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Iran Dena Cargo Systems Operating Manual

CARGO OPERATING MANUAL 1.3.2a Stripping Pump 2.7 Ballasting and Deballasting Operations
1.3.3a AUS Cargo System Screen Display 2.7.1 Heavy Weather Ballasting
List of Contents: 1.3.3b Automatic Cargo Stripping System 2.7.2 Line Cleaning
Issues and Updates 1.3.5a High Velocity Pressure/Vacuum Valve 2.7.3 Oil Discharge Monitoring Equipment
1.3.5b Purge Pipe
Mechanical Symbols and Colour Scheme 1.4.1a Inert Gas System in the Engine Room Illustrations
1.4.1b Inert Gas System on Deck 2.2.1a Initial Inerting of Cargo Tanks
Introduction
1.4.1c Main Inert Gas Control Panel 2.2.2a Vapour Emission Control System
1.4.2a Topping Up Generator Mimic Panel 2.2.4a Inerting Cargo Tanks During Discharge
Part 1: Cargo System Description 1.4.1d Inert Gas Sub-Control Panel 2.3.1a Loading Cargo - Single Grade
1.5.1a Crude Oil Washing and Tank Cleaning System 2.3.2a Loading Cargo - Two Grades
1.1 Cargo Tanks Layout 1.6.1a Cargo Valve Remote Control System 2.3.3a Loading Cargo - Three Grades
1.6.2a Deck Anchoring and Mooring Hydraulic System 2.4.1a Full Cargo Discharge
1.2 Cargo Piping System 1.7.1a Cargo Ballast System 2.4.2a Full Cargo Discharge, One Grade
1.2.1 System Description 1.7.2a Automatic Ballast Stripping System 2.4.2b Discharge Single Grade and Partial COW
1.2.2 Cargo Measuring and Sampling 1.7.2b AUS Automatic Stripping System Screen Display 2.4.3a Full Cargo Discharge, Group Three
1.2.3 Slop Tank Usage 1.7.3a Ballast Tank Venting 2.4.3b Full Cargo Discharge, Group Two
1.2.4 Slop Tank Heating 2.4.3c Full Cargo Discharge, Group One
2.4.3d Discharge COW of Grade One Tanks
1.3 Cargo Pumps
Part 2: Cargo Handling Procedures 2.4.3e Full Discharge COW of Grade Two Tanks
1.3.1 Main Cargo Pumps 2.4.3f Full Discharge COW of Grade Three Tanks
2.1 Cargo Handling Operation Sequence Diagrams 2.4.4a Part Cargo Discharge
1.3.2 Stripping Pump and Eductors
2.1.1 Loading 2.5.1a Tank Cleaning System
1.3.3 Automatic Cargo Stripping System
2.1.2 Discharging 2.5.2a Tank Cleaning Machine
1.3.4 Cargo Valves
1.3.5 High Velocity Pressure/Vacuum (PV) Valve and Purge Pipe 2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet
2.2 Inerting Cargo Tanks Length Pressure Graph
2.2.1 Initial Inerting 2.5.2c Tank Cleaning Machines
1.4 Inert Gas System - Main and Top-up
2.2.2 Use With or Without Vapour Emission Control (VEC) 2.5.3a Crude Oil Wash
1.4.1 System Descriptions and Operation
2.2.3 Loading 2.5.4a Closed Cycle Washing, No.3 Centre
1.4.2 Inert Gas Topping Up Generator
2.2.4 Discharging 2.5.4b Slop Tank Heating and Deck Steam System
1.4.3 Maintenance (routine maintenance in operation only)
2.6a Gas Freeing
2.3 Loading Cargo 2.7a Ballasting Operations
1.5 Crude Oil Wash and Tank Cleaning System
2.3.1 Loading a Single Grade Cargo 2.7b Deballasting Operations
1.5.1 System Description
2.3.2 Loading a Two and Three Grade Cargo 2.7.1a Heavy Weather Ballasting
1.5.2 Maintenance (Routine Maintenance in Operation Only)
2.7.1b Heavy Weather Deballasting
2.4 Discharging Cargo 2.7.2a Line Draining
1.6 Hydraulic Systems
2.4.1 Full Discharge 2.7.2b Line Cleaning No.3 Main Cargo Pump
1.6.1 Cargo and Ballast Valve Hydraulic Remote Control
2.4.2 Discharge of a Single Grade Cargo with COW of No.1 2.7.2c Line Cleaning No.2 Main Cargo Pump
1.6.2 Deck Anchoring and Mooring Hydraulic System
Centre COT, No.4 Wings COT and Both Slop Tanks 2.7.2d Line Cleaning No.1 Main Cargo Pump
2.4.3 Discharging a Three Grade Cargo, Full COW 2.7.2e Line Cleaning Tank Cleaning Pump
1.7 Ballast System
2.4.4 Part Cargo Discharge 2.7.2f Line Cleaning Stripping Pump
1.7.1 System Descriptions
1.7.2 Automatic Ballast Stripping Operation 2.7.3a Oil Discharge Monitoring Equipment
2.5 Crude Oil Washing and Tank Cleaning System
1.7.3 Venting
2.5.1 Tank Cleaning System
2.5.2 Tank Cleaning Machine Description
Illustrations
2.5.3 Crude Oil Wash
1.1a Cargo Tanks Layout
2.5.4 Water Wash, (Cold or Hot)
1.2.1a Cargo Piping System
1.2.2a Cargo Measuring and Sampling
2.6 Gas Freeing
1.3.1a Main Cargo Pumps
2.6.1 Gas Freeing for Entry
1.3.1b Main Cargo Pump Characteristic Curves
2.6.2 Gas Freeing for Hot Work

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Iran Dena Cargo Systems Operating Manual

Part 3: Cargo Operations - Control and Instrumentation Part 4: Emergency Systems and Procedures

3.1 Control Systems 4.1 Emergency Procedures - Deck

3.1.1 System Overview 4.1.1 Fire Hydrant System
3.1.2 Mimic Panels 4.1.2 Deck Foam System
3.1.3 Control of Valves and Pumps 4.1.3 Discharge of Cargo from Damaged Tank
3.1.4 Super Cargo - XL Cargo Handling System (SC-XL) 4.1.4 Oil Spill and Pollution Prevention - Cargo
3.1.5 Ballast Exchange Program 4.1.5 Emergency Inerting of Ballast Tanks

3.2 Cargo Control Room, Console and Panels Illustrations

4.1.1a Fire Hydrant System
3.3 Cargo Tank Instrumentation System 4.1.2a Deck Foam System
3.3.1 SAAB Tank Level Measurement System 4.1.5a Emergency Inerting of Ballast Tanks
3.3.2 Remote Sounding and Draught Gauge System 4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)
3.3.3 Gas Detection and Tank Overfill Alarm Systems
3.3.4 Cargo Loading Computer

Illustrations
3.1.1a Super Cargo XL Main Menu Display
3.1.1b System Overview Screen
3.1.2a Cargo Mimic Panel
3.1.2b Ballast Mimic Panel
3.1.4a Guidance Message Flow Diagram for Automatic Loading
Control
3.1.4b Guidance Message Flow Diagram for Automatic
Unloading Control
3.1.5a Ballast Exchange Plan and Control Screen
3.1.5b Ballast Exchange Control Sub-Memu
3.2a Cargo Control Room
3.2b Cargo Control Console
3.2c Cargo Control Room Panels
3.3.1a Tank Level Measurement and Alarms
3.3.1b SAAB Tank Level Monitor Display
3.3.1c SAAB Temperature Monitor Display
3.3.3a Omicron Gas Sampling and Overfill Control Units
3.3.3b Omicron Vapour Alarm and Gas Warning System Control
Units
3.3.4a Loading Calculator
3.3.4b Hull Condition Screens

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Iran Dena
INTRODUCTION
General
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single handbook which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the Iran Dena has been carefully
collated in relation to the systems of the vessel and is presented in three on
board volumes consisting of BRIDGE SYSTEMS OPERATING MANUAL,
CARGO SYSTEMS OPERATING MANUAL and MACHINERY SYSTEMS
OPERATING MANUAL.
In addition to containing detailed information of the cargo and related systems,
the CARGO SYSTEMS OPERATING MANUAL contains safety procedures,
and procedures to be observed in emergencies and after accidents.
The Cargo Systems Operating Manual is designed to complement Marpol
73/78, ISGOTT and Company Regulations.
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 and 1995.
Officers should familiarise themselves with the contents of the International
Convention for the Prevention of Pollution from Ships, so that they are aware
of the category of the cargo being carried and the requirements for cleaning of
cargo tanks and the disposal of tank washings/ballast containing residues.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of
Cargo Record Book. It is essential that a record of relevant cargo/ballast
operations are kept in the Cargo Record Book and duly signed.
In many cases the best operating practice can only be learned by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the N.I.T.C. Technical Operations Office so that
revisions may be made to manuals of other ships of the same class.
Issue: Final Draft
Cargo Systems Operating Manual
Safe Operation A list showing the valves which are OPEN during the different operations is
also provided for quick reference.
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 The valves and fittings identifications used in this manual are the same as
and are detailed in the various manuals available on board. However, records those used by the shipbuilder.
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered
at all times.
Illustrations
All illustrations are referred to in the text and are located either in-text where
1. Never continue to operate any machine or equipment which
sufficiently small or above the text, so that both the text and illustration are
appears to be potentially unsafe or dangerous and always report
accessible when the manual is laid open. When text concerning an illustration
such a condition immediately.
covers several pages the illustration is duplicated above each page of text.
2. Make a point of testing all safety equipment and devices
Where flows are detailed in an illustration these are shown in colour. A
regularly. Always test safety trips before starting any equipment.
key of all colours and line styles used in an illustration is provided on the
In particular, overspeed trips on auxiliary turbines must be
illustration. Details of colour coding used in the illustrations are given in
tested before putting the unit to work.
the following colour scheme.
3. Never ignore any unusual or suspicious circumstances, no
Symbols given in the manual adhere to international standards and keys to the
matter how trivial. Small symptoms often appear before a
symbols used throughout the manual are given on the following pages.
major failure occurs.
4. Never underestimate the fire hazard of petroleum products, Notices
whether fuel oil or cargo vapour. The following notices occur throughout this manual:
5. Never start a machine remotely from the control room without WARNING
checking visually if the machine is able to operate satisfactorily. Warnings are given to draw reader’s attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment and machinery, devices are included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
the equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
without danger to personnel or damage to the machine. If these safety devices DAMAGE TO EQUIPMENT MAY OCCUR.
are neglected, the operation of any machine is potentially dangerous.
(Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.)
Description
The concept of this Cargo Systems Operating Manual is based on the
presentation of operating procedures in the form of one general sequential
chart (algorithm) which gives a step-by-step procedure for performing
operations required for the carriage of products.
The manual consists of introductory sections which describe the systems and
equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating
procedures for the system or equipment involved.
Each cargo handling operation consists of a detailed introductory section
which describes the objectives and methods of performing the operation
related to the appropriate flow sheet which shows pipelines in use and
directions of flow within the pipelines.
Front Matter Page 3
PART 1: CARGO SYSTEM DESCRIPTION

1.1 Cargo Tanks Layout

Illustrations

1.1a Cargo Tanks Layout

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Iran Dena Cargo System Operating Manual

Illustration 1.1a Cargo Tanks Layout

Port No.5 Port Port No.5 Port

No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing
Slop Wing Slop Wing

No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre

Stb'd No.5 Stb'd Stb'd No.5 Stb'd

No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing
Slop Wing Slop Wing

47/27/26% Split 26.5/73.5% Split

Key Key
Cargo Group 1 Cargo Group 1
Cargo Group 2 Cargo Group 2
Cargo Group 3

Port No.5 Port Port No.5 Port

No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing
Slop Wing Slop Wing

No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre

Stb'd No.5 Stb'd Stb'd No.5 Stb'd

No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing
Slop Wing Slop Wing

47/53% Split 27/73% Split

Key Key
Cargo Group 1 Cargo Group 1
Cargo Group 2 Cargo Group 2

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Iran Dena Cargo System Operating Manual

PART 1: CARGO SYSTEMS DESCRIPTION Or to give an approximate 27/73% split:

1.1 CARGO TANKS LAYOUT Number 1 Group

The cargo tanks consist of five centre tanks and six pairs of wing cargo oil
tanks (port and starboard). The aftermost pair of wing tanks are designated as
the vessel’s slop tanks and have a combined capacity of 9,176m3.
The tanks are divided into main groups as follows:
No.3 centre, No.1 and 5 wings giving a total of 90,085m3 at 98% capacity;
Number 2 Group
No.1, 2, 4 and 5 centre COT, No.2, 3, and 4 wings COT and both slop tanks
giving a total of 248,116m3 at 98% capacity.

(Note: The above possible configerations are based purely on tank segregation
Number 1 Group and capacities only. The actual loading quantities to be determined by
No.1, 2 and 4 and 5 centre and No.3 wings giving a total of 159,156m3 at the cargo specific gravity and resulting stress and stability figures
98% capacity; 47% total ship capacity. obtained from the loading computer.)

Five pairs of ballast tanks are situated outboard of, and underneath the cargo
Number 2 Group oil tanks. The fore and aft peak tanks along with the engine room side ballast
No.3 centre, No.1 and 5 wings giving a total of 90,085m3 at 98% capacity; tanks (port and starboard) are also used for ballast. The total capacity of the
26.8% total ship capacity. ballast tanks, including the fore, aft peaks and engine room side ballast tanks,
is 103,539m3 at 100% capacity.
Number 3 Group
No.2 and 4 wing tanks and both slop tanks giving a total of 88,960m3 at 98%
capacity; 26.2% total ship capacity.

The cargo tanks can also be divided into two groups to give an approximate
47/53% split as indicated below.

Number 1 Group
No.1, 2, 4 and 5 centre COT and No.3 wings COT giving a total of 159,156m3
at 98% capacity.

Number 2 Group
No.1, 2, 4 and 5 wings COT, No.3 centre COT and both slop tanks (port and
starboard) giving a total of 179,045m3 at 98% capacity;

or alternatively, to give an approximate 26.5/73.5% split:

Number 1 Group
No.2 and 4 wings COT and both slop tanks giving a total of 88,960m3 at
98% capacity.

Number 2 Group
No.1, 2, 3, 4 and 5 centre COT, No.1, 3, and 5 wings COT tanks giving a
total of 249,241m3 at 98% capacity.

Issue: Final Draft 1.1 Page 2 of 2

1.2 Cargo Piping System
1.2.1 System Description

1.2.2 Cargo Measuring and Sampling

1.2.3 Slop Tank Usage

1.2.4 Slop Tank Heating

Illustrations

1.2.1a Cargo Piping System

1.2.2a Cargo Measuring and Sampling

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Iran Dena Cargo System Operating Manual

Illustration 1.2.1a Cargo Piping System
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V From 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System Fire Line CL
CL 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL CL H H CL H CL H CL H CL
H H 165V 179V 182V H H H 044V 043V 042V 041V Tank CL Oil Tank
070V H
263V 040V
CL CL (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
Key 066V 067V
(5,500m3/h x150mth) CL252V
Cargo Grade - 1 Steam and Air
H

Condensate
Cargo Grade - 2 PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Cargo Grade - 3 No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
Chest CL CL CL (Stb'd) (Stb'd)
CL056V
057V 068V 192V No.5 No.4 No.3 No.2 No.1
Stripping Line
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Iran Dena
1.2 CARGO PIPING SYSTEM
1.2.1 SYSTEM DESCRIPTION
Cargo System
If required, three different grades of cargo can be loaded or discharged
concurrently with two valve separation.
The cargo is loaded through four cargo manifolds on the main deck, then via
three direct loading drop lines, situated in No.3 centre cargo oil tank, to the
associated suction main for each group of tanks.
The system can be made common by use of a crossover line situated in
the pump room and at the forward end of the bottom lines in No.1 and
2 centre.
Discharge of the cargo tanks is via three steam turbine driven centrifugal
cargo oil pumps, each of 5,500m3/h capacity situated in the cargo pump room,
discharging to the respective manifolds on deck.
Each cargo pump is connected to an automatic cargo stripping unit consisting
of gas separators and vacuum pumping units. The lines from the tanks to the
pumps are of a nominal 750mm diameter.
The cargo lines are drained using a steam driven reciprocating stripping pump
rated at 450m3/h, situated in the pump room, discharging via the 200mm line
(commonly called the ‘MARPOL’ Line), to the manifolds outboard of the
manifold valves.
The cargo oil pumping system is designed to discharge the bulk of the cargo
oil from all cargo oil tanks, in approximately xx hours, excluding stripping
and time for crude oil washing.
Crude oil washing, which is essential if maximum out-turns are to be achieved,
is accomplished by using the tank cleaning pump or by bleeding off crude oil
from the cargo pump discharge lines to the tank cleaning machines via the tank
cleaning line.
The cargo tanks are to be maintained fully inerted during all cargo handling
operations.
The bottom suction lines in the pump room can be interconnected on the pump
suction side through the sea suction (700/600mm) crossover.
The discharge side of the cargo pumps can also be interconnected through a
(650mm) crossover line, terminating in a high overboard discharge outlet on
the starboard side and above the deepest water ballast line.
Issue: Final Draft
Cargo System Operating Manual
The tank cleaning main is also fed from this line. The overboard line has a The cargo stripping pump is used for discharging the contents of the cargo
sampling probe for the oil discharge monitoring and control system and a flow pump room bilge to the starboard slop tank, or directly overboard via the
meter sensor. ODME. Manual control of the pump room stripping pump bilge suction
isolator valve CL084V is via a deck valve stand fitted at upper deck level.
The slop tanks are interconnected by a levelling line and valve. Both slop tanks
have separate stripping suctions connected to the cargo oil stripping pump and
eductor crossover.
The crossover line on the cargo suction main and discharge main lines in
the cargo pump room are provided for the flexibility of cargo handling and
tank cleaning with sea water. Similarly, crossover lines are provided at the
forward end of the tank bottom lines in No.1 and 2 centre tank, with two
valve separation.
Each cargo tank has a stripping valve in a suction well situated at the port side
aft, while the main suction is fitted with a cone type bellmouth.
Ballast is not carried in the cargo tanks under normal circumstances, but, 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 cargo pumping and piping system.
Both slop tanks are fitted with heating coils.
Cargo Stripping System
Stripping of the cargo is performed by the cargo pumps with an automatic
stripping system, cargo stripping eductors and a cargo stripping pump.
The cargo oil pumps are fitted with an individual automatic stripping system
consisting of four vacuum pumps, sealing water tank and gas separator. Gas
and condensate from the automatic cargo stripping system is extracted by
means of the vacuum pumps.
Two 700m3/h stripping eductors are installed to take suction from each of the
cargo bottom lines, via the eductor/stripping pump crossover, and discharging
to the port or starboard slop tank. The eductor drive can be supplied by any
of the main cargo pumps.
The manifold area is fitted with drip trays either side which can be drained
down to No.3 wing cargo tanks.
One cargo stripping discharge line with a diameter of 200mm, as required
by MARPOL 73/78, is led to the upper deck and connected outboard of the
manifold valves on each side.
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Illustration 1.2.2a Cargo Measuring and Sampling

Slop Tank
Test Lifting Rod (Port)
R

R R R O
R O
O O R O
O T T No. 5 C.O.T. (Port) T No. 4 C.O.T. (Port) T No. 3 C.O.T. (Port) T No. 2 C.O.T. (Port) T No. 1 C.O.T. (Port)

Stop Plate
O
Float T T T T T
Reed Switch
No. 5 C.O.T. (Centre) No. 4 C.O.T. (Centre) No. 3 C.O.T. (Centre) No. 2 C.O.T. (Centre) No. 1 C.O.T. (Centre)
R O O O
R R R R
O

Magnets

Slop Tank No. 5 C.O.T. (Starboard) No. 4 C.O.T. (Starboard) No. 3 C.O.T. (Starboard) No. 2 C.O.T. (Starboard) No. 1 C.O.T. (Starboard)
(Starboard)
T R R R R O
Omicron Independent Level Alarm Unit O T T O T O T O T
O
R
R

Level Temperature
Transmitter Sensor
Main Deck

o Ullage Zero Level Used for :

Minimum X SAAB Radar
Transmitter 1. Ullage
Oil Water Interface
50mm Seal Valve Temperature

Antenna 2. Hand Dipping

Axis 37.5mm Seal Valve

R SAAB Radar Beam Level Gauge

Transmitter 50mm Seal Valve
Cleaning
T Temperature Sensor
Hatch
Inner Bottom Accurate to
37.5mm Seal Valve
Ullage Height Vapour Control Valve (50mm)
Cap
Upper Deck Vapour Control Valve (37.5mm)
Bottom Shell
O Omicron Overfill Alarm

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1.2.2 CARGO MEASURING AND SAMPLING
Cargo and slop tank levels, with high level alarms, are relayed to the cargo
control room (CCR) by Saab Tankradar transmitters and are displayed on a
CRT monitor. Ballast, fuel and diesel oil tank levels are displayed in the CCR
using electro-pneumatic type equipment. Two ND37.5 (1.5'') seal valves plus
one ND50 (2'') seal valve are fitted to each cargo oil tank, and one ND25
plus one ND50 to each slop tank. These seal valves provide hand dipping
points, independent ullage checks, temperatures and oil/water interface using
the MMC portable cargo monitoring device. The seal valve allows for the
connection and disconnection of the portable cargo monitoring devices without
having to broach the inert gas in the cargo tanks. Sufficient hand dipping
points are fitted for checking the dryness of the tank in accordance with the
requirements of the IMO.
An independent Omicron high level (98% overfill) alarm is fitted to each cargo
oil and slop tank. The alarm indicator panel is situated in a dedicated cabinet in
the CCR along with the Omicron gas sampling, vapour alarm and gas warning
system. The overfill panel has indication of AC and DC power failure and
failure reset button, system on/off switch, accept alarm flash, accept horn and
LED indication for each cargo oil and slop tank. The alarm status is also fed
to the Super Cargo XL system, mimic OMICRON SYSTEM ALARM (1/2).
Alarm indication on deck is given by air operated horns and red indicator
rotating lights located at the midships lighting posts at the manifold area on
the port and starboard sides.
Prior to cargo operations the Omicron high high level alarms are tested by
removing the cap nut and pulling out the test rod on each individual unit. There
is a 10~15 second time delay prior to the activation of the high high level alarm
after lifting the test rod. Alarm indication is also relayed to the ECR on the
alarm monitoring and control system if the alarm is not acknowledged within
120 seconds from the CCR.
Issue: Final Draft
Cargo System Operating Manual
1.2.3 SLOP TANK USAGE 1.2.4 SLOP TANK HEATING
There are two slop tanks fitted on board with five uses. These are detailed as A tank cleaning heater is fitted on this vessel for heating the wash water when
follows: tank cleaning with water. There are isolating valves and spectacle blanks fitted
on the inlet and outlet sides of the heater.
• Cargo carrying tanks.
• Crude oil washing (COW) when utilising the eductors. WARNING
• Water washing prior to tank inspection or refit. Under normal COW operations, the tank cleaning heater inlet and outlet
valves and spectacle blanks must be in the closed position with the heater
• As part of the ODME system, the flow is automatically diverted, bypass valve open in order to isolate the possibility of crude oil entering
as necessary, to the port slop tank when decanting slops or the engine room via the steam system in the event of a tube failure.
discharging heavy weather ballast to sea.
• Tank volume (product) heating. Heating coils are fitted in both slop tanks. These are capable of heating the
contents from from 44ºC to 60ºC when 50% full in 24 hours, with a sea water
Loading of the slop tanks is completed in the normal manner from the No.3 temperature of 5ºC and an ambient air temperature of 2ºC.
group bottom lines.
Discharge of the slop tanks is normally via the main suctions during bulk
discharge and then from the direct suctions in the pump room during draining.
During COW, if the slop tanks and eductors are being utilised, fresh crude oil
can be drawn from the either slop tank by any of the cargo oil pumps. Crude
oil is pumped up the COW line and through the eductor system simultaneously.
Both eductors can discharge to either the port or starboard slop tanks.
During water washing, both slop tanks are normally utilised. Clean water
is drawn from the starboard slop tank and the drainings from the eductor’s
discharge are directed to the port slop tank. Clean water flows across to the
starboard slop tank via the balance line to achieve ‘closed cycle’ washing.
Careful management of the slop tanks is essential at all times.
The following useful guidelines should be noted:
If the slop tanks are utilised for COW, it is necessary to decant the water from
all COTs, including the slop tanks, subject to grade segregation. The slop tanks
are discharged and refilled with dry crude oil prior to the commencement of
COW. During COW, fresh crude oil can be drawn from the starboard slop
tank via the main suction. 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 Condensate Steam Heating SAAB Tank
cargo pump to maintain suction and the balance line to remain covered if both Return Isolator Supply Inlet Temperature
slop tanks are used. Measuring Device
Oxygen content readings of the slop tank atmospheres must be taken prior to
COW or water washing and monitored at regular intervals. Readings must not
Slop Tank Steam Heater Header
exceed 8%.
The slop tanks are aft and are of relatively small volume, therefore care must
be taken when loading these tanks as they can fill rapidly.
1.2/1.2.2/3/4 Page 2 of 2
1.3 Cargo Pumps

1.3.1 Main Cargo Pumps

1.3.2 Stripping Pump and Eductors

1.3.3 Automatic Cargo Stripping System

1.3.4 Cargo Valves

1.3.5 High Velocity Pressure/Vacuum (PV) Valve and Purge Pipe

Illustrations

1.3.1a Main Cargo Pumps

1.3.1b Main Cargo Pump Characteristic Curves

1.3.2a Stripping Pump

1.3.3a Automatic Cargo Stripping System

1.3.3b AUS Cargo System Screen Display

1.3.5a High Velocity Pressure/Vacuum Valve

1.3.5b Purge Pipe

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Illustration 1.3.1a Main Cargo Pumps

Combined Steam Regulating

and Emergency Shut Off Valve

Governor

Exhaust
Steam

Motorised
Steam Supply
Valve

Engine Room

Pump Room Trip Resets Motorised

Steam Exhaust
Temperature Gas Tight
Sensor Shaft Seal Valve

LO Priming
Cargo Oil Pump Turbine Pump
Pump Vibration
Bearing
Sensor
Temperature
Sensor

Pump Casing
Temperature Pump Discharge
Sensor
Pump Suction

Bearing
Temperature
Sensor

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1.3 CARGO PUMPS • Open the pump and line suction valves fully b) With the cursor click on the WARMING UP button on the
COPT faceplate. This will initiate the warming up cycle, the
• Ensure the pump volute casings are vented until liquid
1.3.1 MAIN CARGO PUMPS pump speed will be maintained at approximately 250 rpm
appears
during this period and the WARMING UP button will flash. On
completion of the warming up phase the WARMING UP button
Cargo Pumps See section 1.3.3 for the precautions necessary to prime the lines to the
will go to a steady light.
COPTs.
Manufacturer: Shinko Industries Ltd
Type: Steam turbine driven vertical centrifugal pump c) During the warm up period if the discharge pressure rises above
Starting 4kg/cm2, open the pump discharge valve gradually.
No. of sets : 3
When the auxiliary systems for the operation of the cargo pump turbines are
Capacity: 5,500m3/h The duty engineer will check that there is no abnormal noise or
in operation and steam lines are fully warmed through and the drains clear,
Model (Pump): KV 500-2 control can be passed to the CCR. At the local control panel(s) at the turbine vibration in the turbine and the reduction gear. If an abnormal
(Turbine): RVR-2 side the control selection switch(s) must be set to REMOTE. The steam inlet state is noticed, the turbine will be stopped immediately and the
Speed (Pump): 1,090 rpm ±3% and exhaust valve on each turbine will now be fully open. The warming problem investigated.
(Turbine): 6,983 rpm through operation of the turbines will now be performed from the Super Cargo
XL mimic panels in the CCR. d) The duty engineer will trip the turbine(s) by operating the hand
Rating: 2,680kW trip knob to confirm that the governor control valve closes
a) From the Cargo Pump Turbine mimic screen select the COPTs immediately. The trip will then be reset. The pump discharge
Tank Cleaning Pump
to be warmed through ready for operation. Place the mouse valve should be shut before the pump is run up again. The
Manufacturer: Shinko Industries Ltd COPTs should also be tested from the CCR.
cursor over the COPT icon and right click with the mouse
Type: Steam turbine driven vertical centrifugal pump button, the pump command faceplate will now open. The top
No. of sets : 1 left hand corner will indicate the control mode the COPT is e) When all of the COPT trips have been tested initiate the
in, either MANUAL, LOCAL or REMOTE. For control of the WARMING UP again on the required pumps to be used. As
Capacity: 3,000m3/h
COPTs from the CCR the system must be set in REMOTE at the turbines are already in a warmed up condition, the warming
Model (Pump): KV450-3 up phase will only take approximately one minute. When the
the local control panel.
(Turbine): RX2 pump discharge pressure rises above 4kg/cm2 open the pump
Speed (Pump): 1,410 rpm ±3% discharge valve gradually.
(Turbine): 7,093 rpm
NO.3 COP f) When the warming up operation is complete the pumps can be
Rating: 1,470kW X
set to minimum speed by pressing the START button on the
General Remote Run faceplate with the mouse cursor. The pump’s speed will now run
up to the minimum governor setting.
The main cargo pump system consists of three vertical centrifugal single stage
SPEED (rpm) FLOW DISCH. SUC.
cargo pumps. They are situated at the bottom of the pump room and are driven PS 290 g) The INC. (increase speed) and DEC. (decrease speed) buttons
by a three stage impulse steam turbine and intermediate shaft passing into ----- 2.0 1.1 on the COPT faceplate are used to regulate the pump speed; the
FB 290 pump speed is increased or decreased by 10 rpm for every click
the pump room through a bulkhead gland. The pumps are each equipped with 25.0 4
an automatic unloading system.
1500 37500 of the corresponding button.
20.0 2
1000 25000
0 Stopping
15.0
Procedure for the Operation of Cargo Pumps 500 12500 5.0
-30 a) Decrease the turbine speed gradually from the COPT faceplate
-60 using the onscreen DEC. button.
Pre-Operation Checks 0 0 0.0

a) The chief officer/duty deck officer should notify the duty b) Stopping is possible by operating either the remote stop(s) or
Wa r m i n g
engineer of cargo pump requirements. The duty engineer will Inc. Dec. Start Stop the hand trip on the turbine. The pump discharge valve should
then make the cargo oil pumps ready for operation. Up be shut before the pump turbine is stopped.

b) Before the cargo pumps, including the COW pump, are run up Auto c) Close the pump suction valves.
B . W. L . H H Tr i p O v e r r i d e Data
the duty cargo officer is to: Manual
If a COPT is stopped for more than 30 minutes then a full warm-up cycle must
• Ensure the pump discharge valves are closed
be completed.

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Illustration 1.3.1b Main Cargo Pump Characteristic Curves

Characteristic Curve: Data From Sea Water as Pumping Fluid Steam Consumption Curve
90

200 80 30

180 70

Total Head 160 60

(m)
140 50
Efficiency % 22.78
120 40

100 30 20

20

10 Steam Consumption
(ton/h)
0
Shaft
Horsepower
(kW)
3,000 10

2,000 8

1,000 6
NPSH (m)
0 4

0
1,000 2,000 3,000 4,000 5,000 6,000 7,000 1,000 2,000 3,000
Capacity m3/h Output Power (kW) 2,680

NPSH (m) Normal Operations

Shaft Horsepower (kW) Power: 2,679 kW
Total Head (m) Pump Efficiency: 86%
Efficiency (%) NPSH: 4.2m
Capacity: 5,500 m3/h

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EMERGENCY STOPPING The pump is normally stopped by reducing the speed to minimum setting and
Local Stopping pressing the STOP button on the faceplate panel.

Pull the hand trip knob so that the spindle moves outward and the governor Resets for trip and alarm functions are provided at the turbine side.
valve closes through activation of the trip mechanism causing the turbine to
stop. Electric pushbutton emergency stops are situated at the following locations for
the cargo pumps and tank cleaning pump:
Remote Stopping • Cargo control room
Press the REMOTE STOP buttons provided at the remote stop station in the • Pump room lower level
pump room and at the midship manifolds so that the trip mechanism activates
to close the governor valve and stop the turbine. • Pump room entrance port and starboard sides
• Cargo manifolds at the deck stores, port and starboard
Resetting the Emergency Trip • Steam turbine side
Before resetting the emergency trip, ensure the following conditions are • Engine control room
fulfilled:
• Wheelhouse
• The pump is at the minimum load, i.e. the pump discharge
valve is fully closed CAUTION
• The governor speed setting is at the minimum speed The manufacturer’s casing temperature set point of 80ºC will be suitable
for cargoes of all temperatures, but if a non-heated cargo is carried, it is
• The turbine steam inlet valve is fully closed and the turbine advisable to reduce the set point to some 20ºC above the ambient cargo
is stopped temperature. This will give early warning of system abnormalities and
lessen the likelihood of damage to the pump seals.
Alarm and trips for the cargo, tank cleaning and ballast pump turbines are as
follows: CAUTION
• Overspeed trip Running the pump in the manual condition i.e. with the automatic stop
of the pump at finish of stripping deactivated, may result in the pump
• LO low pressure trip (0.5kg/cm2) running dry, or running with the discharge valve closed longer than the
• LO low pressure alarm (0.6kg/cm2) manufacturer’s recommendation, resulting in serious damage to the pump
and mechanical seals.
• LO tank low level alarm
• High exhaust steam back pressure trip (1.0kg/cm2)
• High exhaust steam back pressure alarm (0.7kg/cm2)
• Pump casing high temperature trip (80°C)
• Pump bearing high temperature trip (90°C)
• Pump pressure discharge high trip (10% above rated total
head)
• Bulkhead stuffing box high temperature trip (80°C)
• Low inert gas pressure trip
• Pump shaft seal leakage detection alarm

Indication is given on each pump turbine faceplate of the pump speed,

discharge pressure and suction pressure.

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Illustration 1.3.2a Stripping Pump
Super Cargo XL Stripping Pump Faceplate

H Deck C.O. STRTIPPING PUMP X

Cargo STROKE FLOW DISCH. SUC. STEAM

Control Room (bbl/h) ( kg/cm 2) ( kg/cm 2) ( kg/cm 2)
PS 9 (%) 0 21.0 1.3 9.9
FB 1 4 (rpm)
60 10500 25.0 4 25.0
20.0 2 20.0
7000 15.0 15.0
30 0
10.0 -30 10.0
3500
5.0 5.0
-60
0 0 0.0 0.0

Inc. Dec. Start Starting Stop

Up
Engine
Room I
P

Pump
Stop Valve
Room
Speed Control Valve
Steam 'MARPOL' Line
Supply Discharge To
HS011V HS009V HS010V
Manifold
Steam
Exhaust
HS032V
HS031V

H CL097V

H
HS004V To Port Slop
From Pump H
Tank via ODME
Room Bilges CL096V
Line
CL084V
H Stroke
CL083V Transmitter

Suction from Cargo Pumps

Tank Cleaning Stripping Isolator Accumulator
Pump
PA
H H Suction from
Suction from H H Stripping Cargo
Cargo Line CL071V CL053V Main Stripping
PA
No.3 CL077V CL076V Pump Steam
H
Pressure Discharge Suction
450 m3/h PA PA PA
H H Transmitter Transmitter Transmitter Key
Suction from
Cargo Line CL082V
H
No.2 CL075V CL074V
Stripping Line
CL055V H Suction from
Suction from H H No.1 stripping
Cargo Line Suction from CL078V Eductor Control Air
No.1 CL073V CL072V Port Slop
H Tank H Suction from
Suction from Control Air Saturated Steam 18kg/cm2
No.2 stripping
Starboard Slop
CL056V CL079V Eductor
Tank
Exhaust Steam

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1.3.2 STRIPPING PUMP AND EDUCTORS Operation of the Stripping Pump Instrumentation
Indication of steam pressure, suction pressure, discharge pressure and stroke
a) Check that the steam supply from the engine room is available, rate are available on the Super Cargo XL system. Additionally, a pump stroke
Stripping Pump
the system is warmed through and that all the drains have been meter and stroke rate increase/decrease buttons are available on the main
Manufacturer: Shinko Industries Ltd. run clear of any condensate locally in the pump room. Ensure control console.
No. of sets: 1 that the steam inlet and exhaust isolators at the stripping pump
Model: KPH425 are open, HS031V and HS004V. The pump has emergency stop buttons situated in the following positions:
Type: Double stroke steam recipricating • Cargo control room
b) From the Super Cargo XL control mimic set the pipeline for the
Speed maximum: 33 rpm operation required. Open the pump discharge valve. • Engine control room
Capacity: 450m3/h at 15kg/cm2
• Locally at the floor level in the pump room
Steam condition: 18kg/cm2 To Start the Pump
Crude Oil Stripping Eductors a) With the mouse cursor on the mimic panel, point to the stripping Eductors
Manufacturer: Teamtec pump, using the right reference button, single click to open the
faceplate. Operation
No. of sets: 2
Type: 10-13-14 d86 b) With the mouse cursor point to START, using the right button, a) From the Super Cargo XL control mimic set the pipeline for the
Capacity: 750m3/h at 30 mth single click to request the task. operation required. Open the eductor drive valve.
Driving fluid: 1,005m3/h at 12kg/cm2
c) The pump will now run up to a default setting 10 strokes per b) Open the discharge to the slop tank(s).
Water Ballast Stripping Eductors minute. The steam inlet pressure to the pump, pump suction and
Manufacturer: Teamtec discharge pressures, pump stroke and flow are all indicated at c) Supply driving fluid to the eductor from the cargo, ballast or
the top of the faceplate both digitally and as bar graphs. tank cleaning pumps.
No. of sets: 2
Type: 12-12-14 d142 d) When the required pressure is reached open the suction valve
To Change the Speed of the Pump
Capacity: 350m3/h at 25mth from the Super Cargo XL mimic. The in-use eductor faceplate
Driving water: 1,595m3/h at 3.65kg/cm2 a) With the stripping pump faceplate open, use the mouse cursor will show the discharge, suction and drive pressures.
to select either the INC. or DEC. buttons. It is also possible
Bosun’s Store/Chain Locker/Void Space Bilge Eductor to control the stripping pump speed from the digital read out/ CAUTION
Manufacturer: Teamtec control panel on the cargo control console. If draining cargo tanks ensure that there is sufficient room in the slop tank
to take BOTH the quantity to be drained and the drive liquid.
No. of sets: 1 (Note: Under no load conditions the speed of the pump will increase, therefore
Type: 11/2-2-21/2 d12 a good watch should be kept on the pump when it is coming to the end e) Open the stripping suction on the tank to be drained.
Capacity: 10m3/h of suction.)
Driving water: 15m3/h at 7kg/cm2 (Note: If the driving fluid pressure is too low, fluid may flow back to the tank
b) Each single click with the mouse cursor on the selected button via an open suction valve.)
will increase or decrease the pump speed by 1 rpm.
Stripping Pump
General To Stop the Pump
The stripping pump is a double stroke steam reciprocating pump, controlled
from the Super Cargo XL screen displays in the cargo control room (CCR). a) With the stripping pump faceplate open, use the mouse cursor
to select the STOP button.
The stripping pump can be used to drain the cargo lines and the pump room
bilges to the port slop tank, to overboard via the ODME or to shore via the b) With the mouse cursor over the STOP button, single click to
200mm line (MARPOL line). This connects to the manifolds outboard of the request the task. The pump will now stop.
manifold valves.

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Illustration 1.3.3a Automatic Cargo Stripping System C30
No.1

No.2 C30 018V

C30 019V
No.3
020V

012V 009V 010V 006V 007V

Control Signal Control Signal
C1 C1
No.1 VP Unit C10 No.2 VP Unit C10
C132 PI C132 PI

To Slop Control Signal Control Signal

C9-1 C9-1
Tank Sealing C22 C2 C22 C2
C8 C9 C8 C9
Fresh Water Sealing
C17 No.1 C5 C3 Fresh Water No.3 C3
No.1 C17 No.3
Vacuum Vacuum
Pump Motor Pump Motor
C16 C12 C12

C67 C67

C109
C2 C2
No.2 No.2 No.4 No.4
Vacuum Vacuum
Pump Motor Pump Motor
C12 C12
C20 C20
C67 C67

014V C35 C109 015V C35

013V

Main Tank Cleaning

Cargo Line Line

Control Signal
H4
H CL085V H CL088V
LP
H9 LP
H1 A1
H7 PI H CL089V
A8 A5
Control Signal A9
Drain Tank
No.1
Manhole
A3 Separator
H7
A12
HP A11
HP B1 A CL118V
10kg/cm2 Air
H8 H6 Test/ Key
H5 A13 A20
Adjustment PI A17
H15 H3 A10 A4 Fresh Water

Cargo Oil
Cargo Pump No.1
Suction Cargo Oil Cargo Vapour
To Stripping Pump Pump
Mudhole
Valve Normally Closed

CL184V CL177V CL167V

To Stripping Pump

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1.3.3 AUTOMATIC CARGO STRIPPING SYSTEM
Manufacturer: Shinko Industries Ltd
Model: AUS502-34
Introduction
The automatic cargo stripping system is provided to improve the efficiency
of stripping the cargo oil tanks. It utilises the cargo oil pumps to complete
the stripping operation which reduces unloading time. The operation is fully
automated.
The basic principle of the system is to automatically prevent the suction of
gas into the pump, thus enabling the cargo oil pump to complete the discharge
without using a conventional small capacity reciprocating pump.
The gas drawn in from the bellmouth tank suction and the cargo oil vapour
produced in the suction line are separated from the cargo oil in the separator,
on the suction side of the cargo oil pump. The gases gather at the top of the
separator from where they are extracted by the vacuum pump system.
When a large volume of gas enters the separator during the stripping stage,
the liquid level in the separator drops. This would normally cause the pump to
lose suction and stop pumping. To prevent this condition, the opening of the
discharge valve of the cargo oil pump is controlled in proportion to the liquid
level of the separator and adjusts the flow rate accordingly. The lower the
liquid level falls, the more the discharge valve closes. If the liquid level falls
below the minimum set value, the discharge valve closes fully.
Component Description
Separator (A1)
Manufacturer: Shinko Industries Ltd.
No. of sets: 3
Volume per separator: 4.86m3
The separator is a tank on the suction side of the cargo oil pump. It contains
an integrated lattice screen (A20), which assists in the separation of the gas
from the liquid and protects the pump from damage by ingress of debris. The
vapour collects at the top of the separator where it is extracted by the vacuum
pump system (C1). A level transmitter (A3) is mounted on the side of each
separator. The transmitter converts the liquid level to a pneumatic signal which
controls the discharge valve (B1), vacuum pumps (C2) and gas extraction
valve (C30).
Discharge Control Valve (B1) Gas Extraction Valve (C30)
No. of sets: 3 No. of sets: 3
Type: Pneumatically operated, non-tight butterfly valve
The gas extraction valve (C30) is a pneumatically operated piston type valve.
This is installed in the gas extraction line leading from the top of the separator
The discharge control valve (B1) is a butterfly type valve driven by a
(A1), and is opened and closed by a solenoid valve controlled through a
pneumatic cylinder and controls the pump capacity. The valve is controlled
pressure switch, which is operated from the level transmitter (A3).
remotely either by the automatic control signal from the level transmitter
(A3) on the separator, or by the manual control signal from the manual
This valve opens when the separator level is less than 50% and closes when it
loader on the control panel in the cargo control room. The selector switch is
returns to 70% or more.
used to select automatic or manual control of the discharge valve. Three-way
cocks are situated locally to enable the discharge valve to be opened in
an emergency. Drain Tank (H1)
Any liquid (fresh water or cargo oil) which overflows or is drained down from
A valve position gauge on the cargo mimic in the cargo control console the vacuum pump unit is stored in this tank which is emptied by the stripping
indicates the position of this valve. pump via non-return valve on the tank and valve CL270V on the stripping
pump suction line. The level in this tank is indicated on the control panel in the
Vacuum Pump Unit (C1) and Vacuum Pumps (C2) cargo control room. The drain tank has a capacity of 2m3.
Manufacturer: Shinko Industries Ltd.
Model: NSW100
Capacity: 630m3/h
Maximum vacuum: 550mm Hg
No. of pumps: 4
There are two sets of vacuum pump units which can draw off vapour from
the seporators. Each set comprises of a sealing tank and two vacuum pumps,
selection of the duty vacuum pump unit is made on the control panel in the
cargo control room. The vacuum pumps are the horizontal water ring type,
each driven by an electric motor through an intermediate shaft which passes
through the bulkhead from the engine room. The pumps extract the gas from
the top of the separators (A1) and discharge it to the port slop tank. The pumps
(C2) are automatically started and stopped by a pressure switch which is
operated by the pneumatic signal from the level transmitter (A3). The pumps
can also be started and stopped by means of the control switch on the control
panel in the cargo control room.
Each pump is equipped with a screw-down non-return suction valve (C16) to
prevent sealing water and gases from flowing back to the gas extraction line.
The sealing water tank (C6) separates the gas from the sealing water and acts
as a reservoir for the supply of sealing water to the vacuum pumps.

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Illustration 1.3.3b AUS Cargo System Screen Display

R EPOSE 4/Jan/2003 20:42

AUS FOR CARGO (1/4)

SYSTEM UTILITY
NO.3 AUS NO.2 AUS NO.1 AUS
AUS CONTROL G.E.V. AUS CONTROL G.E.V. AUS CONTROL G.E.V.

Manu. Manu. Manu.

Start Stop Auto Start Stop Auto Start Stop Auto
Close Close Close

MONITORING1
DISCH. VALVE AUTO FINISH DISCH. VALVE AUTO FINISH DISCH. VALVE AUTO FINISH
Valve Sep. Level Valve Sep. Level Valve Sep. Level
(%) (%) On Off (%) (%) On Off (%) (%) On Off
100 100 100 100 100 100
75 75 75 75 75 75
50 50 50 50 50 50
25 25 V.P. & G.E.V. 25 25 V.P. & G.E.V. 25 25 V.P. & G.E.V.
0 0 Interlock 0 0 Interlock 0 0 Interlock

MONITORING2
Auto Manu. Reset Auto Manu. Reset Auto Manu. Reset

CL120V A CL119V A CL118V A

NO.3 C.O.P. NO.2 C.O.P. NO.1 C.O.P.

Separator After Stripping Separator After Stripping Separator After Stripping

Level Low Level Low Level Low

OPERATION
Stripping Auto Keep Stripping Auto Keep Stripping Auto Keep
Finish Stop Run Finish Stop Run Finish Stop Run

VACUUM PUMP UNIT DRAIN TANK

0 V.P. Unit
NO.1 V.P.
Auto Manual Start Stop 1.V.P. 2.V.P. Suction Press. 100 Level
NO.1 V.P. Start -25
V.P. (cmHg) 75 (%)
Sequence
Unit NO.2 -50 50
Auto Manual Start Stop (Auto) 2.V.P. 1.V.P.
V.P. -18.7 25 Level
-76
0 0 High
NO.3 V.P. V.P. Unit
Auto Manual Start Stop 3.V.P. 4.V.P. Suction Press.
NO.2 V.P. Start -25
V.P. Sequence (cmHg)
Unit NO.4 (Auto)
-50
Auto Manual Start Stop 4.V.P. 3.V.P.
V.P. -5.8
-76

Execute Hold Reject Hold Associated

List Screen
DRAFT

PORT 17.28 TRIM(m) A 3.51 Buzzer Page Page

(m)

AFT 18.66 FORE 15.15 Menu Home Window Ack. Stop Up Down
STBD 16.61 HEEL(deg.) P 0.66

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Operating Procedure
Setting Up the System for Automatic Stripping
a) Ensure that there is sufficient water in the vacuum unit sealing
tank. The level can be topped up by opening the filling valve
from the domestic supply C17.
b) Ensure that the control air supply is available and the air supply
unit is drained of any condensate.
c) Check that the exhaust suction isolating valves are open on the
vacuum pumps
d) Confirm that the drain tank is empty, if necessary empty the
tank with the stripping pump.
e) Through the Super Cargo XL control display set the cargo oil
pump automatic stripping system as follows:
• Set the AUS CONTROL to START.
• Set the DISCH VALVE to MANU.
• Set GEV to MANU CLOSE. It is very important that this
valve is closed while the separator is being filled, due to the
head of cargo oil that will come flooding into the cargo oil
line from the cargo tanks.
• Set AUTO FINISH to OFF.
• Set the AFTER STRIPPING to AUTO STOP or KEEP
RUN.
• Select the duty vacuum pump unit, either No.1VP unit or
No.2 VP unit.
• Select the vacuum pumps No.1 and No.2 (No.1 VP unit) or
No.3 and No.4 (No.2 VP unit) to MANUAL operation. It is
very important at this stage when the separator and cargo oil
lines are being filled that the pumps are in the off position,
so that cargo oil cannot be carried over from the separator
into the vacuum pumps due to the head of fluid.
• Select the run order for the vacuum pumps, either No.1 lead
and No.2 lag, or vice versa for No.1 VP unit, or No.3 and
No.4 or vice versa for No.2 VP unit.
• Reset the VP and GEV interlocks.
f) Set the cargo lines in order to slowly prime the separators to the
normal working 70% level and pump casings When the lines
are set, open one cargo suction valve slightly to prime the lines,
separators and pump casings. Open each pump discharge valve
slightly to vent off any air from the casing.
g) When the system is fully primed open the required cargo oil
tank suction valves.
h) Commence discharging the required cargo oil tanks. When the
system has become stable set the VP and GEV icons on the
Super Cargo XL display to AUTO.
i) Set the vacuum pump No.1 VP and No.2 VP or No.3 and No.4,
which ever is the selected duty system to AUT. This allows the
vacuum pump to be available as required.
While the liquid level in the cargo oil tanks is sufficient to ensure that the
separator level remains above 70%, the automatic unloading system is not
required.
As the cargo oil tank level falls, the suction pressure also falls and approaches
the vapour pressure of the liquid being pumped. Part of the liquid will turn to
vapour and accumulate at the top of the separator (A1) and, as a result, the
separator level begins to fall.
When the separator level falls below 50%, a pressure switch is actuated by the
pneumatic signal from the level transmitter (A3) and the vacuum pump (C2)
starts. At the same time the gas extraction valve (C30) opens and the discharge
valve (B1) is throttled in by a corresponding amount.
The vacuum pump extracts the gases and the separator level rises. When the
separator level recovers above 70%, the gas extraction valve (C30) closes,
and 20 seconds later, the vacuum pump stops. The discharge valve (B1) then
opens. As the tank level falls further towards the bottom of the tank, turbulence
occurs around the suction pipe and gas begins to be drawn into the bellmouth
of the tank suction. This gas is separated in the same manner as previously
described. The vapour is vented off from the vacuum pump seal tank to the
port slop tank.
When the tank level falls further, the liquid surface around the bellmouth,
becomes violently disturbed and a large volume of gas can be sucked from
the bottom of the bellmouth. Under these conditions the liquid in the separator
falls to a level where the signal air pressure, from the level transmitter, causes
the discharge valve to close and decrease the flow. The speed of liquid flowing
into the bellmouth decreases and the disturbance around the bellmouth also
decreases, thus the amount of gas being drawn into the bellmouth decreases.
When the volume of gas being drawn in to the bellmouth becomes less than the
extraction capacity of the vacuum pump, the separator level begins to rise and
at the same time the discharge valve begins to open gradually and the pump
discharge flow begins to increase. In order to achieve the best deballasting
conditions when the ballast tank level has become low, reduce the pump speed
in order to maintain the discharge valve open position at above 40%.
This cycle will repeat until the discharge valve is opening only slightly while
the amount of gas drawn in is increasing. When the separator level falls to
below 5%, the SEPARATOR LEVEL LOW, on the control display lights up,
showing that unloading has reached the stripping stage.
As the stripping of the cargo tanks tank advances, even though the vacuum
pump is running continuously, the level in the separator does not rise. As
a result the discharge valve remains closed most of the time. Under these
conditions it is advisable to reduce the speed of the cargo pump to avoid
overheating of the pump casing and possible failure of the pump seals.
When the SEPARATOR LEVEL LOW lamp has remained on for three minutes
the STRIPPING FINISH flashes and the buzzer sounds, signifying completion
of discharge.
If the AFTER STRIPPING icon has been set to AUTO STOP then the cargo
pump will stop automatically at this stage. However, if the icon has been set
to KEEP RUN, then the cargo pump will continue to run. If the residual liquid
appears to warrant more stripping it is possible to control the pump and the
discharge valve manually, in which case set the AUTO FINISH ON/OFF
selector to OFF to release the trip condition of the vacuum pump and the
gas extraction valve. This operation will allow the vacuum pump and gas
extraction valve to return to automatic control if conditions warrant it. When it
can be judged that there is no advantage in operating the pump continuously,
the pump can be stopped manually.
To transfer over to discharging another tank, reduce the pump speed to minimum
and set the AUTO STRIPPING icon to AUTO STOP or KEEP RUN.
Set the pump discharge valve setting to 0% and MANUAL control. If
necessary, due to the head of cargo oil in the next tank, it is advisable to prime
the separator and pump as previously described ie., the vacuum pumps set
to OFF and the GEV valves closed, to stop priming the separator up to the
vacuum pumps and in order to protect the system from fluid hammer. If the
cargo oil tanks are low, open the required cargo tank suction valve fully and set
the AUTO FINISH to OFF, then reset the VP and GEV interlocks. Cargo will
now be drawn into the separator, when the level in the separator reaches 70%
the vacuum pumps will stop.
When stripping of all the required tanks is completed, stop the cargo oil pumps
and set the AUS CONTROL on the Super Cargo display to OFF. Empty the
drain tank with the stripping pump to the slop tank or ashore via the MARPOL
line.

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CAUTION
True Vapour Pressure (Absolute psi)
Running the pump in the manual condition may result in the pump 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
running dry, or running with the discharge valve closed longer than 50°C 50°C
the manufacturer’s recommendation, resulting in serious damage to the
pump and mechanical seals.
Figure 1

When the vessel carries high vapour pressure cargo (HVPC) which is classified 40°C 40°C

as a cargo which has a Reid pressure above 8 psi, there is the risk of excessive
pump cavitation during discharge. This is due to the cargo boiling off under Liquid
Temperature
the effect of a low suction vacuum pressure. Figure 1 gives the relationship
30°C 30°C
between the Reid pressure and the true vapour pressure (absolute). Reid Vapour
Pressure = 6 psi 11.1 psi

When an HVPC type cargo is carried, strict observation should be made to Reid Vapour
Pressure = 8 psi
the cargo pump suction pressure to ensure it does not fall below the minimum
20°C 20°C
suction pressure. As the level in the cargo tanks falls to a low level, the Reid Vapour
Pressure = 10 psi
suction pressure will increase. If this pressure falls below the minimum valve
excessive vapour will be generated in the pump casing with resultant pump
cavitation. The relationship between Reid vapour pressure, pump speed and 10°C 10°C
minimum suction pressure for an HVPC cargo can be seen in figure 2. In order True Vapour Pressure (Absolute psi)
to maintain the discharge within the limits there are two possible operations 50°C
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
50°C
that can be used:
• Reduce the pump speed thereby lowering the minimum suction
value. This will achieve the desired affect although it will Figure 2
40°C 40°C
increase the time taken to finish the cargo operations. The
pump speed should be reduced in steps corresponding to the
increase in the suction pressure. Consideration should be made Liquid
Temperature
of any limitations placed on the ship by the receiving terminal Reid Vapour
30°C Pressure = 6 psi 30°C
to maintain a minimum discharge pressure.
• Close in on the pump discharge valve when the minimum speed Reid Vapour
Pressure = 8 psi
has been reached in order to maintain a required discharge
preesure. 20°C 20°C
Reid Vapour
Pressure = 10 psi

In order to help reduce the problems in pumping HVPC cargoes, consideration

should be given to the tanks into which it is loaded. As a guide it is best to load 10°C 10°C
these cargoes in the forward wing tanks if possible, so that when the ship has a
-500 -400 -300 -200 -100 0 0.1 0.2 0.3 0.4
stern trim, the head from these tanks will be maintained for a longer period.
1090 1090

1000 1000

900 900
Pump
Speed (rpm) 850 rpm
800 -60mmHg 800

700 700
650 rpm
600 -113mmHg 600
545 545
-600 -500 -500 -300 -200 -100 0 0.1
Minimum Suction Pressure (mmHg, kg/cm2)

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1.3.4 CARGO VALVES Procedure to Operate a Valve using the Super Cargo XL
Mimic Screen V.NO.CL120V X
All the principal cargo valves are hydraulically operated from control signals
from the Super Cargo XL screen displays in the cargo control centre. The a) On the required mimic panal place the mouse curser on the S/C AUS Man.
Super Cargo XL operating system is described in section 3.1. valve required, using the left reference button, single click to
open the faceplate.
An indicator mimic display is located on the cargo control console which gives
indication of the cargo valve positions. b) For the intermediate controlled valves, place the curser on 0 50 100
SEP
the slider bar and while holding down the left mouse button LEVEL
Wafer type butterfly valves are generally used throughout, with lugged type drag the slider bar to the required position. The valve open or (%)
butterfly valves used for ship side valves and manifold connections. All shut indicator will flash until it reaches the required position, MAX.
manually operated valves are supplied with a manual indicator. thereafter the light indication will become steady. A green bar
graph indicator next to the valve on screen will also show its PS
Hydraulic pipes are led directly to each valve from their respective solenoid approximate position. When no colour is shown in the bar graph %
valve cabinets. In the case of a solenoid control power failure of the valve, FB 0 50 100
it indicates that the valve is shut.
it is possible to operate the valves by manually operating the respective
pushbuttons on the solenoid rack. For emergency use, two portable hydraulic
hand pumps are supplied. Auto
V. NO. CL011V X Shut Open
Manual
The following valves have a throttling function with an intermediate position PS
indicator and can be stopped at any position between open and closed: %
FB LO 50 100
• Cargo oil tank main suctions
c) Valves with only fully open or fully closed funtions only display
• Cargo oil tank stripping suctions Auto the following buttons:
Shut Open Ta n k
• Cargo oil pump discharge valves, automatic control via the Manual
AUS stripping system V.NO.CL050V X

• Ballast tank main suctions

• Ballast tank stripping suctions, automatic control via the AUS
stripping system
• Ballast pump discharge valves
• Tank cleaning pump discharge
• Cargo manifold valves
The remaining hydraulic valves do not have a throttle facility and are either
fully open or fully shut.
Auto
When a valve faceplate is active on the screen the valve number will be Shut Open
Manual
highlighted. If a number of valve faceplates are open on the screen at the
same time, clicking on a desired valve will bring that valve to a highlighted
condition ready for operation.
The faceplate for each cargo pump discharge valve controlled by the AUS d) To operate the valve select either the OPEN or SHUT button
system will also indicate the separator level as indicated below. with the cursor and left click with the mouse, the button will
flash until the fully open or shut condition is reached after
which the light will become steady.

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Illustration 1.3.5a High Velocity Pressure/Vacuum Valve

Cover

Disc Unit

Upper Valve House

Plug

Plug

Vacuum Disc

Vacuum Seat

Filter Elements

Checklift Handle

Shaft

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1.3.5 HIGH VELOCITY PRESSURE/VACUUM (PV) VALVE Each cargo tank is fitted with a purge pipe which extends into the tanks,
terminating 1m above the tank bottom. The purge pipes are fitted with a swing Illustration 1.3.5b Purge Pipe
AND PURGE PIPE
lid and a flame screen.
Main Cargo Tanks
Fitted to the riser pipe leading to the high velocity PV valves is a spur with a
Manufacturer: Pres-Vac purge pipe type lid fitted. This pipe can be used in assisting in the tank purging
Model: HS-ISO, DN350 (fitted to the centre cargo tanks) process.
HS-ISO, DN300 (fitted to the wing cargo tanks)
HS-ISO, DN200 (fitted to the slop tanks)

Total No. of sets: 5 HS-ISO, DN350

10 HS-ISO, DN300
2 HS-ISO, DN200
Operating pressure: Overpressure: +1,400mm WG
Vacuum: -350mm WG

Flame Screen
Combined high velocity PV valves are fitted to each cargo oil and slop 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 the vacuum build up 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, both the high velocity PV valves must be tested
before the commencement of cargo operations.
Flame Screen
To check the operation of the overpressure valve, operate the check lifting
handle on the side of the body.

Check that lifting of the vacuum valve is accomplished by pushing up on the

check lift bar and releasing. Both valves are self-closing when in the properly
maintained condition. Cargo Oil Tank Purge Pipe

During cold weather operations, regular checks should be made to ensure that
the pressure/vacuum valves do not get blocked by ice coverings which would
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.

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1.4 Inert Gas System - Main and Top-Up

1.4.1 System Descriptions and Operation

1.4.2 Inert Gas Topping Up Generator

1.4.3 Maintenance (Routine Maintenance in Operation Only)

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 Control Panel

1.4.1d Inert Gas Subcontrol Panel

1.4.2a Topping up Generator Mimic Panel

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Illustration 1.4.1a Inert Gas System in the Engine Room
To Funnel
Top
From No.1 Auxiliary Boiler
NG027V FD Fan Duct
No.1 Auxiliary Boiler
Exhaust Gas Uptake From No.2 Auxiliary Boiler
NG028V FD Fan Duct

S P NG017V
Outside LS
NG004V P Engine Room
LS
S LS TI S LS
Light Receive TI
Source Unit P P PI
Scrubber TI
NG002V NG003V

S NG007V LS PI TX TS TAH LS
LS P NG024V
TI PI P P
From 7kg/cm2 P
LS No.1
Steam System TI PI PS NG011V NG018V
NG005V Blower
for Sootblowing NG008V 50% Outside
Engine Room
LS TI
NG006V
NG027V
TS
LS Oxygen
S Deck
S LS P Analyser
Light Receive LS Seal
Source Unit P No.2
Minimum
Blower NG012V
2500mm
No.2 Auxiliary Boiler NG001V LS NG009V 50%
P LS
Exhaust Gas Uptake
TI

S S LS
P
PI LS
S No.3
Blower NG013V
TI PX Lower
FI NG010V 50%
PI Grating in
NG025V Pump Room
TI
SG
Inert Gas Top Up Generator Marine Diesel Oil Pump PS
Topping
(50kg/h x25bar) Up
From Generator Steam Steam NG041V
Marine Diesel Oil LS Return Supply NG029V
WS055V
Service Tank PI WS056V
TI
WS033V PS Key
Bilge, Fire PI PI
and GS
WS032V WS041V TI Inert Gas
Pumps Inert Gas Deck Seal No.1
No.2
Sea Water Pumps Sea Water
PI
Combustion (3m3/h)
Scrubber Top-Up IGG Air Blower CI CI
PS Saturated Steam
Cooling Sea Cooling Sea
Water Pump Water Pump WS054V WS053V
Exhaust Gas
(300m3/h) (35m3/h)
NG020V Condensate
WS031V WS040V
Control Air
Sea Water Connection Cross Main
Instrumentation

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1.4 INERT GAS SYSTEM - MAIN AND TOP-UP 1.4.1 SYSTEM DESCRIPTIONS AND OPERATION At the lower end of the central tube the gases are deflected by a deflection
screen giving a minimum of pressure loss and the best possible distribution
The flue gas from the boiler uptakes is led into the plant, then cooled and of the gases to the wet filter, thus avoiding gases channelling through the
General Description cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks scrubber.
via a deck water seal and distribution piping. The system is used to purge the
Manufacturer: Hamworthy KSE ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with In the 2nd stage the combustion gases are further cooled and cleaned in a
Type: Moss Flue Gas System an inert gas, keeping the oxygen content below 5% by volume. mesh type wet filter of the scrubber tower, which effectively prevents water
Capacity: 20,625m3/h droplets from being carried over with the outlet gas flow.
When the boilers are operating efficiently, the composition of the IG by
The inert gas system (IGS) consists of a main inert gas plant, using boiler volume should be: The extensive wire/surface volume ratio secures a high cooling/cleaning effect
flue gas and an independent topping up inert gas plant generator, to provide a with a very low height of the pad. The filter is effectively self-cleaning, being
Carbon dioxide (CO2) 13.0%
gas explosion protection system for the cargo oil tanks and slop tanks. This is flushed with water from the open spray tower, which is the 3rd stage in the
Oxygen (O2) 5.0% cooling/cleaning process.
achieved by maintaining a slight overpressure in the tanks at all times.
Sulphur dioxide (SO2) less than 100ppm
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by The water mist from the sprays is very efficient in removal of the sulphur
Nitrogen (N2) Balance content in the gases.
inert gas. At all times, pressure of the inert gas in the tanks is maintained
slightly above atmospheric pressure. However, during low boiler load operation, the oxygen content of the boiler The mesh demister situated at the top of the tower prevents water droplets from
exhaust gas will tend to rise, due to the higher excess air required for good being carried over into the outlet gas flow.
The IG used on this vessel is produced either by a conventional flue gas combustion.
plant, which cools and cleans exhaust gas from the boiler uptake, or by an
independent topping up generator system, which burns marine diesel oil at a An independent cooling sea water supply pump supplies the scrubber.
WARNING Auxiliary cooling water can be provided from a crossover with the Bilge, Fire
very low excess air setting. The resulting exhaust gas is cooled and cleaned When running with the boiler on a low load, the flue gas blower may
before being fed into the cargo tanks. / GS pumps. The effluent water from the scrubber tower is discharged directly
draw air down the boiler funnel uptake resulting in an out of range overboard.
O2 acceptability.
The main system is designed to maintain a positive tank pressure of
400mmWG, with a tank O2 content of 5% maximum. The system consists of the following components: Inert Gas Blowers
Manufacturer: Flebu Ticon
The system is used during:
Scrubber No. of sets: 3
• Cargo oil unloading
Manufacturer: Hamworthy KSE Type: Centrifugal single stage
• Hydrocarbon gas purging Capacity 10,300m3/h
No. of sets: 1
• Tank cleaning Type: Moss Triplex
• Crude oil washing Three electrically driven IG fans are supplied each rated at 50% capacity. In
normal operation there will be two fans running delivering 100% of the plant
• Reducing the O2 content in the tank volume The scrubber is of the 3 stage tower type and consists of:
capacity with the third fan acting as a standby unit. They draw the gas from the
boiler uptakes, through the scrubber and deliver to the deck distribution system
1st stage: Central tube with water injection
with sufficient overpressure to form a high velocity gas jet at the inlet to the
2nd stage: Mesh wet filter cargo tanks. The each blower casing is provided with water spray nozzles and
3rd stage: Open water mist spray tower a drain for cleaning the blower impeller when the blowers are shut down.

Hot flue gas drawn from the boiler uptake, is sprayed with sea water in the
central venturi tube. In this 1st stage in the scrubbing process the flue gas is
pre-washed and cooled.

Efficient cooling of the gases is achieved due as a result of evaporation

occurring to some of the supplied water when mixed with the hot combustion
gases.

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Illustration 1.4.1b Inert Gas System on Deck Key

Inert Gas
To Sea Water
Transmitter
P P NG017V Panel Steam

NG018V Condensate
ND027
Purge Pipe Locations
To Cargo Oil Main Line
ND001 ND003

No.3 Water Ballast Tank (Port)

Spill Tank (Port)
Deck
Minimum Seal ND043 No.2
ND042 ND031 ND032 No.1
2500mm No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) Water Ballast Tank
Water Ballast Tank (Port)
(Port)
Shore Shore ND007 ND008
Connection Connection Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Stb'd Port (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

No.3 Cargo Oil

Tank (Port)
ND026 ND024 ND015 ND012
ND018
ND021
Lower
Grating in No.4 Cargo Oil
Pump Room Tank (Centre)

No.5 Cargo Oil PV No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
NG041V Tank (Centre) Breaker Tank (Centre) Tank (Centre) Tank (Centre)
Deck Seal Steam Steam Vent
Water Return Supply NG029V Riser
Supply

Engine Room
Void
Bulkhead Pump Room
ND023 ND004 ND017 ND014 ND011

ND009
ND002
ND020

BA341

ND016
Upper Deck ND025 ND022 ND013 ND010

ND019
Water Ballast Main Line
Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
ND005 ND006
No.2
No.1
No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) ND029 ND030 Water Ballast Tank
Water Ballast Tank (Starboard)
(Starboard)
Spill Tank (Starboard)
No.3 Water Ballast Tank (Starboard)

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Deck Water Seal
Manufacturer: Hamworthy
No. of sets: 1 are therefore non-tight in the shut position. Gas leakage into the system is
Type: Displacement
Sealing height: 2,500mmWG
The deck water seal is of the displacement type. The water inside the inner
chamber is displaced into the outer chamber by the IG pressure during
operation. In the event of a loss of gas pressure, the water immediately falls
back and closes the seal, thereby preventing any back-flow of cargo gases.
Any back pressure from the cargo tank area will induce an overpressure in
the reservoir chamber above the water level and force water into the centre
tube. The water level in the centre tube will rise and thus prevent gas from
leaking past the seal.
The deck water seal is equipped with a steam heating coil for use in cold
weather conditions. A sight glass fitted with a swing down protection plate is
provided to enable the level in the water seal to be checked. A pressure switch,
fitted in the sea water supply line, initiates a low pressure alarm and shuts
down the IG plant in the event of a water supply failure. A low level alarm float
switch is fitted to the deck seal chamber. Overfilling of the deck water seal
is prevented by a weir and overboard discharge. The deck seal is constantly
supplied with sea water from one of two supply pumps, the standby pump will
be set to automatic cut-in should the running pump fail.
When the plant is operating and IG is admitted to the deck distribution system,
the pressure from the blowers will force the contents of the centre tube into
the reservoir, letting the gas flow freely through the top part of the reservoir
chamber.
Pressure/Vacuum Breakers
No. of sets: 1 atmosphere, thus preventing overheating of the running blower.
Type: Dual pipe, liquid filled
Opening pressure: 1,890mmWG
Opening vacuum: -630mmWG
Capacity rating: 20,625m3/h
A pressure/vacuum breaker is fitted to a branch off the main IG line on deck,
with the purpose of safeguarding against over or under pressurisation of the
cargo tanks. Under normal conditions it is filled with a 50% fresh water to
50% ethylene glycol concentration.
Flue Gas Isolating Valves Oxygen Analyser
As the flue gas isolating valves are subject to high temperature variations they Manufacturer: Panametrics
Model: XM02
prevented by the automatic provision of an air sealing from the boiler FD fan
when the flue gas system is shut down and the boiler is operating.
It is of the utmost importance that the oxygen content of the IG is kept below
5% by volume. A fixed oxygen analyser is installed, which samples the inert
A manually operated valve is mounted close to each boiler uptake duct. Soot
gas after it has passed through the individual blowers and on the IG discharge
cleaning nozzles are provided on the boiler side of each uptake valve, steam
from the topping-up generator.
supply is from the 7kg/cm2 range. Double acting cylinders, controlled by
solenoid valves, pneumatically operate the master steam soot cleaning valve.
Two OX82 portable oxygen analysers and two RIKEN NP-237H portable
The flue gas isolating valves should be steam cleaned before flue gas is
hydrocarbon gas analysers are also supplied.
directed into the inert gas system.
Recorder
Sealing Air Valve
Manufacturer: FUS1 Electronic
To prevent boiler flue gas leaking past the boiler uptake valves when the plant
is shut down, a sealing air supply line is fitted. This runs from the discharge
side of the boiler forced draught fans, to the pipeline between the boiler flue A two pen strip chart recorder fitted into the sub-control panel in the cargo
gas isolating valve and the downstream main valve. When the boiler uptake control room continuously charts the O2 content and the deck IG main
valves are open, the sealing air pneumatic piston operated valve is closed and pressure. Deck pressure low and O2 content high alarm limits are preset at
vice versa. the two pen recorder.
Flow Control Valves Operation of Main System
Butterfly control valves operated by pneumatic actuators, will control the flow The flue gas system main control panel is situated in the engine control room
through the system. To protect the blower motors, the valves are held in the (ECR). On the front of the panel the system is represented in the form of a
closed position during blower start-up period. mimic diagram, with appropriate indications and pushbuttons for starting/
stopping the deck seal pumps, scrubber pump, IG blowers, selection of boiler
Blow Off Valve uptake, mode selection, delivery to deck or recirculation, plus alarm stop and
acknowledgement.
A butterfly valve, NG017V is provided for gas venting. It is pneumatically
operated and used to control the inert gas main pressure. When the plant is
A sub-panel in the cargo control room contains pushbuttons, used for starting
started with a blower running and the main deck line control valve closed,
and stopping the supply of gas to the deck main line. The system is represented
the blow off valve will open, relieving the gas from the blower outlet to
in the form of a mimic diagram with indicators and LEDs. The panel also
contains a two pen recorder/indicator unit.
IG Main Control Valve A sub-panel on the bridge contains indication of the deck main inert gas
A main control valve, NG018V driven by a pneumatic double acting actuator, pressure and an alarm indicator.
is provided on the main line. During start up and shut down the valve is held
in the closed position. When the IG is within the minimum requirements
this valve will open and direct IG onto the IG main. An air reservoir located
adjacent to the oxygen analyser ensures closing of the valve in the event that
instrument air pressure is lost. When the IG system is shut down a vent line
valve between the main control valve and the deck seal will open and relieve
the pressure, thus ensuring the deck seal is effectively sealed.

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Illustration 1.4.1c Main Inert Gas Control Panel

PAI P1-22C INERT GAS PRESSURE A1-204 O2-CONTENT INDICATE

185
h - LAMP/LED
h 83
s - PUSH BUTTON
mm WG O2 AAh/I - OXYGEN CONTENT HIGH/LOW
FUEL OIL TAh - TEMPERATURE ALARM HIGH
LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW
PAh - PRESSURE ALARM HIGH
AIR PAhh - PRESSURE ALARM VERY HIGH
h 109
PAI PAH PAl - PRESSURE ALARM LOW
180 180
BA 200 PAll - PRESSURE ALARM VERY LOW
lAl - BLOWER FAILURE
BA - FLAME FAILURE
TAH
COMBUSTION 191
AIR TI-188 I.G. TEMPERATURE P1-182 DECK MAIN PRESSURE

°C mm WG

PAI
184-G FLAME ON

LAh
193-G
h 5-G
TOPPING UP MOSS FUEL GAS COMMON
GENERATOR GAS SYSTEM FREEING
h6
h 320 h 321 h 322 s 306 s 307
CAPACITY SET POINT
h-124
FUEL AIR LAMP ALARM
SEA WATER RUN GAS VENT TEST ACCEPT
SUPPLY READY READY

h7
IAI
INSTRUMENT h 10
181-1
h/s 313 h/s 305 h/s 310 s 309 s 304
AIR TO
PAI h 24-1 ATMOSPHERE
183 SELECT FUEL AIR
h 103 T.U.G. GAS VENT ALARM STOP
MODE START START RESET

RUN h/s 28

BOILER 1 h 260
SELECT h 26 h/s 105-1
UPTAKE BLOWER 1 h/s 311 s 214-1 s 214-2 h/s 315
SELECT
h 27 BLOWER
1 START EMERG.
LAI
h8 h2 T.U.G. STOP
h/s 53 AUTO
181-2
STEAM FOR VALVE PUSH h 11
CLEANING TO h 24-2
CLEAN CAPACITY SET POINT
h 104
h/s 319
RUN h/s 30 TAh AAh/I PAI PAII PAh
188 204 187 182 182 LOCAL
T.U.G.
BOILER 2 SELECT SCRUBBER START
UPTAKE h/s 104-1
h 29 SELECT BLOWER 2
BLOWER
h4
BOILER SOOT 2
IAI h9
BLOWING 181-3 IG-45 IG-44 INERT GAS
h 12 SUPPLY MAIN
h 25 h1
h 105
SEALING AIR
PAI
184-F h/s 103-1
DECK WATER 149
SEAL
LAh
SELECT BLOWER 3
BLOWER
193-F 3
h 5-F

h 19
h/s 125-1 NO.1 D.W.S P/P
TAh LAI BUZZER
192 START/ 194
h 126-1
STOP h 300

PAI
SEA WATER SEA WATER 189
AUX. SUPPLY h/s 128 POWER ON
(NO.2 BILGE FIRE/G.S. PUMP) h 14
24VAC POWER FAILURE
START/
h 129 STOP h/s 125-2 NO.2 D.W.S P/P
SEA WATER START/ h 126-2
SUPPLY STOP

I-12V SEA WATER

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Procedure for Operating the Main Inert Gas System in Automatic
Start-Up mode
Starting
The deck seal is constantly supplied with sea water by one of the supply
pumps.
a) Set up the deck distribution system for the operation to be carried
out.
b) At the main control panel in the ECR, ensure that the POWER
ON LED is illuminated and no alarm conditions are indicated.
c) Ensure that the O2 analyser is correctly calibrated.
d) Ensure the scrubber pump inlet and outlet valves are open and
that the pump is set for automatic operation.
e) Check that the manual steam sootblowing isolating valves
before the flue gas valves are open.
f) Select which boiler is to be duty, press the corresponding boiler
uptake SELECT pushbutton.
g) Select which blowers are to be used, each blower can
supply 50% of the maximum IG system demand. Press the
corresponding blower selection pushbutton, either No.1, 2 or
3. When selection is made, on those blowers selected the inlet
valves will open, the FLUE GAS READY indicator lamp will
now illuminate.
h) Operate the PUSH TO CLEAN pushbutton for several seconds
to clean the soot from the flue gas isolating valve.
i) The system is now ready running up. Press the FLUE GAS
START pushbutton, the following sequence will take place:
• The sea water inlet valve to the scrubber tower and its overboard
discharge valve will open. Additionally the vent to atmosphere
will open, NG017V.
• After a period of ten seconds the scrubber pump will start.
The sea water delivery pressure must be established within 20
seconds otherwise the system will go into an alarm condition.
• After 22 seconds from initiation of start up the first blower
will start running up, this will take approximately 30 seconds.
When the first blower has reached running condition the second
blower will start running up (if two blowers were selected).
At the same time the first blower starts the selected boiler flue
gas isolating valve will open and the sealing air valve will
close.
• Five seconds after each blower has reached its running condition
its outlet capacity valve will open. Flue gas will now be directed
to atmosphere.
When the plant is running correctly further operations are carried out from the
cargo control room sub-control panel.
j) Check that the two pen recorder is functioning correctly and
that there is sufficient chart available.
k) Ensure that the CO2 (carbon dioxide) content of the flue gas
from the boiler is in excess of 13% and that the O2 (oxygen)
content is lower than 5%.
l) When the flue gas is within limits, press the SELECT CONS
pushbutton.
m) Adjust the deck pressure controller, situated on the sub-control
control panel, to the desired pressure (between the high/low
alarm limits of 200/800 mmWG).
Stopping
a) On completion of inerting, operate the SELECT CONS
pushbutton. The duty engineer will now connect the water
washing hoses to the IG blowers in preparation for water
washing the fan impeller(s).
b) Operate the STOP pushbutton. The main IG to deck control
valve will close and the vent to atmosphere control valve will
open. The duty engineer will open the water washing drain
valves then the water washing supply valves. The impeller will
be washed during its run down period. At the same time as the
stop button is pressed the boiler uptake valve will close and the
sealing air valve will open.
c) The scrubber pump will continue to run for a further 150
seconds before it is automatically shut down.
b) Close the deck main isolator valve.
Deck Main Pressure Control
The pressure in the deck IG main is regulated by the deck pressure controller
located on the sub-control panel. The controller compares the set pressure
with the actual pressure obtained from a pressure transmitter located in the
deck main and adjusts the gas regulating valve to maintain a flow through the
system and prevent the fans overheating accordingly. The gas regulating valve
is fitted with manual emergency operation.
Gas Freeing
The plant is also used for purging the cargo tanks with fresh air during gas
freeing operations as follows:
a) Any cargo tank that is not to be gas freed must first be
positively isolated with its spectacle blank swung into the
closed position. Set up the deck distribution system for the
operation to be carried out.
b) On the blower(s) to be used operate the SELECT BLOWER
pushbutton. The selected blower inlet valve will now open.
c) Remove the blank from the air inlet goose neck h-260, the AIR
VENT READY lamp will illuminate on the main control panel
in the ECR.
d) Press the START AIR VENT pushbutton, the selected blowers
will now start up in a lead/lag configuration.
e) Adjust the capacity regulating valve set point with the
pushbuttons on the sub-control panel in the cargo control room
to approximately 700mmWG.
f) Operate the SELECT CONS pushbutton, this will now open the
IG main to deck valve.
Fresh air will now be delivered to the deck supply line in the same manner as
inert gas. An alternative gas freeing method can be used for supplying fresh air
into the cargo oil tanks, see section 2.6 Gas Freeing for details.

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Iran Dena Cargo System Operating Manual

Illustration 1.4.1d Inert Gas Sub-Control Panel

PAI INDICATE HIC-214 CAPACITY SET POINT

185
h 83
h - LAMP/LED
s - PUSH BUTTON RECORD
AAh/I - OXYGEN CONTENT HIGH/LOW mm WG
FUEL OIL TAh - TEMPERATURE ALARM HIGH DISPLAY
ch 2 745 mmH20
LAh - LEVEL ALARM HIGH LIST
I.G. PR Record ON
LAl - LEVEL ALARM LOW FEED
PAh - PRESSURE ALARM HIGH
AIR
PAhh - PRESSURE VERY HIGH
PAI PAH PAl - PRESSURE ALARM LOW
h 109 180 180
BA 200 PAll - PRESSURE ALARM VERY LOW
TAH
lAl - BLOWER FAILURE
191 BA - FLAME FAILURE s 214-1 s 214-2
COMBUSTION
AIR
0 20 40 60 80 100
O2 Content IG Main Line Press.
h 200 CAPACITY SET POINT

PAI
184-G FLAME ON

LAh
193-G
h 5-G HIC-215
TI-188 I.G. TEMPERATURE DECK PRESSURE SET POINT

h6
h-124 °C mm WG

SEA WATER
SUPPLY
h7
IAI
INSTRUMENT h 10
181-1
AIR TO
PAI h 24-1 ATMOSPHERE
183
h 103
s 215-1 s 215-2

BOILER 1 h 260
h 26
UPTAKE BLOWER 1
h8 h2
DECK PRESSURE SET POINT
LAI
181-2
h 11
h 24-2

h 104 h/s 308

TAh AAh/I PAI PAII PAh
188 204 SELECT 187 182 182
CONS
BOILER 2 SCRUBBER
UPTAKE
BLOWER 2
h4 INERT GAS
IAI h9 SUPPLY MAIN
181-3 IG-45 IG-44
h 12

h1
h 105 h 305 s 307
SEALING AIR FLUE
GAS ALARM
RUNNING ACCEPT
PAI
184-F DECK WATER
SEAL
LAh
BLOWER 3 h 310 s 306
193-F
h 5-F AIR
VENT LAMP
RUNNING TEST
h 19
h 300 NO.1 D.W.S P/P
TAh LAI
192 194
h 126-1 h 320 s 304

POWER ON PAI TOPPING

STOP
24VAC POWER FAILURE SEA WATER UP
SEA WATER 189
RUNNING
AUX. SUPPLY
(NO.2 BILGE FIRE/G.S. PUMP) h 14
149 h/s 315
h 129 NO.2 D.W.S P/P
SEA WATER h 126-2 EMERG.
SUPPLY STOP

I-12V BUZZER SEA WATER

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Iran Dena Cargo System Operating Manual

1.4.2 INERT GAS TOPPING UP GENERATOR

Manufacturer: Hamworthy KSE Illustration 1.4.2a Topping Up Generator Mimic Panel

Capacity: 500m3/h
Consumption: 40kg/h at design capacity and 3.0% O2
h/s 82
The topping up generator forms a supplement to the flue gas system for START PI-220 INERT GAS PRESSURE
STOP
repressurising the cargo tanks when flue gas is not available, such as during h 83

the loaded passage, when a drop in pressure is experienced due to temperature PAI mmWG
FUEL OIL 185
variations or leaking tank hatches.

Diesel oil is burnt in the combustion chamber with a low excess air setting, PAH
180

the resulting exhaust gas is led into a scrubber unit where the gas is cleaned
INSTR. AIR
and cooled. The inert gas is then delivered to the IG main through its BA
h/s 108 200
capacity regulating valve. Excess gas is vented to atmosphere depending on h 109 GLOW
ON
IGN
ON
MAIN
BURNER
ON
h6

START AAh/I
requirements. With large deck demands the atmosphere control valve will be STOP TAH
191
204

shut and all the inert gas led to the deck IG main. Conversely all gas will be COMBUSTION
AIR
vented to atmosphere when the deck pressure has reached its set point value.
PAI PAh
180 180
h 200
Procedure for the Operation of the Topping Up Generator (TUG)
FLAME ON

Automatic starting of the TUG is from the main control panel in the ECR or
PAI
from the local panel at the TUG. The control panel contains the programmable 184-G

controller, which takes care of the start, stop and alarm functions and the LAh
INERT GAS FROM
FLUE GAS SYSTEM
running mode. On the front of the panel the system is represented in the form h/s 123 h 5-G
193-G

of a mimic diagram, with appropriate indications. START

STOP

h 129
SEA WATER
Starting - Automatic SUPPLY

SCRUBBER PUMP
a) Ensure the TUG cooling SW supply pump suction, discharge
and overboard discharge valves are opened in the engine room.

b) Check the calibration of the oxygen analyser.

c) Ensure that the deck main IG valve is opened.

h 40 h 319 h/s 312 h/s 315
INDICATE
d) Open the control air supply valve to the TUG control panel. LOCAL
T.U.G.
SELECT
MANUAL EmERG h - LAMP/LED
START START STOP s - PUSH BUTTON
COMMON ALARM AAh/I - OXYGEN CONTENT HIGH/LOW
e) On the main control panel in the ECR press the automatic h 300 TAh - TEMPERATURE ALARM HIGH
LAh - LEVEL ALARM HIGH
s 306 s 307 s 304 s 309
sequence START TUG AUTO pushbutton. PAh - PRESSURE ALARM HIGH
LAMP ALARM
STOP ALARM PAl - PRESSURE ALARM LOW
POWER ON TEST ACCEPT RESET BA - FLAME FAILURE
24V AC POWER FAILURE
f) Check that all air is evacuated from the cooling jacket outlet.

After 17 seconds the blower will start. After receiving a running signal from the
blower, the IG capacity control valve will begin regulation. After 50 seconds
the fuel oil pump will start and the ignition plug is activated. After activation of
the main burner, the gas will purge through the vent valve for 50 seconds.

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Iran Dena Cargo System Operating Manual

The sequence will lead IG to the IG main automatically when it is within On the sub-control panel in the CCR operate the SELECT Low combustion air pressure
parameters. CONS button to admit the IG into the main IG line on deck.
High IG temperature
g) The start sequence is indicated with lamps on the mimic High IG temperature in scrubber
Stopping - Manual
diagram. High sea water temperature TUG jacket cooler
a) To shut the plant down operate the SELECT CONS button on
h) Adjust the combustion air until the desired oxygen content is the sub-control panel in the CCR. Flame failure on TUG
reached. Low fuel oil supply pressure to the burner
b) Press the STOP button on the local control panel. The plant will
continue to run for a short period in cooldown mode. Low sea water supply pressure in scrubber
i) Check the temperatures and pressures for normal running
conditions. Low sea water supply pressure TUG jacket cooler

j) Check the airflow through the oxygen analyser unit.

k) When the IG is within limitations press the SELECT CONS
pushbutton on the sub-control panel in the cargo control room
and IG will now be directed to deck.
Stopping - Automatic
The generator stops when activated by the high pressure signal from the inert
gas main. The system will revert to the purge mode and shut down. The blower
will continue to run for a cooling down period. After the cooldown period, the
scrubber pump can be stopped.
Starting - Manual
a) Carry out the same procedure a) to d) as previously described
for the automatic start then proceed as follows.
b) On the main control panel in the ECR press the LOCAL TUG
START pushbutton. Proceed to the local control panel and press
the SELECT MANUAL START button.
c) Start the sea water pump and combustion air blower using the
start/stop buttons on the panel. Check that the jacket casing is
vented of any air.
d) Purge the furnace for 50 seconds then start the fuel oil pump
using the start/stop button then operate the GLOWING ON
button. After approximately 30 seconds operate the IGNITION
ON button, wait a futher 5 seconds then operate the MAIN
BURNER ON, fuel will now be admitted into the furnce. When
the flame is established the FLAME ON light will illuminated.
Wait a futher 5 seconds for the flame to establish itself then
operate the IGNITION ON and GLOWING ON buttons to turn
these two devices off.
e) When all of the operational parameters are normal, i.e. pressure,
temperature and O2 level, the gas can be directed to the IG main.
Deck Main Pressure Control
The deck main pressure is set by the potentiometer on the sub-control panel.
The signal from this unit automatically controls the vent and capacity control
valves.
Control Systems
When the inert gas system is in use, the pneumatic control valve and the
vent valve automatically control the pressure in the inert gas main. When the
fan is stopped, the control valve, uptake valves, purge valve and fan outlet
valves close automatically. All the valves utilise instrument air as the control
medium.
The tank and inert gas main isolating valves are manually operated.
The manually operated valves in the system are fitted with microswitches, to
provide indication of open/closed position on the mimic panel on the console.
Alarms and Trips
The following conditions give indication in the alarm system, and cause
complete shutdown of the plant and closure of all automatic valves (except the
effluent valve), including the sea water system:
Sea water pump stopped
Low instrument air pressure
High water level in scrubber (Main)
High water level in cooling tower (TUG)
Power failure to control system
Emergency stop
The following conditions give indication in the alarm system and cause the
plant to stop operating, except for the sea water pump:
Blower failure
High combustion air pressure
The following conditions give indication in the alarm system and action
where noted:
Low sea water pressure supply to the deck seal
Low sea water level in the deck seal reservoir
High gas pressure in deck main line (vent to atmosphere will open)
Low inert gas pressure in the deck main line
Low low inert gas pressure in deck main (cargo pumps will stop)
<100mmWG
High/low oxygen content (vent to atmosphere will open)
The wheelhouse sub-panel contains the following instrumentation:
Inert gas deck main pressure indication
The inert gas generator has separate alarms and trips, which monitor the fuel
oil supply and combustion process.
1.4.3 MAINTENANCE (ROUTINE MAINTENANCE IN
OPERATION ONLY)
The use of the deck seal sea water supply pumps should be alternated on
a regular basis.
Check the calibration of the oxygen analyser before use.
The sootblower for the boiler uptake valve should be operated before opening
the uptake valves. The manual steam valve to the required uptake valve
should be opened prior to operation.
The blowers should be water washed at shut down to prevent a build up of solids
on the impeller. Prior to the operation the drain valve is opened and the flexible
hose is connected. When the blower motor receives the stop signal, open the
water supply to the blower while the fan is running down. On completion, the
fresh water valve is closed and the flexible hose disconnected.

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1.5 Crude Oil Wash and Tank Cleaning System

1.5.1 System Description

1.5.2 Maintenance (Routine Maintenance in Operation Only)

Illustrations

1.5.1a Crude Oil Washing and Tank Cleaning System

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Iran Dena Cargo System Operating Manual

Illustration 1.5.1a Crude Oil Washing and Tank Cleaning System
Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO
To 022V 029V 104V 016V 108V 013V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
CL System CO CO CO CO
(Void CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.5 No.4 No.3 No.2 No.1
Bilge H
CL (700m3/h) Cargo Oil Cargo
Suction H Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
CL CL 123V Tank Oil Tank
(Fwd) No.1 (Centre) (Centre) (Centre)
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO CO
H
CL 268V
096V PT 077V CO 075V CO 067V 066V 059V CO 057V 050V CO 048V 041V CO 039V 032V CO 030V
PI CI PT CL 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL H
Chest 057V 068V 192V Slop Tank No.5 Cargo Oil Tank
CL CL (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL056V
250V 191V
8k Air

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1.5 CRUDE OIL WASHING AND TANK CLEANING The T-73 machine is a submerged gun which is a turbine driven, non- There is a tank cleaning heater which should be used when hot water washing
SYSTEM programmable, double nozzle tank cleaning unit, and is used to complement is required. Additionally there are steam heating coils in each slop tank which
the deck mounted unit by giving coverage to less accessible areas. Two units are used to maintain the wash water temperature and aid in the separation of
are fitted in each slop tank. any oil in the wash water returns.
1.5.1 SYSTEM DESCRIPTION
A dedicated tank cleaning pump is fitted in this vessel. A main cargo oil pump The capacity of each cargo pump is adequate for supplying driving fluid to two
Particulars of the tank cleaning machines
can also be utilised as required. eductors and tank cleaning machines for two cargo tanks. The suction capacity
of the two eductors is in excess of 125% of the output of all the COW tank
Deck Mounted Machines cleaning machines in any two of the cargo oil tanks. During washing, no more
Tank Cleaning Pump
Manufacturer: Consilium Toftejorg than two cargo tanks are to be washed at a time to enable the eductors to keep
Manufacturer: Shinko Industries Ltd the tank bottom almost dry.
Type: Gunclean 270FT Mark 1, 170° programmable
Type: Steam turbine driven vertical centrifugal pump
No. of units: 45 The stripping pump can be used as well, but, by itself, will not keep two tanks
No. of sets : 1
Nozzle size: 30mm almost dry.
Capacity: 3,000m3/h
Lenght of gun: 4m
Model (Pump): KV450-3 From operational experience it has been judged that effective washing of
Capacity: 90m3/h
(Turbine): RX2 the tanks is obtained when a line pressure of 10kg/cm2 used. The graphs
Operating pressure: 10kg/cm2
Speed (Pump): 1,410 rpm ±3% shown in illustration 2.5.2b give the relationship between the line pressure
(Turbine): 7,093 rpm and the jet length and throughput for the 270FT machines. The capacity
Type: Gunclean 270FT Mark 1, 170° programmable data of the machines previously mentioned are based on a operating
Rating: 1,470kW
No. of units: 2 pressure of 8kg/cm2
Nozzle size: 20mm
Stripping Pump If the line pressure drops below 8kg/cm2 then washing should be stopped
Lenght of gun: 4m until the correct operating pressure can obtained. At no time should the
Capacity: 45m3/h Manufacturer: Shinko Industries Ltd. pressure on COW washing line be raised above the line test pressure.
Operating pressure: 10kg/cm2 No. of sets: 1
Model: KPH425 1.5.2 MAINTENANCE (ROUTINE MAINTENANCE IN
There are three programmable 270FT 30mm COW machines located in Type: Double stroke steam recipricating OPERATION ONLY)
each centre cargo oil tank plus one non-programmable submerged GC4000 Speed maximum: 33 rpm
type machine, apart from No.1 centre cargo oil tank which has two GC4000 Deck and Bottom Mounted Machines
Capacity: 450m3/h at 15kg/cm2
machines. Each wing cargo oil tank has three 270FT units fitted. The two
20mm diameter nozzle units are located in the slop tanks, one per tank. Steam condition: 18kg/cm2 It is not intended for these machines be removed from the tanks unless there
has been an actual 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.
Tank Mounted Machines Crude Oil Stripping Eductors
Normal maintenance will consist of ensuring that the control units and turbine
Type: T-73 Manufacturer: Teamtec assemblies are properly greased and lubricated, the filters are clear, that the
No. of units: 4 No. of sets: 2 machine is carrying out its programme and the stop valves are tight when not
Type: 10-13-14 d86 in operation.
Nozzle size: 2 x 16mm
Capacity: 48m3/h Capacity: 700m3/h at 30mth It is recommended that one third of the machines be retracted from the tanks,
Operating pressure: 10kg/cm2 Driving fluid: 1,005m3/h at 12kg/cm2 inspected and, if necessary, overhauled each year on a rotational basis.

Type: GC4000 The vessel is provided with a separate 400mm COW/tank cleaning line, with As this type of machine is non-programmable, the operation of the machine
branches to each tank washing machine. The tank cleaning pump or any cargo can be verified by its sound pattern.
No. of units: 6
pump is capable of supplying the drive fluid, whether oil or water.
Nozzle size: 25mm All other machines in the tank and in adjacent tanks should be shut off and the
Capacity: 70m3/h Stripping may be carried out using the stripping eductors, the automatic operation of the machine in question verified.
Operating pressure: 10kg/cm2 stripping system or the stripping pump.

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1.6 Hydraulic Systems

1.6.1 Cargo and Ballast Valve Hydraulic Remote Control

1.6.2 Deck Anchoring and Mooring Hydraulic System

Illustrations

1.6.1a Cargo Valve Remote Control System

1.6.2a Deck Anchoring and Mooring Hydraulic System

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Illustration 1.6.1a Cargo Valve Remote Control System
Bosun's Store
P No.3 Local CL CL P No.2 Local CL CL P No.4 Local P No.1 Local
S S S S
R Hydraulic 106V 107V
R Hydraulic 112V 113V
R Hydraulic R Hydraulic Key
Control O CL CL Control O CL CL Control O CL CL Control O CL CL
Unit Unit Unit Unit P
108V 109V 114V 115V 098V 099V 102V 103V
R No.1Solenoid
CL CL CL CL CL CL CL CL Valve Board Hydraulic Oil
110V 111V 116V 117V 100V 101V 104V 105V
Cargo Line Top Lines Cargo Line Top Port Manifold Starboard Manifold
and Drop Line Valves Crossover Valves Cargo Line Valves Cargo Line Valves Electrical Signal
S O O S

HV001V

Cargo Control Room B.T.F.V x8 Sets B.T.F.V x31 Sets B.T.F.V x17 Sets
(Open-Shut) (Opening) (Open-Shut)
For Cargo and For Cargo and For Cargo and
Ballast Line Ballast Line Ballast Line
Hydraulic Power Unit Room B.T.F.V x21 Sets
(Opening)
For Cargo and
Ballast Line
P
Power Sender
Unit Panel
Starter R Upper
Box Deck Main Deck
S S S S S S S S S S
TL
O O O O O 002V
O O O O O
P R R P O
S BA BA BA BA BA BA BA BA BA BA BA BA BA
O 321V 309V 319V 307V 317V 305V 364V 315V 303V 313V 301V 362V 361V
No.3 Solenoid No.2 Solenoid
Valve Board Valve Board S
S
O

O S O S
CL CL CL CL CL CL CL CL CL
024V 049V 025V 048V 026V 047V 027V 046V 030V

CL CL CL CL CL CL CL CL CL CL
023V 044V 018V 043V 015V 042V 012V 041V 029V 045V

CL CL CL CL CL CL CL CL CL CL BA TL
084V 022V 261V 017V 260V 014V 011V 289V 028V 040V 312V 003V
P R

Local Hydraulic CL CL CL CL
CL CL CL CL CL CL 021V 262V 016V 006V
Control Unit 050V 054V 053V 055V 051V 056V
CL CL CL CL CL CL
CL CL CL
O S 052V 059V 085V 086V 072V 073V
020V 263V 005V
CL CL CL CL CL CL
074V 075V 076V 077V 078V 079V
BA CL CL CL CL CL CL CL EW EW EW EW FD
S S S S CL CL CL CL CL CL S 323V 058V 019V 013V 010V 004V 009V 002V 017V 018V 019V 020V 011V
080V 081V 060V 061V 062V 063V
CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL
O O O O 064V 065V 066V 067V 069V 070V O 121V 122V 038V 036V 034V 032V 003V 008V 001V
CL057V CL095V BA324V CL CL CL CL CL CL CL CL
071V 082V 088V 089V 090V 091V 252V 253V
B.T.F.V x1 Set B.T.F.V x1 Set B.T.F.V x1 Set CL CL CL CL CL
CL CL CL CL CL CL BA BA 037V 035V 033V 031V 007V
(Open-Shut) (Opening) (Open-Shut) 092V 093V 094V 087V 096V 097V 357V 358V
For Sea Chest For Cargo Line For Sea Chest
Valve Valve CL CL CL
083V 068V 039V
B.T.F.V x57 Sets BA BA BA BA BA BA
(Open-Shut) 326V 327V 336V 337V 334V 335V
For Cargo and BA BA BA BA BA
Ballast Line 328V 330V 332V 333V 325V
BA BA BA BA BA BA BA BA BA BA BA BA
BA BA 322V 310V 320V 308V 318V 306V 363V 316V 304V 314V 302V 311V
331V 329V

TL
001V
Pump Room
Upper Main Deck
Deck

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1.6 HYDRAULIC SYSTEMS No.1 cabinet supplies (located in the Bosun’s store): There are four locally operated valve control units at the manifold area fed
directly from the hydraulic power pack as follows:
Cargo tank valves CL045V, CL040V, CL002V,
1.6.1 CARGO AND BALLAST VALVE HYDRAULIC REMOTE CL001V, CL030V, CL029V, CL028V, CL009V, CL008V, Locally operated valve control unit box No.4
CONTROL CL007V, CL046V, CL041V, CL259V, CL006V, CL005V,
Manifold valves (port side) CL098V, CL099V,
CL004V, CL003V, CL027V, CL012V, CL011V, CL010V,
Proportional valve CL100V, CL101V
CL047V, CL032V, CL031V, CL042V, CL013V, CL026V,
Introduction Locally operated valve control unit box No.1
CL015V, CL014V, CL033V, CL034V.
The main cargo oil valves and ballast valves are operated from the Super Manifold valves (starboard side) CL102V, CL103V,
Cargo XL automatic loading/unloading system. A mimic panel on the cargo Ballast tank valves BA362V, BA361V, BA311V, Proportional valve CL104V, CL105V
control console in the cargo control centre (CCR) gives indication of the valve BA301V, BA311V, BA302V, Locally operated valve control unit box No.2
positions. Manipulation of the valve icons on the screen displays are used to BA314V, BA303V, BA315V,
operate the solenoid valves contained in the solenoid valve cabinets in the BA304V, BA316V, BA364V, Manifold crossover valves CL112V, CL113V, CL114V,
hydraulic power unit room on upper deck and in the Bosun’s store forward. BA363V, BA305V, BA317V, CL115V, CL116V, CL117V
The solenoid valves direct hydraulic pressure, generated by the hydraulic BA306V, BA318V. Locally operated valve control unit box No.3
power pack, to open or close the hydraulic valves.
Top line discharge isolators CL109V, CL110V, CL111V,
No.2 cabinet supplies (located in the hydraulic power room upper deck):
and drop line valves CL106V, CL107V, CL108V
The following are of the intermediate position control type valve: Cargo tank valves: CL025V, CL121V, CL260V,
• The three main cargo pump discharge valves CL122V, CL018V, CL017V, CL016V, CL036V, CL035V,
Hydraulic Power Pack
CL049V, CL253V, CL261V, CL262V, CL252V, CL024V,
• The tank cleaning pump discharge valve
CL023V, CL022V, CL021V, CL020V, CL019V, CL038V, Manufacturer: Nakakita Seisakusho Co. Ltd
• Cargo tank main suction valves CL037V. Power pack capacity: 420 litres
• Cargo tank stripping suction valves Normal working pressure: 80 to 90kg/cm2
Ballast tank valves BA307V, BA319V, BA308V,
Maximum pressure: 100kg/cm2
• Ballast tank suction valves, main and stripping (not including BA309V, BA321V, BA310V,
N2 Accumulator capacity (each): 40 litres
the fore peak tank) BA320V, BA357V, BA358V,
BA322V.
• Ballast pump discharge valves The high pressure hydraulic power pack is situated in the hydraulic power unit
room on upper deck. It consists of two sets of electrically driven hydraulic
No.3 cabinet supplies (located in the hydraulic power room upper deck):
The degree of opening of each proportional valve is indicated on the mimic pumps, one in use and the other on standby and two accumulators.
screens by a bar graph located next to the valve and on the individual valve Cargo pump room valves: CL054V, CL053V, CL055V,
faceplate when it is open on the screen by an analogue % read out. A flow CL051V, CL056V, CL052V, CL059V, CL085V, CL086V, The accumulators act as a buffer which avoids shock hammer in the system
meter is installed on each solenoid operated control valve block. CL072V, CL073V, CL074V, CL075V, CL076V, CL078V, when the pump stops, and also act as a limited reserve of hydraulic power
CL079V, CL080V, CL081V, CL060V, CL062V, CL063V, allowing the closing of three of the largest valves in the event that the pumps
Other remote operating valves are of the fully open and closed type. When this CL064V, CL065V, CL066V, CL067V, CL069V, CL070V, fail. In normal operation the pumps work in automatic loading and unloading
type of valve is operated into the open position its colour will change from CL071V, CL082V, CL088V, CL089V, CL090V, CL091V, condition, with the duty pump running constantly unloading and loading
white (closed position) to colour of the line system valve. CL093V, CL094V, CL087V, CL096V, CL097V, CL083V, according to the demand on the system. Primary starting and stopping of the
CL061V, CL077V, CL092V, CL095V, CL068V, CL050V. hydraulic pumps is done from the Super Cargo XL screens in the cargo control
The ODME discharge line valve into the port slop tank and overboard can be Ballast valves in pump room BA329V, BA325V, BA326V, room. The power pack local control panel has start and stop buttons, high
operated manually via the on screen mimic display valve faceplate when the BA327V, BA336V, BA337V, pressure and low oil tank level alarm indication and an alarm buzzer stop, run
ODME is in standby mode. When the ODME system is in monitoring mode, BA334V, BA335V, BA328V, hour meters and amp meters for each pump. The panel is also used to isolate
these valves are under the direct control of the ODME system and cannot be BA330V, BA332V, BA333V, or supply power to the power pack system.
opened manually. BA324V.
In normal operations the power pack pumps are selected for operation on
Locally operated valve CL057V. the Super Cargo XL mimic screen display where the selected pump is under
Valve actuators are of the hydraulic cylindrical double acting type and are
mounted directly on the valve. control of a pressure switch, which loads the pump at 77kg/cm2 and unloads
the pump at 88kg/cm2. When selected for operation the first pump set into start
mode operation becomes the duty pump with the other pump as the standby
unit.

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Power Pack
Control Panel Accumulators
Direction Control
Lever

Solenoid
Control Rack

Unloading Unit

Relief Valve Cargo and Ballast Valve Hydraulic Emergency Hand Pump

Cargo and Ballast Valve Hydraulic Power Pack

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In the event of a high demand or the lead pump has failed, the standby pump Emergency Hand Pump WARNING
will cut in and load up at 75kg/cm2. The system alarms for high and low Manufacturer: Nakakita Seisakusho Co. Ltd
Use protective clothing and goggles when operating the portable hydraulic
hydraulic pressure are 95kg/cm2 and 74kg/cm2 respectively. hand pumps.
No. of sets: 3
The pumps will be tripped if the high discharge pressure (100 bar) or low oil Type: NS, double acting hand pump
tank level go into alarm. The system will also go into an alarm condition at a Working pressure: 70kg/cm2 (maximum)
high oil temperature of 70°C. Capacity: 6.5 litres
Flow capacity: 33cc per stroke
Both power pack pump motors are fed from the emergency switchboard.

Two of portable hydraulic hand pumps are provided for use in an emergency. The emergency hand pumps are stored at strategic locations one in the pump
These can be connected into the supply and return lines to the valve activators room, one in the Bosun’s store forward and one in the hydraulic power pack
in the solenoid valve cabinets. room on upper deck and one in the pump room stores.

Procedure for the Operation of the Cargo Valve Hydraulic Procedure for the Operation of the Emergency Hand Pump
Power Pack
a) Open the solenoid valve box which feeds the valve to be
operated.
a) Ensure that the hydraulic tank is filled with the correct grade of
oil and is at the correct level.
b) Close the pressure valve for the solenoid valve box.
b) Ensure that the filters are clean.
c) Shut the return valve for the solenoid valve box.
c) Check that the accumulators are charged with nitrogen gas. If
WARNING
necessary, recharge the accumulators using the accompanying
Failure to close the above valves could result in oil flowing into the reservoir
nitrogen gas bottle and reducing valve.
and overpressurising it, resulting in possible injury to the operator.
d) Ensure that the accumulator isolating valves are open.
d) Remove the covers from the couplings.
e) Ensure the isolator switch on the local control panel for each
e) Open the hand pump vent to avoid overpressurising the
pump is set to ON. Check that there are no alarm conditions
reservoir.
indicated on the local panel.
f) Connect the hydraulic hoses from the hand pump. To open the
f) Start one hydraulic pump. Check that the pressure control
valve, connect the hoses B and A to the emergency control
is satisfactory.
block mounted on the actuator.
g) Open the pressure and return outlet valves on all the solenoid
g) Turn the pilot valve lever on the hand pump to the OPEN or
valve distribution cabinets.
CLOSE position, as desired, pump continuously until the valve/
actuator is opened/closed.
h) From the main menu on the Super Cargo XL system screen
display in the cargo control room, select the OPERATION tab
h) Turn the pilot valve to the CENTRE position. The valve is
on the right hand side of the screen. A pop-up menu will appear,
prevented from closing when the pilot valve is placed in the
select the Hyd. Oil Pump tab, this will open the power pack
centre position.
control faceplate. Select the duty hydraulic power pack pump
and press the START button on the screen. The system pressure
(Note: The solenoid valves can be operated manually from the solenoid
is indicated on this faceplate both digitally and as a bar graph.
cabinets by pushing the buttons protruding through the solenoid
Additionally the low and high pressure alarm and low and high
coils.)
oil temperature alarms are indicated on this faceplate.

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Drive Clutch
Illustration 1.6.2a Deck Anchoring and Mooring Hydraulic System Position Indicator Key

Hydraulic Supply
M5 M4 M3 M2 Hydraulic Return
Aft System Forward System
Deck Service Air
M8
M7
M6 M1
W2
W1
M5 M2

W2

M8 M6 M1

M7
W1
Windlass Remote Control Station

M4 M3
W1
M6 W2
M7 M1
M8

M5 M4 M3 M2 M2

From Deck From Deck

Service Air Service Air

Emergency
LA Emergency Filling LA
Filling Emergency Connection
Line Connection Line
025V Connection 031V
LLA LLA Windlass Supply Windlass Supply
Deck Emergency Deck
Crossover Crossover
Connection Expansion
Expansion PI PI PI PI
PI PI PI PI Tank
Tank

008V 007V 006V 005V 018V 017V 016V 015V

020V 018V 016V 014V 027V 025V 023V 021V

Storage Storage
Tank Tank
5,000 5,000
019V 017V 015V 013V litres 028V 026V 024V 022V
litres

021V 012V 020V 019V

012V 011V 010V 009V 014V 013V 012V 011V

024V 023V 030V 029V

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1.6.2 DECK ANCHORING AND MOORING HYDRAULIC The deck machinery driving unit is a low pressure hydraulic motor, operated A double control station situated port and starboard of the forward main deck
SYSTEM by a control valve(s) locally on the mooring unit, or from the remote control operate the two forward main deck mooring winches M2 and M3.
stand(s). The hydraulic motors have a stepless speed range according to the
loading upon the unit. Each mooring winch also has a partial load speed control
Description Aft System
selection which is used for light line operations. The clutch engagement of the
winches are windless units via a hydraulic piston operated from the remote A double control station situated port and starboard of the aft main deck
Manufacturer: Hatlapa control stand. Indication lamps are also fitted at the remote control stands to operate the two aft main deck mooring winches M4 and M5.
indicated their engaged/disengaged position. If necessary the clutches can
The mooring equipment consists of: be operated by hand after first removing the link pin at the top of the piston A triple control station situated port and starboard of the after end of the poop
cylinder. deck operate the after three mooring winches on the poop deck M6, M7 and
Two hydraulic power pack units; the aft unit is located in the
M8.
steering gear room and the forward unit in the Bosun’s store
Each hydraulic pump unit is fitted with its own hydraulic oil cooler, cooling
Pump station, forward: water is supplied from the deck wash sea water system.
Procedure for the Operation of the Hydraulic Power Units
4 x ???? screw spindle type pumps
The forward system comprises of four hydraulic pump units which serve
4 x return filters, with a built-in closing valve a) Check the oil level of the expansion tank, if necessary, transfer
the two windlass/winch and three winch units at the forward deck area. To
oil from the storage tank using the hand pump. Ensure the
Pump station, aft: achive the required performance for windlass W1, pump units P1 and P2
expansion buffer tank is at the working pressure of 1.8 bar, air is
are used together, which requires the directional discharge valve on P2 to be
4 x ???? screw spindle type pumps normally automatically supplied from the deck general service
changed over to direct its flow to W1. Under normal operations P2 will supply
air system.
4 x return filters, with a built-in closing valve winch M2. Pump unit P3 is used in combination with P4 to give the required
performance for windlass W2. Under normal operations P4 supplies both M1
b) Ensure that the filters are clean and that their shut off valves
Two anchor windlass/mooring winches: and M3 winch units.
are secured in the normal position.
Hydraulic motors (per unit): 2 There is an emergency changeover connection between pump unit P2 and
c) Check that the shut off valves are secured in the normal
Hydraulic oil supply: 1,628 litres/min at ?? bar P3 which allows a degree of redundancy to allow two pump units to drive
position.
windlass units W1 and W2. See the following illustration 1.6.2b for details.
Hauling capacity: Cable lifter ?? tonnes
d) Check that the pump discharge changeover valves are secured
Winch pull ?? tonnes When a cable lifter is operated, two hydraulic pumps are required to give the
in the normal operational position.
required performance.
Speed ranges: 0 to ?m/min
e) Close the isolators for each pump. The Bosun’s stores supply
Brake holding load: Cable lifter ??? tonnes The aft system comprises of four hydraulic pump units which serve the two
fan should be started when the forward system is put into
Winch ??? tonnes winch units on the after main deck area and three winch units on the poop deck.
operation. Ensure that the servo pumps are set to AUTO on the
Each pump unit serves its own winch apart from pump P4 which serves both
local control panel.
M7 and M6. There are emergency crossovers between the pumps as shown in
Eight mooring winches: the illustration 1.6.2a which allows a degree of redundancy in the system.
f) Ensure that the hydraulic inlet and outlet valves on the oil
Hydraulic motor (per unit): 1 coolers on each pump unit are open. Open the cooling water
The positive pressure on the suction side of the pumps is maintained by
overboard discharge valves from the hydraulic oil coolers,
Hydraulic oil supply: 1,628 litres/min at ?? bar expansion tanks which have a pneupress buffer system, the air for these
EW068V in the Bosun’s store port side and EW069V for the aft
expansion tanks is supplied from the general service air system and is
Hauling capacity: ?? tons system in the steering gear compartment, starboard side.
automatically maintained at 1.8 bar.
Speed ranges: 0 to ??m/min ?? tonnes pull
g) Start the duty bilge, fire and GS pump to supply the wash deck
0 to ??m/min light line There are ten remote control stands are situated as follows:
system. Open the cooling water inlet and outlet valves on the
Brake holding load: ??? tons individual hydraulic oil coolers.
Forward System
Expansion tank capacity: ?? litres h) Start the required pumps one by one. The servo pump system
A triple control is situated to port and starboard on the focsle. They operate
the two anchor windlass/winches W1 and W2 and also the forward mooring for the remote control operations are automatically started when
winch M1. the main pumps are started

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Illustration 1.6.2a Deck Anchoring and Mooring Hydraulic System Key

Hydraulic Supply
M5 M4 M3 M2 Hydraulic Return
Aft System Forward System
Deck Service Ai
M8
M7
M6 M1
W2
W1
M5 M2

Drive Clutch
Position Detector
W2

M8 M6 Drive Clutch M1
Hydraulic Piston
M7

Windlass Clutch Unit W1

M4 M3
W1
M6 W2
M7 M1
M8

M5 M4 M3 M2 M2

From Deck From Deck

Service Air Service Air

Emergency
LA Emergency Filling LA
Filling Emergency Connection
Line Connection Line
025V Connection 031V
LLA LLA Windlass Supply Windlass Supply
Deck Emergency Deck
Crossover Crossover
Connection Expansion
Expansion PI PI PI PI
PI PI PI PI Tank
Tank

008V 007V 006V 005V 018V 017V 016V 015V

020V 018V 016V 014V 027V 025V 023V 021V

Storage Storage
Tank Tank
5,000 5,000
019V 017V 015V 013V litres 028V 026V 024V 022V
litres

021V 012V 020V 019V

012V 011V 010V 009V 014V 013V 012V 011V

024V 023V 030V 029V

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i) After starting the pumps, check for any leakage and ensure the
sound of the pump(s) is normal.

j) In cold weather conditions allow the hydraulic system to warm

up before operating the winch and windlass units.

Stopping the Units

Discharge Direction Hydraulic Oil
a) Stop each pump one by one. Changeover Valves Plate Cooler

b) Stop the Bosun’s store supply fan if the forward system was in
use.

c) Stop the bilge, fire and GS pump if it is no longer required for

any other duties.

d) Close the overboard cooling water discharge valves.

Controls
A speed control valve is mounted on each hydraulic motor and is activated
by a three position lever which is operated either locally or from the remote
control stands. The lever is spring centred to the neutral stop position, the other
two positions are ‘heave’ and ‘lower’. The speed is variable, according to the
amount the lever is deflected towards the heave or lower positions, within the
range of the hydraulic unit.

The clutch engagement/disengagement for each windlass and winch is carried

out at the remote control stand. The release and setting on of the band brakes
is also carried out from the remote control stand.
Emeregency Connection
Hydraulic Brake Operation Crossover Flow Valve
onto Other System
The windlass units are fitted with a hydraulically operated brake which can be Forward Winch/Windlass Pump Units
operated remotely from the ship’s side, this allows the operator to have a clear
view when walking out the anchor under control. The brake control is either
full release, nominal force and reinforce when setting the brake.

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1.7 Ballast System

1.7.1 System Description

1.7.2 Automatic Ballast Stripping Operation

1.7.3 Venting

Illustrations

1.7.1a Cargo Ballast System

1.7.2a Automatic Ballast Stripping System

1.7.2b AUS Automatic Stripping System Screen Display

1.7.3a Ballast Tank Venting

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Illustration 1.7.1a Cargo Ballast System
From
Upper Deck Inert Gas Main Upper Deck

ND009 No.5 Water Ballast

VU011V Tank Starboard

To Cargo Oil Pipe Trunking H

Seal System Upper Deck
Tank BA340 BA323
BA341
M
Engine Hydraulic
Room Sea Control Pipe
BA356
Chest
M

H BA324
Vacuum Pump Unit
No.5 No.4 No.3 No.2 No.1
H Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Port) (Port) (Port) (Port) (Port)
BA325
BA BA
BA335 345 334
H H
A A No.2
BA328 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
H 321 309 319 307 317 305 315 303 313 301 Fore
No.1 Peak
BA334 Tank
H BA332
BA
H
337
H A H H H

BA357 BA338 BA342 BA330 BA326 BA364

Separator
No.2 Water
Ballast Pump BA360 H BA361
4,000m3/h
H BA333 H BA336
H BA362
BA359

H A H H H H H

BA358 BA339 BA343 BA331 BA327 BA363 BA311 BA312

Separator
No.1 Water
Ballast Pump
4,000m3/h
H BA329 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
322 310 320 308 318 306 316 304 314 302

No.5 No.4 No.3 No.2 No.1

Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Key

Ballast Water Main Suction

Ballast Water Stripping Suction

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1.7 BALLAST SYSTEM The ballast tanks on this vessel consist of:: m3 at 100% interconnected via crossover valves to allow for flexibility of operation,
additionally there are two crossover valves in No.1 port ballast tank. The aft
Fore peak water ballast tank 3,976m3
1.7.1 SYSTEM DESCRIPTION peak tank and engine room side tanks are filled/emptied via the bilge, fire and
No.1 water ballast tank port 9,002m3 GS pumps in the engine room.
Ballast Pumps No.1 water ballast tank starboard 9,002m3
An automatic unloading system is fitted to allow automatic draining of the
Manufacturer: Shinko Industries Ltd. No.2 water ballast tank port 9,608m3 ballast tanks using the main ballast pumps. Each main ballast tank apart
No. of sets : 2 No.2 water ballast tank starboard 9,608m3 from the fore peak tank, has a main 450mm suction line and a 200mm
Model (Pump): CV 450 stripping line.
No.3 water ballast tank port 9,736m3
(Turbine): RX1
No.3 water ballast tank starboard 9,736m3 In addition, two stripping eductors are provided to facilitate adequate draining
Type: Centrifugal, vertical single stage of the ballast tanks if the automatic unloading system is not used.
No.4 water ballast tank port 9,478m3
Prime mover: Steam turbine
Capacity: 4,000m3/h No.4 water ballast tank starboard 9,478m3 All the valves on the main ballast system are hydraulically operated from the
Total head: 40m No.5 water ballast tank port 8,758m3 Super Cargo XL mimic screen display BALLAST TANKS (1/1) in the cargo
control room, apart from the crossover valves BA360V and BA359V, which
Speed:(Pump): 1,200 rpm ± 3% No.5 water ballast tank starboard 8,758m3 are manually operated plus the fore peak isolating valve BA312V and the
(Turbine): 7,165 rpm Engine room side tank port 2,144m3 overboard discharge valve BA323V which are operated from hydraulic deck
stands on the upper deck. The suction valves, main and stripping on the ballast
Engine room side tank starboard 2,144m3
tanks and pump discharge valves are of the proportional type, i.e. they can be
Water Ballast Stripping Eductors Aft peak tank 2,111m3 opened between 0 and 100%.
Manufacturer: TeamTec Marine Products
The total capacity of the segregated ballast tanks 103,539m3 In the event that there is leakage of cargo oil/vapour into the ballast tanks, inert
No. of sets: 2
gas can be directed into the ballast tanks via the ballast suction lines. A portable
Capacity: 350m3/h at 25mth spool piece, manually operated valve BA341V and a check valve BA359V
103,539mt at SG 1.025 31.69 % of the Summer DWT
Driving water: 1,595m3/h at 3.65kg/cm2 supplied by either of the facilitate this operation.
ballast pumps
The main ballast tanks are served by two centrifugal pumps, both are steam
turbine driven, each with a capacity of 4,000m3/h at 40mth. The pumps are
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast located in the pump room and provided with their own sea chest. The pumps
tanker. Segregated ballast is carried in the engine room side tanks, fore and are connected to an overboard discharge line which ends approximately 0.5m
aft peak tanks and in five pairs of wing tanks arranged the entire length above the deepest water ballast line on the starboard side.
of the cargo tank area.
The COT ballast overboard passes via a 650mm pipe through No.5 starboard
The vessel is designed with sufficient heavy weather ballast capacity to meet water ballast tank and exits at least 0.5m above the deepest water ballast line.
any weather condition without having to load additional ballast in the cargo The ODME equipment is connected to the this overboard. When necessary the
tanks. ODME will divert the flow into the port slop tank.

If, however, it is considered that heavy weather ballast may be required during
the ballast voyage this will normally be carried in No.3 centre cargo oil tank
and this tank shall be crude oil washed before departure from port.
The intended sailing ballast condition is with the fore peak full, No.1 to 4 wing
ballast tanks full and No.5 wing ballast tanks with approximately 5,000m3 in
each. The departure draught for the ballast voyage is calculated to be a mean
draught of 10.5m with a trim of 1.2m by the stern. The quantity of ballast in
No.5 wing ballast tank is intended to be increased during the ballast voyage to
compensate for the consumption of fuel on passage.
The ballast pumps can be connected to the cargo tank system via manually
operated valve BA340V, a portable spool piece, manually operated valve
CL134V and check valve CL323V. Under normal circumstances this
connection should not be used to ballast No.3 cargo tank for heavy weather
conditions.
Heavy weather ballast will be deliverd to No.3 centre COT via a main cargo
pump after a basic line wash.
The ballast main system is split into two separate lines, No.1 ballast pump
serves the starboard tanks and the fore peak tank, while No.2 pump serves
the port ballast tanks. The ballast pump suction and discharge lines can be

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Illustration 1.7.2a Automatic Ballast Stripping System

C30 No. 1

Upper Deck Outside of C30 No. 2

Pump Room Starboard Side

Level Gauge

VU011V
Suction from
C6 Engine Room
No.2 Ballast Pump PI
Separator Sealing
C2
Fresh
Water C17 No.5 No.5
Vacuum Motor
C16 Pump

Seal
Fresh
C109
Water

C2
C20 No.6 No.6
2.5m Vacuum Motor
C16 Pump

C35

C109

Discharge to
Ballast Main

Pump Room
VU004V
VU005V
Valve Control
Signal H BA041
BA040
A8 A1
LP

A9 No.1
Separator
A BA338V
A3 BA339V
B1
A12 A20
A11
Adjustment

Key
Test/

A13
PI A17
A10 Fresh Water
No.1
Ballast
Ballast Ballast Water
Suction
BA330V Pump BA342V
BA331V BA332V BA343V Sea Water Vapour
BA333V
Valve Normally Closed

Sea
Suction Drain

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1.7.2 AUTOMATIC BALLASTING STRIPPING OPERATION
Manufacturer: Shinko Industries Ltd
Model: AUS 454-2
Introduction
The automatic ballast stripping system is provided to improve the efficiency
of stripping the ballast tanks. It utilises the ballast pumps to complete the
stripping operation which reduces deballasting time. The operation is fully
automated.
The basic principle of the system is to automatically prevent the suction of sea
water vapour or air into the pump, thus enabling the ballast pump to be used to
completely discharge all the ballast.
The air drawn in from the bellmouth tank suction and the sea water vapour
produced in the suction line are separated from the ballast in the separator,
on the suction side of the ballast pump. The gases gather at the top of the
separator from where they are extracted by the vacuum pump system.
When a large volume of gas enters the separator during the stripping stage,
the liquid level in the separator drops. This would normally cause the pump to
lose suction and stop pumping. To prevent this condition, the opening of the
discharge valve of the ballast pump is controlled in proportion to the liquid
level of the separator and adjusts the flow rate accordingly. The lower the
liquid level falls, the more the discharge valve closes. If the liquid level falls
below the minimum set value, the discharge valve closes fully.
Component Description
Separator (A1)
Manufacturer: Shinko Industries Ltd.
No. of sets: 2 (one per pump)
Volume: 4.08m3
The separator (A1) is a tank on the suction side of the cargo oil pump. It
contains an integrated lattice screen (A20) which assists in the separation
of the gas from the liquid and protects the pump from damage by ingress
of debris. The gas collects at the top where it is extracted by the vacuum
pumps. A level transmitter (A3) is mounted on the side of the separator. The
transmitter converts the liquid level to a pneumatic signal which controls the
discharge valve (B1), vacuum pumps and gas extraction valve (C30).
Discharge Control Valve (B1) Any liquid (fresh water or ballast water) which overflows from the sealing
No. of sets: 2 (one per pump) tank or is drained down from the vacuum pump suction line overflows into the
pump room bilge.
Type: Pneumatically operated, non-tight butterfly valve
The discharge control valve (B1) is a butterfly type valve driven by a pneumatic
Operating Procedure
cylinder and controls the pump capacity as directed by the Super Cargo XL Setting Up the System for Automatic Stripping
system. The valve is controlled remotely either by the automatic control signal
from the level transmitter (A3) on the separator, or by the manual control a) Ensure that there is sufficient water in the vacuum unit sealing
signal from the manual loader on the Super Cargo XL control system in the tank. The level can be topped up by opening the filling valve
cargo control room. The selector icon is used to select automatic or manual from the domestic supply.
control of the discharge valve. Three-way cocks are situated locally to enable
the discharge valve to be opened in an emergency. b) Ensure that the control air supply is available and the air supply
unit is drained of any condensate.
Vacuum Pump Unit (C1) and Vacuum Pumps (C2)
c) Check that the exhaust suction isolating valves are open on the
Manufacturer: Shinko Industries Ltd.
vacuum pumps
No. of vacuum pumps: 2
Model: NSW 100 d) Through the Super Cargo XL control display set the automatic
Capacity: 630m3/h stripping system as follows:
Maximum vacuum: 550mm Hg • Set the AUS CONTROL to START.
• Set the DISCH VALVE to MANU.
The vacuum pumps are horizontal water ring type, driven by an electric motor
through an intermediate shaft which passes through the bulkhead from the • Set GEV to MANU CLOSE. It is very important that this
engine room. The pumps extract the gas from the top of the separators (A1) and valve is closed as the separator is being filled, due to the
discharge it to atmosphere. The pumps are automatically started and stopped possible head of water that will come flooding into the
by a pressure switch which is operated by the pneumatic signal from the level ballast line from the ballast tanks.
transmitter (A3). The pumps can also be started and stopped by means of the • Set AUTO FINISH to OFF.
control switch on the control panel in the cargo control room.
• Set the AFTER STRIPPING to AUTO STOP or KEEP
RUN.
Each pump is equipped with a screw-down non-return suction valve (C16) to
prevent sealing water and gases from flowing back to the gas extraction line. • Select the vacuum pumps No.5 and 6 to MANUAL
The sealing water tank (C6) separates the gas from the sealing water and acts operation. It is very important at this stage when the
as a reservoir for the supply of sealing water to the vacuum pumps. separator and ballast lines are being so this is in order that
sea water cannot be carried over from the separator into the
Gas Extraction Valve (C30) vacuum pumps due to the head of water.
• Select the run order for the vacuum pumps, either No.5 lead
No. of sets: 2
and No.6 lag, or vice versa.
The gas extraction valve (C30) is a pneumatically operated piston type valve. • Reset the VP and GEV interlocks.
This is installed in the gas extraction line leading from the top of the separator
(A1), and is opened and closed by a solenoid valve controlled through a e) Open the sea suction valves slightly to slowly prime the
pressure switch, which is operated from the level transmitter (A3). separators to the normal working 70% level and pump casings.
Open each pump discharge valve slightly to vent off any air
This valve opens when the separator level is less than 50% and closes when it from the casing.
returns to 70% or more.
f) Prime the ballast line up to the ballast tank suctions valves.

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Illustration 1.7.2b AUS Ballast System Screen Display

7/Jan/2003 10:51 Under P/M top (S) Gas alarm system flow failure alarm R EPOSE 7/Jan/2003 10:51
7/Jan/2003 10:51 Beside of No.3 COP Gas alarm system flow failure alarm

SYSTEM UTILITY
7/Jan/2003 10:51 Above 27,000 platform Gas alarm system flow failure alarm

NO.5 AUS NO.4 AUS

AUS CONTROL G.E.V. AUS CONTROL G.E.V.

Manu. Manu.
Start Stop Auto Start Stop Auto
Close Close

MONITORING1
DISCH. VALVE AUTO FINISH DISCH. VALVE AUTO FINISH
Valve Sep. Level Valve Sep. Level
(%) (%) On Off (%) (%) On Off
100 100 100 100
75 75 75 75
50 50 50 50
25 25 V.P. & G.E.V. 25 25 V.P. & G.E.V.
Interlock Interlock

MONITORING2
0 0 0 0

Auto Manu. Reset Auto Manu. Reset

BA338V A BA339V A
No.2 W.B.P. No.1 W.B.P.

Separator After Stripping Separator After Stripping

OPERATION
Level Low Level Low

Stripping Auto Keep Stripping Auto Keep

Finish Stop Run Finish Stop Run

VACUUM PUMP UNIT

0 V.P. Unit
NO.1 V.P.
Auto Manual Start Stop 1.V.P. 2.V.P. Suction Press.
V.P. Start -25
(cmHg)
Sequence
NO.2 -50
Auto Manual Start Stop (Auto) 2.V.P. 1.V.P.
V.P. -1.7
-76

Execute Hold Reject Hold Associated

List Screen
DRAFT

PORT 10.44 TRIM(m) A 2.87 Buzzer Page Page

(m)

AFT 11.57 FORE 8.70 Menu Home Window Ack. Stop Up Down
STBD 10.32 HEEL(deg.) P 0.12

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g) Close the sea suction valve and open the required ballast tank
suction valves.
h) Commence deballasting the required tanks. When the system
has become stable set the VP and GEV icons on the Super
Cargo XL display to AUTO.
i) Set the vacuum pump No.5 VP and No.6 VP to AUT. This
allows the vacuum pump to be available as required.
While the liquid level in the ballast tanks is sufficient to ensure that the
separator level remains above 70%, the automatic unloading system is not
required.
As the ballast tank level falls, the suction pressure also falls and approaches
the vapour pressure of the liquid being pumped. Part of the liquid will turn to
vapour and accumulate at the top of the separator (A1) and, as a result, the
separator level begins to fall.
When the separator level falls below 50%, a pressure switch is actuated by the
pneumatic signal from the level transmitter (A3) and the vacuum pump (C2)
starts. At the same time the gas extraction valve (C30) opens and the discharge
valve (B1) is throttled in by a corresponding amount.
The vacuum pump extracts the gases and the separator level rises. When the
separator level recovers above 70%, the gas extraction valve (C30) closes,
and 20 seconds later, the vacuum pump stops. The discharge valve (B1) then
opens. As the tank level falls further towards the bottom of the tank, turbulence
occurs around the suction pipe and gas begins to be drawn into the bellmouth
of the tank suction. This gas is separated in the same manner as previously
described.
When the tank level falls further, the liquid surface around the bellmouth
becomes violently disturbed and a large volume of gas can be sucked from
the bottom of the bellmouth. Under these conditions the level of liquid in
the separator falls to a level where the signal air pressure, from the level
transmitter, causes the discharge valve to close and decrease the flow. The
speed of liquid flowing into the bellmouth decreases and the disturbance
around the bellmouth also decreases, thus the amount of gas being drawn into
the bellmouth decreases.
When the volume of gas being drawn in to the bellmouth becomes less than the
extraction capacity of the vacuum pump, the separator level begins to rise and
at the same time the discharge valve begins to open gradually and the pump
discharge flow begins to increase. In order to achieve the best deballasting
conditions when the ballast tank level has become low, reduce the pump speed
in order to maintain the discharge valve open position at above 40%.
This cycle will repeat until the discharge valve is opening only slightly while
the amount of gas drawn in is increasing. When the separator level falls to
Issue: Final Draft
Cargo System Operating Manual
below 5%, the SEPARATOR LEVEL LOW, on the control DISPLAY lights
up, showing that unloading has reached the stripping stage.
As the stripping of the ballast tank advances, even though the vacuum pump
is running continuously, the level in the separator does not rise. As a result the
discharge valve remains closed most of the time. Under these conditions it is
advisable to reduce the speed of the ballast pump to avoid overheating of the
pump casing and possible failure of the pump seals.
When the SEPARATOR LEVEL LOW lamp has remained on for three minutes
the STRIPPING FINISH flashes and the buzzer sounds, signifying completion
of discharge.
If the AFTER STRIPPING icon has been set to AUTO STOP then the ballast
pump will stop automatically at this stage. However, if the icon has been set
to KEEP RUN, then the ballast pump will continue to run. If the residual
liquid appears to warrant more stripping it is possible to control the pump
and the discharge valve manually, in which case set the AUTO FINISH ON/
OFF selector to OFF to release the trip condition of the vacuum pump and
the gas extraction valve. This operation will allow the vacuum pump and gas
extraction valve to return to automatic control if conditions warrant it. When it
can be judged that there is no advantage in operating the pump continuously,
the pump can be stopped manually.
To transfer over to deballasting another tank, reduce the pump speed to
minimum and set the AUTO STRIPPING icon to AUTO STOP or KEEP
RUN.
Set the pump discharge valve setting to 0% and MANUAL control. If necessary,
due to the head of water in the next tank, it is advisable to prime the separator
and pump as previously described ie., the vacuum pumps set to OFF and the
GEV valves closed to stop priming the separator up to the vacuum pumps and
in order to protect the system from water hammer.
CAUTION
Running the pump in the manual condition may result in the pump
running dry, or running with the discharge valve closed longer than
the manufacturer’s recommendation, resulting in serious damage to the
pump and mechanical seals.
When the last ballast tank has been stripped with the system set to AUTO
STOP, the pump will shut down automatically. Set the AUS CONTROL to
STOP on the Super Cargo XL display.
1.7/1.7.2 Page 4 of 4
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Illustration 1.7.3a Ballast Tank Venting Key
Inert Gas Main
Air Vent Air Vent Purge Pipe Locations Cargo Oil Tanks
Flexible Hose
Purge Pipe
PV Valve

Purge Pipe in Ballast Tanks

Wing COT Centre COT Wing COT Ballast Tank Vents

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) (Port) (Port) (Port)

Slop Tank No.5 Cargo Oil

Ballast Tank Ballast Tank (Port) Tank (Port)

Purge Pipe No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Tank (Port) Tank (Port) Tank (Port) Tank (Port)

Purge Pipe In Ballast Tanks

Cargo Oil Tank

No.5 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Tank (Centre) Tank (Centre) Tank (Centre) Tank (Centre) Tank (Centre)
Void

Ballast Tank

2m

Purge Pipe In Cargo Oil Tanks

10mm Hole
No.5 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Slop Tank Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
(Starboard)
Cargo Oil Tank

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
2m (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)

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1.7.3 VENTING

Prior to arrival, each segregated ballast hatch must be opened for inspection
and then closed before cargo operations commence. The reason for this is to
ensure the ballast is clean.

During ballasting operations the sighting port covers can be lifted for visual
inspection of the ballast. Each sighting port is fitted with a flame screen.

Winnel type vents are fitted to all ballast tanks, which avoids the dangers
of either overpressurisation or the creation of a vacuum during filling and
emptying. Reference should be made to the Ballast Water Management plan
in respect to the dangers of overpressurisation of ballast tanks and for the
requirement of when ballast water must be exchanged according to local
authorities’ policies.

Where it is necessary to carry additional heavy weather ballast in the COTs

and this is loaded during port operations, the gas should be vented through
the Vapour Control Emission system, either to shore facilities, if available,
or to atmosphere.
Ballast Tank Ventilation Units

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PART 2: CARGO HANDLING PROCEDURES

2.1 Cargo Handling Operation Sequence Diagrams

2.1.1 Loading

2.1.2 Discharging
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2.1 Cargo Handling Operation Sequence Diagrams

2.1.1 Loading

Work out a loading plan using all top/bottom lines and the three
When all preliminaries have been completed including safety 2.3.1
groups of tanks to the best advantage, bearing in mind any
2.3 checks, signal to the terminal that the vessel is ready to 2.3.2
required segregation and the maintenance of a suitable trim,
commence loading.
draught and stress throughout.

As soon as cargo starts to flow check the hose connections for 2.3.1
leakage, also carry out visual checks on all cargo manifolds 2.3.2
Check that the cargo valve hydraulic system is in operation 2.3.1 not in use. Finally check over the side.
and that all cargo valves are in the shut position. Individual
2.3.2
IG tank valves should be checked as locked open.

Start deballasting once the cargo is flowing at full rate, paying

due regard to the stability, shear forces and bending moments. 2.3.1
Use both ballast pumps simultaneously. To keep the ship 2.3.2
upright the port and starboard ballast tanks must be
maintained at the same level.
Check that the manifold drip trays are empty on both sides and
that the oil spill response equipment is in the appropriate
positions.

When topping off the tanks being filled or when nearing the 2.3.1
end of loading, slow down the loading rate. 2.3.2

2.3.1
Connect the required arms/hose to the manifold connections.
2.3.2
When all cargo has been loaded, drain the top lines to the last 2.3.1
tank, as this will invariably be slack, ready for disconnection of 2.3.2
arms/hoses.

Establish communications with the shore terminal and agree
the tank gauging with the terminal representatives.
2.3.1 On completion of cargo loading, close the manifold valves and open
the drain valves to either No.4 port or starboard cargo oil tank. Drain
2.3.2
the manifold connections before starting to disconnect the loading
arms/hoses. Agree with terminal representatives and cargo surveyor
the quantity of cargo loaded.

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2.1.2 Discharging

Work out a discharging plan using all top/bottom lines and the
three groups of tanks to the best advantage, bearing in mind
2.4
any required segregation and the maintenance of a suitable
trim, draught and stress throughout.
Throughout the discharge ensure that the cargo tanks are 2.4.1
maintained at a slight positive pressure by the IG system.
2.4.2
If at any time the IG pressure nears atmospheric the discharge
rate should be reduced or stopped and the IG system checked. 2.4.3

Check that the cargo valve hydraulic system is in operation and 2.4.1
Start ballasting when cargo is flowing at full rate, paying due
that all cargo valves are in the shut position. Individual IG tank 2.4.2 regard to ship stability, shear forces and bending moments, use
valves should be checked as locked open. 2.4.3 both ballast pumps simultaneously to keep the ship upright. 2.4.1
The respective ballast tanks, port and starboard, must be
2.4.2
maintained at the same level until discharging is almost
complete, when a slight port list will assist the cargo pumps to 2.4.3
completely empty the cargo tanks.
Check that the manifold drip trays are empty on both sides and 2.4.1
that the oil spill response equipment is in the appropriate 2.4.2
positions. 2.4.3

When the level in the tanks to be washed has been reduced to 2.4.1
that required, start oil washing the tanks. Only one grade of 2.4.2
Connect the required arms/hose to the manifold connections. cargo can be used for tank washing at any one time. 2.4.3

Establish communications with the shore terminal and agree 2.3.1

the tank gauging with the terminal representatives. When the cargo tanks approach draining level the main 2.4.1
2.3.2
bellmouth should be closed and draining carried out using the 2.4.2
bellmouth in the suction well. 2.4.3

When all preliminaries have been completed and agreed

including safety checks, signal to the terminal that the vessel is
ready to commence discharging.
When the terminal confirm they are READY TO RECEIVE cargo,
commence discharge at a low rate. As soon as cargo starts to
flow, check the arm connections for leakage also carry out
visual checks on all cargo manifolds not in use especially the
outboard side. Finally check over the side. When all connections
have been proven tight and the terminal confirm READY FULL
RATE, increase the flow rate to the desired rate.
When all cargo has been discharged, stop the cargo pumps 2.4.1
and advise the terminal. Prepare to strip the main cargo lines 2.4.2
and crossovers to the shore via the MARPOL line, advising the
2.4.3
terminal upon commencement.
2.4.1
2.4.2
2.4.3
On completion of discharging cargo, close the manifold valves and 2.4.1
open the drain valves to either No.4 port or starboard cargo oil tank. 2.4.2
Drain the manifold connections before starting to disconnect the cargo
2.4.3
arms/hoses. Agree with terminal representatives and cargo surveyor
the quantity of cargo retained on board. Shut down the IG system
when the cargo tank pressures reach the required level.

Issue: Final Draft 2.1/2.1.1 Page 2 of 2

2.2 Inerting Cargo Tanks

2.2.1 Initial Inerting

2.2.2 Use with or without Vapour Emission Control (VEC)

2.2.3 Loading

2.2.4 Discharging

Illustrations

2.2.1a Initial Inerting of Cargo Tanks

2.2.2a Vapour Emission Control System

2.2.4a Inerting Cargo Tanks During Discharge

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Illustration 2.2.1a Initial Inerting of Cargo Tanks
Key

Inert Gas
To Sea Water
Transmitter
P P NG017V Panel Steam

NG018V Condensate
ND027
Purge Pipe Locations
To Cargo Oil Main Line
ND001 ND003

No.3 Water Ballast Tank (Port)

Spill Tank (Port)
Deck
Seal ND043 No.2
Minimum ND042 ND031 ND032 No.1
2500mm ater Ballast ort) No.4 Water Ballast Tank (Port) Water Ballast Tank
Water Ballast Tank (Port)
(Port)
Shore Shore ND007 ND008
Connection Connection Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Stb'd Port (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

No.3 Cargo Oil

Tank (Port)
ND026 ND024 ND015 ND012
ND018
ND021
Lower
Grating in No.4 Cargo Oil
Pump Room Tank (Centre)

No.5 Cargo Oil PV No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
NG041V Tank (Centre) Breaker Tank (Centre) Tank (Centre) Tank (Centre)
Deck Seal Steam Steam Vent
Water Return Supply NG029V Riser
Supply

Engine Room
Void
Bulkhead Pump Room
ND023 ND004 ND017 ND014 ND011

ND009
ND002
ND020

BA341

ND016
Upper Deck ND025 ND022 ND013 ND010

ND019
Water Ballast Main Line
Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
ND005 ND006
No.2
No.1
No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank ND029 ND030 Water Ballast Tank
Water Ballast Tank (Starboard)
(Starboard) (Starboard)
Spill Tank (Starboard)
No.3 Water Ballast Tank (Starboard)

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2.2 INERTING CARGO TANKS Position Description Valve
Open IG deck manual isolating valve ND002
2.2.1 INITIAL INERTING
Open IG plant manual discharge isolating valve ND001
Under normal operating conditions the vessel is kept totally inerted. However,
after refit or tank inspections some, or all, of the tanks may be gas free. Prior to e) Confirm that the IG plant is running and the O2 content is less
any cargo operations all COTs must be inerted and this is normally completed than 5%. When this point is reached press the SELECT CON
en route to the loadport. Good quality IG must be supplied to the COTs to be pushbutton on the sub-control panel in the cargo control room
inerted and each COT vented through its own tank purge pipe to atmosphere. to deliver IG to deck.

Inert gas is slightly heavier than air, so the piston dilution method is f) Adjust the deck pressure controller as required.
recommended. This is achieved by introducing a steady flow of IG into the
top of each COT via the inert gas main inlet lines at positive pressure and g) When the O2 content in No.4, 5 and 6 wings is less than 8%,
displacing air from each COT purge pipe. It is normal to purge several tanks open the IG inlet valves on COTs No.1, 2, 3, 4, 5 centre and
at the same time. The maximum number of tanks should be open whilst still No.1, 2 and 3 wings.
maintaining a slight flow out of the tank hatches to atmosphere, as this will
assist in better layering of the IG in the tanks. The quality of the vented tank h) Close the IG inlet valves to No.4, 5 and 6 wings then close their
atmosphere is monitored at regular intervals. When the oxygen content is purge pipes.
below 8% O2 the COT is considered to be inerted. However, it is advisable
to reduce the oxygen level to below 5% O2 if time allows, so increasing the (Note: It may be necessary to throttle in on selected IG inlet valves in order
margins of safety. to regulate the IG flow into each tank.)

Assuming all COTs are gas free.
a) Ensure the IG spectacle blanks to all tanks have been swung to
the open position and that the IG isolating valve to each COT
being inerted is open, No.4, 5 and 6 wings (slop tanks).
i) When the O2 content in the remaining cargo oil tanks is less
than 8%, close all the purge pipe hatches and bring all tanks to
normal operating pressure.
j) Check that each cargo oil tank IG valve is fully open.

Position Description Valve k) When normal operating pressure is reached in all tanks shut
down the IG plant and close the deck isolating valves.
Open No.4 wings IG inlet valves ND021, ND019
Open No.5 wings IG inlet valves ND024, ND022 Position Description Valve
Open Slop tanks, port and starboard IG inlet valves ND026, ND025 Close IG deck manual isolating valve ND002
Close IG plant manual discharge isolating valve ND001
b) Open the purge pipe hatches on all tanks, ensuring the flame
screen is clean and in good condition.

c) Close the vent riser bypass valve.

Position Description Valve

Close IG deck vent riser bypass ND004

d) Open the IG plant discharge and deck main isolating valves.

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Illustration 2.2.2a Vapour Emission Control System Key

Inert Gas
To Sea Water
Transmitter
P P NG017V Panel Steam

NG018V Condensate
ND027
Purge Pipe Locations
To Cargo Oil Main Line
ND001 ND003

No.3 Water Ballast Tank (Port)

Spill Tank (Port)
Deck
Minimum Seal ND043 No.2
ND042 ND031 ND032 No.1
2500mm No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) Water Ballast Tank
Water Ballast Tank (Port)
(Port)
Shore Shore ND007 ND008
Connection Connection Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Stb'd Port (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

No.3 Cargo Oil

Tank (Port)
ND026 ND024 ND015 ND012
ND018
ND021
Lower
Grating in No.4 Cargo Oil
Pump Room Tank (Centre)

No.5 Cargo Oil PV No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
NG041V Tank (Centre) Breaker Tank (Centre) Tank (Centre) Tank (Centre)
Deck Seal Steam Steam Vent
Water Return Supply NG029V Riser
Supply

Engine Room
Void
Bulkhead Pump Room
ND023 ND004 ND017 ND014 ND011

ND009
ND002
ND020

BA341

ND016
Upper Deck ND025 ND022 ND013 ND010

ND019
Water Ballast Main Line
Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
ND005 ND006
No.2
No.1
No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) ND029 ND030 Water Ballast Tank
Water Ballast Tank (Starboard)
(Starboard)
Spill Tank (Starboard)
No.3 Water Ballast Tank (Starboard)

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2.2.2 USE WITH OR WITHOUT VAPOUR
CONTROL (VEC)
New legislation in some ports may demand that the vessel operates in VEC
mode. This 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 direct to atmosphere.
The vessel is fitted with two 600mm manifold valves, port and starboard
amidships, which are connected into the deck IG main line.
Most load ports, at present, allow venting to atmosphere. Where venting is
permitted during loading, excess vapour is vented to atmosphere through
the vent mast riser.
The ship’s maximum loading rate is contracted as 8,000m3/h, with a maximum
loading rate to each centre tank of 3,180m3/h and 2,862m3/h for the wing
tanks.
The ship’s maximum vapour transfer rate is ???m3/h, with the vapour transfer
rate from each centre tank of ???m3/h and ???m3/h for each wing tank.
Loading at a Shore Terminal with VEC
Prior to any cargo operations the following vapour recovery parameters must
be established at the pre-transfer conference:
• Present vapour pressure in the cargo tanks
• The initial loading rate and maximum loading flow rate of
all concurrent cargo
• The maximum vapour transfer the shore facility can handle,
including both system and berth limitations
• Types of vapours which will be discharged from the present as
well as previous cargoes
• The maximum pressure drop from the cargo tanks to the
vessel’s vapour manifold connection during the maximum
cargo loading flow rate
• The operating pressure to be maintained in the cargo tanks
EMISSION • Verify that tank oxygen levels have been checked and are below At a Shore Terminal without VEC
8%
There will be occasions where, due to lack of shore side vapour control
• Verify that all level alarms have been tested within the last 24 systems, it will be necessary to carry out cargo transfers without their use.
hours
In this situation it will be necessary to make use of the vessel’s vent mast riser
• Verify that all vapour recovery valves are in the correct to control the tank pressure during loading.
position
As with the enclosed system the pre-transfer conference will require the same
information with the exception of those items relating to the shore facility.
Procedure
The vent mast riser breather rate is set at 0.154kg/cm2 for pressure and, during
All valves are initially shut.
loading the bypass valve ND004 should be set in the open position to ensure
maximum flow through. The vent mast riser is designed to release the vapour
a) Verify that the two IG deck master valves, ND001 and ND002,
at a rate that will propel the released vapour away from the vessel’s decks and
are shut.
clear of any danger areas.
b) Make sure the IG deck main is common with all individual
During the use of the vent mast riser, care must be taken to ensure that
COT IG spectacle pieces turned to the open position and the
changes in the climatic conditions, i.e. lightning or very calm conditions, do
individual COT IG valves open.
not interfere with the safety of the operations.
c) Ensure that the yellow vapour connection piece is in place.
All valves are initially shut.
Check that the shore hose has a current certification of a
pressure test and that it is free of any defects.
a) Verify that the IG deck master valves, ND001 and ND002, are
shut.
d) Connect the vapour hose, using a new joint if necessary,
ensuring that the hose is correctly supported.
b) Make sure the IG deck main is common with all individual
COT IG spectacle pieces turned to the open position and
e) Open the drain valves on the vapour header to ensure that
individual tank IG valves open.
all condensate is drained off and when completed shut these
valves.
c) Open the vent mast riser valve ND004.
f) Open the amidships manifold valve to which the vapour
d) Start loading.
recovery arm is connected.
e) Monitor the IG main pressure regularly.
g) Should the tank pressure drop to 0.01kg/cm2, the low pressure
alarm will sound and it will be necessary to shut in the
VEC manifold 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.

• The maximum and minimum vapour operating pressures

• The facility’s alarm and trip set points for high and low
pressures

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Illustration 2.2.4a Inerting Cargo Tanks During Discharge Key

Inert Gas
To Sea Water
Transmitter
P P NG017V Panel Steam

NG018V Condensate
ND027
Purge Pipe Locations
To Cargo Oil Main Line
ND001 ND003

No.3 Water Ballast Tank (Port)

Spill Tank (Port)
Deck
Minimum Seal ND043 No.2
ND042 ND031 ND032 No.1
2500mm No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) Water Ballast Tank
Water Ballast Tank (Port)
(Port)
Shore Shore ND007 ND008
Connection Connection Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Stb'd Port (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

No.3 Cargo Oil

Tank (Port)
ND026 ND024 ND015 ND012
ND018
ND021
Lower
Grating in No.4 Cargo Oil
Pump Room Tank (Centre)

No.5 Cargo Oil PV No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
NG041V Tank (Centre) Breaker Tank (Centre) Tank (Centre) Tank (Centre)
Deck Seal Steam Steam Vent
Water Return Supply NG029V Riser
Supply

Engine Room
Void
Bulkhead Pump Room
ND023 ND004 ND017 ND014 ND011

ND009
ND002
ND020

BA341

ND016
Upper Deck ND025 ND022 ND013 ND010

ND019
Water Ballast Main Line
Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
ND005 ND006
No.2
No.1
No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) ND029 ND030 Water Ballast Tank
Water Ballast Tank (Starboard)
(Starboard)
Spill Tank (Starboard)
No.3 Water Ballast Tank (Starboard)

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2.2.3 LOADING Single Grade 2.2.4 DISCHARGING

During the loading operation the main IG plant is shut down and the tank Start with all valves in the IG system shut.
pressure is controlled via the vent mast riser or the VEC manifold. (See illus-
tration 2.2.2a, which shows the paths via the VEC). If the vapour is not being Position Description
discharged via the VEC to shore, the vapour paths will be the same except the
flow will be out via the vent mast riser. Either
Open IG main vent riser
Loading at a Shore Terminal with VEC or
Open VEC manifold valve
Prior to any cargo operations the following vapour recovery parameters must (Only if VEC is in use)
be established at the pre-transfer conference:
• Present vapour pressure in the cargo tanks Ensure all cargo oil tank IG valves are open.
Single or Multigrade
Valve
Part of the pre-discharge safety checks must be to ensure that the IG system
is set up and the supply valves are open.
ND004
Prior to starting discharge it is necessary to start the IG plant with the
system recirculating until the oxygen level is below 5%, see section 1.4 for
ND005, ND006, ND007 inert gas operation.
or ND008
When the quality of inert gas is satisfactory, regulate the supply of IG to the
tanks by adjustment of the pressure controller i.e. automatic control of the deck
supply valve and the capacity control valves.

• The initial loading rate and maximum loading flow rate of all
concurrent cargo
• The maximum vapour transfer the shore facility can handle,
including both system and berth limitations
• Types of vapours which will be discharged from the present as
well as previous cargoes
• The maximum pressure drop from the cargo tanks to the vessel’s
vapour manifold connection during the maximum cargo loading
flow rate
Multigrade
As this vessel is only equipped with a single deck IG main, it is only possible
to load multiple grades concurrently when, and if, the cargo vapours are
compatible.
Start the cargo pumps and observe the pressure of the inert gas as the
discharge rate increases.
The capacity of the flue gas system is 20,630m3/h at 400mmWG. This ensures
that during the period of minimum ullage space, the cargo pumps can be
utilised without the danger of creating a vacuum. The pressure of the inert gas
delivered to the deck can be adjusted to match the cargo discharge rate by use
of the deck pressure controller in the cargo control centre on the main inert
gas panel.
All valves are initially shut.

• The operating pressure to be maintained in the cargo tanks Position Description Valve
Open Deck isolating valves ND001, ND002
• The maximum and minimum vapour operating pressures
Ensure all cargo oil tank IG valves are open.
• The facility’s alarm and trip set points for high and low
pressures a) When the IG plant is running satisfactorily and within operational
parameters for the delivery of IG, press the SELECT CON button
• Verify that tank oxygen levels have been checked and are below
on the sub-control panel in the cargo control room panel.
8%
b) Adjust the set point of the pressure controller as required.
• Verify that all level alarms have been tested within the last 24
hours

• Verify that all vapour recovery valves are in the correct position

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2.3 Loading Cargo

2.3.1 Loading a Single Grade Cargo

2.3.2 Loading a Two and Three Grade Cargo

Illustrations

2.3.1a Loading Cargo - Single Grade

2.3.2a Loading Cargo - Two Grades

2.3.2b Loading Cargo - Three Grades

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Illustration 2.3.1a Loading Cargo - Single Grade
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V From 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System Fire Line CL
CL 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL CL H H CL H CL H CL H CL
H H 165V 179V 182V H H H 044V 043V 042V 041V Tank CL Oil Tank
070V H
263V 040V
CL CL (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Key Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Single Grade 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.3 LOADING CARGO b) Check that the IG deck isolating valves ND001 and ND002 are The maximum loading rate into any one centre cargo tank must not exceed
closed. 3,180m3/h and 2,862m3/h for the wing cargo tanks.
Prior to arrival at the loading port, a number of communications take place
between the loading terminal and the vessel. These are based on the ISGOTT When preparing the system to load cargo, it is important to ensure that all Initially all valves shut.
guide checklists. valves are in the closed position prior to commencing the setting of the
cargo lines. The manifold, manifold crossover, main line block and drop valves are
Particular attention should be given to: operated from hydraulic control boxes situated near to the manifolds. Their
c) Ensure that all overboard valves are in the closed position and positions are relayed back to the screen displays and console mimic panel. All
• Emergency shutdown procedures
sealed, and that the spectacle pieces are swung and secured in other hydraulic valves are operated from the Super Cargo XL screen mimics.
• Closed loading techniques the closed position.
• Topping off techniques Position Description Valve
d) Ensure that all unused manifold valves are blanked and shut.
• Oil spill response procedures Close Deck main IG isolating valves ND001, ND002
• The manifold area and the mooring systems e) Open vent mast riser valve ND004 if VEC is not to be used. If
Open Manifold valve that the VEC recovery arm is connected to
VEC is to be used, see section 2.2.3.
ND005, ND006
WARNING ND007 or ND008
The greatest free surface effect is when the ballast tanks are at a sounding f) Open the deck drop loading valves, the cargo group isolation
of 3m or less, when the water level has cleared the trunkway in the side valves and the required tank suction valves. Or
tanks and is solely in the double bottom area. If, at the same time, the Mast riser if no VEC ND004
cargo level is low, the combined effect of a relatively small displacement g) Open the manifold valves to which the loading arms are
and the free surface effect in the cargo ballast tanks could result in a connected. Open No.1, 2 and 3 group loading valves CL106, CL107
negative GM. This may lead to the vessel developing an angle of loll. CL108
h) Start loading cargo at a slow rate into one tank. When cargo is Open No.1 and 2 group isolation valves CL001, CL002
2.3.1 LOADING A SINGLE GRADE CARGO confirmed as coming into the selected tank, other tank valves
may be opened, as required, and the loading rate increased. Open No.1 and 3 group isolation valves CL003, CL004
Prior to arrival at the load port a number of checks and tests must be carried Open No.2 and 3 group isolation valves CL005, CL006
out, to verify the correct operation of the cargo hydraulic and monitoring i) Create an appropriate stagger for controlled topping off and
Open No.1, 2, 3, 4 and 5 wing COT and both slop tanks
systems. reduce the loading rate in ample time.
CL007, CL009
CL010, CL012
Each vapour recovery/inert gas line is fitted with a breather combined j) Ensure the ballast operations are completed in advance of the
CL013, CL015
pressure vacuum valve. The test levers on all PV valves must be operated final topping off.
CL016, CL018
to confirm that the valves are free to operate on their seats before loading CL019, CL021
or unloading. The trimming tanks are the slack COTs resulting from trim, draught or
CL022, CL262
nominated cargo restrictions. These are normally COTs No.1 and No.5
CL023, CL263
After planning the stability, taking into consideration the maximum permissible centre.
draught, bunkers, water and extras, the loading of a single grade homogeneous Open The manifold valves that loading arms are connected to
cargo is relatively straightforward. Wing tanks are not recommended for use as trimming or finishing tanks. (port side)
CL098, CL099
(Note: All loading operations are carried out via the Super Cargo XL cargo Trimming tanks are filled to pre-planned ullages and then shut. They are CL100, CL101
screen display mimics, with all remote hydraulic valves other than brought to their final ullage towards the end of loading, at a reduced loading (starboard side)
those operated from their local control boxes being operated with the rate. CL102, CL103
mouse and cursor at the cargo console in the CCR. Indications of all CL104, CL105
cargo valves and their status are displayed on the mimic panel on the It is always advisable to complete loading in a slack tank in order to reduce the
console and on the Super Cargo XL mimic screens.) risk of a carry-over of cargo to the IG main.
k) Commence loading at the agreed slow rate until the initial
Slack tanks should be kept to a minimum in order to reduce the free surface safety and integrity checks are completed, then increase to the
a) Make the IG system common, with the IG valves to all tanks required full loading rate.
open and their spectacle pieces turned to the open position. effect.

Deballasting is to be started shortly after bulk loading is under way. l) Stagger the tanks and reduce the loading rate in preparation for
topping off tanks.

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Illustration 2.3.1a Loading Cargo - Single Grade
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V From 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System Fire Line CL
CL 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL CL H H CL H CL H CL H CL
H H 165V 179V 182V H H H 044V 043V 042V 041V Tank CL Oil Tank
070V H
263V 040V
CL CL (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Key Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Single Grade 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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m) Top off the first sets of COTs.

Whilst topping off the final sets of wing tanks, commence loading into one or
more of the centre tanks to reduce the loading rate into the wing tanks.

Position Description Valve

Close No.1, 2, 3, 4 and 5 wing COT and both the slop tanks
CL007, CL009
CL010, CL012
CL013, CL015
CL016, CL018
CL019, CL021
CL022, CL262
CL023, CL263

WARNING
Ensure that some of the second group of tanks are open before completion
of the first group in order to avoid a pressure surge in the lines during
changeover.

Position Description Valve

Open No.1, 2, 3, 4 and 5 centre COTs CL008, CL011
CL014, CL017
CL020

n) Shut the required finishing and trimming tanks at a suitable

ullage, adjusting the loading rate as required.

o) Create an appropriate stagger for controlled topping off, reduce

the loading rate in sufficient time.

p) On completion of cargo loading, drain all the loading tanks into

a slack tank and close all valves.

q) Agree ship shore figures and disconnect the loading arms.

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Illustration 2.3.2a Loading Cargo - Two Grades
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V From 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System Fire Line CL
CL 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
Key H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
Cargo Grade - 1 CL CL CL CL056V
057V 068V 192V No.5 No.4 No.3 No.2 No.1
Cargo Grade - 2 CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.3.2 LOADING A TWO AND THREE GRADE CARGO j) On completion of loading, drain all the loading lines into slack Grade One
tanks and close all valves on the cargo system. Position Description Valve
Prior to arrival at the load port checks and tests must be carried out to verify
the correct operation of the cargo hydraulic and monitoring systems. The trimming tanks are the slack COTs resulting from trim, draught or Open Group 1 cargo oil tank valves:
nominated cargo restrictions. These are usually COTs No.1 and No.5, or body No.1, 2, 4, 5 centre and 3 wings CL008, CL011
Each vapour recovery/inert gas line is fitted with a breather combined tanks such as COTs No.3. CL017, CL020
pressure vacuum valve. The test levers on all PV valves must be operated CL013, CL015
to confirm that the valves are free to operate on their seats before loading Wing tanks are not recommended for use as trimming or finishing tanks.
or unloading. Open Group 2 cargo oil tank valves:
Trimming tanks are filled to a pre-planned ullage and then shut. They No.3 centre, No.1 and 5 wings CL014
After planning the stability, taking into consideration maximum permissible are brought to their final ullage towards the end of loading at a reduced CL007, CL009
draught, bunkers, water and extras, the procedure to load a multigrade crude loading rate. CL019, CL021
oil cargo is very similar to that for a single grade, the worst case scenario
Open No.1 and 2 bottom line crossovers CL001, CL002
being that three grades are to be loaded and discharged whilst maintaining It is always advisable to complete loading in a slack tank in order to reduce
a two valve separation. the risk of a carry-over of cargo to the inert gas main. Open The manifold valves that loading arms are connected to:
(port side)
The following assumes that the vapours from each grade are compatible Slack tanks should be kept to a minimum in order to reduce the free surface effect. CL101, CL100
with the other grades being loaded. If this is not the case, only grades with (starboard side)
compatible vapours can be loaded concurrently. Deballasting is to be started shortly after bulk loading is under way. Segregated CL102, CL103
ballast should be discharged as required to assist in maintaining a reasonable
a) Make the IG system common with all spectacle blanks, cargo trim. Grade Two
tank isolating valves and the vent mast riser open.
Position Description Valve
(Note: All loading operations are carried out via the Super Cargo XL cargo
When preparing the system to load cargo, it is important to ensure that all screen display mimics, with all remote hydraulic valves other than Open No.3 group loading valve CL106.
valves are in the closed position prior to setting the cargo lines. those operated from their local control boxes being operated with the Open Group 3 cargo oil tank valves:
mouse and cursor at the cargo console in the CCR. Indications of all
b) Set the cargo lines ensuring that the required valve segregation cargo valves and their status are displayed on the mimic panel on the No.2 and 4 wings and both slop tanks CL010, CL012
is observed. Double check the line settings prior to commencing console and on the Super Cargo XL mimic screens.) CL016, CL018
cargo operations. CL022, CL262
CL023, CL263
c) Ensure that all overboard valves are closed and sealed. Loading a Two Grade Cargo Open The manifold valves that loading arms are connected to:
(port side)
d) Ensure that all unused manifold valves are shut and blanked. Assuming two valve separation is required to be maintained between the
CL098, CL099
grades it is necessary to load using a combination of the loading groups. This
e) Open the required tank suction valves in each of the three groups. could be either group one and two for the 1st grade and group three for the 2nd.
(starboard side)
Any combination of the groups can be used subject to the quantities required
CL104, CL105
f) Open the manifold valves to which the loading arms are and the stress/stability requirements.
connected.
Assuming two grades being loaded. Initially all valves shut: a) Commence loading grade 1 at the agreed slow rate until the
initial safety and integrity checks are completed, including
g) Commence loading, one grade at a time at the agreed reduced
manifold and overside checks, then increase to the required full
rate. Once satisfied that the cargo is flowing only into the Position Description Valve
loading rate.
selected tanks, loading of the second and third grades can be Close Deck main IG isolating valves ND001, ND002
commenced in the same manner.
Open Manifold valve that the VEC recovery arm is ND005, ND006 b) Commence loading group 2 in the same manner as for group 1.
h) Create an appropriate stagger for controlled topping off, reduce connected to ND007, ND008
c) Stagger tanks and reduce loading rates to comply with trim and
the loading rates in ample time. Or stress requirements.
i) Ensure the ballast operation is completed in advance of the Mast riser if no VEC) ND004
d) Top off each group in turn. It is likely, due to the loading rates
final topping off. Open No.1 and 2 group loading valves CL107, CL108 for each group differing, that the grades will not finish in the
same order that they started.

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Illustration 2.3.2b Loading Cargo - Three Grades
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V From 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System Fire Line CL
CL 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
Key PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Cargo Grade - 1 No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
Chest CL CL CL (Stb'd) (Stb'd)
CL056V
Cargo Grade - 2 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 3 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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e) Drain all top lines and loading arms to a slack tank in each Open The manifold valves that loading arms are connected to:
group. (port side)
CL098, CL099
f) Close all cargo valves. CL100, CL101
(starboard side)
g) Agree ship shore figures and disconnect the loading arms.
CL102, CL103
CL104, CL105
Loading a Three Grade Cargo
a) Commence loading group 1 at the agreed slow rate until the
Assuming three grades being loaded. Initially all valves shut: initial safety and integrity checks are completed, including
manifold and overside checks, then increase to the required full
Position Description Valve loading rate.
Close Deck main IG isolating valves ND001, ND002
b) Commence loading group 2 followed by group 3 in the same
Open Manifold valve that the VEC recovery arm is connected to manner as for group 1.
ND005, ND006
ND007, ND008 c) Stagger tanks and reduce loading rates to comply with trim and
Or stress requirements.

Mast riser if no VEC) ND004 d) Top off each group in turn. It is likely, due to the loading rates
Open No.1, 2 and 3 group loading valves CL106 for each group differing, that the grades will not finish in the
CL107 same order that they started.
CL108
e) Drain all top lines and loading arms to a slack tank in each
Grade One group.
Open Group 1 cargo oil tank valves:
f) Close all cargo valves.
No.1, 2, 4, 5 centre and 3 wings CL008, CL011
CL017, CL020 g) Agree ship shore figures and disconnect the loading arms.
CL013, CL015

Grade Two
Open Group 2 cargo oil tank valves:

No.3 centre 1 and 5 wings CL014

CL007, CL009
CL019, CL021

Grade Three
Open Group 3 cargo oil tank valves:
No.2 and 4 wings and both slop tanks CL010, CL012
CL016, CL018
CL022, CL262
CL023, CL263

Issue: Final Draft 2.3/2.3.2 Page 4 of 4

2.4 Discharging Cargo

2.4.1 Full Discharge

2.4.2 Discharge of a Single Grade Cargo with COW of No.1

Centre COT, No.4 Wings COT and Both Slop Tanks

2.4.3 Discharging a Three Grade Cargo, Full COW

2.4.4 Part Cargo Discharge

Illustrations

2.4.1a Full Cargo Discharge

2.4.2a Full Cargo Discharge, One Grade

2.4.2b Discharge Single Grade and Partial COW

2.4.2c Discharge Single Grade and Partial COW

2.4.3a Full Cargo Discharge, Group Three

2.4.3b Full Cargo Discharge, Group Two

2.4.3c Full Cargo Discharge, Group One

2.4.3d Full Discharge COW of Grade One Tanks

2.4.3e Full Discharge COW of Grade Two Tanks

2.4.3f Full Discharge COW of Grade Three Tanks

2.4.4a Part Cargo Discharge

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Illustration 2.4.1a Full Cargo Discharge
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V

Key Steam and Air

H

Condensate
PI CL054V
Cargo Grade - 1
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Cargo Grade - 2 Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
057V 068V 192V No.5 No.4 No.3 No.2 No.1
Cargo Grade - 3 Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
CL CL
250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Stripping Line 8k Air

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2.4 DISCHARGING CARGO (Note: During draining it may be necessary to reduce the speed of the other
main cargo pumps, so reducing the back pressure and improving
2.4.1 FULL DISCHARGE draining performance.)

The following factors are to be considered prior to a full discharge:
• Maximum available draught at the berth
• Maximum allowable freeboard on the berth
• Grade segregation, if carrying multiple grades
• Crude oil washing requirements
• Heavy weather ballast requirements and the need to COW
No.3 centre COT
• Maintenance of satisfactory trim and stress
• Ballasting operations
When preparing the system to discharge cargo, it is important that all valves
are in the closed position prior to setting the lines for discharge and all tank
IG connections are set up as required:
k) The ballast crossover to the bottom cargo line is normally kept
closed and blanked. The spool piece between the cargo oil and
ballast systems must be removed and the lines blanked.
l) The crossovers between the cargo lines in the pump room
can be opened to optimise MCP performance, but care must
be exercised.
m) At approximately 1.5m sounding, the vacuum pump system can
be started and the automatic stripping system activated.
n) Crude oil washing can be started as required when the selected
tanks are empty.
o) Upon completion of discharge, the cargo lines must be drained
to the shore tanks. This can be achieved in two ways:

a) All COW valves are to be closed. i) By dropping the lines to the slop tank and re-draining the
slop tank to shore via the MARPOL Line.
b) Ensure that all overboard discharge valves are closed and sealed
and any spool pieces are removed. or
ii) By draining the lines directly with the stripping pump and
c) The cargo pump system and the IG plant is to be prepared. pumping the drainings ashore via the MARPOL Line.

d) Open the main lines from the COTs to the main cargo pumps During draining of the lines, the vacuum in the cargo lines must be broken via
and then up to the manifolds. vacuum breaker valves CL199, CL264.

e) Start the IG plant. Segregated ballast loading should be started and maintained according to
the discharging plan, consistent with maintaining the trim and stress within
f) Open the manifold valves that the discharge arms are connected acceptable limits.
to.

g) Open one set of COTs to each main cargo pump (MCP).

h) Start each MCP slowly, watching the back pressures carefully.

i) When pumps and pressures are balanced, debottom all tanks by

1m in preparation for crude oil washing. If it is intended that the
slop tanks are to be used for crude oil washing, they should be
discharged and refilled with fresh ‘dry’ crude oil.

j) Increase to full speed discharge as per discharge plan and in

agreement with the shore installation.

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Illustration 2.4.2a Full Cargo Discharge, One Grade
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
CL
TC Heater No.4 COT 264V
Sampling Point CL CL PT PT
Port Wing
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
CL CL CL221V No.3 COT
(Fwd) No.1 158V 157V CL CL222V CL CL223V CL CL224V CL Port Wing
161V 084V CL 8k Air CL CL 156V 154V 152V 150V
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas Starboard Wing CL108V H
PI CI
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL125V No.2 CL CL CL051V CL
286V CL No.5 CL No.4 CL H CL CL
086V 119V CL CL CL 060V H H H
CL H CL No.3
H 006V H H
024V Cargo Oil 025V Cargo 027V CL 028V 002V
164V 178V 183V H H H H 026V 014V Cargo H
H H CL Tank Oil Tank 005V
H Oil Tank
262V (Centre) (Centre) CL
CL CL CL CL CL CL (Centre) H
PT PT 064V 065V 072V 073V CL CL CL 004V CL CL
088V 089V PI CI H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 1 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.4.2 DISCHARGE OF A SINGLE GRADE CARGO WITH Position Description Valve Open Group 1: No.1, 2, 4, and 5 centres CL008, CL011
COW OF NO.1 CENTRE COT, NO.4 WINGS COT AND and No.3 wings COT CL017, CL020
Open Inert gas deck isolation valves ND001, ND002
BOTH SLOP TANKS CL013, CL015
Lock open Individual COT IG isolating valves ND011, 012, 010, 014
Open Group 2: No.1, 5 wings CL007, CL009
Tank washing is done using the single stage method, commencing when the ND015, 013, 018, 017
and No.3 centre COT CL014
tank is almost dry. During washing, the level in the tank being washed should ND016, 021, 020, 019
be kept as low as possible. The tank should be well drained towards the end of ND024, 023, 022, 026 Open Group 3: No.2, 4 wings COT CL010, CL012
cleaning in order to obtain the best results. ND025 and slop tanks CL016, CL018
c) Check that the cargo top line and ballast spool piece crossovers CL262, CL022
Each tank should be washed for at least one full pattern of the cleaning to the IG line are removed and flanges blanked. CL263, CL023
machines, which takes approximately 75 minutes.
f) When the shore terminal confirm that they are ready to receive
Position Description Valve cargo, open the following valves from the control boxes on
The normal maximum number of tanks that can be washed at any one
time is two. However, the pressure in the tank cleaning line must not fall Close Inert gas isolation valve to cargo main line ND003, CL138 deck:
below 8kg/cm2. CL139, CL140
Close Inert gas isolation valve to ballast system ND009, BA341 Position Description Valve
(Note: Control of the cargo pumps and stripping operations during discharge
is carried out via the Super Cargo XL cargo screen display mimics, Close Inert gas mast riser valves ND004 Open No.1, 2 and 3 cargo line block valves CL111, CL110
with all remote hydraulic valves other than those operated from their Close Vapour emission manifold valves ND005, ND006 CL109
local control boxes being operated with the mouse and cursor at the ND007, ND008 Open The manifold valves that the loading arms are connected to:
cargo console in the CCR. Indications of all cargo valves and their (port side)
status are displayed on the mimic panel on the console and on the CL098, CL099
Super Cargo XL mimic screens.) d) Ensure that all overboard valves are shut tight and sealed and
CL100, CL101
the spool pieces are removed and flanges blanked.
Commence with all valves closed. (starboard side)
Position Description Valve CL105, CL104
Procedure to Operate Valves and Pumps using the Super CL103, CL102
Close Starboard sea chest sea valves CL057, CL068
Cargo XL Screen Mimics
Blank Spool piece adjacent to valve CL068 If loading arms are not connected to all manifolds, the discharge lines can be
a) Using the mouse and cursor on the screen display main menu, Close High overboard valves CL121, CL058 made common at the manifold crossover by opening valves CL112, CL113
select the OPERATIONS tab on the right hand side of the page. CL114, CL115, CL116 and CL117 as required.
Blank Spool piece adjacent to valve CL121
From the pop up screen select HYD. OIL PUMP, the faceplate
for the cargo/ballast valve hydraulic operation power pack will g) Start the COPs from the Super Cargo XL screen mimics.
open, set the pumps into AUTOMATIC operation. e) Prepare the cargo system to discharge to shore from the Super
Cargo XL system. Line up the cargo tanks valves. Each cargo h) Commence the discharge at minimum speed, carrying out all
b) From the main menu page under the SYSTEMS group, select tank valve should only be opened when ready to start according safety checks after each pump is started.
the appropriate sub heading to open the screen mimic(s) to carry to the operations plan.
out the valve and pump operations and the setting up of the i) De-bottom all tanks by at least 1m to remove any wet crude
AUS system. once the system has been proved.
Position Description Valve
Open No.1, 2 and 3 CO main bulkhead CL052, CL051 j) Once the system has been proved, and with the shore
Procedure to Discharge Cargo isolation valves CL050 installation’s agreement, increase the pump speed until the
Open MCP suctions CL059, CL060 maximum agreed back pressure or flow rate is achieved.
a) Inform the engine room to prepare the main cargo pumps for
operation and to start up the IG system. CL061
Open MCP discharge valves CL118, CL085
b) Ensure all IG tank valves are locked open and all IG spectacle CL119, CL086
blanks swung in the open position. CL120, CL087

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Illustration 2.4.2b Discharge Single Grade and Partial COW
Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO
To 022V 029V 104V 016V 108V 013V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil CL056V
250V 191V
8k Air

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During bulk discharge, or if all three cargo pumps are not being used for CAUTION Position Description Valve
discharge, the crossovers between the bottom lines, CL002 and CL001, CL003 The tank cleaning pump discharge valve CL095 should be opened slowly
Close Tank cleaning pump discharge to tank cleaning line CL095
and CL004, CL005 and CL006, can be opened as required. Alternatively, or to allow the eductor and tank cleaning lines to fill, preventing unnecessary
in addition to the crossovers, the ballast suction crossover can be utilised to shock to the line. Close Tank cleaning main isolating valve CO001
make all the bottom lines common, CL066, CL067, CL064, CL065, CL062 Close Starboard slop tank cleaning machines CO022, CO078
and CL063. c) When COW of the port slop tank is complete, drain well. CO101, CO076

Adjust the discharge so that the slop tanks will be the first tanks to be drained d) Stop the tank cleaning pump. Close Starboard slop tank stripping suction valve CL056
and washed.
Position Description Valve Continue to discharge ashore all other bulk cargo using the maximum number
l) As the first tanks near draining level, the automatic unloading of cargo pumps.
system should be set up as per section 1.3.3. Close Tank cleaning pump discharge to tank cleaning line CL095
Close Tank cleaning main isolating valve CO001 Refill the slop tanks with clean cargo to approximately 16m ullage, sufficient
m) Drain the slop tanks ashore using No.3 COP and the automatic to cover the levelling line.
Close Port slop tank cleaning machines CO022, CO078
unloading system. When both slop tanks are at cleaning level
CO101, CO076
set up system for COW.
Close Port slop tank stripping suction valve CL055 Procedure to COW No.3 Centre and No.4 Wing Tanks

Procedure to Crude Oil Wash the Slop Tanks Close Eductor discharge to starboard slop tank CL252 As tanks reach draining level, drain them using the automatic unloading
system.
(Note: All tank cleaning valves are manual valves and are operated by e) Discharge the starboard slop tank using No.3 COP, drain well
hand.) and set up to COW. a) When No.3 centre COT is at the cleaning level and almost dry:

(Note: The tank cleaning pump is used for COW to allow maximum discharge Position Description Valve Position Description Valve
ashore with the main COP.)
Open Tank cleaning pump discharge to tank cleaning line CL095 Open Tank cleaning pump discharge to tank cleaning line CL095
a) Warm up and prepare the tank cleaning pump for COW. Open Tank cleaning main isolating valve CO001 Open Tank cleaning main isolating valve CO001
Open Stripping eductor suctions CL078, CL079 Open Stripping line bulkhead master CL053
Position Description Valve
Open Eductor discharge to port slop tank CL253 Open Stripping line intermediate valves CL261, CL260
Closed Tank cleaning pump discharge to tank cleaning line CL095
Open Starboard slop tank stripping suction valve CL056 Open Stripping eductor suctions CL078, CL079
Open Tank cleaning pump suction crossovers CL069, CL070
Open Stripping eductor drives CL080, CL081 Open Eductor discharge to port slop tank CL253
Open Tank cleaning main isolating valves CL135, CL001
Open Starboard slop tank cleaning machines CO023, CO077 Open Starboard slop tank suction CL054
Open Stripping eductor suctions CL078, CL079 CO100, CO075
Open No.3 centre stripping suction valve CL047, CL026
Open Eductor discharge to starboard slop tank CL252
Close No.3 centre main suction valve CL014
Open Port slop tank stripping suction valve CL055 f) Start the tank cleaning pump and commence the COW of the
starboard slop tank maintaining a pressure of 10kg/cm2 using Open No.3 centre COT tank cleaning machines CO011, CO027
Open Stripping eductor drives CL080, CL081 CO053, CO019
the tank cleaning pump rpm or discharge valve to adjust the
Open Port slop tank cleaning machines CO022, CO078 pressure as necessary. CO051, CO102
CO101, CO076 CO052

g) When COW of the starboard slop tank is complete, drain well Open Stripping eductor drives CL080, CL081
b) Start the tank cleaning pump and commence the COW of the and then stop the tank cleaning pump. Open Slop tank levelling valve CL039
port slop tank maintaining a pressure of 10kg/cm2 using the tank
cleaning pump rpm or discharge valve to adjust the pressure as
necessary. b) Start the tank cleaning pump and commence the COW of the
No.3 centre tank maintaining a pressure of 10kg/cm2 using
the tank cleaning pump rpm or discharge valve to adjust the
pressure as necessary.

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Illustration 2.4.2c Discharge Single Grade and Partial COW
Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO CO
To 022V 029V 104V 016V 108V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 013V 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil CL056V
250V 191V
8k Air

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c) When COW of No.3 centre COT is complete: Position Description Valve k) On completion of draining lines and tanks back to port slop tank,
discharge the slop tanks ashore with No.3 COP. On completion
Close No.4 wing COTs tank cleaning machines CO013, CO065
Position Description Valve it is necessary to drain the final top, bottom and pump room
CO059, CO012
lines to shore via the MARPOL line using the stripping pump.
Close No.3 centre COT tank cleaning machines CO011, CO027 CO064, CO058
CO053, CO019 CO017, CO063
Position Description Valve
CO051, CO102 CO057
Close No.3 manifold valve CL099
CO052 Close Tank cleaning main isolating valve CO001
Open No.3 line manifold crossover valves CL112, CL113
Close Tank cleaning main isolating valve CO001
h) Complete stripping of No.4 wing COTs with the eductors, stop Open No.3 manifold stripping valves CL143, CL144
the tank cleaning pump. Open No.3 pump discharge to deck CL087
d) Complete stripping of No.3 centre COT with the eductor.
Open No.3 pump discharge valve bypass CL165
Position Description Valve Position Description Valve
Open No.3 pump drain lines CL179, CL182
Close Tank cleaning pump discharge to tank cleaning line CL095 Close No.4 wing COTs stripping suction valves CL043, CL036,
Open No.3 drop line valve CL106
Close No.3 centre stripping suction valve CL047, CL026 CL035
Open No.3 discharge line block valve CL109
Close Intermediate stripping line valve CL260 Close Tank cleaning pump discharge to tank cleaning line CL095
Open Manifold vacuum breakers CL199, CL264
Close Eductor discharge to port slop tank CL253 Close Stripping line bulkhead master valve CL053
Open Stripping discharge to the MARPOL line CL097
Close Intermediate stripping line valve CL261
e) When No.4 wing COTs are at the cleaning level: Close Stripping eductor suctions CL078, CL079 l) Stop the stripping pump when all the lines are drained and shut
down all valves on the system at completion.
Close Eductor discharge to port slop tank CL253
Position Description Valve
Open No.4 wing COTs stripping suction valves CL043, CL036 i) Continue with remainder of discharge, draining tanks well with
CL035 the automatic unloading system.
Close No.4 wing COTs main suctions CL018, CL016
j) When all tanks except the slop tanks have been discharged,
Open No.4 wing COTs tank cleaning machines CO013, CO065 close No.1, No.2 manifolds and manifold crossovers. Use the
CO059, CO012 eductor to strip round all tanks and lines not in use. Use No.3
CO064, CO058 COP to supply drive from the starboard slop tank and discharge
CO017, CO063 back to the port slop tank.
CO057
Open Tank cleaning pump discharge to tank cleaning line CL095 Position Description Valve
Open Eductor discharge to port slop tank CL253 Open No.3 COP discharge to tank cleaning line CL093, CL092
Open Tank cleaning main isolating valve CO001 Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to port slop tank CL253
f) Start the tank cleaning pump and commence the COW of the Open Stripping eductor drives CL080, CL079
No.4 wing tanks maintaining a pressure of 10kg/cm2 using
Open Direct suction from starboard slop tank CL054
the tank cleaning pump rpm or discharge valve to adjust the
pressure as necessary. Open No.3 COP to ballast crossover CL062, CL063

g) When COW of No.4 wing COTs are complete:

During draining of the lines, the vacuum in the cargo lines must be broken by
opening valves CL199 and CL264 which will vent the line into No.3 centre
COT.

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Illustration 2.4.3a Full Cargo Discharge, Group Three
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
PT PT
H 136V 137V H H Port Wing H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
Eductors No.5 Starboard CL197V H
105V
H
104V
H
103V
H
102V
CL080V Water Ballast CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL CL CL
Suction Tank
123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL 263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
Key PI CL054V
H H H
Cargo Grade - 1 Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 2 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 3 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.4.3 DISCHARGING A THREE GRADE CARGO, FULL COW (Note: It is common practice that the COW of cargo tanks is carried out using (Note: Control of the cargo pumps and stripping operations during discharge
one of the other grades, with the permission of the shore teminal. Should is carried out via the Super Cargo XL cargo screen display mimics,
The following case example shows discharging three grades with a 100% it be necessary to maintain total segregation, then the slop tanks would with all remote hydraulic valves other than those operated from their
COW in the following segregation; have to be discharged first and the main cargo discharge stopped while local control boxes being operated with the mouse and cursor at the
the COW of the slop tanks was carried out. On completion of the slop cargo console in the CCR. Indications of all cargo valves and their
Group 1 tank COW, the slop tanks would be refreshed with the same grade and status are displayed on the mimic panel on the console and on the
the main discharge continued. Draining and COW of the remaining Super Cargo XL mimic screens.)
No.1, 2, 4, 5 centre and No.3 wings set of tanks for this grade can be carried out using the slop tanks for
Group 2 the eductor and tank cleaning drives. The slop tanks would have to
be discharged after each segregated grade then refreshed with the Procedure to Discharge Group 3 Cargo
No.3 centre, No.1 and 5 wings following grade ready for the discharge and COW.)
a) Line up the cargo pump room valves.
Group 3
a) Ensure all cargo tank IG valves are locked open and all IG
No.2 and 4 wings and slop tanks Position Description Valve
spectacle blanks swung in the open position.
Prior to arrival at the discharge port, a cargo plan shall be completed covering Open Discharge valves to No.1, 2 and 3 top lines CL109, CL110
all aspects of the proposed discharging operation. This will ensure that the Position Description Valve CL111
stability, stress, draught and trim are all within acceptable levels throughout Lock open Individual COT IG isolating valves ND011, 012, 010, 014 Open No.1, 2 and 3 pump discharge valves CL085, CL086
the discharge, and comply at all times with terminal restrictions. ND015, 013, 018, 017 CL087
ND016, 021, 020, 019
In addition, the following factors are to be considered and included in the Open No.3 bulkhead valve CL050
ND024, 023, 022, 026
cargo plan prior to the discharge: ND025 Open Pump room suction crossover valves CL066, CL076
• Maximum available draught at berth CL064, CL065
b) Check that the IG deck main isolating valves are open, the cargo CL062, CL063
• Maximum available air draught at berth
top line and ballast spool piece crossovers to the IG line are
• Grade segregation if necessary removed and flanges blanked.
b) Remove the blanks on the required manifold valves and
• Crude oil washing requirements connect the shore hoses. The vessel is now ready to commence
Position Description Valve discharge.
• Heavy weather ballast requirements
Close Inert gas isolation valve to cargo main line ND003, CL138
• Maintenance of satisfactory trim CL139, CL140 c) Line up the cargo tank valves.
• Ballasting operation Close Inert gas isolation valve to ballast system ND009, BA341
Position Description Valve
Close Inert gas mast riser valves ND004
(Note: To maximise the discharge rate and carry out a full COW it is Open Main suctions on both slop tanks CL023, CL263
preferable to discharge the slop tanks first to allow the COW to be Close Vapour emission manifold valves ND005, ND006 CL022, CL262
carried out using the eductors.) ND007, ND008
d) When shore are ready, open the required midship manifold
Ship/shore safety checklists shall be completed prior to starting cargo valves.
c) Ensure that all overboard valves are shut tight and sealed.
discharge, the cargo system lined up and valves double checked before start.

Position Description Valve Position Description Valve

All cargo valves shall be checked closed prior to line up.
Close Starboard sea chest sea valves CL057, CL068 Open Manifold valves connected as required (port)
All hydraulic valves are operated from the Super Cargo XL system mimics or CL098, CL099
Blank Spool piece adjacent to valve CL068 CL100, CL101
local hydraulic boxes on deck.
Close High overboard valves CL121, CL058 (starboard)
The following procedure follows on from 2.4.2, in that the IG system is CL105, CL104
Blank Spool piece adjacent to valve CL121
running and within operational parameters, and that the cargo oil pumps are CL103, CL102
already warmed through and ready for operation.

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Illustration 2.4.3a Full Cargo Discharge, Group Three
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
PT PT
H 136V 137V H H Port Wing H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
Eductors No.5 Starboard CL197V H
105V
H
104V
H
103V
H
102V
CL080V Water Ballast CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL CL CL
Suction Tank
123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL 263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
Key PI CL054V
H H H
Cargo Grade - 1 Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 2 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 3 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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e) Purge the cargo pumps of gas prior to start up to prevent damage Position Description Valve f) Start the tank cleaning pump and commence the COW of the
to the pump and seals. starboard slop tank maintaining a pressure of 10kg/cm2 using
Open Eductor discharge to starboard slop tank CL252
the tank cleaning pump rpm or discharge valve to adjust the
f) Commence discharge with No.3 MCP until checks have Open Port slop tank stripping suction valve CL055 pressure as necessary.
ascertained that there are no leaks in the system and that cargo Open Stripping eductor drives CL080, CL081
is only being discharged from group 3 tanks.
Open Port slop tank cleaning machines CO022, CO078 g) When COW of the starboard slop tank is complete, drain well
CO101, CO076 and then stop the tank cleaning pump.
g) Once confirmed as correct, open the rest of group three tanks
and debottom to remove any traces of water.
b) Start the tank cleaning pump and commence the COW of the Position Description Valve
Position Description Valve port slop tank maintaining a pressure of 10kg/cm2 using the tank Close Tank cleaning pump discharge to tank cleaning line CL095
cleaning pump rpm or discharge valve to adjust the pressure as
Open Main suction valves on group 3 tanks CL012, CL010 Close Tank cleaning main isolating valve CO001
necessary.
CL018, CL016 Close Starboard slop tank cleaning machines CO022, CO078
CAUTION CO101, CO076
h) Stop discharge of No.2 and No.4 wings and continue discharging The tank cleaning pump discharge valve CL095 should be opened slowly
Close Starboard slop tank stripping suction valve CL056
the slop tanks only. to allow the eductor and tank cleaning lines to fill, preventing unnecessary
shock to the line.
Position Description Valve Discharge the port slop tank to shore with No.3 COP then continue to discharge
c) When COW of the port slop tank is complete, drain well. ashore No.2 and No.4 wings using the maximum number of cargo pumps.
Close Main suctions on group 3 tanks CL012, CL010
CL018, CL016
d) Stop the tank cleaning pump. Refill the slop tanks with clean cargo to approximately 16m ullage, sufficient
to cover the levelling line.
i) As the slop tanks near draining level, the automatic unloading
Position Description Valve
system should be set up as described in section 1.3.3. h) Stop No.1 and No.2 COP and drain No.2 and 4 wing tanks
Close Tank cleaning pump discharge to tank cleaning line CL095
ashore using No.3 COP and the automatic unloading system as
j) Drain the slop tanks ashore using No.3 COP and the automatic Close Tank cleaning main isolating valve CO001 the tanks reach draining level.
unloading system. When both slop tanks are at the cleaning
level, set up the system for COW. Stop No.3 COP and discharge Close Port slop tank cleaning machines CO022, CO078
i) When No.2 and No.4 wings COT are at the cleaning level, stop
to shore. CO101, CO076
No.3 COP and prepare to COW using the tank cleaning pump
Close Port slop tank stripping suction valve CL055 and the starboard slop tank to provide drive for the eductors and
(Note: All tank cleaning valves are manual valves and are operated by hand tank cleaning machines.
Close Eductor discharge to starboard slop tank CL252
at the individual tank cleaning machine.)

e) Discharge the starboard slop tank using No.3 COP, drain well Position Description Valve
Procedure for the COW of the Slop Tanks and set up to COW. Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CL135, CO001
(Note: The tank cleaning pump is used for COW to allow maximum discharge Position Description Valve
ashore with the main COP.) Open Stripping line bulkhead master valve CL053
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Intermediate stripping line valves CL261, CL260
a) Warm up and prepare the tank cleaning pump for COW. Open Tank cleaning main isolating valve CO001 CL259
Open Stripping eductor suction valves CL078, CL079 Open Stripping eductor suction valves CL078, CL079
Position Description Valve Open Eductor discharge to port slop tank CL253 Open Eductor discharge to port slop tank CL253
Closed Tank cleaning pump discharge to tank cleaning line CL095 Open Starboard slop tank stripping suction valve CL056 Open Direct suction to starboard slop tank CL054
Open Tank cleaning pump suction crossover valves CL069, CL070 Open Stripping eductor drives CL080, CL081 Open Stripping eductor drives CL080, CL081
Open Tank cleaning main isolating valves CL135, CL001 Open Starboard slop tank cleaning machines CO023, CO077 Open Slop tank levelling valve CL039
Open Stripping eductor suction valves CL078, CL079 CO100, CO075

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Illustration 2.4.3b Full Cargo Discharge, Group Two
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
Key PI CL054V
H H H
Cargo Grade - 1 Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 2 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 3 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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j) Set up to COW No.2 wing tanks. n) When COW of No.4 wing COTs are complete: Position Description Valve
Open Manifold valves connected as required (port)
Position Description Valve Position Description Valve CL098, CL099
Open No.2 wings stripping suction valves CL032, CL031 Close No.4 wing COTs tank cleaning machines CO013, CO065 CL100, CL101
CL041 CO059, CO012 (starboard)
CO090, CO058 CL105, CL104
Close No.2 wings main suction valves CL012, CL010 CL103, CL102
CO107, CO063
Open No.2 wings COT tank cleaning machines CO007, CO047
CO0578
CO046, CO105
d) Commence discharge with No.2 MCP until checks have
CO045, CL039 Close Tank cleaning main isolating valve CO001
ascertained that there are no leaks in the system and that cargo
CO006, CO041 is only being discharged from No.1 wing tanks.
CO040 o) Stop the tank cleaning pump and discharge the slop tanks to
shore with No.3 COP draining to shore with the automatic e) Once confirmed as correct, the remaining cargo pumps can be
k) Start the tank cleaning pump and commence the COW of the unloading system. put on line and all cargo tanks on group 2 opened fully.
No.2 wing tanks maintaining a pressure of 10kg/cm2 using
the tank cleaning pump rpm or discharge valve to adjust the p) Once the first grade has been discharged and tanks are well
pressure as necessary. drained, stop No.3 COP and set up for the discharge of the Position Description Valve
second grade. Open Cargo tank valves on No.2 line CL014, CL021
l) When COW of No.2 wings COT is completed: CL019
Position Description Valve
Position Description Valve f) Increase the discharge rate to the maximum agreed rate and
Close No.3 bulkhead valve CL050
Close No.2 wings COT tank cleaning machines CO007, CO047 continue to discharge group 2 tanks to the draining level.
CO046, CO105
CO045, CL039 Once all of group 2 tanks have been debottomed, refill the slop tanks to 16m
Procedure to Discharge Group 2 Cargo
CO006, CO041 ullage with clean oil and set up the tank cleaning pump to drive the eductor
CO040 and tank cleaning machines.
a) Line up the pump room and deck valves.
g) Discharge all of group 2 tanks. As the first set of tanks reach
m) Complete the stripping of No.2 wings COT with the eductor and Position Description Valve draining level, start the automatic unloading system and stop
start COW of No.4 wing tanks. No.1 and 3 pumps as required.
Open Discharge valves to No.1, 2 and 3 top lines CL109, CL110
CL111
Position Description Valve h) As each set of tanks reaches draining level prepare to start COW
Open No.1, 2 and 3 pump discharge valves CL085, CL086
Close No.2 wings stripping suction valves CL032, CL031 using the tank cleaning pump to supply drive for the eductors
CL087
CL041 and tank cleaning machines from the slop tanks.
Open No.2 bulkhead valve CL051
Open No.4 wing COTs stripping suction valves CL036, CL035
Open No.2 cargo pump suction valve CL060 Position Description Valve
CL043
Open Pump room suction crossover valves CL066, CL076 Open Tank cleaning pump discharge to tank cleaning line CL095
Close No.4 wing COTs main suction valves CL018, CL016
CL064, CL065 Open Tank cleaning main isolating valve CL135, CO001
Open No.4 wing COTs tank cleaning machines CO013, CO065 CL062, CL063
CO059, CO012 Open Stripping line bulkhead master valve CL053
b) Line up the cargo tank valves.
CO090, CO058 Open Intermidiate stripping line valves CL261, CL260
CO107, CO063 CL259
Position Description Valve
CO057
Open No.1 wing tank suction valves CL009, CL007 Open Stripping eductor suction valves CL078, CL079
Open Eductor discharge to port slop tank CO253
Open Eductor discharge to port slop tank CL253
Open Tank cleaning main isolating valve CO001 c) When shore are ready, open the required midship manifold Open Direct suction to starboard slop tank CL054
valves.

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Illustration 2.4.3c Full Cargo Discharge, Group One
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
Key PI CL054V
H H H
Cargo Grade - 1 Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 2 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Grade - 3 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Position Description Valve Position Description Valve Position Description Valve
Open Stripping eductor drives CL080, CL081 Open No.5 wing stripping suction valves CL044, CL038 Open Manifold valves connected as required (port)
CL037 CL098, CL099
Open Slop tank levelling valve CL039
CL100, CL101
Close No.5 wing main suction valves CL021, CL019
(starboard)
g) Start the tank cleaning pump and COW all group 2 tanks in Open Tank cleaning machines to No.5 wings CO016, CO074 CL105, CL104
sequence. CO073, CO068 CL103, CL102
CO067, CO108
CAUTION CO072, CO066 c) Commence discharge with No.1 MCP, until checks have
Keep a very close watch on the level of the slop tanks during this operation.
Close Tank cleaning machines to No.5 wings CO016, CO074 ascertained that there are no leaks in the system and that cargo
There must be sufficient cargo remaining at all times to ensure that the
CO073, CO068 is only being discharged from No.1 centre tank.
levelling pipeline is covered.
CO067, CO108
CO072, CO066 d) Once confirmed as correct, the remaining cargo pumps can be
Position Description Valve put on line and all cargo tanks on group 1opened fully.
Open Tank cleaning machines to No.1 wings CO004, CO038 Close No.5 wing stripping suction valves CL044, CL038
CO032, CO003 CL037
Position Description Valve
CO037, CO031 Close Tank cleaning line block valve CO001
Open No.2 centre tank main valve CL011
CO002, CO036
CO030 Open No.4 centre tank main valve CL017
Open No.1 wing stripping suction valves CL040, CL030 i) Once group 2 cargo tanks have been washed, stop the tank
cleaning pump and discharge the slop tanks ashore with No.2 Open No.5 centre tank main valve CL020
CL029
COP draining well. Open No.3 wing tank main valves CL015, CL013
Close No.1 wing main suction valves OT103. OT104
Close Tank cleaning machines to No.1 wings CO004, CO038 j) On completion of discharge of all group 2 grade, prepare to
e) Debottom all group one tanks and refill the slop tanks to 16m
CO032, CO003 discharge the final grade ashore.
ullage with clean oil and set up the tank cleaning pump to drive
CO037, CO031 the eductor and tank cleaning machines.
CO002, CO036 Procedure to Discharge Group 1 Cargo Tanks
CO030
Position Description Valve
Close No.1 wing stripping suction valves CL040, CL030 a) Line up to discharge group 1 tanks with all three cargo pumps.
CL029 Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning machines to No.3 centre tank CO011, CO027 Position Description Valve Open Tank cleaning main isolating valve CO001
CO053, CO019 Open Stripping line bulkhead master valve CL053
Open No.1 centre tank main valve CL008
CO051, CO102
CO052 Open No.1 bulkhead block valve CL052 Open Intermidiate stripping line valves CL261, CL260
CL259
Open No.3 centre stripping suction valves CL047, CL026
b) When shore are ready, open the required midship manifold Open Stripping eductor suction valves CL078, CL079
Close No.3 centre main suction valve CL014 valves.
Open Eductor discharge valve to port slop tank CL253

Close Tank cleaning machines to No.3 centre tank CO011, CO027 Open Direct suction valve to starboard slop tank CL054
CO053, CO019 Open Stripping eductor drives CL080, CL081
CO051, CO102 Open Slop tank levelling valve CL039
CO052
Close No.3 centre stripping suction valves CL047, CL026 f) As each set of tanks reaches its draining level prepare to start
COW using the tank cleaning pump to supply drive for the
eductors and tank cleaning machines from the slop tanks. Stop
h) Stop No.2 COP when No.5 wing tanks are at cleaning level, and No.2 and 3 COPs as required.
then COW No.5 wing tanks.

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Illustration 2.4.3d Full Discharge COW of Grade One Tanks Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO CO
To 022V 029V 104V 016V 108V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 013V 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil CL056V
250V 191V
8k Air

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g) When the first tank reaches cleaning level restart the tank Close Tank cleaning machines to No.5 centre CO017, CO029 Position Description Valve
cleaning pump and start to COW. CO071, CO104 Open Stripping line bulkhead master CL053
CO070, CO021
CO069 Open Intermediate stripping line valves CL261, CL260
Position Description Valve CL259
Close No.5 centre tank stripping valves CL049, CL024
Close No.2 crossover suction valves CL064, CL065 Open Eductor suction to No.1 and 2 lines CL072, CL073
Open Tank cleaning machines to No.3 wings CO010, CO056 CL074, CL075
Close No.3 crossover suction valves CL062, CL063
CO055, CO106
Open Tank cleaning machines to No.1 centre CO109, CO025 CO054, CO048 Open No.1 pump crossover line valves CL066, CL067
CO105, CO035 CO009, CO050 Open No.2 pump crossover line valves CL064, CL065
CO112, CO034 CO049
Open No.1 and 2 pump discharge drain valves CL163, CL164
CO111, CO033 Open No.3 wing tank stripping valves CL042, CL034
CO110, CO024 CL033 Open Eductor suction to cargo pump drain lines CL082, CL083
Open No.1 centre tank stripping valves CL045, CL028 Close Tank cleaning machines to No.3 wings CO010, CO056 Open No.1 pump drain lines CL177, CL184
Close Tank cleaning machines to No.1 centre CO109, CO025 CO055, CO106 Open No.2 pump drain lines CL177, CL184
CO105, CO035 CO054, CO048
CO009, CO050 Open No.1 and 2 manifold line crossover valves CL116, CL117
CO112, CO034 CL114, CL115
CO111, CO033 CO049
CO110, CO024 Close No.3 wing tank stripping valves CL042, CL034 Open No.1 and 2 drop line valves CL108, CL107
CL033 Open No.1 and 2 discharge line blocks CL111, CL110
Close No.1 centre tank stripping valves CL045, CL028
Close Tank cleaning block valve CO001 Open Manifold vacuum breakers CL264, CL199
Open Tank cleaning machines to No.2 centre CO008, CO026
CO044, CO018
h) When all tanks tanks have been COW stop the tank cleaning k) On completion of draining No.1 and 2 lines, slow down No.3
CO042, CO043
pump. With the eductor strip round all tanks and lines not in pump and prepare for discharging the slop tanks to shore.
Open No.2 centre tank stripping valves CL046, CL027 use. No.3 COP will supply the drive from the starboard slop
Close Tank cleaning machines to No.2 centre CO008, CO026 tank and discharge back to the port slop tank.
Position Description Valve
CO044, CO018
Position Description Valve Close No.1 and 2 bulkhead valves CL052, CL051
CO042, CO043
Open No.3 COP discharge to tank cleaning line CL092, CL093 Close Eductor suction to No.1 and 2 lines CL072, CL073
Close No.2 centre tank stripping valves CL046, CL027
CL074, CL075
Open Tank cleaning machines to No.4 centre CO014, CO028 Open Stripping eductor suctions CL078, CL079
CO062, CO020 Close No.1 pump crossover line valves CL066, CL067
Open Eductor discharge to port slop tank CL253
CO061, CO103 Close No.2 pump crossover line valves CL064, CL065
CO060 Open Stripping eductor drives CL080, CL081
Close No.1 and 2 pump discharge drain valves CL163, CL164
Open No.4 centre tank stripping valves CL048, CL025 Open Direct suction from starboard slop tank CL054
Close Eductor suction to cargo pump drain lines CL082, CL083
Close Tank cleaning machines to No.4 centre CO014, CO028 Open No.3 COP to ballast crossover CL062, CL063
Close No.1 pump drain lines CL177, CL184
CO062, CO020 Open No.1 and 2 pump suction valves CL059, CL060
CO061, CO103 Close No.2 pump drain lines CL177, CL184
Open No.1 and 2 line bulkhead valves CL052, CL053
CO060 Close No.1 and 2 main line crossover valves CL116, CL117
Close No.4 centre tank stripping valves CL048, CL025 CL114, CL115
(Note: During draining of the lines, the vacuum in the cargo lines must be
Open Tank cleaning machines to No.5 centre CO017, CO029 Close No.1 and 2 drop line valves CL108, CL107
broken by opening valves CL199 andCL264 which will vent the line
CO071, CO104 into No.3 centre COT.) Close No.1 and 2 discharge line blocks CL111, CL110
CO070, CO021
CO069 Close Manifold vacuum breakers CL264, CL199

Open No.5 centre tank stripping valves CL049, CL024 Close Direct suction from starboard slop tank CL054

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l) Discharge the slop tanks ashore with No.3 pump, and drain with
the automatic unloading system.

Position Description Valve

Close Eductor discharge to port slop tank CL253
Close Eductor supply from No.3 pump CL092, CL093
Open No.3 COP discharge valve CL087
Open No.3 line block valve CL109
Open Slop tank suction valves CL023, CL263
CL022, CL262

m) Stop No.3 pump when the slop tanks are drained. Using the
stripping pump and MARPOL line, strip the lines ashore via
No.3 manifold.

Position Description Valve

Close No.3 manifold valve CL099
Close Stripping line bulkhead master valve CL053
Close Intermediate stripping line valves CL261, CL260
CL259
Open No.3 line manifold crossover valve CL112, CL113
Open No.3 manifold stripping valves CL144, CL143
Open No.3 pump discharge to deck valve CL087
Open No.3 pump discharge valve bypass valve CL165
Open No.3 pump drain line valves CL179, CL182
Open No.3 drop line valve CL106
Open No.3 discharge line block valve CL109
Open Manifold vacuum breaker valves CL264, CL199
Open Stripping discharge to MARPOL line CL097
Open Stripping pump suction valve CL083

n) Stop the stripping pump when all the lines are drained and shut
down all valves on the system at completion.

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Illustration 2.4.3e Full Discharge COW of Grade Two Tanks Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO CO
To 022V 029V 104V 016V 108V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 013V 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil Grade 2 CL056V
250V 191V
8k Air

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Illustration 2.4.3f Full Discharge COW of Grade Three Tanks Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO CO
To 022V 029V 104V 016V 108V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 013V 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil Grade 3 CL056V
250V 191V
8k Air

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Illustration 2.4.4a Part Cargo Discharge
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL Fire Line 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Key Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 1 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Stripping Line 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.4.4 PART CARGO DISCHARGE b) Check that the IG deck main isolating valves are open, cargo e) Line up the cargo tank valves.
top line and ballast spool piece crossovers to the IG line are
There are times due to reqirements where a partial discharge of cargo is removed and flanges blanked. Position Description Valve
required. This will only be carried out where all the stress and stability
criteria are met. Open No.1 centre tank suction valve CL008
Position Description Valve
The partial discharge may consist of one complete parcel of a multigrade Open Inert gas deck isolation valves ND002, ND001 f) Line up the valves on deck.
cargo or part of a particular grade.
Close Inert gas isolation valve to cargo main line ND003 g) Remove the blanks on the required manifolds and connect the
Prior to arrival at the discharge port, a cargo plan shall be completed covering Close Inert gas isolation valve to ballast system ND009, BA3421 shore hoses. The vessel is now ready to commence discharge.
all aspects of the proposed discharging operation. This will ensure that the Close Inert gas mast riser valves ND004
stability, stress, draught and trim are all within acceptable levels throughout h) When shore are ready, open the required midship manifold
the discharge, and comply at all times with terminal restrictions. Close Vapour emission valves ND031, ND032 valves.
ND005, ND006
In addition, the following factors are to be considered and included in the Position Description Valve
cargo plan prior to the discharge: c) Ensure that all overboard valves are shut tight and sealed. Open Manifold valves connected as required port
• Maximum available draught at the berth CL101, CL100
• Maximum allowable freeboard on the berth Position Description Valve CL099, CL098

• Grade segregation, if carrying multiple grades Close Starboard sea chest sea valves CL057, CL068 starboard
CL102, CL103
• Crude oil washing requirements Blank Spool piece adjacent to valve CL068
CL104, CL105
• Heavy weather ballast requirements and the need to COW Close High overboard valves CL121, CL058
No.3 centre COT Blank Spool piece adjacent to valve CL121 i) Purge the cargo pumps of gas prior to start up to prevent damage
• Maintenance of satisfactory trim and stress to the pump and seals.
(Note: Control of the cargo pumps and stripping operations during discharge
• Ballasting operations
is carried out via the Super Cargo XL cargo screen display mimics, j) Commence discharge with No.1 MCP until checks have
with all remote hydraulic valves other than those operated from their ascertained that there are no leaks in the system and that cargo
Ship/shore safety checklists shall be completed prior to starting cargo
local control boxes being operated with the mouse and cursor at the is only being discharged from No.1 centre tank.
discharge, the cargo system lined up and valves double checked before start.
cargo console in the CCR. Indications of all cargo valves and their
status are displayed on the mimic panel on the console and on the k) Once confirmed as correct, the remaining cargo pumps can be
All cargo valves shall be checked closed prior to line up.
Super Cargo XL mimic screens.) put on line and all cargo tanks on group 1 opened fully.
All hydraulic valves are operated from the Super Cargo XL system mimics or
d) Line up the cargo pump room valves.
local hydraulic boxes on deck. Position Description Valve

The following procedure follows on from 2.4.3, in that the IG system is Position Description Valve Open Cargo tank valves on No.1 line CL008, CL011, CL017
running and within operational parameters, and that the cargo oil pumps are CL020, CL015, CL013
Open Discharge valves to No.1, 2 and 3 top lines CL109,
already warmed through and ready for operation. CL110, CL111
l) Increase the discharge rate to the agreed rate and continue to
a) Ensure all IG tank valves are locked open and all IG spectacle Open No.1, 2 and 3 pump discharge valves CL085 discharge group 1 tanks to draining level.
blanks swung in the open position. CL086, CL087
Open No.1 bulkhead valve CL052 m) As the first set of tanks reach draining level, start the automatic
Position Description Valve unloading system and stop No.2 and 3 pumps as required.
Open No.1 cargo pump suction valve CL059
Lock open Individual COT IG isolating valves ND011, 012, 010, 014 Open Pump room suction crossover valves CL066, CL067 n) Open the stripping line master valve and then stripping suction
ND015, 013, 018, 017 CL064, CL065 valves on each of group 1 tanks as they reach draining level.
ND016, 021, 020, 019 CL062, CL063
ND024, 023, 022, 026
ND025 Open No.1 stripping crossover valves OP208, OP209

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Illustration 2.4.4a Part Cargo Discharge
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL Fire Line 201V 155V 153V 151V 149V
(Aft) CL H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
CL CL H (Centre) (Centre)
CL CL 070V
062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Key Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Cargo Grade - 1 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Stripping Line 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Position Description Valve
Open Stripping line master valve CL053
Open Stripping suctions on group 1 tanks CL259, CL260, CL261
CL045, CL028
CL042, CL034, CL033
CL048, CL025
CL049, CL024
Close Group 1 main suctions CL008, CL011, CL017
CL020, CL015, CL013

n) Drain each group 1 tank with the automatic draining unloading

stripping suctions, one tank at a time until empty.

o) Stop No.1 cargo pump on completion of draining and close

group 1 cargo tanks.

Position Description Valve

Close Stripping suction valves on CL259, CL260, CL261
group 1 tanks CL045, CL028
CL042, CL034, CL033
CL048, CL025
CL049, CL024
Close No.1 cargo pump suction valve CL059

p) On completion of the discharge it is necessary to drain all top,

bottom and pump room lines to shore via the MARPOL line
using the stripping pump.

During draining of the lines, the vacuum in the cargo lines must be broken
through valves CL199 and CL264 after a set of top crossover valves has been
opened, CL112, CL113 or CL114, 115 or CL116, CL117.

Issue: Final Draft 2.4/2.4.4 Page 4 of 4

2.5 Crude Oil Washing and Tank Cleaning System

2.5.1 Tank Cleaning System

2.5.2 Tank Cleaning Machine Description

2.5.3 Crude Oil Wash

2.5.4 Water Wash, (Cold or Hot)

Illustrations

2.5.1a Tank Cleaning System

2.5.2a Tank Cleaning Machine

2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet Length Pressure Graph

2.5.2c Tank Cleaning Machines

2.5.3a Crude Oil Washing Tank Cleaning System

2.5.4a Closed Cycle Washing, No.3 Centre

2.5.4b Slop Tank Heating and Deck Steam System

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Illustration 2.5.1a Tank Cleaning System
Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO
To 022V 029V 104V 016V 108V 013V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
CL System CO CO CO CO
(Void CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.5 No.4 No.3 No.2 No.1
Bilge H
CL (700m3/h) Cargo Oil Cargo
Suction H Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
CL CL 123V Tank Oil Tank
(Fwd) No.1 (Centre) (Centre) (Centre)
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO CO
H
CL 268V
096V PT 077V CO 075V CO 067V 066V 059V CO 057V 050V CO 048V 041V CO 039V 032V CO 030V
PI CI PT CL 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL H
Chest 057V 068V 192V Slop Tank No.5 Cargo Oil Tank
CL CL (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL056V
250V 191V
8k Air

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2.5 CRUDE OIL WASH AND TANK CLEANING 2.5.2 TANK CLEANING MACHINE DESCRIPTION The nozzle angle scale indicates the elevation of the nozzle in the vertical
SYSTEM plane, and the direction of the nozzle in the horizontal plane is shown by the
Deck Mounted Machines
direction of the tab on top of the lifting rod. See fig.3 illustration 2.5.2a.
No. of units: 45
2.5.1 TANK CLEANING SYSTEM
Type: Gunclean 270FT Mark 1, 170° programmable The estimated time for one full washing cycle at 1.5 rpm and a pitch angle of
Maker: Consilium Toftejorg 1.5° is 75 minutes for the wing tanks, 120 minutes for the centre tanks and
The tank cleaning system consists of 47 GUNCLEAN 270FT Mark 1
150 minutes for the slop tanks.
programmable fixed tank cleaning machine units, 45 are nozzle size 30mm Nozzle size: 30mm
and two nozzle size 20mm. The 30mm nozzle size units have a throughput Length of gun: 4m Verification that the cycle is complete can be ascertained by viewing the
of 90m3/h, while the 20mm nozzle units have a throughput of 45m3/h.
Capacity: 90m3/h indicator on the top of each machine.
Additionally there are four T-73 non-programmable submerged bottom
washer units with throughput of 48m3/h and six GC4000 non-programmable Operating pressure: 10kg/cm2
submerged bottom washer units with throughput of 70m3/h. These figures are Programming
based on a line pressure of 8kg/cm2. From operational experience it has No. of units: 2
been judged that a more effective washing of the tanks is obtained when Type: Gunclean 270FT Mark 1, 170° programmable The 270FT power unit has a four-programme device built in. These programmes
a line pressure of 10kg/cm2 used. The graphs shown in illustration 2.5.2b control the spacing of the helical pattern and the pitch angle.
Nozzle size: 20mm
give the relationship between the line pressure and the jet length and
throughput for the 270FT machines. Length of gun: 4m The pitch angle is the angle that the nozzle rises or lowers for each revolution
Capacity: 45m3/h of the nozzle in the horizontal plane.
If the line pressure drops below 8kg/cm2 then washing should be stopped Operating pressure: 10kg/cm2
until the correct operating pressure can obtained. At no time should the Because of the pre-programmed, varying helical pattern, the power unit
pressure on COW washing line be raised above the line test pressure. automatically makes the helical pattern closer at the lower angles, (0° to 30°).
Tank Mounted Machines
There are three programmable 270FT 30mm COW machines located in No. of units: 4 The steps between the programmes are fixed and are not adjustable.
each centre cargo oil tank plus one non-programmable submerged GC4000
Type: T-73
type machine, apart from No.1 centre cargo oil tank which has two GC4000 The step between programme 1 to 2 is 1.0° pitch
machines. Each wing cargo oil tank has three 270FT units fitted. The two Nozzle size: 2 x 16mm The step between programme 2 to 3 is 1.0° pitch
20mm diameter nozzle units are located in the slop tanks, one per tank. Capacity: 48m3/h The step between programme 3 to full is 5.5° pitch
Operating pressure: 10kg/cm2 All values valid at 90° lift
A tank cleaning main line connects the machines to the main cargo line
crossover so that any cargo pump can supply the drive fluid for COW and tank The basic pitch angle, the pitch angle of programme 1 can be preset within
No. of units: 6 certain limits by turning the adjusting screw on the programming unit. Because
washing requirements.
Type: GC4000 of the fixed steps between the different programmes, adjusting programme 1
One or both slop tanks can be utilised for tank cleaning operations. A balance Nozzle size: 25mm also affects the other programmes.
line is fitted, principally for use during water washing, or for bottom COW of Capacity: 70m3/h
the cargo tanks. The useful angle of programme 1 is 0° to 1.5°.
Operating pressure: 10kg/cm2
Normal horizontal movement of the nozzle for the programmable units is
approximately 1.5 rpm, the pitch angle change can be set to one of four The main tank cleaning machines are turbine driven, programme selectable,
programs using the program control lever. Pitch is the angular difference single nozzle units mounted in the tank top. The nozzle rotates in the horizontal
between two points on the tank side, with the nozzle pointing in the same plane combined with a very slow vertical movement. The turbine is driven by
direction on successive rotations. The elevation for starting the wash can be the power which is generated by the cleaning fluid.
manually set by winding the gun to the required angle. The bottom washing
machines are not programmable and begin operation upon opening the drive The unit revolves at 1.5 rpm, depending on the drive fluid viscosity and the
fluid supply valve. line pressure at the inlet housing. Limited adjustments to speed can be carried
out. The machine has four programmes to choose from, all pre-programmed
to give a tighter spray pattern in the bottom of the tank. It is also possible to
programme the pitch angle of the nozzle to suit the actual tank in which the
machine is fitted.

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Illustration 2.5.2a Tank Cleaning Machine

Cover Retaining Screws Programming Knob

2

3
Programming Knob FUL

1
L

Hand Crank Screw

Fig. 1

Adjusting Screw
Cover Retaining Screws

Hand Crank Screw

Fig. 2 Rocker Assembly

Nozzle Angle Scale

Indicating Nozzle Angle

100

110

120 Fig. 5
Fig. 4

Tab - Indicating
Nozzle Direction
Fig. 3

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To Preset Pitch Angles Operation of the Deck Mounted Units Tank Mounted Machines

See fig 4 illustration 2.5.2a. Select the preset programme by turning the programming knob on top of the No. of units: 4
power unit, or set the machine manually as follows: Maker: Consilium Toftejorg
a) Turn the programming knob to programme 1.
Type: T-73
a) Remove the protective cover, see fig 2 illustration 2.5.2a.
b) With the handle turn first the worm screw until the rocker Nozzle size: 2 x 16mm
assembly rests on the highest point of the cam. b) Loosen the two screws on top of the power unit.
No. of units: 6
c) Turn the adjusting screw to the point where the rocker starts to c) Unscrew the hand crank screw, on the side of the power unit and Type: GC4000
lift from the cam. This setting will give programme 1 a pitch remove the programming knob, fitted with a grub screw.
angle of 0°. Turning the adjusting screw down, (clockwise) 0.75 Nozzle size: 25mm
revolutions raise the pitch angle to 1°. d) Lift the cover. Capacity: 70m3/h
Operating pressure: 10kg/cm2
For other settings see table below: e) Set the angle as described above.
The T-73 machine is a submerged gun which is a turbine driven, non-
Turns Pitch f) Replace the cover. programmable, double nozzle tank cleaning unit, and is used to complement
0 0°
the deck mounted unit by giving coverage to less accessible areas. Two units
0.375 0.5° g) Replace the hand crank screw. are fitted in each slop tank.
0.75 1.0°
1.1 1.5° (Note: The hand crank screw must be thoroughly tightened when the cover is The recommended rotation speed around the vertical axis is 1.5 rpm, which
refitted to avoid loosening during cleaning.) gives a full cycle in the region of 85 minutes when working alone.
Programmes with four different basic settings will give the angle shown in the
table below. Intermediate settings are possible. The factory setting is shown in h) Remove the hand crank screw and using the extension to the The machines are started and stopped by simply opening or closing the inlet
bold. lifting gear screw turn the shaft with the handle supplied until valve slowly.
the nozzle is raised to the starting point. See fig. 1 illustration
Programme 1 0° 0.5° 1.0° 1.5° 2.5.2a. Operation of these machines can be verified by checking the characteristic
Programme 2 1° 1.5° 2.0° 2.5°
sound pattern of the machine.
Programme 3 2° 2.5° 3.0° 3.5° (Note: On the nozzle angle indicator, open arrows are for down and filled
Programme Full 7.5° 8.0° 8.5° 9.0° arrows for up.)
The Gunclean GC4000 is a tank cleaning machine for submerged
A basic 0° programme 1 pitch angle can be useful for a dirty area around the installations.
i) If spot washing is used to clean certain areas in a tank, use the
ullage level. shadow diagrams to find out the horizontal and vertical nozzle
The cleaning media powers a turbine mounted in the vertical support. The
angles.
The full programme can be used for flushing. turbine speed is reduced in an epicyclic gear and rotates the vertical housing
slowly 360° around a vertical axis and turning the nozzle tube 360° around a
j) To start the machine, open the stop valve slowly to avoid liquid
near horizontal axis, resulting in a helical cleaning pattern.
shock.
Speed Adjustment
One revolution of the vertical housing around the vertical axis corresponds to
k) On completion of tank cleaning, reset the machine to the rest
Slight alterations can be carried out, but is unlikely to be required during a 3.5 movement of the nozzle around the horizontal axis.
position by cranking the nozzle to the bottom position.
normal operation.
The recommended rotation speed around the vertical axis is 1.5 rpm gives a
full cycle in about 70 minutes.

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Illustration 2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet Length Pressure Graph
Tank Cleaning Openings for Portable Machines

GC 270 FT Mark I Machine 30mm Nozzle: 45 of units

GC 4000 Tank Cleaning Machine: 6 of units

T-73 Tank Cleaning Machine: 4 of units

GC 270 FT Mark I Machine 20mm Nozzle: 2 of units

Slop Tank
Port
COT No.5 Port
H
COT No.4 Port COT No.3 Port COT No.2 Port COT No.1 Port

COT No.1 Centre

COT No.5 Centre COT No.4 Centre COT No.3 Centre COT No.2 Centre

64 70 76 82 88 94 100 106 112 118 124 130 136 142 148 154 160 166 172 178 184 190 196 202 208 214 220 262 232 238 244 250 256 262 268 274 280 286 292 298 304 310 316 322 328 334

Slop Tank
COT No.4 Starboard COT No.3 Starboard COT No.2 Starboard
H COT No.1 Starboard
Starboard COT No.5 Starboard

Gunclean 270FT Mark 1, 30mm Nozzle

120

Flow (m3/h)

100

40
Gunclean 270FT Mark 1, 30mm Nozzle

Jet Length
(m)
80
35

60 30
7 8 9 10 11 12 13 7 8 9 10 11 12 13
Inlet Pressure (Bar) Inlet Pressure (Bar)

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Illustration 2.5.2c Tank Cleaning Machines

Gunclean 270FT Mark I Gunclean TZ-73 Gunclean GC-4000WT

345
175
140

171

500 540 190 100

308 356

80 180 200

150
Perspective
215
18

180°
Deck Opening
259

Length
of Gun 800

Bottom View

285

240

170°
345

Deck Flange
180

All measurements in mm

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Illustration 2.5.3a Crude Oil Wash
Key Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

Deck Mounted Type CO CO CO CO CO CO

Tank Cleaning Machine CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Submerged Type Tank CO
CO CO CO CO CO 081V
Cleaning Machine 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO CO
To 022V 029V 104V 016V 108V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 013V 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
(Void CL System CO CO CO CO
CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.2 No.1
Bilge H (700m3/h) No.5 No.4 No.3
CL Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Cargo
Suction 123V H
(Fwd) CL CL (Centre) (Centre) (Centre) Tank Oil Tank
No.1
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO
CL 268V CO
H CO CO CO CO CO CO
096V PT CL 077V 075V 067V 066V 059V 057V 050V 048V 041V 039V 032V 030V
PI CI PT 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL
Key 057V 068V 192V
H
Slop Tank No.5 Cargo Oil Tank
Chest No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL (Stb'd) (Stb'd)
Cargo Oil CL056V
250V 191V
8k Air

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2.5.3 CRUDE OIL WASH
Cargo oil tanks are crude oil washed to comply with both legislation
(contingency ballast requirements) and Charterer’s requirements in order
to achieve the maximum out-turn. This basically would be No.3 centre
(nominated heavy weather ballast tank) and one quarter of the remainder.
However, no tank requires to be washed more than once in four months, with
the exception of ballast requirements.
(starboard), to allow for the cargo pump to maintain suction and the balance
line to remain covered. The balance line is at approximately the half volume
level in the starboard (clean) slop tank, and 0.4m above the tank bottom in the
port (dirty) slop tank.
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 occasionally to maintain a safe ullage.

A programme for the regular crude washing of cargo tanks is to be maintained.
Crude oil washing permits the removal of oil fractions adhering to or deposited
on the 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 virtually eliminated. Water rinsing
will be necessary if the tank is to be used for clean ballast.
A typical crude oil washing program is as follows:
COTs are crude oil washed during discharge by pumping dry crude, at a back
pressure of about 10kg/cm2, the drive comes from the dedicated tank cleaning
pump, via the tank cleaning line to the tank cleaning machines. Additionally,
the drive can be bled off from any of the main cargo pumps.
The eductors driven by the same tank cleaning pump that is being used to drive
the COW machines, are used to drain the oil fractions from the cargo tank
bottom to a slop tank. Good draining is essential during COW operations.

1st Voyage: If the portable COW machines are to be used for spot cleaning, then it is of
No.2 COT port and starboard, No.3 COT port, centre and utmost importance that the bonding wire is securely attached to the machine
starboard, No.4 COT port and starboard, slop tanks port and head before use, and the earthing clamp made fast to an earthing post.
starboard.

2nd Voyage:
No.1 COT centre, No.2 COT centre, No.3 COT port, centre and
starboard, No.4 COT centre, No.5 COT centre, slop port and
starboard.

3rd Voyage:
No.1 COT port and starboard, No.3 COT port, centre and
starboard, No.5 COT centre, slop port and starboard.

Leakage of crude oil from the COW system is a potential fire and pollution
hazard. Before use, the system should be pressure tested to working pressure
and any leaks made good.

During operation the system must be kept under continuous observation

and crude oil washing stopped when any sign of leakage or malfunction
is detected.

Before commencing COW it is necessary to debottom all COTs, including

the slop tanks. This will remove any water that may have settled during
transit, thus considerably reducing static charges that may be created during
washing.

If the slop tanks are to be used for crude oil washing, it is, subject to grade
segregation, usually advisable to empty the slop tanks and recharge them with
fresh dry crude prior to commencement. The levels to which the slop tanks are
recharged are arbitrary, but sufficient ullage is required in the ‘clean slop tank’

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Illustration 2.5.4a Closed Cycle Washing No.3 Centre
Key
Deck Mounted Type Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
Tank Cleaning Machine
CO CO CO CO CO CO
Submerged Type Tank CO 101V CO 074V CO CO CO 064V CO CO 055V CO CO 046V CO CO 037V CO
078V 076V 073V 072V 065V 063V 056V 054V 047V 045V 038V 036V
Cleaning Machine
CO
CO CO CO CO CO 081V
Sea Water 095V 093V 090V 087V 084V
CO
CL135V CO001V CO 061V CO CO CO CO CO CO
PI 070V CO 052V 025V 035V 034V 033V 024V
Tank Cleaning CO 010V
CL136V Heater CL137V CO CO CO CO CO CO 020V CO CO CO CO CO CO CO CO CO CO CO CO CO
H CO CO
To 022V 029V 104V 016V 108V 013V 027V 053V 106V 102V 044V 007V 105V 043V 109V 005V 112V 111V 110V
Sampling Point 012V 107V
CL122V Overboard
H H
CO CO CO CO CO CO CO CO CO CO CO CO CO PI
CL094V CL122V CL251V H
CO 017V 021V 028V 014V 103V 011V 109V 019V 026V 008V 006V 018V 004V CO CO
023V 003V 002V
CL081V
Bilge From H CL129V CO CO CO CO CO CO
Suction Water Ballast No.2 071V 069V 062V 060V 051V 042V
CL System CO CO CO CO
(Void CL CL079V 089V 086V
Space) 254V 134V Cargo Oil CO 083V 080V
H
Stripping 092V
CL080V Eductors No.5 No.4 No.3 No.2 No.1
Bilge H
CL (700m3/h) Cargo Oil Cargo
Suction H Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
CL CL 123V Tank Oil Tank
(Fwd) No.1 (Centre) (Centre) (Centre)
161V 084V CL (Centre) (Centre)
From CL
Bilge Vacuum 078V 128V CO CO CO CO CO CO
To MARPOL System From 094V 091V 088V 085V 082V 079V
Suction Fire
Line (Aft) CL CL
168V Line CO CO CO CO CO CO CO CO CO CO CO CO
H
CL 268V
096V PT 077V CO 075V CO 067V 066V 059V CO 057V 050V CO 048V 041V CO 039V 032V CO 030V
PI CI PT CL 100V 068V 058V 049V 040V 031V
270V
H H CL CL
269V 267V Slop Tank (Stb'd) No.5 Cargo Oil Tank (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL130V CL Pump Room Bilge
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors
H (10m3/h)
Tank Cleaning Pump (3,000m3/h x150mth) CL272V
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
H (Port) (Port)
H H
CL055V
CL CL127V CL
095V 069V CL277V H
CL CL CL
H H 166V 180V 181V H H H
CL253V
CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
Cargo CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
Line 087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
Cargo CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
Line 086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
Cargo CL CL CL124V No.1 CL CL052V CL
Line 085V 118V
CL CL CL
059V 022V CL CL CL CL CL CL CL CL CL CL
H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
Steam and Air PI H
Condensate
H H
CL054V
Sea CL CL CL H
Chest 057V 068V 192V Slop Tank No.5 Cargo Oil Tank
CL CL (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL056V
250V 191V
8k Air

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2.5.4 WATER WASH (COLD OR HOT) g) Line up the tank cleaning pump for tank washing from the sea a) Start the stripping pump. When a vacuum shows on the suction
suction to the tank cleaning main, and to the port slop tank via side of the pump.
Cold washing (water rinsing) of COTs is required for the following purposes: the eductors.
Position Description Valve
• Prior to the ballasting of COTs which have previously been (Note: The vessel is fitted with a tank cleaning pump but any of the cargo oil
pumps can also be used.) Open The inboard sea valve CL068
crude oil washed, where the ballast is to be treated as clean
ballast.
h) Start the tank cleaning pump. b) When a vacuum shows at the sea chest.
• Prior to refit, or the inspection of COTs that have previously
been crude oil washed.
i) When the tank cleaning pump has suction, stop the stripping Position Description Valve
pump and shut it down.
(Note: Control of the pumps and valves during tank cleaning operations is Open The outboard sea valve CL057
carried out via the Super Cargo XL cargo screen display mimics, with
j) Charge the slop tanks to a level that is higher than the balance
all remote hydraulic valves other than those operated from their local
line outlet in the starboard slop tank. c) Monitor and verify there is a positive flow to the port slop
control boxes being operated with the mouse and cursor at the cargo
console in the CCR. Indications of all cargo valves and their status are tank.
k) Change over the tank cleaning pump from the sea suction to the
displayed on the mimic panel on the console and on the Super Cargo
starboard slop tank suction, discharging to the port slop tank Position Description Valve
XL mimic screens. All tank cleaning valves and the wash water inlet
through the eductors. The eductors are used to drain the tank
and outlet on the tank cleaning heater are manually operated. As an Open Tank cleaning pump discharge line to both CL095
being washed.
aid, the status of the manual valves on the screen mimics can be shown slop tanks via eductors CL081, CL080
by clicking on the manually operated valves which will then turn to CL253, CL252.
l) Open the stripping suctions on the COT to be washed.
the line operation colour.)
m) Open the required tank cleaning machines.
d) Start tank cleaning pump, when the rpm is steady and flow is
Procedure for Operation of the COW System established into the slop tanks, stop the stripping pump and
Complete at least one full pattern. The patterns given are for a general wash,
close the tank cleaning pump suction valve CL071.
When preparing the system for tank cleaning, it is important to ensure that all the actual duration required will be found with experience. A slight port list is
valves are in the closed position prior to setting the lines. beneficial for draining purposes.
Position Description Valve
a) Ensure the COT to be washed is inerted and that the oxygen n) Monitor the slop tank ullages and total quantities carefully. Close Stripping pump discharge valves to port slop tank CL096
content is less than 8%. CL122, CL272
The above method of water wash is entitled ‘closed cycle’, and is considered
b) Drain all crude oil from the tank cleaning main to the slop to be the most manageable and controlled method of tank washing.
tank, by opening a slop tank cleaning machine and one of e) Fill the slop tanks until there is sufficient water in each to cover
the machines at the forward end of the tank cleaning main. the levelling line outlet in the starboard slop tank.
Closed Cycle Washing
Ensure these valves are closed prior to commencement of tank
cleaning. f) Change the tank cleaning pump to draw from the starboard slop
Assuming No.3 centre COT is being washed for inspection using the tank tank suction and discharge back to the port slop tank via the
cleaning pump. eductors.
c) Keeping both the main sea valves shut, line up the stripping
pump from the sea chest to the port slop tank.
a) Commence with all valves closed. Position Description Valve
d) Open the slop tank balance line. Open Starboard slop tank suction valve CL054
Position Description Valve
e) Start the stripping pump so as to create a vacuum at the inboard Close Inboard and ship side sea suction valves CL068, CL057
Open Stripping pump suction valves to sea chest CL082, CL071,
side of the sea suction. CL069, CL070. Close Eductor discharge valve to starboard slop tank CL252
Open Stripping pump discharge valves to CL096, CL122,
f) Open the inboard sea valve, check for a vacuum, then open the
port slop tank CL272. g) The vessel is now ready to carry out tank cleaning, either using
outboard sea valve.
Open Slop tank balance line valve CL039 cold wash water from the slop tanks or if hot water is required
the tank cleaning heater will have to be used.

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Illustration 2.5.4b Slop Tank Heating and Deck Steam System
Port Slop Tank

HC-62 SA021 SA022 SA023 SA024 SA025 SA026

Engine Room On Deck HC-58
Deck
Seal
SA045 SA046 SA047 SA048 SA049 SA050
10kg/cm2 Steam
Service System
PI

SA008 SA007 SA006 SA005 SA004 SA003

SG009V SG048V SG010V

SG057V SG011V
SA031
SA002
SA036
SA032

SA034 Starboard Slop Tank

From
Cargo Oil SA033
Stripping Pump From SA027 SA020 SA019 SA018 SA017 SA016 SA015
Engine Room SA030 SA038
Services
SA044 SA043 SA042 SA041 SA040 SA039
SA029

SC002V
SC003V SA009 SA010 SA011 SA012 SA013 SA014

002

001 005 SA001

CI TI SA035
SC004V 003

Atmospheric Condenser Tank Cleaning

Heater

TI OD
007 006

012

006
Pump Room
LC Isolation
Blanks
TI

Key
LS LAL
MC
Steam

Condensate Feed Filter Tank (20m3)

To Bilge
Holding Tank
SA012
Tank Cleaning Heater

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h) Open the tank cleaning line bypass valve CL135.
If a hot wash is to be conducted, the spectacle blanks on the tank cleaning
heater must be turned into the open position. These blanks must be returned to
the closed position after the hot wash is completed.
i) Open the stripping line bulkhead valve CL053, stripping line
valves CL261 and CL260 and the stripping suction valves from
No.3 centre cargo oil tank CL047 and CL026. Open the eductor
suction valves CL078 and CL079.
WARNING Shutting Down the System
Water hammer in steam lines can be a problem resulting in possible
damage to the pipe system and even steam line failure resulting in scalding a)
of personnel. It is essential that all steam lines are drained of condensate
and that steam be supplied to cold lines gradually with line drain valves b)
open. This allows the steam line to warm through and for the condensate
to drain.
c)
Procedure for the Operation of the Slop Tank Heating System
Shut off all individual tank steam and condensate valves.
Open drain valves to prevent a vacuum forming which could
draw in oil through any pipe defects.
Close drain valves when the coils have reached ambient
temperature, in order to prevent ingress of sea water during
heavy weather.

j) Open the individual tank cleaning machine isolating valves on All valves and drains are closed.
d) Close the main supply and return valves.
No.3 centre cargo oil tank.
a) Open the main condensate return valve to the engine room,
No.3 cargo oil tank is now being water washed on a closed cycle. Maintain directing the slop tanks’ heating condensate to the atmospheric Contamination
the required pressure for the tank cleaning machines and eductor drive by condenser.
regulating on the tank cleaning pump discharge valve. If contamination should occur at the observation tank proceed as follows:
b) Open the deck steam pressure regulator isolating valves,
SG009V and SG010V, steam will now be available to the slop a) Check the condensate drains on each slop tank and locate the
Hot Water Wash tank heating coils and the tank cleaning heater. defective coil.

In addition to the tank cleaning heater, both slop tanks are fitted with steam
heating coils. This will aid in maintaining the temperature of the water during
the hot wash process.
The tank cleaning heater and slop tank heating coils stream supply is fed from
the engine room 10kg/cm2 system.
Each slop tank is fitted with six 158m heating coils, the heating ratio for each
tank is 0.031m2 per m3.
When the tank heating heater is required for use, the spectacle blanks on the
inlet and outlet sides will have to be changed over into the open position. These
blanks ensure that the steam system and engine room are isolated from the
cargo oil products. After completion of tank washing with water with the tank
cleaning heater in line, these blanks MUST be returned to the closed position.
The steam inlet and condensate returns from the tank cleaning heater are
controlled from the Super Cargo XL system screen displays in the CCR.
Each tank is fitted with a steam header and a condensate header. There are
drain valves on the steam header and on the condensate header, which are used
to test the quality of the condensate returns.
c) Open the steam inlet header drain valve SA035 and SA036,
then crack open the header steam isolating valve SA001 and
SA002. When the drains run clear close the drain valve.
d) Open the condensate drain valve on the condensate header and
on each coil fully.
e) Open the steam inlets to each coil and warm through each coil
slowly, until the steam header isolating valve is fully open.
f) Check the drain cocks on each coil for any contamination.
g) When all the drains have run clear open the condensate header
return isolating valve SA027 and HC62.
h) Open the condensate outlet valves from each coil then close the
drain valves.
If traces of oil emerge at the condensate drains valves, inform the chief officer
and shut off the steam supply to that coil.
i) Monitor the observation tank for contamination.
b) Isolate the defective heating coil and insert blanks in the steam
inlet and condensate outlet lines.
c) Proceed to heat the tank using the other coils.
Testing the Coils
The modern materials and the continuous welded construction used in the
heating coils tend to offer reliable service. Routine testing by checking the
condensate outlet when putting the system into use will normally suffice.
However, pin holes can develop at welds and loose pipe brackets can cause
fretting.
If contamination occurs, at the next possible opportunity, test the defective
coil. This is done by supplying steam to the coil with the outlet valve closed,
making a tank entry and locating the leakage.
A permanent repair will, in most cases, require welding. This would be carried
out during refit. A near permanent repair can be carried out by cutting the coil
in way of the defect and inserting a Yorkshire coupling.

The condensate from the slop tank heating coils, deck seal heating coil and
tank cleaning heater is led back to the feed filter tank through the atmospheric
condenser and an inspection tank in the engine room.

The normal method of testing the coils is simply to crack steam on to the
system and test the quality of the condensate returns.

Issue: Final Draft 2.5/2.5.4 Page 4 of 4

2.6 Gas Freeing

2.6.1 Gas Freeing for Entry

2.6.2 Gas Freeing for Hot Work

Illustrations

2.6a Gas Freeing

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Illustration 2.6a Gas Freeing
Flammability Composition
15 Note: This diagram is illustrative only and should not be used for
B
deciding upon acceptable gas compositions in practical cases

Hydrocarbon Gas - Percentage by Volume

F
D
10

rt Gas
Dil
uti
on
wit

with Ine
hA
ir

Dilution
5 Flammable
Mixture
G
Critical
Dilution
with Air
Dilution with E
H Air
C

A
0 5 10 15 20 21
Oxygen - Percentage by Volume

Purging Inerting
Fresh Air Gas Freeing

Fresh Air Fresh Air

To Vent Mast Portable
Riser Fan

Fresh Air
Inert Gas at Low Pressure

Inert Gas/Hydrocarbon Mixture

Fresh Air

Inert Gas via the Cargo Fresh Air from I.G. Blower
Filling Line via the Cargo Filling Line

Fresh Air

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2.6 GAS FREEING
Cargo oil tanks must be water washed, purged and gas freed prior to
inspection. Cargo oil tanks must never be entered when inerted.
Prior to gas freeing any COT or gaseous space, the hydrocarbon content
must be below 2% Hc, thus ensuring 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.)
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 a couple of tanks at a time and monitor the
gas emitted until it is below 2% Hc. This method is termed replacing a tank
atmosphere by DILUTION. The inert gas at high velocity is injected through
the cargo main suction valves and mixes with the gaseous atmosphere, which
is then vented through the inert gas main to the vent riser.
2.6.1 Gas Freeing for Entry
a) Line up the inert gas plant to supply IG to the cargo main by
fitting the spool piece on the cross connecting line.
b) Monitor the emissions until the hydrocarbon meter readings
are less than 2% Hc.
c) Upon completion of purging, the IG plant must be stopped,
the pressure of the IG main minimised and the tank hatch
opened.
d) Close the inert gas inlet valve and swing the spectacle blank
into the closed position to the tank being gas freed. The tank can
now be gas freed using the portable fans.
e) Monitor the tank atmosphere for oxygen until the readings
are 21% O2.
f) Carefully monitor for LEL and ensure that the reading is
consistently below 1% but preferably zero.
g) Test for H2S if necessary.
Alternative Method for Gas Freeing after the Cargo Oil Tanks
have been Purged
In the event that several, or all, the COTs are to be gas freed; after the
tanks have been purged, the inert gas fan(s) can be changed over to blow
air to the tanks:
a) Check that all the COTs that are to be gas freed have been
isolated, their IG inlet valve shut and the spectacle piece turned
to the closed position.
b) Change over the inert gas blowers to fresh air blowing.
c) Restart one blower and blow air to the COT to be gas freed,
via the spectacle piece cross connecting into the cargo top line.
All lines must have been well drained.
d) Vent through the tank hatch. Gas free one COT at a time.
e) Monitor the oxygen at all levels in the cargo tank until 21%
O2 is achieved.
f) Carefully test the tank for LEL and ensure that the LEL is zero.
If deemed necessary, test the COT for H2S to ensure that it is
within acceptable limits.
A Responsible Person is to Take Charge
A responsible officer will take charge of the entry operation, this person 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 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 watch on the bridge, or on the main deck, is to be informed
of any tank entry.
Atmosphere Tested
The COT 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 exit to the deck immediately.
The atmosphere must be tested at regular intervals to verify that it is still
safe. Personal portable gas sampling equipment is supplied for this purpose.
Careful monitoring of the personnel in the tank is to be carried out. Should
the responsible person note any adverse signs, they are 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.

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2.6.2 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.

A Hot Work Permit is to be issued.

Hot work must not reduce the vessel’s fire fighting potential.

Appropriate fire fighting equipment is to be ready for immediate use,

including hoses run out and the fire pumps running.

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. The adjacent tanks and spaces should be checked and rendered safe
by either gas freeing or filling with water.

The COW line should be continuously pressurised from the fire main.

Cargo lines must have been thoroughly washed and be kept flooded with
sea water.

If necessary, bunker tanks should be ventilated (where the LEL is in excess

of 5%).

An adjacent bunker tank can be considered safe when the level of fuel oil
is well above the level at which the work is being carried out and the LEL
in its ullage space is below 5%.

All cargo and pump room valves are to be locked closed, or inhibited with a
DO NOT OPERATE sign, posted for the duration of the repair period.

Issue: Final Draft 2.6/2.6.2 Page 1 of 1

2.7 Ballasting and Deballasting Operations

2.7.1 Heavy Weather Ballasting

2.7.2 Line Cleaning

2.7.3 Oil Discharge Monitoring Equipment

Illustrations

2.7a Ballasting Operations

2.7b Deballasting Operations

2.7.1a Heavy Weather Ballasting

2.7.1b Heavy Weather Deballasting

2.7.2a Line Draining

2.7.2b Line Cleaning No.3 Main Cargo Pump

2.7.2c Line Cleaning No.2 Main Cargo Pump

2.7.2d Line Cleaning No.1 Main Cargo Pump

2.7.2e Line Cleaning Tank Cleaning Pump

2.7.2f Line Cleaning Stripping Pump

2.7.3a Oil Discharge Monitoring Equipment

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Illustration 2.7a Ballasting Operations

From
Upper Deck Inert Gas Main Upper Deck

ND009 No.5 Water Ballast

VU011V Tank Starboard

To Cargo Oil Pipe Trunking H

Seal System Upper Deck
Tank BA340 BA323
BA341
M
Engine Hydraulic
Room Sea Control Pipe
BA356
Chest
M

H BA324
Vacuum Pump Unit
No.5 No.4 No.3 No.2 No.1
H Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Port) (Port) (Port) (Port) (Port)
BA325
BA BA
BA335 345 334
H H
A A No.2
BA328 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
H 321 309 319 307 317 305 315 303 313 301 Fore
No.1 Peak
BA334 Tank
H BA332
BA
H
337
H A H H H

BA357 BA338 BA342 BA330 BA326 BA364

Separator
No.2 Water
Ballast Pump BA360 H BA361
4,000m3/h
H BA333 H BA336
H BA362
BA359

H A H H H H H

BA358 BA339 BA343 BA331 BA327 BA363 BA311 BA312

Separator
No.1 Water
Ballast Pump
4,000m3/h
H BA329 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
322 310 320 308 318 306 316 304 314 302

No.5 No.4 No.3 No.2 No.1

Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Key

Ballast Water Main Suction

Ballast Water Stripping Suction

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2.7 BALLASTING AND DEBALLASTING OPERATIONS f) Always inspect the quality of the ballast as soon as possible reached minimum speed. Increase the pump speed to give the
after completion in order to ensure that it is clean. required throughput.

Ballasting e) Reduce the pump discharge rate and top off the ballast tanks,
To Run in Ballast
stopping each pair at the required ullage.
The ballast system is normally empty and dry prior to ballasting, it is, Initially all valves closed.
therefore essential to start ballasting slowly in order to avoid damaging the f) On completion of ballasting operations shut the pumps down
ballast line with surge pressure. Position Description Valve and close all valves.

Upon commencing discharge of cargo and in accordance with the chief Open No.3 ballast tank suction valves BA305, BA306
g) Fill in the ballast water record book and ballast water
officer’s discharging plan, line up the ballast system to run in permanent Open Ballast pump suction valves BA330, BA331 management record books as necessary.
ballast to selected tanks. Where possible, do not stop running into a tank until
Open Ballast line main isolation valves BA326, BA327
the double bottom is full and the water level is into the side tank area. This is
in order to minimise the free surface effects. Care is essential to ensure that Open Mid ballast line isolating valves BA364, BA363
excessive stress, trim and list are avoided and that draught restrictions are not Open Ballast line crossover valves BA360, BA359
exceeded.
Open Forward crossover valves BA361, BA362
CAUTION Open Ballast pump sea suction valves BA332, BA333
Keep ballast pump discharge valves shut to avoid ballast pump elements
rotating during the running in of ballast.
a) Ensure the automatic stripping is set to OFF and the VP and
a) Prior to commencing cargo or ballast operations check that GEV are set to MANU.
valves CL134 and BA340, the emergency cargo oil line
connection valves are closed, and that the spool piece in the b) Crack open the sea suction valve BA324 to prime the ballast
connection to the cargo system is removed. Also check that line and flood the separator receivers. When the ballast line is
valve BA341, the isolation valve from the IG main is closed fully primed and the separators indicate 70% full, open the sea
and that the spool piece is removed. valve fully.

b) Run in ballast to approximately the draught of the vessel i.e. c) Run sea water into No.3 WBT until the level is well into the side
to a level whereby pumping ballast would prove more efficient tank then change to another pair of WBTs. When all the ballast
than running ballast. tanks have completed running in:

c) Reset the ballast lines so that both pumps are pumping from sea Position Description Valve
to the ballast tanks. (See section 1.7.2 for direction on setting up
Closed Ballast pump(s) discharge valves BA338
the automatic ballast stripping system and priming the ballast
lines and pumps.) BA339
Close Ballast pump suction valves BA331
During ballasting it is advisable to keep the ballast system common and the BA330
pumps on similar load and back pressures. This ensures that the ballast wing
Open Ballast main suction/discharge isolators BA329
tanks fill evenly and that in the event of a list, various ballast tanks can be
BA328
partly closed without affecting the pumps.

d) Fill the majority of ballast tanks very close to the tank coaming
(i.e. ensure that ballast tanks are at least 98% full without
overfilling them). This ensures that the possibility of steel
corrosion is minimised.
e) Shut down the ballast system upon completion of ballasting.
d) Ensure that both ballast pumps have been set up for operation
in the engine room and are ready for warming through via the
Super Cargo XL screen mimic displays. When the pumps have
completed the warming up run up to minimum speed. When the
pumps are up to minimum speed, open the pump(s) discharge
valve up to 75%. In any case, the pump discharge valve should
not remain closed for more that 30 seconds after the pump has

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Illustration 2.7b Deballasting Operations

From
Upper Deck Inert Gas Main Upper Deck

ND009 No.5 Water Ballast

VU011V Tank Starboard

To Cargo Oil Pipe Trunking H

Seal System Upper Deck
Tank BA340 BA323
BA341
M
Engine Hydraulic
Room Sea Control Pipe
BA356
Chest
M

H BA324
Vacuum Pump Unit
No.5 No.4 No.3 No.2 No.1
H Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Port) (Port) (Port) (Port) (Port)
BA325
BA BA
BA335 345 334
H H
A A No.2
BA328 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
H 321 309 319 307 317 305 315 303 313 301 Fore
No.1 Peak
BA334 Tank
H BA332
BA
H
337
H A H H H

BA357 BA338 BA342 BA330 BA326 BA364

Separator
No.2 Water
Ballast Pump BA360 H BA361
4,000m3/h
H BA333 H BA336
H BA362
BA359

H A H H H H H

BA358 BA339 BA343 BA331 BA327 BA363 BA311 BA312

Separator
No.1 Water
Ballast Pump
4,000m3/h
H BA329 BA BA BA BA BA BA BA BA BA BA
H H H H H H H H H H
322 310 320 308 318 306 316 304 314 302

No.5 No.4 No.3 No.2 No.1

Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Key

Ballast Water Main Suction

Ballast Water Stripping Suction

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Deballasting i) Commence educting the ballast tanks ensuring that the back Close Sea valve BA324
pressure of the ballast pump is at least 3.5 bar through the
Close Ballast pump sea suction valves BA328, BA333
WARNING eductors.
The greatest free surface effect is when the ballast tanks are at a sounding
j) Reduce the sounding in all tanks to the minimum possible d) When the pumps have completed the warming up period, run up
of 3m or less, when the water level has cleared the trunkway in the side
(usually less than 2cm). This will avoid the possibility of to minimum speed. When the pumps are up to minimum speed,
tanks and is solely in the double bottom area. If, at the same time, the
deadfreight, mud formation and excessive bottom corrosion. open the pump(s) discharge valve up to 75%. Increase the pump
cargo level is low, the combined effect of a relatively small displacement
speed to give the required throughput.
and the free surface effect in the cargo ballast tanks could result in a
negative GM which may lead to the vessel developing an angle of loll. k) Shut down the ballast system upon completion of draining.
e) Pump out and drain the WBTs in a sequence with the loading of
the cargo.
Deballasting should commence as soon after loading commences as practicable To Run Out Ballast
but in accordance with the chief officer’s loading plan. However, careful
Commence with all valves shut. f) As the first tanks near draining level, the automatic unloading
planning is essential to maintain the vessel at a suitable draught and trim
system should be set up as described in section 1.7.2.
consistent with weather conditions and any berth limitations.
a) Prior to commencing cargo or ballast operations check that
valves BA340 and CL134, the emergency cargo oil line g) As the level in the tank falls, open the stripping suction valve
The freeboard may need to be limited to that which can be safely accommodated
connection valves are closed and that the spool piece in the and close the main suction to drain the tank fully.
by the loading booms or flexible hoses.
connection to the cargo system is removed. Also check that
valve BA341, the isolation valve from the IG main, is closed h) The automatic unloading system will indicate when the tank is
Procedure for Deballasting and that the spool piece is removed. empty.

a) Set the ballast lines for the running out of ballast and run the The vessel also has stripping eductors as an alternative means of draining
Position Description Valve
selected ballast tanks to sea. the ballast tanks.
Open No.3 ballast tank suction valves BA305, BA306
b) When the first set have run to sea, shut them off and run the Open Ballast line main isolation valves BA326, BA327 To Drain No.3 WBT (For Example)
remaining ballast tanks to sea in the planned sequence.
Open Mid ballast line isolating valves BA364, BA363 Position Description Valve
c) Shut the sea valve and line up both ballast pumps, pumping from
Open No.3 WBT stripping suctions BA317, BA318
selected tanks to sea through the high overboard discharge. b) Ensure the automatic stripping is set to OFF and the VP and
Open Eductor suction valves BA337, BA336
GEV are set to MANU. This is in order not to prime the ballast
d) Systematically pump out the bulk of ballast from all the ballast water into the vacuum tank due to the head of water in the Open Eductor drive water valves BA334, BA335
tanks. ballast tanks.
Open Ballast pump sea suction valve BA332 or BA333
e) Set up the automatic unloading system when tank levels are Open Sea valve BA324
Open Ballast pump suction valves BA330, BA331
nearing approximately 1m and change over from the main
suctions to stripping suctions. Open Ballast pump sea suction valves BA332, BA333
i) Stop the ballast pump not required for educting.
Open Sea valve BA324
f) Drain one set of tanks at a time to minimise turbulence and
excessive movement on the pump discharge valve. Position Description Valve
c) Run out No.3 WBT to sea level then change to another pair of
Close Discharge valve of the pump not BA357 or BA358
g) The automatic unloading system will indicate when the tank WBTs.
being used for eductor driving
is empty.
When all ballast tanks have completed running out: Close Ballast pump suction valves BA330, BA331
If the automatic unloading system is not used the eductor system can be Close Ballast overboard isolating valve BA325
utilised. Position Description Valve
Open Ballast pump discharge isolating valves BA357, BA358 j) Drain each of the other pairs of WBTs in turn.
h) Suspend bulk discharge of the ballast and line up either of the
ballast pumps on the eductor system, taking driving water from Closed Ballast pump(s) discharge valves BA338, BA339
The eductor drive water pressure can either be adjusted by adjusting the pump
the sea suction. Open Ballast overboard isolating valve BA325 speed or by closing in on the pump discharge valve.
Open Ballast overboard discharge valve BA323

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Illustration 2.7.1a Heavy Weather Ballasting
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.7.1 HEAVY WEATHER BALLASTING Position Description Valve Position Description Valve
Open Stripping pump suction to sea crossover valve CL071 Close The stripping pump suction and discharge valves CL082
The ballast system is described in section 2.7. In the event of extreme weather CL069 CL096
conditions, where the Master considers that it would be prudent to ballast one CL070
or more sets of COTs, then the following procedure should be adopted: Close Stripping pump suction to sea crossover valves CL071
Open Stripping pump suction valves CL082 CL069
a) Ensure that at the discharge port, heavy weather ballast tanks CL070
Open Stripping pump discharge valves to the CL122, CL272
are suitably prepared in accordance with MARPOL 73/78 port slop tank
requirements. Normally No.3 centre COT is used. f) Carry out a basic line wash to the port slop tank.
Open Stripping pump discharge valve CL096
b) Ensure that all the cargo lines to be used are well drained. Open No.2 COP discharge valve CL086 g) After a short period of time open No.3 centre main suction.
Open No.2 COP discharge line to the port slop tank CL110
c) Carefully calculate the stress, trim and stability. To avoid Position Description Valve
via No.2 bottom line, the No.2 to No.3 CL107
sloshing, aim to ballast each COT to 98% capacity.
group isolation valves and the No.3 CL006, CL005 Open No.3 COT centre main suction valve CL014
d) One of the MCPs may be used utilising the main sea valves bottom line CL023, CL263
Close Crossover valves between No.3 and No.2 bottom lines CL006
and the pump room direct loading lines. CL005
a) Check the drain line between the sea water ship side valve
CL057 and the spectacle blank to ensure that valve CL068 is Close Port slop tank suction valves CL023, CL263
e) Where ballast is put into a tank which has been crude oil washed
not passing.
but not water rinsed, then the ballast in that tank is to be treated
as dirty ballast. h) Slowly increase the pump speed to full and ballast the tank to
b) Swing the spectacle blank on the sea water suction between
CL057 and CL068. Start the stripping pump. When a vacuum the required ullage.
A COT may not be used for additional ballast unless it was crude oil washed
shows on the suction side of the pump:
at the discharge port. During the operation a good check must be kept on the IG pressure.

At the onset of improved weather, or as soon after as is practicable, the additional Position Description Valve
Excess pressure can be vented via the vent mast riser.
ballast should be discharged. This COT ballast must be discharged according Open Inboard sea valve CL068
to MARPOL 73/78 regulations in sea areas acceptable to the signatories. In On completion of ballasting No.3 centre, it is considered prudent to drain
addition COT ballast must be discharged with the ODME operational. No.3 bottom line to the port slop tank using the stripping pump.
c) When a vacuum shows at sea chest:
If at any time the cargo pump should be stopped, for any reason, the pump
Ballasting No.3 Centre COT using No.2 Main Cargo Pump Position Description Valve suction valve to the sea line and the sea valve should be closed immediately.
In this instance it is assumed that No.3 centre has not been water rinsed and Open Outboard sea valve CL057
Prior to restarting the cargo pump, the stripping pump must be used to place
will be classed as dirty ballast.
d) Monitor and verify there is a positive flow to the port slop a positive vacuum on the sea valve, which may then be opened, and a flow
tank. resumed to the port slop tank in the manner previously outlined.
(Note: The COPTs are set up for operation in the engine room and when
ready, warming through, run up and speed control is carried out from Position Description Valve When the ballasting procedure is complete the spectacle blank in the sea water
the Super Cargo XL screen mimic displays. When the pumps are up
Open No.2 COP suction from the sea chest CL064, CL065 line must be returned to the closed position.
to speed, open the pump(s) discharge valve fully. The stripping pump
is also controlled from the Super Cargo XL screen displays in the
CCR, although warming through the steam lines must be carried out e) Start No.2 COP. When the speed is steady and a flow is
manually in the pump room.) established into the port slop tank, stop the stripping pump.

Commence with all valves closed:

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Illustration 2.7.1b Heavy Weather Deballasting
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Deballasting No.3 Centre COT Using No.2 Main Cargo Pump

a) Swing the ODME overboard discharge spectacle piece between

valves CL121 and CL058.

b) Inert gas will be required during this operation.

Position Description Valve

Open No.2 MCP suction and No.2 line CL060
bulkhead master valve on No.2 bottom line CL051
Open No.2 MCP discharge to the high overboard CL090
discharge valve CL091
CL094

c) Complete checks on the ODME.

Position Description Valve

Open High overboard discharge valve CL058
Open No.3 centre COT suction valve CL014
Open Port slop tank inlet valve CL272

The ODME will regulate the automatic operation of the discharge line valves
to either the port slop tank CL122 or directly overboard, CL121.

d) Start No.2 MCP, maintain the pump at minimum speed and

observe the overboard discharge.

e) Slowly increase the pump speed to full flow for the bulk
discharge.

f) As the COT sounding nears the bottom, reduce the pump speed
and maintain a good overside watch.

g) If the MCP discharge is not stopped by the ODME, stop No.2

COP and use the stripping pump to drain No.3 centre and
cargo lines to the port slop tank. All the drainings are thus
consolidated into one slop ready for decanting after a suitable
waiting period.

h) Return the ODME overboard discharge spectacle blank to the

closed position.

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Illustration 2.7.2a Line Draining
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Line Drainings 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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2.7.2 LINE CLEANING Position Description Valve
Open Bulkhead valves CL050, CL051, CL052
Periodically it becomes necessary to wash and gas free all cargo tanks and
pipelines for inspection and/or possible repair. In order to achieve this it is Open Eductor suction valves to bottom lines CL072, CL073
necessary to flush all pumps and lines with sea water, ensuring that all lines CL074, CL075
have been washed and subsequently gas freed on completion. CL076, CL07
Open Slop tank direct suction valves CL055, CL056
There follows an example of a line washing sequence in preparation for
inspection and repairs. Open Bottom line crossover valves CL001, CL002
CL003, CL004
CL005, CL006
Line Washing Sequence
c) Drain the cargo top lines via drops into the slop tanks.
It is important to ensure that all tanks and lines are well stripped ashore on
completion of discharge. All COW machines shall be opened and the COW
Open Drops to No.1, 2 and 3 bottom lines CL106, CL107
line allowed to drain into the cargo tanks.
CL108
(Note: The slop tanks should be filled to around the 50% level during the Open Main line block valves CL109, CL110
line washing. If the slop tanks reach this level prior to completion CL111
of flushing the system should be changed over to take suction from
the slop tank on recirculation, closing the sea valve.) d) Close ALL valves on the system on completion of draining.

(Note: Ensure all manifold pipe ends are tightly blanked.)

a) Drain the manifold top lines into No.3 wing tanks.

Position Description Valve

Open Manifold valves CL098, CL099, CL100, CL101
CL102, CL103, CL104, CL105
Open Manifold drain valves CL141, CL142, CL143, CL144
CL145, CL146, CL147, CL148
CL149, CL150, CL151, CL152
CL153, CL154, CL155, CL156
Open Drain to No.3 starboard tank CL157, CL158
Open Drain to No.3 port tank CL160, CL159
Open Manifold vacuum breakers CL199, CL264
Open Manifold crossover valves CL112, CL113
CL114, CL115
CL116, CL117

b) Drain the bottom lines into the slop tanks.

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Illustration 2.7.2b Line Cleaning No.3 Main Cargo Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
TC Heater CL
Sampling Point CL CL No.4 COT 264V
PT PT
H 136V 137V H H Port Wing H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
Eductors No.5 Starboard CL197V H
105V
H
104V
H
103V
H
102V
CL080V Water Ballast CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL CL CL
Suction Tank
123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
CL H
263V 040V
H (Centre) (Centre)
CL CL 070V
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Procedure to Line Wash with No.3 MCP Position Description Valve
Close Stripping pump suction to sea line CL069, CL070
a) Line up the stripping pump on the main sea suction line to CL071
ensure that the line is stripped dry of any residual crude oil.
Close Stripping discharge to ODME CL096
Position Description Valve Close High discharge valves to slop tank CL122, CL272
Open Stripping pump suction valve CL082
e) When confirmed that water is reaching the slop tank, flush No.1
Open Stripping pump suction valve to sea line CL069, CL070 and 2 bottom lines to the slop tanks via the stripping crossover
CL071 valve.
Open Stripping discharge valve to ODME CL096
Open High discharge valve to slop tank CL122, CL272 Position Description Valve
Open Intermediate sea valve CL068 Open Slop tank stripping suction valves CL055, CL056
Open No.1 line stripping crossover valves CL072, CL073
b) Start the stripping pump and check to ensure that the sea suction
line draws a vacuum. Open No.2 line stripping crossover valves CL074, CL075
Open No.2 line drop valve CL107
c) Line up No.3 MCP for taking suction from sea to the slop
tank. Close Port slop tank main suction valves CL023, CL263

f) Flush to the slop tank via the ODME line.

Position Description Valve
Open Slop tank balance line CL039 Position Description Valve
Open No.3 MCP suction to sea line crossover valve CL062, CL063 Open Block valve to ODME CL094
Open No.3 MCP discharge valves CL087, CL120 Open High discharge valves to slop tank CL122, CL272
Open No.3 block valve CL109 Open Discharge valves to ODME line CL092, CL093
Open Manifold crossover valves CL112, CL113 Close No.3 discharge valve to main line CL078
CL114, CL115
CL116, CL117 g) Stop No.3 MCP and line up No.2 MCP. Close the sea valve
Open No.1, and 2 bulkhead master valves CL051, CL052 CL057 and discharge valve CL120 as No.3 MCP is stopped.
Open No.1 line drop valve CL108
Position Description Valve
Open No.2 and 1 bottom line crossover valves CL001, CL002
Close Sea valve CL057
Open No.1 and 3 bottom line crossover valves CL003, CL004
Close No.3 MCP discharge valves CL120, CL087
Open Port slop tank main suction valves CL023, CL263
Close No.3 MCP discharge to ODME CL092, CL093
Open Sea valve CL057
Close No.3 MCP suction to sea line crossover valves CL062, CL063
Start No.3 MCP, adjust valve CL120 and flush from the sea into the slop Close No.1 line stripping crossover valves CL072, CL073
tank. Close No.2 line stripping crossover valves CL074, CL075

d) Stop the stripping pump and shut down the stripping system.

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Illustration 2.7.2c Line Cleaning No.2 Main Cargo Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
PT PT
H 136V 137V H H Port Wing H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Procedure to Line Wash with No.2 MCP Position Description Valve
Open No.3 MCP sea line suction crossover valves CL062, CL063
a) Set up No.2 MCP for line cleaning.
Open No.3 MCP suction valve CL061
Position Description Valve Open No.2 MCP suction valve CL060
Open No.2 MCP discharge valves CL119, CL086 Close No.2 MCP sea line suction crossover valves CL064, CL065
Open No.2 MCP sea line suction crossover valves CL064, CL065
Open No.2 line block valve CL110 p) On completion of flushing, stop No.2 MCP and line up No.1
MCP. Close the sea valve CL057 and pump discharge CL119.
Open No.2 to 3 line manifold crossover valves CL112, CL113
CL114, CL115
Position Description Valve
Open No.3 drop valve CL106
Close Sea valve CL057
Open Port slop tank suction valves CL023, CL263
Close No.2 MCP discharge valves CL086, CL119
CL090, CL091
l) Start up No.2 MCP and open sea valve CL057 as required.
Close No.2 line block valve CL110
m) When confirmed that water is reaching the port slop tank, flush
No.3 bottom line to the slop tanks via the stripping crossover
valve.

Position Description Valve

Open Slop tank stripping suction valves CL055, CL056
Open No.3 line stripping crossover valves CL076, CL077
Open No.3 line bulkhead master valve CL050
Close Port slop tank suction valves CL023, CL263

n) Flush through No.2 MCP and No.3 bottom line into the slop
tanks, then change over to flush through the eductor line.

Position Description Valve

Open No.1 and 2 eductor drives CL080, CL081
Open Eductor discharge to slop tanks CL252, CL253
Open No.2 MCP discharge to eductors CL090, CL091
Close No.2 MCP discharge to deck CL086.

o) Change over suction to flush up No.3 main line and down

through No.2 line into the slop tanks via the eductors.

Position Description Valve

Open No.2 bulkhead valve CL051
Open No.3 bulkhead valve CL050

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Illustration 2.7.2d Line Cleaning No.1 Main Cargo Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Procedure to Line Wash with No.1 MCP Position Description Valve Position Description Valve
Close No.5 port suction valve CL021 Close Direct suction valves to slop tanks CL055, CL056
a) Set up No.1 MCP to flush round the manifold crossover valves Open No.3 centre suction valve CL014 Open No.1 centre stripping suction valves CL045, CL028
and down No.3 drop lines and into the port slop tank.
Close No.5 starboard suction valve CL019 Close No.1 wing stripping suction valves CL029, CL030
Open No.2 port suction valve CL012 Open No.2 wing stripping suction valves CL031, CL032
Position Description Valve
Close No.3 centre suction valve CL014 Close No.1 centre stripping suction valves CL045, CL028
Open No.1 MCP sea line suction crossover valves CL066, CL067
Open No.2 starboard suction valve CL010 Open No.2 centre stripping suction valves CL027, CL046
Open No.1 MCP discharge valve CL118
Close No.2 port suction valve CL012 Close No.2 wing stripping suction valves CL031, CL032
Open No.1 MCP discharge to top line valves CL085
Open No.1 port suction valve CL009 Open No.3 wing stripping suction valves CL033, CL034
Open No.1 block valve CL111
Close No.2 starboard suction valve CL010 Close No.2 centre stripping suction valves CL027, CL046
Open No.3 drop valve CL106
Open No.1 starboard suction valve CL007 Open No.3 centre stripping suction valves CL026, CL047
Open Port slop tank main suction valves CL023, CL263
Close No.1 port suction valve CL009 Close No.3 wing stripping suction valves CL033, CL034
b) Start No.1 MCP and open valve CL057 as required. Flush over Open No.5 centre suction valve CL020 Open No.4 wing stripping suction valves CL035, CL036
the top line into the port slop tank via the manifold crossover
valves. Close No.1 starboard suction valve CL007 Close No.3 centre stripping suction valves CL026, CL047
Open No.4 centre suction valve CL017 Open No.4 centre stripping suction valves CL025, CL048
On completion of line flushing it is necessary to flush into all cargo tanks to
Close No.5 centre suction valve CL020 Close No.4 wing stripping suction valves CL035, CL036
clear any dead ends.
Open No.3 port suction valve CL015 Open No.5 wing stripping suction valves CL037, CL038
c) Set up No.1 MCP to flush round the manifold crossover valves Close No.4 centre suction valve CL017 Close No.4 centre stripping suction valves CL025, CL048
and down No.2 and 3 drop lines ready to flush into each of the
cargo tanks. Open No.3 starboard suction valve CL013 Open No.5 centre stripping suction valves CL024, CL049
Close No.3 port suction valve CL015
d) During the above flushing into the cargo tanks, also flush
Position Description Valve Open No.2 centre suction valve CL011 through the manifold drains into No.3 wing tanks.
Open No.1 and 2 bottom line crossover valves CL001, CL002 Close No.3 starboard suction valve CL013
Open No.2 and 3 bottom line crossover valves CL005, CL006 Open No.1 bulkhead master valve CL052 Position Description Valve

Open No.1 and 3 bottom line crossover valves CL003, CL004 Open No.2 bulkhead master valve CL051 Open Manifold drain valves CL141, CL142, CL143, CL144
CL145, CL146, CL147, CL148
Open No.3 line drop valve CL106 Open Eductor suctions from No.1 line valves CL072, CL073 CL149, CL150, CL151, CL152
Open No.2 line drop valve CL107 Open Direct suctions to slop tanks valves CL055, CL056 CL153, CL154, CL155, CL156
Open Starboard slop tank main suction valves CL022, CL262 Close No.2 centre suction valve CL011 Open Drain valves to No.3 starboard tank CL157, CL158, CL201
Close Port slop tank main suction valves CL023, CL263 Open Eductor suction valves from No.2 line CL074, CL075 Open Drain valves to No.3 port tank CL160, CL159, CL200
Open No.4 starboard suction valve CL016 Close Eductor suction valves from No.1 line CL072, CL073 Open Manifold crossover valves CL112, CL113, CL114
CL115, CL116, CL117
Close Starboard slop tank main suction valves CL022, CL262 Close Eductor suction valves from No.2 line CL074, CL075
Open No.1, 2, 3 and 4 manifold valves CL098, CL099, CL100
Open No.4 port suction valve CL018 Open Stripping line bulkhead master valve CL053
CL101, CL102, CL103
Close No.4 starboard suction valve CL016 Open Stripping line blocks to 1 - 5 wings valves CL040, CL041 CL104, CL105
CL042, CL043
Open No.5 port suction valve CL021
CL044
Close No.4 port suction valve CL018 Close in on valves CL106 and CL107 as required to divert the flow of water.
Open No.1 wing stripping suctions valves CL029, CL030.
Open No.5 starboard suction valve CL019

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Illustration 2.7.2d Line Cleaning No.1 Main Cargo Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL 199V
CL CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V No.5 Starboard CL CL CL CL
H H H H
Eductors Water Ballast CL197V 105V 104V 103V 102V
CL080V CL217V CL216V CL215V CL214V
Bilge H
CL (700m3/h) CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL051V CL
CL125V 286V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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On completion of flushing the manifolds to No.3 wing tanks proceed to flush Open High discharge valves to port slop tank CL122, CL272.
the cargo stripping line through to the slop tank.
h) Start up No.1 MCP, open valve CL118. Flush the starboard slop
to the port slop tank.
Position Description Valve
Open Cargo stripping line block valve CL097 i) Stop No.1 MCP on completion.
Open Stripping pump discharge valve to ODME CL096
Open Port slop tank discharge valves CL122, CL272
Close Drain valves to No.3 port CL160, CL159, CL200
Close Drain valves to No.3 starboard CL157, CL158, CL201

e) Flush through the eductors into the slop tanks.

Position Description Valve

Open Eductor suction valves CL079, CL080
Open Eductor discharge valves to slop tanks CL252, CL253
Open Eductor suction crossover valves CL072, CL073

f) Change over to flush through the ODME into the slop tank.

Position Description Valve

Open Discharge valve to ODME CL094
Open No.1 MCP discharge valves to ODME CL088, CL089
Close No.1 MCP discharge valve to deck CL085

Close Stripping pump discharge valve to ODME CL096

g) Stop No.1 MCP on completion and close valves CL057 and

CL118. Line up to flush internally.

Position Description Valve

Close Sea valve CL057
Close Intermediate sea valve CL068
Close No.1 MCP discharge valve CL118
Open Eductor suction valves to No.1 line CL066, CL067
Open Starboard slop stripping suction valve CL056
Open No.1 MCP suction valve CL059
Open No.1 MCP discharge valves to ODME line CL088, CL089
Open Block valve to ODME line CL094

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Illustration 2.7.2e Line Cleaning Tank Cleaning Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL CL CL CL
CL125V No.2 286V CL051V No.5 H
086V 119V 060V H CL H CL No.4 H CL 006V CL CL
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Iran Dena Cargo System Operating Manual

Procedure for Line Wash with the Tank Cleaning Pump

Prior to any tank cleaning it will be necessary to ensure the tank cleaning pump
has been flushed through.

a) Draw from the starboard slop tank and discharge back into the
port slop tank; ensure the balance line is open.

Position Description Valve

Open Tank cleaning pump suction valves CL069, CL070
Open Tank cleaning pump discharge valve CL095
Open Block valve to ODME line CL094
Open High discharge valves to port slop tank CL122, CL272
Open Starboard slop tank suction valve CL054

b) Start the tank cleaning pump and flush from the starboard to the
port slop tank.

c) Using the procedure described for water washing, line up to

tank clean all cargo tanks using both the slop tanks with the
balance line open.

d) Strip all pump room lines on completion of washing.

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Iran Dena Cargo System Operating Manual

Illustration 2.7.2f Line Cleaning Stripping Pump
No.3 Cargo Main Line
CL194V CL CL CL CL
No.2 Cargo Main Line 142V 144V 146V 148V
No.1 Cargo Main Line CL CL CL CL208V CL CL207V CL CL206V CL
159V 160V CL209V
Cargo Oil Stripping Line CL210V 141V CL211V 143V CL212V 145V CL213V 147V
CL
To Tank Cleaning Main CL CL CL CL CL 199V
CL CL CL CL
CL135V 200V 228V H
098V 227V H
099V 226V H
100V 225V H
101V
CL195V
Tank Cleaning CL
Sampling Point CL Heater CL No.4 COT 264V
Port Wing PT PT
H 136V 137V H H H H
CL
132V
CL094V H CL121V CL255V CL109V H H H CL112V CL113V
CL
CL081V CL PI 139V H H H
H CL110V CL114V CL115V
122V
Bilge From H CL129V H
Suction Water Ballast No.2 CL111V CL116V CL117V
(Void CL System PT
CL CL079V Pipe Trunk CL
Space) 254V 134V Cargo Oil CL 058V
H
Stripping 256V CL CL CL CL
No.5 Starboard CL197V H H H H
CL080V Eductors Water Ballast 105V 104V 103V 102V
Bilge H (700m3/h) CL217V CL216V CL215V CL214V
CL CL Tank CL CL
Suction 123V H
251V 131V 133V CL CL
(Fwd) CL CL No.1 158V 157V CL221V CL CL222V CL CL223V CL CL224V CL No.3 COT
161V 084V CL 8k Air CL CL 156V 154V 152V 150V Port Wing
From CL CL198V
Bilge Vacuum 078V 128V 138V 140V H CL106V CL202V CL CL203V CL CL204V CL CL205V CL
Suction System From CL
CL 201V 155V 153V 151V 149V
(Aft) CL Fire Line H CL107V
CL 168V From
H 268V No.4 COT
096V PT PT CL Inert Gas CL108V H
PI CI Starboard Wing
270V Main
H H CL CL
269V 267V
CL CL130V CL Pump Room Bilge No.5 No.4 No.2 No.1
097V Cargo Oil Stripping Pump (450m3/h x150mth) 082V Stripping Eductors CL272V Water Ballast Tank Water Ballast Tank No.3 Water Ballast Tank Water Ballast Tank Water Ballast Tank
H (10m3/h) (Port) (Port) (Port) (Port) (Port)
Tank Cleaning Pump (3,000m3/h x150mth) H
CL071V Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
PT PI CI PT
CL055V (Port) (Port)
H H

CL CL127V CL CL277V H
095V 069V
CL CL CL
H H 166V 180V 181V H H H CL253V

CL CL CL CL CL
076V 077V H H H H
092V 093V PT PI CI PT 083V CL H H CL
030V 009V
H A H H H CL053V CL261V CL260V CL259V
CL H H CL CL H H CL CL H H CL CL H CL
CL CL CL CL CL CL H
021V 018V 034V 015V H 012V
CL126V No.3 023V 038V 036V 032V No.2 H No.1
087V 120V CL CL CL 061V 074V 075V Cargo Oil Cargo
CL H H CL H CL H CL H CL
H H 165V 179V 182V H H
044V 043V 042V 041V Tank CL Oil Tank
H
CL H
263V 040V
CL CL 070V (Centre) (Centre)
CL CL 062V 063V
090V 091V PT PI CI PT CL050V
H CL H CL H CL H CL H CL H CL
H A H H 049V 039V 048V 047V 046V 045V
CL CL No.2 CL CL CL
CL125V 286V CL051V CL No.5 CL CL H CL CL
086V 119V 060V H H No.4 H 006V
CL CL CL 024V Cargo Oil 025V Cargo CL H CL No.3
H
027V
H
028V
H
002V
164V 178V 183V 026V 014V CL
H H H H H H Tank Cargo H
005V
H
CL Oil Tank
262V (Centre) Oil Tank
CL CL CL CL (Centre) H CL
CL CL (Centre) 004V
088V 089V PT PI CI PT 064V 065V 072V 073V CL CL CL CL CL
H H H H H
020V 017V 011V H CL 008V 001V
H A H H
003V
CL CL CL124V No.1 CL CL052V CL
085V 118V 059V 022V CL CL CL CL CL CL CL CL CL CL
CL CL CL H H H H H H H H H H H
163V 177V 184V H H CL071V 037V 019V 035V 016V 033V 013V 031V 010V 029V 007V
H
Cargo Oil Pumps CL CL
(5,500m3/h x150mth) 066V 067V CL252V
H
Steam and Air
Condensate
PI CL054V
H H H
Sea Slop Tank No.5 Cargo Oil Tank
Chest (Stb'd) (Stb'd) No.4 Cargo Oil Tank (Stb'd) No.3 Cargo Oil Tank (Stb'd) No.2 Cargo Oil Tank (Stb'd) No.1 Cargo Oil Tank (Stb'd)
CL CL CL CL056V
Key 057V 068V 192V No.5 No.4 No.3 No.2 No.1
CL CL Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Sea Water 250V 191V (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
8k Air

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Iran Dena Cargo System Operating Manual

Procedure for Line Wash with the Stripping Pump

a) Line up to flush the stripping pump into the slop tanks.

Position Description Valve

Open Stripping pump suction valve CL082
Open Stripping pump discharge valve to ODME CL096
Open Starboard slop stripping suction valve CL056
Open High discharge valves to port slop tank CL122, CL272

b) Start the stripping pump slop tank to slop tank, then strip
through all cargo pump drain lines.

Open Cargo pump drain line master valve CL083

Close Stripping pump suction valve CL082
Open No.1 , 2 and 3 MCP sea line crossover valves CL062, CL063
CL064, CL065
CL066, CL067

Position Description Valve

Open No.1 MCP drain valves CL177, CL184
Open No.2 MCP drain valves CL178, CL183
Close No.1 MCP drain valves CL177, CL184
Open No.3 MCP drain valves CL179, CL182
Close No.2 MCP drain valves CL178, CL183
Close No.3 MCP drain valves CL179, CL182

c) After stripping through each of the pump’s respective lines,

shut down the stripping pump and shut down ALL valves on
the system.

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Illustration 2.7.3a Oil Discharge Monitoring Equipment

Key To / From
Solenoid Valve Box
Fresh Water Cargo Control Room
Sample Probe Flow Meter Probe
Ballast Water
Fresh Water To VRC 7 8 9 F
H Supply 4 5 6 E
Control Air
Cleaning XA 1 2 3 D
CL121 Oil Discharge
H CL122 Water 2110 O D M EMK III
A 0 B C

Electrical Signal Monitoring

Tank Calculator
CL251
To Starboard
Slop Tank
CL272 CL071 Upper Deck

Pipe Trunking
H

CL058 Valve Manifold

Discharge
Discharge >15 ppm.
<15 ppm

Hydraulic Panoply
V1' Red

Pressure V1
Transmitter Red
Strainer Red
Oil Content
Meter Cabinet
V5 Blue Blue
Green
WBT No.5 (Starboard) Slop Tank (Port) Green
(Dirty Tank) V3
Measuring
Test Pot Vessel
Control Air
Supply

H From
Stripping
PC Set At 4.8 bar
CL096 Pump

H CL094

To Pump Room Sludge Tank

From Cargo Oil Pumps
Pump Room Engine Room

Hazardous Area Safe Area

Issue: Final Draft 2.7/2.7.3 Page 1 of 7

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Iran Dena
2.7.3 OIL DISCHARGE MONITORING EQUIPMENT
Maker: Seres
Model: S663 Mk lll
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 shall 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 shall 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.
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 can be 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 subject of a surface examination
prior to discharge.
Prior to any discharge overboard, the oil monitoring and control system
shall undergo pre-start checks and the input of data variables. The system
will remain fully operational during all phases of discharge and the printed
record confirming time and data will be retained on board for a period of
at least three years.
All ballast and effluent discharge operations shall 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 are not required.
Issue: Final Draft
Prior to the discharge of ballast and oil contaminated water the cargo officer
shall use the portable cargo monitoring/interface detector, in accordance with
manufacturer’s instructions, to determine the position of the oil/water interface
and shall record the resultant measurement prior to the commencement of a
monitored discharge.
It should be ensured that all valves not required for the particular operation
being undertaken, are kept in a fully closed position.
Procedure for Line Flushing of Oil Discharge Monitoring
System
A supply of fresh water for system flushing is connected to the three-way
zero water pneumatic valve through a non-return valve from a 100 litre header
tank.
During the flushing cycle, the sampling pump takes suction from this tank
and, through the two-way circulation stop valve, passes clean water through
the measuring vessel before returning to the flow detector and three-way back
flush valve where it is routed to the sampling probe. Fresh water make-up is
made from the permanently installed water supply line, consumption being
approximately 80 litres for each flushing cycle.
Oil Monitoring and Control System
Introduction
The oil discharge monitoring and control system 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 fitted to this vessel consists of the following main elements:
• Sampling system
• Monitoring system
• Control system
The descriptions of these main elements are detailed in the following sections.
Sampling System
The major components required for the sampling of contaminated oil discharge
are located in the hazardous area and consist of:
• A sampling pump and motor assembly located on the bulkhead
between the pump room and engine room
Cargo System Operating Manual
• The oil content meter and measuring vessel penetration located
above the sampling pump
• A control valve assembly (hydraulic panoply)
Referring to illustration 2.7.3a, a single sample probe is provided in the ODME
system. This is located on the side of the horizontal 650mm piping section to
the starboard high overboard discharge main line upstream of valves CL094
and CL096 and penetrates to a depth of one quarter of the diameter of the
discharge pipe.
During operation, the oil monitoring sample system extracts a sample from
the probe which is routed through a local manually operated probe isolating
valve to the control valve assembly (hydraulic panoply). The sample is drawn
through a mesh filter to a three-way zero water pneumatic valve and a two-way
circulation stop pneumatic valve before passing to the sample pump inlet.
From the sample pump discharge, the sample is routed directly to the
measuring vessel.
The sample, after passing through the measuring vessel (analysis section), is
returned to the hydraulic panoply. The sample passes through the in-line flow
detector/indicator, a manually operated flow regulating valve and a three-way
backflush pneumatic valve before being discharged to the port side slop tank.
The air supply for the panoply mounted flow indicator/ detector is taken from
the instrument air system and is regulated to 1.2 bar.
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 measuring cell
works on a principle of optical analysis whereby a laser diode, operating in
the infrared wavelength and through a fibre optic cable, transmits a beam of
light across the sample. Compensation for entrapped air and particle content is
made by a compensation cell to avoid light transmission loss.
Light scattered by the oil content is detected by the measuring cell and
a scattering detector which discriminates any deflection from solids which
might otherwise cause spurious alarms. The ratio of scattered light to
compensated transmitted light is directly related to the oil concentration and
this ratio is converted to an electrical signal for further processing by the
oil content meter electronics.
To ensure optical analysis, a pneumatic piston, fitted with a two wiper seal,
automatically cleans the measuring vessel. The self-calibration system
(zeroing) is operated automatically and controlled by the control unit according
to the specific keyboard command.
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Control Unit - Cargo Control Room The alarms (programmed and non-programmed) incorporated within the Outputs Recorded
control unit microprocessor include the following:
The control unit provides the means of total supervision of the monitoring
Introduction
• 30 litres/nautical mile exceeded
and sampling system and performs the function of a computer and recording
• Discharge valve incorrectly open The outputs from the control unit are recorded by the thermal printer. Each
device in respect of allowable discharge operations.
record must be retained for at least three years.
• Total oil limit exceed
The digital visual display unit shows the data for any current discharge
• 15ppm exceeded The printer will be provide a listing every 10 minutes during operation and
situation and gives instantaneous alarm indication.
will provide immediate and additional listings such as:
• 100ppm passed
A thermal printer is incorporated within the cabinet to provide data required • Each time the equipment is switched on
• 999ppm range exceeded
in compliance with IMO Resolution A.586(XIV). • Each time an alarm is raised
• Discharge flow under minimum range
Access to data input, operating mode etc, is through the 16 pushbutton • Each time data is changed or revised
• Discharge flow range exceeded
keyboard located on the unit. • Each time there is an increase of 10 litres/nautical mile in the
• Flow meter failure
quantity of oil being discharged
• Ship’s speed too high > 20 knots
Control Unit - Alarms, Controls and VDU Displays
• Ship’s speed too low Notified Outputs
Introduction
• Water failure The printer will provide the following data according to the sampling mode:
The control unit has a user’s access code, which must be entered prior to • Motor pump wrongly powered • Date (Day/Month/Year) and time (24 hours GMT)
the changing of input data. • Calibration failure • Channel selected manually selected (No.l)
• Oil content meter failure • State of discharge (permitted/prohibited)
Control Unit Panel Facilities
• Printer paper failure • Position of discharge valve (open/closed)
• VDU intensity control
• Flow rate input value
• Mains supply indicator Automatic and Manual Input
• Total oil limit in litres - manually input
• Alarm indicator/acknowledge pushbutton Automatic Inputs
• Power on/power off
• Auto/manual keyswitch Concentration of oil in parts per million (ppm) as a real value derived from
the installed oil content meter. • Monitoring
• Keyboard
• Instantaneous rate of discharge of oil in litres/mile
• Visual display unit Time (based on GMT) and date, are pre-programmed until the year 2020.
• Total quantity of oil discharged
Memory is maintained for a maximum of three months by a rechargeable
• Thermal printer
battery back-up regardless of mains disconnection. • Input value of oil content in ppm
• Ship’s speed input value
Alarms and VDU Displays Effluent outflow rate is obtained from the installed flow meter system.
In case of an alarm condition the (red) alarm indicator will illuminate together Other data is listed or displayed on the VDU, as appropriate, according to
The ship’s speed through the water, obtained from the ship’s speed log.
with an audible alarm from the control unit. specific operating parameters or malfunctions, i.e. vessel under voyage etc.

Pressing the alarm indicator pushbutton will acknowledge the specific alarm Manual Inputs Starting Interlock
condition and cancel the audible alarm. The alarm indicator lamp will stay
lit until the fault is rectified. Manual inputs are not normally required except for the verification of the The Resolution A.586 (X1V) requirement for a starting interlock is satisfied
Any message currently displayed on the VDU will be accompanied by a new sample channel and the selection of total oil reset, total oil limit and ship by electrical control between the control unit and a relay based on interlock
message at the bottom of the screen, detailing which alarm parameter has situation data. circuits contained in the cargo valve console.
occurred and (where applicable) the rectification procedure that should be
followed. This can be displayed upon demand.

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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
CL058 and slop tank return valve CL122.
Flow Rate Indicating System
The ODME control unit is provided with an automatic input rate of effluent
discharge from the 650mm 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.
Ship’s Speed Indicating System
The system consists of a electromagnetic speed log, a transmitted signal of
which is 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:
Pump Room Operation of the ODME Ballast Monitor
• Ensure that an adequate air supply is available to the monitoring Programming Procedure for Ballast Monitor
system.
When the line flushing and pre-operational checks have been carried out, the
• Check and adjust the regulator serving the hydraulic panoply following operating procedures are carried out at the control unit panel:
mounted flow detector to 1.2 bar.
a) Inform the bridge and engine room watches that discharge of
• Open the fresh water flushing/calibration shut-off valve from
ballast or slops is in progress. The bridge look-out should report
the header tank and ensure the tank is full to operating level.
to the OOW, any oil or discolouration visible in the outflow or
The level of the header tank is automatically controlled by a
wake of the vessel. A seaman, equipped with a radio, should
topping up ball cock.
ideally be stationed above the overboard discharge to warn the
OOW of any oil or discolouration, especially when the level in
• Check all drains valves in the monitoring system are closed.
the tank is low.
(Note: Do not touch the hydraulic panoply flow regulating valve unless
b) Set the control unit main switch to ON, this switch is located
absolutely necessary. The valve is preset during commissioning to
behind the cabinet.
give a sample flow of between 700 and 750 litres/hour through the
ODME system.)
c) A data and time display appears after the initial VDU display of
POWER OFF. POWER ON.
• Open the sample probe isolating valve.
d) The screen displays STANDBY conditions. Hold key E until the
On Deck display shows:
• Take oil/water interface readings of the heavy weather ballast ENTER CODE ?
tank(s) and/or of tank washings contained in the slop tanks by
Enter data and B
using the MMC detector.
Type Key 3 and B
Cargo Control Room Enter the three figure code then press key B.
• Ensure that 220V power is available to the ODME control
(Note: Operation of the EMERGENCY STOP facility will stop any discharge
unit.
overboard and divert effluent outflow to the port slop tank.)
• Check that the control unit printer has sufficient paper.
• Inform the engine room of the cargo pump requirements.

Engine Room • Start-up the hydraulic power pack and open the relevant cargo
valves.
• Ensure that the 440V supply is available to the sample pump
motor starter. • Inform the OOW of an impending discharge. Make an initial
entry in the Oil Record Book.
• Check that the 220V mains supply switch in the oil content
meter cabinet is ‘ON’.

• Ensure that the air supply to oil content meter is available.

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Once the three-figure code and B has been entered, the INPUT DATA AND 04 and B the information Done appears on day line Entering the Ship’s Speed
PROCEDURE page appears as follows:
11 and B the information Done appears on month line
DATE AND TIME 1 a) Press key 4 and wait for the speed page to appear.
02 and B the information Done appears on year line
CHANNEL AND FLOW RANGE 2
14 and B the information Done appears on hour line
PPM 3
20 and B the information Done appears on minute line On automatic: Press key B, this is the normal operating status.
SPEED 4
DISCHARGE FLOW RATE 5 (Note: Do not press key F if further changes are required.)
On manual : Enter the current vessel speed between 1 and 20 knots,
SHIP’S SITUATION 6 multiplied by factor of 10, e.g. for 14 knots, type 1-4-0. The
Press key E to return to the INPUT DATA AND PROCEDURE page.
decimal point will position automatically.
TYPE OF PRODUCT 7
LIMIT TOTAL OIL 8 Selecting the Channel Manual input is to be updated to reflect any changes in the speed of the
RESET TOTAL OIL 9 vessel.
a) Press key 2 and wait for display of the CHANNEL AND
INBOARD TRANSFER 0 FLOW RANGE page. Press the key corresponding to the
chosen channel which, for this vessel, is 1. No other channel Entering the Ship’s Effluent Discharge Flow Rate
START CALIBRATION A
selection is relevant to this vessel.
TEST RUNNING B
a) Press key 5 and wait for the DISCHARGE FLOW RATE
BACK FLUSHING C b) Press key B. page to appear.
ADJUSTABLE PPM ALARM D
The channel number that has been chosen will be displayed together with the On automatic: Press key B this is the normal operating status.
END INPUT DATA E maximum and minimum flow rates corresponding to the channel.

(Note: The operator has two minutes to enter each item. If no new data is
entered after this time, the display returns to the original page.)
(Note: The following instructions are on the basis of programming all
variables at the outset of monitoring. If only one variable is to be
changed, then, following correct data entry, press key F to return the
unit to its correct monitoring or standby mode.)
The maximum and minimum flow rates are ROM programmed during
manufacture of the unit and it is not possible for the operator to change
this data.
Press key E and after display of the INPUT DATA AND PROCEDURE page,
type key F if no further inputs are required.
On manual: Enter an appropriate value obtained in m3/h from the pump
characteristic curves contained in the maker’s manual. Ensure
the value is between the pre-programmed channel limits (see
above) to avoid an alarm condition, then press key B.
Manual input is to be revised according to variations in the discharge rate.

(Note: In respect to programming any one variable, the operator must first
access the INPUT DATA AND PROCEDURE page.)
Entering the Data and Time - if the Displayed Data is Incorrect
Press key 1, the instruction page will appear.
Example:
DD MM YY GMT CHANNEL
42 01 02 02.24
Entering the PPM Information
Entering the Ship’s Situation Data
Press key 6 and after the display of the SHIP’S SITUATION page, select the
a) Press key 3 and wait for the PPM page to appear. code corresponding to the vessel’s situation:
On automatic: Press key B, this is the normal operating status. 0= Proceeding (normal situation). Monitoring of discharge from
vessels outside the special zones. Discharge limit to 999ppm,
On manual: Press key 3 after display of the INPUT DATA AND 30 litre/nm and total oil limit. The total oil limit computation
PROCEDURE page. is printed every 10 minutes.
Type estimated ppm value, then press key B. 3= Clean ballast. Discharge limit to 15ppm. No computing
functions.

This information is obviously incorrect. To change it, follow the instructions

given on the VDU screen. For example, to enter the following data 04.01.02
14h20 type as follows :

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Entering the Type of Product Data (Note: THE TOTAL OIL LIMIT reset facility, detailed above, is to be used Test Running
only if the SHIP SITUATION data is required to change or the oil To obtain a test run of the equipment, press key C which will place the unit
residues remaining from the previous loaded voyage have been in a measurement mode using clean water from the header tank. Discharge
a) Press key 7 and a list of product codes appears on the VDU
properly discharged.) overboard is prohibited in this mode.
screen.
Where an oil contaminated deballasting or effluent discharge operation has
b) Choose the code corresponding to the product carried by the
been staged, suspended or interrupted during a specific ballast voyage then the Backflushing
vessel on its last loaded voyage and before ballast discharge.
record of the TOTAL OIL LIMIT must be left unchanged pending completion To backflush the entire sampling system, press key D. This mode may be
Type the code then B.
of the ballast passage. used for cleaning the unit and to check the sample pump operation. Discharge
overboard is prohibited in this mode.
0 = Arabian light, Nigerian medium, Light diesel, Kerosene, Minas
Inboard Transfer
1 = Heavy oils, Bachaqueros, Residual fuel (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
2 = Light crude oils, Sahara blend, Saharien a) Press key 0 and after display of the INBOARD TRANSFER not under pressure.)
3 = Light distillate oils, leaded and unleaded gasolines page, a list of options available appears on the VDU screen.

Return to Initial Page

Resetting the TOTAL OIL LIMIT to Zero Choose the option required and type B.
To return to the initial page press key F. The system will now be ready to
• Option ‘0’ onboard transfer monitor the discharge of effluent.
Press key 9 and display the TOTAL OIL LIMIT page. Press key 0 to • Option ‘1’ overboard discharges
reset the TOTAL OIL LIMIT to zero. Emergency Stop
(Note: The operator must ensure option 1 has been chosen prior to the
(Note: Do not reset the Total Oil Limit if the effluent discharge is subsequent commencement of any overboard discharge.) If necessary, press key E, 3 and B. The overboard discharge is immediately
to an earlier discharge during the same ballast voyage.) stopped.

Entering the Start Calibration Data

Entering the Total Oil Limit Data Calibration/Flushing Procedure

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 sea during successive
discharge operations in 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 38,000 tonnes oil (S.G.
0.85) was carried on the previous loaded voyage. Total oil limit may be
calculated as follows:
38,000 divided by 30,000= 1.267 tonnes
Convert this figure to m3 by dividing by the SG, and convert this result to
litres by multiplying by 1,000. e.g. 1.267¸ 0.85 x 1000 = 1490 litres. Enter
this value using the keyboard.
Press key 8 and after display of the TOTAL OIL LIMIT page, and enter the
data in litres.
a) Press key A to obtain a display of the START CALIBRATION The ODME is equipped with an automatic calibration device which can avoid
page. the handling of hydrocarbons by the operator and it is recommended that the
procedure should be adopted prior to each discharge operation.
b) Press key D to start a manual calibration cycle.
To Execute a Calibration Cycle on this Ship
To lock on to the automatic calibration facility, after display of the START
CALIBRATION page, press key C to enter the timing of the calibration cycle
and which will thereafter occur every 24 hours. Enter the hour, and check all a) Press E on the keyboard and then enter the code 258 B.
minutes are at zero. Press key B.
b) Following the display of the INPUT DATA AND PROCEDURE
At the end of the calibration cycle, the control unit will be revert to its page, press key 3 to check that the ppm information is
on automatic. If the ppm information input is manual, the
position before commencement. Generally the calibration/flushing cycle will
take between 4-5 minutes to complete and consume approximately 80 litres calibration cycle cannot be made.
of fresh water.
c) Press E again, then A to start up a calibration cycle.
(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.)

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d) The printer will produce the following record. If the total quantity limit is reached. b) Slow down the discharge pump when there is approximately
a 1m level remaining in the tank, in order to avoid vortex
START CALIBRATION a) Stop the discharge pump immediately and secure the cargo formation and possible disturbance to the oil layer.
followed by: system.
c) Station a watch-keeper, with a radio, above the discharge point
DISCHARGE PROHIBITED to provide an early warning of water discolouration.
If the ODME suffers a malfunction or failure.
DATE TIME
CHANNEL, SPEED, PPM, FLOWRATE and a) Stop the discharge pump and secure the cargo system. d) Be prepared to stop discharging at the 30 litre/nm alarm limit.
OVERBOARD VALVE POSITION
b) Depending on the malfunction, attempt to rectify the fault using e) Be prepared to stop discharging at the Total Limit Alarm.
e) During calibration the sampling pump draws oil-free water the troubleshooting page shown on the control unit display.
from the header tank. The zero is automatically adjusted. (Note: Always ensure overboard valve CL058 closes and recirculating valve
CL122 opens on reaching an operational or alarm status.)
f) If the ODME is unable to complete the automatic adjustments, Commencement of Ballast or Contaminated Oil Discharge
a CALIBRATION FAILURE alarm is set off.
a) Ensure that all line flushing/tank washing operations are Shut Down Procedure
g) Refer to the trouble-shooting page by pressing key C and make properly completed.
the necessary rectifications. On completion of discharge operations.
b) The oil discharge line will be higher than the cargo system
h) Press D to start up automatic calibration. discharge line. a) Stop the discharge pump.

c) Ensure all the pre-operational checks for the ballast monitor b) Open recirculating valve CL122, the overboard valve CL058
Action in Case of ODME Alarm system have been completed. closes.

In the case of exceeding an operational limit, or receiving an equipment d) Check that the IG plant is available and on standby, and that all c) Ensure that the ODME system executes the full calibration/
malfunction alarm, all overboard discharge operations will be stopped by the the relevant IG/vent distribution systems valves are set to their flushing cycle to completion.
control system pending further effluent processing (if possible) or system correct positions.
rectification. d) Ensure the print recorder shows completion of operations.
e) Set up the ODME control unit as described previously.
The action, in the case of manual (override) operation, consists of stopping the e) Switch off the oil content meter and control unit and open the
discharge pump(s) and closing the overboard valve CL058. The important parameters being:
sample pump isolator (as long as automatic flushing is not
• Ship’s situation required).
If the instantaneous rate of discharge (30 litre/nm) is exceeded.
• Type of product
f) Isolate the sample probe and fresh water supply valves (as long
a) Stop the discharge pump and secure the cargo system main valves. • Total oil limit as automatic flushing is not required).

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.
f) Execute a manual calibration/flushing procedure. g)
Slowly run up the discharge pump to induce suction and prevent surging and
divert the flow into the port slop tank through recirculating valve CL122. When h)
the instantaneous rate of discharge is stabilised at a low reading, the overboard
discharge valve CL058 will open and recirculating valve CL122 will close. i)
Run the discharge pump at a suitable speed with the required outflow rate and
observe the litre/mile instantaneous rate output carefully.
(Note: The system should execute an automatic calibration/flushing cycle
Periodic Checks During the Discharge
a) Carefully observe any diminishing tank levels.
Execute the final line flush to the port slop tank on completion
of the contaminated oil discharge.
Secure the discharge system.
Make the appropriate entry in the Oil Record Book - Part II
which is to be countersigned by the Master.
every 24 hours when in STANDBY mode. When this is not required
ensure that the power switch on the back of the control unit is in the
OFF position and items e) and f), above are isolated.)

Issue: Final Draft 2.7/2.7.3 Page 7 of 7

PART 3 CARGO OPERATIONS - CONTROL AND INSTRUMENTATION

3.1 Control Systems

3.1.1 System Overview

3.1.2 Mimic Panels

3.1.3 Control of Valves and Pumps

3.1.4 Super Cargo - XL Cargo Handling System (SC-XL)

3.1.5 Ballast Exchange Program

Illustrations

3.1.1a Super XL Main Menu Display

3.1.1b System Overview Screen

3.1.2a Cargo Mimic Panel

3.1.2b Ballast Mimic Panel

3.1.4a Guidance Message Flow Diagram For Automatic Loading Control

3.1.4b Guidance Message Flow Diagram For Automatic Unloading Control

3.1.5a Ballast Exchange Plan and Control Screen

3.1.5b Ballast Exchange Control Sub-Menu

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Illustration 3.1.1a Super Cargo XL Main Menu Display

NO.1 Vacuum Pump Unit Suction Pressure Signal Breakdown 3 1 /M a r /2 0 0 2 1 0 :11

NO.3 AUS Separator Level Low

SYSTEM UTILITY
NO.4 AUS Separator Level Low

SUPER CARGO - XL

TANK DATA EQUIPMENT SYSTEMS HULL ALARM LOAD.AUTO. DISCH.AUTO. OTHERS

CONDITION CONTROL CONTROL

MONITORING1
Overview Overview Hull Alarm Loading Discharging Port &
Equipment Cargo Data
Graphic Graphic Stress Sequence Plan Plan
Register

Cargo AUS Manifold Displace Alarm Loading Discharging Tank Data

for Cargo -ment Data Simulation Simulation Input

MONITORING2
Ballast AUS Cargo System Loading Discharging Status
& Misc. for Ballast Tanks Overview Automatic Automatic Manual
Control Control Input

OMICRON Pump Loading Discharging

System BALLAST Log
Room Trend Trend
Alarm EXCHANGE

Tank Ballast Loading Discharging Loading

OPERATION
Cleaning Exchange Parameter Parameter Calculator
Plan Set Set

Ballast Ullage
Ballast Exchange Report
Control

Ballast R.O.B./
F.O./D.O. O.B.Q.
Exchange
Trend Report

Tk.Vent Ballast
Exchange Training
& I.G.
Parameter

Execute Hold Reject Hold Associated

List Screen
DRAFT

PORT TRIM(m) Buzzer Page Page

(m)

Menu Home Window Ack.

AFT FORE Stop Up Down
STBD HEEL(deg.)

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PART 3: CARGO OPERATIONS - CONTROL AND
INSTRUMENTATION
3.1 CONTROL SYSTEMS
3.1.1 SYSTEM OVERVIEW
The Super Cargo - XL cargo operating system developed by Mitsubishi Heavy
Industries is the hub of the automatic loading, discharging, monitoring and
control of cargo operations on this vessel, additionally the system includes the
loading computer for calculating the hull stresses. The system has six CPUs,
three are located together on the main cargo console in the cargo control room
(CCR) and utilise 21 inch monitors and a desk top type CPU in the CCR which
has a 17 inch monitor. There is a CPU located on the wheelhouse main console
on the starboard side with a 17 inch monitor, this system on the bridge is for
monitoring purposes only and has no operational function. The remaining CPU
with a 17 inch monitor is located in the chief officer’s office, this unit has full
operational control and planning capacity. Windows NT 4 software is used as
the operating system platform.
The stations in the CCR on the cargo console are where the cargo operations
will be conducted, the other stations are where monitoring and cargo planning
can be made and their simulations run to ensure that during the actual
implementation of the plan all criteria is met for draught, trim, hull stresses,
loading rates and tank levels.
Data from the following areas are processed by the main PLC which is initially
sent to the four CPUs in the CCR, as shown in the illustration 3.1.1b, via a
serial data line and then transferred to the main PLC via ethernet data lines:
• Tank level and draught gauging system
• Hull stress monitoring system
• Gas sampling in the ballast tanks
• Gas alarm detection system in the pump room and
accommodation
• Cargo tank independent overfill alarm
• Vapour pressure alarm system
• Cargo and ballast pump turbine and pump monitoring, including
the tank cleaning and stripping pump
Data transfer from the main PLC to the programme control unit in the engine
room for control of the cargo and ballast pumps is via a fibre optic line. Fibre
optic data lines are also used for sending command data for the control of the
cargo and ballast system hydraulic valves.
The three CRTs in the CCR are used to monitor and operate the functions of
the SC-XL. Although the three monitors can show individual windows, only
Issue: Final Draft
one screen is authorised to carry out function operations, the other two are used
for monitoring only. The authorised screen is the last screen to be opened in
the sequence.
The root menu screen covers eight function areas, within each function area
there are several further sub menus as follows:
Tank Data
Overview Graphic: From this screen a graphical overview of the cargo and
ballast tanks can be seen. The information displayed covers the individual tank
name, cargo code name for each tank, observed ullage and if it is in an alarm
condition, corrected ullage, present ullage, calculated flow rate and remaining
volume.
Cargo Screen: This tabulated screen allows the operator to monitor the tank
level data in each cargo tank.
Ballast and Misc Screen: This tabulated screen allows the operator to monitor
the ballast tank levels and miscellaneous tanks which include the fuel oil
bunker, settling and service tanks and the diesel oil storage and service tanks.
Equipment
Equipment Screen: This screen display has two pages, the first page displays the
condition of the main cargo, tank cleaning and ballast pumps. This information
includes individual pump speed, pump flow rate, discharge pressure, suction
pressure, bulkhead stuffing box temperature, pump upper and lower bearing
temperatures, pump casing temperature, pump vibration, steam chest pressure,
control condition either local or remote, pump status either preparation finish,
warming up, warming up complete and run. The alarm condition for each
pump is also displayed. This screen also has the emergency stop function
buttons for each turbine driven pump.
The second equipment page allows the operator to monitor and control the
hydraulic pump unit for the activation of the cargo and ballast valves. The
ODME monitoring system can also be initiated from this page. Indication of
the drum level and steam pressure for each boiler and the pressure in the cargo
vacuum condenser is displayed. The operator can also control the starting and
stopping of the pump room fans and pump room escape trunking fan.
AUS for Cargo: This screen has two pages. The first page shows the individual
AUS control panels for the main cargo pumps and the control panel for the
vacuum pump units. The second page shows the AUS pipeline condition and
each separator level status. This page allows the operator to select icons with
window functions either with the mouse cursor or via on-screen touch. These
operational windows lead directly into the function pages for those items.
Cargo Operating Manual
AUS for Ballast: This screen has two pages. The first page deals with the
ballast AUS control panels and vacuum pump units. The second page is similar
to page two for the cargo system AUS, except it deals with the ballast system
AUS pipeline condition.
Omicron System Alarm: This screen has two pages, the first page gives the
independent tank level 98% level overfill and alarm indication. The second
page allows the operator to monitor the vapour alarm system, gas alarm
detection and monitoring system in the pump room and accommodation and
the gas sampling system in the ballast tanks.
System
Cargo Overview: The window shows the operator the complete cargo system
and allows access to individual pumps and valve functions and their individual
sub main level faceplate windows.
Manifold: This window gives the operator a closer view of the manifold
area plus the option to set and control valves. The manifold pressure is also
indicated on this screen.
Cargo Tanks: The operator can monitor the line up from this screen and also
operate any control valves. The manifold pressure is also indicated on this
screen.
Pump Room: This window has a more in-depth view of the pump room area
allowing the operator to select and control the pumps and remote control
valves.
Tank Cleaning: The operator can operate the control valves on deck for the
tank cleaning system. Indication of the tank cleaning line pressure and the
COW cleaning time are displayed on this screen.
Although a manual valve cannot be operated from the screens, indication of its
position can be shown on screen in order to assist the operator in memorising
which valves have been opened, or are in a closed position.
Ballast: This screen allows the operator to monitor the automatic line up of
the ballast system plus the ability to select and operate the ballast pumps and
control valves and to select and monitor the eductor performance.
FO/DO: This screen is used to monitor the bunker operations, with indication
of the observed level and alarm condition, corrected sounding, final preset
sounding, halfway preset sounding, volume, weight, calculated flow rate and
remaining volume for each fuel oil and diesel oil tank. Although there are no
remote control valves on this screen, the operator can select and change the
memory status conditions of the valves as a memory aid.
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Illustration 3.1.1b System Overview Screen

3 1 /M a r /2 0 0 2 1 0 :11

SYSTEM UTILITY
Gas Sampling System Gas Alarm System Hull Stress Tk. Level & Overfill Alarm Vapour Alarm Engine
Ballast Tanks Pump Room Monitoring Draft System System Monitoring
and Accommodation System Gauging Sys.

MONITORING1
C/O ROOM W/H CPU DESK TYPE
CPU UNIT UNIT (W/H) CONSOLE I/O BOX DESK TYPE
(C/O Rm.) (CCR) CONSOLE
(CCR)
UPS-3 UPS-2 UPS-1

CPU-6 CPU-5 Printer-2 CPU-4 CPU-3 CPU-2 CPU-1 Printer-1

MONITORING2
1 1 1 1 1 1 1
HUB 1

2 2 2 2 2 2 2

OPERATION
HUB 2

Remote I/O Unit-1 Remote I/O Unit-2 Remote I/O Unit-3

CARGO CONTROL ROOM CONSOLE (CCR)

2 A A A A
PLC PLC-4 PLC-3 PLC-4 PLC-1
1 B B B B
LOCAL UNIT-4 LOCAL UNIT-3 LOCAL UNIT-2 LOCAL UNIT-1
LOCAL PANEL (CCR) (Engine Room) (Hyd.Pump Unit Room) (Bosun's Store)

Execute Hold Reject Hold Associated

List Screen
DRAFT

PORT TRIM(m) Buzzer Page Page

(m)

AFT FORE Menu Home Window Ack. StopOK Up Down

STBD HEEL(deg.)

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Tk. Vent and IG: This screen allows the operator to monitor the IG status mode,
either IGS or fresh air, the IG deck main line pressure, O2 content of the IG
and IG outlet temperature. Although there are no remote control valves on this
screen, the operator can select and change the memory status conditions of the
valves as a memory aid. The status condition from the online data transfer of
the IG fans and topping up IG generator is shown. When the fans are running
their line colour will be changed from the normal white, stopped condition, to
a coloured, running indication.
Hull Condition
Hull Stress: The operator can see in graphical format the bending and shear
forces being experienced by the vessel from information processed by the
loading computer and the information received by the four strain gauges
located on the main deck. From this screen selection can be made for the stress
calculation to be in either harbour or sea going condition.
Displacement: From this screen the operator can view the actual displacement
of the vessel, which is automatically calculated from the observed draught and
hydrostatic table information installed into the software. A graphical view is
represented on screen of the trim and heel condition.
Alarm
Alarm Sequence: When an alarm condition is recorded the alarm buzzer on
the cargo console is sounded, the alarm sequence page will show the latest
alarm at the top of the page with indication of the date and time of the alarm,
channel number, message of the alarm condition and alarm limit that has been
reached. The alarm will be flickering red. Alarms that were stored on screen
will be sequentially moved down one place. The alarm buzzer is stopped via
the BUZZER STOP button at the bottom of the screen. The ACK. button is
used to accept the alarm which will now turn to a steady red light. On recovery
of the alarm condition the alarm message is erased from the list. In the event
that the alarm is not acknowledged before recovery of the alarm condition, the
alarm message will turn from red to green, the alarm message will be removed
from the alarm list when the ACK. button is pressed either via the cursor or
on screen touch.
Alarm Data Set: From this screen the operator can monitor and set the alarm
parameters and select repose conditions. There are five alarm groups, group
one covers valves, group two covers pumps, group three covers levels, group
four covers system alarms and group five covers the remainder. The full list of
alarm messages including each channel number, limit, units of measurement,
if the alarm has a repose facility, time allowance set figure and remarks are
contained in the manufacturer’s manual in the section Log Messages List.
Screen Overview: This screen monitors the system hardware. Any abnormal
conditions in the system will be indicated by the individual controllers
changing from white to red.
Issue: Final Draft
Load.Auto. Control
Loading Plan: The loading plan selection has four screens. Screen one is used
to input information for the engineering of the loading plan including the initial
loading condition for each tank, loading port data, eg. limit of draught and the
SG of the sea area, port code, cargo name and grade, API, volume and weight.
The operator can also call up existing plans which can be modified to suit the
new requirements on the loading conditions and saved as a new plan, register
the plan to the hard drive or floppy disk, submit the plan for the simulation
function test and print off the cargo report loading plan result or loading
simulation result.
Screen two shows a tabular and graphical result of the loading plan calculated
from the entry of the information for the plan which can be seen in the
various phases of the operation. This screen also allows the operator to make
adjustments to the tank loading volume.
Screen three shows a tabular result of each tank in detail calculated at each
phase of the loading of the parcels, including the trim and heel, shear forces
and bending moments of the vessel at the beginning and end of each phase.
Screen four shows a tabular result of the ballast plan condition for each tank
through the phases.
Loading Simulation: The loading simulation has four screens. After a loading
plan has been created, the loading simulation screens are used to assess the
validity of the plan and to make any changes.
Loading Automatic Control: This screen is used to initiate the commencement
of automatic loading of a predefined and simulated loading plan.
Loading Trend: The loading trend screen is used to track and monitor the
loading rate, hull stresses, tank levels, draught and trim and pump running
status on an elapsed time line basis. The results can be printed out or saved to
the hard drive.
Loading Parameter Set: This screen is used to set or modify the parameters for
the automatic control of the loading operation.
Disch.Auto. Control
Discharging Plan: There are four screens in this set-up. Screen one is used to
call up a premade plan giving the information on each parcel and the phase
discharge make up. There are control buttons for data transfer of the plan to the
discharge simulation function, register the plan, execute the plan in automatic
mode and to print the plan.
Screen two shows a tabular view of the planning result, hull stresses and
draught and trim values at each phase.
Cargo Operating Manual
Screen three shows a tabular result of the discharge test of each tank in detail
calculated at each phase of the discharge of the parcels, including the trim and
heel, shear forces and bending moments of the vessel at the beginning and end
of each phase.
Screen four shows a tabular result of the discharge test for the ballasting plan
and the condition for each tank through the phases.
Discharging Simulation: After a discharge plan has been created the data is
transferred to the discharge simulation function. The simulation programme
will show if the plan is valid, indicating the vessel’s stress conditions, draught,
trim and heel during the operation of the plan. Additionally it will show the
tank level changeovers and the commencement of COW operations.
Discharging Automatic Control: This screen is used to initiate the commencement
of automatic unloading of a predefined and simulated discharge plan. This
includes the operation and control of the main cargo pumps, automatic stripping
of the cargo oil tanks and control of the ballast pumps.
Discharging Trend: The discharging trend screen is used to track and monitor
the unloading rate, COW status, hull stresses, tank levels, draught and trim and
pump running status on a elapsed time line basis. The results can be printed out
or saved to the hard drive.
Discharging Parameter Set: This screen is used to set or modify the parameters
for the automatic control of the discharging operation.
Others
Port and Cargo Data Register: These two screens are used to input information
for port criteria including limitations on draught, maximum pumping capacities
etc and cargo type details which are then used during the set-up of individual
loading and discharging plans.
Tank Data Input: These three screens are used to enter tank data and should be
updated before online calculation and monitoring is initiated.
Status Manual Input: These screens are used to manually enter data if there is
an error in the process signal or feedback control, eg, tank level, valve position,
cargo pump trouble etc. Under these conditions any figures entered in this way
have their identification line colour changed for ease of identification.
Log: The log screen is used to monitor the occurrence of alarms, manual
operation of equipment, execution/reject/hold of guidance content under
automatic control conditions and set/reset of manual status. Up to ten history
logs can be saved to the hard drive, each file can have up to 1,000 entries. If
necessary the log files can be set for automatic printing or manually printed
on demand.
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Loading Calculator: There are four loading calculator pages. At the bottom
of page one, indication of the deadweight summery is given along with the
ship’s conditions which includes the forward, mean and aft draught, trim,
heel, propeller immersion, KM, KG GM GGo and GoM figures and warning
indication if any of the figures are outside of limits. A bending moment and
shear force graph is shown in the bottom right hand corner. The table at the top
of the page shows each cargo tank condition.
The other three pages in the loading calculator screen display show a tabular
view of the ballast water tanks condition, FO/DO tanks and the main lubricating
oil tanks in the engine room plus the domestic and distilled water tanks.
Ullage Report: This screen is used enter and print off the data for the final
ullage report.
ROB and OBQ Report: This screen is used enter and print off the data for the
final ROB/OBQ report.
Training: The training screen is used to assist the operator in gaining experience
of using the loading and discharging operations without the actual operation
of any valves or pumps. Calculations by the software is used to represent flow
rates, changes in tank levels and dynamic running of the pumps. It is possible
to use the training programme on one CPU while the other CPUs are being
used to conduct cargo operations.
Ballast Exchange
Ballast Exchange Plan: Via this screen the operator will set the initial ballast
tank conditions, either by entering each tank level separately, or using the
On-Line Data retrieve button. The target levels for each tank for the ballast
exchange are indicated and entered on-screen, the screen only displays ten
steps, therefore to view the remaining tanks and steps the operator must use
the scroll buttons at the bottom of the page. From this page the operator will
also enter the conditions of the other tanks and the specific gravity of the sea
water.
Ballast Exchange Control: After the target information for the ballast tanks
and the data for all of the ship’s other tanks have been entered via the Ballast
Exchange Plan screen the operator will initiate a simulation of the proposed
plan from this control screen. When the ballast exchange simulation is initiated
the Ballast Exchange Trend screen (No.1 of 2) will automatically open up.
When the results of the simulation are satisfactory, the plan can be saved to
the hard drive as a unique name in readiness for the period when the plan will
be set into operation.
Ballast Exchange Trend: Under this heading there are two screens available,
the first screen (1/2), which is the upper display window shows the change in
the ballast water level on a time line graph. In the lower display window the
operator can view the changes to the ship’s draught, trim, hull stresses, pumping
Issue: Final Draft
rate and ballast pump running periods during the ballast exchange. This first
page of the trending screens will automatically be displayed when the operator
initiates a simulation. The second page under this trending heading gives the
operator the opportunity to view the individual levels and time elapsed period
in each of the ballast tanks as the exchange simulation takes place.
Ballast Exchange Parameter: In this screen the operator will set the parameters
for the ballasting and deballasting conditions, for example the time allowed
for the priming of the ballast pumps, the discharge valve open position at the
starting up of the pumps, the safety criteria when the pumps will be stopped,
setting the period of the guidance messages after which the pumps will be
stopped if no intervention is carried out in accordance with the guidance
message. The full listings are shown on the parameter pages, there are seven
such listings for the ballast operation and ten for the deballasting operation.
On the right hand side of the screen there are four function tabs; SYSTEM,
MONITORING 1, MONITORING 2 and OPERATION. Clicking on the
SYSTEM tab will bring up the following functions:
• Set clock: Used to set the date and time of the clock at the top
right of the screen.
• Set of home screen: This function is used to set the default home
screen display on each individual screen.
• Printer control: This function is used to select automatic or
manual printout of the cargo report, interval time and which
printer is selected to print the report. The printer selection of the
log, hard copy and plan/simulation reports are selected from this
window.
• Keyboard: An on screen numeric keypad is displayed allowing
the operator to enter data in the event of the main keyboard
failing.
• Unit select: The units of measurement used on screen can be
changed in this window.
• Save of system data: Selecting this button will save the data
stored on the system.
• Software install: Used to shutdown the Super Cargo - XL
programme but keep the computer running for the installation
of application software.
• Software version information: Used to display the software
version.
• Help: Selection of this button will bring up the help programme
for operator guidance on using the system.
• System shutdown: Closes all applications and shuts the system
down.
Cargo Operating Manual
Clicking on the MONITORING 1 tab will bring up the following windows:
• Cargo tank level: Used to monitor the observed and corrected
ullage levels in the cargo tanks.
• Ballast tank level: Used to monitor the observed and corrected
soundings in the ballast tanks.
• FO/DO tank level: Used to monitor the observed and corrected
ullage levels in the fuel oil tanks.
• Manifold pressure: Used to monitor the manifold pressure,
observed and calculated.
• Pump room light: This screen is used to monitor the pump room
lighting order and interlock status and the operation of the pump
room and emergency generator room fans.
• Tank cleaning line press.: This screen is used to monitor the
tank cleaning line pressure.
Clicking on the MONITORING 2 tab will bring up the following options:
• No.1 COP: This window displays the pump speed and suction
and discharge pressure of No.1 cargo pump.
• No.2 COP: This window displays the pump speed and suction
and discharge pressure of No.2 cargo pump.
• No.3 COP: This window displays the pump speed and suction
and discharge pressure of No.3 cargo pump.
• TCP: This window displays the pump speed and suction and
discharge pressure of the tank cleaning pump.
• No.1 WBP: This window displays the pump speed and suction
and discharge pressure of No.1 water ballast pump.
• No.2 WBP: This window displays the pump speed and suction
and discharge pressure of No.2 water ballast pump.
• No.1 cargo eductor: This window displays the suction and
driving pressure of No.1 cargo eductor.
• No.2 cargo eductor: This window displays the suction and
driving pressure of No.2 cargo eductor.
• No.1 ballast eductor: This window displays the suction and
driving pressure of No.1 ballast eductor.
• No.2 ballast eductor: This window displays the suction and
driving pressure of No.2 ballast eductor.
The windows described for monitoring 1 and 2 can be displayed on top of the
currently viewed screen during cargo operations.
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Clicking on the OPERATION tab will bring up the following windows:
• Hyd.oil pump: This screen is used to select automatic/manual
operation of the starting and stopping of the hydraulic pumps
used for operating the cargo and ballast system remote control
valves. The system pressure is indicated in addition to the
system alarm conditions.
• Pump room trunk fan: This screen is used to start or stop the
pump room trunking fan, with running and abnormal condition
indication.
• ODME: This screen is used to start the monitoring of the
ODME system, with indication whether discharge is prohibited
or within limits, a power failure or a common alarm.
• Valve lock: From this screen the operator can select to lock
closed any remote control valve in the cargo tank piping system,
segregation valves in the main cargo line in the tanks and the
segregation valves on the main cargo line at the manifold area.
It is not possible to lock a valve in the open position.
• Data set for load.auto. control: This window is used to set the
target trim values and heel control with cargo tanks.
• Data set for disch.auto.control: From this window the following
conditions can be set, target trim for discharge, target trim for
stripping, target trim for COW, heel control with the cargo
tanks, pump control mode, target flow for each pump, target
manifold pressure, cargo oil pump NPSH suction pressure and
AUS control of the start of stripping.
Valve Locking Facility
At times it may be necessary to lock the operation of cargo valves in order
that a cargo valve cannot be inadvertently opened, this function is important
when grade segregation must be maintained, or to protect parcels from being
discharged in the wrong ports.
After selecting the Safety Utilities button on the right hand side of the screen,
scroll through the menus until the Operation control buttons is reached. In this
column there is a Valve Lock button. When this button is selected the screen
will show which of the cargo valves can be set into lock mode. Any valve
which can be locked is shown on this pages along with its group title, it is
possible if required to select all valves to become either locked or unlocked on
mass via the All Set or All Reset buttons. When a valve is locked off, a yellow
box will appear by the side on the valve on the relevant screen displays.
Issue: Final Draft
3.1.2 MIMIC PANELS
(Illustrations 3.1.2a and 3.1.2b are shown on the following pages.)
The cargo system operation mimic panel is located on the right hand side of the
main cargo control console and shows the complete cargo system apart from
the COW pipeline after the tank washing heater. There are no control functions
on the mimic panel, it serves only to give reference to the positions of the
remote control valves which are either open or closed. Remote control valves
are indicated by a green light, while manually operated valves are indicated
by a yellow light. No reference is indicated to the position of the percentage
opening/closed valves.
The ballast operation mimic is located on a separate ballast control mimic
board situated on the bulkhead to the left of the cargo control console. This
control board also contains gauges indicating the level in each ballast tank,
including the fore and aft peak tanks, the engine room ballast tanks and the
forward, aft and midship draught conditions. There are no control functions
on the mimic panel, it serves only to give reference to the positions of the
remote control valves which are either open or closed. Remote control valves
are indicated by a green light, while manually operated valves are indicated
by a yellow light. No reference is indicated to the position of the percentage
opening/closed valves.
3.1.3 CONTROL OF VALVES AND PUMPS
Control of the hydraulic cargo and ballast system valves and pumps is from
the Super Cargo - XL integrated computerised cargo control system. After
a loading/discharging plan has been formulated and tested in the simulation
programme the SC-XL, when given the command to execute a plan, will
automatically control the operations of the cargo and ballast system valves and
pumps according to the pre-defined plan.
The following valves are of the intermediate type, operated between 0 to
100%.
• Cargo oil tank main suctions
• Cargo oil tank stripping suctions
• Cargo oil pump discharge valves
• Ballast tank main suction valves
• Ballast tank stripping suction valves
• Ballast pump discharge valves
• Tank cleaning pump discharge valves
Each remote control valve of the intermediate control type has a slider bar
which is used to move the valve to the required position when the manual
option is selected. The slider bar cannot be used when the valve selection is
in automatic control. When a valve is closed the colour of the valve is white.
Cargo Operating Manual
When an intermediate valve is selected on screen, the valve number colour will
become inverted. The valve will blink the cargo line colour when it is moving
and the feed back indicator for the valve will move to the new position. The
valve will become a steady cargo line colour when it has reached its required
position.
When an open/closed type valve is selected on screen its valve number colour
will become inverted. When the valve is in motion it will blink the cargo line
colour until it reaches its fully open position, then it will change to the solid
cargo line colour. When the valve is closed it will be shown in white.
The hydraulic pump unit which operates the remote control cargo and ballast
valves is located in the hydraulic pump room on upper deck. The pumps are
controlled from the SC-XL screen display either from the EQUIPMENT menu
then page down to bring up the HYD.OIL PUMP window, or from the sub-menu
OPERATION tab at the right of the screen, then selecting the HYD.OIL PUMP
button. To start a pump select the START button on the required pump, if the
equipment menu has been selected to open the hydraulic pump unit operation
window a safety message No.? Hyd. Oil Pump ‘Start’ OK is displayed, this
message is not given if the window was opened through the sub-menu. When
a pump is set to RUN, the other pump will automatically become the standby
pump. The standby pump will cut in automatically in the event of low oil
pressure. An alarm is indicated when the standby pump cuts in.
Indicator lamps on the cargo control console show the start/stop condition
of each hydraulic pump, plus an indication of a common alarm fault on the
system.
The steam turbine driven pumps are made ready for operation in the engine
room before control is passed over to the SC-XL. The SC-XL control system
then controls the speed of the pumps automatically according to the discharging
plan.
The cargo oil stripping pump is steam driven, control of its speed setting is
from the SC-XL screen display.
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Illustration 3.1.2a Cargo Mimic Panel

CL266V

3V

6V

5V
19

27

27
CL

CL

CL
CL194V

2V

4V

6V

8V
FROM I.G. MAIN CL159V

14

14

14

14
1V

3V

5V

7V
CL138V CL131V

CL

CL

CL

CL
14

14

14

14
CL199V

CL

CL

CL

CL
CL160V
CL139V CL132V

8V

9V

0V

1V
CL200V CL195V

09

09

10

10
CL264V
CL140V CL133V

CL

CL

CL

CL
No.3 Cargo Line CL109V TO NO.3 S.C.O.T. (P) CL112V CL113V

No.2 Cargo Line CL110V CL114V CL115V

No.1 Cargo Line CL111V CL116V CL117V

CL265V

6V

4V

3V
19

27

27
CL135V

CL

CL

CL
5V

4V

3V

2V
CL197V
TO TANK CLEAN LINE

10

10

10

10
CL158V

CL

CL

CL

CL
CL106V
CL254V CL136V CL137V CL157V
VOID SPACE T.C.HEATER

6V

4V

2V

0V
CL094V CL121V CL058V CL201V CL198V

CL107V

15

15

15

15
5V

3V

1V

9V
CL

CL

CL

CL
15

15

15

14
TO NO.3 S.C.O.T. (S)

CL

CL

CL

CL
CL081V

CL108V
CL095V

FROM CL129V
7V

BIL.SUC. (F) NO.2

09

VACUUM SYS.
6V

2V
CL161V CL084V
CL

CL079V
09

FROM

12
0V
CL093V CL092V

BIL.SUC. (A) CL080V

CL

CL
W.B SYSTEM

27
CL127V

CL162V CL082V

CL
CL128V
NO.1
CL087V

4V
CL130V

13
CL078V

CL
C.O.S.P.

3V

3V
CL269V CL267V

12

09
TCP

CL

CL
SLOP (P) 5TK (P) 4TK (P) 3TK (P) 2TK (P) 1TK (P)

1V
8V
CL069V
CL120V

25
26

CL
CL
CL166V CL180V CL181V CL055V
CL071V
CL091V CL090V

CL076V CL077V CL253V

3V

8V

6V

4V

2V

0V
1V

8V

5V

2V

9V
02

03

03

03

03

03
CL126V

02

01

01

01

00
CL

CL

CL

CL

CL

CL
CL
CL261V CL259V

CL

CL

CL

CL
CL086V

CL277V CL272V CL051V CL260V

3V

2V
3V

4V
CL040V

1V
04

04
26

24

04
CL

CL
CL

CL
NO.3

CL
COP
CL061V CL074V CL075V CL050V
CL125V CL119V

CL051V
CL165V CL179V CL182V
CL089V CL088V

CL062V CL063V
0V

8V
07

6V
CL085V

F.P.TK
03

9V
CL

8V

7V

4V

6V

5V
00
CL

04

04

04

01

04

04
CL
CL286V

CL

CL

CL

CL

CL

CL
5V
4V

5V

6V

7V

8V
00
02

02

02

02

02
CL
CL

CL

CL

CL

CL
NO.2
CL118V

2V
COP CL060V
26
CL

4V

2V
8V
0V

7V

1V
CL164V CL178V CL183V

00

00
00
02

01
01

CL

CL
CL064V CL065V CL271V
CL124V

CL
CL

CL
CL
CL072V CL073V

3V

1V
00

00
CL052V

CL

CL
2V

7V

5V

3V

1V

9V
02

03

03

03

03

02
6V

3V

0V

7V
9V
CL

CL

CL252V

CL

CL

CL

CL
01

01

01

00
01

NO.1 5TK (C) 4TK (C) 3TK (C) 2TK (C) 1TK (C)

CL

CL

CL

CL
CL

COP CL059V
CL054V
CL163V CL177V CL184V CL056V
CL066V CL067V
SLOP (P) 5TK (S) 4TK (S) 3TK (S) 2TK (S) 1TK (S)

S.C.
CL057V CL068V

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Illustration 3.1.2b Ballast Mimic Panel

BA357V

BA342V BA338V

BA328V
BA358V

TO C.O. SYSTEM FROM I.G MAIN LINE

SPOOL SPOOL
NO.2

1V
PIECE PIECE 5TK (P) 4TK (P) 3TK (P) 2TK (P) 1TK (P)

34
BP

BA
0V

6V

1V

9V

9V

7V

7V

5V

5V

3V

3V

1V
34

35
BA

32

30

31

30

31

30

31

30

31

30
BA

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA
BA330V BA326V BA364V
BA343V BA339V

1V
0V

36
36

BA
BA
F.P.TK
BA329V

9V
2V

35
33

2V
BA
BA

36
BA
BA331V BA327V BA363V BA311V BA312V
NO.1
BP
7V

2V

0V

0V

8V

8V

6V

6V

4V

4V

2V
3V

33

32

31

32

30

31

30

31

30

31

30
33

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA
BA

BA335V
.2
NO

5TK (S) 4TK (S) 3TK (S) 2TK (S) 1TK (S)
6V
33
BA
5V
4V

BA334V
34
.1
32

NO

BA
BA

4V
34

SC
BA

BA325V BA323V

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3.1.4 SUPER CARGO - XL CARGO HANDLING SYSTEM (SC-XL)
The Super Cargo-XL computerised cargo handling system is the heart of
the loading and discharging operations. The system is designed to optimise
cargo operations while taking into account ship stresses and limitations of the
loading/unloading terminal. Planning and execution of the loading/unloading
and ballasting operations are undertaken by the SC-XL which can be set for
full automatic operation with guidance control.
Initially, a cargo plan must be set up by the operator which the SC-XL will
subsequently follow for the cargo operation. In this plan all parameters are
entered that the SC-XL must take into account. After a plan has been set up,
the operator can then set the plan as a simulation, the SC-XL software will then
verify that the plan is correct or it will indicate any modifications that should
be made.
To Construct a Loading Plan
From the main menu screen display select LOADING PLAN, the loading plan
screen will now open. In the plan name box enter the name of the plan which
should be unique, then press ENTER. Press the INITIAL CONDITIONS
DATA SET button, this will open the initial conditions data set window. Press
the ON-LINE DATA RETRIEVE button to update the current levels in the
cargo, ballast FO/DO, LO and fresh water tanks. Press OK if these figures are
correct. The total sum of the loading quantity is now displayed.
On returning to the loading plan screen, under the port code area, select the
arrow button to open the port code information drop down box, enter the
name of the port code. The port data window will show the limitations for this
port, ie. draught limits, air draught limit, maximum and minimum manifold
pressure, maximum shore capacity flow rate, SG of the sea water at that area,
maximum displacement allowed and the piping loss factor. These figures will
have already been set during the initial port information set up. If it is required
to modify some of this data, then this modification will only apply to this plan
and not the original record of the port data. If all of the details are correct for
this plan select OK. On returning to the loading plan, select the arrow button in
the cargo data area for this selected port. A drop down box will appear where
the cargo data can be entered. Check and modify the cargo data as required,
modification of the data is only applicable to this plan and does not affect
the original information held about each cargo type. When the information is
correct select OK.
Enter the quantity of cargo to be loaded against each cargo grade and the
tolerance ratio for each grade.
The loading condition for the FO/DO and miscellaneous tanks should be
entered for the loading phases via the OTHER TANKS CONDITION buttons
on the loading plan window.
Issue: Final Draft
Under the deadweight heading enter the maximum load line marks that should
be used, considering the sea areas to be transitted between the last load port
and first discharge port.
If commingle grades are to be carried, this data can be entered under the
OTHER DATA heading. Select the SET COMMINGLE OF CARGO OIL data
button and enter the commingle data in the respective cargo grade boxes.
Under the SET CARGO TANK GRADES box, the operator can select the
cargo grades either for automatic selection by the SC-XL software when the
plan is run, or specifically select cargo grades for individual tanks.
It is necessary to determine whether the aft peak and engine room ballast tanks
should be considered during the formulation of the plan, ie. if these tanks
can or cannot be used for ballast/deballasting. From the APT & E/R SWBT
OPERATION area, select either PROHIBITED or OK. If OK is selected, the
plan will be formulated for the inclusion of these tanks in its calculations.
It is necessary to instruct the SC-XL whether cargo tank groupings are to be
considered. This information is relayed via the TANK DISTRIBUTION heading
box. If the NO LIMITATION is selected, then the cargo tank groupings will be
ignored during the formulation of the plan. Selecting TANK GROUP indicates
that the SC-XL must consider the tank groups in formulating the plan.
When all of the information has been entered, press the AUTOMATIC TANK
PLAN EXECUTE button on the loading plan window.
The SC-XL software will now calculate the plan, a PLANNING NOW window
will be displayed. On completion of the calculations, LOADING PLAN (2/
4) will automatically be displayed. Up to ten plans can be displayed. If the
software has produced more than one plan for consideration, then these can be
presented by using the UP/DOWN buttons.
The screen will show the planned loading quantity for each grade, commingle
data if applicable. The evolution result indicates if the plan is acceptable for
hull strength, draught, trim and loading quauntity. If the evolution value is
below 100% then it should be considered to change some of the entered data
for the plan and then resubmit.
The screen will also show the cargo load value that can be accepted.
The graphical image at the bottom of the screen shows the loading condition
for each phase.
The screen LOADING PLAN (3/4) shows a tabular view of the port information,
cargo grade to be loaded, draught before and after loading, trim/heel conditions
before and after loading, hull stresses before and after loading, grade for each
tank and the loading quantity for each tank before and after loading.
Cargo Operating Manual
The screen LOADING PLAN (4/4) shows a tabular view of the port
information, cargo grade to be loaded and the loading quantity of ballast water
before and after the loading operation.
If it is necessary to modify a plan, select the best plan then on screen
LOADING PLAN (2/4) press the TANK LOADING VOLUME ADJUST
button. Select which phase is to be adjusted, then using the INC. DEC. buttons
adjust the volume accordingly and note the change in the ship’s condition.
When all changes have been made select the OK button. This will feed back
the information to the plan and update it.
When the proposed plan is complete the plan is summitted to the simulation
function programme. To activate this programme select the DATA TRANSFER
TO SIMULATION FUNCTION button on the LOADING PLAN (1/4)
screen.
The LOADING SIMULATION (1/4) screen will automatically be displayed.
Enter the plan name. On the phase select area, enter the phase related data that
should be considered. Input the target range for trim control and whether this
control can be carried out by using the cargo tanks. If control is to be made
with the cargo tanks, select OK in the HEEL CONTROL WITH CARGO
TANK area, otherwise leave as PROHIBITED.
Enter the start time for deballasting operations after commencment of
loading operations. If deballasting is to be started at the same time as loading
commences, leave this area blank. If FO and DO is to be bunkered during
loading operations, input the time and flow rates.
Enter the loading sequence for each grade, either parallel or serial. Only two
grades can be loaded in parallel, further grades would only be started when one
of the parallel grades has finished. In the serial loading condition, the second
grade will only be loaded after the first grade has finished.
Enter the start time for the first cargo load.
Enter the initial, mean loading and topping off rates.
Enter the information for the first tank that should be loaded for each grade.
This is accessed from the button and drop down box to the left of the first cargo
grade information panel.
Press the green button on the CARGO PIPING line, this will display the
simulated cargo piping line plan. If all the information shown is correct, press
OK on the cargo piping plan window.
Press the green button on the GRAVITY DEBALLAST PIPING line, this will
display the simulated gravity piping line plan. If all the information shown is
correct, press OK on the piping plan window.
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Press the green button on the PUMPING DEBALLAST PIPING line, this Illustration 3.1.4a Guidance Message Flow Diagram The remarks column at the right hand side of the page gives remarks of the
will display the simulated pumping deballasting piping line plan. If all the for Automatic Loading Control actions that will take place after the response has been made. The illustration
information shown is correct press OK on the piping plan window. 3.1.4a gives the flow lines for the guidance message dialogues.
Loading Deballasting
On the LOADING SIMULATION (1/4) window press the SIMULATION
EXECUTE button, then press the CONFIRM button. The SC-XL software will Start
now process the data and when complete the result is displayed automatically
in the LOADING SIMULATION (2/4) window. This window will display the
following information: L-01 D-01

• Time from start of operations to completion for each grade

L-02 D-02
• The topping off sequence for each tank
• Display the level in each cargo tank on a time line basis
L-03
• Display the change of condition for draught, trim, hull stress,
loading rate and pump status on a time line basis
• Changeover starting point of each phase L-04 D-03

• Changeover of the time scale co-ordinates

L-05
If the simulation plan is verified as being accurate for the loading plan then
it must be registered and saved, either to the hard drive or floppy disk. The
simulation plan must be registered and saved before the loading plan can be L-06 D-04 can be called from
executed. the hold list anytime
after completion of D-03

Execution of a Loading Plan

To carry out a automatic loading plan, select LOADING AUTOMATIC L-12

CONTROL from the main menu. The LOADING AUTOMATIC CONTROL
(1/4) will open. From this window select the PLAN CALL button. From the
pop up window select the line of the required plan, a confirmation box will L-13 D-04
open.

Select the required phase for automatic loading control. To execute the loading L-14, 15 D-05
automatic control, press the EXECUTE button, a safety message will appear
asking the operator for confirmation to start automatic loading control.
L-16
The operator is then presented with guidance message information which must
be responded to.

The guidance message number is given at the left hand side of the page. The
next column gives operation/control summery of the action. The next column
describes the guidance message on which the operator must act with a response L-22
either to accept, hold or reject the action. The response coloumn will show the
operator the execute, hold or reject options which are then described in the
transaction column. The following column will then indicate the next guidance
message line that should be followed.
L-44 D-39

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To Construct a Discharging Plan
From the main menu screen display select DISCHARGING PLAN, the
DISCHARGING PLAN (1/4) screen will now open. In the plan name box
enter the name of the plan which should be unique, then press ENTER. Press
the INITIAL CONDITIONS DATA SET button, this will open the initial
conditions data set window. Press the ON-LINE DATA RETRIEVE button
to update the current levels in the cargo, ballast FO/DO, LO and fresh water
tanks. Press OK if these figures are correct. The total sum of the loading
quantity is now displayed.
The final condition of a loading plan can be set as the initial condition of a
discharging plan, press LOADING PLAN CALL and select the related plan.
From the discharging plan screen select the port code at which the discharge
will be carried out using the button and the drop down box. Check the
information in the PORT DATA window, amend the information as necessary.
When the port data is correct, select the OK button.
In the cargo code area select the cargo grade to be discharged using the button
and drop down window and enter the required discharge quantity for each
grade. On the discharging plan window the cargo summary will show the
initial loading quantity and required discharging quantity for each grade.
The loading condition for the FO/DO and miscellaneous tanks should be
entered for the discharging phases via the OTHER TANKS CONDITION
buttons on the loading plan window.
It is necessary to determine whether the aft peak and engine room ballast tanks
should be considered during the formulation of the plan, ie. if these tanks
can or cannot be used for ballast/deballasting. From the APT & E/R SWBT
OPERATION area, select either PROHIBITED or OK. If OK is selected, the
plan will be formulated for the inclusion of these tanks in its calculations.
It is necessary to set the final target trim value for each phase.
When all data has been entered press the AUTOMATIC TANK PLAN
EXECUTE button. The SC-XL software will now calculate the plan
according to the entered information. When the calculation is complete the
DISCHARGING PLAN (2/4) will automatically open. From this window
the planned and required discharge quantity is displayed for each grade. The
evolution result indicates if the plan is acceptable for hull strength, draught
and trim during each phase. If the evolution value is below 100% then
changes to some of the entered data for the plan should be considered and then
resubmited.
The graphical view at the bottom of the page shows the final unloading
condition at each phase.
Issue: Final Draft
The screen DISCHARGING PLAN (3/4) shows a tabular view of the port
information, cargo grade to be discharged, draught before and after unloading,
trim/heel conditions before and after unloading, hull stresses before and after
unloading, grade for each tank and the discharging quantity for each tank
before and after the discharge operation.
The screen DISCHARGING PLAN (4/4) shows a tabular view of the port
information, cargo grade to be discharged and the loading quantity of ballast
water before and after the discharging operation.
If it is necessary to modify a plan, select the best plan then, on screen
DISCHARGING PLAN (2/4) press the TANK LOADING VOLUME
ADJUST button. Select which phase is to be adjusted, then using the INC.
DEC. buttons adjust the volume accordingly, note the change in the ship’s
condition. When all changes have been made, select the OK button, this will
feed back the information to the plan and update it.
When the proposed plan is complete the plan is submitted to the simulation
function programme. To activate this programme select the DATA TRANSFER
TO SIMULATION FUNCTION button on the DISCHARGING PLAN (1/4)
screen.
The DISCHARGING SIMULATION (1/4) screen will automatically be
displayed. Enter the plan name. On the phase select area, enter the phase
related data that should be considered. The port code, shore maximum
capacity, maximum manifold pressure and piping losses for each related phase
are automatically displayed. If it is necessary to adjust the piping loss figures
press the button against the piping loss factor % box and insert a new value.
The final loading condition for each related phase is automatically displayed.
Enter the target range for trim control for the main discharge operation, cargo
stripping and COW operations. If control is to be made with the cargo tanks,
select OK in the HEEL CONTROL WITH CARGO TANK area, otherwise
leave as PROHIBITED.
Enter the start time for ballasting operations after the commencement of
discharging operations. If ballasting is to be started at the same time as
discharging commences leave this area blank. If FO and DO is to be bunkered
during cargo operations, enter the time and flow rates.
If COW operations are required, select the button next to the DEMAND
OF COW OPERATION and this will bring up the DEMAND OF COW
EXECUTION window. In this window enter the selection of which tanks
COW is to take place and if top and bottom washing is to take place. Enter the
target ullage level for the commencement of COW for each relevant tank.
Cargo Operating Manual
Enter the discharging sequence for each grade, either parallel or serial. Only
two grades can be discharged in parallel, further grades would only be started
when one of the parallel grades has finished. In the serial discharging condition,
the second grade will only be started after the first grade has finished.
Enter the start time for the first cargo discharge.
Enter the target manifold line test pressure. During this line test period a line
check will be conducted by the ship’s staff.
Enter the control mode for the cargo pumps, either flow or pressure control.
Flow mode will control the pump speed and discharge valve open position to
maintain a target flow rate through the manifold. Pressure mode will control
the pump speed and discharge valve open position to maintain a target pressure
at the manifold. The relevant target data for flow and pressure must be entered
accordingly in their respective boxes.
Enter the NPSH suction pressure data for each cargo grade.
Press the green button on the CARGO PIPING line, this will display the
simulated cargo discharge piping line plan. If all the information shown is
correct, press OK on the cargo piping plan window.
Press the green button on the GRAVITY BALLAST PIPING line, this will
display the simulated gravity piping line plan. If all the information shown is
correct, press OK on the piping plan window.
Press the green button on the PUMP BALLAST PIPING line, this will display
the simulated pumping ballasting piping line plan. If all the information shown
is correct, press OK on the piping plan window.
On the DISCHARGING SIMULATION (1/4) window press the SIMULATION
EXECUTE button, then press the confirm button. The SC-XL software will
now process the data, when complete the result is displayed automatically in
the DISCHARGING SIMULATION (2/4) window. This window will display
the following information:
• Time from start of discharge operations to completion for each
grade
• The stripping level sequence for each tank
• Display the level in each cargo tank on a time line basis
• Display the change of condition for draught, trim, hull stress,
discharging rate and pump running status on a time line basis
• COW execution status
• Changeover starting point of each phase
• Changeover of the time scale co-ordinates
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If the simulation plan is verified as being accurate for the discharging plan Illustration 3.1.4b Guidance Message Flow Diagram
then it must be registered and saved, either to the hard drive or floppy disk. for Automatic Unloading Control
The simulation plan must be registered and saved before the discharging plan
can be executed.

Execution of a Discharging Plan Cargo Discharge Ballasting

To carry out a automatic discharging plan, select DISCHARGING

AUTOMATIC CONTROL from the main menu. The DISCHARGING Start
AUTOMATIC CONTROL (1/4) will open. From this window select the PLAN
CALL button. From the pop up window select the line of the required plan, a
confirmation box will open. U-01 B-01

Select the required phase for automatic discharging control. To execute the
loading automatic control, press the EXECUTE button. A safety message will U-02 B-02
appear asking the operator for confirmation to start automatic discharging
control.
U-03
The operator is then presented with guidance message information which must
be responded to.
U-04 B-03
The guidance message number is given at the left hand side of the page. The
next column gives operation/control summery of the action. The next column
describes the guidance message on which the operator must act with a response U-05
either to accept, hold or reject the action. The response coloumn will show the
operator the execute, hold or reject options which are then described in the
transaction column. The following column will then indicate the next guidance U-06 B-04 can be called from
message line that should be followed. the hold list anytime
after completion of B-03
The remarks column at the right hand side of the page gives remarks of the
actions that will take place after the response has been made. The illustration
3.1.4b gives the flow lines for the guidance message dialogues.
U-22

U-23 B-04

U-24 B-05

U-105 B-28

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Illustration 3.1.5a Ballast Exchange Plan and Control Screen

6/Sep/2003 10:50 E/R SWBT(P) Fore Sampling System Disconnected REPOSE 6/Sep/2003 19:40 6/Sep/2003 10:50 E/R SWBT(P) Fore Sampling System Disconnected REPOSE 6/Sep/2003 19:40

BALLAST EXCHANGE CONTROL(1/1)

SYSTEM UTILITY
BALLAST EXCHANGE PLAN(1/1)

SYSTEM UTILITY
Simulation
START STEP NUMBER STEP-01 Execute Interrupt Terminate
Execute Terminate
BALLAST TANK LOADING CONDITION
STEP-01 STEP-02 STEP-03 STEP-04
TANK NAME 1 2 3 4 5 6 7 8 9 10 STEP NO. INITIAL
INIT. Ballast Deballast Ballast Deballast
(UNIT m ) Deballast Deballast Deballast Deballast Deballast Deballast Deballast Deballast Deballast Deballast

MONITORING1
MONITORING1
F.P.TK 16.15 16.15 16.15 16.15 16.15 0.00 0.00 0.00 0.00 0.00 0.00 Initial W.B. 5 4 3 2 1 5 4 3 2 1 5 4 3 2 1 5 4 3 2 1 5 4 3 2 1
Clean W.B. P P P P P P P P P P P P P P P P P P P P P P P P P
1WBT (P) 30.75 30.75 30.75 0.00 30.75 30.75 30.75 30.75 30.75 30.75 30.75 A F A F A F A F A F
Handling Tk. P 5
1WBT (S) 30.75 0.00 30.75 30.75 30.75 30.75 30.75 30.75 30.75 30.75 30.75 4 3 2 1 P P 5 4 3 2 1 P P 5 4 3 2 1 P P 5 4 3 2 1 P P 5 4 3 2 1 P
Empty Tk. S S S S S S S S S S S S S S S S S S S S S S S S S
2WBT (P) 30.00 30.00 30.00 30.00 30.00 30.00 30.00 0.00 30.00 30.00 30.00
2WBT (S) 30.00 30.00 30.00 30.00 30.00 30.00 30.00 30.00 30.00 0.00 30.00
LEVEL VOLUME LEVEL VOLUME LEVEL VOLUME LEVEL VOLUME LEVEL VOLUME
3WBT (P) 29.99 0.00 29.99 29.99 29.99 29.99 29.99 29.99 29.99 29.99 29.99 TANK NAME (m) (m3) (%) (m) (m3) (%) (m) (m3) (%) (m) (m3) (%) (m) (m3) (%)
3WBT (S) 29.99 29.99 29.99 0.00 29.99 29.99 29.99 29.99 29.99 29.99 29.99

MONITORING2
MONITORING2
4WBT (P) 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 F.P.TK
4WBT (S) 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 30.02 1WBT (P)
5WBT (P) 30.07 30.07 30.07 30.07 30.07 30.07 30.07 30.07 30.07 0.00 30.07 1WBT (S)
5WBT (S) 30.07 30.07 30.07 30.07 30.07 30.07 30.07 0.00 30.07 30.07 30.07 2WBT (P)
A.P.TK 8.91 8.91 8.91 8.91 8.91 8.91 8.91 8.91 8.91 8.91 8.91 2WBT (S)
E/R SWBT (P) 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 3WBT (P)
E/R SWBT (S) 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 21.71 3WBT (S)

OPERATION
4WBT (P)

OPERATION
TOTAL (mt) 2,920 85,183 104,006 85,184 104,007 100,013 100,014 81,565 100,015 81,566 100,015
4WBT (S)
PIPING (PUMP SELECT) 5WBT (P)
SCROLL BUTTON 5WBT (S)
A.P.TK
E/R SWBT (P)
OTHER TANKS CONDITION E/R SWBT (S)
S.G. OF SEAWATER A.P.TK RATE(m3h)
CARGO TANKS Default TOTAL (mt)
1,0250 Ballast 1,000
F.O/D.O TANK SCROLL BUTTON
Deballast 1,000
MISCELLANEOUS TANKS PORT --,-- Guidance Operation Mode
CALCULATED TRIM(m) --,--
AFT --,-- CALC.DRAFT(m) FORE --,-- S.Force &
SHIP DATA --,-- B.Moment Self Execution Normal
HEEL(deg.)
STBD --,--

Execute Hold Reject Hold Associated Execute Hold Reject Hold Associated
List Screen List Screen
DRAFT
DRAFT

PORT 17.46 TRIM(m) A 1.05 PORT 17.46 TRIM(m) A 1.05 Buzzer Page Page
Buzzer Page Page
(m)
(m)

AFT 17.93 FORE 16.88 Menu Home Window Ack. AFT 17.93 FORE 16.88 Menu Home Window Ack. Stop Up Down
Stop Up Down 17.35 P 0.11
STBD 17.35 HEEL(deg.) P 0.11 STBD HEEL(deg.)

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3.1.5 BALLAST EXCHANGE PROGRAM When the simulation is initiated the Ballast Exchange Trend screen will appear. Illustration 3.1.5b Ballast Exchange Control Sub-Menu
This new screen display will allow the operator to view the change of ballast
A ballast water exchange must be carried out in accordance with certain level in each tank, additionally, the draught and trim changes, hull stresses, the Ballast Exchange Control X
national and port authority requirements, details of these requirements are rate of ballast exchange and the pump running condition can be viewed for the OBS. CORR. STRIPP.
contained in the Ballast Water Management Plan held on board. entire simulation. When the simulation is complete, the operator can chose to TANK NAME SOUND. SOUND. FINISH SET
accept the simulation if all of the criteria are within acceptable limits, or run
F.P.TK HH xx.xx xx.xx Finish
The Super Cargo - XL cargo control, monitoring and supervision program it again if it is necessary to make some adjustments either to the tank target
levels, or to transfer liquid between the fuel oil bunker tanks for example. 1WBT (P) HH xx.xx xx.xx Finish
contains a module which allows the automated ballast water exchange to be
conducted after an initial simulation has been carried out. When all of the 1WBT (S) HH xx.xx xx.xx Finish
necessary data has been entered into the module, a simulation will be conducted When the simulation has been saved to the hard drive it can be called up 2WBT (P) HH xx.xx xx.xx Finish
to ensure that the ship’s hull stresses and stability condition stays within safe when the ballast exchange takes place. Although the simulation can take into 2WBT (S) HH xx.xx xx.xx Finish
limits at all times. As a ballast exchange simulation is initiated, the ‘ballast account the overall constraints on the ship, i.e., hull stress, stability, draught 3WBT (P) HH xx.xx xx.xx Finish
exchange trend’ screen will appear and from this screen the operator can view and trim changes etc., it cannot take into account or make allowances for the 3WBT (S) HH xx.xx xx.xx Finish
the change in the ballast condition in relation to tank contents, hull stresses, weather and sea conditions. Therefore, before the automatic ballast exchange 4WBT (P) HH xx.xx xx.xx Finish
changes in draught and trim and the pumping rate of the ballast pumps. plan is set into operation the operator must take into account the fact that the 4WBT (S) HH xx.xx xx.xx Finish
plan may require to be terminated at some stage of the process. If the plan is 5WBT (P) HH xx.xx xx.xx Finish
When the simulation has been run and shows that the ship’s condition and terminated part of the way through, then when it is restarted the operator can 5WBT (S) HH xx.xx xx.xx Finish
operating parameters are proven to be satisfactory, then the simulation can choose the step start point from the drop down box at the top left hand corner OBS. CORR. HANDLING
be saved as a unique plan. During the execution of the plan, the operator of the screen. TANK NAME
SOUND. SOUND. FINISH SET
can use the guidance message list which is the normal mode of operation
A.P.TK HH xx.xx xx.xx Finish
when the ballast exchange system is working in automatic operation, or the With the correct ballast exchange plan activated, which will be displayed on
Self-Execution mode, in which the operation will continue without having to the ballast exchange control screen, the operator should check that the target TRIM(m) A xx.x HEEL(deg.) P xx.x
receive an operator’s Exceute/Hold command. data for each ballast tank is correct. If any changes have to be made, then after
the modifications have been implemented another simulation must be carried
out. To Interrupt or Terminate the Automatic Running of a Ballast
Procedure to Execute an Automatic Ballast Water Exchange Exchange Plan
The chief officer who will have run the simulation, must decide if the plan is
When it is necessary to carry out a ballast water exchange, all the required to be run under the guidance control mode or self-execution mode. In guidance If it is necessary to interrupt the plan which is in progress, then it is simply
data for a simulation and subsequent plan to be drawn up will be entered via control mode, the system will wait for a positive action from the operator a case of the operator pressing the interrupt button at the top of the ballast
the Ballast Exchange Plan screen, the screen image is indicated above on the before the next step in the process can take place. In the self-execution mode, exchange control page. A safety message will appear when the interrupt button
left hand side. the guidance information will be displayed but the operation will continue is pressed to confirm the action. The interrupt action will transfer the process
without any necessary input from the operator. out of automatic mode and into manual mode, all of the valves and pumps
For each step of the plan the target data must be inserted, these are the reference will stay as they are unless the operator manually makes any changes, e.g.,
points the system will work to during the deballasting and ballasting operation, When the preparations for the ballast pumps have been carried out by the duty stopping pumps, opening or closing valves, i.e., possibly setting the system
the units can either be specified as ullage or m3 capacity. The tank capacity engineer, the operator in charge of ballast exchange will initiate the plan by into recirculation etc., in order that no overall changes take place to the tank
data for all of the remaining tanks must also be updated, either manually or pressing the EXECUTE button, followed by OK. The ballast exchange will contents. During this period of interruption the historical trending will continue
by pressing the On-Line Data Retrieve button for each group of tanks. The now be carried out in accordance with the previous simulation exercise. to be displayed.
green button below each total column for each step is used to confirm the
ballast piping plan that will be used for each phase of the operation. When it is It is possible that the sea state or weather conditions might make the judgement To restart the plan after an interruption, the operator should first ensure that
confirmed that the piping plan is correct, the OK button must be pressed. by the Super Cargo - XL program difficult to correctlyassess the stripping the pumps all of the valves are set to their original condition and positions
phase of the tanks due to movement of the ship. If this is the case, then the before the interruption took place. When this has been carried out the operator
When all of the reference data has been entered, the operator must process this operator can intervene by setting the finish stripping of each tank manually. To can select the INTERRUPT button again, this will bring up a Restart confirm
information through a simulation. This is carried out by selecting the Ballast carry out this function select the OPERATION tab at the right hand side of the action dialogue box. After confirmation, the system will return to the automatic
Exchange Control from the main menu, its image is indicated in the illustration screen followed by Data Set for Ball. Auto. Control, this will open up a ballast operation of the plan at the point it was interrupted.
above on the right hand side. The simulation is normally started with step exchange control sub-menu as indicated in the following column. From this
No.1, although, using the selection box on the top left of the screen a different sub-menu select the correct tank which is at the stripping stage then select the To terminate the plan the operator must press the TERMINATE button at the
starting point step No. can be made. When the operator is assured that the data corresponding FINISH button. A confirmation window will now open, select top of the page, a safety message will ask to confirm the action. If the plan
entry is correct the Simulation Execute button should be pressed, a confirm OK to carry out the end of stripping process on that tank. is terminated the pumps and valves are set into manual mode, the pumps and
button message will now be displayed, press Yes to begin the simulation. valves would then be shut down manually, the historical trend recording will
also stop.

Issue: Final Draft 3.1/3.1.5 Page 2 of 2

3.2 Cargo Control Room, Console and Panels

Illustrations

3.2a Cargo Control Room

3.2b Cargo Control Console

3.2c Cargo Control Room Panels

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Illustration 3.2a Cargo Control Room
5kg CO2 Fire Cargo Control Room
Extinguisher

5 3 2
4

6
BA343V BA339V

NO.1
BP
SC
BA
324
V
BA358V

BA325V
BA357V

BA334V
BA
344 BA BA

NO.2
V 333 332

BP
V V

BA335V

BA331V
BA342V BA338V
NO
.1

BA329V
BA BA
345 336
V V

BA330V
NO
.2 BA
337

BA323V
V
BA328V

BA
340
BA V
359

BA327V
V

To Ship's Office
BA
360
V

PIECE
SPOOL

TO C.O. SYSTEM
5TK (S)
BA
322 BA
356
V
V
BA

BA326V
BA 341
310 V
V

PIECE
SPOOL

FROM I.G MAIN LINE

BA
BA 321

4TK (S)
320 V
V
BA
BA 309
308 V
V

5TK (P)
BA
319
BA

3TK (S)
318 V
V BA
307
BA V
306
V

4TK (P)
BA363V
BA
317
BA V

2TK (S)
316
V BA
305
BA V
304

BA364V
V

3TK (P)
BA
315
BA V
314

1TK (S)
V BA
303
BA V
302
V

2TK (P)
BA
362

BA311V
V
BA
BA 313
361 V
V

BA312V
BA
301
V

1TK (P)
F.P.TK
1

10 8 9 8 7 7 8

Key

1 - Cargo Control Console 6 - ODME Control Unit

2 - Sounding Board 7 - Super Cargo XL Display

3 - Omicron Panel for Gas Detection and Overfill Alarms 8 - Printer

4 - Inert Gas Sub Panel 9 - Saab TankRadar Display and Computer

5 - Saab TankRadar Control Panel 10 - LAN PC and Printer

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3.2 CARGO CONTROL ROOM, CONSOLE AND • Cargo tank temperature indicator
PANELS • Emergency stop buttons for the cargo stripping pump, water
ballast pumps and main cargo pumps and tank cleaning pump
The cargo control room (CCR) is located on A deck in the accommodation
• Buzzer stop and flicker buttons
block. All the necessary equipment and controls are located here to permit the
centralised supervision of cargo operations. • Lamp test and buzzer function test switches
• Pump room light and pump room fans buttons
The cargo control console is split into two main sections which contain the
following equipment: • Talkback microphone
• Cargo system mimic panel
Cargo Control Console • Ballast mimic panel, ballast level and draught level indication
gauges
Control and monitoring for pumps and motors necessary for the normal cargo/
ballast operations, including:
Planning Station and Monitoring Area
• Two Super Cargo - XL 21 inch monitors and associated keyboard
and mouse for control and monitoring of cargo operations • Two Super Cargo - XL planing station with 17 inch monitors
keyboard and mouse
• A 17 inch monitor for Saab TankRadar level gauge monitoring
• Saab TankRadar display with CPU located in the cupboard
• Buzzer for SC - XL alarms and guidance messages below
• Source indicator lamps for 24V DC and 220V AC supply • Printer No.1
• Fire repeater alarm panel • Inclinometer on the forward bulkhead
• Slave clock • LAN network station
• Digital rpm indication of the main cargo oil pumps, tank • Printer No.3
cleaning pump and ballast pumps
• Automatic telephone Supplied at other Stations are
• IS telephone and IS selection controller • Sub-control panel for the inert gas system
• No.3 VHF unit • Main gas sampling system control panel and overfill alarm
• Boiler No.1 and 2 water level and pressure gauge indication panel
• Cargo oil stripping pump stroke counter • ODME monitor, control and printer unit
• Vibration display unit for pump room fans • Cupboard space for portable gas detection equipment, lifejackets,
first aid kit and general office equipment and reference books
• No.1 and 2 temperature display unit for pump room fan
motors • EEBD (emergency escape breathing device) container
• Bilge level alarm for the steering gear room port and starboard, • Sounding board
emergency fire pump recess, pump room forward and aft, pump • Slave panel alarm for BWMS
room void space, bosun’s store void space port and starboard
and the bosun’s store port and starboard • Alarm indication for engine room local fire fighting system
• Start/stop running indication of the hydraulic pump units for • Ship’s general alarm bell
valve control
• Alarm indication for the hydraulic pump units for valve
control
• Cargo tank level indication

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Illustration 3.2b Cargo Control Console
Cargo Control Console

1 2 3 4 24 25 26 27 28 31 45 46 47 48 49 60 61 62 63
65

29 30
5 6 7 8 9 10 51

11 12 32 50 64
34
13 14 15 16 17 18
52
33
19 20 21 22
53

35 36 37 39 40 54 55 56 57 58 59
23 66
38
Pump Room Light Pump Room Fan
BA357V

BA342V BA338V

Switch Switch
BA328V
BA358V

TO C.O. SYSTEM FROM I.G MAIN LINE

SPOOL SPOOL
1V

NO.2 5TK (P) 4TK (P) 3TK (P) 2TK (P) 1TK (P)
PIECE PIECE
34

BP
BA
0V

6V

1V

9V

9V

7V

7V

5V

5V

3V

3V

1V
34

35
BA

32

30

31

30

31

30

31

30

31

30
BA

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA330V BA326V BA364V

BA343V BA339V

1V
0V

36
36

BA
BA
BA329V

F.P.TK
V
2V

59
33

2V
3
BA
BA

36
BA

BA331V BA327V BA363V BA311V BA312V

NO.1
BP
7V

2V

0V

8V

6V

4V

4V

2V
10

18

16
3V

33

32

32

30

30

30

31

30
3

3
33

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA

BA
BA

BA335V
43 44
.2
NO

5TK (S) 4TK (S) 3TK (S) 2TK (S) 1TK (S)

41 42
V
36

OFF ON OFF ON
3
BA
5V
4V

BA334V
34
.1
32

NO

BA
BA

V
44
3

SC
BA

BA325V BA323V

Key

1 - Buzzer Alarm 18 - No.1 Water Ballast Tank (S) 35 - Emergency Stop for CO Stripping Pump 52 - No.1 Pump Room Fan Motor Temperature Display Module
2 - Guidance Alarm Buzzer 19 - Port Draught 36 - Emergency Stop for WBP 53 - No.2 Pump Room Fan Motor Temperature Display Module
3 - AC220V Source 20 - Starboard Draught 37 - Emergency Stop for COP / TCP 54 - Emergency Feeder Line Switch
4 - DC24V Source 21 - Aft Draught 38 - I.S. Selector Box 55 - No.2 Normal Feeder Line Switch
5 - Engine Room Water Ballast Tank (P) 22 - Forward Draught 39 - I.S. Telephone 56 - No.1 Normal Feeder Line Switch
6 - No.5 Water Ballast Tank (P) 23 - Ballast System Mimic 40 - VHF Radio 57 - Pump Room Trunk Fan Switch
7 - No.4 Water Ballast Tank (P) 24 - Fire Alarm Repeater Panel 41 - Buzzer Stop 58 - No.2 Pump Room Fan Switch
8 - No.3 Water Ballast Tank (P) 25 - RPM Indicator for TCP 42 - Flicker Light 59 - No.1 Pump Room Fan Switch
9 - No.2 Water Ballast Tank (P) 26 - RPM Indicator for No.3 COP 43 - Lamp Test 60 - Bilge Alarm Lamp
10 - No.1 Water Ballast Tank (P) 27 - RPM Indicator for No.2 COP 44 - Buzzer Test 61 - No.2 Hydraulic Power Unit
11 - Aft Peak Tank 28 - RPM Indicator for No.1 COP 45 - No.2 Boiler Drum Level 62 - No.1 Hydraulic Power Unit
12 - Fore Peak Tank 29 - RPM Indicator for No.2 BWP 46 - No.1 Boiler Drum Level 63 - Hydraulic Power Unit
13 - Engine Room Water Ballast Tank (S) 30 - RPM Indicator for No.1 BWP 47 - No.2 Boiler Steam Pressure 64 - Super Cargo XL Monitor
14 - No.5 Water Ballast Tank (S) 31 - Clock 48 - No.1 Boiler Steam Pressure 65 - Cargo Tank Level Indication
15 - No.4 Water Ballast Tank (S) 32 - Super Cargo XL Monitor 49 - CO Stripping Pump Stroke Counter 66 - Cargo Piping Mimic
16 - No.3 Water Ballast Tank (S) 33 - Telephone Directory 50 - Super Cargo XL Monitor
17 - No.2 Water Ballast Tank (S) 34 - Telephone 51 - Pump Room Fan Vibration Display Module

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Illustration 3.2c Cargo Control Room Panels

Cargo Control Room

COMUTECH GROUP
Saab Marine
Output
OK I
Electronics

I 2 3
M MELCHER

7 8 9 0 7 ALARM SYSTEM

4 5 6 . 7 MENU SERV.

1 2 3 - ENTER CLEAR
LCP LCM+ LCS LCI

Key

A - For details on ODME Panel refer to drawing C - For details on Gas Sampling Panel refer to drawing
2.7.3a Oil Discharge Monitoring Equipment 3.3.3a Omicron Gas Sampling and Overfill Control Units
3.3.3b Omicron Vapour Alarm and Gas Warning
System Control Units
B - For details on Inert Gas Panel refer to drawing
1.4.1c Inert Gas Mimic Panel

Issue: Final Draft 3.2 Page 4 of 4

3.3 Cargo Tank Instrumentation System

3.3.1 Saab Tank Level Measurement System

3.3.2 Remote Sounding and Draught Gauge System

3.3.3 Gas Detection and Tank Overfill Alarm Systems

3.3.4 Cargo Loading Computer

Illustrations

3.3.1a Tank Level Measurement and Alarms

3.3.1b Saab Tank Level Monitor Display

3.3.1c Saab Tank Temperature Monitor Display

3.3.3a Omicron Gas Sampling and Overfill Control Units

3.3.3b Omicron Vapour Alarm and Gas Warning System Control Units

3.3.4a Loading Calculator

3.3.4b Hull Condition Screens

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Illustration 3.3.1a Tank Level Measurement and Alarms

Saab TankRadar Jan 08 13:37.44 2003 Help Close All

Window Cargo Overview Cargo Temps Ballast Misc Tks Density Sys. Overv

I/O-Box Work Station Work Station

System Overview

Thumbwheel
TTDU
UPS
Redundancy Box
Tank Display Units
TDU 1 - 17

Interface to Super Cargo XL (Main)

1 2 Pointer Instruments 3 Interface to Super Cargo XL (Backup)
11 Engine Room
Tanks Levels
Unit Analogue Output Modules, S49 Pointer Instruments
Level Mounted inside CCR 1 2 14 Ballast Levels 18
Level Datic 100S 4 Draughts

#1 #2 #3 #4
SAFE AREA
HAZ. AREA
15 Cargo Tanks with IG Pressure and 3 Temperature Probes per Tank
2 Slop Tanks with IG Pressure and 3 Temperature Probes per Tank

14 Ballast Tanks
SLOP P CT 5P CT 4P CT 3P CT 2P CT 1P
11 Engine Room Tanks
2 Fresh Water Tanks
1 Distilled Water Tanks CT 5C CT 4C CT 3C CT 2C CT 1C
4 Draughts
SLOP S CT 5S CT 4S CT 3S CT 2S CT 1S

Alarm Hi HFO 2S Innage 17.47 ( 17.00) m Accept

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3.3 CARGO TANK INSTRUMENTATION SYSTEM
3.3.1 SAAB TANK LEVEL MEASUREMENT SYSTEM
Maker: Saab Marine Electronics
Type: Saab TankRadar G3
General Description of the Saab TankRadar System
The Saab Tankradar system fitted to this ship has the main level control unit
and work station and display and slave monitor display mounted in the CCR.
The information gathered by the system is used to display the cargo oil tank
levels, temperatures in the cargo oil tanks at three different levels, top, mid
and bottom areas, ballast tank levels, density of the fluids in the segregated
ballast tanks and miscellaneous tanks in the engine room. The engine room
tanks which come under the Miscellaneous heading are also displayed on the
screens. The system recieves an input from the pressure monitoring system in
the cargo oil tanks which it displays on the Cargo Overview screen.
The radar transmitters fitted on the top of the cargo oil tanks emit microwaves,
directed by an antenna, towards the surface of the tank contents, the antenna
then 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 Saab TankRadar system, which is the main part of the cargo tank control
system, is made up of the following units:
• Workstation and monitor
• Monitor slave display on cargo console
• Level unit
• Transmitters
Workstation
The workstation and slave display located in the CCR is used by the operator
for monitoring the tank ullage, temperatures, inert gas pressures and all the
other data that is handled by the Saab TankRadar. The workstation takes care
of the alarm handling of the measured values. It also communicates with other
systems, such as load calculators and electric-pneumatic level gauging systems
(such as ballast) and supervises the transmitter and level unit computers.
Level Unit
The level unit located in the CCR 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 and for communicating
with the workstation.
Issue: Final Draft
The system automatically measures the ullage more frequently on cargo tanks
that are either being loaded or discharged.
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 transmitters are of the standard type with a high performance
parabolic antenna.
Workstation
The workstation is operated with a light pen, which the operator points directly
on the screen to activate various functions.
The display works under the Windows environment. Different windows can
be opened up and displayed simultaneously. The windows can be moved
on the screen by pointing at the top, on the title bar, of the window and
dragging them to a new position. All the windows have a BACK button,
which places the window behind the other windows and an EXIT button,
which closes the window.
The overview window is the main window to work from, as it shows the
layout of the tanks of the vessel. If the overview window is not displayed
touch the CLOSE ALL button or the OVERVIEW button. Touch a tank area
on the mimic figure to open the tank data window, which displays the basic
information on one tank. When loading or discharging, the tank data windows
of all the active tanks can be opened and placed beside each other.
To display the channel menu touch a value (for example an ullage value).
Select one of the items on the menu or touch outside the menu to close
it. The tank set up window shows more information on one tank than the
tank data window.
Operation
Light Pen
a) Move the pen to the area on the screen to be activated or
selected.
b) Hold the light pen close to the screen and move the cursor to
the area to be activated, press the tip of the light pen against the
surface of the screen. The pen registers a ‘hit’ and activates the
function of the area where the cursor was positioned.
c) If the light pen (or mouse) should fail, it is possible to move the
cursor with the arrow keys on the keyboard.
Cargo Operating Manual
d) Press an arrow key once to move it just slightly, or keep it
pressed to move the cursor quickly.
e) To activate a function, once the cursor is correctly positioned,
press the control key and the return key at the same time, this
corresponds to a ‘hit’ by the light pen.
The Base Window
The base window is always at the background of the screen.
At the top of the window there is row with the TankRadar name, the date and
time, the HELP button and an CLOSE ALL button.
By pressing the HELP button the help texts can be read about the various
parts of the software.
Clear the screen by pressing the CLOSE ALL button. All the windows that are
open on the screen are closed down and the overview window is opened.
Below the top row there is the row of buttons, of which the first button is
always the WINDOW button. The other buttons can be as follows (depending
on system configuration):
OVERVIEW
SET UP
GROUP
TREND
ALARM
These buttons are used to open the corresponding windows. However, both
the WINDOW button and the SETUP button are MENU buttons, which means
they open up menus from which a selection can be made.
Alarm Row
At the bottom of the screen there is an alarm row. On the alarm row
there is:
• An ALARM button for opening the alarm summary window
• An alarm text with the oldest accepted alarm, status, channel
name, current value and the past alarm limit
• An indication of how many more unaccepted alarms there are
• A red ACCEPT button for accepting the alarm displayed on the
alarm row
3.3/3.3.1 Page 2 of 6
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Illustration 3.3.1b SAAB Tank Level Monitor Display

Saab TankRadar Jan 04 20:25.43 2003 Help Close All

Window

Draft Aft Draft Port 17.28m Draft Fore Trim A 3.52m

Ballast Tanks 18.67m Draft Stbd 16.60m 15.15m List S 0.67°

BT E/R P
i BT 5P
i BT 4P
i BT 3P
i BT 2P
i BT 1P
i

Density Density Density Density Density Density

1.0250 1.0250 1.0250 1.0250 1.0250 1.0250
kg/l kg/l kg/l kg/l kg/l kg/l

ATP
i FPT
i

Density Density
Innage Innage Innage Innage Innage Innage
1.0250 1.0250
kg/l 7.88 m 9.49 m 9.48 m 9.54 m 9.95 m 16.10 m kg/l

BT E/R S
i BT 5S
i BT 4S
i BT 3S
i BT 2S
i BT 1S
i

Density Density Density Density Density Density

Innage 1.0250 1.0250 1.0250 1.0250 1.0250 1.0250 Innage
7.26 m kg/l kg/l kg/l kg/l kg/l kg/l 14.04 m

Innage Innage Innage Innage Innage Innage

0.33 m 9.71 m 9.50 m 9.44 m 9.82 m 16.05 m

Mimics X

Cargo Overview Cargo Temps Ballast Tanks Misc Tanks Density All System Overview

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• A buzzer stop button for silencing the workstation’s alarm
buzzer, until there is a new alarm
When there is an alarm, the alarm row is shown on top of the other windows
on the screen, if there is no alarm, only the ALARM button is shown on the
alarm row.
Overview Window
When the workstation is switched on a mimic of the vessel is shown in
an overview window.
The overview window is made specifically for each ship. The information in
the overview window will change for different ships.
Each tank is shown with its tank name and ullage. An arrow indicating the
level rate may be displayed below the value of the ullage. When it points
down it indicates that the tank is being discharged and conversely it points
up when the tank is being loaded.
There can also be fixed areas on the overview window with information on,
for example, draught, sea water density, trim and list.
Below the mimic of the ship there can be buttons for viewing predefined
tank groups. One of these buttons could be configured to show for example,
the tanks in the aft end of the ship, and another, the tanks at the middle
part of the ship.
By pressing a tank area, the tank data window for that tank is opened. If the
ullage value is pressed, the channel menu is opened.
Tank Data Window
An arrow pointing down beside the bar graph indicates that the tank is being
discharged, and conversely if the arrow points up the tank is being loaded.
The alarm limits are shown as lines beside the bar graph. The shorter lines
indicate the high and low limits, while the longer lines indicate the high high
and low low limits. The values in the window that are underlined can be
changed.
Channel Data Window
The Channel Data window looks similar to the tank data window. The channel
data window is used to get a quick overview of the data of a single channel.
A new channel can be selected directly from this window by pressing the
CHANNEL button.
Tank Set-Up Window
The Tank Set-Up window will give all the data on one tank. Alarm limits
and other data can be changed from this window. It is also possible to block
individual channels from this window by pressing the check boxes at the
right end of the window. A check mark in a box indicates that the channel is
blocked. Select a new tank by pressing the TANK button.
It is possible to press a field in the Mode column to set a manual value to the
channel. The value of delay is entered in seconds.
The tank set-up window can contain more information than can fit sideways.
In this case there is a scroll bar at the bottom of the window for scrolling
the window sideways.
Channel Set-Up Window
Open the Summary window by pressing one of the two ALARM buttons,
either at the lower left corner of the screen or at the row of buttons at the top
part of the screen.
Press the SUMMARY button to display one of the following summaries:
• Sysfail to display any system failure
• Warning to display the Warning Summary
• Alarm to display the Alarm Summary
• Event log to display a log of all events (up to the 200 latest
events in the system)
On the right side of the window there are four buttons for scrolling the list. Use
the intermediate buttons to scroll the list one page at a time, or use the TOP or
BOTTOM buttons to go to the beginning or to the end of the list.
When the ACCEPT PAGE button is pressed, all the channels seen on the
screen at the moment are accepted.
Sysfail Window
The Sysfail window contains a list of any serious system failures within the
TankRadar system. The following failures can be included in the Sysfail
window:
• Level unit communication failed
• Level unit sysfail
• Level unit power failure
• Level unit LI communication failed
• Input/output box relay communication failed

The Tank Data window is a small window displaying basic data of one Use the Channel Set-Up window to enter a manual value. Just press the check Warning Summary Window
tank for each window. The ullage for a cargo or a slop tank is shown in a box for manual, and then press the value and type the manual value. Some
numeric form below the bar graph. In the bar graph, the ullage is indicated channels do not allow manual entries, the word Manual is then dimmed. It is The Warning Summary window lists all the failures that normally do not
by the empty space above the coloured bar in the bar graph. For ballast also possible to disconnect a channel, by pressing the DISCONNECT check seriously affect the TankRadar system.
and miscellaneous tanks the level is also shown in numeric form in the bar box so that a check mark shows.
graph. Open the tank data window by pressing the area of the tank in the The following messages can be included in the Warning Summary window:
overview window. The tank data window for that specific tank will open. Alarm limits can be changed as well as blocking a channel.
• Level unit ground failure
If the value of the ullage in the overview window is hit, the channel menu
Select a new channel by pressing the CHANNEL button. • Level unit memory failure
will be displayed instead.
• Master communication failed
A number of tank data windows can be opened (a maximum of 20 windows Alarm Window • Level data communication failed
can be displayed at one time) and placed wherever required on the screen.
Touch the title bar and move the pen. It is possible to switch to a new The Summary window contains four summaries; Sysfail, Warning Summary, • SIOX communication failed
tank in a window by pressing the TANK button and selecting a new tank Alarm Summary and the Event Log. • Level unit restarted
from the list.

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See the service manual for more information on how to find the failures and Adding a New Group Trend Window
how to fix them.
Add a new group by pressing the ADD GROUP ACTION under the SET UP The Trend window is used to view the historical data of up to four channels
button. The Group and Log Set-Up window is displayed. Enter the name of in a window, with different colours for each channel.
Alarm Summary Window the group.
A number of trends can be configured and selected by pressing the TREND
The Alarm Summary window displays all the channels that are in alarm at
Select whether the group will be based on tanks or on channels. Normally it button. The minimum sample rate is ten seconds. The latest 1000 samples are
the moment. They are displayed with their status, value, the limit that caused
is best to have groups that are based on tanks. There will be one row for each stored and can be displayed using the scroll bar.
the channel to go into alarm and the unit with which the channel is presented.
tank. The columns can contain data such as ullage value, status, and unit for
The alarm summary can contain an unlimited number of rows. The alarms for
each tank. The logging of the group can be set up directly, but these parameters Each channel is displayed with its actual value and with its maximum and
each tank are grouped together in the summary.
can also be defined at a later time, see instructions next on how to edit a minimum settings for the diagram. The trends are shown in a window, these
group. can be scrolled one page at a time using the intermediate left or right buttons,
Event Log or they can be scrolled to the end of the trend using the outermost left and
Press OK to open the new group. Press the buttons marked with ???? to define right buttons. The window shows 180 samples at a time.
The Event Log lists the latest 200 events for channels of the alarm classes the contents of the rows and columns of the group. Select NEW to add new
Sysfail, Warning and Alarm. An Event is recorded when a channel status goes rows or columns before or after the column or row button pressed. There is a time ruler for viewing historical data. Use the buttons described
into or out of alarm, block or disconnect. above to move to the trend area that is required, then switch the ruler on by
pressing the RULER button. When the ruler is on the values of the channels
Editing a Group corresponding to the time where the ruler is placed, the values are displayed
Group Window under the heading Ruler Value. The time and date, corresponding to the
(Note: Do not edit a group with a log started. Stop it first, edit it and save
position of the ruler, are shown above the grey window containing the trend
Use the Group window to group information, such as measured values, the changes, then start it again.)
lines. The ruler can be moved one sample at a time using the left and right
status, alarm limits, into one or more tables. It could, for example, be the single arrow buttons, or five samples at a time using the left and right double
ullage values of a number of tanks with the same cargo or it could be a To edit a group, first select the group from the list under the GROUP
arrow buttons. To move quickly to another part of the Trend, switch the
group with all the ballast tanks. It is possible to change a group or add button.
ruler off and use the buttons to move one whole window at a time, or to
new groups as follows: go to one end of the trend.
Then press the SET UP button and select EDIT GROUP. The look of the
a) Press the GROUP button to display a list of the available window changes slightly when it is in the edit mode.
When the ruler is on, it is possible to press a point on a trend and the Ruler
groups. moves to this point. Then the position of the ruler can be adjusted more
The column and row headings turn into buttons that are used for defining the
exactly with the single arrow left and right buttons.
b) Select the group required. contents of each row or column. To change a row, press the button containing
the heading of the row. A small menu, with the options EDIT, NEW and
c) Press the SET UP button to select one of the following modes: DELETE, is displayed. Edit, Add or Delete a Trend
1. Edit Group mode to change the group When selecting EDIT or NEW, the Edit Member window is opened. If selecting To change a trend, add a new one or delete one, press the SET UP button to
2. Add Group mode to create a new group NEW, first make the selection whether the new row will be placed before or open a menu with these choices. When selecting Add Trend or Edit Trend,
after the active row. the Edit Trend window opens up.
3. Delete Group to delete a whole group
Press the MEMBER button to select another channel to be displayed on that Another way to open the Edit Trend window is by pressing one of the
d) Press the BLOCK button to block all the channels in the
row. The new channel is displayed on the Member row in the window. In the numbered channel buttons or anywhere on a channel row.
group that are possible to block. Unblock them by hitting
Label input field the label can be changed so that it fits in the Group window.
UNBLOCK.
Change the name of the trend by typing the new name in the input field.
The columns are changed in a similar way. Instead of the Member window, the Change the sample period by entering the time between each sampling in
e) Press the LOG button to start or stop a logging of the group. It is
Infopost window is opened. In addition to the functions described above, it is hours, minutes and seconds. The minimum sample rate is ten seconds.
also possible to order it to make a single logging of the group. possible to define the width of the column.
It is also possible to activate or deactivate the trend by pressing the ACTIVE
Use the LOG SET UP button to open the Group and Log Set up window box. A check mark indicates that the trend is active and is storing samples.
where the period, start time or stop time of the groups log can be set up. It
is also possible to define if the log should be printed or saved on a file. The Select up to four channels that are included in the trend, by pressing the
option of saving a file to a log is used only for service purposes. numbered buttons at the bottom of the window.

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When pressing one of these buttons, the Edit Channel window opens up. Illustration 3.3.1c SAAB Temperature Monitor Display

Editing a Channel in a Trend

By pressing one of the numbered buttons for the channels in either the Trend Saab TankRadar Jan 08 08:59.44 2003 Help Close All
window or in the Edit Trend window, the Edit Channel window is opened.
Window Cargo Overview Cargo Temps Ballast Misc Tks Density Sys. Overv
In this window it is possible to select the channel for that trend line and also
specify the maximum and minimum range for the trend graph. As a guidance,
the maximum and minimum of that range for the channel are printed in the Draft Aft Draft Port 17.28m Draft Fore Trim A 2.35m
Temperatures List S 0.15°
window. Select the colour by pressing the box with the correct colour. 18.67m Draft Stbd 16.60m 15.15m

(Note: Maximum and minimum ranges can be changed without losing the SLOP P CT 5P CT 4P CT 3P CT 2P CT 1P
historical data of the trend. When any channel is added or deleted, Temp Average Temp Average Temp Average Temp Average Temp Average Temp Average
the historical data for the other channels in that trend window is 0.0 °C 0.0 °C 0.0 °C 0.0 °C 22.3 °C 0.0 °C
lost. To avoid losing historical data, make a new trend with the new
Top 29.3 °C Top 28.7 °C Top 27.8 °C Top 26.2 °C Top 27.2 °C Top 26.3 °C
channel or channels included or deleted. The original trend will still
Mid 26.5 °C Mid 25.7 °C Mid 24.7 °C Mid 24.3 °C Mid 24.4 °C Mid 24.4 °C
contain the historical data.)
Bot 25.1 °C Bot 25.0 °C Bot 24.7 °C Bot 24.2 °C Bot 24.1 °C Bot 24.1 °C

Changing the Sampling Period of a Trend CT 5C CT 4C CT 3C CT 2C CT 1C

Temp Average Temp Average Temp Average Temp Average Temp Average

(Note: All historical data of the trend will be lost when the sampling 0.0 °C 0.0 °C 0.0 °C 0.0 °C 0.0 °C

period is changed. To avoid this, make a new trend with the new Top 27.9 °C Top 26.6 °C Top 26.4 °C Top 26.8 °C Top 26.0 °C

sampling period. Press the SET UP button in the Trend window and Mid 26.7 °C Mid 24.4 °C Mid 24.0 °C Mid 24.1 °C Mid 23.7 °C
press EDIT TREND on the menu. Enter a new sampling period in Bot 25.4 °C Bot 24.0 °C Bot 24.4 °C Bot 24.1 °C Bot 23.9 °C
the Edit Trend window. Select OK to start the trend with the new
sampling period.) SLOP S CT 5S CT 4S CT 3S CT 2S CT 1S
Temp Average Temp Average Temp Average Temp Average Temp Average Temp Average
0.0 °C 0.0 °C 0.0 °C 0.0 °C 0.0 °C 0.0 °C
Back-up Display on the Level Unit Top 29.0 °C Top 28.2 °C Top 27.3 °C Top 25.9 °C Top 27.8 °C Top 26.2 °C
Mid 27.6 °C Mid 25.8 °C Mid 25.1 °C Mid 24.4 °C Mid 24.8 °C Mid 24.4 °C
If the workstation should fail, level indication can be obtained from the
Bot 24.9 °C Bot 25.2 °C Bot 24.6 °C Bot 24.2 °C Bot 24.4 °C Bot 24.5 °C
level unit.

The back-up display is located in the calculation unit in the top part of the
level unit cabinet. The back-up display serves only as a back-up for the
workstation. The display can show each tank with its tank name and relevant
tank values. The display can also show other information such as the setting of Alarm Hi HFO 2S Innage 17.47 ( 17.00) m Accept
the trim/list mode, trim and list values, mode of the Processor Memory Board
(LCM), communication parameters and versions of the software.

As all the operations are normally done on the workstation, the back-up
display is only needed when servicing the system or if there is a failure
on the workstation.

(Note: No alarm handling on measured values (except for the IG pressure

alarm) is done in the level unit. All such alarm handling is done in the
workstation.)

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3.3.2 REMOTE SOUNDING AND DRAUGHT GAUGE Overfill Alarm System
SYSTEM
An Omicron overfill level alarm is fitted to each cargo tank. It operates
Maker: SF Control independently from the Saab TankRadar level measuring system.
Type: Electric-Pneumatic
The level alarm sensor consists of a magnetic reed switch operated by a float.
The sensor is mounted at the level equivalent to 98% capacity. The sensor will
The ballast tanks, including the fore peak, aft peak and engine room side ballast
operate alarms in the cargo control room and on deck.
tanks, the fuel oil and diesel oil tanks and the fresh water tanks are fitted with
an electric-pneumatic type transmitter. This information is relayed to the Saab
TankRadar display monitors.

The draught gauge level transmitters are also of the electric-pneumatic type.
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.

The ballast and draught transmitter signals are linked into the Saab TankRadar
system and can be monitored on the same display.

The measuring line from all the electric-pneumatic type transmitters are led
back to the cabinet transmitter boxes located in the hydraulic power pack room
on upper deck. Here the pneumatic signal is converted to an electronic signal
and passed to their respective displays in the engine and cargo control room.

The ballast tanks are equipped with a high level alarm.

Clean dry air supplied from the control air system is supplied to the LD 100S
cabinets where it is regulated down to an operating pressure of 7 bar. Air is
distributed to the individual tanks. The fuel oil and diesel oil tanks are fitted
with a non-return valve in the transmitter line. The draught system lines are
each fitted with a ship side isolating valve. The two domestic fresh water tanks
are fitted with a pneumatic 1:1 converter.

The output signals from the LD 100S cabinets are sent to the Saab monitoring
system and the alarm and monitoring system.

Operating Principle

The operating principle is based upon the measurement of the hydrostatic

pressure at the bottom of the tank by the injection of air through a bubbling
probe.

The output pneumatic signal of the modulator is fed into a P/I converter where
the pneumatic signal is converted to an electric signal which is connected to
the display and digital indicator.

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Illustration 3.3.3a Omicron Gas Sampling and Overfill Control Units

H.C GAS SAMPLING SYSTEM, OGS 3.0/28

FOR BALLAST AND VOID SPACES

1. F.P.T. LOW 2. F.P.T. UP

3. NO.1 WBT(S) FORE 4. NO.1 WBT(P) FORE

5. NO.1 WBT(S) AFT 6. NO.1 WBT(P) AFT

7. NO.2 WBT(S) FORE 8. NO.2 WBT(P) FORE

9. NO.2 WBT(S) AFT 10. NO.2 WBT(P) AFT

H2S GAS SAMPLING SYSTEM, OGS 3.0/28
FOR BALLAST AND VOID SPACES 11. NO.3 WBT(S) FORE 12. NO.3 WBT(P) FORE

1. F.P.T. LOW 2. F.P.T. UP 13. NO.3 WBT(S) AFT 14. NO.3 WBT(P) AFT

3. NO.1 WBT(S) FORE 4. NO.1 WBT(P) FORE 15. NO.4 WBT(S) FORE 16. NO.4 WBT(P) FORE

5. NO.1 WBT(S) AFT 6. NO.1 WBT(P) AFT 17. NO.4 WBT(S) AFT 18. NO.4 WBT(P) AFT

7. NO.2 WBT(S) FORE 8. NO.2 WBT(P) FORE 19. NO.5 WBT(S) FORE 20. NO.5 WBT(P) FORE

9. NO.2 WBT(S) AFT 10. NO.2 WBT(P) AFT 21. NO.5 WBT(S) AFT 22. NO.5 WBT(P) AFT

11. NO.3 WBT(S) FORE 12. NO.3 WBT(P) FORE 23. NO.6 WBT(S) FORE 24. NO.6 WBT(P) FORE
OVERFILL ALARM SYSTEM
13. NO.3 WBT(S) AFT 14. NO.3 WBT(P) AFT 25. NO.6 WBT(S) AFT 26. NO.6 WBT(P) AFT
98% NO.1 C.O.T. (C) 98% NO.4 C.O.T. (C)
15. NO.4 WBT(S) FORE 16. NO.4 WBT(P) FORE 27. SPARE NO.1 28. SPARE NO.2
98% NO.1 C.O.T. (S) 98% NO.4 C.O.T. (S)
17. NO.4 WBT(S) AFT 18. NO.4 WBT(P) AFT LOW GAS ALARM HIGH GAS ALARM ACCEPTED
98% NO.1 C.O.T. (P) 98% NO.4 C.O.T. (P)
19. NO.5 WBT(S) FORE 20. NO.5 WBT(P) FORE FLOW FAIL ACCEPTED
98% NO.2 C.O.T. (C) 98% NO.5 C.O.T. (C)
21. NO.5 WBT(S) AFT 22. NO.5 WBT(P) AFT DISCONNECTED ACTIVE
98% NO.2 C.O.T. (S) 98% NO.5 C.O.T. (S)
23. NO.6 WBT(S) FORE 24. NO.6 WBT(P) FORE
98% NO.2 C.O.T. (P) 98% NO.5 C.O.T. (P)
25. NO.6 WBT(S) AFT 26. NO.6 WBT(P) AFT DIS/RE-
CONNECT 98% NO.3 C.O.T. (C) 98% SLOP (S)
27. SPARE NO.1 28. SPARE NO.2
98% NO.3 C.O.T. (S) 98% SLOP (P)

98% NO.3 C.O.T. (P)

H2S HIGH GAS ALARM H2S
SAMPLE
PPM SENSOR AUTOMATIC PURGE
LOW GAS ALARM (DIM) POINT LOOP FAILURE OVERFILL SYST./POWER FAIL OVERFILL
UP
SYSTEM FAILURE MANUAL
ALARM ACCEPTED

DOWN
ALARM ACCEPTED CALIBRATION SAMPLE
(DIM)
SELECTOR LOOP FAILURE ACCEPTED

ACCEPT RESET GAS IN CAB. LAMP ACCEPT RESET GAS IN CAB. LAMP ACCEPT RESET ALARM LAMP
BUZZER ON/OFF BUZZER ON/OFF BUZZER ON/OFF
ALARM ALARM PWR. RESET TEST ALARM ALARM PWR. RESET TEST ALARM ALARM HOLD TEST

OMICRON OMICRON OMICRON

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3.3.3 GAS DETECTION AND TANK OVERFILL ALARM Data from the gas detection and monitoring and overfill alarm system is fed to The Tønsberg Omicron gas detection and tank overfill alarm system consists
SYSTEMS the Super Cargo - XL control and monitoring system, information is displayed of the following units:
on screen under the EQUIPMENT / OMICRON SYSTEM ALARM screen
Maker: Tønsberg, Norway display, pages 1 and 2.
Common Alarm/Control Panel
Gas Detection Systems Alarm set points and detection spans for the gas sampling systems are preset Located in the CCR, this unit contains all five of the main alarm/control panels
at the factory and are as follows: for all four systems. The ballast tank system has two separate alarm/contol
Model (Ballast Tanks): Omicron OGS 3.0/28
panels for hydrocarbon and hydrogen sulphide respectively, arranged in a
(Pump Room): Omicron OGA 2.0/14.1.1 master/slave configuration. Each of the remaining systems has its one alarm/
(Accommodation): Omicron OVS OP31 Ballast Tank System Hydrocarbon Detector
control panel at this location.
Span 0-100%
Tank Overfill Alarm System
Low alarm 10% The gas sampling alarm/control panels display the current status of the system,
Model: Omicron OAS 5.4 High alarm 30% with individual LED/LCD displays for each sample point, measured value
LCD read outs, system failure alarms and calibration/status control switches.
Description Ballast Tank System Hydrogen Sulphide Detector
The overfill alarm system has individual LED/LCD displays for each cargo
Span 0-25ppm and slop tank.
The Tønsberg gas detection and tank overfill alarm system comprises four Low alarm 10ppm
separate and distinct alarm systems which have been grouped together into one High alarm 15ppm
unit situated in the cargo control room (CCR). The individual systems fulfil the Ballast Tank Detector Cabinet
following functions: Located in the deck foam and fire control station on upper deck starboard side,
Pump Room System Hydrocarbon Detector
• The ballast tank gas detection system monitors for the presence this unit contains all the equipment to transport and complete the analysis of
of hydrocarbon explosive gases and also hydrogen sulphide gas Span 0-100% the individual gas test samples. It also has an internal gas sampling point to
in the ballast tanks. The system has 28 external sampling points Alarm 10% monitor for leakage inside the cabinet.
and one internal point for sampling the atmosphere inside the
cabinet itself. These sampling points are designated to cover Pump Room System Hydrogen Sulphide Detector Gas detection/analysis is carried out by an infrared hydrocarbon detection unit
the ballast tanks (two sample points per tank including two in and an electro-chemical hydrogen sulphide detector.
Span 0-25ppm
the forward peak tank and two spare sample points) and include
Alarm 10ppm
non-return valve terminations where appropriate. Pump Room and Accommodation Detector Cabinet
Pump Room System Oxygen Detector
• The pump room system monitors for hydrocarbon, hydrogen Located in the deck foam and fire control station on upper deck starboard side,
sulphide and oxygen content. The pump room has fourteen Span 0-25%/volume this unit contains all the equipment to transport and complete the analysis of
sample points for hydrocarbons, one sample point each for Alarm 19.5%/volume the individual gas test samples. It also has an internal gas sampling point to
hydrogen sulphide and oxygen, and one internal point for Accommodation Hydrocarbon Detector monitor for leakage inside the cabinet. This cabinet also receives samples from
sampling the atmosphere inside the cabinet itself. the accommodation entrance areas on upper and A deck.
Span 0-100%
• The entrance points into the accommodation at upper and A Alarm 10%
deck port and starboard have sampling detectors monitoring Gas detection/analysis is carried out by a catalytic (Pellistor) hydrocarbon
for hydrocarbons. detector, an electro-chemical hydrogen sulphide detector and a galvanic lead-
The gas detection systems are automatic scanning and permanently installed.
oxygen element oxygen detector.
• The independent electronic overfill alarm system comprises of The gas detector elements are common for all sampling points on that
seventeen level sensors, one unit is located in each cargo and system. A gas sample is taken from each sampling point in turn according to
slop tank. a pre-programmed sampling sequence. The sampling time for each point is Electronic Tank Overfill Alarm Cabinet
individually adjustable, corresponding to the length of pipe to each particular This unit is located in the CCR. It contains all the electronics/equipment
sampling point. necessary to operate this system, with inputs from the seventeen tank level
The common alarm/control panel for these systems is located in a central
cabinet in the CCR. The detector cabinets for the ballast tank, pump room and sensors and from the alarm/control panel. All outputs are displayed on the
Test gas cylinders with a gas mixture of known composition can be connected alarm/control panel located in the common alarm/control panel.
accommodation gas sampling/analysis systems are located in the hydraulic
to the systems for regular calibration/testing of the individual gas alarm
pump unit room on upper deck. The control cabinet for the overfill alarm
instruments, as well as operational checks on the systems. It is important to
system is situated in the CCR below the IG sub-control panel. All three of the
only use calibration/test gas of an internationally recognised standard, and to
gas sampling systems have remote repeater panels located on the bridge.
follow the manufacturer’s instructions during any test/calibration procedure as
damage to the equipment can occur.

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Illustration 3.3.3b Omicron Vapour Alarm and Gas Warning System Control Units

GAS WARNING SYSTEM, OGA 2.0/14-1-1

% HC HIGH HC GAS ALARM VOID SPACE

L.E.L. IN P/R
FLOW FAILURE
SYSTEM FAILURE

% HC HIGH HC GAS ALARM UNDER P/M

% HC HIGH HC GAS ALARM BESIDE OF
NO.1 C.O.P. L.E.L. TOP (PORT)
L.E.L. FLOW FAILURE FLOW FAILURE

SYSTEM FAILURE SYSTEM FAILURE

LOW OXYGEN CONT % HC HIGH HC GAS ALARM BESIDE OF

OXYGEN BESIDE OF
NO.2 C.O.P. L.E.L DRAIN TANK
% VOL FLOW FAILURE FLOW FAILURE

SYSTEM FAILURE SYSTEM FAILURE

HIGH HC GAS ALARM % HC HIGH HC GAS ALARM ABOVE

% HC BESIDE OF
NO.3 C.O.P. L.E.L 27,500 PLATFORM
L.E.L. FLOW FAILURE FLOW FAILURE

SYSTEM FAILURE SYSTEM FAILURE

HIGH H2S GAS ALARM % HC HIGH HC GAS ALARM ENTRANCE AT

H2S BESIDE OF
T.C.P. L.E.L UPP DK (S)
ppm FLOW FAILURE FLOW FAILURE

SYSTEM FAILURE SYSTEM FAILURE

HIGH GAS ALARM % HC HIGH HC GAS ALARM ENTRANCE AT

% HC BESIDE OF
STRIP. P. L.E.L UPP DK (P)
L.E.L. FLOW FAILURE
VAPOUR ALARM SYSTEM, OVS OP 31 FLOW FAILURE
SYSTEM FAILURE SYSTEM FAILURE

OXYGEN HIGH OXYGEN CONT OXYGEN HIGH HC GAS ALARM

HIGH HC GAS ALARM IN HULL % HC ENTRANCE AT
MONITORING % HC
% VOL FLOW FAILURE L.E.L 'A' DK (S)
L.E.L. DUCT (STBD) FLOW FAILURE
FLOW FAILURE
SYSTEM FAILURE SYSTEM FAILURE
SYSTEM FAILURE

PRESS HIGH PRESSURE VAPOUR HIGH HC GAS ALARM ENTRANCE AT

% HC HIGH HC GAS ALARM IN HULL % HC
mbar PRESSURE L.E.L 'A' DK (P)
LOW PRESSURE L.E.L. DUCT (PORT) FLOW FAILURE
FLOW FAILURE
SYSTEM FAILURE SYSTEM FAILURE
SYSTEM FAILURE

ALARM ACCEPTED ALARM ACCEPTED

% HC HIGH HC GAS ALARM UNDER P/M
L.E.L. TOP (STBD)
ACCEPT RESET LAMP FLOW FAILURE ACCEPT RESET GAS IN CAB. LAMP
BUZZER ON/OFF BUZZER ON/OFF
ALARM ALARM TEST ALARM ALARM PWR. RESET TEST
SYSTEM FAILURE

OMICRON OMICRON

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Remote/Bridge Indicating Units
These units provide audible/visual displays on the bridge of alarms or fault
conditions within the gas sampling systems only.
Audible/Visual Alarms
These units are provided for immediate relay of alarm conditions to remote
positions.
Audible/visual alarms are provided in the pump room for indication of a gas
detection alarm. Located either side of the manifold area there is a electronic
horn and light which will operate in the event of an overfill alarm being
activated.
Pipe System
The pipe system transports the test samples from sampling points to the
respective analysing unit. The pipe system includes shut-off valves, non-return
valves and flame traps, which are connected to 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 adjacent to the sampling unit.
Special attention should be paid to the ballast tank sampling system. When
individual ballast tanks are filled, both sample points in that tank must be
disconnected at the control unit and the individual shut off valve for those
points closed to prevent water entering the system. When a sample point is
later reconnected after the ballast tank has been emptied, it is necessary to
purge the sample lines to clear any obstructions or water from the line.
e) When the automatic sequence restarts and moves away from this
sample point, the LED will continue to flash slowly, indicating
that it has been disconnected.
f) Close the sample point shut off valve, located in the deck foam
and fire control station on upper deck starboard side.
Procedure to Purge then Reconnect a Sample Point i.e. When
Ballast Tanks are Empty
a) The system is operating in the AUTOMATIC mode.
b) Open the desired sample valve.
c) Using the SAMPLE POINT SELECTOR switch on the master
alarm/control panel located in the common alarm/control
cabinet, move the current sample point to the desired sample
point.
d) When the desired sample point has been selected, turn the
AUTOMATIC/MANUAL/CALIBRATION selector switch to
the MANUAL position and then turn the manual selector switch
to the PURGE position. The purge will continue for as long as
the selector switch is in this position.
e) The LCD display will show the sample point’s name and the
message MANUAL PURGING.
f) After at least 30 seconds, return the selector switches to their
original positions to complete the purge.
Procedure to Test the Cargo Tank Overfill Alarms
Prior to cargo operations the independent overfill alarms must be tested for
each tank. Each level switch is fitted with a mechanical testing device, located
under a screw cap on top of the level switch’s junction box. By lifting the
testing device slowly by approximately 10mm, the overfill alarm for that
particular tank will be triggered.
No alarm LEDs on the alarm panel should be lit. A green LED on the alarm
unit is illuminated if the module is working properly. If the microprocessor
inside the alarm module is defective, the green LED will flash. If the green
LED does not illuminate there is a problem with the 24V DC supply or the
internal 5V DC system.
a) Check all lights and the buzzer on the alarm panel by pressing
the LAMP TEST button.
b) Activate the ALARM HOLD button.
c) Remove the cap nut from the test rod on the overfill alarm
unit.
d) Activate an alarm in each tank by lifting the testing device by
approximately 10mm until the audible and visual alarms on
deck have operated. Confirm with the CCR that the alarm has
been indicated on the common alarm/indicator panel and on the
Super Cargo computer screen.
The red alarm LEDs on the alarm panel and on the switch unit
will flash, the buzzer in the alarm panel and the horn on deck
will sound, and the xenon strobe alarm lights will flash.

Procedure to Disconnect a Sample Point i.e. When a Ballast
Tank(s) is to be Filled
a) The system is operating in the AUTOMATIC mode.
b) Using the SAMPLE POINT SELECTOR switch on the master
alarm/control panel located in the common alarm/control
cabinet, move the current sample point to the desired sample
point.
c) Press the DIS/RECONNECT button. This button will illuminate
with a blue light.
d) The LCD display will show a message including the sample
point's name and the message DISCONNECTED.
g) While the correct sample point is still selected, press the DIS/
RECONNECT button. The blue light inside this button will go
out.
h) When the automatic sequence restarts and moves away from this
sample point, the LED will go dark, indicating that it has been
reconnected and the normal sequence has been re-established.
Each sample line that is reconnected must be purged individually.
e) Press the ACCEPT ALARM button on the alarm panel. The
horn, xenon strobe alarm light and the buzzer in the alarm panel
should turn off. The red alarm LEDs on the alarm panel should
continue to flash.
f) Press the RESET ALARM button. All the red LEDs on the
alarm panel should turn constant due to the alarm hold function
being activated.
g) Operate the testing device again, no repeated alarms should
occur.
h) Ensure that the testing device on each alarm unit has been
returned to its normal position, replace the protective screw cap
and deactivate the ALARM HOLD button.
All alarm LEDs on the panel will now turn off.

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Illustration 3.4a Loading Calculator

12/Jan/2003 10:23 No.1 WP Revolution Signal Breakdown R EPOSE 7/Jan/2003 10:51

SYSTEM UTILITY
LOADING CALCULATOR (1/1)

VOYA GE 05/03 PORT S eaI s R EM AR KS L OAD

CARGO BALLAST F.O./D.O. MISCELLANEOUS

DENS. SOUND. MAX.VOLUME VOLUME@T WEIGHT
TAN K N A M E ( mt/m (m3) (%)
m t/m 3 ) (m) (m3) (mt)
F.P. TK 1.0250 15.07 3,976.0 3,588.8 90 3,678.5

MONITORING1
1WBT ( P) 1.0250 30.16 9,002.0 8,651.8 96 8,868.1
1WBT ( S) 1.0250 30.35 9,002.0 9,706.7 97 8,924.4
2WBT ( P) 1.0250 29.56 9,608.0 9,340.2 97 9,573.7
2WBT ( S) 1.0250 29.74 9,608.0 9,371.2 98 9,605.4
3WBT ( P) 1.0250 29.52 9,736.0 9,460.0 97 9,696.5
3WBT ( S) 1.0250 29.77 9,736.0 9,503.2 98 9,740.8
4WBT ( P) 1.0250 29.49 9,748.0 9,196.2 97 9,426.1
4WBT ( S) 1.0250 29.80 9,748.0 9,249.8 98 9,481.1
5WBT ( P) 1.0250 9.28 8,758.0 4,490.2 51 4,602.5
5WBT ( S) 1.0250 2.25 8,758.0 4,481.3 51 4,593.3

MONITORING2
A.P. TK 1.0250 6.18 2 ,111 .0 941.6 48 965.1
E/R SWBT ( P) 1.0250 0.31 2,144.0 10.3 0 10.6
E/R SWBT ( S) 1.0250 0.28 2,144.0 9.2 0 9.5
SUM 87,000.5 89,175.5

OPERATION
DEADWEIGHT SUMMARY SHIIP'S CONDITION HULL STRESS (SEA GOING)
Draft at F.P. 9.02 (m)
Cargo 192.7 (lt) (Hogging)
Mean Draft 10.05 (m)
Ballast 89,175.5 (mt)

BENDING MOMENT

SHEARING FORCE
Draft at A.P. 11.08 (m)
Fuel Oil 5,524.2 (mt) A 2.06 (m) S. F.
Trim
Diesel Oil 103.8 (mt) S 0.12 (deg.) Max.
Heel 76
Miscellaneous 1,348.0 (mt) 102.4 (%)
Propeller Immersion
Deadweight 96,347.2 (mt)
Displacement 141,347.2 (mt) B. M.
KM 31.78 (m) GGO 31.78 (m) Max. (Sagging)
1.0250 KG 31.78 (m) GOM 31.78 (m) 90 Frame 64 99 148 172 202 226 256 280 310 334
S.G. of Outside
Seawater GM 31.78 (m) No. 82 118 178 267
Warning

F1:CgoSum F2:LodCnd F3:Stab F5:DmgStab F6:Disp F7:UnitChg F8:LglCnd F9:O-L Data F10:Load F11:Save F12:Print S

Execute Hold Reject Hold Associated

List Screen
DRAFT

PORT 10.05 TRIM(m) A 1.87 Buzzer Page Page

(m)

AFT 11.16 FORE 9.27 Menu Home Window Ack. Stop Up Down
STBD 10.00 HEEL(deg.) P 0.05

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3.3.4 CARGO LOADING COMPUTER Illustration 3.4b Hull Condition Screens

The ship’s loading computer is an integral part of the Super Cargo - XL HULL STRESS (1/3)
software program.
CONDITION E/R SWBT (P) 5WBT (P) 4WBT (P) 3WBT (P) 2WBT (P) 1WBT (P)
SELECT SLOP
During the formulation of a loading/discharging plan, which is them run TK (P) 5SCOT (P) 4SCOT (P) 3SCOT (P) 2SCOT (P) 1SCOT (P)
through the Super Cargo - XL simulation program, all aspects of the ship’s hull
Sea
stress conditions are examined in detail to ensure that no maximum hull stress Going A.P. TK 5CCOT 4CCOT 3CCOT 2CCOT 1CCOT F.P.TK
limits are exceed. After the chief officer has examined the simulation results
to ascertain which is the best plan to follow, as long as the loading/discharging In SLOP
TK (S) 5SCOT (S) 4SCOT (S) 3SCOT (S) 2SCOT (S) 1SCOT (S)
plan is followed then the ship’s stability and hull stress conditions should Harbour
E/R SWBT (S) 5WBT (S) 4WBT (S) 3WBT (S) 2WBT (S) 1WBT (S)
remain inside the permitted limits.
Frame No. 64 82 99 118 148 172 202 226 256 280 310 334
178 267
During the actual loading/discharging operation the ship’s hull condition can (Hogging)
be followed via the on screen data as displayed by the Super Cargo - XL Shearing 100%
software. Force

BENDING MOMENT

SHEARING FORCE
50%
Bending
From the main menu under TANK DATA, the current condition of the Moment 0%

cargo, ballast and miscellaneous tanks can be viewed as these data fields are -50%

continuously updated. In addition to the cargo operation data being displayed, Calculation -100%
i.e. observed and corrected ullage, temperature (cargo data screen only), Result

volume, weight, flow rate, remaining volume, remaining time in operation, the (Sagging)

screen displays for the cargo (page 2/4) and ballast (page 3/4) system also will STRAIN GAUGE OB S E RV E D C A LC U LATE D STRAIN GAUGE OB S E RV E D C A LC U LATE D

give the current status of the maximum shear force and bending moments. PORT FWD (Fr. No.267) 538,722 206,608 PORT MIDDLE (Fr. No.178) 570,444 642,851
PORT AFT (Fr. No.99) 531,362 530,279 STBD MIDDLE (Fr. No.178) 545,632 642,851

ACCELERATION (g) 0.210

If at any time the operator wishes to see a more in-depth analysis of the ship’s
hull condition then the HULL CONDITION field and sub menus should be
viewed. From these sub menus, HULL STRESS, DISPLACEMENT and
STABILITY the operator will receive a more in depth view of the ship’s DISPLACEMENT (2/3) STABILITY (3/3)
condition. Additionally, the operator will need to view the Loading Calculator
from the OTHERS menu first in order to get a live update from the tank data GOZ (m) STABILITY CURVE

information. The Loading Calculator screen, as shown in the illustration above HE E L ( d e g .) P 0 .0 7 TRTIM ( m) A 1 .8 7
15.0

gives an overview of the tank condition at its last update, additionally it also
shows the deadweight summary, ship’s condition and hull stresses. This page PORT STBD 10.0

does not receive live data, therefore to update to the current condition it is A.P. MIDSHIPS F.P.

necessary to do an online data transfer. This is carried out either by pressing F9 5.0
from the keyboard or using the tab at the bottom of the screen, F9: O-L DATA.
A single burst of data stream will be transferred from the tank condition pages, 0.0
this information will then be used to update the Loading Calculator and Hull 0 10 20 30 40 50 60 70
77
80 90

Condition page displays. There are 12 F key tabs at the bottom of the Loading ANGEL (deg.)

Calculator which can be used by the operator to gain additional information on ITEM RESULT IMO REQ. ITEM RESULT IMO REQ.
the ship’s condition, updated data and save any changes etc.
AFT MID.(P) MID.(S) FORE DISPLACEMENT (mt) 144,144.5
KM (m) 30.14 ANGLE at MAX. GOZ. (deg.) 47.13 > 25.0
OBSERVED DRAFT (m) 11.14 10.08 10.01 9.27 LIGHT WEIGHT (mt) 45,639.2
KG (m) 12.53 AREA 0 deg. - 30 deg. (m-rad) 2.369 > 0.055
AT A.P. AT MIDSHIPS AT F.P. MEAN DEADWEIGHT (mt) 98,505.3
GM (m) 17.60 AREA 0 deg. - 40 deg. (m-rad) 4.067 > 0.090
CORRECTED DRAFT (m) 11.14 10.05 9.27 10.18 AIR DRAFT (m) 23.65
GGO (m) 0.37 AREA 30 deg. - 40 deg. (m-rad) 1.672 > 0.030
This view of the new data on the Loading Calculator and Hull Condition PROPELLER IMMERSION (%)
DEFLECTION (m)
103
H0.13
GOM (m) 17.24 > 0.15 IMMERSION ANGLE (deg.) 77.0

pages will only be relevant to the screen on which it is being used. If the
MAXIMUM GOZ (m) 10.147 > 0.20 STABILITY RANGE (deg.) 90
S.G. OF OUTSIDE SEAWATER 1.0250

operator transfers to another screen and views the Loading Calculator and Hull
Condition pages, these pages will only show the last condition when they were
last updated.

Issue: Final Draft 3.3/3.3.4 Page 2 of 2

PART 4: EMERGENCY SYSTEMS AND PROCEDURES

4.1 Emergency Procedures - Deck

4.1.1 Fire Hydrant System

4.1.2 Deck Foam System

4.1.3 Discharge of Cargo from Damaged Tank

4.1.4 Oil Spill and Pollution Prevention - Cargo

4.1.5 Emergency Inerting of Ballast Tanks

Illustrations

4.1.1a Fire Hydrant Systems

4.1.2a Deck Foam System

4.1.5a Emergency Inerting of Ballast Tanks

4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)

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Illustration 4.1.1a Fire Hydrant System

Paint Store Swimming Pool

Sprinkler System
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
Void Space
Heavy Slop No.5 No.4 No.3 No.2 No.1 015V
Fuel Oil Tank Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo Oil
PI 019V (Port) (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

WA002V 026V
No.5 036V 034V No.4 032V No.3 030V 028V No.2 No.1 024V
Deck Foam and
Cargo Oil Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
Fire Control
Tank (Centre) (Centre) (Centre) (Centre)
Station
Engine
003V Casing To Fire Hydrants
005V 006V 007V 008V 009V 010V 011V 012V Bosun
Outside of Store
Steering Gear
Room and Accommodation Pump 004V
To
Rope Store Room Eductor in
Void Space 021V
039V 035V 033V 031V 029V 027V 023V
025V

Heavy Slop No.5 No.4 No.3 No.2 No.1

Fuel Oil Tank Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo Oil
(Stb'd) (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) 016V

No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)
002V
To Fire Hydrants
Inside Accommodation
Group of Fire Hydrants Located Group of Fire Hydrants Located
Outside of Accommodation on Inside of Accommodation
the Starboard Side, Port Side
Has the Same Configuration AW015V
EF043V
From T De
To eck Foam
e
AW013V 018V 020V 017V 019V
ngine Room 001V
n
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AW011V
Lifeboat Water Fog
045V AW010V Curtain System,
AW008V Identical on Port
002V 004V
AW007V and Starboard Sides
From Emergency AW005V
Fire Pump To De
T eck Wash
d Fire Hydrants
and BM047V AW003V 021V
T High
To H H
Exp
xpansion
xp EF043V To Deck
Foamm System
Foam
004V To Deck Wash Eductor
AW001V Eductor H
BM043V and Fire Hydrants For Void For Chain
Emergency Supply Space
To Aft Deck Machinery To Scrubber Tower Locker
039V 002V
Hydraulic Coolers 003V 045V (Port)
001V H Eductor
002V For Chain
To High Locker
To Chemical Store
071V 043V BM044V Expansion Eductor (Stb'd)
Sprinkler System Pump
Foam For Bosun's
014V LS Room
Cross Connection 040V PI CI System Store
BM048V
To Engine Room Local
WS033V
Fire Fighting System 041V
Emergency Fire Pump BM049V BM045V
(290m3/h x110mth)
BM016V To Drive for
013V BM050V Key
PI BM021V PI 042V Pump Room
Bilge Eductor
Sea Fire and Wash Water
BM046V CI CI
Chest
All valves pre-fixed EW unless
Bilge, Fire and GS Pump (350/290m3/h x30/110mth) otherwise stated

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4.1 EMERGENCY PROCEDURES - DECK The discharge from the fire pumps in the engine room to the engine room fire i) Ensure the discharge isolator from the supply to the deck fire/
hydrant system is independent of the discharge to the deck wash fire main wash deck system to the engine room fire hydrants is open.
4.1.1 FIRE HYDRANT SYSTEM system. The bilge, fire and GS pump suction valves from the sea suction main This valve is a new fitting and has no designated identification
and the discharge valves to the fire main outlets, both to the deck main and number. It enables the engine room system to be back fed from
engine room are normally open. The discharge line from these pumps to the the emergency fire pump.
Introduction engine room fire hydrant system is also used for ballasting operations for the
aft peak and engine room side ballast tanks. (Note: The engine room fire hydrant system can still be supplied independently
The fire hydrant and wash deck system can supply sea water to: from the fire and ballast pump.)
• The fire hydrants on deck The pumps take suction from the sea, aft peak and engine room side ballast
tanks and engine room bilges. j) Set up the valves as shown in the following table:
• The fire hydrants in the engine room
• The fire hydrants at the accommodation block, outboard port The sea suction is from the main sea water crossover line in the engine room. It is assumed that the SW main suction valves at the SW valve chest(s) are
and starboard side and centrally in the accommodation block This crossover line has connections to the high sea chest on the port side and open to provide SW suction.
low sea chest on the starboard side.
• The deck foam system
The Bilge, Fire and GS Pumps
• The Hot Foam system (for engine room) The emergency fire pump supplies the fire main only. It is an electrically
driven self-priming vertical centrifugal pump. It is situated in the fire pump Position Description Valve
• Lifeboat embarkation water fog curtain, port and starboard
recess located within the steering gear room, its power supply is taken from
side Open No.1 bilge, fire and GS pump SW main suction BM014V
the emergency switchboard. The pump can be started remotely from the bridge
• Crossconnection onto the engine room local fire fighting and the ship’s fire control station. The emergency fire pump has its own sea Closed No.1 bilge, fire and GS pump SW bilge suction BM010V
system chest suction. Closed No.1 bilge, fire and GS pump SW ballast suction BM011V
• Chemical store area sprinkler system
Closed No.1 bilge, fire and GS pump SW direct bilge suction BM009V
• Paint locker sprinkler system Preparation for the Operation of the Fire Hydrant System
Open No.1 bilge, fire and GS pump fire main discharge BM016V
• The forward void space eductor a) All intermediate isolating valves along the fire main on the Closed No.1 bilge, fire and GS pump SW overboard discharge BM018V
• The pump room bilge eductor main deck must be open.
Closed No.1 bilge, fire and GS pump SW ballast line dischargeBM017V
• The bosun’s store b) All hydrant outlet valves are normally closed. Open No.2 bilge, fire and GS pump SW main suction BM015V
• Aft deck machinery hydraulic system oil coolers
Closed No.2 bilge, fire and GS pump SW bilge suction BM012V
c) The engine room isolating valve to the deck and accommodation
• Forward deck machinery hydraulic system oil coolers
in the deck foam and fire control station must be open, Closed No.2 bilge, fire and GS pump SW ballast suction BM013V
• Hawse pipes EW001V. Open No.2 bilge, fire and GS pump fire main discharge BM021V
d) The connection from the emergency fire pump supply line in the Closed No.2 bilge, fire and GS pump SW overboard dischargeBM019V
The following pumps can supply the fire and wash deck system:
deck foam and fire control station must be open, EW004V. Closed No.2 bilge, fire and GS pump SW ballast line dischargeBM020V
Bilge, Fire and General Service Pump e) The emergency fire pump isolating valve to the deck wash, fire
Maker: Shinko Industries main system on the poop deck must be open, EW003V. WARNING
No. of sets: 2 It is very important that the bilge suction valves are securely closed on the
f) The discharge line valve in the deck foam and fire control station bilge, fire and GS pumps so that there is no possibility of oily water being
Capacity: 350/290m3/h at 30/110mth discharged onto the fire main and subsequently onto a fire. In addition
to the engine room hot foam system must be shut, EW002V.
there is the risk of the pumps losing suction in the event of a bilge well
g) The isolating supply to the deck foam system must be shut, becoming empty.
Emergency Fire Pump
EF043V.
No. of sets: 1
k) Start either of the bilge, fire and GS pumps and supply water to
Capacity: 290m3/h at 110mth h) The discharge valve to the paint store sprinkler system, the deck fire main.
WA002V, crossconnection onto the engine room local fire
Both bilge, fire and GS pumps are normally kept ready on the deck fire main fighting system, and discharge to the chemical store sprinkler l) Open the desired hydrant valves on the fire main after connecting
because, in addition to the emergency fire pump, the pumps can also be started system FE071V must be shut. the fire hose.
from the deck foam and fire control station, hot foam room and the bridge.

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Illustration 4.1.1a Fire Hydrant System

Paint Store Swimming Pool

Sprinkler System
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
Void Space
Heavy Slop No.5 No.4 No.3 No.2 No.1 015V
Fuel Oil Tank Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo Oil
PI 019V (Port) (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

WA002V 026V
No.5 036V 034V No.4 032V No.3 030V 028V No.2 No.1 024V
Deck Foam and
Cargo Oil Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
Fire Control
Tank (Centre) (Centre) (Centre) (Centre)
Station
Engine
003V Casing To Fire Hydrants
005V 006V 007V 008V 009V 010V 011V 012V Bosun
Outside of Store
Steering Gear
Room and Accommodation Pump 004V
To
Rope Store Room Eductor in
Void Space 021V
039V 035V 033V 031V 029V 027V 023V
025V

Heavy Slop No.5 No.4 No.3 No.2 No.1

Fuel Oil Tank Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo Oil
(Stb'd) (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) Tank (Stb'd) 016V

No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)
002V
To Fire Hydrants
Inside Accommodation
Group of Fire Hydrants Located Group of Fire Hydrants Located
Outside of Accommodation on Inside of Accommodation
the Starboard Side, Port Side
Has the Same Configuration AW015V
EF043V
From T De
To eck Foam
e
AW013V 018V 020V 017V 019V
ngine Room 001V
n
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AW011V
Lifeboat Water Fog
045V AW010V Curtain System,
AW008V Identical on Port
002V 004V
AW007V and Starboard Sides
From Emergency AW005V
Fire Pump To De
T eck Wash
d Fire Hydrants
and BM047V AW003V 021V
T High
To H H
Exp
xpansion
xp EF043V To Deck
Foamm System
Foam
004V To Deck Wash Eductor
AW001V Eductor H
BM043V and Fire Hydrants For Void For Chain
Emergency Supply Space
To Aft Deck Machinery To Scrubber Tower Locker
039V 002V
Hydraulic Coolers 003V 045V (Port)
001V H Eductor
002V For Chain
To High Locker
To Chemical Store
071V 043V BM044V Expansion Eductor (Stb'd)
Sprinkler System Pump
Foam For Bosun's
014V LS Room
Cross Connection 040V PI CI System Store
BM048V
To Engine Room Local
WS033V
Fire Fighting System 041V
Emergency Fire Pump BM049V BM045V
(290m3/h x110mth)
BM016V To Drive for
013V BM050V Key
PI BM021V PI 042V Pump Room
Bilge Eductor
Sea Fire and Wash Water
BM046V CI CI
Chest
All valves pre-fixed EW unless
Bilge, Fire and GS Pump (350/290m3/h x30/110mth) otherwise stated

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(Note: In order to avoid cavitation and overheating, at least one outlet on the
system should be opened to allow some flow through the pump. This
would usually be an hawse pipe anchor washer.)

Emergency Fire Pump

If the emergency fire pump is to be used, it can be started either locally or

remotely form the deck foam and fire control station, hot foam room or the
bridge. The pump suction valve EW013V, pump discharge valve EW014V
and the discharge valve to the fire main EW003V are always kept open so the
pump can be started and supply water to the fire main immediately. The valves
should, however, be operated periodically in order to ensure that they are free
to be closed should the need arise.

The Fire Main

The fire main has outlets at the accommodation block, both outboard port and
starboard sides and centrally inside the accommodation block and on the deck
forward and aft. At each hydrant outlet is positioned a hose box containing a
fire hose and nozzle unit. Hydrant outlet valves should be operated at frequent
intervals in order to ensure that they will open satisfactorily should that be
necessary in the event of an emergency.

At the fire hydrant valve on A deck port and starboard, a branch line fitted
with an isolating valve is led off to supply a water fog curtain for the lifeboat
embarkation area.

Intermediate valves in the fire main along the deck should be kept open at
all times in order to ensure that water will be available at all deck hydrants
whenever required.

In addition to supplying water to deck fire hydrants the fire main system
also supplies water to the hot foam system (high expansion foam system) for
the engine room and to the foam system for the deck. This isolating valve is
located inside the deck foam and fire control station.

The bilge eductors in the pump room, the forward void space and chain lockers
are operated by means of water supplied from the fire main.

The fire main must be maintained in an operational condition at all times and
so all hydrant valves must be closed so that pressure is available at the hydrants
as required. The foam systems are an essential part of the ship’s fire fighting
capability and the valves to these units must be free and easily operated.

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Illustration 4.1.2a Deck Foam System Key

Fire and Wash Water

Foam and Water Mixture

Foam

Foam Station with

Foam Applicator and Hose
Proportioning
Pump
Fire Water Supply to Deck
and from Emergency Fire
Pump
Fire Water Supply
from Engine Room

No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)

Slop No.5 No.4 No.3 No.2 No.1

Tank Cargo Oil Cargo Oil Tank (Port) Cargo Oil Tank (Port) Cargo Oil Tank (Port) Cargo Oil Tank (Port)
Foam Tank and Pump Unit (Port) Tank (Port) Foam Monitor and Foam Branch Station

No.3 EF016V

EF038V EF020V EF023V EF024V EF027V EF028V EF030V EF032V

No.5 No.4 No.3 No.2 No.1

Cargo Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
Foam Tank Oil Tank (Centre) (Centre)
EF019V (Centre) (Centre)
6m3 (Centre)

EF040V
EF037V
No.1
Void Space Bosun
From Store
EF035V CI PI PI
Emergency
Fire Pump EF
Flushing 015V EF014V EF013V EF012V EF011V EF010V EF009V
Valve EF043V
EF036V
EF003V EF002V EF003V EF004V EF006V EF007V EF008V
No.2
FE001V FM29
To Deck
From
Engine Fire Main
EW045V EF021V EF022V EF025V EF026V EF029V EF031V EF033V
Room EW001V No.4
EW002V EW004V
EF017V

To Hot Foam
System Slop No.5
Tank Cargo Oil No.4 No.3 No.2 No.1
(Stb'd) Tank (Stb'd) Cargo Oil Tank (Stb'd) Cargo Oil Tank (Stb'd) Cargo Oil Tank (Stb'd) Cargo Oil Tank (Stb'd)

No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)

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4.1.2 DECK FOAM SYSTEM Deck Foam and Fire Control Station d) Check line pressure valve, when at working level (5-11 bar).
Position Description Valve e) Start the foam concentrate pump.
Description Open Master supply valve to foam and deck EW001V
The system is now in operation.
Foam for fire fighting purposes is supplied to the main deck when required, Open Emergency fire pump supply to the deck foam and
from a single 6m3 foam tank situated in the deck foam and fire control station fire control station EW004V
on upper deck starboard side. Foam compound is supplied from the tank, via Fighting Oil Fires on Deck
Open Water supply valve to proportioner FE001V
a foam liquid pump, to an automatic proportioner where it is automatically Never direct the foam mixture directly on to the burning oil as this will cause
mixed with the correct proportion of sea water and then supplied to the deck Open Supply valve to main deck foam main EF043V
the oil to splash and spread the fire.
foam main. Closed Foam supply flushing line valve EF035V
Closed Foam supply from foam tank EF037V Direct the foam mixture so that it flows over the surface of the burning oil, in
The proportioner mixes the foam compound and sea water in the ratio of 3% order that it gradually covers and smothers the fire. Use the prevailing wind or
foam compound to 97% sea water. Closed Foam concentrate pump discharge valve EF036V slope of the deck to assist the flow wherever possible.

The sea water is supplied from the fire main. The foam main runs the length Engine Room
Use one or possibly two monitors to fight the fire. If more are used, the
of the main deck and supplies nine foam monitors sited so that the entire deck Position Description Valve effectiveness of each will be reduced.
area can be covered. Seven of the monitors are on the centre line on the deck
itself and two are at the forward corners of the accommodation block. Foam Open No.1 bilge, fire and GS pump sea suction BM014V
hydrants are fitted to the foam supply pipes branched off before each monitor Open No.1 bilge, fire and GS pump discharge to fire main BM016V Stopping the System
for use with hoses. They are situated at both sides of the vessel. Isolating
valves, which are normally open, are fitted to the foam main just forward Closed No.1 bilge, fire and GS pump bilge suction BM010V a) Shut down the fire pump supply and stop the foam pump.
of each monitor to enable damaged sections of the main to be isolated, so Closed No.1 bilge, fire and GS pump direct bilge suction BM009V
allowing the system aft of the damaged section to operate normally. b) Close the foam tank suction valve EF037V.
Closed No.1 bilge, fire and GS pump ballast suction BM011V
The foam hydrants are used with hoses and foam nozzles when required. The Closed No.1 bilge, fire and GS pump discharge to overboard BM018V c) Close the proportioner inlet valve EF036V.
are four foam station units each containing a foam branch and hose, their Open No.2 bilge, fire and GS pump sea suction BM015V
locations are indicated on the illustration 4.1.2a. d) Connect a line onto the flushing line and open the flushing
Open No.2 bilge, fire and GS pump discharge to fire main BM021V valve EF035V. Start up the fire and foam pumps and operate the
The foam mixture is aerated at the foam monitors and nozzles to give the Closed No.2 bilge, fire and GS pump bilge suction BM012V forward monitor on the deck until clear sea water is discharged.
required consistency. The hoses and nozzles can be used to supply foam to the Then operate all other monitors for a few seconds.
cargo tanks if required. Closed No.2 bilge, fire and GS pump ballast suction BM013V
Closed No.2 bilge, fire and GS pump discharge to overboard BM019V e) Stop the bilge, fire and GS pump and foam pumps.
The capacity of the deck foam system is designed to give 20 minutes operation
Locked Open Emergency fire pump sea suction EW013V f) Revert all valves to the standby position, ensuring that
of one monitor supplying 8,000 litres/minute of foam mixture.
Locked Open Emergency fire pump discharge valve EW014V the flushing valve is closed. All valves in the foam room,
monitor inlet valves and hydrant valves should be closed. All
Operation of the Main Deck Foam System On Deck intermediate valves between the monitors and the pressure
Position Description Valve gauge cock in the foam room should be open.
Procedure for Fighting a Fire, After First Raising the Alarm Open Discharge from the emergency fire pump to deck EW003V g) Refill the foam tank as soon as possible.
a) Open the inlet valve to the monitor to be used for fighting the
fire. All of the above fire duty pumps are ready to be started locally or remotely
from the deck foam and fire control station, hot foam room and the bridge.
Only use a maximum of 2 monitors or 1 monitor and 2 applicators.
b) Start the duty bilge, fire and GS pump in the engine room and
begin fighting the fire with sea water.

c) In the foam room open the foam concentrate pump valves

EF037V and EF036V.

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4.1.3 DISCHARGE OF CARGO FROM A DAMAGED TANK

Should a leakage to sea or to a ballast tank occur 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.

Should it be suspected that leakage is from a fracture on the bottom plating

or lower shell plating, then the level in the tank, if full, should be reduced
and then a water bottom pumped into the damaged tank to prevent further
oil spillage.

Remember that 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.

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4.1.4 OIL SPILL AND POLLUTION PREVENTION - CARGO
Small spills might occur during routine transfer operations on the ship, i.e.
during loading, discharging, ballasting, bunkering etc. If an oil spill occurs at
any time, the Ship’s Oil Spill Emergency Plan (SOPEP) must immediately be
put into operation.
Pipeline Leakage f) List/trim the ship to maintain/increase the deck scupper
Should leakage occur from the ship’s on-deck pipe work or from transfer volume.
hoses, the cargo operation should be stopped immediately and pressure
relieved from the leaking section of line. The line content may be dropped or, The prevention of overside pollution and its mitigation takes precedence over
if necessary, pumped into an empty or slack tank. cargo quality and contamination concerns.

Overboard and Sea Valves Leakage Oil Leakage/Overflow During Loading

Responsibilities Should leakage from an overboard or sea valve occur, the cargo operation
The responsibilities of shipboard officers are clearly laid down in the should be stopped immediately and the pressure relieved from the relevant a) Contact the terminal and request to stop loading immediately.
company’s regulations but may be summarised as follows. sections of line. Cease all cargo and ballast operations.

During any loading, transferring or discharging of cargo, tank cleaning or b) Follow the individual terminal emergency stop procedures and
ballasting and when bunkering, the Master or chief officer and the Chief Oil Spray from Tank Vents and Common Vapour Risers signals.
Engineer or second engineer must be on board. Should an oil spray occur from tank vents/mast risers, the cargo flow should
be stopped and the vent/riser shut and allowed to drain. The cause of the c) Manifold valves may be closed only after permission is
During these operations at least one deck officer and engineer must be oil entrainment in the vapour flow should be established and the necessary received from the terminal.
on duty. measures taken to prevent recurrence.
d) In case of overflow, open valves to any empty/slack tanks to
Hull Leakage reduce the level of the overflowing tank.
Preventative Measures
The prevention of oil spills must be regarded as a high priority in any Should spillage be suspected due to hull leakage, measures should be taken
to reduce the head of cargo in the tank involved, either by internal transfer, e) Sound the General Emergency Alarm with a PA broadcast
oil transfer operation. The most commonly recorded causes of operational about the oil spill.
spills are cargo and bunker overflows, pipeline leakage including COW lines, listing/trimming the ship or discharge ashore. Unless timely corrective action
leakage from overboard and sea valves, the accidental discharge of dirty is taken, oil will continue to leak to the sea until a hydrostatic balance is
achieved between the head of oil remaining in the tank and the sea water f) Check/stop the air intake to accommodation, stop non-essential
ballast and lastly oil spray from tank vents and common vapour risers. In air intakes to the engine room.
addition, direct leakage from the ship’s hull is an occasional cause of minor pressure exerted on the hull. Should it not be possible to identify the specific
spillages. Measures adopted to prevent these occurrences are fully described tank from which leakage is occurring, the levels of all tanks in the vicinity
should be reduced, taking into account the effect on hull stress and stability. g) Close all non-essential sea suctions.
in the International Safety Guide for Oil Tankers and Terminals (ISGOTT),
and include specific items on the Ship/Shore Safety Checklist. A copy of this Should it be suspected that leakage is from a fracture in the bottom plating
or lower shell plating, consideration should be given to reducing the level in h) Re-check that all scuppers are shut.
publication should be kept with this plan.
the tank, if full, and then pumping a water bottom into the damaged tank to
prevent any further oil spillage. i) Try to contain the spill on board using the portable Wilden
If, despite the adherence to proper procedures, an oil spill does occur, all pumps and stripping pumps as appropriate.
cargo and bunker operations should be stopped by the quickest possible means
and should not be restarted until the source of the leak has been identified, Containment on Board j) Deck clean up is to be started and fire fighting equipment to
rectified and all hazards from the oil released have been eliminated. In most In the event of an oil spill on deck, the following steps should be taken to be kept ready for use.
cases, the cause of the leak will be obvious but, in some instances, such as prevent or minimise overside pollution utilising the on board spill equipment.
spillages resulting from slight hull leakage, the source may be difficult to k) Oil spill dispersants/emulsifiers should never be used overside
locate, requiring the services of a diver. a) Identify the source and stop the leak. except for small spills where written approval is received from
the appropriate authorities.
The duty officer assisted by the duty watchman should undertake the following b) Place drip trays or containers to catch the leakage.
actions in the event of an incident. He should also inform the Master and l) Reporting procedures to be followed as per the SOPEP/VRP
the Chief Officer and/or the Chief Engineer to facilitate the mobilisation of c) Bail or pump pools of oil into tanks, drip trays or containers. depending on the location of the ship.
additional manpower as required and to initiate notification procedures.
d) Soak up the oil with absorbent material, sawdust etc. m) Loading may be resumed after the fault has been rectified.
Tank Overflow
Should a tank overflow occur, the flow to the tank should be stopped e) Ensure scupper plugs are tight and any excess water is drained
immediately and the level in the tank lowered by the most practical means. off.

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Oil Leak/Spill During Discharge

a) Stop/trip the cargo pumps immediately. Cease all cargo and

ballast operations.

b) Inform the terminal about the nature and extent of the leak.

c) Sound the General Emergency Alarm with a PA broadcast

about the oil spill.

d) The manifold valves may be closed.

e) Identify and isolate the leaking section of the line if possible.

f) Open the drop valves to drain the top lines and consider
reducing the IG pressure in the tanks.

g) Check/stop the air intake to the accommodation. Stop non-

essential air intakes to the engine room.

h) Close all non-essential sea suctions.

i) Re-check that all scuppers are shut.

j) Try to contain the spill on board using the portable Wilden

pumps and stripping pumps as appropriate.

k) Deck clean up is to be started and fire fighting equipment to

be kept ready for use.

l) Oil spill dispersants/emulsifiers should never be used overside

except for small spills where written approval is received from
the appropriate authorities.

m) Reporting procedures to be followed as per the SOPEP/VRP

depending on the location of the ship.

n) Discharging may be resumed after the fault has been rectified.

Any spillage that collects near the aft scuppers on the main deck can be pumped
into the slop tanks. This is carried out using the permanently fitted diaphragm
pumps, one either side on the port and starboard side of the aft main deck, the
suction piping system is fitted at the after supper point.

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Illustration 4.1.5a Emergency Inerting of Ballast Tanks
Key

Inert Gas
To
Sea Water
Transmitter
P P NG017V Panel
Steam

NG018V Condensate
ND027
Purge Pipe Locations
To Cargo Oil Main Line
ND001 ND003

No.3 Water Ballast Tank (Port)

Spill Tank (Port)
Deck
Seal ND043 No.2
ND042 ND031 ND032 No.1
Minimum No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) Water Ballast Tank
2500 Water Ballast Tank (Port)
(Port)
Shore Shore ND007 ND008
Connection Connection Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Stb'd Port (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)

No.3 Cargo Oil

Tank (Port)
ND026 ND024 ND015 ND012
ND018
ND021
Lower
Grating in No.4 Cargo Oil
Pump Room Tank (Centre)

No.5 Cargo Oil PV No.3 Cargo Oil No.1 Cargo Oil

NG041V Tank (Centre) Breaker Tank (Centre) Tank (Centre)
Deck Seal Steam Steam Vent
Water Return Supply NG029V Riser
Supply

No.2 Cargo Oil

Engine Room Tank (Centre)
Void
Bulkhead Pump Room
ND023 ND004 ND017 ND014 ND011

ND009
ND002
ND020

BA341

ND016
Upper Deck ND025 ND022 ND013 ND010

ND019
Water Ballast Main Line
Slop Tank No.5 Cargo Oil No.4 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
ND005 ND006
No.2
No.1
No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) ND029 ND030 Water Ballast Tank
Water Ballast Tank (Starboard)
(Starboard)
Spill Tank (Starboard)
No.3 Water Ballast Tank (Starboard)

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4.1.5 EMERGENCY INERTING OF BALLAST TANKS To Carry Out Emergency Inerting of No.2 Ballast Tank Port e) Open the ballast line valves to No.2 port, BA326, BA364 and
Side, No Flooding BA303.
Description f) Open the ballast tank hatch to act as a vent, provided that there
a) Shut valve ND002 to maintain a positive pressure in the cargo
tanks. is no lightning or source of ignition in the vicinity.
Opposite each ballast tank there is a spur pipe off the IG main with a blank
flange. A connection piece with blank flange is fitted to each ballast tank. g) Open the deck isolating valve ND001 for the IG main.
Emergency inerting of a ballast tank is carried out by connecting a flexible b) The IG system should be running and ready for use.
hose from the inert gas main to the connection piece and supplying inert gas. Inert gas will now be delivered to No.2 port ballast tank, entering via the
The tank is vented through the tank vents or via the access hatch at the aft end c) Insert the spool piece in the inert gas/ballast system connecting
line. ballast suction valve and exiting through the ballast tank hatch.
of the ballast tank.
d) Open valves ND009 and BA341. Continue inerting until the oxygen reading at the tank vent is consistently
Procedure to Carry Out Emergency Inerting of a Ballast Tank below 8%, at which point the tank can be considered inert. Depending on
requirements, it may be prudent to continue inerting until a level of 5%
(Example, No.2 Port Ballast Tank Partially Flooded)
oxygen is reached, to give a greater safety margin.
a) The inert gas plant should be ready to run.
Illustration 4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)

b) Check that the IG pressure has been lowered to a minimum.

c) Remove the blank from the spur on the IG main and from the
connection piece on the ballast tank.

d) Connect the portable flexible hose from the spur pipe on the IG
main to the connection piece on the ballast tank.
D D
FW FW
e) Start up and run the IG system, normal operating parameters
apply, see section 1.4 for details. Open the deck valves ND001
and ND002.

f) Check there is sufficient flow at the vent or aft access hatch.

g) Monitor the vapour at the outlet.

Continue inerting until the oxygen reading at the tank vent is consistently
below 8%, at which point the tank can be considered inert. Depending on IG
requirements, it may be prudent to continue inerting until a level of 5%
oxygen is reached, to give a greater safety margin.

Alternatively the ballast tanks can be inerted using the IG connection to the
ballast system as follows:

IG
Key:
Inerting Via Removal Of
Inerting Via Ballast Suction Ballast Tank Inerting Plate, Manhole
With Cross Connection Spool Layering Onto The Ballast
Piece Inserted From IG Line Surface.
To Ballast Line.

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