation Advisory Committee, which provides advice and co ns ultation to
th e U.S. Coast Guard on water transportation of hazardous material s in bulk.
John O'Connor is a gr aduate ofth e State Unive rsity of New York Maritim e Col-
lege at Fort Schuy ler , Brons, New York. He holds a U.S. Coast Guard unlimited
tonna ge license as chief officer an d has served on nu mero us vessel s including prod.
uct, chemical, an d crude-oil tankers. A member of API's Committee on Mea sure.
ment Accountab ility, he ha s been active in the field of pet roleum measurement for
over fifteen years . He is currently pre sid ent ofl nte matio nal Ma rine Consultants.
Richard Beadan, master marin er , is currently the director of the Seamen 's
Church Institute Center for Maritime Studies in New York, whi ch offers courses in
marine operations, including those with a focus on tankships. While a t th e United
~tates Merchant Marine Academy at Kings Point, he served as senior sh ip s im ula-
tion cons~tant at the Computer-Aided Operations and Research Facili ty and also as
deputy director of the department of continuing education.
Rober~ Stewart is 8 professor at the California Maritime Academy . A graduate
of the United States Merchant Marine Academy at Kings Point he has se rv ed on
numerous tanke frei h d '
._" , . rs, elg tera, an ocean towing vessels. He holds an unlimited
meete 8 rcenae.