Paramount Halifax

Cargo Procedures and

Arrangement Manual
Introduction

Objective:
The objective of this manual is,
1. To provide an easy to follow, step-by-step, comprehensive guide to assist in performing safe tanker
operations.
2. To assist newly joined and trainees to familiarize with vessel’s arrangements and procedures.

General:
The vessel is supplied with shipbuilder’s plans and manufacturer’s instruction manuals, there is no
single document which gives guidance on operating complete systems as installed on board. The
purpose of this manual is to assist, inform and guide competent vessel’s staff and trainees in the
operation of the systems and equipment on board and to provide additional information that may
not be otherwise available. In some cases, the competent vessel’s staff and trainees may be initially
unfamiliar with this vessel and the information in this manual is intended to accelerate the
familiarization process. This manual is intended as a guide and to be used in conjunction with
shipyard drawings, manufacturer’s instruction manuals and iDMS. This manual in no way replaces or
supersedes these publications, all of which take precedence over this manual.
Issue and Update

Present Issue: Rev 0.0

Update/Correction Record:
Date Section No. Update/Correction Detail New Version No.
Index of Sections

Introduction
Issue and Update
Index of Sections (Page 1 to 6)
Section 1 – Ship’s Equipment and Arrangements (Page 1 to 9)
1.1. Principal Particulars of Ship
1.2. Cargo Tank Groups and Layout
1.3. Cargo Piping
1.3.1. Loading
1.3.2. Discharging
1.3.3. Bellmouth Arrangement
Diagram
1.3.i. Cargo Piping
1.4. Cargo Pump Details
1.5. Cargo Stripping and Draining Arrangement
1.5.1. Automatic Unloading System
1.5.2. Cargo Eductor
1.5.3. Stripping Pump
1.6. Venting System
1.6.1. Venting Arrangement
1.6.2. Primary and Secondary Venting Arrangement
1.7. Inert Gas Plant
1.8. Cargo Transfer Limitations
1.8.1. Max Loading Rate
1.8.2. Max Un-loading Rate
1.9. Trim and Stability Restrictions
1.10. Tank Cleaning System
1.11. Heating System
1.12. Ballast System
1.12.1. Ballast Tank Layout
1.12.2. Ballast Pump and Piping Arrangement
1.13. Valve Remote Control System
1.14. High Level and Overfill Alarm System
1.15. Pump Room Ventilation System

Section 2 – Procedures
2.1. Loading – Single Grade (Page 1 to 9)
2.1.1. Initial Preparation
2.1.2. Starting Procedure
2.1.3. Procedure and Precautions During Bulk Stage
2.1.4. Procedure for Topping-Off Tanks
Rev. 0.0 1
Index of Sections

2.1.5. Procedure on Completion of Loading

Diagram
2.1.i. Line Diagram for Loading – Single Grade
2.2. Loading – Multiple Grade (Page 1 to 11)
2.2.1. Initial Preparation
2.2.2. Starting Procedure
2.2.3. Procedure and Precautions During Bulk Stage
2.2.4. Procedure for Topping-Off Tanks
2.2.5. Procedure on Completion of Loading
2.2.6. Precautions to Prevent Cargo Migration
Diagram
2.2.i. Line Diagram for Loading – Multiple Grade
2.3. Discharging
2.3.1. Cargo Oil Pump Operating Procedure (Page 1 to 9)
2.3.1.1. Principle
2.3.1.2. Hazards and Precautions
2.3.1.3. Working Principle of Automatic Unloading System / Automatic Vacuum
Stripping System
2.3.1.4. Initial Preparation
2.3.1.5. Starting Procedure
2.3.1.6. Procedure for Stopping
2.3.2. Cargo Eductor Operating Procedure (Page 1 to 5)
2.3.2.1. Principle
2.3.2.2. Operating Procedure
Diagram
2.3.2.i. Line Diagram for Use of Eductor Using Single Slop Tank
2.3.2.ii. Line Diagram for Use of Eductor Using Both Slop Tanks
2.3.3. Stripping Pump Operating Procedure (Page 1 to 6)
2.3.3.1. Principle
2.3.3.2. Initial Preparation
2.3.3.3. Warming Up Procedure
2.3.3.4. Starting Procedure
2.3.3.5. Stopping Procedure
Diagram
2.3.3.i. Line Diagram for Stripping Slop Tanks
2.3.4. Crude Oil Washing (COW) (Page 1 to 15)
2.3.4.1. Requirement and Method
2.3.4.2. Initial Preparation
2.3.4.3. Bleed Off or Open Cycle Washing
2.3.4.4. Closed Cycle Washing
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Index of Sections

2.3.4.5. Procedure on Completion of Washing

Diagram
2.3.4.i. Line Diagram for Bleed-Off or Open Cycle Washing
2.3.4.ii. Line Diagram for Closed Cycle Washing
2.3.5. Discharging – Single Grade (Page 1 to 14)
2.3.5.1. Initial Preparation
2.3.5.2. Starting Procedure
2.3.5.3. Procedure and Precautions During Bulk Stage
2.3.5.4. Procedure and Precautions During Tank Stripping Stage
2.3.5.5. Crude Oil Washing Stage
2.3.5.6. Slop Tank Discharge and Line Stripping Stage
Diagram
2.3.5.i. Line Diagram for Discharging – Single Grade
2.3.6. Discharging – Multi Grade (Page 1 to 13)
2.3.6.1. Initial Preparation
2.3.6.2. Discharging Procedure
2.3.6.3. Precautions to Prevent Cargo Migration
Diagram
2.3.6.i. Line Diagram for Discharging – Multiple Grade, Grade 1
2.3.6.ii. Line Diagram for Discharging – Multiple Grade, Grade 2
2.3.6.iii. Line Diagram for Discharging – Multiple Grade, Grade 3
2.4. Pressure Test
2.4.1. Cargo Line Pressure Test (Page 1 to 12)
2.4.1.1. Requirement of Testing and Terminology
2.4.1.2. Initial Preparation
2.4.1.3. Pressure Test Procedure
2.4.1.4. Line Stripping Procedure
Diagram
2.4.1.i. Line Diagram for Cargo Line Pressure Test
2.4.1.ii. Line Diagram for Line Stripping
2.4.2. Tank Cleaning Line Pressure Test (Page 1 to 13)
2.4.2.1. Requirement of Testing and Terminology
2.4.2.2. Initial Preparation
2.4.2.3. Pressure Test Procedure
2.4.2.4. Line Stripping Procedure
Diagram
2.4.2.i. Line Diagram for Tank Cleaning Line Pressure Test
2.4.2.ii. Line Diagram for Line Stripping
2.4.3. Ballast Line Integrity Test (Page 1 to 3)
2.4.3.1. Requirement of Testing
Rev. 0.0 3
Index of Sections

2.4.3.2. Initial Preparation

2.4.3.3. Test Procedure
Diagram
2.4.3.i. Line Diagram for Ballast Line Integrity Test
2.5. Tank Cleaning (Page 1 to 13)
2.5.1. Requirement and Method
2.5.2. Initial Preparation
2.5.3. Slop Tank Filling
2.5.4. Tank Washing
2.5.5. Procedure on Completion of Washing
Diagram
2.5.i. Line Diagram for Closed Cycle Washing
2.6. Tank Atmosphere Control Operation
2.6.1. Inerting (Page 1 to 14)
2.6.1.1. Principle and Method
2.6.1.2. Initial Preparation
2.6.1.3. Dilution Method
2.6.1.4. Displacement Method
2.6.1.5. Combination Method
Diagram
2.6.1.i. Line Diagram for Inerting, Dilution Method
2.6.1.ii. Line Diagram for Inerting, Displacement Method
2.6.1.iii. Line Diagram for Inerting, Combination Method
2.6.2. Purging (Page 1 to 15)
2.6.2.1. Principle and Method
2.6.2.2. Initial Preparation
2.6.2.3. Dilution Method
2.6.2.4. Displacement Method
2.6.2.5. Combination Method
Diagram
2.6.2.i. Line Diagram for Purging, Dilution Method
2.6.2.ii. Line Diagram for Purging, Displacement Method
2.6.2.iii. Line Diagram for Purging, Combination Method
2.6.3. Gas Freeing (Page 1 to 11)
2.6.3.1. Principle and Method
2.6.3.2. Initial Preparation
2.6.3.3. Dilution Method
2.6.3.4. Displacement Method
Diagram
2.6.3.i. Line Diagram for Gas Freeing, Dilution Method 2
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Index of Sections

2.7. Ballast Handling

2.7.1. Ballasting (Page 1 to 11)
2.7.1.1. Initial Preparation
2.7.1.2. Ballasting by Gravity
2.7.1.3. Ballasting by Pump
2.7.1.4. Stopping Ballast Pump
Diagram
2.7.1.i. Line Diagram for Ballasting by Gravity
2.7.1.ii. Line Diagram for Ballasting by Pump
2.7.2. De-Ballasting (Page 1 to 10)
2.7.2.1. Initial Preparation
2.7.2.2. De-Ballasting by Gravity
2.7.2.3. De-Ballasting by Pump
Diagram
2.7.2.i. Line Diagram for De-Ballasting by Gravity
2.7.2.ii. Line Diagram for De-Ballasting by Pump

Section 3 - Annexure
3.1. Vapor Emission Control System (Page 1 to 4)
3.1.1. Requirement
3.1.2. Initial Preparation
3.1.3. Procedure and Precautions at Load Port
3.1.4. Procedure and Precautions While Discharging at Off-Shore Lightering Area
3.2. Management of Heated Cargo (Page 1 to 8)
3.2.1. Initial Preparation
3.2.2. Starting Procedure
3.2.3. Stopping Procedure
3.2.4. Procedure and Precaution During Voyage
3.2.5. General Precautions
3.3. Disposal of Pump Room Bilges (Page 1 to 3)
3.3.1. Requirement
3.3.2. Disposal Procedure
3.4. Management of Low Sulphur Wax Residue (LSWR) (Page 1 to 3)
3.4.1. Initial Preparation
3.4.2. Procedures and Precautions During Loading
3.4.3. Procedures and Precautions During Voyage
3.4.4. Procedures and Precautions During Discharging
3.5. Shore Line Flushing (Page 1 to 8)
3.5.1. Requirement and Method
3.5.2. Method 1 - By Pumping Sea Water Stored in Either Slop Tank or any Cargo Tank
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Index of Sections

3.5.3. Method 2 - By Pumping Sea Water Directly from Cargo Sea Chest
3.6. Management of High-Density Cargo (Page 1)
3.7. Blending and Comingling (Page 1 to 8)
3.7.1. Definition and Statutory Regulation
3.7.2. In-Line Mixing Method
3.7.3. Weighted Mixing Method
3.7.4. Internal Transfer Method
3.8. Internal Transfer of Cargo (Page 1 to 5)
3.8.1. Initial Preparation
3.8.2. Method 1 – Transfer by Gravity
3.8.3. Method 2 – Transfer using Cargo Pump and Drop Line
Diagram
3.8.i. Line Diagram for Method 2 – Transfer using Cargo Pump and Drop Line
3.9. Cargo Handling in Cold Climate (Page 1 to 2)
3.9.1. Preparation Prior Arrival Cold Climate Area
3.9.2. Precautions while Handling Cargo in Cold Climate
3.9.3. Precautions while Handling Ballast in Cold Climate
3.10. Cargo Calculation (Single Grade and Comingled Cargo) (Page 1 to 6)
3.10.1. Formulas and Terminology
3.10.2. Procedure for Calculating Weight of Cargo
3.10.3. Procedure for Calculating Draft
3.10.4. Procedure for Calculating Maximum Loadable
3.10.5. Procedure for Calculating Approximate Density of Commingled Cargo
3.10.6. Wedge Formula for Calculation of ROB
3.11. Precautions During Ballast Water Exchange Process (Page 1)
3.12. Precautions During Heavy Weather Ballasting (Page 1)
3.13. Sample Tank Cleaning Plan (Page 1 to 3)
3.14. Standard Port Log Entry Format (Page 1 to 6)
3.14.1. Standard Entries in Port Log
3.14.2. Port Log Sample
3.15. Alarms and Actions (Page 1 to 3)
3.16. Additional Notes to Reader (Page 1 to 2)
3.16.1. Free Surface Effect and Cargo Sloshing
3.16.2. Navigation Bridge Visibility (Blind Distance)
3.16.3. Difference between HVV and PV valve

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 Section 1
Ship’s Equipment
and Arrangements
Section 1 - Ship’s Equipment & Arrangements

1.1. Principal Particulars of Ship

Name Paramount Halifax Length Overall 249.90 m
Length Between
IMO Number 9453987 239.00 m
Perpendiculars
Port of Registry Douglas Breadth Moulded 44.00 m

Year Built 2010 Depth Moulded 21.00 m

Call Sign 2CWC2 Summer Draft 14.81 m

Type of Ship Oil Tanker Summer DWT 114,062 MT

+1A1, Tanker for oil BIS BWM (E(s)), E0, ESP,
Type of Cargo Crude & Product Oil Classification
NAUTICUS (Newbuilding), SPM, TMON VCS(2)

1.2. Cargo Tank Groups and Layout

The cargo tank area consists of six pairs of cargo oil wing (or side) tanks. In addition there are two slop tanks
(port and stbd) located aft of the wing tanks. The total combined capacity (98% capacity) of cargo tanks
including the two slop tanks is 126,170 m3.
The cargo tanks are divided into three main groups as follows
Group I (Red group)
No.1 COT, No.4 COT and Slops, having a total capacity (98% capacity) of 40913 m3.
Group 2 (Blue group)
No.2 COT and No.5 COT, having a total capacity (98% capacity) of 43944 m3.
Group 3 (Yellow group)
No.3 COT and No.6 COT, having a total capacity (98% capacity) of 41313 m3.
1. The tanks are constructed for carriage of crude oil and product oil. The stiffening members are arranged
external to the tanks and the inner bottom plate of the tanks is flat.
2. The tanks are fitted with a well located towards port side, port listing is required to facilitate discharge.
3. The cargo tanks including the slop tanks are fitted with heating coils.
4. The cargo tanks excluding slops are coated two meter from crown and half meter from tanks top, Slop tanks
are coated full.

Slp No 6 No 5 No 4 No 3 No 2
No 1
(Port) (Port) (Port) (Port) (Port) (Port)
(Port)

Slp No 6 No 5 No 4 No 3 No 2 No 1
(Stbd) (Stbd) (Stbd) (Stbd) (Stbd) (Stbd) (Stbd)

Cargo Tank Layout

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Section 1 - Ship’s Equipment & Arrangements

1.3. Cargo Piping

Maximum work
Piping System Direct Line 66o C
temperature
Maximum work
Material STPG370E (Carbon Steel) Refer “Hull Piping diagram”
pressure
Inner pipe
Expansion Joints Dresser Coupling Modified Epoxy (MEB)
coating
1.3.1. Loading
Loading can be carried out from the amidships manifolds on either side via the cargo top lines
(500mm), leading to the main deck drop lines (500mm), with the pump room isolated by bulkhead
master valves. The cargo tank bottom lines (600mm) can be made common by the crossover valves,
with the after section of the cargo lines leading to the pump room. This system isolates the pump
room throughout the loading operation.
1.3.2. Discharging
Discharge of the cargo tanks is via three steam turbine-driven centrifugal cargo oil pumps, each of
3,000 m3/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 pump unit. The cargo tank suction lines (600mm) are interconnected on the pump
suction side through a crossover line (550mm) which is connected to the cargo sea chest.
The delivery side of the pumps is interconnected through a top crossover line (400mm). A number of
lines are branched off from this crossover, one line feeds the cargo tank cleaning system (200mm),
while another line is used to feed the driving fluid for both cargo stripping eductor (250mm). The
cargo stripping eductors have a common discharge line (400mm) with opening to both slop tanks.
The port and starboard slop tanks are interconnected by a equalizing line (450mm) with double
isolating valve.
To allow flexibility in manifold connections, there are dual manifold crossover valves situated on the
manifold crossover line at the manifold, permitting each deck line to be interconnected.
1.3.3. Bellmouth Arrangement
Each cargo tank, excluding the slop tanks, has a suction well in which the stripping (200mm)
bellmouth and the main suction suction (400mm) bellmouth is situated. Slop tanks are not provided
with a well. Slop tanks have a main suction (350mm) bellmouth and a separate stripping suctions
bellmouth (200mm) connected to stripping pump. Retention tank has a stripping (200mm) bellmouth
connected to stripping pump.

225 mm
30 mm
COT bell-mouth arrangement (Fig-1) Slop Tank cross section (Fig-2)

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Section 1 - Ship’s Equipment & Arrangements

1.4. Cargo Pump Details

Maker Shinko Ind. Ltd.
Type Steam turbine driven
vertical centrifugal pump
No. of sets 3
Capacity 3,000 m3/hr
Pump Total Head 125 m
Discharge Head 119 m
Suction Head -5 m
Velocity Head 0.96 m
Net Positive Suction Head 3.6 m
Model (Pump / Turbine) KV450-3
Speed 1310 RPM
Note: Pump performance parameters are basis test liquid
having specific gravity of 1.025

1.5. Cargo Stripping and Draining Arrangement

1.5.1. Automatic Unloading System
The three cargo oil pumps are fitted with an automatic stripping system consisting of two vacuum
pumps, one sealing water tank and three gas separators. Gas and condensate from the pump
separators are extracted using the vacuum pump and discharged to port slop tank.
1.5.2. Cargo Eductor
Two stripping eductors are installed to take suction from each of the cargo bottom lines, via the
eductor/stripping pump crossover, and discharge to both slop tanks. The eductor drive can be
supplied by any of the main cargo pumps.
1.5.3. Stripping Pump
The cargo lines are stripped using one steam-driven vertical reciprocating stripping pump situated in
the pump room, discharging via dedicated line (150mm), commonly called the MARPOL line, to the
outboard side of the manifold valves. The cargo lines are fitted with a vacuum breaker line (air escape
line) to facilitate draining of top cargo lines. This line is connected to No. 4P COT.
1.5.4. Manifold Draining
The manifold area is fitted with drip trays on either side for the collection of any spillage from the
shore connections. The respective drip trays can be drained down to No. 4 cargo tanks via a drain line
fitted with a ‘U’ bend or to the retention tank.

Cargo Eductor Stripping Pump

Maker KI-WON Maker Shinko Ind. Ltd.

No. of sets 1
No. of sets 2
Model KPH-275
Capacity 500 m3/hr
Capacity 240 m3/hr
Drive fluid 12 Kg/cm2
Discharge Head 135 m
Discharge Head 25 M Aq No of Strokes 27 strokes per min
Suction Head -5 M Aq Safety valve setting 14.85 Kg/cm2
Cargo eductor details (Fig-3) Stripping Pump details (Fig-4)

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Section 1 - Ship’s Equipment & Arrangements

1.6. Venting System

1.6.1. Venting Arrangement
For venting during loading operation, vessel is fitted with a mast riser to the common IG line
connecting all COTs. Individual tanks are also fitted with a high velocity vent/vacuum valve and a tank
pressure alarm system.
To cater for increase and decrease in pressure due to thermal variation, vessel is provided with a
breather valve.
In addition to the above arrangements there is an independent liquid PV breaker fitted to the IG line.
It acts as a two-way liquid seal safety device. In the event of over-pressure, the liquid is blown onto
the deck, thereby opening the cargo spaces to atmosphere.
Venting Arrangement Settings
Mast Riser Breather Valve + 1200 mmWg / -250 mmWg
High Velocity Vent and + 1400 mmWg / -350 mmWg
Vacuum Valve
PV Breaker + 1800 mmWg / -700 mmWg
High Pressure Alarm Setting + 1540 mmWg
Low Pressure Alarm Setting + 100 mmWg

1.6.2. Primary and Secondary Venting Arrangement

Loading Operation Discharging Operation
Condition Primary Secondary Condition Primary Secondary
Tank IG branch Mastriser HVV Tank IG branch Inert Gas Tank pressure
Valve Open Valve Open alarm system
Tank IG branch HVV Tank pressure Tank IG branch Tank pressure HVV
Valve shut alarm system Valve shut alarm system

1.7. Inert Gas System

Whilst discharging, the cargo pumped out of the tanks is replaced by inert gas and the cargo tank is
kept at positive pressure. The IG used on this vessel is produced by a conventional flue gas plant. The
plant cools and cleans exhaust gas from boiler and feeds to the cargo tank.
The vessel is also equipped with an Inert Gas Generator/Topping up generator. The generator has a
capacity of 500 m3/hr.

Maker Aalborg Industries

Type Flue gas system
Capacity 11,300 m3/hr
IG Fan
No of Sets 2
Capacity 50% capacity each
Deck Seal Wet Type
Inert Gas System details (Fig-5)

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Section 1 - Ship’s Equipment & Arrangements

1.8. Cargo Transfer Limitations

1.8.1 Max Loading Rate
1. Each cargo tank: 1800 m3/hr (1000 m3/hr per slop tank)
2. Each Segregation: 3600 m3/hr
3. Using three manifolds: 10800 m3/hr
1.8.2 Max Unloading Rate
1. Each Segregation: 3000 m3/hr
2. Using three manifolds: 9000 m3/hr

1.9. Trim and Stability Restrictions

1. In heavy weather condition the forward moulded draft should not be less than 4.748 m (mld).
2. Cargo tanks are approved for unrestricted filling and a maximum density of cargo contents of 1.025
t/m3
3. While carrying a cargo of density 1.09 t/m3 with cargo tanks partially/homogeneously filled. The
partial filling ratio must be taken into account to satisfy the design load as shown in condition No 37
& 38 of approved trim and stability booklet.

1.10. Tank Cleaning System

The ship is provided with a crude oil wash/tank cleaning line, with branches to each tank washing
machine. The tank cleaning system consists of 26 deck-mounted programmable units and 7
submerged non-programmable unit. Any of the main cargo pumps can be used when washing, with
hot/cold water or crude oil, to supply drive fluid to the tank cleaning machines, and the eductor
simultaneously.
Details of tank cleaning system:
Tank No. Machine Nozzle Operating Capacity Quantity
Type Diameter Pressure

No. 1 to 6 COT Scanjet

24 mm 8 Kg/cm2 60 m3 /hr 2 per tank
(P & S) SC90T2

Scanjet
24 mm 8 Kg/cm2 60 m3 /hr 1 per tank
Slop Tank SC90T2
(P & S) Scanjet
2 x 16 mm 8 Kg/cm2 30 m3 /hr 3 per tank
SC 45TW
Scanjet
Retention Tank 2 x 16 mm 8 Kg/cm2 30 m3 /hr 1 Unit
SC 45TW

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Section 1 - Ship’s Equipment & Arrangements

Deck Mounted Tank Cleaning Machine (Fig-6)

1.11. Heating System

All the cargo tanks, both slop tanks and retention tank are fitted with loop-type grid heating coils. It
should be noted that there is a heating coil to the IG deck water seal, the AUS drain tank and the tank
cleaning heater, which all branch off the main supply line.
Each cargo tank is fitted with four coils, both slop tanks are fitted with two coils, at bottom of tank
the coils are arranged in two tier with the bottom tier 150 mm above tank top. The coil also covers
the well area. Each tank can be isolated at tank manifold by tank main supply valve. The coils are
rated for 9.0 kg/cm2 of working pressure and maximum work temperature of 179oC. The condensate
return passes through steam traps back to the engine room.
The heating coils in cargo tanks are rated to heat up cargo from 44oC to 66oC within 96hrs and in slop
tanks a mixture of oily water (50/50) from 15oC to 66oC within in 24hrs when external air
temperature is 2oC and sea water temperature is 5oC.

1.12. Ballast System

1.12.1. Ballast Tank Layout
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast tanker. Segregated ballast is
carried in the fore peak tank, aft peak tank and in six pairs of wing tanks arranged the entire length of
the cargo tank area. The designated heavy weather ballast tanks are No. 4 wing cargo tank.
1.12.2. Ballast Pump and Piping Arrangement
The main ballast tanks are served by an electrical driven centrifugal pump, a steam driven centrifugal
pump and a ballast eductor. The pumps are located in the pump room and are provided with a
common sea chest. The aft peak tank is not part of the main ballast system and is emptied and filled
via the engine room pumping system.

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Section 1 - Ship’s Equipment & Arrangements

Maker Shinko Ind. Ltd.

Type Steam Turbine & Electric Motor
No. of sets 1 set each type
Capacity 2,000 m3/hr Ballast Eductor
Pump Total Head 27 m Maker KI-WON
Discharge Head 21.41 m No. of sets 1
Suction Head -5 m Capacity 400 m3/hr
Velocity Head 0.59 m Drive fluid 3.0 Kg/cm2
Net Positive Suction Head 3.5 m Discharge Head 15 M Aq
Model (Pump / Turbine) CVL400-2 Suction Head -5 M Aq
Speed Electric - 1200 RPM/Steam – 1180 RPM
Note: Pump performance parameters are basis test liquid having
specific gravity of 1.025

Ballast pump and ballast eductor details (Fig-7)

1.13. Valve Remote Control System

Vessel is provided with a Damcos system for remote operation of cargo and ballast valves.
Hydraulic power unit: It is the source for the open/shut operation of hydraulic valves. The power unit
has a tank as its basic unit and consists of two electro-hydraulic main pump units mounted on top of
the tank. One pump operates in “service” mode and the other operates as “stand-by”. The pumps are
automatically operated by a pressure switch. When the working pressure drops to low pressure limit,
the stand-by pump starts automatically.
Accumulator: The system is fitted with 2 x 50 liters Nitrogen bladder accumulator. The total capacity
of accumulators is sufficient to operate 3 largest valves, simultaneously from full open to full shut or
vice versa or to compensate oil leakage through direction control valve during real leakage
compensating at ambient temperature. The accumulators are combined with hydraulic power unit.
The system controls butterfly valves, the valve are fitted with a double acting balanced rotary
actuator and are operated either full open/shut or controllable.

Maker Damcos
Pump Capacity 9.5 L/min
No. of Pumps 2
Working Pressure 135 Bar
Tank Capacity 200 L
Ambient Working
0-45o C
Temperature
Low Oil Pressure 130 Bar
Valve Remote Control System details (Fig-8)

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Section 1 - Ship’s Equipment & Arrangements

1.14. High Level & Overfill Alarm System

Vessel is provided with two independent systems as protection against overflow of cargo tanks
during cargo operation.
High Level Alarm: All cargo tanks including slop tanks and retention tank are fitted with visual and
audible alarm in cargo control room and on deck (Stbd mast house lamp post), which activates at 95
% volume level. This system is independent of other level indicating systems.
Overfill Alarm/High-High Level Alarm: All cargo tanks including slop tanks and retention tank are
fitted with an visual and audible alarm in cargo control room and on deck (Port mast house lamp
post), which activates at 98 % volume level. This system is independent of other level indicating
systems.

1.15. Pump Room Ventilation System

The pump room is fitted with fixed ventilation system to carry out twenty volume changes per hour.
It consists of two blowers of 100% capacity. The blowers operate in exhaust mode. The ventilation
duct runs till 1.25 m above bottom of the pump room and has an emergency suction on the duct
placed 3.50 m above pump room bottom, this emergency suction is capable of being operated from
outside of pump room.

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Section 1 - Ship’s Equipment & Arrangements

1.3.i. Cargo Piping

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 Section 2
Procedures
2.1. Loading – Single Grade
2.1. Loading – Single Grade
2.1.1. Initial Preparation
Conduct DRA
Risk Involved:
a. Excess loading/ Inter-tank
migration
b. Toxic exposure/ Oil Spill
c. Fire and explosion
Associated Procedural Hazards:
a. Damage due to pressure surge
b. Tank overflow
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
(Supervising)
Planning
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare stowage and loading
plan
Verify initial loading rate,
topping-off rate, maximum
loading rate and venting rate
from loading manual and
VECS manual.
Tanks are inerted with
positive pressure & Oxygen
Tank content below 8% by volume.
Preparation
Vapor tight integrity verified
Rev. 0.0
iDMS – Cargo instructions and vessel’s
Ship stability- loading manual instructions
must be adhered while referring to
following:
a. Cargo nomination as per Charterers
instruction.
b. Calculate cargo for highest loading
temperature for the voyage and/or any
heating instruction during voyage
c. Satisfy IMO Stability criteria *
d. Stresses (SF and BM in sea going
condition) limits as per iDMS
e. Draft restriction at load port, discharge
port or during the voyage due transiting
seasonal zones. **
f. List and trim correction tanks ^
g. Topping off sequence
h. Restriction on Cargo Density
i. Air Draft restriction***
Note:
* - Please refer MARPOL Annex 1, Regulation 27
for Intact stability criteria.
** - Check Draft restriction from load port and
discharge port agent/guide to port entry/with
business unit/same must be confirmed during
ship shore key meeting.
*** - Check air draft restriction with load port
and discharge port agent, confirm same during
ship shore key meeting.
For calculation of Air Draft, refer iDMS section
“IMS-MO-NAV-NS-ADC-Sec 4.4”
^ - Cargo tanks shall be selected basis reserve
ullage space, trimming and listing moment of the
tank. Tanks positioned amidships are most
suited trimming tanks and these shall be loaded
towards the end. In some cases where vessel
has no draft restriction, ballast tanks can be used
for trim and list correction in order to
accommodate the entire nominated cargo
1
2.1. Loading – Single Grade
If vessel is carrying slops in
slop tank and load on top is
not permitted. Lock out-tag
out all suction and discharge
valves of the tank.
Unused manifold valves shut
and blank fully bolted.
Manifold sample line shut
and capped or plugged.
Piping
System Calibrate manifold pressure
and temperature gauges.
1. Cargo overboard valve and
cargo sea chest valve are
closed, locked and sealed.
2. Cargo overboard line and
cargo sea chest line have
blanks in place.
Hydraulic valve operation
timing available and operation
verified accordingly.
All cargo tank isolating valves
to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
swung to the open position.
IG line main isolation valve
and Non return valve shut.
Deck seal water at optimum
Venting & level to prevent back flow of
IG System hydrocarbons
Verify PV breaker liquid level.
Check pressure at the PV
breaker is corresponding to
the readings in CCR
Lift check high velocity vent
and vacuum relief valves.
Check condition of relief
valve flame screens.
Rev. 0.0
Note:
Steel blanks should be of the same thickness as
the flanges and/or the pressure rating
document onboard
Note:
1. Connect manifold
pressure gauge build
pressure using pump and
compare it with calibrator
gauge.
2. Compare temp of
manifold gauge with
calibrated temp gauge
Note:
As required by ISGOTT section 27.7.2- “Sea and
Overboard discharge valves” and OCIMF
publication “Prevention of Oil Spillages through
Cargo Pump Room Sea Valves”
IG tank valve and blank (Fig-1)
Note:
Shut IG isolating valve of all tanks and vent IG main
line to atmosphere via mastriser, in this condition,
verify if liquid level corresponds to zero level on PV
breaker scale. Fill in or drain liquid as required
Note:
High velocity vents are not fitted with flame screens
and their correct operation relies on a pressure build-
up within the compartment, which opens the valve at
a predetermined level and which then results in a gas
exit velocity of a minimum of 30 metres/sec. This
provides protection against the passage of flame, the
speed of which is about 7.5 metres/sec.
2
2.1. Loading – Single Grade

Lift check of mast riser CO2 Fire

breather valve carried out. Fighting
Arrangement

Mast riser drained, flame

arrester cleaned and valve
operation verified.
Mastriser and breather valve (Fig-2)
In case of using vapor
recovery system (VRS)
Note:
additionally carry out the
Condition Primary Secondary
following,
Tank IG branch Mastriser HVV
a. Swing blank and connect Valve Open
IG main line to vapor Tank IG branch HVV Tank pressure
manifold line Valve shut alarm system
b. Drain vapor manifold and
remove accumulated water
c. If tank pre high-pressure
alarm setting is adjustable,
set it to 90% of HVV setting.
d. Arrive load port at
required tank pressure as
mentioned in pre-arrival
information.

Ullage and temperature

comparison carried out
between fixed and portable Vapor Manifold (Fig-3)
tank gauging unit carried out.

Alarm &
Tank high level (95%) and independent overfill/high high-
Gauging
level alarm tested.
System
Tank pre high-pressure, high-pressure, pre low-pressure
and low-pressure alarm tested.
Refer – SOLAS chapter 2-II, Regulation 11 and VIQ chapter
8

All oil spill containment equipment in a state of readiness.

Emergency
Readiness All firefighting equipment in a state of readiness.

SOPEP emergency coastal contact list updated and readily

available.
Rev. 0.0 3
2.1. Loading – Single Grade

2.1.2. Starting Procedure

For the purpose of these procedures it is taken that vessel is loading via port manifold using three connections in all
cargo tanks.

Conduct ship-shore key meeting

and complete “Ship-shore key
meeting form FR-C01 “

Zero Check
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist
Manifold valves (Fig-4)

Line up for loading as follows,

a. Open all deck cross-over
valves (CL307, CL308, CL309,
CL390, CL391 & CL392)
b. Open all drop valves (CL326,
CL327 & CL328)
c. Ensure both air escape valves Deck cross-over valves (Fig-5)
are shut (CL334 & CL335)
d. Ensure all deck line-master
valves are shut (CL329, CL330 &
CL331)
e. Open all bottom crossover
valves (CL229, CL230, CL233,
CL234, CL245 & CL246)
f. Open No 2 bottom line
isolation valves (CL237 & CL238)
Air escape valves (Fig-6)
g. Ensure all bulkhead master
valves leading to pump room are
shut (CL104, CL105 & CL106)

Drop valves (Fig-7)

Rev. 0.0 4
2.1. Loading – Single Grade
Open two forward most tank
main bell mouth valve (1W COT,
Valve CL201 & CL203)
Open manifold valves (CL304,
CL305 & CL306). Communicate
to terminal and commence
loading cargo at the agreed
initial rate into two tanks.
Once confirm receiving cargo in
selected tank, open other tank
main and stripping bell mouth
valve.
Open mast riser and start
venting.
Inform terminal and increase to
agreed loading rate.
Rev. 0.0
Note:
Opening forward most tank valves will
ensure that entire air in the bottom line
will escape and the bottom lines will fill up
completely prior filling up tank.
Note:
Initial loading rate is calculated basis the
number of tanks open initially. As best
practice initial rate shall not be more than
maximum loading rate of one tanks.
Maximum loading rate of one tank (except
slop tank) is 1800 m3/hr
Note:
In case using VRS, terminal will start VRS
system prior commencement of loading.
!
CAUTION
Remember, it is very important to
ensure that enough cargo tanks are
open prior increasing loading rate.
5
2.1. Loading – Single Grade

2.1.i. Line Diagram for Loading – Single Grade

For the purpose of these procedures it is taken that vessel is loading via port manifold using three connections in all cargo
tanks. Red color represents the flow of cargo

Rev. 0.0 6
2.1. Loading – Single Grade
2.1.3. Procedure and Precautions During Bulk Stage
For the purpose of these procedures it is taken that vessel is loading via port manifold using three connections in all
cargo tanks.
Monitor manifold pressure at all
time.
Keep enough tanks open to avoid
any back pressure at manifold.
Do not throttle valves together,
throttle one valve at any time.
When switching over tanks open
a tank valve first prior shutting
other one.
Stagger tanks as per loading
plan.
Rev. 0.0
!
CAUTION
Bottom line in cargo tanks are not designed to
withstand high pressure, Keep sufficient tanks open to
avoid pressure build up in bottom lines.
Example- If you are having a back pressure of 0 Kg/cm2
at manifold, there is about 2 Kg/cm2 of pressure at
bottom line if tank height is 20 mtr.
Therefore, it is important to have no pressure at
manifold. Monitor manifold pressure closely, in case of
any manifold pressure developing, open more tanks or
reduce loading rate to reduce the manifold pressure.
!
CAUTION
Sudden obstruction to a flowing liquid causes pressure
surge/fluid hammering. This can damage ship and
shore pipeline.
7
2.1. Loading – Single Grade

2.1.4. Procedure for Topping-Off Tanks

For the purpose of these procedures it is taken that vessel is loading via port manifold using three connections in all
cargo tanks.

Note:
Inform terminal and reduce rate As best practice topping-off rate
to agreed topping-off rate. shall not be more than maximum
loading rate of one tank.
Maximum loading rate of one tank
(except slop tank) is 1800 m3/hr
Reduce IG pressure in tank (keep
between 300-400 mmWG) to
facilitate use of portable tank
gauging unit.

Compare remote ullage and

temperature readings of tanks
with portable gauging unit.
Note:
1. As slop tank is a small tank
located aft, by virtue of its location
Top-off slop tank first, followed it will be the first tank to reach its
by tank being used for list final ullage.
correction. 2. By correcting list at the beginning
of topping-off stage, the officer in-
chare negates an additional
correction to ullages of tank.

Top-off remaining tanks from aft

to forward with trimming tanks
last. Note:
1. Complete De-ballasting prior
topping off

Once the tank has reached final

ullage, shut the main and
stripping bell mouth valves and
monitor the ullage of the tank.

On reaching the nominated

quantity of cargo, stop loading.

Note:
Keep last tank open to drain While draining the lines, monitor
down the lines. ullage of the drain tank

Rev. 0.0 8
2.1. Loading – Single Grade

2.1.5. Procedure on Completion of Loading

For the purpose of these procedures it is taken that vessel is loading via port manifold using three connections in all
cargo tanks.

Upon confirmation with terminal
shut the manifold valves (CL304,
CL305 & CL306)
Shut mast riser valve or Vapor
manifold valve.
Shut last tank main and stripping
bell mouth valve and ensure all
other tanks main and stripping
bell mouth valves are shut.
Note:
On completion of loading, the vapor pressure in tank will rise,
the rate of rise of vapor pressure mainly depend on the
following factors,
1. Rise in atmospheric temperature
2. Rise in cargo temperature
The officer of the watch shall monitor the cargo tank pressure
closely and vent tank pressure to atmosphere in a controlled
manner prior the tank pressure reaching HVV lift setting.
The maximum atmospheric temperature in a day is around
1400 hrs.

Open manifold drain valves

(CL313, CL314 & CL315) and
drain valve (CL321 & CL325)
leading to 4P (drain tank).

Once shore cargo arms have

drained, shut manifold drain
valves (CL313, CL314 & CL315)
and drain valve (CL321 & CL325)
leading to 4P (drain tank).

Line diagram for draining manifold (Fig-8)

Disconnect shore connection and
blank manifolds.
Note
While draining the lines, monitor ullage of drain tank

To avoid thermal expansion

a. Open all drop valves (CL326, CL327 & CL328)
b. Open all line master valves (CL329, CL330 & CL331)
c. Open all deck crossover valves (CL307, CL308, CL309 & CL390, CL391 & CL392)
d. Open air escape valves (CL334 & CL335)
Best Practice:
On completion of loading operation, it is recommended to close all draft gauge valves and
keep them closed at sea.
Rev. 0.0 9
2.2. Loading – Multiple Grade
2.2. Loading – Multiple Grade
2.2.1. Initial Preparation
Conduct DRA
Risk Involved:
a. Excess loading/ Inter-tank
migration
b. Toxic exposure/ Oil Spill
c. Fire and explosion
Associated Procedural Hazards:
a. Damage due to pressure surge
b. Tank overflow
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
Planning (Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare stowage and loading
plan
Verify initial loading rate,
topping-off rate, maximum
loading rate and venting rate
from loading manual and
VECS manual.
Tanks are inerted with
Tank positive pressure & Oxygen
Preparation content below 8% by volume.
Vapor tight integrity verified
Rev. 0.0
iDMS – Cargo instructions and vessel’s Ship
stability- loading manual instructions must be
adhered while referring to following:
a. Cargo nomination as per charterers
instruction. Total number of grades including
tolerance percentage, if any
b. Number of load ports and load port
rotation
c. Number of discharge ports and discharge
port rotation
d. Cargo compatibility
e. Cargo and vapor segregation requirement
f. Any special requirement or restriction of
discharge port/ports (Requirement of COW
etc.)
g. Calculate cargo for highest loading
temperature for the voyage and/or any
heating instruction during voyage
h. Satisfy IMO Stability criteria *
i. Stresses (SF and BM in sea going condition)
limits as per iDMS
j. Draft restriction at load port, discharge port
or during the voyage due transiting seasonal
zones. **
k. List and trim correction tanks ^
l. Topping off sequence
m. Restriction on Cargo Density
n. Avoid asymmetric transverse loading
o. Air Draft restriction***
Note:
* - Please refer MARPOL Annex 1, Regulation 27 for
Intact stability criteria.
** - Check Draft restriction from load port and
discharge port agent/guide to port entry/with
business unit/same must be confirmed during ship
shore key meeting.
*** - Check air draft restriction with load port and
discharge port agent, confirm same during ship shore
key meeting.
For calculation of Air Draft, refer iDMS section “IMS-
MO-NAV-NS-ADC-Sec 4.4”
^ - Cargo tanks shall be selected basis reserve ullage
space, trimming and listing moment of the tank.
Tanks positioned amidships are most suited trimming
tanks and these shall be loaded towards the end.
In some cases where vessel has no draft restriction,
ballast tanks can be used for trim and list correction
in order to accommodate the entire nominated cargo
1
2.2. Loading – Multiple Grade
If vessel is carrying slops in
slop tank and load on top is
not permitted. Lock out-tag
out all suction and discharge
valves of the tank.
Unused manifold valves shut
and blank fully bolted.
Manifold sample line shut
and capped or plugged.
Piping
System Calibrate manifold pressure
and temperature gauges.
1. Cargo overboard valve and
cargo sea chest valve are
closed, locked and sealed.
2. Cargo overboard line and
cargo sea chest line have
blanks in place.
Hydraulic valve operation
timing available and operation
verified accordingly.
All cargo tank isolating valves
to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
swung to the open position.
IG line main isolation valve
and Non return valve shut.
Deck seal water at optimum
Venting & level to prevent back flow of
IG System hydrocarbons
Verify PV breaker liquid level.
Check pressure at the PV
breaker is corresponding to
the readings in CCR
Lift check high velocity vent
and vacuum relief valves.
Check condition of relief
valve flame screens.
Rev. 0.0
Note:
Steel blanks should be of the same thickness as
the flanges and/or the pressure rating
document onboard
Note:
1. Connect manifold
pressure gauge build
pressure using pump and
compare it with calibrator
gauge.
2. Compare temp of
manifold gauge with
calibrated temp gauge
Note:
As required by ISGOTT section 27.7.2- “Sea and
Overboard discharge valves” and OCIMF
publication “Prevention of Oil Spillages through
Cargo Pump Room Sea Valves”
IG tank valve and blank (Fig-1)
Note:
Shut IG isolating valve of all tanks and vent IG main
line to atmosphere via mastriser, in this condition,
verify if liquid level corresponds to zero level on PV
breaker scale. Fill in or drain liquid as required
Note:
High velocity vents are not fitted with flame screens
and their correct operation relies on a pressure build-
up within the compartment, which opens the valve at
a predetermined level and which then results in a gas
exit velocity of a minimum of 30 metres/sec. This
provides protection against the passage of flame, the
speed of which is about 7.5 metres/sec.
2
2.2. Loading – Multiple Grade

Lift check of mast riser CO2 Fire

breather valve carried out. Fighting
Arrangement

Mast riser drained and flame

arrester cleaned, and valve
operation verified.
Mastriser and breather valve (Fig-2)
In case of using vapor
recovery system (VRS)
Note:
additionally carry out the
Condition Primary Secondary
following,
Tank IG branch Mastriser HVV
a. Swing blank and connect Valve Open
IG main line to vapor Tank IG branch HVV Tank pressure
manifold line Valve shut alarm system
b. Drain vapor manifold and
remove accumulated water
c. If tank pre high-pressure
alarm setting is adjustable,
set it to 90% of HVV setting.
d. Arrive load port at
required tank pressure as
mentioned in pre-arrival
information.

Ullage and temperature

comparison carried out
between fixed and portable Vapor Manifold (Fig-3)
tank gauging unit carried out.

Alarm &
Tank high level (95%) and independent overfill/high high-
Gauging
level (98%) alarm tested.
System
Tank pre high-pressure, high-pressure, pre low-pressure
and low-pressure alarm tested.
Refer – SOLAS chapter 2-II, Regulation 11 and VIQ chapter
8

All oil spill containment equipment in a state of readiness.

Emergency
Readiness All firefighting equipment in a state of readiness.

SOPEP emergency coastal contact list updated and readily

available.
Rev. 0.0 3
2.2. Loading – Multiple Grade

The procedure to load multiple grades is very similar to that of loading a single grade. The difference
is in the cargo and vapor line setup and loading rate.
Cargo and vapor line setup for loading depends upon the following points.
1. Number and rotation of load port.
2. Segregation required between grades, single valve or double valve.
3. Number of shore connection available.
4. Concurrent loading permissible.
5. Vapor segregation requirement.
The maximum loading rate while loading multiple grades will depend on the number of tanks being
loaded and number of manifold connections being used.

2.2.2. Starting Procedure

For the purpose of these procedures an example of loading three grades simultaneously with double valve segregation via
port manifold, without vapor segregation is considered.

Prerequisite for loading three grades simultaneously,

1. Load grades group wise maintaining double valve segregation
2. Connect independent shore loading arms to all three manifolds

Conduct ship-shore key meeting

and complete “Ship-shore key
meeting form FR-C01 “
Zero Check
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist
!
CAUTION
It is important that the number and quantity of grades, the
starting and stopping sequence of grades and the maximum
loading rate of individual grades is discussed and agreed.
Any confusion in the above can result in over/under loading,
cargo overflow or damage to pipelines.

Line up for loading as follows,

a. Open all drop valves (CL326, CL327 & CL328)
b. Shut and LOTO all deck cross-over valves
(CL307, CL308, CL309, CL390, CL391 & CL392)
c. Shut and LOTO all bottom crossover valves
(CL229, CL230, CL233, CL234, CL245 & CL246)
d. Check both air escape valves are shut
(CL334 & CL335)
e. Check all deck line-master valves are shut
(CL329, CL330 & CL331)
f. Check all bulkhead master valves leading to
pump room are shut (CL104, CL105 & CL106)
g. Open No 2 bottom line isolation valves
(CL237 & CL238)

Rev. 0.0 4
2.2. Loading – Multiple Grade
Commence loading with group 3.
Open No 3 manifold valve
(CL306) and open 3W COT main
and stripping bell mouth valve
(CL209, CL210, CL211 & CL212 )
Communicate to terminal and
commence loading cargo in
group 3 at the agreed initial rate
Once confirm receiving cargo in
3W COT, Monitor tanks of group
1 and 2 for cargo migration
Open mast riser and start
venting.
Open 6W COT main and stripping
bell mouth valve. Inform
terminal and increase to agreed
loading rate.
Continuously monitor tanks of
group 1 and 2 for cargo
migration
Open No 1 manifold valve
(CL3040) and open 1W COT main
and stripping bell mouth valve
(CL201, CL202, CL203 & CL204)
Communicate to terminal and
commence loading cargo in
group 1 at the agreed initial rate
Rev. 0.0
Note:
loading sequence of group 3 – group 1 – group 2 is advisable
as,
1. loading group 3 first will ensure vessel has trim required
for educting ballast tanks till last stage of loading operation
2. Group 2 tanks are equidistant from amidships, therefore
they can be used for correcting trim towards the end
Note:
Initial loading rate is calculated basis the number of tanks
open initially. As best practice initial rate shall not be more
than maximum loading rate of one tank.
Maximum loading rate of one tank is 1800 m3/hr
Note:
In case using VRS, terminal will start VRS
system prior commencement of loading.
!
CAUTION
Remember, it is very important to
ensure that enough cargo tanks are
open prior increasing loading rate.
Note:
Maximum loading rate per segregation is
3600 m3/hr
!
WARNING
On observing change in ullage of Non-nominated
tank/tanks, inform Chief Officer and Master
immediately.
5
2.2. Loading – Multiple Grade

Once confirm receiving cargo in !

1W COT, Monitor tanks of group
2 for cargo migration
WARNING
On observing change in ullage of Non-nominated
tank/tanks, inform Chief Officer and Master
immediately.

Open 4W COT & both Slop tanks

main and stripping bell mouth
valve. Inform terminal and
increase to agreed loading rate.

Continuously monitor tanks of

group 2 for cargo migration

Follow the same procedure and

commence loading group 2

Rev. 0.0 6
2.2. Loading – Multiple Grade

2.2.i. Line Diagram for Loading – Multiple Grade

For the purpose of these procedures an example of loading three grades simultaneously with double valve segregation via
port manifold, without vapor segregation is considered.

Rev. 0.0 7
2.2. Loading – Multiple Grade
2.2.3. Procedure and Precautions During Bulk Stage
For the purpose of these procedures an example of loading three grades simultaneously with double valve segregation via
port manifold, without vapor segregation is considered.
Monitor manifold pressure at all
time.
Keep enough tanks open to avoid
any back pressure at manifold.
Do not throttle valves together,
throttle one valve at any time.
Stagger tanks as per loading
plan.
Rev. 0.0
!
CAUTION
Bottom line in cargo tanks are not designed to
withstand high pressure, Keep sufficient tanks open to
avoid pressure build up in bottom lines.
Example- If you are having a back pressure of 0 Kg/cm2
at manifold, there is about 2 Kg/cm2 of pressure at
bottom line if tank height is 20 mtr.
Therefore, it is important to have no pressure at
manifold. Monitor manifold pressure closely, in case of
any manifold pressure developing, open more tanks or
reduce loading rate to reduce the manifold pressure.
!
CAUTION
If loading a segregation at its maximum loading rate of
3600 m3/hr. Do not throttle tank valve, keep all tank
valves full open. If throttling of tank valve is necessary
to stagger tanks, reduce loading rate.
!
CAUTION
Create an appropriate stagger between tanks of same
group and between groups for controlled topping-off
process.
8
2.2. Loading – Multiple Grade

2.2.4. Procedure for Topping-Off Tanks

For the purpose of these procedures an example of loading three grades simultaneously with double valve segregation via
port manifold, without vapor segregation is considered.

Inform terminal and reduce rate
to agreed topping-off rate.
Reduce IG pressure in tank (keep
between 300-400 mmWG) to
facilitate use of portable tank
gauging unit.
Note:
As best practice topping-off rate
shall not be more than maximum
loading rate of one tank.
Maximum loading rate of one tank
(except slop tank) is 1800 m3/hr

Compare remote ullage and

temperature readings of tanks
with portable gauging unit.

Top-off one grade at a time

!
On reaching the nominated CAUTION
quantity of cargo, stop loading.
Ensure that the correct grade is stopped. Clear and
precise instructions should be passed to the terminal

Upon confirmation with terminal

shut the manifold valves

!
Monitor these tanks whilst WARNING
loading other grades On observing change in ullage of Non-nominated
tank/tanks, inform Chief Officer and Master
immediately.

Top-off the remaining grades

one by one and finally finish on
trimming tanks

Rev. 0.0 9
2.2. Loading – Multiple Grade

2.2.5. Procedure on Completion of Loading

For the purpose of these procedures an example of loading three grades simultaneously with double valve segregation via
port manifold, without vapor segregation is considered.

Upon confirmation with terminal Note:

shut the manifold valve Please refer note given in section 2.1.5, on guidance for
venting excess vapor pressure to atmosphere.

Shut mast riser valve or Vapor

manifold valve.
!
CAUTION

Shut last tank main and stripping
bell mouth valve and ensure all
other tanks main and stripping
bell mouth valves are shut.
The process used for draining and clearing shore loading arms
will depend on the draining arrangement available on shore
arms and cargo compatibility.
The process of draining mentioned below should be used to
avoid any cargo contamination.

Open manifold drain valves

(CL313, CL314 & CL315) and
drain valve (CL321, CL400 &
CL388) leading to Retention tank.

Once shore cargo arms have

drained, shut manifold drain
valves (CL313, CL314 & CL315)
and drain valve (CL321, CL400 &
CL388) leading to Retention tank.

Disconnect shore connection and

blank manifolds.

Line diagram for draining manifold (Fig-4)

To avoid thermal expansion

a. Open all drop valves (CL326, CL327 & CL328)
b. Open all line master valves (CL329, CL330 & CL331)
c. Open all deck crossover valves (CL307, CL308, CL309 & CL390, CL391 & CL392)
d. Open air escape valves (CL334 & CL335)
Best Practice:
On completion of loading operation, it is recommended to close all draft gauge valves and
keepRev.
them0.0
closed at sea. 10
2.2. Loading – Multiple Grade

2.2.6. Precautions to Prevent Cargo Migration

During Loading
1. Loading multiple grade with single valve segregation is a critical process with high risk of inter-tank
migration and inadvertent comingling resulting in cargo claims. While loading multiple grades with
single valve segregation the officer in-charge must have undivided attention in CCR.
2. Use a color code system to identify grade and tanks nominated for that grade. Where possible
same color-coding shall be used as given in the loadicator for different grades of cargo.
3. When loading multiple grades at same load port, the tanks being loaded at any time shall have a
prominent display of “In Use” on CCR control panel and on tank gauges
4. Main and stripping bell mouth valve of non-nominated tanks shall be LOTO in shut position.
5. Ullage/Sounding of non-nominated tanks shall be checked using UTI/Sounding rod on hourly basis.
6. Ullage/Sounding of non-nominated tanks shall be prominently displayed near tank gauges for
ready reference. Trim and List corrections shall be readily available and posted in CCR for reference.
7. Record the observed ullages and volumes of the non-nominated tank in the hourly monitoring
record.

Example of color code (Fig-5) Example of color code (Fig-6)

During Voyage
1. In case of multiple load ports, 24 hrs prior arrival port, the officer in-charge shall carry out manual
ullaging of all loaded and empty tanks to identify any migration. In case of migration, office must be
informed.
2. Daily check and record ullage and temperature of all cargo tanks including empty tanks. Compute
volume of cargo and verify with loaded quantity.
3. Keep all bottom crossover valves shut
4. Keep main and stripping bell mouth valve of empty tanks LOTO in shut position.
5. Twice a day start hydraulic pump of valve remote control system and pressurize the line, while
doing so, turn controllable valve knob to shut position. Keep the pump running for at least 15 min.
This is to avoid creeping of valves.

Rev. 0.0 11
2.3. Discharging
2.3.1. Cargo Oil Pump Operating Procedure

2.3.1.1. Principle

Basic design of Centrifugal Pump (Fig-1)

Working principle of Cargo oil pump

A centrifugal pump works on the simple law of centrifugal force. The pump impeller throws the fluid
outwards away from the central axis. The process transfers part of the kinetic energy of the impeller
to the fluid, which then pass through the volute casing to leave under pressure. The pressure
difference created due to sudden change in fluid volume creates a partial vacuum behind the impeller
eye, this creates the much needed suction pressure to continue the process.

Things you should know about your

Centrifugal pump

Maker Shinko Ind. Ltd.

Type Steam turbine driven
vertical centrifugal pump
No. of sets 3
Capacity 3,000 m3/hr
Pump Total Head 125 m
Discharge Head 119 m
Suction Head -5 m
Velocity Head 0.96 m
Net Positive Suction Head 3.6 m
Model (Pump / Turbine) KV450-3
Speed 1310 RPM
Note: Pump performance parameters are basis test liquid
COP (Fig-2)
having specific gravity of 1.025

Rev. 0.0 1
2.3.1. Cargo Oil Pump Operating Procedure

Head
Head is the height to which a pump can raise liquid up.
Total static head is the difference between discharge and
suction static head.

Discharge head
Discharge head is equal to total head + suction head.

Suction head
It is a measure of the maximum depth from which a
pump can raise liquid via suction. Pump head (Fig-3)

Velocity head
Velocity head is the pressure which is needed to increase
the speed at which a liquid flows.

Net positive suction head

NPSH can be defined as two parts:
1. NPSH Available (NPSHA): The absolute pressure at the
suction port of the pump.
2. NPSH Required (NPSHR): The minimum pressure
required at the suction port of the pump to keep the
pump from cavitating. It is a function of the pump and
must be provided by the pump manufacturer
Pump head – No flow condition (Fig-4)

Centrifugal pump working (Fig-5) Pump head – Flow condition (Fig-6)

Rev. 0.0 2
2.3.1. Cargo Oil Pump Operating Procedure

Pump performance curves (Fig-7)

A pump curve is a graphical representation of a pump’s performance based on testing using sea water
conducted by the manufacturer. Each pump has its own pump performance curve and it varies from
pump to pump. This is based on the pump’s horsepower and the size and shape of the impeller.
Understanding any given pump’s performance curve enables you to understand the limitation of that
pump. Operating a pump above its given range can cause damage to the pump.
A pump curve shows two vital performance factors – head and quantity. By reading the H-Q curve the
operator can obtain approximate discharge rate if head is known and vice-versa. The actual rate will
differ due to difference in viscosity of fluid being pumped and frictional losses.

Rev. 0.0 3
2.3.1. Cargo Oil Pump Operating Procedure

2.3.1.2. Hazards and Precautions

Hazards

1. Oil Spill
2. Equipment damage
3. Damage due to fluid hammering
4. Equipment damage due to dry running

Precautions

1. Never shut the suction valve while the COP is running.

2. Never operate the pump in dry condition.

3. Never operate the pump for more than three minutes with discharge valve completely closed.
When Centrifugal pumps is operated without discharge, most of the power changes into heat and as
a result temperature of the liquid in the pump casing rises to the boiling point causing seizure of the
interior of the pump. Accident may occur, when dangerous liquids are pumped.

4. For steam driven pump, Keep the discharge valve full open. Adjust discharge flow by changing
speeds of the pump. Throttling of discharge valve is not recommended as it results in loss of energy.

5. When operating more than two pumps in parallel, keep the discharge pressure of each pump
equal. Example, if one pump pressure drops below the discharge pressure of the remaining pumps,
the pump will be working at Zero flow even though discharge valve is open. It will result in heating up
of pump casing.

6. As cargo is discharged, the NPSH decreases with the decreasing level of cargo in tank, this may
results in pump cavitation. Lower the speed of the pump without throttling the discharge valve as the
liquid level in the tank drops to avoid cavitation.

7. When liquid level decreases in the tank, suction pressure approaches the vapor pressure of the
liquid and vapor develops in the suction line. In this situation, the role of AUS (auto un-loading
system) is crucial which acts as vapor and gas extractor from the pump suction.

8. If cavitation occurs even when the pump speed is minimum, decrease the discharge rate by
throttling the discharge valve to avoid cavitation.

Rev. 0.0 4
2.3.1. Cargo Oil Pump Operating Procedure

2.3.1.3. Working Principle of Automatic Unloading System /

Automatic Vacuum Stripping System

Components
1. Separator Unit: This is a tank placed before the suction side of COP. In separator unit, gas
separates from cargo oil.
2. Vacuum pump Unit: It comprises of two water ring type vacuum pumps and a sealing tank. The
separated gas in the separator unit is discharged to slop tank using vacuum pump. The vacuum pump
starts and stops by preset value of separator level.
3. Discharge Control Valve Unit: It is a pneumatic actuator controlled butterfly valve to regulate
discharge capacity, present at the discharge side of COP. The valve can be operated either manual or
automatic. Automatic operation of valve is linked to separator level.
4. Gas Extraction Valve: This is a piston operated pneumatic valve, the valve opens and closes at
preset value of separator level.
5. Control Unit: A unit present in CCR for operating all components of AUS/AVSS. It also indicates
separator level, discharge valve opening, vacuum pressure and alarms.

Operation
1. As the liquid level in cargo tank reduces, the suction pressure of COP decreases and approaches
the vapor pressure of cargo oil. This results in production of vapors, the vapors separate and
accumulate at the top of separator unit as a result the separator level begins to fall.
2. As the separator level lowers to 50% , the gas extraction valve opens and the vacuum pump runs
and extracts the vapors from separator unit. The extracted vapors are discharged to slop tank. If the
discharge valve is operated automatic, at this time the discharge valve is automatically throttled.
3. As the vapor is extracted, the separator level rises again. As the separator level becomes 70% or
higher, the gas extraction valve closes and 20 sec later the vacuum pump stops. If the discharge valve
is operated automatic, at this time the discharge valve opens full.
4. This process ensures a cavitation free condition for COP and helps in achieving a near zero ROB of
cargo.

Important
As the level of cargo in cargo tank reduces, the COP RPM shall be reduced and discharge valve
operated in automatic mode to increase the efficiency of AUS/AVSS system.

Caution
When cargo tanks are full, Do not use vacuum pump to fill empty separator. This may result in
carryover of cargo to sealing tank.

Rev. 0.0 5
2.3.1. Cargo Oil Pump Operating Procedure

2.3.1.4. Initial Preparation

Test emergency trip system Note:

On activating trip, the governor valve shuts and
of pump cuts off the steam supply to turbine, which stops
the COP.

Verify COP temperature and

vibration sensor function
Alarm Trip
COP Casing 75o C 80o C
Top bearing 85o C 90o C
Verify alarms and automatic Bottom bearing 85o C 90o C
trip settings. Test alarms and Stuffing Box 85o C 90o C
automatic trips. Over speed trip - 113 +0/-2%
(Electric) Rated Speed
Refer maker manual Over speed trip - 115 +0/-3%
(Mechanical) Rated Speed
Pump discharge - 16.0 Kg/cm2
Tests and pressure trip

Checks Verify functioning of local Vibration 0.5 +/- 0.1

mm
0.7 +/- 0.1
mm
pressure/suction gauges and L.O low pressure 0.6 +/- 0.1 0.5 +/- 0.1
Kg/cm2 Kg/cm2
CCR pressure, level gauges High back 0.9 +/- 0.1
pressure (By Air) - Kg/cm2

COP alarm & trip settings (Fig–8)

1. Test run vacuum pump

2. Ensure vacuum pump seal
tank is free of oil and filled
with water.
Oil/Water
3. Line up Auto Unloading Gas
System as follows,
a. Open all separator suction
valve (AU001, AU002 &
AU003)
b. Open vacuum pump
suction valves
c. Open seal tank discharge
valve (AU008) to slop P
d. Shut seal tank drain and
line drains and drain tank
filling valve (C20, C35, C43 &
AU015)
e. Open IG line to AUS re-
circulation line manual valve
(IG056)
f. Check AUS drain tank
Vacuum pump unit (Fig–9)
suction valve (AU009) is shut

Rev. 0.0 6
2.3.1. Cargo Oil Pump Operating Procedure

2.3.1.5. Starting Procedure

Give appropriate notice to

Engine room

Station crew in pump room.

Switch on the Automatic

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual. AUS panel in CCR (Fig-10)
d. Turn auto finish off
e. Put Re-circulation Valve (REC.
VLV.) on auto

Test operation of pneumatically

controlled discharge valve.

Filling up COP by following the

below steps in the same order as
given below, Example No. 1 COP.
a. Shut COP drain valve (CL177),
Pneumatic discharge valve (Fig–11)
line drain valve (CL180) and
separator drain valve (CL174).
b. Open pneumatic and hydraulic
discharge valve (CL065 & CL113)
!
c. Open COP suction valve CAUTION
(CL107) & check crossover valves
(CL131 & CL132) are shut Filling up an empty COP is a critical process, Follow
the steps in the same order. Failure in following the
d. Open Bulkhead master valve steps in the same order may cause fluid hammering
(CL104) and result in damage to COP and its associated
e. Open tank suction valve equipment
partially (10% open) No. 1P COT
(CL203)
Once COP separator is full, open
tank suction valve fully

Rev. 0.0 7
2.3.1. Cargo Oil Pump Operating Procedure

Line up for discharge using No 1

line and No 1 Manifold Port side
as follows,
a. Open line master valve
(CL329)
b. Shut all drop valves (CL326,
CL327 & CL328)
c. Shut all air escape valves
(CL334 & CL335)
d. Shut manifold drain valves
(CL313, CL314 & CL315)
e. Open manifold valve No 1
(CL304)
f. Shut pneumatic and hydraulic
discharge valve (CL065 & CL113)
Once shore readiness received.
Start COP at minimum RPM with
both pneumatic and hydraulic
discharge valve shut
!
CAUTION
While starting COP do not keep the discharge valve of
other non operational COP open, this is to avoid
reverse rotation of the impeller which may damage
the prime mover.
Note:
During the startup of a centrifugal pump, prior to the
time that normal flow is reached, these transient
conditions can generate heads and input torques
(stress) that are much higher than design on prime
movers, a closed discharge valve creates a minimum
load on prime movers.

COP stabilized at minimum RPM,

open hydraulic discharge valve
fully and slowly open pneumatic
discharge valve
!
CAUTION

Confirm flow present at desired While the duty engineer is gradually increasing the
RPM of COP to minimum RPM, If the pump discharge
manifold pressure rises above 4 Kg/cm2, gradually open the
pump discharge valve.

Gradually increase COP RPM to

attain the required pressure at
manifold or required discharge
rate

Monitor COP for vibration, noise

and temperature (bearing and
casing temperature)

Rev. 0.0 8
2.3.1. Cargo Oil Pump Operating Procedure
2.3.1.6. Procedure for Stopping
COP can be stopped by either
using the COP emergency trips or
by shutting the main steam valve
for COP turbine manually
Reduce COP RPM to minimum
and close the pneumatic
discharge valve
Use emergency trip or stop the
pump manually
Switch off the Automatic
Unloading Panel as follows,
a. Put gas extraction valve (GEV)
switch to close
b. Put vacuum pump selector
switch to off
c. Turn off AC and DC power.
Shut COP suction and hydraulic
discharge valve
Rev. 0.0
!
CAUTION
It is important to close the discharge valve prior
stopping the pump to avoid slamming of non-return
flap present at the discharge section of pump
!
CAUTION
In the event of a leaking non-return flap, the vertical
column of liquid present in the pump room risers can
cause reverse rotation of COP, which is dangerous for
COP turbine
!
CAUTION
In the event of an emergency, trip the pump
immediately, once pump has stopped shut the
discharge valves. Do not waste time in communicating
with engine room or for reducing COP RPM
9
2.3.2. Cargo Eductor Operating Procedure

2.3.2.1. Principle

SUCTION DISCHARGE

DRIVING
FLUID

Basic design of Eductor (Fig-1)

Working principle of Eductor

An eductor is a mechanical equipment used for stripping tanks. It operates on Bernoulli’s principle*.
The driving fluid (cargo from cargo oil pump), is forced through the nozzle, thereby creating a vacuum
on the suction side. The driving fluid is discharged along with the stripped fluid. It has no moving parts
and therefore easy to maintain.

*In fluid dynamics, Bernoulli’s principle states that, an increase in the speed of a fluid occurs
simultaneously with a decrease in static pressure or a decrease in the fluid’s potential energy.

Things you should know about your

Eductor

Cargo Eductor
Maker KI-WON
No. of sets 2
Capacity 500 m3/hr
Drive fluid 12 Kg/cm2
Discharge Head 25 M Aq
Suction Head -5 M Aq

Rev. 0.0 1
2.3.2. Cargo Eductor Operating Procedure
2.3.2.2. Operating Procedure
For the purpose of explanation an example of educting No 6P COT using No 1 COP and No 1 Eductor is
considered.
The eductor shall be operated in closed cycle mode using either single Slop tank or both Slop tanks
Case 1 – Using only slop S tank
Line up No 1 COP and No 1 eductor
as follows:
a. Shut No 1 COP suction valve
(CL107) and open crossover valve
(CL131 & CL132)
b. Check No 2 & 3 COP crossover
valves are shut (CL135, CL136, CL137
& CL138)
c. Check Slop Port high suction
valves (CL133 & CL134) are shut
d. Open Slop Stbd high suction valve
(CL129 & CL130)
e. Check eductor discharge non-
return valve by-pass (CL110) is shut
f. Open eductor drive inlet valve
(CL121) and discharge to slop S
valves (CL146)
g. Check eductor discharge line
isolation valve (CL154 & CL158) and
discharge to Slop P valve (CL148) are
shut
h. Open eductor suction valve
(CL123) and suction to No 3 line
valves (CL125, CL126 & CL141)
i. Check stripping pump suction valve
(CL159) is shut
j. Open No 3 line bulkhead master
valve (CL106) and check No 3 COP
suction valve (CL109) is shut
Station crew in pump room
Start No. 1 COP at minimum
RPM
Rev. 0.0
Case 2 – Using both slop tanks
Line up No 1 COP and No 1 eductor
as follows:
a. Shut No 1 COP suction valve
(CL107) and open crossover valve
(CL131 & CL132)
b. Check No 2 & 3 COP crossover
valves are shut (CL135, CL136, CL137
& CL138)
c. Check Slop Port high suction
valves (CL133 & CL134) are shut
OR d. Open Slop Stbd high suction valve
(CL129 & CL130)
e. Check eductor discharge non-
return valve by-pass (CL110) is shut
f. Open eductor drive inlet valve
(CL121) and discharge to slop P
valves (CL148)
g. Open eductor discharge line
isolation valve (CL154 & CL158) and
check discharge to Slop S valve
(CL146) is shut
h. Open eductor suction valve
(CL123) and suction to No 3 line
valves (CL125, CL126 & CL141)
i. Check stripping pump suction valve
(CL159) is shut
j. Open No 3 line bulkhead master
valve (CL106) and check No 3 COP
suction valve (CL109) is shut
k. Open Slop tank equalizing valves
(CL150 & CL151)
Note:
1. Refer “Cargo Oil Pump Operating Procedures” for
detailed guidance on filling and operating a COP
2.The slop tank shall have enough liquid level to
feed the COP and enough ullage space to
accommodate liquid quantity educted from tanks
2
2.3.2. Cargo Eductor Operating Procedure

Once COP is stabilized at

minimum RPM, open pneumatic
discharge valve and discharge
side crossover to eductor drive
(CL116)

Observe rise in eductor drive and

discharge pressure
Increase COP RPM gradually to
obtain drive pressure of 12 Kg/
cm2
Note:
Do not open the eductor suction to the cargo tanks
until vacuum is generated at eductor inlet, otherwise
the liquid may run back through the eductor into the
cargo tanks

Once vacuum is generated open

6P COT stripping bellmouth valve
(CL224) !
CAUTION

Do not create excessive vacuum during educting

Monitor slop tank level closely operation, this may cause structural damage to
pipelines.

On completion of educting
operation, shut 6P COT stripping
bellmouth valve (CL224)

Shut eductor suction valve

(CL123) and suction to No 3 line
valves (CL125, CL126 & CL141)

Reduce No 1 COP RPM to

minimum and shut pneumatic
discharge valve

Stop No 1 COP and shut slop tank

high suction valve (CL129 &
CL130)

Shut eductor discharge valves to

slop tanks (CL146, CL148, CL158 &
CL154) & Slop tank equalizing
valve (CL150 & CL151), if using
both slop tanks

Rev. 0.0 3
2.3.2. Cargo Eductor Operating Procedure

2.3.2.i. Line Diagram for Use of Eductor Using Single Slop Tank

For the purpose of explanation an example of educting No 6P COT using No 1 COP, No 1 Eductor and Slop Stbd tank is marked.

Rev. 0.0 4
2.3.2. Cargo Eductor Operating Procedure

2.3.2.ii. Line Diagram for Use of Eductor Using Both Slop Tanks

For the purpose of explanation an example of educting No 6P COT using No 1 COP and No 1 Eductor is marked.

Rev. 0.0 5
2.3.3. Stripping Pump Operating Procedure

2.3.3.1. Principle

Diagram of double action reciprocating pump (Fig-1)

Working principle of Positive Displacement Pump

A positive displacement pump moves a fluid by repeatedly enclosing a fixed volume and moving it
mechanically through the system.

How does it work ?

In a positive displacement pump,

liquid flows into the pumps as the
cavity on the suction side expands
and the liquid flows out of the
discharge as the cavity collapses

Pump stroke (Fig-2)

Things you should know about your

Stripping pump

Stripping Pump
Maker Shinko Ind. Ltd.
No. of sets 1
Model KPH-275
Capacity 240 m3/hr
Discharge Head 135 m
No of Strokes 27 strokes per min
Safety valve setting 14.85 Kg/cm2

Rev. 0.0 1
2.3.3. Stripping Pump Operating Procedure

2.3.3.2. Initial Preparation

Check working of pneumatic

controlled steam inlet valve

Check power to stroke counter,

its operation and remote display
in CCR

Check functioning of local

pressure/suction gauge and CCR
pressure/suction gauge
Pneumatic controller for steam inlet valve (Fig-3)

Fill Stripping pump automatic

lubricator with lubricating oil

Check condition of stripping

pump gland packing

Test stripping pump emergency

stop

Stripping pump (Fig-4)

Rev. 0.0 2
2.3.3. Stripping Pump Operating Procedure

2.3.3.3. Warming Up Procedure

Open steam line drains (SC531,

SC539 & SC540) and drain !
stripping pump steam inlet and CAUTION
return line
It is important to properly drain stripping pump
steam chamber, steam inlet and outlet pipeline
to avoid steam hammering
Open drains of stripping pump
steam chest

Open steam return line valve

(SC536), inlet line manual valve
(SC534) and pneumatic
controller valve (SC533)

Shut steam line drains (SC531,

SC539 & SC540) and Open by-
pass valves (SC535 & SC537)

Start warming up steam from

engine room

Warm up main steam inlet,

pump steam chest and return
line

Once the line and steam chest

are warm shut drains of stripping
pump steam chest Stripping pump steam line diagram (Fig-5)

Shut by-pass valves (SC535 &

SC537)

Start working steam from engine

room

Rev. 0.0 3
2.3.3. Stripping Pump Operating Procedure

2.3.3.4. Staring Procedure

For the purpose of explanation an example of discharging Slop tanks via No 1 Port manifold is considered.

Switch on power to stripping

pump stroke indicator in CCR

Line up as follows,
a. Open stripping pump suction
valve (CL159)
b. Open stripping pump suction
valve from slop tanks (CL152 &
CL144) and isolation valves
(CL125 & CL126)
c. Open discharge valve (CL156)
d. Open MARPOL port manifold
valve (CL379), MARPOL manifold
drain valve (CL381) and No 1
maniflod drain valve (CL313)
e. Check stripping pump
discharge to ODME line is shut
(CL161)
f. Check re-circulation valve
(CL157) is shut
g. Check No 1 manifold valve
(CL304) is shut
h. Check port manifold drain to
4P COT (CL321 & CL325) is shut
i. Check MARPOL stbd manifold
valve (CL378) is shut

Station crew in pump room

!
Start stripping pump from CCR CAUTION
with minimum strokes Do not start stripping pump with discharge valve shut, this will
result in immediate build of pressure which can cause
structural damage

Confirm flow in MARPOL line

Increase stripping pump strokes

to 27 strokes per min.

Rev. 0.0 4
2.3.3. Stripping Pump Operating Procedure

2.3.3.i. Line Diagram for Stripping Slop Tanks

For the purpose of explanation an example of discharging Slop tanks via No 1 Port manifold is marked.

Rev. 0.0 5
2.3.3. Stripping Pump Operating Procedure

2.3.3.5. Stopping Procedure

For the purpose of explanation an example of discharging Slop tanks via No 1 Port manifold is considered.

On completion of stripping, shut

Slop tank suction valve (CL144 &
CL152)

Stop stripping pump

Shut stripping pump suction

valve (CL159)

!
Shut pump discharge valve CAUTION
(CL156) Do not shut discharge valve prior stopping stripping pump, this
will result in immediate build of pressure which can cause
structural damage

Stop working steam for stripping

pump

Open stripping pump steam

chest and steam inlet line drains

Once steam inlet line and pump

steam chest are drained, shut all
drain valves

Keep stripping pump steam inlet

line manual valves (SC534) and
return line manual valve (SC536)
open

Rev. 0.0 6
2.3.4. Crude Oil Washing

CRUDE OIL
WASHING

2.3.4.1. Requirement and Method

Crude oil washing is washing out the residue from tanks of oil tanker using its crude oil cargo, after
the cargo tanks have been emptied. Due to the property and nature of crude oil, during voyage, oil
clings to the tank walls and dissolved sediments settle at tank bottom. This clingage and settled
sediments add to the cargo 'remaining on board' (ROB). Crude oil is sprayed via high pressure nozzles
mounted in the cargo tank onto the walls of the tank to remove clingage and settled sediments, this
significantly reduces ROB on completion of discharging operation.
MARPOL 73/78 has made COW equipment mandatory for all oil tankers of 20,000 tons or greater
deadweight.

WASHING REQUIREMENT
Prior departure from discharge port following tanks shall be crude oil washed
a. Heavy Weather ballast tanks
b. For sludge control, In addition to heavy weather ballast tanks, 25% of tanks in which cargo is
carried on rotational basis, however no tank need to be crude oil washed more than once in four
months

METHOD

Bleed-off or Open cycle

Closed cycle method
method

In this method either one or both slop tanks can

In this method COW is carried out using drive
fluid bled-off from the discharge of a main
cargo pump, the pump takes direct feed from
the cargo tanks being discharged rather than
the slop tank alone. The tank washings is
concurrently discharged with other cargo tanks.
Use of this method depends on the back-
pressure available to ensure a good supply of
fresh crude to the tank washing machines at
the correct pressure, and the number of grades
the vessel is carrying and their stowage.
This method of washing is most suited where
vessel needs to carry out top washing of a tank,
as it can be done concurrent with discharging.
Rev. 0.0
be used.
Case 1: Using one slop tank
Feed to COP and discharge from eductor are
from the same slop tank.
Case 2: Using two slop tanks
Feed to COP is taken from clean slop tank and
eductor discharge is to dirty slop tank. The
decanting/equalizing valves between both Slop
tanks are kept open to form a closed cycle.
Using both slop tanks is advantageous as it
restricts accumulation of sediments to dirty
slop tank and provides clean crude oil for
washing.
1
2.3.4. Crude Oil Washing

Bleed-off or Open cycle method (Fig – 1)

Closed cycle method using single slop tank (Fig – 2)

Rev. 0.0 2
2.3.4. Crude Oil Washing

Closed cycle method using two slop tank (Fig – 3)

Rev. 0.0 3
2.3.4. Crude Oil Washing

2.3.4.2. Initial Preparation

Check suitability of crude oil for Note:

COW The suitability of crude depends on its characteristics as
cloud point, pour point, viscosity etc.
Refer section 9 of the Crude oil Washing Manual for
detailed guidance.
Conduct DRA
Risk Involved:
a. Oil Spill
b. Equipment damage
c. Fire and explosion
Associated Procedural Hazards:
Be guided by iDMS – Cargo section (IMS-
a. Damage due to fluid hammering
MO-CGO-DO-COW) and approved Crude
Responsible Authority: oil washing manual.
a. Chief Officer
a. Identify tanks to be washed
Task Performer b. Method of washing
a. Chief Officer overall in charge
c. Selection of feed tank
(Supervising)
b. Duty Officer (Monitoring) d. Pattern of washing and number of
c. Deck crew (Assisting) wash cycles
e. Emergency preparedness
f. Identify key personnel and their duties

Prepare COW plan

Note:
1. Inspect tank cleaning machine drive unit for
any sign of damage.
Inspect all tank cleaning 2. Hand crank machine and check free
movement.
machines.

Obtain written permission from Note:

terminal for COW Obtain information on terminal’s COW policy.
Certain terminals require a terminal specific
checklist to be completed prior vessels arrival.

Complete “Pre-arrival” checks as

per COW checklist CL-C-06

Blank tank cleaning heater inlet

and outlet

Program all tank cleaning

machines of planned tanks to
desired washing pattern (top
wash or bottom wash).

Tank cleaning heater (Fig - 4)

Rev. 0.0 4
2.3.4. Crude Oil Washing

2.3.4.3. Bleed Off or Open Cycle Washing

For the purpose of explanation an example of 4W COT washing using No. 1 COP is considered.

Line up tank cleaning line as

follows:
a. Ensure all tank cleaning
machine valves and tank master
valves are shut. !
b. Shut tank cleaning heater inlet CAUTION
and outlet valve (TC061 & TC062)
Vessel is not fitted with isolation valve on tank
c. Open tank cleaning machine cleaning main line, therefore it is of utmost
valve of 4W COT (TC025, TC026, importance that the air present in the tank cleaning
TC027 & TC028) line is vented via forward drains to No 1P COT tank
d. Open tank master valves of 4W and line filled prior starting.
COT (TC023 & TC024)
e. Open forward drain valve
(TC085)

Station crew in pump room and

on deck

Conduct prior starting checks as Note:

per COW checklist CL-C-06 1. Refer “COW Operations and Equipment Manual”
2. Maximum trim basis regulation 18 of MARPOL is
3.58 meter. Do not exceed this trim at any time.
3. Give due regard to berth safety and hull stresses
Make 3.58 meter trim by astern while conducting COW operation.
and slight list to port

Reduce No. 1 COP RPM to

minimum

Open tank cleaning line master

valve (TC063) and No 1 line valve
(CL116). Observe flow in tank
cleaning line

Tank cleaning master valve (Fig - 7)

Rev. 0.0 5
2.3.4. Crude Oil Washing

Once tank cleaning line is full.

Shut forward drain valves
(TC085)

For effective wash, increase No.

1 COP RPM slowly to achieve
about 12 kg/cm2 pressure in
tank cleaning line.

Concurrently keep discharging Tank cleaning line fwd pressure gauge (Fig - 8)
4W COT using No. 2 and 3 COP

Conduct checks as per COW !

checklist CL-C-06
On completing the desired wash
cycle of 4W COT, reduce No. 1
COP RPM to minimum
CAUTION
1. Do not increase pressure beyond 12 Kg/cm2. The
machines are designed for an operating pressure
between 6 - 12 Kg/cm2
2. Tank cleaning line pressure below 8 Kg/cm2 would
considerably reduce the effectiveness of the washing
operation

Shut 4W COT tank master valve

(TC023 & TC024)

Shut tank cleaning line master

valve (TC063)

Drain branch line and shut tank

cleaning machine valves (TC025,
TC026, TC027 & TC028)

Follow the above procedure to

carry out COW of other planned
tanks

Rev. 0.0 6
2.3.4. Crude Oil Washing

2.3.4.i. Line Diagram for Bleed-Off or Open Cycle Washing

For the purpose of explanation an example of 4W COT washing using No. 1 COP is considered. Red color represents the flow of cargo ashore and
green color represents flow in tank cleaning line.

Rev. 0.0 7
2.3.4. Crude Oil Washing

Rev. 0.0 8
2.3.4. Crude Oil Washing

2.3.4.4. Closed Cycle Washing

For the purpose of explanation an example of 4W COT washing using No. 1 COP is considered.

Once 4W COT is empty

De-bottom slop tank, ensure any

water accumulated and settled
during the course of voyage is
discharged and only oil is present
in slop tank.
!
CAUTION
Mixture of Oil and water can produce electrically
charged mist, therefore slop tank shall be partially
discharge/De-bottom to remove any settled water

Check oxygen content of 4W

COT tank at 2 different level Note:
The oxygen content in tanks shall be less than 8% by
volume.

Line up tank cleaning line as

follows:
a. Ensure all tank cleaning
machine valves and tank master
valves are shut.
b. Shut tank cleaning heater inlet
and outlet valve (TC061 & TC062) !
c. Open tank cleaning machine CAUTION
valve of 4W COT (TC025, TC026,
Vessel is not fitted with isolation valve on tank
TC027 & TC028) cleaning main line, therefore it is of utmost
d. Open tank master valves of 4W importance that the air present in the tank cleaning
COT (TC023 & TC024) line is vented via forward drains to No 1P COT tank
e. Open forward drain valve and line filled prior starting.
(TC085)

Rev. 0.0 9
2.3.4. Crude Oil Washing
Case 1 – Using only slop S tank
Line up No 1 COP and No 1 eductor as
follows:
a. Shut No 1 COP suction valve
(CL107) and open crossover valve
(CL131 & CL132)
b. Check No 2 & 3 COP crossover
valves are shut (CL135, CL136, CL137
& CL138)
c. Check Slop Port high suction valves
(CL133 & CL134) are shut
d. Open Slop Stbd high suction valve
(CL129 & CL130)
e. Check eductor discharge non-
return valve by-pass (CL110) is shut
f. Open eductor drive inlet valve
(CL121) and discharge to slop S valves
(CL146)
g. Check eductor discharge line
isolation valve (CL154 & CL158) and
discharge to Slop P valve (CL148) are
shut
h. Open eductor suction valve (CL123)
and suction to No 1 line valves
(CL139)
i. Check isolation valve (CL125) on
suction line is shut
j. Open No 1 line bulkhead master
valve (CL129)
Station crew in pump room and
on deck
Conduct prior starting checks as
per COW checklist CL-C-06
Make 3.58 meter trim by astern
and slight list to port
Start No. 1 COP at minimum
RPM
Rev. 0.0
Case 2 – Using both slop tanks
Line up No 1 COP and No 1 eductor as
follows:
a. Shut No 1 COP suction valve
(CL107) and open crossover valve
(CL131 & CL132)
b. Check No 2 & 3 COP crossover
valves are shut (CL135, CL136, CL137
& CL138)
c. Check Slop Port high suction valves
(CL133 & CL134) are shut
d. Open Slop Stbd high suction valve
(CL129 & CL130)
e. Check eductor discharge non-
OR return valve by-pass (CL110) is shut
f. Open eductor drive inlet valve
(CL121) and discharge to slop P valves
(CL148)
g. Open eductor discharge line
isolation valve (CL154 & CL158) and
check discharge to Slop S valve
(CL146) is shut
h. Open eductor suction valve (CL123)
and suction to No 1 line valves
(CL139)
i. Check isolation valve (CL125) on
suction line is shut
j. Open No 1 line bulkhead master
valve (CL129)
k. Open Slop tank equalizing valves
(CL150 & CL151)
Note:
1. Refer “COW Operations and Equipment Manual”
2. Maximum trim basis regulation 18 of MARPOL is 3.58
meter. Do not exceed this trim at any time.
3. Give due regard to berth safety and hull stresses while
conducting COW operation.
10
2.3.4. Crude Oil Washing

Open tank cleaning line master

valve (TC063) and No 1 line valve
(CL116). Observe flow in tank
cleaning line

Once tank cleaning line is full.

Shut forward drain valves
(TC085)

Tank cleaning master valve (Fig - 9)

For effective wash, increase No.
1 COP RPM slowly to achieve
about 12 kg/cm2 pressure in
tank cleaning line.

Open stripping bell-mouth valve

of 4W COT (CL214 & CL216) and
start educting concurrently.

Tank cleaning line fwd pressure gauge (Fig - 10)

Conduct checks as per COW

checklist CL-C-06
!
CAUTION

Continuously monitor Slop tank
level.
On completing the desired wash
cycle, reduce No 1 COP RPM to
minimum.
1. Do not increase pressure beyond 12 Kg/cm2. The machines are
designed for an operating pressure between 6 - 12 Kg/cm2
2. Tank cleaning line pressure below 8 Kg/cm2 would
considerably reduce the effectiveness of the washing operation
3. While carrying out bottom wash, utmost care shall be
exercised to ensure that no oil is accumulated on tank top. Oil
accumulated on tank top reduces the effectiveness of COW.

Shut 4W COT tank master valve

(TC023 & TC024)

Shut tank cleaning line master

valve (TC063)

Rev. 0.0 11
2.3.4. Crude Oil Washing

Drain branch line and shut tank

cleaning machine valves (TC025,
TC026, TC027 & TC028)

Increase No. 1 COP RPM and

thoroughly educt 4W COT

On completing educting shut 4W Note:

COT stripping bell-mouth valve
(CL214 & CL216) and reduce No
1 COP RPM to minimum
As best practice ensure tank valve is
closed prior reducing COP RPM to avoid
back filling of the tank

Manually verify sounding of tank

at forward, center and aft end

To carry out COW for other

tanks reduce the COP rpm and
follow the process from
beginning.

Rev. 0.0 12
2.3.4. Crude Oil Washing

2.3.4.ii. Line Diagram for Closed Cycle Washing

For the purpose of explanation an example of 4W COT washing is considered. Green color represents flow of cargo.

Rev. 0.0 13
2.3.4. Crude Oil Washing

Rev. 0.0 14
2.3.4. Crude Oil Washing

2.3.4.5. Procedure on Completion of Washing

Stop No. 1 COP and eductor

If using both slop tanks, shut

decanting/equalizing valve (CL150
& CL151)

Open tank cleaning line aft drain

Decanting/equalizing Valve (Fig- 11)
valves (TC065) to drain line in slop
port tank.

Open tank cleaning line forward

drain valves (TC085) to break
vacuum in tank cleaning line and
facilitate draining

Once line empty shut aft drain

valves (TC065)

On completion of discharge, strip

pumproom section of COW line,
Pumproom section of other cargo
lines using stripping pump.

On completion of line stripping,

shut (TC063). Keep forward drain
valves (TC085) open to avoid
thermal expansion damage.

Rev. 0.0 15
2.3.5. Discharging – Single Grade
2.3.5.1. Initial Preparation
Conduct DRA
Risk Involved:
a. Oil Spill
b. Equipment damage
c. Fire and explosion
Associated Procedural Hazards:
a. Damage due to fluid hammering
Planning b. Damage due to over pressure
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare discharge plan
Tanks are inerted with
positive pressure & Oxygen
content below 8% by volume.
Tank
Preparation
Vapor tight integrity verified
If vessel is carrying slops in
slop tank and load on top is
not permitted. Lock out-tag
out all suction and discharge
valves of the tank.
1. Cargo overboard valve and
cargo sea chest valve are
Piping closed, locked and sealed.
System 2. Cargo overboard line and
cargo sea chest line have
blanks in place.
Rev. 0.0
Read these points with iDMS – Cargo section
a. Cargo grade and discharge quantity
nomination as per Charterers instruction.
b. Satisfy IMO Stability criteria *
c. Discharge temperature
d. Stresses (SF and BM in sea going condition)
limits as per iDMS
e. Draft restriction at discharge port,
including any restriction due to tidal
variation. **
f. List and trim correction tanks ***
g. Number of connections and discharge rate
expected.
h. Tank sequence^
i. Air Draft restriction****
Note:
* - Refer MARPOL Annex 1, Regulation 27 for Intact
stability criteria.
** - Draft restriction shall be verified from port
authorities of discharge port. Same shall be confirmed
during ship shore key meeting.
If circumstances permit, the arrival draft of vessel shall
not be exceeded during any stage of discharge
operation.
*** - During discharge operation ballast tanks shall be
used for making trim and list to facilitate discharge.
**** - Check air draft restriction with discharge port
agent, confirm same during ship shore key meeting.
For calculation of Air Draft, refer iDMS section “IMS-
MO-NAV-NS-ADC-Sec 4.4”
^ - Group wise discharge sequence is a very simple and
efficient method of discharging, it expedites the entire
discharge operation. Maintaining an ullage difference
of 1mtr between tanks of same group and 1mtr
difference between groups will ensure a continuous
feed to the pump for the entire operation and
staggered stripping
Note:
Refer ISGOTT section 27.7.2- “Sea and
Overboard discharge valves” and OCIMF
publication 'Prevention of Oil Spillages
through Cargo Pump Room Sea Valves'
1
2.3.5. Discharging – Single Grade

Manifold sample line shut

and capped or plugged.
Unused manifold valves shut
and blanked.
Note:
Steel blanks should be of the same thickness as
the flanges and/or the pressure rating
document onboard

Calibrate manifold pressure

and temperature gauges.
Note:
1. Connect manifold pressure
Cargo and COW line pressure gauge build pressure using
testing carried out. pump and compare it with
calibrator gauge.
Refer ship specific line testing 2. Compare temp of manifold
procedures. gauge with calibrated temp
gauge

All cargo tank isolating valves

to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
swung to the open position.
Verify PV breaker liquid level.
Check pressure at the PV
breaker is corresponding to
the readings in CCR
Note:
For “Zero Calibration” shut IG isolating valve of
all tanks and vent IG main line to atmosphere
via mastriser, in this condition, verify if liquid
level corresponds to zero level on PV breaker
scale. Fill in or drain liquid as required

Lift check mast riser breather

valve.
Lift check and verify
operation of high velocity
Venting &
vent valves and vacuum relief
IG System
valves of all cargo tanks.
Note:
Incase of accidental closure of tank IG isolation
valve, HVV and Vacuum relief valve becomes
the primary safety device, therefore it’s
operational readiness is of utmost importance.
Refer – SOLAS Ch 2-II, reg 11 and VIQ Chapter 8
“Venting Arrangements”

Open IG line main isolation

valves (IG215 & IG026).

Fresh air intake to IG plant

blanked

Test run IG plant, Verify

operation of alarms and trips
as per CL-C07.

Verify movement of Non-

Return valve flap Fresh air intake (Fig–1)

Rev. 0.0 2
2.3.5. Discharging – Single Grade

Carry out ullage and temperature comparison between

fixed and portable tank gauging unit.

Alarm &
Tank high level (95%) and independent overfill/high high-
Gauging
level (98%) alarm tested.
System
Tank pre high-pressure, high-pressure, pre low-pressure
and low-pressure alarm tested.
Refer – SOLAS Ch 2-II, reg 11 and VIQ Chapter 8 “Venting Arrangements”

Alarm Trip
COP emergency trip tested COP Casing 75o C 80o C
from all locations (Manifold, Top bearing 85o C 90o C
Bottom bearing 85o C 90o C
pump-room entrance, pump- Stuffing Box 85o C 90o C
room bottom, CCR and Over speed trip - 113 +0/-2%
(Electric) Rated Speed
engine room . Over speed trip - 115 +0/-3%
(Mechanical) Rated Speed
Pump discharge - 16.0 Kg/cm2
COP temperature and pressure trip
Vibration 0.5 +/- 0.1 0.7 +/- 0.1
vibration alarm and trip mm mm

simulation test carried out L.O low pressure 0.6 +/- 0.1
Kg/cm2
0.5 +/- 0.1
Kg/cm2
High back 0.9 +/- 0.1
pressure (By Air) - Kg/cm2
1. Test run vacuum pump COP temp and vibration alarm (Fig–2)
2. Ensure vacuum pump seal
COP & tank is free of oil and filled
Stripping with water.
System 3. Line up Auto Unloading
Oil/Water
System as follows, Gas
a. Open all separator suction
valve (AU001, AU002 &
AU003)
b. Open vacuum pump
suction valves
c. Open seal tank discharge
valve (AU008) to slop P
d. Shut seal tank drain and
line drains and drain tank
filling valve (C20, C35, C43 &
AU015)
e. Open IG line to AUS re-
circulation line manual valve
(IG056)
f. Check AUS drain tank
suction valve (AU009) is shut
Vacuum pump unit (Fig–9)

Emergency All oil spill containment & fire fighting equipment in a state
Readiness of readiness. SOPEP emergency coastal contact list
updated and readily available.
Rev. 0.0 3
2.3.5. Discharging – Single Grade

2.3.5.2. Starting Procedure

For the purpose of these procedures it is taken that vessel is discharging from all tanks via port manifold using three
connections.

IMPORTANT
Prior carrying out discharge operation, Officer in-charge shall make himself familiar with the following ship specific
procedures,
1. Operation of COP
2. Operation of eductor
3. Operation of Stripping pump
4. COW procedure

Conduct ship-shore key meeting

and complete “Ship-shore pre
transfer key meeting FR-C01“

Zero Check
Shut all cargo valves including
drain valves on deck and in Pump Deck cross-over valves (Fig-4)
room as listed in line-up checklist

Line up for discharging as

follows,
a. Open all deck cross-over
valves (CL307, CL308, CL309,
CL390, CL391 & CL392)
b. Shut all drop valves (CL326, Drop valves (Fig-5)
CL327 & CL328)
c. Ensure both air escape valves
are shut (CL334 & CL335)
d. Open all deck line-master
valves (CL329, CL330 & CL331)
e. Shut all bottom crossover
valves in pump-room and in tank
(CL131, CL132, CL135, CL136,
CL137, CL138, CL229, CL230,
Air escape valves (Fig-6)
CL233, CL234, CL246 & CL245)
f. Open No 2 line isolation valves
(CL237 & CL238)
g. Confirm IG main isolation
valves are (IG215 & IG026) open
f. Shut IG line vent Valve.

Line master valves (Fig-7)

Rev. 0.0 4
2.3.5. Discharging – Single Grade

Communicate with terminal and

obtain permission to commence.

Once permission granted open

port manifold valves (CL304,
CL305 & CL306)

Switch on the Automatic

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual.
d. Turn auto finish off
e. Put Re-circulation Valve (REC. AUS panel in CCR (Fig-8)
VLV.) on auto
Note:
1. Refer “Procedures for operation of COP” for
detailed steps on filling empty COP.
Fill up the pumps using the
2. If the terminal request to do Line Displacement at
forward most tank, fill pumps the beginning , use only the nominated tank to fill up
one by one. only the pump which is to be used for line
displacement.

Start IG plant and maintain tank

pressure between 500 to 700
mmWG.

Start No 1 COP at minimum

RPM, once at minimum RPM
open hydraulic discharge valve
(CL113), pneumatic discharge
valve (CL065) and commence
discharge
!
CAUTION
Never operate a pump with discharge valve completely closed for
more than 3 minutes. When Centrifugal pump is operated without
discharge, most of the power changes into heat and as a result
temperature of the liquid in the pump casing rises to the boiling
point causing seizure of the pump.

Rev. 0.0 5
2.3.5. Discharging – Single Grade

Once shore confirms receiving

cargo, and directs to increases !
CAUTION
discharge rate, start remaining
While starting COP do not keep the
pumps in the same manner and
discharge valve of other non operational
keep them at minimum RPM. COP open, this is to avoid reverse
rotation of the impeller which may
damage the prime mover.
Open all pump room and tank
crossover valves (CL131, CL132,
CL135, CL136, CL137, CL138,
CL229, CL230, CL233, CL234,
CL246 & CL245)

Open main and stripping suction

valves of all nominated tanks as
per discharge plan

Carry out safety and integrity

checks of each pump

Increase pump RPM gradually to Note:

To achieve maximum discharge efficiency, ensure all
achieve the desired discharge pumps are operated at same discharge pressure.
rate or manifold pressure.

Rev. 0.0 6
2.3.5. Discharging – Single Grade

2.3.5.i. Line Diagram for Discharging – Single Grade

For the purpose of these procedures it is taken that vessel is discharging from all tanks via port manifold using three connections. Red color
represents the flow of cargo

Rev. 0.0 7
2.3.5. Discharging – Single Grade

2.3.5.3. Procedures and Precautions During Bulk Stage

For the purpose of these procedures it is taken that vessel is discharging from all tanks via port manifold using three
connections.

1. Monitor IG pressure. Pressure

shall be maintained between 500 !
to 700 mmWG. CAUTION
2. Compare and record IG line If any tank pressure is significantly different than IG line
pressure and tank pressure. pressure, either of the two cases shall be suspected and
discharging from that tank shall be stopped till the exact reason
is established.
The tank IG isolation valve is shut
Monitor COP parameters or
The tank pressure sensor is malfunctioning
including temperatures ,
vibration, suction and discharge
pressure.

Carry out safety and integrity

check of pumps and lines

Note:
For the purpose of these procedures,
Stagger tanks as per discharge
the discharge sequence is taken as
sequence Group 1 – Group 2 – Group 3.

Keep enough tank valves open to

provide positive feed to pump. !
CAUTION

A starving pump i.e. a pump with -ve

Do not throttle valves together, suction pressure will develop cavitation.
Cavitation can cause pitting in pump
throttle one valve at any time casing

Note:
Cavitation is the formation of bubbles or cavities in liquid,
developed in areas of relatively low pressure around an
impeller. The imploding or collapsing of these bubbles trigger
intense shockwaves inside the pump, causing significant
damage to the impeller and/or the pump

Rev. 0.0 8
2.3.5. Discharging – Single Grade

2.3.5.4. Procedure and Precautions During Tank Stripping Stage

For the purpose of these procedures it is taken that vessel is discharging from all tanks via port manifold using three
connections.

Once the cargo level in the first

tank of discharge sequence i.e. Note:
For the purpose of these procedures,
No 1 COT reduces to 1mtr or the
the discharge sequence is taken as
suction pressure of No 1 COP Group 1 – Group 2 – Group 3.
reduced to zero. Gradually start
reducing RPM of all COPs.

Isolate groups, shut pump-room

and tank crossover valves
(CL131, CL132, CL135, CL136,
CL137, CL138, CL229, CL230, Note:
Vacuum pump can be controlled either manually by
CL233, CL234, CL246 & CL245) operator or automatically. Automatic function is
linked with COP seperator level.

Switch on vacuum pump from

AUS panel.

As the tank level reduces to 50

cm, shut the tank main bell
mouth valve, keep stripping bell
mouth full open.
225 mm
30 mm

At this stage to avoid dry running COT bell-mouth arrangement (Fig-9)

of COP and to ensure efficient
stripping of tanks operate the
COP at minimum RPM and
throttle the pneumatic discharge
valve as required.
Note:
Pneumatic discharge valve can be controlled either
manually by operator or automatically. Automatic function
of discharge valve is interconnected with COP seperator
level, as the seperator level reduces the valve shuts.

As the tank empties or COP is

unable to discharge further, shut
stripping bell mouth valve of
tank.

Rev. 0.0 9
2.3.5. Discharging – Single Grade

Once all tanks of the group are

empty, stop COP. Example-
Group 1 empty, stop No 1 COP

Continue discharging group 2 & 3

tanks using No 2 and No 3 COP

Line Up No 1 COP to run eductor Note:

Refer “Procedures for operation of Eductor” for
in a closed cycle method using detailed guidance on eductor operation.
either of the Slop tanks

Start No 1 COP and educt group

1 tanks

Once group 2 tanks are empty,

stop No 2 COP and educt group 2
tanks

Continue discharging group 3

tanks using No 3 COP

Once group 3 tanks are empty,

stop No 3 COP and educt group 3
tanks

Shut all manifold valves (CL304,

CL305 & CL306) and keep them
shut while internal stripping of
cargo tanks

Rev. 0.0 10
2.3.5. Discharging – Single Grade

2.3.5.5. Crude Oil Washing

Refer “Procedures for COW operation” in conjunction with this section.

Inform terminal and obtain

permission to carry out COW

Use No 1 COP and Slop tank to

carry out COW operation of
planned tank

On completion of COW
operation, educt all tanks

Manually verify soundings of all

tanks

Note:
Ensure main and stripping bell As best practice ensure tank valve is
mouth valve of all tanks are shut closed prior reducing COP RPM to avoid
prior stopping eductor. back filling of the tank

Shut all pump room bulkhead

master valves

Stop eductor and stop No 1 COP

Rev. 0.0 11
2.3.5. Discharging – Single Grade

2.3.5.6. Slop Tank Discharge and Line Stripping Stage

Refer “Operation of Stripping pump” in conjunction with this section.

Open No 1 manifold (CL304) &

Start COP No 1 with direct feed
from slop tanks using No 1 cargo
line

Bulk discharge slop tank and on

completion of bulk discharge
stop No 1 COP

Prepare stripping pump

Line up as follows to strip slop

tanks followed by line content,
and pump content ashore,
a. Open stripping pump suction
valve (CL159) Line diagram of manifold (Fig-10)
b. Open stripping pump
discharge valve (CL156) & ensure
(CL157 & CL161) are shut.
c. Open port MARPOL manifold
valve (CL379) & drain valve
(CL381)
d. Open No 1 manifold drain
valve (CL313) and shut manifold
valve (CL304)
e. Open Slop tank bell mouth
valve (CL125 & CL144)
f. Open stripping pump suction
line isolation valves (CL125 &
CL126)

Start stripping pump from CCR

with minimum strokes (8 to 10
strokes)

Confirm flow in MAPOL line

Line diagram of pump-room (Fig-11)

Rev. 0.0 12
2.3.5. Discharging – Single Grade

Increase stripping pump strokes

to 27 strokes per min

On completion of stripping,
a. Stop stripping pump
b. Shut Slop tank bell mouth
valve (CL144 & CL152) and shut
stripping pump suction line
isolation valves (CL125 & CL126)
c. Open line drain, COP drain and
separator drain of COP’s &
(CL155) suction to stripping
pump
d. Ensure all line master valves
and deck crossover valves are
open
e. Open Hydraulic and pneumatic
discharge valve of COP’s
f. Open air escape valves (CL334
& CL335)
!
CAUTION
Start stripping pump from CCR
with minimum strokes (8 to 10 Do not start stripping pump with discharge
strokes) valve shut, this will result in immediate build
of pressure which can cause structural
damage to pump and pipeline.
Confirm flow in MAPOL line

Increase stripping pump strokes

On completion of line stripping,

a. Stop stripping pump
b. Shut line drain, COP drain and
separator drain off COP’s
c. Shut stripping pump suction
valve (CL159 & CL155)
d. Shut stripping pump discharge
valve (CL156)
e. Shut port MARPOL manifold
valve (CL379) & drain valve
(CL381)
f. Shut No 1 manifold drain valve
(CL313)
g. Shut Hydraulic and pneumatic
discharge valve for all three COP

Rev. 0.0 13
2.3.5. Discharging – Single Grade

Inform terminal

Drain disconnect shore

connection and blank manifolds.

To avoid thermal expansion

a. Open all drop valves (CL326, CL327 & CL328)
b. Open all line master valves (CL329, CL330 & CL331)
c. Open all deck crossover valves (CL307, CL308, CL309 & CL390, CL391 & CL392)
d. Open air escape valves (CL334 & CL335)
Best Practice:
On completion of discharging operation, it is recommended to close all draft gauge valves
and keep them closed at sea.

Rev. 0.0 14
2.3.6. Discharging – Multiple Grade
2.3.6.1. Initial Preparation
Conduct DRA
Risk Involved:
a. Cargo migration/Discharging
non-nominated grade
b. Oil Spill
c. Fire and explosion
Associated Procedural Hazards:
Planning a. Damage due to fluid hammering
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare discharge plan
Tanks are inerted with
positive pressure & Oxygen
content below 8% by volume.
Tank
Preparation
Vapor tight integrity verified
If vessel is carrying slops in
slop tank and load on top is
not permitted. Lock out-tag
out all suction and discharge
valves of the tank.
1. Cargo overboard valve and
cargo sea chest valve are
Piping closed, locked and sealed.
2. Cargo overboard line and
System
cargo sea chest line have
blanks in place.
Rev. 0.0
Read these points with iDMS – Cargo section
a. Cargo grade and discharge quantity
nomination as per Charterers instruction
b. Number of discharge ports and discharge
port rotation
c. Cargo and vapor segregation requirement
d. Any special requirement or restriction of
discharge port/ports (Requirement of COW
etc.)
e. Tank sequence^
f. Satisfy IMO Stability criteria *
g. Discharge temperature
h. Stresses (SF and BM in sea going condition)
limits as per iDMS
i. Draft restriction at discharge port, including
any restriction due to tidal variation. **
j. List and trim tanks ***
k. Number of connections and discharge rate
expected.
l. Air Draft restriction****
Note:
* - Refer MARPOL Annex 1, Regulation 27 for Intact
stability criteria.
** - Draft restriction shall be verified from port
authorities of discharge port. Same shall be confirmed
during ship shore key meeting.
If circumstances permit, the arrival draft of vessel
shall not be exceeded during any stage of discharge
operation.
*** - During discharge operation ballast tanks shall be
used for making trim and list to facilitate discharge.
**** - Check air draft restriction with discharge port
agent, confirm same during ship shore key meeting.
For calculation of Air Draft, refer iDMS section “IMS-
MO-NAV-NS-ADC-Sec 4.4”
^ - The tank sequence will depend on cargo and vapor
segregation requirement, number of connections and
any restriction at discharge port.
Note:
Refer ISGOTT section 27.7.2- “Sea and
Overboard discharge valves” and OCIMF
publication 'Prevention of Oil Spillages
through Cargo Pump Room Sea Valves'
1
2.3.6. Discharging – Multiple Grade

Manifold sample line shut

and capped or plugged.
Unused manifold valves shut
and blanked.
Note:
Steel blanks should be of the same thickness as
the flanges and/or the pressure rating
document onboard

Calibrate manifold pressure

and temperature gauges. Note:
1. Connect manifold pressure
Cargo and COW line pressure gauge build pressure using
pump and compare it with
testing carried out. calibrator gauge.
Refer ship specific line testing 2. Compare temp of manifold
gauge with calibrated temp
procedures. gauge

All cargo tank isolating valves

to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
swung to the open position.
Verify PV breaker liquid level.
Check pressure at the PV
breaker is corresponding to
the readings in CCR
Note:
For “Zero Calibration” shut IG isolating valve of
all tanks and vent IG main line to atmosphere
via mastriser, in this condition, verify if liquid
level corresponds to zero level on PV breaker
scale. Fill in or drain liquid as required

Lift check mast riser breather

valve.
Lift check and verify
Venting & operation of high velocity
IG System vent valves and vacuum relief
valves of all cargo tanks.
Note:
Incase of accidental closure of tank IG isolation
valve, HVV and Vacuum relief valve becomes
the primary safety device, therefore it’s
operational readiness is of utmost importance.
Refer – SOLAS Ch 2-II, reg 11 and VIQ Chapter 8
“Venting Arrangements”

Open IG line main isolation

valves (IG215 & IG026).

Fresh air intake to IG plant

blanked

Test run IG plant, Verify

operation of alarms and trips
as per CL-C07.

Verify movement of Non-

Fresh air intake (Fig–1)
Return valve flap

Rev. 0.0 2
2.3.6. Discharging – Multiple Grade

Carry out ullage and temperature comparison between

fixed and portable tank gauging unit.

Alarm &
Tank high level (95%) and independent overfill/high high-
Gauging
level (98%) alarm tested.
System
Tank pre high-pressure, high-pressure, pre low-pressure
and low-pressure alarm tested.
Refer – SOLAS Ch 2-II, reg 11 and VIQ Chapter 8 “Venting Arrangements”

COP emergency trip tested Alarm Trip

COP Casing 75o C 80o C
from all locations (Manifold, Top bearing 85o C 90o C
pump-room entrance, pump- Bottom bearing 85o C 90o C
Stuffing Box 85o C 90o C
room bottom, CCR and Over speed trip - 113 +0/-2%
engine room . (Electric) Rated Speed
Over speed trip - 115 +0/-3%
(Mechanical) Rated Speed
Pump discharge - 16.0 Kg/cm2
COP temperature and pressure trip
Vibration 0.5 +/- 0.1 0.7 +/- 0.1
vibration alarm and trip mm mm
L.O low pressure 0.6 +/- 0.1 0.5 +/- 0.1
simulation test carried out Kg/cm2 Kg/cm2
High back 0.9 +/- 0.1
pressure (By Air) - Kg/cm2

1. Test run vacuum pump COP temp and vibration alarm (Fig–2)
2. Ensure vacuum pump seal
COP & tank is free of oil and filled
Stripping with water.
System 3. Line up Auto Unloading Oil/Water
System as follows, Gas
a. Open all separator suction
valve (AU001, AU002 &
AU003)
b. Open vacuum pump
suction valves
c. Open seal tank discharge
valve (AU008) to slop P
d. Shut seal tank drain and
line drains and drain tank
filling valve (C20, C35, C43 &
AU015)
e. Open IG line to AUS re-
circulation line manual valve
(IG056)
f. Check AUS drain tank
suction valve (AU009) is shut Vacuum pump unit (Fig–9)

Emergency All oil spill containment & fire fighting equipment in a state
Readiness of readiness. SOPEP emergency coastal contact list
updated and readily available.
Rev. 0.0 3
2.3.6. Discharging – Multiple Grade

The procedure to discharge multiple grades is very similar to that of discharging a single grade.
The variable factors in multiple grade discharging are cargo and vapor line setup, number of pumps
for operation, use of slop tank and terminal’s COW requirement. These factors will vary from
terminal to terminal and charterer to charterer.
The variable factors for discharging will further depends upon the following points.
1. Cargo compatibility and Segregation required between grades (single valve or double valve)
2. Number of shore connection available.
3. Concurrent discharging requirement.
4. Vapor segregation requirement.
5. Any terminal restriction or special requirement (example – Grade for educting and COW etc.)
The officer-in-charge shall use his prudent judgement and optimize all available resources to the
fullest to carry out a safe operation.

2.3.6.2. Discharging Procedure

For the purpose of these procedures an example of discharging three grades, one grade at a time, via port manifold is
considered. The grades are stowed group wise.

IMPORTANT
Prior carrying out discharge operation, Officer in-charge shall make himself familiar with the following ship specific procedures,
1. Operation of COP
2. Operation of eductor
3. Operation of Stripping pump
4. COW procedure

Conduct ship-shore key meeting Note:

In such a case, discharge sequence of group 1 – group 2 –
and complete “Ship-shore pre
group 3 is advisable as,
transfer key meeting FR-C01“ 1. Slop tanks are a part of group 1 and on completion of
group 1, slops can be recharged with cargo from group 2
tanks and subsequently group 3.
2. Due to their location, group 3 tanks provide most aft
Zero Check trimming moment. Therefore they will assist in providing trim
required for efficient discharge.
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist

Open IG line main isolation

valves (IG215 & IG026). Shut IG
line vent Valve.

Rev. 0.0 4
2.3.6. Discharging – Multiple Grade

Line up for discharging as

follows,
a. Open all deck cross-over
valves (CL307, CL308, CL309,
CL390, CL391 & CL392)
b. Shut all drop valves (CL326,
CL327 & CL328)
c. Ensure both air escape valves
are shut (CL334 & CL335) Drop valves (Fig-4)
d. Open all deck line-master
valves (CL329, CL330 & CL331)
e. Open all bottom crossover
valves in pump-room (CL131,
CL132, CL135, CL136, CL137 &
CL138)
f. Open No 2 line isolation valves
(CL237 & CL238)
g. Check in tank crossover valves
are shut (CL229, CL230, CL233,
Line master valves (Fig-5)
CL234, CL246 & CL245).

Communicate with terminal and

obtain permission to commence.

Once permission granted open

port manifold valves (CL304,
Cl305 & CL306)

Switch on the Automatic

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual.
d. Turn auto finish off
e. Put Re-circulation Valve (REC.
VLV.) on auto AUS panel in CCR (Fig-6)

Rev. 0.0 5
2.3.6. Discharging – Multiple Grade
Fill up the pumps using 1W COT,
fill pumps one by one.
Start IG plant and maintain tank
pressure between 500 to 700
mmWG.
Start No 1 COP at minimum
RPM, once at minimum RPM
open hydraulic discharge valve
(CL113), pneumatic discharge
valve (CL065) and commence
discharge
Once shore confirms receiving
cargo, and directs to increases
discharge rate, start remaining
pumps in the same manner and
keep them at minimum RPM.
Open main and stripping suction
valves of 1W, 4W and Slop Stbd
COT
Carry out safety and integrity
checks of each pump
Increase pump RPM gradually to
achieve the desired discharge
rate or manifold pressure.
Rev. 0.0
Note:
1. Refer “Procedures for operation of COP” for
detailed steps on filling empty COP.
!
CAUTION
Filling up an empty COP is a critical process, Follow
the steps in the same order. Failure in following the
steps in the same order may cause fluid hammering
and result in damage to COP and its associated
equipment
!
CAUTION
While starting COP do not keep the
discharge valve of other non operational
COP open, this is to avoid reverse
rotation of the impeller which may
damage the prime mover.
Note:
Discharge using one COP at minimum RPM for a
minimum of 15 min to confirm that correct tanks are
being discharged.
Note:
De-bottom Slop port tank, remove any water
accumulated at the bottom. Do not discharge cargo
from Slop port tank, as it will be used for educting and
COW.
Note:
The maximum discharge rate will depend on the
number of tanks being discharged and pumps being
used.
6
2.3.6. Discharging – Multiple Grade

1. Monitor IG pressure. Pressure

shall be maintained between 500
to 700 mmWG.
2. Compare and record IG line
pressure and tank pressure.
Monitor COP parameters
including temperatures ,
vibration, suction and discharge
pressure.
!
CAUTION
If any tank pressure is significantly different than IG line
pressure, either of the two cases shall be suspected and
discharging from that tank shall be stopped till the exact reason
is established.
The tank IG isolation valve is shut
or
The tank pressure sensor is malfunctioning

!
Carry out safety and integrity CAUTION
check of pumps and lines
A starving pump i.e. a pump with -ve
suction pressure will develop cavitation.
Cavitation can cause pitting in pump
casing
Keep all tank valves of grade 1
open to provide positive feed to
pump. Note:
In case the tanks are unable to provide
sufficient feed to pumps, reduce RPM of pumps
or reduce the number of pumps.
Once the cargo level in 1W COT
reduces to 1mtr or the suction
pressure of COP reduced to zero.
Gradually start reducing RPM of
all COPs.

Note:
Switch on vacuum pump from Vacuum pump can be controlled either manually by
AUS panel. operator or automatically. Automatic function is
linked with COP seperator level.

Stop No 2 and 3 COP and shut

pump-room crossover valves
(CL131, CL132, CL135, CL136,
CL137 & CL138)

Strip grade 1 tanks (1W, 4W &

Slop Stbd) using COP No 1

Rev. 0.0 7
2.3.6. Discharging – Multiple Grade

As the tanks empty or COP is

unable to discharge further,
Change No 1 COP for eductor
operation with suction from Slop
port tank and discharge to Slop
port tank
Note:
Refer “Procedures for operation of Eductor” for
detailed guidance on eductor operation.

Educt and COW grade 1 tanks

On completion of educting group

1 tanks discharge Slop port using
No 1 COP

Strip Slop port tank using

stripping pump

Strip all top line, bottom lines in

pumproom and pump content
ashore using stripping pump

Line up to discharge grade 2

Fill up the pumps using 2W COT,

fill pumps one by one.

Communicate with terminal and

obtain permission to commence.

Start No 2 COP and commence

discharge grade 2

Rev. 0.0 8
2.3.6. Discharging – Multiple Grade

Start No 1 COP with feed from

grade 2 tanks and fill Slop Port
tank via ODME re-circulation line

Once shore directs to increase,

run all COPs and achieve the
required discharge rate or
manifold pressure

Discharge grade 2 and 3 in the

same manner as grade 1

Line up for filling slop S (Fig - 7)

Rev. 0.0 9
2.3.6. Discharging – Multiple Grade

2.3.6.i. Line Diagram for Discharging – Multiple Grade, Grade 1

For the purpose of these procedures an example of discharging three grades, one grade at a time, via port manifold is considered. The grades are stowed group wise.

Rev. 0.0 10
2.3.6. Discharging – Multiple Grade

2.3.6.ii. Line Diagram for Discharging – Multiple Grade, Grade 2

For the purpose of these procedures an example of discharging three grades, one grade at a time, via port manifold is considered. The grades are stowed group wise.

Rev. 0.0 11
2.3.6. Discharging – Multiple Grade

2.3.6.iii. Line Diagram for Discharging – Multiple Grade, Grade 3

For the purpose of these procedures an example of discharging three grades, one grade at a time, via port manifold is considered. The grades are stowed group wise.

Rev. 0.0 12
2.3.6. Discharging – Multiple Grade

2.3.6.3. Precautions to Prevent Cargo Migration

During Discharging
1. Discharging multiple grade with single valve segregation is a critical process with high risk of inter-
tank migration and inadvertent discharge resulting in cargo claims. While discharging multiple grades
with single valve segregation the officer in-charge must have undivided attention in CCR.
2. 24 hrs prior arrival discharge port, the officer in-charge shall carry out manual ullaging of all loaded
and empty tanks to identify any migration. In case of migration, office must be informed.
3. Use a color code system to identify grade and tanks loaded with the grade. Where possible same
color-coding shall be used as given in the loadicator for different grades of cargo.
4. When discharging multiple grades at same discharge port, the tanks being discharged at any time
shall have a prominent display of “In Use” on CCR control panel and on tank gauges
5. Main and stripping bell mouth valve of non-nominated tanks shall be LOTO in shut position.
6. Ullage/Sounding of non-nominated tanks shall be checked using UTI/Sounding rod on hourly basis.
7. Ullage/Sounding of non-nominated tanks shall be prominently displayed near tank gauges for
ready reference. Trim and List corrections shall be readily available and posted in CCR for reference.
8. Record the observed ullages and volumes of the non-nominated tank in the hourly monitoring
record.
9. 6 hours prior completing discharge, all cargo tanks shall be manually gauged to ascertain the exact
grade and quantity discharged and balance cargo to discharge.

Example of color code (Fig - 8) Example of color code (Fig - 9)

Rev. 0.0 13
2.4. Pressure Test
2.4.1. Cargo Line Pressure Test

2.4.1.1. Requirement of Testing and Terminology

1. Pollution incident often been caused due to leakage from Cargo lines, dresser couplings, valve
flanges, faulty pressure gauge connections, associated drains and other parts of the cargo piping
system on deck. Thus Periodic pressure testing of pipelines carrying hydrocarbons at high pressure is
essential to ensure their integrity during operations and service.

2. As per 33 CFR 156.170, static liquid pressure test is required for marine transportation related
pipelines handling oil to ensure their integrity and safety. The actual testing of the oil transfer lines
must be a hydrostatic test. That is a pressure test using a liquid medium. Air testing of the lines is not
acceptable.

3. Vessel's 'Oil Transfer System' includes the discharge pump and piping between the pump and the
vessel's manifold, excluding any non-metallic hoses.

Pressure Test Schedule

Test Interval Test Pressure Method Responsible Approving
Authority Authority
6 months or prior arrival Working On board hydrostatic
discharge port after ocean Pressure testing using cargo Chief Officer Master
transit or after completion of (13.6 Kg/cm2) pumps
any repair work
On board hydrostatic
Annual MAWP testing using cargo Chief Officer Vessel
(16.0 Kg/cm2) pumps Superintendent

Twice with in 5 years, with 1.5 times Using hydrostatic Vessel

interval between tests not MAWP testing kit during Yard Superintendent
more than 36 months. schedule docking

IMPORTANT
The bottom lines are designed for a lower pressure rating and are inaccessible during normal course
of operation, therefore, it’s testing shall only be carried out in dry dock.

Rev. 0.0 1
2.4.1. Cargo Line Pressure Test

Terminology

Maximum Allowable Working Pressure (MAWP) is the maximum pressure that the weakest
component of the cargo system can withstand.
The MAWP of cargo system shall be the lowest pressure value of the following pressure ratings.
1. Maximum rated/Design pressure as per ship’s piping diagram
2. Cargo pump’s maximum discharge pressure (the head developed at zero flow condition as given in
the pump curve)
3. Pressure setting of pump overpressure trip (if fitted)
Refer iDMS- Cargo section (IMS-MO-CGO-CS), Appendix-C1.2 for detailed guidance on MAWP.

Working Pressure (WP) is the normal pressure that would be experienced by the cargo system during
cargo transfer.
Working pressure shall be the lowest pressure value of the following pressure ratings.
1. Maximum operating pressure of cargo pump (Which is the total head of cargo pump as per pump
curve)
2. 85% of MAWP of cargo system
Refer iDMS- Cargo section (IMS-MO-CGO-CS), Appendix-C1.2 for detailed guidance on MAWP.

Formula
Formula to convert cargo pump’s discharge head (in meter) to pressure in (Kg/cm2)
Pressure = 0.1 x head x Specific Gravity of liquid

Rev. 0.0 2
2.4.1. Cargo Line Pressure Test
2.4.1.2. Initial Preparation
Conduct DRA
Risk Involved:
a. Oil Spill
b. Equipment damage
c. Contamination of cargo
Associated Procedural Hazards:
a. Damage due to pressure surge/
fluid hammering
Planning b. Damage due to over pressure
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare pressure testing plan
Manifold sample line shut
and capped or plugged.
Manifolds blanked on both
Piping sides and fully bolted
System
Calibrate manifold pressure
gauges.
Visually inspect pilpeline,
flanges and expansion joints
Rev. 0.0
Read these points with iDMS – Cargo
section (IMS-MO-CGO-CS)
a. Cargo grade and its suitability for
testing
b. Section of line being tested, design
pressure and test pressure of pipeline
c. Selection of feed tank*
d. Testing sequence
e. Draining procedure
f. Daylight operation and weather
condition
g. Location of vessel, preferred at sea
outside territorial waters
Note:
IMPORTANT
*- While carrying single grade of crude oil or
different grades with single valve segregation, 4P
COT shall be the feed tank as the air escape line
is connected to 4P and the line content can be
easily stripped to 4P COT using MARPOL line and
manifold drains.
Note:
Steel blanks should be of the same thickness as
the flanges and/or the pressure rating
document onboard
Note
1. Connect manifold pressure
gauge build pressure using
pump and compare it with
calibrator gauge.
2. Compare temp of manifold
gauge with calibrated temp
gauge
3
2.4.1. Cargo Line Pressure Test

COP emergency trip tested

from all locations (Manifold,
pump-room entrance, pump-
room bottom, CCR and
engine room .

1. Test run vacuum pump

2. Ensure vacuum pump seal
COP & tank is free of oil and filled
Stripping with water. Oil/Water
System 3. Line up Auto Unloading Gas
System as follows,
a. Open all separator suction
valve (AU001, AU002 &
AU003)
b. Open vacuum pump
suction valves
c. Open seal tank discharge
valve (AU008) to slop P
d. Shut seal tank drain and
line drains and drain tank
filling valve (C20, C35, C43 &
AU015)
e. Open IG line to AUS re-
circulation line manual valve
(IG056)
f. Check AUS drain tank Vacuum pump unit (Fig–9)
suction valve (AU009) is shut

All cargo tank isolating valves

to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
Venting & swung to the open position.
IG System
Open IG line main isolation
valve (IG215 & IG026).

All oil spill containment equipment in a state of readiness.

Emergency
Readiness
All firefighting equipment in a state of readiness.

Rev. 0.0 4
2.4.1. Cargo Line Pressure Test

2.4.1.3. Pressure Test Procedure

For the purpose of explanation an example of testing No. 2 line using No. 2 pump with feed from 4P COT is considered.

IMPORTANT
Prior carrying out pressure testing, Officer in-charge should be familiar with the following ship specific procedures and test
plan,
a. Operation of COP
b. Operation of Stripping pump
c. IMS-MO-CGO-CS-Template -C1.1 - “Pipeline pressure test plan”

One cargo line to be tested at a

time.

Zero Check
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist

Line up as follows
a. Shut all three drop valves
(CL326, CL327 & CL328)
b. Shut No1 & 3 line deck
crossover valves (CL307, CL309,
CL390 & CL392) and open No 2
line crossover valves (CL308 & Drop valves (Fig-2)
CL391)
c. Open No. 2 Line master valve
(CL330)
d. Open No. 2 port and stbd side
manifold valves (CL302 & CL305)
e. Shut No. 2 port and stbd
manifold drain valves (CL311 &
CL314)
f. Shut port and stbd side Air escape valves (Fig-3)
manifold drain valves leading to
4W COT (CL320, CL321, CL324 &
CL325)
g. Open both side manifold
pressure gauge valve
h. Open air escape valves (CL334
& CL335)

Line master valves (Fig-4)

Rev. 0.0 5
2.4.1. Cargo Line Pressure Test

Switch on the Automatic

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual.
d. Turn auto finish off
e. Put Re-circulation Valve (REC.
VLV.) on auto

Filling up No. 2 COP by following

the below steps in the same AUS panel in CCR (Fig-5)
order as given below,
a. Shut COP drain valve (CL178),
line drain valve (CL181) and
separator drain valve (CL175).
b. Open pneumatic and hydraulic
discharge valve (CL114 & CL066)
c. Open COP suction valve
(CL108)
!
CAUTION
d. Open Bulkhead master valve
It is of utmost importance that the feed tank
(CL105) suction valve and bottom crossover valves are kept
e. Open No. 1 to No. 2 line open through out the testing process. Keeping
crossover valves (CL229 & CL230) these valves open will not allow any build up of
f. Open tank suction valve of 4P pressure in the bottom section of cargo line due to
COT partially (10% open) (CL215) a seeping drop valve
Once COP separator is filled, full
open tank suction valve
g. Shut pneumatic and hydraulic
discharge valve (CL114 & CL066)

Start IG plant and maintain tank

pressure between 500 to 700
mmWG.

Rev. 0.0 6
2.4.1. Cargo Line Pressure Test

Start No. 2 COP at minimum

RPM, with hydraulic discharge
valve (CL114) and pneumatic
discharge valve (CL066) shut.

Once COP stabilized at minimum

RPM, open the hydraulic
discharge valve (CL114)

Open pneumatic discharge valve
(CL066) 10% and fill-up No. 2
line, displace air into 4P COT via
air escape valves
!
CAUTION
Air and liquid are immiscible fluids with different compression
ratios, if same amount of force is applied on both fluid, air gets
compressed more than liquid and exerts a higher pressure on
pipeline. The compressed air tries to de-compress and causes a
pressure wave within the pipe. Therefore, it is important that all
air is displaced prior increasing COP RPM.

Once flow is noted in air escape

line, shut pneumatic (CL066) and
hydraulic discharge valve (CL114)

Shut air escape valves (CL334 &

CL335)

Open pneumatic (CL066) and

!
CAUTION
hydraulic discharge valve (CL114)
and start increasing COP RPM Do not increase COP RPM with discharge valve shut. When
gradually Centrifugal pump is operated without discharge, most of the
power changes into heat and as a result temperature of the
liquid in the pump casing rises to the boiling point causing
seizure of the pump.
Monitor pressure at both
manifolds and have a continuous
check on pipeline in pump room
and on deck

Increase the COP RPM gradually

to attain 13.6 Kg/cm2 pressure at
manifold

Rev. 0.0 7
2.4.1. Cargo Line Pressure Test

On attaining 13.6 Kg/cm2

pressure, carry out a thorough
examination of pipeline, flanges
and expansion joints for leakage

Once satisfied, reduce the COP

RPM to minimum, shut
pneumatic and hydraulic
discharge valve

Stop No. 2 COP

Open port side manifold drain

valves leading to 4P COT (CL321
& CL325 )

Slowly open port side No. 2

manifold drain valves (CL314)

Observe drop in pressure at Line diagram for depressurizing (Fig-6)

manifold

Once manifold pressure is zero, !

a. Shut stbd side No. 2 manifold WARNING
drain valves (CL314)
Do not use drop valves to release pressure, releasing pressure
b. Open air escape valves (CL334 via drop valves will generate a pressure surge, this surge can
& CL335) result in severe damage to bottom lines.
c. Shut tank suction valve
(CL215)
d. Shut No. 1 to No. 2 bottom
line crossover valves (CL229 &
CL230)
e. Shut Bulkhead master valve
(CL105)
f. Shut No. 2 port and stbd side
manifold valves (CL302 & CL305)

To test No. 1 and No. 3 line

follow the process from
beginning.

Rev. 0.0 8
2.4.1. Cargo Line Pressure Test

2.4.1.i. Line Diagram for Cargo Line Pressure Test

For the purpose of explanation an example of testing No. 2 line using No. 2 pump with feed from 4P COT is marked.

Rev. 0.0 9
2.4.1. Cargo Line Pressure Test

2.4.1.4. Line Stripping Procedure

Refer “Operation of Stripping pump” in conjunction with this section.

IMPORTANT
Do not strip bottom lines (cargo tank section of line) in loaded condition,
1. An empty cargo line can suffer structural damage due to constant pressure being exerted by liquid
head.
2. On stripping cargo lines air gets filled in the bottom pipeline, this pocket of air, if not vented
properly can cause pressure wave/shock wave and result in structural damage.

Prepare stripping pump

Line up as follows to strip No. 2

line and pump content to 4P COT
a. Open stripping pump suction
valves (CL155 & CL159)
b. Open stripping pump
discharge valves (CL156) &
ensure (CL157 & CL161) are shut.
c. Open MARPOL port manifold
valve (CL379) and drain valve
(CL381)
d. Open port manifold drain
valves leading to 4P COT (CL321
& CL325)
e. Open COP drain valve (CL178),
line drain valve (CL181) and
separator drain valve (CL175).
f. Check No. 2 line master valve is
open (CL330)
g. Check Bulkhead master valve
(CL105) is shut
h. Check COP suction valve
(CL108) is open
i. Check No 2 deck crossover
valves and both air escape valves
are open
J. Open hydraulic and pneumatic
discharge valve of No 2 COP

Start stripping pump from CCR

with minimum strokes (8 to 10
strokes)

Rev. 0.0 10
2.4.1. Cargo Line Pressure Test

Confirm flow in MARPOL line

!
CAUTION
Increase stripping pump strokes
Do not start stripping pump with discharge
to 27 strokes per min
valve shut, this will result in immediate build
of pressure which can cause structural
damage to pump and pipeline.

On completion of line stripping,

a. Stop stripping pump
b. Shut COP drain valve (CL178),
line drain valve (CL181),
separator drain valve (CL175)
and COP suction valve (CL108)
c. Shut Hydraulic and pneumatic
discharge valve of COP
d. Shut stripping pump suction
valve (CL155 & CL159)
e. Shut stripping pump discharge
valve (CL156)
f. Shut port MARPOL manifold
valve (CL379) & drain valve
(CL381)
g. Shut port manifold drain
valves leading to 4P COT (CL321
& CL325)

To avoid thermal expansion

a. Open all drop valves (CL326, CL327 & CL328)
b. Open all line master valves (CL329, CL330 & CL331)
c. Open all deck crossover valves (CL307,CL308, CL309, CL390, CL391 & CL392)
d. Open all air escape valves (CL334 & CL335)

Rev. 0.0 11
2.4.1. Cargo Line Pressure Test

2.4.1.ii. Line Diagram for Line Stripping

For the purpose of explanation an example of stripping No 2 line to 4P COT using Stripping pump is marked.

Rev. 0.0 12
2.4.2. Tank Cleaning Line Pressure Test

2.4.1.1. Requirement of Testing and Terminology

1. Pollution incident often been caused due to leakage from tank cleaning lines, dresser couplings,
valve flanges, faulty pressure gauge connections, associated drains and other parts of the tank
cleaning piping on deck. Thus Periodic pressure testing of tank cleaning pipelines at high pressure is
essential to ensure their integrity during operations.

2. As per 33 CFR 156.170, static liquid pressure test is required for marine transportation related
pipelines handling oil to ensure their integrity and safety. The actual testing of the oil transfer lines
must be a hydrostatic test. That is a pressure test using a liquid medium. Air testing of the lines is not
acceptable.

Tank Cleaning Line Pressure Test Schedule

Test Interval Test Pressure Method Responsible Approving
Authority Authority
Prior COW operation or after Working On board hydrostatic
completion of any repair work Pressure testing using cargo Chief Officer Master
(13.6 Kg/cm2) pumps
On board hydrostatic
Annual MAWP testing using cargo Chief Officer Vessel
(16.0 Kg/cm2) pumps Superintendent

Twice with in 5 years, with 1.5 times Using hydrostatic Vessel

interval between tests not MAWP testing kit during Yard Superintendent
more than 36 months. schedule docking

Terminology

Maximum Allowable Working Pressure (MAWP) is the maximum pressure that the weakest
component of the cargo system can withstand.
The MAWP of cargo system shall be the lowest pressure value of the following pressure ratings.
1. Maximum rated/Design pressure as per ship’s piping diagram
2. Cargo pump’s maximum discharge pressure (the head developed at zero flow condition as given in
the pump curve)
3. Pressure setting of pump overpressure trip (if fitted)
Refer iDMS- Cargo section (IMS-MO-CGO-CS), Appendix-C1.2 for detailed guidance on MAWP.

Rev. 0.0 1
2.4.2. Tank Cleaning Line Pressure Test

Working Pressure (WP) is the normal pressure that would be experienced by the cargo system during
cargo transfer.
Working pressure shall be the lowest pressure value of the following pressure ratings.
1. Maximum operating pressure of cargo pump (Which is the total head of cargo pump as per pump
curve)
2. 85% of MAWP of cargo system
Refer iDMS- Cargo section (IMS-MO-CGO-CS), Appendix-C1.2 for detailed guidance on MAWP.

Formula
Formula to convert cargo pump’s discharge head (in meter) to pressure in (Kg/cm2)
Pressure = 0.1 x head x Specific Gravity of liquid

Rev. 0.0 2
2.4.2. Tank Cleaning Line Pressure Test

2.4.2.2. Initial Preparation

Conduct DRA Read these points with iDMS – Cargo

Risk Involved:
a. Oil Spill
b. Equipment damage
c. Contamination of cargo
Associated Procedural Hazards:
a. Damage due to pressure surge/
fluid hammering
Planning b. Damage due to over pressure
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting)
Prepare pressure testing plan
section (IMS-MO-CGO-CS)
a. Cargo grade and its suitability for COW
and testing
b. Section of line being tested, design
pressure and test pressure of pipeline
c. Selection of feed tank*
d. Draining procedure
e. Daylight operation and weather
condition
f. Location of vessel, preferred at sea
outside territorial waters
Note:
IMPORTANT
*- While carrying single grade of crude oil or
different grades with single valve segregation, 4P
COT shall be the feed tank as the line content can
be easily stripped to 4P COT using MARPOL line
and manifold drains.

Note:
Connect manifold pressure
Calibrate COW line pressure gauge build pressure using
gauges. pump and compare it with
calibrator gauge.

Visually inspect pilpeline,

flanges and expansion joints
Piping
System
Blank tank cleaning heater
inlet and outlet

Blank connection for

portable tank cleaning
machine

Tank cleaning machine arrangement (Fig - 1)

Rev. 0.0 3
2.4.2. Tank Cleaning Line Pressure Test

COP emergency trip tested

from all locations (Manifold,
pump-room entrance, pump-
room bottom, CCR and
engine room .

1. Test run vacuum pump

2. Ensure vacuum pump seal
tank is free of oil and filled
COP &
with water. Oil/Water
Stripping Gas
3. Line up Auto Unloading
System System as follows,
a. Open all separator suction
valve (AU001, AU002 &
AU003)
b. Open vacuum pump
suction valves
c. Open seal tank discharge
valve (AU008) to slop P
d. Shut seal tank drain and
line drains and drain tank
filling valve (C20, C35, C43 &
AU015)
e. Open IG line to AUS re-
circulation line manual valve
(IG056)
f. Check AUS drain tank Vacuum pump unit (Fig–9)
suction valve (AU009) is shut

All cargo tank isolating valves

to the inert gas (IG) line are
in open position and locked.
All spectacle blanks are
Venting & swung to the open position.
IG System

Open IG line main isolation

valve (IG215 & IG026).

All oil spill containment equipment in a state of readiness.

Emergency
Readiness

All firefighting equipment in a state of readiness.

Rev. 0.0 4
2.4.2. Tank Cleaning Line Pressure Test

2.4.2.3. Pressure Test Procedure

For the purpose of explanation an example of testing tank cleaning line using No. 1 pump with feed from 4P COT is considered.

IMPORTANT
Prior carrying out pressure testing, Officer in-charge should be familiar with the following ship specific procedures and test
plan,
a. Operation of COP
b. Operation of Stripping pump
c. IMS-MO-CGO-CS-Template -C1.1 - “Pipeline pressure test plan”

Zero Check
1. Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist
2. Shut all tank cleaning machine
valves and branch valves

Line up as follows
a. Shut tank cleaning heater inlet
and outlet valve (TC061 & Tank cleaning heater (Fig - 3)
TC062)
b. Open tank cleaning line
master valve (TC063)
c. Open forward drain valves
(TC085)
d. Open master valve of all COT
(No 1 COT to Slp COT)
e. Open tank cleaning line fwd
pressure gauge valve.

Switch on the Automatic Tank cleaning master valve (Fig – 4)

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual.
d. Turn auto finish off
e. Put Re-circulation Valve (REC.
Tank cleaning machine valve (Fig-5)
VLV.) on auto

Rev. 0.0 5
2.4.2. Tank Cleaning Line Pressure Test

Fill up No. 1 COP by following the

below steps in the same order as
given below,
a. Shut COP drain valve (CL177),
line drain valve (CL180) and
separator drain valve (CL174).
b. Open pneumatic and hydraulic
discharge valve (CL065 & CL113)
c. Open COP suction valve
(CL107)
d. Open Bulkhead master valve
(CL104)
e. Open tank suction valve of 4P
COT partially (10% open) (CL215)
Once COP separator is filled, full
open tank suction valve
f. Shut pneumatic and hydraulic
discharge valve (CL065 & CL113) AUS panel in CCR (Fig-6)

Start IG plant and maintain tank

pressure between 500 to 700
mmWG.

Start No. 1 COP at minimum

RPM, with hydraulic discharge
valve (CL113) and pneumatic
discharge valve (CL065) shut.

Once COP stabilized at minimum

RPM, open hydraulic valve
(CL116)

Open pneumatic discharge valve !

(CL065) 10% and fill-up tank
cleaning line, displace air into 1P
COT via branch line and tank
cleaning machines
CAUTION
While filling tank cleaning line, partially open and shut
machine valves of all tanks to ensure any air trapped
in branch line is completely vented.

Rev. 0.0 6
2.4.2. Tank Cleaning Line Pressure Test

Once flow is noted in forward

drain line, shut pneumatic
discharge valve (CL065)
Shut forward drain valve
(TC085)
!
CAUTION
Air and liquid are immiscible fluids with different compression
ratios, if same amount of force is applied on both fluid, air gets
compressed more than liquid and exerts a higher pressure on
pipeline. The compressed air tries to de-compress and causes a
pressure wave within the pipe. Therefore, it is important that all
air is displaced prior increasing COP RPM.

Open pneumatic discharge valve

(CL065) and start increasing COP
RPM gradually !
CAUTION

Do not increase COP RPM with discharge valve shut. When

Monitor pressure at fwd
pressure gauge and have a
continuous check on pipeline in
pump room and on deck
Centrifugal pump is operated without discharge, most of the
power changes into heat and as a result temperature of the
liquid in the pump casing rises to the boiling point causing
seizure of the pump.

Increase the COP RPM gradually

to attain 13.6 Kg/cm2 pressure as
observed at fwd gauge

On attaining 13.6 Kg/cm2

pressure, carry out a thorough
examination of pipeline, flanges
and expansion joints for leakage

Once satisfied, reduce the COP

RPM to minimum, shut
pneumatic discharge valve
(CL065) and hydraulic valves
(CL116)

Stop No. 1 COP

Rev. 0.0 7
2.4.2. Tank Cleaning Line Pressure Test

Slowly open forward drain valves

(TC085)

Observe drop in pressure at fwd

pressure gauge

Once pressure is zero,

a. Shut forward drain valves
(TC085)
b. Shut master valve of all COT
(No 1 COT to Slp COT)
c. Shut 4P COT suction valve
(CL215)
d. Shut No 1 Bulkhead master
valve (CL104)

Open tank cleaning machine

valve and drain branch section of
tank cleaning line

Line diagram for depressurizing (Fig-7)

Rev. 0.0 8
2.4.2. Tank Cleaning Line Pressure Test

2.4.2.i. Line Diagram for Tank Cleaning Line Pressure Test

For the purpose of explanation an example of testing tank cleaning line using No. 1 pump with feed from 4P COT is marked. Green color represents the flow of liquid.

Rev. 0.0 9
2.4.2. Tank Cleaning Line Pressure Test

Rev. 0.0 10
2.4.2. Tank Cleaning Line Pressure Test

2.4.2.4. Line Stripping Procedure

Refer “Operation of Stripping pump” in conjunction with this section.

Prepare stripping pump

Line up as follows to strip tank

cleaning line and pump content
to 4P COT
a. Open stripping pump suction
valves (CL155 & CL159)
b. Open stripping pump
discharge valve (CL156) & ensure
(CL157 & CL161) are shut.
c. Open port MARPOL manifold
valve (CL379) and drain valve
(CL381)
d. Open port manifold drain
valves leading to 4P COT (CL321
& CL325)
e. Open COP drain valve (CL177),
line drain valve (CL180) and
separator drain valve (CL174).
f. Open hydraulic valves (CL116)
g. Check No 1 bulkhead master
valve (CL104) is shut
h. Check No 1 COP suction valve
(CL107) is open
i. Open pneumatic discharge
valve of COP (CL065)
j. Open forward drain valves
(TC085)
k. Check tank cleaning line
master valve (TC063) is open

Start stripping pump from CCR
with minimum strokes (8 to 10
strokes)
!
CAUTION
Do not start stripping pump with discharge
valve shut, this will result in immediate build
of pressure which can cause structural
damage to pump and pipeline.

Confirm flow in MARPOL line

Rev. 0.0 11
2.4.2. Tank Cleaning Line Pressure Test

Increase stripping pump strokes IMPORTANT

to 27 strokes per min Do not strip bottom lines (cargo tank section of line)
in loaded condition,
1. An empty cargo line can suffer structural damage
due to constant pressure being exerted by liquid
On completion of line stripping, head.
a. Stop stripping pump 2. On stripping cargo lines air gets filled in the
b. Shut COP drain valve (CL178), bottom pipeline, this pocket of air, if not vented
line drain valve (CL181), properly can cause pressure wave/shock wave and
separator drain valve (CL175) result in structural damage.
and COP suction valve (CL108)
c. Shut hydraulic valves (CL116)
and pneumatic discharge valve
of COP (CL065)
d. Shut stripping pump suction
valve (CL155 & CL159)
e. Shut stripping pump discharge
valve (CL156)
f. Shut port MARPOL manifold
(CL379) & drain valve (CL381)
g. Shut port manifold drain
valves leading to 4P COT (CL321
& CL325)
h. Shut tank cleaning line master
valve (TC063)

To avoid thermal expansion keep

forward drain valve (TC085)
open

Rev. 0.0 12
2.4.2. Tank Cleaning Line Pressure Test

2.4.2.ii. Line Diagram for Tank Cleaning Line Pressure Test

For the purpose of explanation an example of stripping Tank Cleaning line to 4P COT using Stripping pump is marked.

Rev. 0.0 13
2.4.3. Ballast Line Integrity Test

2.4.2.4. Line Stripping Procedure

Ballast Line Integrity Test Schedule

Test Interval Method Responsible Approving
Authority Authority

6 Monthly or after completion Visual inspection of filled ballast line Chief Officer Master
of any repair work

2.4.3.2. Initial Peparation

Conduct DRA
Risk Involved:
a. Increase in draft
b. Enclosed space

Associated Procedural Hazards:

a. Damage due to pressure surge/water
hammer
b. Unplanned ballasting

Responsible Authority:
a. Chief Officer

Task Performer:
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Assisting)
c. Deck crew (Assisting)

Note:
1. Testing shall be carried out in loaded passage
2. Coincide test with routine ballast tank
Prepare test plan inspection

Ballast to Cargo line connection

spool piece removed and
section blanked, valve (BA517
& CL103) shut

Ballast to IG line connection

spool piece removed and
section blanked, valve (BA519
& IG029) shut

Rev. 0.0 1
2.4.3. Ballast Line Integrity Test

2.4.3.3. Test Procedure

Zero check
Check all ballast line and tank
valves are shut

Line up for filling ballast line as

follows:
a. Check and confirm Sea Chest
Valve (BA501) is shut before you
start line up.
b. Open ballast line valve
(BA511, BA520, BA521 & BA506)
c. Open fore peak tank valve
(BA401 & BA402)
!
CAUTION
If the duty officer opens the sea chest valve first and starts
lining up from sea-chest side towards the tank side. Due to the
head of sea-water, the water gushes into the empty pipe
generating extreme pressure/pressure wave within the ballast
line. All this happens within a short period of time, i.e. before
the duty officer is able to open tank valve and release
pressure. This pressure wave results in damaged to valves,
pipeline and expansion joints.

Open Sea Chest valve (BA501)

!
CAUTION
Fill ballast in fore peak tank till
It is important to remove air from pipeline and fill
bellmouth level, fill ballast water in a controlled manner to avoid
approximately 10-20 cm of pressure surge
water.

Shut fore peak tank valve (BA401

& BA402)

Shut Sea Chest valve (BA501)

Visually inspect ballast pipe in
pump room and inside ballast
tank
Note:
The inspection shall include the piping, flanges,
dresser coupling and valves for any leakage.
Particular attention shall be given at the bend, cross
section and bottom of the ballast pipes

On completion of visual
inspection, open empty ballast
tank valve and drain ballast line

Shut all ballast tank valves once

line is drained

Rev. 0.0 2
2.4.3. Ballast Line Integrity Test

2.4.3.i. Line Diagram for Ballast Line Integrity Test

In the beginning, keep fore peak

tank valve open to vent air from
line.

Rev. 0.0 3
2.5. Tank Cleaning
2.5. Tank Cleaning

TANK
CLEANING

2.5.1. Requirement and Method

Water washing of tank is required,

1. When preparing tank for man entry for the purpose of inspection or to carry out any cold or hot
repair work
2. Prior to the ballasting of cargo oil tanks which have previously been crude oil washed, where the
ballast is to be treated as clean ballast.

Generally cold water is used for cleaning tanks, however hot water may be used for washing if sludge
build-up has been detected and proven difficult to remove by cold water washing or if required by
charterers.

METHOD
Closed cycle washing using both slop tanks is preferred method of water washing. This method helps
in containing oil retrieved from cargo tank in dirty slop tank and provides clean water for washing
from clean slop tank.

Closed cycle method (Fig – 1)

Rev. 0.0 1
2.5. Tank Cleaning

Closed cycle method using two slop tank (Fig – 2)

Rev. 0.0 2
2.5. Tank Cleaning

2.5.2. Initial Preparation

Conduct DRA
Risk Involved:
a. Fire and explosion
b. Oil pollution Be guided by iDMS – Cargo section (IMS-
c. Equipment damage
MO-CGO-TC) and approved Crude oil
Associated Procedural Hazards: washing manual.
a. Damage due to fluid hammering a. Identify tanks to be washed
Responsible Authority: b. Identify “dirty” and “clean” slop tank
a. Chief Officer c. Method of washing (cold water or hot
Task Performer water wash)
a. Chief Officer overall in charge d. Use of Slop tank
(Supervising) e. Amount of water required for closed
b. Duty Officer (Monitoring)
cycle washing
c. Deck crew (Assisting)
f. Use of tank cleaning heater
g. Pattern of washing and number of
wash cycles
Prepare Tank cleaning plan h. Emergency preparedness
i. Identify key personnel and their duties

Inspect all tank cleaning Note:

machines. 1. Inspect tank cleaning machine drive unit for
any sign of damage.
2. Hand crank machine and check free
movement.
Drain all crude oil from the tank
cleaning main line to slop Port
tank via aft drain valves and
open forward drain valves to
break vacuum in tank cleaning
line and facilitate draining
Ensure these valves are closed
prior to commencement of tank
cleaning.

Swing cargo sea chest blank to

open position

Cargo sea chest blank (Fig - 1)

Rev. 0.0 3
2.5. Tank Cleaning

For hot water washing

1. Swing blanks of tank cleaning
heater inlet and outlet to open
position
2. Verify operation of tank
cleaning heater temperature
controller

Program all tank cleaning

machines of planned tanks to
desired washing pattern (top
wash or bottom wash).
Tanks are inerted with positive
pressure & Oxygen content
below 8% by volume.
Tank cleaning heater (Fig - 2)
Note:
To check the operation of temperature controller increase the
temperature setting higher than present temperature, the
controller should open the steam inlet valve to heater and vice
versa.

All cargo tank isolating valves to

the inert gas (IG) line are in open
position and locked. All spectacle
blanks are swung to open
position.

Open IG line main isolation valve

(IG026 & IG215).

Rev. 0.0 4
2.5. Tank Cleaning

2.5.3. Slop Tank Filling

For the purpose of explanation an example of line flushing and 4W COT washing using No. 1 COP and both slop tanks is
considered.

IMPORTANT
Prior carrying out tank cleaning operation, Officer in-charge should be familiar with the following ship specific procedures,
a. Operation of COP
b. Operation of Eductor
c. Operation of Stripping pump

Zero Check
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist

Line up stripping pump, with

discharge to slop P
a. Open stripping pump suction
valve (CL159 & CL155)
b. Open stripping pump suction
from bottom crossover line
(CL189)
c. Open stripping pump
discharge valve to ODME line
(CL161) and check re-circulation
valve (CL157) is shut
d. Check stripping pump
discharge to deck (CL156) is shut
e. Check discharge to slop p
(CL153) is open (ODME
controlled valve)

Switch on the Automatic

Unloading Panel and setup as
follows,
a. Put gas extraction valve (GEV)
to “NOR”
b. Put vacuum pump selector Stripping pump line-up (Fig – 3)
switch to “STOP” (This is to avoid
unnecessary running of vacuum
pump)
c. Pneumatic discharge valve
control to manual.
d. Turn auto finish off
e. Put Re-circulation Valve (REC.
VLV.) on auto

Rev. 0.0 5
2.5. Tank Cleaning

Line up No 1 COP as follows

a. Shut COP drain valve (CL177),
line drain valve (CL180) and
separator drain valve (CL174)
b. Keep hydraulic discharge valve
(CL113) Shut
c. Open Pneumatic discharge
valve (CL065)
d. Open hydraulic valves (CL116)

Start IG plant and maintain tank

pressure between 500 to 700
mmWG.

Start stripping pump and create AUS panel in CCR (Fig-4)

vacuum in pump room cross over
line
Note:
1. Daylight operation is preferred
2. While operating cargo sea chest valve keep a
lookout for spotting any oil seepage
Open inboard sea chest valve
(CL102), check for vacuum and
then open outboard valve
(CL101)
!
CAUTION

Observe flow in stripping pump Prior opening cargo sea chest valve ensure the pump
room crossover section is completely empty and the
discharge line to slop P
line is under vacuum

Once No 1 COP is filled, shut

pneumatic discharge valve
(CL065)

Start No 1 COP at minimum RPM

Open COP discharge to ODME

line (CL162)

Rev. 0.0 6
2.5. Tank Cleaning

Open pneumatic discharge valve

(CL065) and start filling Slop P

a. Stop stripping pump

b. Shut stripping pump suction
valve (CL155 & CL159) and
suction from pumproom
crossover section (CL189)
c. Shut stripping pump discharge
valve (CL161)

Open (CL151 & CL150) de-

canting/equalizing valve
between Slop port and stbd

Fill slop tank to level higher than

equalizing line outlet level
(Approx quantity of water
1500 m3)

COP line-up (Fig – 5)

On completion, Stop No 1 COP

and shut sea chest valve (CL101
& CL102)

Decanting/equalizing Valve (Fig- 6)

Rev. 0.0 7
2.5. Tank Cleaning

2.5.4. Tank Washing

For the purpose of explanation an example of line flushing and 4W COT washing using No. 1 COP and both slop tanks is
considered.

Line up tank cleaning line as

follows:
a. Ensure all tank cleaning
machine valves and tank master
valves are shut.
b. Open tank cleaning machine Note:
valve of 4W COT (TC025, TC026, In case of hot water washing, start heating both
TC027 & TC028) slop tanks prior starting tank cleaning.
c. Open tank master valve 4W
COT (TC023 & TC024)
d. Open forward drain valves
(TC085)
e. In case of clod water wash
open tank cleaning heater by-
pass valve (TC063) and Shut tank
cleaning heater inlet and outlet
valve (TC061 & TC062)
f. In case of hot water wash open
tank cleaning heater inlet and
outlet valve (TC061 & TC062)
and shut tank cleaning heater by-
pass valve (TC063)

Line up No 1 COP and eductor No

2 as follows:
a. Ensure COP suction valve
(CL107) is shut and Crossover
valves (CL131 & CL132) are open
b. Open Slop stbd high suction
valve (CL129 & CL130)
c. Ensure eductor discharge non-
return valve by-pass (CL111) is
shut
d. Open eductor drive inlet valve
(CL122) and discharge to slop P
valve (CL148)
e. Check eductor discharge line
isolation valves (CL154 & CL158)
are shut
f. Open eductor suction valve
(CL124) and suction to No 1 line
valve (CL125, CL126 & CL139)

Rev. 0.0 8
2.5. Tank Cleaning

Open Slop tank equalizing valve

(CL150 & CL151) and
Open No 1 bulkhead master
valve (CL104)

Start No. 1 COP at minimum

RPM

Open hydraulic valve (CL116)

and pneumatic discharge valve
(CL065). Observe flow in tank
cleaning line
Once tank cleaning line is full.
Shut forward drain valves
(TC085)
!
CAUTION
Vessel is not fitted with isolation valve on tank
cleaning main line, therefore it is of utmost
importance that the air present in the tank cleaning
line is vented via No 1 COT tank cleaning machine and
line filled prior starting.

For effective wash, increase No.

1 COP RPM slowly to achieve
about 12 kg/cm2 pressure in
tank cleaning line.

Open stripping bell-mouth

valve of 4W COT (CL214 &
CL216) and start educting
concurrently. Tank cleaning line fwd pressure gauge (Fig – 7)

Continuously monitor Slop tank

level.

On completing the desired Note:

3 cycles of full wash (120 – 0 – 120) is
wash cycle, reduce No 1 COP
recommended washing pattern.
RPM to minimum.

Rev. 0.0 9
2.5. Tank Cleaning

Shut 4W COT tank master valve

(TC023 & TC024)

Shut tank cleaning line master

valve (TC063)

Drain branch line and shut tank

cleaning machine valves
(TC025, TC026, TC027 & TC028)

Increase No. 1 COP RPM and

thoroughly educt 4W COT

On completing educting shut

4W COT stripping bell-mouth
valve (CL124 & CL126) and
reduce No 1 COP RPM to
minimum
Note:
As best practice ensure tank valve is
closed prior reducing COP RPM to avoid
back filling of the tank

Manually verify sounding of

tank at forward, center and aft
end

To carry out washing of other

tanks reduce the COP rpm and
follow the process from
beginning.

Rev. 0.0 10
2.5. Tank Cleaning

2.5.i. Line Diagram for Closed Cycle Washing

For the purpose of explanation an example of 4W COT washing is considered. Blue color represents flow of water.

Rev. 0.0 11
2.5. Tank Cleaning

Rev. 0.0 12
2.5. Tank Cleaning

2.5.5. Procedures on Completion of Washing

Stop No. 1 COP

Shut decanting/equalizing valve

(CL150 & CL151)

Open aft drain valves (TC065) to

drain tank cleaning line in slop
port tank.

Decanting/equalizing Valve (Fig- 8)

Open forward drain valves
(TC085) to break vacuum in tank
cleaning line and facilitate
draining

Once line empty shut aft drain

valves (TC065)

Shut tank cleaning heater valves.

Keep forward drain valves open
to avoid thermal expansion
damage.

Transfer water from Slop S COT to

Slop P COT using stripping pump

Allow water and oil mixture to

settle in slop p tank and form an
interface. Decant water via ODME
and discharge remaining oil and
oily mixture ashore.

Line up for transfer from Slop S to Slop P tank (Fig- 9)

Rev. 0.0 13
2.6. Tank Atmosphere Control
Operation
2.6.1. Inerting

INERTING

2.6.1.1. Principle and Method

The cargo tanks have abundance of hydrocarbon (fuel) and source of ignition (static charge), therefore
by reducing the oxygen content in the tank fire can be prevented. The process of reducing oxygen
content of cargo tank to below 8% by volume is known as inerting.

A flammable mixture has hydrocarbon

and oxygen in following concentration,
1. HC between 1 – 10 % vol
2. Oxygen between 11 – 20.9 % vol
By reducing oxygen content below 8%
by vol, the tank atmosphere will never
fall within flammable zone.

Flammability diagram (Fig-1)

Method

Dilution
Inert gas is introduced at high velocity in the
tank to form a homogeneous mixture, this
mixture is vented via purge pipe. As the process
continues, the concentration of the original gas
decreases progressively. As entry of inert gas is
required at high velocity, therefore only a
limited number of tanks can be inerted
simultaneously.
Dilution Method: IG entry from IG branch line
and vent via purge pipe
Displacement
Inert gas is introduced at slow velocity in the tank
forming a stable horizontal interface between
inert gas and air-hydrocarbon mixture. Air-
hydrocarbon mixture is displaced from the tank
through suitable piping.
This method requires low entry velocity of inert
gas, therefore more tanks can be inerted
simultaneously.
Displacement Method: IG entry from bottom
cargo line and vent via purge pipe

As ships are not fitted with a purge pipe that extends till the bottom of the tank, a combination of
dilution and displacement method is used for inerting. In this method IG is introduced in one tank and
vented from another.
Example: 1P and 1S tank can be inerted simultaneously by introducing IG in 1P tank via main IG line,
connecting 1P and 1S tank via bottom cargo line and venting from 1S tank purge stack of HVV valve.
Combination method is more efficient than dilution method as by using this method 4 wing tanks can
be inerted at the same time.

Rev. 0.0 1
2.6.1. Inerting

Dilution Method: IG entry Displacement Method: IG entry

from IG branch line and from bottom cargo line and
vent via purge pipe(Fig-2) vent via purge pipe(Fig-3)

HVV IN AUTO MODE

INERT GAS VENT VIA PURGE
STACK OR HVV IN
MANUAL MODE

CARGO TANK CARGO TANK

CARGO LINE

Combination method (Fig-4)

Rev. 0.0 2
2.6.1. Inerting

2.6.1.2. Initial Preparation

Conduct DRA
Risk Involved:
a. Personal Injury due to toxicity of
Inert Gas
Associated Procedural Hazards:
a. Tank subject to excess pressure
b. Re-entry of oxygen in tank
Responsible Authority:
a. Chief Officer
Task Performer
a. Chief Officer overall in charge
(Supervising)
b. Deck crew (Assisting)

IGS-Condition Checklist CL-C-07

complied

Calibrate and keep Oxygen

meter ready with restricted RKI Oxygen meter (Fig-5)
sampling equipment and hose of
suitable length to reach bottom
of tank

Fresh air intake to IG plant

blanked.

Shut individual tank IG valve and

check all spectacle blanks are
open Fresh air intake to IG plant (Fig- 6)

Rev. 0.0 3
2.6.1. Inerting

Check vapor tight integrity of tank

Lift check high velocity vent and

vacuum relief valves. Check
condition of relief valve flame
screens.

HVV arrangement (Fig-7 )

Verify PV breaker liquid level.

Check pressure at the PV breaker
is corresponding to the readings !
CAUTION
in CCR
It is important that all HVV valves are operating freely, as HVV
valve will act as a safety barrier and prevent over pressure in
case of leaking IG valve of tank not being inerted
Shut all doors and natural vents
leading to accommodation

Air Condition on partial re-

circulation.

Verify movement of Non-Return

valve flap

Rev. 0.0 4
2.6.1. Inerting

2.6.1.3. Dilution Method

Method - IG entry from IG branch line and vent via purge stack/HVV Valve

For the purpose of explanation an example of inerting 1W COT using Dilution Method is considered.

Line up IG line as follows for

delivery to tank
a. Open deck Isolation valves
(IG215 & IG026)
b. Shut vent valve
c. Shut all IG branch valves.
d. Check mastriser valve (IG022)
is shut

Open 1W COT tank IG valves IG

IGbranch
branchvalves(Fig-8)
valves(Fig-8)
(IG001 & IG002) and gas freeing
cover of 1W HVV

Start IG plant

Once oxygen content in IG is

less than 5% by volume, Start IG
delivery to tank
HVV arrangement (Fig-9 )

Monitor gas freeing cover of HVV

valve for venting of
homogeneous mixture

Maintain high pressure setting of

regulating valve to ensure
delivery of IG at high velocity

Rev. 0.0 5
2.6.1. Inerting

Carry out exchange till oxygen !

content in escaping mixture is less CAUTION
than 8% vol Monitor Individual tank pressure of all tanks throughout the
operation

On completion, change over to Gas Sampling

next set of tanks as follows
a. Open tank IG valve and HVV
gas freeing cover of next tank
b. Shut HVV gas freeing cover and
tank IG valve of completed tank
Check oxygen content of
completed tank at three level and
at various locations
Procedures for gas sampling:
1. Calibrate Gas meter
2. Use manual aspirator pump and hose assembly to fill gas bag
3. Fill sample of escaping gas in gas bag. Use plug present on
purge stack for collecting sample. In case, purge stack is not
fitted with plug. Use dipping/sounding point located closest to
purge stack for collecting sample.
4. Prior taking sample, flush out existing gas from aspirator and
hose assembly.
5. Measure sample and obtain readings.
GAS FREE
COVER
HVV
VACUUM
RELIEF

SAMPLE POINT

If oxygen content at any point in

tank is above 8% by volume, ASPIRATOR
PUMP GAS SAMPLE
restart inerting and carry out one BAG
SOUNDING
volume change. Re-check oxygen POINT
level
Precautions: CARGO TANK
1. Wear PGM, if alarm sound move away towards windward side.
Approach again with SCBA set.
2. Approach sampling point from windward side
Stop inerting once tank oxygen 3. While collecting sample, stand perpendicular to the direction
content is below 8% by volume of wind.

Note:
On completion, open IG branch valves of all COT’s and check
all gas freeing covers are shut.

Rev. 0.0 6
2.6.1. Inerting

2.6.1.i. Line Diagram for Inerting, Dilution Method

Method - IG entry from IG branch line and vent via purge stack/HVV Valve

For the purpose of explanation an example of inerting 1W COT using Dilution Method is marked. Yellow color represents the flow of inert gas.

Vent

Vent

Rev. 0.0 7
2.6.1. Inerting

2.6.1.4. Displacement Method

Method - IG entry from bottom cargo line and vent via purge stack/HVV Valve

For the purpose of explanation an example of inerting 1W COT using Displacement Method is considered.

Connect IG line to cargo line by

connecting spool piece and
opening IG valve IG060 & IG0601

Check vent valves (IG062 &

IG063) are shut

Open 1W COT tank HVV valve

gas freeing cover IG to Cargo line connection (Fig-10 )

Line up IG line as follows for

delivery to tank
a. Open deck Isolation (IG215)
and shut (IG026)
b. Shut all IG branch valves
c. Check mastriser valve (IG022)
is shut
d. Open main bellmouth valve of
No 1 COT (CL201 & CL203)
e. Open No 1 drop valve (CL326)
f. Open No 1 and 3 line deck
crossover valves (CL307, CL309, IG branch valves (Fig-11)
CL390 & CL392)
g. Check air escape valves (CL334 Note:
& CL335) are shut It is important that, all bottom lines and tank bellmouths
are empty to facilitate flow of IG.
i. Open No 3 line master valve
(CL331) and check No 1 & 2 line
master valves (CL329 & CL330)
are shut

Start IG plant

Once oxygen content in IG is less

than 5% by volume, Start IG
delivery to tank

Rev. 0.0 8
2.6.1. Inerting

Note:
Maintain low pressure setting of Low entry velocity of inert gas can also be achieved by
regulating valve to ensure inerting multiple tanks simultaneously
delivery of IG at low velocity

Monitor gas freeing cover of HVV

valve for venting of homogeneous !
mixture CAUTION
Monitor Individual tank pressure of all tanks throughout the
operation
Carry out exchange till oxygen
content in escaping mixture is less Note:
than 8% vol Refer “Gas Sampling” procedures given in Inerting
section 2.6.1.3.

On completion, switch over to

next set of tanks as follows
a. Open main bellmouth valve
and HVV valve gas freeing cover
of next tank
b. Shut main bellmouth valve and
HVV valve gas freeing cover of
completed tank

Check oxygen content of

completed tank at three level and
at various locations

If oxygen content at any point in

tank is above 8% by volume,
restart inerting and carry out one
volume change. Re-check oxygen
level

Note:
Stop inerting once tank oxygen On completion, open IG branch valves of all COT’s and check
content is below 8% by volume all gas freeing covers are shut.

On completion of inerting
disconnect IG line from cargo line
(remove spool piece) and shut IG
valve (IG060 & IG0601)

Rev. 0.0 9
2.6.1. Inerting

2.6.1.ii. Line Diagram for Inerting, Displacement Method

Method - IG entry from bottom cargo line and vent via purge stack/HVV Valve

For the purpose of explanation an example of inerting 1W COT using Displacement Method is marked. Yellow color represents the flow of inert gas.

Rev. 0.0 10
2.6.1. Inerting

Vent

Vent

Rev. 0.0 11
2.6.1. Inerting

2.6.1.5. Combination Method

For the purpose of explanation an example of inerting 1W COT using Combination method is considered

Line up IG line as follows for

delivery to tank
a. Open deck Isolation valves
(IG215 & IG026) !
CAUTION
b. Shut all IG branch valves.
c. Check mastriser valve (IG022) When using this method, there should be no liquid present in
the tank submerging the main bellmouth. As presence of liquid
is shut
will restrict inter-tank flow of inert gas.
d. Open main bellmouth valve of
No 1 P&S COT (CL201 & CL203)

Open 1P COT IG branch valve

(IG002), Open gas freeing cover
of HVV valve of 1S COT

Start IG system

Once oxygen content in IG is less

than 5% by volume, Start IG
delivery to tank

Monitor gas freeing cover of 1S

COT HVV valve for venting of HVV arrangement (Fig-13 )
homogeneous mixture

Set regulating valve to ensure no !

wastage of IG takes place from CAUTION
atmospheric vent Monitor Individual tank pressure of all tanks throughout the
operation

Carry out exchange till oxygen

content in escaping mixture is less Note:
than 8% vol Refer “Gas Sampling” procedures given in Inerting
section 2.6.1.3.

Rev. 0.0 12
2.6.1. Inerting

On completion, change over to

next set of tanks as follows
a. Open IG valve of next tank
b. Open gas freeing cover of HVV
valve of next tank,
c. Open main bellmouth valve of
next 2 tanks
d. Shut main bellmouth valve of
No 1 Wing COT (CL201 & CL203)
e. Shut 1P COT IG branch valve
(IG002)
f. Shut gas freeing cover of HVV
valve of 1S COT

Check oxygen content of

completed tank at three level and
at various locations

If oxygen content at any point in

tank is above 8% by volume,
restart inerting and carry out one
volume change. Re-check oxygen
level

Note:
On completion, open IG branch valves of all COT’s and check
Stop inerting once tank oxygen all gas freeing covers are shut.
content is below 8% by volume

Rev. 0.0 13
2.6.1. Inerting

2.6.1.iii. Line Diagram for Inerting, Combination Method

For the purpose of explanation an example of inerting 1W COT using Combination method is marked. Yellow color represents the flow of inert gas.

Vent

Rev. 0.0 14
2.6.2. Purging

PURGING

2.6.2.1. Principle and Method

It is the process of reducing concentration of hydrocarbon, hydrogen sulphide or other toxic gas
(example: mercaptan, mercury vapour etc.) in an inerted cargo tank using inert gas.

Method

Dilution
Inert gas is introduced at high velocity in the
tank to form a homogeneous mixture, this
mixture is vented via purge pipe. As the process
continues, the concentration of the original gas
decreases progressively. As entry of inert gas is
required at high velocity, therefore only a
limited number of tanks can be purged
simultaneously.
Dilution Method: IG entry from IG branch line
and vent via purge pipe
Displacement
Inert gas is introduced at slow velocity in the tank
forming a stable horizontal interface between
inert gas and hydrocarbon-toxic gas mixture.
Hydrocarbon-toxic gas mixture is displaced from
the tank through suitable piping.
This method requires low entry velocity of inert
gas, therefore more tanks can be inerted
simultaneously.
Displacement Method: IG entry from bottom
cargo line and vent via purge pipe

Dilution Method: IG entry Displacement Method: IG entry

from IG branch line and from bottom cargo line and
vent via purge pipe(Fig-1) vent via purge pipe(Fig-2)

Rev. 0.0 1
2.6.2. Purging

As ships are not fitted with a purge pipe that extends till the bottom of the tank, a combination of
dilution and displacement method is used for purging. In this method IG is introduced in one tank and
vented from another.
Example: 1P and 1S tank can be purged simultaneously by introducing IG in 1P tank via main IG line,
connecting 1P and 1S tank via bottom cargo line and venting from 1S tank purge pipe.
Combination method is more efficient than dilution method as by using this method 4 tanks can be
purged at the same time.

HVV IN AUTO MODE

INERT GAS VENT VIA PURGE
STACK OR HVV IN
MANUAL MODE

CARGO TANK CARGO TANK

CARGO LINE

Combination method (Fig-3)

Rev. 0.0 2
2.6.2. Purging

2.6.2.2. Initial Preparation

Conduct DRA
Risk Involved:
a. Personal Injury due to toxicity
b. Fire and explosion

Associated Procedural Hazards:

a. Tank subject to excess pressure
b. Re-entry of hydrocarbon and toxic
gases from non purged tanks
Responsible Authority:
a. Chief Officer
Task Performer
a. Chief Officer overall in charge
(Supervising)
b. Deck crew (Assisting)

IGS-Condition Checklist CL-C07

complied

Calibrate multi gas meter. Keep

multi gas meter and toxic gas
detection tubes ready with RKI Oxygen meter (Fig-5)
sampling equipment and hose of
suitable length to reach bottom
of tank

Fresh air intake to IG plant

blanked.

Shut individual tank IG valve and

ensure all spectacle blanks are
open Fresh air intake to IG plant (Fig- 6)

Check vapor tight integrity of tank

Rev. 0.0 3
2.6.2. Purging

Verify PV breaker liquid level.

Check pressure at the PV breaker
is corresponding to the readings
in CCR

Lift check high velocity vent and

vacuum relief valves. Check
condition of relief valve flame
screens. HVV arrangement (Fig-7 )

!
Shut all doors and natural vents CAUTION
leading to accommodation
It is important that all HVV valves are operating freely, as HVV
valve will act as a safety barrier and prevent over pressure in
case of leaking IG valve of tank not being purged
Air Condition on partial re-
circulation.

Verify movement of Non-Return

valve flap

Rev. 0.0 4
2.6.2. Purging

2.6.2.3. Dilution Method

Method - IG entry from IG branch line and vent via purge stack/HVV Valve

For the purpose of explanation an example of purging 1W COT using Dilution Method is considered.

Line up IG line as follows for

delivery to tank
a. Open deck Isolation valves
(IG215 & IG026)
b. Shut vent valve
c. Shut all IG branch valves.
d. Check mastriser valve (IG022)
is shut

Open 1W COT tank IG valves

(IG001 & IG002) and gas freeing IG branch valves(Fig-8)
cover of 1W HVV

Start IG plant

Once oxygen content in IG is

less than 5% by volume, Start IG
delivery to tank

HVV arrangement (Fig-9 )

Monitor gas freeing cover of HVV
valve for venting of
homogeneous mixture

Maintain high pressure setting of !

regulating valve to ensure CAUTION
delivery of IG at high velocity Monitor Individual tank pressure of all tanks throughout the
operation

Rev. 0.0 5
2.6.2. Purging

Regularly take sample of gas Note:

being vented to check the Refer “Gas Sampling” procedures given in Inerting
progress of process section 2.6.1.3.

Carry out exchange till Note:

concentration of gas
(hydrocarbon or toxic gas) in
escaping mixture is less than
required value
On completion, change over to
next set of tanks as follows
a. Open tank IG valve and HVV
gas freeing cover of next tank
b. Shut HVV gas freeing cover and
tank IG valve of completed tank
1. The time required to reduce the concentration of gas
will depend on various factors as initial concentration of
gas, properties of previous cargo carried, any cargo
residue present in tank, whether tank washed etc.
2. The concentration of hydrocarbon gas is measured in
%Vol or % LEL and of toxic gas in PPM.
3. If purging a tank for gas freeing operation the
concentration of hydrocarbon should be reduced below
1% vol and toxic gas below TLV.

Check gas concentration

(hydrocarbon or toxic gas) in
completed tank at three level and
at various locations

If gas concentration (hydrocarbon

or toxic gas) at any point in tank is
above required value, restart
purging and carry out one volume
change. Re-check gas
concentration

Note:
Stop purging once required gas On completion, open IG branch valves of all COT’s and check
concentration (hydrocarbon or all gas freeing covers are shut.
toxic gas) achieved

Rev. 0.0 6
2.6.2. Purging

2.6.2.i. Line Diagram for Purging, Dilution Method

Method - IG entry from IG branch line and vent via purge stack/HVV Valve

For the purpose of explanation an example of purging 1W COT using Dilution Method is marked. Yellow color represents the flow of inert gas.

Vent

Vent

Rev. 0.0 7
2.6.2. Purging

2.6.2.4. Displacement Method

Method - IG entry from bottom cargo line and vent via purge stack/HVV Valve

For the purpose of explanation an example of purging 1W COT using Displacement Method is considered.

Connect IG line to cargo line by

connecting spool piece and
opening IG valve (IG060 &
IG0601)

Check vent valves (IG062 &

IG063) are shut

Open 1W COT tank HVV valve

IG to Cargo line connection (Fig-10 )
gas freeing cover

Line up IG line as follows for

delivery to tank
a. Open deck Isolation (IG215)
and shut (IG026)
b. Shut all IG branch valves
c. Check mastriser valve (IG022)
is shut
d. Open main bellmouth valve of
No 1 COT (CL201 & CL203)
e. Open No 1 drop valve (CL326)
f. Open No 1 and 3 line deck
IG branch valves (Fig-11)
crossover valves (CL307, CL309,
CL390 & CL392)
g. Check air escape valves (CL334 Note:
It is important that, all bottom lines and tank bellmouths
& CL335) are shut are empty to facilitate flow of IG.
i. Open No 3 line master valve
(CL331) and check No 1 & 2 line
master valves (CL329 & CL330)
are shut

Start IG plant

Once oxygen content in IG is less

than 5% by volume, Start IG
delivery to tank

Rev. 0.0 8
2.6.2. Purging

Maintain low pressure setting of

regulating valve to ensure
delivery of IG at low velocity

Monitor gas freeing cover of HVV

valve for venting of homogeneous
mixture
!
CAUTION

Regularly take sample of gas
being vented to check the
progress of process
Carry out exchange till
concentration of gas
(hydrocarbon or toxic gas) in
escaping mixture is less than
required value
On completion, switch over to
next set of tanks as follows
a. Open main bellmouth valve
and HVV valve gas freeing cover
of next tank
b. Shut main bellmouth valve and
HVV valve gas freeing cover of
completed tank
Monitor Individual tank pressure of all tanks throughout the
operation
Note:
Refer “Gas Sampling” procedures given in Inerting
section 2.6.1.3.
Note:
1. The time required to reduce the concentration of gas
will depend on various factors as initial concentration of
gas, properties of previous cargo carried, any cargo
residue present in tank, whether tank washed etc.
2. The concentration of hydrocarbon gas is measured in
%Vol or % LEL and of toxic gas in PPM.
3. If purging a tank for gas freeing operation the
concentration of hydrocarbon should be reduced below
1% vol and toxic gas below TLV.

Check gas concentration

(hydrocarbon or toxic gas) in
completed tank at three level and
at various locations

If gas concentration (hydrocarbon

or toxic gas) at any point in tank is
above required value, restart
purging and carry out one volume
change. Re-check gas
concentration

Rev. 0.0 9
2.6.2. Purging

Note:
Stop purging once required gas On completion, open IG branch valves of all COT’s and check
concentration (hydrocarbon or all gas freeing covers are shut.
toxic gas) achieved

On completion of purging
disconnect IG line from cargo line
(remove spool piece) and shut IG
valve (IG060 & IG0601)

Rev. 0.0 10
2.6.2. Purging

2.6.2.ii. Line Diagram for Purging, Displacement Method

Method - IG entry from bottom cargo line and vent via purge stack/HVV Valve

For the purpose of explanation an example of purging 1W COT using Displacement Method is marked. Yellow color represents the flow of inert gas.

Rev. 0.0 11
2.6.2. Purging

Vent

Vent

Rev. 0.0 12
2.6.2. Purging

2.6.2.5. Combination Method

For the purpose of explanation an example of purging 1W COT using Combination method is considered

Line up IG line as follows for

delivery to tank
a. Open deck Isolation valves
(IG215 & IG026) !
CAUTION
b. Shut all IG branch valves.
c. Check mastriser valve (IG022) When using this method, there should be no liquid present in
the tank submerging the main bellmouth. As presence of liquid
is shut
will restrict inter-tank flow of inert gas.
d. Open main bellmouth valve of
No 1 P&S COT (CL201 & CL203)

Open 1P COT IG branch valve

(IG002), Open gas freeing cover
of HVV valve of 1S COT

Start IG system

Once oxygen content in IG is less

than 5% by volume, Start IG
delivery to tank

Monitor gas freeing cover of 1S

COT HVV valve for venting of HVV arrangement (Fig-13 )
homogeneous mixture

Set regulating valve to ensure no !

wastage of IG takes place from CAUTION
atmospheric vent Monitor Individual tank pressure of all tanks throughout the
operation

Regularly take sample of gas

being vented to check the Note:
progress of process Refer “Gas Sampling” procedures given in Inerting
section 2.6.1.3.

Rev. 0.0 13
2.6.2. Purging

Carry out exchange till
concentration of gas
(hydrocarbon or toxic gas) in
escaping mixture is less than
required value
Note:
1. The time required to reduce the concentration of gas
will depend on various factors as initial concentration of
gas, properties of previous cargo carried, any cargo
residue present in tank, whether tank washed etc.
2. The concentration of hydrocarbon gas is measured in
%Vol or % LEL and of toxic gas in PPM.

3. If purging a tank for gas freeing operation the

concentration of hydrocarbon should be reduced below
1% vol and toxic gas below TLV.
On completion, change over to
next set of tanks as follows
a. Open IG valve of next tank
b. Open gas freeing cover of HVV
valve of next tank,
c. Open main bellmouth valve of
next 2 tanks
d. Shut main bellmouth valve of
No 1 Wing COT (CL201 & CL203)
e. Shut 1P COT IG branch valve
(IG002)
f. Shut gas freeing cover of HVV
valve of 1S COT

Check gas concentration

(hydrocarbon or toxic gas) in
completed tank at three level and
at various locations

If gas concentration (hydrocarbon

or toxic gas) at any point in tank is
above required value, restart
purging and carry out one volume
change. Re-check gas
concentration

Note:
Stop purging once required gas On completion, open IG branch valves of all COT’s and check
concentration (hydrocarbon or all gas freeing covers are shut.
toxic gas) achieved

Rev. 0.0 14
2.6.2. Purging

2.6.2.iii. Line Diagram for Purging, Combination Method

For the purpose of explanation an example of purging 1W COT using Combination method is marked. Yellow color represents the flow of inert gas.

Vent

Rev. 0.0 15
2.6.3. Gas Freeing

GAS
FREEING

2.6.3.1. Principle and Method

The process of replacing inert and toxic atmosphere of a tank with oxygen rich atmosphere is called
gas freeing.

Gas freeing of a cargo tank shall be

carried out only if it is purged and has
hydrocarbon content of less than 2% by
volume.
Once air is introduced in a tank having
hydrocarbon content of 2% vol or less,
the tank atmosphere thus formed never
enters flammable zone. The dilution of
tank atmosphere follows line HA as
marked on flammability diagram.
Flammability diagram (Fig-1)

METHOD

Dilution
Gas freeing of a tank by dilution method can be
done by two method
1. Using portable blower (water driven or air
driven) in supply mode
2. Using IG plant in gas freeing mode
Displacement
Gas freeing of a tank by displacement method can
be done by using a portable blower (water driven
or air driven) running in exhaust mode connected
to a portable flexible duct extending till the
bottom of the tank

Dilution Method (Fig-2) Displacement Method (Fig-3)

Rev. 0.0 1
2.6.3. Gas Freeing

2.6.3.2. Initial Preparation

Conduct DRA
Risk Involved:
a. Personal Injury due to toxicity

Associated Procedural Hazards:

a. Accidental entry of Hydrocarbon rich
atmosphere from bottom cargo line

Responsible Authority:
a. Chief Officer
Task Performer
a. Chief Officer overall in charge
(Supervising)
b. Deck crew (Assisting)

IGS-Condition Checklist CL-C-07

complied

RKI Oxygen meter (Fig-4)

Calibrate multi gas meter. Keep

multi gas meter and toxic gas
detection tubes ready with
sampling equipment and hose of
suitable length to reach bottom
of tank

Open Fresh air intake to IG plant

Fresh air intake to IG plant (Fig- 5)

Shut individual tank IG valve

Test operation of portable

blowers

Portable Blower (Fig-6)

Rev. 0.0 2
2.6.3. Gas Freeing

Check electrical continuity of

portable flexible duct

Shut all doors and natural vents

leading to accommodation

Flexible Duct (Fig-7)

Air Condition on partial re-
circulation.

Methods for operating portable Hydro Blower (Gas freeing fan)

1. Using drive water supply from Fire and GS pump. This method is suitable, when operating limited
number of blowers (maximum 2 blowers).
2. Using drive water supply from COP via tank cleaning line, the blowers are connected to hose
valves/hydrants provided on tank cleaning line. Prior using this method ensure the tank cleaning line,
COP suction line are clean and free of oil. The COP suction is taken from clean slop tank and blower
discharge is returned to clean slop tank. This method is suitable, when operating multiple blowers at
same time.

Rev. 0.0 3
2.6.3. Gas Freeing

2.6.3.3. Dilution Method

Method 1 – Using portable blower

Shut tank IG valve and rotate !

spectacle blank to shut position CAUTION

It is important that the spectacle blank is rotated to shut

position to avoid any accidental ingress of hydrocarbon rich
atmosphere or inert gas into the tank due to leaking tank IG
Shut tank main and stripping bell valve
mouth valve and LOTO

!
Shut bottom line crossovers CAUTION
(CL229, CL230, CL233, CL234,
CL245 & CL246) and maintain Maintain double valve segregation to avoid any accidental
double valve segregation ingress of hydrocarbon rich atmosphere or inert gas into the
between tanks tank from cargo line

Rig portable blower on the !

butterwort manholes CAUTION

Ground portable blower to deck structure

Open tank openings diagonally

opposite to portable blower
location and barricade them

Start portable blower in supply

mode

Regularly take sample of gas

being vented at tank opening to
check the progress of process
Portable Blower (Fig-6)

Carry out exchange till oxygen Note:

and hydrocarbon content in Refer “Gas Sampling” procedures given in Inerting
escaping mixture is 21.0% and 0% section 2.6.1.3.
LEL respectively

Rev. 0.0 4
2.6.3. Gas Freeing

On completion stop portable

blower

Allow turbulence to settle, check

oxygen, hydrocarbon and toxic
gas content of completed tank at
three level and at various
locations

If oxygen content is less than

21.0% by volume or hydrocarbon
level in more than 0% LEL or
there is presence of toxic gas,
restart blower and carry out one
more volume change. Re-check
oxygen and toxic gas level after
every volume change

Make man entry only once

oxygen level in tank is 21.0% by
volume, Hydrocarbon level less
than 0% LEL and no toxic gas
present.

Rev. 0.0 5
2.6.3. Gas Freeing

2.6.3.3. Dilution Method

Method 2 – Using IG plant in gas free mode

For the purpose of explanation an example of gas freeing 1W COT using Dilution Method 2 is considered

Open No 1 COT IG valve (IG001 &

IG002) and check spectacle blank
is open !
CAUTION

Shut tank IG valve and rotate It is important that the spectacle blank of remaining tanks are
swung to shut position to avoid any accidental ingress of air in
spectacle blank to blank position hydrocarbon rich atmosphere due to leaking tank IG valve
of all other COT’s

Shut tank main and stripping bell

mouth valve of No 1 COT and
LOTO

Shut bottom line crossovers

!
(CL229, CL230, CL233, CL234, CAUTION
CL245 & CL246) and maintain
double valve segregation Maintain double valve segregation to avoid any accidental
ingress of hydrocarbon rich atmosphere or inert gas into the
between tanks
tank from cargo line

Open tank openings of No 1 COT

diagonally opposite to IG line
entry point and barricade them

Start IG plant in gas free mode

and line up as follows for
delivery to tank
a. Open deck Isolation and non
return valve (IG026 & IG215)
b. Check mastriser valve (IG022)
is shut

Note:
Refer “Gas Sampling” procedures given in Inerting
Regularly take sample of gas section 2.6.1.3.
being vented at tank opening to
check the progress of process

Rev. 0.0 6
2.6.3. Gas Freeing

Carry out exchange till oxygen

and hydrocarbon content in
escaping mixture is 21.0% and 0%
LEL respectively

On completion stop IG plant

Allow turbulence to settle, check

oxygen, hydrocarbon and toxic
gas content of completed tank at
three level and at various
locations

If oxygen content is less than

21.0% by volume or hydrocarbon
level in more than 0% LEL or
there is presence of toxic gas,
restart blower and carry out one
more volume change. Re-check
oxygen and toxic gas level after
every volume change

Make man entry only once

oxygen level in tank is 21.0% by
volume, Hydrocarbon level less
than 0% LEL and no toxic gas
present.

Rev. 0.0 7
2.6.3. Gas Freeing

2.6.3.i. Line Diagram for Gas Freeing, Dilution Method 2

Method 2 – Using IG plant in gas free mode

For the purpose of ease of understanding an example of gas freeing 1P and 1S is illustrated

Rev. 0.0 8
2.6.3. Gas Freeing

Vent

Vent

Rev. 0.0 9
2.6.3. Gas Freeing

2.6.3.4. Displacement Method

!
Shut tank IG valve and rotate CAUTION
spectacle blank to shut position It is important that the spectacle blank is rotated to shut
position to avoid any accidental ingress of hydrocarbon rich
atmosphere or inert gas into the tank due to leaking tank IG
valve
Shut tank main and stripping bell
mouth valve and LOTO
!
CAUTION
Shut bottom line crossovers Maintain double valve segregation to avoid any accidental
(CL229, CL230, CL233, CL234, ingress of hydrocarbon rich atmosphere or inert gas into the
CL245 & CL246) and maintain tank from cargo line
double valve segregation
between tanks
!
CAUTION
Rig the portable blower along Ground portable blower and flexible duct to deck
with a portable flexible duct structure
extending till 1 mtr above tank
top

Open tank openings diagonally

opposite to portable blower
location and barricade them

Start portable blower in exhaust

mode
Portable Blower (Fig-7)

Regularly take sample of gas Note:

being vented at tank opening to Refer “Gas Sampling” procedures given in Inerting
section 2.6.1.3.
check the progress of process

Carry out exchange till oxygen

and hydrocarbon content in
escaping mixture is 21.0% and 0%
LEL respectively

Rev. 0.0 10
2.6.3. Gas Freeing

On completion stop portable

blower

Allow turbulence to settle, check

oxygen, hydrocarbon and toxic
gas content of completed tank at
three level and at various
locations

If oxygen content is less than

21.0% by volume or hydrocarbon
level in more than 0% LEL or
there is presence of toxic gas,
restart blower and carry out one
more volume change. Re-check
oxygen and toxic gas level after
every volume change

Make man entry only once

oxygen level in tank is 21.0% by
volume, Hydrocarbon level less
than 0% LEL and no toxic gas
present.

Rev. 0.0 11
2.7. Ballast Handling
2.7.1. Ballasting

2.7.1.1. Initial Preparation

Conduct DRA
Consider these points in addition to the guidance
Risk Involved: given in iDMS -Ballast process.
a. Structural damage a. Ballast Quantity*
Associated Procedural Hazards: b. IMO Stability criteria**
a. Damage due to pressure surge/water c. Stresses (SF and BM in sea going condition) limits
hammer as per iDMS
b. Structural damage due to over flow e. Draft restriction at discharge port, including any
of ballast tank
restriction due to tidal variation
Responsible Authority: f. Tanks for List and trim correction
a. Chief Officer g. Air Draft restrictions.
h. Manifold height restriction
Task Performer:
a. Chief Officer overall in charge
(Supervising) Note
b. Duty Officer (Monitoring)
* - Capacity of the segregated ballast is determined by
c. Deck crew (Assisting)
lightweight of vessel and the requirement to comply with
below mentioned ship’s draught and trim requirement,
a. Draft midship = 2m + 0.02 x Length between the
perpendiculars.
Prepare ballast plan b. Trim by astern shall not be greater than 0.015 x Length
between the perpendiculars.
c. Propeller shall have 100 % immersion.(Upper tip of the
propeller is immersed just to the water line or more)
Check ballast tank Fixed Gas (Refer MARPOL Annex 1 - Regulation 18 Segregated Ballast
Detection panel for tanks)
hydrocarbon alarm
** - Please refer MARPOL Annex 1, Regulation 27 for Intact
stability criteria.

Isolate ballast tank Fixed Gas

detection system
!
CAUTION

Compare fixed pneumatic level An active hydrocarbon alarm constitute an

gauges of ballast tank with breach between cargo and ballast tanks,
which shall be further investigated.
manual soundings

Verify functioning of local

pressure/suction gauge and
CCR gauges of ballast pump and
ballast eductor

Pressure transmitter (Fig-1)

Rev. 0.0 1
2.7.1. Ballasting

Ballast to Cargo line connection

spool piece removed and
section blanked, valve (BA517)
shut

Ballast to IG line connection

spool piece removed and
section blanked, valve (BA519)
shut

Rev. 0.0 2
2.7.1. Ballasting

2.7.1.2. Ballasting by Gravity

For the purpose of explanation an example of ballasting 4W WBT by gravity is considered

Zero check
Check all ballast line and tank
valves are shut

Line up for ballasting as follows:

!
a. Check and confirm Sea Chest
CAUTION
Valve (BA501) is shut before you
If the duty officer opens the sea chest valve first and starts
start line up. lining up from sea-chest side towards the tank side. Due to the
b. Open ballast line valve head of sea-water, the water gushes into the empty pipe
(BA511, BA520, BA521 & BA506) generating extreme pressure/pressure wave within the ballast
c. Open fore peak tank valve line. All this happens within a short period of time, i.e. before
(BA401 & BA402) the duty officer is able to open tank valve and release
pressure. This pressure wave results in damaged to valves,
pipeline and expansion joints.

Open Sea Chest valve (BA501)

!
CAUTION
It is important to remove air from pipeline, pump
and separator and fill ballast water in a controlled
Once water starts filling in manner to avoid pressure surge
forward tank, Open ballast
valve for 4W WBT (BA416,
BA417, BA418 & BA419) and
shut forward tank valves
!
CAUTION
If permissible, do not stop ballasting until the
double bottom is full and the water level has
Ballast desired quantity reached side tank area, this is to minimize the free
surface effects.

Note:
Ballast will fill in by gravity till the ballast tank level is
lower that vessels draft

Rev. 0.0 3
2.7.1. Ballasting

2.7.1.3. Ballasting by Pump

No. 1 Ballast Pump (Electric Driven)

For the purpose of explanation an example of ballasting 4W WBT by WBP No 1 is considered

Zero check Note:

It is important to remove air from pump casing and fill pump
Check all ballast line and tank
casing prior starting ballast pump. Opening discharge valve of
valves are shut pump facilitates in removal of air.

Open No 1 Ballast pump

suction valve from sea chest
(BA502) and discharge valve
(BA522)

Check No 1 Ballast pump

suction valve from tank
(BA504) and discharge to tank
(BA520) are shut

Open ballast overboard

discharge valve (BA530 &
BA512)

Check eductor drive and

suction valve are shut (BA515 &
BA514)

Open Sea Chest valve (BA501)

Observe suction pressure rising

in suction gauge of WBP No 1 Line diagram for starting ballast pump (Fig-2)

Confirm from Engine room !

readiness of No 1 Ballast pump CAUTION
Electric motor draws high current while starting,
therefore it is important that sufficient generators
are in operation prior starting ballast pump to
avoid a blackout

Rev. 0.0 4
2.7.1. Ballasting

To start ballast pump,

a. Throttle discharge valve
(BA522), keep 20 % open.
!
b. Start pump
CAUTION
c. Monitor discharge pressure
d. As pump starts, the discharge On starting ballast pump, its RPM immediately goes from zero
to 1200, which immediately creates high pressure beyond
pressure starts increasing. With MAWP of pipeline. Therefore by starting pump with discharge
increasing discharge pressure valve slightly open avoids the immediate pressure build up.
open discharge valve (BA522) to
maintain pressure upto 3 Kg/cm2

Open tank valve of 4W WBT
(BA416, BA417, BA418 &
BA419) & check line isolation
valve (BA506) is open
Note:
1. Open at least 4 ballast tanks when running both ballast
pumps.
2. During final stage use single pump to top off ballast tanks.

Open No 1 pump discharge to

ballast tank valve (BA520) and
shut discharge to overboard
line valve (BA512)

Check pump condition in

pumproom for any leakages

Confirm water filling in 4W WBT

!
CAUTION
Ballast tank as per ballast plan
Do not overflow ballast tanks while ballasting, this
can result in structural damage to ballast tank and
its fittings

Rev. 0.0 5
2.7.1. Ballasting

2.7.1.3. Ballasting by Pump

No. 2 Ballast Pump (Steam Driven)

For the purpose of explanation an example of ballasting 4W WBT by WBP No. 2 is considered

Zero check
Check all ballast line and tank
valves are shut
Note:
It is important to remove air from pump casing and fill pump
Open No 2 Ballast pump casing prior starting ballast pump. Opening discharge valve of
suction valve from sea chest pump facilitates in removal of air.
(BA503) and discharge valve
(BA523)

Check No 2 Ballast pump

suction valve from tank
(BA505) and discharge to tank
(BA521) are shut

Open ballast overboard

discharge valve (BA530 &
BA512)

Check eductor drive and

suction valve are shut (BA515 &
BA514)

Open Sea Chest valve (BA501)

Once suction pressure rising in

suction gauge of WBP No. 2
shut ballast discharge valve
(BV215)

Confirm from Engine room

readiness of No 2 Ballast pump

Line diagram for starting ballast pump (Fig-4)

Rev. 0.0 6
2.7.1. Ballasting
Start No. 2 Ballast pump at
minimum RPM with discharge
valve (BA523) shut
Once Ballast pump stabilized at
minimum RPM, open hydraulic
discharge valve (BA523) slowly
Open tank valve of 4W WBT
(BA416, BA417, BA418 & BA419)
& check line isolation valve
(BA506) is open
Open ballast pump discharge
to ballast tank valve (BA521)
Shut ballast overboard
discharge valve (BA512 &
BA530)
Gradually increase Ballast pump
RPM to attain discharge pressure
not more than 3 Kg/cm2
Check pump condition in
pumproom for any leakages
Confirm water filling in 4W WBT
Ballast tank as per ballast plan
Rev. 0.0
Note:
During the start up of a centrifugal pump, prior to the time
that normal flow is reached, these transient conditions can
generate heads and input torques (stress) that are much
higher than design on prime movers, A closed discharge valve
creates a minimum load on prime movers.
!
CAUTION
While the duty engineer is gradually increasing the
RPM of Ballast pump to minimum RPM, If the pump
discharge pressure rises above 2 Kg/cm2, gradually
open the pump discharge valve.
Note:
1. Open at least 4 ballast tanks when running both ballast
pumps.
2. During final stage use single pump to top off ballast tanks.
!
CAUTION
Do not overflow ballast tanks while ballasting, this
can result in structural damage to ballast tank and
its fittings
7
2.7.1. Ballasting

2.7.1.4. Stopping Ballast Pump

No. 1 Ballast Pump (Electric Driven)

For the purpose of explanation an example of ballasting 4W WBT by WBP No 1 is considered

On completion of ballasting
change over pump sea to sea as
follows,
a. Open discharge to overboard
line valve (BA512 & BA530)
b. Shut discharge to ballast tank
valve (BA520)

Shut tank valve of 4W WBT

(BA416, BA417, BA418 & BA419)

To stop ballast pump,

a. Shut discharge valve (BA522)
b. While the discharge valve is
shutting, stop the pump

Shut suction valve for Ballast

pump (BA502)

Shut sea chest valve (BA501) and

overboard discharge valve
(BA512 & BA530)

Rev. 0.0 8
2.7.1. Ballasting

2.7.1.4. Stopping Ballast Pump

No. 2 Ballast Pump (Steam Driven)

For the purpose of explanation an example of ballasting 4W WBT by WBP No 2 is considered

Reduce Ballast pump RPM to

minimum

Change over pump sea to sea as

follows,
a. Open discharge to overboard
line valve (BA512 & BA530)
b. Shut discharge to ballast tank
valve (BA520)

Shut tank valve of 4W WBT

(BA416, BA417, BA418 & BA419)

To stop ballast pump,

a. Shut discharge valve (BA523) !
CAUTION
b. Press stop button on the panel
or shut steam valve to the It is important to close the discharge valve prior
stopping the pump to avoid slamming of non-return
turbine
flap present at the discharge section of pump

Shut suction valve for Ballast

pump (BA503)

Shut sea chest valve (BA501) and

overboard discharge valve
(BA512 & BA530)

Rev. 0.0 9
2.7.1. Ballasting

2.7.1.i. Line Diagram for Ballasting by Gravity

For the purpose of explanation an example of ballasting 4W WBT by gravity is marked

While starting ballasting by

gravity, keep fore peak tank valve
open to vent air from line

Rev. 0.0 10
2.7.1. Ballasting

2.7.1.ii. Line Diagram for Ballasting by Pump

For the purpose of explanation an example of ballasting 4W WBT by both WBP is marked

Rev. 0.0 11
2.7.2. De-Ballasting

2.7.2.1 Initial Preparation

Conduct DRA Consider these points in addition to the guidance

given in iDMS -Ballast process.
Risk Involved:
a. Structural damage a. Ballast Quantity*
b. Oil Pollution b. IMO Stability criteria**
c. Stresses (SF and BM in sea going condition) limits
Associated Procedural Hazards: as per iDMS
a. Damage due to pressure surge/water
hammer e. Draft restriction at load port, including any
restriction due to tidal variation
Responsible Authority: f. Tanks for List and trim correction
a. Chief Officer g. Air Draft restrictions.
Task Performer: h. Manifold height restriction
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring) Note
c. Deck crew (Assisting) * - The ballast and cargo quantity combined, at any stage of
loading and de-ballasting operation shall meet the minimum
deadweight requirement of terminal and below mentioned
ship’s draught and trim requirement,
a. Draft midship = 2m + 0.02 x Length between the
Prepare de-ballast plan perpendiculars.
b. Trim by astern shall not be greater than 0.015 x Length
between the perpendiculars.
c. Propeller shall have 100 % immersion.(Upper tip of the
propeller is immersed just to the water line or more)

Compare fixed pneumatic level (Refer MARPOL Annex 1 - Regulation 18 Segregated Ballast
tanks)
gauges of ballast tank with
manual soundings ** - The de-ballasting and loading operation, should at all
time satisfy Intact stability criteria (MARPOL Annex 1,
Regulation 27)
- The de-ballast plan should include steps to minimize Free
Surface effect due to slack ballast and cargo tanks.
Verify functioning of local
pressure/suction gauge and
CCR gauges of ballast pump and
ballast eductor

Visually check and sample

ballast water for presence of oil

Ballast tank dome (Fig-1)

Rev. 0.0 1
2.7.2. De-Ballasting

Ballast to Cargo line connection

spool piece removed and
section blanked, valve (BA517)
shut

Ballast to IG line connection

spool piece removed and
section blanked, valve (BA519)
shut

Ballast to IG line connection (Fig-2)

Rev. 0.0 2
2.7.2. De-Ballasting

2.7.2.2. De-Ballasting by Gravity

For the purpose of explanation an example of de-ballasting 4W WBT by gravity is considered

Zero check
Check all ballast line and tank
valves are shut

Line up for de-ballasting as !

follows: CAUTION
a. Open ballast line valves In the case of de-ballasting, It is important to line up from sea
(BA506, BA520, BA521 & BA511) chest side towards tank side. As the tank is full, it has a higher
b. Open Sea Chest Valve (BA501) head. If the tank valve is opened first with out opening the sea
chest valve, a surge is generated in the ballast line which can
damage the valves and line.

Open 4W ballast tank valves

(BA416, BA417, BA418 &
BA419)

De-Ballast desired quantity by
gravity
During de-ballasting, frequently
monitor water surface on stbd
side for signs of contamination
Note
1. De-ballasting by gravity will happen till the tank
level equals vessels draft.
2. Once the tank level is close to vessel draft, the de-
ballasting rate will reduce.
3. It is advisable to start ballast pump once the de-
ballasting rate by gravity has fallen below pumps
discharge rate.

Rev. 0.0 3
2.7.2. De-Ballasting

2.7.2.3. De-Ballasting by Pump

For the purpose of explanation an example of de-ballasting 4W WBT by WBP No 1 is considered

Once, de-ballasting rate by

gravity has fallen below pumps
discharge rate. Shut 4W ballast
tank valves (BA416, BA417,
BA418 & BA419)

Shut ballast line valves (BA511,

BA521 & BA520)

Open ballast overboard

discharge valve (BA512 &
BA530)

Check eductor drive and

suction valve are shut (BA515 &
BA514)

Open No 1 Ballast pump

discharge to overboard line
valve (BA522) & check
discharge to ballast tank valve
(BA520) is shut
Line diagram for starting ballast pump (Fig-3)

Open No1 WBP suction from

sea chest valve (BA502) &
confirm suction pressure gauge
of WBP No 1 is showing positive
pressure
Confirm from Engine room
readiness of No 1 Ballast pump
!
CAUTION
Electric motor draws high current while starting,
therefore it is important that sufficient generators
are in operation prior starting ballast pump to
avoid a blackout

Rev. 0.0 4
2.7.2. De-Ballasting

To start ballast pump,

a. Throttle discharge valve
(BA522), keep 20 % open.
b. Start pump !
c. Monitor discharge pressure CAUTION
d. As pump starts, the discharge On starting ballast pump, its RPM immediately goes from zero
pressure starts increasing. With to 1200, which immediately creates high pressure beyond
MAWP of pipeline. Therefore by starting pump with discharge
increasing discharge pressure
valve slightly open avoids the immediate pressure build up.
open discharge valve (BA522) to
maintain pressure upto 3 Kg/cm2

Open tank valve of 4W WBT

(BA416, BA417, BA418 &
BA419)

Once ballast pump is stable,

Open suction from tank valve
(BA504) & shut pump suction
from sea chest (BA502) Ballast overboard discharge height (Fig-4)

Monitor pump discharge

pressure, throttle discharge valve
(BA522) and maintain discharge
pressure upto 3 Kg/cm2

Check pump condition in

pumproom for any leakages
Ballast overboard discharge (Fig-5)

Monitor overboard discharge on !

stbd side CAUTION
1. Monitor ballast overboard discharge, discharge
should not fall on jetty, if required reduce the
discharge pressure to reduce the throw of water.
2. Observe overboard discharge for signs of
contamination

Rev. 0.0 5
2.7.2. De-Ballasting

Note:
As the level of ballast in ballast Hunting ampere meter and a reduction in discharge and
tanks reduces, the WBP will suction pressure indicate cavitation in ballast pump
cavitate

Throttle discharge valve (BA522)

and maintain discharge pressure Ballast Eductor
upto 3 Kg/cm2 to avoid cavitation Maker KI-WON
No. of sets 1
Capacity 400 m3/hr
Once ballast level is below 50 cm,
Drive fluid 3.0 Kg/cm2
shut 4W WBT main bellmouth
valves (BA416 & BA417) Discharge Head 15 M Aq
Suction Head -5 M Aq
Ballast eductor details (Fig-6)
Once pump is unable to
discharge further, change over Note
to educting process as follows, Water ballast tank bellmouths are placed along
a. Open ballast pump suction centerline, therefore keep vessel upright for effective
from sea chest (BA502) stripping of ballast tanks
b. Shut ballast pump suction
from tank (BA504)
c. Throttle discharge valve
(BA522) and maintain discharge
pressure upto 2.5 Kg/cm2
d. Shut tank valve of 4W WBT
(BA416, BA417, BA418 &
BA419)
e. Open eductor inlet and
suction valve (BA515 & BA514)
f. Shut discharge valve to
overboard line (BA512)

Maintain at least 3.0 Kg/cm2 of

eductor drive pressure

Open 4W WBT stripping

bellmouth valves (BA418 &
BA419) and educt tank

Line diagram of ballast eductor (Fig-7)

Rev. 0.0 6
2.7.2. De-Ballasting

On completion of educting, run

pump sea to sea,
a. Open discharge valve to
overboard line (BA512)
b. Shut eductor suction valve
(BA514)
c. Shut 4W ballast tank valves
(BA418 & BA419)
d. Shut eductor drive valve
(BA515)

To stop ballast pump,

a. Shut discharge valve (BA522)
b. While the discharge valve is
shutting, stop the pump

Shut suction valve for Ballast

pump (BA502)

Shut sea chest valve (BA501) and

overboard discharge valve
(BA512 & BA530)

Rev. 0.0 7
2.7.2. De-Ballasting

2.7.2.i. Line Diagram for De-Ballasting by Gravity

For the purpose of explanation an example of de-ballasting 4W WBT by gravity is marked

Rev. 0.0 8
2.7.2. De-Ballasting

2.7.2.ii. Line Diagram for De-Ballasting by Pump

For the purpose of explanation an example of de-ballasting 4W WBT by WBP No 1 is marked

Rev. 0.0 9
2.7.2. De-Ballasting

2.7.2.ii. Line Diagram for De-Ballasting by Pump

For the purpose of explanation an example of educting 4W WBT using WBP No 1 is marked

Rev. 0.0 10
Section 3
Annexure
3.1. Vapor Emission Control System

3.1.1. Requirement

Legislation in some ports and offshore lightering area prohibits release of volatile organic compound (VOC)
from ship’s cargo tank into atmosphere. In these ports vessel needs to carry out cargo operation using Vapor
Emission Control System (VECS). This operation involves connecting a vapor return arm or hose to dedicated
vapor manifold. The vapor manifold line is connected to main Inert Gas line, Therefore during cargo operation
the entire displaced cargo oil tank atmosphere containing VOC is discharged ashore rather than being vented
directly to atmosphere, or in case of a lightering operation returned to the discharging vessel.
The vessel is fitted with two vapor manifold on each side. The VECS is also equipped with IG line pressure and
oxygen monitoring and alarm system to ensure that the tank pressure and oxygen content remains within the
operational parameters.

Vapor Manifold (Fig-1)

Arrangement of Vapor Manifold (Fig- 2)

Rev. 0.0 1
3.1. Vapor Emission Control System

3.1.2. Initial Preparation

Check VECS pressure reading is

corresponding to tank pressure
reading

Calibrate VECS Oxygen analyser

Drain vapor manifold line

All cargo tank isolating valves to

the inert gas (IG) line are open
and locked and all spectacle
blanks are swung to the open
position.

Confirm VECS high-pressure

alarm setting is set at 90% of
HVV setting and low pressure
setting is set at positive pressure.

Confirm maximum loading rate

with VECS operations from VECS
approved manual

Purge tank to arrive load port

with required concentration of
hydrocarbon or toxic gas as H2S
etc.

Arrive load port at required tank

pressure as mentioned in pre-
arrival information.

Rev. 0.0 2
3.1. Vapor Emission Control System
3.1.3. Procedure and Precautions at Load Port
Conduct pre-transfer meeting
Connect shore vapor recovery
arm or hose to vessel vapor
manifold
Once terminal Instructs, open
Vapor manifold valve
Monitor tank pressure during
entire loading operation
If pressure is increasing and
nearing 90% of HVV lift setting,
inform terminal and reduce
loading rate
On completion of loading,
confirm with terminal and Shut
vapor manifold valve
Disconnect shore vapor recovery
arm or hose
Rev. 0.0
Exchange the following information and vapor
recovery parameters during pre-transfer meeting:
a. Present vapor pressure in the cargo tanks
b. Operating pressure of HVV/Vacuum valve
c. The initial loading rate and maximum loading rate
with VECS
d. The maximum vapor transfer rate the shore
facility can handle
e. The operating pressure to be maintained in the
cargo tanks
f. The maximum and minimum vapor operating
pressures.
g. The facility’s alarm and trip set points for high and
low pressures
h. Verify that all vapor recovery valves are in the
correct position
i. Confirm emergency signals and procedures
discussed and agreed
Note:
Do not increase loading rate until the vapor pressure in
tank has fallen well below the HVV lift setting
Note:
If vessel has a long stay at berth after completion of loading,
do not disconnect vapor arm on completion of loading as it
may be required to pass vapor ashore if tank vapor pressure
increases due to thermal variation
3
3.1. Vapor Emission Control System

3.1.4. Procedure and Precautions While Discharging at Off-Shore

Lightering Area

Conduct pre-transfer meeting Exchange the following information and vapor

Connect vapor hose between
both vessel’s vapor manifold
Open Vapor manifold valve and
commence discharging
Monitor flow of vapor from
service ship
recovery parameters during pre-transfer meeting:
a. Present vapor pressure in the cargo tanks
b. Operating pressure of HVV/Vacuum valve
c. The initial loading rate and maximum loading rate
with VECS
d. Oxygen content in cargo tanks
e. The alarm set points for high and low
pressures
f. Verify that all vapor recovery valves are in the
correct position
g. Confirm emergency signals and procedures
discussed and agreed

Monitor Oxygen content of
vapor being received from
service ship
Note:
It is advisable that the service ship arrives with high tank
pressure, this is to facilitate flow of vapor from service
ship to STBL

Monitor tank pressure during

entire discharging operation

On completion of discharging,
shut vapor manifold valve

Disconnect vapor hose

Rev. 0.0 4
3.2. Management of Heated Cargo
3.2.1. Initial Preparation
Conduct DRA
Risk Involved:
a. Personnel Injury / Burns
b. Structural damage due to thermal
shock
Associated Procedural Hazards:
a. Introduction of free water in cargo
tanks
b. Introduction of oil in cascade tank
Responsible Authority:
1. Chief Officer and Chief Engineer
Task Performer:
1. Chief Officer overall in charge
(Supervising)
2. Duty Engineer (Monitoring)
3. Pump man and Deck crew (Assisting)
Prepare detailed cargo heating
plan
Leak test heating coils of all tanks,
Isolate leaking coils.
Drain the deck steam main supply
line and return line including the
branch supply and return lines for
all cargo tanks
Check condition of steam trap
and have sufficient spares on
board
Calibrate forward pressure gauge
on steam main line
Rev. 0.0
Note:
Be guided by iDMS section: IMS-MO-CGO-CG-HEAT, in
addition pay special attention to,
a. Charterer’s request of,
 The cargo to be heated throughout the voyage to a
certain temperature.
 The vessel to arrive at the discharging port with a certain
temperature and maintain it throughout discharging.
 The cargo to be heated throughout the voyage to a
certain temperature which should be increased to a
higher temperature before arrival.
b. Cargo tank coating and tank valve seat ring tolerable limit
for temperature
c. The property of cargo as,
 Heating of viscous cargoes such as heavy fuels is
necessary in order to facilitate pumping and draining
 Heating of cargo reduces the delivery pressure on the
ship's pumps and facilitates stripping and subsequent
cleaning of the tanks
!
CAUTION
Underheating as well as overheating may result in serious
consequences and claims from the Charterers or receivers. It is
extremely important that the cargo should arrive at the
discharge port having the correct temperature
1
3.2. Management of Heated Cargo

Check boilers/evaporators are in

good working condition

Oil spill containment equipment

in a state of readiness.

Rev. 0.0 2
3.2. Management of Heated Cargo

3.2.2. Starting Procedure

Zero Check
Shut all valves of steam main
supply line, main return line,
branch supply line and branch
return line including drain valves

Warmup steam main supply line

and main return line on deck
including the branch supply line
and return line for all cargo
tanks.
Line up for warming up as
follows.
a. Open main return line master
valve
b. Shut main supply line master
valve
c. Open main supply line warm
up valve
d. Check all drain valves on main
supply line and main return line
are shut
e. Check all drain valves on
branch supply line and branch
return line are shut
f. Open forward by-pass valve
between main line and return
line
!
CAUTION
It is important that, the main steam supply and return line
are properly drained and the line is warm up gradually to
avoid steam hammering
Steam Hammering
Abnormal banging and rattling sound from steam pipe is
known as Steam hammering.
If the steam piping system is not properly drained, the
steam travelling in the pipe will come in contact with
cold water and condense, as the water to steam
expansion ration is 1:1600, vacuum will generate, this
vacuum will move the condensed water like a slug at
high velocity. This moving water hitting a bend in the
pipeline will generate loud sound and damage pipeline.

Start warm up steam, maintain

1.0 kg/cm2 pressure for warming
up.

Once entire length of steam

supply line and return line is
warm, commence heating cargo
tank, one tank at a time, starting
with forward most tank first

Rev. 0.0 3
3.2. Management of Heated Cargo

*To start heating cargo tank, line

up as follows in the mentioned
order.
a. Open all individual inlet valves
of steam coils present at steam
manifold
b. Open all individual drain
valves of steam coils
c. Shut steam trap by pass valves
of all individual steam coils Main supply line warm up valve (Fig-1)
d. Keep all individual return
valves of steam coils present at
steam manifold shut
e. Open steam manifold main
supply and return valve
f. Shut forward by-pass valve
between main supply and return
line

Shut main supply line warm up Fwd by-pass arrangement (Fig-2)

valve and open main supply line
master valve

Start main steam, maintain 1.5

to 2 kg/cm2 pressure, regulate
steam pressure from engine
room

Steam manifold (Fig-3)

*Monitor individual drain valves
of steam coils for water
discharge

*Once water starts flowing from

drain valve, observe the water
for traces of oil. If no oil trace
present, open individual steam
coil return valve and shut
individual steam coil drain valve Manifold main supply and return valves (Fig-4)

Rev. 0.0 4
3.2. Management of Heated Cargo

*If water contains traces of oil,

isolate the steam coil by shutting
the individual steam coil inlet and
return valve. Keep the drain valve
open.

Follow the above steps marked

“*” in the same order and start
heating of other tanks.

Main steam line pressure will
drop with every tank being
started, regulate main steam
line pressure from engine room
accordingly.
Note:
1. The steam pressure to maintain in main steam line will
depend on weather condition, cargo loading
temperature, heating instructions from charterer etc.
2. Monitor cargo temperature regularly to check the
progress of process

Rev. 0.0 5
3.2. Management of Heated Cargo

3.2.3. Stopping Procedure

Stop cargo heating once the

desired cargo temperature is
achieved or on completion of
discharging and stripping of tank.

Reduce the main steam line

pressure to 1.5 to 2 kg/cm2.

Stop cargo heating one tank at a

time.
Follow the below steps in the
same order to stop heating of
individual tank.
a. Shut steam manifold main
return valve
b. Shut all individual return
valves of steam coils present at
steam manifold
c. Shut all individual inlet valves
of steam coils present at steam
manifold
d. Open all individual drain
valves of steam coils present at
steam manifold
e. Shut steam manifold main
supply valve
Once all tanks are stopped, stop
main steam.
!
WARNING
Open drain valve slowly, Steam present
in the coil may vent out on opening the
drain valves
!
CAUTION
Expansion ratio of water to steam is significantly high
(1:1600), therefore extreme care must be exercised while
stopping heating. Due to condensing steam vacuum will
develop in heating coil, this vacuum can cause material
failure therefore drain valves of heating coils shall be
opened immediately
Note:
1. As the cargo quantity in tank reduces the rate of heat
exchange will increase and cause a rapid increase in
cargo temperature, therefore the tank heating needs to
be controlled accordingly.
2. The main steam line pressure will increase as the
number of tanks being heated reduce, keep on
regulating the main supply line pressure accordingly.

Open drain valves of main supply

and return line

Shut main supply line master

valve and return line master
valve. Open forward by-pass
valve between main supply and
return line.
Rev. 0.0 6
3.2. Management of Heated Cargo
3.2.4 Procedure and Precautions During Voyage
Depending upon the duration of
voyage and charterer’s heating
instructions, break heating
schedule in to three phases.
Monitor cargo temperature
carefully to check the progress of
heating process. Maintain record
of heating in FR-C-08 “Heating
Log”
Periodically drain main steam
supply line and supply branch
line to avoid steam hammering
Monitor observation tank and
cascade tank for sign of oil when
cargo heating is underway
Rev. 0.0
Non-Heating
1. Allow cargo temperature to cool down to
lowest allowable temperature
2. In case of carrying cargo with high wax content,
do not allow temperature to fall below cloud
point.
Maintaining
In this period heat cargo to maintain the minimum
allowable temperature or loading temperature.
Heating-Up
In this period, heat up cargo from the lowest
allowable temperature to the temperature
needed to discharge the cargo.
If heating requires adjustment
1. Increase or decrease main steam supply
pressure
2. Adjust heating of individual tanks by adjusting
the steam manifold main return valve or by
increasing or decreasing the number of steam
coils in use.
Note:
1. Do not overheat cargo, overheating results in
excess consumption of bunker.
2. Do not heat cargo beyond cargo tank coating and
tank valve seat ring tolerable temperature limit.
Note:
External factors which will affect heating,
1. Sea water Temperature
2. Air Temperature
3. Sea Conditions and Movement of the Ship
4. Weather
7
3.2. Management of Heated Cargo

3.2.5. General Precautions

LOADING OPERATION

1. Vessel shall not load cargo having temperatures higher than 150°F unless specific instructions to
the contrary are received from the Charterers and confirmed by commercial operations and Marine /
Vessel Superintendent.

2. Load very slowly for the first two meters before gradually raising the rate to the required full. This
allows the structure to adapt slowly to the temperature variation.

3. The temperature of the incoming cargo should be checked periodically as too high a temperature
may cause undue strain on the ship's structure, damage tank coating, valve seat ring and wedge ring
of expansion joints.

4. In case of loading heated cargo with high pour point in extremely cold condition, the loading lines
shall be immediately drained once loading is completed or suspended.

5. In case of loading heated cargo in extremely cold condition, steam line shall be warmed up and
kept ready prior arrival load port.

DISCHARGING OPERATION

1. While discharging the temperature of cargo shall not rise excessively, at high temperature cargo
will gas up and cause cavitation

2. Strip each tank immediately after completing bulk discharge, do not postpone stripping. When the
level of the cargo falls below the heating coils its temperature falls rapidly and if not stripped at once,
it might solidify.

3. If a heated cargo is discharged in very cold weather and the discharge is temporarily stopped,
every effort should be made to drain all cargo lines and main pumps by stripping them dry into a tank
containing oil. This must be carried out immediately after the main pumps are stopped in order to
prevent oil solidifying in the exposed pipelines on deck and in the pumproom.

4. If a fairly lengthy stop occurs after the level of cargo in a tank has fallen below the heating coils, the
level should be raised by gravitating cargo from another tank. Pumping should recommence only
after the temperature has been raised to the permissible maximum. Overheating on such occasions
may easily occur, therefore, frequently check the temperature.

Rev. 0.0 8
3.3. Disposal of Pump Room Bilges

3.3.1. Requirement

The pumproom is provided with a fixed bilge disposal arrangement capable of transferring
pumproom bilge content to cargo tank, slop tank or other containment tank without risk of pollution.
In emergency, the bilge disposal system is capable of being operated from outside the pumproom
without exposing operator to toxic environment.

Arrangement

Stripping pump Bilge Piping

The cargo stripping pump is Pump room is provided with bilge
connected to pumproom bilge piping wells and dedicated pipeline
system and used for transferring bilge connecting bilge well to stripping
content to cargo tank, slop tank or pump
other containment tank

3.3.2. Disposal Procedure

For the purpose of explanation an example of pumproom bilge disposal to Retention tank is explained.

IMPORTANT
1. Pumproom bilge suction valves are non-return valves. Keep both bilge suction valves (CL198 &
CL199) open at all times.
2. Keep stripping pump, manual operated steam inlet and return line valves (SC534 & SC536) open at
all times.
3. Keep stripping pump, steam inlet line drain (SC531 & SC539), return line drain (SC540) and pump
steam chest drains shut at all times.
4. Keep steam inlet to return line by-pass valves (SC538, SC535 & SC537) shut at all times.
5. Keep stripping pump re-circulation valve (CL157) shut at all times.

Stripping pump steam line diagram (Fig-1)

Rev. 0.0 1
3.3. Disposal of Pump Room Bilges

Switch on power of CCR stripping

pump stroke indicator

Line up stripping pump as

follows,
a. Open Stripping pump suction
from bilge (CL160)
b. Open stripping pump Note:
discharge valve (CL156) 1. Stripping pump suction valve from bilge
(CL160) is a hydraulic valve operated from
c. Open MARPOL stbd manifold upper deck
valve (CL378) & drain valve 2. Stripping pump discharge valve to deck
(CL380) (CL156) is a hydraulic valve operated from CCR.
d. Open valves to Retention tank
(CL320, CL399 & CL388)
f. Check Retention tank air driven
pump inlet and discharge valves
(CL389 & CL064) are shut

Start working steam from engine

room

Start stripping pump by opening !

pneumatic control steam valve
and Confirm flow in MARPOL line
CAUTION
Do not start stripping pump with discharge valve shut, this will
result in immediate build of pressure which can cause
structural damage

Increase stripping pump strokes

to 27 strokes per min.

Discharge entire bilge content to

Retention tank

Shut pneumatic control steam

valve and Stop stripping pump
on completion

Stop steam supply from engine

room

Rev. 0.0 2
3.3. Disposal of Pump Room Bilges

3.3.i. Line Diagram for Disposal of Pump Room Bilges

For the purpose of explanation an example of pumproom bilge disposal to Retention tank is explained.

Rev. 0.0 3
3.4. Management of L.S.W.R Cargo

L.S.W.R Cargo
Low Sulphur Waxy Residue Cargo (L.S.W.R) is a residual product of fractional distillation. It is a
mixture of long residue and vacuum residue with diesel to meet specification. It has low sulphur and
high wax content and has high cloud point and pour point, hence, requires extreme care while
carriage.

3.4.1. Initial Preparation

Conduct DRA
Risk Involved:
a. Toxic exposure
b. Oil Spill
c. Fire and Explosion
Note:
Associated Procedural Hazards: Be guided by iDMS section: IMS-MO-CGO-CG-LSWR, in
a. Cooling of cargo below cloud point
addition pay special attention to,
Responsible Authority: a. The property of cargo
a. Chief Officer  Cloud Point (Temperature below which wax forms a
cloudy appearance)
Task Performer:  Pour Point
a. Chief Officer overall in charge b. Loading temperature
(Supervising)
c. Tank pre-heating requirement prior loading
b. Duty Officer (Monitoring)
d. De-ballasting and ballasting plan
c. Deck crew (Assisting)
e. Charterer’s heating requirement
f. Availability of cutter stock at discharge port

Prepare detailed cargo stowage,

loading and discharging plan

!
CAUTION

Prepare detailed heating plan To avoid clogging of lines, the cargo shall be loaded at a
minimum of 20oF above pour point

Leak test heating coils of all tanks,

check condition of steam trap.
Isolate leaking coils.

Drain main steam supply and

return line including branch line

Rev. 0.0 1
3.4. Management of L.S.W.R Cargo

3.4.2. Procedures and Precautions During Loading

1. Restrict the number of tanks being loaded together and de-ballast the adjacent ballast tank as fast
as possible, keeping draft, trim and stability of vessel in consideration.

2. Obtain permission from charterers and start heating cargo during loading operation.

3. On completion of loading or in the case of temporary stoppage, every effort should be made to
drain exposed section of cargo lines into a tank containing oil. This must be carried out immediately.

4. On completion of cargo arm draining and disconnection, the manifold drain line section shall be
immediately cleared by steam blowing.

3.4.3. Procedures and Precautions During Voyage

1. Do not stop heating, if temperature of the cargo is increasing beyond charterers requirement,
regulate heating by reducing the number of heating coils. Discontinuing heating will stop the
convection circulation and help in settling of cargo (wax formation) on the bulkheads and bottom
forming a blanket. If the blanket hardens, it will be extremely difficult to melt and result in high
clingage ROB.

2. Prior arrival discharge port, full open heating to each tank, this will increase the convection
circulation and melt any solidified cargo that may have formed during the voyage.

3.4.4. Procedures and Precautions During Discharging

1. Continue heating through out the discharge, do not stop heating till the tank is stripped.

2. In case of partial discharge, plan to discharge entire tank at once, if the quantity does not permit
entire tank discharge, leave at least 1 mtr of cargo in tank. Super heat the remaining cargo to 50oF
above pour point till discharging resume and the tank is completely empty.

3. Delay ballasting as far as possible and practical keeping draft, trim and stability of vessel in
consideration. As practical ballast tanks adjacent to cargo tanks being discharged.

4. For stripping tanks,

a. Once the cargo level has fallen below heating coils, strip/educt the tank immediately before
moving on to the next tank.
b. Maintain maximum trim permitted.
c. Keep sufficient cargo in a tank heated to 50oF above pour point as backflush material
d. If a tank has high ROB, backflush tank with heated cargo and re-strip

5. If receiver or charterer permits and provides, load about 5000 Bbls of cutter stock and wash tanks
with cutter stock during discharge.
Rev. 0.0 2
3.4. Management of L.S.W.R Cargo

6. If the discharge is temporarily stopped, every effort should be made to drain all cargo lines and
main pumps by stripping them dry into a tank containing oil. This must be carried out immediately
after the main pumps are stopped in order to prevent oil solidifying in the exposed pipelines on deck
and in the pumproom.

7. On completion of cargo arm draining and disconnection, the manifold drain line section shall be
immediately cleared by steam blowing.

Rev. 0.0 3
3.5. Shore Line Flushing

3.5.1. Requirement and Method

Sea water flushing/plugging of SBM and SPM shore line is carried out to eliminate risk of pollution in
case:
1. SBM, SPM or the shore line is scheduled for maintenance or renewal
2. Approaching severe weather with potential to cause destruction

METHOD
Sea water flushing of shore line can be carried out by the following two methods,
Method 1 - By pumping sea water stored in either slop tank or any cargo tank
Method 2 - By pumping sea water directly from cargo sea chest

3.5.2. Method 1 - By Pumping Sea Water Stored in Either Slop

Tank or any Cargo Tank

3.5.2.1. Initial Preparation

Obtain Letter of indemnity (LOI)

from charterer

Conduct DRA
Risk Involved:
a. Oil pollution
b. Cargo contamination
c. Electrostatic generation
Associated Procedural Hazards:
a. Excess or short intake of water
b. Pump room flooding
Responsible Authority:
a. Chief Officer
Task Performer Be guided by iDMS – Cargo section (IMS-
a. Chief Officer overall in charge MO-CGO-CS) and in addition, the
(Supervising) following points shall be taken in
b. Duty Officer (Monitoring)
account.
c. Deck crew (Assisting)
a. Identify tanks to be filled with water
b. Method of filling sea water in tank
Prepare shore line flushing plan c. Exact volume of water required
d. Identify pumps, lines and manifolds
being used for flushing
Conduct ship-shore key meeting,
discuss plan with shore
representative and complete
“Ship-shore key meeting form
FR-C01 “
Rev. 0.0 1
3.5. Shore Line Flushing
3.5.2.2. Procedure for Filling Water in Either Slop Tank or any
Cargo Tank
Case 1 – Using Tank Cleaning Line
For the purpose of explanation an example of
filling Slop Port is considered
Zero Check
Shut all tank cleaning machine and master
valves
Rotate spectacle blank of angle valve
(TC082) to open position
Connect portable hose to angle valve
(TC082) and closest fire hydrant
Tank Cleaning line Arrangement (Fig-1)
Open Slop Port machine valve (TC054),
check Slop Stbd machine valves (TC053,
TC055, TC056 & TC057), Residual oil tank
valve (TC066), Slop port bottom machine
valves (TC058, TC059 & TC060) and Slop
tank master valve (TC051) are shut
Open angle valve (TC082) and fire hydrant
Rev. 0.0
Case 2 – Using Cargo Sea Chest
For the purpose of explanation an example of
filling Slop Port is considered
IMPORTANT
It is advisable to fill water in slop tank or any cargo
tank using this method while the vessel is in ballast
condition
Zero Check
Shut all cargo valves including drain valves
on deck and in Pump room as listed in
line-up checklist
Swing cargo sea chest blank to open
position
Line up stripping pump, with discharge to
Slop Port
Line up COP, with discharge to Slop Port
via ODME re-circulation line
Start stripping pump and create vacuum
in pump room cross over line connected
to cargo sea chest
Open sea chest valve
Observe flow in stripping pump discharge
line to Slop Port
Start COP at minimum RPM
2
3.5. Shore Line Flushing

Start Fire/GS pump and start filling Slop Observe COP discharge to Slop Port
Port

Monitor Slop Port level Stop stripping pump

On reaching the desired volume, stop Monitor Slop Port level and fill desired
Fire/GS pump volume of water

Shut angle valve (TC082) and fire hydrant Stop COP on reaching desired volume

Dis-connect portable hose to angle valve Shut cargo sea chest valve and Swing
(TC082) and rotate spectacle blank to shut cargo sea chest blank to shut position
position

Line Diagram for Slop Tank Filling (Fig – 2)

Rev. 0.0 3
3.5. Shore Line Flushing

3.5.2.3. Procedure for Shore Line Flushing

On completion of cargo
operation, await instruction of
terminal for flushing

On receiving instructions from

terminal, line up COP having
direct feed from tank containing
sea water

Obtain permission from terminal

to commence line flushing

Once permission obtained.

Start COP at minimum RPM and
commence line flushing

Maintain flow rate/discharge

pressure as per terminal’s
instruction

Discharge entire quantity of

water stored in tank

On completion stop COP

Strip sea water present in cargo

line ashore using stripping pump
via MARPOL line

In case the terminal does not

permit stripping of sea water
present in cargo line ashore,
strip the line and collect sea
water in slop tank

Rev. 0.0 4
3.5. Shore Line Flushing

3.5.3. Method 2 - By Pumping Sea Water Directly from Cargo Sea

Chest

3.5.3.1. Initial Preparation

Obtain Letter of indemnity (LOI)

from charterer

Conduct DRA
Risk Involved:
a. Oil pollution
Associated Procedural Hazards:
a. Pollution through cargo sea chest
b. Pump room flooding
Responsible Authority:
a. Chief Officer
Task Performer
a. Chief Officer overall in charge
(Supervising)
b. Duty Officer (Monitoring)
c. Deck crew (Assisting) Note:
Be guided by iDMS – Cargo section (IMS-
MO-CGO-CS) and local port regulations
Prepare shore line flushing plan

3.5.3.2. Procedure for Shore Line Flushing

For the purpose of explanation an example of shore line flushing using No 1 COP and all manifolds is considered

Conduct ship-shore key meeting,

discuss plan with shore
representative and complete
“Ship-shore key meeting form
FR-C01 “

On completion of cargo
operation thoroughly strip
pumproom pipelines, COP and
separator

Rev. 0.0 5
3.5. Shore Line Flushing

Rotate spectacle blank of cargo

sea chest to open position

Line up stripping pump, to

discharge ashore via MARPOL
line and manifold drain line

Line up No 1 COP, to discharge

ashore via No 1 line and all
manifold connections

Obtain permission from terminal

to commence line flushing

Start stripping pump and create

vacuum in pump room cross over
line connected to cargo sea chest

Open sea chest valve

Observe flow in stripping pump

discharge line

Simultaneously start No 1 COP at

minimum RPM

Open No 1 COP discharge valve

and commence shore line
flushing

Stop stripping pump and shut

stripping pump suction and
discharge valve

Increase COP RPM and maintain

flow rate/discharge pressure as
per terminal’s instruction

Rev. 0.0 6
3.5. Shore Line Flushing

On completion shut discharge

valve and stop No 1 COP

Shut cargo sea chest valve and

Swing cargo sea chest blank to
shut position

Strip sea water present in cargo

line ashore using stripping pump
via MARPOL line and manifold
drain line

In case the terminal does not

permit stripping of sea water
present in cargo line ashore,
strip the line and collect sea
water in slop tank

Rev. 0.0 7
3.5. Shore Line Flushing

3.5.i. Method 2 - By Pumping Sea Water Directly from Cargo Sea Chest
For the purpose of explanation an example of shore line flushing using No 1 COP and all manifolds is marked

Rev. 0.0 8
3.6. Management of High Density Cargo

High Density Cargo

As stated in Annex 1 of MARPOL, high density or heavy grade cargo is,
1. Crude oil having density higher than 900 kg/m3 at 15oC
2. Oils other than crude oil having density higher than 900 kg/m3 at 15oC or a kinematic viscosity
higher than 180 mm2/s at 50oC
3. Bitumen, Tar and their emulsions
MARPOL Annex 1 restricts carriage of high density or heavy grade cargo to double hull tankers.

Procedures and Precautions

Obtain density information of
nominated cargo from charterers
Note:
Due to their high kinematic viscosity, bitumen, tar and their
emulsions require very high temperature to facilitate loading
and discharging. Therefore, they are carried on special ships
capable of handling very high temperatures.

Refer approved loading manual/

trim and stability booklet for
density restriction, quantity
restriction and tank level
restriction.
Prepare detailed cargo stowage,
loading and discharging plan
Confirm heating instruction for
proposed cargo from charterers
Inform vessel operator and
charterers, if proposed cargo
does not meet density restriction
Note:
1. Be guided by cargo loading manual/Trim and stability
booklet. If cargo nomination permits, plan cargo stowage as
pre standard loading conditions given in approved stability
booklet.
2. Stow cargo evenly, Do not carry out asymmetric
transverse loading.
3. While preparing loading or discharging plan, pay special
attention to shearing force and bending moment. Evenly
load/discharge cargo from all tanks to avoid build up of local
stresses.

Note:
1. Heating reduces viscosity of cargo and facilitates in
its loading and discharging
2. Be guided by Annex 2 of this section “Management
of heated cargo”

Loading, discharging and carriage of high density cargo is similar to that of other oil cargoes, the
procedures and precautions present in section 2 of this manual shall be followed when carrying high
density cargo.

Rev. 0.0 1
3.7. Blending and Commingling

3.7.1. Definition and Statutory Regulation

Blending
Physical blending refers to the process whereby
the ship's cargo pumps and pipelines are used
to circulate two or more different cargoes with
the intent to achieve a cargo with new product
designation.
Example – loading heavy crude oil grade A in
one set of tank and light crude oil grade B in
another set of tanks and using ships pumps and
pipelines to mix both grades of crude oil to
form medium grade crude oil with altered
density, viscosity, pour point, flash point etc.
Commingling
The operation of loading in the same cargo
space of same specification of cargo from
different sources such as different shippers or
port is known as commingling.
Example – loading fuel oil with density X from
one load port and fuel oil with density Y from
second load port to achieve fuel oil of
homogeneous density without altering any
other property of cargo as flash point, pour
point, sulphur content etc.

Statutory Regulation
SOLAS Chapter 5 “Carriage of Cargoes” - Regulation 5.2 prohibits blending of bulk liquid cargoes and
production processes during “sea voyages”

Exemptions
1. SOLAS states “This prohibition does not preclude the master from undertaking cargo transfers at
sea for the safety of the ship or protection of the marine environment.”
2. Passing of cargo through external heat exchanger for the purpose of heating is exempted from the
provision of SOLAS Chapter 5 regulation 5.2

Blending and Commingling

At Sea (During Sea Voyage) In Port

Prohibited as per SOLAS Load Port Discharge Port At Anchorage

Chapter 5 “Carriage of
Cargoes” - Regulation 5.2
Internal
In-Line Mixing In-Line Mixing
Transfer

Weighted
Mixing

Rev. 0.0 1
3.7. Blending and Commingling

3.7.2. In-Line Mixing Method

In-Line Mixing at Load Port

Different grades of cargoes are mixed in cargo lines of ship to form a homogeneous mixture and
loaded evenly in cargo tanks.
Example – Blending two different grades of cargo A and B. Cargo A loading arm is connected to No 1
manifold and cargo B loading arm to No 2 manifold, the cargoes are blended in top crossover section
and loaded via No 3 drop line in cargo tanks as per stowage plan.

In-Line Mixing (Fig-1)

Procedures

Loading while in line mixing is similar to loading single grade cargo. Follow procedures for “loading
single grade cargo” present in section 2 of this manual. In addition, pay attention to the following
points.

For the purpose of explanation an example of loading two grades (A & B) with grade A loading arm connected to No 1
manifold and grade B to No 2 manifold is explained.

Obtain information from Note:

charterers and terminal of 1. Obtain quantity and physical properties of individual
cargos being blended grades and blend product. In certain cases the property of
blend product significantly differ from original grades and
may require special attention while handling.
Example – In certain cases of crude oil mixing, wax dropout/
sedimentation occurs, if not handled correctly, it may result
in high ROB.
2. Obtain MSDS of individual grades and blend product.

Rev. 0.0 2
3.7. Blending and Commingling

Obtain Letter of indemnity (LOI)

from charterer

Prepare stowage plan and

loading plan

Note:
Conduct ship-shore key 1. Verify identity of cargoes and their nominated quantity
meeting and complete “Ship- 2. Agree on maximum loading rate, in such case maximum
shore key meeting form FR- loading rate shall be maximum loading rate of single
segregation
C01”

Shut No 1 and 2 drop line

valves and line up nominated
tank for loading using No 3
drop line only

Open manifold valves, tank

valves and commence loading

Precautions

1. The loading rates of both grades shall be same to achieve a homogeneous mixture.
2. There shall be no remains of previous cargo, as remains of previous cargo may alter property of
blend product.
3. The Bill of Lading shall have the correct description and quantity of blended cargo.

In-Line Mixing at Discharge Port

Different grades of cargoes are discharged simultaneously to blend and form a homogeneous mixture
in ships pipeline. The discharging process is similar to that of single grade cargo. Follow the
procedures for “Discharging single grade” present in section 2 of this manual.

Rev. 0.0 3
3.7. Blending and Commingling

3.7.3. Weighted Mixing Method

In Weighted Mixing two or more grades of cargos are mixed in a cargo tank basis weight percentage.
The grades are loaded sequentially in nominated cargo tanks to obtain desired final product.
Example- Vessel nominated to load a homogenous mixture of 30,000 MT cargo of grade 1 and 20,000
MT cargo of grade 2. On preparing the stowage plan No.1W COT has a loadable quantity of 6000 MT,
both grades shall be loaded in the percentage of their weight to form 6000 MT aggregate.
Total weight of cargo- 50,000 MT
Grade 1- 30,000 MT is 60% of total cargo weight
Grade 2- 20,000 MT is 40% of total cargo weight
Therefore weighted distribution in No.1W COT will be
Grade 1- 6000 X 60/100 = 3600 MT
Grade 2- 6000 X 40/100 = 2400 MT
This process is followed for all other nominated tanks.

Procedures

Follow procedures for “loading single grade cargo” present in section 2 of this manual. In addition the
following points shall be paid special attention.

For the purpose of explanation an example of mixing two grades is explained.

Note:
Obtain information from 1. Obtain quantity and physical properties of individual
grades and blend product. In certain cases the property of
charterers and terminal of blend product significantly differ from original grades and
cargos being blended may require special attention while handling.
Example – In certain cases of crude oil mixing, wax dropout/
sedimentation occurs, if not handled correctly, it may result
Obtain Letter of indemnity (LOI) in high ROB.
from charterer 2. Obtain MSDS of individual grades and blend product.

Prepare stowage plan and loading

plan Note:
1. Calculate ullages for intermediate (after completion of
every grade) and final stage of loading.
2. Pay attention to SF and BM for intermediate stage
3. Check intermediate and final load condition satisfy the
stability and port requirements.

Rev. 0.0 4
3.7. Blending and Commingling

Conduct ship-shore key meeting

and complete “Ship-shore key Note:
meeting form FR-C01” Verify identity of cargoes and
their nominated quantity

Carry out initial preparation for

loading first grade

Load first grade in all nominated

tanks

On completion of first grade

Note:
confirm quantity loaded and
Final ullages will vary due to varying temperature of the
quantity of second grade. Work cargo
out final ullages of the cargo
tanks

Carry out preparation for loading

second grade

Load second grade in all

nominated tanks as per plan

Precautions

1. When mixing two grades with significant density difference, grade with higher density shall be
loaded first followed by grade with lower density. Loading lower density grade first, will result in
improper mixing and formation of layers.
2. There shall be no remains of previous cargo, as remains of previous cargo may alter property of
blend product.
3. The Bill of Lading shall have the correct description and quantity of blended cargo.
4. Where grades are loaded from different load ports, the Bill of Lading issued at first load port shall
be surrendered and new Bill of Lading with final product description and quantity obtained at last
load port.

Rev. 0.0 5
3.7. Blending and Commingling

3.7.4. Internal Transfer Method

Internal Transfer
Internal transfer is controlled movement of cargo from one tank to another within the ships hull
using ships pumps and pipelines.
As vessels tanks are divided into groups and have a ringmain pipelines system for loading and
discharging, the internal transfer can be carried out using two methods,
Method 1 – By Gravity
Method 2 – Using cargo pump and drop line – Preferred for inter group tanks

Procedure

The detailed procedures and precautions for internal transfer using any of the two methods is given
in Annex 3.8 of this manual. In addition to the procedures present in Annex 3.8, the following points
shall be carried out.

Obtain clear and concise

instructions form charterers

Obtain Letter of indemnity (LOI)

from charterer

Obtain information of blend

product (Physical property,
hazards, MSDS etc.) from
charterers

If port has a designated area for

blending operation, vessel is
either anchored or drifting
within the demarked area.
Prepare transfer plan
Note:
Transfer plan shall cover the following points,
1. Nominated tanks, grade of cargo and quantity
2. Identity of pump and pipeline to be used
3. Stop ullages of tanks being transferred and final
ullages of tank being transferred to
4. Stability and stress for all stages of operation
(Shall avoid transverse asymmetric transfer)
5. Ballast operation for list and trim correction

Rev. 0.0 6
3.7. Blending and Commingling

Isolate and LOTO non-nominated

tanks

Transfer cargo as per plan

Rev. 0.0 7
3.7. Blending and Commingling

3.7.i. Line Diagram for In-Line Mixing at Discharge Port

For the purpose of these procedures an example of In-Line Mixing while discharging three grades simultaneously is marked.

Rev. 0.0 8
3.8. Internal Transfer

Internal Transfer
It is controlled movement of cargo from one tank to another within the ship’s hull.
Internal Transfer is required in the following cases:
1. For the purpose of Blending and Commingling
2. To relocate a parcel on instructions of charterers
3. After incident - For safety of ship and environment

Methods

Method 2
Method 1
Transfer using Cargo Pump
Transfer by Gravity
and Drop Line

3.8.1. Initial Preparation

Carry out initial preparation as per section 2.3.5.1. – “Discharging – Single Grade”. In addition, carry
out the following points.

Conduct DRA
Risk Involved:
a. Excess transfer
b. Tank overflow
c. Inadvertent transfer
Associated Procedural Hazards:
a. Damage due to pressure surge
b. Bottom cargo lines subject to high
pressure
Responsible Authority:
a. Chief Officer
Task Performer:
a. Chief Officer overall in charge
Note:
(Supervising)
b. Duty Officer (Monitoring) Transfer plan shall cover the following points
a. Identity of nominated feed tanks, cargo grade and quantity
c. Deck crew (Assisting)
for transfer
b. Identity of destination tanks, present ullages and space
available
c. Final ullages and quantity, of feed tanks and destination
Prepare internal transfer plan tanks
d. Identity of pumps and lines required for transfer
e. Stability and stress for all stages of operation
(Avoid transverse asymmetric transfer)
Isolate and LOTO Non-Nominated f. Ballast operation for list and trim correction
tanks

Rev. 0.0 1
3.8. Internal Transfer

3.8.2. Method 1 – Transfer by Gravity

IMPORTANT
Transfer by gravity is only possible in cases where the destination tank is either empty or has cargo at
lower level than feed tank

In case bottom lines are empty, Note:

air shall be removed from the line To remove air from empty bottom line carry out the
following steps,
to avoid pressure surge
1. Open all drop valves
2. Open all deck crossover valves
3. Open air escape valves
4. Select the feed tank or destination tank with least head
Once bottom lines are filled, open
5. Partially open (10% open) tank main bellmouth valve and
main bellmouth valve of fill the bottom lines
destination tank 6. Keep drop valves, deck crossover valves and air escape
valves open through out transfer operation

Open main bellmouth valve of

feed tank

Confirm cargo is transferring from

correct feed tanks to correct
destination tanks

Monitor ullage of all tanks

including Non-Nominated tanks
using portable and remote
gauging devices

Upon completion of transfer shut

the feed tank main bellmouth
valve followed by destination
tank main bellmouth valve

Transfer ballast to correct list and

trim

Prepare new ullage sheet and

make entry in Oil Record book

Rev. 0.0 2
3.8. Internal Transfer

3.8.2. Method 2 – Transfer using Cargo Pump and Drop Line

IMPORTANT
This method of transfer is only possible in cases where the destination tank and feed tank are from
different cargo groups.
For the purpose of explanation an example of transferring cargo from 6W COT of group 3 to 2W COT of group 2 is
explained.

Shut port and stbd manifold

valves and blank them

Check all cargo tank IG isolating

valves to the main IG line are
open and locked and all spectacle
blanks are swung to the open
position

Test COP emergency trip

Oil spill containment and fire

fighting equipment in readiness

Zero Check
Shut all cargo valves including
drain valves on deck and in Pump
room as listed in line-up checklist

Line up vacuum stripping (AUS)

system

Line up as follows,
a. Open No 3 line master valve
b. Open No 2 drop
c. Open No 2 and 3 deck
crossover valves
d. Open 2W COT tank main
bellmouth valves

Rev. 0.0 3
3.8. Internal Transfer

Start No 3 COP at minimum RPM

with feed from 6W COT

Open discharge valve and start
transfer
Confirm cargo is transferring from
6W COT to 2W COT
!
CAUTION
The bottom lines are designed for a lower pressure rating.
Therefore, Monitor discharge pressure of COP. Do not exceed
discharge pressure at COP head, more than working pressure
of the suction side of the cargo lines.

Monitor ullage of all tanks

including Non-Nominated tanks
using portable and remote
gauging devices

Upon completion stop COP, shut

bulkhead master valve and 6W
COT bellmouth valve
Strip pump room and riser
section of pipeline to destination
tank using MARPOL line and No 2
Manifold drain line
On completion of line stripping
shut 2W tank bellmouth valves
IMPORTANT
Do not strip bottom lines (cargo tank section of
line) in loaded condition,
1. An empty cargo line can suffer structural damage
due to constant pressure being exerted by liquid
head.
2. On stripping cargo lines air gets filled in the
bottom pipeline, this pocket of air, if not vented
properly can cause pressure wave/shock wave and
result in structural damage.

Transfer ballast to correct list and

trim

Prepare new ullage sheet and

make entry in Oil Record book

Rev. 0.0 4
3.8. Internal Transfer

3.8.i. Line Diagram for Method 2 – Transfer using Cargo Pump and Drop Line
For the purpose of explanation an example of transferring cargo from 6W COT of group 3 to 2W COT of group 2 is marked.

Rev. 0.0 5
3.9. Cargo Handling in Cold Climate

Crude oil is a mixture of volatile liquid hydrocarbons mainly paraffins, naphthenes and aromatics. The
naphthenes form the heavy products and residues of crude oil. Crude oil freezes between -40 to -60
o
F. However, the heavy products and suspended residues in crude oil solidify way above its freezing
point and therefore require special attention while handling in cold climate.

3.9.1. Preparation Prior Arrival Cold Climate Area

Be guided by iDMS section “IMS-MO-CGO-CS section 5.17” and checklist CL-S12 “Cold Weather
Checklist”

3.9.2. Precautions while Handling Cargo in Cold

Climate

LOADING OPERATION
1. Obtain cargo information from charterers prior arrival, check pour point, cloud point (Temperature
below which wax forms a cloudy appearance) and heating requirement.
2. De-ballasting operation shall be carried out as fast as possible, keeping vessel’s stability, stress and
draft in consideration.
3. In case of loading heated cargo in extremely cold condition, steam line shall be warmed up and
kept ready prior arrival load port.
4. In case of loading heated cargo with high pour point in extremely cold condition, the loading lines
shall be immediately drained once loading is completed or suspended.
5. On completion of draining and disconnecting loading arms, the drain lines shall be cleared using
compressed air or steam and drain valves left open.

DISCHARGING OPERATION
Non-Heated Cargo
1. If cargo property permits, obtain permission form commercials and heat cargo present in slop tank
for back flush use.
2. Strip each tank immediately after completing bulk discharge, do not postpone stripping as this will
allow cargo to cool down and settle residues.
3. In case of high ROB back flush tank with cargo from slop tank and re-strip the tank.
4. If cargo is suitable for COW, carryout COW of tanks with high ROB.
5. Delay ballasting as far as possible and practical keeping draft, trim and stability of vessel in
consideration. As practical ballast tanks adjacent to cargo tanks being discharged.

Heated Cargo
1. In case of discharging heated cargo, the temperature of cargo will fall rapidly once it is below the
heating coils. The tank shall be stripped immediately and heating stopped only on completion of
stripping.
2. If a heated cargo is discharged in very cold weather and the discharge is temporarily stopped,
every effort should be made to drain all cargo lines and main pumps by stripping them dry into a tank
containing oil. This must be carried out immediately after the main pumps are stopped in order to
prevent oil solidifying in the exposed pipelines on deck and in the pumproom.

Rev. 0.0 1
3.9. Cargo Handling in Cold Climate

3. If a fairly lengthy stop occurs after the level of cargo in a tank has fallen below the heating coils, the
level should be raised by gravitating cargo from another tank. Pumping should recommence only
after the temperature has been raised to the permissible maximum.
4. On completion of draining and disconnecting loading arms, the drain lines shall be cleared using
compressed air or steam and drain valves left open.
5. Delay ballasting as far as possible and practical keeping draft, trim and stability of vessel in
consideration. As practical ballast tanks adjacent to cargo tanks being discharged.

3.9.3. Precautions while Handling Ballast in Cold

Climate

1. While handling ballast in sub zero condition, ballast tank vents should be free from ice formation
for free flow of air. Prior arrival port, during port stay and prior departure port, any ice formation on
ballast tank vents should be removed promptly.
2. Sounding pipes shall be covered with canvas to avoid freezing and same removed prior operation.
3. To avoid freezing, salt water should be ballasted, if vessel is trading in fresh water area, the
ballasted fresh water should be replaced with salt water at first opportunity.
4. Periodic lowering and raising of ballast water surface shall be carried out to avoid freezing.
5. Sea chest must be kept free from ice formation by air bubbling or heating.

Rev. 0.0 2
3.10. Cargo Calculation

3.10.1. Formulas and Terminology

Volume: The space occupied by a substance is volume. Units of volume are m3, Barrels, Liters etc.
Total Observed Volume (TOV): It is Total Observed Volume of cargo at observed temperature
including free water. The present temperature of oil in tank is observed temperature.
Gross Observed Volume (GOV): TOV – Free Water
Gross Standard Volume (GSV): Gross oil volume at standard temperature. 15 oC and 60 oF are
standard temperature.

Density: It is mass of a unit volume of a substance. Units of density are g/cm3, Kg/m3,T/m3 etc.
For oil calculation, density can be provided by supplier in any of the following formats,
1. Density at 15 oC - This is the mass per unit volume of oil at 15 oC
2. Relative density at 60 oF – This is the density of oil at 60 oF divided by the density of water
3. API Gravity – Mathematical number published by American Petroleum Institute which bears a
mathematical relation to relative density.
API gravity at 60 oF = (141.5/ Relative Density at 60 oF) – 131.5

Mass: Volume x Density

The above formula forms the basis of all calculation. Mass of oil does not change with temperature.
Volume of oil increases with increase in temperature and vice verse. Density of Oil reduces with
increase in temperature. Therefore, to avoid any ambiguity a standard temperature is used for all
calculations.

Volume Correction Factor (VCF): It is the factor obtained from ASTM tables to correct observed
volume to standard volume.
GSV = GOV x VCF

Weight Correction Factor (WCF): It is the factor obtained from ASTM tables to convert standard
volume into mass.
Mass = GSV x WCF

On Board Quantity (OBQ): Quantity of cargo present onboard prior loading operation.

Total Calculated Volume (TCV): TCV = GSV + Free Water

Total Received Volume (TRV): TRV = TCV - OBQ

Free Water: It is the water that exists as a separate layer below the oil.

Rev. 0.0 1
3.10. Cargo Calculation

3.10.2. Procedure for Calculating Weight of Cargo

Case 1 Case 2 Case 3

With API With Relative Density With Density at 15oC

Calculate Observed Volume Calculate Observed Volume Calculate Observed Volume

in US Barrels in US Barrels in Cubic Meters

Use ASTM table and obtain Use ASTM table and obtain Use ASTM table and obtain
VCF VCF VCF
Table 6A – For Crude Oil Table 24A – For Crude Oil Table 54A – For Crude Oil
Table 6B – For Product Oil Table 24B – For Product Oil Table 54B – For Product Oil

Calculate Standard Volume in Calculate Standard Volume in Calculate Standard Volume in

US Barrels US Barrels Cubic Meters
GSV = GOV x VCF GSV = GOV x VCF GSV = GOV x VCF

Use ASTM table and obtain
WCF for Long Tons and
Metric Tons
Table – 11 for Long Tons
Table – 13 for Metric Tons
Use ASTM table and obtain
Use ASTM table and obtain WCF for Long Tons and
WCF for Long Tons Metric Tons
Table – 29 for Long Tons Table – 57 for Long Tons
Table – 56 for Metric Tons

Weight in Long Tons = GSV x Weight in Long Tons = GSV x Weight in Long Tons = GSV x
WCF (Table 11) WCF (Table 29) WCF (Table 57)

Weight in Metric Tons =

Weight in Metric Tons = GSV Weight in Metric Tons = GSV
Weight in Long Tons x
x WCF (Table 13) x WCF (Table 56)
1.01605

Note:
Table 6A & 6B – These tables are entered using API and Observed Temperature.
Table 24A & 24B – These tables are entered using Relative Density and Observed Temperature.
Table 54A & 54B – These tables are entered using Density at 15oC and Observed Temperature.
Rev. 0.0 2
3.10. Cargo Calculation
3.10.3. Procedure for Calculating Draft
Obtain cargo nomination (either
in Metric Tons or Standard
Volume), API or Density and
Loading Temperature
If cargo nomination is in
Standard Volume, Obtain WCF
from ASTM tables and convert to
Metric Tons
Obtain Light Ship displacement
from Stability Booklet
Calculate Deductibles
Calculate Displacement.
Displacement = Light Ship
displacement + Deductibles +
Cargo Nomination
For calculated displacement,
obtain corresponding salt water
draft from hydrostatic tables
Apply Fresh Water Allowance to
salt water draft and obtain
corresponding fresh water draft
FWA= Displacement/(40 x TPC)
in mm
FW Draft = SW Draft + FWA
Rev. 0.0
Obtain VCF from ASTM tables
and convert standard volume to
observed volume.
Check if vessel can volumetrically
accommodate the nominated
quantity
If NO, calculate the maximum
observed volume vessel can load
at the maximum temperature
expected during the voyage.
This observed volume should not
be more than 98% of total tank
volume.
Apply VCF and WCF to obtain
corresponding weight of cargo.
Use this weight to calculate
corresponding draft
Deductibles is sum of the following,
1. Unpumpable Ballast
2. Bunkers (HFO, MGO, DO and LO)
3. Fresh Water
4. Constant – Obtain from stability booklet
5. Sag quantity – Sag in cm x TPC
(Check past record of SAG experienced by
your vessel. If no record available, Consider
minimum 5 cm sag for Aframax size tankers
and 10 cm sag for VLCC)
3
3.10. Cargo Calculation

3.10.4. Procedure for Calculating Maximum

Loadable

Obtain maximum loadable draft. Note:

API or Density and Loading
Temperature of proposed cargo
In case of fresh water draft.
Apply Fresh Water Allowance to
fresh water draft and obtain
corresponding salt water draft
FWA= Displacement/(40 x TPC)
in mm
SW Draft = FW Draft - FWA
Maximum loadable draft will be the one
having least value of the following,
1. Summer draft in summer zone
2. Tropical draft in tropical zone
3. Winter draft in winter zone
4. Draft restriction at load port
5. Draft restriction at discharge port
6. Draft restriction to transit shallow area
7. Draft restriction due to seasonal zone
transit

Obtain displacement for the

corresponding salt water draft
from hydrostatic tables

Deductibles is sum of the following,

Obtain Light Ship displacement
from Stability Booklet
Calculate Deductibles
Calculate cargo loadable.
Cargo Loadable = Displacement –
(Light Ship displacement +
Deductibles)
1. Unpumpable Ballast
2. Bunkers (HFO, MGO, DO and LO)
3. Fresh Water
4. Constant – Obtain from stability
booklet
5. Sag quantity – Sag in cm x TCP
(Check past record of SAG experienced by
your vessel. If no record available,
Consider approximately 5cm sag for
Aframax size tankers and 10cm sag for
VLCC)

Obtain WCF from ASTM tables

and convert Metric Tons of cargo
to standard volume.
GSV = Weight / WCF

Obtain VCF from ASTM tables

and convert GSV to GOV
GOV = GSV / VCF

Rev. 0.0 4
3.10. Cargo Calculation

3.10.5. Procedure for Calculating Approximate

Density of Commingled Cargo

Vessel has loaded two grades A

& B. The GSV and API of both
grades are known.
Grade A - GSVA and APIA
Grade B - GSVB and APIB

For Grade A
Obtain WCFA from ASTM tables
and calculate Weight of Grade A
(WeightA)
WeightA = GSVA x APIA

For Grade B
Obtain WCFB from ASTM tables
and calculate Weight of Grade B
(WeightB)
WeightB = GSVB x APIB

Calculate final WCFF of cargo

WCFF= (WeightA + WeightB)/
(GSVA + GSVB )

Enter ASTM table 13 and read

out the API corresponding to
WCFF

Note:
o
In case the vessel is provided with Density at 15 C, use volume in cubic meters and follow the same
procedure as mentioned above. Use ASTM table 56 to obtain Density at 15oC for corresponding WCFF

Rev. 0.0 5
3.10. Cargo Calculation

3.10.6. Wedge Formula for Calculation of ROB

HAND DIPPING UTI ULLAGE

POINT POINT
U
TOP

CARGO TANK

AFT BHD D FWD BHD

h S
BTM

WEDGE FORMULA

V = 1 x { ( U – D x F) x F + S}2 x W
(2F)
Where,
V: Volume of liquid (m3)
F: Trim factor (Trim/LBP = h/l )
U: Distance between sounding measuring point and aft bulkhead of the tank (m)
D: Depth of tank at sounding measuring point (m)
S: Sounding measured from sounding measuring point (m)
W: Width of tank bottom at tank’s aft bulkhead position (m)
The volume of liquid obtained from the above formula is approximate volume as, the formula is true
for box shaped cargo tank. Vessel’s tanks are seldom box shape and they contain internal structures,
heating coils, pipelines etc. which result in discrepancies.
Condition of Use:
The cargo in tank in not touching the forward bulkhead of tank resulting in cargo wedge.
Precautions while using Wedge formula:
1. Observe sounding of tank at all available locations to ensure the cargo is not touching the forward
bulkhead of tank.
2. Measure sounding from the aftermost sounding point or sounding point with wedge data
available. Do not use radar gauge/remote gauge to obtain soundings.
3. Keep vessel upright (No list), to avoid list correction.
4. Remnant cargo is liquid. Do not use this formula in case of sludge ROB.

Rev. 0.0 6
3.11. Precautions for Ballast Water Exchange

IMPORTANT
Conduct ballast water exchange as per approved Ballast Water Management Plan

Planning Stage

Conduct DRA
Risk Involved:
a. Personnel Injury due to unsafe access
to deck area
Associated Procedural Hazards:
a. Oil Pollution
b. Structural Damage
c. Freezing of ballast water in sub zero
condition
d. Non- compliance with IMO stability Note:
criteria The plan should be in accordance with approved ballast
Responsible Authority: water management plan and in addition the following
1. Chief Officer points must be taken into account:
1. Stability and strength calculation of each stage
Task Performer: 2. Any stability restriction as per trim and stability manual
1. Chief Officer overall in charge 3. IMO stability and bridge visibility criteria
(Supervising) 4. Number of deck openings for flow through method
2. Duty Engineer and Duty Officer 5. Time required for operation
(Monitoring) 6. Region of water ballast exchange
3. Pump man and Deck crew (Assisting) 7. Traffic density expected during the exchange operation
8. Local regulations for the Ballast Exchange, example - Black
sea countries, Great lakes (Canada) etc.
9. Additional work load of master and crew
Draw ballast water exchange plan

Operation Stage

Flow Through Method: Sequential Method:

1. Inspect ballast water surface prior starting 1. This method shall be carried out in fair
exchange weather condition to reduces effects of
2. Carry out exchange using tank openings dynamic stresses, pounding and sloshing
specified in ballast water management plan 2. Each tank should be discharged until ballast
3. Open all specified openings to reduce thrust pump looses suction
acting on bulkheads and pipelines 3. It is recommended that prior refilling the
4. Flow through method is not recommended tank, approximately 5% volume of water shall
in weather conditions that would result in icing be filled and removed for sediment control.
5. Sounding caps, manhole covers and other
loose items should be stored safely
6. Ballast pump discharge pressure should not
be more than working pressure of ballast line
7. As per MEPC.288(71) guidelines, vessel
should pump three times the volume of each
tank to achieve 95% of volumetric exchange
Rev. 0.0 1
3.12. Precautions for Heavy Weather Ballasting

IMPORTANT
Carry out heavy weather ballasting as per condition given in approved Trim and Stability booklet

Planning Stage

Conduct DRA
Risk Involved:
a. Oil Pollution
Associated Procedural Hazards:
a. Oil Pollution
b. Pressure surge in pipe line
Responsible Authority:
1. Chief Officer
Task Performer:
1. Chief Officer overall in charge Note:
(Supervising) 1. Ship specific plan shall be drawn for Heavy Weather
2. Duty Engineer (Monitoring) Ballasting in accordance with condition given in trim and
3. Pump man and Deck crew (Assisting) stability booklet.
2. If circumstances permit cargo tanks dedicated for heavy
weather ballast shall be crude oil washed.
3. All cargo pumps and associated pipe lines shall be
Precautions prior heavy weather thoroughly drained and stripped.
ballasting

Operation Stage

Following precautions shall be carried out:

1. Heavy weather ballast shall only be carried in dedicated heavy weather ballast tank or tanks.
2. Free fall ballasting should not be carried out for ballasting cargo tanks.
3. Cargo tanks shall be inerted prior heavy weather ballasting.
4. Sufficient vacuum shall be created using stripping pump before opening sea chest.
5. To vent air from cargo bottom line, tank valve should be opened first.
6. Alteration of course shall be considered until vessel has taken sufficient ballast to minimize
sloshing.
7. While conducting heavy weather ballasting the expelled gas must be vented through recognized
venting system.
8. Stress and stability parameters shall be monitored at all stages of operation
9. Ullage of heavy weather ballast tank shall be monitored continuously
10. Clear instruction shall be given to the deck watches for safe access to the deck.
11. Appropriate entries shall be made in Oil Record Book
12. De-ballasting of heavy weather ballast shall be carried out via ODME in accordance with MARPOL
regulation.
a. If the tank was crude oil washed prior ballasting, the ballast water is considered as clean
ballast and shall be de-ballasted using ODME working in 15 ppm alarm mode.
b. If the tank was not crude oil washed prior ballasting, the ballast water is considered as dirty
ballast and shall be de-ballasted using ODME working in 30 L/Nm alarm mode.

Rev. 0.0 1
 FR-C09-PT

3.13. Sample Tank Cleaning Plan Rev No: 0.0

Rev Date: 01.05.17
Approved By: MR

Tank Cleaning Plan

Vessel: Sample Date:
DAY 1 DAY 2
Tank / Line
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1C
1P
1S
2C
2P
2S
3C
3P
3S
4C
4P
4S
5C
5P
5S
SLP P Heating
SLP S Heating
NO 1 LINE
NO 2 LINE
NO 3 LINE

DAY 3 DAY 4
Tank / Line
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1C
1P
1S
2C
2P
2S
3C
3P
3S
4C
4P
4S
5C
5P
5S
SLP P Heating
SLP S Heating
NO 1 LINE
NO 2 LINE
NO 3 LINE

Rev. 0.0 1
IMS-FC-CGO To be filed in File:
 FR-C09-PT

3.13. Sample Tank Cleaning Plan Rev No: 0.0

Rev Date: 01.05.17
Approved By: MR

DAY 5 DAY 6
Tank / Line
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1C
1P
1S
2C
2P
2S
3C
3P
3S
4C
4P
4S
5C
5P
5S
SLP P
SLP S
NO 1 LINE
NO 2 LINE
NO 3 LINE

Procedure Employed:

1. Person overall incharge of conducting this operation is C/O. He will be assisted by an OOW in CCR and 2 watchkeepers on deck as per duty roster prepared and attached with this plan.
2. Initial stage - Team 1, two members will change over cargo seachest blank. Team 2, two members will swing tankcleaning heater blanks.
3. Check O2 content of all tanks at 3 levels, record same in port log. The O2 content in tanks shall be less than 5% by Vol. Maintain 800 mmWG pressure in all tanks.
4. Line up stripping pump to discharge water to Slop P. Creat a vacuum in sea chest line and open sea chest while the pump is running continiously. Once the line is flushed and is filled with sea water,
start no 1 COP and flush no 1 line P/Rm section, main deck section, drop section and bottom line, returning the water to slop P. Follow the same process for line 2 and 3.
5. Fill approx xxx m3 of water in Slop P (Dirty Slop). Start heating of Slop P to maintain temp of water around 50 deg C.
6. Hot water wash Slop S, 3 cycles of full wash at mininum speed, with suction from and discharge to Slop P. (If provided, use tank cleaning heater for heating water, set TC heater temp at 65 deg C.)
7. Upon completion of Slop S stripping. Open seachest and fill approx xxx m3 of water in Slop P keeping the decanting valve between Slop P and S open.
8. Start heating Slop S to maintain temp of water anound 50 deg C.
9. Line up 1C COT for hot water washing, set machines on full wash cycle at minimum speed. Once ready start No1 COP and start eductor, suction from Slop S and discharge to Slop P.
10. On completion of 3 complete cycles of full wash stop hot water washing of 1C COT, educt the tank and verify using sounding rod.
11. Change over 1C COT for purging using dilution method, For dilution method, open PV valve manually or purge stack, Keep IG branch valve of 1C COT open and shut IG branch valves of all other tanks
except Slop P & S.
12. Line up 1W COT for hot water wash as per directions mentioned in step 9 and 10.
13. On completion of 1W COT hot water washing and 1C COT purging, change over to purging of 1W COT as per directions mentioned in step 11.
14. On completion of purging of 1C COT, shut the IG branch inlet valve to 1C COT and swing the blank on IG branch line to closed position. Open manholes of 1C COT for rigging hydroblower and start
gas freeing 1C COT using hydroblower.
15. Hot water wash, purge and gas free all tanks concurrently as per bar diagram mentioned above following the directions mentioned in steps 9 to 14.
16. For washing group 2 tanks, use of no 2 COP is preffered with suction from Slop S and discharge to Slop P.
17. For washing group 3 tanks, use of no 3 COP is preffered with suction from Slop S and discharge to Slop P.

18. On completion of Hot water washing of 5W COT. Trip the COP and strat stripping pump to educt all lines including COP and seperator.
19. Allow the water in slops to settle for atleast 18 hrs, keep heating for this time period maintain temp of slops around 40 deg C.
20. After 18 hrs of setteling time, obtain the ullage and interface of both tanks. Stop heating for Slop S. Line up ODME for decanting Slop S using No 1 COP or stripping pump.
21. Start CPO or Stripping pump with suction from slop S and discharge overboard using ODME. Dischage Slop S. Keep a continious watch overboard and on the level of slop S using UTI.
22. Line up Slop S for hot water washing, Use no 1 COP with suction from Slop P and discharge to Slop P
23. Once water washing of Slop S is completed, change over tank for purging, followed by gas freeing. Use directions mentioned in step 11 and 14.
24. On completion of washing allow Slop S to settle for atleast 18 hrs, obtain accurate ullage and interface. Stop heating for Slop S. Open IG branch valve of Slop S. Line up ODME for decanting Slop S
using stripping pump.
25. Start Stripping pump with suction from slop P and discharge overboard using ODME. Dischage Slop P till 1.5m of allowance from interface. Keep a continious watch overboard and on the level of slop
S using UTI.
Rev. 0.0 2
IMS-FC-CGO To be filed in File:
 FR-C09-PT

3.13. Sample Tank Cleaning Plan Rev No: 0.0

Rev Date: 01.05.17
Approved By: MR

S using UTI.

IMPORTANT POINTS:
1. Purged tank shall have HC vol in tank is less than 2% vol and H2S ppm less than 5 PPM.
2. Gas free tank shall have HC vol less than 1% LEL, H2S 0 ppm and O2 20.9% vol.
3. When obtaining gas readings ventilation shall be stopped and tank depressurized. The readings shall be obtained from multiple locationsand at three levels.
4. All ODME operation will be carried out only during daylight, with a watchkeeper standing by at the discharge location.
5. Both IG blowers will be used for purging. Both blowers combined capacity is - xxxx m3/hr
6. For Gas freeing hydro blowers will be used. Individual hydro blower capacity is - xxxx m3/hr at x bar of drive pressure.

TOTAL TIME FOR THE FULL OPERATIONS IS

Cleaning the lines Changing over blanks filling slop tanks and heating ESTIMATED:
126 Hrs including 36 hrs of settling time
Purging Gas freeing using portable fan

Tank cleaning Decanting of slops

Gas freeing using inert gas fans Settling of slop tank Prepared by C/O Verified by Master
Name: Name:

Rev. 0.0 3
IMS-FC-CGO To be filed in File:
3.14. Guidelines for Entries in Port Log

3.14.1. Standard Entries in Port Log

Pre-arrival Check Entries:

1. Testing of cargo tank overfill, high level and low level alarms.
2. Testing of cargo tank high pressure and low pressure alarms.
3. Condition of cargo tank IG isolation valves.
4. Lift check for all PV valves and operational condition.
5. Cargo tank atmosphere including readings of Oxygen, HC and Toxic gases (H2S, CO etc.).
6. Draining and plugging of drip trays, savealls and deck scuppers.
7. Readiness of Wilden pump (if provided) and Dump valve.
8. Readiness of Oil Spill containment and clean-up equipment.
9. Readiness of Fire fighting equipment.
10. Condition/Status of accommodation natural vents and Air-conditioning intake.
11. Condition of hydraulic system for valve operation.
12. Testing of high wind and high-high wind alarm.
Additional for Discharge Port
13. Operational test of IG plant including IG alarms and trips.
14. Testing of emergency shut down system (pump trips).

Cargo Operation Entries:

Common Entries
1. Ship Shore Key meeting.
2. Tank gauging, calculation and sampling
3. Vessel line up for operation and independent check of line up
4. Communication between vessel and terminal
5. Hourly safety and security rounds of deck and accommodation and findings noted. Example –
Sighting of oil slick, breach of security etc.
6. Hourly safety rounds of pumroom and findings
7. On arrival record of soundings and density at berth
8. Comparison of visual draft, draft gauges and calculated draft.
9. Timing when moorings were adjusted
10. Details of fuel oil, lube oil bunkering operation including grade, quantity, tank identity, start time,
completed time etc.
11. Details of fresh water bunkering operation including quantity, tank identity, start time, completed
time etc.
12. Details of deslopping operation including quantity, tank identity, start time, completed time etc.
13. Receipt of stores/spares /provision.
14. Adverse weather condition example – Lightening, squall etc.

Loading Operation
Additional entries for loading operation.
1. Water ballast surface check prior de-ballasting.
2. Time of commence loading, identity of cargo and identity of tanks being loaded. (Make separate
entry for each parcel)
3. Time when maximum loading rate is achieved and any change of rate.

Rev. 0.0 1
3.14. Guidelines for entries in Port Log

4. Commence de-ballasting time and identity of tanks being de-ballasted.

5. Starting and stopping time of ballast pumps.
6. Ship shore cargo quantity comparison.
7. Time when loading rate was reduced to topping off rate.
8. Topping Off cargo tanks including identity of tank and final ullage.
9. Time loading completed

Discharging Operation
Additional entries for discharging operation
1. Testing of emergency shut down system (pump trips).
2. Starting and stopping time of inert gas system including identity of IG blower.
3. Starting and stopping time of cargo pumps including stripping pump.
4. Time of commence discharge, identity of cargo and identity of tanks being discharged. (Make
separate entry for each parcel).
5. Time when maximum rate is achieved.
6. Time of commence ballasting including identity of ballast tanks.
7. Starting and stopping time of ballast pumps.
8. Starting and stopping time of eductor including identity of eductor, feed pump and feed tank.
9. Crude Oil Washing operation including identity of tank, start/stop time, washing pattern and oxygen
content of tank.
10. Status of ballast tank HC detection system.

Special Operation
1. Detailed record of tank cleaning, inerting, purging and gas freeing operation including start/stop
time. Identity of tank, method used etc.
2. SBM operation – The lead and direction of SBM at regular interval.

Rev. 0.0 2
3.14.2. Port Log Sample

Date: DD/MM/YY Port:xxxx Moorings: 3x2x2 Fwd and Aft

Cargo Operation: Loading / Discharging

Time Activity
Sample Entries for Pre-Arrival Checks
xxxxx Pre arrival checks/tests carried out as per CL-C01
High level and overfill alarms tested
Tank high pressure, low pressure alarm tested
Firefighting equipment and Oil spill equipment ready for use
Port and Stbd wilden pump tried out and in order
Oxygen reading checked in all cargo tank and found less than 5% by Volume
Natural vents shut and AC on partial circulation
All IG branch valves in open position and PV valve in auto position
All save all trays drained and plugged
All scuppers shut

(Signature of person conducting Pre Arrival Checks) ( Date: DD/MM/YY)

Sample Load Port Entries

xxxx Water ballast surface checked for traces of oil prior de-ballasting. (Stamp and signature)
xxxx Vessel all fast
xxxx Shore gangway rigged
xxxx Commence Key meeting with loading master
xxxx Commence Cargo Gauging
Completed Key Meeting and Ship Shore Safety Checklist, Communication check carried out
xxxx
with terminal on VFH Ch xx
xxxx Completed Cargo Gauging
xxxx Line up for loading completed by P/Man and 2/Off
xxxx Line checked by C/O and AB, Vessel informed Terminal that vessel is ready to receive cargo.
xxxx Commence loading cargo xxxx into 1W COT. Mastriser valve open.
xxxx Vessel receiving cargo in 1W COT

Rev. 0.0 3
3.14.2. Port Log Sample

xxxx 1W, 2W, 4W & 5W COT valve full open

xxxx Vessel request terminal to increase to maximum loading rate of 50,000 Bbls/Hr

xxxx Commence de-ballasting by gravity from 1W, 2W, 3W & 4W WBT

xxxx AB xxxx carried out inspection of gangway and mooring lines. Mooring lines tended.

Deck safety and security round completed. Item “R” of ship shore safety checklist complied
with and in order. No breach of security observed.
xxxx Pump room safety round completed, ventilation, illumination and communication. Pump room

bilges found dry.

xxxx No.1 WBP started sea to sea.

xxxx Terminal suspended loading. Tank valves of 1W, 2W, 4W & 5W shut.

xxxx Tank valves of 1W, 2W, 4W & 5W Open. Resume Loading

xxxx Communication check carried out with terminal.

xxxx Cargo Figures comparison carried out, Ship Figure xxxx Bbls GSV, Shore Figure xxxx Bbls GSV

xxxx Completed de-ballasting

xxxx No. 1 WBP stop

xxxx Loading rate reduced to topping off rate of 10,000 Bbls/hr

xxxx No 5P COT top off. Final Ullage – 2.20 m, Avg Temp – 90 oF

xxxx Completed loading. Manifold valve shut. Mastriser valve shut

Sample Discharge Port Entries

xxxx Vessel all fast Ballast tank HC detection system switched off prior ballasting (for tanks xxxxx).

xxxx Shore gangway rigged

xxxx Commence Key meeting with loading master

Completed Key Meeting and Ship Shore Safety Checklist, Communication check carried out
xxxx
with terminal on VFH Ch xx
xxxx Commence Cargo Gauging and sampling

xxxx Completed Cargo Gauging and sampling

xxxx Line up for discharging completed by P/Man and 2/Off

xxxx Line checked by C/O and AB, Vessel informed Terminal ready to discharge cargo.

Rev. 0.0 4
3.14.2. Port Log Sample

xxxx Completed filling up of all COPs from No.1 COT

xxxx Terminal ready to receive cargo, communicated by terminal on VHF xxx

xxxx IG system started, No 1 boiler uptake and No 1 Blower

xxxx Commence discharging from No.1 COT using No.1 COP

xxxx Pump room safety round completed, COP casing temperature monitored, no abnormal

vibration or sound noted

xxxx Terminal requested vessel to increase to maximum discharge rate of 50,000 Bbls/Hr

xxxx 2W, 3W & 4W COT valve full open

xxxx No. 2 COP started

xxxx AB xxxx carried out inspection of gangway and mooring lines. Mooring lines tended.

Deck safety and security round completed. Item “R” of ship shore safety checklist complied
with and in order. No breach of security observed.
xxxx No.3 COP started

xxxx AB xxx observed ship side from designated observation area and no oil sheen sighted

xxxx Vessel discharging at maximum requested discharge rate of 50,000 Bbls/Hr

xxxx Commence ballasting by gravity in 3W and 4W WBT

xxxx Terminal requested to reduce discharge rate to 35,000 Bbls/hr

xxxx Started No. 1 ballast pump sea to sea

xxxx Ballasting 1W, 2W and 3W WBT using No. 1 ballast pump

xxxx Started No. 1 eductor using No. 1 COP in closed cycle with Slop P tank.

xxxx Completed educting 1W COT

xxxx Oxygen checked of 1W COT

1P COT Upper – 4.2%, Middle – 4.1% & 1S COT Upper – 4.1%, Middle – 4.0%
xxxx Commence bottom wash of 1W COT

xxxx Completed bottom wash of 1W COT

xxxx No. 1, 2 & 3 COP stop

xxxx Stripping pump started

xxxx Completed ballasting, No. 1 ballast pump stop

xxxx Stripping pump stop, completed discharging

Rev. 0.0 5
3.14.2. Port Log Sample

xxxx Manifold valves shut, terminal informed.

xxxx IG stop

Sample Watch Hand Over-Take Over Entries

xxxx Discharging from 2W, 3W, 4W COTs using No 1 and 2 COP. Ballasting via gravity in 3W and 4W

WBT. IG blower 1 in operation. Tank gauging system communication failure alarm received,
system was restarted and working satisfactory since then. Present UKC is xxx m. CL03 and CL04
complied with and in order. Watch handed over to 3rd Officer.
(Signature of Handing over OOW) (Signature of Taking over OOW)

Rev. 0.0 6
3.15. Alarms and Actions

Alarms and Actions

Cargo and ballast handling system is fitted with various safeguards in the form of alarms and trips.
During cargo operation an officer in-charge can encounter these alarms and trips, the way an officer
responds to an alarm or trip will determine the final consequence.
Below is a guidance given to officer in-charge, for his action in case of an alarm.

General Alarms
S. No. Alarm / Trip Action
1 High Wind Alarm (Set as per wind a. Inform terminal
criteria of terminal) a. Stop Cargo operation
2 High-High Wind Alarm (Set as per a. Inform terminal
wind criteria of terminal) a. Disconnect cargo hose and consider
unberthing
3 Remote Valve Operation Hydraulic a. Reduce number of valves operating
System Low Pressure Alarm simultaneously
b. Start stand-by pump
c. Check pipeline for leakages
4 Remote Valve Operation Hydraulic a. Re-fill tank
System Low Level Alarm b. Check pipeline for leakages
5 Pumproom Gas Alarm a. Evacuate pumproom
b. Follow contingency plan
6 Pumproom Bilge Alarm with a. Evacuate pumproom and Follow
Pumproom Gas Alarm contingency plan
7 Pumproom Bilge Alarm a. Check the content of Bilges
b. Check the source of flooding
8 Forepeak Bilge Alarm a. Check the content of Bilges
b. Check the source of flooding

Ballasting & De-ballasting Operation

S. No. Alarm / Trip Action
1 Ballast Tank High Level Alarm a. Stop ballasting concerned tank
2 Ballast Pump Bearing High a. Stop ballast pump
Temperature Alarm
3 Ballast Pump Casing High a. Open discharge valve full
Temperature Alarm b. Run pump sea to sea
c. Stop pump if required

Rev. 0.0 1
3.15. Alarms and Actions

Loading Operation
S. No. Alarm / Trip Action
1 Cargo Tank Overfill Alarm a. Open slack cargo tank valve
b. Shut valve of tank with overfill alarm
c. Monitor level of tank by UTI and tank
gauging system
2 Cargo Tank High Level alarm a. Check the final ullage of tank and
load with caution
b. If final ullage is below tank high level
alarm level, stop loading in tank.
c. Monitor level of tank by UTI and tank
gauging system
3 Cargo Tank Low Pressure Alarm a. Shut mast riser and stop venting
Or
b. In case of using VRS, inform terminal
to reduce vapor recovery rate
4 Cargo Tank High Pressure Alarm a. Open mast riser full
Or
b. In case of using VRS, inform terminal
and increase vapor recovery rate
c. Reduce loading rate
5 High Temperature Alarm (In case of a. Verify cargo temperature with UTI
loading heated cargo or in case of b. If heating, stop heating
heating cargo while loading) c. Inform terminal to reduce loading
rate
d. Fill adjacent ballast tanks

Discharging Operation
S. No. Alarm / Trip Action
1 COP Casing High Temperature a. Open discharge valve full
Alarm b. Reduce COP RPM
c. Stop COP if temperature is still rising
2 COP Bearing High Temperature a. Reduce COP RPM
Alarm b. Stop COP if required
3 Individual Cargo Tank Low Pressure a. Stop discharging from concerned
Alarm tank
b. Check status of IG branch valve
4 Individual Cargo Tank High Pressure a. Compare concern tank pressure with
Alarm other tanks
b. Full open tank valve and confirm
cargo discharging
c. Reduce IG regulating valve setting

Rev. 0.0 2
3.15. Alarms and Actions

Discharging Operation
S. No. Alarm / Trip
5 Cargo Tank Low Level Alarm
6 Cargo Tank High Level Alarm
7 Stripping Pump – Over Speed Alarm
8 High Temperature Alarm (In case of
discharging heated cargo)
Action
a. Shut tank main bellmouth valve and
keep stripping bellmouth valve open
b. Discharge with caution, once tank
empty, shut stripping bellmouth
valve
a. Check status of tank valve. Shut both
main and stripping bellmouth valves
if open
b. Verify the ullage of tank using UTI
c. Check for any other source of ingress
as tank cleaning line, drain line,
eductor discharge line or ODME re-
circulating line
a. Reduce working steam volume by
regulating pneumatic control vlave
a. Verify cargo temperature with UTI
b. If heating, stop or reduce heating
c. Fill adjacent ballast tanks

Inert Gas Operation

S. No. Alarm / Trip Action
1 IG trip / IG System Failure a. Stop Discharging
2 IG Line High Pressure Alarm a. Reduce IG regulating valve setting
3 IG Line Low Pressure Alarm a. If available, Start second IG blower
b. Reduce discharge rate
c. Monitor line pressure
4 IG Line Low Low Pressure Alarm a. Stop Discharging
5 High O2 Alarm (8% by Volume) a. Inform Engine Room
b. Reduce discharge rate
c. Monitor tank pressure, stop
discharging if pressure falls to 100
mmWG
6 IG Temperature High Alarm a. Inform engine room and increase
scrubber tower cooling water
pressure
7 Deck Seal Water Low Level b. Check water level visually
c. Check status of drain valve
d. Check water supply and identify any
leakage
8 Deck Seal Water Low Flow a. Check status of water supply
b. Inform engine room and start
additional pump for water supply

Rev. 0.0 3
3.16. Additional Notes to Reader

3.16.1. Free Surface Effect and Cargo Sloshing

Free Surface Effect:

When a vessel with a partially filled tank is heeled, The liquid within the tank moves towards the
heeled side. As the center of gravity of the liquid is the center of its volume, the movement of liquid
causes a upwards shift in the center of gravity. The upwards shift in center of gravity results in
decrease of vessel’s metacentric height (GM) and thereby its stability.
Sloshing:
The movement of liquid in a partially filled tank is called sloshing. Sloshing occurs with movement of
vessel at sea. It results in free surface effect and damage to tank structure and fittings.
Measures to Prevent Free Surface Effect and Sloshing:
1. Load tanks (cargo and ballast) 98% full.
2. At any time during cargo and ballast operation, the number of partially filled tanks shall be kept to
minimum.
3. Adjust course, speed or both, to reduce vessel’s movement at sea.
4. Have due regard for the Free surface effect when planning a cargo operation.

M M

G2
W L W L

G G G1
B B B1

K K

Partially filled tank in upright condition (Fig-1) Partially filled tank in heeled condition (Fig-2)

In figure 2,
BB1 – Shift in center of buoyance
GG1 – Shift in center of gravity
GM – Original metacentric height
GG2 – Virtual loss of center of gravity due to shifting liquid
G2M – Reduced metacentric height

3.16.2. Navigation Bridge Visibility (Blind Distance)

SOLAS chapter 5 – Regulation 22 requires, the view of the sea surface from the conning position shall
not to be obscured by more than 2L (LBP) or 500m, whichever is less, forward of the bow to 100 on
either side for all conditions of draft and trim.
The above requirement shall be maintained at all times i.e. At sea and during port operations.

Rev. 0.0 1
3.16. Additional Notes to Reader

3.16.3. Difference Between HVV and PV valve

HVV (High Velocity Vent Valve) PV (Pressure Vacuum Relief Valve)

a. It is a safety valve fitted on tank, for a. It is a safety valve fitted on tank, for
protection against over pressure and excessive protection against over pressure and excessive
vacuum during loading, discharging, tank vacuum as a result of thermal variation.
cleaning operations and due to thermal
b. The valve is designed for flow of small
variation.
volume.
b. The valve is designed for flow of large vapour
c. Both pressure and vacuum side of the valve
volume.
are fitted with flame screen.
c. The vent side of HVV valve is designed to
d. It can not be used for venting during loading
achieve a vapor exit velocity of not less than 30
operation.
m/sec.
d. The vent side of the valve is not fitted with a
flame screen. Vacuum side is fitted with flame
screen.

Rev. 0.0 2