QUESTIONS 27 ONWARDS:----

Q27) Describe in very brief the following with respect to crude oil washing - Piping System?---------------

Q28) Describe in very brief the following with respect to crude oil washing: Number of tanks required to be
washed at discharge port.------------------------------ Q29) Describe in very brief the following with respect to crude oil
washing:

Precaution against discharge of static electricity.----------------- Q30) Describe in very brief the following with
respect to crude oil washing: Bar diagram. Q31) Describe in very brief the following with respect to crude oil
washing: COW manual.---------------------- Q32) Explain various advantages and disadvantages of C.O.W. and how
often is it carried out? On a tanker how do we carry out tank cleaning?------------------------------ Q33) State the
requirements of Crude Oil Washing (COW) on oil tanker as per MARPOL 73/78 Convention.-------------------------
Q34) Discuss the following with respect to crude oil washing: Cargo grades not suitable for COW.-----------------------
------------ Q35) Discuss the following with respect to crude oil washing: Checks prior, during and after crude oil
washing.------------------------------- Q36) Discuss the following with respect to crude oil washing: Hazards associated
with COW.--------------------------- Q37) List the items of Crude Oil Washing (COW) check list. OR

Describe the checks to be carried out prior, during and after COW.--------------------- Q38) You are the C/off of a
Crude Oil Tanker. Explain in proper sequence the

procedures to be followed for unloading of cargo and COW in an Oil TANKER. ----------------------- Q39) Open
cycle and closed cycle tank washing in a crude oil tanker?---------------------------------- Q40. Sketch flammability
Diagram & how will you use it in case crude oil has leaked into cargo pump room.------------------------- Q41)
What do you understand about primary & secondary means of venting on oil tanker.---------------------- Q42)
Differentiate between PV valve & PV Breaker.-------------------------- Q43) Describe the precautions to be taken
on an oil tanker during loading,

discharging and tank cleaning against static electricity hazard. -------------------------

Q44) Explain the use and limitations of Oxygen analyzer on oil tankers. --------------------
Q45) Explain the use and limitations of Explosimeter on oil tankers.------------------- Q46) Explain the use and
limitations of Tank scope on oil tankers.------------------------ Q47) Explain the use and limitations of Draeger tubes
on oil tankers.------------------------- Q48) Draw a block diagram of IG system used on a VLCC showing various
components in E/R & deck area. OR

Q48) Sketch and explain inert gas of an oil tanker.-------------------------- Q49) Define following with respect to oil
tankers: Dirty Ballast----------------------- Q50) Define following with respect to oil tankers: PV Valve---------------- Q51)
Define following with respect to oil tankers: Spiked Crude Oil------------------------ Q52) Define: Sour Crude--------------
------- Q53) Define: Pour Point.-------------------- Q54) Discuss the features of flammability diagram with respect of
following: Purging.----------------------------------- Q55) Discuss the features of flammability diagram with respect of
following: Inerting------------------------------ Q56) Discuss the features of flammability diagram with respect of
following: Gas Freeing------------------------- Q57) Explain with a neat sketch the working of a Pressure Vacuum
Breaker (PV Breaker).-------------------------- Q58) How will you ensure that P/V Breaker is protecting the cargo tanks
effectively?---------------------- Q59) What precautions you will observe while loading crude oil having very high
concentration of Hydrogen Sulphide?--------------------------- Q60) Sketch any wet type "Deck Seal" and explain how
the required water level is maintained.------------------- Q61) Describe with sketch High Velocity (HV) vent valve
fitted in cargo oil tanks.--------------------------- Q62) Describe the precautions to be taken on an oil tanker during
loading/ discharging against static electric hazard.--------------------- Q63) Explain the use and limitations of Oxygen
Analyzer------------------- Q64) Explain the functions and maintenances of cargo related equipments on oil tankers
using sketches and diagrams: Pressure Vacuum Valve.------------------------ Q65) Write note on the following w.r.t.
tankers: ISGOTT-------------------- Q66) Write note on the following w.r.t. tankers: Slop Tanks---------------------- Q67)
Write notes on following w.r.t. to tankers: Tank cleaning & gas freeing.------------------ Q68) Write notes on
following w.r.t. to tankers: Segregated ballast.------------------------------ Q69) Write notes on following w.r.t. to
tankers: Reid Vapour Pressure------------------------ Q70) State the contents of Procedure and Arrangements (P & A)
Manual as required under Annex II of Marpol 73/78.
Q27:- Piping System

> The pipeline and valves incorporated in the crude oil washing system shall be of steel or equivalent
material and shall have adequate strength having regard to the pressure it may be subjected and shall be properly
jointed and supported.

> The crude oil washing system should contain permanent pipeline and shall be independent of the fire
main.

> The use of flexible hose pipes to connect the crude oil washing machines shall be fitted with flanges and
length should not be more than just to connect the machine.

> Provision shall be made to prevent the overpressure in the tank washing system. Any relief valve fitted
shall discharge the crude oil in the suction side of the pump.

> All hydrants fitted need to be blanked by spectacle bank.

> All fitting shall be fitted with isolating valve.

> No part of the crude oil washing system pass through the machinery space.

> The piping system shall be tested to 1.5 times the working pressure once installed on the ship.
> The COW line shall be firmly anchored to ship's structure.-----------------Q28: - Number of tanks required to
be washed at discharge port:¬> 85% of the VERTICAL surface area inside a tank must be covered by the direct
impingement of the jet.

> 90% of the HORIZONTAL surface area inside a tank must be covered by the direct impingement of the jet.

> Jet length is governed by the washing pressure & nozzle diameter.

> Jet length should be such as to be effective in fulfilling the requirements of MARPOL.

> Number of machines that can be run simultaneously is given in the COW operations manual.

> Running more than above machines causes a drop in system pressure and thereby washing effectiveness.

> Minimum system pressure to be maintained is given in the COW operations manual.

> Minimum recommended trim during washing given in the COW operations manual.

> The given conditions of the COW operations manual must be complied with for an effective wash.

> Diameter of piping, Number of machines & fluid velocity in the pipe have a relationship that goes into the
designing of the system to satisfy MARPOL constructional & operational requirements.---------------Q29:-
Precaution against discharge of static electricity :-

> A mixture of crude oil and water can produce an electrically charged mist during tank cleaning.

> For this reason, if oil in a tank used for the load-on-top procedure (usually one of the slop tanks) is used as
a source of crude oil washing fluid, it shall be discharged ashore completely and then filled with oil shifted from
another tank using a cargo line…..

Following are the precautions we can take while tank washing:¬> Commencing washing with large accumulations
of oil remaining in the tank.

> Adding chemical agents to the tank washing water.

> Recirculating tank washing water.

> Washing large cargo tanks (greater that 10,000 cubic meters).

> Static electricity, or more properly 'electrostatic charging' can be produced during tank washing
operations by:

> Accumulation of tank washings in the cargo tank. The oil/water mixture will be subject to charge
separation and may produce an accumulated electrostatic charge.

> Spraying or splashing of oil. Crude oil washing will produce electrostatic charging in the cargo tank. Water
washing of a tank which has not been adequately drained may also cause charge accumulation.

> Use of conductive ullage tapes to measure tank bottoms during tank washing. Permanently installed
ullaging equipment should be used to verify correct stripping during tank washing.
> Floating conductors in the tank. Dropped or lost sample cans which remain afloat in the tank do not
accumulate charge, but can produce a path for the short circuit of an accumulated charge from the surface of
accumulated tank washings to the tank structure.

> Steaming of cargo tanks. If cargo tanks are steamed using hoses which are not properly bonded to the
ship's piping, an electrostatic charge will accumulate on the hose. The water droplets from the steam will
accumulate electrostatic charge and may cause an incendiary spark if the tank is steamed too vigorously.
Therefore tanks should be steamed only with fixed apparatus, only at low velocities and only when the tank is free
of any grounded probes--------------------Q30)This diagram is based on the commonly recognised estimation that
approximately one per cent of Bill of Lading quantity will remain in ship's cargo tanks after discharging without
COW and thorough draining.

Line 3 The "economy stripping" philosophy - quick turnaround in the discharge port more appreciated than
spending few hours on stripping to get well drained tanks - was practised and encouraged until the price of crude
oil started to rise drastically.---

Line 2 Several investigations have shown that a through after-draining with educators have increased the cargo
out-turn with 0.2 - 0.5 per cent of the Bill of Lading quantity, and even more in some cases, approximately 500 -
1,250 tonnes for 250,000 tonnes of cargo.---

Line 1 Draining (discharging) and COW according to IMO specifications, utilizing the small diameter line, will
further improve the cargo out-turn compared to result obtained according to line 2.----------------------------- Ans31):-
COW Manual :- COW Manual must include the following information:

> > The text of the Annex of Resolution 15 of the MARPOL 73/78…A line drawing of the tank vessel's COW
system showing the locations of pumps, piping, and COW machines.
> A description of the COW system.
> The procedure for the inspection of the COW system during COW operations.
Design characteristic information of the COW system

> The design oxygen content of the gas or mixture of gases that is supplied by the inert gas system to each
cargo tank.
> The results of the inspections recorded when passing the inspections under § 157.140.
Characteristics of the COW system recorded during the COW operations

> The oxygen content of the gas or mixture of gases that is supplied by the inert gas system to each cargo tank
recorded during COW operations when passing the inspections under § 157.140.
> The volume of water used for water rinsing recorded during COW operations when passing the inspections
under § 157.140.
> The trim conditions of the tank vessel recorded during COW operations when passing the inspections under §
157.140.
> The procedure for stripping cargo tanks of crude oil.
> The procedure for draining and stripping the pumps and piping of the COW system, cargo system, and
stripping system after each crude oil cargo discharge.
The procedure for crude oil washing cargo tanks

> The procedures and equipment needed to prevent leakage of crude oil from the COW system.
> The procedures and equipment needed if leakage of crude oil from the COW system occurs.
> The procedures for testing and inspecting the COW system for leakage of crude oil before operating the
system.
> The number of crew members needed to conduct the following:
a. The discharge of cargo.
> A description of the duties of each crew member under paragraph (a)(19) of this section.
> The procedures for ballasting and deballasting cargo tanks.
> The step by step procedure for the inspection of the COW system by vessel personnel before COW operations
begin that includes the procedure for inspecting and calibrating each instrument.
> The intervals for on board inspection and maintenance of the COW equipment. Informational references to
technical manuals supplied by the manufacturers may be included in this part of the manual.
> A list of crude oils that are not to be used in COW operations.------------------------
Ans32):- CRUDE OIL WASHING :- Purpose of Crude Oil Washing :-

The objectives of the introduction of the COW system can be said:

1) Rationalization of tank cleaning operations.

2) Rationalization of cargo work including complete discharge of crude oil; and
3) Prevention of marine pollution by minimizing the amount of residual oil retained on board.
4)Formation of was coatings and resultant prevention of corrosion inside tank.

Method of Crude Oil Washing :>Cleaning Methods :-

1) Multi-Stage System: While cargo oil is still in a tank, the upper part above the oil surface is washed (top
wash) and the bottom is washed (bottom wash) by stripping tank washing after the tank has been
emptied.
As one version of this method, when tank washing is divided into two stages, namely top and bottom, it is
called a two-stage method.

a. Top Wash:-
i. The washing area is from the joint section of the upper deck and the bulkhead downward
to a height slightly above the oil surface.
ii. In the case of multi-stage system, each stage should be overlapped.
iii. In general, sludge accumulates on the horizontal girders, the top wash therefore should
be started when the oil level reaches about three (3) metres above the bottom unless
specified in vessel's COW operation Manual.
iv. The top wash terminates when the remaining oil level goes down to about 1.5 metres
above the bottom.
v. Crude oil used as a medium for washing should, in principle, be the same grade of oil as
the one being discharged to prevent contamination.
b. Bottom Wash:-
i. This operation starts when cargo oil has been discharged and roughly stripped from the
bottom to become dry, and the bottom which has been left unwashed at the time of the
top wash is washed as many times as necessary.
ii. In general, the nearer to the bottom, the more sludge deposits, and the bottom wash
should be carried out with more care as compared with the top wash.
c. Spot Washing and Repeated Washing: Some of the single nozzle type of machine developed for
crude oil washing are capable of repeated washing or spot washing of a particular are by
horizontal as well as vertical angle control.
 2) Single - Stage System: This is a method combining the Top and Bottom washes together as a continued
process. When a tank empties, the entire tank walls are washed altogether but the method itself is not
practically different from conventional seawater washing.
The following are considered to be the prerequisites for this washing.

a. The tank shall be empty before washing.

The number of machines should be well balanced with the stripping capacity.>>>> Advantages with COW :-
Providing that equipment and procedures are well adapted

for COW, the following advantages are gained in comparison with water washing:

> Considerable reduction in pollution potential since less oil remains on board after discharge and less oil-
contaminated water is handed during the ballast.. passage.
> Reductions in time and cost of tank cleaning.
> De-sludging by hand obviated.
> Reduced tank cleaning time at sea.
> Increased out-turn of cargo.
> Reduced deadfreight as less oil-water slops are retained on board.
> Less salt water discharged to refineries.
> Tank corrosion due to water washing is reduced.
> More time for maintenance work at sea, since no additional tank cleaning is required, except water rinsing of
tanks to contain arrival ballast.>>>>

Disadvantages with COW :> Increased workload during discharging.

> Prolonged time for discharging.

> Costs for extra personnel.
> Costs for COW equipment
> Potential safety and pollution risks.
> More equipment - higher demand for maintenance.
Therefore, it is important to plan the discharge operation properly so that COW is not interfere with in any way,
increase of discharge time will be least when cargo discharge is restricted by shore limitations.------------------------
Ans33:- Requirements of Crude Oil Washing (COW) on oil tanker :> Crude oil tankers of 20000
dwt and above delivered after June 1, 1982 as defined in MARPOL 73/78 convention are to be equipped with
cargo oil tank washing systems by using crude oil washing.

> The equipments and arrangements of crude oil washing apparatus and associated equipment should
comply with the requirements of "Specifications for the Design, Operation and Control of Crude Oil
Washing Systems" which adopted by IMO.
> The "Specifications for the Design, Operation and Control of Crude Oil Washing Systems (resolution A.446
(XI)" has been adopted by IMO on 15 November 1979.
> The amendment of Resolution A.446 (XI), as amended by A.497 (XII) has been adopted by IMO on 19
November 1981.
> The amendment A.897 (21) of Resolution A.446 (XI), as amended by Resolution A.497 (II) has been
adopted by IMO on 25 November 1999.
> Every oil tanker operating with crude oil washing systems is to be provided with an Operations and
Equipment Manual detailing the system and equipment and specifying operational procedures.
> Such a Manual is to be in standard format in the Appendix of Resolution MEPC.3(XII) as amended by
 MEPC.81(43).
> If the Manual is not compiled in English or French, the text is to include a translation into one of these
languages.--------------------- Ans34:- COW work using condensate oil that includes crude oil of high vapor pressure
should not be performed.

If COW of the said tank is necessary, then washing with a different grade of oil should be considered. (If washing
with crude oil of high vapor pressure is unavoidable, permission of the terminal should be obtained. Also, when
washing with a different grade of oil, the permission of the charterer should be obtained.)--------------------------
Ans35:- Before crude oil wash operation

1) Are all pre-arrival checks and conditions in order?

2) Has discharge/crude oil washing operation been discussed with both ship and shore staff and is agreed plan
readily available for easy reference?
3) Has communication link between deck/control station and control station/shore been set up and is it working
properly?
4) Have crude oil wash abort condition and procedures been discussed and agreed to by both ship and shore
staff?
5) Have fixed and portable oxygen analysers been checked and are they working properly?
6) Is the inert gas system working properly and is the oxygen content of inert gas being delivered below 5
percent by volume?
7) Is oxygen content of tank(s) to be crude oil washed below 8 percent by volume?
8) Have all cargo tanks positive inert gas pressure?
9) Has a responsible person been assigned to check all deck lines for leaks as soon as washing starts?
10) Are the fixed machines set for the required washing method and are portable drive units, if fitted, mounted
and set?
11) Have valves and lines both in pump room and on deck been checked?>>>>>

During crude oil washing

1) Is the quality of inert gas being delivered frequently checked and recorded?
2) Are all deck lines and machines being frequently checked for leaks?
3) Is the crude oil washing in progress in designated cargo tanks only?
4) Is the pressure in the tank wash line as specified in the Manual?
5) Are cycle times of tank washing machines as specified in the Manual?
6) Are the washing machines in operation, together with their drive units if applicable, frequently checked
and are they working properly?
7) Is a responsible person stationed continuously on deck?
8) Will trim be satisfactory when bottom washing is in progress as specified in this Manual?
9) Will the recommended tank draining method be followed?
10) Have ullage gauge floats been raised and housed in tanks that are being crude oil washed?
Is level in holding tank for tank washings frequently checked to prevent any possibility of an
overflow?>>>>

After crude oil wash operation.

1) Are all valves between discharge line and tank wash line closed?
2) Has tank wash line been drained of crude oil?
 3) Are all valves to washing machines closed?
4) Are cargo pumps, tanks and pipelines properly drained as specified in the
Manual?
It is very important to drain the crude oil washing lines as soon as possible after completing washing.------------------
--------- Ans36:- Hazards associated with COW :-

1) Oil leaks: - Oil leaks are always dangerous since COW work is performed at high pressure of about 1.0 mPa
(about 10 kg/cm2).
2) The COW line is installed until near the bow on the exposed deck and is subject to severe environmental
conditions. The line installed to the COW machine has several connections and a large number of locations need
to be inspected. Even if an adequate number of tests are carried out when the ship is underway and no
abnormalities have been found, conditions during the discharging operation vary, and safety cannot be
guaranteed based on the tests alone.
3) Risk of explosion: If oxygen content is higher, there is always chance of explosion due to the formation of
static charges.
4) Risks of cargo contamination.
5) Risk of overflow.
6) Air pollution.---------------------

Ans38:- Discharging :-

1) 1-Prior arriving at the discharge port an exchange of information between the ship and the terminal will
take place.
2) Once the vessel is tied up at the terminal, a ship-shore checklist will have to be filled out.
3) The general safety checks and precautions will be the same as given for the loadport.
4) Since pumps will be running at the discharge port, special attention will have to be given to monitor the safe
running of the pumps.
5) Pumproom ventilation should be running throughout operations. Proper pumproom entry procedures
should be followed.
6) All crew should be aware of the fire and safety equipment available in the pumproom. Drips and leaks in the
pumpFoom should be attended to immediately. Pumproom bilge soundings should be monitored regularly.
7) After completion of gauging/sampling and calculation the terminal will give indicate readiness for receiving
the cargo.
8) The chief officer will line up for discharge. Ideally cargo will be started by discharge from a single tank.
9) In steam turbine cargo pumps it is important to warm up the pump gently.
10) RPM of the pump will be slowly increased after all checks have been made. Inert gas will replace the volume
of cargo discharged. The maximum oxygen content of the IG from the IG plant should be 5% and the tank
should have a maximum of 8%.
11) The IG pressure should be monitored very carefully to avoid over or under pressurizing of tanks.
12) When all checks have been completed, it will be safe to proceed to open up more tanks and start more
pumps. Discharge pressure at the manifold to be monitored periodically.
13) The next important stage comes when a tank is nearing empty levels. When some oil is still left in the tank,
the rpm of the pump should be reduced.
14) Changeover procedure from one tank to another should be gradual.
15) The valve of the tank nearing empty should be slowly throttled while the pump is fed by another tank which
has a higher level of oil. Using the vac-strip pump or in its absence the stripping pump will be vital to avoid
 the pump misbehaving.
16) In case a pump loses suction at any time, the rpm will increase dramatically. The pump should be stopped
immediately in such a case or immediate measures should be taken to supply cargo oil to the suction side of
the pump.
17) The use of a bar chart and thorough planning are the key points of an efficient discharge. Ballast should be
taken into the ballast tanks as per the ballast plan worked out before arrival.
18) COW operations will also be required and this is dealt with later. IG should be vented, if necessary During
the tail end of the discharge it may be necessary to employ the educator/ stripping pump to drain the last
remnants of the cargo into the slop tank.
The last tank to discharged will be the slop tank. Finally, after completion of discharge from the tanks, it will be
necessary to drain and strip all the lines.--------------------------- Ans39:- Open cycle Washing :- This is the
method of taking washing oil from tanks other than the washing tank and slop tank for washing, and transferring
the stripped oil to the slop tank. In AUS-equipped ships, the method of directly discharging the directly-stripped
oil is used rather than transferring it to the slop tank.

Advantage:- The washing capacity and the tank draining capacity is such that the level in the tank to be
washed and the slop tank will not rise so it is safe. Disadvantage:- It is very time consuming.

Closed Cycle Washing : - This is the method of taking washing oil from the slop tank for washing and
returning the stripped oil to the slop tank using the stripping machine.

Advantage:- It is less time consuming.

Disadvantage:- The wash water cannot be directly transferred ashore and the water / oil level in the
tank keeps on rising so there are chances of overflow.----------------------------- ANS 40):-Changes of composition due
to the addition of either air or inert gas are represented by movements along straight lines directed either
towards the point A (pure air), or towards a point on the oxygen content axis corresponding to the composition of
the added inert gas. Such lines are shown for the gas mixture represented by the point F. It is evident from Figure
that, as inert gas is added to hydrocarbon gas/air mixtures, the flammable range progressively decreases until the
oxygen content reaches a level, generally taken to be about 11% by volume, when no mixture can burn.

The figure of 8% by volume of oxygen, specified in this guide for a safely inerted gas mixture, allows a
margin beyond this value. When an inerted mixture, such as that represented by the point F, is diluted by air its
composition moves along the line FA and therefore enters the shaded area of flammable mixtures. This means
that all inerted mixtures in the region above the line GA go through a flammable condition as they are mixed with
air, for example, during a gas freeing operation. Those below the line GA, such as that represented by point H, do
not become flammable on dilution. It should be noted that it is possible to move from a mixture such as F to one
such as H by dilution with additional inert gas (i.e. purging to remove hydrocarbon gas).

As the crude oil leaks into pumproom the hydrocarbon content will keep on increasing and oxygen
content will decrease.

Ventilation should be immediately stopped and all electrical equipment should be shut.

Pumproom atmosphere should be tested with portable gas equipment.

When the oxygen & hc ratio is below point H it is safe to introduce fresh air in pumproom and continue ventilate
until oxygen reaches 21%.------------------------------- Ans41:- Primary means of venting : Vessels utilising a
common gas / vapour system as the "primary means of venting" which is isolated from a cargo tank by a valve, or
other means, which is shut due to the normal operation of the vessel (such as in the case of a vessel carrying
parcel cargo with non compatible vapours) are not in compliance with the requirements of SOLAS Reg. II-2/4.5.3
unless they have a second independent means of venting which can not be isolated from the cargo tank.

Secondary Means of Venting : (Reg. II-2/4.5.3.2.2) Where the arrangements are combined with other
cargo tanks, either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop
valves are fitted, they shall be provided with locking arrangements which shall be under the control of the
responsible ship's officer. There shall be a clear visual indication of the operational status of the valves or other
acceptable means. Where tanks have been isolated, it shall be ensured that relevant isolating valves are opened
before cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue to
permit the flow caused by thermal variations in a cargo tank in accordance with regulation 11.6.1.1.-------------------
---ANS 42)>>> PV VALVE=

Connected On Tank Top Of individual Cargo Tank,

1 or 2 per tank,

Mechanical Type,

PRESSURE : + 1400 mmaq,

VACCUM : -350mmaq,

Primary Means Of Protection,

Requires Regular Maintenance,

Automatic Self-Closing Checklifts,

Fixed Set-Point, System Failure May Occur,

Check Lift AVAILABLE TO CHECK THE OPERATIONAL CONDITION,

No extra precaution in cold climate,>>>>>>>>>>P/V BREAKER

Connected To Main Inert Gas Line,

1 on main IG line,

Gravity Type ( Liquid),

PRESSURE : + 2100 mmaq,

VACCUM : -700 mmaq,

Secondary Means Of Pretection,

Less Maintenance,
SET POINT CANBE INCREASED OR DECREASED,

Automatic Self-Closing Checklifts NOT AVAILABLE

WATER LEVEL GAUGE AVAILABLE TO CHECK THE PRESSURE& VACCUM SETTING,

Antifreeze required in cold climate,

100% Reliable------------------------Ans43:- Loading Precautions

> The following are essential only when loading static accumulator oils (conductivity < 50 pS/m): Restrict initial
loading rates, when splashing and surface turbulence occur, to flow rates less than 1 meter/second (volume
flow rate conversions available).
> Adequate inlet coverage's are: side or horizontal entrance- 0.6 meter; downward pointing inlet- twice the inlet
diameter.
> ISGOTT %B7 Loading rate conversions appear both in ISGOTT and Texaco. %B7 Restrict initial unloading rates
to shore installations also, as long as inlets in the shore tank are not covered with liquid. The inlet fill pipe
should discharge near the bottom of the tank. NFPA 77 %B7 Keep water and other impurities out of the
incoming cargo stream as much as possible.
> Extra care with loading and unloading rates when presence of impurities (e.g., water, sulfur, metals) is
suspected is essential. ISGOTT, NFPA 77 %B7 Avoid pumping entrained gases with cargo.
> NFPA 77 %B7 Degassing (to <20% of LFL at tank bottom) or inerting a ship's tank eliminates loading rate
restrictions due to static electricity. Texaco %B7 Reduced pumping speeds are used for discharge of slops and
other "mixed- phase flow" (some ballast) to shore tanks.
> Prevention of charge accumulation - recommended by ISGOTT /NFPA 77.

The following safety precautions have been developed to prevent the accumulation

of static charge:-

> Antistatic additives:- These additives raise the conductivity of a static accumulator; one specification calls for a
minimum of 100 pS/m.
> ISGOTT Treatment is required for these fuels in Canada:- The Canadian General Standards Board specifies
minimum conductivity of 50 pS/m for static accumulating fuels, especially aviation fuels .
> API 2003 recommends that these additives be introduced at the beginning of the "distribution train", and
notes that their positive effect may be reduced by repeated shipments or passage through clay filters. Safety
precautions for the handling of static accumulating oils have historically been waived for those treated with
antistatic additives.
> These precautions have, however, recently been extended to residual oils and oils treated with anti-static
additive to raise conductivity above 50 pS/m (May 1991 amendment to ISGOTT).
> A firm earthing connection exists between tank top to bottom on all sides (four quandrantss), measurement
of earthing measuremens once in 6 months to meet both Indian Electricity regulations, as well Indian
Petrolem and over all for API construction code requirements, firm earthing at all jump-over points(especially
piping joints in and out of tanks).
> Allowing enough settling time betwenn tank loading and allow time for tank discharge (i.e, withdrawal of
naphtha), good lightning arrestor at the top of the tanks and the continuity of the same will help you to avoid
major catastrophy in naphtha storage tanks - inspie of unpreventable static electric discharge.
As a precaution, do not load the tank too fast or take fuel discharge during severe lightning time.--------------------
--------- ANS 44):-The instrument is used to check the O2 content of the atmosphere within a tank or
other confined space. Samples of the atmosphere are drawn by means of a rubber aspirator bulb and passed
over a sensor.

The sensor is the most important part of the instrument and can be of various types:

>Paragmagnetic Sensor : The magnetic properties of oxygen is used to deflect a light, metal body
suspended in a magnetic field. When the gas is drawn through the cell, the suspended body experiences a
force proportional to the magnetism of the gas. An equal and opposing force is produced by an electric
current passing through a coil would round the suspended body. This equalizing current is proportional to the
magnetic force of the gas which depends on its O2 content.

> Electrolytic Sensor :- In this type of oxygen is passed into an

electrolytic cell causing a current to flow between two electrodes separated in a liquid electrolyte.
The current flow between the electrodes is directly proportional to
the O2 concentration in the sample. In this type, certain gases may affect the sensor or poison the electrolyte
giving rise to false readings.

> Chemical absorption liquid :- in this type a known volume of the sample gas is brought into contact
with a measured volume of a liquid which absorbs O2 causing a change in its volume. The change in volume is
a measure of the O2 content of the sample.

Limitations :> Can only Measure O2

content.

Regular calculation prior every use.---------------------------- Ans45:- It is used for the detection and measurement of
combustible gases and vapour. It depends for its operation on the heat developed by the actual combustion of the
flammable portion of the sample. The sample is drawn over a heated filament which forms one arm of a balanced
Wheatstone's bridge circuit.

The current for the circuit is provided by six standard dry cells. Combustible gas in the sample is burnt on the
filament. Thus its temperature is raised and its resistance increases in proportion to the amount of combustible
gas burnt i.e. in proportion to the amount of combustible gas in the sample. The circuit is now unbalanced which
causes a deflection of the meter. The scale is graduated in percentage of the lower explosive limit. The scale is
graduated in percentage of the lower explosive limit. The initial balance of the circuit is achieved in fresh air with
the meter at zero by adjustment of a rheostat R, in the figure. >>>>The Limitations of the
Explosimeter are :> As the explosimeter only indicates the presence of flammable gases and vapours it may
be dangerous to enter the compartment as no indication of toxicity is given or sufficiency of oxygen.

> A compartment which is initially safe may be rendered unsafe by future operations e.g. stirring or handling
bottom sludge in a crude oil tank. Hence, frequent tests are required while the work in progress.
> If a compartment having a high boiling point liquid is heated by welding or other processes the vapour
concentration will increase and such an atmosphere which originally showed a low concentration vapour may
now be rendered explosive.
> When testing at a high temperature some of the vapour may condense in the sampling tube of the
instrument, so only a small concentrate of vapour will be indicated by the instrument.
As the instrument depends on combustion of the flammable portion of the sample it
cannot detect in a steam or inert atmosphere due to the absence of O2. In the case of
inerted tanks of vessels carrying crude or refined petroleum products an instrument
called a tankscope has been specially designed to detect and measure the
concentration of hydro carbon vapour in the absence of oxygen.-------------------------------
Ans46:- tankscope=Diagram same as Explosimeter
> This is used to detect the presence of a variety of toxic gases inside the compartment.
> They work on the principle of chemical absorption of the gas to be detected by a re-agent which gets
discoloured.
> A sample of the atmosphere is drawn into a tube containing crystals of the reagent.
> The tube is graduated and the level of discolouration indicates the concentration of the vapour in the sample.
> The amount of air drawn through the tube must be exactly the same each time to ensure this the bellows
must be fully compressed and allowed to expand to the full limit of the limiter chain.
> The tubes have a shelf life of two years. Both ends of the tube are broken before use and one end is fitted into
the pump head.

> Different tubes are used for detection of different gases..----------------------------- Ans47:- Multigas
Detector or Dreaeger Multiple detector, This is used to detect the presence of a variety of toxic
gases inside the compartment.
> They work on the principle of chemical absorption of the gas to be detected by a re-agent which gets
discoloured.
> A sample of the atmosphere is drawn into a tube containing crystals of the reagent.
> The tube is graduated and the level of discolouration indicates the concentration of the vapour in the sample.
> The amount of air drawn through the tube must be exactly the same each time, to ensure this the bellows
must be fully compressed and allowed to expand to the full limit of the limiter chain.
> The tubes have a shelf life of two years.
> Both ends of the tube are broken before use and one end is fitted into the pump head.
Different tubes are used for detection of different gases.-----------------------------------Ans48:-

Components and description of IG system:

1) The following components are used in a typical inert gas system in oil tankers:
Exhaust gases source: inert gas source is taken from exhaust u ptakes of boiler
or main engine as contains flue gases in it.
2) Inert gas isolating valve: It serve as the supply valve from uptake to the rest of
the system isolating both the systems when not in use.
3) Scrubbing tower: Flue gas enters the scrub tower from bottom and passes
through a series of water spray and baffle plates to cool, clean and moist the
gases. The SO2 level decreases up to 90% and gas becomes clear of soot.
4) Demister: Normally made of polypropylene, it is used to absorb moisture and
water from the treated flue gas.
5) Gas Blower: Normally two types of fan blowers are used, a steam driven turbine
blower for I.G operation and an electrically driven blower for topping up
purpose.
6) I.G pressure regulating valve: The pressure within the tanks varies with t he
property of oil and atmospheric condition.>>7) Deck seal: Purpose of the deck
seal is to stop the gases to return back which are coming from the blower to
cargo tanks. 8) Mechanical non return valve: It is an additional non return
 mechanical device inline with deck seal.
9) Deck isolating valve: The engine room system can be isolated fully with the deck
system with the help of this valve.
10) Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or
under pressurization of cargo tanks..>>
Following are various alarms incorporated in the Inert Gas plant:

> Scrubber low level

> Deck seal High level
> Low O2 Content (1%)
> High O2 Content (5%)
Low lube oil pressure alarm.>>>>WORKING OF INERT GAS PLANT:- The basis
of inert gas production in the IG plant is the flue gas generated from the ship's
boiler. The high temperature gas mixture from the boiler uptake is treated in an
inert gas plant which cleans, cools and supplies the inert gas to the individual
tanks via PV valves and breakers to ensure safety of tank structure and
atmosphere.

The system can be divided in to two basic groups:

a) A production plant to produce inert gas and deliver it under pressure, by

means of blower(s), to the cargo tanks.
A distribution system to control the passage of inert gas into the appropriate cargo
tanks at the required time.>> Brief working procedure:

1. Boiler uptake gases are drawn to the scrubber unit via flue gas isolating
valve(s) to the scrubber unit.
2. In the scrubber unit the gas is cooled, cleaned and dried before being
supplied in to the tanks.
3. Motor driven inert gas blowers supplies the treated gas from scrubber tower
to the tanks through. They are mounted on rubber vibration absorbers and
isolated from the piping by rubber expansion bellows. Regulation of gas
quantity delivered to deck is taken care of by the gas control valves and the
deck pressure is managed by pressure controller..
4. Before entering the deck line, the gas passes through the deck water seal
which also acts as non-return valve automatically preventing the back-flow
of explosive gases from the cargo tanks.
5. After the deck seal the inert gas relief is mounted to balance built -up deck
water seal pressure when the system is shut down. In case of a failure of
both the deck seal and the non-return valve, the relief valve will vent the
gases flowing from the cargo tank into the atmosphere
The oxygen analyser which is fitted after the blower separates the "production"
and "distribution" components of the plant and analyzes the oxygen content of the
gas and if it is more than 8%, it alarms and shut downs the plant ------------------------------
-------Ans49:- :- Dirty Ballast :> This intermitted discharge is composed of the seawater taken into, and
discharged from empty fuel tanks to maintain the stability of the vessel. The seawater is brought into these tanks
for the purpose of improving the stability of a vessel during rough sea conditions.
> Prior to taking on the seawater as ballast, fuel in the tank to be ballasted is transferred to another fuel tank
or holding tank to prevent contaminating the fuel with seawater.
> Some residual fuel remains in the tank and mixes with the seawater to form dirty ballast.
> Dirty ballast systems are configured differently from Compensated ballast and Clean ballast systems.
o Compensated ballast systems continuously replace fuel with seawater in a system of tanks as the fuel is
consumed. o Clean ballast systems have tanks that carry only ballast water and are never in contact with
fuel.

> In a dirty ballast system, water is added to a fuel tank after most of the fuel is removed.
> Thirty Coast Guard vessels generate dirty ballast as a discharge incidental to normal vessel operations. These
Coast Guard vessels do so because their size and design do not allow for a sufficient volume of clean ballast
tanks.
The larger of these vessels discharge the dirty ballast at distances beyond 12 n.m. from shore, while the smaller
vessels discharge the dirty ballast between 3 and 12 n.m. from shore. Coast Guard vessels monitor the dirty
ballast discharge with an oil content monitor. If the dirty ballast exceeds 15 parts per million (ppm) oil, it is
treated in an oil-water separator prior to discharge. -----------------------------------------------Ans50:- :-
Pressure Vacuum Valve or PV Valve

> Moderate pressures of 0.24 bar acting on large surfaces in liquid cargo tanks are sufficient to cause damage
and rupture.
> The pressure on each unit of area multiplied by the total area gives a large loading on the underside of the top
of a tank or other surface, which may then buckle or the metal plate may be torn.
> Similarly, pressure drop within a tank can cause damage due to greater atmospheric pressure on the outside.

> Pressure vacuum valve or pv valve in the ventilation system will prevent either over or under pressure. They
are set usually so that tank pressure of about 0.14 bar will lift the main valve (The smaller valve will lift along
with it) and release excess pressure. The vapour passes to atmosphere through a gauze flame trap. Drop in
tank pressure compared with that of the outside atmosphere will make the small valve open downwards to
equalize internal pressure with that outside.>>
Pressure vacuum valve or pv valve can relieve moderate changes in tank pressure due to variations in
temperature and vapour quantity. A drop towards vacuum conditions as the result of the condensation of steam
will also be handled by the valve. Rapid pressure rise due to an explosion would not be relieved>>> The fast rate
at which a tank is filled while loading produces a very rapid expulsion of the previous contents (vapour and inert
gas). The pressure vacuum valve is not designed as a filling vent and neither should the tank hatch be left open.
The latter method of venting can cause an accumulation of flammable vapours at deck level. Tanks should be
vented while filling, through mast head vents or through special high velocity vents. ----------------------------------------
Ans51:- Spiked Crude Oil :> "Spiked crude oil" (also called "enriched" or "tailored" crude) is crude oil, which
has had hydrocarbons, added in gas or liquid form.

> The spiked crude may contain rather large amounts of added hydrocarbons and therefore emit heavy
gasses under certain conditions (during loading, crude oil washing, discharging).

------------------------------Ans52:- :- Sour Crude :

> Sour crude oil is crude oil containing a high amount of the impurity sulfur. It is common to find crude oil
containing some impurities. When the total sulfur level in the oil is more than 0.5% the oil is called "sour".
> The impurities need to be removed before this lower-quality crude can be refined into petrol, thereby
increasing the cost of processing. This results in a higher-priced gasoline than that made from sweet crude oil.
> Current environmental regulations in the United States strictly limit the sulfur content in refined fuels such as
diesel and gasoline.
The majority of the sulfur in crude oil occurs bonded to carbon atoms, with a small amount occurring as elemental
sulfur in solution and as hydrogen sulfide gas. Sour oil can be toxic and corrosive, especially when the oil contains
higher levels of hydrogen sulfide, which is a breathing hazard. At low concentrations the gas gives the oil the smell
of rotting eggs. For safety reasons, sour crude oil needs to be stabilized by having hydrogen sulfide gas (H2S)
removed from it before being transported by oil tankers. ----------------------------------Ans 53:- :- Pour point :-

> The pour point is the lowest temperature at which a marine fuel oil can be handled without excessive
amounts of wax crystals forming out of solution.
At a lower temperature the fuel will gel, thereby preventing flow.------------------------------------Ans54:- :- Purging :-

> When it is required to gas free a tank after washing, it should first be purged with inert gas to reduce the
hydrocarbon content to 2% or less by volume so that during the subsequent gas freeing no portion of the
tank atmosphere is brought within the flammable range.
> The tank may then be gas freed.
> The hydrocarbon content must be measured with an appropriate meter designed to measure the percentage
of hydrocarbon gas in an oxygen deficient atmosphere.
> The usual flammable gas indicator is not suitable for this purpose.
> If the dilution method of purging is used, it should be carried out with the inert gas system set for maximum
capacity to give maximum turbulence within the tank.
If the displacement method is used, the gas inlet velocity should be lower to prevent undue turbulence. -------------
------------------------Ans55:- :- Inerting :> Before the inert gas system is put into service the tests required by the
operations manual or manufacturer's instructions should be carried out. The fixed oxygen analyser and recorder
should be tested and proved in good order. Portable oxygen and hydrocarbon meters should also be prepared and
tested.

> When inerting empty tanks which are gas free, for example following a drydocking or tank entry, inert gas
should be introduced through the distribution system while venting the air in the tank to the atmosphere.
> This operation should continue until the oxygen content throughout the tank is not more than 8% by
volume.
> The oxygen level will not thereafter increase if a positive pressure is maintained by using the inert gas
system to introduce additional inert gas when necessary.
> If the tank is not gas free, the precautions against static electricity given in Section 10.6.7 of ISGOTT
should be taken.
When all tanks have been inerted they should be kept common with the inert gas main and the system
pressurised with a minimum positive pressure of at least 100mm water gauge. -------------------------------------Ans56:-
:- Gas Freeing :> In a gas freeing operation air is delivered into the tank, where it mixes with the existing tank
atmosphere and also tends to mix together any layers that may be present.

> The resultant mixture is expelled to the outside atmosphere. Because the process is one of continuous
dilution with the air, the highest hydrocarbon concentration is vented at the beginning of gas freeing and
decreases thereafter.

> For example, on a non-inerted ship, gas freeing of a motor gasoline tank that has been battened down
can give initial concentrations as high as 40% by volume, but in most circumstances the concentration in
 the vented gas is much lower, even at the start of the operations.
On inerted ships, where purging to remove hydrocarbon vapour before gas freeing is a requirement, even the
initial concentration will be low, 2% by volume or less.---------------------------------Ans57:- Working of PV
Breaker (Pressure Vacuum Breaker) :-

Pressure Vacuum Breaker or usually known as PV Breaker is a safety measure used in the IG line on deck.

The major functions of a PV Breaker are :> Abnormal rise of Pressure in Cargo tanks when loaded
specified rate of gas outlets.

> Abnormal rise of Pressure in Cargo tanks when cargo is unloaded beyond specified rate of the inert gas
blower.
> Abnormal rise or drop of pressure in cargo tanks when the breather valve does not operate properly for
the fluctuation of the pressure in cargo tanks due to variation in atmospheric and sea water
temperatures.>> Operation :>When Pressure Rises : - When the pressure in the cargo oil tanks
rise, the seal liquid rises in the inner pipe. At this time , if the pressure beyond the specific capacity of the
breaker, the seal liquid will push out of the pipe to let the pressure inside the be out.>> When
Pressure drops : - When the pressure in the cargo oil tanks fall, the seal liquid rises in the outer pipe.
If the pressure beyond the specific capacity of the breaker, the seal liquid is drown into the cargo oil
tanks, and atmospheric air will be inhaled in the tank. -------------------------------Ans58:- Every inert gas
system is required to be fitted with one or more pressure/vacuum breakers or other approved devices.
These are designed to protect the cargo tanks against excessive pressure or vacuum and must therefore
be kept in perfect working order by regular maintenance in accordance with the manufacturer's
instructions.
> When these are liquid filled it is important to ensure that the correct fluid is used and the correct level
maintained for the density of the liquid used. The level can normally only be checked when there is no
pressure in the inert gas deck main. Evaporation, condensation and possible ingress or sea water must be
taken into consideration when checking the liquid condition, density and level.
> In heavy weather, the pressure surge caused by the motion of the liquid in the cargo tanks may cause the
liquid in the pressure/vacuum breaker to be blown out. When cold weather conditions are expected,
liquid filled breakers must be checked to ensure that the liquid is suitable for low temperature use, and if
necessary anti-freeze is to be added.
> The P/V breaker(s) are to be clearly marked with their high pressure and vacuum opening pressures and
also with the type and volumetric concentration of antifreeze (if water filled type), and minimum
operating temperature.

-----------------------------------Ans59:- Bunker fuels containing high H2S concentrations may be supplied without
advice being passed to the tanker beforehand. Tanker's personnel should always be alert to the possible presence
of H2S in bunker fuel and be prepared to take suitable precautions if it is present.

> Before loading bunkers, the tanker should communicate with the supplier to ascertain whether the fuel
to be loaded is likely to have any H2S content.
> The design of bunker tank vents and their location makes managing the exposure to personnel more
difficult, as closed loading and venting cannot usually be implemented.
> If bunkering with fuel containing H2S above the TLV-TWA cannot be avoided, procedures should be in
place to monitor and control the access of personnel to exposure areas.
> Ventilation to lower the concentration of vapour in the ullage space and in specific areas where vapours
 may accumulate should be carried out as soon as practicable.
> Even after the tank has been ventilated to reduce the concentration to an acceptable level, subsequent
transfer, heating and agitation of the fuel within a tank may cause the concentration to reappear.
> Periodic monitoring of the concentration of H2S should be continued until the bunker tank is refilled with
a fuel oil not containing H2S.--------------------------------------Ans60:- The seal is kep full using a continuously
runing seal water pump which may be backed up with a crossover from a secondary system as required.
> Should the pressure on the downstream side exced the upstream side the water is pushed up the inlet
pipe.
The height of this pipe ensures that the head pressure generated is greater than either the pressure release valve
or anywater seals. ------------------------------------Ans61:- :- High Velocity (HV) :-

> Tank vapours can be released and sent clear of the decks during loading through large, high velocity vent.
> The type shown above has a moving orifice, held down by a counter weight to seal around the bottom of
a fixed cone.
> Pressure build up in the tank, as filling proceeds, causes the moving orifice to lift.
> The small gap between orifice lip and fixed cone gives high velocity to the emitted vapour.
> It is directed upwards with an estimated velocity of 30 meters per second.
> Air drawn in by the ejector effect dilutes the plume. >>The conical flame screen fixed to the moving
orifice to give protection against flame travel will, like the moving parts, require periodic cleaning to
remove gummy deposit.

The cover is closed (as shown) when the vessel is on passage. A simpler design of a high velocity vent, having two
weighted flaps which are pushed open by the pressure build up to achieve a similar nozzle effect.-----------------------
--------------------Ans62:- :- Precautions while loading / discharging against static electric
hazard :> Restrict initial loading rates, when splashing and surface turbulence occur, to flow rates less than 1
meter/second (volume flow rate conversions available). Adequate inlet coverage's are: side or horizontal
entrance- 0.6 meter; downward pointing inlet- twice the inlet diameter. ISGOTT

> Loading rate conversions appear both in ISGOTT and Texaco.

> Restrict initial unloading rates to shore installations also, as long as inlets in the shore tank are not
covered with liquid. The inlet fill pipe should discharge near the bottom of the tank. NFPA 77
> Keep water and other impurities out of the incoming cargo stream as much as possible. Extra care with
loading and unloading rates when presence of impurities (e.g., water, sulfur, metals) is suspected is
essential. ISGOTT, NFPA 77
> Avoid pumping entrained gases with cargo. NFPA 77
> Degassing (to <20% of LFL at tank bottom) or inerting a ship's tank eliminates loading rate restrictions due
to static electricity. Texaco
Reduced pumping speeds are used for discharge of slops and other "mixed- phase flow" (some ballast) to shore
tanks. Texaco. ---------------------------------------Ans:63:- :- Oxygen Analyzer :> These analyzers come in
various makes and models and we will be studying about one such analyzer namely the continuous reading type
analyzer.

> The main property of oxygen which helps in its detection and measurement of its percentage in the given
sample of air is that of Para-magnetism. Basically this means that oxygen gets attracted towards a
magnetic field. The set up for measuring oxygen content using this property can be understood from the
image shown below.
---------------------------------------Ans64:- Working :> The main components of this system are fixed washing
machines which are fed from a 200 mm main line on upper deck.

> The washing fluid is supplied by any of the cargo oil pumps via a riser line from the pump discharge cross-
over line.
> In the pump room, there is a steam heated washing water heater which is connected to the riser line in a
by-pass arrangement with the water side isolated by means of stop valves and spectacle flanges.
> These flanges may be in open position only when required for hot water washing. The rated heating
capacity is 280 m3h of sea water from 20OC to 80OC.
> During all washing, the pressure in the main line should be maintained at minimum 8.5 bar at the aft end
in order to ensure satisfactory operating conditions also for the forward-most washing machines.
> A pressure less than 7.5 would considerably reduce the effectiveness of the washing operations. For
pressure monitoring, there is fixed pressure gauge at the aft end of the main line as well as a boss for a
portable pressure gauge at the forward end of the main line.

In order to ensure the correct functioning of PV valves the following should always
be complied with :

> PV valves should be serviced and calibrated according to classification society requirements;
> Prior to loading and discharging, PV valves should be checked to ensure they function as designed;
> During cargo operations the correct functioning of PV valves should be monitored; and
> Pressure sensors fitted as the secondary system as a back up to the primary vent system should be checked to
ensure that they function as designed and, where provided, that the alarms are correctly set.

Setting PV alarms :- High pressure alarms and low pressure alarms must be set to:

> Activate additional safety or other alarm systems;

> Support maintenance of correct positive inert gas pressure in tanks;
> Prevent air intake to tanks; and
> Comply with regulations.

-------------------------------------------------Ans:65:- ISGOTT:-

> This Guide makes recommendations for tanker and terminal personnel on the safe carriage and handling
of crude oil and petroleum products on tankers and at terminals.
> It was first published in 1978 by combining the contents of the 'Tanker Safety Guide (Petroleum)'
published by the International Chamber of Shipping (ICS) and the 'International Oil Tanker and Terminal
Safety Guide' published on behalf of the Oil Companies International Marine Forum (OCIMF).
> This latest edition takes account of recent changes in recommended operating procedures, particularly
those prompted by the introduction of the International Safety Management (ISM) Code, which became
mandatory for tankers on 1st July 1998.
> One of the purposes of the Guide is therefore to provide information that will assist companies in the
development of a Safety Management System to meet the requirements of the ISM Code.
> This guide does not provide a definitive description of how tanker and terminal operations are conducted.
It does provide guidance and examples of how certain aspects of tanker and terminal operations may be
 managed.
> Effective management of risk demands processes and controls that canquickly adapt to change. Therefore
the guidance given is, in many cases, intentionally non prescriptive and alternative procedures may be
adopted by some operators in the management of their operations.
> These alternative procedures may exceed the recommendations contained in this guide.
> Where an operator has adopted alternative procedures, they should follow a risk based management
process that must incorporate systems for identifying and assessing the risks and for demonstrating how
they are managed. For shipboard operations, this course of action must satisfy the requirements of the
ISM Code.
It should be borne in mind that, in all cases, the advice in the guide is subject to any local or national terminal
regulations that may be applicable, and those concerned should ensure that they are aware of any such
requirements.-------------------------------------------Ans66:- :- Slop Tanks :-

In oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, any cargo tank may
be as a slop tank.

2.1 Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast
residue and tank washings from the cargo tanks into a slop tank approved by the Administration.

2.2 In this system arrangements shall be provided to transfer the oily waste into a slop tank or combination
of slop tanks in such a way that any effluent discharged into the sea will be such as to comply with the
provisions of regulation 34 of this Annex.

2.3 The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to
retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the
slop tank or tanks shall not be less than 3 per cent of the oil-carrying capacity of the ship, except that the
Administration may accept:

1} 2% for such oil tankers where the tank washing arrangements are such that

once the slop tank or tanks are charged with washing water, this water is sufficient. for tank washing and, where
applicable, for providing the driving fluid for eductors, without the introduction of additional water into the
system;

2} 2% where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with regulation
18 of this Annex, or where a cargo tank cleaning system using crude oil washing is fitted in accordance with
regulation 33 of this Annex. This capacity may be further reduced to 1.5% for such oil tankers where the tank
washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is
sufficient for tank washing .

3} 1% for combination carriers where oil cargo is only carried in tanks with smooth walls. This capacity may be
further reduced to 0.8% where the tank washing arrangements are such that once the slop tank or tanks are
charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the
driving fluid for eductors, without the introduction of additional water into the system. -----------------------------------
--Ans67:- :- Tank Cleaning, Purging and Gas free Operation for tankers
Gas-Freeing for Cargo Tank entry: > Cargo Tank entry shall not be permitted unless the Oxygen
Content is 21% and the hydrocarbon vapor content is less than 1% of the Lower Flammable Level (LFL).
> Follow company's "Procedure for Entry into Enclosed Spaces" with related permits.
> If the previous cargo contains Hydrogen Sulfide (H2S) or other toxic contaminants which could evolve
toxic gases (eg benzene, toluene, Mercaptans, etc), the tank should be checked for such gases. Refer to
"Guidelines for Toxic Gases Hazards".
> Carrying out "Hot Work" inside Tanks within the 'Dangerous Area' need special caution as per
"Procedures for Hot Work" and carry out preparation accordingly.
Gas-Freeing or Purging for the Reception of Cargo :> If the intention of Gas-Freeing or Purging
operations is to prevent the next cargo to be loaded from contamination. due to the previous cargo oil
hydrocarbon gas, use the gas content indicated by the Charterer as standard, but go on with the operations
mentioned in (2) of Article 1 until the LFL decreases down to 40% or under.
Safety Precautions :> the Chief Officer shall carry out the following precautions. >>Have persons engaged in
the operations observe the necessary precautions as described in this section and the "Precautions during Gas-
freeing Operations". Complete the necessary sections of "Tank Cleaning, Purging and Gas Freeing Checklist" to
confirm safety strictly at the appropriate time.

> Tank Preparation And Atmosphere Control During Operations.

Non Flammable Atmosphere :> On Tankers using the inert gas systems, the Chief Officer shall carry out
the

operations mentioned in Article 1 and should maintain the cargo tanks in a "Non Flammable" condition at
all times.
Atmosphere Control during Tank Cleaning Operations :> Tank atmospheres can be any of the
following, However, ships fitted with an inert gas system, shall carry out the operations under the Inerted
Condition, unless otherwise as instructed: >>
Inerted Tanks :> An atmosphere made incapable of burning by the introduction of inert gas and the resultant
reduction of the overall oxygen content. For the purposes of this procedure, the oxygen content of the tank
atmosphere should not exceed 8% by volume.

> Purging with Inert Gas (IG):- For reduction in hydrocarbon (HC) content in tank atmosphere for
Cargo Vapor contamination reasons:
o After tank cleaning operations the cargo tanks may be purged with inert gas to reduce the
concentration of the hydrocarbon gas inside the tank atmosphere.
> Follow the procedures as laid out in the operation and equipment manual.
> Purge pipes, with proper flame screens shall be fitted, where provided.
> Carry out the operations of replacing the tank atmosphere by introducing IG of which oxygen content is
5% by Volume or less into the tanks.
Go on with purging by IG until the hydrocarbon content reduces to the required / desired level.-----------------------
Ans:68:- Segregated ballast :-

1) Every crude oil tanker of 20,000 tonnes deadweight and above and every product carrier of 30,000
tonnes deadweight and above delivered after 1 June 1982, shall be provided with segregated ballast
 tanks and shall comply with paragraphs 2, 3 and 4, or 5 as appropriate, of this regulation.
2) The capacity of the segregated ballast tanks shall be so determined that the ship may operate safely on
ballast voyages without recourse to the use of cargo tanks for water. In all cases, however, the capacity of
segregated ballast tanks shall be at least such that, in any ballast condition at any part of the voyage,
including the conditions consisting of lightweight plus segregated ballast only, the ship's draughts and
trim can meet the following requirements:
i. the moulded draught amidships (dm) in metres (without taking into account any ship's deformation)
shall not be less than:
dm = 2.0 + 0.02L

ii. the draughts at the forward and after perpendiculars shall correspond to those determined by the
draught amidships (dm) as specified in
paragraph 2.1 of this regulation, in association with the trim by the stern of not greater than 0.015L;
and
iii. in any case the draught at the after perpendicular shall not be less than that which is necessary to
obtain full immersion of the propeller(s).
3) In no case shall ballast water be carried in cargo tanks, except:
i. the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the
safety of the ship; and
in exceptional cases where the particular character of the operation of an oil tanker renders it necessary to carry
ballast water in excess of the quantity required under paragraph 2 of this regulation, provided that such operation
of the oil tanker falls under the category of exceptional cases as established by the Organization.------------------------
----------------Ans:69:- Ans69:- Reid Vapour Pressure (RVP) is measured by ASTM D-323 testing method.
The sample is placed in a chamber at a constant temperature of 100oF. RVP is slightly lower than the True Vapour
Pressure (TVP) at 100oF.

> The volatility characteristics of petroleum fuels are very important especially for gasolines. Motor and
aviation gasolines are manufactured as liquids but they are consumed in the vapor phase.
> Consequently, gasoline volatility must be high enough to assure acceptable engine start-up, warm-up,
acceleration and throttle response under normal driving (or flying) conditions.
> On the other hand, the maximum volatility of a gasoline must be restricted to avoid vapor lock,
vaporization losses, air pollution, and unsafe storage and handling.
> The volatility considerations for other transportation fuels like kerosene and diesel are, to some extent,
similar to those for gasoline.
> The Reid vapor pressure (RVP) is frequently used as an indication of volatility of liquid hydrocarbons.
> It is not equivalent to the true vapor pressure. In general, RVP is lower than the true vapor pressure due
to some small sample vaporization and the presence of water vapor and air in the confined space.
> The apparatus and procedures for determining the RVP are standardized and specified in ASTM method
D-323 and IP-402 [1]. The Reid vapor pressure test is widely used as a criterion for blending gasoline and
other petroleum products.
> Once RVP of a fuel is known the methods provided in the API-TDB [2] can be used to estimate true vapor
pressure of a fuel or a crude oil at any desired temperature.
True vapor pressure is an important thermodynamic property related to volatility and phase equilibrium
calculations.------------------------------------- Ans70:- A) MARPOL Annex II requires that each ship which is certified for
the carriage of Noxious Liquid Substances in bulk shall be provided with a Procedures and Arrangements Manual.
Scope of this plan is to provide the arrangements and equipment required to enable compliance with MARPOL
Annex II. Plan is developed in line with IMO Legislation. Approval by the Administration or a Recognised
Organisation (RO) on behalf of the Administration is mandatory.

Indicative Contents
• Main Features of Marpol 73/78, Annex II
• Description of The Ship's Equipment And Arrangements
• Cargo Unloading Procedures And Tank Stripping
• Procedures Relating To The Cleaning of Cargo Tanks, The Discharge of Residues, Ballasting And
Deballasting
. Flow Diagrams & Drawings
• Heating requirement of cargo
• Control of heating system
• Method of temperature measurement
• Stripping requirement for the ship
• Cleaning &disposal procedure
• Prewash procedure
• Prewash for solidifying substances
• Minimum quantity of water to be used
• Required duration of prewash
> Ventilation procedure