Explosion-Proof Camera Placement on Oil Tankers & Marine Vessels

Explosion-proof cameras oil tankers systems from Veilux are engineered for the most demanding hazardous environments, certified for Class I Division 1 and Zone 1 areas. Our explosion-proof cameras oil tankers lineup meets ATEX, IECEx, and UL standards.

Surveillance camera placement on oil tankers and marine vessels is one of the most technically demanding applications in hazardous-area CCTV design. Unlike static land-based installations, a tanker presents a continuously changing environment: vessel motion, salt-air corrosion, deck flooding from wave wash, cargo vapor release during loading and discharge, and strict international maritime codes governing electrical equipment in cargo zones. Getting camera placement wrong means either creating a safety hazard or producing a surveillance blind spot in the most operationally critical areas of the vessel.

This guide covers the zone-by-zone camera placement strategy for crude oil tankers, product tankers, and LNG/LPG vessels, with reference to the applicable classification standards and equipment specifications at each location.

Hazardous Zone Classification on Oil Tankers

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Explosion-Proof Cameras Oil Tankers for Hazardous Locations

Oil tankers are classified under IEC 60092-502 (Electrical Installations in Ships — Tankers: Special Features) and IEC 60079-10-1 (Zone Classification for Gas Atmospheres). These standards define three hazardous zones on tankers based on the probability of encountering a flammable vapor concentration:

• Zone 0: Permanently hazardous. Inside cargo tanks, void spaces adjacent to cargo tanks, and enclosed spaces below deck that are connected to cargo systems (pumprooms, cofferdams). Zone 0 locations are normally inaccessible and rarely require camera coverage — any equipment entering Zone 0 must use Ex ia (intrinsically safe) protection at the highest equipment protection level (EPL Ga).
• Zone 1: Likely hazardous during normal operation. The cargo deck (main deck, forecastle deck over ballast tanks carrying cargo), areas within 3 meters of tank openings (Butterworth hatches, pressure-vacuum valves, ullage ports), within 1 meter of cargo manifolds and loading arms, and the entire enclosed pumproom. Zone 1 requires ATEX Category 2G / IECEx EPL Gb certified equipment — explosion-proof (Ex d) cameras are the standard choice.
• Zone 2: Hazardous only under abnormal conditions. The area extending from Zone 1 boundaries to approximately 3 meters outboard on the cargo deck (beyond the defined Zone 1 perimeter), and the space above the cargo deck to 2.4 meters height. Zone 2 permits ATEX Category 3G / IECEx EPL Gc equipment, although most naval architects specify Zone 1 equipment throughout the cargo deck for operational simplicity and future flexibility.

ATEX and IECEx certification is mandatory for all electrical equipment on the cargo deck and in enclosed hazardous spaces. North American flagged vessels operating in US waters may use NEC Class I Division 1 equivalents, but the vast majority of tankers worldwide are classed under ATEX/IECEx requirements per flag state and classification society (Lloyd’s Register, DNV, Bureau Veritas, ABS) rules.

Camera Placement by Vessel Area

Cargo Deck Coverage

The cargo deck is the highest-priority surveillance zone on any tanker. It is where cargo operations occur, where hydrocarbon vapors are most likely to concentrate during loading and discharge, and where the greatest risk of fire and explosion exists. OCIMF (Oil Companies International Marine Forum) guidelines and many terminal operator requirements now mandate continuous video surveillance of all cargo manifold connections during ship-to-shore transfer operations.

Recommended placement strategy:

• Mount explosion-proof PTZ cameras on the bridge wings and/or on raised pedestals at the forecastle and poop deck to provide elevated overview of the entire cargo deck. A well-positioned PTZ at each end of the vessel can cover the full manifold area under optical zoom.
• Install fixed explosion-proof IP cameras at each cargo manifold cluster (port and starboard amidships), positioned to capture the loading arm connection, drip trays, and immediate deck area within 5 meters of the manifold. Two cameras per manifold (from opposing angles) eliminate blind spots from the loading arm structure.
• Install fixed cameras at each cargo tank hatch/ullage port cluster. During loading operations, overfill incidents frequently begin at tank openings — a fixed camera provides both real-time monitoring and post-incident video evidence.
• Provide coverage of the bow and stern mooring stations for crew safety and port security compliance.

Camera mounting height on cargo deck should be a minimum of 4.5 meters above deck level to avoid obstruction by cargo hoses and to place the camera body above the Zone 1 vapor accumulation layer (which is densest within 1 meter of the deck surface where heavy hydrocarbon vapors settle).

Pumproom Surveillance

The cargo pumproom is classified Zone 1 (often treated as Zone 0 equivalent by classification societies) and is the location of the highest proportion of tanker fires historically. Cargo pumps, stripping pumps, and their drive shafts present ignition risks from mechanical seal failures and overheating bearings. SOLAS (Safety of Life at Sea) and classification society rules require continuous monitoring of the pumproom during cargo operations on vessels above a certain deadweight tonnage.

Equipment requirements: The pumproom environment combines Zone 1 gas hazard with extreme vibration from running pumps, high humidity and condensation from temperature differentials with the sea, oil mist, and near-zero lighting during unmanned operation. Camera specifications must include:

• ATEX Zone 1 / IECEx EPL Gb rating (Ex d or Ex de protection)
• IP66 or IP67 for condensation and washdown resistance
• 316L stainless steel housing for salt and hydrocarbon vapor resistance
• Anti-vibration mounting bracket with rubber isolation pads
• Built-in IR illumination (50-meter range minimum) for operation during manned entry lighting-off conditions

A minimum of two cameras should be installed in the pumproom: one providing an overview of the pump deck and another covering the cofferdam access hatch and ladder. Additional cameras at each main pump bearing housing provide thermal-anomaly detection capability if thermal cameras are specified.

Engine Room and Machinery Spaces

The main engine room on tankers is classified Zone 2 or non-hazardous depending on the vessel’s configuration, but the purifier room (fuel oil and lube oil centrifuges), steering gear room, and bow thruster compartment often carry Zone 2 classification due to the presence of flammable oil mist. Standard marine IP cameras (non-Ex rated) are acceptable in Zone 2 and non-hazardous machinery spaces.

For engine room CCTV, focus coverage on the main engine top platform (for fuel injection pump monitoring), the purifier room (fire risk from centrifuge oil mist), and the engine room entrance/exit ladders for crew mustering and man-overboard monitoring.

Bridge Wings and Navigation Areas

Bridge wings are outside the hazardous zone classification on most tanker designs, but they are the optimal mounting position for cargo deck overview cameras due to their elevation, structural strength, and access for maintenance. Bridge wing cameras must still carry maritime IP66 or IP67 ratings for heavy spray and rain exposure and must withstand the vessel’s full roll and pitch motion without loosening.

CCTV coverage of the bridge itself (non-hazardous) supports crew conduct monitoring, remote inspection by fleet management, and post-incident investigation. ISPS Code requirements for port security typically include camera coverage of gangways, access doors, and the bridge access ladder.

Environmental Specifications for Marine Installation

Tanker camera systems face environmental conditions that exceed most land-based installations:

• Salt fog corrosion: IEC 60945 (Maritime Navigation and Radiocommunication Equipment) specifies salt fog testing at 5% NaCl concentration for 96 hours. Aluminum enclosures will corrode within 2-3 years in offshore conditions — specify 316L stainless steel or GRP (fiberglass) housings for cargo deck and pumproom installations.
• Wave wash (IP68): Cameras on the main cargo deck foreward of amidships are routinely submerged during heavy weather. IP67 (30 minutes at 1 meter) is a minimum; IP68 (continuous submersion) is preferable for any camera mounted below the level of the main deck weather deck guard rail.
• Vibration (IEC 60068-2-6): Pumproom and engine room cameras must be tested per IEC 60068-2-6 (5-100 Hz, 1g acceleration). Standard camera mounting brackets will loosen and fail within months in continuous pump vibration environments — use stainless vibration-isolating mounts.
• Temperature range: Tankers operating in Arctic routes (Norway, Russia, Canada) experience -40 C ambient. Ensure cameras carry cold-start ratings to this temperature. Cameras operating in Persian Gulf / Red Sea conditions must handle +60 C ambient plus direct solar radiation (raising housing surface temperatures to +80 C or above).

IMO SOLAS and OCIMF Compliance

International Maritime Organization SOLAS Chapter II-2 (Fire Protection) and OCIMF Mooring Equipment Guidelines (MEG4) are the primary regulatory references for tanker CCTV. Key requirements include:

• Pumproom monitoring: SOLAS II-2/11.6 requires fixed fire detection and alarm in pumprooms. Camera systems complement (but do not replace) fixed gas detectors and fire detectors. Many major oil companies’ vessel inspection standards (Shell, BP, ExxonMobil SIRE criteria) include questions on pumproom CCTV provisions.
• Cargo manifold coverage: OCIMF Ship Inspection Report Programme (SIRE) VIQ 7th Edition questions cover whether the cargo manifold area has CCTV coverage during ship-to-shore transfer operations.
• Port security (ISPS Code): The International Ship and Port Facility Security Code requires security plans to address monitoring of restricted access areas, gangways, and deck access points. CCTV is the standard technical implementation for these requirements.

Related Resources

• Explosion-Proof Cameras: The Complete Guide for 2026 — Full overview of classifications, certifications, and selection criteria
• FPSO and Offshore Platform Camera Systems — Fixed platform and FPSO-specific requirements
• ATEX vs. IECEx Certifications Explained — How to read Ex markings and select the right certification
• Explosion-Proof vs. Intrinsically Safe Cameras — Protection method comparison for Zone 1 equipment

International Regulations for CCTV on Oil Tankers

Oil tanker operators navigating international waters face a layered regulatory framework governing CCTV installations that goes well beyond the basic hazardous area certification requirements. The Oil Companies International Marine Forum (OCIMF) Ship Inspection Report Programme, now in its second major revision as SIRE 2.0, includes specific inspection questions related to CCTV coverage and functionality on tankers. SIRE 2.0 inspectors assess whether cameras are operational, whether the recorded footage is accessible and retained for an adequate period, and whether the coverage includes critical areas such as the cargo manifold, forecastle, and stern mooring stations.

A deficiency noted during a SIRE 2.0 inspection can directly affect a vessel’s commercial acceptability to major charterers, making camera reliability and documentation a commercial as well as a safety priority.

The International Ship and Port Facility Security (ISPS) Code, adopted under SOLAS Chapter XI-2, establishes security monitoring requirements that apply to all vessels above 500 gross tonnes engaged on international voyages. Under the ISPS Code, the Ship Security Plan (SSP) must identify the CCTV equipment on board, define the areas under surveillance, and specify procedures for monitoring and recording. Port state control (PSC) inspections conducted under the Tokyo MOU, Paris MOU, and United States Coast Guard (USCG) programmes routinely verify that CCTV systems identified in the SSP are actually installed and operational.

Deficiencies discovered during PSC inspection can result in vessel detention, making it essential that explosion-proof cameras in classified areas meet both their hazardous area certification requirements and the ISPS documentation standards simultaneously.

Flag state requirements add another layer of compliance. Many flag administrations — including those of the Marshall Islands, Bahamas, Panama, and Liberia, which collectively register a substantial proportion of the world’s tanker fleet — have issued flag state circulars specifying minimum CCTV coverage standards for tankers above certain gross tonnages. These circulars may require specific camera positions, minimum image resolution, and minimum video retention periods.

Before finalising a camera installation plan for any oil tanker, the vessel’s Designated Person Ashore (DPA) should obtain the relevant flag state circular and confirm that the proposed camera positions satisfy both the hazardous area zone classification plan and the flag state coverage requirements. Aligning both sets of requirements from the start of the design process avoids costly rework after the system is commissioned.

Cargo Deck and Pumproom Camera Requirements on Oil Tankers

The cargo deck of an oil tanker is classified as a hazardous area under IEC 60092-502 and IMO MSC/Circ.1157. The area within 3 metres of cargo manifolds, tank venting outlets, pressure-vacuum valves, and ullage openings is typically designated Zone 1 — a location where a flammable atmosphere is likely to occur in normal operation. Cameras installed at these positions must be certified for Zone 1 as a minimum, and must carry the appropriate gas group and temperature class for the cargo being carried.

Crude oil tankers typically require Group IIA certification (propane equivalent), while chemical tankers may require Group IIB or IIC certification depending on the cargo manifest. Always obtain the vessel’s cargo compatibility list and cross-reference it against the camera’s certified gas group before specifying equipment.

Cargo deck perimeter monitoring serves a distinct purpose beyond process safety: it supports the detection of over-pumping limit (OPL) violations, where cargo is transferred beyond the approved loading limits, and enables the bridge officer to observe mooring line tension and manifold connection integrity without physically walking the deck in adverse weather. For this application, wide-angle explosion-proof cameras with motorized varifocal lenses are most effective, as a single camera positioned at the manifold area can be zoomed to inspect individual connections or widened to view the full deck width during loading operations.

The cargo pumproom is one of the highest-risk spaces on an oil tanker. It is classified as Zone 1 throughout under IEC 60092-502, and access must be controlled and monitored. A camera system covering the pumproom ladder, the pump deck, and the sea chest area allows the bridge officer or cargo control room operator to confirm that authorised personnel have safely exited before pumproom ventilation is reduced or before any changes to the pumproom electrical configuration are made.

Camera housings in the pumproom must withstand high humidity, elevated temperatures generated by the cargo pumps, and exposure to hydrocarbon vapours at concentrations approaching the lower explosive limit during cargo stripping operations. Stainless steel housings with IP66 or IP67 ratings are standard for pumproom applications on crude tankers, product tankers, and chemical tankers alike.

Installation and Maintenance of ATEX Cameras on Tanker Vessels

Marine cable routing for explosion-proof camera systems on tankers must preserve the watertight and fire-retardant integrity of ship structure. Cables penetrating watertight bulkheads or weathertight decks require IMO-type-approved cable transits that maintain the fire resistance class of the division being penetrated — a Class A-60 bulkhead requires an A-60 rated cable transit, regardless of the explosion-proof classification of the camera circuit. Failure to use approved transits is a common deficiency noted during flag state surveys and classification society inspections and can result in the cable route being condemned, requiring costly remedial work in dry dock.

Certified cable glands at the camera housing entry point are equally important. The cable gland must be listed on the camera’s Type Examination Certificate or separately certified for the zone and gas group of the installation. On tanker applications, cable glands must also be rated for the marine environment — stainless steel or nickel-plated brass glands with elastomeric seals rated for continuous seawater exposure are standard. Cable armouring should be bonded to the ship’s hull at the gland to prevent the build-up of electrostatic charge, which is a specific concern on tankers carrying insulating refined petroleum products.

A biannual inspection schedule aligned with the vessel’s planned maintenance system (PMS) is the industry standard for explosion-proof cameras on oil tankers. Each inspection should include a visual check of housing integrity for corrosion or mechanical damage, verification that all bolts are present and torqued to the manufacturer’s specification, lens cleaning using a soft cloth and an appropriate solvent-free cleaner, and a functional test of the camera image and any motorized functions. In the salt-laden marine atmosphere typical of deck-mounted cameras, lens dome covers can develop micro-scratches that reduce image clarity over time; replacement domes are a low-cost maintenance item that is frequently overlooked until image quality degrades to the point of triggering a SIRE or PSC observation.

Software and firmware updates for networked explosion-proof cameras should be planned for dry dock periods when the vessel’s hot work and electrical isolation procedures allow safe access to the classified areas without the operational constraints of an active cargo voyage.

For regulatory standards on explosion-proof cameras oil tankers, refer to the OSHA hazardous location standards and NFPA 70 National Electrical Code.

As a leading provider of explosion-proof cameras oil tankers solutions, Veilux delivers certified equipment built for hazardous environments. Our explosion-proof cameras oil tankers lineup is ATEX, IECEx, and UL listed for Class I Division 1 and Zone 1 applications. Every explosion-proof cameras oil tankers unit undergoes rigorous testing to ensure reliable operation in explosive atmospheres.

Veilux engineers are available to help you specify the right explosion-proof cameras oil tankers system for your site requirements. Explore our full selection of explosion-proof cameras oil tankers equipment and request a custom quote today.

About the Author

Daniel Fernandez

Daniel Fernandez is a hazardous area security systems specialist with over a decade of experience specifying ATEX, IECEx, UL Class I Division 1, and cUL certified surveillance equipment for oil and gas, chemical, mining, pharmaceutical, and offshore environments. He holds expertise in NEC and IEC area classification standards and has consulted on explosion-proof camera system designs across North America, Europe, and the Middle East.