Some of these procedures may form part of the onboard maintenance plan.
This question will only be allocated where HVPQ question 9.33.3 has been answered as yes.
['Sight, and where necessary review, company procedures for the use of the safety equipment, including SCBAs, required by the IBC Code.', 'Review the records of inspection and testing of the SCBAs forming part of the safety equipment required by the IBC.', "Where the annual testing of the SCBA’s had been completed by an ‘expert’ member of the crew, review: o The records of the last annual service and verify that a copy of the manufacturer 's training course certificate for the specific type of SCBA carried on board was retained for the crewmember who performed the service. o The specialist equipment required by the manufacturer to conduct the annual servicing.", 'Inspect at least one set of safety equipment required by the IBC Code.', 'Interview the accompanying officer to verify their familiarity with company procedures for the use of the safety equipment, including SCBAs, required by the IBC Code.
Expected Evidence', 'Company procedures for the use of the safety equipment, including SCBAs, required by the IBC Code.', 'Records of inspection and testing of the SCBAs forming part of the safety equipment required by the IBC.', 'Evidence that the protective suits were suitable for: o All chemicals listed on the certificate of fitness identified under column ‘o’ in the table of chapter 17 of the IBC code. o Use in a flammable atmosphere.', "Where annual testing of the SCBAs had been conducted by an 'expert' member of the crew, a copy of the manufacturer's training course certificate for the specific type of SCBA carried on board for the crewmember who performed the service.
Potential Grounds for a"]
These procedures may refer to or form part of the Procedures and Arrangements (P&A) Manual, the Cargo System Operation Manual and/or the approved cargo handling plans.
['Sight, and where necessary review, the company procedures for the safe carriage of propylene oxide (PO), ethylene oxide (EO) and PO', 'EO mixtures.
Page 173 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Review the approved cargo handling plans and the P&A Manual.', 'If the vessel has loaded propylene oxide (PO), ethylene oxide (EO) or PO', 'EO mixtures within the last 12 months, review: o Segregation certification issued by the appropriate shore authority prior to loading. o Records of the last 3 cargoes carried prior to the PO/EO. o Cargo tank inspection records for tanks used for PO/EO. o Records of tank cleaning prior to loading PO/EO. o Records of monitoring cargo tank pressure and oxygen content. o Records of mo nitoring hold spaces for PO/EO leakage and oxygen during the voyage.', 'If the vessel is carrying propylene oxide (PO), ethylene oxide (EO) or PO', 'EO mixtures at the time of the inspection: o Inspect the seals on the blanks in the pipeline system. o Verify the wa ter', 'spray system is fully operational and ready for immediate use.', 'Interview the officer responsible for cargo operations to verify their familiarity with the company procedures for the safe carriage of propylene oxide (PO), ethylene oxide (EO) and PO', 'EO mixtures.
Expected Evidence', 'The company procedures for the safe carriage of propylene oxide (PO), ethylene oxide (EO) and PO', 'EO mixtures.', 'Approved cargo handling plans.', 'P&A Manual.', 'The Cargo System Operation Manual, where provided.', 'Segregation certification issued by the appropriate shore authority prior to loading.', 'Records of the last 3 cargoes carried prior to the PO/EO.', 'Cargo tank inspection records for tanks used for PO/EO.', 'Records of tank cleaning prior to loading PO/EO.', 'Records of monitoring cargo tank pressure and oxygen content.', 'Records of monitoring hold spaces for PO/EO leakage and oxygen during the voyage.
Potential Grounds for a']
Some or all of these procedures may be contained in the vessel’s maintenance plan and/or Cargo System Operation Manual.
['Sight, and where necessary review, the company procedures that defined the operation, inspection, maintenance and testing of the vessel’s cargo transfer emergency shutdown (ESD) systems.', 'Sight and review the checklists used to test the ESD system before the most recent cargo operation.', 'Sight and review the checklists used to verify the timing and sequencing of ESD system functions.', 'If necessary, review the records of inspections, maintenance and tests carried out contained within the planned maintenance system.', 'Review the functional flowcharts (cause', 'effect) for the ESD system.', 'Inspect the means of fire detection on the weather deck i.e. fusible plugs or area fire detection.', 'Inspect the emergency push buttons on the bridge, in the cargo control room and on deck.', 'Inspect an ESD manifold valve and verify that the connection between the ESD valve position indicator and the ESD valve actuator is intact', 'Interview the accompanying officer to verify their familiarity with: o The purpose, operation, and testing of the ESD systems. o The functional flowcharts (cause', 'effect) for the ESD system. o The ESD valve closing timings. o The circumstances in which any part of the ESD may be inhibited, the person who may authorise the inhibiting and the controls in place to ensure that the ESD system is reinstated immediately after the need to inhibit is over.', 'Interview a rating involved in cargo operations and verify their familiarity with the location of the manual ESD controls and circumstances in which t he ESD system should be manually activated.
Expected Evidence', 'The company procedures for the operation, inspection, maintenance and testing of the vessel’s ESD systems.', 'The checklist used to conduct the pre', 'arrival tests on the ESD system prior to the prev ious cargo transfer operation.', 'The checklist used to verify the timing and sequencing of the ESD system functions.', 'Records of the inspection, maintenance and testing of the vessel’s ESD systems.', 'Functional flowcharts (cause', 'effect) for the cargo ESD system.', 'The Cargo System Operation Manual(s), describing the ESD systems.
Potential Grounds for a']
The vessel operator should have developed procedures for the maintenance, setting and testing of the cargo tank high- level and overfill alarm systems, including: • The mandatory use of the alarms during all cargo tank loading, discharging and transfer operations. • Set points for all tank level alarms. • Testing procedures and frequency. • Records of testing an d maintenance to be kept. • Guidance on the operation of shipboard automatic closing valves. • Controls on overriding of overfill alarms/automatic shutdown systems. • Procedures, based on risk assessment, to enable continued cargo loading, discharge or transfer operations in the event of a failure of the cargo tank high-level or overfill alarm system, or a single alarm for an individual cargo tank.
The instructions within the manufacturer’s manuals and the vessel’s maintenance plan may form part of the procedures .
The overfill alarm system should only be overridden in exceptional circumstances, such as if the tank has been overfilled and it is necessary to bypass the overflow control system to discharge the tank.
Such systems are occasionally overridden at sea during reliquefication and in bad weather conditions. (See IGC 13.3.4 above for those pressurised vessels where these alarm systems are not required.
In older GC vessels, the overfill alarm sensor does not need to be independent of the high- level sensor) Sugge sted Inspector Actions • Sight, and where necessary review the company procedures for the maintenance, setting and testing of the cargo tank high-level and overfill alarm systems. • Sight and where necessary review the document specifying the maximum allowable loading limits for each cargo tank and product at each applicable loading temperature and maximum reference temperature. • Review the records of testing and maintenance of the cargo tank high-level and overfill alarm systems. • Inspect the alarm indi cator panels in the cargo control room or position and verify: o The panel was switched on with all cargo tanks being monitored. o The audible and visible alarms were operational. • Inspect the alarm equipment on deck including the audible and visible alarm fittings, where fitted.
Page 206 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Interview the accompanying officer to verify their familiarity with: o The company procedures for the maintenance, setting and testing of the cargo tank high-level and overfill alarm systems. o The circumstances under which the cargo ta nk high- level and overfill alarm systems or individual tanks alarms may be isolated and the safeguards to ensure they were always in operation during cargo transfer operations.
Expected Evidence • The company procedures for the maintenance, setting and testing of the cargo tank high-level and overfill alarm systems. • Records of the maintenance, testing and setting of the cargo tank high-level and overfill alarm systems. • The document specifying the maximum allowable loading limits for each cargo tank and produc t, at each applicable loading temperature and maximum reference temperature.
Potential Grounds for a
Industry Guidance OCIMF: Inert Gas Systems.
The use of inert gas for the carriage of flammable oil cargoes 4.
Guidance for the use of inert gas systems on oil tankers All vessels fitted with an inert gas system should maintain it fully functional, use it in accordance with ISGOTT guidance, and maintain cargo tanks in an inert condition at all times, except when it is necessary to be gas -free for entry.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.3 Composition and quality of inert gas SOLAS requires IG systems to deliver IG with an oxygen content in the IG main of not more than 5% by volume at any required rate of flow SOLAS also requires that IG systems keep positive pressure in the cargo tanks and that they have an oxygen content of not more than 8% (except when it is necessary for the tank to be gas free). 11.1.5.1 Inert gas operations Tankers using an IG system should maintain their cargo tanks in a non-flammable co ndition at all times: Page 4 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Tanks should be kept in an inert condition at all times, except when it is necessary for them to be gas free for inspection work, i.e. the oxygen content should be not more than 8% by volume and the atmosphere should be maintained at positive pressure. • The atmosphere within the tank should transition from an inert condition to a gas free condition without passing through the flammable condition.
In practice, this means that before any tank is gas freed it should be purged with IG until the hydrocarbon content of the tank atmosphere is below the critical dilution line. • When an oil tanker is in a gas free condition before arrival at a loading port, the tanks should be inerted before loading. 11.1.6.1 Inerting empty tanks When all tanks have been inerted, they should be kept common with the IG main and the system pressurised with a minimum positive pressure of at least 100mm Water Gauge (WG).
If individual tanks have to be separated from a common line, e.g. for product integrity, the tanks should have an alternative means of maintaining an IG blanket. 11.1.9.2 Carrying products with a flashpoint above 60 degrees C Tankers may carry petroleum products that have a flashpoint above 60 degrees C, e.g. lubricating oils, heavy fuel oils, diesel fuels, etc., without needing an IG system fitted or, if fitted, without having to keep the tanks inerted.
However, when cargoes with a flashpoint above 60 degrees C are carried at a cargo temperature higher than their flashpoint less 10 degrees C, e.g. some residual fuel oils, the tanks should be inert because they could become flammable.
If IG systems are fitted the cargo tanks sho uld be inerted where there is a possibility that the ullage space atmosphere may become flammable.
When a non-volatile cargo is carried in a tank that has not been gas freed, the tank should be inert.
ISGOTT Checks pre-arrival Ship/Shore Safety Checklist Part 1B.
Tanker: checks pre- arrival if using an inert gas system ISGOTT Checks pre-transfer Ship/Shore Safety Checklist Part 7A.
Tanker: general checks pre-transfer (item 86) ISGOTT Checks during transfer Ship/Shore Safety Checklist Part 8.
Tanker: repetitive checks during and after transfer (Items 8, 9, 11, and 86) 11.1.11 Inert Gas system failure SOLAS requires that each ship fitted with an IG system has detailed instruction manuals covering operations, safety and maintenance requirements and occupational health hazards, The International Code for Fire Safety Systems (FSS Code) states, ‘The manual shall include guidance on procedures to be followed in the event of a fault or failure of the IG system’. 11.1.11.1 Action to be taken should the Inert Gas system fail Page 5 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) If the IG system fails to deliver the required quality and quantity of IG, or to maintain a positive pressure in the cargo tanks and slop tanks, action must be taken immediately to prevent any air going into the tanks.
All cargo and/or ballast discharge from inerted tanks must be stopped, the IG deck isolating valve closed, the vent valve between it and the gas pressure regulating valve opened and immediate action taken to repair the IG system.
National and local regulations may require the failure of an IG system to be reported to the harbour authority, terminal operator and to the port and flag state administrations.
Section 12.8.3.1 gives guidance on special precautions to take if the IG system fails when loading static accumulator oils into i nerted tanks. 11.1.11.2 Follow -up action on crude oil tankers Pyrophoric iron sulphide deposits (pyrophors, see section 1.5.3) may be present in the cargo tanks of crude oil tankers.
If a tanker is carrying crude oil, the failed IG system must be repaired and restarted, or another source of IG provided before discharge from inerted tanks is resumed. 11.1.11.3 Follow -up action on product tankers Tank coatings usually inhibit the formation of pyrophors in the cargo tanks of product tankers.
If it is impracticable to repair the IG system, discharge may be resumed with the written agreement of all interested parties, as long as an external source of IG is provided, or detailed procedures are established to ensure the safety.
The following precautions should be t aken: • Consult the manual referred to in section
This plan may be integrated into the ship’s computerised planned maintenance system or may stand alone.
The plan should include the actions to be taken monthly, quarterly, annually (including testing foam concentrates) and five- yearly to ensure the system is kept in good working order and available for immediate use.
The first test of foam concentrates should be performed not more than 3 years after the date of manufacture, and after that, every year.
In addition, for protein-based alcohol -resistant (FPA R) foam concentrates a stability test should be performed prior to delivery to the ship and annually thereafter.
['Inspect the space(s) containing the deck foam system foam concentrate tanks(s), pump(s) and the system controls and verify that: control station. o The system valves were clearly identified, and the system instructions indicated their required status in the standby and operational conditions. o A copy of the foam concentrate annual test certificate indicated that it was fit for continued use. o The foam contained in the tank was certified as compatible with the cargo being carried. o The foam tank was filled to the required level', 'Review inspection and servicing data available in the space.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan, including: o The annual foam concentrate test results. o The five', 'yearly test of foam proportioners or other foam mixing devices.', 'Inspect the deck main and/or foam main, monitors, applicators and isolating valves.', 'Where safe to do so, operate a sample of isolating valves and monitors to verify that they are free to move through their full range.', 'Where the foam concentrate was not effective, or incompatible, with the cargo being carried, establish what additional arrangements had been provided and that they had been verified as being to the satisfaction of the Administration.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the deck foam system with reference to: o Extinguishing spill fires. o Precluding ignition of spilt oil, not yet ignited. o Combating fires in rupt ured tanks.', 'Interview a rating and verify their familiarity with the operation and use of foam applicators and foam monitors.
Expected Evidence', 'The vessel’s maintenance plan for the vessel’s fire protection systems and fire', 'fighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the deck foam system, including: o The annual foam concentrate test results. o The five', 'yearly test of foam proportioners or other foam mixing devices.', 'The system manual showing the quantity of foam concentrate required to be in the storage tank to meet the system design criteria.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.2.2.2 Causes of tank over pressurisation Over pressuris ation usually occurs during ballasting, loading or internal transfer of cargo or ballast.
It can be caused by one of the following: • Incorrect setting of the tank’s vapour or IG isolating valve to the vapour line or IG line. • Failure of an isolating valve to the vapour line or IG line. 11.2.2.3 Tank over pressurisation – precautions and corrective actions The best way to protect against over pressurisation is by following effective procedures: • A procedure to control the setting of the isolating valves on the vent lines.
The procedure should include a method of recording the current position of the isolating valves and a method for preventing them from being incorrectly or casually operated. • Where isolating valves are fitted to the branch line of each tank, they should be provided with locking arrangements that are under the control of the ship’s Responsible Officer. • A method of recording the status of all valves in the cargo system and preventing them from being incorrectly or casually operated. • Setting the valves in the correct position and making sure that they remain correctly set. • Restricting the operation of the valves to authorised personnel only. • Regular maintenance, pre-operational testing and operator awareness of isolating valves, P/V valves or high- velocity vents can guard against failure during operation. 11.2.2.4 Tank under pressurisation – causes The causes of under pressurisation are similar to those of over pressurisation.
Page 14 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Line and valve setting IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -2 Regulation 4 5.3.2 Venting arrangements 5.3.2.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping. 5.3.2.2 Where the arrangements are combined with other cargo tanks, ei ther 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 commen ced.
Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with regulation 11.
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals 12.3.2 Tank washing risk management All tank washing operations should be carefully planned and documented.
The potential hazards of planned tank washing operations should be systematically identified, and risk assessed.
Appropriate preventative measures should be put in place to reduce the risk to ALARP. 12.3.3 Supervision and preparation Supervision A Responsible Officer should supervise all tank washing operations.
Before starting the operation, all the crew involved should be fully briefed by the Responsible Officer on the tank washing plans and their roles and responsibilities. 12.3.4 Tank atmospheres 12.3.4.1 Inert This is a condition where the tank atmosphere is known to be at its lowest risk of explosion by virtue of the atmosphere being maintained at all times as non -flammable through the introduction of IG and the resultant reduction of the overall oxygen content in any part of any cargo tank to a level not exceeding 8% by volume while under a positive pressure.
The lowest risk comes from washing the tank in an inert atmosphere. 12.3.4.2 Non- inert Page 17 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Non-inert cargo tanks should only be washed when a combination of measures control the flammability of the tank atmosphere and sources of ignition. 12.3.6.8 Special tank cleaning procedures Steaming Steaming may only be carried out in tanks that have either been inerted or water washed, and gas freed.
Before steaming, the concentration of flammable gas should not exceed 10% of the LFL.
Precautions should be taken to avoid the build- up of steam pressure within the tank.
The static electricity precautions in Chapter 3 should be strictly observed.
Using chemicals in wash water Certain tank cleaning chemicals may introduce a toxic or flammable hazard.
Personnel should be made aware of the OEL of the product.
Detector tubes are particularly useful for detecting the presence of specific gases and vapours in tanks.
Tank cleaning chemicals t hat can produce a flammable atmosphere should only be used when the tank is inerted.
Using chemicals for local cleaning Some tank cleaning chemicals may be used to hand wipe bulkheads and blind spots, provided only a small amount is used and the personnel entering the tank observe all the requirements for entering an enclosed space.
An SDS for tank cleaning chemicals should be on board the ship before they are used.
Its advice and precautions should be followed. 12.4 Gas freeing 12.4.1 General Gas freeing is generally one of the most hazardous tanker operation, whether for entry, hot work or cargo quality control.
The cargo vapours displaced during gas freeing are highly flammable so good planning and firm overall control are essential.
The extra risk from toxic petroleum gas cannot be overemphasised and should be impressed on all personnel concerned.
All operations connected with gas freeing demand the greatest possible care.
Regional and local regulations may prohibit the release of cargo vapours when in coastal or port areas. 12.4.3 Procedures and precautions The following recommendations apply generally to gas freeing: • A Responsible Officer should supervise all gas freeing operations. • Check all local, regional and national regulations on emissions of VOC or other limits. • Notify all personnel on board that gas freeing is about to begin.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Tank cleaning IMO: ISM Code Page 18 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures for planning and documenting cargo tank cleaning operations after the carriage of volatile products that address: • Tank washing and gas freeing plans. • Risk assessment. • Record keeping requirements. • Tank washing procedures and arrangements. • The required atmosphere for tank washing. • Special tank cleaning procedures including, where applicable: o Using chemicals in wash water. o Using chemicals for local cleaning. • Managing slops retained onboard after completion of tank washing. • Tank washing a slop tank on completion of slop discharge. • Purging and gas freeing.
For all tank cleaning operations, the precautions set out in ISGOTT 12.3 Tank Cleaning must be strictly observed.
Procedures may refer to industry guidance such as: EI: HM50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products 5th edition This question will be allocated to oil tankers with an inert gas system which will be determined by HVPQ 9.15.1 answered in the affirmative.
['Sight, and where necessary review, the company procedures for planning and documenting cargo tank cleaning operations after the carriage of volatile products.', 'Review available tank cleaning plans, risk assessments, log books and records to verify compliance with company procedures.', 'Interview the officer responsible for tank cleaning operations to verify their familiarity with company procedures for planning and documenting cargo tank cleaning after the carriage of volatile products.
Expected Evidence', 'Company procedures for planning and documenting cargo tank cleaning and gas freeing operations after the carriage of volatile products.', 'Completed plans, risk assessments, log books and records for previous tank cleaning operations.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 4.5 Inert gas requirements for chemical carriers The provision and use of an inert gas system is specified by the SOLAS Convention.
To meet the SOLAS requirements for non-flammability, an inert gas system must be capable of delivering inert gas with an oxygen content of not more than 5% by volume in the inert gas main at any required flow rate.
The system must also be able to maintain a positive pressure in the cargo tanks at all times, such that the tank atmosphere has an oxygen content of not more than 8% by volume. 5.13 Inert gas systems 5.13.1 Introduction Inert gas systems on board chemical tankers can be used to: • Prevent fire and explosion by maintaining the atmosphere in the tank below the LEL; • Prevent a chemical reaction.
The IBC Code specifies that certain products must be transported under an inert atmosphere; and • Maintain cargo quality. 5.13.2 Oxygen content SOLAS regulations require an inert atmosphere to be maintained with a maximum oxygen content of 8%, although some chemical cargoes will need a lower oxygen content to be maintained.
Page 21 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 6.8.5 Maintaining an inert atmosphere during the voyage A positive pressure of inert gas should be maintained in the ullage space of an inerted cargo tank at all times in order to prevent air from entering.
If the pressure falls below the set level of the low -pressure alarm, action should be taken to repressurise the tank with inert gas.
Pressure loss is normally associated with falling air and sea temperatures.
The oxygen level in the ullage space should also be monitored regularly to ensure that it remains below 8%. 7.4.1 Inerting definitions Inerting Inerting is the displacement of air from a previously clean and gas free tank to create an inert atmosphere within the tank.
Inerting ensures the tank atmosphere is incapable of supporting combustion by reducing the oxygen content.
Inerting with nitrogen is also carried out to reduce the moisture content of the tank atmosphere for cargo compatibility and quality control reasons.
Padding Padding means filling and maintaining the cargo tank and associated piping system with an inert gas, or other gas, vapour or liquid, in order to separate the cargo fr om air.
Purging IMO defines purging as the introduction of inert gas into a tank which is already in an inert condition with the object of further reducing the oxygen content; and/or reducing the existing hydrocarbon or other flammable vapour content to a level below which combustion cannot be supported if air is subsequently introduced into the tank.
Purging utilises inert gas to reduce the concentration of hydrocarbon or other flammable vapours in the cargo tanks to less than 2% by volume.
The term purging is also used in the chemical tanker industry to describe the process of replacing the tank atmosphere in order to reduce oxygen content or dewpoint. 7.4.3 Inerting tanks containing cargo When SOLAS requirements require tanks containing cargo to be inerted before discharge (see section 4.5), inert gas should be introduced into the tank through the distribution system while venting vapours in the tank to atmosphere.
This operation should continue until the oxygen content is at or below 8% by volume.
It shou ld be noted that the vapours vented during the inerting process may be both flammable and toxic.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.9.2 Carrying products with a flashpoint above 60 degrees C Tankers may carry petroleum products that have a flashpoint above 60 degrees C, e.g. lubricating oils, heavy fuel oils, diesel fuels, etc., without needing an IG system fitted or, if fitted, without having to keep the tanks inerted.
However, when cargoes with a flashpoint above 60 degrees C are carried at a cargo temperature higher than their flashpoint less 10 degrees C, e.g. some residual fuel oils, the tanks should be inert because they could become flammable. 11.1.11 Inert Gas system failure Page 22 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) SOLAS requires that each ship fitted with an IG system has detailed instruction manuals covering operations, safety and maintenance requirements and occupational health hazards.
The International Code for Fire Safety Systems (FSS Code) states, ‘The manual shall include guidance on procedures to be followed in the event of a fault or failure of the IG system’. 11.1.11.1 Action to be taken should the Inert Gas system fail If the IG system fails to deliver the required quality and quantity of IG, or to maintain a positive pressure in the cargo tanks and slop tanks, action must be taken immediately to prevent any air going into the tanks.
All cargo and/or ballast discharge fr om inerted tanks must be stopped, the IG deck isolating valve closed, the vent valve between it and the gas pressure regulating valve opened and immediate action taken to repair the IG system.
National and local regulations may require the failure of an IG system to be reported to the harbour authority, terminal operator and to the port and flag state administrations.
Section 12.8.3.1 gives guidance on special precautions to take if the IG system fails when loading static accumulator oils into inerted tanks . 11.1.11.3 Follow -up action on product tankers Tank coatings usually inhibit the formation of pyrophors in the cargo tanks of product tankers.
If it is impracticable to repair the IG system, discharge may be resumed with the written agreement of all interested parties, as long as an external source of IG is provided, or detailed procedures are established to ensure the safety.
The following precautions should be taken: • Consult the manual referred to in section
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 1.6.2 Unstable chemicals Reaction charac teristics Unstable chemicals can self -react without the need for another substance to trigger a reaction.
Decomposition or polymerisation are the most typical reactions that can occur within unstable chemicals carried on board chemical tankers.
Chemicals that polymerise, such as styrene monomer and vinyl acetate monomer, have a unique property that allows individual molecules to combine with each other to form long chain polymers.
Most polymerisation reactions are exothermic and are characterised by an acce lerating reaction rate until all the monomer molecules are consumed.
Polymerisation is often initiated by high temperatures or by reaction with small amounts of impurities that act as a catalyst.
The most common impurities that create polymerisation are ac id, alkalis and metals.
Polymerisation of a monomer cargo presents the following dangers: • The generation of heat that accelerates the speed of the chemical reaction; • The rapid expansion of the product that causes over pressurisation of the cargo tank with a consequent danger of rupture; • The rupture of the tank may lead to chemical reactions with other cargoes in adjacent tanks; • While a monomer cargo may often be a light and volatile liquid in its stable form, the polymerisation process produces heavier and more viscous liquids, or even solids, which may block the tank vents so that the pressure inside the tank increases even further.
Inhibited cargoes Under the IBC Code a certificate of protection must be provided for cargoes that are required to be inhibited during the voyage.
It is also a requirement of the Code that for such cargoes, unless a certificate of protection is supplied, Page 27 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) the cargo must be rejected and not loaded.
An example of an appropriate certificate of protection is included in Appendix D.
Cargoes that have the potential to polymerise or otherwise be self -reactive will be provided with an inhibitor that stops the reaction.
These inhibitors are designed to be effective for a set duration at a specified temperature.
It is therefore essential that the quantity of the inhibitor is sufficient for the expected temperature and duration of the planned voyage and that there is an appropriate safety margin.
If additional inhibitor is left on board for use during the voyage the shipper or charterer should provide instructions on: • The quantity to add; • How to add it to the cargo, and • How it should be mixed with the cargo.
An elevated temperature can reduce the effectiveness of the inhibitor or reduce its effective life.
It is therefore essential that heat sources are kept away, and that the temperature of the cargo is closely monitored on at least a daily basis, or more frequently if recommended by the cargo manufacturer or shipper.
An increase in cargo temperature that is not related to ambient weather conditions or adjacent cargo temperatures may be an early indication that polymerisation has started.
In such instances appropriate counter measures as recommended by the shipper or manufacturer are essential.
Such measures may include the application of more inhibitor to the cargo or the cooling of adjacent structures.
Should the increase in temperature be rapid then jettison of the cargo may be the only option to avoid a serious incident.
Effect of inert gas on inhibited chemicals Inhibitors may require the presence of oxygen to be effective.
This is usually obtained from oxygen dissolved within the product itself.
If the inhibitor is oxygen dependent, the minimum level of oxygen in the tank atmosphere must be stated on the certific ate of protection.
If nitrogen is bubbled through an inhibited cargo (such as when compressed nitrogen is used to clear the cargo hose after loading) the nitrogen introduced will deplete the oxygen dissolved in the liquid.
Bubbling nitrogen through inhibit ed chemicals should therefore be avoided (see section 6.7.8).
Should there be any doubt, additional advice should be sought from the shipper.
IBC Code requirements The IBC Code requires the shipper to provide the ship with a number of critical safety instr uctions concerning inhibited cargoes . (See IBC Code extract below) 6.7.8 Tank atmosphere control Oxygen levels must be maintained at or above the minimum level required by oxygen-dependent inhibitors used with certain self -reactive chemical cargoes (e.g. s tyrene and acrylonitrile).
In such cases, the application of inert gas should not start before loading or during the voyage but should be applied before the start of discharging in compliance with the IBC Code.
Using nitrogen during discharging and tank cleaning operations should also be strictly controlled to ensure the oxygen level is maintained within the appropriate limits.
Similarly, bubbling nitrogen through these products should be avoided, as this could drive oxygen out of the product; and Monitoring of the ullage space should be carried out at regular intervals during the voyage to ensure that the correct atmosphere is being maintained. 6.8.4 Inhibited cargoes Some cargoes are liable to self -react under certain conditions (see section 1.6 and Appendix D).
The temperature of cargoes that may self -react should be monitored daily and recorded.
Unexpected changes of temperature are an early indicator of a possible self -reaction.
Page 28 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The following should be observed for these cargoes: • Daily temperature monitoring; • If the inhibitor is oxygen dependent, monitoring the vapour space for the correct level of oxygen; and • Monitoring of adjacent temperatures.
Should the temperature rise be higher than expected, taking into account the ambient conditions and the temperature of adjacent cargoes, this should be treated as an emergency with appropriate action being taken (see Chapter 10).
A polymerising cargo will generate a lot of heat with a rapid rise in temperature and increase in pressure so the vessel should always have a contingency plan ready to jettison the cargo.
With inhibited cargoes, the precautions and limitations described in the certificate of protection should be carefully observed.
If control of the tank atmosphere is required, ullage spaces should be monitored regularly to ensure that the correct atmosphere is being maintained.
Most inhibitors are not volatile, so they do not vaporise with the cargo and are unlikely to be present in cargo vapours.
Polymerisation may therefore occur where cargo vapour s condense.
Places where this can occur, such as inside vent valves and flame arresters, should be regularly inspected and any blockage by solid polymers promptly cleared.
A cargo that contains an oxygen-dependent inhibitor should not be inerted below the minimum oxygen level required.
The certificate of protection should be consulted regarding the minimum content of oxygen.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Chapter 25 The Ship/Shore Safety Checklist Part 5b.
Tanker and terminal: bulk liquid chemicals.
Checks pre-transfer Item 61 Inhibition certificate received (if required) from manufacturer?
Yes/No TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 15.13 Cargoes protected by additives 15.13.1 Certain cargoes with a reference in column "o" in the table of chapter 17 by the nature of their chemical make -up, tend, under certain conditions of temperature, exposure to air or contact with a catalyst, to undergo polymerization, decomposition, oxidation or other chemical changes.
Mitigation of this tendency is carried out by introducing small amo unts of chemical additives into the liquid cargo or by controlling the cargo tank environment. 15.13.2 Ships carrying these cargoes should be so designed as to eliminate from the cargo tanks and cargo handling system any material of construction or contaminants which could act as a catalyst or destroy the inhibitor. 15.13.3 Care should be taken to ensure that these cargoes are sufficiently protected to prevent deleterious chemical change at all times during the voyage.
Ships carrying such cargoes should be provided with a certificate of protection from the manufacturer and kept during the voyage specifying: Page 29 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 1. the name and amount of additive present; 2. whether the additive is oxygen dependent and if so, the minimum level of oxygen required in the vapour space of the tank for the inhibitor to be effective must be specified; 3. date additive was put in the product and duration of effectiveness; 4. any temperature limitations qualifying the additives effective lifetime; and 5. the action to be taken should the length of voyage exceed the effective lifetime of the additives. 15.13.4 Ships using the exclusion of air as the method of preventing oxidation of the cargo should comply with
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 4.3.2 MARPOL Annex II – Prevention of pollution by noxious liquid substances Discharging cargoes and the disposal of residues after cleaning should be carried out in accordance with the ship’s Procedures and Arrangements (P&A) Manual.
The P&A Manual describes how the ship’s pumpi ng and stripping system is to be operated in order to ensure that tanks are effectively stripped in order to comply with MARPOL Annex II regulations.
Permitted cargoes The ship may only load cargoes that are included on the COF or an addendum to the COF.
The shipper of the product is required to provide the ship with a full description of the cargo including its IBC Code shipping name.
The ship should refuse to accept a cargo if the full shipping name and description of the product are not provided.
IMO: IB C Code 16.2 Cargo information 16.2.1 A copy of this Code or national regulations incorporating the provisions of the Code, shall be on board every ship covered by this Code. 16.2.2 Any cargo offered for bulk shipment shall be indicated in the shipping documents by the product name under which it is listed in chapter 17 or 18 of the Code or the latest edition of MEPC.2/Circ. or under which it has been provisionally assessed.
Where a cargo is a mixture, an analysis indicating the dangerous component s contributing significantly to the total hazard of the product shall be provided, or a complete analysis if this is available.
Such an analysis shall be certified by the manufacturer or by an independent expert acceptable to the Administration.
Page 32 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: MEPC. 2/Circ.25 Provisional categorization of liquid substances in accordance with MARPOL Annex II and the IBC Code (for example only, this Circular is reissued and renumbered on 1st December each year ) 3.2 The present circular incorporates the following amendments to the information set out in the previous circular (i.e. MEPC.2/Circ.24): 1. any new products, trade- named mixtures, and cleaning additives that have been assessed by the ESPH Working Group during the year; 2. amendments to existing product entries included in the product lists; and 3. new product entries covered by any new tripartite agreements communicated to the Organization since MEPC.2/Circ.24.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: MARPOL Annex II Regulation 14 Procedures and Arrangements Manual 1.
Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved by the Administration.
The Manual shall have a standard format in compliance with appendix IV to this Annex.
In the case of a ship engaged in international voyages on which the language used is not English, French or Spanish, the text shall include a translation into one of these languages. 2.
The main purpose of the Manual is to identify for the ship's officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo t ank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex.
Appendix III Form of International Pollution Prevention certificate for the Carriage of Noxious Liquid Substances in Bulk.
This is to certify: 4.
That the ship complies with the requirements of Annex II to MARPOL for the carriage in bulk of the following noxious liquid substances, provided that all relevant provisions of Annex II are observed.
Noxious liquid substances/Conditions of carr iage (tank numbers etc.)/Pollution category List follows Appendix V Assessment of residue quantities in cargo tanks, pumps and associated piping Page 33 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 1.2.1 The ability of the pumping system of a tank to comply with regulation 12.1, 12.2 or 12.3 is determined by performing a test in accordance with the procedure set out in section 3 of this appendix.
The quantity measured is termed the “stripping quantity”.
The stripping quantity of each tank shall be recorded in the ship’s (P&A) Manual.
The information contained in the documents listed should be readily available to the officers engaged in cargo planning and operations.
The Master and officers should be familiar with the information they need to safely perform their duties, including: P&A Manu al • The physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of MARPOL Annex II.
Certificate of Fitness • List of permitted cargoes attached to the Certificate of Fitness. (It is not a requirement for the list of cargoes to be attached to the P & A Manual.) IBC Code • Chapter 17, Summary of minimum requirements. • Chapter 18, List of products to which the Code does not apply MEPC.2/Circular • Any new products, trade-named mixtures, and cleaning additives. (The Circular is issued on 1st December each year) This question will be allocated to LPG carriers which have been issued with a Noxious Liquid Substances (NLS) certificate
['Sight, in either hard copy or digital format, the P&A Manual, the list of permitted cargoes, the IBC Code and the latest edition available of the MEPC.2/Circular.', 'Interview the officer responsible for cargo planning and operations to verify their familiarity with the information contained in the Procedures and Arrangements Manual, Certificate of Fitness for the Carriage of Noxious Liquid Substances in Bulk, the IBC Code and the latest ME PC.2/Circular.', 'Interview the accompanying officer to verify their familiarity with the information contained in the P&A Manual that relates to their duties.
Expected Evidence', 'Procedures and Arrangements Manual.', 'List of permitted cargoes.', 'IBC Code.', 'Latest e dition available of the MEPC.2/Circular.
Page 34 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals 12.3.2 Tank washing risk management All tank washing operations should be carefully planned and documented.
The potential hazards of planned tank washing operations should be systematically identified, and risk assessed.
Appropriate preventative measures should be put in place to reduce the risk to ALARP.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 4.3.2 MARPOL Annex II – Prevention of pollution by noxious liquid substances IMO MEPC.2/Circular IMO publishes a list of current tripartite agreements on an annual basis in a document titled MEPC.2/Circular.
The circular also lists the tank cleaning agents that have been approved for use on board chemical tankers.
The latest version of this document should be kept on board the ship. 8 Tank cleaning and gas freeing 8.1 Introduction The Master should ensure that the operation is supervised by a responsible officer and that all personnel involved follow the correct procedures.
The tank cleaning process should ensure, whenever possible, that cargo, vapours or inert gas are not released onto the deck area.
It is critically important that every possible care is exercised during all operations connected with tank cleaning and gas freeing, and that the operations are carried out using the approved procedures and arrangements for the ship.
Page 36 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 8.2 Procedures and Arrangements Manual All ships certified to carry NLS in bulk must be provided with a P&A Manual, approved by the flag State.
The P&A Manual addresses the marine environmental aspects of removal and disposal of residues from cargo tanks and describes how to perform these operations.
The P&A Manual should be adhered to in all respects, including the performance of mandatory prewash requirements in accordance with MARPOL Annex II. 8.3 Supervision and preparation 8.3.1 Responsibility The Master should ensure that all tank cleaning and gas freeing operations are appropriately planned, supervised and communicated to all involved. 8.3.2 Tank cleaning plan A written tank cleaning plan should be prepared and made available to all personnel participating in the operation.
Any significant deviation from the plan should be approved in writing by the Master or the responsible officer.
The written plan must be followed at all times and should cover: • The type of cargo to be cleaned from each tank, and its characteristics.
The SDS should be available so that personnel involved are familiar with the hazards. • If applicable, the type of cleaning additives and their hazards. • The major risks during cleaning including toxicity, flammability, corrosiveness, reactivity, and temperature as well as the safety precautions to be taken. • The safety equipment and PPE to be available and ready for use throughout the operation and during connecting and disconnecting of hoses at the cargo manifold. • The tanks to be cleaned, cleaning method, cleaning sequence and gas freeing arrangements. • Monitoring the pumping of tank washings to ensure correct discharge/transfer. • MARPOL requirements for the disposal of cargo residues and cleaning water (slops). • Segregation of slops to avoid mixing different categories of product. • Necessary actions required to keep the cargo deck area free from cargo vapours during tank washing and gas freeing operations, and • The management of hazards with the use of nitr ogen. 8.3.3 Pre-cleaning meeting Before starting tank cleaning operations, the responsible officer should lead a review of the tank cleaning plan with all crew members involved, especially those who will supervise operations.
Crew members should be activel y encouraged to contribute to the review of the plan, especially with regard to their role and any safety concerns they may have. 8.4 Cargo tank washing and cleaning 8.4.3 Prevention of toxic exposure during tank cleaning Crew members should be protected from exposure to toxic vapours by ensuring that: • Where possible, tank cleaning is carried out under fully closed conditions. • Gas freeing operations comply with the IBC Code. • Access to cargo areas is restricted.
Page 37 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • The ship’s ventilation is correctly set, and precautions are taken to monitor and prevent exposure in machinery spaces, and • Appropriate PPE is provided and worn. 8.4.5 Tank washing in an inert atmosphere Washing with portable machines When using portable machines, it is not possible to ensure t hat an overpressure of inert gas is maintained in the tank.
Air may be drawn into the tank increasing the oxygen content.
The tank atmosphere should be considered to be non- inert. 8.5 Special cleaning methods 8.5.3 Manual cleaning It may be necessary for p ersonnel to enter a tank to clean residues from a tank by manual cleaning.
For particularly difficult residues a chemical solvent or other cleaning agent may be required.
This process may create additional risks, such as increasing the toxicity or flammabi lity of the tank atmosphere.
The amount of chemical solvent or other agent used should therefore be the minimum required.
The operation should only proceed once all control measures are in place to ensure the safety and health of the crew involved. 8.5.4 Use of tank cleaning additives Tank cleaning additives used on a chemical tanker may be toxic and/or corrosive and/or flammable and/or static accumulating.
When heated they may emit dangerous fumes.
The precautions listed in 8.4.4 should be followed.
Person nel handling cleaning additives should wear PPE as recommended by the manufacturers.
When a washing medium other than water is used to wash a tank, such as mineral oil or chlorinated solvent, its discharge is controlled under the same provisions of MARPOL Annex I or Annex II applicable to the medium had it been carried as cargo.
Tank washing procedures involving the use of such a medium must be set out in the P&A Manual and be approved by the flag State.
Tank cleaning additives used on board have to be approved by IMO and an SDS must be provided.
Annex 10 of the latest MEPC.2/Circ contains a list of approved cleaning additives.
Cleaning additives that are not cargo should be carried and stored according to the requirements of the IMDG Code. 8.5.5 Steaming Steam should never be introduced into a tank with an atmosphere which may be flammable.
The standard method for removing chlorides used deionised water.
If steaming is required, the tank must be gas free. 8.11 Gas freeing 8.11.1 Safe procedures for gas freeing after tank cleaning and cleaning by ventilation Gas freeing operations need to be carefully planned, taking into account expected vapours that may be flammable, or toxic or corrosive.
Page 38 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Tank cleaning IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures for planning and documenting cargo tank cleaning operations after the carriage of volatile and/or toxic products that addressed: • Tank cleaning guidelines for all expected cargoes. • Written tank washing and gas freeing plans. • Record keeping. • Risk assessment. • Tank washing procedures and arrangements. • The required atmosphere for tank washing. • Manufacturer’s coating guidelines. • Special tank cleaning procedures including, where applicable: o The use of washing media other than water. o Recirculation washing. o Using chemical additives in wash water. o Using chemical solvents or other agents for local cleaning. • Gas freeing.
The vessel’s P&A Manual will form part of these procedures.
Tank cleaning guidelines may be the operators own guidelines or a recognised professionally produced industry publication.
Manufacturers' tank coating guidelines should be available and consulted to ensure any temperature and other coating restrictions are not exceeded.
For all tank cleaning operations, the precautions set out in the ICS Tanker Safety Guide (Chemicals), Chapter 8, Tank Cleaning and Gas Freeing, must be strictly observed.
['Sight, and where necessary review, the company procedures for planning and documenting cargo tank cleaning operations after t he carriage of volatile and/or toxic products.', 'Review available tank cleaning plans, risk assessments, log books and records to verify compliance with company procedures.', 'Observe any tank cleaning operations taking place during the course of the inspection, including the performance of mandatory prewash requirements in accordance with MARPOL Annex II.', 'Interview the officer responsible for tank cleaning operations to verify their familiarity with company procedures for planning and documenting cargo tank cleaning after the carriage of volatile and/or toxic products.
Expected Evidence Page 39 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Company procedures for planning and documenting cargo tank cleaning operations after the carriage of volatile and/or toxic products.', 'P&A Manual', 'Completed written tank cleaning plans, risk assessments, log books and records for previous tank cleaning operations.', 'Tank cleaning guidelines for all expected cargoes.', 'Manufacturers tank coating guidelines.', 'Cargo Record Book.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 1.6.6 Incompatible Chemicals Reaction characteristics Certain groups of chemicals react with those of other groups if they come in contact with each other.
Such reactions can be hazardous and result in the generation of toxic gases, heat, fire and explosion.
A violent reaction can lead to an overflow and the possible rupture of a cargo tank.
IBC Code requirements (see b elow) The USCG Compatibility Chart Several authoritative bodies have divided chemical cargoes into groups, defining criteria for incompatibility between them, and have published lists of incompatible cargoes.
The most familiar is published by the United St ates Coast Guard (USCG) (CFR 46 part 150, Compatibility of Cargoes).
The USCG considers a mixture of two chemicals to be hazardous (and the chemicals in question declared incompatible) when, under specified test conditions, the temperature rise in the mixture exceeds 25°C or a gas is produced as a result of the reaction.
Whether cargoes within a pair of groups are incompatible is indicated in a table known as the USCG compatibility chart.
The USCG compatibility chart assigns each bulk chemical cargo to one of 22 reactive groups and 14 cargo groups.
Reactive groups contain those chemicals which are most reactive, so that dangerous reactions can be identified between members of different reactive groups and between members of reactive groups and cargo groups.
Chemicals assigned to cargo groups are much less reactive and do not react dangerously together.
Two incompatible cargoes are not allowed to be stowed adjacent to each other.
Caution must be exercised regarding overlapping tanks.
Page 42 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) While the USCG table gives general indications, the footnotes and data sheets for any two particular cargoes should always be consulted because there are exceptions to the compatibility chart.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Cargo and ballast handling.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 3.1 Cargo segregation 3.1.3 Cargoes, residues of cargoes or mixtures containing cargoes, which react in a hazardous manner with other cargoes, residues or mixtures, shall: 1. be segregated from such other cargoes by means of a cofferdam, void space, cargo pump- room, pump- room, empty tank, or tank containing a mutually compatible cargo; 2. have separate pumping and piping systems which shall not pass through other cargo tanks containing such cargoes, unless encased in a tunnel; and 3. have separate tank venting systems. 3.1.4 If cargo piping systems or cargo ventilation systems are to be separated, this separation may be achieved by the use of design or operational methods.
Operational methods shall not be used within a cargo tank and shall consist of one of the following types: 1. removing spool -pieces or valves and blanking the pipe ends; 2. arrangement of two spectacle flanges in series, with provisions for detecting leakage into the pipe between the two spectacle flanges.
USCG: 46 CFR Part 150 – Compatibility of Cargoes • Figure 1 to Part 150 – Compatibility chart • Appendix I to Part 150 – Excep tions to the chart
The vessel operator should have developed procedures for cargo stowage planning that included: • Identification of incompatible cargoes using recognised compatibility charts. • Means of segregation of incompatible cargoes .
These procedures may refer to: • Compatibility charts and appendices. • P&A Manual. • Relevant ship’s drawings showing acceptable segregation arrangements.
Page 43 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The cargo stowage plan should identify when care should be taken to avoid the co- mingling of non -compatible cargoes, which cargoes are involved, and the means of segregation.
All areas where comingling is possible should be considered, i.e. cargo tanks, slop tanks, common pipelines, drip trays, tank venting systems etc. If the USCG compatibility chart is used, then reference to Appendix 1 (b) 'dangerously reactive exceptions to the compatibility chart' must be made during preparation of the stowage plan and the latest updated information must be on board.
If compatibility charts and supporting exception lists from commercial industry publications are used, care must be taken to ensure that they provide the latest information.
['Sight, and where necessary review, the company procedures for identifying and segregating incompatible cargoes during cargo stowage planning.', 'Sight, and where necessary review, the compatibility chart in use and verify it contains the latest information.', 'Review current and previous cargo stowage plans to verify compliance with company procedure s.', 'During the course of the inspection, sight any operational means of segregation identified in the cargo stowage plan such as spool pieces or spectacle flanges.', 'Interview the officer responsible for cargo stowage planning to verify their familiarity with company procedures for identifying and segregating incompatible cargoes, and the contents and use of the compatibility charts provided on board.
Expected Evidence', 'Company procedures for identifying and segregating incompatible cargoes during cargo stowage planning.', 'Current and previous cargo stowage plans.', 'Compatibility charts and appendices.', 'P&A Manual.', 'Relevant ship’s drawings showing acceptable segregation arrangements.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 3.11.14 Emergency Escape Respiratory Protection Ships certified for the carriage of certain cargoes listed in the IBC Code are required to be provided with respiratory and eye protection sufficient for every person on board for emergency escape.
Escape sets, known as emergency escape breathing devices (EEBDs), provide a supply of air for at least 15 minutes.
This equipment is for emergency escape only and should not be used for any other purpose. 3.11.17 Training Practical demonstrations and training in the use of all types of breathing apparatus on board should be carried out regularly to ensure that all personnel gain experience in their use.
Familiarity gained through regular practice will lead to confidence in the use of the equipment.
Only trained personnel who are confident and capable in the use of breathing apparatus should use the equipment.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 10.13.3 Emergency Escape Breathing Device EEBDs are for emergency escape and should not be used as the primary means for entering spaces or compartments with unsafe atmospheres.
The device can be of two types: Compressed Air Emergency Escape Breathing Device This consists of an air cylinder, reducing valve, air hose, face mask or hood and a flame-retardant high visibility bag or jacket.
It is normally a constant flow device, providing compressed air at a rate of approximately 40 litres per minute, giving a 10- 15 minute duration, depending on the capacity of the cylinder.
Compressed air EEBDs can Page 45 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) normally be recharged on board with a conventional SCBA compressor.
The pressure gauge, supply valve and hood should be checked before use.
Re-breathing Emergency Escape Breathing Device This normally consists of a robust watertight carrying case, compressed oxygen cylinder, breathing bag, mouthpiece and a flame-retardant hood.
It is designed for single use.
When the hood is placed over the us er’s head and the set activated, exhaled air is mixed with compressed oxygen inside the breathing bag to allow the wearer to breath normally when escaping from a hazardous atmosphere.
TMSA KPI 6.1.4 requires that the company has procedures that address cargo specific hazards for all vessel types within the fleet.
Cargoes with specific hazards may include: • Aromatic hydrocarbons. • Toxic cargoes. • Incompatible cargoes. • High vapour pressure cargoes. • Cargoes containing mercaptans and/or H2S.
IMO: ISM Code 7 The C ompany should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 14.3 Emergency equipment 14.3.1 Ships carrying cargoes for which ‘Yes’ is indicated in column ‘n’ of chapter 17, shall be provided with suitable respiratory and eye protection sufficient for every person on board for emergency escape purposes, subject to the following: 1. filter-type respiratory protection is unacceptable. 2. self-contained breathing apparatus shall have at least a duration of service of 15 min. 3. emergency escape respiratory protection shall not be used for fire -fighting or cargo-handling purposes and shall be marked to that effect.
Escape Set in this context can be considered synonymous with Emergency Escape Breathing Device (EEBD).
The vessel operator should have provided the emergency escape sets required by the IBC Code that: • Provide suitable respiratory and eye protection. • Have a duration of at least 15 minutes. • Do not use filter -type respiratory protection.
And are: • Available for every person on board. • In addition to the EEBDs required by SOLAS to be located in the accommodation and machinery spaces. • Suitably marked as not to be used for fire-fighting or cargo-handling purposes. • Included in the company procedures for the use and maintenance of EEBDs and the onboard maintenan ce plan.
Page 46 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
['Review the inspection and maintenance records for the EEBDs contained within the onboard maintenance plan.', 'Inspect two escape sets at random.', 'Interview a rating to verify their familiarity with the locations, purpose and operation of the escape sets provided.
Expected Evidence', 'The inspection and maintenance records for the EEBDs contained within the onboard maintenance plan Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 3.11.12 Self -contained breathing apparatus (SCBA) SCBA should be stowed outside hazardous areas in places that are easily accessible and should be maintained ready for immediate use.
Air cylinders, including spares, should be kept fully charged and the adjusting straps kept slack so as to enable the SCBA to be quickly donned in an emergency.
The IBC Code specifies the number of SCBA sets that have to be provided on board each ship.
Guidance may be available from the administration on the use of SCBA including routine maximum personal daily use and required rest periods.
TMSA KPI 6.1.4 requires that the company has procedures that address cargo specific hazards for all vessel types within the fleet.
Cargoes with specific hazards may include: • Aromatic hydrocarbons. • Toxic cargoes. • Incompatible cargoes. • High vapour pressure cargoes. • Cargoes containing mercaptans and/or H2S.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involve d should be defined and assigned to qualified personnel.
IMO: IBC Code 14.2 Safety equipment Page 48 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 14.2.1 Ships carrying cargoes for which 15.12, 15.12.1 or 15.12.3 is listed in column ‘o’ in the table of chapter 17 shall have on board sufficient but not less than three complete sets of safety equipment, each permitting personnel to enter a gas -filled compartment and perform work there for at least 20 min.
Such equipment shall be in addition to that required by SOLAS regulation II -2/10.10. 14.2.2 One complete set of safety equipment shall consist of: 1. one self -contained air -breathing apparatus (not using stored oxygen); 2. protective clothing, boots, gloves and tight -fitting goggles; 3. fireproof lifeline with belt resistant to the cargoes carried; and 4. explosion-proof lamp. 14.2.3 For the safety equipment required in 14.2.1, all ships shall carry either: 1. one set of fully charged spare air bottles for each breathing apparatus; 2. a special air compressor suitable for the supply of high-pressure air of the required purity; 3. a charging manifold capable of dealing with sufficient spare air bottles for the breathing apparatus; or 4. fully charged spare air bottles with a total free air capacity of at least 6,000 l for each breathing apparatus on board in excess of the requirements of SOLAS regulation II -2/10.10. 14.2.4 A cargo pump-room on ships carrying cargoes which are subject to the requirements of 15.18 or cargoes for which in column ‘k’ in the table of chapter 17 toxic -vapour -detection equipment is required but is not available shall have either: 1. a low -pressure line system with hose connections suitable for use with the breathing apparatus required by
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 3.11 Personal Protective Equipment (PPE) 3.11.1 General PPE protects the wearer from exposure to hazardous working conditions by providing a barrier between the wearer and a hazardous environment.
The effectiveness of that barrier will be lost if the PPE is incorrectly used or is the wrong type.
It is therefore essential that the selection of PPE is based on a thorough assessment of the risks involved.
To ensure consistency across their fleets and that crew members are adequately protected, companies should identify and harmonise cargo- specific PPE for all products on board their ships. 3.11.4 Toxic or corrosive substance protection The crew should always wear adequate protective clothing when opening equipment that may contain toxic or corrosive substances, e.g. when ullaging and sampling, connecting and di sconnecting hoses, opening sighting ports, working within the manifold area, entering pumprooms and tanks, investigating leaks and dealing with spillages on deck. 3.11.5 Chemical resistant clothing (protective suits) A protective suit should always be used when working in environments where there is a risk of accidental exposure to products or their vapours.
There is a risk of exposure during operations at the ship’s manifold when connecting and disconnecting hoses, during tank and line sampling, and tank c leaning.
If a protective suit has been contaminated with a hazardous product, it should first be washed or hosed down thoroughly before removal from the wearer.
The protective suit should then be properly cleaned in accordance with the manufacturer’s guidelines and dried prior to being stored in a ventilated space designed for the purpose. 3.11.6 Types of chemical resistant clothing Page 52 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) SDS and the company’s PPE matrix (see Appendix F) should provide advice on the correct type of protective suits and other associated PPE to use when exposure to a product is possible.
Ideally, the protective suit should combine the maximum level of protection with the greatest degree of comfort.
Various materials are used to manufacture chemical protective suits.
Each material has different chemical resistant properties.
The manufacturer of a protective suit must provide a chemical resistance list to indicate for which chemicals a suit may be used for and which restrictions might apply.
This list should be referred to prior to use.
Protective clothing is referenced under European/ISO and US standards respectively.
Up to date standards should be consulted.
Protection will only be as good as the weakest link and it is therefore important that gloves, boots and head gear, including face protection, offer the same degree of chemical resistance as the remainder of the clothing.
Proper sizing of the clothing is essential since an incorrectly fitting suit can mean the expected level of protection will not be met and may be uncomfortable.
Personnel using the protective suits should be properly trained for the type of suit they are using.
Before moving into the working area with type 1/level A and type 3/level B suits it is essential that a second properly trained person inspects the suit and confirms it is being properly worn.
Use of a higher level of protection will generally also involve a higher level of exertion, especially in adverse climatic conditions.
An assessment of the user’s fitness to wear a particular suit type should therefore be conducted.
It is recommended that companies issue guidelines for the maximum time a person is allowed to work in a type 1/level A and type 3/level B protective suit.
At all times protective suits should be maintained as per the manufacturer’s instructi ons.
Any defects must be repaired, or the suits removed from service.
When selecting appropriate chemical resistant clothing, the manufacturer’s instructions should be consulted to ensure that the clothing provides the degree of protection specified as req uired in the product’s SDS. 3.11.7 Eye protection • Chemical splash goggles give complete chemical and mechanical eye protection and can generally be worn comfortably over most spectacles. • Chemical spray hoods, usually combined with a safety helmet, provide eye and face protection from splashes of liquid and mechanical hazards, but not against vapour hazards.
They should be worn when disconnecting hoses at the manifold or during any other operation where there is a risk of being splashed or sprayed with product under pressure.
Face shields are not suitable for this task as they do not offer full coverage from liquid or vapour releases from below the level of the bottom of the shield; and • Safety spectacles, with or without lateral protection (side shields), are available with different lens materials.
Safety spectacles are not designed to be worn over normal spectacles.
These are designed to protect the eyes from dust and debris while chipping or carrying out similar tasks.
These are not suitable eye protection in chemical environments. 3.11.8 Hand protection The cargo’s SDS should be consulted.
The choice of glove will be dependent on the resistance of the glove’s material to the chemicals handled and whether the working conditions are continuous or intermittent.
Gloves with long cuffs that can extend over the sleeves of normal clothing are preferable. 3.11.9 Foot protection Rubber or PVC boots need to be worn when there is a risk of coming into contact with corrosive or toxic chemicals.
Boots should have reinforced toe caps in order to provide protection against physical injuries. 3.11.10 Cargo-specific PPE Page 53 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Companies should ensure that product handling hazards are identified and managed.
As such, companies should identify cargo-specific PPE for all p roducts or groups of products that are loaded on board its ships.
The use of SDS and other available information must be part of the process.
The selection of cargo- specific PPE should be based on a risk assessment.
PPE terminology should be standardised a cross all company documents.
If the cargo specific PPE matrix refers to general categorisation of products, such as corrosive, toxic, very toxic, etc. the company should identify which products belong to each category.
TMSA KPI 6.1.4 requires that the company has procedures that address cargo specific hazards for all vessel types within the fleet.
Cargoes with specific hazards may include: • Aromatic hydrocarbons. • Toxic cargoes. • Incompatible cargoes. • High vapour pressure cargoes. • Cargoes containing mercaptans and/or H2S.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 14.1 Protective equipment 14.1.1 For the protection of crew members who are engaged in loading and discharging operations, the ship should have on board suitable protective equipment consisting of large aprons, special gloves with long sleeves, suitable footwear, coveralls of chemical -resistant material, and tight -fitting goggles or face shields or both.
The protective clothing and equipment should cover all skin so that no par t of the body is unprotected. 14.1.2 Work clothes and protective equipment should be kept in easily accessible places and in special lockers.
Such equipment should not be kept within accommodation spaces, with the exception of new, unused equipment and equipment which has not been used since undergoing a thorough cleaning process.
The Administration may, however, approve storage rooms for such equipment within accommodation spaces if adequately segregated from living spaces such as cabins, passageways, dini ng rooms, bathrooms, etc. 14.1.3 Protective equipment should be used in any operation which may entail danger to personnel.
The operator should have developed procedures addressing the protective equipment required by the IBC that included: • A list of protective equipment to be available on board based upon risk assessment and considering the products to be carried. • What protective equipment is required to be worn for the different types of operations on board, and products handled, preferably in the form of a cargo-specific PPE matrix. • Crew training in the correct use of the protective equipment. • Checks to be made that protective equipment is being correctly worn prior to entering a working area. • Assessment of a user’s fitness to wear particular protective equipment in given climatic conditions.
Page 54 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Guidelines for the maximum time a person is allowed to work in a Type 1/level A and Type 3/level B suit protective suit, if applicable. • How protective equipment should be cleaned and stored. • Actions to be taken if defects are identified in protective equipment. • Frequency of inspection of the protective equipment and records to be kept.
['Sight, and where necessary review, company procedures, including the cargo', 'specific PPE matrix where provided, addressing the protective equipment required by the IBC Code.', 'Review the records of inspections of the protective equipment.', 'Inspect a representative sample of the protective equipment in the storage location(s).', 'Observe, where possible, protective equipment in use on deck.', 'Interview the officer in charge of cargo operations to verify their familiarity with company procedures, including the cargo', 'specific PPE matrix where provided, addressing the protective equipment required by the IBC Code.', 'Request a deck officer or rating to demonstrate or describe the selection and donning of a full set of protective equipment including a protective suit.
Expected Evidence', 'Company procedures, including the cargo', 'specific PPE matrix where provided, addressing the protective equipment required by the IBC Code.', 'Records of inspections of the protective equipment.', 'An inventory or the protective equipment available onboard required by the IBC Code', 'SDS for the products being handled.', 'Chemical resistance list available for the protective suits provided on board.', 'Evidence that protective suits were suitable for use in a flammable atmosphere.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.5.2 Inert Gas system maintenance The deck and engine departments should cooperate closely to ensure the IG system is maintained and operated properly.
To demonstrate that the IG plant is fully operational and in good working order, a record of inspection of the plant, including defects and their rectification, should be maintained on board.
IMO: Inert Gas Systems 1.3.3 'Inert gas plant' means all equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems.
IMO: FSS Code Chapter 15 2.3.1 System requirements 2.3.1.1 Inert gas generators 2.3.1.1.1 Two fuel oil pumps shall be fitted to the inert gas generator.
Suitable fuel in sufficient quantity shall be provided for the inert gas generators. 2.3.1.1.2 The inert gas generators shall be located outside the cargo tank area.
Spaces containing inert gas generators shall have no direct access to accommodation service or control station spaces but may be located in machinery spaces.
If they are not located in machinery spaces, such a compartment shall be separated by a gastight Page 57 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) steel bulkhead and/or deck from accommodation, service and control station spaces.
Adequate positive-pressure- type mechanical ventilation shall be provided for such a compartment. 2.3.1.2 Gas regulating valves 2.3.1.2.1 A gas regulating valve shall be fitted in the inert gas main.
This valve shall be automatically controlled to close, as required in paragraph 2.
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 11.5 Vapour recov ery systems Vapour recovery systems fall into two categories: • Those systems conforming to IMO guidelines that provide a system for returning cargo vapours to the shore for reclaiming or incinerating.
These are known as VECS (see section 23.7.7) • Proprietary systems for recovering petroleum liquid or vapour that would otherwise be vented during the loading operation or during the loaded passage.
These are known as vapour recovery systems.
Personnel who operate VECS and vapour recovery systems should be fully trained to use them. 23.7.7 Loading at terminals with Vapour Emission Control Systems 23.7.7.1 General …The IMO has developed international standards for the design, construction and operation of vapour collection systems on tankers and VECs at terminals… Note that VECs can serve tankers fitted with IG systems as well as non-inerted tankers.
ISGOTT Checks pre-transfer Ship/Shore Safety Checklist Part 5A.
Tanker and terminal: pre-transfer conference Page 92 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Item 56 Vapour return line operational parameters are agreed. (11.5, 18.3, 23.7.7) ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 5.9 Vapour Return Systems The purpose of vapour return systems is to ensure that cargo vapours are not released to the atmosphere.
Vapour return lines on chemical tankers are either connected to the ship’s P/V line or, if the ship is fitted with an inert gas system, to an extension of that system.
The IBC Code requires the ship to be able to return vapours of most toxic chemicals to shore.
IMO: MSC/Circ.585 Standards for vapour emission control systems 1.1 These standards have been developed for the design, construction and operation of vapour collection systems on tankers and vapour emission control systems at terminals. 1.2.10 “Vapour collection system” means an arrangement of piping and hoses used to collect vapour emitted from a tanker’s cargo tanks and transport the vapour to a vapour processing unit. 2.2.1 Each chemical, product or crude carrier should have vapour collection piping which is permanently installed with a tanker vapour connection located as a close as practical to the loading manifold.
In lieu of permanent piping, Administrations may permit chemical tankers to have a permanent vapour connection at each cargo tank for connection to a vapour hose which should be kept as short as practicable. 2.6.4 Each tanker equipped with a vapour collection system that is common to two or more tanks should be fitted with a pressure sensing device that senses the pressure in the main vapour collection line for those tanks, and which: 1. has a high-pressure alarm that alarms at a pressure of not more than the lowest pressure relief valve setting in the cargo tank venting system; and 2. has a low -pressure alarm that alarms at a pressure of not less than atmospheric pressure for an inerted tanker, or the lowest vacuum relief valve setting (i.e. that setting nearest to atmospheric pressure) in the cargo tank venting system for a non- inerted tank vessel. 2.8.1 Each person in charge of a transfer operation utilizing a vapour emission control system should have completed a training programme covering the particular system installed on the tanker.
The training should encompass the purpose and principles of operation of the vapour emission control system and provide an understan ding of the equipment involved and associated hazards.
In addition, the training should provide an understanding of operating procedures including testing and inspection of equipment, pre-transfer procedures, piping connection sequence, start-up procedures , normal operations and emergency procedures.
Training should also include an understanding of the shoreside terminal equipment and operating procedures. 2.9.1 Tanker transfer procedures should contain information on the tanker’s vapour collection system including: 1.
A line diagram of the tanker’s vapour collection piping indicating the locations and purpose of all control and safety devices. 2.
The maximum allowable transfer rate as limited by the venting capacity of the pressure or vacuum relief valves, or any other factor which would limit the transfer rate. 3.
The maximum pressure drop in the vessel’s vapour collection system for various transfer rates. 4.
The relief settings of each pressure and vacuum valve. 5.
Pre-transfer procedures, and 6.
Procedures to be followed in the event of a fault during vapour collection operations.
TMSA KPI 10.1.3 requires that procedures minimise marine and atmospheric emissions and ensure that they are always within permitted levels.
Procedures may include: • Methods of minimising emissions .
Page 93 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • VOC management.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: MARPOL Annex VI Chapter 3 Regulation 15 1 If the emissions of VOCs from a tanker are to be regulated in a port or ports or a terminal or terminals under the jurisdiction of a Party, they shall be regulated in accordance with the provisions of this regulation. 5 A tanker to which paragraph 1 of this regulation applies shall be provided with a vapour emission collection system approved by the Administration taking into account the safety standards for such systems developed by the Organization* and shall use the system during the loading of relevant cargoes. *Refer to Standards for vapour emission control systems (MSC/Circ.585)
The vapour collection systems on board oil and chemical tankers are also variously described as: • Vapour Control Systems (VCS) • Vapour Emission Control Systems (VECS) • Vapour Return Systems The vessel operator should have developed procedures for the inspection, testing and operation of the vapour collection system which included: • A line diagram of the vessel’s vapour collection piping indicating the locations and purpose of all control and safety devices. • The initial transfer rate. • The maximum allowable transfer rate as limited by the venting capacity of the pressure or vacuum relief valves, or any other factor which would limit the transfer rate. • The maximum pressure drop in the vessel’s vapour collection system for various transfer rates. • The relief settings of each pressure and vacuum valv e. • Pre-transfer procedures, including tests of P/V valves, tank level gauges and alarms, and high- and low - pressure alarms. • Procedures to be followed in the event of a fault during vapour collection operations. • Training and familiarisation requirements.
These procedures may be in the form of a dedicated system manual approved by the Flag State or recognised organisation (such as a class society).
The pressure sensing device in the system should have an indicator and visible and audible high- and low -pressure alarms at the cargo control room or position.
Page 94 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) This question will only be allocated to: • Oil vessels when HVPQ 9.9.1 “Is a vapour return system fitted?” is answered in the affirmative. • Chemical vessels when the vessel operator had declared through the Pre- inspection questionnaire that the vessel is fitted with a vapour collection system.
['Sight, and where necessary review, the company procedures for the inspection, testing and operation of the vapour collection system.', 'Review, if available, the records of cargo operations, including tank pressures, where the vapour control system had been used.', 'Review, where necessary, vapour collection system training/familiarisation records.', 'During the deck inspection: o Observe the operation, condition and configuration of the vapour collection system. o Where provided on chemical tankers, inspect any vapour hoses used for direct connection at the cargo tank.', 'Verify the satisfactory operation of the visible and audible h igh', 'and low', 'pressure alarms at the cargo control room or position.', 'Interview the accompanying officer to verify their familiarity with the company procedures for the inspection, testing and operation of the vapour collection system.
Expected Evidence', 'The company procedures for the inspection, testing and operation of the vapour collection system.', 'The vapour collection system manual.', 'Cargo operations records and checklists relating to the last occasion the vapour collection system was used.', 'The maintenance and testing records for any vapour hoses provided on chemical tankers in accordance with IMO MSC/Circ.585']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Reference should always be made to t he full text of ISGOTT6 Section 12.3 Tank Cleaning.
Edited extracts below are for reference only and are not exhaustive. 12.3.5.2 Washing in a non -inert atmosphere Non-inert cargo tank washing should only be done when both the source of ignition and the flammability of the tank atmosphere are controlled.
To do this, the following precautions should be taken.
To control the fuel in the tank atmosphere Before washing • Flush the tank bottom with water, so that all parts are covered, then strip. • Flush the piping system with water (including cargo pumps, crossovers and discharge lines). • Ventilate the tank to reduce the gas concentration of the atmosphere to 10% or less of the LFL During washing • Monitor the change in LFL percentage by testing the atmosphere frequently and at various levels in the tank. • Maintain the tank atmosphere at not more than 35% LFL.
If the gas level reaches 35% at any measured location within a tank, immediately stop the washing in that tank. • Only resume washing when continued ventilation has reduced the gas concentration to 10% or less of the LFL and is able to maintain it.
To control the sources of ignition in the tank • Restrict the throughput of individual tank washing machines to no greater than 60 m3/hr. • Keep the total water throughp ut per cargo tank as low as practicable.
Do not let it exceed 180 m3/hr.
Page 97 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Different washing methods create different risks, so follow these precautions when tank washing in non -inert conditions: o Never use recirculated wash water o Never inject steam into a tank that may contain hydrocarbon vapours and that is in a non- inert condition. • Make up and test the electrical continuity of all hose connections before introducing any portable washing machines to the tank. • Introduce sounding rods and other equipment int o the tank using a full depth sounding pipe.
If a full depth sounding pipe is not fitted, ensure that any metallic components of the sounding rod or other equipment are bonded and securely earthed to the ship before introducing them to the tank and that they remain earthed until removed. • Observe this precaution during washing and for five hours afterwards to allow enough time for any mist carrying a static charge to dissipate.
If the tank is continuously mechanically ventilated after washing, this can be re duced to one hour.
During this time: o A metal interface detector can be used if earthed to the ship by a clamp or bolted metal connection. o A metal rod on the end of a metal tape can be used if earthed to the ship by a clamp or a bolted metal connection. o Do not use a metal sounding rod suspended on a fibre rope, even if the end at deck level is fastened to the ship.
The rope cannot be relied on to provide an earthing path. o Entirely non-metallic equipment may be used, e.g. a wooden sounding rod suspended on a natural fibre rope, without earthing. o Do not use ropes made of synthetic polymers to lower equipment into cargo tanks. 12.3.6.2 Portable hoses for fixed and portable tank washing machines Bonding wires should be incorporated within all portable tank washing hoses to ensure electrical continuity.
Couplings should be connected to the hose in a way that ensures effective bonding.
Hoses should be indelibly marked for identification.
A record should be kept showing the date and the result of electrical continuity testing. 12.3.6.3 Testing tank cleaning hoses All hoses supplied for tank washing machines should be tested for electrical continuity in a dry condition before use.
In no case should the resistance exceed six ohms per metre length. 12.3.6.5 Free fall It is essential to avoid the free fall of water or slops into a tank.
The liquid level should always cover the discharge inlets in the slop tank to a depth of at least one metre to avoid splashing.
This is not necessary when the slop and cargo tanks are fully inerted. 12.3.6.8 Special tank cleaning procedures Steaming Steaming may only be carried out in tanks that have been either inerted or water washed, and gas freed.
Before steaming, the concentration of flammable gas should not exceed 10% of the LFL.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Tank cleaning IMO: ISM Code Page 98 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
Inspection Gui dance The vessel operator should have developed procedures for cargo tank washing after the carriage of volatile products in a non-inert atmosphere that included: • Precautions to: o Control the fuel in the tank atmosphere. o Control the sources of ignition in the tank. • Bonding of portable tank washing machines and hoses. • Testing tank cleaning hoses. • Avoiding the free-fall or spraying of water into a tank. • Prohibition of steaming.
Suggested Inspector Actions • Sight, and where necessary review, the company procedures for cargo tank washing after the carriage of volatile products in a non- inert atmosphere. • Review available tank cleaning plans, risk assessments, log books and records to verify compliance with company procedures. • Review records of electrical continuit y testing of portable tank cleaning hoses and portable hydrant/hose/machine connections, where applicable. • During the course of the inspection, inspect fixed and portable tank cleaning equipment to verify its condition and marking for identification. • Interview the officer responsible for tank washing operations to verify their familiarity with company procedures for cargo tank washing after the carriage of volatile products in a non- inert atmosphere. • Interview a deck rating to verify their familiarity with company procedures relating to introducing sounding rods and other equipment into a tank during tank washing after the carriage of volatile products in a non-inert atmosphere.
Expected Evidence • Company procedures for cargo tank washing after the carriage of volatile products in a non -inert atmosphere. • Completed plans, risk assessments, log books and records for previous tank cleaning operations. • Records of electrical continuity testing of portable tank cleaning hoses and portable hydrant/hose/machine connections, where applicable.
Potential Grounds for a Negative Observation • There were no company procedures for cargo tank washing after the carriage of volatile products in a non-inert atmosphere that included, o Precautions to: Control the fuel in the tank atmosphere. Control the sources of ignition in the tank. o Bonding of portable tank washing machines and hoses. o Testing tank cleaning hoses. o Avoiding the free-fall or spraying of water into a tank. o Prohibition of steaming.
Page 99 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • The officer responsible for tank washing operations was not familiar with the company procedures for cargo tank washing after the carriage of volatile products in a non- inert atmosphere. • An interviewed rating was not familiar with the company procedures relating to introducing sounding rods and other equipment into a tank during tank washing after the carriage of volatile products in a non- inert atmosphere. • Records and interviews indicated that before tank washing in a non- inert atmosphere: o The tank bottom and/or the pipeline s ystem had not been flushed and stripped. o The tank atmosphere had not been ventilated to less than 10% LFL. o The electrical continuity of portable hoses had not been tested or tested resistance exceeded 6 ohms per metre length. o The portable tank washing hoses were not indelibly marked for identification purposes. o The electrical continuity of portable hydrant/hose/machine connections had not been tested. • Records and interviews indicated that during tank washing in a non- inert atmosphere: o The tank atmospheres had not been tested frequently o The tank atmosphere had exceeded 35% LFL, but washing had continued. o The tank washing had recommenced with a tank atmosphere above 10% LFL. o Wash water throughput was above the recommended levels. o Recirculated water was used for washing. o Steam had been injected into a tank that was not verified as being gas free. o Steam had continued to be injected while the atmosphere exceeded 10% LFL. o The recommended methods/equipment had not been used for dipping tanks. o The liquid level in the slop tank was not maintained at least one metre above the discharge inlets. • Tank cleaning equipment was defective or deficient in any respect.
Page 100 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
['Sight, and where necessary review, the company procedures for cargo tank washing after the carriage of volatile products in a non', 'inert atmosphere.', 'Review available tank cleaning plans, risk assessments, log books and records to verify compliance with company procedures.', 'Review records of electrical continuit y testing of portable tank cleaning hoses and portable hydrant/hose/machine connections, where applicable.', 'During the course of the inspection, inspect fixed and portable tank cleaning equipment to verify its condition and marking for identification.', 'Interview the officer responsible for tank washing operations to verify their familiarity with company procedures for cargo tank washing after the carriage of volatile products in a non', 'inert atmosphere.', 'Interview a deck rating to verify their familiarity with company procedures relating to introducing sounding rods and other equipment into a tank during tank washing after the carriage of volatile products in a non', 'inert atmosphere.
Expected Evidence', 'Company procedures for cargo tank washing after the carriage of volatile products in a non', 'inert atmosphere.', 'Completed plans, risk assessments, log books and records for previous tank cleaning operations.', 'Records of electrical continuity testing of portable tank cleaning hoses and portable hydrant/hose/machine connections, where applicable.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Chapter 3 Static Electricity The main precaution for ships against electrostatic risks is to conduct operations with the tanks protected by IG.
For tanks that are not protected by IG, section 3.2 describes, in general terms, precautions against electrostatic hazards during operations... 3.2.2 Bonding The most important countermeasure to prevent and electrical hazard is to bond all metallic objects together to eliminate the risk of discharges between two objects that might be charged to different voltages if they were electrically insulated… Some examples of o bjects that might be electrically insulated in hazardous situations and which should be bonded are: • Manual ullaging and sampling equipment with conducting components.
Any earthing or bonding links used as a safeguard against the hazards of static electrici ty associated with portable equipment should be connected whenever the equipment is set up and not disconnected until after the equipment is no longer in use. 12.8 Cargo measurement, ullaging, dipping and sampling 12.8.1 General Cargo measurement and sampling is undertaken using a variety of methods that should conform to the requirements for safe handling of the intended cargoes.
Which system is used will be determined by the type of tanker, the toxicity and/or volatility of the particular cargo and associated regulatory requirements.
In general, there are three main methods of gauging – closed, open and restricted: Page 101 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Closed: a gauging device that penetrates the cargo tank, but which is part of a closed system maintaining the complete integrity of cargo containment.
This device is designed and installed so as not to release cargo liquid or vapour in any amount to the atmosphere, e.g. automatic float, continuous tape (magnetic coupled), sight glass (protected), electronic probe, magnetic, differential pressure cell. • Open: a gauging method that uses an opening in the cargo tank, such as a gauge hatch or ullage port.
This method may expose the user to the cargo and its vapours. • Restricted: a gauging device that penetrates the cargo tank and which, during operation, can allow the release of small quantities of cargo vapour or liquid.
The amount of release is controlled by a small diameter tank penetration opening and by a locally operated valve (sometimes known as a vapour lock) or similar closure device in that ope ning.
When not in use, this type of gauging device is closed to maintain the complete integrity of cargo containment, e.g. rotary tube, fixed tube, slip tube and sounding tube.
As a closed gauging system offers complete integrity and flexibility for varying cargo types and trades, its use is preferred at all times.
Open gauging and restricted gauging should only be allowed where: • Open venting is allowed by the relevant regulations, e.g. the IMO’s International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code). • Means are provided for relieving tank pressure before the gauge is operated.
Cargo compartments may be pressurised, so only authorised personnel should open vapour lock valves, ullage ports or covers to control the release of pressure.
Avoid escaping vapour and wear proper PPE if risk of gas exposure exists (see sections 23.3.1 and/or 23.3.2 and 24.2.1).
Stand at right angles to the direction of the wind.
Standing immediately upwind of the ullage port might create a back eddy of vapour towards the operator.
Depending on the cargo, consider using appropriate RPE (see sections 10.8 and 12.8.4) When open gauging, the tank opening should be uncovered only as long as it takes to complete the operation.
TMSA 6.1 .2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Tank gauging equipment IMO: ISM Code 7 The Company should esta blish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures describing the use, operation, testing, calibration and servicing of the portable cargo ullage/temperature/interface (UTI) measurement and sampling equipment which included: • The definitions of closed, restricted and open cargo measurement and sampling. • The circumstances in which: o Closed cargo measurement and sampling equipment must be used. o Restricted cargo measurement and sampling equipment may be used. o Open cargo measurement and sampling may take place. • The bonding requirement for using the portable measurement equipment in both inerted and non- inerted tank atmospheres. • The restrictions on introducing portable measurement and sampling equipment into non- inerted cargo tanks when handling static accumulator cargo. • The required service and calibration interval for the portable UTI equipment.
Page 102 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • The required pre- operational checks for the portable UTI measurement and sampling equipment. • The procedures for safe use of the portable measurement and sampling equipment including personal protective equipment (PPE) and respiratory protective equipment (RPE) requirements. • The total number of portable UTI measurement units required to be carried onboard. • The total number of cargo sampling units required to be carried onboard.
These procedures may refer to the equipment manufacturer’s manuals and instructions.
Portable UTI equipment may be rated for open, restricted or closed service and will be certificated accordingly.
The appropriately rated equipment should always be used as required for volatile and/or toxic cargoes e.g. equipment certificated for restricted service must not be used when handling a cargo specified for closed gauging in IBC chapter 17, column ‘j’.
Portable UTI equipment should be serviced and calibrated in accordance with manufacturer's recommendations and valid certificates of calibration should be provided for each instrument.
The following information provided by the vessel operator through the HVPQ will be inserted in the inspection editor and reproduced in the final report: • 9.8.12.3 (Portable gauging equipment) How many units are supplied?
['Sight, and where necessary review the company procedures describing the use, operation, testing, calibration and servicing of the of portable cargo ullage/temperature/interface (UTI) measurement and sampling equipment', 'Review the service and calibration records for each portable cargo UTI measurement unit carried.', 'Where necessary review the: o Manufacturer’s manuals and instructions for the portable cargo UTI measurement and sampling equipment. o Records of pre', 'operational checks of the portable cargo UTI measurement and sampling equipment.', 'Inspect two portable cargo UTI measurement units and ver ify that: o The units were appropriately rated as closed, restricted or open for the operations being undertaken. o The grounding wire and clip was properly fixed to the device and in use where required. o When the sensors were placed in a bucket of water: \uf0a7 The ullage/interface function sounded. \uf0a7 The temperature reading was accurate compared to a manual thermometer.', 'Interview a deck rating to verify their familiarity with the company procedures for safe use of the portable UTI measurement and sampling equipment including grounding requirements and PPE and RPE requirements.
Expected Evidence', 'The company procedures describing the use, operation, testing, calibration and servicing of the of portable cargo ullage/temperature/interface (UTI) measurement and sampling equipment.', 'The manufacturer’s manuals and instructions for the portable cargo UTI measurement and sampling equipment provided.', 'The records of pre', 'operational checks of the portable cargo UTI measurement and sampling equipment.', 'The service and calibration records for the portable cargo UTI measurement units.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.8.3 Full flow Pressure/Vacuum venting arrangements Protection from over or under pressurisation of the cargo tanks may be provided by installing, on each tank, full flow P/V valves rated at 125% of the maximum loading/discharge rate.
Where the mast riser is the primary vent, the P/V valve may act as the secondary protection. 11.1.8.4 Individual tank pressure monitoring and alarm systems A tank pressure monitoring and alarm system may be used as an alternative to P/V valves for the secondary P/V relief.
These systems use individual tank pressure sensors connected to an alarm system that is monitored in the cargo control room or a location where cargo operations are normally carried out. 12.8.6 Cargo tank monitoring systems Tank monitoring systems often have multiple functions, such as r adar or other types of remote gauging, temperature measurement, tank pressure sensors and level alarms.
It may be integrated with other cargo monitoring or control equipment or with loading computers or control systems.
Manufacturers may refer to these mul ti-function systems as cargo tank monitoring systems.
Whether provided as a complete system or as separate elements, planned maintenance procedures should be established to ensure maintenance, test and calibration of this equipment per the manufacturer’s i nstructions.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 5.8 Venting Systems and P/V Valves Page 105 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Chemical carriers are provided with an independent P/V valve for each tank.
These valves are designed to handle vapour flow based on the maximum loading or discharge rate of the tank.
IMO regulations require a secondary means of protecting cargo tanks against over or under -pressure in case the primary means of venting fails.
This can be complied with by fitting an extra P/V valve on a separate vent line or by fitting a pressure sensor in the tank.
TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Cargo and ballast handling.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -2 Regulation 4 5.3.2 Venting arrangements 5.3.2.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping. 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.
For tankers constructed on or after 1 January 2017, any isolation shall also continue to permit the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging in accordance with regulation 11.6.1.2 Chapter II -2 Regulation 11 6.1 General The venting arrangements shall be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks shall exceed design parameters and be such as to provide for: 1. the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in a cargo tank in all cases through pressure/vacuum valves; and 2. the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging. 6.3.2 Secondary means for pressure/vacuum relief A secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall be provided to prevent over - pressure or under -pressure in the event of failure of the arrangements in paragraph
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.8 Cargo tank protection against over/under pressure.
Serious accidents have occurred on oil tankers as a result of cargo tanks being severely over or under pressure.
Although SOLAS regulations have been modified to require tanks to be fitted with pressure monitors and safety devices, it is still essential that venting systems are thoroughly checked to ensure that they are correctly set for the intended operation. 11.2.2.3 Tank over pressurisation – precautions and corrective actions Regular maintenance, pre-operational testing and operator awareness of isolating valves, P/V valves or high velocity vents can guard against failure during operation.
Ship Shore Safety Check List – Part 1A.
Tanker checks pre-arrival item 6.
Pressure/vacuum valves and or high velocity vents are operational (11.1.8) IMO: Inert Gas Systems 3.9.12 All pressure and vacuum relief openings should be fitted with flame screens with easy access for cleaning and renewal.
The flame screens should be at the inlets and outlets of any relief device and be of robust construction sufficient to withstand the pressure of ga s generated at maximum loading and during ballasting operations while presenting minimum resistance.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • IGS and venting system IMO: ISM Code Page 109 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -2 Regulation 4 5.3.2.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping.
Chapter II -2 Regulation 11 6.1 General The venting arrangements shall be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks shall exceed design parameters and be such as to provide for: 1. the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in a cargo tank in all cases through pressure/vacuum valves; and 2. the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging. 6.4 Size of vent outlets Vent outlets for cargo loading, discharging and ballasting required by paragraph 6.1.2 shall be designed on the basis of the maximum designed loading rate multiplied by a factor of at least 1.25 to take account of gas evolution, in order to prevent the pressure in any cargo tank from exceeding the design pressure.
The master shall be provided with information regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.
The vessel operator should have developed procedures for the operation, inspection, testing and maintenance of the cargo tank venting systems including, where fitted: • P/V valves. • High velocity vents • Mast r isers • Vent stacks. • Vacuum valves. • Flame screens. • Vapour lines.
P/V valves and/or high velocity vents should be checked for free movement prior to the commencement of each cargo operation as required by the Ship Shore Safety Check List – Part 1A.
Tanker checks pre -arrival, item 6.
High velocity vents should not be jacked open, particularly when loading.
Their correct operation relies on a pressure build-up within the compartment, which opens the valve at a predetermined level, and which then results in a gas exit velocity of a minimum of 30 metres/sec.
The high velocity flow means no flame screen is needed at the vapour outlet on this type of valve.
['Page 110 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Sight, and where necessary review, the company procedures for the operation, inspection, testing and maintenance of the cargo tank venting systems.', 'Review the records of inspection, maintenance and pre', 'operational tests of P/V valves and/or high velocity vents.', 'Review the information provided regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.', 'Assess the condition of, where fitted: o P/V valves. o High velocity vents o Mast risers. o Vent stacks. o Vacuum valves. o Flame screens. o Vapour lines.', 'Verify that high velocity vents were being operated correctly.', 'Interview the accompanying officer to verify their familiarity with the company procedures for the operation, inspection, testing and maintenance of the cargo tank venting systems.
Expect ed Evidence', 'Company procedures for the operation, inspection, testing and maintenance of the cargo tank venting systems.', 'Records of inspection and maintenance of P/V valves and/or high velocity vents, which may be contained in the planned maintenance sy stem.', 'Ship Shore Safety Check Lists', 'Information regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) Fifth Edition 5.5.2 Deepwell pumps …The pump’s cofferdam should be purged regularly to allow checking for any signs of leakage past the shaft seals that protect the cofferdam.
TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company’s maintenance strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Cargo handling machinery/equipment.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
The vessel operator should have developed procedures for monitoring leakage into the cofferdams of deepwell pumps which included: • Purging procedures. • Safety precautions to be followed when purging cofferdams. • Precautions with regards to purging medium and purging medium pressure. • Frequency of purging. • Records to be maintained. • Guidance on acceptable levels of leakage from both the cargo and hydraulic oil sides. • Actions to be taken when unacceptable levels of leakage are encountered. • Precautions to be taken when handling specialist cargo types.
Page 112 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Actions, if any, to be taken to prevent cofferdam blockage when carrying heated or solidifying cargo. • Actions to be taken when a cofferdam is blocked by solidified cargo.
These procedures may refer to the manufacturer’s instruction manual and form part of the vessel’s planned maintenance system.
In line with manufacturer’s instructions, the cofferdams of deepwell pumps should be purged regularly, with air or an inert gas, to monitor the condition of the seals and detect any leakage of cargo, hydraulic or lubricating oil into the cofferdams.
When purging deepwell pump cofferdams, the exhaust gas and any entrained liquid are likely to be hazardous and suitable safety precautions should be taken, including wearing suitable PPE.
Detailed records of purging routines should be maintained, the results analysed, and suitable action taken when abnormal leakage is detected.
In some cases, small leakage rates during pump operation are normal, rates may vary with the properties of different cargoes.
The manufacturer’s instruction manuals should provide guidance on acceptable limits.
When handling heated or solidifying cargoes, the cofferdams may be filled with, for example, diesel oil or a light lubricating oil to keep an y leakage into the cofferdam in liquid form.
['Sight, and where necessary review, the company procedures for monitoring leakage into the cofferdams of deepwell pumps.', 'Review the records of purging of the deepwell pump cofferdams.', 'While inspecting a deepwell pump, interview the accompanying officer to verify their familiarity with: o The company procedures for monitoring leakage into the cofferdams of deepwell pumps. o The connections, controls and indicators used during the purging process. o The maximum pressure permitted for the purging medium. o The purging medium required for the types of cargo recently carried. o The manufacturer’s and company guidance on the use of liquid to fill the cofferdams for speciality products, where this practice was utilised.', 'Interview a selected rating, for example the pumpman, to verify their familiarity with the safety precautions to be taken when purging deepwell pump cofferdams.
Expected Evidence', 'The company procedures for monitoring leakage into the cofferdams of deepwell pumps.', 'Manufacturer’s instruction manual(s) for the deepwell pumps.', 'Records of purging of the deepwell pump cofferdams.
Potential Grounds for a']
Sixth Edition 11.1.5.2 Inert gas system maintenance The deck and engine departments should cooperate closely to ensure the IG system is maintained and operated properly.
It is important to make sure that non-return barriers function correctly, especially the deck water seal or block and bleed valves, so that there is no possibility of petroleum gas or liquid petroleum passing back to the machinery spaces.
To demonstrate that the IG plant is fully operational and in good working order, a record of inspection of the plant, including defects and their rectification, should be maintained on board.
IMO: FSS Code Chapter 15 2.2.2.6 Where a double block and bleed valve is installed, the system shall ensure upon of loss of power, the block valves are automatically closed, and the bleed valve is automatically open. 2.2.3.1 Non-return devices 2.2.3.1.1 At least two non-return devices shall be fitted in order to prevent the return of vapour and liquid to the inert gas plant, or to any gas -safe spaces. 2.2.3.1.2 The first non-return device shall be a deck seal of the wet, semi -wet, or dry type or a double block and bleed arrangement.
Two shut -off valves in series with a venting valve in between, may be accepted provided: 1. the operation of the valve is automatically executed.
Signal(s) for opening/closing is (are) to be taken from the process directly, e.g. inert gas flow or differential pressure; and Page 115 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 2. alarm for faulty operation of the valves is provided, e.g. the operation status of "blower stop" and "supply valve(s) open" is an alarm condition. 2.2.3.1.3 The second non-return device shall be a non-return valve or equivalent capable of preventing the return of vapours and liquids and fitted between the deck water seal (or equivalent device) and the first connection from the inert gas main to a cargo tank.
It shall be provided with positive means of closure.
As an alternative to positive means of closure, an additional valve having such means of closure may be provided between the non-return valve and the first connection to the cargo tanks to isolate the deck water seal, or equivalent device, from the inert gas main to the cargo tanks. 2.2.3.1.4 A water seal, if fitted, shall be capable of being supplied by two separate pumps, each of which shall be capable of maintaining an adequate supply at all times.
The audible and visual alarm on the low level of water in the water seal shall operate at all times. 2.2.3.1.5 The arrangement of the water seal, or equivalent devices, and its associated fittings shall be such that it will prevent backflow of vapours and liquids and will ensure the proper functioning of the seal under operating conditions. 2.2.3.1.6 Provision shall be made to ensure that the water seal is protected against freezing, in such a way that the integrity of seal is not impaired by overheating. 2.2.3.1.7 A water loop or other approved arrangement shall also be fitted to each associated water supply and drainpipe and each venting or pressure -sensing pipe leading to gas -safe spaces.
Means shall be provided to prevent such loops from being emptied by vacuum. 2.2.3.1.8 Any water seal, or equivalent device, and loop arrangements shall be capable of preventing return of vapours and liquids to an inert gas plant at a pressure equal to the test pressure of the cargo tanks. 2.2.3.1.9 The non-return devices shall be located in the cargo area on deck.
IMO: Inert Gas Systems 9.4 Deck water seal 9.4.1 This unit performs an important function and must be maintained in good condition.
Corroded inlet pipes and damage to float -controlled valves are not uncommon.
The overboard drain line and connection are also possible sources of trouble. 9.5 The non-return valve should be opened for inspection to check for corrosion and also to check the condition of the valve seat.
TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Maintaining safe tank atmospheres. • Record keeping.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -2 Regulation 4 Page 116 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 5.5.1.1 For tankers of 20,000 tonnes deadweight and upwards constructed on or after 1 July 2002 but before 1 January 2016, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, as adopted by resolution MSC.98(73), except that the Administration may accept other equivalent systems or arrangements, as described in paragraph
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 23.6.3 Reducers and spool pieces Reducers and spool pieces should be made of steel and be fitted with flanges that conform to the American Society of Mechanical Engineers (ASME) Standard B16.5, Class 150 or equivalent (see OCIMF/CDI’s Recommendation for Oil and Chemical Tanker Manifolds and Associated Equipment).
All spool pieces and reducers should have lifting lugs fitted close to the centre of balance so that they can be handled more easily.
The handles should not interfere with quick acting coupling devices or the bolting of flanges.
When in storage, flange faces should be suitably protected.
OCIMF/CDI: Recommendations for Oil and Chemical Tanker Manifold s and Associated Equipment.
First Edition. 4.3 Distance pieces Distance pieces should be fitted outboard of the manifold valves and immediately inboard of the reducer or spool piece. 4.4 Spool pieces and reducers To protect the fixed manifold flange, a spool piece or reducer that in turn connects to the loading arm or hose should be used.
No more than one spool piece or reducer should be fitted between the manifold flange and the flange presented for connection.
Lifting lugs Page 119 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) All spool pieces and reducers should be fitted with a lifting lug.
This lug should be placed as near to the centre of gravity as possible and at a location that should not interfere with either the operation of quick acting couplers or with the bolting up of flanges.
Presentation flanges , material and design The number of reducers carried, and the size of presentation flanges, should be in accordance with tables 4.1 and 4.2.
Typically, the principal reducers may be kept bolted in place.
On the occasions when a smaller presentation flange is required, the principal reducers should be removed and replaced by the required size reducer.
The presentation flanges should be kept vertical and have flat faces.
Gasket contact surfaces should be machined and finished with a continuous spiral groove, in accordance with ASME B16.5.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 6.7.2 Manifold connections Reducers and spool pieces should be made of material that is compatible with the cargo and complies with relevant industry standards.
Where long reducers or spool pieces are used the resulting lengths should be properly supported to prevent undue stress.
USCG: CFR 33 Part 156.170 Equipment tests and inspections. (a) Except as provided in paragraph (d) of this section, no person may use any equipment listed in paragraph (c) of this section for transfer operations unless the vessel or facility operator, as appropriate, tests and inspects the equipment in accordance with paragraphs (b), (c) and (f) of this section and the equipment is in the condition specified in paragraph (c) of this section. (b) During any test or inspection required by this section, the entire external surface of the hose must be accessible. (c) For the purpose of paragraph (a) of this section: (4) Each loading arm and each transfer pipe system, including each metallic hose, must not leak under static liquid pressure at least 1 1/2 times the maximum allowable working pressure; (e) The test fluid used for the testing required by this section is limited to liquids that are compatible with the hose tube as recommended by the hose manufacturer. (f) The frequency of the tests and inspections required by this section must be: (3) For vessels, annually or as part of the biennial and mid- period inspections.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Cargo/bunker line pressure testing IMO: ISM Code 10 Maintenance of the Ship and Equipment 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
Page 120 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
The vessel operator should have developed procedures for the use, inspection and testing of manifold reducers, spool pieces and other portable pipework that included guidance on: • The correct use of manifold reducers, spool pieces and other portable pipework. • Provision of test certification. • Suitable storage arrangements, including the protection of flange faces. • Regular inspection. • Pressure testing at least annually. • Records to be maintained of inspections and tests.
All manifold reducers, spool pieces and other portable pipework should be provided with pressure test certificates.
A manifold reducer, spool piece or other item of portable pipework should have the same or greater certified rating as the fixed manifold piping to which it is conn ected.
Manifold reducers, spool pieces and other portable pipework should be marked with the date and pressure of the last test.
Other portable pipework may include cargo Y pieces, spiders or other hard configurations.
This question will apply to all manifold reducers, spool pieces and other items of portable pipework carried onboard for use for cargo or bunker operations unless they are clearly marked as out of service for refurbishment.
Where reducers or spool pieces are provided by the terminal this ques tion will apply in respect of: • Physical condition and pressure rating. • The number of reducers fitted between the manifold flange and the flange presented for connection.
['Sight, and where necessary review, the company procedures for the use, inspection and testing of manifold reducers, spool pieces and other portable pipework.', 'Review the inventory of manifold reducers, spool pieces and other portable pipework.', 'Review the records of inspection and testing of manifold reducers, spool pieces and other portable pipework.', 'During the inspection, observe the disposition and visual condition of the manifold reducers, spool pieces and other portable pipework.', 'Where necessary, compare the observed condition with the records of inspection and testing of manifold reducers, spool pieces and other portable pipework.', 'Request that the blanks or covers are removed from at least one stored reducer or spool piece and verify that the presentation flanges were undamaged and free from pitting or scoring.
Expected Evidence', 'The company procedures for the use, inspection and testing of manifold reducers, spool pieces and other portable pipework.', 'The inventory of manifold reducers, spool pieces and other portable pipework.', 'Records of the inspection and pressure testing of manifold reducers, spool pieces and other portable pipework.
Page 121 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.8.1 Pressure/Vacuum breakers P/V breakers are usually liquid filled and it is important that the correct density liquid is used, and the appropriate level maintained.
The P/V breakers should be marked with their High Pressure (HP) and vacuum opening pressures, the date of the last inspection, the type of anti-fr eeze and the lowest operating temperature.
IMO: Inert Gas Systems 3.9.12 All pressure and vacuum relief openings should be fitted with flame screens with easy access for cleaning and renewal.
The flame screens should be at the inlets and outlets of any relief device and be of robust construction sufficient to withstand the pressure of gas generated at maximum loading and during ballasting operations while presenting minimum resistance.
TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Maintaining safe tank atmospheres. • Record keeping.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -2 Regulation 4 Page 123 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 5.5.1.1 For tankers of 20,000 tonnes deadweight and upwards constructed on or after 1 July 2002 but before 1 January 2016, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, as adopted by resolution MSC.98(73), except that the Administ ration may accept other equivalent systems or arrangements, as described in paragraph
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.5.2 Inert Gas system maintenance The deck and engine departments should cooperate closely to ensure the IG system is maintained and operated properly.
To demonstrate that the IG plant is fully operational and in good working order, a record of inspection of the plant, including defects and their rectification, should be maintained on board.
European Industrial Gases Association: Safe Installation and Operation of PSA and Membrane Oxygen and Nitrogen Generators 4.4 Oxygen hazards Oxygen concentrations greater than 23.5% create greater fire hazards than normal air.
Although it is not flammable, oxygen vigorously accelerates combustion of flammable materials.
Materials that do not burn in air, including fire-resistant materials, can burn vigorously in an oxygen- enriched atmosphere.
Although a source of ign ition energy is always necessary in combination with flammable materials and oxygen, control or elimination of flammables is a precautionary step.
Lubricating oils and other hydrocarbon materials can react violently with higher concentrations of oxygen, and the combination shall be avoided.
It is important to note that the waste gas from nitrogen generators contains significantly greater than 23.5% oxygen and without appropriate venting can create an oxygen- enriched atmosphere.
IMO: FSS Code Chapter 15 Page 61 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 2.4 Requirements for nitrogen generator systems In addition to the provisions in paragraph 2.2, for inert gas systems using nitrogen generators, the provisions of this section shall apply. 2.4.1 System requirements 2.4.1.1 The system shall be provided with one or more compressors to generate enough positive pressure to be capable of delivering the total volume of gas required by paragraph 2.
Industry Guidance IMO: FSS Code Chapter 15 2.2.3.2.6 Arrangements shall be provided to enable the inert gas main to be connected to an external supply of inert gas.
The arrangements shall consist of a 250 mm nominal pipe size bolted flange, isolated from the inert gas main by a valve and located forward of the non-return valve referred to in paragraph 2.3.
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 12.1.11.1 Loading heated products Unless the ship is specially designed to carry very hot cargoes, such as bitumen, high temperature cargoes can damage a tanker’s structure, the cargo tank coatings and equipment such as valves, pumps and gaskets.
Some Classification Societies have rules on the maximum loading temperature for cargoes.
Master should consult the ship operator whenever the temperature of the cargo is more than 60° C.
Precautions that may help to ease the effect of a hot cargo are: Spreading the cargo throughout the ship as evenly as possible to dissipate the heat and avoid local heat stress.
Ensuring that tanks and pipelines are completely free of water before receiving any cargo with a temperature above the boiling point of water.
ICS: Tanker Safety Guide (Chemicals).
Fifth Edition. 5.10 Heating and Cooling Systems Most chemical tankers are provided with systems to heat or cool the cargo.
There are two main methods employed to control the temperature of the cargo: heating coils and heat exchangers. 6.4.5 Preparing the cargo system prior to arrival.
Heating and cooling systems If the cargo to be loaded requires heating or cooling during the voyage, the integrity of the system should be inspected and tested for tightness before loading starts.
Page 135 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) If no heating or cooling is required, it is recommended the heating coils are blown through and blanked.
If the heating or cooling medium is incompatible with the cargo to be loaded the system must be blown through and the coils blanked prior to loading.
TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Roles and responsibilities. • Cargo and ballast handling.
The procedures clearly identify the designated person(s) in charge of cargo, ballast and/or bunkering operations.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 7.1.1 When provided, any cargo heating or cooling systems shall be constructed, fitted and tested to the satisfaction of the Administration.
Materials used in the construction of temperature- control systems shall be suitable for use with the product intended to be carried. 7.1.2 Heating or cooling media shall be of a type approved for use with the specific cargo.
Consideration shall be given to the surface temperature of heating coils or ducts to avoid dangerous reactions from localized overheating or overc ooling of cargo. (See also 15.13.7) 7.1.3 Heating or cooling systems shall be provided with valves to isolate the system for each tank and to allow manual regulation of flow. 7.1.4 In any heating or cooling system, means shall be provided to ensure that, when in any condition other than empty, a higher pressure can be maintained within the system than the maximum pressure head that could be exerted by the cargo tank contents on the system. 7.1.5 Means shall be provided for measuring the cargo temperature. 1.
The means for measuring the cargo temperature shall be of restricted or closed type, respectively, when a restricted or closed gauging device is required for individual substances, as shown in column j in the table of chapter 17. 2.
A restricted temperature- measuring device is subject to the definition for a restricted gauging device in 13.1.1.2 (e.g. a portable thermometer lowered inside a gauge tube of the restricted type). 3.
A closed temperature- measuring device is subject to the definition for a closed gauging device in 13.1.1.3 (e.g. a remote-reading thermometer of which the sensor is installed in the tank). 4.
When overheating or overcooling could result in a dangerous condition, an alarm system which monitors the cargo temperature shall be provided. (See also operational requirements in 16.6.) 7.1.6 When (toxic) products for which 15.12, 15.12.1 or 15.12.3 are listed in column o in the table of chapter 17 are being heated or cooled, the heating or cooling medium shall operate in a circuit: 1. which is independent of other ship’s services, except for another cargo heating or cooling system, and which does not enter the machinery space; or 2. which is external to the tank carrying toxic products; or 3. where the medium is sampled to check for the presence of cargo before it is recirculated to other services of the ship or into the machinery space.
The sampling equipment shall be located within the cargo area and be capable of detecting the presence of any toxic cargo being heated or cooled.
Where this method is used, the Page 136 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) coil return shall be tested not only at the commencement of heating or cooling of a toxic product, but also on the first occasion the coil is used subsequent to having carried an unheated or uncooled toxic cargo. 16.6 Cargoes not to be exposed to excessive heat 16.6.2 Heating coils in tanks carrying this product shall be blanked off or secured by equivalent means.
The vessel operator should have developed procedures describing the operation, testing and maintenance of the cargo heating system.
These procedures should be ship and cargo specific and include, as applicable to the ship type: • Testing of the heating equipment. • Monitoring the system return for leaks via an observation tank or other means, including special arrangements when heating toxic cargoes. • Maintaining the required pressure in the heating system. • Blanking of heating coils when carrying cargoes not to be exposed to excessive heat. • Blanking of coils when the heating or cooling medium is incompatible with the cargo to be loaded. • The precautions that may be required when considering the contents of tanks adjacent to heated cargo, such as allowances for expansion, or the dangers of polymerisation. • The means of checking cargo temperatures, including the use of restricted or closed type devices where required. • The means of controlling the heating applied to each cargo tank. • Avoiding localised overheating of sensitive cargoes. • The use of high temperature alarms. • Any cargo temperature limits set by the operator, class or the coating manufacturer. • The records to be maintained of cargo heating and system testing.
These procedures may refer to the vessel’s operation manuals, international regulations, industry guidance publications, the heating equipment manufacturer’s instructions and/or the coating manufacturer’s instructions.
Vessels may be fitted with heating coils in the cargo tanks or deck mounted heat exchangers, using steam, hot water or thermal fluid as a heating medium.
Where steam cargo heating systems are fitted and when a heated cargo is being carried at the time of the inspection, an indication of the condition of the heating coils can be provided by inspection of the hot well or observation tank.
A very small amount of oil on the surface of hot wells or observation tanks can be considered normal, but a layer of oil over the surface indicates that there is a problem of some significance.
['Sight, and where necessary review, the company procedures describing the operation, testing and maintenance of the cargo heating system.', 'Inspect the cargo heating system including the: o Heating coil manifolds and associated pipework, where fitted. o Deck mounted heat exchangers and associated pipe work, where fitted. o Observation tank or other means for monitoring the system return. o Remote temperature indication and alarm system, if fitted.', 'Sight, and where necessary review, the cargo heating records.', 'Where necessary review the records of the inspection and testing of the cargo heating system.
Page 137 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Intervie w the accompanying officer to verify their familiarity with company procedures describing the operation, testing and maintenance of the cargo heating system.
Expected Evidence', 'The company procedures describing the operation, testing and maintenance of the cargo heating system.', 'The vessel’s operation manuals, where provided.', 'The records of cargo heating system usage.', 'The daily temperature records for heated cargo.', 'Records of the inspection and testing of the cargo heating system.
Potential G rounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals 12.1.6.16 Doping and additives: anti-static, inhibitors, dyes, hy drogen sulphide knockdown Doping is when cargoes are treated with small quantities of specialised additives and fluids, such as dyes, liquid markers, anti -static agents and lubricants, during loading or before leaving port.
As far as possible, doping shoul d be carried out ashore or in closed- line condition.
When the additives are flammable or toxic, a closed doping operation is recommended.
However, some terminals do not have a closed in- line additive injection system, so the additives have to be added manually.
Any manual doping activity should be risk assessed.
Appropriate procedures should be in place to control the associated hazards.
Manual doping operations should be carefully planned to minmise the health, safety and environmental impact.
The associat ed risk assessment should include a review of the Safety Data Sheets (SDS) of the cargo and the additive, supplier’s instructions, PPE, physical and operational hazards, supervision, weather, equipment, resources and contingency measures.
Any free fall of additives into non -inerted cargo tanks should be avoided.
The supplier/contractor should draw up a doping plan and communicate this to the ship’s Master before any doping.
On receiving the plan, the Master should carry out their own onboard risk assessment and check that all relevant items have been addressed, and the risks reduced to As Low As Reasonably Practicable (ALARP).
The doping plan should be discussed by all personnel involved on the ship and in the terminal.
As a minimum, the plan should include the method of doping, PPE to be used and the contingency measures.
The SDS for any additives should be reviewed as part of the risk assessment process regarding hazard identification and risk mitigation measures.
A copy of the SDS should be kept in the vicinity of the doping operation.
If additives are to be stowed on board, they should be well secured; see section 13.5 for further guidance. 13.5.2.2 Additives (anti -static, inhibitors, dyes, hydrogen sulphide knockdown) These cargo additives are often loaded on tankers in small containers and delivered with the cargo.
So that they can be stowed correctly, they should be accompanied by the appropriate SDS.
Page 139 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) ICS: Tanker Safety Guide (Chemicals).
Fifth Edition. 1.6.2 Unstable chemicals Inhibited cargoes If additional inhibitor is left on board for use during the voyage the shipper or charterer should provide instructions on: • The quantity to add; • How to add it to the cargo; and • How it should be mixed with the cargo. 6.3.5 Specific cargo handling requirements Inhibited cargoes Adding substances such as powdered inhibitors and other similar material may generate a static charge if introduced to the tank by free -fall or pouring the substance from an opening on the cargo deck.
Consequently, at the pre -transfer conference a safe method of adding inhibitors should be agreed.
TMSA KPI 6.3.3 requires that the SMS includes procedures for non-routine or specialised cargo and ballast operations undertaken in the fleet.
These operations may include: • Cargo dosing (dyes, additives) IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures for managing on- board doping operations that included: • Reviewing the supplier’s/contractor’s doping plan. • Performing a risk assessment of the proposed operation. • Supervising the doping operation.
Preference is for additive injection at a shore location, or via an in- line injection system, e.g. via a spool piece at the ship’s manifold.
In this case, pressure test records for the injection system should be verified prior to commencing cargo operations.
Injection may also be carried out via the cargo tank vapour locks.
Doping via an open tank lid should only take place in exceptional circumstances.
The doping plan and associated risk assessment should identify: • Any flammability or toxicity hazards associated with the additive. • The method of doping to be used and any operational restrictions. • Arrangements for supervision by ship’s crew. • PPE and handling equipment r equirements. • Contingency measures including the method of clean-up of any spillages.
Page 140 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Storage requirements for any additive to be carried on board. • Appropriate anti- static precautions if tanks are not inerted.
['Sight, and where necessary review, the company procedures for managing on', 'board doping operations.', 'Review records of current and/or past doping operations.', 'If doping operations are taking place during the inspection, observe the operation including the method of doping used, supervision by ship’s crew, use of PPE and anti', 'static precautions.', 'Inspect stowage arrangements of any additives stored on board.', 'Verify that safety data sheets for any additives stored onboard were available.', 'Interview the officer responsible for cargo operations to verify their familiarity with the company procedures for managing on', 'board doping operations.
Expected Evidence', 'Company procedures for managing on', 'board doping operations.', 'Doping plans.', 'Associated risk assessments.', 'Safety Data Sheets for additives used.', 'Cargo operation log books.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals. 12.8.5 Closed gauging for custody transfer Temperatures can be taken using electronic thermometers inserted through the tank’s vapour locks.
The thermometers should also be calibrated and have the appropriate approval certificates 12.8.6 Cargo tank monitoring systems Tank monitoring systems often have multiple functions, such as radar or other types of remote gauging, temperature measurement, tank pressure sensors and level alarms.
It may be integrated with other cargo monitoring or control equipment or with loading com puters or control systems.
Manufacturers may refer to these multi -function systems as cargo tank monitoring systems.
Whether provided as a complete system or as separate elements, planned maintenance procedures should be established to ensure maintenance, test and calibration of this equipment per the manufacturer’s instructions.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 5.3.7 Temperature monitoring equipment Sensors are fitted so that the temperature of the cargo can be monitored in order to: • Ensure that cargo heating requirements are complied with. • Ensure that any tank structure and tank coating temperature limitations are not exceeded, and • Calculate the weight of the cargo on board. (The specific gravity of a product varies according to temperature).
Sensors may also be fitted to monitor the temperatures of the structure around the cargo system.
Page 143 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Tank gauging equipment IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 7.1.5 Means shall be provided for measuring the cargo temperature. 1.
The means for measuring the cargo temperature shall be of restricted or closed type, respectively, when a restricted or closed gauging device is required for individual substances, as shown in column j in the table of chapter 17. 2.
A restricted temperature- measuring device is subject to the definition for a restricted gauging device in 13.1.1.2 (e.g. a portable thermometer lowered inside a gauge tube of the restricted type). 3.
A closed temperature- measuring device is subject to the definition for a closed gauging device in 13.1.1.3 (e.g. a remote -reading thermometer of which the sensor is installed in the tank). 4.
When overheating or overcooling could result in a dangerous condition, an alarm system which monitors the cargo temperature shall be provided. (See also operational requirements in 16.6. )
The vessel operator should have developed procedures for the maintenance, testing and calibration of the cargo temperature monitoring equipment in accordance with manufacturer’s instructions.
These procedures may refer to the equipment manufacturer’s manuals and instructions and in part be contained in the planned maintenance system.
The cargo temperature monitoring equipment may be portable ullage/temperature/interface (UTI) instruments or a fixed system with sensors fitted in the cargo tanks and remote readouts in the cargo control room, which may be integrated into a cargo tank monitoring system.
Visible and audible cargo temperature alarms may be installed in the cargo control room and on the bridge.
Portable UTI equipment should be serviced and calibrated in accordance with manufacturer's recommendations and valid certificates of calibration should be provided for each instrument. (The safe operation and condition of UTI instruments is addressed by question 8.3.12.) Fixed cargo temperature monitoring equipment should also be serviced and calibrated in accordance with manufacturer's recommendations.
Calibration should be carried out preferably at intervals not exceeding 30 months.
Calibration of instrumentation is often difficult whilst the vessel is in service, and it is usually carried out during repair periods However, comparisons between portable and fixed equipment readings provide a practical cross -reference.
Records should be maintained of all checks, tests and calibrations.
Sugg ested Inspector Actions • Sight, and where necessary review the company procedures for the maintenance, testing and calibration of the cargo temperature monitoring equipment.
Page 144 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Request a demonstration of fixed cargo temperature monitoring equipment, including alarms, if fitted. • Review where necessary the: o Manufacturer’s manuals and instructions for the fixed cargo temperature monitoring equipment. o Records of checks, tests and calibration of the cargo temperature monitoring equipment. • Interview the accompanying officer to verify their familiarity with company procedures for the maintenance, testing and calibration of the cargo temperature monitoring equipment.
Expected Evidence • Company procedures for the maintenance, testing and calibration of the cargo temperature monitoring equipment. • Manufacturer’s manuals and instructions for the fixed cargo temperature monitoring equipment. • Records of checks, tests and calibration of the cargo temperature monitoring equipment.
Potential Grounds for a
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 9.9.1 Manifold platform Sometimes this platform is higher than two metres and may not have edge protection.
Where fitted, edge protection may be temporarily removed to allow hose connection.
The risk of falling from height means adequate safety precautions are needed. 18.1.8 Precautions when connecting and disconnecting Marine Loading Arms Where an elevated manifold platform is fitted, without fixed or movable protections, the area should be properly identified and marked by warning signs to prevent falls. 11.7 Stern loading and discharging arrangements Using a stern manifold for cargo transfer operations introduces additional hazards and operational concerns.
Procedures should address the following: • The dangerous area extending at least three metres from the manifold valve should be clearly marked.
No unauthorised personnel should be allowed in this area during the entire cargo operation. • Elimination of potential sources of ignition from accommodation openings and electrical fittings.
Air inlets and doors to e nclosed spaces should be kept closed. 12.1.14.3 Line draining …Draining any product from the MLAs or hoses into open drip-trays should be avoided.
The contents of portable or fixed drip -trays should be transferred to a slop tank or other safe container. 18.1.2 Forces on manifolds Page 146 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Where supports or jacks are used, they should be fitted in such a way that they stand directly onto the deck or some other substantial support.
They should never be placed onto fixtures or fittings that are not capable of, or suitable for, supporting the load. 18.2 Cargo hoses 18.2.10 Handling.
Lifting and suspending Lifting bridles and saddles should be provided.
The use of steel wires in direct contact with the hose cover should not be permitted.
Certified lifting straps should be used.
They should be positioned so that the hose does not fold over on itself (sharp kinks in the hoses should be avoided).
Lifting equipment should be appropriately sized to accommodate the weight of the hose when full of product.
Straps should be placed strategically to allow the flange to align horizontally.
This will improve hose connection efficiency.
Excessive weight on the ship’s manifold should be avoided… Adequate support for the hose, when connected to the manifold should be provided.
Where this support is via a single lifting point, such as a hose crane, the hose string should be supported by bridles or webbing straps.
Some hoses are specifically designed to be unsupported.
Figure 18.4: Hose handling arrangement 23.6.2 Removing blank flanges Each tanker and terminal manifold flange should have a removable blank flange made of steel or other approved material, preferably fitted with handles.
Blank flanges should be capable of withstanding the working pressure of the line or syst em they are connected to.
They should also be as thick as the end flange they are fitted to. 23.6.3 Reducers and spool pieces Manifold pressure gauges should be fitted on the outboard side of the manifold valve to the spool piece or reducer. 23.7 Spills and leaks 23.7.1 General The cargo transfer system should be checked at the start of cargo transfer and at agreed intervals.
This should include tanker outboard manifolds, pipelines, MLAs, cargo hoses, unused connections, blanks, valves and waterside checks. 23.7.5 Spill containment A permanently fitted spill tank, with suitable means of draining, should be fitted under all tanker/terminal manifold connections.
If no permanent spill tank is fitted, portable drip -trays should be placed under each connection to catch any leaks.
Avoid plastic and other non-metallic containers unless bonding is possible. 23.7.6 Tanker and terminal cargo and bunker pipelines not in use Valve tightness should not be relied on to stop the escape or seepage of oil.
All the tanker’s cargo and bunker pipelines not in use should be securely blanked at the manifold.
Where fitted, cargo pipelines to stern or bow manifolds should be drained of cargo and isolated from the tanker’s main pipeline system.
Page 147 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) For stern manifolds this will require physical blanking or removal of a spool piece to fully isolate the line forward of the accommodation. 23.7.7.2 Misconnection of liquid and vapour lines To prevent the possible misconnection of the vapour manifold to a liquid loading line, a mechanical keying arrangement should be provided for vapor manifold presentation flanges as follows: 1.
The bolt locations should be arranged so that two bolts straddle the 12 o’clock position at the top of the flange face. 2.
One cylindrical stud should be permanently attached to each of the presentation flange faces at the 12 o’clock position on the flange bolt circles. 23.9.4 Tugs and other craft alongside The midships cargo handling crane should not be used while cargo operations are underway because of a risk of a suspended load falling onto the pressurised manifold pipelines.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 6.7.2 Manifold connections A bolt should be fitted in every hole, then tightened correctly and evenly.
Nuts and bolts should be of the correct size and material.
Damaged bolts should not be used.
Improvised arrangements using G -clamps or similar devices are not permitted under any circumstances.
The IBC Code requires that flanges at the manifold are provided with shields to guard against spray from acid cargoes.
It is recommended to use such shields to protect against spray from other cargoes that are toxic or corrosive. 6.7.18 Disconnection of cargo hoses Care should always be taken to avoid incompatible cargoes being mixed in cargo and stripping lines, slop tanks, drain tanks and manifold drip-trays.
OCIMF/CDI: Recommendations for Oil and Chemical Tanker Manifolds and Associated Equipment 1.5.2 Identification of cargo vapour manifolds The first inboard metre of each cargo vapour manifold connection should have its exterior surfaces painted, with the exception of the flange faces.
The painted area should be divided into three bands, with the outboard and inboard bands being red in colour and 100mm wide and the centre and being yellow in colour.
In addition, the word VAPOUR should be painted in black letters, at least 50mm high, on both the forward and aft sides of all reducers, both principal and reserve, in approximately the 2 o’clock and 10 o’clock positions.
IMO: IBC Code 15.11 Acids 15.11.4 Flanges of the loading and discharging manifold connections shall be provided with shields, which may be portable, to guard against the danger of cargo being sprayed: and in addition, drip trays shall also be provided to guard against leakage onto the deck.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: Page 148 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Line and valve setting IMO: I SM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures which provided guidance for managing cargo and vapour connections at the cargo manifolds to prevent and detect leakages.
These procedures should include: • Manifold connection via hose or marine loading arm. • The fitting and monitoring of pressure gauges at each manifold connection outboard of the manifold valve. • The fitting of blanks to all unused manifold connections. • The fitting of blanks or caps to all drains and sample points, except while in use. • The use of fixed and portable drip-trays and the management of drained or spilled cargo. • The management of vapour manifolds and connections. • Safe work on elevated manifold platforms, if f itted. • The supporting of cargo hoses during cargo transfer. • Restrictions on the use of the mid- ships hose-handling crane(s) during cargo operations. • The management of bow and stern manifolds, if fitted.
Manifold drip trays should be clean and free from car go residues.
Suitable means of draining the drip trays to a cargo tank or drain tank should be provided.
On chemical tankers, drip-trays should be drained to appropriate tanks with due regard to toxicity and compatibility requirements.
Manifold drip-tray drains to deck should be fitted with valves and either capped or plugged.
Pressure gauge stems should be fitted with valves and capped whenever gauges are not fitted.
It is generally accepted that steel blanks should be of the same thickness as the flanges to which they are attached, but this will not necessarily result in the pressure capability being the same as that of the associated pipework.
It is the pressure rating of the blank which is important, and blanks made of materials such as titanium have a superior strength and may therefore be significantly thinner for the same pressure rating as a mild steel blank.
If such blanks are fitted, documentation should be on board to prove that the pressure rating is adequate for the service.
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 12.1.14.5 Clearing hoses and marine loading arms to the ship Do not clear hoses and loading arms to the ship using compressed air because of the risks of: • Static charge generation. • Compromising IG quality. • Over pressurisation of tanks or pipelines. • Oil mists coming from tank vents. 12.1.14.8 Receiving nitrogen from shore If shore supplied nitrogen is used, e.g. to purge tanks, for padding cargo or to clear lines, be aware that this may be at high pressure (up to ten bar) and at a high flow rate, making it potentially hazardous because of the risk of over pressurising the cargo tanks.
Carry out a risk assessment: the operation should only proceed if appropriate risk mitigations are in place.
As a minimum, follow the precautions for over pressurisation in section
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.5.2 Inert Gas system maintenance The deck and engine departments should cooperate closely to ensure the IG system is maintained and operated properly.
To demonstrate that the IG plant is fully operational and in good working order, a record of inspection of the plant, including defects and their rectification, should be maintained on board.
IMO: Inert Gas Systems 1.3.3 'Inert gas plant' means all equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems.
IMO: FSS Code Chapter 15 2.3.1 System requirements 2.3.1.2 Gas regulating valves 2.3.1.2.1 A gas regulating valve shall be fitted in the inert gas main.
This valve shall be automatically controlled to close, as required in paragraph 2.
Industry Guidance USCG: Code of Federal Regulations.
Title 46. 46 CFR § 39.2007 - Tankship liquid overfill protection - T/ALL. (a) Each cargo tank of a tankship must be equipped with an intrinsically safe high-level alarm and a tank overfill alarm. (b) If installed after July 23, 1990, the high-level alarm and tank overfill alarm required by paragraph (a) of this section must - • Be independent of each other. • Activate an alarm in the event of loss of power to the alarm system. • Activate an alarm during the failure of electrical circuitry to the tank level sensor; and • Be able to be verified at the tank for proper operation prior to each transfer.
This procedure may be achieved with the use of an electronic self -testing feature that monitors the condition of the alarm circuitry and sensor. (c) The high-level alarm required by paragraph (a) of this section must - • Activate an alarm once the cargo level reaches 95 percent of the tank capacity or higher, but before the tank overfill alarm. • Be identified with the legend “High-level Alarm” in black letters at least 50.8 millimetres (2 inches) high on a white background; and • Activate a visible and audible alarm so that it can be seen and heard on the vessel where cargo transfer is controlled. (d) The tank overfill alarm required by paragraph (a) of this section must - • Be independent of the cargo gauging system.
Page 69 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Be identified with the legend “TANK OVERFILL ALARM” in black letters at least 50.8 millimetres (2 inches) high on a white background. • Activate a visible and audible alarm so that it can be seen and heard on the vessel where cargo transfer is controlled and in the cargo deck area; and • Activate an alarm early enough to allow the person in charge of transfer operations to stop the cargo transfer before the tank overflows.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 5.3.5 Overfill detection systems High level alarms Carriage requirements for certain cargoes require tanks to be fitted with high level alarms that are independent of any alarms fitted to the closed gauging system.
The alarm may be activated by either a float -operated switch, a capacitive pressure transmitter, or an ultrasonic device.
The activation point should be set to when the cargo is approaching the normal full condition.
Typically this limit will be set at 95%.
Tank overflow control systems (overflow alarms) Tank overflow control systems should be set to alarm when the level in the tank reaches 98% of capacity.
Testing Alarms All high level and overflow alarms should be tested in accordance with the manufacturer’s instructions to ensure correct operation prior to cargo operations.
This will confirm that the alarms are working correctly and can be relied upon.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Alarms and trips. • Tank gauging equipment.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IBC Code 15.19 Overflow control 15.19.1 The provisions of this section are applicable where specific reference is made in column “o” in the table of chapter 17 and are in addition to the requirements for gauging devices. 15.19.2 In the event of a power failure on any system essential for safe loading, an alarm shall be given to the operators concerned. 15.19.3 Loading operations shall be terminated at once in the event of any system essential for safe loading becoming inoperative. 15.19.4 Level alarms shall be capable of being tested prior to loading.
Page 70 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 15.19.5 The high-level alarm system required under 15.19.6 shall be independent of the overflow -control system required by 15.19.7 and shall be independent of the equipment required by 13.1 (gauging devices). 15.19.6 Cargo tanks shall be fitted with a visual and audible high- level alarm which complies with 15.19.1 to 15.19.5 and which indicates when the liquid level in the cargo tank approaches the normal full condition. 15.19.7 A tank overflow -control system required by this section shall: • come into operation when the normal tank loading procedures fail to stop the tank liquid level exceeding the normal full condition. • give a visual and audible tank -overflow alarm to the ship’s operator; and • provide an agreed signal for sequential shutdown of onshore pumps or valves or both and of the ship’s valves.
The signal, as well as the pump and valve shutdown, may be dependent on operator’s intervention.
The use of shipboard automatic closing valves shall be permitted only when specific approval has been obtained from the Administration and the Port State authority concerned.
IMO: SOLAS Chapter II -2 Regulation 11 6.3.1 Preventive measures against liquid rising in the venting system Provisions shall be made to guard against liquid rising in the venting system to a height which would exceed the design head of cargo tanks.
This shall be accomplished by high-level alarms or overflow control systems or other equivalent means, together with independent gauging devices and cargo tank filling procedures.
For the purposes of this regulation, spill valves are not considered equivalent to an overflow system.
For the purposes of this question, the term “high -high -level alarms” includes: • Overfill alarms • Overflow alarms • Overflow control systems In oil ships, high-level alarms may be integral to the fixed gauging system, but not high- high alarms.
In chemical ships, both high- level and high -high -level alarms must be independent of the fixed gauging system, and each other.
The vessel operator should have developed procedures for the maintenance, setting and testing of the cargo tank high- level and high- high-level alarm systems, including: • The mandatory use of the alarms during all cargo tank loading, discharging and transfer operations. • Set points for all alarms. • Testing procedures and frequency. • Records of testing and maintenance to be kept. • Guidance on the use of shipboard automatic closing valves, if fitted. • Procedure, based on risk assessment, to enable continued cargo loading, discharge or transfer operations in the event of a failure of the cargo tank high-level or high-high -level alarm system or a single alarm for an individual cargo tank.
The instruction within the planned maintenance system may form part of the procedures.
['Page 71 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Sight, and where necessary review, the company procedures for the maintenance, setting and testing of the cargo tank high', 'level and high', 'high', 'level alarm sy stems.', 'Review the records of testing and maintenance of the cargo tank high', 'level and high', 'high', 'level alarm systems.', 'Inspect the alarm indicator panels in the cargo control room or position and verify: o The panel was switched on with all cargo tanks being monitored. o The audible and visible alarms were operational.', 'Inspect the alarm equipment on deck including the audible and visible alarm fittings.', 'If safe to do so, request that the accompanying officer demonstrates the operation of the audible and vi sible alarms on the deck area by the test activation of a high', 'high', 'level alarm on a randomly selected cargo tank.', 'Interview the accompanying officer to verify their familiarity with: o The company procedures for the maintenance, setting and testing of the cargo tank high', 'level and high', 'high', 'level alarm systems. o The circumstances under which the cargo tank high', 'level and high', 'high', 'level alarm systems or individual tanks alarms may be isolated and the safeguards to ensure they were always in operation during cargo transfer operations.
Expected Evidence', 'The company procedures for the maintenance, setting and testing of the cargo tank high', 'level and high', 'high', 'level alarm systems.', 'Records of the maintenance, testing and setting of the cargo tank high', 'level and high', 'high', 'level alarm systems.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals 3.2 General precautions against electrostatic hazards 3.2.1 Overview The safest way to protect from electrostatic risks is to conduct operations with tanks protected by IG .
However, if a flammable atmosphere might be present, the following measures should be taken to prevent electrostatic hazards: • Bond metal objects to the metal structure of the tanker to eliminate risk of spark discharges between metal objects that might be electrically insulated.
This includes the metallic components of any equipment used for dipping, ullaging and sampling. • Remove any loose conductive objects that cannot be bonded. … The following additional precautions should be taken against static electricity during ullaging, dipping, gauging, or sampling of static accumulator oils: • Prohibit the use of conductive (metal) ullaging, dipping, gauging or sampling equipment during product transfers into a tank and for 30 minutes after completion of operations to allow the settling of gas bubbles, water or particulate matter in the liquid and the relaxation of any electrical charge.
After the 30 minutes settling time, metal ullaging, dipping, gauging or sampling equipment may be used but it must be effectively bonded and securely earthed to the structure of the ship before it is introduced into the tank and must remain earthed until after removal. • Prohibit the use of all non-conductive (non- metal) containers of more than one litre capacity for dipping, ullaging and sampling during loading and for 30 minutes after completion of product transfer into a tank.
Non-conductive (non -metal containers) of less than one litre capacity may be used for sampling in tanks at any time if they have no conducting components and if they are not rubbed prior to sampling.
Cleaning, with a high conductivity Page 74 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) proprietary cleaner or soapy water, is recommended to reduce charge generation.
To prevent charging, the container should not be rubbed dry after washing.
Operations can be carried out at any time through a correctly designed and installed full depth sounding pipe.
A significant charge cannot accumulate on the surface of the liquid within the sounding pipe and so waiting time is not required.
Precautions to prevent the introduction of charged objects into a tank still apply and if metal equipment is used it should be bonded before being inserted into the sounding pipe.
Detailed guidance on precautions to be taken during ullaging, dipping and sampling of static accumulator oils is given in section
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 3.1.4.3 Conductivity Liquid non-conductors have conductivities of less than 50 pS/m (picoSiemens/metre).
Such liquids are often referred to as static accumulators.
Petroleum products, e.g. clean oils (distillates) including some low sulphur bunker fuels, frequently fall into t his category with typical conductivities being below 10 pS/m (relaxation time > 2s).
Chemical solvents and highly refined fuels can have conductivities less than 1 pS/m (relaxation time > 20s) 3.2 General precautions against electrostatic hazards 3.2.1 Overview The safest way to protect from electrostatic risks is to conduct operations with tanks protected by IG.
However, if a flammable atmosphere might be present, the following measures should be taken to prevent electrostatic hazards: • Restrict the product flow to a maximum of 1 m/sec at the individual tank inlets, irrespective of design, during the initial stages of product transfer into a tank, until: o The filling pipe and any other structure on the base of the tank has been submerged to twice the filling pipe diameter and all splashing and surface turbulence has ceased, and o Any water collected in the pipeline has been cleared. • It is necessary to load at this restricted rate for a period of 30 minutes or until two pipeline volumes (i.e. from delivery tank to ship’s tank) have been loaded into the receiving tank, whichever is the lesser. • Continue to restrict the product flow to a maximum of 1 m/sec at the tank inlet for the whole of the operation unless the product is clean.
A clean product, in this context, contains less than 0.5% by volume of free water or other immiscible liquid and less than 10 mg/l of suspended solids. • Avoid splash filling by employing bottom entry using a fill pipe terminating close to the bottom of the tank. • Not blowing lines using compressed air Page 78 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) See also • 3.2.4 Filters • 3.2.6 Free fall into tanks 12.1.7 Loading static accumulator oils 12.1.71 General Petroleum distillates often have electrical conductivities of less than 50 picoSiemens per metre (pS/m) and so fall into the category of static accumulators.
Since the conductivities of distillates are not normally known and may not be included in an SDS or other common documents, they should all be treated as static accumulators unless they contain an anti -static additive that raises the conductivity above 50 pS/m (for cautions on the effectiveness of anti -static additives, see section 12.1.7.9).
A static accumulator may carry enough charge to be an incendive ignition hazard during loading and for up to 30 minutes after loading.
See also • 12.1.7.3 During the initial filling of a tank • 12.1.7.4 Minimising hazards from water • 12.1.7.7 Spread loading • 12.1.7.8 Limitation of product velocity (loading rates) after the initial filling period (bulk loading) • 12.1.7.9 Anti -static additives • 12.1.7.10 Loading different grades of a product into unclean tanks (switch loading) • 12.1.14.7 Gas release in the bottom of tanks TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Cargo and ballast handling.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified per sonnel.
The vessel operator should have developed procedures for loading flammable static accumulator cargoes into non-inerted tanks that described the: • Identification of flammable static accumulator cargoes. • Precautions to be taken against hazards from static electricity when loading these cargoes including: o Minimising hazards from water. o Initial loading rates. o Bulk loading rates. o Spread loading. o Switch loading. o Use of anti- static additives. o Effect of filters in the pipeline. o Avoiding: Free fall into tanks.
Page 79 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Splash loading. Blowing lines with compressed air.
ISGOTT6 table 3.1 identifies the following examples: Static accumulators: • Benzene • Xylene • Gasoline (straight -run) • Diesel (ultra -low sulphur) • Lube oil (base) • Commercial jet fuel • Toluene • Kerosene • Diesel • Cyclohexane • Motor gasoline Non accumulators • Fuel with anti -static additive • Heavy black fuel oils • Semi- conductive crude oil • Bitumen • Conductive crude oil • Alcohols • Ketones Provided that: • The tank is maintained in an inert condition, or • The cargo is not a static accumulator, or • It can be guaranteed that the tank atmosphere is non-flammable, Then no anti- static precautions are necessary.
However, in case of doubt it should be assumed that a product is a static accumulator, and the appropriate precautions should be taken.
This question will be assigned as follows: • Oil tankers that are not fitted with an inert gas system. (HVPQ 9.15.1) • Chemical tankers which are not fitted with a nitrogen generator. (HVPQ 9.31.1)
['Sight, and where necessary review the company procedures for loading flammable static accumulator cargoes into non', 'inerted tanks.', 'Observe loading taking place, if possible.', 'Review cargo log books and records to verify compliance with company procedures.
Page 80 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Interview the officer in charge of cargo operations to verify their familiarity with company procedures for loading flammable static accumulator cargoes into non', 'inerted tanks.
Expected Evidence', 'Company procedures for loading flammable static accumulator cargoes into non', 'inerted tanks.', 'Cargo log books and records.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.1.6 Use during cargo tank operations Before the IG system is operated the tests required by the operations manual or the manufacturer’s instructions should be carried out.
The fixed oxygen analyser and recorder should be tested and proved to be in good order.
Portable oxygen and hydrocarbon meters should also be prepared and tested.
ISGOTT Checks pre-arrival Ship/Shore Safety Checklist Part 1B.
Tanker: checks pre- arrival if using an inert gas system IMO: FSS Code Chapter 15 2.2.1.2 The system shall be capable of: .5 delivering inert gas with an oxygen content of not more than 5% by volume to the cargo tanks at any required rate of flow. 2.2.4.2 Instrumentation shall be fitted for continuously indicating and permanently recording, when inert gas is being supplied: .2 the oxygen content of the inert gas.
IMO: Inert Gas Systems Page 82 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 3.14.2 Clear instructions should be provided for operating, calibrating and testing all instruments and alarms.
Suitable calibration facilities should be provided. 3.14.7 The arrangement for oxygen analyser, recorder and indicating equipment should be as follows: .9 Dependent on the principle of measurement, fixed zero and/or span calibration arrangements should be provided in the vicinity of the oxygen analyser fitted with suitable connections for portable analysers.
TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Maintaining safe tank atmospheres. • Record keeping.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -2 Regulation 4 5.5.1.1 For tankers of 20,000 tonnes deadweight and upwards constructed on or after 1 July 2002 but before 1 January 2016, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, as adopted by resolution MSC.98(73), except that the Administration may accept other equivalent systems or arrangements, as described in paragraph
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 12.1.6.3 Emergency Shutdown Plan The ship and the terminal should have agreed an Emergency Shutdown (ESD) procedure and alarm and recorded it on an appr opriate form.
This agreement sets out those circumstances when operations should stop immediately.
It also accounts for the possible dangers of a pressure surge caused by an ESD procedure. 12.1.6.4 Supervision The following safeguards should be maintained throughout loading: • All personnel concerned should fully understand the agreed standby notice period for the normally stopping of cargo pumps on completion of loading and the emergency stop system for both the ship and terminal. 18.5 Emergency Shutdown systems ESD systems for cargo transfers are used to stop the flow of cargo liquid and vapour in an emergency and bring the cargo handling system to a safe, static condition.
It is recommended that tankers and terminals are provided with the necessary equipment to enable interconnections of ESD systems.
As a minimum, ESD systems should: • Stop all cargo transfer pumps when an ESD is activated on the tanker or terminal. • Stop the tanker’s cargo transfer pumps when a terminal high level alarm is activated.
ISGOTT Checks pre-transfer Ship/Shore Safety Checklist: Page 85 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Part 5A.
Tanker and terminal: pre-transfer conference (item 51) TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Emergency Shutdown (ESD) System operation. • Alarms and trips. • Cargo and ballast pump tests.
Records of the tests and checks are maintained.
IMO: ISM Code 7 The Company should establi sh procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
USCG: Code of Federal Regulations.
Title 33 Section 155.780 Emergency shutdown. (a) A tank vessel with a capacity of 250 or more barrels that is carrying oil or hazardous material as cargo must have on board an emergency means to enable the person in charge of a transfer operation to a facility, to another vessel, or within the vessel to stop the flow of oil or hazardous material. (b) The means to stop the flow may be a pump control, a quick -acting, power actuated valve, or an operating procedure.
If an emergency pump control is used, it must stop the flow of oil or hazardous material if the oil or hazardous material could siphon through the stopped pump. (c) The means to stop the flow must be operable from the cargo deck, cargo control room, or the usual operating station of the person in charge of the transfer operation.
The vessel operator should have developed cargo operation procedures for all vessel types within the fleet which included: • The testing of Emergency Shutdown ( ESD) systems, if fitted to the vessel. • The periodic testing of automatic cargo pump shut down systems and associated sensors, if fitted to the vessel. • The periodic testing of manual cargo pump shut down controls from all locations. • The testing of each cargo pump shut down system prior to each cargo operation. • The familiarisation of the vessel crew with the cargo system shut down controls and the circumstances in which they should be activated.
['Sight, and where necessary review, the procedures which described the operation and testing of ESD systems and/or cargo pump emergency stop controls.', 'Review the most recent records for the testing of: o The ESD system, where fitted. o The automated cargo pump shut down systems and associated sensors, where fitted. o The individual cargo pump emergency stop controls from each location provided.
Page 86 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) o The cargo pump shutdown system for each pump prior to use.
Interview a deck rating to verify their familiarity with:', 'The circumstances in which the cargo pump emergency stop control should be activated.', 'The locations of the cargo pump emergency stop controls.', 'The actions that should be taken once the cargo pump emergency stop control had been activated.', 'The danger of shutting a manifold valve against the flow while loading/discharging.
Expected Evidence', 'The company procedures which described the operation and testing of the ESD, where fitted, the cargo pump automated shutdown, the cargo pump emergency stop controls and the cargo pump emergency stop system.', 'The testing records for the ESD, where fitted, the cargo pump automated shutdown, the cargo pump emergency stop controls and the cargo pump emergency stop system.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 11.3.2 Cargo and ballast system integrity Any latent defect in the cargo system will usually reveal itself when the system is pressurised during the discharge operation.
It is good practice to pressure test cargo lines on a periodic basis, depending on the trade of the ship.
Although these pressure tests may provide an indication of the system’s condition at the time of the test, they should not be considered a substitute for regular external inspection of the pipeline system and periodic internal inspections, particularly at known failure points such as pump discharge bends and stub pipe connections. 12.1.15.3 Routine maintenance and housekeeping issues Pipelines should be visually examined and routinely pressure tested to verify their condition.
Other non-destructive testing or examination, such as ultrasonic wall thickness measurement, may be appropriate but should always be supplemented by a visual examination.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • Cargo/bunker line pressure testing IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
USCG: Code of Federal Regulations.
Title 46.
Page 88 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 35.35- 70 Maintenance of cargo handling equipment - TB/ALL. (d) The cargo discharge piping of all tank vessels shall be tested at least once each year for tightness, at the maximum working pressure.
USCG: Code of Federal Regulations.
Title 33. 156.170 - Equipment tests and inspections (c)(4) Each loading arm and each transfer pipe system, including each metallic hose, must not leak under static liquid pressure at least 1 1/2 times the maximum allowable working pressure; and (f) The frequency of the tests and inspections required by this section must be: (3) For vessels, annually or as part of the biennial and mid- period inspections.
USCG: Marine Safety Manual, Vol. II: Materiel Inspection B6-29 Acceptance of Alternative Cargo Piping Test Pressures for Vessels.
Achieving test pressures of 150% MAWP for annual cargo piping tests on tank vessels is often impractical while vessels are in service, where transfers are conducted by vacuum or suction method, or outside the shipyard where special equipment is not available.
Therefore, as provided by 33 CFR 156.107, alternative test pressures of not less than 100% MAWP may be used for in-service annual cargo p iping tests, provided that a 150% MAWP test of the cargo piping is conducted at least twice in any five-year period.
It is envisioned that the 150% MAWP tests will be conducted during drydock periods at the discretion of the vessel owners or operators.
Those vessels with longer drydock intervals must make arrangements to conduct the 150% MAWP tests at least twice in any five- year period.
All alternatives must provide an equivalent level of safety and protection from pollution.
Accurate records of the requir ed tests must be maintained aboard the vessel.
The vessel operator should have developed procedures for the inspection and testing of cargo transfer system, vapour and inert gas pipelines which should include the: • Frequency of visual external examinations of each type of pipeline. • Determination of the MAWP of the cargo transfer system. • Frequency of periodic hydrostatic pressure testing of cargo system pipelines. • Requirement for hydrostatic pressure testing of cargo system pipelines after repairs, sectional replacements or modifications. • Marking of cargo system pipelines with the date and pressure of the last hydrostatic pressure test. • Details of the records required to be maintained of inspections and tests. • And may include: o Periodic internal visual examinations of sections of each type of pipeline. o Non-destructive testing, such as ultrasonic wall thickness measurement of sections of each type of pipeline.
The instructions in the planned maintenance system may form part of the procedures.
External visual examination of pipelines should cover all components including: • Flanges and their bolts. • Expansion couplings. • Local and/or remote pressure gauge and thermometer inserts or connections • The condition and adjustment of U bolts and any rubbing inserts.
Page 89 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The cargo transfer system should be hydrostatically pressure tested to the 100% maximum allowable working pressure (MAWP) at least annually.
The cargo transfer system, which includes the crude oil washing line, should be hydrostatically pressure tested to at least 150% MAWP at least twice within any five-year period.
The cargo transfer system includes the discharge pump and piping between the pump and the vessel's manifold, excluding any non- metallic, i.e. flexible, h oses.
In this context, the maximum allowable working pressure (MAWP) can be assumed to be either the pressure at which the cargo transfer system relief valve is set or, where no relief valve is fitted, the maximum discharge pressure that can be developed by the vessel's pump.
For centrifugal pumps this is the pressure developed by the pump at zero flow conditions.
Cargo transfer system pressure testing should be a hydrostatic test.
Pressure testing using compressed air or inert gas is not acceptable.
Sugges t ed Inspector Actions • Sight, and where necessary review, the company procedures for the inspection and testing of cargo, vapour and inert gas pipelines. • Review the records of the inspection and testing of cargo, vapour and inert gas pipelines and verify that: o The MAWP of the cargo transfer system had been determined and documented. o Each pipeline had been visually inspected in accordance with the company procedure. o Each cargo system pipeline had been hydrostatically pressure tested to 100% of MAWP annually. o Each cargo system pipeline had been hydrostatically pressure tested to 150% of MAWP at least twice in the previous five years. • During the inspection, observe the visual condition of the cargo, vapour and inert gas pipelines. • Where necessary, compare the observed condition of the pipelines with the records of the inspection and testing of cargo, vapour and inert gas pipelines. • Interview the accompanying officer to verify their familiarity with: o The items to pay attention to when conducting a visual inspection of the cargo, vapour or inert gas pipelines. o How and when the previous hydrostatic pressure test of the cargo system pipelines had been conducted.
Expected Evidence • The company procedures for the inspection and testing of cargo, vapour and inert gas pipelines. • The determination of the MAWP of the cargo pipeline system. • Records of the inspection and testing of cargo, vapour and inert gas pipelines.
Potential Grounds for a
Industry Guidance ICS: Tanker Safety Guide (Gas) - Third Edition 1.4.1 Self -reaction Some liquefied gas cargoes may react with themselves and may form solids.
The most common form of self -reaction is polymerisation which may be initiated by the presence of small quantities of other cargoes or by certain metals.
Polymerisation normally produces heat which may then accelerate self -reaction and contamination of the cargo.
Polymerisation may also result in the formation of explosive peroxides.
The IGC Code requires cargoes which may self -react either to be carried under an inert gas blanket, or to be inhibited before shipment. 1.4.1.1 Use of Inhibitors Normally there should be no need to add any inhibitor to the cargo during the voyage.
If it should become necessary, for example if the effective lifetime is exceeded, any additions should be made in accordance with the shipper’s instructions.
The inhibitor may not boil -off with the cargo and it is possible for reliquefaction systems to contain uninhibited cargo.
The reliquefaction system should therefore be drained or purged with inhibited cargo when shut down to prevent self - reaction within the system.
Many inhibitors are much more soluble in water than in the cargo.
In order to avoid a reduction in inhibitor concentration, care should be taken to exclude water from the cargo system.
Similarly, the inhibitor may be very soluble in anti- freeze additives.
The cargo shipper’s instructions on the use of anti -freeze should be observed.
If the ship is in still conditions the cargo should be circulated daily to ensure a uniform concentration of inhibitor.
Page 155 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Particular provisions concerning the avoidance of uninhibited stagnant liquid pockets can be found in Section 17.4.2 of the IGC Code.
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals.
Fourth Edition. 2.4.2 Formation of polymers or dimers The difference between the vapour pressures (see Section 2.8.4) of the cargo and its inhibitor has an important implication on the behaviour of the inhibitor.
Inhibitors usually have a vapour pressure much lower than the cargo in which they are dissolved, which means that the inhibitor will remain in the liquid and provide the greatest protection.
The gases in the vapour space are, therefore, relatively unprotected, as is any condensate from the reliquefaction plant Inhibitors can be toxic.
The inhibitors used most commonly are tertrahydroquinone (THQ) for VCM and tertiarybutyl catechol (TBC) for butadiene.
Particular care should be taken when handling inhibitors and cargoes with inhibitor added.
The SDS for the particular inhibitor should be provided in addition to the inhibitor information form.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals Chapter 25 The Ship/Shore Safety Checklist Part 5c.
Tanker and terminal: liquefied gas.
Checks pre-trans fer Item 71 Inhibition certificate received (if required) from manufacturer?
Yes/No TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGC Code 17.8 Inhibition Care shall be taken to ensure that the cargo is sufficiently inhibited to prevent self -reaction (e.g. polymerization or dimerization) at all times during the voyage.
Ships shall be provided with a certificate from the manufacturer stating: 1. name and amount of inhibitor added; 2. date inhibitor was added and the normally expected duration of its effectiveness; 3. any temperature limitations affecting the inhibitor; and 4. the action to be taken should t he length of the voyage exceed the effective lifetime of the inhibitors. 17.19 Vinyl chloride In cases where polymerization of vinyl chloride is prevented by addition of an inhibitor, 17.8 is applicable.
In cases where no inhibitor has been added, or the inhibitor concentration is insufficient, any inert gas used for the purposes of 17.6 (Exclusion of air from vapour spaces) shall contain no more oxygen than 0.1% by volume.
Before loading is started, inert gas samples from the tanks and piping shall be anal ysed.
When vinyl chloride is carried, a positive pressure shall always be maintained in the tanks and during ballast voyages between successive carriages. 17.20 Mixed C4 cargoes Page 156 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 17.20.2 If the mixed C4 cargo shipped under the terms of this section contains more than 50% (mole) of butadiene, the inhibitor precautions in 17.8 shall apply. 18.4 Suitability for carriage 18.4.3 Where products are required to be inhibited, the certificate required by 17.8 shall be supplied before departure, otherwise the cargo sh all not be transported.
The vessel operator should have developed procedures that addressed the carriage of inhibited cargoes and included guidance on: • Inhibited cargo certificates. • Temperature monitoring of inhibited cargoes. • Inerting of inhibited cargoes. • Draining/purging of the reliquefaction system after shut -down. • The use of anti -freeze with inhibited cargoes. • The exclusion of water from the cargo system. • Recirculation of cargo to ensure a uniform concentration of inhibitor . • Adding inhibitor to a cargo in transit. • The possible toxicity of inhibitors. • Contingency planning for uncontrolled polymerisation.
The products which are required to be inhibited are identified in column ‘l’ of Chapter 19 of the IGC.
They are butadiene, isoprene, vinyl ethyl ether and vinylidene chloride.
Products required to be inhibited should be refused if an inhibitor certificate is not available or did not contain the minimum information required.
['Sight, and where necess ary review, the company procedures that addressed the carriage of inhibited cargoes.', 'Review cargo operation logbooks and records, inhibited cargo certificates and contingency plans in the event of uncontrolled polymerisation.', 'Interview the officer responsible for cargo planning to verify their familiarity with company procedures that addressed the carriage of inhibited cargoes.
Where the vessel had not carried any inhibited cargoes during the previous six months, make a comment in the Process response tool noting the last occasion an inhibited cargo was carried.
Focus on the balance of the human and procedural aspects of the guidance.
Expected Evidence', 'Company procedures that address the carriage of inhibited cargoes.', 'Inhibited cargo certificates.', 'Inert gas logs.', 'Bridge and cargo log books.', 'Cargo tank temperature records relating to inhibited cargoes.', 'Cargo load and discharge plans relating to inhibited cargoes.
Page 157 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Contingency plans in the event of uncontrolled polymerisation of an inhibited cargo.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Liquefied Gas) 3rd Edition 6.19.2 Liquid Samples The following precaution should be taken when sampling cargo liquid or vapour.
Reference should also be made to the guidance contained in SIGTTO: Liquefied Petroleum Gas Sampling Procedures First Edition 2010.
The responsible officer should be present when any cargo sampling is carried out.
The officer should be familiar with all aspects of the ship’s sampling system, including the operational characteristics of all valves.
It should be understood that whoever is performing the actual sampling, the responsibility rests entirely with the responsible officer for ensuring that sampling is conducted in a safe and efficient manner.
This includes preventing any escape of cargo liquid or vapours to the atmosphere beyond that required by the sampling process.
During sampling it is important that: • The responsible officer should be satisfied that the sampling equipment is compatible with the ship’s sampling points before starting any sampling operation.
If the two are incompatible for any reason it should be ensured that any action taken to rectify the situation does not impair the gastight integrity of any part of the ship's system or endanger life or property; • Sample containers should be completely clean and compatible with the cargo to be sampled.
They should be of a recognised standard and able to withstand the extremes of temperature and pressure anticipated; • Sample containers should be purged with nitr ogen before use; • It is imperative that sufficient ullage or vapour space is left in the sample container to allow the liquid to expand when the temperature increases to ambient.
To this end a container should be used which is suitably designed for the product being sampled, with a built -in ullage tube and bursting disc.
The safe ullage space is created by holding the sample container vertically, with the ullage tube end at the top.
The container is then filled from the bottom connection and thus cannot be overfilled above the level set by the ullage tube; • Unless the sample container is free from cargo vapour, it should not be stored in an unventilated space; • Gloves, goggles and necessary protective clothing should be worn when sampling cold cargoes; • If the cargo is toxic, self -contained breathing apparatus (SCBA) should be worn.
If sampling takes place in an enclosed space, a respirator is insufficient because lack of oxygen may lead to asphyxiation; and • Any electrical equipment used when taking samples should be of the certified safe type.
Page 159 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 6.19.3 Vapour Samples The precautions in Section 6.19.2 should be observed when sampling cargo vapour or inert gas.
When plastic sample bags are used for collecting vapour samples they should be handled carefully and p urged after use.
Plastic sample bags should never be used for liquid samples.
SIGTTO: Liquefied Petroleum Gas Sampling Procedures First Edition 2010 2.
Sampling Systems – ‘Open Loop’ or ‘Closed Loop’ Systems Ships’ cargo tanks are normally fitted with several sample connections so that samples may be taken at several different levels. ‘Top’, ‘middle’ and ‘bottom’ samples are common, and these are of great assistance when checking vapour displacement operations, such as inerting or ‘gassing up’ for example.
The lower connections can also be used to take liquid samples if there is a suitable pressure in the cargo tanks.
This is not possible with fully refrigerated cargoes, where it is necessary to take samples using the cargo pump, usually recirculating product back to the same tank.
Liquid sampling connections should be fitted with two valves to ensure isolation should one be blocked by ice or hydrates, etc., and terminate in a standard connection.
During sampling, venting to atmosphere should always be minim ised, although it is recognised that a small, controlled amount of cargo vapour may be released during purging of sample points and when creating an ullage in sample containers.
Any such purging, venting or ullaging of sample containers must be carried out in a safe location, taking into account the properties of the product, wind and weather conditions, and proximity of sources of ignition and ventilation intakes, etc. If the sample system has only an inlet connection to the sample container, it will alway s be necessary to vent small quantities of cargo to atmosphere.
This is known as an ‘open loop’ system.
If a second connection is provided so that product can be returned to the cargo tanks, this arrangement is known as a ‘closed loop’ system and, if used with the sample container with inlet and outlet connections, minimises the amount of product vented to atmosphere.
If the main hazard from the product to be sampled is its flammability, open sampling may be used provided that due care is taken to reduce the amount of product release to an absolute minimum.
However, if the cargo has toxic risks, e.g. VCM or butadiene, then SIGTTO recommends the use of ‘closed loop’ sampling to avoid release of the material to atmosphere.
The return path of this closed loop should also be fitted with double shut -off valves.
These return valves should be operated full open or closed and should not be used for throttling/flow control during the sampling process. 4.
Standard for Sampling Connection Fittings In fully refrigerated ships, where it is necessary to use a cargo pump to obtain a sample, a standard connection point should be fitted on the pump discharge line.
The sampling connection should be isolated either by two needle valves or by one needle valve and one ball valve.
The two valves should be fitted at least 500 mm apart.
The double shut -off is to isolate the sampling system in the event of uncontrolled leakage, such as may be caused by hydrate formation in the valve body.
Therefore, access to the primary shut off valv e should not require personnel to reach over or round the second valve.
If a ‘closed loop’ return connection is fitted, this should have the same valve requirements as detailed in this section.
When not in use, the stub piece should be fitted with a screwed plug incorporating a soft washer to protect the sealing face.
Page 160 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 5.
The Procedures Involved in Taking Samples Whenever sampling is undertaken, the safety guidance given in the ICS: Tanker Safety Guide (Liquefied Gas) 3rdEdition and ISO 4257 (ISO 4257:2001/C OR 1:2007) should be observed, particularly regarding the use of protective clothing, gloves, goggles, breathing apparatus and ‘certified safe’ electrical equipment.
Sampling of toxic cargoes may require additional specialised equipment.
Written procedures for sampling all cargoes included on the vessel’s Certificate of Fitness should be part of the vessel’s cargo operations manual.
It is imperative that everyone involved in sampling operations is properly informed of the nature of the cargo being handled and the precautions to be observed.
This information should include a full description of the physical and chemical properties of the cargo, counter measures against accidental personal contact, firefighting and other emergency procedures.
The Data Sheets from the ‘ICS Tanker Safety Guide (Liquefied Gas)’ should be consulted for this information, and any other sources, such as ‘HAZCHEM’ or ‘TREM’ cards (Transport Emergency Cards) from terminal and the IGC Code.
A responsible officer should be present at all times when any sample is drawn from a ship’s tanks by a terminal representative or third- party inspector.
The officer should be fully conversant with all aspects of the ships sampling system, including the operational characteristics of all valves.
They should clearly recognise that their duty is to ensure sampling is authorised and carried out in a safe manner, regardless of who is actually performing the sampling operation.
TMSA KPI 6.2.2 requires that comprehensive procedures cover all aspects of cargo transfer operations for each type of vessel within the fleet.
The transfer procedures are specific to the vessel type and cargo to be carried.
These may include: • Cargo survey and sampling.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified per sonnel.
IMO: IGC Code 1.2.15 Closed loop sampling is a cargo sampling system that minimizes the escape of cargo vapour to the atmosphere by returning product to the cargo tank during sampling 5.6.5 Cargo sampling connections 5.6.5.1 Connections to cargo piping systems for taking cargo liquid samples shall be clearly marked and shall be designed to minimize the release of cargo vapours.
For vessels permitted to carry toxic products, the sampling system shall be of a closed loop design to ensure that cargo liquid and vapour are not vented to atmosphere. 5.6.5.2 Liquid sampling systems shall be provided with two valves on the sample inlet.
One of these valves shall be of the multi -turn type to avoid accidental opening and shall be spaced far enough apart to ensure that they can isolate the line if there is blockage, by ice or hydrates for example. 5.6.5.3 On closed loop systems, the valves on the return pipe shall also comply with 5.
If separation is needed to avoid cargo contamination, shipper’s instructions and regulatory requirements should be observed.
If a common piping system has to be used for different cargoes, care should be taken to ensure complete drainage and drying of the piping system before purging with new cargo.
Differing levels of cargo separation are used.
These include two-valve separation, segregation and isolation.
Where two cargoes are compatible and an apparent negligible mix is permitted, the adj acent systems carrying the different cargoes should be isolated by at least two valves at each connection, or by one positive visible blank.
Where shipper’s instructions or regulatory requirements require segregation, the position of the valves, blanks, portable bends, spectacle blanks and spool pieces associated with such segregation should be carefully arranged and identified.
These arrangements for segregation should be followed as part of the approved system.
If the cargoes to be carried are not compati ble, the responsible officer should ensure that the pipeline systems for each cargo are completely isolated from each other.
This entails checking that all necessary blanks are fitted or that pipe spool pieces have been removed.
A cargo log book entry should be made of the action taken.
Wherever possible, separate reliquefaction systems should be used for each cargo.
However, if there is a danger of chemical reaction, it is necessary to use completely segregated systems.
This is known as positive segregation and is characterised by using removable spool pieces or pipe sections at all times.
This restriction should apply equally to liquid, vapour and vent lines as appropriate.
Whilst positive segregation may be acceptable for most cargoes, some substances may require totally independent piping systems.
Special treatment of certain cargoes is specified in the IGC Code.
Page 164 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) If there is any doubt about the reactivity or compatibility of two cargoes, the data sheets for each cargo and a cargo compatibility chart should be checked and advice sought from shippers or other authority.
If this advice seems inconclusive, the cargoes should be treated as incompatible and positive segregation provided.
The following precautions should be observed: • Before opening any cargo line, for example, to remove a blank flange or swing a spectacle blank, attention should be given to ensuring that the line is properly inerted and fully de-pressurised.
Flanges should not be fully unbolted until the condition of the l ine is verified; • Common pipelines and associated equipment should be drained, inerted and checked before being used for another cargo; and • All temporary pipework should be gas -freed, disconnected and properly stored when not in use.
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals.
Fourth Edition. 2.3.2 Reactivity with other cargoes Table 2.4 summaries the chemical reactivity between the main cargoes.
Confirmation should always be sought from shippers when changing from one grade to anoth er. (See Table 2.4 Chemical incompatibilities of liquefied gases) USCG: Code of Federal Regulations.
Title 46.
Part 150 Compatibility of cargoes Fig.1 Compatibility Chart TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Planning • Cargo and ballast handling.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGC Code 7.3.2 Compatibility Refrigerants used for reliquefaction shall be compatible with the cargo they may come into contact with.
In addition, when several refrigerants are used and may come into contact, they shall be compatible with each other.
The vessel operator should have developed procedures for cargo stowage planning that included the: • Identification of incompatible cargoes and refrigerants using all available data. • Means of identifying and documenting locations and processes where segregation is necessary. • Means of segregation of incompatible cargoes and refrigerants.
Page 165 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) These procedures may refer to: • Charterer’s instructions. • Recognised compatibility charts, safety data sheets and information provided by shippers. • Cargo System Operation Manual. • Relevant ship’s drawings showing acceptable segregation arrangements.
Where such cargoes are carried, charterers instructions for cargo compatibility issues should be followed.
Special attention must be given to the ship’s reliquefaction system.
There may also be a need, when changing cargoes, to replace the lubricating oil in compressors for certain cargoes.
The cargo stowage plan should identify when care should be taken to avoid the co- mingling of non -compatible cargoes, which cargoes are involved, and the means of segregation.
All areas where co- mingling is possible should be considered.
['Sight and where necessary, review the company procedures for identifying and segregating incompatible cargoes and refrigerants during cargo stowage planning.', 'Sight and where necessary, review the compatibility chart in use and any other available data.', 'Review current and previous cargo stowage plans and supporting documents to verify compliance with company procedures.', 'During the course of the inspection, sight any operational means of segregation identified in the cargo stowage plan such as spool pieces or spectacle flanges.', 'Interview the officer responsible for cargo stowage planning to verify their familiarity with: o The company procedures for identifying and segregating incompatible cargoes and refrigerants. o The use of the compatibility chart and any other data provided on board.
Expected Evidence', 'Company procedures for identifying and segregating incompatible cargoes and refrigerants during cargo stowage planning.', 'Current and previous cargo stowage plans.', 'Cargo log book.', 'Risk assessments or checklists that identify systems and processes that require segregation.', 'Compatibility charts.', 'Cargo System Operation Manual.', 'Relevant ship’s drawings showing acceptable segregation arrangements.
Potential Grounds for a']
As these cargoes can be toxic, appropriate personal protective equipment (PPE) will be used when handling them and information on what PPE is required will commonly be found on the safety data sheet (SDS) for that specific cargo.
Ethylene oxide (EO) C2H4O and propylene oxide (PO) C3H6O These are highly reactive, colourless liquids with an ether -like odour that are used to make common industrial chemicals such as glycols.
EO is more sensitive than PO and is rarely carried in bulk as this cargo requires a Type 1G ship.
Cargoes of PO and cargo mixtures of EO and PO containing less than 30% EO are more common; these cargoes can generally be carried on Type 2C chemical tankers or Type 2G gas carriers.
EO and PO cargoes are self -reactive, particularly in the presence of air or materials that can catalyse the reaction.
For this reason, the IGC code specifies that cargoes of PO and EO/PO mixtures are required to be acetylene-free for shipment.
Both cargoes are flammable and toxic.
The flammability hazard is increased because these products contain oxygen that can assist the combustion process.
Furthermore, if the products decompose at ambient conditions, that process creates two gases, and the sudden volume expansion may be explosive.
The detailed requirements for carrying these cargoes are set out in the IGC Code. 8.2.2 Sampling systems – ‘open loop or ‘closed loop’ systems Certain cargoes, such as propylene oxide, are required by the IGC Code to be carried under a nitrogen blanket.
Product samples are, therefore, only drawn from the liquid phase.
The vapour space is sampled to ensure adequate nitrogen content.
Further advice is available from the IGC Code, and the safety data sheets (SDS) for the cargo concerned.
Page 168 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 9.4.14 Chemical burns As shown in table 9.4, chemical burns can be caused by ammonia, chlorine, ethylene oxide and propylene oxide.
Deck showers and eye baths are provided for water rinsing on gas carriers certified to carry these products.
Their locations will usually be clearly indicated so that treatment can be administered as quickly as possible in the event of an accident. 9.24.2 Protective clothing In addition to breathing apparatus, full protective clothing will be worn when entering an area where contact with a liquefied gas cargo is a possibility.
Types of protective clothing vary from those providing protection against liquid splashes to a full positive pressure gas tight suit that will normally incorporate a helmet, gloves and boots.
Such clothing will usually also be resistant to low temperatures and solvents.
It is particularly important to wear full protective clothing when entering an enclosed space that has contained toxic gas such as ammonia, chlorine, ethylene oxide, propylene oxide, vinyl chloride monomer or butadiene.
For certain cargoes the IGC Code requires the use of suitable eye protection and clothing that is gas tight.
ICS: Tanker Safety Guide (Gas) - Third Edition 1.4.1.2 Use of Inert Gas Certain cargoes which can self -react, including ethylene oxide and propylene oxide, cannot be inhibited.
Such cargoes have to be carried under inert gas.
Care should be taken to ensure that a positive pressure is maintained in the inerted atmosphere at all times and that the oxygen concentration does not exceed 0.2% by volume. 1.8 Pressure Particularly hazardous cargoes, including ethylene oxide and propylene oxide, may be carried below their boiling points to reduce boil -off and enhance safety.
In such cases the cargo tank pressure should be maintained above atmospheric pressure with nitrogen padding. 4.6 Carriage of Noxious Liquid Substances A number of gas tankers are certified to carry particular chemical products which have a vapour pressure not exceeding 2.8 bar at a temperature of 37.8 oC.
These products are called noxious liquid substances (NLS).
The ten NLS that may be carried on a gas tanker identified by an asterisk in Chapter 19 of the IGC code.
NLS commonly carried on gas tankers include: • Isoprene; • Pentanes and pentene; and • Propylene oxide.
A gas tanker should have a Certificate of Fitness which should identify all the liquefied gas cargoes and NLS cargoes that the ship is certified to carry.
In addition, gas tankers carrying NLS in bulk are required to have the following documentation on board: • The International Pollution Prevention Certificate (IPPC) identifying the particular product with their pollution categories that the ship is certified to carry; • The Procedures and Arrangements Manual describing the operational procedures to be followed in order to comply with M ARPOL Annex II; • The Cargo Record Book required by MARPOL Annex II; and • The Shipboard Marine Pollution Emergency Plan (SMPEP) describing the on- board response to the spill or release of noxious liquid substances.
Page 169 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The requirement for a P&A Manual applies only when a gas tanker is carrying NLS cargoes.
When NLS cargoes are not carried, a P&A Manual is not required on board. 5.4 Atmosphere Control 5.4.2 Cargo Tanks and Piping systems Some liquefied gas cargoes react easily with oxygen and require the oxygen con tent in the vapour space to be kept extremely low (in some cases less than 0.1%) to prevent a chemical reaction occurring.
As examples, ethylene oxide/propylene oxide mixtures can decompose spontaneously unless special precautions are taken to control the atmosphere, and butadiene can react with oxygen to form unstable peroxide compounds.
Prior to loading such reactive cargoes, the oxygen content in the cargo tank should be reduced to the level appropriate for the cargo to be loaded.
While such cargoes remain on board, oxygen should be excluded in accordance with shippers’ requirements by keeping the vapour space full of inert gas or cargo vapour at a positive pressure.
In the particular case of butadiene, the cargo vapour should be kept above at mospheric pressure. 6.9.2 Reliquefaction and Boil -Off Control The vapour of certain cargoes, including ethylene oxide and propylene oxide, cannot be compressed.
Such cargoes can only be refrigerated by indirect cooling and cargo compressors usually have to be isolated or blanked off.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGC Code 17.14 Ethylene oxide 17.14.1 For the carriage of ethylene oxide, the requirements of 17.18 shall apply, with the additions and modifications as given in this section. 17.14.2 Deck tanks shall not be used for the carriage of ethylene oxide. 17.4.3 Stainless steels types 416 and 442, as well as cast iron, shall not be used in ethylene oxide cargo containment and piping systems. 17.14.4 Before loading, tank shall be thoroughly and effectively cleaned to remove all traces of previous cargoes from tanks and associated pipe work, except where the immediate prior cargo has been ethylene oxide, propylene oxide, or mixtures of these products.
Particular care shall be taken in the case of ammonia in tanks made of steel other than stainless steel. 17.14.5 Ethylene oxide shall be discharged only by deep well pumps or inert gas displacement.
The arrangement of pumps shall comply with
Industry Guidance ICS: Tanker Safety Guide (Gas) - Third Edition 3.11.5 Breathing Apparatu s Ships carrying toxic cargoes are provided with sets of small breathing apparatus supplying air for approximately 15 minutes.
This equipment is for emergency escape only and should not be used for other purposes.
OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 10.13.3 Emergency Escape Breathing Device EEBDs are for emergency escape and should not be used as the primary means for entering spaces or compartments with unsafe atmospheres.
The device can be of two types: Compressed Air Emergency Escape Breathing Device This consists of an air cylinder, reducing valve, air hose, face mask or hood and a flame-retardant high visibility bag or jacket.
It is normally a constant flow device, providing compressed air at a rate of approximately 40 litres per minute, giving a 10 –15-minute duration, depending on the capacity of the cylinder.
Compressed air EEBDs can normally be recharged on board with a conventional SCBA compressor.
The pressure gauge, supply valve and hood should be checked before use.
Re-breathing Emergency Escape Breathing Device This normally consists of a robust watertight carrying case, compressed oxygen cylinder, breathing bag, mouthpiece and a flame-retardant hood.
It is designed for single use.
When the hood is placed over the user’s head and the set activated, exhaled air is mixed with compressed oxygen inside the breathing bag to allow the wearer to breath normally when escaping from a hazardous atmosphere.
Page 176 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 6.1.4 requires that the company has procedures that address cargo specific hazards for all vessel types within the fleet.
Cargoes with specific hazards may include: • Toxic cargoes.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGC Code 14.4 Personal protection requirements for individual products 14.4.1 Requirements of this section shall apply to ships carrying products for which those paragraphs are listed in column "i" in the table of chapter 19. 14.4.2 Suitable respiratory and eye protection for emergency escape purposes shall be provided for every person on board, subject to the following: 1. filter-type respiratory protection is unacceptable; 2. self-contained breathing apparatus shall have at least a duration of service of 15 min; and 3. emergency escape respiratory protection shall not be used for firefighting or cargo-handling purposes and shall be marked to that effect.
Escape Set in this context can be considered synonymous with Emergency Escape Breathing Device (EEBD).
The vessel operator should have prov ided the vessel with the emergency escape sets required by the IGC Code that: • Provide suitable respiratory and eye protection. • Have a duration of at least 15 minutes. • Do not use filter -type respiratory protection. • And are: o Available for every person on board while the vessel is underway. o In addition to the EEBDs required by SOLAS to be located in the accommodation and machinery spaces. o Suitably marked as not to be used for fire-fighting or cargo-handling purposes. o Included in the company procedures for the use and maintenance of EEBDs and the onboard maintenance plan.
['Review the inspection and maintenance records for the EEBDs contained within the onboard maintenance plan.', 'Inspect two escape sets at random.', 'Interview a rating at random to verify their familiarity with the locations, purpose and operation of the escape sets provided.
Expected Evidence Page 177 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'The inspection and maintenance records for the EEBDs contained within the onboard maintenance plan.
Potential Grounds for a']
Industry Guidance IACS: Requirements Concerning Gas Tankers G1.8 Insulation G1.8.1 When liquified gas is carried at a temperature below – 10°C, suitable insulation is to be provided to ensure that the minimum temperature of the hull structure does not fall below the minimum allowable service temperature given for the concerned grade of steel in W1 when the cargo tanks are at their design temperature and the ambient temperatures are 5°C for air and 0°C for sea water.
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals.
Fourth Edition. 3.7.2 Tank insulation Thermal insulation is fitted to refrigerated cargo tanks for the following reasons: • To minimise heat flow into cargo tanks and reduce boil off. • To protect the ship structure around the cargo tanks from the effects of low temperature.
Insulation materials for use on gas carriers will usually possess the following main characteristics: • Low thermal conductivity. • Ability to bear loads. • Ability to with stand mechanical damage. • Light weight. • Unaffected by cargo liquid or vapour.
The vapour sealing property of the insulation system is important to prevent the ingress of water or water vapour.
Ingress of moisture can cause a loss of insulation efficiency and progressive condensation and freezing can cause extensive m echanical damage to the insulation.
Humidity conditions will, therefore, be kept as low as possible in hold Page 179 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) spaces.
One method used to protect the insulation is to provide a foil skin that acts as a vapour barrier to surround the system.
Thermal insulation may be applied to various surfaces, depending on the design of the containment system.
For Type B and Type C containment systems, insulation is applied directly to the cargo tank’s outer surfaces.
For Type A cargo tanks, insulation can be applied either directly to the cargo tank or to the inner hull (if fitted) although, for maximum effectiveness, it is more common for the insulation to be applied directly to the cargo tank surface.
SIGTTO: Liquefied Gas Fire Hazard Management.
First Edition 2004. 5.4 Pre vention of Fires in Liquefied Gas Carrier Cargo Containment Systems.
The precautions that should be considered when undertaking repair and construction work on ship and terminal storage tanks can be itemised as follows: • When hot work is to be carried out near the tank insulation, a suitable area is to be checked for gas in the insulation.
If working on the tank surface, a sufficient area of insulation is to be removed to ensure that ignition of possible entrapped gas pockets or the insulation material cannot occur. • All exposed insulation in the vicinity of hot work should be covered with a non-flammable material.
Care should also be taken that any tape or sealing materials are also non- flammable.
TMSA KPI 4.2.2 requires that cargo, void and ballast spaces are inspected to ensure their integrity is maintained.
The frequency of inspections is determined by the applicable regulations of class, flag state and national authorities.
In addition, industry recommendations are taken into account.
Guidance for inspection of compartments is provided, which may include industry/class publications.
Records are compartment specific and made to a standard format that may include photographs as evidence of the compartment’s cond ition.
IMO: ISM Code 10.
Maintenance of the Ship and Equipment 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company. 10.2 In meeting these requirements the Company should ensure that: • inspections are held at appropriate intervals; • any non- conformity is reported, with its possible cause, if known; • appropriate corrective action is taken; and • records of these activities are maintained.
IMO: IGC Code 4.10 Thermal insulation 4.10.1 Thermal insulation shall be provided, as required, to protect the hull from temperatures below those allowable (see 4.19.1) and limit the heat flux into the tank to the levels that can be maintained by the pressure and temperature control systems applied in Chapter 7. 4.10.2 In determining the insulation performance, due regard shall be given to the amount of the acceptable boil -off in association with the reliquefaction plant on board, main propulsion machinery or other temperature control system.
Page 180 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The vessel operator should have developed procedures for the inspection and maintenance of the cargo tank insulation which included guidance on: • Scope and frequency of inspections. • Maintenance procedures. • Records to be kept of inspections and maintenance. • Fire safety precautions to be taken when undertaking maintenance or repair work in the vicinity of cargo tank insulation.
These procedures and records may form part of the ship’s maintenance plan.
Inspection of cargo tank insulation may form part of general inspection of hold spaces.
Typical Insulation materials are: • Balsa wood. • Mineral wool. • Extruded polystyrene. • Expanded polystyr ene. • Polyurethane foam.
Insulation materials may be combustible.
If loose -fill perlite insulation is used, levels should be regularly checked and topped up as required.
['Sight, and where necessary review the company procedures for the inspection and maintenance of the cargo tank insulation.', 'Review the: o Records of inspection of the cargo tank insulation. o Records of maintenance and repair of the cargo tank insulation.', 'Where defects to the cargo tank insulation had been noted within an inspection report, verify that a defect report had been generated to follow up with the required corrective actions.', 'Interview the accompanying officer to verify their familiarity with the company procedures for the inspection and maintenance of the cargo tank insulation.
Expected Evidence', 'Company procedures for the inspection and maintenance of the cargo tank insulation.', 'Records of inspection of the cargo tank insulation.', 'Records of maintenance and repair of the cargo tank insulation.', 'Open defect reports for any defects to the cargo tank insulation.', 'The enclosed space entry records and permits for recent cargo tank insulation inspections.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Gas) - Third Edition 5.9.2 Vent Mast Protection Screens and Flame Screens The IGC Code requires specific vent mast protection screens and flame screens to be used when carrying particular cargoes: When carrying c argoes other than MARPOL Annex II Noxious Liquid Substances (NLS), cargo vent mast outlets are required to be fitted with a coarse protection screen (up to 13mm square mesh) to prevent the ingress of foreign objects without adversely affecting the vent flow: and When carrying a low vapour pressure MARPOL Annex II NLS, cargo vent mast outlets are required to be fitted with flame screens (typically 2mm square mesh) for fire protection.
Flame screens are required to be removed and replaced by the coarse protec tion screens when gas tankers are not carrying MARPOL Annex II NLS cargoes. 5.9.2.1 Flame Screens The main purpose of a flame screen is to remove heat from a vent mast fire, and to prevent flame passing down the vent riser into the cargo tank.
Flame arresters and flame screens should be maintained in good condition and replaced if they become defective.
Flame screens should never be painted.
Particular devices should only be fitted to the vent mast when the ship is carrying cargoes that require them to be f itted.
The passage of cold vapour through a damp screen can cause freezing and blockage.
If a flame screen becomes blocked, the passage of gas or vapour may be restricted dangerously.
This may increase the pressure in the vent mast.
In some ship designs, t he protection screen is permanently fixed in place at the vent mast outlet and the flame screen is bolted on top of it when carrying MARPOL Annex II NLS cargoes.
When removed from the vent mast, flame Page 183 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) screens should be stored properly in order to prevent damage and marked clearly so that they can be located readily when required.
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals.
Fourth Edition. 2.6.2 Flammability/flammable range Flammability within vapour clouds Chemical cargoes have very low vapour pressures so, if a relief valve lifted, there is a potential risk of flammable mixtures existing in the vent mast for some time.
Therefore, there is a serious risk of a flame entering the cargo tank in the event of a mast being struck by lightning, if flame screens are not fitted for certain chemical cargoes listed in the IGC Code.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • IGS and venting system IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: IGC Code 8.2.15 Suitable protection screens of not more than 13 mm square mesh shall be fitted on vent outlets to prevent the ingress of extraneous objects without adversely affecting the flow.
Other requirements for protection screens apply when carrying specific cargoes (see 17.9 and 17.21). 17.1 General The requirements of this chapter are applicable where reference thereto is made in column "i" in the table of chapter 19.
These requirements are additional to the general requirements of the Code. 17.9 Flame screens on vent outlets When carrying a cargo referenced to this section, cargo tank vent outlets shall be provided with readily renewable and effective flame screens or safety heads of an approved type.
Due attention shall be paid in the design of flame screens and vent heads, to the possibility of the blockage of these devices by the freezing of cargo vapour or by icing up in adverse weather conditions.
Flame screens shall be r emoved and replaced by protection screens, in accordance with 8.2.15, when carrying cargoes not referenced to this section. 17.21 Carbon dioxide: high purity 17.21.2 There is a potential for the cargo to solidify in the event that a cargo tank relief valve, fitted in accordance with 8.2, fails in the open position.
To avoid this, a means of isolating the cargo tank safety valves shall be provided and the requirements of 8.2.9.2 do not apply when carrying this carbon dioxide.
Discharge piping from safety rel ief valves shall be designed so they remain free from obstructions that could cause clogging.
Protective screens shall not be fitted to the outlets of relief valve discharge piping, so the requirements of 8.2.15 do not apply.
When carry ing MARPOL Annex II NLS cargoes, vent outlets connected to the cargo containment system should be fitted with readily renewable and effective flame screens or safety heads of an approved type.
These cargoes include: Page 184 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Chlorine • Diethyl ether • Ethylene oxide/pr opylene oxide mixtures • Isoprene • Isopropylamine • Monoethylamine • Pentane • Pentene • Propylene oxide • Vinyl ethyl ether • Vinylidene chloride When carrying carbon dioxide cargoes, vent outlets connected to the cargo containment system should NOT be fitted with either flame screens or protection screens.
For all other gas cargoes, vent outlets connected to the cargo containment system should be fitted with suitable protection screens of not more than 13 mm square mesh to prevent the ingress of extraneous objects witho ut adversely affecting the flow.
['Verify from cargo records and/or maintenance plans that vent outlets from the cargo containment system are fitted with the correct flame screen or protection screen for the cargo being carried, and that these are in satisfactory condition.', 'If flame screens or protection screens are available on board but not currently fitted, inspect the storage location to verify that they are stored properly in order to prevent damage and marked clearly so that they can be located readily when required.
Expected Evidence', 'Cargo plans and/or maintenance records that demonstrated vent outlets from the cargo containment system were fitted with the correct flame screen or protection screen for the cargo being carried.', 'Maintenance plans that demonstrated flame screens or protection screens had been inspected and maintained in a satisfactory condition.
Potential Grounds for a']