Data Terminal

8/10/2019 Data Terminal

1/23

source //MARPOL 73/78 //Cons. Edt.2002//page 111

Appendicates to Annex I

Appendix I

List of oils*

Asphalt solutions Gasoline blending stocks

Blending stocks Alkylates - fuel

Roofers flux Reformates

Straight run residues Polymer - fuel

Gasolines

Casinghead (natural)

Automotive

Oils Aviation

Clarified Straight run

Crude oil Fuel oil no. 1 (kerosene)

Mixtures containing crude oil Fuel oil no. 1-D

Diesel oil Fuel oil no. 2

Fuel oil no.4 Fuel oil no. 2-D

Fuel oil no.5

Fuel oil no.6

Residual fuel oil

Road oil Jet fuels

Transformer oil JP-1 (kerosene)Aromatic oil (excluding vegetable oil) JP-3

Lubricating oils and blending stocks JP-4

Mineral oil JP-5 (kerosene,heavy)

Motor oil Turbo fuel

Penetrating oil Kerosene

Spindle oil Mineral spirit

Turbine oil

Distillates

Straight run Naphtha

Flashed feed stocks SolventPetroleum

Gas oil Heartcut distillate oil

Cracked

* This list of oils shall not necessarily be considered as comprehensive.


2/23

IBC CODE CHAPTER 2

2.1.2 Ship subject to the Code should be designed to one of the following standart :

.1 A "type 1 ship" is a chemical tanker intended to transport Chapter 17 product

with very severe environmental and safety hazard which require maximum preventive

measures to preclude an escape of such cargo.

.2 A "type 2 ship"is a chemical tanker intended to transport chapter 17 product

with appreciably severe environmental and safety hazard which require significant

preventive measures to preclude an escape of such cargo.

.3 A "type 3 ship"is a chemical tanker intended to transport chapter 17 product

with sufficiently severe environmental and safety hazard 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 ships for products of progressively lesser

hazards. Accordingly, a type 1 ship should survive the most severe standart of damage and its -

cargo tanks should be located at the maximum prescribeddistance inboard from the shell plating.


3/23

ANNEX II of MARPOL 73/78 (Page 243)

(Including amandements)

Regulations for the control Pollution by Noxious Liquid Subtances in Bulk

Regulation 1

DefinitionsFor the purposes of this Annex :

(1) Chemical tanker means a ship constucted or adapted primarily to carry a cargo of noxious

liquid substances in bulk and includes an "oil tanker' as defined in Annex I of the present Cobvention

when carrying a cargo or part cargo of noxious liquid substances in bulk.

(2) Clean Ballast means ballast carried in a tank which, since it was last used to carry a cargo

containing a subtance in Category A,B,C or D, has been thoroughly cleaned and the residues

resulting therefrom have been discharged and the tank emptied in accoordance with the appropriate

requirements in this Annex.

(3) Segregated ballast means ballast water introduced into a tank permanently allocated to the

carriage of ballast or to the carriage of ballast or cargoes other than oil or noxious liquid substances

as variously defined in the Annexes of the present Convention, and which is completely separated

from the cargo and oil fuel system.

(4) Nearest land is as defined in regulation 1(9) of Annex I of the present Convention

(5) Liquid substances are those having a vapour pressure not exceeding 2.8 kp/cm2 at Temp. 37.8C(6) Noxious liquid substances means any substance reffered to in appendix II to this Annex or

provisionally assessed under the provisions of regulation 3(4) as falling Category A,B,C or D

Next No. 7 - 14 See Page 244

Regulation 3Categorization and listing of noxious liquid substances

(1) For the purpose of the regulations of this Annex, noxious liquid substance shall be divided into

four categories as follows:

(a) Category A: Noxious liquid substances which if discharged into the sea from tank cleaning

or deballasting operations would present a major hazardto either marine resources or human

health or cause serious harm to amenities or other legitimate uses of the sea and therefore

justify the application of stringentanti-pollution measures.

(b) Category B: Noxious liquid substances which if discharged into the sea from tank cleaning

or deballasting operations would present a hazardto either marine resources or human


justify the application of specialanti-pollution measures.

(c) Category C: Noxious liquid substances which if discharged into the sea from tank cleaning

or deballasting operations would present a minorhazardto either marine resources or human


require specialoperationalconditions.

(d) Category D: Noxious liquid substances which if discharged into the sea from tank cleaning

or deballasting operations would present a recognizablehazardto either marine resources

or human health or cause serious harm to amenities or other legitimate uses of the sea and

therefore require some attention in operationalconditions.


4/23

source //MARPOL 73/78 //Cons. Edt.2002//page 275

Appendicates to Annex II

Appendix I

Guidelines for categorization of Noxious Liquid Substnces

Category A Substances which are bioaccumulated and liable to produce a hazard to aquatic life

or human health, or which are highly toxic to aquatic life (as expressed by Hazard

Rating 4, defined by a TLm Less than 1 ppm); and additionally certain substances which

are moderately toxic to aquatic life (as expressed by a Hazard Rating 3, defined by a

TLm of 1ppm or more , but less than 10 ppm) when particular weight is given to additional

factor in the hazard profile or to special characteristics of the substance.

Category B Substances which are bioaccumulated with a short retention of the order of one week or

less, or which are liable to produce tainting of the sea food, or which are moderately toxic

to aquatic life (as expressed by a Hazard Rating 3, defined by a TLm of 1 ppm or more,but less than 10 ppm); and additionally certain substances which are slighly toxic to Aquatic

life (as expressed by a Hazard Rating 2, defined by a TLm of 10 ppm or more, but less

than 100 ppm) when particular weight is given to additional factors in the hazard profile or

to special characteristics of the substance.

Category C Substances which are slighly toxic to aquatic life (as expressed by a Hazard Rating 2,

defined by a TLm of 10 ppm or more, but less than 10 ppm); and additionlly certain substan

ces which are practically non-toxic to aquatic life (as expressed by Hazard Rating 1,defined

by a TLm of 100 ppm or more, but less than 1000 ppm) when particular weight is given to

additional factors in the hazard profile or to special characteristics of the substance.

Category D Substances which are practically non-toxic to aquatic life (as expressed by a Hazard Rating

1, defined by a TLm of 100 ppm or more, but less than 1000 ppm); or causing deposits blan

keting the sea floor with a high biochemical oxygen deman (BOD); or which are highly

hazardous to human health, with an LD50 of less than 5 mg/kg; or which produce moderate

reduction of amenities because of persistency, smell or poisonous or irritant characteristic,

possibly interfing with use of beaches; or which are moderately hazardous to human

health, with an LD50 of 5 mg/kg or more, but less than 50 mg/kg, and produceslight

reduction of amenities.

Other Liquid Substances (for the purposes of regulation 4 of this Annex)

Substances other than those categorized in category A,B,C and D above


5/23

source //IMGD //VOL.I//PART 5/PAGE 184

CLASS OF DANGEROUS CARGO

CLASS 1 - EXPLOSIVE SUBSTANCES OR ARTICLES

CLASS 2 - GASES

2.1 FLAMMABLE GASES

2.2 NON FLAMMABLE, NON TOXIC GASES

2.3 TOXIC GASES

CLASS 3 - FLAMMABLE LIQUIDS

CLASS 4

4.1 FLAMMABLE SOLID

4.2 SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION

4.3 SUBSTANCE WHICH, IN CONTACT WITH WATER

EMIT FLAMMABLE GASES

CLASS 5

5.1 OXIDIZING SUBSTANCES

5.2 ORGANICS PEROXIDES

CLASS 6

6.1 TOXIC SUBSTANCES

6.2 INFECTIOUS SUBSTANCES

CLASS 7 - RADIOACTIVE MATERIAL

CLASS 8 - CORROSIVES SUBSTANCES

CLASS 9 - MISCELLANEOUS DAGEROUS SUBSTANCES & ARTICLES


6/23

C/Officer under study - 20 June 2005

TANKER TEST EQUIPMENTS

DRAGER TEST KIT (TUBE)

Function : To test consentration of "Toxic Cargo"

- Special Instruction for drager tube number available on Chemical Data Sheet- To check/Test Equipment for good condition ; closed suction side & pump, if device not moving

thats means Pump not leaking & good working .

To check Toxic gas for leaking :

- Choose drager tube as specific cargo (example : benzene)

- Cuting end of tube (both side)

- Places on the suction side

- Adjust pump to Zero (0)

Pump at araea that suspect any leaking, ussually 4-6 times (4-6x) as drager manual, if colour chang

read directly on the tube consentration of gases. If colour not change thats mean no gas detecting.

OXYGENT METRE

Function : For detection consentrations of Oxigent

Calibrations :

1. Test battery, if battery low change immidiatelly

2. Adjust reading of Oxigent to 21%

3. Tested by N2 99%

Places at Suction side & press, if O2 metre reading zero (0) thats means equipment good order.

(Calibration may + (plus) or minus (-), plus we can directly reading how many plus from zero (0)

if minus, we must adjust to 25% & reading by calculation 25-21 = 4% diff)

COMBUSTIBLE METRE

Fuction : For detection Toxic gas at Enclosed spaces

Calibrations :1. Test battery, if battery low change immidiatelly

2. Adjust reading of Gas to 0 (zero)

3. Tested by Span Gas (i-C4H10 in air) 50% or 100% (BUTAN)

Places at Suction side & press, if CM reading 50% or 100% thats means equipment good order.

Reading depend on consentrations of span gas .

Reading may + (plus) or minus(-) , if deviation to much, must be request shore calibration

OTHERS EQUIPMENT

- Standart Thermomether ('C) ,must be have specification & calibration annualy

- Standart pressure gauge (compound type -->have liquid inside)

for asia use type kgf/cm2 scale , for europe use type Bar or Psi scale

NOTE

- Calibrations must be consider annually,mothly or when cargo operations time

- All equipment at least on board for 2 sets


7/23

C/Officer under study - 20 June 2005

WALL WASH TESTED

Wall wash tested is method to check COT for carbon,cloride,colour change with sample taken from

wall/belmouth/floor (Ussually is wall) used Metanol 99 % direct to the surface mentioned and take wit

special kit.

STEP BY STEP WALL WASH TESTED

Preparation :

Before carry out wall wash tested all wall wash kits should be prepared & cleaned as well

Wall wash kits asf : bucket,sample bottle,small tube, pipet,measured glass, & liquid for tested

Wall wash sample:

Wall wash sample taken from COT nominated for loading, take wall wash place especially difficult

Place may surveyor can reach as much as possible,ensure wall wash carry out with very carrefully

and avoid any contact to methanol liquid dropping into bottle that may effect for quality of liquid,

special foot cover must be worn prior entering COT.

Wall wash sample tested:

1. Checked of Hydrocarbon :

To check consentration of carbon put methanol liquid from sample bottle to measured glass &

added with dea water with comparation 48% : 48%, wait for awhile if colour change to white

thats means COT still dirty & have consentration of carbon, stop tested & done re-tanks cleaning.

if colour not change, see with small torch light in darkness room if possible put down below carbon

paper. If everything good than proceed to next tested.

2. Checked of Chloride :

To checked consentration of chloride, added measured glass on no.1 with nitric acid(HNO3) &

N/10-silver nitrate(N/10-AgNO3) each 2 ml,used pipet with carefully coz acid will be damage

your skin event contact. See what the reaction, if no any reaction compared with another measured

glass contents of methanol 99.9% if nearly same approx below 5 ppm tanks accepted.

if visual checking have reaction change of liquid more dark thats will be failed.


8/23

NP.100 Page 91

Change of draught due to change of density of water may be obtained from either of

the following formulae :

Increase in draught on going from salt to fresh water (sinkage)

Sinkage= s-f x W linear units FWA = W

f T 4 X TPC

or,

Draft in

F W = s x Ds

f

Where :s Density of salt water (specific gravity or weigh/unit of volume)

f Density of fresh water (specific gravity or weigh/unit of volume)

Ds Draught in salt water

Df Draught in fresh water

W Displacement in tons at initial draught

T Tons per Linear unit immersion at initial draught TPC)

Example : MT. Wulansari, Ships Data asf :

Sdraft 8.543 Mtr s 1.025

Displ 14499.281 Tons f 1.000

Dwt 11055.281 Tons TPC 19.30

Sinkage= 1.025-1.000 X 14499.281

1.000 19.30

= 0.025 X 751.258

= 18.781 Cm

Draft in Used FWA :

FW = 1.025 X 8.543 FWA = 14499.281

1.000 4 X 19.30

= 1.025 X 8.543 = 14499.281

= 8.757 Mtrs 77.2

= 187.81 mm

FWA means Fresh water Allowance, millimeter change draught from/to sea/fresh water

we can direct deduct or sum from mean draft to get Fresh/sea water draft

DWA = FWA (1.025 - D) DWA : Dock Water allowance

1.025 D : Density at departure port

EFFECT OF DENSITY ON DRAUGHT


9/23

Squat is the name generally applied to the difference between the vertical position of a vessel moving SPEED SQUAT

and stopped. It is made up of settlement and change of trim. (Knots) (Metres)

Squat is the generally lowering in the level of a moving vessel. It does not alter the draugh of the vessel, 4.0 0.13

but causes the level of the water round her to be lower than would otherwise be the case.This effect - 4.5 0.16

varies with configuration of the seabed, depth of water and speed of the vessel. It is not though to be - 5.0 0.20appriciable unless the depth is less than about seven (7) timesthe draugh, but increase significantly - 5.5 0.24

when the depth is less thantwo and half (2.5) timesthe draught. 6.0 0.29

6.5 0.34

The effect is directly propotional to ship's speed squared and, in addition to the ship's block co-eff icient 7.0 0.39

the relation between ship's draught (T) and water depth (H) and the relation between ship's midship - 7.5 0.45

underwater section and channel cross section. 8.0 0.51

8.5 0.58

Squat can roughly be computed by following formula for (H/T) between 1.1 - 1.4 mtrs in open water 9.0 0.65

9.5 0.73

SQUAT = Where ; Squat in meters, Speed in kn ots 10.0 0.80

10.5 0.89

11.0 0.97

When the ship has trim by the head then the squat will increase the trim by the head. If the ship has trim 11.5 1.06

by the stern then the squat will increase the trim by stern. 12.0 1.16

12.5 1.26

For further reference, the other occasion where squat will occur is with a moored vessel, in an ebb t ide 13.0 1.36

alongside jetty. Tide speed along the stationary vessel produces components of bodily sinkage and - 13.5 1.47

trimming effect. 14.0 1.58

Cb= 0.803885

The block co-efficient (Cb) of the MT.Wulansariat the time of full loaded condition.

Therefore, The Table of Squat per Ship's Speed forMT.Wulansari could be made based on the above

formula and condition as follows

Note : Minimum UKC is 10% Deepest Draugh

SQUAT INFORMATION of MT WULANSARI

Cb x Speed

100


10/23


11/23

GRT : 6,450

NET : 3,680

SDWT : 11,055.28

SDRAFT : 8.534 M

Owner : WULANSARI Maritime Pte Ltd.

80 Robinson road 10-01A,

Singapore 068898

36.8 m Tel:+65 222 9210 Fax:+65 222 1663

WULANSARI

24.0m 41.0m Load 65.0m

21.0m 33.0m Ballast 54.0m

20.0m 28.0m Light ship 48.0m

25.05m 30.60m 68.35m

55.65m

98.95m

124.00m

3.780m

Fore

(Unit : Cm)

3.500m 42 52 42 25 25 25 25 25 52 25 25 36 36

0.56m

2.210m 4,5W 1,2,3 1,2,3 9C 8C 7C 6C 5C 4C 3C 2C 1C COMM VRL

1.660m P S

Height of DECK EDGE FISHPLATE : 150mm

SHIP'S MANIFOLD

Main Deck

( IMO No. 9 0 5 8 6 8 4 )

M T. WULANSARI

( IMO II & III TYPE, LOA:124.0M BEAM: 18.3M )

1.140m

0.620m

( Official No. 3 8 9 3 3 0 )

10.70m

Spill Container


12/23

UNDER-KEEL CLEARANCE

The under-keel clearance is a distance between seabed and ship's keel at her deepest draught.

To ensure a safe under-keel clearance throughout a passage, an Under-keel Allowance could

be determined on board when planning the passage. Such an allowance is expressed as a depth

below the keel of the ship when stationary.

Theamount of this allowance should include provision for the following.

The vessel's course relative to prevailing weather for each of the various legs of the passage.

The vessel's movement in heavy weather, and in waves and swell derived from a distant

storm. For example, a vessel with a beam of 25 m can be expected to increase her draught

by about 0.25 m for every 1 degree of roll.

Uncertainties in charted depths and the vessel's draught.

Risks of negative tidal surges.To all vessels navigating with small under-keel clearance, negative surges are of considerable

importance.

Negative surges are most frequent in estuaries (arms of the sea at the mouths of tidal rivers)

and areas of shallow water, and in certain places they may cause sea level to fall by as much

as 1 m several times a year, and sometimes considerably more. Little, however, is known

about them.

The effect of negative surges in tidal rivers is thought to be amplified the further one proceeds

from the sea.

It seems likely that the greatest fall in sea level will occur, however, when strong winds blow

water out of a bight or similar area of enclosed water.

Squat at a given speed.

Possible alterations in depths since the last survey

In certain areas where the nature of the seabed is unstable, depths may change by 1 m or

more in a matter of months after a new survey. When navigating in such areas with small

margins of depth below the keel, the mariner should ensure that he obtains the latest known

depths from the local authorities.

Coral reefs can grow as much as 0.05 m in a year, or 5 m in a century. Shifting banks or

sandwaves may themselves appreciably alter depths, or may move or uncover wrecks near

them.

Possible inaccuracies of offshore tidal predictions.

Reduced depths over pipelines, which may stand as much as 2 m above the seabed.

Asa general rule to determine an under-keel allowance keep the vessel in waters of a depth

greater than draught (+)20%, however, the circumstances may dictate that the 20% clearance will

need to be considerably increased. Whenever an under-keel allowance is determined, the Max.

ship's speed should be taken into account.

Therefore, the following Guideline should be observed if practicable:

Ship's draught 3-6 m, keep the vessel in waters of a depth more than 10 m, and

Ship's draught 6-10 m, keep the vessel in waters of a depth more than 20 m.


13/23

Tel :

Fax : +60 - 3 - 2078 - 5769

Tlx : ma 31880 imbpci

e-mail : imbkl @ icc-ccs.org.uk

ANTI PIRACY HELP LINE

+60 - 3 - 2031 - 0014 (24 hrs)


14/23

MASTER

OF

MT. INDRADI

NATION LOCAL HARBOUR

OWNER CHARTERER RESPONSE AGENT MASTER

CENTER

LOCAL

P & I CLUB RESPONSE

CENTER

EMERGENCY CONTACT DIAGRAM


15/23

MT. WULANSARI

Duty Quarter @ NARROW CHANNEL LEVEL 1

Officer Master @ TRAFFIC JAM LEVEL 1

0001-0400 2/Officer ABB OSA @ POOR VISIBILITY LEVEL 1

1201-1600 @ ENTERING & LEAVING PORT LEVEL 2

0401-0800 C/Officer ABC BOSUN @ BAD WEATHER LEVEL 2

1601-2000

0801-1200 3/Officer ABA OSB

2001-2400

1 MASTER, DUTY OFFICER, Q/MASTER, LOOK OUT.

2 MASTER, DUTY OFFICER, Q/MASTER

3 DUTY OFFICER, Q/MASTER

Look out will be stationed when special situation, under Captain's

oreder and when restricted visibility. Master will be conning vessel

when necessary situation or situtaion as per ISM Manual.

SPECIAL SITUATION

Master of MT. WULANSARI

WATCH LEVEL

NAVIGATIONAL / AT ANCHOR WATCH IN BRIDGE

Time Look-Out Remarks


16/23

VOY. NO 37

BERTH : HEVRON

Category: B

U.S.C.G : 33 I.M.D.G : x U.N. No: 1270

IBC Code paragraph 15.19.6 or BCH Code paragraph 4.14.1, as applicable, must be complied with.

Attention is drawn to the following :-

(i) Loading operations should be terminated at once in the event of any

system essential for safe loading becoming inoperative.

(IBC 15.19.3) (BCH 4.14.2(C))

(ii) Level alarms should be tested prior to loading. (IBC 15.19.4) (BCH 4.14.3)

IBC Code paragraph 15.19 or BCH Code paragraph 4.14, as applicable, must be complied

with. Attention is drawn to the following :-

(i) The cargo loading rate should be determined using the formula given in IBC 15.19.8

BCH 4.14.2(C)

1 IBC Code paragraph 15.13 or BCH Code paragraph 4.10, as applicable, must be complied with. Attention is

drawn to the following :-

C A R G O O P E R A T I O N

Operational Notes

Master of MT.SEISHIN.

MT.SEISHIN

PORT :

Name of Product :

OPERATION PROCEDURES BY BCH - CODE

CARBON BLACK FEEDSTOCK

SANFRANCISCO


17/23

(i) The manufacturer's Certificate of Inhibition is to be available on board.

(IBC 15.13.3) (BCH 4.10.3)

(ii) Ship using the exclusion of air as the method of preventing self reaction

of the cargo should comply with IBC Code paragraph 9.13 or BCH Code

paragraph 2.19.3.(IBC15.13.5) (BCH 4.10.4)


18/23

(iii) Care should be taken to ensure that crystallisation or solidification of

the cargo does not occur. Care should also be taken to ensure that, if

heated, in no part of the tank does the cargo become overheated to

such an extent that any dangerous polymerization can be initiated.

(IBC15.13.6) (BCH4.10.6)

2 IBC Code paragraph 16.6.1 or BCH Code paragraph4.18.1, as applicable, must be complied with. Attention

is drawn to the following :-

(i) Where the possibility of a dangerous reaction of this cargo exists resulting

from overheating, the product must be adequately segregated from otherproducts whose temperature is high enough to initiate the reaction.

(IBC 16.6.1) (BCH4.18.1)

3 IBC Code paragraph 16.6.2 or BCH Code paragraph 4.18.2, as applicable, must be complied with. Attention


(i) Heating coils in tanks carrying this product should be blanked off or

secured by equivalent means. (IBC 16.6.2) (BCH 4.18.2)

4 IBC Code paragraph 15.16.2 and BCH Code paragraph 4.15.2, as applicable, must be complied with.

attention is drawn to the following :-

(i) Water should not be allowed to contaminate the cargo and

water or steam should not be used as the heat transfer media.

(IBC 15.16.2.2) (BCH 4.15.2(b))

(ii) The cargo should not be carried in tanks adjacent to ballast

tanks or water tanks unless these tanks are empty and dry.

(IBC 15.16.2.3) (BCH 4.15.2.(C))

(iii) The cargo should not be carried in tanks adjacent to tanks

containing water or other cargoes containing water. Pumps,

pipe and ventlines serving these tanks should be separate

from systems serving the cargo.(IBC 15.16.2.4) (BCH 4.15.2 (d))

5 IBC Code paragraph 15.12.3.3 or BCH Code paragraph 4.9.3(C), as applicable, must be complied with


(i) Vent systems and piping systems are not to be common with tankscontaining non-toxic products.

(IBC 15.12.3.3) (BCH 4.9.3 (C))



(i) Alkaline or acidic materials such as Sodium Hydroxide

or Sulphuric Acid should not be allowed to contaminate

this cargo (IBC 15.16.1) (BCH 4.15.1)



(i) Apparatus to be provided to regularly monitor adjacent

spaces for leakage of cargo. (IBC 15.11.7) (BCH 4.8.7)



(i) An inert gas pad is to be maintained in the tanks during loading,

transit and discharge. (IBC 15.4.6) (BCH 4.2.7)



(i) An adequate supply of inert gas for use in filling and discharging cargo tanks

is to be available. Sufficient to be available on board for topping up.

(IBC 9.1.3.1) (BCH 2.19.3(a))


19/23

(ii) The inert gas system should be able to maintain a pressure of at least 0.07

bar gauge in the cargo tanks, but should not raise the tank pressure above the

relief valve setting. (IBC 9.1.3.2) (BCH 2.19.3(b))

(iii) The gas blanket in the ullage space is to be monitored to ensure the

atmosphere is correct. (IBC 9.1.3.4) (BCH 2.19.3 (d))

(iv) Arrangements to be such that static electricity genaration is minimized.

(IBC 9.1.3.5) (BCH 2.19.3(e))


20/23



(i) The atmosphere in the cargo tanks must be dry and maintained at a dew point

less than minus 40 degrees centigrade at atmospheric pressure.

(IBC 9.1.2.3) (BCH 2.19.2(C))

(ii) An adequate supply of drying medium of use in filling and discharging cargo

tanks is to be available. Sufficient to be available on board for topping up.

(IBC 9.1.3.1) (BCH 2.19.3(a))

(iii) A drying system using nitrogen should be able to maintain a pressure of at least0.07 bar gauge in the cargo tanks, but should not raise the tank pressure above

valve setting. (IBC 9.1.3.2) (BCH 2.19.3(b))

(iv) The gas blanket in the ullage space is to be monitored to ensure the atmosphere

is correct. (IBC 9.1.3.4) (BCH 2.19.3(b))

(v) Arrangements to be such that static electricity generation is minimized.

(IBC 9.1.3.5) (BCH 2.19.3(e))

(vi) Where drying agents are used as the drying medium on all air inlets to the tank,

sufficient medium should be carried for the duration of the voyage, taking into

consideration the diurnal temperature range and the expected humidity.

(IBC 9.1.4) (BCH 2.19.3(f))

11 IBC Code paragraph 15.1 or BCH Code paragraph 4.4, as applicable, must be complied with. Attention


(i) The cargo manufacturer's certificate of stabilisation to be

available on board. (IBC 15.1) (BCH 4.4)

12 The minimum required gas group for electrical equipment when carrying this cargo is not given in the IMO

Code and cannot be ascertained from other known reliable sources. It should therefore be ensured, when

loading this cargo, that the vessel is not subjected to a haxard in excess of that for which the electrical

equipment in the hazardous zones is designed.

13 The minimum required temperature class for electrical equipment when carrying this cargo is not given in

the IMO Code and cannot be ascertained from other known reliable sources. It should therefore be ensured,

when loading this cargo, that the vessel is not subjected to a hazard in excess of that for which the electrical

equipment in the hazardous zones is designed.



(i) An adequate supply of padding medium for use in filling and discharging cargo

tanks is to be available. Sufficient to be available on board for topping up.

(IBC 9.1.3.1) (BCH 2.1.9.3(a))

(ii) The padding system should be able to maintain a pressure of at least 0.07 bar

gauge in the cargo tanks, but should not raise the tank pressure above the

relief valve setting. (IBC 9.1.3.2) (BCH 2.19.3(b))

(iii) The gas blanket in the ullage space is to be monitored to ensure the

atmosphere is correct. (IBC 9.1.3.4) (BCH 2.19.3(d))

(iv) Arrangements to be such that static electricity generation is minimized.

(IBC 9.1.3.5) (BCH 2.19.3(e))

15 IBC Code paragraph 15.12.3 or BCH Code paragraph 4.9.3, as applicable, must be complied with.


(i) Cargo not to be stowed adjacent to oil fuel tanks.

(IBC 15.12.3.1) (BCH 4.9.3(a))

16 IBC Code paragraph 14.2.8 or BCH Code paragraph 4.17, as applicable, must be complied with.


(i) Respiratory and eye protection should be provided for every

person on board. Filter type respiratory protection not to be used


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from 1 july 1994 onwards.

17 IBC Code paragraph 15.20 or BCH Code paragraph 4.22, as applicable, must be complied with.


(i) The carriage temperature of this cargo should be maintained below

100 degrees centigrade. (IBC 15.20.1) (BCH 4.22.1)



(i) The quantity of this cargo in any one cargo tank should not exceed 1250cubic metres. (IBC 16.1.1) (BCH 5.1.1)



(i) If the ship is not fitted with a refrigeneration system it will be possible to

carry this cargo provided either :-

(a) The Flag Administration has previously agreed that the cargo

system is designed to withstand the vapour pressure of the

cargo at 45 degrees centigrade. (IBC 15.14.1) (BCH 4.11); OR

(b) The carriage is limited to restricted areas and times of the year,

and/or voyage durations, as previously agreed by the Flag

Administration,details of which are outline in the "GENERAL NOTES"

(IBC 15.14.3) (BCH 4.11)

(ii) No cargo tank should be more than 98% liquid full at the reference

temperature. (IBC 5.14.7.1) (BCH 4.11)

(iii) For ships requiring to comply with the IBC Code the maximum volume of

cargo permitted in a cargo tank should be determined in accordance with

IBC paragraph 15.14.7.2 and 15.14.7.3, using the following formula:

V1 = 0.98V(X/Y)

where V = volume of tank

X = relative density of the cargo at the reference temperature R

= Z-[(R-20).C] where Z = relative density of cargo at 20 deg. Centigrade

C = temperature coefficient of cargo

Y = relative density of cargo at the loading temperature

= Z-[(T-20).C]

where T = load temperature of cargo

R = reference temperature, i.e. the temperature at which the vapour

pressure of the cargo corresponds to the set pressure of the

pressure-relief valve.

The value V1 is to be determined for each cargo loading to take account of the

actual properties of the cargo to be loaded.

20 IBC Code paragraph 14.2.8 or BCH Code paragraph 4.17, as applicable, applies to Ammonia Aqeous,28%

or less but not below 10%.(IBC 17,footnote a).When applicable,attention is drawn to the following :-

(i) Respiratory and eye protection should be provided for every person on board.

filter type respiratory protection not to be used from 1 July 1994 onwards.

21 If the product to be carried contains flammable solvents such that the flashpoint does not exceed 60 degrees

Centgrade c.c., then special electrical systems and a flammable vapour detector should be provided.

(IBC 17. Footnote b)

22 Although water is suitable for extinguishing open-air fires involving this chemical, water should not be

allowed to contaminate closed tanks containing this chemical because of the risk of hazardous gas

generation. (IBC 17 footnote c)

23 IBC Code paragraph 14.2.8 or BCH Code paragraph 4.17, as applicable, applies to Formaldehyde Solutions

45% or less but not below 5%.(IBC 17, footnote e). If applicable, attention is drawn to the following :-


22/23

(i) Respiratory and eye protection should be provided for every person on board.

Filter type repiratory protection not to be used from 1 July 1994 onwards.

24 Dry chemicals must not be used as a fire-fighting medium because of the possibility of an explosion,

alternative arrangements are to be provided for fire protection of the cargo deck area and cargo tanks.

(IBC 17, footnote g)

25 Dry chemicals must not be used as a fire-fighting medium, alternative arrangements are to be provided

for fire protection of the cargo deck area and cargo tanks. (IBC 17, footnote u)

26 Confined spaces should be tested for both 'Formic Acid Vapours' and 'Carbon Monoxide', a

decomposition product. (IBC 17, footnote v)

27 Temperature of carriage of Sodium Hydroxide 55% Aqueous solution is not to exceed 55 degrees Centigrade.

28 Temperature of carriage of Potassium Hydroxide 50% Aqueous solution is not to exceed 50 degrees

Centigrade.

29 This cargo has a low boiling point. For low boiling point cargoes to which BCH Code paragraph 4.11/IBC

Code paragraph 15.14 does not apply, operational measures may be necessary in order to maintain cargo

temperature below the boiling point.

30 This cargo may require heating. The cargo's melting point should be indicated on the shipping document.

Temporary heating arrangements may be required.

31 This cargo has a range of melting points, some of which exceed +55 degrees Centigrade. It is to be ensured

that the grades carried on this vessel do not exceed a melting point of +55 degrees Centigrade.



(i) Tanks and associated equipment which have contained this product may

be used for other cargoes after thorough cleaning by washing and purging.

(IBC 15.9.1) (BCH 4.21.1)

(ii) In the event of spillage of this product, all spilled liquid should be thoroughly

washed away without delay. To minimize fire risk, spillage should not be

allowed to dry out. (IBC 15.9.2) (BCH 4.21.2)

33 IBC Code paragraph 15.11.4 or BCH Code paragraph 4.8.4, as applicable, must be

complied with. Attention is drawn to the following :-

(i) It should be ensured that if the spray shields provided at the manifold

connections are portable that they are properly positioned at the

manifold prior to loading or discharging. Drip trays should also be

provided. (IBC 15.11.4) (BCH 4.8.4)



(i) This cargo should not be carried in tanks adjacent to oil fuel tanks.(IBC 15.11.6) (BCH 4.8.6)



(i) Loading operations should be terminated at once in the event of anysystem essential for safe loading becoming inoperative.

(IBC 15.19.3) (BCH 4.14.2(C))

(ii) Level alarms should be tested prior to loading. (IBC 15.19.4) (BCH 4.14.3)



(i) The cargo loading rate should be determined using the formula given in IBC 15.19.8

BCH 4.14.2(C)




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(i) The quantity of this cargo in any cargo tank should not exceed 3000 cubic metres.

(IBC 16.1.2) (BCH 5.1.2)

38 Slurry cargoes have been included although they may not be pumpable on this vessel.

39 This substance has been provisionally assessed by the IMO and is listed in BCH 21/15.



(i) Cargo to be carried at a concentration equal to or greater than 98%.

(IBC 6.2.4,Y2) (BCH 4.12.7(a))



(i) The manufacturer's Certificate of Inhibition is to be available onboard.

(IBC 15.13.3) (BCH 4.10.3)

42 This substance has been provisionally assessed by the IMO and is listed in BCH 23/5.

43 This product might react with lead. It is to be ensured that lead is not used for tanks, pipelines,valves,

fittings and other equipment, which may come into contact with the product or its vapours.

Pollution Notes44 The cargo's melting point should be indicated in the shipping document. (IBC 16.2.9) (BCH 5.2.8)

45 The cargo's viscosity at 20 degrees Centigrade should be specified on the shipping document and if the

cargo's viscosity exceed 60 mPa.s at 20 degrees Centigrade, the temperature which the cargo has a

viscosity of 60 mPa.s should be specified in the shipping document.(IBC 16.2.7) (BCH 5.2.6)

46 If the possibility exists that the cargo will be unloaded within a Special Area (as defined in regulation 1(7)

of Annex II to MARPOL 73/78) the cargo's viscosity at 20 degrees Centigrade should be specified on the

shipping document and if the cargo's viscosity exceed 25 mPa.s at 20 degrees Centigrade, the temperature

at which the cargo has a viscosity of 25 mPa.s should be specified in the shipping document.

(IBC 16.2.8) (BCH 5.2.7)

47 The cargo's viscosity at 20 degrees Centigrade should be specified on the shipping document and if the

cargo's viscosity exceeds 25 mPa.s at 20 degrees Centigrade, the temperature at which the cargo has a

viscosity of 25 mPa.s should be specified in the shipping document.(IBC 16.2.6) (BCH 5.2.5)

48 In case of a specified n.o.s. cargo assessed as falling within this n.o.s. group that is carried on a ship,

this entry, including the cargo's trade name and one or two principal components, should be provided

in the shipping document. (IBC 17, 'n.o.s.' footnote)

49 This is a pollution Category D cargo and included in Chapter 18 of the IBC Code.

50 This is an oil like substance identified in accordance with the provisions of the unified interpretation of

regulation 14 of Annex II of MARPOL 73/78 agreed by MEPC. (IBC 17, footnote bb)

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