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Piping System with respect to Crude Oil Washing:

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

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

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

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

All hydrants fitted need to be blanked by spectacle bank.

All fitting shall be fitted with isolating valve.

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

The piping system shall be tested to 1.5 times the working pressure once installed on the ship.

The COW line shall be firmly anchored to ship’s structure.

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Number of tanks required to be washed at discharge port with respect to Crude Oil Washing:

• 85% of the VERTICAL surface area inside a tank must be covered by the direct impingement of the jet.
• 90% of the HORIZONTAL surface area inside a tank must be covered by the direct impingement of the jet.
• Jet length is governed by the washing pressure & nozzle diameter.
• Jet length should be such as to be effective in fulfilling the requirements of MARPOL.
• Number of machines that can be run simultaneously is given in the COW operations manual.
• Running more than above machines causes a drop in system pressure and thereby washing effectiveness.
• Minimum system pressure to be maintained is given in the COW operations manual.
• Minimum recommended trim during washing given in the COW operations manual.
• The given conditions of the COW operations manual must be complied with for an effective wash.
• Diameter of piping, Number of machines & fluid velocity in the pipe have a relationship that goes into the designing of the system to satisfy MARPOL constructional & operational requirements.

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Precaution against discharge of static electricity with respect to Crude Oil Washing:

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

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

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Precautions to be taken while Crude Oil Washing:

• Commencing washing with large accumulations of oil remaining in the tank.
• Adding chemical agents to the tank washing water.
• Recirculating tank washing water.
• Washing large cargo tanks (greater that 10,000 cubic meters).
• Static electricity, or more properly ‘electrostatic charging’ can be produced during tank washing operations by:
• Accumulation of tank washings in the cargo tank. The oil/water mixture will be subject to charge separation and may produce an accumulated electrostatic charge.
• Spraying or splashing of oil. Crude oil washing will produce electrostatic charging in the cargo tank. Water washing of a tank which has not been adequately drained may also cause charge accumulation.
• Use of conductive ullage tapes to measure tank bottoms during tank washing. Permanently installed ullaging equipment should be used to verify correct stripping during tank washing. Wait one hour after tank washing (if artificial ventilation is used), before sounding a washed tank, five hours if only natural ventilation is used. Tanks may be sounded in less time if a natural fibre line and wooden sounding rod are used. No precautions are necessary if sounding inside a metal sounding pipe.
• Floating conductors in the tank. Dropped or lost sample cans which remain afloat in the tank do not accumulate charge, but can produce a path for the short circuit of an accumulated charge from the surface of accumulated tank washings to the tank structure.
• Steaming of cargo tanks. If cargo tanks are steamed using hoses which are not properly bonded to the ship’s piping, an electrostatic charge will accumulate on the hose. The water droplets from the steam will accumulate electrostatic charge and may cause an incendiary spark if the tank is steamed too vigorously. Therefore tanks should be steamed only with fixed apparatus, only at low velocities and only when the tank is free of any grounded probes (including properly bonded tank washing machines).

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Crude Oil Washing: Bar diagram:

This diagram is based on the commonly recognised estimation that approximately one per cent of Bill of Lading quantity will remain in ship’s cargo tanks after discharging without COW and thorough draining.

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

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

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

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COW Manual

Each Crude Oil Washing Operations and Equipment Manual must include the following information:

• The text of the Annex of Resolution 15 of the MARPOL 73/78.
• A line drawing of the tank vessel’s COW system showing the locations of pumps, piping, and COW machines.
• A description of the COW system.
• The procedure for the inspection of the COW system during COW operations.
• Design characteristic information of the COW system that includes the following:
  • Pressure and flow of the crude oil pumped to the COW machines.
  • Revolutions, number of cycles, and length of cycles of each COW machine.
  • Pressure and flow of the stripping suction device.
  • Number and location of COW machines operating simultaneously in each cargo tank.
• The design oxygen content of the gas or mixture of gases that is supplied by the inert gas system to each cargo tank.
• The results of the inspections recorded when passing the inspections under § 157.140.
• Characteristics of the COW system recorded during the COW operations when passing the inspections under § 157.140 that includes the following:
  • Pressure and flow of the crude oil pumped to the COW machines.
  • Revolutions, number of cycles, and length of cycles of each COW machine.
  • Pressure and flow of the stripping device.
  • Number and location of COW machines operating simultaneously in each cargo tank.
• The oxygen content of the gas or mixture of gases that is supplied by the inert gas system to each cargo tank recorded during COW operations when passing the inspections under § 157.140.
• The volume of water used for water rinsing recorded during COW operations when passing the inspections under § 157.140.
• The trim conditions of the tank vessel recorded during COW operations when passing the inspections under § 157.140.
• The procedure for stripping cargo tanks of crude oil.
• The procedure for draining and stripping the pumps and piping of the COW system, cargo system, and stripping system after each crude oil cargo discharge.
• The procedure for crude oil washing cargo tanks that includes the following:
  • The tanks to be crude oil washed to meet § 157.160.
  • The order in which those tanks are washed.
  • The single-stage or multi-stage method of washing each tank.
  • The number of COW machines that operate simultaneously in each tank.
  • The duration of the crude oil wash and water rinse.
  • The volume of water to be used for water rinse in each tank.
• The procedures and equipment needed to prevent leakage of crude oil from the COW system.
• The procedures and equipment needed if leakage of crude oil from the COW system occurs.
• The procedures for testing and inspecting the COW system for leakage of crude oil before operating the system.
• The procedures and equipment needed to prevent leakage of crude oil from the steam heater under § 157.122(i) to the engine room.
• The number of crew members needed to conduct the following:
  • The discharge of cargo.
  • The crude oil washing of cargo tanks.
  • The simultaneous operations in paragraphs (a)(19) (i) and (ii) of this section.
• A description of the duties of each crew member under paragraph (a)(19) of this section.
• The procedures for ballasting and deballasting cargo tanks.
• The step by step procedure for the inspection of the COW system by vessel personnel before COW operations begin that includes the procedure for inspecting and calibrating each instrument. (Operational Checklist)
• The intervals for on board inspection and maintenance of the COW equipment. Informational references to technical manuals supplied by the manufacturers may be included in this part of the manual.
• A list of crude oils that are not to be used in COW operations.
• The procedure to meet § 157.155(a) (4).

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Advantages & Disadvantages of C.O.W.:

CRUDE OIL WASHING:- This section summarise the objectives and prescribes the procedure for the crude oil washing (COW) of cargo tanks, in addition to the Section 6.1.2 of this chapter.

The Master is responsible for monitoring and verifying compliance with this procedure.

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Purpose of Crude Oil Washing:-

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

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

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Cargo Grade Oil used for Crude Oil Washing:-

1. Selecting Oil for COW:- The following points should be taken into account for deciding what grade of oil to use for crude oil washing:
   • Mixture of different grades of oil should be avoided.
   • Where the tank is washed by a two-stage method, top and bottom, the top wash shall be carried out with the same grade of oil to avoid contamination but a bottom wash with a different grade of oil may be possible if unavoidable, with approval of the cargo consignee.
   • If a different grade of oil is used as wash oil with the agreement of the cargo consignee, it will be advantageous to use crude oil with less sediments.
2. Check the necessity for flushing with fresh crude oil, and if necessary, such quantity.

Tank to be Crude Oil Washed:- Cargo tanks necessary to be washed are as follows:

1. Cargo tanks specified in Section 6.1.2 of the COW Manual.
2. During cargo discharge before dry docking.

Regardless of the number of tanks required to be crude oil washed by the MARPOL 73/78 convention, all tanks should be washed by crude oil as far as possible for the purpose of preparation for ballasting and sludge control.

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Prohibited Matters Concerning COW:-

1. Crude oil washing shall not be carried out during a ballast passage.
2. Ballast should not be loaded in tanks which were not crude oil washed.
3. Water filled in a tank already crude oil washed but not yet rinsed with water shall be regarded as dirty ballast.

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Crude oil Washing at Sea Between Discharge Ports:-

1. In any case, crude oil washing shall be finished before departure from the final discharge port.
2. In the case of two or more discharge ports, it is possible to carry out crude oil washing at sea between such discharge ports.
3. In this case, washed tanks shall be left empty, ready for a dry inspection at the next discharge port, prior to sailing.
4. This inspection is to be conducted by sounding several parts of the tank bottom, etc. when the tank is empty.
5. Crude oil washing between discharge ports may minimize any potential delays whilst discharging operation
6. The same safety and pollution precautions shall be taken as in port.

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Method of Crude Oil Washing:-

• Cleaning Methods:-
• Multi-Stage System: While cargo oil is still in a tank, the upper part above the oil surface is washed (top wash) and the bottom is washed (bottom wash) by stripping tank washing after the tank has been emptied.

As one version of this method, when tank washing is divided into two stages, namely top and bottom, it is called a two-stage method.

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

The following are considered to be the prerequisites for this washing:

1. The tank shall be empty before washing.
   • The number of machines should be well balanced with the stripping capacity.
2. Washing Oil Supplying Systems: – There are basically three wash oil supplying methods so called “Open Cycle”, “Closed Cycle” or “Bleed-off System” as mentioned below:

• Semi-open Cycle System:-
  • Wash oil is introduced from a tank being discharged and drained oil is discharged into the aftermost centre tank or slop tank.
  • Precaution:- The tank be used as a source of crude oil washing (Driving Oil) should be first discharged at least one metre in depth before supplying as a washing medium to suppress electrostatic charges.

• Closed Cycle System (Re-Circulation method):-
  • Wash oil is supplied from the aftermost centre tank or slop tank and drained oil is collected in the same tank, i.e., the same tank is used for both purposes.
  • Precaution:-
    • Slop tanks loaded by the “Load-on-Top” procedure should be discharged entirely and then filled with fresh oil (crude oil free from water and residue) prior to COW.
    • It is considered better to discharge Driving Oil in Slop tank after washing a few tanks, not more than six tanks, and replace to fresh oil again as it may avoid the Driving oil to be sludge-full.

• Bleed-off System (Open Cycle System):- A method in which a part of the oil being discharged is branched off to the tank cleaning line. Some terminals call this system in which cargo is discharged simultaneously with COW, “open cycle”.

Application to Crude Oil Wash:- If COW is planned to take place at a Japanese discharge port, the application for COW shall be submitted to the local agent for permission, with a copy to the Company.

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Advantages with COW:-

Providing that equipment and procedures are well adapted for COW, the following advantages are gained in comparison with water washing:

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

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Disadvantages with COW:-

• Increased workload during discharging.
• Prolonged time for discharging.
• Costs for extra personnel.
• Costs for COW equipment
• Potential safety and pollution risks.
• More equipment – higher demand for maintenance.

Therefore, it is important to plan the discharge operation properly so that COW is not interfere with in any way, increase of discharge time will be least when cargo discharge is restricted by shore limitations.

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Requirements of Crude Oil Washing (COW) on oil tanker as per MARPOL 73/78 Convention:

• Crude oil tankers of 20000 dwt and above delivered after June 1, 1982 as defined in MARPOL 73/78 convention are to be equipped with cargo oil tank washing systems by using crude oil washing.
• The equipments and arrangements of crude oil washing apparatus and associated equipment should comply with the requirements of “Specifications for the Design, Operation and Control of Crude Oil Washing Systems” which adopted by IMO.
• The “Specifications for the Design, Operation and Control of Crude Oil Washing Systems (resolution A.446 (XI)” has been adopted by IMO on 15 November 1979.
• The amendment of Resolution A.446 (XI), as amended by A.497 (XII) has been adopted by IMO on 19 November 1981.
• The amendment A.897 (21) of Resolution A.446 (XI), as amended by Resolution A.497 (II) has been adopted by IMO on 25 November 1999.
• Every oil tanker operating with crude oil washing systems is to be provided with an Operations and Equipment Manual detailing the system and equipment and specifying operational procedures.
• Such a Manual is to be in standard format in the Appendix of Resolution MEPC.3(XII) as amended by MEPC.81(43).
• If the Manual is not compiled in English or French, the text is to include a translation into one of these languages.

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Crude Oil Washing: Cargo grades not suitable for COW

COW work using condensate oil that includes crude oil of high vapor pressure should not be performed.

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

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Hazards associated with Crude Oil Washing:

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

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Checklist Before Crude Oil Wash Operation:

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

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Checklist During Crude Oil Washing Operation:

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

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Checklist After Crude Oil Washing Operation:

• Are all valves between discharge line and tank wash line closed?
• Has tank wash line been drained of crude oil?
• Are all valves to washing machines closed?
• Are cargo pumps, tanks and pipelines properly drained as specified in the Manual?

It is very important to drain the crude oil washing lines as soon as possible after completing washing. This gives the oil time to run dry before the discharge is terminated by use of the stripping pump through the small diameter line.

The preceding lists are recommended by IMO regarding content. The ship, company and local authorities may also have additions to the content. Also remember to record the crude oil washing operation in the “cow-log”.

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Proper Sequence Procedures to be followed for unloading of cargo and COW in an Oil Tanker:

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

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Open Cycle and Closed cycle tank washing in a crude oil tanker:

Open cycle Washing:- This is the method of taking washing oil from tanks other than the washing tank and slop tank for washing, and transferring the stripped oil to the slop tank. In AUS-equipped ships, the method of directly discharging the directly-stripped oil is used rather than transferring it to the slop tank.

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

        Disadvantage:- It is very time consuming.

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

        Advantage:- It is less time consuming.

Disadvantage:- The wash water cannot be directly transferred ashore and the water / oil level in the tank keeps on rising so there are chances of overflow.

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Flammability Diagram & how will you use it in case crude oil has leaked into cargo pump room:

Changes of composition due to the addition of either air or inert gas are represented by movements along straight lines directed either towards the point A (pure air), or towards a point on the oxygen content axis corresponding to the composition of the added inert gas. Such lines are shown for the gas mixture represented by the point F. It is evident from Figure that, as inert gas is added to hydrocarbon gas/air mixtures, the flammable range progressively decreases until the oxygen content reaches a level, generally taken to be about 11% by volume, when no mixture can burn.

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

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

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

Pumproom atmosphere should be tested with portable gas equipment.

When the oxygen & hc ratio is below point H it is safe to introduce fresh air in pumproom and continue ventilate until oxygen reaches 21%.

Requirements & Procedure to be followed for thorough examination of cargo gears and load testing of lifting appliances as prescribed in Dock Workers (Safety, health and welfare) Act 1990 and rules / regulations framed there under:

Test and periodical Examinations of lifting appliances:-

1. Before being taken into use for the first time or after It has undergone any alternations or repairs liable to affect its strength or stability and also once at least in every five years, all lifting appliances including all parts and gears thereof, whether fixed or moveable, shall be tested and examined by a competent person in the manner set out in the regulation.
2. All lifting appliances shall be thoroughly examined by a competent person once at least In every 12 months. Where the competent person making this examination forms the opinion that the lifting appliance cannot continue to
3. Function safely, he shall forthwith give notice in writing of his opinion to the owner of the lifting appliance or in case of lifting appliance carried on board a ship not registered in India, to the Master or officer-in-charge of the ship.
4. Thorough examination for the purpose of this regulation shall mean a visual examination, supplemented if necessary by other means such as hammer test, carried out as carefully as the conditions permit, in order to arrive at a reliable conclusion as to the safety of the parts examined; and if necessary for this purpose, parts of the lifting appliance and gear, shall be dismantled.

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Maintenance and Inspection of the Cargo Gears:-

• The maintenances of the cargo handling gear will be included in a planned maintenances system as required by the ISM Code.
• There are two basic requirements when maintaining cargo gear:
  • To keep the equipment in good safe working order and
  • To keep the supporting documentation in good order.
• The maintenance of the Derricks and associated gear aboard a ship which has been well maintained can be summarized as follows:
  • Daily, when Derricks are being used to work Cargo: Inspect runner wirers for wear or damage. Check the rig for damage or for fastening.
  • Before Arrival in port: Inspect Derrick in the associated gear to ensure that they comply in every respect with the requirements on the flag state and of the port to be visited.

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Test & Periodical Examination of Lifting Appliances:-

• Before being taken into use for the first time or after it has undergone any alterations or repairs liable to affect its strength or stability and also once in every 5 years, all lifting appliances including, all parts & gears thereof, whether fixed or moving, shall be examined by a competent person in the manner set out in the regulation.
• All lifting appliances shall be thoroughly examined by a competent person once atleast every 12 months, termed as periodic (visual) survey. The survey must be done by a competent person, often the chief officer, though some authorities require the survey to be carried out by an independent surveyor.
• When the ship’s cargo gear is in frequent use all checks required by the survey should be done by the ship’s staff move often then once a year, even when regulation require an annual survey.
• The rigging arrangements must confirm to the rigging plan.

Before Examination:-

• All assembled items such as goose necks and blocks should be dismantled, so that the component parts can be readily inspected.
• Shackles, links, rings, hooks, triangle plates, chains, etc. must be sufficiently free of paints & grease scales to enable proper inspection to be made.

Items to be examined:-

• Deformation, wear, scoring, corrosion, scars, dents or other defects is to the structure & fittings.
• In structural members, the maximum permitted wear down or corrosion is 10 % of the diameter. If the metal appears to be wasted or worn the thickness should be checked using calipers against the original specification.
• In loose gear the maximum permitted weardown or corrosion is 5% on any diameter and 2% of any diameter of a pin in a hole.
• Wire ropes should be inspected over their entire length with particular attention to end fittings, ferrules & splices.
• Wire ropes must be renewed if the number of broken, warn or corroded wires in any length of 1 diameters exceeds 5 %.
• ➢    Fibre ropes should be examined over their entire length for external chafe and cutting, for internal wear between strands for mildew, rot chemical attack or other contamination.
• The Derrick boom, particularly at the point where it rests in its crutch or housing shall be thoroughly checked.
• A Derrick shall be tested with its boom at the minimum angle to the horizontal (generally 15^O) or at such angles as may be indicated in the test certificate. The test load suspended and the boom shall be swing as far as practicable in both directions (P & S).
• Cranes shall be tested similarly with movable weights, at maximum, minimum & intermediate radius points.

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Heat Treatment of Loose Gears:-

• All chains other than bridle chains attached to the Derricks on mast and all rings, hooks, shackles & swivels used in hosting or lowering shall be subjected to heat treatment at the following intervals:
  • 12.5 mm and smaller chains, rings, hooks, shackle & swivels in general use, once atleast every six months.
  • All other chains, rings, hooks, shackles and swivels in general use once every 12 months.
• All chains & loose gears made from high tensile steel or alloy steel be plainly marked with an approved mark, shall not be subjected to any form of heat treatment except where necessary for the purpose of repair & under direction of a competent person.

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Regular Maintenance of Cranes:-

• The filters of the hydraulic system must be regularly cleaned or renewed and the hydraulic oil must be charged as required by the manufacturers.
• The oil in the gear boxes must be kept topped up to the correct level and must be changed at required intervals.
• Suitable grease must be applied to all moving ports of the system such as bearing of winches, sheaves, pivot points, etc.
• Wire ropes must be inspected for any signs of worm or corrosion and must be condemned if more than 5 % of the wires in any length of 10 diameters are damaged.
• The brakes for the hoisting winch & for the stowings & luffing which must be regularly inspected.
• Limit switches and the over ride keys for the over-hoisting or for the luffing & slewing travelling beyond permitted limits must be tested frequently and certainly before each port visit to ensure correct operation & position at the limit switches.
• The planned maintenance for a hosting and luffing wires should be when required on working hours or two years, whichever comes first.

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Justify the statement the planned maintenance of ship proves cost effective in the long run:

The main aim of any maintenance plan on ship is to get the maintenance and repair work done in the least possible time with minimum costs.

A maintenance plan is therefore followed by every shipping company to ensure that the ship’s machinery maintains a particular standard of operation and safety.

Maintenance plan is an imperative element of ship’s routine operations and also forms an integral component of ship’s maintenance mechanism.

While making a maintenance plan, several aspects are taken into consideration, starting from the International safety management code (ISM) to the guidelines put forth by the machine manufacturers.

Objectives of a maintenance plan:-

• As mentioned before, the main objective of a maintenance plan is to make sure that the work is done in the least possible time with utmost efficiency and at optimum cost.
• Various points mentioned in the ISM code are taken into consideration, along with company’s procedures and manufacturer’s guidelines.
• Other aspects include type of the ship, condition of the ship, age of the ship etc.

Duties of Dock Safety Inspector are as follows:-

• Perform daily dock check list.
• Welcome new slip holders and/or transients in a manner which expresses a kind, courteous and professional character.
• Maintain and clean rest rooms, docks, walkways, ramp ways, grounds, equipment and other areas designated by the Dock Master.
• Maintain an inventory of supplies as needed.
• Ensure docks, equipment and facilities are operational at all times.
• Assist and support special events/activities taking place at the marina.
• Inspect docked vessels such as dock lines, electrical cords, Comcast cable connections and fenders to ensure safety.
• Perform daily trash removal (morning and evening trash) and dispose of as directed.
• Maintain the daily operation of the sewage pumping system.
• Perform electrical meter readings at slip pedestals and report readings.
• Insure that no slip holder installs, secures or attaches items to the pier, bulkhead, light poles, pedestals or any other areas which are the property of the marina without written consent to do so
• Perform marina safety inspections including, but not limited to the following:
  • Wood slat inspections
  • Concrete inspections
  • Light pole inspections
• Vessel inspections consisting of vessel stability, frayed lines, electrical cords and Comcast connections.
• Life ring inspection.
• Report any notice of “sheen” in the water immediately.
• Immediately notify the appropriate party if fuel is observed either visually or by smell.
• Other duties as assigned.

Tallying of Cargo as per stowage plan on completion of loading:

Once the cargo has been loaded on board the vessel will expected to make an accurate tally of the total number of units loaded onboard and their destination ports. Although in many ports this will be provided to the vessel by the tally clerks, it is common practice that many ports are entirely dependent on the tally provided by the ships staff. So in this respect it is important that procedure is in place to ensure that ship side tally is well maintained and is reported and confirmed with the operators and stevedores to prevent any short landing / Overlanding Discrepancies.

Tallying of Cargo as per stowage plan on completion of Discharging:

Prior vessel arrives at the first discharge port it is important that a shortlanding/ overlanding checklist is Completed and sent to the respective discharge ports stevedores through the agents. During the loading stage the duty officers and crew where totally involved in the stowage/segregation process so once the vessel leaves the last loading port it is important that the chief officer carries with him all the crew and officers for cargo rounds and familiarize the cargo plan and the precautionary areas where due to location of cargo in hidden spaces / areas they might be overlooked. These areas should be promptly marked and identified on the cargo plan.

Definitions as per ILO Conventions occupational Safety and Health Convention 1990, applicable to ships:

“Authorised person“ means a person authorised by the employer, the master of the ship or a responsible person to undertake a specific task or tasks and possessing necessary technical knowledge and experience for undertaking the task or tasks.

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“Responsible person“ means a person appointed by the employer, the master of the ship, the owner of the gear or port authorities, as the case may be, to be responsible for the performance of a specific duty or duties and who has sufficient knowledge and experience and the requisite authority for the proper performance of the duty or duties.

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“Loose Gear” means hook, shackle, swivel, chain, sling, lifting beam, container speader, tray and any other such gear, by means of which the load can be attached to a lifting appliance and includes lifting device.

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“Competent Person” means.-

(i) a person belonging to a testing establishment in India who is approved by the Chief Inspector for the purpose of testing, examination or annealing and certification of lifting appliances, loose gears or wire ropes;

(ii) any other person who is recognised under the relevant regulations in force in other countries as competent for issuing certificates for any of the purposes mentioned in sub-clause (1) for the implementation of the Protection against Accidents (Dockers) Convention (Revised), 1932 (No. 32) and the Convention concerning Occupational Safety and Health in Dock Work (No. 152), 1979, adopted by International Labour Conference.

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“Powers of Inspector” Powers of Inspectors.-(a) An Inspector may at any port for which he is appointed-

(i) enter, with such assistance, (if any), as he thinks fit, any ship, dock, warehouse or other premises, where any dock work, is being carried on, or where he has reason to believe that any dock work is being carried on;

(ii) make examination of the ship, dock, lifting appliance, loose gear, lifting device, staging, transport equipment, warehouse or other premises, used or to be used, for any dock work;

(iii) Require the production of any testing muster roll or other document relating to the employment of dock workers and examine such document;

(iv) Take on the spot or otherwise such evidence of any person which he may deem necessary:

Provided that no person shall be compelled under sub-regulation 3 (a) (iv) to answer any question or, give any evidence tending to incriminate himself;

(v) take copies of registers, records or other documents or portions thereof as he may consider relevant in respect of any offence which he has reason to believe has been committed or for the purpose of any inquiry;

(vi) take photograph, sketch, sample, weight measure or record as he may consider necessary for the purpose of any examination or inquiry;

(vii) hold an inquiry into the cause of any accident or dangerous occurrence which he has reason to believe was the result of the collapse or failure of any lifting appliance loose gear, transport equipment, staging non-compliance with any of the provisions of the Act or the regulations;

(viii) issue show-cause notice relating to the safety, health and welfare provisions arising under the Act or the regulations;

(ix) prosecute, conduct or defend before any court any complaint or other proceedings, arising under the Act or the regulations;

(x) direct the port authority, dock labour board and other employers of dock workers for getting the dock workers medically examined if considered necessary.

(b) A person having general management and control of the premises or the owner, master, officer-in-charge or agents of the ship, as the case may be, shall provide such means as may be required by the Inspector for entry, inspection, examination, inquiry, otherwise for the exercise of his powers under Act and the regulations in relation to that ship or premises which shall also include the provision of launch or other means of transport.

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The term “Lifting Appliances”  covers all stationary or mobile cargo-handling appliances used on board ship for suspending, raising or lowering loads or moving them from one position to another while suspended or supported.

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“Responsible person” means a person authorized to permit entry into an enclosed space and having sufficient knowledge of the procedures to be established and complied with on board, in order to ensure that the space is safe for entry.

Testing requirements for the Loadicator:

Testing by ship staff: The Loadicator is required to be tested periodically (interval to be as per SMS of the vessel) by ship staff for its accuracy. The test procedure includes choosing a text condition from the approved test conditions, entering the exact same data in the loadicator and comparing the results with the approved test conditions. The important point to note is that the data need to be manually entered and not opened from a pre-saved file as it is not acceptable to classification society as well as OCIMF to simply retrieve a stored test condition and comparing it with approved test condition.

Annual testing of Loadicator in presence of Class: During annual class surveys, loadicator need to be tested for its accuracy in presence of a class surveyor. The procedure of testing is same as the quarterly testing but in here the class surveyor would ask for the print out of the test condition and he would stamp it and give it to the ship for ship’s records.

Procedure for Certification:- The approved test conditions shall be tested on the loading computer system in presence of a surveyor from the Society, before the loading computer certificate is issued.

During the test, the loading conditions calculated on the installed loading computer system shall be verified to be identical to the approved test conditions. If numerical output from the loading computer system is at significant variance with the approved test conditions, a certificate cannot be issued.

During the tests, at least one of the test conditions shall be built up from scratch, to ensure that the loading methods function properly.

As an alternative to 203 can the following procedure be followed:

Retrieve the test load case and start a calculation run; compare stability results with those in the documentation.

Change several items of deadweight (tank weights and the cargo weight) sufficiently to change the draught or displacement by at least 10%. The results shall be reviewed to ensure that they differ in a logical way from those of the approved test condition.

Revise the above modified load condition to restore the initial test condition and compare the results. The relevant input and output data of the approved test condition shall been replicated.

During the test relevant warnings should be checked, which should include max draught, strength limits and stability limits.

Where the hardware is not type approved, the test shall be carried out on both the first and the second nominated computers prior to issuing of the loading computer certificate.

After completion of satisfactory tests, the loading computer certificate shall be issued.

The loading computer certificate and the approved test conditions shall be kept onboard together with the user’s manual.

The certification shall be carried out onboard.

If the final loading manual or the final stability booklet has not been approved before delivery, testing onboard may take place after these documents have been approved.

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SOLAS 1974 / Loadline 1966 & Class requirements for approved Loadicator on Board Cargo Ships:

The requirement of loading instrument for bulk carriers is governed by SOLAS chapter XII, regulation 11. Even though there is no statutory requirement for loading computer onboard other ships, classification societies require all tankers of more than 100 meters to have type approved loading instrument. Even otherwise so, Loadicator has rather been a necessity onboard ships. And once we have something onboard, it is duty of ship staff to ensure that it complies with its testing and record keeping procedures.

There are two parts of the question. First relates to the documents and certificates a ship is required to have onboard with respect to loadicators and second the testing requirement of the loadicator.

Documents required for Loadicator:–

There are three main documents ship should have for it to be actually complying with Loadicator requirements. These are:-

• Class certificate for loadicator: This certificate is issued by the class and gives the details of the loadicator software as well as the hardware on which it is installed, including the details of the Make, model and serial number of the computer. Master and chief officer must ensure that the approved loading computer’s details matches with the details in this certificate. The certificate may even sometimes have the printer’s detail that is connected with the approved loadicator. If you do not find this certificate onboard, you should check in the class survey status report if the loading computer is included in the list. If yes, the certificate can be asked from the class through your office. If No, then shipping office need to consult ship’s classification society for approval of loading computer.
• Class approved Loadicator Manual: This is the user manual of the loadicator which is from the maker of the loadicator software. A class approved copy of the user manual should be onboard. If there was ever a class change associated with the ship, it is important to ensure that approval stamp of the current classification society is endorsed on the manual.
• Class approved loadicator test conditions: To be very clear, these are not the conditions in the stability booklet of the ship. The stability conditions in the stability booklet are made by the yard and these are not the print outs from the loadicator software. These are also not the test conditions stamped by the class during annual class surveys. These are usually in the form of a booklet specifically titled “test conditions for loadicator” with class stamp. These are usually provided during yard delivery of the vessel or after the loadicator is installed for the first time and approved by the class.
• Once we have these three documents / certificates, you are OK with the certification part.

Procedure for Inspection Of Wire Rope:-

A visual and physical examination should take place at regular intervals.  Under normal conditions of use, wire rope can be inspected every 3 months.  If a broken wire is discovered, then it should be inspected more often.  A thorough inspection is given below.

Externally

1. Inspect termination of rope at the drum and other points.
2. Inspect for broken wires.
3. Inspect for corrosion.
4. Inspect for deformation.
5. Inspect for surface wear.
6. Inspect for defective coiling.
7. Inspect for deterioration due to snatch loading.
8. Inspect lengths that run through blocks, particularly those which lie on the sheaves when the appliance is in the loaded condition.

Internally

Open the lay.

1. Check internal lubrication.
2. Degree of corrosion.
3. Indentation caused by pressure of wear.
4. Presence of broken wires.

An accurate log should be kept of inspection dates, rope condition, end for ending, replacement, etc.

Broken Wires: – Broken wires are usually a result of fatigue and wear.

Discard if:

Marine Order (part 32) “The total number of broken wires visible in a length of S.W.R. equal to 10 times it’s diameter should not exceed 5% of the total number of wires constituting the rope”.

Strand Distortion

Strand distortion is generally a result of damage caused by kinking, crushing, bad nips or other violent treatment.  Commonly found in berthing hawsers, and ropes which have to be worked in adverse conditions.

Abrasion

Occurs both internally and externally. 

Caused by:-

1. Friction over sheaves, leads, sharp or rough objects
2. Dirt, dust, grit lodging within strand wires.

Indicated by:-

1. Deposits of fine brown powder between strands
2. Flattening of internal surfaces of individual wire.

Corrosion

Generally caused by lack of lubrication.  When wire rope is under tension, the fibre heart and cores are also compressed, releasing oil to overcome friction.

Maintenance of wire ropes:-

Uncoiling New Cordage

Below 48 mm the rope can be taken direct from the inside of the coil.  This will maintain its protective wrapping.  With right handed rope the coil should be stood on the end which will allow the rope to be taken off left handed from the inside.

Uncoiling the rope in the wrong direction will insert twist and increase the danger of kinking.

Coiling

Always coil ropes in the direction of Lay,

ie., Left hand (L.H.) lay anti-clockwise

                                               Right hand (R.H.) lay clockwise 

Two methods of finishing coils are shown in the above figure. 

To avoid problems in paying out a rope, it should be flaked down, see Figure.  This avoids it becoming tangled or kinked. 

A fancy way to finish a rope is with a Flemish Coil.  It SHOULD ONLY be used for tidiness and never when required to render quickly through a block, see Figure.

Before cutting the desired length of rope, whippings should be applied close to each side of the intended cut.  Failure to observe this precaution can cause excessive unlaying of the rope.

Care and Maintenance

Chemicals: – Natural fibre rope is severely damaged by chemicals. Synthetic ropes are much more resistant.

Heat: – Excessive heat will melt synthetic ropes and make natural ropes dry and brittle.

Storage: – Store ropes in a well-ventilated dry atmosphere away from heat, strong sunlight and corrosive substances.  Natural fibre rope will quickly rot if stowed away wet. Always dry out before storing.  Keep loose coils OFF the deck.

Cleaning of Ropes:

If a rope has been used in mud, sand or grit, it should be cleaned thoroughly before being stored.  To wash rope, hang it up in loose coils or flake it out on the deck and hose with fresh water.