Cargo Handling

Regulations for the carriage of chemicals by ship

Regulations governing the carriage of chemicals by ship are contained in the:

•International Convention for the Safety of Life at Sea (SOLAS) and the

•International Convention for the Prevention of Marine Pollution from Ships, as modified by the
Protocol of 1978 relating thereto MARPOL 73/78 (IMO, 2002)

Relevant codes concerning liquid bulk transportations are the:

•International Code for the Construction of Equipment of Ships Carrying Dangerous Chemicals
in Bulk (IBC Code) and the

•International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code).

Three types of chemical tankers according to type of cargo carried:

1.‘Type 1’ - intended to transport Chapter 17 of the IBC Code products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an
escape of such cargo.

2.‘Type 2’ - appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo.

3.‘Type 3’ –sufficiently severe environmental and safety hazards which require a moderate
degree of containment to increase survival capability in a damaged condition.

The division into ship types is based on the ship‘s capability to survive specified damage caused
by collision or stranding and the location of the cargo tanks in relation to such damage.

Cargo Tank Location - Cargo tanks shall be located at the following distances inboard:

Type 1 ships: from the side shell plating, not less than the transverse extent of damage
specified in MARPOL, (B/5 or 11.5m whichever is less), and from the moulded line of the bottom
shell plating at centreline, not less than the vertical extent of damage specified in MARPOL,
(B/15 or 6 m whichever is less), and nowhere less than 760 mm from the shell plating. This
requirement does not apply to the tanks for diluted slops arising from tank washing.

Type 2 ships: from the moulded line of the bottom shell plating at centreline, not less than the
vertical extent of damage specified in MARPOL, (B/15 or 6 m which ever is less), and nowhere
less than 760 mm from the shell plating. This requirement does not apply to the tanks for
diluted slops arising from tank washing.

Type 3 ships: no requirement"

Types of Tanks

Independent Tank – not contagious, typically taking the form of deck tanks

Integral tanks - most common type of tank used on chemical tankers, the sub dividing of the hull
in the cargo area creates the individual integral tanks

Gravity tanks - designed for a maximum pressure of 0.7 bar gauge at the top of the tank and
may be of the integral or independent type

Pressure tanks - designed for pressure greater than 0.7 bar gauge and are not typically used in
chemical tankers.
 Regardless of size, chemical tankers built on or after 01 July 1986 are required to comply
with the IBC Code.

Such ships built or converted before that date shall comply with the BCH Code.

All materials used for tank construction and associated piping, valves and pumps must be
resistant to the cargo carried.

tanks are normally coated, to protect cargoes from contamination by steel and to make
cleaning, gas-freeing and inspection easier.

Some ships have stainless-steel

Mild-steel tanks for the carriage of cargoes which cannot be contained in mild steel.

No single coating is suitable for all cargoes and that the coating manufacturers compatibility
data must be used when planning a cargo.

COLUMN DATA
a Product name
Pollution category under MARPOL Annex II
c
X, Y, Z, OS
Hazards
d
S(Safety), P(Pollution), S/P(Safety and Pollution)
Ship type
e
1, 2, 3
Tank type
f
1 (Independent), 2(Integral), G(Gravity), P(Pressure)
Tank vents
g
Cont (Controlled), Open
Tank environmental control
h
Inert, Pad (liquid or gas padding), Dry, Vent, No
COLUMN DATA
Electrical equipment
i
i’, i’’, i’’’
 Gauging
j
O (Open), R (Restricted), C (Closed)
Vapour Detection
k
F (Flammable), T (Toxic), No
Fire Protection
l
A (alcohol-resistant foam), B (regular foam), C (water spray), D (Dry chem), No
Emergency equipment
n
Yes, No
o Specific and operational requirements

Chemical Tanker Cargo Segregation and Compatibility

Why segregation? 

•In the case of two or more liquid chemical cargoes which react with one another in a hazardous
manner, segregation must be done.

•The product data sheets (MSDS), together with the BCH/IBC Codes are to be studied carefully
to determine the compatibility restrictions when carrying different groups of cargoes.

•Cofferdams and other void spaces may be included in the cargo- tank area to provide
segregation of groups of tanks.

Compatibility with Water / Stowage of Heated Cargoes

•Some chemical cargoes are not compatible and may even be reactive with water therefore, due
consideration is necessary to avoid stowage of such cargoes adjacent to the water ballast
tanks.

•It is also a requirement that the heating coils are to be blown through, cleaned and blanked off,
or thermal oil used as a heating medium.

•It is recommended that a cargo to be heated is not stowed adjacent to cargoes which have a
low boiling point because the excess evaporation will result in consequent cargo loss and
possible vapour hazards.
•As a safe margin, the maximum temperature of the heated cargo must be 10°C below the
boiling point of the unheated cargo.

Compatibility with the Coatings of the Cargo Tanks

•The suitability of the coating of tanks for loading various chemicals and products must be
checked against the paint manufacturer’s data sheets before cargoes are assigned to tanks.

•Also temperature limits imposed by the relevant coatings are not to be exceeded.

•Epoxy coatings are capable of absorption of certain chemicals, which could later be released
resulting in contamination of future cargoes and possible safety hazards.

•Similarly “metal pick-up” form recently applied zinc coatings could contaminate sensitive
cargoes.

Edible Oils Compatibility

•Toxic chemicals, as defined in the BCH/IBC Code, must not be carried as the last cargo
immediately prior to edible oils or stowed in adjacent tanks sharing common bulkheads with
tanks containing edible oils.

•Likewise, lengths of pipeline serving tanks containing such toxic products must never run
through tanks containing edible oils and vice versa.

•For details, refer to FOSFA International (Federation of Oils, Seeds and Fats Association)
published lists and procedures.

Crew Safety at Sea on Chemical Tankers    

•On chemical tankers all should be proactive on matters concerning safety.

•Chief officer is the company appointed Safety Officer on dangerous parcel chemical tankers. 

•During operations (Loading, Discharging, Tank cleaning, etc…) crew members should take
responsibility of his/her own safety as well as his fellow crewmates, the environment and the
ship. 
•Risk Assessment - a systematic process of evaluating the potential risks that may be involved
during any kind of work. It is the very first step in identifying potential hazards that may threaten
safety during work.

•PPE – Personal protective Equipment is the last barrier in maintaining personal safety.
Anything used or worn by a person to minimize a risk to the person's health or safety.

Includes:

[Link] Clothing

[Link]

[Link] Shoes

[Link] Hand Gloves

[Link]

[Link] Muff

[Link] Harness

8. Face Mask
[Link] Suit

10. Face shield

11. etc…

Dangerous Atmosphere

Dangerous atmospheres have killed those working in confined spaces as well as those
attempting rescue. Know the hazards!

Dangerous types of atmospheres are:

•flammable and explosive

•toxic

•oxygen-deficient

•oxygen-enriched

•You must check for atmospheric hazards before entering any confined space.

•Properly calibrated gas detection equipment should be used. Many dangerous atmospheres
cannot be detected by smell or taste.

•If tests indicate a dangerous atmosphere, you must NOT enter the space until it is thoroughly
ventilated and subsequent tests indicate the air is safe to breathe.

•Ventilation and testing must be continued as long as you are in the space.

[Link] Gas Sensors

•Catalytic Combustible Gas Sensors - These sensors look for explosive atmospheres. They
detect combustible gases by causing an actual combustion of gases within the sensor
chamber.

•Metallic Oxide Semiconductor (MOS) Combustible Gas Sensor MOS or “Solid State”
Combustible Gas Sensors. This sensor has a long operation life (3 to 5 years), is very rugged
and will recover better from high concentrations of a gas that could damage other types of
sensors.
•Infra-Red Combustible Sensors - They work well in low oxygen levels or acetylene atmospheres;
however, they are quite expensive. These sensors work by reflecting light off a mirror and
measuring the amount of light adsorbed during refraction.

[Link] Sensors

•Electrochemical (Wet Chem) Toxic Sensors - These sensors react to a specific chemical
(substance). Chemically specific sensors are available for up to 30 different gases including
chlorine, ammonia, carbon monoxide, carbon dioxide, nitrogen dioxide, nitric oxide, hydrogen
cyanide, hydrogen sulfide and sulfur dioxide.

•Metallic Oxide Semiconductor (MOS) Toxic Broad Range Gas Sensors - Its make-up and
operation is similar to the one used for the detection of combustible gases. However, the MOS
broad range toxic sensor is capable of reacting to low PPM levels of wide range of toxic gases.
MOS sensors cannot detect carbon dioxide or sulfur dioxide. The sensor is incapable of telling
you what gas you have encountered or the concentration, only that the atmosphere may be
hazardous to your health.

•Photo Ionization Detectors (PID’s) Life expectancy of these sensors is 1-3 years and costs
range between $300 and $1400 for lamp replacement. They are usually too costly to use in a
multi-sensor instrument.

[Link] Sensors Oxygen

•The only true chemically-specific sensors.

•They are similar to the electrochemical (Wet Chem) sensors.

•They are also susceptible to freezing, are sometimes affected by altitude and have a nominal
operational life of one to two years.

•Never use an oxygen sensor to detect toxic gases. It is true that a toxic gas will displace the
oxygen in a confined space. However, it takes 60,000 PPM of any gas to lower the oxygen from
20.9% (normal) to 19.5% (alarm point). More importantly, 60,000 PPM of any toxic gas will kill
you.

Chemical Tanker - CARGO OPERATIONS

•Consult cargo data sheet (MSDS) and other information given by the charterer or by the loading
terminal

•Confirm if vessel can carry the type and amount of cargo safely by checking vessel’s cargo
capacity and tank/segregation requirements

•Consult the cargo trim and stability book. There may be restrictions with regard to cargo
distribution and stability in hypothetical damaged condition.

•The cargo tanks are normally inspected and approved prior to loading. This does not
necessarily relieve the vessel of responsibility for contaminations. The master/ owner carries
the responsibility in taking due care of the cargo. To protect ones own interest the vessel's own
inspections should be recorded in the deck log.
•It should be borne in mind that individual ship has got own characteristics and limitations may
involved handling various chemical cargoes . The master and all personnel in all cases must be
aware of cargo/ship information that has been given and comply with relevant safety
procedures. 

•Master must ensure that the precautions required by the company Safety Management System
and relevant checklists are fully observed.

Loading Operation

Immediately prior to commencing the loading the valve setting and the lines on all tanks have to
be checked once more. The responsible officer must be satisfied that the cargo system is, in all
respects, ready and all the information of the cargo has been received. The following
precautions must be observed:

[Link] quantity and grade of the cargo to be loaded has been agreed to

[Link] loading rate has been agreed to shore or ship stop has been agreed to

[Link] personnel are ready

[Link]/Shore checklist completed

[Link] and Hi/Hi level alarms MUST be operational and switched on

[Link] must start at a low rate. In this stage the cargo line, manifold, connections, drain
points etc. must be checked for leakages.

The full loading rate should not commence before both ship and shore are satisfied that there is
no leaks in the system and the filling pipe in the tank is covered. When system is satisfactory
shore can be informed to increase the loading rate to the agreed level.

[Link] the loading at least one deck officer must be on duty and available at all times. At least
one crewmember must be on deck/manifold throughout the cargo operation. The officer on
duty is obliged to carry out the loading in accordance with the instructions received from the
Chief-Officer, which should at least encompass the agreements made with the Loading Master
as well as the Surveyor.

[Link] cargoes loaded in hot climates are chilled and cause bulkheads to sweat on loading.
Consideration must therefore be given to sequences of loading. (e.g. Styrene Monomers)

[Link] the whole loading a detailed cargo log has to be kept.

[Link] one product in more than one tank simultaneously may increase the risk of an
overflow, and the responsible officer must ensure that tanks that are “topped off” are properly
isolated from tank(s) still being loaded.

[Link] nearing completion of loading the shore should be notified and the loading rate
reduced

[Link] cargo hoses

[Link] lines

[Link]

[Link] of loading & final measurements

[Link] of cargo hoses

[Link] for sea voyage

Transport (during transit at sea

•Cargoes carried by a chemical tanker differ widely in characteristics and mode of handling, and
thus in the care they require during transit. During the voyage, attention must be paid to these
special needs of cargoes.

•Inert gas capacity should be sufficient for the entire voyage. If stored nitrogen is relied upon, it
must be confirmed prior to sailing that the ship has sufficient nitrogen on board to be able to
comply with the inerting requirements.

•Regular checks on tank contents should be made to detect an unexpected change in liquid
level.

Precaution/attention necessary for chemical cargoes:

Cargo heating - Cargoes that require heating must be monitored at least once daily and a
temperature log must be kept. Ensure that correct heating medium is used, and that heating
coils in tanks that do not require heating are blown dry and blanked.

Cargo cooling - In specialized cases, is required to prevent products from giving-off toxic and
flammable vapours. 

Tank Atmosphere - monitoring and recording of the ullage space of pressure and/or oxygen
should be carried out at regular intervals (daily) to ensure that the correct environment is being
maintained.
Temperature Control - Cargoes that may self-react must be monitored on a daily basis for any
increase temperature that deviates from the ambient climatic conditions.

Nitrogen cover - Prior sailing the vessel must have sufficient Nitrogen of the correct quality on
board to comply with the padding requirements.

Agitation/ Circulation - Some chemicals, e.g. Phosphoric Acid, require agitation to prevent
sediment separation and different temperature/density layers from forming. Re-circulating
through a diffuser is one method of agitating the cargo

Discharging Operation

The following measures have to be taken prior to discharging operations commencing, with
particular attention being paid when the cargo is highly toxic, flammable or both:

[Link] Cargo Temperature(s) correct (High Viscosity and solidifying substances)

[Link] on High – Level alarms and test

[Link] the Level gauging system

[Link] if P/V valves are working and PV line clear.

[Link] the vapour return line-if required.

[Link] manifold, drip tray and cargo line system.

[Link] - reducer-ASA/Din

[Link] ballasting system

[Link] / check jumper hoses or fixed connections.

[Link] Nitrogen system

[Link] if all is ready for closed discharging

[Link] Decontamination shower and eye-wash in operational position

[Link] if relevant instruments are ready for use.

[Link] / post cargo description

[Link] discharge plan

[Link] is essential that the accommodation is kept under positive pressure to prevent the entry of
Hydrocarbon Vapours – the Operation of sanitary and galley extraction fans will cause a
vacuum and therefore the air conditioning system intakes must not be kept fully closed. The
accommodation air conditioning system should be maintained on partial recirculation during
cargo operation.

[Link] that all gas detection equipment (both fixed and portable) is in operation and
calibrated with the required gases. It may, in some circumstances when loading / discharging
toxic / flammable cargoes, be necessary to organize gas checks of some deck areas at regular
intervals with portable gas detection equipment. Check that sufficient Toxic gas detectors are
on board

[Link] cargo instrumentation, such as temperature, pressure gauges and portable gauging
equipment in use, are calibrated as applicable.

[Link] that cargo tank vent systems are drained and empty

[Link] that cargo line systems are free from blockage and cargo

[Link] for any solidification / sedimentation in cargo tanks (especially with Veg Oil and
animal oils.

[Link] cargo pumps and purge cofferdams of submerged cargo Pumps

[Link] & Antidotes ready

[Link] gears & lights for vegetable oil ready

[Link] cleaning equipment & gear ready