PHASE 1 – CARGO WORK

Outline knowledge of Tanker Operations :

Define
- Crude oil,
- Refined products,
- Spiked crude,
- Sour crude,
- Reid vapour pressure,
- Upper and lower flammable limits
- Pour point
Explain
- Flammability diagram
- TLV
- Tanker arrangement (tanks, pump rooms, slop tanks, cofferdams, deep tanks)
- Cargo piping system (Free flow, Ring main, Direct)
- Cargo pumps (Centrifugal, Reciprocating, Eductors)
Explain
- Contents and application of the ISGOTT
Oil tanker operations and related pollution-prevention regulations:
Define
- Segregated ballast,
- Clean ballast,
- Dirty ballast,
- Slop tank,
Describe with sketch
- Inert gas system,
- PV valve
- PV breaker
Describe
- Hazards involved in COW,
- Cleaning, purging and gas freeing procedures
List
- Items of pre-arrival checklist
- Items of COW checklist
Describe
- Loading and discharging operations on a tanker.
- Procedure for man entry in enclosed spaces on tanker
Explain
- The use of O2 analyser, Explosimeter, Tank scope, Draeger tubes
PHASE 1 – CONSTRUCTION
Surveys, certification & dry-docking:
- Conditions Assessment Scheme (CAS)
- Condition Assessment Programme (CAP)
 TANKER NOTES FOR PHASE 1
DEFINE FOLLOWING :
CRUDE OIL
Crude oil means any liquid hydrocarbon mixture occurring naturally
in the earth whether or not treated to render it suitable for transportation

REFINED PRODUCTS
• Refined petroleum products are derived from crude oils through
processes such as catalytic cracking and fractional distillation.
• Examples of refined petroleum products : Gasoline, Kerosene, Diesel,
Jet Oil, Fuel Oil, Lubricating Oil etc.

SPIKED CRUDE
• A crude oil blended with a liquefied gas or condensate is called
Spiked Crude Oil.

SOUR CRUDE
• Sour crude oil is the term used to describe crude oil which contains
appreciable amounts of hydrogen sulphide and/or mercaptans.
• Some crudes are naturally high in sulphur. If there is more than 2.5%
sulfur present, they are called 'sour' crudes.

REID VAPOUR PRESSURE

• Reid Vapour Pressure (RVP) is the vapour pressure of a liquid
determined in a standard manner in the Reid apparatus at a
temperature of 37.8ºC and with a ratio of gas to liquid volume of 4:1.
• It is used for comparison purposes only.
TRUE VAPOUR PRESSURE (TVP)
• It is the absolute pressure exerted by the gas produced by evaporation
from a liquid when gas and liquid are in equilibrium at the prevailing
temperature and the gas liquid ratio is effectively zero.

UPPER AND LOWER FLAMMABLE LIMITS

• Upper Flammable Limit (UFL)
The concentration of a hydrocarbon gas in air above which there is
insufficient oxygen to support and propagate combustion.
• Sometimes referred to as Upper Explosive Limit (UEL).

Lower Flammable Limit (LFL)

• The concentration of a hydrocarbon gas in air below which there is
insufficient hydrocarbon to support and propagate combustion.
• Sometimes referred to as Lower Explosive Limit (LEL).

POUR POINT
• It is the lowest temperature at which petroleum oil will remain fluid.
• No matter how high the pour point, heating the crude above its pour
point guarantees successful pumpability.

CLOUD POINT
• The Cloud Point temperature of a crude oil may be defined as the
temperature at which the waxes in the oil change from their liquid
phase and become suspended, partially solidified particles within the
bulk of the remaining cargo.
• In other words, it is the temperature at which a phase separation is
created within the oil.
• The temperature of the cargo to be used for crude oil washing should
exceed its Cloud Point temperature by at least 10°C and should only
be used once in a "closed cycle" washing programme.
 EXPLAIN FOLLOWING :
FLAMMABILITY DIAGRAM
ADB - Hydrocarbon gas/air mixture (No Inert Gas Content)
CDE – Flammable Envelope
C – Lower Flammable Limit (LFL) (1% by volume)
D – Upper Flammable Limit (UFL) (10% by volume)
E – Minimum O2 required for combustion (~11% by volume)

Note
LINE AB
• The line AB represents the condition when no inert gas is present in
the mixture and there are purely air and hydrocarbon gas vapours
(arising out of the oil stored in the tank).
• Line AB and the flammable range in this condition is the straight line
between C and D on the line A and B. Anything above D and below
C is safe.
• The region towards the left hand side of the line AB represents inert
gas addition.
• Tilt of line towards left is because of relative decrease in Oxygen
content when Hydrocarbon content is increased.
FLAMMABLE ENVELOPE
• A hydrocarbon gas/air mixture would only be flammable when the
respective percentages of hydrocarbon gas and oxygen lie within the
FLAMMABLE ENVELOPE.
• On left side of line AB, as the inert gas content increases, the oxygen
& hydrocarbon content reduces. Accordingly, the flammable range
decreases in proportion with it. The lower flammable range
progresses along the line CE while the upper flammable limit
decreases rapidly along the line DE. Finally both these lines merge at
point E.
• Thus, when there is about 11.5% oxygen by volume, the flammable
range ceases to exist due to insufficient O2 to support combustion.
THE LOWER AND UPPER FLAMMABLE LIMITS
• LFL & UFL of oil cargoes carried in tankers can, for general
purposes, be taken as 1% and 10% by volume respectively

NON-FLAMMABLE AREA
• The areas outside “flammable envelope” are safe with respect to
flammability. They are marked as “inert”, “too lean” or “too rich”
TLV
Threshold Limit Value (TLV)
• Airborne concentrations of substances under which it is believed that
nearly all workers may be exposed day after day with no adverse
effect.
• TLVs are advisory exposure guidelines, not legal standards and are
based on industrial experience and studies.

There are three different types of TLVs:

• Time Weighted Average (TLV-TWA) – The airborne concentration
of a toxic substance averaged over an 8 hour period, are usually
expressed in parts per million (ppm).
• Short Term Exposure Limit (TLV-STEL) – The airborne
concentration of a toxic substance averaged over any 15 minute
period, usually expressed in parts per million (ppm).
• Ceiling (TLV-C) – The concentration that should not be exceeded
during any part of the working exposure.
TANKER ARRANGEMENT (TANKS, PUMP
ROOMS, SLOP TANKS, COFFERDAMS, DEEP
TANKS)

Tank layout of a crude oil tanker:

VALVE & LINES ARRANGEMENT ON A TANKER

Picture shows the main deck layout of a Product tanker (capable of carrying 4 grades of oil):
The same tanker – with the tank layout

And part of the pump room layout of the same tanker.

CARGO PIPING SYSTEM (FREE FLOW, RING
MAIN, DIRECT)
Basically following systems of pipelines are found on tankers:
• Ring Main System
• Direct line system
• Single line to Single tank system (Chemical/Product ship)
• Free Flow system

1. RING MAIN SYSTEM

DETAILS :

1. It is generally of a square or circular layout.

2. It is used mostly on product tankers, as segregation of cargo is required.
3. The system is expensive because more piping and extra number of valves are used.
4. However if the vessel is carrying many grades of cargo, the advantages compensate for the extra
cost of the original outlay.
 2. DIRECT LINE SYSTEM:

DETAILS :
1. This is the simplest type of pipeline system which uses fewer valves than the
others.
2. Used mainly on crude and black oil tankers where separation of oil grades is not
so important.
3. It takes oil directly from the tank to the pump and so reduces friction. This has
an effect of increasing the rate of discharge, at the same time improving the
tank suction.
4. It is cheaper to install and maintain than the ring main system because there is
less pipeline length and with fewer valves less likelihood of malfunction.

The disadvantages over the ring main system :

1. Line washing is more difficult. Since there is no circular system and the
washings must be flushed into the tanks
2. The system has fewer valves which make pipeline leaks difficult to control
3. As the system lacks versatility, there is problem with line and valve segregation
4. This system provides the vessel to carry as many grades as there are tanks. The
disadvantage is the cost factor having a multitude of pumps on board.
3. FREE FLOW SYSTEM :
1. This system is usually found on large crude carriers,
where the cargo piping is not used for the discharge of
cargo.

2. Instead, gate valves are provided on the bulkheads of

the tanks which when opened; allow the oil to flow
freely in the aft most tank and into the COP.

3. The advantages of this system are primarily the cost

factor, it allows for fast drainage and efficient means of
pumping the cargo tanks. Disadvantages are of single
crude being shipped.

4. INDEPENDENT SYSTEM:
1. This layout is not very common in the tanker trade but
is quite normal on chemical ships.

2. Independent system means that Tanker is fitted with

individual pump inside each cargo tank.

3. A single line services an individual tank through an

independent pump.
CARGO PUMPS (CENTRIFUGAL PUMPS,
RECIPROCATING PUMPS & EDUCTORS)

CENTRIFUGAL PUMPS
WHAT IS THE PRINCIPLE OF WORKING OF A
CENTRIFUGAL PUMP?
Ans.
The principle used for centrifugal pump is the centrifugal force in the
form of dynamic pressure which is generated by rotary motion of one or
more rotating wheels called the impellers.

SKETCH LAYOUT OF A CENTRIFUGAL PUMP

INSTALLATION AND LABEL IT.
Ans.
STATE THE APPLICATION / FEATURES OF A
CENTRIFUGAL PUMP
• On most tankers, the main cargo pumps are centrifugal
pumps, located at the bottom of a pump room at the after end
of the cargo tanks.

• These may have rated capacities of 1000m3/hour on medium

size tankers.

• These are powered by a drive shaft from a turbine or electric

motor located in the engine room.

• Some smaller tankers and particularly chemical or product

carriers are fitted with deep well centrifugal pumps in some or
all cargo tanks.

• While both of these pump types operate on centrifugal force

principles, their operation is quite different
STATE THE PRECAUTIONS TO BE OBSERVED WHILE
USING A CENTRIFUGAL PUMP
• The pumps must be carefully checked before starting to
ensure that their chambers are full of cargo.
• Keep discharge valve fully shut before starting the pump.
• Increase the rpm gradually and open the discharge valve.
• Confirm no unusual rise in the temperature of pump or its
casing. Also confirm no vibrations.
• As discharge proceeds, it is important to maintain a good trim
by the stern so that the pump inlet remains below the cargo
suction inlet.
• Cargo officer must know the height of the ship's bottom
framing and slow down the pump accordingly while there is
still a meter of cargo above that level.
• The pump speed control and the pump discharge valve can
then be manipulated to maintain pump suction and cargo flow
until the tank is nearly empty.
• Main cargo pumps should not be used to drain the tank. The
stripping pumps are provided for that purpose.
• Vapour/air extraction device, if fitted, should be operational
when the cargo level is low and continued till Cargo pump is
finally stopped or changed over to next tank.
 DEEPWELL PUMPS

• Deep well pumps are centrifugal pumps designed to be mounted

in the cargo tank.
• They have a special application in product/chemical carriers,
where each tank is fitted with a dedicated pump. This improves
the flexibility of the product carrier and minimizes the possibility
of contamination.
• Because the number of pumps is larger, the individual pumps
themselves are smaller and individually require less power.
• With a deep well pump installation, the need for a pump room is
eliminated, along with the hazards and complications of that
space.
• The more common method of evacuating the deep well is with an
air or nitrogen purge system. The gas is piped through a small-
bore line at the base of the pump and pushes the contents up the
main discharge riser.
• When a cargo tank is being stripped (or drained) with a deep well
pump, the pump cycles as its self-priming function is activated,
dropping speed and pitch as it fills with liquid and then increasing
in speed and pitch as is loses suction and drops the contents of its
discharge column back into the well to re-prime itself.
• Pump speed should be reduced when stripping (if speed control is
available). If the pump is powered hydraulically, it can be
regulated to any speed desired to permit maximum cargo
recovery.
RECIPROCATING PUMP
DEFINITION :
• Reciprocating pumps are those which cause the fluid to move
using oscillating pistons, plungers or diaphragms.

• These pumps are also called positive displacement pumps

because they are fitted with a system of suction and discharge
valves to ensure that the fluid is displaced in a positive
direction.

APPLICATIONS:
• These are small capacity (say 100 to 250 m3/hour capacity)
pumps which are used for stripping of lines, pumps and tanks.

• Though rated capacity is less, they can handle very high

pressures
WORKING PRINCIPLE :
The working principle can be explained by considering below
reciprocating pump:
• Assume that the intake side of the pump is connected to a
supply of liquid.

• When we move the piston to the right, lower pressure is

created in the chamber formed by the piston. Higher pressure
on the fluid outside the chamber forces fluid in through the
inlet port and fills the chamber.

• Moving the handle forward in the opposite direction forces

the fluid out. A check valve at the inlet port prevents flow
there and, since the fluid must find an outlet somewhere, it is
forced out through the discharge port.

• The check valve at the discharge port prevents the entrance of

fluid into the pump on the subsequent suction stroke.

• The back-and-forth movement of the piston in the pump is

referred to as reciprocating motion and this type of pump is
generally known as a reciprocating-type piston pump
PRECAUTIONS WHILE USING A RECIPROCATING
PUMP
• The pump should be started against partially open delivery
valve.

• The pump should never be started or operated against closed

delivery valve.

• Close monitoring of strokes must be done to prevent damage

to the pump.

• Pump must not be operated above its rated discharge pressure

• Pump shafts must be regularly lubricated if auto lubrication

system is not functional.

• OOW must be standby to stop the pump when stripping

operation is nearing completion.
COMPARISION BETWEEN THE CENTRIFUGAL
AND RECIPROCATING PUMP.

Ans.

Centrifugal Pump Reciprocating Pump

1. Flow is smooth 1. Flow is intermittent
2. Compact and 2. Comparatively needs
Need less space more space
3. Initial cost is less 3. Initial cost is 4 to 5
times more.
4. Easy Installation 4. Installation is
Difficult.
5. Low maintenance 5. High Maintenance
6. Requires Priming 6. Does not require
Priming
 CARGO EDUCTOR

WORKING PRINCIPLE
• The Eductor works on Bernoulli’s principle.

OPERATION/FEATURE OF EDUCTOR
• Eductor is operated by the drive fluid entering through the pressure
nozzle, producing a high velocity jet. Drive pressure is normally
between 8 to 10 kg/cm2.
• This jet action creates a vacuum in the suction line, which causes
liquid to flow up the body of the Eductor where it gets mixed with the
drive fluid.

USAGE ON BOARD TANKERS

• Eductor are used to empty tanks, pumps and pipelines.
• Medium size tanker are fitted with educator of rated capacity of 100
to 300m3/hour.
PRECAUTIONS WHILE USAGE
• When shutting down an Eductor, the suction valve should remain
open as this prevents the Eductor creating a vacuum on the suction
line.
• If the Eductor drive pressure falls below the designed operating
pressure, the Eductor suction valve should be closed to prevent any
backflow of the driving liquid into the tank.

ADVANTAGES
• Eductors have a low initial cost
• Eductors are self-priming
• Eductors have no moving parts
• Eductors are easy to install
• Eductors require little or no maintenance
CONTENTS AND APPLICATION OF THE ISGOTT
INTRODUCTION
The International Safety Guide for Oil Tankers and Terminals
(ISGOTT) is the standard reference work on the safe operation of oil
tankers and the terminals they serve.

CONTENTS OF ISGOTT
The Guide is now divided into four sections:
1. General Information
2. Tanker Information
3. Terminal Information
4. Management of the Tanker and Terminal Interface

APPLICATION OF 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.
• The purpose of the Guide is also to provide operational advice to
assist personnel directly involved in tanker and terminal operations
DEFINE
SEGREGATED BALLAST
• Ballast water carried into the tanks in a tanker which are completely
separated from oil cargoes and fuel oil system is called Segregated
Ballast.
• This arrangement reduces the risk of pollution .

CLEAN BALLAST
• The ballast (water) in a tank, which since oil was last carried therein,
has been so cleaned that effluent there from if it were discharged from
a ship which is stationary into clean calm water on a clear day would
not produce visible traces of oil on the surface of the water or on
adjoining shorelines or cause a sludge or emulsion to be deposited
beneath the surface of the water or upon adjoining shorelines.
• If the ballast (water) is discharged through an IMO approved oil
discharge monitoring and control system, evidence based on such a
system to the effect that the oil content of the effluent did not exceed
15 ppm shall be determinative that the ballast was clean, not
withstanding the presence of visible traces.

DIRTY BALLAST
• Ballast water that cases appearance of oil, oil derived stains or oil
stains above water or at the coast line or that creates color changes
above or under water or causes accumulation of solid materials /
emulsion in suspension when released from the vessel to water.

SLOP TANK
• Slop tank means a tank specifically designated for the collection of
tank draining, tank washings and other oily mixtures.
DESCRIBE WITH SKETCH - INERT GAS SYSTEM
MMD Question: Sketch and describe the general layout of an Inert Gas System of
an Oil Tanker.
Ans: GENERAL LAY-OUT OF IG SYSTEM

GENERAL LAYOUT OF IG SYSTEM

• Flue gas source (Boiler or IGG)
• Scrubber
• IG Blowers
• IG Pressure regulating valves
• Deck Seal
• IG Non-return valve
• Deck Isolation valve
• PV Breaker
• Mast riser (optional)
• Branch lines leading to individual tank
• PV Valve(s) inside each cargo tank.
PASSAGE OF IG FROM SOURCE TO CARGO TANK
• Flue gas isolating valves are located at the boiler/IGG uptake points,
through which pass hot, dirty gases to the scrubber and demister.

• Inside scrubber & Demister, the gas is cooled and cleaned before being
piped to blowers.

• Blowers deliver the gas through the deck water seal, the non-return valve
and the deck isolating valve to the cargo tanks.

• A gas pressure regulating valve is fitted downstream of the blowers to

regulate the flow of gases to the cargo tank.

• Liquid-filled pressure vacuum breaker is fitted to prevent excessive

pressure or vacuum from causing structural damage to cargo tanks.

• Inert gas deck main runs forward from the deck isolating valve for the
length of the cargo deck. From this inert gas main, inert gas branch lines
lead to the top of each cargo tank.
DESCRIBE WITH SKETCH - PV VALVE
MMD Question: Explain the function and maintenance of PV Valve.
OR
MMD Question: With help of neat diagram, explain working of PV Valve.
OR
MMD Question : Describe with a sketch – High Velocity valve.
Ans :
• Function : A pressure/vacuum (P/V) valve is designed to release and/or let in
pressure to protect the cargo tank from pressure or vacuum
exceeding acceptable limits.
• High Velocity valve is also designed to prevent the flame passage into cargo
tanks.
• High velocity valve outlet must be at least 2 m above the cargo tank deck level
with a vertical efflux velocity of at least 30 m/s.
• Working : Working can be easily understood looking at below cross section
diagram.
• Maintenance : The P/V-valve must be looked after due to the possibility that
they may get clogged if left without maintenance. Always be sure that the P/V-
valve is working before commencement of loading/discharging.
Note : 1. Flame speed varies from 7.5 m/sec in air to 20m/sec in pipes.
DIAGRAM :
VACUUM SIDE
PRESSURE SIDE

TANK SIDE
DESCRIBE WITH SKETCH - PV BREAKER
MMD Question : Describe with a sketch - PV Breaker.
Ans:
• The pressure/vacuum breaker is fitted on the inert gas deck main.
• The purpose of the pressure/vacuum breaker is to safeguard against
over-pressurization or under-pressurization of the cargo tanks.
• PV Breaker requires little maintenance.
• Will operate at the required pressure only if they are filled to the
correct level with liquid of the correct density
• Normally, suitable freshwater/glycol mixture should be used to
prevent freezing in cold weather.
CRUDE OIL WASHING
MMD Question : What are the advantages & disadvantages of
C.O.W?

Ans:
ADVANTAGES OF COW
• Reduced sludge accumulation
• Increased cargo out turn
• Reduced manual cleaning
• Reduced gas freeing time

DISADVANTAGES OF COW
• Increased stay in the discharge port
• Specialized man power required
• Increased work load
• Does not eliminate water washing
• Need for additional equipments
• Increases corrosion rate inside the tank
MMD Question : Explain requirements of COW on oil tanker as per
MARPOL
Ans.
• MARPOL Annex I requires that every new crude oil tanker((ships
delivered after 1.6. 1982) above 20,000 DWT and every existing
tanker above 40,000 DWT shall be fitted with cow system.
• MARPOL Annex 1 regulation 33 states requirements for COW
system
• MARPOL regulation also require that COW installation and
arrangements should comply with all of the provisions of the
“Specifications for the Design, Operation and Control of Crude Oil
Washing Systems” adopted by IMO.
Note :
Initial resolution for the “Specifications for Design, Operation and
Control of Crude Oil Washing Systems” was A.446 (XI) which was
amended initially by resolution A.497 (XII) and later by resolution A.
897(21).
• Compliance of cow specifications to be shown in IOPP certificate.
• To comply with requirements within 1 year after first engaged in the
crude oil trade or by the third voyage carrying crude oil suitable for
washing, whichever later.
• Only fixed tank washing machines may be used for crude oil
washing.
• I.G system shall be provided in every tanker having COW
• All ships with COW must have an “Operations and equipment
manual” approved by the Administration.
• Only those cargo tanks can be ballasted that have undergone
COW. Not following the above is a contravention of the International
rules.
MMD Question : Explain requirement regarding number of tanks to be
washed.

Ans :
As per IMO Resolution A.446(11) as amended by resolution 497(12) &
897(21), following is the requirement :
1. Sufficient number of tanks needs to be washed to comply with
requirement of drafts and trim as per MARPOL Annex 1 Reg. 18
during all phases of ballast voyage.
//
a. the moulded draught amidships in metres (without taking into account any ship's
deformation) shall not be less than: dm = 2.0 + 0.02L
b. the draughts at the forward and after perpendiculars should be such that the trim by the
stern of not greater than 0.015L; and
c. in any case the draught at the after perpendicular shall not be less than that which is
necessary to obtain full immersion of thepropeller(s).
//
d. Account is taken of expected weather conditions during the upcoming
voyage so that water need not be taken in tanks which have not been
crude oil washed.
e. In addition to above considerations under subheading “1”,
approximately a quarter of all remaining number of tanks need to be
crude oil washed on rotational basis but these tanks may include those
under subheading “2”. However, no tank need to be crude oil washed
more than once in four months for purpose of sludge control.
f. Crude oil washing must not be undertaken during ballast voyage.
g. Ballast water must not be put inside the tanks which have not been
crude oil washed.
Note :
Water put inside the tanks which have been crude oil washed but not
water rinsed will be treated as “Dirty Ballast”.
MMD Question : What are the contents of C.O.W Manual?
Ans:
Following are the contents of COW Manual as per MEPC Res 3(12) as
amended by res. 81(43)
Content of Cow Manual:
Name of ship
Port of registry
Call sign
Deadweight Tonnage

Introduction

Index of Sections
• Text of revised specifications.
• Drawings of crude oil washing systems.
• Description of Crude oil washing system and operations and
maintenance equipments.
• Dangers and precautions against oil leakage.
• Use and control of inert gas.
• Precautions against electrostatic hazards.
• Personnel requirements.
• Methods of communications.
• List of crude oil unsuitable for Crude oil washing.
• Crude oil washing checklists.
• Approved methods and programmes for crude oil washing.
• Typical crude oil washing programme.
• Methods of draining cargo tanks.
• Method and procedure for draining cargo pumps and lines.
• Typical procedures for ballasting and methods of preventing
hydrocarbon emissions.
• Compliance procedure for Regulation 9 of Annex 1 of Marpol 73/78.
• Inspections and maintenance of equipments.
• Procedures for changing from crude to product.
MMD Question: List the checklist for prior, during and after Crude Oil
washing.
or
MMD Question: Give the list of items of COW checklist.

Ans. PRIOR ARRIVAL AT DISCHARGE PORT

a. COMMUNICATION
• Notify Terminal about your intension regarding COW.
• Terminal pre-arrival radio check list to comply with.
• Communication system on board must be tried.

b. EQUIPMENTS CHECK
• Fixed and portable O2 analyzing equipment tested & working.
• COW system isolated from the heater.
• Machine drive units checked.
• Valves to fixed machines shut.
• Hydrant valves blanked.
• Pressure gauges checked.
• Lines and pumps pressure tested.
• Stripping system checked

c. COW PLAN
• COW Plan must be prepared, discussed in pre-arrival meeting and posted
in prominent location(s).
• It must include responsibilities & job description.

WHILE AT DISCHARGE PORT

a. BEFORE COW
• Pre-arrival checks confirmed to be in order.
• COW plan discussed during cargo meeting between ship & shore staff.
• Communication link within vessel & shore to be established.
• Abort conditions & Procedures to be identified.
• Fixed analyzer must be calibrated prior start of Inert Gas.
• O2 content of the tanks confirmed to be below 8%.
• Positive pressure to be ensured inside the tanks.
• Responsible person assigned to check leaks.
• Drive units of machines must be readied.
• Double check on valves & lines.
• Ullage floats, if fitted, must be housed.

b. DURING COW
• Responsible person stationed on deck
• Frequent check on quality of IG & record maintained.
• Prescribed wash pressure maintained.
• Frequent checks for leaks.
• Frequent checks to confirm working of machines.
• Minimum recommended trim.
• Frequent checks & monitoring of other tanks.
• Frequent monitoring of tank draining.
• Continuous monitoring of Slop tank(s).

c. AFTER COW
• Shut all valves
• Drain COW line.
• Drain all pumps, tanks & associated pipelines.
MMD Question: A VLCC is discharging crude oil at berth, and is to proceed for dry-
docking on completion of this discharge. Describe the procedure for crude oil washing of tanks
in port on this tanker during the present discharging operation.
Ans:
The following points to be checked prior to COW operation:
• To confirm that pre-arrival Crude Oil Washing Check Lists has been complied with.
• To discuss the Discharge/COW plan with both the ship and shore staff.
• To establish the communication link within the ship & between the ship and shore.
• To check emergency stop procedure of COW and discuss the same with shore personnel.
• To check the Inert Gas System for quality of the inert gas.
• To confirm Oxygen content below 8% inside the tanks scheduled to undergo COW
operation.
• To ensure positive inert gas pressure in the tanks scheduled to undergo COW operation.
• To assign responsible personnel for deck watch.
• To set the fixed washing machines for the operation and to mount and set the portable
units.
• To check the lines and valves on deck and in the cargo control room.
• To check that the ullage gauge floats have been housed in tanks having a COW operation.

The following points to be checked during a COW operation:

• To constantly monitor the quality of inert gas.
• To constantly check the valves and lines for leaks.
• To constantly monitor the pressure in the tank washing line.
• To monitor the operation of the washing machines.
• To ensure that the set Angles & time for washing cycles are in accordance with the COW
manual on board.
• Top wash & middle wash to be planned during discharge operation in order save time.
Only Bottom wash will need to be done separately.
• To ensure the presence of a responsible officer on deck during the entire operation.
• To keep an eye on the trim of the vessel especially when bottom washing is in progress.
• To frequently check the level in the slop tank.

The following points to be checked at the conclusion of the COW operation:

• To ensure that all the valves between the discharge line and the tank washing line have
been shut.
• To drain the tank washing line of crude.
• To close all valves to the washing machines.
• To drain the cargo pumps, tanks and the pipelines.
MMD Question: Explain Hazards associated with Crude Oil washing.
Ans.
1. Mixtures of crude oil and water :
o Such mixture can produce an electrically charged mist if used for
COW operations.
o The use of "dry"· crude oil for COW is important in order to avoid
electrically, charged mists sometimes produced by a crude oil and
water mixture.
o Before washing begins, any tank which is to be used as a source of
crude washing fluid should be partly "de-bottomed" to remove
settled water.
o The discharge of a layer at least one meter thick (from the bottom)
is necessary for this purpose.
2. Accumulation of Explosive Gases :
o Crude oil washing introduces dangers due to the accumulation of
explosive gases in the cargo tanks as the cargo is offloaded.
o This is why an inert gas system must always be used when crude oil
washing is carried out.
3. Tank washing Heater :
a. If the tank washing water heater is fitted outside the engine
room, it must be blanked-off during crude oil washing to prevent
oil from flowing through it.
4. Generation of hydrocarbon :
a. During crude oil washing, hydrocarbon gas is generated within
the cargo tanks beyond normally existing levels.
b. Subsequent ballasting of such cargo tanks could lead to
considerable hydrocarbon gas being expelled to the
atmosphere.
5. Leakage from the Washing System: a).Can lead to oil pollution.
b). Can lead to release of poisonous/harmful gases.
MMD Question: With help of neat diagram, explain working of COW
Machine.
Ans:

Working:
• Automated tank cleaning machines work in a manner similar to
an irrigation sprinkler.
• Crude Oil or water forced through a jet nozzle rotates the nozzle.
• The nozzle's rotation moves the machine through a cleaning pattern.
• Programmable knobs are used to choose machine’s desired operating
angle range.
• Varying sound pattern of water striking inside the tank as observed on
deck and also changing Angle on angle indicator indicate working status
of machines.
MMD Question: Explain the function and maintenance of COW Machine.
Ans:
Function of COW machine:
• COW machines are installed on board crude oil tankers.
• Besides Crude Oil washing, they are also used during water washing of
tanks.
• This significantly reduces need for manual cleaning of a cargo tank.

Maintenance of COW machine:

• Tank washing machines should be examined, at regular intervals, for
checking damage and ensuring freedom of movement.
• Renewal of grease or Lube Oil on top unit must be carried out as per
Manufacturer’s manual.
• Hand cranking to ensure all parts moving freely at regular intervals as per
the Manufacturer’s manual.
• Sufficient spare machines or parts should be carried to provide for
replacement of damaged units.

NUMBER & LOCATION OF WASHING MACHINES IS

GOVERNED BY THE FOLLOWING REGULATIONS OF
MARPOL ANNEX 1
• 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
CLEANING, PURGING AND GAS FREEING PROCEDURES
TANK CLEANING OPERATION
MMD Question : List down the procedures & precautions to be observed
while tank cleaning in too lean atmosphere.
Ans.
Following procedures & precautions need to be observed:
BEFORE WASHING
• The tank bottom should be flushed with water and stripped.
• The piping system, including cargo pumps, crossovers and discharge lines,
should also be flushed with water.
• Tank should be ventilated to reduce the gas concentration of the atmosphere
to 10% or less of the Lower Flammable Limit (LFL).
• Mechanical ventilation and gas testing should continue during washing.
• If portable washing machines are used :
o All hose connections should be made up and tested for electrical
continuity before the washing machine is introduced into the tank.
o Connections should not be broken until after the machine has been
removed from the tank.
DURING WASHING :
• Washing should be discontinued if the gas concentration rises to 50% of the
LFL. Washing may be resumed when continued ventilation has reduced the gas
concentration to 20% of the LFL and has maintained it at or below that level
for a short period.
• The tank should be kept drained during washing. Washing should be stopped
to clear any build-up of wash water.
• Re-circulated wash water should not be used for tank washing in this
atmosphere.
• Use of Heated Wash water :
o If the wash water temperature is 60ºC or less, washing should be
discontinued if the gas concentration reaches 50% of the LFL.
o If the wash water temperature is above 60ºC, washing should be
discontinued if the gas concentration reaches 35% of the LFL.
Note : Washing in an ‘Over Rich’ Atmosphere should not be carried out
MMD Question : Describe how empty cargo tanks which are in inert condition are cleaned and
made gas free on a very Large Crude Carrier prior to proceeding to dry docking repairs under
statutory/class requirements.
Ans :
TANK CLEANING:
• All tanks will need to be crude oil washed at last discharge port. Water wash will normally
be carried out on departure from last discharge port.
• Before each tank is water washed, the oxygen level must be determined to ensure that it
does not exceed 8% by volume.
• The oxygen content and pressure of the inert gas being delivered during the washing
process should be continuously recorded.
• If during washing, the oxygen level in the tank exceeds 8% by volume, or the pressure of the
atmosphere in the tanks is no longer positive, washing must be stopped until satisfactory
conditions are restored.
• During washing, tank bottom must be kept well drained. Sludge, if any, remaining at tank
bottom will need to be manually removed once tank entries are made following gas freeing
operation.
• All pumps and lines must be well flushed initially and well drained on completion of tank
cleaning operation.
• All washing must be transferred to designated tank which will need to be de-sloped prior
proceeding to dry-dock.

GAS FREEING:
• On Inerted ships, purging to remove hydrocarbon vapour before gas freeing is a requirement.
• Tanks are said to be purged once HC content is below 2% by volume.
• Once, tanks are purged, gas freeing operation commences.
• Depending upon a ship, IG Blower(s) on fresh air mode, Hydro Blower(s) and/or Pneumatic
Blower(s) are used for Gas Freeing.
• When gas freeing by fixed mechanical blowers, or purging with inert gas either by displacement or
by dilution through designated outlets, sufficiently high efflux velocities should be reached to ensure
rapid gas dispersion in any conditions.
• When gas freeing by portable blowers, it may be necessary to open a tank hatch lid to act as a gas
outlet, resulting in a low gas outlet velocity and calling for vigilance to ensure that gas does not
accumulate on deck.
• Regular check must be maintained on content of Oxygen/other gases.
• A tank is said to be gas freed once Oxygen level reaches 20.8%, HC LEL below 1% and other gases
below safe level.
• If other tanks are being gas freed, then tanks which have already been gas freed must be blanked
from main IG System.
CLOSED CYCLE WASH
DEFINITION:
Procedure whereby washing liquid is re-circulated from single tank is
called “closed cycle wash”.

PROCEDURE:
• Slop tank is filled to a suitable level.
• Pump takes suction from Slop tank and its discharge is divided into
two parts, one leads to Tank cleaning line and other one drives
Eductor.
• Eductor discharge leads back to Slop tank.
• Liquid (Crude Oil/Water) from inside the tank is educted back into
Slops.
• Thus whole system works in closed loop and hence it is called
“closed cycle wash”.

OPEN CYCLE WASH

DEFINITION:
Procedure whereby washing liquid is NOT re-circulated from/to single
tank is called “open cycle wash”.

PROCEDURE:
• When crude oil has been partially discharged from a tank, during
discharge operation of Crude oil, part discharge may be bleeded into
the Tank cleaning line.
• Thus Top and middle part of the tank can be crude oil washed
simulataneously with bulk discharge resulting in saving of time.
• Open cycle wash is also applicable for water washing.
OPEN CYCLE WASH V/S CLOSED CYCLE WASH
ADVANTAGE OF CLOSED CYCLE WASH
1. Less wash liquid is required in case of closed cycle wash.
1. If liquid is not discharged ashore, then larger tank(s) are required for open cycle washing
than for washing in the re-circulation mode.

DISADVANTAGE OF CLOSED CYCLE WASH:

1. Closed Cycle washing requires more time as compared to Open cycle washing.
2. Less cleaner wash results when using “Closed cycle wash”.

ADVANTAGE OF OPEN CYCLE WASH

1. Open Cycle washing saves overall time for crude oil washing since Top and middle Crude
oil wash cycle can be completed during bulk discharge itself. Hence, separate time is required
for bottom wash only.
2. More cleaner wash results when using “Open cycle wash” due to fresh washing liquid.

DISADVANTAGE OF OPEN CYCLE WASH:

1. More wash liquid is required in case of open cycle wash.
2. If liquid is not discharged ashore, then larger tank(s) are required for open cycle washing
than for washing in the re-circulation mode.

Note :
1. Normally on ship, both the methods are employed in combination.
2. Open cycle method is used to carry out “top cycle” and “middle cycle” while closed cycle is
used for “bottom cycle”

LOAD ON TOP
• During the 1960s the load on top approach began to be adopted.
• On a crude oil tanker, the mixture of cleaning water and residue is pumped into a slop tank
and allowed to separate into oil and water during the journey.
• The water portion is then discharged, leaving only crude oil in the slop tank.
• This crude oil from slop tank can either remain there or pumped into the main tanks.
• At the loading terminal fresh crude oil is then loaded on top of it.
• The main beneficiary is the environment. Some experts believe that without load on top the
amount of oil being dumped into the sea as a result of tank cleaning could have reached
more than 8 million tons a year.
DESCRIBE LOADING AND DISCHARGING OPERATIONS ON
A TANKER.
LOADING OPERATIONS
MMD Question: What precautions will you observe while loading crude oil
having very high concentration of Hydrogen Sulphide?
Ans.
All personnel should be familiar with the following precautions when handling
cargoes containing high concentrations of hydrogen sulphide.

VAPOUR MONITORING:
- Exposure levels in work locations should be monitored by using suitable
Instruments.
- Detector tubes should be used if it becomes necessary to monitor a known
high concentration.
- Cargo tanks should be monitored prior to, during and after loading. If H2S has
been detected, the tank should be periodically tested.
- Bridge, control room, accommodation and engine spaces ventilation systems
should be operated as far as possible to prevent H2S vapours entering these
spaces.
- The use of personal H2S gas monitoring instruments for personnel engaged in
cargo operations is strongly recommended. The alarms should be set at a
value not exceeding 10 ppm and preferably at a value of 5 ppm.

PERSONAL PROTECTIVE EQUIPMENT (PPE)

- Procedures should be defined for the use of respiratory protective
equipment, when concentrations of vapour may be expected to exceed the
TLV-TWA (5 ppm by volume in air).
- Consideration should be given to providing Emergency Escape Breathing
Devices to personnel working in hazardous areas. Personnel should be
instructed to don their EEBD should their alarm activate and immediately leave
the area to an upwind location.
- Self-contained breathing apparatus should always be worn if it is considered
necessary to breach the integrity of the cargo system and a vapour free
atmosphere cannot be guaranteed

COMPANY AND TERMINAL PROCEDURES

- The tankers Safety Management System (SMS) and the terminals
Operations Manual should contain instructions and procedures to ensure safe
operations when handling cargoes that are likely to contain H2S.

THE FUNCTIONAL REQUIREMENTS

These should include, but not be limited to, the following:
- Training of all crewmembers in the hazards associated with H2S and the
precautions to be taken to reduce the risks to an acceptable level;
- Safe operating procedures for all operations;
- Gas testing/atmosphere monitoring procedures;
- Maintenance procedures for cargo related systems;
- PPE requirements;
- Contingency planning;
- Emergency response measures;
- Measures to protect visitors from exposure.

MMD Question : You are a Chief Officer of a Crude Oil Tanker. Explain in
proper sequence, the procedure of preparation and then loading operations of a full
cargo of Crude Oil.
Ans :

GENERAL
• All cargo operations must be carefully planned and documented well in
advance of their execution.
• The details of the plans must be discussed with all concerned personnel, both
on the ship and at the terminal.
• The responsibility for safe cargo handling operations is shared between the
ship and the terminal

BEFORE LOADING
• Emergency Shutdown Plan : An emergency shutdown procedure, and alarm,
should be agreed between the ship and the terminal and recorded on an
appropriate form.
• A responsible officer must be on watch and sufficient crew on board to deal
with the operation and security of the tanker.
• A continuous watch of the tank deck must be maintained.
• The agreed ship to shore communications system must be maintained in good
working order.
• Before commencement of any loading or discharging operation, the ship’s
cargo pipelines and valves should be set as per the required loading plan by a
responsible officer and checked, independently, by other personnel.
• Joint Agreement on Readiness to Load: Before starting to load cargo, the
responsible officer and the terminal representative must formally agree that
both the tanker and the terminal are ready to do so safely.

COMMENCEMENT OF LOADING ALONGSIDE A TERMINAL

• Whenever possible, the initial flow should be by gravity, at slow rate and to a
single tank.
• The shore pumps should not be started until the system has been checked and
the ship advises that cargo is being received in the correct tank(s).
• When the pumps have been started, the ship/shore connections must be
checked for tightness until the agreed flow rate or pressure has been reached.

PERIODIC CHECKS DURING LOADING

• The ship should monitor and regularly check all full and empty tanks to
confirm that cargo is only entering the designated cargo.
• The ship should check tank ullage hourly and calculate a loading rate.
• Cargo figures and rates should be compared with shore figures to identify any
discrepancy.
• Trim and relevant stability information should be checked against the Loading
plan to confirm that all safe limits are adhered to. Any discrepancies should be
immediately reported to the responsible officer.
• The ship should carry out frequent inspections of the cargo loading deck and
pump room to check for any leaks.
• Over-side areas should likewise be regularly checked.
• During darkness, where safe and practical, the water around the vessel should
be illuminated.
TOPPING OFF ON BOARD THE TANKER
• The ship should advise the terminal when the final tanks are to be topped off
and request the terminal, in adequate time, to reduce the loading rate
sufficiently to permit effective control of the flow on board the ship.
• After topping off individual tanks, master valves should be shut, where
possible, to provide two valve segregation of loaded tanks.
• The ullage of topped-off tanks should be checked from time to time to ensure
that overflows do not occur as a result of leaking valves or incorrect
operations.
• The number of valves to be closed during the topping off period should be
reduced to a minimum.

CHECKS AFTER LOADING

• All valves in the cargo system closed
• Appropriate tank openings closed and
• Pressure/Vacuum relief valves correctly set.

DISCHARGING OPERATIONS
GENERAL
• All cargo operations must be carefully planned and documented well in
advance of their execution.
• The details of the plans must be discussed with all concerned personnel,
both on the ship and at the terminal.

BEFORE DISCHARGING
• Emergency Shutdown Plan: An emergency shutdown procedure and
alarm should be agreed between the ship and the terminal and recorded
on an appropriate form.
• A responsible officer must be on watch and sufficient crew on board to
deal with the operation and security of the tanker.
• A continuous watch of the tank deck must be maintained.
• The agreed ship to shore communications system must be maintained in
good working order.
• Before commencement of any discharging operation, the ship’s cargo
pipelines and valves should be set as per the required discharging plan
by a responsible officer and checked, independently, by other personnel.

COMMENCEMENT OF DISCHARGE ALONGSIDE A TERMINAL

• Shore valves must be fully open to receiving tanks before the tanker’s
manifold valves are opened.
• Tanker’s manifold valves should not be opened until an adequate
pressure has been developed by the pumps.
• Discharge should start at a slow rate and only be increased to the agreed
rate once both parties are satisfied that the flow of oil to and from
designated tanks is confirmed.

PERIODIC CHECKS DURING DISCHARGE

• Ship should monitor and regularly check all full and empty tanks to confirm
that cargo is only leaving the designated cargo tanks.
• The ship should check tank ullage hourly and calculate a discharge rate.
• Cargo figures and rates should be compared with shore figures to identify any
discrepancy.
• Hourly record of the shear forces, bending moments, draught and trim should
be checked against the discharging plan. Any discrepancies should be
immediately reported to the responsible officer.
• The ship should carry out frequent inspections of the cargo deck and Pump
room to check for any leaks and proper operation of Pumps. Over side areas
should likewise be regularly checked.

STRIPPING AND DRAINING OF CARGO TANKS

• Selected tank to receive the draining of tanks must be monitored regularly.
Personnel should be alert to the fact that the ullage in the receiving tank will
be decreasing.
• In these circumstances, great care should be taken to avoid an overflow and
proper precautions taken in respect of any vapours emitted.
LIST ITEMS OF PRE-ARRIVAL CHECKLIST
1. Inert gas system – all alarms & trips functional
2. IGS fixed oxygen analyzer checked and calibrated
3. COP and COPT emergency stops tried out and fully functional
4. COW line pressure tested (if COW planned)
5. Main cargo lines tested to working pressure
6. Oxygen content of all cargo tanks verified to be less than 8%
7. All cargo tanks are inert, with a minimum pressure of 200 mm WG
8. Liquid level in the P/V breaker has been verified
9. Ballast water surfaces for all tanks have been checked for oil contamination
10. Tank cleaning heater isolated by blind flanges
11. Garbage area clean and garbage (if any) bagged and segregated by category
12. Pump room ventilation and lighting confirmed in satisfactory condition
13. Pump room bilge high level alarm tested
14. Pump room gas detection alarm tested
15. Pump room bilges in clean and dry condition
16. P/room sea chest valve integrity tested
17. Portable gas measuring instruments checked and re-charged
18. Cargo loading / discharging (and COW if applicable) plan prepared
19. Pre-arrival cargo operations meeting held
20. Cargo valve hydraulic system reservoir tank level confirmed normal
21. All manifold blanks fitted in place and fully bolted
22. Manifolds drip trays confirmed in clean and dry condition
23. Manifold goose neck vent and drain valves securely closed and lashed
24. Winch bed trays confirmed in clean & dry condition
25. Condition of mooring ropes / wires and tails confirmed satisfactory
26. Portable UTI tapes checked
27. Blanks in place on the overboard lines and the sea chest (where fitted)
28. Scupper plugs checked in good condition and confirmed watertight
29. Portable air diaphragm pumps checked and rigged ready for use
30. Cargo tank independent high-high level alarms tested
31. Portable hydraulic hand pump tried out and ready for use
32. Deck oil record book entries confirmed up-to-date
33. Engine room bilges in clean and dry condition
34. Bilge, sludge and waste oil tanks confirmed with sufficient free space
35. Engine oil record book entries confirmed up-to-date

PROCEDURE FOR MAN ENTRY IN ENCLOSED SPACES ON TANKER

An enclosed space is defined as a space that has the following characteristics:
• Limited openings for entry and exit
• Unfavourable natural ventilation
• Not designed for continuous worker occupation

All spaces listed below must be considered as being potentially hazardous, and entry of
personnel can be permitted only when the instructions in this section have been complied with
and an appropriate enclosed space entry permit has been issued.
• Cargo / ballast / bunker Tanks,
• Cofferdams, Duct keels & Void spaces,
• Boilers, Main Engine Crankcase, scavenge space and exhaust manifold.
• Inert gas scrubbers, trunkings, pipelines, or fittings connected to any of these.

Procedures for entry into enclosed space:

• Hazards that could be encountered by personnel in the enclosed space must be
identified.
• A contingency rescue plan must be planned prior to the enclosed space entry
 • The procedures for entry into enclosed spaces must be fully complied with.
• If cargo compartment is to be entered, then it must be empty, washed and gas-freed.
• All tank valves must be verified closed by the officer in charge, locked and tagged to
prevent accidental opening during tank entry.
• Valid enclosed space entry permit must be issued.
• Any enclosed space must be thoroughly ventilated prior to personnel entry and
continuous ventilation shall be provided whilst personnel are in an enclosed space.
• Oxygen content must be more than 20.8% and LEL below 1%.
• A responsible person (the "Link man") shall be stationed immediately outside the space
to be entered to observe the personnel within the space, and assist in maintaining
communication with the Officer of the Watch.
• Rescue Equipments shall be positioned immediately outside the space to be entered
• Adequate safe lighting is to be provided at all working areas and access
• Enclosed Space Entry Permit is valid only when it is fully completed and signed
o Part 1 is completed by the designated Officer-in-Charge. It mainly relates to the
pre-entry checks to be undertaken
o Part 2 is completed by a number of personnel. It covers any special conditions
identified for the entry, the authorisation allowing the entry, the verification by
those entering the space that they are satisfied with the conditions and precautions
taken for their safe entry and finally a section which records the cancellation of
the permit
• The person, who makes the initial entry into the enclosed space, shall carry an EEBD.
• Prior to each entry and after each exit, the personnel shall inform the CCR / Bridge /
ECR as applicable, where the Officer of the Watch shall record the time and names of all
personnel entering and exiting the respective space in the Enclosed Space Entry Log.

EXPLAIN THE USE OF O2 ANALYSER

It is normally used to determine whether an atmosphere is Inerted (Oxygen less
than 8%) or safe for entry(Oxygen content 21%)

The three most common types of Oxygen analysers use following sensors:
• Paramagnetic sensors,
• The electrolytic sensors and
• Selective chemical absorption liquids.

Principle of Oxygen analysers with Paramagnetic Sensors

• These meters work on the principle that oxygen is strongly paramagnetic
whereas most other common gases are not.
• In this way, the presence of oxygen can be determined in a wide variety of
gas mixtures.
• Paramagnetic type of oxygen analyzer has a sample cell. In this device, a
lightweight body is suspended in a magnetic field. When a sample gas is
drawn through the cell, the suspended body experiences a torque
proportional to the magnetic susceptibility of the gas. An equal and opposing
torque is produced by an electric current passing through a coil wound
 around the suspended body. The equalizing current is a measure of the
magnetic susceptibility of the sample, i.e. related to its oxygen content.

Principle of Oxygen analysers with Electrolytic Sensors :

• Electrolytic Sensors determine the oxygen content of a gas mixture by
measuring the output of an electrolytic cell.
• In this device, oxygen diffuses through a membrane into the cell causing current
to flow between two special electrodes separated by a liquid or gel electrolyte.
• The current flow is related to the oxygen concentration in the sample, and the
scale is arranged to give a direct indication of oxygen content.

Principle of Oxygen analysers with Selective Chemical Absorption Liquids :

• Selective Chemical Absorption Liquids are used in this type of analyzer.
• A known volume of sample gas is brought into contact with a liquid that absorbs
oxygen causing a volume change in the liquid.
• The relationship of this volume change to the original volume is a measure of
the oxygen content of the sample.
• The use of this type of analyzer for checking the condition of the ullage space in
a loaded compartment is not recommended because of the effect of high
concentrations of hydrocarbon gases on the reagents.
EXPLAIN THE USE OF EXPLOSIMETER
This equipment is used for measuring hydrocarbon gases up to 100% LEL.
Operating Principle
1. The sensing element of a CFCG Indicator is a catalytic metal filament heated by an
electric current. The CFCG scale is graduated in % LFL.
2. This meter relies on the presence of oxygen (minimum 11% by volume) to operate
efficiently and for this reason flammable gas monitors should not be used for measuring
hydrocarbon gas in inert atmospheres.
3. When a mixture of hydrocarbon gas with air is drawn over the filament, the gas oxidizes
on the hot filament and makes it hotter. This increases the resistance and the change of
resistance provides a measure of the concentration of hydrocarbon gas in the mixture.
4. The difference in temperature compared to the compensator element is shown as % LFL.
EXPLAIN THE USE OF TANK SCOPE
1. A Tankscope is a device used for measurement of hydrocarbon gas content in a
sample of given atmosphere.
2. This instrument is meant for measuring the hydrocarbon vapor in inerted
atmospheres.
3. The reading is only in percentage of the volume of the hydrocarbon vapor

Operating Principle
1. The sensing element of this instrument is a non-catalytic hot filament.
2. It works on the same principle as that of an explosimeter except that the gas does not oxidize
inside the sample chamber.
3. There is an alteration in the temperature of the heated filament due to composition of surrounding
gases which determines the rate of loss of heat from the filament, and hence its
temperature and resistance.
4. The change in the resistance of the sensor filament is shown by a deflection on the
meter.
5. The meter gives a direct reading of % volume hydrocarbons.

EXPLAIN THE USE OF DRAEGER TUBES

• Chemical Indicator Tubes are used to measure very low concentrations of
toxic gases on board tankers.
• The detector tube is like a vial filled with reagent that will react with the specific
chemical / gas to give a visible indication of the concentration of that gas.
• An extension hose is provided to measure the concentration of vapor present at
a different height.
• We have to insert the hose with the pump and the tube is connected to the
other end of the hose.
 CAS AND CAP

MARPOL’s Condition Assessment Scheme (CAS)

• CAS is a mandatory statutory survey scheme that Category 2 and Category 3 (non-double
hull) oil tankers must satisfactorily complete (with no outstanding recommendations) by 15
years of age or by the first intermediate or renewal survey due after 5 April 2005, which ever
occurs later, in order to trade to their respective phase out date as per MARPOL.
• CAS is required to be conducted in conjunction with, the mandatory Enhanced Survey
Program (ESP) and builds upon ESP by requiring additional thickness measurements and
close-up surveys.
• Relative to ESP, CAS is unique in two respects:
• CAS contains very specific responsibilities and deadlines for planning the survey, which
must begin 8 months in advance of the survey’s commencement; and
• The flag Administration must review/monitor the survey and reporting process and issue
the five-year full term CAS Statement of Compliance).

ABS’ Condition Assessment Program (CAP)

• CAP is a voluntary service offered by some IACS Members. There is no complete
harmonization of the CAP programs offered by IACS Members.
• Unlike CAS, ABS’ CAP requires that a fatigue assessment be carried out.

General Summary of Differences Between CAP and ABS’ CAS

• An internal review of survey reports would need to be carried out by persons that were not
directly involved in the CAP survey;
• More extensive and “positive” reporting of conditions found would be required;
• Planning would need to start 8 months in advance of the planned CAP survey and such
planning would need to use the CAS model plan and questionnaire. This would require
greater involvement of the owner and Administration.
• A dry docking survey would be required;
• Attendance by two exclusive surveyors would be required; and
• Additional thickness measurements and close-up surveys may be necessary, depending on
the oil tanker’s age.

Note : Differences in tabular form are given on next page (Use any one method while
answering)

MARPOL’s Condition Assessment Scheme (CAS) vs Condition Assessment Program (CAP)

CAS, as amended by MEPC.112(50) CAP
Approval Criteria
• Equivalent to ESP requirements • Up to five Grades are used to identify each item
• No recommendations/conditions can exist. surveyed.
• Final Report shall be reviewed internally by ABS • Survey is not limited to hull structure and extends to
personnel not engaged in any way whatsoever with machinery, equipment and cargo handling
 the CAS Survey or Planning Document
• Review of Final Report and issuance of CAS
Certificate is by the Flag State

Reporting
• Positive reporting required (if no defects are found, it • Extent of reporting is generally in check sheet format
shall be so stated). and is not as extensive as CAS, except for the
• Itemized list of findings is to provide an auditable trail. amount of photographs.
• Locations in each space where close-up surveys and
gaugings were carried out must be identified.
• The location, description and extent of cracks,
buckling, corrosion (grooving/pitting), coatings,
anodes and indents must be reported.
• Location, method and extent of repairs and items to
be kept under observation are to be identified.
• Sufficient photos to represent the general condition of
each space must be taken to supplement the report.
Time Schedule
• Must be aligned with Intermediate or Special Survey. • Can be carried out at any time.
Survey Planning
• A rigid planning schedule, starting 8 months prior to • The owner, in cooperation with ABSG, is to work out a
survey commencement, must be met. survey program in advance.
• The owner must complete the Survey Planning • Survey planning meeting is to be documented.
Questionnaire concerning the history of tank cleaning,
use of IGS, and cargo/ballast carried as well as
reports of structural inspections, SMS audits carried
out by the Company and RO and PSC records.
• Survey Plan, with minimum specific contents, must be
agreed by owner and class
• Conditions for Survey
• Must include dry dock survey • Dry dock survey or under water inspection while afloat
• Minimum safe access provisions, including means of is acceptable.
communication and conditions for rafting are • Minimum safe access provisions refer to TSCF Guide
specified. and are therefore consistent with CAS as are
• Two qualified exclusive surveyors to carry out survey conditions for rafting.
• Two surveyors are required, but they need not be
exclusive surveyors
• Prior to commencement of survey no repairs should
have to be done to hull and machinery.
Internal Exam
• All cargo and ballast tanks • All cargo and ballast tanks