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Transport of Liquid Chemicals in Bulk
Safety Whenever a transport of liquid chemicals in bulk has to be
undertaken in a safe manner, it is of utmost importance to be aware
of the dangers that might arise from such a transport. Furthermore
it is essential to know which precautions should be taken to avoid
or eliminate the hazards and to be familiar with all contingency
plans.
Hazards The most predominant hazards in a chemical tanker are:
Toxicity
Fire and explosions
Corrosion
Pollution
Precautions To protect the crew, the vessel, the cargo and the environment
precautions may be implemented in the following fields
Construction of the ship
Arrangement and equipment of the ship
The behaviour and education of the crew.
Besides the usual requirements as to stability, strength etc. more
specific and elaborate requirements are given for chemical tankers.
These requirements are established by the IMO in the IBC-code
(International Code for the Construction and Equipment of Ships
carrying dangerous Chemicals in Bulk) and are endorsed by
national authorities such as the Danish Maritime Authority
"Søfartsstyrelsen" and by the classification societies.
Of course ship arrangements and equipment must be in accordance
with regulations from national authorities, but again the IMO has
established fundamental rules depending on which products the
vessel is intended to carry
Behaviour of the crew Neither the construction nor the equipment of a vessel can
eliminate all dangers which may arise from the cargo. If the crew
does not behave in a safe manner, all technical safety efforts will be
in vain.
It is therefore of utmost importance that everyone on board knows
the hazards and knows how to avoid them. Furthermore, it must be
strongly emphasised that a violation of the safety rules causes
danger, not only to the man violating the rules but to the whole
crew and the environment.
The crew of a chemical tanker must be utterly competent. Besides
the knowledge of the inherent dangers of the products they must be
Construction of the
vessel
Arrangement
and Equipment
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familiar with internal Company regulations as well as Port State
regulations and Flag State regulations. All aboard should be
familiar with such rules, not just some key personnel.
In 1978 the IMO called for a conference on education of seafarers.
The conference adopted a convention commonly known as the
STCW-convention (Standards of Training, Certification and
Watchkeeping for Seafarers, 1978). The text of the convention has
been changed several times and the current regulations regarding
chemical tankers are found in Regulation V/1-1 and in STCW Code
section A-V/1-1.
This course has been compiled in accordance with the STCW
Conventian and Code, including 2010 Manila Amendments.
Convention on Standards of Training, Certification
and Watchkeeping for Seafarers (STCW), 1978
The STCW Convention has been recognised by almost all seafaring
nations and that is 158 nations representing almost 99% of the
world tonnage (May 2014).
Section A-V/1-1, Table A-V/1-1-3 and section B-V/1-1 in the
STCW Code give description and guidance on the training
programme for the “advanced training for chemical tanker cargo
operations”.
The 2010 amendments Chapter V in the Convention deals with “Special
training requirements for personnel on certain types of ships”.
The importance of tankers in world shipping is recognized by the
inclusion of this chapter. Its intention is to ensure that officers and
ratings who are to have specific duties related to the cargo and
cargo equipment of tankers shall have completed an approved basic
safety training (STCW A-VI/1) and have completed either an
approved period of seagoing service on oil or chemical tankers, or
an approved basic training for oil and chemical tankers.
Requirements are more stringent for masters and senior officers.
Attention is paid not only to safety aspects but also to pollution
prevention. The chapter contains two regulations dealing with oil
tankers and chemical tankers - and liquefied gas tankers,
respectively.
Chapter V is shown on the following two pages:
Special requirements
for tankers
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For Danish ships, order no. 1218 of 21 October 2013 is in force:
Uddrag af Søfartsstyrelsens bekendtgørelse nr. 1218 af 21. oktober 2013
Bekendtgørelse om kvalifikationskrav til søfarende og fiskere og om sønærings- og
kvalifikationsbeviser
I medfør af § 18, § 19, stk. 1, § 20, § 25 b, stk. 1 og 2, og § 27, stk. 3, i lov om skibes besætning, jf.
lovbekendtgørelse nr. 168 af 27. februar 2012, som ændret ved lov nr. 493 af 12. maj 2010, lov nr. 1231
af 18. december 2012 og lov nr. 1384 af 23. december 2012, fastsættes:
Kvalifikationskrav til personel og beviser for
tjeneste i tankskibe
Om tjeneste i tankskibe
§ 35. Officerer, befarent skibsmandskab og
enhver anden person, som i forbindelse med
ladning og lastbehandlingsudstyr har særlige
opgaver og særligt ansvar i tilknytning til disse,
skal være i besiddelse af bevis for gennemført
godkendt kursus om grundlæggende
tankskibsoperationer for olie-, kemikalie- og
gastankskibe, jf. STCW-konventionens
reglement V/1-1, paragraf 2.2, og reglement
V/1-2, paragraf 2.2.
Stk. 2. Skibsførere, overstyrmænd,
maskinchefer, 1. maskinmestre, duale
seniorofficerer og enhver anden person, der
under tjeneste har direkte ansvar for lastning,
losning og kontrol med ladningen under rejsen
eller for arbejde med ladningen, skal ud over
opfyldelse af kravene i stk. 1 være i besiddelse
af et gyldigt kvalifikationsbevis for ledelse af
operationer for den type tankskib, der gøres
tjeneste på.
Stk. 3. I stedet for det i stk. 1 omhandlede bevis
kan Søfartsstyrelsen tillade, at befarent
skibsmandskab i skibe registreret i Dansk
Internationalt Skibsregister har erhvervet
udenlandsk bevis udfærdiget i henhold til
bestemmelserne i STCW-konventionens
reglement V/1-1, paragraf 2.2, og reglement
V/1-2, paragraf 2.2.
Stk. 4. Sønæringsbeviser til duale
skibsofficerer, navigations- og maskinofficerer
indeholder det i stk. 1 omhandlede bevis.
Om kvalifikationsbeviser for tjeneste i
tankskibe
§ 36. Til erhvervelse af kvalifikationsbevis for
ledelse af operationer for olie-, kemikalie-
og/eller gastankskibe kræves, at vedkommende
1) har gyldigt sønæringsbevis, der giver ret til
tjeneste som dual skibsofficer, navigatør eller
maskinmester,
2) har forrettet tjeneste i 3 måneder som officer
i den type tankskib, hvortil beviset er gyldigt,
eller har forrettet tjeneste i mindst 1 måned som
overtallig officer i den type tankskib, hvortil
beviset er gyldigt, og under tjenesten
dokumenterer mindst 3 lasteoperationer og 3
losseoperationer og
3) har gennemført et godkendt kursus for
ledelse af operationer for henholdsvis
olietankskib (STCW-reglement V/1-1, paragraf
3), kemikalietankskib (STCW-reglement V/1-1,
paragraf 5) eller gastankskib (STCW-reglement
V/1-2, paragraf 3), hvortil beviset er gyldigt.
Fornyelse af sønæringsbeviser og
kvalifikationsbeviser
§ 63. For fornyelse af et sønæringsbevis som
dæks- eller maskinofficer eller for fornyelse af
et tankskibsbevis for officerer kræves det, at
vedkommende er i besiddelse af
sundhedsbevis, der er gyldigt for den tjeneste,
som beviset giver ret til, og dokumenterer at
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have gjort godkendt tjeneste i søgående skibe
som henholdsvis navigatør, dual skibsofficer
eller maskinmester i mindst
1) 1 år inden for de forudgående 5 år eller
2) 3 måneder inden for de sidste 6 måneder
forinden fornyelse af beviset.
Stk. 2. For fornyelse af et sønæringsbevis som
dæks- eller maskinofficer med gyldighed efter
31. december 2016 skal vedkommende ud over
de i stk. 1 nævnte krav dokumentere at have
vedligeholdt kvalifikationer om grundlæggende
søsikkerhed og om brandbekæmpelse i skibe
for skibsofficerer.
Stk. 3. For fornyelse af et tankskibsbevis på
ledelsesniveau kræves det, at vedkommende er
i besiddelse af et sundhedsbevis, der er gyldigt
for den tjeneste, som beviset giver ret til, og
dokumenterer at have gjort godkendt tjeneste i
søgående tankskibe af den type, som beviset
giver ret til, i mindst 3 måneder inden for de
forudgående 5 år.
Stk. 4. Anerkendelse af tjeneste som dual
skibsofficer i henhold til stk. 1 forudsætter, at
vedkommende har virket i en stilling som dual
skibsofficer i henhold til en
besætningsfastsættelse. Hvis personen har
indgået i en sådan stilling, har vedkommende
optjent fartstid som både navigatør og
maskinmester.
Stk. 5. Hvis et sønæringsbevis som dæks- eller
maskinofficer eller et tankskibsbevis på
ledelsesniveau er udløbet, kan fornyelse ske for
personer, der har gennemført et kursus i
søsikkerhed og brandbekæmpelse for
skibsofficerer og
1) har bestået en prøve, hvis indhold og omfang
fastsættes af Søfartsstyrelsen under hensyn til
den pågældendes eksamensår, fartstid,
dokumenteret praktisk erfaring og sidste
udmønstring, og med tilfredsstillende resultat
har gennemgået et eller flere kurser efter
Søfartsstyrelsens bestemmelser eller
2) dokumenterer at have gjort tjeneste i
søgående skibe i mindst 3 måneder umiddelbart
forinden fornyelse af beviset som navigatør,
maskinmester eller dual skibsofficer i overtallig
stilling eller maskinmester i lavere stilling end
den, der svarer til pågældendes bevis.
Stk. 6. Ud over bestemmelserne i stk. 5 skal en
person med sønæringsbevis som navigatør
udstedt før 1. februar 1997 have gennemført
supplerende uddannelses- og/eller kursuskrav
fastsat af Søfartsstyrelsen under hensyn til den
pågældendes sønæringsbevis, som skal fornyes.
Stk. 7. Fornyelse af et sønæringsbevis som
dæksofficer i handelsskibe og for
sønæringsbevis som styrmand af 3. grad i
fiskeskibe eller højere kan kun ske, hvis den
pågældende er i besiddelse af certifikat som
radiooperatør i GMDSS (GOC, LRC eller
ROC).
Stk. 8. Ud over bestemmelserne i stk. 1 skal en
person med et gyldigt sønæringsbevis som
navigatør eller maskinofficer udstedt før 31.
december 2016 opfylde de særlige
uddannelseskrav, der er fastsat i
bekendtgørelsens bilag 2 for at kunne få udstedt
et sønæringsbevis som dæks- eller
maskinofficer med en gyldighed efter 31.
december 2016 og med samme
sønæringsrettigheder som det sønæringsbevis,
som skal fornyes.
Stk. 9. En person med et gyldigt
sønæringsbevis som navigatør i fiskeskibe
udstedt før 1. februar 1997 kan få udstedt et
sønæringsbevis som navigatør i fiskeskibe
påtegnet efter STCW-F-konventionen med
samme sønæringsrettigheder som det
sønæringsbevis, som skal fornyes, når
vedkommende
1) opfylder bestemmelserne i stk. 1 og
2) består prøver eller gennemfører kurser efter
Søfartsstyrelsens bestemmelse under
hensyntagen til den pågældendes eksamensår
og senere beskæftigelse.
Stk. 10. Søfartsstyrelsen udsteder fornødent
sønæringsbevis som vagthavende maskinmester
til personer, der udfører tjeneste som nævnt i
stk. 5, nr. 1 litra b.
Stk. 11. Fornyelsen af et sønærings- og
kvalifikationsbevis kan tidligst ske 6 måneder
inden udløb af et eksisterende sønærings- og
kvalifikationsbevis.
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Structure of IMO
It will be appropriate briefly to introduce the structure of
IMO as most rules and regulations met in the tanker busi-
ness originate from IMO.
The Organization consists of an Assembly, a Council and
four main Committees: the Maritime Safety Committee
(MSC); the Marine Environment Protection Committee
(MEPC); the Legal Committee; and the Technical Co-
operation Committee. There is also a Facilitation
Committee and a number of Sub-Committees support the
work of the main technical committees.
The Assembly This is the highest Governing Body of the Organization. It
consists of all Member States (170 by May 2014) and it
meets once every two years in regular sessions, but may
also meet in an extraordinary session if necessary. The
Assembly is responsible for approving the work
programme, voting the budget and determining the
financial arrangements of the Organization. The Assembly
also elects the Council.
The Council The Council is elected by the Assembly for two-year
terms beginning after each regular session of the
Assembly.
The Council is the Executive Organ of IMO and is
responsible, under the Assembly, for supervising the work
of the Organization. Between sessions of the Assembly the
Council performs all the functions of the Assembly,
except the function of making recommendations to
Governments on maritime safety and pollution prevention
which is reserved for the Assembly.
Other functions of the Council are to:
(a) co-ordinate the activities of the organs of the Organization;
(b) consider the draft work programme and budget estimates of the
Organization and submit them to the Assembly;
(c) receive reports and proposals of the Committees and other organs
and submit them to the Assembly and Member States, with
comments and recommendations as appropriate;
(d) appoint the Secretary-General, subject to the approval of the
Assembly;
(e) enter into agreements or arrangements concerning the relationship of
the Organization with other organizations, subject to approval by the
Assembly.
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Council members for period 2013-2014 biennium.
Category (a): 10 States with the largest interest in
providing international shipping services:
China
Greece
Italy
Japan
Norway
Panama
Republic of Korea
Russian Federation
United Kingdom
United states
Category (b): 10 other States with the largest interest in
international seaborne trade:
Argentina
Bangladesh
Brazil Canada
France
Germany
India
Netherlands Spain
Sweden
Category (c): 20 States not elected under (a) or (b) above
which have special interests in maritime transport or
navigation, and whose election to the Council will ensure
the representation of all major geographic areas of the
world:
Australia
Bahamas Belgium
Chile
Cyprus
Denmark
Indonesia
Jamaica Kenya
Liberia
Malaysia
Malta
Mexico Morocco
Peru
Philippines
Singapore South Africa Thailand Turkey
Maritime Safety Committee (MSC)
The MSC is the highest technical body of the
Organization. It consists of all Member States. The
functions of the Maritime Safety Committee are to
“consider any matter within the scope of the Organization
concerned with aids to navigation, construction and
equipment of vessels, manning from a safety standpoint,
rules for the prevention of collisions, handling of
dangerous cargoes, maritime safety procedures and
requirements, hydrographic information, log-books and
navigational records, marine casualty investigations,
salvage and rescue and any other matters directly affecting
maritime safety”.
The Committee is also required to provide machinery for
performing any duties assigned to it by the IMO
Convention or any duty within its scope of work which
may be assigned to it by or under any international
instrument and accepted by the Organization. It also has
the responsibility for considering and submitting
recommendations and guidelines on safety for possible
adoption by the Assembly.
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The “expanded MSC” adopts amendments to conventions
such as SOLAS and includes all Member States as well as
those countries which are Party to conventions such as
SOLAS even if they are not IMO Member States.
The Marine Environment Protection Committee (MEPC)
The MEPC, which consists of all Member States, is
empowered to consider any matter within the scope of the
Organization concerned with prevention and control of
pollution from ships. In particular it is concerned with the
adoption and amendment of conventions and other
regulations and measures to ensure their enforcement.
Sub-Committees The MSC and MEPC are assisted in their work by seven
sub-committees which are also open to all Member States.
They deal with the following subjects:
Sub-Committee on Human Element, Training and Watchkeeping
(HTW); - former STW
Sub-Committee on Implementation of IMO Instruments (III);
Sub-Committee on Navigation, Communications and Search and
Rescue (NCSR);
Sub-Committee on Pollution Prevention and Response (PPR);
- former BLG
Sub-Committee on Ship Design and Construction (SDC);
Sub-Committee on Ship Systems and Equipment (SSE); and
Sub-Committee on Carriage of Cargoes and Containers (CCC), –
former DSC
(The composition of the subcommittees was amended with
effect from January 2013. The next page shows - for
information the subcommittees as they were up till end
of2013)
ESPH
ESPH working group Under the subcommittee PPR (former BLG) a “powerful”
working group has been established with the purpose of
the “Evaluation of Safety and Pollution Hazards”.
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Types of tankers and the products they carry
There are five main types of tankers: Combination
Tankers, Crude Oil Tankers, Product Tankers, Chemical
Tankers, and Liquefied Gas Tankers. It can, however be
difficult to distinguish between the main types and a few
tankers cannot be placed in the above division.
Combination Tankers or OBO-carriers (oil/bulk/ore) are mainly large ships de-
signed to carry bulk cargoes (coal, grain, ore), but they are
also equipped for the carriage of crude oil, both in wing
tanks and holds. Owing to the special risks of these ships
they are subject to a special set of safety rules.
85.000 m3 OBO Carrier
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Crude Oil Tankers are ships which are designed to transport nothing but
crude oil. Often they are very large with comparatively
few cargo tanks. They have a simple piping system and
very large cargo pumps in order to make a fast loading and
discharging. A crude carrier of more than 200,000 TDW is
often called a VLCC (Very Large Crude Carrier) and a
tanker of more than 300,000 TDW is called a ULCC (Ul-
tra Large Crude Carrier)
300000 TDW Crude Oil Carrier with Double Hull Note:
Oil tankers of more than 5 000 TDW delivered before 6 July 1996 would most probably have been
constructed with no double hull. MARPOL Annex I regulation 20 gives “phase-out” requirements to
single hull oil tankers of more than 5 000 TDW. The conclusion is - that such an oil tanker must either
meet the requirements for a double hull tanker or be taken out of service as an oil tanker on the
anniversary date of delivery in 2010.
Product Tankers cover ships of all sizes and qualities. Ships for dirty
petroleum products (DPP) are very like crude oil ships but
smaller and they have equipment for heating of the cargo,
which is often some quality of fuel oil.
Tankers for clean petroleum products (CPP) usually have
many cargo tanks and a high developed piping system
proportional to the size of the ships. This enables them to
carry several products at the same time and to load and
discharge without contamination among the various
grades.
Clean oil ships are often so well equipped that they are
certified to carry some solvents and less dangerous chemi-
cals - and also vegoils.
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47000 TDW Product Carrier
As to safety and equipment all the above ships are subject
to the rules and regulations of "Tanker for Oil".
Chemical Tankers are a further development of clean oil ships. They are sel-
dom of more than 40,000 TDW and they often have a
separate piping system for each cargo tank.
30 000 TDW Chemical Tanker
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3700 TDW Chemical Tanker
As to construction, operation and crew, chemical tankers
are subject to IMO's rules: "International Code for the
Construction and Equipment of Ships Carrying Dangerous
Substances in Bulk" (the IBC-code).
are a special variety of chemical tankers due to the prod-
ucts they carry. As to construction and equipment, how-
ever, they differ so much from other tankers that the IMO
rules for chemical tankers cannot be used directly. But this
fact does not prevent gas tankers from time to time to op-
erate in the chemical trade.
IMO has a special set of rules for gas tankers: "Interna-
tional Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk" (the IBC-code).
Gas tankers are mostly divided into four main types:
1: Fully pressurized ships
2: Fully refrigerated ships
3: Semi-pressurized/Fully refrigerated ships
4: Insulated ships
1: The product is carried under such a pressure that it
will be a liquid at the ambient temperature i.e. pres-
sure in the tank equals vapour pressure of product.
System is mostly used for smaller tankers carrying
propane/butane and ammonia.
2: The product is carried at a temperature close to the
boiling point. The ship's compressors are able to ex-
tract the boil-off gas to maintain low temperature
and even to cool-down the cargo if necessary. The
boil-off gas is reliquefied in a condenser and carried
Liquefied Gas
Tankers
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back to the tank. The method is used mostly in LPG-
ships but also in some LNG-carriers.
3: In semi-pressurized ships the gas is liquefied partly
by cooling and partly through pressure. The tanks
are insulated and have fixed limits for pressure, tem-
perature and density and this combination renders it
possible to carry a wide range of products, even
some chemicals.
4: On insulated ships you will find no reliquefaction
plant. The product is delivered sub cooled and in
liquid form by the shipper and rise in temperature is
met with through boil-off. The system is suitable for
large LNG-ships where the boil-off gas is used as
fuel for propulsion of the ship.
1730 m3 Semi pressurized/Fully refrigerated
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35000 m3 Fully refrigerated
Types of tanks In the transportation of gases the types of tanks are of
great importance. IMO has laid down the following defi-
nitions.
Integral tanks Independent tanks
Membrane tanks
Integral Tanks form a structural part of the ship's hull and the "design va-
pour pressure" should normally not exceed 0,25 Bar.
Integral tanks is only used for special products of which
the temperature will not fall below -10°C.
Independent Tanks are self-supporting and do not form part of the ship's hull.
Such tanks are often named according to shape and the
construction of the tanks is dependent on maximum pres-
sure and minimum temperature. The greater part of the
worlds gas tanker fleet is fitted with independent tanks.
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Membrane Tanks are non-self-supporting tanks which consist of a thin layer
(membrane) supported through insulation by the adjacent
hull structure. The membrane is designed in such a way
that thermal expansion or contraction is compensated for
without undue stressing of the membrane.
Semi-membrane Tanks are membrane tanks with flat sides, bottom and top and
rounded edges to compensate for thermal expansion or
contraction.
Independent tanks are named after their shape thus:
Spherical Tanks
Cylindrical Tanks
Prismatic Tanks
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IMO Regulations, IBC-code There are several international regulations, which are im-
portant for chemical tankers. The most fundamental regu-
lation is the SOLAS convention which defines and makes
the IBC-code mandatory.
Extract from SOLAS chapter VII
Part B Construction and equipment of ships carrying dangerous liquid chemicals in bulk
Regulation 8
Definitions For the purpose of this part, unless expressly provided otherwise:
1 International Bulk Chemical Code (IBC Code) means the International Code for
the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk adopted by the Maritime Safety Committee of the Organization by
resolution MSC.4(48), as may be amended by the Organization, provided that
such amendments are adopted, brought into force and take effect in accordance
with the provisions of article VIII of the present Convention concerning the
amendment procedures applicable to the annex other than chapter I.
2 Chemical tanker means a cargo ship constructed or adapted and used for the
carriage in bulk of any liquid product listed in chapter 17 of the International
Bulk Chemical Code.
3 For the purpose of regulation 9, ship constructed means a ship the keel of which
is laid or which is at a similar stage of construction.
4 At a similar state of construction means the state at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50
tonnes or 1 % of the estimated mass of all structural material,
whichever is less.
Regulation 9
Application to chemical tankers
1 Unless expressly provided otherwise, this part applies to chemical tankers
constructed on or after 1 July 1986 including those of less than 500 tons gross
tonnage. Such tankers shall comply with the requirements of this part in addition
to any other applicable requirements of the present regulations.
2 Any chemical tanker, irrespective of the date of construction, which undergoes
repairs, alterations, modifications and outfitting related thereto shall continue to
comply with at least the requirements previously applicable to the ship. Such a
ship, if constructed before 1 July 1986 shall, as a rule, comply with the
requirements for a ship constructed on or after that date to at least the same
extent as before undergoing such repairs, alterations, modifications or outfitting.
Repairs, alterations and modifications of a major character and outfitting related
thereto, shall meet the requirements for a ship constructed on or after 1 July
1986 in so far as the Administration deems reasonable and practicable.
3 A ship irrespective of the date of construction, which is converted to a chemical
tanker shall be treated as a chemical tanker constructed on the date on which
such conversion commenced.
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Note: Offshore support vessels used for transport and handling
of limited amounts of hazardous and noxious liquid
substances in bulk can fulfil IMO Res. A. 673 (16) instead
of SOLAS VII part B. The resolution has the title:
“Guidelines for the transport and handling of limited
amounts of hazardous and noxious liquid substances in
bulk on offshore support vessels”. Definitions and
limitations as well as a list of substances allowed to be
carried are found in the annex to the resolution.
Regulation 10
Requirements for chemical tankers
1 A chemical tanker shall comply with the requirements of the International Bulk
Chemical Code and shall, in addition to the requirements of regulation I/8, I/9,
and I/10, as applicable, be surveyed and certified as provided for in that Code.
For the purpose of this regulation, the requirements of the Code shall be treated
as mandatory. (See note below)
2 A chemical tanker holding a certificate issued pursuant to the provisions of
paragraph 1 shall be subject to the control established in regulation I/19. For this
purpose such certificate shall be treated as a certificate issued under regulation
I/12 or I/13.
Offshore Support
Vessels
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Danish national requirements:
From “Meddelelser B” fra Søfartsstyrelsen:
Afsnit B Konstruktion og udrustning af skibe, der transporterer
farlige flydende kemikalier i bulk
Regel 8 Definitioner Ved anvendelse af dette afsnit gælder, medmindre andet udtrykkeligt er bestemt,
følgende definitioner:
1 "Den Internationale Bulk Chemical Code (IBC koden)" betyder "The International
Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk" vedtaget af Organisationens maritime sikkerhedskomité ved Res. MSC.4(48), som
kan ændres af Organisationen, forudsat at sådanne ændringer er vedtaget, trådt i kraft og
bragt til virkning i overensstemmelse med bestemmelserne i artikel VIII i SOLAS
konventionen vedrørende de ændringsprocedurer, der finder anvendelse på andre tillæg
end kapitel I.
2 "Kemikalietankskib" betyder et lastskib indrettet til eller egnet for og anvendt til
transport af ethvert flydende produkt, der er opregnet i kapitel 17 i den internationale
Bulk Chemical Code.
3 I regel 9 betyder "skib, der er bygget" skibe, hvor kølen er lagt, eller et tilsvarende
byggestadium er opnået.
4 "På et tilsvarende byggestadium" betyder det stadium, hvor
.1 et byggeri, der kan identificeres med et bestemt skib, påbegyndes, og
.2 samling af dette skib er påbegyndt, omfattende mindst 50 tons eller 1% af den
anslåede samlede skrogvægt, hvis denne er mindre.
Regel 9 Anvendelse på kemikalietankskibe 1 Medmindre andet udtrykkeligt er bestemt, finder dette afsnit anvendelse på
kemikalietankskibe bygget den 1. juli l986 eller senere og omfatter tillige skibe med en
bruttotonnage under 500. Sådanne tankskibe skal opfylde bestemmelserne i dette afsnit
samt enhver anden relevant bestemmelse i nærværende regelværk.
2 Ethvert kemikalietankskib, der er under reparation, ombygning, forandring og
udrustning i forbindelse hermed, skal uanset byggetidspunkt fortsat opfylde de
bestemmelser, der tidligere gjaldt for skibet. Disse skibe skal, hvis de er bygget før 1.
juli l986, som hovedregel opfylde forskrifterne for skibe bygget på eller efter dette
tidspunkt i samme udstrækning som inden, de undergik sådanne reparationer,
ombygning, forandringer eller udrustning. Reparationer, ombygning og forandringer af
væsentligt omfang, samt udrustning i forbindelse hermed, skal opfylde forskrifterne for
skibe bygget den 1. juli l986 eller senere, for så vidt Administrationen anser dette for
rimeligt og praktisk muligt.
3 Et skib, som ændres til et kemikalietankskib, skal uanset byggetidspunkt betragtes som
et kemikalietankskib bygget på det tidspunkt, hvor en sådan ændring påbegyndes.
4 Eksisterende kemikalietankskibe, bygget før 1. juli 1986, skal opfylde bestemmelserne i "Code for the
construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) " med senere
ændringer
Regel 10 Krav til kemikalietankskibe 1 Kemikalietankskibe skal opfylde forskrifterne i Den Internationale Bulk Chemical
Code (IBC koden) og skal, foruden at opfylde de relevante bestemmelser i kapitel I, regel
8, 9 og 10, synes og certificeres, som foreskrevet i denne kode.
2 Kemikalietankskibe, der er forsynet med et certifikat udstedt i overensstemmelse med
bestemmelserne i stk. 1, skal være omfattet af den kontrol, der er foreskrevet i henhold til
kapitel I, regel 9. Med henblik herpå skal et sådant certifikat betragtes som et certifikat
udstedt i henhold til kapitel I, regel 12 eller 13.
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Cargo- and stripping pipes
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IBC-code The IBC-code (International Code for the Construction
and Equipment of Ships Carrying Dangerous Chemicals
in Bulk) has several purposes. First and most it is a con-
struction code, which ensures that all chemical tankers are
built to high international standards.
(For chemical tankers build before 1 of July 1986 the BCH-code ap-
plies)
Furthermore the code has a lot of information which influ-
ences the daily operation.
The IBC code was thoroughly amended with effect from 1
January 2007 due to revision of MARPOL Annex II.
The code consists of 21 chapters plus an appendix with the
model form of the International Certificate of Fitness for
the carriage of dangerous chemicals in bulk (C.o.F.) and
also different Standards and Guidelines relevant to the
code. Here is for example shown an example of an
optional shipping document for the purpose of MARPOL
Annex II and the IBC Code.
During the normal operation the typical use of the code
will be a check to see if the chemical the vessel is about to
load will demand any special precautions.
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The Procedure is: 1. Find the chemical in the index, chapter 19:
Extract from Chapter 19:
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In the index you will find a reference to Chapter 17 or 18 of
the IBC-code or you will find another name for the chemical.
The fourth column gives the UN Numbers of products which
were available up to February 2001.
If the name of the chemical is not in the index the shipper
must be contacted to see if he has another name for the
chemical.
If the chemical cannot be found in the code the vessel is not
allowed to transport it, unless a tripartite agreement is made
by the flag state’s administration and the administrations of
the port states involved in the transport (IBC 1.1.6 and
MARPOL Annex II regulation 6.3). The latest edition of the
MEPC.2/Circ. contains some lists with associated pollution
categories and minimum carriage requirements which have
been established through Tripartite Agreements and
registered with the IMO Secretariate. The MEPC.2/Circ. is in
fact just as important to have on board as the IBC Code!
If the chemical is listed in chapter 17 or if the chemical is
listed in chapter 18 with a pollution category “Z”, the product
must be listed on the ship’s “Certificate of Fitness”.
If the product is listed in chapter 18 without any pollution
category (“other Substance” OS) there are no restrictions for
transport other than commercial restrictions.
List of products to which the code does not apply, (Chapter 18)
The products mentioned in chapter 18 are products which in
spite of their chemical nature and names are not considered
dangerous. This means that those products in principle may be
transported in any tanker except for the fact that some of them
present a minor pollution hazard. If the product has a Pollution
Category Z it must be listed on the vessel’s Certificate of
Fitness. If the ship is not a chemical tanker (i.e. holds no CoF)
the product must be listed on a NLS-certificate ( Noxious Liquid
Substances). Of course the equipment of the vessel such as
coating, packings, pumps etc. is decisive as to which products
actually can be carried.
From 2007 chapter 18 only contains a little less than 40
substances compared to more than 250 substances before that
date.
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Extract from the IBC-code, chapter 18
27
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2. If the product is listed in chapter 17 the next step is to check the requirements
in this chapter.
Summary of minimum requirements (Chapter 17)
Column a: The Proper Shipping name (PSN). See comments above.
(Column b: ) (Column “b” is deleted with effect from 1 January 2007.
Column “b” showed the UN number, if applied. See
comments given to the Index above.)
Column c: The pollution category can be X, Y or Z according to the
criteria laid down in MARPOL’s Annex II. The pollution
categories are only kept updated in this list and not in
MARPOL.
Column d: Indicates whether the product is included in Chapter 17
due to Safety problems (“S”) or due to Pollution problems
(“P”), - or even both (“S/P”).
Column e: Chemical tankers will be assigned one or more ship types
according to the ship’s construction.
Type 1 ships are constructed and equipped to carry the most dangerous
or reactive chemicals which require the most extensive
precautions to avoid spill if the vessel is involved in a col-
lision or grounding. Furthermore the requirements to
damage survival capabality and buoyancy after a collision
or grounding are rather stringent
Product Name:
Pollution Category:
Hazards:
Ship Type:
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On the figure is shown the most important demands to the
construction of the hull and the cargo tank’s location.
IMO Ship Types
Type 2 ships are constructed and equipped to carry less dangerous prod-
uct than type 1, but nevertheless so dangerous that the ves-
sel must be capable of surviving minor collisions and
grounding without leaking cargo to the environment.
Depending on the size of the vessel type 2 ships are sub-
ject to almost the same requirements for damage stability
as type 1 ships.
Type 3 ships are constructed to carry products that represent a greater
danger than oil products and consequently requires some
protection. A type 3 vessel has no demands to the location
of the cargo tanks, but is subject to some requirements as
to damage stability.
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Column f:
In addition to the requirements to the hull construction and
the location of the cargo tanks, also the tank construction
is classified.
Independent tanks (tank type 1G) means tanks which are not part of the hull
structure. An independent tank is not essential to the
structural completeness of the hull.
Integral tanks (tank type 2G) are tanks which form part of the ships hull
and which may be stressed in the same manner and by the
same loads which stress the hull.
Gravity tank means a tank having a design pressure not greater than 0.7
bar gauge at the top of the tank. It may be an integral tank
or an independent tank.
Pressure tank means a tank having a design pressure greater than 0.7 bar
gauge. A pressure tank should be an independent tank. (A
pressure tank is not specified for any of the products cur-
rently in the IBC-code.)
Column g: The requirements for tank vents (Open or Controlled) is
explained in IBC Code Chapter 8.
Independent tanks
Integral Tanks
Tank Type:
Tank vents:
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Column h: The column offers one of four possibilities.
Inert: The tank and associated piping must be inerted by filling
them with an appropriate gas or vapour, which will not
support combustion or react with the cargo.
Pad: The tank and piping must be filled with an appropriate gas
or liquid, which separates the cargo from the air and this
condition must be maintained during the voyage.
Dry: The tanks and piping must be maintained at a dewpoint of
–40°C or below.
Vent: The ullage space of the tanks must be ventilated – either
by natural or forced ventilation.
Column i: This column states the temperature class and electrical ap-
paratus group for equipment to be used in gas dangerous
areas. Furthermore it is stated whether the flashpoint is
above 60°C or not. Chapter 10 of the IBC-code deals in
detail with the requirements for electrical equipment.
Column j: Also this column offers one of four possible devices.
Open: A method of gauging which will expose the gauger to the
cargo or its vapour. An example is the use of a normal ul-
lage hatch.
Restricted: A device which penetrates the tank, but only exposes the
user to small amounts of vapour. Examples are portable
gauging devices mounted on sounding pipes with a valve.
Closed: Devices that penetrate the tank but which do not allow any
vapour to be released during their use. Examples are float-
type systems, pressure sensors and tank radars.
Indirect: A device which does not penetrate the tank and is inde-
pendent of the tank as for example a flow-meter.
Indirect devices are not presently specified for any of the
products in the IBC-code, but may be used in stead of
closed devices.
Column k: This column specifies whether the vessel must have on
board special detector equipment for the product. If the
column specifies F, the vessel must have at least two in-
struments capable of checking for a flammable
atmosphere of the product.
If the column specifies T, the vessel must have at least two
instruments which are usable for testing for toxic concen-
trations. If it is impossible to obtain measuring equipment
for a specific gas where this column specifies T, the ship’s
Certificate of Fitness will reflect this by requiring addi-
tional supply of breathing-air.
In either case one of the instruments can be a fixed instal-
lation.
Tank environmental
Control:
Electrical equipment:
Gauging:
Vapour detection:
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column l: Specifies which kind of fire-fighting media will be the
best for the product. All chemical tankers must have a
foam-system, but addition of some products to the
Certificate of Fitness could mean requirements for large
amounts of dry powder or for a water-spray system.
(Column m:) (Deleted from 1 January 2007)
Column n: Whenever “Yes” appears in this column it means that the
ship must have suitable respiratory and eye protection for
every person on board. The equipment must include self-
contained breathing apparatuses with at least 15 minutes
air supply.
Column o: This column refers to special requirements from the code’s
chapter 15 and/or 16. The special requirements vary con-
siderably from product to product, and as quite a lot of
them have operational significance it is absolutely
necessary to check these requirements for each product.
Amended IBC Chapters 17, 18 and 19 As many new substances have
been introduced since the current edition of the IBC code
was issued in 2007, they need to be listed in the
MEPC.2/Circ. and stay there, until an amended IBC code
will be released.
Therefore, with effect from 1 July 2014 the existing text of
IBC Chapters 17, 18 and 19 will be replaced by new
chapters 17, 18 and 19.
When a vessel has been surveyed and found to match the
requirements of the IBC-code a "Certificate of Fitness" is
issued either by the National Authority or by the Classifi-
cation Society on behalf of the National Authority. At-
tached to the Certificate of Fitness is a List of Cargoes.
This list states the tanks that may be used for the carriage
of a product from chapter 17 of the code (And category Z
product from chapter 18). The certificate will also mention
any additional requirements or exemptions valid for the
ship.
The Certificate of Fitness is subject to the same surveys as
most of the other statutory certificates, i.e. Annual, Inter-
mediate and Periodical surveys.
The CoF is issued for a 5-year period and the IBC-code
states categorically, that no extension of the 5-year period
should be permitted, meaning that it is of utmost impor-
tance to make sure that the surveys are carried out in due
time.
Fire protection:
Materials of
construction:
Respiratory and eye
protection:
Special requirements:
Certificate of Fitness
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Below is shown an example of the first pages of a Certifi-
cate of Fitness and also a page from the accompanying
product list.
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Please note: with effect from 1 July 2014 Chapters 17, 18 and 19 of the IBC code are
updated to reflect the amendments to the entries since 2007 when the IBC code was amended as
a consequences of the revision of MARPOL Annex II.
The vessels’ existing Certificate of Fitness shall be replaced by revised certificates as a
qonsequence of the entry into force of the amendments to chapters 17 and 18 of the IBC code.
34
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The notes in the product list reflect various operational notes from the IBC-code and the
Classification Society’s interpretation of these notes.
35
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Chemistry Most people have learnt about chemistry at one time in
their career, but many have later on almost forgot more
than they have learnt. That is a pity because just a tiny
knowledge of the most elementary chemistry can explain a
lot of why and how when dealing with the operation of
chemical tankers. Of course chemistry is decisive for how
a cargo can react with itself, with other cargoes, air, water,
cleaning additives, and chemistry can help to explain the
results of wall wash tests.
To make it short, - cargoes can be divided into organic and
inorganic substances where organic substances are
molecules containing one or more carbon atoms (C –
atoms) (except for CO and CO2) and inorganic substances
do not have any carbon atoms in their chemical
composition. The majority of cargoes carried on chemical
tankers are organic substances where a main group is
hydrocarbon.
Hydrocarbons Hydrocarbons are compounds containing only the
elements carbon and hydrogen. A very large number of
compounds are known.
Hydrocarbons are insoluble in water (benzene is slightly
soluble in water). They are not toxic, except benzene.
There are several subdivisions of hydrocarbons like:
Aliphatic hydrocarbons - chain-like skeleton of C-atoms like for instance pentane
Aromatic hydrocarbons - benzene and its derivatives, e.g. toluene
Saturated hydrocarbons - having no “spare combining capacity” therefore
chemically unreactive: names all end in –ane. E.g.
hexane.
Unsaturated hydrocarbons - having one or more double bonds, therefore more
reactive. Names end in –ene. E.g. hexene (or –diene
when two double bonds like butadiene)
Alicyclic hydrocarbons - having a ring structure in the molecule like cyclohexane,
but excluding benzene and its derivatives
Alkanes or Paraffins The simplest hydrocarbons are called alkanes or paraffins.
Nomenclature: ending in “-ane”. The molecules are chain
shaped, completely saturated with H:
H
HH
H
C
H
HH
H
HH
CC
Methane (CH4) Ethane (C2H6)
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C C C
H H H
H
HHH
H
C C C C
H H H H
H H
HHHH Propane (C3H8) Butane (C4H10)
The general formula for the alkanes is CnH2n+2
The C1 to C4 substances i. e. methane, ethane, propane
and butane are gases at ambient temperatures. The next
ones are liquids and have their names from the number of
C atoms in the molecules taken from ancient Greek. E. g.
pentane (5), hexane (6), heptane (7), octane (8), nonane
(9), decane (10), undecane (11) etc. From C15 the straight
chained molecule substances are more or less solid
(waxes).
If a hydrogen atom is removed from an alkane molecule
you have a radical, an unsaturated hydrocarbon. The
names are derived from the alkane names but with the
ending -yl. They cannot exist as pure substances, but are
connected to other radicals or atoms. The most common
are:
C
H
H
H
C
H
H
H
C
H
H Methyl (CH3-) Ethyl (C2H5-)
C
H
H
H
C C
H
H
H
H
C
H
H
H
C C
H
H
H
H
C
H
H Propyl (C3H7-) Butyl (C4H9-)
Substances with the same gross formula are called
isomeric. They are common in the alkane family
from C4 and up where branched chained molecules
are common. A simple branched chained alkane is
called an iso-alkane. Two different iso-pentanes
exists:
H C C C C
H
H
H H H
H
HHC
H HH
H C C C
C
H HH
CH
H
H HH
H
H
H
Both have the gross formula C5H12 but quite different
geometrical shape. The common name is iso-pentane. The
first one is also more correctly called 2-methylbutane, as it
37
© Marstal Navigationsskole - April 14
might be considered as a butane molecule with a methyl
group attached to the second carbon atom.
The latter might in the same way be considered as a pro-
pane molecule with two methyls attached, wherefore it is
called 2,2-dimethylpropane. The commercial name is neo-
pentane.
Iso-products often have a lower boiling- and freezing point
and a different density than the normal alkane.
Cycloalkanes (Naphtenes) Besides the chain shaped hydrocarbons also circular shaped
molecules exist. They have the same names as the normal
alkanes but with the prefix "cyclo-". The most simple are
the gases cyclopropane and cyclobutane, but cyclopentane
and cyclohexane occur much more frequent.
H H
H
HH
H C C
C
H
H
H
HH
H
H
H
C
C
C
C
Cyclopropane (C3H6) Cyclobutane (C4H8)
Cyclopentane (C5H10)
C
C
C
C
C
C
H H
H
HH
H
H H
H
HH
H
C
C
C
C
C
C
H H
H
H H
H
HH
H C
C
HH
H
H
H
H
H
Cyclohexane (C6H12) Cis-1,2-dimethylcyclohexane
C6H10(CH3)2
Cyclo compounds are used as solvents, but also as base
products in the chemical and medical industry by ex-
changing hydrogen atoms with other atoms or molecules.
HHHH
H
H
H
H
HH
C
C
CC
C
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The latter chemical name explains the molecular configu-
ration as a hexane ring with two (di) methyl groups at-
tached to two adjacent (1,2) carbon atoms and pointing to
the same side (cis).
Alkenes or olefins In a hydrocarbon molecule the carbon atoms might also
use two of their bonds for connection to the neighbouring
carbon atom. Such a double bond is weaker than the nor-
mal single bond, and the molecules become unstable. Hy-
drocarbons with one double bond are called alkenes, for-
mer alkylenes. When writing an alkene formula the double
bond is shown by two dots, one above the other. Below
examples on different alkenes:
H
HH
H
CC
C C C
H H H
H
HH
Ethene (ethylene) CH2:CH2 Propene (propylene) CH2:CHCH3
Compounds containing double bonds are also called
unsaturated hydrocarbons or monomers. If the
double bonds break, typically at elevated
temperatures or if inhibitor is not present in
sufficient amount, the product might polymerize i.e
the monomer turns into a polymer that is very long
chains of molecules, and the product turns from the
gaseous or liquid state into a solid.
From butene three different isomers might be derived viz.:
H
H
HC
H
H
C
H
H
H
CC
1-Butene (n-butylene) CH2:CHCH2CH3
C
H
H
H
C C
H
C
H
H
H
H
Cis-2-butene CH3CH:CHCH3
H
HH
H
H C
H
H
C
H
CC
Trans-2-butene CH3CH:CHCH3
From pentene and hexene more different isomers might be
derived, some of them are shown on next page.
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HH
H
H C H
H
H
C
H
H
C
H
CC
Cis-2-pentene CH3CH:CHCH2CH3
H
H
HC
H
H
H
H
C
H
H
C
H
CC
Trans-2-pentene CH3CH:CHCH2CH3
HH
H
H
H
C
H
H
HC
H
H
C
H
H
CCC
Trans-3-hexene CH3CH2CH:CHCH2CH3
Alkenes are very much used in the synthetic industry for
plastic and fibre production.
Aromatics Among the ring shaped molecules the aromatics make a
special group. They are generally more toxic than the
equivalent alkanes. The base element in this family is the
so called benzene ring made up by 6 carbon atoms bonded
in a special way so that each carbon atom only have one
free bond for hydrogen or radicals. Benzene and toluene
are the most well-known and both are shipped in large
amounts.
C
C C
C
CC
HH
H H
HH
C
C C
C
CC
HH
H
HH
C
H
H
H
Benzene (C6H6) Toluene (C7H8) or
MethylBenzene (C6H5CH3)
Also the xylenes are very much used as solvents.
They consist of a benzene ring and two methyl
groups. Three different isomers exist viz.:
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C
C C
C
CC
HH
H
H
C
H
H
H
C H
H
H
C
C C
C
CC
HH
H C
H
H
HHC
H
HH
C
C C
C
CC
HH
C
H
H
HHH
C
H
H
H
As seen from the above-mentioned xylene, isomers may
have rather different properties. Therefore, when isomers
are possible, information about gross name or gross for-
mula is not enough, but a full description on the chemical
composition of the cargo must be given.
More benzene rings might be connected to each other.
Most simple and well known is the naphthalene, made up
by two benzene rings.
C
CC
C
CC C
C
CC
H H
H
H
HH
H
H
Naphtalene (C10H8)
Unsaturated aromatics When alkenes (or olefins) chains are attached to benzene
molecules the substance is called unsaturated aromatic.
Examples are Styrene, Vinyltoluene, methyl styrene.
Unsaturated aromatics are liable to polymerisation.
Orthoxylene (C8H10) or
1,2-dimethylbenzene
(1,2-C6H4(CH3)2)
mp: -25°C bp: 144°C
Methaxylene (C8H10) or
1,3-dimethylbenzene
(1,3-C6H4(CH3)2)
mp: -47,4°C bp: 138,8°C
Paraxylene (C8H10) or
1,4-dimethylbenzene
(1,4-C6H4(CH3)2)
mp: 13,2°C bp: 138,5°C
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Inorganic Compounds The only ones likely to form tanker cargoes are:
Solution of alkalis like caustic soda, sodium hydroxide
Strong acids like hydrochloric acid, nitric acid and
sulphuric acid
Fairly strong acids like phosphoric acid
Acids and Alkalis Acids are defined as compounds that yield hydrogen ions
(H+) when dissolved in water. In the same way alkalis are
defined as compounds, which are able to combine with hy-
drogen ions. Generally acids and alkalis are corrosives i.e.
substances that may be damaging to metals, organic mate-
rials or living tissues.
Example on reaction with water:
Acid (Hydrochloric acid): HCl H+ + Cl
-
Alkali (sodium hydroxide): NaOH Na+
+ OH-
(Caustic soda)
The following diagram shows how acids might be formed
by oxidation of non-metals and alkalis by oxidation of
metals:
ELEMENTS
METALS NON-METALS
REACTION WITH O2
METAL OXIDE NON-METAL OXIDE
REACTION WITH H2O
METAL HYDROXIDE ACID
NEUTRALIZATION
SALT + WATER
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Mg (Magnesium) S (Sulphur)
REACTION WITH O2
MgO (Magnesium oxide) SO3 (Sulphur trioxide)
REACTION WITH H2O
Mg(OH2) (Magnesium hydroxide) H2SO4 (sulphuric acid)
NEUTRALIZATION
MgSO4 + H2O
Magnesium Sulfate + water
If acids and alkalis are mixed, they will more or less neu-
tralize each other and make a salt plus water. E.g. Hydro-
chloric acid and caustic soda:
HCl + NaOH Na+ + Cl- + H2O
If the amounts are adjusted to a neutral solution, salt water
is formed.
Many metals or substances containing metal (e.g. certain
coatings) are dissolved or react chemically with acids and
alkalis.
E.g. Hydrochloric acid + zinc:
2HCl + Zn 2H+ + 2Cl- + Zn H2 + ZnCl2
By this reaction free hydrogen is formed so that apart from
the damaging corrosive effect also danger of explosion
might be expected, even though most acids and alkalis are
not flammable.
The strength of acids
and alkalis
is measured in pH, which is defined as the logarithm of
the hydrogen ion concentration with opposite sign. The
pH value might also be expressed as the number of litres
that contain 1 g H+ denominated exponential. E.g. if
10000 l contain 1 g H+
the pH = 4 as 10000 = 104
.
Practically only pH values between 0 and 14 are used, and
pH = 7 designate a neutral solution, a pH value smaller
than 7 an acid solution and a pH greater than 7 designate
an alkaline solution.
43
© Marstal Navigationsskole - April 14
pH values of some well known substances:
Substance pH
Beer 4 - 5
Cows milk 6.3 - 6.6
Detergents 9 - 11.6
Drinking water 6.5 - 8.0
Egg white 7.6 - 8.0
Gastric juice 1 - 3
Hydrochloric acid 0.1
Lime juice 1.8 - 2.0
Potato 5.6 - 6.0
Sea water 8 – 8.5
Sodium Hydroxide 14
Sulphuric acid 0.3
Vinegar 2.4 - 3.4
In the chemical transport business other methods are often
used to tell the strength of acids, or to tell the acid content
of the product, - e.g. the AV or FFA.
AV = Acid Value is a number stating the amount in grams of KOH
(potassium hydroxide) necessary for neutralizing 1 kg of
the product.
FFA = Free Fatty Acid is an indication of the percentage of free fatty acids in or-
ganic oils and fats. The AV number is generally twice the
FFA number taken from the same sample.
Some properties of common acids and alkalis
Hydrochloric acid HCl: The pure product is a gas. Normally shipped in a 38 %
concentration in water, which is a highly corrosive liquid.
Sulphuric acid H2SO4: Dissolves most metals and forms hydrogen. Steel is re-
sistant when concentration is higher than 80%
Nitric acid HNO3: Strong oxidizing agent. Dissolves most metals and forms
hydrogen. Stainless steel is resistant.
Phosphoric acid H3PO4: Dissolves metals and forms hydrogen especially at ele-
vated temperatures. Stainless steel is normally resistant
but impurities (especially chlorides) in commercial prod-
ucts might cause corrosivity.
Acetic acid CH3COOH: Dissolves most metals, but not aluminium. Vapours are
explosive (LEL 4 %). Stainless steel is resistant.
Sodium hydroxide (caustic Solid crystalline substance, normally transported as a 50
44
© Marstal Navigationsskole - April 14
soda) NaOH: % solution corrosive to most organic substances and
many metals especially aluminium. Stainless steel or
epoxy coating is resistant.
Potassium hydroxide
(caustic potash) KOH:
Nearly same properties as NaOH.
Ammonia (ammonia
aqueous) NH4OH:
Ammonia (NH3) dissolved in water. Corrosive to copper-
zinc- and aluminium compounds. Ammonia vapours are
combustible, LEL = 16%, UEL = 25 % but the energy
required for ignition is very high, so it is unlikely that
ammonia vapours will ignite.
Inserted on the next page is a copy of the “Periodic Table of the Elements:
45
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46
© Marstal Navigationsskole - April 14
All the hydrocarbons mentioned above consisted of carbon and
hydrogen only. Very often also other elements are present in the
organic compounds e.g. Oxygen, nitrogen, halogens etc. These
compounds may be grouped in different chemical families. In the
following, chemical families often carried will be discussed. The
grouping is also in accordance with the US Coast Guard Compatibility
Chart and the numbers in ( ) refer to that.
Alcohols (20) An alcohol is derived from a hydrocarbon by substituting a H- atom
by the hydroxyl group -OH. Their names have the suffix -ol. They are
generally toxic but in a very varying degree. They are all flammable.
The following are some of the more common alcohols:
Methanol (methylalkohol) CH3OH
Ethanol (ethylalkohol) C2H5OH
C
H
H
C
H
H C
O
H
H
H
H
Also some of the higher alcohols, such as 2-ethylhexanol (octanol) are
commonly encountered.
Glycols (20) have 2 OH groups and are also called dihydric alcohols. Some glycols
are very toxic. A typical examples from this group is:
C
H
H
C O H
H
H
OH
Glycerol (20) is a trihydric (three OH groups) alcohol. It is non toxic. Used widely
in the explosives manufacturing business.
Phenols and cresols (21)
Formally these substances also belong to the alcohol fam-
ily, but generally they are considered as an independent
group. The phenols consists of a benzene ring with one or
more -OH group(s) attached. Cresols furthermore have a
methyl group attached to the benzene ring.
H C O
H
H
H
H C
H
H
C O H
H
H
Ethyleneglycol CH2OHCH2OH
2-propanol (iso-propylalkohol)
(CH3)2CHOH
Chemical
Families
47
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The phenols are acidic as they are able to yield H+, they are very toxic
also by skin contact.
The most well-known is phenol (carbolic acid) C6H5OH and naphtol
C10H7OH, which has two benzene rings linked.
Cresol, also called methyl phenol, has the formula CH3-C6H4-OH and
is found in three isometric compounds.
Ethers (41) are alcohol anhydrides as they may be derived from alcohols by
elimination of water thereby having the generic formula ROR´ where
R and R´ are organic radicals:
C O C
The most important is ethylether C2H5-O-C2H5 the same as ether in
common speaking.
An other common ether is 1,4-dioxane C4H8O2, a glycol anhydride
with a ring shaped molecule. The formula is often more correctly
written in the following way:
OCH2CH2OCH2CH2
All ethers are toxic, more or less, typical with a narcotic effect, and
the vapours form flammable mixtures with air.
Ketones (18) is a class of liquid compounds in which the carbonyl group is
attached to two carbon atoms i. e. the denominating group is inside the
hydrocarbon chain. The substances have very different properties, but
most of them are narcotic and flammable.
The simplest and most well-known ketone is acetone:
H C C C
OH
H
H
H
H
Another commonly transported ketone is the methyl ethyl ketone
CH3COC2H5, which often is abbreviated MEK.
Organic acids (4) The most important group of organic acids contains in the molecule
the carboxyl group -COOH or more correctly
C
O
O H
which always will be at the end of the chain.
The strongest organic acid is formic acid H-COOH. The strength of
the acids decreases with increasing number of carbon atoms.
Dimethylketone (acetone) CH3COCH
3
C O
48
© Marstal Navigationsskole - April 14
The most well known are acetic acid CH3-COOH and propionic acid
C2H5-COOH.
Also two -COOH groups are possible e. g. the oxalic acid HOOC-
COOH or malonic acid HOOC-CH2-COOH.
Anhydrides (11) If water is removed from acid, an acid anhydride is formed. They may
be very toxic and might react violently with water giving off heat.
The most common are acetic anhydride (CH3CO)2O and propionic
anhydride (CH3CH2CO)2O. The constitutional formula of acetic
anhydride is as follows:
H C C O
OH
H
C C
H
H
H
O
Esters (34) Organic compounds corresponding in structure to a salt in the
inorganic chemistry. Esters are considered as derived from acids by
the exchange of the replaceable hydrogen for an organic radical. Their
names normally are derived from acid names with the suffix -ate
Esters have very different properties, some are very volatile with a
narcotic effect if inhaled. They often have a pleasant odour, and are
generally not very reactive. Waxes are esters derived from fatty acids
and alcohols, while fats are esters from fatty acids and glycerol.
Commonly carried are:
H C C O
O
C H
H
H
H
H
C O
O
C C
H
H
HH
H
H
and also some of the phthalates such as Diisooctylphthlatlate (DIOP).
Alkylene oxides (16)
(Epoxides)
Organic compounds containing a reactive group resulting
from the union of an oxygen atom with two other atoms
(usually carbon) that are joined in a triangle. Characteris-
tic properties are a very wide flammability range, burns
violently and are very difficult to extinguish by smother-
ing due to the oxygen content.
Transportation is carried out in inerted tanks. Heating should be
avoided.
The only product normally encountered in chemical tankers is:
Methylacetate CH3COO-CH
3
Ethylformate HCOO-C2H
5
49
© Marstal Navigationsskole - April 14
C C
HH
H
O
C
H
H
H
Aldehydes (19) is a broad class of organic compounds having the generic formula
RCHO, and characterized by the unsaturated carbonyl group
They are all very toxic with vapours irritating to the eyes and mucous
membranes. Most of them are soluble in water and alcohol and some
of them are able to polymerize.
The smell is characteristically pungent.
The simplest as formaldehyde HCHO and acetaldehyde CH3CHO are
transported as water solutions, while propanal CH2CHCHO, butanal
CH3CH2CH2CHO and furfural C4H3OCHO are transported as pure
products.
Amines (7, 8, & 9) A class of organic compounds of nitrogen that may be considered as
derived from ammonia (NH3) by replacing one or more of the
hydrogen atoms with alkyl groups. As a general rule, hydrocarbons
containing nitrogen are more toxic than equivalent compounds
without nitrogen.
Amines are subdivided into subgroups according to the organic
radicals connected to the nitrogen atom.
Aliphatic amines (7) consists of one or more alkyles joined to the nitrogen atom e. g. ethyl
amine CH3CH2NH2 and diethylamine (C2H5)2NH.
Aromatic amines (9) have one or more benzene groups. Example: aniline C6H5NH2 and
pyridine
Alkanol amines (8) a compound such as ethanolamine HOCH2CH2NH2 or
triethanolamine (HOCH2CH2)3N, in which nitrogen is attached
directly to the carbon of an alkyl alcohol.
Amides (10) are organic compounds containing the group -CONH2 e. g.:
H C C N
H
H
H
H
O
Propyleneoxide C3H6O
CO
H
N(CH)4CH
Acetamide CH3-CONH2
50
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Cyanates (12) are compounds containing nitrogen in the form of -OCN. Most of
them are iso compounds i. e. iso cyanates. Frequently carried is
toluene-2,4-diisocyanate CH3C6H3(NCO)2.
Acrylates (14) are monomer esters from acrylic acid. The denominating molecular
structure is CH2:CHCOO-.
Generally transported is methylacrylate CH2:CHCOOCH3.
Acrylates must normally be inhibited during transport.
Allyls (15) are derived from propene (=allene). Polymerizable substances with the
group CH2:CHCH2-. Known examples are:
Allylalcohol CH2:CHCH2OH and
acrylonitrile CH2:CH-CN.
Epichlorohydrin (17) CH2CHOCH2Cl is an epoxy compound that is able to polymerize at
elevated temperatures. It is poisonous and flammable and reacts with
several other cargoes.
Vinyl halides (35) are derived from vinyl CH2:CH- (= ethene) with halogens attached to
the free bonds. Most of them are gases at ambient temperatures.
Common are:
Vinyl chloride CH2:CHCl
and vinylidene fluoride CH2:CF2.
Halogenated hydro-
carbons (36)
Compounds between hydrocarbons and halogens. Some
of them are poisonous especially as they decompose when
heated and forms toxic gases. Some of them are used in
fire fighting (they quench the flames) others are used as
refrigerants.
Regularly transported is ethylene dichloride (EDC) ClCH2CH2Cl
Glycol ethers (40) are transported widely under the trade name "cellosolve" and are
mostly used in the paint industry. When transported they are often
mixed. They are chemical stable compounds but also very often both
flammable and harmful to the health.
Example:
Ethylene glycol dimethyl ether CH3OCH2CH2OCH3.
Nitrocompounds. (42) are compounds with nitrogen apart from those already mentioned. The
radical -NO2 is seen frequently. As mentioned earlier all nitrogen-
hydrocarbons should be regarded as toxic especially in a fire situation
in which different nitrogen oxides may be formed.
Example: Nitrobenzene C6H5NO2.
51
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Water solutions. (43) This name covers a great variety of many different substances. The only
common property is that they are all water-soluble and contain water. They
should not be stowed adjacent to cargoes reacting with water. The properties
of a solution might be quite different from those of the pure product.
Compatibility Chart If chemicals are mixed in tanks or pipelines, the resulting chemical reaction
might be very violent, high temperatures or pressure might arise or
dangerous substances or vapours might be evolved.
The IBC code gives no help on this problem; it simply mentions that cargoes
or slops, which dangerously react with each other, should be separated by an
intervening compartment that does not contain a reactive substance.
US Coast Guard, Department of Transportation has regulated this problem in
the Code of Federal Regulations, 46 CFR 150.
The cargoes are divided into chemical groups or families and group numbers
1 - 22 represent reactive chemicals, while 30 - 43 are products that do not
react mutually with each other. The missing numbers are reserved for future
extensions of the chart.
Using the Com-
patibility Chart
If you wish to investigate whether two cargoes are compatible or
not, you must find the group numbers in table 1.
If both group numbers are between 30 and 43 incl. the
products are compatible, and it is then not necessary to use
the chart.
If both group numbers are not between 30 and 43 you
enter with one group number in the left side and the other
from the top of the chart.
An "X" in the chart means that the two products are not compatible
with each other, unless informed otherwise in the Appendix 1 -
"Exceptions to the chart".
If the intersection is blank, there will normally be no problems with
compatibility, but there might be exceptions which also are mentioned
in App. 1.
A foot note "2" in table 1 means that the substance should be checked
further in App. 1.
Examples: Group Compatible
butyraldehyde - acetic acid 19/4 yes
allyl alcohol / toluene diisocyanate 15/12 no
decene / ethyl benzene 30/32 yes
ethanolamine / acetone 8/18 yes
ammonia / dimethylformamide 6/10 no
52
© Marstal Navigationsskole - April 14
If two or more non compatible cargoes have to be loaded, they should
be separated from each other by two barriers such as a cofferdam, an
empty tank, a piping tunnel or a tank containing a cargo compatible
with both other cargoes. Isolation across a cruciform joint is
equivalent to isolation by two barriers.
Also the piping and venting system from the two incompatible cargoes
has to be separated by e. g. Removing a valve or spool piece and
blanking off the pipe ends or Installing two spectacle flanges in series
with a means of detecting leakage into the pipe between the spectacle
flanges. A "Seutelven" valve is usable.
The US Coast Guard regulations apply in US waters only, but are
widely used in other parts of the world, also in Europe.
Updated table1 on http://www.ecfr.gov/cgi-bin/text-
idx?c=ecfr&tpl=/ecfrbrowse/Title46/46cfr150_main_02.tpl you will
find an updated 46CFR150
Seut Elven flange
Spool piece and Seut Elven flanges
53
© Marstal Navigationsskole - April 14
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© Marstal Navigationsskole - April 14
Table I to Part 150 – Alphabetical List of Cargoes
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Acetaldehyde 19 AAD
Acetic acid 4 2 AAC
Acetic anhydride 11 ACA
Acetochlor 10 ACG
Acetone 18 2 ACT
Acetone cyanohydrin 0 1, 2 ACY
Acetonitrile 37 ATN
Acetophenone 18 ACP
Acrolein 19 2 ARL
Acrylamide solution 10 AAM
Acrylic acid 4 2 ACR
Acrylonitrile 15 2 ACN
Acrylonitrile-Styrene copolymer dispersion in Polyether polyol 20 ALE
Adiponitrile 37 ADN
Alachlor 33 ALH
Alcohols (C13+) 20 ALY
Including:
Oleyl alcohol (octadecenol)
Pentadecanol
Tallow alcohol
Tetradecanol
Tridecanol
Alcoholic beverages 20
Alcohol polyethoxylates 20 APU/APV/APW/AET
Alcohol polyethoxylates, secondary 20 AEA/AEB
Alkanes (C6-C9) 31 1 ALK
Including:
Heptanes
Hexanes
Nonanes
Octanes
n-Alkanes (C10+) 31 1 ALJ
Including:
Decanes
Dodecanes
Heptadecanes
Tridecanes
Undecanes
iso- & cyclo-Alkanes (C10-C11) 31 1 AKI
iso- & cyclo-Alkanes (C12+) 31 1 AKJ
Alkane (C14-C17) sulfonic acid, sodium salt solution 34 AKA
Alkaryl polyether (C9-C20) 41 AKP
Alkenyl(C11+)amide 11 AKM
Alkenyl(C16-C20)succinic anhydride 11 AAH
Alkyl acrylate-Vinyl pyridine copolymer in Toluene 32 AAP
Alkyl(C8+)amine, Alkenyl (C12+) acid ester mixture 34 AAA
Alkylaryl phosphate mixtures (more than 40% Diphenyl tolyl
phosphate, less than 0.02% ortho-isomer)
34 APD
Alkyl(C3-C4)benzenes 32 AKC
Including:
Butylbenzenes
Cumene
Propylbenzenes
Alkyl(C5-C8)benzenes 32 AKD
Including:
Amylbenzenes
Heptylbenzenes
Hexylbenzenes
Octylbenzenes
Alkyl(C9+)benzenes 32 AKB
Including:
Decylbenzenes
Dodecylbenzenes
Nonylbenzenes
Tetradecylbenzenes
55
© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Tetrapropylbenzenes
Tridecylbenzenes
Undecylbenzenes
Alkylbenzene, Alkylindane, Alkylindene mixture (each C12-C17) 32 AIH
Alkylbenzenesulfonic acid 0 1, 2 ABS/ABN
Alkylbenzenesulfonic acid, sodium salt solutions 33 ABT
Alkyl dithiothiadiazole (C6-C24) 33 ADT
Alkyl ester copolymer (C4-C20) 34 AES
Alkyl(C7-C9) nitrates 34 2 AKN ONE
Alkyl(C7-C11) phenol poly(4-12)ethoxylate 40 APN
Alkyl(C8-C40) phenol sulfide 34 AKS
Alkyl(C8-C9) phenylamine in aromatic solvents 9 ALP
Alkyl(C9-C15) phenyl propoxylate 40
Alkyl phthalates 34
Alkyl(C10-C20, saturated and unsaturated) phosphite 34 AKL
Alkyl polyglucoside solutions 43 AGL/AGN/AGO/AGP/AGM
Alkyl sulfonic acid ester of phenol 34
Allyl alcohol 15 2 ALA
Allyl chloride 15 1 ALC
Aluminium chloride, Hydrochloric acid solution 0 1 AHS
Aluminum sulfate solution 43 2 ASX ALM
2-(2-Aminoethoxy)ethanol 8 AEX
Aminoethyldiethanolamine, Aminoethylethanolamine solution 8
Aminoethylethanolamine 8 AEE
N-Aminoethylpiperazine 7 AEP
2-Amino-2-hydroxymethyl-1,3-propanediol solution 43 AHL
2-Amino-2-methyl-1-propanol 8 APQ APR
Ammonia, anhydrous 6 AMA
Ammonia, aqueous (28% or less Ammonia) (IMO cargo
name),seeAmmonium hydroxide
6 AMH
Ammonium bisulfite solution 43 2 ABX ASU
Ammonium hydrogen phosphate solution 0 1 AMI
Ammonium hydroxide (28% or less Ammonia) 6 AMH
Ammonium lignosulfonate solution,see alsoLignin liquor 43
Ammonium nitrate solution 0 1 ANR AND/AMN
Ammonium nitrate, Urea solution (containing Ammonia) 6 UAS
Ammonium nitrate, Urea solution (not containing Ammonia) 43 ANU UAT
Ammonium polyphosphate solution 43 AMO APP
Ammonium sulfate solution 43 AME AMS
Ammonium sulfide solution 5 ASS ASF
Ammonium thiocyanate, Ammonium thiosulfate solution 0 1 ACS
Ammonium thiosulfate solution 43 ATV ATF
Amyl acetate 34 AEC IAT/AML/AAS/AYA
Amyl alcohol 20 AAI IAA/AAN/ASE/APM
Amylene, seePentene AMZ PTX
tert-Amyl methyl ether (see also,Methyl tert-pentyl ether) 41 AYE
Amyl methyl ketone, seeMethyl amyl ketone AMK MAK
Aniline 9 ANL
Animal and Fish oils, n.o.s. 34 AFN
Including:
Cod liver oil
Lanolin
Neatsfoot oil
Pilchard oil
Sperm oil
Animal and Fish acid oils and distillates, n.o.s. 34 AFA
Including:
Animal acid oil
Fish acid oil
Lard acid oil
Mixed acid oil
Mixed general acid oil
Mixed hard acid oil
Mixed soft acid oil
Anthracene oil (Coal tar fraction),seeCoal tar 33 AHO COR
Apple juice 43
Aryl polyolefin (C11-C50) 30 AYF
Asphalt 33 ASP ACU
56
© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Asphalt blending stocks, roofers flux 33 ARF
Asphalt blending stocks, straight run residue 33 ASR
Asphalt emulsion (ORIMULSION) 33 ASQ
Aviation alkylates 33 AVA GAV
Barium long chain alkaryl(C11-C50) sulfonate 34 BCA
Barium long chain alkyl(C8-C14)phenate sulfide 34 BCH
Behenyl alcohol 20
Benzene 32 BNZ
Benzene hydrocarbon mixtures (having 10% Benzene or more) 32 BHB BHA
Benzenesulfonyl chloride 0 1, 2 BSC
Benzene, Toluene, Xylene mixtures 32 2 BTX
Benzene tricarboxylic acid, trioctyl ester 34
Benzylacetate 34 BZE
Benzyl alcohol 21 BAL
Benzyl chloride 36 BCL
Brake fluid base mixtures 20 BFX
Bromochloromethane 36 BCM
Butadiene 30 BDI
Butadiene, Butylene mixtures (cont. Acetylenes) 30 BBM
Butane 31 1 BMX IBT/BUT
1,4-Butanediol, seeButylene glycol BDO BUG
2-Butanone, seeMethyl ethyl ketone
Butene, seeButylene IBL/BTN
Butene oligomer 30 BOL
Butyl acetate 34 BAX IBA/BCN/BTA/BYA
Butyl acrylate 14 1 BAR BAI/BTC
Butyl alcohol 20 2 BAY IAL/BAN/BAS/BAT
Butylamine 7 BTY IAM/BAM/BTL/BUA
Butylbenzene,seeAlky(C3-C4)benzenes 32 BBE AKC
Butyl benzyl phthalate 34 BPH
Butyl butyrate 34 BBA BUB/BIB
Butylene 30 BTN IBL
Butylene glycol 20 2 BUG BDO
1,3-Butylene glycol, seeButylene glycol BUG
Butylene oxide 16 1 BTO
Butyl ether 41 BTE
Butyl formate 34 BFI/BFN
Butyl heptyl ketone 18 BHK
Butyl methacrylate 14 1 BMH BMI/BMN
Butyl methacrylate, Decyl methacrylate, Cetyl-Eicosyl methacrylate
mixture
14 1 DER
Butyl methyl ketone, seeMethyl butyl ketone MBK
Butyl phenol, Formaldehyde resin in Xylene 32
n-Butyl propionate 34 BPN
Butyl stearate 34
Butyl toluene 32 BUE
Butyraldehyde 19 BAE BAD/BTR
Butyric acid 4 BRA IBR
gamma-Butyrolactone 0 1, 2 BLA
C9 Resinfeed (DSM) 32 2 CNR
Calcium alkyl(C9)phenol sulfide, polyolefin phosphorosulfide
mixture
34 CPX
Calcium alkyl salicylate, seeCalcium long chain alkyl salicylate (C13+)
CAK
Calcium bromide solution, seeDrilling brines DRB
Calcium bromide, Zinc bromide solution, seeDrilling brine
(containing Zinc salts)
DZB
Calcium carbonate slurry 34
Calcium chloride solution 43 CCS CLC
Calcium hydroxide slurry 5 COH
Calcium hypochlorite solutions 5 CHZ/CHU/CHY
Calcium lignosulfonate solution,see alsoLignin liquor 43
Calcium long chain alkaryl sulfonate (C11-C50) 34 CAY
Calcium long chain alkyl phenates 34 CAN/CAW
Calcium long chain alkyl phenate sulfide (C8-C40) 34 CPI
Calcium long chain alkyl salicylate (C13+) 34 CAK
Calcium long chain alkyl phenolic amine (C8-C40) 9 CPQ
Calcium nitrate solution 34 CNU
57
© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Calcium nitrate, Magnesium nitrate, Potassium chloride solution 34
Calcium sulfonate, Calcium carbonate, Hydrocarbon solvent mixture
33
Camphor oil 18 CPO
Canola oil, see rapeseed oil under “oils, edible.”
Caprolactam solution 22 CLS
Caramel solutions 43
Carbolic oil 21 CBO
Carbon disulfide 38 CBB
Carbon tetrachloride 36 2 CBT
Cashew nut shell oil (untreated) 4 OCN
Catoxid feedstock 36 2 CXF
Caustic potash solution 5 2 CPS
Caustic soda solution 5 2 CSS
Cetyl alcohol (hexadecanol), seeAlcohols (C13+) ALY
Cetyl-Eicosyl methacrylate mixture 14 1 CEM
Cetyl-Stearyl alcohol,seeAlcohols (C13+) ALY
Chlorinated paraffins (C10-C13) 36 CLH
Chlorinated paraffins (C14-C17) (with 52% Chlorine) 36 CLJ
Chlorine 0 1 CLX
Chloroacetic acid solution 4 CHM CHL/MCA
Chlorobenzene 36 CRB
Chlorodifluoromethane (monochlorodifluoromethane) 36 MCF
Chloroform 36 CRF
Chlorohydrins 17 1 CHD
4-Chloro-2-methylphenoxyacetic acid, Dimethylamine salt solution 9 CDM
Chloronitrobenzene 42 CNO
1-(4-Chlorophenyl)-4,4-dimethyl pentan-3-one 18 2 CDP
Chloropropionic acid 4 CPM CLA/CLP
Chlorosulfonic acid 0 1 CSA
Chlorotoluene 36 CHI CTM/CTO/CRN
Choline chloride solutions 20 CCO
Citric acid 4 CIS CIT
Clay slurry,see alsoKaolin clay slurry 43
Coal tar 33 COR OCT
Coal tar distillate 33 CDL
Coal tar, high temperature 33 CHH
Coal tar pitch 33 CTP
Cobalt naphthenate in solvent naphtha 34 CNS
Coconut oil, fatty acid 34 CFA
Copper salt of long chain (C17+) alkanoic acid 34 CUS CFT
Corn syrup 43 CSY
Cottonseed oil, fatty acid 34 CFY
Creosote 21 2 CCT CCW/CWD
Cresols 21 CRS CRL/CSL/CSO
Cresylate spent caustic 5 CSC
Cresylic acid 21 CRY
Cresylic acid, dephenolized 21 CAD
Cresylic acid, sodium salt solution (IMO cargo name),seeCresylate
spent caustic
5 CSC
Cresylic acid tar 21 CRX
Crotonaldehyde 19 2 CTA
Cumene (isopropyl benzene), seePropylbenzene CUM PBY
1,5,9-Cyclododecatriene 30 CYT
Cycloheptane 31 1 CYE
Cyclohexane 31 1 CHX
Cyclohexanol 20 CHN
Cyclohexanone 18 CCH
Cyclohexanone, Cyclohexanol mixtures 18 2 CYX
Cyclohexyl acetate 34 CYC
Cyclohexylamine 7 CHA
1,3-Cyclopentadiene dimer 30 CPD DPT
Cyclopentadiene, Styrene, Benzene mixture 30 CSB
Cyclopentane 31 1 CYP
Cyclopentene 30 CPE
Cymene 32 CMP
Decahydronaphthalene 33 DHN
Decaldehyde 19 IDA/DAL
58
© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Decane, seen-Alkanes (C10+) DCC ALJ
Decanoic acid 4 DCO
Decene 30 DCE
Decyl acetate 34 DYA
Decyl acrylate 14 1 DAT IAI/DAR
Decyl alcohol 20 2 DAX ISA/DAN
Decylbenzene,seeAlkyl(C9+) benzenes 32 DBZ AKB
Decyloxytetrahydro-thiophene dioxide 0 1, 2 DHT
Degummed C9 (DOW) 33 DGC
Dextrose solution,seeGlucose solution 43 DTS GLU
Diacetone alcohol 20 2 DAA
Dialkyl(C10-C14) benzenes,seeAlkyl(C9+) benzenes 32 DAB AKB
Dialkyl(C8-C9) diphenylamines 9 DAQ
Dialkyl(C7-C13) phthalates 34 DAH
Including:
Diisodecyl phthalate
Diisononyl phthalate
Dinonyl phthalate
Ditridecyl phthalate
Diundecyl phthalate
Dibromomethane 36 DBH
Dibutylamine 7 DBA
Dibutyl carbinol, seeNonyl alcohol NNS
Dibutyl hydrogen phosphonate 34 DHD
Dibutylphenols 21 DBT/DBV, DBW
Dibutyl phthalate 34 DPA
Dichlorobenzene 36 DBX DBM/DBO/DBP
3,4-Dichloro-1-butene 36 DCD DCB
Dichlorodifluoromethane 36 DCF
1,1-Dichloroethane 36 DCH
2,2′-Dichloroethyl ether 41 DEE
1,6-Dichlorohexane 36 DHX
2,2′-Dichloroisopropyl ether 36 DCI
Dichloromethane 36 DCM
2,4-Dichlorophenol 21 DCP
2,4-Dichlorophenoxyacetic acid, Diethanolamine salt solution 43 DDE
2,4-Dichlorophenoxyacetic acid, Dimethylamine salt solution 0 1, 2 DAD DDA/DSX
2,4-Dichlorophenoxyacetic acid, Triisopropano-lamine salt solution 43 2 DTI
Dichloropropane 36 DPX DPB/DPP/DPC/DPL
1,3-Dichloropropene 15 1 DPS DPU/DPF
Dichloropropene, Dichloropropane mixtures 15 1 DMX
2,2-Dichloropropionic acid 4 DCN
Dicyclopentadiene,see also1,3-Cyclopentadiene dimer 30 DPT CPD
Diethanolamine 8 DEA
Diethanolamine salt of 2,4-Dichlorophenoxyacetic acid solution,
see2,4-Dichlorophenoxyacetic acid, Diethanolamine salt solution
DDE
Diethylamine 7 DEN
Diethylaminoethanol (IMO cargo name),seeDiethylethanolamine 8 DAE
2,6-Diethylaniline 9 DMN
Diethylbenzene 32 DEB
Diethylene glycol 40 2 DEG
Diethylene glycol butyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
DME PAG
Diethylene glycol butyl ether acetate, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether acetate
DEM PAF
Diethylene glycol dibenzoate 34 DGZ
Diethylene glycol dibutyl ether 40 DIG
Diethylene glycol diethyl ether 40
Diethylene glycol ethyl ether, seePoly(2-8)alkylene glycol
monoalkyl (C1-C6) ether
DGE PAG
Diethylene glycol ethyl ether acetate, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether acetates
DGA PAF
Diethylene glycol n-hexyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
DHE PAG
Diethylene glycol methyl ether, seePoly(2-8)alkylene glycol monoalkyl(C1-C6) ether
DGM PAG
Diethylene glycol methyl ether acetate, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether acetate
DGR PAF
59
© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Diethylene glycol phenyl ether 40 DGP
Diethylene glycol phthalate 34 DGL
Diethylene glycol propyl ether, seePoly(2-8)alkylene glycol monoalkyl(C1-C6) ether
DGO PAG
Diethylenetriamine 7 2 DET
Diethylenetriamine pentaacetic acid, pentasodium salt solution 43
Diethylethanolamine 8 DAE
Diethyl ether (IMO cargo name),seeEthyl ether 41 EET
Diethyl hexanol, seeDecyl alcohol DAX
Di-(2-ethylhexyl)adipate 34 DEH
Di-(2-ethylhexyl)phosphoric acid 1 1 DEP
Di-(2-ethylhexyl)phthalate, seeDioctyl phthalate 34 DIE DOP
Diethyl phthalate 34 DPH
Diethyl sulfate 34 DSU
Diglycidyl ether of Bisphenol A 41 BDE BPA
Diglycidyl ether of Bisphenol F 41 DGF
Diheptyl phthalate 34 DHP
Di-n-hexyl adipate 34 DHA
Dihexyl phthalate 34
1,4-Dihydro-9,10-dihydroxy anthracene, disodium salt solution 5 DDH
Diisobutylamine 7 DBU
Diisobutyl carbinol (commercial cargo name),seeNonyl alcohol 20 DBC NNS
Diisobutylene 30 DBL
Diisobutyl ketone 18 DIK
Diisobutyl phthalate 34 DIT
Diisodecyl phthalate, seeDialkyl(C7-C13) phthalates DID DAH
Diisononyl adipate 34 DNY
Diisononyl phthalate, seeDialkyl(C7-C13) phthalates DIN DAH
Diisooctyl phthalate 34 DIO
Diisopropanolamine 8 DIP
Diisopropylamine 7 DIA
Diisopropylbenzene 32 DIX
Diisopropyl naphthalene 32 DII
N,N-Dimethylacetamide 10 DAC
N,N-Dimethylacetamide solution 10 DLS
Dimethyl adipate 34 DLA
Dimethylamine 7 DMA
Dimethylamine solution 7 DMG/DMY/DMC
Dimethylamine salt of 4-Chloro-2-methylphenoxyacetic acid
solution, see4-Chloro-2-methylphenoxyacetic acid, Dimethylamine salt solution
CDM
Dimethylamine salt of 2,4-Dichlorophenoxyacetic acid solution,
see2,4-Dichlorophenoxyacetic acid, Dimethylamine salt solution
DAD/(DDA/DSX)
2,6-Dimethylaniline 9 DMM
Dimethylbenzene, seeXylenes XLX
Dimethylcyclicsiloxane hydrolyzate 34
N,N-Dimethylcyclohexylamine 7 DXN
N,N-Dimethyldodecylamine (IMO cargo name),
seeDodecyldimethylamine
7 DDY
Dimethylethanolamine 8 DMB
Dimethylformamide 10 DMF
Dimethyl furan 41
Dimethyl glutarate 34 DGT
Dimethyl hydrogen phosphite 34 2 DPI
Dimethyl naphthalene sulfonic acid, sodium salt solution 34 2 DNS
Dimethyloctanoic acid 4 DMO
Dimethyl phthalate 34 DTL
Dimethylpolysiloxane,seePolydimethylsiloxane 34 DMP
2,2-Dimethylpropane-1,3-diol 20 DDI
Dimethyl succinate 34 DSE
Dinitrotoluene 42 DNM DTT/DNL/DNU
Dinonyl phthalate, seeDialkyl(C7-C13) phthalates DIF DAH
Dioctyl phthalate 34 DOP DIE
1,4-Dioxane 41 DOX
Dipentene 30 DPN
Diphenyl 32 DIL
Diphenylamine (molten) 9 DAG DAM/LRM
Diphenylamines, alkylated 7 DAJ
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Diphenylamine, reaction product with 2,2,4-trimethylpentene 7 DAK
Diphenyl, Diphenyl ether mixture 33 DDO DTH
Diphenyl ether 41 DPE
Diphenyl ether, Diphenyl phenyl ether mixture 41 DOB
Diphenylmethane diisocyanate 12 DPM
Diphenylol propane-Epichlorohydrin resins 0 1 DPR
Diphenyl oxide, see asdiphenyl ether
Di-n-propylamine 7 DNA
Dipropylene glycol 40 DPG
Dipropylene glycol butyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
DBG PAG
Dipropylene glycol dibenzoate 34 DGY
Dipropylene glycol methyl ether, seePoly (2-8)alkylene glycol monoalkyl(C1-C6) ether
DPY PAG
Distillates, flashed feed stocks 33 DFF
Distillates, straight run 33 DSR
Dithiocarbamate ester (C7-C35) 34 DHO
Ditridecyl adipate 34
Ditridecyl phthalate, seeDialkyl(C7-C13) phthalates DTP DAH
Diundecyl phthalate, seeDialkyl(C7-C13) phthalates DUP DAH
Dodecane 31 1 DOC ALJ
tert-Dodecanethiol 0 2 DDL
Dodecanol 20 DDN LAL
Dodecene 30 DOZ DDC/DOD
2-Dodecenylsuccinic acid, dipotassium salt solution 34 DSP
Dodecyl alcohol (IMO cargo name),seeDodecanol DDN
Dodecylamine, Tetradecylamine mixture 7 DTA
Dodecylbenzene,seeAlkyl(C9+)benzenes 32 2 DDB AKB
Dodecylbenzenesulfonic acid 0 1, 2 DSA
Dodecyldimethylamine, Tetradecyldimethylamine mixture 7 DOT
Dodecyl diphenyl ether disulfonate solution 43 DOS
Dodecyl hydroxypropyl sulfide 0 1 DOH
Dodecyl methacrylate 14 1 DDM
Dodecyl-Octadecyl methacrylate mixture 14 1 DOM
Dodecyl-Pentadecyl methacrylate mixtures 14 1 DDP
Dodecyl phenol 21 DOL
Dodecyl xylene 32 2 DXY
Drilling brine (containing Calcium, Potassium or Sodium salts) 43 DRB
Drilling brine (containing Zinc salts) 43 DZB
Drilling mud (low toxicity) (if flammable or combustible) 33 DRM
Drilling mud (low toxicity) (if non-flammable or non-combustible) 43 DRM
Epichlorohydrin 17 1 EPC
Epoxy resin 18
ETBE, seeEthyl tert-butyl ether EBE
Ethane 31 1 ETH
Ethanolamine (monoethanolamine) 8 MEA
2-Ethoxyethanol, seeEthylene glycol monoalkyl ethers EEO EGC
2-Ethoxyethyl acetate 34 EEA
Ethoxylated alcohols, C11-C15, see the alcohol poylethoxylates
Ethoxylated long chain (C16+) alkyloxyalkanamine 8 ELA
Ethoxy triglycol 40 ETG
Ethyl acetate 34 ETA
Ethyl acetoacetate 34 EAA
Ethyl acrylate 14 1 EAC
Ethyl alcohol 20 2 EAL
Ethylamine 7 2 EAM
Ethylamine solution 7 EAN
Ethyl amyl ketone 18 EAK ELK
Ethylbenzene 32 ETB
Ethyl butanol 20 EBT
N-Ethyl-n-butylamine 7 EBA
Ethyl tert-butyl ether 41 2 EBE
Ethyl butyrate 34 EBR
Ethyl chloride 36 ECL
Ethyl cyclohexane 31 1 ECY
N-Ethylcyclohexylamine 7 ECC
Ethylene 30 ETL
Ethyleneamine EA 1302 7 2 EMX EDA
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Ethylene carbonate 34
Ethylene chlorohydrin 20 ECH
Ethylene cyanohydrin 20 ETC
Ethylenediamine 7 2 EDA EMX
Ethylenediaminetetraacetic acid, tetrasodium salt solution 43 EDS
Ethylene dibromide 36 EDB
Ethylene dichloride 36 2 EDC
Ethylene glycol 20 2 EGL
Ethylene glycol acetate 34 EGO
Ethylene glycol butyl ether, seeEthylene glycol monoalkyl ethers EGM EGC
Ethylene glycol tert-butyl ether, seeEthylene glycol monoalkyl
ethers
EGC
Ethylene glycol butyl ether acetate 34 EMA
Ethylene glycol diacetate 34 EGY
Ethylene glycol dibutyl ether 40 EGB
Ethylene glycol ethyl ether, seeEthyl glycol monoalkyl ethers EGE EGC/EEO
Ethylene glycol ethyl ether acetate, see2-Ethoxyethyl acetate EGA EEA
Ethylene glycol hexyl ether 40 EGH
Ethylene glycol isopropyl ether, seeEthylene glycol monoalkyl ethers
EGI EGC
Ethylene glycol methyl butyl ether, seeEthylene glycol monoalkyl
ethers
40 EMB EGC
Ethylene glycol methyl ether, seeEthylene glycol monoalkyl ethers EME EGC
Ethylene glycol methyl ether acetate 34 EGT
Ethylene glycol monoalkyl ethers 40 EGC
Including:
Ethylene glycol butyl ether
Ethylene glycol isobutyl ether
Ethylene glycol tert-butyl ether
Ethylene glycol ethyl ether
Ethylene glycol hexyl ether
Ethylene glycol methyl ether
Ethylene glycol propyl ether
Ethylene glycol isopropyl ether
Ethylene glycol phenyl ether 40 EPE
Ethylene glycol phenyl ether, Diethylene glycol phenyl ether
mixture
40 EDX
Ethylene glycol propyl ether, seeEthylene glycol monoalkyl ethers EGP EGC
Ethylene glycol iso-propyl ether, seeEthylene glycol monoalkyl ethers
EGI EGC
Ethylene oxide 0 1 EOX
Ethylene oxide, Propylene oxide mixture 16 1 EPM
Ethylene-Propylene copolymer 30
Ethylene-Vinyl acetate copolymer emulsion 43
Ethyl ether 41 EET
Ethyl-3-ethoxypropionate 34 EEP
2-Ethylhexaldehyde, seeOctyl aldehydes HA OAL
2-Ethylhexanoic acid, seeOctanoic acids EHO OAY
2-Ethylhexanol, seeOctanol EHX OCX
2-Ethylhexyl acrylate 14 1 EAI
2-Ethylhexylamine 7 EHM
Ethyl hexyl phthalate 34 EHE
Ethyl hexyl tallate 34 EHT
2-Ethyl-1-(hydroxymethyl)propane-1,3-diol, C8-C10 ester 34 EHD
Ethylidene norbornene 30 2 ENB
Ethyl methacrylate 14 1 ETM
N-Ethylmethylallylamine 7 EML
2-Ethyl-6-methyl-N-(1′-methyl-2-methoxyethyl)aniline 9 EEM
o-Ethyl phenol 21 EPL
Ethyl propionate 34 EPR
2-Ethyl-3-propylacrolein 19 2 EPA
Ethyl toluene 32 ETE
Fatty acids (saturated, C13+),seeFatty acids (saturated, C14+)
Fatty acids (saturated, C14+) 34 FAD SRA
Ferric chloride solution 1 1 FCS FCL
Ferric hydroxyethylethylenediaminetriacetic acid, trisodium salt solution
43 2 FHX STA
Ferric nitrate, Nitric acid solution 3 FNN
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Fish solubles (water based fish meal extracts) 43 FSO
Fluorosilicic acid 1 1 FSJ
Formaldehyde, Methanol mixtures 19 2 MTM
Formaldehyde solution 19 2 FMS
Formamide 10 FAM
Formic acid 4 2 FMA
Fructose solution 43
Fumaric adduct of Rosin, water dispersion 43 FAR
Furfural 19 FFA
Furfuryl alcohol 20 2 FAL
Gas oil, cracked 33 GOC
Gasoline blending stock, alkylates 33 GAK
Gasoline blending stock, reformates 33 GRF
Gasolines:
Automotive (not over 4.23 grams lead per gal.) 33 GAT
Aviation (not over 4.86 grams lead per gal) 33 GAV AVA
Casinghead (natural) 33 GCS
Polymer 33 GPL
Straight run 33 GSR
Glucose solution 43 GLU DTS
Glutaraldehyde solution 19 GTA
Glycerine 20 2 GCR
Glycerine, Dioxanedimethanol mixture 20 GDM
Glycerol monooleate 20 GMO
Glycerol polyalkoxylate 34
Glyceryl triacetate 34
Glycidyl ester of C10 trialkyl acetic acid (IMO cargo
name),seeGlycidyl ester of tridecyl acetic acid
34 GLT
Gylcidyl ester of tridecylacetic acid 34 GLT
Glycidyl ester of Versatic acid, seeGylcidyl ester of tridecylacetic acid
GLT
Glycine, sodium salt solution 7
Glycol diacetate, seeEthylene glycol diacetate EGY
Glycolic acid solution 4 GLC
Glyoxal solutions 19 GOS
Glyoxylic acid 4 GAC
Glyphosate solution (not containing surfactant) (See also
ROUNDUP)
7 GIO
Heptadecane, seen-Alkanes (C10+) ALJ
Heptane 31 1 HMX ALK (HPI/HPT)
n-Heptanoic acid 4 HEP
Heptanol 20 HTX HTN
Heptene 30 HPX HTE
Heptyl acetate 34 HPE
Herbicide (C15-H22-NO2-Cl), seeMetolachlor MCO
Hexadecanol (cetyl alcohol), seeAlcohols (C13+) ALY
1-Hexadecylnaphthalene, 1,4-bis(Hexadecyl)naphthalene mixture 32
Hexaethylene glycol, seePolyethylene glycol
Hexamethylene glycol 20
Hexamethylenediamine 7 HME HMD/HMC
Hexamethylenediamine solution 7 HMC HMD/HME
Hexamethylenediamine adipate solution 43 HAM
Hexamethylene diisocyanate 12 HDI
Hexamethylenetetramine 7 HMT
Hexamethylenetetramine solutions 7 HTS
Hexamethylenimine 7 HMI
Hexane 31 2 HXS ALK (IHA/HXA)
Hexanoic acid 4 HXO
Hexanol 20 HXN
Hexene 30 HEX HXE/HXT/MPN/MTN
Hexyl acetate 34 HAE HSA
Hexylene glycol 20 HXG
HiTec 321 7 HIT
Hog grease, seeLard
Hydrochloric acid 1 1 HCL
Hydrofluorosilicic acid, seeFluorosilicic acid HFS FSJ
bis(Hydrogenated tallow alkyl)methyl amines 7 HTA
Hydrogen peroxide solutions 0 1 HPN/HPS/HPO
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
2-Hydroxyethyl acrylate 14 2 HAI
N-(Hydroxyethyl)ethylenediamine triacetic acid, trisodium salt solution
43 HET FHX
N,N-bis(2-Hydroxyethyl) oleamide 10 HOO
2-Hydroxy-4-(methylthio)butanoic acid 4 HBA
Hydroxy terminated polybutadiene (IMO cargo
name),seePolybutadiene, hydroxy terminated
20
alpha-hydro-omega-Hydroxytetradeca(oxytetramethylene),
seePoly(tetramethylene ether) glycols (mw 950-1050)
HTO
Icosa(oxypropane-2,3-diyl)s 20 IOP
Isophorone 18 2 IPH
Isophorone diamine 7 IPI
Isophorone diisocyanate 12 IPD
Isoprene 30 IPR
Isoprene concentrate (Shell) 30 ISC
Isopropylbenzene (cumene), seePropylbenzene PBY
Jet fuels:
JP-4 33 JPF
JP-5 33 JPV
JP-8 33 JPE
Kaolin clay slurry 43
Kerosene 33 KRS
Ketone residue 18 KTR
Kraft black liquor 5 KPL
Kraft pulping liquors (Black, Green, or White) 5 KPL
Lactic acid 0 1, 2 LTA
Lactonitrile solution 37 LNI
Lard 34
Latex (ammonia inhibited) 30 LTX
Latex, liquid synthetic 43 LLS LTX
Lauric acid 34 LRA
Lauryl polyglucose, seeAlkyl(C12 -C14) polyglucoside solution
(55% or less)
LAP AGM
Lecithin 34 LEC
Lignin liquor 43
Lignin sulfonic acid, sodium salt solution, seeSodium
lignosulfonate solution
d-Limonene, seeDipentene
Liquid Streptomyces solubles 43
Long chain alkaryl polyether (C11-C20) 41 LCP
Long chain alkaryl sulfonic acid (C16-C60) 0 1, 2 LCS
Long chain alkylphenate/Phenol sulfide mixture 21 LPS
Long chain polyetheramine in alkyl(C2-C4)benzenes 7 LCE
l-Lysine solution 43 LYS
Magnesium chloride solution 0 1, 2
Magnesium hydroxide slurry 5
Magnesium long chain alkaryl sulfonate (C11-C50) 34 MAS MSE
Magnesium long chain alkyl phenate sulfide (C8-C20) 34 MPS
Magnesium long chain alkyl salicylate (C11+) 34 MLS
Magnesium nonyl phenol sulfide, seeMagnesium long chain alkyl phenate sulfide (C8-C20)
MPS
Magnesium sulfonate, seeMagnesium long chain alkaryl sulfonate
(C11-C50)
MSE MAS
Maleic anhydride 11 MLA
Mercaptobenzothiazol, sodium salt solution (IMO cargo
name),seeSodium-2-mercaptobenzothiazol solution
5 SMB
Mesityl oxide 18 2 MSO
Metam sodium solution 7 MSS SMD
Methacrylic acid 4 MAD
Methacrylic resin in Ethylene dichloride 14 1 MRD
Methacrylonitrile 15 2 MET
Methane 31 1 MTH
3-Methoxy-1-butanol 20
3-Methoxybutyl acetate 34 MOA
N-(2-Methoxy-1-methyl ethyl)-2-ethyl-6-methyl chloroacetanilide
(IMO cargo name),seeMetolachlor
34 MCO
1-Methoxy-2-propyl acetate 34 MPO
Methoxy triglycol 40 MTG
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Methyl acetate 34 MTT
Methyl acetoacetate 34 MAE
Methyl acetylene, Propadiene mixture 30 MAP
Methyl acrylate 14 1 MAM
Methyl alcohol 20 2 MAL
Methylamine solutions 7 MSZ
Methyl amyl acetate 34 MAC
Methyl amyl alcohol 20 MAA MIC
Methyl amyl ketone 18 MAK
Methyl bromide 36 MTB
Methyl butanol, see the amyl alcohols AAI
Methyl butenol 20 MBL
Methyl butenes (tert-amylenes), seePentene PTX
Methyl tert-butyl ether 41 2 MBE
Methyl butyl ketone 18 2 MBK
Methylbutynol,see2-Methyl-2-hydroxy-3-butyne 20 MBY MHB
3-Methyl butyraldehyde 19
Methyl butyrate 34 MBU
Methyl chloride 36 MTC
Methylcyclohexane 31 1 MCY
Methylcyclopentadiene dimer 30 MCK
Methyl diethanolamine 8 MDE MAB
Methylene chloride, seeDichloromethane DCM
2-Methyl-6-ethylaniline 9 MEN
Methyl ethyl ketone 18 2 MEK
2-Methyl-5-ethylpyridine 9 MEP
Methyl formate 34 MFM
N-Methylglucamine solution 43 MGC
Methyl heptyl ketone 18 MHK
2-Methyl-2-hydroxy-3-butyne 20 MHB
Methyl isoamyl ketone 18 MAK
Methyl isobutyl carbinol, seeMethyl amyl alcohol MIC MAA
Methyl isobutyl ketone 18 2 MIK
Methyl methacrylate 14 1 MMM
3-Methyl-3-methoxybutanol 20
3-Methyl-3-methoxybutyl acetate 34
Methyl naphthalene 32 MNA
Methylolureas 19 MUS
2-Methyl pentane 31 1 IHA
2-Methyl-1-pentene, seeHexene MPN HEX
4-Methyl-1-pentene, seeHexene MTN HEX
Methyl tert-pentyl ether (IMO cargo name),seetert-Amyl methyl ether
41 AYE
2-Methyl-1,3-propanediol 20 MDL
Methyl propyl ketone 18 MKE
Methylpyridine 9 MPR/MPE/MPF
N-Methyl-2-pyrrolidone 9 2 MPY
Methyl salicylate 34 MES
alpha-Methylstyrene 30 MSR
3-(Methylthio)propionaldehyde 19 MTP
Metolachlor 34 MCO
Milk 43
Mineral spirits 33 MNS
Molasses 20
Molasses residue 0 1
Monochlorodifluoromethane 36 MCF
Monoethanolamine, seeEthanolamine
Monoisopropanolamine, seePropanolamine
Morpholine 7 2 MPL
Motor fuel antiknock compounds containing lead alkyls 0 1 MFA
MTBE, seeMethyl tert-butyl ether MBE
Myrcene 30 MRE
Naphtha:
Aromatic 33
Coal tar solvent 33 NCT
Heavy 33
Paraffinic 33
Petroleum 33 PTN
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Solvent 33 NSV
Stoddard solvent 33 NSS
Varnish Makers' and Painters' 33 NVM
Naphthalene 32 NTM
Naphthalene still residue 32 2 NSR
Naphthalene sulfonic acid-formaldehyde copolymer, sodium salt
solution
0 1 NFS
Naphthalene sulfonic acid, sodium salt solution 34 NSA
Naphthenic acid 4 NTI
Naphthenic acid, sodium salt solution 43 NTS
Neodecanoic acid 4 NEA
NIAX POLYOL APP 240C 0 1, 2 NXP
Nitrating acid 0 1 NIA
Nitric acid (70% or less) 3 NCD
Nitric acid (greater than 70%) 0 1 NAC
Nitrobenzene 42 NTB
o-Nitrochlorobenzene, seeChloronitrobenzene CNO
Nitroethane 42 NTE
Nitroethane, 1-Nitropropane mixtures 42 NNO
o-Nitrophenol 0 1, 2 NTP NIP/NPH
Nitropropane 42 NPM NPN/NPP
Nitropropane, Nitroethane mixture 42 NNO (NNM/NNL)
Nitrotoluene 42 NIT NIE/NTT/NTR
Nonane 31 1 NAX ALK (NAN)
Nonanoic acid 4 NNA NAI/NIN
Nonanoic, Tridecanoic acid mixture 4 NAT
Nonene 30 NOO NON/NNE
Nonyl acetate 34 NAE
Nonyl alcohol 20 2 NNS NNI/NNN/DBC
Nonylbenzene, seeAlkyl(C9+)benzenes AKB
Nonyl methacrylate 14 1 NMA
Nonyl phenol 21 NNP
Nonyl phenol poly(4+)ethoxylates 40 NPE
Nonyl phenol sulfide solution, seeAlkyl phenol sulfide (C8-C40) AKS/NPS
Noxious Liquid Substance, n.o.s. (NLS's) 0 1
1-Octadecene, see the olefin or alpha-olefin entries
Octadecenoamide 10 ODD
Octadecenol (oleyl alcohol), seeAlcohols (C13+) ALY
Octane 31 1 OAX ALK (IOO/OAN)
Octanoic acid 4 OAY OAA/EHO
Octanol 20 2 OCX IOA/OTA/EHX
Octene 30 OTX OTE
n-Octyl acetate 34 OAF OAE
Octyl alcohol, seeOctanol OCX
Octyl aldehyde 19 OAL IOC/OLX/EHA
Octyl decyl adipate 34 ODA
Octyl nitrate, seeAlkyl(C7-C9) nitrates ONE AKN
Octyl phenol 21
Octyl phthalate, seeDioctyl phthalate DOP
Oil, edible:
Beechnut 34 OBN VEO
Castor 34 OCA VEO
Cocoa butter 34 OCB VEO
Coconut 34 2 OCC VEO
Cod liver 34 OCL AFN
Corn 34 OCO VEO
Cottonseed 34 OCS VEO
Fish 34 2 OFS AFN
Groundnut 34 OGN VEO
Hazelnut 34 OHN VEO
Lard 34 OLD AFN
Maize 34 VEO (OCO)
Nutmeg butter 34 ONB VEO
Olive 34 OOL VEO
Palm 34 2 OPM VEO
Palm kernel 34 OPO VEO
Peanut 34 OPN VEO
Poppy 34 OPY VEO
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Poppy seed 34 VEO
Raisin seed 34 ORA VEO
Rapeseed 34 ORP VEO
Rice bran 34 ORB VEO
Safflower 34 OSF VEO
Salad 34 OSL VEO
Sesame 34 OSS VEO
Soya bean 34 OSB VEO
Sunflower seed 34 OSN VEO
Tucum 34 OTC VEO
Vegetable 34 OVG VEO
Walnut 34 OWN VEO
Oil, fuel:
No. 1 33 OON
No. 1-D 33 OOD
No. 2 33 OTW
No. 2-D 33 OTD
No. 4 33 OFR
No. 5 33 OFV
No. 6 33 OSX
Oil, misc:
Aliphatic 33
Animal 34 OMA AFN
Aromatic 33
Clarified 33 OCF
Coal 33
Coconut oil, fatty acid methyl ester 34 OCM
Cotton seed oil, fatty acid 34 CFY
Crude 33 OIL
Diesel 33 ODS
Gas, high pour 33
Gas, low pour 33
Gas, low sulfur 33
Heartcut distillate 33
Lanolin 34 OLL AFN
Linseed 33 OLS
Lubricating 33 OLB
Mineral 33 OMN
Mineral seal 33 OMS
Motor 33 OMT
Neatsfoot 33 ONF AFN
Oiticica 34 OOI
Palm oil, fatty acid methyl ester 34 OPE
Penetrating 33 OPT
Perilla 34 OPR
Pilchard 34 OPL AFN
Pine 33 OPI PNL
Residual 33
Road 33 ORD
Rosin 33 ORN
Seal 34
Soapstock 34 OIS
Soybean (epoxidized) 34 EVO
Sperm 33 OSP AFN
Spindle 33 OSD
Tall 34 OTL
Tall, fatty acid 34 2 TOF
Transformer 33 OTF
Tung 34 OTG
Turbine 33 OTB
Wood 34
Olefin/Alkyl ester copolymer (molecular weight 2000+) 34 OCP
Olefin mixtures 30 OFX/OFY
alpha-Olefins (C6-C18) mixtures 30 OAM
Olefins (C13+) 30
Oleic acid 34 OLA
Oleum 0 1, 2 OLM
Oleyl alcohol (octadecenol), seeAlcohols (C13+) ALY
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© Marstal Navigationsskole - April 14
Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Oleylamine 7 OLY
ORIMULSION, seeAsphalt emulsion ASQ
Oxyalkylated alkyl phenol formaldehyde 33
Palm kernel acid oil 34 PNO
Palm kernel acid oil, methyl ester 34 PNF
Palm kernel oil, fatty acid, seePalm kernel acid oil PNO
Palm kernel oil, fatty acid methyl ester, seePalm kernel acid oil,
methyl ester
PNF
Palm stearin 34 PMS
n-Paraffins (C10-C20), seen-Alkanes (C10+) PFN ALJ
Paraldehyde 19 PDH
Paraldehyde-Ammonia reaction product 9 PRB
Pentachloroethane 36 PCE
Pentacosa(oxypropane-2,3-diyl)s 20 POY
Pentadecanol, seeAlcohols (C13+) PDC ALY
1,3-Pentadiene 30 PDE PDN
Pentaethylene glycol, seePolyethylene glycols
Pentaethylene glycol methyl ether, seePoly(2-8)alkylene glycol monoalkyl(C1-C6) ether
PAG
Pentaethylenehexamine 7 PEN
Pentaethylenehexamine, Tetraethylenepentamine mixture 7 PEP
Pentane 31 1 PTY IPT/PTA
Pentanoic acid 4 POC
n-Pentanoic acid, 2-Methyl butryic acid mixture 4 POJ POC
Pentasodium salt of Diethylenetriamine pentaacetic acid solution,
seeDiethylenetriamine pentaacetic acid, pentasodium salt solution
Pentene 30 PTX PTE
Pentyl aldehyde 19
n-Pentyl propionate 34 PPE
Perchloroethylene 36 2 PER TTE
Petrolatum 33 PTL
Phenol 21 PHN
1-Phenyl-1-xylyl ethane 32 PXE
Phosphate esters, alkyl(C12-C14)amine 7 PEA
Phosphoric acid 1 1 PAC
Phosphorus 0 1 PPW PPR/PPB
Phthalate based polyester polyol 0 1, 2 PBE
Phthalic anhydride 11 PAN
alpha-Pinene 30 PIO PIN
beta-Pinene 30 PIP PIN
Pine oil 33 PNL OPI
Polyalkyl(C18-C22) acrylate in Xylene 14 1 PIX
Polyalkylene glycol butyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
PGB PAG
Poly(2-8)alkylene glycol monoalkyl(C1-C6) ether 40 PAG
Including:
Diethylene glycol butyl ether
Diethylene glycol ethyl ether
Diethylene glycol n-hexyl ether
Diethylene glycol methyl ether
Diethylene glycol n-propyl ether
Dipropylene glycol butyl ether
Dipropylene glycol methyl ether
Polyalkylene glycol butyl ether
Polyethylene glycol monoalkyl ether
Polypropylene glycol methyl ether
Tetraethylene glycol methyl ether
Triethylene glycol butyl ether
Triethylene glycol ethyl ether
Triethylene glycol methyl ether
Tripropylene glycol methyl ether
Poly(2-8)alkylene glycol monoalkyl(C1-C6) ether acetate 34 PAF
Including:
Diethylene glycol butyl ether acetate
Diethylene glycol ethyl ether acetate
Diethylene glycol methyl ether acetate
Polyalkylene glycols, Polyalkylene glycol monoalkyl ethers mixtures
40 PPX
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Polyalkylene oxide polyol 20 PAO
Polyalkyl methacrylate (C1-C20)
Polyalkyl(C10-C20)methacrylate 14 1 PMT
Polyalkyl(C10-C18)methacrylate/Ethylene propylene copolymer
mixture
14 1 PEM
Polyaluminum chloride solution 1 1
Polybutadiene, hydroxyl terminated 20
Polybutene 30 PLB
Polybutenyl succinimide 10 PBS
Poly(2+)cyclic aromatics 32 PCA
Polydimethylsiloxane 34
Polyether (molecular weight 2000+) 41 PYR
Polyethylene glycol 40
Polyethylene glycol dimethyl ether 40
Polyethylene glycol monoalkyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
PEE PAG
Polyethylene polyamines 7 2 PEB
Polyferric sulfate solution 34 PSS
Polyglycerine, Sodium salts solution (containing less than 3%
Sodium hydroxide)
20 2 PGT
Polyglycerol 20 GCR
Polyisobutenamine in aliphatic (C10-C14) solvent 7 PIB
Polyisobutenyl anhydride adduct 11
Poly(4+)isobutylene 30
Polymethylene polyphenyl isocyanate 12 PPI
Polymethylsiloxane 34
Polyolefin (molecular weight 300+) 30
Polyolefin amide alkeneamine (C17+) 33 POH
Polyolefin amide alkeneamine (C28+) 33 POD
Polyolefin amide alkeneamine borate (C28-C250) 33 PAB
Polyolefin amide alkeneamine/Molybdenum oxysulfide mixture 7
Polyolefin amide alkeneamine polyol 20 PAP
Poly(C17+)olefin amine 7 POG
Polyolefinamine (C28-C250) 33 POM
Polyolefinamine in alkyl(C2-C4)benzenes 32 POF
Polyolefin aminoester salt 34 PAE
Polyolefin anhydride 11 PAR
Polyolefin ester (C28-C250) 34 POS
Polyolefin phenolic amine (C28-C250) 7 PPH
Polyolefin phosphorosulfide, barium derivative (C28-C250) 34 PPS
Poly(20)oxyethylene sorbitan monooleate 34 PSM
Poly(5+)propylene 30 PLQ PLP
Polypropylene glycol 40 PGC
Polypropylene glycol methyl ether, seePropylene glycol monoalkyl
ether
PGM PGE
Polysiloxane 34 DMP
Poly(tetramethylene ether) glycols (mw 950-1050) (alpha-hydro-
omega-Hydroxytetradeca(oxytetramethylene))
40 HTO
Polytetramethylene ether glycol 40
Potassium chloride solution 43 PCS (DRB)
Potassium formate solution 34 PFR
Potassium hydroxide solution (IMO cargo name),seeCaustic potash
solution
5 2 CPS
Potassium oleate 34 POE
Potassium salt of polyolefin acid 34
Potassium thiosulfate solution 43 PTF
Propane 31 1 PRP
Propanolamine 8 PAX MPA/PLA
Propionaldehyde 19 PAD
Propionic acid 4 PNA
Propionic anhydride 11 PAH
Propionitrile 37 PCN
n-Propoxypropanol, seePropylene glycol monoalkyl ether PXP PGE
Propyl acetate 34 IAC/PAT
Propyl alcohol 20 2 IPA/PAL
Propylamine 7 IPP/PRA
iso-Propylamine solution 7 IPO/IPQ
Propylbenzene 32 2 PBY PBZ/CUM
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
n-Propyl chloride 36 PRC
iso-Propylcyclohexane 31 1 IPX
Propylene 30 PPL
Propylene-butylene copolymer 30 PBP
Propylene carbonate 34
Propylene dimer 30 PDR
Propylene glycol 20 2 PPG
Propylene glycol n-butyl ether, seePropylene glycol monoalkyl ether
PGD PGE
Propylene glycol ethyl ether, seePropylene glycol monoalkyl ether PGY PGE
Propylene glycol methyl ether, seePropylene glycol monoalkyl
ether
PME PGE
Propylene glycol methyl ether acetate 34 PGN
Propylene glycol monoalkyl ether 40 PGE
Including:
n-Propoxypropanol
Propylene glycol n-butyl ether
Propylene glycol ethyl ether
Propylene glycol methyl ether
Propylene glycol propyl ether
Propylene glycol phenyl ether 40 PGP
Propylene glycol propyl ether, seePropylene glycol monoalkyl ether PGE
Propylene oxide 16 1 POX
Propylene, Propane, MAPP gas mixture 30 2 PPM
Propylene tetramer 30 PTT
Propylene trimer 30 PTR
Propyl ether 41 IPE/PRE
Pseudocumene, seeTrimethylbenzene TME/TRE
Pyridine 9 PRD
Pyridine bases, seeParaldehyde-Ammonia reaction product PRB
Roehm monomer 6615 14 1 RMN
Rosin oil 33 ORN
Rosin soap (disproportionated) solution 43 RSP
ROUNDUP (See also Glyphosate solution) 7 RUP
Rum, seeAlcoholic beverages
SAP 7001 0 1 SON
Sewage sludge 43
Silica slurry 43
Sludge, treated 43
Sodium acetate, Glycol, Water mixture (not containing Sodium hydroxide)
34 2 SAO SAP
Sodium acetate, Glycol, Water mixture (containing Sodium
hydroxide)
5 SAP SAO
Sodium acetate solution 34 SAN AKP
Sodium alkyl sulfonate solution 43 SSU
Sodium alkyl (C14-C17) sulfonates 60-65% solution (IMO cargo
name),seeAlkane (C14-C17) sulfonic acid, sodium salt solution
34 AKA
Sodium aluminate solution 5 SAU
Sodium aluminosillicate slurry 34
Sodium benzoate solution 34 SBN
Sodium borohydride, Sodium hydroxide solution 5 SBX SBH/SBI
Sodium carbonate solutions 5 SCE
Sodium chlorate solution 0 1, 2 SDD SDC
Sodium cyanide solution 5 SCS SCN
Sodium dichromate solution 0 1, 2 SDL SCR
Sodium dimethyl naphthalene sulfonate solution, seeDimethyl naphthalene sulfonic acid, sodium salt solution
DNS
Sodium hydrogen sulfide, Sodium carbonate solution 0 1, 2 SSS
Sodium hydrogen sulfite solution 43 SHX
Sodium hydrosulfide solution 5 2 SHR
Sodium hydrosulfide, Ammonium sulfide solution 5 2 SSA
Sodium hydroxide solution (IMO cargo name),seeCaustic soda
solution
5 2 CSS
Sodium hypochlorite solution 5 SHP/SHQ/(SHC)
Sodium lignosulfonate solution,see alsoLignin liquor 43
Sodium long chain alkyl salicylate (C13+) 34 SLS
Sodium 2-mercaptobenzothiazol solution 5 SMB
Sodium N-methyl dithio carbamate solution, seeMetam sodium MSS
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
solution
Sodium naphthalene sulfonate solution, seeNaphthalene sulfonic acid, sodium salt solution
SNS NSA
Sodium naphthenate solution, seeNaphthenic acid, sodium salt
solution
NTS
Sodium nitrite solution 5 SNI SNT
Sodium petroleum sulfonate 33 SPS
Sodium polyacrylate solution 43 2
Sodium salt of Ferric hydroxyethylethylenediaminetriacetic acid
solution, seeFerric hydroxyethylethylenediaminetriacetic acid,
trisodium salt solution
STA FHX
Sodium silicate solution 43 2 SSN SSC
Sodium sulfide, Hydrosulfide solution 0 1, 2 SSH/SSI/SSJ
Sodium sulfide solution 43 SDR
Sodium sulfite solution 43 SUP SUS
Sodium tartrates, Sodium succinates solution 43 STM
Sodium thiocyanate solution 0 1, 2 STS SCY
Sorbitol solutions 20 SBT
Soyabean oil (expoxidized) 34 OSC/EVO
Stearic acid, seeFatty acids (saturated, C14+) SRA FAD
Stearyl alcohol 20
Styrene 30 STY STX
Styrene monomer 30 STY STX
Sulfohydrocarbon (C3-C88) 33 SFO
Sulfohydrocarbon, long chain (C18+) alkylamine mixture 7 SFX
Sulfolane 39 SFL
Sulfonated polyacrylate solutions 43 2
Sulfur 0 1 SXX
Sulfuric acid 2 2 SFA
Sulfuric acid, spent 2 SAC
Sulfurized fat (C14-C20) 33 SFT
Sulfurized polyolefinamide alkene(C28-C250) amine 33 SPO
Tall oil 34 OTL
Tall oil fatty acid (Resin acids less than 20%) 34 2 TOF
Tall oil fatty acid, barium salt 0 1, 2 TOB
Tall oil soap (disproportionated) solution 43 TOS
Tallow 34 2 TLO
Tallow fatty acid 34 2 TFD
Tallow fatty alcohol, seeAlcohols (C13+) TFA ALY
Tallow nitrile 37 TAN
TAME, seetert-Amyl methyl ether AYE
1,1,2,2-Tetrachloroethane 36 TEC
Tetrachloroethylene, seePerchloroethylene TTE PER
Tetradecanol, seeAlcohols (C13+) TTN ALY
Tetradecene, see the olefins entries TTD
Tetradecylbenzene,seeAlkyl(C9+) benzenes 32 TDB AKB
Tetraethylene glycol 40 TTG
Tetraethylene glycol methyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
PAG
Tetraethylenepentamine 7 2 TTP
Tetrahydrofuran 41 THF
Tetrahydronaphthalene 32 THN
1,2,3,5-Tetramethylbenzene, seeTetramethylbenzene TTB TTC
Tetramethylbenzene 32 TTC TTB
Tetrapropylbenzene, seeAlkyl(C9+)benzenes AKB
Tetrasodium salt of EDTA solution, seeEthylenediaminetetraacetic acid, tetrasodium salt solution
EDS
Titanium dioxide slurry 43 TDS
Titanium tetrachloride 2 TTT
Toluene 32 TOL
Toluenediamine 9 TDA
Toluene diisocyanate 12 TDI
o-Toluidine 9 TLI
Triarylphosphate, seeTriisopropylated phenyl phosphates TRA TPL
Tributyl phosphate 34 TBP
1,2,4-Trichlorobenzene 36 TCB
1,1,1-Trichloroethane 36 2 TCE
1,1,2-Trichloroethane 36 TCM
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Trichloroethylene 36 2 TCL
1,2,3-Trichloropropane 36 2 TCN
1,1,2-Trichloro-1,2,2-trifluoroethane 36 TTF
Tricresyl phosphate 34 TCO/TCP
Tridecane, seen-Alkanes (C10+) TRD ALJ
Tridecanoic acid 34 TDO
Tridecanol, seeAlcohols (C13+) TDN ALY
Tridecene, seeOlefins (C13+) TDC
Tridecyl acetate 34 TAE
Tridecylbenzene,seeAlkyl(C9+) benzenes 32 2 TRB AKB
Triethanolamine 8 2 TEA
Triethylamine 7 TEN
Triethylbenzene 32 2 TEB
Triethylene glycol 40 TEG
Triethylene glycol butyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
PAG
Triethylene glycol butyl ether mixture 40
Triethylene glycol dibenzoate 34 TGB
Triethylene glycol di-(2-ethylbutyrate) 34 TGD
Triethylene glycol ether mixture 40
Triethylene glycol ethyl ether, seePoly(2-8)alkylene glycol
monoalkyl(C1-C6) ether
TGE PAG
Triethylene glycol methyl ether, seePoly(2-8)alkylene glycol monoalkyl(C1-C6) ether
TGY PAG
Triethylenetetramine 7 2 TET
Triethyl phosphate 34 TPS
Triethyl phosphite 34 2 TPI
Triisobutylene 30 TIB
Triisooctyl trimellitate 34
Triisopropanolamine 8 TIP
Triisopropanolamine salt of 2,4-Dichlorophenoxyacetic acid
solution, see2,4-Dichlorophenoxyacetic acid, Triisopropanolamine
salt solution
DTI
Triisopropylated phenyl phosphates 34 TPL
Trimethylacetic acid 4 TAA
Trimethylamine solution 7 TMT
Trimethylbenzene 32 2 TRE TME/TMB/TMD
Trimethylhexamethylenediamine (2,2,4- and 2,4,4-) 7 THA
Trimethylhexamethylene diisocyanate (2,2,4- and 2,4,4-) 12 THI
Trimethyl nonanol, seeDodecanol DDN
Trimethylol propane polyethoxylate 20 TPR
2,2,4-Trimethyl-1,3-pentanediol diisobutyrate 34 TMQ
2,2,4-Trimethyl-1,3-pentanediol-1-isobutyrate 34 TMP
2,2,4-Trimethyl-3-pentanol-1-isobutyrate 34
Trimethyl phosphite 34 2 TPP
1,3,5-Trioxane 41 2 TRO
Triphenylborane, Caustic soda solution 5 TPB
Tripropylene, seePropylene trimer PTR
Tripropylene glycol 40 TGC
Tripropylene glycol methyl ether, seePoly(2-8)alkylene glycol monoalkyl(C1-C6) ether
TGM PAG
Trisodium nitrilotriacetate 34
Trisodium phosphate solution 5 TSP
Trisodium salt of N-(Hydroxyethyl)ethylenediaminetriacetic acid
solution, seeN-(Hydroxyethyl)ethylenediaminetriacetic acid,
trisodium salt solution
HET
Trixylyl phosphate (IMO cargo name),seeTrixylenyl phosphate 34 TRP
Trixylenyl phosphate 34 TRP
Turpentine 30 TPT
Ucarsol CR Solvent 302 SG 8 UCS
Undecanoic acid 4 UDA
Undecanol, seeUndecyl alcohol UND
Undecene 30 UDC
Undecyl alcohol 20 UND
Undecylbenzene,seeAlkyl(C9+) benzenes UDB AKB
Urea, Ammonium mono- and di-hydrogen phosphate, Potassium
chloride solution
0 1 UPX
Urea, Ammonium nitrate solution (containing Ammonia) 6 UAS
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Urea, Ammonium nitrate solution (not containing Ammonia) 43 UAT ANU
Urea, Ammonium phosphate solution 43 UAP
Urea solution 43 URE
Valeraldehyde 19 VAK IVA/VAL
Vanillin black liquor 5 VBL
Vegetable oils, n.o.s. 34 VEO
Including:
Beechnut oil
Castor oil
Cocoa butter
Coconut oil
Corn oil
Cottonseed oil
Groundnut oil
Hazelnut oil
Linseed oil
Nutmeg butter
Oiticica oil
Olive oil
Palm kernel oil
Palm oil
Peel oil (oranges and lemons)
Perilla oil
Poppy oil
Raisin seed oil
Rapeseed oil
Rice bran oil
Safflower oil
Salad oil
Sesame oil
Soya bean oil
Sunflower seed oil
Tucum oil
Tung oil
Walnut oil
Vegetable acid oils and distillates, n.o.s. 34 VAO
Including:
Corn acid oil
Cottonseed acid oil
Dark mixed acid oil
Groundnut acid oil
Mixed acid oil
Mixed general acid oil
Mixed hard acid oil
Mixed soft acid oil
Rapeseed acid oil
Safflower acid oil
Soya acid oil
Sunflower seed acid oil
Vegetable protein solution 43
Vinyl acetate 13 1 VAM
Vinyl chloride 35 VCM
Vinyl ethyl ether 13 1 VEE
Vinylidene chloride 35 VCI
Vinyl neodecanate 13 1 VND
Vinyltoluene 13 1 VNT
Water 43
Waxes: WAX
Candelilla 34 WDC
Carnauba 34 WCA
Paraffin 31 1 WPF
Petroleum 33
Wine, seeAlcoholic beverages
White spirit (low (15-20%) aromatic) 33 WSL WSP
Xylene 32 XLX XLM/XLO/XLP
Xylenes, Ethylbenzene mixture 32 XEB
Xylenols 21 XYL
Zinc alkaryl dithiophosphate (C7-C16) 34 ZAD
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Chemical name Group No. Foot note CHRIS Code Related CHRIS Codes
Zinc alkenyl carboxamide 10 ZAA
Zinc alkyl dithiophosphate (C3-C14) 34 ZAP
Zinc bromide, Calcium bromide solution, seeDrilling brine (containing Zinc salts)
DZB
1. Because of very high reactivity or unusual conditions of carriage or potential compatibility problems, this commodity is not assigned to a specific group in the Compatibility Chart. For additional compatibility information, contact Commandant (CG-ENG-5), Attn: Hazardous Materials Division, U.S. Coast Guard Stop 7509, 2703 Martin Luther King Jr. Avenue SE., Washington, DC 20593-7509. Telephone 202-372-1420 or [email protected].
2. See Appendix I—Exceptions to the Chart.
[USCG 2000-7079, 65 FR 67162, Nov. 8, 2000, as amended by USCG-2006-25697, 71 FR 55746, Sept. 25, 2006; USCG-2008-0906, 73 FR 56510, Sept. 29, 2008; USCG-2009-0702, 74 FR 49236, Sept. 25, 2009; USCG-2010-0759, 75 FR 60003, Sept. 29, 2010; USCG-2012-0832, 77 FR 59783, Oct. 1, 2012; USCG-2013-0671, 78 FR 60155, Sept. 30, 2013]
Table II to Part 150—Grouping of Cargoes
0. Unassigned Cargoes
Acetone cyanohydrin 1 2
Alkylbenzenesulfonic acid 1 2
Aluminium chloride, Hydrochloric
acid solution 1
Ammonium hydrogen phosphate
solution 1
Ammonium nitrate solution 1
Ammonium thiocyanate, Ammonium
thiosulfate solution 1
Benzenesulfonyl chloride 1 2
gamma-Butyrolactone 1 2
Chlorine 1
Chlorosulfonic acid 1
Decyloxytetrahydro-thiophene
dioxide 2
tert-Dodecanethiol 2
2,4-Dichlorophenoxyacetic acid,
Dimethylamine salt solution 1 2
Dimethylamine salt of 2,4-
Dichlorophenoxyacetic acid solution
1 2
Diphenylol propane-Epichlorohydrin
resins 1
Dodecylbenzenesulfonic acid 1 2
Dodecyl hydroxypropyl sulfide 2
Ethylene oxide 1
Hydrogen peroxide solutions 1
Lactic acid 2
Long chain alkaryl sulfonic acid
(C16-C60) 2
Magnesium chloride solution 1 2
Molasses residue 1
Motor fuel antiknock compounds
containing Lead alkyls 1
Naphthalene sulfonic acid-
formaldehyde copolymer, sodium salt
solution 1
NIAX POLYOL APP 240C 1 2
Nitrating acid 1
Nitric acid (greater than 70%) 1
o-Nitrophenol 1 2
Noxious Liquid Substance, n.o.s.
(NLS's) 1
Oleum 1 2
Phosphorus 1
Phthalate based polyester polyol 2
SAP 7001 1
Sodium chlorate solution 1 2
Sodium dichromate solution 1 2
Sodium hydrogen sulfide, Sodium
carbonate solution 1 2
Sodium sulfide, Hydrosulfide
solution 1 2
Sodium thiocyanate solution 1 2
Sulfur 1
Tall oil fatty acid, barium salt 2
Urea, Ammonium mono- and di-
hydrogen phosphate, Potassium
chloride solution
1. Non-Oxidizing Mineral Acids
Di-(2-ethylhexyl)phosphoric acid
Ferric chloride solution
Fluorosilicic acid
Hydrochloric acid
Phosphoric acid
Polyaluminum chloride solution
2. Sulfuric Acids
Sulfuric acid2
Sulfuric acid, spent
Titanium tetrachloride
3. Nitric Acid
Ferric nitrate, Nitric acid solution
Nitric acid (70% or less)
4. Organic Acids
Acetic acid 2
Acrylic acid 2
Butyric acid
Cashew nut shell oil (untreated)
Citric acid
Chloroacetic acid solution
Chloropropionic acid
Decanoic acid
2,2-Dichloropropionic acid
2,2-Dimethyloctanoic acid
2-Ethylhexanoic acid
Formic acid 2
Glycolic acid
Glyoxylic acid
n-Heptanoic acid
Hexanoic acid
2-Hydroxy-4-(methylthio)butanoic
acid
Methacrylic acid
Naphthenic acid
Neodecanoic acid
Nonanoic acid
Nonanoic, Tridecanoic acid mixture
Octanoic acid
n-Pentanoic acid, 2-Methyl butryic
acid mixture
Pentanoic acid
Propionic acid
Trimethylacetic acid
Undecanoic acid
5. Caustics
Ammonium sulfide solution
Calcium hypochlorite solutions
Caustic potash solution 2
Caustic soda solution 2
Cresylate spent caustic
Cresylic acid, sodium salt solution
Kraft black liquor
Kraft pulping liquors
Mercaptobenzothiazol, sodium salt
solution
Potassium hydroxide solution 2
Sodium acetate, Glycol, Water
mixture (containing Sodium
hydroxide)
Sodium aluminate solution
Sodium borohydride, Sodium
hydroxide solution
Sodium carbonate solutions
Sodium cyanide solution
Sodium hydrosulfide solution 2
Sodium hydrosulfide, Ammonium
sulfide solution 2
Sodium hydroxide solution 2
Sodium hypochlorite solution
Sodium 2-mercaptobenzothiazol
solution
Sodium naphthenate solution
Sodium nitrite solution
Triphenylborane, Caustic soda
solution
Trisodium phosphate solution
Vanillin black liquor
6. Ammonia
Ammonia, anhydrous
Ammonia, aqueous
Ammonium hydroxide (28% or less
Ammonia)
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© Marstal Navigationsskole - April 14
Ammonium nitrate, Urea solution
(containing Ammonia)
Urea, Ammonium nitrate solution
(containing Ammonia)
7. Aliphatic Amines
N-Aminoethylpiperazine
Butylamine
Cyclohexylamine
Dibutylamine
Diethylamine2
Diethylenetriamine2
Diisobutylamine
Diisopropylamine
Dimethylamine
Dimethylamine solution
N,N-Dimethylcyclohexylamine
N,N-Dimethyldodecylamine
Di-n-propylamine
Diphenylamine, reaction product with
2,2,4-Trimethylpentene
Diphenylamines, alkylated
Dodecylamine, Tetradecylamine
mixture2
Dodecyldimethylamine,
Tetradecyldimethylamine mixture
Ethylamine2
Ethylamine solution
Ethyleneamine EA 13022
N-Ethyl-n-butylamine
N-Ethyl cyclohexylamine
Ethylenediamine2
2-Ethyl hexylamine
N-Ethylmethylallylamine
Glyphosate solution (not containing
surfactant)
Hexamethylenediamine
Hexamethylenediamine solution
Hexamethylenetetramine
Hexamethylenetetramine solutions
Hexamethylenimine
HiTec 321
bis-(Hydrogenated tallow
alkyl)methyl amines
Isophorone diamine
Long chain polyetheramine in
alkyl(C2–C4)benzenes
Metam sodium solution
Methylamine solutions
Morpholine2
Oleylamine
Pentaethylenehexamine
Pentaethylenehexamine,
Tetraethylenepentamine mixture
Phosphate esters, alkyl (C12–C14)
amine
Polyethylene polyamines2
Polyolefin amide alkeneamine
(C28+)
Polyisobutenamine in aliphatic (C10–
C14) solvent
Poly (C17+) olefin amine
Polyolefin amide
alkeneamine/Molybdenum oxysulfide
mixture
Propanil, Mesityl oxide, Isophorone
mixture
Propylamine
iso-Propylamine solution
Roundup
Sulfohydrocarbon, long chain (C18+)
alkylamine mixture
Tetraethylenepentamine2
Triethylamine
Triethylenetetramine2
Trimethylamine solution
Trimethylhexamethylene diamine
(2,2,4- and 2,4,4-)
8. Alkanolamines
2-(2-Aminoethoxy)ethanol
Aminoethyldiethanolamine,
Aminoethylethanolamine solution
Aminoethylethanolamine
2-Amino-2-methyl-1-propanol
Diethanolamine
Diethylaminoethanol
Diethylethanolamine
Diisopropanolamine
Dimethylethanolamine
Ethanolamine
Ethoxylated long chain (C16+)
alkyloxyalkanamine
Methyl diethanolamine
Propanolamine
Triethanolamine2
Triisopropanolamine
Ucarsol CR Solvent 302 SG
9. Aromatic Amines
Alkyl (C8–C9) phenylamine in
aromatic solvents
Aniline
Calcium long chain alkyl phenolic
amine (C8–C40)
4-Chloro-2-methylphenoxyacetic
acid, Dimethylamine salt solution
Dialkyl (C8–C9) diphenylamines
2,6-Diethylaniline
Dimethylamine salt of 4-Chloro-2-
methylphenoxyacetic acid solution
2,6-Dimethylaniline
Diphenylamine
2-Ethyl-6-methyl-N-(1′-methyl-2-
methoxyethyl)aniline
2-Methyl-6-ethyl aniline
2-Methyl-5-ethyl pyridine
Methyl pyridine
3-Methylpyridine
N-Methyl-2-pyrrolidone2
Paraldehyde-Ammonia reaction
product
Pyridine
Pyridine bases
Toluenediamine
p-Toluidine
10. Amides
Acetochlor
Acrylamide solution
Alkenyl(C11+)amide
N,N-Dimethylacetamide
N,N-Dimethylacetamide solution
Dimethylformamide
Formamide
N,N-bis(2-Hydroxyethyl) oleamide
Octadecenoamide
Zinc alkenyl carboxamide
11. Organic Anhydrides
Acetic anhydride
Alkenylsuccinic anhydride
Maleic anhydride
Phthalic anhydride
Polyisobutenyl anhydride adduct
Polyolefin anhydride
Propionic anhydride
12. Isocyanates
Diphenylmethane diisocyanate
Hexamethylene diisocyanate
Isophorone diisocyanate
Polymethylene polyphenyl isocyanate
Toluene diisocyanate
Trimethylhexamethylene
diisocyanate (2,2,4- and 2,4,4-)
13. Vinyl Acetate
Vinyl acetate
Vinyl ethyl ether
Vinyl neodecanate
Vinyl toluene
14. Acrylates
Butyl acrylate
Butyl methacrylate
Butyl methacrylate, Decyl
methacrylate, Cetyl-Eicosyl
methacrylate mixture
Cetyl-Eicosyl methacrylate mixture
Decyl acrylate
Dodecyl methacrylate
Dodecyl-Octadecyl methacrylate
mixture
Dodecyl-Pentadecyl methacrylate
mixture
Ethyl acrylate
2-Ethylhexyl acrylate
Ethyl methacrylate
2-Hydroxyethyl acrylate2
Methacrylic resin in Ethylene
dichloride
Methyl acrylate
Methyl methacrylate
Nonyl methacrylate
Polyalkyl(C18 - C22) acrylate in
Xylene
Polyalkyl (C10–C18)
methacrylate/Ethylene
Polyalkyl (C10–C20) methacrylate
Propylene copolymer mixture
75
© Marstal Navigationsskole - April 14
Roehm monomer 6615
15. Substituted Allyls
Acrylonitrile2
Allyl alcohol2
Allyl chloride
1,3-Dichloropropene
Dichloropropene, Dichloropropane
mixtures
Methacrylonitrile
16. Alkylene Oxides
Butylene oxide
Ethylene oxide, Propylene oxide
mixtures
Propylene oxide
17. Epichlorohydrin
Chlorohydrins
Epichlorohydrin
18. Ketones
Acetone2
Acetophenone
Amyl methyl ketone
Butyl heptyl ketone
Camphor oil
1-(4-Chlorophenyl)-4,4-dimethyl
pentan-3-one2
Cyclohexanone
Cyclohexanone, Cyclohexanol
mixtures2
Diisobutyl ketone
Ethyl amyl ketone
Epoxy resin
Ketone residue
Isophorone2
Mesityl oxide2
Methyl amyl ketone
Methyl butyl ketone
Methyl butyl ketone
Methyl ethyl ketone2
Methyl heptyl ketone
Methyl isoamyl ketone
Methyl isobutyl ketone2
Methyl propyl ketone
Trifluralin in Xylene
19. Aldehydes
Acetaldehyde
Acrolein2
Butyraldehyde
Crotonaldehyde2
Decaldehyde
Ethylhexaldehyde
2-Ethyl-3-propylacrolein2
Formaldehyde, Methanol mixtures2
Formaldehyde solution2
Furfural
Glutaraldehyde solution
Glyoxal solutions
3-Methyl butyraldehyde
Methylolureas
3-(Methylthio)propionaldehyde
Octyl aldehyde
Paraldehyde
Pentyl aldehyde
Propionaldehyde
Valeraldehyde
20. Alcohols, Glycols
Acrylonitrile-Styrene copolymer
dispersion in Polyether polyol
Alcoholic beverages
Alcohol polyethoxylates
Alcohol polyethoxylates, secondary
Alcohols (C13+)
Amyl alcohol
Behenyl alcohol
Brake fluid base mixtures
1,4-Butanediol
Butyl alcohol2
Butylene glycol2
Cetyl-Stearyl alcohol
Choline chloride solutions
Cyclohexanol
Decyl alcohol2
Diacetone alcohol2
Diethyl hexanol
Diisobutyl carbinol
2,2-Dimethylpropane-1,3-diol
Dodecanol
Dodecyl alcohol
Ethoxylated alcohols, C11-C15
2-Ethoxyethanol
Ethyl alcohol2
Ethyl butanol
Ethylene chlorohydrin
Ethylene cyanohydrin
Ethylene glycol2
2-Ethylhexanol
Furfuryl alcohol2
Glycerine2
Glycerine, Dioxanedimethanol
mixture
Glycerol monooleate
Heptanol
Hexamethylene glycol
Hexanol
Hexylene glycol
Hydroxy terminated polybutadiene
Icosa(oxypropane-2,3-diyl)s
Lauryl polyglucose (50% or less)
3-Methoxy-1-butanol
Methyl alcohol2
Methyl amyl alcohol
Methyl butenol
Methylbutynol
2-Methyl-2-hydroxy-3-butyne
Methyl isobutyl carbinol
3-Methyl-3-methoxybutanol
2-Methyl-1,3-propanediol
Molasses
Nonyl alcohol2
Octanol2
Octyl alcohol2
Penacosa(oxypropane-2,3-diyl)s
Pentadecanol
Polyalkylene oxide polyol
Polybutadiene, hydroxy terminated
Polyglycerol
Polyglycerine, Sodium salts solution
(containing less than 3% Sodium
hydroxide)2
Polyolefin amide alkeneamine polyol
Propyl alcohol2
Propylene glycol2
Rum
Sorbitol solutions
Stearyl alcohol
Tallow fatty alcohol
Tetradecanol
Tridecanol
Trimethyl nonanol
Trimethylol propane polyethoxylate
Undecanol
Undecyl alcohol
21. Phenols, Cresols
Benzyl alcohol
Carbolic oil
Creosote2
Cresols
Cresylic acid
Cresylic acid dephenolized
Cresylic acid, tar
Dibutylphenols
2,4-Dichlorophenol
Dodecyl phenol
o-Ethylphenol
Long chain alkylphenate/phenol
sulfide mixture
Nonyl phenol
Octyl phenol
Phenol
Xylenols
22. Caprolactam Solutions
Caprolactam solution
23–29. Unassigned
30. Olefins
Amylene
Aryl polyolefin (C11–C50)
Butadiene
Butadiene, Butylene mixtures (cont.
Acetylenes)
Butene
Butene oligomer
Butylene
1,5,9-Cyclododecatriene
1,3-Cyclopentadiene dimer
Cyclopentadiene, Styrene, Benzene
mixture
Cyclopentene
Decene
Dicyclopentadiene
Diisobutylene
Dipentene
Dodecene
Ethylene
76
© Marstal Navigationsskole - April 14
Ethylene-Propylene copolymer
Ethylidene norbornene2
1-Heptene
Hexene
Isoprene
Isoprene concentrate (Shell)
Latex (ammonia (1% or less)
inhibited)
Methyl acetylene, Propadiene
mixture
Methyl butene
Methylcyclopentadiene dimer
2-Methyl-1-pentene
4-Methyl-1-pentene
alpha-Methyl styrene
Myrcene
Nonene
1-Octadecene
Octene
Olefin mixtures
alpha-Olefins (C6 - C18) mixtures
alpha-Olefins (C13+)
1,3-Pentadiene
Pentene
alpha-Pinene
beta-Pinene
Polybutene
Poly(4+)isobutylene
Polyolefin (molecular weight 300+)
Polypropylene
Poly(5+)propylene
Propylene
Propylene-butylene copolymer
Propylene dimer
Propylene, Propane, MAPP gas
mixture
Propylene tetramer
Propylene trimer
Styrene monomer
Tetradecene
Tridecene
Triisobutylene
Tripropylene
Turpentine
Undecene
31. Paraffins
Alkanes (C6–C9)
n-Alkanes (C10+)
iso- & cyclo-Alkanes (C10–C11)
iso- & cyclo-Alkanes (C12+)
Butane
Cycloheptane
Cyclohexane
Cyclopentane
Decane
Dodecane
Ethane
Ethyl cyclohexane
Heptane
Hexane2
Methane
Methylcyclohexane
2-Methyl pentane
Nonane
Octane
Pentane
Propane
iso-Propylcyclohexane
Tridecane
Waxes:
Paraffin
32. Aromatic Hydrocarbons
Alkyl(C3–C4)benzenes
Alkyl(C5–C8)benzenes
Alkyl(C9+)benzenes
Alkyl acrylate-Vinyl pyridine
copolymer in Toluene
Alkylbenzene, Alkylindane,
Alkylindene mixture (each C12–C17)
Benzene
Benzene hydrocarbon mixtures
(having 10% Benzene or more)
Benzene, Toluene, Xylene mixtures
Butylbenzene
Butyl phenol, Formaldehyde resin in
Xylene
Butyl toluene
Cumene
Cymene
Decylbenzene
Dialkyl(C10 - C14) benzenes
Diethylbenzene
Diisopropylbenzene
Diisopropyl naphthalene
Diphenyl
Dodecylbenzene
Dodecyl xylene
Ethylbenzene
Ethyl toluene
1-Hexadecylnaphthalene, 1,4-
bis(Hexadecyl)
Isopropylbenzene
Methyl naphthalene
Naphthalene
Naphthalene mixture
Naphthalene still residue
1-Phenyl-1-xylyl ethane
Poly(2+)cyclic aromatics
Polyolefin amine in alkylbenzenes
(C2–C4)
Propylbenzene
Pseudocumene
C9 Resinfeed (DSM)2
Tetradecylbenzene
Tetrahydronaphthalene
1,2,3,5-Tetramethylbenzene
Toluene
Tridecylbenzene
Triethylbenzene
Trimethylbenzene
Undecylbenzene
Xylene
Xylenes, Ethylbenzene mixture
33. Miscellaneous Hydrocarbon
Mixtures
Alachlor
Alkylbenzenesulfonic acid, sodium
salt solutions
Alkyl dithiothiadiazole (C6–C24)
Asphalt blending stocks, roofers flux
Asphalt blending stocks, straight run
residue
Asphalt emulsion
Aviation alkylates
Calcuim sulfonate, Calcium
carbonate, Hydrocarbon solvent
mixture
Coal tar
Coal tar distillate
Coal tar, high temperature
Coal tar pitch
Decahydronaphthalene
Degummed C9 (DOW)
Diphenyl, Diphenyl ether
Distillates, flashed feed stocks
Distillates, straight run
Drilling mud (low toxicity) ( if
flammable or combustible )
Gas oil, cracked
Gasoline blending stock, alkylates
Gasoline blending stock, reformates
Gasolines:
Automotive ( not over 4.23 grams
lead per gal. )
Aviation ( not over 4.86 grams lead
per gal. )
Casinghead ( natural )
Polymer
Straight run
Jet Fuels:
JP-4
JP-5
JP-8
Kerosene
Mineral spirits
Naphtha:
Coal tar solvent
Petroleum
Solvent
Stoddard solvent
Varnish Makers' and Painters'
Oil, fuel:
No. 1
No. 1-D
No. 2
No. 2-D
No. 4
No. 5
No. 6
Oil, misc:
Aliphatic
Aromatic
Clarified
Coal
Crude
Diesel
Gas, high pour
Heartcut distillate
Linseed
77
© Marstal Navigationsskole - April 14
Lubricating
Mineral
Mineral seal
Motor
Neatsfoot
Penetrating
Pine
Rosin
Sperm
Spindle
Turbine
Residual
Road
Transformer
Oxyalkylated alkyl phenol
formaldehyde
Petrolatum
Pine oil
Polyolefin amine (C28–C250)
Polyolefin amide alkeneamine
(C17+)
Polyolefin amide alkeneamine borate
(C28–C250)
Sodium petroleum sulfonate
Sulfohydrocarbon (C3–C88)
Waxes:
Petroleum
Sulfurized fat (C14–C20)
Sulfurized polyolefinamide
alkeneamines (C28–C250)
White spirit (low (15-20%) aromatic)
34. Esters
Alkane (C14–C17) sulfonic acid,
sodium salt solution
Alkyl(C8+)amine, Alkenyl (C12+)
acid ester mixture
Alkyl ester copolymer (C6–C18)
Alkyl(C7–C9) nitrates2
Alkyl (C8–C40) phenol sulfide
Alkyl (C10–C20, saturated and
unsaturated) phosphite
Alkyl sulfonic acid ester of phenol
Alkylaryl phosphate mixtures (more
than 40%
Amyl acetate
Animal and Fish oils, n.o.s.
Animal and Fish acid oils and
distillates, n.o.s.
Barium long chain alkaryl (C11–C50)
sulfonate
Barium long chain alkyl(C8–
C14)phenate sulfide
Benzene tricarboxylic acid trioctyl
ester
Benzyl acetate
Butyl acetate
Butyl benzyl phthalate
n-Butyl butyrate
Butyl formate
iso-Butyl isobutyrate
n-Butyl propionate
Calcium alkyl(C9)phenol sulfide,
polyolefin phosphorosulfide mixture
Calcium long chain alkaryl sulfonate
(C11–C50)
Calcium long chain alkyl phenate
sulfide (C8–C40)
Calcium long chain alkyl phenates
Calcium long chain alkyl salicylate
(C13+)
Calcium nitrate, Magnesium nitrate,
Potassium chloride solution
Calcium nitrate solution
Cobalt naphthenate in solvent
naphtha
Coconut oil, fatty acid
Copper salt of long chain alkanoic
acids
Cottonseed oil, fatty acid
Cyclohexyl acetate
Decyl acetate
Dialkyl(C7 - C13) phthalates
Dibutyl hydrogen phosphonate
Dibutyl phthalate
Diethylene glycol butyl ether acetate
Diethylene glycol dibenzoate
Diethylene glycol ethyl ether acetate
Diethylene glycol methyl ether
acetate
Diethylene glycol phthalate
Di-(2-ethylhexyl)adipate
Di-(2-ethylhexyl)phthalate
Diethyl phthalate
Diethyl sulfate
Diheptyl phthalate
Dihexyl phthalate
Di-n-hexyl adipate
Diisobutyl phthalate
Diisodecyl phthalate
Diisononyl adipate
Diisononyl phthalate
Diisooctyl phthalate
Dimethyl adipate
Dimethylcyclicsiloxane hydrolyzate
Dimethyl glutarate
Dimethyl hydrogen phosphite2
Dimethyl naphthalene sulfonic acid,
sodium salt solution2
Dimethyl phthalate
Dimethyl polysiloxane
Dimethyl succinate
Dinonyl phthalate
Dioctyl phthalate
Diphenyl tolyl phosphate, less than
0.02% ortho-isomer)
Dipropylene glycol dibenzoate
Dithiocarbamate ester (C7–C35)
Ditridecyl adipate
Ditridecyl phthalate
2-Dodecenylsuccinic acid,
dipotassium salt solution
Diundecyl phthalate
2-Ethoxyethyl acetate
Ethyl acetate
Ethyl acetoacetate
Ethyl butyrate
Ethylene carbonate
Ethylene glycol acetate
Ethylene glycol butyl ether acetate
Ethylene glycol diacetate
Ethylene glycol ethyl ether acetate
Ethylene glycol methyl ether acetate
Ethyl-3-ethoxypropionate
Ethyl hexyl phthalate
Ethyl propionate
Ethyl propionate
Fatty acids (saturated, C14+)
Glycerol polyalkoxylate
Glyceryl triacetate
Glycidyl ester of C10 trialkyl acetic
acid
Gylcidyl ester of tridecylacetic acid
Heptyl acetate
Hexyl acetate
Lauric acid
Lecithin
Magnesium long chain alkaryl
sulfonate (C11–C50)
Magnesium long chain alkyl phenate
sulfide (C8–C20)
Magnesium long chain alkyl
salicylate (C11+)
3-Methoxybutyl acetate
1-Methoxy-2-propyl acetate
Methyl acetate
Methyl acetoacetate
Methyl amyl acetate
Methyl butyrate
Methyl formate
3-Methyl-3-methoxybutyl acetate
Methyl salicylate
Metolachlor
Naphthalene sulfonic acid, sodium
salt solution (40% or less)
Nonyl acetate
n-Octyl acetate
Octyl decyl adipate
Oil, edible:
Beechnut
Castor
Cocoa butter
Coconut2
Cod liver
Corn
Cotton seed
Fish2
Groundnut
Hazelnut
Lard
Lanolin
Nutmeg butter
Olive
Palm2
Palm kernel
Peanut
Poppy
Poppy seed
Raisin seed
Rapeseed
Rice bran
Safflower
78
© Marstal Navigationsskole - April 14
Salad
Sesame
Soya bean
Sunflower
Sunflower seed
Tucum
Vegetable
Walnut
Oil, misc:
Animal
Coconut oil, fatty actid methyl ester
Cotton seed oil, fatty acid
Lanolin
Palm kernel oil, fatty acid methyl
ester
Palm oil, methyl ester
Pilchard
Perilla
Soapstock
Soyabean (epoxidized)
Tall
Tall, fatty acid2
Tung
Olefin/Alkyl ester copolymer
(molecular weight 2000+)
Oleic acid
Palm kernel acid oil
Palm kernel acid oil, methyl ester
Palm stearin
n-Pentyl propionate
Poly(2-8)alkylene glycol
monoalkyl(C1–C6) ether acetate
Polydimethylsiloxane
Polyferric sulfate solution
Polymethylsiloxane
Poly(20)oxyethylene sorbitan
monooleate
Polysiloxane
Polyolefin aminoester salt
Polyolefin ester (C28–C250)
Polyolefin phosphorosulfide, barium
derivative (C28–C250)
Potassium formate solution
Potassium oleate
Potassium salt of polyolefin acid
Propyl acetate
Propylene carbonate
Propylene glycol methyl ether acetate
Sodium acetate, Glycol, Water
mixture (not containing Sodium
hydroxide)2
Sodium acetate solution
Sodium benzoate solution
Sodium dimethyl naphthalene
sulfonate solution2
Sodium long chain alkyl salicylate
(C13+)
Sodium naphthalene sulfonate
solution
Soyabean oil (epoxidized)
Stearic acid
Tall oil
Tall oil fatty acid ( Resin acids less
than 20% )2
Tallow2
Tallow fatty acid2
Tributyl phosphate
Tricresyl phosphate
Tridecanoic acid
Tridecyl acetate
Triethylene glycol dibenzoate
Triethylene glycol di-(2-
ethylbutyrate)
Triethyl phosphate
Triethyl phosphite2
Triisooctyl trimellitate2
Triisopropylated phenyl phosphates
2,2,4-Trimethyl-1,3-pentanediol
diisobutyrate
2,2,4-Trimethyl-1,3-pentanediol-1-
isobutyrate
2,2,4-Trimethyl-3-pentanol-1-
isobutyrate
Trimethyl phosphite2
Trisodium nitrilotriacetate
Trixylyl phosphate
Trixylenyl phosphate
Vegetable acid oils and distillates,
n.o.s.
Vegetable oils, n.o.s.
Waxes:
Carnauba
Zinc alkaryl dithiophosphate (C7–
C16)
Zinc alkyl dithiophosphate (C3–C14)
35. Vinyl Halides
Vinyl chloride
Vinylidene chloride
36. Halogenated Hydrocarbons
Benzyl chloride
Bromochloromethane
Carbon tetrachloride2
Catoxid feedstock2
Chlorinated paraffins (C10 - C13)
Chlorinated paraffins (C14 - C17)
Chlorobenzene
Chlorodifluoromethane
Chloroform
Chlorotoluene
Dibromomethane
Dibutylphenols
3,4-Dichloro-1-butene
Dichlorobenzene
Dichlorodifluoromethane
1,1-Dichloroethane
1,6-Dichlorohexane
2,2′-Dichloroisopropyl ether
Dichloromethane
Dichloropropane
Ethyl chloride
Ethylene dibromide
Ethylene dichloride2
Methyl bromide
Methyl chloride
Monochlorodifluoromethane
n-Propyl chloride
Pentachloroethane
Perchloroethylene
1,1,2,2-Tetrachloroethane
1,2,3-Trichlorobenzene
1,2,4-Trichlorobenzene
1,1,1-Trichloroethane2
1,1,2-Trichloroethane
Trichloroethylene2
1,2,3-Trichloropropane
1,1,2-Trichloro-1,2,2-trifluoroethane
37. Nitriles
Acetonitrile
Adiponitrile
Lactonitrile solution
Propionitrile
Tallow nitrile
38. Carbon Disulfide
Carbon disulfide
39. Sulfolane
Sulfolane
40. Glycol Ethers
Alkyl (C7-C11) phenol poly(4-
12)ethoxylate
Alkyl (C9-C15) phenyl propoxylate
Diethylene glycol2
Diethylene glycol butyl ether
Diethylene glycol dibutyl ether
Diethylene glycol diethyl ether
Diethylene glycol ethyl ether
Diethylene glycol methyl ether
Diethylene glycol n-hexyl ether
Diethylene glycol phenyl ether
Diethylene glycol propyl ether
Dipropylene glycol
Dipropylene glycol butyl ether
Dipropylene glycol methyl ether
Ethoxy triglycol
Ethylene glycol hexyl ether
Ethylene glycol methyl butyl ether
Ethylene glycol monoalkyl ethers
Ethylene glycol tert-butyl ether
Ethylene glycol butyl ether
Ethylene glycol dibutyl ether
Ethylene glycol ethyl ether
Ethylene glycol isopropyl ether
Ethylene glycol methyl ether
Ethylene glycol phenyl ether
Ethylene glycol phenyl ether,
Diethylene glycol phenyl ether
mixture
Ethylene glycol propyl ether
Hexaethylene glycol
Methoxy triglycol
Nonyl phenol poly(4+)ethoxylates
Pentaethylene glycol methyl ether
Polyalkylene glycol butyl ether
Polyalkylene glycols, Polyalkylene
glycol monoalkyl ethers mixtures
Polyethylene glycols
Polyethylene glycol dimethyl ether
79
© Marstal Navigationsskole - April 14
Poly(2-8)alkylene glycol
monoalkyl(C1–C6) ether
Polyethylene glycol monoalkyl ether
Polypropylene glycol methyl ether
Polypropylene glycols
Poly(tetramethylene ether) glycols
(mw 950–1050)
Polytetramethylene ether glycol
n-Propoxypropanol
Propylene glycol monoalkyl ether
Propylene glycol ethyl ether
Propylene glycol methyl ether
Propylene glycol n-butyl ether
Propylene glycol phenyl ether
Propylene glycol propyl ether
Tetraethylene glycol
Tetraethylene glycol methyl ether
Triethylene glycol
Triethylene glycol butyl ether
Triethylene glycol butyl ether
mixture
Triethylene glycol ether mixture
Triethylene glycol ethyl ether
Triethylene glycol methyl ether
Tripropylene glycol
Tripropylene glycol methyl ether
41. Ethers
Alkaryl polyether (C9–C20)
tert-Amyl methyl ether
Butyl ether
2,2′-Dichloroethyl ether
Diethyl ether
Diglycidyl ether of Bisphenol A
Diglycidyl ether of Bisphenol F
Dimethyl furan
1,4-Dioxane
Diphenyl ether
Diphenyl ether, Diphenyl phenyl
ether mixture
Ethyl tert-butyl ether2
Ethyl ether
Long chain alkaryl polyether (C11–
C20)
Methyl-tert-butyl ether2
Methyl tert-pentyl ether
Propyl ether
Tetrahydrofuran
1,3, 5-Trioxane
Polyether (molecular weight 2000+)
42. Nitrocompounds
o-Chloronitrobenzene
Dinitrotoluene
Nitrobenzene
Nitroethane
Nitroethane, 1-Nitropropane mixture
Nitropropane
Nitropropane, Nitroethane mixtures
Nitrotoluene
43. Miscellaneous Water Solutions
Alkyl polyglucoside solutions
Aluminum sulfate solution2
2-Amino-2-hydroxymethyl-1,3-
propanediol solution
Ammonium bisulfite solution2
Ammonium lignosulfonate solution
Ammonium nitrate, Urea solution
(not containing Ammonia)
Ammonium polyphosphate solution
Ammonium sulfate solution
Ammonium thiosulfate solution
Sulfonated polyacrylate solutions2
Calcium bromide solution
Calcium chloride solution
Calcium lignosulfonate solution
Caramel solutions
Clay slurry
Corn syrup
Dextrose solution
2,4-Dichlorophenoxyacetic acid,
Diethanolamine salt solution
2,4-Dichlorophenoxyacetic acid,
Triisopropanolamine salt solution2
Diethanolamine salt of 2,4-
Dichlorophenoxyacetic acid solution
Diethylenetriamine pentaacetic acid,
pentasodium salt solution
Dodecyl diphenyl ether disulfonate
solution
Drilling brine (containing Calcium,
Potassium, or Sodium salts)
Drilling brine (containing Zinc salts)
Drilling mud (low toxicity) ( if non-
flammable or non-combustible )
Ethylenediaminetetracetic acid,
tetrasodium salt solution
Ethylene-Vinyl acetate copolymer
emulsion
Ferric hydroxyethylethylenediamine
triacetic acid, trisodium salt solution2
Fish solubles ( water based fish meal
extracts )
Fructose solution
Fumaric adduct of Rosin, water
dispersion
Hexamethylenediamine adipate
solution
N-(Hydroxyethyl)ethylene diamine
triacetic acid, trisodium salt solution
Kaolin clay slurry
Latex, liquid synthetic
Lignin liquor
Liquid Streptomyces solubles
l-Lysine solution
N-Methylglucamine solution
Naphthenic acid, sodium salt solution
Potassium chloride solution
Potassium thiosulfate solution
Rosin soap (disproportionated)
solution
Sewage sludge, treated
Sodium alkyl sulfonate solution
Sodium hydrogen sulfite solution
Sodium lignosulfonate solution
Sodium polyacrylate solution2
Sodium salt of Ferric
hydroxyethylethylenediamine
triacetic acid solution
Sodium silicate solution2
Sodium sulfide solution
Sodium sulfite solution
Sodium tartrates, Sodium succinates
solution
Sulfonated polyacrylate solutions2
Tall oil soap (disproportionated)
solution
Tetrasodium salt of EDTA solution
Titanium dioxide slurry
Triisopropanolamine salt of 2,4-
Dichlorophenoxyacetic acid solution
Urea, Ammonium nitrate solution
(not containing Ammonia)
Urea, Ammonium phosphate solution
Urea solution
Vegetable protein solution
(hydrolysed)
Water
Footnotes to Table II 1 Because of very high reactivity or unusual conditions of carriage or potential compatibility problems, this product is not assigned to a specific group in the Compatibility Chart. For additional
compatibility information, contact Commandant (CG-ENG-5), Attn: Hazardous Materials Division, U.S. Coast Guard Stop 7509, 2703 Martin Luther King Jr. Avenue SE., Washington, DC 20593-
7509. Telephone 202-372-1420 or email [email protected] .
2 See Appendix I—Exceptions to the Chart
80
© Marstal Navigationsskole - April 14
Appendix I to Part 150—Exceptions to the Chart
(a). The binary combinations listed below have been tested as prescribed in Appendix III and found not to be dangerously reactive.
These combinations are exceptions to the Compatibility Chart
(Figure 1) and may be stowed in adjacent tanks.
Member of reactive
group Compatible with
Acetone (18) Diethylenetriamine (7)
Acetone cyanohydrin (0) Acetic acid (4)
Acrylonitrile (15) Triethanolamine (8)
1,3-Butylene glycol (20) Morpholine (7)
1,4-Butylene glycol (20) Ethylamine (7)
Triethanolamine (8)
gamma-Butyrolactone (0) N-Methyl-2-pyrrolidone (9)
Caustic potash, 50% or less (5) Isobutyl alcohol (20)
Ethyl alcohol (20)
Ethylene glycol (20) Isopropyl alcohol (20)
Methyl alcohol (20)
iso-Octyl alcohol (20)
Caustic soda, 50% or less (5) Butyl alcohol (20)
tert-Butyl alcohol,
Methanol mixtures Decyl alcohol (20)
iso-Decyl alcohol (20)
Diacetone alcohol (20) Diethylene glycol (40)
Dodecyl alcohol (20)
Ethyl alcohol (20) Ethyl alcohol (40%, whiskey)
(20)
Ethylene glycol (20) Ethylene glycol, Diethylene
glycol mixture (20)
Ethyl hexanol (Octyl alcohol) (20)
Methyl alcohol (20)
Nonyl alcohol (20) iso-Nonyl alcohol (20)
Propyl alcohol (20)
iso-Propyl alcohol (20) Propylene glycol (20)
Sodium chlorate solution (0)
iso-Tridecanol (20)
tert-Dodecanethiol (0) Acrylonitrile (15)
Diisodecyl phthalate (34)
Methyl ethyl ketone (18) iso-Nonyl alcohol (20)
Perchloroethylene (36)
iso-Propyl alcohol (20) Tall oil, crude
Dodecyl and Tetradecylamine
mixture (7)
Tall oil, fatty acid (34)
Ethylenediamine (7) Butyl alcohol (20) tert-Butyl alcohol (20)
Butylene glycol (20)
Creosote (21) Diethylene glycol (40)
Ethyl alcohol (20)
Ethylene glycol (20) Ethyl hexanol (20)
Glycerine (20)
Isononyl alcohol (20) Isophorone (18)
Methyl butyl ketone (18)
Methyl iso-butyl ketone (18) Methyl ethyl ketone (18)
Member of reactive
group Compatible with
Propyl alcohol (20)
Propylene glycol (20)
Oleum (0) Hexane (31) Dichloromethane (36)
Perchloroethylene (36)
1,2-Propylene glycol (20) Diethylenetriamine (7) Polyethylene polyamines (7)
Triethylenetetramine (7)
Sodium dichromate, 70% (0) Methyl alcohol (20)
Sodium hydrosulfide solution (5)
Methyl alcohol (20)
Iso-Propyl alcohol (20)
Sulfuric acid (2) Coconut oil (34) Coconut oil acid (34)
Palm oil (34)
Tallow (34)
Sulfuric acid, 98% or less (2) Choice white grease tallow (34)
(b). The binary combinations listed below have been determined to
be dangerously reactive, based on either data obtained in the literature or on laboratory testing which has been carried out in
accordance with procedures prescribed in Appendix III. These
combinations are exceptions to the Compatibility Chart (Figure 1) and may not be stowed in adjacent tanks.
Acetone cyanohydrin (0) is not compatible with Groups 1-12, 16, 17
and 22.
Acrolein (19) is not compatible with Group 1, Non-Oxidizing
Mineral Acids.
Acrylic acid (4) is not compatible with Group 9, Aromatic Amines.
Acrylonitrile (15) is not compatible with Group 5 (Caustics).
Alkylbenzenesulfonic acid (0) is not compatible with Groups 1-3, 5-
9, 15, 16, 18, 19, 30, 34, 37, and strong oxidizers.
Allyl alcohol (15) is not compatible with Group 12, Isocyanates.
Alkyl(C7-C9) nitrates (34) is not compatible with Group 1, Non-
oxidizing Mineral Acids.
Aluminum sulfate solution (43) is not compatible with Groups 5-11.
Ammonium bisulfite solution (43) is not compatible with Groups 1,
3, 4, and 5.
Benzenesulfonyl chloride (0) is not compatible with Groups 5-7, and
43.
1,4-Butylene glycol (20) is not compatible with Caustic soda solution, 50% or less (5).
gamma-Butyrolactone (0) is not compatible with Groups 1-9.
C9 Resinfeed (DSM) (32) is not compatible with Group 2, Sulfuric acid.
Carbon tetrachloride (36) is not compatible with
Tetraethylenepentamine or Triethylenetetramine, both Group 7, Aliphatic amines.
Catoxid feedstock (36) is not compatible with Group 1, 2, 3, 4, 5, or
12.
Caustic soda solution, 50% or less (5) is not compatible with 1,4-
Butylene glycol (20).
1-(4-Chlorophenyl)-4,4-dimethyl pentan-3-one (18) is not compatible with Group 5 (Caustics) or 10 (Amides).
Crotonaldehyde (19) is not compatible with Group 1, Non-Oxidizing
Mineral Acids.
Cyclohexanone, Cyclohexanol mixture (18) is not compatible with
Group 12, Isocyanates.
2,4-Dichlorophenoxyacetic acid, Triisopropanolamine salt solution (43) is not compatible with Group 3, Nitric Acid.
2,4-Dichlorophenoxyacetic acid, Dimethylamine salt solution (0) is
not compatible with Groups 1-5, 11, 12, and 16.
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Diethylenetriamine (7) is not compatible with 1,2,3-Trichloropropane, Group 36, Halogenated hydrocarbons.
Dimethyl hydrogen phosphite (34) is not compatible with Groups 1
and 4.
Dimethyl naphthalene sulfonic acid, sodium salt solution (34) is not
compatible with Group 12, Formaldehyde, and strong oxidizing
agents.
Dodecylbenzenesulfonic acid (0) is not compatible with oxidizing
agents and Groups 1, 2, 3, 5, 6, 7, 8, 9, 15, 16, 18, 19, 30, 34, and 37.
Ethylenediamine (7) and Ethyleneamine EA 1302 (7) are not compatible with either Ethylene dichloride (36) or 1,2,3-
Trichloropropane (36).
Ethylene dichloride (36) is not compatible with Ethylenediamine (7) or Ethyleneamine EA 1302 (7).
Ethylidene norbornene (30) is not compatible with Groups 1-3 and 5-
8.
2-Ethyl-3-propylacrolein (19) is not compatible with Group 1, Non-
Oxidizing Mineral Acids.
Ethyl tert-butyl ether (41) is not compatible with Group 1, Non-oxidizing mineral acids.
Ferric hydroxyethylethylenediamine triacetic acid, Sodium salt
solution (43) is not compatible with Group 3, Nitric acid.
Fish oil (34) is not compatible with Sulfuric acid (2).
Formaldehyde (over 50%) in Methyl alcohol (over 30%) (19) is not
compatible with Group 12, Isocyanates.
Formic acid (4) is not compatible with Furfural alcohol (20).
Furfuryl alcohol (20) is not compatible with Group 1, Non-Oxidizing
Mineral Acids and Formic acid (4).
2-Hydroxyethyl acrylate (14) is not compatible with Group 5, 6, or
12.
Isophorone (18) is not compatible with Group 8, Alkanolamines.
Magnesium chloride solution (0) is not compatible with Groups 2, 3,
5, 6 and 12.
Mesityl oxide (18) is not compatible with Group 8, Alkanolamines.
Methacrylonitrile (15) is not compatible with Group 5 (Caustics).
Methyl tert-butyl ether (41) is not compatible with Group 1, Non-
oxidizing Mineral Acids.
NIAX POLYOL APP 240C (0) is not compatible with Group 2, 3, 5,
7, or 12.
o-Nitrophenol (0) is not compatible with Groups 2, 3, and 5-10.
Octyl nitrates (all isomers), see Alkyl(C7-C9) nitrates.
Oleum (0) is not compatible with Sulfuric acid (2) and 1,1,1-
Trichloroethane (36).
Phthalate based polyester polyol (0) is not compatible with group 2,
3, 5, 7 and 12.
Polyglycerine, Sodium salts solution (20) is not compatible with Groups 1, 4, 11, 16, 17, 19, 21 and 22.
Propylene, Propane, MAPP gas mixture (containing 12% or less
MAPP gas) (30) is not compatible with Group 1 (Non-oxidizing mineral acids), Group 36 (Halogenated hydrocarbons), nitrogen
dioxide, oxidizing materials, or molten sulfur.
Sodium acetate, Glycol, Water mixture (1% or less Sodium hydroxide) (34) is not compatible with Group 12 (Isocyanates).
Sodium chlorate solution (50% or less) (0) is not compatible with Groups 1-3, 5, 7, 8, 10, 12, 13, 17 and 20.
Sodium dichromate solution (70% or less) (0) is not compatible with
Groups 1-3, 5, 7, 8, 10, 12, 13, 17 and 20.
Sodium dimethyl naphthalene sulfonate solution (34) is not
compatible with Group 12, Formaldehyde and strong oxidizing
agents.
Sodium hydrogen sulfide, Sodium carbonate solution (0) is not
compatible with Groups 6 (Ammonia) and 7 (Aliphatic amines).
Sodium hydrosulfide (5) is not compatible with Groups 6 (Ammonia) and 7 (Aliphatic amines).
Sodium hydrosulfide, Ammonium sulfide solution (5) is not compatible with Groups 6 (Ammonia) and 7 (Aliphatic amines).
Sodium polyacrylate solution (43) is not compatible with Group 3,
Nitric Acid.
Sodium silicate solution (43) is not compatible with Group 3, Nitric
Acid.
Sodium sulfide, hydrosulfide solution (0) is not compatible with Groups 6 (Ammonia) and 7 (Aliphatic amines).
Sodium thiocyanate (56% or less) (0) is not compatible with Groups
1-4.
Sulfonated polyacrylate solution (43) is not compatible with Group 5
(Caustics).
Sulfuric acid (2) is not compatible with Fish oil (34), or Oleum (0).
Tall oil fatty acid ( Resin acids less than 20% ) (34) is not compatible
with Group 5, Caustics.
Tallow fatty acid (34) is not compatible with Group 5, Caustics.
Tetraethylenepentamine (7) is not compatible with Carbon
tetrachloride, Group 36, Halogenated hydrocarbons.
1,2,3-Trichloropropane (36) is not compatible with Diethylenetriamine, Ethylenediamine, Ethyleaneamine EA 1302, or
Triethylenetetramine, all Group 7, Aliphatic amines.
1,1,1-Trichloroethane (36) is not compatible with Oleum (0).
Trichloroethylene (36) is not compatible with Group 5, Caustics.
Triethylenetetramine (7) is not compatible with Carbon tetrachloride,
or 1,2,3-Trichloropropane, both Group 36, Halogenated hydrocarbons.
Triethyl phosphite (34) is not compatible with Groups 1, and 4.
Trimethyl phosphite (34) is not compatible with Groups 1 and 4.
1,3,5-Trioxane (41) is not compatible with Group 1 (non-oxidizing
mineral acids) and Group 4 (Organic acids).
Appendix II to Part 150—Explanation of Figure 1
Definition of a hazardous reaction— As a first approximation, a
mixture of two cargoes is considered hazardous when, under
specified condition, the temperature rise of the mixture exceeds 25
°C or a gas is evolved. It is possible for the reaction of two cargoes to
produce a product that is significantly more flammable or toxic than the original cargoes even though the reaction is non-hazardous from
temperature or pressure considerations, although no examples of
such a reaction are known at this time.
Chart format— There are different degrees of reactivity among the
various cargoes. Many of them are relatively non-reactive: For
example, aromatic hydrocarbons or paraffins. Others will form hazardous combinations with many groups: For example, the
inorganic acids.
The cargo groups in the compatibility chart are separated into two categories: 1 through 22 are “Reactive Groups” and 30 through 43
are “Cargo Groups”. Left unassigned and available for future
expansion are groups 23 through 29 and those past 43. Reactive Groups contain products which are chemically the most reactive;
dangerous combinations may result between members of different
Reactive Groups and between members of Reactive Groups and
Cargo Groups. Products assigned to Cargo Groups, however, are
much less reactive; dangerous combinations involving these can be formed only with members of certain Reactive Groups. Cargo
Groups do not react hazardously with one another.
Using the Compatibility Chart— The following procedure explains how the compatibility chart should be used to find compatibility
information:
(1) Determine the group numbers of the two cargoes by referring to the alphabetical listing of cargoes and the corresponding groups
(Table I). Many cargoes are listed under their parent names; unless
otherwise indicated, isomers or mixtures of isomers of a particular cargo are assigned to the same group. For example, to find the group
number for Isobutyl Alcohol, look under the parent name Butyl
Alcohol. Similarly, the group number for para-Xylene is found under
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© Marstal Navigationsskole - April 14
the entry Xylene. If a cargo cannot be found in this listing, contact the Coast Guard for a group determination (see §150.140).
(2) If both group numbers are between 30 and 43 inclusive, the
products are compatible and the chart need not be used.
(3) If both group numbers do not fall between 30 and 43 inclusive,
locate one of the numbers on the left of the chart (Cargo Groups) and
the other across the top (Reactive Groups). (Note that if a group number is between 30 and 43, it can only be found on the left side of
the chart.) The box formed by the intersection of the column and row
containing the two numbers will contain one of the following:
(a) Blank—The two cargoes are compatible.
(b) “X”—The two cargoes are not compatible.
(Note that reactivity may vary among the group members. Refer to Table I or Table II to find whether the products in question are
referenced by a footnote which indicates that exceptions exist and are
listed in Appendix I. Unless the combination is specifically mentioned in Appendix I, it is compatible.)
[CGD 75–59, 45 FR 70263, Oct. 23, 1980, as amended by CGD 83–
047, 50 FR 33046, Aug. 16, 1985]
Examples
Combination Groups Compatible
Butyraldehyde/Acetic Acid 19/4 Yes.
Allyl Alcohol/Toluene Diisocyanate 15/12 No.
Decene/Ethyl Benzene 30/32 Yes.
Ethanolamine/Acetone 8/18 Yes.
Ammonia/Dimethylformamide 6/10 No.
Appendix III to Part 150—Testing Procedures for Determining
Exceptions to the Chart
experimental procedure for evaluating binary chemical reactivity
General safety precautions —Chemical reactivity tests have, by their nature, serious potential for injuring the experimenter or destroying
equipment. The experimenter should 1) have knowledge of the
magnitude of the reactivity to be expected, 2) use adequate facilities and protective equipment to prevent injury from splatter of materials
or release of fumes, and 3) start on a small scale so that unexpected
reactions can be safely contained. All tests should be performed in a well-ventilated laboratory hood provided with shields.
Testing chemicals other than liquids —The procedure outlined below was developed for chemicals which are liquids at ambient
temperatures. If one or both chemicals are normally shipped at
elevated temperatures, the same procedure may be followed except the chemicals are tested at their respective shipping temperatures and
the oil bath in Step 3 is maintained at a level 25 °C above the higher
temperature. This information is then indicated on the data sheet. If one of the chemicals is a gas at ambient temperatures, consult the
Coast Guard for additional instructions before proceeding with the
compatibility test.
Step 1
Objective—To determine if the test chemicals react violently and
present a safety hazard in further tests.
Procedure—Place 0.5ml of one (A) of the test chemicals in a
25×150mm test tube. Clamp the test tube to a stand behind a safety
shield (in a hood). Carefully add from a dropper 0.5ml of the other substance (B). Shake to induce mixing. If no immediate reaction
occurs, retain the mixture for at least 10 minutes to check for a
delayed reaction.
Results—If a violent reaction occurs, such as sputtering, boiling of
reactants or release of fumes, record the results on the Data Sheet
(appendix IV) and do not proceed to Step 2. If no reaction or a minor reaction occurs, proceed to Step 2.
Step 2
Objective—To determine the heat of reaction of two chemicals on mixing under specified conditions.
Procedure—These separate mixes of the proposed binary
combination will be tested. These are 2 ml : 18 ml, 10 ml : 10 ml, and 18 ml : 2 ml, respectively, to result in a final mixture of about 20
ml in each case.
A reference-junctioned thermocouple is prepared by inserting two lengths of 20 gauge or finer iron-constantan or chromelalumel duplex
thermocouple wire into glass capilary sheaths. The common wire of
each probe is joined, while the other wire of each is connected to a strip-chart recorder. The thermocouple probe which produces a
negative pen deflection upon warming is the reference junction and is
placed in a test tube of water at ambient laboratory temperature. The other probe is placed near the bottom of a Dewar flask of about
300ml capacity, such that the thermocouple will be below the surface
of the test mixture. The Dewar flask is equipped with a magnetic stirrer having a stirring bar coated with an inert material such as a
flourinated hydrocarbon.
Start the temperature recorder and stirrer. Deliver the test chemicals to the Dewar Flask simultaneously from separate graduated syringes.
If an exothermic reaction occurs, continue the test until the maximum
temperature is reached and begins to subside. If no apparent reaction occurs, continue the test for at least 30 minutes to check for a delayed
reaction. Stop agitation and observe the mixture at five-minute
intervals to determine if the mixture is miscible, if gases are evolved, or if other visible changes occur. In the interest of safety, a mirror
can be used for these observations. Repeat the above test for the
other mixture combinations.
Results—Record the results in the appropriate places on the Data
Sheet. If no reaction occurs or if the temperature rise is less than 25
°C, proceed to Step 3. If the observed temperature rise exceeds 25 °C or gases are evolved, do not proceed to Step 3.
Step 3
Objective—To determine if exothermic reactions occur at temperatures up to 50 °C.
Procedure—If a non-hazardous reaction occurred in Step 2, the ratio
of chemicals which resulted in the greatest temperature rise will be tested. Fresh chemicals will be used with a total volume for this test
of about 10ml (a ratio of 1ml:9ml, 5ml:5ml, or 9ml:1ml). If no
reaction was observed in Step 2, use a ratio of 5ml:5ml. Using the thermocouple prepared for Step 2, insert the reference probe into a
25×150mm test tube containing 10ml of water. Place the other probe
into an empty test tube. Start the temperature recorder and add the two chemicals of the combination, one at a time, to the empty test
tube. Lower the two test tubes into an oil bath maintained at 50 ±2
°C. Hold the samples in the oil bath until the maximum temperature differential is recorded, and in all cases at least 15 minutes. Observe
the test mixture to determine if gases are evolved or if other visible
changes occur. Follow prescribed safety precautions.
Results—Record the maximum differential temperature measured,
the time required to reach this temperature, and any other
observations in the proper space on the Data Sheet.
Send a copy of the Data Sheet for each binary chemical mixture
tested to: Commandant (G-MSO), U.S. Coast Guard, Washington, DC 20593–0001.
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© Marstal Navigationsskole - April 14
Tank Coating and Tank Construction Materials
Most tanks in modern tankers are coated. i.e. covered by a
protective layer of a substance mostly of a polymer nature. A
number of coatings with very specific properties has been
developed for use in chemical tankers, and to avoid damage to
the coating it is necessary to have a thorough knowledge of their
possibilities and to treat them properly.
Tanks are coated for the following purposes.
1. Diminishing of corrosion in the tanks.
2. Avoidance of contamination of the cargo by ferrous substances
such as rust or by residues from former cargoes.
3. Easier tank cleaning and gas freeing.
4. Easier tank inspection
To comply with the various demands which are aroused for
chemical tankers several types of coatings have been developed
in all kinds of qualities. Some of the more important are:
Epoxy: Resistant to many chemicals and light organic acids, poor re-
sistance to strong solvents such as ketones.
Polyurethane: Comparable to epoxy but with better resistance to fatty acids,
and poorer resistance to alkalines.
Neoprene: Primarily for acids and alkalines. Poorer resistance to solvents
and hydrocarbons.
Zinksilicate: Very resistant to solvents and hydrocarbons, but normally only
resistant to products in the pH-range from 6.5 to 9.
MarineLINE MarineLINE is a multifunctional polymer coating with a very
dense, highly cross-linked molecular structure.
The resistance is very good and also the physical properties are
promising. This kind of coating has been on the market since
mid 1990-ies.
Resistance list Prior to any loading in a vessel with coated tanks the Resistance
Lists of the coating should be consulted to find any restrictions
valid for the product. If a product is not included in the list or if
in doubt, the company should be contacted to get instructions.
Any errors in this field might lead to ruined coating and cargo.
On next two pages is shown an example on a “resistance list”
from the paint manufacturer Hempel. Hempel’s cargo tank
protection comprises three different makes of coating i.e. a zinc
silicate based coating and two qualities of an epoxy coating. The
resistant list can be accessed from www.hempel.com
Hempel’s Cargo protection Guide is a web-based database to
search for electronic information on the chemical resistance of
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Marstal Navigationsskole April 14
Hempel’s tank linings towards a large number of chemicals/
cargoes
Information in the Cargo Protection Guide can be found for
the following tank linings:
HEMPEL’s GALVOSIL 15700 (zinc ethyl silicate)
HEMPADUR 15500 (phenolic epoxy)
HEMPADUR 15400 (amine epoxy)
The resistance list offers a lot of information, for example:
-Chemical formula, if known.
The name of the product.
UN number, if any
MARPOL pollution category
Ship Type requirement
Resistance information and limitations
Methyl Acrylate carried in a cargo tank coated with
HEMPADUR 15500 is used as an example:
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Marstal Navigationsskole April 14
A thorough explanation of the different comments is given in
the introduction to the list, but below is as an example shown
Note 13:
Repairs of the coating should only be undertaken in accordance
with instructions from the manufacturer of the coating.
Normally the Company should be consulted before undertaking
such repairs due to the possibility of infringement of warranty
etc.
The use of hot water during tank cleaning should also be
considered well as most coatings have a temperature limit of
approximately 70° C.
If packing or heating-coils of special materials are incorporated
in the cargo system, the resistance of those should also be
considered.
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Marstal Navigationsskole April 14
Stainless steel Vessels with stainless steel tanks are considered to be resis-
tant to most products, but anyway care should be exercised as
some products will damage the surface of the steel. The most
problematic products in this respect are of course the strong
inorganic acids such as Sulphuric Acid and Phosphoric Acid.
Any tank cleaning involving sea water should always be
followed by a fresh water wash in order to remove traces of
Chloride as sea water and chloride is very corrosive to
stainless steel.
Below is shown an exempt of a resistance list for a high
grade stainless steel.
-o-
Remarks to ”Resistance”:
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Marstal Navigationsskole April 14
Passivation If the tank surface has been damaged it might be necessary to
perform a new passivation of the stainless steel surface. The
passivation can be performed in several ways, but the most
general is to spray the tank with a 20% nitric acid solution. In all
cases it is always a good idea to consult the manufacturer of the
steel plates before a passivation is carried out.
Advantages and disadvantages of zink silicate and epoxy paint
Zinc silicate Over the years inorganic zinc-rich coatings have proved
themselves to be durable tanklinings in a variety of service
applications. The paint itself consists of a single layer,
typically of 100 micron thickness, comprising of inorganic
silicates (or ethyl silicate) pigmented with a high
percentage of elemental zinc powder. Usually the
elemental zinc content is greater than 90 per cent of the
paint film by weight. Complex curing reactions bind the
zinc particles in an inorganic silicate matrix which
chemically adheres the coating to the steel substrate. The
result is a paint system with outstanding mechanical
strength.
The paint film is porous in nature, in that the cargo can
physically penetrate into the interstictices formed between
the zinc particles and the complex silicate matrix binder.
The porosity of these paint systems has two consequences.
On the good side, very volatile solvent-like cargoes can be
rapidly and virtually completely removed from the coating
by evaporation/ventilation upon completion of discharge.
Thus the potential risk of contamination of the subsequent
cargo is virtually nonexistent as no residues remain behind
within the coating. On the other hand, the same cannot be
said for heavier oil-like (residual) cargoes (e.g. lube oils),
which cannot be removed by evaporation/ventilation. The
presence of these substances within the pores of the
coating presents the vessel’s crew with tank cleaning
problem and the risk of contamination of the next cargo is
considerably increased especially if the next cargo is a
“good” solvent (e.g. motor gasoline or benzene, etc.).
In general the life expectancy of these coatings is
proportional to their thickness. This is because corrosion
protection is afforded to the steel substrate by virtue of a
sacrificial cathodic mechanism whereby the zinc content
of the coating ultimately becomes depleted.
A major disadvantage of zinc silicate coatings of this type
is their inability to resist cargoes in anything other than
narrow “neutral” range of acidity/alkalinity. Thus strong
acids and alkalies, vegetable oils and solvents prone to
hydrolysis (reaction with water to produce acids) cannot
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Marstal Navigationsskole April 14
be carried in cargo tanks lined with this type of paint. For
many shipowners this places an unacceptable restraint on
their trading activities and for this reason they elect to
have some or all of the cargo tanks of their vessel coated
with organic paint systems.
Epoxy paint Organic epoxy paint coatings comprise of a “family” of
products having slightly different properties. Suffice it to
say that epoxy paints consist of an organic resin system
which, when mixed with a hardener, forms a coating film
that produces a three-dimensional cross-linked array of
chemical bonds between the resin molecules. When fully
cured, this film offers corrosion protection to the steel
substrate by virtue forming a barrier between the cargo
and the steel.
The differing epoxy types, e.g. pure epoxy, phenolic
epoxy, isocyanate epoxy, etc., form cross-linkages to
different degrees resulting in increased resistance to
greater range of cargoes as the extent of cross-linking
increases.
Typically, organic coatings are applied in several layers
(three coats each of approximately 100 micron thickness)
to a steel substrate pre-prepared to a high standard using
blasting techniques. Temperature and humidity control of
tank atmospheres are usually necessary during application
of the coating as is attention to post-cure conditions.
In contrast to inorganic zinc paints, epoxy systems are
resistant to strong acids and alkalies and do not, in general,
absorb significant quantities of oil-like (residual)
substances. Such substances merely stay on the surface of
the paint where they can be removed by conventional
cleaning methods. Organic coatings do, however, absorb
significant quantities of solvent-like cargoes into the paint
film and subsequently desorb (release) these solvent
residues following discharge of the cargo. It is this
property of absorption and desorption of cargo residues to
and from organic coatings that has resulted in numerous
cargo contamination incidents.
Generally, absorption of a substance into a paint film
proceeds at an initially rapid (linear) rate and then falls to
zero when the film becomes saturated. In an analogous
way, desorption is initially rapid and eventually “tails-off”
to a level that does not necessarily represent a situation
where all of the absorbed substance is removed from the
paint film but a state, nonetheless, where no more is
desorbed. This is shown diagrammatically in the figure
below. (The diagram is notional only to illustrate the
underlying principles and are not meant for reference).
Absorption/desorption
of cargo
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Marstal Navigationsskole April 14
Absorption/Desorption of a Cargo in an Organic
Tanklining
0
2
4
6
8
10
12
14
16
18
0 2 4 6 8 10 12 14 16 18 20
Days
Weig
ht
of
Ab
so
rbed
Carg
o
(g/m
2)
It can be seen that in the above example the quantity of
absorbed cargo rapidly reaches a maximum within three
days but thereafter stays approximately at that level for the
duration of the laden passage. Following discharge (day
14) desorption occurs at a rapid rate until after four days
there is no significant further loss of the retained species.
It is emphasised that different epoxy types absorb and
desabsorb to differing extents and indeed considerable
variation is known to exist between similar generic types
of epoxy paint produced by the various paint
manufacturers.
In general it can be said that cargoes having small
molecular structures are able to penetrate organic coatings
to a greater extent than those cargoes with larger
molecules, thus methanol is known to be a very
penetrative cargo and is widely acknowledged within the
industry as being one of the most “aggressive” cargoes
that can be carried in organic coated tanks.
Absorption/desorption characteristics for each cargo will
differ.
The rate of absorption and desorption is critically
influenced not only by thickness of the paint film but also
by temperature. Absorption and desorption rates are
increased as temperature is raised. Thus it is in the
owners’ interests to carry cargo at the lowest practical
temperature (to lessen absorption) and to increase the
air/steel temperature of their cargo tanks following
completion of discharge of any cargo in order to maximise
the rate of desorption . It is also known that water greatly
influences the rate of absorption/desorption, some paint
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Marstal Navigationsskole April 14
systems having a considerably lower rate of sorption when
saturated with water. This effect has a direct bearing on
the type of tank cleaning which should be carried out after
discharge.
It can be appreciated that certain cargoes cannot be
entirely eradicated from some paint systems in a
reasonable time between discharge of one cargo and the
lifting of the next. These retained residues subsequently
contaminate the next cargo by the mechanism of continued
desorption and can sometimes be found to contaminate
second, third and even later subsequent cargoes. This is
especially true for highly odiforous cargoes such as
acrylates and styrene monomer where even sub-ppm
contaminations can, in the first instance, be readily
detected by simple odour evaluation tests. In an incident,
styrene monomer has been shown to be the contaminant in
a vegetable oil cargo despite being the third last cargo.
Whilst the concentration of styrene monomer was not
great (0.3 – 0.9 ppm wt) modern instrumental analytical
techniques are more than capable of detecting such trace
concentrations and such detection is sufficient to give rise
to a claim. Vegetable oil cargoes are especially susceptible
to contamination due to the fact that they are often carried
at elevated temperatures, which considerably increase the
rate of desorbing contaminants.
Faced with a conflicting interest between trading
economics and the possibility of contamination of the
cargo, what can a prudent owner do to reduce the risk of
contamination incidents?
- Coating choice is crucial. The absorption/desorption
characteristics of the paint systems currently available to
owners differ significantly. Some paints (the best) absorb
lesser quantities of cargo than similar specified products
from rival paint companies and desorb more completely.
Selection of such coating systems significantly reduces the
risk of contamination. In future, paint manufacturers will
formulate coatings that will outperform even the best of
those available today.
Allow coatings to desorb for as long as possible. The rate
of desorption is greatly increased by raising the
temperature of the coating within the tank. It is not
necessary to continuously ventilate the tank, this has been
shown to be ineffective.
Avoid the stowage of “sensitive” cargoes such as refined
foodstuffs, potable ethanol, methanol, ethylene glycol,
isopropanol, etc. in tanks where “incompatible” cargoes
have been stowed as first, second and, if possible,
third/fourth last.
Reducing the risk
of contamination
incidents
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Marstal Navigationsskole April 14
If unfavourable stowage is unavoidable, charterers should
be fully advised of the contamination potential and an
indemnity sought.
As a general rule, paint systems for tanks should not
develop substances that may contaminate the cargo. This
is particularly important for cargoes intended for human
consumption and pure chemical cargoes. Paint systems for
tanks for edible and potable cargoes must not develop
toxic substances or substances affecting colour or taste.
For this reason they need to be officially approved.
Consequently, the coating system should not only be
resistant to the separate cargoes but also to the alternating
action of different cargoes and cargo cleaning procedures.
While two successive cargoes may be individually
compatible with a tank coating system, a mixture of the
two, due to residues of the first cargo, may cause damage.
For instance when a cargo containing water follows a
Vinyl Acetate Monomer cargo, residues of Vinyl Acetate
Monomer in the tank lining (coating) will hydrolyse. By
this process Acetic Acid is formed which will cause
corrosion and attack the coating. Ethylene Dichloride
(EDC) and water will form Hydrochloric Acid, and
Chloroform and water form Formic Acid.
Therefore, special attention must be paid to additional
notes, containing warnings/restrictions, for instance
concerning acidity/alkalinity, presence of water in the
tanks, cleaning chemicals, cargo residues, etc.
A zinc silicate rich coating is not resistant to strong acids
or alkaline. Its suitability is limited to products in the pH
range between 5 and 9. The use of acidic or alkaline tank
cleaning products must also be avoided. Slight zinc pick-
up by the cargo is possible, depending on the cargo in
question.
As mentioned above, certain products, such as esters
(acetates, phthalates etc.) and chlorinated or brominated
materials can react with water to form acidic compounds.
Thus, although these products are suitable for storage in
coated tanks when dry, pre presence of water may make
them aggressive or totally unacceptable. Such products
must therefore be dry and carried in completely dry tanks
and water leaks must be avoided. Water contents should
not exceed 0.01%, same as 100 ppm. These products may
cause some discolouration of the coating. Subsequently
cleaning of the tanks may be difficult so that
contamination of susceptible cargoes could occur. These
products are variable in composition, depending on
source, and consequently the effects on the coating can
also differ.
Aggressive
products and by-
products
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All personnel, who enter the tank during inspection,
control, repair, maintenance etc., must wear soft – soled
shoes, and this is of special importance for epoxy coated
tanks, which have been exposed to chemicals, softening
the coating.
Tank cleaning chemicals, especially acidic, alkaline and
those with strong solvents, may lead to chemical damage
of the tank coating if used improperly. A list of accepted
tank cleaning chemicals should be available on board,
most delivered with the coating resistant list. Vegetable
and animal oils, fats, grease and waxes are esters of
polyols and fatty acids, and containing mostly free fatty
acids as well. If in contact with water at higher
temperatures these esters can saponify resulting in
increased free fatty acid content. These free fatty acids,
especially the short chain types, can be very aggressive to
tank coatings. Thus during loading, storage and discharge
the acid values should not exceed the maximum values
given in the coating resistance list. The fatty acids
accepted can be transported only if they are of normal
composition and do not contain more than 2% short chain
organic acids (below C6). These aggressive cargoes can
only be carried when the coating is fully cured. Full cure
will for example be obtained after transport of a hot cargo
such as lubricating oil, animal oil or vegetable oil at
temperatures of 60 C for five days.
Care of the coating
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Safety regulations and precautions
in port
When dangerous chemicals are transported by ship the
routines known from traditional oil transport are not suffi-
cient. When loading orders are recieved and when work-
ing out information sheets it should be considered if spe-
cial precautions should be taken, and whether personnel
on deck and in the engine-room should have special in-
structions.
Preparation of loading
Pre-arrival planning When loading orders are received the following should be
checked:
Are the products mentioned on the ship's "Certifi-
cate of Fitness" (CoF) or in chapter 18 of the IBC-
code or are they oils as defined in Marpol's Annex I.
Are there any restrictions in the IBC-code regarding
ship type or tank type (this will also be stated in the
CoF)
Are there any coating restrictions.
Are there any restrictions regarding filling of the
tanks because of high densities.
Afterwards the cargo can be "laid out" considering trim,
heating, and - of course - volumes. In this connection also
the filling limits should be taken into account.
IBC Chapter 16.1.3 states that “tanks carrying liq-
uids at ambient temperatures should be so loaded as
to avoid the tank becoming liquid full during the
voyage, having due regard to the highest tempera-
ture which the cargo may reach.”
It is normally assumed that a tank may be filled up
to 98 % but in order to be quite accurate one may
use the formula, which was given in the previous
edition of Tanker Safety Guide (Chemicals):
Filling ratio (% full) = 100(1 - αΔT) - S
where (α) = coefficient of cubic expansion per °C.
(ΔT) = expected maximum temperature rise
(°C).
S = Safety margin, usually 2 % of tank vol.
During the loading operation all tanks should be stopped
before the highest high-level alarm is reached, thus pre-
venting an overflow due to a leaking valve. If necesssary
Loading and
discharging
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the tanks can then be topped off to a higher level at the
end of the loading operation.
It should always be considered in which order the tanks
have to be filled, and which cargo pipes and valves to be
used for each product.
Any irregularities should be discussed with the owners as
soon as possible to enable the shore organisation to solve
eventual problems before arrival.
Important checks after arrival
Prior to commencement of loading the ship will be pre-
sented with a Safety Check List. These lists often vary
from port to port but the main content is of cause the
same. According to IMO such a check should be available
in writing and shall comprise safety regulations, handling
procedures and emergency procedures. A standard layout
can be found i several IMO and ICS publications - for ex-
ample in the "Tanker Safety Guide". The check list is
meant to cover all types of tankers and begins with a gen-
eral part, and then comes different parts covering special
types of tankers. In the following is shown the general part
and the special part for chemical tankers.
In many ports the ship will be presented with additional
Check Lists which must be read thoroughly.
On the pages are shown the parts of the Ship/Shore Safety
Check List that are relevant for a chemical tanker.
Ship/Shore Safety
Check List
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Loading Before loading it is very important to check the function of
the P/V-valves and the high-level alarms. Loading of
chemicals should always start with a slow loading rate in
order to assure that the uplining is correct and check for
leakage in the cargo piping in use. The maximum loading
rate is agreed with the loading master taking note of the
construction of the cargo piping, the ship's construction
and the danger of the chemical to be loaded.
Topping off should be carried out in accordance to the
method of gauging stated in the IMO-code, and always
recognizing the character of the cargo. Gauging should be
carried out in accordance with the specification in chapter
17 column j of the code. The following gauging methods
are considered:
Open device (O): Gauging with ullage-tape or -stick is allowed through open
hatch or ullage port.
Restricted device (R): It is allowed to use a gauging system, which permits minor
amount of vapour to come into contact with atmospheric
air during the gauging, but in the rest of the time is com-
pletely closed. A typical example of such a device is a
vertical pipe with a ball valve on top. It is then possible to
attach a special instrument to the ball valve,-open the
valve and make the gauging.
Closed device (C): It is allowed to use a system, which penetrates the top of
the tank, but moreover is vapour- and liquid tight. Exam-
ples are float systems, electronic- or magnetic systems or
tank radar.
Indirect device (I): This system does not permit penetration of the tank, so the
only way to measure the content of the tank is to weigh the
cargo (draft survey), use flow meter or similar.
The gas venting system requires special attention when
loading chemicals. IMO distinguishes in the product list
between open and controlled vent systems and for quite
special products systems with safety relief valve. The open
tank vent is only allowed for products with flash point
above 60°C and which does not have any health risk. In all
other instances special rules should be adhered to, where
an important point is that the gas outlet should be placed at
least 6 m above deck and walkway or 3 m above if the
ship is fitted with high velocity valves.
It is important to notice, when transporting health risky
products, if there are special requirements concerning han-
dling of the vapour mentioned in column o in the IMO-
code. For many products it is required that the vapour is
returned ashore via a so-called vapour-return line.
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If the ship has only one common gas vent system the ship
is not able to load different chemicals, which react with
each other. For such chemicals it is required that the va-
pours are effectively separated.
When loading air-reactive chemicals some special provi-
sions have to be taken. It might be necessary to use inert
gas produced on board, use nitrogen bought ashore or pro-
duced on board. For chemicals that react slowly with air it
may be sufficient to use padding i.e. changing of tank
atmosphere after end of loading.
The technique and the problems in regard to these things is
dealt with in the special chapter on inert gas etc. Informa-
tion about which products that require inerting can be
found in the IMO-code and handbooks, but of cause it is
also very important to follow the instructions in the charter
party.
Ullaging and sampling require special attention when
loading dangerous chemicals. It is wise to allow some time
for the products to settle down before taking the final ul-
lage. ICS recommends not to take samples or ullages until
30 minutes after ending of loading. Beware of overpres-
sure in the tank when opening ullage ports etc. Sampling
which is extremely important in the chemical trade should
be taken with care. Where it is possible the samples should
be taken at test cocks or by using the closed sampling sys-
tem if fitted in order to avoid release of cargo.
During these operations and also in connection with cargo
hose handling at the manifold, it should be considered
what kind of personal protection to be used. These consid-
erations about personal protection should of cause also be
taken during the normal cargo operation.
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Gas- and vapour formation and distribution.
Very intensive investigations on the behaviour of gases
and vapours have been performed, especially on oil and
product tankers, so that it should be possible to make a
judgement on where and when dangerous gases might be
present.
In the following we will not distinguish between vapours
and gases from oil products or chemicals but use the
common word "gas".
When loading a non-volatile cargo at temperatures well
below the flashpoint there will be no flammable gas haz-
ard. On the other hand loading a volatile cargo will have
the effect that a certain amount of gas is evolved depend-
ing of the vapour pressure of the product.
As a high vapour pressure cargo enters the empty gas free
tank there is a rapid evolution of gas. Because nearly all
gases are heavier than air, the gas forms a layer at the bot-
tom of the tank which rises with the liquid surface as the
tank is filled.
Once it has been formed, the depth of the layer increases
only slowly over the period of time normally required to
fill a tank, although ultimately an equilibrium gas mixture
is established throughout the ullage space.
The amount and concentration of gas forming this layer at
the beginning of the loading depend upon many factors,
including:
The true vapour pressure (TVP) of the cargo.
The amount of splashing as the chemical enters the
tank.
Loading into a gas
free tank
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The loading rate The gas concentration of the layer varies with distance
above the liquid surface. Very close to the surface it has a
value corresponding to the TVP of the liquid. For example
if the TVP is 0.75 bar the gas concentration just above the
surface is about 75 % by volume.
The gas layer depth varies of course also according to the
circumstances. But normally the gas layer depth during
loading will not be higher than 3 m when the TVP is less
than 1 bar. A rather steep decrease in gas concentration is
normal in the upper part of the layer so that only a relative
small part of the tank atmosphere is between LFL and
UFL and therefore flammable.
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Before loading it must be expected, that the gas concen-
tration is nearly the same all over the tank, and might very
well be flammable. If the last cargo has been a very vola-
tile product, the gas air mixture might be over-rich.
Both the tank and the gas outlet must be considered dan-
gerous.
When the loading is completed and vent system closed the
evaporation will continue until the equilibrium gas mix-
ture equal the TVP has been established. During the voy-
age further evaporation might take place due to climatic
changes with increasing temperature of the liquid.
Venting the gas The amount of gas which has to be vented during loading
depends on the evaporation rate and the loading rate. The
composition of the vent gas is dependant on the position of
the gas layer in the tank.
When loading into a gas free tank the vent gas at the be-
ginning will be nearly clean air. During the loading the gas
concentration increases and during the final part of the
loading toxic and flammable vent gas is to be expected.
Gas concentrations from 30 to 50 % or even more with
high vapour pressure cargoes are not unusual during the
end of the loading and when topping off.
If loading is performed into dirty or non gas free tanks,
dangerous vent gas must be expected during the whole
loading period.
When a product is discharged from a tank, the same vol-
ume of air has to be introduced into the tank through vent
openings. The incoming air dilute the gas in the tank by
turbulence and eddies whereby the gas concentration de-
creases.
During and after discharging a non volatile cargo, only
small gas concentrations in the tank is expected unless the
cargo has been heated during discharging, in which case
some evaporation might occur.
During discharge of volatile products, some constant
evaporation from the liquid surface occurs and due to tur-
bulence in the tank the whole tank atmosphere might be-
come flammable.
This flammable tank condition might very well be present
during the whole discharge period. Discharge rate seem to
be of minor importance to the gas concentration. After
discharge the whole tank atmosphere is to be considered
explosive, or at rare occasions overrich. Inerting during
discharging assure a safe tank condition.
Loading into a non
gas free tank
Gas evolution after
loading
Gas evolution
during discharging
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If water is introduced into the tank through the cargo lines
it must be anticipated that also gas might enter the tank,
even though tank cleaning and line flushing has been per-
formed. The gas might be present as a relatively thin layer
on top of the water surface.
Gas dispersion Investigations during the latest years has considerably in-
creased the knowledge of how gas is dispersed and diluted
to non flammable and non toxic concentrations.
Situations to which special attention has been paid are
those where outlet of gas might present a potential risk to
the crew and the ship. E. g.:
a: Gas evolution during loading and ballasting.
b: Outlets from P/V valves especially during the loaded
voyage.
c: Gas evolution and outlet when tank cleaning.
d: Gas freeing and tank ventilation.
e: Disconnection operations.
The investigations has revealed that flammable and toxic
gas may exist in a considerably larger distances from out-
lets than assumed earlier. Furthermore the investigations
has shown that the greatest gas concentrations are met
when topping off with open ullage holes, and that the larg-
est gas volumes discharged to the atmosphere are during
gas freeing.
There is a potential danger of fire if the flammable gas
zone reaches any location where there may be sources of
ignition such as:
a: The cargo deck which, although it is usually re-
garded as free of sources of ignition, is a work area.
b: Superstructures and deckhouses which the gas can
enter through doors, ports or ventilation intakes.
c: An adjacent jetty, the ship's side and the water sur-
face about the ship where boats with ignition
sources might enter.
Gas evolution during
introduction of water
into the tank
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fig. 1 Gas distribution when one tank is being topped off.
fig. 2 Three tanks being topped up
fig. 3 Loading from lighter.
fig. 4 Discharging to lighter
fig. 5 Topping off at low tide
fig. 6 Problems at shore during topping off
Investigation conditions: Calm wind. High vapour con-
centration (50 %). Test chemical: Pentane.
Wind speed Dilution of vent gas is directly dependent on the wind
speed. But experience at terminals seems to suggest that at
wind speeds above about 5 m/s dispersion is sufficient to
avoid any flammability risk, when venting through the
designated vent stacks.
At lower wind speeds caution should be observed as the
dispersion might further be complicated because the di-
rection and location of the gas movements are not always
predictable.
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In calm weather the density of the gas is important and
dangerous gas concentrations should be suspected at low
places on deck, along the ship's sides and on the water sur-
face.
According to the IBC-code special regulations for vent
systems has been laid down for chemical tankers. All
tanks should be provided with a vent system appropriate to
the cargoes the ship is certified to carry. Common gas
outlets are only acceptable if the vapours from the carried
products cannot react with each other in any way. IMO
distinguish between different tank vent systems.
Open venting: Open venting either through ullage openings or through
open pipings is allowed only for products with a flashpoint
above 60° C, and not offering a significant inhalation
health hazard.
Controlled venting: Controlled venting system require pressure/vacuum valves
on the vapour line from each tank and might either be
completely independent or connected on the pressure side
into common header or headers with due regard to cargo
segregation.
Valves in the vent system are not accepted, but by-pass
valves are allowed for certain operations.
Gas outlets should be positioned at least 6 m (4 m if the
ship is built before 1. january 1994) above the weather
deck or above the raised walkway if fitted within 4 m of
the walkway. If high velocity vent valves with a minimum
discharge velocity of at least 30 m/s pointing the gas
stream upwards are fitted the height of the vent outlet
might be reduced to 3 m.
Outlets should be positioned at least 10 m from any air
intakes or openings to accommodation, service and ma-
chinery spaces and ignition sources.
Toxic products might require larger outlet heights and
distances. Requirements are given in IBC code 15.12
Safety relief valves are required only on pressure tanks on
ships carrying special products with high vapour pressure.
Regulations for tank
vent systems
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PRES-VAC High speed valve
After tank cleaning it might be tempting to open the tank
hatches and tank cleaning openings believing that this
would contribute to a faster or a natural gas freeing proc-
ess. This is however an unsafe and dangerous method,
unpredictable amounts of gas might be present on the deck
area for a long time and the tanks are completely un-
protected from ignition sources.
SOLAS prescribe in Chapter II-2 reg. 59,2 (reg. 16.3.2 for
ships built after 1 July 2002) how purging and/or gas
freeing of cargo tanks should be performed.
Purging with IG until the gas concentration is below 2 vol.
% before purging with air.
1. Venting with air through vent outlets positioned as
described above.
2. Venting with a vertical vent velocity of at least 20
m/s through openings positioned at least 2 meters
above deck level and furnished with flame screens.
When the gas concentration is measured below 30 % of
LFL tank hatches etc. might be opened.
IBC chapter 8.5 also gives the requirements to gas freeing
in chemical tankers
Gas freeing after
tank cleaning
Ships with IG
system:
Ships without IG
system:
Item Description 1 House
2 Adapter
3 Pressure disc
4 Pressure seat
5 Booster
6 Booster Sleeve
7 Sleeve
8 Weight loading
9 Stem
10 Check lift
11 Vacuum house
12 Vacuum disc
13 Vacuum seat
14 Filter element
15 Venting cover
16 Check lift
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Personal safety In addition to fire and explosion hazards crew members
working on the tank deck should be aware of the possible
presence of harmful gases during the different cargo op-
erations. Personal safety protection equipment should al-
ways be used whenever the slightest possibility of per-
sonal contact with the cargo or harmful gases exists e. g.
when taking samples, ullage and temperature measure-
ments, or connecting and disconnecting hoses.
When standing at open hatches, don't stand with the wind
on your back as gas eddies might be formed on your front
side and eventually inhaled.
Positioning at open hatches
In stead of just releasing the gas evolved during
loading, resulting in air pollution it is possible to
divert the gas back to the terminal for further
processing. Some of the products mentioned in
IBC chapter 17 require the ship to be equipped
with a vapour return system but the code itself
does not in details specify the technical
construction of this system.
From 1990 USA has regulated this subject and the rules
will of course have an influence on the tank ventilation
and the vapour return system. In the following the Ameri-
can rules are summarised:
Vapour Control
Systems
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These regulations apply to oil- and chemical tankers. The regulations are found in Code
of Federal Regulations title 46 part 39, abbreviated to 46 CFR 39, and deal with Vapor
Control Systems (VCS). Please note that these regulations do not apply to gas tankers.
The regulations demand personnel who are in charge of operations involving VCS to
have participated in a training program covering the VCS of the particular ship. The
education or training shall include exercises and/or demonstration of the system in-
stalled on the ship covering normal operation and emergency procedures.
The training program must as a minimum cover the following:
Purpose of a vapor control system;
Principles of the vapor control system;
Components of the vapor control system
Hazards associated with the vapor control system
Coast Guard regulations in this part
Operating procedures, including:
Testing and inspection requirements,
Pre-transfer procedures,
Connection sequence,
Start-up procedures,
Normal operations;
Emergency procedures.
In 46 CFR 39 there are several requirements regarding design and capacity of the Vapor
collection System which will be too extensive to deal with in this course manual but
some of the interesting points are:
The vapor collection piping must be permanently installed, with the vessel's vapor
connection located as close as practical to the loading manifold
Incompatible vapors must be kept separate throughout the entire vapor collection
system
Vapor collection piping must be electrically bonded to the hull and must be elec-
trically continuous
An inerted tankship must have a means to isolate the inert gas supply from the vapor
collection system
An isolation valve capable of manual operation must be provided at the vessel vapor
connection. The valve must have an indicator to show clearly whether the valve is
in the open or closed position
The last 1.0 meter of vapor piping before the vessel vapor connection must be:
Painted red/yellow/red with the red bands 0.1 meter wide, and the middle yellow
band 0.8 meter wide; and labeled ``VAPOR'' in black letters. Each vessel vapor
connection flange must have a permanently attached 0.5 inch diameter stud at
least 1.0 inch long projecting outward from the flange face. This stud fits into a
hole in the hose flange and should thus prevent a liquid hose from being con-
nected to the vapor system.
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Vapour Manifold Presentation flanges, Orientation and labelling (from ISGOTT)
Each cargo vapor connection must be determined for each cargo handled by the va-
por collection tank of a vessel that is connected to a vapor collection system must
be equipped with a cargo gauging device which provides a closed gauging
arrangement and must be equipped with an intrinsically safe high level alarm and
a tank overfill alarm.
The VCS must be capable of discharging cargo vapor at 1.25 times the maximum
transfer rate
The VCS must have pressure sensors giving alarms at a high pressure of not more
than 90 percent of the lowest pressure relief valve setting in the cargo tank venting
system.
The pressure drop through the vapor collection system from the most remote cargo
tank to the vessel system at the maximum transfer rate and at lessor transfer rates.
This drop in pressure must be included in the vessel's transfer procedures as a ta-
ble or graph showing the liquid transfer rate versus the pressure drop.
A cargo tank must not be filled higher than 98.5 percent of the cargo tank volume;
or the level at which an overfill is set.
A cargo tank must not be opened to the atmosphere during cargo transfer operations
except as for gauging or sampling while a tank vessel is connected to a vapor
control system unless certain requirements given in 46 CFR 39.30 – 1g (1 – 4) are
complied with.
The above were extracts from the most essentially regula-
tions but it is highly recommended to acquaint oneself
with the regulations and be sure to fulfil the requirements
regarding training in the system of the particular ship.
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Cargo calculation
In many countries the international system of units known
as the SI-system has become national law. In the shipping
and oil/chemical industry we still work with a number of
systems and even with combinations of these systems. In
any cargo calculation it is therefore essential to ensure that
the units applied are used correctly.
The idea of cargo calculation is in principle to find the
mass of the cargo by using the following relation:
m = dens.·V, where m is the mass, dens. is the density
and V is the volume. As these items can be expressed in
several ways, it is essential in each circumstance to make
clear how their connections are.
Density To state the density of a chemical the units of the SI-sys-
tem are used i.e.: 1 meter for length and 1 kilogram for
mass. The density which is defined as mass pr. unit of vol-
ume will thus get the unit [kg /m3].
Due to the chemical's big coefficient of thermal expansion
the density of a product shall always be given at a certain
temperature. For chemicals it is normal to state the density
at a temperature of 15° C (or 20° C which was normal
some years ago). If the density is not given from the termi-
nal it can be determined by means of a hydrometer.
Besides the "absolute density" two other indications are
sometime used, and that is Relative Density (Specific
Gravity) and API-Gravity.
Relative Density is defined as:
Rel.Dens t1/t2 = Mass of x m
3 product at t1
Mass of x m3 water at t2
As it is seen there should always be given 2 temperatures
after Relative Density before it has any value. The
Relative Density is of cause an abstract figure and it has
therefore to be converted to density when you will have to
use it to find the mass. The conversion is simply done by
multiplying Rel. Dens. by the density of water at the
temperature which is stated in the Relative Density. Then
we have:
Density at t1° = (Rel. Dens t1/t2)·(density of water at t2°)
In order to use this formula knowledge of fresh water den-
sity is a necessity and the following table shows FW den-
sity at the most common temperatures:
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Density of Fresh Water in kg/m3:
0°C: 999.8 20°C: 998.2
4°C: 1000.0 25°C: 997.0 60° F: 999.01
15°C: 999.1 30°C: 995.7
Example 1:
Relative Density 25/20°C = 0.8764. Find density 25°C. From the table
above the density of water at 20°C is: 998.2 kg/m3.
The liquid's density at 25°C = 0.8764·998.2 kg/m3 = 874.8 kg/m3
API Gravity is only used when handling oil products, but if you should
encounter it, API Gravity may be transferred into Relative
Density as follows:
Rel. Dens. 60/60°F = 141,5
(API Gravity 60°F) + 131,5
and then it can be transformed into Density.
The three different ways to give "density" can also be
transformed mutual by means of ASTM table 3 and table
21 which is found in Volume XI. An extract from this
table is shown below:
API GRAVITY TO RELATIVE DENSITY AND TO DENSITY
API RELATIVE DENSITY API RELATIVE DENSITY API RELATIVE DENSITY GRAVITY DENSITY GRAVITY DENSITY GRAVITY DENSITY
(60 DEGF) (60/60 DEGF) (15 DEGC) (60 DEGF) (60/60 DEGF) (15 DEGC) (60 DEGF) (60/60 DEGF) (15 DEGC)
1.5 1.0639 1063.2 4.5 1.0404 1039.8 7.5 1.0180 1017.4
1.6 1.0631 1062.4 4.6 1.0397 1039.0 7.6 1.0173 1016.6 1.7 1.0623 1061.6 4.7 1.0389 1038.3 7.7 1.0165 1015.9
1.8 1.0615 1060.8 4.8 1.0382 1037.5 7.8 1.0158 1015.2
1.9 1.0607 1060.0 4.9 1.0374 1036.7 7.9 1.0151 1014.4
Volume: We normally talk about two different kinds of volume in
the tanks and that is Gross Observed Volume and Gross
Standard Volume.
(GOV) - is the Total Observed Volume (TOV) less free
water (FW) and bottom sediment, being the measured vol-
ume of product and sediment & water (S&W) at observed
temperature and pressure. (In practice, GOV is usually cal-
culated with no deduction for bottom sediment if any,
which is very difficult to quantify).
(GSV) - measured volume of product and S&W at stan-
dard conditions of 15°C and atmospheric pressure. In
practice, the GSV is the GOV multiplied by the volume
correction factor (VCF) obtained from the appropriate
ASTM/IP Petroleum Measurement Tables.
Gross observed
volume
Gross standard
volume
109
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The notions for volumes are often understood different in
the different parts of the chemical business, so therefore it
is essential to make clear to other people what you mean.
When handling pure oil products we often meet the prob-
lem whether the amount of cargo is given as "Weight in
air" or Weight in vacuum".
The weighing of oil products was in former days based on
weighing the oil on a pair of scale against brass weights
with a fixed density (around 8000 kg/m3). The weight thus
determined in air is due to the difference between the
buoyancy of air on the light oil (about 850 kg/m3) and the
relatively heavy brass not identical to the "mass" (weight
in vacuum).
The difference between "Weight in air" and Weight in
vacuum" depend on the density of the product and is :
Densities from 500 kg/m3 to 1134 kg/m
3 difference 1.1 kg/m
3
1135 kg/m3 to 1802 kg/m
3 - 1.0 kg/m
3
1803 kg/m3 to 2456 kg/m
3 - 0.9 kg/m
3
For the most common products the difference is thus 1.1
kg/m3. Calculated in the SI-units you will get:
Density (in air) = Density - 1.1 kg/m3.
The density found in this way is often called "air corrected
density".
To determine the mass of the cargo by the earlier men-
tioned formula: Mass = Density · Volume, the density and
volume must be given at the same temperature. In princi-
ple it doesn't matter which temperature is used.
The density is given at the relevant temperatures, - perhaps
from a table. Calculations are simply done as: Mass =
Density · Volume, using the density corresponding to the
cargo temperature.
In the chemical trade it is often normal to get information
about a so-called "Density Correction Factor", which we
here call β. This coefficient is used to change the density
given at the standard temperature (s) to what the density
will be at the temperature at which the volume is deter-
mined (t). (Be careful not to mistake this coefficient for
the volume correction factor).
The density conversion takes place according to the fol-
lowing formula:
dens.t = dens.s - β·Δt
Weight in air/
Weight in vacuum
Methods of cargo
calculation
Calculation of mass
when the density is
known at the cargo
temperature
Calculation of mass
using the “density
correction factor”
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where dens.t is the density at temperature "t" (the actual
temperature of the cargo in the tank), and
dens.s is the density at the standard temperature
(s),(normally 15°C).
Δt = t - s
Please note that the density is decreasing at an increase in
temperature contrary to volume, which increases with the
temperature.
Besides, there is the following connection between α and
β:
βs = αs·densitys
where αs is the thermal coefficient of cubic expansion.
Example 2:
Volume and temperature are determined to respectively 1142 m3 and
12.25°C. Density at 20°C is given as 0.9372 t/m3 and "density corr. factor”
(ß) given as 0.00132. Find mass.
mass = 1142 m3[0.9372 t/m3 - 0.00132°C
-1(12.25°C -20°C)] = 1081.965 t.
In the oil industry it is common to make calculations of
oil-cargoes by means of a collection of tables issued by the
American Society for Testing and Materials (ASTM).
The tables are consisting of 14 titles where:
Group 1. (Vol. I, II, III and XIII) are based on API gravity
and 60°F
Group 2. (Vol. IV, V and VI) are based on Relative Den-
sity and 60°F.
Group 3. (Vol. VII, VIII, IX and XIV) are based on Density
and 15°C.
Group 1 and 3 are divided into four parts; one for crude
oil, one for products, one for products with a known coef-
ficient of cubic expansion and one for lubricating oil.
Group 2 is only divided into three parts and that is one for
crude oil, one for products and for products with a known
coefficient of cubic expansion.
Volume X of the tables comprises background, develop-
ment and program documentation with the exception of
programmes for the lube oil tables which are listed in the
individual volumes.
In the volumes XI/XII are found tables for conversion
between volume measures, temperatures and density
measures.
Calculation of the
mass of oil products
(inclusive lube oils)
by use of ASTM-
tables
111
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Normally we are informed about the density at 15°C. Then
by means of table 54 (54 B for normal oil products and 54
D for lube oil) the gross observed volume is converted into
the gross standard volume. Then the gross standard
volume is multiplied by the density at the standard
temperature.
Example 3:
In a tank with Base Oil (lube oil) the gross observed volume of the cargo is
514.6 m3 at a temperature of 3°C. The density is given from shore as 896
kg/m3 at 15°C. Calculate the mass and “weight in air”.
1. The observed volume is corrected to the standard volume at 15°C by means
of table 54D. A Volume Correction Factor found in the table is multiplied
by the gross observed volume.
TABLE 54D, GENERALIZED LUBRICATING OILS
VOLUME CORRECTION TO 15 C
DENSITY AT 15 C
TEMP. 880 882 884 886 888 890 892 894 896 898 TEMP. C FACTOR FOR CORRECTING VOLUME TO 15 C C
1.75 1.0094 1.0094 1.0094 1.0094 1.0093 1.0093 1.0093 1.0093 1.0093 1.0092 1.75
2.00 1.0092 1.0092 1.0092 1.0092 1.0092 1.0091 1.0091 1.0091 1.0091 1.0091 2.00
2.25 1.0091 1.0091 1.0090 1.0090 1.0090 1.0090 1.0089 1.0089 1.0089 1.0089 2.00
2.50 1.0089 1.0089 1.0089 1.0088 1.0088 1.0088 1.0088 1.0088 1.0087 1.0087 2.50
2.75 1.0087 1.0087 1.0087 1.0087 1.0086 1.0086 1.0086 1.0086 1.0086 1.0085 2.75
3.00 1.0085 1.0085 1.0085 1.0085 1.0085 1.0084 1.0084 1.0084 1.0084 1.0084 3.00 3.25 1.0084 1.0083 1.0083 1.0083 1.0083 1.0083 1.0082 1.0082 1.0082 1.0082 3.25
3.50 1.0082 1.0082 1.0081 1.0081 1.0081 1.0081 1.0081 1.0081 1.0080 1.0080 3.50
3.75 1.0080 1.0080 1.0080 1.0080 1.0079 1.0079 1.0079 1.0079 1.0079 1.0078 3.75
Volume 15°C = 1.0084 · 514.6 m3 = 518.923 m
3
2. Mass and weight in air is calculated:
Mass = (896 kg/m3 · 518.923 m
3)/1000 kg/t = 464.955 t
Weight in air = (896 kg/m3 - 1.1 kg/m
3) · 518.923 m
3/1000= 464.4 t
When we have measured or been informed about the density at a
certain temperature in Celsius degrees, table 53 (53B for
products and 53 D for lube oils) is used to convert this density
into density 15°C.
Then the gross observed volume is converted into gross standard
volume at 15°C by using table 54 and the mass can now be
found as:
Mass (weight in vacuum) = Density 15°C·Volume 15°C.
If we want to know the "weight in air" we use:
"weight in air" = (density 15°C - 1.1)·volume 15°C
Calculation when
density is known at
the “standard
temperature”
Calculation when
density is known at a
“non-standard”
temperatur
112
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Example 4:
In a tank containing n-octane the liquid volume is measured as 514.6 m3 at a
temperature of 3°C. The density is measured with a hydrometer as 705.5 kg/m3 at a
temperature of 12°C.
Find the mass and the "weight in air".
1. The observed density is converted into density 15°C by using table 53B.
Density 15° C = 702.8 kg/m3
TABLE 53B, GENERALIZED PRODUCTS
DENSITY CORRECTION TO 15 C
DENSITY AT OBSERVED TEMPERATURE
TEMP. 693.0 695.0 697.0 699.0 701.0 703.0 705.0 707.0 709.0 711.0 713.0 TEMP. C CORRESPONDING DENSITY AT 15 C C
12.00 690.2 692.2 694.2 696.2 698.2 700.3 702.3 704.3 706.3 708.3 710.3 12.00 12.25 690.5 692.5 694.5 696.5 698.5 700.5 702.5 704.5 706.5 708.5 710.5 12.25
12.50 690.7 692.7 694.7 696.7 698.7 700.7 702.7 704.7 706.7 708.7 710.7 12.50
12.75 690.9 692.9 694.9 696.9 698.9 700.9 702.9 704.9 707.0 709.0 711.0 12.75 13.00 691.2 693.2 695.2 697.2 699.2 701.2 703.2 705.2 707.2 709.2 711.2 13.00
2. The observed volume is converted into volume 15°C by using table 54B.
The "Volume Correction Factor" found in the table is multiplied by the ob-
served volume.
TABLE 54B, GENERALIZED PRODUCTS
VOLUME CORRECTION TO 15 C
DENSITY AT 15 C TEMP. 690.0 692.0 694.0 696.0 698.0 700.0 702.0 704.0 706.0 708.0 710.0 TEMP.
C FACTOR FOR CORRECTING VOLUME TO 15 C C
2.50 1.0170 1.0169 1.0168 1.0167 1.0167 1.0166 1.0165 1.0164 1.0164 1.0163 1.0162 2.50
2.75 1.0166 1.0165 1.0165 1.0164 1.0163 1.0163 1.0162 1.0161 1.0160 1.0160 1.0159 2,75
3.00 1.0163 1.0162 1.0161 1.0161 1.0160 1.0159 1.0159 1.0158 1.0157 1.0157 1.0156 3.00 3.25 1.0159 1.0159 1.0158 1.0157 1.0157 1.0156 1.0155 1.0155 1.0154 1.0153 1.0153 3.25
3.50 1.0156 1.0155 1.0155 1.0154 1.0153 1.0153 1.0152 1.0151 1.0151 1.0150 1.0149 3.50
Volume 15° C = 1.0159·514.6 m3 = 522.8 m3
3. Mass and "weight in air" is calculated:
Mass = (702.8 kg/m3 · 522,8 m
3)/1000 kg/t = 367,4 t
Weight in air = (702,8 kg/m3 - 1,1 kg/m
3) · 522,8 m
3/1000 kg/t =
366,8 t
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Cargo pumps and their use For use on board chemical tankers special pumps that fulfil the
requirements in these ships have been developed. They should
be able to pump both light and heavy products, and also they
should be able to manage products with high vapour pressure
and high viscosity. They should be made from materials
resistant to a range of corrosive liquids.
If the ship is carrying different incompatible cargoes at the same
time it is necessary that these cargoes be separated completely.
In many ships installing one pump with its own piping system in
each tank has solved this problem. Such a submerged pump is
called a deep-well pump and is a centrifugal pump. This solution
also solves other problems e.g. the efficient stripping of the tank.
In smaller ships with relatively few tanks the use of screw
pumps located in a pump room is often preferred.
Pumping principles
in general
The fundamental principle of the pumping of any kind of
liquid falls into two distinct phases:
1. to move the liquid to the pump
2. to induce energy into the liquid in order to move it to
the required destination.
The first phase, moving the liquid to the pump, depends solely
on the natural factors of liquid level above pump level and
atmospheric pressure.
The second phase is a matter of mechanics depending of the
technical properties of the pump.
However, the second phase can influence the first since the
extent to which atmospheric pressure is of value depends upon
pump design and pumping conditions. Whilst no pump can
reduce pressure at its suction to absolute zero in order to make
use of the full atmospheric pressure of abt. 1 bar a well designed
pumping system makes the fullest possible use of this pressure.
The necessary pressure at the pump's suction side is described
later in this chapter as the Nett Positive Suction Head (NPSH).
There are many types of pumps designed specifically for
particular duties. In tankers the basic requirements are a
discharge pressure at designed throughput in the range 6 - 15 bar
(90 - 220 p.s.i. (g)) and good suction performance.
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Types of pumps Different types of pumps are used as cargo pumps in tankers.
Generally speaking these pumps may be divided into three
different main groups according to their working principle
namely:
1. Centrifugal pumps.
2. Displacement pumps.
3. Ejector pumps (eductors).
These three groups of pumps are working quite differently and
should of course be operated in a quite different manner.
1. Centrifugal pumps are today the most commonly used main
cargo pumps in tankers.
You will see them as both one stage and multiple stage pumps.
They are very suitable for pumping large quantities. The weight
is small compared to the performance and they are not
particularly sensitive to impurities and smaller particles in the
product they pump. They are easily regulated and easy to drain
and clean.
2. Displacement pumps move a certain volume at each cycle, the
centrifugal pump does not, and this is the main difference
between the two pump types. The centrifugal pump makes a
certain pressure and the volume pumped is mainly determined
by the head at the discharge side. The most well-known
displacement pump is the reciprocating piston pump, but also
the screw pump belongs to this category.
3. Ejector pumps have no mechanical moving parts, perform a
good suction even when air enters the suction line, and they are
not vulnerable to impurities and particles in the liquid. The best
performance is achieved with no or at least very little head on
the discharge side. On board larger tankers they are often used
as stripping pumps.
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Centrifugal pumps
Head/Quantity The pressure energy of a liquid being pumped is related to the
speed of rotation of the impeller and, for a given speed, the head
generated by the pump in meters is constant regardless of
specific gravity. Also the volumetric discharge rate is
independent of the gravity of the liquid.
The relationship between head and pressure is expressed by the
following formula.
Head[m] = ]m/s[81,9]/mDensity[kg
a]Pressure[P23
The energy required to maintain the pump speed does, however,
vary with density (or S.G.) of the liquid. It is thus convenient to
illustrate pump performance with graphs of head in relation to
quantity of throughput (known as head/quantity or H.Q. curves)
for given pump speeds. The relationship between head and
quantity is such that when the pump throughput is zero head is
maximum (for example, when pumping against a closed valve).
As throughput increases, the head decreases.
On the H.Q. curve in the following figure is marked the "design"
point. This indicates the condition of head and throughput at
which the pump works at maximum efficiency for the speed
indicated and will normally be the duty specified for the pump
when it is ordered. The ideal H.Q. curve is a straight line whose
slope is determined by the pump design. However when certain
losses (mainly friction) are taken into account, the typical curve
as shown in the figure is obtained.
The two H.Q curves on next page are from the same pump but at
two different r.p.m.
In the following we refer to centrifugal pumps only. Other
types of pumps will be dealt with later.
In centrifugal pumps the motive force is provided by a
rotating impeller which takes suction at its centre and
flings the pumped liquid out into the casing from where it
flows to the pump discharge. The head so generated, is
dependent on the diameter, blade angle and speed of
rotation of the impeller. Flow rate is affected by the
pressure in the discharge system and can fall to zero.
Reverse flow through the pump is also possible if a non-
return valve is not fitted in the system.
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The basic characteristics of centrifugal pump can be expressed
in the following mathematical formulas:
Q1
Q2 =
n1
n2 = Throughput varies as speed
H1
H2 =
n21
n22 = Head varies as speed squared
P1
P2 =
n31
n32 = Power required varies as speed cubed
These relationships may be used to approximate calculation of
pump curves, but of course they are subject to appreciable
modification by the system in which the pump is working.
The following diagram shows the performance of a typical deep-
well pump with two speeds possible. i.e. 1784 r.p.m. and 1185
r.p.m. It is seen from the Q/H curves that this 33% speed
reduction causes a max. head reduction from 140 mlc to only 60
mlc, (the max. head is reduced by nearly 60%).
Power The power required for pumping varies with the circumstances.
For a given pump-speed more power is required to pump high
S.G. liquids than low. The power consumption is nearly
proportional to the S.G. (density). The minimum power
requirement is when the pump discharge is closed and head is
maximum but throughput is zero. As throughput increases head
falls but the power absorbed by the pump increases although a
peak may be reached beyond which the power requirement
again decreases. The pump is normally governed not to exceed
its designed speed when power demand is low. However, when
operating under conditions where the power demand is high, the
pump speed may fall because insufficient power can be supplied
to maintain maximum revolutions but the pumping rate, because
of low head, may, nevertheless, be very high. Depending on the
motor type the pump may stop if the motor is overloaded. This
is normally the result if the pump is electrically driven.
In the diagrams also an efficiency curve is shown. It tells the
ratio between delivered and absorbed power. When run most
economically this pump makes use of a little less than 70 % of
the power supplied by the electrical motor (shaft power).
The NPSH curve will be dealt with later.
When using the H.Q. curve for practical purposes e. g. during
discharging it is necessary to convert head in meters to pressure
or vice versa as it is the pressure given in some pressure unit you
read on the manometer. This of course is a little boring and
some pump manufacturers have done this job already by
drawing H. Q. curves for different densities of the liquids to be
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©Marstal Navigationsskole April 14
pumped. In the following diagram also different HP curves have
been drawn.
Back pressure from
shore
From the previous discussion it is seen that a pump will work
somewhere on its H. Q. curve. Exactly where is decided by
the pressure or head in the discharge line. It is possible to plot
the pressure variation in the shore line into a diagram in the
same manner and using the same units as with the H. Q. curve
thus producing a so called Shore curve. If the ship's H.Q.
curve and the shore curve are superimposed in the same
diagram the common point will decide the discharge rate Q
and the head H in that particular discharge situation. If the
shore curve is steep it represents a discharge line with great
resistance typically a long and narrow line and the discharge
rate will be rather small with a high head.
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The shore curves from the different installations are seldom
delivered to the ship for information.
More often a certain pressure is required at the manifold and this
pressure, of course, also decides the discharge rate through the
particular shore line system.
The suction side The factors which cause liquid to flow to the pump are:
1. The pressure acting on the surface of the liquid in the tank
(normally atmospheric pressure) and,
2. The liquid level in the tank relative to the pump suction.
Since no pump can generate a total vacuum at its suction inlet,
only a proportion of the atmospheric pressure can be usefully
employed. Therefore, before a pump can operate satisfactorily a
certain pressure must exist at the pump suction and this is
known as Required Nett Positive Suction Head (NPSH.), which
is the minimum absolute pressure in excess of liquid vapour
pressure which must exist at the suction inlet of the pump to
ensure satisfactory operation (free from cavitation).
The value of required NPSH depends on pump design and is
specified by the pump manufacturer. The diagram two pages
ago illustrates a typical NPSH curve.
If the pressure at the pump inlet is lower than the NPSH plus the
vapour pressure of the liquid cavitation is the result. Small
vapour pockets are formed near the centre of the pump as the
liquid boils and these vapour bubbles are moved with the liquid
outwards to a higher pressure where they implode very rapidly
and by and by corrodes the metal of the impeller. This
phenomenon is known as cavitation erosion. Heavy cavitation
sounds like pumping rubble stones.
The best way to avoid cavitation is to use as short and direct
suction lines as possible, and to mount the pump as low as
possible. Submerged pumps in each tank using the deep-well
pump principle best accomplish this.
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If cavitation occurs, the pump speed should be reduced
immediately. This will reduce the friction loss in the suction line
as well as the NPSH.
If the pump speed cannot be reduced, flow should be regulated
by partly closing the discharge valve.
Deep-well pumps
Deep-well pumps are often electrically driven. The earlier
shown curve diagram is for such a multiple stage pump. The
shaft bearings of these pumps are cooled and lubricated by the
liquid surrounding the shaft. When the tank becomes empty the
pump must be stopped, otherwise serious damage to the
bearings may be the result, or worse, - an explosive atmosphere
in the tank may be ignited. Basically there are no difference
between single stage or multiple stage centrifugal pumps, they
should be operated in the same way. If speed regulation is not
possible the only way to reduce the flow, if this is desired, is to
throttle on a suitable valve on the discharge line, or to stop the
pump.
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Hydraulically driven
deep-well pump
If the pump is driven by a hydraulic motor it is always possible to
regulate the speed. The following picture shows a widely used
cargo pump in chemical carriers, the Framo pump.
Motor and pump is as a single unit. It is placed as close to the tank bottom as possible at
the end of the pipe stack consisting of three concentric pipes inside each other. The in-
nermost pipe is the hydraulic pressure line, the next is the hydraulic return line and the
outer pipe is an air filled cofferdam. The cofferdam ensures that the hydraulic oil under
no circumstances comes into contact with the surrounding cargo. The cofferdam must
be blown at suitable intervals with air or nitrogen to check that the system is tight
especially the sealings at the pump glands.
The discharge pipe is a separate line with discharge valve. After the tank has been
emptied the pump is kept running, the discharge valve is closed and the line before the
valve is pressurized with air or nitrogen thereby displacing the liquid downwards out
and up through the small diameter pipe, which is connected to the main line after the
now closed discharge valve. In this way it is possible to empty the discharge line to
shore.
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Screw pumps. A screw pump is a displacement
pump and has to be operated quite differently from a centrifugal
pump. The volume delivered is proportional to the number of
revolutions and with viscous liquids almost unaffected by head
and back pressure. Screw pumps have a very good suction
ability and are even able to pump air or gas. They are very
vulnerable to impurities in the liquid like threads, scale and
other particles, which must be avoided. Normally filters are
fitted in the suction line.
They are common on smaller tankers and are especially suitable
to highly viscous products, such as molasses and asphalt.
The figures below visualize the working principle of different
screw pumps.
The Bornemann pump has two spindles and inlet from both
ends. The outlet is from the middle of the spindles.
As the discharge pressure could grow to nearly indefinite values
if e. g. a discharge valve were closed a safety valve system is an
important integrated part of the pump.
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The following diagram is typical for a screw pump. Curves for
different viscosities are drawn and it is seen that the capacity as
a matter of fact is better for high viscosity (thick) liquids than
for low viscosity liquids like water, which is quite opposite com-
pared to centrifugal pumps. The explanation is that the screw
pump is not tight i. e. the rotors do not touch each other or the
housing and some back flow is possible especially with thin
liquids and high pressures.
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The following diagram shows that the power consumption
is proportional to back pressure, - another feature quite
different from centrifugal pumps.
The diagram below shows that a screw pump is able to
deliver cargo against high differential pressures, compared
to a centrifugal pump. (Differential pressure is the
difference between the pump’s discharge pressure and the
pump’s suction pressure)
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Performance diagram for various Bornemann screw pumps
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Handbooks and Literature The information which is offered in the IBC-code will not
always give a satisfactory idea of the dangers of the
chemical. Neither the dangers nor the possible precautions
are adequately described.
To get the essential information of the products, which are
to be transported, it is necessary to consult handbooks, or
Material Safety Data Sheets (MSDS) which gives enough
information to get a complete indication of the dangers of
the chemical and the precautions to be taken during
transport.
The best way to accumulate the information will be in a
special Chemical data Sheet. An example is shown at the
end of this chapter.
Official codes and product lists.
IMO: Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (BCH-code).
IMO: International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC-code).
IMO: MARPOL
Rules and Regulations from the Classification Societies.
US Coast Guard: Code of Federal Regulations (CFR 46)
US Coast Guard: M.E.T. Publication #515 (Rules and Regulations for Foreign Vessels
Operating in the Navigable Waters of the United States)
Arbejdstilsynet: Grænseværdier for stoffer og materialer. (Danish list of TLV´s).
ACGIH: TLVs and BEIs
Handbooks and Safety Guides.
ICS: Tanker Safety Guide (Chemicals)
ICS/OCIMF: International Safety Guide for Oil Tankers and Terminals
(ISGOTT)
IMO: Medical First Aid Guide.
Hawley’s: Condensed Chemical Dictionary.
US Coast Guard: Chemical Data Guide for Bulk Shipment by Water
Verwey: Tank Cleaning Guide.
Dräger: Detector Tube Handbook
Chemserve: MIRACLE, Tank Cleaning Guide
Hommel: Handbuch der Gefärlichen Güter.
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Hawley’s: Condensed Chemical Dictionary.
Acrylonitrile. (propenenitrile; vinyl cyanide).
CAS: 107-13-1. H2C:CHCN.
40th highest-volume chemical produced in U.S.
(1995)
Properties: Colorless, mobile liquid; mild odor.
Fp–83C; bp 77.3-77.4C, d 0.8004 (25C), flash p
32F (0C) (TOC). Soluble in all common or-
ganic solvents; partially miscible with water.
Derivation: (1) From propylene oxygen and am-
monia with either bismuth phosphomolybdate
or a uranium-based compound as catalysts; (2)
addition of hydrogen cyanide to acetylene
with cuprous chloride catalyst; (3) dehydration
of ethylene cyanohydrin.
Hazard: Toxic by inhalation and skin absorption.
A carcinogen. Flammable, dangerous fire risk.
Explosive limits in air 3 to 17%. TLV: 2 ppm,
suspect of carcinogenic potential for humans.
Use: Monomer for acrylic and modacrylic fibers
and high-strength whiskers: ABS and acryloni-
trile styrene copolymers; nitrile rubber; cyano-
ethylation of cotton; synthetic soil blocks
(acrylonitrile polymerized in wood pulp); or-
ganic synthesis; adiponitrile; grain fumigant;
monomer for a semiconductive polymer that
can be used like inorganic oxide catalysts in de-
hydrogenation of tert-butanol to isobutylene
and water.
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U.S. Department of Transportation
United States Coast Guard
Chemical Data Guide for Bulk
Shipment by Water
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CHEMICAL DATA SHEET
1. Product name
2. Chemical Formula
3. Chemical Family / Pollution Category
4. UN No. / CAS number
5. IMO Code Requirements (Ship Type Etc.)
6. IMO Special Requirements (Col. "o")
7. Treshold Limit Value / Odour Threshold
8. Liquid Density / Coeff. of cubic expansion
9. Relative Vapour density / Vapour Pressure
10. Flashpoint / Auto Ignition Temperature
11. Flammable Limits
12. Melting Point / Boiling Point
13. Viscosity / Static Accumulator, - yes or no?
14. Reaction with Water
15. Solubility in Water
16. Reaction with Air
17. Reaction with other Substances
18. Self Reaction
19. Segregation Requirements (USCG)
20. Health Hazards/USCG health hazard rating
21. Personal Protection Equipment
22. First Aid Eyes
Skin
Inhalation
Ingestion
23. Fire Fighting
24. Toxicity when at Fire
25. Spill Combating
26. Coating Restrictions
27. Special Information
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Special Cargoes
When handling corrosive liquids especially three danger
details should be born in mind:
1: Danger of corrosion of ship or equipment. Com-
mon ship-building materials will be corroded pretty
fast and many of the products in this group can only
be transported in ships equipped with special tank-
materials, special coating and with gaskets used to
the purpose. It is important to check if the concen-
tration of the product has in influence to the resis-
tance of the materials.
2: Danger of fire: When corrosive liquids attack
metal, fumes are evolved which may be flammable
or explosive if mixed with air. Especially acids
evolve free hydrogen, which is very explosive mixed
with air, and do not forget that corrosive liquids
themselves may be flammable and may cause auto
ignition in saw dust, rags or other similar materials.
3: Health hazards. The liquids will when they come in
contact with skin or tissue damage or even destroy
this. The wounds, which come, will be painful and
heal slowly. Eyes and mucous membranes are very
sensitive to corrosive liquids, so therefore do not ne-
glect the use of protection equipment.
Tank cleaning after corrosive products may require quite
special procedures and relevant tank cleaning guides
should be consulted.
The products in this connection can be split into several
groups i.e:
1: Liquids with a self-reaction. There will normally
be two kind of reactions in question and that is de-
composition or polymerization. Both reactions may
be catastrophic to the ship, and when transporting
such liquids it is important to monitor the tempera-
ture of the cargo at certain intervals. A rise in tem-
perature may indicate that a reaction is in progress,
and some measures should be taken to bring the
situation under control. Decomposition will also
cause heavy rise in pressure. Such liquids will nor-
mally be added an inhibitor and may require in-
erting, and the shipper should give a clear loading
instruction and voyage-instruction in relation to
control of inhibitor and eventually addition of extra
inhibitor.
Precautions in
relation to extremely
corrosive liquids
Precautions when
handling very
reactive chemicals
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2: Liquids which react violently with water. Many
chemicals cannot come in contact water unless it
causes violently reactions. The reaction may be de-
composition with formation of enormous amounts of
dangerous fumes; it may be formation of acids or
salts with hydrogen evolution, and there may be an
undesirable temperature rise. Other reactions can
cause discolouration of the product or may form
other materials, which may attack the coating or tank
materials. Information about reactions can be found
in handbooks.
3: Liquids which react with air. As many products
may react with air it will often be necessary to inert
the tanks. The grade of inerting depends of the pro-
duct and its purity. It may be assumed that the ship-
per will give accurate instructions about the inerting
and whether traditional inert gas or pure nitrogen
may be used.
4: Liquids which react with other chemicals. How
far some of the products that are to be loaded can re-
act with each other, shall often be considered on
board, even if it may be expected that the shipper
will give information about this problem. The best
guide to this problem is US Coast Guard Compati-
bility Chart, but the information from this compati-
bility chart should also be compared with the infor-
mation from the shipper's data sheet.
It is a sad fact that a number of cargoes are contaminated
by remnants of the previous cargo carried in a ship’s tank,
despite thorough and conscientious cleaning prior to
loading. This naturally creates a serious problem whatever
cargo is contaminated, but becomes even more serious
when the cargo is meant for human consumption.
NIOP and FOSFA The National Institute of Oilseed Products (NIOP) in the
USA, and the Federation of Oils, Seeds and Fats Associa-
tion (FOSFA) in the UK have both conducted studies and
research in order to eliminate the potential contamination
problem. Discussions have taken place with representa-
tives of importers and some shipowners in this connection,
and cargo lists have been prepared.
FOSFA lists of cargoes FOSFA gives a list of so called “Banned immediate previ-
ous cargoes” with more than 50 products and a list of
“Acceptable previous cargoes” giving about 110 different
cargoes which can be accepted as previous cargoes.
Carriage of vegoils
(edible oils)
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Acceptance procedure Before a ship can be accepted as carrier of edible oils it
shall comply with the FOSFA “International Qualifica-
tions for all Ships Engaged in the Ocean and Short Sea
Carriage and Transhipment of Oils and Fats for Edible
and Oleo-Chemical Use” giving requirements mainly to
materials of construction and tank coatings.
A statement, in the form of the FOSFA “International
Ship’s Qualifications Combined Master’s Certificate”
signed by the ship’s captain/chief officer shall be provided
for the shipper, certifying that the ship is qualified for the
coming voyage with edible oil.
The ship must also comply with the FOSFA “Interna-
tional Operational Procedures for all Ships Engaged in
the Ocean and Short Sea Carriage and Transhipment of
Oils and Fats for Edible and Oleo-Chemical Use” which
for example details the requirements to the previous car-
goes. It is worth noting that in order to accept a cargo as
“Acceptable Previous Cargo” it shall have been not less
than 60% by volume of the tank! The “Operational Proce-
dures” will also give details such as inspection of tanks,
sampling, heating instruction and loading through shore
hose directly into ship’s tanks.
European Union When trading to or between members of the European Un-
ion special regulations apply. They are much similar to
those of FOSFA, but are stricter as regards the re-
quirements to previous cargoes.
Conclusion It is hoped, by following the standards given by the recog-
nised organisations, that cases where cargoes meant for
human consumption are contaminated can be avoided.
Discharging Mostly the same precautions should be taken during the
discharge as during the loading.
Again it is important to check the function of P/V-valves.
At the very start of the discharge emergency stops should
be tested.
If the tanks have been filled above the level of the highest
high-level alarm, all tanks should be discharged to a level
below the high-level alarm in the beginning of the dis-
charging operation, thus allowing the alarm to be put into
operation, and giving the possibility of a warning if a
leaking valve in the system causes a tank to be filled dur-
ing the discharge of other tanks with the same product.
Sometimes it is not allowed that air is drawn into the tank
during discharge, so in order to prevent vacuum the tanks
must be refilled with inert gas or nitrogen. This is not a
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problem in ships with their own inert gas generator, but in
other ships it will be necessary to connect a vapour return
or a nitrogen source from shore.
During the discharge it is necessary to be aware of the
conditions in the pump room, if any. Even if the pumps
can be run from outside the pump room it is sometimes
necessary to enter the pump room to inspect the pumps or
valves there. Despite the operation of mechanical ventila-
tion, it must be a standing order, that nobody enters the
pump room without permission from the responsible offi-
cer. This officer is the one to decide whether to use pro-
tective equipment and moreover assure that the regulations
for entering the pump room are adhered to.
Ballasting It might be necessary to use uncleaned cargo tanks con-
taining residues as ballast tanks. This is not permitted in
tanks which have contained water reactive chemicals, as
well as it is of cause only allowed to ballast in accordance
to the regulations in MARPOL's ANNEX II. If tanks,
which have contained flammable or toxic cargoes, are
used as ballast-tanks, it must be remembered that a lot of
vapour is released when taking ballast into these tanks.
The local regulations on air pollution should also be
consulted in this situation.
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Let this chapter start with an article written by a representative from IVER Ships.
This article speaks for itself and covers many of the dilemmas concerned with the
transport of cargoes on board chemical tankers.
Tank Cleaning (from Iver Ship’s web site) From then till now.
Since tankers were first developed there has been the problem of how to effectively
clean the vessels tanks before loading the next cargo. In the first half of the 20th century
tanks were mainly cleaned by a high pressure hose man handled by a sailor. This was
dangerous work as the gas in the tank together with the slippery surface led to many
accidents. The first breakthrough came with the development of the tank cleaning
machine. This in effect was a heavy-duty garden sprinkler, which could be lowered into
the tank on the end of a hose. The water pressure was, via a gearing mechanism, used
to slowly rotate the machine and at the same time rotate the outlet nozzles. This meant
that all tank surfaces were exposed to the full blast of the water and ensured consistent
cleaning results. At the same time the cargo pump stripped away the wash water and
transferred it to a slop tank. As no personnel were required to enter the tank higher
temperatures could be used for the wash water thereby increasing the cleaning effect.
These machines and their hoses are however heavy to handle and most ships today have
the machines mounted permanently inside the tank. These greatly speed up the tank
cleaning operations and make it safer too. The tank can be kept fully closed during
cleaning, thereby reducing the crews exposure to cargo vapours.
All new tanker vessels today are built with a double hull and this allows the inside of the
cargo tank to be smooth sided. In effect one hull is built within the other and all the
structural strengthening steelwork is contained in the spaces between the two hulls.
Smooth sided tanks are a lot easier to clean.
Modern vessels with good equipment can perform tank cleaning safely and effectively
and compliance with regulations ensures an absolute minimum impact on the
environment. However cleaning tanks for certain chemical cargoes requires a lot of
expertise and hard work.
A precise view of an imprecise science.
Our business depends on being able to load our vessels with many different cargoes,
sometimes at very short notice. In order to do this, we have to be able to clean our
vessels quickly, efficiently and better than our competitors. Easy if you know how, and
even easier if you understand a few basic principles?
Tank cleaning does not play by any rules. What works one time will not give the same
result the next. It can trick you, drive you crazy and sometimes it can even make you
smile!
It does without doubt fulfil the definition of an imprecise science.
What is successful tank cleaning?
So how are we managing to stay ahead of the field? Very simply, by knowing when to
stop cleaning. This makes light of a very complex set of situations, but this is
fundamentally the essence of successful tank cleaning.
If you clean 'too short' then the vessel is not clean enough and the likelihood is tank
rejection.
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If you clean 'too long' then you risk damaging the coated internal surfaces of the cargo
tanks. You will waste time and money, cause crew fatigue and still run the risk of tank
rejection. Over cleaning can lead to just as many problems as under cleaning. But still
a rejection is a rejection. Fundamentally though, tank cleaning is largely common
sense. It follows the same principles of washing plates and cutlery after you have eaten
dinner.
If you keep the plates wet by soaking them in water, they are far easier to clean in the
morning compared to leaving them on the dinner table overnight. If you have oil or
grease stains, use a mild detergent to remove them, because water on its own is almost
ineffective. If the plates are still dirty after the first cleaning, you have to do them again,
but it is usually more difficult because the residues have had a chance to dry out.
Time
It follows, that time is certainly of the essence here and it is fair to say that if you have
an unlimited amount of time, then any job is possible. But consider the enormous costs
of running a vessel for just one day. It becomes very apparent that saving even a few
hours can, and will, make a difference to the voyage. If we take too long to clean a
vessel then an alternative carrier will be sought, who takes less time. So we lose not
only our reputation but also dollars and cents in terms of lost freight. So getting the job
done quickly and effectively the first time would seem to be the key to keeping us ahead
of the competition. This will also secure the reputation of the company in the eyes of our
clients, without whom, we would not have the business to do.
Tank inspection
So if it is that easy, then why is tank cleaning always the bottleneck in the process?
After all, if we could just arrive in port every time, fill up and head off for the
destination without any delay, then there would be no worries! Everybody would be
happy and the perfect logistic process would be just around the corner!
The reason is the inspection process and satisfying the requirements of the load port
cargo tank survey. This survey is carried out to verify that the vessel meets pre-set
quality specifications. This result of the survey tells everybody involved in the shipment
that the tank cleaning has been carried out to a certain standard. In essence the
difference between loading petroleum products (CPP) like gas oil or gasoline and fine
chemicals like methanol is in the inspection process. CPP products are loaded on a
visual inspection, in other words the tank has to be visually empty and clean. For fine
chemicals a wall wash test of the tank surface is carried out. This means that the tank
not only has to be visually clean, it also has to be chemically clean as well. Although
wall wash tests performed on the tanks are precisely defined there are many variable
factors that can influence the outcome. Weather conditions, standard of test equipment,
sample containment and not least, surveyor expertise can all affect the final outcome.
Reaching these pre-set wall wash standards can and does cause enormous problems
and this is what causes the delays.
Consider that the vessel is floating in seawater containing approximately 33,000 ppm
(parts per million) of salt, and the usual wall wash specification prior to loading
methanol is 2 ppm! As a way of understanding how small one part per million is,
consider this comparison: One second in 11 ½ days!!
To improve our vessels ability to pass these tests our vessels are now using relatively
“high-tech” laboratory instrumentation to accurately monitor tank-cleaning
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operations. Coupled with ship's staff expertise and a lot of hard earned experience we
are able to continually expand our cleaning capability.
Our on board laboratory enables the vessels' officers to accurately know when to stop
tank cleaning and in certain cases, what to do next. This in turn takes the word
“guessing” out of the whole process. It is still not an exact science but our procedures
ensure that our tank cleaning results are not a lottery; they are more of a certainty.
With this approach we have been able to significantly improve our tank cleaning
capability and reduce down time and tank rejection.
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Tank Cleaning Operation Cleaning of cargo tanks in connection with the transport of liquid chemicals in bulk
calls for special considerations, which may be quite different from oil transport.
It must be taken into consideration, which product has been in the tanks and which
products are to be loaded. Furthermore it is of importance, which equipment is at hand
and how much time is available. Cleaning from and to chemical cargoes can be both
time consuming and expensive.
In all cleaning operations it is essential to remember that all safety rules must be strictly
adhered to.
The actual cleaning operation will almost invariably follow the flow diagram shown
below, as the same questions will arise each time.
Flow diagram
The details of the flow diagram are explained below.
CHEMICAL TANKER CLEANING
Same Cargo? If the vessel is to carry the same product on the following voyage, the cleaning opera-
tion might be omitted. Of course this is not always the case, as there still may be a
number of reasons for the shipper to demand clean, gas free tanks before loading.
One such reason might be that the final use of the product is quite different.
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High Vapour Pressure? If the vapour pressure of the product exceeds 50 mb at 20°C, tank cleaning may be
accomplished simply by ventilation according to MARPOL's Annex II. Whether this is
an efficient technique or not depends on the product and the vessel's equipment. For
example it is possible and allowable to ventilate pure Benzene, but it might be unwanted
because of the toxic properties of Benzene vapour, and because of remaining smell
and/or solid residues in the tank.
Tank cleaning by ventilation alone requires efficient blowers and MARPOL specifies a
minimum blower capacity according to the diameter of the air and the depth of the
tanks.
Tank cleaning by ventilation is an excellent procedure with many High Vapour Pressure
Products, as it eliminates the need to decide what to do with slops. The method is
particularly efficient if the vessel features a hot air or dry air system.
Prewash Annex II MARPOL's Annex II specifies a Mandatory Prewash for many substances. If this is
relevant for the product to be cleaned, the procedures in the vessel's P&A-manual
should be strictly adhered to.
Mostly the above mentioned considerations will be dealt with quickly, and what is left
is the actual tank cleaning where the purpose generally is to get the tanks as clean as
possible, as the next cargo might not have been decided upon.
Preliminary Cleaning For the first and, possibly the only cleaning, it must be decided whether to use water or
not. A few cargoes will react with water (for example TDI) and form insoluble sedi-
ments. For the great majority of cargoes there is, however, no doubt - the tanks are
washed with water.
The purpose of pre cleaning is to remove the residues after the discharge. The sooner
the pre cleaning is carried out after discharge, the easier oil and residues will be
removed. Pre cleaning should be done with tank cleaning machines using sea- or fresh
water. Temperature for pre cleaning depends on the grade of cargo previously
discharged, but the wash water temperature should normally not be more than 10 C
higher than the cargo previously discharged. This procedure has to be executed with a
view to obtain optimal results in cleanliness and is not set up in respect to MARPOL.
The next question will be whether to use hot or cold water, and this might well be the
most important question. With many products a wrong choice of washing temperature
will not mean a lot, but when cleaning after a "drying oil" (veg- and animal oils with a
low content of free fatty acids) it is of utmost importance to start with cold water as the
product otherwise will dry into a coat on the tank surfaces which is very difficult to
remove. Using hot water will also be a great mistake after many polymerisable
products.
If in doubt consulting various Tank Cleaning Guides, Survey Companies or the shipper
might give a suggestion, and if it is impossible to get enough information the washing
procedure should be initiated with cold water.
Below is shown a list of some vegetable oils and animal oils.
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Vegetable and animal oils
Low acid value High acid value
Cold water Cold water Hot water
Drying oils Semi-drying oils Non-drying oils
Mustardseed oil Babassu oil Palm oil
China wood oil Candle but oil Almond oil
Fish oil Corn oil Arachis oil
Hempseed oil Cotton seed oil Camphor oil
Linseed oil Croton oil Canaga oil
Menhaden oil Fish oil Cashew nut oil
Oiticica oil Herring oil Castor oil
Perilla oil Maize oil Coconut oil
Safflower oil Poppy seed oil Cod liver oil
Soyabean oil Sesame oil Ground nut oil
Tall oil Sunflower oil Lard oil
Tung oil Wheat oil Neatsfoot oil
Walnut oil Olive oil
Peanut oil
Pine oil
Rape seed oil
Sperm oil
Tallow oil
Whale oil
Furthermore it must be decided how long the washing should go on. The time will
always depend on the ship's equipment, and might vary from one cycle to several hours
depending on the tank structure, the product and the washing machines. Again reference
to a Tank Cleaning Guide might be useful.
Tank Cleaning Guides Several companies, which manufacture cleaning agents, also publish handbooks or
instructions to explain how to use the cleaning agents for various products. Also some
independent companies publish such tank-cleaning guides. An example of such a guide
is the Tank Cleaning Guide published by Laboratory Dr. A. Verwey, Rotterdam.
This guide takes both the discharged cargo and the product to be loaded into consid-
eration. The list advises on the cleaning operation between 415 different products.
Below is shown a copy from the first part of the book which provides a cleaning code
by entering with the products in question.
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In the second part of the book the cleaning codes are translated into a cleaning operation
and a copy from this part of the book is shown bellow.
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The cleaning guide should only be used as a recommendation, as no consideration is
given to the coating, piping materials etc. Such problems should be carefully considered
and incorporated into the cleaning method chosen.
The most important answers to be found in a cleaning guide are:
1. Should the cleaning start with cold or hot water.
2. If we decide to use a cleaning agent - which type should be used and in
which concentration.
On the other hand the instructions in the guide regarding washing times are no more
than an educated guess. The guide mentions a certain numbers of washing “cycles” but
that is in fact a broad concept as the time for one cycle can vary from one type of
washing machine to an other machine.
Final Cleaning
Chemical additives There are a great many substances, which can be added to chemical cargo residues
which work on the detergent principle and facilitate the tank washing procedures. This
is especially true for water insoluble cargoes. These cleaning compounds consist of a
synthetic soap, a detergent and an emulsifier, all dissolved in an aromatic or aliphatic
hydrocarbon solvent. The synthetic soap and detergent activate cleaning while the
emulsifier keeps the impurities dissolved in water. These are carried into the water
insoluble residues by the solvent carrier. This is the most popular method of chemical
cleaning and is known as emulsification.
A second method of chemical tank cleaning is called saponification, a process which
basically turns the residue into a soapy solution. This type of cleaning is ideal for animal
and vegetable oils since they are esters and are composed of glycerols and fatty acids,
which can be broken down by the alkali such as caustic soda. The fatty acids react with
the caustic forming a soapy mixture, which is soluble in water.
There are products on the market, which contain a “quick break” emulsifier thereby
reducing the amount of tank washing. These emulsifiers ensure a clean break between
the emulsified residues and the wash water in the settling tank. The free water may have
a residue content as low as 10 ppm and therefore may be removed from the settling tank
for reuse. This way the amount of washing in the settling tank is kept as a minimum.
The use of any type of chemical additive must have the approval of the tank coating
manufacturers. This is usually done by the additive manufacturer prior to marketing his
product. In addition to the variety of emulsifying solvents, saponifying agents, etc.,
there are a large number of other products available to the operator committed to coated
tanks. These products include deodorizers, passivating paste for stainless steel,
hydrocarbon dispersants, degreasants, etc. The operator must temper the manufacturers’
recommendations with his own experience. Additive quantities and concentrations
stipulated by the manufacturers are sometimes on the high side and since none of these
products are cheap it is advantageous to the operator to become familiar with each
product so that an economical and effective point can be reached.
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If it is considered necessary to perform further cleaning after the preliminary cleaning,
more demanding techniques may be utilised.
1. Saponifying with caustics.
2. Cleaning with detergents
3. Dissolving with a solvent.
4. Chemical reaction.
5. Steaming
re 1: Vegetable and animal oils are easily saponified with an al-
kaline like Caustic Soda or Caustic Potash. The remaining
soap from Caustic Potash is readily washed away with
water whereas the soap from Caustic Soda tends to form
hard brittle particles, which are almost insoluble in water.
The schedule below can be used to determine how many
kilograms of Caustic Soda necessary to obtain a required
pH value of the tank cleaning water.
CAUSTIC SODA SOLUTIONS
Tons of Kilogram of Caustic Soda
water pH 11.5 pH 12 pH 12.5 pH 13 pH 13.5 pH 14
3 0.40 1.2 3.8 12 38 120
3.5 0.45 1.4 4.4 14 44 140
4 0.50 1.6 5.1 16 51 160
4.5 0.57 1.8 5.7 18 57 180
5 0.63 2.0 6.3 20 63 200
5.5 0.70 2.2 7.0 22 70 220
6 0.76 2.4 7.6 24 76 240
6.5 0.82 2.6 8.2 26 82 260
7 0.89 2.8 8.9 28 89 280
re 2: After a cargo of mineral oil or its derivatives synthetic
soaps or special cleaning agents which are mixtures of
synthetic soaps (detergents) and other emulsifiers can be
used for the final cleaning. Some cleaning agents also
contain solvents, and will consequently be able to give
positive hydrocarbon test after the cleaning. Hence the
tanks must be washed thoroughly with water after use of
such cleaning agents.
re 3: Some residues have very high melting points, which
makes them difficult to emulsify. To clean such residues it
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may be necessary to use a solvent. Frequently used sol-
vents are toluene or white spirit. Both may be applied by
spraying or by the lift method (see below). Some residues
are persistent enough to make it necessary to heat the sol-
vent, and care should be taken to choose a solvent with a
sufficiently high boiling point.
Whenever possible the cleaning procedures adopted
should not involve personnel entering a non-gas free tank.
If however it is necessary to enter the tank, all precautions
should be taken to protect the personnel involved from the
health hazard of the cleaning solvent and a flammable sol-
vent should only be used for spot-cleaning and never for
spraying in a non-inerted tank.
re 4: Chemical reactions are rarely used for tank cleaning pur-
poses, but may be the only alternative if some unwanted
reaction during the voyage or during the initial cleaning
has left an insoluble residue on the tank walls. Further-
more chemical reaction may be used to remove rust (iron
oxide) from the coating and the piping. When undertaking
an operation involving chemical reactions, advice should
be sought from competent companies.
re 5: Another way to dissolve solid residues is by steaming or
even by steaming with a solvent (for example toluene) or
an alkaline cleaning agent. Steaming with solvents like
toluene should only be carried out in inerted tanks due to
the risk of ignition by static electricity.
All the above-mentioned cleaning agents may be applied
in a number of ways, which in brief can be described as
follows:
The injection method This method is practised by injecting the cleaning agent (caustic, detergent or solvent)
directly into the tank cleaning line either on deck or in the pump room. There are
several methods to use by injection with chemicals during tank cleaning, into the
mechanical tank wash system but the method preferred for tank cleaning at sea is:
Inject the chemical directly into the tank-wash line on deck. The chemical is injected
from a 200 litre drum directly into the tank-wash line on deck by means of an air
operated pump on the drum, a small needle valve and a short hose, connected to a spare
tank-wash hose valve. The main benefit of this method is that the injection and correct
dosage of chemical can be regulated and controlled at any place on deck, close to the
tanks being washed.
The recirculation method In general this method of tank cleaning with a chemical solution is highly effective. One
of the vessel's tanks is used to mix a suitable solution of the cleaning agent (for example
a 0.2 % detergent solution). The mixture is pumped through the cleaning line and the
cleaning machines and is stripped back to same tank. To work properly this method
demands a good preliminary cleaning as otherwise the cleaning mixture will quickly
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become inefficient. A great advantage of the re-circulation method is that both heat and
chemicals are recovered and used over and over again until one or more tanks are
completely cleaned. The effect of cleanliness may improve if a suitable filtering system
can be used between the pump and the cleaning machines. The most common system is
to insert a strainer into the X-tree when connection is made on the pump stack.
Remember: Re-circulation is only permitted between inerted tanks or gas-free tanks.
Recirculation with chlorinated solvents The preferred products purchased/supplied should be non-contaminated
Trichloroethylene and or Perchloroethylene. If the moisture content is not more than a
few hundred ppm, the chlorinated solvent should be acceptable for most re-circulation
operations. A larger quantity (10 to 15 tons) of Methylene Chloride (MEC) is usually
requested for cleaning after discharging of isocyanates like TDI and MDI, but only
when compatible with the coating. Equipment for recirculation and must be clean and
chemical resistant to chlorinated solvents. Furthermore, chlorinated compounds tend to
hydrolyse in the presence of water and form organic or mineral acid.
Bleach
Bleach is also known as Clorox and Dixichlor. The chemical name is Sodium
Hypochlorite Solution (11 –13%), which is a strong oxidizer. The name “Bleach” is
used throughout this procedure. Precaution: The product is very aggressive pH 14, - in
particular to stainless steel and the aggressiveness increase with raised temperatures.
Any bleach solution must not be allowed to dry on any tank lining or stored in cargo
tanks as cleaning solution or slops.
Bleach solution should mainly be used in coated tanks and when diluted to maximum 1
% strength.
Diluted bleach is used for following purposes:
Removal of odour, if present after normal tank cleaning.
Removal of colour, if present after normal tank cleaning. (Colour may be present after
last cargoes having strong colour which is also the case after dyed gasoline).
Improving the Permanganate Time Test, if low after normal tank cleaning. (Low PTT is
often the result of a reducer remaining on the tank surface, which originates from an
inhibitor or the cargo itself). The bleach is known to be contrary to a reducer, which is
an oxidation agent.
Procedure:
After any seawater washing, ensure to thoroughly fresh water rinse the tank before
preparing the bleach solution.
Prepare the tank for re-circulation. Add fresh water into the tank enough for the re-
circulation and add maximum 1 % of bleach into the tank by the drop line. Secure the
tank and start re-circulation immediately. Apply the tank heating system and bring the
temperature up to maximum 50 °C.
On completion close the tank-heating system.
If a second tank needs the same cleaning method, it should be prepared for re-
circulation prior to transferring the used bleach solution.
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During re-circulation temperature should not exceed 50 °C due to the solution’s
aggressiveness. Hand spraying is not recommended. Immediately after re-circulation,
rinse the tank with warm sea- or fresh water for three machine cycles. After the end of
rinsing, take a sample from the discharge line and inspect it for traces of remaining
bleach, odour, foam, pH-value etc.
If the bleach solution is still present, the rinsing should continue until outcome rinsing
water is free of bleach and pH-value is the same as the incoming rinsing water.
On completion of rinsing, continue with chloride free sistilled water in order to remove
the salt/chloride because if bleach is still present in the coating, it will affect the chloride
test.
Warning. If bleach solution is not washed off immediately after re-circulation or if it is
stored in cargo tanks, in particular stainless steel tanks, corrosion and or coating damage
can be expected very soon.
The lift method In some situations it may be convenient or necessary to apply a solvent or cleaning oil
to the tank walls. This is done by pouring the solvent into a tank and then slowly lifting
the solvent by pumping water in below it. The lift should not exceed about 1 metre per
hour, and thus the method is very slow. When the tank is full the water level is lowered
again by pumping the water to a slop tank. When the tank is almost empty the rest of the
cleaning agent is pumped into the next tank and the procedure starts all over again.
Toluene has often been used as the medium. Toluene is a highly static electricity
generator, so extreme care must be taken with the bonding of all equipment used
for the operation. One of the leading tank cleaning laboratories in the world, Dr.
Verwey, does not recommend Toluene Floating.
Hand spray method
The method is undertaken by spraying a cleaning agent directly onto the surfaces of the
tank. After a certain time, during which the cleaning agent works on the residues, the
tank is water washed in a normal pattern. This method is very efficient and the
consumption of cleaning agent is reasonably low, but it should be borne in mind that it
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is very important to protect the crew involved in the operation, as many cleaning agents
are rather dangerous to personnel. Also, this method should never be used with a
flammable cleaning agent due to the risk of an electrostatic ignition.
Type of spray equipment to be employed varies from simple hand operated sprayers to
compressed air driven pumps, pressure tanks, all connected via sufficient length of
chemical resistant hose to a suitable spray gun.
For manual spraying it is highly recommended to use airless type spray guns, thus
spraying tank-cleaning solvents under pressure without air-atomisation.
All personnel who enter the tank during inspection, control, repair, maintenance etc.,
must wear soft-soled shoes. This is of special importance for epoxy-coated tanks, which
have been exposed to chemicals, softening the coating.
Atomisation method The principle is the same as mentioned for the hand spray method, but instead of
sending men into the tanks to apply the cleaning agent, a lance-like apparatus with fine
nozzles is introduced into the tank. The cleaning agent is pumped through the nozzles
and after some time the tanks are water washed.
As this method almost invariably will generate large electrostatic potentials, it
should only be used in inerted tanks or in gas-free tanks with a non-flammable
cleaning agent.
Steaming method This procedure is mostly done after tank cleaning, and before loading of
chemicals. To make the tanks free of hydrocarbons, chlorides, also for a
Permanganate Time Test. For this matter we have a choice of several types of
chemicals, like aromatics, alcohols, ketones and products like perchloroethylene
or trichloroethylene. It is a matter of fact that the choice of chemical for steaming
complies with instructions of the coating supplier. When steaming the tank with
chemicals one have to consider about the lower flammable limit (LFL or LEL).
Steaming with Chemicals Calculation of volume percentage: The volume of vapour (gas) is equal to the number of mole multiplied by 24 litres, when
the temperature is 20 C. The number of mole is found as the amount of chemical in
kilograms divided by the mole mass.
Example: Steaming with 4 litres of toluene C7H8. Density 0.86 kg/l, mole weight 92 g/mole,
flammable range: LFL = 1.2 – UFL =7.0 volume %
litre897g/mole 92
l/mole 24 g/l 860 litre 4
In a 1000m3 tank, 897 litre of vapour gives a concentration of 0.09 volume %.
The volume of 1 mole at 60 C, which easily might be the tank temperature during
steaming, is 27 litres instead of 24 litres. Then the volume of 4 litre toluene as vapour
will be 1020 litre, and the concentration in a 1000 m3 tank will then be 0.10 volume %.
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Calculation to stay below Lower Flammable Limit (LFL)
Steaming with methanol in a 1000 m3 cargo tank @ 60 C:
CH3OH, density 790 g/l, Mole weight 32 g/mole. Flammable range: LFL = 5.5 – UFL
=36.5 volume %
5.5 vol% of the cargo tank capacity is 55,000 l vapour equal to molemolel
l2037
/27
000,55 .
The mass of 2037mole is 2037mole 32 g/mole = 65.19 kg of methanol = 82.52 litres.
Then the Lower Flammable limit is reached!
Special considerations for Stainless Steel Tanks made of stainless steel cannot always be cleaned in the same way as coated tanks.
The primary resistance of stainless steel is a thin layer of chromic oxide which is
created on the surface of the steel. This layer is resistant to most chemicals, but rather
sensitive to substances containing chloride such as sea water.
Stainless tanks should thus preferably be washed with fresh water only, but if it for
some reason is necessary to use sea water, the tanks should be flushed with fresh water
without delay.
Fresh Water Flushing For all kinds of tanks it may be necessary to undertake a final rinsing with fresh or even
destilled water to remove any chlorine residues or residues from cleaning agents, which
may react with the next cargo.
Ventilation and Drying Any tank cleaning operation is concluded by ventilating and drying the tanks with
air.
Drying of tanks The drying of the tanks is in fact done in the way that the air blown into the tank picks
up the humidity of the tank atmosphere, and thereby removing the water from the tank
when the air again leaves the tank. However it is important to remember a few
fundamental principles of how air can accumulate/contain humidity. The relation
between the temperature of the air and the water content in g/m3 is so, that the air is able
to contain a higher amount of humidity at a higher temperature as it is seen from the
curves:
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On the diagram is given the absolute humidity in g/m3 on the left axis, and the relative
humidity in % on the right axis as a function of the temperature. When the air reaches a
relative humidity of 100% the air is saturated and then no longer capable to take up
more humidity.
An example will show that only about 1,5 grams of water vapour can be removed per
m3 of supplied air if the air blown in has a temperature of 20°C and a relative humidity
of 90%, which is not unusual when at sea. One also has to be aware that there is no
reason in trying to dry tanks if the empty tanks are surrounded by cold ballast tanks
where the steel temperature is below the dew point of the air blown in. From the curves
can be read as an example that a 20°C warm air with a relative humidity of 90% will
start to condense if the temperature of the air falls to below about 18°C. So therefore it
can be recommended that the dew point of the air is determined and compared with the
steel temperature of the tank if in doubt whether it is worth while to start drying tanks
now or wait until the relative humidity is lower.
In some ships it is possible to dry the air before it is blown into the tanks. This can be
done by means of for example a “Münters Dryer” or by blowing the air through re-
ceptacles (cylinders) filled with a moisture absorbing substance, which later can be
regenerated. Using those methods the dew point of the air can be significantly lowered,
and the air will therefore be able to remove considerably larger quantities of water per
m3 air and furthermore it will be possible to dry even very cold steel bulkheads.
If the tanks are equipped with heating coils or if the ship is equipped with an air heater
then it will be possible to heat up the tanks during the drying, and it will be seen from
the curve above that a raise in temperature from for instance 20° to 25° will make it
possible to remove about 8 grams of water per m3 in stead of only 1,5 grams per m
3.
The heating will of cause also result in a higher steel-temperature, so condensation will
be less probable; but in practice it is often seen that it is difficult to “catch” the under
side of the deck, which results in condensation under the deck and “rain” in the tanks.
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Inspection Chemical cargoes will mostly demand very clean tanks. Normally the shipper will
appoint a surveyor to inspect the ship's tanks and a number of independent survey
companies undertake such commissions. The vessel should always ensure proof of
any inspection carried out.
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Wall Wash Tests When the surveyor inspects the tanks, he often carries out different tests to ensure
the cleanliness of the tank bulkheads and horizontal surfaces. Such tests could be
test:
1. Colour test
2. Hydrocarbon test
3. Chloride test
4. Acid wash colour test
5. Permanganate time test
6. Test for pH value
etc.
Some of these tests can be made by the crew itself, and if sufficient time is at
hand, tests should be made before arrival to ensure that any residues and traced
are removed, thus avoiding the rejection of the tanks. Some of the tests are easy to
do, for instance pH test, hydrocarbon test and chloride test. Other tests require
more attention and experience and some tests even need a kind of laboratory on
board the ship.
Many operators have equipped their tankers with a “Wall Wash Test Kit” e.g.
from the well-known chemical laboratory Dr. Verwey in Rotterdam. When that is
the case, it is important carefully to read the instructions supplied by the supplier
of the test kit.
Evaluation of Wall Washing and Testing
It is important to know that many factors have an influence on the test result. Also
factors that are not always obvious. Here follows some reflections on what to have
in mind when evaluating the result of wall wash tests:
Wall Wash Sample Test Result Possible sources affecting
the sample:
Possible sources affecting
the test:
Consequence of this:
WALL WASH MEDIUM W/WASH AND TEST MEDIUM HYDROCARBONS ?
EQUIPMENT CLEANLINESS DI-WATER (TEST WATER) PTT ?
WALL WASH METHOD CLEANLINESS OF EQUIPMENT CHLORIDES ?
WET/WARM BULKHEAD POOR QUALITY EQUIPMENT ODOUR ?
SOFT COATING SHORTAGE OF EQUIPMENT COLOUR ?
PREVIOUS CARGOES POOR LAB. CONDITION APPEARANCE ?
WASHING WATER (PURITY) LACK OF EXPERIENCE SUSPENDABLES ?
SEA PLANKTON RUSHING TEST WORK UV ?
CLEANING CHEMICALS (SOAP) FILTERING (PURITY) NVM (NON VOLATILE MATERIAL)
CHLORIDES IN FW TEMPERATURE (ACCURACY)
STEAM HOSES (CLEANLINESS) LIGHT
CHLORIDES IN STEAM QUALITY OF KMnO4 CRYSTAL
CARGO/FUEL IN STEAM QUALITY OF KMnO4 SOLUTION
BOILER CHEMICALS QUALITY OF AgNO3
VENTILATION METHODS STANDARDS (MISSING)
TANK VENTILATORS (OIL) DETECTING METHODS
POLLUTED AIR (IN PORT) MARKING & NOTATIONS
SUSPENDABLES
BALLASTING
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Products Products can be divided in different groups for cleaning purposes like:
Group 1 Water – soluble
Group 2 Light Hydrocarbons
Group 3 Hydrocarbon test problems
Group 4 Permanganate or activity problems
Group 5 Hydrocarbon test, permanganate, and cleaning problems
Group 6 Leaded or dyed products
Group 1: Group 2: Group 3: Acid Toluene Naphta
Alkohols Benzene Alkyl benzene
Amines Trichloroethylene Diesel oil
Caustic Cumene Dioctyl Phthalate
Esters Cyclohexane Gasoline (unleaded/-dyed)
Glycols Xylene Gas oil
Ketones Hexane Kerosene
Ethylene dichloride Lubricating oil
Perchloroethylene Propylene tetramer
Group 4: Group 5: Group 6: Styrene monomer Cottonseed oil Gasoline (leaded or dyed)
Vinyl acetate monomer Soybean oil Dyed products
Acrylates Fish oil
Methyl acrylates Coconut oil
Isoprene Fatty Acids
Acrylonitrile Molasses
Toluene diisocyanate Palm oil
Phenol Safflower oil
Cresols Linseed oil
Furfural Raffinate
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Pollution regulations Introduction
The international community has become seriously con-
cerned about ship-generated marine pollution in recent
years. More than 80 international conventions and related
instruments address the problem. Among these MARPOL
is considered as the most important.
MARPOL, which deals with all forms of marine pollution
except the disposal of land-generated waste into the sea by
dumping, was born as a result of an international Confer-
ence. In 1969, the IMO Assembly – inspired partly by the
Torrey Canyon disaster of two years before – decided to
convene an international conference to adopt a completely
new convention. The conference met in London in 1973
and IMO adopted the International Convention for the
Prevention of Pollution from Ships, 1973. This was
modified by a protocol in 1978 and is now usually known
as MARPOL 73/78. The convention finally entered into
force in October 1983 – ten years after the first conference
was held.
Marpol 73/78 Marpol 73/78 has three Protocols dealing respectively
with Reports on Incidents involving Harmful Substances,
on Arbitration and The Protocol of 1997 (Annex VI) and
six Annexes which contain regulations for the prevention
of the various forms of pollution:
Annex I Pollution by Oil
Annex II Pollution by Noxious Liquid Substances car-
ried in bulk
Annex III Pollution by Harmful Substances Carried By
Sea In Packaged Form
Annex IV Pollution by Sewage from Ships
Annex V Pollution by Garbage from Ships
Annex VI Air Pollution from Ships
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The relevant Annexes As chemical tankers transport both oil products and nox-
ious liquid substances it is relevant to deal with both
Annex I and Annex II. In the Definitions section in
MARPOL it is worth noting that “harmful substance”
includes any substance discharged into the sea which is li-
able to:
create hazards to human health,
harm living resources and marine life,
damage amenities or interfere with other legitimate
uses of the sea.
"Discharge", in relation to harmful substances or effluents containing
such substances, means any release howsoever caused
from a ship and includes any escape, disposal, spilling,
leaking, pumping, emitting or emptying. "Discharge" does
not include: dumping within the meaning of the London
Convention, or release of harmful substances directly
arising from offshore exploration, exploitation and associ-
ated processing of sea-bed mineral resources; or release of
harmful substances for purposes of legitimate scientific re-
search into pollution abatement or control. "Ship" means a
vessel of any type whatsoever operating in the marine en-
vironment and includes hydrofoil boats, air-cushion vehi-
cles, submersibles, floating craft and fixed or floating plat-
forms.
In MARPOL oil is defined as being any kind of mineral
oil and mixtures thereof, including crude oil, natural gas
condensate, oil sludge and oily residues, fuel oils and all
other refined oil products except petrochemicals which are
classified according to the regulations concerning noxious
liquid substances in bulk. A “List of oils” is found in
Appendix I to Annex I:
MARPOL Annex I,
Regulations for the
Prevention of
Pollution by Oil
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Appendix I
List of oils
Asphalt solutions
Blending stocks
Roofers flux
Straight run residue
Oils
Clarified
Crude oil
Mixtures containing crude oil
Diesel oil
Fuel oil no. 4
Fuel oil no. 5
Fuel oil no. 6
Residual fuel oil
Road oil
Transformer oil
Aromatic oil (excluding vegetable oil)
Lubricating oils and blending stocks
Mineral oil
Motor oil
Penetrating oil
Spindle oil
Turbine oil
Distillates
Straight run
Flashed feed stocks
This list of oils shall not necessarily be
considered as comprehensive.
Gas oil
Cracked
Gasoline blending stocks
Alkylates-fuel
Reformates
Polymer-fuel
Gasolines
Casinghead (natural)
Automotive
Aviation
Straight run
Fuel oil no. 1 (kerosene)
Fuel oil no. 1-D
Fuel oil no. 2
Fuel oil no. 2-D
Jet fuels
JP-1 (kerosene)
JP-3
JP-4
JP-5 (kerosene, heavy)
Turbo fuel
Kerosene
Mineral spirit
Naphtha
Solvent
Petroleum
Heartcut distillate oil
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Annex I applies to all ships to which MARPOL 73/78 ap-
plies which means virtually all ships except warships or
similar ships owned or operated by a State. The discharge
of oil or oily water into the sea is prohibited in some areas
and severely restricted in others. Ships are required to
meet certain equipment and constructional standards and
to maintain an Oil Record Book. With the exception of
small ships, a survey is required and, for ships trading in-
ternationally, certification in a prescribed form is neces-
sary. Ports are required to provide adequate reception fa-
cilities for oily mixtures and residues to meet the needs of
ships using the ports.
The requirements for the control of operational discharges
of oil are given in regulations 15 (from machinery spaces)
and 34 (cargo area from oil tankers) of Annex I.
Within 50 nautical miles from nearest land and in
"Special Areas" (which are Mediterranean Sea area,
the Baltic Sea area, the Black Sea area, the Red Sea
area, the "Gulfs area", the Gulf of Aden area, the
Northwest European area, the Oman area of the
Arabian Sea, the Southern South Africa Sea Area and
the Antarctic area) discharge of oily water from the
cargo area is prohibited.
Discharge outside these areas is allowed provided that
a) the tanker is proceeding en route,
b) the instantaneous rate of discharge of oil con-
tent does not exceed 30 litres per nautical mile,
c) the total quantity of oil discharged into the sea
does not exceed 1/30.000 of the total quantity
of the particular cargo of which the residue
formed a part (for ships built according to old
rules 1/15.000),
d) the tanker has in operation an oil discharge
monitoring and control system and an approv-
ed slop tank arrangement.
The provision of above shall not apply to the discharge of
clean or segregated ballast.
The rules for
discharge of oily
water from tankers
are briefly:
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Special Area Annex I
and are MARPOL Annex I “Special Areas”
Also Waters South of 60º S
Rules for discharge of oily water from machinery spaces are given in regulation 15 of
Annex I. They apply to tankers as well as other ships over 400 GT.
Discharge of oil or oily water is prohibited unless following rules are observed:
Discharge from cargo area, oil tanker:
1. Transfer the oily waste into a slop tank.
2. Ship must be outside special Area and >50 nautical miles
from nearest land
3. Proceeding en route
4. An Oil Discharge Monitoring and control System
(ODME) must ensure that:
5. Instantaneous discharge rate <30litres per nautical mile,
and
6. Total quantity of oil discharged does not exceed 1/30000
of previous cargo
Discharge of oil from machinery spaces
of all ships:
1. Any discharge in Antarctic area is prohibited
2. Proceeding en route
3. Oily mixture is processed through an oil filtering equipment
4. No more than 15 parts per million of oil in the effluent
5. Automatic stopping devise when 15 ppm is exceeded
6. Alarm when 15 ppm is exceeded
7. Oily mixture does not originate from cargo area of oil tankers
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MARPOL Annex II, Regulations for the Control of Pollution by Nox-
ious Liquid Substances in Bulk
Liquid substances are defined as being substances having
a vapour pressure not above 0.28 MPa absolute (2.8 bar) at
37.8°C (100°F), i.e. substances, which may be transported
in a liquid state at ambient temperature and pressure.
Liquid substances, which are transported in bulk, must be
classified according to the criteria laid out in MARPOL's
Annex II, and substances, which are judged as harmful
may only be discharged according to particular criteria.
The regulations controlling the discharge of harmful liquid
substances are explained on the following pages. Sub-
stances, which have not been categorized, have to be pro-
visionally assessed by the authorities before transporta-
tion.
Annex II consists of 18 regulations giving detailed re-
quirements for discharge criteria and measures for the
control of pollution by Noxious Liquid Substances (NLS)
carried in Bulk. The principles on which the operational
aspects of MARPOL 73/78 are based are:
stripping of cargo tanks after unloading;
the ship’s speed during discharge of tank washings;
the minimum distance from the nearest land during
discharge;
the minimum depth of water during discharge;
the need to effect the discharge below the waterline.
Furthermore Annex II contains seven appendixes giving
guidelines for the categorization of noxious liquid
substances, a recommended layout for the Cargo Record
Book and the form of the so-called NLS Certificate.
Annex II also contains an appendix giving the standard
format for the Procedures and Arrangement Manual,
(P&A Manual). Appendix 5 to MARPOL Annex II is:
“Assessment of residue quantities in cargo tanks, pumps
and associated piping”. Then appendix 6 explains the
prewash procedures and finally appendix 7 deals with
ventilation procedures when removing cargo residues by
ventilation.
The regulations Basically Annex II applies to all ships carrying noxious
liquid substances in bulk where a noxious liquid substance
is defined as any substance falling into pollution category
X, Y, or Z. The pollution categories are explained as:
Category X: Noxious Liquid Substances which, if discharged into the
sea from tank cleaning or deballasting operations, are
deemed to present a major hazard to either marine
The structure of
Annex II
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resources or human health and, therefore, justify the
prohibition of the discharge into the marine environment.
.
CategoryY: Noxious Liquid Substances which, if discharged into the
sea from tank cleaning or deballasting operations, are
deemed to present a hazard to either marine resources or
human health or cause harm to amenities or other
legitimate uses of the sea and therefore justify a limitation
on the quality and quantity of the discharge into the
marine environment.
Category Z: Noxious Liquid Substances which, if discharged into the
sea from tank cleaning or deballasting operations, are
deemed to present a minor hazard to either marine
resources or human health and therefore justify less
stringent restrictions on the quality and quantity of the
discharge into the marine environment.
Noxious liquid substances carried in bulk and which are
presently categorized as Category X, Y or Z and subject to
the provisions of Annex II, are so indicated in the
pollution category column of chapters 17 or 18 of the In-
ternational Bulk Chemical Code, - the IBC - code.
Liquid substances carried in bulk which are identified as
falling outside the Categories X, Y or Z and not subject to
the provisions of Annex II are indicated as "OS", (short
for “Other Substances”) in the pollution category column
of chapter 18 of the International Bulk Chemical Code
(IBC code).
It is in this connection worth noting that the discharge of
bilge or ballast water or other residues or mixtures con-
taining only substances indicated as “OS” in Annex II
shall not be subject to any requirement of this Annex. The
discharge into the sea of clean ballast or segregated ballast
as well shall not be subject to any requirement of this
Annex.
For all three pollution categories discharge into the sea is
prohibited unless the following three conditions are
observed:
the ship is proceeding “en route”1 at a speed of at least
7 knots in the case of self-propelled ships or at least 4
knots in the case of ships which are not self-propelled;
1 En route means that the ship is under way at sea on a course or courses, including deviation from the shortest direct
route, which as far as practicable for navigational purposes, will cause any discharge to be spread over as great an area of the sea as is reasonable and practicable.
List of noxious liquid
substances carried in
bulk
List of other liquid
substances
The discharge of
tank washing
containing Category
X, Y or Z:
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the discharge is made below the waterline through the
underwater discharge outlet(s) not exceeding the
maximum rate for which the underwater discharge
outlet(s) is (are) designed; and
the discharge is made at a distance of not less than 12
nautical miles from the nearest land in a depth of
water of not less than 25 metres.2
Approved ventilation procedures may be used to remove
cargo residues from the tanks. The following is an extract
from MARPOL Annex II Appendix 7, “Ventilation
procedures”:
Ventilation procedures 1. Cargo residues of substances with a vapour pressure
greater than 5 kPa (50 mbar) at 20°C may be
removed from a cargo tank by ventilation.
2. Before residues of Noxious Liquid Substances are
ventilated from a tank the safety hazards relating to
cargo flammability and toxicity shall be considered.
With regard to safety aspects, the operational
requirements for openings in cargo tanks in SOLAS
74, as amended, the International Bulk Chemical
Code, the Bulk Chemical Code, and the ventilation
procedures in the International Chamber of
Shipping (ICS) Tanker Safety Guide (Chemicals)
should be consulted.
3. Port authorities may also have regulations on cargo
tank ventilation.
4. The procedures for ventilation of cargo residues
from a tank are as follows:
2 Depth of water means the charted depth.
Ventilation of cargo
residues
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.1 the pipelines should be drained and further cleared
of liquid 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 shall be used;
.4 ventilation equipment should be placed in the tank
opening closest to the tank sump or suction point;
.5 ventilation equipment should, when practicable, be
positioned so that the airjet is directed at the tank
sump or suction point and impingement of the airjet
on tank structural members is to be avoided as
much as possible; and
.6 ventilation shall continue until no visible remains
of liquid can be observed in the tank. This shall be
verified by a visual examination or an equivalent
method.
Any water subsequently introduced into the tank shall be
regarded as clean and shall not be subject to the discharge
requirements given in MARPOL Annex II.
Efficient stripping Contrary to the discharge of water containing oil residues
from oil cargoes, where the oil content can be detected by
an oil content monitor, it is not possible to construct a de-
tector which can detect all residues from chemicals.
Therefore, in order to ensure that only a minimum of
noxious liquid substances are discharged into the sea
during the disposal of tank cleaning water, MAROL
Annex II requires that the ship must be constructed with
so-called efficient stripping.
The construction requirements differ in three “levels”:
1. Ships constructed before 1 July 1986. (Also called
“BCH-ships”),
2. ships constructed on or after 1 July 1986 but before
1 January 2007 (“existing IBC-ships”), and
3. ships constructed on or after 1 January 2007 (“new
ships”).
ad1) Every ship constructed before 1 July 1986 shall be
provided with a pumping and piping arrangement to
ensure that each tank certified for the carriage of
substances in Category X or Y does not retain a
quantity of residue in excess of 300 litres in the tank
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and its associated piping and that each tank
certified for the carriage of substances in Category
Z does not retain a quantity of residue in excess of
900 litres in the tank and its associated piping. A
performance test shall be carried out in accordance
with appendix 5 of Annex II.
ad 2) Every ship constructed on or after 1 July 1986 but
before 1 January 2007 shall be provided with a
pumping and piping arrangement to ensure that
each tank certified for the carriage of substances in
Category X or Y does not retain a quantity of
residue in excess of 100 litres in the tank and its
associated piping and that each tank certified for the
carriage of substances in Category Z does not retain
a quantity of residue in excess of 300 litres in the
tank and its associated piping. A performance test
shall be carried out in accordance with appendix 5
of Annex II.
ad 3) Every ship constructed on or after 1 January 2007
shall be provided with a pumping and piping
arrangement to ensure that each tank certified for
the carriage of substances in Category X, Y or Z
does not retain a quantity of residue in excess of 75
litres in the tank and its associated piping. A
performance test shall be carried out in accordance
with appendix 5 of Annex II.
Important! The stripping test shall be performed by using water as the
stripping media.
For BCH-ships and existing IBC-ships a tolerance of 50
litres per tank is acceptable. For example, an existing IBC-
ship can be accepted even if the stripping test shows up to
150 litres.
Verifying the efficience of a stripping test
on board a newbuilding in Rumania
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Reception facilities Ports must have adequate reception facilities for any tank
washings or residues that must be discharged in compli-
ance with Annex II and terminals must have suitable ar-
rangements to facilitate the stripping of ship’s cargo tanks.
It is important to note that cargo hoses and piping systems
of the terminal, containing noxious liquid substances re-
ceived from ships unloading these substances at the termi-
nal, shall not be drained back to the ship.
Remember: Cargo hoses and piping systems of the terminal, containing Noxious Liquid Substances
received from ships unloading these substances at the terminal, shall not be drained back to the ship.
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Measures of control MARPOL Annex II Regulation 16 states that the
government of each Party to the convention shall appoint
or authorize surveyors who shall execute control of for
instance the unloading and prewash in accordance with
control procedures developed by IMO and adopted by
Resolution A.787(19) and amended by A.882(21).
The surveyors shall as a minimum endorse in the Cargo
Record Book entries of prewash operations after category
X products. If the ship has been given any exemptions
from mandatory prewash, such exemptions shall also be
endorsed by the surveyor.
At the request of the ship's master, the Government of the
receiving party may exempt the ship from the require-
ments of prewash where it is satisfied that:
(i) the unloaded tank is to be reloaded with the same
substance or another substance compatible with the
previous one and that the tank will not be washed or
ballasted prior to loading, or
(ii) the unloaded tank is neither washed nor ballasted at
sea. The prewash shall be carried out at another port
provided that it has been confirmed in writing that a
reception facility at that port is available and is
adequate for such a purpose, or
(iii) the cargo residues will be removed by ventilation.
If the unloading of category Y or Z substances is not car-
ried out in accordance with the approved pumping condi-
tions, which is the case when the efficient stripping system
has not been in use, or if the substance unloaded has been
identified as a “solidifying” or “high viscosity” substance
then the tanks shall be prewashed before the ship leaves
the port of unloading. It is possible to obtain an exemption
from the prewash in accordance with the conditions given
above.
In MARPOL Annex II regulation 1 solidifying substance
and high-viscosity substance is defined.
A noxious liquid substance shall be regarded as a Solidi-
fying substance:
1. if the melting point is lower than 15 °C and the cargo
temperature at the time of unloading is less than 5°C
above its melting point; or
2. if the melting point is equal to or greater than 15 °C and
the cargo temperature at the time of unloading is less
than 10°C above its melting point.
Prewash and
endorsement in Cargo
Record Book by
MARPOL Annex II
surveyor
Special cases where
prewash is required
165
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Benzene can be used as an example to illustrate the pro-
blem. Benzene has a melting point of 6 °C and therefore
the temperature at the time of unloading must be at least
11 °C if benzene shall not be considered as solidifying and
for that reason require a prewash.
A noxious liquid substance shall be regarded as a High-
viscosity substance:
in the case of category X and Y substance with a
viscosity equal to or greater than 50 mPa·s at the
unloading temperature.
It is a requirement of chapter 16 in the IBC-code that the
viscosity at 20°C and the melting point should be stated
on the shipping documents if it is relevant. If the viscosity
at 20°C exceeds 50 mPa·s it should be stated at which
temperature the viscosity will be down to 50 mPa·s.
Removal of solidified palm stearine from cargo pipes the “hard way”
166
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More about viscosity:
As many category “Y” - substances might require prewash of cargo tanks after
unloading because of the cargo being “High viscosity” at the unloading temperature, it
will be appropriate to refresh the “connection” between different units of viscosity:
MARPOL Annex II defines High Viscosity in Regulation 1.17as:
When there is a chance that a substance might become “High-Viscosity”, there will be a
reference in the IBC code chapter 17 column “o” to IBC code 16.2.6:
How to proceed: When the viscosity is indicated in the shipping document in the unit “milli Pascal
multiplied by second” or mPa•s, we are on safe ground!
Dynamic Viscosity mPa•s is equal to another expression for the dynamic viscosity,
namely cPoise or centiPoise or cP. (The SI unit for dynamic viscosity is N•s/m2).
Kinematic Viscosity Often the viscosity is indicated in the shipping document in the unit centiStokes or cSt.
(The SI unit for kinematic viscosity is m2/s.
Important: 1 mm2/s is equal to 1 cSt.
Conversion to mPa•s 1. mPa•s = cPoise
2. mPa•s = viscosity given in centiStokes multiplied by the cargo density in g/cm3.
(The viscosity and density given at the same temperature)
Other useful relations: 1 cSt = 10
-6 m
2/s = 1 mm
2/s
Viscosity and reference temperatures The viscosity of a fluid is highly temperature dependent and for either dynamic or
kinematic viscosity to be meaningful, the reference temperature must be quoted!
17. Viscosity
17.1 High-Viscosity Substance means a noxious liquid substance in Category X or Y with a
viscosity equal to or greater than 50 mPa.s at the unloading temperature.
17.2 Low-Viscosity Substance means a noxious liquid substance, which is not a High-Viscosity Substance.
16.2.6. Where column o in the table of chapter 17 refers to this paragraph, the cargo’s viscosity at 20°C shall be
specified on a shipping document, and if the cargo’s viscosity exceeds 50 mPa.s at 20°C, the temperature at which the cargo has a viscosity of 50 mPa.s shall be specified in the shipping document.
167
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Viscosity and handling temperature of selected vegoils The revised MARPOL Annex II requires Prewash after unloading of substances of
pollution category “Y” when the substances are “solidifying” or high viscosity
substances. A substance is a high viscosity substance when the viscosity at the
unloading temperature is more than 50 mPa·s.
The list below shows the carriage temperature and unloading temperature together with
viscosity for selected vegoils. (Guidance only)
SUBSTANCE
NORMAL
CARRIAGE
TEMP.
NORMAL
DISCHARGE
TEMP.
VISCOSITY
AT 20 °C
TEMP. FOR
VISCOSITY
= 50 mPa·s
HEATING
INST.
Castor oil 20-25 30-35 950-1100 60
Coconut Oil 40-45 40-45 39-43 24
Corn Oil Amb.-60 15-20 52@20°C 27 27-30
Cottonseed Oil Amb.-amb. 20-25 80 32 32-35
Fish Oil 20-25 30-35 60-90 25
Groundnut Oil Amb.-amb. 20-25 60 30 30-35
HE Rapeseed Oil Amb.-amb. 20-25 60 35 35-40
Lard 38-41 51-54 Solid 35
Linseed Oil Amb.-amb. 15-20 48 19 20-25
Olive Oil Amb.-amb. 20-25 75-79 32
Palm Acid Oil 52-55 55-70 Solid
Palm Fatty Acid
Distillate
52-55 55-70 Solid
Palm Kernel Oil 27-32 30-39 Semi- Solid 28
Palm Oil 32-40 50-55 Semi- Solid 44
Palm Olein 25-30 32-35 Semi- Solid 29
Palm Stearin 40-45 60-70 Solid 54
Rapeseed Oil/Canola
Oil
Amb.-amb. 15-20 55 27 27-30
Soyabean Oil Amb.-amb. 20-25 60 28 28-30
Sunflower Oil Amb.-amb. 15-20 68 27 27-30
Tallow 44-49 55-60 Solid 45
Tung Oil Amb.-amb. 30-50
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Nomogram for temperature correction of viscosity Vegoils are listed in IBC Code chapter 17 with pollution category Y. If the product’s
viscosity at unloading temperature exceeds 50 mPa·s ( = 50 cPoise) the tank has to be
prewashed.
As viscosity depends on temperature the nomogram below can be used as a tool to
determine the temperature at which the cargo shall be unloaded in order to lower the
viscosity below 50 mPa·s and thereby avoid a prewash.
Remember: always obtain permission before heating the cargo!
NOMOGRAM FOR TEMPERATURE CORRECTION OF VISCOSITY
To use the nomogram connect known values of temperature and viscosity with a straight line (e.g. 750 cP
at 20°C: line (1)). The intersection of this line with the reference line gives a reference point. Draw a line
from the known temperature through this reference point to intersect the viscosity scale. This gives the
viscosity at this temperature (e.g. line (2): at 80°C the viscosity is found to be 29 cP).
*) For conversion in SI Units: 1 centipoise (cP) = 1 millipascal · second (mPa · s)
169
©Marstal Navigationsskole April 14
Cargo Record Book Every ship to which Annex II applies shall be provided
with a Cargo Record Book, whether as part of the ship's
official log-book or otherwise, in the form specified in ap-
pendix IV to Annex II.
The Cargo Record Book shall be completed, on a tank-to-
tank basis, and shall cover operations such as loading,
unloading and internal transfer of cargo; ballasting, dis-
charge of ballast and cleaning of cargo tanks; disposal of
residues to reception facilities, discharge into the sea or
removal of residues by ventilation.
Each operation shall be promptly recorded in the Cargo
Record Book so that all the entries in the book appropriate
to that operation are completed. Each entry shall be signed
by the officer or officers in charge of the operation
concerned and each page shall be signed by the master of
the ship. The entries in the Cargo Record Book shall at
least be in English, French or Spanish.
The Cargo Record Book shall be kept in such a place as to
be readily available for inspection and it shall be retained
for a period of three years after the last entry has been
made.
Survey and certification Surveys are required for all ships to cover Annex II re-
quirements; the condition of the ship and its equipment is
to be maintained and may not be changed without prior
sanction of the marine administration. An “International
Pollution Prevention Certificate for the Carriage of Nox-
ious Liquid Substances” (NLS Certificate) is required for
ships in international trade.
Chemical tankers which have been surveyed and certified
by the marine administration in accordance with the IBC
Code or the BCH Code should be accepted as complying
with the requirements and do not require a NLS Certificate
or an additional survey. Such a ship must have a Certifi-
cate of Fitness as required by the IBC code.
A ship when in a port of another Party to MARPOL is
subject to inspection by officers duly authorized by such
Party concerning operational requirements under Annex
II, where there are clear grounds for believing that the
master or crew are not familiar with essential shipboard
procedures relating to the prevention of pollution by
noxious liquid substances.
Port State control
on operational
requirements
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Resolution A.787(19) “Procedures for Port State Control”
as amended by resolution A.882(21) says that if the
deficiencies found in a ship are serious the Port State
Control Officer shall take such steps as will ensure that the
ship shall not sail until the situation has been brought to
order in accordance with the requirements of Annex II.
The Guidelines to the resolution shows a list of de-
ficiencies which are considered to be of such a serious
nature that they may warrant the detention of the ship in-
volved. This list is not considered exhaustive but is in-
tended to give examples of relevant items. The following
is an extract of the list:
Areas under the MARPOL Convention, Annex II
1) Absence of P & A Manual.
2) Cargo is not categorized.
3) No Cargo Record Book available.
4) Transport of oil-like substances without satisfying the
requirements.
5) Unauthorized discharge bypass fitted.
Any ship, which is certified to carry substances of category
X, Y or Z shall have on board a Manual approved by the
Administration (Maritime Administration or classification
society). The manual must carefully describe all procedures to be
followed in connection with cargo-handling, tank clean-
ing, discharge into the sea, ventilation and not least
prewash. Obviously these procedures must be in full
accordance with the provisions of Annex II.
Furthermore the P&A-manual must contain a detailed de-
scription of the cargo handling equipment such as descrip-
tion of cargo pumping and piping arrangements and strip-
ping system; description of underwater discharge outlet
for effluents containing noxious liquid substances; type of
tank washing machines with capacities and pressure rating
etc. etc. The P&A Manual will also contain flow diagrams
which in an easy way list the relevant procedures to be
followed when discharging a noxious liquid substance into
the sea.
The manual is prepared in accordance with a layout given
in appendix 4 to MARPOL Annex II and will as minimum
contain following sections:
Section 1. Main features of MARPOL 73/78, Annex II
Section 2. Description of the ship's equipment and
arrangements
Procedures and
Arrangement
Manual (P&A-
manual)
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©Marstal Navigationsskole April 14
Section 3. Cargo unloading procedures and tank stripping
Section 4. Procedures relating to the cleaning of cargo
tanks, the discharge of residues, ballasting and
deballasting
Section 5. Information and procedures.
Section 5, Information and Procedures shall contain:
Table 2: Cargo tank information
Addendum A: Flow diagrams
Addendum B: Prewash procedures
Addendum C: Ventilation procedures
Addendum D: Additional information and
operational instructions when
required or accepted by the
Administration.
Extract from a P&A Manual:
The small chemical tanker ERRIA MARIA.
Below is shown an example on prewash information.
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173
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Marstal Navigationsskole April 14
Example 1
The ship has unloaded a cargo of Rapeseed oil, pollution category Y at an unloading
temperature of 15°C. At 15°C the viscosity of the rapeseed oil is higher than 50 mPa·s
wherefore the cargo is considered as being “High viscosity”
Using the first flow diagram in “Addendum A”, - we end up in box:
The cleaning and disposal procedure could then be:
CDP 1(a): “Strip the tank and apply prewash. Discharge prewash to
shore reception facility. Then wash tanks to commercial
standards. Dispose of tank cleaning water more than 12
miles from nearest land at a ship’s speed of not less than 7
knots, water depth more than 25 metres using underwater
discharge”. Or the cleaning and disposal procedure could
be:
CDP 1(b): “Strip the tank and apply prewash. Discharge prewash to
shore reception facility. Apply subsequent wash and add
ballast to the tank. The ballast water is discharged more
than 12 miles from nearest land, water depth more than 25
metres.” (This procedure is not very common, as many
chemical tankers will never carry ballast in their cargo
tanks).
Example 2
The ship has unloaded a cargo of Rapeseed oil, pollution category Y at an unloading
temperature of 30°C. At 30°C the viscosity of the rapeseed oil is lower than 50 mPa·s
wherefore the cargo is not considered as being “High viscosity”
Using the first flow diagram in “Addendum A”, - we end up in box:
The cleaning and disposal procedure could then be:
CDP 2(a): “Strip the tank. Then wash tanks to commercial standards.
Dispose of tank cleaning water more than 12 miles from
nearest land at a ship’s speed of not less than 7 knots,
water depth more than 25 metres using underwater
discharge”. Or the cleaning and disposal procedure could
be:
CDP 3: “Apply ventilation procedures in accordance with the
P&A Manual’s addendum C.”
(This procedure will of course not be relevant for a cargo
such as rapeseed oil as the vapour pressure is much lower
than the required 5 kPa (50 mbar) at 20°C).
MARNAV’s remarks: For CDP 3 there is an “X” in line 5 saying:
“Ballast tanks or wash tank to commercial standards”. This must be
an editorial error as it makes no sense first to remove all cargo
residues by ventilation and then afterwards wash the tank with water.
Furthermore it is not stated how to dispose of that water!
CDP 1(a) or 1(b)
CDP 2(a) or 3
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Marstal Navigationsskole April 14
As the two examples show it is quite simple to follow the
requirements from MARPOL Annex II as far as discharge
of residue/water mixtures is concerned if the instructions
in the P & A Manual are watched closely. It should always
be taken into account that there may exist some local re-
strictions that could go beyond the minimum requirements
given in MARPOL. So when in doubt - always check with
the local agent or local authorities for special conditions
for discharge of residue/water mixtures containing noxious
liquid substances.
Residues left over in tank after unloading fish oil from 12 000 TDW chemical tanker
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Abbreviations
A/H Antwerp, Hamburg range of ports
ADR Agreement on the transportation of Dangerous goods by Road
Aframax Average Freight Rate Assessment Scale large tanker (79,999 dwt max)
AIA Anti Icing Additive
AMOCO American Oil Company
ANSI American National Standards Institute
API American Petroleum Institute
ARA Antwerp, Rotterdam and Amsterdam range of ports
ARAMCO Arabian American Oil Company
ASA Anti Static Additive
ASTM American Society for Testing and Materials
ATK Aviation Turbine Kerosene = Avtur = JP 1A
Avcat Aviation catalytic kerosene
Avgas Aviation gasoline
Avtag Aviation turbine gasoline = JP 4
Avtur Aviation turbine kerosene = JP 1A = ATK
bbl Barrel
BCF BromChlordiF1ourMethane (Halon 1211)
BDN Bunker Delivery Note
BIMCO Baltic and International Maritime Council
BLEVE Boiling Liquid Expanding Vapour Explosion
BLG IMO Sub-Committee on Bulk Liquids and Gasses
BP Boiling Point
BTM BromtriFluorMethane (Halon 130l)
c.c Closed cup
CAS Chemical Abstract Service
CBM ChlorBromMethane (halon 1011)
CBT Computer Based Training
CBT Clean Ballast Tank
CDI Chemical Distribution Institute
CEFIC Conseil European des Federations de L’Industrie Chemique
(Sammenslutning af europæiske kemikalieproducenter)
CFR Code of Federal Regulations (USA)
178
© Marstal Navigationsskole - April 14
CHRIS Chemical Hazards Response Information System
CHRISTAL Contract Reg. an Interim Supplement to Tanker Liability for Pollution
CLC International Convention on Civil Liability for Pollution damage
COFC Container on Flatcar
CoFR Certificate of Financial Responsibility
COW Crude Oil Washing
CPP Clean Petroleum Product
CRISTAL Contracts Regarding an Interim Supplement to Tanker Liability for oil
pollution
CSC International Convention for Safe Containers, 1972 as amended
CSO Company Security Officer
CSR Continuous Synopsis Record
DGR Dangerous Goods Regulations (Air transport)
DIN Deutsche Industrie Norm
DOS Declaration of Security
DOT Department of Transportation (USA)
DP Dynamic Positioning
DPP Dirty Petroleum Product
DS Dansk Standardiseringsråd
DSC IMO Sub-Committee on Dangerous Goods, Solid Cargoes and
Containers
DSC Digital Selective Calling
ECA Emission Control Area, (former SECA)
EIAPP Certificate Engine International Air Pollution Prevention Certificate
ELSA Emergency Life Support Apparatus
EmS Emergency Procedures for Ships Carrying Dangerous Goods
EU European Union
FCL Full Container Load
FEU Forty foot equivalent unit
FGPSO Floating Gas Production, Storage and Offloading facilities
FMC Federal Maritime Commission
FOSFA Federation of Oils, Seeds and Fats Association
FP Flash Point
FPSO Floating Production, Storage and Offloading facilities
GESAMP Group of Experts on Scientific Aspects of Marine Pollution
179
© Marstal Navigationsskole - April 14
GV Grænseværdi
HCWM High Capacity Washing Machine
HFO Heavy Fuel Oil
HGV Hygiejnisk Grænse Værdi
HIS Hazard Information System
HP High Pressure or Horse Power
HVI High Viscosity Index
HVN Heavy Virgin Naphtha
I.A.S.C. International Association of Seed Crushers
IACS International Association of Classification Societies, or International
Association of Cargo Surveyors
IAEA International Atomic Energy Agency
IAPP Certificate International Air Pollution Prevention Certificate
IATA International Air Transport Association
IBC Intermediate Bulk Container
IBC Code International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk
ICS International Chamber of Shipping
IFO Intermediate Fuel Oil
IFSMA International Federation of Ship Masters’ Association
IG Inert Gas
IGC Code International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk
IGS Inert gas System
ILO International Labour Organization
IMCO Intergovernmental Maritime Consultative Organization (now IMO)
IMDG International Maritime Dangerous Goods code
IMO International Maritime Organization
INTERTANKO International Association of Independent Tanker Owners
IOPC International Oil Pollution Compensation Fund
IOPP Certificate International Oil Pollution Prevention Certificate
IOTTSG International Oil Tanker Terminal Safety Guide
IP The Institute of Petroleum or Intermediate Pressure
ISF International Shipping Federation
ISGOTT International Safety Guide for Oil Tankers & Terminals
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ISO International Standards Organisation
ISO International Standardization Organization
ISPS (Code) International Ship & Port Facility Security Code
ITF International Transport Workers' Federation
JP Jet Petrol
JP4 Avtag
JPlA Avtur = ATK
K Kelvin
LC50 Lethal Concentration, 50 per cent
LCL Less Container Load
LD50 Lethal Dose, 50 per cent
LDF Light Distillate Feedstocks
LEG Liquefied Ethane Gas or Liquefied Ethylene Gas
LEL Lower Explosive Limit
LFL Lower Flammable Limit
LG Lugtegrænsen
LMFO Light Marine Fuel Oil
LNG Liquefied Natural Gas
LNGC Liquefied Natural Gas Carrier
Lo/Lo Lift on, Lift off
LOT Load On Top
LP Low Pressure
LPG Liquefied Petroleum Gas
LPGC Liquefied Petroleum Gas Carrier
LSA Life Saving Appliances
LSA Low Specific Activity
LVI Low Viscosity Index
M.C.R. Maximum Continuous Rating
MAC Maximum Allowable Concentration = TLV
MAK Maximale Arbeitsplatz Konzentration
MAP gas Methyl Acetylene/Propadiene mixture
MARPOL The International Convention for the Prevention of Pollution from
Ships
MARVS Maximum Allowable Relief Valve Setting
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MCT Moment to Change Trim
MEPC Marine Environment Protection Committee
MFAG Medical First Aid Guide for use in accidents involving Dangerous
Goods
mlc meter liquid column
MOGAS Motor Gasoline
MOLCO More or Less at Charterer’s Option
MOLOO More or Less at Owner’s Option
MOU Memorandum of Understanding
MPa Megapascal (106 Pascal)
mPa Millipascal (10-3 Pascal)
MSC Maritime Safety Committee; Manchester Ship Canal
MSDS Material (or Marine) Safety Data Sheet
MSL Maximum securing load
MT’ Empty
MVI Medium Viscosity Index
N Newton
NLS Noxious Liquid Substances
n.o.s not otherwise specified
NIOP National Institute of Oilseed Products
NND Neutralised Naphtenic Distillate (Lub. oil)
NOR Notice of Readiness
NOS Not Otherwise Specified
NOx Nitrogen Oxide
NPFA National Fire Protection Association (USA)
NPSH Nett Positive Suction Head
NRC Non Reusable Container
NSR Naphthenic SO2 Raffinate (Lub. oil)
o.c. Open cup
OBO Oil Bulk Ore (Carrier)
OCIMF Oil Companies International Marine Forum
ODP Ozone Depletion Potential
ODS Ozone depleting substances
OEG Obere Explosions Grenze
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OO Oil Ore (Carrier)
OPA Oil Pollution Act
OPEC Organisation of Oil Exporting Countries
ORM Other Regulated Materials
OS&D Over, Short and Damaged
OT Odour Threshold
P & I Protection and Indemnity
PANDI Protection and Indemnity
PCB Polychlorinated biphenyl
PFSO Port Facility Security Officer
PL Protective Location
PM Particulate Matter
ppb parts per billion
ppm parts per million
PSC Port State Control
PTC Poison Treatment Chest
PVC Polyvinyl chloride
QA Quality Assurance
QI Qualified Individual
R.O.D. Rust, Oxidation and Discoloration
RD Relative Density
RID Reglement International concernant le transport des marchandises
Dangereuses par chemin de fer. (International sikkerhedsreglement for
jernbanetransport)
ROB Retention of Oil on Board/Remaining On Board.
RSO Recognised Security Organisation
RVP Reid's Vapour Pressure
S.B.M Single Buoy Mooring
SADT Self Accelerating Decomposition Temperature
SBPS Special Boiling Points Solvents
SBR Styrene Butane rubber
SBT Segregated Ballast Tank
SECA SOx Emission Control Area, (now ECA)
SG Specific Gravity
SI Systéme Internationale d'Unités (International System of Units)
183
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SIGTTO Society of International Gas Tanker and Terminal Operators
SMPEP Shipboard Marine Pollution Emergency Plan (MARPOL)
SOLAS The International Convention for the Safety of Life at Sea
SOPEP Shipboard Oil Pollution Emergency Plan (MARPOL)
SOx Sulphur Oxide
SRB Straight Run Benzene
SRG Straight Run Gasoline
SSA Ship Security Assessment
SSO Ship Security Officer
SSP Ship Security Plan
STCW The International convention on Standards of Training, Certification
and Watchkeeping for Seafarers.
SWL Safe working load
TEL Tetra-Ethyl Lead
TEU Twenty feet Equivalent Unit (20' container)
TLV Threshold Limit Value
TLV-C TLV - Ceiling
TLV-STEL TLV - Short Term Exposure Limit
TLV-TWA TLV - Time Weighted Average
TML Tetra-Methyl Lead
TOVALOP Tanker Owners’ Voluntary Agreement concerning Liability for Oil
Pollution
TPC Tonne Per Centimetre Immersion
TSPP Tanker Safety and Pollution Prevention
TVP True Vapour Pressure
UEG Untere Explosions Grenze
UEL Upper Explosive Limit
UFL Upper Flammable Limit
ULCC Ultra Large Crude Carrier
ULCS Ultra Large Container Ship
UN United Nations
UND Un-neutralised Naphthenic Distillate (Lub. oil)
UNN Number Four-digit United Nations Number is assigned to dangerous goods most
commonly transported
USCG United States Coast Guard
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VCM Vinyl Chloride Monomer
veg. Vegetable
VI Viscosity Index
VLCC Very Large Crude Carrier
VLGC Very Large Gas Carrier
VLPC Very Large Product Carrier
VOC Volatile Organic Compound
VRP Vessel Response Plan (OPA)
VTS Vessel Traffic System
WG Water Gauge
185
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Some web addresses:
http://cameochemicals.noaa.gov/
http://cgmix.uscg.mil/PSIX/Default.aspx
http://exchange.dnv.com
http://skibsregister.dma.dk
(do not write: www)
www.aeroe.dk
www.amsa.gov.au
www.arbejdstilsynet.dk
www.beredskabsstyrelsen.dk
www.biodiesel.org
www.bimco.org
www.boatnerd.com/pictures/salty/Default.htm
www.bureauveritas.com
www.cargolaw.com
www.cas.org
www.cdi.org.uk
www.chemexper.com
www.emsa.europa.eu
www.equasis.org/
www.ericards.net
www.europa.eu.int
www.existec.com
www.fosfa.com
www.hazworld.com
www.heavyliftpfi.com
www.hempel.com
www.iacs.org.uk
www.imare.org.uk
www.imo.org
www.intercargo.org
www.intertanko.com
www.ipta.org.uk
www.itopf.com
www.lloydslist.com
www.lr.org
www.lrfairplay.com
www.maib.gov.uk
www.marisec.org
www.maritimelinks.dk
www.marnav.dk
www.mcga.gov.uk
www.mgn.com
www.mpa.gov.sg
www.nautinst.org
www.oceansatlas.org
www.ocimf.com
www.parismou.org
www.retsinfo.dk
www.riskintelligence.eu
www.roxby-media.com/baltic
www.seahealth.dk
www.shipgaz.com
www.shiptalk.com
www.sikkerkemi.dk
www.soefartensledere.dk
www.soefartsstyrelsen.dk (Danish Maritime
Authority
www.tankership-search.com
www.tshipping.com
www.ukpandi.com
www.uscg.mil
www.vh.fo
www.warsashacademy.co.uk
www.webvejr.dk