MODUL AJAR BIOLOGI (VIRUS DAN PERANANNYA)

MODUL AJAR 

VIRUS DAN PERANANNYA

Kompetensi Awal
Peserta didik diharapkan memiliki pemahaman dasar tentang struktur sel, konsep dasar genetika, serta pengetahuan awal mengenai mikroorganisme. Kompetensi awal ini menjadi fondasi penting dalam memahami materi tentang virus, mengingat virus merupakan agen infeksi yang kompleks dan berperan penting dalam ekosistem serta kesehatan manusia.

Profil Pelajar Pancasila
Modul ini dirancang untuk membentuk pelajar Pancasila yang berakhlak mulia, memiliki pengetahuan dan keterampilan yang mumpuni, serta mampu menerapkan nilai-nilai Pancasila dalam kehidupan sehari-hari. Dengan pendekatan Problem Based Learning (PBL), diharapkan peserta didik dapat mengembangkan kemampuan berpikir kritis, kreatif, dan kolaboratif.

Sarana dan Prasana
Untuk mendukung proses pembelajaran, diperlukan fasilitas laboratorium biologi lengkap dengan peralatan mikrobiologi, akses internet untuk penelitian dan sumber belajar, serta perangkat teknologi informasi seperti proyektor dan komputer. Selain itu, buku teks terbaru dan jurnal ilmiah terkait virus juga disediakan sebagai sumber referensi.

Target Peserta Didik
Modul ini ditujukan untuk siswa kelas X SMA yang sedang mempelajari mata pelajaran Biologi. Peserta didik diharapkan mampu memahami konsep dasar tentang virus, mengenali berbagai jenis virus, serta memahami dampak dan cara pencegahan penyakit yang disebabkan oleh virus.

Metode Pembelajaran Yang Digunakan
Model pembelajaran yang digunakan adalah Problem Based Learning (PBL) dengan pendekatan TaRL (Teacher as Resourceful Learner) dan TPACK (Technological Pedagogical Content Knowledge). Metode ini menggabungkan ceramah bervariasi, diskusi sharing, serta latihan dan penugasan untuk menciptakan lingkungan belajar yang aktif dan interaktif.


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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB VI DAN BAB VII)

ACT

ADVANCE CHEMICAL TANKER

BAB VI

PRECAUTION TO PREVENT POLLUTION OF THE ENVIRONMENT

6.1 Procedurs of The Atmosphere and the Environmment

POLLUTION BY NOXIOUS LIQUID SUBSTANCES

The parts numbered in the 140s give effect in New Zealand law to Annex II of MARPOL, which is concerned with regulations for the control of pollution by noxious liquid substances in bulk Along with Annex I (concerned with oil), Annex II is a mandatory annex - meaning that a state must give effect to both annexes in order to become a party to the convention.

Annex II was extensively revised in the early 2000s and the new regulations came into force internationally on 1 January 2007. The new regulations had the following innovations (reflected in marine protection rules that came into force in August 2008):

The marine protection rules give effect to Annex II discharge standards outside the 12 mile limit. They also set, for both inside and outside the coastal marine area, ship design, construction and equipment requirements (and their certification), as well as requirements for record keeping of cargo operations and emergency plans for responding to spills. The scope and application of the individual parts of the 140 series are summarised below.

Part 140 Discharge of Noxious Liquid Substances Carried in Bulk

Part 140 sets out the permitted operational discharges into the sea of cargo residues from noxious liquid substances carried by ships in bulk as cargo. The rules set limits on total quantity and concentration of discharges, and specify minimum water depths and distance from land. More stringent discharge conditions apply to those substances that are categorised as most harmful to the marine environment.

There are three categories of noxious liquid substance: X, Y, and Z, in decreasing order of harmfulness. Hazards assessed in the categorisation of substances include bioaccumulation, toxicity, and interference with other uses of the sea. The substances covered are wide ranging, and include chemicals such as motor fuel anti-knocking compounds, and organic matter such as fish and vegetable oils.

The operational discharge requirements set out in Part 140 apply to New Zealand ships and warships and other ships of the New Zealand Defence Force operating outside New Zealand’s coastal marine area. They also cover discharges from these ships within the internationally recognised 'special area' below latitude 60°S, where discharges are prohibited.

Part 140 defines all categorised noxious liquid substances by reference to the list of substances set out in chapters 17 and 18 of the IMO's International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, (which may be amended from time to time). The part also contains requirements for the carriage of uncategorised noxious liquid substances from New Zealand. All noxious liquid substances are defined as harmful substances for the purposes of section 226 of the MTA - the section of the Act that permits discharge of such substances only in accordance with the marine protection rules.

BAB VII

MONITOR AND CONTROL COMPLIANCE

WITH LEGISLATIVE REQUIREMENT

7.1 Relevant Provisions of The International Convention For The Prevention of Pollution From Ship (MARPOL) and Others Relevant IMO Instrument, Industry Guidelines and Port Regulation as Commonly Applied

For safe handling of cargoes, and should be available on board for reference regardless of the age of the ships. The relevant Code or Codes applying to a particular ship must be carried on board.

The IMO Codes are intended to procedure a uniform set of regulation,allowing a ship to be issued with a Certificate of Fitness indicating compliance with relevant Code. The certificate is accepted by nations to which the ship may trade as assurance of the ship’s constructional safety, in similar way to the international acceptance of safety equipment, Safety Equipmen, Safety Construction, Load Line and other certificates, the Codes require periodic re-inspection of the ship during its lifetime to maintain validity.

The implementation of these international regulations is through the approval by national administrations of a Procedures and Arrangements (P&A) Manual, individually developed for each ship

Main requirements of MARPOL Annex II

MARPOL Annex II categories substances posing a threat of harm to the marine environment, with chemicals posing the greatest threat having the most severe controls placed upon their shipment and severe limitation on their discharge into the sea. A pricipal way of meeting to the need to limit discharges to the sea is to reduce the residue that remains within a tank after arrangements specially designed to ensure that tank designated for thr carriage of controlled substances can be emptied so well that the quantity of cargo remaining afterwards is less than the minimum quantity specified in MARPOL. For each tank an initial assessment of the residue quantity has to be made, called a stripping test. The result of this test are recorde, and are used as the basis for procedures described. Only when residue is shown to be less than the quantity prescribed by MARPOL Annex II may the tank be approved for the carriage of a controlled substance.

Increased awareness

ft is now recognised that almost any discharge from a ship into the surrounding environment needs to be carefully considered in advance. Not only are chemical cargo residues, oily water from machinery room bilges and overboard disposal of garbage strictly regulated, but funnel exhausts and ballast water have now been identified as requiring control.

Air pollution

Control of Ozone Depleting Substances (ODS), such as halogenated hydrocarbon gases, was established .internationally in the early 1990s. In 1997, IMO adopted Annex VI to MARPOL. addressing ships' emissions that are considered to be harmful to the atmosphere, or which can settle on land or into the sea.

Ballast water management

The intent of ballast water management is to minimise the transfer of marine organisms from one geographical region to another. The discharge of ballast water is now known to be responsible for the introduction of alien species into sensitive coastal waters, and the demand for ballast water management is an aspect of quarantine procedures rather than traditional pollution controls. IMO is seeking to encourage establishment of a single regime worldwide, in the manner of other Conventions, so that the present various requirements become standardized.

a. Construction identidiable with the ship begins; and

1) Assembly has commenced comprissing at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is lesson or after 1 July 1986.

2) A ship, irrespective of the dateof construction, which is converted to a chemical tanker on or after 1 July 1986 shall be treated as a chemical tanker constructed on the date on which such conversion commences. This conversion provision does not apply to the modification of a ship reffered to in regulation 1.14 Annex II of MARPOL 73/78k.

Where reference is made in the Code to a paragraph, all the provisions of the subparagraph of that designation shall apply

b. Equivalents

Where the Code requires that a particulai tilting, material, appliance, apparatus, item of equipment or type there of shall be fitted or carried in a ship, or that any particular provision shall be made, or any procedure or arrangement shall be compiled with, the Administration may allow any other fitting, material, appliance, apparatus, item of equipment or type there of to be fitted or carried, or any other provision, procedure or arrangement to be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance, apparatus, item of equipment or type there of or that any particular provision, procedure or anangement is at least as effective as that required by the Code. Lowever. the Administration may not allow operational methods or procedures to be made an alternative to a particular fitting, material, appliance, apparatus, Item of equipment, or type there of, which are prescribed by the Code, unless such substitution is specifically allowed by the Code.

With in the Administration allows any fitting, material, appliance, apparatus, item of equipment, or type thereof, or provision, procedure, or arrangement, or novel design or application to be substituted, it shall communicate to the Organization the particulars thereof, together with a report on the evidence submitted, so that the Organization may circulate the same to other Contracting Governments to SOLAS and Parties to MARPOL for the Information of their officers.

c. Surveys and Certification

Survey Procedure

The survey of ships, so far as regards the enforcement of the provisions of the regulations and granting of exemptions therefrom, shall be carried out by officers of the Administration. The Ad ministration may, however, entrust the surveys either to surveyors nominated for the purpose or to organizations recognized by it.

The recognized organization, referred to in regulation 8.2.1 of MARPOL Annex II, shall comply with the guidelines adopted by the Organization by resolution A.739(18), as may be amended by the Organization, and the specification adopted by the Organization by resolution A.789 (19), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article 16 of MARPOL and article VIII of SOLAS concerning the amendment procedures applicable to this Code.

The Administration nominating surveyors di recognizing organizations to conduct surveys shall, as a minimum, empower any nominated surveyor or recognized organization to:

Survey Requirements

Equipment, fittings, arrangements and material (other than items in respect of which a istruction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship safety radio certificate or Cargo Ship Safety Certificate are issued) of a chemical tanker shall be subjected to me following surveys:

Maintenance of conditions after survey

The conditions of the ship and its equipment shall be maintained to conform with the provisions of the Code to ensure that the ship will remain fit to proceed to sea without danger to the ship or persons on board or without presenting an unreasonable threat of harm to the marine environment.

After any survey of the ship under 1.5.2 has been completed, no change shall be made in the structure, equipment, fittings, arrangements and material covered by the survey, without the sanction of the Administration, except by direct replacement.

Duration and validity of International Certificate of Fitness

An International Certificate of Fitness tor the Carriage of Dangerous Chemicals in Bulk shall be issued for a period specified by the Administration which shall not exceed 5 years.

Not with standing the provisions of 1.5, 6.1, when the renewal survey is completed within 3 months before the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing Certificate.

When the renewal survey is completed after the expiry date of the existing Certificate the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceedinar years from the date of expiry of the existing Certificate.

Data diatas merupakan sebagian ketikan ulang format MS. Word dari Modul ACT Politeknik Pelayaran Format MS. Word (BAB VI dan BAB VII). Untuk lengkapnya dapat di download pada link dibawah ini:

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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB V)

ACT

ADVANCE CHEMICAL TANKER

BAB V

RESPOND TO EMERGENCIES

5.1 Chemical Tanker Emergency Procedures

EMERGENCY PROCEDURES

This chapter deals with the preparation of plans to meet any emergencies affecting chemical cargoes or cargo handling, as well as the immediate action to be taken in such an emergency. Particular attention is paid to the procedures needed in the event of a fire or an uncontrolled toxic liquid release, because these are potentially the most extreme types of emergency likely to be encountered. However, much of the guidance is applicable in other circumstances, including the control of pollution, and the chapter should be read with this in mind. Rescue from enclosed spaces is covered in Chapter 3, while additional information on fire fighting will be found in Appendix H.

Drills and exercises should vary, so that the crew members become familiar with equipment throughout the ship, and the master and other of fleers can consider what they would do in the event of various types of emergency. In each emergency, the first stages of the contingency plan should be:

• Raising the alarm.

• Organizing man power and equipment.

• Arranging contingency evacuation for non-essential personnel.

• Notifying proper authorities.

• Notifying the ship operator’s office in accordance with the company’s contingency plan.

EMERGENCIES

Chemical fires

Fire fighting cannot be successful unless all equipment is operational, and all personnel are trained in its use. Fires involving chemicals pose specific hazards which are addressed in Appendix H. There is no such thing as a minor fire involving chemical cargoes.

The ship’s general alarm should be raised and, if along side, the terminal must be notified with regards to the chemicals involved. The terminal control room should be requested to summon any outside assistance such as the civil fire brigade, rescue launches, medical aid and ambulances, police, harbour authority and pilots.

It is anticipated that each ship or company will have its own fire emergency plan. The following list of points should be considered for inclusion:

• Activate the alarm.

• Stop cargo operations - close valves and hatches.

• Organise fire fighting teams.

• If alongside a berth, alert terminal staff and request them to alert port authorities.

• If at anchor in port, alert the port a uthorities.

• If other ships or craft are alongside, alert them and instruct them to depart immediately.

• Identify the chemical or chemicals involved, and any chemicals that maybe at risk if the fire spreads.

• Select tiie fire fighting equipment and fire extinguishing agent to be used.

Chemical cargo spills

The biggest risk of a cargo spill is during cargo handling operations, either because of equipment failure or improper handling procedures. Cargo spills are therefore most likely to happen in port. In the event of a spill, the following actions should be taken immediately:

• Activate the alarm.

• Stop all cargo operations and close valves and hatches.

• Notify local port authorities, usually through the terminal staff.

• Prohibit smoking and use of naked lights throughout the ship.

• Clear all non-essential personnel from the area.

• Close all accommodation access doors, and stop all non-closed circuit ventilation.

• Arrange for main engines and steering gear to be brought to stand-by.

The primary factor affecting response will of course be the chemical or chemicals involved, but the action to be taken depends on the circumstances of the spillage, as well as its size and location. If there is a possibility of cargo or cargo vapour entering any accommodation or engine room air intake, appropriate preventive steps must be taken quickly. As a general rule, there should be a full initial response to any spill, the emergency party wearing the appropriate protective clothing and breathing apparatus.

Deck valve and deck pipeline leakage

If leakage develops from a deck pipeline, deck valve, cargo hose or metal arm, operations through that connection should be stopped and the situation treated as an emergency until the cause has been identified and the defect remedied. Permanent means for the retention of any slight leakage at ship and shore connections should have been provided. Operations should not be restarted until the fault has been rectified and all hazards from the released cargo eliminated.

If a pipeline, hose or arm bursts, or if there is an overflow, all cargo and bunker operations should be stopped immediately and the situation treated as a cargo spill.

Tank leakage within the ship

Leakage from a cargo tank into void or ballast spaces may cause damage to materials or equipment, and may create an explosive atmosphere and a potential personnel risk. The actions to be taken may differ depending on the product involved and other circumstances such as the weather, but should as a minimum include the following:

• Identify the products involved and the risks associated with them.

• Clear the area of all non-essential personnel.

• Identify the location of the leak.

• Transfer the product in the leaking tank to an empty tank, if at all possible.

• Consider notifying port and local authorities, and ship's operators.

• Commence remedial measures.

Spills in confined spaces such as pumprooms should, where practicable, be first contained and then treated and collected for safe disposal. Spills may be contained with dry sand, earth or proprietary chemicals. Acid residues can be neutralised with sodium carbonate (soda ash) or special chemicals. Untreated acid spillage must be prevented from entering mild steel areas of the ship as rapid corrosion can follow: in extreme cases the consequent hull corrosion has caused the ship to sink.

EMERGENCY DISCHARGE OR JETTISON OF CARGO

The jettison of cargo is an extreme measure, justified only in emergency as a means o f saving life at sea or where the integrity of the ship is at risk. A decision to jettison cargo should not be taken until every alternative option has been considered in the light of available information on stability and reserve buoyancy.

If it is necessary to jettison cargo there will be a possibility of releasing large amounts of flammable or toxic vapours. The following precautions are recommended:

• AH non-essential inlets should be closed.

• A radio warning should be broadcast for the information of ships nearby.

NOTIFICATION OF SPILLAGE IN TO THE SEA

Any incident, accidental or deliberate and whether at sea or in port, that causes or will probably cause a release of oil into the sea should be reported to the proper authorities. Each ship will have its own Shipboard Oil Pollution Emergency Plan (SOPEP), which will give advice.

From 2003, the same reporting requirements will apply to actual or probable releases of noxious liquid substances, and in the case of ships certified to carry such cargoes the SOPEP will become a Shipboard Marine Pollution Emergency Plan (SMPEP), covering spillage of noxious liquids.

PERSONNEL EXPOSURE

Unplanned exposure of personnel to toxic or corrosive fumes or liquid should always be treated as an emergency. Section A.3 and B.3 give an outline indication of appropriate care. In more serious cases, the rescue team should be mobilised and the rescue plan implemented. First aid should be administered as indicated in the product material data sheet. General advice is given in the Emergency Schedules (EmS) and the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG).

The master must evaluate the seriousness of the exposure and, if in doubt, seek medical attention and advice.

ACTION BY SHIPS WHEN AN EMERGENCY OCCURS AT OTHER BERTHS NEARBY

On hearing the terminal alarm being sounded, or on being otherwise advised of an emergency at the terminal, a ship which is not involved in the emergency should be prepared for the situation to worsen. It may become necessary to shut down all cargo, bunkering and ballasting operations, withdraw personnel from the open deck, bring fire fighting capability to a state of readiness, and make engines, steering gear and unmooring equipment ready for immediate use. Contingency evacuation should be considered.

EMERGENCY REMOVAL OF A TANKER A BERTH

If an emergency that cannot be controlled occurs on a chemical tanker at a terminal, it may be necessary to consider removal from the berth. Planning for such an eventuality will require consultation between a representative of the port authority or harbourmaster, the responsible terminal official, the master of the tanker and the senior local authority fire officer. The plan should avoid hasty action which might increase rather than reduce the danger to personnel, the tanker, the terminal, other ships berthed nearby and adjacent installations. By the time it is necessary to remove a tanker which is on fire, the circumstances m ay be such that tire ship's crew is unable to assist.

Action in case of grounding

1. On hearing the emergency alarm, I will go to the emergency station in proper rig

2. Head count and report to master

3. Inform master about any missing person/casualty

4. Follow ship’s emergency procedure manual for grounding.

5. Command team : Master.

6. Emergency team : C/O.

7. Back-up team: 2/0

8. Roving team: C/E

9. E/R team / 2 E

5.2. Action to be Taken Following Collision, Grounding or Spillage

PROCEDURE

Management

• Purpose Definitions

• Rotes and Responsibilities

• Procedure and guidelines

• Debriefing

• Training and awareness

• Documents/Forms Legislation References

Purpose

This procedure outlines the requirements for the management of chemical spills in the workplace to minimise effects to health and safety from exposure to chemical spills and reduce the mpact on the environment. The procedure applies to all University staff students and contractors in all areas of all University where chemical substances are transported, purchased, stored handled, or used, including vehicles of visitors or suppliers who bring substances into the University that are potentially hazardous.

The procedure provides general guidance and therefore each laboratory or other work area that use chemical substances should have specific procedures for the particular types of substances .used within the workplace or brought onto the premises.

Definitions

Personal Protective Equipment (PPE) - equipment to protect a person working in a hazardous environment.

Bund - is an embankment or wall of brick, stone, concrete, or other impervious material, which may form part of or the entireperimeter of a compound and provides a barrier to retain liquid.

The bund is designed to contain spillages and leaks from liquids used, stored processed above ground and to facilitatecleanup operations.

Chemical Spill Guides - Glides to assist in the emergency management of particular classes of spill ranging from acids to biological spill management. These guides outline the steps to take and the PPE to wearto protect both the clean up team/person and the environment.

Spill Kits

• A similar amount of Sodium Hydrogen Carbonate is to be available for spills of corrosive liquids.

• A couple of bags of kitty litter, saw dust or sand to absorb spilt liquids.

• Brooms, dustpans and a square mouth shovel to sweep up the absorbent material

• Absorbent pillows or booms to contain larger liquid spills and prevent spills entering drains

• Heavy duty plastic bags or plastic drums (with a lid) to contain hazardous material prior to disposal.

• Appropriate personal protective clothing (such as chemical resistant gloves, safety glasses)

• A wheelie bin to contain all the above equipment and store hazardous material prior to disposal

Ensure that the spill kit is clearly labelled and located in an easily accessible position for all staff. Ensure that all staff are aware of and can access the Chemical spill management and chemical spill guidelines, and know how to use the spill kit in case of an emergency.

Spill kits should be restocked following use and the contents should be checked on a monthly basis.

5. Spill Management Requirement

The following are the minimum mandatory chemical spill facility requirements

Loading Araes Bays

• Permanently Installed Secure Roll Over Bunds

• Adequate supply ofemergency drain cavus

• 240 Litre Chemical spill Station (wheelie bin variety)

• Chemical Storage Areas

• Chemical Storage Cabinets

• Chemical Waste Storage Areas

• Adequate supply of em agency drain covers

• 240 Litre Chemical Spill Station (wheelie bin variety)

• Adequate ventilation

Data diatas merupakan sebagian ketikan ulang format MS. Word dari Modul ACT Politeknik Pelayaran Format MS. Word (BAB V). Untuk lengkapnya dapat di download pada link dibawah ini:

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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB IV)

ACT

ADVANCE CHEMICAL TANKER

BAB IV

HEALTH AND SAFETY PRECAUTION

4.1 Safe Working Practices Including Risk of Assasment and Personel Shipboard Safety Relevant To Chemical Tanker

Safe practices when handling noxious chemical cargo

Chemical tanker procedure

It is essential on chemical tankers that everyone knows his ship’s safety precautions thoroughly prior handling noxious chemical cargo. Also the master/chief officer must assume responsibility for this. Guidelines listed below are for general reference, prudent mariner should also aware of ship specific limitations.

Requirements of MARPOL Annex II for chemical tankers

MARPOL Annex II contains extensive regulations about the loading, carriage and discharge of noxious liquid cargoes, as well as the treatment of cargo residues remaining on board, washing of empty tanks and the final disposal of the contaminated washing medium.

Ship shore safety guideline for handling bulk chemicals

Ships should remain adequately secured in their moorings. Alongside piers or quays, ranging of the ship should be prevented by keeping all mooring lines taut: attention should be given to the movement of the ship caused by wind, currents, tides or passing ships and the operation in progress.

Cargo pump room hazards

On tankers equipped with a cargo pump-room, this is a potentially hazardous enclosed space. Pump alarms and trips, level alarms etc. should be tested regularly, and in any case before commencing cargo handling operations, to ensure that they are functioning correctly. The results of such tests should be recorded.

Cargo hoses handling, connection and use

A modem cargo hose represents skilled engineering and, unless wrongly used, can be relied upon to contain the cargo. Nevertheless, it should always be treated as the weakest link in the cargo containment and transfer system, so correct handling and use of hoses is important.

Cargo handling safety equipments

A breathing apparatus (compressed air type 200 atm) should be kept ready for immediate use if sudden entry into a gas-filled pump room should become necessary. Eye washing bottles available on deck and in pump rooms. Expiosimeter and taximeter available.

Various stages of cargo loading operation

Commencement of loading should be slow and, before the foil loading rate is used, both ship and shore must be satisfied that the lines are correctly set and that there is no leak in the system. At the start of loading, and at regular intervals through out the process, a check should be made that cargo is not leaking anywhere.

Procedure for discharging dangerous chemical cargo at sea - various restrictions

Operation of ships transporting noxious liquid chemicals in bulk, which when accidentally released into the sea horn tank cleaning or deballasting operations may pose a serious threat to marine enviroment and therefore justify the application of special anti pollution measures that need to be considered.

Restriction of radio equipments and other mobile devices in cargo working areas

During medium and high frequency radio transmissions significant energy is radiated, which can create a danger of incendive sparking by inducing an electrical potential in unearthed steelwork. The use of medium or high frequency main radio transmission equipment should therefore be prohibited in port and during ship to ship cargo transfers.

Isolation of cargo tanks and piping systems

When a single parcel of cargo is carried in several tanks served by a common pipeline system, containment within each tank depends upon the tightness of the inlet valve. Due to the pressure differential on either side during sequential loading into or discharge from such tanks, the tightness of a single valve should not be relied upon to prevent the entry or escape of cargo.

Ship shore cargo connection safe method

The connection at the manifold of hoses or metal cargo arms for cargo handling is the primary cargo connection between ship and shore, and it is essential that both parties take proper care preparing for the connection. Flange faces, gaskets and seals used at this point should be clean and in good condition. Minimum standards for hoses are laid down in the IBC Code.

Venting of cargo tanks safety procedure

Ventihg of cargo tanks during cargo transfer or cargo related operations must be carried out in accordance with applicable international, national, port and terminal regulations. Tank vent system outlets are located at a safe distance from all areas where personnel who are not involved in cargo work may be present, to ensure that toxic vapours are diluted to a safe level of concentration before they can reach such an area.

Ship to ship transfer operation

The ship to ship (STS) transfer of cargoes carried on chemical tankers is a frequent operation, and the following section addresses some special safety aspects of the preparations and procedures that may be found necessary for STS operations.

Cargo unloading operation safety precautions

Just prior to commencing discharge the responsible officer should check that the cargo pipeline system is set correctly, that correct valves are open, that valves not being used are closed, and that the cargo venting system is appropriate for the cargo operation.

Liaison between ship and shore

Operations concerning cargo handling, tank cleaning and pre-wash, ballasting and Bunkering require an exchange of information between the ship and terminal before the ship arrives or after arrival.

Ship checks prior to arrival

When approaching a port to load or discharge cargo, there are important checks that be made by the ship in time to allow any necessary work to be done.

Preparing a cargo tank atmosphere

For some cargoes the IBC Code requires vapour spaces within cargo tanks to have specially controlled atmospheres, principally when the cargo is either air reactive resulting in a hazardous situation, or has a low auto-ignition temperature, or has a wide flammability range

Preparation for receiving nitrogen from shore

Care should be taken to ensure that the valves on the loading line between the shore manifold and the ship’s tank are operated the correct sequence, so that the ship is in control of the nitrogen flow. The ship should station a crew member at the loading manifold valve during the operation.

Cargo care during transit

Regular checks on tank contents should be made to detect an unexpected change in liquid level. Cargoes that need cooling or heating must be monitored daily and a temperature log kept. Some cargoes are liable to self-react under certain conditions. Cargoes that may self­react should be monitored daily in order to detect any abnormal behaviour at an early stage.

Chemical Tanker

International regulations for control of discharge from chemical tankers

Importance of environmental care

The growing importance of environmental care demands that the crews of chemical tankers have a clear understanding of the pollution regulations.

The International Convention for the Prevention of Marine Pollution from Ships 1973, as modified by the Protocol of 1978, known as MARPOL 73/78, is the principal regulation covering protection of the marine environment. MARPOL Annex I covers procedures for control of oil and oil-like substances, such as cargo or fuel, and applies to all ships including chemical tankers.

MARPOL Annex II contains extensive regulations about the loading, carriage and discharge of noxious liquid cargoes, as well as the treatment of cargo residues remaining on board, washing of empty tanks and the final disposal of the contaminated washing medium.

MARPOL Annex II affects all ships carrying noxious liquid cargoes in bulk. All personnel with responsibility for cargo operations on chemical tankers should be aware of the basic requirements of MARPOL, and take care that discharges into the sea never exceed the permitted limits.

Main requirements of MARPOL Annex II

MARPOL Annex II categorises substances posing a threat of harm to the marine environment, with chemicals posing the greatest threat having the most severe controls placed upon their shipment and severe limitations on their discharge into the sea. A principal way of meeting the need to limit discharges to the sea is to reduce the residue that remains within a tank after unloading has been completed.

Every chemical carrier is provided with pumping and piping arrangements specially designed to ensure that each tank designated for the carriage of controlled substances can be emptied io well that the quantity of cargo remaining afterwards is less than the minimum quantity specified in MARPOL. For each tank an initial assessment of the residue quantity has to be made, called a stripping test. The results of this test are recorded, and are used as the basis for the procedures described. Only when the residue is shown to be less than the quantity prescribed by MARPOL Annex II may the tank be approved for the carriage of a controlled substance.

MARPOL then sets requirements for disposal of those residues, usually through dilution and use of shore reception facilities. It then specifies the records that must be kept of cargo work on board. Finally, it makes provision for inspections by authorities to confirm that the ship has complied.

Procedures and Arrangements (P & A) Manual for Each Ship

MARPOL Annex II requires that each chemical tanker be provided with a P & A Manual to achieve compliance with the regulations and to be able to demonstrate that compliance has been considered from the earliest design stage. The format of the P & A Manual and its contents must be as specified in MARPOL Annex II Appendix D, and be approved by the flag administration of the ship. The P & A Manual is concerned with the marine environmental aspects of cleaning of cargo tanks, and the discharge of cargo residues that may or may not be mixed with a washing medium. The results of the stripping test are recorded in it.

Ship’s officers should familiarise them selves thoroughly with the P & A Manual, and adhere at all times to operational procedures with respect to cargo handling, tank cleaning, stop handling, residue discharge, ballasting and deballasting. The master is obliged to ensure that the ship does not discharge into the sea any cargo residues, or mixtures of residue with water, unless such discharges are made in full compliance with the operational procedures contained in the P & A Manual, and that the equipment required by the Manual for such discharge is used.

The P & A Manual, together with the cargo record book and Certificate of Fitness, will be checked by the ship’s own flag administration and by port state control officers in order to confirm full compliance with the requirements of MARPOL Annex II.

It is now recognised that almost any discharge from a ship into the surrounding environment needs to be carefully considered in advance. Not only are chemical cargo residues, only water from machinery room bilges and overboard disposal of garbage strictly regulated, but funnel exhausts and ballast water have now been identified as requiring control.

Air pollution

Control of Ozone Depleting Substances (ODS), such as halogenated hydrocarbon gases, was established internationally in the early 1990s. In 1997, IMO adopted Annex VI to MARPOL, addressing ship’s emissions that are considered to be harmful to the atmosphere, or which can settle on land or into the sea.

Funnel emissions of different oxides in engine and incinerator exhausts are generally not susceptible to daily adjustment by a ship's crew, but will be dependant upon the grade of fuel used and the condition of the engines. However, the crew will be involved in control of cargo vapours by on board techniques, such as vapour return to shore while loading, reducing excess discharge of inert gas, and avoiding unnecessary evaporation of liquid cargo into the atmosphere while cleaning tanks.

Ballast water management

The intent of ballast water management is to minimise the transfer of marine organisme from one geographical region to another. The discharge of ballast water is now known to be responsible for the introduction of alien species into sensitive coastal waters, and the demand for ballast water management is an aspect of quarantine procedures rather than traditional pollution controls. IMO is seeking to encourage establishment of a single regime worldwide, in the manner of other Conventions, so that the present various requirements become standardised.

Cargo hoses for chemical tankers

A modern cargo hose represents skilled engineering and, unless wrongly used, can be relied upon to contain the cargo. Nevertheless, it should always be treated as the weakest link in the cargo containment and transfer system, so correct handling and use of hoses is important. Use and handling may differ from type to type of hose, or by manufacturer. The types of hoses normally encountered are either metallic, composite, PTFE (Poly Tetra Fluor Ethylene) or polypropylene.

A ship’s own cargo hoses are frequently used on board chemical tankers, during loading and discharge of cargo at a terminal, during cargo transfers between ships and during tank cleaning. A ship .should liave on board appropriate manufacturer’s material describing the hoses carried, and specifying any limitations in their use.

Certificates, marking and testing of cargo hoses

A ship’s own cargo hoses must be tested and certified as required. The minimum requirements for the construction and testing of ships' cargo hoses are specified in the MCI Codes. All cargo hoses are required to be designed for a bursting pressure not less than 5 times the maximum pressure that the hose Will be subjected to during cargo transfer operations. New lengths of cargo hose, before being placed in service, should be tested hydrostatically at ambient temperatures to a pressure not less than IX times its specified maximum working pressure, but not more than two fifths of its bursting pressure.

A manufacturer’s test certificate will provide information about the hose’s construction method, its performance range and its nominal sizes. While in service, hoses should regularly be visually inspected, and they should be pressure tested at least annually. Test results should be recorded in a cargo hose condition log book.

Cargo hoses are required to be marked with their specified maximum working pressure, which should not be less than 10 bar gauge. Hoses used in the transfer of cargoes at other than ambient temperature should be marked with the applicable minimum and maximum service temperature range.

Cargo compatibility

Hoses used for the transfer of chemical liquids and vapours during cargo handling operations should be compatitble with the nature and temperature of the chemical, any limitations of the cargo properties and temperatures listed by the hose manufacturer should always be observed.

Handling, connection and use

When a hose is being move about the ship it should always be lifted and carried. It should not be dragged over the ship’s fittings such as pipework or walkways, or rolled in a manner that twists the body of the hose, nor hoisted on a crane or derrick using a single wire strop about its mid-length. Hoses should not be allowed to come into contact with hot surfaces such as steam pipes.

Before connection, cargo hoses should be examined for any possible defects that may be visible inside the hose or on the outer covering. These may include signs of blistering, abrasion, flattening or evidence of leaks. Hoses with any damage should be assessed and a positive decision made on whether they can continue to be used safely. Seriously damaged or leaking hoses should not be used.

Gaskets used between hoses and at the ship’s manifold should be checked for suitability before use. Flanges on both the hose and manifold should be checked for cleanliness and good condition. Bolts and nuts used should be of the correct size and material, with a bolt fitted to every hole in the flange and tightened correctly.

When in use, a cargo hose should be properly supported along its length to avoid excessive bending of the hose or its weight hanging from the manifold connection. This is especially important when significant tidal or draught variations can cause the relative heights of the ship and shore manifolds to alter a great deal, and the hose support to require frequent adjustment. Fendering, stools or chocks can be used to provide support under the hose, particularly at the manifold and at the shipside rail. When a hose is supported from above, bridles and saddles should be used to spread the load, and may require more than one supporting point. A single wire strop should not be used to support a cargo hose near its midlength. Protection should be provided at points along tire hose where chafing or rubbing could occur.

Hoses should not be subjected to pumping pressures that exceed the rated working pressure. If this happens, the hose should be replaced by another, and retested before any further use. After use, hoses should be depressurised and drained before disconnection.

Ship/Shore Insulation, Earthing and Bonding

It is essential that the cargo hose does, not provide the primary path for static electricity between the ship and the jetty, otherwise there is a possibility of a static electricity discharge at the manifold when offering up the hose for connection or when breaking the connection after the cargo transfer. The necessary electrical discontinuity should be achieved with an insulating flange or a single length of non-conducting hose in the hose string between the ship and the shore.

Storage and maintenance

After they have been used for cargo transfer, hoses should be washed out, drained and dried. They should be stored horizontally on solid supports. If hoses are stored in the open, they should be protected from direct sunlight. No attempt should be made on board to repair damaged or leaking hoses.

Ship/shore safety checklist for modern chemical tankers

Cargo loading and unloading operation of seagoing chemical carriers involved numerous critical procedure that need to be precisely monitored. Below Ship/shore check items are described as guidance only.

A naked light or open fire comprises thefollowing: flame, spark formation, naked electric light or any surface with a temperature that is equal to or higher than the minimum ignition temperature of the products handled in the operation. The use of open fire on board the ship, andwithin a distance of 25 metres of the ship, should be prohibited, unless all applicable regulations have been met and agreement reached by the port authority, terminal manager and the master. This distance may have to be extended for ships of a specialised nature, such as gas tankers.

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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB III)

ACT

ADVANCE CHEMICAL TANKER

BAB III

PRECAUTION TO PREVENT HAZARDS

3.1. The Hazard and Control Measures Associated With Chemical Tanker Cargo Operation

Load Indicator

Load indicator harus dilengkapi untuk tanker kimia. Operasional tanker kimia sangat kompleks karena pada waktu bersamaan dapat melakukan kegiatan loading, discharging dan ballasting, oleh karenanya perlu secara menerus mengontrol dan memeriksa trim, tekanan beban pada kapal sebelum memulai maupun selama operasionalnya.

Data keselamatan

Awak kapal harus menyadari bahan kimia yang ditanganinya mengandung banyak resko, seperti mudah terbakar, beracun, korosi dan bilamana terjadi hal emergency segera dapat mengatasi (bersama pihak darat) nya. Bahaya-bahaya dari bahan kimia tersebut haruslah ditempelkan pada tempat-tempat umum seperti ruang akomodasi/rekreasi, gang-gang, dan lain-lain, termasuk juga “cargo plan” bersama “cargo hazard data sheet” untuk setiap muatan yang ditangani.

Perencanaan muatan

- Persiapan penempatan muatan selalu merencanakan trim positif bila melaksanakan pembongkaran, tanpa harus mengisi ballast.

- Rencana penempatan muatan sudah dipikirkan tahap-tahapan yang mana dulu dibongkar dan dimuat pada pelabuhan berkut.

- Memonitor hogging dan sagging. Periksa secara seksama distribusi beban dan penekanan pada loadicator.

- Periksa perencanaan muatan sesuai dengan stabelitas dari persyaratan kemampuan penyelamatan kapal seperti yang tertera dalam “loading dan stability information booklet”.

- Yakinkan persiapan loading dan discharge sesuai dengan rencanaan dimana langkah-langkahnya (ditunjukkan pada, lowchart berikut) telah sepenuhnya memuaskan.

- Dalam penempatan muatan, selalu melokasikan setiap muatan sesuai ketentuan IMO (tipe I, II dan III) dan jenis isinya (berdiri sendiri atau integral/gravity atau bertekanan).

- Muatan yang dapat bereaks, satu sama lainnya tidak ditempatkan pada tangki yang bersebelahan.

- Sistem perpisahan harus dipisah dengan double blind flange untuk mencegah kesalahan dalam penanganan kerangan.

- Slalu memeriksa muatan dengan ‘Cargo Hazard Data Sheef’ untuk kecocokan antar muatan.

- Muatan-muatan beracun tidak boleh ditempatkan pada tangki yang bersebelahan dengan produk-produk untuk makanan, obat-obatan dan industri kosmetk.

- Pisahkan sistim perpipaan ini dengan double blind flanging.

- Mempunyai pedoman pabrik mengenai daftar muatan yang cocok dengan lapisan yang ada pada setiap tangki muatan.

- Produk-produk yang berpolimerisasi (styrene, vinyl clorlde) tidak boleh berhubungan dengan sekat muatan yang memerlukan pemanasan (heating).

- Produk-produk yang mudah menguap (volatile) seperti aromatics, ketones, alcohols, dan sebagainya tidak boleh diletakkan bersebelahan dengan sekat muatan panas.

- Tangki bekas muatan yang berbau keras seperti minyak ikan, phenols, actanol, tall-oil, turpentine, molasses, dan sebagainya tidak boleh digunakan untuk muatan-muatan yang sensitive terhadap bau-bauan seperti glycols, vegetable oils, ehyl acetate, alcohols, bexane, heptane, acetone, phthalates, dan sebagainya.

- Bahan kimia (termasuk Naptha) tidak boleh diangkut di dalam tangki yang sebelumnya mengangkut timah hitam sebagai muatan terakhimya.

- Tangki yang berisi produk-produk dengan titik didih tinggi dan mempunyai tingkat kelarutan rendah terhadap air seperti minyak pelumas, pelumas additive, setelah dicuci bekas tangkinya akan meninggalkan sedikit lapisan minyaknya, tangki-tangki demikian tidak cocok untuk dimuat.

- Muatan sensitive seperti methanol. Sebelum memuat dengan muatan yang sensitive terhadap air (hatogenafed ketones) atau sensitive terhadap muatan chloride (alcohols, glycols) yakinkan bukaan tangki valve spindle glands sudah tertutup rapat diatas deck cuaca.

- Double valving umumnya tidak diperhitungkan cukup berguna untuk memisahkan antara muatan kimia: blind flanging sangat diperlukan. Lihat petunjuk IMO mengenai persyaratan pemisahan muatan.

- Periksa kerangan muatan kedap sebelum loading.

- Sebelum loading tiup heating coil diatas dek sebelum loading untuk meyakinkan tidak ada muatan tersisa.

- Setiap muatan kimia yang telah ditentukan ketidak kecocokannya dapat diangkut pada kapal yang sama yang menyediakan pemisahan antar muatan, agar diyakinkan dan termasuk:

- Muatan-muatan yang bereaksi dengan udara harus dipisahkan dari udara dengan menyelimuti muatannya dengan nitrogen murni.

- Sebelum loading, tangki-tangki termasuk saluran pipa, saluran ventilasi, yang menerima muatan tersebut harus diturunkan dibawah maksimum yang dibolehkan dengan cara purging nitrogen murni.

- Muatan yang dimuat dibawah penyelimutan nitrogen.

- Selama pelayaran tangki-tangki tetap dijaga terus menerus : rawan tekanan positip.

- Selama pembongkaran muatan, nitrogen diisi disesuaikan :e-gan kecepatannya.

- Muatan-muatan yang bereaksi dengan air laut dilengkapi dengan lapisan ganda yang membatasinya untuk mencegah kejadian pencampuran.

- Lapisan ganda dilengkapi dengan double bottom atau wing tank antara muatan dengan air laut.

- Kofferdam atau sejenisnya (tangki kosong) memisahkan muatan dengan tangki yang berisi air laut.

- Saluran pipa yang menujuh ke tangki muatan harus berdiri sendiri tidak berhubungan dengan muatan yang berisi air.

- Ventilasi harus terpisah

- Direkomendasikan setiap kapal menyusun daftar periksa (check list) yang berisi item­item yang diperiksa dan diuji sebelum masuk pelabuhan.

Muatan-muatan ini biasanya memerlukan selimut nitrogen memiliki titik embun rendah untuk menghentikan kelembaban air yang masuk jika memuat memerlukan pemanasan (heating) disyaratkan uap panas tidak digunakan.

Pemuatan

Sebelum memulai operasi

Perwira yang bertanggung jawab harus mendiskusikan operasi pemuatannya dengan pihak terminal berkenaan informasi yang akan mengkover sejumlah muatan berhubungan dengan kegunaan, yang akan dimuat, data-data bakunya, antisipasi temperatur muatan dari bermacam grade dan maksimum loading rate untuk setiap muatan.

Loading rate disesuaikan dengan kemampuan kapal, keriterianya mengacu ukuran pipa muat kapal dan sistim ventilasi yang digunakan. Loading rate yang statistislah disetujui. Bila memuat dengan beberapa jenis perintah pemuatan telah dipahami dan disetujui sebelum kedatangan kapal dan persiapannya sesuai perencanaan, serta ketentuan khusus seperti penghentian muat sementara untuk pengambilan sampel guna kontrol kualitas, atau termasuk penambahan additives muatan perlu diprediksi. Pemeriksaan ini boleh memerlukan berbagi form, seperti melihat sepintas lalu tutup ullage, kebersihan tangki yang dimasuki dan pemeriksaan dasar tangki.

Saluran dan sistim ventilasi harus diperiksa untuk menyesuaikan persyaratan khusus untuk setiap jenis muatan.

Pemuatan harus dimulai dengan rate yang rendah hingga memastikan muatannya masuk kedalam tangki yang ditentukan, memenuhi semua pipa dan atau struktur dasar tangki terisi semua. Tangki-tangki yang berhubungan dengan sistim muatan yang sama atau tangki yang bersebelahan harus diperiksa untuk mengetahui adanya kebocoran.

Setelah kondisi ini terpenuhi, loading rate yang disetujui bersama dapat dinaikkan sesuai dengan rencana.Jika beberapa muatan dimuat secara bersamaan, prosedur yang sama dapat dimulai sesuai perintah masing- masing gradenya.

3.2. Danger of Non-Compliance With Relevant Rules/Regulations

B. SIFATDAN BAHAYA MUATAN KIMIA BAGI KESEHATAN

Tujuan lnstruksional Khusus :

Setelah menyelesaikan pembelajaran ini peserta diklat mampu menjelaskan proses-proses pembakaran, peledakan, kondisi-kondisi yang potensial menghadirkan kebakaran/ledakan maupun pemahaman secara umum tentang paparan produk kimia, satuan-satuan ukuran konsentrasi dan efeknya terhadap kesehatan manusia.

1. POTENSI BAHAYA

Pembakaran/peledakan

Perbedaan dasar antara proses pembakaran dan peledakan ditunjukkan pada diagram di bawah ini.

Proses pembakaran adalah suatu reaksi eksotermis, yakni suatu reaksi yang mengeluarkan panas dimana diikuti kenaikan energi dan bersamaan dengan itu pula terjadi penguraian energinya. Peledakan adalah sebagai proses pertambahan tekanan dan temperatur yang amat cepat sebagai adanya reaksi eksotermis atau sebagai pelepasan energi secara amat cepat. Hal ini terjadi karena tidak adanya mekanisme untuk menguraikan energi sehingga laju reaksi pembakaran bertambah kelipatannya dan berakhir hingga semua unsur dalam reaksi kimianya terpakai.

Kondisi terciptanya kebakaran atau ledakan

Kebakaran atau ledakan hanya dapat teijadi jika ketiga situasi terjadi di bawah ini secara bersamaan

• Material yang mudah menyala

• Sumber penyalaan

• Kadar oksigen yang mendukung

Suatu sumber penyalaan dapat menghadirkan bahaya disebabkan karena adanya kemungkinan kesalahan manusia.

Kemungkinan terjadinya sumber penyalaan itu disebabkan:

• Merokok.

• Pekerjaan panas.

• Gesekan antara benda- benda metal.

• Pembakaran spontan.

• Listrik statis.

Listrik Statis

Pada umumnya terjadinya listrik statis disebabkan :

• Pelaksanaan penguapan

• CO2

• Lampu (penyalaan)

• Cairan/uap yang mengalir melalui pipa

Sistim Perlindungan Dengan Katoda

Sistim perlindungan dengan katoda dipasang pada dermaga atau kapal karena adanya perbedaan potensi listrik antara keduanya, yang mana dapat dikarenakan aliran yang besar mengalir sepanjang loading arms, dengan konsekuensi resiko dari loncatan bunga api bila sambungannya patah. Untuk menjaga hal ini, Insulas, sebaiknya diletakkan ke dalam setiap loading arms dalam posisi mana hal demikian tidak akan terputus oieh hubungan karena suatu sebab. Kabel bounding yang tersedia pada dermaga-dermaga jarang sekali mencukup, besar diameternya untuk menghindar, resiko dan percikan bunga api pada hubunganya dengan loading arms.

Daerah bisa terbakar

Batas dan daerah bisa terbakar (meledak) didefmisikan sebaga, suatu batas antara konsentrasi minimum atau maksimum dari uap di udara (% volume) dalam bentuk pencampuran yang mudah terbakar/meledak biasanya disingkat LFL (Lower Flammable Limit) atau batas bawah bisa terbakar hingga UFL (Upper Flammable Limit) atau batas atas bisa terbakar.

Flash Point (FP) = Titik Nyala

Titik nyala suatu bahan didefinisikan sebagai suhu terendah dari cairan yang memberi cukup uap dalam bentuk campuran dengan udara yang mudah terbakar kalau uap tersebut dipanaskan dan pada keadaan tertentu. Keberadaan titik nyala yang rendah diamankan dari segaia resiko yang ada.

Auto Ignition Temperalure (AIT) - Suhu Penyalaan Sendiri

Suhu terendah dan suatu bahan yang akan menyala dengan sendirinya tanpa bantuan nyala (bunga api) dan luar pada kondisi tertentu. Hal ini merupakan konsep kualitatif yang menarik, karena hal ini tidak digunakan sebagai dasar untuk klasifikasi dan bahan berbahaya.

Water Solubility

Air sangat efektif digunakan sebagai media pemadam pada banyak kasus kebakaran, karena sangat baik sebagai media pendingin. Air dapat mendinginkan bahan yang mempunyai FP rendah di bawah tempcratur bisa terbakar. Jika penggunaan ini untuk menurunkan FP dari jenis bahan pelarut seperti pada aceton atau alkohol maka cara pengenceran dengan air dalam jumlah yang banyak haruslah diberikan, namun hal ini sulit dipraktekkan untuk kebakaran besar dan untuk alasan itu air dan busa digunakan sebagai metode pemisahan uap minyak dari oksigen.

Cairan Mudah Menyala/Terbakar

Suatu material diklasifikasikan sebagai mudah menyala atau terbakar tergantung pada titik nyalanya. Cairan mudah menyala adalah cairan yang mempunyai titik nyala < 37,8 °C. Cairan mudah terbakar adalah cairan yang titik nyalanya 37,8° C atau lebih. Bensin atau premium adalah cairan mudah menyala yang kerosine adalah cairan mudah terbakar.

Faktor-Faktor Yang Menentukan Tindakan Emergency

Pada penanganan setiap jenis keadaan darurat dalam hal cairan kimia tumpah atau pipa pecah sudah tentu faktor-faktor dibawah ini hams dipertimbangkan sebelum tindakan yang cepat dilakukan.

- Cairan kimia yang tumpah harus diindentifikasikan.

- Bahaya racunnya harus diketahui. Berapa TLV nya?

- Titik nyala dan temperatur ambient harus dibandingkan, apakah temperatur ambient lebih besar daripada titik nyala? Apakah uap mudah menyala sudah menyebar?

- Batas daerah mudah menyala. Apakah kecil atau meluas?

- Hal ini menyangkut resiko penyalaan sendiri bila daerah tumpahannya meluas

- Relative Density. Apakah nilainya lebih besar atau lebih kecil?

- Pencampuran dengan air. Apakah cairan kimia larut atau tidak larut dengan air atau apakah bereaksi dengan air?

- Uap reiative density. Apakah nilai relative densitynya lebih besar atau lebih kecil dari 1. jika lebih besar dan 1 uapnya akan terlihat atau lebih rendah dari permukaan.

- Apakah ada sumber penyalaan?

- Temperatur dari penyalaan sendiri (korek api, loncatan bunga api) biasanya terjadi bila temperatur lebih besar dari 800°C. Temperatur penyalaan dan kebanyakan cairan kimia di bawah 540°C

- Perhatikan arah angin dan kelembaban dan sebagainya.

Lampiran-lampiran bahaya-bahaya cairan kimia

Contoh dari daftar data-data bahaya dan diagram penyalaan terlampir, untuk informasi lebih jauh, lihat petunjuk-petunjuk dan penuntun keselamatan.

Vapour density

Vapour density is expressed relative to the density of air, as heavier or lighter. Most chemical cargo vapours are heavier than air. Caution must therefore be exercised during cargo operations, as vapour concentrations are likely to occur at deck level or in lower parts of cargo pumprooms.

Solubility

Solubility is expressed in different ways: either as a simple yes or no, as slight, or as a percentage, but always in relation to water. Solubility is temperature dependant. A cargo with low solubility will form a layer above or below a water layer depending on its specific gravity. Most non-soluble chemicals are lighter than water and will float on top but some others, such as chlorinated solvents, are heavier and will sink to the bottom. Chemicals that are heavier than water can cause a safety risk in pumprooms when the overlying water is disturbed, and in drip trays. Kven in cargo tanks they may be trapped under water in pump wells, and pose a danger even after the tank atmosphere is tested and found safe for entry.

Electrostatic charging

Certain cargoes are known as static accumulators, and become electrostatically charged when handled. They can accumulate enough charge to release a spark that could ignite a flammable tank atmosphere. The precautions necessaiy to prevent ignition from electrostatic charging are contained in Chapter 5, and a description of the phenomenon itself is given in Appendix D.

Viscosity

The viscosity of a cargo determines how easy it is to pump, and the amount of residue that will be left after unloading. Viscosity is related to temperature and, in general, a substance will become less viscous at higher temperatures, but note that certain cargoes (such as luboil additives) show increased viscosity when heated. IMO standards define high and low viscosity substances, and require cargo tanks that have contained substances with a high viscosity to be pre-washed and the washings discharged to shore reception facilities.

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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB II)

ACT

ADVANCE CHEMICAL TANKER

BAB II

FAMILIRIATY WITH PHYSICAL AND CHEMICAL CARGOES

2.1. The Chemical And The Physical Properties of The Noxious Liquid Subtance

Chemical Substance (Zat kimia)

Alam kimia, suatu zat kimia adalah bentuk materi yang konstan komposisi kimia dan sifat yang khas. hal ini idah cacat dipisahkan menjadi komponen-komponen dengan metode pemisahan fisik, yaitu tanpa memecah ikatan kimia, yaitu bahan kimia ini bisa menjadi padat,cair atau pun gas.

Zat kimia sering disebut ‘murni’ untuk membedakan mereka dari campuran. sebuah contoh umum dari zat kimia murni air, tetapi memiliki sifat yang sama dan sama rasio dari hidrogen ke oksigen apakah itu terisolasi dari sungai atau dibuat dalam laboratorium . zat kimia lainnya yang biasa ditemui dalam bentuk murni adalah berlian; karbon), emas, garam meja (nat un klorida) dan halus gula (sukrosa). namun,zat yang tampaknya sederhana atau murni ditemukan di alam sebenamya dapat menjadi campuran dari zat kimia sebagai contoh, air keran dapat mengandung sejumlah kecil natrium klorida terlarut dan senyawa yang mengandung zat besi, kalsium dan banyak zat kimia lainnya.

Zat kimia ada sebagai padatan, cairan, gas, atau plasma dan dapat berubah antara fase materi dengan perubahan suhu atau tekanan. reaksi kimia mengubah satu zat kimia menjadi lain.

Bentuk energi, seperti cahaya dan panas, tidak dianggap sebagai materi, dan dengan demikian mereka tidak “zat” dalam hal ini.

Definisi

Zat kimia (juga disebut zat murni) sering didefinisikan sebagai setiap materi dengan komposisi kimia tertentu di sebagian besar buku teks kimia pengantar umum. Menurut definisi ini zat kimia dapat menjadi murni unsur kimia atau senyawa kimia murni. tapi, ada pengecualian definisi ini, sebuah zat murni juga dapat didefinisikan sebagai bentuk materi yang baik komposisi yang pasti dan sifat yang substansi kimia indeks diterbitkan oleh cas juga mencakup beberapa paduan komposisi tidak pasti non-stoikiometri senvawa adalah kasus khusus (dalam kimia anorganik) yang melanggar hukum komposisi tetap, dan bagi mereka, kadang-kadang sulit untuk menarik garis antara campuran dan senyawa seperti dalam kasus hidrida paladium. Definisi yang lebih luus bahan kimia atau zat kimia dapet di temukan, misalnya: “zat kimia” istilah berarti setiap bahan organik atau anorganik dari identitas molekul tertentu, termasuk-(i) setiap kombinasi dari zat-zat tersebut berlangsung di seluruh atau sebagian sebagai hasil dari reaksi kimia atau terjadi di alam.

Dalam geologi, zat komposisi seragam disebut mineral, sedangkan campuran fisik (agregat) dari beberapa mineral (zat yang berbeda) didefinisikan sebagai batuan. mineral namun, banyak yang saling larut dalam larutan padat, sehingga batu tunggal adalah zat seragam meskipun menjadi campuran feldspar adalah contoh yang ur mn orthoclase adalah aluminium alkali silikat, dimana logam akali secara bergantian baik natrium atau kalium.

Sejarah

Para konsep dari dari “zat kimia” menjadi mapan pada abad kedelapan belas setelah akhir pekerjaan oleh Joseph Proust mengenai komposisi beberapa senyawa kimia mumi seperti tembaga karbonat dasar. dia menyimpulkan bahwa, “semua sampel suatu senyawa memiliki komposisi yang sama, semua sampel memiliki proporsi yang sama, massa, elemen hadir dalam senyawa tersebut”. ini sekarang dikenal sebagai hukum komposisi konstan. Kemudian dengan kemajuan metode untuk sintesis kimia terutama dalam bidang kimia organik; penemuan unsur kimia lebih banyak dan teknik baru dalam bidang kimia analitik yang digunakan untuk isoIasi dan pemurnian unsur dan senyawa dan bahan kimia yang menyebabkan pembentukan modern kimia, konsep didefinisikan sebagai ditemukan dalam buku pelajaran kimia paling, ada beberapa kontroversi mengenai definisi ini terutama karena sejumlah besar zat kimia dilaporkan dalam literatur kimia perlu diindeks.

Kimia elemen

Sebuah element adalah zat kimia yang terdiri dari jenis tertentu dari atom dan karenanya tidak dapat dibagi atau di ubah oleh reaksi kimia menjadi elemen yang berbeda, meskipun dapat transmutated ke elemen lain melalui reaksi nuklir. ini sangat, karena semua atom dalam sampel dari suatu unsur memiliki proton yang sama, meskipun mereka mungkin berbeda isotop, dengan jumlah berbeda dari neutron.

Ada sekitar 120 unsur yang dikenal, sekitar 80 dari yang stabil-yaitu, mereka tidak mengubah oleh peluruhan radioaktif ke unsur lainnya. namun, sejumlah zat kimia yang merupakan elemen bisa lebih dari 120, karena beberapa elemen dapat terjadi sebagai lebih dari zat kimia tunggal misalnya oksigen ada sebagai baik oksigen diatomik (O2) dan ozon (O3) mayoritas elemen diklasifikasikan sebagai logam. Ini adalah elemen dengan karakteristik kilau seperti besi, tembaga, biji logam biasanya menghantarkan listrik dan panas dengan baik, dan mereka mudah dibentuk dan ulet sekitar elemen lusin, seperti karbon, nitrogen, dan oksigen, diklasifikasikan sebagai non-logam tidak tidak memiliki sifat logam dijelaskan di atas, mereka juga memiliki elektronegativitas tinggi dan kecenderungan untuk membentuk ion negatif. Unsur-unsur tertentu seperti silkon menyerupai logam yang kadang menyerupai non-logam, dan dikenal sebagai metaloid.

Senyawa Kimia

Sebuah senyawa kimia mumi adalah zat kimia terdiri dari set tertentu dari molekul atau ion. Dua atau lebih elemen digabungkan menjadi satu zat melalui reaksi kimia membentuk senyawa kimia. Semua senyawa adalah zat tetapi tidak semua zat merupakan senyawa. Sebuah senyawa kimia dapat berupa atom terikat bersama dalam molekul atau kristal yang atom, molekul atau atom membentuk kisi kristal. Senyawa terutama didasarkan pada atom karbon dan hidrogen disebut senyawa organik, dan yang lainnya disebut senyawa anorganik. Senyawa yang mengandung ikatan antara karbon dan logam disebut senyawa prganologam. Senyawa-senyawa dimana komponen berbagai elektron dikenal sebagai kovalen senyawa. senyawa terdiri dari malah dibebankan ion dikenal segai ion senyawa, atau garam.

Dalam kimia organik, bisa ada lebih dari satu senyawa kimia dengan komposisi yang sama dan berat molekul umumnya ini disebut isomer, isomer biasanya memiliki sifat kimia yang secara substansial berbeda, dapat diisolasikan dan tidak spontan mengubah satu sama lain, sebuah contoh umumadalah glukosa vs fruktosa. yang pertama adalah aldehida, yang terakhir adalah keton interkonversi mereka membutuhkan baik enzimatik atau katalistik asam-basa. Namun, ada juga tautomers, dimana isomerisasi terjadi secara spontan, sehingga zat mumi tidak dapat dipisahkan ke dalam tautomers nya sebuah contoh umum adalah glukosa, yang memiliki rantai terbuka dan bentuk cincin. seseorang tidak dapat memproduksi mumi rantai terbuka glukosa karena glukosa secara spontan cyclizes ke hemiacetal bentuk.

Zat dibandingkan campuran

Semua materi terdiri dari berbagai unsur dan senyawa kimia, tetapi ini sering dicampur bersama-sama erat. campuran mengandung lebih dari satu zat kimia, dan mereka tidak memiliki komposisi tetap. Pada prinsipnya mereka dapat dipisahkan menjadi zat komponen dengan murni mekanis proses, mentega , tanah dan kayu adalah contoh umum dari campuran.

Abu-abu besi dan kuning belerang keduanya unsur kimia, dan mereka dapat dicampur bersama dalam rasio untuk membentuk campuran kuning-abu-abu. Tidak ada proses kimia terjadi, dan material dapat diidentifikasi sebagai campuran oleh fakta bahwa belerang dan besi dapat dipisahkan dengan proses mekanis, seperti menggunakan magnet untuk menarik besi jauh dari belerang.

Sebaiknya jika besi dan belerang dipanaskan bersama dalam sebuah rasio tertentu (1 atom besi untuk setiap atom sulfur, atau berat, 56 gram (1 mol) zat besi sampai 32 gram (1 mol) sulfur, suatu bahan kimia yang reaksi terjadi dan zat baru terbentuk senyawa besi (ii) sulfida. Dengan rumus kimia FeS, senyawa yang dihasilkan memiliki semua sifat-sifat zat kimia dan bukan campuran. Besi (ii) sulfida memiliki sifat yang berbeda seperti titik leleh dan, dan dua unsur yang tidak dapat dipisahkan menggunakan proses mekanik normal, magnet tidak akan dapat memulihkan besi, karena tidak ada besi logam hadir kompleks.

Bahan kimia terhadap zat kimia

Sementara zat kimia adalah istilah teknis yang tepat yang identik dengan “kimia” untuk kimiawan prifesional arti dari kata kimia bervariasi untuk non-ahli kimia di dalam dunia berbahasa inggris atau mereka yg menggunakan bahasa inggris. Untuk industri, pemerintah dan masyarakat secara umum di beberapa negara bahan kimia kata termasuk yang lebih luas dari zat yang banyak mengandung campuran zat kimia seperti, sering menemukan kasi di bidang pekerjaan banyak. Di negara-negara yang membutuhkan daftar bahan dalam produk “kimia” tercantum akan disamakan dengan “zat kimia”.

Catatan muatan kimia adalah zat kimia yang dapet diklasifikasikan berdasarkan volume produksi menjadi bahan kimia yang ditemukan dalam penelitian saja. Bahan kimia yang di produksi dengan biaya tinggi dalam jumlah kecil untuk khusus rendah volume aplikasi seperti biocidesm farmasi dan bahan kimia khusus untuk aplikasi teknis. Penelitian bahan kimia diproduksi secara individu untuk penelitian, seperti ketika mencari zat skrining untuk aktifitas farmasi. Akibatnya, harga mereka per gram sangat tinggi, meskipun mereka tidak dijual penyebab perbedaan dalam volume adalah kompleksitas struktur molekul bahan kimia biasanya jauh kurang kompleks. Sementara bahan kimia mungkin lebih kompleks banyak dari mereka cukup sederhana untuk di jual sebagai “blok bangunan” dalam sintesis molekul yang lebih kompleks ditargetkan untuk penggunaan tunggal, seperti yang disebutkan di atas. Produksi bahan kimia yang tidak hanya mencakup sintesis tetapi juga pemumian untuk menghilangkan produk samping dan kotoran yang terlibat dalam sintesis. Langkah terakhir dalam produksi hams analisis banyak patch bahan kimia untuk mengidentifikasi dan mengukur persentase kotoran untuk pembeli dan bahan kimia kemurnian di perlukan dan analisis tergantung pada aplikasi, tetapi toleransi yang lebih tinggi dari kotoran biasanya dalam produksi kimia dengan demikian, pengguna bahan kimia di AS mungkin memilih antara massal atau “nilai teknis” dengan jumlah yang lebih tinggi dari kotoran atau lebih murni banyak "‘farmasi grade”berlabel “USP”.

Teratogen

A substance or agent, exposure to which by a pregnant female can result in malformations in the fetus.

TLV (Threshold Limit Value)

A term used to express the airborne concentration of a material to which most workers can be exposed during a normal daily and weekly schedule without adverse effects. ACGIH expresses TLV s in three ways: 1) TLV TWA, the allowable time-weighted average concentration for a normal 8-hour workday or 40-hour week; 2) TLV STEL, the short-term exposure limit or maximum concentration for a continuous exposure period of 15 minutes (with a maximum of four such periods per day, with at least 60 minutes between exposure periods, and provided that the daily TLV- TWA is not exceeded); and 3) Ceiling (C), the concentration not to exceed at any time.

Toxicology

The study of the nature, effects, and detection of poisons in living organisms. Also, substances that are other wise harmless but prove toxic under particular conditions. The basic assumption of toxicology is that there is a relationship among the dose (amount), the concentration at the affected site, and the resulting effects.

Toxic Substance

Any chemical or material that: 1) has evidence of an acute or chronic health hazard and 2) is listed in the NIOSH REGISTRY OF TOXIC EFFECTS of Chemical Substances (RTECS), provided that the substance causes harm at any dose level; causes cancer or reproductive effects in animals at any dose level; has a median lethal dose (LD50) of less than 500 mg/kg of body weight when administered orally to rats; has a median LD5Q of less than 1000 mg/kg of body weight when administered by continuous contact to the bare skin of albino rabbits; or has a median lethal concentration (LD50) in air of less than 2000 ppm by volume of gas vapor, or less than 20 mg/L of mist, fume, or dust when administered to albino rats.

Upper Explosive Limit, Upper Flammable Limit (VEL, UFL)

The highest concentration of a material in air that produces an explosion or fire, or that ignites when it contacts an ignition. Source (high heat, electric arc, spark, or flame). Any concentration above the UEL in air is too rich to be ignited. See Flammable Limits.

Vapor.

The gaseous state of a material normally encountered as liquid.

Vapor density

The weight of a vapor or gas compared to the weight of an equal volume of air is an expression of the density of the vapor or gas.

VOC (Volatile Organic Compounds)

Used in coatings and paint because they evaporate very rapidly. Regulated by the EPA per the Clean Air Act.

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MODUL ACT POLITEKNIK PELAYARAN FORMAT MS. WORD (BAB I)

ACT (ADVANCE CHEMICAL TANKER)

BAB I

SAFELY PERFORM AND

MONITOR ALL CARGO OPERATION

1. MELAKUKAN PEMANTAUAN DAN PENGOPERASIAN MUATAN SECARA AMAN

Tujuan Instruksional khusus :

Setelah menyelesaikan pembelajaran ini peserta diklat mampu menjelaskan disain, konstruksi kapal tanker kimia yang didasarkan pada tingkat bahaya dikaitkan dengan sifat-sifat khusus muatan kimia yang diangkut dan pemahaman ketentuan internasional yang mengatur masalah ini.

1.1. DISAIN DAN KARAKTERISTIK KAPAL TANKER KIMIA

A. Chemical Tanker Design, System and Equipment

1. Balanced rudder with conventional propeller

2. Auxiliary unit

3. Lifeboat in gravity davits

4. Hydraulic prime mover

5. Cargo control room

6. Tank heating / tankwash room

7. Cofferdam, empty space between two tanks

8. Vent pipes with pressure-vacuum valves

9. Hydraulic high pressure oil-and return lines for anchorand mooring gear,

10. Hose crane

11. Manifold

12. Wing tank in double hull

13. Double bottom tank

14. Tanktop

15. Longitudinal vertically corrugated bulkhead

16. Transverse horizontally corrugated bulkhead

17. Cargo pump

18. Catwalk

19. Railing

20. Deck longitudinals

21. Deck transverses

22. Cargo heater

23. Forecastle deck with anchor-and mooring gear

24. Bow thruster

25. Bulbous bow

Disain dan konstruksi kapal tanker kimia dilaksanakan berdasarkan dua ketentuan (code) yang dibuat oleh International Maritime Organization (IMO). Dalam persyaratan Peraturan Nomor 13 dari Annex II MARPOL 1973/78 Kapal- kapal tanker kimia yang dibangun sebelum 01 Juli 1986 harus memenuhi persyaratan: “Ketentuan untuk konstruksi dan peralatan kapal-kapal yang mengangkut bahan-bahan kimia berbahaya dalam curah (the BCH code)”

Dalam persyaratan pada chapter VII The International Convention for the Safety of Life at Sea (SOLAS) kapal-kapal yang dibangun pada atau sesudah 01 Juli 1986 harus memenuhi persyaratan: “International Code (ketentuan) untuk konstruksi dan peralatan kapal-kapal yang mengangkut bahan-bahan kimia berbahaya dalam curah (The IBC code)”

Untuk Pemenuhan dan SOLAS 74 & MARPOL 73/78. Dalam kedua ketentuan tersebut pengangkutan bahan kimia dibagi atas 3 tipe (1, 2 dan 3) berdasarkan atas tingkat bahaya yang berkaitan dengan bahan-bahan kimia yang diangkut;

Sifat-sifat khusus dalam menentukan bahaya potensial bahan-bahan kimia yaitu:

• Bahaya kebakaran dan ledakan, seperti: titik nyala, titik didih, daerah mudah terbakar, temperatur yang dapat terbakar sendiri, dan lain-lain.

• Bahaya kesehatan, seperti: keracunan dan sifat-sifat iritasi dari zat-zat tersebut atau uapnya.

• Bahaya pencemaran air, seperti: keracunan pada kehidupan dalam larutan air, bau atau rasa dan kepadatan yang relatif.

• Bahaya pencemaran laut, seperti: merusak pada kehidupan laut (aquatic), degredasi, dan lain-lain.

• Bahaya pencemaran udara, seperti: batas meledak, tekanan uap, kepadatan relatif air dan uap.

• Bahaya reaksi (kimia), seperti: bereaksi dengan air, produk-produk lainnya.

Dalam mendisain dan mengangkut bahan kimia, bahaya-bahaya tersebut harus dipertimbangkan, begitu pula dalam konstruksi dan peralatan yang ada kaitannya, contoh: Tipe penampungan muatan, ventilasi tangki, pengawasan sekitar tangki, peralatan listrik, alat pengukur tangki, deteksi uap, perlindungan kebakaran, konstruksi material dan perlindungan personil.

• Kapal jenis 1 : didisain mampu mengangkut bahan kimia yangsangat bahaya.

• Kapal jenis 2 : didisain mampu mengangkut muatan yang kurang bahaya.

• Kapal jenis 3 : didisain untuk mengangkut muatan yang paling sedikit bahaya.

Sertifikat yang dikenai dengan “Sertifikat Internasional untuk pengangkutan bahan-bahan kimia berbahaya dalam curah” dan daftar produk yang diangkut oleh kapal harus ada.

Gambaran konstruksi kapal

Tanker pengangkut bahan kimia merupakan bagian dari keluarga kapal-kapal tanker, tetapi karena bermacam-macam zat yang bisa diangkut dan bahaya-bahaya lain yang mungkin dapat timbul, kapal pengangkut tersebut termasuk kapal yang rumit.

Dilihat dari sudut pandang sturktur kapal, ketebalan plat kapal akan ditentukan sebagai berikut:

- Berat jenis muatannya.

- Penyetelan P/V valve.

- Sifat-sifat karat muatan.

- Ukuran tangki muatan.

- Perencanaan pemanas muatan dan temperatur.

Hal-hal tersebut di atas dapat memenuhi syarat bila:

• Beberapa macam muatan mempunyai berat jenis yang tinggi. Hal ini dipertimbangkan saat memuat pada tangki sekitarnya yang berpengaruh terhadap scantling lokal dan besar yang tekanannya akan meningkat.

• Setting P/V valve cenderung meningkatkan tekanan dalam tangki. Scantling lokal tentu saja meningkat tetapi kalau tidak ada kenaikan tekanan dalam tangki muatan, scantlings umum tidak berpengaruh.

• Kalau muatan mengakibatkan karat terhadap mild steel, maka diperlukan material khusus. Stainless steel biasanya digunakan untuk mampu dimuati berbagai macam muatan. Apabila mild steel yang digunakan, maka biasanya akan dilapisi dengan pelapis yang cocok. Penting untuk meyakinkan bahwa hanya bahan-bahan kimia yang cocok boleh dimuat ke dalam tangki tersebut, kalau tidak akan terjadi kerusakan terhadap pelapis tersebut.

• Tangki-tangki yang besar yang tidak ada penguat (stiffening) mungkin akan mengakibatkan beban (muatan) dinamis yang tinggi. IMO membatasi ukuran setiap tangki sampai dengan 1250 m untuk kapal tipe 1 dan sampai dengan 3000 m3 kapal tipe 2 dan umumnya mengurangi kemungkinan muatan terlalu berlebihan.

• Apabila muatan yang dibawa dalam temperatur yang tinggi maka tekanan panas dapat dirasakan di dalam struktur tangki, khususnya apabila heating disupply lewat saluran panas (ducts), maka hal tersebut benar-benar memerlukan penambahan ketebalan plat pada tempat tersebut.

Catatan secara umum:

- Tangki-tangki muatan dapat lepas atau menyatu. Tangki-tangki yang lepas adalah benar-benar lepas dari struktur kapal. Tangki-tangki tersebut berada di bawah deck, tetapi tekanan yang dihasilkan dalam struktur tangki karena pemanasan, pendinginan dan lain-lain. tidak ditransmisikan ke struktur kapal.

- Tangki-tangki yang menyatu adalah bagian dari struktur kapal, seperti dalam konstruksi tanker minyak.

- Tangki-tangki gravity atau bertekanan. Tangki gravity adalah tangki yang mempunyai disain tekanan tidak lebih dari 0,7 bar pada puncak tangki. Tangki yang bertekanan adalah tangki yang mempunyai suatu disain tekanan lebih dari 0,7 bar.

- Tangki-tangki yang berisi bermacam-macam muatan harus dipisah satu sama lainnya oleh ruang pembatas (coferdam), ruang kosong, ruang pompa, tangki kosong atau tangki yang berisi muatan yang satu sama lainnya cocok.

- Tidak ada ruang akomodasi atau stasiun pengawasan yang ditempatkan pada daerah tangki.

- Ujung sekat akomodasi yang menghadap daerah muatan harus diisolasi dan jaraknya 3 m sampai 5 m (tergantung dari panjangnya kapal) disepanjang masing-masing blok akomodasi. Harus tidak ada jalan masuk, pintu masuk udara ataupun tempat terbuka/jendela (oppening) ke akomodasi, ruang mesin dan stasiun kontrol pada ruang-ruang terbatas ini. Jendela-jendela dan lampu-lampu samping dalam ruang terbatas ini dipasang permanen (fixed). Hal itu akan mengurangi ditemukannya uap-uap di jalan menuju ruang akomodasi.

- Double bottoms diperlukan di bawah tangki-tangki muatan untuk kapal-kapal tipe 1 dan tipe 2, tetapi kapal tipe 3 tidak perlu ada double bottoms.

- Tangki-tangki harus dijaga sebebas mungkin dari struktur bagian dalam untuk memudahkan pembersihan dan pelapisan (coating). Hal ini berarti tangki sebagai penguat yang umumnya diletakkan di atas double bottom dan pada deck yang terbuka. Apabila ada 2 tangki yang berdekatan strukturnya (susunannya) harus didisain agar bahaya terhadap muatan sangat kecil.

- Alat pengukur tangki boleh dibuka, dihalangi atau ditutup tergantung dari sifat alamiah bahan-bahan kimia yang diangkut.

- Ventilasi tangki dapat dibuka atau dikontrol lagi tergantung pada muatan yang dibawa, dimanajika tangki dipasang P/V valve, tekanan dari luar dapat masuk melalui saluran utama (Common headers). Outlet ventilasi setidaknya harus 10 m dari masukan udara terdekat atau pintu akomodasi dan 4 m diatas dek cuaca atau bagian depan dan gang bagian belakang kapal (3 m jika dipasang dengan katub kecepatan tinggi).

- Tangki-tangki umumnya, dilengkapi dengan baju anti karat (stainless steel). Hal ini untuk mengurangi kontaminasi dan kemudahan untuk pembersihan. Belum ada lapisan dapat menahan semua bahan kimia yang ada dan oleh karenanya hal ini penting diketahui batasan-batasan dari setiap jenis lapisan.Setiap pabrik cat memiliki daftar resistannya sendiri dengan menyebutkan muatan yang disetujui, waktu dan batasan suhu dan sebagainya.

Hal ini penting diikuti secara cermat spesifikasi untuk penerapan lapisan tersebut misalnya Jumlah lapisan, waktu antara aplikasi, temperatur yang diperbolehkan kelembaban, metode penerapan dan sebagainya.

Bagian penting selama perbaikan

Jenis-jenis utama lapisan-lapisan yang digunakan adalah:

• Lapisan epoksi

Umumnya memberikan resistan yang baik terhadap oli, alkalis dan air laut tetapi terbatas pada jenis aromatik seperti benzana, toulene dan sebagainya dan alkohol seperti etanol dan metanol. Seng Silikat sangat resistan dengan pelarut yang kuat tetapi tidak tahan terhadap asam atau alkalis.

• Damar Penolik Resistan

Resistan dengan pelarut yang kuat seperti benzana, xilen dan sebagainya. Umumnya resistan dengan seluruh bahan kimia yang sesuai dengan seng silikat.

• Rubber Linings

Digunakan untuk asam-asam kuat dan alkalis kuat.

• Poliuretana.

Untuk semua muatan yang cocok dengan lapisan epoksi dan juga beberapa pelarut dengan seng silikat. Setiap tangki harus disemprot dengan pasir (sand blashing) sehingga permukaannya sesempurna mungkin sebelum pelapisan dikenakna sesuai kondisi persyaratan pemeriksaan yang diinginkan.

PERALATAN BONGKAR MUAT DAN PERLENGKAPAN KAPAL TANGKI KIMIA

Instruksional khusus:

Setelah menyelesaikan pembelajaran ini peserta diklat mampu menjelaskan sistim perpipaan, selang-selang muat, kerangan, pompa-pompa, ventilasi, peraturan IGS yang disyaratkan oleb IMO dalam penanganan muatan di kapal tangki kimia.

Sistim Perpipaan Muatan

Sistim perpipaan muatan harus didisain untuk memperkecil resiko kontaminasi antar muatan dan mengurangi masalah pembersihan, tetapi juga untuk memungkinkan pembongkaran muatan yang scrempak dan tangki-tangki ke darat. Tutup ujung pipa (Blind flanges) harus ada pada sistim perpipaiin dimana ada inter­ connection (sambungan) antara tangki-tangki untuk pemisahan muatan. Pemisahan muatan yang tidak cocok/ bertentangan maka diperlukan double blind flanges dengan dipasang drain diantara keduanya atau lainnya yaitu spool piece yang bisa dipindabkan (dilepas). Apabila dipasang drain yang biasa, maka harus diperhatikan penutup yang tepat ketika dilaksanakan pemisahan antar muatan.

Peraturan tentang sistim saluran pipa dan istilah minimum flanges

Perhatian harus diambil untuk flange gasket dengan material yang cocok. Ukuran dan material pipa, flanges dan Utting adalah standar ukuran normal sistim perpipaan tanker, manifolds dll. mengacu pada ANSI 150 lb. rating.Expansion Glands tidak diperbolehkan pada pipa muatan tanker kimia.

B. Pump Theory and Characteristic, Including Type of Cargo Pump And Thier Safe Operation

A Chemical Cargo Pump

The Centrifugal Pump to Effectively Suction Chemical Liquids.

Chemical tankers that can hold large amounts of various chemical liquids have emerged as the most efficient and important means of delivering these chemicals to Japan as it is surrounded by the sea in all directions. Along with chemical tankers, a chemical cargo pump that is used for loading and unloading chemical liquids has also been developed.

By the way, do you think that a chemical cargo pump must be a gear or screw pump to effectively suction chemical liquids?

While it is, in fact, difficult to pump chemical liquids with a normal centrifugal pump, the YOKOTA centrifugal-type Enhanced Self-Priming Pump, in use since 1973, has gained a widespread reputation as an effective chemical cargo pump.

How is the Enhanced Self-Priming Pump being utilized?

The pump located on the deck.

What are the advantages of using the Enhanced Self-Priming Pump?

Given the examples from above, it is clear that the YOKOTA Enhanced Self-Priming Pump is a chemical cargo pump system that can substantially improve the efficiency of loading and unloading work.

• It can be installed on the deck.

• It can substantially improve the efficiency of loading and unloadingwork.

• It is safe.

• Maintenance is easy and economical.

Enhanced Self-Priming Pump liquid suction structure (PAT.)

1. Bleed pipe

2. Float valve

3. Suction pipe

4. Pump suction inlet

5. Main impeller

6. Water-air separating impeller

7. Return passage

8. Non-Water Hammer Check Valve

Why use the Enhanced Self-Priming Pump?

We will explain how the YOKOTA Enhanced Self-Priming Pump is utilized using the examples of two tankers.

The tanker in the above-left photo (owned by marine firm H, 492 tons) was constructed in 1991. It is a chemical tanker that mainly transports acetic acid and is equipped with two Enhanced Self-Priming

Pumps UPS type.

Pump specifications: 150mm bore diameter, 200m3 per hour discharge rate, 50m pump head capability, md interlocked with a vacuum pump VP-S type.

The figure below is a layout drawing of the pump. It should be noted that the pump compartment is : cated on the deck.

A gear pump can be used only from the bottom of the ship, and therefore proves troublesome when : waning the tank or pump due to its location. With regards to safety, it is far more convenient to locate the pump on the deck of chemical tankers that handle toxic and volatile liquids. The Enhanced Self-F riming Pump can be installed on the deck with no problems whatsoever. Of course, it could also be ned at the ship bottom, allowing the user to choose the best option.

Layout with the pump equipped on the deck

The tanker in the above-right photo (owned by marine firm D, 449 tons) was constructed in 1992. It is a chemical tanker that mainly transports acrylic acid and is equipped with three Enhanced Self-Priming Pumps UPS type.

Pump specifications: 100mm bore diameter, 120m3 per hour discharge rate, 50 m pump head capability, and interlocked with a vacuum pump VP-S type.

For this ship, the pump compartment is located on the mid-deck.

Since acrylic acid is a highly toxic liquid and other liquids are also often transported in place of acrylic acid, from an efficiency and safety standpoint, the ship's captain and crewmembers are hjpleased to have

The main pump is in the middle of the structural view, and at the above right is the vacuum pump.

1. The vacuum pump is activated.

2. The cargo liquid is suctioned through the following passages according to the degree of vacuum increase. Suction pipe (3) -> Pump suction inlet (4) -> Main impeller (5) -> Water-air separating impeller (6) -> Bleed pipe (1) -> Float valve (2)

3. When the liquid flows into the float valve (2), the buoyancy of the float opens the air valve located above it.

4. When air enters through the air valve, the liquid returns to the main pump and is prevented from . flowing into the vacuum pump.

5. The main pump is activated.

6. This point, although there is air remaining in the suction pipe or main pump, the liquid returns to he pump suction inlet (4) through the return passage (7) due to the water-air separating action of the water-air separating impeller (6), so that only air flows into the vacuum pump side.

7. When the air in the main pump has been completely removed and operation is stable, the vacuum pump stops. However, it reactivates when the sweeping operation (stripping) starts.

8. In the sweeping operation, some air is suctioned and mixed into the liquid, but most of the air is Concentrated at the center of the main impeller (5).

9. Since the accumulated air is exhausted by the vacuum pump through the holes located in the main-peller (5) and water-air separating impeller (6), the sweeping operation can be performed by Continuous bleeding. As a result, suction can be maintained until the bottom of the tank is visible.

Karaterikstik muatan dan bahaya muatan

Seperti dapat disimpulkan dari statistik sebelumnya, banyak dari muatan-muatan yang diangkut menimbulkan bahaya bagi kapal, ingkungan atau personil walaupun sudah mengikuti standard Kualitas dan penanganan muatannya. Bahaya-bahaya tersebut seperti cairan-cairan yang mudah menyala, ada yang beracun, corrosive maupun merusak dan sebagian lagi berpotensi untuk bereaksi sendiri atau bereaksi dengan yang lainnya. Oleh karenanya diperlukan analisa detail dan kandungan khas yang dimiliki muatan tersebut hal mana sering dijumpai dalam muatan yang diperdagangkan :

Densiti muatan:

Muatan-muatan yang diangkut memiliki densiti berkisar 0.66-2.17 kg/dm dan yang memiliki densiti tinggi adalah teristimewa dari jenis anorganic acids, caustic soda dan kebanyakan halogenaied hydrocarbon.

Viskositas tinggi atau Pour Point:

Sering dijumpai pada minyak olie dengan additivenya, molasses dan banyak lagi kimia-kimia khusus lainnya.

Tekanan uap atau titik didih rendah:

Relativo tekanan uap tinggi (8,5 - 14,0 psig) sering dimiliki pada banyak produk petroleum dan petro kimia, serta pengangkutan pada sejumlah muatan semi gas yang pendinginan dan tekanannya disyaratkan yang umumnya muatan propylene oxide dan isoprene.

Titik nyala rendah, titik temperatur penyalaan rendah, batas daerah bisa bakar:

Sejumlah produk dari Petrokimia memiliki bahaya penyalaan melebihi dari produk petroleum asalnya yang diangkut. Ini meliputi beberapa produk dengan temperatur penyalaan rendah yang pengangkutannya perlu ditambahkan dalam persyaratan spesifik. Persyaratan tersebut untuk produk yang memiliki titik nyala dibawah 200 C (FP < 200 C) atau batas daerah bisa terbakar melebihi batas 20 % dalam volume udara.

Korosi tinggi. bereaksi dengan material konstruksi kapal:

Ini meliputi acids (asam) dan produk-produk lain yang korosive terhadap material konstruksi kapal. Pada umumnya diperlukan dari material stainless stell untuk menyimpan (tangki) muatan tersebut dan peralatan muatannya menghindarkan penggunaan material seperti dari kuningan, alumunium atau perunggu.

Reaksi air, reaksi udara, reaksi dengan muatan lainnya:

Batasan produk yang diangkut dimasukan kedalam kategori dan diperlukan tempat penyimpanan dan persyaratan khusus dalam penanganannya. Kategori bahan kimia ini cukup mampu bereaksi dengan ajr (misal acids, acetic anhydride atau toiuene diisocyanate) sehingga menyebabkan bahaya dikarenakan pengeluaran uapnya, aerosols atau panas yang tinggi. Produk-produk lain seperti methanol, oli dan alkohol dapat menurunkan kualitasnya atau tidak dapat digunakan lagi bila terkontaminasi dengan air yang dimaksud di atas.Contoh dari muatan-muatan yang bereaksi dengan udara seperti sodium hydrosulphide (reaksi dengan CO2 menghasilkan H2S) atau beberapa produk minyak sayuran menghadirkan O2 yang semakin besar dan menjadi busuk.

Polymerisasi ; bereaksi sendiri:

Banyak produk petrokimia yang diangkut masuk kedalam kategori ini. Pada sejumlah besar dari muatan-muatan potensial untuk berpolimerisasi diangkut dengan hati-hati atau dicampur zat-zat tertentu dalam batas waktunya. Styrene, methyl methacrylated dan vinyl acetate monomer adalah contoh yang baik. Potensial untuk muatan bereaksi sendiri yang diangkut termasuk propylene oxide dan butylene oxide.

Racun tinggi iritasi dan uap cairan:

Umumnya kebanyakan dari karakteristik petrokimia yang terpapar pada personel, kena cairan dan uap campurannya harus dicegah. Anilene, phenol dan toluence dl- isocyanate sebagai contoh muatan-muatan yang beracun tinggi. Penghirupan uap- uapnya diketahui menyebabkan alergi dalam jangka waktu panjang (contoh isocyanaies) dan beberapa cairannya menyebabkan korosi pada kulit (seperti formic acid).

Panas tinggi, titik beku rendah:

Kandungan ini umumnya dimiliki pada muatan-muatan yang kekentalan atau kepadatannya mendekati temperatur ambient, sebagai contoh olie dengan additivenya, beberapa jenis dari petrokimia, molasses, waxes dan minyak-minyak dari binatang, tumbuh-tumbuhan dan gemuk (Fats).

Panas Sensitive:

Banyak produk-produk termasuk, berbahaya karena panas dari tangki yang bersebelahannya termasuk minyak goreng, minyak ikan dan sejumlah produk petro Kimia. Sensitive tinggi karena ketidak bersihan: Kategori termasuk produk ini adalah caustic soda, kebanyakan produk petrokimia, minyak sayur dan gemuk, mineral spirits, binatang yang dapat dimakan serta lainnya dari bahan kimia khusus.

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