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Since chemical products have high pu‐ rity and corrosiveness, corrosion protection and prevention is very important. The popular types of chemical tanker plate material is made from special types of stainless steel with a high resis‐ tant to corrosion from acid. Stainless steel used for bulkheads can be solid stainless steel or mild steel clad with stainless steel. Rubber is some‐ times used to line tanks carrying products mainly acids, which are unsuitable for use with stainless steel or coating. Zinc silicate is fre‐ quently used in tanks designed to carry alcohol as well as some types of solvents and other chemicals. It is necessary to inspect zinc coated bulkhead after they have been dried to ensure the coating has not been softened or otherwise damaged. The requirement for coating application is under MARPOL Annex II (Regulations for the Control of Pollution by Noxious Liquid Sub‐ stances). Before coating application, the steel temperature and relative air humidity in the tank are two basic factors to observe in ensuring the correct coating application. The application of coating starts from the bottom of the tank to the ceiling, because during application the evapo‐ rated solvents may flow to the bottom of the tank. Hence, the air in the tank is both renewed and dehumidified to keep clean atmosphere and steady temperature and humidity conditions. Figure 2: Application of coating MIMET Technical Bulletin Volume 1 (2) 2010 The sequence of coating application also plays an important rule. If we consider a coating system of two parts (2 coatings), then we should apply the first coating to all tank surfaces for a specific dry film thickness. At this stage, as we approach the ceiling we must cover the tank bottom to avoid any overspray. Figure 3: Coating application sequence Some cargoes are required to be carried at certain temperatures. For that reason, heating coils are installed in the cargo tanks to keep the cargo at the required temperature. The heating substance is oil or water coming from a heat exchanger, so en‐ able the cargo to be carried at a desired range of temperatures (ExxonMobil, 2002). Chemical tankers must have a system for tank heating in order to maintain the viscosity of certain cargoes. Typically this system consists of a boiler which pumps pres‐ surized steam through so‐called “heating coils” made from stainless steel pipes in the cargo tanks, thus transferring heat into the cargo, which circu‐ lates in the tank by convection. In SOLAS Chapter II‐2, Regulation 4 Para‐ graph 5.5, tankers are also required to be fitted with an inert gas system. With the inert gas system, the protection against a tank explosion is achieved by keeping the oxygen content low. It will reduce the hydrocarbon gas concentration of tank atmosphere to a safe proportion. The problem is that impurities such as carbon and moisture are normally present in flue gases and it is difficult to use a conventional inert gas system with some chemical. | MARINE FRONTIER @ UniKL 115
Figure 4 : Typical arrangement of Inert Gas System Besides that, IMO also introduced emer‐ gency towing arrangement to enable vessels to be operated and controlled in cases of mechani‐ cal failures. Under SOLAS Chapter II‐1, Regulation 3‐4, as for any other ships, navigational equip‐ ment of tankers needs to be duplicated. All new tankers of 20,000 DWT and above have to be fitted with an emergency towing arrangement fitted at both end of the ships. Figure 5: Emergency towing arrangements MIMET Technical Bulletin Volume 1 (2) 2010 In ensuring the safety of personnel and navigation, personal life saving appliances and radio communication system are very important. Under SOLAS Chapter 3 Part B, there is a requirement for at least one lifebuoy on each side of the ship to be fitted with a buoyant lifeline equal in length to not less than twice the height at which it is stowed above the waterline at any time or 30 meters, whichever is greater. Not less than half of the life‐ buoys must have self‐igniting lights, not less than two of which must be provided with self activat‐ ing smoke signals which must be capable of quick release from navi‐ gating bridge. Besides that, a suf‐ ficient number of survival craft shall be carried for persons on‐ board and must be placed at areas that are readily accessible. En‐ closed lifeboat must be provided and for all chemical tanker. Life‐ boats must be equipped with self‐ contained air support system (if the cargo emits toxic gases). In addition, these life‐ boats must afford protection against fire for at least eight minutes (where the cargo is flammable). | MARINE FRONTIER @ UniKL 116
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EDITORIAL CHIEF EDITOR Prof. Dato
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DIRECTIONAL STABILITY ANALYSIS IN S
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The determinant from equations (3)
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Table 1 ‐ Results of Stability Cr
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DO 20 J=1,7 REFF(J)=1+((J‐1)*1.5/
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Skeg Effectiveness Skeg Effectivene
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Skeg Effectiveness Skeg Effectivene
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A WATER FUELLED ENGINE FOR FUTURE M
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Stainless steel pipes are used as e
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Current development Hydrogen Oceanj
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Car industry A small group of local
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Big oil companies. For business sur
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Websites: 1. http://www.schatzlab.o
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Table 1: Global maritime Fleet Rank
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No. of Ships No. of Ships 300 250 2
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time players is 30. The demand for
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References [1] UNCTAD, Review Marit
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Table 3 : Tug boat Registered in Ma
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NO SHIP NAME OWNER/OPERATOR GRT DWT
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MIMET Technical Bulletin Volume 1 (
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Table 8 : Tankers Registered in Mal
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Table 10: Passenger Ship Registered
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Table 11: Container Ships Registere
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age and appropriate steps must be t
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Page 72 and 73: METHODOLOGY Description of Apparatu
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