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Discharge 01
Discharge 01
Chapter 1
Preparations before entering port and discharging cargo
§ Preparatory procedures before entering port and discharging cargo
Preparations before entering port and discharging cargo are to be made according to the procedures
given below.
5. Reports (P 1-19)
Submit the essential documents to the relevant departments after the plans have been formulated and
the preparations for entering port and discharging cargo have been made.
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1. Checks, studies and investigations before entering port
1.1 General
Before entering port, thoroughly perform the checks, studies and investigations mentioned below to
ensure safety during cargo operations.
For overall safety of tankers/terminals, please refer to the International Safety Guide for Oil Tankers and Terminals (ISGOTT),
which is a useful reference.
1) Hull strength (BM/SF/FL longitudinal bulkheads) should be confirmed to be within the allowable
range of values.
2) The ship's attitude (trim, heel, etc.) should be within the range of limits stipulated by the terminal
• . Forward draft
• . Forward draft in case of mooring at SPM
• . Air draft
• . Trim
3) Heel to port, heel to starboard or upright position should be adjusted at the bell mouth position.
4) Fenders may be damaged if the ship heels excessively during the discharging operation at the pier
5) Care should be taken against strong winds by referring to the latest weather information. Also, the
area of the hull exposed to the wind and the wind pressure should be carefully studied. (To be
aware of traffic condition in the port /terminal passing the vessel which can affect vessel’s mooring
& movement.)
The aim of crude oil washing is to minimize residual oil and sludge as far as possible and to maximize
discharge. Plans should be formulated to perform crude oil washing of as many tanks as possible if
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there is time before the ship leaves port and provided the permission of the charterer and the terminal
can be obtained. If the time of entry into port and the schedule of the receiving side have not been
finalized, plans should be made to wash the maximum number of tanks possible, study the timings for
entry/departure into/from port and amend the plans as necessary. Where possible, additional ballast
tanks *2 should be included in the tanks to be washed.
Restrictions for crude oil washing include restrictions on oil grades used for crude oil washing and the
washing of tanks with different grades of oil.
These restrictions may be specified by charterer/terminal. However, if no clear-cut instructions are
given, the permission of the charterer should be obtained before the submission of the plans (see "7.
Reports" on P1-19 of the "Discharging Section").
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2. Discharging plan
Click here to view video – 004.mp4
2.1 General principles
1) The discharging plan is to be formulated based on the charterer's instructions. The plan should be
formulated in accordance with the Operation Guidelines issued by the charterer and the various
regulations of the terminal. The loading plan is generally formulated considering the discharging
operation. However, since the loading of different grades of oil is common these days, the focus is
on ensuring maximum cargo load. Consequently, smooth discharge according to the specified
discharge sequence may not be possible, but the discharging plan should be formulated giving
priority to ensuring safety of the ship and the terminal. Generally, the sequence for discharging
cargo is specified by the charterer. In rare cases, the discharging may need to be performed
according to the ship's discharging plan. In such cases, the plan should be established focusing on
the hull strength, appropriate trim, efficiency of discharge, ballasting efficiency and COW.
In practice, discharging the cargo according to the specified sequence is almost never implemented. However, to minimize
contamination of lines when handling high quality oil, the method of "LOADING THE BEST PRODUCT FIRST AND
DISCHARGING IT LAST" may be adopted.
2) The discharging mode may be different and varied. Sometimes all the cargo may have to be
discharged at one port or at two or three ports (multiple port discharging), or as in the case of the
Kiire terminal, a part of the cargo may have to be discharged then the empty tank loaded, and
furthermore, all the cargo may have to be discharged at the second port, or two or more kinds of
cargo oil may have to be simultaneously discharged. Thus, the discharging mode may be extremely
complicated. With improvement in the reliability of equipment installed in tankers, cargo
discharging and loading operations are likely to become more complicated henceforth.
The properties of oil affect the discharging time considerably. For further details, refer to the Table of Properties of Oil published
by the Japanese Tanker Association, which is a useful reference.
1) Number of manifolds used, flow rate restrictions, manifold pressure limits, etc.
2) Estimation of changeover time at the terminal and the ship for each grade of oil
3) Number of tanks to be discharged and number of ship's lines to be used for each grade of oil
4) Selection of pumps to be used
5) Relationship with time required for ballasting
6) Final stripping time and time required until completion of discharge operation including time for
checking dryness of tanks, lines and pumps
7) Grade of cargo oil
8) Discharging plan of terminal
9) Past records
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maximum discharge rate and maximum loading rate may vary according to the shipbuilder. The reason
for the variation in the rates should be confirmed with the shipbuilder beforehand.
2) Allowable flow rate in pipe for butterfly valve
a) Fluid flow rate: 6 m/sec.
Calculation example: Assume a 500-mm butterfly valve.
πr2 x 6m x 3,600sec. 3.14 x 0.25 x 0.25 x 6 x 3,600 = 4,239 m3/h
b) Gas flow rate: 36 m/sec. (flow rate limit due to flame arrester).
Calculation example: Assume a 400-mm butterfly valve.
πr2 x 36m x 3,600sec. 3.14 x 0.2 x 0.2 x 36 x 3,600 ≒ 16,277 m3/h
For loading, the vaporized crude oil content should be taken as 25% (36 m/sec. / 1.25 =
28.8 m/sec.). The gas flow rate is taken as 28 m/sec. considering its relationship with the
loading rate.
3) Estimation of maximum flow rate accepted by terminal and discharging time for each grade of oil
The discharging time for each grade of oil is estimated by taking 80% of the maximum flow rate
accepted by the terminal as the average flow rate.
Calculation example: Volume to be discharged ……………….. 60,000 m3
Maximum flow rate accepted by terminal 10,000 m3/h
Maximum discharging capacity of ship …. 15,000 m3/h
3 3
10,000 m /h x 0.8 = 8,000 m /h
60,000 m3 ÷ 8,000 m3/h = 7.5 hrs.
4) Estimation of final stripping time
Assuming that the tank is stripped at least three times each stage, the time required is estimated as
below.
a) Time required for checking dryness of tank: 30 minutes to 1 hour
b) Stripping of lines, pumps and small-diameter pipes: 1 hour
c) Time for discharging drive oil in slop tank used for eductor: 1 hour
d) Final stripping by stripping pump: 30 minutes
Total stripping time: About 3 to 3.5 hours
Although plans are formulated assuming that crude oil washing does not affect the discharging time,
if additional time is required by the terminal or for cargo handling operations before entering the
dock, then separate investigations are to be carried out as necessary.
5) Simple estimation of total discharging time
The total discharging time is estimated by adding the discharging time for each grade of oil, the oil
grade changeover time, crude oil washing time after temporarily suspending discharging operation
and the stripping time. However, a simple method is to estimate the total discharging time by
assuming the discharge rate as 70% to 75% of the maximum receivable flow rate of the terminal.
This estimation, however, excludes the time for crude oil washing, which is implemented after
suspending the discharging operation. If the number of oil grades is about 5, then discharging can
be completed within the range of the times mentioned above.
Calculation example: Conditions
Volume to be discharged at the port: 300,000 m3
Maximum flow rate accepted at terminal: 10,000 m3/h
Maximum discharging capacity of the ship: 15,000 m3/h
* Calculated
Time required when the discharging rate is 75% of the maximum receivable flow rate at the
terminal
300,000 m3 ÷ 7,500 m3/h = 40 hrs.
Time required when the discharging rate is 70% of the maximum receivable flow rate at the
terminal
300,000 m3 ÷ 7,000 m3/h≒ 42.85 hrs.
2.2.3 Precautions
During multiple port discharging (discharging at two or three ports), the various conditions may differ,
therefore independent investigations are necessary. Records of discharging operations at various ports
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in the past serve as useful references, but for multiple port discharging, it is customary to estimate the
maximum discharge volume for a specific draft since many of the terminals have their own draft
limitations. In such cases, plans should be formulated in principle considering the ballast volume as
zero and shifting the cargo bearing in mind that the normal practice is to control the ship's hydrostatic
attitude.
1) Natural segregation
Cargo oil is loaded into separate tanks, but mixing of cargo lines and pumps is permitted.
2) Complete segregation
Cargo oil is loaded by complete segregation including segregation of cargo lines and pumps using two
valves. (Cargo oil is loaded through separate lines and the loadable quantity depends on the hull
structure.) In rare cases, segregation of vapors may also be demanded.
Washing of tanks to be loaded is generally required when complete segregation is adopted. In such
cases, the washing water also needs to be segregated. In many cases, the free flow lines between the
port and starboard slop tanks are segregated by only one valve. Care is necessary in such cases because
if different grades of oil are loaded in the port and starboard slop tanks, complete segregation will not
be possible.
If the pumping arrangement is changed over from using one pump of 5,000 m3/h capacity to two
pumps operating in parallel, the pipe route resistance increases due to the increase in the flow rate of oil
delivered provided there is no change in the route on the discharge side. Larger discharge pressures are
required of the pumps and the total flow rate will not reach 10,000 m3/h (twice the flow rate)
anticipated by parallel operation. In this case, three pumps should be operated in parallel to achieve the
required flow rate. If the example mentioned above is to be put into practice, then the number of pumps
should be decided considering 70% to 80% of the actual pump capacity when discharging cargo below
the maximum discharge capacity of the ship. Based on the above, the number of pumps to be used may
be taken as three for a discharge rate of 7,000 m3/h.
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3. Ballasting plan
3.1 Importance of ballasting work
To account for strong winds due to changes in weather, a large draft should be maintained as far as
practicable during ballasting work. This is important because the area of the ship exposed to the wind
increases when the ship is in the empty condition at the completion of the discharging operation.
Consequently, plans for ballasting work should be formulated after considering a proper balance
between large draft and draft restrictions at the loading terminal. Ballasting is essential for controlling
the ship's hydrostatic attitude (trim and heel) and the hull strength. Similar to the discharging operation,
ballasting is an important operation.
3.2 Precautions
3.2.1 Precautions when formulating the ballasting plan
Depending on the terminal, the discharge of ballast water from APT (After Peak Tank) may be
prohibited sometimes even if the APT is not connected to any cargo compartment, regardless of
whether the ship is an SBT (Segregated Ballast Tank) ship, a double-hull ship or a single-hull ship. At
the said terminal, if ballast water is filled in the APT for adjusting the condition of the ship during the
discharging operation, it may not be possible to discharge the ballast water in the APT by the time the
ship has to leave port. Even at terminals with no de-ballasting restrictions, it is important to formulate a
ballasting plan wherein de-ballasting is avoided as far as practicable to prevent irregularities such as
discharge of oil within the port area or damage to the oil fence due to discharge flows.
1) Check for the presence of gas in the ballast tanks and confirm the absence of abnormalities such as
oil leaks by visual inspection and by using cotton waste. (This check should also be performed
before the ship enters port in order to prevent problems after the ship enters port.)
Gas detection systems are provided in the ballast tanks of double-hull ships. During loading voyages, gas is monitored
round the clock and safety is enhanced considerably. In spite of the above, the precautions and check items before
ballasting/de-ballasting are the same as for a single-hull ship.
2) Before commencing the ballasting operation, be sure to open the valves in the empty tank and open
the ballast line to the atmosphere, thereby preventing the water hammer *3 effect due to negative
pressure. The main cause of the negative pressure in the ballast line is the negative pressure that
remains in the piping after stripping tanks using eductors at the loading site as a result of a drop in
the air temperature and sea water temperature.
3) Before opening the sea chest, station a watch in the vicinity of the sea chest to monitor it so that
immediate measures can be adopted in the event of an unanticipated oil leak.
4) Apply pressure in the ballast line and monitor the suction pressure of the ballast pump. This will
enable you to check for abnormalities such as pipe ruptures.
The method of performing checks differs depending on the condition of the cargo tanks and ballast
tanks mentioned below. Check for abnormality in the suction pressure of the ballast pump during the
hydrostatic test. Since some time is required for monitoring the pressure in the ballast line, perform
the tests mentioned below beforehand.
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the valve.
b) Hydrostatic test when the cargo tank is half filled or empty/ballast tank is partially filled or half
filled
If pressure is applied from a ballast tank with a level higher than that in the cargo tank and the line
pressure drops, then the abnormality is likely to be in the ballast line.
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4. Crude oil washing plan
Click here to view video – 006.mp4
MARPOL stipulates requirements related to crude oil washing. However, the ship has on board the
Crude Oil Washing Operations and Equipment Manual, which is approved by the classification society.
Thus, the crude oil washing plan should be formulated after becoming thoroughly familiar with the
contents of this manual.
1) Additional cargo can be loaded since residues in the tank have been reduced
2) Quality degradation due to mixing of different grades of oil is prevented
3) Pollution of the sea due to oil is prevented
4) Corrosion and rusting of tank is prevented
5) Tank cleaning work is reduced and working time is curtailed when the ship is in dry-dock
6) When internal inspection of tank is to be performed after the ship leaves port, the tank can be
cleaned to an extent that no sea water washing is necessary.
4.1.2. Disadvantages
1) If the same washing oil is used for washing several tanks, the solubility effect of the crude oil will
deteriorate.
Provided tank conditions are not special, past records of internal inspection of tanks confirm that up to 5 tanks of a
double-hull ship can be washed with the same oil without any problems in particular.
2) The minimum stripping capacity is taken as 1.25 times the total discharge capacity of all washing
machines working simultaneously in the bottom washing stage.
1) About one fourth of all tanks other than ballast tanks when leaving port, ballast tanks when entering
port (CBT (clean ballast tanks)) and additional ballast-filled tanks should be subjected to crude oil
washing for controlling sludge. Additional ballast tanks may be included in these additional
(one-fourth of the tanks).
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2) Ballast water should not be filled in tanks that have not been subjected to crude oil washing. Ballast
water filled in tanks in which crude oil washing has been performed but sea water washing has not
been performed should be treated as dirty ballast water.
3) Crude oil washing of the same tank need not be carried out more than twice in four months.
This does not mean that each cargo tank should be washed once in four months.
4) Crude oil washing should not be performed during the ballast voyage, that is, during the voyage
between the final port of discharge and the port of loading.
5) All crude oil washings should be completed before the ship leaves the final port of discharge.
6) Crude oil washing can be performed while the ship is underway between several ports of discharge.
In this case, the washing should be performed after obtaining the charterer's permission
beforehand.
1)To prevent generating excessive static electricity during the washing due to moisture in the washing
oil, the washing oil supply tank should be filled at least to a level greater than 1.0 m before using
the oil.
2) Wet oil that has been loaded on top (LOT) should not be used for crude oil washing. If such a
loaded tank is to be used as the crude oil supply tank, it should be fully discharged, and then crude
oil containing no moisture/water should be shifted to this tank before starting crude oil washing.
This crude oil is called dry oil.
3) The tank pressure is to be maintained above 2 kPa (about 200 mmAq) during the crude oil washing.
However, measures should be taken to ensure that this pressure does not exceed 10 kPa (about
1,000 mmAq) accounting for pressure setting errors in the breather valve.
4) The implementation of crude oil washing after stopping the discharge of high vapor pressure cargo
should be confirmed before starting the cargo handling operation.
5) The trim during the washing of the bottom part of the tank and during stripping should be in
accordance with the Crude Oil Washing Operations and Equipment Manual of each ship. The
required value is generally 4 m or above.
6) The oxygen concentration should be measured 1 m below the deck and at the center of the ullage
space before the crude oil washing of each tank. At each of the measured positions, the oxygen
concentration should not exceed 8 vol%.
7) Restrictions for crude oil washing include restrictions on oil grades used for crude oil washing and
the washing of tanks with different grades of oil.
Charterers/terminals sometimes specify these restrictions but the charterer's permission should be
obtained before submitting the plans where no specific instructions have been given.
True vapor pressure (same definition as saturated vapor pressure) should be mentioned when talking about high vapor pressure
cargo. Although the true vapor pressure of oil mixtures is a good indicator of gas generating ability, its measurement is extremely
difficult. Consequently, the Reid vapor pressure is referred to here since its measurement is practical.
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Examples of high vapor pressures are given below.( 1 PSI = 0.07031 kg/cm2 = 0.0069 MPa )
The maximum vapor pressure at constant temperature is called the true vapor pressure. It is used as a scale for distinguishing
whether the liquid will vaporize or not. The Reid vapor pressure expresses the pressure in a sealed space filled with vapor at
100°F. Thus, when the temperature rises above 100°F, the vapor pressure increases further and if the temperature drops below
100°G, the vapor pressure also drops.
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5. Shipboard meetings
Click here to view video – 007.mp4
Shipboard meetings are held for ensuring safety. After formulating plans and approving them, the
meetings are held to familiarize the crew members with preparatory work before entering port and
before discharging cargo, and with discharging procedures. The following should be implemented
when holding a shipboard meeting:
1) The Master should check cargo handling plans and the discharging plan prepared by the Chief
Officer and give the necessary advice before the meetings for discussing cargo handling operations.
2) The Chief Officer should hold shipboard meetings for discussing cargo handling operations and
notify the Chief Engineer and all deck ratings the discharging plan and cargo handling procedures
before the ship enters port.
3) The Chief Engineer should give the necessary advice on cargo handling work to the Chief Officer.
4) The Chief Officer should notify the officer of the watch the valve operating procedures for special
discharge work such as commingled loading *4, mixed loading *5, load on top *6 and shore line
flushing *7.
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6. Preparatory work for entering port/discharging cargo
6.1 Additional explanations on check list
Preparations and inspections for entering port/discharging cargo are mainly according to the SMS
check list.
Measuring equipment such as HC meter, O2 meter, H2S meter and simple O2/ H2S meter should be
inspected and kept charged. Such detectors should always be kept in a condition such that they can be
used immediately when required. HC meter, O2 meter and H2S meter should be provided at the
entrance of the pump room so that safety within the room can be confirmed before entering the room.
6) Checking the operation of emergency hydraulic hand pump
Preparations should be made and work checks carried out on the emergency hand pump in the pump
room and manifold. However, in practice, the operational check of the hand pump is done during the
actual voyage since its operation can be confirmed by actually operating the valve.
A valve whose operating condition can be easily understood (such as a direct filling valve) is ideal for training beginners
in the handling of the emergency hand pump. Also, the locking mechanism can also be practically observed. Therefore, it
is important to create opportunities and educate the staff in handling the emergency hand pump.
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against damaged seals.
Equipment and tools to prevent oil pollution should be kept ready near the manifold. Among such
equipment, the line proportioner (or pickup tube) requires permission for using it for treating oil.
Training should be imparted to responsible personnel in handling such equipment whenever
opportunity arises. Oil treatment equipment and tools are of various kinds. The usage methods of
those equipment on board the ship should be confirmed.
Lines should be pressure tested at 110% the working pressure at appropriate periods (when a
deficiency is detected, repaired and furthermore when a pressure test is to be carried out) especially
when there is time before the ship enters port to confirm the absence of abnormalities and leaks in the
equipment and lines. The working pressure of the cargo and crude oil washing lines should be
checked beforehand. These values are given in the Crude Oil Washing Operations and Equipment
Manual of the ship. At this stage, the correct operation of the emergency shut-off devices in addition
to functional tests of cargo pumps, tank cleaning pumps and stripping pumps should be confirmed.
Test results (date of implementation and pressure in case of tests of cargo lines and crude oil washing
lines) should be displayed at easily visible locations on the pipelines.
Normally, the operating pressure mentioned in the Crude Oil Washing Manual is greater than 0.78 to 0.83 MPa (8 to 8.5
kg/cm2) (this value is necessary for reaching the surfaces of the COW tank walls). Therefore, assuming that the crude oil
washing is implemented at 0.88 MPa (about 9 kg/cm2), then 0.88 x 1.1 = 0.97 MPa (9 kg/cm2 x 1.1 = 9.9 kg/cm2), and the
test should be carried out at a pressure of 1.0 MPa (about 10 kg/cm2). The pressure tests of the cargo line should also be
carried out at the same time as that of the COW line. In this case, the test is required to be performed at 110% of the
operating pressure. After piping systems are installed on the ship, they are tested at 150% of the operating pressure.
The points mentioned below should be considered when checking the open/closed positions of valves.
(Refer to “4.1 Functional test of hydraulic valves" on P 4-15 of the “Navigation Section.”)
1) Confirmation of the closed/open positions of the valve is generally performed one day before the
ship enters port, although this period could be affected by the sea and weather conditions.
2) Valves may be categorized into hydraulic valves and manually-operated valves. The open/closed
positions of all the valves should be checked in accordance with the check list prepared by the ship.
These positions should also be matched with the indications on the mimicked diagram in the CCR
simultaneously. The open/closed positions of cargo tank valves should be checked from the
designated values in the local box on the upper deck.
3) The check should not only be limited to the open/closed positions of valves, but should also include
inspection of the level of the operating oil in hydraulic equipment and hydraulic piping.
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Consideration should be given to including items such as check of nitrogen charge pressure (once
every six moths) of accumulator periodically and inspection of operating oil of hydraulic
equipment (once a year: analysis by testing organization) in the check items.
4) Valves should be checked item by item properly, and orders/replies should be clearly given and
received.
5) Checks should be made to ensure that measures against liquid sealing of oil or sea water have been
thoroughly adopted.
6) Depending on the condition of the ship, the pump operator should generally be designated as the
inspector and given the responsibility for checking the open/closed position of valves. The pump
operator should always sign the check list after completing the inspection and obtain the approval
signature of the Chief Officer.
7) The Chief Officer should check the IG branch valve himself, and at the same time should check the
tank pressure and record it. The Chief Officer should retain the key for the lever setting pin of the
valve and keep it in safe custody.
1) The condition in which oil or water is not completely removed from within a pipe and remains
sealed in it is called liquid-sealed condition. If the liquid is allowed to remain as it is, it may
expand within the pipe due to atmospheric effects such as direct sunlight or rise in air temperature,
leading to excessive pressure within the pipe. It may also lead to defective valve operation, leaks
from the flange of the pipe connection or from the Dresser coupling and cause damage to pipe and
valve. The elimination of the liquid-sealed condition is called removal of sealed liquid.
Safety valves and pressure gauges that account for such a condition are not normally installed in the
cargo lines of conventional tankers, therefore adequate precautions should be taken.
2) The sealed liquid condition may arise not only in cargo lines but also in ballast lines. Care is
necessary, especially in cold regions, because after discharging cargo, if the sea water temperature
rises, the pressure within the ballast line rises steeply.
3) Fig. D-1-1 shows the values of rise in pressure within pipes corresponding to the rise in
temperature in the liquid-sealed condition.
4) For details of measures to prevent the liquid-sealed condition, refer to "3. Valve positions after
discharging cargo," P6-8 of the “Discharging Section” and "4. Setting valve positions for
navigation," P5-7 of the “Discharging Section”.
Some sea berths or terminals (Mizushima JOMO terminal, Kashima, etc.) require that fresh oil be used
to replace oil (mixed with impurities such as sludge and rust) used for crude oil washing so as to
prevent such oil from remaining in the submarine lines. In such cases, tanks for fresh oil should be kept
ready beforehand. Precautions are necessary because when the final stripping of tanks that have been
washed (COW) with eductors, the collection tank (normally slop tank) will not be treated as a fresh oil
tank.
1) P/V breaker
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Adjust the seal water level, and fill in the appropriate amount according to the usage method of
anti-freeze solution.
2) Deck water seal
No anti-freezing measures are required for deck water seals since they contain heating devices that
make use of steam. However, check the seal water level and if necessary, make adjustments.
3) AUS seal water tank
Check the seal water level and if necessary, make adjustments.
Fit the temperature gauge to the tank casing.
4) Slop tank heating line
Open the drain valve and drain out the liquid that has accumulated in the line.
5) I.G. line
Open the drain valve and drain out the liquid that has accumulated in the line.
Fig. D-1-1
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7. Reports
7.1 Reports to the charterer, agent's office and ship owner
After formulating plans and completing preparations before entering port and discharging cargo, submit
the reports mentioned below to the charterer, agent's office and the ship owner.
Once these documents are submitted, crude oil washing of tanks other than mentioned in the plans
cannot be carried out. However, the number of tanks specified in the plans can be reduced if requested
by the charterer or the terminal because of problems in the sailing time or other reasons provided the
rules are strictly adhered to.
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8. Work before and after entering port
Click here to view video – 013.mp4
8.1.3 Precautions
1) When the tank pressure reduces, ventilation should be regulated, the vent riser valve should be
opened from a small value to 30% of the maximum opening level, and measures should be adopted
to prevent dispersion of oil mist due to abrupt valve operations. Pressure surges *9 when closing the
valve should also be avoided and the valve should be closed gradually from 30% to 20% to 10% to
fully closed condition. When a pressure surge occurs, the breather valve of the centralized vent
system activates. The breather valve and the P/V breaker are the safety valves of the tank. Care
should be taken to ensure that these valves do not activate without a proper reason.
2) It should be borne in mind that offensive odors due to release of gases to the atmosphere are treated
equivalent to pollutants that cause pollution of the sea due to oil at terminals near residential areas.
3) It should also be borne in mind that "pollution of the sea by oil," "offensive odors" and
"low-frequency pollution" are the most important causes for concern during tanker operations.
Sometimes ullage measurements are required to be carried out before the ship enters port. In such cases,
the following precautions should be taken to prevent accidents to deck workers due to gas inhalation.
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a) Workers should stand perpendicular to the direction of wind
b) Closed methods such as MMC should be adopted as far as possible.
During measurement of loaded crude oil with large hydrogen sulfide content such as Qatar Land,
appropriate respiratory protection apparatus should be used.
8.3 Preparations to start IGS and start timing of scrubber pump
Click here to view video – 015.mp4
The start timings of IGS and scrubber pump are very important for preventing cargo handling delays
and marine pollution.
1) Communicate with the Engine Department before the preparations for equipment to be used and
before using them. Maintain close contact with the department to ensure that no inconsistencies
arise.
2) Keep the deck water seal pump running at all times passing water through it even if it is meant for
exclusive use.
3) Operate the scrubber pump beforehand.
4) Before operating the cargo pump, open the boiler uptake valve, start the IG main fan to be used to
set the inert gases to be released to the atmosphere.
5) Confirm that the tank pressure setting is the same as the planned value.
Pressure setting is generally about 6 kPa to 8 kPa (about 600 mmAq to 800 mmAq).
However, when the ship is underway in the Pacific Ocean in winter, the pressure may be raised to 10
kPa (about 1000 mmAq) during the final stage of discharging before sailing. Conversely, the tank
pressure in a tanker sailing south may be anticipated to rise; therefore, the pressure may be sometimes
be adjusted to a value slightly below the average value. Thus, the pressure may be decided according
to the ship's route.
6) Adjust the oxygen concentration of inert gas when the starting of the cargo pump is requested and
make preparations for supplying the gas to the tank. Confirm that the oxygen concentration of the
inert gas to be supplied to the tank is less than 5 vol%.
7) When the cargo pump is ready to be used, push the IG supply button and start supply the inert gas
to the tank. Never start the discharging operation before supplying inert gas to the tank. During
automatic operation, the tank pressure is adjusted to the pressure setting.
8.3.4 Precautions
1) There have been some instances of problems in the past when the scrubber pump was operated
after the berthing of the ship and soot was discharged near the sea surface to pollute the sea water.
Care should be taken to prevent such an incident as claims may be made by the terminal. A similar
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phenomenon may occur if the pump operation is stopped temporarily and restarted. Thus, even if
cargo handling is suspended for a long period, continuous operation of the pump is recommended.
2) Many tasks are carried out in parallel before the discharging operation. Also, the IGS control panel
is installed athwart ship with respect to the cargo console. Therefore it is essential that various
tasks be assigned correctly so that the supply of the inert gas is not overlooked. Putting up an
indication such as "Start IGS?" on the front panel of the cargo console is one such measure to
prevent overlooking the start of the IGS.
3) When the load variation of the boiler is large, the oxygen concentration may not remain steady. In
such cases, black smoke is likely to be generated. Thus, care is necessary to prevent pollution.
Measures to prevent such occurrences include avoiding abrupt pump operations and always
communicating with the Engine Department before making pump adjustments.
At seasons when jellyfish are abundant in the waters, the strainer of the scrubber pump may become clogged by jellyfish
and the pump operation may be disabled. In such a case, cargo handling will have to be suspended. It has been reported
that such problems have been eliminated by spraying the vicinity of the sea chest with sea water using the fire
extinguishing hose.
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9. Meeting before the start of discharging operation
Click here to view video – 016.mp4
The meeting before the start of the discharging operation is an important and essential meeting for
performing the discharging operation safely and efficiently. At terminals where the ship has called
earlier, relevant documents related to the terminal should be checked beforehand.
1) Berth master
2) Personnel associated with the terminal
3) Chief Officer
4) Responsible superintendent of the ship
5) Port Captain
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12) Handling of the Chiksan arm at the final stage of discharging (whether the number of Chiksan
arms to be used is to be reduced)
13) Procedure for disposal of oil remaining in Chiksan arm or hose
14) Method of performing dry checks and tank pressure at that time
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