don’t gamble with safety on chemical tankers

8/19/2019 Don’t Gamble With Safety on Chemical Tankers

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DON’T GAMBLEWITH SAFETYON

CHEMICAL TANKERS


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CONTENTS

1. INTRODUCTION 1

Who is this package for? 1

Who is the target of the training? 1

What does this package consist of? 1

What will the training achieve? 1

How can the package be used effectively by the trainer? 2

The Session 2

Afterwards 2

2. BACKUP INFORMATION FOR THE VIDEO 3Design and Equipment for Safety 3

Safe Operation 3

Proper Training 3

Providing the Necessary Information 4

Setting up Systems of Work that Make Mistakes Less Likely 5

Hazards 6

Basic Safety Principles 7

3. BACKUP COMMENTARY ON THE VIDEO EXAMPLES 8

4. REFERENCES 10

5. PUBLISHERS 11

6. APPENDIX ASSESSMENT 12


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DON’T GAMBLE WITH SAFETY ON CHEMICAL TANKERS

1. INTRODUCTION

Who is this package for?

This package is for ship’s officers and others with duties and responsibilities that include theon-board training of ship’s staff.

Who is the target of the training?

The package is intended to assist with the training of operational staff who may have littleformal training or previous experience of chemical tankers. Under the International Conventionon Standards of Training and Certification for Watchkeepers (STCW), three levels of training arestipulated: Induction, Familiarisation, and Advanced.

In this case the target trainee is at Induction level, although more experienced staff may beassisted by the contents.

What does this package consist of?

A video and accompanying text.

The video presentation is designed to illustrate how everyday activities of crew members relateto the safety principles covering the design, equipment and operation of the vessel.

The text material is intended to support the video information in more depth, so that the trainerwill have information available to follow up these ideas in more detail, and to answer questions.A list of suitable references is also provided.

What will the training achieve?

The video aims primarily to motivate staff to operate safely and effectively. This can only bejudged by their performance while carrying out their duties (including drills). However, thevideo also provides some of the information required for safe performance of various tasks, andknowledge of this information can be assessed if desired. The Appendix provides somesuggestions to help with this assessment.

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How can the package be used effectively by the trainer/training officer?

Preparation:

1. Identify personnel who need the training.

2. Watch the video.3. Read the text material.

4. Ensure that you are completely familiar with the ship’s Permit-to-Work and SafetyTagging systems.

5. Make available reference material such as

• Safety in Chemical Tankers (International Chamber of Shipping)

• the ICS Tanker Safety Guide (Chemicals)

• The BCH (pre -1986 ships only) and IBC Code (for the Design and Equipment of Shipscarrying Dangerous Chemicals in Bulk)

• Safety Data Sheets relevant to cargoes carried

• a copy of the ship’s Certificate of Fitness for the Carriage of Dangerous Chemicals

• the ship’s Procedures and Arrangements Manual

• the ship’s Safety Manual and examples of Permits-to-Work etc, and

• (clean!) examples of protective clothing

6. Prepare and photocopy “handouts” of key points if possible - and/or relevant sectionsof this booklet.

7. Arrange for a training session of about one and a half hours and notify traineeswell in advance.

The Session:

8. Show the video, and

9. Give handouts of key points.

10. Lead a discussion afterwards, which should concentrate on relating the trainees’ everydayexperience to relevant safety principles.

11. Assess the trainees’ understanding of the items covered, and their ability to apply the relevantknowledge (See Appendix).

Afterwards:

12. Put everything away and rewind the video.

13. Make records of the session as required. Records may be needed in the form of

• updating the students’ training records;

• reports of the training and subsequent discussions to the ship’s Safety Committee; and

• a record of how the training session worked, for the trainer’s benefit.

14. Keep records in a safe place for future reference. Include details of those attending

and subjects covered.

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2. BACKUP INFORMATION FOR THE VIDEO

DESIGN AND EQUIPMENT FOR SAFETY

Special designs and equipment for chemical tankers are very expensive, so the minimum required

standards are set up not by individual companies or “flags”, but by the United Nations, actingthrough their agency the International Maritime Organization. The requirements are set out inInternational Conventions such as the Safety of Life at Sea Convention (SOLAS), and the MarinePollution Convention (MARPOL). Special requirements for chemical tankers are set out in the BCHCode (for ships built before 1986) and the IBC Code. All ships must meet or exceed theseminimum standards.

SAFE OPERATION

The design and equipment are intended

• to make accidents less likely, and• to make the results of accidents less harmful.

However, in a ship it is impossible to guard completely against accidents caused by bad operation.

Bad operation may happen because• personnel don’t know what to do or how to do it

• people purposely disregard the known safety precautions, or

• people make mistakes due to forgetfulness.

The first two causes of bad operation may be addressed by• proper training, and• providing the necessary information.

The second cause may also be addressed by• setting up and implementing safe operational procedures, and

• making sure the procedures are followed.

The third cause may be addressed by• managing personnel in such a way that they are fit for duty and not fatigued

• making people proud of their work

• making them aware of the consequences of mistakes, and

• setting up systems of work that make mistakes less likely.

PROPER TRAINING

The importance of this is recognised in the same way as the importance of the design andequipment. There is an International Convention on the Standards of Training and Certification forWatchkeepers (STCW), which in 1995 was upgraded to include the Seafarers’ Training,

Certification and Watchkeeping Code. In addition to requirements for crew training on all ships,special training is required for crew members on chemical tankers:

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Induction Training

The first level of training should apply to all crew members. The trainee should be made aware of • the hazards and general precautions applying in different parts of the ship

• where he can find more information, in particular where he can find information about the

hazards associated with individual parcels of cargo, and• special procedures to reduce the risk from some operations (e.g. the use of Permit-to-Work

systems).

This video and instruction pack are intended to assist with Induction Training.

Familiarisation Training.

This level of training is required for persons having specific responsibilities in association with thecargo. Such crew members would include watchkeeping officers, pumpmen etc . Thisfamiliarisation training may be shore-based depending on the requirements of the ship’s flag state.

Dangerous Cargo Endorsements

The Master, Chief Engineer, Chief Mate and next Senior Engineer must have Chemical TankerDangerous Cargo Endorsements. To gain a Dangerous Cargo Endorsement, the candidate must have

• served on ships carrying Dangerous Chemicals in Bulk (listed in Chapter 17 IBC) for a period(usually 6 months), with duties related to the cargo, and

• attended an approved shore-based training course.

Often most of the Mates and Engineers will have Dangerous Cargo Endorsements.

PROVIDING THE NECESSARY INFORMATION

General operating information is available in• the booklet Safety in Chemical Tankers

• the ICS Tanker Safety Guide (Chemicals), and

• The BCH and IBC Code (for the Design and Equipment of Ships carrying DangerousChemicals in Bulk).

• The United States Coastguard Chemical Data Guide for Bulk Shipping.

Information about the cargoes on board can be found on “Safety Data Sheets”. A Data Sheet foreach parcel on board is posted in a suitable place such as near the Muster List. This is normallya single side of paper describing the Main Hazards and Emergency Procedures and is intendedto be sufficient for general work associated with the cargo. More comprehensive data sheets maybe found in the ICS Tanker Safety Guide (Chemicals) or the USCG Chemical Data Guide for BulkShipment by Water or in Volume 2 of the Chemical Hazard Response Information System (CHRIS)Code. Alternatively a data sheet supplied by the manufacturer or shipper may be available.

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Information about operations in progress may be provided in special work plans. Depending onthe complexity of the operation, these may be produced as• loading plans for a port

• unloading and tankwashing plans for a port

• tankwashing plans, etc.

More specialised information can be obtained from the ship’s Certificate of Fitness for the Carriageof Dangerous Chemicals and from the ship’s Procedures and Arrangements Manual (which dealswith Pollution Control for Chemical Cargoes and their Residues).

SETTING UP SYSTEMS OF WORK THAT MAKE MISTAKES LESS LIKELY

There are two principles that apply:• Real people make mistakes, and

• If a task is thought about more than once, then we are more likely to remember everything:

the principle of Multiple Checking.

Real People Make MistakesWe know that if we make mistakes, people may be hurt and we may be dismissed, fined orimprisoned. Mistakes still happen, so we must plan to discover potential mistakes and correct thembefore they develop.

Multiple CheckingThis is a very powerful tool to reduce the probability of mistakes.We can• think about a task some time beforehand, and make a recorded plan which we can check

again before performing the task (a work plan) ,

• use a check list where other people have thought about the hazards and problems in additionto ourselves,

• use a permit system.

Permit SystemsThese are a very useful way to help us use the principle of multiple checking. They usually includea check list, and possibly reference to a more comprehensive check list. Additional multiplechecking is achieved by having several people complete the permit.

The “do-er”: The person who will do the task may be thinking mostly about what he wants toachieve, such as “clean out the sump”.

The checker: Another person is required, who will not take part in the task, and will concentrateon whether the situation is safe.

The authorizer: Some permits must also be approved by an authorizer, such as the Master or Chief Engineer. The authorizer’s function includes checking that incompatible permits are not issued, forinstance authorising welding work near a tank that is being gas-freed!

When discussing permits, the trainer should refer continually to the systems actually used on the

particular ship, relating these systems to the principles above. He should also stress that if a taskhas to be modified as it progresses, then a rethink of the situation should be carried out, possiblyinvolving new checks, tests and permits.

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HAZARDS

“Hazards” are things that might cause harm. “Risk” is the probability that harm will happen inthe particular circumstances, after precautions have been taken. If the hazards are severe, thenwe must take better precautions to reduce the risk to a low level.

Hazards include:

Flammability and Volatility Flammable vapours can burn when suitably mixed with air. Whether this can happen depends onthe volatility of a liquid and on its temperature. The Flash Point Temperature is the lowesttemperature at which a test sample of the liquid gave off enough vapour to burn. Liquids are called“Volatile” if their Flash Point is not above 60°C (example Methanol), and “Non-Volatile” if theirFlash Point exceeds 60°C (required for Bunker Fuel Oil).

Personnel transferred from oil tankers should be cautioned that, whereas in oil tankers the cargoFlammable Range concentration extends from a Lower Flammable Limit of about 1% to an UpperFlammable Limit of about 10%, no such general figures apply to chemical cargoes. Also, on an oiltanker an atmosphere containing less than 8% of Oxygen is considered Inert as it will not supportcombustion, but chemical cargoes might require far lower Oxygen concentrations to render theirvapours “Inert”.

Health hazards Asphyxiation is the result of breathing atmospheres containing less than the normal 20.8% of oxygen. It is a major cause of personnel casualties in chemical tankers. “Inert Gas/Nitrogen kill

fires - don’t let them kill you!” Toxicity is the poisonous effect of substances on living things. The substances can enter our bodiesby Inhalation (breathing), by Ingestion (eating with dirty hands) and by Skin Contact. Toxicity maycause Acute effects within a few days, and/or Chronic effects which may develop many years later.

Not many cargo vapours become flammable at concentrations in air below about 1 / 2% by volume(1 part in 200), but many are toxic at concentrations of only a few parts per million! The bestconcentration of these vapours is zero, but practicable working limits are quoted on the datasheets under headings such as• TLV (Threshold Limit Value)

• MEL (Maximum Exposure Limit)

• OES (Occupational Exposure Standard), and

• PEL (Permissible Exposure Level).

The PEL is defined as the maximum exposure to a toxic substance that is allowed by appropriateregulatory standards, including those of flag states. The TLV, MEL and OES have similar definitions.Sometimes “Short Term Exposure” figures are quoted, allowing a higher exposure for a short time.Use of “Short Term” limits is usually not appropriate on board ships.

Corrosivity is the destructive effect of acids and alkalis on our bodies (often also on tank coatings,gaskets and the metal of hull and fittings). Skin contact with corrosive materials causes “burns”.Contact with the eyes is extremely serious and can easily cause blindness.

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1 2

3

OXYGEN

THE FIRE TRIANGLE

CARGO

VAPOUR

SOURCE OF

IGNITION

F U E

L

AIR

H E A T

BASIC SAFETY PRINCIPLES

The ship design is intended to prevent fire andexplosion by making sure that the three sidesof the Fire Triangle never come together

Three types of precaution for three situations

In different parts of the ship we keep the Fire Triangle from becoming complete in different ways.

The Region numbered 1 in the diagram includes the Accommodation and Engine Room. Herethere are Sources of Ignition and Oxygen, so it is necessary to exclude cargo vapour. The sameprecaution is necessary for health purposes, and because some chemical tanker cargoes arevolatile and very toxic, even greater care is necessary than on some oil tankers.The Region numbered 2 includes cargo tanks, slop tanks, cargo pumprooms if fitted, andcofferdams and ballast tanks in the cargo part of the ship. The main precaution is to preventSources of Ignition in these places. However, the otherwise dangerous nature of some cargoes orof some tank washing operations may require atmosphere control in some of these enclosedspaces. Tanks and spaces without bulk liquid contents may be ventilated to remove cargo vapours.

Tanks with or without bulk liquid contents may be protected by Nitrogen (“Inert Gas”).

The Region numbered 3 has air. Sometimes it has cargo vapour and sometimes it has Sources of Ignition (Lightning, Mooring Operations, Electrical Testing etc). Here safety can only be achievedby good operational practice: there are some general precautions such as the use of “safe-type”electrical equipment and a prohibition on smoking, but in addition

• before taking anything on deck which might cause a source of ignition, permission must beobtained. The responsible person will check that there is no cargo vapour present or likely inthe area concerned, and

• before cargo vapour is released, checks are made that no Sources of Ignition are likely.

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3. BACKUP COMMENTARY ON THE VIDEO EXAMPLES

MATERIALS SAFETY DATA SHEETS It is the duty of any crew member dealing with cargo to acquaint himself with the details of hazards, precautions and emergency action for the “parcel” concerned, before becoming involved

with the cargo. Crew members should know where these safety data sheets are displayed, forexample in the cross alleyway near the muster station lists. They should be shown examples of data sheets used by the ship, such as those from the ICS Tanker Safety Guide (Chemicals), theUSCG Chemical Data Guide, and those produced by shippers.

GENERAL PRECAUTIONS ON DECK Since there are normally flammable parcels on board, there is a general ban on taking Sourcesof Ignition on deck, unless this has been authorised, usually by using the ship’s Permit System.Thus non safe-type electrical equipment would require a permit (which would not be issued for aWalkman radio!). Emphasise that smoking equipment is not allowed on deck, that cigarette lighters

are banned, and that for lighting-up (when in an approved room), safety matches are to be used.

WORK ON DECK Other actions associated with normal work may also cause Sources of Ignition, so work such asscaling (by hand or machine) should not be carried out where cargo vapour could be present:in particular, near where tanks are being gas freed.

For more information on Sources of Ignition, see the International Safety Guide for Oil Tankersand Terminals.

Emphasise “If in doubt, ask!”, and that work associated with non safe-type electrical equipmentand with welding or burning will require great care, involving use of the Permit System for theship.

PERSONAL PROTECTIVE EQUIPMENT It is not practicable to require the whole crew to wear positive pressure protective suits at all times,so the ship’s senior officers must direct the level of precaution required. They will be guided bythe hazards of the particular cargo, and the hazards of the particular operation. Thus one level of protection may be appropriate for the watch on deck while unloading, but a seaman involved incargo hose disconnection would need a greater degree of protection.

FIRST AID EQUIPMENT ON DECK If something does happen, other preparations will affect how serious the outcome of the accidentwill be.• The safety showers and eyewash arrangements must work

• Everybody, even a casualty in agony, must know where these items are

• Everybody must know the correct first aid treatment. In the case of skin contact with harmfulliquids, it should be emphasised that the time interval between exposure and the applicationof water is critical, and

• More senior personnel must be prepared for the correct follow-up actions, as laid down in the

Medical First Aid Guide for use in Accidents involving Dangerous Goods, perhaps using itemsfrom the ship’s Poison Treatment Chest.

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EYE CONTACT Go over the first aid actions for eye contact from a materials safety data sheet. If appropriate to theship, use (Sulphuric) Acid, and explain that even though some materials react with water, your skinand eyes have lots of water in them anyway, so water washing is the only immediate option.

ENTRY INTO DANGEROUS SPACES Entry into potentially Dangerous Spaces is a major hazard on chemical tankers, because thishappens so often that it becomes routine. If the ship and company have some back up to theEntry Permit System, such as a tagging system for spaces which may be entered, then the preciseprocedures must be emphasised at this stage.

Explain that Entry into Dangerous Spaces is not normally allowed until a safe breathableatmosphere has been obtained. Note that tools should be lowered into a tank, usually in a bag,using a rope (our “Joker” carried his broom down!).

Useful advice about “Good Standard Practice” for Entry into Dangerous Spaces is contained inChapter 10 of the UK Code of Safe Working Practices for Merchant Seamen.

PERMIT SYSTEMS If there are not Entry Permits developed specially for the ship, a suitable Maritime Safety Card isavailable in the International Maritime Dangerous Goods Code Supplement or the example in theInternational Safety Guide for Oil Tankers and Terminals may be used.

Explain the ship’s requirements about what jobs will require formal pre-planning and Work Permits.

EMERGENCY DRILLS It is worth emphasising that emergency drills encompass more than boat drill and fire drill.

On a chemical tanker, these drills might also include

• Rescue from tanks, cargo pumprooms and cofferdams

• Rescue and treatment of a skin contact/gassing casualty

• Action when a cargo tank has been damaged

• Action after overflow of cargo or bunkers, and

• Escape from the ship in the (imaginary!) presence of toxic gases.

The greatest care must be taken that the drill itself is planned and conducted without causing hazard.

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6. APPENDIX: ASSESSMENT

Under the International Ship Management Code, it is likely that the Company will have a formalCompany Training Policy, which will require the keeping of training records, including records of assessments of knowledge and competence. This video has the primary aim of motivating

personnel to want to perform their duties in a safe and effective manner, but it also covers matterswhich may require assessment of practical competence and of background knowledge.

Practical competence may be assessed during operations and drills. For assessing backgroundknowledge the trainer may use the following ideas either as a guide to leading the discussionfollowing the showing of the Video, or as the basis for a question paper. In both situations it isemphasised that the correct information for the particular ship dealing with its normal cargoes mustbe used, not some general answer as developed for a shore-based course.

Specify three hazards which a cargo parcel may have .

Flammability, Toxicity, Corrosivity. (Also Volatility, Reactivity, Pollution etc.).

Where would you find information about the hazards of [CHEMICAL X], which is on board? On a Cargo Data Sheet, which is posted up [on the notice board in the cross alleyway outside the saloon].

Where would you find out what protective clothing to wear when dealing with [CHEMICAL X]? Suitable answers will depend on the trainee’s position. A junior rating should ask whoever is incharge of the relevant task. More senior personnel should be expected to

• refer to the instructions on the complete Data Sheet

• say that the degree of protection may depend on what tasks are to be carried out, and• say that the Mate’s Work Orders (Loading Plan etc) will specify what must be worn at a

particular time.

How do we avoid fires in the cargo area?By not introducing Sources of Ignition - Smoking or unapproved electrical equipment.

How do mooring operations and general work about the decks (hammers/spanners) fit in with the last point? Because there could be Sources of Ignition during mooring operations, the tanks must be kept

closed during mooring operations, and general work should not take place near open hatches etcwhere gas may come out.

What equipment do we have to protect our eyes?Goggles, Face Shields plus Goggles, Fully Enclosed Positive Pressure Suits.

If somebody’s eyes are splashed by a corrosive liquid, what do we do? IMMEDIATELY wash the eye with water, continuing with clean water or eye wash liquid for at least15 minutes.

What equipment is available to help us? Deck showers, [Eye washers, Eye Wash Bottles].

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What are the requirements before entering a tank? • Obtain permission

• Verify that the compartment is passed as being in a “safe” condition (check time limits)

• Comply with the ship’s procedures, usually on an Entry Permit

• [Add here any procedure for an Entry Tagging System that the ship has].

The procedures will require that rescue equipment is available nearby and that a watchman isstationed at the entrance to the compartment.


don’t gamble with safety on chemical tankers

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