ULCC - British Kestrel - Cargo Systems Manual PDF

Document Title: Cargo Operating Manual Revision: Final Draft
Document Front Matter: British Kestrel Date: December 2005
List of Contents: 1.4 Inert Gas System - Main and Top-Up Generator Part 2: Cargo Handling Procedures
Issue and Updates 1.4.1 System Description
1.4.2 Operation of the Main System 2.1 Cargo Handling Operation Sequence Diagrams
Mechanical Symbols and Colour Scheme 1.4.3 Maintenance (Routine Maintenance in Operation Only)
2.1.1 Loading
Illustrations
Electrical and Instrumentation Symbols 2.1.2 Discharging
1.4.1aInert Gas System - Engine Room
Introduction 1.4.1bInert Gas System on Deck
1.4.2aInert Gas Control Panel - CECR 2.2 Inerting Cargo Tanks
Part 1: Cargo Systems Description 1.4.2bTop-Up Generator Local Control Panel and Wheelhouse 2.2.1 Initial Inerting
Inert Gas Indication Panel 2.2.2 Use With/Without Vapour Emission Control (VEC)
1.4.2c Calibration Sample Selection Switch 2.2.3 Inert Gas Operations During Loading
1.1 Cargo Tanks Layout and Capacity Plans
2.2.4 Inert Gas Operations During Discharging
Illustrations 1.5 Crude Oil Washing and Tank Cleaning System Illustrations
1.1a Cargo Tanks Layout 2.2.1a Initial Inerting
1.1b Tank Capacity Tables I 1.5.1 System Description
2.2.2a Vapour Emission Control Monitoring and Alarm System
1.1c Tank Capacity Tables II Illustrations
2.2.2b Vapour Emission Control System
1.5.1a Crude Oil Washing System
2.2.4a Inerting Cargo Tanks During Discharge
1.5.1b COW Machine Pitch/RPM Run Times
1.2 Cargo Piping System
1.2.1 System Description 1.6 Hydraulic Systems
2.3 Loading Cargo
1.2.2 Measuring and Sampling 2.3.1 Loading a Single Grade Cargo
1.2.3 Slop Tank Usage 1.6.1 Cargo and Ballast Valve Hydraulic System
2.3.2 Loading a Two and Three Grade Cargo
1.2.4 Slop Tank and Cargo Tank Heating Illustrations
Illustrations
Illustrations 1.6.1a Cargo and Ballast Valve Remote Control System
2.3.1a Loading Cargo - Single Grade
1.2.1a Cargo Piping System 1.6.1b Cargo Tank Valve Arrangement
2.3.2a Loading Cargo - Two Grades
1.2.2a Measuring and Sampling Positions 1.6.1c Power Pack Control Panel on Main Console
2.3.2b Loading Cargo - Three Grades
1.2.3a Slop Tank Cross Section
1.2.4a Cargo and Slop Tank Heating System 2.4 Discharging Cargo
1.7 Ballast System
2.4.1 Full Discharge
1.7.1 System Description
1.3 Cargo Pumps 2.4.2 Discharge of a Single Grade Cargo with COW of Both
Illustrations
Slop Tanks, No.2 and No.3 COTs
1.3.1 Main Cargo Pumps 1.7.1a Cargo Ballast System
2.4.3 Discharging a Three Grade Cargo with 100% COW,
1.3.2 Stripping Pump and Eductors Pipeline Admixture and One Valve Separation Acceptable
1.3.3 Automatic Cargo Stripping System 2.4.4 Part Cargo Discharge
1.3.4 Cargo Valves Illustrations
1.3.5 Pressure Vacuum (PV) Valves 2.4a Full Discharge
Illustrations 2.4.1a Line Draining to the MARPOL Line
1.3.1a Main Cargo Pumps 2.4.2a Single Grade Discharge
1.3.1b Main Cargo Pump Characteristic Curves 2.4.2b COW of No.2 Cargo Oil Tanks
1.3.2a Stripping Pump System 2.4.2c COW of No.3 Cargo Oil Tanks
1.3.2b Stripping Pump Control Panel 2.4.3a Full Discharge
1.3.3a Automatic Cargo Stripping System 2.4.3b COW of Starboard Slop Tank
1.3.3b High Vapour Pressure Curve Graph 2.4.3c COW of No.2 and No.5 Cargo Oil Tanks
1.3.5a Pressure Vacuum Valve 2.4.3d COW of No.1 and No.4 Cargo Oil Tanks
2.4.4a Part Discharge
2.4.4b COW of No.1 and No.4 Cargo Oil Tanks
Issue: Final Draft IMO No. 9297357 Front Matter -- Page

Page x1 of
of x8
2.5 Crude Oil Washing and Tank Cleaning System Part 3: Cargo Operations - Control and Instrumentation Part 4: Emergency Systems and Procedures
2.5.2 Operation and Maintenance of the COW Machines 3.1 Control Systems 4.1 Emergency Systems and Procedures
(Routine Maintenance in Operation Only)
3.1.1 Control System Overview 4.1.1 Deck Fire Hydrant, Lifeboat and Liferaft Water Spray
2.5.3 Crude Oil Wash
3.1.2 Mimic Panels Systems
2.5.4 Water Wash - (Cold or Hot)
3.1.3 Control of Valves and Pumps 4.1.2 Deck Foam System
Illustrations
3.1.4 Loading Computer 4.1.3 Pump Room Hot Foam Fire Extinguishing System
Illustrations 4.1.4 Discharge of Cargo from a Damaged Tank
2.5.1b COW Machine and Tank Cross Section Cleaning Times
3.1.2a Mimic Diagram for Ballast System (i) 4.1.5 Oil Spill and Pollution Prevention - Cargo
2.5.2a Tank Cleaning Machine Description
3.1.2b Mimic Diagram for Ballast System (ii) 4.1.6 Emergency Inerting of Ballast Tanks
2.5.3a Crude Oil Wash
3.1.2c Mimic Diagram for Cargo and Tank Cleaning System (i) 4.1.7 Pump Room Bilge System
2.5.4a Closed Cycle Washing No.3 COTs
3.1.2d Mimic Diagram for Cargo and Tank Cleaning System (ii) Illustrations
3.1.3a Cargo Oil Pump Control Panel on Cargo Console 4.1.1a Fire and Deck Wash System
2.6 Gas Freeing 3.1.3b Open/Close Command Button 4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System
2.6.1 Gas Freeing for Entry Procedure 3.1.3c Intermediate Position Type Valve Controller 4.1.2a Deck Foam System
2.6.2 Gas Freeing for Hot Work 3.1.3d Stripping Pump Control Panel 4.1.3a Hot Foam Fire Extinguishing System in the Pump Room
Illustrations 3.1.4a CargoMax Main Screen Display and Engine Room
2.6a Gas Freeing 3.1.4b CargoMax Ballast Screen Display 4.1.3b Hot Foam Discharge Control Panel
4.1.5a Oil Spill Pump System
4.1.6a Emergency Inerting of a Ballast Tank
2.7 Ballasting and Deballasting Operations 3.2 Centralised Control Room, Console and Panels
4.1.6b Emergency Inerting No.2 Starboard Ballast Tank
2.7.1 Ballast Operations 3.2.1 Cargo Control Centre 4.1.7a Pump Room Bilge System
2.7.2 Heavy Weather Ballasting Illustrations
2.7.3 Line Cleaning 3.2.1a Cargo and Engine Control Room Layout
2.7.4 Oil Discharge Monitoring Equipment (ODME) 3.2.1b Cargo Control Room Console Layout
Illustrations
2.7.1a Ballasting Operation 3.3 Cargo Tank Instrumentation System
2.7.1b Deballasting Operation
3.3.1 Saab Tank Level Measurement System
2.7.2a Heavy Weather Ballasting
3.3.2 Remote Sounding and Draught Gauge System
2.7.2b Heavy Weather Deballasting
3.3.3 Overfill Alarm System
2.7.3a Line Wash with No.1 Cargo Oil Pump
3.3.4 Gas Detection System
2.7.3b Line Wash with No.2 Cargo Oil Pump
2.7.3c Line Wash with No.3 Cargo Oil Pump
Illustrations
2.7.3d Line Wash with the Stripping Pump
3.3.1a Tank Level Measurement and Alarms
2.7.4a Oil Discharge Monitoring System
3.3.1b Saab Tank Level Monitor Display
2.7.4b Flow Control Chart
3.3.1c Cargo Grade Display
3.3.1d Tank Channel Data Window
3.3.2a Remote Sounding and Draught Gauge System
3.3.3a Overfill Alarm System
3.3.4a Gas Detection System

Page x2 of
of x8
ISSUE AND UPDATES This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel. WMT Technical Office
The Court House
• Each document or update to a document is approved before 15 Glynne Way
issue. Hawarden
Deeside, Flintshire
• A history of updates is maintained. CH5 3NS, UK
• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance
refers. Any conflict arising between the information and guidance provided
herein and the professional judgement of such competent officers must be
immediately resolved by reference to BP Technical Operations Office.
Issue: Final Draft IMO No. 9297357 Front Matter - Page 3 of 8

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Mechanical Symbols and Colour Scheme Xxxx Top-Up Generator Local Control Panel and Text
1.4.2b Xxxx
Electrical and Instrumentation Symbols Xxxx Wheelhouse Inert Gas Indication Panel 2.4 Discharging Cargo Xxxx
Introduction Xxxx 1.4.2c Calibration Sample Selection Switch Xxxx 2.4.1 Full Discharge Xxxx
Text Text Discharge of a Single Grade Cargo with COW
2.4.2 Xxxx
1.1 Cargo Tanks Layout and Capacity Plans Xxxx Crude Oil Washing and Tank Cleaning of Both Slop Tanks, No.2 and No.3 COTs
1.5 Xxxx
System Discharging a Three Grade Cargo with 100%
Illustrations
1.5.1 System Description Xxxx 2.4.3 COW, Pipeline Admixture and One Valve Xxxx
1.1a Cargo Tanks Layout Xxxx Separation Acceptable
Illustrations
1.1b Tank Capacity Tables I Xxxx 2.4.4 Part Cargo Discharge Xxxx
1.5.1a Crude Oil Washing System Xxxx
1.1c Tank Capacity Tables II Xxxx Illustrations
1.5.1b COW Machine Pitch/RPM Run Times Xxxx
Text 2.4a Full Discharge Xxxx
Text
1.2 Cargo Piping System Xxxx 2.4.1a Line Draining to the MARPOL Line Xxxx
1.6 Hydraulic Systems Xxxx
1.2.1 System Description Xxxx 2.4.2a Single Grade Discharge Xxxx
1.6.1 Cargo and Ballast Valve Hydraulic System Xxxx
1.2.2 Measuring and Sampling Xxxx 2.4.2b COW of No.2 Cargo Oil Tanks Xxxx
Illustrations
1.2.3 Slop Tank Usage Xxxx 2.4.2c COW of No.3 Cargo Oil Tanks Xxxx
Cargo and Ballast Valve Remote Control
1.2.4 Slop Tank and Cargo Tank Heating Xxxx 1.6.1a Xxxx
System 2.4.3a Full Discharge Xxxx
Illustrations 1.6.1b Cargo Tank Valve Arrangement Xxxx 2.4.3b COW of Starboard Slop Tank Xxxx
1.2.1a Cargo Piping System Xxxx 1.6.1c Power Pack Control Panel on Main Console Xxxx 2.4.3c COW of No.2 and No.5 Cargo Oil Tanks Xxxx
1.2.2a Measuring and Sampling Positions Xxxx Text 2.4.3d COW of No.1 and No.4 Cargo Oil Tanks Xxxx
1.2.3a Slop Tank Cross Section Xxxx 1.7 Ballast System Xxxx 2.4.4a Part Discharge Xxxx
1.2.4a Cargo and Slop Tank Heating System Xxxx 1.7.1 System Description Xxxx 2.4.4b COW of No.1 and No.4 Cargo Oil Tanks Xxxx
Text Illustrations Text
1.3 Cargo Pumps Xxxx 1.7.1a Cargo Ballast System Xxxx Crude Oil Washing and Tank Cleaning
2.5 Xxxx
1.3.1 Main Cargo Pumps Xxxx Text System
1.3.2 Stripping Pump and Eductors Xxxx Cargo Handling Operation Sequence 2.5.1 System Description Xxxx
2.1 Xxxx
1.3.3 Automatic Cargo Stripping System Xxxx Diagrams Operation and Maintenance of the COW
2.1.1 Loading Xxxx 2.5.2 Machines (Routine Maintenance in Operation Xxxx
1.3.4 Cargo Valves Xxxx
Only)
1.3.5 Pressure Vacuum (PV) Valves Xxxx 2.1.2 Discharging Xxxx
2.5.3 Crude Oil Wash Xxxx
Illustrations 2.2 Inerting Cargo Tanks Xxxx
2.5.4 Water Wash - (Cold or Hot) Xxxx
1.3.1a Main Cargo Pumps Xxxx 2.2.1 Initial Inerting Xxxx
Illustrations
1.3.1b Main Cargo Pump Characteristic Curves Xxxx Use With/Without Vapour Emission Control
2.2.2 Xxxx 2.5.1a Crude Oil Washing System Xxxx
(VEC)
1.3.2a Stripping Pump System Xxxx
2.2.3 Inert Gas Operations During Loading Xxxx COW Machine and Tank Cross Section
1.3.2b Stripping Pump Control Panel Xxxx 2.5.1b Xxxx
Cleaning Times
2.2.4 Inert Gas Operations During Discharging Xxxx
1.3.3a Automatic Cargo Stripping System Xxxx 2.5.2a Tank Cleaning Machine Description Xxxx
Illustrations
1.3.3b High Vapour Pressure Curve Graph Xxxx 2.5.3a Crude Oil Wash Xxxx
2.2.1a Initial Inerting Xxxx
1.3.5a Pressure Vacuum Valve Xxxx 2.5.4a Closed Cycle Washing No.3 COTs Xxxx
Vapour Emission Control Monitoring and
Text 2.2.2a Xxxx Text
Alarm System
Inert Gas System - Main and Top-Up 2.2.2b Vapour Emission Control System Xxxx 2.6 Gas Freeing Xxxx
1.4 Xxxx
Generator
2.2.4a Inerting Cargo Tanks During Discharge Xxxx 2.6.1 Gas Freeing for Entry Procedure Xxxx
1.4.1 System Description Xxxx
Text 2.6.2 Gas Freeing for Hot Work Xxxx
1.4.2 Operation of the Main System Xxxx
2.3 Loading Cargo Xxxx Illustrations
Maintenance (Routine Maintenance in
1.4.3 Xxxx 2.3.1 Loading a Single Grade Cargo Xxxx 2.6a Gas Freeing Xxxx
Operation Only)
2.3.2 Loading a Two and Three Grade Cargo Xxxx Text
Illustrations
Illustrations 2.7 Ballasting and Deballasting Operations Xxxx
1.4.1a Inert Gas System - Engine Room Xxxx
2.3.1a Loading Cargo - Single Grade Xxxx 2.7.1 Ballast Operations Xxxx
1.4.1b Inert Gas System on Deck Xxxx
2.3.2a Loading Cargo - Two Grades Xxxx 2.7.2 Heavy Weather Ballasting Xxxx
1.4.2a Inert Gas Control Panel - CECR Xxxx
2.3.2b Loading Cargo - Three Grades Xxxx 2.7.3 Line Cleaning Xxxx

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Oil Discharge Monitoring Equipment 3.3.1b Saab Tank Level Monitor Display Xxxx
2.7.4 Xxxx
(ODME) 3.3.1c Cargo Grade Display Xxxx
Illustrations
3.3.1d Tank Channel Data Window Xxxx
2.7.1a Ballasting Operation Xxxx
Remote Sounding and Draught Gauge
3.3.2a Xxxx
2.7.1b Deballasting Operation Xxxx System
2.7.2a Heavy Weather Ballasting Xxxx 3.3.3a Overfill Alarm System Xxxx
2.7.2b Heavy Weather Deballasting Xxxx 3.3.4a Gas Detection System Xxxx
2.7.3a Line Wash with No.1 Cargo Oil Pump Xxxx Text
2.7.3b Line Wash with No.2 Cargo Oil Pump Xxxx 4.1 Emergency Systems and Procedures Xxxx
2.7.3c Line Wash with No.3 Cargo Oil Pump Xxxx Deck Fire Hydrant, Lifeboat and Liferaft
4.1.1 Xxxx
2.7.3d Line Wash with the Stripping Pump Xxxx Water Spray Systems
2.7.4a Oil Discharge Monitoring System Xxxx 4.1.2 Deck Foam System Xxxx
2.7.4b Flow Control Chart Xxxx Pump Room Hot Foam Fire Extinguishing
4.1.3 Xxxx
System
Text
4.1.4 Discharge of Cargo from a Damaged Tank Xxxx
3.1 Control Systems Xxxx
4.1.5 Oil Spill and Pollution Prevention - Cargo Xxxx
3.1.1 Control System Overview Xxxx
4.1.6 Emergency Inerting of Ballast Tanks Xxxx
3.1.2 Mimic Panels Xxxx
4.1.7 Pump Room Bilge System Xxxx
3.1.3 Control of Valves and Pumps Xxxx
Illustrations
3.1.4 Loading Computer Xxxx
4.1.1a Fire and Deck Wash System Xxxx
Illustrations
Lifeboat, Liferaft and Rescue Boat Water
3.1.2a Mimic Diagram for Ballast System (i) Xxxx 4.1.1b Xxxx
Spray System
3.1.2b Mimic Diagram for Ballast System (ii) Xxxx 4.1.2a Deck Foam System Xxxx
Mimic Diagram for Cargo and Tank Cleaning Hot Foam Fire Extinguishing System in the
3.1.2c Xxxx 4.1.3a Xxxx
System (i) Pump Room and Engine Room
Mimic Diagram for Cargo and Tank Cleaning 4.1.3b Hot Foam Discharge Control Panel Xxxx
3.1.2d Xxxx
System (ii)
4.1.5a Oil Spill Pump System Xxxx
Cargo Oil Pump Control Panel on Cargo
3.1.3a Xxxx 4.1.6a Emergency Inerting of a Ballast Tank Xxxx
Console
3.1.3b Open/Close Command Button Xxxx Emergency Inerting No.2 Starboard Ballast
4.1.6b Xxxx
Tank
3.1.3c Intermediate Position Type Valve Controller Xxxx
4.1.7a Pump Room Bilge System Xxxx
3.1.3d Stripping Pump Control Panel Xxxx
3.1.4a CargoMax Main Screen Display Xxxx
3.1.4b CargoMax Ballast Screen Display Xxxx
Text
Centralised Control Room, Console and
3.2 Xxxx
Panels
3.2.1 Cargo Control Centre Xxxx
Illustrations
3.2.1a Cargo and Engine Control Room Layout Xxxx
3.2.1b Cargo Control Room Console Layout Xxxx
Text
3.3 Cargo Tank Instrumentation System Xxxx
3.3.1 Saab Tank Level Measurement System Xxxx
Remote Sounding and Draught Gauge
3.3.2 Xxxx
System
3.3.3 Overfill Alarm System Xxxx
3.3.4 Gas Detection System Xxxx
Illustrations
3.3.1a Tank Level Measurement and Alarms Xxxx

Mechanical Symbols and Colour Scheme

Pneumatic Operated Mud Box Overboard Discharge
Stop Valve
(Open/Shut)
Intermediate Position Simplex Strainer Air Horn

Gate Valve
Control
Thermostatic Temperature Duplex Strainer with Cargo Group 1

Butterfly Valve Changeover Cock HB Fire Hose Box
Regulating Valve
Cargo Group 2
Screw Down Non Return M Y-Type Strainer Cargo Group 3

Electric Motor Driven FB Foam Box
Valve
Hydraulic Oil
Lift Check Non Return Steam Trap With Strainer
A Air Motor Driven Accumulator
Valve and Drain Cock Fresh Water
Sounding Head with Sea Water

Not Connected
Swing Check Valve Solenoid Actuator Filling Cap Crossing Pipe
Ballast Water
Hose Valve Cylinder Piston Actuator Hopper Without Cover Connected Crossing Pipe Fire Water System
CO2 Line
Three-Way Valve Spring Vent Pipe T Pipe Air
HT Cooling Water
Self-Closing Valve Vent Pipe with
Weight Flame Screen Blind (Blank) Flange
LT Cooling Water
Flow Meter Spectacle Flange Marine Diesel Oil

Emergency Shut-off Valve Float
( Open, Shut)
Fuel Oil
Safety / Relief Valve Centrifugal Type Pump Observation Glass Orifice Slops
Lubrication Oil
Ball Valve Rotary (Gear, Screw, Deck Stand (Manual) Reducer (Concentric
Mono) Type Pump & Eccentric)
Saturated Steam
P1 P2 Exhaust Steam
Pressure Reducing Valve Hand Pump Deck Stand (Hydraulic) Flexible Hose Joint
Condensate
Two-Way Cock (S-Type) Reciprocating Type Pump Manometer Float Valve with Fire Screen Bilges
Electrical Signal
Three-Way Cock Filter Regulating Valve
Eductor (Ejector) Differential Pressure Switch
(L-Type / T-Type) With Strainer
Instrumentation
Refrigerant Liquid
Four-Way Cock Suction Bellmouth Surface Valve Oil / Air Cooler
Refrigerant Gas
Expansion Bend Pipe Filter

Hand Operated Discharge/Drain
Hydraulic Operated Water Line

Rose Box
(Open/Shut)

Page x6 of
of x8
Electrical and Instrumentation Symbols

BK Alarm Blocking Signal
Starter (direct on line) Transformer Overcurrent relay BL Bell DPA Differential Pressure Alarm
DPS Differential Pressure Switch
DTA Deviation Temperature Alarm
GSP
Local group I I/O Cabinet (alarm ESA Emergency Stop Alarm
LD Liquid sensor 110 Central meter
starter panel O monitoring system) FA Flow Alarm
FC Flow Control
I Current to press SIG FFA Flame Failure Alarm
C Control panel Whistle relay box Rectifier equipment
P P converter R B FI Flow Indication
FS Flow Switch
PD P LA Level Alarm
Press to current Group junction box xx
440V distribution board GJB/XX Making contact LC Level Control
I converter (xx = location) Auxiliary
relay LI Level Indication
LD contact LIA Level Alarm/Indication
230V power distribution RMP RPM pick-up Resistor Breaking LS Level Switch
board
OA Oil Contents Alarm
PA Pressure Alarm
LD
Lighting distribution board Gauge Variable resistor Making contact PC Pressure Control
L With time PI Pressure Indication
limit in PIA Pressure Alarm/Indication
closing
Intrinsically safe PS Pressure Switch
Air circuit breaker IS Dimmer Breaking
M circuit PSH Pressure Shutdown
PSL Pressure Slowdown
RPM RPM Indication
MCCB 1 phase Power supply unit Diode Making contact
With time SA Salinity Alarm
limit in SI Salinity Indication
opening TA Temperature Alarm
MCCB 3 phase ZBK Zener barrier box Capacitor Breaking TC Temperature Control
TI Temperature Indication
TIA Temperature Alarm/Indication
Battery charger LM Limit switch 10A Fuse Making contact TS Temperature Switch
Flicker VA Viscosity Alarm
relay VI Viscosity Indication
Battery Solenoid valve Fuse Breaking VIA Viscosity Alarm/Indication
XA Relay Contact
ZS Valve Open/Closed Indication
Space heater Voltage reference Pushbutton switch Locally Mounted
VR Disconnection switch
(element type) selector (alternative) XXX
Instrument
Pushbutton switch
DG Diesel generator Receptacle Snap switch
(alternative)
XXX Remotely Mounted
XXXX Instrument
Changeover switch
EG Emergency generator J NWT joint box Pushbutton (start/stop)
(cam switch)
H
XXX Letters outside the circle
WT joint box Indicator lamp Pushbutton XXXX of an instrument symbol
M AC induction motor J ( J ) 2 glands (4 glands) with transformer (start/stop/running) L indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
Emergency stop is involved
GM Governor motor HS Humidistat RL Indicator lamp pushbutton box O = Open
C = Closed
Earth WT Water transducer D-D Relay coil Trip Automatic Trip
Alarm monitoring
Shield wire AMS system
BZ Buzzer
Issue: Final Draft IMO No. 9297357 Front Matter

Front Matter -- Page
Page x7 of
of x8
INTRODUCTION Safe Operation Illustrations

General The safety of the ship depends on the care and attention of all on board. Most All illustrations are referred to in the text and are located either in-text where
safety precautions are a matter of common sense and good housekeeping sufficiently small or above the text, so that both the text and illustration are
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
instruction books, there is no single document which gives guidance on
show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
operating complete systems as installed on board, as distinct from individual
through over-familiarity and the following basic rules must be remembered
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
at all times. Where flows are detailed in an illustration these are shown in colour. A
and guide competent ship’s staff, and trainees in the operation of the systems
key of all colours and line styles used in an illustration is provided on the
and equipment on board and to provide additional information that may not • Never continue to operate any machine or equipment which
illustration. Details of colour coding used in the illustrations are given in
be otherwise available. In some cases, the competent ship’s staff and trainees appears to be potentially unsafe or dangerous and always report
the following colour scheme.
may be initially unfamiliar with this vessel and the information in this manual such a condition immediately.
is intended to accelerate the familiarisation process. It is intended to be used in • Make a point of testing all safety equipment and devices Symbols given in the manual adhere to international standards and keys to the
conjunction with shipyard drawings and manufacturer’s instruction manuals, regularly. Always test safety trips before starting any equipment. symbols used throughout the manual are given on the following pages.
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing In particular, overspeed trips on auxiliary turbines must be
Orders and in no way replaces or supersedes these publications, all of which tested before putting the unit to work.
take precedence over this manual. Notices
• Never ignore any unusual or suspicious circumstances, no The following notices occur throughout this manual:
Information relevant to the operation of the British Kestrel has been carefully matter how trivial. Small symptoms often appear before a
collated in relation to the systems of the vessel and is presented in three major failure occurs.
WARNING
on board volumes consisting of BRIDGE SYSTEMS AND EQUIPMENT • Never underestimate the fire hazard of petroleum products, Warnings are given to draw reader’s attention to operation where
OPERATING MANUAL, CARGO OPERATING MANUAL and whether fuel oil or cargo vapour. DANGER TO LIFE OR LIMB MAY OCCUR.
MACHINERY OPERATING MANUAL.
• Never start a machine remotely from the cargo and engine
The Cargo Operating Manual is designed to complement Marpol 73/78, control room without checking visually if the machine is able
ISGOTT and Company Regulations. to operate satisfactorily. CAUTION
Cautions are given to draw reader’s attention to operations where
The vessel is constructed to comply with MARPOL 73/78. These regulations In the design of equipment, protection devices have been included to ensure DAMAGE TO EQUIPMENT MAY OCCUR.
can be found in the Consolidated Edition, 1991 and in the Amendments dated that, as far as possible, in the event of a fault occurring, whether on the part of
1992, 1994, 1995, 1998, 2001, and 2003. the equipment or the operator, the equipment concerned will cease to function
Note: Notes are given to draw reader’s attention to points of interest or to
without danger to personnel or damage to the machine. If any of these safety
supply supplementary information.
The information, procedures, specifications and illustrations in this manual devices are bypassed, overridden or neglected, then the operation of any
have been compiled by WMT personnel by reference to shipyard drawings and machinery in this condition is potentially dangerous.
manufacturer’s publications that were made available to WMT and believed to Safety Notice
be correct at the time of publication. The systems and procedures have been Description
verified as far as is practicable in conjunction with competent ship’s staff under It has been recorded by International Accident Investigation Commissions that
operating conditions. a disproportionate number of deaths and serious injuries that occur on ships
The concept of this Cargo Operating Manual is to provide information to
each year during drills involve lifesaving craft. It is therefore essential that
technically competent ship’s officers, unfamiliar to the vessel, in a form that
It is impossible to anticipate every circumstance that might involve a potential all officers and crew make themselves fully conversant with the launching,
is readily comprehensible, thus aiding their understanding and knowledge
hazard, therefore, warnings and cautions used throughout this manual are retrieval and the safe operation of the lifeboats, liferafts and rescue boat.
of the specific vessel. Special attention is drawn to emergency procedures
provided to inform of perceived dangers to ship’s staff or equipment. In many and fire fighting systems.
cases, the best operating practice can only be learned by experience.
If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable.
ship’s installations, set points, equipment or approved deviation from published
operating procedures, must be reported immediately to the BP Shipping Technical The valves’ and fittings’ identifications used in this manual are usually the
Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
issued to this ship and in some cases, others of the same class.

Page x8 of
of x8
PART 1: CARGO SYSTEMS DESCRIPTION
1.1 Cargo Tanks Layout and Capacity Plans
Illustrations
1.1a Cargo Tanks Layout
1.1b Tank Capacity Tables I
1.1c Tank Capacity Tables II

Document Section 1: British Kestrel Date: December 2005
,OOXVWUDWLRQD&DUJR7DQNV/D\RXW
3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW

3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 6ORS
6ORS
6WE
G 1R 1R 1R 1R 1R 1R
6WE
G 1R 1R 1R 1R 1R 1R
6ORS 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
6ORS 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
7ZR*UDGH6HJUHJDWLRQ6SOLW
7KUHH*UDGH6HJUHJDWLRQ6SOLW
.H\
&DUJR*URXS
&DUJR*URXS
&DUJR*URXS
Issue: Final Draft IMO No. 9297357 Section1.1

Section 1 -- Page
Page x1 of
of x4
1.1 CARGO TANK LAYOUT AND CAPACITY PLANS Six pairs of ballast tanks are situated outboard of, and underneath the cargo oil
tanks. The fore peak tank along with the engine room side ballast tanks (No.7
The cargo tanks consist of six sets of main cargo oil tanks (port and starboard), WBT port and starboard) are also used for ballast. The total capacity of the
located directly aft of these main cargo oil tanks are a pair of slop tanks. ballast tanks, including the fore peak and engine room side ballast tanks, is
The total combined capacity of these cargo tanks including the slop tanks is 45,373.8m3 at 100% capacity.
124,983m3 at 98% full.
The cargo oil tanks, including the slop tanks are all fitted with steam heating
The starboard slop tank is on No.3 cargo line and group with the port slop tank coils.
on No.1 line and group which allows different grades to be carried in the port
and starboard slop tanks if required.
Loading Rates
The cargo tanks are divided into main groups as follows:
Reference WI15; Loading Rates for Cargo and Ballast
Three Grade Segregation The loading rates for this class of vessel is based on a maximum liquid velocity
of 12m/s, a vapour discharge to the mast riser through the main IG line of
Number 1 Group:
14,254m3/h and 4,760m3/h in the secondary IG line.
No.1 and 4 cargo oil tanks (port and starboard) and the port slop tank giving a
total of 40,503.4m3 at 98% capacity; 32.4% total ship capacity. The maximum loading rate per manifold is 3,400m3/h when loading a single
grade into one group of tanks with the crossover valves shut.
Number 2 Group:
The table below is correct when loading a homogeneous cargo with the
No.2 and 5 cargo oil tanks (port and starboard) giving a total of 43,231.2m3 at crossovers open:
98% capacity; 34.6% total ship capacity.
Using Port IG Line One Manifold Two Manifolds Three Manifolds
Number 3 Group: One wing tank 1,700m3/h 1,700m3/h 1,700m3/h
No.3 and 6 cargo oil tanks (port and starboard) and starboard slop tank giving One pair COTs 3,400m3/h 3,400m3/h 3,400m3/h
a total of 41,248.6m3 at 98% capacity; 33% total ship capacity. Two pair COTs 6,800m3/h 6,800m3/h 6,800m3/h
Three pair COTs 6,874m3/h 10,200m3/h 10,200m3/h
The cargo tanks can also be divided into two groups to give an approximate
Port and starboard slop 1,000m3/h 1,000m3/h 1,000m3/h
46.6/53.4% split as indicated below.
tanks
Two Grade Segregation Using Starboard IG Line

Number 1 Group One wing tank 1,700m3/h 1,700m3/h 1,700m3/h
No.1, 4 and 6 cargo oil tanks (port and starboard) and the port slop tank giving One pair COTs 3,400m3/h 3,400m3/h 3,400m3/h
a total of 58,274m3 at 98% capacity; 46.6% total ship capacity. Two pair COTs 4,500m3/h 4,500m3/h 4,500m3/h
Number 2 Group Port and starboard slop 1,000m3/h 1,000m3/h 1,000m3/h
tanks
No.2, 3 and 5 cargo oil tanks (port and starboard) and the starboard slop tank
giving a total of 66,709m3 at 98% capacity; 53.4% total ship capacity.
Note: The above possible configurations are based purely on tank segregation
and capacities only. The actual loading quantities are to be determined by the
cargo specific gravity and resulting stress and stability figures obtained from
the loading computer.

Section 1 -- Page
Page x2 of
of x4
,OOXVWUDWLRQE7DQN&DSDFLW\7DEOHV,
&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*
&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

/RFDWLRQ 07RI /RFDWLRQ 07RI
7DQN1DPH 7DQN1DPH
)UDPH1R )XOO )XOO /&*IURP 9&*IURP ,QHUWLD )UDPH1R )XOO )XOO /&*IURP 9&*IURP ,QHUWLD
P P $3 %/ P P P $3 %/ P
1R&DUJR2LO7DQN3RUW )RUH3HDN7DQN $(
1R&DUJR2LO7DQN6WDUERDUG 1R:DWHU%DOODVW7DQN3RUW
1R&DUJR2LO7DQN3RUW 1R:DWHU%DOODVW7DQN6WDUERDUG
6ORS7DQN3RUW 1R:DWHU%DOODVW7DQN6WDUERDUG
6ORS7DQN6WDUERDUG 1R:DWHU%DOODVW7DQN3RUW
7RWDO 1R:DWHU%DOODVW7DQN6WDUERDUG
7RWDO

Section 1 -- Page
Page x3 of
of x4
Illustration 1.1c Tank Capacity Tables II
Fuel Oil Tanks SG 0.980 Lubricating Oil Tanks SG 0.900

Capacity 95% Full Maximum Capacity 95% Full Maximum
Location Moment of Location Moment of
Tank Name Tank Name
(Frame No.) 100% Full 95% Full LCG from VCG from Inertia (Frame No.) 100% Full 95% Full LCG from VCG from Inertia
m3 m3 AP BL m4 m3 m3 AP BL m4
No.1 HFO Storage Tank (Port) 46 - 53 1,193.1 1,133.5 41.30 15.21 1,250 No.1 Cylinder Oil Storage Tank (Starboard) 34 - 38 45.3 43.0 28.79 18.96 35
No.1 HFO Storage Tank (Starboard) 46 - 53 1,268.9 1,205.5 41.17 14.82 1,250 No.2 Cylinder Oil Storage Tank (Starboard) 30 - 34 45.3 43.0 25.61 18.96 35
No.2 HFO Storage Tank (Port) 20 - 46 664.9 631.7 28.54 17.47 208 No.1 Main LO Storage Tank (Starboard) 28 - 30 22.5 21.4 23.20 18.97 18
No.2 HFO Storage Tank (Starboard) 16 - 46 416.5 395.7 25.40 18.84 221 No.2 Main LO Storage Tank (Starboard) 26 - 28 16.8 16.0 21.60 18.97 7
HFO Service Tank (Starboard) 33 - 48 83.2 78.2 28.49 16.10 39 Main LO Settling Tank (Starboard) 24 - 28 28.2 26.8 20.33 18.97 24
No.1 HFO Settling Tank (Starboard) 42 - 46 93.2 88.5 35.20 15.63 56 Generator Engine LO Storage Tank (Starboard) 22 - 24 15.0 14.3 18.40 18.97 5
No.2 HFO Settling Tank (Starboard) 38 - 42 81.7 77.6 32.05 15.89 48 Generator Engine LO Settling Tank (Starboard) 22 - 24 7.5 7.1 18.40 18.97 1
Total 3,800.6 3,610.6 Main Engine LO Sump Tank (Centre) 23 - 36 31.4 29.8 23.27 1.38 16
Total 212.0 201.4

Marine Diesel Oil Tanks SG 0.900
Capacity 95% Full Maximum Miscellaneous Tanks
Location Moment of
Tank Name
(Frame No.) 100% Full 95% Full LCG from VCG from Inertia Capacity 100% Full Maximum
m3 m3 AP BL m4 Location Moment of
Tank Name
(Frame No.) 100% Full LCG from VCG from Inertia
m3 AP BL m4
Diesel Oil Storage Tank (Starboard) 46 - 52 130.9 124.4 39.31 17.30 16
Diesel Oil Service Tank (Starboard) 46 - 51 34.4 32.7 38.80 14.14 2 Bilge Holding Tank (Centre) 14 - 22 51.9 14.85 1.33 59
Total 165.3 157.0 Separator Bilge Oil Tank (Port) 33 - 38 39.1 28.93 1.53 38
Fuel Oil Overflow Tank (Centre) 39 - 40 44.5 32.38 0.99 271
Fresh Water Tanks SG 1.000 LO Drain Tank (Port) 20 - 22 2.5 16.80 1.99 0
Capacity 99% Full Maximum

Location Moment of Stern Tube LO Drain Tank (Starboard) 20 - 22 2.5 16.80 1.99 0
Tank Name
(Frame No.) 100% Full 99% Full LCG from VCG from Inertia
m3 m3 AP BL m4 Maintenance Tank (Starboard) 37 - 39 4.0 30.37 2.08 4
Fuel Oil Sludge Tank (Starboard) 37 - 42 5.0 31.60 11.33 2

No.1 Distilled Water Tank (Port) 6 - 12 180.6 178.8 7.34 18.86 123
Lubricating Oil Sludge Tank (Starboard) 33 - 37 4.0 28.00 11.33 1
No.2 Distilled Water Tank (Port) 6 - 12 72.2 71.5 7.20 18.94 7
Stern Tube Cooling Water Tank (Centre) 7 - 14 44.3 9.53 3.16 9
No.1 Fresh Water Tank (Starboard) 6 - 12 72.2 71.5 7.20 18.94 7
Engine Bilge Well (Centre) 14 - 17 7.7 12.45 2.19 15
No.2 Fresh Water Tank (Starboard) 6 - 12 180.6 178.8 7.34 18.86 123
Engine Bilge Well (Port) 39 - 40 1.9 32.43 1.67 1
Total 505.6 500.6
Engine Bilge Well (Starboard) 39 - 40 1.3 32.43 1.63 0
Total 208.7

Section 1 -- Page
Page x4 of
of x4
1.2 Cargo Piping System
1.2.2 Measuring and Sampling
1.2.3 Slop Tank Usage
1.2.4 Slop Tank and Cargo Tank Heating
Illustrations
1.2.1a Cargo Piping System
1.2.2a Measuring and Sampling Positions
1.2.3a Slop Tank Cross Section
1.2.4a Cargo and Slop Tank Heating System

Illustration 1.2.1a Cargo Piping System Vapour

From Inert Gas System 400 Balance
Main Line 125 No.4
IG516F CO785F CO599F CO CO CO CO CO Cargo Oil
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
No.2 Main Line 450 727F
125
No.4 125 125 125
No.3 Main Line 450 Cargo Oil CO CO
Tank CO CO CO CO 641F 639F
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
CO723F CO722F CO721F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
BG513F CO618F CO617F CO616F
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
CO CO 578F Slop Tank Water CO611F CO608F
Main Line
783F 595F (Port) Ballast
200 Tank CO612F CO609F
65
(Port) 450 450 450 CO CO
Vacuum Pump PI 726F 725F
CO CCC PI
593F Unit 350 To No.4
Cargo CO615F CO614F CO613F
From AUS Sea Chest Stripping PI COT Stbd
450 450 450 CO
System Eductor PI 632F 100 100 100
Drain Tank CCC
Key 450 450 450
CO CO621F CO620F CO619F
CO PAL 566F
714F PI Cargo Group 1 125 CO CO CO
606F 125 605F 604F
M CO753F CO CO CO
710F 711F Cargo Group 2 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Cargo Group 3 Cargo Oil 627F 626F 625F
Tank 125
CO CO (Starboard)
567F 577F Electrical Signal CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast No.3 Water Ballast Tank No.2 Water Ballast Tank
583F (Port) (Port) Tank (Port) (Port) (Port) No.1 Water
CO CO CO 550
CO572F CO Ballast Tank (Port)
569F CO 774F 544F
570F 568F No.6 Cargo Oil Tank CO534F CO533F
CO784F PI PI 550 450
CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 532F 531F
550
CO 574F
584F CO CO
450 550 CO CO 536F 535F
CO CO CO CO CO 539F 537F
589F 703F 780F CO 555F CO 546F CO
CO CO CO 541F No.5 No.4 No.3 No.2 No.1
CO 558F 552F CO CO Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank
702F 701F 775F
580F 100 50 50
500 250 540F 538F (Port) (Port) (Port) (Port) (Port)
CO CO 450
585F No.1 Cargo Oil Pump 561F CO CO Slop
CO 772F 547F Tank
PI PI CO575F 350 779F
CCC CCC 350 (Port) CO CO CO CO CO CO
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
450 550 CO CO CO CO CO CO
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
No.2 Cargo Oil Pump 559F 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI
CO
CCC CCC
CO576F CO CO773F 549F
588F 560F 554F CO CO CO CO CO CO
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
591F 709F 782F CO 557F Slop No.1 Cargo Oil Tank
CO CO CO 563F
708F 707F Tank (Starboard)
582F 500 CO (Stbd) No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
100 50 50 551F (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.3 Cargo Oil Pump
No.1 Water
Ballast Tank (Starboard)
From Ballast Line No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
CO CO (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
CO565F CO564F 777F 778F
Issue: Final Draft IMO No. 9297357 Section

Section 1.2 - Page 1x of 2x
1.2.1
1.2 CARGO PIPING SYSTEM The cargo suction crossover is also capable of being connected to the ballast Ballast is not carried in the cargo tanks under normal circumstances, but, if it
main suction line, isolated in normal condition by double isolating valves on is considered that additional ballast in a cargo tank or tanks may be required
1.2.1 SYSTEM DESCRIPTION the cargo side with a blank and removable spool piece between the ballast line during the ballast voyage, under the conditions and provisions specified in
isolating valves. Regulation 13 (3) of Annex I in MARPOL 73/78, such ballast water can be
handled by the cargo pumping and piping system.
Cargo System The delivery side of the pumps is interconnected through a crossover line. A
number of lines are branched off this interconnection crossover, one line feeds All of the cargo oil tanks and both slop tanks are fitted with heating coils.
The cargo space consists of six paired cargo tanks and one pair of slop tanks. the cargo tank cleaning system while another line is used to feed the driving
fluid for the cargo stripping eductor or to discharge directly into either slop There is a connection from the inert gas (IG) system to allow inert gas to be
The after most two tanks are the slop tanks. tank. The last branch is directed to overboard via the oil discharge monitoring introduced into the bottom of the cargo tanks via the three drop lines during
equipment terminating in a high overboard discharge outlet on the port side initial inerting and purging operations.
The cargo tanks are divided into three main segregation groups and are and approximately 500mm above the deepest water ballast line. In the event
separated by double isolation valves. that the discharge overboard is above the allowable limit as measured by the
oil discharge monitoring equipment then the discharge is redirected to the port Cargo Stripping System
This allows a maximum of three grades to be carried/loaded without slop tank. This discharge connection to overboard is normally kept closed by a
contamination. spectacle blank between double isolating valves. The cargo stripping is performed by the cargo pumps with an automatic
stripping system, cargo stripping eductor and cargo stripping pump.
• Segregation (1) tank pairs 1 and 4 and the port slop tank
The port and starboard slop tanks are interconnected by a levelling line and
• Segregation (2) tank pairs 2 and 5 valves. Both slop tanks have separate stripping suctions connected to the cargo Three cargo oil pumps are fitted with an automatic stripping system consisting
• Segregation (3) tank pairs 3 and 6 and the starboard slop tank oil stripping pump and eductor crossover. of two vacuum pumps, one sealing water tank and three gas separators. Gas
and condensate from the automatic cargo stripping system are extracted to the
The ship design also allows for a two grade configuration to be carried with The crossover line on the cargo suction main and discharge main lines in port slop tank by means of vacuum pumps.
separation by double isolation valves. This allows two grades to be carried/ the cargo pump room are provided for the flexibility of cargo handling and
loaded without contamination. tank cleaning with sea water. Similarly, crossover lines are provided at the A single 500m3/h stripping eductor is installed to take suction from each of the
forward end of the tank bottom lines in No.2 and 3 port tanks with two valve cargo bottom lines, via the eductor/stripping pump crossover, and discharging
• Segregation (1) tank pairs 1, 4, 6 and the port slop tank to the port or starboard slop tanks. The eductor drive can be supplied by any
separation.
• Segregation (2) tank pairs 2, 3, 5 and the starboard slop tank of the main cargo pumps.
Each cargo tank has a suction well in which the stripping suctions are situated,
Discharge of the cargo tanks is via three steam turbine driven centrifugal the main suctions are situated approximately 80mm above the tank top as The manifold area is fitted with drip trays on either side for the collection
cargo oil pumps, each of 2,800m3/h capacity situated in the cargo pump room, indicated in the image below. Each of the suctions are fitted with a cone of any spillage from the shore connections. The respective drip trays can be
discharging to the respective manifolds on deck. type bellmouth. The suctions are aligned to the port side of the tanks and just drained down to the No.4 port or starboard cargo tanks via a drain line fitted
forward of each tank’s aft bulkhead, therefore a slight port list and stern trim with a ‘U’ bend with a length of at least 2.5m.
Each cargo pump is connected to an automatic cargo stripping unit consisting will assist in running the cargo into the stripping suction wells.
of gas separators and vacuum pumping units. The nominal diameter lines from One cargo stripping discharge line with a diameter of 125mm, as required
the tanks to the pumps are indicated on illustration 1.2.1a above. by MARPOL 73/78, is led to the upper deck and connected outboard of the
PP PP
manifold valves on each side.
The cargo lines are drained using a steam driven reciprocating stripping pump
rated at 240m3/h, situated in the pump room, discharging via the 125mm The cargo stripping pump is used for discharging the contents of the cargo
line (commonly called the MARPOL line), to the manifolds outboard of the pump room bilge to the port or starboard slop tank, or directly overboard
manifold valves. via the ODME line. See section 4.1.7 Pump Room Bilge System in the
cargo operating manual for full details of the configuration and operation for
For loading, each segregation has its own loading drop line (450mm) direct PPPP pumping out the pump room bilges. Additionally, the stripping pump can be
from the manifold and connected to its respective bottom line in No.4 COT. ,QQHU%RWWRP
used to pull out any remaining water in the bottom ballast lines via a series
of valves and the addition of a spool piece to ensure the ballast lines remain
PPPP
The bottom suction lines in the pump room are interconnected to the pump empty in freezing water conditions.
6WULSSLQJ:HOO
suction side through a crossover line with a connection to the main sea
chest. The connection to the sea chest is kept closed during normal loading/
discharging and sea passage by a spectacle blank between the two sea chest
isolation valves. An alarm leakage unit and drain test cock is fitted between
ship’s side valve and the spectacle blank.

1.2.1
Illustration 1.2.2a Measuring and Sampling Positions
No.1 HFO Tank Slop Tank

(Port) (Port) No.1 Water Ballast Tank
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
No.7 Water Ballast
Tank
No.2 HFO Tank H No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
(Port) T (Port) (Port) (Port) (Port) (Port)
T H
R H R R R R R
H H H H H
R
H
Accommodation No.1 Cargo Oil Tank
T T T T T T T (Port)
T T T T T T T No.1 Cargo Oil Tank

(Starboard)
H
H H H H H R
H R R R R R
R
H
H T
T No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
No.2 HFO Tank (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
(Starboard)
No.7 Water Ballast

Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
No.1 Water Ballast Tank

No.1 HFO Tank Slop Tank
(Starboard) (Starboard)
Ullage Zero Level

Key
R Saab Radar Beam Level Transmitter
T Cargo Temperature Measuring Transmitter (Three Level)

2" Seal Valve
H
Omicron High High Level Alarm Switch
Upper Deck 2" Seal Valve
Cap
Detail Of 1" Seal Valve Sleeve 1" Seal Valve
Upper Deck
Tank Cleaning Hole With Cover

1.2.2/3
1.2.2 MEASURING AND SAMPLING During COW, fresh crude oil can be drawn from the starboard slop tank via the 3) Oxygen content readings of the slop tank atmospheres and
direct suction from the pump room via valve CO551. Crude oil is pumped up cargo oil tanks to be COWd must be taken prior to COW or
Cargo and slop tank levels, with high level alarms, are relayed to the Cargo the COW line and through the eductor system simultaneously. The eductor can water washing and monitored at regular intervals. Readings
Control Room (CCR) by Saab TankRadar radar beam type transmitters and discharge to either slop tank, depending on grade segregation. During water must not exceed 8%.
displayed on a CRT monitor. An Omicron independent overfill alarm is fitted washing, both slop tanks are normally utilised. Clean water is drawn from the
to each cargo and slop tank, designed to alarm at 98.5% of each tank volume. starboard slop tank and the drainings from the eductor discharge are directed
Each cargo and slop tank is fitted with a temperature measuring device, to the port slop tank. Clean water flows across to the starboard slop tank via
readings from each tank are displayed in the CECR on the Saab TankRadar the balance line. Careful management of the slop tanks is essential at all times.
screens and are given at three levels, 10, 50 and 90% of tank volume. Ballast, The following useful guidelines should be noted:
fuel and diesel oil tank levels are also displayed in the CECR on the Saab
TankRadar screens. 1) The slop tanks are aft and of relatively small volume, therefore
care must be taken when loading these tanks as they fill
Three ND25 (1") seal valves plus one ND50 (2") seal valve are fitted to each quickly.
cargo oil tank, and one ND25 plus one ND50 to each slop tank. These seal
valves provide hand dipping points, independent ullage checks, temperatures 2) Prior to COW, it is necessary to decant the free water from
and oil/water interface readings using the MMC portable cargo monitoring all cargo oil tanks, including the slop tanks, subject to grade
device. The seal valve allows for the connection and disconnection of the segregation. Slop tanks are to be discharged and refilled with
portable cargo monitoring devices without having to broach the inert gas in dry crude oil prior to the commencement of COW. During
the cargo tanks. COW, fresh crude oil can be drawn from the starboard slop
tank via a direct suction from the pump room, valve CO551.
Sufficient hand dipping points are fitted for checking the dryness (retained on The levels to which the slop tanks are recharged are arbitrary,
board value) of the cargo oil tanks in accordance with the requirements of the but sufficient ullage is required in the clean slop tank to allow
IMO. for the cargo pump to maintain suction and the balance line to
remain covered if both slop tanks are used.
Prior to cargo operations the Omicron overfill level alarms are tested by
removing the cap nut and pulling out the test rod on each individual unit. There ,OOXVWUDWLRQD6ORS7DQN&URVV6HFWLRQ
is a 10~15 second time delay prior to the activation of the overfill level alarm
after lifting the test rod. 6ORS7DQN 6ORS7DQN
'LUW\ &OHDQ
1.2.3 SLOP TANK USAGE
There are two slop tanks with five uses as follows: &2 &2
)URP&DUJR
) )
6WULSSLQJ
• Cargo carrying tanks )URP&DUJR6WULSSLQJ $SSUR[LPDWHO\ 3XPSDQG
3XPSDQG(GXFWRU ò9ROXPH (GXFWRU
• Crude oil washing (COW) when utilising the eductor
• Water washing prior to tank inspection or refit
• As part of the ODME system, the flow is automatically diverted,
as necessary, to the starboard slop tank when decanting slops or 7R&DUJR 7R&DUJR
2LO3XPS 2LO3XPS
discharging heavy weather ballast to sea 3RUW &2) &2) 6WDUERDUG
• Tank volume (product) heating $SSUR[LPDWHO\
$SSUR[LPDWHO\
P
P PP
Loading of the port slop tank is completed in the normal manner from No.1
cargo main bottom line and the starboard via No.3 cargo main bottom line.
:DWHU%DOODVW7DQN :DWHU%DOODVW7DQN
Emptying of the slop tanks is normally via the main suctions during bulk
3RUW 6WDUERDUG
discharge and from the direct suctions in the pump room during draining.
Issue: Final Draft IMO No. 9297357 Section 1.2.2/3 - Page 2 of 2

Illustration 1.2.4a Cargo and Slop Tank Heating System Set 6.6kg/cm2
Funnel Top
EPCON
PT To Economiser ST1 PT PI
Sootblower ST101F
00F
ST0 PT ST102F ST103F To Condensate
05F Water Line
ST102F
To Cargo Oil
Turbine and
ST010F
ST201F To Engine Stripping Pumps
Room Service
ST008F ST009F
PT PI (7.5kg/cm2) Connection for Steam Blowing
Ballast Sea Water Chest
ST671F ST672F
Set 8.3 ST673F
EPCON
ST kg/cm2
002F SD673F
EPCON ST
001F ST
Set 8.0/17.6 SD674F
SD004F ST661F
kg/cm2 ST 004F
003F From Pump Deck Water Seal
Room Steam Air Heater
in Pump Room
TI ST702F
SD661F
PI SD001F
ST662F
To To 3rd Deck
ST703F
Bilge Bilge SD002F From Engine
SD662F
SD663F
Room Service
No.1 Auxiliary Boiler No.2 Auxiliary Boiler Atmospheric To Cascade

(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) Condenser Filter Tank ST702F
SD692F
SD671F Connection for Steam Blowing
Cargo Sea Water Chest
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Steam Hose
Connection Point
Steam Hose for Forward
Connection Point SD651F At Deck Mooring Area
Accommodation Store ST705F
Front SD622F-624F SD602F-605F SD582F-585F SD562F-565F SD542F-545F SD522F-525F
SD625F (Drain) SD606F (Drain) SD586F (Drain) SD566F (Drain) SD546F (Drain) SD625F (Drain)
SD SD SD SD SD SD
ST707F Condensate Header 3 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4
621F 601F 581F 561F 541F 521F SD502F-505F
SD652F ST ST ST ST ST ST SD506F (Drain)
Steam Header 3 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 SD
621F 601F 581F 561F 541F 521F Condensate Header 4
ST622F-624F ST602F-605F ST582F-585F ST562F-565F ST542F-545F ST522F-525F 501F
ST Steam Header 4
ST652F 501F ST502F-505F
ST651F ST
653F
ST704F
ST512F-515F
ST Steam Header 4
ST641F
511F
ST630F-631F ST612F-615F ST592F-595F ST572F-575F ST552F-555F SD
ST ST ST ST ST SD641F ST642F Condensate Header 4
Steam Header 2 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 ST532F-535F 511F
629F 611F 591F 571F 551F ST SD512F-5135F
SD SD SD SD SD Steam Header 4 SD526F (Drain)
Condensate Header 2 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 531F
629F 611F 591F 571F 551F SD
SD630F-631F SD612F-615F SD592F-595F SD572F-575F SD552F-555F Condensate Header 4
SD632F (Drain) SD616F (Drain) SD596F (Drain) SD576F (Drain) SD556F (Drain) 531F
SD532F-535F
ST706F SD536F (Drain)
Key At Deck
Store
Saturated Steam
Exhaust Steam
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Condensate (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)

1.2.4
1.2.4 SLOP TANK AND CARGO TANK HEATING
Both the port and starboard slop tanks are fitted with grid type heating coils,
the port slop tank has three coils while the starboard slop tank has two coils.
The cargo oil tanks each have four coils. Steam Supply
Condensate Return
It is possible to isolate each section of coils as required. The coils are supplied
with 6kg/cm2 saturated steam from the engine room and the condensate return
passes through steam traps back to the atmospheric condenser and subsequently
back to the feed filter tank.
The heating coils inside the slop tanks are made from non-ferrous material to
prevent corrosion when in contact with salt water. Steam Supply
Header
The following table shows the heating capacity for each tank:
Tank Tank Volume Maximum Steam Heating Coil Heating Coil Heating Coil No. of Length per
Condensate
98% m3 Consumption kg/h Area m2 Ratio Length m Coils Coil m Header Drain
No.1 Port and Stbd COT 8,541.4 2,129 58.56 0.00686 418.8 4 106
No.6 Port and Stbd COT 8,877.9 2,396 65.92 0.00600 471.5 4 118 Supply Header Drain
Slop Tank Starboard 1,879.4 795 21.86 0.01163 156.4 2 80
Slop Tank Port (50%) 959.0 2,519 30.80 0.03212 220.3 3 74
The heating system for the cargo oil and starboard slop tanks is designed to Individual Steam Chest to the Cargo Oil Tank Heating Coils
maintain the cargo oil at a temperature of 44°C. It is also able to raise the cargo
oil temperature up from 44°C to 60°C over 96 hours while on passage based
on 98% capacity in the tanks with an SG of 0.85, an ambient air temperature
of -20°C and a sea water temperature of -2°C.
The heating system for the port slop tank is designed to maintain the cargo oil
at a temperature of 44°C. For water washing operations with a capacity of 50%
sea water, it is also able to raise the temperature up from 15°C to 60°C over
24 hours while on passage based on an ambient air temperature of -20°C and
a sea water temperature of -2°C.
Deck Steam Hose Connections

There are several points on deck which allow the connection of a steam hose to
assist in the removal of ice on deck as necessary. One is located just aft of the
main steam isolating valve on deck above No.6 starboard cargo oil tank. Three
further valves are fitted, one is located aft of either deck stores for the manifold
area and one connection point just aft of the entrance area to the bosun’s stores
for the forward mooring deck area.
Issue: Final Draft IMO No. 9297357 Section 1.2.4 - Page 2 of 2

1.3 Cargo Pumps
1.3.1 Main Cargo Pumps
1.3.2 Stripping Pump and Eductors
1.3.3 Automatic Cargo Stripping System
1.3.4 Cargo Valves
1.3.5 Pressure Vacuum (PV) Valves
Illustrations
1.3.1a Main Cargo Pumps
1.3.1b Main Cargo Pump Characteristic Curves
1.3.2a Stripping Pump System
1.3.2b Stripping Pump Control Panel
1.3.3a Automatic Cargo Stripping System
1.3.3b High Vapour Pressure Curve Graph
1.3.5a Pressure Vacuum Valve

Illustration 1.3.1a Main Cargo Pumps

Cargo Oil Pump Control Panel on Cargo Console
PI Governor
PI COC PI ZS
Combined Steam Regulating 450
and Emergency Shut Off Valve Exhaust
Steam
ESD REMOTE PREPARATION
PI OPERATION FINISH
EM,CY STOP
PS LOWER STEADY RAISE

150
15
WARMING UP/ RUN START/RUN
15
CARGO OIL PUMP STEAM STOP

TURBINE GOVERNOR
CONTROL
15 15
To Scupper
Engine Room
Lower Bearing Temperature Probe

Pump Room
Temperature Gas Tight

Sensor Shaft Seal
Seal Leakage Alarm

Collection Chamber
Pump Vibration
Sensor
1
1 Bearing Pump Discharge
Temperature 2
Sensor
Pump Suction
2 Pump Casing
Temperature
Sensor 1
3 Pump Seal Leakage

Collection Chamber LA
with High Level Alarm 3
Cargo Pump Seal Leakage Collection Chamber
Issue: Final Draft IMO No. 9297357 Section 1.3.1

Section 1.3 -- Page
Page x1 of
of x4
1.3 CARGO PUMPS When the duty engineer has carried out the warming through of the steam lines EMERGENCY STOPPING
and all the drains are clear, they will then transfer control of the main cargo Local Stopping
1.3.1 MAIN CARGO PUMPS pump turbines to the cargo console in the CECR by moving the mode selection
switch on the local instrumentation panel from MANUAL to REMOTE. The Pull the hand trip knob so that the spindle moves outward and the governor
Cargo Pumps duty cargo officer will now initiate the turbine warming up/run cycle which valve closes through activation of the trip mechanism causing the turbine to
Maker: Shinko Industries Ltd runs up the pumps to between 200-300 rpm. stop.
Type: Steam turbine driven vertical centrifugal pump
No. of sets: 3 Note: The warming up period from a cold start is 10 minutes. A hot start Remote Stopping
warm up, which lasts one minute, is where the turbine has previously been
Capacity: 2,800m3/h at 130mth Press the REMOTE STOP buttons provided at the remote stop stations so that
warmed up, run and then stopped with another warm up request being made
Model (Pump): KV450-3 the trip mechanism activates to close the governor valve and stop the turbine,
within 30 minutes of the stop command. The maximum period the turbine
the remote stops are located at the following locations:
(Turbine): RX1 can run in the warm up mode is two hours, if this period is exceeded then the
Speed (Pump): 1,310 rpm ±3% turbine will automatically stop. • Pump room entrance
(Turbine): 7,081 rpm • Pump room bottom plates
a) During the warming up period if the pump discharge pressure
Rating: 1,210kW • Aft end midship manifolds port and starboard
rises above 4kg/cm2 open the pump discharge valve gradually
Governor: Woodward UG 10D to limit the pressure increase. • CECR cargo console, one for each turbine
The duty engineer will check that there is no abnormal noise or

Introduction vibration in the turbine and the reduction gear. If an abnormal Resetting the Emergency Trip
state is noticed, the turbine should be stopped immediately and Before resetting the emergency trip, ensure the following conditions are
The main cargo pump system consists of three vertical centrifugal single stage
the problem investigated. fulfilled:
double suction type cargo pumps. They are situated at the bottom of the pump
room and are driven by a single stage Curtis steam turbine and intermediate • The pump is at the minimum load, i.e. the pump discharge
b) At the end of the cold start warm up period the duty engineer
shaft passing into the pump room through a gas tight bulkhead gland. The valve is fully closed.
will trip the turbine(s) by operating the hand trip knob to
pumps are each equipped with an automatic unloading (stripping) system. • The governor speed setting is at the minimum speed.
confirm that the governor control valve closes immediately. The
trip will then be reset. Ensure that the pump discharge valve is • The turbine steam inlet valve is fully closed and the turbine
Procedure for the Operation of Cargo Pumps shut before the pump is run up again. is stopped.
Pre-Operation Checks c) The pump discharge valve should be shut before the duty deck
a) The chief officer/duty deck officer should notify the duty officer tests the emergency trip mechanism of each pump on Operating Procedure of the Remote Control System
engineer of cargo pump requirements. The duty engineer will the cargo console in the CECR. The duty engineer will reset the
then make the cargo oil pumps ready for operation. trip when the turbine is fully stopped and the speed setting is at With the individual pumps and separators primed, open the pump suction and
minimum. The pump(s) will then be restarted as required. required tank suction valves.
b) Before the cargo pumps are run up the duty cargo officer is to:
a) The duty engineer will transfer control of the main cargo pump
• Ensure the pump discharge valves are closed Pump Stopping
turbines to the CECR console. The duty cargo officer will now
• Ensure the pump volute casing and separator chamber are a) Inform the duty engineer that a COPT is about to be stopped initiate the turbine warming up/run cycle which runs up the
primed then decrease the turbine speed gradually with the governor pumps to between 200-300 rpm. If the pump discharge pressure
control lever down to the governor minimum idle speed. excceds 4kg/cm2 during the warming up stage then the operator
• Open the pump and line suction valves fully
should open the pump discharge valves accordingly.
b) Stopping is possible by operating either a remote emergency
Pump Starting stop, the individual cargo oil pump turbine STOP button on b) When the WARMING UP/RUN button is pressed on the CECR
There are three methods of starting the main cargo pump turbines, MANUAL the CECR cargo console or the hand trip on the turbine. The cargo console, the light will flash intermittently and the pump
mode, where the duty engineer operates the steam inlet valve to the turbine to pump discharge valve should be shut before the pump turbine is will run at 200-300 rpm. At the end of the warming through
rotate and run it up or shut it down; LOCAL mode, in this mode the sequential stopped. Alternatively, pressing the WARM UP/RUN pushbutton period the light will be lit constantly, and the PREPARATION
starting and stopping of the turbine is carried out at the local control panel. will reduce the turbine speed down to 200 to 300 rpm, when this FINISH complete lamp will illuminate, indicating that the
The final mode is REMOTE which is the normal mode of operation for speed is reached the STOP button can then be pressed. pump is ready for operations. At this point the emergency stops
sequential starting and stopping of the turbine from the cargo/engine control for each pump should be tested.
room (CECR). c) Close the pump suction valves.

Section 1.3 -- Page
Page x2 of
of x4
Illustration 1.3.1b Main Cargo Pump Characteristic Curves
Approximate Characteristic Curve Expected Steam Consumption Curve

90
180 80 15
160 70
13.189 ton/h
140 60
Efficiency (%)
120 50
100 40
Total Head
(m)
80 30 10
60 20
40 10 Steam Consumption
(ton/h)
20 0
1500 5
Shaft Horse 1000 8

Power (kW)
500 6
NPSH (m)
0 4
0 0
500 1000 1500 2000 2500 3000 3500 500 1000 1500
Capacity m3/h
Output Power (kW) Rated 1210 kW
NPSH (m) Normal Operations
Shaft Horse Power (kW) Power: 1,210kW
Total Head (m) Pump Efficiency: 86%
Efficiency (%) NPSH: 3.6m
Capacity: 2,800 m3/h
Total head: 130mth

Section 1.3 -- Page
Page x3 of
of x4
The cargo pump trips are reset locally at each turbine control panel. The • Pump bearing (upper and lower) high temperature trip, 90°C
pumps must then be put through the warming up/run sequence again (hot start)
• Pump pressure discharge high trip, 16kg/cm2
which will last for one minute and will be ready for cargo operations when
the PREPARATION FINISH lamp is illuminated. Pressing the START/RUN • Bulkhead stuffing box high temperature alarm, 85°C
button runs the pumps up to minimum operating revolutions and is then under • Bulkhead stuffing box high temperature trip, 90°C
the control of the governor.
• Low inert gas pressure trip, 100mmWG
Lamps are fitted for indication of an alarm and/or trip condition. The actual • Excessive axial movement of the turbine rotor trip, 0.7mm
trip or alarm condition is indicated on the control panel at the turbine side.
• Pump rotor vibration trip, 480μm
Indication is given on the control panel of pump speed, discharge pressure and
suction pressure. • Pump shaft seal leakage detection chamber high level alarm
The pump is stopped by reducing the speed to the minimum setting and
pressing the STOP button on the cargo console control panel. Alternatively, CAUTION
pressing the WARMING UP/RUN pushbutton will reduce the turbine speed Running the pump in the manual condition i.e. with the automatic stop
down to 200 to 300 rpm, when this speed is reached the STOP button can then of the pump at finish of stripping deactivated, may result in the pump
be pressed. running dry, or running with the discharge valve closed longer than the
manufacturer’s recommendation. This may result in serious damage to
If necessary the pump turbine speed can be reduced down to the 200 - 300 rpm the pump and its mechanical seals.
warming mode speed by pressing the WARMING UP/RUN pushbutton which
will then allow the duty deck officer an immediate run up to minimum running
speed if the START/RUN button is pressed.
Reset for the trip and alarm functions is provided at the turbine side. An hours
run indicator is provided on the control panel.
CAUTION
The manufacturer’s casing temperature set point of 80ºC will be suitable
for cargoes of all temperatures, but if a non-heated cargo is carried, it is Emergency Trip Button Cabinet
advisable to reduce the set point to some 20ºC above the ambient cargo
temperature. This will give early warning of system abnormalities and
lessen the likelihood of damage to the pump seals.
Alarm and trips for the cargo pump/turbines are as follows:

• Overspeed trip, electrical and mechanical, 113% and 115%
respectively
• LO low pressure alarm, 0.6kg/cm2
• LO low pressure trip, 0.5kg/cm2
• High LO temperature alarm, 53°C
• LO tank low level alarm
• High exhaust steam back pressure trip, 0.7kg/cm2
• Pump casing high temperature alarm, 75°C
• Pump casing high temperature trip, 80°C
• Pump bearing (upper and lower) high temperature alarm,
85°C Emergency Trip Button at Midships Manifold for Cargo Pumps

Illustration 1.3.2a Stripping Pump System
K14
Cargo/Engine Control Cargo Control Console

Control Room Air Speed Control Valve
Master Steam 0.50 1.00
Valve Control Pressure 0 MPa 1.50 0.50 1.00

kg/cm2
On/Off Switch K4
0 MPa 1.50
kg/cm2
K14
STRIPPING PUMP
STROKE COUNTER
K10
rpm
Suction
Master Open/Close Valve
STROKE
MEAS
IN
RUN
SET
0.50 1.00
0.1
D
Pump
0.5
HI
1.5
CALL
EE
GH
0.05 0.15
SP
SP
0 MPa 1.50
LOW
30 rpm
EED
MPa
kg/cm2
Stroke
0 0.2
SOURCE REST
Counter SHINKO IND. LTD.

KM-300
Discharge
Steam Engine Room ST526F

Steam
Exhaust Supply
I
P K8 Manual Drain Valves
Manual Drain Valves

K1 Pump Room
K14
Steam Control Valves for Cargo Stripping Pump
ST528F
'MARPOL' Line
Discharge To
Manifold
SD683F
K7
CO593F
From AUS
Drain Tank To Slop Tanks
CO753F
via ODME Line
CO592F
From Pump Accumulator
Room Bilges Line Drain Down to No.1
CO573F PA Cargo Oil Pump
BA549F CO784F
For Stripping
Key
Cargo
Ballast System Stripping
PA CO572 Cargo Group 1
Lines Pump
240m3/h PA PA PA
From Slop Tanks Control Air
CO569F Steam Pressure Discharge Suction
From Sea Water Saturated Steam 13.5kg/cm2
Transmitter Transmitter Transmitter
Crossover Line CO568F
From Cargo Exhaust Steam
Pump Filter
and Casings CO570F Sea Water
Control
Air

Section1.3.2
1.3 -- Page
Page x1 of
of x3
1.3.2 STRIPPING PUMP AND EDUCTORS Operation Instrumentation

Refer to illustration 1.3.2a
Stripping Pump Indication of inlet steam pressure and the pump suction and discharge pressure
a) Ensure the stripping pump automatic lubricator is topped up are available in the cargo engine control room. A stroke transmitter K7 is fitted
Maker: Shinko Industries Ltd. with oil. to the pump. The air signal is sent to a stroke converter K8 in the engine room,
No. of sets: 1 where the signal is converted to an electrical signal and passed to the stroke
Model: KPH275 b) Slightly open the four drain valves on the steam chest and counter K9 on the cargo control room console. The pump can be stopped
Type: Steam driven vertical reciprocating, duplex exhaust casing of the stripping pump. quickly by closing the steam inlet valve K14 by means of the master steam
double acting type control switch K10 on the cargo console.
Capacity: 240m3/h at 150mth c) Open the pump discharge valve CO592F and set the line valves
Operational steam pressure: 13.5kg/cm2 if the discharge is to one of the slop tanks, or CO593F and
Speed: 27 double strokes/minute line valves if the discharge is being directed ashore via the Illustration 1.3.2b Stripping Pump Control Panel
MARPOL line.
STROKE COUNTER DISCHARGE
Crude Oil Stripping Eductor
d) Open the required pump suction valve, CO573F bilge suction
Maker: Ki-Won isolator, CO569F cargo lines suction master valve or CO570F STRIPPING PUMP
No. of sets: 1 stripping master valve for cargo pumps and strainers. STROKE COUNTER
Suction capacity: 500m3/h
Driving liquid: 800m3/h at 13kg/cm2 e) Open the steam exhaust valve SD683F. rpm
Water Ballast Stripping Eductor f) Drain the steam exhaust line and inlet steam line to the pump. STROKE
Maker: Ki-Won
g) Ensure that the speed setter control, K5 on the cargo control MEAS
No. of sets: 1
console, is set at the minimum setting. IN

Driving water: 1,000m3/h at 3.0kg/cm2 RUN
h) Ensure that an adequate steam supply is available from the SET
engine room.
Bosun’s Store Bilge Eductor
Maker: Ki-Won i) Open the steam inlet valve, K14 by means of the On/Off switch CALL RUNNING
No. of sets: 1 K10 on the console.

30 rpm

Driving water: 20m3/h at 10kg/cm2 j) Ease the steam control valve K1 off its seat by means of the SOURCE REST
speed setter control K5 and proceed to warm through the

pump.
Stripping Pump SHINKO IND. LTD.
k) After the warm up process, the pump can be started and KM-300
General
controlled remotely from the cargo console in the CECR by SPEED SETTER
The stripping pump is a steam driven, double acting, reciprocating type pump, adjusting the speed setting regulator.
controlled from the cargo console in the CECR. The stripping pump is used to OFF - ON
drain the cargo lines to shore via the 125mm line (MARPOL line) and to draw l) Close all drain valves and bring the pump up to speed using the
out the pump room bilges to the port or starboard slop tank. The MARPOL line
0.1
speed setter control K5, on the cargo console. D
0.5
HI
1.5
EE
GH
0.05 0.15
SP
connects to the manifolds outboard of the manifold valves. The pump may also
SP
LO W
EED
MPa
be used as a back-up alternative stripping device in the event of a failure of the

0 0.2
m) The speed is monitored by use of the stroke counter on the cargo

single stripping eductor, although consideration must be given that its capacity console. The speed of the pump should not be taken above a Master Switch
is approximately half that of the eductor. Additionally, there is a connection on maximum of 27 strokes/minute. Steam Isolating Valve K10
the ballast system which allows the ballast lines to be emptied when the ship
is trading in freezing water conditions. Note: Under no load conditions the speed of the pump will increase,
therefore a good watch should be kept on the pump when it is coming to the
end of suction.

Cargo and Ballast Stripping Eductors d) Increase the speed of the crude oil pump and open its discharge
valve, increase the pump speed until a minimum drive pressure
The cargo oil and ballast stripping eductors are used for final stripping of tanks of 10kg/cm2 is shown on the gauge. When a suction is shown
and in the case of the cargo oil stripping eductor, they are also used to keep the on the eductor, open the manual suction valve CO577F. Monitor
cargo oil tanks that are being COWd almost dry. the level in the slop tanks, if necessary the crude oil pump
suction can be taken from the port slop tank with the discharge
Essentially the operating procedure for both sets of eductors is the same, just from the eductor back into the port slop tank.
that the supply comes from a different source and that the cargo oil eductor
discharges to either of the slop tanks, while the ballast eductor discharges
directly overboard.
Operation
The following text refers only to the cargo stripping eductor the setting up of
the ballast eductor is covered in section 2.7.1.
The driving fluid for the cargo oil stripping eductor can be supplied by any
of the main cargo pumps. During COW operations the main cargo oil pump
supplying the eductor will also be supplying a number of COW cleaning
machines. The cargo oil pumps are each rated to be able to supply the
eductor and a maximum of two cargo oil tanks and their respective cleaning
machines.
It is important that the effective drive pressure does not drop too low so that
the suction pressure is maintained. Additionally, there is the possibility that
drive fluid may flow back to the tank through the eductor lines via an open
suction valve.
Procedure to Supply Driving Fluid to the Eductor
a) When the point is reached to use the stripping eductor, the speed
of the cargo pump selected for drive duty should be reduced
to allow effective changeover from bulk discharge to eductor
operations.
b) When the pump is ready for operation set the line suction valves
and eductor discharge valves to either slop tank. The port slop
tank is designated as the dirty tank and the starboard tank is the
clean tank.
c) Open the eductor drive valve CO578F. At this point the eductor
suction valve CO577F must remain closed.

Illustration 1.3.3a Automatic Cargo Stripping System No. 1 AUS No. 2 AUS No. 3 AUS
No.1
C30
FINISH FINISH FINISH
LOW SEP LVL LOW SEP LVL LOW SEP LVL
OF STRIP OF STRIP OF STRIP
No.2 C30 VLV POSITION VLV POSITION VLV POSITION

& SEP LVL & SEP LVL & SEP LVL
No.3
C30
C50
Recirculation Line
50 100 50 100 50 100
CO755 CO754 Sealing Control Signals 0 % 150 0 % 150 0 % 150

O O O
Fresh Water
C1 J8
CO
751 C10 VP EXHAUST
PRESS HIGH
C132 PI VP EXH. PRESS
VP Unit C6
C22 C9-1 0.10
No.1 VP
STOP
No.2 VP
STOP
VP START SOURCE
DC
SOURCE
AC
C9 C2 0.05 0.15 START AUT START AUT 1-2 2-1 OFF ON OFF ON
C8 No.1 C5 C3
No.1 0 0.2
Vacuum
Pump Motor
C16 C12
To Port Slop GEV GEV GEV
C17 C67
0.1
CLOSE NOR 0.1
CLOSE NOR 0.1
CLOSE NOR
Tank
0.5
0.5
0.5
1.5
1.5
1.5
0.05 0.15 0.05 0.15 0.05 0.15
0 MPa 0.2 0 MPa 0.2 0 MPa 0.2
C2 C109 AFTER AUS AFTER AUS AFTER AUS

DISCH VLV DISCH VLV DISCH VLV
No.2 No.2 FINISH FINISH FINISH
COP COP COP COP COP COP
Vacuum CLOSE OPEN CLOSE OPEN CLOSE OPEN
Pump Motor STOP RUN STOP RUN STOP RUN
C16 C12
C67
DISCH VLV AUTO FINISH DISCH VLV AUTO FINISH DISCH VLV AUTO FINISH
C20 MAN AUT OFF ON MAN AUT OFF ON MAN AUT OFF ON
C35 C109
REC. VLV VP & GEV VP & GEV VP & GEV

CLOSE INTERLOCK INTERLOCK INTERLOCK
OPEN AUT RESET RESET RESET
CO574
Control Signal
H1
LP Main Tank Cleaning
LAH A1
Cargo Line Line
A8 (A5)
H4 A9
Drain Tank J2 No.1 CO589 CO583
Manhole
1m3 Separator
J3 A3
3.49m3
A12
CO584
JT1 HP A11
JT2
Test/
A13 A20
Adjustment PI A17
JT3
A10 A4 Key
JT4
B1 Fresh Water
F1 No.1
Cargo Tanks Cargo Oil Cargo Oil
(H5) CO780 Mudhole Pump CO703
Cargo Vapour
Stripping Pump
CO753 Pneumatic Line
CO701 CO702 CO580
Valve Normally Closed
To Stripping Pump Normally Open

Section 1.3 -- Page
Page x1 of
of x4
1.3.3 AUTOMATIC CARGO STRIPPING SYSTEM Discharge Control Valve (B1) The extraction valve opens when the separator level is less than 50% and
No. of sets: 3 closes when it returns to 70% or more. When the gas extraction valve receives
Maker: Shinko Industries Ltd
the signal to close, the recirculating valve (C50) opens to purge the line with IG
Model: AUS453-3 Type: Pneumatically operated, non-tight butterfly valve from the slop tank to the vacuum pumps. This valve closes when the vacuum
pump is stopped twenty seconds later.
The discharge control valve (B1) is a butterfly type valve driven by a pneumatic
Introduction
cylinder and controls the pump capacity. The valve is controlled remotely either Drain Tank (H1)
by the automatic control signal from the level transmitter (A3) on the separator,
The automatic cargo stripping system is provided to improve the efficiency of Any liquid (fresh water or cargo oil) which overflows or is drained down from
or by the manual control signal from the manual loader on the control panel
stripping the cargo oil tanks and to assist in the maintenance of high bulk rate the vacuum pump unit is stored in this tank which is emptied by the stripping
in the cargo control room. The selector switch is used to select automatic or
discharge. It utilises the cargo oil pumps to complete the stripping operation pump via non-return valve CO753. A high level alarm unit is fitted on this tank
manual control of the discharge valve. Three-way cocks are situated locally to
which reduces unloading time. The operation is fully automated. and is indicated on the cargo control console, additionally, there is a local sight
enable the discharge valve to be opened in an emergency.
glass and sounding pipe. The drain tank has a capacity of 1m3.
The basic principle of the system is to automatically prevent the suction of
A valve position gauge (black indication needle) which is integrated with the
gas into the pump, thus enabling the cargo oil pump to complete the discharge
separator level gauge (red indication needle) is located on the AUS control Note: During normal operations, one vacuum pump unit is running and the
without using a conventional small capacity reciprocating pump.
panel in the cargo control console and indicates the position of this valve. second is in standby mode.
The gas drawn in from the bellmouth tank suction and the cargo oil vapour
produced in the suction line are separated from the cargo oil in the separator, Vacuum Pump Unit (C1) and Vacuum Pumps (C2) Operating Procedure
on the suction side of the cargo oil pump. The gases gather at the top of the Maker: Shinko Industries Ltd
separator from where they are extracted by the vacuum pump system. Setting Up the System for Automatic Stripping
Model: NSW80
When a large volume of gas enters the separator during the stripping stage, Capacity handling of vacuum pump unit: 320m3/h At the begining and during the majority of the bulk discharge it is not always
the liquid level in the separator drops. This would normally cause the pump to Maximum vacuum: 550mmHg necessary to have the AUS system set to automatic operation. It is only when
lose suction and stop pumping. To prevent this condition, the discharge valve the seperator(s) level begins to fall is it necessary to have the AUS system in
No. of pumps 2
of the cargo oil pump is throttled in in proportion to the liquid level of the automatic mode.
separator and adjusts the flow rate accordingly. The lower the liquid level falls,
There is a single vacuum pump unit which can draw off vapour from the a) Ensure that there is sufficient water in the vacuum unit sealing
the more the discharge valve closes, for this operation the discharge valve B1
separators. The vacuum pumps are of the horizontal water ring type, each tank. The level can be topped up by opening valve C17.
(switch DISCH VLV. MAN AUT) must be set in automatic mode and the gas
driven by an electric motor through an intermediate shaft which passes through
extraction valve set to normal operation (switch GEV CLOSE. NOR) on the
the bulkhead from the engine room. The pumps extract the gas from the top of b) On the AUS automatic unloading console set the DISCH VLV
AUS control panel. When a preset level is reached in the separator (50%) the
the separators (A1) and discharge it to the port slop tank. The pumps (C2) are MAN/AUTO switch to AUTO. The discharge valve will now be
vapour vacuum extraction pumps cut in to draw off the vapour in the separator,
automatically started and stopped by a pressure switch which is operated by controlled by the separator level transmitter.
this will then cause the liquid level to rise and the discharge valve is opened
the pneumatic signal from the level transmitter (A3). The pumps can also be
accordingly.
started and stopped by means of the control switch on the control panel in the c) Set the gas extraction valve close/normal selector (GEV)
cargo engine control room. to NOR. This will allow the gas extraction valve to operate
Component Description automatically.
Each pump is equipped with a screw-down non-return suction valve (C16) to
Separator (A1) prevent sealing water and gases from flowing back to the gas extraction line. d) If it is required that a COP is to be stopped automatically by the
MaKer: Shinko Industries Ltd The sealing water tank (C6) separates the gas from the sealing water and acts AUS control system when it is finished discharging its last set
as a reservoir for the supply of sealing water to the vacuum pumps. of tanks, then set the after strip COP STOP/COP RUN selector
No. of sets: 3
Capacity: 3.49m3 to STOP for the selected cargo pumps. This will cause the cargo
Gas Extraction Valve (C30) pump to stop when the FINISH OF STRIP lamp flashes and the
buzzer sounds, also the AUTO FINISH ON/OFF selector on the
The separator is a tank on the suction side of the cargo oil pump. It contains No. of sets: 3 (one fitted to each separator)
selected pump must be switched to ON.
an integrated lattice screen (A20), which assists in the separation of the gas
from the liquid and protects the pump from damage by ingress of debris. The The gas extraction valve (C30) is a pneumatically operated piston type
e) Setting the automatic unloading system AUTO FINISH ON/
vapour collects at the top of the separator where it is extracted by the vacuum valve. The three valves, one from each separator are located at the pump
OFF selector to ON will cause the vacuum pump to stop and
pump system (C1). A level transmitter (A3) is mounted on the side of each room entrance level. Each valve is installed in the gas extraction line leading
the gas extraction valve to close when the FINISH OF STRIP
separator. The transmitter converts the liquid level to a pneumatic signal which from the top of the separator (A1), and is opened and closed by a solenoid
lamp flashes and the buzzer sounds.
controls the discharge valve (B1), vacuum pumps (C2) and gas extraction valve controlled through a pressure switch, which is operated from the level
valve (C30). transmitter (A3).

Illustration 1.3.3b High Vapour Pressure Curve Graph True Vapour Pressure (Absolute psi)
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
50°C 50°C
Figure 1
40°C 40°C
Liquid
Temperature
30°C Reid Vapour 30°C

Pressure = 6 psi 11.1 psi
Reid Vapour
Pressure = 8 psi
20°C 20°C
Reid Vapour
Pressure = 10 psi
10°C 10°C
True Vapour Pressure (Absolute psi)
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
50°C 50°C
Figure 2
40°C 40°C
Liquid
Temperature Reid Vapour
30°C Pressure = 6 psi 30°C
Reid Vapour
Pressure = 8 psi
20°C 20°C
Reid Vapour
Pressure = 10 psi
10°C 10°C
-500 -400 -300 -200 -100 0 0.1 0.2 0.3 0.4

1090 1090
1000 1000
900 900
Pump
Speed (rpm) 850 rpm
800 -60mmHg 800
700 700
650 rpm
600 -113mmHg 600
545 545
-600 -500 -500 -300 -200 -100 0 0.1
Minimum Suction Pressure (mmHg, kg/cm2)

Section 1.3 -- Page
Page x3 of
of x4
f) Set the recirculating valve (REC VLV) auto/close/open selector When the volume of gas being drawn in to the bellmouth becomes less than the • Reduce the pump speed thereby lowering the minimum suction
to AUTO. This sets the recirculation valve C50 to operate extraction capacity of the vacuum pump, the separator level begins to rise and value. This will achieve the desired affect although it will
automatically. at the same time the discharge valve begins to open gradually and the pump increase the time taken to finish the cargo operations. The
discharge flow begins to increase. pump speed should be reduced in steps corresponding to the
g) Set both vacuum pump switches (No.1 VP and No.2 VP) increase in the suction pressure. Consideration should be made
to AUTO, this allows the vacuum pumps to be available as This cycle will repeat until the discharge valve is opening only slightly while of any limitations placed on the ship by the receiving terminal
required. the amount of gas drawn in is increasing. When the separator level falls to to maintain a minimum discharge pressure.
below 5%, the red lamp LOW SEP LVL, on the control panel lights up,
• Close in on the pump discharge valve when the minimum speed
h) Set the SOURCE AC and SOURCE DC switches to ON. showing that unloading has reached the stripping stage.
has been reached in order to maintain a required discharge
pressure.
While the liquid level in the cargo oil tank is above 70% of the separator level As the stripping of the cargo oil tank advances, even though the vacuum pump
the automatic unloading system is not required. is running continuously, the level in the separator does not rise. As a result the
discharge valve remains closed most of the time. In order to help reduce the problems in pumping HVPC cargoes, consideration
CAUTION should be given to the tanks into which it is loaded. As a guide it is best to load
When the low separator level lamp has remained on for three minutes the red these cargoes in the forward wing tanks if possible, so that when the ship has a
Do not open the manual discharge valves from the separator to the
lamp Finish of Strip flashes and the buzzer sounds, signifying completion of stern trim, the head from these tanks will be maintained for a longer period.
vacuum pump unit until the cargo tank level is below the height of the
sealing water tank measured up from the keel. Opening these valves discharge.
when the tank level is high can result in cargo carry over to the water
sealing tank. If the COP stop/run selector switch has been set at COP STOP, then the cargo
pump will stop automatically at this stage. However, if the switch has been
set to COP RUN, then the cargo pump will continue to run. If the residual
As the tank level falls, the suction pressure also falls and approaches the vapour
liquid appears to warrant more stripping it is possible to control the pump
pressure of the liquid being pumped. Part of the liquid will turn to vapour and
and the discharge valve manually, in which case set the AUTO FINISH ON/
accumulate at the top of the separator (A1) and, as a result, the separator level
OFF selector to OFF to release the trip condition of the vacuum pump and
begins to fall.
the gas extraction valve. This operation will allow the vacuum pump and gas
extraction valve to return to automatic control if conditions warrant it. When it
When the separator level falls below 50%, a pressure switch is actuated by the
can be judged that there is no advantage in operating the pump continuously,
pneumatic signal from the level transmitter (A3) and the vacuum pump (C2)
the pump can be stopped manually.
starts. At the same time the gas extraction valve (C30) opens and the discharge
valve (B1) is throttled in by a corresponding amount.
CAUTION
The vacuum pump extracts the gases and the separator level rises. When the Running the pump in the manual condition may result in the pump
separator level recovers above 70%, the gas extraction valve (C30) closes, the running dry, or running with the discharge valve closed longer than
recirculating valve (C50) opens to purge the line with IG from the slop tank the manufacturer’s recommendation, resulting in serious damage to the
to the vacuum pumps. This valve closes when the vacuum pump is stopped pump and mechanical seals.
twenty seconds later. The discharge valve (B1) then opens.
When the vessel carries high vapour pressure cargo (HVPC) which is
As the tank level falls further towards the bottom of the tank, turbulence classified as a cargo which has a Reid pressure above 8psi, there is the risk of
occurs around the suction pipe and gas begins to be drawn into the bellmouth excessive pump cavitation during discharge. This is due to the cargo boiling
of the tank suction. This gas is separated in the same manner as previously off under the effect of a low suction vacuum pressure. Illustration 1.3.3.b
described. gives the relationship between the Reid pressure and the true vapour pressure
(absolute).
When the tank level falls further, the liquid surface around the bellmouth
becomes violently disturbed and a large volume of gas can be sucked from When an HVPC type cargo is carried, strict observation should be made to
the bottom of the bellmouth. Under these conditions the level of liquid in the the cargo pump suction pressure to ensure it does not fall below the minimum
separator falls to a level where the signal air pressure from the level transmitter suction pressure. As the level in the cargo tanks fall to a low level, the suction
causes the discharge valve to close and decrease the flow. The speed of liquid pressure will increase, if this pressure falls below the minimum valve excessive
flowing into the bellmouth decreases and the disturbance around the bellmouth vapour will be generated in the pump casing with resultant pump cavitation.
also decreases, thus the amount of gas being drawn into the bellmouth The relationship between Reid vapour pressure, pump speed and minimum
decreases. suction pressure for an HVPC cargo can be seen. In order to maintain the
discharge within the limits there are two possible operations that can be used:

Illustration 1.3.5a Pressure Vacuum Valve
Piston
Tube
Guide Ring
Cargo Tank Underpressure
Diaphragm
Housing
Test Lift
Assembly
Vent Side Tank Side
Cargo Tank Overpressure
Valve Valve
Seat Disc
Issue: Final Draft IMO No. 9297357 Section 1.3.4/5

Section 1.3 -- Page
Page x1 of
of x2
1.3.4 CARGO VALVES 1.3.5 PRESSURE VACUUM (PV) VALVES FD507F. There are two water mist nozzles facing forward each with a rated
capacity of 255 litres/min.
All the principal cargo valves are operated from switches on the cargo control Combined pressure/vacuum valves are fitted to each inert gas line, main and
console in the CECR. The switches supply electric power to pilot valves which secondary at the base of the forward vent riser. These valves are designed to
direct oil from the cargo valve’s hydraulic system to one side or the other of relieve positive or negative pressure in the tanks.
the operating piston of the valve to be opened or closed.
Valve Test Handle
Main IG Line PV Breather Valve
Equipment (For Cargo Tanks)
Wafer type butterfly valves are generally used throughout, with lugged type
butterfly valves used for ship side valves and manifold connections. All Maker: Tanktech Co. Ltd.
manually operated valves are supplied with a manual indicator. All remotely No. of sets: 1 per inert gas main
controlled valves have a status indication on the console, indicating whether Model: KSBP-8, main (port) line
they are open or closed. KSBP-6, secondary (starboard) line
Set pressure: 0.14kg/cm2
The main discharge valve of each cargo oil pump can be controlled and stopped Set vacuum: -0.05kg/cm2 Secondary IG Line PV Breather Valve
at any position between fully open and fully closed. A position indicator of
these valves is provided on the cargo console. (For Ballast Tanks)
Hydraulic pipes are led directly to each valve from the respective solenoid Maker: Tanktech Co. Ltd.
valve cabinet. In the case of a solenoid control power failure of the valve, it is No. of sets: 1
possible to operate the valves by manually operating the respective pushbutton Model: New-IOS-HV-100
on the solenoid rack. For emergency use, two portable hydraulic hand pumps Set pressure: 1,400mmAq
are supplied. Set vacuum: -500mmAq
The following valves have a throttling function with an intermediate position The KSBP type breather valve is an in-line piston type, fully automatic
indicator and can be stopped at any position between open and closed: combined gas venting and vacuum valve. It is designed to relieve overpressure
or tank vacuum during cargo operations and on passage. The differences in
• Ballast tank suction valves model type are the nominal diameter of the connections and their throughput,
• Ballast pump discharge valves the nominal diameter of the KSBP-8 is 200mm, the nominal diameter of the
KSBP-6 is 150mm.
• Cargo tank main suction valves Main Pressure Vacuum Breather Valve
• Cargo pump discharge valves In the event that a ballast tank has a structural failure which allows cargo
vapour or liquid into the tank, then that tank can be inerted, see section 4.1.6
• Main cargo line drop valves
for emergency inerting of a ballast tank. As a means of protection for over/
• Discharge line valve to the ODME under pressurisation of the tank in an inerted condition a conventional PV
valve can be fitted to the tank.
The other remote operated valves have only fully open or closed functions with
open/closed indication.
Operation
See section 3.1.3 for details on the control of the cargo and ballast valves.
Before loading or unloading, the PV valve must be test lifted to ensure the
freedom of the valve disc. There is a lift handle for this purpose situated
on the side of the valve casing. During a sea passage the PV valve will
operate automatically and relieve any pressure or vacuum caused by thermal
variations.
Mast Riser
The mast riser of 400mm nominal diameter with a flame arrester outlet 6m
above the deck directs the discharge vapours from the PV breather valves clear
of the deck. Additionally, the flame arrester area has a fixed water mist spray Main and Secondary IG Pipeline and Vent Mast Raiser
system fitted which is fed from the deck fire main via a manual isolation valve

1.4 Inert Gas System - Main and Top-Up Generator
1.4.2 Operation of the Main System
1.4.3 Maintenance (Routine Maintenance in Operation Only)
Illustrations
1.4.1a Inert Gas System - Engine Room
1.4.1b Inert Gas System on Deck
1.4.2a Inert Gas Control Panel - CECR
1.4.2b Top-Up Generator Local Control Panel and Wheelhouse Inert Gas Indicator Panel
1.4.2c Calibration Sample Selection Switch

Illustration 1.4.1a Inert Gas System - Engine Room Hinged Flap With Flame ZS
Screen For Fresh Air Intake Operation Signal IGS
TI
Weather Deck 12 Litre Receiver Funnel Top
Boiler for IG Main Isolating
Uptake Valve to Deck
Fresh WF508F Remote Control
Water Valve With Timer
Supply
GE GE TI h2
014F 015F Blower 100% To Inert Gas
PI
System On Deck
ZS
Boiler
Sealing Air Uptake
from Auxiliary WF509F
TI PI
Boiler
FD Fan Scrubber Unit
h1
No.1 FD No.2 FD
Fan Fan
TI PI 5HPRWH&RQWURO
ZS 9DOYHV:LWK7LPHU Deck Water Seal
Air LHA
Blowing GI541F Closed
(1 - 3)
Oxygen Air N2
LS
Pressure Pressure
AR024F Blower 100% Analyser

Max 0.3 bar
Sample
Max 0.3 bar
TI TI LAL
Incinerator PI ZS
Room
LS TI
Inert Gas Generator AUTO WS WS

and Fan Room CH-VR 041F 042F
Engine Room
Drain
5HPRWH&RQWURO
9DOYHV:LWK7LPHU
Upper Deck
,**&RROLQJ
6HD:DWHU3XPS Steam Exhaust
PK[NJFP Deck Water
Seal Supply Pumps WS WS GI526F
(3m3/h x 4kg/cm2) 039F 040F
WS046F :6) Drain To Engine Room
ZS
IGS IG Scrubber Sea Water
Pump (150m3/h x 4.5kg/cm2) Steam Supply
ZS :6)
IGS PI
/RFNHG
:6) &ORVHG :6)
WS048F
(Locked Inert Gas Generator
Closed) (PHUJHQF\)HHG&RQQHFWLRQ Unit
TI
URP%LOJH)LUHDQG*63XPSV Topping Up Inert Gas Generator Diesel Oil Pump
Silencer
Weather Deck Spark TI
Arrestor Key
Inert Gas
Test Cock
Sea Water
Wire Rope PI
(Outside) Air
GI524F
M
LS TI
Fresh Water
Air Blower Unit
Diesel Oil
IG523F
GI525F Silencer
Blower Effluent Drain Line
Polyethylene Coated
Diesel Oil Supply Diesel Oil Service Tank
Drain Sea Water Effluent Drain
Line Polyethylene Coated

Section1.4.1
1.4 -- Page
Page x1 of
of x4
1.4 INERT GAS SYSTEM - MAIN AND TOP-UP Main Inert Gas System venturi scrubber, the gases are deflected through a wet filter, providing further
GENERATOR cooling and cleaning. The gas then passes into the open spray tower, which
The flue gas from the boiler uptake is led into the plant, then cooled and is the final cooling process. The water mist is highly efficient in removing
cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks sulphur. The spray also assists in maintaining the wet filter in a clean condition
1.4.1 SYSTEM DESCRIPTION
via a deck water seal non return valve and distribution piping. The system is by a continuous flushing action. The clean cool gas passes through a mesh
used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases demister in the top of the scrubber tower, which effectively prevents water
General and replace them with an inert gas, keeping the oxygen content below 5% by droplets from being carried over with the outlet gas flow.
volume.
Maker: Hamworthy KSE a.s. Moss An independent cooling sea water supply pump supplies the scrubber.
Type: Moss Flue Gas System When the boilers are operating efficiently, the composition of the inert gas by Emergency cooling water can be provided from either of the bilge, fire and GS
volume should be: pumps. The water leaving the scrubber is discharged overboard.
Capacity: 10,500Nm3/h each blower
Carbon dioxide (CO2) approximately 13.0%
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue Inert Gas Fans
Oxygen (O2) approximately 5.0%
gas and an independent inert gas generator plant, to provide a gas explosion Maker: Flebu
protection system, i.e. a low O2 content in the cargo oil tanks and slop tanks. Sulphur dioxide (SO2) < 100ppm
No. of sets: 2 (each 100% capacity)
This is achieved by maintaining a slight overpressure in the tanks at all times. Nitrogen (N2) Balance
Type: Centrifugal single stage
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by However, during low boiler load operation, the oxygen content of the boiler Model: BK91.5
inert gas. Pressure of the inert gas in the tanks is to be maintained above exhaust gas will tend to rise, due to the higher excess air required for good
atmospheric pressure at all times. combustion. Two electrically driven inert gas fans are supplied. Each is capable of supplying
the full rated inert gas capacity, 10,500Nm3/h. They draw the gas from the
The IG used on this vessel is produced either by a conventional flue gas plant, WARNING boiler uptake, through the scrubber, and deliver to the deck distribution pipe
which cools and cleans exhaust gas from the boiler uptake, or by an independent system via the deck water seal with sufficient overpressure to form a high
When running with the boiler on a low load, the flue gas blower may
inert gas topping up generator system, which burns marine diesel oil at a very velocity gas jet at the inlet to the cargo tanks. The blower casing of each fan is
draw air down the boiler funnel uptake resulting in an out of range O2
low excess air setting. The resulting exhaust gas from either system is cooled provided with water washing spray nozzles and drains. The washing system is
acceptability.
and cleaned before being fed into the cargo tanks. automated so that when the fans are stopped, but during their run down period,
fresh water is injected onto the fan impeller in order to clear away any soot
The system consists of the following components:
The main system is designed to maintain a positive tank pressure of 900mmWG, particles.
with a tank O2 content of less than 5% maximum.
Scrubber
Deck Water Seal
The system is used during: Maker: Hamworthy KSE a.s. Moss
Maker: Hamworthy KSE a.s. Moss
• Cargo oil unloading No. of sets: 1
No. of sets: 1
• Hydrocarbon gas purging Type: Triplex
Type: Displacement
• Tank cleaning Stage 1: Venturi with water injection
Sealing height: 2,500mm WG
Stage 2: Mesh wet filter
• Crude oil washing Capacity: 10,500m3/h
Stage 3: Open water mist spray tower
• Reducing the O2 content in the tank volume
The deck water seal is of the displacement type. The water inside the seal is
• Emergency inerting of the pump room by fitting a spool piece The scrubber is of the tower type and consists of inlet water seal tanks, tower displaced into a reservoir during operation, and immediately falls back and
• Emergency inerting from deck of the ballast tanks via dedicated elements and spray nozzles. closes the seal in case of loss of positive gas pressure, preventing any back-
flexible hoses. The system offers additional flexibility for flow of cargo gases.
inerting and purging the ballast tanks, by the IG main connecting The purpose of the scrubber unit is to cool the exhaust gas, remove soot
into the ballast main piping via a spool piece on deck before the particles and sulphur and sulphur dioxide from the exhaust gases drawn from The deck water seal is gas leakage proof, due to an internal double seal pipe
IG main block valves. the boilers and therefore produce a ‘clean’ inert gas. forming two gas barriers. A small tube with a gooseneck on the water seal
top indicates a possible leakage in one of the barriers. The water seal has a
Hot flue gases are drawn from the boiler uptake and accelerated through the built-in retractable heating coil for use in cold weather conditions. There is an
inlet venturi tube where they are sprayed with sea water. In this stage, the gases inspection glass with a locking cover for water level sighting. The deck seal is
are pre-washed and cooled to between 60 and 70°C. At the lower end of the fitted with a sealing water high and low level alarm.

Illustration 1.4.1b Inert Gas System on Deck No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port)
IG Generator
and Fan Room To Cargo
Line
Inert Gas Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
Supply CO599F (Port) (Port) (Port) (Port) (Port)
GI512F GI511F
Sampling
CO785F Point No.1 Cargo Oil Tank
400 400
P/V (Port)
No.4 Cargo Oil Tank
Breaker
(Port)
14,280m3/h
GI516F
400
400 PS PT
400
400 400 400 400 400

GI542F GI515F
250 250 250 250 250 250
Mast Riser With 250
Flame Arrestor
200 200 200 200 200 200 400 200
400
GI501F
200 200 200 200 200 200 200
400 200
400
GI503F
PS PT GI502F
250
250 250 250 250 250 250 250
250
250 250 250 250

GI543F GI517F 250 150
250
GI510F GI509F GI508F GI507F GI506F GI504F GI505F
Cargo Access 400

Hatch P/V
Flexible Hose No.4 Cargo Oil Tank
Breaker
(Starboard) No.1 Cargo Oil Tank
400 4,760m3/h
400 Sampling (Starboard)
Point
GI514F GI513F No.3 Cargo Oil Tank
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.2 Cargo Oil Tank
400 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Deck Water
Seal
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
250 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
LAH
For Pump
LAL Room Inerting
250
150
GI518F
GI520F
GI519F
Sea Water
Supply GI544F
Steam 250
Exhaust GI526F
Key
Steam Supply
Inert Gas
To Ballast Line

Section1.4.1
1.4 -- Page
Page x3 of
of x4
The mesh demister in the upper part of the seal effectively prevents carry-over Testing of the density is according to the planned maintenance programme, Oxygen Analyser
of water droplets under all flow conditions. In the event of a loss of IG delivery with the results recorded in the Inert Gas Record Book parts B and C. A fixed oxygen analyser is installed, which samples the inert gas after it has
gas pressure, the water immediately falls back and closes the seal, thereby passed through the blowers.
preventing any back-flow of gases to the boilers in the engine room. Before topping up of the mixture can take place, the pressure on the IG main
must be reduced to slightly above or near to atmospheric, in order that the
Any back pressure from the cargo tank area will induce an overpressure in the pressure on the PV breaker is relieved in order to add the antifreeze. Inert Gas Top-Up Generator (TUG)
reservoir chamber above the water level and force water into the centre tube.
The water level in the centre tube will rise and thus prevent gas from leaking Maker: Hamworthy KSE a.s. Moss
Flue Gas Isolating Valves
past the seal. An externally mounted sight glass is provided, enabling the level Type: Topping Up
of the seal water within the chamber to be checked. A seal water low pressure As the flue gas isolating valves are subject to high temperature variations they
are therefore not gas tight in the closed condition. Gas leakage into the system Capacity: 500Nm3/h
alarm is fitted in the sea water supply line, additionally, a low and high level
alarm float switches are fitted to the deck seal chamber. Overfilling of the deck is prevented by the automatic provision of air sealing from the boiler FD fan Fuel oil consumption: Approximately 40kg/h
water seal is prevented by a weir and direct overboard discharge. The deck seal when the flue gas system is shut down and the boiler is operating.
is constantly supplied with sea water from one of two supply pumps; a pressure The function of this inert gas generator is to enable the inert gas inside the
sensor on the sea water supply will start the standby pump which should be A manually operated valve is mounted close to each boiler uptake duct for soot tanks to be topped up to the normal working range without having to put the
set to automatic, should the pressure fall below the alarm limit or the running cleaning on the boiler side of the flue gas isolating valve; air for this operation main system on line. Changes in the climatic conditions and the areas the ship
pump fail. comes from the general service air system. Double acting cylinders, controlled is passing through can radically change the pressure inside the tanks.
by solenoid valves, pneumatically operate the master uptake valves. These flue
gas isolating valves should be air blasted (PUSH TO CLEAN button on the The unit comprises of an oil burner and combustion chamber, a scrubber, a
Pressure/Vacuum Breakers control panel) before flue gas is directed into the inert gas system. blower and a fuel oil pump unit. This unit operates automatically and can be
Main IG Line (Port) set to start and stop at given pressures set on the control panel. An independent
Sealing Air Valve cooling sea water supply pump supplies the topping-up generator cooling
Maker: Hamworthy KSE a.s. Moss system. Emergency cooling water can be provided from either of the bilge,
No. of sets: 1 To prevent boiler flue gas leaking past the boiler uptake valves when the plant fire and GS pumps. The water leaving the unit is discharged overboard.
is shut down and a boiler is running, a sealing air supply line is fitted. This runs
Type: Dual pipe - liquid filled
from the discharge side of the boiler forced draught fan to the pipeline between Fuel oil is burned in the combustion chamber. The products of combustion is
Capacity: 14,280m3/h the boiler flue gas isolating valve and the downstream main valve. When the then led through the cooling tower where the gas is cleaned and cooled. The
Opening Pressure: 0.20kg/cm2 boiler uptake valves are open, the sealing air pneumatic piston operated valve inert gas is then delivered to the inert gas main through a flow control valve.
Vacuum: 0.07kg/cm is closed and vice versa.
Effluent Discharge
Secondary IG Line (Starboard) Flow Control Valves
There are two directions that the effluent discharge from the TUG can take,
Maker: Hamworthy KSE a.s. Moss Butterfly control valves operated by pneumatic actuators, will control the flow one is directly overboard and another is to the bilge primary tank, the discharge
through the system. To protect the blower motor, the valves are held in the route selection is made at the main control panel in the CECR. As previously
No. of sets: 1
closed position during the blower start-up period. described, under normal operations the sea water cooling/scrubber effluent
Type: Dual pipe - liquid filled
from the TUG is discharged directly overboard. In the event of a flame failure
Capacity: 4,760m3/h on the TUG, the duty engineer or deck officer manning the CECR should
Blow Off Valve
Opening Pressure: 0.20kg/cm2 immediately change the mode selection switch to discharge the effluent to the
One butterfly valve is provided for gas venting. It is pneumatically operated engine room bilge primary tank, i.e., position No.2. This is because there will
Vacuum: 0.07kg/cm
and used to control the inert gas main pressure. When the plant is started with be the possibility of diesel oil fuel becoming contained within the effluent
the blower running and the main deck line control valve closed, the blow off discharge after the flame failure being sensed and before the fuel solenoid shut-
A pressure/vacuum breaker is fitted to each of the main and secondary inert valve will open, relieving the gas from the blower outlet to atmosphere, thus
gas lines on deck as indicated above. Each is filled with a mixture of antifreeze off valves operating. The effluent line can also be manually drained down to
preventing overheating of the running blower. the bilge primary tank by selection position No.1 on the control panel.
(glycol) and water. They will open at a preset pressure or vacuum, thus
protecting the tanks against too high a pressure or vacuum.
Inert Gas Main Control Valve
There is a level sight glass fitted to the side of the PV breakers which should One main control valve, driven by a pneumatic double acting actuator, is
be checked before cargo operations. The correct mixture of antifreeze is 50% provided on the main line. During start up and shut down the valve is held in
fresh water to 50% ethylene glycol for both the port and starboard breaker. the closed position. A 12 litre air reservoir ensures closing of the valve if the
instrument air pressure is lost or there is a system power failure.

Illustration 1.4.2a Inert Gas Control Panel - CECR
TOPPING UP MOSS FLUE GAS COMMON

GENERATOR GAS SYSTEM FREEING
PAl
PI-220 INERT GAS PRESSURE TI-188 I.G. TEMPERATURE
185 INDICATE h 320 h 321 h 322 s 306 s 307
h 83 h - LAMP/LED FLUE AIR LAMP ALARM

RUN GAS VENT TEST ACCEPT
s - PUSH BUTTON READY READY
AAh/I - OXYGEN CONTENT HIGH/LOW
FUEL OIL TAh - TEMPERATURE ALARM HIGH
LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW h/s 313 h/s 305 h/s 310 s 309 s 304
INSTRUMENT PAh - PRESSURE ALARM HIGH
AIR SELECT START AIR
PAl PAh PAl - PRESSURE ALARM LOW T.U.G. FLUE VENT ALARM STOP
BA 200 MODE GAS START RESET
h 109 180 180 PAll - PRESSURE ALARM VERY LOW
lAl - BLOWER FAILURE
LAl BA - FLAME FAILURE
191 0 - 3000 mmWG 0 - 100°C CAPACITY SET POINT
h/s 311 s 214-1 s 214-2 h/s 315
COMBUSTION START
T.U.G. EMERG.
AIR AUTO STOP
TO TO
ATMOSPHERE ATMOSPHERE
HIC 22-1 HIC 22-2 DECK PRESSURE SET POINT
h/s 319 s 215-1 s 215-2
h 200 LOCAL
0 50 100 0 50 100 T.U.G.
START
FLAME REMOTE WATER WASH I.G. BLOWER

ON h/s 330 h/s 331
h 19-G OPEN CLOSED OPEN CLOSED
PAl
184-G BLOWER BLOWER
LAh 1 2
193-G
SEA WATER h 5-G s 22-1 s 22-2 CAUTION WATER TO BE USED ONLY
AUX. SUPPLY DURING RUN DOWN AFTER STOPPING I.G. BLOWER
h6
DECK WATER SEAL WATER PUMP 1
h 124
s 125-1 s 126-1 MANUAL AUTO h 125-1 h 126-1
SEA WATER DECK DECK
SUPPLY SECONDARY LOCAL STAND
MAIN T.U.G. STOP RUN
START BY
PAl PAl
PAI
183 187-1 187-2 s 340
INSTRUMENT DECK WATER SEAL WATER PUMP 2
h 17 h 14-G
AIR
PAll PAll s 125-2 s 126-2 MANUAL AUTO h 125-2 h 126-2
182-1 182-2
LOCAL STAND
s 301 T.U.G. STOP RUN BY
BOILER 1 START
SOOT 2 3 PAh PAh
h 24-1 h2 s 341
BLOWING BILGE TANK POS.1: MANUEL DRAIN TO BILGE 182-1 182-2
h 25-1 1 POS.2: BILGE - FLAME FAILURE
POS.3: EFFLUENT OVERBOARD
RUN h/s 28 HIC-214 HIC-215
h/s 308-1 h/s 308-2 PIR/AIR 217
DRAIN TO BILGE lAl h7 CAPACITY DECK PRESSURE DECK PRESSURE MAIN LINE INDICATOR/RECORDER
BOILER 1 SELECT h 260 180 SELECT SELECT
h 10 SET POINT SET POINT DECK PRESSURE SECONDARY LINE INDICATOR/RECORDER
UPTAKE DECK DECK
MAIN SECOND. OXYGEN CONTENT INDICATOR/RECORDER
h 27
h 103
TAh AAh/I
188 204 h 12-1 h 12-2 RECORD
s 53 DISPLAY
h 266 h/s 103-1
AIR FOR VALVE PUSH BLOWER 1 LIST
TO SELECT
CLEANING CLEAN BLOWER FEED
1 -500/ -500/
+2500mmWG +2500mmWG 0 - 25% 02
h 24-2
0 - 100% -500 - +2500mmWG
lAl h8 h1
RUN h/s 30 h 11 181
BOILER 2 SELECT
UPTAKE h 104
h 29
BOILER 2 h/s 104-1

h4 BLOWER 2 DECK PRESSURE DECK PRESSURE O2 CONTEMNT
SOOT
SELECT LAh MAIN LINE SECONDARY LINE
BLOWING BLOWER 195
h 25-2 2
LAh
FUJI
193-F
SEALING AIR
LAl AI-204 PI-182-1 PI-182-2
TAh h 300
h 19-F PAl 192
194 02 - CONTENT DECK PRESSURE DECK PRESSURE
184-GF MAIN LINE SECONDARY LINE
POWER ON
24V DC POWER FAILURE
SEA WATER h 5-F PAl
AUX. SUPPLY 189
h 14
h 129
SEA WATER SEA WATER

SUPPLY
BUZZER
0 - 25% -500 - +2500mmWG -500 - +2500mmWG

Section 1.4 -- Page
Page x1 of
of x5
1.4.2 OPERATION OF THE MAIN SYSTEM i) On the boiler to be used for supplying the flue gas press the Capacity and Deck Main Pressure Control
boiler uptake SELECT button.
The flue gas system main control panel is situated in the CECR. This panel The capacity control and deck main pressure are set by the corresponding
contains the programmable controller, which takes care of the start/stop/alarm j) Press the SELECT BLOWER button for the required blower, potentiometers on the control console. The signal from these two controls
functions and the running mode. On the front of the panel the system is either No.1 or No.2. automatically operates the vent and capacity control valves. When the set
represented in the form of a mimic diagram, with appropriate indications and point of the capacity or the deck main pressure has been reached, the control
pushbuttons. The panel also contains a three pen recorder/indicator unit for IG k) Press the flue gas START FLUE GAS button. valve will partially close to maintain the set point. To maintain a flow
main pressure on the main (port) and secondary (starboard) lines and the IG through the system and prevent the fans overheating, the vent valve will open
O2% content. l) The start sequence is indicated with lamps on the mimic panel. correspondingly.
A sub-panel on the bridge contains indication for inert gas pressure, oxygen The scrubber sea water pump then starts and the sea water inlet valve to the
content and alarm indicators. scrubber opens after 10 seconds. After a further 17 seconds, the selected Gas Freeing
blower will start and the blower outlet valve will open. The uptake sealing air
valve will close and the selected boiler uptake valve will open. The gas will The IG plant is also used for purging the cargo tanks with fresh air during gas
Procedure for Operating the Main Inert Gas System purge through the vent valve for 50 seconds. After the purging period it will freeing operations as follows:
Starting be possible to direct the inert gas to deck, if the oxygen level is below 5%, by
pressing the SELECT DECK MAIN (h12-1, port side IG line on deck) and/or a) Open the inlet valve for the required blower.
a) Ensure that the deck seal is constantly supplied with sea water
the SELECT DECK SECOND (h12-2, starboard side IG line on deck) button
by one of the supply pumps. In normal operation one pump is b) Open the atmospheric intake cover ‘h 260’, located on upper
on the CECR panel.
constantly running in manual mode, with the other pump on deck port side aft adjacent to the entrance doorway into the IG
standby automatic back-up mode. fan room.
m) Regulate the capacity by adjusting the potentiometer using the
Up and Down arrow buttons on the panel. The purge valve to
b) Manually open the scrubber sea water supply pump suction, c) Press the SELECT button for the required blower.
atmosphere will open and close accordingly to regulate the
discharge and the scrubber overboard discharge valve in the
delivery flow to deck according to the line pressure on deck.
engine room. If the scrubber pump is unavailable, either of the d) If all the valves are set correctly, the AIR VENT READY lamp
bilge, fire and GS pumps can be utilised to supply the scrubber will be illuminated.
n) Check temperatures and pressures.
tower via crossover valve WS050.
o) Check and adjust the flow through the oxygen analyser bubbler e) Press the START AIR VENT button. The plant will start in
c) Open the gas outlet valve GI541 from the scrubber and the IG venting mode. Any other functions, such as opening of uptake
unit.
blower gas suction on the selected fan that is to be used. These valves, are interlocked in this mode.
valves have Open/Closed position relays which transmit their
position to the mimic panel. Stopping f) Fresh air is supplied to the cargo oil tanks in the same manner
a) De-select the SELECT DECK MAIN and/or SELECT DECK as inert gas. The IG being displaced from the tanks is discharged
d) Manually open the air supply valve to the respective boiler flue SECOND button. The system will revert to purge mode, deck via the cargo suction lines leading up to the purge pipe risers
gas isolating valve soot cleaning valve. valve h12-1 (port) or h12-2 (starboard) will close and the vent which are fitted with flame screens forward of the port side
to atmosphere h2 will open. manifold.
e) Check and log the calibration of the oxygen analyser and set the
reference airflow to 100 litres/hour. b) Ensure the fresh water cleaning hose is connected to the WARNING
running fan casing cleaning line. Press the SELECT BLOWER When gas freeing is only taking place in one set of tanks for example,
f) The FLUE GAS READY lamp should be illuminated if all pushbutton on the running fan and the boiler SELECT uptake air will be directed down the secondary (starboard) IG main in order to
valves are in the correct position. button. The fan will now stop and the uptake valve will close, maintain an isolation from the other tanks which are gassed up.
the water washing valve for the fan impeller and drain valve
g) One deck seal pump is in continual use and should be running in will automatically open and clean off any soot deposits as the
MANUAL mode with the second pump set for AUTO cut in. See section 2.6 Gas Freeing for the procedure methods on Inerting, Purging
fan runs down. and Gas Freeing.
h) Clean soot from the uptake valves by operating the PUSH TO The sea water system for the scrubber tower will continue to run for a cool
CLEAN button. The isolating control valve will open and carry down period.
out the cleaning operation, it will then close on completion.

Illustration 1.4.2b Top-Up Generator Local Control Panel and Wheelhouse Inert Gas Indication Panel
MOSS FLUE GAS SYSTEM

= TOPPING UP GENERATOR
PI-182-1
h/s 82 DECK PRESSURE MAIN LINE
PAl
185
START / PI-220 INERT GAS PRESSURE
STOP h 83
DIESEL OIL
-500 - +2500mmWG
INSTRUMENT
AIR
h/s 209 h/s 158 h/s 156
0 - 3000 mmWG
PI-182-2
DECK PRESSURE SECONDARY LINE
h/s 108 GLOWING IGNITION MAIN
ON ON BURNER BA 200
h 109 ON
START / AAh/l
STOP LAl 204 h6
191
COMBUSTION
AIR
PAl PAh
180 180
h 200 -500 - +2500mmWG
FLAME AI-204
OXYGEN CONTENT
ON
PAl
184-G
LAh
193-G
h/s 123 h 5-G
Inert Gas From
START / Flue Gas System
STOP
h 124
SEA WATER
0 - 25% 02
PAI 187-1 PAh 182-2

DECK MAIN LINE DECK SECONDARY LINE
h 40 LOW PRESSURE ALARM HIGH PRESSURE ALARM
h 311 h/s 312 h 313 h/s 315
START SELECT SELECT INDICATE

COMMON ALARM T.U.G MANUAL T.U.G EMERG.
AUTO START MODE STOP h - LAMP/LED PAI 187-2 AAh/I 204
DECK SECONDARY LINE 02-CONTENT
s - PUSH BUTTON LOW PRESSURE ALARM HIGH / LOW ALARM
h 300 AAh/I - OXYGEN CONTENT HIGH/LOW
h 319 s 306 s 307 s 304 LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW
LOCAL LAMP
POWER ON T.U.G ALARM STOP PAh - PRESSURE ALARM HIGH PAh 182-1
START TEST ACCEPT DECK MAIN LINE
24VAC POWER FAILURE PAl - PRESSURE ALARM LOW s 306
HIGH PRESSURE ALARM
BA - FLAME FAILURE
LAMP
TEST

Section 1.4 -- Page
Page x3 of
of x5
Procedure for the Operation of the Top-Up Generator (TUG) n) Check that the temperatures and pressures are normal. Stopping - Auto
Starting of the generator is done from the local topping up generator (TUG) o) After the purging period it will be possible to direct the inert The generator stops when activated by the high-pressure signal from the inert
panel. The panel contains the programmable controller, which takes care of the gas to the deck, if the oxygen level is below 5%, by pressing gas main. The system will revert to the purge mode and shut down. The sea
start, stop and alarm functions and the running mode. On the front of the panel, the SELECT DECK MAIN (h12-1, port side IG line on deck) water system and the blower will continue to run for a cooling down period.
the system is represented in the form of a mimic diagram, with appropriate or SELECT DECK SECOND (h12-2, starboard side IG line on
indications and pushbuttons. deck) button on the CECR panel.
Deck Main Pressure Control
The deck main pressure is set by the potentiometer on the control console. The
Starting - Manually Stopping - Manual setting is displayed above. The signal from this unit automatically controls the
a) Manually open the TUG sea water supply pump suction, vent and capacity control valves.
discharge and the overboard discharge valve in the engine Press the STOP button on the local control panel. The system will shut down
room. If the supply pump is unavailable, either of the bilge, fire and reset to the purge mode. The sea water system and the blower will continue
to run for a cooling down period. Control Systems
and GS pumps can be utilised to supply the TUG via crossover
valve WS048. When the inert gas system is in use, the pneumatic control valve and the
Starting - Automatic vent valve automatically control the pressure in the inert gas main. When the
b) Check and log the calibration of the oxygen analyser. fan is stopped, the control valve, uptake valves, purge valve and fan outlet
a) Manually open the TUG sea water supply pump suction, valves close automatically. All the valves utilise instrument air as the control
c) Press the SELECT MANUAL START button. discharge and the overboard discharge valve in the engine medium.
room. If the supply pump is unavailable, either of the bilge, fire
d) Start the topping-up generator water supply pump. and GS pumps can be utilised to supply the TUG via crossover The manually operated valves in the system are fitted with microswitches,
valve WS048. to provide indication of the open/closed position on the mimic panel on the
e) Ensure that the cooling jacket sea water inlet valve is open. console.
b) Check and log the calibration of the oxygen analyser.
f) Check that all air is evacuated from the cooling jacket outlet
Inert Gas System Alarms and Trips
sight glass. c) Press the SELECT TUG MODE then the START TUG AUTO
button. The following conditions give indication in the alarm system, and cause
g) Start the combustion air blower with the START/STOP
complete shutdown of the plant and closure of all automatic valves except the
pushbutton. The sea water pump then starts and the sea water inlet valve to the cooling effluent valve and the deck seal sea water supply pump:
tower opens. After 17 seconds the blower will start. After receiving a running
h) Check and adjust the airflow through the oxygen analyser. signal from the blower, the IG capacity control valve will begin regulation. • Emergency stop
After 50 seconds the fuel oil pump will start and the ignition plug is activated. • Low instrument air pressure
i) After a pre-purging time of 45 seconds, start the fuel oil pump After activation of the main burner, the gas will purge through the vent valve
with the START/STOP button and energise the ignition glow • High sea water level in scrubber
for 50 seconds. The sequence is the same as for manual operation, except that
plug with the GLOWING ON button. the gas will lead to the inert gas main automatically. • High sea water level in cooling tower generator
j) After 30 seconds, admit air and fuel to the ignition burner with d) The start sequence is indicated with lamps on the mimic
the IGNITION ON button. The following conditions give indication in the alarm system and cause the
diagram. valves to go into shutdown position and the plant to stop operating, including
k) After 5 seconds, supply fuel to the main burner by operating the the FO supply pump for the TUG, although not the deck seal pump:
e) Check that all air is evacuated from the cooling jacket outlet and
MAIN BURNER ON button. sight glass before FLAME ON is energised. • Blower failure
• High combustion air pressure
l) When the flame is established and indicated by the FLAME f) Adjust the combustion air until the desired oxygen content is
ON lamp, allow 5 seconds for the flame to establish, then stop reached. • Low combustion air pressure
the ignition burner by cancelling the IGN ON and GLOW ON • Low sea water supply pressure (0.7 bar)
buttons. g) Check the temperatures and pressures for normal running
• High IG outlet temperature from blower (70°C)
conditions.
m) Adjust the air capacity to give the required oxygen content. • High IG temperature in scrubber (45°C)
h) Check the airflow through the oxygen analyser unit. • High sea water temperature in the jacket cooling

• Flame failure Illustration 1.4.2c Calibration Sample Selection Switch

Calibration of the XMO2 Oxygen Analyser
• Fuel oil low pressure to the burner
a) Ensure all of the IG sample isolating valves on the gauge board
• Low sea water supply pressure to the scrubber - flue gas Closed are closed.
(1 - 3)
• Low sea water supply pressure to the cooling tower - TUG
b) Open the N2 test gas cylinder isolating valve and adjust the
• Low sea water level in the deck seal reservoir delivery pressure to 0.2 bar. Rotate the selector switch to draw
• High sea water level in the deck seal reservoir Air N2 the sample from the N2 line.
Pressure Pressure
Max 0.3 bar Max 0.3 bar
The following conditions give indication in the alarm system and opening of c) Adjust the sample flow regulator to give a reading of 10 litres/h,
the vent to atmosphere and closing of the main discharge line valve: ensure the O2% gauge reading indicates zero %.
Sample
• High gas pressure in deck main line
d) Open the compressed air sample line isolating valve and rotate
• High oxygen content, vent to atmosphere will open (5%) the selection switch to the air reference line. Shut the isolating
• Low oxygen content vent to atmosphere will open (1%) valve on the N2 cylinder.
The following conditions give indication in the alarm system: e) Adjust the sample flow regulator to give a reading of 10 litres/h,
ensure the O2% gauge reading indicates 21%.
• Low deck IG pressure
• Low sea water supply pressure to the deck seal Calibration is now complete, close all valves that are not required, return the
selection switch to the IG sampling position and open the IG sample isolating
valves.
The following conditions give indication in the alarm system and a shutdown
signal to the cargo pumps:
1.4.3 MAINTENANCE (ROUTINE MAINTENANCE IN
• Low low deck IG pressure 100mmWG OPERATION ONLY)
The wheelhouse sub-panel contains the following instrumentation: The use of the IG delivery blowers and deck seal sea water supply pumps
• Inert gas deck main pressure indication on the main and should be alternated on a regular basis.
secondary line
Check the calibration of the oxygen analyser before use and log the results
• Low gas pressure alarm in the deck main and secondary line accordingly.
• High gas pressure alarm in the deck main and secondary line
The sootblower for the boiler uptake valve should be operated before opening
• High/low oxygen content alarm
the uptake valves. The manual air valve to the uptake valve should be opened
prior to operation before the PUSH TO CLEAN button is pressed. The manual
Oxygen Analyser air supply valve should be closed after the operation.
Maker: Panamethics The in-use IG blower is automatically water washed at shutdown in order
Model: XMO2-1M-11-S to prevent the build up of solids on the impeller. When the blower motor
receives the stop signal, the drain valve and water washing supply valve are
automatically opened allowing cleaning water to be admitted during the blower
A fixed oxygen content meter, to monitor the gas being supplied to the inert
run down phase. The water washing valves will shut when the fan is stopped.
gas main, is supplied complete with calibration arrangements. Prior to cargo
discharge operations or the purging of tanks, the oxygen analyser must be
calibrated and the results logged.
Oxygen Analyser Panel

1.5 Crude Oil Washing and Tank Cleaning System
Illustrations
1.5.1b COW Machine Pitch/RPM Run Times

Illustration 1.5.1a Crude Oil Washing System CO597F

PI CO715F
Key 400 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port) (Port)
CO CO
Cargo Group 1 Tank Cleaning Machine 596F 598F TC562F TC561F TC558F TC557F TC554F TC553F TC550F TC549F TC546F TC545F TC542F TC541F
Cargo Group 2
TC 65 65 65 65 65 65
No.6 65 65 65 65 65 65
PI 535F
Cargo Group 3 Slop Tank Water 80
(Port) Ballast
Tank 200 TC 80 80 80 80 80 80
Electrical Signal (Port) 537F
400 TC532F TC531F TC528F TC527F TC524F TC523F TC520F TC519F TC516F TC515F TC512F TC511F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
BG513F 80
M 200
150 150 150 150 150 150 150 TC573F
To MARPOL CO CO TC
Line 783F 595F CO TC506F TC505F TC504F TC503F TC502F TC501F TC574F
579F PI 507F
CCC 200 200
CO 300
CO Vacuum Pump 578F PI TC566F
593F TC539F
Unit From AUS 125 125 125 125 125
System Sea Chest 200
Cargo
Drain Tank Stripping
PI Eductor
CO CCC PI TC
CO PAL 566F 538F TC534F 80 TC533F TC530F 80 TC529F TC526F 80 TC525F TC522F 80 TC521F TC518F 80 TC517F TC514F 80 TC513F
714F PI PI
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO 80
592F
TC564F TC563F TC560F TC559F TC556F TC555F TC552F TC551F TC548F TC547F TC544F TC543F
CO CO Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
567F 577F (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
583F (Port) (Port) (Port) (Port) (Port) (Port)
CO CO CO 550
CO572F CO CO
569F 774F 544F CO534F CO533F
CO784F PI PI 570F 568F No.6 Cargo Oil Tank
CO545F 550 450
CCC CCC 200
400 Slop (Port) CO CO
PI PI CO Tank 550 532F 531F
CO 574F (Port)
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
1 CO CO CO CO CO 539F 537F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
585F No.1 Cargo Oil Pump 561F CO CO
CO 772F 547F
PI PI CO575F 350 779F
CCC CCC 350 CO CO CO CO CO CO
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
No.2 Cargo Oil Pump 559F 350 350 350 350 350 350
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
PI PI 350 250 550F CO CO CO CO CO CO CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
100 50 50 No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
551F (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.3 Cargo Oil Pump
From Ballast Line No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
CO CO (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
CO565F CO564F 777F 778F

Section1.5.1
1.5 - Page 1x of 2x
1.5 CRUDE OIL WASHING AND TANK CLEANING Washing Programmes 3° Pitch Down and Up Washing Programmes 1.5° Pitch Down and 3.0° Up
SYSTEM 40° Bottom cleaning at 1.5 rpm 40° Bottom cleaning at 1.5 rpm
Vertical Movement Degrees Minutes at 1.5 rpm Vertical Movement Degrees Minutes at 1.5 rpm
1.5.1 SYSTEM DESCRIPTION 40° - 0° - 40° 80° 18 40° - 0° - 40° 80° 27
Deck Mounted Tank Cleaning Machines 120° Bottom and side cleaning at 1.5 rpm 120° Bottom and side cleaning at 1.5 rpm
Maker: Polarmarine Vertical Movement Degrees Minutes at 1.5 rpm Vertical Movement Degrees Minutes at 1.5 rpm
No. of sets: 27 120° - 0° - 120° 240° 54 120° - 0° - 120° 240° 80
Type: PJ 120 CPA, fully programmable

120° to 30°, then down to 0° at 1.5 rpm 120° to 30°, then down to 0° at 1.5 rpm
Operating pressure: 8 bar
Vertical Movement Degrees Minutes at 1.5 rpm Vertical Movement Degrees Minutes at 1.5 rpm
Nozzle diameter: 25mm, single nozzle 120° - 30° 90° 20 120° - 30° 90° 26
Capacity: 59m3/h 120° - 0° 120° 27 120° - 0° 120° 40
Design jet length: 37m
Length of standpipe: 3m Particulars of the Stripping Pump
Illustration 1.5.1b COW Machine Pitch\RPM Run Times
Type: Vertical reciprocating steam
The deck mounted tank cleaning machines are turbine driven, fully
programmable, single nozzle units. The nozzle performs a helical pattern by Capacity: 240m3/h
rotating in a horizontal plane, combined with a very slow vertical movement. 2.0rpm from 120° Down to 0° at 1.5° Pitch Speed: 27 double strokes per minute
The machine can rotate 360° in the horizontal plane and up to 180° in the 1.5rpm from 120° Down to 0° at 1.5° Pitch
1.0rpm from 120° Down to 0° at 1.5° Pitch
vertical plane. In practice, this vertical angle should be restricted to 120° 80 The ship is provided with a separate 200mm COW/tank cleaning line, with
in order to prevent damage to the Saab radar transmitters and Omicron 2.0rpm from 0° Up to 120° max at 3.0° Pitch
branches to each tank washing machine. A main cargo pump is required to
1.5rpm from 0° Up to 120° max at 3.0° Pitch
independent overfill level alarm units. 1.0rpm from 0° Up to 120° max at 3.0° Pitch supply the driving fluid to the tank cleaning machines and stripping eductors
60 when they are in use.
The revolutions per minute can be adjusted between 1.0 rpm and 2.0 rpm by
Time
adjusting the vane angle. The vertical pitch setting can be set for 1.5° or 3.0° (Minutes) Initially stripping of the cargo oil tanks at the end of bulk discharge is carried
using the pitch setting device. When the vertical pitch setting is made at 1.5°, out by the automatic stripping system fitted to each main cargo pump, final
the gun will descend 1.5° per revolution, in the upward direction it will rise 40
stripping before draining is carried out using the stripping eductor.
3.0° per revolution. When a pitch setting of 3.0° is made both ascending and
descending movement is 3° per revolution. The stripping eductor will be utilised in maintaining the bottom of the cargo
18 20 tanks in an almost dry condition during bottom COW operations.
Note: The pitch settings should only be changed when either the gun is in
operation or it is being hand cranked. 9 There is no tank cleaning heater therefore, if hot washing is required, the slop
tank heating coils must be employed.
Pitch Down 120° 100° 80° 60° 40° 20° 0°
Pitch Up 0° 20° 40° 60° 80° 100° 120° The discharge capacity of each cargo pump is adequate for supplying driving
fluid to the eductor and the tank cleaning machines for two cargo tanks. The
suction capacity of the eductor is in excess of 125% of the output of all the
COW tank cleaning machines in any two of the cargo oil tanks. During bottom
washing, no more than two cargo tanks are to be washed at a time to enable the
eductor to keep the tank bottoms almost dry.

Section1.5.1
1.5 - Page 2x of 2x
1.6 Hydraulic Systems
1.6.1 Cargo and Ballast Valve Hydraulic System
Illustrations
1.6.1a Cargo and Ballast Valve Remote Control System
1.6.1b Cargo Tank Valve Arrangement

,OOXVWUDWLRQD&DUJRDQG%DOODVW9DOYH5HPRWH&RQWURO6\VWHP .(<
+\GUDXOLF2LO6XSSO\ &DUJRDQG(QJLQH&RQWURO5RRP
6WHHULQJ*HDU5RRP +\GUDXOLF2LO5HWXUQ 7KUHH:D\
&KDQJHRYHU
(OHFWULFDO6LJQDO
%

$
&RFNV
5HVHUYRLU 3URSRUWLRQDO9DOYH
7DQN
/LWUHV 6WDWLRQDU\+DQG
3XPS&RQILJXUDWLRQ
7RDQGIURP
%$)
2/
) %$)
6ROHQRLG &DUJR&RQWURO&RQVROH
9DOYH %$)
&DELQHW
+\GUDXOLF3RZHU
6HWV
3DFN8QLW
+\GUDXOLF6ROHQRLG9DOYH5RRP
&2))RU2'06
&2) &2) &2)
&2))RU2'06
&2) &2) &2) *,)
*,)
&2) &2) &2) *,)
*,)
8SSHU'HFN
&2) &2) %$)

&2) &2) %$)
&2) &2) %$)
&2) &2) %$)
&2) &2) %$)
&2) &2) %$)
&2) &2) %$) &2) &2)
&2) &2) %$) &2) &2)
&2) &2) %$) &2) &2) &2)
&2) &2) %$) &2) &2) &2)
&2) &2) %$) &2) &2) &2) &2) &2) &2) &2)
&2) &2) %$) &2) &2) &2) &2) &2) &2) &2)
&2) &2) %$)
&2) &2) %$)
&2) &2) %$) +DQG %RVXQ
V
&2) &2) %$) &2) &2) &2) &2) &2) &2) &2) 3XPS 6WRUH
&2) &2) %$) &2) &2) &2) &2) &2) &2) &2)
&2) &2) %$)
&2) &2) %$) %$)
&2) &2) %$) 1R1RQ,QWULQVLFDOO\
&2) &2) %$) 6DIH7\SH'HFN%R[
&2) &2) 9DOYHV
&2) &2)
&2) &2)
&2) &2)
&2)
3XPS5RRP
&2) %$) %$) %$) %$) %$) %$) %$) %$) %$) %$)
%$)
6ORS7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN

3RUW 6WDUERDUG 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN
3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG 3RUW 6WDUERDUG

Section1.6.1
1.6 -- Page
Page x1 of
of x4
1.6 HYDRAULIC SYSTEMS Ballast valves in the BA521F, BA522F, BA523F, BA524F, BA525F, Note: Valve BA529F, the overboard discharge valve from the ballast system,
pump room: BA526F, BA527F, BA528F, BA529F, BA530F, BA545F the ballast system sea suction and BA501F, the fore peak suction
1.6.1 CARGO AND BALLAST VALVE HYDRAULIC SYSTEM BA533F, BA534F, BA535F, BA536F, BA537F, valve are operated from the main mimic panel, additionally they can be
BA538F, BA543F, BA544F, BA545F, BA546F, operated from manually operated hand pumps situated in the pump room
Introduction
BA547F entrance and in the bosun’s store respectively. Before these hand pumps are
used to operate the valve(s), the supply and returns from the main hydraulic
The main cargo oil and ballast valves are operated from the mimic panels on
Cargo tank valves (slop CO541F, CO542F, CO543F, CO771F system must be closed.
the cargo control console in the CECR, see section 3.1.2 for the mimic panel
tanks):
layouts. The switches and pushbuttons on the mimic panel operate the solenoid
valves contained in the solenoid valve cabinets situated in the hydraulic Illustration 1.6.1b Cargo Tank Valve Arrangement
solenoid valve room on upper deck and in the bosun’s store. The solenoid Cargo tank valves (No.6 CO521F, CO522F, CO523F, CO524F, CO537F,
valves direct hydraulic pressure, generated by the hydraulic power pack, to port and starboard): CO538F, CO539F, CO540F
open or close the hydraulic valves as directed by the operator. Cargo Oil Tank Cargo Oil Tank
Cargo tank valves (No.5 CO517F, CO518F, CO519F, CO520F (Port) (Starboard)
The following are of the intermediate position control type valve: pPort and starboard):
• The main cargo pump discharge valves Single Core

Cargo tank valves (No.4 CO513F, CO514F, CO515F, CO516F
• Cargo tank main suction valves port and starboard):
• Cargo oil drop valves
Cargo valves on deck: CO607F, CO608F, CO609F, CO610F, CO611F,
• Ballast pump discharge valves
CO612F, CO613F, CO614F, CO615F
• Ballast pump port and starboard suction line isolating valves
• Ballast tank suction valves Ballast tank valves: BA512F, BA511F, BA510F, BA509F
• IG mast riser valves GI502F and GI501F
IG line deck valves: GI501F, GI502F, GI515F, GI517F
Indication of the degree of opening is given by a 0 to 100% gauge on the mimic Water Ballast Tank (Port) Water Ballast Tank (Starboard)
panel on the cargo control console, and on the solenoid control valve block by The bosun’s store solenoid valve cabinet serves the following valves:
means of a flow meter with a potentiometer.
Ballast tank valves: BA508F, BA507F, BA506F, BA505F, BA504F,
Hydraulic Power Pack
All other remote operated valves are of the fully open/closed type. Indication BA503F, BA502F, BA501F
of their position is given on the mimic panel on the cargo control console Maker: Danfoss
by indicator lamps, green is open and red is closed. Valve actuators are of Cargo tank valves (No.3 CO509F, CO510F, CO511F, CO512F, CO533F, Tank capacity: 200 litres
the hydraulic cylindrical double acting type and are mounted directly on the port and starboard): CO534F, CO535F, CO536F Pump capacity: 9.4 litres per minute, each pump
valve. Accumulator capacity: 50 litres each unit
Cargo tank valves (No.2 CO505F, CO506F, CO507F, CO508F, CO531F, System working pressure: 105 bar
The hydraulic power pack room solenoid valve cabinet serves the following
valves: port and starboard): CO532F
The high pressure hydraulic power pack is situated in the steering gear room.
Cargo valves in the CO544F, CO545F, CO546F, CO547F, CO548F, Cargo tank valves (No.1 CO501F, CO502F, CO503F, CO504F It consists of two sets of electrically driven hydraulic pumps, one in use and
pump room: CO549F, CO550F, CO551F, CO552F, CO553F, port and starboard): the other on standby and a set of two accumulators each with a capacity of
CO554F, CO555F, CO556F, CO557F, CO558F, 50 litres. Each hydraulic pump is capable of operating three of the largest
CO559F, CO560F, CO561F, CO562F, CO563F, Ballast tank valves: BA512F, BA511F, BA510F, BA509F valves simultaneously from fully open to fully closed, or vice versa, within
CO567F, CO568F, CO569F, CO573F, CO577F, 60 seconds. The accumulators act as a buffer, which avoids hammer when
CO578F, CO579F, CO583F, CO587F, CO588F, the pump stops, and eliminates frequent operation of the control switches
CO589F, CO590F, CO591F, CO592F, CO593F, when only a small quantity of valves are operated. In the event of power pack
CO594F, CO595F, CO772F, CO773F, CO774F, failure, the accumulators stored power capacity will allow closing of three of
CO775F, CO776F, CO777F, CO778F, CO779F, the largest valves simultaneously.
CO780F, CO781F, CO782F, CO783F

Section1.6.1
1.6 -- Page
Page x2 of
of x4
Illustration 1.6.1c Power Pack Control Panel on Main Console

MAIN POWER COMMON ALARM HYDRAULIC POWER UNIT CONTROL
PUMP 1 PUMP PUMP 2
LEAD OFF LEAD
AC 220V POWER
FAIL ALARM
BUZZER
PRESSURE GAUGE PUMP SELECTION
DC 24V POWER PUMP 1 PUMP 2
FAIL ALARM
POWER POWER HPU POWER HIGH OIL TEMP.

AC 220V ON
ACKNOWLEDGE BUZZER ON ON FAIL ALARM ALARM
STOP
DC 24V ON HIGH OIL HIGH OIL LEVEL

ON
LAMP
O
BUZZ START START PRESS. ALARM ALARM
OFF
LAMP/BUZZER TEST STOP STOP LOW OIL LOW OIL LEVEL

POWER SOURCE
PRESS. ALARM ALARM
Three-Way Changeover Valves
Three-Way Changeover Valves
Drop Valve Drop Valve Drop Valve

High Level Alarm
50% Level Alarm
BA529F BA545F
25% Level Motor Trips, M1 and M2
Cargo and Ballast Valves Hydraulic Power Pack in the Steering Gear Room Intermediate Operating Drop Valves at Midships Manifold Manual Hand Pumps for BA529F and BA545F in the Pump Room Entrance

Section1.6.1
1.6 -- Page
Page x3 of
of x4
Primary starting and stopping of the hydraulic pumps is done at the power pack f) At the local station start one hydraulic pump. Check that the e) Connect the hydraulic hoses from the hand pump to their
side or from the cargo control console. The power pack pumps are selected for pressure control is satisfactory, i.e. the pump stops at the respective A and B positions on the emergency control block
lead operation on the cargo oil mimic panel on the cargo control console, with correct cut-out pressure, 165kg/cm2. mounted on the actuator/isolation distributor.
the cut-in, cut-out under the control of a pressure switch. The duty pump starts
at 115kg/cm2 and stops at 165kg/cm2, the system working pressure is then g) Open the pressure and return outlet valves on all the solenoid f) Turn the pilot valve on the hand pump to the open ‘B’ or close
reduced down to a constant working pressure of 105kg/cm2. In the event that valve distribution cabinets. ‘A’ position as desired, and pump continuously until the valve/
the duty lead pump cannot keep up with the hydraulic demand or has failed to actuator is open/closed.
start, the standby pump will automatically cut in at 110kg/cm2. A high pressure h) Select the lead pump configuration on the cargo console control
alarm is set for 190kg/cm2, the low pressure alarm is activated at 100kg/cm2. panel. g) Turn the pilot valve to the centre position to lock the valve in its
current position.
Alarms for high and low hydraulic oil pressure, high oil temperature (70°C),
Emergency Hand Pump
high and low level in the tank and hydraulic power pack power failure alarms Note: The solenoid valves can be operated manually by pushing the buttons
are provided on the hydraulic power unit control area on the cargo oil mimic Maker: Danfoss protruding through the solenoid coils.
panel. The low level alarm (25%) will trip both hydraulic pumps. No. of sets: 2
Type: Double acting hand pump WARNING
Hydraulic pump motor No.2 is fed from the emergency switchboard, EP-
014. The hydraulic pump motors will be shut down in the event of an Working pressure: 135kg/cm2 (maximum) Use protective clothing and goggles when operating the portable
accommodation fire alarm being activated and if emergency stops ES2A and Capacity: 5 litres hydraulic hand pumps.
ES2B are operated. Flow capacity: 25cc per stroke
Stationary Emergency Hand Pumps
Two portable hydraulic hand pumps are provided for use in an emergency. The emergency hand pumps are stored at strategic locations, one in the bosun’s The maker and capacity details for the stationary hand pumps are the same
These can be connected into the supply lines to the valve activators in the store forward and one in the hydraulic power pack room on upper deck. for the portable hand pumps. There are three stationary hand pumps, one is
solenoid valve cabinets. Hydraulic pipes are led directly to each valve from the
located in the bosun’s store adjacent to the hydraulic solenoid rack and is
solenoid valve cabinets. The solenoid cabinet situated in the hydraulic solenoid The reservoir should always be kept full and ready for use in an emergency: used to operate the fore peak forward isolating valve BA501F. The other two
room on upper deck and solenoid box situated in the bosun’s store are both in
valves are located in the pump room entrance and serve the ballast overboard
non-hazardous areas. a) Open the solenoid valve box which feeds the valve to be discharge valve BA529F and sea suction valve BA545F.
operated.
Procedure for the Operation of the Cargo Valve Hydraulic In the event of an emergency where these valves require to be operated from
b) Close the supply and return throttling/stop valves on the valve the stationary hand pump, carry out the following procedure. It is assumed that
Power Pack to be operated. Make a note of the amount of turns required to the oil levels in these hand pumps are at the correct working level.
close the valves in order to return them to their correct positions
a) Ensure that the hydraulic tank is filled with the Bartran HV15
when the valve is put back to normal operation. Making the a) At the stationary pump location turn the three-way control
and is at the correct level.
isolation at this point for those tank valves which have the valves into the emergency supply and return position, this will
isolations on deck maybe more expedient as there may be now isolate the valve from the solenoid rack.
b) Ensure that the filters are clean.
problems due to the weathering effect on these deck isolating
valves. b) Turn the direction control lever to the required position, A to
c) Check that the accumulators are charged with nitrogen gas. If
necessary, recharge the accumulators using the accompanying close the valve or B to open the valve, the central position C,
nitrogen gas bottle and reducing valve. WARNING locks the valve in the desired position.
Failure to close the above valves could result in oil flowing into the
d) Open the accumulator isolating valves. On the discharge reservoir and overpressurising it, resulting in possible injury to the c) With the direction valve in the correct position, insert the
distribution block, ensure that the accumulator bypass valve is operator. extension arm lever and operate the pump, the normal operating
set to the CLOSED position and that the accumulator isolating pressure is 105 bar. When the pressure starts to increase above
valve is set to the OPEN position. c) Remove the covers from the couplings, locally if the valve is the working pressure it is assumed that the valve has reached
accessible on deck or in the pump room, or at the distribution/ the end of its travel. Turn the control handle to the central ‘C’
e) Ensure the isolator switch on the local control panel for each isolation block on deck before the piping enters the tank. position to lock the valve in position.
pump is set to ON. At the cargo mimic control panel on the
cargo control console check that the pump lead selection switch d) Open the hand pump vent to avoid overpressurising the Note: There will be no feedback on the relative position of the valves, unless
is set to OFF, then set the control power switch to ON. Check reservoir. the valve reference marking can be sighted.
that there are no alarm conditions indicated on the cargo console
control panel.

1.7 Ballast System
Illustrations
1.7.1a Cargo Ballast System

,OOXVWUDWLRQD&DUJR%DOODVW6\VWHP
+\GUDXOLF3RZHU3DFN
6XSSO\DQG5HWXUQ
7R&DUJR )URP,QHUW*DV
6\VWHP 6\VWHP
&KDQJHRYHU&RFNV
&2) *,)
)RU+DQG3XPS
(PHUJHQF\8VH
&2) *,)
1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN

3RUW 3RUW 3RUW 3RUW 3RUW 3RUW 3RUW
%$) %$)

%$)

3, 3,
&&& &&&
%$) 3, 3, %$) %$)

%$)
1R%DOODVW3XPS %$)
%$)
PKDWPWK
%$) )RUH
3HDN
%$) %$) %$) %$) %$) %$)
%$) 7DQN

%$)

3, 3,
&&& &&&
%$)
%$) 3, 3, %$) %$)

%$)
%$)

1R%DOODVW3XPS %$)
PKDWPWK %$)

%$
) %$) %$) %$) %$) %$)


7R&DUJR 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
6WULSSLQJ3XPS
%$) %$)
3,
%$) 3, &&&
&KDQJHRYHU&RFNV 6WULSSLQJ(GXFWRU
%$)
)RU+DQG3XPS PK 7KHEDOODVWWDQNVDUHILWWHGZLWKDQDLUEXEEOHUV\VWHPZKLFKZKHQWKHVKLSVLVWUDGLQJLQ
(PHUJHQF\8VH 3, IUHH]LQJZDWHUFRQGLWLRQVDOORZVGULHGZRUNLQJDLUIURPWKHHQJLQHURRPVXSSO\V\VWHPWR
%$) 3,
6HD&KHVW
&&&
GHFNWREHLQMHFWHGLQWRHDFKEDOODVWWDQNDVQHFHVVDU\$PPIODQJHGHQGGURSSLSH .H\
%$) ILWWHGZLWKDKRVHFRQQHFWLQJYDOYHDQGDPPRULILFHSODWHDWWKHWRSRIWKHSLSHRQGHFN

LVORFDWHGLQHDFKEDOODVWWDQN7KHGURSSLSHKDVWZRPPKROHVGULOOHGLQWRWKHSLSHDW %DOODVW:DWHU
DSSUR[LPDWHO\PDERYHWKHERWWRPRIWKHWDQNWKLVDOORZVDLUWREHEXEEOHGXSWKURXJK
+\GUDXOLF2LO
WKH ZDWHU ZKLFK KDV WKH HIIHFW RI NHHSLQJ WKH ZDWHU PRYLQJ DQG LQ GRLQJ VR OLPLWV WKH
&KDQJHRYHU&RFNV %$) ZDWHU¶VDELOLW\WRIUHH]H ,QHUW*DV
)RU+DQG3XPS 1R:DWHU%DOODVW7DQN
(PHUJHQF\8VH 6WDUERDUG
3URSRUWLRQDO9DOYH

Section1.7.1
1.7 -- Page
Page x
1 of
of x
2
1.7 BALLAST SYSTEM The ballast tanks on this vessel consist of: m3 at 100% The ballast main system is split into two separate lines, No.1 ballast pump
serves the following tanks:
Fore peak water ballast tank 4,035.0m3
1.7.1 SYSTEM DESCRIPTION • No.7 WBT port
No.1 water ballast tank port 3,446.5m3
• No.5 WBT port and starboard
Ballast Pumps No.1 water ballast tank starboard 3,446.5m3
• No.3 WBT port and starboard
Maker: Shinko Industries Ltd No.2 water ballast tank port 3,131.4m3
No. of sets: 2 • No.1 WBT port and starboard
No.2 water ballast tank starboard 3,131.4m3
Model: CVL350 • Fore peak
Type: Centrifugal, vertical single stage No.3 water ballast tank port 3,177.8m3
Prime mover: Electric motor No.3 water ballast tank starboard 3,177.8m3 Ballast pump No.2 serves the following tanks:
Capacity: 1,500m3/h
No.4 water ballast tank port 3,177.8m3 • No.7 WBT starboard
Total head: 25m
Power: 150kW No.4 water ballast tank starboard 3,177.8m3 • No.6 WBT port and starboard
No.5 water ballast tank port 3,125.4m3 • No.4 WBT port and starboard
Water Ballast Stripping Eductor No.5 water ballast tank starboard 3,125.4m3 • No.2 WBT port and starboard
Maker: Ki-Won No.6 water ballast tank port 3,534.2m3
No. of sets: 1 The ballast pump suction and discharge lines can be interconnected via
Suction capacity: 200m3/h No.6 water ballast tank starboard 3,534.2m3 crossover valves to allow for flexibility of operation, additionally there is a
Driving water: 1,000m3/h at 3.0kg/cm2 No.7 water ballast tank port 1,0707m3 crossover valve in No.2 starboard ballast tank.
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast No.7 water ballast tank starboard 1,082.1m3
Each main ballast tank apart from the fore peak tank, has a main 350mm
tanker. Segregated ballast is carried in the engine room side tanks (No.7 port suction line, the fore peak tank has a 300mm suction line. A single stripping
and starboard) and fore peak tank and in six pairs of wing tanks arranged the The total capacity of the segregated ballast tanks 45,373.8m3
eductor is provided to facilitate adequate draining of the ballast tanks, the
entire length of the cargo tank area. driving water can be supplied from either ballast pump. Additionally, there is
The main ballast tanks are served by two centrifugal pumps, both are driven
a 25mm connection onto the ballast main from the cargo stripping pump via
The vessel is designed with sufficient heavy weather ballast capacity to meet by electric motors, each with a capacity of 1,500m3/h at 25mth. The pumps are
a non return valve and spool piece, this is in order to remove any remaining
any weather condition without having to load additional ballast in the cargo located in the pump room and provided with their own sea chest. The electric
water in the ballast lines, to ensure the ballast main cannot be affected by any
tanks. motors for the pumps are located on the cargo oil pump turbine mezzanine
water freezing in the lines etc.
deck with the drive shafts passing through gas tight seals into the pump room.
If, however, it is considered that heavy weather ballast may be required during The pumps are connected to an overboard discharge via a 550mm line which
The main suction valves on the ballast tanks, pump discharge valves and
the ballast voyage this will normally be carried in No.4 port and starboard ends approximately 0.5m above the deepest water ballast line on the starboard
suction line isolating valves are of the proportional type, i.e. they can be
cargo oil tanks, these tanks should be crude oil washed before departure from side via No.7 ballast tank.
opened between 0 and 100%.
port.
The cargo oil tank ballast overboard passes via a 400mm pipe through No.6
The fore peak tank isolating valve BA501F, sea suction valve BA545F and the
The sailing ballast condition of the vessel must take into account the seasonal port water ballast tank and exits at least 0.5m above the deepest water ballast
overboard discharge valve BA529F are all operated from the mimic console
weather conditions it will encounter and therefore there cannot be a general line. The ODME equipment is connected to the this overboard. When necessary
in the CECR. In addition, these three valves have stationary emergency hand
rule on the condition of the ballast tanks. The class requirements for this class the ODME will divert the flow into the port slop tank.
pumps fitted which allow the valves to be closed or opened in an emergency
of vessel dictate that there must be a minimum forward draught of 5.20m. if there is no power available, see section 1.6.1 for operational details of these
Depending upon ballast passage transit period, it may be necessary to add The ballast pumps can be connected to the cargo tank system via manually
hand pumps.
ballast to No.6 port and starboard ballast tanks in order to maintain the stress operated valve BA532F, inserting a dedicated spool piece, manually operated
and stability levels within acceptable levels in order to compensate for fuel oil valve CO564F and check valve CO565F. Under normal circumstances this
In the event that there is leakage of cargo oil/vapour into the ballast tanks,
bunkers used on passage. connection would not be used to ballast up No.4 cargo tanks for heavy weather
inert gas can be directed into the ballast tanks if they are not flooded via the
conditions.
ballast suction lines. A portable spool piece, manually operated valve BA531F,
GI520F and a check valve GI544F facilitate this operation.
Heavy weather ballast will be delivered to No.4 port and starboard COTs via a
main cargo pump after a basic line wash.
In the event that the tanks are flooded then a flexible hose can be rigged from
the IG main onto an elbow bend with its blank removed. This will then allow
IG to be layered onto the surface of the ballast water.

Section1.7.1
1.7 -- Page
Page x
2 of
of x
2
PART 2: CARGO HANDLING PROCEDURES
2.1 Cargo Handling Operation Sequence Diagrams
2.1.1 Loading
2.1.2 Discharging
2.1 CARGO HANDLING OPERATION SEQUENCE DIAGRAMS
2.1.1 LOADING
Work out a loading plan using all top/bottom lines and the three
groups of tanks to the best advantage, bearing in mind any required When all preliminaries have been completed including safety checks, 2.3.1
segregation and the maintenance of a suitable trim, draught and 2.3 signal to the terminal that the vessel is ready to commence loading. 2.3.2
stress throughout.
As soon as cargo starts to flow check the hose connections for 2.3.1
leakage, also carry out visual checks on all cargo manifolds not in 2.3.2
Check that the cargo valve hydraulic system is in operation and that
2.3.1 use. Finally check over the side.
all cargo valves are in the shut position. Individual IG spade blanks
on each tank should be checked that they are removed and the tank 2.3.2
lids are shut if they are no longer required to be isolated.
Start deballasting once the cargo is flowing at full rate according to

the chief officer's loading plan, paying due regard to the stability, 2.3.1
shear forces and bending moments, use both ballast pumps 2.3.2
simultaneously to keep the ship upright. The port and starboard
Check that the manifold drip trays are empty on both sides and ballast tanks should be maintained at the same level.
that the oil spill response equipment is in the appropriate positions.
When topping off the tanks being filled or when nearing the end of 2.3.1
loading, slow down the loading rate to the agreed level. 2.3.2
2.3.1
Connect the required arms/hose to the manifold connections.
2.3.2
When all cargo has been loaded, drain the top lines to the last tank, 2.3.1
as this will invariably be slack, ready for disconnection of arms/hoses. 2.3.2
On completion of cargo loading, close the manifold valves and open

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

Section2.1.1
2.1 - Page x1 of x1
2.1.2 DISCHARGING
Work out a discharging plan using all top/bottom lines and the three Throughout the discharge ensure that the cargo tanks are 2.4.1
groups of tanks to the best advantage, bearing in mind any required maintained at a slight positive pressure by the IG system.
2.4 2.4.2
segregation and the maintenance of a suitable trim, draught and If at any time the IG pressure nears atmospheric the discharge
stress throughout. rate should be reduced or stopped and the IG system checked. 2.4.3
2.4.1
Check that the cargo valve hydraulic system is in operation and that
2.4.2 Start ballasting when cargo is flowing at full rate, and in accordance
all cargo valves are in the shut position.
2.4.3 with the chief officers's unloading plan, paying due regard to ship
stability, shear forces and bending moments, use both ballast pumps 2.4.1
simultaneously to keep the ship upright.
2.4.2
The respective ballast tanks, port and starboard, must be maintained
at the same level until discharging is almost complete, when a slight 2.4.3
2.4.1 port list will assist the cargo pumps to completely empty the cargo
Check that the manifold drip trays are empty on both sides and that
2.4.2 tanks.
the oil spill response equipment is in the appropriate positions.
2.4.3
When the level in the tanks to be washed has been reduced to 2.4.1
that required, start oil washing the tanks. Only one grade of cargo 2.4.2
Connect the required arms/hose to the manifold connections. can be used for tank washing at any one time. 2.4.3
Establish communications with the shore terminal and agree the tank 2.3.1
gauging with the terminal representatives. When the cargo tanks approach draining level the main bellmouth 2.4.1
2.3.2
should be closed and draining carried out using the stripping 2.4.2
bellmouth in the suction well. 2.4.3
When all preliminaries have been completed and agreed including

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

Section2.1.2
2.1 - Page x1 of x1
2.2 Inerting Cargo Tanks
2.2.1 Initial Inerting
2.2.2 Use With/Without Vapour Emission Control (VEC)
2.2.3 Inert Gas Operations During Loading
2.2.4 Inert Gas Operations During Discharging
Illustrations
2.2.1a Initial Inerting
2.2.2a Vapour Emission Control Monitoring and Alarm System
2.2.2b Vapour Emission Control System
2.2.4a Inerting Cargo Tanks During Discharge

,OOXVWUDWLRQD,QLWLDO,QHUWLQJ 9DSRXU
)URP,QHUW*DV6\VWHP %DODQFH
0DLQ/LQH 1R
*,) &2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
1R0DLQ/LQH &DUJR2LO &2 &2
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
%*) &2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2) &276WEG

)URP$86 6HD&KHVW 6WULSSLQJ 3, &2
6\VWHP (GXFWRU 3, )
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ )
) 3, &2 &2 &2
.H\ ) ) )
0 &2) &2 &2 &2
) ) )
&2 ,QHUW*DV
1R &2
) ) &2 &2 &2
&DUJR2LO ) ) )
(OHFWULFDO6LJQDO 7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN
) 3RUW 3RUW 7DQN3RUW 3RUW 3RUW 1R:DWHU
&2 &2 &2 &2
&2 %DOODVW7DQN3RUW
) ) &2 ) )
&2 ) ) 1R&DUJR2LO7DQN &2) &2)
3, 3,
) &&& &&& &2)

3RUW &2 &2
3, 3, &2
&2 ) ) )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
&2 ) ) &2 &2 &DUJR2LO7DQN &DUJR2LO7DQN &DUJR2LO7DQN &DUJR2LO7DQN &DUJR2LO7DQN
) ) )
)
) ) 3RUW 3RUW 3RUW 3RUW 3RUW
&2 &2
) 1R&DUJR2LO3XPS ) &2 &2 6ORS
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
) ) ) &2 ) 6ORS 1R&DUJR2LO7DQN
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
) &2 6WEG 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
) 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
%DOODVW7DQN6WDUERDUG
)URP%DOODVW/LQH 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN
&2 &2 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
&2) &2) ) )

Section2.2.1
2.2 - Page 1
x of 2
x
2.2 INERTING CARGO TANKS Position Description Valve

Open Cargo oil tank suction valves on all cargo CO501F, CO503F
2.2.1 INITIAL INERTING
tanks, including the slop tanks CO505F, CO507F
CO509F, CO511F
Under normal operating conditions the vessel is kept totally inerted. However,
CO513F, CO515F Inert Gas to Inert Gas to
after refit or tank inspections some, or all, of the tanks may be gas free. Prior to Secondary Line Main Line
CO517F, CO519F (Port)
any cargo operations all COTs must be inerted and this is normally completed (Starboard)
CO521F, CO523F
en route to the loadport. Good quality IG must be supplied to the COTs to be
CO541F, CO542F
inerted and each COT vented through the mast riser.
Closed Main (port) IG deck isolating valve GI515F
Inert gas is heavier than air, so the displacement method is recommended. This Open Secondary (starboard) IG deck isolating GI517F
is achieved by introducing a steady flow of IG into the bottom of each COT valve
at low pressure and displacing the air from the top the tank via the mast riser. Open Port main vent mast riser GI501F
It is normal to purge several tanks at the same time. The maximum number Elbow Piece
of tanks should be open whilst still maintaining a slight flow out of the tanks
to atmosphere, as this will assist in better layering of the IG in the tanks. The Note: In order to obtain a delivery of IG onto the cargo crossover line, it is
quality of the vented tank atmosphere is monitored at regular intervals. When necessary to select the IG (secondary line) delivery valve to deck. As the
the oxygen content is below 8% O2 the COT is considered to be inerted. 250mm secondary IG line has all of the outlet branches blanked, and all Inert Gas Supply
However, it is advisable to reduce the oxygen level to below 5% O2 if time of the elbow bends are set up for operation on the main 400mm IG line,
allows, so increasing the margins of safety. therefore no IG will flow down the secondary line to the tanks, instead, it will
all be directed down the cargo line crossover.
Assuming all COTs are gas free.
d) With the IG plant running and the O2 content less than 5%, Main and Secondary IG Lines with Crossover Elbow Piece
a) Fit the spool piece connecting the IG supply main to the cargo press the SELECT DECK SEC pushbutton. Inert gas will now
main. be delivered to the selected tanks with the displaced atmosphere
being vented out via the mast riser.
b) Check that the removable elbow bend connecting each cargo
e) Test the atmosphere of each tank at regular intervals with the
tank to the IG main line (port side line) is in position.
portable gas monitoring equipment. When the oxygen content
is less than 8% throughout each tank, it is then assumed that
c) Confirm that the IG plant is running.
the tanks are fully inerted. If time allows, it is recommended to
reduce the oxygen content to 5% or below. It may be necessary
Position Description Valve to throttle in on selected cargo tanks in order to get the oxygen
Open Cross-connection from IG main to cargo GI516F content to the required level in the other tanks.
main
f) When normal operating pressure is reached in all tanks, redirect
Open Main cargo line valves allowing IG into CO599F, CO610F the IG to atmosphere, and close all of the cargo suction valves.
No.1 bottom line CO607F With the mast riser closed, supply IG to all of the tanks via the
400mm IG main in order to bring the tank pressures up to the
Open Bottom crossover valves into No.2 and CO531F, CO532F
normal limits.
No.3 lines CO533F, CO534F
CO535F, CO536F
g) With all of the cargo tanks fully inerted, shut down the IG plant
Open Segregation valves from cargo line No.3 CO539F, CO540F and close the IG cross-connection onto the cargo main then
onto No.6 cargo oil tanks filling line remove the spool piece onto the cargo line crossover and refit
the blanks.

Section2.2.1
2.2 - Page 2
x of 2
x
Illustration 2.2.2a Vapour Emission Control Monitoring and Alarm System
Cargo and Engine Control Room Detection Cabinet in the Port Midship Deck Stores

Pressure Transmitter (Port) Terminal
Connection
OXYGEN/VAPOUR PRESS. MONITORING

& ALARM PANEL OXYGEN
FLOW INDICATOR
SENSOR
MAX
MIN
GI512F GI511F
OXYGEN INDICATOR ALARM MODULE
FLOW
KN-2200 ADJ BOLT SWITCH
AL 1
% 400
8510
AL 2 P/V
OXYGEN HIGH ALARM
No.4 Cargo Oil Tank
KONICS
VAPOUR PRESS. HIGH ALARM Breaker
MODE (Port)
VAPOUR PRESS. LOW ALARM
pl
ing
Cle O2 GAS CONN. 14,280m3/h
an
age / Sam
NON FLOW ALARM
air/cali Gas
400
Us
VAPOUR PRESS. INDICATOR Mode
Select v/v
KN-2200
'B' 400
AL 1
kg/cm² e for Clean
alv
FILTER
ing
stop
AL 2
Junction Box
Air
test
KONICS
ef
MODE ACCEPT ACCEPT
FLASH HORN
pwr OPEN 250
'C'
200
400
POWER BUZZER POWER
OFF ON
Yong Sung
(A ) STB
'D
200
RT
PO
(F
)
RT(F)
STB'D
PO
(A
)
250
'A'
DRAIN
250
C.A.
ExH
GI509F GI508F
Intrinsically Safe
Barrier Board 400
P/V
No.4 Cargo Oil Tank
Breaker
(Starboard)
400 4,760m3/h
GI514F GI513F

(Starboard)

Section2.2.2
2.2 - Page 1
x of 4
x
2.2.2 USE WITH/WITHOUT VAPOUR EMISSION CONTROL The gas flow indicator is a floating ball and reed switch arrangement. If the To Load at a Shore Terminal with VEC
(VEC) flow rate drops below a predetermined level, i.e., 2.5 litres per minute, an Prior to any cargo operations the following vapour recovery parameters must
alarm is indicated on the control panel in the CECR. If the non flow alarm is be established at the pre-transfer conference.
New legislation in some ports may demand that the vessel operates in VEC indicated, then the fault could either be in the sampling line from the manifold
mode. This basically involves connecting a vapour return arm to the IG main at or the inline 90μ filter could be blocked. • Present vapour pressure in the cargo tanks.
the manifold so that the entire displaced COT atmosphere is processed ashore • Lowest setting of the vessel’s vacuum relief valves.
rather than being vented directly to atmosphere.
Procedure for Setting Up the Monitoring Unit for VEC • Highest setting of the vessel’s relief valves.
The vessel is fitted with two 400mm manifold valves port and starboard Operations • The initial loading rate and the maximum flow rate of all
amidships, which are connected into the cargo oil tank IG main line. Four concurrent cargo.
bobbin pieces of 400mm x 400mm, two reducers of 400mm to 300mm and a) Ensure the instrument air is available to the detection cabinet in
the port midships deck store. • The maximum vapour transfer the shore facility can handle,
two reducers of 400mm to 250mm are supplied in accordance with OCIMF
including both system and berth limitations.
requirements. Care must be taken to ensure that the pressure in the IG main
remains within the operational parameters. Most loadports at present allow b) Open the sampling isolating valve at the vapour manifold that • Types of vapours which will be discharged from the present as
venting to atmosphere. Where venting is permitted during loading, excess the VEC return hose is to be connected to and also the vapour well previous cargoes.
vapour is vented to atmosphere through the forward vents. header pressure isolating sample valve.
• The maximum pressure drop from the cargo tanks to the vessel’s
c) Rotate the sampling line selection valve to the correct position. vapour manifold connection during the maximum cargo loading
The ship’s maximum loading rate is contracted as 10,200m3/h when using the flow rate.
main IG line for vapour removal, with a maximum loading rate to each cargo
tank of 1,700m3/h for the each tank. The loading rates criteria are given in d) Rotate the mode selection valve to CLEAN AIR then move • The operating pressure to be maintained in the cargo tanks.
section 2.2.3. the air purge stop valve into the vertical position for a few
• The maximum and minimum vapour operating pressures.
moments, air will now blow through the sample line into the
vapour manifold connection point. • The facility’s alarm and trip set points for high and low
Alarm and Monitoring Unit pressures.
e) After a short period return the stop valve to the horizontal • Verify that all level alarms have been tested within the last 24
A Hanla oxygen/vapour pressure monitoring and alarm system is used to position and the mode selection valve back to the OXYGEN/ hours.
monitor the inert gas pressure and its corresponding O2 % content during SAMPLING position.
the transfer of the displaced inert gas to the shore facility during loading • Verify that all vapour recovery valves are in the correct
operations when VEC is required. The alarm panel mounted on the cargo f) At the monitoring and alarm panel in the CECR, turn the power position.
control console in the CECR gives alarm indication for the oxygen content, if switch to the ON position, this will cause the buzzer to sound,
the vapour pressure is too low or too high and also if there is a fault condition press the ACCEPT HORN button on the control panel to silence
on the level of gas flow into the measuring device. Additionally, there is also a the buzzer. The digital display units will now show the alarm set
digital readout display for the oxygen content and vapour pressure. points for a few moments before the actual measured readings
are displayed.
Alarm Set Points
Note: The warming up period for the pressure transmitter is approximately
Oxygen content high: 8% 5 minutes.
Vapour pressure high: 0.126kg/cm2
Vapour pressure low: 0.010kg/cm2
Low flow: 2.5 litre/m CAUTION
The sampling test point isolating valves must be closed before a pressure
The measuring device cabinet which is located in the port midships deck store test is put on the inert gas pressure header in order to protect the
has a series of selection valves which must be set prior to the VEC monitoring transmitter and sampling device.
operation and are identified in illustration 2.2.2a. Valve ‘A’ is for the manifold
selection, either port forward or aft and starboard forward or aft. This valve is
used to select the appropriate sampling line for the VEC manifold connection
which is to be used. Valve ‘B’ is for the mode selection, either it will be set
to oxygen/vapour sampling or clean air purging / gas calibration. Valve ‘C’
is used to purge and blow through the sampling line back to the individual
manifold connection point with instrument air.

Illustration 2.2.2b Vapour Emission Control System
(Port) (Port) (Port) Terminal (Port) (Port) (Port)
Connection
IG Generator and To Cargo
Fan Room Line
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
CO599F (Port) (Port) (Port) (Port) (Port)
GI512F GI511F
Sampling
400
400 (Port)
P/V
No.4 Cargo Oil Tank
Breaker
(Port)
14,280m3/h
GI516F
400
400 PS PT
400
400 400 400 400

400
GI542F GI515F
250 250 250 250 250 250
Mast Riser With 250
Flame Arrestor
200 200 200 200 200 200 400 200
400
GI501F
200 200 200 200 200 200 200
400 200
400 GI503F
PS PT GI502F
250
250 250 250 250 250 250 250
250
250 250 250 250

GI543F GI517F 250 150
250
Cargo Access 400

Hatch P/V
No.4 Cargo Oil Tank
Breaker
Gas 400 4,760m3/h
Sampling 400 Sampling (Starboard)
Point Point
Deck Water
Seal
LAH
For Pump
LAL Room Inerting
250
150
GI518F
GI520F
GI519F
Sea Water
Supply GI544F
GI526F Key
Steam 250
Exhaust Inert Gas
Sea Water
Steam Supply
To Ballast Line

Section2.2.2
2.2 - Page 3
x of 4
x
Procedure to Return Vapour to Shore During Cargo At a Shore Terminal without VEC
Operations Mast Riser Fixed Fire
There will be occasions where, due to lack of shoreside vapour control systems, Protection Nozzles
a) Verify that the two IG deck master valves, GI515F and GI517F it will be necessary to carry out cargo transfers without their use.
are shut.
In this situation it will be necessary to make use of the vessel’s vent mast riser
b) Make sure the IG deck main is made common with all to control the tank pressure during loading.
individual cargo oil tank IG spade pieces removed and the tank
lids closed. As with the enclosed system operation the pre-transfer conference will require
the same information with the exception of those items relating to the vapour
If the cargo vapour admixture is not compatible, then it will be recovery to the shore facility.
necessary for all cargo tanks in this non-compatible segregation
to be made common via the secondary (starboard) IG main. The The vent mast riser breather rate is set at 0.14kg/cm2. During loading the
return to shore can only be connected to one IG line at a time, bypass valve GI501F or GI502F should be set to the required % position on
therefore if the vapours in the tanks have been segregated then the IG control panel in the CECR to ensure maximum flow through while
it will be necessary to discharge the first compatible vapour maintaining the working pressure inside the tanks. The vent mast riser is
grades before transferring the VEC elbow onto the secondary designed to release the vapour at a rate that will propel the released vapour
IG line. away from the vessel’s decks and clear of any danger areas.
c) Ensure that the yellow vapour connection piece is in place. During the use of the vent mast riser, care must be taken to ensure that PV Valve on the Main (Port)
Check that the shore hose has a current certification of a changes in the climatic conditions, i.e. lightning or very calm conditions, do IG Line
pressure test and that it is free from any defects. not interfere with the safety of the operations. The mast riser flame arrester is
covered by two water spray nozzles each rated at 255 litres/minute, the water
d) Connect the vapour hose, using a new joint if necessary, is supplied from the deck fire main, see illustration 4.1a for details.
ensuring the hose is correctly supported.
Procedure to Vent the Atmosphere of the Cargo Oil Tanks via
e) Open the drain valves on the vapour header to ensure that all Main Vent Valve GI501F
condensate is drained off. When completed, shut these valves. the Mast Riser During Loading Operations
Initiate the setting up of the monitoring and alarm system as
previously explained. All valves are initially shut.
f) Open the amidships manifold valve to which the vapour a) Verify that the two IG deck master valves GI515F and GI517F,
recovery arm is connected, either GI511F, GI512F, GI513F or are shut.
GI514F.
b) Make sure the IG deck main is made common with all individual
g) Should the tank pressure drop to 0.01kg/cm2, the low pressure cargo oil tank IG spade pieces removed and that the tank lids
alarm will sound and it will be necessary to shut in the VEC are closed. If the cargo vapour admixture is not compatible, then
manifold until loading has commenced or the flow rate is it will be necessary for all cargo tanks in this non-compatible
increased. segregation to be made common via the secondary (starboard)
IG main.
Cargo transfer operations are then carried out so that all vapour emissions are
contained within a closed system. Ensure that tank pressures, flow rates and c) Open the vent mast riser valve GI501F and/or GI502F if
oxygen levels are constantly being monitored. the secondary IG main is being used to the required % open
position.
d) Start loading operations.

Mast Riser
e) Monitor the IG main pressure regularly.

Illustration 2.2.4a Inerting Cargo Tanks During Discharge
(Port) (Port) (Port) (Port) (Port) (Port)
To Cargo
Line
IG Generator and
Fan Room Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
CO599F (Port) (Port) (Port) (Port) (Port)
GI512F GI511F
Sampling
400
400 (Port)
P/V
No.4 Cargo Oil Tank
Breaker
(Port)
14,280m3/h
GI516F
400
400 PS PT
400
400 400 400 400

400
GI542F GI515F
250 250 250 250 250 250
Mast Riser With 250
Flame Arrestor
200 200 200 200 200 200 400 200
400
GI501F
200 200 200 200 200 200 200
400 200
400 GI503F
PS PT GI502F
250
250 250 250 250 250 250 250
250
250 250 250 250

GI543F GI517F 250 150
250
Cargo Access 400

Hatch P/V
No.4 Cargo Oil Tank
Breaker
Gas 400 4,760m3/h
Point Point
Deck Water
Seal
LAH
For Pump
LAL Room Inerting
250
150
GI518F
GI520F
GI519F
Sea Water
Supply
GI544F
GI526F Key
Steam 250
Exhaust Inert Gas
Sea Water
Steam Supply
To Ballast Line

Section
2.2.3/4
2.2 - Page 1
x of 2
x
2.2.3 INERT GAS OPERATIONS DURING LOADING Loading Rates The capacity of the flue gas system is 10,500m3/h. It is advisable to maintain
the pressure of the inert gas between 0.5kg/cm2 and 0.7kg/cm2 during the
Reference WI15; Loading Rates for Cargo and Ballast discharge, particularly in the early stages. This will ensure that during the
Single Grade period of minimum ullage space, the cargo pumps can be utilised without the
The loading rates for this class of vessel is based on a maximum liquid velocity danger of creating a vacuum.
During the loading operation the main IG plant is shut down and the tank
of 12m/s, a vapour discharge to the mast riser through the main IG line of
pressure is controlled via the vent mast riser or the VEC manifold. See illus-
14,254m3/h and 4,760m3/h in the secondary IG line.
tration 2.2.2b, which shows the paths via the VEC. If the vapour is not being Procedure to Supply Inert Gas to the Cargo Oil Tanks During
discharged via the VEC to shore, the vapour paths will be the same except the Discharge Operations for Single Grade
The maximum loading rate per manifold is 3,400m3/h when loading a single
flow will be out via the vent mast riser.
grade into one group of tanks with the crossover valves shut.
All valves are initially shut with main (port) IG line only used. All tanks have
Start with all valves in the IG system shut. been connected by the removable elbows to the main IG line.
The table below is correct when loading a homogeneous cargo with the
crossovers open:
Position Description Valve Position Description Valve
Open IG main vent riser but only if VEC not in GI501F or GI502F Using Port IG Line One Manifold Two Manifolds Three Manifolds Open Deck isolating valve GI515F
use One wing tank 1,700m3/h 1,700m3/h 1,700m3/h
or One pair COTs 3,400m3/h 3,400m3/h 3,400m3/h Adjust as required the set point for the pressure controller to maintain the
Open Open VEC manifold in use if VEC is being GI511F, GI512F, required pressure in the cargo tanks. The maximum discharge rate whilst using
Two pair COTs 6,800m3/h 6,800m3/h 6,800m3/h
used GI513F or GI514F three bottom lines is 8,400m3/h.
Port and starboard slop 1,000m3/h 1,000m3/h 1,000m3/h
Multigrade tanks
Multigrade
The same basic principle applies to loading more than one grade, it is possible Where there is more than one grade it is possible that both IG supply lines
Using Starboard IG Line will need to be used to maintain segregation if the vapour admixture is not
to divide the IG main into port and starboard venting. Each pair of wing tanks
is connected to the IG main by means of a removable elbow bend. The main One wing tank 1,700m3/h 1,700m3/h 1,700m3/h compatible.
(port) line is the line normally in use, but it is possible to swing the bends One pair COTs 3,400m3/h 3,400m3/h 3,400m3/h
to connect to the secondary (starboard) IG line if so required. This would Two pair COTs 4,500m3/h 4,500m3/h 4,500m3/h Procedure to Supply Inert Gas to the Cargo Oil Tanks during
allow different grades with incompatible vapours to be loaded and vented to Three pair COTs 4,500m3/h 4,500m3/h 4,500m3/h Discharge Operations for Multi Grade Non Compatible
atmosphere. Each line vents into the common vent riser after the PV breather
Port and starboard slop 1,000m3/h 1,000m3/h 1,000m3/h Vapour Addmixture
valve, which keeps the different vapours completely segregated until released
tanks
to atmosphere. If the secondary IG main is required to remove vapour, the
loading rate is restricted to a maximum of 3,400m3/h as indicated in the table All valves are initially shut and both supply lines are to be used. All tanks have
opposite for tanks connected to the secondary line in order to avoid structural
2.2.4 INERT GAS OPERATIONS DURING DISCHARGING been connected by the removable elbows to the required IG lines.
damage as the secondary IG main is only of 250mm diameter. Single Grade
Position Description Valve
It is not possible to send more than one vapour to shore via the vapour recovery Part of the pre-discharge safety checks must be to ensure that the IG system is Open Deck isolating valve GI515F (main)
system, as the manifold connection is only connected to one IG main at any set up and the supply valves are open. GI517F (secondary)
one time.
Prior to starting discharge it is necessary to start the IG plant with the system The secondary IG line is smaller in diameter than the main IG line, 250mm and
It should be noted that the main (port) IG line (400mm) is restricted to a recirculating until the oxygen level is below 5%, see section 1.4 for inert gas 400mm respectively. Discharge rates have to be closely monitored to ensure
maximum gas flow rate of 14,254m3/h and the secondary (starboard) IG line operation. When the quality of IG is satisfactory, regulate the supply of IG to that the supply of inert gas is sufficient to maintain a positive pressure in the
(250mm) a maximum gas flow rate of 4,760m3/h. the tanks by adjustment of the pressure controller, i.e., automatic control of the tanks at all times. The maximum discharge rate for tanks connected to the main
deck supply valve and the capacity control valves. IG line is 2,800m3/h per top and bottom line while the maximum discharge rate
for tanks connected to the secondary IG line is 4,500
4,500m3/h where more than one
Start the cargo pumps and observe the pressure of the IG as the discharge rate top and bottom line is in use, also a limitation of 2,800m3/h is imposed when
increases. only one bottom line is in use.
Adjust as required the set point for the pressure controller to maintain the
required pressure in the cargo tanks.

2.3 Loading Cargo
2.3.1 Loading a Single Grade Cargo
2.3.2 Loading a Two and Three Grade Cargo
Illustrations
2.3.1a Loading Cargo - Single Grade
2.3.2a Loading Cargo - Two Grades
2.3.2b Loading Cargo - Three Grades

,OOXVWUDWLRQD/RDGLQJ&DUJR6LQJOH*UDGH 9DSRXU
0DLQ/LQH 1R
,*) &2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
%*) &2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
)URP$86 &DUJR &2) &2) &2)
6HD&KHVW 6WULSSLQJ 3, &276WEG
6\VWHP &2
(GXFWRU 3, )
'UDLQ7DQN
&&&
&2 &2) &2) &2)
&2 3$/ ) .H\
) 3, &2 &2 &2
) ) )
0 &2) &2 &2 6LQJOH*UDGH&DUJR &2
) ) )
&2 &2
1R
) (OHFWULFDO6LJQDO ) &2 &2 &2
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
&2) &2 %DOODVW7DQN3RUW
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2 ) )

&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.3.1
2.3. - Page 1
x of 4
x
2.3 LOADING CARGO When preparing the system to load cargo, it is important to ensure that all The position of all valves are indicated on the cargo control console mimic
valves are in the closed position prior to commencing the setting of the cargo panel.
Prior to arrival at the loading port, a number of communications take place lines.
between the loading terminal and the vessel. These are based on the ISGOTT Position Description Valve
guide checklists. c) Ensure that all overboard valves are in the closed position and Close Deck main IG isolating valves GI515F, GI517F
sealed, and that the spectacle pieces are swung and secured in
Open Manifold valve that the VEC recovery GI511F, GI512F
Particular attention should be given to: the closed position.
arm is connected to GI513F, GI514F
• Emergency shutdown procedures or
d) Ensure that all unused manifold valves are blanked and shut.
• Closed loading techniques Mast riser if no VEC GI501F
e) Open vent mast riser valve G1501F if VEC is not to be used. If Open No.1, 2 and 3 loading drop valves CO607F, CO608F
• Topping off techniques
VEC is to be used, see section 2.2.3. CO609F
• Oil spill response procedures Open No.1 bottom line isolation valves CO531F, CO532F
• The manifold area and the mooring systems f) Open the deck drop loading valves, the cargo group isolation Open No.2 bottom line isolation valves CO533F, CO534F
valves and the required tank suction valves. Open No.3 bottom line isolation valves CO535F, CO536F
WARNING Open Segregation valves line 1 to line 3 CO537F, CO538F
g) Open the manifold valves to which the loading arms are
The greatest free surface effect is when the ballast water level has cleared
connected. Open Isolating valves to No.6 cargo oil tanks CO539F, CO540F
the trunkway (3m sounding) in the side tanks and is solely in the double Open No.3 port wing tank CO509F
bottom area. If, at the same time, the cargo level is low, the combined
h) Start loading cargo at the agreed slow rate into one tank. When Open The manifold valves that loading arms CO622F, CO623
effect of a relatively small displacement and the free surface effect in the
cargo is confirmed as coming into the selected tank, other tank are connected to (port side) CO624F
cargo, ballast tanks could result in a negative GM. This may lead to the
valves may be opened as required and the loading rate increased
vessel developing an angle of loll.
to the agreed figure. (starboard side) CO625F, CO626F
CO627F
2.3.1 LOADING A SINGLE GRADE CARGO i) Create an appropriate stagger for controlled topping off and
reduce the loading rate in ample time.
Prior to arrival at the load port a number of checks and tests must be carried out k) Commence loading at the agreed slow rate until the initial safety
to verify the correct operation of the cargo hydraulic and monitoring systems. and integrity checks are completed and cargo is being received
j) Ensure the ballast operations are completed in advance of the
into the first cargo tank, then open all tanks in the loading plan
final topping off.
Each vapour recovery/inert gas line is fitted with a breather combined pressure and slowly increase to the agreed full loading rate.
vacuum valve. The test levers on the two PV valves must be operated to confirm The trimming tanks are the slack COTs resulting from trim, draught or
that the valves are free to operate on their seats before loading or unloading. nominated cargo restrictions. These are normally No.1 and No.6 COTs. Position Description Valve
Open No.1, 3, 5 COTs and both slop tanks CO501F, CO503F
After planning the stability, taking into consideration the maximum permissible Trimming tanks are filled to pre-planned ullages and then shut. They are CO511F, CO517F
draught, bunkers, water and extras, the loading of a single grade homogeneous brought to their final ullage towards the end of loading, at a reduced loading CO519F CO541F
cargo is relatively straightforward. rate. CO542F
Note: All loading operations are carried out via the cargo console cargo It is always advisable to complete loading in a slack tank in order to reduce the l) Stagger the tanks and reduce the loading rate in preparation for
mimic, all remote hydraulic valves are operated using the open/close risk of a carryover of cargo to the inert gas main. topping off tanks.
pushbuttons, the proportion open/close valves are operated using the control
switches. All manually operated valves only have status indication on the Slack tanks should be kept to a minimum in order to reduce the free surface m) Top off the first sets of COTs.
mimic panel. effect.
When topping off the first set of COTs, commence loading into the remaining
a) Ensure all the removable elbow bends to the port IG line are in Deballasting is to be started in accordance with the chief officer’s loading plan empty tanks to reduce the loading rate into the first group of tanks.
place and that all tank hatch spade pieces are removed with the which is generally after bulk loading is under way.
tank hatch securely closed.
Loading rates are as per the table in section 2.2.3.
b) Check that the IG deck isolating valves, GI515F and GI517F
are closed. Initially all valves are shut.

Section2.3.1
2.3. - Page 2
x of 4
x
,OOXVWUDWLRQD/RDGLQJ&DUJR6LQJOH*UDGH 9DSRXU
0DLQ/LQH 1R
,*) &2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
%*) &2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
)URP$86 &DUJR &2) &2) &2)
6\VWHP &2
(GXFWRU 3, )
'UDLQ7DQN
&&&
&2 &2) &2) &2)
&2 3$/ ) .H\
) 3, &2 &2 &2
) ) )
0 &2) &2 &2 6LQJOH*UDGH&DUJR &2
) ) )
&2 &2
1R
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2 ) )

&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.3.1
2.3. - Page 3
x of 4
x

Open No.2, 4, 6 COTs CO505F, CO507F
CO513F CO515F
CO521F, CO523F
WARNING
Ensure that some of the second group of tanks are open before
completion of the first group in order to avoid a pressure surge in the
lines during changeover.

Close No.1, 3, 5 COTs and both slop tanks CO501F, CO503F
CO509F, CO511F
CO517F, CO519F
CO541F, CO542F
n) Shut the required finishing and trimming tanks at a suitable

ullage, adjusting the loading rate as required.
o) Create an appropriate stagger for controlled topping off, reduce

the loading rate in sufficient time.
p) On completion of cargo loading, drain all the loading tanks into

a slack tank and close all valves.
q) Agree ship shore figures and disconnect the loading arms.

Section2.3.1
2.3. - Page 4
x of 4
x
,OOXVWUDWLRQD/RDGLQJ&DUJR7ZR*UDGHV 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)

)URP$86 6HD&KHVW 6WULSSLQJ 3, &2 &276WEG
6\VWHP (GXFWRU 3, .H\ )
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ ) &DUJR*UDGH
) 3, &2 &2 &2
) ) )
0 &2) &2 &2 &DUJR*UDGH &2
) ) )
&2 &2
1R
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2 ) )
&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.3.2
2.3. - Page 1
x of 4
x
2.3.2 LOADING A TWO AND THREE GRADE CARGO j) On completion of loading, drain all the loading lines into slack Grade One (Segregation One)
tanks and close all valves on the cargo system.
Prior to arrival at the load port checks and tests must be carried out to verify Position Description Valve
the correct operation of the cargo hydraulic and monitoring systems. The trimming tanks are the slack COTs resulting from trim, draught or
Open Group 1 cargo oil tank valves: CO501F, CO503F
nominated cargo restrictions. These are usually COTs No.1 and No.6, or body
No.1, 4, 6 COT and port slop tank CO513F, CO515F
Each vapour recovery/inert gas line is fitted with a breather combined pressure tanks such as COTs No.3 or 4.
CO521F, CO523F
vacuum valve. The test levers on the two PV valves must be operated to confirm
CO541F
that the valves are free to operate on their seats before loading or unloading. Trimming tanks are filled to a pre-planned ullage and then shut. They are
brought to their final ullage towards the end of loading at a reduced loading Open No.1 manifold valve port or starboard CO601F
After planning the stability, taking into consideration maximum permissible rate. or CO604F
draught, bunkers, water and extras, the procedure to load a multigrade crude
oil cargo is very similar to that for a single grade, the worst case scenario being It is always advisable to complete loading in a slack tank in order to reduce the
that three grades are to be loaded and discharged whilst maintaining a two risk of a carry-over of cargo to the inert gas main. Grade Two
valve separation.
Slack tanks should be kept to a minimum in order to reduce the free surface Position Description Valve
The following assumes that the vapours from each grade are compatible effect. Open Group 2 cargo oil tank valves: CO505F, CO507F
with the other grades being loaded. If this is not the case, only grades with CO509F, CO511F
compatible vapours can be loaded concurrently when the VEC is in use. Where Deballasting is to be started shortly after bulk loading is under way. Segregated No.2, 3, 5 COT and starboard slop tank
CO517F, CO519F
no VEC is in use the secondary IG line can be used if necessary. ballast should be discharged as required to assist in maintaining a reasonable CO542F
trim.
a) Ensure all the removable elbow bends to the main IG line are in Open No.2 manifold valve port or starboard CO602F
place and that all tank hatch spade pieces are removed with the or CO605F
tank hatch securely closed and the vent mast riser is open. Loading a Two Grade Cargo
a) Commence loading grade 1 at the agreed slow rate until the
When preparing the system to load cargo, it is important to ensure that all Assuming that a two valve separation is required to be maintained between the initial safety and integrity checks are completed, including
valves are in the closed position prior to setting the cargo lines. grades it is necessary to load using a combination of the loading groups. This manifold and overside checks, then increase to the agreed full
could be group one and two for the 1st grade and group three for the 2nd. Any loading rate.
b) Set the cargo lines ensuring that the required valve segregation combination of the groups can be used subject to the quantities required and
is observed. Double check the line settings prior to commencing the stress/stability requirements. b) Commence loading grade 2 in the same manner as for grade 1.
cargo operations.
Assuming that two grades are being loaded. Initially all valves are shut. c) Stagger the tanks and reduce the loading rates to comply with
c) Ensure that all overboard valves are closed and sealed. trim and stress requirements.
d) Ensure that all unused manifold valves are shut and blanked. Close Deck main IG isolating valves GI515F, GI517F d) Top off each group in turn. It is likely, due to the loading rates
for each group differing, that the grades will not finish in the
Open Manifold valve that the VEC recovery is GI511F, GI512F
e) Open the required tank suction valves in each of the groups. same order that they started.
connected to: GI513F, GI514F
or
f) Open the manifold valves to which the loading arms are e) Drain all top lines and loading arms to a slack tank in each
The mast riser if no VEC GI501F
connected. group.
Open No.1 and No.2 drop valves CO607F, CO608F
Open No.1 line crossover valves to No.6 COTs CO537F, CO538F f) Close all cargo valves.
g) Commence loading, one grade at a time at the agreed reduced
rate. Once satisfied that the cargo is flowing only into the Open No.2 and No.3 bottom line crossover CO533F, CO534F
selected tanks, loading of the second and third grades can be valves CO535F, CO536F g) Agree ship shore figures and disconnect the loading arms.
commenced in the same manner.
h) Create an appropriate stagger for controlled topping off, reduce

the loading rates in ample time.
i) Ensure the ballast operation is completed in advance of the final

topping off.

,OOXVWUDWLRQE/RDGLQJ&DUJR7KUHH*UDGHV 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
)URP$86 6HD&KHVW 6WULSSLQJ 3, &276WEG
&2
6\VWHP (GXFWRU 3, )
'UDLQ7DQN &&&
.H\
&2 &2) &2) &2)
&2 3$/ )
) 3, &DUJR*URXS &2 &2 &2
) ) )
0 &2)
&2 &2 &2
) ) &DUJR*URXS )
&2 &2
1R
) ) &2 &2 &2
&DUJR*URXS &DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) (OHFWULFDO6LJQDO &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2 ) )
&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )

&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.3.2
2.3. - Page 3
x of 4
x
Loading a Three Grade Cargo b) Commence loading grade 2 followed by grade 3 in the same
manner as for grade 1.
Assuming that three grades are being loaded. Initially all valves are shut:
c) Stagger the tanks and reduce the loading rates to comply with
Position Description Valve trim and stress requirements.
Close Deck main IG isolating valves GI515F, GI517F
d) Top off each group in turn. It is likely, due to the loading rates
Open Manifold valve that the VEC recovery is GI511F, GI512F
for each group differing, that the grades will not finish in the
connected to: GI513F, GI514F
same order that they started.
or
The mast riser if no VEC GI501F
e) Drain all top lines and loading arms to a slack tank in each
Open No.1. 2 and No.3 drop valves CO607F, CO608F group.
CO609F
Open No.3 line crossover valves to No.6 COT CO539F, CO540F f) Close all cargo valves.
g) Agree ship shore figures and disconnect the loading arms.
Grade One (No.1 top and bottom line)

Open Grade 1 cargo oil tank valves: No.1, 4 COT CO501F, CO503F
and port slop tank CO513F, CO515F
CO541F
Open No.1 manifold valve port or starboard CO601F
or CO604F
Grade Two (No.2 top and bottom line)

Open Grade 2 cargo oil tank valves: No.2 and 5 CO505F, CO507F
COT CO517F, CO519F
or CO605F
Grade Three (No.3 top and bottom line)

Open Grade 3 cargo oil tank valves: No.3, 6 COT CO509F, CO511F
and starboard slop tank CO521F, CO523F
CO542F
or CO606F
a) Commence loading group 1 at an agreed slow rate until the

initial safety and integrity checks are completed, including
manifold and overside checks, then increase to the agreed full
loading rate.

2.4 Discharging Cargo
2.4.1 Full Discharge
2.4.2 Discharge of a Single Grade Cargo with COW of Both Slop Tanks, No.2 and No.3 COTs
2.4.3 Discharging a Three Grade Cargo with 100% COW, Pipe Line Admixture and One Valve Separation Acceptable
2.4.4 Part Cargo Discharge
Illustrations
2.4.1a Line Draining to the MARPOL Line
2.4.2a Single Grade Discharge
2.4.2b COW of No.2 Cargo Oil Tanks
2.4.2c COW of No.3 Cargo Oil Tanks
2.4.3a Full Discharge
2.4.3b COW of Starboard Slop Tank
2.4.3c COW of No.2 and No.5 Cargo Oil Tanks
2.4.3d COW of No.1 and No.4 Cargo Oil Tanks
2.4.4a Part Discharge
2.4.4b COW of No.1 and No.4 Cargo Oil Tanks

,OOXVWUDWLRQD)XOO'LVFKDUJH 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
)URP$86 &2
6\VWHP (GXFWRU 3, )
'UDLQ7DQN &&&
.H\
&2 &2) &2) &2)
&2 3$/ )
) 3, &DUJR*URXS &2 &2 &2
) ) )
0 &2) &2 &2 &2
) ) &DUJR*URXS )
&2 &2
1R
) ) &2 &2 &2
7DQN
&2 &2 6WDUERDUG
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

&2 3RUW &2 &2
3, 3, ) )
&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3, &2)
&2
&&& &&&
&2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.4.
2.4 - Page x
1 of x
2
2.4 DISCHARGING CARGO Close co-operation between the vessel’s staff and the installation personnel
should be maintained, as the latter alone can assess the local conditions and
Prior to arrival at the discharge port, a number of communications take place determine when a reduction in pumping rate is necessary.
between the receiving terminal and the vessel. These are centred around
the ISGOTT guide check lists and are summarised in the Company Marine The maximum rate of discharge will normally be determined by the ability of
Operations Manual section on Cargo Operations. the shore to receive cargo, but occasionally by the pumping capacity of the
ship especially during crude oil washing operations. In either case it is the duty
Particular attention should be given to: of the vessel’s staff to see that the maximum rate is maintained throughout the
entire discharge operation, once the precautions against static electricity have
• Emergency shutdown procedures been observed.
• Crude Oil Washing pre-arrival checks
• Manning levels for various procedures Draining
• Oil spill response procedures All staff should be fully conversant with the operation and capabilities of the
cargo and ballast pumps. Close co-operation must be maintained between the
• The manifold area and the mooring systems
deck and engineer officers to avoid frequent overspeeding and tripping of
pumps. While draining operations are in progress a responsible person must
The discharge of all cargo must be carried out in close co-operation with the
be positioned at the pump controls and the tachometer should be observed so
installation representative who can give advice upon segregation and achieving
that the speed of the pumps may be regulated as necessary.
the desired loading/discharge rate.
Particular attention should be paid to trim, the maintenance of pumps, valves
At all times, cargo operations should be conducted in accordance with the
and to having heated cargoes at the correct temperature on arrival.
agreed ship/shore checklist, ISGOTT and the chief officer’s instructions.
Cargo tanks, lines and pumps must be drained as far as possible in order
As soon as a vessel receives loading instructions a cargo plan should be
to achieve the maximum out-turn figures and to aid gas freeing. In order to
prepared by the chief officer and presented to the Master for approval.
facilitate draining, build up of scale and sediment must be kept to a minimum.
On completion of discharge, all lines, both top and bottom, must be drained
The purpose of the cargo plan is also to provide all watch keeping officers with
to the shore terminal. The stripping drain line terminating outboard of the
full details of the cargo to be loaded/discharged at the port. Each watch keeping
manifold valve should be used for this purpose.
officer must study and when understood, sign the plan to acknowledge that
they are fully aware of the cargo handling operation.
ISGOTT should be referred to for safety checks before and at the commencement
of cargo operations.
Immediately on arrival, ullage, temperatures and water dips must be taken

of each tank and the results should be entered into the appropriate fields on
the appropriate forms. Only those valves required for the discharge operation
should be open and those not required should be proved positively, as far as
the system will allow, to be shut.
Many shore installations use a common line for both loading and discharging
and may not be fitted with a non-return valve. It is essential therefore, that the
manifold valves remain shut until the shore is ready to receive cargo and the
cargo pumps are in the process of being started.
Tanks not being used must be checked regularly to ensure that the ullage in
those tanks remains the same. It is essential, for an efficient discharge in the
shortest time, that the pumps are run at their designed speed when the line
pressure restrictions permit.
Issue: Final Draft IMO No. 9297357 Section 2.4 - Page 2 of 2

,OOXVWUDWLRQD/LQH'UDLQLQJWRWKH0$532//LQH 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
0$532//LQH &2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
&2
6\VWHP (GXFWRU )
'UDLQ7DQN 3,
&&& .H\
&2 &2) &2) &2)
&2 3$/ )
) 3, &2 &2 &2
/LQH'UDLQLQJ6WULSSLQJ ) ) )
0 &2) &2 &2 &2
) ) 9DFXXP%UHDNLQJ/LQH )
&2 &2
1R
) ) &2 &2 &2
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2
&2 ) ) )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2

&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.4.1
2.4. - Page 1
x of 2
x
2.4.1 FULL DISCHARGE k) The ballast crossover line to the bottom cargo line is normally
kept closed and blanked. The spool piece between the cargo oil Position Description Valve
The following factors are to be considered prior to a full discharge: and ballast systems must be removed and the lines blanked. Open MARPOL line block valves port or CO628F
starboard or
• Maximum available draught at the berth CO632F
l) The crossover valves between the cargo lines in the pump room
• Maximum allowable freeboard on the berth can be opened to optimise COP performance, but care must Open No.1 manifold valve CO622F
• Grade segregation, if carrying multiple grades be exercised. Top lines are normally kept isolated to improve or
draining performance. CO625F
• Crude oil washing requirements
• Heavy weather ballast requirements m) When a cargo oil tank reaches a sounding of approximately
a) Start the stripping pump and observe the vacuum on the line.
1.5m, the vacuum pump system can be started and the automatic
• Maintenance of satisfactory trim and stress Listen to the flow at the manifold. Open the vacuum breaking
stripping system activated.
valves as required.
• Ballasting operations
n) The bottom COW can be started as required when the selected
When preparing the system to discharge cargo, it is important that all valves tanks reach 1.0m or when convenient. Position Description Valve
are in the closed position prior to setting the lines for discharge and all tank IG Open Vacuum breaker valve CO724F
connections are set up as required. o) Upon completion of discharge, the cargo lines must be drained Open Manifold crossover valves CO721F, CO722F
to the shore tanks. CO723F
a) All COW valves are to be closed.
b) On completion of line draining close all valves and agree ship/
b) Ensure that all overboard valves are closed and sealed and any
Procedure for Line Draining
shore figures.
spool pieces are removed.
This can be achieved by draining all lines with the stripping pump and pumping
Segregated ballast loading should be started once bulk discharge has
the drainings ashore via the MARPOL line. During draining of the lines, the
c) The cargo pumping system and the IG plant is to be prepared for commenced, consistent with maintaining the trim and stress within acceptable
vacuum in the cargo lines must be broken via vacuum breaker valve CO724F
operation. limits.
and crossover valves CO721F, CO722F, CO723F.
d) Open the main lines from the COTs to the main cargo pumps
and then up to the manifolds. Position Description Valve
Open No.1 top line block valve CO610F
e) Start the IG plant. Open No.2 top line block valve CO611F
Open No.3 top line block valve CO612F
f) Open one set of COTs to each cargo oil pump (COP).
Open No.1 cargo oil pump discharge valve CO589F
g) Open the manifold valves that the discharge arms are connected Open No.2 cargo oil pump discharge valve CO590F
to. Open No.3 cargo oil pump discharge valve CO591F
Open No.1 discharge pneumatic control valve
h) Start each COP and run at minimum speed, watching the back Open No.2 discharge pneumatic control valve
pressures carefully.
Open No.3 discharge pneumatic control valve
i) When pumps and pressures are balanced, debottom all tanks by Open Stripping pump connection to No.1 COP CO580F, CO702F
1m in preparation for crude oil washing. If it is intended that the and strainer CO701F
slop tanks are to be used for crude oil washing, they should be Open Stripping pump connection to No.2 COP CO581F, CO705F
discharged and refilled with fresh ‘dry’ crude oil. and strainer CO704F
Open Stripping pump connection to No.3 COP CO582F, CO708F
j) Increase to full speed discharge as per the discharge plan and in and strainer CO707F
agreement with the shore installation.
Open Stripping pump suction to COP CO570F
Note: During draining it may be necessary to reduce the speed of the other Open Stripping pump discharge to MARPOL CO593F
cargo pumps, thereby reducing the back pressure and improving draining line
performance.

,OOXVWUDWLRQD6LQJOH*UDGH'LVFKDUJH 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2) &276WEG

)URP$86 6HD&KHVW 6WULSSLQJ 3, &2
6\VWHP (GXFWRU )
3,
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ )
) 3, &2 &2 &2
.H\ ) ) )
0 &2) &2 &2 &2
) ) 6LQJOH*UDGH&DUJR )
&2 &2
1R
) ) &2 &2 &2
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

&2 3RUW &2 &2
3, 3, ) ) )
&2
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
&2 3, 3, &2) &2 &2) )
&&& &&&
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.4.2
2.4. - Page 1
x of 6
x
2.4.2 FULL DISCHARGE OF A SINGLE GRADE CARGO h) As the first tanks near draining level, the automatic unloading
Position Description Valve system should be set up as in section 1.3.3, and close the slop
WITH COW OF BOTH SLOP TANKS, NO.2 AND NO.3
COTS Open Manifold valves that the discharge valves CO622F, CO623F tank main suctions.
are connected to CO624F
The following factors are to be considered prior to a full discharge: if port side Position Description Valve
or Close Slop tank main suction valves CO541F, CO542F
• Maximum available draught at the berth
CO625F, CO626F
• Maximum allowable freeboard on the berth CO627F i) Drain the slop tanks ashore with No.1 and No.3 COP using the
• Grade segregation, if carrying multiple grades if starboard side automatic unloading system. As the top COW finishes, carry
out the bottom COW of both slop tanks.
• Crude oil washing requirements If the loading arms are not connected to all manifolds, then the discharge lines
• Heavy weather ballast requirements can be made common at the manifold crossover by opening valves CO613F, j) On completion of COW and draining of the slop tanks, change
CO614F and CO615F. over No.3 COP to No.6 COT and No.1 COP to No.4 COT.
• Maintenance of satisfactory trim and stress
Return No.2 COP to discharging ashore.
• Ballasting operations c) Start the COPs as described in section 1.3.1.
When preparing the system to discharge cargo, it is important that all valves d) Commence the discharge at minimum speed, carrying out all
are in the closed position prior to setting the lines for discharge and all tank IG Close No.2 COP discharge valves to COW line CO585F, CO586F
safety and integrity checks after each pump is started.
connections are set up as required. Close Pump room COW line isolating valves to CO783F, CO595F
e) Debottom all tanks by at least 1m to remove any wet crude once tank cleaning machines
the system has been proved. Close Fixed tank washing machine valves TC507F, TC535F
a) Initially all the cargo valves should be shut. The engineering
TC537F, TC536F
department should start the IG system and make preparations
f) Once the system has been proved, and with the shore TC538F
for warming through the cargo oil pumps (COP). Set up the
cargo system and tanks ready to commence discharge of cargo. installation’s agreement, increase the pump speed until the Close Slop tank stripping suction valves CO772F, CO547F
maximum permitted back pressure or flow rate is achieved. CO773F, CO548F
Position Description Valve Close No.1 and No.3 slop tank isolating valves CO552F, CO554F
During bulk discharge, or if all three cargo pumps are not being used for
Open Deck isolating valve and start IG system GI515F Open No.2 COP discharge valve to top line CO590F
discharge, the crossover valves between the bottom lines, CO558F, CO559F
Open Pump room bulkhead master block valves CO546F, CO548F and CO560F can be opened. Open No.6 COT suction valves and No.3 line CO521F, CO523F
CO550F crossover valves to No.6 COT CO539F, CO540F
Open Pump room intermediate block valves CO555F, CO556F g) As the slop tanks approach the ullage for top washing, set up the Open No.4 COT suction valves CO513F, CO515F
CO557F fixed tank cleaning machines at the correct angles taking drive
from No.2 COT and pump. Continue discharging the slop tanks During the bottom COW, ensure that the vessel is well trimmed by the stern
Open COP suction valves CO780F, CO781F
to the draining level with the COPs. Shut No.2 COP discharge to facilitate stripping. Terminal restrictions may restrict the maximum trim; in
CO782F
to the top line to maintain at least 8kg/cm2 on the COW line. addition the vessel’s stability, stress and freeboard must be maintained within
Open COP discharge valve to top line CO589F, CO590F the permitted levels. The slop tank submerged tank cleaning machines should
CO591F be opened for the bottom wash.
Open Top line block valves CO610F, CO611F
CO612F Open No.2 COP discharge valve to the COW CO585F, CO586F
Continue to discharge ashore all other bulk cargo using the maximum number
line
Open No.2 COT suction valves CO505F, CO507F of cargo pumps.
Open Pump room COW line isolating valves to CO783F, CO595F
Open Both slop tank suction valves CO541F, CO542F
tank cleaning machines k) Refill the slop tanks with clean cargo to approximately 50%
Open No.2 bottom line crossover valves to No.2 CO533F, CO534F
Open Slop tanks washing machine valves TC507F, TC535F ullage, sufficient to cover the levelling line. Slowly open the
COT
TC537F, TC536F slop tank main suctions and run in fresh crude from No.6 COT
TC538F and No.4 COT.
b) When the shore terminal confirm they are ready to receive
cargo. Open Slop tank stripping suction valves CO772F, CO547F
CO773F, CO548F
Open No.1 and No.3 slop tank isolating valves CO552F, CO554F
Close No.2 COP discharge to top line CO590F

Illustration 2.4.2b COW of No.2 Cargo Oil Tanks CO597F

PI CO715F
400 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
CO CO
Key 596F 598F TC562F TC561F TC558F TC557F TC554F TC553F TC550F TC549F TC546F TC545F TC542F TC541F
Single Grade Cargo Fixed Type

Tank Cleaning Machine TC
No.6 65 65 65 65 65 65 65 65 65 65 65 65
Draining PI 535F
Slop Tank Water 80
(Port) Ballast TC
Tank 200 80 80 80 80 80 80
(Port) 537F
TC571F TC581F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
TC583F
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
783F 595F CO TC506F TC505F TC504F TC503F TC502F TC501F TC574F
579F PI 507F
CCC 200 200
CO 300 TC539F 50
CO Vacuum Pump 578F PI TC566F
593F Unit From AUS 125 125 125 125 125 125
Sea Chest Cargo 80
System 200
PI Eductor
PI TC
CO CCC
714F PI PI
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO 569F CO 774F 544F CO534F CO533F
PI PI 570F 568F No.6 Cargo Oil Tank
CO784F CO545F 550 450
CCC CCC 200
400 (Port) CO CO
PI PI CO 532F 531F
550
CO 574F
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.2
2.4. - Page 3
x of 6
x
Position Description Valve Position Description Valve Position Description Valve

Open Slop tank main suction valves CO541F, CO542F Open No.3 COP discharge valve to the COW CO587F, CO588F Open No.1 COT suction valves CO501F, CO503F
line Open No.3 COT suction valves CO509F, CO511F
l) On completion of recharging, shut the slop tank main suction Open Pump room COW line isolating valves to CO783F, CO595F Close No.6 COT stripping suction valves CO522F, CO524F
valves and increase No.1 and No.3 COP to maximum. If tank cleaning machines Close No.4 COT stripping suction valves CO514F, CO516F
sufficient ullage has not been attained in slop tanks, additional Open Fixed tank washing machine valves on TC502F, TC515F
crude can be bled off to the slop tanks via the COP discharge to No.2 COTs TC516F, TC517F
the eductor. TC518F t) Discharge No.5 COT using No.2 COP draining directly ashore
using the automatic stripping system. Then set up No.2 COP
Close No.3 COP discharge valve to the top line CO591F
taking suction from the starboard slop tank and discharging to
the port slop tank via the eductor. Carry out final draining of
Close Slop tank main suction valves CO541F, CO542F p) Wash and drain No.2 COT individually, as necessary shutting No.2 COT and No.5 COT.
the main suction valves at the draining level.
m) When No.2 COTs reach the top wash ullage, set up No.3 COP to
supply crude from No.6 COT via the COW line to the fixed tank
Position Description Valve Open No.2 COP discharge to port slop tank via CO585F, CO586F
cleaning machines. If pressure cannot be maintained at 8kg/cm2
whilst washing two tanks then wash one tank at a time. Close No.2 COT main suction valves CO505F, CO507F the eductor CO578F, CO774F
CO544F
q) On completion of bottom COW return No.3 COP to main Open Starboard slop tank cleaning suction valve CO776F, CO551F
discharge of No.6 COT and close all valves to the tank cleaning Open Eductor suction valve to No.2 bottom line CO577F, CO553F
Open No.3 COP discharge valve to the COW CO587F, CO588F machines. Change over No.2 COP to discharging No.5 COT.
line CO779F
Open Pump room COW line isolating valves to CO783F, CO595F Open No.2 COP from the starboard slop tank CO559F
tank cleaning machines Close No.2 bottom line intermediate block valve CO556F
Close No.3 COP discharge valve to the COW CO587F, CO588F
Open Fixed tank washing machine valves on TC502F, TC515F Open No.2 COT stripping suction valves CO506F, CO508F
line
No.2 COTs TC516F, TC517F Open Slop tank balance line valves CO543F, CO771F
Close Pump room COW line isolating valves to CO783F, CO595F
TC518F Open No.5 COT stripping suction valves CO518F, CO520F
tank cleaning machines
Close No.3 COP discharge valve to the top line CO591F Close No.2 COP discharge valves and manifold CO590F, CO602F
Close Fixed tank washing machine valves on TC502F, TC515F
No.2 COT TC516F, TC517F CO605F
n) When top COW of No.2 COTs is complete, continue discharging
TC518F
No.2 COTs to the draining level. When near the draining level, u) When No.3 COTs reach the top wash ullage, open No.2 COP
the automatic unloading system should be set up as in section Open No.3 COP discharge valve to the top line CO591F
discharge to the COW line and tank cleaning machines. If
1.3.3. Open No.5 COT suction valves CO517F, CO519F pressure cannot be maintained at 8kg/cm2 whilst washing two
Close No.2 COT stripping suction valves CO506F, CO508F tanks then wash the tanks one at a time.
Close No.3 COP discharge valve to the COW CO587F, CO588F r) Continue discharging No.4 COT with No.1 COP, No.5 COT Position Description Valve
line with No.2 COP and No.6 COT with No.3 COP, draining as
required directly ashore with the automatic stripping system.
Close Pump room COW line isolating valves to CO783F, CO595F tank cleaning machines
tank cleaning machines Open Fixed tank washing machine valves on TC503F, TC519F
No.3 COT TC520F, TC521F
Close Fixed tank washing machine valves on TC502F, TC515F Open No.4 COT stripping suction valves CO514, CO516 TC522F, TC539F
No.2 COTs TC516F, TC517F Open No.6 COT stripping suction valves CO522, CO524
TC518F
Close For draining No.4 COT suction valves CO513, CO515 v) On completion of top COW in No.3 COT, close the COW
Open No.3 COP discharge valve to the top line CO591F line isolating valves and tank cleaning machines, continue to
Close For draining No.6 COT suction valves CO521, CO523
Open No.2 COT stripping suction valves CO506F, CO508F discharge No.3 COT and No.1 to draining level. Complete
s) No.4 COT and No.6 COT will finish well after No.2 COT final draining of No.2 and No.5 COT if it has not already been
o) Set up No.3 COP to provide drive fluid to the tank cleaning completes draining. Shut No.4 COT and No.6 COT stripping done.
machines for No.2 COT and shut No.3 discharge valve to the suctions, open the main suction valves for No.1 COT and No.3
top line to maintain at least 8kg/cm2 on the COW line. COT.

Illustration 2.4.2c COW of No.3 Cargo Oil Tanks CO597F

PI CO715F
CO CO
Key Fixed Type 596F 598F TC562F TC561F TC558F TC557F TC554F TC553F TC550F TC549F TC546F TC545F TC542F TC541F
Tank Cleaning Machine
Single Grade Cargo
Submerged Type TC
No.6 65 65 65 65 65 65 65 65 65 65 65 65
Stripping Tank Cleaning Machine PI 535F
Slop Tank Water 80
(Port) Ballast TC
Tank 200 80 80 80 80 80 80
(Port) 537F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F
CCC 200 200
CO 300 TC539F 50
CO Vacuum Pump 578F PI TC566F 80
593F Unit From AUS 125 125 125 125 125 125
Cargo
PI Eductor
PI TC
CO CCC
714F PI PI 80
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO 569F CO 774F 544F CO534F CO533F
CO784F CO545F Slop 550 450
CCC CCC 200
400 Tank (Port) CO CO
PI PI CO (Port)
CO 574F 550 532F 531F
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.2
2.4. - Page 5
x of 6
x
y) When No.1 COT reaches the draining level, initially drain

using the automatic stripping system. Stop No.1 COP, close the
Close Pump room COW line isolating valves to CO783F, CO595F discharge valve to the top line and carry out final draining of all
tank cleaning machines empty tanks on No.1 bottom line, No.4 COT and No.1 COT.
Close Fixed tank washing machine valves on TC503F, TC519F
No.3 COT TC520F, TC521F Position Description Valve
TC522F, TC539F
Open No.1 COT stripping suction valves CO502F, CO504F
w) When No.3 COT reaches the draining level carry out a bottom Close No.1 COT main suction valves CO501F, CO503F
COW. The drive fluid being supplied by No.2 COP, recycling Close No.1 COP discharge valve to top line CO589F
on both slop tanks. Initial draining is to be carried out using Open Eductor suction valve to No.1 line CO552F
the automatic draining system. When ready, use the eductor to Open No.4 COT stripping suction valves CO514F, CO516F
complete draining and stop No.3 COP. Close No.1 COT stripping suction valves CO502F, CO504F
Position Description Valve z) Discharge both slop tanks ashore using No.1 COP to discharge
Close No.2 COT stripping suction valves CO506F, CO508F and drain the port slop tank and No.2 COP to discharge and
Close No.5 COT stripping suction valves CO518F, CO520F drain the starboard slop tank.
Close Eductor suction valve to No.2 bottom line CO553F
Open Eductor suction valve to No.3 bottom line CO554F Position Description Valve
Open No.3 COT stripping suction valves CO510F, CO512F Open No.1 COP discharge valve to top line CO589F
Close No.3 COT main suction valves CO509F, CO511F Close Eductor suction valves to No.1 and No.3 CO552F, CO554F
line CO779F
Close No.3 COP suction valve CO782F
Close No.4 COT stripping suction valves CO514F, CO516F
Close No.3 COP discharge valve to top line CO591F
Open Port slop tank main suction valve CO541F
tank cleaning machines Open No.1 COP suction valves to port slop tank CO552F, CO772F
CO547F
Open No.3 COT fixed tank cleaning machine TC503F, TC519F
valves TC520F, TC521F Open No.2 line intermediate block valve CO556F
TC522F, TC539F Open No.2 line crossover valves to starboard CO554F, CO553F
slop tank stripping suction
x) On completion of bottom COW continue with the final draining Open Starboard slop tank stripping suction CO773F, CO549F
of No.6 COT and redrain No.3 COT using the eductor. Close the valves
valves to the COW line and tank cleaning machine valves. Open Starboard slop tank main suction valve CO542F
Open No.3 line bulkhead master valve CO550F
Position Description Valve Close Balance line valves CO771F, CO543F
Open No.6 COT stripping suction valves CO522F, CO524F Open No.2 discharge valve to top line CO590F
Close No.3 COT stripping suction valves CO510F, CO512F Close No.2 COP discharge valves to port slop CO585F, CO586F
Close No.6 COT stripping suction valves CO522F, CO524F tank via the eductor CO578F, CO774F
Close Pump room COW line isolating valves to CO783F, CO595F CO544F
tank cleaning machines Close No.2 COP suction valves to the starboard CO559F, CO773F
Close No.3 COT fixed tank cleaning machine TC503F, TC519F slop tank cleaning suction CO549F
valves TC520F, TC521F
TC522F, TC539F Drain both slop tanks directly ashore using the automatic stripping system.
On completion of draining, stop No.1 and No.2 COP. Shut all valves and
manifolds.
The vessel is now ready to carry out draining of all lines as in section 2.4.1.

,OOXVWUDWLRQD)XOO'LVFKDUJH
9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
)URP$86 &2
6\VWHP (GXFWRU 3, )
'UDLQ7DQN &&&
.H\
&2 &2) &2) &2)
&2 3$/ )
) 3, &DUJR*URXS &2 &2 &2
) ) )
0 &2) &2 &2 &2
) ) &DUJR*URXS )
&2 &2
1R
) ) &2 &2 &2
7DQN
&2 &2 6WDUERDUG
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

&2 3RUW &2 &2
3, 3, ) )
&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3, &2)
&2
&&& &&&
&2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.4.3
2.4. - Page 1
x of 8
x
2.4.3 DISCHARGING A THREE GRADE CARGO WITH Segregated ballast loading should be started in accordance with the chief Position Description Valve
100% COW, PIPELINE ADMIXTURE AND ONE VALVE officer’s discharging plan, consistent with maintaining the trim and stress
Open No.3 COP discharge valves to COW line CO587F, CO588F
SEPARATION ACCEPTABLE within acceptable limits.
Prior to arrival at the discharge port, a cargo plan shall be completed covering Position Description Valve
all aspects of the proposed discharging operation. This will ensure that the Open Starboard slop tank fixed tank washing TC507F, TC536F
Open Deck isolating valve and start IG system GI515F
stability, stress, draught and trim are all within acceptable levels throughout the machine valves TC538F
Open Pump room bulkhead master valves CO546F, CO548F
discharge, and comply at all times with terminal restrictions. Open Slop tank stripping suction valves CO772F, CO547F
CO550F
CO773F, CO549F
The following factors are to be considered prior to discharge: Open Pump room intermediate block valves CO555F, CO556F
Open No.1 and No.3 slop tank isolating valves CO552F, CO554F
CO557F
• Maximum available draught at the berth Close No.3 COP discharge valve to top line CO591F
Open COP suction valves CO780F, CO781F
• Maximum allowable freeboard on the berth CO782F
f) On completion of the top COW in the starboard slop tank
• Grade segregation Open COP discharge valves to top line CO589F, CO590F continue the discharging of the tank to the draining level. The
CO591F automatic draining system should be started up when the first
• Crude oil washing requirements
Open Top line block valves CO610F, CO611F tank reaches a 1.5m sounding. Drain the port slop using No.1
• Heavy weather ballast requirements CO612F COP then change over the pump suction to No.1 COT. Drain the
• Maintenance of satisfactory trim and stress Open No.5 COTs suction valves CO517F, CO519F starboard slop tank then change over the pump suction to No.3
Open Both slop tank suction valves CO541F, CO542F COT.
When preparing the system to discharge cargo, it is important that all valves b) When the shore terminal confirm they are ready to receive cargo Position Description Valve
are in the closed position prior to setting the lines for discharge and all tank IG open the manifolds the lines are connected to, then start each Close Slop tank main suction valves CO541F, CO542F
connections are set up as required. COP. Open No.1 COT suction valves CO501F, CO503F
Close Port slop tank stripping suction valves CO772F, CO547F
In the following case example it is assumed that the parcels are segragated as Position Description Valve
Open No.3 COT suction valves CO509F, CO511F
follows: Open Manifold valves that the discharge valves CO601F, CO602F
Close Starboard slop tank stripping suction CO773F, CO549F
are connected to CO603F,
valves
Group 1 if port side
Close No.1 and No.3 slop tank isolating valves CO552F, CO554F
No.1, 4 COT and the port slop tank CO604F, CO605F Close No.3 COP discharge valves to COW line CO587F, CO588F
Group 2 CO606F, Open No.3 COP discharge valve to top line CO591F
if sarboard side
No.2 and 5 COT
Group 3 c) Commence the discharge at minimum speed, carrying out all
safety and integrity checks after each pump is started, then
No.3, 6 COT and the starboard slop tank
debottom all tanks by at least 1m to remove any wet crude once
the system has been proved.
Ship/shore safety checklists must be completed prior to starting cargo discharge.
Additionally, the cargo system valve line up should be double checked before
d) Once the system has been proved, and with the shore
commencing the discharge.
installation’s agreement, increase the pump speed until the
maximum agreed back pressure or flow rate is achieved.
a) Initially all cargo valves should be shut. The engineering
department should prepare and start the IG system, and make
e) As the starboard slop tank approaches the ullage for top
the cargo oil pump turbines ready for operation. Set up the cargo
washing set up the fixed tank cleaning machines at the correct
system and tanks ready to commence discharge of cargo. The
angles, taking drive from the starboard slop tank with No.3
intention is to discharge the port slop tank with No.1 COP and
COP. Continue discharging the port slop tank to draining level
line, No.5 COT with No.2 COP and line and the starboard slop
with the No.1 COP. Shut No.3 COP discharge to the top line to
tank using No.3 COP and line.
maintain at least 8kg/cm2 on the COW line if required during
the top wash.

Illustration 2.4.3b COW of Starboard Slop Tank CO597F

PI CO715F
Key CO CO
596F 598F TC562F TC561F TC558F TC557F TC554F TC553F TC550F TC549F TC546F TC545F TC542F TC541F
Fixed Type
Cargo Group 1
TC 65 65 65 65 65 65
Cargo Group 2 No.6 65 65 65 65 65 65
PI 535F
Slop Tank Water 80
(Port) Ballast TC
Cargo Group 3 Tank 200 80 80 80 80 80 80
(Port) 537F
TC571F
CO594F TC581F
25
200 125 125 125 125 125 125
TC572F TC565F 40
TC583F
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F
To MARPOL CCC 200 200
Line CO 300 50
Vacuum Pump PI TC539F
578F TC566F
Unit From AUS 125 125 125 125 125 125
Cargo
CO Stripping
593F Drain Tank
PI Eductor
CO CCC PI TC
714F PI PI 80
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO 569F CO 774F 544F
CO784F PI PI 550 450
CCC CCC CO545F Slop
400 200
Tank (Port) CO CO
PI PI CO 532F 531F
CO 574F (Port) 550
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
400 CO CO CO CO CO CO
100
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO Slop
591F 709F 782F CO 557F
CO CO 563F Tank
CO (Stb'd)
582F 708F 707F 500 CO
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.3
2.4. - Page 3
x of 8
x
g) Set up to bottom COW the starboard slop tank taking the drive
fluid from No.3 COP and No.3 COT, draining the slop tank with
the stripping pump and discharging up the MARPOL line to Open No.1 COP discharge valves to COW line CO584F, CO583F Open No.3 COP discharge valves to COW line CO587F, CO588F
No.3 manifold. Start the stripping pump. Open Pump room COW line isolating valves to CO783F, CO595F Open Pump room COW line isolating valves to CO783F, CO595F
tank cleaning machines tank cleaning machines
Position Description Valve Open Fixed tank washing machine valves TC507F, TC535F Open Fixed tank washing machine valves TC503F, TC519F
Open No.3 COP discharge valves to COW line CO587F, CO588F TC537F TC520F, TC521F
Open Port slop tank stripping suction valves CO772F, CO547F TC522F, TC539F
Open Stripping pump suction valves CO569F, CO779F Open Starboard slop tank cleaning suction CO776F, CO551F
Close No.1 COP discharge valve to the top line CO589F valves
Open Stripping pump discharge valves via the CO593F, CO628F Open No.3 COP discharge valves to starboard CO578F, CO777F
Open Starboard slop tank fixed tank washing TC507F, TC536F
MARPOL line to the hose connected to CO632F, CO62F2 slop via the eductor CO778F
machine valves TC538F
No.1 line port or starboard. CO625F Close No.3 COP discharge valves to the top line CO591F
Open Starboard slop tank stripping suction CO773F, CO549F
valves Open Eductor suction valves to No.3 line CO577F, CO779F
j) On completion of COW in port slop tank change No.1 COP to CO554F
Open Stripping pump suction valve CO569F
discharging from No.1 COT, drain COW and MARPOL line Close No.3 intermediate block valve CO557F
Open Stripping pump discharge valves via the CO593F, CO628F back to the port slop tank. Transfer/run cargo to the port slop
MARPOL line to the hose connected to CO632F, CO624F Open No.3 COP intermediate suction valve to CO560F
from No.2 COT tank. When No.3 COTs reaches the draining starboard slop tank cleaning suction
No.3 line port or starboard CO627F level, open the stripping suctions and drain with No.3 COP
using the automatic stripping system. l) On completion of COW drain COW line back to the slop tank.
h) On completion of bottom COW return No.3 COP to discharging
ashore from No.3 COT, stop the stripping pump. Drain the Change over No.3 COP to discharging ashore from No.6 COT.
COW and MARPOL lines back to the starboard slop tank then
slowly open the main suction to the starboard slop tank, running Close No.1 COP discharge valves to COW line CO583F, CO584F Position Description Valve
back from No.3 COT until the tank is 50% full. If necessary use Close Pump room COW line isolating valves to CO783F, CO595F Close No.3 COP discharge valves to COW line CO587F, CO588F
No.3 COP to transfer cargo from No.3 COT to the slop tank. tank cleaning machines Close Pump room COW line isolating valves to CO783F, CO595F
Close Fixed tank washing machine valves TC507F, TC535F tank cleaning machines
Position Description Valve TC537F Close Fixed tank washing machine valves TC503F, TC519F
Close No.3 COP discharge valves to COW line CO588F, CO587F Close Port slop tank stripping suction valves CO772F, CO547F TC520F, TC521F
Close Pump room COW line isolating valves to CO783F, CO59F5 Open No.1 COT suction valves CO501F, CO503F TC522F, TC539F
tank cleaning machines Close Stripping pump suction valves CO569F, CO779F Close Starboard slop tank cleaning suction CO776F, CO551F
Close Starboard slop tank fixed tank washing TC507F, TC536F Open No.1 COP discharge valve to the top line CO589F valves
machine valves TC538F Close Stripping pump discharge valves via the CO593F, CO628F Close No.3 COP discharge valves to starboard CO578F, CO777F
Close Starboard slop tank stripping suction CO773F, CO549F MARPOL line to the hose connected to CO632F, CO622F slop via the eductor CO778F
valves No.1 line port or starboard. CO625F Open No.3 COP discharge valve to the top line CO591F
Close Stripping pump suction valve CO569F Open No.3 COT stripping suction valves CO510F, CO512F Close Eductor suction valves to No.3 line CO577F, CO779F
Open No.3 COP discharge valves to the top line CO591F Close No.3 main suction valves CO509F, CO511F CO554F
Open No.3 intermediate block valve CO557F
i) Carry out a full COW of the port slop tank, using No.1 COP k) Now set up and COW No.3 COT using No.3 COP recycling Close No.3 COP intermediate suction valve to CO560F
taking the drive fluid from No.1 COT. Use the stripping on the starboard slop tank for drive fluid and draining with the starboard slop tank cleaning suction
pump for draining, discharging up the MARPOL line to No.1 eductor. Open No.6 COT suction valves CO521F, CO523F
manifold.

Illustration 2.4.3c COW of No.2 and No.5 Cargo Oil Tanks CO597F
PI CO715F
Key CO CO
Cargo Group 1 Fixed Type
TC 65 65 65 65 65 65
Cargo Group 2 No.6 65 65 65 65 65 65
PI 535F
Slop Tank Water 80
(Port) Ballast TC
Cargo Group 3 Tank 200 80 80 80 80 80 80
(Port) 537F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F
Line CO 300 50
578F TC566F
Unit From AUS 125 125 125 125 125 125
Cargo
CO Stripping
593F Drain Tank
PI Eductor
PI TC
CO CCC
714F PI PI 80
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO CO
569F 774F 544F CO534F CO533F
CO784F CO545F 550 450
CCC CCC 200 Slop
400 (Port) CO CO
PI PI Tank
CO (Port) 550 532F 531F
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F
PI PI 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
400 CO CO CO CO CO CO
100
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
CO CO773F 549F
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.3
2.4. - Page 5
x of 8
x
m) When No.1 COTs reaches the draining level, drain with No.1 Position Description Valve Position Description Valve
COP using the automatic stripping system then change over
Close No.2 COP discharge valves to port slop CO578F, CO774F Open Eductor suction valves to No.3 line CO577F, CO779F
to No.4 COT. Discharge No.2 COT to the draining level then
via the eductor CO544F CO554F
set up and COW No.5 COT and No.2 COT using No.2 COP,
recycling on the port slop tank for drive fluid and the eductor Close No.2 COP suction valves to port slop tank CO559F, CO775F Close No.3 intermediate block valve CO557F
for draining. cleaning suction when tank approaches CO545F Open No.3 COP crossover valve to starboard CO560F
ullage of suction line slop tank cleaning suction
Position Description Valve Open No.2 COP stripping suction valves CO772F, CO547F Open No.6 COT stripping suction valves CO522F, CO524F
Open No.1 COT stripping suction valves CO502F, CO504F Open No.2 COP suction to stripping crossover CO553F, CO779F
valves q) On completion of COW, drain lines to the starboard slop tank
Close No.1 COT main suction valves CO501F, CO503F
Close No.2 line bulkhead master valve CO548F and discharge the starboard slop tank ashore. This completes the
Open No.4 COT main suction valves CO513F, CO515F discharge and COW of group 3 COTs. Stop No.3 COP and shut
Open No.2 line intermediate block valve CO556F
Close No.1 COT stripping suction valves CO502F, CO504F all valves on No.3 top and bottom lines.
Close Eductor suction valves to No.2 line CO577F, CO779F
CO553F
Open Pump room COW line isolating valves to CO783F, CO595F Position Description Valve
tank cleaning machines o) Transfer from No.4 COT to the port slop via No.1 COP ready Close No.3 COP discharge valves to COW line CO587F, CO588F
Open Fixed tank washing machine valves TC502F, TC515F for COW. Continue discharging No.4 COT to draining level. Open No.3 COP discharge valves to the top line CO591F
TC516F, TC517F When No.6 COT reaches draining level, set up and COW No.6 Close Pump room COW line isolating valves to CO783F, CO595F
TC518F, TC505F COT using No.3 COP recycling on the starboard slop tank, tank cleaning machines
TC527F, TC528F draining with the eductor. Close Fixed tank washing machine valves TC506F, TC531F
TC529F, TC530F
TC532F, TC533F
Open No.2 COP suction to port slop tank CO559F, CO775F Position Description Valve TC534F
cleaning suction valves CO545F Open No.1 COP discharge valves to port slop CO583F, CO584F Close Starboard slop tank cleaning suction valve CO776F, CO551F
Open No.2 COP discharge valves to port slop CO578F, CO774F tank CO579F, CO774F when ullage reaches level of suction
via the eductor CO544F CO544F Open Starboard slop tank stripping suction CO773F, CO549F
Close No.2 COP discharge valve to the top line CO590F Close No.1 COP discharge valve to the top line CO589F valves
Open Eductor suction valves to No.2 line CO577F, CO779F Open No.4 COT stripping suction valves CO514F, CO516F Close No.3 line bulkhead master valve CO550F
CO553F Close No.1 COP discharge valves to port slop CO583F, CO584F Close No.3 COP discharge valves to starboard CO578F, CO777F
Close No.2 intermediate block valve CO556F tank CO579F, CO774F slop tank via the eductor CO778F
Open No.2 COT stripping suction valves CO506F, CO508F CO544F Close Eductor suction valves to No.3 line CO577F, CO779F
Open No.5 COT stripping suction valves CO518F, CO520F Open No.1 COP discharge valve to the top line CO589F CO554F
Open No.3 intermediate bulkhead master valve CO557F
n) On completion of COW, drain the lines to port slop tank p) Carry out a full COW of No.6 COT.
Open No.3 COP crossover valve to starboard CO554F
and discharge the port slop tank ashore with No.2 COP. This
slop tank stripping suction line
completes the discharge and COW of group 2 COTs. Stop No.2 Position Description Valve
COP and shut all valves on No.2 top and bottom line. Close No.3 COP crossover valve to starboard CO560F
Open No.3 COP discharge valves to COW line CO587F, CO588F slop tank cleaning suction line
Position Description Valve tank cleaning machines
Close No.2 COP discharge valves to COW line CO585F, CO586F Open Fixed tank washing machine valves TC506F, TC531F
Open No.2 COP discharge valve to the top line CO590F TC532F, TC533F
Close Pump room COW line isolating valves to CO783F, CO595F TC534F
tank cleaning machines Open Starboard slop tank cleaning suction valves CO776F, CO551F
Close Fixed tank washing machine valves TC502F, TC515F Open No.3 COP discharge valves to starboard CO578F, CO777F
TC516F, TC517F slop tank via the eductor CO778F
TC518F, TC505F Close No.3 COP discharge valve to the top line CO591F
TC527F, TC528F
TC529F, TC530F

Illustration 2.4.3d COW of No.1 and No.4 Cargo Oil Tanks CO597F
PI CO715F
Key CO CO
Fixed Type
Cargo Group 1
TC 65 65 65 65 65 65
No.6 65 65 65 65 65 65
PI 535F
Slop Tank Water 80
(Port) Ballast
Tank 200 TC 80 80 80 80 80 80
(Port) 537F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F
Line CO 300 50
578F TC566F
Unit From AUS 125 125 125 125 125 125
Cargo
CO Stripping
593F Drain Tank
PI Eductor
PI TC
CO CCC
714F PI PI 80
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO CO
569F 774F 544F CO534F CO533F
CO784F CO545F 550 450
CCC CCC 200
400 Slop (Port) CO CO
PI PI CO 532F 531F
Tank 550
CO 574F
Cargo 584F (Port) CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.3
2.4. - Page 7
x of 8
x
r) When No.4 COTs reach the draining level, set up No.1 COP to
recycle on the port slop tank and carry out a full COW of No.4 Position Description Valve
COT and No.1 COT. Open No.1 line crossover valve to port slop CO552F
stripping suction line
Position Description Valve Open Port slop tank stripping suction valves CO772F, CO544F
Open No.1 COP discharge valves to COW line CO583F, CO584F Open No.1 line intermediate block valve CO555F
Close No.1 COP discharge valve to the top line CO589F Close Eductor suction valves to No.1 line CO577F, CO552F
Open Pump room COW line isolating valves to CO783F, CO595F Close No.1 COT stripping suction valves CO502F, CO50F4
tank cleaning machines Close No.4 COT stripping suction valves CO514F, CO516F
Open Fixed tank washing machine valves TC501F, TC511F
TC512F, TC513F t) It is now necessary to drain lines and pumps using the stripping
TC514F, TC504F pump discharging up the MARPOL line to the appropriate shore
TC523F, TC524F hose, as per section 2.4.1.
TC525F, TC526F
Open No.1 COP discharge valves to port slop CO578F, CO774F u) On completion of line draining, close all valves and agree ship/
tank via the eductor CO544F shore figures.
Open No.1 COP suction valves to port slop tank CO558F, CO775F
Segregated ballast loading should be started as in the chief officer’s discharging
cleaning suction CO545F
plan, consistent with maintaining the trim and stress within acceptable limits.
Close No.1 line intermediate block valve CO555F
Open Eductor suction valves to No.1 line CO577F, CO552F
s) On completion of COW, discharge the port slop tank ashore,

draining the tank using the automatic draining system, then stop
No.1 COP. Shut the manifold valve, port or starboard, that the
shore hose is connected to.

Close No.1 COP discharge valves to COW line CO583F, CO584F
Open No.1 COP discharge valve to the top line CO589F
Close Pump room COW line isolating valves to CO783F, CO595F
Close Fixed tank washing machines TC501F, TC511F
TC512F, TC513F
TC514F, TC504F
TC523F, TC524F
TC525F, TC526F
Open No.1 COP discharge valves to port slop CO578F, CO774F
tank via the eductor CO544F
Close No.1 COP suction to port slop tank CO558F, CO775F
cleaning suction valves when ullage in the CO545F
tank reaches the level of suction

,OOXVWUDWLRQD3DUW'LVFKDUJH 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
&2
6\VWHP (GXFWRU 3, )
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ )
) 3, &2 &2 &2
) ) )
0 &2) .H\
&2 &2 &2
) ) )
&2 &DUJR*URXS &2
) 1R &2 &2 &2
&DUJR2LO )
) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)
6ORS
&2 3RUW &2 &2
3, 3, 7DQN ) )
&2 ) 3RUW
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
) 1R&DUJR2LO3XPS ) &2 &2
&2 ) )
3, 3, &2) )
&&& &&& &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2

&2 &2 ) ) ) ) ) )
3, 3, &2)
&2
&&& &&&
&2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.4.4
2.4. - Page 1
x of 4
x
2.4.4 PART CARGO DISCHARGE

There are times due to requirements where a partial discharge of cargo is Open Deck isolating valve and start IG system GI515F Open Port slop tank stripping suction valves CO547F, CO772F
required. This will only be carried out where all the stress and stability criteria Open No.1 intermediate/bulkhead master valves CO546F, CO555F Open No.1 line crossover valve to stripping CO552F
are met. Open No.1 COP suction valve CO780F suction line
Open No.1 COP discharge valve to top line CO589F Close Port slop tank suction valve CO541F
The partial discharge may consist of one complete parcel of a multigrade cargo Open No.1 COT suction valves CO501F, CO503F
Open No.1 line top line block valve CO610F
or part of a particular grade. Prior to loading, the vessel will be informed of
Open Port slop tank suction valve CO541F Close No.1 line crossover valve to stripping CO552F
any requirements for part discharge so that the cargo can be loaded in such a
suction line
manner that the slop tanks are available in order that maximum draining can
be achieved using the eductor. b) When the shore terminal confirm they are ready to receive Close Port slop tank stripping suction valves CO547F, CO772F
cargo, open the manifold valves the lines are connected to, then
Prior to arrival at the discharge port, a cargo plan shall be completed covering start No.1 COP. f) Refill the port slop tank with clean cargo to approximately 50%
all aspects of the proposed discharging operation. This will ensure that the ullage, sufficient to cover the eductor discharge into the tank.
stability, stress, draught and trim are all within acceptable levels throughout the Position Description Valve Slowly open the slop tank main suction valve and recharge with
discharge, and comply at all times with terminal restrictions. Open Manifold valves that the discharge valves CO601F fresh crude from No.1 COT.
are connected to if port side
In addition, the following factors are to be considered and included in the cargo Position Description Valve
plan prior to the discharge: CO604F Open Slop tank main suction valve CO541F
• Maximum available draught at the berth if starboard side
g) On completion of recharging, shut the slop tank main suction
• Maximum allowable freeboard on the berth c) Commence the discharge at minimum speed, carrying out all valve and increase No.1 COP to maximum rpm. If sufficient
• Grade segregation, if carrying multiple grades safety and integrity checks after No.1 COP is started, then ullage has not been attained in the slop tank, additional crude
debottom all group 1 tanks by at least 1m to remove any wet can be transferred to the port slop tank via No.1 COP discharge
• Crude oil washing requirements crude. valves through the eductor.
• Heavy weather ballast requirements
• Maintenance of satisfactory trim and stress Position Description Valve Position Description Valve
Open No.1 COT suction valves CO501F, CO503F Close Port slop tank main suction valve CO541F
Close Port slop tank suction valve CO541F
Open No.4 COT suction valves CO513F, CO515F h) When No.1 COTs reach the draining level, start the automatic
Ship/shore safety checklists shall be completed prior to starting cargo
draining system, open No.1 COT and drain both tanks. On
discharge, the cargo system lined up and valves double checked. Close No.1 COT suction valves CO501F, CO503F
completion of draining change over to No.4 COT.
Open Port slop tank suction valve CO541F
In this case example the intention is to discharge the group 1 tanks with COW
Close No.4 COT suction valves CO513F, CO515F Position Description Valve
of No.1 and No.4 COT whilst maintaining a two valve separation and no
pipeline admixture. Open No.1 COT stripping suction valves CO502F, CO504F
d) Once the system has been proved, and with the shore
installation’s agreement, increase the pump speed until the Close No.1 COT main suction valves CO501F, CO503F
a) Initially all cargo valves should be shut. The engineering Open No.4 COT main suction valves CO513F, CO515F
maximum permitted back pressure or flow rate is achieved.
department should prepare and start the IG system, and make
Close No.1 COT stripping suction valves CO502F, CO504F
the cargo oil pump turbines ready for operation. Set up the
e) As the port slop tank approaches the ullage for draining, open
cargo system and tanks ready to commence discharge of cargo.
the port slop tank stripping suction valve and start the automatic i) When No.4 COTs reach the draining level, set up No.1 COP to
Intention is to discharge the port slop tank with No.1 COP and
stripping system. On completion of draining the port slop tank, recycle on the port slop tank and carry out a full COW of No.4
line.
open No.1 COT. COT and No.1 COT.

Section2.4.4
2.4. - Page 2
x of 4
x
Illustration 2.4.4b COW of No.1 and No.4 Cargo Oil Tanks CO597F
PI CO715F
Key CO CO
Cargo Group 1 Fixed Type
TC 65 65 65 65 65 65
No.6 65 65 65 65 65 65
PI 535F
Slop Tank Water 80
(Port) Ballast
Tank 200 TC 80 80 80 80 80 80
(Port) 537F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F
Line CO 300 50
578F TC566F
Unit From AUS 125 125 125 125 125 125
Cargo
CO Stripping
593F Drain Tank
PI Eductor
PI TC
CO CCC
714F PI PI 80
CO TC
M 753F PI 350 65 65 65 65 65 65 65 65 65 65 65 65
CO CO 536F
CCC
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO CO 550
572F CO 569F CO 774F 544F
CO 570F 568F No.6 Cargo Oil Tank CO534F CO533F
PI PI 550 450
784F CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
CCC CCC 350 (Stb'd) CO CO CO CO CO CO
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F
708F 707F Tank
582F 500 CO (Port) No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
100 50 50 551F (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.4.4
2.4. - Page 3
x of 4
x

Close No.1 COP discharge valve to the top line CO589F
Open No.1 and No.4 COTs fixed tank washing TC501F, TC511F
machine valves TC512F, TC513F
TC514F, TC504F
TC523F, TC524F
TC525F, TC526F
Open No.1 COP discharge valves to port slop CO578F, CO774F
tank via the eductor CO544F
Open No.1 COP suction valves to port slop tank CO558F, CO775F
cleaning suction line CO545F
Close No.1 line intermediate block valve CO555F
j) On completion of COW, discharge the port slop tank ashore,

draining the tank with the automatic draining system, then stop
No.1 COP. Shut the manifold valve, port or starboard, that the
shore hose is connected to and drain lines as in section 2.4.1.
k) On completion of line draining close all valves and agree ship/

shore figures.
Segregated ballast loading should be started as in the chief officer’s discharging

plan, consistent with maintaining the trim and stress within acceptable limits.

2.5 Crude Oil Washing and Tank Cleaning System
2.5.2 Operation and Maintenance of the COW Machines (Routine Maintenance in Operation)
2.5.3 Crude Oil Wash
2.5.4 Water Wash - (Cold or Hot)
Illustrations
2.5.1b COW Machine and Tank Cross Section Cleaning Times
2.5.2a Tank Cleaning Machine Description
2.5.3a Crude Oil Wash
2.5.4a Closed Cycle Washing No.3 COTs

Illustration 2.5.1a Crude Oil Washing System CO597F

PI CO715F
Key 400 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
CO CO
Cargo Group 1 Fixed Type 596F 598F TC562F TC561F TC558F TC557F TC554F TC553F TC550F TC549F TC546F TC545F TC542F TC541F
Cargo Group 2
TC 65 65 65 65 65 65
No.6 65 65 65 65 65 65
PI 535F
Cargo Group 3 Slop Tank Water 80
(Port) Ballast
Tank 200 TC 80 80 80 80 80 80
Electrical Signal (Port) 537F
TC571F
CO594F 25
200 125 125 125 125 125 125
TC572F TC565F 40
M 200 80
150 150 150 150 150 150 150 TC573F
CO CO TC
579F PI 507F 125
CCC 200 200
To MARPOL
CO 300 80 TC539F 50
Line Vacuum Pump 578F PI TC566F
Unit From AUS 125 125 125 125 125
Cargo
CO Drain Tank Stripping
593F PI Eductor TC
CO CCC PI
714F PI PI 80
M TC 65 65 65 65 65 65 65 65 65 65 65 65
CO753F CO CO PI 350
CCC 536F
710F 711F
CO
592F
400 200 125 100 100 100

PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
CO572F CO 569F CO 774F 544F
CO784F PI PI 550 450
CO545F
400
CCC CCC 200 Slop
CO Tank (Port) CO CO
PI PI (Port) 550 532F 531F
CO 574F
Cargo 584F CO CO
Line 450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO CO 772F 547F
PI PI 575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
Cargo 586F 543F
Line
2 CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO
CO CO CO 524F 520F 516F 512F 508F 504F
PI PI
CO
CCC CCC
576F CO CO773F 549F
588F 560F 554F 200 350 200 350 200 350 200 350 200 350 200 350
350 CO
542F 523F 519F 515F 511F 507F 503F
Cargo 450 550
Line
3 CO CO CO CO
591F 709F 782F CO 557F Slop
CO CO CO 563F Tank
582F 708F 707F 500 CO (Stb'd)
No.3 Cargo Oil Pump
CO565F CO564F 777F 778F

Section2.5.1
2.5. - Page 1
x of 2
x
2.5 CRUDE OIL WASHING AND TANK CLEANING The capacity of each cargo pump is adequate for supplying driving fluid to the
SYSTEM eductor and tank cleaning machines for two cargo tanks. The suction capacity
of the eductor is in excess of 125% of the output of all the COW tank cleaning
machines in any two of the cargo oil tanks. During two stage bottom washing,
2.5.1 SYSTEM DESCRIPTION
no more than two cargo tanks are to be washed at a time to enable the eductor
to keep the tank bottom almost dry.
The tank cleaning system is versatile, comprehensive and self-contained. It
consists of 27 Polarmarine PJ120 programmable machines.
,OOXVWUDWLRQE&2:0DFKLQHDQG7DQN&URVV6HFWLRQ&OHDQLQJ7LPHV
Deck Mounted Tank Cleaning Machines
Maker: Polarmarine &DUJR2LO7DQN&URVV6HFWLRQ
No. of sets: 27
,QOHW3UHVVXUH&DSDFLW\*UDSKIRUPP'LDPHWHU1R]]OH
Type: PJ 120 CPA, fully programmable

Operating pressure: 8 bar
Nozzle diameter: 25mm, single nozzle

Capacity: 59m3/h 8SWR 'RZQWR
&DSDFLW\
Design jet length: 37m PK

Length of stand pipe: 3m

The deck mounted tank cleaning machines are turbine driven, fully
programmable, single nozzle units. The nozzle performs a helical pattern by
rotating in a horizontal plane, combined with a very slow vertical movement.
The machine can rotate 360° in the horizontal plane and up to 180° in the
vertical plane. In practice, this vertical angle should be restricted to 120° in ,QOHW3UHVVXUH%DU
order to prevent damage to the Saab radar transmitters and overfill alarm 'RZQ7KURXJK8SWR
,QOHW3UHVVXUH-HW/HQJWK*UDSKIRUPP'LDPHWHU1R]]OH
units.

The revolutions per minute can be adjusted between 1.0 rpm and 2.0 rpm by
adjusting the vane angle. The vertical pitch setting can be set for 1.5° or 3.0°
-HW
using the pitch setting device. When the vertical pitch setting is made at 1.5°, /HQJWK
the gun will descend 1.5° per revolution, although in the upward direction P
it will rise 3.0° per revolution. When a pitch setting of 3.0° is made both

ascending and descending movement is 3° per revolution.

Note: The pitch settings should only be changed when either the gun is in
,QOHW3UHVVXUH%DU
operation or it is being hand cranked.
The ship is provided with a separate 200mm COW/tank cleaning line, with
branches to each tank washing machine. A main cargo pump is required to %RWWRP&OHDQ7KURXJKWRDWUSP
supply the driving fluid to the tank cleaning machines and stripping eductor 'RZQ3LWFK8S3LWFK 0LQXWHV
when they are in use. %RWWRP&OHDQ7KURXJKWRDWUSP
'RZQ3LWFK8S3LWFK 0LQXWHV
Stripping is carried out using the stripping eductor or, if necessary, the 7RSDQG6LGH&OHDQWRDWUSP
automatic stripping system fitted to each main cargo pump could be used if 'RZQ3LWFK 0LQXWHV
7RSDQG6LGH&OHDQWRDWUSP
the stripping eductor is out of action.
'RZQ3LWFK 0LQXWHV
There is no tank cleaning heater therefore, if hot washing is required, the slop
tank heating coils must be employed.

Illustration 2.5.2a Tank Cleaning Machine Description
180
160
140
120
100
80
60
40
20
0
Figure 2
Figure 3
Extended Spot Cleaning

Figure 1 Disconnect the Upper Coupling
Figure 6
180
160
140
120
100
This Screw Head Indicates 80
the Horizontal Nozzle Position
60 Figure 4
40
20
0
1.5°
3°
Increase Speed
Pitch Changing
Device
This Disk Indicates
Figure 5 the Vertical Nozzle Position
Figure 7 Decrease Speed

Section2.5.2
2.5. - Page 1
x of 2
x
2.5.2 OPERATION AND MAINTENANCE OF THE COW Pitch Adjustment

MACHINES (ROUTINE MAINTENANCE IN OPERATION The vertical pitch per revolution can be adjustment to either 1.5° or 3°, see
ONLY) section 2.5.1 for washing settings. If the pitch setting is required to be adjusted
then this should only take place when either the machine is running or is being
Before any tank cleaning operations are carried out the line must be inspected hand cranked. There is a selection knob located under the cover on the flat face
and tested to full working pressure. Any faults or leaks must be rectified before adjacent to the angle setting device.
the system is used.
CAUTION Spot Washing

The cargo stripping pump is a positive displacement pump and therefore
If spot washing is required to be carried out, then the operator must consult the
must never be used to pressure test the COW line.
shadow diagrams to work out the horizontal and vertical angles, see figure 5.
The machine should be hand cranked to the vertical position and then the drive
Operation of the Tank Cleaning Machines fluid inlet valve can be opened.
a) Remove the protective cover (see figure 1). If extended spot washing is required then the upper drive coupling should be
disconnected as indicated in figure 6.
b) Preset the nozzle to any desired angle (see figure 2).
Deck Mounted Machines
CAUTION
Before cranking the nozzle to a new position loosen both of the angle It is not intended for these machines to be removed from the tanks unless there Hand Cranking Point
stops. has been an actual mechanical failure. In the event of such a failure, a lifting
tripod, chain block and tools are provided and should be kept in good order.
c) Programme the nozzle to wash between the desired angles with Normal maintenance will consist of ensuring that the control units and turbine
the two adjustable stops (see figure 3). assemblies are properly greased and lubricated, the filters are clear, that the
machine is carrying out its programme and the stop valves are tight when not
d) To start the machine, open the stop valve slowly in order to in operation.
avoid any liquid shock.
e) On completion of tank cleaning, reset the machine to the rest

position by cranking the nozzle to the bottom position, 0°. Nozzle Angle Indicator Plate
f) Replace and lock the protective cover.

Limit Setting Plates
If certain areas of the tank need to be cleaned by spot washing, refer to the
shadow diagrams in reference manual MF600.40 Crude Oil Washing Manual,
to find out the horizontal and vertical nozzle angles.
Speed Adjustment
The speed of the unit can be regulated by turning the two guide vanes located
in front of the turbine. The slot at the end of the guide vane bolt indicates the
position of the guide vanes. When the slot is horizontal, the vane is in the Speed Setting Screw
Pitch Change Knob (1.5° or 3°)
neutral position. Turning the vane clockwise will increase the speed, turning
the vane anticlockwise decreases the speed. The vanes should not be turned by
more than 30° to avoid turbulence in the flow (see figure 4).
COW Machine Nozzle Angle Indicator and Pitch Change Knob COW Machine Speed Change and Hand Cranking Locations

,OOXVWUDWLRQD&UXGH2LO:DVK &2)
3, &2)
.H\ 6ORS7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
&2 &2
)L[HG7\SH ) ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
&DUJR*URXS
7DQN&OHDQLQJ0DFKLQH
&DUJR*URXS
7&
1R
3, )
&DUJR*URXS 6ORS7DQN :DWHU
3RUW %DOODVW
7DQN 7&
(OHFWULFDO6LJQDO 3RUW )
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
7&)
&2)

7&) 7&)
0
7&)
&2 &2 7&
) ) &2 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, )
&&&
7R0$532/
&2 7&)
/LQH 9DFXXP3XPS ) 3, 7&)
8QLW )URP$86
6\VWHP 6HD&KHVW
&DUJR
&2 'UDLQ7DQN 6WULSSLQJ
) 3, (GXFWRU
&2 &&& 3, 7&
&2 3$/ ) ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, 3,
0 7&
&2) &2 &2 3,
&&& )
) )
&2
)
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
&2 &2 6ORS7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
) ) 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG

3, 3, &2
3, 3, ) &2 &2
) )
&2
1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN
) 3RUW 3RUW 3RUW 3RUW 3RUW 3RUW
&2 &2 &2
&2) &2 &2
) ) ) &2) &2)
3, 3, ) ) 1R&DUJR2LO7DQN
&2) &2)
&&& &&&
6ORS 3RUW &2 &2
3, 3, &2 7DQN ) )

&2 ) 3RUW
&DUJR ) &2 &2
/LQH &2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) )
3, 3, &2) )
&&& &&& &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
&DUJR ) )
&2 &2 &2 &2 &2 &2
/LQH
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) )
&2
3, 3,

) &2 &2 &2 &2 &2 &2 &2
) ) ) ) ) ) )
&DUJR
/LQH
&2 &2 &2 &2
) ) ) &2 )
&2 &2 &2 ) 6ORS
) ) ) &2 7DQN
1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN 1R&DUJR2LO7DQN
) 6WE
G 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
1R&DUJR2LO3XPS
)URP%DOODVW/LQH 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN 1R:DWHU%DOODVW7DQN

&2 &2 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG 6WDUERDUG
&2) &2) ) )

Section2.5.3
2.5. - Page 1
x of 2
x
2.5.3 CRUDE OIL WASH If the slop tanks are to be used for COW, it is, subject to grade segregation,
usually advisable to empty the slop tanks and recharge them with fresh dry
Cargo oil tanks are crude oil washed to comply with both legislation crude prior to commencement. The levels to which the slop tanks are recharged
(contingency ballast requirements) and charterer’s requirements in order are arbitrary, but sufficient ullage is required in the clean slop tank to allow for
to achieve maximum out-turn. This usually would be No.4 COT port and the cargo pump to maintain suction and the balance line to remain covered.
starboard (nominated heavy weather ballast tanks) and one quarter of the
remainder. However, no tank requires to be washed more than once in four The balance line outlet is at approximately 11m above the tank floor level in
months, with the exception of ballast requirements. the starboard clean slop tank, and the inlet 1m above the tank bottom in the
port dirty slop tank.
A programme for the regular crude washing of cargo tanks is to be maintained.
Crude oil washing permits the removal of oil fractions adhering to or deposited This method of COW allows for greater ullage and easier monitoring of the
on the tank surfaces. These deposits, which would normally remain on board crude oil returns, but it is quite feasible to utilise a single slop tank for the
after discharge, are then discharged with the cargo. As a consequence, the need operation, reducing the level occasionally to maintain a safe ullage.
to water wash to remove residues is virtually eliminated. Water rinsing will be
necessary if the tank is to be used for clean ballast. During COW operations one of the major factors in ensuring the tank top and
bulkheads are cleaned of residues, sludge etc., is the level of solvency in the
A typical crude oil washing program is as follows: COW liquid. As the period of COWing continues this level of solvency will
diminish if only one source is being used. The number of tanks required to
1st voyage be COWd as per the charterer’s instructions (possibly a full bottom wash of
No.1 and 4 COTs and one slop tank all tanks and at least two COT top washes) may well be above the minimum
MARPOL requirement, it may be necessary to either discharge the slop
2nd voyage tanks and then recharge them after a number of tanks have been completed,
No.2 and 4 COTs or conduct half of the COW with one slop tank, then the other half with the
second slop tank. During the transit period to the discharge port it is advisable
3rd voyage when hand dipping the tanks to gauge the degree of sediment, sludge etc at the
No.3 and 4 COTs tank bottom. The degree of sediment present can influence the amount of time
it will take to conduct a COW of the individual tanks and the level of ROB at
4th voyage the finish of discharge. Therefore when formulating the discharge plan, it may
No.4 and 5 COTs and one slop tank be necessary to take this information into account when setting the stagger for
the tanks.
Leakage of crude oil from the COW system is a potential fire and pollution
hazard. Before use, the system should be pressure tested to working pressure COTs are crude oil washed during discharge by pumping dry crude, at a back
and any leaks made good. Reference should be made to the vessel’s approved pressure of about 8kg/cm2, bled from the discharge of one of the cargo oil
Crude Oil Washing Manual. pumps via the tank cleaning line to the tank cleaning machines.
CAUTION The eductor is driven by the same cargo oil pump that is being used to drive
the COW machines. It is also used to drain the oil fractions from the cargo tank
The cargo stripping pump is a positive displacement pump and therefore
bottom to a slop tank. Good draining is essential during COW operations. The
must never be used to pressure test the COW line.
stripping suctions are in wells and a slight port list during draining would be
beneficial.
During COW operations the system must be kept under continuous observation
and the tanks fully inerted. Crude oil washing must be stopped immediately if
If portable tank cleaning machines are to be used for spot cleaning, then it is of
there are any signs of leakage or a malfunction is detected, or there is a failure
the utmost importance that the bonding wire is securely attached to the machine
of the IG system.
head before use and the earthing clamp made fast to an earthing post.
Before commencing COW it is necessary to debottom all COTs, including the
slop tanks. This will remove any water that may have settled during transit, this
debottoming will considerably reduce the risk of any static charges that may
be created during washing.

,OOXVWUDWLRQD&ORVHG&\FOH:DVKLQJ1R&27V &2)
3, &2)
&2 &2
)L[HG7\SH ) ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
6HD:DWHU
7DQN&OHDQLQJ0DFKLQH
/LQH:DVK
7&
1R
3, )
6ORS7DQN :DWHU
3RUW %DOODVW
7DQN
7&)
3RUW
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
7&)
&2)

7&) 7&)

0
7&)
&2 &2 7&
) ) &2 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, )
7R0$532/ &&&
/LQH &2
9DFXXP3XPS 3, 7&)
) 7&)
8QLW )URP$86
6\VWHP 6HD&KHVW
&DUJR
&2 6WULSSLQJ
) 'UDLQ7DQN
3, (GXFWRU
&2 &&& 3, 7&)
&2 3$/ ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, 3,
0 &2) 7&
&2 &2 3,
&&& )
) )
&2
)
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
&2) &2 &2
) ) ) &2) &2)
&2) &2)
&&& &&& 6ORS
3RUW &2 &2
3, 3, &2 7DQN
&2 ) 3RUW ) )
&DUJR ) &2 &2
/LQH &2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) )
3, 3, &2) )
&&& &&& &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
&DUJR ) )
&2 &2 &2 &2 &2 &2
/LQH
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2

&2 &2 ) ) ) ) ) )
3, 3, &2)
&2
&&& &&&
&2 &2) )
) ) )
&2
3, 3,

) &2 &2 &2 &2 &2 &2 &2
) ) ) ) ) ) )
&DUJR
/LQH
&2 &2 &2 &2
) ) ) &2 )
&2 &2 &2 ) 6ORS
) ) ) &2 7DQN
) 6WE
1R&DUJR2LO3XPS

&2) &2) ) )

Section2.5.4
2.5. - Page 1
x of 4
x
2.5.4 WATER WASH - (COLD OR HOT) j) Charge the slop tanks to a level that is higher than the balance d) Monitor and verify there is a positive flow to the port slop tank.
line outlet in the starboard slop tank, the height of which is Then set up No. 3 COP to prime the slop tanks.
Cold washing (water rinsing) of COTs is required for the following purposes: located at approximately 50% of the tank volume.
• Prior to the ballasting of COTs which have previously been Position Description Valve
k) Change over the COP from the sea suction to the starboard slop
crude oil washed, where the ballast is to be treated as clean Open No.3 COP discharge line to both slop tanks CO587F, CO588F
tank suction, discharging to the port slop tank through the eductor.
ballast. CO777F, CO778F
The eductor is to be used to drain the tank being washed.
• Prior to refit, or the inspection of COTs that have previously Open No.3 COP suction valves from the sea CO563F, CO782F
been crude oil washed. l) Open the stripping suctions on the cargo oil tank to be washed. chest.
m) Open the required tank cleaning machines. e) Start the tank cleaning pump. When the rpm is steady and flow
Procedure for the Operation of the Tank Cleaning System
is established into the slop tanks, stop the stripping pump and
Complete at least one bottom wash, one full cycle and one more bottom wash. close the stripping pump suction valve to the sea chest and
When preparing the system for tank cleaning, it is important to ensure that all
The patterns given are for a general wash, the actual duration required will discharge to port slop.
valves are in the closed position prior to setting the lines. A line wash must
be found with experience. The stripping suction valves in the COTs are in
be carried out before the operation can commence, see 2.7.3 Line Cleaning
stripping wells, therefore the vessel should be given a slight port list during
Preparations for Drydock or Clean Ballast. Position Description Valve
draining.
Close Stripping pump suction valves from sea CO568F, CO569F
a) Ensure the COT(s) to be washed is inerted and that the oxygen chest
n) Monitor the slop tank ullages and total quantities carefully.
content is less than 8%. Close Stripping pump discharge valve to port slop CO592F
The above method of water wash is entitled ‘Closed Cycle’, and is considered tank
b) Drain all crude oil from the tank cleaning main to the slop tank
to be the most manageable and controlled method of tank washing.
by opening a slop tank cleaning machine and one of the cleaning f) Fill the slop tanks until there is sufficient water in each to cover
machines at the forward end of the tank cleaning main. Ensure the levelling line outlet in the starboard slop tank.
these valves are closed prior to commencement of tank cleaning. Closed Cycle Washing
g) Change the cargo oil pump on tank cleaning duty to draw from
c) As it is necessary to charge both slop tanks with clean sea water, Assuming No.3 COTs are being washed for inspection using No.3 COP as the starboard slop tank suction and discharge back to the port
the spectacle flange between valves CO566F and CO567F must the tank cleaning pump and that the sea chest spectacle flange between valves slop tank via the eductor.
be turned into the open position. When the spectacle flange has CO566F and CO567F has been turned into the open position.
been turned, keeping both the main sea valves shut, line up the
stripping pump from the sea chest to the port slop tank. a) Commence with all valves closed.
Open Starboard slop tank cleaning suction CO551F, CO776F
d) Open the slop tank balance line. valves
Open No.3 line to tank cleaning suction line CO560F
Open Stripping pump suction valve to sea chest CO568F, CO569F
e) Start the stripping pump in order to create a vacuum at the Open Discharge valve to the eductor CO578F
inboard side of the sea suction. Open Stripping pump discharge valves to port CO592F, CO579F
slop tank CO774F, CO544F Close Eductor bypass valve CO579F
f) Open the inboard sea valve, check for a vacuum, then open the Open Open the slop tanks balance line CO543F, CO771F Close Eductor discharge valves to starboard slop CO777F, CO778F
outboard sea valve, sea water will now be drawn through the sea tank
water chest and discharged to the port slop tank. b) Start the stripping pump. When a vacuum shows on the suction Close No.3 COP suction valve from the sea line CO563F
side of the pump. Close Inboard and ship side sea valves CO567F, CO566F
g) On the COP to be used for tank washing, a basic line wash is
necessary. Line the COP up to take suction from the sea and Position Description Valve
discharge to the port slop tank via the eductor line. h) The vessel is now ready to carry out tank cleaning, using cold
Open Intermediate sea valve CO567F wash water from the slop tanks or, if hot water is required, the
h) Start the COP on tank cleaning duty. slop tank heating coils will be required.
c) When a vacuum shows at the sea chest.
i) When the COP has suction, stop the stripping pump and shut it i) Open the tank cleaning line isolating valve CO783F and
down. Position Description Valve CO595F.
Open Main sea valve CO566F

,OOXVWUDWLRQD&ORVHG&\FOH:DVKLQJ1R&27V &2)
3, &2)
&2 &2
)L[HG7\SH ) ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
6HD:DWHU
7DQN&OHDQLQJ0DFKLQH
/LQH:DVK
7&
1R
3, )
6ORS7DQN :DWHU
3RUW %DOODVW
7DQN
7&)
3RUW
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
7&)
&2)

7&) 7&)

0
7&)
&2 &2 7&
) ) &2 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, )
7R0$532/ &&&
/LQH &2
9DFXXP3XPS 3, 7&)
) 7&)
8QLW )URP$86
6\VWHP 6HD&KHVW
&DUJR
&2 6WULSSLQJ
) 'UDLQ7DQN
3, (GXFWRU
&2 &&& 3, 7&)
&2 3$/ ) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)
) 3, 3,
0 &2) 7&
&2 &2 3,
&&& )
) )
&2
)
7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&) 7&)

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
&2) &2 &2
) ) ) &2) &2)
&2) &2)
&&& &&& 6ORS
3RUW &2 &2
3, 3, &2 7DQN
&2 ) 3RUW ) )
&DUJR ) &2 &2
/LQH &2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) )
3, 3, &2) )
&&& &&& &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
&DUJR ) )
&2 &2 &2 &2 &2 &2
/LQH
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2

&2 &2 ) ) ) ) ) )
3, 3, &2)
&2
&&& &&&
&2 &2) )
) ) )
&2
3, 3,

) &2 &2 &2 &2 &2 &2 &2
) ) ) ) ) ) )
&DUJR
/LQH
&2 &2 &2 &2
) ) ) &2 )
&2 &2 &2 ) 6ORS
) ) ) &2 7DQN
) 6WE
1R&DUJR2LO3XPS

&2) &2) ) )

Section2.5.4
2.5. - Page 3
x of 4
x
j) Open the eductor suction to No.3 line and the stripping suction The slop tank heating coils steam supply is fed from the engine room 6kg/cm2 If traces of oil emerge at the condensate drains valves, inform the chief officer
valves for No.3 COT. system. and shut off the steam supply to that coil.
Position Description Valve Each tank is fitted with a steam and a condensate header. There are drain valves i) Monitor the observation tank for contamination.
on both headers, which are used to test the quality of the condensate returns.
CO554F Shutting Down the System
The condensate from the slop tank heating coils is led back to the feed filter
Open No.3 COT stripping suction valves CO510F, CO512F tank through the atmospheric condenser and an inspection tank in the engine
Open No.3 line bulkhead valve CO550F room. a) Shut off all individual tank steam and condensate valves.
The normal method of testing the coils is simply to crack steam on to the b) Open drain valves to prevent a vacuum forming which could
k) Open the individual tank cleaning machine isolating valves on
system and test the quality of the condensate returns. draw in oil through any pipe defects.
No.3 COT.
c) Close drain valves when the coils have reached ambient
Position Description Valve WARNING temperature, this in order to prevent any ingress of sea water
Open Tank cleaning machines on No.3 COT TC519F, TC520F Water hammer in steam lines can be a problem resulting in possible during heavy weather.
TC539F, TC521F damage to the pipe system and even steam line failure resulting in
TC522F scalding of personnel. It is essential that all steam lines are drained of d) Close the main supply and return valves.
condensate and that steam is supplied to cold lines gradually with line
No.3 cargo oil tanks are now being water washed on a closed cycle. Maintain drain valves open. This allows the steam line to warm through and for
the condensate to drain. Contamination
the required pressure for the tank cleaning machines and eductor drive by
regulating the tank cleaning pump discharge valve or the speed of the pump. If contamination should occur at the observation tank proceed as follows:
As an alternative, any of the cargo pumps could be used to supply the drive
Procedure for the Operation of the Slop Tank Heating System a) Check the condensate drains on each slop tank and locate the
fluid to eductor and tank cleaning machines.
defective coil.
All valves and drains are closed.
Hot Water Wash
b) Isolate the defective heating coil and insert blanks in the steam
a) Open the main condensate return valve to the engine room,
A tank cleaning heater is not supplied on this vessel. Heating coils are fitted inlet and condensate outlet lines.
directing the slop tanks heating condensate to the atmospheric
in both slop tanks, the coils in the port slop tank being capable of heating the
condenser.
contents from 15°C to 60°C in 24 hours when 50% full of sea water, with a c) Proceed to heat the tank using the other coils.
sea water temperature of -2°C and an ambient air temperature of -20°C. The
b) Open the deck steam master valve to the slop tank heating
starboard slop and cargo tanks value at 98% full with cargo is 44 to 66°C over
coils. Testing the Coils
96 hours. The closed cycle method of cleaning as described above, would be
required. The modern materials and the continuous welded construction used in the
c) Open the steam header drain valve, then crack open the header heating coils tend to offer reliable service. Routine testing by checking the
steam isolating valve. When the drains run clear close the drain condensate outlet when putting the system into use will normally suffice.
Slop Tank Heating Coils valve. However, pin holes can develop at welds and loose pipe brackets can cause
Both slop tanks are fitted with heating coils in multi-tiers with specification fretting.
as follows: d) Open the condensate drain valve on the condensate header fully
on each coil. If contamination occurs, test the defective coils at the next possible opportunity.
Description Port Slop Tank Stb’d Slop Tank This is done by putting a hydraulic test with fresh water on the coil with the
e) Open the steam inlets to each coil and warm through each coil outlet valve closed, making a tank entry and locating the leakage.
Maximum steam consumption (kg/h) 2,519 795 slowly, until the steam header isolating valve is fully open.
Heating coil area (m3) 30.80 21.86
A permanent repair will, in most cases, require welding. This would be carried
Heating coil ratio 0.03212 0.01163 f) Check the drain cocks on each coil for any contamination. out during refit. A near permanent repair can be carried out by cutting the coil
Heating coil length (m) 220.3 156.4 in way of the defect and inserting a Yorkshire coupling.
Loop 3 2 g) When all the drains have run clear, open the condensate header
return isolating valve.
Length per loop (m) 74 80
Volume 50% (m3) 959.0 h) Open the condensate outlet valves from each coil then close the
Volume 98% (m3) 1,879.4 drain valves.

2.6 Gas Freeing
2.6.1 Gas Freeing for Entry Procedure
2.6.2 Gas Freeing for Hot Work
Illustrations
2.6a Gas Freeing

,OOXVWUDWLRQD*DV)UHHLQJ
)ODPPDELOLW\&RPSRVLWLRQ
1RWH7KLVGLDJUDPLVLOOXVWUDWLYHRQO\DQGVKRXOGQRWEHXVHGIRU
%
GHFLGLQJXSRQDFFHSWDEOHJDVFRPSRVLWLRQVLQSUDFWLFDOFDVHV
)
'

W*DV
'LO
+\GURFDUERQ*DV XWL
RQ
3HUFHQWDJHE\9ROXPH ZL
ZLWK,QHU
WK
$LU
'LOXWLRQ
)ODPPDEOH
0L[WXUH
*
&ULWLFDO'
LOXWLRQZ
LWK$LU (
+ 'LOXWLRQZLWK
$LU
&
$

2[\JHQ3HUFHQWDJHE\9ROXPH
,QLWLDO,QHUWLQJ 3XUJLQJ *DV)UHHLQJ
,QHUW*DV+\GURFDUERQ0L[WXUH'LVFKDUJLQJ
)UHVK$LUWR 9LD&RPPRQ9HQW0DVW5LVHU 3RUWDEOH
)UHVK$LU )DQ
9HQW0DVW5LVHU
)UHVK$LU
,QHUW*DV+\GURFDUERQ0L[WXUH )UHVK$LU
,QHUW*DVDW/RZ3UHVVXUH
,QHUW*DV ,QHUW*DV
,QHUW*DV,QWR7DQN9LD ,QHUW*DV,QWR7DQN9LD ,QHUW*DV7R0DQLIROG

&DUJR)LOOLQJ/LQH &DUJR)LOOLQJ/LQH 3XUJH3LSH$UUDQJHPHQW

Section2.6/.1
2.6. - Page x
1 of x
2
2.6 GAS FREEING f) Carefully monitor for LEL and ensure that the reading is Permit to Work Completed
consistently below 1% but preferably zero. A permit to work must be completed before entry. The permit should be of
Cargo oil tanks must be water washed, purged and gas freed prior to inspection limited duration and should, in any case, not have a validity in excess of 24
and must never be entered when inerted. g) Test the COT for H2S to ensure that it is within acceptable hours.
limits.
Prior to gas freeing any COT or gaseous space, the hydrocarbon content
must be below 2% Hc, thus ensuring that the space will not pass through the Additionally, more details and recommendations can be found in the Company Pre-Entry Preparations Made
flammable envelope as the oxygen percentage increases. (See Flammability Safety Operations Manual, COSWP and ISGOTT books. A competent person The space must be thoroughly ventilated and the atmospheres tested and found
Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.) is to make an assessment. safe for entry without breathing apparatus. Rescue and resuscitation equipment
is to be at the entrance to the space, along with a responsible person who will
It is important to locally isolate tanks that are to be gas freed, so that inert Competent persons are the Master, Chief Engineer, chief officer and second maintain constant and full communications with the personnel throughout the
gas cannot enter these tanks from adjacent, inerted tanks, or conversely that engineer. In the case of cargo tanks, the chief officer will normally make time they are in the space. They should also maintain communications with
air cannot enter inerted tanks. All portable gas measuring equipment must be the initial assessment. The level of risk must be defined in accordance with the OOW.
tested and calibrated with their results logged. The first stage in the gas freeing the Company Safety Operations Manual. Full account is to be taken of the
process is called purging. potential dangers and the hazards associated with the space to be entered. All equipment is to be checked as being intrinsically safe.
Common practice is to purge several tanks at a time and monitor the gas A Responsible Person is to Take Charge
emitted from the manifold risers having first swung the spectacle pieces, until Procedures During Entry
it is below 2% Hc. This method is termed replacing a tank atmosphere by A responsible officer will take charge of the entry operation, this person will Ventilation is to be continued during the entry period. Should the ventilation
DISPLACEMENT, where the heavier inert gas slowly displaces the gaseous be appointed by the Master, Chief Engineer or chief officer. fail, the operation is to be stopped and personnel in the tank are to return to the
atmosphere through the manifold risers. Maximum IG pressure during purging deck immediately.
should not exceed 200mm WG. Potential Hazards to be Identified
The atmosphere must be tested at regular intervals to verify that is still safe.
Oxygen deficiency and/or the presence of toxic substances or flammable Careful monitoring of personnel in the tank is to be carried out. Should the
2.6.1 GAS FREEING FOR ENTRY PROCEDURE
vapours. responsible person note any adverse signs he is to issue the recall signal
a) Line up the inert gas plant to supply IG to the tanks to be purged immediately and advise the OOW, who will sound the alarm and summon
via the IG crossconnection onto the cargo main. Space Prepared and Secured for Entry assistance.
The space to be entered is to be secured against the ingress of dangerous
b) Monitor the atmosphere of each tank until the hydrocarbon In a similar manner, should any person in the tank feel adversely affected in
substances. Valves are to have a positive method of displaying if open or shut,
meter readings are less than 2% Hc. any way, they are to warn their companions and vacate the tank immediately.
and of preventing them from being operated while entry is taking place. The
OOW on watch on the bridge, or on the main deck, is to be informed of any
c) Upon completion of purging, the IG plant must be stopped and tank entry.
the pressure of the IG main minimised.
d) If all of the tanks are to be gas freed, then the fresh air supply can Atmosphere Tested
be directed down the IG main, with the inert gas being displaced The COT atmosphere is to be tested for both oxygen and LEL, at different
out of the bottom of the tank via the cargo suctions which are levels and sections, and if remote checking cannot take place, entry is to be
terminated 80mm above the bottom of the tank. These vapours made wearing breathing apparatus, in a fully controlled manner. A Permit to
will be released to atmosphere via the purge pipe outlets at the Work Certificate, of limited duration, will be required.
port side manifold forward area.
Entry into a space, without the use of breathing apparatus, is only permitted
If it is only necessary to gas free one set of tanks then the spade when the oxygen content is 21%, and the flammable gas content is nil. Where
type blank flange is to be inserted across the IG pipe where it readings have been steady for some time, up to 1% LEL is acceptable in
enters the tank at the hatch and secured. The set of tanks can conjunction with the 21% oxygen.
now be gas freed using the portable fans.
e) Monitor the tank atmosphere for oxygen until the readings are
21% O2.
Issue: Final Draft IMO No. 9297357 Section 2.6/.1 - Page 2 of 2

2.6.2 GAS FREEING FOR HOT WORK • All adjacent cargo tanks, including diagonally positioned tanks
must be cleaned and gas freed, or cleaned, inerted and purged
In addition to the requirements of section 2.6 and 2.6.1 the following are to be to less than 1% Hc gas by volume. If hot work is to be carried
complied with: out on bulkheads of an adjacent tank, then these adjacent tanks
must also have a LEL of less than 1% Hc gases.
All the necessary terminal and port authority approvals are to be obtained. • Other tanks are to be purged to less than 2% Hc gases.
WARNING • Any adjacent ballast tanks are to be tested to ensure that they are
gas free.
No hot work is allowed during cargo loading or discharging, COW and
tank cleaning, tank purging or gas freeing operations. • All interconnecting pipelines with other compartments are to be
flushed through, drained and isolated from the compartment in
If hot work is to be undertaken outside of the engine room, then a Hot Work which hot work is to be carried out.
Permit must be issued after direct consultation with the BP Shipping Technical • These cargo lines can then be kept flooded with sea water or
Operations office. alternatively purged.
If the hot work is to be carried out on the main deck then the hot work permit • All sludge scale and sediment for a distance of at least ten
to be issued must confirm the following: metres around the hot work area must be removed, including
from the reverse side of frames and bulkheads.
• That the cargo tanks are at a Hc gas level below 2% and an
oxygen level below 8%. • Areas immediately below the place of hot work is also to be
cleared.
• The chief officer has carried out all appropriate gas checks and
that they are within the acceptable limits. • Any hot work adjacent to fuel oil tanks cannot be carried out
unless that space is certified as being safe.
• No combustible material is in the area.
• Hot work permission is to be obtained from the company/
• Tanks below the main deck where hot work is to be carried out chemist as appropriate and a gas free certificate issued.
must have been water washed and gas freed.
• The inert gas in all other cargo tanks is to be reduced slightly to
• Appropriate fire fighting equipment is to be ready for immediate just above the alarm limit, i.e. approximately 350mmWG.
use, including hoses run out and the fire pumps running.
• Blanket cooling water is to be available on the deck to stop the All cargo and pump room valves are to be locked closed, or inhibited with a
build up of hot debris from the use of gas cutting equipment. DO NOT OPERATE sign, posted for the duration of the repair period.
• All the equipment to be used has been tested and proved When the ship is in dry dock, then the shipyard hot work procedures and work
satisfactory. permits will apply.
• Only competent persons are to carry out the repair work.
Hot work must not reduce the vessel’s fire fighting potential.
After completion of the hot work all equipment and materials must be stowed
away or secured.
If hot work is to be carried out inside cargo, ballast, fuel oil tanks or void
spaces then the following requirements must be met:
• Tanks in which hot work is to be undertaken must have a
oxygen level of 21% and less than 1% LEL Hc gases.
• The tanks in which hot work is to be undertaken must be
continuously vented throughout the work.

2.7 Ballasting and Deballasting Operations
2.7.1 Ballast Operations
2.7.2 Heavy Weather Ballasting
2.7.3 Line Cleaning
2.7.4 Oil Discharge Monitoring Equipment (ODME)
Illustrations
2.7.1a Ballasting Operation
2.7.1b Deballasting Operation
2.7.2a Heavy Weather Ballasting
2.7.2b Heavy Weather Deballasting
2.7.3a Line Wash with No.1 Cargo Oil Pump
2.7.3b Line Wash with No.2 Cargo Oil Pump
2.7.3c Line Wash with No.3 Cargo Oil Pump
2.7.3d Line Wash with the Stripping Pump
2.7.4a ODME System
2.7.4b Flow Control Chart

,OOXVWUDWLRQD%DOODVWLQJ2SHUDWLRQ
+\GUDXOLF3RZHU3DFN
6XSSO\DQG5HWXUQ
6\VWHP 6\VWHP
&2) *,) &KDQJHRYHU&RFNV

)RU+DQG3XPS
&2) *,) (PHUJHQF\8VH

%$) %$)

%$)

3, 3,
&&& &&&
%$) 3, 3, %$) %$)

%$) %$)
1R%DOODVW3XPS %$)
%$)
PKDWPWK
%$) )RUH
3HDN
%$) %$) %$) %$) %$) %$)
%$) 7DQN

%$)

3, 3,
&&& &&&
%$)
%$) 3, 3, %$) %$)

%$)
%$) %$)
1R%DOODVW3XPS %$)
PKDWPWK %$)

%$
) %$) %$) %$) %$) %$)


6WULSSLQJ3XPS
%$) %$)
3,
%$) 3, &&&
%$)
)RU+DQG3XPS PK
7KHEDOODVWWDQNVDUHILWWHGZLWKDQDLUEXEEOHUV\VWHPZKLFKZKHQWKHVKLSVLVWUDGLQJLQ
(PHUJHQF\8VH 3, .H\
%$) 3, &&& IUHH]LQJZDWHUFRQGLWLRQVDOORZVGULHGZRUNLQJDLUIURPWKHHQJLQHURRPVXSSO\V\VWHPWR
6HD&KHVW GHFNWREHLQMHFWHGLQWRHDFKEDOODVWWDQNDVQHFHVVDU\$PPIODQJHGHQGGURSSLSH %DOODVW:DWHU5XQQLQJ
%$)
ILWWHGZLWKDKRVHFRQQHFWLQJYDOYHDQGDPPRULILFHSODWHDWWKHWRSRIWKHSLSHRQGHFN ,Q3KDVH'LUHFWLRQ
LVORFDWHGLQHDFKEDOODVWWDQN7KHGURSSLSHKDVWZRPPKROHVGULOOHGLQWRWKHSLSHDW
%DOODVW:DWHU3XPSLQJ
DSSUR[LPDWHO\PDERYHWKHERWWRPRIWKHWDQNWKLVDOORZVDLUWREHEXEEOHGXSWKURXJK ,Q3KDVH'LUHFWLRQ
&KDQJHRYHU&RFNV %$) WKH ZDWHU ZKLFK KDV WKH HIIHFW RI NHHSLQJ WKH ZDWHU PRYLQJ DQG LQ GRLQJ VR OLPLWV WKH
)RU+DQG3XPS 1R:DWHU%DOODVW7DQN ZDWHU¶VDELOLW\WRIUHH]H +\GUDXOLF2LO
3URSRUWLRQDO9DOYH

Section2.7.1
2.7. - Page 1
x of 4
x
2.7 BALLASTING AND DEBALLASTING OPERATIONS b) With the ballast lines fully vented and not under a partial Position Description Valve
vacuum, run in ballast to approximately the draught of the
Closed Ballast pump(s) discharge valves BA543F
2.7.1 BALLAST OPERATIONS vessel i.e. to a level whereby pumping ballast would prove more
BA544F
efficient than running ballast.
Close Ballast line main isolation valves, proportional type BA535F
Ballasting c) Reset the ballast lines so that both pumps are pumping from sea BA536F
to the ballast tanks. Open Ballast pump suction valves form sea water line BA537F
CAUTION
BA538F
Hydraulic hammer in ballast and cargo lines can cause serious damage During ballasting it is advisable to keep the ballast system common and the Open Ballast pump suction valves BA546F
and must be prevented at all times. Valves must only be opened in a pumps on similar load and back pressures. This ensures that the ballast tanks BA547F
manner that will prevent damage to pipes, pumps and other valves in fill evenly and that in the event of a list, various ballast tanks can be partly
the system. In the planning and execution stages of cargo and ballast Open Ballast pump(s) discharge valve to port line BA533F
closed without affecting the pumps.
operations, consideration must be given to the following: Open Ballast pump(s) discharge valve to starboard line BA534F
d) Fill the majority of ballast tanks very close to the tank coaming Open Ballast line crossover valve in No.2 port WBT BA504F
a) The partial opening of valves from a full tank into a line that may or (i.e. ensure that ballast tanks are at least 98% full without over Open As required ballast tank filling valves
may not be empty or in partial vacuum. This will allow liquid to slowly filling them). This ensures that the possibility of steel corrosion
flow into the line in a controlled manner and allow the pressure or is minimised. c) Ensure that both ballast pumps have been set up for operation
vacuum that may be present to decay slowly. in the engine room as the power management system will not
e) Shut down the ballast system upon completion of ballasting. allow the starting of a ballast pump until there is sufficient
b) Back filling of the lines from the sea chest should be done in a power available on the main switchboard.
controlled manner by only partially opening the appropriate valves to f) Always inspect the quality of the ballast as soon as possible
the pumps and the ballast lines. This will again allow the pressure or after completion in order to ensure that it is clean. d) With the discharge valves from the pumps still shut, start one
vacuum that may be present to decay slowly. It may also be possible ballast pump. When the first pump is up to speed, open the
to vent any displaced air in the lines through the ballast overboard discharge valve to the required % position according to the
discharge. This is most important if the bottom ballast lines have been Procedure to Run in Ballast back pressure required and pump load. Start the second pump if
stripped with the cargo striping pump to remove any water in the lines Initially all valves closed. required in the same manner.
when the ship is trading in freezing water conditions therefore possibly
leaving a partial vacuum in the lines. Position Description Valve e) When topping off the ballast tanks, stop one ballast pump
Open No.3 ballast tank suction valves BA507F and reduce the pump discharge rate on the running pump by
It is the responsibility of all those either directly involved in or assisting BA508F throttling in on the pump discharge valve. Stopping filling each
in supervising cargo/ballast operations to ensure that the system valves pair of tanks at the required ullage.
Closed No.1 ballast pump suction valve BA546F
are operated in a safe and proper manner and that the systems, including
pump casings are vented before operations commence. Closed No.2 ballast pump suction valve BA547F
f) On completion of ballasting operations shut the pumps down and
Open Ballast pump suction valves from sea water line BA537F close all valves. If necessary due to freezing water conditions,
The ballast system is normally empty and dry prior to ballasting, it is, therefore BA538F line up the cargo stripping pump to remove any remaining water
essential to start ballasting slowly to avoid damaging the ballast line with surge Open/ Ballast line main isolation valves, proportional type BA535F in the bottom ballast lines. Ensure as practicable that no vacuum
pressure. Close to relieve any vacuum in the lines into No.3 ballast BA536F is left on the lines after stripping. Fill in the ballast water record
tanks. If necessary open BA534, BA533, BA530 book and ballast water management record books as necessary.
Upon commencing discharge of cargo and in accordance with the chief officer’s and overboard discharge valve BA529 to break any
discharging plan, line up the ballast system to run in permanent ballast to vacuum. Close all six valves on completion.
selected tanks. Where possible, do not stop running into a tank until the double Open Ballast line crossover valve in No.2 starboard WBT BA504F Ballast Exchange
bottom is full and the water level is into the side tank area. This is to minimise
Open Ballast pump sea suction valve BA545F
the free surface effects. Care is essential to ensure that excessive stress, trim and Depending upon the next load port, it may be necessary due to port/sea area
list are avoided and that draught restrictions are not exceeded. requirements that a ballast exchange must be conducted. The Ballast Water
a) Crack open the main line valves BA535F and BA536F to 10% Exchange Manual will give the sequence order in which the exchange should
to prime the ballast line. When the ballast line is fully primed be carried out in order to limit the stress and bending forces while maintaining
a) Prior to commencing cargo or ballast operations check that
open the line isolating valves fully. stability. The ballast water exchange manual will give full details in respect to
valves CO564F and BA532F, the emergency cargo oil line
connection valves are closed, and that the spool piece in the effect of total discharge of a tank and the flow through method. If a ballast
b) Run sea water into No.3 WBTs until the level is well into the exchange is not required by the port/sea area requirements, it is still good
the connection to the cargo system is removed. Also check
side tank then change to another pair of WBTs. When all the practice to conduct a ballast water exchange in deep water in order to reduce
that valve BA531F and the isolation valve from the IG main
ballast tanks have completed running in: the silt build up inside the tanks.
GI520F is closed and that the spool piece is removed.

Section2.7.1
2.7. - Page 2
x of 4
x
,OOXVWUDWLRQE'HEDOODVWLQJ2SHUDWLRQ
+\GUDXOLF3RZHU3DFN
6XSSO\DQG5HWXUQ
6\VWHP 6\VWHP
&2) *,) &KDQJHRYHU&RFNV

)RU+DQG3XPS
&2) *,) (PHUJHQF\8VH

%$) %$)

%$)

3, 3,
&&& &&&
%$) 3, 3, %$) %$)

%$) %$)
1R%DOODVW3XPS %$)
%$)
PKDWPWK
%$) )RUH
3HDN
%$) %$) %$) %$) %$) %$)
%$) 7DQN

%$)

3, 3,
&&& &&&
%$)
%$) 3, 3, %$) %$)

%$)
%$) %$)
1R%DOODVW3XPS %$)
PKDWPWK %$)

%$
) %$) %$) %$) %$) %$)


6WULSSLQJ3XPS
%$) %$)
3,
%$) 3, &&& .H\
%$) %DOODVW:DWHU5XQQLQJ
)RU+DQG3XPS PK 7KHEDOODVWWDQNVDUHILWWHGZLWKDQDLUEXEEOHUV\VWHPZKLFKZKHQWKHVKLSVLVWUDGLQJLQ 2XW3KDVH'LUHFWLRQ
(PHUJHQF\8VH 3, IUHH]LQJZDWHUFRQGLWLRQVDOORZVGULHGZRUNLQJDLUIURPWKHHQJLQHURRPVXSSO\V\VWHPWR
%$) 3,
6HD&KHVW
&&&
GHFNWREHLQMHFWHGLQWRHDFKEDOODVWWDQNDVQHFHVVDU\$PPIODQJHGHQGGURSSLSH %DOODVW:DWHU3XPSLQJ
ILWWHGZLWKDKRVHFRQQHFWLQJYDOYHDQGDPPRULILFHSODWHDWWKHWRSRIWKHSLSHRQGHFN 2XW3KDVH'LUHFWLRQ
%$)

LVORFDWHGLQHDFKEDOODVWWDQN7KHGURSSLSHKDVWZRPPKROHVGULOOHGLQWRWKHSLSHDW %DOODVW:DWHU6WULSSLQJ
DSSUR[LPDWHO\PDERYHWKHERWWRPRIWKHWDQNWKLVDOORZVDLUWREHEXEEOHGXSWKURXJK 3KDVH'LUHFWLRQ
WKH ZDWHU ZKLFK KDV WKH HIIHFW RI NHHSLQJ WKH ZDWHU PRYLQJ DQG LQ GRLQJ VR OLPLWV WKH
&KDQJHRYHU&RFNV %$) +\GUDXOLF2LO
ZDWHU¶V DELOLW\ WR IUHH]H :KHQ GHEDOODVWLQJ RSHUDWLRQV DUH FRPSOHWHG WKH DLU EXEEOLQJ
)RU+DQG3XPS 1R:DWHU%DOODVW7DQN
VXSSO\VKRXOGEHVWRSSHGDQGWKHOLQHVUHPRYHG
3URSRUWLRQDO9DOYH

Section2.7.1
2.7. - Page 3
x of 4
x
Deballasting Procedure to Run Out Ballast d) Ensure that both ballast pumps have been set up for operation in
the engine room, the power management system will not allow
WARNING Commence with all valves shut. the starting of a ballast pump until there is sufficient power
available on the main switchboard.
The greatest free surface effect is when the ballast tanks are at a sounding
of 3m or less, when the water level has cleared the trunkway in the side a) Prior to commencing cargo or ballast operations check that
valves CO564F and BA532F, the emergency cargo oil line e) With the discharge valves from the pumps still shut, start one
tanks and is solely in the double bottom area. If, at the same time, the
connection valves are closed, and that the spool piece in the ballast pump. When the first pump is up to speed, open the
cargo level is low, the combined effect of a relatively small displacement
connection to the cargo system is removed. Also check that discharge valve to the required % position according to the
and the free surface effect in the cargo ballast tanks could result in a
valve BA531F and the isolation valve from the IG main GI520F back pressure required and pump load. Start the second pump if
negative GM which may lead to the vessel developing an angle of loll.
is closed and that the spool piece is removed. required in the same manner.
Deballasting should commence as soon after loading commences as practicable
Position Description Valve f) Pump out and drain the WBTs in a sequence with the loading of
but in accordance with the chief officer’s loading plan. However, careful
the cargo.
planning is essential to maintain the vessel at a suitable draught and trim Closed Ballast tank suction valves
consistent with weather conditions and any berth limitations. The freeboard Open Ballast line crossover valve in No.2 starboard WBT BA504F g) When the tanks near the draining level, change over the ballast
may need to be limited to that which can be safely accommodated by the Closed No.1 ballast pump suction valve BA546F system to stripping with the ballast eductor. Suspend bulk
loading booms or flexible hoses. Notice should be taken of the CAUTION on
Closed No.2 ballast pump suction valve BA547F discharging and completely shut down the ballast pump not
the previous pages regarding water hammer and relieving any vacuum in the
Open Ballast pump suction valves from sea water line BA537F required for stripping duties.
lines before deballasting takes place.
BA538F
Open Ballast line valves to overboard to break any vacuum Procedure to Strip the Water Ballast Tanks
Procedure for Deballasting on the ballast lines, BA533, BA534, BA530 and
BA529.
a) Ensure the ballast lines are fully vented before setting the ballast Position Description Valve
Open/ Ballast line main isolation valves. These valves BA535F
lines for the running out of ballast tanks to sea. When the first Close Ballast line main isolation valves BA535F, BA536F
Close should be closed when the lines have been vented. BA536F
set have run to sea, shut them off and run the remaining ballast Open Eductor line suction valves BA525F, BA526F
tanks to sea in the planned sequence. Open Sea valve BA545F
Open Eductor drive water valve BA528F
Open Eductor discharge valve BA527F
b) Shut the sea valve and line up both ballast pumps, pumping from b) Crack open the main line valves BA535F and BA536F to 10% to
selected tanks to sea through the high overboard discharge. Open Duty ballast pump sea suction valve BA537F or BA538F
prime the ballast line. When the ballast line is fully primed open
the line isolating valves fully. Close BA534F and BA533F. Open Sea valve BA545F
c) Systematically pump out the bulk of ballast from all the ballast Closed Discharge valve from the duty pump BA543F or BA544F
tanks. Ensure that the next set of tanks are opened up before c) Run out No.3 WBTs to sea level then change to another pair Open Ballast overboard isolating valve BA529F
shutting off the previous set. of WBTs. When all the ballast tanks have completed running Closed Eductor drive bypass line valve BA530F
out and pumping would prove more efficient, change over the
d) Suspend bulk discharge of the ballast and line up either of the pumps to discharging operations: h) With the discharge valve from the duty pumps still shut, start
ballast pumps on the eductor system, taking driving water from the ballast pump. When the pump is up to speed, open the
the sea suction. Drain one set of tanks at a time to minimise Position Description Valve discharge valve to the required % position to give the required
turbulence at the tank suctions. pressure at the eductor drive.
Close Sea valve BA545F
e) Commence educting the ballast tanks ensuring that the back Close Ballast pump suction valves form sea water line BA537F
BA538F i) Drain each of the other pairs of WBTs in turn.
pressure of the ballast pump is at least 3.5 bar through the
eductor. Open No.1 ballast pump suction valve BA546F
j) On completion of deballasting operations shut the pumps
Open No.2 ballast pump suction valve BA547F down and close all valves. If necessary due to freezing water
f) Reduce the sounding in all tanks to the minimum possible Closed No.1 ballast pump discharge valve BA543F conditions, line up the cargo stripping pump to remove any
(usually less than 2cm). This will avoid the possibility of dead remaining water in the bottom ballast lines. Ensure as far as
Closed No.2 ballast pump discharge valve BA544F
freight, mud formation and excessive bottom corrosion. practicable that no vacuum is left on the lines after stripping.
Open Ballast line main isolation valves BA535F
g) Shut down the ballast system upon completion of draining. BA536F
Open Ballast line to overboard BA530F k) Fill in the ballast water record book and ballast water
management record books as necessary.
Open Overboard discharge valve BA529F

,OOXVWUDWLRQD+HDY\:HDWKHU%DOODVWLQJ 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
&2
6\VWHP (GXFWRU .H\ )
3,
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ ) %DOODVW:DWHU
) 3, &2 &2 &2
) ) )
0 &2) &2 &2 /LQH&OHDQLQJ &2
) ) )
&2 &2
1R
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

3RUW &2 &2
3, 3, &2 ) )
&2 )
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) ) 7DQN
3, 3, &2) )
&&& &&& 3RUW &2 &2 &2 &2 &2 &2

&2 ) ) ) ) ) )
&2
3, 3, ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.7.2
2.7. - Page 1
x of 4
x
2.7.2 HEAVY WEATHER BALLASTING d) Supply air slowly until a pressure on the gauge reads 350kPa.
Shut the air supply then conduct a decay test over a 15 minute
The normal ballast operations are described in section 2.7.1. In the event period. If it is noted that the pressure falls off then an inspaction Open No.1 COP discharge valves to port slop CO589F, CO610F
of extreme weather conditions, where the Master considers that it would be should be made overside to see if any air bubbles can be tank via No.1 top/bottom lines CO607F
prudent to ballast one or more sets of COTs, then the following procedure observed. Additionally, a soapy water solution test can be put on Open No.1 COP suction valves to sea line CO780F, CO561F
should be adopted: the drain valves and associated fittings on the section of line.
Open Port slop tank suction valve CO541F
a) Ensure that at the discharge port, heavy weather ballast tanks e) When the test is completed the pressure inside the pipeline
are suitably prepared in accordance with MARPOL 73/78 should be relieved via the drain valve and the pressure leakage d) Start No.1 COP, washing the line to the port slop tank.
requirements. Normally No.4 COTs port and starboard are sensor isolation valve opened. The air test line should be
used. removed. e) Verify there is flow to the port slop tank via the COP.
b) Ensure that all the cargo lines to be used are well drained. f) Stop the stripping pump and close the valves to the port slop
Procedure to Ballast No.4 Cargo Oil Tanks Using No.1 Cargo tank.
c) Carefully calculate the stress, trim and stability. To avoid Oil Pump
sloshing, aim to ballast each COT to 98% capacity. Position Description Valve
In this instance it is assumed that No.4 COTs have not been water rinsed and
Close Stripping pump suction to sea crossover CO568F
d) One of the COPs may be used utilising the main sea valves and is therefore classed as dirty ballast.
valve
the pump room direct loading lines.
Commence with all valves closed. Close Stripping pump suction valve CO569F
e) Where ballast is put into a tank which has been crude washed Close Stripping pump discharge valves to the CO592F, CO579F
but not water rinsed, then the ballast in that tank is to be treated a) Test via the associated drain valves that the lines either side port slop tank CO774F, CO544F
as dirty ballast. of the spectacle piece are dry. Swing the spectacle piece
between valves CO566F and CO567F if not already in position
for washing of the COTs into the open position. Line up the g) When satisfied that the cargo line is clean, open the suction
A COT may not be used for additional ballast unless it was crude washed at
stripping pump to take suction from the sea line, discharging to valves to No.4 COTs and close the discharge to the port slop
the discharge port.
the port slop tank. tank.
At the onset of improved weather, or as soon after as is practicable, the
additional ballast should be discharged. This COT ballast must be discharged Position Description Valve Position Description Valve
according to MARPOL 73/78 regulations in sea areas acceptable to the Open Stripping pump suction to sea crossover CO568F Open No.4 COT suction valves CO513F, CO515F
signatories. In addition, the COT ballast must be discharged with the ODME valve
operational. Close Port slop tank suction valve CO541F
Open Stripping pump suction valve CO569F
Open Stripping pump discharge valves to the port CO592F, CO579F
Test Procedure for the Sea Water Sea Chest Line slop tank CO774F, CO544F h) Increase the pump rpm slowly to maximum and ballast the tank
to the required ullage. During the operation a good check must
The sea water lines valves can be tested to ensure that the sea water ship’s side be kept on the inert gas pressure. Excess pressure can be vented
valve CO566F is not passing by putting an air test on the line. This section of b) Start the stripping pump, when a vacuum shows on the suction via the mast riser.
pipework is fitted with a pressure gauge, a leakage detection pressure alarm side of the pump:
sensor and drain valves.
i) On completion of ballasting No.4 COTs, the line is to be drained
Position Description Valve to the port slop tank via the suction valve CO541F after opening
a) Ensure that the line section drain line valves CO710F and
Open Inner and outer sea valves CO567F, CO566F the vacuum breaker and CO613F, CO725F and CO726F.
CO711F are closed.
j) Shut down all valves on completion of operations. Swing
b) Rig an air line to the top of the pipe section.
c) Monitor and verify that there is flow to the port slop tank. the spectacle piece between CO566F and CO567F into the
CLOSED position.
c) Isolate the leakage detection pressure sensor.

,OOXVWUDWLRQE+HDY\:HDWKHU'HEDOODVWLQJ 9DSRXU
0DLQ/LQH 1R
&2) &2) &2 &2 &2 &2 &2 &DUJR2LO
1R0DLQ/LQH ) ) )
) ) 7DQN
&2 3RUW
1R0DLQ/LQH )

1R
7DQN &2 &2 &2 &2 ) )
3RUW ) ) ) )
&2 &2
&2) )
3, &2) &2
)
&2) &2) &2)
)
&2) &2 &2

) )
&2) &2) &2)
&2
0 ) 3,
&&& &2) &2)
7R7DQN &2
&OHDQLQJ 3, 1R
&2 &2 ) 6ORS7DQN :DWHU &2) &2)
0DLQ/LQH
) ) 3RUW %DOODVW
7DQN &2) &2)

3RUW &2 &2
9DFXXP3XPS 3, ) )
&2 &&& 3,
) 8QLW 7R1R
&DUJR &2) &2) &2)
6\VWHP &2
(GXFWRU 3, )
'UDLQ7DQN &&&
&2 &2) &2) &2)
&2 3$/ ) .H\ &2 &2 &2
) 3,
) ) )
0 &2) %DOODVW:DWHU
&2 &2 &2
) ) )
&2 &2
(OHFWULFDO6LJQDO 1R
) ) &2 &2 &2
&DUJR2LO ) ) )
7DQN
&2 &2 6WDUERDUG
) ) &2 &2
) )

3, 3, &2
3, 3, ) &2 &2
) )
&2
&2 &2 &2
) &2 ) )
) ) 1R&DUJR2LO7DQN &2) &2)
&2) 3, 3,
&&& &&& &2)

6ORS 3RUW &2 &2
3, 3, &2 7DQN ) )
&2 ) 3RUW
) &2 &2
&2 &2 ) )
&2 &2 &2 &2 &2 ) )
) ) ) &2 ) &2 ) &2
&2 &2 &2 ) 1R 1R 1R 1R 1R
) ) )
)
&2 &2
&2 ) )
3, 3, &2) )
&&& &&& &2 &2 &2 &2 &2 &2
&2 ) ) ) ) ) )
3, 3,
&2 ) &2
) )
&2 &2 &2 &2 &2 &2
&2 &2 &2 &2 ) ) ) ) ) )
) ) ) &2 ) &2 &2
&2 &2 ) &2 )
&2 ) )
) ) )
&2
) &2
1R&DUJR2LO3XPS )
&2 &2 &2 &2 &2 &2
&2 &2 ) ) ) ) ) )
3, 3,
&2
&&& &&&
&2) &2 &2) )
) ) ) &2 &2 &2 &2 &2 &2
&2
3, 3,

) &2 ) ) ) ) ) )
)

&2 &2 &2 &2
&2 &2 &2 )
) ) 7DQN 6WDUERDUG
1R&DUJR2LO3XPS
1R:DWHU
&2) &2) ) )

Section2.7.2
2.7. - Page 3
x of 4
x
f) Complete all checks on the ODME.

CAUTION
If at any time, or for any reason, the cargo pump should be stopped, the
pump suction valve to the sea line and the sea valve should be closed
immediately. Open High overboard discharge valve CO598F
Open No.1 COTs suction valves CO513F, CO515F
Prior to restarting the cargo pump, the stripping pump must be used to
place a positive vacuum on the sea valve, which may then be opened and
a flow resumed to the port slop tank in the manner previously outlined. The ODME will regulate the automatic operation of the discharge line valves
to either the port slop tank via valve CO596F or directly overboard via valve
When the ballasting procedure is complete the spectacle blank in the sea CO597F.
water line must be returned to the closed position.
g) Start No.1 COP, maintain the pump at minimum speed and
observe the overboard discharge. The pump will initially
Procedure to Deballast No.4 Cargo Oil Tanks using No.1 discharge to the port slop tank until the discharge on the ODME
Cargo Oil Pump registers an oil content below 30 litres per nautical mile. When
this value is reached, the ODME automatically changes over
a) Swing the ODME overboard discharge spectacle piece between valves CO596F and CO597F to divert the discharge of ballast
valves CO597 and CO598 into the open position. water to overboard.
b) Inert gas will be required during this operation. h) Slowly increase the pump speed to full flow for the bulk
discharge.
c) No.1 bottom line should be flushed to the port slop tank.
i) As the sounding in No.4 COTs nears the bottom, reduce the
Position Description Valve pump speed and maintain a good overside watch.
Open No.1 bottom line to the port slop via the CO546F, CO552F
j) If the COP discharge is not stopped by the ODME, stop No.1
tank stripping suction valves CO772F, CO547F
COP and use the stripping pump to drain No.4 COTs and cargo
Open No.4 COT suction valves CO513F, CO515F lines to the port slop tank. All the drainings are thus consolidated
into one slop tank ready for decanting after a suitable settling
period.
d) Allow 100cm to show on the tank gauge before closing all
valves.
k) Return the ODME overboard discharge spectacle blank to the
closed position and ensure all valves are closed.
Close No.1 bottom line to the port slop tank CO546F, CO552F l) In a similar manner, any of the other COTs could be ballasted or
stripping suction valves CO772F, CO547F deballasted if necessary.
Close No.4 COT suction valves CO513F, CO515F
e) Line up No.1 COP to deballast No.4 COTs as follows:

Open No.1 COP suction valves and No.1 line CO555F, CO780F
bulkhead master valve on No.1 bottom CO546F
line
Open No.1 COP discharge valves to the CO583F, CO584F
ODME system CO594F

Illustration 2.7.3a Line Wash with No.1 Cargo Oil Pump Vapour
Main Line 125 No.4
CO785F CO599F CO CO CO CO CO Cargo Oil
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
Sea Chest Stripping PI COT Stbd
450 450 450 From AUS CO
Eductor PI 632F 100 100 100
System
CCC 450 450 450
Drain Tank CO
PAL 566F 125 CO CO CO
714F PI
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Cargo Oil 627F 626F 625F
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
569F CO 774F 544F
CO784F PI PI 550 450
CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI CO576F
CO
CCC CCC
CO CO773F 549F
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
CO565F CO564F 777F 778F

Section
2.7.3
2.7. - - Page
Page1xofof12
x
2.7.3 LINE CLEANING Note: The slop tanks should be filled to around 50% level during the line Position Description Valve
washing assuming that water washing is to take place directly afterwards.
Periodically it becomes necessary to wash and gas free all cargo tanks and Close Stripping pump suction to sea crossover CO568F
If the slop tanks reach this level prior to completion of flushing, the
pipelines for inspection and/or possible repair. In order to achieve this it is valve
system should be changed over to take suction from the slop tank on
necessary to flush all pumps and lines with sea water, ensuring that all lines recirculation, closing the sea valve. Close Stripping pump suction valve CO569F
have been washed and subsequently gas freed on completion.
Close Stripping pump discharge valves to the CO592F, CO579F
port slop tank CO774F, CO544F
Lines must be washed to the slop tanks and the slop tanks decanted after Procedure for Line Washing with No.1 Main Cargo Pump
settling in accordance with MARPOL 73/78. The extent to which the lines are
washed will be dependent on the type of maintenance required. a) Swing the spectacle piece between valves CO566F and CO567F
f) Increase the pump rpm and flush No.1 bottom line to the port
into the open position if not already in position for washing of
slop tank.
Prior to ballasting a COT for heavy weather, if the cargo lines have been well the COTs. Initially line up the stripping pump to take suction
drained, it is simply necessary to flush the cargo lines to the slop tanks and from the sea line discharging to the port slop tank.
g) Open the suction valves in No.1 starboard COT to flush the
then fill with ballast. Prior to refit, after a 100% COW, it is necessary to flush
remainder of No.1 bottom line and close the port slop tank
through the loading and suction lines of every COT and pump, and then drain Position Description Valve suction valve.
the tanks back to the slop tank, this avoids the possibility of a plug of oil being Open Stripping pump suction to sea crossover CO568F
left in the cargo lines, in particular on a long dead end. valve Position Description Valve
Open Stripping pump suction valve CO569F Open No.1 starboard COT suction valves CO503F, CO504F
The following example is for a line washing sequence in preparation for
inspection and repairs. Open Stripping pump discharge valves to the port CO592F, CO579F Close Port slop tank stripping suction valve CO547F
slop tank CO774F, CO544F
Line Washing Sequence h) This process will have washed No.1 bottom line, additionally,
each tank attached to this line must now have its suction lines
b) Start the stripping pump and when a vacuum shows on the
a) It is important to ensure that all tanks and lines are well stripped flushed through. Ensure that the line valves to be flushed are
suction side of the pump, open the following valves:
ashore on completion of discharge. See section 2.4.1. open before closing the previous line valve.
b) On leaving port, all COW machines should be opened and the Position Description Valve Position Description Valve
COW line allowed to drain into the cargo tanks and back via the Open Inner and outer sea valves CO567F, CO566F Open No.1 port COT suction valves CO502F, CO501F
pump room to the port slop tank. Manifold valves and drains to
Close No.1 starboard COT suction valves CO503F, CO504F
No.4 port and starboard cargo oil tanks should be opened, which
will drain down the top manifold lines. All bottom lines should c) Monitor and verify that there is a flow into the port slop tank. Open No.4 starboard COT suction valves CO515F, CO516F
be drained to the slop tanks. Pump room lines should also be
Close No.1 port COT suction valves CO502F, CO501F
drained to the slop tanks.
d) Line up and start No.1 COP and flush from the sea into the port
slop tank. Open No.4 port COT suction valves CO513F, CO514F
c) Prior to line washing ensure all valves are returned to the closed
position. Swing the manifold crossover line spectacle blanks to Close No.4 starboard COT suction valves CO515F, CO516F
the open position. Position Description Valve
Open Crossover valves from No.1 line to No.6 CO537F, CO538F
Open No.1 COP suction valve and sea water CO561F, CO780F COT
d) Carry out the first line wash using No.1 COP, this to include isolation valve
Open No.6 starboard COT suction valves CO523F, CO524F
No.1 top/bottom lines, manifolds, tank suctions and crossover Open COP discharge valve to top line CO589F
valves attached to these lines. Close No.4 port COT suction valves CO513F, CO514F
Open No.1 COP discharge valves to the port slop CO610F, CO607F
tank via top, bottom and pump room lines CO546F, CO552F Open No.6 port COT suction valves CO521F, CO522F
e) On completion of the first line wash, stop No.1 COP, then
start No.2 COP to wash No.2 top/bottom lines, manifolds, tank CO772F, CO547F
suctions and crossover valves attached to these lines.
e) Verify there is a flow to the port slop tank, then stop the stripping Open Port slop tank main suction CO541F
f) On completion of the second line wash, stop No.2 COP, then pump and shut down the stripping system.
Close No.6 port COT suction valves CO521F, CO522F
start No.3 COP to wash No.3 top/bottom lines, manifolds, tank
suctions and crossover valves attached to these lines. Close Crossover valves from No.1 line to No.6 CO537F, CO538F
COT

Illustration 2.7.3a Line Wash with No.1 Cargo Oil Pump Vapour
Main Line 125 No.4
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
Sea Chest Stripping PI COT Stbd
450 450 450 From AUS CO
Eductor PI 632F 100 100 100
System
CCC 450 450 450
Drain Tank CO
714F PI
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
569F CO 774F 544F
CO784F PI PI 550 450
CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI CO576F
CO
CCC CCC
CO CO773F 549F
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
CO565F CO564F 777F 778F

Section
2.7.3
2.7. - - Page
Page3xofof12
x
i) Open the crossover valves to No.3 line, set up No. 3 bottom Position Description Valve m) Flush the overboard discharge line to the port slop tank, after
line to the starboard slop tank, open the starboard slop tank and this point flushing with No.1 COP is complete. Change over
Open No.2 starboard COT suction valves CO507F, CO508F
close the port slop tank main suction valve. All COT suction flushing with No.1 COP from the starboard slop tank to the port
valves on No.3 line must now be flushed. Close Starboard slop tank stripping suction valve CO549F slop tank.
Open No.2 port COT suction valves CO505F, CO506F
Position Description Valve n) Open the port slop tank stripping suction valve, close the
Close No.2 starboard COT suction valves CO507F, C0508F crossover valves from No.1 to No.2 line. Now set up No.2
line CO535F, CO536F Open No.5 starboard COT suction valves CO519F, CO520F COP for line washing to via No.2 top and bottom lines to the
starboard slop tank.
Open Pump room valves to starboard slop tank CO550F, CO554F Close No.2 port COT suction valves CO505F, CO506F
and starboard slop tank stripping suction CO773F, CO549F
valves Open No.5 port COT suction valves CO517F, CO518F Position Description Valve
Close Port slop tank main suction valve CO541F Open No.1 COP discharge valves to the ODME CO583F, CO584F
Open No.3 starboard COT suction valves CO511F, CO512F Open Open starboard slop tank stripping suction CO549F Close No.1 COP discharge valves to the ODME CO583F, CO584F
Close Starboard slop tank suction valve CO549F valve and port slop tank CO594F, CO596F
Close No.5 port COT suction valves CO517F, CO518F Open Port slop tank stripping suction valve CO547F
Open No.3 port COT suction valves CO509F, CO510F
Close Crossover valves from No.1 to No.2 CO533F, CO534F
Close No.3 starboard COT suction valves CO511F, CO512F bottom line
l) During the flushing of No.1 and No.3 bottom lines the manifold
Open Crossover valves from No.3 line to No.6 CO539F, CO540F valves should be flushed into No.4 COTs.
COT
Open No.6 starboard COT suction valves CO523F, CO524F Position Description Valve
Close No.3 port COT suction valves CO509F, CO510F Open No.1 port manifold valves to drain line CO601F, CO622F
Open No.1 starboard manifold drain line valves CO604F, CO625F
Open Starboard slop tank main suction valve CO542F
Open Drain line valves to No.4 port tank CO629F, CO631F
Open Drain line valves to No.4 starboard tank CO633F, CO635F
Close Crossover valves from No.3 line to No.6 CO539F, CO540F
COT Open Crossover valves from No.1 to No.2 and CO613F, CO615F
No.3 top lines CO614F
j) Open the crossover valves from No.1 bottom line to No.2 Close No.1 starboard manifold drain line valves CO604F, CO625F
bottom line. Open No. 2 bottom line to the starboard slop tank
Open Drain valves to vapour balance line CO723F, CO722F
via the stripping suction valves, close slop tank main suction
CO721F, CO724F
valve and the crossover valves from No.3 line to No.2 line.
Close Drain valves to vapour balance line CO723F, CO722F
CO721F, CO724F
Open Drain valves to No.1 drop line CO616F, CO617F
CO618F
line
Close Drain valves to No.1 drop line CO616F, CO617F
Open No.2 bottom line to the starboard slop tank CO548F, CO553F
CO618F
and the stripping suction valves CO549F, CO773F
Close Crossover valves from No.1 to No.2 and CO613F, CO615F
Close Starboard slop tank main suction valve CO542F
No.3 top lines CO614F
Close Pump room valves on No.3 line CO554F, CO550F Close No.1 port manifold to drain line valves CO601F, CO622F
Close Crossover valves to No.3 bottom line CO535F, CO536F
k) All COT suction valves on No.2 line must now be flushed.

Illustration 2.7.3b Line Wash with No.2 Cargo Oil Pump Vapour
Main Line 125 No.4
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
Sea Chest Cargo CO615F CO614F CO613F
Stripping PI COT Stbd
450 450 450 From AUS CO
Eductor 632F 100 100 100
System PI
Drain Tank CCC 450 450 450
CO PAL 566F
714F PI 125 CO CO CO
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO 550
569F CO 774F 544F
CO784F PI PI 550 450
CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 CO 350 CO 350 CO 350 CO 350 CO 350 CO
100 CO CO 523F 519F 515F 511F 507F 503F
PI PI
CO
CCC CCC
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
CO565F CO564F 777F 778F

Section
2.7.3
2.7. - - Page
Page5xofof12
x
Procedure for Line Washing with No.2 Main Cargo Pump Position Description Valve
Open No.2 COP discharge valves to the ODME CO586F, CO585F
a) Set up No.2 COP for line cleaning initially to the starboard slop and port slop tank CO594F, CO596F
tank. Close No.2 COP discharge valves to the ODME CO586F, CO585F
Open No.2 COP sea isolation valve CO562F
e) Change over flushing to the port slop tank, shut the line to
Open No.2 suction valve CO781F starboard slop tank.
Open No.2 discharge valves to starboard slop CO590F, CO611F
tank via No.2 top, bottom lines and CO608F, CO548F Position Description Valve
stripping suction valves CO553F, CO773F Open No 2 bottom line to port slop tank via the CO779F
CO549F crossover valve
Open Port slop tank stripping suction valves CO772F, CO547F
b) Start No.2 COP, verify there is a flow to the starboard slop tank, Close Starboard slop tank stripping suction CO773F, CO549F
then stop No.1 COP and shut the line valves. valves
Position Description Valve f) Flushing of lines with No.2 COP is complete. Now set up No.3
Close No.1 COP valves and line CO607F, CO610F COP ready for line cleaning.
CO561F, CO780F
CO589F
Close No.1 line pump room valves CO547F, CO772F
CO552F, CO546F
c) Now flush through No.2 manifold lines to No.4 COTs via the
drain lines.

Open No.2 port manifold valves and drain line CO602F, CO623F
Open No.2 starboard manifold valves and drain CO605F, CO626F
line
Close No.2 port manifold valves and drain line CO602F, CO623F
Close No.2 starboard manifold valves and drain CO605F, CO626F
line
Close Drain line valves to No.4 port tank CO629F, CO631F
Close Drain line valves to No.4 starboard tank CO633F, CO635F
d) Flush No.2 COP to the port slop tank via the ODME line.

Illustration 2.7.3c Line Wash with No.3 Cargo Oil Pump Vapour
Main Line 125 No.4
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
450 450 450 From AUS CO
Eductor PI 632F 100 100 100
System
CCC 450 450 450
Drain Tank CO
714F PI
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO CO 550
CO Ballast Tank (Port)
572F 569F CO 774F 544F
PI PI 550 450
784F CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI CO576F
CO
CCC CCC
CO CO773F 549F
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
CO CO CO CO (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
565F 564F 777F 778F

Section
2.7.3
2.7. - - Page
Page7xofof12
x
Procedure for Line Washing with No.3 Main Cargo Pump Position Description Valve Position Description Valve
Close Crossover valves from No.3 line to No.6 CO539F, CO540F Close Crossover valves from No.3 manifold to CO613F, CO614F
a) Set up No.3 COP to wash up No.3 top line and down No.3 COT No.2 and No.1 manifold CO615F
bottom line to the starboard slop tank main suction valve. Close No.6 COT port suction valves CO521F, CO522F
h) Close No.3 starboard manifold valves and drain lines to No.4
Open Starboard slop tank suction valve CO542F
Position Description Valve COT.
Open No.3 line sea isolation valve CO563F
e) Flush round the manifold lines to No.4 COT via the drain Position Description Valve
Open No.3 COP suction valve CO782F lines.
Close Drain line to No.4 COT port CO631F, CO629F
Open No.3 COP discharge valve to the top line CO591F Close Drain line to No.4 COT starboard CO635F, CO633F
Open No.3 top line isolating valve CO612F Close No.3 starboard manifold and drain line CO606F, CO627F
Open No.3 drop line valve CO609F valves
Open Starboard slop tank suction valve CO542F Open No.3 port manifold and drain line valves CO603F, CO624F i) Flush No.3 COP to the port slop tank via the ODME line.
Open No.3 starboard manifold and drain line CO606F, CO627F
b) Start No.3 pump, discharging to the starboard slop tank. Verify valves Position Description Valve
that there is a flow to the starboard slop tank before stopping Open No.3 COP discharge valves to the ODME CO588F, CO587F
No.2 COP and shutting the line valves. f) Close No.3 port manifold and drain valves. Open the crossover and port slop tank CO594F, CO596F
valve from No.3 manifold to No.2 and No.1 manifold lines. Close No.3 COP discharge valves to the ODME CO588F, CO587F
Position Description Valve and port slop tank CO594F, CO596F
Close No.2 COP discharge valve to the top line CO590F Position Description Valve
Close No.3 port manifold and drain line valves CO603F, CO624F j) Line cleaning with the cargo pumps is now complete, however,
Close No.2 drop line valve CO608F it is necessary to flush the eductors through and use them to
Open Crossover valves to No.2 and No.1 CO613F, CO614F
Close No.2 top line isolating valve CO611F drain the bottom lines. The slop tanks should also be filled to
manifold CO615F
50% capacity.
Close No.2 COP suction valve CO781F
g) Open and then close the drain line valves from the manifolds to
k) Open No.3 COP discharge valves to the eductor and port slop
Close No.2 line sea isolation valve CO562F No.3 drop line one at a time starting with No.3. On completion
tank.
close the crossover valves from No.3 manifold to No.2 and
No.1 manifold.
c) Open the crossover valves from No. 3 bottom line to No.6 COT Position Description Valve
and flush the line to No.6 COT. Position Description Valve Open No.3 COP discharge to the overboard line CO588F, CO587F
Open No.3 manifold drain to No.3 drop line CO621F Open Eductor inlet valve CO578F
Position Description Valve valves Open Eductor discharge valves to port slop tank CO774F, CO544F
Open Crossover valves from No.3 line to No.6 CO539F, CO540F Close No.3 manifold drain valves to No.3 drop CO621F
COT line Open Balance line valves between slop tanks CO543F, CO771F
Open No.6 COT port suction valves CO521F, CO522F Open No.2 manifold drain valves to No.3 drop CO620F Close Starboard slop tank suction valve CO542F
Close Starboard slop tank suction valve CO542F line
Close No.2 manifold drain valves to No.3 drop CO620F
line
d) Close the crossover valves to No.6 COT and open the starboard Open No.1 manifold drain valves to No.3 drop CO619F l) Continue filling both slop tanks to 50% capacity, this will not
slop tank suction valve. line take very long as a thorough line wash will nearly require this
quantity of water.
Close No.1 manifold drain valves to No.3 drop CO619F
line m) Take suction from the starboard slop tank using No.3 COP and
shut the main sea valve and sea isolating valves.

Illustration 2.7.3c Line Wash with No.3 Cargo Oil Pump Vapour
Main Line 125 No.4
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
450 450 450 From AUS CO
Eductor PI 632F 100 100 100
System
CCC 450 450 450
Drain Tank CO
714F PI
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO CO 550
572F 569F CO 774F 544F
PI PI 550 450
784F CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI CO576F
CO
CCC CCC
CO CO773F 549F
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
565F 564F 777F 778F

Section
2.7.3
2.7. - - Page
Page9xofof12
x

Open Starboard slop tank, tank cleaning suction CO776F, CO551F Open Port slop tank eductor discharge valves CO774F, CO544F
valves Open Overboard valve to eductor bypass line CO579F
Open No.3 COP isolating valve to tank cleaning CO560F Open No.1, No.2 and No.3 COP, overboard CO583F, CO584F
suction for starboard slop tank isolating valves CO585F, CO586F
Close No.3 line sea isolating valve CO563F CO588F, CO587F
Close Main sea valve CO566F
q) The stripping pump can be used to drain the separator tanks and
Close Intermediate sea valve CO567F COPs to the port slop tank, after which the vessel is ready for
tank cleaning. Close all valves.
n) Educt dry the bottom and top lines, opening the vacuum breaker
at the manifolds.

Open Eductor suction valve CO577F
Open Eductor suction valves to No.1 and No.2 CO552F, CO553F
bottom lines
Open Eductor isolating valves to No.2 and No.3 CO779F, CO554F
bottom lines
Open No.1, No.2 and No.3 bottom line pump CO550F, CO548F
room isolating valves CO546F
Open Drain lines to No.3 drop line CO619F, CO620F
CO621F
Open Drain lines to No.1 drop line CO616F, CO617F
CO618F
Open Manifold vacuum breaker valves CO724F, CO721F
CO722F, CO723F
Open Crossover valves between No.1, No.2 and CO535F, CO536F
No.3 bottom line CO533F, CO534F
CO531F, CO532F
o) On completion of educting dry the bottom lines, stop No.3

COP and shut all valves with the exception of the four valves
for vacuum breaking the piping system and all three top line
isolating valves.

Open Top line isolating valves CO610F, CO611F
CO612F
Open COP discharge valves to top lines CO589F, CO590F
CO591F
p) The risers for all three cargo pumps can now be drained to the
port slop tank.

Illustration 2.7.3d Line Wash with the Stripping Pump Vapour

Main Line 125 No.4
No.1 Main Line 450 624F 623F 622F 250 250 250
631F 630F Tank
CO (Port)
125
No.4 125 125 125
125 (Port) 629F 125 603F 602F 601F
50 50 50 CO CO
CO597F 724F
PI CO715F CO
640F
400 400 628F
CO594F CO CO 100 100 100
200
596F 598F 450 450 450
CO
M 200 579F PI
CCC CO610F CO607F
To Tank CO 300
Cleaning PI No.6
Main Line
65
(Port) 450 450 450 CO CO
CO CCC PI
450 450 450 From AUS CO
System Eductor PI 632F 100 100 100
Drain Tank CCC 450 450 450
CO PAL 566F
714F PI 125 CO CO CO
Key 606F 125 605F 604F
M CO753F CO CO CO
710F 711F Line Washing 633F 125 125 125
CO CO
No.4 125
592F 728F CO CO CO
Tank 125
CO CO (Starboard)
567F 577F CO CO 450
635F 634F 450
400 200 125 100 100 100 450
PI PI CO
PI PI 573F CO CO
712F 713F
CO 200 200 250
CO CO CO CO 550
572F 569F CO 774F 544F
PI PI 550 450
784F CCC CCC CO545F
400 200
(Port) CO CO
PI PI CO 550 532F 531F
CO 574F
584F CO CO
450 550 CO CO 536F 535F
589F 703F 780F CO 555F CO 546F CO
702F 701F 775F
580F 100 50 50
CO CO 450
CO 772F 547F Tank
PI PI CO575F 350 779F
400 550 CO 521F 517F 513F 509F 505F 501F
PI PI 350
CO 548F CO 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350 450 200 350
586F 543F
CO CO CO CO 522F 518F 514F 510F 506F 502F
590F 706F 781F CO 556F CO CO
CO CO 553F CO 771F
CO 562F 776F
581F 705F 704F 500 350 250
CO 100 50 50
587F CO 200 350 200 350 200 350 200 350 200 350 200 350
400 100 CO 350 CO 350 CO 350 CO 350 CO 350 CO
CO CO 523F 519F 515F 511F 507F 503F
PI PI CO576F
CO
CCC CCC
CO CO773F 549F
350 CO
PI PI 350 250 550F CO 524F 520F 516F 512F 508F 504F
542F
450 550
CO CO CO CO
CO CO CO 563F
No.3 Cargo Oil Pump
No.1 Water
565F 564F 777F 778F

Section
2.7.3
2.7.- Page
- Page
11xofof12
x
Procedure for Line Washing with the Stripping Pump Position Description Valve
a) Line up to flush the stripping pump into the slop tanks. Open Pneumatic discharge valve for each COP
Open Cargo pump drain line master valve CO570F
Position Description Valve Close Stripping pump suction valve CO569F
Open Stripping pump suction to sea crossover CO568F Open No.1 COP drain valves CO701F, CO702F
valve CO580F
Open Stripping pump suction valve CO569F Open No.2 COP drain valves CO705F, CO704F
Open Stripping pump discharge valves to the CO592F, CO579F CO581F
port slop tank CO774F, CO544F Close No.1 COP drain valves CO701F, CO702F
CO580F
Open No.3 COP drain valves CO707F, CO708F
b) Start stripping pump and when vacuum shows on the suction CO582F
side of the pump.
Close No.2 COP drain valves CO705F, CO704F
CO581F
Close No.3 COP drain valves CO707F, CO708F
Open Inner and outer sea valves CO567F, CO566F CO582F
c) Set up the line to flush the stripping pump up the MARPOL On completion of the draining of each cargo oil pump, all valves should be
line discharging to No.4 COTs via the drain lines, and shut the shut. The vessel is now ready to set lines for tank cleaning.
discharge to the port slop tank.

Open Stripping pump discharge valves to No.4 CO631F, CO629F
COT drain lines via the MARPOL line CO635F, CO633F
CO628F, CO632F
CO593F
Close Stripping pump discharge valves to CO579F, CO592F
eductor bypass line
Close Port slop tank eductor discharge valves CO774F, CO544F
d) Start the stripping pump slop tank to slop tank, then strip
through all the cargo pump drain lines one after the other.

Close Main sea valve CO566F
Close Intermediate sea valve CO567F
Close Stripping pump sea isolation valve CO568F
Open Port slop tank stripping suction valves CO772F, CO547F
Open Overboard valve to eductor bypass line CO579F
Open Port slop tank eductor discharge valve CO774F, CO544F
Open Stripping suction line to port slop tank CO779F

,OOXVWUDWLRQD2LO'LVFKDUJH0RQLWRULQJ6\VWHP 2LO'LVFKDUJH
0RQLWRULQJ&DOFXODWRU
&DUJR&RQWURO&RQVROH
7R)URP
6ROHQRLG9DOYH%R[
3XPS5RRP(QWUDQFH
7R95& $ ,1387
% (17(5
& 6723

$872 0$1 67$1'
%<
"""""
'LVFKDUJH9DOYH )UHVK:DWHU 7R$06 2'0(6

WR6HD 6XSSO\ 0$1 $872 $/$50 32:(5
VHLO
&OHDQLQJ ;$
:DWHU
7DQN
&2)
3,
&2) &2)
8SSHU'HFN
3XPS5RRP
'LVFKDUJH 'LVFKDUJH
SSP !SSP
+\GUDXOLF3DQHO
6DPSOH3UREH 5HG
6WUDLQHU 5HG 5HG

2LO&RQWHQW
0HWHU&DELQHW
/LWUH
%OXH %OXH
7HVW3RW
*UHHQ *UHHQ
:%71R3RUW 6ORS7DQN3RUW
'LUW\7DQN
0HDVXULQJ
)ORZ0HWHU 9HVVHO
3UHVVXUH
3UREH &RQWURO$LU
7UDQVPLWWHU
6XSSO\
7R&DUJR
&2)
6WULSSLQJ
.H\ (GXFWRU )URP1R
7R7DQN )URP &23
&OHDQLQJ 6WULSSLQJ &2) &2) 3&
%DOODVW:DWHU 6HW$WEDU
6\VWHP 3XPS
)URP1R
)UHVK:DWHU &23
&2) &2)
&2 &2
&RQWURO$LU ) ) 0
)URP1R
(OHFWULFDO6LJQDO &2) &2) &23 7R3XPS5RRP6OXGJH7DQN
(QJLQH5RRP
+D]DUGRXV$UHD 6DIH$UHD

Section2.7.4
2.7. - Page 1
x of 8
x
2.7.4 OIL DISCHARGE MONITORING EQUIPMENT (ODME) The discharge monitoring of segregated ballast is not required by Annex I of Oil Monitoring and Control System
MARPOL 73/78. Such ballast should be the subject of a surface examination
Maker: Seres prior to discharge. Introduction
Model: SS-3000
Prior to any discharge overboard, the oil monitoring and control system shall The oil discharge monitoring and control system is installed on this vessel
undergo pre-start checks and the input of data variables. The system will to provide the control of overboard discharge by measuring oil outflow
The following IMO regulations and the latest updates relating to the control remain fully operational during all phases of discharge and the printed record concentration. It also computes the rate of discharge and total quantity of oil
of discharge of oil and retention of oil on board should be referred to for all confirming time and date will be retained on board for a period of at least three discharged per ballast voyage.
ballast operations: years.
The system fitted to this vessel consists of the following main elements:
• Regulation 9 of Annex I of MARPOL 73/78
All ballast and effluent discharge operations shall be clearly recorded in the Oil • Sampling system
• Regulation 10 of Annex I of MARPOL 73/78 Record Book Part II which is placed on board in accordance with Regulation
20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout • Monitoring system
• Regulation 15 (3)(a) and (c) of Annex I of MARPOL 73/78
is attached to the corresponding entries and be made available for Port State • Control system
• Regulation 18 of Annex I of MARPOL 73/78
Inspection when required.
The descriptions of these main elements are detailed in the following
Introduction Subject to charter party agreement, oil contaminated water and slops may sections.
be discharged to a shore reception facility at the loading port. Monitoring of
discharges in this case is not required.
Procedures for ballast handling and line washing are in compliance with Sampling System
regulations in accordance with resolution A 586(XIV) and MEPC 51(32)
Prior to the discharge of ballast and oil contaminated water the cargo officer The major components required for the sampling of contaminated oil discharge
amending the discharge criteria of Annex I of MARPOL 73/78 I.E.
shall use the portable cargo monitoring/interface detector, in accordance with the are located in the hazardous area and consist of:
manufacturer’s instructions, to determine the position of the oil/water interface • A sampling pump and motor assembly located on the bulkhead
Line draining shall be carried out in accordance with the procedures detailed
and shall record the resulting measurement prior to the commencement of a between the cargo deck and the foam room
in the approved Crude Oil Washing Operation and Equipment Manual prior to
monitored discharge.
any discharge of extraordinary dirty ballast, oil contaminated water and slops. • The oil content meter and measuring vessel penetration located
It should be ensured that all valves not required for the particular operation above the sampling pump
Regulation 15(3)(a) of Annex I of MARPOL 73/78 specifies that the approved
being undertaken, are kept in a fully closed position. • A control valve assembly (hydraulic panoply)
oil discharge monitoring and control system shall be in operation when there is
any discharge of oil contaminated water into the sea. For this vessel, this means • Referring to illustration 2.7.4a, a single sample probe is provided
all extraordinary dirty ballast water, line flushing and tank washing water from in the ODME system. This is located on the side of the horizontal
Note: When not in use, the cargo overboard discharge valves, CO598 and
the cargo spaces must be monitored using the high overboard discharge. 400mm piping section to the port high overboard discharge main
CO597, should be blanked off using the spade blank and padlocked shut with
line upstream of valves CO597F and CO596F and penetrates to a
the padlock key kept in the possession of the Captain.
Regulation 15(3)(a) makes reference to the Recommendations on International depth of one quarter of the diameter of the discharge pipe.
Performance and Test Specifications for Oily Water Equipment and Oil
Content Meters adopted by the Organization by Resolution A.393(x). That the During operation, the oil monitoring sample system extracts a sample from
system shall be fitted with a recording device to provide a continuous record Procedure for Line Flushing of Oil Discharge Monitoring the probe which is routed through a local manually operated probe isolating
of the discharge in litres per nautical mile and total quantity discharged, or the System valve to the control valve assembly (hydraulic panoply). The sample is drawn
oil content and rate of discharge. through a mesh filter to a three-way zero water pneumatic valve and a two-
A supply of fresh water for system flushing is connected to the three-way zero way circulation stop pneumatic valve before passing to the sample pump
The discharge monitoring of clean ballast is not required by Annex I of water pneumatic valve through a non-return valve. inlet. From the sample pump discharge, the sample is routed directly to the
MARPOL 73/78, providing such ballast was contained in a tank previously measuring vessel.
the subject of tank washing after the carriage of oil. The ballast discharge must During the flushing cycle, the sampling pump takes suction through the two-
not produce visible traces of oil or sludge on the surface of clean, calm water. way circulation stop valve, passes clean water through the measuring vessel The sample, after passing through the measuring vessel (analysis section), is
It is recommended however, that all such extraordinary clean ballast discharges before returning to the flow detector and three-way backflush valve where it is returned to the hydraulic panoply. The sample passes through the in-line flow
are monitored in order that determinative evidence is gained that the oil content routed to the sampling probe. detector/indicator, a manually operated flow regulating valve and a three-way
of such discharges does not exceed 15ppm, notwithstanding the absence of backflush pneumatic valve before being discharged to the port side slop tank.
visible traces.

A supply of fresh water for system flushing and calibration is connected to the Control Unit – Alarms, Controls and VDU Displays • Ship’s speed too low
three-way zero water pneumatic valve. During flushing/calibration cycles, the
Introduction • Water failure
sample pump passes clean water through the measuring vessel before returning
to the flow detector and three-way backflush valve, where it is routed to the • Motor pump wrongly powered
sampling probe. The control unit has a user’s access code, which must be entered prior to the
• Calibration failure
changing of input data.
The air supply for the panoply mounted flow indicator/detector is taken from • Oil content meter failure
the instrument air system and is regulated to 1.2 bar. Control Unit Panel Facilities • Printer paper failure
• Ships position indicating failure
• VDU intensity control
Monitoring System - Engine Room
• Mains supply indicator Automatic and Manual Input
The signal is derived from the analysis of the sample water being passed
through the measuring vessel from the sampling pump. The measuring cell • Alarm indicator/acknowledge pushbutton Automatic Inputs
works on a principle of optical analysis whereby a laser diode, operating in the
• Auto/manual key switch
infrared wavelength and through a fibre optic cable, transmits a beam of light • Concentration of oil in parts per million (ppm) as a real value
across the sample. Compensation for entrapped air and particle content is made • Keyboard derived from the installed oil content meter.
by a compensation cell to avoid light transmission loss. • Visual display unit • Time (based on GMT) and date, is pre-programmed until the
• Thermal printer year 2020. The memory is maintained for a maximum of three
Light scattered by the oil content is detected by the measuring cell and a
months by a rechargeable battery back-up regardless of mains
scattering detector which discriminates any deflection from solids which might
disconnection.
otherwise cause spurious alarms. The ratio of scattered light to compensated Alarms and VDU Displays
transmitted light is directly related to the oil concentration and this ratio is • Effluent outflow rate is obtained from the installed flow meter
In case of an alarm condition the (red) alarm indicator will illuminate together system.
converted to an electrical signal for further processing by the oil content meter
with an audible alarm from the control unit.
electronics. • The ship’s speed through the water, is obtained from the ship’s
Pressing the alarm indicator pushbutton will acknowledge the specific alarm speed log.
To ensure visual analysis, a pneumatic piston, fitted with a two wiper seal,
condition and cancel the audible alarm. The alarm indicator lamp will stay lit • The ship’s position is obtained from the ship’s GPS.
automatically cleans the measuring vessel. The self-calibration system
until the fault is rectified.
(zeroing) is operated automatically and controlled by the control unit according
to the specific keyboard command. Manual Inputs
Any message currently displayed on the VDU will be accompanied by a new
message at the bottom of the screen, detailing which alarm parameter has Manual inputs are not normally required except for the verification of the
Control Unit – Cargo Control Room occurred and (where applicable) the rectification procedure that should be sample channel and the selection of total oil reset, total oil limit and ship
followed. This can be displayed upon demand. situation data.
The control unit provides the means of total supervision of the monitoring and
sampling system and performs the function of a computer and recording device
in respect of allowable discharge operations. The alarms (programmed and non-programmed) incorporated within the
control unit microprocessor include the following: Outputs Recorded
The digital visual display unit shows the data for any current discharge • 30 litres/nautical mile exceeded Introduction
situation and gives instantaneous alarm indication. • Discharge valve incorrectly open The outputs from the control unit are recorded by the thermal printer. Each
A thermal printer is incorporated within the cabinet to provide data required in • Total oil limit exceed record must be retained for at least three years.
compliance with IMO Resolution A.586(XIV). • 15ppm exceeded
The printer provides a listing every 10 minutes during operation and will
Access to data input, operating mode etc, is through the 16 pushbutton • 100ppm passed provide immediate and additional listings such as:
keyboard located on the unit. • 999ppm range exceeded • Each time the equipment is switched on
• Discharge flow under minimum range • Each time an alarm is raised
• Discharge flow range exceeded • Each time data is changed or revised
• Flow meter failure • Each time there is an increase of 10 litres/nautical mile in the
• Ship’s speed too high > 20 knots quantity of oil being discharged

Notified Outputs Flow Rate Indicating System ,OOXVWUDWLRQE&RQWUROOHU)ORZ&KDUW

The printer will provide the following data according to the sampling mode: The ODME control unit is provided with an automatic input rate of effluent
discharge from the 350mm discharge line leading to the port high overboard ,QSXWRI&KDQQHO
• Date (Day/Month/Year) and time (24 hours GMT) &RQWURORI&KDQQHOWR0RQLWRU
valve. WR0RQLWRU
• Channel selected manually selected (No.l)

• State of discharge (permitted/prohibited) The flow rate indicating system consists of a probe located in the horizontal
section of the upstream discharge line of the ODME sampling probe. Linked to )ORZ,QSXW
• Position of discharge valve (open/closed) the probe is a DP transmitter. The low pressure and high pressure impulse lines
• Flow rate input value from the probe are connected to the transmitter mounting valve block. *366LJQDO,QSXW
• Total oil limit in litres - manually input

• Power on/power off Ship’s Speed and Position Indicating System
6HW3RLQW3DVVHG$ODUP/QP
• Monitoring The system receives a signal from the GPS and electromagnetic speed log, the
transmitted signals of which are cabled directly to the ODME control unit. 0DQXDO
)ORZ,QSXW
• Instantaneous rate of discharge of oil in litres/mile
• Total quantity of oil discharged Discharge of Ballast and Contaminated Water 2YHUSSP$ODUPLQ,QERDUG7UDQVIHU
• Input value of oil content in ppm 6SHHG,QSXW/RJ
• Ship’s speed input value Ensure that line flushing has been completed prior to discharging any ballast
or oil contaminated water. All valves not being used for the discharge are to
be kept shut. 2LO&RQWHQW0HWHU&RQWURO
Recording range:
0DQXDO
6SHHG,QSXW &RQWUROOHU
• Time: 0 to 23h 59m Pre-operational Checks for Oil Discharge Monitoring and
• Ppm concentration: 0 ~ 1000(1K) Control System 6WRS'LVFKDUJH
• Overboard discharge flow rate in m3/h: 0 ~ 2500 Prior to setting the oil discharge monitoring and control system, and prior
2LO&RQWHQW0HWHU,QSXW
• Speed ov vessel in knots: 0 ~ 21 to the commencement of a ballast or oil contaminated water discharge, the
following checks must carried out:
• Total quantity of oil discharged in litres: 1/30,000 x total cargo 'LVSOD\
'DWH*367LPH
0DQXDO,QSXWRI
Other data is listed or displayed on the VDU, as appropriate, according to Engine Room 2LO&RQWHQW0HWHU
specific operating parameters or malfunctions, i.e., vessel under voyage, etc. a) Ensure that the 440V supply is available to the sample pump
/QP
7RWDO
&KDQQHO
)ORZ
6SHHG /LPLW
motor starter. *36
$QDO\VLV,QSXW2UGHU
Starting Interlock
b) Check that the 220V mains supply switch in the oil content
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied :RUNLQJ&RQGLWLRQV
meter cabinet is ON. ,QSXW'LVFKDUJH9DOYH2SHQ 0HVVDJHVLQ(YHQW
by electrical control between the control unit and a relay based on interlock RI$ODUP
circuits contained in the cargo valve console.
c) Ensure that the air supply to oil content meter is available.
Discharge Valve Control d) Ensure that the clean water supply is available.
7RWDO2LO
3ULQWHU
/LPLWHG,QSXW
Fully automatic discharge valve control is arranged in compliance with 'DWH*367LPH
paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of overboard valve /QP 7RWDO2LO
CO597 and slop tank return valve CO596.
*36 $OSKDQXPHULFDO
6LJQDO,QSXW 0HVVDJH

On Deck Operation of the Oil Discharge Monitoring and Control SAMPLING POINT & FLOW RATE RANGE 2
a) Take oil/water interface readings of the heavy weather ballast System Ballast Monitor PPM 3
tank(s) and/or of tank washings contained in the slop tanks by
SPEED 4
using the MMC detector.
Programming Procedure for the Ballast Monitor FLOW RATE 5
b) Ensure that an adequate air supply is available to the monitoring TOTAL OIL LIMIT 6
When the line flushing and pre-operational checks have been carried out, the
system.
following operating procedures are carried out at the control unit panel: RESET TOTAL OIL 7
c) Check and adjust the regulator serving the hydraulic panoply DISCHARGE CONDITION 8
a) Inform the bridge and engine room watches that discharge of
mounted flow detector to 1.2 bar.
ballast or slops is in progress. The bridge look-out should report LIMIT TOTAL OIL 8
to the OOW any oil or discolouration visible in the outflow or
d) Open the fresh water flushing/calibration shut-off valve. TYPE OF CARGO 9
wake of the vessel. A seaman, equipped with a radio, should
ideally be stationed above the overboard discharge to warn the ACROSS RUNNING A
e) Check that all drains valves in the monitoring system are
OOW of any oil or discolouration, especially when the level in BACK FLUSHING B
closed.
the tank is low.
CALIBRATION C
Note: Do not touch the hydraulic panoply flow regulating valve unless b) Set the control unit main switch to AUTO. AFTER DATA INPUT SAVE
absolutely necessary. The valve is preset during commissioning to give
a sample flow of between 700 and 750 litres/hour through the ODME The screen displays STAND BY conditions.
system. Note: The operator has two minutes to enter each item. If no new data is
STAND BY 15/03/2000 17:15 PROCEEDING entered after this time, the display returns to the original page.
f) Open the sample probe isolating valve.
Note: The following instructions are on the basis of programming all
Cargo Control Room variables at the outset of monitoring. If only one variable is to be changed,
then, following correct data entry, press key SAVE to return the unit to its
a) Ensure that 220V power is available to the ODME control
After a few seconds the screen changes to: correct monitoring or standby mode.
unit.
b) Set the key switch to AUTO. STAND BY 15/03/2000 17:15 PROCEEDING Transfer Mode
Press the 0 button to display the chosen page:
c) Check that the control unit printer has sufficient paper. MAN
0 --- OVERBOARD TRANSFER
d) Inform the engine room of the cargo pump requirements.
After a further few second the screen displays: 1 --- INBOARD TRANSFER
e) Start up the hydraulic power pack and open the relevant cargo
valves.
STAND BY TYPE INPUT TO CHANGE DATA a) If the input data is correct, press the INPUT key to proceed to
DISCHARGE PROHIBITED the next step.
f) Inform the OOW of an impending discharge. Make an initial
entry in the Oil Record Book. SAMPLING PUMP CONDITION STOPPED
b) If the input data is incorrect, press 0 to restart the mode.
VALVE CONDITION CLOSE
c) When the data input is completed, press the SAVE key to return
Note: In respect to programming any one variable, the operator must first to the standby mode.
access the INPUT DATA AND PROCEDURE page.
Press the INPUT key, the INPUT DATA AND PROCEDURE page appears as
follows:
INBOARD TRANSFER 0
DATE AND TIME 1

Entering the Data and Time - if the Displayed Data is Incorrect c) If the input data is incorrect, press 3 to restart the mode. b) If the input data is correct, press the INPUT key to proceed to
the next step.
a) Press key 1, the date time page will appear. d) When the data input is completed, press the SAVE key to return
Example: to the standby mode. c) If the input data is incorrect, press 5 to restart the mode.
DD MM YYYY GMT
15 03 2000 17:15 d) When the data input is completed, press the SAVE key to return
Entering the Ship’s Speed and GPS
to the standby mode.
This information is obviously incorrect. To change it, follow the instructions a) Press key 4 and wait for the speed and GPS page to appear.
given on the VDU screen. Manual input is to be revised according to variations in the discharge rate.
Speed Input:
For example, to enter the following data 04.06.2004 14h20 type as follows: Entering the Total Oil Limit Data
On automatic: Press key AUTO, this is the normal operating status.
0+4+0+6+2+0+0+4+1+4+2+0 This calculated value corresponds to the total quantity of oil that may be
On manual: Press MAN+NUMBER+NUMBER+NUMBER.
discharged into the sea during the ballast voyage.
b) If the input data is correct, press the INPUT key to proceed to
the next step. Enter the current vessel speed between 1 and 20 knots, multiplied by factor of For this vessel, the total quantity of oil discharged into the sea during
10, the decimal point will position automatically. successive discharge operations is limited to 1/30,000 of the total quantity
c) If the input data is incorrect, press 1 to restart the mode. of the particular cargo of which the residue formed a part. For example, to
For example 14.9 knots in manual: establish TOTAL OIL LIMIT, assume homogeneous cargo of 105,000 tonnes
d) When the data input is completed, press the SAVE key to return MAN+1+4+9 oil (S.G. 0.85) was carried on the previous loaded voyage. Total oil limit may
to the standby mode. be calculated as follows:
GPS Input: 105,000 divided by 30,000= 3.500 tonnes
Sample Point and Flow Rate Range
a) Press key 2 and wait for the sample point and flow range On automatic: Press key AUTO, this is the normal operating status. Convert this figure to m3 by dividing by the SG, and convert this result to litres
display. On manual: Press MAN. by multiplying by 1,000. e.g. 3.500/ 0.85 x 1000 = 4,117 litres. Enter this value
using the keyboard.
SAMPLE POINT : NUMBER
b) If the input data is correct, press the INPUT key to proceed to Press key 6 for the display of the TOTAL OIL LIMIT page, and enter the data
a) If the input data is correct, press the INPUT key to proceed to the next step. in litres.
the next step.
c) If the input data is incorrect, press 4 to restart the mode.
For example to input 4,117 litres in manual:
b) If the input data is incorrect, press 2 to restart the mode.
d) When the data input is completed, press the SAVE key to return 0+4+1+1+7
c) When the data input is completed, press the SAVE key to return to the standby mode.
to the standby mode. b) If the input data is correct, press the INPUT key to proceed to
Manual input is to be updated to reflect any changes in the speed or position the next step.
of the vessel.
Entering the PPM Information
c) If the input data is incorrect, press 6 to restart the mode.
a) Press key 3 and wait for the PPM page to appear.
Entering the Ship’s Effluent Discharge Flow Rate
d) When the data input is completed, press the SAVE key to return
On automatic: Press key AUTO this is the normal operating status. a) Press key 5 and wait for the DISCHARGE FLOW RATE page to the standby mode.
to appear, a flow rate, m3/h is displayed.
On manual: Press MAN+NUMBER+NUMBER+NUMBER
For example to input 312pp in manual: On automatic: Press key AUTO this is the normal operating status.
MAN+3+1+2
On manual: Press MAN+NUMBER+NUMBER+NUMBER.
the next step. For example to input 2,500m3/h in manual:
MAN+2+5+0+0

Resetting the TOTAL OIL LIMIT to Zero d) When the data input is completed, press the SAVE key to return Procedure to Execute a Calibration Cycle
Press key 7 and display the TOTAL OIL LIMIT page. to the standby mode.
The ODME is equipped with an automatic calibration device which can avoid
a) To reset the TOTAL OIL LIMIT to zero, press the following the handling of hydrocarbons by the operator and it is recommended that the
Entering the Type of Product Data
keys: procedure should be adopted prior to each discharge operation.
a) Press key 9 and a list of product codes appears on the VDU
screen. a) Following the display of the INPUT DATA AND PROCEDURE
0+0+0+0+0
b) If the input data is correct, press the INPUT key to proceed to page, press key 3 to check that the ppm information is on
b) Choose the code corresponding to the product carried by the automatic. If the ppm information input is manual, the
the next step.
vessel on its last loaded voyage and before ballast discharge. calibration cycle cannot be made.
c) If the input data is incorrect, press 7 to restart the mode. LIGHT DIESEL
b) Press C + ENTER on the keyboard to display the calibration
0 = (Kerosene, Minas, Arabian light, Nigerian medium) mode.
d) When the data input is completed, press the SAVE key to return
to the standby mode. HEAVY OILS
c) In the automatic calibration mode, enter the required time that
1 = (Bachaqueros, Residual fuels)
the calibration should take place The system will now carry out
Note: Do not reset the Total Oil Limit if the effluent discharge is subsequent LIGHT CRUDE OILS an automated calibration at that time every day.
to an earlier discharge during the same ballast voyage.
2 = (Sahara, blend, Saharien)
d) During the calibration the printer will produce the following
Note: THE TOTAL OIL LIMIT reset facility, detailed above, is to be used LIGHT DISTILLATE OILS record:
only if the SHIP SITUATION data is required to change or the oil residue 3 = (Leaded and unleaded gasoline) • START CALIBRATION
remaining from the previous loaded voyage have been properly discharged.
• DISCHARGE PROHIBITED
Where an oil contaminated deballasting or effluent discharge operation has Across Running
• DATE TIME
been staged, suspended or interrupted during a specific ballast voyage then the To carry out the cleaning of the sample pump, ppm measurement unit and the
record of the TOTAL OIL LIMIT must be left unchanged pending completion • CHANNEL
return lines.
of the ballast passage. • SPEED
Note: The PPM value must be in the AUTO position because of zero • PPM
Entering the Ship’s Discharge Condition settings.
• FLOW RATE
a) Press key 8 to display the discharge condition:
a) Press key A + ENTER and the across running is displayed and • OVERBOARD VALVE POSITION
started.
PROCEEDING: 0
e) During calibration the sampling pump draws oil-free water from
• Proceeding (normal situation). Monitoring of discharge from b) Press the SAVE key to stop at any time. the clean water supply. The zero is automatically adjusted.
vessels outside the special zones. Discharge limit to 999ppm,
30 litre/nm and total oil limit. The total oil limit computation is f) If the ODME is unable to complete the automatic adjustments,
Backflushing
printed every 10 minutes. a CALIBRATION FAILURE alarm is set off.
To backflush the entire sampling system.
CLEAN BALLAST: 1 g) Refer to the troubleshooting page and make the necessary
a) Press key B + ENTER and back flushing is displayed and rectifications.
• Clean ballast. Discharge limit to 15ppm. No computing
started.
functions.
To start a manual calibration cycle press the MAN key and the system will
This mode may be used for cleaning the unit and to check the sample pump carry out a calibration cycle over the next six minutes.
operation. Discharge overboard is prohibited in this mode.
the next step.
At the end of the calibration cycle, the control unit will revert to its position
c) If the input data is incorrect, press 8 to restart the mode. Note: The ppm value must be in the AUTO position because of zero before commencement. Generally the calibration/flushing cycle will take
settings. between 4 – 5 minutes to complete and consume approximately 80 litres of
fresh water.
b) Press the SAVE key to stop at any time.

Note: Always ensure that the sample channel is open i.e. the manual isolating a) Stop the discharge pump and secure the cargo system. d) Be prepared to stop discharging at the 30 litre/nm alarm limit.
valve at the probe is open and that the discharge line is not under pressure.
b) Dependent on the malfunction, attempt to rectify the fault using e) Be prepared to stop discharging at the Total Limit Alarm.
the troubleshooting page shown on the control unit display.
Manual Override Key Switch Note: Always ensure overboard valve CO597 closes and the recirculating
In the event of equipment failure an manual override switch is provided to valve CO596 opens on reaching an operational or alarm status.
Commencement of Ballast or Contaminated Oil Discharge
enable safe control of the discharge. When in the position MAN the discharge
valve controls can be activated by the operator. The printer will only produce Shut Down Procedure
a) Ensure that all line flushing/tank washing operations are
the following legend:
properly completed.
On completion of discharge operations.
‘MAN DISCH CONTROL’ with the date and time
b) The oil discharge line will be higher than the cargo system
discharge line. a) Stop the discharge pump.
Action in Case of ODME Alarm
c) Ensure all the pre-operational checks for the ballast monitor b) Open the recirculating valve CO596, the overboard valve
In the case of exceeding an operational limit, or receiving an equipment system have been completed. CO597 closes.
malfunction alarm, all overboard discharge operations will be stopped by
the control system pending further effluent processing (if possible) or system d) Check that the IG plant is available and on standby, and that all c) Ensure that the ODME system executes the full calibration/
rectification. the relevant IG/vent distribution systems valves are set to their flushing cycle to completion.
correct positions.
The action, in the case of manual (override) operation, consists of stopping the d) Ensure the print recorder shows completion of operations.
discharge pumps and closing the overboard valve. e) Set up the ODME control unit as described previously.
e) Switch off the oil content meter and control unit. Open the
The important parameters being:
If the instantaneous rate of discharge (30 litre/nm) is exceeded. sample pump isolator, if automatic flushing is not required.
• Ship’s situation
a) Stop the discharge pump and secure the cargo system main • Type of product f) Isolate the sample probe and fresh water supply valves as long
valves. as auto-flushing is not required.
• Total oil limit
b) Allow further time for oil/water interface formation. g) Execute the final line flush to the port slop tank on completion
f) Execute a manual calibration/flushing procedure. of the contaminated oil discharge.
c) If it is known that contamination has occurred, immediately use
Slowly run up the discharge pump to induce suction and prevent surging and h) Secure the discharge system.
clean water to flush the lines into the port slop tank.
divert the flow into the port slop tank through recirculating valve CO596. When
the instantaneous rate of discharge is stabilised at a low reading, the overboard i) Make the appropriate entry in the Oil Record Book - Part II
d) Take interface readings.
discharge valve CO597 will open and recirculating valve CO596 will close. which is to be countersigned by the Master.
Run the discharge pump at a suitable speed with the required outflow rate and
e) Try discharging again at a reduced flow rate, carefully observing
observe the litre/mile instantaneous rate output carefully.
the outflow quantity. Note: The system should execute an automatic calibration/flushing cycle
every 24 hours when in standby mode. When this is not required ensure that
f) If a further discharge is impossible even though not exceeding Periodic Checks during the Discharge the power switch on the front of the control unit is in the OFF position and
the 30 litre/nm limit, retain the oil contaminated water for items e) and f), above are isolated.
discharge to a shore reception facility at a later date. a) Carefully observe any diminishing tank levels.
If the total quantity limit is reached: b) Slow down the discharge pump when there is approximately
a 1m level remaining in the tank, in order to avoid vortex
a) Stop the discharge pump immediately and secure the cargo formation and possible disturbance to the oil layer.
system.
c) Station a watchkeeper, with a radio, above the discharge point
If the ODME suffers a malfunction or failure. to provide an early warning of water discolouration.

PART 3: CARGO OPERATIONS - CONTROL AND INSTRUMENTATION
3.1 Control Systems

3.1.1 Control System Overview
3.1.2 Mimic Panels
3.1.3 Control of Valves and Pumps
3.1.4 Loading Computer
Illustrations
3.1.2a Mimic Diagram for Ballast System (i)
3.1.2b Mimic Diagram for Ballast System (ii)
3.1.2c Mimic Diagram for Cargo and Tank Cleaning System (i)
3.1.2d Mimic Diagram for Cargo and Tank Cleaning System (ii)
3.1.3a Cargo Oil Pump Control Panel on Cargo Console
3.1.3b Open/Close Command Button
3.1.3c Intermediate Position Type Valve Controller
3.1.3d Stripping Pump Control Panel
3.1.4a CargoMax Main Screen Display
3.1.4b CargoMax Ballast Screen Display

3.1 CONTROL SYSTEMS The cargo stripping pump is warmed through locally but its starting and
stopping and speed control is carried out from a panel on the cargo control
3.1.1 CONTROL SYSTEM OVERVIEW console.
The cargo oil tank levels are monitored by the Saab TankRadar G3 system. Both electrically driven ballast pumps are started from the cargo control
The transmitter units send signals to the level unit in the hydraulic valve room console when sufficient electrical power is available. If there is insufficient
which then processes the information and sends data to the workstation display power available when the start request is made, the main switchboard power
units mounted in the cargo control console. A printer is linked to these two management system (PMS) will initiate the starting of an additional machine,
Saab workstations. when the extra electrical load capacity becomes available the start command
will be carried out.
Each cargo tank, including both slop tanks, has an Omicron independent
transmitter for providing an overfill alarm which activates at 98.5% capacity The main console includes system operating gauges including suction,
with an indicator alarm panel fitted in the cargo control console. Additionally, discharge, speed and amps (load) both for the cargo oil and ballast pumps,
the Omicron overfill alarm system monitors the HFO bunker tanks and will cargo stripping pump, cargo and ballast eductors and the ballast pumps as
initiate an alarm at 98.5% capacity. appropriate. Additionally, there are bearing temperature readouts on the
bulkhead stuffing boxes, upper and lower pump bearings and cargo and ballast
A Hanla electro-pneumatic transmitter system monitors the ship’s draught, pump casing temperatures.
forward, aft and midships, which is displayed on the cargo control console.
The Hanla system also monitors the following tanks which are displayed via The inert gas main plant is prepared and started from the CECR. The IG control
the Saab monitors and CargoMax loading computer: console also includes a continuous recording of the IG pressure in each inert
gas main and the O2% level on the outlet from the blowers.
• Water ballast tanks
• Distilled and domestic fresh water tanks The cargo and ballast valves are represented on mimic panels with control
• HFO bunker tanks of the valves via switches and pushbuttons. Manually operated valves in the
system which are represented on the mimic panels have operator aid memory
• HFO service and settling tanks buttons.
• DO bunker tank
The hydraulic power pack for the cargo valve system is remotely operated
• DO service tank from the cargo console, the console also contains a system pressure indicator
• HFO and LO purifier sludge tanks and system alarms.
• Main engine LO sump tank
A Hanla vapour emission control (VEC) monitoring panel is fitted on the main
• Drain tank console, the sampling unit for this system is located in the port midships deck
• Boiler feed water cascade/filter tank stores.
A CargoMax online loading computer is supplied, which interfaces with a Located in the CECR is the gas sampling monitoring units. The main system
designated workstation. monitors for hydrocarbon explosive gases in the ballast tanks, air conditioning
air intake, package air conditioning air intake, galley and engine room intakes
An automatic unloading system (AUS) is provided to allow automatic stripping and paint store. The pump room system monitors for hydrocarbon, O2 and H2S
of the cargo tanks and is controlled from the cargo control console, see section content.
1.3.3 for details on the AUS system.
The turbine driven cargo pumps are warmed up and started from the cargo
control console. The cargo control console also contains emergency stop
buttons for the cargo pumps plus an alarm and monitoring display panel,
additionally the cargo oil pump vibration monitoring display is mounted on
the console.

Section
3.1.1
3. - Page 1
x of 1
x
3.1.2 MIMIC PANELS The open/close valves are represented by two buttons, which operate the valve
(Illustrations 3.1.2a/b/c and d are shown on the following pages.) to the fully open or fully closed positions.
Two mimic panels are provided on the cargo control console showing the The valves that are locally/manually operated are represented by a button,
layout of the complete ballast and cargo systems. The mimics provide a which indicates the position of the valve and serves as a memory aid to the
graphical display of the system pipelines, position of tanks and valves. All operator.
items on the display are clearly labelled.
A centre sprung three position switch accompanied by an indicator, which

indicates the percentage opening of the valve, represent the intermediate
opening hydraulic valves.
,OOXVWUDWLRQD0LPLF'LDJUDPIRU%DOODVW6\VWHPL
)URP,*
7R&DUJR
1R:%73
6\VWHP
6\VWHP
1R9(17)$1 1R9(17)$1
67$57 67$57 67$57 6723

6723
(;+$867 6833/<
6WDUW3XVKEXWWRQZLWK %$) %$)

&12
5XQQLQJ/DPS
67$57 1R
67$57 &12 %$//$673803 &12
6WRS3XVKEXWWRQ %$)
1R:%73
6723
%$) %$)
2SHQ&ORVH9DOYH3XVKEXWWRQ %$) %$) &12
6723
ZLWK,QGLFDWLRQ/DPS
&/26( 23(1 1R:%3803 1R
&12 %$//$673803 %$ &12 %$)
&RQWLQXRXV9DOYH6ZLWFK %$)
&12 ZLWK,QGLFDWLRQ/DPS
%$) %$)
%$)
%$) %$)
%$)
67$57 %$) %$)
/('IRU&RQWLQXRXV9DOYH
)8// )8//
23(1 &/26(
127,&(
6723 &217,182869$/9( 23(1&/26( %$) 675,3
&21752/6:,7&+
0HPRU\6ZLWFKIRU 1R:%3803 &21752/6:,7&+ &12
5(7851721(875$/
%$) %$) ('8&7(5
326,7,21$)7(5
/RFDO0DQXDO9DOYH 23(5$7,21
&12
&/26(23(1 1R %$)
6& %$)
:%76
%$) 1R:%76

,OOXVWUDWLRQE0LPLF'LDJUDPIRU%DOODVW6\VWHPLL
1R:%73 1R:%73 1R:%73 1R:%73 1R:%73 1R:%73 1R

:%73
&12
&12
)37.
%$)
%$) &12 &12 &12 &12 &12
&12
%$) %$) %$) %$) %$)

%$)
%$)
&12
%$) %$)
&12 &12 &12 &12 &12 &12
%$)
%$) %$) %$) %$) %$)
1R
1R:%76 1R:%76 1R:%76 1R:%76 1R:%76 1R:%76 :%76

Section
3.1.2
3. - Page 2
x of 4
x
,OOXVWUDWLRQF0LPLF'LDJUDPIRU&DUJRDQG7DQN&OHDQLQJ6\VWHPL
)520,*60$,1/,1(
&2) &2)
&2)
&2)
&2)

2'06 &2)
5(027( 35(3$5$7,21
(0&<6723 23(5$7,21 ),1,6+ &12 727$1.&/($1 &2)
833(5'(&. 0$,1/,1( &2)
/2:(5 67($'< 5$,6(
6/23 1R
&2)
:$50,1* 67$57 $86/($. 7$1.3 :%73
83581 581 2,/7$1.
&2) &2) &2)
6($9$/9( 6& &2)

12&23803 38035220
6723 &2) /($.
67($0785%,1( %,/*(+,*+
$/$50
&2)
&2) &$5*2
&2) 675,33,1*
35%,/*(+,*+ &2) ('8&725
5(027( 35(3$5$7,21
23(5$7,21 ),1,6+ &2) &2) &2) &2)
(0&<6723 675,33803
/2:(5 67($'< 5$,6(
&2) &2)
&2)
&2)
:$50,1* 67$57 &2)
&2)
&2) $86
83581 581 &12 &2)
&2) 9$&
&2)

12&23803 &2) &2) &2) &2)
6723 &2) &2
67($0785%,1( &2) &2)
)
&2) &2) &2)
1R&23 &2) &2)
&2)
$86 &2)
5(027( 35(3$5$7,21 &12
23(5$7,21 ),1,6+ 9$&
(0&<6723 &2) &2)
/2:(5 67($'< 5$,6(

&2) &2) &2) &2)
&2) &2
:$50,1* 67$57 &2) &2)
)
83581 581
&2) &2) &2) &2)
1R&23
12&23803

6723 $86 &2)
67($0785%,1( &12 &2) &2)
9$&
&2) &2) &2)

&2) &2) &2)
127,&( &2)
&2) &217,182869$/9( 23(1&/26( &2
&21752/6:,7&+ &2) &2) &2) )URP%DOODVW/LQH
5(7851721(875$/
&21752/6:,7&+ ) &2)
326,7,21$)7(5 &2) &2)
23(5$7,21
&12 1R&23 &2)
&/26(23(1

&2) &2)

Section
3.1.2
3. - Page 3
x of 4
x
,OOXVWUDWLRQG0LPLF'LDJUDPIRU&DUJRDQG7DQN&OHDQLQJ6\VWHPLL )/$0(
$55(6725
63,//7$1. 1R
&273
0$,132:(5 &20021$/$50 +<'5$8/,&32:(581,7&21752/
&2) &2) &2)
&2) &2) &2)
&2 3803 3803 3803
&2) &2) &2) /($' 2)) /($'
&2) &2) &2) )
&2) &12
$&932:(5
1R&273 )$,/$/$50
&2) &2) &2)
%8==(5
&2) .(<
&12 35(6685(*$8*( 38036(/(&7,21
&2) &2) &2)
'&932:(5 3803 3803 6WDUW3XVKEXWWRQZLWK
)$,/$/$50
&2) 5XQQLQJ/DPS
&12

67$57

32:(5 32:(5 +3832:(5 +,*+2,/7(03
&2) $&921
$&.12:/('*( %8==(5 21 )$,/$/$50 $/$50
21 6WRS3XVKEXWWRQ
1R 6723
6723
&276 &2) &2) &2)
&2)
'&921 +,*+2,/ +,*+2,//(9(/ 2SHQ&ORVH9DOYH3XVKEXWWRQ
/$03
2
%8== 67$57 67$57 35(66$/$50 $/$50 ZLWK,QGLFDWLRQ/DPS
21
2))
&/26( 23(1
&2) &2) &2)
&2) &2) &2)
&2) &2) &2) &2) &RQWLQXRXV9DOYH6ZLWFK

&12
/2:2,/ /2:2,//(9(/ ZLWK,QGLFDWLRQ/DPS
32:(56285&( /$03%8==(57(67 6723 6723
35(66$/$50 $/$50
&2) &2) 63,//7$1.
6/237$1.3 12&273 12&273 12&273 12&273 12&273 12&273

/('IRU&RQWLQXRXV9DOYH
)8// )8//
23(1 &/26(

0HPRU\6ZLWFKIRU
/RFDO0HQX9DOYH
&2) &2)

3RZHU2Q/DPS
&2) &2)
&12
&2) &2) $ODUP/DPS

&2) &2)

&2)
&12 &12 &12 &12 &12
&2) &2)
0XVKURRP7\SH

6WRS3XVKEXWWRQ
&12 &2) &2) &2) &2) &2) &2) &2) &2) &2) &2)

&2)
&12 &2) &2)

&2)
&2)
&12 &12 &12 &12 &12 &12

&2) &2) &2) &2) &2) &2)
&2) &2) &2) &2) &2) &2)

6/237$1.6 12&276 12&276 12&276 12&276 12&276 12&276

Section
3.1.2
3. - Page 4
x of 4
x
3.1.3 CONTROL OF VALVES AND PUMPS The main cargo oil pump turbines can be tripped in an emergency either from The steam reciprocating stripping pump steam lines are warmed locally in the
the local position, at the bottom plates level in the pump room and from each pump room. This is done initially by opening the steam master valve, which
The control of the valves for cargo and ballast operations is conducted from the midships manifold area. is controlled from the cargo control console, and then partially opening the
cargo control mimic panels as previously described in 3.1.2 Mimic Panels. steam regulating valve, which is controlled by the speed setting regulator on
The hydraulically operated cargo oil and ballast system valves can be divided the cargo control console.
The cargo oil pump regulating AUS discharge valves are controlled in either into two separate operating types, either the valves can be operated from fully
manual or automatic mode. The valve position in manual operation is regulated open to fully shut or vice versa, or they can be set to any intermediate position Illustration 3.1.3d Stripping Pump Control Panel
by the pneumatic regulating control knob situated on the automatic unloading between 0 to 100%. All of these valves are the butterfly type. STROKE COUNTER DISCHARGE
system control panel. In automatic mode, the level in the separator will auto-
matically control the discharge valve opening position, thus ensuring that the The fully open/shut type valves are operated by individual sets of control STRIPPING PUMP
main cargo pumps are able to remove as much cargo from the tanks as possible. buttons, one green (open) and one red (close). When a command button is STROKE COUNTER
When the level in the separator can no longer be maintained, indication will pressed, for example to open the valve, initially the red button will be lit. The
be displayed on the automatic unloading panel informing the operator that operator must press the corresponding green button down for a few seconds, rpm
stripping is completed. when this valve begins to flash green, the operator can then remove their
finger. The open (green) indication will continue to flash until the valve has
STROKE
The steam lines for main cargo pump turbines are warmed through locally and fully reach its command position, at this point the light will become a steady MEAS
all the ancillary systems are made ready for operation of the cargo oil pumps. green and the red light will be extinguished. The same principle applies when IN
When the cargo oil pump systems are ready, the warming up process for each the valve is closed.
pump turbine is initiated from the cargo console when in REMOTE mode. RUN
During this period operational checks will be carried out locally. When the
SET
warming up process is complete the cargo oil pump turbines can be run up to Illustration 3.1.3b Open/Close Command Button
minimum speed, at this point the turbine trips should be tested. When all the CALL RUNNING
tests and operational checks have been completed, the cargo oil pump turbines 30 rpm
can be used as required. The speed of each pump turbine is controlled by a

governor control handle on the cargo mimic panel. This panel also contains SOURCE REST
indication of when each cargo oil pump turbine is in remote operation and
when preparation of the warming up process has been completed. Additionally, SHINKO IND. LTD.
each turbine panel has start/run, stop and an emergency stop buttons. KM-300
The intermediate position valves can be set to any position between 0 and SPEED SETTER
100%, these valves have a three position command button, close, neutral and
,OOXVWUDWLRQD&DUJR2LO3XPS&RQWURO3DQHORQ&DUJR&RQVROH open. Indication of the valves position is given by an individual 0 to 100% OFF - ON
gauge, additionally, there is a indicator light for each valve which changes 0.1
D
0.5
HI
1.5
EE
GH
from pink when the valve is fully closed, through clear when the valve is
0.05 0.15
SP
SP
LOW
EED
between 1 and 99% to green when fully open. 0 MPa 0.2
Master Switch
Steam Isolating Valve K10
5(027( 35(3$5$7,21 Illustration 3.1.3c Intermediate Position Type Valve Controller

23(5$7,21 ),1,6+
(0&<6723
10 20 40 60 80 100 When the drains have run clear of water and the pump has warmed through,
/2:(5 67($'< 5$,6(
the operational valves can be opened and the cargo stripping pump brought
C N O into operation.
:$50,1*83581 67$57581
Note: The speed of operation must be continuously monitored, due to the

increase in pump speed when the suction head decreases.
&$5*22,/380367($0 6723
785%,1(*29(5125 The ballast pumps are started and stopped from the cargo console, each pump
&21752/ has an ammeter load indicator. The electrical PMS system will not allow the
starting of a ballast pump until there is sufficient power available on the main
switchboard.

Ilustration 3.1.4a CargoMax Main Screen Display

Section
3.1.4
3. - Page 1
x of 5
x
3.1.4 LOADING COMPUTER Operation From the menu bar select VIEW, WEIGHT SUMMARY. The screen display
shows the Weight Mtons for the ship. From the new restricted displacement
Manufacturer: Herbert Software Solutions Inc. When the program is run it will default as a new load case into which data can figure as derived from the hydrostatic table, subtract the following figures as
Software: CargoMax, version 1.21 be entered. If a previously saved case is requested, then this is accessed from indicated in the weight summary table: Lightship, Constant, Fuel Oil, Diesel
the menu bar FILE, OPEN LOAD CASE option. Oil, Fresh Water and Ballast. The resulting figure will give the new maximum
loading capacity.
Introduction When a new load case is to be initiated, the following steps are followed:
e) From the original maximum loading figure subtract the new
The loading computer (CargoMax) receives data input from the Saab a) Access the tabs at the bottom of the screen and enter the metric loading figure. The result is the quantity of cargo that must be
TankRadar system, relating to the tank contents for the following: ton figures for the ship’s weights that are not fed from the Saab removed from the original forecast. As indicated previously, the
TankRadar system. preferred tanks to use if a reduction is required are No.3 and 4,
• All cargo oil tanks
which are the body tanks, and No.1 tank to control the trim, if
• All ballast water tanks b) Access the cargo tab at the bottom of the screen, enter the grade necessary, to maintain an even keel.
• FO and DO bunker/storage/service tanks (as per tab listing at of cargo to be carried, if known. If the grade is unknown, or
the bottom of the window) not on the database, enter a name in the grade dialogue box, For example, if cargo is required to be removed from the original plan to
for example No.1 port tank. Go to the right hand side of the bring the ship into conformity with the terminal restrictions where a maximum
• Fresh water tanks, distilled and domestic (as per tab listing at screen and click on the EDIT GRADE bar. The typed name will draught restriction of 12.9m is imposed, then based on the information shown
the bottom of the window) be displayed. Enter the STD Dens (Vac) figure as given from in illustration 3.1.4a above, reduce the loading in No.1 port COT to 92.7% and
• LO storage tanks including the main engine sump and main the terminal. Under Method, select the type of cargo; ASTM No.1 starboard COT to 92.0% and No.6 port and starboard to 57.7%. From
engine and generator engines’ LO settling tanks. TABLE 54A is crude and ASTM 54B is products. Select the right hand side of the screen as shown below, inspect what effect this has
UPDATE. The correct density will now be shown in the Density had on the trim of the ship. If the ship is not on an even keel, readjust these
• Miscellaneous tanks (only the FO overflow; the additional tab trimming levels until the ship’s condition is on an even keel.
MT/m3 column.
listings are fed in by hand from the CEO oil record book.)
• Constants, which include the stores and provisions, crew and c) Enter the temperature for the loading/discharge terminal. Where
effects etc. (input by hand) this is not known an estimated temperature should be entered. BP
QA states that an allowance of 35°C should be used if passing
• Miscellaneous weights (input by hand)
through tropical waters; this is to allow for expansion in the
cargo so that the limit of 98% capacity will not be exceeded.
The ship’s design configuration data will have been entered into the software
so that it is set up specifically for this class of vessel. From data received
d) Under the Ullage/Sounding column, right click and enter
from the Saab transmitters and the additional information entered by hand,
WEIGHT ENTRY. The column will now indicate capacity %.
the loaded or ballast condition calculations are made and displayed to give the
Enter the maximum capacity for each tank, i.e. 98%. The Weight
theoretical ship condition for that situation, they include:
Mtons column will now show the weight loading condition for
• Forward, aft and midships draught each tank, with the total capacity shown directly below at the
• Trim foot of the page.
• Propeller immersion This is now the theoretical maximum loading capacity for the vessel without
• Available dwt any port restrictions. If the total capacity is in excess of what is the required
load to carry, reduce the loading in one or a couple of tanks. When an even keel condition has been established, check that the
• List
bending moment % B Mom, shear force % Shear and GMt are within
• GMt The next step is to include such restrictions, if any. If the ship were required allowable tolerances.
to load to full capacity, any restrictions would now be taken into account,
• GM margin
for example, terminal draught restriction, loading or disport. Having set the
• Shear force theoretical maximum capacity, indication will be shown on the right hand side
• Bending moment of the screen what the draught levels would be.
Taking into account the above, the operator can safely calculate the quantity If a draught level restriction has been imposed, consult the loading and stability
of cargo that the ship can safely carry, having also included any data on information book, reference the hydrostatic table. Look up the displacement
restrictions imposed by either the load port or discharge port. that corresponds to the restricted draught level.

Ilustration 3.1.4b CargoMax Ballast Screen Display

Section
3.1.4
3. - Page 3
x of 5
x
f) The chief officer’s standing orders will indicate what are the During all cargo, bunker and ballast transfer operations the vessel’s condition Monitoring of Selected Tank Levels
acceptable bending moment and shear forces, they will also be can be monitored for draught, trim, stress, and stability. This is achieved by an
indicated in the load plan. interface with the Saab gauging system as follows: a) Proceed as for the gauging of selected tanks, but from the
Gauging Interface dialogue box select MONITOR. Toggle
g) Check that the new condition has not resulted in a list on the down to the required monitoring interval (from 30 seconds to 30
ship. If it has, consider removing cargo from the wing tanks, Instantaneous Gauging of Selected Tanks minutes) and press ENTER.
port or starboard. If this is not possible or desirable, add ballast;
note that this would reduce cargo capacity accordingly. a) Open the current loadcase and ensure that the data for tanks
The CargoMax will gauge the selected tanks at the required interval, show
other than those required to be gauged is correct and that the
the tank sounding/ullage and volume at that time and calculate the vessel’s
The natural condition with the ship at full cargo capacity is to sag, whereas in data for Constant, Miscellaneous Weights and Provisions is
draught, trim, stress and stability based on this data.
ballast the ship will hog. Therefore the benefits of using No.3 and 4 cargo oil correct.
tanks for controlling restrictions that are imposed is a natural reduction in the
sagging effect and also, as this is the body tank, there is the least effect on the b) Select the tank field required using the access tabs at the bottom Monitoring of all Tank Levels
trim of the ship when topping off at the finish of cargo operations. of the screen.
a) Proceed as for the gauging of all tanks, but from the Gauging
This is now the condition of the maximum loading condition, having taken into c) Double left click on SOURCE cell for required tank. Interface dialogue box select MONITOR ALL TANKS and
account all restraints. press ENTER.
d) Use the arrow to toggle from CMAX to GAUGE and press
h) When the actual temperature of the cargo terminal is known, this ENTER. b) From the Gauging Interface dialogue box select MONITOR.
figure should be entered into the Saab TankRadar system. The Toggle down to the required monitoring interval (from 30
OBS.T deg C column for each cargo tank will now be updated, e) Click on TOOLS on the main menu and select GAUGING seconds to 30 minutes) and press ENTER.
with corresponding changes to the tank capacities, draught, INTERFACE.
trim bending and shear forces. If a figure above 35°C is used, The CargoMax will gauge all tanks monitored by the Saab gauging system at
this will take the tank loading % full above the maximum 98%. f) From the gauging interface dialogue box select GAUGE the required interval, show the tank sounding/ullage and volume at that time
Therefore it would be necessary to reduce the lift accordingly. MARKED TANKS and press ENTER. and calculate the vessel’s draught, trim, stress and stability based on this data.
At the load port, the temperature in each tank should be taken
at 50% capacity and also during the topping off stage. The CargoMax will show the selected tank sounding and volume at that time
and will calculate the vessel’s draught, trim, stress and stability based on this
i) Save the file load case. Enter the file name, note that there are data. This is a ‘snapshot’ reading only and is only valid for the time the gauging
no spaces allowed between the characters. The Summary Info was initiated.
dialogue box now appears, which must be completed. When
printouts of this file take place, the file name and location are Instantaneous Gauging of all Tanks
displayed at the bottom left hand corner and the name of the
originator on the header. a) Open the current load case file and ensure that data for all
Miscellaneous Tanks, Constant, Miscellaneous Weights and
These above conditions apply to the ship in sea conditions. If the ship were to Provisions is correct.
be in harbour and a ship movement had to take place, or travelling up a river,
then the limitations on bending moments and shear forces could be changed. b) Click on TOOLS on the main menu and select GAUGING
Under TOOLS on the menu bar, select OPTIONS, CRITERIA, Strength INTERFACE.
Allowables and change from At Sea to In Harbour.
c) From the gauging interface dialogue box select GAUGE ALL
TANKS.
The CargoMax will show the sounding/ullage and volume of all tanks monitored
by the Saab gauging system at that time and will calculate the vessel’s draught,
trim stress and stability based on this data. This is a ‘snapshot’ reading only and
is only valid for the time the gauging was initiated.

Damage Stability Module
The loading computer software has a damage stability module built into the
system, this allows the operator to evaluate the condition of the ship if a tank(s)
is/are breached and holed. With this information, it is then possible to make a
considered judgment on the course of action to take to maintain the ship in a
seaworthy condition. This may include cross-flooding, transfer of cargo other
tanks or deballasting a tank(s).
The damage stability module is accessed via TOOLS and then selecting
DAMAGE STABILITY from the drop down menu. When Damage Stability is
selected a new window will appear, the default view shows the profile of the
ship with all of the tanks set in a scrollable table to the righthand side of the
window as indicated below.
When the damaged tanks have been selected the operator can set the software
to calculate the corresponding change to the ship’s stability. Use either the
CALC. option on the tool bar and its associated drop down menu command,
the calculator icon second from left on the window, or pressing the hotkey
F3.
There are three tabs at the bottom of this window, Damage Entry, Graphical
Results and Tabular Results. Only the Damage Entry tab is active at this stage
until an entry is made to indicate which tank has sustained damage. The
operator should scroll down the tank listing until the correct tank is shown and
with the mouse cursor double click on the required tank name. Initially the
selected text line will be highlighted and its corresponding tank location on the
profile image indicated in grey. To select a tank, double click with the cursor
on the correct text line name, the selected text line will now be highlighted in
red with a ‘D’ pre-fixing the line, additionally, the corresponding tank in the
ship’s profile will also now be highlighted in red.
The Graphic Results image will appear when the calculations are complete.
This window will give a profile of the midships section looking forward and
the GZ/Heeling curve for the ship in this condition. The Tabular Results as
shown in the next column give a clear indication on the pre and post damage
conditions.

3.2 Centralised Control Room, Console and Panels
3.2.1 Cargo Control Centre
Illustrations
3.2.1a Cargo and Engine Room Layout
3.2.1b Cargo Control Room Console Layout

,OOXVWUDWLRQD&DUJRDQG(QJLQH&RQWURO5RRP/D\RXW
.H\
&DUJR&RQWURO&RQVROH 6063ULQWHU (QJLQH&RQWURO&RQVROH 3XPS5RRP*DV6DPSOLQJ6\VWHP

&OLQRPHWHU /$1&RPSXWHU 6RXQGLQJ%RDUG ,QHUW*DV6\VWHP0DLQ3DQHO
%DURPHWHU 6DWFRP0HVVDJH,QGLFDWRU %RRNFDVH :KLWHERDUG
6SHDNHU $X[LOLDU\%RLOHU3ULQWHU )LOLQJ&DELQHW
/RDGLQJ&RPSXWHU NJ'U\3RZGHU)LUH([WLQJXLVKHU 0DLQ*DV6DPSOLQJ6\VWHP

OOO
OOO OOOO
OO
OO
OO
OOOOOOO

OOO
OOOOOO
OOO
OO
O
O OO
OO

O

7R&RQIHUHQFH
5RRP


Section
3.2.1
3. - Page 1
x of 3
x
3.2 CENTRALISED CONTROL ROOM, CONSOLE • Alarm panels for: • AUS drain tank high level alarm indication
AND PANELS • No.1, 2 and 3 cargo oil pumps
• Water ballast pumps No.1 and 2
3.2.1 CARGO CONTROL CENTRE
• Control stations for:
The cargo control centre is a combined cargo and engine control room located • No.1, 2 and 3 cargo oil pumps
on A deck within the accommodation area, where all the necessary equipment
and controls are located to permit the centralised supervision of machinery and • No.1 and 2 water ballast pumps
cargo operations. Automatic and remote control systems are provided to allow • Cargo oil stripping pump
the machinery spaces to run unattended at sea and in port during non cargo
• Pressure gauges for:
operation periods.
• Tank cleaning line pressure
Mounted on the aft bulkhead are the control cabinets for the IGS system, pump
• Cargo oil pumps No.1, 2 and 3 suction and discharge
room and the main gas sampling equipment.
pressure
The Cargo Engine Control Room (CECR) has two separate consoles, one for • Cargo oil stripping pump suction and discharge pressure
cargo control and the other for engine room control. • Cargo oil stripping pump steam inlet pressure
• Ballast stripping eductor suction and discharge pressure
Cargo Control Console
• Cargo stripping eductor suction and discharge pressure
The cargo control console contains the following equipment: • Water ballast pumps No.1 and 2 suction and discharge
pressure
• Two 21'' operator stations for the Saab tank level gauging
equipment • Bulkhead stuffing box temperature indication for:
• ODME calculator • No.1, 2 and 3 cargo oil pumps
• Automatic unloading system (AUS) control panel • No.1 and 2 water ballast pumps
• Omicron cargo oil and HFO bunker tanks overfill alarm panel • Pump bearing temperature indication (upper and lower) for:
• Hanla inert gas vapour pressure and O2 sensor alarm panel • No.1, 2 and 3 cargo oil pumps
• Ballast system mimic panel • No.1 and 2 water ballast pumps
• Cargo system mimic panel • Pump casing temperature indication for:
• Cargo and ballast valve hydraulic power pack control panel • No.1, 2 and 3 cargo oil pumps
• UHF base station • No.1 and 2 water ballast pumps
• VHF radiotelephone transceiver • Vibration monitoring and alarm panel for the cargo oil pump
turbines
• Public address station
• No.1 and 2 water ballast pump ammeters
• Automatic telephone
• Cargo stripping pump stroke counter
• Common battery telephone
• Cargo stripping pump speed setting panel
• Slave clock
• Pump room supply and exhaust fan stop/start buttons with
• Draught indication panel showing port, starboard, forward and
running indication
aft draughts
• Pump room main light control switch
• Tachometers for:
• Mid deck stores main light control switch
• No.1, 2 and 3 cargo oil pumps
• Pump room bilge high level alarm indication

Illustration 3.2.1b Cargo Control Room Console Layout
4 5
27 28 31 32 33
1 2 3 26
36 37
6 WARNING
THESE READINGS ARE
UNCORRECTED AT THE LOCATION
OF THE DRAUGHT SENSORS
7 8 8
38 42
23
TANK GAUGING TANK GAUGING OVERFILL ALARM SYSTEM
15
98.5% TANK NO.1 PORT 98.5% TANK NO.5 STARBOARD
98.5% TANK NO.1 STARBOARD 98.5% TANK NO.6 PORT
98.5% TANK NO.2 STARBOARD 98.5% SLOP TANK PORT
98.5% TANK NO.3 PORT 98.5% SLOP TANK STARBOARD
9 9 98.5% TANK NO.3 STARBOARD
34
98.5% HFO TANK NO.1 PORT
98.5% TANK NO.4 PORT
98.5% TANK NO.4 STARBOARD
98.5% TANK NO.5 PORT

98.5% HFO TANK NO.1 STARBOARD
98.5% HFO TANK NO.2 PORT
98.5% HFO TANK NO.2 STARBOARD

39 43
LOOP FAILURE OVERFILL SYST./POWER FAIL OVERFILL
ALARM ACCEPTED
7 ACCEPT
ALARM
LOOP FAILURE ACCEPTED
RESET
ALARM BUZZER
ALARM
HOLD
LAMP
TEST
ON/OFF
10 10 16 17 29
OMICRON
29 44
40
11 11 19
STRIPPING
STROKE
PUMP
COUNTER
45
7 rpm
12 12 35
STROKE
MEAS
18 46
IN
RUN
SET
24 41
13 13
CALL
30 rpm
SOURCE REST
22 47
25
SHINKO IND. LTD.
KM-300
14 14 21 30 30
20 48
0.1
D
0.5
HI
1.5
EE
GH
0.05 0.15
SP
SP
LO W
EED
0 MPa 0.2
For Cargo Oil Tank System Mimic Panel See Illustration 3.1.2c and d For Ballast System Mimic Panel See Illustration 3.1.2a and b
53
51
54 55
12
11 1
10 2
9 3
8 4
7 5
52
6
50
49
KEY
1. No.1 Cargo Oil Pump Alarm Panel 16. Cargo Oil Stripping Pump Steam Pressure Indicator 31. Pump Room Bilge High Level Alarm 46. Ballast Pump(s) Upper Bearing Temperature
2. No.2 Cargo Oil Pump Alarm Panel 17. Cargo Oil Stripping Pump Suction Indicator 32. Saab Fail Alarm 47. Ballast Pump(s) Casing Temperature
3. No.3 Cargo Oil Pump Alarm Panel 18. Cargo Oil Stripping Pump Stroke Counter 33. HANLA Draught Level Indication Panel 48. Ballast Pump(s) Lower Bearing Temperature
4. Cargo Oil Stripping Educator (Suction) 19. Cargo Oil Stripping Pump Discharge Indicator 34. Tank Overfill (OMICRON) 49. Saab Workstation Trackball Units
5. Cargo Oil Stripping Educator (Drive) 20. Cargo Oil Stripping Pump Off/On Switch 35. HANLA Level Vapour System 50. UHF Base Station and Speaker
6. Cargo Oil Stripping Educator (Discharge) 21. Cargo Oil Stripping Pump Speed Setter 36. No.1 Ballast Pump alarm Panel 51. Public Address Remote Control Panel and Microphone
7. Cargo Oil Pump(s) Vibration Monitor 22. Cargo Oil Stripping Pump Run Indicator 37. No.2 Ballast Pump Alarm Panel 52. No.3 VHF Radiotelephone Unit and Handset
8. Cargo Oil Pump(s) Tachometer 23. AUS Control Panel 38. Ballast Stripping Educator Suction Indicator 53. Telephone Directory
9. Cargo Oil Pump(s) Suction Indicator 24. ODME Standby Monitoring Switch 39. Ballast Stripping Educator Discharge Indicator 54. Automatic Telephone
10. Cargo Oil Pump(s) Discharge Indicator 25. ODME 40. Pump Room Lighting Isolating Switch with Lockable Cover 55. Common Battery Telephone
11. Cargo Oil Pump(s) Bulkhead Stuffing Box Temperature 26. Clock 41. Deck Store Lighting Isolating Switch with Lockable Cover
12. Cargo Oil Pump(s) Upper Bearing Temperature 27 High Level Override 42. Ballast Pump(s) Suction Indicator
13. Cargo Oil Pump(s) Casing Temperature 28 AUS Drain Tank Level Alarm Indication 43. Ballast Pump(s) Discharge Indicator
14. Cargo Oil Pump(s) Lower Bearing Temperature 29. 21" CRT for Saab Tank Gauging Workstation 44. Ballast Pump(s) Ammeter
15. Tank Cleaning Line Pressure 30. Saab Keyboard Drawer 45. Ballast Pump(s) Bulkhead Stuffing Box Temperature
Issue: Final Draft IMO No. 9297357 S Section 3. - Page x of x

3.3 Cargo Tank Instrumentation System
3.3.1 Saab Tank Level Measurement System
3.3.2 Remote Sounding and Draught Gauge System
3.3.3 Overfill Alarm System
3.3.4 Gas Detection System
Illustrations
3.3.1a Tank Level Measurement and Alarms
3.3.1b Saab Tank Level Monitor Display
3.3.1c Cargo grade Display
3.3.1d Tank Channel Data Window
3.3.2a Remote Sounding and Draught Gauge System
3.3.3a Overfill Alarm System
3.3.4a Gas Detection System

Illustration 3.3.1a Tank Level Measurement and Alarms
Saab TankRadar Date/Time: mm/dd h/m/s yy Help Close All
Window Overview Temps Ballast Tk Misc Tk Density System Ov.
I/O-Box
Workstation Red. Workstation
Temp Interface Box Analog Inputs Redundancy

Switch Box
Level Interface to Load Calculator

Unit
Interface to AMS
SAFE AREA
HAZARDOUS AREA
3 Temps / Tank: HFO 1P 15 Ballast Tanks

HFO 1S 18 Misc Tanks
HFO 2P SLOP P CT 6 P CT 5 P CT 4 P CT 3 P CT 2 P CT 1 P
4 Drafts
HFO 2S
Totally 12 Temp Sensors
SLOP S CT 6 S CT 5 S CT 4 S CT 3 S CT 2 S CT 1 S
Alarm

Section
3.3.1
3. - Page 1
x of 8
x
3.3 CARGO TANK INSTRUMENTATION SYSTEM Level Unit System Operation

The level unit contains terminals for the intrinsically safe connection of the
3.3.1 SAAB TANK LEVEL MEASUREMENT SYSTEM transmitters. It contains the electronics used for processing the signals from the The Base Window
transmitters, for calculating the tank parameters, such as a trim/list corrected
Maker: Saab Marine Electronics The base window is always at the background of the screen.
ullage, and for communicating with the workstation.
Type: Saab TankRadar G3
At the top of the window there is row with the TankRadar name, the date and
The system can be set to automatically measure the ullage more often on cargo
time, the HELP button and a CLOSE ALL all button.
tanks that are either being loaded or discharged.
General Description By touching the HELP button, the help texts can be read about the various parts
Workstation of the software.
The Saab TankRadar system is the main part of the cargo tank control system,
and is made up of the following units: The workstation is used by the operator for the monitoring of tank ullages,
additionally it can also monitor the temperature in the cargo tanks, including Clear the screen by touching the CLOSE ALL button with the cursor. All
• Transmitters the slop tanks. The workstation takes care of the alarm handling of the measured the windows that are open on the screen are closed down and the overview
• Level unit values. It also communicates with other systems, such as load calculators and window is opened.
electro-pneumatic level gauging systems (for ballast etc.) and supervises the
• Workstation Below the top row there is the row of buttons, of which the first button is
transmitter and level unit computers.
always the WINDOW button. The other buttons are as follows:
Transmitters • OVERVIEW
Description
The 12 cargo oil tanks and both slop tanks are equipped with standard TAP • TEMP.
type parabolic antenna transmitters. The workstation is operated with a trackball device which is used to scroll • BALLAST TK.
around the screen with a point and click action to perform the selection. An
The radar transmitters mounted on the tank top emit a continuous radar signal associated keyboard for each workstation is used to enter data. • MISC. TK.
which is directed by the antenna towards the surface of the tank contents. The
• DENSITY
antenna picks up the return echo from the liquid surface If the trackball should fail, it is possible to move the cursor with the arrow
keys on the keyboard. Press an arrow key once to move it just slightly, or keep • SYSTEM Ov.
The fore peak tank, and all ballast tanks are fitted with Hanla electro-pneumatic it pressed to move the cursor quickly. To activate a function, once the cursor
level indicators of the air purge type. is positioned correctly, press the control key and the return key at the same These buttons are used to open the corresponding windows.
time.
Overview Window
The screen display works under the Windows type environment, the overview
When the workstation is switched on a mimic of the vessel is shown in an
window is the main window to work from as it shows the cargo oil tank layout
Saab Level Transmitter overview window displaying the cargo oil tanks.
on the vessel. If the overview window is not displayed touch the OVERVIEW
Hand Dipping Point button at the top of the screen. Touch the ‘i’ (information) icon on the mimic
Each tank is shown with its tank name, grade of oil that has been assigned to
figure to open the tank data window, this displays the basic information on
the tank at the particular time, ullage which is also represented as a bar graph
one tank. When loading or discharging, the tank data windows of all the active
and average temperature in the tank. An arrow indicating the level rate may
tanks can be opened and placed beside each other.
be displayed below the value of the ullage. When it points down it indicates
that the tank is being discharged and conversely it points up when the tank is
To display the channel menu touch a value (for example an ullage value).
being loaded.
Inspection Port Select one of the items on the menu or touch outside the menu to close it. The
tank set up window shows more information on one tank than the tank data
Located at the top of the overview window is information on draught, trim
window.
and list and sea water density. These figures will appear on all of the main
windows.
Omicron Overfill Alarm Unit The tank set up window shows more information on one tank than the tank
data window.
Saab Tank Level Measurement Unit On Deck

,OOXVWUDWLRQE6DDE7DQN/HYHO0RQLWRU'LVSOD\
6DDE7DQN5DGDU 'DWH7LPHPPGGKPV\\ +HOS &ORVH$OO
:LQGRZ 2YHUYLHZ 7HPSV %DOODVW7N 0LVF7N 'HQVLW\ 6\VWHP2Y
'UDIW$IW 'UDIW3RUW P 'UDIW)RUH 7ULP$ P 7ULP/LVW&RUU 3OXJ

6+,31$0( P 'UDIW6WEG P P /LVW6 6HDZDWHU'HQVLW\NJO
6/233
I &73
I &73
I &73
I &73
I &73
I &73
I
*UDGH *UDGH *UDGH *UDGH *UDGH *UDGH *UDGH
7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ

& & & & & & &
8OODJH 8OODJH 8OODJH 8OODJH 8OODJH 8OODJH 8OODJH

P P P P P P P
6/236
I &76
I &76
I &76
I &76
I &76
I &76
I
*UDGH *UDGH *UDGH *UDGH *UDGH *UDGH *UDGH
7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ 7HPS$YJ

& & & & & & &
8OODJH 8OODJH 8OODJH 8OODJH 8OODJH 8OODJH 8OODJH

P P P P P P P
$ODUP

Section
3.3.1
3. - Page 3
x of 8
x
Information Data Channel Set-Up Window Warning Summary Window

Use the Channel Set-Up window to enter a manual value. Just press the check The Warning Summary window lists all the failures that normally do not
Information about a particular tank can be accessed by clicking with the cursor box for manual, and then press the value and type the manual value. Some seriously affect the tank radar system.
on the bar graph area or the i icon. This will then bring up a pop up menu, Tank channels do not allow manual entries, the word Manual is then dimmed. It is
Data, Tank Set-Up and Channel Data. also possible to disconnect a channel by pressing the DISCONNECT check The following messages can be included in the Warning Summary window:
box so that a check mark shows.
• Level unit ground failure
Tank Data Window
Alarm limits can be changed as well as blocking a channel. • Level unit memory failure
The Tank Data window is a small window displaying basic data of one tank
for each window. The ullage for a cargo or a slop tank is shown in a numeric • Master communication failed
Select a new channel by pressing the CHANNEL button.
form below the bar graph. In the bar graph, the ullage is indicated by the empty • Level datic communication failed
space above the coloured bar in the bar graph. For ballast and miscellaneous
tanks the level is also shown in numeric form in the bar graph. Open the tank Alarm Window • SIOX communication failed
data window by pressing the ‘i’ icon at the top right hand side of the specific The Summary window contains six summaries; Alarm, Warning Summary, • Level unit restarted
tank. The tank data window for that specific tank will open. If the value of the Sysfail, Alarm Blocked, Control Blocked and the Event Log.
ullage in the overview window is clicked on with the cursor, the channel for See the service manual for more information on how to find the failures and
that tank menu will additionally be displayed. Open the Summary window by pressing one of the two ALARM buttons, how to fix them.
either at the lower left corner of the screen or at the row of buttons at the top
A number of tank data windows can be opened, a maximum of 20 windows can part of the screen.
Sysfail Window
be displayed at one time and placed wherever required on the screen.
Press the SUMMARY button to display one of the following summaries: The Sysfail window contains a list of any serious system failures within
An arrow pointing down beside the bar graph indicates that the tank is the tank radar system. The following failures can be included in the Sysfail
• Alarm to display the Alarm summary
decreasing, and conversely if the arrow points up the tank is increasing. window:
• Warning to display the Warning summary
• Level unit communication failed
The alarm limits are shown as lines beside the bar graph. The shorter lines • Sysfail to display any system failure
indicate the high and low limits, while the longer lines indicate the high high • Level unit sysfail
and low low limits. The values in the window that are underlined can be • Alarm Blocked summary to display any alarms in the system
• Level unit power failure
changed. that are blocked
• Level unit LI communication failed
• Control Blocked summary to display any channels in the system
Tank Set-Up Window that are blocked • Input/output box relay communication failed
The Tank Set-Up window will give all the data on one tank. Alarm limits • Event log to display a log of all events (up to the 200 latest
and other data can be changed from this window. It is also possible to block events in the system) Alarm Blocked Summary Window
individual channels from this window by pressing the check boxes at the right This feature show the list of alarm channels that have been put into a block
end of the window. A check mark in a box indicates that the channel is blocked. On the right side of the window there are four buttons for scrolling the list. Use mode, whereby although the channel is measured and displayed it will not
Select a new tank by pressing the TANK button. It is possible to press a field the intermediate buttons to scroll the list one page at a time, or use the TOP or trigger the alarm when its alarm point is reached. It is possible to configure the
in the Mode column to set a manual value to the channel. The value of delay BOTTOM buttons to go to the beginning or to the end of the list. system which ensures that certain critical alarms are unable to be put in a block
is entered in seconds. mode, i.e., high high and low low levels.
When the ACCEPT PAGE button is pressed, all the channels seen on the
The Tank Set-Up window can contain more information than can fit sideways. screen at the moment are accepted.
Control Blocked Summary
In this case there is a scroll bar at the bottom of the window for scrolling the
window sideways. Alarm Summary Window This function does not apply to this system as it represents the system in which
the Saab unit can control valve operations.
The Alarm Summary window displays all the channels that are in alarm at the
Channel Data Window moment. They are displayed with their status, value, the limit that caused the Event Log
The Channel Data window looks similar to the Tank Data window. The channel to go into alarm and the unit with which the channel is presented. The
channel data window is used to get a quick overview of the data of a single alarm summary can contain an unlimited number of rows. The alarms for each The Event Log lists the latest 200 events for channels of the alarm classes
channel. A new channel can be selected directly from this window by pressing tank are grouped together in the summary. Sysfail, Warning and Alarm. An Event is recorded when a channel status goes
the CHANNEL button. into or out of alarm, block or disconnect.

Illustration 3.3.1c Cargo Grade Display
Saab TankRadar Date/Time: mm/dd h/m/s yy Help Close All
Window Overview Temps Ballast Tk Misc Tk Density System Ov.
Mimics
Draft Aft Draft Port 14.63m Draft Fore Trim A 0m Trim/List Corr: Plug
SHIP NAME 14.63m Draft Stbd 14.63m 14.63m List S 0.2° Seawater Density: 1.0250 kg/l
Alarm
Group
Notepad
SLOP P
I CI
I CT 5P
I CT 4P
I CT 3P
I CT 2P
I CT 1P
I
Trend
Grade Grade Grade Grade Grade Grade Grade
Printer Status GRADES
None
Temp Avg. Temp
Setup Grades X
Unite Avg. Temp Avg. Temp Avg.
HIGH SPEED DIESEL
p Avg. Temp Avg. Temp Avg.
Setup 11.9°C
1.9 C 1 11.9°C 11.9°C 11.9°C 1.9°C 11.9°C 11.9°C
Crude
Service
Trim/List CRUDE Grade
Date/Time
Configure Ullage
Ullage
ge Ullage UllageURAL Ullage ge Ullage Ullage
Long Name: _________________________________________________
1.580 m Passowrd
1.740 m 1.770VENTSPILS
m 2.800 m 0 m 1.810 m 1.700 m
Short Name: ______________ Colors: (0=Transparent)
Function Keys Troll 0
Text Color: ___ 1 2 3 4
0
Background Color: ___ 5 6 7 8
Grades Grade 9 10 11 12
13 14 15 16
SLOP S
I CT 6S
I CT 5S
I
Ekofisk CT 4S
I CT
I CT 2S
I CT 1S
I
Grade Grade Grade
Grade 8
Grade de Grade Grade Save Close
Grade 9
Temp Avg. Temp Avg. emp Avg.
Grade 10 Temp Avg. Temp Avg. Temp Avg. Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°C 11.9°C 11.9°C 11.9°C
Grade 11
Grade 12
Ullage Ullage llage Ullage Ullage Ullage Ullage
1.590 m 1.750 m m m 1.790 m 1.810 m 1.700 m
Alarm

Section
3.3.1
3. - Page 5
x of 8
x
Changing Cargo Grade Data for a Tank Adding a New Group Trend Window
In order to assist the operator in recognising which grades are contained in each Add a new group by pressing the ADD GROUP ACTION under the SET UP The Trend window is used to view the historical data of up to four channels in
cargo oil tank, the colour and ID grade name for each tank can be specified. button. The Group and Log Set up window is displayed. Enter the name of the a window, with different colours for each channel.
group.
a) To change a tank grade ID, open the Window tab, this will open A number of trends can be configured and selected by pressing the TREND
a drop down menu, select SETUP, a further drop down menu Select if the group will be based on tanks or on channels. Normally it is best to button. The minimum sample rate is ten seconds. The latest 1,000 samples are
will appear, select GRADE. have groups that are based on tanks. There will be one row for each tank. The stored and can be displayed using the scroll bar.
columns can contain data such as ullage value, status, and unit for each tank.
b) The Setup Grade window will appear. In this dialogue box The logging of the group can be set up directly, but these parameters can also Each channel is displayed with its actual value and with its maximum and
enter full grade name on the first line, then on the line blow be defined at a later time, see instructions next on how to edit a group. minimum settings for the diagram. The trends are shown in a window, these
enter a unique abbreviation, normally not more than four or can be scrolled one page at a time using the intermediate left or right buttons,
five characters. Select a box fill and text line colour from the Press OK to open the new group. Press the buttons marked with ???? to define or they can be scrolled to the end of the trend using the outermost left and right
selection box to the right hand side. Press SAVE to store this the contents of the rows and columns of the group. Select NEW to add new buttons. The window shows 180 samples at a time.
new information. Pressing outside of this window will shut the rows or columns before or after the column or row button pressed.
window down. There is a time ruler for viewing historical data. Use the buttons described
above to move to the trend area that is required, then switch the ruler on by
c) On returning to the overview window, select the tank that Editing a Group pressing the RULER button. When the ruler is on the values of the channels
requires to have its grade ID changed. Move the cursor inside corresponding to the time where the ruler is placed, the values are displayed
the area that already shows the grade ID name and colour Note: Do not edit a group with a log started. Stop it first, edit it and save the under the heading Ruler Value. The time and date, corresponding to the
and press/enter key. A pop up box will appear indicating a changes, then start it again. position of the ruler, are shown above the grey window containing the trend
selection of previously defined cargo grade names. Select the lines. The ruler can be moved one sample at a time using the left and right
appropriate name and press/enter key on that name. The new To edit a group, first select the group from the list under the GROUP button, single arrow buttons, or five samples at a time using the left and right double
grade abreviated ID name and colour will appear. then press the SET UP button and select EDIT GROUP. The look of the arrow buttons. To move quickly to another part of the Trend, switch the ruler
window changes slightly when it is in the edit mode. off and use the buttons to move one whole window at a time, or to go to one
end of the trend.
Group Window The column and row headings turn into buttons that are used for defining the
contents of each row or column. To change a row, press the button containing When the ruler is on, it is possible to press a point on a trend and the Ruler
Use the Group window to group information, such as measured values, status, the heading of the row. A small menu, with the options EDIT, NEW and moves to this point. Then the position of the ruler can be adjusted more exactly
alarm limits, into one or more tables. It could, for example, be the ullage values DELETE, is displayed. with the single arrow left and right buttons.
of a number of tanks with the same cargo or it could be a group with all the
ballast tanks. It is possible to change a group or add new groups as follows: When selecting EDIT or NEW, the Edit Member window is opened. If
selecting NEW, first select whether the new row will be placed before or after Edit, Add or Delete a Trend
a) Press the GROUP button to display a list of the available the active row.
groups. To change a trend, add a new one or delete one, press the SET UP button to
Press the MEMBER button to select another channel to be displayed on that open a menu with these choices. When selecting Add Trend or Edit Trend, the
b) Select the group required. row. The new channel is displayed on the Member row in the window. In the Edit Trend window opens up.
Label input field the label can be changed so that it fits in the Group window.
c) Press the SET UP button to select one of the following modes: The columns are changed in a similar way. Instead of the Member window, the Another way to open the Edit Trend window is by pressing one of the numbered
Infopost window is opened. In addition to the functions described above, it is channel buttons or anywhere on a channel row.
1. Edit Group mode to change the group
possible to define the width of the column.
2. Add Group mode to create a new group Change the name of the trend, by typing the new name in the input field.
3. Delete Group to delete a whole group Use the LOG SET UP button to open the Group and Log Set up window where Change the sample period by entering the time between each sampling in
the period, start time or stop time of the groups log can be set up. It is also hours, minutes and seconds. The minimum sample rate is ten seconds.
d) Press the BLOCK button to block all the channels in the possible to define if the log should be printed or saved on a file. The option of
group that are possible to block. Unblock them by pressing saving a file to a log is used only for service purposes. It is also possible to activate or deactivate the trend by pressing the Active box.
UNBLOCK. A check mark indicates that the trend is active and is storing samples.
e) Press the LOG button to start or stop a logging of the group. It is

also possible to order it to make a single logging of the group.

Illustration 3.3.1d Tank Channal Data Window
Date/Time: mm/dd h/m/s yy

darChannel X
Help Close All
Window Overview TempsCT 5P Ullage

Ballast Tk M Density System Ov.
Value Status:
Hi.Hi 1.180 m
DraftIAft Hi Draft
3.000Port m 14 Draft Fore Trim A 0m Trim/List Corr: Plug
SHIP NAME 14.63m Draft Stbd 14 14.63m List S 0.2° Seawater Density: 1.0250 kg/l
Max 20.240 m
Min 0.000 m
Lo 22.000 m Tank X
SLOP P
I CT 6P
I CT 5P
Lo.Lo
I30.195C m
CT 4P
I CT 1P
I
1.770 Grade
m Ullage
l e CT 5P
Grade Grade 1.911m
9 m Grade d Grade
Grade
Disconnect Manual
Temp Avg. Temp Avg. Temp Avg. Temp A Alarm Limits p Temp Avg.
11.9°C 12.3°C 11.9°C
Alarm Block Alarm Delay 0 s11.9 1. 12.8°C
Hi.Hi 1.180
Hi 1.500
Level Rate
Ullage Ullage Ullage Ullage Lo 22.000 0.01 m/hge Ullage
1.580 m 1.740 m 1.770 m 2.800 m Lo.Lo 30.195 Temperatures
0 m 1.700 m
Avg 12.1°C
Ullage Limits
Top 12.3°C
Max 0.000
SLOP S
I CT 6S
I CT 5S
I CT 4S Min 22.230
Mid 12.2°C I CT 1S
I
Bot 11.9°C
Grade Grade Grade Grade Ullage de Grade
Tx Status 1.770m
Channel
Temp Avg. Temp Avg. Temp Avg. Temp Avg. p Avg. Temp Avg.
11.9°C 12.4°C 11.9°C 11.9°C 10 7°C Tank
11 Data
11.9°C 12.1°C
Tank Setup
Ullage Ullage Ullage Ullage Ullage Ullage
Channel Data Ullage
1.590 m 1.750 m 1.780 m 2.250 m 1.790 m 1.810 m 1.700 m
Alarm

Section
3.3.1
3. - Page 7
x of 8
x
Select up to four channels that are included in the trend, by pressing the
numbered buttons at the bottom of the window. When pressing one of these
buttons, the Edit Channel window opens up.
Editing a Channel in a Trend
By pressing one of the numbered buttons for the channels in either the Trend
window or in the Edit Trend window, the Edit Channel window is opened.
In this window it is possible to select the channel for that trend line and also
specify the maximum and minimum range for the trend graph. As a guidance,
the maximum and minimum of that range for the channel are printed in the
window. Select a colour by pressing the box with the correct colour.
Note: Maximum and minimum ranges can be changed without losing the
historical data of the trend. When any channel is added or deleted, the
historical data for the other channels in that trend window is lost. To avoid
losing historical data, make a new trend with the new channel or channels
included or deleted. The original trend will still contain the historical data.
Changing the Sampling Period of a Trend
Note: All historical data of the trend will be lost when the sampling period
is changed. To avoid this, make a new trend with the new sampling period.
Press the SET UP button in the Trend window and press EDIT TREND on
the menu. Enter a new sampling period in the Edit Trend window. Select OK
to start the trend with the new sampling period.
Back-Up Display on the Level Unit
If the workstation should fail, level indication can be obtained from the level
unit.
The back-up display is located in the calculation unit in the top part of the level
unit cabinet. The back-up display serves only as a back-up for the workstation.
The display can show each tank with its tank name and relevant tank values.
The display can also show other information such as the setting of the trim/list
mode, trim and list values, mode of the Processor Memory Board (LCM),
communication parameters and versions of the software.
As all the operations are normally done on the workstation, the back-up
display is only needed when servicing the system or if there is a failure on the
workstation.
Note: No alarm handling on measured values is done in the level unit, all
such alarm handling is done in the workstation.

Illustration 3.3.2a Remote Sounding and Draught Gauge System
Key
Part Section of
To Draught Gauge System Cargo Control Console Air Purge Unit for Level Gauge
ZT502F(P)
ZT503F(S)
To Saab TankRadar Air Purge Unit for Draft Gauge
Monitoring System
Self Transmitter Box in Hydraulic

Powered Content Valve Unit Room
Level Gauge
ZT502F(P)
ZT503F(S)
Steering Fresh Bosun's
Gear Water Store
Room Tank DO Storage Tank ZT501F
(P&S) (P&S)
No.2
HFO (P&S)
No.6 COT (P&S) No.5 COT (P&S) No.4 COT (P&S) No.3 COT (P&S) No.2 COT (P&S) No.1 COT (P&S)
No.7
Void WBT (P&S)
Fore Peak
No.1 HFO Tank
Tank
(P&S)
Engine Room
Slop Tank
Pump ZT512F(P)
(P&S)
Room ZT513F(S)
Forward
ZT511F
Draught
Aft Draught Midships Draught
15.700m No.1 HFO Tank (P) 13.200m 12.500m
No.2 Distilled Water Tank (P) Forward

No.7WBT (P) No.6 WBT (P) No.5 WBT (P) No.4 WBT (P) No.3 WBT (P) No.2 WBT (P)
No.1 Distilled Water Tank (P) Perpendicular
No.1
No.2 HFO Tank (P) WBT (P)
ZT514F
Accommodation
No.6 COT (P) No.5 COT (P) No.4 COT (P) No.3 COT (P) No.2 COT (P) No.1 COT (P)
ZT515F
Engine Casing
Transmitter
Box
No.1 FW Tank (S)
ZT516F
No.6 COT (S)
No.2 FW Tank (S)
DO Storage Tank
No.5 COT (S) No.4 COT (S) No.3 COT (S) No.2 COT (S) No.1 COT (S)
DO Servive Tank
ZT517F
No.1 HFO Tank (S)
No.1
HFO Purifier Sludge Tank WBT (S)
LO Purifier Sludge Tank
No.7WBT (S) No.6 WBT (S) No.5 WBT (S) No.4 WBT (S) No.3 WBT (S) No.2 WBT (S)
Main LO Sump Tank
Engine Room Cascade Tank
No.2 HFO Tank (S) No.1 HFO Settling Tank
HFO Service Tank No.2 HFO Settling Tank

Section
3.3.2
3. - Page 1
x of 2
x
3.3.2 REMOTE SOUNDING AND DRAUGHT GAUGE The HFO settling and service tanks and the fuel oil overflow/drain tank have
SYSTEM a local gauge display in addition to the displayed level indication in the CMS.
These local gauges receive a signal from the main signal to the transmitter
Maker: Hanla Level Co., Ltd box.
Type: Electric-pneumatic Operating Principle
The ballast tanks, including the fore peak, the fuel oil and diesel oil bunker The operating principle is based upon the measurement of the hydrostatic
tanks, fresh water distilled and domestic tanks, HFO service and settling tanks, pressure at the bottom of the tank by the injection of air through a bubbling
DO service tank, HFO and LO purifier sludge tanks, FO overflow tank, main probe.
engine sump and the boiler feed water cascade/filter tank are fitted with an
electric-pneumatic type transmitter. The output pneumatic signal of the modulator is fed into a P/I converter located
in the transmitter box where the pneumatic signal is converted to an electrical
The draught gauge level transmitters are also of the electric-pneumatic type. signal. These signals are then transferred to the CMS display and digital
The forward transmitter is fitted in the fore peak tank, the aft transmitter in the indicator for the draught measurement on the cargo control console.
engine room and the midship transmitters (two) one in each of No.4 port and
starboard ballast tanks. The transmitter cabinet in the hydraulic power pack room has a series of purge
buttons on the front face of the unit, one for each sampling point. These purge
The ballast and draught transmitter signals are linked into the Saab TankRadar buttons are used to updated the readings. It is also used to blow through the air
system, and the loading computer. lines in order to clear away debris and condensate and also to blow clear any
accumulation of mud/sediment etc the mouth of the purge pipe.
The measuring line from all the electric-pneumatic type transmitters are
led back to the transmitter box located in the hydraulic valve unit room on
upper deck. From this transmitter box the pneumatic signal is converted to an
electronic signal, and passed to their respective displays in the cargo engine
control room.
Note: The draughts displayed on the cargo console digital display are the
actual draughts at the transmitter positions. These are automatically corrected
at the transmitter box to give the true draught at the fore, aft and beam
perpendiculars. The corrected draughts are then displayed on the various
monitors.
The ballast tanks are equipped with a high level alarm.
Clean dry air supplied from the control air system is supplied to the transmitter
box where it is regulated down to an operating pressure of 4.5kg/cm2. Air is
then distributed to the individual tanks. The air consumption is approximately
40 to 80 litres/hour, maximum, the actual flow rate is dependent on the
measured height of the tank and the length of signal piping to the transmitter
box.
The fuel oil and diesel oil tanks are fitted with a duel check type safety chamber
in the transmitter line. The draught system lines are each fitted with a ship side
isolating valve. The three fresh water tanks are fitted with a pneumatic 1:1
converter.
The output signals from the transmitter box are sent to the Saab TankRadar
monitoring system and the CMS alarm and monitoring system.

Illustration 3.3.3a Overfill Alarm System

230V AC Supply
Overfill System
CECR Cargo Control Console

Float Switch Arrangement
Protective Cap
Omicron Overfill Alarm Unit
OVERFILL ALARM SYSTEM
Test Lift Button 98.5% TANK NO.1 PORT 98.5% TANK NO.5 STARBOARD
98.5% TANK NO.1 STARBOARD 98.5% TANK NO.6 PORT

Connection Hand Dipping Point
Box 98.5% TANK NO.2 STARBOARD 98.5% SLOP TANK PORT
Saab Level Transmitter
98.5% TANK NO.3 PORT 98.5% SLOP TANK STARBOARD
Cargo Tank 98.5% TANK NO.3 STARBOARD 98.5% HFO TANK NO.1 PORT
Deck Level
98.5% TANK NO.4 PORT 98.5% HFO TANK NO.1 STARBOARD
98.5% TANK NO.4 STARBOARD 98.5% HFO TANK NO.2 PORT
98.5% TANK NO.5 PORT 98.5% HFO TANK NO.2 STARBOARD
LOOP FAILURE OVERFILL SYST./POWER FAIL OVERFILL
Omicron Overfill Alarm Unit General Location ALARM ACCEPTED
Float Guide LOOP FAILURE ACCEPTED

Overfill Alarm Point
ACCEPT RESET ALARM LAMP
Low Density Float ALARM ALARM BUZZER HOLD TEST
ON/OFF
Sensor Switch
OMICRON
Level Sensor
Tank No.1
Intrinsically Safe Inputs
Safe Area
Hazardous Area
Input from Cargo Oil Tank Level Sensors

Section
3.3.3
3. - Page 1
x of 2
x
3.3.3 OVERFILL ALARM SYSTEM • When the ALARM HOLD button is activated, the first alarm All the red LEDs on the alarm panel should turn constant due to the alarm hold
from each tank will be the alarm horn and a flashing light on function being activated.
Maker: Omicron deck, as well as the buzzer on the alarm panel. The appropriate
Model: OAS-5.4 LEDs on the alarm module and on the alarm panel will also start g) Operate the testing device again, no repeated alarms should
to flash. occur.
Each of the cargo tanks, both slop tanks and the HFO bunker tanks are fitted • If, after the alarm has been accepted, one of the level switches
h) Ensure that the testing device on each alarm unit has been
with an Omicron type HL8903 overfill alarm. is be deactivated and reactivated due to movement on the cargo
returned to its normal position, replace the protective screw cap
surface, the alarm will not be reactivated.
and deactivate the ALARM HOLD button.
Each level switch is equipped with a single float with a built-in permanent • When the ALARM HOLD button is deactivated, all alarms and
magnet. As the float moves upwards a reed switch inside the housing is alarm LEDs will return to normal condition according to the All alarm LEDs on the panel will now turn off.
deactivated and an alarm will occur. signal inputs from the level switches on each tank.
Each alarm is connected to an OAU-01/EX alarm module. All signal
monitoring is done by a pre-programmed microprocessor in each module. Testing
There are several LEDs situated at the front of this module with the following
functions: Each level switch is fitted with a mechanical testing device which is located
under a screw cap on top of the level switch’s junction box. By lifting the
• The green LED is illuminated when the module is working
testing device slowly by approximately 10mm the overfill alarm, for that
correctly
particular tank, will be triggered.
• The yellow LEDs indicate a loop failure
• The red LEDs indicate a level alarm To Test the System
All the alarm modules are connected to a common alarm processing unit type a) Switch on the system.
CU2.
No alarm LEDs on the alarm panel should be lit. A green LED on the alarm
The alarm panel is mounted in the cargo control console in the CECR and has unit is illuminated if the module is working properly. If the microprocessor
all the necessary alarm and test button functions. inside the alarm module is defective, the green LED will flash. If the green
LED does not illuminate there is a problem with the 24V DC supply or the
The overfill alarm is set to operate at 98.5% for the cargo oil tanks and 98.5% internal 5V DC system.
for the HFO bunker tanks.
b) Check all lights and the buzzer on the alarm panel by pressing
When a float moves upwards, the relevant red LEDs on the alarm module and the LAMP TEST button.
on the alarm panel will start to flash, the buzzer in the alarm panel will sound
and the ACCEPT HORN button will light up. There are two Xenon strobe c) Activate the ALARM HOLD button.
alarm lights fitted, one on either side of the bridge front and a air horn fitted at
the bridge front middle, both of these lights and air horn will be activated. d) Activate an alarm in each tank by lifting the testing device by
approximately 10mm.
Pressing the ACCEPT HORN button will cause the alarms to stop. However,
the LEDs on the alarm module and on the alarm panel will continue to flash. The red alarm LEDs on the alarm panel and on the switch unit will flash, the
Pressing the ACCEPT FLASH button will cause the LEDs to become steady. buzzer in the alarm panel and the horn on deck will sound, and the xenon
strobe alarm light on the bridge wings will flash.
The system also has an alarm hold function, activated by pressing the ALARM
HOLD button on the alarm panel. This function operates in the following e) Press the ACCEPT HORN button on the alarm panel.
manner:
The horn, xenon strobe alarm light and the buzzer in the alarm panel should
If prior to loading the ALARM HOLD button is already activated, it must turn off. The red alarm LEDs on the alarm panel should continue to flash.
be released and reactivated. This is done to clear any previous alarms in the
system. f) Press the ACCEPT FLASH button.

Illustration 3.3.4a Gas Detection System

GAS ALARM REPEATER UNIT GAS ALARM REPEATER UNIT
On List On List
Pump Room Main System Repeater Unit on the Bridge
Alarms List Alarms List
Repeater in the Fire Control Station Faults Faults

Local Mute Local Mute
Dimmer for Alarm/Fault Dimmer for Alarm/Fault
ON LED ON LED
GAS ALARM REPEATER UNIT GAS ALARM REPEATER UNIT
On List On List
Pump Room Main System Repeater Unit: Main and Pump Room System
Alarms List Alarms List
Faults Local Mute Faults Local Mute

Alarm/Fault Alarm/Fault
Repeater Unit: Main and Pump Room System
POWER ON POWER ON
DISCONNECTION DISCONNECTION
GAS HIGH ALARM LEVEL

EXTERNAL ALARM
GAS HIGH ALARM LEVEL
EXTERNAL ALARM
SAMPLING ALARM STATUS 1 SAMPLING ALARM STATUS 1
POINT LEVEL STATUS 2 POINT LEVEL STATUS 2
SYSTEM FAULT.. SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE ALARM MUTE

DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA ALARM FAULT DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA ALARM FAULT
STU VWX YZ ' STU VWX YZ '
POINT POINT
C3 H8 C 3 H8
4 5 6 FAULTS 4 5 6 FAULTS
JKL MNO PQR LIST DISCONNECTIONS EC M MUTE JKL MNO PQR LIST DISCONNECTIONS EC M MUTE
O2
ALARM RESET 1 2 3 SETUP SAMPLING GENERAL ALARM RESET 1 2 3 SETUP SAMPLING GENERAL
ABC DEF GHI POINT AD SETTINGS R RESET ABC DEF GHI POINT AD SETTINGS R RESET
H2 S
0 ENTER
0 ENTER
,." ESC HOME Pg Pg ,." ESC HOME Pg Pg
Control Unit Control Unit
Control Fresh Air POWER ON

DISCONNECTION
POWER ON
DISCONNECTION
Control Fresh Air
GAS 6 13 HIGH ALARM LEVEL
GAS 6 13 HIGH ALARM LEVEL
Air Inlet Exhaust SAMPLING

POINT
ALARM
LEVEL
F1 F2 F3 F4
EXTERNAL ALARM
STATUS 1
STATUS 2
SYSTEM FAULT..
ABNORMAL COND.
SAMPLING
POINT
ALARM
LEVEL
F1 F2 F3 F4
EXTERNAL ALARM
STATUS 1
STATUS 2
SYSTEM FAULT..
ABNORMAL COND.
Air Inlet Exhaust
ALARM MUTE ALARM MUTE
DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA ALARM FAULT DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA ALARM FAULT
STU VWX YZ ' POINT STU VWX YZ ' POINT
4 5 6 FAULTS 4 5 6 FAULTS
JKL MNO PQR LIST DISCONNECTIONS EC M MUTE JKL MNO PQR LIST DISCONNECTIONS EC M MUTE
ALARM RESET 1 2 3 SETUP SAMPLING GENERAL ALARM RESET 1 2 3 SETUP SAMPLING GENERAL
ABC DEF GHI POINT AD SETTINGS R RESET ABC DEF GHI POINT AD SETTINGS R RESET
0 ENTER 0 ENTER
,." ESC HOME ,." ESC HOME
Main System Analysing Unit Pump Room System Analysing Unit %LEL Test Gas
Flame Traps
Flame Traps
Sampling Lines
from Pump Room
Measuring Point Measuring Point
Inside Analysing Unit Inside Analysing Unit
CECR Safe Area
%LEL Test Gas

Pipe System
Measuring Pipes
Pipe System
Shut Off Valves in Ex Area
Hydraulic Valve Unit Room
Sampling Lines from Ballast Tanks

Section
3.3.4
3. - Page 1
x of 4
x
3.3.4 GAS DETECTION SYSTEM Control Unit Procedure for the Operation of the Gas Detection System
The control unit contains all control and checking functions of the system and Control Unit
Maker: Consilium is located in the CECR. The control unit is divided into two parts - the gas
Model: Salwico SW2020 The control unit of the SW2020 gas sampling system is divided into two
alarm panel and the operating panel. The gas alarm panel is activated when a
separate parts.
gas alarm situation is detected. The sampling point number, alarm level and the
Description actual gas detector in alarm are displayed.
The left-hand side consists of three keys: ALARM MUTE, ALARM RESET
The Salwico Gas Sampling System is a gas detection system, which monitors and ALARM IN QUEUE. The ALARM IN QUEUE key is used to find a gas
The operating panel continuously displays the last sampling point and
and detects explosive gases in the ballast tanks and other spaces. alarm in the gas alarm list, while the other two keys are used to either mute or
measured value.
to reset an alarm.
The main system monitors for hydrocarbon explosive gases in the ballast
tanks, air conditioning air intake, package air conditioning air intake, galley Analysing Unit The right-hand side is used for operation of the system. Press one of the six
and engine room intakes and paint store. The system has 35 external sampling The analysing unit contains all functions for gas detection and transportation of LIST and SET-UP keys to operate and monitor the system. All six keys will
points and one internal point for sampling the atmosphere inside the cabinet the test samples, as well as an internal sampling point for monitoring internal open a list of items, sampling points, alarms etc.
itself. Of these sampling points 29 are designated to cover the ballast tanks, gas leakage.
there are two sample points per tank and one sample point in the fore peak Use the four arrow keys to find the item required and use the function keys to
tank; these sampling points use a counter pressure type cone. The hydrocarbon gas detection is carried out by a SIMRAD GD10 infrared select an action to perform.
gas detector, the O2 detector uses a TXgard Oxygen unit and the H2S detector
The pump room system monitors for hydrocarbon, O2 and H2S content. The uses a TXgard Hydrogen Sulphide unit. The control and analysing units are For example, make a manual measurement on sampling point 5 (SP5) by first
pump room has five sample points and one internal point for sampling the contained in a single cabinet. pressing LIST SAMPLING POINTS, then choose SP5 with the arrow keys and
atmosphere inside the cabinet itself. finally press F3 (MEASURE) to start measuring on SP5. The sampling point
details will be shown on the display.
The gas detection system is an automatic scanning, permanently installed gas External Alarm Panel
detection system. The automatic scanning function ensures that the detector The function of this panel is to indicate alarms/faults visually and audibly on Some menus require a numerical input; manual measurement is one of them.
is connected to the different sampling points in a predetermined sequence. the bridge and in the fire control room. Enter a new value with the numerical keyboard. Press ENTER to change the
An actual test sample from the sampling point connected is obtained through new value into the current value and press F1 to start measuring.
the sampling pipe being pre-drawn off before the detector is connected. Pre-
Pipe System Press F1 to start measuring using the default value, which is 5 minutes.
suction takes place only in the sampling pipe which is next to be connected for
detection. This avoids unnecessary quantities of dust, dirt, salt and moisture The pipe system transports the test samples from sampling points to the
being drawn into the filters, which are fitted to every individual pipe in the analysing unit and incorporates shut-off valves and flame traps, which are Standby
system. located at the control cabinet and sintered bronze cones in the sample lines.
The control unit is in standby mode most of the time. The display shows that
The entire internal pipe system in the analysing unit is purged automatically It is important that the control/instrument air supply to the system is never the measurement sequence is running. The system always displays the last
with clean air between the pre-suction and sampling phase. isolated during the normal operation of the control units. The individual measurement.
sampling line isolation valves must also remain open during normal sampling
In order to avoid water or any other liquid being drawn into the pipe system operations, these are located in the CECR. The standby menu displays the system status. The standby mode can be
and reaching the detector, an automatic pump stop function is included. identified by the clock in the upper right corner and can be reached by pressing
Special attention should be made to the ballast tank sampling system. When the HOME key. The control unit will automatically return to standby mode 30
A gas cylinder, with a gas mixture of known composition, is connected to the individual ballast tanks are filled, each sample point in that tank must be minutes after the last keyboard entry.
system for regular calibration of the gas alarm instrument, as well as checks disconnected at the control unit. When disconnected, the control unit will send
on the operation of the system. a counter air pressure flow down the line, this is sufficient to ensure that no Lists
water can enter the system, which might otherwise cause damage.
The gas detection system consists of four primary units: All manipulation required by the average user can be performed from the four
lists in the system.

Alarm List • Purge The re-evaluation sequence can be interrupted by manual measurement or
The left-hand side of the control unit always displays the sampling point in purge. (See the Sampling Point List).
This action will clean the pipe for that particular sampling point
alarm and the alarm level (Hi or Low). for 30 seconds. Before connection to the analysing flow, an
automatic decompression is made through the internal sampling Fault Alarm
Mute the gas alarms by pressing ALARM MUTE and reset the gas alarms by point for 10 seconds, this is in order to protect the pressure
An analysing pump fault is caused by a pressure switch and stops the pump and
pressing ALARM RESET. Press ALARMS IN QUEUE to display the next gas switch and pump membrane.
scanning sequence if the system does not have the pump redundancy option.
alarm, if any.
The pressure switch detects that the pump pressure is too low. The cause is
Actions such as purge and manual measurements cannot be performed on
probably a membrane leakage of the pump or a fault of the pressure switch
When more detailed information about an alarm is required, press LIST a disconnected sampling point. The only action allowed on a disconnected
itself. Service is needed if the fault cannot be reset.
ALARMS on the right-hand side of the control unit. This list is opened sampling point is RECONNECT.
automatically when a new gas alarm is detected. Use the arrow keys to display
A bypass pump fault is caused by a pressure switch. During this period the
the next and previous alarms. After a MEASURE or PURGE operation, the normal measurement sequence
scanning cycle continues but the bypass pump stops. The cause for this fault is
starts at the sampling point that was interrupted.
Fault List the same as described for the analysing pump.
Press LIST FAULTS, on the right-hand side of the control unit to display the
faults in the system. This list is automatically opened when the system detects Disconnection List Internal leakage in the analysing unit is indicated when the automatic leakage
a fault. control fails. This control is automatically tested once every 24 hours by
Press the LIST DISCONNECTIONS button to open the disconnection list.
closing all the sampling valves, running the analysing pump and checking that
Mute faults by pressing the FAULT MUTE key and reset faults by pressing the the vacuum switch is activated. If the vacuum switch is not activated the cause
Disconnected sampling points are displayed one by one by using the arrow
FAULT RESET key. is a leakage at the vacuum side of the pump from pipes, solenoid valves, pipe
keys. Reconnect a sampling point by pressing Fl (Reconnect).
couplings or the vacuum switch itself.
Sampling Point List Set-up - General Settings Calibration: This fault indicates that zero or span calibration is not completed
Press LIST SAMPLING POINTS to enter the sampling point list. due to a value that is out of range, either due to a gas detector fault or a test gas
The system changes the access level and enters CONFIGURATION MODE fault. The bottle might be empty or the test gas mixture is not corresponding to
Select a sampling point with the arrow keys and use the function keys to when the correct access code for level 2, 3 or 4 is entered. The system will the value that is set for span calibration.
perform an action. not start until the user chooses to start the system again (the access level
is automatically changed back to 1) or the user time-out expires after 30 Gas Detector 1-4. Indicates a fault depending on which type of detector is in
The following actions can be performed on a sampling point: minutes. use. There might be a loss of power, a dirty mirror in an infrared detector or a
sensor failure etc.
• Value Choose a menu with the arrow keys. The menu numbers in this document are
Display the value of the last gas measurement shown between brackets in each header. Flow fault on sampling point X. Indicates a flow fault on the sampling point
listed. Before indication of a flow fault, the automatic pipe cleaning function
• Disconnect
first attempts to remove the cause of the flow fault by flushing the sampling
Disconnect for a period of time or permanent (OFF). Before Actions in the Event of the following Alarms pipe for 15 seconds and then tries to obtain a new sample. If the flow fault
ballasting, always disconnect the corresponding sampling Gas Alarm still remains, the sampling point is automatically disconnected and a flow fault
points. The counter pressure function will then be automatically alarm is generated and listed in the fault list. The scanning cycle continues to
When the ALARM MUTE button is pressed, the audible alarm stops and all
set. the next sampling point. As long as the flow fault for a certain sampling point
alarm outputs with mute functionality are deactivated. The scanning cycle
is listed in the fault list the fault remains. To be able to reset the flow fault the
• Measure continues and will give new alarms for each sampling point exceeding the
cause has to be removed. If a mistake was made concerning a sampling point in
Start measuring the gas concentration. With this function a alarm level. The alarms are stored in the alarm list and the sampling point of
a ballast tank, that should normally have been disconnected before ballasting,
prompt check of the actual gas concentration of the selected the last occurred alarm is shown as well as the alarm level Low or Hi.
the sampling point has to be disconnected via the LIST SAMPLING POINT
sampling point can be made. The sampling time can be set in key.
minutes, though never below the set-up time. The gas value is Activation of the ALARM RESET button starts a re-evaluation of the sampling
updated and continuously shown in the display. The possible point in alarm. An ALARM RESET request will stop the sampling sequence
Other fault alarms monitor the internal condition of the gas sampling system.
alarm, low or high, will be decided when the gas reading and make a new measurement. This re-evaluation is to be able to accept an
is stable. The remaining measurement time is continuously alarm reset on the sampling point if the level is now below the alarm level. If
shown. the ALARM IN QUEUE button is pressed and a RESET of all sample points
in alarm, the system will start re-evaluating these sample points one by one. It
may therefore take a while to complete alarm reset for several sample points.

Repeater Units Procedure to Purge a Sample Line

Gas alarms are shown on the MN400 repeater panels which are located on the
bridge and in the fire control station. a) Press the LIST SAMPLING POINTS button.
The previous and next alarms, if any can be listed with the arrow keys. Faults b) Use the UP/DOWN arrow keys to bring up the sample point
are shown when there are no non-muted gas alarms in the system. required.
The clock is shown when there are no alarms or faults in the system. c) Press PURGE.
The local mute button has dual functions: Each sample line that is reconnected must be purged individually.
1) It mutes the local buzzer if there are any entries in the fault or
alarm lists.
2) It will light the LCD display, all LEDs and sound the buzzer for
15 seconds if there are no entries in the gas alarm or fault alarm
lists.
The user can access the fault list with the ALARM/FAULT button if the
repeater panel is presently showing the gas alarm list. The repeater will return
to the alarm list after 15 seconds if no buttons are touched.
Procedure to Disconnect a Sample Point i.e. When a Ballast

Tank(s) is to be Filled
a) Press the LIST SAMPLING POINTS button.
b) Use the UP/DOWN arrow keys to bring up the sample point

required.
c) Press the DISCONNECTIONS button.
d) Press the DISCONNECTIONS button again to confirm the

action.
Procedure to Reconnect a Sample Point i.e. When Ballast

Tanks are Empty
a) Press the LIST DISCONNECTIONS button.
b) Use the UP/DOWN arrow keys to bring up the sample point

required.
c) Press RECONNECT.
After a sample point has been reconnected it is prudent to purge that line.

PART 4: EMERGENCY SYSTEMS AND PROCEDURES
4.1 Emergency Systems and Procedures

4.1.1 Deck Fire Hydrant, Lifeboat and Liferaft Water Spray Systems
4.1.2 Deck Foam System
4.1.3 Pump Room Hot Foam Fire Extinguishing System
4.1.4 Discharge of Cargo from a Damaged Tank
4.1.5 Oil Spill and Pollution Prevention - Cargo
4.1.6 Emergency Inerting of Ballast Tanks
4.1.7 Pump Room Bilge System
Illustrations
4.1.1a Fire and Deck Wash System
4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System
4.1.2a Deck Foam System
4.1.3a Hot Foam Fire Extinguishing System in the Pump Room and Engine Room
4.1.4a Oil Spill Pump System
4.1.6a Emergency Inerting of a Ballast Tank
4.1.6b Emergency Inerting No.2 Starboard Ballast Tank
4.1.7a Pump Room Bilge System

Illustration 4.1.1a Fire and Deck Wash System

Navigation Bridge Deck
HB 'B' Deck 'C' Deck 'D' Deck
FD 564F FD 566F FD 568F FD570F
FD 561F
Key
HB HB HB HB
FD 563F FD 574F
Fire and Wash Deck Water 'A' Deck
Fresh Water
HB Hose Box HB HR HR HR HR FD Flushing
FD 565F FD 567F FD 569F 571F Line
FW Hose Reel (Inside Accommodation)
HR
HB HB HB HB
Steam
HB
Sea Water
Air
FD562F
Bilges FD
541F
Fire No.6 W.B.T (P) No.5 C.O.T. (P) No.4 C.O.T. (P) No.3 C.O.T. (P) No.2 C.O.T. (P)
HB Control Room No.
1W To Bilge Eductor
No.6 C.O.T. (P) No.5 C.O.T. (P) No.4 C.O.T. (P) No.3 C.O.T. (P) No.2 C.O.T. (P) .B.T
. (P in Bosun Store
No. )
(E) 1C
I.G.G .O.
Room FD (D) T. ( FD
P)
544F (F) (C) 504F
(A Deck)
(B)
FD FD FD FD FD FD507F FD HB
FD
Engine 525F 523F 521F 519F 517F 515F FD 501F
FD Casing 506F
HB HR
547F FD514F FD513F FD512F FD511F FD510F FD509F FD
FD
502F
545F HB HB HB HB HB
HR
HB FD
FD FD 503F
FD530F
546F 527F FD604F FD
FD FD FD FD FD FD (S) To Deck
(A Deck) .T. 505F
526F 524F 522F 520F 518F 516F
5 C.O Machinery
No.
HB
) Oil Cooler
No.6 C.O.T. (S) No.5 C.O.T. (S) . (S
No.4 C.O.T. (S) No.3 C.O.T. (S) No.2 C.O.T. (S) .B.T
FD 5W
HB No. To IGG
549F FD Plant (LC) To IG
Chemical No.6 W.B.T (S) No.5 W.B.T (S) No.4 W.B.T (S) No.3 W.B.T (S) No.2 W.B.T (S)
Paint Store 542F Scrubber (LC)
Store FD
550F Oil/Grease WS WS
FD Liferaft and Rescue BG017F
Store 048F 050F
548F Boat Area Deluge To Deck Foam
System (D) Monitors (B) 6.0kg/cm2
HB Steering PIAL
Lifeboat 6.5kg/cm2 PS
Gear Room 1451
FD581F To 'A' Deck Foam Deluge To Fire/ AR029F PS BA001F BG015F
FD589F FD587F Monitors (E) System (C) Deck Wash (A)
Alarm and Fire Pump FD021F
Steam Blow BG Fire Line
Cut In Pressure Stats Set 12kg/cm
2
PI 016F Pressurising Pump
ST691F FD004F FD003F
Air Blow Fire FD Accumulator (Mezzanine 25m /h at 9.0kg/cm2
3
FD583F 525F Deck Port Side)
FD Control Room BA002F FD
AR540F 018F
582F
FD FD FD 2nd Deck FD To Engine Room
FD557F No.2 Bilge, Fire No.1
553F 551F 552F Port Side PI PI 005F Stb’d Fire Hydrants
FD586F and GS Pumps
230/180m3/h PI
FD588F No.2 at 4.0/10kg/cm2 AUTO
To Primary PI PI
Deck FD019F ST-SP
Bilge Tank
Foam PI
FD555F Unit FD554F BG BG BG014F
FD017F
To Engine Room Upper Deck 013F 012F
From To Engine Room Sea Water
Emergency and Pump Room FD002F FD001F
Port Side Hydrants Main Crossover Line
Fire Pump Hot Foam Unit (F)

Section 4.1.1
4.1. - Page 1
x of 4
x
4.1 EMERGENCY SYSTEMS AND PROCEDURES The emergency fire pump is an electrically driven self-priming centrifugal Water may be supplied to the fire main using either of the bilge, fire and GS
pump and is situated in the emergency fire pump recess in the steering gear pumps. The suction valves from the SW main and the two discharge valves to
4.1.1 DECK FIRE HYDRANT, LIFEBOAT AND LIFERAFT compartment. Its power supply is taken from the emergency switchboard, it the fire main are normally kept open on both pumps. The suction and discharge
WATER SPRAY SYSTEMS can be started locally or remotely from the bridge or from the fire control room. valves on the bilge, fire and GS pumps are hydraulically interlocked whereby
The emergency fire pump has its own sea suction chest with the suction valve the bilge suction isolator for each pump cannot be opened if the discharge valve
Bilge, Fire and GS Pump FD556F, being remotely operated from a hydraulic deck stand valve FD587F in onto the fire main is open. This hydraulic interlocking ensures that no bilge
the steering gear compartment. The sea chest is also fitted with a connection for water which could contain traces of oil is discharged onto a fire, additionally
Maker: Teikoku Machinery Works Ltd steam blowing and an air connection for weed blowing. The sea chest isolating the pump will not lose suction if a bilge well became empty.
No. of sets: 2 valve for the blowing operation is opened/closed via a deck stand valve located
Type: Vertical centrifugal adjacent to the deck stand valve for the sea chest suction valve.
Preparation for the Operation of the Fire Hydrant System
Model: 200-2VSR-AM-NV-S
An air loaded accumulator cylinder connected to the fire main in the engine
Capacity: 230/180m3/h at 4.0/10kg/cm2 a) Set the suction and discharge valves of the bilge, fire and GS
room dampens out pressure fluctuations in the fire main system and allows the
Speed: 1,800 rpm pressurising pump to be on standby but not running if there is no demand on pumps for supplying sea water to the fire main. The description
the system. Pressure switches are used to start and stop the pressurising pump, assumes that the sea water main is already connected to the
Fire Line Pressurising Pump air is supplied to the accumulator from the service air system by means of air sea via the low suction and that the pump bilge suctions and
valve AR029F. The accumulator relief valve lifts at a pressure of 12kg/cm2. discharge to overboard and the discharge to the IG sea water
Maker: Teikoku Machinery Works Ltd
scrubber line are closed.
Type: 100SXUM
No. of sets: 1 Procedure for Supplying Sea Water to the Fire and Deck Wash b) All of the intermediate isolating valves along the fire main on
Capacity: 25m3/h at 9.0kg/cm2 Main the upper deck must be open.
Speed: 3,600 rpm
c) All fire hydrant outlet valves must be closed.
The bilge, fire and GS pumps and the fire and deck wash system can supply
Emergency Fire Pump sea water to the following systems: d) Set up the valves as shown in the table below:
Maker: Teikoku Machinery Works Ltd • The fire hydrants in the engine room
Type: 250-2VSR-BM-NV-S Position Description Valve
• The fire hydrants on deck
No. of sets: 1 Open No.1 bilge, fire and GS pump SW suction valve FD001F
• The fire hydrants around the accommodation block
Capacity: 450m3/h at 90 mth Open No.1 bilge, fire and GS pump fire main discharge FD003F
Speed: 1,800 rpm • The deck foam system valve
• Deluge system to the bridge front, supplied from the fire main Open No.2 bilge, fire and GS pump SW suction valve FD002F
Introduction with isolating valves located adjacent to the hydrant valves on Open No.2 bilge, fire and GS pump fire main discharge FD004F
the navigation deck valve
The bilge, fire and GS pumps connect onto the fire and deck wash system and • The hot foam system for the engine and pump room Open Fire line pressurising pump SW suction valve FD017F
are normally kept ready for use so that in an emergency they are immediately
• The hawse pipe wash Open Fire line pressurising pump discharge valve FD018F
available for operation. These pumps can be started and stopped locally and
started from the fire control room, the bridge and the engine control console in Open Fire main accumulator valve FD019F
• Mast riser top fire extinguishing spray system
the cargo/engine control room (CECR). Open Fire control room isolating valve from engine FD554F
• The economiser water washing system room
The pumps take their suction from the sea via the engine room crossover main • The soot drain tank Open Deck isolating valve to port side outside FD544F
which has connections to the high and low sea chests or from the bilge system. accommodation area on A deck
• The inert gas scrubber cooling sea water crossover line
The pump suction valves from this sea suction main and the discharge valves Open Deck isolating valve to starboard side outside FD546F
to the fire main outlet, are normally left open. • The bosun’s store bilge and chain locker bilge eductor accommodation area on A deck
Open Emergency fire pump suction valve FD556F
The fire line pressurising pump takes suction only from the sea water crossover Note: Although the bilge, fire and GS pumps can supply the lifeboat and Open Emergency fire pump discharge valve FD583F
main and discharges to the fire main. The pump maintains a pressure in the fire liferaft deluge system, it will require the capacity from the emergency fire
main so that an immediate fire fighting capability is provided but because of its Open Supply to the fire control room from the FD555F
pump to supply these system in addition to the deck foam and hot foam
low capacity, if more than one hydrant is opened, an additional pump must be emergency fire pump
systems.
started, this would generally be the duty bilge, fire and GS pump. If necessary,
or if the demand is high the emergency fire pump could be started.

Illustration 4.1.1b Lifeboat, Liferaft and Rescue Boat Water Spray System
(E)
Fire
Control Room (B)
(A)
21
4 21
5
5
4
B Deck
3
5
5
Level A Deck
21
21 Level
Deluge Riser
From Engine
Room
HB Steering 7
8
Gear Room 9
FD581F
FD587F
Liferaft Deluge Protection Area
FD589F
Steam Blow
ST691F
Air Blow Liferaft Deluge To Deck Foam To IGG
FD583F
System (D) Monitors (B) Plant (LC) To IG
FD
AR540F Scrubber (LC)
582F Lifeboat
To 'A' Deck Foam Deluge To Fire/ WS WS
BG017F
Monitors (E) System (C) Deck Wash (A) 048F 050F
FD586F
FD588F 6.0kg/cm2
Fire FD 6.5kg/cm2
PIAL
PS
525F 1451
Control Room AR029F PS BA001F BG015F
Alarm and Fire Pump FD021F BG Fire Line
FD FD FD FD557F
Cut In Pressure Stats Set 12kg/cm2
PI 016F Pressurising Pump
553F 551F 552F FD004F FD003F
Accumulator (Mezzanine 25m3/h at 9.0kg/cm2
Deck Port Side)
No.2 FD
BA002F
Key Deck 018F
Foam 2nd Deck FD To Engine Room
Fire and Wash Deck Water FD555F Unit No.2 Bilge, Fire No.1
FD554F Port Side PI PI 005F Stb’d Fire Hydrants
Upper Deck and GS Pumps
To Engine Room PI
Steam 230/180m3/h
and Pump Room
To Primary at 4.0/10kg/cm2 AUTO
Hot Foam Unit (F) FD019F PI PI ST-SP
Sea Water Bilge Tank
PI
Air BG BG BG014F
FD017F
From 013F 012F
To Engine Room Sea Water
Bilges Emergency FD002F FD001F
Port Side Hydrants Main Crossover Line
Fire Pump

Section 4.1.1
4.1. - Page 3
x of 4
x
e) Put the fire main pressurising pump on manual control, start Intermediate valves in the fire main along the deck should be kept open at
Area Capacity Rates No. of Nozzles
the pump and prime the entire fire hydrant system and deck all times to ensure that water will be available at all deck hydrants whenever
required. Bridge Front 18.9 litres/min 20
wash main. Vent the line at the navigation deck level and at the
forward fire hydrant on deck. When the entire hydrant line is Mast Riser Flame Arrester 255 litres/min 2
primed and at working pressure stop the pump. Add air to the In addition to supplying water to fire hydrants the fire main system also Paint Store 30 litres/min 4
supplies water to the hot foam system (high expansion foam system) for the Chemical Store 45 litres/min 1
accumulator to a working pressure of 9kg/cm2 aim to have a
engine and pump room and the foam system for the deck.
working level at the mid point. Place the fire main pressurising Oil/Grease Store 45 litres/min 2
pump in AUTOMATIC mode. The pump will start and stop The fire main must be maintained in an operational condition at all times and
according to the pressure stat cut-in/out switch on the fire The isolation valves for the above water mist protected areas are located
all hydrant valves must be closed so that pressure is available at the hydrants
main. locally, the paint store, chemical store and oil/grease stores compartments on
as required. The foam systems are an essential part of the ship’s fire fighting
the upper deck aft on the starboard side are each fitted with two drain valves.
capability and the valves to these units must be free and easily operated.
f) If additional water is required on the fire main outside of the The mast riser water mist line is also fitted with two drain line valves.
capacity of the pressuring line pump, start either of the bilge, When the ship is trading is cold climate areas with the risk of freezing on deck,
fire and GS pumps or the emergency fire pump depending upon it will be necessary for the deck fire main to be isolated from the engine room International Ship Shore Connection
circumstances and demand. riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained There are two international ship shore connections located in storage boxes, one
g) Open the desired hydrant valves on the fire main after down with the drain valves left in the open condition. on either side of A deck adjacent to the entrance door into the accommodation.
connecting the fire hose. Illustration 4.1.1a indicates where the They must be kept readily available for use in port where it may be necessary
hydrants outside of the engine room area are located are and to utilise the shore based fire authorities to assist in fighting a fire.
their valve numbers. Accommodation First Aid Fresh Water Hose Reels
A fresh water first aid fire hose reel, 25mm diameter by 20m is located on each
Note: Whenever a bilge, fire and GS pump, or the emergency fire pump is
deck in the accommodation located adjacent to the central stair well. These Deck Foam Deluge to
operating, at least one fire hydrant valve must be open to ensure a flow of Flushing Line Lifeboat Area
hose reels allow a first strike capability in the accommodation until the deck
water through the pump to prevent overheating, this would usually be an Deluge to
fire hydrant system is brought back into service in the event of the deck fire Liferaft Area
anchor washer. Deck Fire
main being drained down due to freezing climate operational conditions. Hydrant Line
After use, the hose and nozzle unit must be properly stowed in the hose box
ready for future use. Any defects in the hose, nozzle, valve or system must Lifeboat, Liferaft and Rescue Boat Water Spray System
be reported immediately and rectified as soon as possible. Hose boxes must
never be left with components which are defective. The areas around the liferafts, rescue boat and free fall lifeboat are protected by
a water spray system which will give protection to the ship’s crew in the event
Emergency Fire Pump of the ship having to be abandoned when there is a fire on the deck.
If the emergency fire pump is to be used this can be started remotely. The The isolation valves are located in the fire control station as indicated in the
suction valve FD556F and the discharge valve to the fire main FD583F from illustration above. It is necessary to use the emergency fire pump in order to
this pump are always kept open so the pump can be started and can supply supply the high volume of water required for these spray systems. The bilge,
water to the fire main immediately. The valves should, however, be operated fire and GS pumps do not have the capacity to supply these systems in addition
periodically to ensure that they are operational and free to be closed should the to supplying the fire main.
need arise. From Engine
Area Capacity Rates No. of Nozzles Room
Liferafts Port 255 litres/min 11

The Fire Main
Liferafts Starboard + Rescue Boat 255 litres/min 14
The fire main has outlets in the engine room, around the accommodation Lifeboat Embarkation Area 255 litres/min 20
block and on the deck forward and aft. At each hydrant outlet is a hose box
Other water spray areas supplied from the deck fire main system. Fire Main Distribution Manifold in the Fire Control Station
containing a fire hose and nozzle unit. The hydrant outlet valves should be
operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.

Illustration 4.1.2a Deck Foam System Elevation/Throw

Control Handle
Liferaft Deluge
Lifeboat
System To Fire/
Deluge
System Deck Wash
FD
525F
FD FD FD FD557F
553F 551F 552F Monitor Foam
Isolating Valve
6.5kg/cm2
5.0kg/cm2
PIAL
1451 PS Monitor Located
FD554F on ‘A’ Deck
Alarm and Fire Pump
Cut In Pressure Stats
Fire Control Hydrant Connection
Station Upper Deck for Portable Branch
From Engine Room

Bilge, Fire and GS Pumps No.6 W.B.T (P) No.2 W.B.T (P)
No.
Filling Point Deck Foam Monitor 1W
No.6 C.O.T. (P) No.5 C.O.T. (P) No.4 C.O.T. (P) No.3 C.O.T. (P) No.2 C.O.T. (P) . B.T
Test Tank . (P
No. )
(200 litres) Pressure 1C
FM531F .O.
Relief In Deck T. (
Stores P)
FB
Foam Tank FM533F
3,500 Litres FM505F FM504F FM503F FM502F FM501F
FM515F FM514F FM513F FM512F FM511F
FM524F FM523F FM522F FM521F

No.3 FM In Deck FM516F
No.7 FM518F
517F Stores )
S
T. (
PI
FB .O.
No.6 1C
No.
)
. (S
No.6 C.O.T. (S) No.5 C.O.T. (S) No.4 C.O.T. (S) No.3 C.O.T. (S) No.2 C.O.T. (S) .B.T
1W
No.
Foam
No.1 FM532F
Pump PI
No.6 W.B.T (S) No.5 W.B.T (S) No.4 W.B.T (S) No.3 W.B.T (S) No.2 W.B.T (S)
FM534F
No.2 Foam Monitor Located
FD555F
Proportioner on ‘A’ Deck
Key
To Engine Room Fire and Wash Water

and Pump Room
Hot Foam Unit Foam and Water Mixture
From Foam
Emergency
FB Foam Box
Fire Pump

Section 4.1.2
4.1. - Page 1
x of 2
x
4.1.2 DECK FOAM SYSTEM There are seven directable foam monitors which allow foam to be sprayed g) Open the monitor and hydrant valves nearest to the fire as
over the deck area of which two are located just in front of the accommodation required. If a manual foam applicator is to be used it should be
Foam System block. In addition to the fixed monitors, two sets of portable foam fire fighting connected before the hydrant valve is opened.
Maker: Unitor appliances are located in labelled foam boxes, one is located in each of the
midship deck stores. Inside each of the foam boxes is a portable branch pipe h) The system is at its optimum with one monitor and two portable
No. of sets: 1
and a hose which can connect to the foam main via one of the foam hydrant applicators in use. Should it be necessary to use more than this,
Type: Regular protein valves. the effectiveness of the system will be reduced.
Tank capacity: 3,500 litres
During normal service the four foam main isolating valves along the upper i) Check that foam is issuing from the monitor and applicator so
Foam Pump deck would be left open. These are valves FM521F, FM522F, FM523F and that the foam can be sprayed where it is required.
No. of sets: 1 FM524F.
Type: Vertical centrifugal WARNING
Model: DPVF 10-70 Procedure for Making the Foam System Operational The discharge from the monitors should not be directed at the fire until
Capacity: 8.9m3/h at 9 bar foam begins to issue from the nozzle(s). The foam should be directed so
a) Ensure that there is sufficient foam chemical in the foam tank. that it spreads over the surface of the burning oil and gradually smothers
Foam Proportioner the fire. The foam should not be aimed directly at the oil in case it causes
No. of sets: 1 b) Check that the foam main isolating valves on deck are all open. it to splash and spread. Also use the prevailing wind and slope of the
Model: PP150/50 These valves are normally left in the open position. deck to assist in creating a blanket whenever possible.
Capacity: 4,830 litres/min
c) If the weather is cold, the foam pump and system heaters must Procedure for Cleaning and Preparing the Foam System
Foam Monitor be left on.
No. of sets: 7 a) After finishing with the deck foam system shut down the
emergency fire pump or the bilge, fire and GS pump(s), and the
Model: FJM-100 DIN/JIS Procedure for Operating the Foam System, from the Fire foam pump.
Capacity: 4,000 litres/min Control Station
Throw length: 60 metres in still air b) Close the foam tank outlet valve No.3 to prevent sea water
The following sequence and the valve numbers used relate to illustration 4.1.2a entering the foam tank and also the return line valve No.7.
shown above:
Introduction c) Open the flushing valve No.1.
a) Ensure that power is available to the equipment and if necessary
The Unitor foam system supplies foam to seven outlets at various points start a standby generator. d) Start the duty fire pump and the foam liquid pump. Open
along the upper deck. The foam is made by mixing sea water supplied by the forward monitor on the tank deck until clean sea water is
the bilge, fire and GS pumps or the one emergency fire pump, with foam b) Ensure the system flushing valve No.1, is closed. discharged and then operate all other monitors and hydrants for
making chemical. Water is supplied from the bilge, fire and GS pumps or the a few seconds to clear foam residues from the lines.
emeregency fire pump, the isolating valve from the engine room FD554F and c) Ensure that the fire water supply isolating valve from the engine
the cross flow line isolating valve FD555F from the emergency fire pump must room FD554F and cross flow valve FD555F are open. Start the e) Stop the duty fire pump and the foam liquid pump.
be open. The foam is generated by mixing the foam making chemical with sea emergency fire pump or either of the bilge, fire and GS pumps
water at a ratio of 3% chemical solution to 97% sea water. depending on which is duty. f) Revert all valves to their standby positions.
The liquid foam making chemical is stored in a 3,500 litre tank located inside d) Open the foam tank system outlet valve No.3 to the foam pump g) Refill the foam tank as soon as possible.
the fire control station in the port side accommodation on the upper deck. and the fire pump inlet valve to the proportioner, valve No.2.
Located on the top of this tank is a 200 litre foam test tank which is used for Check that the return line valve to the relief valve, No.7, is When the ship is operating in cold weather climates, it will be necessary to
system testing and crew familiarisation during drills. The test tank is topped up open. ensure that the foam line on deck is thoroughly drained down and the three
from the main storage tank via a hand pump. drain line double isolation valves, one aft FD527F, one middle FD518F and
e) Press the START button on the foam pump starter and check one forward FD516F are left in the open position. During cargo operations in
The chemical is supplied to the foam proportioner by means of the foam liquid that pump runs up to speed. these climates it would be expedient to have the drain line valves closed for
pump. In the proportioner the liquid foam chemical mixes with sea water and that period in order that the system is ready for immediate use.
the combined sea water and liquid foam pass into the foam main. f) Observe the pressure gauge on the foam pump outlet and when
it is reading between 5 and 11 bar, open valve No.6 to allow
foam into the proportioner.

,OOXVWUDWLRQD+RW)RDP)LUH([WLQJXLVKLQJ6\VWHPLQWKH3XPS5RRPDQG(QJLQH5RRP
)LOOLQJ
&RQQHFWLRQ
(QJLQH5RRP3RUW+HDGV
3, 1& (QJLQH5RRP:RUNVKRS0DLQ6ZLWFKERDUG
(OHFWULFDO:RUNVKRS(QJLQH&DVLQJ
)RDP5RRP
5HWXUQ )OXVKLQJ
)RDP7DQN &RQQHFWLRQ 6HWV$LU+RUQ
/LQH
/LWUHV 3,
3, )RDP )')
1& ( 6HW(OHFWULF6LUHQ
3URSRUWLRQHU
1&
12 12 12 %

$
12 36 12 3XPS5RRP3RUW+HDGV
3,
)RDP 1&
1& 12 )OXVKLQJ 1&
3URSRUWLRQHU
36 &RQQHFWLRQ 6HW$LU+RUQ
-
1&
12 36 12
3,
12
7R$FFRPPRGDWLRQ$UHD
)')
(QJLQH5RRP6WDUERDUG+HDGV
7R6WRUHV
& 12 1& (QJLQH&DVLQJ,QFLQHUDWRU5RRP
0RWRU6WDUWHU&DELQHW
3XULILHU5RRP+HDGV
6WHHULQJ
+%
*HDU5RRP
3XPS5RRP6WDUERDUG+HDGV
)')
)') )') 1&
6WHDP%ORZ
)') 67)
$LU%ORZ
)' 727$/)/22',1*
(1*,1(5220
727$/)/22',1*
38035220
)
$5) )') $/$50 $/$50
21 21
2)) 2))
02'( /$03 7(67

32:(5
21
)$,/3/& 7(67 23
:$7(56833/<
)2$06833/< $/$50 21 2))
(0),5(3803 :$7(59$/9( 21 2))
/36833/</,1(36
,17(5/2&.9(17,/$7,21 21 2))
)') /36833/</,1(67%
581)2$0/,48,'3803
)$,/)2$0/,48,'3803
:$7(5/,1(9$/9(
)2$07$1.287/(79$/9(
)2$0/,48,'3803
21
21
21
2))
2))
2))
581(0),5(3803 9$/9((1*,1(522036 21 2))
)$,/(0),5(3803 (:606%(/:6(1*&$6,1*
9$/9((1*,1(522067% 21 2))
(1*&$6,1*,1&,1(5$7255220
385,),(55220
81,725
)') &21752/6<67(06
9$/9(3803522036 21 2))
.H\
9$/9(3803522067% 21 2))
0DLQDQG
(PHUJHQF\ 3RZHU
3RZHU6XSSO\ 0DLQ +RW)RDP
6XSSO\
9DQG9 &RQWURO
3DQHO (OHFWULFDO6LJQDO
6HD:DWHU
7R)URP)LUH )LUH:DWHU6\VWHP
+\GUDQW6\VWHP
12 1RUPDOO\2SHQ
1& 1RUPDOO\&ORVHG
6WHDP

Section 4.1.3
4.1. - Page x
1 of x
4
4.1.3 PUMP ROOM HOT FOAM FIRE EXTINGUISHING mix is pumped to the protected spaces through 125mm supply lines. There Procedure for Operating the Foam System from the Fire
SYSTEM are two foam proportioners, one for the starboard side of the engine room and Control Station
pump room and one for the port side of the engine room and pump room.
Foam System a) Ensure that the main power is switched ON and OP mode is
The pump room is provided with hot foam generators designed to produce the selected.
Maker: Unitor
required quantity and concentration of foam to meet SOLAS requirements.
No. of sets: 1 There are ten foam generators, type HG-25 which have a foam production b) Check that the sea water supply valve to the foam system in the
Tank capacity: 3.0m3 capability of 60m3/min covering the pump room area. fire control station room is open and that the system flushing
valve is closed. Other system valves are normally left open.
Foam Pump The HG-25 generators are designed as an integral part of the hot foam system
in which air from the protected space is used to aid foam production even when c) Ensure that all personnel are evacuated and accounted for from
No. of sets: 1
smoke and combustion gases are present. The generators are constructed from the pump room and that the entrance door is closed.
Type: Vertical centrifugal stainless steel and are built as one unit without any moving parts. The HG-25
Model: DPVF 4 - 80 generators consist of three nozzles. The nozzles send a water/foam mix into the d) Open the hot foam system release box door.
Capacity: 4.3m3/h generator housings and with the speed at which it passes through the housing
it creates a negative pressure. This pressure reduction causes air/smoke to be e) Press the alarm ON pushbutton for total flooding of the pump
drawn in to the housing so mixing with the foam/water and creating a high room. There are two such pushbuttons and only the one for the
Introduction expansion foam. space in which the fire exists should be pressed. The foam alarm
will sound in the pump room and the ventilation will be shut off.
The Unitor Hot Foam fire fighting system is a high expansion foam system that To ensure correct system operation, only the foam making chemical supplied This pushbutton operation will start the emergency fire pump.
provides a fire extinguishing capability to the following areas: by the system manufacturer should be used in this installation.
• Engine room f) The system will now commence operation but the injection
Electrical power for the system is supplied from the main switchboard with of foam is delayed for 120 seconds and only water is injected
• Main switchboard room back-up being supplied from the emergency switchboard. during this period of time.
• Incinerator room
Compartment Volume HG-25 Capacity g) When the desired amount of foam has been injected the foam
• Electrical workshop
system must be manually switched off by pressing the OFF
• Purifier room Pump room 1,903m3 10 60m3/h
pushbutton on the control panel.
• Engine room casing
Procedure for Making the Foam System Operational h) When the fire has been extinguished and the space has cooled
• Pump room down the foam must be cleared from the room before personnel
a) Check the foam liquid tank visually for any damage or may enter. Precautions must be observed regarding breathable
The system supplies foam to outlets at various points in the machinery spaces, atmosphere and the risk of a further fire outbreak if the seat of
leakage.
there being four main supply lines each with its own remotely operated butterfly the fire has not cooled down completely.
valve. Foam generators are fitted at designated points in the foam supply lines
b) Ensure that there is sufficient foam chemical in the foam tank.
and these produce the foam and direct it into the protected spaces.
c) Check that the fire main sea water supply valves are all open.
Foam is produced by mixing sea water, supplied from the emergency fire pump
These valves should be left open during normal service.
or one of the two bilge, fire and GS pumps with a foam making chemical.
Illustration 4.1.3a above shows the hot foam system.
d) If the weather is cold, the pump and system heaters must be left
on.
The emergency fire pump would ordinarily be used to operate the hot foam
facility but in the event of a problem with this pump or a fire in this area, the
bilge, fire and GS pumps could be used. Foam is generated by mixing the WARNING
foam making chemical with sea water at a rate of 2% chemical solution to Before any action is taken to release the hot foam system, the fire alarm
98% sea water. The foam making chemical is stored in a 3.0m3 tank of steel must be activated.
construction located in the foam room and fire control station and is supplied to
the two foam proportioners by the foam pump. In the proportioners, the foam
chemical mixes with sea water and the combined sea water and liquid foam

Proportioning Unit
Discharge Control
Panel
Foam Pump
Starter
Foam Pump
To Engine Room To Engine Room

To Pump Room Starboard Side Port Side
To Pump Room
Starboard Port Side
Side
Hot Foam Distribution Valves to Pump Room and Engine Room Hot Foam Storage Tank, Foam Pump and Proportioning Units

Section 4.1.3
4.1. - Page x
3 of x
4
Procedure for the Emergency Operation of the Pump Room Procedure for Cleaning and Preparing the Foam System ,OOXVWUDWLRQE+RW)RDP'LVFKDUJH&RQWURO3DQHO
Foam System
a) After finishing with the hot foam system, shut down the
In the event of a failure of the system in OP mode from the main control emergency fire pump or other sea water supply pump and the 727$/)/22',1* 727$/)/22',1*
foam pump. (1*,1(5220 38035220
panel, the system can be operated by utilising the TEST mode according to the
following procedure. This is done at the control panel in the foam fire control $/$50 $/$50
station room. b) Close system valve A, to ensure that sea water does not enter the
foam tank.
21 21
a) Switch over to TEST mode on the panel and toggle the alarm
switch to the ON position. c) Open the flushing valve, J.
2)) 2))
b) Ensure that all personnel have been evacuated from the pump d) Start the emergency fire pump (or one of the bilge, fire and GS
room. pumps) and the foam pump, first making sure that the foam tank 32:(5
02'( /$03 7(67
outlet valve is closed. 21
)$,/3/& 7(67 23
c) Toggle the switch EM. POWER, EM. FIRE PUMP and WATER :$7(56833/<
VALVE to the ON position. The emergency fire pump will e) Attach hoses to the test connection hydrant valve outlets with )2$06833/< $/$50 21 2))
start. the other end of the hoses directed overboard. Open the test /36833/</,1(36 (0),5(3803 21 2))
connection hydrant valves and flush through the foam system.t /36833/</,1(67% ,17(5/2&.9(17,/$7,21(5 21 2))
d) Toggle the water line valve switch to the ON position. 581)2$0/,48,'3803
,17(5/2&.9(17,/$7,2135 21 2))
f) Stop the foam pump and let the fire pump run to flush out the )$,/)2$0/,48,'3803
foam in the lines. :$7(5/,1(9$/9( 21 2))
e) Toggle the foam tank outlet valve switch to the ON position. 581(0),5(3803
)$,/(0),5(3803 )2$07$1.287/(79$/9( 21 2))
f) Toggle the liquid foam pump start switch to the ON position. g) Stop the emergency fire pump (or the bilge, fire and GS pump )2$0/,48,'3803 21 2))
if that has been started), close valves B and C and drain the 9$/9((1*,1(522036
g) Toggle the switches for the pump room space to the ON position. piping.
(:606%(/:6(1*&$6,1* 21 2))
The two separate release control valves for these sections will
9$/9((1*,1(522067%
open: h) Revert all valves to their standby positions.
(1*&$6,1*,1&,1(5$7255220
• Pump room port side i) Refill the foam tank as soon as possible. 385,),(55220 21 2))
• Pump room starboard side 9$/9(3803522036 21 2))
81,725
9$/9(3803522067% 21 2))
h) The system is now operating with immediate foam production. &21752/6<67(06
i) When the fire is extinguished the pumps must be stopped

manually and all of the valves closed.
j) Observe the precautions given in the previous procedure about

checking that the fire has been extinguished before clearing the
foam and entering the room.

4.1.4 DISCHARGE OF CARGO FROM A DAMAGED TANK
Should a leakage to sea or to a ballast tank occur due to suspected tank damage,
measures should be taken to reduce the head (increase the ullage) in the cargo
tank involved, either by internal transfer or discharge ashore. Unless corrective
action is taken promptly, oil will continue to flow to sea until the hydrostatic
balance is achieved between the head of oil remaining in the tank and the sea
water pressure exerted on the outer hull. If it is not possible to identify the
specific tank from which the leakage is occurring, the levels of all tanks in the
vicinity should be reduced, taking into account the effect on hull stresses and
stability.
Should it be suspected that leakage is from a fracture on the bottom plating

or lower shell plating, then the level in the tank, if full, should be reduced
and then a water bottom pumped into the damaged tank to prevent further oil
spillage.
Remember that in a tidal stream, any seepage or leakage from the hull (or sea
valve, for that matter) may be carried by the current to another part of the ship
before it surfaces and is noticed. This is particularly so in the area of the bilge
keels. For example, oil leaking from a sea valve can be carried forward by the
current, entrapped below the bilge keel, to surface in the forward part of the
ship.
Where action is taken to prevent or minimise oil spillage, preventive measures

should take priority over cargo segregation and quality concerns. Similarly, no
action must be undertaken that could jeopardise the safety of the personnel on
board the ship and on shore.

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

Oil Leakage/Overflow During Cargo Handling Alternatively, any spillage that collects near the aft scuppers on the main deck
Air Supply Filter,
can be discharged to the port slop tank via the Wilden pump located in the Regulator and Oiler
Should an oil spill occur during cargo handling, the following actions should pump room entrance.
be followed:
a) Stop/trip the cargo pumps immediately. Cease all cargo and

ballast operations.
Suction Isolating
b) Inform the terminal about the nature and extent of the leak.
Pump Suction Line
c) Sound the General Emergency Alarm with a PA broadcast and
Scupper Plug
muster the oil spill emergency reponse team.
d) The manifold valves may be closed.
e) Identify and isolate the leaking section of the line if possible.
f) Open the drop valves to drain the top lines and consider
reducing the IG pressure in the tanks.
g) Check/stop the air intake to the accommodation. Stop non- Drain to Slop Tank
essential air intakes to the engine room.
Discharge Line
h) Close all non-essential sea suctions.
i) Re-check that all scuppers are shut. Oil Spill Suction and Drain System on Deck Oil Spill Pump in Pump Room Entrance
j) Contain the spill on board by opening the main deck drain valve Illustration 4.1.5a Oil Spill Pump System Pump Room Entrance
Service Air
leading directly to either the port or starboard slop tank, or by Access Manhole for Deck
using the fixed Wilden pump at the pump room entrance which Deck Spill Spill Drain Plug Maintenance
discharges into the port slop tank. Drain Pipe

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

kept ready for use.
l) Oil spill dispersants/emulsifiers should never be used overside

except for small spills where written approval is received from
the appropriate authorities.
m) Reporting procedures to be followed as per the SOSRP/VRP

depending on the location of the ship.
n) Discharging may be resumed after the fault has been rectified.
There are direct drop plug valves, port and starboard, that directs the liquid via
a drain pipe that passes through the ballast tanks (No.6 port and starboard) to
the respective slop tank. Each drain pipe has a double U bend to prevent blow
back from the slop tank IG pressure.
Ballast
Blank Plug Port Cargo Oil Slop Tank
Tank

Illustration 4.1.6a Emergency Inerting of a Ballast Tank No.1 Water Ballast Tank
To Cargo (Port)
No.6 Water Ballast Tank No.5 Water Ballast No.4 Water Ballast Tank No.3 Water Ballast No.2 Water Ballast
Line (Port) Tank (Port) (Port) Tank (Port) Tank (Port)
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
From Inert Gas CO599F (Port) (Port) (Port) (Port) (Port)
GI512F GI511F
Fan Room
Sampling
400
400 (Port)
P/V
No.4 Cargo Oil Tank
Breaker
(Port)
14,280m3/h
GI516F
400
400 PS PT
400
400 400 400 400

400
GI542F GI515F
250 250 250 250 250 250
Mast Riser With 250
Flame Arrestor
200 200 200 200 200 200 400 200
400
GI501F
200 200 200 200 200 200 200
400 200
400 GI503F
PS PT GI502F
250
250 250 250 250 250 250 250
250
250 250 250 250

GI543F GI517F 250 150
250
Cargo Access 400

Hatch P/V
Flexible Hose No.4 Cargo Oil Tank
Breaker
Gas 400 4,760m3/h
Point Point
Deck Water
Seal No.1 Water Ballast Tank
No.6 Water Ballast Tank No.5 Water Ballast No.4 Water Ballast Tank No.3 Water Ballast No.2 Water Ballast
(Starboard)
(Starboard) Tank (Starboard) (Starboard) Tank (Starboard) Tank (Starboard)
250
LAH Starboard
For Pump Inert Gas Main Whinnel Vent
LAL Room Inerting Air Vent Unit Removed
250 Flexible Hose PV Valve
150
Purge Pipe
GI518F
GI520F
GI519F Cargo Oil Tank Cargo Oil Tank
Sea Water
Supply GI544F
GI526F
Steam 250
Exhaust
Reducer for
Steam Supply PV Valve Connection
To Ballast Line Key
Inert Gas
Ballast Tank Ballast Tank Sea Water

PV Valve Installed on a Ballast Tank

Section4.1.6
4.1. - Page 1
x of 2
x
4.1.6 EMERGENCY INERTING OF BALLAST TANKS The atmosphere from the ballast tank should be vented via the tank hatch Example 2, to Carry Out Emergency Inerting of No.2 Ballast
for the three possible alternatives of inerting the tanks. After a tank has been Tank Starboard, No Flooding
purged and it is deemed necessary to safely maintain a slight overpressure
Description inside the tank, then it will be necessary to remove both Whinnel vent units, a) Shut valve GI515F and GI517F to maintain a positive pressure
one of these positions would be blanked off and a portable PV valve fitted to in the cargo tanks.
Opposite each ballast tank there is a spur pipe off the starboard (secondary) the other position. The ship carries a dedicated reducing piece which is used
250mm IG line with an isolating valve and blank flange, this is to facilitate the to connect the PV valve to the Whinnel valve spigot on deck. The PV valve is
emergency inerting of the ballast tanks. One flexible hose, 150mm in diameter b) Insert the spool piece in the inert gas/ballast system connecting
used in order to safely maintain a slight overpressure of IG in the tank. line.
and 30m long and two portable bends are provided for inerting via a dedicated
stub piece at the forward end of each ballast tank on deck. From this stub piece The delivery pressure to the ballast tank is controlled by the IG to deck
a purge pipe is led to the bottom of each tank, terminating short of the central c) Open valves GI520F and BA531F.
pressure setting regulator.
division bulkhead as shown in the illustration 4.1.6a. This system would be
used if the ballast tank is empty. Alternatively, it is possible to direct IG into a d) The IG system should be running and ready for use.
Continue inerting until the oxygen reading at the sample point is consistently
ballast tank via its suction line, by connecting the IG main to the ballast line by below 8%. Depending on requirements, it is prudent to continue inerting until
the insertion of a spool piece located on deck, see illustration 4.1.6b. e) Open the ballast line valves to No.2 starboard, BA533F,
a level of 5% or less oxygen is reached, to give a greater safety margin. BA504F and BA506F.
If on the other hand, it is required to layer inert gas over the top of ballast, If a the ballast tank is partially flooded, the same procedure as previously
then there are two Butterworth plates mounted on the deck of each tank, one f) Open the ballast tank hatch to act as a vent, provided that there
described is used, accept that the elbow bend is fitted to the tank top rather is no lightning or source of ignition in the vicinity.
of which would be removed and an elbow piece connected to this position, IG than the purge pipe. As there is less volume to fill, it is essential to monitor the
would then be layered onto the surface using the dedicated flexible hose. pressure and IG flow rate into the tank. Inert gas will now be delivered to No.2 starboard ballast tank, entering via
the ballast suction valve and exiting through the ballast tank hatch. Continue
Alternatively the ballast tanks can be inerted using the IG connection to the inerting until the oxygen reading at the tank vent is consistently below 8%, at
Procedure to Carry Out Emergency Inerting of a Ballast Tank ballast system as follows: which point the tank can be considered inert. Depending on requirements, it
(Example 1, No.2 Starboard Ballast Tank, Partially Flooded) may be prudent to continue inerting until a level of 5% oxygen is reached, to
give a greater safety margin.
a) The inert gas plant should be ready for operation.
Illustration 4.1.6b Emergency Inerting No.2 Starboard Ballast Tank
b) Check that the COT IG pressure has been lowered to a
minimum.
FW FW FW
D D D
c) Remove the blank from the spur on the starboard IG main and
rig the portable elbow piece.
d) Remove a Butterworth plate and connect the portable elbow

piece to the ballast tank, then connect the flexible hose between
the elbows.
IG IG
e) Start up and run the IG system, normal operating parameters

apply, see section 1.4 for details. Open valve GI506F on the
secondary IG line.
f) Open the deck isolating valve GI517F for the secondary IG

main. Inert gas will now be sent to No.2 starboard ballast tank.
g) Open the ballast tank hatch to act as a vent, provided that there
is no lightning or source of ignition in the vicinity. Inerting Via Ballast Tank Inerting Via Ballast Suction Inerting Via Removal Of
Purge Pipe Line From With Cross Connection Spool Butterworth Plate, Layering
Starboard IG Line Piece Inserted From IG Line IG
h) Monitor the vapour at the outlet. Onto The Ballast Surface
To Ballast Line

,OOXVWUDWLRQD3XPS5RRP%LOJH6\VWHP
%*)
8SSHU'HFN
7R0$532//LQH
2LO'LVFKDUJH
&2)
0RQLWRULQJ6\VWHP
&RPSUHVVHG
$869DFXXP6\VWHP $LU
&2) &2) &2)
'UDLQ7DQN
P &2) &2
&2) )
&2)
/$+
7R7DQN
&OHDQLQJ/LQH
6ORS7DQN 1R:DWHU
)URP&DUJR 3RUW %DOODVW
&2) 2LO3XPSV 7DQN3RUWPP
$ERYH/RDGHG:DWHU
/LQH
$FFXPXODWRU
&2)
&DUJR
6WULSSLQJ
3XPS
)URP&DUJR PK &2)
2LO/LQHV
&2)
&2)
&2) 7R3RUW
6ORS7DQN
&2) &2)
/LQH'UDLQ7R&DUJR2LO &2)
3XPSV&DVLQJDQG)LOWHU
6WULSSLQJ/LQH
6:&URVVRYHU/LQH 6:&URVVRYHU/LQH
%*)
)URP%DOODVW6\VWHP
1RUPDOO\ &DUJR
6HD&KHVW/LQH
%*) %$) %$) &ORVHG (GXFWRU
1RUPDOO\
2SHQ &2)
3$/
/$+ /$+
3,
6HD&KHVW 7R6WDUERDUG
6ORS7DQN
&2) &2)
&2) &2)
%*) %*)
1RUPDOO\ 1RUPDOO\
&2 &2 &ORVHG &ORVHG .(<
Y )
%LOJH
/$+
$LU
9RLG6SDFH 9RLG6SDFH
6XFWLRQ 6XFWLRQ +\GUDXOLF2LO
(OHFWULFDO6LJQDO

Section 4.1.7
4.1. - Page x
1 of x
2
4.1.7 PUMP ROOM BILGE SYSTEM d) Open the stripping pump suction valve from the pump room p) Monitor the level in the slop tanks. When the bilge pumping is
bilge system, CO573F. Ensure the remaining pump suction completed, stop the pump and close all of the valves. Open the
valves are closed, CO569F cargo line suction master valve, steam drains on the stripping pump.
Cargo Stripping Pump
CO570F stripping master valve for the cargo pumps and
Maker: Shinko Industries Ltd. strainers and CO568F suction from the sea water crossover q) The bilge suction strainers should be inspected and cleaned in
No. of sets: 1 line. readiness for use.
Model: KPH275
e) Open the pump discharge line valves to either the port or r) Return the port suction valve, BG514F to the open position.
Type: Steam driven vertical reciprocating, duplex
starboard slop tank, CO774F and CO544F to the port slop tank,
double acting type
or, CO777F and CO778F to the starboard slop tank. The eductor
Capacity: 240m3/h at 150 mth bypass valve CO579F must also be opened.
Inlet steam pressure: 13.5kg/cm2
Speed: 27 double strokes/minute f) Open the required pump room bilge suction valve, either
BG514F, port side bilge suction, or BG515F, starboard side
bilge suction. Ensure that the AUS vacuum unit drain tank valve
General CO753F is closed.
The cargo stripping pump is primarily used for cargo operations to strip lines g) Open the steam exhaust valve SD683F.
ashore via the MARPOL line at the end of cargo operations. Additionally, it is
used to pump out the bilge wells in the pump room when required, discharging h) Drain the steam exhaust line and inlet steam line to the pump.
them to the port or starboard slop tank. An additional feature of the ice class
vessels is that there is a connection onto the ballast sea chest line running to the i) Ensure that the speed setter control, K5 on the cargo control
ballast pumps and bottom lines. This would allow any remaining water in the console, is set at the minimum setting.
pump casings and lines to be stripped out via the cargo stripping pump, when
the ship is trading in cold climates. Water remaining in these areas could be j) Ensure that an adequate steam supply is available from the
liable to freezing which could course damage to the pumps and lines. engine room.
There are four bilge suction valves in the pump room, the outboard two valves, k) Open the steam inlet valve, K14 by means of selector switch
BG514F and BG515F take suction from the pump room tank top, while the K10 on the console.
inboard two valves, BG516F and BG517F take suction from the void space
below the pump room. l) Ease the steam control valve K1 off its seat by means of
the speed setter control K5 and proceed to warm through the
The port aft pump room bilge suction, BG514F is hydraulically operated from pump.
a deck stand situated on the main deck inside the pump room entrance and
is normally left in the open condition. The remaining three valves which are m) This process should take place at the pump side. After the warm
normally locked closed are all manually operated from their local positions. up process, the pump can be started remotely from the cargo
console in the CECR.
Procedure to Pump the Pump Room Bilges n) Close all drain valves and bring the pump up to speed using the
speed setter control K5, on the cargo console.
a) Ensure the stripping pump automatic lubricator is topped up
with oil. o) The speed is monitored by use of the stroke counter on the cargo
console. The speed of the pump should not be taken above a
b) Slightly open the four drain valves on the steam chest of the maximum of 27 strokes/minute.
stripping pump.
c) Open the stripping pump discharge line valve to the slop tanks Note: Under no load conditions the speed of the pump will increase,
CO592. therefore a good watch should be kept on the pump when it is coming to the
end of suction.

ULCC - British Kestrel - Cargo Systems Manual PDF

Caricato da

Informazioni sul documento

Descrizione originale:

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

ULCC - British Kestrel - Cargo Systems Manual PDF

Caricato da

Copyright:

Formati disponibili

Document Title: Cargo Operating Manual Revision: Final Draft

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter -- Page

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter -- Page

Document Front Matter: British Kestrel Date: December 2005

ISSUE AND UPDATES This manual was produced by:

• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com

• Sections are removed from circulation when obsolete.

Issue: Final Draft IMO No. 9297357 Front Matter - Page 3 of 8

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 4 of 8

Document Front Matter: British Kestrel Date: December 2005

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Issue: Final Draft IMO No. 9297357 Front Matter - Page 5 of 8

Document Front Matter: British Kestrel Date: December 2005

Mechanical Symbols and Colour Scheme

Intermediate Position Simplex Strainer Air Horn

Thermostatic Temperature Duplex Strainer with Cargo Group 1

Screw Down Non Return M Y-Type Strainer Cargo Group 3

Sounding Head with Sea Water

Three-Way Valve Spring Vent Pipe T Pipe Air

Flow Meter Spectacle Flange Marine Diesel Oil

Expansion Bend Pipe Filter

Hydraulic Operated Water Line

Issue: Final Draft IMO No. 9297357 Front Matter -- Page

Document Front Matter: British Kestrel Date: December 2005

Electrical and Instrumentation Symbols

Earth WT Water transducer D-D Relay coil Trip Automatic Trip

Issue: Final Draft IMO No. 9297357 Front Matter

Document Front Matter: British Kestrel Date: December 2005

INTRODUCTION Safe Operation Illustrations

Issue: Final Draft IMO No. 9297357 Front Matter -- Page

1.1 Cargo Tanks Layout and Capacity Plans

1.1a Cargo Tanks Layout

1.1b Tank Capacity Tables I

1.1c Tank Capacity Tables II

Document Section 1: British Kestrel Date: December 2005

3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW

Issue: Final Draft IMO No. 9297357 Section1.1

Document Section 1: British Kestrel Date: December 2005

Two Grade Segregation Using Starboard IG Line

Issue: Final Draft IMO No. 9297357 Section1.1

Document Section 1: British Kestrel Date: December 2005

&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*

&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

7RWDO  

Issue: Final Draft IMO No. 9297357 Section1.1

Document Section 1: British Kestrel Date: December 2005

Illustration 1.1c Tank Capacity Tables II

Fuel Oil Tanks SG 0.980 Lubricating Oil Tanks SG 0.900

Total 212.0 201.4

Fuel Oil Overflow Tank (Centre) 39 - 40 44.5 32.38 0.99 271

Capacity 99% Full Maximum

Fuel Oil Sludge Tank (Starboard) 37 - 42 5.0 31.60 11.33 2

Issue: Final Draft IMO No. 9297357 Section1.1

1.2.2 Measuring and Sampling

1.2.3 Slop Tank Usage

1.2.4 Slop Tank and Cargo Tank Heating

1.2.1a Cargo Piping System

1.2.2a Measuring and Sampling Positions

1.2.3a Slop Tank Cross Section

3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW 1R3RUW

&DUJR2LO7DQNV :DWHU%DOODVW7DQNV 6*

&DSDFLW\ )XOO 0D[LPXP &DSDFLW\ )XOO 0D[LPXP

7RWDO