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Phenol characteristics & handling methods

Phenol are high value and require sophisticated handling for safety,
health and loss prevention reasons. They need careful consideration
prior loading , tank coating compatibility, cross compatibility with other
cargoes carried, environmental controls if required (inerting).

Product characteristics of Phenol

PHENOL is carried at sea in a generally pure state. As a result, it has a

high freezing point of approximately 40~ 41deg C. PHENOL is also
extremely dangerous when it comes into contact with the eyes or skin
and can be fatal.

Phenol is used to manufacture phenolic resins, and in the pharmaceutical

industry. In past, phenol has been used in disinfectants in hospital
operating theatres, due to its ability to destroy germs, body tissue etc.

Other Names: - Carbolic Acid, Monohydroxy Benzene

Code minimum requirement

1. UN number : 2312
2. Pollution category : Y
3. Hazards Safety and pollution hazard : (S / P)
4. Ship type : 2
5. Tank type : Integral and Gravity tank
6. Tank vents : Controlled venting
7. Tank Environment : No
8. Electrical equipment : T1,iiA,flashpoint exceeds 60 deg
9. Gauging : Closed
 10. Vapour Detection : Toxic vapours
11. Fire Protection : Alcohol resistant foam or multipurpose foam
12. Material of construction : Nil
13. Respiratory and eye protection : Yes

Hydraulic spare parts

Industrial, mobile and marine hydraulics.

SKOURA A. SA OPEN

Special arrangements for carrying Phenol

1. All personnel engaged in PHENOL operations must be familiar with

the procedures for dealing with accidental discharges and
emergency first aid procedures, as outlined below.

2. Sufficient Draeger tubes must be available before PHENOL is

loaded. When determining a “sufficient” number, the following
criteria should be taken into consideration.
Number of tanks to be loaded
The possibility that each tank may have to be tested at least
twice before a safe entry permit can be issued.
ROB and expiry dates of tubes already on board as held in the
“Draeger Hand Book”.

3. The main hazard caused by PHENOL is that of the liquid coming into
contact with eyes or exposed skin. The potential lethal
consequences of even a small area of exposed skin or the eyes
being splashed cannot and must not be underestimated.
 4. The only chemical antidote available, POLYETHYLENE GLYCOL, must
be immediately available at the manifold, along with a quantity of
cotton wool. Should anybody come into contact with PHENOL, the
glycol should be swabbed liberally onto the affected area. It should
be borne in mind that the pain is intense and death can occur
within 30 minutes. After swabbing down, the emergency shower
must be used, with the patient remaining in the shower for at least
5 minutes.

5. After the minimum period, the patient should then use his own
shower for a further period of time, whilst shore assistance is
requested. There is a high risk of shock and the patient must be
reassured at all times.

6. Cargo hazard data sheets must be posted and non-essential

personnel must be kept clear of the operating area. Access to the
vessel should be from behind the manifold and all persons must be
made aware that PHENOL operations are to be conducted. If all
procedures are followed, then operations will pass uneventfully.

7. If the vessel is to load Phenol, a ship specific procedure and safety

plan is to be drawn up, and discussed with the office prior agreeing
on quantities and loading plan. The ship specific procedures should
highlight any vessel design issues in relation to the cargo nature.

Preparation for loading Phenol

Prior arrival load port, tanks nominated for the carriage of PHENOL
must be cleaned for Water White Standard. Some shippers might
require Methanol Standard.

All hose/pipe connections must be tested with high pressure

nitrogen before commencing any operations to ensure connections
are tight.
All joints must be of PTFE and all leaks rectified before commencing
cargo operations. Loading PHENOL is a closed operation. When
configuring lines for loading PHENOL, facilities must be available at
the manifold to blow nitrogen through all lines used and back into
all tanks loaded.

Tanks to be loaded should have ballast removed from underneath

and heating coils must be opened once product has fully covered
the coils. The PHENOL must be carried at temperatures within
charterers instructions, typically between +45 and + 60 degrees
centigrade. If cargo is presented at the discharge port at a
temperature greater than 10 deg C above the freezing point, then
there will be no need to undertake prewashing.

A full cargo heating log must be maintained.

The fire main must be pressurized throughout, with monitors/hoses

ready at all times.

Steam and hot water should be available at any time during the
loading operation in order to unfreeze lines, valves or vent pipes.

Heating coils for any additional Low Flash cargo onboard should be
blanked.

Stowage to be planned to minimize number of loaded tanks. This

will in turn minimize the use of common (Jumper hose, “U” piece,
“Y” piece) line. The main aim behind this being avoidance of spread
of solidifying cargoes into unwanted areas of pipeline where they
might solidify due to low ambient temperatures and blowing
through after loading may not be very effective. Any leaking line
valve might further aggravate the situation.

To use common line for phenol handling is not preferred.

 To use deck heaters with single valve segregation towards common
line is not sufficient as a barrier.

Hydraulic spare parts

Industrial, mobile and marine hydraulics.

SKOURA A. SA OPEN

Topping Off

Wherever possible, tanks being loaded must be topped off as

quickly as possible in sequence to prevent lines freezing.
Loading rates to each tank must be adjusted to minimize the
chances of product freezing in the lines before they can be blown.
When tanks with individual lines and manifolds are being loaded,
consideration may be given to completing and blowing each tank as
a separate entity, depending on time restrictions, shore facilities,
charterers instructions etc.

Line Blowing

Effective and mandatory blowing of cargo lines should be carried out

immediately upon completion of loading. In case that loading is stopped
for any reason, the vessel should be prepared and ready to blow the
cargo lines immediately back to the tank from the manifold. If cargo
tanks are fitted with a drop line great care must be taken to load
simultaneously part of the cargo through the pump stack in order to
prevent blocking of the cargo line between the delivery valve of the pump
and the drop line valve.

1. High pressure nitrogen must be used for blowing cargo lines.

2. Controlled blowing must be conducted until the line to the tank is free
from PHENOL. It may well take some 10/15 minutes of blowing each line
until the lines are clear. The lines can be “tapped” using a small hammer
or spanner. If a clear bell type ring is heard, then the lines should be
clear. A dull “thunk” indicates that product is in the line and may already
be frozen.

Note: the opposite side (of manifold crossover) to loading connection will
be solidified and must be externally heated.

Sampling

Closed sampling system should be used. Hot water / steam have to be

available during sampling in order to unfreeze a blocked sampling point.
Phenol is very easily discoloured. This will happen when stored for a long
time, and will be accelerated by heat.
If the discoloration has started, it will continue regardless of any action,
but note above. At least the following samples must be retained onboard
in addition to any samples for receivers:

1. Shore tank(s) sample(s)

2. Shoreline sample
3. Start sample at vessel's manifold.
4. First foot sample.
5. Full tank sample after loading.

Venting

1. Once loading has commenced, it must not be interrupted unless

absolutely essential. If loading is interrupted, lines must be blown using
the line blowing procedure outlined. Rates to individual tanks should be
adjusted to facilitate quick and effective topping off, without risk to
personnel, the environment and the ship’s cargo system.

2. All tanks to be loaded must have adequate ventilation. As PHENOL

freezes at +40oC, personnel must be aware that there is a possibility that
vent lines may become blocked should the vapour freeze.
3. It should also be realized that during loading operations, PHENOL
vapour will be released into the atmosphere during loading and can fall
as snow. Depending on ambient weather conditions, including wind
direction and strength, there will always be a real risk that PHENOL may
be deposited over a large area of the vessel, including gangways, flying
bridge, deck access etc.

Heating

1. Once the lines have been blown, hoses can be disconnected and
blanked. During the loaded voyage, flexible hoses should be
disconnected, along with any sections of “non permanent pipework” i.e.
reducers, “Y” pieces, crossovers etc.

2. There are no special carriage requirements for PHENOL, other than

ensuring that the cargo temperature is maintained in accordance with
charterers heating instructions. If no specific heating instructions are
supplied, the cargo should be kept at a temperature of approximately
+55oC or advice sought from the office.

3. The PHENOL must be carried at temperatures within charterers

instructions, typically between +50 and + 60 degrees centigrade. A full
cargo heating log must be maintained.

Discharging Phenol

1. Due to its high freezing point, vapour lines, pressure/vacuum valves,

pump stack valves and deck tank sumps etc. may be blocked due to
frozen product. Care must be taken during the initial stages of discharge
to ensure that all are unblocked by applying either external live steam or
hot water and then;

a) Product is moving and being discharged.

b) Tank ventilation is effective for the discharge rate.

c) If there is any doubt, the discharge rate should be slowed down. If

discharge has to be stopped, then dry air or nitrogen must be available
immediately to blow and clear lines.
2. The fire main is to be pressurized before commencing discharge and
throughout all cargo/tank cleaning operations. The anchor cables can be
used to bleed pressure, whilst the system is in standby. Foam/water
cannons are to be directed over the cargo handling/manifold area
throughout the operation.

3. If the cargo is to be discharged in parcels, then the following

precautions must be made, prior to completing a parcel.

a) Nitrogen must be available to immediately blow all lines back to the

tank(s) being discharged. Lines must be blown until the chief officer is
satisfied that the lines are clear.

b) Upon completion of a tank/cargo, a tank dry certificate must be issued

immediately, due notice must be given to the receiver’s representative to
ensure that he/she is on board and in position prior to completion of
cargo.

c) The minimum number of tanks and lines to be used for each parcel.
Once the tank dry certificate has been issued, lines must be blown until
the chief officer is completely satisfied that the lines are clear.

DURING LINE BLOWING OPERATIONS, ALL NON-ESSENTIAL PERSONNEL

SHOULD BE PROHIBITED FROM ACCESS TO THE DECK AND ALL
PERSONNEL ENGAGED IN PHENOL OPERATIONS MUST WEAR FULL
PROTECTIVE CLOTHING AT ALL TIMES. IT SHOULD BE REMEMBERED
THAT DURING LINE BLOWING, PHENOL CAN BE BLOWN INTO THE AIR,
WITH THE RESULT THAT IT WILL FALL AS SNOW. EXTREME CARE MUST
BE TAKEN AT ALL TIMES.

4. Upon completion of blowing, the immediate area should be drenched

with sea water to wash away any residual product that may remain.

5. Water should be introduced in to the empty tank as soon as possible

to sufficiently cover the heating coils. This can be done by either using a
fire hose (WITHOUT A NOZZLE) or a butterworth machine (WITHOUT A
TANK WASHING MACHINE). Once the water is in the tanks and covering
the coils, the coils are to be opened. This will have two effects.

a) Any ROB will be diluted to commence reducing the adverse effects of

the cargo and to reduce its freezing point.
b) The diluted product will be heated to avoid any freezing of pump
sumps and lines, which will enable tank cleaning operations to be carried
out.

EXTREME CARE MUST BE TAKEN WHEN OPENING ANY ACCESS TO A

TANK WHICH HAS HELD PHENOL. ALL PERSONNEL ENGAGED IN PHENOL
OPERATIONS MUST AT ALL TIMES WEAR FULL PROTECTION.

*N.B. / It has been reported that an exposed area of less than 2 square
inches can be fatal!

6. Should there be a major leakage; the area should be drenched by

using the water cannon. Shore Authorities should be advised if a major
spillage occurs.

Cleaning operation

1. PHENOL is a category “Y” substance and depending on the discharge

temperature, should be pre-washed in accordance with MARPOL
requirements (Solidifying Substances).

2. Procedures for pre-washing are as follows:

On completion of discharge, tank dry certificate to be issued by

receivers.
Float gauges to be raised and placed in “sea condition” to prevent
damage.
Lines to be blown with Nitrogen.
1 portable washing machine to be prepared for each tank to be pre-
washed.
Water washing temperature to be at least +60°C. (PHENOL
becomes miscible in water at +60°C). Wash for 1 circle of machine.
Washings to be transferred to shore reception facilities. (Pre-
washing slops can be transferred to a nominated temporary slop
tank whilst reception facilities are being prepared).

ALL PERSONNEL ENGAGED IN PHENOL OPERATIONS MUST AT ALL TIMES

WEAR FULL PROTECTION.

3. Once pre-washing has been completed, the Cargo Record Book must
be endorsed properly, or a certificate attached to the relevant page.
4. Regardless of whether or not tanks have been pre-washed, all tanks
used for the carriage of PHENOL must be tank cleaned in accordance
with the requirements of MARPOL Annex II substances, as a minimum
and prepared for the next cargo. Any instructions regarding special
cleaning procedures supplied by the charterers must be followed and the
washing/cleaning procedures detailed in the vessel’s tank cleaning log
book. The following should be regarded as a minimum.

5. Prior to washing, the water temperature should be raised to at least

+80 deg C and all butterworth openings utilized.

6. At least two complete cycles, with 3-5 drops, to ensure all tank
surfaces are covered

7. Fresh water rinsing

8. Vent, mop and dry.

9. A tank entry certificate must be completed before any entry into a

cargo tank.

Phenol handling more safety guide

Hazards of Phenol - safe handling of Phenol on chemical tankers.

Phenol is derived from the basic raw materials of benzene and propylene.
Phenol is typically a solid at room temperature as it solidifies at 41°C
(106 °F). Plywood, window glazing, DVDs, computers, automotive parts
and LCD/LED TVs are some of the many items that rely on this important
raw material. .....

Marine transportation of Phenol and more safety guideline

The lack of care and attention against the handling of Phenol may be
involved in accidents which can be damaged to crew, cargo or structures.
.....

handling Phenol safety precautions

PHENOL is carried at sea in a generally pure state. As a result, it has a
high freezing point of approximately 40~ 41deg C. PHENOL is also
extremely dangerous when it comes into contact with the eyes or skin
and can be fatal. .....
We have summarized below some of the special chemical cargoes
frequently carried onboard chemical tankers

Handling benzene & methanol safety precautions

Handling carcinogens requirements for certain chemical cargoes

Handling ACRYLONITRILE safety precautions

handling ISOCYANATES safety precautions

handling Sulfuric acid safety precautions

Handling benzene & methanol safety precautions

Requirements of various grade chemical cargo heating

Following detail pages explain all liquid chemical hazards &

precautionary measures while carrying at sea.

1. Toxicology and associated hazards onboard chemical tankers

2. Hazards of vapour given off by a flammable liquid while carrying at
sea
3. Reactivity of various noxious liquid chemicals
4. Most corrosive chemicals carried onboard chemical tankers
5. What is putrefaction process of liquid chemicals ?
6. Specific gravity,Vapour pressure and boiling point,Electrostatic
charging & measuring Viscosity
7. General precautions onboard chemical tankers
8. Mooring precautions onboard chemical tankers
9. Berth precautions onboard chemical tankers
10. Cold weather countermeasures, avoiding electric storms
11. Restriction on using radio equipments and other mobile devices in
cargo working areas
12. Handling precautions for carcinogens or cyanide-like substances
 13. Means of access (gangways or accommodation ladders) safety
precautions
14. Preparations for hot work and safety precautions
15. Precautions against static electricity

Following reference publications provide useful guidance and

international regulations for carrying hazardous chemicals at sea.

SOLAS (latest consolidated edition)

MARPOL – 73/78 (latest consolidated edition)
BCH / IBC Code
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
Tanker Safety Guide (Chemicals)
Ship to Ship Transfer Guide (Petroleum)
Safety in Oil Tankers
Safety in Chemical Tankers
IMDG Code
Supplement to IMDG Code (Including MFAG and Ems)
SOPEP
Clean Seas Guide for Oil Tankers
FOSFA (for Oils, Seeds and Fats)
Prevention of Oil Spillage through Cargo Pumproom Sea Valves
CHRIS Guide (USCG)
Chemical Data Guide for Bulk Shipment by Water (Condensed
Chris)
MSDS for particular cargo carried
Chemical Tank Cleaning Guide

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