Cargo Manual Environment

Issue: Draft 1 - November 2006
Document Title: Cargo Operating Manual

Document Section Front Matter: British Environment
Revision: Draft 1
Date: November 2006
IMO No. 9260043
List of Contents:
Issues and Updates
Mechanical Symbols and Colour Scheme
Electrical and Instrumentation Symbols
Introduction
PART 1: SYSTEM DESCRIPTION
1.1 Cargo Tanks Layout
1.1.1 Tanks, Capacity Plan and Loading Rate
1.1.2 Tank Heating System
Illustrations
1.1.1a General Arrangement - Ship
1.1.1b Cargo Tank Arrangement
1.1.1c Cargo Tank Internal Arrangement
1.1.1d Tank Capacity Tables
1.1.2a Tank Heating System
1.1.2b Observation Tank
1.2 Cargo Piping System
1.2.1 System Description
1.2.2 Measuring and Sampling System
1.2.3 Slop Tank Usage
Illustrations
1.2.1a Cargo Piping System
1.2.2a Measuring and Sampling Positions
1.2.3a Slop Tank Arrangement
1.3 Cargo Pumps
1.3.1 Main Cargo Pumps
1.3.2 Portable Cargo Pump
1.3.3 Compressed Air Purging and Stripping System
Illustrations
1.3.1a Framo Pump Hydraulic System Architecture
1.3.1b Framo Hydraulically Driven Cargo Pump
1.3.1c Main Cargo Pumps - Control Console
1.3.1d Diesel Engine Local Control Panel
1.3.3a Cargo Pump Compressed Air Purging System
1.3.3b Air or Nitrogen Purging of the Manifolds
1.4 Inert Gas System
Illustrations
1.4.1a Inert Gas System in the Engine Room
1.4.1b Inert Gas System on Deck
1.4.1c Main Inert Gas Generator Panels in the Engine Room and
CCR
1.4.1d High Velocity Pressure/Vacuum Valve
1.5 Crude Oil Wash and Tank Cleaning System
1.5.1 Tank Cleaning System
1.5.2 Methods of Tank Cleaning
Illustrations
1.5.1a Tank Cleaning System
1.5.1b Tank Cleaning Machines
1.5.1c Tank Cleaning Machine Speed Adjustment
1.6 Hydraulic Valve Remote Control System
Illustrations
1.6a Remote Valve System
1.6b Stationary Hand Pump
1.7 Ballast System
1.7.2 Ballast Operation
1.7.3 Ballast Vent System
Illustrations
1.7.1a Water Ballast System
1.7.2a Ballast Operation
1.7.2b Deballast Operation
PART 2: CARGO HANDLING PROCEDURES
2.1 Cargo Handling and Operation Sequence Diagrams
2.1.1 Loading
2.1.2 Discharging
2.2 Inerting Cargo Tanks
2.2.1 System Operation
2.2.2 Primary Inerting
2.2.3 Use of Inert Gas While Loading Cargo
2.2.4 Use of Inert Gas While Discharging Cargo and Crude Oil
Washing
2.2.5 Use of Inert Gas on Loaded or Ballast Passage
2.2.6 Use of Inert Gas for Purging Cargo Tanks
2.2.7 Use With Vapour Emission Control (VEC)
2.2.8 Minimising Inert Gas Air Pollution
Illustrations
2.2.1c Inert Gas Generator Panels in Engine Room and CCR
2.2.2a Primary Inerting
2.2.2b Primary Inerting
2.2.3a Inert Gas Flow During Loading (Non VEC)
2.2.3b Inert Gas Flow During Loading of Cargo Tanks
2.2.4a Inert Gas Flow During Discharging
2.2.4b Inerting During Discharging
2.2.6a Inerting Cargo Tanks
2.2.7a Inert Gas Flow During Loading with VEC
2.2.7b Vapour Emission Control Monitoring and Alarm System
2.3 Loading Cargo
2.3.1 Loading a Single Grade Cargo
2.3.2 Loading a Multigrade Cargo
Illustrations
2.3a Cargo Piping System
2.3.1a Loading Single Grade
2.3.2a Loading Two Grades
Front Matter - Page 1 of 7
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.4 Discharging Cargo
2.4.1 Discharging a Single Grade Cargo (25% COW)
2.4.2 Discharging - Single Grade Cargo (Products)
2.4.3 Discharging - Two Grade Cargo without Pre-Wash
(Chemicals)
2.4.4 Discharging - Three Grade Cargo Category A, B and D
(Chemicals)
Illustrations
2.4.1a Single Grade Discharge (25% COW)
2.4.1b Crude Oil Washing
2.4.1c Single Grade Stripping to Port Slop Tank
2.4.2a Discharging Cargo - Single Grade (Products)
2.4.3a Discharging Cargo - Two Grades (Chemicals)
2.4.4a Discharging Cargo - Three Grades (Chemicals)
2.5 Tank Cleaning Operations
2.5.1 Chemical Tables
2.5.2 Pre-Wash with Water
2.5.3 Pre-Wash by Ventilation
2.5.4 Water Wash (Hot and Cold)
2.5.5 Disposal of Slops
2.5.6 Washing with a Medium Other than Water
Illustrations
2.5.1a Cleaning and Disposal Procedures
2.5.1b Pre-Washing Tables
2.5.1c Disposal of Pre-Wash or Slops
2.5.2a Pre-Wash with Water
2.5.3a Pre-Wash by Ventilation
2.5.4a Hot Wash with Sea Water
2.5.5a Discharge of Slop Water at Sea
2.6 Gas Freeing
2.6.1 Purging Cargo Tanks
2.6.2 Gas Freeing for Entry
Illustrations
2.6.1a Purging
2.6.1b Flammability Composition Diagram
2.6.2a Gas Freeing
2.7 Ballasting and Deballasting Operations
2.7.1 Heavy Weather Ballasting
2.7.2 Oil Discharge Monitoring Equipment (ODME)
Illustrations
2.7.1a Heavy Weather Ballast
2.7.1b Loading Heavy Weather Ballast
2.7.2a Oil Discharge Monitoring Equipment
PART 3: CARGO OPERATIONS, CONTROL AND
INSTRUMENTATION
3.1 Cargo Control System
3.1.1 Distributed Control System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays and DCS Operation
3.1.4 Operations
Illustrations
3.1.1a Distributed Control System Overview
3.1.2a Operator Control Station Keyboard
3.1.3a DCS Typical Screen Display
3.1.4a DCS Operator Station Screen Display
3.2 Cargo Control Room
3.2.1 Cargo Control Centre
Illustrations
3.2.1a Cargo Control Room and Ships Office
3.2.1b Control Console for Cargo Pumps, Ballast Pumps and
Hydraulic Power Packs
3.3 Cargo Tank Instrumentation System
3.3.1 Tank Level Measurement
3.3.2 Gas Detection System
3.3.3 Portable Measuring and Sampling Equipment
3.3.4 Loading Computer
3.3.5 Remote Sounding and Draught Gauging System
Illustrations
3.3.1a Saab Tank Level Monitor Display
3.3.1b Tank High Level and Overflow Alarm System
3.3.2a Gas Detection Alarm Panel
3.3.3a Manual Sampling Device
3.3.4a Loading Computer Profile Image
3.3.4b Loading Computer Longitudinal Strength Screen
3.3.5a Tank Level and Draught Gauging System
3.3.5b Tank Level Gauge Boards
PART 4: EMERGENCY SYSTEMS AND PROCEDURES
4.1 Fire Hydrant System
Illustrations
4.1a Engine Room Fire Hydrant System
4.1b Deck Fire Hydrant System
4.2 Deck Foam System
Illustrations
4.2a Deck Foam System
4.3 Discharge of Cargo from a Damaged Tank
Illustrations
4.3a Discharge of Cargo from a Damaged Cargo Tank
4.4 Cargo Spillage
4.5 Emergency Inerting
Illustrations
4.5a Emergency Inerting of a Ballast Tank
4.5b Ballast Tank Inerting
Revision: Draft 1
Date: November 2006
IMO No. 9260043
ISSUE AND UPDATES
This manual is provided with a system of issue and update control. Controlling
documents ensure that:
Documents conform to a standard format;
Amendments are carried out by relevant personnel.
Each document or update to a document is approved before
issue.
A history of updates is maintained.
Updates are issued to all registered holders of documents.
Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the BP Technical Operations Office.
This manual was produced by:
WORLDWIDE MARINE TECHNOLOGY LTD.
For any new issue or update contact:
The Technical Director
Dee House
Zone 2
Parkway
Deeside Industrial Estate
CH5 2NS
UK
E-Mail: manuals@wmtmarine.com
Item Issue 1 Issue 2 Issue 3 Issue 4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
A
S
S
M
A
A
S
E
W
F
Not Connected
Crossing Pipe
Connected Crossing Pipe
T Pipe
H B
F
Mechanical Symbols and Colour Scheme
Stop Valve
Thermostatic Temperature
Regulating Valve
Float Valve
Gate Valve
Angle Stop Valve
Butterfly Valve
Hydraulic Operated
Butterfly Valve
Intermediate Position
Type Butterfly Valve
Screw Down Non-Return
Valve
Screw Down Non-Return
Valve
Non-Return Valve
Swing Check Valve
Ball Valve
Hose Valve
Angle Hose Valve
Needle Valve
Angle Needle Valve
Foot Valve
Pressure Regulating Valve
Breathing Valve
Angle Safety / Relief Valve
Safety / Relief Valve
Self-Closing Valve
Pneumatic Operated
Emergency Shutt-Off Valve
Angle Self-Closing Valve
Regulating Valve
Two-Way Cock
Three-Way Cock (L-Type)
Three-Way Cock (T-Type)
Air Motor Valve
Electric Motor Valve
Emergency Shut Off Valve
Rotary Disc Automatic
Three-Way Valve
Storm Valve
Storm Valve
(Without Handle)
Wax Expansion Type
Control Valve
Flap Check Valve
Blind Flange Valve
Rose Box
Mud Box
Simplex Water Strainer
Simplex Oil Strainer
Drain and Water Strainer
Duplex Oil Strainer
Y-Type Strainer
Steam Trap with Strainer
and Drain Cock
Steam Trap with Strainer
Duplex Auto-Backflushing
Oil Strainer
Simplex Auto-Backflushing
Filter
Sight Glass
Observation Glass
Flow Meter
Disc Float Type Air Vent
Disc Float Type Air Vent
(With Flame Wire Screen)
Hopper without Cover
Hopper with Cover
Scupper
Air Vent Pipe Manual Hydraulic
Deck Stand
Deck Stand Air Vent Pipe
with Flame Screen
Air Vent Pipe
(Without Wire Net)
Air Vent Pipe
(With Wire Net)
Sounding Head
with Cap/Filling Cap
Sounding Head
with Self Closing Device
Pressure Vacuum
Relief Valve
Pressure Vacuum
Breaker
Fire Hose Box
Air Horn
Steam Horn
Electric Horn
Suction Bellmouth
Overboard Discharge
Centrifugal Pump
Gear or Screw Type Pump
Hand Pump
Ejector (Eductor Injector)
Reciprocating Type Pump
Diaphragm Pump
Spool Piece
Flexible Hose Joint
Discharge/Drain
Tank Penetration
Blind (Blank) Flange
Orifice
Spectacle Flange
( Open, Shut)
Piston Valve
Piston
Diaphragm Operated
Valve
Solenoid Valve
Solenoid Driven
Electric Motor Driven
Air Motor Driven
Hand Operated
Cylinder with Positioner
Hand Operated
(Locked Close)
Hand Operated
(Locked Open)
Spring
Weight
Float
Diaphragm
Diaphragm with Positioner
Cargo Grade 1
Cargo Grade 2
Cargo Grade 3
Cargo Grade 4
Cargo Grade 5
Cargo Grade 6
Inert Gas
Hydraulic Oil
Fresh Water
Sea Water
Ballast Water
Fire Water
CO
2
Line
Air
High Temperature Water
Low Temperature Water
Marine Diesel Oil
Heavy Fuel Oil
Slops
Lubricating Oil
Saturated Steam
Exhaust Steam
Condensate
Bilges
Electrical Signal
Instrumentation
Refrigerant
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Resistor
Group junction box xx
(xx = location)
Whistle relay box
Governor motor
Water transducer
Humidistat
WT joint box
2 glands (4 glands)
NWT joint box
Receptacle
Solenoid valve
Variable resistor
Fuse
Normally Closed switch
Indicator lamp
Relay coil
Buzzer
Bell
110 Central meter
Rectifier equipment
Making contact
Making contact
Making contact
Breaking
Breaking
Breaking
Making contact
Breaking
Pushbutton switch
(alternative)
Pushbutton switch
(alternative)
Power supply unit
Zener barrier box
Limit switch
GSP
C
P
PD
LD
LD
L
M
Starter (direct on line)
Local group
starter panel
Control panel
440V dist. board
230V power dist. board
Lighting dist. board
Air circuit breaker
M.C.C.B 1 phase
M.C.C.B 3 phase
Normally Open switch
Battery charger
Battery
Pushbutton (start/stop)
Pushbutton
(start/stop/running)
Emergency stop
pushbutton box
Overcurrent relay
Diesel generator
Liquid sensor
Transformer
J
HS
( ) J J
10A
RL
D-D
BZ
BL
XXX
XXXX
ZBK
LM
AC induction motor M
LD
Emergency generator EG
DG
WT
GM
S I G
R B
GJB/XX
Function is Locally
Available
Functions are Available
in Control Room
XXX
XXXX
Functions are Available
on a Local Panel
Letters outside the circle
of an instrument symbol
indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
is involved
O = Open
C = Closed
CP Capacitance
CI Compound Indication
CO
2
CO
2
Meter
O
2
O
2
Meter
DP Differential Pressure
DPS Differential Pressure Switch
DPX Differential Pressure Transmitter
DPI Differential Pressure Indicator
DIS Displacer
EM Electromagnetic Flow Meter
FA Flow Alarm
FC Flow Controller
FX Flow Transmitter
FI Flow Indication
FS Flow Switch
FCO Flow Counter
FLG Float Type Level Gauge
HY Hydrazine Detector/Meter
H
2
O Hydrometer
LAH Level Alarm (High)
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge
LI Level Indication
LR Level Recorder
LS Level Switch/Limit Switch
MS Microswitch
PAH Pressure Alarm (High)
PAL Pressure Alarm (Low)
PAHLI Pressure Alarm High/Low Indicator
PX Pressure Transmitter
PC Pressure Controller
PR Pressure Recorder
PI Pressure Indication
PS Pressure Switch
PD Pressure Displacement Meter
PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
RX Revolution Transmitter
RC Revolution Controller
SA Salinity Alarm
SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
TI Temperature Indication
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
TAHLI Temperature Alarm High/Low Indicator
TS Temperature Switch
TH Turbine Meter
TM Torque Meter
VA Vacuum Alarm
Space heater
(element type)
Earth
With time
limit in
closing
With time
limit in
opening
Flicker
relay
XXX
Auxiliary
relay
contact
H
L
XXX
XXXX
Trip Automatic Trip
S
VI Vacuum Indication
VX Vacuum Transmitter
VR Viscosity Indication
VC Viscosity Controller
VAH Viscosity Alarm (High)
VAL Viscosity Alarm (Low)
Electrical and Instrumentation Symbols
Revision: Draft 1
Date: November 2006
IMO No. 9260043
INTRODUCTION
General
Although this ship is supplied with shipbuilders plans and manufacturers
instruction books, there is no single document which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery. The purpose of this one-stop manual is to assist, inform
and guide competent ships staff and trainees in the operation of the systems
and equipment on board and to provide additional information that may not
be otherwise available. In some cases, the competent ships staff and trainees
may be initially unfamiliar with this vessel and the information in this manual
is intended to accelerate the familiarisation process. It is intended to be used in
conjunction with shipyard drawings and manufacturers instruction manuals,
bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing
Orders and in no way replaces or supersedes these publications, all of which
take precedence over this manual.
Information relevant to the operation of the British Environment has been
carefully collated in relation to the systems of the vessel and is presented in
three onboard volumes consisting of BRIDGE SYSTEMS and EQUIPMENT
OPERATING MANUAL, CARGO OPERATING MANUAL and MACHINERY
OPERATING MANUAL.
The vessel is constructed to comply with MARPOL 73/78. These regulations
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994, 1995, 1998, 2001, and 2003.
The information, procedures, specifications and illustrations in this manual
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturers publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ships staff under
operating conditions.
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are
provided to inform of perceived dangers to ships staff or equipment. In many
cases, the best operating practice can only be learned by experience.
If any information in these manuals is believed to be inaccurate or incomplete,
the officer must use his professional judgement and other information available
on board to proceed. Any such errors or omissions or modifications to the
ships installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the BP Shipping Technical
Operations Office, who should inform WMT so that a revised document may be
issued to this ship and in some cases, others of the same class.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered at
all times.
Never continue to operate any machine or equipment which
appears to be potentially unsafe or dangerous and always report
such a condition immediately.
Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any equipment.
In particular, overspeed trips on auxiliary turbines must be
tested before putting the unit to work.
Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major
failure occurs.
Never underestimate the fire hazard of petroleum products,
whether fuel oil or cargo vapour.
Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is
able to operate satisfactorily.
In the design of equipment, protection devices have been included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If any of these safety
devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
Description
The concept of this Machinery Operating Manual is to provide information to
technically competent ships officers, unfamiliar to the vessel, in a form that is
readily comprehensible, thus aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
Part one details the machinery commissioning procedures required to bring
the vessel into varying states of readiness, from bringing the vessel to a live
condition through to securing plant for dry dock.
The second part of the manual details ships systems, providing a technical
description, system capacities and ratings, control and alarm settings and
operating details. Part three provides similar details for the vessels main
machinery and control system. Parts four and five describe the emergency
systems and procedures.
The valves and fittings identifications used in this manual are the same as those
used by the shipbuilder.
Illustrations
All illustrations that are referred to in the text and are located either in-text
where sufficiently small, or above the text, so that both the text and illustration
are accessible when the manual is laid open. When text concerning an
illustration covers several pages the illustration is duplicated above each page
of text.
Where flows are detailed in an illustration these are shown in colour. A key of all
colours and line styles used in an illustration is provided on the illustration.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw readers attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTION
Cautions are given to draw readers attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notes are given to draw readers attention to points of interest or to
supply supplementary information.
Safety Notice
It has been recorded by International Accident Investigation Commissions
that a disproportionate number of deaths and serious injuries occur on ships
each year during drills involve lifesaving craft. It is therefore essential that
all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, liferafts and rescue boats
PART 1: SYSTEM DESCRIPTION
1.1 Cargo Tanks Layout
1.1.1 Tanks, Capacity Plan and Loading Rate
1.1.2 Tank Heating System
Illustrations
1.1.1a General Arrangement - Ship
1.1.1b Cargo Tank Arrangement
1.1.1c Cargo Tank Internal Arrangement
1.1.1d Tank Capacity Tables
1.1.2a Tank Heating System
1.1.2b Observation Tank
Document Section 1: British Environment
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.1.1a General Arrangement - Ship
NO SMOKI NG
No.6 Cargo
Oil Tank Engine
Room
CO
2
Room
Store
Work
Shop
No.5 Cargo
Oil Tank
No.4 Cargo
Oil Tank
No.3 Cargo
Oil Tank
No.2 Cargo
Oil Tank
No.1 Cargo
Oil Tank
Cargo
Oil Tank
Starboard
Cargo
Oil Tank
Port
Bosuns Store Chain Locker
Bow Thruster Room
Aft Peak Tank
Engine
Casing
Deck
Store
Air Con
Room
Hospital
Laundry Fish
Meat
Veg.
Shower/
Sauna
Gym
Cargo
Control
Room
Steering Gear Room
Heavy Fuel Oil Tank
Dry Provisions Room
Fresh Water Tank
Fore Peak Tank
Side Elevation
Upper Deck
Principle Particulars
Length
Length
Breadth
Depth
Draft
O.A.
B.P.
MLD.
MLD.
MLD. (Design)
MLD. (Scantling)
EXT. (Scantling)
Abt. 182.55 m
175.00 m
27.34 m
16.70 m
10.85 m
11.20 m
11.217 m
Section 1.1.1 - Page 1 of 6
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.1 CARGO TANKS LAYOUT
1.1.1 TANKS, CAPACITY PLAN AND LOADING RATE
The vessel is designed and constructed for the carriage of crude oil, petroleum
products, caustic soda, methanol, mtbe, molasses and edible oils. The cargo
area consists of six (6) sets (port and starboard) of cargo tanks and two (2) slop
tanks, each protectively located within a full double hull structure.
The cargo tank area is divided into seven main groups:
Number 1 group:
No.1 port and starboard cargo tanks.
Number 2 group:
Number 3 group:
Number 4 group:
Number 5 group:
Number 6 group:
Number 7 group:
Port and starboard slop cargo tanks.
The ballast tanks are located outboard of and beneath the cargo tanks. Ballast
tanks No.1, 2, 3 and 6 are of an L shaped side wing and double bottom tank
design, while No.4 and 5 ballast tanks although of a similar design only extend
to the seventh longitudinal. An additional centre double bottom tank from the
seventh longitudinal, which although identified as No.4 centre stretches below
No.4 and 5 cargo tanks. The fore peak tank can also be used for ballast. The
aft peak is filled and emptied via the bilge, fire and GS pumps in the engine
room.
The loading and discharging of the cargo tanks is carried out via seven
completely independent manifolds located amidships, either from the port
or starboard side, the seven combined cargo loading/discharge lines lead to
separate drop lines for each cargo tank.
The system can be made common at the port midships manifold area via a
300mm nominal bore crossover line linking any combination of tanks together
by means of the double shut-off manual valves leading to each set of loading/
discharge lines.
Discharge of the cargo is achieved via each of the Framo deepwell cargo pumps
located within each cargo tank and through the respective manifold on deck.
Cargo tanks are drained using the Framo deepwell pumps via the 40mm
nominal bore stripping line, bypassing the cargo discharge valve on deck and
discharging into the main line through the manifold.
The cargo oil pumping system is designed to discharge the bulk of the cargo oil
from all cargo oil tanks in approximately 24 hours, compliant with charter party
terms. The design is such that all loading/discharging operations, including
ballasting, deballasting and COW can be completed in approximately 32
hours.
The cargo tanks should be fully inerted during cargo handling operations.
Crude oil washing (COW) is an essential component in achieving maximum
out-turn when a crude oil product is carried. The starboard slop tank cargo
pump is used to supply the crude oil to the fixed tank cleaning machines
located in all the cargo tanks via an isolating valve CO162 and a removable
elbow piece. Alternatively any of the cargo pumps can be utilised for crude oil
washing when the pipelines are configured correctly.
All of the cargo and slop tanks are fitted with heating coils located inside the
tanks.
The maximum vapour flow rate through a cargo tank PV valve at 20kPa is
840m
3
/h and through a slop tank PV valve at 20kPa 840m
3
/h even though
the ND for the slop tank PV valves is 125mm against 150mm for the cargo
tanks.
The drop line to No.1 wing cargo tanks is of ND 150mm, at 7m/sec this gives
a loading rate of 445m
3
/h due to pipeline diameter and 535m
3
/h for gas oil.
The maximum vapour flow rate through an individual PV valve restricts the
loading rate of gas oil rather than the pipeline diameter except where more
than one PV valve is connected to the tank through the IG system then a higher
loading rate would be acceptable.
The drop line in No.2 to 6 cargo tanks is ND 200mm, due to the PV valve
vapour flow this gives a loading rate of 535m
3
/h for both products and gas
oil.
Maximum Loading Rates
Products Gas Oil
No.1 wing tanks 445m
3
/h 535m
3
/h
No.2 to 6 wing tanks 535m
3
/h 535m
3
/h
Slop tanks 150m
3
/h 150m
3
/h
Maximum Loading Rates for Products
1 manifold connection with at least 4 tanks open 1,780m
3
/h
2 or more manifold connections with at least 6 tanks open 3,200m
3
/h
Maximum Loading Rates for Gas Oil
3
/h
Maximum Discharging Rates
Cargo tanks No.1 wing tanks 300m
3
/h
Cargo tanks No.2 to 6 wing tanks 450m
3
/h
Slop cargo tanks 150m
3
/h
Maximum Discharging Pressure
Cargo system 10 bar
Maximum Loading Pressure
Cargo system 10 bar
Maximum loading pressure on pump top cover 8 bar
Inert Gas System
Design flow capacity: 3,750Nm
3
/h
(102mmWG = 1kPa)
PV valve settings kPa mmWG mbar
Pressure 20 2040 200
Vacuum -3.5 -343 -35
PV valve capacity (100%): 840m
3
/h, pressure
1,350m
3
/h, vacuum
PV breaker settings kPa mmWG mbar
Pressure 23.5 2,400 235
Vacuum -5 -500 -50
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.1.1b Cargo Tank Arrangement
No.5 Cargo
Oil Tank Port
No.6 Cargo
Oil Tank Port
Aft
Peak
Tank
No.5 Cargo
Oil Tank Starboard
No.6 Cargo
Oil Tank Starboard
No.4 Cargo
Oil Tank Port
No.4 Cargo
Oil Tank Starboard
No.4 Double Bottom
Water Ballast Tank
Centre
No.3 Cargo
Oil Tank Port
No.3 Cargo
Oil Tank Starboard
No.2 Cargo
Oil Tank Port
No.2 Cargo
Oil Tank Starboard
No.1 Cargo
Oil Tank Port
Fore
Peak
Tank
No.1 Cargo
Oil Tank Starboard
MDO Storage Tank Starboard
MDO Storage Tank Port
Oily Bilge Tank
Stern Tube LO Sump Tank
Bilge Well
No.5 Water Ballast Tank
Starboard
Starboard
HFO Tank
Starboard
Starboard
Starboard
Starboard
Starboard
Port
Port
Port
Port
Port
Port
HFO Tank
Port
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.1.1c Cargo Tank Internal Arrangement
1 1
2 2
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Crossover
Connection
Inert
Main
Key
PV Valve
Gas Freeing Valve
Tank Inert Gas Isolating Valve
Deepwell Cargo Pumps
1
2
3
4
3 3
4 4
4 x 20mm Diameter Vent Holes
Cargo Drop Line
Temperature
Sensor (High)
100mm
1m
8.5m
Temperature
Sensor (Low)
Authors Note: Heights To Confirm
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CARGO OIL AND SLOPS TANKS
Compartment Location
Frame
Volume VCG
From
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
100%
m
3
98%
m
3
98%
(Barrel US)
No.1 Cargo Tank (P) 162 - 187 3,069.8 3,008.4 18,922.3 9.853 66.15 1,971
No.1 Cargo Tank (S) 162 - 187 3,069.8 3,008.4 18,922.3 9.853 66.15 1,971
No.2 Cargo Tank (P) 138 - 163 3,666.3 3,593.0 22,599.3 9.678 44.97 2,877
No.2 Cargo Tank (S) 138 - 163 3,666.3 3,593.0 22,599.3 9.678 44.97 2,877
No.3 Cargo Tank (P) 114 - 139 3,670.8 3,597.4 22,627.0 9.677 23.18 2,881
No.3 Cargo Tank (S) 114 - 139 3,670.8 3,597.4 22,627.0 9.677 23.18 2,881
No.4 Cargo Tank (P) 90 - 115 3,670.8 3,597.4 22,627.0 9.678 1.31 2,884
No.4 Cargo Tank (S) 90 - 115 3,670.8 3,597.4 22,627.0 9.678 1.31 2,884
No.5 Cargo Tank (P) 66 - 91 3,670.8 3,597.4 22,627.0 9.677 -20.50 2,881
No.5 Cargo Tank (S) 66 - 91 3,670.8 3,597.4 22,627.0 9.677 -20.50 2,881
No.6 Cargo Tank (P) 43 - 67 3,370.0 3,302.6 20,772.8 9.937 -41.67 2,645
No.6 Cargo Tank (S) 43 - 67 3,370.0 3,302.6 20,772.8 9.937 -41.67 2,645
Slop Tank (P) 40 - 44 441.1 432.3 2,719.1 10.623 -53.91 481
Slop Tank (S) 40 - 44 441.1 432.3 2,719.1 10.623 -53.91 481
TOTAL 43,119.2 42,256.7 26,789,00
FRESH WATER TANKS SG 1.000
Compartment
Location
Frame
Volume
100%
m
3
Weight
100%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
Fresh Water Tank Port 1 - 9 112.3 112.3 15.093 -83.21 52
Fresh Water Tank Starboard 1- 5 48.5 48.5 15.105 -85.01 15
Boiler Fresh Water Tank Starboard 5 - 9 63.7 63.7 15.084 -81.84 34
FRESH WATER TOTAL 224.5 224.5
WATER BALLAST TANKS SG 1.025
Compartment
Location
Frame
Volume
100%
m
3
Weight
100%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
Fore Peak Tank Centre 187 - 201.2. 1,593.7 1,633.5 10.385 82.18 4609
No.1 WB Tank Port 163 - 187 1,652.9 1,694.3 6.518 67.64 3904
No.1 WB Tank Starboard 163 - 187 1,410.0 1,445.2 7.298 67.69 1805
No.2 WB Tank Port 139 - 163 1,232.7 1,263.5 5.864 45.94 3210
No.3 WB Tank Port 115 - 139 1,473.7 1,510.6 5.194 24.01 6375
No.4 DBWT Centre 64 - 115 1,599.9 1,639.9 2.454 -10.38 8292
No.4 WB Tank Port 91 - 115 901.0 923.6 6.675 0.46 926
No.5 WB Tank Port 67 - 91 1,006.4 1,031.5 6.384 -20.06 1116
No.5 WB Tank Starboard 67- 91 1,006.4 1,031.5 6.384 -20.06 1116
No.6 WB Tank Port 37 - 67 1,625.8 1,666.4 5.548 -43.88 4815
No.6 WB Tank Starboard 37 - 67 1,230.8 1,261.6 6.194 -45.19 1977
WB After Peak Tank Centre -5 - 9 417.8 428.2 11.498 -84.66 4922
WATER BALLAST TOTAL 18,915.8 19,388.7
NOTE:
1. As for LGC, - (minus sign) means After Midship
+ (plus sign) means Forward Midship
2. MT = Metric Tonne
M = metre
3. Unit of Barrel is based on US Standard
Illustration 1.1.1d Tank Capacity Tables
Revision: Draft 1
Date: November 2006
IMO No. 9260043
FUEL OIL TANKS SG 0.990
Compartment
Location
Frame
Volume
100%
m
3
Weight
98%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
HFO Tank Port 31 - 40 492.5 477.8 9.870 -57.60 1092
HFO Tank Starboard 31 - 40 584.3 566.9 10.354 -57.52 1047
HFO Service Tank Port 37 - 39 41.1 39.9 12.599 -57.11 7
HFO Setting Tank Port 37 - 39 36.9 35.8 12.175 -57.10 4
FUEL OIL TOTAL 1,154.8 1,120.4
DIESEL OIL TANKS SG 0.900
Compartment
Location
Frame
Volume
100%
m
3
Weight
98%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
MDO Storage Tank Port 20 - 35 67.1 59.2 1.274 -62.98 140
MDO Storage Tank Starboard 20 - 35 38.2 33.7 1.394 -64.70 37
MDO Service Tank Port 25 - 31 42.5 37.5 14.55 -65.09 11
DIESEL OIL TOTAL 57.4 50.4 -
LUBRICATING OIL TANKS SG 0.900
Compartment
Location
Frame
Volume
100%
m
3
Weight
98%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
Main LO Sump Tank Centre 19 - 30 19.9 17.6 1.235 -68.07 8
Main LO Settling Tank Starboard 25 - 29 14.3 12.6 14.550 -65.90 1
Main LO Storage Tank Starboard 25 - 29 14.3 12.6 14.550 -65.90 1
Generator Engine LO Storage Tank
Starboard
25 - 27 3.6 3.2 14.550 -66.70 0
Generator Engine LO Settling Tank
Starboard
27 - 29 3.6 3.2 14.550 -65.10 0
Stern Tube LO Sump Tank Starboard 13 - 15 1.7 1.5 1.708 -76.27 0
LUBRICATING OIL TOTAL 57.4 50.7
MISCELLANEOUS TANKS
Compartment
Location
Frame
Volume
100%
m
3
Weight
98%
MT
VCG
from
BL
m
LCG
from
Midship
m
Max.
Moment
of Inertia
m
4
Stern Tube Cooling Water Tank 4.9 - 10 21.6 19.1 4.060 -81.28 9
Bilge Holding Tank Centre 10 - 18 35.7 31.5 1.186 -76.51 27
Oily Bilge Tank Port 16 - 18 6.6 5.8 1.235 -73.88 2
HFO Overflow Tank Centre 35 - 37 29.3 25.9 1.088 -58.75 472
Sludge Tank Port 27 - 35 7.6 6.7 7.900 -62.7 2
Hydraulic Oil Tank Starboard 33 - 36 15.7 13.9 7.900 -59.9 117
HPU Engine Gas Oil Tank Port 25 - 29 50.1 44.2 14.550 -65.9 40
Cylinder Oil Storage Tank Starboard 25 - 29 28.6 24.9 14.550 -65.9 7
MISCELLANEOUS TOTAL 195.2 157.5
NOTE:
1. As for LGC, - (minus sign) means After Midship
+ (plus sign) means Forward Midship
2. MT = Metric Tonne
M = metre
3. Unit of Barrel is based on US Standard
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
PI
PI
CD
110
Illustration 1.1.2a Tank Heating System
Key
Saturated Steam
Condensate
Compressed Air
Sea Water
Electrical Signal
CD102
CD103
CD219
CD140
CD138
CD229
CD227
CD152
CD150
ST167
ST171
ST170
ST132
ST131
ST126
ST125
ST166
ST123
ST122
ST124
CD215
CD134
CD132
ST189
CD136
ST188
ST121
ST191
CD142
CD154
CD225
CD223
CD146
CD144
ST128
ST129
ST168
ST169
ST190
CD148
ST163
CD212
CD210
CD203
ST162
ST161
ST159
ST158
ST
160
CD206
CD204
CD264
ST201
CD208
ST200
ST507
Observation
Tank
Deck
Water
Seal
Tank
ST302
ST220
CD401
CD402
CD109
CD
120
To
Engine Room
Drain Cooler
From
Engine Room
Boiler 7kg/cm
2
System
ST111
CD214
ST117 ST118
ST120
ST119
CD104 CD105
CD106
ST203
Slop Tank
(Starboard)
Deck Store
(Starboard)
No.6 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
Slop Tank
(Port)
Residual Oil Tank
No.6 Cargo Tank
(Port)
No.5 Cargo Tank
(Port)
No.4 Cargo Tank
(Port)
No.3 Cargo Tank
(Port)
No.2 Cargo Tank
(Port)
No.1 Cargo Tank
(Port)
Fore Peak
Tank
CD117
CD119
ST104
CD122
ST
130
ST
136
ST
116
ST
113
ST
112
CD
107
CD149 CD137
CD143 CD131
ST127
CD245
CD243
CD176
CD174
ST179
ST178
ST144
ST143
ST195
CD178
CD241
CD230
CD170
CD168
ST140
ST141
ST176
ST177
ST194
CD172
ST
142
CD173
CD167
ST139
CD237
CD235
CD164
CD162
ST175
ST174
ST138
ST137
ST193
CD166
CD233
CD231
CD156
ST134
ST135
ST172
ST173
ST192
CD160
To Sea
Chest
To
Sea
Chest
CD253
CD251
CD188
CD186
ST183
ST182
ST150
ST149
ST197
CD190
CD249
CD247
CD182
CD180
ST146
ST147
ST180
ST181
ST196
CD184
ST
148
CD185
CD179
ST145
CD261
CD259
CD200
CD198
ST187
ST186
ST156
ST155
CD199
CD202
CD257
CD255
CD194
CD192
ST152
ST153
ST184
ST185
ST198
CD196
ST
105
F.R.
F.R.
F.R.
CD
116
ST
154
CD197
CD191
ST151
CD161
CD155
ST133
ST
157
CD209
Tank Cleaning Heater (120m
3
/h)
Sea Water
Sea
Water
Temperature
Control Panel
ST202
ST101
ST102
Set
7kg/cm
2
Air Supply
7kg/cm
2
CD158
ST303
ST304
CD405
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.1.2 TANK HEATING SYSTEM
Introduction
Each of the cargo tanks, slop tanks and the residual tank are fitted with
heating coils so that steam heating can be supplied to raise and maintain the
temperature of the cargo or wash water as required.
Stainless steel piping, type 316L schedule 10S, with a 40mm nominal bore is
used and arranged in a grid pattern across the bottom of the cargo tanks and
both slop tanks in a sleeve welded construction.
The 150mm nominal bore main steam supply line is of mild steel construction,
branch lines reduce to a 80mm supply to the tanks steam headers, thereafter
down to 40mm. The steam condensate return out of the tanks at the condensate
header is 25mm before rising to 50mm before the return isolating valve.
The branch line now increases to 65mm diameter before feeding the 100mm
nominal bore main steam condensate return line which passes through an
observation tank prior to return to the engine room. The steam supply and
return lines on deck are lagged with a water repellent insulation which is
covered with a 1mm F.R.P. resin coating on the weather deck (check).
The specification of the heating ratio in each of the slop tanks is such that the
heating system is designed to raise the temperature of the cargo from 33C to
66C within 24 hours. This ratio is based on an ambient sea temperature of
5C and air temperature of 2C. No.1 cargo tanks are each fitted with 3 group
layers of heating coils, cargo tanks No.2 to No.6 each have 4 groups, each slop
tank has 2 groups. Steam is supplied at a pressure of 7kg/cm
2
controlled from
a steam supply isolation valve located at the after end of the main deck before
supplying of the cargo oil and slop tanks. Additionally, steam from this main
line is also branched off for steam heating on the deck seal and cargo tank
cleaning heater unit which is located in the starboard deck store.
Each tank is fitted with a steam header and a condensate header. Drain valves
on the steam header and on the condensate header are used to test the quality
of the condensate returns.
Heating coils should be pressure tested, and if necessary, thereafter blown
through and repaired, on each occasion prior to:
Loading a cargo which requires heating.
Carrying out tank repairs (so that any coil leak will not leach
hydrocarbon gas or product into the tank).
Gas freeing for voyage repairs or dry-docking.
Similar action should be taken when changing from a low flashpoint to a high
flashpoint grade or from dirty products to clean products. The normal method
of testing the coils is simply to crack steam on to the system and test the quality
of the condensate returns.
The condensate returns are directed to an observation tank situated on the
upper deck. This is intended to give early warning of any cargo finding its
way into the system. This is possible if a heating coil has become ruptured and
cargo has gained entry.
Cargo finding its way into the boilers could cause major problems and so must
be avoided. The observation tank is fitted with a glass window so that regular
observation of the drains can be made.
Cargo
Tank
Name
Tank Vol.
98%
m
3
Heating
Ratio
m
2
/m
3
Heating
Coil
Length
Initial
Temp
C
Final
Temp
C
Heating
Time
(Hours)
No. 1 3,008.4 0.02 403 44 66 96
No. 2 3,593.0 0.02 481 44 66 96
No. 3 3,597.4 0.02 481 44 66 96
No. 4 3,597.4 0.02 481 44 66 96
No. 5 3,597.4 0.02 481 44 66 96
No. 6 3,302.6 0.02 442 44 66 96
Slop 432.3 0.04 117 33 66 24
Procedure for the Operation of the Cargo Heating System
All valves and drains are closed.
a) Ensure all spectacle blanks in the steam inlet and condensate
lines are in the OPEN position on only those tanks to be
heated.
b) Open the main condensate return valve CD119 and block valve
CD405 to the cargo heating condensate observation tank and
valve CD120 from the observation tank to the engine room.
c) Open the forward warming through valves ST163 and CD102.
d) Open the condensate outlet drain valves on all tanks to be
heated and the double block valves ST303 and ST304.
e) Crack open the main steam warming through valve ST102
and warm through the deck lines. Open the forward drain
valve CD103 and check the drains are clear the close the drain
valve.
f) At the individual tank heating coil manifolds crack open the
inlet valves and warm through the heating coils.
g) Open the steam warming through valve ST102 to its full extent
and continue warming through the lines.
h) When the deck lines are warmed through slowly open the steam
master valve ST101. Close the warming through valve ST102
when the master valve is fully open. Close the forward warming
through valves ST163 and CD102.
i) Check the condensate outlet from the heating coils for signs of
oil at the drain valves.
j) Open the individual heating coil condensate return valves and
the main return isolating valve from each header.
k) Close the drain valves.
l) Check the cargo heating observation tank for contamination.
m) Monitor the temperature in each tank being heated from the
Aconis screen displays in the CCR. Each cargo and slop tank
has two temperature monitoring points, the lower sensor is
approximately 1m above the tank bottom, while the upper sensor
is positioned approximately 8.5m above the tank bottom.
n) Ensure any heated cargo is raised and maintained at the correct
temperature according to the charterers requirements.
Note: The heating coils are controlled manually and should be shut
accordingly before nearing completion of discharge of the tank to avoid
overheating of the residue cargo.
Shutting Down the System
a) Shut off all individual tank steam and condensate valves.
b) Open drain valves to prevent a vacuum forming which could
draw in oil through any pipe defects.
c) Close drain valves when the coils have reached ambient
temperature, to prevent ingress of sea water during heavy
weather.
d) Close the main steam supply valve ST101 and return valve
CD119.
e) Return the cargo tank system spectacle blanks to their closed
position as necessary.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Procedure to Deal with Contamination
WARNING
Oil entering the water side of the boiler can have immediate and serious
effects on the boiler possibly leading to tube failure and the need for the
boiler to be shut down for repair.
In the event that contamination of the condensate is detected, it is essential to
stop it from returning to the boiler. The steam supply to the deck system and
the condensate return CD120 must be shut off and the scumming valve on the
observation tank to the slop tank CD122 opened. This allows the cargo to be
scummed from the surface of the water into a suitable receptacle. The engine
room should be informed of the situation so that the returns to the engine room
cascade tank can be monitored and dealt with.
To locate the source of the contamination, operate each individual steam trap
drain valve to locate the coil with the problem. A small pressure may be needed
to assist the drains to move up from the coil to the deck level. This can be
achieved by opening the warming through steam valve ST102 a small amount.
Once the defective coil is located it should be isolated by shutting its individual
steam and condensate return valves. The rest of the system can now be
carefully put back into service but maintain the scumming of the observation
tank until no further contamination is detected. When this can be assured, open
the condensate return valve CD120.
Illustration 1.1.2b Observation Tank
Sampling / Scum Valve
Inlet
Outlet
CD121
ST506
CD120
CD122
CD124
CD123
Safe Area
Upper Deck
Steel Plate
Thermal Resistance Type
Observation Glass
1.2 Cargo Piping System
1.2.2 Measuring and Sampling System
1.2.3 Slop Tank Usage
Illustrations
1.2.1a Cargo Piping System
1.2.2a Measuring and Sampling Positions
1.2.3a Slop Tank Arrangement
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Illustration 1.2.1a Cargo Piping System
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
Underwater Discharge Above Water Discharge
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
Grade 1 Grade 2 Grade 3 Grade 4 Grade 5 Grade 6 Grade Slop
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.2 CARGO PIPING SYSTEM
1.2.1 SYSTEM DESCRIPTION
The cargo system is designed to permit the simultaneous loading and
discharging of up to seven grades of segregated oil parcels. The cargoes carried
may be crude oil, products (black or white) or chemicals.
The cargo space contains six pairs of side (wing) cargo tanks, one pair of slop
tanks.
The vessels slop tanks have a combined capacity at 100% of 882m
3
(2.05% of
the total cargo carrying capacity).
The cargo tanks are divided into seven segregation groups:
Group 1: No.1 cargo tanks
Group 7: Slop tanks
Each cargo tank is served by a hydraulically driven deepwell pump.
The pumps in each of the cargo tanks No.2 to 6 have a capacity of 450m
3
/h,
while No.1 cargo tank pumps each have a capacity of 300m
3
/h, the slop tank
pumps each have a capacity of 150m
3
/h.
A hydraulically driven single stage centrifugal type booster pump may be
mounted on deck for use with the discharge of molasses. This pump has
a capacity of 500m
3
/h and is capable of taking suction from the manifold
crossover and discharging to either No.3 or No.4 manifolds.
The designed maximum unloading rate is 2,700m
3
/h based on six cargo
pumps being operated simultaneously. Additional pumps can be operated
simultaneously at reduced pumping rates.
Each group segregation is provided with an exclusive deck discharge line
running forward and aft and branching into a midship manifold line of 300mm
nominal bore for group lines No.1 to 6 and 200mm nominal bore for group 7.
For loading the drop lines to No.1 cargo tanks and both slop tanks are of nominal
bore 150mm and to No.2 to 6 cargo tanks are of nominal bore 200mm.
The discharge side of the slop tank pumps are interconnected through a
crossover line terminating in a high and low overboard discharge outlet by
the port side of the port slop tank as required by MARPOL Annex I and II.
The overboard line has a sampling probe for the oil discharge monitoring and
control system and a flow meter sensor.
The slop tanks are interconnected by a levelling line and valve CO255 which
is manually operated from a deck stand valve unit.
Each cargo pump is mounted in a suction well of optimum design in the aft
inboard area of the starboard cargo tanks, and the aft inboard area of the port
cargo tanks. In this way a slight alternate list of approximately 0.5 and a trim
of 2m by the stern will assist in running the remaining liquid into the pump
suction wells during the stripping phase.
A portable hydraulic pump is provided of capacity 70m
3
/h for use in an
emergency to transfer cargo to the adjacent cargo tank or ashore. Six (6) sets of
quick coupling hydraulic connections are provided along the deck at suitable
intervals with sufficient hoses to permit the pump access to any cargo tank.
Ballast is normally never carried within the cargo tanks. If it is considered that
additional ballast in a cargo tank or tanks may be required during the ballast
voyage, under the conditions and provisions specified in Regulation 13 (3) of
ANNEX I in MARPOL 73/78, such ballast water can be handled by the ballast/
cargo pumping and piping system.
Stripping of the cargo is performed by the cargo pumps. Stripping of the
cargo lines and the individual cargo pump discharge stack is carried out using
compressed air.
The manifold area is fitted with drip trays either side. There is a pneumatic
pump installed in the drain line which enables the tray contents to be transferred
to the port slop tank.
CAUTION
All main cargo, inert gas and tank cleaning lines are electrically bonded
together using knurled washers at each of the pipe flanges. It is therefore
important that whenever any cargo pipelines are opened up, or pipeline
blanks removed, these washers are replaced on completion in good,
clean order.
Cargo Transfer Limitations
Seven segregated grades of cargo may be loaded simultaneously via the
individual top lines, to their designated group of cargo oil tanks. This must be
done in accordance with the requirements laid down in the Company Safety
Management System, work instruction lists and with regard to the design
limitations of the vessel.
The maximum loading rates for products and gas oil are given in section
1.1.1.
Venting should not pose any problems during loading, provided that the system
is in good condition and the vent valves correctly set up.
According to BP Shipping WI 15, a rate of rise limitation of 150mm/minute is
imposed when loading any cargo tanks. This affects the maximum rate when
loading into the slop tanks, the maximum load rate allowed here being 150m
3
/h
per tank. The maximum liquid velocity permitted in any part of a pipeline
system is 12m/s. At higher velocities serious pipeline erosion may occur. The
table below indicates the liquid flow rates according to pipeline size:
Line Diameter Line Diameter Flow Rates m
3
/h
(inches) (mm) 1m/s 7m/s 12m/s
3 75 16 111 191
4 100 28 198 339
6 150 63 445 763
8 200 113 792 1,357
10 250 177 1,237 2,122
12 300 254 1,781 3,054
14 350 346 2,425 4,158
16 400 452 3,167 5,430
When loading white products, with the exception of gas oils, two other
limitations apply to prevent the accumulation of static electricity on the surface
of the oil in cargo tanks. These are:
1 metre per second until the strum is covered.
7 metres per second at any other time.
Note: These also apply to gas oils loaded into tanks which contain
hydrocarbon vapours. That is, tanks which have not been washed and purged
of hydrocarbon gas after the last cargo if that cargo was other than gas oil.
The maximum cargo loading rate while using a vapour recovery system must
not exceed the lowest of the three following limitations:
1) As outlined in the Oil Transfer Procedures.
2) The shore side vapour recovery system.
3) The shipboard vapour recovery piping, which gives a maximum
vapour discharge rate of 5,040m
3
/h.
4) At no time should the pressure in any tank exceed 80% of the
lowest PV valve setting (160mbar or 1600mmWg)
The maximum bulk loading rate of 3,200m
3
/h should not be exceeded.
The maximum loading rate for segregated ballast is dependent on the ballast
pump rate. The pipeline system size is sufficient to cope with the maximum
pumping rate.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.2.2a Measuring and Sampling Positions
Detail Of 2" Seal Valve
2" Seal Valve
Upper Deck
Cap
Sleeve
No.5 COT (Starboard)
Slop Tank
(Starboard)
Slop Tank
(Port)
No.5 COT (Port)
No.6 COT (Port)
No.4 COT (Port)
No.3 COT (Port)
No.2 COT (Port)
No.1 COT (Port)
Vapour Control Valve (1 inch)
Temperature Sensor Attached to
Framo Pump Column
Used for :
1. Ullage,
Oil Water Interface and
Temperature
2. Hand Dipping
T
Vapour Control Valve (2 inch)
Pan-Asia Magnetic Float Level Gauge ML
Autronica Radar Beam Level Gauge R
R
R
Pan-Asia Independent Overfill and High Level Alarm HO
Pan-Asia Independent High Level Alarm HH
HO
R HO
R HO
R HO
R HO
R HO
R HO
R HO
R HO
R HO
R HO
R HO
R
FCP FCP FCP FCP FCP FCP FCP
FCP FCP FCP FCP FCP FCP FCP
T
T
T
T
T
T
T
T
T
T
T
T
T
T
HO
HO
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.2.2 MEASURING AND SAMPLING SYSTEM
The cargo and slop tank levels are relayed to the ships Cargo Control Room
(CCR) by the Autronica Cargo and Monitoring System radar beam type
transmitters and are displayed on the Aconis Control, Alarm and Monitoring
System CRT monitors. An additional Autronica digital readout panel, type NL-
190 is mounted in a wall cabinet.
Each cargo and slop tank are fitted with a Pan-Asia independent high level and
overfill alarm unit which is activated at 95% for the high level alarm and 98%
for the overfill.
A single ND50 (2'') seal valve for use with the portable MMC measuring unit
is fitted to each cargo, slop and residual oil tank and are located adjacent to
the individual cargo pumps. The seal valves are to provide hand dipping points
for independent ullage checks, temperatures and oil/water interface using the
portable MMC cargo monitoring device. The seal valve allows connection
and disconnection without having to broach the inert gas in the cargo tanks
or the tank atmosphere. Additionally there are two ND25 (1'') seal valves in
each cargo tank, one placed adjacent to the radar gauging unit and another at
the forward end of each cargo tank. The slop tanks only have one ND25 (1'')
seal valve which is located aft of the ND50 (2'') seal unit. These smaller hand
dipping points are fitted for checking the dryness of the tank in accordance
with the requirements of the IMO.
The temperatures and pressures of the cargo and slop tanks are displayed on
Aconis CRT screens. The ballast tanks, fuel oil and diesel oil storage tanks,
forward, aft and midships draughts are also displayed on the Aconis system
screens. These tanks (including the fuel oil and diesel oil service and setting
tanks which are not displayed on the Aconis screens) are measured using
pressure transducer type equipment, the purge control panel for this system is
located on port bulkhead.
Portable Measuring Equipment
Manufacturer: MMC
Type: Flexi Dip
Model: D-2401-2
Number of sets: 3
Tape length: 30m
(Authors note: To be confirmed whether UTI is MMC or Hermetic)
Instrument Description
The MMC Sonic tape is a gas tight portable, multi-function gauging instrument
designed to measure the ullage, temperature and interface of liquid cargoes
under closed gauging conditions. Each instrument is individually identified
with a 5 digit serial number enabling instrument records to be easily maintained
and followed.
Fitted with a UTI sensing probe, the unit emits three different audible beeps to
alert the user as to the measuring medium in contact with the probe:
A single control beep is emitted every 2 seconds when the
sensing probe is in contact with air
A continuous beep is emitted when the probe is in contact with
petroleum products
An intermittent beep is emitted when the probe is in contact
with water
The instrument is powered by a 9 volt battery stored in the electronic terminal
housing. Electronic power consumption is very low, ensuring long operation
without the need for battery replacement. The instrument is fitted with a
low battery continuous tone indictor signal, making the operator aware of
the battery condition which may lead to erroneous readings if not replaced
immediately.
Designed for easy maintenance, the MMC sensing probe consists of a stainless
steel tube terminated by a PFA head, the probe incorporating an ultrasonic
liquid level sensor, temperature sensor and conductivity electrode. The
instrument has the facility to be calibrated for temperature correction should
it be required.
The ullage detector consists of two piezoceramic plates and electronic
circuits. When the sensor head is immersed in a non-conductive liquid (oil or
petroleum), the emitted ultrasonic signal is detected by the receiver, coded and
sent to the instrument unit which activates a buzzer with a continuous beep.
Interface detection is possible using the principle of measuring the conductivity
between an active electrode and a grounded electrode. When the liquid in
which the probe is immersed is conductive (water), the ullage sensor detects
the presence of the water as well as the oil and the conductivity electrodes
and associated electronic circuits modulate the coded signal to generate the
intermittent beep.
The sensing element used to detect temperature is a semiconductor, the current
output of which is proportional to the absolute temperature. One conductor of
the measuring tape is used as a power line for the temperature sensor and the
other as the return conductor.
Operation of the Ullage/Water Interface Mode
a) Ensure that the tank gauging 2'' sounding pipe isolating valve is
closed.
b) Remove the sounding pipe screw cap. With the MMC Sonic
gauging tape completely wound onto the hub and in the lock
mode, fit the UTI barrel onto the sounding pipe and secure it in
place with the screw collar.
c) Secure the UTI earth strap to the ships structure before
switching on. Switch on the power unit via the ON/OFF
pushbutton on the hub face, by default the ullage/interface mode
will be shown and a 1XX.XX will appear on the LCD. Unscrew
the tape locking device. Open the sounding pipe isolating valve
and slowly lower the tape into the tank.
d) Lower the tape fully until the unit begins to emit a continuous
beep. At this point, slowly raise then lower the tape a number
of times until the noise just begins, so giving an indication of
the ullage. The measurement reading is taken from the tape at
the point it begins to pass through the wiper unit. From this
measurement, the height of the sounding pipe and the barrel
length up to the wiper unit must be subtracted. This will now
give the actual tank ullage. The MMC UTI unit when operated
diligently can give an accuracy of 3mm under calm conditions
with the ship not moving in a seaway.
e) After the ullage has been established, continue to lower the tape.
If there is an oil/water interface, the unit will emit an intermittent
bleep when the probe is passed into water. At this point, again
slowly raise then lower the probe a number of times to give an
accurate position of the interface. From these two sets of figures,
i.e. ullage and water interface, an accurate product height can be
established, again allowing for correction of height.
f) When winding the tape back in, the wiper device should be set
to ON. When the tape is fully housed, apply the locking screw.
Close the sounding pipe isolating valve, unscrew the locking
ring and remove the UTI unit. Replace the sounding cap.
Operation in the Temperature Mode
The unit should already be switched on after completing the above operations.
Toggle the mode pushbutton to T, the temperature reading will now be
displayed on the LCD in C/F. The probe should be allowed to soak for
approximately two minutes to give an accurate indication. A temperature
reading should be taken from the bottom, middle and top levels of the product
to give an average overall reading. The sensor range is -40C to +90C, with
an accuracy of 0.2C.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.2.3a Slop Tank Arrangement
Slop Tank (Port)
Dirty
Slop Tank (Starboard)
Clean
From Slop Tank Pump Discharge
Deck Stand (Hydraulic Transmitter)
with Valve Position Indicator
Drain Hole
25mm
Full Load Water Line
ODME Overboard Discharge Line
Under Water Chemical
Discharge Line
CO250 CO247 CO252
CO251
CO249
CO255
250mm
CO253
H m
1/4 H m
7500mm
200mm
1m
Segregated Ballast Water Line
Hydraulic Oil
Drains
Key
CO248
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.2.3 SLOP TANK USAGE
The vessel has two designated slop tanks which are designed for a number of
uses:
Cargo carrying tanks
Crude oil washing using the cargo pump
Water washing prior to tank inspection or refit
As part of the ODME system. The flow when decanting slops
or discharging heavy weather ballast to sea is automatically
diverted to the port slop tank as necessary
Water washing for change of grade in the clean oil trade
Loading the slop tanks is completed in the normal manner via direct loading/
discharge lines from the deck line.
Note: Both slop tanks are in group 7.
Discharge of the slop tanks is via individual deepwell pumps. During water
washing, both slop tanks can be utilised, the port slop tank acting as the
primary tank and the starboard slop tank the secondary. Clean water is drawn
from the starboard slop tank and the drainings from the cargo tank being
washed pumped to the port slop tank. Clean water flows across to the starboard
slop tank via the balance line, the crossover isolating valve CO255 is operated
from a hydraulic deck stand valve. Careful management of the slop tanks is
essential at all times.
The following useful guidelines should be followed:
The slop tanks are aft and of relatively small volume. Care must
be taken when loading these tanks as they fill quickly.
Prior to COW, it is necessary to debottom all COTs including
the slop tanks, subject to grade segregation. Slop tanks are
to be discharged and refilled with dry crude oil prior to the
commencement of COW. The levels to which the slop tanks are
recharged are arbitrary, but sufficient ullage is required in the
clean slop tank to allow for the cargo pump to maintain suction
and the balance line to remain covered if both slop tanks are
used.
Oxygen content readings of the atmosphere in the cargo tanks
to be crude oil washed must be taken prior to COW or water
washing and monitored at regular intervals. Levels must be less
than 8%.
1.3 Cargo Pumps
1.3.1 Main Cargo Pumps
1.3.2 Portable Cargo Pump
1.3.3 Compressed Air Purging and Stripping System
Illustrations
1.3.1a Framo Pump Hydraulic System Architecture
1.3.1b Framo Hydraulically Driven Cargo Pump
1.3.1c Main Cargo Pumps - Control Console
1.3.1d Diesel Engine Local Control Panel
1.3.3a Cargo Pump Compressed Air Purging System
1.3.3b Air or Nitrogen Purging of the Manifolds
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.3.1a Framo Pump Hydraulic System Architecture
Hydraulic Power Unit
Diesel Engine
Control Panel
Auxiliary Unit
Diesel Driven Pumps
Electric Pumps
Key
Hydraulic Oil
Air
Electrical Signal
Hydraulic Oil
Filling
Hydraulic Oil
Transfer Unit
Hydraulic
Oil Storage
Tank
Deck
Winch
Deck
Winch
Deck
Winch
Deck
Winch
Deck
Winch
Deck
Winch
Junction
Box
Electric System / Pump
Control Panel
Air
2 Ballast Pumps
Type SB300
750m
3
/h - 25mth
1.025kg/dm
3
- 1.0cSt
1 Portable Pump
Type TK80
70m
3
/h - 70mth
1.0kg/dm
3
- 1.0cSt
2 Cargo Pumps
Type SD125 (Slop Tanks)
150m
3
/h - 120mth
0.75kg/dm
3
- 1.0cSt
2 Cargo Pumps
Type SD150 (No.1 Cargo Tank)
300m
3
/h - 120mth
0.75kg/dm
3
- 1.0cSt
10 Cargo Pumps
Type SD200
(No.2, 3, 4, 5 and 6
Cargo Tanks)
450m
3
/h - 120mth
0.75kg/dm
3
- 1.0cSt
1 Hydraulic Thruster Motor
800kw - 1315rpm
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.3 CARGO PUMPS
1.3.1 MAIN CARGO PUMPS
Main Cargo Pumps
Manufacturer: Framo
Location: Cargo tanks No.2, 3, 4, 5 and 6
Type: Hydraulic deepwell
Model: SD200-6DT-HH200-C410-S
Capacity: 450m
3
/h at 120mth
Rating: 453 litres/minute at 212 bar, 240 bar maximum
No. of sets: 10
Manufacturer: Framo
Location: Cargo tanks No.1
Model: SD150-5DT-HH107-B325-S
Capacity: 300m
3
/h at 120mth
No. of sets: 2
Manufacturer: Framo
Location: Slop tanks
Model: SD125-5DT-HH63-A328-S
Capacity: 150m
3
/h at 120mth
No. of sets: 2
Portable Cargo Pump
Manufacturer: Framo
Type: Hydraulic submerged
Model: TK80-DU-HH16-A168-S
Capacity: 100m
3
/h at 70mth
No. of sets: 1
Ballast Pump
Manufacturer: Framo
Model: SB300-3MU-HH200-A405-S
Capacity: 750m
3
/h at 25mth
Consumption, rating: 242 litres/minute at 192 bar, 210 bar maximum
No. of sets: 2
Bow Thruster
Manufacturer: Framo
Type: Hydraulic, fixed pitch variable speed and direction
Model: 2xA4V1000
Rating: 800kW at 1,315 rpm
Consumption rating: 1,735 litres/minute at 197 bar
No. of sets: 1
Electrical Power Pack
Manufacturer: Frank Mohn (Framo)
Model: A4VSO 500 DP/30R-PPH 25N00-SO1068
Capacity: 708 litres/minute at 250 bar
Rating: 425kW
Pump speed: 1,780 rpm
No. of sets: 2
Diesel Driven Power Pack
Model: A4VSO 500 DP/30R-PPH 25N00-SO1068
Capacity: 704 litres/minute at 250 bar
Pump speed: 1,770 rpm
Diesel engine: Cummins
Model: KTA 19D(M1)
Rating: 425kW
Specific fuel cons.: 216g/kWh at full load
No. of sets: 2
Feed Pumps
Model: L3MF60/96-IFOKT-O-S
Capacity: 533/260 litres/minute at 7 bar
Rating: 15.2/10.6kW
Pump speed: 3,505/1,745 rpm
No. of sets: 2
Introduction
The main cargo pumping system consists of submersible hydraulic cargo
pumps situated in each of the cargo and slop tanks. The main cargo pumps
in No.2 through to No.6 cargo tanks all have the same capacity but the No.1
cargo tanks and the slop tank pumps are of a lower capacity. The pumps are
supplied with hydraulic oil from a central power pack, which also supplies the
ballast pumps, tank cleaning pump, portable cargo pump, booster pump, the
bow thruster, mooring winches and windlasses.
The cargo and ballast pumps, deck machinery and bow thruster are supplied
with hydraulic oil from a central power pack unit located in the engine room
on the XX deck starboard forward(check) which incorporates:
2 diesel driven hydraulic pumps
2 electrically driven hydraulic pumps
1 hydraulic oil transfer pump
340 litre hydraulic oil tank
Water cooled hydraulic oil cooler
Pump control panel
Control valves and instrumentation
2 feed pumps
To prevent cargo leaking into the hydraulic oil system, feed pumps are supplied
to maintain the system pressure at approximately 6.0kg/cm
2
when the cargo
pump, deck machinery or bow thruster systems are not in use.
The auxiliary hydraulic unit consists of a float tank and two electric dual speed
motor driven feed pumps. One of the feed pumps must be operating at all
times with the other pump set to the standby condition to cut in automatically
should the duty pump fail. The operating feed pump circulates oil from the
return/suction side of the main hydraulic circuit back to the return line via
the built-in low pressure relief valve. High speed mode operation of the feed
pump ensures that there is a pressure on the suction side of the main power
pack hydraulic pumps, it is essential that one of the feed pumps is running
before any of the main power pack hydraulic pumps is started. Only one feed
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.3.1b Framo Hydraulically Driven Cargo Pump
Discharging Stripping Purging and Seal Monitoring
Exhaust Trap
Cofferdam
Compressed
Air Connection
Capacity Control Valve Local Capacity Control
Connection for
Compressed Air
Cargo Valve
Stripping Valve
Top Plate
Deck Trunk
Cargo Discharge
Pipe
Cargo Stripping
Pipe
Bearings
Anti-Rotation
Brake
Oil Seal
Cargo Seal
Ceramic Sleeve
Cofferdam Seal
Cofferdam
Purging Pipe
Cofferdam
Concentric Pipe
Cofferdam
Concentric Pipe
Hydraulic
Concentric
Return Pipe
Hydraulic
Concentric
Return Pipe
Hydraulic
Pressure Pipe
Cofferdam
Surrounding
Hydraulic
Section
High Pressure
Hydraulic
Motor
Volute Casing
Impeller
Revision: Draft 1
Date: November 2006
IMO No. 9260043
pump may operate at any time, interconnections prevent simultaneous running.
The operating feed pump runs at half speed when none of the main hydraulic
pumps are running and changes over automatically to high speed when a main
unit is started. It will also automatically change back over to slow speed 10
minutes after all of the hydraulic pumps are stopped if this operation is not
carried out by the operator.
Starting and stopping of the feed pumps can be performed at the cargo pump
control panel in the CCR or from the electric starter panel in the hydraulic
pump room. Each feed pump has an individual local starter panel which
includes a Local/Remote selection switch and high and low speed start. When
set to remote, the duty feed pump automatically changes over to full speed
when the first hydraulic power pack pump is selected for starting, there is a
delay in starting the main hydraulic power pack pumps during the feed pump
run-up to full speed. In local control the duty feed pump high speed start button
must be pressed before a main hydraulic pump can be started.
The designed maximum unloading rate is approximately 2,700m
3
/h with a
specific gravity and viscosity of 0.75 and 1.0cSt respectively. The maximum
number of cargo pumps that can be operated in parallel at any one time at
full load is six. If the ballast pumps are operating at the same time as cargo
discharge, then the number of cargo pumps which may be operated at full
capacity will have to be reduced. The maximum hydraulic oil supply with all
four hydraulic pumps operating is 3,284 litres/minute, therefore the total use of
hydraulic oil by the pumps and other consumers must fall within the capacity
of the supply pumps.
No. Consumer m
3
/h mcl litres/min bar
10 Cargo pump SD200 450 120 453 212
2 Cargo pump SD150 300 120 304 208
2 Cargo pump SD125 150 120 173 200
2 Ballast pump SB300 750 25 242 193
1 Portable cargo pump TK80 70 70 69 211
1 Bow thruster 800kW 2,735 197
Each Pump Total Supply
Diesel driven unit 704 litres/minute 1,408 litre/minute
Electric driven unit 708 litres/minute 1,416 litre/minute
When pumping separate parcels using separate discharge lines and terminal
connections, the pumps are operated independently within the capacity of the
hydraulic system. The hydraulic power pack system must be operated so that
sufficient hydraulic power is always available for the pumps.
Hydraulic pipe quick connections are arranged on the main deck and adequate
sections of hydraulic cargo hose are supplied to enable the portable pump to
operate from all cargo tanks to allow shifting of the cargo in the event of a
cargo pump failure.
Starting and stopping of the hydraulic power packs, both the electrical and
diesel driven pump units can be carried out remotely from the CCR on the
Framo control panel, see illustration 1.3.1c. For this operation the local control
selector switch for each unit must be set to REMOTE. Alternatively, each
power pack pump can be started locally at the individual start control panel
when its mode selection switch is set to LOCAL. The Framo control panel in
the CCR also includes the running hours and alarm indication.
For normal bulk discharge operations the speed of the cargo pumps are
controlled remotely from the Framo control panel in the CCR using the
pressure control levers, see illustration 1.3.1c. During stripping operations the
speed of each pump will be controlled locally via the speed control valve STC
(Speed Torque Controller) located on the top of each pump. This STC valve
controls the discharge from the pump by regulating the hydraulic oil flow to
the pumps hydraulic motor; oil discharge from the pump is proportional to the
speed and this is regulated steplessly by means of the speed control valve.
Speed control of the portable pump is locally at the pump. Hydraulic pipe
connections are arranged on the upper deck to enable the portable pump to be
operated at all cargo tanks, if necessary, by means of flexible hydraulic hoses
connected to the pump and the pressure and return hydraulic mains.
Procedure for Filling and Purging of the Cargo Pump Hydraulic
System
The following procedure is only required when initially setting up the system
or if the system has been completely drained for maintenance.
a) Ensure that the hydraulic oil outlet valve and oil drain valve on
the hydraulic oil header tank are closed.
b) Fill the header tank to the correct working level using the ring
main and the hydraulic oil transfer pump.
The transfer pump is fitted with a flexible discharge hose and a snap on
connection. The transfer pump can be used to fill the hydraulic power pack
unit float tank directly or through the connection to the ring main high pressure
side.
c) Open the suction valves to both the electric and diesel hydraulic
power packs.
d) Open the hydraulic oil header tank outlet valve.
e) Maintain the hydraulic oil header tank level as the system is
being filled with oil.
f) Ensure that the hydraulic power pack pump casings are
completely filled with oil.
g) Open all the hydraulic oil inlet valves to all the hydraulically
driven components.
h) Set the pilot flow control valves for each hydraulically driven
component, to zero flow. This will ensure that when the
hydraulic pressure is raised in the ring main no hydraulically
driven components will function.
i) Set the PRESSURE SET valve on the cargo pump control panel
to zero pressure.
j) The oil level in the hydraulic oil header tank will fall as the
head of oil in this header tank fills the hydraulic oil system. By
maintaining the correct oil level in the header tank, the system
can be efficiently filled with hydraulic oil.
k) With the PRESSURE SET control valve on the cargo pump
control panel set to zero pressure and the pilot control flow
valves on each hydraulically driven component set to no flow,
start one of the electrically driven power pack pumps.
This will circulate oil through the power pack pump but not through the ring
main.
l) Repeat procedure (k) for each of the power pack pumps ensuring
all air is removed from each unit.
m) With only one hydraulic power pack pump running adjust the
pressure in the ring main to 2.0kg/cm
2
by using the PRESSURE
SET control valve on the cargo pump control panel.
This will allow oil to flow round the ring main and thus fill and purge the
system with oil. Any air in the system should be carried through the system to
the header tank where it will be separated from the oil.
n) The hydraulic components in the system should be individually
run in order to fill and efficiently purge the components of oil.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
MANUAL OVERRIDE BOARD
(Placed inside the Control Panel)
WARNING
DETAILED INSTRUCTION IN SERVICE MANUAL TO BE FOLLOWED STRICTLY.
OVERRIDED
FUNCTION TO
BE WATCHED
CAREFULLY
OIL LEVEL FEED
PRESSURE
ACTIVATE
CHECK LIST. BEFORE AND DURING OPERATION:
- FEED PRESSURE
- OIL TANK LEVEL
- OPEN SUCTION/RETURN VALVES
- OPEN COOLING WATER VALVE/OIL TEMP.
VALVE
POSITION
RETURN LINE
SYSTEM
PRS. COMMAND
LIMITATION
OVERRIDE OF INDIVIDUAL SHUTDOWN FUNCTION MODE 1 .
OVERRIDE OF ENTIRE CONTROL SYSTEM
(PLC FAILURE)-EMER. STOP BUTTONS ARE ACTIVE
MODE 2 .
1
0
-
UNLOAD
HYDR. PUMPS
DURING START
UNLOAD
LOAD
Illustration 1.3.1c Main Cargo Pumps - Control Console
FRAMO CARGO PUMPING SYSTEM
300
225
190
75
0
BALLAST PORT
BALLAST STBD
SLOP PORT 6 PORT 5 PORT 4 PORT 3 PORT 2 PORT 1 PORT
SLOP STBD 6 STBD 5 STBD 4 STBD 3 STBD 2 STBD 1 STBD
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
No.1 PP
HEATING HEATING
FEED PUMP No.1 FEED PUMP No.2
HYDR. OIL TANK
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
MAIN
PRESSURE
LINE
No.4 DE PP No.2 PP
VALVE
CLOSED
MAIN
RETURN
LINE
10
0
5
bar
2000
2500
0
1000
R.P.M
0
50
100
150
C
EXCESSIVE WEAR
ALARM
TRIP
REMOTE CTRL
RUN
START STOP
No.3 DE PP
10
0
5
bar
2000
2500
0
1000
R.P.M
0
50
100
150
C
EXCESSIVE WEAR
EXCESSIVE WEAR
ALARM
TRIP
POWER ON
THRUSTER ON
24 VDC POWER FAIL
MANUAL OVERRIDE
IGS PRS. LOW LOW
RETURN PRESS. LOW
FEED PRESS.LOW
FILTER CLOSED
SUCTION LINE CLOSED
COOLING SYSTEM FAIL
SYSTEM PRESSURE LOW
OIL TEMP. HIGH OIL LEVEL HIGH
OIL LEVEL LOW
OIL LEVEL
LOW LOW
REMOTE CTRL
HEATING ON
RUN
START STOP START STOP
ON OFF
RUN
LUBE OIL PRESSURE DIESEL RPM COOLING WATER TEMP LUBE OIL PRESSURE DIESEL RPM COOLING WATER TEMP
START
HIGH
START
LOW STOP
START
HIGH
START
LOW STOP
200
400
600
800
A
EXCESSIVE WEAR
START
LAMP
TEST
ACCEPT RESET
STOP RUN
200
400
600
800
A
PRESSURE SET.
STOP
SYSTEM PRESSURE
0
100
400
300
200
bar
FEED PRESSURE
0
5
15
10
bar
HYDR. OIL TEMP.
0
20 80
100
40 60
C
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CAUTION
The operation of running each hydraulic component should only be
undertaken if it is completely safe to do so, taking into account the
cargo and ballast tank levels, and the mooring condition of the vessel.
The PRESSURE SET control valve should be set to give 2.0kg/cm
2

pressure and only one of the electrically driven power pack pumps used.
Operate the pilot flow control valve for each cargo and ballast pump so
that the pump rotates at low rpm. Deck winches should be operated in
accordance with the procedures in section 3.1 Bridge Manual.
o) Once all hydraulic components are filled and purged set the
PRESSURE SET valve to zero and stop the hydraulic power
pack pump.
Cargo Pumping System Control Panel
The cargo pumping system control panel is located in the cargo control room
and allows for starting and stopping of the hydraulic power packs and feed
pumps, pressure/speed controls for the cargo/ballast and tank cleaning pumps
and other indications as indicated in the illustration 1.3.1c.
The control panel is also fitted with an internal buzzer and a manual override
panel located inside the main panel.

Manual Override Panel
The manual override panel has two modes of operation.
Mode 1
Fitted with four manual override buttons which will override the following
individual shutdown functions:
Hydraulic oil tank oil level
Feed pressure
Valve position return line
System pressure command limitation
Mode 2
Mode 2 allows for the complete override of the entire system and includes a
key operated switch for activation of Mode 2 and a toggle switch which will
allow the hydraulic power pack pumps to be started on load.
Diesel Engine Control Panel
A diesel engine control panel for both units is located adjacent to the inboard
entrance door to the hydraulic pump unit room and consist of the following:
Gauges
RPM indication
LO pressure indication
Cooling water temperature indication
Alarms, Shutdowns and Other Indications
LO pressure low alarm
LO temperature high alarm
Cooling water temperature high alarm
Cooling water level low alarm
Overspeed shutdown
LO pressure low low shutdown
Cooling water temperature high high shutdown
Hydraulic system
Diesel engine running
Power on
Switches and Pushbuttons
LOCAL/REMOTE selection switch
Manual override
Lamp test
Buzzer accept
Alarm reset
System Shut Down
The following conditions result in a system shutdown by the control system:
Low oil level in the tank
A closed valve on each pump suction, return inlet to the cooler,
outlet after the filter unit
Low feed supply pressure
Feed pump failure when running at high speed
Note: After a system shutdown the cause of the problem must be rectified
and the oil system refilled if necessary with venting prior to start-up.
Starting the Hydraulic Power Packs
The engine room department must ensure all pre-operational checks are carried
out on the diesel driven units and auxiliary systems before the request for
operations are undertaken.
The electrically driven pump units are supervised by the power management
system, which will only allow a pump unit to be started when there is at least
two diesel generators supplying the main switchboard. A run mode selection
switch is situated on the local isolation panel for each motor. For operation from
the CCR control panel, the mode selection switch must be set to REMOTE.
The maximum allowable starts for an electrically driven pump is four in one
hour, with a maximum of two consecutive starts, thereafter a cooling down
period of 15 minutes is required.
The diesel driven pump units local control panel is shown in illustration
1.3.1d. When selected and run up in remote or local operation, the engine will
initially run up to its low speed setting of 1,300 rpm and remain at this speed
for approximately 150 seconds. During this period the Run indicator light
will flash on the local control panel. After the warming up phase is completed,
the engine will increase up to its normal operational speed of 1,770 rpm. After
a running period of 180 seconds the hydraulic pump will be engaged, at this
point the local run indicator lamp will become steady and the RUN lamp on
the CCR control panel will be lit.
An interlock prevents the starting of either the electrical or diesel driven
hydraulic pumps in local mode unless the duty feed pump is locally started in
high speed mode.
Procedure for Operation of the Cargo Pumps
Remote Control Operation
The following procedure assumes pre-discharge checks have been carried out
including the line set up and an inspection of the cargo pump hydraulic system
and that the required number of hydraulic power pack pumps are running.
a) Set the local control valve (STC) on the top cover plate of the
deepwell pump to the CLOSED position by turning the valve
fully clockwise (fully down).
b) Ensure that each cargo pump discharge valve is closed.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
c) Increase the hydraulic system pressure to approximately
150kg/cm
2
using the PRESSURE SET valve on the cargo
pump control panel.
d) Press the green ON control button below each control handle
for each pump that is to be started. Using the control handle
for the required cargo pump, slowly increase the pressure
to 50kg/cm
2
on the cargo pump control panel. Maintain this
pressure for a couple of minutes to allow the pump to settle.
e) On the cargo system screen display open the corresponding
cargo pump discharge valve.
f) Once all safety and integrity checks have been completed
increase the hydraulic pressure further until the required
discharge pressure/rate has been achieved.
g) When the cargo tank reaches draining level the hydraulic
pressure will fluctuate. In some cases increased vibrations on
the cargo pump may be observed when the load is removed
from the pump as it begins to lose suction. At this point throttle
in the cargo discharge valve until the cargo tank is emptied.
h) Stop the cargo pump at the cargo pump control panel by placing
the control handle in the neutral position.
CAUTION
Never operate the pump dry as this will cause excessive wear and
temperature on the seals.
Local Control Operation
a) Open the local control valve on the top cover plate of the
deepwell pump by turning the valve counter clockwise (fully
raised).
b) Place the handle for the remote control valve on the cargo
control room panel in the maximum position.
c) Ensure the cargo pump discharge valve is closed.
d) Increase the hydraulic system pressure to approximately
150kg/cm
2
.
e) Start up the cargo pump by slowly closing in the local control
valve and maintain a hydraulic pressure of 50kg/cm
2
for at least
one minute.
f) Increase the hydraulic pump pressure until the cargo discharge
pressure is above the cargo manifold pressure then open the
cargo pump discharge valve from the Aconis screen display.
g) Once all safety checks have been completed increase the
hydraulic pump pressure still further until the required discharge
pressure/rate has been achieved.
h) When the cargo tank reaches draining level the hydraulic
pressure will fall and fluctuate between around 50-100kg/cm
2
.
In some cases increased vibrations on the cargo pump may be
observed when the load is removed from the pump as it begins
to lose suction. At this point throttle in the cargo discharge valve
until the cargo tank is emptied, then stop the cargo pump by
opening the local control valve.
i) Open the remote control valve on the cargo control room panel
by placing the handle in the MINIMUM position.
Stripping Operation
a) Stop the cargo pump on completion of draining as previously
described and close the cargo discharge valve fully.
b) Purge the cargo deck line and minimise the cargo deck line
pressure for stripping of the cargo pump. Set the stripping
operation either to the respective manifold or to a nominated
tank with the designated crossover blind valves set into the
correct position.
c) Start up the cargo pump locally and increase the hydraulic
pressure to between 100-120 bar.
d) Open the stripping discharge valve on the cargo pump.
e) Connect the air supply line to the main cargo discharge line of
the pump and fill with air to a pressure of around 2.0-4.0 bar.
f) Continue stripping until the pipestack is emptied. This can
be recognised by frequent speed variations on the pump. The
stripping efficiency can be improved by closing the air supply
during high speed periods. It may be necessary to repeat the
stripping process a few times with each pump in order to
completely strip out the suction well.
g) On completion of stripping close the stripping discharge valve,
shut off the air and stop the cargo pump.
h) Purge the cofferdam of the pump on completion.
DIESEL ENGINE CONTROL
DIESEL ENGINE No.1
ALARM
SHUTDOWN
RPM
LUBE OIL PRESS.
COOLING WATER TEMP
FRAMO
POWER
ON
MANUAL
OVERIDE
LAMP
TEST
ACCEPT RESET
START
HYDRAULIC
SYSTEM
LUBE OIL
PRESSURE LOW LOW
WATER LEVEL
LOW
COOLING WATER
TEMP.HIGH
LUBE OIL
TEMP. HIGH
LUBE OIL
PRESSURE LOW
COOLING WATER
TEMP. HIGH HIGH
OVERSPEED
STOP
RUN
LOC./REM
C
0
50
100
150
0
5
10
BAR
1000
0
2000
2500
Illustration 1.3.1d Diesel Engine Local Control Panel
Diesel Engine No.2 Control Fits on the Same Panel as
No.1 Engine and has Identical Instrumentation.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Procedure for Purging of a Pump Cofferdam
The cofferdam is the concentric pipe section which surrounds the hydraulic
portion of the pump unit and separates the pump unit and its hydraulic pipe
system, from the cargo tank. This cofferdam should normally be dry but slight
leakage past seals does occur and is normal provided that such leakage is
small, up to about 0.5 litres/day when the pump is running. Leakage in excess
of that indicates seal failure. For some cargoes, such as Naphtha, increased
leakage is likely as this type of volatile cargo penetrates the seals more readily
than viscous cargoes like vegetable oil.
Purging of the submerged cargo pump cofferdam is undertaken for the
following reasons.
Leakage detection
Condition monitoring of the shaft seal system
To show that leakages are not blocking the cofferdam
WARNING
Venting gas and liquid released from the pump cofferdam may be
dangerous. Safety gear must be used to avoid contact with drains from
the exhaust the trap and venting line.
a) Place a suitable container underneath the exhaust trap to collect
the leakage.
b) Check that the drain valve and the bottom of the exhaust trap
is not clogged by residue after the last purging operation. Close
the drain valve.
c) Check that the relief valve on the hydraulic control valve is
open.
d) Connect the air supply to the snap-on coupling on the purging
connection. (Maximum supply pressure is 7.0 bar.)
e) Drain the supply line of any condensed water.
f) Open the valve on the air supply line and check that air coming
out of the exhaust trap vent line, which indicates that the
cofferdam is open. The relief valve is set to an opening pressure
of 3.0 - 3.5 bar so a small leakage here is normal.
g) Purge the cofferdam in several sequences if required, draining
the exhaust trap between each sequence.
h) When satisfied with purging disconnect the air supply, close the
exhaust trap drain valve and measure the amount of leakage.
Evaluate and log the purging result.
Loading through the Pump
A design feature of the Framo pumps is that it allows cargo to be loading
directly down the pump discharge pipe due to the fact that each cargo pump
rotor is fitted with a counter rotation device. Using this method of loading the
cargo tanks, in addition to the use of the normal drop line, enables the back
pressure in the manifold to be maintained at a lower value, this is especially
important during the cargo tank topping off phase.
If this method is employed, then it should only be commenced when the
normal drop line outlet has been covered. When the pump discharge valve is
opened to allow cargo down the discharge pipe, the back pressure at the top of
the pump must then not be allowed to exceed 8 bar.
Procedure for Shutting Down the Cargo Pump Hydraulic
System
When there are no further requirements on the hydraulic power pack system
either for cargo, ballast, mooring operations or ship manoeuvring operations
with the bow thruster, the power packs can be shut down.
a) The system hydraulic pressure is reduced to a minimum.
b) The power packs can then be stopped. The cooling system is left
in an operational state, the inlet valve is motor driven and will
thermostatically adjust itself.
c) Electrical generating capacity can be reduced as necessary.
d) The duty feed pump can now set to low speed operation. If this
action is not carried out by the operator, then the system will
automatically set the duty pump to low speed mode ten minutes
after the power packs are stopped.
Note: The hydraulic system must always be maintained at a pressure above
that which is acting on any pump unit. The maximum pressure will be the
static pressure due to oil in the cargo tank and so the hydraulic system should
be maintained at a pressure of about 6.0 bar.
Emergency Stopping of the Cargo Pumps
In the event of a cargo spillage, fire or other emergency, it may be necessary to
stop the cargo pumps immediately. For this reason emergency stops are fitted
which trip the power pack pumps.
The emergency stops are located at the following places:
Port manifold aft end
Starboard manifold aft end
Cargo pump control panel
Inside the power pack unit room at both entrance doors
Cold Weather Operations
When the vessel is trading in cold weather climates it will be necessary to
circulate the hydraulic oil to ensure the oil is circulating around the system.
The table below shows the optimum operating temperature range for the
hydraulic oil. When the observed hydraulic oil temperature drops below 20C,
the heating and vent valves at the forward end of the system on deck should be
opened and the Heating On button pressed on the control console in the CCR.
The pressure during this period must not be set above 100 bar. Below -5, then
the system pressure must be reduced further to 60 bar maximum. Pressing the
heating button on the control panel activates a solenoid on the hydraulic float
tank in the hydraulic pump compartment in the engine room which allows high
pressure oil to flow to the low pressure side through a friction plate device
which is installed in the heating/vent valve, which in turn heats up the oil.
Hydraulic Oil
Temperature (C)
70
60
50
Alarm Temperature
Normal Operating Range
20 to 60C
Optimum
Range
Limited Operation. System is to be Heated.
Hydraulic Pressure Adjusted to 100 bar
Maximum.
Limited Operation. System is to be Heated.
Hydraulic Pressure Adjusted to 60 bar
Maximum.
40
30
20
10
0
-10
-5
-20
-30
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Precautions when Handling Special Cargo
Under normal circumstances the cargo pump cofferdam should be maintained
in a dry clean condition. However, when handling certain category cargoes
it is advantageous to fill the cofferdam with liquid to improve the pump seal
life span and to avoid solidifying cargoes from entering and blocking the
cofferdam. Recommendations for the type of liquid to use is given below for
a number of cargoes.
Filling the Cofferdam
a) Disconnect the exhaust trap piping from the pump top plate.
b) Using a suitable adapter, fill the liquid through the cofferdam
check pipe.
c) Open the purging connection to ventilate the cofferdam during
filling.
Circulating Liquid
The circulation of liquid within the cofferdam can be achieved as follows:
a) Connect the liquid supply to the purging connection.
Note: The supply line must be fitted with a valve to regulate the liquid flow
through the cofferdam.
b) Open the drain valve on the exhaust trap and collect the return
liquid.
Note: After discharge of the cargo for which the pump cofferdam has been
filled, the cofferdam must be emptied.
Acid Cargoes
On completion of discharge and purging of the cargo pump in the normal
way, it may be advantageous to circulate fresh water through the cofferdam to
remove all acidic residues present after any leakage into the cofferdam.
Polymerising Cargoes (TDI, MDI)
Fill the cofferdam with 5-10 litres of DOP to avoid blocking the cofferdam.
Crystallising Cargoes (Molasses etc)
Fill the cofferdam with 5-10 litres of fresh water. The cofferdam may also be
filled completely and circulated slowly.
Phenol, Caustic etc
A circulation of hot water through the cofferdam can avoid clogging. It must
be remembered that some cargoes in this category are dangerous and all
precautions must be taken to prevent contact with the cargo or its vapours.
Heated Oil Products (Fuel Oil, Crude Oil)
Fill the cofferdam with approximately 5-10 litres of diesel oil or white spirit
to maintain any leakage into the cofferdam in liquid form. This is especially
important after stripping and during tank cleaning.
Note: When filling or circulating liquid in the cofferdam it is important that
the hydraulic oil return pressure is always higher than the pressure in the
liquid filled cofferdam.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.3.2 PORTABLE CARGO PUMP
Portable Cargo Pump
Manufacturer: Framo
Model: TK150
Capacity: 100m
3
/h at 70mth
Consumption, rating: 191 litres/minute at 210 bar, 230 bar maximum
pressure
No. of sets: 1
Introduction
The portable cargo pump has a pump unit with hydraulic drive motor, hydraulic
hoses, a start/stop control and a cargo discharge hose.
The pump is a single stage centrifugal pump driven by a hydraulic motor
and is designed for complete submersion in the fluid being pumped. Flexible
hydraulic hoses carry the hydraulic oil to and from the pump motor and these
hoses have snap-on couplings for connection to the hydraulic main lines on
the upper deck.
WARNING
The position of the male and female parts of the snap-on coupling has
been determined by the pump manufacturer. This sequence must not be
altered as that would result in a high pressure oil flowing to the return
connection causing pump damage and possible injury to personnel.
The hydraulic hose connections to the pump body terminate in a start/stop
control which has a pressure gauge and a bypass valve (start/stop valve).
Operation of the bypass valve to the closed position allows hydraulic oil to
flow to the pump motor and the portable pump will operate. To cease operation
of the pump the bypass valve is moved to the open position.
The portable cargo pump discharge hose should be connected to the filling line
of the adjacent tank.
Handling of the Portable Pump
Before the pump is used a check must be made to ensure that the hose material
will not be chemically affected by the cargo in the tank (See manufacturers
table).
Starting up
a) The portable pump is lowered into the cargo tank by means of
the tripod which is supplied with the pump. The hydraulic hoses
must not be used for lowering the pump as that puts excessive
strain on the hoses and couplings.
b) Ensure that the pressure and return hydraulic oil hoses are
connected correctly at the pump and the hydraulic oil manifolds;
the snap-on couplings must be secured by turning the retaining
rings.
c) Open the ball valve on the snap-on coupling station on the
pressure hydraulic main pipe.
d) Connect the cargo discharge hose.
e) Check that the start/stop control bypass valve is open (i.e. the
valve is in the stop position).
f) Set the duty feed pump into high speed mode, then start one of
the hydraulic power pack units.
g) Close the start/stop control bypass valve slowly in order to
direct hydraulic oil to the portable pump drive motor. The pump
will now operate and deliver cargo oil. The hydraulic pressure,
and hence the pump speed and delivery rate, may be regulated
by means of the bypass valve. At the start/stop control the
hydraulic pressure will be somewhat lower than at the control
panel due to the pressure drop in the hydraulic lines.
Stopping
a) The start/stop control bypass valve is moved to the stop position
(i.e. the bypass valve is open).
b) Open fully the pressure control valve on the control panel.
c) Stop the hydraulic power pack unit.
d) Disconnect all hydraulic snap-on connectors and place protective
covers over those which are no longer in use.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.3.3a Cargo Pump Compressed Air Purging System
(Port)
(Port)
(Port)
(Port)
(Starboard)
(Starboard)
(Starboard)
(Starboard)
(Starboard)
No.1 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.3 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.5 Cargo Oil
Tank (Starboard)
No.6 Cargo Oil
Tank (Starboard)
Slop Tank
(Starboard)
No.1 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.6 Cargo Oil
Tank (Port)
Slop Tank
(Port)
Foam
Room
Engine
Casing
Emergency Generator
Room (s)
CO2 Room
Bow Thruster
Room
(Port)
No.5 Cargo Oil
Tank (Port)
Key
Air
AR136
AR135
AR138
AR134
AR131
AR130
From Engine Room
To Cargo Control
Room
AR121
25mm
1
5
m
m
1
5
m
m
15mm
40mm
40mm 40mm 32mm 40mm
25mm
25mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
15mm
25mm
25mm
25mm
25mm
From Engine Room
To Accommodation
Service
To A Deck
AR148
To Accommodation
Service
To A Deck
AR143
To Steering Gear
Room
AR101
AR102
AR139
AR140
AR128
AR127
AR154
AR113
AR108
AR107
AR155 AR104
AR156
AR103
AR106
AR105
AR125
AR126
AR124
AR123
AR115
AR114
AR121
AR120
AR193
AR110
AR109
AR192
(Port)
(Starboard)
To Sea Chest Air Blow
To Sea Chest Air Blow
AR111
Air Drying Filter
AR128
Air Drying Filter
AR116
AR117
AR119
AR118
Deck Store (P)
Deck Store (S)
Focsle Deck
From Engine
Room
Drain Valve
to be Closed when Pump
is Running or Purging
Outlet from Cofferdam
Exhaust
Trap From Air/Inert
Gas Supply on
Deck Cargo
Discharge
Pipe
Upper Deck
Air to Cargo Pump for Stripping
Air to Cofferdam for Purging
Detail of Cargo Pump
Purging System
Cargo
Pump
AR132
AR133
Turbocharger
Heater
AUTHORS NOTE: TO BE UPDATED WHEN CORRECT DRAWING AVAILABLE
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.3.3 COMPRESSED AIR PURGING AND STRIPPING
SYSTEM
Introduction
Working air is supplied to deck from the engine room via a 50mm line and is
used for a variety of functions including the use of pneumatic tools, air driven
draining pumps, weed blowing in the ballast sea chests in No.5 ballast tanks.
In regard to this section of the cargo operating manual, the air supply is used
to strip the cargo pump discharge lines by blowing out the lines from the cargo
pumps. See illustration 1.3.3b which shows the path flow of the stripping air
system. Additionally air can be supplied to the individual pump cofferdams in
order to purge them. Each cargo pump is fitted with a quick coupling connector
on both the pump housing, cargo and discharge lines. This connection allows
the pump cofferdam to be purged when connected to the pump housing via
a suitable flexible hose and also ensures that the cargo lines are adequately
drained and stripped ashore on completion of discharge when connected to the
discharge line.
The air line branches off at regular intervals along the main deck terminating
with 25mm valve connections. These connections are primarily for use with
portable pneumatic tools and equipment suitable for deck use on board.
Additionally, 15mm branch lines run off to each set of cargo deepwell pumps,
terminating close to each pump unit as 15mm isolating valves with quick
connection couplings.
Air connections are fitted in the manifold area in order that the manifold
lines can be drained and blown down on completion of cargo operations as
required.
Purging Routine for Cofferdams
Cargo pump cofferdams should be purged before and after pump usage in order
to determine:
Leakage detection
Condition monitoring of the cargo shaft seal system
Avoidance that any leakage blocks the cofferdam
WARNING
Venting gas and liquid can be dangerous. Use personal protective
equipment to avoid contact with the drain from the exhaust trap and
venting line.
Preparation for Purging
a) Place a suitable container beneath the exhaust trap of the pump
vent line to collect any leakage drainings.
b) Ensure that the drain valve and bottom of the exhaust trap are
not blocked by residues from the last purging routine.
c) Ensure the relief valve on the hydraulic control valve is open.
d) Connect the air supply to the snap-on coupling of the purge line
on the cargo pump unit. The maximum supply pressure should
be 7 bar.
e) Drain the supply line of water condensate.
Purging
a) Open the valve on the air supply line.
b) Ensure that air is present through the exhaust trap vent line.
Note: The relief valve is set to an operating pressure of 3 - 3.5 bar, so a small
leak will be expected here.
c) Purge the cofferdam in several sequences if required.
d) Drain the exhaust trap after each sequential purge.
e) Disconnect the air supply on completion.
f) Close the exhaust trap drain valve.
g) Record the quantity and content of the exhaust leakage, if any.
Stripping using Compressed Air
The stripping of the cargo pump and discharge column is discussed in section
1.3.1.
Final draining and stripping of the cargo lines to shore can, like most cargo
operations on this class, be done in different ways.
Air is the medium used to blow the lines through to the residue destination;
the use of nitrogen for stripping operations is the preferred method as there is
no risk of contamination with the cargo liquid or vapours. The strippings can
be blown directly ashore through the manifolds or to the slop tank and from
there to the shore.
Snap-on connections are provided at the cargo pump discharge line, close
to each pump both for nitrogen and air. A portable hose is attached to this
connection and to the adjacent air supply. Cargo remaining in the discharge
lines can then be pushed with compressed air to the desired collecting point.
Similarly, air connections are provided on the manifolds these allow the cargo
manifolds to be purged with air and for cargo to be blown back from the
manifold and directed as desired.
At the point in the discharge when stripping of the lines is necessary, the ship
will normally be trimmed by the stern. In this case any cargo remaining in the
cargo lines will run aft. This will dictate how the stripping is undertaken with
respect to the position of the line to be stripped in relation to the manifold.
A case example demonstrating how stripping ashore may be achieved is
described here.
Case Example
Purging Stripping of Cargo Lines for No.6 COT and the Port Manifold
The following example is based on the drawing 1.3.3b Nitrogen Purging of the
Manifolds and comprises three stages.
Stage 1
The intention is to purge the line from the cargo pump crossover purge
connection up to the manifold crossover line then out through the manifold
valve to shore.
a) On completion of stripping the tank all valves including the
manifold valve for the tank are to be closed.
b) Connect the flexible hose to the cargo line purge connection.
c) Open the port manifold valve and line block valve.
d) Open the nitrogen connection and purge the line to shore.
Position Description Valve
Open No.6 manifold valve CO362
Open No.6 cargo line block valve CO151,CO151
Closed No.6 tanks drop valves CO227, CO232
Closed No.6 tanks cargo pump discharge valves CO226, CO231
Open No.6 cargo line purge connection CO228
e) Repeat the purge several times then close all valves.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.3.3b Air or Nitrogen Purging of the Manifolds
CO362
CO151
CO226
CO234
CO231
CO376
CO365
CO367
CO363
CO158
CO155
CO227
CO151
CO232
CO229
CO368
CO228
CO156
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Stage 2
The intention is to now purge the line from the manifold valve connected to
the shore line across to the opposite manifold, down the drain connection and
round the drain line back to the outboard side of the manifold valve connected
to the shore line.
a) Connect the flexible hose to the purge connection at No.6 on top
of the manifold connected to the shore inboard of the manifold
valve.
b) Open the drain line connection valve outboard of the port and
inboard of the starboard manifold valves, also the drain line
block valve adjacent to port manifold valve.
c) Open the drain line valve inboard of the starboard manifold
valve, this valves allows the purge to enter the drain line.
d) Open the air connection and purge the line to shore.
Closed No.6 manifold valve CO362
Closed No.6 fore and aft cargo line block valve CO152
Open Drain line connections at No.6 manifold valve
inboard of the starboard valve and outboard of
the port manifold valve
CO376, CO473
Open Drain line block valve at No.6 port manifold CO367
e) It may be necessary to carry out the purge several times by
closing the drain valve outboard of the manifold and allowing
the pressure to build up to ensure the lines are fully stripped and
purged. Close all of the valves on completion.
Stage 3
The intention now is to purge back from the manifold down the cargo line
towards the cargo pump crossover line. The drain line connection from the
cargo pump crossover is opened and the drain line is now purged to the
outboard side of the manifold attached to the shore line.
a) Connect the flexible hose to the purge connection for No.6
on top of the manifold connected to the shore inboard of the
manifold valve.
b) Open the drain line connection outboard of the port manifold
valve and drain line block valve adjacent to the manifold
valve.
c) Open the cargo line block valve to the manifold crossover
valve.
d) Open the valves on the drain line leading from No.6 COT pump
crossover line back to outboard of the manifold; these valves
allow the purge to enter the drain line.
e) Open the nitrogen connection and purge the line to shore.
Open Drain line connection at No.6 outboard of port
manifold valve
CO365
Open Drain line block valve at No.6 port manifold CO367
Open No.6 cargo line block valve CO152, CO1516
Open Drain line from No.6 cargo pump crossover to
outboard of port manifold
CO155, CO156
f) It may be necessary to carry out the purge several times by
purged. Close all valves on completion.
1.4 Inert Gas System
Illustrations
1.4.1c Main Inert Gas Generator Panels in the Engine Room and CCR
1.4.1d High Velocity Pressure/Vacuum Valve
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI CI
TZA
2312
TZA
2335
LZA
2322
PT
6006
TI
2331
PZA
2336
GS
2001
TI
2311
PZA
2011
PZA
2320
PZA
2321
PI
2012
PI
2318
PI
1003
PI
1003
PI
1503
PZA
1503
PZA
1505
PI
1504
AS
PI
2033
FI
7024
Q
7002
QIA
8009
QI
8015
QIA
7001
P
2226
GS
a
GS
b
AS
AS
P
2226
GS
a
GS
b
S S
S
XZA
2121
XZA
2021
AS
PI
2318
GS
b
S
PI CI
PI
PT PT PT
AS
P
6002
GC
6003
PIC
6004
PC
8005
AS
GS
a/b
S
P
6042
AS
P
6022
PIC
6024
GS
a/c
GC
6023
M
M
H
PIC
7050
PI PIC
6004
PC
1071
S S
H
Illustration 1.4.1a Inert Gas System in the Engine Room
Sea
Chest
Sea
Chest
Safe Area Hazardous Area Key
Inert Gas
Fuel Oil
Compressed Air
Sea Water
Saturated Steam
Exhaust Steam
Hydraulic Oil
Fresh Water
Compressed
Air
Fuel
Oil Inlet
Ambient
Air Inlet
Ambient
Air Inlet
Return to
IGG MGO
Tank
Fuel Oil Pumps
1501
1001 1014 1051 2032
6001
2103
6021
6044
2114
2105
2313
IG152
WS23V
WS22V
WS25V
WS28V
No.1
No.2
WS24V
Integrated with Burner
Cooling Water
From Scrubber
Pump
(245m
3
/h x 40mth)
Emergency Supply
from Fire Pumps
Deck Water Seal Pumps
(3.0m
3
/h x 40mth)
Drain to
Aft Bilge Well
To PC8005
Purge
Inert Gas Pressure
Control Valve
Vent Outside
Main
Burner
Pilot
Burner
Rinsing
Water
Combustion
Chamber
Cooling Washing
Water Overboard
1001
1012
1022
1014
2205
7023
2225
No.1 Blower
No.2 Blower
IG154
IG151
IG148
Deck
Water
Seal
IG145
Portable Oxygen
and Flammable
Measuring Unit
IG146
Steam Supply
Exhaust Steam
IG150
Outside
Calibration
Air
Calibration
Gas N
2
1056 2040
WS
32V
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.4 INERT GAS SYSTEM
Inert Gas Generator
Manufacturer: Smit Gas Systems
Type: GIn 3375-0.15 FU
No. of sets: 1
Capacity: 844 to 3,375m
3
/h
Delivery pressure: 0.15 bar (gauge)
O
2
Analyser
Manufacturer: ENVICO
Model: OPSIS O2000
Probe: OM10 STD
Range: 0.01-25.0% O
2
Deck Seal Sea Water Pump
Manufacturer: Shin Shin
No. of sets: 2
Type: Horizontal, motor driven, centrifugal
Model: EHC 40A
Capacity: 3m
3
/h at 40mth
Inert Gas Composition
Oxygen (O
2
) 2-4% by volume
Carbon dioxide (CO
2
) 14% by volume
Carbon monoxide (CO) 500 ppm maximum
Sulphur oxides (SO
x
) 50 ppm maximum
Nitrogen (N
2
) balance
Soot none
Introduction
The purpose of the inert gas (IG) system is to generate and distribute IG
(mainly a mixture of nitrogen and carbon dioxide) to the cargo and slop tanks
including the residual oil tank. The IG blankets the tanks at a slightly positive
pressure to prevent the ingress of atmospheric air. The system is also used to
distribute fresh air to the cargo tanks, cargo pipes and slop tanks when gas
freeing for inspection or maintenance purposes is required.
Inert gas is produced by a combustion process that takes place in the inert gas
generator (IGG) combustion chamber where marine diesel oil (MDO), supplied
from the IGG MDO service tank is burnt. The main burner receives its air from
one of the blowers and combustion takes place under near stoichiometric
conditions.
Note: Stoichiometric conditions are those in which the exact quantity of
oxygen required to burn the combustible elements of the fuel is supplied.
If this was achieved and complete combustion took place, there would be
no oxygen in the gas produced. This desirable situation is very difficult to
achieve efficiently and therefore there will usually be an excess of oxygen
which must be limited when supplying inert gas.
After combustion, the IG contains a quantity of sulphur oxides which are
highly corrosive to certain metals. The hot corrosive combustion gases are
cooled indirectly by sea water circulating round the combustion chamber
before passing to the scrubber tower to be directly cooled and washed by a
deluge of sea water combined with spray nozzles. Here the sulphur oxides are
washed out and discharged overboard by way of the effluent seal/drain valve.
The IG is cooled down to a few degrees above the sea water temperature but
is also saturated with water. After passing through the scrubber tower the IG
flows through a demister where the water droplets are removed.
WARNING
Inert gas is an asphyxiant due to the low level of oxygen and an oxygen
deficient atmosphere will have the following effects:
Oxygen Content Effects and Symptoms
15-19%
Decreased ability to work strenuously and co-
ordination impairment begins.
12-14%
Respiration increases with exertion, the pulse rate
increases and co-ordination is impaired. Judgement
is also affected.
10-12%
Respiration increases further the loss of judgement
increases and lips become cyanosed. Nausea and
vomiting commences.
8-10%
Mental failure, fainting and unconsciousness are
experienced. The face becomes grey and lips become
very cyanosed.
6-8%
Eight minutes exposure gives 100% mortality; six
minutes gives 50% mortality while four minutes or less
gives a high likelihood of recovery with treatment.
4-6%
Coma induced within a minute, convulsions and
respiratory failure, death.
Operating Modes
Inert Gas Production
Inert gas mode is the systems normal operating condition but during the
initial start up of the plant, the gas produced will be automatically vented to
atmosphere for a minimum of five minutes. Only after this period and with
the oxygen level within an acceptable range will the discharge be able to be
selected for standby for delivery to deck.
Air Production Mode
The fresh air production mode of operation applies when the cargo tanks are to
be gas freed for entry or dry dock. The fuel and cooling water systems are not
used and the blower simply draws fresh air and supplies it through the system
to the deck inert gas main and to the cargo tanks.
Inert Gas Deck Distribution System
There is a single 250mm nominal bore inert gas main which runs the length
of the main deck tapering down to a 200mm nominal bore line at No.2 cargo
tanks and 65mm nominal bore after the discharge to No.1 cargo tanks, the
continuation of the line is then used as the emergency supply connection for
the fore peak tank. The selected blower discharges the inert gas (when in
IG production mode) through the deck seal and the manually operated deck
isolating valve to the gas main. Distribution to the individual cargo tanks is
via 200mm nominal bore branch lines tapering to 150mm that terminate at the
tank deckhead. These are located in the after end of each cargo tank.
Spade blanks are provided so that the inert gas can be safely isolated from
individual tanks or each pair of tanks and must be utilised prior to preparation
for tank entry.
In addition to the IG main there is a 300mm nominal bore vapour return
header which can be accessed from each tank at the vent riser for the PV valve
via a spectacle piece.
The design of having two IG lines means that the ship can safely load at least
two cargoes which have an incompatible vapour admixture, by connecting
either the vapour return main or the IG main to the respective tanks. If this
method is utilised to load two grades concurrently, then the individual tanks
not lined up on the IG main must have their alarm sets points and pressures
closely monitored.
The tank pressures are under the control of the hi-jet PV valves on each tank,
using the vapour return line to connect compatible tanks gives a greater safety
factor than relying on an individual tank PV valve.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
Illustration 1.4.1b Inert Gas System on Deck
To Inert Gas Supply for Water Ballast Connection Line
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.6 Cargo Tank (Port) Slop Tank (Port)
No.5 Cargo Tank
(Port)
No.4 Cargo Tank (Port) No.3 Cargo Tank (Port) No.2 Cargo Tank (Port) No.1 Cargo Tank (Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Deck
Water
Seal
Authors Note: No Inert Gas System Valve Numbers Available. Confirm pipeline details
during visit to the ship
Steam Supply
Condensate
PT PT PT
Ballast Connect To Cargo
Oil Line (Port Manifold)
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Deck Seal Unit
The deck seal forms a liquid barrier against gas leakage from the inert gas
main into the machinery spaces. To do this it requires a continuous supply of
sea water supplied by the deck seal pumps. The water level within the unit is
kept constant by the effect of the drain overboard being set at the desired water
level. The gas passes into the seal unit from the top and down through a column
whose open bottom is below the sea water level. This forces the gas to pass
through the water and into the main chamber of the unit. The effect of passing
through the water further cools and cleans it. The gas now passes upwards
through a set of demister screens which remove water particles, and out into
the deck inert gas main.
The deck seal is fitted with a steam heating coil for use during severely cold
weather to prevent the water freezing.
Note: The salinity of the returns from this coil should be checked when ever
steam is supplied. Due to their infrequent use corrosion may take place and
eventual perforation of the coil. These coils are notorious for causing feed
water contamination in older plants.
Inert Gas Generator Description
Main Fuel Oil Burner
The fuel oil burner is of the mechanical high pressure type and is ignited by the
pilot burner. The fuel oil is directed to the burner tip through slots, which cause
the oil to leave the burner as a thin rotating membrane. Impulses of combustion
air result in an ultra-fine dispersion of the fuel. The main flame is monitored by
a photoelectric cell connected to an electronic flame safeguard relay. This relay
will shutdown the main burner, via the main programming unit, if the flame is
too weak or has failed to ignite.
Pilot Burner
The pilot burner is ignited with the aid of a spark generated by a spark plug. An
ignition transformer supplies the high voltage for the spark plug.
Combustion Chamber
The main and pilot burners are mounted on the combustion chamber which is
surrounded by a cooling water jacket. The jacket is supplied with sea water
from the inert gas scrubber sea water pump which helps to discharge the heat
generated by the combustion process.
Scrubber Tower
The scrubber tower cools and washes the hot combustion gas with sea water
and is fitted with a water seal and drain. By-products of the combustion process
are washed out of the hot gas and discharged overboard through the water seal
and drain system. The sea water supplied to the combustion chamber jacket
and spray nozzles pass through orifices which distribute the cooling water in
the correct quantities.
Fuel Oil System
The fuel system consists of two gear type oil pumps which take suction from
the IGG MDO service tank.
Cooling Water System
The sea water supplied by the inert gas scrubber sea water pump is mainly used
for washing the inert gas and removing the sulphur oxide. Orifices fitted in the
pipework allow for some of the supplied water to be directed to the cooling
chamber. A non-return crossover connection from the bilge, fire and GS pumps
allows these two pumps to supply the scrubber unit in the event of failure of
the main scrubber pump but both bilge, fire and GS pumps would be required
to fulfil the scrubber requirements.
Water Seal and Drain System
The sea water effluent from the scrubber drains overboard through a U-type
water seal. The U-type water seal and the IG pressure control valve (6001)
maintain a constant furnace pressure required to sustain a steady flame and
produce a constant oxygen content. A drain to the aft bilge well is operated in
the event of a flame failure to ensure that possible contamination of the effluent
with MDO is not discharged overboard.
Control, Monitoring and Instrumentation
The pressure inside the combustion chamber must be kept at a constant 0.15
bar to ensure efficient combustion and this is held constant by the pressure
control valve.
An oxygen analyser is installed which monitors the IG O
2
content after it has
passed through the demister.
Control Panels
Several control panels situated around the ship are used to either monitor or
control the IG system.
Local control panel as shown in illustration 1.4.1c
Cargo control room panel as shown in illustration 1.4.1c
IGG bridge panel
IGG blower No. 1 panel
IGG blower No.2 panel
Fuel oil panel
The local control panel contains the programmable controller which takes
care of the starting, stopping, alarm/trip functions and the running conditions
of the plant. On the front of the panel the IG system is in the form of a mimic
diagram, with motor running, automatic valve open/closed and alarm/trip
indication lamps which include the following:
Fuel pump selected, pump running and failure
Fuel supply pressure low
Air blower selected, running and failure
Sea water pump running
Instrument air pressure low
Flame failure
Combustion air pressure low
Sea water inlet pressure low
Sea water inlet pressure high
Burner on
Inert gas outlet temperature high
Inert gas outlet pressure high
Purge valve position indication (open)
Deck delivery valve position indication (open)
Deck delivery valve position indication (closed)
Oxygen high and low
Oxygen analyser failure
Sea water level high
Drain valve cancel indication
Power and power failure
Emergency stop
PLC battery low
Common fault
Deck seal water pressure low
Generator ready to start
Standby
The mimic board also includes the following pushbuttons:
Reset
Acknowledge
Lamp test
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.4.1c Main Inert Gas Generator Panels in the Engine Room and CCR
CONTROL PANEL 2
SMIT
GAS SYSTEMS
PLC
BATTERY
LOW
EMERGENCY
STOP
POWER
FAILURE
FAILURE RUNNING 2223
2222
2225
POWER
DRAIN
CANCEL
GENERATOR
READY TO
START
STAND-BY
COMMON
FAULT
DECKSEAL WATER
PRESSURE LOW
SEA WATER
PUMP RUNNING
SEA WATER
OVERBOARD
DRAIN
AMBIENT AIR
AMBIENT AIR
FUEL OIL
BLOWER 2
RESET ACKNOWLEDGE
OXYGEN ANALYSER
MODE SELECT
1 - I.G. PRODUCTION
2 - AIR PRODUCTION
COOLWATER PUMP
START / STOP
SOURCE SUPPLY
POWER FAILURE
LAMP TEST
E
M
E
RGEN
C
Y
STOP
SPACE HEATERS ON
SPACE HEATERS
ON/OFF
M
2202
2205
BLOWER 1
M
FUEL OIL
1022
FUEL PUMP 2
OVERBOARD
M
FUEL OIL
DELIVERY
PURGE
INSTRUMENT AIR
TO PNEUMATIC EQUIPMENT
FAILURE
TZA-H
2312 RUNNING SELECTED
SELECTED
SELECTED
SELECTED
1013
1012
FUEL PUMP 1
M
PZA-L
1505
PZA-L
1053
PZA-L
2011
PZA-H
2321
BURNER
ON
FLAME
FAILURE
2021/2022
PZA-H
2336
TZA-H
2335
LZA-H
2322
PZA-L
2320
2105 2103
1057 2042
2043
2114
CARGO CONTROL ROOM
IN START
POSITION
HAND OPERATION
OVERRIDE
BURNER LANCE
6041
6021
OPEN
CLOSED
OPEN
QIRA
7001
OXYGEN
LOW
OXYGEN
HIGH
ANALYSER
FAILURE
OPSIS
SET ESC
1 2
I.G. GENERATOR
START / STOP
MAIN SWITCH
I.G. OR AIR TO DECK
STOP - STAND-BY / START
1
0
SELECTION
FUEL OIL PUMP 1/
FUEL OIL PUMP 2
SELECTION
BLOWER 1 / BLOWER 2
0
1
I.G.G CARGO CONTROL ROOM
PANEL 3
0 20 40 60 80 100%
0 20 40 60 80 100%
1
2
3
PMA
RECORDER
1 - OXYGEN CONTENT 0-5%
2 - DECK PRESSURE 0-250 mBAR
CONTROLLER DECK
MAINLINE PRESSURE
INERT GAS
TEMPERATURE
DELIVERY
START / STOP
SMIT
GAS SYSTEMS
INERT GAS
PRODUCTION
AIR PRODUCTION
STAND-BY FOR
DELIVERY
COMMON FAULT
OXYGEN HIGH/LOW
POWER FAILURE
EMERGENCY STOP
GENERATOR
OVER
CAPACITY PURGE VALVE
PURGE
OPEN
OVERBOARD
INERT GAS
LOW
HIGH
LOW - LOW
SEAL WATER
DELIVERY
VALVE
PZA-L
6121
RESET ACKNOWLEDGE LAMP TEST POWER FROM
EMERGENCY
SUPPLY
PLC
BATTERY
LOW
LA-L
6104
DECKMAIN
ISOLATING VALVE
DECK MAIN LINE
PRESSURE
DECKSEAL
6112
PRESSURE / VACUUM
BREAKER
PICA
8008
E
M
ERGEN
C
Y
STOP
0
20
40
C
BURNER
CAPACITY
BURNER LANCE HAND
OPERATION OVERRIDE
25
100
%
COMMON FAULT
CARGO PUMP SHUTDOWN
AUTOMATIC
THIS SWITCH OVERRIDES THE AUTOMATIC SHUTDOWN IN CASE OF IG PRESSURE
LOW-LOW ALARM. TO BE USED BY AUTHORISED PERSONNEL ONLY
CARGO PUMP SHUTDOWN
OVERRIDE
1 0
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Positioned below the mimic diagram is the O
2
analyser and below that are the
generator control push buttons and switches which include the following:
Fuel oil pump selection
Air blower selection
Cooling water pump start/stop
IGG start/stop
Delivery to deck stop/standby/start
IG/AIR mode key selection switch
Main isolation switch
Also located on the front of the control panel is an EMERGENCY stop button
and a space heater indication lamp and switch.
Oxygen Analyser
The oxygen is sampled by a Opsis (model, O2000) fixed oxygen analyser
with feeds to display units in the engine control room and a chart recorder in
the cargo control room. The operation of the analyser depends upon regular
calibration, certainly before each use of the plant.
The oxygen at various parts of the system on the deck and within the tanks
should be verified with portable analysing equipment.
During the production of IG the oxygen level is constantly monitored, if a
high level is recorded, a high level alarm is indicated on the CCR and local
control panels and the remote indication panels in the ECR and on the bridge.
The purge/delivery valves will not change over automatically, but will wait
for 60 seconds to see if the discharge levels come back in range or manual
intervention is made. If no action is taken within 60 seconds with the system
still in alarm, then the purge valve will open and the delivery valve will close.
Additionally, in order to protect the tanks from soot, if an oxygen reading is
measured at 2% a low oxygen alarm is generated, this will also not change over
the purge/delivery valve until at least 60 seconds has passed with the alarm
still active.
Adjustment of alarm set points can be made using the soft keys on the unit
front.
Procedure for Starting the Inert Gas Generator for Inert Gas
Production
The following checks should be made before any IG operations are started:
Ensure there is sufficient power to the main switchboard to take
the extra load of starting the IG system.
Ensure that the control panel is energised. The panel should
remain energised at all times to keep alarms active and prolong
O
2
sensor life. If switched on from cold allow at least 1 hour
warm-up time.
Ensure that instrument air is available and that all of the
instrumentation valves are open.
Calibrate the oxygen analyser.
Ensure that the cooling water pump supply and overboard
discharge valves are open.
Ensure that the deck water seal sea water pump supply and
overboard discharge valves are open
Check that the drain plug on the burner and the rinsing valve on
the combustion chamber are closed
a) Set the sea water supply/discharge valves as per the following
table. In normal operations one deck seal pump is in constant
use, with the second pump on automatic cut-in on failure of the
first pump or low sea water discharge pressure. It is assumed
that the port sea suction is in use and the starboard sea suction
isolated.
Open Port sea chest suction valve WS05V
Open Port sea chest suction strainer outlet valve WS02V
Open Starboard sea chest suction valve WS04V
Open Starboard sea chest suction strainer outlet valve WS01V
Open Deck water seal pump sea water main isolation
valve
WS32V
Open Deck water seal pump No.1 suction valve WS23V
Open Deck water seal pump No.1 discharge valve WS25V
Open Deck water seal inlet valve ??
Open Deck water seal overboard valve IG146
Open Sea water isolating valve to scrubber cooling sea
water pump
WS33V
Open Scrubber cooling sea water pump suction valve WS26V
Open Scrubber cooling sea water pump discharge valve WS27V
Closed Bilge, fire and GS pump crossover valve WS28V
Open IGG inlet valve ??
Open Scrubber tower water seal overboard valve IG152
b) Start the cooling/scrubber water pump at the IGG control panel
and check the inert gas generator to ensure water is flowing.
c) Start the duty deck seal water pump. When the pressure has
stabilised, set the second pump to automatic mode.
d) Set the fuel valves as per the following table:
Open MDO service tank fuel oil quick closing valve FO162V
Open IGG fuel oil supply pump isolation valve ??
Open IGG fuel oil shut-off valve valve 1051
Open Main IGG fuel oil supply pump suction valve 1001
Open Main IGG fuel oil supply pump discharge valve 1014
Open Standby IGG fuel oil supply pump suction valve 1001
Open Standby IGG fuel oil supply pump discharge valve 1014
e) Rotate the handle of the fuel oil filter twice to clear any debris
from the strainer.
f) Confirm that the deck seal and P/V breaker are filled correctly.
On the local control panel:
g) Select an air blower (1 or 2) on the control panel and open the
selected blower discharge valve. (No.2 is usually on standby).
h) Select fuel pump No.1 or No.2.
i) Select INERT GAS PRODUCTION on the IG or Air production
keyswitch.
j) Confirm that the BURNER IN START POSITION indicator is
illuminated on the mimic.
k) Confirm that GENERATOR READY TO START indicator is
illuminated.
l) Press the IG GENERATOR START/STOP pushbutton on the
control panel.
The burner start-up sequence is as follows:
The selected air blower starts immediately and the combustion
chamber 60 second purge sequence begins.
After 30 seconds the selected fuel pump will start.
After another 60 seconds the pilot burner solenoid valves open
to allow fuel oil and instrumentation air to the pilot burner.
The ignition transformer and spark plug are then energised.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
After 70 seconds the pilot burner ignites detected by the UV
pilot flame detector, the ignition transformer de-energises.
After 85 seconds the solenoid valves open to allow fuel oil to
the main burner. The UV main burner flame detector detects the
flame.
After 90 seconds the fuel and instrument air solenoid valves to
the pilot burner de-energise and close.
m) Check temperatures, pressures and oxygen content of the inert
gas produced. If necessary, adjust the fuel/air regulator with the
handwheel to give the required output. When the pressure is
0.15 bar(g), and the oxygen content is approximately 4%, IG
delivery to deck can commence.
Note: When the O2 content and all temperatures and pressures are within
limits the IG is ready to be sent to deck. This operation is normally carried
out by the deck officer in charge and is initiated by pressing the DELIVERY
START/STOP pushbutton on the IG control panel in the CCR. Pressing the
button will open the delivery valve to deck fully and control the purge/excess
vent valve to a working position.
n) Press the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton to select the stand-by position. This will illuminate
the stand-by indicator on the local panel and also on the cargo
control room panel (CCRP).
o) At the CCRP select START to slowly open the delivery valve.
The purge/excess gas vent valve will be set to its working
position.
Procedure for Starting the Inert Gas Generator for Air
Production
The following checks should be made before any air production operations are
started:
the extra load of starting the IG system
O
2
warm-up time
Ensure that instrument air is available and that all instrumentation
valves are open
discharge valves are open
a) Set the sea water supply valves as per the previous description
for setting up the inert gas production.
b) It is assumed that the deck seal pump system is in operation as
previously described.
c) Start the cooling/scrubber water pump at the IGG control panel
d) Set the mode keyswitch selection to AIR PRODUCTION.
e) Manually set the fuel/air regulating controller to the maximum
position.
f) Select an air blower (1 or 2) on the control panel and open the
selected blower discharge valve.
g) Confirm that GENERATOR READY TO START indicator is
illuminated.
h) Press the IG GENERATOR START/STOP pushbutton on the
control panel, the blower will now start.
i) Check temperatures and pressures, if satisfactory, press the IG
OR AIR TO DECK STOP - STAND-BY/START pushbutton,
air will now be available for discharge to deck.
j) In the CCR the duty deck officer can now direct air to deck by
pressing the DELIVERY START/STOP pushbutton. Any cargo
tanks that are not to be gas freed will have to be isolated.
Procedure for Stopping the Inert Gas Generator
a) Stop the inert gas delivery to deck by pressing the DELIVERY
START/STOP pushbutton in the CCR.
This will open the purge/excess gas vent valve fully and close the delivery
valve.
b) Press the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton once to extinguish the main burner and stop the fuel
pump.
Note: Pressing the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton twice will initiate an immediate stop of the IG generator without
purging the combustion chamber.
c) The blower will automatically stop after 3 minutes.
d) Stop the scrubber sea water pump.
e) Close all of the valves and reset the fuel/air regulating control
linkage back to the minimum position.
f) Rinse through the combustion chamber with fresh water for
aapproximately 20 minutes if the generator is to be off line for
more than a day. If the system is to be out of use for an extended
period, rinse the combustion chamber for at least 1 hour.
System Failure
In the case of a failure alarm, check the failure indicators. (Refer to the manual
consequences of failures chart) and press ACKNOWLEDGE to silence the
audible alarm. Alarm acknowledgment is also available from other panels such
as on the bridge and in the engine room.
After eliminating the cause of the alarm, press the RESET button before
restarting the IG system.
Liquid Pressure/Vacuum Breaker
In addition to the PV valves on each cargo tank there is an independent liquid
PV breaker fitted to the deck distribution main. It is located forward of the inert
gas deck main isolating valve and acts as a two-way liquid seal safety device.
In the event of over pressure in the common IG header, the liquid is blown
onto the deck thereby opening the deck main and cargo spaces to atmosphere.
When an excessive vacuum exists, the liquid is drawn into the deck main and
opens the system to atmosphere. This is accompanied by a very distinguishable
sucking noise. The liquid PV breaker is designed to operate after the PV
valve. This means that it is the last line of defence in protecting the tanks from
overpressure or vacuum should the PV valves be defective or not of sufficient
capacity. It operates at a pressure of approximately 2,400mmWG or a vacuum
of approximately -700mmWG.
The unit consists of two vertically mounted tubular ducts fitted concentrically.
The inner duct is connected to the inert gas main. The unit is charged with a
50/50 mixture of water and antifreeze. It is fitted with liquid level gauge and a
wire mesh protective flame screen.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
High Velocity Pressure/Vacuum (PV) Valve
Main Cargo Tanks
Manufacturer: Pres-Vac
Total No. of sets: 12 sets type HSM-ISO (2388) DN 150, pressure
2,000mmWG, vacuum -350mmWG
2 sets type HSM-ISO (2388) DN 125, pressure
2,000mmWG, vacuum -350mmWG
The ship is designed to carry up to seven grades of cargo concurrently in such
a way that each set of cargo tanks can be isolated from the remaining tanks to
prevent the risk of contamination of cargo and still remain in a safe condition
having independent PV valves protecting each cargo space.
Combined high velocity PV valves are fitted to each cargo oil tank, slop tank
and residual oil tank based on the vapour emission control system in accordance
with USCG requirements. The purpose of the PV valve is to provide automatic
control of pressure differentials during cargo operations and during the voyage
and to avoid damage to the cargo tanks.
Function
During the loading of a cargo the pressure build up in the tanks lifts the pressure
disc from its seat and the excessive tank pressure is relieved to a preset level.
On attaining the preset pressure the disc reseats itself.
During the unloading of a cargo, should a vacuum be formed in the tanks, the
vacuum disc lifts from its seat and the tank vacuum drops to a preset limit. On
attaining this preset limit the disc reseats itself.
As per SOLAS requirements, the high velocity PV valves on each tank must be
tested before the commencement of cargo operations. To check the operation
of the overpressure valve, operate the check lifting handle on the side of the
body by turning the check lift from its vertical position to the upper position
and then back.
The lifting of the vacuum valve is accomplished by pushing up on the check
lift spindle and releasing. Both valves are self-closing when in a properly
maintained condition. During cold weather operations, regular checks should
be made to ensure that the pressure/vacuum valves do not get blocked by ice
coverings which could otherwise inhibit the correct functioning of the valves.
Flame screens can also become blocked when humid air vented from a cargo
tank condenses and freezes on the gauze flame screens.
Fitted to the riser pipe leading to the high velocity PV valves is a spur with a
gas freeing type lid fitted. This pipe can be used in assisting in the tank purging
process.
Illustration 1.4.1d High Velocity Pressure/Vacuum Valve
Shaft
Filter Element
Vacuum Seat
Vacuum Disc
Plug
Valve Top
Screw
Magnet
Test Lever
Washer
Pressure Disc
Magnet Armature Fixture
1.5 Crude Oil Wash and Tank Cleaning System
1.5.1 Tank Cleaning System
1.5.2 Methods of Tank Cleaning
Illustrations
1.5.1a Tank Cleaning System
1.5.1b Tank Cleaning Machines
1.5.1c Tank Cleaning Machine Speed Adjustment
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX PI
Key
Sea Water
Fire Water
Electrical Signal
No.1 Cargo Oil Tank
(Starboard)
No.1 Cargo Oil Tank
(Port)
No.2 Cargo Oil Tank
(Starboard)
No.2 Cargo Oil Tank
(Port)
No.3 Cargo Oil Tank
(Starboard)
No.3 Cargo Oil Tank
(Port)
No.4 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Starboard)
Deck Store
(Starboard)
No.5 Cargo Oil Tank
(Port)
No.6 Cargo Oil Tank
(Starboard)
No.6 Cargo Oil Tank
(Port)
Slop Tank
(Starboard)
Slop Tank
(Port)
Illustration 1.5.1a Tank Cleaning System
CO
242
CO254
CO
443
TC314
TC313
TC628
TC625
From Slop Pump
TC642
TC645
CO406
TC648
To Cargo
Control Room
Chemical Injection Boss with Plug
TC641
TC
114
TC
113
TC
514
TC
513
TC312
TC311
TC623
TC624
TC622
TC621
From No.6 Cargo Pump
TC640
TC639
TC
112
TC
111
TC
512
TC
511
TC310
TC309
TC619
TC620
TC618
TC617
Connection from Fire Main Line
From No.6 Cargo Pump From No.5 Cargo Pump
TC638
TC637
TC
110
TC
109
TC
510
TC
509
TC308
TC307
TC615
TC616
TC614
TC613
TC636
TC635
TC
108
TC
647
TC
107
TC
508
TC
507
TC306
TC305
TC611
TC612
TC610
TC609
TC634
TC633
TC
106
TC
105
TC
506
TC
505
TC304
TC303
TC607
TC608
TC606
TC605
TC632
TC631
TC
104
TC
103
TC
504
TC
503
TC302
TC301
TC603
TC604
TC602
TC601
TC630
TC629
TC
102
TC
101
TC
502
TC
501
To/From Cargo System
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
CO246
TC166 TC116 TC115
TC163 TC117
Tank Cleaning Heater
(100m
3
/h)
TC118
TC
119
TC
120
CO
405
TC624 TC167
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.5 CRUDE OIL WASH AND TANK CLEANING
SYSTEM
1.5.1 TANK CLEANING SYSTEM
Deck Mounted Machines
Maker: Scanjet Clean AB
No. of units: 26
Type: Scanjet SC30T programmable
Nozzle size: 15mm
Drop pipe length: 2.0m
Length of gun: 300mm
Capacity: 25m
3
/h
Operating pressure: 9 bar
Introduction
The tank cleaning system consists of 26 deck mounted programmable units,
one in each of the cargo and slop tanks.
The deck mounted washing machines are a single nozzle unit with a nozzle
diameter of 15mm, type SC30T. With an operating pressure of 9 bar the
effective reach is 23 metres and a flow through capacity of approximately
25m
3
/h.
The nozzle is suspended from a 2m long drop pipe beneath the fluid inlet
housing.
Each unit has a programmable driving unit which is mounted on the top of the
washing fluid inlet housing and powered by a turbine, the turbine being driven
by the washing fluid.
Normal horizontal movement of the nozzle for the programmable units is
between 1 and 1.6 rpm depending on the pressure of the driving fluid.
The pitch angle change can be set to one of three main programmes using one
or all of the programme knobs on the top of the drive unit. The programmes are
set by lifting or pushing the required programme knob, each one representing
a pitch of approximately 1.5, i.e. making available a pitch of approximately
1.5, 3.0 or 4.5. A further programme called the pre-wash which has a pitch
angle of 27 can also be obtained when the programme knobs are correctly set.
When the pre-wash knob is fully pushed down with the other two pins already
in the down position, then the pre-wash programme is obtained. Selection
of the 4.5 wash is made when the pre-wash knob is only pushed down as far
as approximately 5mm from its full travel, it is indicated on the shaft by an
identification stop mark.
It is also possible to have a pitch of 0, i.e. all of the knobs lifted, if it is found
to be necessary to give a single area a more thorough washing. More detailed
instructions are given in the individual equipment instruction manuals.
The normal parking position of the machines between washing operations is
vertically downwards, this is elevation 0. Prior to the start of washing the
elevation is manually set by winding the gun to the required angle using the
portable hand crank.
The actual elevation of the nozzle is indicated by a graduation scale on the
spindle that protrudes through the driving unit top cover. The vertical movement
of the rod indicates whether the rod is moving upwards or downwards. The
horizontal rotation of the nozzle is indicated by a distinctive arrow mark on
the top of the lifting rod.
The washing fluid can be supplied to the tank cleaning main by the
following:
From the sea using a ballast pump.
From the slop tanks using the slop tank cargo pumps.
From any cargo tank pump discharge line, either to the tank
cleaning main or the tank cleaning machine in its own tank.
One or both slop tanks can be utilised for tank cleaning operations. A balance
line is fitted, principally for use during water washing, or for bottom COW of
the cargo tanks.
The main tank cleaning machines are turbine driven, programme selectable,
single nozzle units, mounted in the tank top.
The cleaning media comes from the supply on board the vessel and enters
the inlet housing where it passes the vertical turbine that drives the unit. The
nozzle rotates in the horizontal plane combined with a very slow vertical
movement which cleans the tank in a spherical pattern.
The unit normally revolves at about 1.6 rpm, depending on the drive fluid
viscosity and the line pressure at the inlet housing. Adjustments to the turbine
speed can be carried out which will alter the rotation speed if so desired.
The machine has four programmes to choose from which changes the elevation
per revolution (pitch), all pre-programmed to give a tighter spray pattern in the
bottom of the tank. These can be set to different pre-programmed values by
means of lifting or pushing down the programme knobs.
The nozzle angle scale indicates the elevation of the nozzle in the vertical
plane, and the direction of the nozzle in the horizontal plane is shown by the
direction of the tab on top of the lifting rod. See illustration 1.5.1b.
The normal single pass cycle for the standard top bulkhead wash with a pitch
change of 3 at 1.6 rpm takes approximately 21 minutes and the nozzles move
between 120 and 45 elevation angle.
The standard bottom wash at 3 pitch change and 1.5 rpm takes approximately
28 minutes for two passes, the nozzle moving between 50 and 0 and back to
50 elevation angle.
Note: The standard washing programmes are typical only, additional passes
and different pitch changes may be required to achieve the desired result.
For light oils a single pass using a higher pitch may be sufficient, whilst
heavier oils may require several passes at a lower pitch change. Washing will
normally benefit from a combination of a few nozzle passes and a low pitch
than from many passes at a higher pitch.
Verification that the cycle is complete can be ascertained by viewing the
indicator on the top and the side graduation scale of the lifting rod on each
machine.
Operation of the Deck Mounted Units
a) Remove the protective cover to expose the programme knobs.
b) Set the nozzle to the desired starting point using the hand
manoeuvring crank. Ensure all of the pitch selection pins are in
the raised position. Hand crank one full cycle to ensure the unit
is running smoothly and that it moves through its full extent.
c) If spot washing is used to clean certain areas in a tank, use the
shadow diagrams to find out the horizontal and vertical nozzle
angles.
d) To start the machine, open the stop valve slowly to avoid liquid
shock.
e) Set the desired programme for the pitch required by pushing
down the required number of programme knobs.
f) On completion of tank cleaning return all of the pitch selection
pins to the raised position, then reset the machine to the rest
position by cranking the nozzle to face vertically downwards.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
45
0
90
Tank Cleaning Machine
Key
A - Drive Unit
B - Programme Knob
C - Hand Crank
D - Inlet Supply Valve
E - Protective Cover
Drive Spindle
Showing the
Graduation Angles
B
A
C
D
E
Illustration 1.5.1b Tank Cleaning Machines
Revision: Draft 1
Date: November 2006
IMO No. 9260043
To Preset Pitch Angles
The Scanjet 30T has preset programmes which are adjusted by operating the
programme knobs located on the top of the unit.
1) All knobs up: No elevation will be performed. Washing is
limited to a horizontal circle.
2) One knob down: Approximately 1.5 per revolution.
3) Two knobs down: Approximately 3.0 per revolution.
4) Two knobs down plus pre-wash down to 5mm short of full
travel: Approximately 4.5 per revolution.
5) Three knobs down: Approximately 27 per revolution (pre-
wash).
Speed Adjustment
The rotating speed of the unit can be changed by changing the rotation speed
of the turbine. Change the speed as follows:
a) Stop the unit.
b) Remove the protective cap A.
c) Loosen the locking nut B.
d) Set the adjustment screw C to the desired speed using an allen
key. Turning the screw clockwise, raising it, increases the
speed, anticlockwise, lowering it, reduces the speed.
e) Turn on the unit. The lifting rod indicates the speed and can be
checked using a wristwatch.
f) Once the desired speed is set, tighten the locking nut and replace
the protective cap.
DECREASE INCREASE
A
B
C
A
Key
A - Protective Cup
B - Contra Nut
C - Adjusting Screw
D - Protective Cover
E - Drive Unit
Illustration 1.5.1c Tank Cleaning Machine Speed Adjustment
Tank Cleaning Machine
E
D
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.5.2 METHODS OF TANK CLEANING
The atmosphere in the tank to be washed will fall under one of the following
headings:
Inerted - An atmosphere made incapable of supporting
combustion by the introduction of inert gas and the resultant
reduction in the overall oxygen content. That is, the tank
atmosphere has an oxygen content of less than 8% by volume.
Too Lean - An atmosphere made incapable of burning by the
deliberate reduction of the hydrocarbon content to below the
LFL.
Over Rich - An atmosphere made incapable of burning by
deliberately maintaining the hydrocarbon content of the tank
over the UFL. A hydrocarbon content of at least 15% by
volume should be attained before starting to wash and should
be maintained throughout the washing cycle.
Undefined - An atmosphere that may be above, below or within
the flammable range.
WARNING
It is only in the inerted condition where it can safely be guaranteed
that the tank atmosphere does not enter the flammable zone during
tank washing and for this reason tanks must be washed in the inerted
condition. If, for any reason, it is considered necessary to undertake tank
washing under one of the other conditions following the carriage of a
volatile cargo, guidance must be sought from the Company before any
work is undertaken.
In Coated Tanks - Temperature Restrictions
All cargo tanks, slop tanks and the residual tank are coated with pure epoxy
paint, because of this the temperature and pressure of washing water should not
normally exceed 80C and 10.5kg/cm
2
respectively. However, these may be
increased subject to agreement from the coating and tank cleaning equipment
manufacturers that excessive heat and/or pressure will not damage the coating
or the machine.
The temperature of the washing water should always be at least 15C above
the pour point of the previous cargo.
After Black Oil Cargoes
These products range from gas oils to heavy fuel oils and the degree of cleaning
necessary will vary considerably with the grade to be loaded and the grades
previously carried. Products within this group are persistent oils and residues
must be handled in accordance with paragraph MARPOL 73/78.
Cargo and slop tanks are cleaned on normal ballast passages to a standard
suitable for any of the products within the ships usual trading pattern. This
may not be necessary if the next cargo is identical to the previous cargo apart
from the requirements for heavy weather ballast. Specific instructions will be
contained in the Company SMS and Charterers instructions.
Unless the ship has carried a cargo of crude oil or other low flashpoint cargo
previously, gas freeing should not be necessary. Operation of the inert gas
system should be in accordance with section 1.4 of this manual. If the ship is
back loading at the discharge port, it may be necessary to clean tanks to a shore
facility or retain the residues on board. If washing with some cargo remaining
on board, care should be taken to ensure that segregation is not compromised.
Heavy fuel oils leave residues on tank bottoms and structures at low
temperatures and these can cause serious contamination of the lighter fuels and
gas oils. The portable tank washing machines can be used to supplement fixed
machines to ensure effective coverage of all tank structures. Washing must
be continued until the required degree of cleanliness is achieved. The bottom
portion of the tank will require particular attention, especially after carrying
heavy or waxy fuel oils at low temperatures.
Hot water should always be used when the nature of the cargo warrants it or
when a special degree of cleaning is required. The temperature of the wash
water should be 25C above the pour point of the residue in order to achieve
effective removal by tank washing.
Scale formation is not usually heavy in ships with coated tanks which are
employed solely on black products trading, but where present it may be mixed
with waxy deposits from fuel oils, which can make it difficult to clean to the
standard for gas oils and light fuel oils etc.
The amount of washing required to change from a black oil cargo to a clean oil
cargo will, in many circumstances, be trial and error.
Generally, about 4 hours per tank will be required, using both fixed and/or
portable machines. It is particularly important to ensure that blind areas under
structures are adequately washed, and therefore a portable machine must
be used in conjunction with the fixed machine. Fixed machines on product
carriers, whilst suitable for oil cargoes with very little or no residues, may not
be sufficiently effective on their own after black oil cargoes.
The drop-levels should be calculated so that all parts of the structure are
washed either directly or by splashing.
After the initial washing, the tank should be gas freed and inspected to check
on the effectiveness of the washing. It may be necessary to reposition the
portable machines by tying them off on a tank structure to get better coverage
of the underside of structures. The tank is then re-inerted and re-washed using
the portable machines that have been winged-out.
CAUTION
Suspended machines are likely to suffer severe damage if allowed to
swing inside the tank when the vessel is rolling.

After Clean Oil Cargoes
Products Range
These products range from very light volatile oils like Naphtha, to gas oils and
lubricating oils that are less volatile but can be greasy.
Basic Tank Washing Requirements
When tank washing, a good stern trim and efficient use of equipment are
important. Provided that a tank is properly drained before washing begins, a
one hour cleaning operation with the fixed machines is normally sufficient to
achieve a satisfactory standard of cleanliness.
Cold Water Washing in Coated Tanks
Cold water washing is sufficiently effective for all grades of clean oil, except
after the carriage of the heavier lubricating oils. Cold water should therefore be
used unless there are special circumstances that require hot water washing.
Hot Water Washing in Coated Tanks
The use of hot water allows for quicker tank cleaning and gas freeing after
the discharge of clean oil cargoes. It removes greasy films more quickly and
by raising the temperature of the tank atmosphere, releases gas in scale and
accelerates ventilation. Hot washing should be used when:
Cleaning for dry-docking or repairs
A special degree of cleanliness is required
Incompatibility of Grades
When tank washing, the incompatibility of certain grades to one another will
involve the washing out of all residual and adhering oil. Inert gas must also be
operated to reduce oxygen and hydrocarbon gas levels in accordance with the
Inert Gas section of this manual, section 1.4. Any slops generated should be
disposed of in accordance with MARPOL 73/78.
Over-Washing
Although it is important to remove all traces of the last cargo it is equally
important to avoid excessive tank washing as this will eventually lead to
expensive renewal of tank coatings. Providing that the coatings are in a good
condition, adhesion of most types of clean oil is minimal and this reduces the
amount of washing required.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Residues following Cargo Discharge
With spirit cargoes, little residue is left on tank sides and structures other
than liquid and gases in scale and other loose materials. With gas oils and
lubricating oils a greasy film will remain. With all oils, there is also a small
amount of liquid left below the effective level of the strum. Difficulty should
not be experienced in cleaning tanks after either spirit or greasy cargoes.
Bottom washing and stripping should be continued until all oil residues are
removed.
Maintenance (Routine Maintenance in Operation Only)
It is not necessary for the tank washing machines be removed from the tanks
unless there has been a mechanical failure. In the event of such a failure, a
lifting tripod, chain block and tools are provided and should be kept in good
order.
Normal maintenance will consist of ensuring that the housing of the power
unit is filled with grease or lubricating oil. In the portable machines, check
that the stop valve is tight and that the machine is carrying out its programme.
During periodic dry-docking, the opportunity should be taken to confirm that
the nozzles are clear, which can be done by observing the water jet. Complete
drainage and oil change is recommended on a periodical basis as suggested by
the manufacturer.
1.6 Hydraulic Valve Remote Control System
Illustrations
1.6a Remote Valve System
1.6b Stationary Hand Pump
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.6a Remote Valve System
PI
PI
PI
PT
Junction
Box
On/Off
Upper Deck
B
A
Motor
Starter Box
TH
CO172 CO238
CO177 CO242
CO237 CO243
CO171 CO205
CO176 CO210
CO183 CO216
CO188 CO221
CO194 CO227
CO199 CO232
CO182 CO209
CO187 CO215
CO193 CO220
CO198 CO226
CO204 CO231
BA124 BA125
BA126 BA127
BA128 BA129
BA130
BA131 BA132
BA117 BA118
BA119 BA120
BA121 BA122
BA123
BA107 BA108
BA115
BA106 BA114
CO250
ODM Discharge
To Overboard
CO249
ODM Discharge
To Slop Tank
On/Off
B
A
On/Off
B
A
Cargo System Ballast System
Electrical Section
Pressure Line
Tank (Return) Line
No.1 Solenoid Valve Cabinet (40 Each)
T
b
P
B A
B A B A B A
Stationary
Hand Pump
Emergency
Operation
B A B A
a
T
b
P
B A
a
T
b
P
B A
a
PI
Electrical Section
No.2 Solenoid Valve Cabinet (16 Each)
T
b
P
B A
a
T
b
P
B A
a
PI
B A
Stationary
Hand Pump
PI
B A
Stationary
Hand Pump
PI
B A
Portable
Hand Pump
(2-Sets)
PI
BA104 BA112
Continuous
BA101 BA109 CO253
Shipside Valve Shipside Valve
On/Off
Hydraulic Oil Pressure
Electrical Signal
Key
M M
On/Off
B
A
On/Off
B
A
B
A
B
A
Continuous
B
A
Emergency
Operation
Emergency
Operation
P = Pressure Line
T = Tank (Return) Line
Section 1.6 - Page 1 of 4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.6 HYDRAULIC VALVE REMOTE CONTROL SYSTEM
Hydraulic Power Pack Unit
Manufacturer: Danfoss Marine Systems
No. of sets: 1
Model: SPU-200 FAP
Type: Electric motor 1.8kW
(two pumps)
Pump capacity: 2 x 5.04 litres/min
Tank capacity: 100 litres (nominal)
Accumulator capacity: 2 x 37 litres (with nitrogen bladder fitted charged to
100 bar)
Working temperature: 45C
Working pressure: 105 bar
Hydraulic Actuators
Type: Hydraulic double acting rotary
Model: 40 off type BRC012 A1
Model: 16 off type BRC022 A1
Solenoid Valve Cabinet
No. of sets: 2
Portable Hand Pump
Model: PHP 25-05
No. of sets: 2 with 4 metre long hoses
Max. working pressure: 135 bar
Capacity: 5 litres
Weight: 20kg
Stationary Hand Pump
Model: PHP 25-05
No. of sets: 3
Max. working pressure: 135 bar
Capacity: 5 litres
Authors Note: Confirm the method of operation of the valves via the Aconis
DCS during visit to the ship. Vessel specific information in the vendor manual
very limited.
Introduction
The hydraulic valve remote control system enables tank valves connected to
the system to be actuated from the cargo control screen displays in the CCR.
The hydraulic power pack has two pumps fitted that operate at a pressure
of 105 bar and two sets of accumulators each containing a nitrogen bladder
charged to 100 bar that are used to supply hydraulic power when demand is
low and the pumps are not running. The accumulators also dampen out peaks
and fluctuations in the discharge so ensuring that the supply pressure is steady
and constant.
Each pump unit has the capacity to open or close three of the largest diameter
valves simultaneously from open to close or vice versa within one minute at
an ambient temperature of 15C. The combined stored power capacity of the
accumulators from an initial pump cut out pressure of 105 bar has the same
capacity to open or close three of the largest valves simultaneously.
Operation Settings
Operation Setting
Duty pump cut in: ?? bar
Pump(s) cut out: 105 bar
Standby pump cut in: ?? bar
High pressure alarm: 110 bar
Low oil pressure alarm: 100 bar
Low oil tank level alarm: 50% tank capacity (50 litres)
Low oil tank level duty pump trip: 25% tank capacity (25 litres)
Should there be a failure of the hydraulic power unit valves may be opened and
closed by using one of the emergency hand pumps.
Remotely operated valves are used on the water ballast system and cargo
system including the slop tanks. The majority of these valves (52 sets) are
either fully open or fully closed with no intermediate positions with only valves
BA101, BA109, BA104 and BA112 being proportional valves that can be
partially opened or closed.
The valves are operated from the Aconis cargo system screen displays in the
CCR. Essentially, the duty deck officer calls up the required screen display and
using a trackball selects the appropriate hydraulic valve. Activation of the valve
is made by positioning the cursor over a valve, this rollover with the cursor
will bring up the valve faceplate. Selecting the valve with left button on the
trackball unit will fully activate the faceplate allowing the operator the options
of opening or closing the valve. At this point the operation can take place either
with the trackball or the Aconis keypad. The faceplate will indicate the valves
identification number and a brief identification description plus a number of
operational options which include Open, Close, Command and Cancel.
The intermediate type are represented in an identical manner as for those of the
other hydraulic valves. The major difference is that when the valve is selected,
the operator must type in a % value position in the faceplate for the valve to
move to and then select the Command then Cancel function buttons. The valve
icon will change colour in the same way as for the open/close valves.
The manually operated valves in the cargo and ballast system which are
displayed on the cargo and ballast screens have the ability for the operator to
change their representative colour, this serves as an aid for the understanding
of the valves position. (Check)
A number of the Aconis system screen displays indicate the hydraulic power
pack system pressure. The ballast system handling page has two pump icons
which change colour to indicate their running/stopped condition and there is
a small alarm/system healthy icon next to the pressure indication. When the
pumps are set for CRT operation on the local control panel in the engine room,
they in addition to being controlled automatically by the system pressure,
can be started and stopped from the ballast handling system screen display.
Additionally, there is a further Aconis screen display Remo v/v hyd sys which
allows the starting and stopping of the hydraulic power pack pumps. (Check)
The mode selection for the two pumps, including the remote (CRT)/local and
the lead/lag configuration is carried out locally at the power pack unit, the unit
is located in the engine room on the second deck forward.
The control panel in addition to the mode selection switches, has alarm
indication lights for low oil level, low oil pressure, high oil pressure and high
oil temperature.
The two solenoid valve cabinets are located ???????? and house the solenoid
valves which direct the hydraulic oil to and from the valve actuators. The
solenoid valves can be controlled electrically from the Aconis screen displays
or manually at the solenoid valve cabinets should the need arise.
In the event of hydraulic power failure an emergency hand pump can be used to
pressurise the system and to operate the valves either from the solenoid valve
cabinet or locally at the valve.
Additionally three stationary hand pumps have also been supplied and fitted
to operate valves BA101, BA109, BA104, BA112 and CO253. The three
stationary pumps can be seen in illustration 1.6.1a and are hard piped into the
hydraulic system and are operated in an emergency from a remote position by
lining up the three way isolating valves and pumping accordingly.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 1.6b Stationary Hand Pump
EMERGENCY OPERATION ON VALVES WITH
2 LINE HAND PUMP
ONLY FOR SYSTEMS WHERE
PILOT LINE B = OPEN
PILOT LINE A = CLOSE
2 Line System
Turn the 3way Valves ("A" and "B") to em'cy position.
OPENING Turn the pilot valve on the hand pump to "open" position
and continue to pump until the actuator/valve is open
(see visual indicator or pressure gauge for nominal working
pressure 105 bar)
The valve is prevented from closing when the pilot valve is
placed in centre position.
CLOSING Turn the pilot valve on the hand pump to "closed" position.
- Otherwise as above.
1 Line System
OPENING Only "B" is used - Otherwise as above.
CLOSING Turn the pilot valve on the hand pump to "closed" position
The actuator/valve closes without pumping
NOTE: After operation. Turn 3 way valves to normal position
Sol. Cabinet
Normal pos.
H/P
A
c
tu
a
to
r
Sol. Cabinet
Em'cy pos.
H/P
A
c
tu
a
to
r
Centre
EMERGENCY OPERATION ON VALVES WITH
2 LINE HAND PUMP
ONLY FOR SYSTEMS WHERE
PILOT LINE B = OPEN
PILOT LINE A = CLOSE
2 Line System
Turn the 3way Valves ("A" and "B") to em'cy position.
OPENING Turn the pilot valve on the hand pump to "open" position
and continue to pump until the actuator/valve is open
(see visual indicator or pressure gauge for nominal working
pressure 105 bar)
The valve is prevented from closing when the pilot valve is
placed in centre position.
CLOSING Turn the pilot valve on the hand pump to "closed" position.
- Otherwise as above.
1 Line System
OPENING Only "B" is used - Otherwise as above.
CLOSING Turn the pilot valve on the hand pump to "closed" position
The actuator/valve closes without pumping
NOTE: After operation. Turn 3 way valves to normal position
Sol. Cabinet
Normal pos.
H/P
A
c
t
u
a
t
o
r
Sol. Cabinet
Em'cy pos.
H/P
A
c
t
u
a
t
o
r
Centre
1
2
4
3
5
bar 0 300
50 250
100 200
150
6
8
7
9
Key
1. Hand Pump
2. 4/3 Pilot Valve
3. Directional Flow Valve
4. Relief Valve
5. Air Filter
6. Pressure Gauge
7. Isolator
8. Instruction Plate
9. Sight Glass
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Procedure for Operating the Valve Remote Control System
It is assumed that the valve blocks in the solenoid cabinets and the individual
valve inlet and return screw isolation valves are in their normal operation
position after commissioning.
a) Ensure that there is sufficient oil in the hydraulic unit tank, if
necessary top the tank up to the normal working level with the
correct grade of oil.
b) Check that the electrical isolation breaker for each pump is
switched to the ON position, the Power On lamp for each
pump should be illuminated.
c) Ensure that the individual accumulators isolation valves at the
bottom of each unit are open. The accumulators are charged with
nitrogen at 100 bar during the commissioning stage and should
not require recharging unless the pressure has deteriorated.
d) Press the lamp test button and check the lamps.
e) Turn the mode selection switch to Local then press the START/
RUN pushbutton to start the pump. The pump will operate and
charge the system to the normal operating pressure then cut out
when a pressure of 105 bar is reached. Change the run mode
selection switch to CRT and set the lead/lag configuration,
either P1-P2 or P2-P1. (Check terminology.)
f) The system pressure is now being maintained automatically
in response to valve operations from the Aconis valve control
system. Check that the operating pump starts and stops
automatically and that hydraulic pressure is maintained in the
hydraulic system according to demand.
Note: Samples of oil from the hydraulic system MUST be taken at intervals
recommended by the oil supplier and sent for analysis as soon as possible
after the samples have been taken.
Note: The alarm system must be checked when the hydraulic unit is
operating.
Emergency Manual Operation
Should a valve fail to operate from the cargo control room screen displays,
the first attempt to operate the valve manually should be made by directly
operating the solenoid valve in the solenoid valve cabinet. Inside each cabinet,
each solenoid has two directional pushbuttons which can be used to open
or close any of the remotely operated valves. Each valve block has a valve
position indicator.
Procedure for Emergency Valve Operation
In the event of a complete failure of the hydraulic system, the valves can be
operated locally by means of the stationary or portable hand pumps, whichever
is applicable.
CAUTION
Cleanliness of the oil entering the system is of utmost importance. Hoses
must be dedicated clean hydraulic hoses and quick release couplings
must be cleaned prior to use and the dust caps replaced immediately
after disconnection.
a) At the actuating piston to be operated for the cargo valves, or at
the valve block for the ballast valves close the actuator control
block stop valves by screwing in the isolating studs.
b) Connect the hand pump hoses to the emergency control block
for the valve, connecting points A and B.
c) Turn the hand pump pilot valve to the OPEN position (or
CLOSED position for closing).
d) Operate the hand pump handle until the valve is open (or closed
as required).
e) Place the pilot valve in the centre position and this will prevent
movement of the valve from the open (or closed) position.
f) Monitor the valve position for creep and re-apply pressure as
necessary.
1.7 Ballast System
1.7.2 Ballast Operation
1.7.3 Ballast Vent System
Illustrations
1.7.1a Water Ballast System
1.7.2a Ballast Operation
1.7.2b Deballast Operation
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX
PI
PX PI
LS
LS
BA130
BA126
No.4 DB Water Ballast Tank
(Centre)
Illustration 1.7.1a Water Ballast System
(Starboard)
Fore Peak Tank No.2 Water Ballast Tank
(Starboard)
(Starboard)
(Starboard)
Sea
Chest
No.1 Ballast Pump
(750m
3
/h x25mth)
No.2 Ballast Pump
(750m
3
/h x25mth)
(Starboard)
No.5
Water Ballast Tank
(Starboard)
(Port)
(Port)
BA116 BA117
(Port)
(Port)
(Port)
No.5
Water Ballast Tank
(Port)
BA118 BA120
BA121 BA123 BA125
BA109
BA135
AR110
ST115
BA111
To Control Console in
Cargo Control Room
Cargo Control Room
Sea
Chest
BA101
BA122 BA124 BA127
BA129
BA119
BA128
BA114
BA106
BA115
BA107
BA104
BA105
BA112
BA113
BA103
BA133
To Cargo
System
CO407
BA131
BA132
BA108
CO408
IG165
From Inert Gas Generator
Compressed Air
Steam
BA134
AR109
ST114
Compressed Air
Compressed Air
From Hydraulic Oil System
To Hydraulic Oil System
Steam
IG130 IG131
AR111
Compressed Air
AR112
Key
Ballast
Compressed Air
Hydraulic Oil
Steam
Electrical Signal
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.7 BALLAST SYSTEM
Ballast Pump
Manufacturer: Framo
Model: SB300
Capacity: 750m
3
/h x 25mth
Consumption, rating: 242 litres/minute at 192 bar
No. of sets: 2
Introduction
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast
tanker with the primary spaces beneath and around the outboard side of the
cargo tanks being utilised as ballast tanks to optimise draught, trim and heel
during the various load conditions of the vessel.
The segregated ballast tanks are located outboard of and underneath the cargo
tanks. Ballast tanks No.1, 2, 3 and 6 are of an L shaped side wing and double
bottom arrangement, while No.4 and 5 ballast tanks although of a similar
design only extend to the seventh longitudinal. An additional centre double
bottom tank from the seventh longitudinal, which, although identified as No.4
centre, stretches below No.4 and 5 cargo tanks. The fore peak tank can also be
used for ballast. The aft peak tank is filled and emptied via the bilge, fire and
GS pumps in the engine room.
The vessel is designed with sufficient ballast capacity to meet normal weather
conditions. In the event of heavy weather, additional ballast may be carried in
any cargo oil tank subject to compliance with stress conditions and MARPOL
requirements so that the tank to be ballasted is firstly crude oil washed.
Ballast tank capacities (at 100% capacity) consist of:
Tank Capacity 100% (m
3
)
Fore peak tank 1,593.7
No.1 water ballast tank (port) 1,652.9
No.1 water ballast tank (starboard) 1,410.0
No.4 double bottom water ballast tank (centre) 1,599.9
No.4 water ballast tank (port) 901.0
Tank Capacity 100% (m
3
)
Aft peak tank 417.8
The total capacity of the segregated ballast tanks is 18,915.8m
3
, 50.75% of the
Summer DWT.
The main ballast tanks are served by two submerged hydraulic driven deepwell
pumps, each pump rated at 750m
3
/h at 25mth. The port ballast pump is located
inside the No.5 port ballast tank, while the starboard pump is located inside
the No.5 starboard ballast tank. Each ballast pump is provided with its own
independent sea chest within its respective ballast tank.
Both pumps are connected to an overboard discharge line situated above the
deepest load condition on both port and starboard sides.
In the event of a leakage of cargo, either of vapour or liquid into one of the
ballast tanks when it is empty, then it is possible to direct inert gas via a 250mm
line into the contaminated tank by inserting the spool piece between isolation
valves IG130 and IG165.
The ballast system pumps can be used for supplying line washing water from
the sea prior to closed cycle washing of the cargo tanks.
The wing ballast tanks are ballasted and deballasted via a port and starboard
300mm pipeline system from which individual 250mm suction lines are
branched off to each tank; the fore peak tank is serviced by the port ballast line.
A manually operated hydraulic deck stand valve is used to open and close the
forward isolating valve BA116 for the fore peak tank.
Although the port and starboard ballast lines are separate, the crossover valves
on the suction and discharge sides of the ballast pumps allow a degree of
flexibility in the system.
All of the hydraulically operated valves in the ballast system are open or closed
from the control system screen displays in the CCR. The speed of the ballast
pumps is controlled on the Framo main control panel.
The sea chests are fitted with a facility for connecting air or steam in order to
clear the sea chest of weed or to maintain the chest free of ice. The vent on the
sea chests should always left in the open position.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX
PI
PX PI
LS
LS
Illustration 1.7.2a Ballast Operation
(Starboard)
(Starboard)
(Starboard)
(Starboard)
Sea
Chest
No.1 Ballast Pump
(750m
3
/h x25mth)
No.2 Ballast Pump
(750m
3
/h x25mth)
(Starboard)
No.5
Water Ballast Tank
(Starboard)
(Port)
(Port)
BA116 BA117
(Port)
(Port)
(Port)
No.5
Water Ballast Tank
(Port)
BA118 BA120
BA121 BA123 BA125
BA109
BA135
AR110
ST115
BA111
Cargo Control Room
Cargo Control Room
Sea
Chest
BA101
BA122 BA124 BA127
BA129
BA119
BA128
BA114
BA106
BA115
BA107
BA104
BA105
BA112
BA113
BA103
BA133
To Cargo
System
CO407
BA131
BA132
BA108
CO408
IG165
Compressed Air
Steam
BA134
AR109
ST114
Compressed Air
Compressed Air
Steam
IG130 IG131
AR111
Compressed Air
AR112
Key
Ballast
Compressed Air
Hydraulic Oil
Steam
Electrical Signal
BA130
BA126
(Centre)
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.7.2 BALLAST OPERATION
Ballasting
CAUTION
Hydraulic hammer in ballast and cargo lines can cause serious damage
and must be prevented at all times. Valves must only be opened in a
manner that will prevent damage to pipes, pumps and other valves in
the system. In the planning and execution stages of cargo and ballast
operations, consideration must be given to the following:
Back filling of the lines from the sea chest should be done in a controlled
manner by only partially opening the appropriate valves to the pumps
and the ballast lines. This will allow the pressure or vacuum that may be
present to decay slowly. It may also be possible to vent any displaced air
in the lines through the ballast overboard discharge.
It is the responsibility of all those either directly involved in or assisting
in supervising cargo/ballast operations to ensure that the system valves
are operated in a safe and proper manner and that the systems, including
pump casings are vented before operations commence.
Ballasting Operations
The ballast system is normally empty and dry prior to ballasting and it is,
therefore essential to start ballasting slowly to avoid damaging the ballast lines
with surge pressure.
Upon commencing discharge of cargo and in accordance with the chief
officers unloading plan, line up the ballast system to run in permanent ballast
to selected tanks. Where possible, do not stop running into a tank until the
double bottom is full and the water level is into the tank trunking area so as
to minimise the free surface effects. Care is essential to ensure that excessive
stress, trim and list are avoided and that draught restrictions are not exceeded.
Operating Procedure to Ballast the Ship by Gravity
a) Prior to commencing cargo or ballast operations check that
ballast valve BA133 and inert gas valve IG165, the emergency
cargo and inert gas line connection valves are closed, and that
the spool piece in the connection to the inert gas system and
cargo system is removed and blanked.
b) Set the ballast tanks and lines to run in ballast to approximately
the draught of the vessel ie, to a level whereby pumping ballast
would prove more efficient than running ballast.
c) Reset the ballast lines so that both pumps are pumping from sea
to the ballast tanks.
During ballasting it is advisable to keep the ballast system common and the
pumps on similar load and back pressures. This ensures that the ballast wing
tanks fill evenly and that in the event of a list, various ballast tanks can be
partly closed without affecting the pumps.
d) Fill the ballast tanks to the required levels as indicated on the
chief officers unloading plan, avoiding overfilling them.
e) Shut down the ballast system upon completion of ballasting.
Gravitating in Ballast
Tanks selected are as an example only. Ballasting will depend on the cargo
discharge order, draught requirements etc, as to which ballast tanks are actually
used and in what sequence; these conditions and sequences will be given in
detail in the chief officers unloading plan.
a) Check that all valves are closed prior to setting the line up for
operation.
Open
(As per CO
ballasting
plan)
Ballast tank suction valves (as required),
No.1, 2, 3, 4, 5, 6 wing tanks and No.4 DB
WBT centre
BA118, BA119
BA120, BA121
BA122, BA123
BA124, BA125
BA126, BA127
BA128, BA129
BA130
Open Fore peak tank block valve BA117
Open if
required
Fore peak tank suction valve, operated
from hydraulic deck stand valve unit
BA116
Open No.1 and 2 ballast pump suction valves BA106, BA114
Open Ballast main crossover valve BA108
Open Ballast sea valves BA101, BA109
b) Gravitate in ballast as far as is practical, opening up into the
next set of ballast tanks as required until the rate drops off
necessitating the need to run the ballast pumps.
Pumping in Ballast
a) On completion of gravitating in ballast, line up the ballast pumps
and fill the ballast tanks to the required volume as indicated on
the unloading plan.
Close No.1 and 2 ballast pump suction valves BA106, BA114
Open
(As per CO
ballasting
plan)
WBT centre
BA118, BA119
BA120, BA121
BA122, BA123
BA124, BA125
BA126, BA127
BA128, BA129
BA130
Open Fore peak tank suction valve, operated from
hydraulic deck stand valve unit
BA116
Open No.1 and 2 ballast pump discharge valves
onto the ballast main
BA107, BA115
Open Ballast sea valves BA101, BA109
b) Purge the ballast pumps of air, then start No.1 and 2 ballast
pumps, and fill the ballast tanks to the required volume.
c) Stop the ballast pumps on completion and shut down all the
valves on the system.
Deballasting Operation
Deballasting should be started in accordance with the chief officers loading
plan but it may be that deballasting cannot be commenced until a sample of
the ballast water presented to the port authorities is tested and passed as being
acceptable. However, careful planning is essential to maintain the vessel at a
suitable draught/trim consistent with the weather conditions, and any special
berth limitations, such as air draught etc. Attention is drawn to the CAUTION
as indicated on the previous text page about ensuring that the ballast lines are
correctly flooded before any ballast tanks are opened onto the ballast main to
ensure against possible water hammer damage.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX
PI
PX PI
LS
LS
Illustration 1.7.2b Deballast Operation
(Starboard)
(Starboard)
(Starboard)
(Starboard)
Sea
Chest
No.1 Ballast Pump
(750m
3
/h x25mth)
No.2 Ballast Pump
(750m
3
/h x25mth)
(Starboard)
No.5
Water Ballast Tank
(Starboard)
(Port)
(Port)
BA116 BA117
(Port)
(Port)
(Port)
No.5
Water Ballast Tank
(Port)
BA118 BA120
BA121 BA123 BA125
BA109
BA135
AR110
ST115
BA111
Cargo Control Room
Cargo Control Room
Sea
Chest
BA101
BA122 BA124 BA127
BA129
BA119
BA128
BA114
BA106
BA115
BA107
BA104
BA105
BA112
BA113
BA103
BA133
To Cargo
System
CO407
BA131
BA132
BA108
CO408
IG165
Compressed Air
Steam
BA134
AR109
ST114
Compressed Air
Compressed Air
Steam
IG130 IG131
AR111
Compressed Air
AR112
Key
Ballast
Compressed Air
Hydraulic Oil
Steam
Electrical Signal
BA130
BA126
(Centre)
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Gravitating Out Ballast
Choose the ballast overboard to be used with care, account must be taken
on which side is alongside as the ballast high overboard discharge which is
located in relation to No.5 cargo tanks might have an effect on the terminal, or
conversely on any barge alongside the ship etc.
No.4 ballast tanks are selected as an example, but the actual tanks to be used
will be in accordance with the chief officers loading plan sequence.
a) Check that all valves are closed prior to line up.
b) Ensure that the port and starboard ballast mains are not under
vacuum and that the main lines are flooded before any of the
ballast tanks are opened.
If necessary flood the ballast mains, vent the lines via the high overboard
discharge valves as indicated below.
Open Port ballast high overboard discharge valve BA104
Open No.1 ballast pump suction valve BA106
Open No.1 ballast pump sea chest suction valve BA101
The ballast mains will now be flooded, venting via the port overboard
discharge valve.
When the ballast main is flooded running of the selected tanks can
commence.
Open No.4 ballast tank suctions BA124, BA125
With ballast water now running out to sea:
Close Port ballast high overboard discharge valve BA104
Open No.2 ballast pump suction line valve BA114
Open No.2 ballast pump sea chest suction valve BA109
c) Run out No.4 ballast tanks (and any others as required) to sea
level or just above the double bottom, then change over to
another pair of ballast tanks. Ensure that a new set of tanks are
opened before the completed set are shut off.
Open
(As per CO
deballasting
plan)
WBT centre
BA118, BA119
BA120, BA121
BA122, BA123
BA124, BA125
BA126, BA127
BA128, BA129
BA130
Open Fore peak tank suction valve, operated from
hydraulic deck stand valve unit
BA116
Continue deballasting in this way until the rate drops off necessitating the need
to use the ballast pumps.
Pumping Out Ballast
a) When ballast can no longer be practically gravitated out to sea,
line up the ballast pumps to pump out the remaining ballast.
Close Ballast sea chest valves BA101, BA109
Open Port ballast high overboard valve BA104
Closed Starboard ballast high overboard valve BA112
Open Ballast discharge crossover valves BA132, BA131
Open No.4 ballast tank suction valves BA124, BA125
b) Start the ballast pumps and pump out the remaining ballast
through the high overboard. In this example the ship is starboard
side alongside and therefore the port high overboard discharge
and the ballast pump discharge crossover line would be used.
c) When the ballast tank reaches draining level the hydraulic
pressure will fall and fluctuate between around 50-100kg/cm
2
.
In some cases increased vibrations on the ballast pump may be
observed when the load is removed from the pump as it begins
to lose suction. At this point throttle in the ballast overboard
discharge valve until the ballast tank is emptied, then stop
the ballast pump. A small alternate list can assist in the final
draining of the tanks.
d) Record the ballast discharge in the Ballast Water Record log.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
1.7.3 BALLAST VENT SYSTEM
Each ballast tank is provided with a class approved air ventilator system
designed for use during ballasting and deballasting operations and allowing
for climatic changes within the tank while enroute without creating serious
pressure differentials throughout the tank.
The fore peak tank is provided with a deck mounted 200mm nominal bore
ventilator located on the port side aft of the tank and a 250mm nominal bore
ventilator situated forward on the tank.
The main ballast wing tanks are all fitted with 200mm nominal bore ventilators
located at the aft section of the tank and 250mm nominal bore ventilators
located at the forward section of the tank. No.4 double bottom tank is fitted
with a 200mm nominal bore ventilator located at the aft section of the tank and
250mm nominal bore ventilator located at the forward section of the tank.
Sounding pipes of 40mm nominal bore are fitted to all ballast tanks for
allowing manual gauging of the ballast tank level to be carried out.
In the event of cargo vapour or liquid being detected in one of the main ballast
tanks, then it is possible to direct IG into a ballast tank, either from below
using the ballast suction valve, or by connecting a flexible hose from specific
branch line take off points on the IG main to a spur fitted to the deck on each
ballast tank.
PART 2: CARGO HANDLING PROCEDURES
2.1 Cargo Handling and Operation Sequence Diagrams
2.1.1 Loading
2.1.2 Discharging
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Start the deballasting programme in accordance with the chief
officer's loading plan paying due regard to the ships stability,
shear stress and bending moment using both ballast pumps
simultaneously as necessary to keep the ship upright.
The respective ballast tanks, port and starboard, should be
maintained at the same level.
2.7
When topping off the tanks being filled, or when nearing the
end of loading a particular grade of cargo, slow the loading rate
down. Before loading a second or subsequent grade in one of
the cargo mains, where line contamination is not acceptable,
ensure the cargo main is thoroughly drained of the previous
grade.
When all of the cargo has been loaded and all of the ballast
discharged, drain any cargo residue in the cargo top lines and
crossovers to the cargo tanks according to grade segregation.
Work out a loading plan to use the cargo lines to the best
advantage, bearing in mind the tanks into which the various
grades are to be loaded and the required segregation.
Ensure that the cargo valve hydraulic system is in operation.
Ensure that the drip trays beneath the crossover manifolds are
empty and the scupper plugs are in position.
Connect the required hoses to the manifold connections.
Establish communication with the terminal and agree tank
gaugings with the authorities.
When all of the preliminaries have been agreed, signal to the
shore that the ship is ready to receive cargo.
Check the hose connections for leakage as soon as cargo
starts to flow and the integrity of the ship.
1.2
1.6
2.3
2.3
2.3
Disconnect the loading arms and agree with the shore
authorities on the amount of each grade of cargo loaded.
2.1.1 Loading
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Work out a discharging plan to make the best use of the cargo
system paying due regard to the various grades to be
discharged from the different tanks.
1.2
Ensure that the cargo valve hydraulic system is in operation. 1.6
Ensure the inert gas system is ready for operation and delivery as
required.
1.4, 1.2
Ensure that the drip trays beneath the crossover manifolds are
empty and the scupper plugs are in position.
2.4
Connect the required hoses to the correct manifold points.
Prepare the cargo pumps hydraulic system.
2.4
2.4
Establish communications with the shore terminal and agree
tank gaugings with the shore authorities.
When all of the preliminaries have been agreed, signal to the
shore that cargo pumping is about to commence.
When clearance is given from the shore authorities, start initial
tanks cargo pumps, pumping cargo at low rates initially until all
hose connections have been proved tight, then increase the
pumping rate to the agreed rate.
1.3.1, 2.4
When using inert gas ensure that the cargo tanks being
discharged are maintained at a slight overpressure by the inert
gas system. If at any time the tank pressure approaches
atmospheric, the discharge rate should be reduced or stopped
and the inert gas system should be checked.
2.4
1.4
If discharging crude oil, and the level in the tanks to be washed
has been reduced to the required level, start tank washing.
Only one grade of cargo can be used at any one time.
2.5
When the tank is approach draining level slow down the pump
and throttle the discharge valve in combination until the pump
loses suction.
2.4
When all of the cargo has been discharged, stop the cargo
pumps and advise the terminal. Prepare to strip the cargo
pumps, lines and crossovers to the shore using the
compressed air system to blow through. Advise the terminal on
commencing.
2.4
Disconnect the loading arms, then agree with the terminal staff
and cargo surveyor on the quantity of cargo remaining on
board.
Shut down the inert gas system, if being used, when the cargo
tank pressures reach the required level.
2.4
1.4
Start ballasting in accordance with the chief officer's unloading
plan, paying due regard to ship stability, shear forces and
bending moment. Use both ballast pumps simultaneously to keep
the ship upright. The respective ballast tanks, port and starboard,
should be maintained at the same level until discharging is
almost complete, when a slight alternate list may assist the cargo
pumps to completely empty the cargo tanks.
2.7
1.7
2.1.2 Discharging
2.2 Inerting Cargo Tanks
2.2.1 System Operation
2.2.2 Primary Inerting
2.2.3 Use of Inert Gas While Loading Cargo
2.2.4 Use of Inert Gas While Discharging Cargo and Crude Oil Washing
2.2.5 Use of Inert Gas on Loaded or Ballast Passage
2.2.6 Use of Inert Gas for Purging Cargo Tanks
2.2.7 Use With Vapour Emission Control (VEC)
2.2.8 Minimising Inert Gas Air Pollution
Illustrations
2.2.1c Inert Gas Generator Panels in Engine Room and CCR
2.2.2a Primary Inerting
2.2.2b Primary Inerting
2.2.3a Inert Gas Flow During Loading (Non VEC)
2.2.3b Inert Gas Flow During Loading of Cargo Tanks
2.2.4a Inert Gas Flow During Discharging
2.2.4b Inerting During Discharging
2.2.6a Inerting Cargo Tanks
2.2.7a Inert Gas Flow During Loading with VEC
2.2.7b Vapour Emission Control Monitoring and Alarm System
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI CI
TZA
2312
TZA
2335
LZA
2322
PT
6006
TI
2331
PZA
2336
GS
2001
TI
2311
PZA
2011
PZA
2320
PZA
2321
PI
2012
PI
2318
PI
1003
PI
1003
PI
1503
PZA
1503
PZA
1505
PI
1504
AS
PI
2033
FI
7024
Q
7002
QIA
8009
QI
8015
QIA
7001
P
2226
GS
a
GS
b
AS
AS
P
2226
GS
a
GS
b
S S
S
XZA
2121
XZA
2021
AS
PI
2318
GS
b
S
PI CI
PI
PT PT PT
AS
P
6002
GC
6003
PIC
6004
PC
8005
AS
GS
a/b
S
P
6042
AS
P
6022
PIC
6024
GS
a/c
GC
6023
M
M
H
PIC
7050
PI PIC
6004
PC
1071
S S
H
Illustration 2.2.1a Inert Gas System in the Engine Room
Sea
Chest
Sea
Chest
Safe Area Hazardous Area Key
Inert Gas
Fuel Oil
Compressed Air
Sea Water
Saturated Steam
Exhaust Steam
Hydraulic Oil
Fresh Water
Compressed
Air
Fuel
Oil Inlet
Ambient
Air Inlet
Ambient
Air Inlet
Return to
IGG MGO
Tank
Fuel Oil Pumps
1501
1001 1014 1051 2032
6001
2103
6021
6044
2114
2105
2313
IG152
WS23V
WS22V
WS25V
WS28V
No.1
No.2
WS24V
Integrated with Burner
Cooling Water
From Scrubber
Pump
(245m
3
/h x 40mth)
Emergency Supply
from Fire Pumps
Deck Water Seal Pumps
(3.0m
3
/h x 40mth)
Drain to
Aft Bilge Well
To PC8005
Purge
Inert Gas Pressure
Control Valve
Vent Outside
Main
Burner
Pilot
Burner
Rinsing
Water
Combustion
Chamber
Cooling Washing
Water Overboard
1001
1012
1022
1014
2205
7023
2225
No.1 Blower
No.2 Blower
IG154
IG151
IG148
Deck
Water
Seal
IG145
Portable Oxygen
and Flammable
Measuring Unit
IG146
Steam Supply
Exhaust Steam
IG150
Outside
Calibration
Air
Calibration
Gas N
2
1056 2040
WS
32V
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2 INERTING CARGO TANKS
2.2.1 SYSTEM OPERATION
Authors Note: All of the valve numbers and the pipeline arrangement to check
when the shipyard drawing becomes available for the IG system
Inert Gas Generator
Manufacturer: Smit Gas Systems
Type: GIn 3375-0.15 FU
No. of sets: 1
Capacity: 844 to 3,375m
3
/h
Delivery pressure: 0.15 bar (gauge)
O
2
Analyser
Manufacturer: ENVICO
Model: OPSIS O2000
Probe: OM10 STD
Range: 0.01-25.0% O
2
Inert Gas Composition
Oxygen (O
2
): 2-4% by volume
Carbon dioxide (CO
2
): 14% by volume
Carbon monoxide (CO): 500 ppm maximum
Sulphur oxides (SO
x
): 50 ppm maximum
Nitrogen (N
2
): balance
Soot: none
The operation of the inert gas plant takes place mostly from the cargo control
room once the system and the valves have been lined up correctly. The
following procedure therefore involves the engine room for setting the system
up and the deck department for operating it. For completeness and uniformity
the entire operation has been described below.
Inert gas is produced by a combustion process that takes place in the inert
gas generator (IGG) combustion chamber where marine diesel oil (MDO),
supplied from the IGG MDO service tank is burnt. After combustion, the IG
contains a quantity of sulphur oxides which are highly corrosive to certain
metals. The hot corrosive combustion gases are cooled indirectly by sea water
circulating round the combustion chamber before passing to the scrubber tower
to be directly cooled and washed by a deluge of sea water combined with spray
nozzles. Here the sulphur oxides are washed out and discharged overboard by
way of the effluent seal/drain valve. The IG is cooled down to a few degrees
above the sea water temperature but is also saturated with water. After passing
through the scrubber tower the IG flows through a demister where the water
droplets are removed.
WARNING
Inert gas is an asphyxiant due to the low level of oxygen and an oxygen
deficient atmosphere will have the following effects:
Oxygen Content Effects and Symptoms
15-19%
Decreased ability to work strenuously and co-
ordination impairment begins.
12-14%
Respiration increases with exertion, the pulse rate
increases and co-ordination is impaired. Judgement
is also affected.
10-12%
Respiration increases further the loss of judgement
increases and lips become cyanosed. Nausea and
vomiting commences.
8-10%
Mental failure, fainting and unconsciousness are
experienced. The face becomes grey and lips become
very cyanosed.
6-8%
Eight minutes exposure gives 100% mortality; six
minutes gives 50% mortality while four minutes or less
gives a high likelihood of recovery with treatment.
4-6%
Coma induced within a minute, convulsions and
respiratory failure, death.
Deck Water Seal
Before passing to the inert gas distribution on deck, the IG flows through a
deck water seal. The purpose of the deck water seal is to prevent the back
flow of hydrocarbon gases from the cargo and slop tanks via the inert gas
system into the engine room. When the inert gas generating plant is shut down
the deck water seal maintains a steady level. Whilst the IGG is running the
pressure created by the inert gas forces the water out of the inner chamber into
the outer chamber allowing the IG to flow to the cargo tanks. When the IGG is
stopped, the pressure from the cargo tanks is slightly greater than atmospheric
and forces the water from the outer chamber into the inner chamber where
it rises to a level that equals that created by the gas pressure from the cargo
tanks.
Pressure Vacuum Breaker
A pressure vacuum (PV) breaker provides the ultimate overpressure and
underpressure protection of the cargo tanks. The pressure vacuum breaker is
a liquid mixture of 50% water and 50% glycol and is open to atmosphere via
a vent. The height and density of the liquid within the breaker determines the
pressure at which inert gas will be vented or at which atmospheric air will be
drawn in.
Pressure setting 2400mm WG
Vacuum setting -700mm WG
O
2
Analyser
The O
2
analyser is a microprocessor-based electronic unit for the continuous
monitoring of the oxygen levels in the combustion gas at the IGG outlet.
The gas sample continuously flows through the analyser sensor due to the
pressure in the inert gas system. This ensures that the oxygen content is
continuously monitored. Adjustment of alarm set points can be made using the
soft keys on the unit front.
Procedure for Starting the Inert Gas Generator for Inert Gas
Production
The following checks should be made before any IG operations are started:
the extra load of starting the IG system.
O
2
warm-up time.
Ensure that instrument air is available and that all of the
instrumentation valves are open.
Calibrate the oxygen analyser.
discharge valves are open.
a) Set the sea water supply/discharge valves as per the following
table. In normal operations one deck seal pump is in constant
use, with the second pump on automatic cut-in on failure of the
first pump or low sea water discharge pressure. It is assumed
that the port sea suction is in use and the starboard sea suction
isolated.
Open Port sea chest suction valve WS05V
Open Port sea chest suction strainer outlet valve WS02V
Open Starboard sea chest suction valve WS04V
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
Illustration 2.2.1b Inert Gas System on Deck
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Deck
Water
Seal
Authors Note: Inert gas system arrangement to be confirmed onboard and valve numbers added.
Steam Supply
Condensate
PT PT PT
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Open Starboard sea chest suction strainer outlet valve WS01V
Open Deck water seal pump sea water main isolation
valve
WS32V
Open Deck water seal inlet valve ??
Open Deck water seal overboard valve IG146
Open Sea water isolating valve to scrubber cooling sea
water pump
WS33V
Open Scrubber cooling sea water pump suction valve WS26V
Open Scrubber cooling sea water pump discharge valve WS27V
Closed Bilge, fire and GS pump crossover valve WS28V
Open IGG inlet valve ??
Open Scrubber tower water seal overboard valve IG152
b) Start the cooling/scrubber water pump at the IGG control panel
c) Start the duty deck seal water pump. When the pressure has
stabilised, set the second pump to automatic mode.
d) Set the fuel valves as per the following table:
Open MDO service tank fuel oil quick closing valve FO162V
Open IGG fuel oil supply pump isolation valve ??
Open IGG fuel oil shut-off valve valve 1051
Open Main IGG fuel oil supply pump suction valve 1001
Open Main IGG fuel oil supply pump discharge valve 1014
Open Standby IGG fuel oil supply pump suction valve 1001
Open Standby IGG fuel oil supply pump discharge valve 1014
e) Rotate the handle of the fuel oil filter twice to clear any debris
from the strainer.
f) Confirm that the deck seal and P/V breaker are filled correctly.
On the local control panel:
g) Select an air blower (1 or 2) on the control panel and open the
selected blower discharge valve. (No.2 is usually on standby).
h) Select fuel pump No.1 or No.2.
i) Select INERT GAS PRODUCTION on the IG or Air production
keyswitch.
j) Confirm that the BURNER IN START POSITION indicator is
illuminated on the mimic.
k) Confirm that GENERATOR READY TO START indicator is
illuminated.
l) Press the IG GENERATOR START/STOP pushbutton on the
control panel.
The burner start-up sequence is as follows:
The selected air blower starts immediately and the combustion
chamber 60 second purge sequence begins.
After 30 seconds the selected fuel pump will start.
After another 60 seconds the pilot burner solenoid valves open
to allow fuel oil and instrumentation air to the pilot burner.
The ignition transformer and spark plug are then energised.
After 70 seconds the pilot burner ignites detected by the UV
pilot flame detector, the ignition transformer de-energises.
After 85 seconds the solenoid valves open to allow fuel oil to
the main burner. The UV main burner flame detector detects the
flame.
After 90 seconds the fuel and instrument air solenoid valves to
the pilot burner de-energise and close.
m) Check temperatures, pressures and oxygen content of the inert
gas produced. If necessary, adjust the fuel/air regulator with the
handwheel to give the required output. When the pressure is
0.15 bar(g), and the oxygen content is approximately 4%, IG
delivery to deck can commence.
Note: When the O2 content and all temperatures and pressures are within
limits the IG is ready to be sent to deck. This operation is normally carried
out by the deck officer in charge and is initiated by pressing the DELIVERY
START/STOP pushbutton on the IG control panel in the CCR. Pressing the
button will open the delivery valve to deck fully and control the purge/excess
vent valve to a working position.
n) Press the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton to select the stand-by position. This will illuminate
the stand-by indicator on the local panel and also on the cargo
control room panel (CCRP).
o) At the CCRP select START to slowly open the delivery valve.
The purge/excess gas vent valve will be set to its working
position.
Procedure for Starting the Inert Gas Generator for Air
Production
The following checks should be made before any air production operations are
started:
the extra load of starting the IG system
O
2
warm-up time
Ensure that instrument air is available and that all instrumentation
valves are open
discharge valves are open
a) Set the sea water supply valves as per the previous description
for setting up the inert gas production.
b) It is assumed that the deck seal pump system is in operation as
previously described.
c) Start the cooling/scrubber water pump at the IGG control panel
d) Set the mode keyswitch selection to AIR PRODUCTION.
e) Manually set the fuel/air regulating controller to the maximum
position.
f) Select an air blower (1 or 2) on the control panel and open the
selected blower discharge valve.
g) Confirm that GENERATOR READY TO START indicator is
illuminated.
h) Press the IG GENERATOR START/STOP pushbutton on the
control panel, the blower will now start.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.2.1c Inert Gas Generator Panels in Engine Room and CCR
CONTROL PANEL 2
SMIT
GAS SYSTEMS
PLC
BATTERY
LOW
EMERGENCY
STOP
POWER
FAILURE
2222
2225
POWER
DRAIN
CANCEL
GENERATOR
READY TO
START
STAND-BY
COMMON
FAULT
DECKSEAL WATER
PRESSURE LOW
SEA WATER
PUMP RUNNING
SEA WATER
OVERBOARD
DRAIN
AMBIENT AIR
AMBIENT AIR
FUEL OIL
BLOWER 2
RESET ACKNOWLEDGE
OXYGEN ANALYSER
MODE SELECT
1 - I.G. PRODUCTION
2 - AIR PRODUCTION
COOLWATER PUMP
START / STOP
SOURCE SUPPLY
POWER FAILURE
LAMP TEST
E
M
E
RGEN
C
Y
STOP
SPACE HEATERS ON
SPACE HEATERS
ON/OFF
M
2202
2205
BLOWER 1
M
FUEL OIL
1022
FUEL PUMP 2
OVERBOARD
M
FUEL OIL
DELIVERY
PURGE
INSTRUMENT AIR
TO PNEUMATIC EQUIPMENT
FAILURE
TZA-H
2312 RUNNING SELECTED
SELECTED
SELECTED
SELECTED
1013
1012
FUEL PUMP 1
M
PZA-L
1505
PZA-L
1053
PZA-L
2011
PZA-H
2321
BURNER
ON
FLAME
FAILURE
2021/2022
PZA-H
2336
TZA-H
2335
LZA-H
2322
PZA-L
2320
2105 2103
1057 2042
2043
2114
CARGO CONTROL ROOM
IN START
POSITION
HAND OPERATION
OVERRIDE
BURNER LANCE
6041
6021
OPEN
CLOSED
OPEN
QIRA
7001
OXYGEN
LOW
OXYGEN
HIGH
ANALYSER
FAILURE
OPSIS
SET ESC
1 2
I.G. GENERATOR
START / STOP
MAIN SWITCH
I.G. OR AIR TO DECK
STOP - STAND-BY / START
1
0
SELECTION
FUEL OIL PUMP 1/
FUEL OIL PUMP 2
SELECTION
BLOWER 1 / BLOWER 2
0
1
I.G.G CARGO CONTROL ROOM
PANEL 3
0 20 40 60 80 100%
0 20 40 60 80 100%
1
2
3
PMA
RECORDER
1 - OXYGEN CONTENT 0-5%
2 - DECK PRESSURE 0-250 mBAR
CONTROLLER DECK
MAINLINE PRESSURE
INERT GAS
TEMPERATURE
DELIVERY
STAT / STOP
SMIT
GAS SYSTEMS
INERT GAS
PRODUCTION
AIR PRODUCTION
STAND-BY FOR
DELIVERY
COMMON FAULT
OXYGEN HIGH/LOW
POWER FAILURE
EMERGENCY STOP
GENERATOR
OVER
CAPACITY PURGE VALVE
PURGE
OPEN
OVERBOARD
INERT GAS
LOW
HIGH
LOW - LOW
SEAL WATER
DELIVERY
VALVE
PZA-L
6121
RESET ACKNOWLEDGE LAMP TEST POWER FROM
EMERGENCY
SUPPLY
PLC
BATTERY
LOW
LA-L
6104
DECKMAIN
ISOLATING VALVE
DECK MAIN LINE
PRESSURE
DECKSEAL
6112
PRESSURE / VACUUM
BREAKER
PICA
8008
E
M
ERGEN
C
Y
STOP
0
20
40
C
BURNER
CAPACITY
BURNER LANCE HAND
OPERATION OVERRIDE
25
100
%
COMMON FAULT
CARGO PUMP SHUTDOWN
AUTOMATIC
THIS SWITCH OVERRIDES THE AUTOMATIC SHUTDOWN IN CASE OF IG PRESSURE
LOW-LOW ALARM. TO BE USED BY AUTHORISED PERSONNEL ONLY
CARGO PUMP SHUTDOWN
OVERRIDE
1 0
Revision: Draft 1
Date: November 2006
IMO No. 9260043
i) Check temperatures and pressures, if satisfactory, press the IG
OR AIR TO DECK STOP - STAND-BY/START pushbutton,
air will now be available for discharge to deck.
j) In the CCR the duty deck officer can now direct air to deck by
pressing the DELIVERY START/STOP pushbutton. Any cargo
tanks that are not to be gas freed will have to be isolated.
Procedure for Stopping the Inert Gas Generator
a) Stop the inert gas delivery to deck by pressing the DELIVERY
START/STOP pushbutton in the CCR.
This will open the purge/excess gas vent valve fully and close the delivery
valve.
b) Press the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton once to extinguish the main burner and stop the fuel
pump.
Note: Pressing the IG OR AIR TO DECK STOP - STAND-BY/START
pushbutton twice will initiate an immediate stop of the IG generator without
purging the combustion chamber.
c) The blower will automatically stop after 3 minutes.
d) Stop the scrubber sea water pump.
e) Close all of the valves and reset the fuel/air regulating control
linkage back to the minimum position.
f) Rinse through the combustion chamber with fresh water for
approximately 20 minutes if the generator is to be off line for
more than a day. If the system is to be out of use for an extended
period, rinse the combustion chamber for at least 1 hour.
System Failure
In the case of a failure alarm, check the failure indicators. (Refer to the manual
consequences of failures chart) and press ACKNOWLEDGE to silence the
audible alarm. Alarm acknowledgment is also available from other panels such
as on the bridge and in the engine room.
After eliminating the cause of the alarm, press the RESET button before
restarting the IG system.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Inert Gas
Ballast
Air
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Illustration 2.2.2a Primary Inerting
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.2 PRIMARY INERTING
Introduction
Primary inerting is the process of replacement of fresh air by inert gas and
should be carried out as soon as possible after tank inspection or maintenance.
This is to reduce the time in which corrosion can take place due to the damp,
salty conditions with oxygen present.
Ships Initial Condition (Dilution Method)
All cargo tanks to be inerted should be empty as required and gas free. Tank
lids and other apertures must be closed and secured. The gas freeing lids fitted
on the PV risers to the individual tanks requiring inerting should be opened.
Inert Gas Plant Condition
The inert gas plant is to be in operation with one blower running and the
pressure controller set to 700mmWG.
Procedure for Primary Inerting the Required Cargo Tanks
a) Ensure that the individual tank inert gas and branch spectacle
blanks are in the OPEN position. Open the IG isolating valves
on the tanks to be inerted.
b) Check that the oxygen content of the inert gas supplied is 5% or
less.
c) Press the DELIVERY START/STOP button on the IG control
panel in the CCR.
d) Allow the deck main pressure to reach 700mmWG.
e) Periodically test the gas being discharged using the test and
analysing equipment.
f) Continue inerting until the oxygen content of the gas is 8% or
less.
g) On completion of satisfactorily inerting the cargo tanks, reduce
the inert gas pressure to 150mmWG and shut the gas freeing
lid.
h) When all the inerting is completed, bring the cargo tanks and
deck main system to 700mmWG, then shut down and secure the
inert gas plant.
Note: Inert gas is heavier than air and the preferred method of purging is by
the displacement method which involves the introduction of the inert gas at
the top of the tank, displacing the air to the lower area of the tank and out
of an exit point at the bottom. Due to the vessels construction this is not
practical and the piston method is used. IG is introduced at the bottom of the
tank and discharged through the gas freeing lid on the PV vent riser. Where
dilution is used the IG is introduced at the tank top and discharged via the gas
freeing lid, this relies on the swirling of the mixture and gradual weakening
of the air/gas ratio. Whichever method is used it may be prudent to continue
inerting until the oxygen content is stable and cannot be lowered any further
to avoid pockets of gas with a higher oxygen content being trapped at the
top of the tank space.
Piston Method
The gas freeing lids should be opened. Inert gas is introduced to the tank
through the cargo drop loading lines and vented to atmosphere through the gas
freeing lids. Normally all tanks would be inerted at the same time using either
of the methods below. The following arrangement is by example and would be
used when inerting No.3 cargo tanks.
a) Install the spool piece between valves IG132 and CO409 and
swing the spectacle piece to the OPEN position to allow IG to
the cargo system.
b) Open the gas freeing lids on No.3 cargo tanks PV risers.
c) Ensure that the blind flange valves on the starboard cargo oil
tanks are in the open position.
Open No.3 cargo tank drop line valves CO194, CO199
Closed No.3 cargo pump discharge valves CO193, CO198
Open No.3 cargo line block valve CO121
Open No.3 starboard cargo oil tank line blind
flange valve
CO425
Open No.3 manifold crossover blind flange
valve
CO323
Open IG supply to cargo line valves CO132, CO409
d) Start the IG plant and supply IG to No.3 tanks.
e) Periodically test the gas being discharged using the test and
f) Continue inerting until the oxygen content of the gas is 8% or
less.
g) On completion of satisfactorily inerting the cargo tanks, reduce
the inert gas pressure to 150mmWG and shut the gas freeing
lids.
h) When all the inerting is completed, bring the cargo tanks and
deck main system to 700mmWG.
i) Shut down and secure the inert gas plant.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.2.2b Primary Inerting
WARNING
The fumes produced are dangerous so care must be taken
when shutting the gas freeing lid to avoid inhalation.
1 1
2
2
Initial Inerting of Cargo Tanks
Key
Inert Gas
Air
PV Valve
Gas Freeing Valve
1
2
3
4
D
ilu
tio
n
w
ith
A
ir
Flammable
Mixture
Oxygen - Percentage by Volume
Flammability Composition
Hydrocarbon
Gas - Percentage
by Volume
D
i
l
u
t
i
o
n

w
i
t
h

I
n
e
r
t

G
a
s
Critical Dilution with Air Dilution with Air
5
10
15
0 5 10 15 20 21
Note: This diagram is illustrative only and should not be
used for deciding upon acceptable gas compositions in
practical cases Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Inert Gas
Crossover
Connection
Inert Gas
Main
3 3
4 4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
Illustration 2.2.3a Inert Gas Flow During Loading (Non VEC)
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Deck
Water
Seal
Steam Supply
Condensate
PT PT PT
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.3 USE OF INERT GAS WHILE LOADING CARGO
Introduction
Venting after the carriage of chemicals is strictly controlled by the IBC Code,
chapter 17 details the type of venting required for each type of chemical. The
following text in italics is an extract from chapter 8 of this code but the latest
edition of this document should always be referred to.
BEGINNING OF EXTRACT
INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT
OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK.
---------------------------------------------------------------------------------------------
CHAPTER 8 CARGO TANK VENTING AND GAS-FREEING
ARRANGEMENTS
Paragraph 3 Types of tank venting systems
---------------------------------------------------------------------------------------------
8.3.1 An open tank venting system is a system which offers no
restriction except for friction losses to the free flow of cargo
vapours to and from the cargo tanks during normal operations.
An open venting system may consist of individual vents from each
tank, or such individual vents may be combined into a common
header or headers, with due regard to cargo segregation. In no
case should shutoff valves be fitted either to the individual vents
or to the header.
8.3.2 A controlled tank venting system is a system in which pressure
and vacuum relief valves or pressure/vacuum valves are fitted
to each tank to limit the pressure or vacuum in the tank. A
controlled venting system may consist of individual vents from
each tank or such individual vents on the pressure side only as
may be combined into a common header or headers with due
regard to cargo segregation. In no case should shutoff valves be
fitted either above or below pressure or vacuum relief valves or
pressure/vacuum valves. Provision may be made for bypassing
a pressure or vacuum valve or pressure/vacuum valve under
certain operating conditions provided that the requirement of
8.3.5 is maintained and that there is suitable indication to show
whether or not the valve is bypassed.
8.3.3 The position of vent outlets of a controlled tank venting system
should be arranged:
1 At a height of not less than 6m above the weather deck or above
a raised walkway if fitted within 4m of the raised walkway;
2 At a distance of at least 10m measured horizontally from the
nearest air intake or opening to accommodation, service and
machinery spaces and ignition sources 8.3.4 The vent outlet
height referred to in 8.3.3.1 may be reduced to 3m above the
deck or a raised walkway, as applicable, provided that high
velocity venting valves of an approved type directing the
vapour/air mixture upwards in an unimpeded jet with an exit
velocity of at least 30m/s are fitted.
8.3.5 Controlled tank venting systems fitted to tanks to be used for
cargoes having a flashpoint not exceeding 60C (closed cup
test) should be provided with devices to prevent the passage
of flame into the cargo tanks. The design, testing and locating
of the devices should comply with the requirements of the
Administration which should contain at least the standards
adopted by the Organization. *
* Reference is made to the Revised Standards for the Design, Testing and
Locating of Devices to Prevent the Passage of Flame into Cargo Tanks in
Tankers (MSC/Circ.373/Rev.1).
8.3.6 In designing venting systems and in the selection of devices
to prevent the passage of flame for incorporation into the tank
venting system, due attention should be paid to the possibility
of the blockage of these systems and fittings by, for example,
the freezing of cargo vapour, polymer build up, atmospheric
dust or icing up in adverse weather conditions. In this context it
should be noted that flame arresters and flame screens are more
susceptible to blockage. Provisions should be made such that
the system and fittings may be inspected, operationally checked,
cleaned or renewed as applicable.
8.3.7 Reference in 8.3.1 and 8.3.2 to the use of shutoff valves in the
venting lines should be interpreted to extend to all other means
of stoppage including spectacle blanks and blank flanges.
Guide:
IACS Unified Interpretation SC70 (1985) (Rev.1 May 2001)
Area Classification and selection of electrical equipment (IBC Code, Para
8.3.3.2)
Text:
The position of vent outlets of a controlled tank venting system should be
arranged at a distance of at least 10m measured horizontally from the nearest
air intake or openings to accommodation, service and machinery spaces and
ignition sources.
Interpretation:
1. Areas on open deck, or semi-enclosed spaces on open deck, within
a vertical cylinder of unlimited height and 6m radius centred
upon the centre of the outlet, and within a hemisphere of 6 m
radius below the outlet which permit the flow of large volumes
of vapour, air or inert gas mixtures during loading/ discharging/
ballasting are defined as Zone 1.
Permitted electrical equipment:
- Certified safe type equipment for Zone 1
2. Areas within 4 m beyond the zone specified in 1 above are defined
as Zone 2.
Permitted electrical equipment:
- Certified safe type equipment for Zone 1,
- Equipment of a type, which ensures the absence of sparks, arcs
and of hot spots during its normal operation,
- Equipment having an enclosure filled with a liquid dielectric,
when required by the application, or encapsulated,
- Pressurised equipment,
- Equipment specifically designed for Zone 2 (for example type
n protection in accordance with IEC 60079-15).
Note: Changes introduced in Rev.1 are to be implemented by IACS Members
and Associates from 1 July 2001.
Note: Paragraph 8.3.4 was amended by resolution MSC.58(67) adopted
5 December 1996. The same amendments were adopted by res.
MEPC.73(39) adopted 10 March 1997, both in force from 1 July 1998.
The previous text was:
8.3.4 The vent outlet height referred to in 8.3.3.1 may be reduced to 3
m above the deck or a raised walkway, as applicable, provided
that high velocity venting valves of a type approved by the
Administration directing the vapour/air mixture upwards in an
unimpeded jet with an exit velocity of at least 30 m/s are fitted.
Chapter 8 was renewed (for new ships) by the adoption of res. MEPC.55(33)
on 30 October 1992. The same amendments were adopted by res. MSC.28(61)
on 11 December 1992. (Entered into force 1 July 1994 both under MARPOL
73/78 and SOLAS 1974).
By Regulation VII/10.1 of SOLAS 1974 (1983 Amendments, in force from 1 July
1986) the IBC Code is made mandatory under SOLAS for chemical tankers. By
Regulation 13(2) of MARPOL Annex II (in force from 6 April 1987) the IBC
Code is also made mandatory under MARPOL 73/78 for chemical tankers.
---------------------------------------------------------------------------------------------
END OF EXTRACT
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Ships Initial Condition
All of the cargo tanks are empty as required and are fully inerted under
pressure. The slop tanks are inerted under pressure and are either empty or
containing slops.
The inert gas plant is shut down.
WARNING
Before arrival at the load port, operate the hand jack levers on all the PV
valves to ensure free operation. Ensure that the liquid PV breaker fluid
level is visible and correct.
Procedure for Operating the Inert Gas Plant while Loading
a) Where cross-contamination of different grades/types of cargo
will be a problem, the two largest grades can be left to the IG
system, with the inert gas valves open to all the tanks loading
each grade. The IG main should be configured, using the elbow
pieces, so that the maximum number of compatible tanks are
linked to either of the IG mains.
The cargo tanks where other non-compatible grades are being
loaded, should have their inert gas valves shut and locked in
the closed position. The spectacle pieces on all of the tanks
are not required to be swung shut for this operation, as valve
isolation is normally sufficient. Where two different grades of
non-compatible products are to be loaded it will be necessary to
shut the inert gas valves on the tanks of one of the grades.
CAUTION
Shutting of the individual tank inert gas valves isolates these tanks from
the protection of the liquid filled PV breaker. Only the PV valves can
now protect the tanks from overpressure or vacuum. The prior testing
of the PV valves cannot be over emphasised.
b) The individual tank pressures are displayed in the CCR via the
Aconis screen display and these should be carefully monitored.
Commence loading the cargo and ensure that the PV valve lifts
at the correct pressure and functions to blow the gas high above
the deck.
c) Should the valve fail to lift then the hand jack should be
utilised. For greater safety the valves may be hand jacked at
a predetermined pressure thus not relying on the valve to self-
operate. It is imperative that some form of pressure gauging
is fitted in this instance to guard against overpressure. The
pressure must be monitored and personnel must be present for
the entire loading operation. This method must only be used if
the particular inert gas tank isolating valve is open thus allowing
the commoned tank PV valves and the liquid PV breaker to
offer protection.
The case example shows the vessel loading several grades of compatible
cargoes.
a) Ensure that the spectacle flanges are swung to the OPEN
position on all cargo tanks.
b) Check that the inert gas tank isolating valves for all cargo tanks
are open.
Open No.1 wing cargo tank inert gas valves IG101, IG102
Open Slop tank inert gas valves IG119, IG120
c) Commence loading the cargo. As the incoming cargo displaces
the gas mixture within the tanks, it will be displaced through the
high velocity PV valves on each tank.
d) On completion of loading, if required and as applicable, set
the inert gas system pressure control to 70 mbar and with the
oxygen content below 5%, pressurise the inert gas system and
cargo tanks using the inert gas plant.
e) Shut down and secure the inert gas plant.
WARNING
It has been noted in the past that on completion of loading jet fuel,
diesel fuel, or heavier gas oils, the cargo has started to liberate oxygen
into the cargo ullage space. Oxygen content levels as high as 14.8% have
been reported. In most cases, high readings were detected within hours
of completion of loading tanks with initial oxygen concentrations of 3
- 4%.
1 1
2 2
Inert Gas
Main
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Crossover
Connection
Illustration 2.2.3b Inert Gas Flow During Loading of Cargo Tanks
Operation of Inert Gas
System While Loading
3 3
4 4
Key
Inert Gas
Cargo Oil
PV Valve
Gas Freeing Valve
1
2
3
4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Deck
Water
Seal
Steam Supply
Condensate
PT PT PT
Illustration 2.2.4a Inert Gas Flow During Discharging
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.4 USE OF INERT GAS WHILE DISCHARGING CARGO
AND CRUDE OIL WASHING
The cargo tanks are full and inerted under pressure.
The inert gas plant is operating with one blower running and the pressure
controller set at 70 mbar. The deck main isolating valve is shut.
Procedure when Bulk Discharging
a) Ensure that the individual tank inert gas isolating valves and
spectacle blanks are open on the tanks to be discharged.
b) Check that the oxygen content of the inert gas delivered is 5%
or less.
c) Press the DELIVERY START/ STOP button. Inert gas should
begin to flow through the deck main as the pressure in the main
and tanks drops below 70 mbar.
d) Before starting to discharge the cargo, check that the tanks have
a positive inert gas pressure. As the cargo vacates the tank, it
will be replaced with inert gas and the pressure of about 70 mbar
should be maintained.
Procedure when Crude Oil Washing
a) Prior to a tank being crude oil washed, the oxygen content is
to be checked at points 1m from the tank top and at the middle
region of the space using portable equipment. The readings are
to be taken using an ullaging port well away from the inert gas
entry point. In all cases the oxygen content must be less that 8%
by volume, 5% is preferred.
b) During crude oil washing, hydrocarbon gases are released to
the tank atmosphere. This will increase the tank pressure and
the inert gas pressure will need to be monitored to prevent
overpressure of the tank.
Note: If there is a failure of the inert gas pressure or if the oxygen content
exceeds 8% by volume, then crude oil washing must stop immediately.
Procedure when Stripping the Cargo Tanks
a) When stripping the cargo tanks, hand dips are to be taken using
the hand dipping points fitted in deck aperture plates. It is not
necessary to reduce the inert gas pressure as there is no gas
loss.
b) The hand dipping point should only be open for as long as it is
necessary to take the dips.
Procedure when Final Inerting
a) After cargo discharge is completed it may be necessary when
heavy weather ballasted, to reduce the inert gas pressure so
that samples of the ballast surface water can be taken. Shut the
deck main isolating valve and hand jack the PV valve until the
pressure is reduced to a manageable amount.
b) When sampling is completed, pressurise the system to about 70
mbar.
c) Press the DELIVERY START/ STOP button and then shut
down the inert gas plant.
Note: Whenever non-compatible cargoes are carried, the non-compatible
cargo is to be discharged first. The tanks are to be inerted during discharge
regardless of whether the product is volatile or non-volatile.
Note: When carrying crude oil and products together, under no circumstances
is crude oil to be discharged before the product oils.
1 1 2 2
Inert
Main
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Crossover
Connection
Illustration 2.2.4b Inerting During Discharging
Operation of Inert Gas
System While Discharging
and During COW Operations
3 3
4 4
Key
Inert Gas
Cargo Oil
PV Valve
Gas Freeing Valve
1
2
3
4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.5 USE OF INERT GAS ON LOADED OR BALLAST
PASSAGE
General
During the ballast or loaded passage, the inert gas system is usually operated
periodically to prevent any ingress of oxygen to the cargo tanks. Any loss of
pressure must be made up.
The intervals between topping-up will depend upon the tightness of hatch
covers and tank cleaning aperture covers etc, as well as temperature variations.
These intervals typically vary between two and five days.
Procedure when Topping-Up
When the pressure in the cargo tanks falls to about 25 mbar, (the low pressure
alarm is activated at 20 mbar and low-low at 10 mbar) carry out the following
procedures:
a) Check all the tank PV valves for correct operation using the
hand jacks.
b) Start and run the inert gas plant as described in section 2.2.1.
The pressure controller should be set at 70 mbar.
c) When the set pressure is reached the deck isolating valve will
close and the atmosphere valve will open.
d) Shut down and secure the inert gas plant.
e) Check the system lines, valves and PV valves for leakage. This
is an ideal time to make these checks whilst the pressure is
reasonably high.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.2.6a Inerting Cargo Tanks
OPERATION OF INERT GAS
SYSTEM WHILE PURGING
D
ilu
tio
n
w
ith
A
ir
Flammable
Mixture
Hydrocarbon
Gas - Percentage
by Volume
D
ilu
t
io
n

w
it
h

I
n
e
r
t

G
a
s
Critical Dilution with Air Dilution with Air
5
10
15
0 5 10 15 20 21
Note: This diagram is illustrative only and should not be
used for deciding upon acceptable gas compositions in
practical cases
OPERATION OF INERT GAS
SYSTEM WHILE WATER WASHING
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Approximately 100mm Approximately 100mm
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Approximately 100mm Approximately 100mm
Cargo Main
Crossover
Connection
Cargo Main
Crossover
Connection
Inert
Gas Main
Inert
Gas Main
Key
Inert Gas
Air
PV Valve
Gas Freeing Valve
1
2
3
4
1 1
2
2
3 3
4 4
1 1 2
2
3 3
4 4
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.6 USE OF INERT GAS FOR PURGING CARGO TANKS
General
Purging is the process whereby hydrocarbon gases contained within the tank
are displaced with inert gas in order to reduce the hydrocarbon content to such
a level that when oxygen is introduced into the tank, the tank atmosphere is
never allowed to enter the flammable zone and thus become an explosive
mixture. Purging must be carried out on the following occasions:
If it is suspected or established by test instruments, that the
atmosphere in any tank presents a potential hazard of explosion,
ignition or toxicity.
WARNING
If it is suspected that a tank atmosphere presents a potential hazard of
explosion, no probes are to be introduced into the tank.
Where the recorded levels of H2S require the vapour space to be
purged by inert gas.
Where charterers requirements require the vapour from the
previous cargo to be purged by inert gas.
Immediately before and after any cargo tank is washed prior to
entry.
Cargo tanks empty or filled as required and inerted under pressure.
The inert gas plant is in operation under automatic control with one blower
running and the pressure controller set at 70 mbar. The gas is set to be delivered
to atmosphere.
Procedure for Operation of the Inert Gas Plant while Purging
by Dilution
a) Ensure that all deck openings are shut and secured.
b) Open the gas freeing lids on the PV valves of the first tanks to
be purged.
c) Ensure that the individual tank inert gas branch blanks are in the
open position. Open the IG isolating valves on the first set of
tanks to be inerted.
d) Press the DELIVERY START / STOP button on the IG control
panel in the CCR.
e) Check that the oxygen content of the inert gas supplied is 5% or
less.
f) Periodically test the gas being displaced using the analysing
equipment.
g) Continue inerting until the required conditions are met.
h) Reduce the set pressure to 15 mbar. Secure the gas freeing lids
with due regard to the inhalation of the fumes.
WARNING
The fumes produced should not be breathed. Care must be taken whilst
shutting the gas freeing lid to avoid inhalation of the fumes.
i) Increase the pressure to 70 mbar. Repeat the above operation for
any other tanks not purged during the initial operation.
Procedure to Purge No.1 Wing Cargo Tanks
a) Ensure that all deck openings are shut and secured.
b) Open the deck main isolating valve and the inert gas system
valves to the tanks to be purged (case example No.1 cargo wing
tanks).
c) Start up the inert gas system as described in section 2.2.1.
Measure the oxygen content of the inert gas being delivered to
the deck. Ensure that the content is 5% or less.
d) Allow the deck main pressure to reach 70 mbar.
e) Open up the gas freeing cover of the PV valve stand on the
tanks to be inerted (case example No.1 wing cargo tanks).
f) Periodically test the gas being displaced using the test valve and
g) Continue purging until the hydrocarbon content of the gas is 2%
or less.
h) On completion of satisfactorily purging No.1 wing cargo tanks,
shut the gas freeing cover on the PV vent riser of the tank.
i) Repeat the above procedure for the remaining cargo tanks as
required.
j) When all the inerting is completed, bring the cargo tanks and
deck main system to 70 mbar.
k) Shut the deck main valve and shut down and secure the inert gas
plant.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
Illustration 2.2.7a Inert Gas Flow During Loading with VEC
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Deck
Water
Seal
Steam Supply
Condensate
PT PT PT
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.7 USE WITH VAPOUR EMISSION CONTROL (VEC)
Legislation in some ports may demand that the vessel operates in VEC mode.
This basically involves connecting a vapour return arm to the IG main at the
manifold so that the entire displaced COT atmosphere is processed ashore
rather than being vented directly to atmosphere.
There is a 300mm vapour manifold connection forward and aft of the cargo
manifolds on each side of the vessel. These terminate with a 12 to 16 reducer.
The manifolds can be connected onto the COT IG main line and/or the vapour
recovery line. Care must be taken to ensure that the pressure in the IG main
remains within operational parameters.
Most load ports, at present, allow venting to atmosphere. Where venting is
permitted during loading, excess vapour is vented to atmosphere through the
individual tank PV valves.
Alarm and Monitoring Unit
A Hanla vapour pressure monitoring and alarm system is used to monitor the
inert gas pressure during the transfer of the displaced inert gas to the shore
facility during loading operations when VEC is required. The alarm panel
mounted on the cargo control console in the CCR gives alarm indication if
the vapour pressure is too low or too high. Additionally, there is also a digital
read out display and combined pressure alarm setter for the vapour pressure.
(Check)
Alarm Set Points (Variable)
Vapour pressure high: 180 mbar
Vapour pressure low: 10 mbar
The pressure transmitter and relay box is located on the walkway adjacent
to No.5 cargo tank PV valves. The measuring device cabinet is located in
the CCR. The transmitter is connected onto the secondary IG line, therefore
depending on how the inert gas is relieved from the tanks, either through the
main or secondary line to shore, the correct setting of the spectacle isolating
valves on the VEC manifold lines will be required in order to have the
transducer in line. (Check)
At a Shore Terminal with VEC
Prior to any cargo operations the following vapour recovery parameters must
be established at the pre-transfer conference:
The identification of the products being transferred.
Sequence of transfer operations.
Transfer rate, initial and maximum.
The name or title and location of each person participating in
the transfer operation.
Details of the transferring and receiving system. The maximum
vapour transfer the shore facility can handle, including both
system and berth limitations.
Critical stages of the transfer operation.
Federal, state and local rules that apply to the transfer.
Emergency procedures.
Discharge containment procedures.
Present vapour pressure in the cargo tanks.
Lowest setting of the vessels vacuum relief valves.
Highest setting of the vessels relief valves.
Types of vapours which will be discharged from the present as
well as previous cargoes.
Segregation of the inert gas system where different types
of cargo are being loaded. The charter party will also make
reference to admixture if allowable.
The maximum pressure drop from the cargo tanks to the vessels
vapour manifold connection during the maximum cargo loading
flow rate.
The operating pressure to be maintained in the cargo tanks.
The maximum and minimum vapour operating pressures.
The facilitys alarm and trip set points for high and low
pressures.
Verify that tank oxygen levels have been checked and are below
8%.
Verify that all level alarms have been tested within the last 24
hours.
Verify that all vapour recovery valves are in the correct
position.
Procedure
All valves are initially shut.
a) Set the spectacle blank(s) on the required VEC lines to the
open position. The VEC pressure transmitter unit is fitted on
the secondary IG main, therefore it will be necessary to ensure
the spectacle blanks are correctly set in order to monitor the IG
pressure. Account must also be taken if any cargo tanks have
been connected to the secondary IG main via the connection
line from the individual PV vent riser lines.
b) Open the midships manifold valve to which the vapour recovery
arm is connected.
c) Set the cargo tank IG outlet valves accordingly according to
cargo segregation and vapour compatibility.
d) Should the tank pressure drop to 10 mbar during loading, the
low pressure alarm will sound and it will be necessary to shut
in the VEC manifold valves until loading is commenced or the
flow rate is increased.
Cargo transfer operations are then carried out so that all vapour emissions are
contained within a closed system. Tank pressures, flow rates and oxygen levels
are to be constantly monitored.

Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.2.7b Vapour Emission Control Monitoring and Alarm System
OXYGEN/VAPOUR PRESS. MONITORING
& ALARM PANEL
MODE
KONICS
KN-2200
% AL 1
AL 2
OXYGEN INDICATOR ALARM MODULE
MODE
KONICS
KN-2200
kg/cm AL 1
AL 2
VAPOUR PRESS. INDICATOR
8510
OXYGEN HIGHALARM
VAPOUR PRESS. HIGHALARM
VAPOUR PRESS. LOWALARM
NON FLOWALARM
ef
pwr
test
POWER BUZZER
Yong Sung
POWER
ACCEPT
FLASH
ACCEPT
HORN
OFF ON
F
L
O
W
IN
D
IC
A
T
O
R
MAX
MIN
ADJ BOLT
OXYGEN
SENSOR
FLOW
SWITCH
O2 GAS CONN.
stop
valve for Cleaning
A
ir
OPEN
FILTER
U
s a g e
/ S
am
pling Clean
air/ca l i G
a s
Mode
Select v/v
P
O
RT(F) POR
T
(A
)
S
T
B
' D
( F
)
S T B ' D ( A )
D
R
A
IN
E
x
H
C
.A
.
(Starboard)
No.4 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Port)
(Port)
GI509F GI508F
GI511F GI512F
GI513F
P/V
Breaker
7,000m
3
/h
P/V
Breaker
7,000m
3
/h
250
250
250
200
200
400
400
400
400
400
400
Terminal
Connection
GI514F
Junction Box
Pressure Transmitter
Intrinsically Safe
Barrier Board
Cargo and Engine Control Room Detection Cabinet in the Port Midship Deck Stores
'A'
'B'
'C'
Authors Note: Check System and Update Illustration Accordingly
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.2.8 MINIMISING INERT GAS AIR POLLUTION
To minimise the risk of inert gas pollution into the atmosphere it is possible
to pre-calculate the time at which the inert gas system may be stopped to
complete the discharge with a minimum inert gas pressure (around 200mmWG)
remaining within the tanks.
Pressure Difference (mmWG) Multiplying Factor
100 0.01
200 0.019
300 0.028
400 0.037
500 0.046
600 0.055
700 0.064
800 0.072
900 0.080
1,000 0.088
1,100 0.096
1,200 0.104
1,300 0.112
1,400 0.119
1,500 0.127
Example
Vessels total cargo tank volume: 43,119.2m
3

Inert gas pressure at start: 700mmWG
Inert gas pressure required on
completion of discharge: 200mmWG
Difference in pressure: 500mmWG
By using the above table a required pressure difference of 500mmWG equates
to a multiplying factor of 0.046.
The vessels total cargo tank volume is 43,136.2m
3
.

In order to reduce the
inert gas pressure by 500mmWG on completion of discharge it is possible
to calculate at what point it is necessary to stop the inert gas system by
multiplying the factor of 0.046 (for a required drop of 500mmWG) by the total
of the cargo tank volumes of 43,136.2m
3
:
Volume of cargo remaining = 43,119.2 x 0.046
= 1,983.483m
3

Therefore it is necessary to stop the inert gas system when around 1984m
3
of
cargo remains to be discharged in order to complete the discharge with an inert
gas pressure of 200mmWG.
Note: The above figures give only a rough estimate of the required volume.
Any leakage of inert gas will affect the figures. The inert gas pressure
readings should be carefully monitored to ensure that the cargo tanks do not
reach a level of zero or negative pressure.
2.3 Loading Cargo
2.3.1 Loading a Single Grade Cargo
2.3.2 Loading a Multigrade Cargo
Illustrations
2.3a Cargo Piping System
2.3.1a Loading Single Grade
2.3.2a Loading Two Grades
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Illustration 2.3a Cargo Piping System
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
CO
443
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
Grade 1 Grade 2 Grade 3 Grade 4 Grade 5 Grade 6 Grade Slop
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.3 LOADING CARGO
Introduction
Prior to arrival at the load port, a cargo plan must be completed covering all
aspects of the proposed loading operation. This will ensure that the stability,
stress, draught and trim are all within acceptable levels throughout the load,
and comply fully with the terminal requirements.
Ship/shore safety checklists must be completed prior to starting cargo
operations and the cargo system lined up and the valves double checked prior
to start.
During loading, the cargo tanks should be staggered in ample time to allow for
controlled topping off, but care should be taken to ensure that the back-pressure
does not build up on the line as tanks are shut off. The rate must be reduced
accordingly and in good time with particular reference to the cargo transfer
limitations as indicated below.
Tank Loading Rates
1.0m/sec 7.0m/sec
No.1 wing tanks 63m
3
/h 445m
3
/h
No.2 to 6 wing tanks 113m
3
/h 792m
3
/h
Slop tanks 113m
3
/h 150m
3
/h
Loading Rates for Static Accumulator Cargoes
3
/h
2 or more manifold connections with at least 5 tanks open 3,000m
3
/h
Maximum Loading Rates for Gas Oil
3
/h
Further reductions should be made as the tank approaches its final ullage.
Slack tanks should be kept to a minimum in order to reduce free surface effects
and excessive cargo slopping around on the loaded passage.
The vessel is designed to load up to seven parcels of cargo concurrently, as
the manifold arrangement allows for each grade to be loaded directly via its
own loading/discharging line with complete segregation. When the number of
manifold connections is limited, the appropriate setting of the manual isolating
valves at the port manifold would allow the concurrent loading of at least two
grades of cargo, one grade via the main crossover and a manifold connection
and the other via the stripping crossover line and another manifold connection.
The stripping crossover pipeline is 200mm in diameter, therefore when using
this line the loading capacity on the crossover line is reduced.
The vessel is fitted with an inert gas main which supplies all of the tanks and a
vapour recovery gas line which can be utilised to allow greater flexibility when
loading certain non-compatible products and crude oils as a multigrade cargo.
The VEC manifolds can be connected to either the inert gas main or the vapour
recovery gas line using spectacle pieces.
To avoid possible contamination of the product by carry over of hydrocarbon
gas from the crude oil tanks into the product tanks, the system can be set up to
keep each of the non-compatible grades separate.
Each cargo tank, including the slop tanks is supplied by the primary gas main.
The inert gas (IG) inlet valve to each tank is capable of being locked and the
spectacle piece, located between the IG tank inlet valve and the tank, can be
swung to the closed position to provide complete isolation.
All cargo loading plans shall be pre-calculated on the loading computer to
ensure that all conditions of loading are within acceptable stress and trim levels
prior to conducting the actual loading operation.
Note: When loading, the initial flow rate should not be in excess of 1m/s
through the drop line until a sounding of 20cm has been achieved at the pump
well. After this the rate can be increased to a maximum of 7m/s through the
drop line.
During loading operations the inert gas in the tanks is displaced by the liquid
and vented to atmosphere through the high velocity pressure vacuum valve
on each cargo tank. The high velocity pressure vacuum (PV) valves with a
discharge flow of 30m/s, are mounted on a mast with the pressure discharge
outlet at least 3 metres above the main walkway. These valves should be
manually operated prior to loading cargo. The officer in charge of operations
must ensure that they are in a satisfactory condition, and will relieve any build
up in excess pressure, should it occur.
The maximum loading rate under VEC operations should not permit the
pressure in any tank to exceed 80% of the set pressure for the PV valve on
the tank or 5,250m
3
/h whichever is reached first. If non VEC operations are
undertaken, the maximum loading rate when there are two or more loading
arms being used must not cause the pressure in any cargo tank to exceed
1600mmWG or 160mbar. If only one loading arm is used via a 300mm
manifold then the maximum rate is either 3,000m
3
/h or the rate achieved at the
160 mbar tank pressure limitation whichever comes first.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Cargo Grade - 3
Inert Gas
Ballast
Air
Illustration 2.3.1a Loading Single Grade
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.3.1 LOADING A SINGLE GRADE CARGO
Prior to arrival at the load port a number of checks and tests must be carried
out, to verify the correct operation of the cargo hydraulic and monitoring
systems.
Each cargo oil tank is fitted with a Hi-Jet combined pressure vacuum valve,
with a manual operating lever for the pressure side and a push up spindle for
the vacuum side. By operating the testing devices on both the pressure and
vacuum side, the correct operation of the valves can be verified.
In the following case example we shall assume that the shore hose is only
connected to No.3 port manifold.
ALL cargo valves in the system shall be checked and confirmed CLOSED
prior to line up.
a) Ensure all inert gas tank valves are locked OPEN and all inert
gas spectacle and spool pieces are in the OPEN position.
b) Check that the inert gas deck main isolating valve is CLOSED,
the VEC manifold valve connected is OPENED and the
corresponding spool and spectacle pieces are in the OPEN
position.
Note: If the VEC line is NOT used, the VEC manifold valve will remain
closed and the PV valve on each tank should be set for loading.
Closed Inert gas deck isolation valve ??
Open VEC port manifold as required ??
c) Ensure that all overboard valves are shut tight and sealed.
Closed Oily water overboard valves CO250, CO252
Closed Chemical overboard discharge CO251, CO253
d) Line up the cargo valves on deck for loading initially into one
set of tanks. Open if necessary each of the seven manifold pairs
of isolating valves to common up the system. The case example
given utilises the opening of all seven pairs of isolating valves.
Verify that all the spectacle pieces on the cargo loading drop
lines have been swung to the open position.
Open Drop valves to No.3 wing cargo tanks CO194, CO199
Open No.1 2, 3, 4, 5, 6 and slop tank manifold
isolating valves
CO287, CO512
CO305, CO513
CO323, CO514
CO341, CO515
CO359, CO516
CO377, CO517
CO393, CO518
Open No.3 line block valves CO420, CO122
CO121
Open No.1, 2, 3, 4, 5, and 6 cargo tank manual
isolating valves
CO423, CO429
CO424, CO430
CO425, CO431
CO426, CO432
CO427, CO433
CO428, CO434
e) Open the required ships manifold valves.
Open No.3 port manifold valve CO308
The vessel is now ready to load cargo into No.3 wing cargo tanks at a minimum
rate of not more than 1m/s.
f) When it is confirmed that the vessel is loading cargo into No.3
wing cargo tanks only and all safety checks of the deck and
overside are completed, the remainder of the cargo drop valves
can be opened up. Once the sounding in each tank is in excess of
20cm at the pump well the rate can be increased in accordance
with the loading plan.
Open No.1 2, 4, 5, 6 and slop tank direct loading
valves
CO172, CO177
CO183, CO188
CO205, CO210
CO216, CO221
CO227, CO232
CO238, CO243
Open No.1, 2, 4, 5, 6 and slop tank cargo line
block valves
CO101, CO111
CO131, CO141
CO151, CO527
CO161, CO443
g) During the loading operation it is possible to load cargo through
the individual pump discharge valve and pump stack on each
cargo tank. This should only take place when the loading line
outlet has been covered. Additionally, the maximum pressure
allowed at the top of the pump is 8 bar.
Note: If the VEC line is NOT used then the hi-jet valve on each will be
utilised for venting. Carefully monitor the pressure in each cargo tank, ensure
that the hi-jet valve opens at 160mbar and that the pressure in the tank does
not continue to increase.
h) Stagger the tanks to enable topping off to be completed in a
controlled manner.
i) Reduce the loading rate as appropriate according to the number
of tanks open. The loading rate into any one tank should not be
allowed to increase at a rate of above 150mm/minute, or exceed
the loading rates as indicated in section 1.1.
j) No.4 wing cargo tanks should be shut off in adequate time to be
used as the last tanks for topping off.
Close Drop valves to No.4 wing cargo tanks CO205, CO210
k) Top off the cargo wing tanks ensuring that all fixed tank gauge
ullage levels are checked at regular intervals with the portable
trimode UTI tapes to avoid the risk of error and that the
loading rate is reduced accordingly, as tanks are topped off.
Carefully monitor the manifold back pressure during topping
off, especially when shutting off tanks to prevent unnecessary
back pressure building up on the ships loading lines. Open up
into No.4 wing tanks for finishing cargo.
l) Stop cargo loading when the required ullage has been reached in
No.4 wing tanks and finally shut down all valves on completion
of draining the line down.
Deballasting operations shall be concurrent with loading, and planned to be
completed prior to commencing topping off.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Cargo Grade - 3
Inert Gas
Ballast
Air
Illustration 2.3.2a Loading Two Grades
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.3.2 LOADING A MULTIGRADE CARGO
Case example loading two concurrent non-compatible grades of products in the
following segregation:
Grade 1: No.1, 2, 3, 4 and 6 wing cargo tanks
Grade 2: No.5 wing cargo tanks and both slop tanks
Manifold connections to be used are:
Grade 1: No.4 port manifold
Grade 2: No.5 port manifold
ALL cargo valves shall be checked and confirmed CLOSED prior to lining
up.
If the vapours of each grade are not compatible, then it will be necessary for
the smaller parcel to be isolated from the main IG line.
a) Ensure all inert gas tank valves are locked OPEN and all
inert gas spectacle and spool pieces are in the OPEN position,
concurrent with the statements above and below.
Note: The system allows for each set of cargo tank exhaust gases to be
connected to a secondary gas main using the spectacle piece at each PV valve
riser and the crossover line linked to this gas main.
b) Check that the inert gas deck main isolating valve is CLOSED,
the VEC manifold valve connected is OPENED and the
corresponding spool and spectacle pieces are in the OPEN
position.
Closed Inert gas deck isolation valve ??
Open VEC port manifold as required ??
Note: If the VEC line is NOT used, the PV valve on each tank should be set
for loading.
Note: If the vapour admixtures are not compatible, then it will not be
possible to load two grades concurrently in VEC mode even with the second
grade connected to the secondary IG main due to the pressure transmitter for
the VEC being located in the secondary IG main.
Closed Chemical overboard discharge valves CO250, CO252
d) Line up the cargo valves on deck for loading initially into one
set of tanks.
e) Open the manifold isolating valves to allow No.1, 2, 3, 4 and 6
wings to be loaded via No.4 manifold. Ensure that all the other
manifold isolating valves are in the closed position.
Open No.1, 2, 3, 4 and 6 manifold isolating
valves
CO287, CO512
CO305, CO513
CO323, CO514
CO341, CO515
CO377, CO517
Closed No.5 and slop tank manifold isolating
valves
CO359, CO516
CO393, CO518
f) Line up the cargo valves on deck for loading into the first grade
set of tanks.
Open No.1, 2, 3, 4 and 6 cargo tank manual
isolating valves
CO423, CO429
CO424, CO430
CO425, CO431
CO426, CO432
CO427, CO433
CO428, CO434
Open No.4 cargo line block valves CO131, CO132
CO419
g) Open the required ship side manifold valve.
The vessel is now ready to load the first parcel of cargo into No.3 wing cargo
tanks at a minimum rate.
h) When it is confirmed that the vessel is loading cargo into No.3
cargo tanks open up the remaining group 1 cargo tanks.
i) When all safety checks of the deck and overside are completed
and the sounding at the pump well in each tank is in excess of
20cm, the second parcel can be lined up for loading and the rate
can be increased to the maximum for the first parcel.
Note: If the VEC line is NOT used then the hi-jet valve on each tank will be
utilised for venting. Carefully monitor the pressure in each cargo tank, ensure
that the hi-jet valve opens at 160mbar and that the pressure in the tank does
not continue to increase.
j) Line up the cargo valves on deck for loading into the second
grade set of tanks.
Open No.5 cargo tank manual isolating valves CO427, CO433
Open No.5 cargo line block valves CO142, CO141
Open Slop tank block valve CO161, CO527
Open Starboard slop tank block valve CO443
Open Crossover block valves onto the slop line
and insert the spool piece
CO143, CO144
The vessel is now ready to load the second parcel of cargo into No.5 wing
cargo tanks at a minimum rate.
k) Open the required ship side manifold valve.
l) When it is confirmed that the vessel is loading cargo into No.5
cargo tanks open up the remaining group 2 cargo tanks.
Open Drop valves to cargo slop tanks CO238, CO243
Revision: Draft 1
Date: November 2006
IMO No. 9260043
m) When all safety checks of the deck and overside are completed,
the second parcel can be increased to the maximum safely
permitted.
Deballasting operations shall be concurrent with loading, and planned to be
completed prior to commencing topping off.
The trimming tanks are the slack COTs resulting from trim, draught or
nominated cargo restrictions on each grade.
Trimming tanks are filled to a pre-planned ullage and then shut. They are
brought to their final ullage towards the end of loading for the particular grade,
at a reduced loading rate. Remember to allow sufficient ullage to drain the top
lines to the COTs.
It is always advisable to complete loading in a slack tank in order to reduce the
risk of a carry-over of cargo to the inert gas main.
Slack tanks should be kept to a minimum in order to reduce free surface
effect.
n) Agree ship shore figures and disconnect the loading arms.
The number of grades that can be loaded at any one time is in theory seven,
dependant on the possible connections at the terminal. However when one
considers that the SBT must also be discharged at the same time to avoid
prolonging the port stay, the stability of the vessel will, in fact, control the
actual number.
Authors Note: Items in red italic to be confirmed onboard.
Authors Note: The writing in blue italic concerns the additional deck valves
fitted to some of the E class vessels. Reference to them has been left in the text
and on the illustrations until it can be confirmed which ships these valves have
been fitted to.
2.4 Discharging Cargo
2.4.1 Discharging a Single Grade Cargo (25% COW)
2.4.2 Discharging - Single Grade Cargo (Products)
2.4.3 Discharging - Two Grade Cargo without Pre-Wash (Chemicals)
2.4.4 Discharging - Three Grade Cargo Category A, B and D (Chemicals)
Illustrations
2.4.1a Single Grade Discharge (25% COW)
2.4.1b Crude Oil Washing
2.4.1c Single Grade Stripping to Port Slop Tank
2.4.2a Discharging Cargo - Single Grade (Products)
2.4.3a Discharging Cargo - Two Grades (Chemicals)
2.4.4a Discharging Cargo - Three Grades (Chemicals)
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Group - 1
Cargo Group - 2
Inert Gas
Ballast
Air
Illustration 2.4.1a Single Grade Discharge (25%COW)
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.4 DISCHARGING CARGO
fitted to some of the E3 class vessels. Reference to them has been left in the
text and in the illustrations until it can be confirmed which ships have these
valves fitted.
Introduction
Prior to the arrival at the discharge port, a cargo plan must be completed
covering all aspects of the proposed discharging operation. This will ensure that
the stability, stress, draught and trim are all within acceptable levels throughout
the discharge, and comply at all times with the terminals requirements.
In addition the following factors are to be considered and included in the cargo
plan prior to the discharge:
Maximum available draught at berth
Maximum available air draught at berth
Grade segregation if necessary
Crude oil washing requirements
Heavy weather ballast requirements
Maintenance of satisfactory trim
Ballasting operation
Ship/shore safety checklists are to be completed prior to starting cargo
operations, the cargo system lined up and the valves double checked before
starting. The engine room must be given adequate notice for the start up
requirements for all cargo pumps, ballast pumps and the inert gas system to
avoid unnecessary delays in the discharge operation.
All fixed cargo tank gauges are to be confirmed operational and all overflow
alarms tested prior to the discharge.
2.4.1 DISCHARGING A SINGLE GRADE CARGO (25%
COW)
This case example is discharging a single grade crude oil cargo with 25%
COW through No.3 manifold.
ALL of the cargo valves in the system must be checked and confirmed
CLOSED prior to the line up.
Ballasting should be started with one ballast pump when COW is started. Prior
to starting the ballast pump, ballast can be run in consistent with maintaining a
reasonable trim and stress. A stern trim of 2m (if shore restrictions allow) will
benefit good draining during COW and stripping.
a) Ensure that all of the inert gas tank valves are locked OPEN
and that all of the inert gas spool piece lines are in the OPEN
position to all tanks.
b) Check that the inert gas deck main isolating valve is OPEN and
the inert gas system is set up for operation.
Open Inert gas deck isolation valve IG??
The VEC line should be checked that the manifold valves are closed and that
blanks are in position.
d) Line up the cargo valves on deck for discharging initially from
No.2, 4 and 6 wing tanks and the slop tanks. Open the six
pairs of manifold isolating valves to common up the system as
indicated below. The isolating valves CO323 and CO514 will
remain in the closed position which will allow the continuation
of bulk discharge from No.3 cargo tanks while stripping the
other cargo tanks to a nominated tank via the main crossover.
isolating valves
CO423, CO429
CO424, CO430
CO425, CO431
CO426, CO432
CO427, CO433
CO428, CO434
Open Cargo tank block valves on the cargo lines CO101, CO111
CO121, CO122
CO131, CO132
CO141, CO151
CO161, CO527
Open Crossover valves between No.3 and 4 lines CO419, CO411
CO414
Open Starboard slop tank line block valve CO443
Open No.1 2, 4, 5, 6 and slop tank manifold
isolating valves
CO287, CO512
CO305, CO513
CO341, CO515
CO359, CO516
CO377, CO517
CO393, CO518
e) When the terminal is ready, open the required ships manifold
valves.
The vessel is now ready to discharge initially from No.2 wing cargo tanks at
a minimum rate.
f) Start up the inert gas system and open the deck main inert gas
valves.
CAUTION
When dealing with a single grade cargo only, it is prudent to lower all the
tanks below the 98% alarm level prior to commencing bulk discharge.
This will then allow the high level system to give warning should the
level rise in an off-line tank.
g) Start up No.2 cargo tank deepwell pumps on slow speed and
open the pump discharge valves.
Open No.2 cargo pump discharge valves CO182, CO187
h) Continue to discharge from No.2 wing tanks only, until checks
have ascertained that there are no leaks in the system and that
cargo is being discharged from No.2 wing tanks alone.
i) Once all of the safety checks have been completed, No.4 wing
tanks and both slop tanks can be discharged. Start up No.4 wing
and slop tank cargo pumps opening the discharge valves as the
pump pressure rises.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX PI
Key
Crude Oil Wash
Fire Water
Electrical Signal
No.1 Cargo Oil Tank
(Starboard)
No.1 Cargo Oil Tank
(Port)
No.2 Cargo Oil Tank
(Starboard)
No.2 Cargo Oil Tank
(Port)
No.3 Cargo Oil Tank
(Starboard)
No.3 Cargo Oil Tank
(Port)
No.4 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Starboard)
Deck Store
(Starboard)
No.5 Cargo Oil Tank
(Port)
No.6 Cargo Oil Tank
(Starboard)
No.6 Cargo Oil Tank
(Port)
Slop Tank
(Starboard)
Slop Tank
(Port)
Illustration 2.4.1b Crude Oil Washing
CO
242
CO254
CO
443
TC314
TC313
TC628
TC625
From Slop Pump
TC642
TC645
CO406
TC648
To Cargo
Control Room
TC641
TC
114
TC
113
TC
514
TC
513
TC312
TC311
TC623
TC624
TC622
TC621
TC640
TC639
TC
112
TC
111
TC
512
TC
511
TC310
TC309
TC619
TC620
TC618
TC617
TC638
TC637
TC
110
TC
109
TC
510
TC
509
TC308
TC307
TC615
TC616
TC614
TC613
TC636
TC635
TC
108
TC
647
TC
107
TC
508
TC
507
TC306
TC305
TC611
TC612
TC610
TC609
TC634
TC633
TC
106
TC
105
TC
506
TC
505
TC304
TC303
TC607
TC608
TC606
TC605
TC632
TC631
TC
104
TC
103
TC
504
TC
503
TC302
TC301
TC603
TC604
TC602
TC601
TC630
TC629
TC
102
TC
101
TC
502
TC
501
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
CO246
TC166 TC116 TC115
TC163 TC117
(100m
3
/h)
TC118
TC
119
TC
120
CO
405
TC624 TC167
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Open No.4 pump discharge valves CO204, CO209
Open Slop tank pump discharge valves CO237, CO242
Note: The vessel is designed to operate six cargo pumps at their designed
rated speed. It will therefore, not be possible to operate six cargo pumps
together with a ballast pump at their designed rated speed and appropriate
restrictions may apply.
j) Continue to discharge from No.2 and 4 wing cargo tanks until
they reach draining level, close No.4 cargo tank discharge
valves and stop No.4 deep well pumps (the bottom of No.4 tank
is kept wet ready for COW). Stop the slop pumps when the slop
tanks have been debottomed by one metre and shut the pump
discharge valves. When the slop pumps have been stopped,
discharge from No.6 wing tanks can commence.
Close Slop tank pump discharge valves CO237, CO242
Open No.6 cargo wing tanks discharge valves CO226, CO231
k) On completion of draining No.2, 4 and 6 cargo tanks, stop
No.2 and 6 cargo pumps and change over to discharge No.1
and 5 wing cargo tanks ashore. Start up No.1 and 5 wing cargo
pumps.
Close No.2 pump discharge valves CO182, CO187
l) Increase the speed of No.1 and 5 pumps to the maximum
permitted and continue on bulk discharge.
m) Line up to COW No.4 cargo wing tanks on full wash cycle
using the starboard slop pump to pressurise the COW main.
Insert the elbow flanged pipe between valves CO405 and TC120 to join the
discharge from the slop tank to the tank cleaning main line.
Ensure that the spectacle pieces at valves TC115 and TC118 are swung to the
CLOSED position to ensure the tank cleaning heater is blanked off.
Swing the spectacle pieces to OPEN in the tank cleaning line on the tanks to
be crude oil washed, tanks No.1 and No.4.
Set the fixed tank cleaning machines to full wash cycle on No.4 tanks.
Close Starboard slop tank discharge block valve CO443
Open Fixed tank cleaning machines on No.4 wing
cargo tanks
TC107, TC108
TC613, TC614
TC615, TC616
Open Tank cleaning main line block valves TC120, TC119
Open Slop pump discharge to tank cleaning line CO162, CO405
Open Slop tank balance line CO255
n) Start up the starboard slop tank pump, open the pump discharge
valve and slowly pressurise the tank cleaning line. At the same
time start up No.4 cargo tank deepwell pumps and open the
pump discharge valves. Discharge the drainings of the tank
washings directly ashore.
Open Starboard slop tank pump discharge valve CO242
Note: Alternatively, the washings may be drained to another tank then
discharged during the bulk discharge of that tank. It may be necessary to shut
down No.5 cargo pumps at this stage in order to operate COW concurrently
during the discharge of cargo.
Ensure that the pressure of the COW main is brought up to around 10 bar for
optimum washing.
o) On completion of washing No.4 wing tanks, shut off the
starboard slop tank pump and No.4 deepwell pumps at the same
time as the tank cleaning machines on No.4 wing tanks.
Close Starboard slop pump discharge valve CO242
Close Starboard slop pump discharge to the COW
line
CO162
Close Fixed tank cleaning machines on No.4 wing
cargo tanks
TC107, TC108
TC613, TC614
TC615, TC616
p) Restart No.5 wing tanks on bulk discharge. Line up then start
No.3 wing tank pumps for bulk discharge. Continue to discharge
No.1 wing tanks to the draining level in preparation for COW of
this set of wing tanks.
q) When No.1 wing tanks reach the draining level stop the pumps
and line up for washing these tanks.
Set the fixed tank cleaning machines to full wash cycle on No.1 tanks.
Close Starboard slop tank discharge block valve CO443
Open Fixed tank cleaning machines on No.1 wing
cargo tanks
TC101, TC102
TC601, TC602
TC603, TC604
Open Slop pump discharge to tank cleaning line CO162, CO405
Open Slop tank balance line CO255
r) Start up the starboard slop tank pump, open the pump discharge
valve and slowly pressurise the tank cleaning line. At the same
time start up No.1 cargo tank deepwell pumps and open the
pump discharge valves. Discharge the drainings of the tank
washings directly ashore.
Note: It may be necessary to shut down No.3 cargo pumps at this stage in
order to operate COW concurrently during the discharge of cargo.
s) On completion of washing No.1 wing cargo tanks stop No.1
wing deepwell pumps and the starboard slop pump. Continue to
discharge No.5 wing tanks to draining level. Restart No.3 cargo
pumps for bulk discharge.
Close No.1 cargo pump discharge valves CO171, CO176
Close Fixed tank cleaning machines on No.1 wing
cargo tanks
TC101, TC107
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Bulk Discharge
Stripping
Inert Gas
Ballast
Air
Illustration 2.4.1c Single Grade Stripping to Port Slop Tank
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
t) Drain the COW line back into the starboard slop tank.
Open/close Starboard slop tank drop valve CO243
Close Slop tank balance line CO255
Close Starboard slop tank pump discharge valve CO242
u) Line up and start the slop tank pumps for bulk discharge of both
slop tanks to shore.
v) On completion of draining No.5 and both slop cargo tanks, stop
No.5 and both slop tank cargo pumps. Continue bulk discharge
of No.3 cargo tank. Close the crossover valves on No.3 and 4
cargo lines CO411 and CO414 in order to strip back cargo tanks
No.1, 2, 4, 5, 6 and the starboard slop tank back to the port slop
tank via the main crossover.
w) Increase the speed of No.3 to the maximum permitted and
continue on bulk discharge.
Stripping
With reference to section 1.3.3, stripping of the tanks and lines can be achieved
either by stripping each tank to the shore upon completion and using air to
blow the lines to the shore, or using the following method to strip the lines
to the tanks, and then to the port slop tank for final delivery ashore. During
this period bulk discharge can continue from No.3 wing cargo tanks which
are isolated from the main crossover with blind valve CO323 in the closed
position.
a) Drain and blow down all cargo discharge lines into the cargo
tanks and then strip all cargo tanks into the port slop tank via
the main cargo crossover line.
Open Direct load lines to No.1, 2, 4, 5, 6 and
starboard slop cargo tanks
CO172, CO177
CO183, CO188
CO205, CO210
CO216, CO221
CO227, CO232
CO243
b) Connect the flexible compressed air line to each cargo line
connection and alternately blow through the discharge line back
into the cargo tanks, subject to permission from the terminal.
c) Shut the cargo line block valves on completion and strip the
cargo tanks to the port slop tank.
isolating valves
CO287, CO512
CO305, CO513
CO341, CO515
CO359, CO516
CO377, CO517
CO393, CO518
Closed No.3 manifold isolating valve CO323
Close Cargo line block valves CO102, CO112
CO132, CO142
CO152
Close No.4 and 3 crossover valves CO411, CO414
CO419
Open Cargo pump discharge valves to slop tank line CO101, CO111
CO131, CO141
CO151, CO443
Open Block valve to slop tanks CO161
Open Port slop tank drop valve CO238
d) Strip each tank alternately to the port slop tank via the main
discharge and crossover line using compressed air as described
in section 1.3.3.
e) When each set of cargo tanks and pump stack is stripped close
the associated line block valve.
f) When all of the stripping has been discharged to the port slop
tank, close the port slop tank drop valve then start up the port
slop tank pump and strip this tank to shore.
Close Port slop tank drop valve CO238
Open Port slop pump discharge valve CO237
Open Slop line discharge crossover to No.4 cargo
line
CO133, CO134
Open Crossover valves No.4 to No.3 line CO132, CO419
CO411, CO414
g) When the port slop tank is dry, close the port pump discharge
valve CO237 and strip the tank via the stripping branch line.
Open valve CO240. When the tank is completely dry stop the
slop tank pump and connect the compressed air line connection
to the cargo pumps. Blow through the slop cargo pumps and
discharge lines.
h) Shut down all valves on completion.
Alternative Means of Stripping
There are several alternative means of stripping:
Any tank can be used as the nominated tank to receive the
strippings where it provides a more efficient usage than one of
the slop tanks.
Each pair of wing tanks is connected to the slop tank cargo line
by a 200mm crossover line, this can be used to strip the tanks
direct to the slop tank bypassing the main cargo crossover.
Instead of opening the tank drop valves and blowing the
crossover lines back to the individual tanks, the flexible
compressed air hose should be connected on the pump side
of the discharge valve, and the pump stack and tank stripped
directly to the nominated tank. On completion of stripping the
tank, the cargo line can then be blown to the nominated tank.
When blowing the individual manifold crossovers directly
ashore, the flexible hose is connected inboard of the manifold
valve and the line blown via the 40mm stripping line to outboard
of the manifold valve and ashore.
Any combination of the foregoing can be used dependng on the type of cargo
being carried and the availability of the terminal to provide discharge arms.
Authors Note: Items in red italic s to be confirmed onboard.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Illustration 2.4.2a Discharging Cargo - Single Grade (Products)
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Key
Cargo Group - 1
Cargo Group - 2
Inert Gas
Ballast
Air
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.4.2 DISCHARGING - SINGLE GRADE CARGO
(PRODUCTS)
valves fitted.
In this case example a single grade product is being discharged ashore in two
parcels with one hose connection to the terminal. The first parcel is completed
and stripped ashore prior to the commencement of the second parcel.
Alternatively, stripping can be carried out when the final set of wing tanks is on
bulk discharge, utilising the crossover isolating valves to allow this last tank to
be isolated from those tanks being stripped. This allows for the most efficient
operation of the cargo pumps and is the quickest method of discharging a
single grade product.
First parcel: No.2, No.4, No.6 and slop tanks
Second parcel: No.1, No.3 and No.5 tanks
Manifold in use: No.3 port
ALL of the cargo valves in the system to be checked and confirmed CLOSED
prior to line up.
Ballasting should be started with one ballast pump when the discharge has
settled down. Prior to starting the ballast pump, ballast may be run in consistent
with maintaining a reasonable trim and stress. Initially flood the tanks to a
sounding of 2m to place the surface into the wings therefore reducing the free
surface effect.
a) Ensure that all of the inert gas tank valves are locked OPEN
and that all of the inert gas spool piece lines are in the OPEN
position to all tanks.
Open Inert gas deck isolation valve IG145
c) Ensure that all of the overboard valves are shut tight and
sealed.
d) Line up the cargo valves on deck for discharging initially from
No.2, 4 and 6 wing tanks and the slop tanks. Set the manifold
blind flange valves to common up the system as indicated in the
following list.
isolating valves
CO423, CO429
CO424, CO430
CO425, CO431
CO426, CO432
CO427, CO433
CO428, CO434
Open Cargo tank block valves on the cargo lines CO101, CO111
CO121, CO122
CO131, CO132
CO141, CO151
CO161, CO527
Open Crossover valves between No.3 and 4 lines CO419, CO411
CO414
Open Starboard slop tank line block valve CO443
isolating valves
CO287, CO512
CO305, CO513
CO341, CO515
CO359, CO516
CO377, CO517
CO393, CO518
e) When shoreside are ready open the required ships manifold
valves.
a minimum rate.
CAUTION
When dealing with a single grade cargo only, it is prudent to lower all the
tanks below the 98% alarm level prior to commencing bulk discharge.
This will then allow the high level system to give warning should the
level rise in an off-line tank.
Initially all the second parcel tanks are lowered out of the 98% full alarm
condition. This ensures that any unwanted filling of tanks will be detected by
the high level alarm.
f) Start up the inert gas system and open the deck main inert gas
valves.
g) Start up No.2 cargo tank deepwell pumps on slow speed and
h) Continue to discharge from No.2 wing tanks only, until checks
i) Once all safety checks have been completed, No.1, No.3 and
No.5 wing tanks can be debottomed until the high level alarms
clear. Start up No.1, No.3 and No.5 wing tanks cargo pumps
opening the discharge valves as the pump pressure rises.
Open No.3 manifold crossover block valve CO420
Note: The vessel is designed to operate six cargo pumps at their designed
rated speed.
j) Continue to discharge from No.1, No.3 and No.5 cargo tanks
until the high level alarms are cleared. Stop the pumps and shut
the pump discharge valves as this occurs
k) Continue to bulk discharge No.2 cargo tanks and commence
the discharge of No.4 and both slop tanks. Ballast the ship
concurrently in accordance with the chief officers discharging
plan giving due consideration to list, trim, stability and stress.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Illustration 2.4.2a Discharging Cargo - Single Grade (Products)
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Key
Cargo Group - 1
Cargo Group - 2
Inert Gas
Ballast
Air
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Open Slop tank pump discharge valves CO237, CO242
l) When the slop tanks have been discharged, stop these two
pumps and begin the bulk discharge of No.6 cargo wing tanks.
As the tanks reach completion strip ashore as described in section 1.3.3.
Staggering of the completions will make this operation more efficient.
m) Upon completion of the first parcel including stripping, stop the
pumps and close the pump discharge valves.
n) Commence discharge of the second parcel. Start up No.1
cargo tank deepwell pumps on slow speed and open the pump
discharge valves.
o) Continue to discharge from No.1 wing tanks only, until checks
p) Once all safety checks have been completed, No.3 and No.5
wing tanks can be discharged. Start up No.3 and No.5 wing
cargo pumps opening the discharge valves as the pump pressure
rises.
As the tanks reach completion, strip ashore as described in section 1.3.3.
Staggering of the completions will make this operation more efficient.
q) Upon completion of the second parcel including stripping, stop
the pumps and close the pump discharge valves.
r) With reference to sections 1.3.3 and 2.4.1 commence final
stripping of the cargo lines to shore using compressed air where
allowed.
s) Shut down all valves on completion of draining.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Inert Gas
Ballast
Air
Illustration 2.4.3a Discharging Cargo - Two Grades (Chemicals)
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.4.3 DISCHARGING - TWO GRADE CARGO WITHOUT
PRE-WASH (CHEMICALS)
valves fitted.
In this case example, two grades of category C chemicals are being discharged
ashore, one grade at a time. The grades are not classed as high viscosity or
a solidifying substance in either a special area or non special area. Pipeline
admixture is not acceptable. The first parcel is completed and the tanks are
stripped prior to the commencement of the second parcel; this allows for the
most efficient operation of the cargo pumps and is the quickest method of
discharging a two grade cargo.
First parcel: No.1, 2, 3, 4 and 6 wing tanks
Second parcel: No.5, and both slop tanks
Manifolds in use: No.4 and No.5 port
prior to line up.
surface effect.
gas spool piece lines are in the OPEN position to all tanks.
Open Inert gas deck isolation valve IG145
d) Install the manifold blind flange valves to common up No.1, 2,
3, 4 and 6 cargo wing tanks for discharge on No.4 manifold.
e) Line up the cargo valves on deck for discharging from No.1, 2
3, 4 and 6 wing tanks.
isolating valves
CO423, CO429
CO424, CO430
CO425, CO431
CO426, CO432
CO427, CO433
CO428, CO434
Open Cargo line block valves CO101, CO111
CO121, CO131
CO151
Open Manifold isolating valves to No 1, 2, 3, 4 and
6 cargo tanks
CO287, CO512
CO305, CO513
CO323, CO514
CO341, CO515
CO377, CO517
Open Crossover valve to No.4 line and block
valve
CO132, CO419
f) When shoreside are ready open the required ships manifold
valve.
CAUTION
When dealing with a single grade cargo only, it is prudent to lower
all the tanks below the 98% alarm level prior to commencing bulk
discharge. This will then allow the high level system to give warning
should the level rise in an off-line tank. In this case, where the parcels
are discharged one at a time, it is not possible to lower all the tank levels
and great care is needed to ensure that no unwanted transfer of cargo is
taking place.
a minimum rate.
g) Start up the inert gas system and deliver the gas to the deck.
h) Start up No.1 cargo tank deepwell pumps on slow speed and
Open No.1 cargo pumps discharge valves CO171, CO176
i) Once all safety checks have been completed continue to
discharge from No.1 wing tanks only, until checks have
ascertained that there are no leaks in the system.
j) Continue to bulk discharge No.1 cargo tanks then commence
the discharge of No.2, 3, 4 and 6 cargo tanks with due regard
to operating a maximum of six cargo pumps at a time. Ballast
the ship simultaneously in accordance with the chief officers
discharging plan giving due consideration to list, trim, stability
and stress.
As the tanks reach completion strip ashore using compressed air applied to the
pumps as described in sections 1.3.3. and 2.4.1. Staggering of the completions
will make this operation more efficient.
k) Upon completion of the first parcel including stripping, stop the
l) With further reference to section 1.3.3 commence final stripping
of the first parcel cargo lines to shore using compressed air
where allowed. When stripping is completed:
Close No.4 port manifold valve CO326
Close First parcel line valves
m) Line up the cargo valves on deck to discharge the second parcel
via No.5 port manifold.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Inert Gas
Ballast
Air
Illustration 2.4.3a Discharging Cargo - Two Grades (Chemicals)
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Closed Manifold crossover isolating valves CO393, CO359
Open No.5 wing tanks and slop tank cargo line
block valves
CO141, CO142
CO161, CO527
CO443
Open Slop line crossover to No.5 line CO144, CO143
n) When shoreside are ready open the required ships manifold
valves.
o) Commence discharge of the second parcel. Start up No.5
discharge valves.
p) Continue to discharge from No.5 wing tanks only, until checks
have ascertained that there are no leaks in the system.
q) Once all safety checks have been completed, the slop tanks can
be discharged. Start up the slop tank cargo pumps opening the
discharge valves as the pump pressure rises.
Open Port slop tank pump discharge valve CO237
pumps as described in section 1.3.3 and 2.4.1. Staggering of the completions
r) Upon completion of the second parcel including stripping, stop
Close Port slop tank pump discharge valve CO237
s) With further reference to section 1.3.3 and 2.4.1 commence
final stripping of the second parcel cargo lines to shore using
compressed air where allowed. When stripping is completed:
t) Shut down all valves on completion of draining.
u) The cargo record book should be completed in the appropriate
places by the officer in charge. As this is a Category C substance
cargo not requiring a pre-wash there is no requirement for a
Government surveyor to attend and endorse the cargo record
book.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Cargo Grade - 3
Inert Gas
Ballast
Air
Illustration 2.4.4a Discharging Cargo - Three Grades (Chemicals)
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.4.4 DISCHARGING - THREE GRADE CARGO CATEGORY
A, B AND D (CHEMICALS)
valves fitted.
In this case example three grades of chemical are discharged ashore in three
parcels. Pipeline admixture is not acceptable. The first parcel is completed and
the tanks stripped prior to commencement of the second parcel. The second
parcel is completed and the tanks stripped prior to commencement of the third
parcel; this allows for the most efficient operation of the cargo pumps.
Group 1: No.1 and 5 wing cargo tanks and port slop tank
category D
Group 2: No.2 and 6 wing cargo tanks, category B
Group 3: No.3 and 4 wing cargo tanks, category A
Manifolds in use: No.2, No.4 and No.5
Note: The starboard slop tank contains fresh water for use as the pre-wash
medium.
prior to line up.
surface effect.
gas spool piece lines are in the OPEN position to all tanks.
Open Inert gas deck isolation valve IG??
d) Open the slop line crossover valves CO103, CO104, CO144
and CO143 to common up No.1 and 5 cargo wing tanks and the
port slop tank, for discharge on No.5 manifold.
e) Line up the cargo valves on deck for discharging from No.1 and
5 wing tanks and the port slop tank.
CO104, CO141
CO142, CO143
CO144, CO161
CO527
Open No.1 and 5 cargo tank manual isolating
valves
CO423, CO429
CO427, CO433
f) When the terminal are ready open the required ships manifold
valve.
CAUTION
When dealing with a single grade cargo only, it is prudent to lower
all the tanks below the 98% alarm level prior to commencing bulk
discharge. This will then allow the high level system to give warning
should the level rise in an off-line tank. In this case, where the parcels
are discharged one at a time, it is not possible to lower all the tank levels
and great care is needed to ensure that no unwanted transfer of cargo is
taking place.
a minimum rate.
Note: The crossover line from No.1 cargo tanks through CO103 and CO104
is a 200mm line, therefore the discharge capacity from these tanks will be
reduced.
g) Start up the inert gas system and deliver the gas to the deck.
h) Start up No.1 cargo tank deepwell pumps on slow speed and
Open No.1 cargo pumps discharge valves CO171, CO176
i) Once all safety checks have been completed continue to
discharge from No.1 wing tanks only, until checks have
ascertained that there are no leaks in the system.
j) Continue to bulk discharge No.1 cargo tanks and commence
the discharge of No.5 and the port slop tank. Ballast the ship
simultaneously according to the chief officers discharging plan
giving due consideration to list, trim, stability and stress.
Open Port slop tank pump discharge valve CO237
pumps as described in section 1.3.3 and 2.4.1. Staggering of the completions
k) Upon completion of the first parcel including stripping, stop the
Close Port slop tank pump discharge valve CO237
Close Cargo line block valves CO101, CO103
CO104, CO141
CO142, CO143
CO144, CO161
l) With further reference to section 1.3.3 commence final stripping
of the first parcel cargo lines to shore using compressed air
where allowed.
m) Line up the cargo valves on deck to discharge No.2 parcel.
Open Manifold crossover isolating valves CO305, CO513
CO377, CO517
Open No.2 and 6 cargo tank manual isolating
valves
CO424, CO430
CO428, CO434
CO151
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Key
Cargo Grade - 1
Cargo Grade - 2
Cargo Grade - 3
Inert Gas
Ballast
Air
Illustration 2.4.4a Discharging Cargo - Three Grades (Chemicals)
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Revision: Draft 1
Date: November 2006
IMO No. 9260043
n) When the terminal are ready open the required ships manifold
valve.
o) Commence discharge of the second parcel. Start up No.2
discharge valves.
p) Continue to discharge from No.2 wing tanks only, until checks
q) Once all safety checks have been completed, No.6 wing tanks
can be discharged. Start up No.6 wing cargo pumps opening the
pumps as described in section 1.3.3. Staggering of the completions will make
this operation more efficient.
r) Upon completion of the second parcel including stripping, stop
s) With further reference to section 1.3.3 commence final stripping
of the second parcel cargo lines to shore using compressed air
where allowed.
t) Line up the cargo valves on deck to discharge No.3 parcel.
Open Manifold crossover valves CO411, CO414
CO122, CO131
CO132, CO419
Open No.3, and 4 cargo tank manual isolating
valves
CO425, CO431
CO426, CO432
u) When shoreside are ready open the required ships manifold
valve.
v) Commence discharge of the third parcel. Start up No.3 cargo
tank deepwell pumps on slow speed and open the pump
discharge valves.
w) Continue to discharge from No.3 wing tanks only, until checks
x) Once all safety checks have been completed, No.4 wing tanks
can be discharged. Start up No.4 wing cargo pumps opening the
pumps as described in section 1.3.3. Staggering of the completions will make
this operation more efficient.
y) Upon completion of the third parcel including stripping, stop
z) With further reference to section 1.3.3 commence final stripping
of the third parcel cargo lines to shore using compressed air
where allowed.
aa) Shut down all valves on completion of draining.
The Cargo Record Book should be completed in the appropriate places by the
officer in charge. As one of the grades is a Category A substance requiring a
pre-wash a Government surveyor must attend to endorse the cargo record book
confirming that the pre-wash was carried out correctly.
Pre-wash Requirements for Category A and B Substances
The category A substance was carried in No.3 and No.4 COTs. Characteristics
of the substance are low viscosity and non-solidifying with the vessel in a
special area.
The category B substance was carried in No.2 and No.6 COT. Characteristics
special area.
Refer to table A-1 and A-2 in section 2.5.1 Chemical Tables for cleaning
requirements.
Refer to table B-1 and B-2 in section 2.5.1 Chemical Tables for the minimum
washing time and quantity of water to be used.
In this instance for the Category A substance a pre-wash with water as the
medium is required. The minimum water quantity is 7.2m
3
per tank and a
washing time of 17.4 minutes for No.3 COTs and 17.4 minutes for each of
No.4 COTs.
The category B substance on this occasion is suitable for pre-wash by
ventilation; the details for this method can be found by checking the tables in
section 2.5.1 with the name of the chemical and observing all characteristics.
The same substance is also suitable for pre-wash with water, which method
is used will depend on port time and the subsequent intended usage of the
tanks.
Details of pre-washing with case examples are to be found in section 2.5.2 Pre-
wash with Water and 2.5.3 Pre-wash by Ventilation.
Authors Note: Items in red italic s to be confirmed onboard.
2.5 Tank Cleaning Operations
2.5.1 Chemical Tables
2.5.2 Pre-Wash with Water
2.5.3 Pre-Wash by Ventilation
2.5.4 Water Wash (Hot and Cold)
2.5.5 Disposal of Slops
2.5.6 Washing with a Medium Other than Water
Illustrations
2.5.1a Cleaning and Disposal Procedures
2.5.1b Pre-Washing Tables
2.5.1c Disposal of Pre-Wash or Slops
2.5.2a Pre-Wash with Water
2.5.3a Pre-Wash by Ventilation
2.5.4a Hot Wash with Sea Water
2.5.5a Discharge of Slop Water at Sea
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Acrylonitrile-Styrene Copolymer Dispersion in Polyether Polyol D A 0
Adiponitrile D A 2 X no yes
Alcohol (C9-C11) Poly (7-19) - Ethoxylates B A 8 X no yes
Alcohol (C12-C15) Poly (7-19) - Ethoxylates B A 0 no yes
Alcohol (C12-C15) Poly (20+) - Ethoxylates C A 0 no yes
Alcohol (C6-C17) (Secondary) Poly (7-12) Ethoxylates B A 5 no yes
Alkanes (C6-C9) C A X no
Alkaryl Polyethers (C9-C20) B A no no
Alkenyl (C11+) Amide D A 0 no
Alkylacrylate-Vinylpyridine Copolymer in Toluene C A 0 no no
Alkyl (C8+) Amine, Alkenyl (C12+) Acid Ester Mixture D A 0 no
Alkyl (C3-C4) Benzenes A A X no no
Alkylbenzenesulphonic Acid C A no yes
Alkylbenzenesulphonic Acid, Sodium Salt Solution C A no yes
Alkyldithiocarbamate (C19-C35)
Alkyldithiothiadiazole (C6-C24)
D A no
Alkyl Ester Copolymer (C4-C20) A
Alkyl (C7-C11) Phenol Poly (4-12) Ethoxylate B A 0 X no yes
Alkyl (C8-C40) phenol sulphide D A no
Alkyl (C8-C9) phenylamine in aromatic solvents A A X no no
Alkyl (C12-C14) polyglucoside solution 55% or less B A 30 X no yes
Alkyl (C8-C10) polyglucoside solution 65% or less C A X no yes
Alkyl (C8-C10)/ (C12-C14) ( 40% or less/ 60% or more )polyglucoside
solution 55% or less
B A X no yes
Alkyl C8-C10)/ (C12-C14) ( 50% / 50%) polyglucoside solution 55% or
less
C A X no yes
Alkyl (C8-C10)/ (C12-C14) ( 60% or more/40% or less polyglucoside
solution 55% or less
C A X no yes
Alkyl (C10-C20 saturated and unsaturated) phosphite C A 0 X no no
Aluminium Sulphate Solution D A 0 no
2-(2-Aminoethoxy) Ethanol D A no yes
Aminoethyl ethanolamine D A X no yes
N-Aminoethylpiperazine D A X no yes
2.5 TANK CLEANING OPERATIONS
2.5.1 CHEMICAL TABLES
Note: The tank groups indicated are identical to those given in the attachment
to the ships Certificate of Fitness.
Note: Where no information is given regarding the suitability for ventilation,
other sources must be consulted to determine whether the vapour pressure at
20C exceeds 5kPa.
Note: Data regarding melting point and viscosity is given purely for guidance,
refer to the substance shipping documents for specific data
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
2-Amino-2-Methyl-1-Propanol (90% or Less) D A 0 no yes
2-Amino-2-Methyl-1-Propanol (above 90%) D no
Ammonia Aqueous (28% or lss) C X yes
Ammonium Hydrogen Phosphate Solution D A 0 no
Ammonium Polyphosphate Solution D A 0 no
Ammonium Thiocyanate (25% or Less) /
Ammonium Thiosulphate (20% or Less) Solution
C A 0 X no yes
Ammonium Thiosulphate Solution (60% or Less) C A 0 X no yes
Amyl Acetate (All Isomers) C A X no no
n-Amyl Alcohol D A 0 no
sec-Amyl Alcohol D A 0 no
Tert-Amyl Methyl Ether C A 0 X yes no
Animal and Fish Oils and Distillate Acids N.O.S Including:
Animal Acid Oil, Fish Acid Oil, Lard Acid Oil, Mixed Acid, Genral Acid
D A 0 no
Animal and Fish Oils, N.O.S Including:
Cod Liver Oil, Lanolin, Neatsfoot Oil, Pilchard Oil, Sperm Oil
D A 0 no
Aryl Polyolefins (C11-C50) D A 0 no
Aviation Alkylates (C8 paraffins and Iso-paraffins BPT 95-120C) C A X no no
Benzine and mixtures having 10% benzene or more C A 6.0 X yes no
Benzene Sulphonyl Chloride D A 14.0 X no no
Benzyl Acetate C A X no no
Benzyl Alcohol C A X no no
Brake Fluid Base Mix: D A 0 no
Butene Oligomer B A 0 X no no
Butyl Acetate (All Isomers) C A X no yes
Butylbenzene (All Isomers) A A 0
Butyl Butyrate (All Isomers) B A X no yes
Butyl/Decyl/Cetyl/Eicosyl Methacrylate Mixture D A X no no
Butylene Glycol D A no
Butyl Methacrylate D A X no no
n-Butyl Propionate C A X no no
Butyraldehyde (all isomers) C A X yes no
gamme-Butyrolactone D A 0 no
Calcium Hypochlorite solution (15% or less) C A X no yes
Calcium Hypochlorite solution (more thatn 15%) B A X no yes
Calcium Long Chain Alkaryl Sulphonate (C11-C50) D A 0 no
Calcium Long Chain Alkaryl Phenate (C5-C10) C A X no no
Calcium Long Chain Alkaryl Phenate (C11-C40) D A no
Calcium Long Chain Alkyl Phenate Sulphide (C8-C40) D A 0 no
Calcium Long Chain Alkyl Salicylate (C13+) C A 0 no no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
epsilon-Caprolactam (Molten or Aqueous Solutions 95% or less) D A no
Cashew Nut Shell Oil (Untreated) D A X yes no
Chlorobenzene B A X no no
4-Chloro-2-Methylphenoxyacetic Acid, Dimethylamine Salt Solution C A 0 no yes
1-(4-Chlorophenyl)-4, 4-Dimethyl-pentan-3-one B A 18 X no no
o-Chlorotoluene A A X no no
m-Chlorotoluene B A X no no
Choline Chloride Solutions D A 0 no
Citric Acid (70% or Less) D A 0 no
Coal Tar Naphtha Solvent B A 0 X no no
Coconut Oil Fatty Acid C A no no
Coconut Oil Fatty Acid Methyl Ester D A 0 no
Copper Salt of Long Chain (C17+) Alkanoic Acid D A no
Cycloheptane C A X no
Cyclohexane C A 6.5 X yes no
Cyclohexanol D A no no
Cyclohexanone D A X no yes
Cyclohexanone, Cyclohexanol Mixture D A 0 X no no
Cyclohexyl Acetate B A no no
Cyclohexylamine C A X no yes
Cyclopentane C A X yes no
Cyclopentene B A X yes no
p-Cymene C A X no no
Decahydronaphtalene D A 0 no
Decanoic Acid C A X no no
Decene B A X no no
Decyl Acetate B A X no no
Decyl Alcohol (All Isomers) B A 7 X no no
Diacetone Alcohol D A 0 no
Dialkyl (C8-C9) Diphenylamines D A no
Dialkyl (C7-C13) Phthalates D A 0 no
Dibutylamine C A X no no
Dibutyl Hydrogen Phosphonate B A 0 no no
1,1-Dichloroethane D A X yes no
Dichloromethane D A X yes yes
2,4-Dichlorophenoxyacetic Acid, Diethanolamine Salt Solution A A 0 X no yes
2,4-Dichlorophenoxyacetic Acid,
Dimethylamine Salt Solution (70% or Less)
A A no yes
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
2,4-Dichlorophenoxyacetic Acid, Tri-Isopropanolamine Salt Solution A A 0 no yes
Diethanolamine D A no yes
Diethylaminoethanol C A X no no
2,6-Diethylaniline C A 3 X no no
Diethylbenzene A A no no
Diethylene Glycol D A 0 no yes
Diethylene Glycol Dibutyl Ether D A 0 no
Diethylene Glycol Phthalate D A 0 no
Diethylemetriamine D A X no yes
Di-(2-ethylhexyl) Adipate D A no
Di-(2-ethylhexly) Phosphoric Acid C A X no no
Diethyl Phthalate C A X no no
Diglycidyl Ether of Bisphenol A B A 0 no no
Diglycidyl Ether of Bisphenol F B A no no
D1-n-Hexyl Adipate B A X no no
1, 4-Dihydro-9, 10-Dihydroxy Anthracene, Disodium Salt Solution D A no
Diisobutylene B A X no no
Diisobutyl Ketone D A 0 no
Diisobutyl Phthalate B A no no
Diisononyl Adipate D A 0 no
Diisopropanolamine C A no yes
Diisopropylnaphthalene D A 0 no
Dimethyl Adipate B A 8 X no no
Dimethylethanolamine D A X no yes
Diisononyl Adipate D A no
Diisopropanolamine C A 44 X no yes
Diisopropyl Naphthalene D A no
N, N-Dimethylacetamide solution (40% or less) D A X no
Dimethyl Adipate B A 8 X no no
Dimethylethanolamine D A X no yes
Dimethylformamide D A X no yes
Dimethyl Glutarate C A X no no
Dimethyl Hydrogen Phosphite B A X no no
Dimethyloctanoic Acid C A no no
Dimethyl Phthalate C A 2 X no no
2,2 Dimethylpropane-1,3-Diol D A 0 no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Dimethyl Succinate C A no no
Dinonyl Phthalate D A 0 no
Dipentene C A X no no
Diphenyl Ether A A no no
Diphenylamine (molten) B A 52.8 X no no
Diphenyl Ether A A 28 X no no
Diphenyl Ether/Diphenyl Phenyl Ether Mixture A A 4 X no no
Diphenylol Propane-Epichlorohydrin Resins B A 0 no no
Ditridecyl Phthalate D A 0 no
Diundecyl Phthalate D A 0 no
Dodecene (All Isomers) B A X no no
Dodecenylsuccinic Acid, Dipotassium Salt Solution D A 0 no
Dodecyl Alcohol B A X no no
Dodecyl/Octtadecyl Methacrylate Mixture D A X no no
Ethanolamine D A 10 X no yes
2-Ethoxyethanol D A 0 no
2-Ethoxyethyl Acetate C A X no yes
Ethyoxylated Long Chain (C16+) Alkyloxyalkylamine D A no
Ethyl Acetate D A 0 yes yes
Ethyl Acetoacetate D A 0 no
Ethyl Amyl Ketone C A 0 X no
Ethylbenzene B A X no no
Ethyl Tert-Butyl Ether C A x yes no
Ethyl Butyrate C A X no no
Ethylcyclohexane C A X no no
N-Ethylcyclohexylamine D A X no no
S-Ethyl Dipropylthiocarbamate C A X no no
Ethylene Cyanohydrin D A X no yes
Ethylenediaminetetraacetic Acid, Tetrasodium Salt Solution D A 0 no
Ethylene Glycol D A 0 no
Ethylene Glycol Acetate D A 0 no
Ethylene Glycol Butyl Ether Acetate C A X no no
Ethylene Glycol Diacetate C A X no no
Ethylene Glycol Methyl Butyl Ether D A 0 no
Ethylene Glycol Methyl Ether Acetate C A X no no
Ethylene Glycol Monoalkyl Ethers D A 0 X no yes
Ethylene Glycol Phenyl Ether D A 0 no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Ethylene Glycol Phenyl Ether/Diethylene Glycol Phenyl Ether Mixture D A no
Ethyl 3-Ethoxypropionate C A X no no
2-Ethylhexanoic Acid D A 0 no
2-Ethylhexyl Acrylate B A X no no
2-Ethyl-2-(Hydroxymethyl)Propane-1,3-Diol, C8-C10 Ester D A no
Ethylidene Norbornene B A X no no
Ethyl Methacrylate D A X no
o-Ethlphenol A A 4 X no
Ethyl Propionate D A 0 no
2-Ethyl-3-Propylacrolein A A 3 no
Fatty Acids, essentially linear, C6-C18, 2-Ethyhexylester D A no
Ferric Hydroxyethylethylenediamine Triacetic Acid,
Trisodium Salt Solution
D A 0 no
Formamide D A no
Fumaric Adduct of Rosin, Water Dispersion B A 0 no
Furfuryl Alcohol C A X no
Glycerine (83%), Dioxanedimethanol (17%) Mixture D A 0 no
Glycerol Monooleate D A no
Glycidyl Ester of C10 Trialkylacetic Acid B A X no
Glycolic Acid solution (70% or less) D A 10 X no yes
Glyoxal Solution (40% or Less) D A 0 no
Glyphosate solution (not containing Surfactant) D A no
Heptane (All Isomers) C A X no
n-Heptanoic Acid D A 0 no
Heptanol (All Isomers) C A X no
Heptene (All Isomers C A X no
Heptyl Acetate B A X no
Hexamethylenediamine Adipate (50% in Water) D A 0 no
Hexamethylenediamine Solution C A X no
Hexamethylenetetramine Solutions D A 0 no
Hexane (All Isomers) C A X yes no
Hexanoic Acid D A 0 no
Hexanol D A 0 no no
Hexene (All Isomers) C A X yes no
Hexyl Acetate B A X no no
N-(Hydroxyethyl)Ethylenediamine-Triacetic Acid,
Trisodium Salt Solution
D A 0 no
2-Hydroxy-4(Methylthio)Butanoic Acid C A X no yes
Icosa(Oxypropane-2,3-Diyl)S B A no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Isoamyl Alcohol D A 0 no
Isobutyl Formate D A 0 no
Iso & Cyclo-Alkanes (C10-C11) D A 0
Isophorone D A 0 no
Isophoronediamine D A 10 X no
Isopropanolamine C A 2 X no yes
Lactic Acid D A no
Latex, Ammonia (1% or Less)-Inhibited D A 0 no
Lauric Acid B A 44 X no no
Long Chain Alkaryl Polyether (C11-C20) C A 0 no no
Long Chain Alkaryl Sulphonic Acid (C16-C60) D A 0 no
Long Chain Polyetheramine in Alkyl(C2-C4)Benzenes C A 0
Long Chain Polyetheramine in Aromatic Solvent C A 0 no no
Magnesium Long Chain Alkaryl Sulphonate (C11-C50) D A 0 no
Magnesium Long Chain Alkyl Salicylate(C11+) C A 0 no no
Maleic Anhydride D A X no yes
Mercaptobenzothiazol, Sodium Salt Solution B A 0 X no yes
3-Methoxybutyl Acetate D A 0 no
N-(2-Methoxy-1-Methlyethyl)-2-Ethyl-6-Methylchloroacetanilide B A no
Methyl Acetoacetate D A 0 no
Methyl Alcohol D A 0 yes
Methylamyl Acetate C A X no no
Methylamyl Alcohol C A X no no
Methyl Amyl Ketone D A 0 no
Methylbutenol D A 0 no
Methyl tert-Butyl Ether D A 0 yes
Methyl Butyl Ketone D A 0 no
Methylbutynol D A 0 no
Methyl Butyrate C A X no no
Methylcyclohexane C A X no yes
Methylcyclopentadiene Dimer B A X no yes
Methyldiethanolamine D A no yes
2-Methyl-6-Ethylaniline C A X no no
2-Methyl-5-Ethylpyridine B A X no no
Methyl Heptyl Ketone B A 0 X no no
Methyl Isobutyl Ketone D A 0 no no
Methyl Propyl Ketone D A 0 no
N-Methyl-2-Pyrrolidone D A 0 no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Methyl Salicylate B A 0 X yes no
Morpholine D A X no no
Myrcene D A 0 no
Naphtalenesulphonic Acid Formaldehyde Copolymer,
Sodium Salt Solution
D A 0 no
Neodecanoic Acid C A X no no
Nitrilotriacetic Acid, Trisodium Salt Solution D A 0 no
Nitroethane, 1--Nitropropane (each 15% or more) mixtiure D A X yes no
Nitropropane (60%)/Nitroethane (40%) Mixture D A X no no
Nonane (All Isomers) C A X no no
Nonanoic Acid (All Isomers) D A 0 no
Nonene (All Isomers) B A X no no
Nonyl Acetate C A X no no
Nonyl Alcohol (All Isomers) C A 0 X no no
Nonyl Methacrylate Monomer D A 0 no
Nonylphenol Poly(4+)Ethoxylates B A no no
Noxious Liquid, F., (9) and (10) N.O.S. (Trade Name Contains...) S.T.3,
CAT.A
A A 0
Noxious Liquid, F., (11) and (13) N.O.S. (Trade Name Contains...)
S.T.3, CAT.B
B A 0
Noxious Liquid, N.F., (12) N.O.S. (Trade Name Contains...) S.T.3, CAT.
B, M.P. 15C+
B A 15
Noxious Liquid, F., (14) N.O.S. (Trade Name Contains...) S.T.3, CAT.B
M.P. 15C+
B A 15
Noxious Liquid, F., (15) and (16) N.O.S. (Trade Name Contains...)
S.T.3, CAT.C
C A 0
Octane (All Isomers) C A X no no
Octanoic Acid (All Isomers) D A 0 no
Octanol (All Isomers) C A X no yes
Octene (All Isomers) B A X no no
n-Octyl Acetate C A 0 X no no
Octyl Aldehydes B A X no no
Olefin-Alkyl Ester Copolymer (Molecular Weight 2000+) D A 0 no
Olefin Mixtures (C5-C7) C A 0 X no
Olefin Mixtures (C5-C15) B A 0 X no no
alpha-Olefins (C6-C18) Mixtures B A 0 no
Oleic Acid D A no no
Palm Kernel Acid Oil C A no no
Palm Oil Fatty Acid Methyl Ester D A 0 no
Palm Stearin D A 0 no
Paraldehyde C A X no no
1,3-Pentadiene C A X yes no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Pentaethylenehexamine D A 0 no
Pentanoic Acid D A 0 no
n-Pentyl Propionate C A X no no
1-Phenyl-1-Xylylethane C A X no no
Phosphate Esters, Alkyl (C12-C14) Amine B A X no no
beta-Pinene B A X no no
alpha-Pinene A A X no no
Pine Oil C A 0 no no
Polyalkyl (C18-C22) Acrylate in Xylene C A no no
Poly(2-8)Alkylene Glycol Mono-Alkyn (C1-C6) Ether D A 0 no
Poly(2-8)Alkylene Glycol Mono-Alkyn (C1-C6) Ether Acetate D A 0 no
Polyalkylene Oxide Polyol C A no
Polyalkyl (C10-C20) Methacrylate D A no
Polyalkyl (C10-C18) Methacrylate/Ethylene-Propylene Copolymer
mixture
D A no
Polybutenyl Succinimide D A no
Polyether (Molecular Weight 2000+) D A 0 no
Polyethylene Polyamines C A 0 X no yes
Polyisobutenamine in Aliphatic (C10-C14) solvent C A X no no
Polyolefin Amide Alkeneamine (C17+) D A no
Polyolefin Amide Alkeneamine Borate (C28-C250) D A 0 no
Polyolefin Amide Alkeneamine Polyol D A 0 no
Polyolefinamine in Alkyl(C2-C4)Benzenes C A 0
Polyolefinamine in Aromatic Solvent C A no no
Polyolefin Anhydride D A no
Polyolefin Ester (C28-C250) D A 0 no
Polyolefin Phenolic Amine (C28-C250) D A 0 no
Polyolefin Phosphorosulphide Barium Derivative (C28-C250) C A 0 no no
Polypropylene Glycol D A 0 no
Poly(tetramethylene ether) Glycol (mw 600-3000) b a 30 x no no
Potassium Chloride Solution (10% or More) C A 0 no yes
Potassium Hydroxide solution C A X no yes
Potassium Oleate C A 0 no yes
Potassium Thiosulphate (50% or less)
n-Propanolamine C A X no yes
Propionaldehyde C A X yes no
N-Propyl Acetate D A 0 no no
Propylbenzene (All Isomers) A A X no no
n-Propyl Chloride D A X yes yes
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Propylene Dimer C A X yes no
Propylene Glycol Methyl Ether Acetate D A 0
Propylene Glycol Monoalkyl Ether D A 0 no
Propylene Glycol Phenyl Ether D A no
Propylene Tetramer B A X no no
Propylene Trimer B A X no no
Pyridine D A no
Rosin Soap (Disproportionated) Solution B A 0 X no yes
Sodium Acetate Solutions D A 0 no
Sodium Alkyl (C14-C17) Sulphonates 60-65% Solution B A 0 X yes
Sodium Aluminate Solution D A 0 X no yes
Sodium Benzoate D A 0 no
Sodium Borohydride (15% or Less) / Sodium Hydroxide Solution C A 0 no yes
Sodium Carbonate Solution D A 0 no
Sodium Hydrogen Sulphide (6% or Less) / Sodium
Carbonate (3% or Less) Solution
B A X no yes
Sodium Hydrogen Sulphite Solution (45% or Less) D A 0 X no yes
Sodium Hydroxide Solution D A X no yes
Sodium Silicate Solution C A 0 no yes
Sodium Hypochlorite solution (15% or less) C A X no yes
Sodium Silicate solution C A no yes
Sodium Sulphide solution (15% or less) B A X no yes
Sodium Sulphide solution (25% or less) C A X no yes
Sodium Thyiocyanate solution (56% or less) B A X no yes
Sulphonated Polyacrylate solution D A no
Sulphohydrocarbon (C3-C88) D A no
Sulpho Hydrocarbon Long Chain (C18+) Alkylamine Mixture B A 0 no no
Sulpholane D A no
Sulphurised Fat (C14-C20) D A no
Sulphurised Polyolefinamide Alkene (C28-C250) Amine D A no
Tall Oil (Crude and Distilled) B A no no
Tall Oil Fatty Acid, Barium Salt B A no yes
Tall Oil Fatty Acid (Resin Acids Less Than 20%) C A X no yes
Tall Oil Soap (Disproportionated) Solution B A 0 no yes
Tallow D A 0 no
Tallow Fatty Acid D A 0 no
Tetraethylenepentamine D A X no yes
Revision: Draft 1
Date: November 2006
IMO No. 9260043
SUBSTANCE
Name MARPOL
Category
Tank
Group
Summary
Melting
Point
C
Viscosity at 20C
mPa.s
Suitable
for
Ventilation
Miscible
in
Water
<25 25-60 60
Tetrahydronaphthalene C A X no no
Tetrmethylbenzene (all isomers) A A X no no
Toluene C A X no yes
Tributyl Phosphate B A X no yes
1,1,1-Trichloroethane C A X yes no
1,1,2-Trichloroethane C A X no no
1,1,2-Trichloro-1,2,2-Trifluoroethane C A X yes no
Tridecanoic Acid B A no yes
Triethanolamine D A 19 X no yes
Triethylenetetramine D A X no yes
Triethyl Phosphate D A 0 no
Triethylphosphite B A
Trimethylbenzene (All Isomers) A A X no no
Trimethylhexamethylenediamine (2,2,4-and 2,4,4-Isomers) D A X no yes
Trimethylolpropane Polyethoxylate D A 0 no
2,2,4-Trimethyl-1,3-Pentanediol-1-Isobutyrate C A X no no
1,3,5-Trioxane D A X no no
Turpentine B A X no no
Undecanoic Acid B A X no no
1-Undecene B A X no no
Undecyl Alcohol B A X no no
Urea Ammonium Mono and Dihydrogen Phosphate/Potassium-
Chloride Solution
D A 0 no
Urea/Ammonium Nitrate Solution D A no
Urea/Ammonium Nitrate Solution (Containing Aqua Ammonia) C A 0
Urea/Ammonium Phosphate Solution D A 0 no
Vegetable Oils, N.O.S D A no
Vinyl Neodecanoate B A X no no
Vinyl Tolune A A X yes no
Waxes D A 0 no
Xylenes C A X no no
Xylenes/Ethylbenzene (10% or more) mixture B A X no no
Xylenol B A X no no
Zinc Alkaryl Dithiophosphate (C7-C16) C A 0 no no
Zinc Alkyl Dithiophosphate (C3-C14) C A 0 no no
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Stripping Test
A. Test Condition
a) Ships Draught at Fwd: 3.00m
Ships Draught at Aft: 5.10m
b) Ships Trim: Tan 2.10
c) Ships Heeling: 0.02
Stripping Test
Test date:
Test Condition
Ships Trip = Tan
-1
________0
Ships Heeling = _________0
Witness of BV Surveyor:
TABLE 2 - CARGO TANK INFORMATION
Tank No. Capacity (m
3
) Stripping Quantity in
Litres (Approximately)
Approved Stripping level
Under Reg. 5A
No.1 COT (P) 3068.8 45.0 0.1m
3
No.1 COT (S) 3069.8 45.0 0.1m
3
No.2 COT (P) 3666.3 45.0 0.1m
3
No.2 COT (S) 3666.3 45.0 0.1m
3
No.3 COT (P) 3670.8 40.5 0.1m
3
No.3 COT (S) 3670.8 40.5 0.1m
3
No.4 COT (P) 3670.8 40.5 0.1m
3
No.4 COT (S) 3670.8 40.5 0.1m
3
No.5 COT (P) 3670.8 42.0 0.1m
3
No.5 COT (S) 3670.8 42.0 0.1m
3
No.6 COT (P) 3370.0 42.0 0.1m
3
No.6 COT (P) 3370.0 42.0 0.1m
3
Slop Tank (P) 441.1 42.0 0.1m
3
Slop Tank (S) 441.1 42.0 0.1m
3
10 20 30 38.1
100
200
300
400
500
600
173.5m3/min
Inlet Jet Penetration Depth (m)
M
in
im
u
m

F
lo
w

R
a
t
e

F
o
r

E
a
c
h

T
a
n
k

I
n
le
t

(
m
3
/
m
in
In
le
t D
ia
m
e
te
r =
6
1
c
m
In
le
t D
ia
m
e
te
r =
4
6
c
m
Inlet D
iam
eter = 30cm
Inlet Diameter = 23cm
Inlet Diameter = 15cm
Minimum Flow Rate
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Apply prewash in accordance with appendix B
and discharge residue to reception facility.
Apply subsequent wash with water quality not
less than that calculated with 'K' = 1.0.
Apply ventilation procedure in accordance
with section 2.5.3
Residue may be retained on board and
discharged outside special area.
Residue of substances with viscosities <60 mPa.s
at the unloading temperature may be retained on
board and discharged outside special area.
Alternatively, tanks may be prewashed and
slops discharged ashore.
Dilute residue in cargo tanks with water to
obtain residue concentration in mixture of
10% or less.
Ballast tank, or wash tank to commercial
requirements.
Condition for discharge of ballast/residue/water
mixtures other than prewash:
>12 miles from land
>7 knots ship's speed
>25 metres water depth
Using underwater discharge.
Ballast added to tank.
Condition for discharge of ballasts:
>12 miles from land
>25 metres water depth
Alternatively, residue/water mixtures may be
discharged ashore (NB - optional not MARPOL
requirement.)
Any water subsequently introduced into the
tank may be discharged into the sea without
restrictions.
Cleaning and disposal procedures
(CDP)
1(a) 1(b) 2 3 4 6 7 8 5(a) 5(b)
Sequence of procedures
X X
X
X
X
X
X X X X X
X
X X X X X X
X X X X X X
X X X X
X
X
X X X X X X X
X X X X X X X X
X
X
X
X
X
X
X X X X
Table A2
Discharge tank and piping to
maximum extent possible
Residue is Cat. A substance CDP1(a) or CDP2
Residue is Cat. B substance Ship inside special area
Yes
Yes
Solidifying or high
visc. substance
CDP1(a) CDP1(b)
or CDP2 or CDP3
CDP1(a) CDP1(b)
or CDP2
CDP1(a) CDP1(b)
or CDP2
Yes
Yes
Ship outside special area Yes
Yes
Residue is Cat. C substance Ship inside special area Yes
Solidifying or high
visc. substance
CDP1(a) CDP1(b)
or CDP2 or CDP6
Yes
Yes
Residue is Cat. D substance
Will residue be treated
as Cat. C substance?
Yes
Discharge into the sea is not
regulated by Annex II
CDP2 or CDP8
Yes
No
No
CDP2 or CDP4
No
No
No
No
Solidifying or high
visc. substance
CDP1(a) CDP1(b)
or CDP2
Yes Ship outside special area Yes
No
No
Solidifying or high
visc. substance
CDP2 or CDP4
No
CDP2 or CDP7
CDP2 or CDP4
No No
Illustration 2.5.1a Cleaning and Disposal Procedures
Table A1
Cleaning of Cargo Tanks and Disposal of Tank Washings/Ballast Containing Residues
of Category A, B, C and D Substances
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.5.1b Pre-Washing Tables
No.1 Tank (Port) 6.5 13.1
No.1 Tank (Starboard) 6.5 13.1
Slop Tank (Port) 3.1 6.2
Slop Tank (Starboard) 3.1 6.2
15.7
15.7
17.4
17.4
17.4
17.4
17.4
17.4
17.4
17.4
16.5
16.5
7.5
7.5
26.1
26.1
29.0
29.0
29.0
29.0
29.0
29.0
29.0
29.0
27.5
27.5
12.5
12.5
31.3
31.3
34.8
34.8
34.8
34.8
34.8
34.8
34.8
34.8
33.1
33.1
14.9
14.9
Tank No.
Table B2 - Required Duration ( in Minutes ) of Prewash (when using one machine per tank)
Scanjet Fixed Programmable Single Nozzle Tank Washing Machine
Use Minimum 8 Bar Washing Pressure
Throughput Pressure Washing Machine 25.0m
3
/h at 8 bar
Use 'Pitch Setting' 27 degrees per revolution
Use Maximum Rotational Speed
Start Washing With Washing Machine Pointing Upwards
No.1 Tank (Port)
No.1 Tank (Starboard)
No.2 Tank (Port)
No.3 Tank (Port)
No.4 Tank (Port)
No.5 Tank (Port)
No.6 Tank (Port)
Slop Tank (Port)
Slop Tank (Starboard)
3069.8
3069.8
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.09
0.09
5.4
5.4
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
5.7
5.7
2.6
2.6
5.2
5.2
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
5.7
5.7
2.6
2.6
6.5
6.5
7.2
7.2
7.2
7.2
7.2
7.2
7.2
7.2
6.9
6.9
3.1
3.1
10.9
10.9
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
11.5
11.5
5.2
5.2
13.1
13.1
14.5
14.5
14.5
14.5
14.5
14.5
14.5
14.5
13.8
13.8
6.3
6.3
2.7
2.7
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
2.9
2.9
1.3
1.3
3666.3
3666.3
3670.8
3670.8
3670.8
3670.8
3670.8
3670.8
3370.0
3370.0
441.1
441.1
Tank No.
V
Capacity (m
3
)
r
Residual
Quantity
1
k = 1.0
Table B1 - With Minimum Quantity of Water (in m3) to be Used During a Prewash
2
k = 1.2
3
k = 2.0
4
k = 2.4
5
k = 0.5
6
k = 1.0
Required Duration ( Minutes)
k = 0.5 k = 1.0 k = 1.2 k = 2.0 k = 2.4
k = a Factor having values as follows:
1. Category A, non-solidifying, low-viscosity substance,
outside special areas k = 1.0
2. Category A, non-solidifying, low-viscosity substance,
inside special areas k = 1.2
3. Category A, solidifying or high-viscosity substance,
outside special areas k = 2.0
4. Category A, solidifying or high-viscosity substance,
inside special areas k = 2.4
5. Category B and C, non-solidifying low-viscosity substance
k = 0.5
6. Category B and C, solidifying or high-viscosity substance
k = 1.0
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Slops must be discharged ashore
Residue of substances with viscosities < 60 mPa.s
at the unloading temperature may be retained on
board and discharged outside special area.
Alternatively, tanks may be prewashed and slops
discharged ashore.
Dilute residue in cargo tanks with water to obtain
residue concentration in mixture of 10% or less.
Discharge rate is maximum permitted by
underwater discharge outlet.
Additional discharge conditions:
- ship's speed at least 7 knots
- outside 12 miles from nearest land
- depth of water at least 25 metres
- using underwater discharge.
Slops disposal procedures
(SDP)
1 2 3 4 5 6
Sequence of procedures
X
X
X
X
X
X
X X
X X X
X X
X X
Table C2
Identify each category of slop
in the tank and from which
tanks the slops originated
Slops contain Cat. A substance SDP 1*
Slops contain Cat. B substance Disposal inside special area
Yes
Yes
Yes Yes
Yes
Yes
Solidifying or high
visc. substance
Yes
Yes
Discharge into the sea is not
regulated by Annex II
Yes
No
No
No
No
No
Solidifying or high
visc. substance
Yes Yes
No
No
Solidifying or high
visc. substance
No
No
Illustration 2.5.1c Disposal of Pre-Wash or Slops
Table C1
Disposal of Prewash or Tank Washings Containing Category A, B, C or D Substances from
Dedicated Slop Tanks Containing Tank Washing or Slops
SDP 1*
SDP 1*
SDP 1*
SDP 1* or 6*
SDP 4
SDP 4
SDP 4
Disposal outside special area
Disposal inside special area
Disposal outside special area
Slops contain Cat. C substance
Slops contain Cat. D substance SDP 4 or 5
Slop resulting from the subsequent washing of tanks which have been prewashed in accordance with
Appendix B may be discharged in accordance with SDP 4, provided they are not mixed with other
slops requiring discharge in accordance with SDP 1, 2, 3 or 6.
*
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.5.2 PRE-WASH WITH WATER
Introduction
Pre-washing with water is one of the means used to comply with MARPOL
Annex II to ensure that noxious liquid substances are discharged without
posing a threat to the marine environment.
To determine if pre-washing is necessary, refer to the table in Section 2.5.1
with the list of approved Annex II substances which the vessel can carry. If the
last cargo in the tank is included in this table then follow the flow diagram and
the procedures laid down in table A1.
Guide to when it is Necessary to Carry Out a Pre-Wash
Category A Substances
All category A substance residues, whether the vessel is inside or outside a
special area must be discharged ashore prior to departure from port.
Note: Special areas are areas as presently defined in MARPOL Annex 11 and
may be subject to change.
Category B Substances
All category B substance residues when within a special area, must be discharged
ashore prior to departure from port with the exception of non-solidifying low
viscosity residues which may be retained onboard and discharged outside the
special area. If outside a special area, all solidifying and high viscosity residues
must be discharged ashore.
Category C Substances
When within a special area, solidifying and high viscosity residues (greater
than 25 millipascals/sec) must be discharged ashore prior to departure from
port however non-solidifying residues with a viscosity of 25 to 60 millipascals/
sec (mPa/s) may be retained for discharge outside the special area. When
outside a special area, the residues which are solidifying or have a viscosity of
over 60mPa/s must be discharged ashore before departure from port.
Pre-Wash
The purpose of pre-washing is not to clean a tank or prepare it for loading or
ballasting, but to reduce the residues in the cargo tank and/or pipelines to the
maximum extent after unloading but prior to mixing with water for discharge
into the sea. This is the principle of Annex II.
The use of sea water or detergents as a pre-wash may cause difficulties for the
reception facilities or for the ultimate destruction/disposal of the waste and so
their use should be discussed with the reception facility before they are used.
The use of other washing media is allowed only when the procedures have been
approved by the administration and inserted in the Procedure and Arrangement
Manual. When pre-washing after carrying a Category A substance, washing
should continue until the concentration of cargo in the wash water is 0.1%
when outside a special area and 0.05% when within a special area. The
discharge should continue until the tank is empty. The measurement of the
concentration should be accepted by a government surveyor who should also
endorse the Cargo Record Book.
Pre-Wash Procedure for Non-Solidifying Substances using the
Open Cycle
a) Tanks should be washed using fixed machines at a minimum
pressure of 8 bar and category A substances should be washed
with machines which cover all of the tank surfaces during the
programmed wash. In the case of Category B and C substances
only one machine need be used.
b) During washing the amount of liquid in the tank should
be minimised by continuously pumping out the slops and
promoting flow to the suction point. If this condition cannot
be met then the washing procedure should be carried out three
times with thorough stripping of the tank between washings.
c) Those substances having a viscosity equal to or greater than 25
mPa/s at 20C should be washed with hot water at a temperature
of at least 60C unless the properties of the substance make the
washing less effective.
d) The quantity of wash water used should be not less than that
specified in table B-1.
e) The cargo drop lines should also be flushed during the pre-
wash.
f) After pre-washing, the tanks and lines should be thoroughly
stripped as detailed in section 1.3.3 and 2.4.1 of this manual.
Pre-Wash Procedure for Solidifying Substances using the
Open Cycle
a) Tanks should be washed as soon as possible after unloading and
preferably heated prior to washing and any residues in manholes
and hatches should be removed if possible, prior to the pre-
wash.
b) Tanks should be washed by means of the fixed programmable
machines operating at a pressure of at least 8 bar using a
program which will wash all of the tank surfaces.
c) During washing the amount of liquid in the tank should
be minimised by continuously pumping out the slops and
promoting flow to the suction point. If this condition cannot
be met then the washing procedure should be carried out three
times with a thorough stripping of the tank between washings.
d) The tanks should be washed with hot water with a temperature
of at least 60C, unless the properties of the substance make the
washing less effective.
e) The quantity of wash water used should be not less than that
specified in table B-1.
f) The cargo drop lines should also be flushed during the pre-
wash.
g) After pre-washing, the tanks and lines should be thoroughly
stripped as in section 1.3.3 and 2.2.6 of this manual.
Pre-Wash Procedure when Recycling the Washing Medium
Washing with a recycled washing medium may be adopted for the purpose of
washing more than one cargo tank.
In determining the quantity of washing medium required due regard must be
given to the expected amount of residues in the tanks, the properties of the
washing medium and whether or not any initial rinse or flushing is employed.
The calculated end concentration of cargo residue in the washing medium
should not exceed 5% based on the nominal stripping quantities specified in
table B-2 in section 2.5.1, unless sufficient data is available to make a better
calculation.
The recycled washing medium should only be used for washing tanks that have
contained the same or a similar substance.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX PI
Key
Sea Water
Fire Water
Fresh Water
No.1 Cargo Oil Tank
(Starboard)
No.1 Cargo Oil Tank
(Port)
No.2 Cargo Oil Tank
(Starboard)
No.2 Cargo Oil Tank
(Port)
No.3 Cargo Oil Tank
(Starboard)
No.3 Cargo Oil Tank
(Port)
No.4 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Starboard)
Deck Store
(Starboard)
No.5 Cargo Oil Tank
(Port)
No.6 Cargo Oil Tank
(Starboard)
No.6 Cargo Oil Tank
(Port)
Slop Tank
(Starboard)
Slop Tank
(Port)
Illustration 2.5.2a Pre-Wash with Water
CO
242
CO254
CO
443
TC314
TC313
TC628
TC625
From Slop Pump
TC642
TC645
CO406
TC648
To Cargo
Control Room
TC641
TC
114
TC
113
TC
514
TC
513
TC312
TC311
TC623
TC624
TC622
TC621
TC640
TC639
TC
112
TC
111
TC
512
TC
511
TC310
TC309
TC619
TC620
TC618
TC617
TC638
TC637
TC
110
TC
109
TC
510
TC
509
TC308
TC307
TC615
TC616
TC614
TC613
TC636
TC635
TC
108
TC
647
TC
107
TC
508
TC
507
TC306
TC305
TC611
TC612
TC610
TC609
TC634
TC633
TC
106
TC
105
TC
506
TC
505
TC304
TC303
TC607
TC608
TC606
TC605
TC632
TC631
TC
104
TC
103
TC
504
TC
503
TC302
TC301
TC603
TC604
TC602
TC601
TC630
TC629
TC
102
TC
101
TC
502
TC
501
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
CO246
TC166 TC116 TC115
TC163 TC117
(100m
3
/h)
TC118
TC
119
TC
120
CO
405
TC624 TC167
Revision: Draft 1
Date: November 2006
IMO No. 9260043
a) A quantity of washing medium sufficient to allow continuous
washing should be added to the tank or tanks to be washed. The
recycling of the washing medium may either be within the tank
to be washed or another tank, for example a slop tank.
b) All tank surfaces should be washed by means of the fixed tank
washing machines at a pressure of at least 8 bar.
c) The washing should be continued until the accumulated
throughput is not less than that corresponding to the relevant
quantities in table B-1.
d) Solidifying substances or substances of a viscosity higher than
25mPa/s at 20C should be washed with water of a temperature
at least 60C when water is used as the washing medium
unless the properties of the substance make the washing less
effective.
e) The cargo drop lines should also be flushed during the pre-
wash.
f) After completing the pre-washing as specified in c) above, the
washing medium should be discharged and the tank thoroughly
stripped. The tank should then be rinsed using clean washing
medium with continuous draining and discharge. The rinse as
a minimum should cover the tank bottom and be sufficient to
flush the pipelines and pumps.
g) After pre-washing the tanks and lines should be thoroughly
stripped as in section 1.3.3 and 2.2.6 of this manual.
The Minimum Quantity of Water to be used in a Pre-Wash
The minimum quantity of water to be used in a pre-wash is determined by
the amount of noxious substance remaining in a cargo tank, the tank size, the
cargo properties, the permitted concentration in any subsequent wash water
effluent and the area of operation. The minimum quantity can be derived from
the following formula:
Q = k((15r
0.8
+5r
0.7)
x( V/1000))
where:
Q = The required minimum quantity in m
3
r = The residual quantity per tank in m
3
see table B-1
The value of r should be the actual value in the stripping
efficiency test but should not be taken as lower than 0.1m
3

for a tank of volume 500m
3
and above and not lower than
0.04m
3
for a tank of less than 100m
3
. For tank sizes between
100m
3
and 500m
3
the minimum value of r is found by linear
interpolation.
V = Tank volume in m
3
k = A factor having the following values:
k= 1.0 Category A substance non-solidifying, low viscosity
outside a Special Area
k= 1.2 Category A substance non-solidifying, low viscosity
within a Special Area
k= 2.0 Category A substance solidifying, high viscosity outside
a Special Area
k= 2.4 Category A substance solidifying, high viscosity within
a Special Area
k= 0.5 Category B/C non-solidifying, low viscosity substance
k= 1.0 Category B/C solidifying or a high viscosity substance
Case example of a pre-wash relates to section 2.4.4
The category A substance was carried in No.3 and No.4 COTs. Characteristics
special area.
The category B substance was carried in No.2 and No.6 COTs. Characteristics
special area.
Refer to table A-1 and A-2 in section 2.5.1, Chemical Tables, for the cleaning
requirements.
Refer to table B-1 and B-2 in section 2.5.1 Chemical Tables for the minimum
washing time and the quantity of water to be used.
In this instance for the Category A substance a pre-wash with water as the
medium is required. The minimum water quantity is 7.2m
3
per tank and a
washing time of 17.4 minutes for No.3 COTs, and 17 minutes for each of No.6
COTs.
The category B substance in this occasion is suitable for pre-wash by ventilation
and will be detailed in section 2.5.3, the same substance is also suitable for pre-
wash with water. The method to be used will depend on port requirements and
the subsequent intended usage of the tanks
Procedure to Pre-Wash No.4 COT
The intention is to carry out a pre-wash non-recycling, supplying fresh
water via the starboard slop tank pump to the fixed tank washing machines
discharging the slops directly ashore via the No.4 port manifold.
a) Ensure the cargo tanks to be washed are inert and that the
oxygen content is less than 8%.
b) All valves must be checked and confirmed closed prior to start
up.
c) The elbow piece between the slop tank pump discharge line and
the tank cleaning main at TC120 should be inserted.
d) Line up the starboard slop tank pump for washing on open cycle
with the return washings being transferred ashore using the
cargo tank deepwell pump.
Open Starboard slop tank valve to tank cleaning
main
CO162, CO405
Open Tank cleaning main double shut off valves TC118, TC139
Open No.4 COT port and starboard washing
machine valves
TC107, TC112
TC613, TC614
TC615, TC616
e) Line up the deepwell pumps on No.4 wing tanks to discharge
the tank drainings to No.4 port manifold.
CO131
Open No.4 tank manual crossover block valves CO426, CO432
f) Start up the starboard slop tank pump and open the pump
discharge valve CO242. Increase the pump speed until a
minimum pressure of 8 bar is achieved on the tank cleaning
main.
g) Start up the deepwell pumps on the No.4 wing tanks.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
h) Wash the tank for the required minimum cycle time and flush
the cargo drop lines during the wash.
i) On completion of washing, shut off the tank cleaning machines
and stop the starboard slop tank pump.
Close Starboard slop tank valve to tank cleaning
main
CO162, CO405
Close Tank cleaning main line block valves TC119, TC120
Close Tank cleaning main double shut off valves TC118, TC139
Close No.4 COT port and starboard washing
machine valves
TC107, TC112
TC613, TC614
TC615, TC616
j) Stop the cargo pump on completion of draining as previously
described and close the cargo discharge valve fully.
Close No.4 cargo pump discharge valves CO204, CO209
Stripping of Tanks and Pump Column
a) Purge the cargo deck line and minimise the cargo deck line
pressure for stripping of the cargo pump. Set the stripping line
to No.4 port manifold.
b) Start up the cargo pump locally and increase the hydraulic
pressure to between 100 bar and 120 bar.
c) Open the stripping discharge valve on No.4 cargo pump.
Open No.4 cargo pump stripping discharge valves CO207, CO212
d) Connect the air/inert gas supply line to the pump side of the
main cargo tank discharge valve and fill with air/inert gas to a
pressure of around 2.0 bar and 4.0 bar.
e) Continue stripping until the pipestack is emptied. This can
be recognised by frequent speed variations on the pump. The
stripping efficiency can be improved by closing the air/inert gas
supply during high speed periods. It may be necessary to repeat
the stripping process a few times with each pump in order to
completely strip out the suction well.
f) On completion of stripping close the stripping discharge valve,
shut off the air/inert gas supply and stop the cargo pump.
g) It is now necessary to strip and purge the cargo line ashore.
Purging of Cargo Lines (Section 1.3.3 and 2.2.6)
Stage 1
The intention is to purge the line from the cargo pump crossover purge
connection up to the manifold crossover line then out through the manifold
valve to shore.
a) On completion of stripping the tank all of the valves including
the manifold valve for the tank are to be closed.
b) Connect the air/inert gas hose to the cargo line purge
connection.
c) Open the port manifold valve and line block valve.
d) Open the air/inert gas connection and purge the line to shore.
Open No.4 manifold valve CO326
Open No.4 cargo line block valve CO131. CO132
CO419
Open No.4 tank manual crossover block valves CO426, CO432
Closed No.4 tanks drop valves CO205, CO210
Closed No.4 tanks cargo pump discharge valves CO204, CO209
e) Repeat the purge several times then close all of the valves.
Stage 2
The intention is to now purge the line from the manifold valve connected to
the shore line across to the opposite manifold, down the drain connection and
round the drain line back to the outboard side of the manifold valve connected
to the shore line.
a) Connect the nitrogen hose to the purge connection at No.4
on top of the manifold connected to the shore inboard of the
manifold valve.
b) Open the drain line connection valve outboard of the port and
inboard of the starboard manifold valves, also the drain line
block valve adjacent to port manifold valve.
c) Open the drain line valve inboard of the starboard manifold
valve, this valves allows the purge to enter the drain line.
d) Open the nitrogen connection and purge the line to shore.
Open No.4 crossover line block valve CO419
Open Drain line connections at No.4 manifold
valve inboard of the starboard valve and
outboard of the port manifold valve
CO322, CO329
Open Drain line block valve at No.4 port
manifold
CO331
e) It may be necessary to carry out the purge several times by
Stage 3
The intention now is to purge back from the manifold down the cargo line
towards the cargo pump crossover line. The drain line connection from the
cargo pump crossover is opened and the drain line is now purged to the
outboard side of the manifold attached to the shore line.
a) Connect the air inert gas hose to the purge connection CO327
for No.4 on top of the manifold connected to the shore inboard
of the valve.
b) Open the drain line connection outboard of port manifold valve
and drain line block valve adjacent to manifold valve.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
c) Open the cargo line block valve to the manifold crossover.
d) Open the valves on the drain line leading from No.4 COT pump
crossover line back to outboard of the manifold, these valves
allow the purge to enter the drain line.
e) Open the air/inert gas connection and purge the line to shore.
Open Drain line connection at No.4 outboard of
port manifold valve
CO329
Open Drain line block valve at No.6 port
manifold
CO331
CO131
Open No.4 COT valves on stripping line to
manifold
CO135, CO136
f) It may be necessary to carry out the purge several times by
On completion of the pre-wash the attending government surveyor should
endorse the Cargo Record Book to confirm that the pre-wash has been carried
out in a satisfactory manner as required by Annex II.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.5.3a Pre-Wash by Ventilation
WARNING
when shutting the gas freeing lids to avoid inhalation.
Key
Inert Gas in the Two Step
followed by Air during the Single Step
Displaced Vapour
PV Valve
Gas Freeing Valve
1
2
3
4
1 1
2
2
Purging of Cargo Tanks
Single Step, Dilution
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Inert Gas
Crossover
Connection
Inert
Main
3 3
4 4
1 1
2
Two Step, Piston/Dilution
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Inert Gas
Crossover
Connection
Inert
Main
3 3
4 4
2
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.5.3 PRE-WASH BY VENTILATION
Introduction
Any substance of Class A, B, C or D which has a vapour pressure equal to or
greater than 5 x 10
3
at 20C may be suitable for pre-wash by the ventilation
procedure. Table 1 in section 2.5.1 indicates whether a substance is suitable
for pre-wash by ventilation but it does not take into account the toxicity of the
substance. The toxicity of the substance must therefore be carefully assessed
with regard to the means of disposing of the vapour.
Any water subsequently added to a tank after cleaning with this procedure
may be regarded as clean and is not subject to any discharge restrictions under
Annex II.
Pre-Wash by Ventilation Procedure
Before residues of noxious liquid substances are ventilated from a tank the
safety hazards relating to cargo flammability and toxicity must be considered.
With regard to safety aspects, the operational requirements for venting of cargo
tanks as mentioned in the International Bulk Chemical Code and the ventilation
procedures in the ICS Tanker Safety Guide (Chemicals) should be consulted.
Port Authorities may also have regulations on cargo tank venting.
a) Pipelines should drained and cleared of all cargo residue by
ventilation.
b) The list and trim should be adjusted to the minimum levels
possible so that evaporation of residues is enhanced.
c) Ventilation equipment which can produce a jet of air to reach the
tank bottom is to be used. Table D-1 in section 2.5.1 can be used
to evaluate the suitability of equipment for ventilating a tank to
a given depth.
d) Ventilation equipment should be used to direct the air jet as
close as possible to the cargo pump sump or suction point in
such a manner as to avoid tank structure impeding the air jet.
e) Ventilation is to continue until no visible remains of the liquid
can be observed in the tank. This is to be verified by a visual
examination or an equivalent method.
f) Venting is to take place through the vessels approved gas
freeing outlets with an exit velocity sufficient to carry the
vapours clear of the deck. No escape of cargo vapours should
take place at deck level until the concentration within the tank
is below 30% LFL and the TLV of the substance.
Case Example of a Pre-Wash Relates to Section 2.4.4
The category B substance was carried in No.2 and No.6 COTs. Characteristics
Special Area.
Refer to table A-1 and A-2 in section 2.5.1 Chemical Tables for cleaning
requirements.
Refer to the list of chemicals in section 2.5.1, the chemical data sheets for the
substance being carried and Chapter 17 of the IBC code to verify the safety
hazards, toxicity level and suitability for pre-wash by ventilation.
The category B substance in this occasion is suitable for pre-wash by
ventilation and is also suitable for pre-wash with water. The method to be used
will depend on port requirements and subsequent intended usage of the tanks.
In this instance pre-wash by ventilation will be used.
The intention is to initially purge No.6 cargo tanks with an inert gas until
the hydrocarbon concentration is below 2%. At this point air from the inert
gas system will be used to purge and gas free the tank after which a visual
inspection can be made from the tank top to ensure that no liquid residue
remains.
a) Check that all cargo valves are closed and the vessel is upright
with minimum trim.
b) Close the spectacle piece connecting No.6 COT to the IG main.
Close the spectacle pieces connecting the vapour recovery line
to the PV valves for No.6 COTs.
c) Open the valves connecting the IG system to the cargo system
and No.6 COT and insert the two spool pieces and one elbow.
Open No.6 COT starboard loading valve CO232
Open No.6 COT IG isolating valves IG119, IG120
Open IG valve to cargo system CO407, BA133
IG130, IG165
Open Cargo line valves from manifold crossover
valves to No.6 COT starboard
CO377, CO517
CO151, CO434
Open IG deck isolating valve IG105
d) Set up the Inert Gas system to supply IG. When the engine
room confirm that the IG is ready for use, press the DELIVERY
START button in the CCR and IG will commence to flow to No.6
COTs. The intention is to purge the tanks by the piston/dilution
method.
e) Depending on the toxicity of the class B substance in No.6 COT,
the vapour can be vented either via the gas freeing lid in No.6
COT port or via the Hi-Jet which can expel the vapour at 30m/
sec. Carefully monitor the pressure of the IG main.
f) When the hydrocarbon content of the vapour leaving No.6 COT
port is below 2% STOP the supply of IG to the tank and close
the tank vapour outlet. Close No.6 starboard COT loading drop
valve CO232.
g) Set up the IG system ready for use in the AIR mode.
h) Open the loading drop valves and the gas freeing lids on the PV
valves for No.6 COTs.
Open No.6 COT loading drop valves CO227, CO232
i) When the engine room confirm that the IG is ready for use,
press the DELIVERY START button in the CCR and air will
commence to flow to both of No.5 COTs. The air jet is being
directed straight to the cargo pump sump.
j) Depending on the toxicity/TLV of the class B substance vapour
remaining in No.6 COTs, the vapour can be vented either via the
gas freeing lid in both of No.6 COT or via the Hi-Jet which can
expel the vapour at 30m/sec. Carefully monitor the pressure of
the IG main.
k) When the TLV measurements are at a safe level and the tank
vapour is less than 30% LFL a visual inspection may be made
from the top of the cargo tank. To stop the air supply press the
DELIVERY STOP button on the IG panel in the CCR.
l) Complete the cargo record book with the appropriate information
and request the government surveyor to endorse the book.
In this example the normal inert gas system has been used for the initial purging
of the cargo tanks then followed with air, equally well nitrogen could be used if
available for purging followed by portable gas freeing fans. Which system or
medium is used will depend on the substance discharged and the substance to
be loaded next in the COT and the availability of the medium.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.5.4 WATER WASH (HOT AND COLD)
Tank Washing
The methods of washing in this section are primarily for use in bulk cleaning
between cargoes and or grades but are similar to those which can be used for
pre-washing on completion of discharge. The methods apply equally well to
all general types of cargo which may be carried with the exception of some
chemical substances which are water reactive.
In Coated Tanks - Temperature Restrictions
In ships with coated tanks, the temperature and pressure of washing water
should not normally exceed 66C and 10.5kg/cm
2
respectively. However, these
may be increased subject to the following criteria:
1 Agreement from the coating manufacturer that excessive heat
and/or pressure will not damage the coating.
2 Agreement from the tank cleaning equipment manufacturer
that excessive heat or pressure will not cause damage to the
machines.
The temperature of the washing water should always be at least 15C above the
pour point of the previous cargo.
In coated tanks of white product carriers washing with cold water is adequate
for quality purposes, except where more stringent cleaning is required after
the carriage of lubricating oils and diesel oils. The occasional use of hot water
may be necessary to degrease tank structures, expedite gas freeing for entry or
where a gas-free condition is required for a major change of grade.
After Black Oil Cargoes
These products range from gas oils to heavy fuel oils and the degree of
cleaning necessary will vary considerably with the grade to be loaded and
the grades previously carried. Products within this group are persistent oils
and residues must be handled in accordance with MARPOL 73/78. With the
exception of the slop tank, cargo tanks are cleaned on normal ballast passages
to a standard suitable for any of the products within the ships usual trading
pattern. Specific instructions will be contained in the company SMS and
charterers Instructions.
Unless the ship has carried a cargo of crude oil or other low flash point cargo
previously, gas freeing should not be necessary. Operation of the inert gas
system should be in accordance with 2.2 of this manual. If the ship is back
loading at the discharge port, it may be necessary to clean tanks to a shore
facility, or retain the residues on board. If washing with some cargo remaining,
care should be taken to ensure that segregation is not compromised.
Heavy fuel oils leave residues on tank bottoms and structure at low temperatures
and these can cause serious contamination of the lighter fuels and gas oils.
Portable tank washing machines can be used to supplement fixed machines to
ensure effective coverage of all tank structures. Washing must be continued
until the required degree of cleanliness is achieved. The bottom portion of the
tank will require particular attention, especially after carrying heavy or waxy
fuel oils and at low temperatures.
Hot water should always be used when the nature of the cargo warrants it or
when a special degree of cleaning is required. The temperature of any residues
should be 15C above the pour point in order to achieve effective removal by
tank washing.
Scale formation is not usually heavy in ships with coated tanks which are
employed solely on black products trading, but where present it may be mixed
with waxy deposits from fuel oils, which can make it difficult to clean to the
standard for gas oils and light fuel oils etc.
The amount of washing required to change from a black oil cargo to clean oil
cargo will, in many circumstances, be trial and error.
Generally, about 4 hours per tank will be required, using both fixed and/or
portable machines. It is particularly important to ensure that blind areas under
structures are adequately washed, and therefore portable machines must be
used. Fixed machines on product carriers, whilst suitable for oil cargoes with
very little or no residues, may not be sufficiently effective on their own after
black oil cargoes.
The drop-levels should be calculated such that all parts of the structure are
washed either directly or by splashing.
After the initial washing, the tank should be gas-freed and inspected to check
on the effectiveness of the washing. It may be necessary to wing-out the
portable machines by tying them off on a tank structure to get better coverage
of the underside of structures. The tank is then re-inerted and re-washed using
the portable machines that have been winged-out.
CAUTION
Ships staff should be aware that suspended machines are likely to suffer
severe damage if allowed to swing inside the tank when the vessel is
rolling. This is particularly important when the machine is near the tank
bottom, and the pendulum effect is at its maximum.
After Clean Oil Cargoes
Products Range
These products range from very light volatile oils like naphtha, to gas oils and
lubricating oils that are less volatile but can be greasy.
Basic Tank Washing Requirements
When tank washing, a good stern trim and efficient use of equipment are
important. Provided that a tank is properly drained before washing begins,
one full cycle with the fixed machines is normally sufficient to achieve a
satisfactory standard of cleanliness. The ships tank cleaning manual will
specify washing patterns.
Water Washing in Coated Tanks
In coated tanks, cold water washing is sufficiently effective to clean for quality
purposes for all grades, except after the carriage of the heavier lubricating oils.
Cold water should therefore be used unless there are special circumstances that
require hot water washing.
Hot Water Washing in Coated Tanks
The use of hot water expedites tank cleaning after the discharge. It removes
greasy films more quickly by raising the temperature of the tanks atmosphere.
Hot washing should be used when:
Cleaning for dry-docking or repairs
A special degree of cleanliness is required
Incompatibility of Grades
When tank washing, the incompatibility of certain grades to one another will
involve the washing-out of all residual and adhering oil. Inert gas must also be
operated to reduce oxygen and hydrocarbon gases levels in accordance with
2.2 of this manual. Any slops generated should be disposed of in accordance
with MARPOL 73/78.
Over-Washing
Although it is important to remove all traces of the last cargo it is equally
important to avoid excessive tank washing as this will eventually lead to
expensive renewal of tank coatings. Providing that the coatings are in a good
condition, adhesion of most types of clean oil is minimal and this reduces the
amount of washing required.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
After Chemical Cargoes
Product Range
The product range which may be carried are those suitable for carriage in a
Class 3 Chemical tanker and are listed in section 2.5.1. Cleaning between
grades can be specialised but generally washing with either or both sea water
and fresh water will allow tanks to be prepared to the correct standard.
Padding
This can be either in vapour form or as a liquid. Where nitrogen is used for
padding to separate the cargo substance from oxygen or moisture the cargo
lines in addition to the cargo tanks should also be filled with nitrogen before
loading is carried out. Water on occasions will be used for padding, here the
water is loaded to the tank prior to loading the substance. When loading the
cargo this should be loaded down the cargo pump discharge column and at
slow speed to ensure a good layering effect is achieved with the PAD. Once
sufficient cargo has been loaded to the tank the loading rate can be increased.
Residues Following Cargo Discharge
With spirit cargoes, little residue is left on tank sides and structures. With gas
oils and lubricating oils a greasy film will remain. With all oils, there is also
a small amount of liquid left below the effective level of the strum. Difficulty
should not be experienced in cleaning tanks after either spirit or greasy cargoes.
Bottom washing and stripping should be continued until all oil residues are
removed.
Scale Deposits
All clean-oil ships have coated cargo tanks and scale deposits will be minimal.
Any accumulations of scale should be removed frequently, and excessive paint
break down leading to build up of scale must be reported to the company.
Hot washing will normally be carried out using the closed cycle method with
the cargo oil tanks inerted. During the washing, the IG system should be on
standby in case the heater trips and cool water is sprayed into the tanks causing
a loss of IG pressure.
The methods of washing in this section are primarily for use in bulk cleaning
between cargoes and or grades.
Procedure for Cold Water Washing
The slop tanks can be filled to the required level with ballast sea water prior to
washing (see Hot Water Washing procedure), or fresh water if required. In this
case example No.4 port and starboard initially will be water washed using the
starboard slop tank pump and discharging back into the port slop tank.
All valves shall be checked shut prior to start up.
a) Ensure the cargo tanks to be washed are inert and that the
oxygen content is less than 8%.
b) Drain any remaining pre-wash liquid from the tank cleaning
main to the cargo tanks by opening all the tank cleaning
machines on the system, and allow the line to drain down into
the tanks. Close ALL tank cleaning valves on completion.
c) The elbow piece between the slop tank system and the tank
cleaning main should be inserted. And the spectacle pieces
blanking the tank cleaning heater should be verified as closed.
d) Line up the starboard slop tank pump for washing on open cycle
with the return washings being transferred to the port slop tank
using the cargo tank deepwell pump.
Open Starboard slop tank valves to the tank
cleaning main
CO162, CO405
Open Tank cleaning main block valves TC119, TC120
Open No.4 COT tank washing machine valves TC107, TC108
TC613, TC614
TC615, TC616
e) Line up the deepwell pumps on No.4 wing tanks to discharge
the tank drainings into the port slop tank.
Open No.4 manifold blind flange valve CO204
Open Slop line manifold blind flange valve CO209
Open Slop line block valves CO077, CO084
Open Port slop tank pump drop valve CO033
f) Start up the starboard slop tank pump and open the pump
discharge valve CO242 slowly bringing the pressure in the TC
main up a minimum of 8 bar.
g) Start up the deepwell pumps on No.4 wing tanks.
Open No.4 COT crossover line block valves CO426, CO432
Open No.4 COT line block valve CO131
Open No.4 COT line crossover valves to slop
tank line
CO133, CO134
Open Slop tank line block valves CO527, CO161
Open Port slop tank loading drop valve CO238
h) Wash the tank for the required minimum cycle time. The actual
required duration will be found with experience.
Monitor the slop tank ullage and total quantities carefully to ensure that there
is no risk of overflow.
i) Open the balance line between the slop tanks.
Open Slop tank balance line valve CO255
The above method of water washing is known as Open Cycle washing.
Continue to wash by this method until the slop tanks are around the 50% level,
then, if required, change over to washing on a closed cycle with the starboard
slop tank deepwell pump driving the tank washing machines recirculating to
the port slop tank.
j) On completion of washing stop the starboard slop tank pump,
shut off the tank cleaning machines and strip No.4 COTs dry.
On completion of stripping stop No.4 COT deepwell pumps.
k) Stripping of the lines should be carried out to remove any
remaining water, blowing the lines to the port slop tank. On
completion close all valves.
l) Enter details of the washing in the cargo record book.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX PI
Key
Sea Water
Fire Water
No.1 Cargo Oil Tank
(Starboard)
No.1 Cargo Oil Tank
(Port)
No.2 Cargo Oil Tank
(Starboard)
No.2 Cargo Oil Tank
(Port)
No.3 Cargo Oil Tank
(Starboard)
No.3 Cargo Oil Tank
(Port)
No.4 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Starboard)
Deck Store
(Starboard)
No.5 Cargo Oil Tank
(Port)
No.6 Cargo Oil Tank
(Starboard)
No.6 Cargo Oil Tank
(Port)
Slop Tank
(Starboard)
Slop Tank
(Port)
Illustration 2.5.4a Hot Wash with Sea Water
CO
242
CO254
CO
443
TC314
TC313
TC628
TC625
From Slop Pump
TC642
TC645
CO406
TC648
To Cargo
Control Room
TC641
TC
114
TC
113
TC
514
TC
513
TC312
TC311
TC623
TC624
TC622
TC621
TC640
TC639
TC
112
TC
111
TC
512
TC
511
TC310
TC309
TC619
TC620
TC618
TC617
TC638
TC637
TC
110
TC
109
TC
510
TC
509
TC308
TC307
TC615
TC616
TC614
TC613
TC636
TC635
TC
108
TC
647
TC
107
TC
508
TC
507
TC306
TC305
TC611
TC612
TC610
TC609
TC634
TC633
TC
106
TC
105
TC
506
TC
505
TC304
TC303
TC607
TC608
TC606
TC605
TC632
TC631
TC
104
TC
103
TC
504
TC
503
TC302
TC301
TC603
TC604
TC602
TC601
TC630
TC629
TC
102
TC
101
TC
502
TC
501
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
CO246
TC166 TC116 TC115
TC163 TC117
(100m
3
/h)
TC118
TC
119
TC
120
CO
405
TC624 TC167
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Hot Water Washing
The vessel is provided with a tank cleaning heater of capacity 100m
3
/h capable
of raising the temperature of the wash water from 20C through to 70C.
Each of the cargo tanks is provided with a set of heating coils within the tanks
to raise the temperature of the tank contents from 44C to 66C in 96 hours.
The slop tanks are provided with a set of heating coils within the tanks to raise
the water temperature from 33C to 66C in 24 hours.
Hot Washing Procedure
The following method of water wash is entitled Closed Cycle, and is considered
to be the most manageable and controlled method of tank washing.
Case example for washing No.4 wing tanks. Ensure that the cargo deck lines
are drained prior to start up.
a) Ensure the cargo tanks to be washed are inert and oxygen
content is less than 8%.
main to the cargo tanks by opening all the tank cleaning
machines on the system, and allow the line to drain down into
the tanks. Close ALL tank cleaning valves on completion.
c) Fill the slop tanks to 50% level with clean sea water using the
ballast pump.
Insert Spool pieces between ballast connection
valve to cargo line system
Open Cargo system main crossover valve to ballast
system
CO407
Open Port ballast overboard valve BA104
Open Port ballast pump sea valve BA101
Open Port ballast pump discharge valve (NRV) BA103
Open Cargo line crossover valves to slop tank
line
CO133, CO134
Open Slop tank line block valves CO527, CO161
CO443
Open Slop tank loading drop valves CO238, CO243
d) Start up the port ballast pump, when suction and pressure have
been established, shut the overboard valve BA104 and open the
ballast crossover valve to the cargo line, BA133.
e) When the slop tanks have reached the required level, stop the
ballast pump and shut down the following valves on the ballast
system:
Remove Spool pieces between ballast connection
valve to cargo line system
Close Port ballast pump sea valve BA101
Close Port ballast pump discharge valve (NRV) BA103
Close Cargo line crossover valves to slop tank
line
CO133, CO134
Close Slop tank line block valves CO527, CO161
CO443
Close Slop tank loading drop valves CO238, CO243
f) Swing the blanks to the OPEN position on the tank cleaning
heater, in way of valves TC115 and TC118.
g) Ensure the elbow piece is swung and the spool piece between
valves TC120 and CO405 is in position to connect the slop tank
discharge line to the tank cleaning main.
h) Open the steam supply and return to the slop tank heating coils.
If the sea water temperature is less than 20C do not commence
washing until the sea water within the slop tanks has reached
this temperature.
i) Open the tank cleaning heater isolating, inlet and outlet valves.
j) Open the steam supply and return valves on the tank cleaning
heater.
k) Line up the starboard slop tank deepwell pump for closed cycle
washing.
Open Line valves from the slop tank to the tank
cleaning main
TC120, CO162
CO405
Open Tank cleaning heater block valves TC115, TC118
Open Tank cleaning heater inlet and outlet valves TC116, TC117
Open Tank cleaning machine valves to No.4
COTs
TC107, TC108
TC613, TC614
TC615, TC616
Open Slop tank balance line valve CO255
l) Start up the starboard slop tank pump and discharge to the tank
cleaning main. Slowly increase pressure to a minimum of 8
bar.
Open Starboard slop tank discharge valve CO242
m) Line up No.4 COT deepwell pumps for transferring the tank
drainings to the port slop tank.
Open No.4 cargo line crossover valves to slop
line
CO133, CO134
Open No.4 COT pump crossover block valves CO426, CO432
n) Start up the deepwell pumps on No.4 wing tanks.

o) Wash the tank for the required minimum cycle time. The actual
required duration will be found with experience.
Monitor the slop tank ullage and total quantities carefully to ensure that there
is no risk of overflow.
p) On completion of washing shut off the tank cleaning machines,
stop the starboard slop pump and strip the tanks dry. Shut down
No.4 wing tank deepwell pumps and all valves on the system.
Further tanks could be washed if required, in any case all lines used will require
to be drained and purged. The cargo tanks with water residues will require
the water to be removed for water critical grades. This can be achieved using
the methods employed in section 2.5.3 by ventilating with either the inert gas
system, portable fans or a combination of both.
Note: All control of pumps and ballast operations is carried out via the cargo
console and mimic screens, with all remote hydraulic valves being operated
with the trackball and reference button console in the CCR. Indications of
all valves and their status are displayed on the cargo control console and the
mimic screens.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Illustration 2.5.5a Discharge of Slop Water at Sea
Booster
Pump
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
300
40 125
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Key
Ballast
Water Discharged
Fresh Water
Air
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.5.5 DISPOSAL OF SLOPS
Discharge to Reception Facilities
The methods of disposal in port are already well documented and relate mainly
to disposal by pre-wash either by ventilation or water. However if a cargo
containing Category B or C substance for which a pre-wash is not required
cannot be unloaded and stripped in accordance with the regulations then
excessive residues may be remaining in the tank. In such cases the government
surveyor should be consulted to determine the need for a pre-wash and disposal
of the residues.
Discharge at Sea
Introduction
No discharges into the sea of noxious substances may take place within the
Antarctic Area (sea area south of latitude 60S).
If any cargo residue, pre-washing water, other washing water, dirty ballast or
clean ballast for which different discharge requirements apply are mixed in
any way then the most strict of the discharge requirements should apply to the
complete volume of the liquid.
Where a cargo tank has been washed to commercial requirements to accept
loading of a different cargo, ballast water carried in this tank will normally be
classed as clean and may be discharged into the sea without any restrictions
imposed by Annex II.
Table C-1 and C-2 in section 2.5.1 provide a flow chart and disposal advice
relating to Annex II substances.
An underwater overboard valve on the port side is provided for disposal of the
Annex II slops, a high overboard valve and ODME are provided for discharge
of substances not relating to Annex II but which the vessel is certified to carry.
All discharges are to take place in accordance with MARPOL 73/78 and the
relevant Annex.
Annex 11 Substances
Category A within and outside a Special Area
Any water added to a cargo tank after it has been pre-washed for the required
time and with the minimum quantity of water then emptied as specified in table
B section 2.5.1. may be discharged into the sea through the underwater outlet
without pumping rate limitations when the vessel is proceeding at 7 knots or
more, is at least 12 miles off land and is in water depth of 25 metres or more.
Category B within a Special Area
When a required pre-wash has been carried out any water subsequently added
to the tank may be discharged into the sea through the underwater outlet at a
maximum pumping rate of 314m
3
/h when the vessel is proceeding at 7 knots or
more, is at least 12 miles off land and is in water depth of 25 metres or more
The flow rate is to be monitored and can be read directly in the CCR via the
ODME LED screen.
If a tank which has been satisfactorily pre-washed is then additionally washed
with a quantity of clean water not less than that calculated for a pre-wash with
K=1 (see table B-1 section 2.5.1) then any water subsequently added to the
tank may be discharged into the sea without regard to the discharge rate, ships
speed or discharge outlet position providing the ship is not less then 12 miles
off the land and in water of depth at least 25 metres.
Note: The water used during the additional washing should be discharged
into the sea through the underwater outlet at a maximum pumping rate of
277m
3
/h when the vessel is proceeding at 7 knots or more, is at least 12 miles
off land and is in water depth of 25 metres or more. The flow rate is to be
monitored and can be read directly in the CCR via the ODME LED screen.
Category B outside a Special Area
Cargo residues and any washing or ballast water from a tank unloaded and
stripped in accordance with the Annex II regulations, after carriage of a low
viscosity, non-solidifying substance including residues retained onboard after
such unloading within a Special area, may be discharged to the sea through the
underwater outlet at a maximum pumping rate of 277m
3
/h when the vessel is
proceeding at 7 knots or more, is at least 12 miles off land and is in water depth
of 25 metres or more. The flow rate is to be monitored and can be read directly
in the CCR via the ODME LED screen.
Wash water and or ballast from a tank pre-washed in accordance with table B in
section 2.5.1 after the carriage of a high viscosity or solidifying substance may
be discharged to the sea through the underwater outlet at a maximum pumping
rate of 277m
3
/h when the vessel is proceeding at 7 knots or more, is at least 12
miles off land and is in water depth of 25 metres or more. The flow rate is to be
monitored and can be read directly in the CCR via the ODME LED screen.
Category C within and outside a Special Area
Cargo residues and any washing or ballast water from a tank unloaded and
stripped in accordance with the Annex II regulations, after carriage of a high
viscosity substance due to being unloaded in a Special Area (viscosity between
25 and 60mPa/sec at the unloading temperature) or any subsequent tank
washing/ballast may be discharged to the sea through the underwater outlet
at a maximum pumping rate of 277m
3
/h when the vessel is proceeding at 7
knots or more, is at least 12 miles off land and is in water depth of 25 metres
or more. The flow rate is to be monitored and can be read directly in the CCR
via the ODME LED screen.
Category D within and outside a Special Area
Cargo residues may be discharged into the sea provided they are diluted to give
a concentration of one part substance to ten parts water, the ship is travelling
at a minimum speed of 7 knots and is at a distance of at least 12 miles off the
land.
To ensure the required dilution is maintained during discharge the following
procedure is recommended after unloading and stripping.
Flush the cargo lines with water into the tank via the tank drop
line for a period of five minutes
Wash the tank for a period of ten minutes using the fixed tank
cleaning machine allowing the wash water to accumulate in the
tank.
Discharge the washing water mixed with the cargo residue
while continuing to wash the tank with the fixed machine until
a satisfactory standard of cleanliness is achieved.
Finally drain the tank and lines completely.
When cargo residues have been discharged in a diluted form as described
above, any water subsequently introduced to the tank may be regarded as clean
and may be discharged into the sea not subject to any further requirements of
Annex II.
Alternatively Category D substance residues from a tank unloaded and stripped
as per Annex II requirements may be discharged into the sea in compliance
with the Category C substance residues.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Procedure to Dispose of Category D Residues
Case example is the disposal of Category D residues from No.1 cargo tank
unloaded and stripped as per Annex II requirements at the discharge port. The
same procedure would be required for No.5 cargo tanks
All valves shall be checked shut prior to start up.
a) Ensure the cargo tanks to be washed are inert and the oxygen
content is less than 8%.
main to the slop tanks by opening the tank cleaning machines
on the tanks, the fluid should be fresh water or sea water. Close
ALL tank cleaning valves on completion.
c) The elbow piece between the slop tank line to the tank washing
system and the tank cleaning main should be inserted.
d) Line up the starboard ballast pump to discharge to the cargo line
system.
Open Port ballast pump sea suction valve BA101
Open Port ballast pump discharge valve (NRV) BA103
Open Insert spool piece between valves BA133
and CO407
Open Ballast line connecting valve to cargo line BA133
Open Cargo line connecting valves to ballast main CO211, CO086
Open No.1 manifold crossover valves CO287, CO512
Open No.1 COT drop valves CO172, CO177
Open No.1 cargo pump crossover block valves CO423, CO429
e) Start the port ballast pump and flush the cargo lines into No.1
COT for five minutes.
f) Line up the starboard slop tank pump for washing on open cycle
discharging to the fixed tank washing machines in No.1 COT.
Open Slop tank line valves to TC main CO162, CO405
Open TC main block valves TC119, TC120
Open No.1 wing tank cleaning machine valves
having set the machines pointing upwards
TC101, TC102
TC601, TC602
TC603, TC604
g) Start the starboard slop tank pump, open the pump discharge
valve and slowly increase the pressure on the tank cleaning
main to at least 8 bar. Wash the tank for ten minutes allowing
the drainings to accumulate and provide the required dilution.
Stop the port ballast pump and close the valves between the
systems.
Close Ballast line connecting valve to cargo line CO133
Close Cargo line connecting valves to ballast
main
CO407
Remove Spool piece between valves BA133 and
CO407
Close Cargo crossover valves to No.1 cargo lines CO287, CO512
h) Line up the deepwell pumps on No.1 COTs to discharge the tank
drainings overboard via the chemical low discharge on the port
side.
Open No.1 line crossover valves to slop line CO103, CO104
Open Slop line block valves CO527, CO161
Open Swing spectacle piece to the open position
between valves CO251 and CO253
Open Slop line crossover to overboard lines CO247
Open Inner and outer low overboard valves CO251, CO253
Close No.1 COT loading drop valves CO172, CO177
i) Start up the deepwell pumps on No.1 COT, continue washing the
tanks until a satisfactory level of cleaning has been achieved.
j) On completion of washing stop the starboard slop tank pump,
shut off the tank cleaning machines and strip No.4 COTs dry.
On completion of stripping stop No.4 COT deepwell pumps.
k) Stripping of the lines should be carried out to remove any
remaining water, blowing the lines to the port slop tank. On
completion close all valves.
l) Enter details of the washing in the cargo record book.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.5.6 WASHING WITH A MEDIUM OTHER THAN WATER
Chemical tanker washing with product other than water such as mineral oil or
chlorinated solvent should only be carried out if approved by the administration
and suitable cleaning instructions have been provided.
As the vessel is also certified to carry oil products both black and white should
a cargo of oil be carried it may be necessary to carry out crude oil washing for
heavy weather ballasting.
Crude Oil
Cargo tanks are crude oil washed to comply with both legislation (contingency
ballast requirements) and charterers requirements, in order to achieve
maximum out-turn and to reduce sludge build up within the cargo tanks. The
vessel is designed to carry enough ballast water in the fully segregated side
wing and double bottom tanks for normal conditions.
Additional heavy weather ballast can be loaded into any of the cargo tanks via
the ballast pumps through the IG line joining the cargo and ballast lines together.
Whenever ballast is carried in any of the cargo tanks however, the tanks must
be crude oil washed prior to ballasting as per MARPOL requirements.
CAUTION
Extreme care must be used to ensure the IG line elbow and spool pieces
are correctly positioned, including the elbow on the PV breaker, so that
the section of IG line used for ballast is completely isolated from the rest
of the IG system. IG can still be supplied to the cargo tanks using the
other branch line.
A programme for the regular crude washing of cargo tanks is to be maintained.
Crude oil washing promotes the removal of oil fractions adhering to or
deposited on tank surfaces. These deposits, which would normally remain on
board after discharge, are then discharged with the cargo. As a consequence, the
need to water wash to remove residues is greatly reduced. Crude oil washing
must be carefully planned and the system properly tested prior to arrival at the
discharge port.
Note: Further information can be found in the vessels approved Crude Oil
Washing manual.
Prior to COW it is necessary to debottom all cargo tanks, including the slop
tanks, as this will remove any water that may have settled during transit, thus
considerably reducing static charges that may be created during washing.
Subject to grade segregation, it is then usually advisable to empty the slop
tanks and recharge them with fresh crude prior to COW. The levels to which
the slop tanks are recharged are arbitrary, but sufficient ullage is required in the
clean slop tank (starboard) to allow for the cargo pump to maintain suction and
the balance line to remain covered, a minimum 7m sounding is required. This
method of COW allows for greater ullage and easier monitoring of the crude
oil returns, but it is quite feasible to utilise a single slop tank for the operation,
reducing the level as required to maintain a safe ullage.
Cargo tanks are crude oil washed during discharge, using one of the main
cargo oil deepwell pumps, by pumping dry crude at a minimum back-pressure
of 10kg/cm
2
, from a slop tank to the tank cleaning machines. The cargo oil
deepwell pumps of the tanks being crude oil washed are used to drain the
tanks to the slop tank or directly ashore if there are sufficient manifold arms
connected. Good draining is essential. Careful monitoring of the slop tank
is required in order to avoid crude oil build up in the cargo oil tanks being
washed.
The top wash of the tanks can be carried out by bleeding off from the cargo
pump discharge, to pressurise the tank cleaning main to around 10kg/cm
2
.
However, should the line pressure drop below this level, washing must be
suspended until the pressure can be raised, or the wash system changed over to
closed cycle washing only.
Each pump is able to wash its own tank, a connection being provided from its
discharge to the washing machines.
Washing can be started when the cargo tank is nearly drained, each machine
takes 60 minutes for a full cycle. Confirmation can be obtained by use of
the portable trimode UTI type integral dipping unit and the fixed cargo
monitoring equipment.
Detergents
Note: The use of detergents in tank washing should only be carried out on
receiving specialised instructions from head office and the charterer.

When small amounts of detergents are added to water in order to facilitate tank
washing, no detergents containing pollution category A components should
be used except those components that are readily biodegradable and present
in a total concentration of less than 10%. No restrictions additional to those
applicable to the tank due to the previous cargo should apply.
Only additives/cleaning agents evaluated and approved by the IMO may be
used.
Cleaning agents may be injected into the tank cleaning main using a suitable
dosage pump while water rinsing the tank concerned. The water may either be
cold or hot depending on the requirements of the additives and the cleaning
standard.
2.6 Gas Freeing
2.6.1 Purging Cargo Tanks
2.6.2 Gas Freeing for Entry
Illustrations
2.6.1a Purging
2.6.1b Flammability Composition Diagram
2.6.2a Gas Freeing
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.6.1a Purging
Key
Inert Gas
Displaced Vapour
PV Valve
Gas Freeing Valve
1
2
3
4
1 1
2 2
Single Step, Dilution
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Inert Gas
Crossover
Connection
Inert
Main
3 3
4 4
1 1
2
2
Two Step, Piston/Dilution
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Cargo
Main
Inert Gas
Crossover
Connection
Inert
Main
3 3
4 4
WARNING
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.6 GAS FREEING
Cargo oil tanks must be water washed, purged and gas freed prior to inspection
but must never be entered when they have been inerted. Prior to gas freeing any
COT or gaseous space, the hydrocarbon content must be below 2% hydrocarbon
(Hc). This will ensure that the space will not pass through the flammable
envelope as the oxygen percentage increases. (See Flammability Composition
Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture in illustration 2.6.1b.)
It is important to locally isolate tanks that are to be gas freed so that inert gas
cannot enter these tanks from adjacent, inerted tanks. The first stage in the gas
freeing process is called purging.
Common practice is to purge several tanks at the same time, and monitor the
gas emitted from the gas freeing outlet until it is below 2% Hc. This method is
termed replacing a tank atmosphere by displacement, where the heavier inert
gas slowly displaces the gaseous atmosphere through the gas freeing lid. The
maximum IG pressure during purging should not exceed 200mmWG.
The second method described (piston/dilution) is a two stage procedure, the
first stage is to admit IG into the tanks via the cargo filling line having inserted
the IG connection spool piece into the cargo line. The drop line valves to one
side of the ship would be opened, the inert gas and tank vapour mix would
then pass out of the tank via the IG inlet valve into the corresponding cargo
tank as illustrated in the image 2.6.1a above. The vapour discharge at the gas
freeing lid outlet from the second tank could then be measured. The following
procedure is to inert all cargo tanks at the same time with no tanks isolated or
containing cargo. If a set of tanks did contain cargo or still needed to be gas
free, then those tanks must be securely isolated.
2.6.1 PURGING CARGO TANKS
Single Step - Dilution
a) Open the gas freeing lids on the cargo tanks to be purged.
Note: These gas freeing lids are connected to the PV valve standpipe and
therefore do not extend into the bottom area of the tank.
b) Line up the IGG plant to supply IG to the cargo tanks, ensure all
ancillary IG and IGG items are in operation.
c) Supply IG to the tanks via the IG inlet valves, monitor the
hydrocarbon content on the portable meters at the gas freeing
lids until the Hc content is less than 2%.
d) Upon completion of purging, the IG plant must be stopped and
the pressure of the IG main minimised and the inlet valve to the
tank closed.
Two Step - Piston/Dilution
a) Insert the spool piece connecting the IG system to the cargo
lines near the port side manifold crossovers.
b) Line up the cargo drop line valves on one side of the ship
(starboard side) to receive the IG.
c) Ensure the IG valves at each tank are open.
d) Line up the inert gas plant and supply IG to the cargo tanks.
The inert gas will now enter the cargo tanks (starboard side) via the drop line,
displacing the air out of the tank via the IG connection into its corresponding
(port side) tank.
e) Monitor the emissions from the gas freeing lids until the oxygen
meter readings are 5% or less.
f) Upon completion of inerting, the IG plant must be stopped and
the spool piece in the cargo line removed.
Single Step - Piston
Instead of using two steps, the inert gas is introduced to each tank through the
cargo drop loading lines and vented to atmosphere through the gas freeing lids
on the PV mast riser of each tank. Normally all tanks would be inerted at the
same time using either of the methods.
After a tank has been gas freed using inert gas it may be necessary to replace
the inert gas with air to enable tank entry.
Aeration
a) The spectacle blank flange is to be swung on the tank to be gas
freed and the IG gas freeing lid opened. The tank can then be
gas freed using the portable fans.
b) Monitor the tank atmosphere for oxygen until the readings are
21% O
2
.
c) Carefully monitor for LEL and ensure that the reading is
consistently below 1% but preferably zero.
d) Test for H
2
S if necessary.
Alternative Method for Aeration
In the event that several, or all, COTs are to be gas freed, the inert gas fan(s)
can be changed over to blow air to the tanks if necessary:
a) Check that all the COTs, that are not to be gas freed, have been
isolated.
b) Check that the IG pressure in all COT tanks is reduced to
between 25 and 50mmWG.
c) Change over the inert gas blowers to fresh air blowing.
d) Restart the blower and blow air to the COT to be gas freed, via
the removable spool piece, into the cargo lines (all lines must
have been well drained).
e) Vent through the gas freeing lids. Gas free one COT at a time.
f) Monitor the oxygen at all levels in the cargo tank until 21% O
2

is achieved.
g) Carefully test the tank for LEL and ensure that LEL is zero.
If deemed necessary, test the COT for H
2
S to ensure that it is
within acceptable limits.
Illustration 2.6.1b Flammability Composition Diagram
A
C
D
B
F
D
ilution w
ith A
ir
Flammable
Mixture
H
y
d
r
o
c
a
r
b
o
n

G
a
s

-

P
e
r
c
e
n
t
a
g
e

b
y

V
o
lu
m
e
D
ilu
tio
n
w
ith
In
e
r
t G
a
s

Critical Dilution with Air
Dilution with Air
H
E
5
G
10
15
0 5 10 15 20 21
Note: This diagram is illustrative only and should not be used for
deciding upon acceptable gas compositions in practical cases
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.6.2a Gas Freeing
Gas Freeing of Cargo Tanks
Key
Inert Gas
Air
PV Valve
Gas Freeing Valve
Portable Gas Freeing Fan
1
2
3
4
5
WARNING
1 1
2
2
Cargo
Tank (P)
Cargo
Tank (S)
Upper Deck
Inert
Main
Crossover
Connection
3 3
4 4
5
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.6.2 GAS FREEING FOR ENTRY
The following are required, in addition to the general procedure, for gas
freeing. More detail and recommendations can be found in the Company SMS,
the Code of Safe Working Practices for Merchant Seaman (C.O.S.W.P.M.S),
the International Tanker and Terminal Safety Guide (ISOGGT) and the ICG
Tanker Safety Guide - Chemicals.
A competent person is to make an initial assessment. Competent persons are
the Master, Chief Engineer, chief officer and the second engineer. But in the
case of cargo tanks the chief officer will normally make the initial assessment.
Full account is to be taken of the potential dangers and hazards associated with
the space to be entered.
A Responsible Person is to Take Charge
A responsible officer will take charge of the entry operation and will be
appointed by the Master, Chief Engineer or Chief Officer.
Potential Hazards to be Identified
Oxygen deficiency and/or the presence of toxic substances or flammable
vapours.
Space Prepared and Secured for Entry
The space to be entered is to be secured against the ingress of dangerous
substances. Valves and spade blanks are to have a positive method of
displaying if open or shut, and of preventing them from being operated while
entry is taking place. The OOW on the bridge, or on the main deck, is to be
informed of any tank entry.
Atmosphere Tested
The cargo tank atmosphere is to be tested for both oxygen and LEL, at different
levels and sections, and if remote checking cannot take place, entry is to be
made wearing breathing apparatus, in a fully controlled manner. A permit to
work certificate, of limited duration, will be required.
Entry into a space without the use of breathing apparatus, is only permitted
when the oxygen content is 21%, and the flammable gas content is nil. Where
readings have been steady for some time up, to 1% LEL is acceptable in
conjunction with the 21% oxygen.
Permit to Work Completed
A permit to work must be completed before entry. The permit should be of
limited duration and should, in any case, not have a validity in excess of 24
hours.
Pre-Entry Preparations Made
The space must be thoroughly ventilated and the atmosphere tested and found
safe for entry without breathing apparatus. Rescue and resuscitation equipment
is to be at the entrance to the space, along with a responsible person who will
maintain constant and full communications with the personnel throughout the
time they are in the space. He will also maintain communications with the
OOW.
All equipment is to be checked as being intrinsically safe.
Procedures During Entry
Ventilation is to be continued throughout the entry period. Should the
ventilation fail, the operation is to be stopped and the personnel in the tank are
to return to the deck immediately.
The atmosphere must be tested at regular intervals to verify that it is still safe.
Careful monitoring of the personnel in the tank is to be carried out. Should
the responsible person note any adverse signs he is to issue the recall signal
immediately and advise the OOW, who will sound the alarm and summon
assistance.
In a similar manner, should any person in the tank feel adversely affected in
any way, they are to warn their companions and vacate the tank immediately.
Any cargo or ballast tank to be entered must be gas free prior to entry. This will
involve introducing fresh air into the compartment in order to remove the inert
gas and hydrocarbon vapours within the space.
The atmosphere of the compartment shall first be tested for the presence of
hydrocarbons, and if necessary purged below 2% hydrocarbons by volume to
prevent the risk of the tank atmosphere entering the flammable range.
It is important to locally isolate tanks that are to be gas freed, to ensure that
inert gas cannot enter these tanks from adjacent, inert spaces. The first stage in
the gas freeing process is called purging (see section 2.2).
Common practice is to purge several tanks at the same time, and monitor the
gas emitted from the tank until it is below 2% HC.
Gas freeing can be carried out using either the inert gas fan on fresh air or the
portable gas freeing fans placed over the tank top.
Gas Freeing using the Inert Gas Fan
In the event that several, or all cargo tanks are to be gas freed, the inert gas
fan(s) can be changed over to blow fresh air into the tanks:
a) Check all the cargo tanks that are NOT to be gas freed are
isolated.
b) Check that the IG pressure in ALL cargo tanks not to be gas
freed is reduced to between 25mmWG and 50mmWG.
c) Press the AIR PRODUCTION pushbutton on the inert gas
control panel in the engine room.
d) Open the inert gas inlet valve(s) for the tank(s) to be gas freed.
e) Start the IG plant, open the deck isolation valve IG145 to supply
the IG main, commence gas freeing the required cargo tanks.
f) As the air from the inert gas fan enters the tank at deck level
via the inert gas inlet pipe, the velocity of the incoming air
should be high enough to penetrate to the tank bottom and thus
completely dilute the tank atmosphere. In order to achieve this
a minimum number of cargo tanks should be open at any one
time during gas freeing.
g) The atmosphere of the tank should be initially vented through
the gas freeing cover on the side of the pressure/vacuum stand
pipe, then later through the tank hatch.
h) Monitor the oxygen at all levels in the cargo tank until 21% O
2

is achieved.
i) Carefully test the tank for LEL and ensure that LEL is zero. If
deemed necessary, test the cargo tank for H
2
S to ensure that it
is within acceptable limits.
j) Change over to the next tank as required shut the inlet valve and
swing the inert gas spectacle piece to the shut position on the
tanks gas freed.
k) Stop the inert gas fan on completion of gas freeing shut the
inlet valve and swing the remaining spectacle piece to the shut
position on the tanks gas freed.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Gas Freeing using Portable Gas Freeing Fans
a) Ensure that the inert gas valves to the tanks to be gas freed are
shut and isolated.
b) Open the gas freeing lids on the PV vent mast and remove the
tank cleaning plate covers from the tanks to be gas freed.
c) Place the portable gas freeing fans over the tank cleaning plate
covers and connect up the water supply lines ensuring that an
effective electrical bond exists between the fan and the deck.
Fans should be located such that the ventilation outlet is as far
away as possible from the fans.
d) Turn on the water supply and commence gas freeing the tanks.
e) Monitor the tank atmosphere until the oxygen level has reached
21 % and hydrocarbon gas level is below 1 % LEL.
Note: It is possible to use the tank lids rather than the gas freeing lids to vent
the tank, if the tank lids are used the following warning must be taken into
consideration.
WARNING
Using this method, inert gas will be discharged at deck level and although
the gas will be diluted very quickly, it is possible that personnel could
be subject to an oxygen deficient atmosphere and care must be taken to
ensure personnel are clear of the area.
Gas Freeing for Hot Work
In addition to the requirements of section 2.6 and 2.6.1 the following are to be
complied with:
All the necessary terminal and port authority approvals are to be obtained.
WARNING
No hot work is allowed during cargo loading or discharging, COW and
tank cleaning, tank purging or gas freeing operations.
If hot work is to be undertaken outside of the engine room, then a Hot Work
Permit must be issued after direct consultation with the BP Shipping Technical
Operations office.
If the hot work is to be carried out on the main deck then the hot work permit
to be issued must confirm the following:
That the cargo tanks are at a Hc gas level below 2% and an
oxygen level below 8%.
The chief officer has carried out all appropriate gas checks and
that they are within the acceptable limits.
No combustible material is in the area.
Tanks below the main deck where hot work is to be carried out
must have been water washed and gas freed.
Appropriate fire fighting equipment is to be ready for immediate
use, including hoses run out and the fire pumps running.
Blanket cooling water is to be available on the deck to stop the
build up of hot debris from the use of gas cutting equipment.
All the equipment to be used has been tested and proved
satisfactory.
Only competent persons are to carry out the repair work.
Hot work must not reduce the vessels fire fighting potential.
After completion of the hot work all equipment and materials must be stowed
away or secured.
If hot work is to be carried out inside cargo, ballast, fuel oil tanks or void
spaces then the following requirements must be met:
Tanks in which hot work is to be undertaken must have an
oxygen level of 21% and less than 1% LEL Hc gases.
The tanks in which hot work is to be undertaken must be
continuously vented throughout the work.
All adjacent cargo tanks, including diagonally positioned tanks
must be cleaned and gas freed, or cleaned, inerted and purged
to less than 1% Hc gas by volume. If hot work is to be carried
out on bulkheads of an adjacent tank, then these adjacent tanks
must also have a LEL of less than 1% Hc gases.
Other tanks are to be purged to less than 2% Hc gases.
Any adjacent ballast tanks are to be tested to ensure that they are
gas free.
All interconnecting pipelines with other compartments are to be
flushed through, drained and isolated from the compartment in
which hot work is to be carried out.
These cargo lines can then be kept flooded with sea water or
alternatively purged.
All sludge scale and sediment for a distance of at least ten
metres around the hot work area must be removed, including
from the reverse side of frames and bulkheads.
Areas immediately below the place of hot work is also to be
cleared.
Any hot work adjacent to fuel oil tanks cannot be carried out
unless that space is certified as being safe.
Hot work permission is to be obtained from the company/
chemist as appropriate and a gas free certificate issued.
The inert gas in all other cargo tanks is to be reduced slightly to
just above the alarm limit, i.e. approximately 350mmWG.
All cargo valves are to be locked closed, or inhibited with a DO NOT
OPERATE sign, posted for the duration of the repair period.
When the ship is in dry dock, then the shipyard hot work procedures and work
permits will apply.
2.7 Ballasting and Deballasting Operations
2.7.1 Heavy Weather Ballasting
2.7.2 Oil Discharge Monitoring Equipment (ODME)
Illustrations
2.7.1a Heavy Weather Ballast
2.7.1b Loading Heavy Weather Ballast
2.7.2a Oil Discharge Monitoring Equipment
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PX
PI
PX PI
LS
LS
Illustration 2.7.1a Heavy Weather Ballast
(Starboard)
(Starboard)
(Starboard)
(Starboard)
Sea
Chest
No.1 Ballast Pump
(750m
3
/h x 25mth)
No.2 Ballast Pump
(750m
3
/h x 25mth)
(Starboard)
No.5
Water Ballast Tank
(Starboard)
(Port)
(Port)
BA116 BA117
(Port)
(Port)
(Port)
No.5
Water Ballast Tank
(Port)
BA118 BA120
BA121 BA123 BA125
BA109
BA135
AR110
ST115
BA111
Cargo Control Room
Cargo Control Room
Sea
Chest
BA101
BA122 BA124 BA127
BA130
BA129
BA119
BA128
BA114
BA106
BA115
BA107
BA104
BA105
BA112
BA113
BA103
BA133
To Cargo
System
CO407
BA131
BA132
BA108
CO408
IG165
Compressed Air
Steam
BA134
AR109
ST114
Compressed Air
Compressed Air
Steam
IG130 IG131
AR111
Compressed Air
AR112
Key
Ballast
Compressed Air
Hydraulic Oil
Steam
Electrical Signal
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.7 BALLASTING AND DEBALLASTING OPERATIONS
2.7.1 HEAVY WEATHER BALLASTING
Introduction
A detailed description of the ballast system has already been provided in
section 1.7 of this manual but in the event of extreme weather conditions,
where the Master considers that it would be prudent to take heavy weather
ballast, then the following procedure should be adopted:
a) Ensure at the discharge port that the heavy weather ballast
tanks (in this scenario No.4 wing cargo tanks will be used) have
been suitably prepared in accordance with the MARPOL 73/78
requirements.
b) Ensure that all of the cargo lines to be used have been well
drained.
c) Carefully calculate the stress, trim and stability prior to
ballasting and to avoid sloshing, aim to ballast each cargo tank
to 98% capacity.
d) One of the two ballast pumps can be used utilising the main sea
valves and the cargo/ballast line crossover on deck.
e) Where ballast is put into a tank which has been crude washed
but not water rinsed, then the ballast in that tank is to be treated
as dirty ballast.
A cargo oil tank may not be used for additional ballast unless it was crude
washed at the discharge port.
At the onset of improved weather, or as soon after as is practicable, the
additional ballast should be discharged with dirty ballast being discharged in
accordance with the MARPOL 73/78 regulations in sea areas acceptable to the
signatories. In addition, the dirty ballast must be discharged with the ODME
in operation.
Ballasting No.4 Cargo Wing Tanks
It is assumed that No.4 cargo wing tanks have not been water rinsed and will
be classed as dirty ballast.
In this case example, the port ballast pump will be used to ballast No.4 cargo
wing tanks.
ALL cargo valves must be confirmed CLOSED prior to line up.
a) Ensure the spool and spectacle pieces between valves CO407
and BA133 to connect the ballast system to the cargo system
are in the OPEN position.
b) Set up the system to load ballast to No.4 cargo tanks.
Open No.4 manifold crossover valve CO341, CO515
Open Ballast / Cargo line crossover valve CO407
Open No.4 tank line block valves CO131, CO132
CO419
Open No.4 tank pump crossover block valves CO426, CO432
Open No.4 tank loading drop valves CO205, CO210
Open Port overboard ballast valve BA104
Open Port ballast pump sea valve BA101
c) Start up the port ballast pump and when suction and pressure
have been established, shut the overboard valve BA104 and
open the ballast crossover valve to the cargo line, BA133.
Keep a good watch on the cargo tank IG pressure during the ballasting
operation. Any excess pressure can be vented through the Hi-jets which must
be set for loading condition in No.4 wing tanks.
If at any time the ballast pump should be stopped, for any reason, the sea
suction should be closed immediately.
Deballasting No.4 Cargo Wing Tanks
Any ballast loaded into No.4 cargo wing tanks previously containing oil cargo
must be treated as dirty ballast and discharged via the oil discharge monitor in
compliance with regulations 9 and 10 of MARPOL 73/78 Annex 1.
If the cargo tank previously contained a category A, B or C noxious liquid
substance, then the ballast shall be discharged in accordance with the
requirements of regulation 5 of MARPOL 73/78 Annex 2.
In this case example it is assumed that the ballast was loaded into tanks
previously containing an oil cargo.
No.4 wing cargo pumps shall be used to discharge the dirty ballast, but only
after flushing the cargo lines and pumps into the port slop tank.
ALL valves to be confirmed CLOSED.
a) Insert the spool piece between valves CO133 and CO134 to
connect No.4 line to the slop line.
b) Ensure the spectacle blank between valves CO250 and CO252,
high overboard discharge valves, is in the OPEN position.
c) Line up No.4 wing deepwell pumps to deballast No.4 wing
tanks to sea.
Open No.4 wing tank block valve CO131
Open No.4 tank blind flange valve CO426
Open No.4 crossover to the slop line valves CO133, CO134
Open Slop line block valve CO161, CO527
Open Port slop discharge valve to overboard CO247
Open ODME slop return valve to port slop tank CO249
Open High overboard discharge valve CO252
d) Ensure that the oil discharge monitor is lined up and operating
on the high overboard discharge sampling valve.
e) Start up the inert gas plant.
f) Start up No.4 COT pumps at minimum speed and open the
pump discharge valves CO204 and CO209; when the ODME
is running the intermediate overboard valve CO250 (when
allowed by the interlock) should open and valve CO249 close
automatically.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
CO
242
Inert Gas
Ballast
Air
CO423 CO424 CO425 CO426 CO427 CO428
CO429 CO430 CO431 CO432 CO433 CO434
Illustration 2.7.1b Loading Heavy Weather Ballast
CO101
CO105
CO131 CO139
CO135
CO111
CO115
CO121
CO125
No.1
CO248
CO
252
CO
253
CO
250
CO
251
ODME
Monitoring Point
and Flow Meter
CO254
No.1
From Ballast Pump
From
Inert Gas Line
CO
140
Compressed
Air
CO138
CO149
CO
150
CO148
CO163
CO141
CO145
CO159
CO
160
CO
168
CO
169
CO
167
CO158
CO151
CO155
CO166
CO161
CO247
CO165
CO249
CO
255
CO
274
CO
277
CO
276
CO
272
CO275
CO278
CO273
CO
282
CO
285
CO
284
CO
280
CO283
CO286
CO281
No.2
No.2
CO
292
CO
295
CO
294
CO
290
CO293
CO296
CO291
CO
300
CO
303
CO
302
CO
298
CO301
CO304
CO299
No.5
No.5
CO
346
CO
349
CO
348
CO
344
CO347
CO350
CO345
CO523
CO
354
CO
357
CO
356
CO
352
CO355
CO358
CO353
No.3
No.3
CO
310
CO
313
CO
312
CO
395
CO
396
CO
397
CO
398
CO
404
CO
403
CO
402
CO
401
CO
308
CO311
CO314
CO309
CO
318
CO
321
CO
320
CO
316
CO
422
CO118
CO108
CO128
CO
421
CO319
CO322
CO418 CO415
CO414 CO409 IG132 CO411
CO317
No.6
No.6
CO
364
CO
367
CO
366
CO
362
CO365
CO368
CO363
CO
372
CO
375
CO
374
CO
370
CO373
CO376
CO371
Slop
Slop
CO
382
CO
384
CO
473 CO
408
CO
380
CO383
CO385
CO381
CO
389
CO
391
CO
474
CO
387
CO390
CO392
CO388
No.4
No.4
CO
328
CO
331
CO
330
CO
326
CO329
CO332
CO327
CO
336
CO
339
CO
338
CO
334
CO337
CO340
CO335
CO
399
CO
400
CO132
CO136
CO146
CO164
CO156
CO122
CO142
CO152
CO526 CO527
CO
359
CO
516
CO522
CO
341
CO
515
CO521
CO
323
CO
514
CO520
CO
305
CO
513
CO519
CO
287
CO
497
CO
498
CO
109
CO
110
CO
119
CO
120
CO
512
CO524
CO
377
CO
517
CO525
CO
393
CO
518
CO
511
CO
410
CO112
CO102
CO
407
BA
133
CO
499
CO
129
CO
130
CO106
CO116
CO126
CO104
CO114
CO103
CO113
CO123 CO124
CO
154
CO
144
CO
134
CO
153
CO
143
CO
133
To COW
To Tank
Cleaning
Cargo Pump
CO496
CO162
CO244
CO458
CO243
CO472
CO245
Slop Tank
Starboard)
CO246
To COW
Cargo Pump
CO238
CO239
CO457
CO471
CO240
CO
237
Slop Tank
(Port)
CO241
To COW
Cargo Pump
CO177
CO490
CO178
CO446
CO460
CO179
CO
176
No.1 Cargo Tank
Starboard)
CO180
To COW
Cargo Pump
CO172
CO173
CO445
CO459
CO174
CO
171
No.1 Cargo Tank
(Port)
CO175
To COW
Cargo Pump
CO188
CO491
CO189
CO448
CO462
CO190
CO
187
No.2 Cargo Tank
Starboard)
CO191
To COW
Cargo Pump
CO183
CO184
CO447
CO461
CO185
CO
182
No.2 Cargo Tank
(Port)
CO186
To COW
Cargo Pump
CO199
CO492
CO200
CO450
CO464
CO201
CO
198
No.3 Cargo Tank
Starboard)
CO202
To COW
Cargo Pump
CO194
CO195
CO449
CO463
CO196
CO
193
No.3 Cargo Tank
(Port)
CO197
To COW
Cargo Pump
CO210
CO493
CO211
CO452
CO466
CO212
CO
209
No.4 Cargo Tank
Starboard)
CO213
To COW
Cargo Pump
CO205
CO206
CO451
CO465
CO207
CO
204
No.4 Cargo Tank
(Port)
CO208
To COW
Cargo Pump
CO221
CO494
CO222
CO454
CO468
CO223
CO
220
No.5 Cargo Tank
Starboard)
CO224
To COW
Cargo Pump
CO216
CO217
CO453
CO467
CO218
CO
215
No.5 Cargo Tank
(Port)
CO219
To COW
Cargo Pump
CO232
CO495
CO233
CO456
CO470
CO234
CO
231
No.6 Cargo Tank
Starboard)
CO235
To COW
Cargo Pump
CO227
CO228
CO455
CO469
CO229
CO
226
No.6 Cargo Tank
(Port)
CO230
PI
PX PX
PI
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
PX
PI
PI
CO
420
CO
419
CO443
Booster
Pump
Location
65 65 65
25
200
300 300
300
300 300
300 300
300
300
300 300
300 300 300
300
300
300
300
300
300 300 300 300 300 300
300
300
300
300
300 300
300 300
300
300
300
250
300 300 300 300 300 300 250
300 300
300
300
300
300
300 300 300
300
250 250 250
200 200 200
200 200 200
300 300 300
300
300
200
200 200
300
300
300 300
250
300 300 250
250
250
40
40 40 40 40 40 40
40 40
40 40
40 40
40
65 65 65 65
25 25 25
25 25 25
25
25
25 25 25
25
25
25 25 25
40 40 40 40
40 40
40
50 40
80
80 80
80
80
40 40 40
50
50
80
80
125 125
100 100
125
65 65 65 65
125
150
150
150
150
125
100
50
50
80 100 100
40
40
40
40
40
40
40
40
40
80 80 80
40
250 250 200
250 250 200
150 200
200 200
200
200
200
200
200 200
200 200 200
200 200
200
200
200
200
200
200 150
25 25
65 65 65 25 25 25
25 25 25
25 25 25
Revision: Draft 1
Date: November 2006
IMO No. 9260043
g) Observe the overboard discharge, and if confirmed satisfactory
increase the pump speed to full flow for bulk discharge.
h) As No.4 cargo wing tank soundings near the bottom, reduce the
pump speed and maintain a good over side watch.
i) If the pump discharge is not stopped by the ODME due to a
rise in parts per million oil, stop the pumps and shut the high
overboard and intermediate high overboard valves. Line up to
transfer the remaining tank contents to the port slop tank. All
the drainings are thus consolidated into one slop tank ready for
decanting after a suitable waiting period.
j) Line up the deepwell pumps on No.4 wing tanks to discharge
the tank drainings into the port slop tank.
Close High overboard valve CO252
Close Intermediate high overboard valve CO250
Close Port slop discharge to overboard valve CO247
k) Start up No.4 wing cargo pumps and strip the remainder of No.4
cargo wing tanks to the port slop tank. On completion stop the
pumps and shut down all valves and remove all spool pieces on
the system.
Note: In the case that ballast is being discharged from tanks which have
previously contained category A, B or C noxious liquid substances then
the below water discharge will be used in place of the high overboard in
compliance with MARPOL requirements.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 2.7.2a Oil Discharge Monitoring Equipment
Computer Unit
Flow
Transmitter
Monitor
Control Box
Barrier
Box
Hydraulic
Remote Valve
Control System
Key
Slops
Air
Fresh Water
Electrical Signal
1phase, AC 220V
3phase, AC 440V
Speed Log
Signal
Cargo Control Room
Safe Area Hazardous Area
Air
SCU Pump
Cell
Valve Panel
Fresh Water
Sample Valve
Clean Water
Valve
Stop Tank
Valve
Back Flush
Valve
Slop Tank
Return Valve
Flow Meter
Sensor
Overboard Valve
Recirculation
Valve
LP
From Slop
Pump
To Slop
Tank
Cargo Discharge Line
Bulkhead
Mounting Plate
Mounting Plate
PI
Revision: Draft 1
Date: November 2006
IMO No. 9260043
2.7.2 OIL DISCHARGE MONITORING EQUIPMENT (ODME)
Manufacturer: Rivertrace
Model: OCD 10M
Authors Note: The following information to be checked and confirmed as being
correct onboard.
Introduction
The procedures for ballast handling and line washing are in compliance with
regulations in accordance with resolution A 586(XIV) and MEPC 51(32)
amending the discharge criteria of Annex I of MARPOL 73/78 I.E.
Line draining must be carried out in accordance with the procedures detailed
in the approved Crude Oil Washing Operation and Equipment Manual prior to
any discharge of extraordinary dirty ballast, oil contaminated water and slops.
Regulation 15(3)(a) of Annex I of MARPOL 73/78 specifies that the approved
oil discharge monitoring and control system must be in operation when there is
any discharge of oil contaminated water into the sea. For this vessel, this means
all extraordinary dirty ballast water, line flushing and tank washing water from
the cargo spaces must be monitored using the high overboard discharge.
Regulation 15(3)(a) makes reference to the Recommendations on International
Performance and Test Specifications for Oily Water Equipment and Oil
Content Meters adopted by the Organisation by Resolution A.393(x). That the
system must be fitted with a recording device to provide a continuous record
of the discharge in litres per nautical mile and total quantity discharged, or the
oil content and rate of discharge.
The discharge monitoring of clean ballast is not required by Annex I of
MARPOL 73/78, providing such ballast was contained in a tank previously the
subject of tank washing after the carriage of oil. The ballast discharge must not
produce visible traces of oil or sludge on the surface of clean, calm water. It is
recommended however, that all such extraordinary clean ballast discharges are
monitored in order that determinative evidence is gained that the oil content
of such discharges does not exceed 15ppm, notwithstanding the absence of
visible traces.
The discharge monitoring of segregated ballast is not required by Annex I of
MARPOL 73/78. Such ballast should be the subject of a surface examination
prior to discharge.
Prior to any discharge overboard, the oil monitoring and control system must
undergo pre-start checks and the input of data variables. The system must
remain fully operational during all phases of discharge and the printed record
confirming time and date retained on board for a period of at least three
years.
All ballast and effluent discharge operations must be clearly recorded in the Oil
Record Book Part II which is placed on board in accordance with Regulation
20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout
is attached to the corresponding entries and be made available for Port State
Inspection when required.
Subject to charter party agreement, oil contaminated water and slops may
be discharged to a shore reception facility at the loading port. Monitoring of
discharges in this case is not required.
Prior to the discharge of ballast and oil contaminated water, the cargo officer
must use the portable cargo monitoring/interface detector in accordance with
the manufacturers instructions to determine the position of the oil/water
interface. The results must then be recorded prior to the commencement of a
monitored discharge.
It should also be confirmed that all of the system valves not required for the
particular operation being undertaken are fully closed.
Note: When not in use, the cargo overboard discharge valves, CO252 and
CO251, should be blanked off using the spade blank and padlocked shut with
the padlock key kept in the possession of the Master.
Oil Monitoring and Control System
Introduction
The oil discharge monitoring equipment is installed on this vessel to provide
the control of overboard discharge by measuring oil outflow concentration.
It also computes the rate of discharge and total quantity of oil discharged
per ballast voyage. The system monitors the oil content, discharge ratio of
oily mixture and discharged oil quantity. It automatically stops the overboard
discharge of the oily mixture and returns the discharge to the slop tank when
the oil content exceeds the limitation of the preset value.
The system fitted to this vessel consist of the following main elements:
Sampling system
Monitoring system
Computing/Control system
Their description is detailed in the following sections:
Sampling System
During operation, the oil monitoring sample pump extracts a sample from the
probe, which is situated in the overboard discharge and routed through a local,
manually operated probe isolating valve to the valve control assembly and
then to the sample pump inlet. From the sample pump discharge, the sample
is routed to the analyser unit then back to the valve control unit.before being
discharged to the slop tank when the unit is in SAMPLING mode or returned
via the backflush line to the probe when in CLEAN mode.
Monitoring System - Engine Room
The signal is derived from the analysis of the sample water being passed
through the measuring vessel from the sampling pump. The calculation of oil in
water concentration is based on the principle of transmitting an infrared beam
through a glass cell containing a moving sample. The scatter and transmission
signal amplitudes received on the far side of the cell are processed to obtain a
valve in parts per million of oil concentration.
The bulkhead mounted flange provides a gas tight feed through for all the
system pneumatic lines, fibre optic cables and sample temperature sensor
connections.
Control Unit Cargo Control Room
The control unit provides the means of total supervision of the monitoring and
sampling system and performs the function of a computer and recording device
in respect of allowable discharge operations.
The digital visual display unit shows the data for any current discharge
situation and gives instantaneous alarm indication.
A thermal printer is incorporated within the cabinet to provide data required in
compliance with IMO Resolution A.586(XIV).
Access to data input, operating mode etc, is through the pushbutton keyboard
located on the unit.
Control Unit Alarms, Controls and VDU Displays
Introduction
Control Unit Panel Facilities (To be Confirmed)
VDU intensity control
Mains supply indicator
Alarm indicator/acknowledge pushbutton
Override switch
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Keyboard
Visual display unit
Thermal printer
Override Switch
After switching the power on, the override switch is set to one of the following
control positions:
Normal - Automatic opeation is enabled
Valves Closed - All pump and discharge valve relays are
disabled
1 to 6 - Each position activates the corresponding pump and
discharge valve relays
Keypad
The keypad is used by the operator to set the various parameters for discharge
control including manual inputs in case of partial system failure.
Pushbuttons
The pushbutton group comprises four momentary action buttons for monitor
control and a further button to cancel the adjacent alarm annunciator.
START - initiates zeroing of the monitor and commencement
of automatic discharge.
CLEAN - initiates backflushing of the sample pipework back
to the sample probe in the discharge line. It will stop discharge
whilst backflushing and so should only be iniitiated when the
system is stopped.
STOP - Stops the system
ALARM CANCEL - cancels the audible alarm however the
alarm message box remains on display until cancelled by the
ESC key
TEST - provides a confidence test of the monitor by disconnecting
the measuring cell inputs and substituting known input levels to
the amplifiers.
Alarms and VDU Displays
In case of an alarm condition the alarm point/information is displayed on the
VDU together with an audible alarm from the control unit. Pressing the alarm
indicator pushbutton will acknowledge the specific alarm condition and cancel
the audible alarm. The alarm will remain displayed on the VDU until cancelled
by the ESC key.
Any message currently displayed on the VDU will be accompanied by a new
message at the bottom of the screen, detailing which alarm parameter has
occurred and (where applicable) the rectification procedure that should be
followed.
The alarms (programmed and non-programmed) incorporated within the
control unit microprocessor include the following:
30 litres/nautical mile exceeded
Discharge valve incorrectly open
Total oil limit exceed
15ppm exceeded
100ppm passed
999ppm range exceeded
Discharge flow under minimum range
Discharge flow range exceeded
Flow meter failure
Ships speed too high > 20 knots
Ships speed too low
Water failure
Motor pump wrongly powered
Calibration failure
Oil content meter failure
Printer paper failure
Automatic and Manual Input
Automatic Inputs
Concentration of oil in parts per million (ppm) as a real value
derived from the installed oil content meter.
Time (based on GMT) and date, is pre-programmed until the
year 2020. The memory is maintained for a maximum of three
months by a rechargeable battery back-up regardless of mains
disconnection.
Effluent outflow rate is obtained from the installed flow meter
system.
The ships speed through the water, is obtained from the ships
speed log.
Manual Inputs
Manual inputs are not normally required except for the verification of the
sample channel and the selection of total oil reset, total oil limit and ship
situation data.
Outputs Recorded
Introduction
The outputs from the control unit are recorded by the thermal printer. Each
record must be retained for at least three years.
The printer provides a listing every 10 minutes during operation and will
provide immediate and additional listings such as:
Each time the equipment is switched on
Each time an alarm is raised
Each time data is changed or revised
Each time there is an increase of 10 litres/nautical mile in the
quantity of oil being discharged
Notified Outputs
The printer will provide the following data according to the sampling mode:
Date (Day/Month/Year) and time (24 hours GMT)
Channel selected manually selected (No.l)
State of discharge (permitted/prohibited)
Position of discharge valve (open/closed)
Flow rate input value
Total oil limit in litres - manually input
Power on/power off
Monitoring
Instantaneous rate of discharge of oil in litres/mile
Total quantity of oil discharged
Input value of oil content in ppm
Ships speed input value
Other data is listed or displayed on the VDU, as appropriate, according to
specific operating parameters or malfunctions, i.e., vessel under voyage, etc.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Starting Interlock
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied
by electrical control between the control unit and a relay based on interlock
circuits contained in the cargo valve console.
Discharge Valve Control
Fully automatic discharge valve control is arranged in compliance with
paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of overboard valve
CO250 and slop tank return valve CO249.
Flow Rate Indicating System
The ODME control unit is provided with an automatic input rate of effluent
discharge from the 200mm discharge line leading to the port high overboard
valve.
The flow rate indicating system consists of a probe located in the horizontal
section of the upstream discharge line of the ODME sampling probe. Linked to
the probe is a DP transmitter. The low pressure and high pressure impulse lines
from the probe are connected to the transmitter mounting valve block.
Ships Speed Indicating System
The system consists of a Doppler speed log, the transmitted signals of which
are cabled directly to the ODME control unit.
Discharge of Ballast and Contaminated Water
Ensure that line flushing has been completed prior to discharging any ballast
or oil contaminated water. All valves not being used for the discharge are to
be kept shut.
Pre-operational Checks for Oil Discharge Monitoring and
Control System
Prior to setting the oil discharge monitoring and control system, and prior
to the commencement of a ballast or oil contaminated water discharge, the
following checks must carried out:
Engine Room
a) Turn the monitor cabinet power isolator to OFF, open the
monitor door and switch the motor circuit breaker ON. Shut the
cabinet door and reset the isolator to ON.
b) Check that the monitor display shows:
Rivertrace OCD110 R3
STOP REMOTE NORMAL
If the display requires to be changed open the cabinet door
and press the ENTER key this will change the indication from
LOCAL to REMOTE.
c) Ensure that the air supply of 6 to 8 bar for the monitor cabinet
is available.
d) Ensure that the clean water supply is available.
On Deck
a) Take oil/water interface readings of the heavy weather ballast
tank(s) and/or of tank washings contained in the slop tanks by
using the MMC detector.
b) Ensure that an adequate air supply is available to the monitoring
system.
c) Check and adjust the regulator serving the hydraulic panoply
mounted flow detector to 1.2 bar.
d) Open the fresh water flushing/calibration shut-off valve.
e) Check that all drains valves in the monitoring system are
closed.
Note: Do not touch the hydraulic panoply flow regulating valve unless
absolutely necessary. The valve is preset during commissioning to give
a sample flow of between 700 and 750 litres/hour through the ODME
system.
f) Open the sample probe isolating valve.
Cargo Control Room
a) Check that the control unit printer has sufficient paper.
b) Ensure that 220V power is available to the ODME control unit.
Turn the power switch to ON and place the override switch in
the normal position.
c) Inform the engine room of the cargo pump requirements.
d) Start up the hydraulic power pack and open the relevant cargo
valves.
e) Inform the OOW of an impending discharge. Make an initial
entry in the Oil Record Book.
f) Press the CLEAN button and flush the system for five minutes
then press the STOP button
Operation of the Oil Discharge Monitoring and Control System
Ballast Monitor
Programming Procedure for the Ballast Monitor
When the line flushing and pre-operational checks have been carried out, the
following operating procedures are carried out at the control unit panel:
a) Inform the bridge and engine room watches that discharge of
ballast or slops is in progress. The bridge look-out should report
to the OOW any oil or discolouration visible in the outflow or
wake of the vessel. A seaman, equipped with a radio, should
ideally be stationed above the overboard discharge to warn the
OOW of any oil or discolouration, especially when the level in
the tank is low.
b) Set the override switch to NORMAL them turn the control unit
power switch to ON. On power up, the Rivertrace Engineering
Ltd copyright banner will be displayed for 2.5 seconds followed
by the operational information screen. The STOP button will
illuminate and a short beep will be heard. The printer will
now give a power on message, indicating errors if any and the
current selected MODE.
The screen displays the STAND BY conditions.

Time: 14:29 Date: 20/12/2006
Mode: Dirty Ballast
Oil Conc: 0 ppm Oil Type: 1
Total Oil: 0 litres Reset Total
Total Limit: 0 litres
Discharge Rate: 30 litres/mile
Flow Rate: 600m
3
/h Type: Real
Speed: 0 knots Type: Real
Discharge Valve: 1 State: Closed
Revision: Draft 1
Date: November 2006
IMO No. 9260043
The Mode selected is the dirty ballast mode, this will effectively monitor the
discharge of water from the slop tanks or dirty ballast tanks through the high
overboard. An alarm state will be raised under the following conditions:
If the ships speed is less than 7 knots
If the discharge rate is greater than 30 litres/mile
If total oil is greater than the allowed limit
During the standby period the operator can change a number of the inputs
shown on the display.
To change an input use the arrowe keys to highlight the required item, a sub
menu will open and display the available choices. To change the display press
the DELETE key to remove the data, type in the required input then press the
ENTER key to accept the changes. Pressing the ESC key will accept the data
on the screen prior to any changes being made.
Entering the Total Oil Limit Data
This calculated value corresponds to the total quantity of oil that may be
discharged into the sea during the ballast voyage.
For this vessel, the total quantity of oil discharged into the sea during successive
discharge operations is limited to 1/30,000 of the total quantity of the particular
cargo of which the residue formed a part. For example, to establish TOTAL
OIL LIMIT, assume homogeneous cargo of 37,000 tonnes oil (S.G. 0.85) was
carried on the previous loaded voyage. Total oil limit may be calculated as
follows:
37,000 divided by 30,000= 1.233 tonnes
Convert this figure to m
3
by dividing by the SG, and convert this result to litres
by multiplying by 1,000. e.g. 1.233 0.85 x 1000 = 1,048 litres. Enter this value
using the keyboard.
Display the TOTAL OIL LIMIT page, and enter the data in litres.
For example to input 1,048 litres in manual:
0+1+0+4+8
a) If the input data is correct, press the ENTER key to accept the
data and return to the standby screen.
b) If the input data is incorrect, press the delete key and enter the
correct data.
c) If the data displayed is already correct press the ESC key to
return to the standby screen without change.
Resetting the Total Oil Limit to Zero
Display the TOTAL OIL LIMIT page then to reset the total oil limit to zero,
proceed as follows:
a) Press the DELETE key. The total displayed should now reset to
zero. If this is correct then press the ENTER key to accept the
reset.
b) If the reset was incorrectly carried out press the ESC key to exit
to the standby screen without change of data.
Note: Do not reset the Total Oil Limit if the effluent discharge is subsequent
to an earlier discharge during the same ballast voyage.
Note: THE TOTAL OIL LIMIT reset facility, detailed above, is to be used
only if the SHIP SITUATION data is required to change or the oil residue
remaining from the previous loaded voyage have been properly discharged.
Where an oil contaminated deballasting or effluent discharge operation has
been staged, suspended or interrupted during a specific ballast voyage then the
record of the TOTAL OIL LIMIT must be left unchanged pending completion
of the ballast passage.
Note: Always ensure that the sample channel is open i.e. the manual isolating
valve at the probe is open and that the discharge line is not under pressure.
Action in Case of ODME Alarm
In the case of exceeding an operational limit, or receiving an equipment
malfunction alarm, all overboard discharge operations will be stopped by the
control system pending further effluent processing (if possible) or system
rectification.
The action, in the case of manual (override) operation, consists of stopping the
discharge pumps and closing the overboard valve.

If the instantaneous rate of discharge (30 litre/nm) is exceeded.
a) Stop the discharge pump and secure the cargo system main
valves.
b) Allow further time for oil/water interface formation.
c) If it is known that contamination has occurred, immediately use
clean water to flush the lines into the port slop tank.
d) Take interface readings.
e) Try discharging again at a reduced flow rate, carefully observing
the outflow quantity.
f) If a further discharge is impossible even though not exceeding
the 30 litre/nm limit, retain the oil contaminated water for
discharge to a shore reception facility at a later date.
If the total quantity limit is reached:
a) Stop the discharge pump immediately and secure the cargo
system.
If the ODME suffers a malfunction or failure.
a) Stop the discharge pump and secure the cargo system.
b) Dependent on the malfunction, attempt to rectify the fault using
the troubleshooting page shown on the control unit display.
Commencement of Ballast or Contaminated Oil Discharge
a) Ensure that all of the line flushing/tank washing operations are
properly completed.
b) The oil discharge line will be higher than the cargo system
discharge line.
c) Ensure that all of the pre-operational checks for the ballast
monitor system have been completed.
d) Check that the IG plant is available and on standby and that all
of the relevant IG/vent distribution system valves have been set
to their correct positions.
e) Set up the ODME control unit as described previously.
The important parameters being:
Ships situation
Type of product
Total oil limit
f) Execute a manual flushing procedure and test procedure
g) Press the START button.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Slowly run up the discharge pump to induce suction and prevent surging and
divert the flow into the port slop tank through recirculating valve CO249. When
the instantaneous rate of discharge is stabilised at a low reading, the overboard
discharge valve CO250 will open and recirculating valve CO249 will close.
Run the discharge pump at a suitable speed with the required outflow rate and
observe the litre/mile instantaneous rate output carefully.
Periodic Checks during the Discharge
a) Carefully observe any diminishing tank levels.
b) Slow down the discharge pump when there is approximately
a 1m level remaining in the tank, in order to avoid vortex
formation and possible disturbance to the oil layer.
c) Station a watchkeeper, with a radio, above the discharge point
to provide an early warning of water discolouration.
d) Be prepared to stop discharging at the 30 litre/nm alarm limit.
e) Be prepared to stop discharging at the Total Limit Alarm.
Note: Always ensure overboard valve CO250 closes and the recirculating
valve CO249 opens on reaching an operational or alarm status.
Shut Down Procedure
On completion of discharge operations.
a) Stop the discharge pump.
b) Open the recirculating valve CO249; the overboard valve
CO250 closes.
c) Ensure that the ODME system executes the full calibration/
flushing cycle to completion.
d) Ensure the print recorder shows completion of operations.
e) Switch off the oil content meter and control unit. Open the
sample pump isolator, if automatic flushing is not required.
f) Isolate the sample probe and fresh water supply valves as long
as auto-flushing is not required.
g) Execute the final line flush to the port slop tank on completion
of the contaminated oil discharge.
h) Secure the discharge system.
i) Make the appropriate entry in the Oil Record Book - Part II
which is to be countersigned by the Master.
PART 3: CARGO OPERATIONS, CONTROL AND INSTRUMENTATION
3.1 Cargo Control System
3.1.1 Distributed Control System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays and DCS Operation
3.1.4 Operations
Illustrations
3.1.1a Distributed Control System Overview
3.1.2a Operator Control Station Keyboard
3.1.3a DCS Typical Screen Display
3.1.4a DCS Operator Station Screen Display
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.1 CARGO CONTROL SYSTEM
Cargo operations are controlled from the cargo control room (CCR) in which
are located the cargo and ballast display screen and the cargo and ballast pump
control panel.
Cargo loading or discharge requires that the correct valves for a particular tank
and the manifold valves for that tank be open in order for the cargo to flow
as required. It is essential that the duty officer and others involved in cargo
loading or discharge know and understand the procedures involved. Planning
prior to loading or discharge is essential and all systems to be used for these
procedures must be checked before they are commenced. The hydraulic valve
system should be started in order to ensure that it can operate as required
during cargo loading or discharge. The cargo pump operating panel must be
checked as must the hydraulic power system for the cargo pumps.
Cargo and ballast tank levels are displayed on the cargo control room Aconis
workstation screens, the Saab tank radar workstation and the ships loading
computer, Ship Manager 88. The operation of the cargo tank level system must
be verified before discharge. Readings of tank levels must be taken before and
after discharge/loading in order to compute the amount of cargo discharged
from a particular tank or loaded into a tank. The Ship Manager 88 program
prepares suitable figures in printed format. Tank venting and the inert gas
systems must be prepared as required and these must be controlled correctly
during their operation.
Where ballasting/deballasting is to take place at the same time as discharge/
loading, the ballast system must be prepared and the ballast display checked
for operation.
If any item of equipment to be used for loading or discharge proves to be
defective during the checks made prior to arrival in port, the equipment must
be replaced or repaired. If an item of equipment cannot be replaced or repaired
a plan must be devised which will allow the desired operations to take place
using alternative systems. In the case of failure of the hydraulic valve system or
a hydraulic valve actuator, the hand pumps must be prepared or the emergency
operating procedure adopted. In the case of a failed cargo pump, the portable
cargo pump must be prepared and ready for use. The portable pump has a
different arrangement of control from the fixed cargo pumps and the duty
officer and others involved in the cargo operations must thoroughly understand
the control of the pump and its limitations. An effective communication system
must be established to allow for pump control.
The hydraulically driven deepwell cargo and ballast pumps are controlled from
the Framo cargo control panel located in the cargo control centre. Each pump
has its own control handle which allows the speed to be regulated. The control
panel also incorporates gauges which allow for monitoring of the cargo and the
hydraulic systems. The hydraulic power pack system for driving the cargo and
ballast pumps is located in the engine room but is controlled from the Framo
cargo control panel. The power pack system must be operating correctly before
any of the pumps are started.
The control and display cabinet for the remote gas detection system is located in
the cargo control centre. This unit continuously samples the atmosphere within
the ballast tanks, upper stools and the cofferdam spaces port and starboard.
It is essential that all instruments involved in cargo operations are fully
functioning before the cargo operations commence. Checks must be made on
all systems prior to the arrival of the vessel in port to ensure that there will
be no delay in cargo operations. Operating systems such as the remote valve
system and the cargo pump drive system must be prepared prior to arrival and
the control systems for such devices must be checked as operational as soon
as practicable.
Valve and pump control panels, tank level gauges and other instruments
involved in cargo operations are located in the cargo control centre where
radio communication systems are also located. The cargo control centre must
be manned at all times during cargo operations. The hydraulic power pack for
the remotely operated valves is located in the engine room but is operated from
the cargo control centre.

The duty officer in the cargo control centre can set up the ballast valves and
some parts of the cargo pipelines from the cargo display screen but a number
of the cargo valves are manually operated and must be set locally. The manual
valves are provided with memory indicators at the cargo display screen
allowing the duty officer to see immediately if a valve is open or closed.
When loading, the duty officer must request an initial low loading rate from
the terminal and only when satisfied that the system is correctly set and the
cargo is going into the desired tank should an increased rate be requested. If
at any time during the loading procedure should the tank level monitoring
system fail the duty officer should immediately request a stop to the loading
procedure whilst the system is corrected or an alternative arranged. Loading
should never take place if the duty officer is unable to determine the level in
the tank being filled. At all times the duty officer must be in complete control
of loading operations.
When discharging the duty officer must agree a discharge rate with the
terminal and the discharge must commence at a low rate and be increased to
the agreed rate when the ship and shore officers are satisfied that discharge is
proceeding correctly.
Efficient communications between the cargo control centre and the shore
terminal are essential at all times for safe and incident free loading or
discharge.

Efficient communication is also required between the cargo control centre and
the operator on deck. Communication equipment must be tested before the ship
arrives in port and reserve equipment with fully charged batteries must always
be available.
Authors Note: Confirmation required that the ships loading computer is a Ship
Manager 88.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.1.1a Distributed Control System Overview
21" CRT
EAP-3 (Chief Engineer)
EAP-4 (1st Engineer)
EAP-5 (Electrician)
EAP-6 (2nd Engineer)
EAP-7 (S/O)
EAP-8
(Officers Mess Room)
EAP-9 (Smoke Room)
No.3 Operator Workstation
(Cargo Main Server)
Cargo Control Room
Accommodation
24TFT-LCD
Monitor
Power
Operation
Reset
ACONIS
EAS
Enter Function Test W/H ECR ACK
ENG'R
HEAVY INDUSTRIES CO.,LTD Extension Alarm System
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
Power
Operation
Reset
ACONIS
EAS
ENG'R
21" CRT
No.4 Operator Workstation
(Cargo Reserve Server)
Alarm
Printer
Log
Printer
Alarm
Printer
Log
Printer
Processor
Communication
Controller-3
HUB-3-2
Processor
Communication
Controller-4
GROUP Motor Valve PID Group Set
Set
Print
Mode Set
DISPLAY
CHANNEL
PAGE TIME
TREND POWER LOG
AUTO ALARM
ACKNOWLEDGMENT CONFIRMATION
SECURITY
7
4
1
8
5
2
9
6
3
0
BS
' -
Set
Print
Mode Set
DISPLAY
CHANNEL
PAGE TIME
TREND POWER LOG
AUTO ALARM
SECURITY
7
4
1
8
5
2
9
6
3
0
BS
' -
Gate Way for Interface
Level Gauging System
(Yard Supply, SAAB) Cargo Station
Interface Unit
HUB-3-1
Engine
Calling
System
24TFT-LCD
Monitor
21" CRT
Set
Print
Mode Set
DISPLAY
CHANNEL
PAGE TIME
TREND POWER LOG
AUTO ALARM
SECURITY
7
4
1
8
5
2
9
6
3
0
BS
' -
21" CRT
Set
Print
Mode Set
DISPLAY
CHANNEL
PAGE TIME
TREND POWER LOG
AUTO ALARM
SECURITY
7
4
1
8
5
2
9
6
3
0
BS
' -
HUB-2
HUB-1
Processor
Communication
Controller-2
Processor
Communication
Controller-1
Power
Operation
Reset
ACONIS
EAS
ENG'R
POWER READY COMM JRC NDZ-127J DATA TERMINAL POWER READY COMM JRC NDZ-127J DATA TERMINAL POWER READY COMM JRC NDZ-127J DATA TERMINAL
Gate Way
for Interface
(HICM-PC 1)
VDR
(Yard Supply)
HEAVY INDUSTRIES CO.,LTD HEAVY INDUSTRIES CO.,LTD HEAVY INDUSTRIES CO.,LTD
ST-4
HRC-64A
ST-5
HRC-64A
ST-3
HRC-64A
Wheelhouse Conference Room
No.1 Operation Workstation
(Main Server)
No.2 Operation Workstation
(Reserve Server)
Engine Control Room
EAP-2
UPS-5
AC220V
UPS-6
AC220V
7D
6D
5D
4D
3D
2D
1D
26
25
24
23
22
21
18
17
16
15
14
13
12
11
ECR
Console
ECC
ECC
UPS-1
AC220V
AC220V
Power Supply
with Battery
35
34
33
75
44
45
AC220V
DC24V
AC220V
UPS-4
AC220V
Data Link-RS484(Main)
Data Link-RS485(Reserve)
ECR Console
Panel Inside
ECR Console
Panel Inside
ST-2
HRC-NET
ST-1
HRC-NET
Data Link-RS484(Main)
Data Link-RS485(Reserve)
Reserve (F/STP-LAN)
Main (F/STP-LAN)
Main LAN Cable
Reserve LAN Cable
EAS-Reserve (F/STP-LAN)
EAS-Main (F/STP-LAN)
EAP-1
DC24V
DC24V
AC220V
AC220V AC220V
DC24V Power
Engine Call Signal
Engine Call Signal
Engine Call Signal
Engine Call Signal
Engine Call Signal
Engine Call Signal
Engine Call Signal
Engine Call Signal
BZ
BZ
BZ
BZ
BZ
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.1.1 DISTRIBUTED CONTROL SYSTEM OVERVIEW
Manufacturer: Hyundai Heavy Industries
Model: Aconis - 2000
Type: Distributed Control System (DCS)
Introduction
The DCS system is a machinery alarm, monitoring and control system which
covers all of the important plant on board the vessel, such as propulsion, power
generation, boilers, auxiliary machinery and cargo/ballast systems etc.
The DCS system on board is called a distributed control system, because the
process control functions are defined locally in the process stations and not
in the operator stations. The operator stations function independently, so they
can be located at the ship control centres. This also means that each station is
capable of controlling any process, provided it has control of the appropriate
command group and the user is logged on with the correct access.
It is designed to provide the ships staff with all the basic control, alarm and
status information they require to maintain the safe and efficient operation of
the machinery, especially when the machinery spaces are unmanned.
Graphic system illustrations are presented on the system monitors which
contain line diagrams with symbols for items of machinery, pumps and valves
etc. The user clicks on a symbol and a window is displayed with available
commands and information relating to that item of plant. Other information
screens (pages) are available with alarm lists etc.
In addition to the alarm monitoring, the system also operates the extension
alarm system, which provides for signalling of alarms to specified cabins and
public spaces during periods of unmanned machinery spaces. This system is
activated when the machinery spaces are in the unattended (UMS) mode and
one of the engineers is selected as the duty engineer.
Description of System Units
The Aconis (Advanced CONtrol and Integration System) 2000 is the vessels
DCS and consists of six operator workstations in the following locations:
Engine control room (No.1, main server)
Engine control room (No.2, reserve server)
Cargo control room (No.3, cargo main server)
Cargo control room (No.4, cargo reserve server)
Wheelhouse (No.5, cargo monitoring system)
Conference room (No.6, engine room plant)
The Aconis 2000 has individual station modules for each system function that
connect to the system base network. The system consists of two main areas,
namely the operator station part and the sub-station part. The operator station
has various modules such as the communication module for telecommunication
between the operator station and the sub-station, the alarm server module for
handling the alarm data and the logging server module for the store and
management of the logging data. The sub-station comprises the process control
module (PCM) that performs the various controls with information on the
input/output of the process and the input/output controller module (ICM) that
performs data management.
The communication bus system has a basic dual network structure in which the
main bus system and the reserve bus system are separate. This enables them to
work in the event of a fault in the communication lines or stations. The system
consists of a network, connected by a main and reserve data bus system and
all of the the principal items of equipment and machinery are continuously and
automatically monitored and supervised by the system.
The DCS machinery control equipment is supplied from six dedicated UPS
units. UPS units 1 and 2 are for the engine control room system and are located
in the engine control room. Units 3 and 4 are for the cargo control room system
and are located in the cargo control room. Unit 5 is for the wheelhouse system
and is located in the wheelhouse and unit 6 is for the conference room system
and is located in the conference room.
In addition to these six UPS units, a 24V DC power supply with battery
back up is provided which is also located in the engine control room. The
unit is supplied with 220V AC from the engine control console. The 220V is
transformed and rectified to supply the load with 24V DC. The system also
consists of a 24V battery unit made up of two maintenance free sealed 12V,
25Ah batteries. The batteries are normally on a floating charge with the load
being supplied from the main 230V supply. In the event of loss of the 220V AC
input, the battery unit will automatically take over supplying the load.
Operator Workstations
The operator workstations can be considered as the computer interface between
the operator and the processes controlled and monitored by the DCS system.
The control computer, keyboard, trackball unit and the colour graphic monitors
form each workstation. The functional keyboard can be directly handled by the
trackball.
At the engine control room and cargo control room, where there are two
monitors in use, one monitor can be used for a status view and the other for a
group view of the same process.
The control stations in the engine control room and cargo control room have
printers which can print alarm and data information (logging) or reproduce
screen mimics.
Sub-Stations
The process control module (PCM) is the brains of the sub-station and uses a
32 bit micro-processor for high speed operation. The PCM supervises the plant
control with input/output data to perform scanning of devices, unit conversion,
linearisation, PID controlling and so on. and also provides the following:
Execution of the control logic using real time data exchange
between the operator workstation and other PCM elements
Standard field bus communications with the ICMs
The ICM element that is connected to the PCM consists of a micro-processor
board and an input/output board for digital/analogue as well as standard field
bus and CAN protocol for PCM communication.
Alarm Printers
The alarm printers are connected to the alarm and log station, which record
all the alarms activated and the alarms which have returned to the normal
condition in the ECR and the CCR. A new alarm entering the list is given the
following priority colours:
Alarm - red
Interlock event - blue
Normal event - black
Log Printers
The report printers are connected to the alarm and log station and are used for
process monitoring and reporting in the ECR and the CCR. When the printing
of the log information and daily log information are carried out at the same
time, the daily log will have priority.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.1.2a Operator Control Station Keyboard
HEAVY INDUSTRIES CO.,LTD
Group
Power Mode Set
Motor Valve PID Set Point
Security
Page
Confirmation
Main Page
Responsibility
Last Page
Command Cancel
Acknowledgment
Auto Alarm
Trend
Sound Ack
Function ECDIS Conning
Display
Graphic Group FBD Main
Trend
Custom Alarm Inhibit
System Report Help
Start
Reset
Stop
Standby
Start
Reset
Stop Open
Manual
(Auto)
Travel
Stop
Ki Kp
Local
Set Point
Manual
Output
Local
Remote
Setpoint
Manual
/Auto
Alarm
High
Alarm
Low
Interlock
Total
Hour
Time
Delay
Slow
Down
Kd
Close
Stand By
Unbalanced/
Balanced
Governor
Pulse
Light
Time
Mode
Load
Dependent
Start
Load
Dependent
Stop
Synchro
-nizing
Load
Sharing
Heavy
Load
Idle
Time
Light
Load
Heavy
Time
7
4
1
0 . -
2 3
5 6
8 9 BS
Key OP
Group Control
Power Control
Display Section Function Selection
Page Shift and
Security Keys
Acknowledgment
LED Indicator Cursor Shift Numeric keys
Confirmation
10 7 6
9
8
4
2 3
1
5
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.1.2 OPERATOR STATIONS
Operator Panel
The systems operator/user interface is the monitor screen, operating display
panel, trackball and keyboard. The monitor screen displays the system views
and the operating display panel is used to interact with those views. The
keyboard is used for set-up and configuration purposes. The operating display
panel is used to interact with the views on the monitor screen, display a new
view or to act upon an element within a view.
Operator Station Keyboard
The keyboard consists of the following keys:
Group Control Section (Item 1 in Illustration 3.1.2a)
Motor - Start, stop standby and reset buttons
Valve - Open, close, manual/auto and travel stop buttons
PID buttons for - Selecting the local/remote set point, manual/
automatic mode,
Ki to change integral parameter
Kp to change proportional parameter
Kd to change differential parameters
Local set point to change the local set point and manual
output to change the manual output
Set Point - Alarm high, alarm low, interlock, total hours, time
delay and slowdown
Function Selection (Item 2 in Illustration 3.1.2a)
Conning or ECDIS selection (Authors Note: Details to add
when further information available.)
Display Selection (Item 3 in Illustration 3.1.2a)
Main, graphic, group, FBD, trend, system, report, help, custom,
alarm and inhibit display
Page Shift and Security Key Selection (Item 4 in Illustration 3.1.2a)
Main page -For selecting the main page on the system
Last page -For selecting the last page or display
Responsibility - Used to transfer/cancel the keyboard
responsibility for the process control
Power Control Selection (Item 5 in Illustration 3.1.2a)
Power -
Start - Start a generator engine
Stop - Stop a generator engine
Standby - Place the generator engine on standby duty
Reset - Reset a generator engine trip condition
Mode selection buttons -
Mode - Pop-up window key for generator mode change
Synchronising - Alternative function of manual/automatic
mode
Load sharing - Alternative function of manual/automatic
mode
Unbalanced/balanced - Alternative function of manual/
automatic mode
Load dependent start - Alternative function of manual/
automatic mode
Load dependent stop - Alternative function of manual/
automatic mode
Power set buttons
Heavy load - Change of heavy load value
Light load - Change of light load value
Heavy time - Change of heavy load time value
Light time - Change of light load time value
Idle time - Change of idle running time value
Governor pulse - ????
Numeric Keys (Item 6 in Illustration 3.1.2a)
Numeric keys - Used for changing the values of the displays
BS key - Press for back space
Cursor Shift Keys (Item 7 in Illustration 3.1.2a)
TREND shift keys - Used for moving to another trend display
AUTO ALARM scroll keys - Used for scrolling up or down
alarm lists.
Confirmation Section (Item 8 in Illustration 3.1.2a)
Command - Executes the input command
Cancel - Cancels the command message
Acknowledgement Section (Item 9 in Illustration 3.1.2a)
Sound - Used for silencing the alarms
Ack - Used for acknowledging the alarms
LED Indicator (Item 10 in Illustration 3.1.2a)
This indicates if power is available to the keyboard
Trackball
The trackball is used to position the cursor on the screen display.
Monitor Screen Operations
The monitor screen is activated by switching the power on and a display is
accessed by pressing the required key on the keyboard or icon on the monitor
screen display.
To open a status, group or alarm display, press the status, group or alarm key
on the keyboard or the icon on the monitor screen display. The previous or the
next page can be viewed by pressing the appropriate page key.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.1.3a DCS Typical Screen Display
Graphic
Alarm
Inhibit
Trend
Group
Custom
I/O
Network
Point Control
Log
Function
I/O Configure
Graphic Editor
FBD Editor
FBD Run
Control Config
User ID
Log In
Log Out
Main Page
Registration
Num Pad
Monitor
Sound Ack
N110#1 N110#2 Cargo Exhaust
ACONIS* ACONIS*
Server No.1
Date and Time
Authors Note: Cargo System Screen Shot to Insert Here
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.1.3 SCREEN DISPLAYS AND DCS OPERATION
Authors Note: Limited information available on the DCS operations. Further
details to be added during the verification visit.
Monitor Screen
Status Display
The display system of the Aconis 2000 home page is divided into three major
parts as shown in illustration 3.1.3a. The first is the main display which is
designed to provide easy access to functions and processes and shows the
outline form of the ship. The second is at the bottom of the screen and is a
process menu which allows the user to have real time access to the process
which then allows the operator to add/delete or control process functions. The
third is on the left hand side of the screen where the menu is constructed in
three sections, namely:
Aconis main function - This section includes the following
menus:
Graphic (graphic configurator for process menu)
Alarm
Inhibit
Trend
Group
Custom
I/O
Network
Point control
Log
Function
I/O configure
Graphic editor
FBD edit
FBD run
Control configuration
Others -
Log in
Log out
Main page
Registration
Number pad
Sound off/acknowledge -
Sound
Acknowledge
Graphic Display
The graphic displays are shown on the monitor of the operator stations. These
displays show all or part of a system or process using standard symbols to
represent the actual plant, equipment, valves, motors etc. Events such as
alarms and messages are also shown on the displays.
The operator panel is used to interact with the display and control the process.
This is achieved by the use of the trackball and buttons to point and click on
symbols and menus.
Alarm Display
The alarm display can show a total of 30 lines per page and arranges the events
in chronological order which is called the display list. It shows the channel
number in which the alarm was activated, the time when the event occurred
and the present measurement value. The alarm high and low limit can also
be shown. Any new alarm will be displayed at the top of the screen and will
flicker until it is acknowledged. If the operator double clicks on the alarm or
clicks the ACK screen button at the main menu, the alarm will be accepted and
go to steady state.
The alarm display window also provides access via buttons at the top of the
screen to the extension alarm stations (EAS) group which displays alarms and
alarm lists by group selection (bilge, fire, main engine etc). There are also
buttons to allow the operator to view the alarm history and a RELOAD button
that reloads the alarms with selective acknowledge/severity condition from the
database and will display the alarms on the screen.
Inhibit Display
The inhibit display can show a total of 30 lines per page and arranges the
events in chronological order which is called the display list. This display
shows in sequence the channel in which the alarm generated is either blocked
(interlocked) manually by the operator or suppressed due to the internal status
of the system. The interlock status is presented as a cyan colour (check) and
the suppressed status is presented as a blue colour (check).
Trend Display
Pressing this button provides access to the history and live trend from a
selected trend group. The live trend button displays the history data from the
present time to 30 minutes previous and also the current live data. The history
trend button, with the time and date configured, will show the historical data
by its interval time.
Group Display
The group display indicates the detailed information and status of each
channel according to the type of channel. The control of the relevant channel,
the change of setting value and the operation of the alarm inhibit set/clear
operation can be conducted using the keyboard or the trackball.
Custom Display
The custom display shows detailed information on the tag name, description,
high/low limit etc, and the current status by the channel type (analogue/digital).
One page reserves up to 35 channels and can be configured by the operator to
show information on specific group systems such as the main engine analogue,
main engine digital systems etc etc.
I/O Status
Pressing this button will provide a visual indication of the status such as on/off,
fault, error etc of the process cards fitted in each sub-station that go to make
up the DCS. Detailed information such as the tag name, description, maximum
and minimum value of a point can also be accessed.
Network Status
This displays the configuration and the status of an entire system and displays
detailed information of each device
Point Control
Authors Note: Details to Add during ship visit.
Log
Function
I/O Configure
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Graphic Editor
FBO Editor
FBO Run
Control Configure
Authors Note: Limited information available on the Aconis 2000 and the menu
buttons on the left hand side of the screen. Further details to be added during
the verification visit.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.1.4a - DCS Operator Station Screen Display to Insert Here
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.1.4 OPERATIONS
Authors Note: Detailed operation of the DCS to include here during verification
trip to the vessel.
3.2 Cargo Control Room
3.2.1 Cargo Control Centre
Illustrations
3.2.1a Cargo Control Room and Ships Office
3.2.1b Control Console for Cargo Pumps, Ballast Pumps and Hydraulic Power Packs
Revision: Draft 1
Date: November 2006
IMO No. 9260043
17
2
18
20 8 8 8 7
18
17
18 18
18 18 18
21
15 16
8
39 41
38
37 36
35 34
15 15 16 15
12 11 10 9
VSP
24
26
28
25
29
30
14
Key
1 - Power Supply Unit for Cargo Control Room
2 - Clinometer
3 - Gas Detector Cabinet
4 - Gas Alarm Meter
5 - Gas Detection Alarm and Control Panel
6 - Automatic Telephone
7 - TWT???
8 - Bookcase
9 - Load Master Printer
10 - Load Master Workstation and Keyboard
11 - No.3 Operating Workstation for Alarm and
Monitoring System
12 - No.4 Operation Workstation for Alarm and
Monitoring System
13 - Cargo Tank Monitoring System Workstation
14 - Cargo Pumping System Control Panel
15 - Fluorescent Light
16 - Emergency Fluorescent Light
17 - Revolving Arm Chair
18 - Chair
19 - Monitor for Workstation
20 - Desk Lamp
21 - Coffee Table
22 - ODM Calculator
23 - Inmarsat-B Telephone
24 - Automatic Telephone Exchange
25 - Sound Powered Telephone
26 - VHF Handset
27 - VHF Power Supply Unit
28 - VHF Main Unit
29 - Log Printer
30 - Alarm Printer
31 - Electric Pressure Transmitter Box for Tank
32 - Filing Cabinet
33 - Inert Gas Generator Control Panel
34 - Cargo Alarm Monitoring System Panel
35 - Tank Level Gauging Cabinet
36 - Hospital Alarm Buzzer
37 - Speaker
38 - Electrick Clock
39 - Sideboard
40 - Outdoor Light Control Panel
41 - Refrigerator
42 - Switch Box for Pump Room
43 - Extension Alarm Panel
Illustration 3.2.1a Cargo Control Room and Ships Office
13
17 18
19
32 32
31
27
1
5
4
3
40
43
33
6
22
23
42
Cargo Control Room
Ships
Office
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.2 CARGO CONTROL ROOM
3.2.1 CARGO CONTROL CENTRE
The cargo control room (CCR) and ships office are located amidships on A
deck within the accommodation block and are forward facing to enable the
main deck area to be visually monitored from the control centre. From the CCR
all of the necessary equipment and controls are located to permit the centralised
supervision of the cargo operations during the loading and discharging of a
cargo.
The ships office can be accessed either directly from the CCR or from the
passageway. The layout of the CCR and ships office have been detailed in
illustration 3.2.1a and includes the following equipment:
CRT for alarm and monitoring system
Printer for alarm and monitoring system
Cargo tank monitoring system work station
High and overfill level alarm panel
Cargo pumping system control panel
Cabinet for tank level gauging
Inert gas generator control panel
AMS cargo panel
Gas detection cabinet
Gas alarm meter
Gas detection alarm and control panel
ODM calculator
VHF main unit
VHF handset
Telephone for Sat Nav B
Sound powered telephone
Power supply unit for cargo control room
Outdoor light control box
Switch box for pump room
Extension alarm panel
Load master printer with keyboard
Automatic exchange telephone
Clinometer
Filing cabinet
Hospital alarm buzzer
Speaker
Electric clock
Printer
Book case
Tank sounding board
Cargo Pump Control Console
The cargo and ballast pumps are controlled from a separate console as detailed
in illustration 3.2.1b. This control console allows control of the pump speed,
monitoring of the system pressures and temperatures. The pumps can be
tripped from the cargo control room.
The hydraulic pumps can be started and stopped from switches above the pump
operating controls. Alarms are fitted to give warning of abnormalities.
MANUAL OVERRIDE BOARD
(Placed inside the Control Panel)
WARNING
DETAILED INSTRUCTION IN SERVICE MANUAL TO BE FOLLOWED STRICTLY.
OVERRIDED
FUNCTION TO
BE WATCHED
CAREFULLY
OIL LEVEL FEED
PRESSURE
ACTIVATE
CHECK LIST. BEFORE AND DURING OPERATION:
- FEED PRESSURE
- OIL TANK LEVEL
- OPEN SUCTION/RETURN VALVES
- OPEN COOLING WATER VALVE/OIL TEMP.
VALVE
POSITION
RETURN LINE
SYSTEM
PRS. COMMAND
LIMITATION
OVERRIDE OF INDIVIDUAL SHUTDOWN FUNCTION MODE 1 .
OVERRIDE OF ENTIRE CONTROL SYSTEM
(PLC FAILURE)-EMER. STOP BUTTONS ARE ACTIVE
MODE 2 .
1
0
-
UNLOAD
HYDR. PUMPS
DURING START
UNLOAD
LOAD
Illustration 3.2.1b Control Console for Cargo Pumps, Ballast Pumps and Hydraulic Power Packs
FRAMO CARGO PUMPING SYSTEM
300
225
190
75
0
BALLAST PORT
BALLAST STBD
SLOP PORT 6 PORT 5 PORT 4 PORT 3 PORT 2 PORT 1 PORT
SLOP STBD 6 STBD 5 STBD 4 STBD 3 STBD 2 STBD 1 STBD
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
300
225
190
75
0
No.1 PP
HEATING HEATING
FEED PUMP No.1 FEED PUMP No.2
HYDR. OIL TANK
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
MAIN
PRESSURE
LINE
No.4 DE PP No.2 PP
VALVE
CLOSED
MAIN
RETURN
LINE
10
0
5
bar
2000 2500
0
1000
R.P.M
0
50
100
150 C
EXCESSIVE WEAR
ALARM
TRIP
REMOTE CTRL
RUN
START STOP
No.3 DE PP
10
0
5
bar
2000 2500
0
1000
R.P.M
0
50
100
150 C
EXCESSIVE WEAR EXCESSIVE WEAR
ALARM
TRIP
POWER ON
THRUSTER ON
24 VDC POWER FAIL
MANUAL OVERRIDE
IGS PRS. LOW LOW
RETURN PRESS. LOW
FEED PRESS.LOW
FILTER CLOSED
SUCTION LINE CLOSED
COOLING SYSTEM FAIL
SYSTEM PRESSURE LOW
OIL TEMP. HIGH OIL LEVEL HIGH
OIL LEVEL LOW
OIL LEVEL
LOW LOW
REMOTE CTRL
HEATING ON
RUN
START STOP START STOP
ON OFF
RUN
LUBE OIL PRESSURE DIESEL RPM COOLING WATER TEMP LUBE OIL PRESSURE DIESEL RPM COOLING WATER TEMP
START
HIGH
START
LOW STOP
START
HIGH
START
LOW STOP
200
400
600
800 A
EXCESSIVE WEAR
START
LAMP
TEST
ACCEPT RESET
STOP RUN
200
400
600
800 A
PRESSURE SET.
STOP
SYSTEM PRESSURE
0
100
400
300
200
bar
FEED PRESSURE
0
5
15
10
bar
HYDR. OIL TEMP.
0
20 80
100
40 60
C
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
3.3 Cargo Tank Instrumentation System
3.3.1 Tank Level Measurement
3.3.2 Gas Detection System
3.3.3 Portable Measuring and Sampling Equipment
3.3.4 Loading Computer
3.3.5 Remote Sounding and Draught Gauging System
Illustrations
3.3.1a Saab Tank Level Monitor Display
3.3.1b Tank High Level and Overflow Alarm System
3.3.2a Gas Detection Alarm Panel
3.3.3a Manual Sampling Device
3.3.4a Loading Computer Profile Image
3.3.4b Loading Computer Longitudinal Strength Screen
3.3.5a Tank Level and Draught Gauging System
3.3.5b Tank Level Gauge Boards
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.3 CARGO TANK INSTRUMENTATION SYSTEM
3.3.1 TANK LEVEL MEASUREMENT
Saab Tank Radar System
Manufacturer: Saab Marine Electronics
Type: Saab Rosemount STar
General Description
The radar transmitters on the top of the tank emit microwaves directed by an
antenna towards the surface of the tank contents. The antenna picks up the
echo from the surface. The difference in frequency between the transmitted and
reflected signal is directly proportional to the measured distance i.e. ullage.
The tank level gauging system is made up of the following units:
Level unit
Transmitters
Level Unit
The level unit contains terminals for the intrinsically safe connection of the
transmitters. It contains the electronics used for processing the signals from the
transmitters, for calculating the tank parameters, such as a trim/list, corrected
ullage, average cargo temperature etc., and for communicating with the cargo
control system. The illustration 3.3.1a opposite shows the Saab screen display
indicating the levels in the cargo tanks, the draught levels are indicated in the
area above the tank gauging levels. The Level High (%) can be manually
adjusted in order to allow the operator to set specific alarm points for any of
the individual cargo tanks. This function is useful when setting the filling limits
on a particular tank, either the maximum level the tank should be taken to or
when topping off a set of cargo tanks should commence.
Transmitters
The transmitters measure the distance to the product surface, using a continuous
radar signal, and have an electronic box that generates and processes the radar
signal.
The Saab tank radar system is very similar to the normal Saab tank level
measuring system except that the transmitter readings are relayed directly to
the cargo control system which then displays the information for the cargo
tanks on the respective screen displays. The tank level information is also
relayed to the cargo loading computer.
Illustration 3.3.1a Saab Tank Level Monitor Display
Authiors Note: Confirm screen shot details onboard
Window
Help Close All Nov 04 21:02:09 2006
Overview Ballast Tk Misc Tk
Alarm
Group System Ov.
Saab TankRadar
Temps
Trim A 0m
List S 0.2 SHIP NAME
Draft Aft
14.63m
Draft Fore
14.63m
Draft Port 14.63m
Draft Stbd 14.63m
Trim/List Corr: Plug
Seawater Density: 1.0250 kg/l
i i i i i
CT 1S
i
i
i
i i i i i
CT 1P
CT 2S
CT 2P
CT 3S
CT 3P
CT 4S
CT 4P
CT 5S
CT 5P
CT 6S
CT 6P
SLOP S
SLOP P
Temp Avg.
11.9C
Ullage
1.700 m
Temp Avg.
11.9C
Ullage
1.700 m
Temp Avg.
11.9C
Ullage
1.810 m
Temp Avg.
11.9C
Ullage
1.810 m
Temp Avg.
11.9C
Ullage
1.790 m
Temp Avg.
11.9C
Ullage
1.790 m
Temp Avg.
11.9C
Ullage
2.800 m
Temp Avg.
11.9C
Ullage
2.250 m
Temp Avg.
11.9C
Ullage
1.770 m
Temp Avg.
11.9C
Ullage
1.780 m
Temp Avg.
11.9C
Ullage
1.740 m
Temp Avg.
11.9C
Ullage
1.750 m
Temp Avg.
11.9C
Ullage
1.580 m
Temp Avg.
11.9C
Ullage
1.590 m
i
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Troll
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Tank Bottom
Tank Top
Overfill (98%)
High (95%)
L2
L
L1
200
Min 200
Illustration 3.3.1b Tank High Level and Overflow Alarm System
Tank Name
No.1 COT (P)
No.1 COT (S)
No.2 COT (P)
No.2 COT (S)
No.3 COT (P)
No.3 COT (S)
No.4 COT (P)
No.4 COT (S)
No.5 COT (P)
No.5 COT (S)
No.6 COT (P)
No.6 COT (S)
Slop Tank (P)
Slop Tank (S)
1388
1388
1447
1447
1447
1447
1447
1447
1447
1447
1414
1414
1429
1429
1153
1153
1212
1212
1212
1212
1212
1212
1212
1212
1179
1179
1194
1194
627
627
686
686
686
686
686
686
686
686
672
672
710
710
L (mm) L1 (mm) L2 (mm)
Float
Test Rod
Adjust
Boss
Upper Stopper
Test Lever Cap
Lower Stopper
Guide Pipe
Earth Strap
98% Alarm 95% Alarm
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Independent High Level Alarms
Each of the cargo and slop tanks is also fitted with a Pan-Asia high and overfill
alarm which is totally independent of the Saab tank radar level monitoring
system.
The sensors for each of the cargo tanks and the two slop tanks are as shown in
illustration 3.3.1b and have two level switches. Each switch has a single float
with a built-in permanent magnet for each alarm level and as the float moves
upwards, a reed switch inside the housing is deactivated, the reed switch goes
open circuit and an alarm is initiated.
Each sensor is connected to an alarm module with all signal monitoring being
done by a pre-programmed microprocessor in each module. There are several
LEDs and lamps situated at the front of this alarm panel with the following
functions:
The green lamp is illuminated when the module power supply
is working correctly
The yellow LEDs indicate a High level alarm
The red LEDs indicate an Overfill level alarm
All the alarm modules are connected to a common alarm processing unit.
The alarm panel is mounted on the bulkhead in the cargo control room and has
all of the necessary alarm and test button functions.
The overfill alarm is set to operate at 98% and the high level alarm is set to
operate at 95% for each tank.
When a float moves upwards and actuates the reed switch, the relevant LEDs
on the alarm module will start to flash, the buzzer in the alarm panel will sound
and the BUZZER STOP button will light up. There are two red and yellow
xenon strobe alarm lights fitted, one set on port side of the bridge front on the
compass deck level and the other set on the forward mast facing aft. A siren is
also fitted to its respective strobe light at both locations, These lights and the
sirens will be activated as follows:
Yellow STROBE light indicates a HIGH level alarm
Red STROBE light indicates an OVERFILL level alarm
Pressing the BUZZER STOP button will cause the alarms to stop. However,
the LEDs on the alarm module will continue to flash. Pressing the FLICKER
STOP button will cause the LEDs to become steady.
Special Functions
Testing
Each level switch is fitted with a mechanical testing device which is located
under a screw cap on top of the level switchs junction box. By lifting the
testing rod slowly both the high and overfill alarm, for that particular tank,
will be triggered.
To Test the System
a) Switch on the system.
No alarm indicator lamps on the alarm panel should be lit. A set of white
lamps, one for the high level and one for the overflow are located on the alarm
panel and are illuminated if the module power supply is working properly. If
there is a problem with either the 220V AC supply or the 24V DC output from
the AC/DC switching unit, the power failure alarm will function for the high
level or overfill alarm system. Accept this by pressing the BUZZER STOP
button, the respective failure lamp will be illuminated.
b) Check all lights and the buzzer on the alarm panel by pressing
the LAMP TEST/BUZZER button on each of the alarm
modules.
c) Activate an alarm in each tank by lifting the testing device
approximately 10mm.
The alarm LEDs on the alarm panel will flash, the buzzer in the alarm panel
and the siren on deck will sound, and the xenon strobe alarm lights on the
bridge front and forward mast will flash.
d) Press the BUZZER STOP button on the HIGH alarm module.
The siren, xenon strobe alarm light and the buzzer in the alarm panel should
turn off, the buzzer will continue if an OVERFILL alarm is active. The yellow
alarm LEDs on the alarm module should continue to flash.
e) Press the BUZZER STOP button on the OVERFILL alarm
module.
The siren, xenon strobe alarm light and the buzzer in the alarm panel should
turn off. The red alarm LEDs on the alarm module should continue to flash.
f) Press the FLICKER STOP button on the HIGH alarm module.
All the yellow flashing LEDs on the alarm module should turn constant.
g) Press the FLICKER STOP button on the OVERFILL alarm
module.
All the red flashing LEDs on the alarm module should turn constant.
h) Ensure that the testing device on each alarm unit has been
returned to its normal position, replace the protective screw
cap.
All alarm lamps on the panel will now turn off.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.3.2a Gas Detection Alarm Panel
3. NO.1 WBT STBD 4. NO.2 WBT PORT
10. NO.4 WBT STBD
11. NO.5 WBT PORT 12. NO.5 WBT STBD
13. NO.6 WBT PORT 14. NO.6 WBT STBD
9. No.4 DBWB TANK CENTRE
27.No.1 UPPER VOID TANK
LOW GAS ALARM HIGH GAS ALARM ACCEPTED
FLOW FAILURE ACCEPTED
DISCONNECTED
AUTOMATIC
CALIBRATION
ACCEPT
ALARM
BUZZER
GAS IN CAB
POWER
RESET
LAMP
TEST
ON/OFF
RESET
ALARM
PURGE
CONNECTION
CONTROL
(DIM)
UP
SAMPLE SELECTOR
SAMPLE
POINT
DOWN
(DIM)
MANUAL
ACTIVE
GAS SAMPLING SYSTEM OGS 3.0
OMICRON
1. FORE PEAK TANK
23. SPARE 24. SPARE
2. NO.1 WBT PORT
15. NO.1 UPPER STOOL 16. NO.2 UPPER STOOL
21. WBP TRUNK PORT 22. WBP TRUNK STBD
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.3.2 GAS DETECTION SYSTEM
Manufacturer: Omicron
Model: OGS 3.0/24 (for ballast tanks and void spaces)
Sensor type: Infrared
No. sample points: 24
Low alarm set point: 10% LEL
High alarm set point: 30% LEL
Introduction
The Omicron Gas Sampling System is a computerised gas detection system,
which monitors and detects explosive gases in the ballast tanks and void
spaces.
The system has 23 external sampling points and one internal point for sampling
the atmosphere inside the detector cabinet itself. Of these sampling points, 14
are designated to cover the ballast tanks including the fore peak tank, where
there is one sample point per ballast tank. Sample points are also fitted in each
upper void space and in the ballast pump spaces. The sampling points are each
fitted with a non-return valve.
The gas detection system is an automatic scanning, permanently installed gas
detection system. The automatic scanning function ensures that the detector
is connected to the different sampling points in a predetermined sequence.
After a sample has been drawn and analysed the sample point is purged. This
avoids unnecessary quantities of dust, dirt, salt and moisture being drawn
into and retained in the individual sample pipes in the system and avoids the
necessity of in-line filters which are a known source of faults. At the end of
each sampling sequence the air in the gas cabinet is analysed, during this phase
GAS CABINET CHECK is displayed on the LCD screen.
The sampling system has three modes of operation which are:
Automatic
Manual
Calibration
A gas cylinder, with a gas mixture of known composition, is connected to the
system for regular calibration of the gas alarm instrument, as well as checks
on the operation of the system.
The gas detection system consists of four primary units:
Display Units
The display unit contains all the control and checking functions of the system
and is located in the CCR. The display unit is divided into two parts - the gas
alarm panel and the operating panel. The gas alarm panel is activated when a
gas alarm situation is detected. The sampling point number, alarm level and the
actual gas detector in alarm are displayed.
The operating panel continuously displays the last sampling point and the
measured value.
Detector Cabinet Unit
The detector cabinet is situated in the CCR and contains all of the functions
for the gas detection and transportation of the test samples, as well as an
internal sampling point for monitoring internal gas leakage. The power to the
detector cabinet will automatically be shut off should any gas be detected in
the cabinet.
The hydrocarbon gas detection for the ballast spaces is carried out by a
SEARCHPOINT OPTIMA PLUS infrared gas detector.
External Alarm Panels
The function of this panel is to indicate alarms/faults visually and audibly on
the bridge.
Pipe System
The pipe system transports the test samples from sampling points to the
detector cabinet and incorporates shut-off valves and flame traps, which are
located at the detector cabinet.
It is important that the control/instrument air supply to the system is never
isolated during the normal operation of the control units. The individual
sampling line isolation valves must also remain open during normal sampling
operations, these are located in the foam room.
Special attention should be made to the ballast tank sampling system. When
individual ballast tanks are filled, each sample point in that tank must be
disabled from the scanning cycle at the control unit and disconnected by a ball
valve. When disconnected, the display unit will send a counter air pressure
flow down the line, this is sufficient to ensure that no water can enter the
system, which might otherwise cause damage. The non return valve on each
sample tube is a back up in case the disabling is not carried out.
Ballast Spaces Display Unit
Prior to starting up this display unit the operating mode must be selected on the
display panel. The normal operating mode is AUTOMATIC.
Start Up
a) Switch on the system by pressing the ON/OFF button. The
buzzer will start sounding and can be silenced by pressing the
ACCEPT ALARM button.
b) The system will now initialise and the sensors warm-up for sixty
seconds. During this period the display will show configured
alarm settings for each alarm.
c) After the warm-up phase the unit will automatically show the
correct sensor values.
Response to Alarms
All alarms are indicated by the buzzer on the panel, LEDs on the panel and
external air horn and light. Acknowledging alarms is in two steps:
a) Press the ACCEPT ALARM button to switch off the audible
and visual alarm indicators.
b) Press the RESET ALARM button, the actual alarm LED will go
from flashing to steady or disappear if the alarm condition has
gone. External alarm relays will be reset irrespective of whether
the alarm condition is still present or not.
Gas in Cabinet
To ensure safe operation, the gas sampling system analyses the atmosphere
in the interior of the detector cabinet for hydrocarbon gas content. During
sampling of the cabinet this is shown on the LCD display. Sampling is carried
out during the start-up phase and between the last and first sample points.
If a gas concentration above the permissible level is detected all power and
communication to the gas cabinet will be shut off. The buzzer can be silenced,
but this FATAL SYSTEM FAILURE alarm cannot be reset with the RESET
ALARM button.
WARNING
The only way to restore the system is by the use of the POWER RESET
button. Power and communication to the detector cabinet is only to be
restored after the cabinet has been ventilated and the fault corrected due
to the danger of explosion.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
After activating the POWER RESET button the display will show:
POWER ON AFTER GAS IN CABINET
Calibration
Span Calibration
The gas detection system has built in automatic calibration and test facilities.
When starting up the system set the MODE selector to CALIBRATION.
On completion of the system initialising the following will be displayed:
SENSOR CALIBRATION USING TEST GAS
SAMPLING TEST GAS GAS 1 0% LEL(OR PPM)
The above lines for different gases will depend on the number and type of
sensors.
Note: The test gas as supplied by Omicron is 50% LEL N-Butane in air
(DIPPR standard). Test gas can be manufactured to other standards therefore
always check the test gas value and standard before calibration. Where the
test gas is manufactured to ISO standards the system will theoretically show
41.7% LEL.
The test gas flow during calibration must be between 150 and 200 litres per
hour and this can be set by adjusting the test gas regulator.
Zero Calibration
When the system is in the MANUAL IDLE mode the system will analyse
the detector cabinet interior atmosphere. With clean air the reading will be
0% LEL for the HC sensor. Alternatively a clean air supply can be connected
instead of the test gas bottle.
CAUTION
Do not use a pressurised air supply.
Flow Failure Alarm
The most likely alarm from the system is the FLOW ALARM. The system
will continuously monitor the vacuum in the system to ensure valid samples
are being drawn to the sensor. The OGS3.0/24 has two vacuum pumps. The
main pump is used to draw the samples from the sample tubes in the detector
cabinet, this ensures fresh samples to the sensor. The sample pump feeds the
sample to the sensor, if this flow is restricted it will lead to a FLOW FAILURE
ALARM.
The alarm buzzer will sound and the BUZZER SILENCE and ACCEPT/
RESET buttons will light up.
The LCD display will show the following:
XX SAMPLE POINT NAME
FLOW FAILURE ALARM
The sample point LED will change from a steady GREEN to a slow flashing
ORANGE.
Note: The sample point LED only changes colour when the unit is in the
automatic mode.
Press the ACCEPT ALARM button to stop the buzzer sounding, the red light
in this button will also be cancelled.
Press the RESET ALARM button, the red light in this button will be
extinguished and the sample point LED changes from slow flashing ORANGE
to a steady ORANGE colour.
In the AUTOMATIC mode the system will move to the next sample point and
commence to purge the restricted sample point. The restricted sample point
will be selected and sampled during the next sequence. The steady ORANGE
LED will remain until the restriction is cleared.
In the MANUAL mode the system will relieve the sample pump by taking air
from the cabinet when the vacuum exceeds the FLOW FAILURE level but
will try to sample the restricted sample point again after the ACCEPT/RESET
button has been pressed. The steady ORANGE LED will remain until the
restriction is cleared.
Note: The most common cause for this alarm is forgetting to DISABLE the
sample points to ballast tanks which are filled with water. Condensation and
water in the sample lines, clogged flame arrestors and sticking non-return
valves are also common causes.
For further information and operating instructions refer to the makers operating
manuals.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
500
Illustration 3.3.3a Manual Sampling Device
LOCK
FREE
DOWN
UP
2
3
7
4
3
1
2
6
5
4
1
2
3
4
5
6
7
Adjustable Nuts
Securing Collar
Sample Bottle
Exhaust Cock
Tape Wiper
Securing Collar Reel Lock
Tank Gauging System
(Vapour Control Valve)
Liquid Sampling
Bottle
Storage Barrel
Tape Reel Device
Deck Stool Piece
Sample Filler
500 Sampling
500 Filling
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.3.3 PORTABLE MEASURING AND SAMPLING
EQUIPMENT
Introduction
One ND50 (2") seal valve is fitted to each cargo oil tank, slop tank and residual
tank. Two ND25 (1) seal valves are fitted to each cargo tank and one ND25
(1) seal valve to each slop tank and residual tank. These seal valves provide
manual dipping and sampling points, independent ullage checks, temperatures
and oil/water interface readings using the MMC portable cargo monitoring
device. The seal valve allows for the connection and disconnection of the
portable cargo monitoring devices, gas sampling station and liquid sampling
without having to broach the inert gas in the cargo tanks.
Sufficient hand dipping points are fitted for checking the dryness (retained on
board value) of the cargo oil tanks in accordance with the requirements of the
IMO and pre-wash requirements for chemical cargoes.
IMO MARPOL regulation 15.(3)(b) states effective oil-water interface detectors
approved by the administration are to be provided for a rapid and accurate
determination of oil-water interface in slop tanks and shall be available for use
in other tanks where the separation of oil and water effluent may take place and
from which it is intended to discharge the effluent direct to the sea.
MMC Gauging Device
The MMC gauging device Model D-2401-2 as shown in illustration 1.2.2a has
been inspected and type approved for usage with oil cargoes and is of the semi-
closed gauging construction. The unit performs three functions namely Ullage,
Temperature and Oil-Water interface.
The MMC gauging device Model N-2401-2 is suitable for closed gas-tight
gauging in a chemical tanker. The MMC gauging device with the Model
number N-2401-2/D-2401-2 is of the three function type reading ullage,
temperature and oil-water interface. This unit is of the closed gas-tight type
suitable for chemical tanker operations.
One MMC gauging device with the Model number N-2401-2/D-2401-2 is
supplied to the vessel.
Procedure for Ullage Gauging
a) Remove the cap of the vapour lock then mount the tape reel
device with storage barrel on the vapour lock. Securely tighten
the collar of the storage barrel.
b) Depress the pushbutton POWER momentarily, the LCD must
indicate 000.0 or 1. If power is already on and the unit is in the
temperature mode push the MODE button to change to ullage
mode.
c) Open the valve of the vapour lock and loosen the reel lock
screws so that the reel can be rotated and lower the sensing
probe into the tank. Do not allow the probe to free fall, use
controlled lowering otherwise the head may be damaged.
d) Lower the head slowly until the horn sounds. When the probe
reaches the top of the oil layer there is a continuous tone. If a
beeping tone sounds it means that conductive liquid like water
is detected.
e) Rewind the tape slowly, watching the read out point for the
graduated tape until the horn stops sounding. Again lower the
tape slowly until the horn sounds this is the level of the liquid
in the tank. Note the ullage. By raising and lowering the probe
very carefully an accurate ullage can be obtained.
f) After ullage gauging either restow the tape and probe or proceed
with other measurements.
Procedure for Interface gauging
a) After ullage gauging lower the sensing probe further. When
the probe reaches the surface of the water beneath the oil the
continuous sound will change to a beeping sound. Lower the
probe further slowly and joggle the probe until a stable beeping
sound is heard. Rewind the tape until the tone changes to
continuous and note the ullage; this is the interface level.
Note: As the probe goes through the oil layer it may change back and forth
between a continuous tone and a beeping tone, this would indicate that the
liquid has emulsified. Once in the water layer this change of tone back a forth
may also occur indicating further emulsification.
Procedure for Temperature Measuring
a) After gauging momentarily depress the mode button to change
to temperature mode and note the temperature.
b) Lower the sensing probe to any required depth/ullage alternating
between modes and read off the temperature.
On completion of measurement or gauging depress the power pushbutton and
switch off the instrument. Rewind the tape and operate the wiper to clean off
any residue adhered to the surface of the tape. Once the probe is stowed in the
storage barrel close the vapour lock valve and dismount the unit.
MMC Portable Closed Gas-Tight Liquid Sampling Device
A model CSTF-C50 as indicated in the illustration 3.3.3a above is supplied
to the vessel. This model is designed for use in taking samples from a tank at
any desired level without releasing dangerous vapour and where the sample is
dangerous it can be transferred directly to a bottle.
The device consists of a tape reel (to lower and raise the sampling bottle in the
tank), a storage barrel, a sampling bottle and a sample filler.
Tape Reel Device
Model CST is assembled with a gas-tight housing, a tape reel and a handle
mechanism for rotating the tape reel. The graduated stainless steel tape (JIS
1st Class) is wound in the reel, a hook is fitted at the end of the graduated
tapes on which to hang the cargo liquid sampling bottle. The model CST unit
is designed with a closed (gas tight) construction for chemical cargo liquid
sampling.
The Cargo Liquid Sampling Bottle
Model 05L43D has a capacity of 0.5ltr. liquid sampling can be achieved at
any level by a joggling (pumping) action which releases the check valve
mechanism (teflon ball) at the bottom of the sampling bottle.
The Storage Barrel
Model 51S600 acts as a housing for the stored sampling bottle which is
connected between the tape reel device and the sample filler.
The Sampling Filler
Model SF-C50/B is designed to lower the sampling bottle into the tank and
to fill the liquid sample to the container (bottle) by operating the three-way
valve. This instrument is to be fitted on the Tank Gauging Station Model C-50,
the sampling procedure can then be carried out without releasing dangerous
vapour from the tank.
Procedure to Take a Sample
a) Hang the sample bottle on the hook of the tape reel device and
then assemble the storage barrel and sample filler. Tighten the
securing collar of the storage barrel so as to avoid any leaks.
b) Remove the cap of the tank gauging station installed on the
tank top and fit the sampling device to the station, tighten the
securing collar between the two units.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
c) Mount a liquid container bottle on the sample filler, tighten the
adjustable nuts to avoid leaks.
d) Turn the handle of the sample filler to SAMPLING (12
oclock) and handle of the exhaust cock to CLOSE (12 oclock)
then open the valve of the tank gauging station (12 oclock).
e) Hold the reel handle and loosen the reel lock allowing the
sample bottle to lower slowly.
f) Watch the graduated tape in the window and lower the sampling
bottle to the required sampling level. Now joggle the bottle
using the handle so that the liquid enters the bottle.
g) When raising the bottle it is possible to clean the tape surface by
operation of the tape wiper.
h) When the sample bottle nears deck level wind the tape in very
slowly until the bottle is stored inside the storage barrel then
lock the reel and close the valve of the tank gauging station (3
oclock)
i) Turn the handle of the sample filler to ( 9 oclock) and open
the handle of the exhaust cock (9 oclock) then loosen the reel
lock and reel handle so that the sample liquid can decant to the
container bottle.
j) Close the exhaust cock and dismount the liquid container bottle
carefully from the sample filler. Lock the tape reel at the fully
stored position of the sampling bottle inside the storage barrel.
Now dismount the sampling device from the tank gauging
station and securely fasten the cap for the tank gauging station.
MMC Hand Dipping Device
The simplest method of checking for dryness of a tank bottom is to lower a
dipping scale suspended from the graduated stainless steel tape in the reel
device to the bottom and note the level of residue adhered to the dipping scale.
A model RD-F device is supplied for this purpose it is a semi-closed unit and
for use with oil cargo only. This unit utilises the ND 25 vapour lock valves
(tank gauging station).
Procedure for Hand Dipping
a) Remove the cap of the tank gauging station and securely fit the
device and tighten the collar.
b) Turn the handle of the vapour lock to the 12 oclock position to
open the valve.
c) Release the reel lock lever so the dipping scale bob is slowly
lowered into the tank.
d) Lower the tape by hand so that when the bob touches the bottom
this is noted. Take care not to lay the scale on its side on the tank
bottom.
e) Retrieve the tape and dipping scale. When securely stowed in
the storage barrel close the vapour lock by turning the handle to
the 3 oclock position.
f) Dismount the tape reel device and note the reading on the bob
scale.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Ship Manager-88- [c:\sm\loadplan\0502 gas oil.ldp]
File Result Communication Utility Option Help
Cargo Oil Tanks Other Tanks Intact Stability Longi. Strength Damage Stability
New Open Save Grade Ullage Rpt. Hydro Constants Print Online Offline Close Help
?
Stability Strength Damage Min. Draft Fwd Sea Water S/G = 1.0250 ton/m3
Compartment
Displacement
LWT
DWT
DISP
DWT RE.
C.O.T
W.B.T
F.O.T
D.O.T
F.W.T
L.O.T
ETC. T
8678
33119
41797
4117
30101.7
2105.0
304.6
56.3
133.8
29.1
69.5
Draft & List
Fore (F.P)
Mid
After (A.P)
Trim
List (')
Prop (%)
10.571
10.301
10.031
0.540
0.423
114.379
Stability
LCG
KMT
KG
GM
GGo
GoM
6.393
11.602
8.728
2.874
0.900
1.974
Status View
Max. Strength (%)
S.F 16
B.M 38
(Fr. 139)
(Fr.94)
Loading Status
91.60% 91.60%
29.00%
0.83 %
0.83%
34.40%
Cargo Tanks
Ballast Tanks
Hull Shape Only!
Profile Option
PORT View
STBD View
PROFILE
MIDSHIP SECTION
(LOOKING AFT)
TANK TOP PLAN
0.82% 0.98% 9.72% 1.46% 1.94% 35.40% 0.90%
0.82%
2.29%
0.98% 9.27%
2.23% 25.30%
1.55%
1.46%
1.37%
1.94%
2.60%
35.40%
29.00%
30.90%
Illustration 3.3.4a Loading Computer Profile Image
Authors Note: Check screen shots for accuracy during ship visit
Ship Manager-88- [c:\sm\loadplan\0502 gas oil.ldp]
File Result Communication Utility Option Help
Cargo Oil Tanks Other Tanks Intact Stability Longi. Strength Damage Stability
New Open Save Grade Ullage Rpt. Hydro Constants Print Online Offline Close Help
?
Stability Strength Damage Min. Draft Fwd Sea Water S/G = 1.0250 ton/m3
Compartment
Displacement
LWT
DWT
DISP
DWT RE.
C.O.T
W.B.T
F.O.T
D.O.T
F.W.T
L.O.T
ETC. T
8678
33468
42146
3828
30100.2
2455.9
304.3
56.3
133.8
29.1
69.5
Draft & List
Fore (F.P)
Mid
After (A.P)
Trim
List (')
Prop (%)
10.453
10.380
10.306
0.148
0.189
119.113
Stability
LCG
KMT
KG
GM
GGo
GoM
5.812
11.602
8.642
2.960
1.038
1.923
Status View
Max. Strength (%)
S.F 16
B.M 38
(Fr. 139)
(Fr.94)
Loading Status
87.50% 87.70% 91.60% 87.70% 86.60% 61.30%
87.50% 87.70% 91.60% 87.70% 86.60% 61.30%
87.30%
22.40%
86.90% 91.60% 87.80% 86.00% 62.00%
91.60% 91.60%
Cargo Tanks
Ballast Tanks
Hull Shape Only!
Profile Option
PORT View
STBD View
PROFILE
MIDSHIP SECTION
(LOOKING AFT)
TANK TOP PLAN
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.3.4 LOADING COMPUTER
Manufacturer: Techmarine Co.Ltd
Model: Ship Manager - 88
Authors Note: Confirm that this is the correct make and model. No information
supplied so it has been assumed to be the same as the E2 class vessels.
Introduction
The Techmarine Ship Manager 88 system is a windows based computer
program for the calculation of the various aspects of cargo calculation and
damage stability.
The main functions of the Ship Manager loading program is as follows:
Automatic calculation
Displacement and dead weight calculation
Trim and draught (fore, aft and mean) calculation
Draught (fore, aft and mean) correction due to the difference in
the sea water density
Heeling angle calculation
Trim and heeling adjustment by using two pairs of forward and
aft tanks
Propeller immersion calculation
Shear force and bending moments at the prescribed frame
points with graph
Maximum values of bending moments and shear forces with
their actual position
Displacement and deadweight calculation based on actual
draughts physically measured on the draught marks
Static stability (KTM, KG, GGo, GoM) calculation
Intact stability calculation including GoM according to IMO
A.749(18)
Free surface moment (maximum and actual)
Trend curve
Cargo ullage report
MENU SYSTEM
The loading condition files are managed by use of the file menu. This menu
contains several sub menus and each menu function is as follows.
File Menu
As the name suggests the FILE menu contains functions for opening and
saving condition files, printing and exiting the Ship Manager 88. By clicking
onto FILE in the main tool bar the following options are available:
Voyage Description - The details of the voyage are entered here,
Operator, Date, Loading, Discharge Ports and any remarks.
New Plan - Create a new loading condition, The lightship
condition is created ready to receive input from the operator.
Open Plan - Read a loading plan currently saved as a *.LDP file
in the LOADPLAN directory.
Recent Loading Plan - Read a recent loading plan.
Save Plan - Save the current loading condition to the LOADPLAN
directory.
Save as - Save the current loading condition to the LOADPLAN
directory as a different file name.
Delete Plan - Delete the current loading plan.
File Esteem - File explorer can be used to format discs, make
back-ups and get an overall view of the file system.
Print - Print out the selected item.
Print setup - Print set-up.
Exit - Exit the Ship Manager 88 session.
Result Menu
In the results menu the following is stored:
Intact Stability Results - Data and graph calculated by IMO.
A749(18) Criteria.
SF/BM Result - Table of actual shear force and bending
moments on each bulkhead.
- Graph of actual value on each bulkhead.
- The ratio of shear force and bending moments (allowable
shear force and bending moments on each bulkhead at sea
or in port).
- Maximum shear force and bending moment and their
position.
Loading Status - The operator can see an image outline of the
loading status of the vessel which consists of profile, tank top
plan and amidships section.
Data calculated by MARPOL 73/78 Criteria.
Communications Menu
On-line - Select on-line mode between the cargo monitoring
system and the loading computer.
Off-line - Select off-line mode between the cargo monitoring
system and the loading computer.
Line Setup - Select menu ON or OFF on on-line status.
Connection - Configure communication characteristics.
Utility Menu
Calculator - Leads the operator to the MS windows calculator.
Control Panel - Leads the operator to the control panel where it
is possible to change colours, printer attributes etc.
Shifting - Shift a load from one compartment to another.
Trimming - Carry out adjustment trim by adding cargo/ballast
to two designated compartments.
- Trim with Cargo add - Control trim by adding weight.
- Trim with Cargo shift - Control trim by moving a weight.
Rolling Period - Show and calculate the rolling period.
Propeller Immersion - Shows information of propeller
immersion.
Hydrostatics - Shows following information
- Displacement
- Draught equivalent
- LCG, LCB, MTC, LCF , TKM, KG
Ullage Report - This function is used to prepare the report which
shows the quantity of cargo onboard after loading the cargo.
Note: This report should be submitted to the shore parties to compare
the ship figure loaded with the shore figure loaded. In this calculation the
quantity of cargo loaded should be corrected according to the PM table.
Option Menu
Constants - Inquiry or change deadweight constants.
Sea Water Density - Inquiry or change sea water density.
Load limitation - Inquiry or change Limitation of Cargo tanks.
Cargo Grade - Enter the name and API, density or SG of the
cargo (Speed button).
Revision: Draft 1
Date: November 2006
IMO No. 9260043
120000
-60000
180000
-180000
60000
-49200
4667
-4667
7000
-7000
Bending Moment (Mt-m) Shear Force (Mt)
2333
-2333
Hog (+)
Sag (-)
Max BM FR = 94.00
Value = -26267
Max BM FR = 94.00
Value = -26267
Value = 611
Max SF FR = 139.00
Illustration 3.3.4b Loading Computer Longitudinal Strength Screen
Legend
Shear Force
Buoyancy
Weight
Allowable S.F.
Hull Shape
Sea Going/Harbour Condition
at Sea & Port
Allowable B.M.
at Sea
at Port
70
-482
-430
-195
-225
-74
196
601
515
611
489
466
141
-153
611
2
10
9
5
5
2
4
13
12
15
12
12
3
3
15
139.00
1
8
8
4
4
1
4
11
10
12
10
9
3
3
12
4110
-4980
-4607
-4234
-4409
-4584
4584
4584
4279
3974
3964
3954
4647
-5340
3974
4990
-5940
-5537
-5134
-5224
-5314
5314
5314
5159
5004
5004
5004
5357
-5710
5004
-11060
-11685
-16613
-21160
-23403
-26158
-25492
-22178
-16052
-10968
-4894
-377
3312
2550
-26267
28
26
25
27
30
33
32
28
20
14
8
1
18
37
33
94.00
16
15
15
16
16
18
18
15
11
8
5
1
8
16
18
-39400
-44600
-65500
-78500
-78500
-78500
-78500
-78500
-78500
-78500
-58500
-37600
18500
6800
-78500
-69800
-77600
-108800
-132200
-142600
-142000
-145000
-145000
-145000
-145000
-136000
-104000
-71400
39100
16200
-145000
40
43
55
67
79
91
103
115
127
139
151
163
175
187
MAX
FR. NO
FR. NO (Mt) SEA PORT SEA PORT (Mt-m) SEA PORT SEA PORT
ACTUAL ACTUAL (%) ALLOW (Mt) ACTUAL ACTUAL (%) ALLOW (Mt-m)
SHEAR FORCE BENDING MOMENT
Bending Moment
SF/BM Table & Graph
Authors Note: Check screen
shot for accuracy during
ship visit
Revision: Draft 1
Date: November 2006
IMO No. 9260043
FS Moment - Inquiry or change maximum or actual inertia
moment.
Unit Selection - Select units for cargo calculation and others.
Calculation Mode - Select volume calculation before or after
loading.
Configuration - Ship Manager 88 allows the user to configure
screen set-up to individual choice.
Help Menu
Approved Test Conditions - These conditions are approved
by DNV. Users cannot modify or delete these conditions and
should submit them for regular inspection.
General Particulars - Shows information on LBP, LOA , breadth,
depth etc.
Contents - Click the contents menu to browse through the topics
by category.
About Ship Manager 88 - Gives information about Ship
Manager 88 version.
Function Keys
The function keys are set up to assist the operator without having to go to the
pull down menus and are as follows;
F1 Help
F2 Save Plan
F3 Open plan
F4 Intact stability results
F5 SF/BM result
F6 Damage Stability Results
F7 Rolling period
F8 Propeller immersion
F9 Hydrostatic table
F10 Ullage report
Ship Manager Screen
The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU,
WARNING PANEL, WORK TAB and STATUS PANEL.
By using one or a combination of these the operator can carry out all the
necessary calculations to carry out the cargo operations safely.
Pull Down Menu
This controls the loading program, all main menus can be accessed by the pull
down method.
Speed Button Menu
On the tool bar there are a series of speed buttons that have the same function
as the pull down menus, by clicking on the appropriate button the respective
menu is displayed.
Warning Panel
Where the program calculates a situation that is not within the limits of the
stability or strength parameters a warning indication is illuminated on the
screen. Where the limits are met the panel shows a steady green and turns to a
flickering red if the results are outside the limits.
Work Tab
The various tabs allow the operator direct access to the window where the
changes can be made to the loading condition.
The tabs are:
Cargo Oil Tanks - 1-6 wings, both slop tanks and the residual oil
tank.
Other Tanks - Water ballast tanks including the fore and aft
peak, bunker fuel oil tanks, fresh water tanks and all other
engine room tanks.
Loading Status - Here the operator is given a visual view of
the loaded status of the vessel. The operator can select cargo
tanks, ballast tanks or hull only and either port or starboard side
views..
Intact Stability - GZ curve graph, comparison table for angles of
heel and KN table.
Longitudinal Strength - SF and BM graph and tables.
Damage Stability - This displays the criteria required to be met
for any given condition compares the actual data calculated and
states whether or not the condition is within limits e.g. YES or
NO.
Status Window
When any window is open, the results table giving the displacement, draught
and list, stability and maximum SF and BM percentages with the frame
numbers is constant displayed on the right side of the screen. This results list
is constantly updated as the data in the tanks changes.
Operation
a) From the file pull down menu the operator selects Voyage
Description and enters the relevant details.
b) From either the pull down menu or a speed button open a new
loading condition or one from the stored examples.
c) Using the function key F2 or the pull down menu save the file
giving it a name. Where the plan is an old example the Save
As menu would be used with a new name.
d) From the speed button tool bar select Grade. Enter the grade
and either the API, density or specific gravity into the relevant
column. The table automatically updates the other two columns
and selects the correct PM table.
e) Using the work tabs select the window required e.g. Cargo Oil
Tanks and enter the cargo grade for each tank to be loaded.
f) Using the work tab, select other tanks, enter the SG for each
tank contents.
g) Once all the details have been entered into the two windows the
on-line mode if connected to the cargo monitoring device can
be selected, quantities for those tanks being monitored will be
automatically updated. Where off-line is used the data must be
entered manually.
h) From the Speed Button tool bar select the Constant Table.
Here are the lightship weight plus the weights for stores,
crew etc. and any other weight not covered by the two main
windows.
Once all the cargo, ballast, bunker etc. data has been entered the operator can
then use the pull down menus, speed buttons or function keys to access the
other windows to obtain the relevant information on the status of the vessel.
This information can be printed off for recording purposes.
Ullage Report
Before or on completion of all cargo operations it is possible to produce an
ullage report with the details of cargo on board, both individual tanks and
totals of each grade, draught and heel. Selecting the speed button Ullage report
from the tool bar will open this window, the report can then be printed off as
required.
Full details of the operation and use of the Ship Manager 88 are contained in
the users manual.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.3.5a Tank Level and Draught Gauging System
(Starboard)
(Starboard)
(Starboard)
(Starboard)
(Starboard)
Fore
Peak
Tank
Aft
Peak
Tank
No.4 DB Water
Ballast Tank
(Central)
(Port)
Dry Air Inlet
(From Valve AR02V)
Slop Tank
(Stbd)
Slop Tank
(Port)
Engine
Room
(Port)
(Port)
(Port)
(Port)
(Port)
(Starboard)
(Starboard)
No.3 Cargo
Oil Tank
(Starboard)
No.2 Cargo
Oil Tank
(Starboard)
No.1 Cargo
Oil Tank
(Starboard)
No.1 Cargo
Oil Tank (Port)
No.2 Cargo
Oil Tank
(Starboard)
No.2 Cargo
Oil Tank (Port)
No.3 Cargo
Oil Tank
(Starboard)
No.3 Cargo
Oil Tank (Port)
No.4 Cargo
Oil Tank
(Starboard)
No.5 Cargo
Oil Tank (Port)
No.6 Cargo
Oil Tank (Port)
No.6 Cargo
Oil Tank
(Starboard)
A
f
t

P
e
a
k

T
a
n
k
M
D
O

S
e
r
v
ic
e

T
a
n
k

(
P
o
r
t
)
M
D
O

S
t
o
r
a
g
e

T
a
n
k

(
S
t
b
d
)
M
D
O

S
t
o
r
a
g
e

T
a
n
k

(
P
o
r
t
)
H
F
O

S
e
t
t
lin
g

T
a
n
k

(
P
o
r
t
)
H
F
O

S
e
r
v
ic
e

T
a
n
k

(
P
o
r
t
)
A
f
t

D
r
a
f
t
F
o
r
e

D
r
a
f
t
Cargo Control Room
Mid Draught
(Port )
Mid Draught
(Starboard )
No.4 Cargo
Oil Tank (Port)
Key
Air
Electrical/Pressure Type
Draft Gauge (4 Sets)
Electrical/Pressure Type
Level Gauge (22 Sets)
Hydraulic Oil
Constant Flow Regulator Air Supply Unit
Main
Deck
Main Deck
Main Deck
Main Deck
Indicator
Air Supply
Purge Pipe
H
Purge Mouth
Measuring 'Zero' Point
Dead
Zone
P
P
Liquid Level Height
Specific Gravity
P
H
g
:
:
:
Measuring Depth Pressure
P
P
H
H
g
g
=
=
No.1 HFO
Tank (Port)
No.1 HFO
Tank (Stbd)
No.5 Cargo
Oil Tank
(Starboard)
Revision: Draft 1
Date: November 2006
IMO No. 9260043
3.3.5 REMOTE SOUNDING AND DRAUGHT GAUGING
SYSTEM
Manufacturer: Pan-Asia
Type: Electro-pneumatic remote sounding system
The ballast tanks and draught gauges, fuel oil service, settling and bunker tanks
and the diesel oil service and bunker tanks are all fitted with electro-pneumatic
type measuring devices.
The pneumatic measurement lines from all the electro-pneumatic transmitters
are led back to the transmitter box, where the pneumatic signal is converted to
an electronic signal and passed to the respective displays in the cargo control
room. The data from the transmitter is relayed to the Aconis control, alarm
and monitoring system as well as an output to the loading computer. The fuel
oil and diesel oil service, settling and bunker tanks are also indicated through
pneumatic level gauges in the ECR on the main control console.
Operating Principle
The operating principle is based upon the measurement of the hydrostatic
pressure by providing a constant low flow of air which opens at the tank
bottom.
A light quantity of air supplied from the flow regulator is discharged through
the purge mouth and into the tank in the form of bubbles, this method of
measurement is known as the bubbler method.
At this time the pressure P inside the purge pipe becomes equal to the product
of the level H to the purge mouth and the specific gravity of the liquid in the
tank.
The pressure in the purge pipe i.e. the measuring depth pressure, is transferred
to the indicator for remote indication.
The output signal of the pneumatic indicator is fed into a P/I converter where
the pneumatic signal is converted to an electric signal connected to the display
and digital indicator.
To prevent the backflow of sea water into the signal line due to overfilling
of the tank, the system has a built-in check valve which closes against the
backflow of line pressure.
In order to kept the purge lines clear, it is periodically necessary to blow through
each line, one at a time with air at the system working pressure of 4kg/cm
2
.
To carry out this function and to protect the gauging equipment, each gauging
line is fitted with a three-way isolating valve and a blow button. Before any
attempt to operate the blow button is made, it is important that the three-way
valve on the line to be blown through is set to either VENT or STOP.
With the three-way valve correctly positioned, press the BLOW PUSH button
for several seconds. When the blow through is complete, wait for several
more seconds in order to allow the pressure in the line to equalise to the tank
pressure.
After the line pressure has been allowed to equalise the three-way control valve
can be turned back to the GAUGE position.
If the recorded level indicated on the Aconis control, alarm and monitoring
system and loading computer do not tally with manual dips, then there are a
number of steps that can be carried out to possibly rectify a simple line fault.
These range from blowing through the line to clear blockages, checking the
working air pressure (to high, or to low) to the tanks and inspecting the air
lines for leaks.
Draught Gauge
The vessel is fitted with four draught gauge transmitters. The forward
transmitter is fitted in the fore peak tank, the aft transmitter in the engine room
and the midship transmitters (two) in No. 4 port and starboard ballast tanks.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 3.3.5b Tank Level Gauge Boards
Cargo Control Room Gauge Board
Engine Control Room Gauge Board
No.6
W.B.T (S)
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
SUPPLY AIR SUPPLY AIR
AIR REGULATING
VALVE
AIR REGULATING
VALVE
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.6
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.5
W.B.T (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.5
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.4
W.B.T (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.4
W.B.T (P)
No.4
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.3
W.B.T (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.3
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.2
W.B.T (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.2
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.1
W.B.T (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
No.1
W.B.T (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
A.P.T
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
M.D.O. SERV.
TK. (P)
H.F.O. SERV.
TK. (P)
H.F.O. SETT.
TK. (P)
H.F.O.
TK. (P)
H.F.O.
TK. (S)
M.D.O. STOR.
TK. (P)
M.D.O. STOR.
TK. (S)
M.G.O.
TK. (S)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
F.P.T
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
GAUGE
VENT
S
T
O
P
S
T
O
P
0
6
8
10
2
4
GAUGE
VENT
S
T
O
P
S
T
O
P
0
6
8
10
2
4
AFT
DRAFT
FORE
DRAFT
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
MID
DRAFT (S)
MID
DRAFT (P)
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PUSH
GAUGE
VENT
S
T
O
P
S
T
O
P
PART 4: EMERGENCY SYSTEMS AND PROCEDURES
4.1 Fire Hydrant System
Illustrations
4.1a Engine Room Fire Hydrant System
4.1b Deck Fire Hydrant System
4.2 Deck Foam System
Illustrations
4.2a Deck Foam System
4.3 Discharge of Cargo from a Damaged Tank
Illustrations
4.4 Cargo Spillage
4.5 Emergency Inerting
Illustrations
4.5a Emergency Inerting of a Ballast Tank
4.5b Ballast Tank Inerting
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 4.1a Engine Room Fire Hydrant System
High Sea
Chest
(Port)
Low Sea
Chest
(Starboard)
WS04V
WS01V
WS32V
WS02V
WS05V
To Main Cooling
Sea Water Pumps
Scrubber Cooling
Sea Water Pump
(245m
3
/h x 40mth)
Foam Sea Water Pump
(460m
3
/h x 100mth)
To Fresh Water
Generator
Ejector Pump
WS33V WS26V
CI PI
WS27V
WS28V
WS34V BG38V BG39V
BG32V
BG33V
BG34V
WS35V
CI PI
Fire, Bilge and
General Service Pumps
(130/70m
3
/h x 30/70mth)
CI PI
CI PI
No.1
No.2
Sea Water
Fire Water
Bilges
BG37V
BG29V
BG30V BG23V
BG25V
BG24V
BG22V
BG28V
BG26V
BG27V
BG31V
BG35V
BG36V
Tank Top
3rd Deck
2nd Deck
A Deck
B Deck
C Deck
D Deck
Nav Deck
To Foam Room
Emergency Supply
To Fresh Water Generator
To Fire Wash Deck Main
To Inert Gas Generator
To Deck Seal Water Pumps
Aft Peak
Tank
Emergency Fire
Pump Room
Emergency Fire
Pump
(72m
3
/h x 70mth)
Stern Tube
Cooling Water
Tank
Authors Note: Details of This System
To Be Confirmed During Visit
From Bilge Main
From Bilge Direct
Sea Chest
Key
Revision: Draft 1
Date: November 2006
IMO No. 9260043
4.1 FIRE HYDRANT SYSTEM
Bilge, Fire and GS Pump
No. of sets: 2
Type: Vertical, motor driven, centrifugal
Model: D125 VID2
Capacity: 130/70m
3
/h at 30/70mth
Emergency Fire Pump
Type: Electric motor driven vertical centrifugal with
vacuum pump type self priming
No. of sets: 1
Model: SVS 100
Capacity: 72m
3
/h at 70mth (Confirm capacity)
Foam Sea Water Pump
No. of sets: 1
Model: SVS 250F
Capacity: 460m
3
/h at 100mth
Introduction
The fire hydrant and wash deck system can supply sea water to:
The fire hydrants in the engine room and the steering gear
compartment
The fire hydrants around the accommodation block and on
deck
The foam system on deck
The hawse pipes
The forward bilge eductors, including the bow thruster space
The port deck store water spray system
Both of the bilge, fire and GS pumps are normally kept lined up for use on the
fire main because, in addition to the emergency fire pump, these pumps can
also be started from the foam room/fire control station and the wheelhouse. The
bilge, fire and GS pumps can also be started at their respective group starter
panel on the main switchboard, although this function is not available for the
emergency fire pumps 440V feeder panel on the emergency switchboard. The
bilge, fire and GS pump suction valves from the sea suction main and the
discharge valves to the fire main are all manually operated and normally left
in the open position.
The foam sea water pump also supplies the fire main which has a distribution
pipework leading to the deck foam system. It is an electrically driven self-
priming vertical centrifugal pump and is situated inboard of the bilge, fire and
general service pumps at the floor level. The pump can be started and stopped
locally or remotely from the foam room/fire control station.
Fire Main
The fire main system has numerous hydrants in the engine room, accommodation
block and forward and aft working deck areas. At each outlet is a hose box that
contains a fire hose and a discharge nozzle. These must be fully maintained at
all times and the outlet valves should be operated at regular intervals to ensure
that they open and close satisfactorily and are ready for immediate use in the
event of an emergency.
The fire main must be maintained in an operational condition at all times and
all of the hydrant outlet valves kept closed. This will ensure that in the event
of an emergency, there is sufficient water pressure available at the hydrants in
the locality of the fire.
Main Deck Fire Main System
Water supplied to the fire main on the main deck is configured in accordance
with the layout shown in illustration 4.1b.
The fire main hydrants on the working deck have been positioned to ensure
that all areas of the main deck can be reached by water discharged from a fire
hose and all of the hydrant outlets are branched off a single fire main line that
runs up the centre of the ship at main deck level.
Intermediate valves have been fitted in the fire main along the deck to allow
sections of the pipeline to be isolated in the event of a line failure or the need
to undertake maintenance. Under normal operating conditions, these valves
should be kept open at all times to ensure that water is always available to all
of the hydrants.
Note: All of the hydrant valves should be opened at frequent intervals to
ensure that they will be free should they be required in an emergency. Use of
all deck valves should take place at least once every two months and this can
be achieved during fire drills and normal deck washing procedures.
Preparation for the Operation of the Fire Hydrant System
The bilge, fire and GS pumps would both normally be left set up to supply
sea water to the fire main to minimise the delay in supplying the fire main in
an emergency situation. It is important to ensure that the bilge suction, either
from the bilge direct or bilge main are securely closed. This is to ensure that
no water can be directed onto a fire which may contain oil, or the possibility
of the pump losing suction if a bilge well becomes empty.
a) Ensure that all of the suction strainers are clear.
b) Ensure that all the pressure gauge and instrumentation valves
are open and that the instrumentation is reading correctly.
c) It has been assumed that the main sea water crossover line is
open on the low sea chest suction, with the high sea suction chest
valves closed. Additionally, it has been assumed that the deck and
accommodation area fire lines have not been drained down due
to cold weather conditions and that the isolating valve to deck
FD??? is open. Set the system valves as per the table below.
Closed High sea chest suction valve WS05V
Closed High sea chest suction strainer outlet valve WS02V
Open Low sea chest suction valve WS04V
Open Low sea chest suction strainer outlet valve WS01V
Open Sea water suction isolating valve to the fire pumps BG34V
Open No.1 bilge, fire and GS pump sea suction valve BG28V
Closed No.1 bilge, fire and GS pump bilge suction valve BG27V
Open No.1 bilge, fire and GS pump discharge valve to the
fire main
BG33V
Closed No.1 bilge, fire and GS pump discharge valve to the
aft peak tank
BG34V
Closed No.1 bilge, fire and GS pump discharge valve to
overboard
BG32V
Open No.2 bilge, fire and GS pump sea suction valve BG23V
Closed No.2 bilge, fire and GS pump bilge suction valve BG24V
Closed No.2 bilge, fire and GS pump direct bilge suction
valve
BG22V
Closed No.2 bilge, fire and GS pump aft peak suction valve BG25V
Open No.2 bilge, fire and GS pump discharge valve to the
fire main
BG30V
Closed No.2 bilge, fire and GS pump discharge valve to the
aft peak tank
BG29V
Closed No.2 bilge, fire and GS pump discharge valve to
overboard
BG31V
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 4.1b - Deck Fire Hydrant System to Insert Here
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Open Foam sea water pump suction valve BG38V
Open Foam sea water pump discharge valve BG39V
Open Deck isolating valve, upper deck port side FD???
Closed Deck hydrant line drain valves
With the lines set, it is now possible to start one of the fire pumps to feed the
fire hydrant system. When the ship is trading in cold weather areas it will be
necessary for the deck fire main to be isolated from the engine room riser
and the feed line from the emergency fire pump. It will be necessary for the
hydrant lines on deck and around the accommodation to be fully drained down
with the drain valves left in the open condition.
Note: To avoid cavitation and overheating at least one outlet on the system
should be opened whilst the bilge, fire and GS pumps are running to allow
some flow through the pump. This would usually be an anchor chain wash.
There is a crossover connection onto the IGG scrubber line via non-return
isolating valve WS28V. If it is necessary for the bilge, fire and GS pumps to
be used to supply the IGG scrubber, then both pumps will be required to meet
the demand.
Emergency Fire Pump
The emergency fire pump is an electrically driven centrifugal pump situated
in the emergency fire pump recess, located within the steering gear room. The
pump has a discharge capacity of 72m
3
/h and to ensure it can prime itself, it
has been fitted with a self-priming device.
The pump can be started locally in the pump recess itself or at the steering gear
level and remotely from the foam room/fire control station and wheelhouse on
the main centre console.
Note: Because the pump can be started from a number of remote locations,
it is essential that the suction and discharge valves are left open to ensure the
pump is available for immediate operation.
The pump is equipped with its own suction line from a dedicated sea chest
located in the stern end of the vessel. The sea suction valve ???? is normally
left open but is also fitted with a position sensor which interfaces with the DCS
and prevents the pump from being started if the valve is closed (check).
The suction valve ???? together with the emergency fire pump discharge
valve ???? normally remain open at all times but they should all be operated
periodically to ensure that they are operational and free to be closed should the
need arise.
The pumps electrical supply is taken from the emergency switchboard which,
if necessary, can be fed from the emergency generator.
The fire main on the discharge side of the pump can be operated in accordance
with the procedures detailed previously but if the emergency fire pump is
started, at least one outlet valve must be opened to ensure there is always a
flow of water through the pump casing.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
Illustration 4.2a Deck Foam System
PI
PI CI
LI Foam Room/Fire Control Station
Foam Tank
(14m
3
)
Foam
Proportioner
Foam Liquid
Pump
Filling Cap
Key
Foam
Fire Water
Foam Box
Hose Box
PI
Bilge, Fire and GS Pumps
(130/70m
3
/h x30/70mth)
Emergency Fire Pump
(72m
3
/h x70mth)
Foam Sea Water Pump
(460m
3
/h x100mth)
Tank Top
3rd Deck
2nd Deck
BG33V
BG30V
BG39V
A Deck
To
Accommodation
To
Accommodation
A Deck
Sea Chest
for Emergency
Fire Pump
From
Engine Room
Steam or Air
To Hydrant in Engine Room
Casing Upper Deck Level
To Deck Hydrants
To Deck Hydrants
Foam Room/
Fire Control
Station
From Emergency
Fire Pump
Engine Room Riser From
Foam and Fire Pumps
To Deck Foam System
No.2 Cargo Oil Tank
(Starboard)
No.3 Cargo Oil Tank
(Starboard)
No.4 Cargo Oil Tank
(Starboard)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Starboard)
No.6 Cargo Oil Tank
(Port)
No.6 Cargo Oil Tank
(Starboard)
No.1 Cargo Oil Tank
(Starboard)
HB
HR
HB
HB
HB
HB
HB
HB
Portable Foam Monitor
(400 l/min with 18m Hose)
No.2 Cargo Oil Tank
(Port)
No.3 Cargo Oil Tank
(Port)
No.4 Cargo Oil Tank
(Port)
No.1 Cargo Oil Tank
(Port)
FB
FB
FB
FB FB
Authors Note: Details of This System
To Be Confirmed During Visit
Revision: Draft 1
Date: November 2006
IMO No. 9260043
4.2 DECK FOAM SYSTEM
Foam System
Manufacturer: NK Co. Ltd
No. of sets: 1
Foam tank capacity: 14,000 litres
Foam Sea Water Pump
No. of sets: 1
Model: SVS 250F
Capacity: 460m
3
/h at 100mth
Bilge, Fire and GS Pump
No. of sets: 2
Model: D125 VID2
Capacity: 130/70m
3
/h at 30/70mth
Foam Liquid Pump
No. of sets: 1
Type : Vertical centrifugal
Model: CR32-5-2
Capacity: 26.33m
3
/h at 10 bar
Foam Proportioner
No. of sets: 1
Type: PRS80/200
Mixing ratio: 6%
Foam Monitors
No. of sets: 6
Model: SFS-150
Introduction
The foam system supplies foam to six monitors (each rated at 7,000 litres/
minute) mounted on deck and also supplies six outlets for the four portable
foam applicators (each rated at 400 litres/minute). The foam is low expansion
foam and is made by mixing 6% foam making chemical with 94% sea water,
which mix in the foam porportioner before discharging into the foam main.
The sea water is supplied from a dedicated foam sea water pump located on the
floor deck level in the engine room, although this pump also directly supplies
the fire hydrant system. The pump can be started either locally or in the foam
room/fire control station. The fire main system for deck wash and fire hydrant
duties is normally maintained by the two bilge, fire and GS pumps and the
emergency fire pump which is situated in the steering gear compartment.
The foam room is located at the port side forward in the accommodation on
the main deck and comprises the foam storage tank, foam liquid pump and
proportioner.
Procedure for Making the Foam System Operational
a) Ensure that there is sufficient foam chemical in the foam tank.
b) Check that monitors and their associated hydrant valves (6 sets)
are closed. Check that the foam system section isolating valve
on deck are open, plus the main isolating valve FM??? in the
foam room/fire control station.
c) The line drain valves should be maintained in a closed position,
unless the ship is working in cold climate areas, in which case
the line foam line will have been drained down and the drain
valve left open.
Note: Before any action is taken to start the foam system the fire alarm must
be activated.
Procedure for Operating the Foam System from the Fire
Control Station
a) Ensure that the main power is switched on and check that the
sea water supply valve to the deck fire main and foam system,
valve FD??? is open.
b) Open the foam system sea water supply valve FM???.
c) Check that the sea water flushing valves FM???, FM??? and
the line drain valves FM??? and FM??? are closed.
d) Open the monitor and hydrant valves as required.
e) Open foam tank system valves FM??? and FM???. These are
the foam pump inlet and outlet valves.
f) Start the foam sea water pump.
g) Start the foam liquid pump.
h) Initially direct the stream away from the fire until a consistent
foam stream is being developed.
i) Check that foam is issuing from the monitors and direct the
monitors so that foam is placed where it is required.
Procedure for Cleaning and Preparing the Foam System
a) After finishing with the deck foam system shut down the sea
water supply pump(s) and the foam pump.
b) Close valve FM???, the foam tank outlet valve to ensure that
sea water does not enter the foam tank.
c) Open the sea water flushing valve FM???.
d) Start the foam sea water pump (or other sea water supply pump
for the fire main) and the foam liquid pump. Open the forward
monitor on the upper deck until clean sea water comes out and
then operate all other monitors, drains and hydrants progressing
aft, for a few seconds in order to clear foam residues from the
lines.
e) Once satisfied that the lines are clear, stop the sea water pump
and drain the lines by opening all drain valves.
f) Once the lines have fully drained, revert all valves to their
previously listed standby positions.
g) Refill the foam tank as soon as possible.
Use of the Foam Monitors
Dont aim directly at the fire. This will spread the burning oil.
Try to allow the foam to flow as gently as possible over the
burning liquid, preferably by aiming at a vertical surface
beyond the fire. This will help form a smothering blanket.
The best use of the system is one monitor plus two foam
applicators. To use more is to reduce the systems efficiency.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
4.3 DISCHARGE OF CARGO FROM A DAMAGED
TANK
Note: In the event of confirmed or suspected leakage of cargo oil from
a cargo oil tank or from a valve or blank, reference must be made to the
SMPEP manual.
In the event that a leakage to sea or to a ballast tank occurs due to suspected
tank damage, measures should be taken to reduce the head (increase the ullage)
in the cargo tank involved, either by internal transfer or discharge ashore.
Unless corrective action is taken promptly, oil will continue to flow to sea until
the hydrostatic balance is achieved between the head of oil remaining in the
tank and the sea water pressure exerted on the outer hull. If it is not possible to
identify the specific tank from which the leakage is occurring, the levels of all
tanks in the vicinity should be reduced, taking into account the effect on hull
stresses and stability.
If it is suspected that leakage is from a fracture on the bottom plating or lower
shell plating, the level in the tank should be reduced and then a water bottom
pumped into the damaged tank to prevent further oil spillage.
Note: In a tidal stream, any seepage or leakage from the hull (or sea valve,
for that matter) may be carried by the current to another part of the ship
before it surfaces and is noticed. This is particularly so in the area of the
bilge keels. For example, oil leaking from a sea valve can be carried forward
by the current, entrapped below the bilge keel, to surface in the forward part
of the ship.
Where action is taken to prevent or minimise oil spillage, preventive measures
should take priority over cargo segregation and quality concerns. Similarly, no
action must be undertaken that could jeopardise the safety of the personnel on
board the ship and on shore.
No Yes
Yes
No
DAMAGED CARGO TANK
Initial Casualty message to
BP HQ. After discussion at
disport, both tanks will need to
be C.O.W. if a repair/inspection
is to be carried out.
Actions as per SMPEP.
Check all ballast tanks for
hydrocarbons and liquid.
Initial message to HQ.
Stop cargo operations.
Assess situation.
Carry out emergency inerting of
the ballast tank. If cargo is
passing into a ballast tank,
endeavour to transfer cargo out
of the damaged cargo tank,
lowering the ullage to a level
below the hole.
Liaise with BP HQ to determine
the best option for minimising
any environmental or safety
hazard.
OPTIONS
Short load the vessel. Put water
in the ballast tank to an ullage
at which the ingress of oil is
stopped, stress permitting.
Discharge the ballast tank to
shore reception facilities after
discharging the cargo tank.
Outer and inner hulls
breached.
Actions as per SMPEP.
BP CASUALTY tlx counter
flood liaising with HQ to
maintain the vessel in a safe
and stable condition.
OPTIONS
If the vessel is at sea the
best option would be a ship
to ship transfer of all or part
of the cargo.
If the vessel is at disport, the
cargo would be discharged
in such a manner as to
minimise pollution and
stress.
If the vessel is at loadport,
loading would be
discontinued and one or both
of the previous options
utilised.
To avoid further bulkhead
damage maintain equal ullages
during either loading or
discharging in both tanks
affected.
Damage between
cargo tanks.
Cargo tank to
ballast tank.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
4.4 CARGO SPILLAGE
Note: In the event of confirmed or suspected leakage of cargo oil from
a cargo oil tank or from a valve or blank, reference must be made to the
SMPEP manual.
The following text in italics has been extracted from a BP quality manual and
was correct as of June 2006. The section numbers at the beginning of each
section are the same as those used in the BP manual.
7. Prevention of Operational Oil Spills
7.1 Pollution Avoidance
The Master will appoint the Chief Officer as Pollution Prevention Officer. As
with matters relating to safety, the Master is responsible for leading by example
in ensuring that procedures designed to avoid pollution are meticulously
followed and rigorously enforced.
7.2 Priority Of Actions
Measures to prevent or minimise pollution damage take priority over cargo
segregation and quality issues. Measures to prevent pollution do not however
take priority over the safety of individuals or the vessel.
7.3 Cargo Tank Leakage
(Also refer to Section 6.6.)
In the event of suspected tank leakage, the head in the cargo tank involved must
be reduced, either by internal transfer or discharge ashore. Oil will continue
to flow from the tank until a hydrostatic balance is achieved between the head
of oil in the tank and the ballast or sea water pressure exerted on the outer
skin of the tank. If it is not possible to identify the specific tank from which the
leakage is occurring, the levels of all tanks in the vicinity should be reduced,
taking into account the effect on hull stresses and stability. If it is suspected
that leakage is from a fracture in the bottom plating, the level of oil in the tank,
if full, should be reduced and water pumped into the damaged tank to form a
water bottom to prevent further leakage of oil. In a tidal stream or river, any
leakage from the hull or a seavalve may be carried by the tide or current to
another part of the vessel before it surfaces and is noticed. This is particularly
so in the area of the bilge keels. For example, oil leaking from a sea-valve may
be carried forward by the current, entrapped below the bilge keel, to surface
at the fore end of the vessel.
7.4 Pipeline Leakages
Cargo, ballast, and tank washing pipelines must be pressure tested to their
maximum working pressure at the intervals prescribed in the vessels planned
maintenance routines or 12 months, whichever is the lesser period. Pressure
tests of cargo pipelines must be recorded in white paint on the deck lines.
Should an oil leakage occur from pipe work on deck, the affected sections must
be drained down and not used again until the leakage has been repaired.
7.5 Requirements for Cargo Pumproom Sea Valves
a) Locking and Blanking Arrangements
To prevent pollution through incorrect or inappropriate operation of the
valves, the following arrangements must be maintained. Outer manual valves
must be equipped with a physical locking device such as a chain and padlock.
The device must incorporate a substantial lock and the key must be retained
by the Chief Officer. The locking device must be fitted in such a manner that
it is not easily by-passed by disconnection or removal of an extended spindle
or hand wheel. The inner hydraulic valves must be equipped with a physical
locking device on the valve control panel to prevent the operation of the control
lever or switch. The key must be retained by the Chief Officer. On ships with
computer controlled valve operation, the operation of the valves must be
password protected and the password must be known only to the Chief Officer
and the Master. The operation of the sea valves (either suction or overboard
discharge) shall only be carried out under the direct supervision of the Chief
Officer or the Master. The valves will be kept locked at all times except when
it is specifically required that they be open for operational purposes. Locking
and unlocking of the valve(s) must be recorded in the Oil Record Book (Cargo)
and the entry signed by the Chief Officer and Master. Details of the date, time,
vessel location and reason for locking or unlocking the valves must be given.
The valves must be provided with a blanking arrangement for use if pressure
testing indicates that a valve is leaking. The blank shall be located between the
two valves to protect it from both the sea and the cargo in normal operation.
The blanking arrangement shall be approved by class and included in the
planned maintenance system.
b) Testing Of Cargo Pumproom Sea Valves
Valves must be tested as detailed in Prevention of Oil Spillages Through
Cargo Pumproom Sea Valves. Testing shall be carried out one week prior to
arrival in port where practicable to allow time for remedial work if required.
In vessels engaged on long voyages such testing must be carried out at 4-
week intervals if no pre-arrival test has been carried out within the previous
4 weeks. The space between the inboard and outboard valves shall be drained
down by means of the drain cock fitted in the section of pipeline between the
two valves and confirmed as being dry and at zero pressure as measured by the
pressure gauge fitted in the same section of line. The section of line between
the valves shall then be pressurised with compressed air (suction valves to 3.5
Kg/cm2, discharge valves to 7 Kg/cm2) injected through the connection fitted
for the purpose. The pressure is to be monitored for a period of 15 minutes. Any
pressure drop is likely to indicate a leak and the drain cock should be opened
to check for ingress of sea water or oil. A record of testing of the sea valves
(both suction and discharge) shall be entered in the Oil Record Book (Cargo)
and signed by the Master and Chief Officer.
c) Monitoring of Cargo Pumproom Sea Valves During Cargo Operations
Refer to MAROPS-CARGO-WATCH-WP-01
7.6 Monitoring Double Hull Spaces
On Loaded Passage
The atmosphere in double hull spaces adjacent to cargo tanks must be
regularly monitored for hydrocarbon content to confirm the integrity of the
cargo tank boundaries and identify any leakage from the tanks. In vessels fitted
with a fixed gas detection system in the double hull spaces, monitoring must
be carried out daily. In vessels with no fixed system, the monitoring must be
carried out weekly with portable gas detection equipment used at designated
sampling points in each double hull space. Sounding of each double hull space
must be carried out weekly in all vessels as an additional check for ingress
of oil or water into the space. In all cases, the results of the atmosphere
monitoring and sounding must be recorded in the deck log book.
8. Pollution Response
Every vessel is required to carry either a Shipboard Oil Pollution Response
Plan (SOPEP) or a Shipboard Marine Pollution Emergency Plan (SMPEP).
The SOPEP is for oil tankers or any type of vessel which carries oil whether as
cargo or fuel, and the SMPEP is for vessels which carry NLS or chemicals, but
in practice the two plans are the same. Vessels which may trade to American
ports are also required to carry a Vessel Response Plan (VRP) approved by
the USCG. The VRP is very similar to a SOPEP or SMPEP but is specific to
operations in American waters. Persons arranging spill response exercises on
board should utilise the checklists contained in these plans.
8.1 Dispersants
All vessels are supplied with approved oil dispersant and one or more portable
sprayers. This dispersant must not be used for any purpose other than dealing
with oil spills. For spillages on board, dispersant may be sprayed on the oil
covered surfaces, which are then hosed down with sea water. This should only
be done with scuppers sealed and under no circumstances should emulsified
oil and dispersant be washed off the deck into the sea. Dispersant must not
be used on the surface of the sea without the prior approval of the Local Port
Authority or Coastal State Authority.
8.2 Materials and Equipment for Oil Spill Cleanup on Deck
Refer to the vessels SOPEP or SMPEP for a list of the materials and equipment
carried.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
8.3 Guidance on the Use of Absorbent Material
Booms should be laid down on deck to direct the flow of oil away from scuppers
or to create a pool to prevent the oil running the full length of the deck and
to assist recovery. Booms may also be laid on the water to contain oil in the
vicinity of leaking scuppers or similar small scale spills. It is important that
however small the spill; an effort must be made first to contain it on the deck;
then to contain it within the smallest possible area; then to recover it. Absorbent
granules should be used on deck to protect scuppers or to plug gaps between
booms or between parts of the vessels structure. Loose absorbent materials
must never be thrown into the water. Pom poms are balls of absorbent material
in a shredded form that can be rolled in the oil. They have more surface area
available to mop up oil than flat pads which, although they can be turned
over, are less efficient. Mops are made of material similar to that used for
pom poms but with long strands. These can be used with a wringer bucket to
repeatedly mop up oil and collect oil. Pads should be turned over to allow both
sides to absorb oil. Oil-soaked absorbents must be placed in the heavy duty
plastic sacks supplied for storage until disposal ashore is possible. Oil-soaked
absorbent material must not be incinerated. It must be landed ashore as Oily
Waste.
8.4 Guidance on the Use of Oil Spill Equipment
Some vessels are equipped with Dammit mats to be used for sealing scuppers.
These are made of moist clay and must be removed from their plastic wrappers;
placed over the scupper and gently tamped down with the foot to form an oil-
tight seal. Wheelie bins will be stencilled Oil Spill Equipment and used for
no other purpose than to store and move small items such as buckets, scoops,
mops, etc, and to temporarily store recovered oil or absorbent materials
following a spill. They are to be deployed near to the cargo manifold during
cargo and bunkering operations. The Border class coastal vessels operating
in the UK will in addition to their main spill response equipment carry a
Minor Oil Spill Kit for dealing rapidly with small spills, consisting of: loose
Drizitand Drizit pads with an absorbent capacity of 60 litres; 2 off Dammit
mats for sealing scuppers. These materials will be contained in a holdall or
other easily portable container clearly marked MINOR OIL SPILL KIT and
will be conspicuously placed on a cargo tank lid near the vessels cargo or
bunker manifold at all times when the vessel is engaged in cargo or bunkering
operations. Wilden pumps should be deployed at the aft end of the main deck
during cargo operations, connected up to their air lines and oil hoses ready for
immediate use in recovering spilled oil and pumping it to a slop tank.
Revision: Draft 1
Date: November 2006
IMO No. 9260043
PI
Illustration 4.5a Emergency Inerting of a Ballast Tank
No.1 Water Ballast
Tank (Starboard)
No.2 Water Ballast
Tank (Starboard)
No.3 Water Ballast
Tank (Starboard)
No.4 Water Ballast
Tank (Starboard)
No.5 Water Ballast
Tank (Starboard)
No.6 Water Ballast
Tank (Starboard)
No.1 Water Ballast
Tank (Port)
No.2 Water Ballast
Tank (Port)
No.3 Water Ballast
Tank (Port)
No.4 Water Ballast
Tank (Port)
No.5 Water Ballast
Tank (Port)
No.6 Water Ballast
Tank (Port)
No.6 Cargo Tank
(Starboard)
Slop Tank
(Starboard)
No.5 Cargo Tank
(Starboard)
No.4 Cargo Tank
(Starboard)
No.3 Cargo Tank
(Starboard)
No.2 Cargo Tank
(Starboard)
No.1 Cargo Tank
(Starboard)
No.5 Cargo Tank
(Port)
From
Sea
Chest
From
Inert Gas
System in
Engine
Room
Key
Inert Gas
Saturated Steam
Condensate
Sea Water
Hydraulic Oil
Deck
Water
Seal
Authors Note: Pipe Arrangement To Confirm During Visit and Valve Numbers To Add
Steam Supply
Condensate
PT PT PT
To Cargo Oil
Line Port Manifold
IG151
Revision: Draft 1
Date: November 2006
IMO No. 9260043
4.5 EMERGENCY INERTING
The ballast tanks are each fitted with a Butterworth plate suitable for a portable
tank cleaning machine. A single stub piece is positioned on each ballast tank
with a 100mm flange for the purpose of providing a point for the connection
of a flexible emergency inert gas line.
On the inert gas main line there are six 100mm branch lines which allow for
the free end of the flexible hose to be connected to the inert gas line. The
vessel is provided with two sets of 100mm diameter by 20m length emergency
flexible hoses for connection to the inert gas line and ballast tank.
Procedure for Emergency Inerting via the Deck Plate
Note: Inerting via the deck plate will only be able to provide an inerted tank
at atmospheric pressure.
a) Remove the cover plate from the 100mm stub piece on the
ballast tank to be inerted.
b) Prepare the emergency flexible hose and test it to ensure its
electrical continuity prior to use.
c) Connect the emergency flexible hose to the stub piece flange on
the ballast tank.
d) Isolate all cargo tank inert gas valves.
e) Remove a suitably located 100mm flange blank from the inert
gas branch line. Ensure that the hose string is grounded prior to
starting the inert gas system.
f) Start the inert gas system, adjust the discharge pressure to
approximately 40 mbar and commence purging the ballast tank
through the ballast air vents.
g) Monitor the atmosphere of the tank until the oxygen content is
below 8%.
h) Shut down the inert gas system on completion and remove the
flexible hose connection from the inert gas line and ballast tank
stub piece.
i) Blank off the inert gas line and ballast tank stub piece.
j) Re-open all inert gas tank valves on the system.
The ballast tank atmosphere should be frequently monitored to ensure that the
oxygen level remains below 8% and that the inert gas pressure is topped up as
required to keep the oxygen level down.
Procedure for Emergency Inerting via Ballast Lines
CAUTION
To pressurise the tank with inert gas, the Winel vent must be blanked
off, however that would leave the tank without over/underpressure
protection unless a spare PV valve is fitted instead. If no PV valve is
available, the tank pressure must be very closely monitored.
a) Insert the spool piece between the inert gas main and the ballast
main.
b) Isolate as many cargo tanks from the IG main as possible.
c) Set up the ballast line from the connection of the IG main to
the ballast line to the tanks affected, then open isolating valves
IG130 and IG165.
d) Start the inert gas system, and when the oxygen level is
satisfactory open the deck isolating valve IG145 and commence
inerting the ballast tanks.
e) On completion of inerting shut down the ballast system and
crossover connection valves.
f) Return any isolated cargo tanks to their normal condition.
g) On completion shut the deck isolating block valve IG145 and
stop the inert gas plant.
Illustration 4.5b Ballast Tank Inerting
Key
Inert Gas
Air/
Hyrocarbons
Upper Deck
Upper Deck
Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
From Inert
Gas Main
Flexible Hose
Whinnel Type
Vent
Inert Gas Supply to Ballast
Tanks for Top Feeding Alternative
Emergency Inerting
Via the Ballast Lines
Ballast
Main
Ballast
Main

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Issue: Draft 1 - November 2006

Document Title: Cargo Operating Manual

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