UNIT 3 : Chemical
Tanker
(SOLAS Chapter VII, MARPOL Annex II, IBC Code)
3 Chemical Tankers
3.1 Explain IMO ST 1, ST 2 and ST 3 tankers as per IBC Ch 17 U 12
3.2 Explain various categories (X, Y, Z, OS) of cargoes. U
3.3 State the purpose and use of IBC code and the Certificate of Fitness K
3.4 Explain the Independent piping system found on chemical tankers. K
3.5 Basic introduction to Nitrogen generators K
3.6 Explain the Hazards involved with Tank cleaning operation and use of Tank cleaning
matrix K
3.7 Various types of tank coatings, introduction to CHRIS Code. U
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IBC Code
Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of
dangerous goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk. Both Conventions require chemical tankers built after 1 July 1986
to comply with the International Code for the Construction and Equipment of Ships carrying
Dangerous Chemicals in Bulk (IBC Code).
The IBC Code provides an international standard for the safe carriage in bulk by sea of
dangerous chemicals and noxious liquid substances listed in chapter 17 of the Code. To
minimize the risks to ships, their crews and the environment, the Code prescribes the design
and construction standards of ships and the equipment they should carry, with due regard to
the nature of the products involved. In December 1985, by resolution MEPC.19(22), the Code
was extended to cover marine pollution aspects and applies to ships built after 1 July 1986.
In October 2004, IMO adopted revised MARPOL Annex II Regulations for the control of pollution
by noxious liquid substances in bulk. This incorporates a four-category categorization system
for noxious and liquid substances and it entered into force on 1 January 2007.
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IBC Code
International Code for the Construction & Equipment of Ships
Carrying Dangerous Chemicals in Bulk .
• The IBC Code provides an international standard for the safe carriage
by sea of dangerous and noxious liquid chemicals in bulk. To minimise
the risks to ships involved in such carriage, to their crews and to the
environment , the Code prescribes the design and construction
standards of ships and the equipment they should carry, with due
regard to the nature of the products involved. The code covers marine
pollution aspects and applies to ships built after 1 July 1986.
• Liquids covered by the Code are those having a vapour pressure not
exceeding 0.28 Mpa absolute at a temperature of 37.8*C
Consequential amendments to the International Bulk Chemical Code (IBC Code) were also adopted in
October 2004, reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to
the categorization of certain products relating to their properties as potential marine pollutants as
well as revisions to ship type and carriage requirements following their evaluation by the Evaluation
of Hazardous Substances Working Group. Ships subject to the Code shall be designed to one of the
following standards:
A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an
escape of such cargo. A type 2 ship is a chemical tanker intended to transport chapter 17 products
with appreciably severe environmental and safety hazards which require significant preventive
measures to preclude an escape of such cargo. A type 3 ship is a chemical tanker intended to
transport chapter 17 products with sufficiently severe environmental and safety hazards which
require a moderate degree of containment to increase survival capability in a damaged condition.
Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to
present the greatest overall hazard and type 2 and type 3 for products of progressively lesser
hazards. Accordingly, a type 1 ship shall survive the most severe standard of damage and its cargo
tanks shall be located at the maximum prescribed distance inboard from the shell plating.
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Code for the Construction Equipment of Ships Carrying Dangerous Chemicals in Bulk
(BCH Code)
Under regulation 11 of Annex II to MARPOL 73/78, chemical tankers constructed before 1 July
1986 must comply with the requirements of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code. The
BCH Code remains as a recommendation under the 1974 SOLAS Convention.
In the context of the IBC (International Bulk Chemical) Code, "BCH" stands for "Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk," and "H" within
this code typically refers to a hazard category related to health risks when dealing with
transported chemicals, signifying potential toxicity or harmful effects to human health if
exposed. For further information about the IBC Code, please send an email to [email protected].
Maritime Safety
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Definitions.
• Chemical Tanker means a ship constructed or adapted primarily to carry a
cargo of noxious liquid substance in bulk.
• Noxious liquid substance means any substance referred to in Appendix II of
Annex II of the International convention for the prevention of pollution from
ships 1973, as modified by the protocol 1978 relating there to (MARPOL
73/78) or provisionally assessed under the provisions of regulation 3(4) of that
Annex as falling into category X,Y Z.
• Certificate of Fitness : A certificate called certificate of Fitness for the carriage
of Dangerous chemicals in bulk will be issued after a initial or periodic survey
to a chemical tanker engaged on International voyages which complies with
the relevant requirements of the International Bulk Chemical code.
• Chemical tankers have evolved from oil product tankers. It takes into account
the special carriage requirement and hazards.
Trades of Chemical Tanker
Chemical tankers are engaged on two trades :
• Dedicated service usually means that the tanker is
designed for the carriage of a particular type of
chemical and transports the same type of cargo on
each voyage.
• A chemical tanker engaged on parcel trade moves a
variety of relatively small lots of chemicals between a
number of ports.
Certificate of Fitness
•A cert issued by administration for the
carriage of dangerous chemicals in bulk
after initial survey/periodic survey to a
chemical tanker engaged in International
Trade and complying with IBC
Types of Tanks
INTEGRAL TANKS : A cargo containment envelope which forms a part of the ship’s hull
and may be stressed in the same manner and by the same loads which stress the
contiguous hull structure. An integral tank is essential to the structural completeness
of the ship’s hull.
INDEPENDENT TANK: A cargo containment envelope which is not a contiguous part of
a hull structure. An independent tank is built and installed so as to eliminate whenever
possible (or in any event to minimise) its stressing or motion of the adjacent hull
structure. An independent tank is not essential to the completeness of it ship’s hull.
GRAVITY TANKS :Tanks having a design pressure not greater than 0.7 kp/cm2 at the
top of the tank. Gravity tanks may be independent or integral.
PRESSURE TANK : means a tank having a design pressure greater than 0.7 bar gauge. A
pressure tank should be an independent tank and should be of a configuration
permitting the application of pressure vessel design criteria according to recognized
standards.
Odour Detection Threshold
• The odour detection threshold is the lowest
concentration of a certain odour compound that
is perceivable by the human sense of smell. The
threshold of a chemical compound is determined
in part by its shape, polarity, partial charges, and
molecular mass.
Hazard of Chemicals
• Extreme Fire Hazard
• Toxicity
• Water Pollution
• Reactivity
• Cargo Density
• High Viscosity or Solidification
• Low Boiling Point
• Corrosivity
• Cargo Contamination
• Self Reactivity
Hazards of Chemicals
• Extreme Fire Hazard : some substances have wide flammability ranges, some
contain sufficient oxygen to support their combustion, others will self ignite
at near ambient temperatures.
• Toxicity : some substances are toxic to humans through ingestion, skin
absorption or inhalation. The toxicity effects may be acute or they may take a
long time to manifest themselves in the form of cancer or other illness.
• Water Pollution : Some substances are toxic to marine life, some build up in
the food chain and thereby ultimately threaten other legitimate uses of the
sea.
• Reactivity : Some substances react with air, water or other substances carried
on board the chemical tanker. The result may be contamination of the cargo
or in more severe cases the generation of large amounts of heat, flammable
gases or polymerisation of the cargo to form a solid mass.
Hazards of Chemicals
• Cargo Density: Some substances have specific gravities twice or nearly three
times as high as water. For such substances, ships bulkheads and structural
members must be specially designed to withstand the higher pressures they
create.
• High Viscosity or Solidification: Some substances are extremely viscous; others
are solids at ambient temperatures. Heating may be necessary to remove
these substances from a tank and it is desirable to have cargo tanks void of
internal structural members which might impede drainage.
• Low Boiling Point: some substances boil at or near ambient temperature. As
such they give off large quantities of vapours which are flammable and may
also be toxic. To reduce the amount of vapour released it is necessary to
refrigerate these cargoes and carry them in gas carriers.
Hazards of Chemicals
• Corrosivity: The highly corrosive nature of some substances necessitates
careful choice of materials of construction used on board chemical tankers.
Failure to specify correctly the appropriate materials of construction and
coating of the tanks could result in a rapid reduction in metal thickness and
some cases in violent reactions.
• Cargo Contamination : Many substances are very pure and shippers frequently
set very low tolerances for contamination of the substance by impurities
Reactivity with
a) air
b) water
c) self – Polymerisation , decomposition
d) with other cargo
POLYMERISATION
• Self Reactivity
Polymerisation is a chemical reaction where by 2 or
more molecules of the same substance (monomer)
combine with one another so that a new compound
(polymer) develops of the same gross composition as
the original monomer however with double or multiple
molecular weight. Polymers are solids often plastic
substances.
INHIBITION
• a thing which inhibits someone or something.
• a substance which slows down or prevents a particular chemical reaction or other process or
which reduces the activity of a particular reactant, catalyst, or enzyme.
• Inhibitors are chemical or biological molecules that regulate chemical reactions by slowing
down or blocking them from occurring. Inhibitors often work to slow or stop enzymes —
proteins that catalyze reactions.
Certificate of Inhibition
1. Name of Inhibitor and date of manufacture
2. Concentration, Likely lifetime of the inhibitor
3. Any temperature guidelines with respect to cargo temperature
4. Action to be taken if the length of the voyage exceeds the lifetime of the inhibitor
Vessel must have
i) Test kit for testing inhibitor strength
ii) Some inhibitor in stock
CONTROL OF VAPOUR SPACE IN CARGO TANKS
Vapour spaces within cargo tanks, and in some cases spaces surrounding cargo
tanks may require to have specially controlled atmospheres
Four different types of control are :
1) Inerting – by filling and maintaining the cargo tank and associated piping
systems and the spaces surrounding the cargo tanks by a gas or vapour which
will not support combustion and which will not react with the cargo.
2) Padding – by filling and maintaining the cargo tank and associated piping
system (and where necessary the spaces surrounding the tanks) with a liquid, gas
or vapour which separates the cargo from the air;
3) Drying – by filling and maintaining cargo tank and associated piping system
with moisture free gas or vapour which will prevent the access of water or water
vapour to the cargo. For the purpose of this paragraph, moisture-free gas or
vapour is that which has a dew point of - 40 c or below at atmospheric pressure.
4) Ventilation – forced or natural.
CARGO RECORD BOOK
The cargo record book shall be completed on tank to tank basis whenever any of the following
operations with respect to noxious liquid substance take place in the ship:
i) loading of cargo;
ii) internal transfer of cargo;
iii) unloading of cargo;
iv) cleaning of cargo tanks;
v) ballasting of cargo tanks;
vi) discharge of ballast from cargo tanks;
vii) disposal of residues to reception facilities;
viii) discharge into the sea or removal by ventilation of residues in accordance with
regulation 5 of annex II
When a surveyor appointed or authorised by the Government to supervise any operation
under Annex II has inspected the ship, then that surveyor shall make appropriate entry in the
Cargo Record Book.
The cargo record book shall be retained for a period of three years after the last entry has
been made.
Tank Cleaning
TANK CLEANING
Various tank cleaning method that can be applied depends upon:
• Properties of the previous substance and substance to be loaded
• Vessel’s technical equipment
• Availability of chemical additives
• Tank coating and its condition
• Weather condition
• The tank cleaning guide should be referred to while carrying out tank washing.
• Pre wash – Pre wash is done for category X cargo. For category Y cargo pre
wash is required for solidifying cargo and high viscosity cargo . In case of drying
oil pre wash should be done after discharge.
Tank Washing contd ….
Tank washing with cold water or hot water depending on the cargo. For drying
oil, tank washing is done by cold water. Tank washing is done with hot water for
Non drying oil. For main wash, cleaning agent must be used which should be
compatible with the tank coating and should be bio-degradable. In case the
cleaning agent is not permitted for discharge into the sea, the tank washing
should be collected in slop tank and discharged ashore.
After washing with cleaning agent the tank should be rinsed with sea water and
again with fresh water. The tank should be properly drained and gas freed. After
gas freeing steaming should be done. The tank should be mopped and dried.
Flushing – All cargo lines must be flushed to remove traces of previous cargo
from the pipeline and pumps.
Tank Washing contd ….
Gas freeing – The tanks must be gas freed for man entry for tank inspection
Steaming will be required if the previous cargo has odour. Steaming should be
done only after the tank is gas free. Steaming is the best method for cleaning
non flammable substances such as chlorides from the tank as the steam can
reach every corner and under each stringer.If the steam is allowed to condense
in the tank, the chloride will dissolve in the water and drip down.
The tanks and lines should be drained. Portable air driven pumps are used for
pumping out water from the well in the tank. The tank should be mopped and
dried.
WALL WASH TEST
Wall wash test can be conducted to confirm tank’s acceptability. The tests
conducted are
• Hydrocarbon test ( or water Miscibility)
• Chloride test
• Permanganate fade time test
• Colour test
The sampling agent depend on the tested substance and can be:
• Methanol
• Acetone
• Tolune
• Ethanol
Hydrocarbon Test
• The purpose of this test is the qualitative detection of non-water
soluble contaminants.
• It works on the basis that many impurities are soluble in the wall
wash liquid, but not in water.
• A small amount of wall wash liquid is poured into De-ionised water
• The wall wash solvent is soluble in water but not the impurities.
Therefore, the impurities will lead to a cloudiness or turbidity of the
water
• Depending on the hydrocarbons, the solution will be bluish to white
cloudy
PROCEDURE FOR THE TEST - IMPORTANT
Procedure for the test
•Fillup 50ml of Wall Wash sample into 100ml Nessler-tube and add 50ml of Deionised
water
•The mixture is shaken and allowed to stand for 20 min
•For avoiding any observational error or for checking purity of reagent, make a standard
solution of pure methanol 50cc + De-ionised water 50cc and compare with sample using
a black background by use of a penlight. This is more critical due to the density of the
beam.
•Light beam is deviated by HC contaminants. Turbidity (milky emulsion) is a measure of
refraction of the liquid.
•If a whitish haze is observed, this usually indicates slight hydrocarbons
•If a bluish tint is present, there are moderate to heavy hydrocarbons. No beam means
HC free
CHLORIDE TEST
• The Chloride test is used the judge the presence of chlorides on
bulkheads etc.
• Chlorides will react with Silver nitrate/nitric acid solution forming
Silver chloride (AgCI) which makes the solution turbid.
• Turbidity is a cloudiness or haziness of water (or other fluid) caused
by individual particles that are too small to be seen without
magnification, thus being much like smoke in air.
• By comparing the sample solution with the various prepared
standard solutions one can establish the ppm chlorides in the wall
wash sample
FRAMO PUMPS
Framo pumps are submerged type centrifugal pumps.
It is submerged cargo pump fitted inside cargo tanks.
Vertical single stage centrifugal pump powered by hydraulic motor using
pressurized
hydraulic oil.
It is made of stainless steel
The power pack which produces hydraulic pressure is located in the engine room.
The most important benefits are:
• Segregation of cargo and safety for vessel and environment
• Increase in vessels annual transport volume
• Efficient cargo stripping and tank cleaning
In addition hydraulic system is used to drive winches , tank cleaning pump , bow
thruster
MSDS Sheet
MSDS is provided for all chemical cargo
• MSDS is carried onboard for ensuring the safety of marine environment and
seafarers
• MSDS provides useful and accessible information on the product carried on board,
either as a cargo or for operational purposes
Contents of MSDS
Hazard Identification along with identification of the mixture or content
Composition or information of the ingredients
Fire fighting measures
First aid measures
Ecological and Disposal information
Transport and regulatory information.
Additional information on the preparation and revision of MSDS
Vapour Return Line
Some toxic cargoes have Threshold Limit Value so low that any release to the
atmosphere is hazardous to personnel in the surrounding area.
The purpose of vapour return system is to ensure that cargo vapours are not
released to the atmosphere. Vapour return lines on chemical tankers are either
connected to the vessel’s PV line or, if the vessel is fitted with an inert gas
system, to an extension of that system.
Vapour Return Line
The vapour return manifold is painted yellow colour with red band and VAPOUR
marked on it The vapour return lines are led to the manifold where a connection
is provided to connect to the shore vapour collecting line. As the tank is loaded
the shore recovers the displaced gas from the tank being loaded where it is
stored, treated or disposed of under controlled conditions. The vapour return
system is intended to maintain a slight over pressure in the cargo tank(s) which is
below the pressure setting of the tank’s PV valve. While using vapour return
system, the tank pressure should not exceed 80% of the relief valve setting.
The vapour return manifold flange has a stud at 12 o’clock position. The flange of
vapour return hose must have a hole at 12 o’ clock position to accommodate the
stud.
Vapor Line Connection Ship-Shore
PREPARATION PRIOR LOADING / DISCHARGING
All equipment - High level alarm, Emergency shutdown checked for safe
operation.
All gas measuring instruments are calibrated
All P V valve lifts are checked
Condition of all flame screen checked
Officers and crew briefed about cargo operation, precautions to be taken
during cargo watch
Cargo transfer plan is prepared
Cargo line system correctly lined up
Oxygen content of all tank checked
PREPARATION PRIOR LOADING /
DISCHARGING
Protective clothing, eye wash, emergency shower in order
Ship shore communication system agreed upon
Cargo system overboard valves secured
Cargo data sheet posted at all common places
Scuppers are plugged
Drip trays are drained and cleaned
Designated smoking area identified
All accommodation doors are shut
Air conditioning is on recirculation
MATERIALS OF CONSTRUCTION
Material should be suitable for the carriage temperature and pressure for the
cargo to be carried. The following to be taken into account while selecting the
material
a) notch ductility at the operating temperature; (In materials science, the Charpy impact test,
also known as the Charpy V-notch test, is a standardized high strain rate test which determines the amount of energy
absorbed by a material during fracture. Absorbed energy is a measure of the material's notch toughness )
b) corrosive effect of the cargo
c) possibility of hazardous reactions between the cargo and the material of
construction;
d) suitability of linings and coatings.
Cargo tanks in chemical tankers have smooth boundary. All strength members
are located outside the tank – in the double bottom, wing tanks and on deck.
Bulkheads are corrugated or strengthened in the cofferdam.
MATERIALS OF CONSTRUCTION
Materials used in the tanks are :
Mild steel tanks rubber lined
Mild steel tanks coated – epoxy, zinc silicate, polyurethane, Mild steel tanks
are normally coated to protect cargoes from contamination by steel and to
make cleaning, gas freeing and inspection easier.
No single coating is suitable for all cargoes. The coating manufacturer’s
compatibility data must be used when planning a cargo.
Stainless steel tanks are solid or clad.( layers of diff. metal)
Stainless steel has compatibility with most chemicals . Some ships have
stainless steel tanks for cargoes which cannot be contained in mild steel.
Cofferdam or other void spaces may be included in the cargo tank area to
provide segregation of groups of tanks
Procedure and Arrangements Manual
Every ship certified to carry substances of category X,Y , Z shall have on board a Manual
approved by the Administration. The Manual shall have a standard format in compliance with
appendix 4 to this Annex. In the case of a ship engaged in international voyages on which the
language used is not English, French or Spanish, the text shall include a translation into one of
these language.
The main purpose of the Manual is to identify for the ships officers the physical arrangements
and all the operational procedures with respect to cargo handling, tank cleaning, slops
handling, residue discharging and cargo tank ballasting and de-ballasting which be followed to
comply with the requirements of this Annex.
The contents of this manual should include: -Main features of Marpol Annex 2
Description of the ships equipment and arrangements / Cargo layout / Cargo pumping, piping
and stripping system and arrangements / Description of Ballast Tanks, Ballast pumping and
piping arrangement / Description of Dedicated slop tank and associated pumping and piping
arrangements / Description of underwater discharge outlet for effluents containing noxious
liquid substances / Description of cargo tank ventilation system / Description of tank washing
arrangement and wash water heating system
Discharge Criterion
The relevant tank to be emptied to the maximum extent as per P&A
prior to prewash or discharge taking in to account the approved
pumping and piping arrangement plan and the performance test with
the following conditions
The maximum quantity of the residue now so remaining in the tank
shall not exceed
-For ships constructed prior to 1/7/86: X,Y- 300 ltrs and Z- 900 –ltrs
-For ships constructed after 1/7/86:X,Y,- 100ltrs and Z 300ltrs
-For ships constructed after 1/1/2007: X,Y,Z -75 ltrs
• X Category- To be prewashed prior departure discharge port till the concentration of
effluent is or below 0.1% by weight. The resulting residue / tank washing generated during
prewash to be discharged to reception facility and endorsed in Cargo Record Book by
surveyor. Any water subsequently added in the tank shall be discharged as items per item
3 below
• Y & Z Category- Can be carried without complying with P&A but in that case alternate
means / prewash shall be carried out prior departure discharge port subject to approval of
the surveyor and then resulting tank washing to be discharged to reception facility
• Pre wash for cat Y and Z substance is not required if the cargo is discharged complying
with P&A manual .
• Prewash is required for high viscosity or solidifying substance of cat Y. Residue/water
mixture generated during prewash shall be discharged to reception facility until the tank is
empty . Any subsequent water introduced into the tank may be discharged into the sea
complying with item No. 3 below.
Discharge Criterion:
1. Distance from land not less than 12 miles. ** for ships carrying Z cat the
distance may be reduced by the administration/IMO
2. Depth of water - not less than 25 mtrs
3. Speed of the ship enroute - 7knots for self propelled vessels and 4 knots for
non propelled vessels.
4. Discharge of effluent –
a. Below the waterline through underwater discharge outlet/s
b. Ships constructed prior 1/1/2007 or carrying Z cat or carrying provisionally
assessed substances, below the waterline discharge not mandatory
c. Underwater discharge outlet to be constructed as per approved pumping and
piping arrangement plan and located within the cargo area in the vicinity of the
turn of the bilges with arrangement to prevent the re- intake of residue/water
mixture by the ships sea water intake
Exemption from Pre-Wash.
A vessel may be exempt from prewash procedures if
a) same or another substance compatible with
previous one is to be carried next voyage and that the
tank will not be washed or ballasted at sea
b) cargo residue can be removed by ventilation
c) tank is neither washed or ballasted at sea
CHRIS CODE
The Chemical Hazard Response Information System CHRIS is designed
to provide timely information essential for proper decision-making by
responsible Coast Guard personnel and others during emergencies
involving the water transport of hazardous chemicals.
Purpose: Provides information needed for decision-making by coast
guard personnel during the waterborne transport of hazardous
chemicals. It also provides information that can be used by the coast
guard as it strives to improve safety procedures and prevent accidents.
Components :
1.HAZARDOUS CHEMICAL DATA.
2.HAZARD ASSESSMENT COMPUTER SYSTEM.
Chemical tankers will also comply with following like oil tankers ANNEX I
• Cargo record book
• SMPEP
• IPPC for the carriage of Noxious liquid substances in bulk.
• Standard discharge connection
Additional
• P&A manual
• Under water discharge of mixtures of cargo
• Prewash procedures
• Ventilation procedures.
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Next slides need not be considered.
Categorization of noxious liquid
substances.
• 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 resources or
human health and, therefore, justify the prohibition of the
discharge into the marine environment
• Category Y : 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.
Categorization of noxious liquid
substances.
• 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.
• Category OS: Other substances : Substances indicated as OS ( Other Substances ) in
the pollution category column of chapter 18 of the International Bulk Chemical
Code which have been evaluated and found to fall outside category X,Y or Z of this
Annex because they are , at present, considered to present no harm to marine
resources, human health, amenities or other legitimate uses of the sea when
discharged into the sea from tank cleaning or deballasting operations. The discharge
of bilge or ballast water or other residues or mixtures containing only substances
referred to as “Other Substances” shall not be subject to any requirements of the
Annex.
Types of Ships
a) Type 1 ship
1. A type 1 ship is designed to transport products (with very severe
environmental & safety hazards) which require maximum preventive
measures to preclude escape of such cargo.
2. The ship should be capable of sustaining anywhere in her length
collision damage or stranding damage.
3. The cargo tank should be more than B/5 or 11.5 m (which ever is
less) from the ship side at LWL, and more than B/15 or 6 m (which ever
is less) from the base line. The distance from the ship shell should not
be less than 760 mm. This requirement does not apply to tanks for
diluted slops arising from tank washings.
4. The quantity of a cargo should not exceed 1250 cum in any one tank.
Type 2 Ship
b) Type 2 ship
1. A type 2 ship is designed to transport products (with appreciably severe
environmental & safety hazards) which require significant preventive
measures to preclude the escape of such cargo.
2. A ship of 150 m in length or less should be capable of sustaining collision
damage or stranding damage any where in her length except involving
either of the bulkheads bounding a machinery space located aft. A ship of
more than 150 m in length should be capable of sustaining collision damage
or stranding damage any where in length.
3. The cargo tank should be located more than B/15 from the base line
and more than 760mm from the ship’s shell.
4. The quantity of cargo should not exceed 3000 cum in any one tank.
Type 3 Ship
1. A type 3 ship is designed to carry products (with sufficiently severe environmental &
safety hazards) of sufficient hazard to require a moderate degree of containment to
increase survival capability in a damaged condition.
2. A type 3 ship of more than 225 m in length shall be assumed to sustain damage any
where
in its length.
3. A type 3 ship of 125 m in length and over but not exceeding 225 m should be capable of
sustaining collision damage or stranding damage anywhere in her length except involving
either of the bulkheads bounding a machinery space located aft.
A type 3 ship of below 125 m in length should be capable of sustaining collision damage
or stranding damage anywhere in her length with the exception of damage to machinery
space.
4. No special location requirements for cargo tanks
