DONT GAMBLE

WITH SAFETY
ON
CHEMICAL TANKERS

CONTENTS
1.

INTRODUCTION

Who is this package for?

Who is the target of the training?

What does this package consist of?

What will the training achieve?

How can the package be used effectively by the trainer?

The Session

Afterwards

BACKUP INFORMATION FOR THE VIDEO

Design and Equipment for Safety

Safe Operation

Proper Training

Providing the Necessary Information

Setting up Systems of Work that Make Mistakes Less Likely

Hazards

Basic Safety Principles

3.

BACKUP COMMENTARY ON THE VIDEO EXAMPLES

4.

REFERENCES

10

5.

PUBLISHERS

11

6.

APPENDIX ASSESSMENT

12

2.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

1. INTRODUCTION
Who is this package for?
This package is for ships officers and others with duties and responsibilities that include the
on-board training of ships staff.
Who is the target of the training?
The package is intended to assist with the training of operational staff who may have little
formal training or previous experience of chemical tankers. Under the International Convention
on Standards of Training and Certification for Watchkeepers (STCW), three levels of training are
stipulated: Induction, Familiarisation, and Advanced.
In this case the target trainee is at Induction level, although more experienced staff may be
assisted 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 relate
to 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 trainer
will 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 be
judged by their performance while carrying out their duties (including drills). However, the
video also provides some of the information required for safe performance of various tasks, and
knowledge of this information can be assessed if desired. The Appendix provides some
suggestions to help with this assessment.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

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

Preparation:
1.
2.
3.
4.

Identify personnel who need the training.

Watch the video.
Read the text material.
Ensure that you are completely familiar with the ships Permit-to-Work and Safety
Tagging 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 Ships
carrying Dangerous Chemicals in Bulk)

Safety Data Sheets relevant to cargoes carried

a copy of the ships Certificate of Fitness for the Carriage of Dangerous Chemicals

the ships Procedures and Arrangements Manual

the ships 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 sections
of this booklet.
7. Arrange for a training session of about one and a half hours and notify trainees
well 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 everyday
experience to relevant safety principles.
11. Assess the trainees understanding of the items covered, and their ability to apply the relevant
knowledge (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 ships Safety Committee; and

a record of how the training session worked, for the trainers benefit.
14. Keep records in a safe place for future reference. Include details of those attending
and subjects covered.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

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, acting
through their agency the International Maritime Organization. The requirements are set out in
International Conventions such as the Safety of Life at Sea Convention (SOLAS), and the Marine
Pollution Convention (MARPOL). Special requirements for chemical tankers are set out in the BCH
Code (for ships built before 1986) and the IBC Code. All ships must meet or exceed these
minimum 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 dont 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 and
equipment. There is an International Convention on the Standards of Training and Certification for
Watchkeepers (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:

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

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 the
cargo. Such crew members would include watchkeeping officers, pumpmen etc. This
familiarisation training may be shore-based depending on the requirements of the ships flag state.
Dangerous Cargo Endorsements
The Master, Chief Engineer, Chief Mate and next Senior Engineer must have Chemical Tanker
Dangerous 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 Dangerous
Chemicals 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 for
each parcel on board is posted in a suitable place such as near the Muster List. This is normally
a single side of paper describing the Main Hazards and Emergency Procedures and is intended
to be sufficient for general work associated with the cargo. More comprehensive data sheets may
be found in the ICS Tanker Safety Guide (Chemicals) or the USCG Chemical Data Guide for Bulk
Shipment 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.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

Information about operations in progress may be provided in special work plans. Depending on
the 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 ships Certificate of Fitness for the Carriage
of Dangerous Chemicals and from the ships Procedures and Arrangements Manual (which deals
with 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 Mistakes
We know that if we make mistakes, people may be hurt and we may be dismissed, fined or
imprisoned. Mistakes still happen, so we must plan to discover potential mistakes and correct them
before they develop.
Multiple Checking
This 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 addition
to ourselves,
use a permit system.
Permit Systems
These are a very useful way to help us use the principle of multiple checking. They usually include
a check list, and possibly reference to a more comprehensive check list. Additional multiple
checking 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 to
achieve, such as clean out the sump.
The checker: Another person is required, who will not take part in the task, and will concentrate
on whether the situation is safe.
The authorizer: Some permits must also be approved by an authorizer, such as the Master or Chief
Engineer. The authorizers function includes checking that incompatible permits are not issued, for
instance 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 task
has to be modified as it progresses, then a rethink of the situation should be carried out, possibly
involving new checks, tests and permits.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

HAZARDS
Hazards are things that might cause harm. Risk is the probability that harm will happen in
the particular circumstances, after precautions have been taken. If the hazards are severe, then
we 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 on
the volatility of a liquid and on its temperature. The Flash Point Temperature is the lowest
temperature 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 60C (example Methanol), and Non-Volatile if their
Flash Point exceeds 60C (required for Bunker Fuel Oil).
Personnel transferred from oil tankers should be cautioned that, whereas in oil tankers the cargo
Flammable Range concentration extends from a Lower Flammable Limit of about 1% to an Upper
Flammable Limit of about 10%, no such general figures apply to chemical cargoes. Also, on an oil
tanker an atmosphere containing less than 8% of Oxygen is considered Inert as it will not support
combustion, but chemical cargoes might require far lower Oxygen concentrations to render their
vapours 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 - dont let them kill you!
Toxicity is the poisonous effect of substances on living things. The substances can enter our bodies
by Inhalation (breathing), by Ingestion (eating with dirty hands) and by Skin Contact. Toxicity may
cause 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 best
concentration of these vapours is zero, but practicable working limits are quoted on the data
sheets 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 appropriate
regulatory 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.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

BASIC SAFETY PRINCIPLES

The ship design is intended to prevent fire and
explosion by making sure that the three sides
of the Fire Triangle never come together

FU

AT
HE

CARGO
VAPOUR

EL

THE FIRE TRIANGLE

SOURCE OF
IGNITION

AIR
OXYGEN

3
1

2
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. Here
there are Sources of Ignition and Oxygen, so it is necessary to exclude cargo vapour. The same
precaution is necessary for health purposes, and because some chemical tanker cargoes are
volatile 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, and
cofferdams and ballast tanks in the cargo part of the ship. The main precaution is to prevent
Sources of Ignition in these places. However, the otherwise dangerous nature of some cargoes or
of some tank washing operations may require atmosphere control in some of these enclosed
spaces. 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 achieved
by 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 be
obtained. The responsible person will check that there is no cargo vapour present or likely in
the area concerned, and
before cargo vapour is released, checks are made that no Sources of Ignition are likely.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

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, for
example 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), the
USCG 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 Sources
of Ignition on deck, unless this has been authorised, usually by using the ships Permit System.
Thus non safe-type electrical equipment would require a permit (which would not be issued for a
Walkman 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 as
scaling (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 Tankers
and Terminals.
Emphasise If in doubt, ask!, and that work associated with non safe-type electrical equipment
and with welding or burning will require great care, involving use of the Permit System for the
ship.
PERSONAL PROTECTIVE EQUIPMENT
It is not practicable to require the whole crew to wear positive pressure protective suits at all times,
so the ships senior officers must direct the level of precaution required. They will be guided by
the 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 in
cargo 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 accident
will 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 harmful
liquids, it should be emphasised that the time interval between exposure and the application
of 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 items
from the ships Poison Treatment Chest.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

EYE CONTACT
Go over the first aid actions for eye contact from a materials safety data sheet. If appropriate to the
ship, use (Sulphuric) Acid, and explain that even though some materials react with water, your skin
and 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 this
happens so often that it becomes routine. If the ship and company have some back up to the
Entry Permit System, such as a tagging system for spaces which may be entered, then the precise
procedures must be emphasised at this stage.
Explain that Entry into Dangerous Spaces is not normally allowed until a safe breathable
atmosphere 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 in
Chapter 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 is
available in the International Maritime Dangerous Goods Code Supplement or the example in the
International Safety Guide for Oil Tankers and Terminals may be used.
Explain the ships 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.

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

6. APPENDIX: ASSESSMENT
Under the International Ship Management Code, it is likely that the Company will have a formal
Company 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 matters
which may require assessment of practical competence and of background knowledge.
Practical competence may be assessed during operations and drills. For assessing background
knowledge the trainer may use the following ideas either as a guide to leading the discussion
following the showing of the Video, or as the basis for a question paper. In both situations it is
emphasised that the correct information for the particular ship dealing with its normal cargoes must
be 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 trainees position. A junior rating should ask whoever is in
charge 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 Mates 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 etc
where gas may come out.
What equipment do we have to protect our eyes?
Goggles, Face Shields plus Goggles, Fully Enclosed Positive Pressure Suits.
If somebodys 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 least
15 minutes.
What equipment is available to help us?
Deck showers, [Eye washers, Eye Wash Bottles].

12

DONT GAMBLE WITH SAFETY ON CHEMICAL TANKERS

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 ships 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 is
stationed at the entrance to the compartment.

13