mn Py)TABLE OF CONTENTS Preword CONSTRUCTION AND EQUIPMENT OF CHEMICAL TANKERS Chapter 1 Categorization of Tankers and International Regulations LL Categorization of Tankers by Kind of Canpoes. “2+ 1.2 Categorization of Chemical Tankers and International Regulations General: ‘Chemical code required from safety aspect Chemical code required by Annex IT of MARPOL 73/78, Chapter? ‘Tank: Arrangement and Conetruction of Chamtcal Tankare 2.1 Ship Survival Capability and Locetion of Cargo Tanks: 2.1.1 Groups of ship type 2.1.2 Location of cargo tanks 24.3 Damage stability 2.2 Tank Type 22.1 Definitions ~ 2.2.2 Tank type requirement for individual products ~ 23. Camo Segregation 23.1 Mutual compatibility of cargoes 23.2 Compatibility chart 23.3. Procedure to find compatibility information 234 Segregation from heat 23.5 Segregation from F.0. tank 236 Segregation of cargoes which react with water 24 Ship Arrangement AL Cargo Segregation 242 Accommodation, service and machinery spaces and control stations 24.3. Requirementsto access: 244 Special approval of sic 2.5 Materials of Tank Construetion seus 1B 1B “ 4 4 4 16 16 16 16 7 7 7 7 7 19Chapter 3. Equipment of Chemical Tankers 3.1 Cargo Piping System 20 3.1.1 Type of cargo piping systems 20 3.1.20 Arrangement === 2 3.13 Construction and material 2 3.1.4 Installation of valves Ba 3.2 Cargo Tank Venting system 25 3.2.1 Design parameter of venting system: 25 3.2.2 Type of cargotank venting, 25 3.2.3 Vert outlets: 2 3.3 Cargo Heating System ~ 27 34 Mechanical Ventilation 30 3.5 Instrumentation 31 351 Canging au 35.2 ‘The device tor overflow control ~ 32 3.5.3. Vapour detection instrament for chemical tarike 33 3.6 Fire Extinguishing System ~ u 3.6.1 Fire extinguishing system for cago tank area u 3.6.2 Fire extinguishing system for cargo pump room ~ 36 3.7 Environmental Control 36 3.8 Blectrical Installations 37 3.9 Personal Protection. ~ 38 3.9.1 Protective equipment 38 3.9.2 — Safety equipment 38 3.9.3. When toxic vaponr instrument not available 40 3.94 Respiratory and eye protection 40 3.9.5 Decontamination showers and eyewash 40 Chapter 4 Construction and Equipment required by Annex I of MARPOL 73/78 4.1 Construction and Equipment required by Annex [I of MARPOL 73/78 4a 4.2 Prewash Ammgement « 43 4.3. Stripping System: 45 43.1 Requirements 45 43.2 Examples of stripping system 4s 44 Arrangement of Underwater Discharge Outlet 48, 44.1 Location of underwater discharge outlet ~ 48 44.2 Size of underwater discharge outlet ~ 4 44.3 Arrangement of cargo tanks and cargo heating arrangement 49 4.3 Ventilation Procedures 50 JANUARY, 2002Preword (1) 7 Intemational Code for The Constmetion and Equipment of Ships Carrying Dangerous Chemicals in Bulk" (IBC code) (for new ships) and “ Code for The Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk” (BCH code) (for existing ships) should apply to chemical tankers, in addition to conventional safety regulations such as International Convention of Safety of Life al Sea” (SOLAS), ” International Load Line Convention’ (ILLC), etc. appliceble to all kinds of merchant ships. Also, chemical tankers should comply with’ International Convention for The Prevention of Pollution from Ships" (MARPOL). (2) The purpose of these Codes is to provide an international standard for the safe carriage by sea in bulk of dangerons and noxions liquid chemicals listed in the Codes by preseribing, the design and construction standards of ships regardless of tonnage involved in such carriage and the equipment they should carry 0 as to minimize the risk to the ship, to its crew and to the environment. having regard to the nature of the producis involved (3) The basic philosophy is one of ship types related to the hazards of the products covered by the Codes. Fach of the products may have one or more bazard properties which incnde flammability, toxicity, corrosiveness and reactivity as well a8 the hazard they may present to Ube environment if accidentally released. (4) Throughout the development of the Codes it is recognized that it must be based upon sound naval architectural and engineering, principles and the best understanding available as to the hazards of the various prodnets covered: furthermore that chemical tanker design technology isnot only complex but also is rapidly moving up and that the Codes should not remain static. (5) Therefore, this text gives the outline of the arrangement, construction and equipment of chemical tankers and explains how to apply the codes. IBC CodeCONSTRUCTION AND RQUIPMENT OF CHEMICAT. TANKERS, Chapter 1 Categorization of Tankers and International Regulations: 1.1 Categorization of Tankers by Kind of Cargoes ‘Tanker 1s, 1n a wide sense, a general term ofa cargo ship carrying liquid cargoes in bull, andin a narrow sense, a tenn of an oil tanker carrying petroleum oils and their products. Liquid cargoes carried in bulk by tankers are such as petroleum cis. petroleum products, liquefied gases, many kinds of liquid chemicals (in general, referred to-as chemicals), shurry substances, etc which are shown in Table 1.1 In Table 1.1, the regulations to be applied depending on the kinds end particulars of cargoes are also shown. Categorization of tankers in terms of camying cargoes is as follows, Oil tanker; Oil tanker is a tanker carrying petroleum oils and petroleum prodnets. ‘They are called as a crude oil tanker. product tanker, crude oil/product tanker accoring to their purpose respectively, Prodnet tanker, Prodnct tanker is on oil tanker carrying, petroleum products and mainly divided into two kinds, viz, clean product tanker which carries light petroleum products and dirty product tanker which caries heavy petroleum. prodncts Chemical tanker, Chemical tanker is a tanker camying chemicals and usuelly divided into two kinds, viz, parcel chemical tanker capatle of camying many kinds of chemical cargoes including petrolenm products and exelusive chemical tanker carrying very limited kinds of chemical cargoes. In the definition by IBC code and Annex I of MARPOL 73/78, chemical tanker is defined as a tanker used for carriage of dangerous chemicals and/or noxious liquid substances in bulk Chemical tanker Product tankerLiquefied gas tanker; Liquetied gas tanker 1s a tanker carrying Liquefied gases in pressurized and/or rettigerated conditions. They ate such as LPG carriers and LNG carriers LNG cartier Combination carrier, Combination cartier is a cargo ship which camrios ore or solid cemgo and erude oil alternatively. They are such as ore/cil cauriers or ore/bulk/oil carriers Oreioil carrier 1.2 Categorization of Chemical Tankers and International Regulations 1.2.1 General There are two kinds of chemical tankers as already mentioned in above 1.1. One is an exclusive chomical tanleor for carriage of a oxclusive cargo, 0.4, one of Sulfuric acid, Hydrogen peroxide solution, Phosphoric acid, etc., and the olher is a parcel chemical tanker capable of carrying many Kinds of chemical cargoes In the former case, as most of them are limited in their operating area, tank amangements, fire fighting amangement, venting and gauging systems can be designed only for the specified cargo. In the later case, they should be designed so as to comply with all the applicable requirements of chemical code (IBC code or BCH code) in aspects of arrangements, ccnstruction, equipment, materials and operation, etc. against all cargoes intended to be loaded. 1.2.2 Chemical code required from Safety aspect IMO adopted BCH code, ~ Code for The Construction and Equipment of Ships Canying Dangerous Chemicals in Bulk (A212(VID)" atts 7th Assembly on 12 October, 1971 to establish intemational standards for chemical tankers. BCH code had been amended neatly every year from the Ist amendment, in 1972, to the 10th amendment in 1983. Since this code was nol a mandatory regulation before 1986, app! states,On 17 Tune, 1983, IMO adopted * The Intemetional Code for The Construction and Equipment of Ships Camying Dangerous Chemicals in Bulk” (MSC 4(48)), which was forced to apply to chemical tankers built on or after 1July 1986, 1.2.3. Chemical code reqnited by Annex TI of MARPOI. 73/78, Regulation 13 of Annex II of MARPOL 73/78 prescribes that cargo ships carrying noxious liquid substances categorized as A, B or C in bulk should comply with IBC code or BCH code for design, construction, equipment and operation in order to minimize the uncontrolled discharge into the sea of such substances. Application of these codes is shown in Table 1.2. Accordingly. IBC code and BCH code became necessary to harmonize with Annex TI of MARPOL 73/78, and the contents originally intended for the safety of ships and crews were now expanded to marine pollution aspect. These expanded codes were adopted as Res. MEPC 19(22), Res. MEPC 20(22) on 5 December, 1985, and entered into force on 6 Avril. 1987. These codes are known as MARPOL IBC code (for new ships) aid MARPOL BCH code (for existing ships). Although the existing IRC/RCH codes incinded only limited mambers nexcions substances in their minimum requirement list, the MARPOL IBC/BCH codes expanded from the view point of ‘marine pollution prevention covered all of A, B and C noxious substances in respect of safety end pollution hazards. In this text, MARPOL IBC/BCH codes are referred herealler simply as IBC/BCH codes,Table 1.1 Correlation among Liquid Cargoes, International Regulation and Tankers heaton Axplicio of repation of Liquid Congo " * > bp p pp these |ientot Mameotewee Vee | uaRPOL|MARPOL| Gar code Kacoltke ** ster annext [Annes iba ata gas, petroleum gas ° e iqueied|__product_|Grcpane,tutare, a) et giz | Fictey |ammoristaniylroas, eee, | 6 ce Predict {ois clr butadiene rade of o Te rade ol ane Jeean profud (wnt, feo. ot. etn, e |e crue ctrome Pezotan fit Behe acer, produc, SP medic bade ® rece rer, lod nsidue ceneay ots ean lab ci ry lub oils, woke, fortes clvet btined leemperteumprodicte arian Jeera ahen rine) | ® © ° Mees rories hexane hele, Lisi ‘a sunsunee| ine svete exe oo parole got, Kemmectunessanem | © ° ° hemes | eeraen, toluene, xylene, te) Product nes, Iaicho, nora, eds Cheraca tke, aks, aries, eerie Frshaive tuner Tongs & Sane fone Bey an, ° ° ° Cem yas ers. amins seme Nees, aga, slvr, ral wopaheri thers fii cis nd ft, ° ° nots wie, we Behn 0 aamis aspen 6 6 Sf |amanyurinesoution et cere ever siaion [Soba Jomo, © 6 ot (eustiepaas sontin, ae sold umy subsanoes Gren we] } xctaive substance love, sip eo sry tren Petes laphal S Met | iggy fr ple 3° 3° [Peis tinker 1) General sepulatins fe tankers carying Haamable liquid substances with fishing poit below 60°C. 2 2 4) a 5 epilation’ fee peavertion of marine pollition by el, Annee ToFMARPOT.7 978 Regus fer yrovertion of nsine pelle by wenions autor, Assi IC of MARPOL 72/78 IMO GC Cade ard 1G Coe [IMO MARPOL BCIBCH Codes @ sprlied, © oppliod dspmnding en patcuan of extrineargoTable 1.2 Application of IBC Code and BCH Code to chemical tankers Date of Construction Building Contra (@) Up tol Novernber Date of entry into 1973 (Building |Ships under MARPOL BCH Contas)_—_nde Pana 1.23) lane ae of ety to foes of (b) On and after 2 Requirements for new Ships| 4+ spor Annex Il Chemical “November 1973 junder MARPOL BCH (@Apnl, 1987) jtaukers Building Contract) | Code (Paragraph 1.7.2) engaged in until 30 June 1986 jtenaicnat | ccansnacion | voyages: (© On and after ‘The date of entry into force of 1 July 1986 IBC CODE ‘Chapter VII of 74 SOLAS 83 (Construction) | Ameralments (1 July. 1986) nee cry oreo santoLie cope MARPOL Annex 16 Api 1987) (® Uprwseie es [Requmensor essing |e de ony took (Constmetion) ships under MARPOL BCH | MARPOL Annex II for ships of” code @aragrph 173) |1,600GE an mere ape 19 1 July, 1994 fer ships of less th 0 GE exe F ee operational requirement (6 April (150 for queronel queen) Festina aft Fay [Reinet ore pe (The dne tyi ve f arene °° 95 Cosel lanier MAKPOL SCIICaMe|SLaRCOL Ange until 30 Tune 1986 (Construction) ® On and after Fuly 1989 (Consimiet (Paragraph 1.7.2) MAPDOL IBC Code April, 1987)Chapter 2. Tank Arrangement and Construction of Chemical Tankers Tank armngement and constriction of chemical tankers should be designed in compliance with requirements for ship type. survival capability. segregation of tanks and cargoes, and access means, ete. of IBC code. 2.1. Ship Survival Capability and Location of Cargo Tanks 2.1.1 Groups of ship type Chemical tankers should be designed according to one of the following standards. (IBC Chap. 21.2) (1) Type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe environmental and safety hazards which require maximum preventive measures to preclude an escape of such cargo. (2) Type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude an escape of such cargo. (3) Type 3 ship is a chemical tanker intended to transport chapter 17 products with sufliciently severe environmental and safety hazards which require a moderate degree of containment to inerease survival capability in a damaged condition. ‘Note: Chapter 17 products means the prodnets which are listed. in minimum requirement taple in chapter 17 of IBC code. 2.1.2 Lovation of cago tanks (IBC Chap. 2.6) Cargo tanks should be located at the following distances inboard. This requirement does not apply tothe tanks for diluted slops arising from tank washing. (1) ‘Typo 1 chips: from the vide chell plating not lens than tho trennvome oxtent of damage, B/S or 11.5, whichever is less and from the moulded line of the bottom shell plating, al centerline mot less Uan the vertical extent of damage, B/15 or 6m, whichever is less and nowhere less than 760mm from the shell plating, ine Lon Loe er ys 0 ‘See go Type 1 ay ite Cargo tank Type 1 Cargo tank net les then ‘oem 0/18 or tow += whisker ie love bet in 26m9 A096 or Be Botta shel plating centerline Fig2.1 Tank location of Type 1 ships(2) ‘Type 2 ships: from the moulded line of the bottom shell plating at centerline not less than. the vertical extent of damage B/15 or 6m, wh 760mm from the shell plating. Jhever is less and nowhere less than ot las Typo 2 Typo 2 af | <-than hm Cargo tank Cargo tank shan 76000 | B/S oF Gr t Se = whichever is leet min. 2m) Bottom shell lating canter! ine Wig2.2 Tank location of ype 2 ships (3) ‘Type 3 ships: no requirement. Typo 2 Gargo tank i Fig2.3 Tank location of Type 3 ships2.1.3, Damage stability Damage stability is a survival capsbility at the damaged condition of aship which suffers damage at side or bottom in specified damage assumption area Damage stability varies depending on ship size, tank size, tank arrangement, loading condition, and densities of cargoes to be loaded (1) Damage assumptions (IBC Chap. 2.5) ‘The assumed maximum extent of damage should be as follows: (2) Standard of damage (I8C Chap. 2.8) The damage indicated in (1) with the flooding assumptions should be sustained to the position determined by the ship's type according to the following standards; ‘Type 1 Type3 | Where to sustain damage 5 Balam Danage( Sanding) sow vemeaure Side Damage Collie) a perpendiclr the tip eee Teneidia Ut 0 165m, BU or 85m 1319 Sm Etat hcheve ies whicereris es swhidererisies Best | cto wow in twos | OSS, eee ee Bite angles tothe cerecioe ‘whichever isiess ‘whichever istess whichever istess Vauay | Femthemnldel ineofthe xe Seton shell patingatoatetine | Upwerdswahout init | B/1Sorém, whidhver less Anywhere in its length, ‘Anywhere in its length except involving either of the bulkheads bounding a machinery space located aft L105 ‘Anywhere in its lengih except invalving damage to the machinery space when locates aft ‘The abuhty to survive the Hoodg of the mactmery space shonld be considered by the Administration.Side Damage — B/S or 11.5 me ‘whichever is lees / \ upwards without limit 1/2La/3 or 14,5 me Bottom Damage 8/6 or 10 wx ‘ewhichever is | Fig.2.4 Example of damage assumption -w-ZO ‘STRANDING DAMAGE Fig2.5 Example of damage assumption -u-GL (3) Survival requirements (IBC Chap. 29) ‘Shups subject to the Code should be capable of surviving with the damage assumption and the standard of damage provided in 2.1.3 ina condition of stable equilibrium and should satisfy the following criteria, Tn any stage of flooding: 1 the waterline, taking into account sinkage, heel and trim, should be below the lower edge of any opening duough which progressive fooding or downflooding may take place, Such operings chould include air pipes and openings which are closed by means of weathertight doors or hatch covers and may excinde those openings closed by means if watertight manhole covers and watertight flush scuttles, sinall watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type; the maximum angle of heel due to unsymmetrical flooding should not exceod 25° , except that this angle may be increased upto 30° ifno deck immersion occurs 3° the residual stability during imenmediate stages of flooding should be to the satisfaction of the Administration. However, it should never be significantly less than that required by the following, 4 and 5 At firail equilibrium aller Hlooding: 4 the righting lever curve should have a minimum range of 20° beyond the posit of equilibrium in association with a maximum residual righting lever of a least 0.1m within the 20° range, the area under the enrve within this mnge should not be less than 0.0175m-rad. Unprotected openings should net be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in .1 and other openings capable of being closed weathertight may be permitted; and 5 the emergency source of power should be capable of operating, GZ areaz0. 0178 m+ rad MaxGZ > 0.1m zane e Flooding opening below Stability range 28 Go’) ¥ig.2.6 Survival requirements -p-2.2, Tank Type (IBC Chap. 4) There are following three kinds of tank type L Independeni-Gravity (1G) ‘2 Independent-Pressure (1P) 2 ntegral- Gravity (26) 2.2.1 Definitions (2) Independent tank: Independent tank means a cargo containment envelope which is not contiguous with, or pat of, the hull structure, An independent tank is buill and installed so as to eliminate whenever possible (or in any event to minimize) its stressing as a result of stressing or ‘moticn of the adjacent hull structure. An independent tarik isnot essential to the structural completeness of the ship’s hall (2) Integral tank Integral tank means a cargo conlainment envelope which forms part of the ship's hull and which may be stressed in the same manner and by the same loads which stress the contiguous hull structure and which is normally essential to the structural completeness of the ship's hull. (3) Gravity tank Gravity tank means a tank having, a design pressure not greater than U.7 bar gauge a the top of the tank. A gravity tenk may be independent or integral. A gravity tank should be constructed and tested according to the standards of the Administration taking account of the temperaiue of cariage an relative density of the cargo. (4) Pressure tank Pressure tank means a tank having a design pressure greater than 0.7 bar gauge. A Proscure tank: should be an independent tank and chould be ofa configueation permitting, the application of pressure vessel design criteria according 0 the standards of the ‘Administration. 0 T a cargo Take “SC arco Tan / on™ . Y\ a Independent-Gravity tank Integral-Gravi ty tank Independent-Pressure tank ‘Fig2.7 Typical tank type2.2.2 Tank type requirements for individual products Requirements for both installation and design of tank types tor imevidual products are shown 1m columut f° in the table of chapter 17 of IBC code. At present, there is no product which is required Pressure tank(1P). to carry with tank type of Indopendi 2.3. Cargo Segregation 2.3.1 Mutual compatibility of cargoes The cargoes which react in a hazardous marmer with other cargoes should be segregated from each other by means of a cofferdam, void space, cargo pump room, empty tank or tank containing, a mutual compatible carge, or should be loeded in the tanks touching adjacert other tanks at only one comer as shownin Fig. 2.8. (Acceptable) (Not acceptable) B B B x B A B B B B Wig?.R Cargn segregation hy I argo A has reactivity in hazardous manner with cargo B. 2.3.2 Compatibility chart With regard (o information of cargoes which react in a hazardous manner with other cargoes. the compatibility char of 46 CFR 150 of USCG is most popularly used, which is reproduced in Table 24 —-u-Table2.1_ COMPATIRILITY CHART : efefe[e[s alelalalelele e Now: 1). Blak aorexnany, reztntyiaharaous meer Mote 2)" A" wo" T havens react in mer, cpl where tou in blow, poor szome Arosa) Coty) ant 2B prpy exdca( 9) esotcempaible wth Cry 1, Non Outing Mieed Acie Teephorone( 0), and Mest Chide(t) ae rotconp able wth Grom 8 Alkzslances. Arp Aaid@)isactconp aie wth Grow 9, buat Anizes. Al Alsbl(5) stmt eampable wath Grp 12 lesepnstes Fey! Aled 20) tot copes wth Seep 1, Noxon Mins Ads Fefayl lod 2s mot conpatle with Srp, reac Ae. iclroehy Eh) ic ct nate wih Group 2, Sli Aide TieMooatylnee) sent compale th Cay 9, Cae plenedaee() isnt compale wits Bislee Ciclonde36, 15The cargo groups in the compatibility chart are divided into two categories: groups | through 22 are” reactive gromps” and groups 30 through 43 are " cargo groups” . Reactive groups contain products which are chemically the most reactive; dangerous combination may result between members of different reactive groups and between members of reactive groups and cargo groups Products assigned to cargo gronps, however, are mnch less reactive: dangerons combinations invelving these products can be formed only with members of certain reactive groups. Products assigned to cargo groups do not react hacerdously with one another 2.3.3. Procedure to find compatibility information The following explains the procedure for how to use compatibility chant (o find compatibility information: (J) IE both group numbers are betwoen 30 and 43 inclusive, the products are compatible and the chart need not be used. (2) If both group numbers do net fall between 30 and 43 inclusive, locate one of the mumbers on the left of the chart (cargo groups) and the other across the top (reactive sroups) (3) The box formed by the intersection of the column and row containing the (wo numbers will contain one of the following: (a) blank-The two cargoes are compatible, (b) * x" The two cargoes are not compatible {e) aletter otner tan x" reactivity vanes among the group members, Kerer to the footnotes following the chaxt to find whether the products in question are included in the footnctes. Unless the combination is specifically mentioned in these footnotes, itis compatible, 2.3.4 Segregation from heat ‘Tho cargoos which aro canily affected by heat causing mich hacards an polymerization, decomposition, production of dangerous gas should be loaded in the tanks separated from other cargoes having high Lemperature. Associated pipings also should be separated accordingly. Ifthere are such cargoes among the cargoes expected to be loaded. carefial consideration should be paid in preparation of loading plan. In case of segregation from heat, adjacency of two tanks is not permitted even though the two tanks is limited to a comer spot or to a corner line. 2.3.5 Segregation fromF.O. tan Toxic cargoes should not be loaded in the tanks adjacent (0 F.O. tanks in onler to avoid possible leakage of toxic cargoes into F.O. tank In this case, also, touching of the two tanks by comer spot orby comerline is not permitted 2.3.6 Segregation of cargoes which react with water ‘The cargoes which react in a dangerous manner with water should be loaded separately from ballast water tanks or fresh waler tanks except when the water tank is empty and dry. Touching of the two tanks, which is Timited to comer spot or comerline, may be permitted. - 6A2.4 Ship Arrangement 24.1 Cargo Segregation Cargo tanks should be segregated from accommodation, service and machinery spaces and fror drinking water and stores for human consumption by means of a cofferdam, void space, cargo pump-toom, pump-room, empty tank, oil fuel tank or other similar space. (see Fig,2.9) 24.2 Accommodation, service and machinery spaces and control stations 1 No accommodation or service spaces or control stations should be located within the cargo area and no cargo or slop tank should be aft of the forward end of zny accommodation, 2 Exterior boundaries of superstructures and deckhcuses shall be insulated to “A-60" standant for the whole of the portions which face the cargo area and on the outward sides for adistance of 3m from the end boundary facing the cargo area. (see Fig.2.10) 3 Entrances, air inlets and openings to accommodation, service and machinery spaces and control stations should ant face the cage area, They should be located on the end builkhead nol facing the cargo area and/or on the outboard side of the superstructure or deck-house al a distance of at least 4% of the length of the ship but not Less than 3m from the end of the superstructure of deck-house facing the cargo area This distance, however, need not exceed 5m, No doors should be permitted within the limits mentioned above, except that doors to those spaces not having access to accommodation and service spaces and control siations, such as cargo control station and store-rooms may be fitted. Where such doors are fitted, the boundaries of the space should be insulsted to" A-60” standard. (see Fig.2.11/12) 24.3 Requirements to access (see Fig.2.13) Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area should be direct from the open deck and such as to ensure their eomplete inspection. Access to double bottom spaces may be through a cago pump room, pump room, deep cofferdam, pipe tunnel or similar Compertinents, subject tu wunsideratiun of ventilation aspects, For access through horizontal openings, hatches or manholes, the dimensions should be sufficient to allow a person wearing a self-contained air breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also to provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening should be not less than 600mm by 600mm. For access throngh vertical openings. or manholes providing passage through the length and breadth of the space, the minimum clear opening should be net less than 600mm by S0Omm at a height of not more than 690mm from the bottom shell plating unless gratings or other footholds are provided. It should be noted that the structure such as girders, floors, ete. having those opening have to be reinforced by doubling plates, stiffeners as appropriate 2.4.4 Special approval of size ‘Smaller dimensions may be approved by the Adminstration 1s spectal etrcurstances, 1f the abubty to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration. -Ww-ea ‘*eofterdan, purp-reon ate oo ~ 60 pccarmdation || SerH0 Or. , Ironton seen ren PR |a| &' | X ~ _ . << _ tn Fig.2.9 Cargo Segregation Fig.2.10 Exterior boundaries of deckhouses iv, Pi * x » neo 7 +60 vesenmaet voauiation Acco on : ttn meen serge aves N cre i cL * mows bs widen ¥1g2.11 Entrances to accommedation Fig2.12 No entrances to accommodation X 600x800 mn X covutnary size man note XW YW as = = so! © | d ol maa (2)Doub!¢ Botton (c)Double Botton (Trans. Section) (Trans. Sestion) Stee for Lone’ (e)Double 7. BHD awl nm Pave ( #_& { 1 me 0} 45 ec Fy (b)DoubIe Betton (@Double Bottom (A) Mnvinte Hut | (Trans. Section) (Long’ 1 Section) Fig 2.13 Access and access openings — 1B2.8 Materials of Tan Construction Stmctural material nsed for tank: constmetion together with associ and their jointing should be selected taking into account the followin (1) Comosive effect of the cargo (2) Possibility of hazardous reactions between the cargo and material of construction (3) Suitability of linings In general. for some chemical tankers. steel plates with coating or lining are used for tank construction, Fer most chemical tankers, stainless steel plates, which are cortosion-resistant materials, are used in way of te cago tank construction, In case of use of stainless clad steel, the strength of stainless cladding metal should be equivalent to mild steel as base metal and welding materials/welding procedures chould be suitable for the kind of used stainless steel plates. It should be noted that there are structural materials which are prohibited to use due to unsuitability for certain cargoes, Special requiremerts are in respect of what materials to use or ‘what material net to nse for the cargoes specified in IRC Code (a) The following materials of construction should not be used for tanks, pipelines, valves, Giitings and cther equipment, which may come into contact with the products or their ed piping, pumps, valves, vents vapour where referred to in column "m” in the table of chapter 17: N1 Aluminium, copper, copper alloys, zinc, galvanized steel and mercury. N2 Copper, copper alloys, zinc and galvanized steel NS Aluminum, magnesmm, zine, galvanized steel and thm, ‘NA Copper and copper bearing alloys. NS Aluminium, copper and alloys of either. NG Copper, silver, mercury, magnesium and other acetylide-forming metals and their alloys N7 Copper and copper-bearing alloys with greater than 1% copper. NE Aluminium, sine, galvanized stool ond mereury. (b) Materials normally used in electrical apparatus, such as copper, aluminium and insulation, should as far as practicable be protected, eg. by encapsulation, to prevent contact with vapours of products where referred to by Z.in column "m” inthe table of chapter 17. (c) ‘The following materials of construction which may come into contact with certain products or their vapour should be used for tanks, pipelines, valves, fittings and other equipment, where referred to in column "m" in the table of chapter 17 as follows: ‘Yi! Steel covered with a suiteble protective lining or coating, aluminium or stainless steel Y2 Aluminium or stainless steel for product concentrations of 98% or more Y3 Special acid-resistant stainless steel for product concentrations of less than 98%, ‘4 Solid austenitic stainless steel, YS Steel covered with suitable protective lining or coating or stainless steel. -9-Chapter 3 Equipment of Chemical Tankers 3.1 Cargo Piping System Cargo piping system of chemical tankers is designed so a8 to divide cargo tanks and associated piping into several groups depending on kinds of cargoes since there may be many occasions that several kinds of cargoes are loaded at the same time. In planning the cargo prping, the most appropriate piping system should be selected at the first stage. Special attention should be paid to the requirements of separation for cargoes with toxicity or dangerous reactivity. 3.1.1 Type of cargo piping systems There are two systems in designing the cargo piping system of chemical tankers; one is a main piping system (group main system) and the other is independent piping system (one tank / ene pump system). Examples of above two piping systems are shown in Mig3.1(a) and Fig3.1(). ‘The group main system is a piping system generally used in conventional oil tankers and it is uusefill for chemical tankers if the ships are exclusive used or intended to load only a few non-reactive cargoes. On the otter hand, the one tank / one pump system is suitable for cases whore many kinds of eargoes are Loaded simultaneously and need separation of cargoes as in many chemical tankers. Actually. not a few chemical tankers using the one tank / one pump system. which can load as many a5 300 kinds of cargoes. Tope] 4 + I a | rrti) | zr y sexe |e se Li Tos OC) 4 Ne OO) we), waitPahs oiifsias. No.2 COTIP/S) J. Noel COTCP/S) Hig.3.1(a) Group main systemP Pm |e PD No.3 COT(C) No. 2 cOT(c) No. 1 COT (c) Slop No. 3 tank PA. coriP/s) 4 No. 2 COT (P/S) No.1 COT(P/S) Mig3.1(b) One tank One pump system -u-Arrangement in cargo tank. Filling Line & Submerged pump {one tank / one pump system) 3.1.2 Arrangement 1) Cao piping should be installed within camo area except under deck between the outboard side of cargo tanks and the skin of the ship unless clearances required for damage protection are maintained ‘2) Cargo piping should be entirely separated trom otner p 3) If danger of cargo reactivity is considered in the event of piping failure, cargo piping should not min throngh the bulkhead between cargo tanksManifold of cargo piping, 3.1.3 Construction and material 1) Connection of pipes inside tanks should be of weld joint except the following cases where the special approval is given before work being, done, a) Flanged joint to valves 1b) Spool piece part c) Where necessary by the reasons of coating, lining works, or for mspection or maintenance. 2) Piping should be designed in such a way that expansion of pipes due to ship’s movement or ‘heat is absorbed by loop or bend pipe and not by bellows which are prohibited to be used in chemical tankers because cargo residue is difficult 1o be removed 3) Piping passing through bulkheads should be so arranged as to preclude excessive stress at the ‘bulkhead and should not utilize anges bolted tuough the bulkhead Generally, the — mA‘penetration part on the bulkhead needs to be reinforced by doubling plates and stiffeners 4) Matenal of cargo piping and fittmgs should be considered tor compatibility between cargoes and materials and also in accordance with special requirements for the cargoes specified in minimum requirements of IBC Code 3.14 Installation of valves, 1) In any cargo pump room where a pump serves more dan one tank, a stop valve should be fitted in the line to cach tank, 2) For the ymmpose of adzquately controlling the cargo. cargo transfer systems shonld be provided with: a) one stop valve capable of being mamslly opened on each tank filling and discharge line, located near the tank penetration; if an individual deepwell/submerged pump is used to discharge the contents of a cargo tank, a stop valve is not required on the discharge line of that tark: 1) one stop valve at each cargo hose connection; ©) remote shntdown devices for sll cargo pumps and similar equipment. ) when the cargo piping mins throngh other cargo tanks or spaces, one stop valve inside the cargo tank, It should te operable from the weather deck. —u-3.2, Cargo‘Tank Venting System Cargo tank venting system of chemical tankers should be planned under consideration for the toxicity and the danger of reectivity of cargoes as well as cargo piping system. Namely, either common line system or independent system should be selected a first. In all cases, cargo tank venting system is selected as same in the way as cargo piping. And basic idea regarding the arrangement. construction and material is also as same as cargo piping system. 3.2.1 Design parameter of venting system ‘Tank venting systems should be designed and operated so as to ensure that neither pressure nor vacuum created in the cargo tanks during loeding or unloading exceeds tank design pressure. The ‘main factors to be considered in the sizing of'a tank venting system are as follows 1. design loading and unloading rate 2. gas evolution daring loading - this should be taken account of by Loading rate by a factor of al least 1.25 3. donsity of the cargo vapour mixture 4, pressure loss in vent piping and acress valves and fittings 5, pressure/vacuum setting of relief devices multiplying the maximmm 3-22 “Type of cargo tank venting There are two types of cargo tank venting; opon tank venting and controlled tank venting, (2). Open tank venting is a type in which offers no restriction except for fiction losses and flame screens if fitted, to the free flow of cage vapours to and from the cargo tanks uring normal operations and should only be used for those cargoes having a flash-point above 60°C (closed cup test) and not offering a significant inhalation health hazard. An ‘open vorting may consict of individual vento from each tank, or such individual vents may be comibined into a common header or headers, with due regard to cargo segregation, However, in no case should shut off valves be Sted neither to the individual vents nor to the header. (2) Controlled tank venting is a type in which pressure/vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank to be used for cargoes other than those for which open venting is permitted. A controlled venting may consist of individual vents from each tank or such individual vents on the pressure side only as may be combined into a common header or headers with due regard to cargo segregation, Inno case should shut off valves be fitted neither above nor below pressure/vacuam valves. But provision may be made for bypassing a pressure/vacuum valves under certain operating concktions provided that flame arrester is fitted and that there is suitable indication to show whether ‘or not the valve is bypassed.High-velocity valve Vacuum valve3.2.3 Vent outlets ‘The vent outlets of controlled tank venting should be arranged: 1) Vertical position st a height of not Jess than 6 m above the weather deck or above a raised walkway if fitted within 4m of the mised walkway. If high velocity venting valve of an approved ype directing the vapour/air mixture upwards in an unimpeded jet with an exit velocity of at Least 30 sn/sis fitted, the vent outlet height may be reduced to 3m above the deck or a raised walkway. An example of the arrangement is shown in Fig. 3. 2 2) Horizontal position (a) ata distance of at least 10 m measured horizontally from the nearest air intake or opening to accommodation, service and machinery spaces and ignition semrees. (b) al a distance of al least 15 m from any opening or air intake to any accommodation and service spaces in case of carriage of toxic products, a = & 1 1 “a alal a Hig.5.2 Controlled venting system 3.3 Cargo Heating System For cargo heating system of chemical tankers, heating coil system fitted inside tanks is popular similarly to oil tankers, The heating system uses steam or thermal oll as heating media and introduced through pipe line from above upper deck. The heating, systems should be provided with valves to isolate the system from each tank and to allow manual regulation of flow. The heating systems should have means of measuring the cargo temperature. While the heating system is not in use, the heating coil is usually filled with compressed air in order to keep inside pressure higher than cargo tank pressure, Where the heating system hests toxic cargoes, installation of sampling equipment is required to check a sample of steam/thermal oil for the presence of cargo. If non-toxic cargoes are loaded in other tanks, heating system should be separated. An example of the amangement is shown in Fig. 3. 3 —7-Fig.3.3 Example of cargo heating system ‘Cargo heating system in cargo tankTonic gas detector3.4 Mechanical Ve lation Cargo pump rooms, pomp rooms and other enclosed spaces which contain cargo handling equipment, similar spaces in which work is performed on the cargoes, double bottom and cofferdams in the cargo area should be fitted with mechanical ventilation systems Ventilation exhaust ducts from the spaces within the cargo area should dischanze upwards in locations at least 10 m in the horizontal direction from ventilation intakes and openings to accommodation, service and machinery spaces and control stations and other spaces outside the cargo area When the carriage of flammable cargo is intended, ventilation fan should be of non-sparking constrnction. ‘The air change capacity of mechanical ventilation is shown in Table 3.1. Tabte 3.1 Cargo puny | Syeees normally Spaces not Cargo pump entered normally entered room required by Pump room ouble bottom IBC 15.17 DK store cofferdam The air change s capacity 20 45 20 oo changes/hour (i6y se: Pontable type Exhaust duct from cargo purrp room,OALLAET PUMP Fo VET, Portable turbine fan (water driven) Exhaust duet from ballast pump room 3.8. Instrumentation 3.5.1 Ganging (2) Cargo tanks should be fitted with one of the following types of gauging devices (@) Open device - which makes use of an opening in the tanks and may expose the ganger to the cargo or its vapour. An example of this is the ullage opening, {b) Restricted device - whieh penetrates the tank and which, when in use, permits a ‘small quantity of cargo vapour or liquid to be exposed to the atmosphere. When not in use, the device is completely closed. The design should ensure thet no dangerous escape of tank contents (liquid or spray) can take place in opening the device. (©) Closed device - which penetrates the tani, but which is part of a closed system and keops tank contents from being releared. Examples are tho float type eystem, electronic probe, and magnetic probe ane protected sight glass. Alternatively an in direct device which does not penetrate the tank shell and which is independent of the tank may be used. Examples are weighing of cargo, pipe low meter: (2) Gauging devices should be independent of the equipment required under overflow control (3) Open gauging and restricted gauging should be allowed only where: (@)_ open venting is allowed IBC Code; or (b)__means are provided for relieving pressure before the gange is operated. -3-Float type gauging device (1) Float type gauging device (2) 3.5.2. ‘The device for overflow contro! High level alarm and overflow alarm (high-high level alarm) are the devices which indicate by a visual and aidible alarm when the liquid level in the cargo tank approaches the full condition during the loading. The setting of high level alam is at normel full Load condition around 95 %. The overflow alarm comes into operation around 98 % liquid level when the normal tank loading procedures fail to stop the tank liquid level exceeding the normal full condition. The high level alarm system and the overflow alarm system should be independent each other. These devices are required forthe cargoes specified in special requirements of IBC Code. —y-Indication panel in cargo control room. 3.5.3. Vapour detection instrument for chemical tanker Chemical tanker camying toxic or flammable products or both should be equipped with at least two instruments designed and calibrated for testing specific vapours in question, (1) Flammable vapour detection instrament Flammable vapour detection instrament utilizing hit-wires for catalytic combustion is ‘most popularly used for flammable vapour detection for chemical tankers. (2) Toxie vapour detection instrument —B-(2) Gas detector tubes are usually used as toxic vapour detection instrument for chemical tankers, Gas detector tube consists of small diameter glass tube filled with reagent. ‘The principle of the detection is based on the dry analysis method using chemical reaction and physical absorption. Tn sampling a gas into a detector tube by aspirating pump, the discolored layer can be produced by means of reaction of reagent and gas in the tube. As the gas concentration is proportional to the lengih of discolored layer, gas concentration cant be easily read off on the top of discolored layer. (b) When toxic vapour detection instrament is not available for some products which reqnire such detection, as indicated in column “ k" in the minimam requirement table, the Administration may exempt the ship from the requirement, subject to additional breathing air supply being provided with, If such instruments are not capable of testing both toxic concentrations and flammable concentrations, then (wo separate sets of instruments should be provided, ‘Vapour detection instruments may be portable or fixed. If'a fixed system is installed, st least one portable instrument should be provided, 3.6 Fire Extingulshing System 3.6.1 Hire extinguishing system Tor cargo tank area Fixed dock foam system is required for cargo tank area, For cargoes for which foam is not effective or not compatible, dry chemical system or water spray system is used. Regular protein Foam should not be used ‘The kinds of extinguishing system required for individual cargo are listed in column * ‘minimum requirements table in IEC code. Where more than 2 kkinds of extinguiching eystem are listed for one cargo, installation of ono of those is enough for acceptance, Incase where both alcohol-resistant foam for a certain cargo and regular foam for other cago are required at the same ship, the chemical tanker should be provided with one foam system capable of fulfilling the dual purpose, ‘The rate of supply of foam solution required for chemical tanker is approximately three times as ‘much as the rate for ordinary oll tanker. Inaddition to the fixed fire extinguishing system, for the protection of small fie on deck, suitable number of portable fire extinguishing equipment are required I" ofFeam monitor Foam applicator Foam liquid tank 3 -a To 7 | i p= oF i 7 | { [tree / {| \ Proport ioning Fauator fron Fire Pump & tneraercy Fire Puno Fig.3.4 Fixed deck foam system 3.6.2. Fire extingnishing system for eargo pamp room Fixed carbon dioxide system is usually installed for cargo pump room similarly to oil tankers. However, the higher mte of supply of fire extinguishing media is required for chemical tarikors than tat for oil takers, 3.7. Environmental Control Incase of carriage of the cargoes for which environmental control in column * h” of the minimum requirements table in IBC code is required, vapour spaces within cargo tanks and, in some cases, spaces surrounding cargo tanks may require to have specially controlled atmospheres. For some chemical taniker, besides the environmental control requirements Nz botiles are optionally provided tocchnt offtho air for maintonance of cargo’ quality There are four different types of environmental control for cargo tanks, 1 Tnetin s follows, - by filling the cargo tank and associated piping systems and, where specified in chapter 15, the spaced surromding the cargo tanks, with a gas or vapour which will not support combustion and which will not react with the cargo, and maintaining that condition, Padding - by filling the cargo tank and associated piping systems with a liquid , gas ot ‘vapour which separates the cargo fom the air, and maintaining that condition. 3° Drying - by filling the cargo tank and associated piping system vapour with @ dewpoint of 40°C or below at atmospheric pressure, and maintaining, that condition, 4 Ventilation - forced or natural with moisture-free gas or Where inerting, padding or drying are required 1 Anadequate supply of inert gas for use in filling and discharging the cargo tanks should ‘be cartied or should be manufactured on board unless a shore supply is available. In -~*%-addition, sufficient inert gas should be available on board to compensate for normal Josses during transportation by followings. a) The nitrogen gas generating system that separates and extrects nitrogen flom the air may be nsed in combination of the inert gas bottle supply b) The required quantity of inert gas to be carried on board should be determined in consideration of the construction end equipment of each ship, but il should be not less an 5 % of the total volume of cargo spaces to be inetted, 2 The inert gus system on board should be able to maintain a pressure of at leust 0.007 ‘MPa gange within the containment system at all times. In addition, the inert gas system should not raise the cargo tank pressure to more tan the tank's relief valve setting, 3. Where padding is used, similar arrangements for supply of the padding, medium should be made as required for inert gas system in | and 2 above 4 Means should be provided for monitoring ullage spaces containing a ges blanket to ensure that the correct atmosphere is being maintained, 1) Contimous monitoring system a) Contimons monitoring by fixed oxygen content meter, or 'b) Combined tse of continmmons pressure measurement of tank atmosphere and portable oxygen content moter. 2)In the case of the cargo where the “closed type” is required for measurement instruments and inesting is adopted, the measurements by a portable oxygen content meter shonld be taken st snch measuring line from which no cargo is lesiced during, and after the measurements. In the case of the cargo where the “restricted type” is required, means should be provided so that the opening for measurement are automatically closed except when in use 5 Inerting or padding erramgements or both, where used for flammable cargoes, should be such as to minimize the creation of siatic electricity during the admission of the inerting, meamm, 3.8 Electrical Installations Electrical installations should be such as to minimize the risk of fire and explosion from Aanmable products, Where electical equipment is installed in hazardous locations, it should be of intrinsically safe type in general. The right picture is a flameproof type ceiling light for reference. Hazardous locations for chemical tankers carrying the cargoes with a flashpoint not exceeding 60°C defined in IBC CoMe are as follows 1) Cargo tanks end cargo pipin Flameproof type eciling light —y-Void spaces adjacent to, above or below integral tanks; 3) Hold spaces containing independent cargo tanks, 4) Cargo pump rooms and pump rooms in the cargo area; 5) Zones on open deck, or semi-enclosed spaces on open deck, within 3m of any cargo tank contlet, gas or vaponr ontlet, cargo pipe flange, eargo valve or entrance and ventilation pening (o cargo pump rooms, cargo area on open deck over all cargo tanks and cargo tarik olds, including all ballast tacks and cofferdams within the cargo tank block, to the full width of the ship, plus 3 m fore and aft and up aheight of 2.4 m above the deck; 6) Enclosed or semi-enclosed spaces in which pipes containing cargoes are located: enclosed or semicenclosed spaces immediately above cargo pump rooms or above vertical cofferdams adjoining cargo tanks, unless separsted by a gas tight deck and snitable ventilated: and compartments for cargo hoses. Hazardous locations for chemical tankers camying the cargoes with a flashpoint exceeding, 60°C are only cargo tanks and cargo piping. Electrical requirements of individual products are shown in column “i of the minimum requirement table in IRC Code 3.9 Personal Protection Protective equipmert is required for all chemical tankers for protection of crew members who engage in loading and unloading operation. Safety equipment is required for chemical tankers carrying toxic products for permitting personal to enter a gas filled compartment 3.9.1 Protective equipment Protective equipment is consisted of U) Large aprons (2) Special gloves with long sleeves (3) Snitable footwear (4) Coveralls of chemical resistance material (5). Tight fitting goggles or face shields or both Protective equipment for 3-5 personals are usually equipped on each chemical tanker which are ured forthe purpore of protection of crew members from accidantal injury due to leakage or epout of cargo vapour or liquid daring loading and nriloading operation. 3.9.2 Safety equipment three sets of safety equipment are required for a chemical tanker canying toxic products, One complete set of safely equipment should 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For the above safety equipment, all ships should camy the following, either (2) one set of tully charged spare aur bottles for each breathing apparatus; a special air compressor suitable for the supply of high-pressure air of the required purity; a charging manifold capable of dealing, with sufficient spare breathing apparatus air oitles for the breathing apparatus: or (2) fully charged spare air bottles with a total free air capacity of al least 6,000 £ for each breathing upparatus on board in excess of the requirements of fireman's oulfits of SOLAS 74 as amended. Wearing satety equipment Self-contained breathing apparatus3.9.3 When toxic vapourizstrument not available Fora chemical tanker carrying toxic cargo tor which toxic vapour detection instrument 1s required, ifthe equipment is not available, either one of the followings should be installed for cargo pump (1) alowepressure line system with hose connections suitable for breathing apparans or (2) anequivalent quantity of spare bottled air 3.9.4 Respiratory and eye protection Ships intended for the carriage of certain cargoes should 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 epparatus should have normally at least a duration of service of 15 miinites: (3) emergency escape respiratory protection should net be used for firefighting or cargo handling purposes and showld be marked to that effect. Individual cargoes required above equipment are indicated in column “n” of the minimum requirements table in IBC Code. 3.9.5 Decontamination showers and eyewash Snitably marked decontamination showers and an eyewash shonld be available on deck convenient locations Decontamination shower and eyewash 40 -Chapter + Construction and Equipment required by Annex II of MARPOL 73/78 4.1 Construction and Equipment required by Annex I] of MARPOL 73/78 Annex TT is the regulati for control of dischage of noxious liquid substances into the sea and involves the requirements for operation, construction and equipment. Annex I applies to a chemical tanker. ‘The requirements for camage of noxious liquid substances are summarized in ‘Table 4.1 Table 4.1 Applicable construction and arrangement in accordance with category of substances New ship (constructed on or after 1 July 1986) [Emegey ofmbamnce | a 5 t Ip Outside within Discharge areas allareas | orci areas social Allareas |All areas ind of substances High [Low ign fcew | \, att |uiscosty friscosty Jan ——|iscosty |uiscosty al Constructions and \ Substances or ernon- — |substnces formon- | substances aurangement solidifying | soliciting saidtying Prowseh arrangement x x Stripping srangere ‘ ~_ Stripping reid 5 Oli’ Underwater disctarge x x x outlet Discharge arangement into sea or reception x x x x facility ‘Tank arrangement not x corkact withship's shell | — | (oubstances with a point - aula syste wits uranic) ‘Vertilation arrangement (abstances with avapour | + + + pressure greater than 5KPa) Slop nk = + = i X: Amangement is required +: Favorable —: not required “Noxious liquid substance” means any substance categorized in pollution category A,B, C and D. The reqmirements are the severest for category A cargoes and become easier in order of B, C-and D. Further, the requirements for high viscosity/soliditying cargoes of category B and C are severer than that forlow viscosity /inon-solidifying cargoes of category B and C. 4aqu (Outside Special Area) Category A Category B orc Category B or C Category D Substance | | (Solidifying or Hi (Nou-solidifying or Substance viscosity Low viscosity Substance) Substance) ¥ Unloading Unloading Unloading ¥ ¥ Prewash in accordance Stripping with Appendix B ¥ Discharge residueto reception facility +. x ¥ ‘Wash tank to commercial Ballast tamkor | [ Dilueresidue reqnirements wash tank to swith water, commercial (10% or less) requirements J + Discharge residue in to sea in accordance with the following conditions 1.> 12 miler from land 2.>7 knots shits speed 3.>~ 25 meters water depth ¥ Any water subsequently introduced into the tank may be discharged into the sea withont restrictions —9-4.2, Prewash Arrangement Ships carrying category A substances and high viscosity / solidifying B and C substances should be fitted with tank washing machin cargo residues as litle as pos a @) @) in order to wash the surface of tank structure and be reduced ible. The minimum quaniity of water to be used in a prewash is determined by the residual quantity of noxious liquid substance in the tank, the tank size, the cargo properties, the permitted concentration in any subsequent wash water effluent. and the area of operation The following Table 42 is the result of simple calculation using formal formula for determing the minimum quantity. Table 4.2 Minimum quantity of water Stripping ‘Tank volume (m’) quantity (m) 100 500 3,000 0.04 12 29 sa 0.10 25 29 54 030 59 68 122 090 143 16.1 277 For the cleaning of tanks which camied high viscosity substances or solidifying substances, it is required to use hot water of more than 60°C. ‘Subsequently, ships camying such substances should be provided with cleaning waer heating system on board the ships. In case of category A substances, washing machines shold be operated in such locations that all tank surface arc washed. For cor should be prepared for approval. mation above, the shadow diagram An example of arrangement is shown H1g.4.1. Mig. 4.1 Prewash arrangement 43 -‘Tank cleaning heater ‘Tank cleaning machine43° Stripping System 4.3.1 Requirements Chemical tankers carrying category B or C substances should be equipped with eflicient stipping system, In order to a consin the eflficion ship. Requirements for allowable remaining water quantity in tank and piping line and bilge box after water stripping test are shown Table 43. of the system, stripping test using water is required for each Table 4.3 Requirements for water stripping test ‘New Ship Existing Ship | Category B substances ‘Not exceeding 0.1 M™ ‘Not exceeding 0.3M" | Category C substances Nor exceeding 0.3 MP Not exceeding 0.9) Remarks: (1) Forships discharging Category C substances into the sea inside special area: 0.3 M’ or less 4.3.2 Examples of stripping system, Followings are the examples of stripping system which is normally adopted to a chemical tanker (1) For common cargo pump system: Discharging, residues in piping with stripping pump or compressed air through a small diameter discharge line fitted at the low point of cargo pump strainer. (Gee Fig. 42 and Fig. 43)For submerged cargo pump system: Pressure discharge system with compressed air through a small diameter chscharge line fitted between the submerged cargo pump and the cargo line on deck. (See Fig. 44 and Fig. 4.5) Ben re ff sure discharge system with small ameter discharge line Geree Tak or ring ew claw Fig.4.2 Stripping pump system wil diameter discharge line ey ton te ie fear Fwd tein ke Figdd Pressure discharge system with small Fig.4.S Pressure discharge system with dlameter discharge Ines non-return device at pump bottom and small diameter discharge line — 46 -Fy ‘ping hy lina howl ing, a74.4 Arrangement of Underwater Discharge Outlet 4.4.1 Location of underwater discharge ontlet Ships discharging the residue/ water mixture involving calegory A. B or C substances into the sea should be fitted with under water discharge outlet (s) located within cargo area in the vicinity of tum of the bilge for preventing the local pollution and so amanged as to aveid te re-inlake of residue/ water mixture by the ship's sea water intakes and to diffuse that mixtare by a wake behind ship and propeller. va if N, Ur water dischareo Gut ler Hg.4.6 Arrangement of under water discharge outlet 44.2 Size of underwater discharge outlet The underwater dischange outlet size is so specified Ua the residue! water mnixture discharged into the sea will not pass through the ship's boundary layer ‘To this end, the equation is given as a function of the discharge rate Qo as seen from the following formula: Where D = minimum diameter ofthe discharge outlet, m L_=distance from the forward perpendicnlarto the discharge outlet, m Qp =the maximum rate selected at which the ship may discharge a residue! water Ah. The required dischonge s in proportion to the discharge rale Qo When the discharge is directed at an angle to the shup’s shell plating, the above relationship should be modified by substituting for Qo the component of Qo, which is nosmal to the ship's shel! plating When the discharge outlet diameter D is impracticably large, the discharge should be directed aft miature trough the cutlel, m Het diameter 1D increas asshown in Fig.4.7 — 4g —aa Ta vessel's shel <— Baffle plate Vessel’ e at Profile) Section) Mig. 4.7 Construction of bafte plate Under water discharge with baflle plate 44.3 Arrangement of cargo tanks and cargo heating arrangement A category B substance with a melting point equal to or greater than 15°C should not be carried in a cargo tank any boundary of which is formed by the ship's shell plating and should orly be carried ina cargo tank fitted with a cargo heating system, ‘This requirement has been provided to solve such problem that the effect of prewashing is reduced ne to large quantity of substance clings on cooled tank walls and remains in a tank after unlcading, as ¢ result sea polluiionis promoted. Examples of suitable tanks forthe above-mentioned cargo are shown in Fig. 4.8, —49 -(1) Independent tank (2) Double hull suucture (3) Center tank with double botiom, Tig. 48 Cargo tank boundary not being formed by ship's shell 4.5 Ventilation Procedures Cargo residues of substances with a vapour pressure greater than 5x10? Pa at 20°C may be removed from a cargo tank by ventilation. The procedures for ventilation of cargo residues from @ tank are as follows: 1) the pipelines should be dmined and further cleared of liqnid by means of ventilation equipment; 2) the list and trim should be adjusted to the minimum levels possible so that evaporation of residues in the tank is enhanced, 3) ventilation equipment producing, an airjet which can reach the tank bottom should be used 4) ventilation equipment should be placed at the tank opening closest to the tark sump or suction point, 5) ventilation equipment should, when practicable, be positioned so that the airjet is directed at the tank samp or suction point and impingement of the airjet on tank structural members is to be avoided as much as possible, and 6) ventilation should continue until no visible remains of liquid can be observed in the tank.airy A Cargo line ~. ‘Vent Vine ° * Cargo tank t > A Fig.4.9 Yentilation procedures —5-EMO —9-MEMO —3-EMO